Design of Flexible Pavement Using Polypropylene

(Waste Plastic Material)

A Project report submitted

In Partial Fulfilment Of The Requirements For The Award Of Degree Of

BACHELORS OF TECHNOLOGY

In

CIVIL ENGINEERING

By

DANISH KAISER (1649200009)

NAWAF ASLAM (1649200022)

Under the supervision of

Mr Himanshu Chauhan

DEPARTMENT OF CIVIL ENGINEERING

KCC INSTITUE OF TECHNOLOGY AND MANAGEMENT

GREATER NOIDA

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 CERTIFICATE

This is to certify that the Project entitled “Use of Waste Plastic Materials for
Road Construction” submitted by Danish Kaiser [Roll No.: 1649200009] &
Nawaf Aslam [Roll No.: 1649200022] in partial fulfilment of the requirements
for the award of Bachelor of Technology Degree in Civil Engineering at the KCC
Institute Of Technology And Management, Greater Noida is an authentic
work carried out by them under my supervision. To the best of my knowledge,
the matter embodied in the project has not been submitted to any other
University/Institute for the award of any degree.

Mr. Himanshu Chauhan

Department of Civil Engineering,

KCC Institute of Technology and Management,

Greater Noida

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 ACKNOWLEDGEMENT

I wish to express my profound gratitude and indebtedness to Mr. Himanshu

Chauhan, Assistant Professor, Department of Civil Engineering, KCC
INSTITUTE OF TECHNOLOGY & MANAGEMENT Gr. Noida for
introducing the present topic and for his inspiring guidance, constructive criticism
and valuable suggestions throughout this project work.

I would also express my gratitude to all the professors of the department of

Engineering, KCC INSTITUTE OF TECHNOLOGY & MANAGEMENT
GR. NOIDA, for their guidance and the support they have provided me.

My special thanks to Ms. Huma Khan, Head of the Civil Engineering

Department, for all the facilities provided.

Last but not least, my sincere thanks to all my friends who have patiently
extended all sorts of help for accomplishing this undertaking.

Danish Kaiser (1649200009)

Nawaf Aslam (1649200022)

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 Content
S.no Topic
Page No.
1. Certificate 2
2. Acknowledgement 3
3. Content 4
4. List of figures and table 5
5. Abstract 6

Chapter 1: Introduction 7
Content
Page No.
1.1 General 8-9
1.2 Polypropylene 9-10
1.3 History 10

Chapter 2: Literature Review 11

2.1 Materials 12
2.1.1. Bitumen 12
2.1.2. Plastic 13
2.2 Method 13
2.2.1. Modified bitumen preparation 13
2.2.2. Steps to follow While adding PP in BM 13-14
2.3. Lab testing 14
2.3.1. Penetration test 14
2.3.2. Softening point 14-15

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Chapter 3: Results and Discussion 16
3.1. Penetration 17
3.2. Softening point 17
3.3. Polypropylene 18
3.4. Cost reduction 18
3.5. Results 18-19

Chapter 4: Conclusion 20
4.1. Conclusion 21
4.2. Acknowledgments 22

Chapter 5: References 22-23

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 LIST OF FIGURES

Figure Number Title Page No.

1 Structural Formula Of 9
PP

2 Chain Polymer Of PP 10

LIST OF TABLES

Table No Title Page No.

1 NHAI Specification For 12

unmodified Bitumen
2 Physical properties of 12
unmodified bitumen
3 Tests on modified 18
bitumen
4 Comparison between 19
conventional bitumen
and PP
5 Cost comparison 19

LIST OF GRAPHS

Graph No. Title Page No.

1 Penetration graph of 14
HDPE vs PP
2 Softening point of PP vs 15
HDP

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 Abstract
[Keywords: Waste plastic; Polymer modified bitumen; Recycling; Road construction; Srinagar]

Bituminous Concrete (BC) is a composite material mostly used in construction projects like road
surfacing, airports, parking lots etc. It consists of asphalt or bitumen (used as a binder) and mineral
aggregate which are mixed together & laid down in layers then compacted. Now a days, the steady
increment in high traffic intensity in terms of commercial vehicles, and the significant variation in
daily and seasonal temperature put us in a demanding situation to think of some alternatives for the
improvisation of the pavement characteristics and quality by applying some necessary modifications
which shall satisfy both the strength as well as economical aspects. Also considering the
environmental approach, due to excessive use of plastics in the day to day business, the pollution to
the environment is enormous. Since the plastic (polypropylene) are not biodegradable, the need of
the current hour is to use the waste polypropylene in some beneficial purposes.

This paper forms part of research to solve two main problems in Srinagar: firstly, the management
of municipal solid waste (MSW), particularly with regards to used plastics which have overwhelmed
major cities and towns; secondly, the formation of potholes on roads due to excessive traffic and
axle weight. This study examines the effect of blending waste thermoplastic polymers, namely High
density polyethylene (HDPE) and Polypropylene (PP) in Conventional AC-20 graded bitumen, at
various plastic compositions. The plastics were shredded and blended with the bitumen ‘in-situ’,
with a shear mixer at a temperature range of 160 °C–170 °C. Basic rheological parameters such as
penetration, ring & ball softening point and viscosity tests were employed to determine the resulting
changes from base bitumen. FTIR spectroscopy was also employed to study the chemical
functionalities present in the bitumen composite. The properties of the unmodified bitumen were
found to be enhanced with the changes recorded in the rheological properties of the polymer
modified bitumen (PMB). It was observed that polypropylene polymer, showed profound effect on
homogeneity and compatibility with slight linear increment in the viscosity, softening and
penetration values as against relatively high changes for HDPE modified bitumen. The viscosity of
unmodified bitumen was enhanced with the addition of the polymers and thixotropic effect was
observed for both HDPE and PP at 60 °C. For all modified binders prepared, the penetration values
decrease as polymer-bitumen ratio increases whiles softening temperature generally increases as
polymer ratio increases. The most compatible and incompatible blends for HDPE were respectively
observed at 2% and 3% polymer loading. The most enhanced, homogenous blend is achieved with
PP at 3% polymer loading. Three prominent peaks were identified in the spectrum of the unmodified

