Bachelors - Project Report 1

“An Experimental Study On Utilization of Waste Plastic in Bituminous Pavement”
CHAPTER-I
INTRODUCTION
1.1 Plastic waste

Plastic products have become an indispensable part of our daily lives as many objects of
daily use are meant from some kind of plastic. The growth in various types of industries
together with population growth has resulted in enormous increase in production of
various types of waste materials world over. Plastic is everywhere in today’s lifestyle. It
is used for packaging, protecting, serving and even disposing of all kinds of consumer
goods. With the industrial revolution mass production of goods started and plastic seemed
to be a cheaper and effective raw material.
Today every vital sector of the economy starting from agriculture to packaging,
automobile, building construction, communication or information technology has been
virtually revolutionized by the applications of plastics. Use of this non-biodegradable
product is growing rapidly and creating problem of disposal of plastic waste. It’s dumping
in the dustbin, clogging of drains, reduce soil fertility and aesthetic problems etc. If a ban
is put on the use of plastic on emotional ground, the real cost would be much higher, the
inconvenience much more, the chances of damage or contamination much greater.
The phenomenal increase in the volume of vehicular traffic on our roads, including
commercial vehicle combined with perpetual overloading by transport vehicles and
significant variation in daily and seasonal temperature in various parts of the country calls
for the improved performance of the road pavement and consequently better quality of
bitumen. Since natural materials being exhaustible in nature, its quantity is declining
gradually. Also, cost of extracting good quality of natural material is increasing.
Figure 1.1: Constructed Plastic Road
Department of CIVIL ENGINEERING, A.I.E.T, Mijar 1

In the construction of flexible pavement, bitumen plays the role of binding the aggregate
together by coating over the aggregate. It also helps to improve the strength of the road.
But its resistance towards water is poor. Anti-stripping agents are being used. A common
method to improve the quality of bitumen is by modifying the rheological properties of
bitumen by blending with organic synthetic polymers like rubber and plastics. If these
materials can suitably utilize in highway construction, the pollution and disposal
problems may partly reduced.
1.2 Plastics and their impact on environment

A plastic is any of a wide range of synthetic or semi-synthetic organic solids that are
mouldable. Plastic is a relatively cheap, durable and versatile material. Plastic products
have brought benefits to society in terms of economic activity, jobs and quality of life.
Plastics can even help reduce energy consumption and greenhouse gas emissions in many
circumstances, even in some packaging applications when compared to the alternatives.
However, plastic waste also imposes negative environmental externalities. It is usually

non-biodegradable and therefore can remain as waste in the environment for a very long
time; it may pose risks to human health as well as the environment; and it can be difficult
to reuse and/or recycle in practice.
An issue of particular concern is that giant masses of plastic waste have discovered in the
North Atlantic and Pacific oceans, the full environmental impacts of which not yet fully
understood but which cause severe damage to seabirds, marine mammals and fish. Plastic
waste generation is set to continue growing and the development of new materials
continues apace. As for recycling, it also expected to grow in absolute terms and innovate
technologically, but it will not keep up on current trends and so other solutions needed.
1.3 Plastic consumption and generation

A material that contains one or more organic polymers of large molecular weight, solid in
its finish state and at some state while manufacturing or processing into finished articles,
can shaped by its flow is termed as plastics.
The plastic constitutes two major category of plastics; (i) Thermoplastics and (ii) Thermo
set plastics. The thermoplastic constitutes 80% and thermo set constitutes approximately
20% of total post consumer plastics waste generated.

The following table describes the average municipal solid waste production from 0.21 to
0.50 Kg per capita per day in India. Table 1.1 provides the data on total plastics waste
consumption in India during last decade. Municipal solid waste has been increases as
population range increases.
Table 1.1: Municipal Solid Waste in Indian Cities for Last Decade
Population Range Average Per Capita

(Millions) Value
0.1 - 0.5 0.21
10.5 - 1.0 0.25
1.0 - 2.0 0.27
2.0 - 5.0 0.35
> 5.0 0.50
As the table 1.2 shows plastic consumption in India for last decade, it has been increasing
year by year and demand for plastic is too high.
Table 1.2: Plastic Consumption in India
S. No. Year Consumption (Tones)
1 1996 61,000
2 2001 4,00,000
3 2006 7,00,000
4 2011 13,50,000
5 2013 17,40,000
174000 1740000
Due to the change in scenario of life style, the polymer demand is increasing everyday
across the globe. Following table gives the polymer demand in India from 1995 to 2011.

Table 1.3: Polymer Demands in India (Million Tonnes)
1995-96 2001-02 2006-07 2010-11
0.83 1.83 3.27 7.12
0.34 0.88 1.79 3.88
0.49 0.87 1.29 2.87
0.03 0.14 0.29 0.75
1.69 3.72 6.64 14.62
The comparison of per capita plastic consumption in India with rest of the world is as in
Table 1.4.In India the consumption of plastic for the packaging, bottling etc, increases
day by day. Therefore, comparing to East Europe and South East Asia nations India is
utilizing more plastic per capita per year for different purpose. In addition, comparing to
other nations from below table India is using comparatively less plastic per capita per
year.
Table 1.4: Plastic Waste Consumption (P/C/YEAR)
S. Per Year Consumption

Country/Continent
No. (Kg)
1 South East Asia 10.0
2 East Europe 10.0
3 India 14.0
4 China 24.0
5 West Europe 65.0
6 North America 90.0
7 World Average 25.0
India has among the lowest per capita consumption of plastics and consequently the
plastic waste generation is very low as seen from the Figure 1.3 and Figure. 1.4

90
80
70
% Plastic waste
60
50
India
40
World
30
20
10
0
Recycling Plastic in Solid Waste
Figure 1.2: Plastic Waste Consumption (%)
30
25
20
15 World
India
10
0
Per-capita per year consumption of plastic (kg)
Figure 1.3: Usage of Plastic per Person
1.4 Waste plastics - as binder and modifier

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

1.5 Need for the study

Now a day’s plastic road is becoming a basic need for highway development. Particularly
this is great importance when the plastic wastes available are more where as the total
requirement is much lesser. This is actually the problem in all the developing countries
like India, as the best utilization of available waste plastic has to make in a systematic and
planned way. The important points to noted are
 Disposal of waste plastic is a major problem.

