Minor Project 1 PDF
Minor Project 1 PDF
Minor Project 1 PDF
INTRODUCTION
1.1 GENERAL
The increase in road traffic during the last two decades, in addition to an insufficient degree of
maintenance, has caused an accelerated deterioration of road structures in many countries. For
certain applications, such as bridges, runways and surfaces with high-traffic loading, special
binders are urgently required. Polymer additives are well-known to improve the mechanical
properties of asphalt. The purpose of asphalt modification (PMA) is to achieve the desired
engineering properties to prevent asphalt from the main pavement defects, such as rutting at
high temperatures, fatigue strength, and crack initiation and propagation in the low-temperature
region. Among the different polymers used in asphalt modification are polyolefin such as
polyethylene (PEs; low-density polyethylene (LDPE), linear low-density polyethylene
(LLDPE), and high density polyethylene (HDPE)), polypropylenes (isotactic and atactic), and
their copolymers. The addition of polyolefin to asphalt is known to enhance its in-service
properties, yielding improved thermo-mechanical resistance, elasticity and adhesion . HDPE is
known to exert an important change in the mechanical behavior of the asphalt. This influence
was even more remarkable for HDPE-modified asphalt, because this polymer was more
difficult to disperse within the asphalt than others, such as low-density polyethylene (LDPE). .
Generally, all the hard surfaced pavement types are categorized into two groups, i.e. flexible
and rigid.
If the surface course of a pavement is bitumen then it is called "flexible" since the total
pavement structure can bend or deflect due to traffic loads.
If the surface course of a pavement is PCC then it is called "rigid" since the total pavement
structure can’t bend or deflect due to traffic loads. Such pavements are much stiffer than the
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flexible pavements due to the high modulus of elasticity of the Plain Cement Concrete material.
Importantly, we can use reinforcing steel in the rigid pavements, to decrease or eliminate the
joints.
Road surface with neat bitumen can cause bleeding in hot climate, may develop cracks in cold
climate, possess fewer loads bearing capacity and can cause serious damages because of higher
axle load in present conditions due to rapid infrastructure development. Useful life of
bituminous overlays has reportedly declined 7-8 from average life of 5-6 years in the past to
about 3-4 years at present as compared to average pavement life (5-6 years) in abroad. India has
to raise transportation system to a higher level both in terms of length and quality.
1.2.1 Overview
The bituminous mix design aims to determine the proportion of bitumen, filler, fine aggregates,
and coarse aggregates to produce a mix which is workable, strong, durable and economical.
There are two types of the mix design, i.e. dry mix design and wet mix design.
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1. Stability
2. Durability
3. Flexibility
4. Skid resistance
5. Workability
1.3.1.1 PET
Plastic Polyethylene Terephthalate sometimes absorbs odours and flavours from foods and
drinks that are stored in them. Items made from this plastic are commonly recycled. PET plastic
is used to make many common household items like beverage ebottles, medicine jars, rope,
clothing and carpet fibre.
High-Density Polyethylene products are very safe and are not known to transmit any chemicals
into foods or drinks. HDPE products are commonly recycled. Items made from this plastic
include containers for milk, motor oil, shampoos and conditioners, soap bottles, detergents, and
bleaches. It is NEVER safe to reuse HDPE bottle as a food or drink container if it didn’t
originally contain food or drink
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1.3.1.3 PVC
Polyvinyl Chloride is sometimes recycled. PVC is used for all kinds of pipes and tiles, but is
most commonly found in plumbing pipes. This kind of plastic should not come in contact with
food items as it can be harmful if ingested.
1.3.1.5 Polypropylene
1.4.1 Need
The use of plastic materials such as carry bags, cups, etc is constantly increasing. Nearly 50%
to 60% of total plastic are consumed for packing. Once used, plastic packing materials are
thrown outside and they remain as waste. Plastic wastes are durable and non-biodegradable.
The improper disposal of plastic may cause breast cancer, reproductive problems in humans
and animals, genital abnormalities and much more. These plastic wastes get mixed with water,
disintegrate, and take the forms of small pallets which cause the death of fishes and other
aquatic life who mistake them as food material. Sometimes they are either land filled or
incinerated. Plastic wastes get mixed with the municipal solid waste or thrown over a land area.
All the above processes are not ecofriendly as they pollute the land, air and water. Under these
circumstances, an alternative use of these plastic wastes is required. So any method that can use
this plastic waste for purpose of construction is always welcomed.
