PARTIAL REPLACEMENT OF BITUMEN WITH

MOLASSES
A THESIS
Submitted in partial fulfillment of the requirements for the award of the degree
of

BACHELOR OF TECHNOLOGY

IN

CIVIL ENGINEERING
Under the supervision
of

Mr. CHANDRA PAL GAUTAM

(Assistant Professor Grade - II)
By

ARPAN CHAUDHARY (151622)

MANIK OHRI (151626)
to

JAYPEE UNIVERSITY OF INFORMATION TECHNOLOGY

WAKNAGHAT, SOLAN – 173234
HIMACHAL PRADESH, INDIA
MAY – 2019
 STUDENT'S DECLARATION

I hereby declare that the work presented in the Project report entitled “PARTIAL

REPLACEMENT OF BITUMEN WITH MOLASSES” submitted for partial

fulfillment of the requirements for the degree of Bachelor of Technology in Civil Engineering
at Jaypee University of Information Technology, Waknaghat is an authentic

record of my work carried out under the supervision of Mr. CHANDRA PAL

GAUTAM. This work has not been submitted elsewhere for the reward of any other
degree/diploma. I am fully responsible for the contents of my project report.

……………………… …………………………
ARPAN CHAUDHARY MANIK OHRI
(151622) (151626)
Department of Civil Engineering Department of Civil Engineering
Jaypee University of Jaypee University of
Information Technology Information Technology
Waknaghat, India Waknaghat, India

Date …………………………

i
 CERTIFICATE

This is to certify that the work which is being presented in the project report titled“PARTIAL

REPLACEMENT OF BITUMEN WITH MOLASSES” in partial fulfilment of the

requirements for the award of the degree of Bachelor of Technology in Civil Engineering
submitted to the Department of Civil Engineering, Jaypee University of Information

Technology, Waknaghat is an authentic record of work carried out by Arpan

Chaudhary (151622) & Manik Ohri (151626) during the period from July 2018 to
May 2019 under the supervision of Mr. Chandra Pal Gautam, Assistant
Professor(Grade II), Department of Civil Engineering, Jaypee University of Information

Technology,Waknaghat.

The above statement made is correct to the best of my knowledge.

Date: …………………

………………………. ………………………... .………………....

Mr. Chandra Pal Gautam Dr. Ashok Kumar Gupta External Examiner
Assistant Professor (Grade-II) Professor and Head of Department
Department of Civil Engineering Department of Civil Engineering
JUIT, Waknaghat JUIT, Waknaghat

ii
 ACKNOWLEDGEMENT

This project report gives a detailed description of the study work done on the project topic
“PARTIAL REPLACEMENT OF BITUMEN WITH MOLASSES” for the partial fulfilment
of the requirementsfor the degree of Bachelor of Technology in Civil Engineering, under the
supervision of Mr. Chandra Pal Gautam.

We gratefully acknowledge the Management and Administration of Jaypee University of

Information Technology, Waknaghat for providing us the opportunity and hence the environment
to initiate and complete our project now.

We are very grateful to our Faculty Coordinator Mr. Chandra Pal Gautam for his help and
able guidance regarding the project. We are also very grateful to the support and assistance
provided by the team of talented and dedicated technical staff comprising Mr. Jaswinder

Singh of department of Civil engineering.

ARPAN CHAUDHARY (151622)

MANIK OHRI (151626)

iii
 TABLE OF CONTENTS

STUDENT’S DECLARATION i
CERTIFICATE ii
ACKNOWLEDGEMENT iii
LIST OF TABLES viii
LIST OF FIGURES ix
ABSTRACT xi

CHAPTER 1
INTRODUCTION 1
1.1 GENERAL 1
1.2 BACKGROUND 1
1.3 PROBLEM STATEMENT 3
1.4 AIM OF THE STUDY 4
1.5 SCOPE OF THE STUDY 4
1.6 CONSTITUENTS OF THESIS 4

CHAPTER 2
LITERATURE REVIEW 5
2.1 INTRODUCTION 5
2.2 REVIEWS 6
2.3 SUMMARYOF REVIEWS 17

CHAPTER 3
MATERIALS AND METHODS 18
3.1 GENERAL 18
3.2 MATERIALS PROPERTIES 18

iv
 3.2.1 AGGREGATES 18
3.2.2 BITUMEN 19
3.2.3 MOLASSES 19
3.3 TESTS ON AGGREGATES 20
3.3.1 AGGREGATES CRUSHING TEST 20
3.3.2 LOS ANGELES ABRASION TEST 21
3.3.3 IMPACT TEST 24
3.3.4 SOUNDNESS TEST 25
3.3.5 SHAPE TEST 26
3.3.5.1 FLAKINESS INDEX 26
3.3.5.2 ELONGATION INDEX 27
3.3.6 SPECIFIC GRAVITY & WATER ABSORPTION TEST 28
3.4 TESTS ON BITUMEN & MODIFIED BITUMEN 29
3.4.1 SOFTENING POINT TEST 29
3.4.2 PENETRATION TEST 30
3.4.3 DUCTILITY TEST 31
3.4.4 SPECIFIC GRAVITY TEST 32
3.5 MARSHALL STABILITY TEST 33
3.5.1 PREPARATION OF THE SAMPLE 33
3.5.2 MIX PROPERTIES 35
3.5.2.1 THEORITICAL SPECIFIC GRAVITY OF THE MIX 35
3.5.2.2 BULK SPECIFIC GRAVITY OF THE MIX 35
3.5.2.3 AIR VOID PRESENT 36
3.5.2.4 PERCENT VOLUME OF BITUMEN 36
3.5.2.5 VOIDS IN MINERAL AGGREGATES 36
3.5.2.6 VOIDS FILLED WITH BITUMEN 37
3.5.3 MARSHALL STABILITY TEST PHOTOS 38

v
CHAPTER 4
RESULTS AND DISCUSSIONS 39
4.1 GENERAL 39
4.2 SOFTENING POINT 39
4.3 PENETRATION TEST 40
4.4 DUCTILITY TEST 41
4.5 SPECIFIC GRAVITY TEST 42
4.6 MARSHALL MIX DESIGN 43
4.6.1 MARSHALL STABILITY V/S BINDER CONTENT 43
4.6.2 FLOW VALUE V/S BINDER CONTENT 44
4.6.3 VOIDS FILLED WITH BITUMEN V/S BINDER CONTENT 45
4.6.4 AIR VOIDS V/S BINDER CONTENT 46
4.6.5 BULK UNIT WEIGHT V/S BINDER CONTENT 47

CHAPTER 5
CONCLUSION 48
5.1 CONCLUSION 48
5.2 RECOMMENDATIONS 48
5.3 FUTURE STUDY 49

REFERENCES 50

INTERNAL LINKS 51

ANNEXURE A 52
A.1 AGGREGATES TESTS RESULTS 52
A.2 GRADING OF AGGREGATES 53

ANNEXURE B 54
B.1 SOFTENING POINT TEST RESULTS 54

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B.2 PENETRATION TEST RESULTS 54
B.3 DUCTILITY TEST RESULTS 55
B.4 SPECIFIC GRAVITY TEST RESULTS 55

ANNEXURE C 56
C.1 MARSHALL STABILITY VALUE 56
C.2 FLOW VALUE V/S BINDER CONTENT 57
C.3 VOIDS FILLED WITH BITUMEN V/S BINDER CONTENT 58
C.4 VOIDS V/S BINDER CONTENT 60
C.5 BULK UNIT WEIGHT V/S BINDER CONTENT 61

vii
 LIST OF TABLES

TABLE NO. CAPTION PAGE NO.

3.1 Grading of aggregates for the test samples 22

3.2 The abrasive charge 23

A.1 Aggregate test results 52

A.2 Grading of aggregates for marshall mix design 53

B.1 Softening point test results 54

B.2 Penetration test results 54

B.3 Ductility test results 55

B.4 Specific gravity test results 55

C.1 Marshall Stability values test results 56

C.2 Flow values test results 57

C.3 Voids filled with bitumen values test results 58

C.4 Voids % test results 60

C.5 Bulk unit weight test results 61

viii
 LIST OF FIGURES
FIGURE NO. CAPTION PAGE NO.

2.1 Typical flexible pavement vertical section structure 6

3.1 Crushing of aggregates in cylindrical vessel 21

3.2 Compression testing machine 21

3.3 Los Angeles Abrasion Test Apparatus 24

3.4 Impact Testing Machine 25

3.5 Flakiness guage 27

3.6 Elongation guage 28

3.7 Spring balance 29

3.8 Mesh 29

3.9 Beaker & Thermometer 30

3.10 Rings with or without bitumen 30

3.11 Penetrometer With Needle 31

3.12 Ductility test apparatus 32

3.13 Specific Gravity Bottle 33

3.14 Marshall stability test apparatus 34

3.15 Sample for testing 38

3.16 Mould for compaction 38

3.17 Samples in water bath 38

4.1 Bar Graph between Softening Point v/s Different Molasses% 39

4.2 Bar Graph between Penetration value v/s Different Molasses% 40

4.3 Bar Graph between Ductility value v/s Different Molasses% 41

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4.4 Bar Graph between Specific Gravity v/s Different Molasses% 42

4.5 Graph between Marshall Stability v/s Binder Content% 43

4.6 Graph between Flow value v/s Binder Content% 44

4.7 Graph between VFB% v/s Binder Content % 45

4.8 Graph between Voids % v/s Binder Content % 46

4.9 Graph between Density v/s Binder Content % 47

C.1 Graph between Marshall Stability v/s Binder Content% 20

C.2 Graph between Flow value v/s Binder Content% 20

C.3 Graph between VFB% v/s Binder Content % 20

C.4 Graph between Voids % v/s Binder Content % 20

C.5 Graph between Density v/s Binder Content % 20

x
 ABSTRACT

Bituminous concrete is a composite material which consists of mineral aggregates, bitumen as a

binder & air voids. With the increase in energy cost & requirement of bitumen and other
petroleum increases worldwide, and also the requirement of a better quality of pavements as well
as worry about the pollution. The bitumen releases carbon dioxide when heated, which is very
harmful to human health. We need to add some non-toxic material into the bitumen binder to
reduce pollution. So, alternative binders are required to modify, partial replacement or totally
replacement of bitumen binder. Such an alternative binder is Molasses. Molasses is a residue of
sugar cane obtained during the process of manufacturing of sugar. This research is intended for
partial replacement of bitumen binder with molasses.

