PROJECT

REPORT ON
"USE OF RECYCLED AGGREGATE AND WASTE PLASTIC IN FLEXIBLE
PAVEMENT"

SUBMIrrED TO

MAHARASHTRA STATE BOARD OF TECHNICAL EDUCATION MUMBAI,

SUBMITTED BY
SURAJ TATYARAM DHONDE (23512010018)
SHUBHAM SANTOSH VITKAR (23512010017)
KIRAN BAPURAO SANAP (23512010022)
YASH UDDHAV DAREKAR (23512010024)
SANA YASIN SHAIKH (23512010027)
IN THE PARTIAL FULFILLMENT OF THE REPUIREMENT
FOR THE AWARD OF
DIPLOMA IN CIVIL ENGINEERING

UNDER GUIDENCE OF

PROF. ANDHALE SIR

"CAPESTONE PROJECT"

A.CS.'S
DIPLOMA IN ENGINEERING AND TECHNOLOGY, ASHTI
(2024-2025)
A.CS.'S
 DIPLOMA IN ENGINEERING AND TECHNOLOGY
ASHTI - 414203

CERTIFICATE
This is to certify that,
SURAJ TATYARAM DHONDE (23512010018)
SHUBHAM SANTOSH VITKAR (23512010017)
KIRAN BAPURAO SANAP (23512010022
)
YASH UDDHAV DAREKAR (23512010024)
SANA YASIN SHAIKH (23512010027)
Students of 6th semester, third year diploma in Civil Engineering have
satisfactorily carried out the investigation/ experimentation and completed the
project work entitled "use of recycled aggregate and waste plastic in flexible
pavement".
This work is being submitted for the award of diploma of Civil
Engineering. It is submitted in the partial fulfillment of the prescribed syllabus of
MSBTE, for the academic year 2024 - 25.

PROF.PAWAR Y.M. MR. ANDHALE

SIR
(HOD) (GUIDE)
SIGNATURE OF EXAMINER.

PROF.BODKHE.S.C.
(PRINCIPAL)
EXTERNAL EXAMINER

A.CS.'S
DIPLOMA IN ENGINEERING AND TECHNOLOGY
ASHTI - 414203

MAHARASHTRA STATE BOARD OF TECHNICAL EDUCATION MUMBAI,

(2024 - 25)
 CERTIFICATE

This is to certify that Mr.Suraj Tatyaram Dhonde, has satisfactorily carried

out the investigation/ experimentation and completed the project work entitled
"use of recycled aggregate and waste plastic in flexible pavement"
This work is being submitted for the award of diploma of Civil
Engineering. It is submitted in the partial fulfillment of the prescribed syllabus of
MSBTE, for the academic year 2018-2019.
PROF.PAWAR Y.M. MR. ANDHALE
SIR
(HOD) (GUIDE)
SIGNATURE OF EXAMmER.

PROF.BODKHE.S.C.
(PRINCIPAL)

EXTERNAL EXAMINER

ACKNOWLEDGEMENT

It gives me great pleasure to write the acknowledgement of this project report.

I wish to express my deep sense of gratitude to the persons who have given helpful
suggestions from time to time for the improvement and betterment of my project. I am
grateful to those to have help me in completing this project but they are to humorous to be
mentioned in this small preface.
 I would like to acknowledge my sense of gratitude to Prof. Athare M.P. Project Guide for
the kindly suggestion and assistance given by him for making this project come true.
Once again I am thankful to all people who have help me directly or indirectly in bringing this
efforts into friction.
 ABSTRACT

A nation development depends on effective communication through air, water and

rd
road. India with 1/3 land and a geographical area of 324 million hectares has differential
geological and topographical condition. Construction of road is thus a problem to suit the
local condition.
Large amount of money is spending on road up gradation, repair and rehabilitation.
Major problem is face development of pot whole, corrugation due to geological,
topographical condition and quality of construction. Also the country faces serious problem
in disposal of plastic waste and disposal of demolished cement concrete. These problems
can be managed by using plastic waste and recycled concrete aggregate in road
construction. Although several countries have implemented blending of plastic with
bitumen or recycled aggregate, the technology is not developed the India.
In present work different plastics, quantum of generation and their possible use in road
construction studied. Bitumen is blended with various percentages of plastic and Its effects
on properties like Penetration, Ductility, Softening point, Flash and fire point, Marshall
stability and specific gravity is tested. It is seen that LDPE with 20% mix has given the best
result. However PP and HDPE used together can also be used for such work.
Also in present work study of recycled aggregate and their possible used in road
construction studied. Natural aggregate is replaced by with various percentage of recycled
aggregate and it effect on properties like Impact, Abrasion, Crushing value, Water
absorption, Specific gravity, are tested. It is seen that recycled aggregate with 30% has
given the best result.
The experiment shows that such type of road would be very necessary for the sustainable
development of effective communication across India.
CONTENT
TITLE
ACKNOWLEDGEMENT
CONTENT

1. List Of Chapters (i)-

(iii)
2. List OfTables (iv)
3. List Of Figures (iv)
4. List Of Photos (v)
ABSTRACT
 I.OINTRODUCTION 1-3
l . I Introduction use of Waste plastic in flexible pavement 1-2
1.2 Introduction of Use otRecycled Aggregate In flexible Pavement 3
2.0 LITERATURE REVIEW 4-6
2.1 Literature Survey of Plastic Waste 4-5
2.2 Literature Survey of Recycled Aggregate 5-6
3.0NECESSITY OF TRANSPORTATION 7-15
3.1 Introduction 7-8
'3.2 Means of Transportation 8
3.3 Roadways 8-9
3.4 Basic Road Statistics of India 9-15
4.0 ROAD SECTION AND STRUCTURAL REQUIREMENTS OF PAVEMENT 16-17
4.1Road Cross Section 16
4.2 Structural Requirement of Pavement 16-17
5.0 BITUMEN AND ITS PROPERTIES 18-20
5.1 Introduction 18 19
5.2 Types of Bitumen 19
5.3 Requirement of Bituminous mixed 19 20
5.4 Bitumen Handling 20

6.0 WASTE PLASTIC AND ITS PROPERTIES 21-27

6.1 Introduction 21-22

11.1 Tests on Bitumen Mix 52

11.1.1 Penetration Test 52
I I .1.2 Softening point test 52
11.1.3 Flash and fire point 52
11.1.4 Marshal stability 52-53
11.1.5 Specific Gravity of bitumen 53
11.1.6 Ductility Value Test 53
1 1.2 Tests on Aggregates 53
1 1.2.1 Crushing Value Test 53
I I .2.2 Los Angeles abrasion Test 54
I I .2.3 Impact Value Test 54
 I I .2.4 Specific Gravity Test 54
11.2.5 Water Absorption 54
12.0 CONCLUSION 55-56
12.1 Improvement in Modified Bitumcn 55
12.2 Replacement of Natural Aggregate by Recycled Aggregate 56
13.0 REFERENCES 57
PHOTO GALLERY 58-61
LIST OF TABLES
Table 3.4.2: Total length of India's road network by type of road 10
Table 3.4.4.2: National Highway classification 12
Table 3.4.4.3: National Highways in India, by state and union territories and maintaining
agency 13-14
Table 3.4.4.5:Rural road network in India, trends over 10 years 15
Table.5.1 : The main grades for bitumen emulsions classification 19
Table 6.6.1: Plastic consumption in India 25
Table 6.6.2: Polymers demands in India (Million Tonnes) 26
Table6.6.3: Typical thermoplastic and thermosetting resins 26
Table 7.3.2. I : Fine Aggregate Size Variation 31
Table 7.3.2.1: Coarse Aggregate Size Variation 31
Table 9.1.4: Test Result of Penetration Value Test 37
Table 9.2.4: Test Result of Softening Point Test 38
Table 9.35: TestResuIt of Flash and Fire Point Test 40
Table 9.4.4: Result of Marshall Stability Test 41
Table 9.5.2: Result of Ductility Value Test 43
Table 10.2.4: Test Result of Crushing Value Test 45
Table 10.3.4: Test Result ofAbrasion Value Test 47
Table 10.4.3: Test Result of Impact Value Test 48
Table 10.5.4: Test Result of Specific Gravity Test 50
Table 10.6.4: Test Result of Water Absorption Test 51
LIST OF FIGURES
Figure 4.1: Road Cross Section 16
 Figure 8.5: Production of Recycled Aggregate

iv
LIST OF PHOTOS
Photo 3.4.4:1 : Mumbai Pune Expressway 11
photo 3.4.4.2: Stretch of highway between Coimbatore and Salem in Tamil Nadu 11
PhotO 3.4.4.4: A district road in keral&d

Photo No. I: Collection of Recycled Aggregate for Test 58

Photo No.2: Impact Value Test of Aggregates 58
Photo No . 3: Crushing Value Test of Aggregates 59
Photo No.4: Test on Bitumen 59
Photo No . 5.• Visit to the Road Construction Site 60
Photo No.6: Preparation of Bitumen Mix 60
Photo No. 7: Spreading of Bitumen 61
Photo No.8: Spreading of Recycled Aggregate and Natural Aggregate on Bitumen Layer 61
Photo No.9: Mixing of Recycled Aggregate with Modified Bitumen 62
Photo No. I O: Road Using Waste Plastic and Recycled Aggregate 62
 "USE OF AGGREGATE AND WASTE PLASTIC IN FLEXIBLE
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RECYCLED

INTRODUCTION
1.1 Use of Plastic Waste in Flexible Pavement:
A material that contains one or more organic polymers of large molecular weight, solid in its
finished state and at some state while manufacturing or processing into finished articles, can
be shaped by its flow, is called as 'Plastic'. Plastics are durable and degrade very slowly; the
chemical bonds that make plastic so durable make it equally resistant to natural processes of
degradation. Plastics can be divided in to two major categories: thermoses and
thermoplastics. A thermoset solidifies or "sets" irreversibly when heated. They are useful for
their durability and strength, and are therefore used primarily in automobiles and
construction applications. These plastics are polyethylene, polypropylene, polyamide,
polyoxymethylene, polytetrafluorethylene, and polyethylene terephthalate. A thermoplastic
softens when exposed to heat and returns to original condition at room temperature.
Thermoplastics can easily be shaped and molded into products such as milk jugs, floor
coverings, credit cards, and carpet fibers. These plastic types are known as phenolic,
melamine, unsaturated polyester, epoxy resin, silicone, and polyurethane.