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1.4.2 Objective
Low density polyethylene is used extensively to produce carry bags for domestic goods. These
bags become solid waste after their use for short periods and cause serious waste disposal
problem. In order to solve this environmental problem partly and at the same time to improve
the performance of bituminous concrete waste plastics were used for the investigation. The
objective of the present investigation is given below:
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CHAPTER II
LITERATURE REVIEW
Review of Literature helps to identify the concepts relating to the research topic and
potential relationship between them. It also helps in appropriate analysis of data. Moreover
it gives broader vision and even the secondary data to the research.
2.1 GENERAL
Bitumen has been widely used in the construction of flexible pavement for a long time.
Bituminous materials perform quite satisfactorily if designed and manufactured
properly. However, certain special applications, such as where traffic is heavy, require
material that can improve the fatigue life and resistance to permanent deformation of
paving mixtures. The modifiers like sulphur and crumb rubber, polymers seem to have
drawn more attention of researchers in this field in the recent past, mainly because of
their multifarious beneficial effects and availability of number of polymers in the
market. Polymers can be used either to modify the bitumen in wet process i.e. the
polymers are added to the heated bitumen and mechanical mixing is done so as to get
polymer modified bitumen. While in the dry process polymers are mixed with heated
aggregate and conventional bitumen is then mixed with the polymer coated aggregate to
get the modified bituminous mix. Many research works have been carried out for the
polymer modified bituminous mixes using wet process while few research are carried
for the polymer modified bituminous mixes with dry process.
I. During 1900’s, the technique, of using bitumen in pavements, was first used on
rural roads in order to prevent rapid removal of the fine particle such as dust,
from Water Bound Macadam, which was caused due to fast growth of
automobiles [Roberts et al. 2002]. At initial stages, heavy oils were used as dust
palliative. An eye estimation process which is called pat test, was used to
estimate the required quantities of the heavy oil, in the mix.
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II. The 1st formal method of mix design was Habbard field method, which
was actually developed on sand-bitumen mixture. Mixtures with larger sized
aggregate particles could not be handled in this method. This was one limitation
of this procedure.
III. Fransis(1942); who was a project engineer of California Department of
Highways, has developed the Hveemstabilometer in 1927. He did not have any
previous experience on judging, the required mix from its colour, hence he
decided to measure various mixture parameters to find the optimum quantity of
bitumen. He had used the surface area calculation concept, (which was
already in use, at that time for the cement concrete mix design), to estimate
the quantity of bitumen actually required.
IV. Bruce Marshall developed the Marshall testing machine just before the World
War-II. It was adopted in the US Army Corpes of Engineers in 1930’s
and subsequently modified in 1940’s and 50’s.
A 25 km plastic modified bituminous concrete road was laid in Bangalore. This plastic
road showed superior smoothness, uniform behaviour and less rutting as compared to a
plastics-free road which was laid at same time, which began developing “crocodile
cracks” very soon after. The process has also been approved, in 2003 by the CRRI
(Central Road Research Institute Delhi).
Justo et al.(2002), at the Centre for Transportation Engineering, of Bangalore University
used processed plastic bags as an additive in asphalt concrete mixes. The properties of
this modified bitumen were compared to that of ordinary bitumen. It was noted that
penetration and ductility values of modified bitumen was decreasing with the increase in
proportion of the plastic additive, up to 12 % by weight.
Awwad et al. (2007), polyethylene as one sort of polymers is used to investigate the
potential prospects to enhance asphalt mixture properties. The objectives also include
determining the best type of polyethylene to be used and its proportion. Two types of
polyethylene were added to coat the aggregate High Density Polyethylene (HDPE) and
Low Density Polyethylene (LDPE). The results indicated that grinded HDPE
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polyethylene modifier provides better engineering properties. The recommended
proportion of the modifier is 12% by the weight of bitumen content. It is 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%).
