A Study On The Performance of E-Waste With Bitumen For Road Construction

A STUDY ON THE PERFORMANCE OF E-WASTE WITH BITUMEN FOR ROAD CONSTRUCTION
ABSTRACT
The amount of e-waste and waste plastic caused by technological and industrial
development is increasing day by day. One of the low-cost and most effective way to
exclude such waste and protect the environment is recycling, wherein its advantageous
use in the road construction sector by replacing con-venational exhausting materials
can be a good eco-friendly alternative. This study has proven by experiments that E-
waste can be replaced with bitumen and it shows optimum results than the conventional
bitumen mix and reduction of the cost is also explained in it. Using E-waste material in
road construction gives good results in stability and flow value. This replacement
reduces the cost of overall project and they will help to reduce waste as well so this will
help for sustainable environment and solve the problem of landfill.
Department of Civil Engineering, MITSOE. 1

INDEX
Sr. No Chapter Name Page No

1 Chapter 1: Introduction 5
1.1 E-waste generation in India 6
1.2 Necessity of Work 8
1.3 Aims and Objectives 8
1.4 Advantages and Disadvantages of using E- 8
Waste
1.5 E-Waste Categories and Classification 9
1.6 Environment Impacts of e-waste 9
2 Chapter 2: Literature Survey 11
3 Chapter 3: Methodology 18
3.1. Tests needed to perform the properties of 20
Bitumen
3.2. Tests needed to perform the properties of 22
aggregate
4 Chapter 4: Results and Discussions 26
4.1. Bitumen Tests. 26
4.2. Aggregates Tests. 27
4.3. Marshall Stability Test 28
4.4. Discussion 29
4.5 Costing 30
5 Chapter 5: Conclusion & Future scope 32
5.1. Conclusion 32
5.2. Future scope 32
6 Appendix 33

List of Table
Sr. No Table Name Page No

1 Penetration Value Test 26
2 Softening Value test 26
3 Ductility Test 26
4 Crushing Value Test 27
5 Impact Value Test 27
6 Los Angeles Abrasion Value Test 28
7 Marshall Stability Value 29
8 Cost Of Normal Bituminous Road 30
9 Cost of Road using E-waste 31

List of Figures
Sr. No Figure Name Page No
1 Material Fractions in e-waste 9
2 Flow Chart of Dry Process 18
3 Flowchart Of Wet Process 19
4 Penetration Value Machine 20
5 Softening Point using Ring and Ball Apparatus 21
6 Ductility test Machine 22
7 Crushing Value Testing Machine 23
8 Impact Value Apparatus 24
9 Los Angeles Abrasion Machine Setup 24
10 Aggregates Required for Marshall along with Shredded 28

E-waste
11 Mould prepared using E-waste 29

CHAPTER 1 INTRODUCTION
1. Introduction
Many roads agencies experience the issue of premature failure of pavements like
roughness, potholes and cracks etc. that lead to poor performance of roads and its
duration. At the same time plastics, electronics waste, rubbers, etc. are increasing day
by day. Loosely discarded, surplus, obsolete, broken, electrical or electronic devices
are described as e-waste. Waste materials like mobile phones, keyboards, mother
boards, mouse can be re-used by making powder or crushing it with crushers and can
be coated with aggregate or added with the concrete process. Since the electronic
materials have become part and parcel of daily life the availability of the electronic
waste is tremendous. The quantity of e-waste is increasing in India. There is a need of
disposal of lots of tons of e-waste per year. Unless their present disposal is by land
filling or by setting fire. Both the processes have negative impact on the nature. In such
situations, an alternate use for the e-waste is needed. Nowadays, e-waste is the fastest
growing waste streams in the world. The pollution and disposal problems may be
reduced with the use in highway road construction. It was though crucial to test these
materials and to develop significations to enhance the use of electronic wastes in road
making. For construction of low volume roads in different parts of our country these
materials should be developed.
The rise in commercial vehicles, overloaded trucks much more than its capacity, change
in temperature and environmental factors are responsible for decrease in the life of
the pavement. The use of E-Waste in bituminous road construction of Central Road
Research Institute (CRRI) shows that the wearing course of e-waste bituminous mix
are having much better lives. The use of e-waste in road construction has been
formulated as IRC codes by Indian Road Congress (IRC).
With the help of certain modifiers, the properties of pavements with the bituminous
mixes can be improved to meet the requirements of pavement. Large investments are
being made in India, for
These infrastructures should be considered as national asset and should set reliable plan
for maintenance and management of these assets. Due to innovation and advancement
in new techniques in India, the older becomes scrap and most upgraded version is
available in the market. The use of these materials instead of regular material for the

construction industry which helps in decreasing the manufacturing cost and saves the
environment from, harmful pollution, reduce landfill cost and in saving natural
resources. The mobility motive has encouraged the people to opt for private vehicles
and economic growth has increased income. Inadequate availability, lowered quality
and service of the public transportation has set the trend of using private vehicles in the
state. There is still a considerable gap between demand and supply of transport facilities
in spite of considerable improvements in the service of public transport facilities in
most of the cities.
1.1 E-waste generation in India
In India, due to development and advancement in recent technologies, electronic
gazettes are gathering more attention. Due to availability of modern and upgraded
versions of electronic gazettes older versions are becoming scraps after few years. Few
of the electronic waste materials can be repaired but since the processing cost is very
high, they are moved to dustbins. Electronic wastes are generally called as e-waste and
discarded old computers, televisions, radios, refrigerators and so on are the part of this
e-wastes. Due to the extreme ignorance, the electronic industry is creating a much
higher volume of such wastes. It is seen that they have been compounding by the change
in the consumption pattern and contribute to the large volume of e-waste generated in
the country. This has happened due to increased population and advancement in
technology. The use of e-waste as a choice to traditional material for the construction
of roads will help in decreasing the production cost of an item along with saving the
environment from pollution.
The quantity of electrical and e-waste generated per year, especially computers
and televisions, has been in alarming proportions all over the world. The International
Association of Electronics Recyclers (IAER) projected that 3 billion electronic and
electrical appliances would become WEEE (Waste Electrical and Electronic
Equipment) or e-waste by 2015. That indicate an average e-waste generation rate of
380 million units a year till 2015. About 20-50 MT of e-wastes is been disposed of per
year, which accounts for 6% of all municipal solid waste. Although no specific official
data exist on amount of waste generated in India or disposed of, there are results based
on studies conducted by the NGOs or government agencies. According to the CAG
report, over 6.8 MT of industrial hazardous waste, 42 lakh tones of electronic waste,
2.5 MT of plastic waste, 2.7 MT of medical waste, 52 MT of municipal waste are