The study compares the results of conventional bitumen and bitumen containing molasses using
laboratory tests. The tests which we performed are – penetration, ductility, softening point,
Marshall stability tests. We prepared samples having different percentages of bitumen and
different percentages of molasses to find the optimum percentage. Percentage of bitumen (4%,
6% & 8%) and percentage of molasses by weight of bitumen (4%,8%,10%,12% & 16%).

The research study concludes that the partial replacement of bitumen with molasses improves the
Marshall characteristics, and also the strength and stability increases at 6% bitumen content and
8% molasses content. Modified bitumen increases penetration and softening point. The specific
gravity remains the same but ductility decreases. Release of carbon dioxide reduces as the
amount of the bitumen reduces. Overall research conclude that the optimum value of modified
bitumen is 8% which is feasible to partial replace bitumen with molasses.

Keywords- Bitumen, Binder, Molasses, Marshall Stability, Replacement, Carbon dioxide

xi
 CHAPTER 1

INTRODUCTION

1.1 General

Energy plays a vital role in the boom of growing nations like India. Within the context of low
availability of non-renewable energy resources coupled with the needs of large quantities of
energy for materials like bitumen, the significance of the use of commercial waste cannot be
ignored. At the time of manufacturing of bitumen from the crude oil large amount of benzene,
Sulphur dioxide & nitrogen oxide are released. The company can control these released gases to
some extent, but the bitumen is heated to the excessive temperatures during the transportation and
application process, the carbon dioxide gas is released into the environment which is very
harmful and causes lung diseases and serious threat to the atmosphere.

1.2 Background

As India is an evolving country, roads and highways play an essential role in the connectivity of
one place to other, as per future consents and for the development of India proper road network is
the essential key. Transportation facilities are one of the required factors for the developing
county. With the length of 4.32 million Km India is the 3rd largest road network in the world as
per the census of 2011. Generally, in India, flexible pavement type of roads is preferred. The
pavements extensively categorized into two types that are, Flexible pavement & Rigid pavement.
The rigid features of the pavement are related to the rigidity or flexural strength or slab action, so
the distribution of load is on the subgrade of the soil over a wide area.

Flexible pavement consists of bituminous concrete mix positioned over the granular base layer
supported by the compacted soil, referred to as the subgrade. Flexible pavement includes
subgrade, sub-base, base coarse & surface coarse. The upper layer of the road has surface coarse
and traffic load directly applied on this layer. Comparatively, this layer is made of bituminous
concrete which is having great quality and expensive materials as. Generally, bituminous
concrete consists of two things, aggregates and bitumen as a binder. Aggregates are tough, inert
substances which include sand, gravel, crushed stones and primarily based on the size of the

1
particle aggregates are categorized into 3 coarse aggregates, fine aggregates & fillers.
Approximately ninety to ninety-five percent of mixture constitutes of aggregates.

Bitumen is defined as a mixture of organic fluids which are exceptionally viscous, blackish,
sticky nature, fully soluble in carbon disulphide, and consists of primarily of polycyclic aromatic
hydrocarbons. Naturally, it occurs in the form of petroleum or crude bitumen is a sticky, form of
petroleum such as a tar which is so thick & heavy that it needs to be heated or added
water(diluted) before it’ll flow. It is obtained from residual fraction by the crude oil fractional
distillation. It is the heaviest fraction & having a highest boiling point, boiling at 525°C (997°F).
The mixture of aggregates and bitumen referred for bituminous mixture, in British English. The
road surfaces are the general term used for the bitumen in Australian English. It is normally used
for the paving roads. The aggregates are added to the bitumen which is known as a bituminous
mixture. The main purpose of the bitumen is waterproofing & as an adhesive for the hundreds of
years. It has also been used as the roofing felt and flat roofs sealing.

These days, industries of road construction, providing tensile strength to resist distortion,
protecting the pavement structure made with bitumen, protecting subgrade from moisture, and
offering a smooth, skid-resistant surface for travelling that resists the wear from traffic, so
bitumen binder is specifically used as an intermediate & surface layers of the flexible pavements.
The natural constituents are on the edge of extinction. As day by day construction of the roads are
increasing very fast so the need for the natural material for the construction is also increasing.
The boom in the energy cost, need for the development of the pavement high-quality, the demand
of petroleum in the world in addition to the problem over pollution and the weather change
emphasis on the growth of alternative binders to partially replace or full replacement of the
bitumen binder. We need some alternatives which help to improve the environment, that are
workable, and that are not toxic, one of the alternatives is sugar cane by-product known as
molasses.100 tons of sugar cane will provide 10-11 tons of sugar and 3-4 tons of molasses.

Molasses is the final waste obtained from the preparation of sugar by repetitive crystallization. It
is the form of fluid left after all the sugar extracted from the sugar cane or sugar beet which is
economical, cane juice is 3-4 per cent extracted from the sugar cane. It is usually very thick,
having changeable viscosity, and dark. Molasses has been used in many ways that are in tobacco,

2
as an additive in livestock feeds, for yeast production, it is also used as an alternative fuel from
ethanol fermentation. The bituminous binder is less expensive than concrete, so we need the
alternative that gives us road surface acceptable, performance should be good, cheaper & also
consider the industrial by-product used as an alternative. The aim of this research is to test and
study as an alternative partial replacement for bitumen binder to improve the properties of road,
and material which is available nearby, and make less pollution.

1.3 Problem Statement

It has been necessary to find an alternative binder to replace bitumen binder. The world is facing
a major problem of climate change, and global warming which is our concerned as an engineer, it
is caused by greenhouse gases. Burning of carbon fuels discharges into the climate releases
carbon dioxide gas. Molasses is used in various kind of industries because of its binding and non-
polluting characteristics. No production of toxic gases on heating which is much safe for the
environment. It is very easy to carry and used in various processes. It is very necessary due to a
large amount of Carbon dioxide released by bitumen, in one-gallon of bitumen having
approximately 8-37 percent of carbons. Due to the oil content of bitumen surfaces of the bitumen
roads in wet conditions become greasy.

Another problem is absorbing of heat as the surface of the road is black and the heavy vehicles
lift the surface of the road, which is very dangerous for the public and for motor vehicles also.
Road safety is our first preference over anything. One of the main issues is the melting of
bitumen requires a large amount of heat during transportation & application. Water reaction tears
the bond between the aggregate and bitumen. These all are the major problems which should be
overcome as soon as possible to make eco-friendly roads i.e. less polluting road. Release of
carbon dioxide is the big problem which should be resolved using the alternative binder like we
use molasses. As a result, use of nearby available material like molasses as an alternative replacer
of the bitumen binder.

Adding or partial replacement of molasses was an old idea in the industries of construction.
There were some studies showed the replacement & one study showed fully replacement of
bitumen binder with some material made from molasses and totally non-petroleum based. The

3
result was that the new mix is non-toxic, having dry-granulated form, no hot storage is required,
fifty percent greater durability, resistance to fatigue, wear & tear, less cracking, less fading and
solvents, less volatile releases, and make a non-slippery road, and safer to travel, much better
performance than bitumen.

1.4 Aim of the study

1. To study the effect of sugarcane molasses in bituminous concrete.

2. To select the optimum percentage of sugarcane molasses in bituminous concrete.

3. To compare the relevant engineering properties of modified mix with conventional bitumen.

1.5 Scope of the Study

1. Determining of optimum sugarcane molasses in bituminous concrete by varying the molasses content.

2. The qualities expressed in SI units are to be viewed as the standard. No different units of estimation
are incorporated into this standard.

1.6 Constituents of the thesis

1. Chapter One – It describes the significance of the problem zone and a brief introduction to the
research.
2. Chapter Two – It gives a description of the literature regarding the pavement concepts and
materials of pavement and studies done in past and work done or work going on the pavements
using molasses as a material.
3. Chapter Three – Describes the experimental work done and also the procedures of the
experimental work.
4. Chapter four – Analysis of results.
5. Chapter five – conclusion came from the research work we had done before and references for
this study.

4
 CHAPTER 2

LITERATURE REVIEW

2.1 Introduction
Pavement comprises of different layers of different material supported by a layer known as sub-
grade. Usually, the pavement has 3 layers i.e. rigid pavement, flexible pavement and composite
pavement. The rigid features of the pavement are related to the rigidity or flexural strength or slab
action, so the distribution of load is on the subgrade of the soil over a wide area. Flexible
pavement consists of bituminous concrete mix positioned over the granular base layer supported
by the compacted soil, referred to as the subgrade. Flexible pavement includes subgrade, sub-
base, base coarse & surface coarse. Whereas composite pavement is the combination of both the
pavements (rigid pavement & flexible pavement). We say flexible pavement flexible because the
structure of pavement wholly deflects under loading. Rigid pavement supports loads through
flexural action over bearing action. They include many layers of selecting materials designed
prudently to distribute loads gradually from the pavement surface to the layers underneath. The
design of the pavement is like that load transmitted to each consecutive layer does not exceed the
load-bearing capacity of layers. Generally, a flexible pavement structure consists of: -

 Surface coarse – This is the upper layer &traffic load is applied on this layer. It is
constructed with high quality of materials. It may have composed of one or many
different hot mixed asphalt sub-layers. Hot mixed asphalt is a mix of fine aggregates &
coarse aggregates & bitumen as a binder. Usually, the water from the surface that goes to
base coarse is prevented by this layer only. It offers a smooth, well-bonded surface
without loose particles, the resistance of aircraft loads stresses, & provides skid-resistant
surface deprived of causing wear and tear on tires.

 Base coarse – The layer below the hot mixed asphalt layer. The main structural
component of the flexible layer is the base coarse. The imposed load from the wheel is
distributed uniformly to the foundation, sub-base, sub-grade. The quality of base coarse
depends on composition, physical properties & material compaction. The area deals with
the frost action or sub-grade is soil enormously weak. Usually consists of aggregates.