According to recent studies, plastics can stay unchanged for as long as 4500 years
on earth with increase in the global population and the rising demand for food and other
essentials, there has been a rise in the amount of waste being generated daily by each
household. Plastic in different forms is found to be almost 5% in municipal solid waste,
which is toxic-in nature. It is a common sight in both urban and rural areas to find empty
plastic bags and other type of plastic packing material littering the roads as well as drains.
Due to its biodegradability it creates stagnation of water and associated hygiene problems. In
order to contain this problem experiments have been carried out whether this waste plastic
can be reused productively. The experimentation at several institutes indicated that the waste
plastic, when added to hot aggregate will form a fine coat Of plastic over the aggregate and
such aggregate, when mixed with the binder is found to give higher strength, higher
resistance to water and better performance over a period of time. Waste plastic such as carry
bags, disposable cups and laminated pouches like chips, pan masala, aluminum foil and
packaging material used for biscuits, chocolates, and milk and grocery items can be used for
surfacing roads. Use of plastic along with the bitumen in construction of roads not only
increases its life and smoothness but also makes it economically sound and

& Technology I

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environment friendly. Plastic waste is used as modifier of bitumen to improve some bitumen
properties Roads that are constructed using plastic waste are known as Plastic Roads and are
found to perform better compared to those constructed with conventional bitumen. Further it
has been found that such roads were not subjected to stripping when come in contact with
water. Use of higher percentage of plastic waste reduces the need of bitumen by 10%. It also
increases the strength and performance of the road. Plastic increases the melting point of
bitumen and hence missing can be done in more better and easier way. According to Dr. R.
Vasudevan, Dean ECA and Professor, Department of Chemistry, Thiagarajar College of
Engineering, Madurai, plastic waste replaces 20% of bitumen, and thereby saves
approximately Rs.55000 per kilometer of a road stretch. Inclusion of plastic waste in road
construction eliminates the plastic shrinkage cracking of road surface and reduces the drying
shrinkage to some extent.

The uses of plastic waste helps in substantially improving the abrasion and slip
resistance of flexible pavement and also allows to obtain values of splitting tensile strength
satisfied the specified limits while plastic waste beyond 30% by weight of mix. If the
consistent mixing time and mixing temperature are not provided for bitumen— modifier mix,
modified bitumen cannot exhibit good performance in situ, thus premature failures will occur.
Therefore, there are certain recommended mixing time, mixing temperature and modifier
content for all the polymers with a trademark. This all should be taken in mind while missing
and laying of roads is to be done using plastic waste. Plastic road would be a boon for India.
In hot and extremely humid climate durable and eco-friendly plastic roads are of greatest
advantages. This will also help in reliving the earth from all type of plastic waste content is
aggregate form a major portion of the pavement structure and they form the prime material
used in pavement construction. Aggregates have to bear stresses occurring due to the wheel
loads on the pavement and on the surface course they have to resist wear due to abrasive
action of traffic. These are used in pavement construction in cement concrete, bituminous
concrete and other bituminous construction and also as granular base course underlying the
superior pavement layers.

RECYCT .F.D

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1.2. Usc of Recycled Aggregate in Flexible Pavement:

Most of the road aggregates are prepared by crushing natural rock. Natural materials
are of limited availability and its quantities are declining rapidly creating an acute shortage.
It is estimated that 750 million cum of aggregate would be required for achieving the targets
of the road sector. Researchers are looking for alternative materials for highway
construction which are economical and ecofriendly. Concrete recycling is becoming an
increasingly popular way to utilize the aggregate left behind when structures and roadways
are demolished. In the past, this rubble was disposed of in landfills, but with more attention
being paid to environmental concerns, with existing woes of solid waste management
system and an aim towards sustainable development,

Re-utilization or recycling seems to be an attractive alternative and an important strategy

for management of such waste which could flourish as a good business, if done in a proper
manner. For further utilization of recycled aggregates, a proper study needs to be done for
its use in the construction and infrastructure projects. Recycling of concrete not only allows
the reuse of the rubble, but also helps in conserving the natural resources, reducing the
construction costs. Recycled aggregates (RA) can be obtained from crushed concrete rubble
(from C & D wastes) comprising of crushed and uncrushed parent aggregate coated with
mortar and small pieces of hardened mortar.

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LITERATURE REVIEW

2.1 literatures Survey of Plastic Waste:

Disposal of waste materials including waste plastic bags has become a serious
problem and waste plastics are burnt for apparent disposal which cause environmental
pollution. Utilization of waste plastic bags in bituminous mixes has proved that these
enhance the properties of mix in addition to solving disposal problems. Plastic waste which
is cleaned is cut into a size such that it passes through 2-3mm sieve using shredding
machine. The aggregate mix is heated and the plastic is effectively coated over the
aggregate. This plastic waste coated aggregate is mixed with hot bitumen and the resulted
mix is used for road construction. The use of the innovative technology will not only
strengthen the road construction but also increase the road life as well as will help to
improve the environment. Plastic roads would be a boon for India's hot and extremely
humid climate, where temperatures frequently cross 50 0C and torrential rains create
havoc, leaving most of the roads with big potholes. In my research work I have done a
thorough study on the methodology of using plastic waste in bituminous mixes and
presented the various tests performed on aggregates and bitumen.
2.1.1 According to Punith, (2001), some encouraging results were reported in this study that
there is possibility to improve the performance of bituminous mixes of road pavements.
0
Waste plastics (polythene carry bags, etc.) on heating soften at around 130 C. Thermo
gravimetric analysis has shown that there is no gas evolution in the temperature range of
130-1800 C. Softened plastics have a binding property. Hence, it can be used as a binder for
road construction.

2.1.2 Dr. R. Vasudevan states that the polymer bitumen blend is a better binder compared to
plain bitumen. Blend has increased Softening point and decreased Penetration value with a
suitable ductility. When it used for road construction it can withstand higher temperature
and load. The coating of plastics reduces the porosity, absorption of moisture and improves
soundness. The polymer coated aggregate bitumen mix forms better material for flexible
pavement construction as the mix shows higher Marshall Stability value and suitable
Marshall Coefficient. Hence the

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use of waste plastics for flexible pavement is one of the best methods for easy disposal of
waste plastics. Use of plastic bags in road help in many ways like Easy disposal of waste,
better road and prevention of pollution and so on. Advantages of use of waste plastic in road
construction as follows:

Utilization of waste plastic improves the binding property of mix.

The optimum result of waste plastic came out to be 8% from the experiments
conducted.

The properties of bitumen such as penetration, softening point improved with the
addition of the waste fiber.
Plastic roads can also be constructed in the areas having high temperatures (50 0 C).

Waste plastic in roads increases the stability value and durability to a great extent.

2.2 Literature survey of recycled aggregate:

The Interstate Highway System was constructed during the 1950's, 1960's, and 1970's.
Much of this infrastructure has now deteriorated to a point that extensive. repair or
replacement is required. In areas of rapid population growth, new infrastmcture is necessary
to meet growing needs. Construction materials in general and aggregates in particular, are
important components of infrastructure. Development and extraction of natural aggregate
resources (primarily crushed stone and sand and gravel) are increasingly being constrained
by urbanization, zoning regulations, increased costs, and environmental concems, while use
of recycled materials from roads and buildings is growing as a supplement to natural
aggregates in road construction. Recycling represents one way to convert a waste product
into a resource.

2.2.1 Gurukanth S., The present investigation aims in the strength variation of bituminous
concrete surface course in which recycled aggregates are used in partial or full replacement
of natural aggregates. Marshall's method is used to study the strength variations in
bituminous concrete surface course with replacement of natural aggregates with recycled
aggregates. It was found that replacement of natural aggregates by recycled aggregates up to
30% is possible in bituminous concrete surface course without significant impact on the

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strength characteristics. However there is an increase in the binder content for which there is
a need to study the economic value of the replacement.
The following conclusions can be made on the basis of the current experimental results.

Using recycled aggregates in the construction of bituminous surface course •is

economically feasible.

Recycled aggregates are found to be inferior to the natural aggregates

With increase in recycled aggregate content, the Marshall Stability decreases.
With increase in recycled aggregate content, optimum binder content increases.
With increase in recycled aggregate content, dry density of bituminous concrete
decreases.
Air voids in mix is found higher in mixes containing more recycled aggregates.
The efficiency of voids getting filled with bitumen decreases with increase in
recycled aggregate content.

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NECESSITY OF TRANSPORTATION
3.1 Introduction
3.1.1 Definition

Transport (British English) or transportation (American English) is the moment of

people and goods from one place to another. The term is derived from the Latin trans
("across") and portare ("to carry").

3.1.2 Role of Transportation

Transportation contributes to economics, Industrial, Social and cultural development of any
country. Transportation is vital for the economic development of any region seens every
commodity produced whether it is food, clothing, Industrial products or medicine needs
transports at all stages from production to distribution. In production stage, transportation is
required for carrying raw material like seed, manure, coal, steel etc. In distribution stage
transportation is required from the production centers Viz.; fanns and factories to the
marketing centers and later to the retailers and consumers for distribution. The inadequate
transportation facilities retard the process of socioeconomic development of country. The
adequacy of transportation system of a country indicates its economic and social
development.

'Ihroughout history, people's progress has been sustained on the convenience, speed
and safety of the modes of transport. Road transport occupies a primary place in today's
world as it provides a reach unparalleled by any other contemporary mode of transport.

3.13 Function of Transport

Transport contributes in Growth of industries whose product requires quick marketing.

2. Transport helps in increase in the demand for goods.

3. Transport creates place utility.

4. Transport creates time utility.

5. Transport helps in stabilization of price.

6. Transport ensures even flow of commodities into the hands of the consumers
throughout the period of consumption.

7. Transport enables the consumers to enjoy the benefits of goods not produced locally.

8. Identifies Transport competition, which in turn, reduces pries.

9. Transport increases mobility of labor and capital.

3.2 Means of Transportation

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Three basic modes/means of transport are by land, water and air.

The four major modes of transportation are:

• Roadways

• Railways

• Waterways

• Airways
33 Roadways
Road network provides the arterial network to facilitate trade, transport, social
integration and economic development. It facilitates specialization, extension of markets and
exploitation of economies of scale. It is used for the smooth conveyance of both people and
goods. Transportation by road has the advantage over other means of transport because of its
easy accessibility, flexibility of operations, door-to-door service and reliability.
Consequently, passenger and freight movement in India over the years have increasingly
shifted towards roads vis-a-vis other means of transport. In 2009-10, the road network in the
country carried 85.2 per cent of the total passenger movement by roads and railways put
together. Similarly, the corresponding figure for freight movement by roads was 62.9
percent.
3.3-1 Importance of Roads:
The importance of roads in connecting the vast rural areas of India to form the
national market and economy cannot be overstated. Connectivity provided by roads is
perhaps the single most important determinant of well-being and the quality of life of people
living in an urban area. The efficiency of the innumerable government programs aimed at
rural development, employment generation, and local industrialization is, to large extent,
determined by the connectivity provided by roads. There is a considerable body of evidence
that demonstrates the links between rural road investment, decline in poverty, and
improvement in the quality of life. Road investment contributed directly to the growth Of
agricultural output, increased use of fertilizer and commercial bank expansion.
Improvements in rural roads are positively correlated with decline in poverty. The potential
value in improving of mral connectivity especially in the agricultural states is revealed by
the large differences between Mandy and farm gate prices.