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bitumen, occurring at the 3000–2850 cm−1 IR frequency range, typical of aliphatic CH symmetrical
and asymmetrical stretches in alkanes. CH2 and CH3 bends were also observed at the characteristic
frequencies of 1465 cm−1 and 1375 cm−1 respectively. A low intensity peak was observed within
the 2400 cm−1–2100 cm−1 range, indicating the presence of a very weak −CC- or −CN group with
an absorbance of precisely 0.12.The use of waste commodity plastics in binder modification carries
the advantage of a cheap and effective means of enhancing conventional bitumen binder
performance characteristics and is an alternative way to utilise plastic waste.

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 Chapter 1

INTRODUCTION

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 Chapter | 1: INTRODUCTION

1.1 GENERAL

Plastic is everywhere in today’s lifestyle and its disposal is a major problem. It is a non-
biodegradable product due to which these materials pose environmental pollution and problems like
Brest cancer, reproductive problems in humans and animals and genital abnormalities. We can use
of waste plastic in flexible pavements in such a manner that is gets coated over the surface of
aggregate by heating (140˚C - 160˚C) because plastics like polypropylene, polyethylene,
polystyrene used in PET bottles, disposal glasses, handbags, covers of various appliances etc. soften
up to 160 ˚C. The experiments conducted in the laboratory depict good results and substantially
increase the stability and durability of roads plus, making it a very effective step towards eco-
friendliness compared to conventional and traditional techniques of flexible pavements construction.

Basic intention is to efficiently utilize the plastic waste in a constructive way so that it can be
beneficial to society. Main objectives of current project work are:

1. To identify the optimum proportion of plastic waste to be added in the bitumen mix for getting
the required strength.

2. To evaluate the properties of aggregates by coating plastic over it.

3. To evaluate the properties of polymer modified bitumen for different ratios of polypropylene
(varying from 5%-13% by weight fraction).

4. To compare the experimental results with the conventional pavement and perform the economic
analysis.

One of the development goals which Srinagar appended to was the promotion of environmental
protection and sustainability; However, for well over a decade which has seen the transformation of
the MDGs in to Sustainable Development Goals (SDGs), the country is still grappling with the
proper disposal and management of its Municipal solid Waste (MSW), especially plastic waste.
Currently, the common waste disposal methods employed are land filling, incineration and
haphazard littering in the cities, municipalities and the countryside. These disposal methods have a
negative impact on human health and the environment; consequently, rivers, gutters and roadsides
are choked and filled with waste plastics.

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 Chapter | 1: INTRODUCTION

Polyethylene Terephthalate (PET) and High-density Polyethylene (HDPE) are used in most bottling
applications of water, yoghurt and soft drinks, but in terms of littering, however, one of the worst
culprits is polyethylene (or “polythene”) bags, for food packaging and sachet water bags. Every day,
a multitude of items that are either partly or completely made of plastic are used and these plastics
eventually end up in the landfills. Depending on the quality of the plastic, it may take anywhere
from a few days to several years to break down in landfills, but it never breaks down completely
into particles that can be used in nature. As such, plastic is one of the worst offenders when it comes
to environmental pollution.

On the other hand, the volume of road traffic is increasing and demands a corresponding increment
in the load bearing capacities of the road and its service life span. It has been proven possible to
improve the performance of bituminous mixes used in the surfacing course of road pavements, with
the help of various types of additives or modifiers to bitumen such as polymers, rubber latex, crumb
rubber, etc.

The choice of modifier for a particular project can depend on many factors including construction
ability, availability, cost, and expected performance. Modification is achieved by two main
procedures; Dry process involves direct incorporation of waste plastic, which is blended with
aggregate before adding in bitumen, to prepare a plastic modified bituminous concrete mix and the
Wet process which involves, simultaneous blending of bitumen and waste plastic. The use of
polymer modified bitumen to achieve better asphalt pavement performance has been observed for a
long time. Zoorab & Suparma reported the use of recycled plastics composed predominantly of
polypropylene and low density polyethylene in plain bituminous concrete mixtures with increased
durability and improved fatigue life. Resistance to deformation of asphaltic concrete modified with
low density polythene was improved in comparison with unmodified mixes. The thrust of this study
is to generate scientific data which will form basis for using plastic modified bitumen in the
construction and repair of roads in Srinagar, as well as provide scientific data on the alternative
recycling options for managing plastic waste.

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 Chapter | 1: INTRODUCTION

1.2. Polypropylene:

Polypropylene (PP), also known as Polypropene, is a thermoplastic polymer used in a wide

variety of applications. It is produced via chain-growth polymerization from the monomer
Polypropylene.

Fig. 1 Structural Formula of PP

Polypropylene belongs to the group of polyolefins and is partially crystalline and non-polar. Its
properties are similar to polyethylene, but it is slightly harder and more heat resistant. It is a
white, mechanically rugged material and has a high chemical resistance. Polypropylene is the
second-most widely produced commodity plastic (after polyethylene) and it is often used in
packaging and labelling. In 2013, the global market for polypropylene was about 55 million
tonnes.

