1

"Use Of Waste Plastic Material In

Bitumen"

Submitted By:

M. Umair Muslim.............(F15BSCT009)

Submitted To:

Engr.Ali Ammar
Global Institute Lahore

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In Holy Quran:

“And He it is who created the heavens and the earth in six days - and his throne was upon the
water - that he might try you, which of you is best in conduct.”

______________________________ ________________________________
Internal Supervisor Signature External Supervisor Signature

Department of Civil Engineering Technology

Global Institute Lahore

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 Dedication

Dedicated to our adorable & affectionate parents, to whom shall we never return their love &
sacrifices, to our beloved teachers. The institute to whom we are very thankful i.e. Global
Institute Lahore, their motivation, stipulated vision and thoughtful suggestions have been a
constant source of inspiration & it is their prayers which have bought us success in completion of
this one of its kind project.

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 Acknowledgement

There is nothing abnormal to remark that an adequate & readily available guidance would
facilitate the accomplishment of even the most difficult of the task. It was my good fortunate that
I worked on this project under the enlightened guidance and expert supervision of my
affectionate teacher Engr. Ali Ammar. I am able to make this project due to encouragement,
enthusiasm and persistence. I am extremely obliged to his, for it was purely due to his scholarly
thinking and reinforcing ideas that I could remain persistent in my efforts. His criticism and
suggestions were always designed to eliminate the superfluous & ambiguous matter, thus
enabling my project activities well goal directed.

I sincerely & earnestly pay humble & heartedly thanks to my affectionate parents who not
supported me financially & morally but also inspired me to higher ideas of life, specially mother
who has always put me first.

Last but not the least cooperation help extended by my friends & colleagues are gratefully
acknowledged.

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 Abstract

Purpose:

Bottles, containers and packing strips etc. is increasing day by day. As a result amount of
waste plastic also increases. This leads to various environmental problems. Therefore it is
necessary to utilize the wastes effectively with technical development in each field. The increase
of plastic waste generation leads the serious problems, it will easily dispose to landfill, urban and
commercial areas. When the unsafe plastic waste secretes the toxic chemicals that leach out into
the soil and under-ground water and then pollutes the water bodies. Plastic disposal is one of the
major problems for developing countries like Pakistan, at the same time Pakistan needs a large
network of roads for its smooth economic and social development. The limited source of
bitumen needs a deep thinking to ensure fast road construction. Therefore, the use of plastic
waste in road construction not only can help to protect our environment but also able to help the
road construction industry. The aims of this research are to determine the physical and chemical
properties of modified bitumen containing different percentages of plastic waste and also to
determine the optimum percentage of plastic waste in modified bitumen. Modified bitumen was
prepared by using blending techniques. Bitumen was heated and plastic waste was slowly added.
Physical and chemical of bitumen were analyzed by conducting the laboratory tests such as
penetration, softening point, viscosity and also direct shear. As the content of plastic waste
increase, the penetration grade, softening point and viscosity of bitumen increase. Plastic waste
improves the performance of bitumen when it was added into bitumen. The usage helps to
improve the performance of the road pavement which also reduces the rutting effect.

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 Table Of Content

Chapter 01:

Introduction………………………………………………………………………10

1.1 Introduction of Plastic.......................................................................................10

1.2 Global Review Of Plastic..................................................................................11

1.3 Classification Of Plastic....................................................................................15

1.4 Additive Chemicals In Plastic...........................................................................17

1.5 Introduction To Bitumen...................................................................................18

1.6 Classification Of Bitumen.................................................................................18

Chapter 2

Literature Review....................................................................................................20

2.1 Previous Studies................................................................................................20

2.2 Plastic Consumption In Pakistan.......................................................................22

2.3 Drawbacks Of Un-Modified Bitumen...............................................................25

2.4 Why Use Plastic As Waste Material..................................................................25

2.4.1 Binding Property Of Plastic……………………………………………........26

Chapter 3

Methodology

3.1 Methodology......................................................................................................27

3.1.2 Methodology Flow Chart................................................................................28

3.1.3 Preparation Of Specimen…………………………………………………….29

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Tests On Specimen

3.1.4 Theoretical specific gravity of the mix Gt......................................................30

3.1.5 Bulk specific gravity of mix (Gm....................................................................30

3.1.6 Air voids percent (Vv.......................................................................................31

3.1.7 Percent volume of bitumen Vb.........................................................................31

3.2 Experiments.........................................................................................................32

3.2.1 Soundness Test.................................................................................................32

3.2.2 Aggregates Impact Value.................................................................................32

3.2.3 Loss Angle's Abrasion Test..............................................................................32

3.2.4 Marshal Stability Test......................................................................................32

3.2.5 Softening Point Test..........................................................................................32

3.2.6 Penetration Index Test.......................................................................................33

3.2.7 Ductility Test.....................................................................................................33