3.4 Basic Road Statistics of India

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3.4.1. Introduction
India has the second largest road network across the world at 4.7 million km. This road
network transports more than 60 per cent of all goods in the country and 85 per cent Of
India's total passenger traffic. Road transportation has gradually increased over the years
with the improvement in connectivity between cities, towns and villages in the country. The
Indian roads carry almost 90 per cent of the country's passenger traffic and around 65 per
cent of its freight. In India sales of automobiles and movement of freight by roads is
growing at a rapid rate. Cognizant of the need to create an adequate road network to cater to
the increased traffic and movement of goods, Government of India has set earmarked 20 per
cent of the investment of US$ I trillion reserved for infrastructure during the 12th FiveYear
Plan (2012 17) to develop the country's roads.
3.4.2 Overview
Road transport is vital to India's economy. It enables the country's transportation sector to
contribute 4.7 percent towards India's gross domestic product, in comparison to railways that
contributed I percent, in 2009—2010. Road transport has gained its importance over the
years despite significant barriers and inefficiencies in inter-state freight and passenger
movement compared to railways and air. The government of India considers road network as
critical to the country's development, social integration and security needs of the country.
India's road network carries over 65 percent of its freight and about 85 percent of passenger
traffic.

Indian road network is administered by various government authorities, given India's federal
form of government. The following table shows the total length of India's road network by
type of road as on 31 March 2015.
Table 3.42: Total length of India's road network by type ofroad

Share of
Road Length
Authority responsible network
classification (km)
length

National
Ministry ofRoad Transport and Highways 97,991 1.79 %
Highways

State Public - Works Department Of State/Union

167,109 3.05 %
itiHighway Territory

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other PWD PubliC Works Department of State/Union

20.12 %
roads Territory

Rural roads Panchayats, JRY and PMGSY 3,337,255

Urban roads Local governments and municipalities 467,106 8.54%

Various State/Union territory government

Project roads
departments, and SAIL, NMI)C and BRO
301505 5.50%

Total N/A 5,472,144 100 %

3.43 Statistics

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• "USE OF

In general, roads in India are primarily bitumen-based macadamized roads. However, a few of
the National Highways have concrete roads too. In some locations, such as in Kanpur,
British-built concrete roads are still in use. Concrete roads were less popular prior to the 1990s
because of low availability of cement then. However, with large supplies of cement in the
country and the virtues of concrete roads, they are gaining popularity. Concrete roads are
durable, weather-proof and require lower maintenance compared to bituminous roads.
Moreover, new concrete pavement technology has developed such as cool pavement, quiet
pavement and permeable pavement, which has it more attractive and eco-friendly.

The National Highways are the backbone of the road infrastructure and the major roads in
India. They carry most of India's freight and passenger traffic. State highways and major
district roads constitute the secondary and interconnecting roads in India. The sortable table
below lists national highway density in India per state or union territory. Included for context
and comparison are major road density of several developed economies.

3.4.4 Classification of Road

3.4.4.1 Express Highway

Photo 3.4.4.1: Mumbai Pune Expressway

Expressways make up approximately 1,208 km (751 mi) of India's road network, as of
2013.These high-speed roads are four-lane or six-lane, predominantly access controlled. The
165 kilometer Yamuna Expressway, India's longest six-lane controlled-access opened on 9
August 2012.While the start of several expressway projects such as the have been
delayed for 3 or more years, because of litigation and bureaucratic procedures, India expects
another 3,530 kilometers of expressways to come up by 2014 from the projects under
construction. The government has drawn up a target to lay 18,637 kilometer network of brand
new expressways by 2022. Most of the existing expressways in India are toll roads.
3.4.4.2 National Highways

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Page Il
"USE OF

The main highways running through the length and breadth of the country connecting major pons,
state capitals, large industrial and tourist centers, etc. National Highways in India are designated as
NH followed by the highway number. Indian national highways are fill-ther classified based on the
width of carriageway of the highway. As of March 2012, India had completed and placed in use the
following newly built highways:

3.4.4.3 State Highways

State Governments have
the authority and responsibility
to bulld road networks and state
highways. Independent of the
NHDP program, state
governments have been
implementing a number of state
highway projects since 2000.
By 2010, state highway projects
worth $1.7 billion had been
completed, and an additional $11.4
billion worth of projects were under

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Andaman and Nicobar

1
Islands
2 Andhra Pradesh 5,657
3 Arunachal Pradesh 1035
4 Assam 1010 2,836
5 Bihar 3,642
6 Chandigarh 24

Chhattisgarh 2,184
Nagar Haveli O

9 Daman and Diu

10 Delhi 72
11 Goa
269
Guj arat 3,245
Haryana 1,512

Himachal Pradesh 320 1 ,409

15 Jammu & Kashmir 436 1 ,245
16 Jharkhand 1,805
implementation. The State Highways provide linkages with the National Highways, district
headquarters, important towns, toutisl centers and minor ports and carry the traffic along
major centers within the state. Their total length is about 137,712 km.

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"USE OF IN FLEXIBLE

Table 3.4.4.3 National Highways in India, by state and union territories and maintaining
agency
State National
State / Union Highway
NHAI NHIDCL [161
SL Territory Length,
No kilometers
17 Karnataka 4,396

18 Kerala 1,457
19
Lakshadweep

20 Madhya Pradesh 4,670

Maharashtra 4,176
21
Manipur 1751 959
22
Meghalaya 823 810
23
Mizoram 372 927
24
25 Nagaland 324 494

26 Orissa 3,704

27 Pondicherry 53

Punjab 1,557
28
29 Rajasthan 5,585

30 Sikkim 595 62

Tamil Nadu 4,832

31
32 Tripura 573 400

33 Uttaranchal 2,042

34 Uttar Pradesh 6,774

35 west Bengal 4 2,578

India 7990 70,548

3.4.4.4 Major District Roads

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These are important roads within a district connecting areas of production with markets
and connecting these with each other or with the State Highways & National Highways. It
also connects Taluka headquarters and rural areas to District headquarters within the
state.

3.4.4.5 Rural Roads

The rural roads in India form a substantial portion of the Indian road network. These
roads are in poor shape, affecting the tural population's quality of life and Indian farmer's
ability to transfer produce to market post-harvest. Over 30 percent of Indian farmer's
harvest spoils post-harvest because of the poor infrastructure. Many rural roads are of
poor quality, potholed, and unable to withstand the loads of heavy farm equipment. These
roads are also far from all season, good quality 2-lane or 4-lane highways, making
economic resource flow slow, and logistical costs between different parts of India one Of
the highest in the world. For the development of these rural roads, PradhanMantri Gram
SadakYojana (or "Prime Minister Rural Roads Scheme"), was launched in December 2000
by the Indian government to provide connectivity to unconnected rural habitations. The
scheme envisions that these roads will be constructed and maintained by the village
panchayats_ In some parts of India, whcrc the government has allempled Co manage it
directly as a local social spending program, this program has produced limited results and
no lasting change over 10 years, in either the quality or quantity of rural road network.

Table 3.4.4.5 Rural road network in India, trends over 10 years

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2.7 million 3.1 million 0.1 million

Total rural
roads

roads

Paved, not 0.5 million

maintained rural

2.2 million 1.9 million

Unpav
ed rural roads

F.

728,871

ROAD SECTION AND STRUCTURAL REQUIREMENTS OF

PAVEMENT

4.1 Road Cross Section

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Figure: 4.1 Road Cross Section

4.2 Structural Requirement of Pavement

To perform satisfactory in pavement system, bituminous mixtures should exhibit (a) ability
to distributes, (b) stability when resisting permanent deformation, (c) resistance to
cracking and (d) resistance to freeze-thaw and moisture

To perform satisfactorily in pavement systems, bituminous mixture should exhibit (a)

ability to stresses, (b) stability when resisting permanent deformation, (c) resistance to
cracking and (d) resistance to freeze-thaw and moisture damage. Numerous factors and
associated properties affect a bituminous mixture's ability to meet these structural
requirements.

4.2.1 Factors:

• Binder characteristics

• Aggregate

• Additives
Temperature

• Moisture

• Loading history (e.g. loading and rest times, loading rate, load level)

• Aging characteristics

• Stress state

• Compaction method
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4.2.2 Properties:
Stiffness
Rheological properties

• Permanent deformation
Cracking properties

Principle factors affecting the stability of bitumen mixture include the following

• Magnitude, frequency, pressure, speed of loading emperature

• Aggregate gradation, shape and texture

• Binder type and amount

• Construction variable such as compaction, quality control and segregation

Important issue related to stability that need to be addressed include the following

Quantification of the key factors known to affect mixture stability.

• Development of tests and analysis procedures for predicting mixture stability in the
laboratory during design and in the laboratory and the field during construction.

Cracking of the bituminous mixture layer in pavement structures can be classified in

four categories according to cause of the cracking; fatigue cracking, thermal cracking,
reflection cracking in overlays and construction related cracking. The first three are
significantly influenced by the characteristics of the bituminous paving mixture and are
discussed in the following sections,

• Fatigue Cracking

• Thermal Cracking

• Reflection Cracking in Overlays

Durability of a bituminous mixture is defined as its resistance to weathering and the
ablasive action of [raffic. This definition includes changes in mixture properties resulting
from hardening of the asphalt caused by exposure in air, degradation or disintegration of
aggregate caused by traffic or freeze-thaw effects, and the action Of water and water vapor.
This action of water and water vapor may cause moisture damage, including a reduction in
mixture stiffness, stripping of binder from the aggregate and further hardening of the binder
resulting from exposure of new binder film surface as water solubie oxidation products are
removed. In assessing durability, a mixture is subjected to environmental conditioning, and a
mixture property associated with load related or environmental distress is measured before

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and after the conditioning process. This process may include (a) a variety of moisture
conditioning procedures to accelerate the damaging effect of water or (b) oven aging to
simulate short-term aging or short before and after the conditioning process. This process
may include (a) a variety of moisture conditioning procedures to accelerate the damaging
effect of water or (b) oven aging to simulate short-term aging or short and long term aging
during mixing, construction and service.

5BITUMEN AND IT'S PROPERTIES

5.1 Introduction
5.1.1 Definitions

Bitumen is a non-crystalline viscous matelial, black and dark brown, which is substantially
soluble in carbon disulphide (CS2), possessing adhesive and water-proofing qualities. It
consists essentially of hydrocarbons and would typically comprise at least 80% carbon and
15% hydrogen, the remainder being oxygen, sulphur, nitrogen and traces of various metals.

5.1.2 Sources

Bitumen does occur naturally, but for all intent and purposes it•is petroleum on which the
world relies for its supplies of bitumen today. The bitumen content on crude can vary
between 15% to 80%, but the more normal range is 25% to 40% .1n fact the three broad
classifications for crude oils are:

Bitumen based

Paraffin based

Bitumen and paraffin based

Engineering project in every part of the world, from the construction of transcontinental
highways to the waterproofing of flat roof surfaces, rely on the particular properties of
bitumen. Crude oil processed by the petroleum industry provides ail but a smali percentage
of this vital material.

5.13 Properties
Bitumen's main property is that of a very strong and durable adhesive that binds
together a very wide variety of other materials without affecting their properties. It's
durability essential to major engineering projects such as roads and waterways where it
must do its job for 20 years or more. Bitumen is insoluble in water but it soluble in
numerous organic solvents. As it highly waterproof, it can act as an efTective sealant. It
also resists action by most acids, alkalis and salts. It does not contaminate water so it can be
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used to line watercourses. It is thermoplastic material: it softens and becomes liquid with
the application of heat and hardens as it cools.

