State of art for alternative materials for

flexible pavements
Cite as: AIP Conference Proceedings 2341, 040018 (2021); https://doi.org/10.1063/5.0050109
Published Online: 13 May 2021

Vighnesh Jain, and Anal Sheth

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AIP Conference Proceedings 2341, 040018 (2021); https://doi.org/10.1063/5.0050109 2341, 040018

© 2021 Author(s).
 State of Art for Alternative Materials for Flexible
Pavements
Vighnesh Jain a) and Anal Sheth b)

Faculty of Technology, CEPT University, Ahmedabad 380009, India

a)
Corresponding author: vighnesh.jain@gmail.com
b)
anal@cept.ac.in

Abstract. MoRT&H claims that a total of 10,855 kms of national highways was constructed in FY 2018-2019,
highest ever in a single year and projects combining to 52,000 kms are in progress in the current year. CRISIL
forecasts that NHAI will be awarding tenders of 4,000-4,300 kms per year between the fiscal years 2020-2024. So, it
can be established that road and highway development in India is happening faster than ever before. All this
development will lead to greater demand in materials and having alternate recycled materials can be a solution to
fulfill those demands quickly, efficiently and cost economically. This research focusses on studying potential
alternative materials for flexible pavements by analyzing the existing research of the past 10 years and establish a list
of potential materials which can be used as an alternative. On studying several alternate materials had good potential,
ranging from waste plastic, waste foundry sand, copper slag, etc. to materials like waste cooking oil. The most
popular of those were, waste plastic, waste rubber, reclaimed asphalt and copper slag. Further analysis included to
verify with any kind of specification, specified for use of such materials and have a conclusion on how these
materials can be adopted as pavement materials.

INTRODUCTION
Ministry of Road Transport and Highway (MoRT&H) claims that a total of 10,855 kms of national highways
was constructed in FY 2018-2019, highest ever in a single year and projects combining to 52,000 kms are in
progress in the current year. CRISIL forecasts that NHAI will be awarding tenders of 4,000-4,300 kms per year
between the fiscal years 2020-2024. So, it can be established that road and highway development in India is
happening faster than ever before. All this development will lead to greater demand in materials and having
alternate recycled materials can be a solution to fulfill those demands quickly, efficiently and cost economically
[11].
Hot Mix Asphalt is a mixture of aggregates along with a binder, mostly gravel and sand along with bitumen
as binder, the mixing of these materials when done at high temperatures the mix is known as hot mix asphalt.
The availability of mineral sand is reducing, and the cost is getting high, so a suitable replacement of the same
can be highly beneficial. A lot of the materials being reused are waste materials of ferrous and nonferrous
industry, agriculture industry and the automobile industry, disposal of such materials is becoming an issue with
the increase in production which in turn increase the waste products as well [1, 5].
India has the second highest number of foundry units, which is more than 5000 units and having a capacity
of casting 13 million tons per annum. Which produces millions of tons of waste foundry sand every year. India
also produces 25,940 tonnes of waste plastic every day, as per the central pollution control board of India in
2019, which is estimated to grow to 22MT per year by 2020. The story with tyres/rubber is a different,
according to statistics India discards 275000 and produces 650000 tyres every day. India imports tyres from
other countries as well for recycling and disposal.
Copper slag is a byproduct of copper smelter, while producing copper. India produced 229 thousand tonnes
of copper in 2019-20, which has come drastically down compared to 486 thousand tonnes production in 2017-
18. Each tonne of copper production produces 2.2-3.0 tonnes of copper slag, which is a very high number [8].
As mentioned, road construction in India is booming more than ever, and a lot of these projects are
redevelopment of existing pavements, to convert them into a 4-lane, 8-lane, or even 16-lane pavements. Such
redevelopment projects required deconstruction of existing pavements, which produces waste asphalts in high
numbers which can also be used an alternate material.
There are by products of various industries which as on date are dumped and are of no use, but study shows
that these materials have potential to be used as a pavement material. Also, there are waste products which can
be reused in bituminous asphalt. By adopting such materials in pavements will help the waste producing
industry as well as highway construction to become more sustainable.