3.2.8 Flash & Fire Point Test......................................................................................33

3.2.9 Viscosity Test.....................................................................................................33

3.2.10 Dynamic Shear Rheometer..............................................................................34

3.3 Process Of Manufacturing Of Pavement Using Waste Plastic.............................35

3..3.1 Dry Process........................................................................................................35

3.3.2 Advantages Of Dry Process................................................................................35

3.3.3 Disadvantages Of Dry Process...........................................................................36

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3..3.4 Wet Process.......................................................................................................37

3.3.5 Advantages Of Wet Process...............................................................................37

3.3.6 Disadvantages of wet Process............................................................................37

Chapter 4

Results

4.1 Determination Of Softening Point……………....................................................38

4.2 Penetration Test....................................................................................................40

4.3 Ductility Test..........................................................................................................41

4.4 Stripping Test.........................................................................................................42

4.5 Flash & Fire Point Test..........................................................................................43

4.6 Direct Shear Rheometer Test.................................................................................44

4.7 Viscosity Test.........................................................................................................46

4.8 Marshal Stability Test............................................................................................48

Chapter 5

Conclusion..................................................................................................................49

References ..................................................................................................................51

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List Of Figures

Waste Plastic

Bitumen

Brookfield Viscometer

DSR Rheometer

Penetration Point Testing Machine

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 Chapter:1

1.1 Introduction:

Plastics is a material that contains one or more organic polymer of large molecular
weight, solid in its finished stated and it also can flow under specific state. It is durable and has
very slow process of degradation. Plastic can be divided into two major categories which are
thermoses and thermoplastics. Thermos is a condition of plastic when it is in solid form. This
type of plastic is very useful in their durability and strength. Now a days, the use of the plastic
bag with several of sizes has been growing day by day. This development led to an increase in
the amount of waste. This hazardous waste is disposed by land filling or incineration. Waste
plastic does not undergo bio-decomposition. Therefore, whether it is land filled or incinerated, it
still pollutes the land and the atmosphere. However, the discovery of the binding property of
plastic in its molten state which can be used in road laying has help to well manage this waste
plastic. Road pavement that uses plastic waste as one of it material is called plastic road.[1]

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1.2 A global overview of plastic:

The focus of discussion in Section 1.1.1 on global plastic production, plastic classification and
additive chemicals in plastic.

Global plastic production

The term ‘plastic’ is used here to define a sub-category of class of materials called polymers.
ECHA (2012) has defined a polymer is an organic macromolecular substance characterized by
the sequence of monomer unit. Polymers have long chainlike structure, heavy molecular weights
and structured of repeating carbon compounds that develop naturally or can be synthesized.
Figure 1.1 shows world plastic production was approximately 1.5 million metric tons in 1950 but
rapidly increased over 6 decades up to 335 million metric tons in 2016. The productions include
thermoplastics, polyurethanes, thermosets, adhesives, coatings and sealants materials noted that
global plastic production grew rapidly responding to an increasing world population (Figure 1.2)
[2].

Figure:1.1 Plastic production in the world and Europe from 1950 to 2016. Data sources:
Plastics Europe (2017), Plastics Europe (2015) and Plastics Europe (2013).

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Figure:1.2 The change in global plastic production with the world population. Source:
Andrady (2017).

Plastic bag is non-biodegradable but most of it is recyclable. The recycled products are more
environmentally harmful than the first time manufactured ones because every time plastic is
recycled it is subject to high intensity heat. This can make it to deteriorate and lead to
environmental pollution. That is why, it is necessary to determine the effective way to deal with
this non-biodegradable waste.[2]

The use of plastic waste in road construction can be one of the solutions. This type of
construction gives benefit to environment because it uses plastics that would otherwise be
disposed through environmentally harmful means. Other type of methods that has been used to
deal with plastic waste is by incineration. However, often incinerators used are not recommended
standards and guidelines.[2]

It is particularly significant to use plastic waste because it can minimize the land filling. It was
translates that 1.125 tons of plastic wastes are used per km of single lane road. In addition, the
dry process does not result in the burning of plastics because they are only heated. In the process
of 316 making this plastic road, plastic wastes are not burnt and no carbon dioxide liberated into
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the atmosphere. In India, 2500 km of plastic road has been laid and save over 2500 tons of
plastic waste and give 7500 tons less of CO2 that has escaped into atmosphere which can reduce
global warming.[2]

The objective of this research is to investigate the effect of using different percentages of plastic
waste on penetration, viscosity and rheological properties of bitumen. The main problems of
asphalt pavement material is rutting and also cracking which is resulted from its main property of
being high temperature susceptibility. Therefore, the specific objectives of this study are to study
the physical and chemical properties of modified bitumen containing different percentages of
plastic waste and also to determine the optimum percentage of plastic waste in modified
bitumen.