Bitumen can be spread relatively easily in the areas where it is required because it can
readily bc liquefied by one of three methods:

Applying beat

Dissolving it in petroleum solvents

Dispersing with water (emulsification).

Bitumen gives controlled flexibility to mixttues of mineral aggregates which is why so

much of the total annual production is used in road building. it is available at an economic
cost virtually all over the world.

5.2 Types of Bitumen

There are five major classifications of petroleum bitumen produced by the refining and
manufacturing process:

52.1 Paving grade Bitumen

5.2.2 Cutback Bitumen

5.2.3 Bitumen Emulsions

Table no.5.I: The main grades for bitumen emulsions are classified as follows:

Anionic Cationic

CRS Rapid setting

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'-USE

CMS
AMS Medium setting

ASS css Slow setting

5.2.4 Industrial Bitumen

5.2.5 Modified Bitumen

5.3 Requirement of Bituminous mixed

5.3.1 Stability
5.3.2 Durability
5.3.3 Flexibility
523.4 Skid resistance
5.3.5 Workability
53.6 Desirable Properties
The desirable properties of a bituminous mix can be summarized as follows:

• Stability to meet traffic demand

Bitumen content to ensure proper binding and water proofing

• Voids to accommodate compaction due to traffic

Flexibility to meet traffic loads , especially in cold season

• Sufficient workability for construction

• Economical mix

5.3.7 Constituents of a mix

• Coarse aggregate : offer compressive and shear strength and shows good
interlocking properties E.g. Granite

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• Fine aggregate: Fills the voids in the coarse aggregate and stiffens the binder. E.g.
Sand ,Rock dust

• Filler : Fills the voids, stiffens the binder and offers permeability, E.g. Rock dust,
cement, lime, fly ash

• Binder: Fills the voids, cause particle adhesion and gluing and offers

impermeability. E.g. Bitumen, Asphalt, Tar.

5.4 Bitumen Handling

rhe four major factors involved in handling bitumen
are :
• The high handling temperatures and the need for purpose-designed vessels

• The flammable nature of certain grades

• The need to safeguard the health and safety of person

The training of person

PLASTIC AND IT'S PROPERTIES

6.1 Introduction
Plastic is the general common term for a wide range of synthetic or semi-synthetic
materials used in a huge, and growing, range of applications. Everywhere you look you will
find plastics. We use plastic products to help make our lives cleaner, easier, safer and more

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enjoyable. You will find plastics in the clothes we wear, the houses we live in, and the cars
we travel in. The toys we piay with, the televisions we watch, the computers we use and the
CDs we listen to contain plastics. Even the toothbrush you use every day contains plastics!
Plastics are organic, the same as wood, paper or wool. The raw materials for plastics
production are natural products such as cellulose, coal, natural gas, salt and, of course, crude
oil. Plastics are today's and tomorrow's materials of choice because they make it possible to
balance modern day needs with environmental concerns. The term "plastic" is derived from
the Greek word "plastikos" meaning fit for molding, and "plastos" meaning

molded. It refers to the material's malleability or plasticity during manufacture that allows it
to be cast, pressed, or extruded into a variety of shapes - such as films, fibers, plates, tubes,
bottles. boxes, and much more. Ihere are two broad categories of plastic materials:
thermoplastics and thermosetting plastics. Thermoplastics can be heated up to fonn products
and then if these end products are re-heated, the plastic will soften and melt again. In
contrast, thermoset plastics can be melted and formed, but once they take shape after they
have solidified, they stay solid and, unlike thermoplastics cannot be remelted.

6.1.1 Definition
A synthetic material made from a wide range of organic polymers such as polyethylene,
PVC, nylon, etc., that can be molded Into shape while soft, and then set into a rigid or
slightly elastic form.
6.1.2 History
Plastic is a relatively cheap, durable and versatiie material. Plastic products have
brought benefits to society in terms of economic activity, jobs and quality of life. Plastics
can even help reduce energy consumption and greenhouse gas emissions in manv
circumstances, even in some packaging applications when compared to the alternatives.
However, plastic waste also imposes negative environmental externalities. It is
usually non-biodegradable and therefore can remain as waste in the environment for a very
long time; it may pose risks to human health as well as the environment; and it can be
difficult to reuse and/or recycle in practice. An issue of particular, concern is that giant
masses of plastic waste have been discovered in the North Atlantic and Pacific Oceans, the

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full environmental impacts of which are not yet fully understood but wh;zh cause severe
damage to seabirds, marine mammals and fish.

Plastic waste cuts across a large number of policy fields and regulations are not
usually targeted specifically at plastic waste. This makes it difficult for policy to evolve in
line with trends in production, use and disposal. Policies and measures targeted specifically
at plastic waste are needed, in co-ordination with broader waste policy.
6.2 Types of Plastics
a) PET, polyethylene terephthalate
b) HDPE, high-density polyethylene
c) PVC, polyvinyl chloride
d) LDPE, low-density polyethylene
e) PP, polypropylene

f) PS, polystyrene
g) Polyvinyl acetate (PVA)
Plastics are durable and degrade very slowly; the chemical bonds that make plastic
so durable make it equally resistant to natural processes of degradation. Since the 1950s, one
billion tons of plastic have been discarded and may persist for hundreds or even thousands
of years. Perhaps the biggest environmental threat from plastic comes from nurdles, which
are the raw material from which all plastics are made. They are tiny preplastic pellets that
kill large nurnbers of fish and birds that mistake them for food. Prior to the ban on the use of
CFCs in extrusion of polystyrene (and general use, except in lifecritical fire suppression
systems; see Montreal Protocol), the production of polystyrene contributed to the depletion
of the ozone layer; however, non-CFCs are currently used in the extrusion process.
Thermoplas!ies can be remelted and reused, and thermoset plastics can be ground up and
used as filler, although the purity of the material tends to degrade with each reuse cycle.
'Ihere are methods by which plastics can be broken back down to a feedstock state-

6.3 Classification of Plastic Waste:

6.3. I Polyethylene:
LDPE (Low Density Poly-Ethylene): Low density poly-ethylene this plastic waste
available in the form of can-y bags generally in stores these plastic bags are very
thin and also easily available.

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• HDPE (High Density Poly-Ethylene): Generally High density poly-etl,ylene
type of plastic waste is available in the form of carry bags and easily available in
the market.
6.32 Polypropylene:
This plastic may be available in the form of carry bags or solid plastic it's depend upon the
use and need of the industries. It is available in the form of plastic bottles and mat sheets etc.
6.4 Preparation of Plastic Waste Material
Plastic Waste Scenario The use of plastic materials such as carry bags, cups, etc. is
constantly increasing. The consumption of plastics has increased from 4000 tons/annum to
4 million tons/annum and it is expected to rise 8 million tons/annum during the year 2010.
Nearly 50 to 60% of the total plastics are consumed for packing.

6.4.1 Waste plastic shredding: Shredding is the process of cutting the plastic into small sizes
between 2.36mm to 4.75mm with the help of the plastic shredding machine viz.
Agglomerater and Scrap Grinder. In Agglomerater, thin films of poly-ethylene and
polypropylene carry bags are shredded and in Serap Grinder a solid plastic material are
shredded i.e. plastic bottles, drip lines, electric cable lines etc. 5.5.3
Details of Shredding Machine:
a) Agglomerator:
For shredding of poly-ethylene "Agglomerator" is used. In this process a thin
plastic waste carry bags cut in small pieces with the help of fix and rotator blades
this whole process required 20-25 minutes for shredding.
b) Specification of Aggiomerator:

• Vessels size 600mm dia. X 900mm ht.

Rotatory knives-4
Fix knives -6.
Ph. induction A.C. motor-30hpmake Crompton greaves ATK 222 Model
SE/A2 30 VIP.
Length of blade-200mm.

6.5 PLASTIC WASTE BLENDING MATERIALS

6.5.1 Preparation of blend

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Polyethylene carry bags are cut into pieces using a shredding machine. They are
sieved and the plastic pieces passing through 4.75mm sieve and retaining at
2.36mm sieve gets collected. These plastic pieces are added slowly to the hot
bitumen of temperature around 170-1800C. The mixture stirred well using
mechanical stirrer for about 20-30 minutes. Polymer-bitumen mixtures of different
compositions can be prepared and used for carrying out various tests
6.5.2 Characterization of blend
At the time of laboratory testing for characterization of bitumen following Test is
adopted:

a) Separation Test (IRC-SP: 53-1999)

Samples of different composition can be subjected to the separation test.
Homogeneity can be obtained approximately up to 1.5% blend.
Beyond this composition, the variation of softening point is much higher for the
top and

bottom layer of the test samples showing that there is a separation of polymer
from bitumen on standing.
b) Characterization of Plastic
Waste-Bitumen Blend for Flexible Pavement The utility of the plastic waste
blended bitumen-aggregate mix for flexible pavement construction is characterized
by studying stripping value and Marshall Stability value of the mix for the blends
having a maximum of I .5% plastic waste.
6.6 Plastic Waste Consumption in India

From last two decades environmentalists are very much interested in developing the
techniques for the management of solid waste generated through day to day human practices.
The 5 R's (Reduce, Recycle, Reuse. Recover, and Residual Management) have been
considered to be a base of waste management and should be strictly followed in order to
promote ecological balance through conscious human behaviour and choices. The municipai
solid waste contains mixture of biodegradable as well as non-biodegradable matter. The non-
biodegradable waste is something that cannot be broken down by other living organisms and
consists of plastic bollles, rubber, glass, cans, vinyl, Styrofoam, and metals like aluminium,

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iron & tin. Apart from other non-biodegradable wastes, the management of plastic waste is
mostly the matter of concelll today because il is HUI rclten easily. Plastic wastes generate
formidable problems in their management as presently they are not biodegradable, are bulky
and can resist incineration. Incineration in fact may not be possible due to production of
noxious or toxic fumes. Plastic can remain under the ground for 500 years, which leads to the
contamination of soil and thus pollutes the environment. PVC is also a kind of plastic waste
for which requires immediate attention for its safe disposal.

According to the report of Central Pollution Control Board (CPCB), it is seen that the
packaging and polyvinyl chloride (PVC) pipe industry grows at 16-18% per year. In the day
today practices we use different kind of plastics goods and this demand of plastics goods is
increasing rapidly from domestic use to industrial applications also. It is growing at an
annual rate of 22% annually. The polymers production has reached to 8.5 million tonnes in
2007. Table I provides the total plastics waste consumption in India during last decade.

Table 6.6.1: Plastic consumption in India

Sr. No. Year Consumption (Tones)

1. 1996 61,000

2. 2000

3. 2001

4. 2C07 8,500,000
National plastic waste management task force in 1997 projected the polymers demand in the
country. Table 2 documents the demand of different polymers in India during years 199596,
2001-02 and 2006-07. The comparison of demand and consumption from Table I and Table
2 indicates that projections are correct. More than one fourth of the consumption in
India is that of PVC which is being phased out in many countries- Poly c_vc• plastic
items except PET in particular have been a focus, because it has contributed to host of
prcblems in India such as choked sewers, animal deaths and cloc•oed soils.