generated annually in the country. In 2005, the Central Pollution Control Board (CPCB)
estimated India’s e-waste at 2.65 lakh tones or 0.675 MT per .
According to study by the Electronics Industry Association of India (ELCINA) at the
electronics industry expo ComponexNepcon 2009, the total e-waste generation in India
increase at a drastic value of 4.34 lakh tones by end of 2011-12. The CPCB estimates
that it will exceed the 9 lakh tones or 0.9 MT mark by 2016-17. In India, there are 11
States that contribute to 69 per cent of the total e-waste generated in the country,
whereas 71 cities generate more than 58 per cent of the total e-waste. In the 11 largest
e-waste generating states, Maharashtra ranks top followed by Tamil Nadu, Uttar
Pradesh, Andhra Pradesh, Delhi, West Bengal, Karnataka, Gujarat, Madhya Pradesh,
Kerala and Punjab. In the top ten cities generating e-waste, Mumbai ranks top followed
by Delhi, Chennai, Bangalore, Hyderabad, Kolkata, Ahmadabad, Pune, Surat and
Nagpur. The government, public and private (industrial) sectors account for almost 70
per cent of total waste generation among the main sources of electronic waste in India.
There is a contribution of individual households at relatively smaller percent of about
15%.
The rest waste generation is being contributed by manufacturers. Individual
households are minor contributors to waste generation but they consume large
quantities of consumer durables and therefore, acts as potential creators of waste. An
Indian market Research Bureau (IMRB) survey of „E-waste generation at Source‟ in
2012 found that out of the total e-waste volume in India, televisions and desktops
including servers comprised 64 percent and 32 percent respectively. Mobile phones and
imports comprised of 10 percent and 4 percent respectively.
This project focuses on incorporating the e-waste with bitumen and coarse aggregate
such that it could increase its stability, strength and flexibility. This work also offers an
economic alternative to use such non-decaying materials for road construction.
In today’s life-style electronic waste is all over the world. It has been generated
from discarded, rejected, and improper electronic or electrical equipment and results in
creation of waste electrical and electronic equipment’s which will not be used for any
purposes. With the economic development, production of merchandise started and e-
waste gave the impression as more cost-effective and operative material. Every major
part of the economy starting from agribusiness, building construction, automobile has

been altered by the use of correspondence or IT has electronic wastes. It is generally

gathered from each urban and rural region.
It has made stagnation of water and related cleanliness issues. Electronic waste risk to
the setting unprocessed. Hence attempt is made such that e-waste might be reused
productively inside the construction of road.
1.2Necessity of Work
Roads in India are designed based on soil strength in terms of California Bearing Ratio
but the effect of overloading on the pavement is not considered. Increased traffic
volume and the load intensity causes distress to pavements. In such situations, it
becomes crucial to strengthen the pavements by providing overlays in such situations.
To repair distress roads, the conventional method of laying overlays is time consuming
and obstructs the flow of traffic for a longer period. The unavailability & increase in
cost of regular granular material makes it necessary to think for better options. So, it
is necessary to find better methods to increase the strength properties of layers in
flexible pavement and to meet the additional requirements put forward for increasing
traffic & other related issues.
1.3 Objective
1. To study the effect of E-waste in road construction by modifying bitumen mix.
2. To study the cost effect in road construction with E-waste.
1.4 E-Waste Categories and Classification
E-waste is classified by the government of India and has put it into the large class
of hazardous waste. there are several groups as like small and large household
appliances, sporting equipment, electrical and electronic toys and tools, computers
and related equipment etc. within E-Waste is the fastest growing waste problem in the
revolution has exponentially increased the use of new electronic equipment; it has
also produced growing volumes of obsolete products; e-waste is one of the fastest-
growing waste streams. Although e-waste contains complex combinations of highly
toxic substances that pose a danger to health and the environment, many of the
products also contain recoverable precious materials, making it a different kind of
waste compared with traditional municipal waste whole world.

• It is a hazard of quantity and that of born toxics ingredients, posing a threat to the
environment and occupational health.
• Missing of legal framework, proper collection system.
• Imports that regularly come to the recycling markets.
1.5 Material composition of e-waste
There are more than 1500 different toxic substances in e-waste, such as mercury, lead,
cadmium, hexavalent chromium, selenium. Out of them, the dominant ones are ferrous
metals, precious metals, non-ferrous metals, glass, plastics, etc. A graphical
representation of material used in electronic waste is
Figure 1. Material Fractions in e-waste
In many cities, the non-reusable e-waste materials create a problem in the solid waste
for disposal process. So these non–reusable e-waste materials need to be landfilled,
which is not bio–degradable and thereby affects the environment. Waste Electronic and
Electrical Equipment (WEEE) consists of varies components. It is extreme important
of characterizing the waste stream so as to develop cost effective and eco-friendly
recycling system
1.6 Environment Impacts of e-waste
Toxic materials in the manufacturing of electronic gadgets are the main cause for the
environmental pollution because of obsolete electronic objects. Ministry of
Environment and Forest (MOEF) has given guideline in 2008 that specifies that e-waste