Bitumen grade of 60-70 was used in this research. Physical tests for the viscosity, penetration
and also softening points for both unmodified and modified bitumen of 60-70 penetration grades
were included in this study. In addition, the rheological properties of modified binders will able
to help for the identification of the importance of using the modifiers in pavement industries. The
test for rheological will be conducted by using a Direct Shear Rheometer (DSR) apparatus based
on the fundamental of dynamic mechanical analysis. All the procedures used for the laboratory
works are referred to American Society for Testing and Material (ASTM) specifications.

In the world, China is the largest producer of plastic materials (26%), followed by European
countries (20%) and NAFTA (North American Free Trade Agreement) countries (19%) in 2014
(Plastics Europe, 2015). Figure 3 shows the share of world plastic materials production in 2006
and 2014.

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Figure 1.3 Global production share of plastic materials in 2014 and 2016. Source: Plastics
Europe (2015)

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1.3 Classification of plastics

Plastic can be classified based on its materials types and size.

Figure 1.4 Definition and resin types of thermoplastics and thermosets.

Sources: Plastics Europe (2017).Plastic commonly refers to a group of synthetic polymers which
can be classified as thermoplastics and thermosets (Elshabini et al., 2017). Figure 4 defines and
lists a number of plastic materials (resins) of thermo sets and thermoplastics. According to Lee et
al. (2014), polyethylene, polypropylene and polystyrene are the main resins of plastic litter found
in the marine environment.

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Size classification: macroplastics and microplastics

Size classification: macroplastics and microplastics.

In general, plastics can be classified based on their size as macroplastics or microplastics Some
studies have defined various diameter of macroplastics of >20 mm [2] and >200 mm [3]

Microplastics are defined as plastic fragments or particles with diameter of <2 mm [3] and 0.33–
4.75 mm [3] The size classification of plastic used here is based on GESAMP (2015) which
defines microplastics diameter of <5 mm and macroplastics diameter of >5 mm.

Van Cauwenberghe et al. (2015) suggest a classification of plastic nomenclature based on size to
be nanoplastic, microplastic, mesoplastic and macroplastic as shown in Figure 1.5.

Figure 1.5 Nomenclature of plastic based on size. Source: Van Cauwenberghe et al. (2015).

Microplastics can be differentiated as the primary and secondary microplastics. Primary

microplastics were originally manufactured for industrial or domestic applications to be of a
microscopic size [2]while secondary microplastics have been generated by exposure to
ultraviolet irradiation, weathering and mechanical fragmentation of larger plastics in the
environment [12].

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1.4 Additive chemicals in plastics

Plenty plastics frequently contain a wide variety of additive chemicals which are added to
revamp the properties of plastic products [12]Table 1 lists of common additive chemicals with
some functions in plastic.

Table 1.1 Common additive chemicals in plastic

Short Name Full Name Function in Plastic

anti-cracking agents in nail
DBP dibutyl phthalate
varnish
skin softeners, colour and
DEP diethyl phthalate fragrance
fixers
DEHP di-(2-ethylhexyl)phthalate plasticizer in PVC

HBCD Hexabromocyclododecane flame retardant

stabilizer in food packaging

NP Nonylphenol
and PVC
Polybrominated diphenyl ethers
PBDEs flame retardants
(penta, octa & deca forms)
Source: GESAMP (2016).

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1.5 Bitumen

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% sulfur, 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 (525oC).

1.6 Different Forms Of Bitumen

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.

Bituminous Primers: Mixing of penetration bitumen with petroleum distillate.

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

The desirable property of bitumen for pavement

• Good cohesive and adhesive binding property.

• Water repellant property.

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

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Chapter 2

Literature Review

2.1 Previous Studies:

Plastic waste can act as binder and also modifier. When this materials was heating soften
at130°C, the result indicates no gas evolution occur in the range of 130°C-180°C and the binding
property of the softened plastics have appear. Several types of materials such as granite stone and
ceramics can be coated with molten plastics waste and give the increase in the values of the
compression and also bending strength. Therefore, waste plastics have a high potential to
enhance the road characteristics.

Plastic road give better resistance towards rain water and water stagnation, no stripping and no
potholes, increase binding and better bonding of the mix, reduction in pores in aggregate and
hence less rutting and raveling, no leaching of plastics, no effect of radiation like UV, the
strength of the road is increased by 100%, the load withstanding property increases. It also helps
to satisfy today’s need of increased road transport, for 1km x 3.75m road, 1 ton of plastic waste
is used and 1 ton of bitumen is saved, cost of road construction is also decreased, disposal of
waste plastic will no longer be a problem, the use of waste plastics on the road has helped to
provide better place for burying the plastic waste without causing disposal problem.