 It is non-biodegradable.
 Burning of these waste plastic bags causes environmental pollution.
 It mainly consists of low-density polyethylene.
 To find its utility and laboratory performance in bituminous mixes for road
construction.
 Laboratory studies proved that waste plastic enhances the property of the mix
for certain limit
 Improvement in properties of bituminous mix provides the solution for
disposal in an useful way.
1.6 Plastic waste classification

Plastics may classify in many ways, but most commonly by their physical properties.
Plastics may classify even according to their chemical sources. The twenty or more
known basic types fall into four general groups: Cellulose Plastics, Synthetic Resin
Plastics, Protein Plastics, Natural Resins, Elastomers, and Fibers.
Nevertheless, depending on their physical properties, it may classify as thermoplastic and

thermosetting materials. Thermoplastic materials formed into desired shape under heat,
pressure and become solids on cooling. If they subject to the same conditions of heat and
pressure, they can be remoulded. Thermosetting materials, which once shaped cannot
softened/remoulded by the application of heat.The examples of some typical
thermoplastic and thermosetting materials tabulated in Table 1.5

Table 1.5: Typical Thermo-plastic and Thermosetting Plastics

S. Thermoplastic Thermosetting
No.
1 Polyethylene Terephthalate (PET) Bakelite
2 Polypropylene (PP) Epoxy
3 Polyvinyl Acetate (PVA) Melamine
4 Polyvinyl Chloride (PVC) Polyester
5 Polystyrene (PS) Polyurethane
6 Low Density Polyethylene (LDPE) Urea – Formaldehyde
7 High Density Polyethylene (HDPE) Alkyd
Plastic waste generation is set to continue growing and the development of new materials
continues space. As for recycling, it also expected to grow in absolute terms and innovate
technologically, but it will not keep up on current trends and so other solutions needed.
Table 1.6 gives the source of waste plastic generation.
Table 1.6: Waste Plastic and its Source
Waste Plastic Origin

Low Density Carry bags, sacks, milk pouches, bin lining, cosmetic and
Polyethylene (LDPE) detergent bottles
High Density
Carry bags, bottle caps, house hold articles
Polyethylene (HDPE)
Polyethylene
Drinking water bottles
Terephthalate (PET)
Bottle caps and closures, wrappers of detergent, biscuit,
Polypropylene (PP)
vapors packets, microwave trays for readymade meal
1.7 OBJECTIVES

Cast various trial mixes with varying percentages of plastic waste and compare for the
compressive strength. The major objective of the project is to reduce bitumen content in
the mixture, increase bond strength, increase life span and reduce the disposal of plastic.
Objectives of the project are:
 To study basic properties of aggregates & plain bitumen.
 To study the strength & stability characteristics of BC mix for 80/100 grade
bitumen.
 To study the effect of waste plastic on strength and stability characteristics

of BC mix.
 To differentiate different properties of bitumen and aggregates with &

without waste plastic content.
 To reduce the need of bitumen in flexible roads.
 To check the properties of bituminous mix specimen.
 To check the properties of bituminous mix specimen due to coating of

waste plastic materials.

CHAPTER-II
LITERATUER REVIEW
2.1 General
The concept of utilization of waste plastic in construction of flexible road pavement has
been doing since 2000A.D. In the construction of flexible pavements, bitumen plays the
role of binding the aggregate together by coating over the aggregate. It also helps to
improve the strength of the road. But its resistance towards water is poor. Anti-stripping
agents are being used. A common method to improve the quality of bitumen is by
modifying the rheological properties of bitumen by blending with organic synthetic
polymers like rubber and plastics. Use of plastic waste in the bitumen is similar to
polymer-modified bitumen. The blending of recycled LDPE to asphalt mixtures required
no modification to existing plant facilities or technology. Polymer modified bitumen
which has good resistance to temperature, water etc. This modified bitumen is one of the
important construction materials for Flexible Road pavement.
This study aimed to investigate the effects of adding plastic bottles in road pavement.
Marshall Properties as well as specific gravity of asphalt mixture containing different
percentages of plastic bottles evaluated. 80-100 penetration-grade asphalt cement used for
this investigation. Aggregate particles that were prepared from Kajang quarry in Malaysia
sieved and packed according to JKR (Malaysian Standard) specification for Stone Mastic
Asphalt (SMA). Waste plastic bottles that used in this study obtained from waste PET
bottles. In order to, provide appropriate plastic particles the bottles cut to small parts then
crushed and sieved. The particles, which were smaller than 2.36 mm, considered for this
investigation. It should notice that different percentages of crushed plastic bottled
designated for this study namely: 0 %, 0.2 %, 0.4 %, 0.6 %, 0.8 % and 1 % by weight of
aggregate particles. As seen in Figure. 3.1.1, in many cases, Marshal stability (MS) value
increases by adding waste plastic bottles into asphalt mixtures up to 0.6 % plastic;
however, at higher plastic contents MS decreases. It also noted that MS value decreases at
higher asphalt amount. This result may indicate that better adhesion provided between
asphalt binder and aggregate particles by adding waste plastic bottle.

Figure 2.1: Typical graph of Marshall Stability vs. plastic waste (percentage)
Figure 3.1.2 Shows that Marshall Flow (MF) increases by adding waste plastic bottles,
and that specimen constructed at higher asphalt content showed higher MF value. Thus,
maximum MF value observed at the specimen made at 1% and 7% plastic and asphalt
content, respectively. Obtained results may indicate that internal friction of mixture
would decreased by adding plastic into mixture, which eventually results in higher flow.
It is good to notice that high-density polyethylene (HDPE), which is another type of
plastic, had the same results on mixture flow.
Figure 2.2: Typical graph of Marshall Flow vs. plastic waste (percentage)
This paper discusses about basic properties as well as mix design of SMA mixture
containing waste plastic bottle particles, and results summarized as follows:
 Mixtures containing waste plastic bottles had more stability values compared to
conventional mixture and the stability trends initially increased by adding lower
percentages of plastic bottles and decreased at higher amount of plastic.

 Adding higher amount of plastic bottles resulted in higher flow value.
 Bulk Specific Gravity at lower amount of plastic bottles, and then decreased at
higher percentages of plastic.
2.2 Polymer modification
Prof. C.E.G. Justo states that addition of 8% by weight of processed plastic for the
preparing of bitumen results in a saving of 0.4% bitumen by weight if mix or about 9.6kg
bitumen of SDBC mix. Modified bitumen improves 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 with stand higher temperature
and load. The coating of plastic reduces porosity absorption of moisture & improves
soundness. The polymer mixed bitumen forms better material for flexible pavement
construction as the mix shows better higher Marshall Stability value & suitable Marshall
Coefficient. Hence, the use of waste plastic for flexible pavement is one the best method
for easy disposal of waste plastic.
Vargas et al. (2013) analysed the chemically-grafted polyethylene as asphalt modifiers.

