A Study On Use of Waste Polythene Bituminous Paving Mixes-NEW

A STUDY ON USE OF WASTE POLYTHENE BITUMINOUS PAVING MIXES
ABSTRACT
Bituminous binders used in pavement construction works include both bitumen and tar.
Bitumen is hydrocarbon material of pyrogenous origin, made available as by product of
fractional distillation of crude petroleum. Bituminous materials are very commonly used in
highway construction because of their binding and their water proofing properties. Plastic has
become common mans friend. It finds its use in every field. Nearly 50% of the plastic consumed
is used for packing. The most used plastic materials for packing are carry bags, cups,
thermocoles and foams. These materials are manufactured using polymers like Polyethylene,
polypropylene and polystyrene. The tubes and wires are made of poly vinyl chloride. These
materials, once used are either thrown out or littered and ultimately get mixed with Municipal
Solid Waste (MSW). As the plastic is non-biodegradable, its disposal is a problem and it causes
social problems contributing to environmental pollution. Especially pollution caused by plastic is
a very critical problem of the present society.In the present research work, the plastic blended
bituminous mix using `Zycothermal` a chemical stabilizer is prepared by replacing optimum
bitumen content with 8%, 10%, and 12% of plastic by weight of bitumen and Marshall Stability
and flow values are compared with straight run bituminous mix.
1
INTRODUCTION
GENERAL
A good roadway infrastructure is the backbone of a strong stable economy. Over the years
after independence there has been an extensive development of the road network across the
length and breadth of India.
PLASTICS & PLASTIC WASTE
Among plastics, Polyethene forms the largest portion followed by Polyethylene Terephthalate (PET). It is
obtained in massive quantity from bottles most commonly used for packaging of beverages and drinking
water . India approximately produces 40 million tons of solid waste of which 12.3% is plastic which is
discarded mainly in form of water bottles. Depending on their physical properties, they may be classified
as thermoplastic and thermosetting materials. Thermoplastic materials can be formed into desired shapes
under heat and pressure and become solids on cooling. On subjected to the same conditions of heat and
pressure, they can be remolded. Thermosetting materials which once shaped cannot be softened/remolded
by the application of heat. Table 2 gives the polymer demand in India from 1995 to 2011.The examples of
some typical Thermoplastic and Thermosetting materials are tabulated in Table 3. Thermosetting
materials are not used in pavement construction.. India has among the lowest per capita consumption of
plastics and consequently the plastic waste generation is very low as seen from the Table 4. India has
among the lowest per capita consumption of plastics and consequently the plastic waste generation is very
low as seen from the Table4. Table5 indicates the various sources of waste plastic generation.
PLASTIC
Plastics have become common mans friend. It finds its use in every field. Nearly 50% of the
plastic consumed is used for packing. The most used plastic materials for packing are carry bags,
cups, Thermopolis and foams. These materials are manufactured using polymers like Polyethylene,
polypropylene and polystyrene. The tubes and wires are made out of poly vinyl chloride. These
materials, once used are either thrown out or littered and ultimately get mixed with Municipal Solid
Waste (MSW). As the plastics are non- biodegradable, their disposal is a problem and they cause
social problems contributing for environmental pollution. Especially pollution caused by plastic is
a very critical problem of the present society.
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Properties of Plastic blended bituminous mix
Some fibers have high tensile strength relative to asphalt mixtures. Thus it was found that
fibers have the potential to improve the cohesive and tensile strength of bituminous mixes. They
are believed to impart physical changes to asphalt mixtures.
Plastic can improve effectively mechanics behaviors of asphalt concrete, enhance the tensional
and compressive strengths of asphalt concrete, and prolong the fatigue life of asphalt concrete
pavements. It is thought that adding plastics to asphalt enhances material strength and fatigue
characteristics.
SIGNIFICANCE OF THE STUDY

Plastic is expected to increase the stability, decrease air voids and reduce the flow of the
bituminous mix.. Plastic will also help in imparting more elasticity to the bituminous mixes.
Hence various percentages of the plastic are used in bituminous mix.
OBJECTIVES
The present study is aimed at the study of influence of plastic on strength characteristics
of plastic blended bituminous mixes. The objectives of the present study are;
To study the Stability, Flow and Volumetric properties of the plastic blended bituminous mixes.
To obtain an optimum plastic content to be used in plastic blended bituminous mixes.
To study the cost effectiveness of plastic blended bituminous mixes.
3
LITERATURE REVIEW
GENERAL
Plastic use in road construction is not new. It is already in use as PVC or HDPE pipe mat
crossings built by cabling together PVC (polyvinyl chloride) or HDPE (high-density poly-
ethylene) pipes to form plastic mats. The plastic roads include transition mats to ease the passage
of tyres up to and down from the crossing. Both options help protect wetland haul roads from
rutting by distributing the load across the surface. But the use of plastic-waste has been a concern
for scientists and engineers for a quite long time.
Recent studies in this direction have shown some hope in terms of using plastic-waste in road
construction i.e., Plastic roads. A Bangalore-based firm and a team of engineers from R. V.
College of Engineering, Bangalore, have developed a way of using plastic waste for road
construction. An initial study was conducted in 1997 by the team to test for strength and
durability. Plastic roads mainly use plastic carry-bags, disposable cups and PET bottles that are
collected from garbage dumps as an important ingredient of the construction material. When
mixed with hot bitumen, plastics melt to form an oily coat over the aggregate and the mixture is
laid on the road surface like a normal tar road.
In this chapter, a brief review of methods of introduction of plastic, stability, flow ,volumetric
properties, of plastic blended bituminous mix are presented .Critical observation based on the
work reported so far are also presented in the end of the chapter.
METHOD OF MIXING PLASTIC