Centre for Transportation Engineering of Bangalore University have discuss about the
possibility use of the processed plastic bags as an additives in bituminous mix. The properties of
the modified bitumen are compared with normal bitumen and it shows that the penetration and
ductility values of the modified bitumen decreased as the proportion of plastic addictive
increased. This can be shows that the life of the pavement surfacing course that used modified
bitumen can be increased substantially compared with normal bitumen. The 25 km plastic road
was laid in Bangalore and it shows superior smoothness, uniformity and less rutting compared
with normal road which began developing “crocodile cracks” soon after. The process of plastic
road construction was improved in 2003 by Central Road Research Institute Delhi (CRRI).
This construction of plastic road has proved that the road life improves through the improved
tackiness and viscosity of the bituminous mix.

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Prof.C.E.G. Justo States that addition of 8.0 % by weight of processed plastic for the
preparation of modified bitumen results in a saving of 0.4 % bitumen by weight of the mix or
about 9.6 kg bitumen per cubic meter (m 3) of BC mix. Modified Bitumen improves the stability
or strength, life and other desirable properties of bituminous concrete mix.

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
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.

According to V.S. Punith, (2001), Some encouraging results were reported in this study that
there is possibility to improve the performance of bituminous mixes of road pavements. 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.Sundaram & Rojasay (2008) studied the Effective blending technique for the use of
plastic waste into bitumen for road laying and Polymer-bitumen mixtures of different
compositions were prepared and used for carrying out various tests. Erma S.S. (2008). concluded
that Plastics will increase the melting point of the bitumen. This technology not only
strengthened the road construction but also increased the road life.

Dr. R.Vasudevan and S. Rajasekaran, (2007) stated 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.

Mohd. Imtiyaz (2002) concluded that the mix prepared with modifiers shows:-Higher resistance
to permanent deformation at higher temperature. Sabina et al (2001) studied the comparative
performance of properties of bituminous mixes containing plastic/polymer (PP) (8% and 15% by

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wt of bitumen) with conventional bituminous concrete mix (prepared with 60/70 penetration
grade bitumen). Improvement in properties like Marshall Stability, retained stability, indirect
tensile strength and rutting was observed in Plastic modified bituminous concrete mixes. The
laboratory studies conducted by CRRI in utilization of waste plastic bags in bituminous concrete
mixes have proved that these enhance the properties of mix in addition to solving disposal
problems. The results indicated that there was an improvement in strength properties when
compared to a conventional mix. Therefore, the life of pavement surfacing using the waste
plastic is expected to increase substantially in comparison to the use of conventional bituminous
mix.

2.2 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) Thermoset plastics. The thermoplastics, constitutes 80% and thermoset
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 Pakistan.

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Table 2: Municipal Solid Waste in Cities of Pakistan [4,5]

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

Table 2 provides the data on total plastics waste consumption in Pakistan during last decade.

Table 3: Plastic Consumption in Pakistan [5,6]

S. No. Year Consumption (Tones)

1 1996 61,000

2 2001 4,00,000

3 2006 7,00,000

4 2011 13500000

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Due to the change in scenario of life style, the polymer demand is increasing everyday across the

globe.

Following table gives the polymer demand in Pakistan from 1995 to 2011.

Table 4: Polymer Demands in Pakistan (Million Tones) [7,8]

Type of polymer 1995-96 2001-02 2006-07 2010-11

PE 0.83 1.83 3.27 7.12

PP 0.34 0.88 1.79 3.88

PVC 0.49 0.87 1.29 2.87

PET 0.03 0.14 0.29 0.75

TOTAL 1.69 3.72 6.64 14.62

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2.3 Drawbacks of Un-modified 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.

2.4 Why Waste plastic ?

As A Binder and Modifier

 Soften at around 130oC.

 No gas evolution in the temperature range of 130-180oC.
 Have a binding property hence used as a binder.
 Can also be mixed with binder like bitumen to enhance their binding property.

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2.4.1 Binding property

The molten plastic waste inhibits good binding property. Following experiments were carried out
to study the binding property. The aggregate was heated to around 1700C and the shredded
plastic waste was added. Plastics got softened and coated over the aggregate. The mix of
aggregate and plastic was compacted and cooled. The block was very hard and showed
compressive strength not less than 130 MPa and binding strength of 500 kg/cm2. This shows that
the binding strength of the polymer is good. The polymer coated aggregate was soaked in water
for 72 hours. There was no stripping at all. This shows that the coated plastic material sticks well
with the surface of the aggregate. [9]