contain number of different substances and chemicals that create serious human health
and environment problems.
The most common method to manage e-waste is landfilling, but it has seen that all
landfills leak. Even the best "state of the art" are not completely sealed in their lifetime,
and small amount of chemicals and metal leaking will occur. The situation is worst for
old ones or less controlled dumpsites. The point to be taken into consideration is the
vaporization of metallic mercury and diethylene, mercury. there might be uncontrolled
fires at such landfills, creating additional environmental and health risks. Till date
landfilling is the most used method to manage e-waste, which results in chemical and
metal leaching. Most of the e-waste is incinerated in the backyard in many developing
countries, and this practice results in uncontrolled fires which are harmful for
environment.
In developing countries where e-waste recycling is performed through informal
recycling sectors, major part of the e-waste is not handled properly and hence most of
it is incinerated by backyard recyclers to get valuable metals like gold. These informal
practices release steady plumes of reaching toxic pollution and result in very low metal
recovery rates compared to the industrial facilities of state of the art.
• Recycling options for e-waste
It is necessary to landfill e-squanders such as glass, heavy metals, plastics, toxic, ferrous
and non-ferrous metals matters that are very harmful and to affect the 4R concept
(reuse, reduce, recover and recycle) so as to reduce e-waste hazards.
But land filling is fixed a non-recyclable practice, as biodegradation is consistently not
enabled and, in such situations landfills do not attempt environmentally friendly results.
New recovery and recycling processes have to be redefined. An extra presence of sure
elements like mercury, lead, cadmium, and arsenic, etc., which is in e-waste that leads
to a arrangement as hazardous waste. The key form in generating a mechanical
recycling system is enable to an efficient segregation of these elements.

CHAPTER 2 LITERATURE SURVEY
1. Ranadive. M [2012] states that filler replacement with e-waste can improve the
Marshall stability of modified mix. This is a cost-effective option as it results in to
considerable saving of bitumen as well as aggregates. The test results shows that at
5.5 percent bitumen content and 10 percent e-waste as filler replacement attains
maximum strength, which is approximately 11 percent more than control mix. The
density of modified mix is 2 percent lower than control mix.
2. Tapase, A. et al [2020] The growth in various types of industries along with
population growth result in an enormous increase in the production of various types
of waste materials world over creating a problem of its disposal in an eco-friendly
manner. In the present work, a study on the use of E-waste as a partial replacement
to bitumen in the road construction is considered to understand the problem. The
work consists of various experiments towards waste management and finding an
option to regular materials in bituminous roads. The Marshall Stability method is
considered to carry out experimental work with simulation of field conditions. The
aim of work is to find the effect of e-waste in road construction and to suggest the
optimum percentage of bitumen that can be replaced for the improvement of roads.
The number of lab tests have been carried out by replacing bitumen with e-waste.
The results in laboratory investigation shows a major gain in strength with
substantial savings in cost.
3. Ingole, A et al. [2019] mention that for a provided arrangement of resources in
partner degree passing concrete blend, there's conjointly a bond content that creates
a most concrete quality. Therefore, on getting higher qualities one on the whole the
chief insightful ways that will be that the use of ash among the blend ewaste ash
proportioned exploitation the thoughts brief by this paper has been appeared to
blessing qualities altogether on prime of these offered by a bond concrete.
4. Deshmukh, A et al. [2020] From the experimental work, it is evident that the
modified bituminous mix is much more superior to that of the conventional mix. It
is clear that there is a difference in values of the mix when compared to conventional
values. Hence, the modified bituminous mix can be used for practical applications
thereby reducing the harmful effects of e-waste and waster waste in the
environment.

5. M.S Randive [6] The objective of this study is to investigate the effect of e-waste
and fly ash, as a filler replacement, on the strength parameters of the bituminous
concrete road. It is observed that there is a definite increase in Marshall Stability
and flows value with an increase in the percentage of e-waste by replacing up to 10
percent aggregates. The use of fly ash as a filler cannot increase the strength but
helps to attain it nearly equal to that of the control mix.
6. Kalantar Z. et al. [2015] Researchers describe the adding of virgin polymer in
bitumen for improving properties of bitumen. More additions of the virgin polymer
have the same result as compare to waste polymer according to historical study.
This paper review of the virgin also wastes polymer in the pavement with help of
study on the history of use of polymer in asphalt, benefits of using polymer in
asphalt, use of polymer waste into the virgin polymer.
7. Dhamal, V. et al. [2017] This study is carried out to find the effective and capable
ways to utilization of the hard waste particles as fine aggregate. It is also observed
that the compressive strength of concrete is found to be optimum when fine
aggregate is replaced by 15% with Electronic waste. Beyond it the compressive
strength of bitumen goes on decreasing.
8. Gupta, R. et al.[2015] This study intended to find the effective ways to reutilize
the e-waste and the recycled coarse aggregate. Different combinations of e-waste+
recycled coarse aggregate are prepared and the combination 2 is found to be
efficient for the application in sub grade for pavements. The optimum mix can be
effectively used for the preparation of sub base in the rigid pavements. This mix
can also be used for the construction of low volume concrete pavements
9. Patel. V et al. [2007] The Test Conducted on Bitumen were held with precision
and the results for 5%, 10% replacement with were successful. Bitumen with 10 %
replacement can be used while paving of road. The test with 15% replacement were
also conducted, but the results were not as per the standards hence, they were
neglected from the report. If more research is done with 15% replacement, it is
possible that, the test can be successful.
10. Murgan, L. [2015] : Based on particle size analysis, it was established that e-waste
particles can be used for partial replacement of aggregate in bituminous pavements.
The waste waste particles were introduced in bituminous mixes as percentage
weight replacement of coarse aggregate. Based on Marshall Stability parameters, it