Materials, Mechanics & Modeling (NCMMM-2020)

AIP Conf. Proc. 2341, 040018-1–040018-7; https://doi.org/10.1063/5.0050109
Published by AIP Publishing. 978-0-7354-4095-1/$30.00

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 LITERATURE REVIEW

Waste 3lastic
Ahmad Mir and Mittal did their research with the use of waste plastic. Waste plastic was used to replace
OBC of 4.5% by 8%, 12% and 16%, wherein highest stability was achieved at 12% replacement, but flow value
was unsatisfactory, and both the flow value and the stability value was achieved at 8% replacement [27]. Al-
Humeidawi investigated the use of recycled concrete aggregates, waste plastic and a combination of both [2].
The results show that the use of recycled asphalt alone without any additive decreases the value in Marshall
stability, but using waste plastic along with recycled concrete aggregate can give a better mix compared to the
conventional mix. The results compared were the Marshall stability, flow value, indirect tensile strength and
density. Sandhiya et al. studied the use of waste plastic in bitumen concrete. Bitumen was replaced by 5%, 10%,
15% and 20% waste plastic for HMA designs [21]. The plastic taken as polyethylene. Based on the Marshall
stability test it was suggested that the use of waste plastic can be 10% or 15% of bitumen. Rokade S. used waste
plastic in flexible pavements. He also used the Marshall test as the basis of his study. He used low-density
polyethylene (LDPE) in proportions of 3%, 6% and 9% replacement, crumb rubber in proportions of 8%, 10%
and 12% replacement in semi-dense bituminous concrete [32]. Awad and Adday studied the effect of waste
plastic in the performance of modified hot mix asphalt. Polyethylene was used as an additive at different
percentages i.e. 2%, 2.5%, 3%, 3.5%, 4% and 4.5%. The results of the test indicated that a 4% replacement with
polyethylene was optimum. Other Marshall properties were also satisfactory at this percentage [6].

Crumb Rubber
Ahmad Mir and Mittal did their research with the use of Crumb rubber. Crumb rubber was used to replace
the of 4.5% by 3.5%, 4%, 4.5%, 5% and 5.5%, where the flow value was satisfactory for every percentage
replacement, and the highest stability value was achieved at 5% replacement [27]. Olivares took a more
practical approach to use of waste rubber as a hot mix asphalt material. Partial experiments were done in the
laboratory, while a 2.5 km stretch of road was layed using the rubber modified hot mix asphalt. The blend was
ultimately found to be acceptable [13]. Kumar et al. (2013) studied the use of waste rubber as a flexible
pavement material. Crumb rubber was used in different percentages being 8%, 10%, 12% and 14% for Marshall
Stability test. Results showed that 12% replacement gave the highest stability value, stability at 8%, 10% and
14% were also acceptable [35].

Reclaimed Asphalt Pavement

Moon et al. investigated properties of reclaimed asphalt and reclaimed asphalt shingles. Experimental work
tested the creep stiffness, thermal stress, critical cracking temperature and m-value for comparing them
statistically. From the results, it was concluded that the mixtures prepared with combinations of RAP and RAS
perform similarly to standard mixtures at low temperature [22]. Edeh et al. researched potential use of reclaimed
asphalt pavement (RAP), quarry waste (QW) with cement as stabilizer. They were tested for physical properties,
compaction test [19-20]. CBR test and the durability test which was the aggregate impact value. The mix of
70% RAP+24% QW+6% C achieved the highest CBR value which was of 48% (unsoaked) and 76% (soaked
for 24 hours). All RAP-QW blends with cement were found to be durable as a pavement construction material,
except for use of 100% QW. Silva et al. investigated the potential of using 100% Recycled HMA as an
alternative for road paving. 100% replacement using recycled HMA achieved desired results only when
rejuvenators like engine oil was used to improve performance [16].

