METHODOLOGY

INTRODUCTION
The methodology followed to accomplish the objectives of the current study is as follows:

 BASIC METHOD:
Waste plastic is first shredded

The plastic is then mixed with hot gravel

The mix is added to molten asphalt

Road is paved using the regular process

 Material Used: Aggregate of 20mm, 10 mm, Stone Dust and Lime as Filler, 60/70/80/100grade
bitumen, Waste plastic in the shredded form.

[NOTE: Only specified type of waste plastic are used for the construction of roads (carry bags, cups
upto 60 micron, hard and soft foams and laminated plastic materials like aluminum coated packing
materials used for biscuits and chocolate).]

Types of Plastics used:

a) PET, polyethylene terephthalate

b) HDPE, high-density polyethylene

c) PVC, polyvinyl chloride

d) LDPE, low-density polyethylene

e) PP, polypropylene

f) PS, polystyrene

 METHODOLOGY: The processing is required for the various constituents of plastic and
analytical study is done on its operational behavior on the aggregates. They are as follows:

1. Plastics waste cut into a size between 2.36mm and 4.75mm using shredding machine.
2. The aggregate mix is heated to 165°C (as per the HRS specification) and transferred to
mixing chamber. Amount of plastic to be added is @8% of bitumen
3. Bitumen is to be heated up to a maximum of 160°C (HRS Specification) to have good binding
and to prevent weak bonding.
METHODOLOGY

4. At the mixing chamber, the shredded plastics waste is to be added. It gets coated uniformly
over the aggregate within 30 to 60 seconds.
5. The plastics waste coated aggregate is mixed with bitumen and the resulted mix is used for
road construction.
6. The road laying temperature is between 105°c to 120 °c. And the rollers are used.

 BASIC PROCESSES : The process of construction for plastic road by these

technologies involves:-
 Segregation: Plastic waste collected from various sources must be
separated from other waste, maximum thickness of 60 micron.
 Cleaning process: : Plastic waste gets clean and dried.
 Shredding process: Plastic material will be shredded or cut into small
pieces.
 Field trials: There are two types of field trials dry process and wet
process

 METHOD OF MIXING:

Waste plastic is made powder and varying percent plastic is mixed with bitumen. Plastic increase the
melting point of the bitumen and makes the road flexible during winters resulting in its long life.The
plastic waste is melted and mixed with bitumen in a particular ratio. There are two important
processes used for bitumen mix flexible pavement, they are:

a) Dry process
b) Wet process

DRY PROCESS:

In this process the shredded plastics are poured over the heated aggregates, thus forming plastic
coated aggregates which are then mixed with hot bitumen to form plastic coated aggregate bitumen
mixture for laying roads. The coating of plastic decreases the porosity and helps to improve the
quality of the aggregate and its performance in the flexible pavement.
METHODOLOGY

For the flexible pavement, hot stone aggregate (170°C) is mixed with hot bitumen (160°C) and the
mix is used for road laying. The dry process is considered to be simple, economical and
environmentally friendly.

WET PROCESS:

In the wet process, the processed waste plastic in powder form is added to the hot bitumen. These are
the method used for formation of polymer based modified bitumen, in which the waste polymer
directly added with bitumen and heated upto temperature of 170°C so that proper blend is to be
formed with proper dispersion of waste polymer into bitumen, then the hot mix is then cooled upto
120°C into another chamber, which is then added to the aggregate in paddling chamber. The mix is to
be cooled because when hot mix poured on aggregate then there are chances to form air pocket into
small gap of aggregate and chances in lower the strength of rods and chances of rutting of roads. After
addition of modified bitumen at 110°C on aggregate, it is then laid on the road and then spreader
material is compacted by roller. Since the wet process requires more investment and plants it is not
commonly used.
METHODOLOGY
METHODOLOGY

 TESTS INVOLVED :