was established that an optimum binder content amounts to 5.5 %, which

corresponds to the results of previous investigations
11. Rajashree, T, et al : The work consists of an experimental approach towards waste
management and to find an option for regular materials in flexible pavements. Most
of the electronic waste is reusable or repairable, but large number of electronic
pieces cause higher transportation cost to process, which is much costly than its
scrap value. So, such electronic waste is disposed casually and may cause serious
health and pollution problems. The disposal of electronic waste is difficult due to
use of non-degradable waste contents and metals like lithium, copper, and
aluminum, which lead to adverse effects on the environment. To solve the problem,
here an attempt is made to understand the use of e-waste as an option to regular
material like aggregate in a DBM layer of flexible pavement. Numerous lab tests
were performed by replacing aggregates partially by shredded electronic waste.
From the lab findings it proves the suitability of e-waste in road construction with
effective cost saving. So, disposal of harmful electronic waste in the pavement
prove to be one of the good choice to make the earth greener and pavements more
durable.
12. M.S. Ranadive et al : The aim of the study is to find the effect of e-waste and fly
ash, as a filler material, on the strength parameters of the bituminous concrete road.
It is seen that there is a fix increase in Marshall Stability and value flow increase in
the percentage of e-waste by replacement of 10 percent aggregates. When the fly
ash is used as a filler, it cannot increase the strength but maintains nearly equal
strength to that of the control mix. An attempt is made in such a way that-waste like
fly ash and e-waste are added in flexible road construction, which are difficult to
process and affects the environment. Thusit shows that e-waste and fly ash could
be used as filler material in bituminous mixes.
13. Subramanian, B. et al : This study reveals the effect of E-Waste Waste materials
used as alternative for fine aggregates and coarse aggregate on the main mechanical
properties of concrete mixes. It shows that. E-waste materials can be used in
concrete mixes up to the weight percent composition of 20%. This study requires
further investigations and work to assess the possibilities of increase in the fraction
of E- waste beyond the range which are concluded in this study with any composite

material. Thus, concrete with E-Waste is eco-friendly and a better option to the E-
waste problem.
14. Iftekar Gull et al. [15] have seen that the E-waste is also present in fibers of
specific size and shape. Several design concrete mixes with different percentages
(1%,0.8%,0.6%,0.4%,0%,) of waste fibers for three aspect ratios (5cm,4cm, 3cm),
are used as a mixture in concrete and casted into respective shape and size as per
requirement of tests. The Compression, Workability, and Tensile Strength tests
were carried out for 14,7, and 28 days. Itis seen that no major changes are seen in
the Compressive Strength of Concrete with the addition of e-waste. However, when
the compressive strength gets reduced by 2.59% when 1% of e-waste for 5cm is
added, as compared to control mix. When the e-waste 4cm and 3cm are used, the
Compressive Strength shows increase of maximum 5.9% and 10.6% respectively
as compared to control mix. Also, there is increase in the tensile strength of concrete
with the addition of E-Waste. With use of 1% of the E-Waste for 5cm, the tensile
strength increases by 2.3% and use of 1% for 4cm, the strength increases by 4.6%
and when 1% of E-Waste for 3cm is added, the tensile strength gets increased by
4.6% as compared to control mix after 28 days of curing and then decreases with
increase in percentage. Thus, they it concludes that strength was achieved in the E-
Waste concrete as compared to conventional concrete.
15. Krishna Prasanna et al. [16] have studied about e-waste and it has been used as
partial replacement to the coarse aggregate. The specimens are made withe-waste
particles as coarse aggregate in concrete with a percentage replacement from 0% to
20%. i.e. (5%, 10%, 15%, 20%) with addition of 10% Fly ash. Regular specimens
are prepared for M30 grade concrete without use of e-waste aggregates and Tensile
Strength, Compressive Strength and Split Tensile Strength tests are performed. It
results that, when coarse aggregate is replaced by 20% of e-waste there is reduction
of the strength of concrete by 33.7 and it is reduced by 16.86% when coarse
aggregate is replaced by 20% of e-waste plus 10% Fly ash. When 15% e-waste
replaces coarse aggregate, Compressive Strength of concrete is found optimum.
With further increase, the Compressive Strength gets decreased. It has also been
concluded that the use of e-waste aggregate, results in the formation of concrete
which has less weight as compared to regular concrete. They have recommended

that reuse of e-waste as coarse aggregate gives a better approach in reducing cost of
materials and solves solid waste problems created by e-waste.
16. Lakshmi R et al. [17] study about the use of e-waste particles as coarse aggregate
in concrete with a percentage replacement starting from 0% to 25%. i.e. (0%, 4%,
8%upto25%) on the strength criteria of M20 grade concrete. Tensile strength,
Compressive strength and Flexural strength of Concrete with or without use of e-
waste as aggregate observed a good strength gain. Ultrasonic tests on strength
property had also been performed. They conclude that up to 20% of replacement of
e-waste gave improvement in compression and Tensile strength and also identifies
that e-waste can be disposed by their use in construction materials.
17. S.P. Kale et al. [18] they reported about the comparison between waste concrete
materials, fresh concrete materials and E-Waste concrete materials for Compressive
strength, flexural strength, tensile strength and bond strength. Different mixes were
able for bringing out the research by changing the proportions of sand, cement and
aggregates. Mixtures are designed for unique strength of M25.The tensile strength,
Compressive strength, bond strength, flexural strength were tested in laboratory
after 7 and 28 days. The general raw total were restored with 5%, 10%, 15% and
20% (by weight) crushed concrete aggregate.
18. Salman et al. [19] : The use of E-waste in restoration of coarse aggregate give the
various result. At 12% replacement of total with E-waste the compressive strength
was more fitting than reference concrete. At 20% replacement of total E-waste the
strength reduces in larger range of E-waste which is in concrete replaced the coarse
aggregate 0% - 20%. At 20% fly ash, it gives better results as a mineral admixture
than reference concrete. Coarse aggregate replaced by E-waste from 0% to 20% and
it reduces the tensile strength of concrete than reference. By 10% fly ash mixture
in concrete that provide the great result in split tensile strength. At 12% E-waste
generates better result than reference concrete by replacing coarse aggregate. By
using fly ash, it increased the split tensile strength up to 50%. Replacement from
0% to 24% in concrete as coarse aggregate by using E-waste. E-waste concrete
shows some greater values than conventional concrete.
19. S Suchitrra et al. [20] This study is basis on M20 grade mix. Before comparison
and checking of test, it find the few basic properties of material and water
absorption of (E-waste 0.03%, coarse aggregate 1.4% and fine aggregate 0.3% and),