Fig 2. Chain Polymer of Polypropylene

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 Chapter | 1: INTRODUCTION

1.3 IUPAC name:

Poly(1-methylethylene)

1.4 Other names:

Polypropylene; Polypropene; Polipropene 25 [USAN]; Propene polymers; Propylene polymers;

1-Propene; [-Ch2-Ch(Ch3)-]n

1.5 Chemical and physical properties of Polypropylene:

Polypropylene is in many aspects similar to polyethylene, especially in solution behaviour and

electrical properties. The methyl group improves mechanical properties and thermal resistance,
although the chemical resistance decreases. The properties of polypropylene depend on the
molecular weight and molecular weight distribution, crystallinity, type and proportion of
comonomer (if used) and the isotacticity. In isotactic polypropylene, for example, the methyl
groups are oriented on one side of the carbon backbone. This arrangement creates a greater
degree of crystallinity and results in a stiffer material that is more resistant to creep than both
atactic polypropylene and polyethylene.

1.6 Mechanical properties:

The density of (PP) is between 0.895 and 0.92 g/cm³. Therefore, PP is the commodity plastic with
the lowest density. With lower density, mouldings parts with lower weight and more parts of a
certain mass of plastic can be produced. Unlike polyethylene, crystalline and amorphous regions
differ only slightly in their density. However, the density of polyethylene can significantly change
with fillers.

The Young's modulus of PP is between 1300 and 1800 N/mm².

Polypropylene is normally tough and flexible, especially when copolymerized with ethylene. This
allows polypropylene to be used as an engineering plastic, competing with materials such as
acrylonitrile butadiene styrene (ABS). Polypropylene is reasonably economical. [citation needed]

Polypropylene has good resistance to fatigue.

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 Chapter | 1: INTRODUCTION

1.7 Thermal properties:

The melting point of polypropylene occurs in a range, so the melting point is determined by finding
the highest temperature of a differential scanning calorimetry chart. Perfectly isotactic PP has a
melting point of 171 °C (340 °F). Commercial isotactic PP has a melting point that ranges from 160
to 166 °C (320 to 331 °F), depending on atactic material and crystallinity. Syndiotactic PP with a
crystallinity of 30% has a melting point of 130 °C (266 °F). Below 0 °C, PP becomes brittle.

The thermal expansion of polypropylene is very large, but somewhat less than that of polyethylene.

1.8 Chemical properties:

Polypropylene at room temperature is resistant to fats and almost all organic solvents, apart from
strong oxidants. Non-oxidizing acids and bases can be stored in containers made of PP. At elevated
temperature, PP can be dissolved in nonpolar solvents such as xylene, tetralin and decalin. Due to
the tertiary carbon atom PP is chemically less resistant than PE.

Most commercial polypropylene is isotactic and has an intermediate level of crystallinity between
that of low-density polyethylene (LDPE) and high-density polyethylene (HDPE). Isotactic & atactic
polypropylene is soluble in p-xylene at 140 °C. Isotactic precipitates when the solution is cooled to
25 °C and atactic portion remains soluble in p-xylene.

The melt flow rate (MFR) or melt flow index (MFI) is a measure of molecular weight of
polypropylene. The measure helps to determine how easily the molten raw material will flow during
processing. Polypropylene with higher MFR will fill the plastic mold more easily during the
injection or blow-molding production process. As the melt flow increases, however, some physical
properties, like impact strength, will decrease.

There are three general types of polypropylene: homopolymer, random copolymer, and block
copolymer. The comonomer is typically used with ethylene. Ethylene-propylene rubber or EPDM
added to polypropylene homopolymer increases its low temperature impact strength. Randomly
polymerized ethylene monomer added to polypropylene homopolymer decreases the polymer
crystallinity, lowers the melting point and makes the polymer more transparent.

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 Chapter | 1: INTRODUCTION

1.9 Molecular structure – Tacticity:

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 Chapter | 1: INTRODUCTION

1.10 Production:

Polypropylene is produced by the chain-growth polymerization of propene:

1.11 History:

Phillips Petroleum chemists J. Paul Hogan and Robert Banks first polymerized propylene in
1951.Propylene was first polymerized to a crystalline isotactic polymer by Giulio Natta as well as
by the German chemist Karl Rehn in March 1954. This pioneering discovery led to large-scale
commercial production of isotactic polypropylene by the Italian firm Montecatini from 1957
onwards. Syndiotactic polypropylene was also first synthesized by Natta and his co-workers.

After polyethylene, polypropylene is the most profitable plastic with revenues expected to exceed
US$145 billion by 2019. The sales of this material are forecast to grow at a rate of 5.8% per year
until 202

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 CHAPTER 2

LITERATURE REVIEW

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 Chapter | 2: LITERATURE REVIEW

2.1 GENERAL:

R. Vasudevan (2007) states that “polymer bitumen blend is a better binder compared to plain
bitumen. It can withstand softening point and increased penetration with suitable ductility.
When it is used for road construction it can withstand higher temperature and load. The coating
increases the porosity, absorption of moisture and improves soundness.”

Sabina (2009) studied the comparative performance of properties of bituminous mixes

containing plastic/polymer (PP) (8% and 15% by weight of bitumen) with conventional
bituminous concrete mixes with 60/70 penetration grade bitumen. Improvements like Marshall
Stability, retained stability, individual strength and rutting was observed in plastic modified
bituminous concrete mixes.