Their results show that the softening point of asphalt increased, while the penetration
degree decreased in blends prepared with grafted polyethylene and the phase distributions
of micrographs from fluorescence microscopy show that non grafted polyethylene
polymers were not readily miscible with asphalt. The results of rheological tests carried
out in their study indicate that most of asphalt blends exhibit improved performance at
higher temperature with grafted polyethylene such as enhancing rutting resistance, flow
activation energy and superior time–temperature dependent response as compared to the
reference polyethylene blends.
Rahman and Wahab (2013) used recycled polyethylene terephthalate (PET) as partial
replacement of fine aggregate in modified asphalt in their investigation. In term of
economic value, it shows that this recycled PET could reduce cost of road construction
because this recycled material is cheaper than bitumen and easy to obtain, which also
from their study that the application of recycled PET modified asphalt gives more

advantages compared to the conventional asphalt mixture especially in term of permanent

deformation.
Ahmadinia et al. (2012) carried out an experimental research on the application of waste
plastic bottles (Polyethylene Terephthalate (PET)) as an additive in stone mastic asphalt
(SMA). Wheel tracking, moisture susceptibility, resilient modulus and drain down tests
were carried out in their study on the mixtures that included various each cases.
Attaelmanan et al. (2011) carried out Laboratory evaluation of HMA with high density
polyethylene as a modifier. The analyses of test results show that the performance of
HDPE-modified asphalt mixtures are better than conventional mixtures because the
moisture susceptibility and temperature susceptibility can be reduced by the inclusion of
HDPE content of 5% by weight of asphalt in the conventional asphalt mixture.
V. S. Punit (2001), some encouraging results reported in the study that there is a
possibility to improve the performance of bituminous mixes of road construction. Waste
plastics on heating softens around 130 degree c. thermo gravimetric analysis has shown
that there is no gases evolution in the temperature ranges from 130-180’c. Soften plastic
have a binding property. Hence, it used as a binding material for road construction.
Sundaram and Rojasay (2008) studied the effective blending technique by using plastic
waste into bitumen for road laying and polymer bitumen mixture for different
composition were prepared and used carrying out various tests.
Verma S.S. (2008) concluded that plastic would increase the melting point of the
bitumen. This technology not only strengthens the load construction but also increase the
road life.
Mohammad Imthiyas (2002) concluded that the mix prepared with modifier shows
higher resistance to permanent deformation at higher temperature.
Sabina et al, (2001) studied the comparative performance of properties of bituminous

mixes containing waste plastic (8% and 15% by weight of bitumen) with conventional
bitumen. With 60/70, penetration grade bitumen there is a improvement in Marshall
stability, indirect tensile strength, rutting was observed in plastic modified bituminous
mix. The laboratory studies conducted by CRRI in utilisation of waste plastic in
bituminous concrete mixes have proved that, these enhance the properties of mix in
addition to solving disposal problems and improved other parameters of mix. Therefore,

the life of pavement surfacing using waste plastic expected to increase substantially in
comparison to use of conventional bituminous mix.
The concept of utilization of waste plastic in construction of flexible road pavement has
done since 2000 in India. In the construction of flexible pavements, bitumen plays the
role of binding the aggregate together by coating over the aggregate. It also helps to
improve the strength and life of road pavement. However, its resistance towards water is
poor. A common method to improve the quality of bitumen is by modifying the
rheological properties of bitumen by blending with synthetic polymers like rubber and
plastic.
Use of plastic waste in the bitumen is similar to polymer-modified bitumen. The blending
of recycled low-density polyethylene (LDPE) to asphalt mixtures required no
modification to existing plant facilities or technology. Polymer-modified-bitumen has
better resistance on temperature, water etc. This modified bitumen is one of the important
construction materials for flexible Road pavement. Since 90’s, considerable research has
been carried out to determine the suitability of plastic waste modifier in construction of
bituminous mixes.
Zoorab & Suparma reported the use of recycled plastics composed predominantly of
polypropylene and low-density polyethylene in plain bituminous concrete mixtures with
increased durability and improved fatigue life. Dense bituminous macadam with recycled
plastics, mainly low density polyethylene (LDPE) replacing 30% of 2.36-5 mm
aggregates, reduced the mix density by 16% and showed a 250% increase in Marshall
Stability; the indirect tensile strength (ITS) was also improved in the ‘Plastiphalt’
mixtures.
D.N. Little worked on the same theme and he found that resistance to deformation of
asphaltic concrete modified with low-density polythene was improved in comparison with
unmodified mixes. It found that the recycled polyethylene bags might be useful in
bituminous pavements resulting in reduced permanent deformation in the form of rutting
and reduced low temperature cracking of pavement surfacing.
Bindu, et al investigates the benefits of stabilizing the stone mastic asphalt (SMA)
mixture in flexible pavement with shredded waste plastic. Conventional (without plastic)
and the stabilized SMA mixtures subjected to performance tests including Marshall
Stability, tensile strength and compressive strength tests. Triaxial tests also conducted

with varying percentage bitumen by weight of mineral aggregate (6% to 8%) and by
varying percentage plastic by weight of mix (6% to 12% with an increment of 1%).
Plastic content of 10% by weight of bitumen recommended for the improvement of the
performance of Stone Mastic Asphalt mixtures. 10% plastic content gives an increase in
the stability, split tensile strength and compressive strength of about 64%, 18% and 75%
respectively compared to the conventional SMA Mix. Triaxial test results show a 44%
increase in cohesion and 3% decrease in angle of shearing resistance showing an increase
in the shear strength.
The drain down value decreases with an increase in plastic content and the value is only
0.09 % at 10% plastic content and proves to be an effective stabilizing additive in SMA
mixtures [9]. Stone Mastic Asphalt is a gap graded bituminous mixture containing a high
proportion of coarse aggregate and filler. It has low air voids with high levels of macro
texture when laid, resulting in a waterproof layer with good surface drainage. Stabilizing
additives needed in the mastic, which is rich in binder content to prevent the binder from
draining down from the mix. Polymers and fibres are the commonly used stabilizing
additives in SMA. Based on many research reports and engineering case studies has been
shown that the use of Stone Mastic Asphalt (SMA) on road surfaces can achieve better
rut-resistance and durability. Recycled low density polyethylene (LDPE) of a size
between 0.30 and 0.92 mm replacing 15% aggregates in asphalt surfacing nearly doubled
the Marshall quotient, and increased the stability retained (SR) by 15%, implying
improved rutting and water resistance. A 20% increase of binder content was required in
this case.
Mohammad T. Awwad et al (2007), polyethylene as one sort of polymers used to

investigate the potential prospects to enhance asphalt mixture properties. The objectives
also include determining the best type of polyethylene to use and its proportion. Two
types of polyethylene added to coat the aggregate High Density Polyethylene (HDPE) and
Low Density Polyethylene (LDPE). The results indicated that grinded HDPE
polyethylene modifier provides better engineering properties. The recommended
proportion of the modifier is 12% by the weight of bitumen content. It found to increase
the stability, reduce the density and slightly increase the air voids and the voids of mineral
aggregate.
Shankar et al (2009), crumb rubber modified bitumen (CRMB 55) was blended at
specified temperatures. Marshall’s mix design was carried out by changing the modified

bitumen content at constant optimum rubber content and subsequent tests have been
performed to determine the different mix design characteristics and for conventional
bitumen (60/70) also. This has resulted in much improved characteristics when compared
with straight run bitumen and that too at reduced optimum modified binder content
(5.67%).