Al-Hadidy and Yi-qiu (2009) investigated the potential use of pyrolysis a low density
polyethylene (LDPE) as a modifier for asphalt paving materials. Their research results
indicate that modified binders show higher softening point, keeping the values of
ductility at minimum range of specification of (100+ cm), and cause a reduction in
percentage loss of weight due to heat and air (i.e. increase durability of original
asphalt. A review of the standard binder testing and grading results indicates that
Penetration at 250C will generally decrease as LDPE content increases, which indicates an
improved shear resistance in medium to high temperatures. The addition of LDPE kept the
ductility values at a minimum range of ASTM and SCRB specifications of 100 + cm up to
6% LDPE content. Softening point tend to increase with the addition of LDPE, which
indicates improvement in resistance to deformation. The percentage loss of air and heat
decreases with the addition of LDPE (i.e. the resistance of asphalt to the action of
temperature and temperature changes and the action of heat increases).The
photomicrograph indicated that LDPE and asphalt are compatible to an extent. Penetration
index values indicated that LDPE reduced the temperature susceptibility of asphalt. A
review of the Marshall, indirect tensile strength and flexural strength results indicated that
the pyrolysis LDPE was effective in preventing excessive draindown of the SMA mixtures
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(i.e. bleeding phenomenon). The mixtures containing the LDPE greatly exceeded the
indirect tensile strength requirements set by the SC DOT. The tensile strength ratios for the
mixtures containing the LDPE were greater than 85%. This indicates that this type of
additive does not cause the mixture to weaken when exposed to moisture. The inclusion of
LDPE increases the stiffness and modulus ofrupture values of the asphalt mixtures at low
temperature (-100C) which may reduce the cracking potential of pavements at low
temperatures. LDPE- modified asphalt mixtures were found to have lesser strain values
compared to conventional asphalt concrete mixtures. Results indicated that flexible
pavement with high performance, durability and more economic can be obtained with6%
pyrolysis LDPE.
Aslam and Rahman (2009) studied both dry and wet mix and concluded that the dry process
is more economical and beneficial for construction of flexible pavements. Because in case
of higher percentage of polythene in wet process they get separate out from bitumen on
cooling, so it needs some additives. In the modified process (dry process) plastics-waste is
coated over aggregate. This helps to have better binding of bitumen with the plastic-waste
coated aggregate due to increased bonding and increased area of contact between polymer
and bitumen. The polymer coating also reduces the voids. This prevents the moisture
absorption and oxidation of bitumen by entrapped air. This has resulted in reduced rutting,
raveling, and there is not pothole formation. The road can withstand heavy traffic and show
better durability.
Casey et al. (2008) studied the development of a recycled polymer modified binder for use
in stone mastic asphalt. From their study it was found that the addition of 4% recycled
HDPE into a pen grade binder produced the most promising results, and results
obtained from wheel track and fatigue tests show that although the binder does not deliver
equivalent performance means dose not perform to the same high levels as a proprietary
polymer modified binder, it does out-perform traditional binders used in stone mastic
asphalt. Seven widely available thermoplastic polymers were examined for their
suitability in PMBs, namely LDPE, MDPE, HDPE, PVC PP, PET and ABS. Initial
screening was conducted to assess compatibility with the base binder, resulting in the
elimination of MDPE, PVC, PET and ABS. The PP was successfully blended but was
subsequently found to offer excessive variation in basic binder characterisation tests. LDPE
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and HDPE were considered to offer the most promise and a blend based on 4%
HDPE was optimised. This was subjected to standard performance tests such as wheel-
tracking and fatigue, and although the recycled polymer modified binder did not perform to
the same high levels as the proprietary commercially available binder, it did however
demonstrate enhanced performance when compared with unmodified binders and binders
incorporating cellulose fibres. These results suggest that the recycled polymer modified
binder has great promise.
Denning and Carswell (1981) used NOVOPHALT binder which is Austrian asphalt (B70)
modified with 7% by weight of PE. They have suggested that higher mixing and laying
temperatures will be required for mixtures containing NOVOPHALT and reported that
asphalt concrete using polyethylene modified binders were more resistant to permanent
deformation at elevated temperature.
Fernandes et al. (2008) studied Rheological evaluation of polymer modified asphalt binders
by using thermoplastic elastomer styrene butadiene styrene (SBS) and they compared
the properties of Modified binder by addition of both oil shale and aromatic oil to improve
their compatibly. The rheological characteristics of the SBS PMBs were analyzed in a
dynamic shear rheometer (DSR) and the morphology accessed by fluorescence optical
microscopy. The results indicated that the aromatic and shale oils have similar effects on the
microstructure, storage stability and viscoelastic behaviour of the PMBs. Thus, shale oil
could be successfully used as a compatibilizer agent without loss of properties or could
even replace the aromatic oil.