Waste plastic is ground and made into powder; required percent of plastic is mixed with
the bitumen. The plastic waste is melted and mixed with bitumen in a particular ratio. Normally,
blending takes place when temperature reaches 45.5C but when plastic is mixed, it remains
stable even at 55C. Plastic and bitumen both are melted separately and then mixed. This mixture
is then mixed with aggregates in required proportion.
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STUDIES ON STABILITY AND FLOW PROPERTIES OF PLASTIC BLENDED
BITUMINOUS MIX
The vigorous tests at the laboratory level proved that the bituminous 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
plastic blended bituminous mix, of the order of two to three times higher value in comparison
with the untreated or ordinary bitumen. The stability and flow value of the mix increased with
increase in plastic content up to certain amount. Additional increase in the amount of plastic
decreased the values of stability and flow.
Studies on volumetric properties of plastic blended bituminous mix
The addition of plastic to the bituminous mix increases the Air void and VMA, while
bulk specific gravity decreases, and the volume filled with bitumen decreases. Adding fibers to
the mixture reduces specific gravity of mixture due to plastics lower density compared to
asphalt and aggregate. The air voids and VMA increases because, plastics has higher elastic
behavior than asphalt and thus resists compaction efforts and condensing of mixture.
Summary
Studies on stability, flow and volumetric properties of Plastic blended bituminous mix revealed that
by adding plastic showed varied result which is as follows.
a. Generally, Stability increases because addition load is carried by the plastic. In some cases the
stability decreases because more plastic reduce the contact point between the aggregate.
b. Flow decreases because flow (deformation) is resisted by plastic. In some cases the flow
increases.
c. Air voids increases because plastic absorbs binder needed to coat the aggregate there by
introduces a air gap between aggregates
The plastic content is important parameter with respect to stability and volumetric Properties. But
the Studies by varying the plastic content are limited.
Studies on the effect of binder content on plastic parameters are not reported.
In most cases, the blending of plastic has not been importance.
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The use of plastic improves the stability of bituminous mixes. But its effect on other property of
the mix is not reported.
In the view of the above it is decided that the two parameters, namely the binder content,
plastic content are considered as study variables . Stability, flow and volumetric properties of the
mixes are taken as observed parameters for the present work.
EXPERIMENTAL INVESTIGATIONS
GENERAL
6
In this chapter, characterization of materials used in this study, details of the experimental
investigations such as selection of mix, aggregate gradation, selecting the method for
proportioning of aggregates and obtaining the stability, flow and volumetric properties by
Marshall Method are presented in this study.
MATERIAL CHARACTERIZATION
Aggregates are classified as coarse, fine, and filler. The function of the aggregates is to
contribute the stability to the bituminous mixture by providing interlocking and frictional
resistance between the aggregates. Mineral filler is largely visualized as a void filling agent.
Bitumen and plastic provides the binding and reinforcing action.
Aggregates
The coarse aggregate used was a normal weight aggregate with a nominal size of 10 mm
and was obtained from the local supplier. The fine aggregates used was a normal weight
aggregate with a nominal size of 6 mm and stone dust were obtained from the local supplier. The
filler used was hydrated lime obtained from the local supplier. Salient properties of the fine and
coarse aggregate determined by standard tests are presented in Table 3.1 and 3.2 respectively.
Table Properties of 6mm aggregates

Description of the Test result Requirement as per
Test MORTH
specification
(TABLE 500-14)
Water 0.5 Max 2
absorption(%)
Specific gravity 2.65 -
(g/cc)
Table : Properties of 10 mm aggregate
7
Description of the Test Test result Requirement as per
MORTH specification
(TABLE 500-14)
Aggregate Impact Value 6.43 Max 27
(%)
Combined Elongation and 20% Max 30
Flakiness Indices(%)
Water absorption (%) 0.5 Max 2%
Los Angeles Abrasion Test 22 30%

Specific gravity(g/cc) 2.65 -
Bitumen
In the study 60/70 grade of bitumen was used. The bitumen content used is 5% by weight
of aggregates used. The properties of binder by standard tests are presented .
Table : Properties of bitumen
Description of the Test Test result Requirement as per