CHAPTER-III
MATHODOLGY
3.1 Materials
Materials used for the construction of bituminous concrete (BC) are bitumen, aggregates,
waste plastic and filler material. The waste plastic, which is used, is in shredded form.
Further information of materials mentioned as below.
3.1.1 Aggregate
Aggregate constitutes the granular part in bituminous concrete mixtures, which
contributes up to 80-90% of the mixture weight and contributes to most of the load
bearing & strength characteristics of the mixture. Hence, the quality and physical
properties of the aggregates should be under control to ensure a good pavement. The
aggregates of different grades were sieved through different IS Sieves and were kept in
different containers with proper marking. Aggregates used for mix were of two types:
Coarser Aggregates, Fine Aggregates and mineral fillers may be cement or stone dust.
Figure 3.1: Aggregates as Per Gradation
3.1.2 Bitumen
Bitumen is commonly used binder for flexible road construction. Different grades of
bitumen like 30/40, 60/70 and 80/ 100 are available based on their penetration values. The
selected bitumen penetration grade for this study is 80/100 used as a Paving Grade
Bitumen for construction of flexible pavements with superior properties.

3.1.2.1 Types of Bitumen

When the Bitumen contains some inert materials or minerals, it sometimes called Asphalt.
Asphalt found as deposits in the form of natural asphalt or rock asphalt.
 Cutback Bitumen: It defined as the bitumen, the viscosity of which has

reduced by volatile diluents. A suitable solvent mixed to reduce viscosity.
 Bitumen Emulsion: Bitumen suspended in finely divided condition in aqueous

medium 60% bitumen and 40% water.
 Bituminous Primers: Mixing of penetration bitumen with petroleum distillate.
 Modified Bitumen: Blend of bitumen with waste plastics & or crumb rubber
Figure 3.2: Bitumen as Per Construction Criteria
3.1.2.2 Advantages & Disadvantages of bitumen

The following are the advantages of the bitumen:
 Good cohesive and adhesive property.

 Water repellent property.
 It is its thermoplastic nature, (stiff when cold liquid when hot), that makes
bitumen so useful.
The following are the disadvantages of the bitumen

 Temperature Effect: At high temperature, bleeding of road occur reducing

performance of road.
 Oxidation Effect: Due to oxidation bitumen may led to cracking.
 Water Effect: Due to water, bitumen strips off from the aggregate forming
pothole on roads as being water repellent material and reduces life of roads.
 High Cost: Being petroleum product it costs much higher.
3.1.3 Plastic
Low Density Polyethylene (LDPE) is the type of plastic bottles and containers, which is
commonly used to Carry bags, sacks, milk pouches, bin lining, cosmetic and detergent
bottles Waste plastic of water cans made up of either High Density Polyethylene (HDPE)
or Polyethylene Terephthalate (PET). These waste plastic bottles are shredded and used in
the present study.
Plastics waste (bags, cups, thermocol) made out of PE, PP and PS cut into a size between
2.36mm and 4.75mm using shredding machine, (PVC waste should eliminated). At the
mixing chamber, the shredded plastics waste too added. It mixed with bitumen and coats
uniformly over the aggregate within 30 to 60 seconds, giving an oily look.
The physical properties of waste plastic are as followed:
 Specific Gravity of Plastic: 0.90 to 0.97

 Melting Point of Plastic: 1050C to 1300
Figure 3.3: Processed Shredded form of various waste plastic.
3.2 Selection of Aggregate gradation

Selection of proper gradation for the mix is one of the most important parameter. Ministry
of Road Transport and Highway [MoRT&H] has given some of the grading specifications
for all the bituminous and non-bituminous layers used in road construction. In this study
Bituminous Concrete (BC), which considered as the wearing course or the surface course,
selected. As per IRC 29-1988 Specification for bituminous concrete of mix designation
Grade II, nominal aggregate size 9.5mm and layer thickness of 40-50mm selected.
Grading specification for the bituminous concrete course given in Table 3.1
Table 3.1: Gradation of aggregates as per IRC Specification

Mix designation Nominal Grading-II
aggregate size Layer thickness Minimum Maximum
IS sieve(mm) Cumulative % by weight of total aggregate passing
13.2 100 100
11.2 80 100
5.6 55 75
2.36 40 55
0.6 20 30
0.3 15 25
0.15 10 20
0..075 6 9
Bitumen content, % by weight of total mixture 4.5 – 6.0
3.3 Construction of plastic bitumen road

There are two processes
1. Wet process
2. Dry process
3.3.1 Wet Process

Waste plastic is ground and made into powder, about 10%, 15%, 20% and 30% mixed
with bitumen. Plastic increases the melting point of bitumen and makes the road retain its
flexibility during winter resulting in its long life. By mixing, plastic with bitumen the
ability of the bitumen to withstand high temperature increases. The plastic waste melted
and mixed with bitumen in a particular ratio. Normally, blending takes place when

temperature reaches 45.50C but when plastic is mixed, it remains stable even at 55 0C. the
vigorous tests at the laboratory level proved that the bituminous concrete mixes prepared
using the treated bitumen binder fulfilled all the specified Marshal mix design criteria for
surface course of road pavement. There was a substantial increase in marshal stability
value of the mix, of the order 1 to 2 time higher value in comparison with untreated or
ordinary bitumen. Another important observation was that the bituminous mixes prepared
using the treated binder could withstand the adverse soaking conditions under water for
longer duration.
3.3.1.1 Advantages of Wet Process

The following are the advantages of wet process
 This process can utilized for recycling of any type, size, and shape of waste
material.
3.3.1.2 Disadvantages of Wet Process

The following are the disadvantages of wet process
 Time consuming- more energy for blending.
 Powerful mechanical is required.
 Additional cooling is required as improper addition of bitumen may cause air

pockets in roads.
 Maximum percentage of waste plastic can added around 8 %.