Gawande (2012) summarizing review on waste plastic utilization in asphalting of roads They
review shows to use plastic waste for construction purpose of roads to the pavements. The
concept of utilization of waste plastic in construction of flexible road pavement has been done
since 2000 in India. In the construction of flexible pavements, bitumen plays the role of binding
the aggregate together by coating over the aggregate. It also helps to improve the strength and
life of road pavement. But its resistance towards water is poor. A common method to improve
the quality of bitumen is by modifying the rheological properties of bitumen by blending with
synthetic polymers like rubber and plastics. Use of plastic waste in the bitumen is similar to
polymer modified bitumen. The blending of recycled LDPE to asphalt mixtures required no
modification to existing plant facilities or technology. Polymer modified bitumen has better
resistance to temperature, water etc. This modified bitumen is one of the important construction
materials for flexible Road pavement. Since 90’s, considerable research has been carried out
to determine the suitability of plastic waste modifier in construction of bituminous mixes.
Zoorab & Suparma reported the use of recycled plastics composed predominantly of
polypropylene and low density polyethylene in plain bituminous concrete mixtures with
increased durability and improved fatigue life. Dense bituminous macadam with recycled
plastics, mainly low density polyethylene (LDPE) replacing 30% of 2.36–5mm aggregates,
reduced the mix density by 16% and showed a 250% increase in Marshall Stability; the indirect
tensile strength (ITS) was also improved in the ‘Plastiphalt’ mixtures D.N. Little worked on
the same theme and he found that resistance to deformation of asphaltic concrete modified with
low density polythene was improved in comparison with unmodified mixes. It is found that the
recycled polyethylene bags may be useful in bituminous pavements resulting in reduced

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 Chapter | 2: LITERATURE REVIEW

permanent deformation in the form of rutting and reduced low temperature cracking of
pavement surfacing Bindu et al. investigates the benefits of stabilizing the stone mastic asphalt
(SMA) mixture in flexible pavement with shredded waste plastic. Conventional (without
plastic) and the stabilized SMA mixtures were subjected to performance tests including
Marshall Stability, tensile strength and compressive strength tests. Triaxial tests were also
conducted with varying percentage bitumen by weight of mineral aggregate (6% to 8%) and
by varying percentage plastic by weight of mix (6% to 12% with an increment of 1%). Plastic
content of 10% by weight of bitumen is recommended for the improvement of the performance
of Stone Mastic Asphalt mixtures. Journal of Engineering Research and Studies 10% plastic
content gives an increase in the stability, split tensile strength and compressive strength of
about 64%, 18% and 75% respectively compared to the conventional SMA Mix. Triaxial test
results show a 44% increase in cohesion and 3% decrease in angle of shearing resistance
showing an increase in the shear strength. The drain down value decreases with an increase in
plastic content and the value is only 0.09 % at 10% plastic content and proves to be an effective
stabilizing additive in SMA mixtures. Stone Mastic Asphalt is a gap graded bituminous mixture
containing a high proportion of coarse aggregate and filler. It has low air voids with high levels
of macro texture when laid, resulting in a waterproof layer with good surface drainage.
Stabilizing additives are needed in the mastic which is rich in binder content to prevent the
binder from draining down from the mix. Polymers and fibers are the commonly used
stabilizing additives in SMA. Based on many research reports and engineering case studies has
been shown that the use of stone mastic asphalt (SMA) on road surfaces can achieve better rut-
resistance and durability. Recycled LDPE of a size between 0.30 and 0.92mm replacing 15%
aggregates in asphalt surfacing nearly doubled the Marshall quotient, and increased the stability
retained (SR) by 15%, implying improved rutting and water resistance. A 20% increase of
binder content was required in this case.

Avula Vamshi (2013) stated that “polymer bitumen blend is a better binder compared to plain
bitumen. It is based on softening point and decreased penetration with suitable ductility. When
used for road construction it can withstand higher temperature.”

Bhageerathy K.P (2014) “Studied use of biomedical waste in bituminous road construction”.
This paper described that the waste is to be added 2%, 3%, 5%, 7% and show the good results
in the properties of material like aggregate crushing value, optimum bitumen, impact value etc.

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 Chapter | 2: LITERATURE REVIEW

Apurva J Chavan (2013) states that 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 moulded into products such as milk jugs,
floor coverings, credit cards, and carpet fibres. These plastic types are known as phenolic,
melamine, unsaturated polyester, epoxy resin, silicone, and polyurethane. The objective of
study is

(i) To coat the aggregates with the waste plastic materials

(ii) To check the properties of bituminous mix specimen

(iii) To check the properties of bituminous mix specimen due to coating of waste plastic
materials

2.2 MATERIALS AND METHODS

2.2.1. Test for Aggregate

1) Sieve Analysis of Aggregates:

By passing the sample downward through a series of standard sieves, each of decreasing size
openings, the aggregates are separated into several groups, each of which contains aggregates
in a particular size range. This test is done to determine the particle size distribution of fine and
coarse aggregates.

2) Aggregate Impact Value Test :

The property of the material to resists impact is known as toughness. Due to movement of
vehicles on the road the aggregate are subjected to impact resulting in their breaking down into
smaller pieces. The aggregate should therefore have sufficient toughness to resists their
disintegration due to impact. This characteristic is measured by impact value test. The

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 Chapter | 2: LITERATURE REVIEW

aggregate impact value is a measure of resistance to sudden impact or shock, which may differ
from its resistance to gradually applied compressive load. The Aggregate Impact Tester is
equipped with a circular base with two vertical guides. This test accesses the suitability of
aggregates in road construction on the basis of impact value.

3) Aggregate Crushing Value:

The ‘aggregate crushing value’ gives a relative measure of the resistance of an aggregate to
crushing under a gradually applied compressive load. It is the percentage by weight of the
crushed (or finer) material obtained when the test aggregates are subjected to a specified load
under standardized conditions, and is a numerical index of the strength of the aggregate used
in road construction. Aggregates with lower crushing value indicate a lower crushed fraction
under load and would give a longer service life to the road and hence a more economical
performance. Weaker aggregates if used would get crushed under traffic loads, would produce
smaller pieces not coated with binder and these would be easily displaced or loosened out
resulting in loss of the surface / layer. In short the aggregate used in road construction must
strong enough to withstand crushing under roller and traffic. Specific Gravity & Water

4) Absorption Test:

The specific gravity of an aggregate is an indirect measure of its strength, the more specific
gravity the more is the strength, in general. Water absorption is expressed as percentage ratio
of water absorbed to the weight of the oven dry aggregate. The water absorption of aggregates
is needed in deciding the proportion of water in concrete while designing the mix