MORTH specification
(Reference IS-73)
Penetration Test(mm) 69 65
Specific gravity(g/cc) 1.02 Min 0.99
Softening point (C) 51 45 to 55
Ductility test (mm) >100 Min 75
0 0
Flash point( C) 175 C -
Fire point(0C) 1800C -
Plastic
A plastic material is any of a wide range of synthetic or semi synthetic organic solids
used in the manufacture of industrial products. Plastics are typically polymers of high molecular
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mass, and may contain other substances to improve performance and/or reduce production costs.
Monomers of plastic are either natural or synthetic organic compounds. Plastic refers to their
malleability, or plasticity during manufacture, that allows them to be cast, pressed, or extruded
into a variety of shapes such as films, fibers, plates, tubes, bottles, boxes, and much more. The
common word plastic should not be confused with the technical adjective plastic, which is
applied to any material which undergoes a permanent change of shape (plastic deformation)
when strained beyond a certain point.
There are two types of plastics: thermoplastics and thermosetting polymers.3
Thermoplastics are the plastics that do not undergo chemical change in their composition when
heated and can be moulded again and again.
Examples are polyethylene, polypropylene, polystyrene, polyvinylchloride and
polytetrafluoroethylene.
Thermosets can melt and take shape once after they have solidified, they stay solid. The raw
materials needed to make most petroleum and natural gas.
Table : Details of variables and the number of Specimens
Bitumen Content Plastic Content No. of specimens

(%) (%)
0 3
8 3
10 3
5 12 3
SELECTION OF MIX TYPE
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The Bituminous mix type selected for the present work is semi dense bituminous concrete.
The Composition of Semi dense bituminous concrete as per MORTH specification (table 500-
15) is shown in table .
Table: Composition of Semi Dense Bituminous concrete
Mix type Semi dense bituminous concrete
Layer thickness 25- 30 mm
Nominal aggregate size 10 mm
IS Sieve % by weight of total aggregate passing
11.2 100
9.5 90-100
4.75 35-51
2.36 24-39
1.18 15-30
0.3 9-19
0.075 3-8
AGGREGATE GRADATION
The properties of the bituminous mix including the density and stability are very much
dependent on the aggregates and their grain size distribution. Gradation has a profound effect on
mix performance. It might be reasonable to believe that the best gradation is one that produces
maximum density. The aggregate gradation is shown in figure .
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Table : COMBINED GRADING FOR SDBC
S.N SIEVE 10m 6 mm Stone Filler Combine Specificatio
O SIZE(mm m Dust (hydrate d grading n limits as
) d lime) per
MORT&H
Table(500-
15)
1 11.2 100.0 100.0 100.0 100.00 100.00 100
0 0 0
2 9.5 78.00 100.0 100.0 100.00 92.12 90-100
0 0
3 4.75 0.00 72.00 100.0 100.00 50 35-51
0
4 2.36 0.00 10.50 97.00 100.00 31.17 24-39
5 1.18 0.00 2.00 75.00 100.00 23.34 15-30
6 0.3 0.00 0 40.00 100.00 10.09 9-19
7 0.075 0.00 0 10.00 96.00 3.26 3-8
Figure : Aggregate Gradation
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PROPORTIONING OF AGGREGATES
After selecting the aggregates and their gradation, proportioning of aggregates has to be
done and following are the common methods of proportioning of aggregates:
1. Graphical Methods: Two graphical methods in common use for proportioning of aggregates
are, Triangular chart method and Rothfutch's method.
2. Trial and error procedure: The proportion of materials is varied until the required aggregate
gradation is achieved.
Proportioning of Aggregates (Trial And Error Method)
In this method, the proportion of materials was varied until the required aggregate
gradation was achieved.
Table : Proportions of materials by trial and error method

Materials Coarse Fine Stone dust Fines- Rock
aggregate- aggregate- (%) Dust (%)
10mm (%) 6mm (%)
Proportions 40 30 24 2
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For this proportion, aggregates are weighed and the details as presented in table 3.8.The
stability, flow and volumetric properties were found out by using Marshall Method of mix
design. The results are presented in table .
Table : Details Of Trial Mix (trial and error method)

Binder Bitumen Aggregate Aggregate 6 Stone Filler
content ( gms) 10 mm mm Dust ( gms)
(%) ( gms) ( gms)
5% 60 480 360 336 24
Volume of cylindrical sample =

Theoretical specific gravity =
Volume of voids(VV) =
Bulk density =
Volume of binder (VB) =

Voids in mineral aggregate (VMA) = VV+VB
Voids filled with Bitumen (VFB) = (VB/VMA)*100
Tables : Properties of the Trial Mix (trial and error method )