5
  Sub-base coarse – The layer below the base coarse layer. It functions the same as base
coarse that in the distribution of loads this layer gives additional support to the base and
upper layer. The material choice is not that much issue as that of the base coarse layer
because it is subjected to the lower load stresses. It may or may not be required. It
comprises of granular material which stabilized or compacted properly.

Flexible pavement section is shown in Figure. 2.1. Our study concentrates on the top layer
(surface). Hot mix bitumen layer.

Figure2.1 Typical flexible pavement vertical section structure (Mohammed, 2013)

2.2 Reviews

TimajAbdulahi, Addis Ababa University, (2017).

This study attempts to study the conventional and rheological properties of binder mixes, HMA is
made from this binder mixes and their sensitivity to moisture. In doing so, take a look at
parameters had been evaluated. Based on the consequences received from this have a look at, the
subsequent conclusions can be made.

6
Neat asphalt binder was more affected by ageing compared to asphalt binder containing
Molasses. Meaning addition of Molasses to asphalt binder decreases the ageing effect of HMA
mixtures. Addition of Molasses has affected rheological behaviour of asphalt binder thereby
making the asphalt binder stiffer at high temperatures which results in a durable binder. From the
test result obtained from FST, the master curve shows an improving behaviour for asphalt binder
upon the addition of Molasses. Addition of Molasses on asphalt binder increases the stiffening
property of asphalt binder at high temperatures (low loading frequencies). From the test result
obtained from MSCR, the smallest total strain value was obtained for Molasses of 9%, followed
by 6% and 3% Molasses. Therefore, the addition of Molasses improves the resistance of asphalt
pavements to rutting.

The replacement of asphalt binder with Molasses at optimum binder content of 5%, decreased the
stability, flow, unit weight and the Va% of the HMA, while the VMA and VFA percentages
increased as the percentage of Molasses increased. The increment and reduction value of these
properties of HMA up to 10% Molasses are within the Marshall criteria for heavy traffic.3%
Molasses has nearly no effect at the TSR and all the mixes prepared for ITS take a look at had
been determined to be moisture inclined and they're under the standards exact. Because of time
and competitively priced limitations exact mixes had been no longer conducted so one can
determine the most efficient Molasses content material because the advocated molasses content
for this studies is applicable simplest for optimum binder content of 5%. In well-known, the
purpose of this research that is addition Molasses to asphalt binder became to provide an
economical and locally to be had binder which keeps the property of neat asphalt binder.
Therefore, it may be concluded that its miles possible to in part replace asphalt binder with
Molasses for sporting coarse up to 9% at dry areas.

Prakash, K. S.,Phanindra M., Surya S. R.,andNaresh J., (2014).

According to the study, bitumen the residue left over from petroleum distillation is in the course
of the arena the most widespread bonding agent used for roadway creation. Crude petroleum is a
fossil mineral useful resource and a gasoline source so one can be used up inside next 50years.
Increasing strength expenses and the robust international demand for petroleum has encouraged
the improvement of opportunity binders to modify or update asphalt binders. The benefits of the

7
use of opportunity binders are that they could shop natural resources and decrease energy
consumption while maintaining, and in a few instances enhancing pavement overall performance.
Because of pressing need for infrastructure, rehabilitation and protection, the creation and
application of such sustainable and environmentally friendly materials like sugar cane waste
molasses are required. And these days the call for lies round 200 million lots.

A modified mix of bitumen has improvised Marshal Characteristics. We saw the values of
marshal stability test hiked up to 13% and then declines and flow value also decline when the
molasses is added. We can attain steady & more durable. It gives us improvised pavement
features i.e. visibility, safety, long life, strength, workability, and very important is the
environment. This modified bitumen mixture (bitumen with molasses) is good for the
environment, the main objective is zero emission. This research paper tells about the molasses
benefits in mixing with bitumen such as it will decrease the releasing of the carbon dioxide.
Modified bitumen reduces the voids in the mixture, prevention of moisture absorption. It will also
help in making eco-friendly roads.

Jayanthi, Mahalakshmi, M., Miyares. ,Abhirami, and Shankar, K, (2014).

According to this study, the world has emerged as increasingly more involved over the
worldwide climate change concept to be caused by greenhouse gases,, chief among them
anthropogenic, carbon dioxide that's launched into the ecosystem from burning carbon fuels.“In
order to lessen the carbon emission content material, non-toxic material, added with the bitumen.
Such material is molasses, that's the residue in sugar production technique”.“Non-petroleum
based binders may be made light-coloured, bitumen so that it reduces the urban heat island
effect.”.Superplasticizers are a crucial component of self-compactness to offer necessary
workability together with a viscosity enhancing agents (VMA) for stability. The carbon content
material and viscosity of the bitumen is reduced by using adding these substances into the
bitumen and for that reason will increase self-compactness and eco-friendly.

From this look at the behaviour of bitumen changed with molasses improves ductility, penetration
and Marshall Characteristics. The investigation now not best makes use of beneficially, the stable
waste molasses however additionally offers us improved pavement characteristics including
avenue protection, visibility, long lifestyles, power, recycling, workability and any other one that

8
is surroundings. By the usage of molasses to the bituminous mix amount of release of carbon
dioxide decreases and also merchandise of molasses additionally decreases which might be very
harmful to human fitness. The street can withstand heavy visitors and a better carrier. This
modification now not only adds cost to molasses however may even increase era which is eco-
friendly.

GemechuYilikalMose, PalaniPonnurangam, (2018).

The objective of this study is investigating the impact of cane molasses at the performance of the
bottom bitumen. Sugar cane molasses is a natural waste fabric received from raw sugar during
the refining process at sugar refineries. The results of cane molasses per cent alternative on
bitumen were examined by way of numerous laboratory tests such as PG (Performance Grade),
RTFO (Rolling Thin-Film Oven). The have a look at discovered that as the share of Molasses-A,
Molasses-B and Molasses-C increases from zero to twenty %, zero to ten % and zero to five %,
the PG become stepped forward with the aid of 28.12%, 15.79% and 8.57 % respectively. The PG
decreases by means of 36.87%, 28.38% and 12.76% and further, the ductility decreases through
21.36%, 6.79% and five.83% for 15% molasses-A, 10% Molasses-B and 10% Molasses-C
combinations respectively. The cost analysis also signifies that the value of the base bitumen
improved by way of 17.4 %, 8.93 % and 2.35% for the usage of Molasses-A, Molasses-B and
Molasses-C respectively. From this the look at, it becomes concluded that as in step with DSR
performance testing machine, 20% molasses-A, 10% Molasses-B and 5% Molasses-C improves
the performance of authentic bitumen with distinctive charge.

As in step with the laboratory effects, the overall performance grade of the treated base bitumen
(40/50) with 20% molasses-A, 10% Molasses-B and five% Molasses-C improve the overall
performance of the original bitumen with the aid of 28.12%,15.79% and 8.17% respectively. The
penetration grade decreases by 36.87, 28.38% and 12.76 % and further, the ductility decreases via
21.36%, 6.79% and 5.82% for 15% molasses-A,10% Molasses-B and 10% Molasses-C
combinations respectively. Also, as consistent with RTFO test end result in the performance grade
after growing older remains equal for molasses-A and reduces through one grade for Molasses-B
and Molasses-C treated bitumen as compared with overall performance earlier than getting old.
As consistent with RTFO check result the performance grade after getting older and before

9
ageing had been the same besides for 15%and 20% of Molasses-B and 15% of Molasses-C
combinations. Generally, molasses-A 20% aggregate improves four grades in comparison with
SHRP guide from 58 to eighty-two similarly Molasses-B and Molasses-C improves 3 and a pair
of respectively. The softening factor common temperature became improved as the percentage of
mixture increases; and which means that the density and hardness of the combination progressed
as in accordance with ASTM D36 specification.

Dr A. Gandhimathi, S. Abinaya, (2017).

This research turned into finished to endorse using shredded waste plastic bottles (PET) for the
change of bitumen binder with unique cognizance at the development of an effective pavement
fabric that utilizes the plastic waste even as catering to the desires of varying climatic conditions
prevailing in India and also the heavy hundreds on pavements. This paper in detail presents the
take a look at on the technique of the use of waste plastic bottles (PET) in modifying bituminous
binders and the diverse checks executed on 60/70 grade bitumen. A precise analysis of the
engineering properties inclusive of Penetration check, Ductility test, Viscosity check, Softening
point take a look at and Specific Gravity to take a look at are carried out on each traditional and
modified bitumen samples for diverse chances of replacements including zero, 10, 20 and 30%
respectively. This PET modified bitumen showed improved first-rate with % of superior
substitute falling among 10% to twenty%. Reduce thermal cracking without load, resistance to
fatigue, decrease stripping and bond of aggregate bitumen increases, the durability of pavement
also increases, cost decreases, clean-environment.

Şeyma ÖZTÜRK, M. Kürşat ÇUBUK, Deniz ARSLAN, Metin GÜRÜ, (2017).

A new additive cloth composed of sugar beet molasses and fly ash became synthesized in
laboratory situations. It turned into known as molasses-based totally fly ash compound (MFAC)
and used to modify the base bitumen of 50/70 penetration grade with one of a kind concentration
from 1% (w/w) to eight% (w/w). The outcomes of MFAC on the rheological houses of the
bottom bitumen had been investigated via penetration, softening factor, dynamic shear rheometer
(DSR) and bending beam rheometer (BBR) assessments. The quick and long term ageing of the

10
bitumen samples for DSR and BBR applications have been finished with rolling thin film oven
test (RTFOT) and Pressure ageing vessel (PAV). Also, Marshall checks were accomplished as a
way to determine the outcomes of the additive on bituminous combination houses. According to
the BBR take a look at effects, MFAC was discovered to improve the creep stiffness (S) of the
bottom bitumen by using 14 % indicating the higher overall performance of the modified bitumen
at low temperatures. Synthesized substances, namely MFAC, were used to adjust base bitumen.
In this observe, 50/70 penetration of bitumen was used to modify the system. Penetration and
softening factor assessments are inverses of each different. If lower softening factor and better
penetration are check results, G*/Sinδ parameters of unaged specimen increase in DSR. Original
and short time period ageing parameters display that rutting. According to the BBR test results,
MFAC turned into located to improve the creep stiffness (S) of the bottom bitumen via 14 %
indicating the higher overall performance of the modified bitumen at low temperatures. As an end
result, the use of MFAC changed bitumen in cold and rainy areas, in heavy motor and height-
hour traffic highways will supply growth for motorway pavement performance.

