ISSN: 2347-6540

International Journal of Latest Research In Engineering and Computing (IJLREC)

Volume 3, Issue 5 , Page No. 1-6 September-October 2015
www.ijlrec.com

A NEW APPROACH OF MIXING PLASTIC

WASTE IN MODERN HIGHWAY
PAVEMENT
1
Sanjeev Gill, 3Dr.Rajiv Kuamr 2Shivam Singhal, 2Rahul kumar ,2Ashwin Aryan, 2Subham Srivastav, 2Rishi Raj
Mani
1
HOD CIVIL ENGG DEPT JBIT, DEHRADUN (U.K)
2
JBIT B-TECH Final year Students

ABSTRACT
Solid waste management is the thrust area. Of this various waste materials, plastic waste, tyre waste and municipal solid waste
are of great concern. On the other side, the road traffic is increasing. The traffic intensity is increasing. The load bearing
capacities of the road are to be increased. Our present work is helping to take care of both these aspects. Plastic waste, consisting
of carry bags, cups and thermo Coles can be used as a coating over aggregate and this coated stone can be used for road
construction. By this process a road of 1 Km length and 3.270M width of single lane can consumes 10, 00000 carry bags and the
road strength is increased by 100% and there is no pot hole formation. Secondly the waste tyres are powdered and the powder is
blended with bitumen and this blend is used along with plastic coated aggregate. The mix polymer coated aggregate and tyre
modified bitumen have shown higher strength. Use of this mix for road construction helps to use both plastics waste and tyre
waste. The results obtained in laboratory investigation indicate major gain in strength required for road construction.

Key Words- Flexible pavement, Bituminous, Plastic waste. Plastic coated aggregates, Marshall Stability, Polythene.

INTRODUCTION
The threat of disposal of plastic will not solve until the practical steps are not initiated at the ground level. It is
possible to improve the performance of bituminous mixed used in the surfacing course of roads. Studies reported in the
used of re-cycled plastic, mainly polyethylene, in the manufacture of blended indicated reduced permanent deformation
in the form of rutting and reduced low – temperature cracking of the pavement surfacing. The field tests withstood the
stress and proved that plastic wastes used after proper processing as an additive would enhance the life of the roads and
also solve environmental problems. Plastic is a very versatile material. Due to the industrial revolution, and its large
scale production plastic seemed to be a cheaper and effective raw material. Today, every vital sector of the economy
starting from agriculture to packaging, automobile, electronics, electrical, building construction, communication sectors
has been virtually revolutionized by the applications of plastics. Plastic is a non-biodegradable material and researchers
found that the material can remain on earth for 4500 years without degradation. Several studies have proven the health
hazard caused by improper disposal of plastic waste. The health hazard includes reproductive problems in human and
animal, genital abnormalities etc. The municipal solid waste is either incinerated or land filled. Both disposal methods
are not the best ways to dispose the waste and it causes both land and air pollution.

LITERATURE REVIEW

Justo et al (2002), at the Transportation Engineering of Bangalore University on the possible use of the processed
plastic bags as an additive in bituminous concrete mixes. The properties of the modified bitumen were compared with
ordinary bitumen. It was observed that the penetration and ductility values of the modified bitumen decreased with the
increase in proportion of the plastic additive, up to 12 % by weight. Therefore the life of the pavement surfacing course
using the modified bitumen is also expected to increase substantially in comparison to the use of ordinary bitumen.

Vasudevan R. et al. (2005) observed that the polymer blended bitumen has better properties regarding Softening point,
Penetration point, Ductility, Stripping Value and Marshall Stability value. Hence the blend can be used for laying
flexible pavement. Doh G. et al.(2005) used LDPE,high-density polyethylene (HDPE), and polypropylene (PP) as
polymer matrices with liquefied wood (LW). The melting temperature of virgin LDPE and HDPE decreased with the
addition of 10% LW. The melting temperature of virgin PP also decreased with the addition of LW. Enthalpy of virgin
polymers also decreased with the addition of LW.