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Table 6.6.2: Polymers demands in India (Million
Tonnes)

Sr. No. Type ofpolymer 1995-96 2001-02 2006-07

Polyethylene 3.27
1. 0.83 1.83

Polypropylene 0.34 I .70

2. 0.88

Polyvinyl chloride 0.87 1.29

3.

4. Poly Ethylene 0.03 0.14 0.29

Terephthalate

For the recycling of plastic wastes various literatures have been reviewed to estimate the
present contribution of plastic waste in MSW and the recent practices that arc being
adopted worldwide for its recycling. There are two major categories of plastics;
a) Thermoplastics
b) Thermoset plastics.

In the MSW, the contribution of Thermoplastics is about 80% and Thermoset constitutes
approximately 20% of the total plastics waste generated. Table 3 shows the types of typical
thermoplastic and thermosetting resins:

Table6.6.3: Typical thermoplastic and thermosetting

resins
Sr.N0. THERMO PLASTIC THERMOSET
PLASTIC
1. Polyethylene Terephthalate (PET) Bakelite
z. Polypropylene (PP) Epoxy
3. Poly Vinyl Acetate (PVA) Melamine
4. Poly Vinyl Chloride (PVC) Polyester
5. Polystyrene CPS) Polyurethane
6. Low Density Polyethylene (LDPE) Urea —
Formaldehyde
7. High Density Polyethylene Alkyd
(HOPE)

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6.7 Properties of Plastic
Each plastic material has its own peculiar properties to suit its particular uses. The success of
plastic as an engineering material will depends up on the selection of variety of plastic.
Following are the general properties of plastic.
I) Appearance
2) Chemical resistance

3) Dimensional stability
4) Ductility
5) Durability
6) Electric insulation

7) Finishing
8) Fire resistance
9) Fixing
10) Humidity
1 1 ) Maintenance
12) Melting point
13) Optical property
14) Recycling
15) Sound absorption 16) Strength
17) Thermal property
1 8) Weather
resistance
19) Weight

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AGGREGATES AND ITS PROPERTIES

7.1 Introduction
Aggregate is a collective term for the mineral materials such as sand, gravel, and crushed
stone that are used with a binding medium (such as water, bitumen, Portland cement, lime,
etc.) to form compound materials (such as bituminous concrete and Portland cement
concrete). By volume, aggregate generally accounts for 92 to 96 percent of Bituminous
concrete and about 70 to 80 percent of Portland cement concrete. Aggregate is also used for
base and sub-base courses for both flexible and rigid pavements. Aggregates can either be

natural or manufactured. Natural aggregates are generally extracted from larger rock
formations through an open excavation (quarry). Extracted rock is typically reduced to
usable sizes by mechanical crushing. Manufactured aggregate is often a bye product of other
manufacturing industries. The requirements of the aggregates in pavement are also
discussed in this chapter.

7.1.1 Definition

Granular material such as sand, gravel, crushed gravel, crushed stone, slag, and cinders.
Aggregate is used in construction for the manufacturing of concrete, mortar, grout, asphaltic
concrete, and roofing shingles. It is also used in leaching fields drainage systems, roof
ballast, landscaping, and as a base course for pavement and grade slabs.

7.2 Properties of Aggregate

i) Strength
The aggregates used in top layers me subjected to (i) Siress action due to fraffic wheel load,
(ii) Wear and tear, (iii) crushing. For a high quality pavement, the aggregates should possess
high resistance to crushing, and to withstand the stresses due to traffic wheel load.
2) Hardness
The aggregates useci ira the surface course are subjected to Constant rubbing or abrasion
due to moving traffic. The aggregates should be hard enough to resist the abrasive action
caused by the movements of traffic. The abrasive action is severe when steel tyred vehicles
moves over the aggregates exposed at the top surface-

3) Toughness

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Resistance of the aggregates to impact is termed as toughness. Aggregates used in the
pavement should be able to resist the effect caused by the jumping of the steel tyred wheels
from one particle to another at different levels causes' severe impact on the aggregates,
4) Shape of aggregates
Aggregates which happen to fall in a particular size range may have rounded
cubicalangular, flaky or elongated particles. It is evident that the flaky and elongated
particles will have less strength and durability when compared with cubical, angular or
rounded particles of the same aggregate. Hence too flaky and too much elongated
aggregates should be avoided as far as possible.
5) Adhesion with bitumen

The aggregates used in bituminous pavements should have less affinity with water when
compared with bituminous materials; otherwise the bituminous coaling on the aggregate
will be stripped offin presence of water.
6) Durability
The property of aggregates to withstand adverse action of weather is called soundness. The
aggregates are subjected to the physical and chemical action of rain and bottom water,
impurities there-in and that of atmosphere, hence it is desirable that the road aggregates used
in the construction should be sound enough to withstand the weathering action
73 Classification of Aggregate
7.3.1 Classification of Aggregates as per Size and Shape
Aggregates are classified based on so many considerations, but here we are going to discuss
about their shape and size classifications in detail
7.3 Classification of Aggregate
7.3.i Classification of Aggregates as per Size and Shape
Aggregates are classified based on so many considerations, but here we are going to discuss
about their shape and size classifications in detail
I) Rounded Aggregate
The rounded aggregates are completely shaped by attrition and available in the form of
seashore gravel. Rounded aggregates result the minimum percentage of voids (32 — 33%)
hence gives more workability. They require lesser amount of water-cement ratio. They are
not considered for high strength concrete because of poor interlocking behavior and weak
bond strength.

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2) Irregular Aggregates
The irregular or pattly rounded aggregates are partly shaped by attrition and these are
available in the form of pit sands and gravel. Irregular aggregates may result 35- 37% of
voids. These will give lesser workability when compared to rounded aggregates. The bond
strength is slightly higher than rounded aggregates but not as required for high strength
concrete.
3) Angular Aggregates
The angular aggregates consist well defined edges formed at the intersection of roughly
planar surfaces and these are obtained by crushing the rocks. Angular aggregates result
maximum percentage of voids (38-45%) hence gives less workability. They give 10-20%

more compressive strength due to development of stronger aggregate-mortar bond. So, these
are useful in high strength concrete manufacturing.
4) Flaky Aggregates
When the aggregate thickness is small when compared with width and length of that
aggregate it is said to be flaky aggregate. Or in the other, when the least dimension of
aggregate is less than the 60% of its mean dimension then it is said to be flaky aggregate.
5) Elongated Aggregates
When the length of aggregate is larger than the other two dimensions then it is called
elongated aggregate or the length of aggregate is greater than 180% its mean dimension.

6) Flaky and Elongated Aggregates

When the aggregate length is larger than its width and width is larger than its thickness then
it is said to be flaky and elongated aggregates. The above 3 types of aggregates are not
suitable for concrete mixing. These are generally -obtained from the poorly crushed rocks.
73.2 Classification of Aggregates Based on Size
Aggregates are available in nature in different sizes. The size of aggregate used may be
related to the mix proportions, type of work etc. the size distribution og- aggregates is
called grading of aggregates.
1) Fine Aggregate
When the aggregate is sieved through 4.75mm sieve, the aggregate passed
through it called as fine aggregate. Natural sand is generally used as fine
aggregate; silt and clay are also come under this category. The so n, deposit
consisting of sand, silt and clay is termed as loam. The purpose of the fine

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aggregate is to fill the voids in the coarse aggregate and to act as a workability
agent.
Table 732.1: Fine Aggregate Size Variation

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2) Coarse Aggregate
When the aggregate is sieved through 4.75mm sieve, the aggregate retained is
called coarse aggregate. Gravel, cobble and boulders come under this category. The
maximum size aggregate used may be dependent upon some conditions. In general,
40mm size aggregate used for normai strengths and 20mrn size is used for high
strength concrete. The size range of various coarse aggregates given below.
Table 7.3.2.1: Coarse Aggregate Size Variation
Coarse aggregate Lize

Fine gravel 4mm

—
8mm
gram
—
16mm

ooarse gravel 16mm

—
64mm
Cobbles 64mm
—
256mm
Boulders >256m
m
RECYCLED AGGREGATES

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8.1 Introduction
8.1-1 Definition
Recycled aggregates come from reprocessing materials that have previously been used in
construction. Recycled aggregate is produced by crushing concrete, and sometimes asphalt,
to reclaim the aggregate. Recycled aggregate can be used for rpany purposes. The primary
market is road base
g.i.2 Benefits of Recycled Aggregate
The use of recycled aggregate can save money for local governments and other purchasers,
create additional business opportunities, save energy when recycling is done on site,
conserve diminishing resources of urban aggregates, and help local governments meet the
diversion goals of AB 939.
8.2 Classification of Recycled Aggregate

The aggregate recycled from Construction demolition waste must satisfy certain
requirement of particle size as well as the minimum presence ontaminants. These
parameters stand along the requirement of durability and stability of these materials.
No kind of unexpected or depletion- causing reactions must be taken place by the
aggregates, with the cement or the annor. It should possess perfect shape plus particle size
that would help in acceptable workability for the concrete.
This type of classification was put forward by Rilem (1994) for aggregates that are recycled
from the major material in construction as,
Type I — Masonry Waste originated Aggregates
Type Il Concrete Waste originated Aggregates
Type Ill- Natural aggregates + recycled aggregates; This type will be haying a range of
80% of natural aggregate and I O % type I aggregates.
8.2.1 Classification Based on Constituents
This classification is put forward by the European standard, EN 12620. Here a detailed
sorting of recycled aggregates based on its individual constituents is made.
One example to show what exactly the code wishes to convey is, the names RCU90, RBI
O, RA5 means that an aggregate containing concrete 90% by mass, 10 % lesser masonry,
bituminous material by 5 % and so on.

Elongated aggregates

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Irregular
Rough Texture
High Porosity
Fissured Surface
Higher Water Requirement

83 Recycled Aggregate Characteristics

The crushing characteristics of hardened concrete are similar to those of natural rock and
are not significantly affected by the grade or quality of the originai concrete. Recycled
concrete aggregates produced from ail but the poorest quality original concrete can be
expected to pass the same tests required of conventional aggregates. Recycled concrete
aggregates contain not only the original aggregates, but also hydrated cement paste. This
paste reduces the specific gravity and increases the porosity compared to similar virgin
aggregates. Higher porosity of RCA leads to a higher absorption.
Strength characteristics Of recycled aggregate from hardened concrete are influenced by
key factors such as:
I Strength of original concrete
2) Ratio of course to fine aggregate in original concrete.
3) The ratio of maximum aggregate size in original concrete to that of recycled aggregate.
8.4 Recycled Aggregate Applications
Hardened concrete has characteristics similar to that of natural stone, which makes it
suitable for most construction projects virgin aggregates are used for. Often, concrete can
be

taken from a project, and then recycled and re-used in the same project. The types of
projects recycled aggregates are frequently used in include but are not limited to:
Road and driveyay construction
• Parking lot base
• Bank protecticn and noise barriers
• General bulk fill
Base or fill for drainage channels
8.5 Production of Recycled Aggregate
8.5.1 Introduction

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Nowadays there are various C&D Waste treatment technologies available for the production
of high quality recycled aggregates, usable in the construction industry as recovery products
or raw materials, with technical performance characteristics comparable to those of natural
aggregates. These technologies are currently being applied both in stationary and mobile
plants, in order to meet various requirements. Regardless of the technology applied,
however, an efficient plant must be able to split the incoming material basically into three
sections: stone material that can be used again, light fraction (paper, plastic, wood,
impurities, etc.) and metal fraction.