Fly Ash
Avirneni and Saride aimed at studying the durability also the long-term performance of the selected mix of
reclaimed asphalt pavement and fly ash [12]. The mixes went through alternate wet-dry cycles and were
weighed after 12 cycles, and the loss in weight was found to be within limits of 14% by weight, retained
unconfined compressive strength was also tested after 12 cycles and the strength achieved had very minimal
loss. Mistry and Roy investigated the use of fly ash (FA) in asphaltic concrete by the methods of Marshall
Stability value, Marshall flow value and Marshall quotient. Fly ash was used a replacement for filler (hydrated
lime here) in HMA. The replacement was tested at 2%, 4%, 6% and 8%, here the highest stability was achieved
at 6% replacement, but the Marshall quotient was a little off limit, hence a 4% replacement was suggested to be
optimum. Replacement of 4% FA showed a 7.55 reduction in OBC, making FA having both practical and

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economic benefits [30]. Saride et al. evaluated fly ash with recycled asphalt as paving material. The fly ash-
stabilized reclaimed asphalt base layer significantly improved the resilient behavior at 30% fly ash replacement
by weight. Mixes with more percentage of fly ash showed decline in performance. Sharma et al. studied the
potential use of fly ash in bituminous concrete mixes. Fly ash from 14 thermal power stations in India were
collected and then divided into 4 sets on basis of properties like german filler test, specific gravity, fineness
modulus and methylene blue value test, and advanced tests like X-ray diffractometer, scanning electron
microscope, and chemical analysis. Tests on BC mixes included Marshall Stability, retained stability, tensile
strength ratio and static creep tests for BC mixes [41]. The study indicated that all 4 sets of fly ash had a good
performance and optimum filler content was 7% of fly ash and gave better results than conventional mixes.
Chetan and Sowmya studied the use fly ash as a filler material, the results indicate that fly ash on its own didn’t
as good as stone dust, but the volume of void filled was highest dues to the fineness of fly ash, its good in filling
voids[10]. Chandra and Chaudhary studied the effects of industrial wastes like Fly Ash. The results showed that
fly ash, can be used at 7% as filler in bituminous mixes, fatigue value, creep value showed better performance
while using these mixes [33].

Copper Slag
Iqbal et al. investigated the use of copper slag as a potential pavement material. Marshall properties were
studied for mixes with 10%, 20%, 30% and 40% replacement of copper slag. It was observed that the stability
value kept on increasing as the percentage replacement of copper slag increased, but the flow value at higher
replacement percentages was too high. Hence a 20% replacement with copper slag in bituminous pavement was
suggested [4]. Chetan and Dr Sowmya studied the use of copper slag in bituminous concrete, the stability at
20% replacement gave a higher value compared to 10% and 30%. Ziara et al. investigated the use of copper slag
(CS) in warm mix asphalt. The OBC was established of mixes with CS proportions of 0-40% in intervals of
10% by total weight of aggregate [15]. Other tests conducted were flow number, , resilient modulus, wheel
tracking tests and Iindirect Tensile Strength, which indicated that a 20% replacement of CS enhances the
properties of asphalt and can be used as an alternative material. Sankarlal et al. studies copper slag, flyash and
plastic in bituminous concrete. There was a total of three types mixes tested which were; copper slag, copper
slag with fly ash, copper slag with flyash and plastic in varied proportions. The percentage of flyash and waste
plastic was fixed at 7% and 8% respectively. Individually coper slag enhances the properties of HMA. A
mixture of all three additives was tested and at 20% CS + 7% Fly + 8%WP it gave the highest stability along
with acceptable other values [26].