Bitumen Unit Air VMA VFB Stability Flow
Content(%) Weight Voids(%) (%) (%) Kg Mm
gm/cc
5 2.41 3.45 15.3 77.39 2812.5 2.1
2.42 2.98 14.87 79.94 2718.75 2.0
2.43 2.73 14.65 81.3 2406.25 2.6
From the results it was observed that the specimens prepared has sufficient air voids and
satisfies the MORTH requirements (3% to 6%).Hence the proportions and the bitumen content
are finalized and consider as the reference mix.
MARSHALL METHOD OF MIX DESIGN
13
The Marshall method is the most effective and widely used method for the mix design of
bituminous mixes and is detailed in ASTM D 1559. The Marshall method of mix design for
bituminous mixes was initially developed by Bruce Marshall, formerly Bituminous Engineer
with Mississippi State Highway Department, USA in 1940. The Marshalls test procedure was
later modified and improved upon by the U.S. Corps of Engineers after extensive research. It
was applicable to hot mix design using bitumen and aggregates with maximum size of 25 mm or
less.
Marshall Apparatus
The Marshall test apparatus essentially consists of the following equipment as detailed in
ASTM D 1559.
(a) Mould Assembly: Cylindrical moulds of 100 mm diameter and 63.5mm height are required. It
further consists of a base plate and collar extension. They are designed to be interchangeable
with either end of the cylindrical mould.
(b) Breaking Head: It consists of upper and lower cylindrical segments or test heads having an
inside radius of curvature of 5 cm. The lower segment is mounted on a base having two vertical
guide rods which facilitate insertion in the holes of upper test head.
(c) Loading Machine: The loading machine (capacity 5 tonnes) is provided with a gear system to lift
the base in upward direction. On the upper end of the machine, a pre-calibrated proving ring to
measure the load at failure is fixed. In between the base and the proving ring, the specimen
contained in test head is placed. The whole setup including the breaking/test head is shown in
Fig. 3.6.
(d) Flow meter: One dial gauge (0.01mm least count) fixed to the guide rods of the breaking head
serves the purpose of flow meter. The flow value refers to the total vertical upward movement
from the initial position at zero load. The dial gauge should be able to measure accurately the
total vertical movement upward.
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Figure: Marshall Test setup

Preparation of Specimen by addition of plastic
The procedure for preparation of specimens for the Marshall test is detailed in this section.
The weighted aggregates were mixed and heated for 100C in a pan. Then the plastic was added
to the bitumen and mixed well to ensure uniform distribution of plastic(Dry blending method).
The entire mixture was heated to a temperature of 140-150C.The weighed bitumen for the
sample was added to the heated mixture. Then mixture was heated to a temperature of 150-
160C and mixed well with the aggregates to get a homogenous mixture.
The homogenous mixtures is transferred to the mould for compaction. Compaction was done at
a temperature of around 100C to 150C. The specimen was compacted with 75 blows to each
side of the cylindrical sample mounted on a standard mould assembly by using a standard
compactor, that has a circular tamping face and a sliding weight of 4.536 kg with a free fall of
45.7 cm to get the Marshall Compaction Specimen. The compacted specimen was allowed to
cool down to room temperature before extraction of the sample of specimen. A steel disc with a
diameter not less than 100 mm and a minimum thickness of 13 mm was used for extracting the
15
compacted specimen from the mould by applying a slow gradual force using a hydraulic jack to
the face of the specimen and the extracted specimen was shown in figure .
16
Fig : Blending process

Fig : Compaction of the mixture
17
Fig: Extracted specimen
Determination of the volumetric properties
It is necessary to determine the volumetric properties for the specimen such as air voids
(VV), voids in mineral aggregate (VMA) and voids filled with bitumen (VFB). In order to
calculate those properties the parameters for the specimen like theoretical specific gravity, bulk
specific gravity and bulk density are required. The bulk specific gravity was calculated as the
weight of the sample in air to the volume of the specimen. The volume of the sample was
calculated by the difference in the weight of the specimen in air and water .
Stability and Flow Value Test
ASTM D 1559 standards prescribe that the bituminous mix specimens must be tested at
601C. To facilitate this, the samples after determination of volumetric properties were kept in a
water bath maintained at 60C for 30- 40 minutes. The guide rods and the entire breaking head
setup of the Marshall apparatus were cleaned and lubricated. The specimen was removed from
the water bath and placed with its axis horizontal to the test heads. The complete assembly was
quickly placed on the base plate of the Marshall Compression machine. The flow dial gauge was
placed over the guide rod and the dial gauges of proving ring and flow meter were adjusted to
read zero. The machine was set to operation for applying load until the maximum value was
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reached. The values of maximum load and the corresponding rotation in flow dial gauge were
recorded .Then the machine was reversed and the failed specimen removed from the test head.
Figure: Failed sample after testing in Marshall Apparatus
BITUMINOUS MIX DESIGN
19
Now-a-days continuous increase in traffic load and drastic variations in climatic conditions have
compelled the technologists to upgrade the specifications for bituminous mixes to obtain higher
mechanical stability for bituminous concrete roads. As the limits of upgrading bituminous
concrete mixes with conventional mixes has reached out so there has to be a modification of
bituminous mixes. There are mainly two options i.e. firstly to modify the bituminous mix by
adding polymers, secondly by coating of plastic on aggregates by dry process. Modification of
bituminous mixes has many advantages such as decreased thermal susceptibility and rutting,
minimization of low temperature cracking, greater adhesion to the aggregate, increased tire
traction etc.
Bituminous mixes consists of mineral aggregates, filler and optimum binder mixed in a hot mix
plant and laid at hot condition results in a superior type of asphaltic pavement. Well graded
aggregates and mineral filler resulting in maximum density when mixed with optimum quantity
of bitumen. The amount of aggregate in asphalt mixture is generally 90 to 95 percent by weight
and 75 to 85 percent by volume and they are primarily responsible for the load carrying capacity
of pavement. This mix shows a high stability and its life is about 6-8 years. Excellent grading
material and low air voids (3-5%) is responsible for its highly impervious nature. Because of
better interlocking, high density and flexural modulus of elasticity it can support heaviest traffic
density and axle load. The loads are spread downwards and outward, resulting in reduced
stresses on layer beneath. Due to high degree of control in grading, proportioning of materials
and the binder content, a better non-skid surface is obtained.
The objectives of present topics are-