Ajim S.Sutar (2015) states that The Use of waste plastic in Bituminous Mixture: The polymers
utilized to modify asphalt can be classified into three main groups, namely: thermoplastic
elastomers, plastomers, and reactive polymers. The use of waste thermoplastics is currently
being considered for bitumen modification. Plastics are low-density durable, formable and low-
cost materials which, owning to their properties, are widely used in many areas, sectors and
industries. There are seven types of plastics: PET (polyethylene terephthalate), HDPE (high-
density polyethylene), PVC (polyvinyl chloride), LDPE (low-density polyethylene), PP
(polypropylene), PS (polystyrene), other types of plastics. India, UK, and Ireland are the
countries with more experience in looking for new applications for plastic waste including their
use in asphalt mixes. In India, the utilization of plastic wastes in construction of flexible road

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 Chapter | 2: LITERATURE REVIEW

pavement started in the year 2000. Bitumen plays the role of binding the aggregate together by
coating over the aggregate in the construction of flexible pavements. It also improves the
strength and life of road pavements. But its resistance towards water is poor. 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 130-180°C. Softened
plastics have a binding property. Hence, it can be used as a binder for road construction.
Improvement in properties like Marshall Stability, retained stability, indirect tensile strength
and rutting was observed in Plastic modified bituminous concrete mixes. It was observed that
the stiffness increased by 10% for the chemically modified bituminous mixtures. This
improvement is attributed to an increase in the bonding forces between the aggregates and the
bitumen. The coating of plastic reduces the porosity & absorption of moisture. The addition of
polyethylene leads to a strong increase in the rigidity of material like to a reduction of thermic
susceptibility to the high temperatures of service. The applications which are made of these
properties are mainly the use out of bituminous mix, and to a lesser extent in layer of
reinforcement or to allow the use of materials of weak angularity. The waste shredded plastic
of size 2 mm to 8 mm of LDPE was used to coat stone aggregates so as to make them as
polymer coated aggregate before they were mixed in hot mix plant. Use of waste plastic 0.76%
by weight of aggregate and 3% filler significantly improve the volumetric properties of
bituminous mixes resulting better performance with plastic Study of Bituminous Mixture
Modified with Plastic Waste - Effect of Hot Temperature on waste than control mix. Use of
recycled plastics composed predominantly of polypropylene and low-density polyethylene in
plain bituminous concrete mixtures with increased durability and improved fatigue life.
Resistance to the deformation of the asphaltic concrete modified with polythene of low density
was improved. When RPE added to bitumen results in a remarkable modification of its
rheological response. In the intermediate and high in-service temperature region, RPE
modification leads to an increase in the values of the storage and loss moduli, and viscosity, as
well as an apparent decrease in thermal susceptibility. By using plastic (LDPE-PP) as a coating
over aggregates, the properties of aggregates are improved the plastic-coated aggregate
samples are more stable than polymer modified bitumen. The asphalt mix with polymer (LDPE
plastic waste) presents an increase in stability and a decrease of creep. The best formulation
was obtained with adding 5 % of LDPE, which increases the resistance by 16 % relative to
witness asphalt.

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 Chapter | 2: LITERATURE REVIEW

Bhageerathy K. P, Anu P. Alex, Manju V. S, and Raji A. K (2014) states that 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., Looking
forward the scenario of present life style a complete ban on the use of plastic cannot be put,
although the waste plastic taking the face of devil for the present and future generation. We
cannot ban use of plastic but we can reuse the plastic waste. There visibility has been perceived
as a serious Problem and made plastic a target in the management of solid waste. They also
have a very long lifetime and burning of plastics waste under uncontrolled conditions could
also lead to generation of many hazardous air pollutant (HAP) depending upon the type of
polymers and additives used. The mix polymer coated aggregate and tyre modified bitumen
have shown higher strength. Use of this non-biodegradable (according to recent studies,
plastics can stay unchanged for as long as 4500 years on earth) product is growing rapidly and
the problem is what to do with plastic-waste. Studies have linked the improper disposal of
plastic to problems as distant as breast cancer, reproductive problems in humans and animals,
genital abnormalities and even a decline in human sperm count and quality. If a ban is put on
the use of plastics on emotional grounds, the real cost would be much higher, the inconvenience
much more, the chances of damage or contamination much greater. The risks to the family
health and safety would increase and, above all the environmental burden would be manifold.
Hence the question is not „plastics vs no plastics‟ but it is more concerned with the judicious
use and re-use of plastic-waste. Use of this mix for road construction helps to use plastic waste
effectively. Now a days waste plastic is used in bituminous road construction. This technology
is not a new concept rather not practiced widely. 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.

Kotresh K.M, Yared Bayu Kebede, Bhavya R and Vageesh.H.P (2016). “A Study on Use
of Plastic Wastes in Road Pavement Construction.” States that Plastic is everywhere in
today’s lifestyle and its disposal is a major problem. It is a non-biodegradable product due to
which these materials pose environmental pollution and problems like Brest cancer,
reproductive problems in humans and animals and genital abnormalities. We can use of waste
plastic in flexible pavements in such a manner that is gets coated over the surface of aggregate
by heating (140˚C - 160˚C) because plastics like polypropylene, polyethylene, polystyrene
used in PET bottles, disposal glasses, handbags, covers of various appliances

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 CHAPTER: 3

METHODOLOGY

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 CHAPTER | 3: METHODOLOGY

3. Materials and methods

3.1. Basic Materials

The materials used are as follows.

i. Aggregates

ii. Bituminous Binder

iii. Polypropylene.

3.1.1. Bitumen

The bitumen used, AC-20 grade, was obtained from a local road contractor in Kumasi.