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"USE OF

The main phases which characterize a construction and demolition waste treatment process can
be subdivided into:
Crushing, aiming at obtaining a size reduction to allow particle suitable for the final use
2. Screening, aimed at separating the fragmented material according to their grain size in
order to obtain homogeneous particle-size fractions
3. Separation, aimed at removing unwanted materials. Two basic principles are commonly
applied:
Separation according to magnetic properties, i.e. magnetic separation
Separation according to differences in specific gravity, i.e. gravimetric separation

reprocessing

conveyors

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The equipment you choose will depend on the feedstock you are processing and
the end product you are producing.
8.6 Properties of Recycled Aggregate
8.6.i Physical properties
The physical properties ofrecycled aggregate influence the mix proportion and properties of
concrete. The basic characteristics such as shape and texture, specific gravity, bulk density,
pore volume, and absorption of recycled concrete aggregate are generally worse than those
of natural aggregate due to the presence of residual cement paste/mortar and impurities. The
magnitude of the effects varies with the nature and quantity of reclaimed cement
paste/mortar that is present in recycled concrete aggregate.
l. Particle shape and texture
2. Specific gtavily
3. Bulk Density
4. Pore Volume
5. Absorption
8.6.2 Mechanical Properties
1 . Aggregale Abrasion Value
2. Aggregate Impact Value
3. Aggregate Crushing V alue
8.6.3 Chemical Properties
The performance of RCA concrete is influenced by the chemical properties of recycled
aggregate. If the deleterious chemicals su•-h as alkalis, sulfates, and chlorides are present in
RCA, the durability of concrete will be affected- The chemical properties of RCA are
briefly discussed below.
I, Soundness
2. Alkali-Aggregate Reactivity
3. Sulfate Content
4. Chloride Content
5. Organic Matter
TEST ON BITUMEN MIX

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The test on bitumen mix is conducted to experimentally verify their pertörmance with
respect to properties that affect the of Bitumen. In order 10 investigate their
performance by blending it with plastic, test is carried on the various parameter that is
Penetration, Ductility ,Softening point ,Flash and Fire point ,specific gravity and Marshai
stability. To conduct the test plastic of different type like polypropylene; Low Density
polyethylene, High Density polyethylene was collected, pulverized at a private agency and
brought to the laboratory. These materials are then blended with bitumen as below.
5% Plastic 95% Bitumen
i 0% Plastic 90%
Bitumen
15% Plastic 85% Bitumen
20% Plastic 80% Bitumen and the Specimens are prepared

9.1 Penetration Valac of Bitumen

9.1.1 Scope: This is a basic test for determining the grades of bitumen. {n effect, the test is
an indirect determination of high temperature viscosity and low temperature stiffness. The
scope of this is to provide a method for determining the consistency of semi-solid and solid
bituminous materials in which the sole or major constituent is either bitumen
9.1.2 Definition: The penetration of bituminous material is its consistency expressed as the
distance In tenths of a millimeter that a standard needle penetrates vertically into a
specimen of the material under specified conditions of temperature, load and duration of
loading.
Grades of straight-run bitumen are designated by two penetration values, for example,
40/50, 60/80, 80/100 etc.; the penetration of an actual sample of the bitumen in any grade
should fall between the lower and upper value given.
9.1.3 Test procedure
a) The needle should be examined for damage or surface roughness; it should be dry
and clean. To ensure the needle is perfectly cleaned, it should be wiped with a cloth
soaked in toluene or another suitable bitumen solvent and then dried with a clean
cloth.
b) The clean needle should be inserted into the penetrometer apparatus and the total
sliding weight made up to the required value, if necessary by adding additional
weights. For example, if 100 grams is required, and the needle and spindle weigh 50
grams, an additional weight of 50 grams must be added.

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c) The sample container is then placed in the transfer dish complete with water at the
required temperature from the constant temperature bath, the sample being
completely covered with water at all times. The transfer dish is then placed on the
stand ofthe apparatus.
d) The penetrometer needle is then slowly lowered until it just touches the surface of
the sample. This point is best judged by using a strong source of light and
determining the point where the tip of the needle just meets its image reflected by the
surface of the sample. The initial dial gauge reading is taken.
e) The needle is then released for the specified time and re-locked immediately at the
end of the period. Care should be taken not to disturb or jolt the apparatus when
releasing the needle, if this occurs or the sample moves, the test must be repeated.
The final dial gauge reading is taken,
f) The transfer dish should then be returned to the water bath and a clean needle fitted
to the machine. The test is then repeated Gil the same sample. This procedure is
repeated so that at least 3 determinations are made on each sample, taking care that
each point is at least I Omm from the side of the sample container and at least I
Omm from the other determinations. If the penetration exceeds 200mm, the needles
should be left in the sample until all three determinations have been completed-

9.1.4 Result (All values in mm) Table 9.1.4:

Test Result of Penetration Value Test

Penetration Value in
Bitumen Binder mm

Without Plastic 85

With Plastic
LDPE IIDPE

5% 63 58 37

61 42 26

15% 59 35 19

20% 56 22
9.2 Softening Point of Bitumen

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Jn
9.2.1 Scope: An alternative to the penetration test for checking the consistency of bitumen,
is the ring and ball softening point test. The scope of this test is to provide a method for
determining the consistency of semi-solid and bituminous materials in which the sole
or major constituent is either bitumen or tar pitch.
9.2.2 Definition: The softening point of a bituminous material is the temperature at which
the material attains a certain degree of softness under specified conditions of test.
9.2.3Tcst proccdurc
a. The apparatus is assembled with the rings, ball centering guides and thermometer in
position and the beaker is filled with water to a depth of not less than 102mm and not
more than 108mm. The water used Ibr the test must be distilled and allowed to cool in
a stoppered flask; this is to prevent air bubbles forming on the specimen during the
test. The initial water temperature must be 5 IOC and this temperature mast be
maintained for 15 minutes, placing the beaker in a bath of iced water if necessary.

b. On completion of the 15-minute period, the steel balls are positioned using forceps,
and heat is applied to the beaker, preferably with a gas burner, at such a rate that the
water temperature rises at per minute. The rate of temperature rise is cétic,al and if
after the first 3 minutes the rise varies from the 50C in any minute period, by more
than ± 0.50C, the test must be abandoned.
C. As the temperature rises, the balls will begin to cause the bitumen in the rings to sag
downwards, the water temperature at the instant the bitumen touches the bottom
plate is taken for each ball. If the two temperatures differ by more than ()C, the test
must be repeated using fresh samples.
9.2.4 Result (All values in mm)
Table 9.2.4: Test Result of Softening Point Test
Bitumen Binder Softening Point (9 C)
Without Plastic 46
With Plastic LDPE IIDPE
5% 59 66 77
63 75 86
15% 71 84 95
20% 76 96 106
93Flash and Fire Point Value

In
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93.1 Scope: This method covers the determination of the flash and fire points, by Cleveland
Open Cup Tester, of petroleum products and other liquids, except fuel oils and those
materials having an open cup flash point below (79 0 C) as determined by the Cleveland
Open Cup Taste.
9.3.2 Definitions:
Flash point: It is the lowest temperature at which the vapor of a bituminous material
Momently takes fire in the form of a flash, under specified conditions of test.
Fire point: It is the lowest temperature at which bituminous materials ignite and burn under
specific conditions of test.
9.3.4. Test Procedure:
a) All Part of the cup is cleaned and dried
b) The cup is filled with the material to be tested up to the level indicated by the filling
mark.
g) The lid is placed on the cup and set on the stove, thermomcter is inserted.
d) The test flame is adjusted, so that it has the size of bead of 4 mm in diameter. Heat
is applied such that the temperature rises at the rate of 5 0C to dc.
e) The stirrer is rotated at the rate of 60 rpm.

f) The test flame is applied initially a temperature of which is 17 0C bellow the expected
flash point. There after the test flame is apply at an interval of | C for a range of
above 1040 C increased at interval by 20C.
g) Flash point is the temperature (at which the application causes a distinct flash in the
interior of the cup). The temperature at which the flash and fire is observed is noted.

9.3.5 Result:
Table 9.3.5: Test Resuit of Flash and Fire Point Test

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Bitumen Binder Flash & Fire

Without Plastic 280 & 340

With Plastic LOPE HOPE

Flash Fire Flash Fire Flash Fire

5% 240 310 295 335 327 378

10% 276 345 315 360 369 410

15% 314 369 348 400 415 485

20% 340 395 372 425 530

9.4 Marshal Stability Test

9,4.i Scope:
The basic Marshall test consists essentially of crushing of bituminous
material between two semi-circular test heads and recording the maximum load achieved
(i.e- the stability) and the deflection at which che maximum load occurs (i.e- the flow). In
common with many other tests, the bulk of the work is involved in preparing the samples
for testing.
9.4.2 Definition:
The full Marshall method is a method of bituminous mix design in addition to being a
quality control test. The details given below related mainly to it use as a quality control test.
The suitability of materials for the design of Marshall asphalt requires that a numbers of
tests are performed on the materials.
9.4.3 Test Procedure:

a) Specimen are heated to 600C±I I OC, for specimens in which tar

is used in place Of bitumen) either in a water bath for 30-40 min. or in oven
for a minimum of (2hrs)

Jn
b) The specimen is removing from the water bath and place in the lower
segment of breaking head. Upper segment of the breaking head is placed on
the specimen on the completed assembly in position on the testing machine.

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c) The flow meter is placed over one of the post and adjusts to read zero.
d) Local is applied at a rate of 50mm/min until the maximum load reading was
obtained.
e) The maximum load reading in Newton's (N) is recorded. At the same
instance obtained the flow as recorded on the flow meter in units of mm.

9.4.4 Result:

Table 9.4.4: Result of Marshall Stabili Test

Bitumen Binder Marsha!l Stability (KN) & Flow Value (mm)

Without P12stic 7.6 & 2.8

LDPE IIDPE
Marshall
Marshall Flow Stability Flow Marshall Flow
Stability Value • Value Stability Value

5% 15.44 2.6 11.6 3.75 22.83 4.2

16.30 2.55 12.3 3.98 23.63 4.0

17.10 2.46 12.9 4.22 24.10 3.85

20% 18.00 2.18 13.4 4.65 25.00 3.5

With Plastic

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9.5 Ductility Test

9.5.1 Theory

Ductility is the property of bitumen that permits it to undergo great deformation or

elongation. Ductility is defined as the distance in cm, to which a standard sample or
briquette of the material will be elongated without breaking. Dimension of the briquette thus
formed is exactly 1 cm square. The bitumen sample is heated and poured in the mould
assembly placed on a plate. These samples with moulds are cooled in the air and then in
water bath at 270C temperature. The excess bitumen is cut and the surface is leveled using a
hot knife. Then the mould with assembly containing sample is kept in water bath of the
ductility machine for about 90 minutes. The sides of the moulds are removed, the clips are
hooked on the machine and the machine is operated. The distance up to the point of breaking
of thread is the ductility value which is reported in cm.