1. To evaluate properties of Plastic coated aggregates (PCA) and comparing it to conventional
aggregates.
2. To determine optimum bitumen content (OBC) of Bituminous Concrete Mix and Optimum plastic
content (OPC) by adding thin plastic (by weight of OBC) to obtain plastic coated aggregates for
Bituminous Concrete Mix (Dry Method) by Marshal method of mix design and comparing it
with conventional Bituminous Concrete Mix.
3. To evaluate the Marshal stability, Flow value and volumetric properties bituminous Concrete (BC)
Mix by Marshal method of mix design.
MATERIALS AND METHOD
20
The materials used are as follows.
1. Aggregates
2. Bituminous Binder
3. Mineral Filler
4. Plastic waste material (LDPE)
Aggregates: Aggregate having sufficient strength, hardness, toughness, specific gravity and
shape were chosen and the prescribed tests on conventional aggregates and plastic coated (PCA)
aggregate was performed. Aggregate gradation that satisfies the requirements of IRC 111-2009
for grading-1 was selected. From Figure-1 below, it can be observed that the selected aggregate
gradation is with in the specified range for hot asphalt mix design.
100
80
60
40
20
Finner Vs Size in mm Max limit
0 2 4 6 8 101214161820222426
Sieve Size in mm
% Finner P Figure- Gradation Curve for the aggregates

Min limit
The permissible grading in between maximum and minimum limit as shown in above figure-1
was adopted to achieve maximum density and economical blend as well..
Mineral Filler:
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Filler shall consists of finally divided mineral such as rock dust or hydrated lime or cement. The
use of hydrated lime is encouraged because of its very good anti-stripping and anti-oxidant
properties. It is added to the hot mix asphalt, to increase the density and enhance the strength of
the mixture. The gradation of filler is shown in table below.
Table-Grading requirement of Mineral filler
IS sieve size Cumulative % by weight of total

in mm aggregate passing
0.6 100
0.3 95-100
0.075 85-100
Bitumen: The bitumen used in the experiment was 80/100 grade and was tested in the laboratory
for basic tests, penetration, ductility, softening point, specific gravity and viscosity.
Modifiers (Plastic waste): The processed waste plastic bags( LDPE) from the garbage of local
area in the shredded form was used as additive. The shredded waste plastic was cut into pieces of
uniform size passing through 2.36 mm IS sieve and retained on 600 IS sieve. Thickness
between 10 to 30 .
Table- Properties of Waste Plastic
Property Values
Size (Range) 2.36 mm - 600
Density (gm/cc) 0.95
Melting Temperature
in C 130- 160
Thermo gravimetric analysis has shown that there is no gas evolution in the temperature range of
130-180C. Moreover the softened plastics have a binding property.
Marshall Mix design: In the present research the aggregate mix was heated to 140- 175C and
the shredded plastic waste was added to the aggregate in specified percentage. The waste plastic
initially coats the heated aggregates. In next stage heated bitumen at specified temperature was
added to the aggregates and the plastic coated aggregate was mixed with hot bitumen for 15
seconds and in result modified bituminous concrete mix was obtained. Addition of bitumen was
made by weight of mix and plastic were added in different percentages to the mix by weight of
bitumen.
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Design of Bituminous Concrete mix: In this study the addition of bitumen was made by weight
of mix and plastic were added in different percentages (6%, 8%, 10%, 12%, 14% and 16% ) to
the mix by weight of bitumen. The Marshall samples were prepared of both conventional and
plastic modified bituminous mixes and the prescribed tests were performed. When the Marshall
specimen are kept in water bath at 60 1C for 24 1 hours called conditioned specimen and the
specimen kept thermostatically controlled water bath maintained at 60 1C for 30 to 40 minutes
are called unconditioned specimen. Plots of bitumen content against volumetric properties were
drawn for all mixes. OBC for each mix was calculated by taking the average of bitumen content
values corresponding to maximum stability, maximum density and 4% air voids.
RESULTS AND DISCUSSION