Physical properties of this bitumen are presented in Table 2. After the experimental procedures, the
modified properties were compared with the National Highway Authority Of India (NHAI) bitumen
specifications (Table 1).

Penetration (mm) at 25 °C, 100 g,5 s –

Softening Point,°C 48–56

Kinematic Viscosity at 135 °C, cSt. 300

Viscosity at 60 °C, cP 2000 ± 400

Specific Gravity 1.01–1.06

Table 1. National Highway Authority of India Specifications for unmodified bitumen

(AC-20 Grade).

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Penetration (mm) at 25 °C, 100 g,5 s 140

Softening Point,°C 53

Kinematic Viscosity at 135 °C, Cst. 360

Viscosity at 60 °C, centipoise 2300

Specific Gravity 1.01

Table 2. Physical Properties of Unmodified bitumen.

3.1.2. Plastic

The plastic used was waste plastic bottles, bags, wrappers, etc collected from residential areas which
were later shredded and finely graded and made in 25kg bags.

3.2. Method

3.2.1. Modified bitumen preparation

The wet process was employed; Samples were prepared, using melt-blending technique. Bitumen
(400 g) was heated in oven till fluid condition and polymer was slowly added. The speed of the
mixer was kept above 120 rpm and temperature, between 160 °C and 170 °C. The concentration of
PP and HDPE, ranged from 0.5% −3% by weight of blend with an increment of 0.5%. Mixing was
continued for 30mins-1hr to produce homogenous mixtures. The polymer modified bitumen (PMB)
was then sealed in containers and stored for further testing. Empirical test such as penetration,
softening point and viscosity were then conducted on the prepared samples.

3.3. Steps To Follow While Adding PP In Bituminous Mixture:

Step 1:

Plastics waste (bags, cups , thermocol) made out of PP, cut into a size between 1.18 mm and
4.36mm using shredding machine, (PVC waste should be eliminated)

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Step 2:

The aggregate mix is heated to 165°c (as per the HRS specification) and transferred to mixing
chamber.

Step 3: Similarly, the bitumen is to be heated up to a maximum of 160°c (HRS Specification)

to have good binding and to prevent weak bonding. (Monitoring the temperature is very
important)

Step 4:

At the mixing chamber, the shredded plastics waste is to be added over the hot aggregate. It
gets coated uniformly over the aggregate within 30 to 45 secs, giving an look of oily coated
aggregate.

Step 5:

The plastics waste coated aggregate is mixed with hot bitumen and the resulted mix is used
for road construction. The road laying temperature is between 1100°c to 1200°c. The roller
used is 8-ton capacity.

3.4 EXPERIMENTAL WORK

3.4.1 General

It involves mainly 2 processes. i.e.,

a) Preparation of samples

b) Testing

3.4.2 Construction Process

There are two important processes namely dry process and wet process used for bitumen mix
flexible pavement.

A. Dry Process:

For the flexible pavement, hot stone aggregate (170˚C) is mixed with hot bitumen (160˚C) and
the mix is used for road laying. The 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 viscous-elastic property. The aggregate, when coated

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with plastics improved its quality with respect to voids, moisture absorption and soundness.
The coating of plastic 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.

Advantages of dry process:

• Plastic is coated over stones – improving surface property of aggregates.

• Coating is not so easy & temperature required is same as road laying temp.

• Flexible films of all types of plastics can be used.

• Doubles the binding property of aggregates.

• Bitumen bonding is strong than normal.

B. Wet Process:

Waste plastic is ground and made into powder; 2.5to 12.5% plastic is mixed with the bitumen.
Plastic increases the melting point of the bitumen and makes the road retain its flexibility during
winters resulting in its long life. Use of shredded plastic waste acts as a strong binding agent
to make bitumen last long. By mixing plastic with bitumen, the ability of the bitumen to
withstand high temperature increases. The plastic waste is melted and mixed with bitumen in
a particular ratio. Normally, blending takes place when temperature reaches 45.5˚C but when
plastic is mixed, it remains stable even at 55˚C.

Advantages of Wet Process:

This Process can be utilized for recycling of any type, size, shape of waste material (Plastics,
Rubber etc.)

3.5. Tests for Aggregate:

1. Specific Gravity & Water Absorption Test

2. Aggregate Impact Value Test

3. Aggregate Crushing Value

4. Los Angeles abrasion test

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3.6. Tests For Bitumen

1. Penetration Test

2. Softening Point Test

3. Ductility Test

4. Viscosity Test

5. Flash Point and Fire Point

6. Specific Gravity Test

3.6.1. Specific Gravity & Water Absorption:

The specific gravity of an aggregate is an indirect measure of its strength. The more specific
gravity the more is the strength. The value of specific gravity of plain aggregate is less as
compare to that of plastic-coated aggregate. Since aggregates having low specific gravity are
generally weaker than those with higher specific gravity values, the results say that the specific
gravity of the aggregates are increased increasing its strength. Its range should be within 2.5-
3.0%. The aggregate is chosen also on the basis of the moisture absorption capacity. The
aggregate when coated with plastics improved its quality with respect to moisture absorption.
The coating of plastic decreases the moisture absorption and helps to improve the quality of
the aggregate and its performance in the flexible pavement. The results show that the moisture
absorption of the aggregate is within the range of IRC specifications which reduced to nil due
to coating. Its range should be less than 1%.

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Fig.3.1 Water Absorption of Aggregate

Fig.3.2 Specific Gravity of Aggregate

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3.6.2 Aggregate Impact Value:

The coating of plastics improves Aggregate Impact Value, thus improving the quality of the
aggregate. Moreover, a poor quality of aggregate can be made useful by coating with polymers.
It helps to improve the quality of flexible pavement. This shows that the toughness of the
aggregate to face the impacts. Its range should be less than 10%.