Property requirements for materials in asphalting of flexible pavements

In order to withstand tyre and weather, pavement surface layers contain the strongest and most
expensive materials in road structures. Characteristics they exhibit like friction, strength, noise
and ability to drain off surface water are essential to vehicles’ safety and riding quality. Some are
already associated with a standard test method. Apart from the nature of component binder and
aggregates, asphalt performance strongly depends on the mixture type. Selection of a type for
surface layers has to consider a multitude of factors including traffic, climate, condition of
existing surface, and economics. No single mixture type could provide all the desired properties,
often some are improved at the expense of others, making the selection difficult and contentious.
A number of properties are required of the component (particularly the coarse) aggregates such
as resistance to fragmentation, affinity with bitumen, water absorption resistance, leaching etc.
Dense bituminous macadam (DBM) is commonly used in binder course and base.[10]

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Chapter 3

Methodology & Experiments To Be Performed

3.1 Methodology

Waste plastic bags were collected from roads, garbage trucks, dumpsites and compost plants, rag
pickers, waste-buyers at Rs 5-6 per kg.Household plastic was also collected for the project work,
like empty milk bags, used plastic bags etc.The collected Plastic waste was sorted as per the
required thickness. Generally, polyethylene of 60 micron or below is used for the further process.
Less micron plastics easily mixable in the bitumen at higher temperature (160°c-170°c).It is
clean by de-dusting or washing if required. Collected Plastic was cut into fine pieces as far as
possible. The plastic pieces were sieved through 4.75mm sieve and retaining at 2.36mm sieve
was collected. Firstly, Bitumen was heated up to the temperature about 160°c-170°c which is its
melting temp. Pieces were added slowly to the hot bitumen of temperature around 160-
170°c.The mixture was stirred manually for about 20-30 minutes. In that time period temperature
was kept constant about 160-170°c. Polymer-bitumen mixtures of different compositions were
prepared and used for carrying out tests i.e. Penetration test, Ductility test, Flash point test & Fire
point test, Stripping test, Ring and ball test and Marshall Stability value test.

28
3.1.2 Methodology Flow Chart
Collection of Plastic Waste

Segregation of Different Types of Plastics

Cleaning & Drying of Waste Plastic

Shredding of Plastic Waste into 2 to 4 mm.

Stone aggregate heated to around 160-170 C o

Shredded polymer waste

heated stone aggregate for 30-40 sec. and mixed
for uniform coating at surface of aggregate
(5-10% w/w) is added to

The coated aggregate is mixed with hot

bitumen at temperature ranges from 155-165 C

The Composite (waste plastic aggregate-

bitumen mix) used for road laying at temperature
between 110-140 C

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3.1.3 Specimen preparation

Approximately 1200gm of aggregates and filler is heated to a temperature of 175⁰C to 190⁰C.

Bitumen is heated to a temperature of 121⁰C- 125⁰C with the first trial percentage of bitumen
(say 3.5 or 4% by weight of the material aggregates) to the heated aggregates and thoroughly
mixed at temperature of 154⁰C to 160⁰C

The mix is placed in a preheated mould and compacted by a rammer with 50 blows on either
side at temperature of 138⁰C to 149⁰C. The weight of mixed aggregates taken for the
preparation of the specimen may be suitably altered to obtain compacted thickness of 63.5+/-3
mm. Vary the bitumen content in the next trial by +0:5% and repeat the above procedure.

Marshal Specimen with plastic and bitumen binder

30
After The preparation of specimen some properties of the mix has to be determined which are
given below.

The properties that are of interest include the theoretical specific gravity Gt, the bulk specific
gravity of the mix Gm, percent air voids Vv, percent volume of bitumen Vb, percent void in
mixed aggregate VMA and percent voids filled with bitumen VFB.

3.1.4 Theoretical specific gravity of the mix Gt.

Theoretical specific gravity Gt is the specific gravity

without considering air voids, and is given by:

Gm= W1+W2+W3+Wb

W1/G1+ W2/G2+ W3/G3+ Wb/Gb

where, W1 is the weight of coarse aggregate in the total mix, W2 is the weight of fine aggregate
in the total mix, W3 is the weight of filler in the total mix, Wb is the weight of bitumen in the
total mix, G1 is the apparent specific gravity of coarse aggregate, G2 is the apparent specific
gravity of fine aggregate, G3 is the apparent specific gravity of bitumen.

3.1.5 Bulk specific gravity of mix (Gm)

The bulk specific gravity or the actual specific gravity of the mix Gm is the specific gravity
considering air voids and is found out by:

Gm = Wm/Wm-Ww

where, Wm is the weight of mix in air, Ww is the weight of mix in water.

31
3.1.6 Air voids percent (Vv)

Air voids Vv is the percent of air voids by volume in the specimen and is given by

Vv = (Gt-Gm) x 100/Gt

3.1.7 Percent volume of bitumen Vb

The volume of bitumen Vb is the percent of volume of bitumen to the total volume and given
by:

𝛾 = (Wb/Gb)/(W1+W2+W3+Wb)/Gm

where, W1 is the weight of coarse aggregate in the total mix, W2 is the weight of fine aggregate
in the total mix, W3 is the weight of filler in the total mix, Wb is the weight of bitumen in the
total mix, Gb is the apparent specific gravity of bitumen, and Gm is the bulk specific gravity of
mix.