9.5.2 Procedure

The bitumen sample is method to a pouring Lemperalure (75 0C 10 1000C) and poured
into the mould assembly and placed on a brass plate, where a solution of glycerine
or soap solution is applied at all surfaces of briquette mould exposed to bitumen-

z. After the sample is poured to the mould, thirty to forty minutes the entire assembly is
placed in a water bath at 270C.

3. Then the sample is removed from the water bath maintained at 27 00 and excess
bitumen material is cut-off by levelling the surface using hot knife.

4. After trimming the specimen, the mould assembly containing sample is replaced in
water bath maintained at 27oc for 85 to 95 minutes. Then the sides of mould are
removed and the clips are carefully booked on the machine without causing any
initial strain. Two or more specimens may be prepared in the moulds and clipped to
the machine so as to conduct these test simultaneously.

5. "Ihe pointer is set to read zero. The machine is started and the two clips are thus
pulled apart horizontally.

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6. While the test is in operation, it is checked whether the sample is immersed in water
at depth of at least I O mm.
9.5.2 Result

Table 9.5.2: Result cf Ductility Value Test

Bitumen Binder Ductility Value (cm)

Without Plastic 75

With Plastic LDPE HDPE

5% 81 83 56

73 69 41

62 52 29

50 43 19

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TEST ON AGGREGATES

10.1 Introduction
The test on aggregate is conducted experimentally verify their performance with respect to
different properties that affect the performance of aggregate. In order to investigate their
performance by adding recycled aggregate, test is carried on the various parameter such as
Crushing test, Los Angeles Abrasion, Impact test, Specific Gravity, Water absorption. The
tests are carried out to check the suitability of recycled aggregate in construction of flexible
pavement by replacement of natural aggregate with recycled aggregate. Natural aggregate
replaced by recycled aggregate as follows:

• 10% Recycled aggregate- 90% Natural aggregate

20% Recycled aggregate- 80% Natural aggregate

• 30% Recycled aggregate- 70% Natural aggregate

• 40% Recycled aggregate- 60% Natural aggregate

10.1.1 Test on Aggregate

l. Crushing Value Test
2. Los Angeles Abrasion Test
3. Impact Value Test
4. Specific Gravity
5. Water Absorption
10.2 Crushing Value Test
10.2.1Introduction:
One of the requirements, for the suitability of aggregates for construction, is the ability of
the aggregate to resist crushing. The Aggregate Crushing Value gives a relative measure of
the resistance of the aggregate to crushing under a gradually applied compressive load.

10.2.2scope:
The particular purpose which an aggregate is meant to serve requires the aggregate to have
a particular strength. This strength is usually stated in the specification. This test provides a

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method for measuring this strength. This method is not suitable for testing aggregates with a
crushing value higher than 30, and in this case the ten percent fines value is recommended.

Case the ten percent fines value is recommended.

10.23 Test Procedure
i) The aggregates passing through 12.5mm and retained on 1 Omm IS Sieve are ovendried
at a temperature of 100 to I IOOC for 3 to 4hrs.
2) The cylinder ofthe apparatus is filled in 3 layers, each layer tamped with 25 strokes
of a tamping rod.
3) The weight of aggregates is measured (Weight 'A').
4) The surface of the aggregates is then leveled and the plunger inserted. The apparatus
is then placed in the compression testing machine and loaded at a uniform rate so as
to achieve 40t load in 10 minutes. After this, the load is released.
5) The sample is then sieved tlu•ough a 2.36mm IS Sieve and the fraction passing
through the sieve is weighed (Weight 6) Two tests should be conducted.
7) Aggregate crushing value (BIA) x 100%.
10.2.4 Result
Table 10.24; Test Result or Crushing Value Test

Aooreoates Crushing Value (%)

Without Recycled
Aoureoaie 18

With Recycled Replacement of Natural Values

Aggrega te Aggregate by Recycled
Aggregate (%)
10 19

20 21

30 23

40 26
10.3 Los Angeles Abrasion Value

10.3.1 Theow:
The aggregate used in surface course of the highway pavements are subjected to wearing due
to movement of traffic. When vehicles move on the road, the soil particles present between
the pneumatic tyres and road surface cause abrasion of road aggregates. The steel reamed

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wheels of animal driven vehicles also cause considerable abrasion of the road surface.
Therefore, the road aggregates should be hard enough to resist abrasion. Resistance to
abrasion of aggregate is determined in laboratory 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 aggregates. The percentage wear of the aggregates due to
rubbing with steel balls is determined and is known as Los Angeles Abrasion Value.
10.3.2 Test Procedure
The test sample consists of clean oggregates dried in oven at 1050- 1100C.
I) Select the grading to be used in the test such that it conforms to the grading to be used
in construction, to the maximum extent possible.
2) Take 5 kg of sample for grading's A, B, C & D and 10 kg for grading's E, F & G. 3)
Choose the abrasive charge as per Table 2 depending on grading of aggregates.
4) Place the aggregates and abrasive charge on the cylinder and fix the cover.
5) Rotate the machine at a speed of 30 — 33 revolutions per minute. The number of
revolutions is 500 for grading's A, B, C & D and 1000 for grading's E, F & G. The
machine should be balanced and driven such that there is uniform peripheral speed. 6)
The machine is stopped after the desired number of revolutions and material is
discharged to a tray.
7) The entire stone dust is sieved on 1.70 mm IS sieve.
8) The material coarser than 1.7mm size is weighed correct to one gram.
10.3.3 Observation:
1) Original weight of aggregate sample = WI g
2) Weight of aggregate sample retained W2 g 3) Weight passing
1.7mm IS sieve =Wl-W2g
4) Abrasion

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PI

10.3.4 Result
Tabie 10.3.4: Test Result of Abrasion Value Test

Aggregates Abrasion Value (%)

16
Without Recycled
Aggregate

With Recycled Values

Replacement of Natural
Aggregate Aggregate by Recycled
Aggregate (0/0)

10 18

20 20

30

40 26

IG.4 Impact Value Test

10.4.1 Theory
The property of a material to resist impact is known as toughness. Due to movement of
vehicles on the road the aggregates are subiected to impact resulting in their breaking down
into smaller pieces. The aggregates should therefore have sufficient toughness te resist their
disintegration due to impact. This characteristic is measured by impact value test. The
aggregate impact value is a measure of resistance to sudden impact or shock, which may
differ from its resistance to gradually applied compressive load.
10.4.2 Procedure:
The test sample consists of aggregates sized 10.0 mm 12.5 mm. Aggregates may be dried
by heating at 100-11 OO C for a period of 4 hours and cooled.
l) Sieve the material through 12.5 mm and 10.0mm IS sieves. The aggregates passing
through 12.5mm sieve and retained on 10.0mm sieve comprises the test material.
2) Pour the aggregates to fill about just 1/3rd depth of measuring cylinder.

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3) Compact the material by giving 25 gentle blows with the rounded end of the tamping
rod.

4) Add two more layers in similar manner, so that cylinder is full.

5) Strike off the surplus aggregates.
6) Determine the net weight of the aggregates to the nearest gram (W).
7) Bring the impact machine to rest without wedging or packing up on the level plate,
block or floor, so that it is rigid and the hammer guide columns are vertical.
8) Fix the cup firmly in position on the base of machine and place whole of the test
sample in it and compact by giving 25 gentle strokes with tamping rod.
9) Raise the hammer until its lower face is 380 mm above the surface of aggregate
sample in the cup and allow it to fall freely on the aggregate sample. Give 15 such
blows at an interval of not less than one second between successive falls.
10) Remove the crushed aggregate from the cup and sieve it through 2.36 mm IS sieves
until no further significant amount passes in one minute. Weigh the fraction passing
the sieve to an accuracy of 1 gm. Aiso, weigh the fraction retained in the sieve.
Compute the aggregate• impact value. The mean of two observations, rounded to
nearest whole number is reported as the Aggregate Impact Value.
10.4.3 Result
Table 10.4.3: Test Result of Impact Value Test
Aggregates Impact Value

Without Recycled 23.80

Aggregate
With Recycled Replacement of Values
Aggregate Natural
Aggregate by Recycled
Aggregate (%)
10 25.3
20 26.5

30 28
40 32.8

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10.5 Specific Gravity
IOS-I Theory
The specific gravity of an aggregate is considered to be a measure of strength or quality of
the material. Stones having low specific gravity are generally weaker than those with higher
specific gravity values.
10.5.2 Test Procedure
About 2 kg of aggregate sample is wa.shed thoroughly to remove fines, drained and placed
in wire basket and immersed ira distilied water at a temoerature between 22- 32 0 C and a
cover of at least 5cm-of water above the top of basket.
l) Immediately after immersion the entrapped air is removed from the sample by
lifting the basket containing it 25 mm above the base of the tank and allowing it
to drop at the rate of about one drop per second. The basket and aggregate should
remain completely immersed in water for a period of 24 hour afterwards.
2) The basket and the sample are weighed while suspended in woter at a temperature of 22
0
— 320C. The weight while suspended in •water is noted —WI g.
3) The basket and aggregates are removed from water and allowed to drain for a
few minutes, after which the aggregates are transferred to the dry absorbent
clothes. The empty basket is then returned to the tank of water jolted 25 times
and weighed in water=W2g.
4) The aggregates placed on the absorbent clothes are surface dried till no further
moisture could be removed by this cloth. Then the aggregates are transferred to
the second dry cloth spread in single layer and allowed to dry for at least 10
minutes until the aggregates are completely surface dry. The surface dried
aggregate is then weighed =W3 g
5) The aggregate is placed in a shallow tray and kept in an oven maintained at a
temperature of 1100 C for 24 hrs. It is then removed from the oven, cooled in an
air tight container and weighted=W4 g.
10.5.3 Formulas

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Specific gravity = (dry weight ofthe aggregate /Weight of equal volume of water)

10.5.4 Result

Table 10.5.4: Test Result of Specific Gravity Test

Specific Gravity Value
Without Recycled 2.74
A ore ate
With Recycled Replacement of Values
Aggregate Natural
Aggregate by Recycled
A r ate %
10
20 165
30 2.62
40 2.56
10.6 Absorption Test
10.6.1Theory
This test helps to determine the water absorption of coarse aggregates as per IS: 2386 (Part
Ill) — 1963. For this test a sample not less than 2000g should be used

10.6.2Procedure
I) The sample should be thoroughly washed to remove finer particles and dust, drained
and then placed in the wire basket and immersed in distilled water at a temperature
between 22 and 320C.
2) After immersion, the entrapped air should be removed • by lifting the basket and
allowing it to drop 25 times in 25 seconds. The basket and sample should remain
immersed for a period of 24 + h hours afterwards.
3) The basket and aggregates should then be removed from the water, allowed to drain
for a few minutes, after which the aggregates should be gently emptied from the
basket on to one of the dry clothes and gently surface-dried with the cloth,

'I'echnology
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transferring it to a second dry cloth when the first would remove no further
moisture. The aggregates should be spread on the second cloth and exposed to the
atmosphere away from direct sunlight till it appears to be completely surface-dry.
The aggregates should be weighed (Weight 'A').