Firoozifar et al. (2010) investigated the novel methods to improve the storage stability and
low temperature susceptibility of polythene modified bitumen. They used Kerosene, Oleic
Acid, Aromatic oil, B-oil etc for increasing stability of polythene modified bitumen and
a fluorescent microscope to observe the homogeneity of the samples. Although,
polyethylenes do not have good stability in bitumen, it can be improved to a desirable
degree by the addition of maltene-like materials into the bitumen modified mixture.
Therefore, the LDPE modified bitumen can be produced for asphalt applications with
reasonable stability, softening point and penetration by addition of suitable amounts of oil.
Production and compaction of these modified asphalts can be done in usual manner and it is
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not necessary to modify or change these processes. These asphalts are suitable for hot
climate areas such as warm regions of Iran. On the other hand, to overcome the problem of
these bitumen at low temperature, it is possible to add a few percentages of SBS to the
mixture. These SBS- LDPE modified bitumen would be suitable for all climate regions,
except the frigid areas. Finally, as polyethylenes are locally produced and have more
reasonable prices than SBS, it is possible to modify the bitumen and asphalt easily and
economically.
Gawande et al. (2012) gave an overview on waste plastic utilization in asphalting road by
using both wet and dry method. They said that use of modified bitumen with the addition
of processed waste plastic of about 5-10% by weight of bitumen helps in improving
the longevity and pavement performance with marginal saving in bitumen usage and
according to them use of waste plastics in the manufacture of roads and laminated
roofing also help to consume large quantity of waste plastics. Thus, these processes are
socially highly relevant, giving better infrastructure. This review intended to find the
effective ways to reutilize the hard plastic waste particles as bitumen modifier for
flexible pavements. The use of recycled waste plastic in pavement asphalt represents a
valuable outlet for such materials. The use of modified bitumen with the addition of
processed waste plastic of about 5-10% by weight of bitumen helps in substantially
improving the Marshall stability, strength, fatigue life and other desirable properties of
bituminous concrete mix, resulting which improves the longevity and pavement
performance with marginal saving in bitumen usage. The process is environment friendly.
The use of waste plastics in the manufacture of roads and laminated roofing also help to
consume large quantity of waste plastics. Thus, these processes are socially highly relevant,
giving better infrastructure.
Jain et al. (2011) studied mitigation of rutting in bituminous roads by use of waste
polymeric packaging materials and concluded that rutting of bituminous mix can be reduced
to 3.6 mm from a value of 16.2 mm after application of 20,000 cycles, by adding
optimum quantity of polyethylene in bituminous mix for road construction, ultimately
improves pavement performance, besides alleviating disposal problems of WPPM for clean
and safe environment. High density polyethylene and low density polyethylene are key
constituents of WPPM from used milk bags and grocery bags, which constitute major
portion of non biodegradable plastic waste in urban areas. It can be concluded from this
study that WPPM can be conveniently used as modifier in bituminous mixes for
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sustainable management of plastic waste. The use of 0.3 to 0.4 percent WPPM by weight
of mix is optimum and safe besides substantially improving performance properties of
bituminous mixes. Therefore, use of WPPM in bituminous mixes can lead to
improvement in life of bituminous surfacing and quality of life of urban people. Results
indicate that incorporation of WPPM in excess of 0.4% may be harmful to engineering
properties of the bituminous mixes as excessive rutting is observed in laboratory samples.
Hence, WPPM can be used for beneficiation of bituminous mixes, provided waste
comprises HDPE or LDPE. The estimated consumption of WPPM is 2 tone/ km (40 mm
BC, 7000 m2). Modification of bituminous mixes with WPPM is more beneficial for high
temperature areas. WPPM Modified Mixes are found to be very useful in mitigating
deformation and rutting of bituminous surfacing in hot climate areas. Use of WPPM in road
construction is the best sustainable option for disposal of non-biodegradable plastic waste.
Karim et al. (2008) gave a potential solution to strength loss of bituminous pavement under
water. They compared performance of bituminous mix under water with and without
polyethylene admixture and conclude that bitumen mixes with polyethylene performed well
under water and showed even better Marshall stability than normal bituminous mix under
normal condition Keeping the environment safe from pollution will be an added bonus.
Khan and Gundaliya (2012) stated that the process of modification of bitumen with waste
polythene enhances resistance to cracking, pothole formation and rutting by increasing
softening point, hardness and reducing stripping due to water, thereby improving the
general performance of roads over a long period of time. According to them the waste
polythene utilized in the mix forms coating over aggregates of the mixture which reduces
porosity, absorption of moisture and improves binding property.