32
3.2 Tests To Be Performed

3.2.1 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 coated aggregate, did not show
any weight loss, thus conforming the improvement in the quality of the aggregate.

3.2.2 Aggregated Impact Value

A study on the effect of plastic coating was extended to study on the aggregate impact value.
Aggregate was coated with 1% & 2% plastics by weight and the plastic coated aggregate was
submitted to Aggregate Impact Value test and the values were compared with values for non
coated aggregate.

3.2.3 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 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 aggregate the values are less for polymer coated aggregate.

3.2.4 Marshall Stability

Marshall stability measures the maximum load sustained by the bituminous material at a loading
rate of 50.8 mm/min. Marshall stability is related to the resistance of bituminous materials to
distortion, displacement, rutting and shearing stresses.

3.2.5 Softening point test

This test is conducted using Ring and ball apparatus. The principle behind this test is that
softening point is the temperature at which the substance attains a particular degree of softening
under specified condition of the test.

33
3.2.6 Penetration Index Test

It is measured using Penetrometer. The penetration of a bituminous material is the distance in

tenths of a millimeter, which a standard needle would penetrate vertically, into a sample of the
material under standard conditions of temperature, load and time.

3.2.7 Ductility Index Test

The ductility of a bituminous material is measured by the distance in cm to which it will elongate
before breaking when a standard briquette specimen of the material is pulled apart at a specified
speed and a specified temperature.

3.2.8 Flash and Fire point test

In the interest of safety, legislation has been introduced in most countries fixing minimum flash
point limits to prevent the inclusion of highly inflammable volatile fractions in kerosene
distillates.

3.2.9 Viscosity Test

Viscosity can be defined as a resistance to flow. This resistance to flow is important

characteristic of asphalt binder as it able to determine the behavior of the material at a given
temperature and over a range of temperatures. Viscosity is used to indicate the viscosity of
asphalt binder in the high range of temperature of mixing and paving. This measurement is used
in the Super pave PG asphalt binder specification. The RV test can be conducted at various
temperatures but since manufacturing and construction temperatures are quite similar, the test for
Super pave PG asphalt specification is always conducted at 135˚C.

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3.2.10 (DSR) Dynamic Shear Rheometer Test

The Direct Shear Rheometer (DSR) is used to classify the viscous and elastic behavior of asphalt
binder at high and intermediate service temperature and estimate its rutting and fatigue cracking
potential. The behaviors of the asphalt binder can be captured by measuring the complex shear
modulus (G*) can be considered the total resistance of the sample to deformation when
repeatedly sheared while phase angle (δ), is the lag between the applied shear stress and will
result to shear strain. The temperature of the test, size of the specimen and diameter of plate are
depends on the type of asphalt binder that is being tested.

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3.3 Processes for manufacturing bitumen mix road using waste plastic

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

3.3.1 Dry Process

For the flexible pavement, hot stone aggregate (170oC) is mixed with hot bitumen (160oC) 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 viscoelastic property. The aggregate, when coated 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.

3.3.2 Advantages of Dry Process

a. Plastic is coated over stones - improving surface property of aggregates.

b. Coating is easy & temperature required is same as road laying temp.

c. Use of waste plastic more than 15% is possible.

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

e. Doubles the binding property of aggregates.

f. No new equipment is required.

g. Bitumen bonding is strong than normal.

h. The coated aggregates show increased strength.

i. As replacing bitumen to 15% higher cost efficiency is possible.

j. No degradation of roads even after 5-6 yrs after construction.

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k. Can be practiced in all type of climatic conditions.

l. No evolution of any toxic gases as maximum temperature is 180oC

3.3.3 Disadvantages of Dry Process

a. The process is applicable to plastic waste material only.

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3. 3.4 Wet process

Waste plastic is ground and made into powder; 6 to 8 % 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”
for tar making the asphalt 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 45.5oC but when
plastic is mixed, it remains stable even at 55oC. The vigorous tests at the laboratory level proved
that the bituminous concrete mixes prepared using the treated bitumen binder fulfilled all the
specified Marshall mix design criteria for surface course of road pavement. There was a
substantial increase in Marshall Stability value of the mix, of the order of two to three times
higher value in comparison with the untreated or ordinary bitumen. Another important
observation was that the bituminous mixes prepared using the treated binder could withstand
adverse soaking conditions under water for longer duration.

3.3.5 Advantages of Wet Process

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

3.3.6 Disadvantages of Wet Process

a. Time consuming- more energy for blending.

b. Powerful mechanical is required.

c. Additional cooling is required as improper addition of bitumen may cause air pockets in roads.

d. Maximum % of waste plastic can be added around 8 %.