GENERAL
In this chapter, the properties of semi dense bituminous concrete such as stability, flow,
air voids (VV), Voids in mineral aggregate (VMA), voids filled with bitumen (VFB), unit weight
and bulk specific gravity obtained from Marshall method of mix design were computed,
analyzed and presented for both reference mix and plastic blended bituminous mix.
Computation of the Optimum Plastic Content using the Marshall procedure is also presented.
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BITUMINOUS MIX WITHOUT PLASTIC (REFERENCE MIX)
Specimens prepared without plastic were considered as reference specimens. The binder
content of 5%(by weight of the mix) was used to prepare Marshall Specimens. Three specimens
were prepared with this binder content. Specimens were tested as per ASTM D 1559. Mix
properties like stability, flow, air voids (VV), Voids in mineral aggregate (VMA), Voids filled
with bitumen (VFB), unit weight and bulk specific gravity were computed and presented in table
Table: Properties of Bituminous Mix without Plastic

Bitumen Stability Flow Unit Air VMA VFB
Content (Kg) (mm) Weight Voids (%) (%)
(%) (gm/cc) (%)
5 2812.5 2.1 2.41 3.45 15.30 77.39
2718.75 2 2.42 2.98 14.87 79.94
2406.25 2.6 2.43 2.73 14.65 81.30
BITUMINOUS MIX WITH PLASTIC
Test Specimens were prepared by adding plastic. The binder contents 5%(by weight of
specimen), were used to prepare Marshall Specimens. Plastic content(8%, 10% and 12% by
weight of bitumen) was added by replacing it with bitumen. Three specimens were prepared for
every plastic content. Nine Specimens were tested as per ASTM D 1559. After pretest
observation, stability, flow, air voids, Voids in mineral aggregate, voids filled with bitumen, unit
density and bulk specific gravity were computed and presented in table .
Table : Properties of plastic blended bituminous mix
24
Binder Plastic Air VFB Unit
Stability Flow VMA
content content Voids (%) Density
(KN) (mm) (%)
(%) (%) (%) (gm/cc)
2718.5 2.2 2.86 14.76 80.62 2.42
8 3218.75 4 3.26 15.11 78.40 2.41
3634.38 4.3 4.61 16.30 71.68 2.38
2000 3 3.06 14.94 79.49 2.42
5 10 3062.5 4.4 5.61 17.18 67.32 2.35
2443.75 2.7 4.62 16.31 71.65 2.38
2000 3.5 5.29 16.90 68.67 2.36
12 2968.75 3.4 4.27 16.00 73.28 2.39
2156.25 3.4 5.44 17.03 68.01 2.36
Stability Property of Plastic blended bituminous mix

The behaviour of stability property by varying the plastic content is shown in figure.
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Figure :Stability Property of Plastic blended bituminous mix
It was observed that the stability value decreases with the increases in plastic content.
Flow Property Of Plastic Blended Bituminous Mix

The behaviour of flow properties by varying the fibre content is shown in figure .
Figure:Flow Property of Plastic blended bituminous mix
It was initially observed that the flow value decrease, with the increase in plastic content
because addition of plastic increases the frictional resistance against deformation of the mixture.
But with further increase in the plastic content resulted in increased flow because, large amount
of plastic in the mixture produces lower contact among aggregates.
Volumetric Properties of Plastic blended bituminous mix

The behaviour of Volumetric Properties by varying the plastic content are shown in figure .
The volumetric properties such as air voids(VV),Voids in mineral aggregate(VMA), voids filled
with bitumen (VFB), unit weight of the Plastic blended bituminous mix are found out .
26
Figure : Volumetric Properties of Plastic blended bituminous mix

It was observed that the air voids and voids in mineral aggregate increases and voids filled
with bitumen and the unit weight decreases with the increase in plastic content. This was mainly
because of the plastic occupying in between the aggregates thereby creating voids. Mixtures with
27
higher plastic contents were expected to experience lower compact ability (bouncing), leading to
higher air void values. As the voids increases the unit weight decreases.
COMPUTATION OF OPTIMUM PLASTIC CONTENT IN THE

BITUMINOUS MIX
The optimum plastic content was computed by taking the average of all binder
corresponds to maximum stability and unit weight, minimum flow, mean air voids, mean VFB
and mean VMA. Corresponding to that optimum plastic content stability, flow, air voids, VFB,
VMA, unit weight and binder content were read from the graph. The optimum plastic content
and the corresponding properties were presented in table 5.3.
Table : Computation of optimum plastic content
Binder Plastic Stability Flow Air VMA(%) VFB(%) Unit
content content (Kg) (mm) voids(%) weight
(%) (%) (gm/cc)
5 8 3190.62 3.5 3.58 15.39 76.90 2.41
10 2502.08 3.36 4.43 16.14 72.82 2.38
12 2375.0 3.43 5.0 16.64 69.98 2.37
28
Max stability, max flow, 3190.62 3.5 4.34 16.06 73.23 2.38
mean VV, mean VFB, mean
VMA and max unit weight
Plastic Content(%) 8(a) 8(b) 10(c) 8(d) 8(e) 10(f)
Optimum plastic 8.6
content
COMPARISON OF THE PROPERTIES OF REFERENCE MIX AND