Moghaddam and Karim (2012) reported that the utilization of waste material in asphalt
pavement would be beneficial in order to find an alternative solution to increase service life
of asphalt pavement and reduce environmental pollution as well. Form their study it is
concluded that Polyethylene Terephthalate (PET) reinforced mixtures possess higher
stability value, flow, fatigue life in comparison with the mixtures without PET. Some
properties of PET-reinforced SMA mixtures were obtained and compared to the control
mixture. The test results indicated that PET reinforced mixtures had higher stability
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value in comparison with the mixtures without PET, and it was noted that 0.4% PET
was concluded as the optimum value in case of stability. In addition, flow values increased
by adding PET into the mixture. It was also investigated that although stiffness of mixtures
decreased by adding higher amount of PET, fatigue life increased at higher PET content.
Murphy et al. (2001) examined the possibility of incorporating waste polymer into bitumen
as a modifier, evaluated the performance of recycled modified bitumen and compare their
properties with those of standard bitumen and polymer modified bitumen. They concluded
polypropylenes are not useful in improving the properties of bitumen and displayed
practical difficulties during mixing and testing, suggesting poor cohesion with bitumen.
Palit et al. (2002) found improvement in stripping characteristics of the crumb rubber
modified mix as compared to unmodified asphalt mix.
Panda and Mazumdar (1999) studied the engineering properties of EVA- modified bitumen
binder for paving mixes and found that 5% EVA concentration in modified binder by
weight is adequate to enhance the properties. They observed that the penetration, ductility,
and specific gravity of the modified binders decrease as compared with unmodified bitumen
while the softening point temperature, temperature susceptibility and viscosity increase.
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
improves the level of performance and the service life of the road. It can be concluded 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.
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Reinke and Glidden (2002) tested the resistance of HMA mixtures to failure by using the
DSR (dynamic shear rheometer) creep and recovery tests and reported that result shows
improved resistance in case of polymer modified binders.
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plastic waste in road construction. According to them India spends Rs 35,000 crores a
year on road construction and repairs, including Rs100,000 crores a year just on
maintenance and roads by bitumen modification lasts 2-3 times longer, which will save
us Rs 33,000 crores a year in repairs, plus reduced vehicle wear and tear. It also
concluded that :
1. No toxic gas is produced as the maximum temperature to coat the aggregates is 150-160
degree C in technology related to dry process of plastic waste utilization.
2. Disposal of waste plastic will no longer be a problem.
3. Binding properties of polymer also improve the strength of bituminous mixes.
4. The use of waste plastics on the road has helped to provide better place for burying the
plastic waste without causing disposal problem. At the same time, a better road is also
namely land-filling and the incineration, which are certainly a burden on ecology.
5. The addition of waste plastic modifier in bituminous road construction (Dry
process)also increases the volume of total mix as the waste plastic modifier is added
as an extra item to the whole mix, thus contributing much more strength and service
life to the roads.
Science Tech Entrepreneur (2008) proposed that the durability of the roads laid with
shredded plastic waste is much more compared with those which asphalted with the
ordinary mix. While a normal highway road lasts 4 to 5 years it is claimed in this paper
that plastic-bitumen roads can last up to 10 years. According to this paper rainwater will
not seep through because of the plastic in the tar. So, this technology will result in lesser
road repairs.
Shukla and Jain (1984) described that the effect of wax in bitumen can be reduced
by adding EVA (Ethyl Vinyl Acetate), aromatic resin and SBS in the waxy bitumen. The
addition of 4% EVA or 6% SBS or 8% resin in waxy bitumen effectively reduces the
Susceptibility to high temperatures, bleeding at high temperature and brittleness at low
temperature of the mixes.
Shuler et al. (1987) found that the tensile strength of SBS modified binder increased
significantly as compared to unmodified asphalt mix at minus 21, 25 and 410C.
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Sibal et al. (2000) evaluated flexural fatigue life of asphalt concrete modified by 3% crumb
rubber as part of aggregates.
Sui and Chen (2011) studied application and performance of polyethylene as modifying
additive in asphalt mixture. They added polyethylene as additive to hot mineral aggregate
for few minutes, and then added the asphalt mixing together which simplifies the
construction process and reduces the cost of construction. They concluded that there is
improvement on high temperature stability, low temperature cracking resistance and water
resistance on modification and evaluate polyethylene as additive in the technical, economic
and environmental aspects.