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Chapter 4

Results & Conclusion

4.1 Determination of Softening Point

The softening is the temperature at which the substance attains a particular degree of softening
under specified condition of test. The softening point of bitumen is usually determined by Ring
and Ball test. Generally higher softening point indicates lower temperature susceptibility and is
preferred in warm climates. The blend of different percentage of plastic waste has been prepared
and their softening points were determined as given in It is observed that the softening point
increases by the addition of plastic waste to the bitumen. Higher the percentage of plastic waste
added, higher is the softening point.

Softening Point Testing Machine

39
 Table4.1 Shows Variations in Softening point

% of Polymer in Bitumen Softening point in C

Polyethylene PE Polypropylene PP Polystyrene PS

0 50 50 50

0.5 52 57 53

1 60 62 60

1.5 62 63 61

40
4.2 Penetration Test

The penetration test determines the hardness or softness of bitumen by measuring the depth in
tenths of a millimeter to which a standard loaded needle will penetrate vertically in 5 seconds.
The bitumen grade is specified in terms of the penetration value. Samples having different
percentage of plastic waste in bitumen were prepared and their penetration values determined as
per the IS Code given in Table-4.2. The penetration values of the blends are decreasing
depending upon the percentage of polymers and the type of polymer added. The increase in
percentage of polymer decreases the penetration value. This shows that the addition of polymer
increases the hardness of the bitumen.

Penetration Testing Softening Point Testing

41
Table 4.2 Shows variations in penetration value

% of Polymer in Bitumen Penetration value at 250C(1/10th of mm)

Polyethylene Polypropylene Polystyrene

0 70 70 70

1 68 69 69

1.5 67 68 68

2 64 64 65

4.3 Ductility

It is important that the binders form ductile thin films around the aggregate. The ductility is
expressed as the distance in centimeters to which a standard briquette of bitumen can be
stretched before the thread breaks.

Samples with different percentage of plastic waste in bitumen were prepared and ductility was
checked. The Table-4.3 shows that the ductility is decreasing by the addition of plastic waste to
bitumen. The decrease in the ductility value may be due to interlocking of polymer molecules
with bitumen.

Fig-4.3. Ductility test on modified and non-modified binders using ductilometer.

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Table 4.3 Shows Variations in Ductility

% of polymer in Bitumen Ductility (cm)

Polyethylene Polypropylene Polystyrene

0 75 75 75

1 66 58 50

1.5 53 48 45

2 35 33 37

4.4 Stripping test

The stripping is due to the fact that some aggregates have greater affinity towards water than
with bituminous binders and this displacement depends on the phsico-chemical forces acting on
the system. Stripping is generally experienced only with bituminous mixtures which are
permeable to water.

Plastic waste was dissolved in bitumen and the blend was coated over aggregate. It was tested by
immersing in water. Even after 72 hours, there was no stripping. This shows that the blend has
better resistance towards water. This may be due to better binding property of the plastic waste-
bitumen blend.

43
 4.5 Flash and fire point

The studies of flash and fire points of the plastic waste-bitumen blend helps to understand the
inflammability nature of the blend. Flash point “the flash point of a material is the lowest
temperature at which the vapour of a substance momentarily takes fire in the form of a flash
under specified condition of test.”Fire point “the fire point is the temperature at which the
material gets ignited and burns under specified conditions of test.”Pensky –Martens closed cup
apparatus or open cup are used for conducting the tests. Flash and fire point of plain bitumen is
175-2100C. From the experimental results it is observed that the inflammability of the blend is
decreasing as the percentage of polymer increases. The blend has developed better resistance to
burning. The polymer bitumen blend road surfaces will be less affected by fire hazards.
Table-4.4 Shows Variation In Flash Point & Fire Point In Degree Celsius

% of Polymer In Bitumen Polyethylene Polypropylene Polystyrene

Flash Point Fire Point Flash Point Fire Point Flash Point Fire Point
0.25 280 340 320 345 240 300
0.50 290 350 330 340 270 310
0.75 295 330 333 350 280 315

1.00 340 350 342 355 295 320

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4.6 Direct Shear Rheometer (DSR) Results
The Dynamic Shear Rheometer (DSR) is used to characterize the viscous and elastic behavior of
asphalt binder at high and intermediate service temperatures. DSR also evaluate rutting and
fatigue cracking potential. Table 4.6 shows the DSR results for original and modified bitumen
60-70.
Apparatus used to determine Shear stress is shown below.

Direct Shear Test (DSR)

45
Table 4.6 DSR results for original and modified bitumen 60-70

% of Polymer In Bitumen Temperature Of Bitumen Failure in C

0 75

1.5 76

3.5 82

4 88

6 94

46
4.7 Viscosity Test

The viscosity of bitumen at high temperature is assumed as an important factor to have great
road pavement work. This is because viscosity represents the ability of bitumen to be pumped
through an asphalt plant and coating aggregates in asphalt concrete mix. It is important to apply
this viscosity test because it investigates the effect of plastic waste on the binder workability.