PLASTIC BLENDED BITUMINOUS MIX
The properties and the optimum values of plastic blended bituminous mix were compared
with the properties of reference bituminous mix by varying the plastic content. The mean values
of stability, flow, air voids, Voids in mineral aggregate, voids filled with bitumen and unit weight
of plastic blended bituminous mix were compared with the properties of reference bituminous
mix by varying in plastic content.
It was initially observed that the stability values were much higher, when compared with
the reference mix because the plastic provide additional friction resistances between the
Optimum percentage and Without With Percentage

Properties plastic plastic variation
(%)
Optimum plastic content 0 8.6 -
(%)
Stability Kg 2645.833 3190.625 +20
Flow mm 2.23 3.5 +0.57
Air voids (%) 3.06 4.36 +42.48
Voids in mineral aggregate 14.94 16.05 +7.43
29 (%)
Voids filled with bitumen (%) 79.54 73.23 -7.93
Unit weight (gm/cc) 2.42 2.39 -1.24
aggregates..The maximum flow was due the smooth surface texture of plastic and the flow value
decreases because of the excess binder which causes displacement used to coat the plastic. The
air voids and voids in mineral aggregate was much higher and the voids filled with bitumen was
lower than the reference mix because the excess binder which fills the air voids were used to
coat the plastic and also plastic occupies in between the aggregates thereby increasing the air
voids and reduces the voids filled with bitumen . The unit weight for the plastic blended
bituminous mix was much lower than the reference mix because the plastic occupy in between
the aggregates thus providing additional air voids thereby the unit weight gets reduced. The
optimum values obtained for bituminous mix and plastic blended bituminous concrete were
compared and presented in table
Table : Comparison Of The Reference Mix With Plastic Blended Bituminous Mix.
It was observed that the addition of plastic favorably enhance the properties of
bituminous mixtures by increasing the stability by 20% This was mainly because of the
additional friction resistances provided by the plastics between the aggregates. As such, it can be
said that plastic has the potential to improve structural resistance to distress occurring in flexible
road pavement due to traffic loads.
The addition of plastic in the bituminous concrete increases the air voids and voids in mineral
aggregate by 42% and 7% respectively. But decreases the Voids filled with bitumen by 7%. This
was because more surface areas (aggregates and plastic)was to be coated by bitumen .In
30
addition, plastic blended bituminous mix experience lower compatibility, leading to higher air
void values. The unit weight decreased by 1.24%, because of the higher air voids .Thus the
number of passes made by the roller in the field can be reduced. (conventional aggregates) to nil
for plastic coated aggregates (PCA) due to effect of plastic coating on its surface.
Specific Gravity of the aggregate was also increased due to plastic coating. Due to waste plastic
coating a strong adhesion force between plastic coated aggregate and bitumen, hence no
stripping of bitumen was observed after 24 hours of immersion.
Table- Properties of penetration grade bitumen
Result
Properties Tested Test Method s Remarks
th
Penetration(100 gram, 5 seconds at 25C) (1/10 of
mm) IS 1203-1978 93 Satisfactory
Softening point, C(Ring and Ball Apparatus) IS 1205-1978 56.8 Satisfactory
Ductility at 27C(5cm/ minute pull) cm IS 1208-1978 95.3 Satisfactory
Specific gravity at 27C IS 1202-1978 1.02 Satisfactory
Viscosity in seconds IS 1206-1978 50 Satisfactory
Flash Point IS 1209-1981 272C Satisfactory
Fire Point IS 1209-1981 286C Satisfactory
Grade of binder 80/100
The various test performed on bitumen sample showed that the results were with in permissible
limits as per norms prescribed by the concerned IS codes.
Determination of Optimum Bitumen Content (OBC): A number of 15 samples each of

approximately 1200 gm in weight were prepared using five different bitumen contents (from 4 -
6% with 0.5 % incremental) in order to obtain the optimum bitumen content (OBC). Curves
were plotted between % bitumen versus parameters like Stability value, Bulk Density, Air voids
content and Flow value.
Bitumen Vs. Stability 5.5, 15.49 value ( KN)
15.60
Stability is the 15.40 maximum load required to
4.5, 15.00
produce failure of the 15.20 specimen when load is applied
6,
15.00 5,
14.85
at constant rate 50 14.80
15.22 mm min. In Figure-2 stability
4,
14.60
results for different 14. Stabil value bitumen contents are
64 ity ( KN )
represented. Stability 14.40 of asphalt mix increases as the
31 4 4.5 5 5.5 6
%
Bitumen
bitumen content increase till it reaches the peak at bitumen content 5.5% then it started to decline
gradually at higher bitumen content.
% Bitumen Vs. Density mix (KN/m)

5,
23.60 5.5, 23.50
23.45
23.40 4.5, 23.34
6,
23.20 23.30
4, Density mix (KN/m)
23.00
22.94
22.80
4 4.5 5 5.5 6
% Bitumen
Bulk density is the actual density of the compacted mix. In Figure-3 above Bulk density results
for different bitumen contents are represented. Bulk density of asphalt mix increases as the
bitumen content increase till it reaches the peak value at bitumen content 5.5 % then it started to
decline gradually at higher bitumen content.
Air voids (Va%)Vs % Bitumen