Prince Ghalayan, Er. Sumit Rana, (2017).

The use of the progressive era will no longer best support the street construction but moreover,
boom the road existence as well as will help to enhance the surroundings. Plastic roads may be a
boon for India’s warm and extraordinarily humid climate, wherein temperatures frequently go
50°Cand torrential spots of rain create havoc, leaving most of the roads with huge potholes. This
paper includes the effects of the several laboratory assessments executed on bitumen, aggregate
and bitumen-aggregate plastic blend.

The effect of this study together with that of previous researches are positioned to be encouraging
for the destiny researchers who are interested to work in this area. The inattention of not unusual
submergence issues, immoderate summer season temperature and terrible pavement creation
practice and particularly environmental dangers because of waste plastic, the use of waste plastic
in avenue construction may additionally convey cheap blessings inside the many ways. After
accomplishing laboratory exams on bitumen binder and mixtures with extremely good polymer
content material fabric and after analyzing the data and comparing the outcomes, the following
conclusions are drawn: - These results show that with the growth of waste plastic in bitumen

11
increases the houses of mixture and bitumen. The maximum appropriate use of plastic can be 12
% of bitumen based totally on Marshal Stability check. The changed bitumen suggests an
applicable result when as compared to conventional consequences. For all changed binders
organized, the penetration values lower as waste plastic ratio will boom at the equal time as
softening point values increase as waste plastic ratio will increase. The coating of aggregates with
waste plastic reduces the absorption of moisture. By the use of waste commodity plastics in a
binder, amendment carries the advantage of a cheap, technologically effective method of
improving traditional binder performance and offers a possible manner to control plastic waste.
This has brought an extra cost in minimizing the disposal of plastic waste is the eco-friendly
method.

Anurag V. Tiwari and Y R M Rao, (2017).

The study evaluates the addition of shredded waste plastic within the bituminous concrete which
leads to sizeable growth within the balance cost and Marshall Properties of the combination. The
look at reveals that the usage of waste plastic in bituminous concrete is comfortable and
sustainable for road advent.

Addition of eight per cent of the LDPE and HDPE plastic waste improves the stability fee of the
mixture which ends up within the boom within the durability of the mixture. Due to the addition
of plastic waste, the go along with the waft price will boom ensuing inside the improvement
inside the workability. Addition of plastic waste results in a decrease within the air voids which
reduces the bleeding of bitumen. The volumetric and Marshall houses of the combination show
appropriate development and will fulfil the desired limits. The use of waste plastic in bituminous
concrete is secure and sustainable for road introduction.

A.Boomika, M.A.Naveen, J. Daniel Richard, A.MythiliR.Vetturayasudharsanan, (2017).

In this venture, we've got used the waste substances like lignin and plastic as an alternative
material for bitumen in the share of five&10%, 10&15%, 15&20%, 20&25% respectively. It has
been determined that lignin can act as a binding material for asphalt, for this reason, improving
the residences of the bitumen. By the combination proportions that is analyzed and decided
through series of tests like penetration, ductility, viscosity, softening factor, it's miles discovered

12
that the combined percentage of 15&20% has green results when compared to other proportions
used.

The properties of bitumen which includes ductility, viscosity, softening factor, penetration were
superior in all of the aspects which facilitates in growing the existence span of the pavements. A
gradual boom is found in those kinds of houses of bitumen through in component changing it
with lignin and plastic up to 15% and 20% respectively.

MONIKA MOHANTY, (2013).

In this study, three forms of mixes i.e. SMA, DBM and BC are organized with VG30 grade
bitumen used as a binder.“The effect of the addition of waste polyethene in the form of regionally
available synthetic milk with logo OMFED packets within the bituminous mixes has been studied
by way of varying concentrations of polyethylene from zero% to two. Five% at an increment of
0.5%.” Using the Marshall Method of mix layout, the most suitable bitumen content material
(OBC) and most fulfilling polyethylene content (OPC) had been determined for specific sorts of
mixes. It has been observed that the addition of two% polyethylene for SMA and DBM mixes
and 1.5% polyethylene for BC mix effects in most effective Marshall Properties where stone dust
is used as filler. But whilst small fraction of first-rate aggregates is changed by means of
granulated blast furnace slag and filler is changed by using fly ash, finest Marshall Properties for
all forms of mixes result with simplest 1.5% polyethylene addition. The OBCs in case of
modified SMA,BC and DBM mixes through the use of stone dust as filler are observed four%
and OBCs in case of changed (i) SMA, and (ii) BC, and DBM via the usage of fly ash and slag
are found to be five% and four% respectively.“Using the same Marshall specimens organized at
their OPCs and OBCs via the use of both (i) stone dust as filler and (ii) changing of stone dust by
using fly ash and fine aggregate by way of slag, for check under regular and moist situations it is
located that the retained stability increases with addition of polyethylene inside the mixes, and
BC with polyethylene results in highest retained balance observed through DBM with
polyethylene and then SMA with polyethylene.” Addition of polyethylene reduces the drain down
impact, although these values aren't that full-size. It can be referred to that the drain down of
SMA is slightly extra than BC without polyethylene. However, for all mixes prepared at their
OPC, there is no drain down. It is located from the static creep test that deformation of mix

13
commonly decreases with the aid of addition of polyethylene at all check temperatures used. The
BC mixes with polyethylene result in minimal deformation in comparison to others. From the
above observations, it's far concluded that use of waste polyethene in shape of packets used in
milk packaging regionally effects in progressed engineering houses of bituminous mixes. Hence,
this research explores no longer simplest in utilizing most beneficially, the waste non-degradable
plastics, but also affords a possibility in resulting in advanced pavement fabric in surface guides
for that reason making it more durable.

G. Ramesh Kumar, S. Bharani, R. S. SujithKumar, (2017).

This study affords outcomes of the waste plastic and polypropylene which have been used as a
modifier by means of a quantity of 1%, 3%, 5% & 7% by using the weight of bitumen in making
the bituminous mixture for pavement programs. When waste plastic is blended with bitumen it
increases its water resistivity, capability and balance. Marshal balance test is considered to
stimulate with discipline condition. Flow and balance of the mixture boom after incorporating
waste plastic. On the idea of experimental paintings, it is concluded that the asphalt combinations
with waste plastic and polypropylene modifier may be used for flexible pavement construction in
a warmer area from the point of view of stability and flow characteristics.

Plastics will boom the melting point of the bitumen. The use of progressive technology no longer
best bolstered the road construction but additionally multiplied the road lifestyles as properly as
will help to enhance the environment and also growing a source of profits. In this modification
process, plastics-waste is coated over mixture in evaluation with conventional combination, the
stableness has been accelerated with the aid of including 7% of Waste Plastic and 5% of
polypropylene. The flow of mix got reduced through including 7% of Waste Plastic and 5% of
Polypropylene when as compared to conventional mix. It is discovered that the Marshall Quotient
nearly doubled with admire to the control mixture at 5% Polypropylene content material and 7%
Waste Plastic content and is found that it is slightly higher with waste plastics additive.“It can be
inferred that these stabilized SMA provide better resistance in opposition to permanent
deformations than the manipulate combination.”The density of WP and PP is a lot less than that
of aggregates and they will penetrate into the aggregates and a right coating is shaped over
it.“Owing to the filling assets presented via these additives resulting in a less air void inside the

14
stabilized aggregate as compared to the manipulate mixture.”It is hoped that in close to the
destiny we can have strong, the technique is eco-friendly.

A.Logeshkumaran, (2018).

In this mission, we've got used the waste substances like lignin and plastic as a substitute material
for bitumen inside the percentage of 5%&10%, 10%&15%, 15%&20%, 20%&25% respectively.
It has been located that lignin can act as a binding cloth for asphalt subsequently improving the
houses of the bitumen. By the mix proportions that are analyzed and decided by way of a
collection of assessments like penetration, ductility, viscosity, softening point, it is observed that
the mix percentage of 15%&20% has efficient consequences when in comparison to different
proportions used.

The properties of bitumen along with ductility, viscosity, softening factor, penetration has been
stepped forward in all the elements which help in growing the existence span of the pavements. A
sluggish boom is located in a lot of these houses of bitumen by way of partly changing it with
lignin and plastic up to 15% and 20% respectively. From those experimental examine, it's miles
evident that the ductility property of bitumen could be very plenty accelerated up to 20% when in
comparison with traditional bitumen sample. The increase in ductility belongings enhances the
binding assets of the bitumen. The penetration value has been elevated as much as 9.94%. The
softening point will increase to a percentage of 5.83%. The viscosity of the in part changed
bitumen has an increase of approximately 5.95%. The stability and flow of the partially changed
bitumen has accelerated as much as 5.1% and 4.49% respectively whilst in comparison to that of
the traditional bitumen specimen. But those boom in cost stops whilst the proportion of
replacement of lignin will increase above 20%. It results in the formation of lumps inside the
bitumen combination which reduces the binding property of the bitumen and also influences the
glide of the bitumen main to exposure of combination.

Julius KibitiM’Ndegwa, (2017).

This paper is an analysis of the production of molasses and sugar in 4 factories in Kenya with an
examination of those components and the way they make a contribution to the financial system

15
and or infrastructure of the use. The take a look at turned into carried out through laboratory
evaluation of cane molasses to establish the components of the molasses that have an effect on
first-rate of avenue production soil substances. Data on manufacturing become accumulated from
four sugar factories through a questionnaire. The records on sugar manufacturing became found
important due to the fact molasses production depend upon sugar production. This means that the
better the sugar manufacturing the better the molasses manufacturing. The records additionally
showed a growing trend in annual sugar productions. Consequently, this will translate to a growth
in molasses manufacturing annually.