Other Materials
Ahmad Mir and Mittal did their research with the use of rice husk. Rice husk was used to replace OBC of
4.5% by 6%, 10% and 14%, wherein the most optimum was achieved at 10% replacement [27].
Bakis et al. did their research on the use of waste foundry sand (WFS) in asphaltic concrete. They replaced
the fine aggregate in the mix with 0%, 4%, 10%, 14% 17% and 20% replacement. Grain size ranged from
0.8mm to 30mm. The addition of WFS caused a significant decrease in stability values and hence it was
suggested to keep the replacement of fine aggregate with WFS in the asphaltic concrete to 10% [31].
Viet Vo and Park tested properties for a mix of dredged soil waste, air foam, cement, and water, the mixture
was called lightweight treated soil and was used as a material for subbase. The result showed that strength of the
mix increased with an increase in cement content but, decreased with more air-foam content. As per the
experiment, the pavement performance life of the mix of dredged soil stabilized using air foam can be used as
pavement material [14].
Edeh et al. used reclaimed asphalt pavement (RAP) and sugarcane bagasse (SCBA) as their alternative
pavement material. SCBA was tested at stepped concentration of 10% i.e. 0%, 10%, 20%......100%. and RAP
also in stepped concentration of 10% from 100%, 90%, 80%......0%. Maximum CBR values of 28% (unoaked)
and 14% (soaked for 24 hours) came out at 50% SCBA + 50% RAP and durability was up to the mark and it
was suggested it can be used as a subgrade material in flexible pavement construction [19-20].
Bandara et al. studied the potential of multiple materials that were, Lime Kiln Dust (LKD), Cement Kiln
Dust (CKD), Fly Ash (FA), Lime Kiln Dust (LKD), and Concrete Fines (CF). The results show LKD-FA mix
with CKD can be used as a subgrade stabilizing agent. All other materials, can only be used as subgrade
modifiers due unsatisfactory results after the soaked UCS tests.
Maniruzzaman et al. did a study on the potential use of Bio binder, waste cooking oil, polyethylene (PE),
polypropylene (PP), polyvinylchloride (PVC), styrene-butadiene block copolymer (SBS), Styrene-isoprene
block copolymer (SIS) as alternate binders for flexible pavements. The only potential result it gave was that
waste cooking oil can be used as a pavement material on further study [23].

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 Dong and Huang studied the use of fine sand from automobile manufacturing in flexible pavement. The test
involved a dynamic modulus test, dynamic shear modulus test, flow number test and indirect tensile test. An
addition of 2.5% additive to the mix gave the highest tensile strength [29].
Chandra and Chaudhary studied the effects of industrial wastes like marble dust, hydrated lime and fly ash
and granite dust in performance of bituminous concrete. Experimental program included moisture susceptibility
tests, static creep test, wheel tracking test and flexural fatigue test. The results showed that marble and granite
dust can be used at 7% as filler in Bituminous mixes, fatigue value, creep value showed better performance
while using these mixes. Hydrated lime didn’t show good workability and showed high use of bitumen in its
mixes which made it uneconomical [33].
Dr Rajagopalan Vasudevan observed that in semi solid-state plastic depicted properties of a good binder.
Modified bitumen pavement has improved durability, flexibility and improves tensile strength and also
prevented pothole formation Layer of molten plastic filled the space between the bitumen and gravels its
stopped rainwater from seeping in and preventing structural defects. Asphalt is heated to a temperature of 170C
(338F). Plastic pieces of 70 microns are used. The plastic added quickly melted. Heated bitumen is added next.
Molten plastic and bitumen properly blend and result in a good smooth surface. A plastic road here used 10%
plastic and 90% bitumen in its mix. A typical road uses 10 tonnes of bitumen, here it uses 9 tonnes of bitumen
and 1 ton of waste plastic saving a ton of bitumen every kilometer.

Observation
The initial observation suggests that all the materials mentioned above show results, which makes them
acceptable to be used in pavement construction. But the question arises, how and in what percentage.
One of the observations is that the value of optimum binder content increases as the fineness of the
aggregates used increases. Soo by using the same alternate material in different percentages can change the
value of OBC as well. The only way to use them is to have a proper mix design before using it in large scale.
The mix design could be done by fixing the OBC and changing the additive percentage added, or the mix design
can be fixed as per the change in OBC as well.
The most important thing here is that properties of each of these materials depends on their respective
sources, and may vary from source to source, just like any other natural material So, for use of these materials
the mechanical properties of these materials should be tested extensively.
Out of all the materials studied, 10 of those showed great potential of being used outside of the laboratory as
well. And as per the research the percentage replacement of these materials is also suggested.
A list of materials with good potential use:

TABLE 1 Alternate Materials

Optimum Percentage which should

S.no Material Added Remarks Specification (if any)
be used
Can be used as a binder, and Replacement upto 6-
1 Plastic Waste 8-15% of OBC
can be used as filler 8% of bitumen
2 Crumb Rubber 5-12% weight of aggregate Used as a filler in HMA
3 Rice Husk 10% of OBC
Waste Foundry Used as a filler in asphalt
4 10% weight of aggregate
Sand pavement
No exact percentage could be
defined, use of 100% recycled
Recycled concrete aggregate should be Upto 30%
Can be used as a sub-base
5 Concrete avoided. Recycled concrete replacement by
material.
Aggregate aggregate along with another weight.
additive like waste plastic is
suggested.