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Mohammad T(2007) experimentally proved that, the appropriate amount of polyethylene was determined to be (6-
18%) by weight of the optimum asphalt percent (5.4%), which equates to (0.34-1.03%) by weight of total aggregate.
However, the optimum modifier content was found to be 12%,which equals only 0.68% of the total aggregate weight.
Overall, using the polyethylene in asphalt mixture reduces pavement deformation; increase fatigue resistance and
provide better adhesion between the asphalt and the aggregate

Hadidy A. and Yi-qui T. (2008) investigated the potential use of LDPE as a modifier for asphalt paving materials,
and indicates that modified binders showed higher softening point, keeping the values of ductility at minimum range of
specification, and caused a reduction in percentage loss of weight due to heat and air and indicated that the inclusion of
LDPE can satisfy the performance requirement of high-temperature, low temperature and much rain zone.

Shankar et al (2009), crumb rubber modified bitumen (CRMB 55) was blended at specified temperatures. Marshall’s
mix design was carried out by changing the modified bitumen content at constant optimum rubber content and
subsequent tests have been performed to determine the different mix design characteristics and for conventional
bitumen (60/70) also. This has resulted in much improved characteristics when compared with straight run bitumen and
that too at reduced optimum modified binder content (5.67%).

Kalantar Z. et al. (2012) reviewed the use of polymers in asphalt pavement and investigated the history and benefits
of using waste and virgin polymer in asphalt is presented followed by a review of general studies on using polymers in
asphalt in order to improve the properties of pavement

Md.Nobinur Rahman, (2013) On the basis of experimental results, it is concluded that the asphalt mixtures with
waste polyethylene modifier up to 10% and waste PVC modifier up to 7.5% can be used for flexible pavement
construction in a warmer region from the standpoint of stability, stiffness and voids characteristics

K. Rajesh et.al.(2014) Bitumen can be found in nature, as in the Athabasca oil sands in Canada, for example.
However, the asphalts used today for road surfacing and some industrial applications are made in refineries from
specific grades of crude oil. Asphalt is a manufactured product. It is produced by refining crude oil, which is heated to
300°C, partially vaporized and transferred to an atmospheric distillation column where its different fractions are
separated. The lightest vaporize, while the heavier, atmospheric residue remains in the bottom of the column and enters
a second heat exchanger, before being treated in a vacuum distillation column. Finally, the bitumen base is recovered
from the bottom of the column of the 1,300 crude oils listed in the world, 10% are suitable for producing asphalts that
meet usage specifications. They are called naphthene-base crudes, and approximately 30 of them can be used in Europe.

Data on plastic consumption and generation of plastic waste

A material that contains one or more organic polymers of large molecular weight, solid in its finish state and at some
state while manufacturing or processing into finished articles, can be shaped by its flow is termed as plastics. The
plastic constitutes two major category of plastics; (i) Thermoplastics and (ii) Thermo set plastics. The thermoplastics,
constitutes 80% and thermo set constitutes approximately 20% of total postconsumer plastics waste generated. The
following table describes the average municipal solid waste production from 0.21 to 0.50 Kg per capita per day in India.

Municipal Solid Waste in Indian Cities

Population range(millions) Average per Capita Value

0.1-0.5 0.21
0.5-1.0 0.25
1.0-2.0 0.27
2.0-5.0 0.35
>5 0.50

Provides the data on total plastics waste consumption in India during last decade.
S.NO Year Consumption(Tones)
1 1996 61,000
2 2001 4,00,000
3 2006 7,00,000
4 2011 1,35,00000

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Plastic waste classification

Plastics can be classified in many ways, but most commonly by their physical properties. Plastics may be classified
also according to their chemical sources. The twenty or more known basic types fall into four general groups: Cellulose
Plastics, Synthetic Resin Plastics, Protein Plastics, Natural Resins, Elastomers and Fibers. But depending on their
physical properties, may be classified as thermoplastic and thermosetting materials. Thermoplastic materials can be
formed into desired shapes under heat and pressure and become solids on cooling. If they are subjected to the same
conditions of heat and pressure, they can be remolded. Thermosetting materials which once shaped cannot be
softened/remolded by the application of heat. The examples of some typical thermoplastic and thermosetting materials
are tabulated in Table

S.NO Thermoplastic Thermosetting

1 Polyethylene Teryphthalate(PET) Bakelite
2 Polypropylene(pp) Epoxy
3 Polyvinyl Acetate (PVA) Melamine
4 Polyvinyl Chloride (PVC) Polyester
5 Polystyrene (PS) Polyurethane
6 Low density polystyreneLDPE Urea – Formaldehyde
7 High Density Polyethylene Alkyd

Most of thermoplastics on heating soften at temperature between 130-140oC. The TGA analysis of thermoplastics
has proven that there is no gas evolution in the temperature range of 130-180oC and beyond 180oC gas evolution and
thermal degradation may occur. Thus the waste plastic can easily be blended with the bitumen as the process for road
construction using bitumen is carried out in the range of 155-165oC.Table 5 gives the source of waste plastic
generation.