Swami et al. (2012) investigated that the increase in percentage of polymer decreased the
penetration value. This shows that the addition of polymer increases the hardness of the
bitumen. The penetration values of the blends are decreasing depending upon the
percentage of polymers and the type of polymer added. The ductility decreased by the
addition of plastic waste to bitumen. The decrease in the ductility value may be due to
interlocking of polymer molecules with bitumen. Flash and fire point increased with the
increase in the percentage of polymer .The polymer bitumen blend road surfaces are less
affected by fire hazards. This shows that the total material cost of the project is reduced by
7.99% with addition of plastic to bitumen between the ranges of 5% to 10%. They
concluded that by modification of bitumen the problems like bleeding in hot temperature
regions and sound pollution due to heavy traffic are reduced and it ultimately improves the
quality and performance of road. The findings of the studies conducted by the Shell
Research and Technology Centre in Amsterdam indicated that the rutting rate is
greatly reduced as a result of SBS modification of the binder. Button and Little (1998) on
the basis of stress controlled fatigue testing at20 and 00C, reported that SBS polymer
exhibited superior fatigue properties as compared to straight AC-5 bitumen.
The Indian Roads Congress Specifications Special Publication: 53 (2002) indicate that the
time period of next renewal may be extended by 50% in case of surfacing with modified
bitumen as compared to unmodified bitumen.
Verma (2008) studied that plastic increases the melting point of the bitumen and
makes the road flexible during winters resulting in its long life. According to author while a
normal “highway quality” road lasts four to five years, plastic-bitumen roads can last up to
10 years and it 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 big potholes.
Yousefi (2009 )stated that the polyethylene particles do not tend to rip in bitumen
medium and these particles prefer to join together and form larger particles due to
interfacial and inter-particle attractive forces and the only obstacle in the modification
process was the existence of partitions made from molten bitumen. According to the author
whenever, particles had enough energy to come close together and overcome the thin
remained bitumen film which was separating particles, the coalescence of polyethylene
particles occurred and lead to polymer phase separation. A direct observation of
morphological evolution for polymer-modified bitumen was provided. It was directly
observed that the polyethylene particles do not tend to rip in bitumen medium and it
was shown that these particles prefer to join together and form larger particles due to
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interfacial and inter-particle attractive forces. The only obstacle in the process was the
existence of partitions made from molten bitumen. Whenever, particles had enough energy
to come close together and overcome the thin remained bitumen film which was separating
particles, the coalescence of polyethylene particles occured and lead to polymer phase
separation. No indication of Ostwald ripening was shown in this system due to the fact
that small and large particles coexisted simultaneously. This was also concluded that
mechanism of Ostwald ripening could play any essential role in highly viscoelastic
immiscible polymer blends.
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CHAPTER III
3.1.1 SOURCE
Bitumen sample was collected from the HPPWD Sundernagar with a penetration grade of
80/100
iii. Portion insoluble in CS2 being generally less than 0. 1 per cent
v. Bitumen are thermoplastic, i.e. they soften on heating and harden on cooling.
vi. They have no specific melting Point, boiling point or freezing point, though form of
softening point (Ring and Ball) is used in their characterization.
ix. They are generally hydrophobic (water-repellent), but may be made hydrophilic (water
liking) by the addition of small quantity of surface active agents.
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3.2 WASTE PLASTIC
The plastic used in the samples is low density Polyethylene (waste plastic oil bags). Items
such as cling-film, sandwich bags, squeezable bottles, and plastic grocery bags are made
from LDPE.
In this, waste plastic bags for containing oils are used. These bags were collected; they
were washed and cleaned by putting them in hot water for 3-4 hours. They were then dried.
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As recommended in SP 98-2013 the plastic shall conform to passing 2.36 mm sieve and
retained on 600 micron sieve. The percentages of plastic that were added to the bituminous
mixture after determining the optimum bituminous material content (2.5% of mixture
weight), were, 1.5, 2, 2.5 and 3 by weight of bitumen content. The minimum bitumen
content was 1.5% as it was provided according to IRC 111-2009 for bituminous concrete.
Also the plastic variation was provided according to the SP 98: 2013. As specified in SP 98:
2013, the plastic was shredded such that it passes 2.36 mm and retained on 600 micron
sieve.
3.2.1 SOURCE
Waste plastic sample used in this project are waste plastic oil containing bags shredded into
small pieces with the help of a Shredding Machine situated in HPPWD Bilaspur.