Collection of Plastic Waste
Segregation of Different Types of Plastics
Cleaning & Drying of Waste Plastic
Shredding of Plastic Waste into 2 to 4 mm
Stone aggregate heated to around 160-170°C
The aggregate is mixed with hot polymer modified bitumen at

temperature ranges from 155-165 °C
The Composite (waste plastic aggregate-bitumen mix) used for road

laying at temperature between 110-140 °C
Figure 3.4: Flow Diagram of Plastic Modified Bitumen Mix Road Process
(Wet Mix Process)

3.3.2 Dry Process

For the flexible pavement, hot stone aggregate (170°C) mixed with hot bitumen (160°C)
and the mix used for road laying. The aggregate is chosen based on its strength, porosity
and moisture absorption capacity as per IS coding. The bitumen chosen based on 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 note here that stones
with less than 2% porosity only allowed by the specification.
3.3.2.1 Advantages of Dry Process

The following are the advantages of dry process
 Plastic coated over stones - improving surface property of aggregates.
 Coating is easy & temperature required is same as road laying temperature.
 Use of waste plastic more than 15% is possible.
 Flexible films of all types of plastics can use.
 Doubles the binding property of aggregates.
 No new equipment is required.
 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 years after construction.
 Can be practiced in all type of climatic conditions
 No evolution of any toxic gases as maximum temperature is 1800C.
3.3.2.2 Disadvantages of Dry Process

The following are the disadvantages of dry process
 The process is applicable to plastic waste material only.

Collection of Plastic Waste
Segregation of Different Types of Plastics
Cleaning & Drying of Waste Plastic
Shredding of Plastic Waste into 2 to 4 mm
Stone aggregate heated to around 160-170°C
Shredded polymer waste is added to heated stone aggregate for 30-40 sec.
and mixed for uniform coating at surface of aggregate
The coated aggregate is mixed with hot bitumen at temperature ranges

from 155-165 °C
The Composite (waste plastic aggregate-bitumen mix) used for road laying at
temperature between 110-140 °C
Figure 3.5: Flow Diagram of Plastic Modified Bitumen Mix Road Process (Dry Mix Process)

CHAPTER-IV
ANALYSIS AND DISCUSSION

4.1 Different tests on aggregate and bitumen
Separate tests are available for testing cylindrical aggregates and coarse aggregates for
abrasion and impact test. However, due to the difficulties of preparing cylindrical
specimen which needs costly core drilling, cutting and polishing equipment, the use of
such tests are limited.
Testing of aggregate is easy and simulates the field condition better, as such these are
generally preferred. In order to decide the suitability of the road plastic coated aggregate
for use in construction of pavement, following tests carried out.
4.1.1 Moisture absorption test

For the flexible pavement, hot stone aggregate (170°C) mixed with hot bitumen (160°C)
and the mix used for road laying. The aggregate is chosen based on its strength, porosity
and moisture absorption capacity as per IS coding. The bitumen chosen based on its
binding property, penetration value and viscous-elastic 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.
4.1.2 Soundness test

Soundness test intended to study the resistance of aggregate to weathering action. The
weight loss attributed to the poor quality of the aggregate. The plastic coated aggregate,
did not show any weight loss, thus conforming the improvement in the quality of the
aggregate.
4.1.3 Aggregate impact test

A study on the effect of plastic coating extended to study on the aggregate impact value.
Aggregate coated with 1% & 2% plastics by weight, the plastic coated aggregate
submitted to Aggregate Impact Value test, and the values compared with values for non-
coated aggregate.

4.1.4 Aggregate crushing test

Coarse aggregates used in pavement construction should be strong enough to resist
crushing under roller during compaction as well as due to heavy traffic wheel loads. If
aggregates are weak stability and performance of pavement is likely to adversely affect.
The strength or resistance to crushing of coarse aggregate under the applied load
generally assessed by conducting aggregate crushing test.
4.1.5 Los Angeles abrasion test

The repeated movement of the vehicle with iron wheeled or rubber tire will produce some
wear and tear over the surface of the pavement. This wear and tear percentage of an
aggregate is determined with the help of Los Angeles abrasion study. Under this study,
the percentage of wear and tear values of the plastic coated aggregate found to be in
decreasing order with respect to the percentage of plastics. When the Los Angeles
abrasion value of plain aggregate value compared with the Plastic coated aggregate, the
values are less for polymer coated aggregate.
Table 4.1: Tests on Aggregates as per MoRT&H Specifications

Requirements as per
S. Table 500-14 of
Aggregates tests
No. MoRT&H(IV-revision)
Specifications
1 Crushing test (%) -
2 Impact test (%) Max 24%
3 Los Angeles abrasion value (%) Max 30%
4 Water absorption (%) Max 2%
5 Specific gravity of aggregates 2.5-3.0
6 Specific gravity of filler 3.15
4.1.6 Penetration index test

It measured using Penetrometer. The penetration of a bituminous material is the distance
in tenths of a millimetre, which a standard needle would penetrate vertically, into a
sample of the material under standard conditions of temperature, load and time.

4.1.7 Softening point test

This test conducted using Ring and ball apparatus. The principle behind this test is that
softening point is the temperature at which the substance attains a particular degree of
softening under specified condition of the test. Bitumen suddenly does not change from
solid to liquid state, but as temperature increases, it gradually becomes softer until it
flows readily. The temperature at which substance attains a particular degree of softening
under specified condition of test is called softening point.
4.1.8 Ductility index test

The ductility of a bituminous material measured by the distance in cm to which it will
elongate before breaking when a standard briquette specimen of the material is pulled
apart at a specified speed and a specified temperature.
4.1.9 Flash and fire point test

In the interest of safety, legislation has introduced in most countries fixing minimum
flash point limits to prevent the inclusion of highly inflammable volatile fractions in
kerosene distillate.
Table 4.2: Tests on Bitumen as per IS Specifications
S. No. Properties Test methods
1 Penetration at 25°C IS:1203-1978
2 Softening point (R&B) °C IS:1205-1978
3 Ductility 27°C, mm IS:1208-1979
4 Flash point, °C IS:1209-1981
5 Fire point, °C IS:1209-1981
6 Specific gravity of bitumen IS:1202-1980
4.2 Marshall Stability

The Marshall Mix method is widely used in India as well as in many countries to design
hot bituminous paving mixtures. This method was developed by Bruce Marshall of the
Mississippi state highway department in 1940. Later, it was modified and improved by

the u.s.army corps of engineers and formulated as the mix design criteria ASTMD 1559
and AASHTO T 245(TAI 2001).
The Marshall method is used to determine the optimum bitumen content which satisfies a
given design criteria of stability, deformation or flow, density, minimum air void, V MA
and VFB of hot mixed mineral aggregate and bitumen under standard test conditions.
Figure 4.1: Marshall Stability apparatus
4.2.1 Preparation of specimens

A number of specimens are prepared by changing the mix proportion of bitumen ( at
increments of 0.5% by weight ) with a selected grade of aggregate sample whose
maximum size is restricted to 25mm. About 1200 g of mineral aggregates consisting of
coarse aggregates, fine aggregates and mineral fillers is taken according to a given
standard grade. The mineral aggregate and bitumen are separately heated to a temperature
of up to 150-160 °c and 175-190° c respectively. The quantity of bitumen is measured by
the weight of the mix and poured in to the heated mineral aggregate. The mix is blended
until all the aggregate surfaces are evenly coated with bitumen. During mixing, the
bitumen viscosity should be maintained at 170±centistokes. The hot mixture is placed in a
standard cylindrical mould (of diameter size 102mm and depth 64mm ) which is heated
93-149 °c. It is compacted by applying 75 blows with a standard weight of hammer on
each of its face. During compaction, the bitumen viscosity should be maintained at
280±30 centistokes. The prepared specimen is allowed to cool at room temperature for 12
hours and later kept in a water bath at 60° c for about 30 minutes before beginning tested.
4.2.2 Test on the prepared specimens