Fig 3.3 Aggregate Impact value

3.6.3 Aggregate Crushing Value:

The aggregate with lower crushing value indicates a lower crushed fraction under load and
would give a longer service life to the road. Weaker aggregate would get crushed under traffic
load. It is clearly seen from graph that plastic coated aggregates show the lower crushing value
and which can be withstand to traffic load more efficiently than the plain aggregates. The
results show that the aggregates are within the range according to ISS. Its range should be less
than 30-35%.

Fig. 3.4 Aggregate Crushing Value Test

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3.6.4 Los Angeles abrasion test:

The repeated movement of the vehicle will produce some wear and tear over the surface of
pavement. This test gives that wear and tear in percentage. Under this study the percentage of
wear and tear values of plastic-coated aggregate is found to be in decreasing order with respect
to the percentage of plastics. When the Los Angeles abrasion value of plain aggregate value is
compared with the plastic-coated aggregates the values are less for coated aggregates. The
results obtained are within the range hence can be used for the construction. Its range should
be less than 35%.

Fig. 3.5 Los Angel’s Abrasion

3.6.5 Penetration of Bitumen:

Penetration of a bituminous material is the distance in tenths of millimetre that standard needle
will penetrate vertically into a sample under standard conditions of temperature, load and time.
With increase in polypropylene plastic waste it was observed that the penetration of bitumen
is decreases.

Fig. 3.6 Penetration Test

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3.6.6 Softening Point of Bitumen:

Softening point is the temperature at which the substance attains a particular degree of
softening under specified conditions of test. It was observed that with increase in plastic content
the value of softening value increases. The value of softening point shows the bitumen is
susceptible to temperature or not.

Fig. 3.7 Softening Point

3.6.7 Ductility Value of Bitumen:

The ductility of bituminous material is the distance in centimetres to which it will elongate
before breaking when a briquette specimen of the materials is pulled at a specified speed and
at specified temperature.

Fig. 3.7 Ductility Test

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3.6.8 Viscosity Value of Bitumen:

Viscosity is defined as inverse of fluidity. Viscosity thus defines the fluid property of
bituminous material. The degree of fluidity at the application temperature greatly influences
the ability of bituminous material to spread, penetrate into the voids and also coat the
aggregates and hence affects the strength characteristics of the resulting paving mixes.

Fig. 3.8 Viscosity Test

3.6.9 Flash Point and Fire Point of Bitumen:

Bituminous materials leave out volatiles at high temperatures depending upon their grade.
These volatile catch fire causing a flash. This is very hazardous and it is therefore essential to
qualify this temperature for each bitumen grade. Flash point: The flash point of a material is
the lowest temperature at which the vapour of substance momentarily takes fire in the form of
a flash under specified condition of test. Fire point: The fire point is the lowest temperature at
which the material gets ignited and burns under specified condition of test. The clearly shows
with addition of polypropylene content to the bitumen increases the value of flash and fire
points.

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Fig. 3.9 Flash & Fire Point

3.6.10 Specific Gravity of Bitumen:

The specific gravity of bitumen is an indirect measure of its strength. The more specific gravity
the more is the strength. The value of specific gravity of conventional bitumen is less as
compare to that of plastic coated bitumen. From the graph of specific gravity, the results say
that the specific gravity of the bitumen are increased increasing its strength. Its range should
be within 0.97-2.5 depending on type of additive (plastic waste) added.

Fig. 3.10 Specific Gravity of Bitumen

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3.7 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:

1. Cellulose Plastics,
2. Synthetic Resin Plastics,
3. Protein Plastics,
4. Natural Resins,
5. Elastomers and Fibers.

But depending on their physical properties, may be classified as

1. 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
remoulded. Thermosetting materials which once shaped cannot be softened/remoulded by the
application of heat. The examples of some typical thermoplastic and thermosetting materials
are tabulated in Table 6 Below

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The TGA analysis of thermoplastics has proven that there is no gas evolution in the temperature
range of 130-180o C and beyond 180o C 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 155-165 o C

Bitumen is a sticky, black and highly viscous liquid or semi-solid, in some natural deposits. It
is also the residue or by-product of fractional distillation of crude petroleum. Bitumen
composed primarily of highly condensed polycyclic aromatic hydrocarbons, containing 95%
carbon and hydrogen (± 87% carbon and ± 8% hydrogen), up to 5% sulphur, 1% nitrogen, 1%
oxygen and 2000 ppm metals. Also, bitumen is Mixture of about 300 - 2000 chemical
components, with an average of around 500 - 700. It is the heaviest fraction of crude oil, the
one with highest boiling point 525o C

3.8 Different forms of Bitumen:

1. Cutback Bitumen: A suitable solvent is mixed to reduce viscosity. Bitumen Emulsion:

bitumen is suspended in finely divided condition in aqueous medium 60% bitumen and 40%
water.

2. Bituminous Primers: Mixing of penetration bitumen with petroleum distillate.

3. Modified Bitumen: Blend of bitumen with waste plastics & or crumb rubber.

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Various Grades of Bitumen used for pavement purpose Grade: 30/40; Grade: 60/70; Grade:
80/100

3.9 The Desirable Property of Bitumen for Pavement

• Good cohesive and adhesive binding property.

• Water repellent property.

• It is its thermoplastic nature, (stiff when cold liquid when hot), that makes bitumen so useful.

3.10 Drawbacks of Bitumen

• Temperature Effect: At high temperature bleeding of road occurs reducing performance of

road.

• Oxidation Effect: Due to oxidation bitumen may led to cracking & crazing phenomenon.

• Water Effect: Due to water, bitumen strips off from the aggregate forming pothole on roads
as being water repellent material. Reducing life of roads.

• High Cost - Being petroleum product it costs much higher.