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3.3 METHODOLOGY
Project Identification
Data analysis
Evaluation of results
Results Improvements
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CHAPTER IV
EXPERIMENTAL WORK
4.1 General
The experiment work of this research does not involves only Marshall test but also other
tests of bitumen and aggregates. The main reason of performing tests on bitumen and
aggregates is just to check whether there tests values lies within the limits prescribed in
codes.
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4.3 Tests Performed
In this test we examine the consistency of a sample of bitumen by determining the distance
intenths of a millimetre that a standard needle vertically penetrates the bitumen specimen
underknown conditions of loading, time and temperature.This is the most widely used
method of measuring the consistency of a bituminous material at a given temperature. It is a
means of classification rather than a measure of quality.
4.3.1.1 PROCEDURE
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Fig. 4.3:- Penetration value apparatus
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4.3.1.2 USES AND SIGNIFICANCE:
Penetration test is used to measure the consistency of bitumen, so that they can be classified
into standard grades. Greater value of penetration indicates softer consistency. Generally higher
penetration bitumen is preferred for use in cold climate and smaller penetration bitumen is used
in hot climate areas.
It measures the hardness or softness of bitumen by measuring the depth in tenths of a millimeter
to which a standard loaded needle will penetrate vertically in 5 seconds
The penetrometer consists of a needle assembly with a total weight of 100g and a device for
releasing and locking in any position
The bitumen is softened to a pouring consistency, stirred thoroughly and poured into containers
at a depth at least 15 mm in excess of the expected penetration.
It may be noted that penetration value is largely influenced by any inaccuracy with regards to
size of the needle, weight placed on the needle and the test temperature
A grade of 80/100 bitumen means the penetration value is in the range 80 to 100 at standard test
conditions
In hot climates, a lower penetration grade is preferred.Grading of the Bitument on the basis of
test Results.
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4.3.1.3 OBSERVATIONS
1 0 82
2 1.5 71.3
3 2 68.5
4 2.5 65
5 3 67.2
4.3.2.1 APPARATUS:
Penetration Apparatus, Needle, Container, Water Bath, Thermometer for Water Bath, Stop
Watch
4.3.2.2 PROCEDURE:
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4.3.2.3 OBSERVATION TABLE
1 0 70
2 1.5 72.3
3 2 75
4 2.5 79
5 3 80
Softening Point Of Bitumen is done to determine the softening point of asphaltic bitumen and
fluxed native asphalt, road tar, coal tar pitch and blown type bitumen as per IS: 1205 – 1978.
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.The apparatus
required for this test :-
1. The sample should be just sufficient to fill the ring. The excess sample
should becut off by a knife.
2. Heat the material between 75 and 100oC. Stir it to remove air bubbles
and water,and filter it through IS Sieve 30, if necessary.
3. Heat the rings and apply glycerine. Fill the material in it and cool it for
30 minutes.
33
4. Remove excess material with the help of a warmed, sharp
knife.Procedure to determine Softening Point Of Bitumen
1. Assemble the apparatus with the rings, thermometer and ball guides in position.
2. Fill the beaker with boiled distilled water at a temperature 5.0 ± 0.5oC per
minute.
3. With the help of a stirrer, stir the liquid and apply heat to the beaker at a
temperature of 5.0 ± 0.5oC per minute.
4. Apply heat until the material softens and allow the ball to pass through the ring.
5. Record the temperature at which the ball touches the bottom, which is nothing
but the softening point of that material.
6. Materials of softening point above 80oC:The procedure is the same as described
above. The only difference is that instead of water, glycerine is used and the
starting temperature of the test is 35oC.
2 1.5 60
3 2 64
4 2.5 67
5 3 65
35
CHAPTER V
5.1 GENERAL
This chapter deals with the test results and the analysis of results that were carried out in the
previous chapter. It consist results of the various tests that were conducted on the samples with
and without plastic.
It is divided into three parts. In the first , second and third parts respectively graphs are drawn
for the penetration value , ductility value and the softening point of the bitumen from the
observations of the results against the different percentages of the plastic in the bitumen.
The final results are shown in the form of graphs as shown below:-
80
70
60
50
40
30
20
10
0
0% plastic 1.5% Plastic 2% Plastic 2.5% Plastic 3% Plastic
PERCENTAGE OF PLASTIC CONTENT IN BITUMEN
36
It can be seen from the above fig. that:
1. Penetration values of the bitumen tend to decrease with the increase in the plastic content in the
bitumen upto 2.5% of plastic content then it shows a slight increase.