FOR THE MODIFIED BITUMEN :

a) Specific gravity test: The specific gravity of bituminous materials is dictated by making a

specimen in semi solid or solid state and by weighing in air and water .

b) Penetration Test: The penetration test is done to know the hardness or nonabrasiveness of bitumen
utilized as a part of road development by measuring the separation to which the needle penetrates.
Tests having distinctive rate of plastic wastes in bitumen is readied and their penetration values
are determined. The penetration estimations of the diverse specimens are diminishing relying on
the rate of plastic wastes included.
c) Ductility test: This test is done to decide the pliability of bitumen. The standard of this test is that
the malleability of a bituminous material is measured by separation in cm to which it will stretch
before breaking.
d) Determination of softening point: The softening is the temperature at which the substance
achieves a specific level of softening under determined state of test. The softening purpose of

bitumen is typically dictated by Ring and Ball test.

Test Results with Modified Bitumen

METHODOLOGY

TESTS ON MODIFIED AGGREGATE:

a) Moisture absorption test: The moisture absorption test is done to decide the degree to which the
aggregates retain moisture. On the off chance that the water absorption is high, the asphalt is
probably going to separate and present pot gaps in case of any water logging. Keeping in mind the
end goal to decide how safe the road is to water absorption a predetermined mass of the blend was
taken and drenched in water. Following 24 hours the blend was evacuated and reweighed. The
distinction in mass was the mass of water absorbed. This was recognized for plastic groupings of
5 %, 7 %, 9 %, 12 % and 15 %. The moisture consumed has been expressed as a rate of the mass
of the blend included. The outcomes were 0.5 %, 0.45 %, 0.45 %, 0.3 % and 0.3 % as shown
below in result’s table. For various rate of plastic, insignificant measures of water were absorbed.
This shows the plastic makes the blend less vulnerable to moisture.

b) Los Angeles abrasion value test: This test measures whether the road aggregate is sufficiently
hard to withstand abrasion. This is measured by rubbing the blend with steel balls. This should be
possible by setting the blend on a sieve having 1.70 mm size inside a pivoting drum. A predefined
METHODOLOGY

number of steel balls were turning in round design at a rate of 30 rpm – 33 rpm until 500 upsets
had been finished. The blend was put at a particular point on the perimeter to such an extent that
as each steel ball passed it rubbed the blend. The % mass going through the sieve ought to be
under 35 %. The trial was led for 5 %, 7 %, 9 %, 12 % and 15 % of plastic and the % mass going
through the sieve were observed to be 18.4 %, 17.6 %, 16.9 %, 16.6 % and 16.4 % separately as
shown below. This recommends the plastic covering over aggregates enhances the
imperviousness to abrasion fundamentally and is basic keeping in mind the end goal to bring it
beneath the 35 % value.

c) Aggregate impact value test: The test is utilized to decide the aggregate's imperviousness to
cracking. It measures the capacity of the road to oppose affect or to quantify how tough the road
is. Consistent development of substantial vehicles out and about subjects them to relentless effect
making it crumble. Frequently, in the first place, it looks like a crocodile skin before totally
separating. So as to quantify this an example of the blend is brought and hit with a 14 kg pound
15 times. The % of mass that winds up plainly powdered ought not surpass 30 %. The powdere
mass will be recognized as the mass going through a 2.36 mm sieve. The analysis was directed for
5 %, 7 %, 9 %, 12 % and 15 % of plastic and the outcomes were observed to be 22.3 %, 17.3 %,
15.6 %, 12.2 %, 10.6 % and 9.3 % individually. This proposes the plastic makes the blend less
helpless to cracking in case of an expansive force.

d) Aggregate Crushing Value test: The aggregate with lower crushing value demonstrate a lower
crushed part under load and would give a more extended administration life span to the road.
Normal aggregate would get crushed under traffic load. It is clearly observed from Table-that
plastic covered aggregates demonstrates the lower crushing value and which can be withstand to
traffic load more proficiently than the plain aggregates. The outcomes demonstrate that the
aggregates are inside the range as indicated by ISS. Its range ought to be under 30 % - 35 %.
METHODOLOGY