METHODOLOGY:

Following Tests were conducted to investigate the properties of the aggregate as well as bitumen.

TESTS ON AGGREGATE

S.NO TEST Result Range

1 Specific Gravity 2.69 2.5 to 3.2
2 Water Absorption 0.63 0.1 to 2.0
3 Impact Value 10.42 10 to20
4 Abrasion (los Angeles) 25.33 Max 30 %
5 Crushing Value 21.2 Max 30 %
6 Soundness 8.10 Max.12%.

TESTS ON BITUMINOUS

S.NO TEST Result Range

1 Penetration 90.00 80 to 100
2 softening point 42.67 40 to 60
3 Ductility 63.33 50 to 75
4 Specific Gravity 1.01 0.97 to1.02

Marshall stability Test

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S.NO Property of bitumen mix Calculated Value

1 Theoretical Specific gravity , Gt 2.34

2 Bulk Sp. Gravity , Gm 2.316
3 Air voids % , VV 1.025
4 % volume of bitumen, Vb 20.05
5 Voids in mineral agg… VMA 21.077
6 Voids filled with bitumen, VFB 95.127

Tests on Plastic Coated aggregates

Moisture Absorption and Void Measurement
Hot stone aggregate (1500c) is mixed with hot bitumen (170 0c). The aggregate is chosen on the basis of its strength,
porosity and moisture absorption capacity as per IS coding. The bitumen is chosen on the basis of its binding Property,
Penetration value and visco-elastic property. The aggregate, when coated with plastics and rubber improved its quality
with respect to voids, moisture absorption and soundness. The coating of plastic and rubber decreases the porosity and
helps to improve the quality of the aggregate and its performance in the flexible pavement. It is to be noted here that
stones with < 2% porosity only allowed by the specification.

Soundness Test
Soundness test is intended to study the resistance of aggregate to weathering action. The weight loss is attributed to the
poor quality of the aggregate. The plastic and rubber coated aggregate, did not show any weight loss, thus conforming
the improvement in the quality of the aggregate.

Aggregate Impact Value

A study on the effect of plastic and rubber coating was extended to study on the aggregate impact value. Aggregate
was coated with 4, 6, 8, 10 % plastics by weight and then was submitted to Aggregate Impact Value test and the values
were compared with values for non-coated aggregate. For each % of waste, the tests were conducted twice to get the
better results.

Percentage of Plastics % Aggregate Impact value % Conventional value %

4 8.8 11.76
6 7.8 10.17
8 6.33 9.33
10 5.77 9.33

It is clearly observed that the coating of plastics & rubbers improves Aggregate Impact Value. Coating of plastics &
rubber over the stone aggregate improves the quality of the aggregate. Moreover a poor quality of aggregate can be
made useful by coating with polymers & rubbers. This in turn helps to improve the quality of flexible pavement.

Aggregate crushing Value

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 International Journal of Latest Research in Engineering and Computing, volume 3,Issue 1, January-February 2015

A study on the effect of plastic and rubber coating was extended to study on the aggregate crushing value. Aggregate
was coated with 4, 6, 8, 10% plastics by weight and then was submitted to aggregate crushing Value test and the values
were compared with values for non-coated aggregate. For each % of waste, the tests were conducted twice to get the
better result

Percentage of Plastics % Aggregate crushing value % Conventional value %

4 15.3 21
6 15.0 21.2
8 14.7 21.4
10 14.5 21.4

Los Angel’s Abrasion Test

The repeated movement of the vehicle with iron wheeled or rubber tire will produce some wear and tear over the
surface of the pavement. This wear and tear percentage of an aggregate is determined with the help of Los Angeles
abrasion study. Under this study the percentage of wear and tear values of the 4, 6, 8, 10% plastic coated aggregate is
found to be in decreasing order with respect to the conventional values. This wear and tear percentage of an aggregate
is determined with the help of Los Angeles abrasion study.