exact gravity for (E-waste 1.7%, fine aggregate 2.62% and coarse aggregate
2.69%). E-waste in the range of 0%, 5%, 10%, 15%, and 20%, it is replacement of
coarse total with and flexural strength (beam 100mm*100mm8500mm),
compressive strength (cube150mm*150mm*150mm) and Split tensile strength test
(cylinder- 150mm*300mm) for mechanical properties. Using E waste up to 154
replacement of coarse total all properties flexural strength, as compressive strength
and split tensile strength are improved in 28 days still after increment of %
replacement of E waste by coarse aggregate and all properties are going to reduced.
Compressive strength results are showed and the test was carried out to recover
compressive. Concrete Strength at the age of 7 and 28 days.
20. Pravin A.Manatkar et al. [21] In this study they reported the compressive strength
of M20 and M25 grade of concrete and it replaced by coarse aggregate by
computing non-metallic E-Waste that is 0% to 20%. They stated that compressive
strength reduced with improving E-Waste percentage for both grades. At 5%, it is
closely similar to normal concrete however after 15%, it more decreased. At 56%,
it is correct to use up to (G+2), road construction and building construction. At 10%,
it is not well useful for construction field due to strength decrease. This concrete
block had flexibility and during test it precisely not fails. Primarily, it compresses
up to 1cm then it has been breaking. It is very necessary at the time of temblor it
maintain some time for consent in structure. So, they concluded that the coarse
aggregate is better for E-Waste disposal in concrete as a coarse aggregate.
21. Kumar, M. et al. [22] In this study they have run an experimental investigation
which is partial replacement of E-waste. It is in the range of 0%, 5%, 10%, 15%
and 20% having coarse aggregate on M20 grade mix. They also run test for the
effects of chloride attack and sulphate. So, total of E-Waste present improvement
in compressive strength upto 15% replacement. Still, the split tensile strength is not
effective to get flexural tensile strength. It have arisen up-to 15% replacements. The
advantages of concrete do not affect durability study and the optimal mix is faster
than the control mix. So, they concluded that there is possibility to use E-waste in
concrete in which environment friendly manner.
22. Sunil Airway et al [23] This study investigates that the development in mechanical
properties of concrete by the total of electronic waste in concrete. There is find the
benefits of electronic waste aggregates which having results in the formation of

light weight concrete. This study uses Coarse aggregate which is little by little
restored by E- waste from 0% to 30%. After that in this mix 10%, 20% and 30% of
fly ash. It is also combined by partial replacement of cement. So, use of this
electronic waste in concrete can decrease the requirement for fine aggregates and
conventional coarse and it is resulting in control of natural resources. New studies
have shown that recycle of very hardly grounded plastic e-waste which is in
concrete and it has technical and economic advantage for solving the problem of
disposal of huge amount of e-waste. This study uses concrete by electronic waste
as coarse aggregate. Usefulness of the concrete improve when percentage of ash
increased with the electronic waste. Usefulness of fly electronic waste concrete is
even more than electronic and conventional waste concrete. In the compressive
strength of electronic waste concrete reduced and improved in the percentage of e-
waste. This study concluded that at 10%, Electronic waste can replace by coarse
aggregate or this study also concluded that at 20%, electronic waste can replace by
coarse aggregate and at 30% replaced by cement.
23. Shoba Raj Kumar et al. [24] This study reported the effect of partial replacement
that is coarse aggregate by using E-waste in M25 grade concrete. E-waste material
is Polystyrene that retained on 10mm sieve and it is replaced in the range of 10%,
15% and 20%. The split tensile strength, compressive strength and flexural strength
of concrete were form. It is determining that E-waste may be completely used as
construction material. So, they concluded that the highest percentage of E-Waste
used in replacement for coarse aggregate and it was found 10% in concrete.
24. Ashwini Manjunath B T et al. [25] This study examines the use of E-waste plastic
particles as coarse aggregate which is in concrete that a percentage replacement
ranging from 0%, 10%, 20% and 30% and with w/c ratio of 0.5. the strength criteria
of M20 concrete. By comparing the achieved results with conventional concrete at
28 days. It shows split tensile strength, The compressive strength and flexural
strength of concrete is decreased by 52.98%. This study concludes that the strength
of concrete gets decreased by while coarse aggregate was restored by E-waste
plastic particles. So, they reported that in strength aspect the introduction of plastic
in concrete becomes fails. However, plastic may be used to restore few of the
aggregates in a concrete mixture to decreased the unit weight of the concrete. It is
necessary to generate light weight concrete like concrete panels used in facades.

CHAPTER 3 METHODOLOGY
3. Methodology
There are two important processes used for bitumen mix flexible pavement, they are
(I) Dry process
(II) Wet process
(I) Dry Process:
Aggregates heated to 170°C are combined with hot bitumen heated to 160°C, and the
resulting mixture is utilized for road laying applications. According to IS code, the
aggregates are selected based on their strength, porosity, and moisture absorption
capability. The bitumen is selected on the basis of its binding properties, penetration
value, and suitability. When the aggregates are coated with E-waste, the quality of the
mix increased in terms of voids, moisture absorption, and soundness. It is during this
process that the shredded E-waste are poured over the heated aggregates, resulting in
the formation of plastic-coated aggregates, which are then combined with hot bitumen
to create the plastic-coated aggregate bitumen mixture for use in road construction. The
coating of E-waste reduces the porosity of the aggregate and aids in the improvement
of the quality of the aggregate as well as their performance in flexible pavements.
Aggregates
Hot Aggregates
E-waste (shredded)
E-waste Coated
Aggregates
() (Shredded) Hot Bitumen (160°C)
Mix of Plastic Coated
Aggregates
() (Shredded)
Road laying at 120°C
Figure. No. 2 Flow Chart of Dry Process

(ii) Wet Process:

This is the method used for the formation of polymer-based modified bitumen, in which
the waste polymer is directly mixed with bitumen and heated to a temperature of
(170°C) in order to form a proper blend with proper dispersion of waste polymer into
bitumen, after which the hot mix is cooled to a temperature of (120°C) in another
chamber, after which the hot mix is added to the aggregate in another chamber. The
mix must be allowed to cool because when hot mix is placed over aggregate, there is a
risk of voids forming in the tiny gaps between the aggregate, which may result in a
reduction in the strength of the road and rutting of the road. This is followed by the
application of modified bitumen on aggregate at 110°C, which is then placed on the
road and compacted by an 8-ton roller.
Aggregates Reactor Aggregates
(170°C)
()
Effectively stirred mixture
(Shredde
d)
Polymer Waste Bitumen

Blend
Cool up to
120°C
Laid on the Road at 120°C
Figure. No.3 Flowchart Of Wet Process

3.1. Tests needed to perform the properties of Bitumen are:
1. Penetration Value Test.
The penetration value test on bitumen is a kind of test that is used to determine the
hardness or consistency of bituminous material. For example, the grade A80/100
bitumen implies that its penetration value is between 80 and 100 percent. The vertical
distance travelled or penetrated by the tip of a standard needle through bituminous
material under specified circumstances of stress, time, and temperature is referred to as
the penetration value. Approximately one tenth of a mm is the length of this distance.
In order to determine the consistency of bitumen, a penetration test is performed. It is
not regarded as suitable for use in connection with the testing of road tar because of the
high surface tension exhibited by these types of materials.
Penetration test on bitumen is carried to determine:
1. Consistency of bituminous material.
2. Suitability of bitumen for use under different climatic conditions and various
types of construction purpose.
Figure. No. 4 Penetration Value Machine

3. Softening Point Test:
Specifically, the softening point of bitumen is the temperature at which a certain degree
of softening is achieved in the material. As per IS: 334-1982, ASTM E28-67 or ASTM
D36 or ASTM D6493 – 11, it is the temperature in the form of ºC at which a standard
ball passes through a sample of bitumen in a mould and falls through a height of 2.5
cm, when heated under water at specified conditions of test. The binder should have
sufficient fluidity.
Uses of Softening Point Test:
The determination of the softening point allows us to determine the temperature to

which a bituminous binder should be heated in order to be used in a variety of road
applications. The ring and ball equipment is used to determine the softening point.
Figure. No. 5 Softening Point using Ring and Ball Apparatus

3. Ductility Test
In road building projects, bitumen's ductility refers to its ability to stretch under the
weight of traffic without cracking or breaking. During a ductility test on bitumen, the
distance in centimetres to which the material elongates before breaking is measured.
Figure. No. 6 Ductility test Machine
The ductility test on bitumen will be used to determine following:
1. To measure the ductility of the of bitumen.
2. To determine the suitability of bitumen for its use in road construction.

3.2. Tests needed to perform the properties of Aggregates:
1. Aggregate Crushing Value test.
Aggregate crushing value test of aggregates gives a relative measure of the resistance
of an aggregate crushing under gradually applied compressive load. When test
aggregates are exposed to a given load under standardized circumstances, the aggregate
crushing value is calculated as a percentage by weight of the crushed material obtained.
When it comes to road and pavement construction, aggregate crushing value is a
numerical indicator of the aggregate's strength that is used to determine the strength of
the aggregate. The crushing value of aggregate shows the strength of the material.
Lower crushing values are suggested for roads and pavements since they indicate a
lower crushed fraction under load and would result in a longer service life as well as a
favourable economic performance in the long run. For road and pavement construction,
the aggregates used must be strong enough to resist crushing under roller and traffic

conditions. If the aggregate crushing value is more than 30', the outcome may be
unusual, and in such situations, the ten percent fines value should be used instead of the
aggregate crushing value.
The objective of this test is to:
1. Determine the aggregate crushing value of Aggregate.
2. Assess suitability of Aggregates for use in different types of roads.
Figure. No. 7 Crushing Value Testing Machine
2. Aggregate Impact Value test.
Toughness is a term used to describe a material's ability to withstand impact. Since cars
are constantly moving on the road, they are exposed to impact, resulting in the
aggregates being broken down into smaller bits. Consequently, the aggregates must
possess sufficient toughness to withstand the disintegration that may occur as a result
of an impact on them. The aggregate impact value is a measure of resistance to a rapid
impact or shock, which may be different from the measure of resistance to a progressive
compressive force applied over time.
Determination of Aggregate Impact Value - Impact Test on Aggregates is done to

carry out to:
• Determine the impact value of the Aggregates,
• Assess their suitability in road construction on the basis of Impact value.

Figure. No. 8 Impact Value Apparatus
3. Los Angeles Abrasion Test
Los Angeles abrasion test on aggregates is the measure of aggregate toughness and
abrasion resistance such as crushing and disintegration. The aggregate used in surface
course of the highway pavements are subjected to wearing due to continuous movement
of traffic. When vehicles move on the road, the soil particles present between the
pneumatic tires and road surface cause abrasion of road aggregates. The steel rimmed
wheels of animal driven vehicles also cause considerable abrasion of the road surface.
Therefore, the road aggregates should be hard enough to resist abrasion caused by the
vehicles. Resistance to abrasion of aggregate is determined by Los Angeles test
machine. The principle of Los Angeles abrasion test is to produce abrasive action by
use of standard steel balls which when mixed with aggregates and rotated in a drum for
specific number of revolutions also causes impact on the aggregates. The percentage
wear of the aggregates due to rubbing with steel balls is determined and is known as
Los Angeles Abrasion Value of the Aggregate.
Figure. No. 9 Los Angeles Abrasion Machine Setup

4.Marshall Sample Preparation:
A Proper mix of 1200gm consisting of all the coarse aggregate, fine aggregate and filler
material is taken in a pan and heated up to 175°C to 190°C. The Bitumen is heated up
to its melting point prior to mixing. The aggregates are taken out and then heated on
gas for several minutes to maintain the desired temperature. Afterwards the required
quantity of bitumen is added and mixed properly until a uniform mix color is obtained.
Then the mix is transferred to the casting mould and then it is compacted by the
Marshall hammer. 75 blows are given from both the sides each. Then the samples along
with mould are kept for 24 hours.
After 24 hours the sample is removed from the mould, it is weighed in air and water
and kept in water bath having 60°C for 30 to 40 minutes. The sample is removed
afterwards and then Marshall Stability and Flow Value is checked on Marshall Stability
Test Apparatus. When sample of E-waste Partially Replaced Aggregates was made E-
waste was added in the Aggregates in the Percentage of 5%, 10% and 15% by the
weight of it.