The characteristics of viscosity in the asphalt binder were examined at two temperatures which
are 135ºC and 165ºC. Table 4.3 shows the result of viscosity for original and modified binder 60-
70.

% age of Polymer in Bitumen cP at 135 C cP at 160 C

0 500 200

1.5 600 200

3.0 700 200

4.5 1100 200

6.0 1600 200

Table 4.3 Viscosity values for original and modified binder 60-70

47
Brookfield Viscometer

48
 4.8 Marshal Stability Test

Percentage of Bitumen Content

S.No Bitumen Content (%) Modified Bitumen (gm)

1 4.5 5.9
2 5 6.0
3 5.5 6.6
4 6 7.2

Test Results Of Marshal Stability Test

S. Bitumen Weight Weight Weight in Stability of Bitumen Flow Dia- Height

No Content % of mix in air (g) Water (g) mm meter (cm)
age (g) (cm)

Plain Modified
1 4.5 1255.5 1256.5 733 14.7 17.95 1.99 10 6.3

2 5 1253 1255.5 734 19.47 23.44 2.38 10 6.4

3 5.5 1257 1259 736 13.46 18.21 2.88 10 6.5

4 6 1268 1270 748 8.9 23.10 2.59 10 6.4

49
Chapter 5

Conclusion

This research is to investigate the physical and chemical properties of the modified bitumen
containing different percentages of plastic waste.

1. The result clearly illustrates the additive of plastic waste at different content gives effect on
the temperature susceptibility of the bitumen. As the content of plastic waste increase from 1.5%
to 6%, the penetration number decreases gradually and softening point of modified bitumen
increase.

2. The addition of plastic waste content increases the viscosity of the bitumen at high
temperature.i.e.135°C. High viscosity means less chances of rutting. However it also resist the
compactive effort and there will be low stability values at low temperature. The constant
viscosity at 165°C shows there is no effect when different percentage of plastic waste was added
in bitumen.

3. Plastic waste improves the performance of bitumen when it was added into bitumen. The
higher plastic waste percentage give the higher G*/sin δ which is rutting factor. So the modified
bitumen able to reduce the rutting effect.

4. As the plastic waste increased, the G*/sin δ value is also increased but in the country like
Malaysia, the usage of 4% of plastic waste by the weight of bitumen which is found to be the
optimum percentage for modification of bitumen. This percentage could make the pavement able
to resist the heavy vehicles and hot climate.

5.Various materials which become waste, after their service life, like rubber tyres and plastic
bottles may be utilized as partial replacement in bituminous concrete mix, which can help in
satisfying the increasing bitumen demand in the road construction.

6.Research findings of the study indicate that use of rubber tyres and waste plastic bottles
improves the strength and overall durability of the BC mix by increasing its overall performance
manifold. Therefore with application of these waste materials in the fixed proportions, targeted
characteristics of BC can be achieved.

50
7.Use of discarded waste materials like rubber tyres and discarded plastic bottles in bituminous
concrete mix may aid in minimizing the construction cost of the roads.

8.Moreover it may also contribute in preventing the environmental pollution caused by the
dumping of such waste materials in ground.

51
 References

[1]Rokade S+ (2012). Use of waste plastic and waste rubber tyres in flexible highway
Pavements.Institute of Technology (MANIT), India

[2].Lee, H., Shim, W. J., Kwon, J. (2014). Sorption capacity of plastic litter for
hydrophobic organic chemicals. Science of The Total Environment, 470-471, 1545-1552.

[3] Hahladakis, J. N., Velis, C. A., Weber, R., Iacovidou, E., & Purnell, P. (2018). An
overview of chemical additives present in plastics: Migration, release, fate and
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[4]S. Kumar and S. A. Gaikwad, Municipal Solid Waste Management in Indian Urban
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[5] Manual on Municipal Solid Waste Management, Table 3, 6 (2000).

[6] Priya Narayan, Analyzing Plastic Waste Management in India: Case study of Polybags
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[7]CPCB report on Assesment of Plastic Waste and its Management at Airport and
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[8]National Plastic Waste Management Task Force (1997).

[9] Plastics for Environment and Sustainable Development, ICPE, 8(1) (2007).

[10]R. Vasudevan, S. K. Nigam, R. Velkennedy, A. Ramalinga Chandra Sekar and B.

Sundarakannan, Utilization of Waste Polymers for Flexible Pavement and Easy Disposal
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11]Yue Huang, Roger N. Bird and Oliver Heidrich, A Review of the Use of Recycled
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12. Eriksen, M., Lebreton, L. C. M., Carson, H. S., Thiel, M., Moore, C. J., Borerro, J. C.
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