Sugar factories in Western Kenya record excessive manufacturing tiers of sugar and molasses
with the fashion were hoping to boom over time. There is but lots wastage on molasses
specifically due to over-spillage. Molasses is likewise underutilized in spite of the possible
diversified makes use of. The better the production of sugar inside the factories, the better the
manufacturing of molasses. If well managed, molasses can be positioned to diverse uses which
include the creation of roads. This may also have a massive wonderful impact on infrastructural
development and especially the development of youngster rural roads. This will really result in
quickened monetary improvement of rural groups.

Ch. Devi& D. Kranthi, (2017)

In this study, take a look at on the methodology of using plastic waste in bituminous mixes and
presented the numerous exams executed on bitumen. The primary object of this mission is to
research & look at how the waste plastic can be efficaciously applied in the creation of bendy
pavement as a binder material for replacing the content of bitumen and in detail manner & it’s a
success application. Our present paintings are assisting to take care of both those factors. The use
of modern technology will no longer only make stronger the road production but also increase the
street existence as well as will assist to improve the environment.

Plastics are useful additives in bitumen to make the flexible pavements enhance and to lead them
to final longer Bitumen replaced with 7% of plastic offers accurate electricity, the excessive
ductile price for low penetration and exhibits excessive softening factor. This can face up to any
type of climate and withstands to high visitor’s conditions, whilst as compared to normal
bitumen.This manner does no longer evolve any harmful gases. With the utilization of this

16
modern era, the secure disposal of plastics may be finished without worrying or inflicting harm to
the character. This technique solves foremost issues on earth, results in the safe disposal of
plastics and reinforced pavements. If this method is adopted, it makes efficient in waste disposal.
Once the plastic waste is separated from municipal strong waste, the natural count number can be
converted into manure and used.

2.3 Summary of reviews

Generally, the bitumen and aggregates are the basic materials to whom the test are performed.
Now a day, modification of bitumen or partial or full replacement of bitumen was presented and
the main focus behind it. This research is mainly for utilizing waste materials in road
construction, one of the waste material is molasses. In this research, we use molasses as a partial
replacement of bitumen. Molasses is used as an alternative binder in many countries, so it is good
for our country too. After studying previous research papers partial replacement of bitumen with
molasses is beneficial for our country. We prepared the specimens for laboratory tests.

17
 CHAPTER 3

MATERIALS AND METHODS

3.1. General

The purpose of this area is to show the examination methods used in this investigation.

The test strategy for this examination was divided into three parts.

 Segment one principally dealt with the determination of properties of conventional

bitumen.

 Segment two determines the properties of partially replaced conventional bitumen with
waste sugarcane molasses.

 Segment three dealt with determining the optimum percentage of waste sugarcane
molasses to be replaced with the conventional bitumen.

3.2 Material Properties

Materials required for this examination are Aggregates, Bitumen and Molasses.

3.2.1. Aggregate

Aggregate is a significant part of the pavement structure. Their main function is to bear
load coming to the pavement from the wheel loads. So, it is essential to study the
properties of the aggregate. Aggregate need to oppose the wear movement in view of the
abrasive action of the wheel load, breaking down due to the atmosphere and the highest
magnitude of wheel load. A wide variety of mineral aggregates have been used to make
bituminous concrete mixes. In order to determine the properties of these aggregates, there
are a number of laboratory tests has been coordinated and these tests are

 Crushing Test as per IS:2386 part-IV

 Los Angeles Abrasion Test as per IS:2386 part-IV

18
 Impact Test as per IS: 2386 part-IV

 Soundness Test as per IS:2386 part V

 Shape Test as per IS 2386 part-I.

 Specific Gravity and Water Absorption as per IS: 2386 part III

The results of the aggregate properties are shown in Appendix A.

3.2.2. Bitumen

Bitumen is obtained by the fractional distillation of crude petroleum. Bitumen is

hydrocarbon material of either common or pyrogenous cause found in gaseous, liquid,
semisolid or solid form and is totally dissolvable in carbon disulfide and in carbon
tetrachloride. Bitumen is used in the pavement due to its binding and water-proofing
property.The characteristics properties of the bitumen to be used depend upon the type of
bituminous construction. At room temperature in-situ, bitumen is solid and for all intents
and purposes non-volatile and the vapour pressure of in-situ bitumen is underneath the
purpose of control of acknowledgement for regular instrumentation. There are different
grades of bitumen based on its viscosity. Bitumen of Viscosity Grade 30 was used in the
experiment. To find the properties of the bitumen following tests have been performed

 Softening Point Test as per IS 1205 1978

 Penetration Test as per IS 1203 1978

 Ductility Test as per IS 1208 1978

 Specific Gravity Test IS 1202 1978

The results of these tests are shown in Appendix A.

3.2.3. Molasses

Molasses is the dark, a sweet, syrupy outcome made in the midst of the extraction of
sugars from sugarcane and sugar beets. Molasses can change in shading, sweetness, and

19
 nutritional content dependent upon the variety or how much sugar has been isolated.
Molasses has a rich history in the Caribbean and Southern United States, where sugarcane
and sugar beets are vivaciously cultivated. Molasses was in like manner a predominant
sugar all through the United States in the mid-twentieth century. In the midst of the sugar
making process, juice isolated from sugarcane or sugar beets is boiled down until the
sugars crystallize and precipitate out and the dark syrup left is Molasses.Major mineral
components found in molasses are potassium, sodium, calcium, silicon and magnesium.
For the purpose of research molasses from Pallia Kalan, sugar factory was taken. The
exact chemical composition of molassesis hard to predict because it varies with soil where
it is grown, climatic condition, cane variety and processes condition of the factory. To
find the properties of the modified bitumen following tests have been performed

 Softening Point Test as per IS 1205 1978

 Penetration Test as per IS 1203 1978

 Ductility Test as per IS 1208 1978

 Specific Gravity Test IS 1202 1978

The results of these tests are shown in Appendix A.

3.3 Tests on Aggregates

3.3.1. AggregatesCrushing Test

This test is performed in accordance with IS 2386 Part IV. Aggregate Crushing Value is
the percentage by weight of crushed aggregates when subjected to specified loading. This
test is done in order to find the resistance of aggregates against crushing due to wheel
loads. Crushing Value of aggregates demonstrates its quality. Lower Crushing Value is
suggested for pavement construction as it shows a lower crushed part under the
application of wheel load and would give a longer life to the pavement. The test
comprises of oppressing the sample of aggregate in the standard mould to a pressure test
under standard load conditions for this aggregate passing through 12.5mm and retaining

20
on 10 mm is taken. These aggregate are then put in a cylindrical measure of the diameter
of 115 mm and height of 180mm in three layers. Each layer is tamped for 25 times with
the help of a tamping rod. Then this sample is transferred in the test cylinder in three
layers and tampered again with the help of the tamping rod. Then the load is applied to
this sample at the rate of 4 tonnes per minute up to 40 tonnes by the compressing
machine. Then the aggregate is passed through the sieve of 2.36 mm sieve is weighed and
expressed as a percentage of total aggregate and is called Aggregate Crushing Value. The
results are shown in Annexure A. The results of this

𝑊1
𝐴𝑔𝑔𝑟𝑒𝑔𝑎𝑡𝑒 𝐶𝑟𝑢𝑠ℎ𝑖𝑛𝑔 𝑉𝑎𝑙𝑢𝑒 = ×100
𝑊2

Where,

W1= Weight of material passed through 2.36 mm sieve

W2 = Total weight of Aggregates taken

Figure 3.2Compression Testing Machine Figure 3.1 Crushing of aggregates in cylindrical vessel

3.3.2. Los Angeles Abrasion Test

This test is performed in accordance with IS 2386 Part IV. This test is used for measuring
the hardness property of the aggregate. The standard of this test is to discover the rate of
wear because of relative scouring activity between the aggregate and steel balls utilized as

21
an abrasive charge. This test comprises of a hollow cylinder having an inner diameter of
70cm and length of 50 cm and is mounted to rotate about its horizontal axis. An abrasive
charge comprising of cast iron circular spheres of 48 mm diameter and weight 340-445 g
is set in the cylinder alongside the aggregate.The number of spherical balls to be placed
depends upon the grading of the aggregate. The weight of the aggregates to be used
depends upon the grading and varies from 5 kg to 10kg.

Table 3.1 : Grading of Aggregates for Test Samples

Source : IS 2386 Part IV,1963

22
 Table 3.2 : The Abrasive Charge

Source : IS 2386 Part IV,1963

The cylinder is then closed and rotated at the speed of 30-33 rpm for a sum of 500 - 1000
rotations depending upon the grading of the aggregates.After rotations, aggregates are passed
through 1.7mm sieve and the passed fraction is expressed in percentage and is known as Los
Angeles Abrasion Value. The results are shown in Annexure A.

𝑊1
𝐿𝑜𝑠 𝐴𝑛𝑔𝑒𝑙𝑒𝑠 𝐴𝑏𝑟𝑎𝑠𝑖𝑜𝑛 𝑉𝑎𝑙𝑢𝑒 = × 100
𝑊2

Where,

23
W1= Weight of material passed through 1.7 mm sieve

W2 = Total weight of Aggregates taken

Figure 3.3 Los Angeles Abrasion Test Apparatus

3.3.3. Impact Test

This test is done in accordance with IS 2386 Part IV. This test measures the resistance of
aggregates to the pounding action or impact. Aggregates passing through 12.5 mm and
retained on 10 mm sieve is used for this test. These aggregates are filled in a steel cup in
three layers, and each layer is tamped for 25 times. The steel cup is having an internal
diameter of 10.2 cm and height if 5 cm which is attached to the metal base plate of impact
testing machine. Then the metal hammer having the weight of 13.5 kg to 14 kg is dropped
for 15 times from a height of 38cm through the vertical guides over the specimen. Then
the aggregate is passed through 2.36 mm sieve. the aggregate passed is expressed in
fraction to total aggregate is taken and is expressed in represented which is known as
Aggregate Impact Value. The results are shown in Annexure A.