CHAPTER 4 RESULTS AND DISCUSSIONS
4.1. Bitumen Tests.
1. Penetration Value Test:
In order to evaluate the hardness of bitumen, the penetration test is carried out by
measuring the depth in millimetres to which a standard loaded needle would penetrate
vertically in 5 seconds while the temperature of the sample is maintained at 25 degrees
Celsius.
Sr.no Sample Penetration Value

1 Bitumen (VG30) 42
Table No. 1. Penetration Value Test
2. Softening Point Test:
The consistency of the bitumen is determined via the use of the softening point test. It
aids in the determination of the temperature at which the bituminous binder should be
heated for different road types and conditions.
Sr.no Sample Softening Point

1 Bitumen (VG30) 47
Table No. 2. Softening Value test
3. Ductility Test:
The ductility test is used to determine the capacity of bitumen to stretch as well as its
adhesive properties. For improved interlocking of aggregates, it is essential for the
bitumen binder to create a thin film over the aggregates, which is accomplished by
spreading the bitumen binder over the aggregates.
Sr.no Sample Ductility Value

1 Bitumen (VG30) 72
Table No. 3. Ductility Test

4.2. Aggregates Tests.
Crushing Value Test:
Crushing Value Test determines the Aggregate crushing value as per IS:2386(Part 4)-
1963. Under progressively applied force, it gives a relative measure of resistance to
crushing under a given weight. The lower the crushing value, the higher the resistance
to crushing under a progressively applied compressive load under gradual compression.
The aggregate crushing value for cement concrete pavement must not exceed 30% of
the total aggregate crushing value. Wearing surfaces, on the other hand, account for 45
percent of the total.
Sr.no Sample Crushing Value

1 Aggregates 15.38
Table No. 4. Crushing Value Test
2. Impact Value Test:
The Aggregate Effect Value Test, performed in accordance with IS:2386(Part 4)-1963,
determines the impact value of aggregates. An aggregate's relative resistance to a
sudden shock or impact is represented by this value. The higher the resistance to a
sudden shock or impact, the lower the value. It is deemed undesirable for road
development when the aggregate value exceeds 35% of the total value.
Sr.no Sample Impact Value
1 Aggregates 14.44
Table No. 5. Impact Value Test
3. Los Angeles Abrasion Test:
The Los Angeles Abrasion Value is the abrasion value of aggregates determined in
accordance with IS:2386(Part 4)-1963. The hardness of aggregates used in road
construction is a characteristic of the aggregates. Los Angeles is a process that
combines abrasion and attrition together. Abrasion is a factor that contributes to the
failure of a road.

Sr.no Sample Los Angeles Abrasion Value

1 Aggregates 12.6
Table No. 6. Los Angeles Abrasion Value Test
Above mentioned tests shows that the impact and crushing property of aggregate
increases with partial replacement of Crumb Rubber as they wouldn’t break into pieces
as it’s absorbed the load coming on it whereas Los Angeles Abrasion Test result
decreases. After finishing the tests on aggregates and bitumen we can perform the
Marshall Stability test and check the Stability of the Blend
4.3. Marshall Stability Test:
General: For finding the stability and flow value of the blend, Marshall Stability Test
is performed which measures the maximum load sustained by the bituminous material
at 50.8mm/min. It is defined as the maximum load carried by the specimen at a standard
test temperature of 60℃. Flow value refers to the vertical deformation when maximum
load is reached. Marshall Compactions are used to prepare Marshall samples with
compactors. It consists of base plate, mould body and a collar. Sample Prepared must
be between 61mm to 65mm in diameter.
Figure. No. 10 Aggregates Required for Marshall along with Shredded E-waste

Figure. No. 11 Mould prepared using E-waste
• Results obtained for E-waste Partially Replaced Aggregates.

Sr no. Bitumen E-waste Stability Flow
value(mm)
(KN)
1 5% 0 15.35 4.67
2 5% 5% 16.80 4
3 5% 10% 17.30 4
4 5% 15% 12.70 4.30
Table No. 7. Marshall Stability Value
4.4. Discussion
For E-waste Replaced Aggregates the above result states that Marshall Stability when
E-waste is partially replaced by aggregate fulfills the Marshall Mix Criteria. When 5%
E-waste is mixed in asphalt mix it shows good stability and flow value as compared to
others. Marshall Mix of 15% is not possible as binding of the mix was not possible
when Marshall Stability Test was performed. Properties of the mix increased when E-
waste is added to the mix. As E-waste prevents the moisture absorption which does not
allow water to percolate hence formation of potholes is reduced. which results in long
life of the road and its load carrying capacity increases. For the E-waste mix Bitumen

Marshall Stability shows good result where 10% being the optimum bitumen content.
Use of E-waste increases the durability of the road, resulting in less maintenance cost
of the road. Durability of the road also increases.
For the novelty work of using these both the materials together can solve the problem
of decomposing both the materials and can help to obtain a sustainable and eco-friendly
pavement. Its increases the load carrying capacity of the road and reduces thermal
cracking. Use of both E-waste helps in reduction of potholes. The blend of 5%
Aggregates Replaced with E-waste and 5% Bitumen Replaced shows better stability
4.5 Costing:
Cost Of Normal Bituminous Road
Items of work Length Width Depth Quantity Rate Amount

(m) (m) (m) (m3) (Rs/m3) (Rs)
Soil Granular 1000 3.5 0.2 700 1398 9,78,600
having Sub
CBR Base
10%
Granular Base 1000 3.5 0.25 875 1593 13,93,875
Dense 1000 3.5 0.085 297.5 8024 23,87,140
Bituminous
Macadam
Bituminous 1000 3.5 0.04 140 8043 11,26,020
Concrete
Grand 58,85,635
Total
Table No. 8. Cost Of Normal Bituminous Road