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 Optimum Percentage which should
S.no Material Added Remarks Specification (if any)
be used
One research showed a limit
to 4% use of fly ash, and the
6 Fly Ash 4-30% by weight
second research showed a
limit of 30% use of fly ash.
Reclaimed
up to 100% replacement, but along
7 Asphalt
with another stabilizer
Pavement (RAP)
8 Quarry Waste up to 25% by weight Use as a subbase material
A mixture of 50% sugarcane
Sugarcane
9 bagasse + 50% reclaimed asphalt Use as a subgrade material.
Bagasse
gave the best result
Use mentioned in IS
Gave extremely good
10 Copper Slag 20% replacement by weight 383:2016, but no
Marshall Stability value
specification

GUIDELINES FOR USE

Reclaimed Asphalt
For reclaimed asphalt, the department of transportation in the United States surveyed on how the material is
being used, although RAP is being used extensively in their country, the use of it is not clear, the guidelines are
not clear. From the survey, they concluded that a 30% replacement should be permissible [40].
As per IRC:120: 2015, it suggested and explains the process of recycling asphalt pavements. Code suggests
that the use of recycled material should be limited to 30% [17].

Waste Plastic
IRC: SP; 98-2013, are guidelines on use of waste plastic in hot bituminous mixes. As per the code, only
thermoplastic should be used, suggested: Low Density Polyethylene (LDPE), High Density Polyethylene
(HDPE), PET and Polyurethane shall only be used in pavement construction. The use of waste plastic should be
limited to 6 to 8% of bitumen [17].
The U.S. Department of transportation also suggests a use of 4-7% by weight of binder for waste plastic
[40].

Crumb rubber
For use of crumb rubber, it is an excellent material which can be used as a pavement material although other
countries are also using crumb rubber, no defined specification for the same. U.S. is using all kinds of fly ash
coal fly ash, bottom ash etc [40].
India is also using crumb rubber as a pavement material, but no specification is suggested by the IRC.

Fly Ash
Although fly ash is being used extensively in concrete, the use of it in pavements is not a lot. The U.S.
Department of transportation also suggests the use of fly ash and other industrial waste products. (U.S.
Department of transportation federal highway administration, 2020)[40]
For fly ash as well there was no specification defined for the use of it in flexible pavement construction. It is
mostly suggested to use fly ash as a material for concrete pavements.

Copper Slag
IS 383: 2016 mentions the use of copper slag as a potential construction material, and a replacement of
aggregates, but no specification is suggested. (Bureau of Indian Standars, 2016)[7]

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 CONCLUSION
From the study it was inferred that there is a lot of research being conducted on alternate pavement
materials, and the truth is a lot of these materials are being adopted as well. But the main problem regarding the
use is that there is no certain specification for the use of most of these materials. Even if there are specifications,
they are very conservative, due to the lack of research about the long-term durability of these materials. For
example, the specification for plastic, say a use of about 6-8%, whereas research shows that the use of up to
10% is optimum.
MoRT&H is promoting use for alternate materials in pavement construction. The problem lies in the
implementation of these techniques. A proper framework and specification for such materials can help the
adoption of these materials in real-time. Materials can be adopted as per the geographical location of the
pavement, and the nearby material available which can be adopted as an alternate material.
The only catch is that these materials are source-specific, so the best implementation for these materials
would be to test the mechanical properties of the material in question and then perform a proper mix design
process to adopt that material. Promoting the use of such materials could be very helpful for the environment,
the massive dumping issue for many of these materials can be solved, and pavement construction will become
more economical and sustainable.

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