24
 𝑊1
𝐼𝑚𝑝𝑎𝑐𝑡 𝑉𝑎𝑙𝑢𝑒 = × 100
𝑊2

Where,

W1= Weight of material passed through 1.7 mm sieve

W2 = Total weight of Aggregates taken

Figure 3.4 Impact Testing Machine

3.3.4. Soundness Test

This test is done in accordance with IS 2386 part V. Soundness test is meant to have a
look at the resistance of aggregates to weathering motion, via conducting accelerated
weathering test cycles. When porous aggregate is subjected to freezing and thawing they

25
can disintegrate easily. In this test, aggregate are immersed in sodium sulfate or
magnesium cycles for 16-18 hours and then dried in an oven at 105°C-110°C to a
constant weight. This is done for five cycles. Then the loss of weight is calculated in
percentage by passing the aggregate through a specified sieve. In general, the loss in
weight of aggregate in this test should not exceed 12 percent in the case of sodium sulfate
and 18 percent in the case of magnesium sulfate. The results are shown in Annexure A.

𝑊1
𝑆𝑜𝑢𝑛𝑑𝑛𝑒𝑠𝑠 𝑉𝑎𝑙𝑢𝑒 = × 100
𝑊2

W1 = Loss of weight after five cycles

W2 = Total weight of the aggregates taken.

3.3.5. Shape Tests

This test is done in accordance with IS 2386 part I. Shape test is done in order to
determine the percentage of flaky and elongated particles. Aggregates which might be
flaky or elongated are destructive to better workability and stability of mixes.

3.3.5.1 Flakiness Index

The flakiness Index is characterized as the rate by weight of total aggregates whose least
measurement is under 0.6 times their mean size. This test is not applicable for sizes
smaller than 6.3 mm. In this test, the aggregates to be sieved is first sieved through a set
of sieves and isolated into specified size ranges. The percentage of aggregates of specified
size ranges which get passed through the designated slots of thickness gauge is calculated
and is termed as Flakiness Index. The results are shown in Annexure A.

𝑊1
𝐹𝑙𝑎𝑘𝑖𝑛𝑒𝑠𝑠 𝐼𝑛𝑑𝑒𝑥 = × 100
𝑊2

Where,

W1= weight of aggregates which get passed through the slots of thickness gauge

W2 = Total weight of aggregates taken.

26
 Figure 3.5Flakiness Guage

3.3.5.2 Elongation Index

The elongation index of an aggregate is described as the percentage by weight of

aggregates whose greatest size is 1.8 times their mean size. This test is also not applicable
to particles having a size smaller than 6.3 mm. In this test, the aggregates to be sieved is
first sieved through a set of sieves and isolated into specified size ranges. The percentage
of aggregates of specified size ranges which get passed through the designated slots of
length gauge is calculated and is termed as Elongation Index. The results are shown in
Annexure A.

𝑊1
𝐸𝑙𝑜𝑛𝑎𝑔𝑎𝑡𝑖𝑜𝑛 𝐼𝑛𝑑𝑒𝑥 = × 100
𝑊2

Where,

W1= weight of aggregates which get passed through the slots of the length gauge

W2 = Total weight of aggregates taken.

27
 Figure 3.6 Elongation Guage

3.3.6. Specific Gravity and Water Absorption Test

This test is done in accordance with IS 2386 part III. Specific Gravity is the measure of
quality and strength of the aggregate. While water absorption gives the measure of
strength and porosity of the aggregate. In this test, two kg of aggregates is taken in the
basket and is immersed completely in water for about 24 hours. Then the weight of the
aggregates in water is measured and then aggregates surface dried and weight of
aggregates is again measured. After drying the aggregates in the oven for 24 hours at a
temperature of about 110°C the weight of aggregates is again measured. Specific Gravity
of aggregates is calculated by dividing the weight of aggregate by the weight of an equal
volume of water. Water absorption is calculated by dividing the weight of water absorbed
to the weight of oven dried aggregates. The results are shown in Annexure A.

𝑊3
𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝐺𝑟𝑎𝑣𝑖𝑡𝑦 𝑜𝑓 𝐴𝑔𝑔𝑟𝑒𝑔𝑎𝑡𝑒 =
𝑊3 − (𝑊1 − 𝑊2 )

𝑊3
𝐴𝑝𝑝𝑎𝑟𝑎𝑛𝑡 𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝐺𝑟𝑎𝑣𝑖𝑡𝑦 𝑜𝑓 𝐴𝑔𝑔𝑟𝑒𝑔𝑎𝑡𝑒 =
𝑊4 − (𝑊1 − 𝑊2 )

28
 𝑊3 − 𝑊4
𝑊𝑎𝑡𝑒𝑟 𝐴𝑏𝑠𝑜𝑟𝑝𝑡𝑖𝑜𝑛 = × 100
𝑊4

Where,

W1 = Weight of Saturated aggregates with Basket

W2 = Weight of Basket in Water

W3 = Weight of Surface Dry Aggregates

W4 = Weight of Oven dried Aggregates

Figure 3.7 Spring balance Figure 3.8 Mesh

3.4 Tests on Bitumen and Modified Bitumen

3.4.1. Softening Point Test

29
This test is performed in accordance with IS 1205 1978. The softening point means the
temperature at which the bitumen achieves a specific level of relaxing under the
determinations of the test. The test is led by utilizing Ring and Ball device. A metal ring
containing test of bitumen is suspended in a fluid like water or glycerin at a given
temperature. A steel ball is set upon the bitumen test and the fluid medium is warmed at a
rate of 5°C per minute. Temperature is noted when the mollified bitumen contacts the
metal plate which is at a predefined distance beneath and this temperature Is known as
Softening Point. The softening point of bitumen varies from 35°C to 70° for pavement
construction. The results are shown in Annexure B.

Figure 3.9 Beaker & Thermometer Figure 3.10 Rings (with & without bitumen)

3.4.2. Penetration Test

This test is performed in accordance with IS 1203 1978. Penetration Value gives the
measure of the consistency of the bitumen. The test is performed using penetrometer. It
consists of a penetration needle which is released into the bitumen sample for 5 seconds.
No less than three penetration tests are made on this sample by testing at separations
10mm apart. The weight of the needle is 100 gm. The measurement of penetration is done

30
in one-tenth mm units.Firstly bitumen is poured into the mould and allowed to cool for 30
minutes and then put in the water bath for 60 minutes. After then the needle is released
and dial gauge reading is noted down. The results are shown in Annexure B.

Figure 3.11 Penetrometer With Needle

3.4.3. Ductility Test

This test is performed in accordance with IS 1208 1978. The determination of ductility of
bitumen is essential to prevent cracking of bitumen under traffic loads which may cause
water to percolate through the pavement resulting in disintegration and failure of the
pavement. The ductility value is the measure of distance at which bitumen specimen
breaks upon pulling apart. The bitumen sample is heated and put into the mould. Now the
sample is allowed to cool in the air and then allowed to cool in the water bath maintained
at a temperature of 27°C for about 60 minutes. The mould is then placed in the ductility
testing machine. The rate of application of pull is 5 cm per minute. The ductility value is
affected by the temperature of bitumen, the dimension of the briquette, air voids in the
sample. The minimum value of bitumen varies from 50 cm to 75cm depending upon the
grade of the bitumen. The results are shown in Annexure B.

31
 Figure 3.12 Ductility Test Apparatus

3.4.4. Specific Gravity Test

This test is done in accordance with IS 1202 1978. Specific Gravity of the Bitumen is the
ratio of the weight of a given volume of bitumen to the weight of a given volume of water
at a standard temperature of 27°C. The specific gravity of the bitumen helps in designing
the bitumen mix. The Specific Gravity of the bitumen depends upon its chemical
properties. Bitumen having a large amount of impurities or aromatic impurities will have
high specific gravity. Generally, the Specific Gravity of Bitumen varies from 1.10 to 1.25.
The results are shown in Annexure B.
(𝑊2 − 𝑊1 )
𝑆𝑝𝑒𝑐𝑖𝑓𝑖𝑐 𝐺𝑟𝑎𝑣𝑖𝑡𝑦 𝑜𝑓 𝐵𝑖𝑡𝑢𝑚𝑒𝑛 =
(𝑊3 − 𝑊1 ) − (𝑊4 − 𝑊2 )
Where,
W1= Weight of empty Specific Gravity Bottle,
W2= Weight of Specific Gravity Bottle + Bitumen,
W3= Weight of Specific Gravity Bottle + Water,
W4= Weight of Specific Gravity Bottle + Water + Bitumen.

32
 Figure 3.13 Specific Gravity Bottle

3.5 Marshall Stability Test

This test is used to determine the optimum binder content. The stability of the test
estimates the most extreme burden upheld by the test sample at a loading rate of 5.08
cm/minute. .Marshall Stability is the maximum value of the load at which the test
specimen fails. During loading, the flow value that is the deformation of the test sample
with the load is also measured.
3.5.1 Preparation of the sample
1. About 1200 gm of aggregate is taken and is heated to a temperature of 175°C-
190°C.
2. Modified Bitumen is heated to a temperature of 120°C-140°C starting with the
trailing percentage of 4% of the weight of the mineral aggregates.
3. The heated aggregates and modified bitumen is blended at a temperature of
154°C-160 °C.
4. The blend is put in a mould and compacted by a rammer with 75 blows on either
side at temperature.
5. Keep the mix in the mould for 24 hours and after that expel the sample from the
mould with the help of test extractor.
6. The weight of the sample is measured in the air as well as in water.

33
7. The specimen is kept immersed in a water bath at a temperature of 60°C for about
30 to 45 minutes.
8. The given specimen is ready to load in the Marshall Stability test apparatus.
9. Vary the percentage of bitumen and the molasses in the modified bitumen and
repeat these steps again.