The sample is taken out from the water bath and diametrically placed in position as
shown in figure, load is vertically applied on to the specimen at a constant rate of 5 cm

per minute. The maximum load at failure (on the proving ring) is taken as the stability
value (k N) and the corresponding deformation value obtained from the dial gauge is
taken as the flow value (mm). The flow value is expressed in units of 0.25 mm.
4.2.3 Presentation of the test data

the data obtained from the marshall test should be analysed with reference to the voids-
density relationship of the bituminous mixes. From the results of the volumetric analysis,
six curve are plotted.
4.2.4 Design requirements of bituminous mixture

The Ministry of Road Transport and Highway has suggested that the mix design
specifications to be fulfilled by compacted specimens of dense bituminous mixes
(compacted with 75 blows on either side of Marshall Test specimens) for use in the
Bituminous Concrete (BC) or Semi Dense Bituminous Concrete (SDBC) surface course
and Dense-Bituminous Macadam (DBM) pavement layer are as follows:
 Marshall Stability value, kg (minimum) = 340
 Marshall Flow value, mm units = 2 to 4
 Air voids in total mix, Vv % = 3 to 6
 Voids filled with bitumen, VFB % = 65 to 75
 Voids in mineral aggregates, VMA % should fulfil the requirements based on the
nominal maximum size of aggregates in the selected mix, as given below:
Table 4.3: VMA for different sizes of aggregate as per MoRT&H Specification
Nominal Maximum
Minimum VMA, %
Size of the
for Design Air Voids
Aggregates in the
of 3 To 5 %
Mix, mm
12.5 13 To 15
19 12 To 14
25 11 To 13
37.5 10 To 12
4.3 Properties of different materials

Many tests are conducted on the materials of flexible pavements for finding various
parameters like stability, flow of bitumen, grade of bitumen, types of aggregates etc.The
following tests are analysed and documented.
4.3.1 Marshall Stability test

It is the main test in the flexible pavement to find the stability and strength of flexible
road where bitumen used as binder material. It is a test, which has adopted from is ASTM
code. The test done using individual gradation. Following tables shows individual
gradation for 10mm, 6mm, and 2.36mm dust
Table 4.4: Individual gradation for 10mm aggregate
Cumulative
Sieve size Wt Retained % retained % passing
retained
13.2 0 0 0 100.00
11.2 0 0 0 100.00
5.6 2896 2896 96.53 3.467
2.36 94 2990 99.66 0.33
0.6 10 3000 100 0
0.3 0 3000 100 0
0.15 0 3000 100 0
0.075 0 3000 100 0
Table 4.5: Individual gradation for 6mm aggregate

Sieve size Wt Retained Cumulative % retained % passing

retained
13.2 0 0 0 100.00
11.2 0 0 0 100.00
5.6 100 100 5 95
2.36 1778 1878 93.9 6.1
0.6 114 1992 99.6 0.4
0.3 8 2000 100 0
0.15 0 2000 100 0
0.075 0 2000 100 0
Table 4.6: Individual gradation for 2.36mm dust

Sieve Cumulative
Wt Retained % retained % passing
size retained
13.2 0 0 0 100.00
11.2 0 0 0 100.00
5.6 0 0 0 100.00
2.36 0 0 0 100.00
0.6 130 130 13 87
0.3 310 440 44 56
0.15 314 754 75.4 24.6
0.075 172 926 92.6 7.4
The following table 4.7 shows the trial mix gradation for total amount of mould for the
test specimen
Table 4.7: Combined gradation for the mix
Sieve Aggregate sizes Limits
size, TRAIL
2.36mm Cement Grade Grade
mm 10mm 6mm MID
dust filler I II
13.2 100.00 100.00 100.00 100.00 100.00 100 100 100

11.2 100.00 100.00 100.00 100.00 100.00 80 100 90
5.6 3.467 95 100.00 100.00 66.54 55 75 65
2.36 0.33 6.1 100.00 100.00 37.06 40 55 47.5
0.6 0 0.4 87 100.00 30.838 20 30 25
0.3 0 0 56 100.00 20.48 15 25 20
0.15 0 0 24.6 100.00 10.118 10 20 15
0.075 0 0 7.4 100.00 4.442 6 9 7.5
100.00
90.00
80.00
70.00
% PASSING
60.00
50.00
40.00
30.00
20.00
10.00
0.00
0.01 0.1 1 10 100
SIEVE SIZE IN mm
Figure 4.2: Typical graph for gradation
4.3.1.1 Marshall test data for plain bitumen

Table 4.8: Marshall Test values for plain bitumen
% %
Marshall
bitumen bitumen Flow
Sl.no Gb Vv Vb VMA VFB Cf value
total to value
Kg
mix aggregate
2.0 19.54 9.83 29.3 0.9
01 4.5 4.712 33.5 2.5 895.9
7 5 4 8 1
2.3 12.2 21.6 0.9
02 5.0 5.263 9.379 56.7 2.1 1250.5
1 7 5 4

2.1 15.79 12.5 28.3 0.9

03 5.5 5.820 44.2 2.3 1176.7
3 7 0 0 4
2.0 17.48 13.3 30.8 0.9
04 6.0 6.383 43.3 3.0 885.4
7 0 3 1 4
Various abbreviations of the table
GB – Bulk Specific Gravity of the Specimen
Gt – Theoretical Specific Gravity of the Specimen
Vv – Volume of Air Voids
Vb – Volume of Bituminous binder mix
VMA – Volume of Voids in Mineral Aggregates
VFB – Volume of Voids Filled with Bitumen
Cf – Correction factor
Volume of Average thickness of Correction

specimen, c.c. specimen, mm factor
Table 4.9: 457 - 470 57.2 1.19 Correction

factor
471 - 482 58.7 1.14
483 - 495 60.3 1.09
496 - 508 61.9 1.04
509 - 522 63.5 1.00
523 - 535 65.1 0.96
536 - 546 66.7 0.93
547 - 559 68.3 0.89