2. 2.5% plastic content can be considered as the optimum value.
76
74
72
70
68
66
64
0% Plastic 1.5% Plastic 2% Plastic 2.5% Plastic 3% Plastic
PERCENTAGE OF PLASTIC CONTENT IN BITUMEN
1. There is large increase in the ductility value of bitumen as the plastic content is
increased.
2. After increasing the plastic content from 2.5 to 3% there is slight increase in the
ductility value.
37
SOFTENING TEMPERATURE VS PLASTIC CONTENT
IN BITUMEN GRAPH
68
SOFTENING TEMPERATURE (oC)
66
64
62
60
58
56
54
52
0% Plastic 1.5% Plastic 2% Plastic 2.5% Plastic 3% Plastic
PERCENTAGE OF PLASTIC CONTENT IN BITUMEN
1. Softening point values of bitumen tend to increase as the content of the plastic is
increased.
2. Softening point value got decreased when plastic content is increased from 2.5 to 3%.
5.2 Discussion
As seen from the results, bitumen modified with plastic shows considerable changes it’s
properties. Most of the changes in some properties are positive and make the use of bitumen
mote economical. Also use of waste plastic in the bitumen saves the exploitation of the
environment because of throwing waste plastic in the environment.
38
2. Mixing of bitumen with the plastic was not an easy task, as availability of the high
speed mechanical stirrer for mixing became a kind of inevitable thing during the course
of the project.
3. Our teacher told us not to take this project because process of mixing the bitumen
with plastic is not an easy task as the temperature conditions and stirrer’s rate of
revolution should be such that it is optimum for the mixing, we took this project as a
challenge and gave our full efforts, ultimately succeeded in what once was seemed to
be impossible.
In this construction polythene waste has been mixed in tarred road. Waste plastic is mixed
with the aggregates and then binded by the bitumen in the construction of this process is
known as the Dry Process.
40
CHAPTER VI
CONCLUSION
6.1 GENERAL
From the study , it was found that almost all the important properties of the bitumen improved.
Every property i.e. penetration value , ductility and softening point shows a slight variation
from the normal values and in most of the cases we found a optimum value of the percentage of
plastic. This optimum value of the percentage of plastic used in bitumen can be proposed for
making the use of the bitumen more economical and with better stability.
6.2 CONCLUSIONS
1. The optimum value i.e. 2.5% of plastic in bitumen can be used to make the construction of
flexible pavements more economical and increase it’s life.
2. Modified bitumen has increased valued of softening point so this bitumen can be used in cold
areas to increase the life of flexible pavements.
41
Now considering the type of plastic which is low density polyethylene i.e waste plastic bags of
oil was used in this study. The other types of plastic like High density polyethylene,
polyethylene terethalate, PVC can also be tried to carried out more research.
6.4 REFERENCES
1. IRC:SP:98-2013 Guidelines for the use of waste plastic in hot bituminous mixes in
Wearing Courses.
2. IS: 1203-1978 Penetration Test.
3. IS: 1208-1978 Ductility Test.
4. IS: 1205-1978 Softening point Test.
5. VidulaSwami,use of waste plastic in construction of bituminous road , International
Journal of Engineering Science and Technology.
6. Al Hadidi,Effect of polyethylene on life of flexible pavement,Harbin Institute Of
Science and Technology, China.
7. An overview on waste plastic utilization in Asphaltic roads by Amit Gawande, G.
Zamare, V.C. Renge in Journal of Engineering Research and Studies.
8. Rheological properties of polyethylene modified bitumen by Noor Zonaib, Ibrahim
Kamaruddin, International Journal of Civil and Environment Engineering 3-2-2011.
9. Asphalt/Polyethylene blends by Maria A Vargas,Miguel A. Vargas,Construction and
Building Materials 45 (2013) 243–250.
10. Development of a recycled polymer modified binder for use in stone mastic asphalt by
Casey, Donnchadh; McNally, Ciaran; Gibney, Amanda; Gilchrist, M. D.,2008-
08,Resources Conservation and Recycling, 52 (10): 1167-1174.
11. Use of Waste Plastic in Construction of Flexible Pavement by
Dr. Aslam, Professor & Head, Er. Shahan-ur- Rahman, Lecturer, Department of Civil
Engineering, Integral University, Lucknow.
42
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