Test Results with Modified Aggregate

METHODOLOGY

e) Marshall Stability and

Flow Value test: Marshall
stability of a sample is the most extreme load required to create failure when the sample is
preheated to an endorsed temperature set in an extraordinary test head and the load is connected at
a consistent strain (5 cm for every moment). While the stability test is in advance dial gauge is
utilized to analyse the vertical deformation of the sample. The deformation at the cracking point
communicated in units of 0.25 mm is known as the Marshall flow value of the sample. We have
performed this test in the laboratory using plastic wastes with bitumen and aggregate as a
replacement to determine the change in properties of bitumen and aggregates. We have performed
this test using 5 %, 7 %, 9 %, 12 % and 15 % plastic wastes coating over aggregates with 4 %
bitumen content.
METHODOLOGY

Test Results of Marshall Stability and Flow with varying Plastic content

STEPS INVOLVED IN CONSTRUCTIONOF PLASTIC ROADS:-

Step 1:- Plastics waste (bags,cups,bottles) made out of PE , PP and PS cut into a size between 2.36mm
and 4.75mm using shredding machine

Step 2 :-The aggregate mix is heated to 165°c (as per the HRs specification) and transferred to mixing
chamber. Amount of plastic to be added is @8% of bitumen.

Step 3 :-Similarly the bitumen is to be heated up to a maximum of 160°c (HRS specification) to have
good binding and to prevent weak bonding.(maintaining the temperature is important).

Step 4 :-At the mixing chamber ,the shredded plastics waste is to be added.It wget coated uniformly
over the aggregateithin 3 to 60 seconds,giving an oily look.

Step 5 :-The plastics waste coated aggregate is mixed with bitumen anthe resulted mix is used for road
construction.the roller used is 8 –ton capacity.

Step 6 :-The road laying temperature is between 110°c to 120°c. And the rollerd are used to have
capacity 8- ton generally .

METHOD OF LAYING PLASTIC ROAD : - The methodology of laying and casting the road
pavements requires stone aggregate mix (as per specification)where it is transferred to the mix
cylinder where it is heated to 165°c (as per the IRC specification) and then it is transferred to the
mixing puddle while transferring the hot aggregate into the puddle, calculated quantity of shredded
METHODOLOGY

plastics is sprayed over the hot aggregate within 30 seconds. The sprayed plastic films melts and gets
coated over the aggregate, thus forming an oily coating. The further curing and commissioning
pavement and the wearing course isidentical as regular pavement laying procedure. The surfaces are
obtained are as workable as regular pavements.
METHODOLOGY

ADVANTAGES OF PLASTIC ROADS : -

 The shredded plastic in form of polymer covers the aggregates and thus occupies a larger
portion of the road reducing the quantity of bitumen needed.
 The addition of plastic to bitumen will help in improving the strength and durability of the
pavement.
 Efficient management of non-biodegradable waste Plastic is a harmful and non-biodegradable
waste responsible mainly for land pollution. Utilizing it for road construction will result in its
efficient management.
 Better resistance to water and water stagnation and No stripping and have no potholes in the
pavement.
 Overall consumption of bitumen decreases with increased binding and better bonding of the
bitumen mix.
 The road life period is substantially increased which makes Maintenance cost of the road
almost nil.

DISADVANTAGES OF PLASTIC ROADS :

 Health and environmental hazards, during the laying of roads due the presence of chlorine
there is release of noxious gas HCL.
 While cleaning process the toxic present in the co-mingled plastic would start leaching.
 Lack of Training for construction workers for health and safety.
 Towns that do not have the necessary funds to replace all their roads, and they will have to
rely on government assistance.
 Microplastics present in plastic roads are merely hiding Over time, as the road weathers,
the plastic too breaks down into micro particles of plastic and enter the environment.
METHODOLOGY