560 - 573 69.8 0.86
4.3.1.2 Interpretation of the curves

Curve (a): Unit weight vs. Bitumen content and curve (e): Marshall Stability vs.
Bitumen content.
The above curves show similar trends. Initially, at lower content of bitumen, the values of
unit weight and stability of mix is less but as the bitumen content increases, these values
attain a peak. Afterwards, they show a decreasing trend. At lower content of bitumen, the
specimen fails at smaller loads since the quantity of bitumen mixed with aggregates is not
enough to develop sufficient bond between aggregates to withstand the applied load.
Specimens with excess quantity of bitumen (above a certain level) also fail at smaller
loads due to the thickness of the bituminous film at the interface of aggregates which do
not effectively transmit the applied load on to the aggregates. Therefore, if is only at a
particular quantity of bitumen that maximum values of density and Marshall are
observed.
2.4
2.3
Density (g/cc)
2.2
2.1
2
1.9
4 4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6
Bitumen content (%)
Figure 4.3(a): Typical graph for bulk density vs. bitumen content

1400
1200
Marshall (kg) 1000
800
600
400
200
0
4 4.5 5 5.5 6 6.5
Bitumen content (%)
Figure 4.3(b): Typical graph for Marshall Flow vs. bitumen content
Curve (b): Air voids vs. Bitumen content

As the quantity of bitumen increases, the air voids present in the mix decreases to a low
value. Thereafter, it increases as the quantity of bitumen further increases. At a given
temperature, tough, stiffness of bituminous concrete decreases as air voids content
increases
25
20
Air Voids (%)
15
10
0
4 4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6
Bitumen content (%)
.
Figure 4.4: Typical graph for air voids vs. bitumen content
Curve (d): VFB vs. Bitumen content

VFB increases with increases of bitumen content since the bitumen content fills all the
available voids in the mix.

60
Voids Filled with Bitumen (%)

50
40
30
20
10
0
4 4.5 5 5.5 6 6.5
Bitumen content(%)
Figure 4.5: Typical graph for Voids filled bitumen vs. bitumen content
Curve (f): Flow vs. Bitumen content

Flow (in mm) is a measure of the deformation due to applied load. The value of flow
increases (the compacted specimen fails even at lower load) with increases of bitumen
content because the presence of thick bitumen film around mineral aggregates prevents
strong aggregates interlocking
3.5
3
2.5
Flow (mm)
2
1.5
1
0.5
0
4 4.5 5 5.5 6
Bitumen content (%)
Figure 4.6: Typical graph for Marshall Flow vs. bitumen content
4.3.1.3 Properties of bituminous mix after adding waste plastic for

80/100 grade bitumen
Table 4.10: Marshall Test values for modified bitumen

Sl.no % Gb Va Vb VMA VFB Flow Cf Marshall

Waste
value Kg
plastic
11.65
01 10 2.307 9.403 21.056 55.345 6.5 0.98 1972.982
4
11.69
02 15 2.315 9.112 20.803 56.199 6.7 0.953 1974.973
1
03 20 2.039 19.928 10.30 30.228 34.074 6.4 0.963 2184.174
10.11
04 30 2.003 21.346 31.463 32.156 6.0 0.868 1782.895
7
4.3.2 Bitumen test

Various tests on binding material are present, among them some are conducted which are
necessary for the study. As table shows the various properties of bitumen when it tested
without addition of waste plastic and with addition of waste plastic and with respect to
those the graph is plotted to differentiate.
Table 4.11: various test results for bitumen with and without plastic
Grade 80/100
S.
Properties Normal Plastic modified
No.
bitumen bitumen
1 Penetration at 27°C 100 58
2 Softening point (R&B) °C 42 64
3 Flash point, °C 240 280
4 Fire point, °C 270 320
5 Specific gravity of bitumen 0.99 0.93

Chart Title
Plastic modified bitumen
Normal bitumen
0 20 40 60 80 100 120
Penetration grade
Figure 4.7: Typical graph differentiating penetration grade of normal and modified bitumen
Chart Title
Normal bitumen
0 10 20 30 40 50 60 70
Softening point
Figure 4.8: Typical graph differentiating softening temperature of normal and modified bitumen
Chart Title
Normal bitumen
220 230 240 250 260 270 280 290

Flash temperature, 0C
Figure 4.9: Typical graph differentiating flash temperature of normal and modified bitumen

Plastic modified Bitumen
Normal Bitumen
0 50 100 150 200 250 300 350

Fire temperature, oC
Figure 4.10: Typical graph differentiating fire temperature of normal and modified bitumen
Chart Title
Normal bitumen
0.9 0.91 0.92 0.93 0.94 0.95 0.96 0.97 0.98 0.99 1
Specific Gravity
Figure 4.11: Typical graph differentiating specific gravity of normal and modified bitumen
4.3.3 Aggregate test

Table 4.12: Different tests on aggregates as per MoRT&H Specifications
Requirements as per Table

S. Results
Aggregates tests 500-14 of MoRT&H (IV-
No. obtained
revision) Specifications
1 Crushing test (%) --- 28.73
2 Impact test (%) Max 24% 16.77
3 Los Angeles abrasion value (%) Max 30% 24.76
4 Water absorption (%) Max 02% 2.00
5 Specific gravity of aggregates 2.77
2.5 - 3.15
6 Specific gravity of filler 3.15
4.4 Advantage of waste plastic bitumen road

The polymer bitumen blend is a better binder comparing to plain bitumen. The blend has
increased softening point and decreased penetration value with a suitable ductility. When
used for road construction it can with stand higher temperature. Hence, it is suitable for
tropical regions. Hence, its load carrying capacity is increased. The blend with aggregate
has no stripping value. Therefore, it can resist the effect of water. The Marshall Stability
value is high. The bitumen required can reduce depending upon the percentage of
polymer added. It is a good saving too. No toxic gas produced. Disposal of waste plastic
will no longer be a problem. The use of waste plastics on the road has helped to provide
better place for burying the plastic waste without causing disposal problem.
Advantages are as below:
1. Stronger road with increased Marshall Stability Value.
2. Better resistance towards rainwater and water stagnation.
3. No stripping, no potholes and no leaching of plastics.
4. Increase binding and better bonding of the mix.
5. Reduction of pores in aggregate and less rutting.
6. Strength of the road is increased.
7. The load withstanding property increases and it helps to satisfy today’s need of
increased road transport.
8. The cost of road construction also decreased.
9. The maintenance cost of road is almost nil.
Table 4.13: Comparison between ordinary and plastic modified bituminous road

S. No. Properties Ordinary road Plastic road
1 Marshall Stability value Less More
2 Binding property Good Better
3 Softening point More Less
4 Penetration value Less More
5 Stripping point More Low
6 Seepage of water Yes Low
7 Durability of road Good Better
8 Cost pavement Normal Less
9 Maintenance cost More Less Or Nil
10 Eco friendly No Yes
CHAPTER-V
CONCLUSION