Percentage of Plastics % Los Angel value % Conventional value %

4 19.46 22
6 19.33 26
8 18.57 28
10 18.22 28

When the Los Angeles abrasion value of plain aggregate value is compared with the Plastic and rubber coated
aggregate the values are less for conventional aggregates as compared to polymer and rubber coated aggregates.

CHARACTERISTICS OF POLYMER AND CRUMBBED RUBBER MODIFIED BITUMEN:

An alternate use of plastic and rubber waste is also under study where plastics and rubber is mixed with bitumen and
used for preparing the mix. The waste tires are made into powder by grinding into some special type of grinders. The
powder is collected and it is used for modification of bitumen. The bitumen is heated to 120-140 degree Celsius and the
powdered crumb rubber and plastic is added to the bitumen by its weight and stirred well with help of mechanical
stirrer. The mix was used to study the basic properties of bitumen like softening point, penetration point and ductility.
Here 10% & 20% rubber is taken in proportion by weight. For each % of waste, the tests were conducted twice to get
the better results.

Bitumen(grm) Ductility(mm) Softening point ºC Penetration mm

37 61 45 75
38 64 43 73
39 65 40 70
40 66 41 70

Polymer and Crumbed rubber modified value

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Plastics % Rubber % Ductility mm Softening point ºC Penetration mm

4 4 51 56 56
6 6 48 59 54
8 8 49 60 53
10 10 46 62 50

Above values were compared with the conventional value & was found better. Thus by using waste plastics & waste
rubbers can increase the durability & life of the road material substantially

CONCLUSION
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 50°C and torrential 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 will relieve the earth from all type of plastic-
waste. In this process, the aggregate is modified by coating with polymers and producing a new modified raw material
for flexible pavement. Coating of polymers on the surface of the aggregate has resulted in many advantages and
ultimately helps to improve the quality of flexible pavement. The coating of plastics over aggregate also improves the
quality of the aggregate. In addition to the improvement of the quality of the road, this technology has helped to use the
waste plastics obtained from domestic and industrial packing materials. By this technique, which is in-situ, waste
polymer like carry bags, foam, laminated sheets, cups are all used for road laying. Moreover, the use of polymers helps
to reduce equivalent quantity of bitumen, thus reducing the cost of the road laying. In a nut shell this Process thus helps
to. Our studies on the performance of plastic bitumen road conclusively proves that it is good for heavy traffic due to
better binding , increased strength and better surface condition for a prolonged period of exposure to variation in
climatic changes Above all, the process helps to dispose waste plastics usefully and easily.
 Use higher percentage of plastics waste.
 Reduce the need of bitumen by around 10%.
 Increase the strength and performance of the road.
 Avoid the use of anti stripping agents.
 Reduce the cost of the project.
 Carry the process in situ.
 Avoid industrial involvement.
 Avoid disposal of plastics waste by incineration and land filling

REFERENCES
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Association of the Asphalt Paving Technology, 1998.
2. S.E Zorrob, “Laboratory Design and Performance improved Bituminous Composite Utilizing Plastics Packaging waste”,
Conference on Technology watch and Innovation in Construction Industry, Belgium, Building Research Institute,
Brussels, Belgium, 2000
3. AAPA Asphalt Guide, “Stone Mastic Asphalt Surfacing, Austroads and Pavement Design”, volume 5,(Issue. 2), 239 –
249.. BCA Specification for Stone Mastic Asphalt, BCA 9808, New Zealand Pavement & Bitumen Contractors’Association,
August, 1-10, (1999).
4. Vasudevan, R., Utilization of waste plastics for flexible pavement, Indian High Ways (Indian Road Congress), Vol. 34,
No.7. (July 2006).
5. Highway Materials and Pavement Testing by Dr. S.K. Khanna, Dr. C.E.G. Justo and Dr. A. Veeraragavan. Published by
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Sustainable Solid Waste Management, 5-7, Chennai, India, September (2007) pp. 105-111.. Amit Gawande, G.S. Zamri,
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