Figure 3.14 Marshal Stability Test Apparatus

34
3.5.2. Mix Properties

3.5.2.1 Theoretical Specific Gravity of the Mix (Gt)

Theoretical Specific Gravity is given by

𝑊1 + 𝑊2 + 𝑊3 + 𝑊𝑏
𝐺𝑡 = 𝑊1 𝑊2 𝑊3 𝑊4
+ + +
𝐺1 𝐺2 𝐺3 𝐺4

Where,

W1= Weight of coarse Aggregates in the mix,

W2= Weight of fine Aggregates in the mix,

W3= Weight of filler in the Mix in the mix,

W4= Weight of the bitumen in the mix,

G1 = Specific Gravity of the Coarse Aggregate,

G2= Specific Gravity of the Fine aggregates,

G3= Specific Gravity of the Filler,

Gb = Specific Gravity of the Bitumen.

3.5.2.2 Bulk Specific Gravity of the Mix (Gm)

Bulk Specific Gravity of the Mix is given by

𝑊𝑚
𝐺𝑚 =
𝑊𝑚 − 𝑊𝑤

Where,

Wm= Weight of Mix in air,

35
Ww= Weight of the mix in water.

3.5.2.3 Air Void Percent (Vv)

Air Void Percent is given by

𝐺𝑡 − 𝐺𝑚
𝑉𝑣 = × 100
𝐺𝑡

Where,

Gt = theoretical Specific Gravity of the Mix,

Gm = bulk specific Gravity of the Mix.

3.5.2.4 Percent Volume of Bitumen (Vb)

Percent Volume Bitumen of the mix is given by,

𝑊𝑏
𝐺𝑏
𝑉𝑏 = 𝑊1 +𝑊2 +𝑊3 +𝑊𝑏
𝐺𝑚

Where,

W1 =Weight of the Coarse Aggregate,

W2= Weight of the fine Aggregate,

W3 =Weight of the Filler,

Wb= Weight of the Bitumen,

Gb= Specific Gravity of the Bitumen,

Gm = Bulk Specific Gravity of the Mix.

3.5.2.5 Voids in Mineral Aggregates (VMA)

36
Voids in Mineral Aggregates is given by

𝑉𝑀𝐴 = 𝑉𝑣 + 𝑉𝑏

Where,

Vv = Percent Air Voids in the Mix,

Vb= Percent Bitumen Content in the Mix.

3.5.2.6 Voids Filled with Bitumen (VFB)

Voids filled with Bitumen is given by,

𝑉𝑏
𝑉𝐹𝐵 = × 100
𝑉𝑀𝐴

Where,

Vb= Volume of Bitumen,

VMA= Voids in Mineral Aggregates.

The results of Marshall Stability Test are shown in Annexure C.

37
 Marshal Stability test Photos

Figure 3.15 Sample for Testing Figure 3.16 Mould for Compaction

Figure 3.17 Samples in Water Bath

38
 CHAPTER 4

RESULTS AND DISCUSSIONS

4.1 General

This part displays the impact on the binder property due to the addition of molasses in
bitumen. The tests results are utilized to make compare the properties of the binder
through bargraphs and linegraphs.

4.2 Softnening Point

Softening Point Test Value

52.5

52

51.5

51
Softening Point Value (in °C)

50.5

50

49.5

49

48.5

48

47.5
0 4 6 8 10 12
Percentage of Molasses (in %)

Figure 4.1 Bar Graph between Softening Point v/s Different Molasses % (Modified Bitumen)

39
 From the given Figure 4.1, it can be seen that the softening point is increasing with an
increase in molasses content. Although, the values have not increased much still this will
help in sustaining against higher temperature and will have a longer service life.

4.3 Penetration Test

Penetration Test Values VS Percentage of

Molasses

74

72

70

68
Penetration Value (in mm)

66

64

62

60

58

56

54
0 4 6 8 10 12
Percentage of Molasses (in %)

Figure 4.2 Bar Graph between Penetration value v/s Different Molasses % (Modified Bitumen)

From the Figure 4.2, it can be seen that on increasing the molasses content, the penetration value
is increasing. This shows that molasses have a great impact on the penetration value of the

40
bitumen. Thus the addition of molasses on bitumen is making it soft leading to increased resistant
against temperature variation. This can be due to decrease in viscosity of the bitumen due to
increasing in the molasses content. Thus, the increase in molasses content in bitumen makes it
softer and more resistant to temperature variation.

4.4 Ductility Test

Ductility Value VS Percentage of Molasses

60

50
Ductility Value (in cm)

40

30

20

10

0
0 4 6 8 10 12
Percentage of Molasses

Figure 4.3 Bar Graph between Ductility value v/s Different Molasses % (Modified Bitumen)

From the Figure 4.3, it can be seen that with an increase in molasses content, ductility value is
decreasing. The decrease in ductility value shows that the breaking of the binder bond due to the
presence of molasses in a binder. The decrease in the ductility value is somewhat lesser.

41
4.5 Specific Gravity

Specific Gravity VS Percentage

of Molasses
1.2
Specific Gravity

1
0.8
0.6
0.4
0.2
0
0 4 6 8 10 12

Percentage of Molasses

Figure 4.4 Bar Graph between Specific Gravity v/s Different Molasses% (Modified Bitumen)

From the Figure 4.4, it can be seen that there is no much variation in specific gravity of binder
with an increase in binder content. This can be justified as the specific gravity of sugarcane
molasses is comparable to that of a molasses.

42
4.6 Marshall Mix Design

4.6.1. Marshall Stability VS Binder Content

Marshall Stability VS Binder Content

10

7
Marshall Stability, kN

6 0% Molasses
4% Molasses
5
6% Molasses

4 8% Molasses
10% Molasses
3 12 % Molasses

0
0 2 4 6 8 10
BINDER CONTENT, %

Figure 4.5 Graph between Marshall Stability v/s Binder Content (different % of bitumen& molasses)

As appeared in Figure 4.5., with increment in bitumen content Marshall Stability increments
however up to certain content after it begins diminishing. This pattern is observed because firstly
the binder fills the voids in the mineral aggregate but after a certain point when all the voids get
filled up this extra binder create extra space which cannot take any load. The Marshall Stability
is found to highest in 8% Molasses replacement and at a total binder content of 6%. As the
Molasses content is increased beyond this decrease in Stability value is observed due to the
decrease in the ductility value of the binder.

43
4.6.2. Flow Value VS Binder Content

Flow Value Vs Binder Content,%

5

4.5

3.5
Flow Value, mm

3 0 % Molasses
4% Molasses
2.5
6% Molasses
2 8% Molasses

1.5 10% Molasses

12% Molasses
1

0.5

0
0 2 4 6 8 10
BINDER CONTENT, %

Figure 4.6 Graph between Flow value v/s Binder Content % (Different % of bitumen & molasses)

As shown in the Figure 4.6, due to improper binding Flow value is highest at 4% partial
replacement of bitumen with molasses. At the 8% partial replacement of bitumen with sugarcane
molasses, the flow value is minimum. This is justified because at 8% partial replacement of
bitumen with bitumen maximum Marshall Stability Value is observed. At 12% partial
replacement of bitumen with molasses a flow value is increasing due to a decrease in ductility of
the binder due to sugarcane molasses.

44
4.6.3. Voids Filled with Bitumen Vs Binder Content

VFB Vs Binder Content

90

80
0% Molasses
VFB,%

4% Molasses
6% Molasses
70 8% Molasses
10% Molasses
12% Molasses

60
3 4 5 6 7 8 9

Binder Content,%

Figure 4.7 Graph between VFB% v/s Binder Content % (Different % of bitumen & molasses)

As appeared in the Figure 4.7 , as the binder content is increasing the voids filled with the
bitumen is also increasing reaching a maximum value, then becoming almost constant value. At
the partial replacement of bitumen with 8% Molasses Content, voids filled is maximum as
justified by the maximum stability value at this content.

45
4.6.4. Air Voids Vs Binder Content

Voids Vs Binder Content

6

4
0% Molasses
Voids,%

3 4% Molasses
6% Molasses
2 8% Molasses
10% Molasses
1 12% Molasses

0
0 2 4 6 8 10
Binder Content,%

Figure 4.8 Graph between Voids % v/s Binder Content % (Different % of bitumen & molasses)

As shown in the Figure 4.8, as the binder content is increasing, the percentage of the volume of
voids is decreasing. We are getting a minimum percentage of the volume of voids at 8% partial
replacement of bitumen with sugarcane molasses.

46
4.6.5. Bulk Unit Weight Vs Binder Content

Density Vs Binder Content

2.24

2.22
Density,g/cc

2.2 0% Molasses
2.18 4% Molasses

2.16 8% Molasses

2.14 10% Molasses

12% Molasses
2.12
0 2 4 6 8 10
Binder Content,%

Figure 4.9 Graph between Density v/s Binder Content % (Different % of bitumen & molasses)

As shown in the Figure 4.9, the Bulk Unit Weight of the specimen increases up to optimum
binder content. Beyond optimum binder content, the bulk unit weight starts decreasing as now
binder starts replacing aggregate thus reducing bulk unit weight. The maximum Bulk Unit weight
is obtained at the partial replacement of bitumen with molasses by 8%.

47
 CHAPTER 5

CONCLUSION

Addition of sugarcane molasses has increased certain properties of the binder like Marshall
Stability, penetration value, softening point, bulk unit weight etc. at a certain content for a
particular grade of bitumen. This can help in increasing the strength of the pavement as well as
will help in making road resistance to temperature variation and maintaining a long service life
that too using the waste sugarcane molasses. To get ideal content of sugarcane molasses, factors
such as, the blending time, temperature, qualities, and source of the Sugarcane Molasses and
bitumen type must be considered since these are the variables that administer the subsequent
performance of bitumen blends.

5.1 Conclusion

Based on the results of the experiment following remarks can be derived

 Mixing of Sugarcane Molasses shows a great impact on the properties of the Bitumen like
Marshall Stability, penetration, ductility, softening Point etc.
 Marshall Stability is maximum at the binder content of 6 % with partial replacement of
bitumen of 8 %.
 Penetration Value and Softening Point is increasing withanincrease in the content of
sugarcane molasses.
 Ductility Value is decreasing with increase in Molasses Content.
 Change in Molasses Content has not shown an impact on Specific Gravity of Binder

5.2 Recommendations

Thereare following recommendations on the base of the results that are –

 Molasses can be used as a partial replacer of bitumen.