Plastic roads would be a boon for India’s hot and extremely humid climate, where
temperatures frequently cross 50°C and torrential rains create havoc, leaving most of the
roads with heavy distresses. This adversely affects the life of the pavements. The polymer
modified bitumen show better properties for road construction and plastics waste which
otherwise are considered to be a pollution menace. It can find its use in this process and
this can help in solving the problem of pollution because most of the plastic waste is
polymers.
The following conclusions drawn based on the results obtained in the present study
 The optimum dose of the plastic found to be 20 per cent of the bitumen.
 From the Marshall Test results, it concluded that the Marshall Stability value
increases with an increase in bitumen content from 4.5% to 5.0% then it
decreases. The optimum binder content found to be 5.0% .Also higher value of
Marshall Stability found for a modified mix as compared to an unmodified one.
 The properties of bitumen such as penetration softening point improved with the
addition of the waste plastic. There is a significant decrease in penetration values
for modified blends, indicating the improvement in their temperature
susceptibility resistant characteristics.
 The softening point increases with increase in percentage of fiber and this is so
because the bitumen becomes increasingly viscous. These results show that
bitumen modified with lower percentage of fibers can used in road construction
satisfactorily.
 From an environmental and economic standpoint, the use of waste plastic as a
bitumen modifying agent contribute to solving a waste disposal problem and to
improving the quality of road pavements.
 The properties of bitumen can enhance by adding small amounts of the modifier.
Therefore, modified bituminous materials can bring real benefits to highway
construction, maintenance, in terms of better and longer lasting roads, and savings
in total road life costing.
 The problems like bleeding reduced in hot temperature region.

REFERENCES
[1] S. Rajasekaran, Dr. R. Vasudevan, Dr. Samuvel Paulraj, “Reuse of Waste Plastics
Coated Aggregates-Bitumen Mix Composite for Road Application – Green
Method”, American Journal of Engineering Research (AJER) e-ISSN: 2320-0847
p-ISSN: 2320-0936 Volume-02, Issue-11, pp-01-13.
[2] IS: 1203 (1978), “Methods for testing tar and bituminous materials: determination
of penetration”, Bureau of Indian Standards, New Delhi.
[3] IS: 1205 (1978), “Methods for testing tar and bituminous materials: determination
of softening point”, Bureau of Indian Standards, New Delhi.
[4] IS: 2386 (1963), “Methods of test for aggregates for concrete (P - I): Particle size
and shape”, Bureau of Indian Standards, New Delhi.
[5] IS: 2386 (1963), “Methods of test for aggregates for concrete (P-III): Specific
Gravity, Density, Voids, Absorption, Bulking”, Bureau of Indian Standards, New
Delhi.
[6] IS: 2386 (1963), “Methods of test for aggregates for concrete (P-IV): Mechanical
Properties”, Bureau of Indian Standards, New Delhi.
[7] IRC 29-1988,”Specification for bituminous concret (AC): Indan road congress,
New Delhi.
[8] ASTM D 1559, “Test method for resistance of plastic flow of bituminous mixtures
using Marshall Apparatus”, American society for testing and materials.
[9] Mr.P.B.Rajmane, Prof. A.K.Gupta, Prof.D.B.Desai,” Effective Utilization of

Waste Plastic In Construction Of Flexible Pavement For Improving Their
Performance” IOSR Journal of Mechanical and Civil Engineering (IOSR-JMCE)
ISSN: 2278-1684, PP: 27-30.
[10] Vatsal Patel, Snehal Popli, Drashti Bhatt, “Utilization of Plastic Waste in
Construction of Roads” international journal of scientific research, (ISSN No
2277 – 8179volume-3, Issue 3 april 2014)

[11] Mrs. Vidula swami, Abijit Jirge, Karan Patil, “Use of Waste Plastic in Bituminous
Road”, International Journal of Engineering Science and Technology (IJEST).
[12] Sandhya Dixit, Prof. Deepak Rastogi, “Studies on the Improvement of

Characteristics of Bitumen with Use of Waste Plastic”, International Journal of
Emerging Technology and Advanced Engineering,www.ijetae.com (ISSN 2250-
2459, ISO 9001:2008 Certified Journal, Volume 3, Issue 3, March 2013).

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“An Experimental Study On Utilization of Waste Plastic in Bituminous Pavement”

1.1 Plastic waste

Figure 1.1: Constructed Plastic Road

Department of CIVIL ENGINEERING, A.I.E.T, Mijar 1

1.2 Plastics and their impact on environment

However, plastic waste also imposes negative environmental externalities. It is usually

1.3 Plastic consumption and generation

Department of CIVIL ENGINEERING, A.I.E.T, Mijar 2

Population Range Average Per Capita

0.1 - 0.5 0.21

10.5 - 1.0 0.25

1.0 - 2.0 0.27

2.0 - 5.0 0.35

> 5.0 0.50

Table 1.2: Plastic Consumption in India

S. No. Year Consumption (Tones)

Department of CIVIL ENGINEERING, A.I.E.T, Mijar 3

Table 1.3: Polymer Demands in India (Million Tonnes)

1995-96 2001-02 2006-07 2010-11

0.83 1.83 3.27 7.12

0.34 0.88 1.79 3.88

0.49 0.87 1.29 2.87

0.03 0.14 0.29 0.75

1.69 3.72 6.64 14.62

Table 1.4: Plastic Waste Consumption (P/C/YEAR)

S. Per Year Consumption

1 South East Asia 10.0

2 East Europe 10.0

5 West Europe 65.0

6 North America 90.0

7 World Average 25.0

Department of CIVIL ENGINEERING, A.I.E.T, Mijar 4

Figure 1.2: Plastic Waste Consumption (%)

Figure 1.3: Usage of Plastic per Person

1.4 Waste plastics - as binder and modifier

Department of CIVIL ENGINEERING, A.I.E.T, Mijar 5

1.5 Need for the study

 Disposal of waste plastic is a major problem.

1.6 Plastic waste classification

Nevertheless, depending on their physical properties, it may classify as thermoplastic and

Department of CIVIL ENGINEERING, A.I.E.T, Mijar 6

Table 1.5: Typical Thermo-plastic and Thermosetting Plastics

2 Polypropylene (PP) Epoxy

3 Polyvinyl Acetate (PVA) Melamine

4 Polyvinyl Chloride (PVC) Polyester

5 Polystyrene (PS) Polyurethane

6 Low Density Polyethylene (LDPE) Urea – Formaldehyde

7 High Density Polyethylene (HDPE) Alkyd

Table 1.6: Waste Plastic and its Source

Waste Plastic Origin

Department of CIVIL ENGINEERING, A.I.E.T, Mijar 7

Objectives of the project are:

 To study basic properties of aggregates & plain bitumen.

 To study the effect of waste plastic on strength and stability characteristics

 To differentiate different properties of bitumen and aggregates with &

 To reduce the need of bitumen in flexible roads.

 To check the properties of bituminous mix specimen.