Cost of Road using E-waste:
Items of Length Width Depth Quantity Rate Amount

work (m) (m) (m) (m3) (Rs/m3) (Rs)
Soil Granular 1000 3.5 0.2 700 1398 9,78,600
having Sub
CBR Base
10%
Granular 1000 3.5 0.25 875 1593 13,93,875
Base
Dense 1000 3.5 0.085 297.5 8024 23,87,140
Bituminous
Macadam
Bituminous 1000 3.5 0.04 139.3 8043 11,20,389
Concrete
Grand 58,80,004
Total
Table No. 9. Cost of Road using E-waste
• Calculations:
• Addition of Remaining 0.7m3 of E-waste = 1700 X 0.7 X 2
=Rs 2,380/-
• Cost of Road Using E-waste =58,80,004+2,380
=Rs 58,82,384/-
• Difference between Normal Road and Road Constructed using E-waste (per km):
Cost Of Normal Road – Cost of E-waste Added Bituminous Road
=58,85,635 -58,82,384/-
= Rs 3,251/-
• Cost of E-waste for 1km road= Rs 2,380/-

Then cost of E-waste for 100km of road=Rs 2,38,000/-

CHAPTER 5 CONCLUSION AND FUTURE SCOPE
5.1 CONCLUSION
Based upon the various experimental test results and observation the following
conclusions are drawn:
➢ E-waste can effectively used in Road Construction as a partial replacement of
Bitumen.
➢ 10% of E-waste as a partial replacement of bitumen showed to be optimum with
maximum stability.
➢ It was observed that beyond 10% of E-waste the stability was decreased
➢ The cost of road constructed is less with the use of E-waste in road construction.
5.2 FUTURE SCOPE
• The E-waste with plastic waste and rubber can be investigate in road
construction.
• E-waste can be used with fly ash as an alternative for construction of cement
pavement.

REFERENCE
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And Polymer Modified Bitumen In Flexible Pavement. Research Article
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POLYMER MODIFIED BITUMINOUS MIX IN FLEXIBLE PAVEMENT.
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Polymer In The Pavement. Constr. Build. Mater. 84, 315–319 (2015)
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2248-9622, Vol. 5, Issue 4
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For Pavements With Low Traffic. IOSR Journal Of Mechanical And Civil
Engineering (IOSR-JMCE) E-ISSN: 2278-1684, P-ISSN: 2320-334X, Volume 12,
Issue 2
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Electronic-Waste To Increase The Strength Economically. International Journal Of
Innovative Research In Science, Engineering And Technology
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Https://Doi.Org/10.14256/JCE.1375.2015

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Quality Enhancement Of Road. Research Article
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Flexible Pavement. Research Article
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Electronic Waste Materials Used In Concrete. International Journal Of Latest
Engineering And Management Research (IJLEMR) ISSN: 2455-4847. Volume 03
- Issue 02(S). PP.31-35
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Investigation On Use Of Post Consumed Ewaste Waste In Concrete”, International
Journal Of Engineering Research Online, Volume 2, Issue 2, April 2014.
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Waste As Coarse Aggregate”, International Journal Of Education And Applied
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A STUDY ON THE PERFORMANCE OF E-WASTE WITH BITUMEN FOR ROAD CONSTRUCTION

Department of Civil Engineering, MITSOE. 1

Sr. No Chapter Name Page No

Department of Civil Engineering, MITSOE. 2

Sr. No Table Name Page No

2 Softening Value test 26

4 Crushing Value Test 27

5 Impact Value Test 27

6 Los Angeles Abrasion Value Test 28

7 Marshall Stability Value 29

8 Cost Of Normal Bituminous Road 30

9 Cost of Road using E-waste 31

Department of Civil Engineering, MITSOE. 3

Sr. No Figure Name Page No

1 Material Fractions in e-waste 9

2 Flow Chart of Dry Process 18

3 Flowchart Of Wet Process 19

4 Penetration Value Machine 20

5 Softening Point using Ring and Ball Apparatus 21

6 Ductility test Machine 22

7 Crushing Value Testing Machine 23

8 Impact Value Apparatus 24

9 Los Angeles Abrasion Machine Setup 24

10 Aggregates Required for Marshall along with Shredded 28

Department of Civil Engineering, MITSOE. 4

Department of Civil Engineering, MITSOE. 5

Department of Civil Engineering, MITSOE. 6

Department of Civil Engineering, MITSOE. 7

been altered by the use of correspondence or IT has electronic wastes. It is generally

Department of Civil Engineering, MITSOE. 8

1.5 Material composition of e-waste

Figure 1. Material Fractions in e-waste

Department of Civil Engineering, MITSOE. 9

Department of Civil Engineering, MITSOE. 10

CHAPTER 2 LITERATURE SURVEY

Department of Civil Engineering, MITSOE. 11

Department of Civil Engineering, MITSOE. 12

was established that an optimum binder content amounts to 5.5 %, which

Department of Civil Engineering, MITSOE. 13

Department of Civil Engineering, MITSOE. 14

Department of Civil Engineering, MITSOE. 15

Department of Civil Engineering, MITSOE. 16

Department of Civil Engineering, MITSOE. 17

(I) Dry process

(II) Wet process

(I) Dry Process:

Figure. No. 2 Flow Chart of Dry Process

Department of Civil Engineering, MITSOE. 18

(ii) Wet Process:

Aggregates Reactor Aggregates

Polymer Waste Bitumen

Laid on the Road at 120°C

Figure. No.3 Flowchart Of Wet Process

Department of Civil Engineering, MITSOE. 19

3.1. Tests needed to perform the properties of Bitumen are:

1. Penetration Value Test.

Penetration test on bitumen is carried to determine:

1. Consistency of bituminous material.

Figure. No. 4 Penetration Value Machine

Department of Civil Engineering, MITSOE. 20

3. Softening Point Test:

Uses of Softening Point Test:

The determination of the softening point allows us to determine the temperature to