 It may be likely to use lower bitumen when molasses is used.

48
  8% molasses with 6% of bitumen can be used to replace partially bitumen binder with
molasses. For more resistance to moisture, we may add adhesive agents in the mixture.

5.3 Future study

There is always a possibility for future research in the area of bitumen binders. So future research
study may consider: -

 Further studies are required to test different grades of bitumen with different percentages
of molasses.
 Further research is required to describe the chemistry of binders including molasses and
bitumen binder.
 Like this study determines the optimum value of molasses as 8% and the optimum value
of bitumen as 6%. Therefore, further research is required to determine Optimum Molasses
Content and also Optimum Bitumen Content.
 Life cycle cost analysis should be considered for the construction of roads using molasses
with comparison to the conventional bitumen roads.

49
 REFERENCES

[1] Prakash, K. S., Phanindra M., Surya S. R.,andNaresh J. ,(2014). “Percentage

replacement of bitumen with sugarcane Waste molasses.”, IJCIET, 5(7), 188-197.
[2] Mose, G. Y., and Ponnurangam, P., (2018). “Investigating the Effect of Cane
Molasses on the Performance of Base Bitumen.”, IJRIAS, 3(4), 54-58.
[3] Jayanthi, Mahalaksmi, M., Meiyarasu. ,Abhirami., and Shankar, K., (2014).
“Experimental study on eco-friendly tar”, IJIAREC, 5(1), 895-898.
[4] Boomika, A., Naveen, M. A.,Richard, J. D., and Mythili, A.,(2017). “Experimental
study on partial replacement of bitumen with lignin and plastic” IJCESR, 5(4), 35-
41.
[5] Tiwari, V. A., and Rao,Y. M. A.,(2017). “Study of Plastic Waste Mixed
Bituminous Concrete Using LDPE and HDPE.” TARCE, 6(2), 1-6.

[6] Kumar, G. R., Bharani S., and Kumar, R. S. S.,(2017). “Partial Replacement of
bitumen by waste plastic and polypropylene in road construction.” TARCE, 6(2),
1-6.

[7] Gandhimathi , A., and Abinaya, S.,(2017). “An experimental study on behavior of
modified bitumen using recycled plant.” IJCIET, 8(8), 1707-1715.

[8] Prasad, A. R., and J, S. N.,(2015). “Bitumen Modification with Waste Plastic and
Crumb Rubber.” IJERT 4(5), 1586-1591.

[9] Ghalayan, P., Rana, S., (2017). “Partial replacement of bitumen by using plastic-
waste in bitumen concrete”, IJLREC, 5(2),2347-6540.

[10] Devi, C., Kranthi, D., (2017). “Study on properties of bitumen subjected to partial
replacement of waste plastic to develop sustainability”, IJIR, 3(2), 2454-1362.
[11] Mohanty, M., (2013). “A study on use of waste polyethylene in bituminious
paving mixes”, Department of Civil Engineering, National Institute of
Technology Rourkela, Rourkela, India.

50
[12] Logeshkumaran, A., (2018), “Experimental study on partial replacement of
bitumen with lignin and plastic”, Online (2394-0697), 5(4), 2393-8374.
[13] Guru, M., Arslan, D., Cubuk, M. K., Ozturk, S., (2017). “A research
on rheological properties of bitumen modified by molasses-based fly ash
compound”, https://www.researchgate.net/publication/319062591,
(11,August,2017).
[14] Abdulahi, T., (2017). “Partial replacement of Asphalt Bitumen with sugar-cane
molasses”, Department of Civil Engineering, Addis Ababa Institute of
Technology School of Civil &Enviromental Engineering, Addis Ababa
University, Ethopia.

Internal Links

[1] https://www.researchgate.net/publication/299471374_PERCENTAGE_REPLA
CEMENT_OF_BITUMEN_WITH_SUGARCANE_WASTE_MOLASSES
[2] https://www.britannica.com/topic/molasses
[3] https://www.researchgate.net/project/Replacement-of-Bitumen-with-Waste-
Molasses
[4] https://nptel.ac.in/courses/105101087/23-Ltexhtml/p7/p.html

51
 ANNEXURE A

Mix Design Various Tests- Crushing, Abrasion, Impact, Soundness, Shape-Specific A

Calculations Gravity

A.1 AGGREGATE TEST RESULTS

Table A.1 : Aggregate Test Results

Test Actual Value

Aggregate Crushing Value 28.70%

Los Angeles Abrasion Value 19%

Aggregate Impact Value 26%
Soundness Value(Using Sodium Sulfate and Magnesium Sulfate ) 0.1% & 0.3%
Shape Test(Flakiness&Elongation ) 21.64% & 19.56%
Specific Gravity 2.46
Water Absorption 1.95%

52
A.2 GRADING OF AGGREGATES

Table A.2 : Grading of Aggregate for Marshall Mix Design

Nominal Aggregate Size 13mm

Sieve Size in mm Percentage Passing by Weight
19 100
13.2 79
9.5 70
4.75 53
2.36 42
1.18 34
0.6 26
0.3 18
0.15 12
0.075 4

53
 ANNEXURE B

Modified Bitumen Various Tests- Softening Point Penetration, Ductility, Specific B

Results Gravity

B.1 Softening Point Test Results

Table B.1 : Softening Point Test Results

Molasses Content in % Softening Point Value in °C

0 49
4 51
6 51
8 52
10 52
12 52

B.2 Penetration Test Results

Table B.2 : Penetration Test Results

Molasses Content in % Penetration Value in mm

0 61
4 64
6 66
8 67
10 70
12 72

54
B.3 Ductility Test Results

Table B.3 :Dutility Test Results

Molasses Content in % Ductility Value in cm

0 55
4 53
6 50
8 48
10 45
12 41

B.4 Specific Gravity Test Results

Table B.4 : Specific Gravity Test Results

Molasses Content in % Specific Gravity

0 1
4 1
6 1
8 1
10 1
12 1

55
 ANNEXURE C

Marshall Mix Design Marshall Stability Test

C

C.1 Marshall Stability Value

Table C.1 : Marshall StabilityValue (in kN) Test Results

Binder At 0% At 4% At 6% At 8’% At 10 % At 12%

Content in Molasses Molasses Molasses Molasses Molasses Molasses
%
4 3.5 2.8 3.6 4.5 3.8 3.1
6 8.1 6.8 7.1 8.6 7.9 7.2
8 7.7 5.9 6.9 8.2 7.7 7

56
 Marshall Stability Vs Binder Content

10

8
0% Molasses
7
4% Molasses
Marshall Stability, kN

6
6% Molasses
5 8% Molasses
4 10% Molasses

3 12 % Molasses

0
0 2 4BINDER CONTENT, %6 8 10

Figure C.1 Graph between Marshall Stability v/s Binder Content (different % of bitumen& molasses)

C.2 Flow Value VS Binder Content

Table C.2 : Flow Value (in .25 mm units ) Test Results

Binder At 0% At 4% At 6% At 8’% At 10 % At 12%

Content in Molasses Molasses Molasses Molasses Molasses Molasses
%
4 2.43 2.7 2.6 2.3 2.45 2.47
6 3.3 3.6 3.5 3.1 3.34 3.36
8 4.35 4.64 4.6 4.12 4.4 4.45

57
 Flow Value Vs Binder Content,%
5

4.5

3.5
Flow Value, mm

3 0 % Molasses
4% Molasses
2.5
6% Molasses
2 8% Molasses
10% Molasses
1.5
12% Molasses
1

0.5

0
0 2 4 6 8 10
BINDER CONTENT, %

Figure C.2 Graph between Flow value v/s Binder Content % (Different % of bitumen & molasses)

C.3 VFB VS Binder Content

Table C.3 : Voids Filled with Bitumen (in %) Test Results

Binder At 0% At 4% At 6% At 8’% At 10 % At 12%

Content in Molasses Molasses Molasses Molasses Molasses Molasses
%
4 68 66 66.3 71 67.5 67
6 77 75 75.6 79 76.4 76
8 79 77 77.7 81 78.7 78

58
 VFB Vs Binder Content
90

80

0% Molasses
VFB,%

4% Molasses
6% Molasses
8% Molasses
70
10% Molasses
12% Molasses

60
3 4 5 6 7 8 9

Binder Content,%
Figure C.3 Graph between VFB% v/s Binder Content % (Different % of bitumen & molasses)

59
C.4 Voids Vs Binder Content

Table C.4 : Voids (in %)Test Results

Binder At 0% At 4% At 6% At 8’% At 10 % At 12%

Content in Molasses Molasses Molasses Molasses Molasses Molasses
%
4 4.84 5 4.97 4.77 4.89 4.94
6 3.6 4.02 3.91 3.3 3.72 3.82
8 3.12 3.5 3.4 3.04 3.19 3.24

Voids Vs Binder Content

6

0% Molasses
Voids,%

3 4% Molasses
6% Molasses
8% Molasses
2
10% Molasses
12% Molasses
1

0
0 2 4 6 8 10
Binder Content,%

Figure C.4 Graph between Voids % v/s Binder Content % (Different % of bitumen & molasses)

60
C. 5 Bulk Unit Weight Vs Binder Content

Table C.5 : Bulk Unit Weight (in g/cc) Test Results

Binder At 0% At 4% At 6% At 8’% At 10 % At 12%

Content in Molasses Molasses Molasses Molasses Molasses Molasses
%
4 2.14 2.13 2.13 2.15 2.14 2.14
6 2.21 2.19 2.19 2.22 2.2 2.2
8 2.15 2.13 2.13 2.16 2.15 2.14

Density Vs Binder Content

2.23

2.22

2.21

2.2

2.19
Density,g/cc

2.18 0% Molasses
4% Molasses
2.17
8% Molasses

2.16 10% Molasses

12% Molasses
2.15

2.14

2.13

2.12
0 2 4 6 8 10
Binder Content,%

Figure C.5 Graph between Density v/s Binder Content % (Different % of bitumen & molasses)

61
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