4) The aggregates should then be placed in an oven at a temperature of 100 to 110 0C

for 24hrs. Jt should then be removed from the oven, cooled and weighed (Weight

10.6.3 Formula
Water absorption = [(A — B)/B] x 100%.
10=6.4 Result

Table 10.6.4: Test Result of Water Absorption Test

Aggregates Water Absorption Value
Without Recycled 0.40
Aggregate
With Recycled Replacement of Values
Aggregate Natural
Aggregate by
Recycled
Aggregate (%)
10 0.52
20 0.65
30 0.78
40 0 88

DISCUSSION OF RESULT
11.1 Tests on Bitumen Mix

11.1.1 Penetration Test

The test on Penetration value is done by blending plastic with bitumen. The following
percentage plastie of different types are blended in the percentage or 10%, 15%, 20%, of
polypropylene, Low Density Polyethylene, High Density Polyethylene.
From the experiment conducted, it seen that with the increase in percentage of plastic
in bitumen-, the penetration is seen to reduce for polypropylene, it is seen that penetration
reduced fi0111 63rnm at 5% mix to 56 mm at 20% mix, hence reduction of 7mm.

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Similarly for Low Density Polyethylene it is seen that penetration reduced from 58mm
at 5% mix to 22 mm at 20% mix, hence reduction is 36mm. Similarly in high Density
Polyethylene, it is seen that penetration value reduced from 37 mm 5% mix to 12rnm at
20% mix, hence reduction is 25mm.

Il. 1.2 Ductility test:

The ductility value for 5%, 10%, polypropylene, low density polyethylene, high
density polyethylene are seen to decrease with the increase in percentage of plastic in
bitumen mix. The ductility reduction varies for polypropylene from 81 cm for 5% mix to
50 cm for 20% mix, hence reduction is 31 cm, similarly for Low Density polyethylene the
reduction for 5% to 20% is 40cm, and for high density Polyethylene, A reduction of 37 cm
is observed.

11.1.3 Softening point test

Increasing the percentage of plastic in bitumen in bitumen mix increase the softening value
of the bitumcn, for the polypropylene the softening value of 5% mix plastic is 59 Oc and for
20% mix plastic is 76 ()c, hence increasing by 17 ()c, similarly for Low Density

polyethylene increase in softening point value is 30 Oc and that for high density
polyethylene is 29 Oc.
11.1.4 Flash and fire point
The test on flash and fire point value is done by blending plastic with bitumen. From the
experiment conducted it seen that with the increase in the percentage of plastic it bitumen
mix the flash and fire point of bitumen mix increase. For Polyethylene it is seen that flash
point increases from 240 c at 5% mix to 340 c at 20% mix and fire point increases from 310
c to 395 c for 5% to 20%, thus it increases 100 c & 85 c respectively. Similarly for Low
Density polyethylene flash increases in increasing from 295 c at 5% mix to 372 c at 20%
mix increases cf 77 c and fire point increases from 335 c to 425 c increase of 90 c
respectively. For high density Polyethylene flash point increase from 327 c to 464 c an
increase of 137 c & fire point is seen to increases from 378 c at 5% mix to 530 c at 20% mix
an Increase of 152 c

11.1.5 Specific Gravity of bitumen

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As the percentage of plastic in bitumen mix the specific gizvity is decreases. For
polypropylene for Low Density poiyethylene & high density Polyethylene specific gravity is
decreases by 0.03 & 0.04 simultaneously.

11.1.6 Marshal stability

Marshal stability of bitumen mix gives and flow value gives the deformation on the
proving ring and deflection gauge at same instance, when the specimen is crack. As the
percentage of plastic increase Marshal Stability value increase and flow value decreases. For
polypropylene Marshall Stability value is increases from 15.44 KN at 5% mix to 18 KN at
20% mix and flow value is decrease from 2.6 mm 5% mix to 2.18 mm at 20% mix thus the
Marshal Stability increase mix and flow value decrease by 2.56 KN & flow value decreases
by 0.42 mm. Similarly for Low Density polyethylene & high density polyethylene Marshal
Stability is value increases by 1.8 KN respectively, and flow value is decrease by
0.90 mm & 0.70mm.

11.2 Tests on Aggregates

-9

The tests on aggregates done by adding recycled aggregate with natural aggregate.
The recycled aggregate replaced to the natural aggregate in the percentage of 10%, 20%,
30%, and 40%.

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11.2.1 Crushing Value Test

From the test conducted it is seen that with the increase in percentage of recycled
aggregate in natural aggregate, the crushing value is seen to increase, it is seen that
crushing value increases from 19% to 26% for 10% mix to 40% mix.

11.2.2 Los Angeles abrasion Test

From the test conducted it is seen that with the increase in percentage of recycled
aggregate in natural aggregate, the Los Angeles abrasion value is seen to increase, it is seen
that Los Angeles abrasion value inceeqses from 18% to 26% for 10% mix to 40% mix.

11.2.3 Impact Value Test

From the test conducted it is seen that with the increase in percentage of recycled
aecregate in natural aggregate, the ilppact value is seen to increase, it is seen that impact
value increases from 25.3% to 32.8% for 10% mix to mix.
11.2.4 Specific Gravity Test
From the test conducted it is seen that with the increase in percentage of recycled
aggregate in natural aggregate, the value of specific gravity is seen to decrease, it is seen
that value of specific gravity decreases from 2.7 to 2.56 for 10% mix to 40% mix.
11.2.5 Water Absorption
From the test conducted it is seen that with the increase in percentage of recycled
aggregate in natural aggregate, the value of water absorption is seen to increase, it is seen
that value of water absorption increases from 0.52% to 0.88% 10% mix to 40% mix.

CONCLUSION

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12.1 Improvement in Modified Bitumen

Plastics will increase the melting point of the bitumen. The use of the innovative
technology not only strengthened the road construction but also increased the road life as
well as will help to improve the environment and also creating a source of income. Plastic
roads would be a boon for India's hot and extremely humid climate, where temperatures
frequently cross 500C and torrentiai rains create havoc, leaving most of the roads with big
potholes, It is hoped that in near future we will have strong, durable and eco-friendly roads
which wiii relieve the earth from all type of plastic-waste.
1) The generation of water plastics is increasing day by day. The major polymers
namely polyethylene, polypropylene shows adhesion property in their molten state
plastic will increases the melting point of the bitumen. Hence the use of waste
plastics for pavement is one of the best methods for easy disposal of waste plast:cs.
2) From test conducted in iaboratory it is seen that the characteristics of bitumen are
improved so that performance of pavement will also improve by using plastic waste
in road construction.

3) The important properties affecting the pavement performance are the penetration,
ductility, softening point, flash and fire point, Marshall Stability, specific gravity.
High Density Polyethylene Polymer gives the best result Flt 20% blending.
4) The addition Of waste plastic modifies the properties of bitumen.
5) The modified bitumen shows good result when compared to standard results.
6) The problems like bleeding are reduce in hot temperature region.
7) Plastic has property of absorbing sound, which also help in reducing the sound
pollution of heavy traffic.

8) The waste plastics thus can be put to use and it ultimulely improves the quality and
performance of road.

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12.2 Replacement of Natural Aggregate by Recycled Aggregate

I) By implementing this technology- the amount of waste materiais finding their way
into landfills will be reduced through usage of recycled aggregate. This will
therefore reduce the amount of quarrying thereby extending the life of natural
resources thereby preventing the environmcntal degradation.
2) Using recycled aggregates in the construction of flexible pavement is ecpnomically
feasible.
3) The test results of the properties ofthe aggregates, it is apparent that all values are
within the permissible limits prescribed for each test.
4) Recycled aggregates are found to be inferior to the natural aggregates.
5) Air voids in mix is found higher in mixes ccntaining more recycled aggregates. 6) The
efficiency of voids getting filled with bitumen decreases with increase in recycled
aggregate content.
7) As per test result recycled aggregates can be effectively replace to the natural
aggregates by 30% as there is no significant reduction in properties of pavement.

REFRENCES

1) Dr. R.Vasudevan and S. Rajasekaran, (2007). •Utilization of évaste Plastics in

Construction of 128 Flexible Pavements (Reuse of waste plastics — a path —
breaking initiative)'

2) Miss Apurva J Chavan (2013). 'Use of Plastic Waste in Flexible Pavements'

YasirKarim, Zubair Khan (2016). A R&iew on Recycleci Aggregates For the
Construction Indursty

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4) 'Basic Road Statistics of India' 2008-09, 2009-10 & 2010-11 Government of India,
Ministry of Road Transport and Highways, Transport Research Wing, New Delhi. 5)
Pumth V.S., Veeraragavan A. (2011). Behavior or Reclaimed Polyethylene modified,
pp833-845, Joumal ofmaterials in Civil Engineering.
6) Standard Test Procedures (2001). Government of the People's Republic of Bang!
desh, Ministry of Communications Roads and Highways Department:
7) Md. Safiuddina,l, Ubagaram Johnson Alengaramb,2, Md. Moshiur Rahmanb,3, Md.
Abdus Salamb,4, and Mohd. ZaminJumaatb, Use of Recycled Aggregate in
Road Construction: A Review
8) Verma S. S., (Nov. 2008), "Roads from plastic waste", Science Tech Entrepreneur,
The Indian Concrete Journal P.No.43 - 44.
9) Dr.Srikanth M Naik, Dr.B V VenkataSubramanya, L)r.R. Sathyamurthy and
Nagendra Prasad, "Evaluation of fatigue strength of recycled aggregate concrete for
pavement construction", proceedings Of international conference on Advances in
Architecture & Civil Engineering (AARCV-2012), pp. 112-118.
10) G.MithunMurty, M.Venus "Recent advances in recycled aggregate concrete-
A review", proceedings of international conference on Advances in Architecture &
Civil Engineering (AARCV-2012), pp. 72-75.

1 i) G.MithunMurty, M.Venu, "Recent advances in recycled aggregate use -A review",

proceedings of international conference on Advances in Architecture & Civil
Engineering (AARCV-2012), pp. 72-75.

Web References
• www.urbanindia.nic.in

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"USE OF

PHOTO GALLERY

Photo No-I: Spreading of Bitumen

Photo No.2 : Spreading of Recycled Aggregate and Natural Aggregate on Bitumen

Layer

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• "USE OF

Photo Nost Mixing of Recycled Aggregate with Modified Bitumen

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