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 CHAPTER 4

RESULT ANALYSIS

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4. Results And Discussions

On the basis of above methodology, various aspects regarding the Polymer coated aggregates
are being discussed below:

Aggregate Impact Value: The coating of plastics improves Aggregate Impact Value, thus
improving the quality of the aggregate. Moreover, a poor quality of aggregate can be made
useful by coating with polymers. It helps to improve the quality of flexible pavement. This
shows that the toughness of the aggregate to face the impacts. Following are the ranges of the
aggregates used in road construction. It was seen that the results obtained were in the limits.

Aggregate Crushing Value: The aggregate with lower crushing value indicate a lower crushed
fraction under load and would give a longer service life to the road. Weaker aggregate would
get crushed under traffic load. It is clearly seen from Table that plastic coated aggregates show
the lower crushing value and which can be withstand to traffic load more efficiently than the
plain aggregates. The results show that the aggregates are within the range according to IS.
However aggregate crushing value have not been specified by the IRC for coarse aggregates
to be used in bituminous pavement construction methods. Hence the aggregate can be used for
the road construction.

Table 4.1: Aggregate Crushing Value

Specific Gravity: The specific gravity of an aggregate is an indirect measure of its strength.
The more specific gravity the more is the strength. The value of specific gravity of plain
aggregate is less as compare to that of plastic-coated aggregate. Since aggregates having low
specific gravity are generally weaker than those with higher specific gravity values, the results
say that the specific gravity of the aggregates are increased increasing its strength.

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Table 4.2: Specific Gravity

Fig 4.1: Visual Image of Polypropylene

4.1 Discussion

4.1.1 Penetration

For unmodified bitumen, PP and HDPE modified bitumen, the sharp decrease in the penetration
value of 104.3dmm for base bitumen to 88.03dmm for HDPE and 135.2dmm for PP at 0.5%
concentration of polymer shows the increase in the hardness of the PMB. This is because of the use
of the high molecular weight polymer, HDPE. The melting temperature of HDPE and PP is 135 °C
and 165 °C respectively, Polyethylene at temperature above 160 °C is in melt state; it absorbs some
oil and release low molecular weight fraction into the bitumen which increases the viscosity of the
PMB. Thus, it increases the viscosity by the end of mixing process, and by the time it cools harden
mixture was formed. The hardening of the bitumen can be beneficial as it increases the stiffness of
the material, thus the load spreading capabilities of the structure but also can lead to fretting or
cracking. Penetration is related to viscosity and empirical relationships have been developed for

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Newtonian materials. If penetration is measured over a range of temperatures, the temperature

susceptibility of the PMB/neat bitumen can be established.

4.1.2 Softening point

There is a linear increase in the softening temperature for HDPE PMBs up to 3% concentration of
polymer in bitumen as compared to base bitumen. Thermoplastic modification does not significantly
affect the softening point as compared to the penetration. This is attributable to the internal structure
formed by the polymer, which seems to be thermodynamically stable and does not significantly
affect the softening point of the PMB. HDPE shows rapid increase in softening point in comparison
to PP. This confirms that the PMBs with an increase softening point have been found to show
enhancement in pavement performance characteristics in terms of rutting, fatigue and temperature
susceptibility. Again, it can also be observed that, PP offers lesser variation in softening point, which
may be due to homogeneity achieved during blending of PP with base bitumen as a result of its low
molecular weight and also being more polar. Thus, PMB with PP may offer better rutting resistance
at higher temperature.

4.1.3 Polypropylene:

Plastics can be observed to have a comparatively reduced influence on the microstructure of the
binder at low polymer ratios as compared to HDPE. There is very little increment in the intensity of
the prominent peaks as polymer ratio is increased from 0.5% to 1.5%. Between 2% and 3% PP
modification, the intensity of the groups absorbing in the aliphatic CH IR region become more
pronounced. This is indicative of the functional influence the polymer begins to display as its
percentage ratio increases. The most intense peak for PP also occurs between 3000 and 2850 cm−1
at 3% PP content. The corresponding trend of increase in peak intensity as polymer ratio increases
of the different spectra suggests that the polymer ratio could have been increased beyond 3% for PP
modified bitumen.

4.1.4 Cost reduction:

The economical aspect was reviewed in terms of reducing asphalt-making cost. The calculation
was conducted for each PP content by assuming road dimension 100 m x 3.5 m x 0.05 m and
specific gravity 2.47. The result showed that cost reduction for PP content PP 0.5%, 0.8%,

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and 1%, respectively, were 0.316%, 0.248%, and 0.083%. Thus, asphalt with PP content 0.5%
shows the highest cost reduction and the most economical.

4.2 Results:

Table 4.3: Tests on Polymer Modified Bitumen

Table 4.4 Comparison Between Conventional Bitumen And PP

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Table 4.5 Cost Comparison Between Conventional Mix and Modified Mix

Table 4.6 Comparison Between Conventional Roads and Modified Roads

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Table 4.7 Significance of The Test Results

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CHAPTER 5

CONCLUSION

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 CHAPTER | 5: CONCLUSION

5. CONCLUSION

From the experimental results conducted on the plastic waste, aggregate and bitumen, we can
conclude that,

1. The optimum value of plastic waste added from the experimental results is 9 to 10% by
weight.

2. Adding of plastic waste in the bitumen resulted in increase in the properties of bitumen and
aggregate

3. Reduces the quantity of bitumen up to 9-10 % by weight and reduces the cost of construction
of flexible pavement.

4. By using plastic waste in the construction of flexible pavement we can reduce the impact on
the Environment.

5.1 Acknowledgments

The various tests as described in this paper were carried out in the Central Materials Laboratory
of the Lasjan Industries, Budgam. The base Bitumen was also provided by a Road Contractor in
Lasjan. Technical support was provided by Er. Zulfi Ahmed, Budgam

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CHAPTER 6

REFERENCES

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