9.00
4,
A voids (Va
8.00 7.94
ir %)
7.00
4.5,5.61 5.5,3.7
6.00
5.00 5
4.00 5, 4.47 6, 3.51
3.00
Air voids (Va%) 4 4.5 5 5.5 6
%
Bitumen
32
Figure- % Bitumen Vs. Air voids
Va % is the percentage of air voids by volume in specimen or compacted asphalt mix. In Figure
Va% results for different bitumen contents are represented. Maximum air voids content value is
at the lowest bitumen percentage (4%), Va% decrease gradually as bitumen content increase due
to the increase of voids percentage filled with bitumen in the asphalt mix.
Flow (mm) Vs % bitumen
5,
3.52
3.50
3.50
3.48 4.5, 3.47 5.5, 3.50 6,
3.5
0
3.46
3.44
Flow (mm)
3.42 4, 3.42
3.40
4 4.5 5 5.5 6
% bitumen
Figure - % Bitumen Vs. Flow value
Flow is the total amount of deformation which occurs at maximum load. In Figure -5 Flow
results for different bitumen contents are represented. Flow of asphalt mix increases as the
bitumen content increase till it reaches the peak at the max bitumen content 5%. The optimum
bitumen content (OBC) was calculated by taking the average of the following three values.
1. Bitumen content at highest stability value = 5.5 %

2. Bitumen content at highest value of bulk density = 5.5%
3. Bitumen content at 4% air voids value = 5.3%
4. Optimum Bitumen Content (OBC) = 5.5+5.5+5.3
3 = 5.43 %
Determination of Optimum Plastic Content (by weight of OBC):
Determination of Optimum plastic content(OPC):

Waste plastic content(WPC) was obtained by taking the average of Plastic content at highest
stability, Plastic content at highest value of bulk density and Plastic content value at Va % air
voids within allowed range(4%). It is obtained by plotting these curves of the Marshal Test
results.
--% Plastic Vs. Stability Value(KN) , Density mix (KN/m) & Air voids (Va%)
1
10, 2 23. 14,
24.00 6, 23.35 23.54 , 44 23.35 16, 23.24
8,
14,
22.00 23.38
20.00 19.63
12, 21.49
18.00 10, 1
Values 8, 19.00 6
16.00 6, 18.00 , 18.72
14.00 16.21
Stability
12.00 value(KN)
10.00
8.00
Air voids (Va%)
6.00 6, 4.48 3
. 4,
8 6 3.5 3.1 1
4.00 , 8 10, 3.59 1 2, 4 1 1 6 , 3.43
2.00
4 6 8 10 12 14 16
% Plastic (by weight of Optimum Bitumen Content )
The above figure- shows that all the values of stability for different modifier percentages are
higher than stability of conventional mix. The maximum stability value was found plastic
content around 12%. It also shows that the stability of modified asphalt mix increases as the
plastic content increases till it reaches the peak at plastic content of 12 %. then it started to
decline steeply at higher plastic content.
The improvement of stability in plastic modified asphalt mixes can be explained as a result of
the better adhesion developed between bitumen and plastic coated aggregates due to
intermolecular bonding, these intermolecular attractions enhanced strength of asphalt mix,
which in turn help to enhance durability and stability of the asphalt mix. The bulk density of
plastic modified asphalt mix is lower than the conventional asphalt mix.
The general trend shows that the bulk density decreases as the plastic content increase. The
maximum bulk density is at plastic content of 10% and the minimum bulk density is at plastic
content of 16%.. This decrease of bulk density can be explained to be as a result of the low
density of added plastic material.
In general, the air voids proportion of modified asphalt mixes is higher than conventional
asphalt mix . Va % of modified asphalt mixes decreases gradually as the plastic content
increase up to 14% and then increases at 16% plastic content. The optimum plastic content
(OPC) was calculated by taking the average of the following three values.
Plastic content at highest stability value = 12 %

Plastic content at highest value of bulk density = 10%
Plastic content value at Va % air voids with in allowed range = 7.2%
Optimum Plastic Content (OPC) = 12+10+7.2 = 9.73%
3
In the above table. It is clearly shown that asphalt mix modified with (9.73 % OPC by weight
of OBC) have higher stability value. Stiffness compared to the conventional asphalt mix is
more but it is with in the specified range , other properties of modified mix are still within the
allowed range of the specifications. Slight increase of flow and VMA% in modified asphalt
mix is exhibited. Bulk density of modified mix is slightly reduced this is due to low specific
gravity of waste plastic. Higher Stability value of modified asphalt mix indicates that it can
withstand with heavier traffic loads as compared to conventional asphalt mix. Other properties
are with in the specified range for the two asphalt mixes.
BITUMINOUS CONCRETE PAVEMENT- SPECIFICATIONS
DESCRIPTION:
This work shall consist of the construction of a plant mixed bituminous surface(s) of
pavement(s) of bituminous concrete on the approved prepared roadbed, base course, or
existing surface in accordance with the specifications and contract, and in conformity with the
lines, grades, and typical section shown on the plans.
The bituminous concrete pavement(s) shall be composed of a mixture of mineral aggregates,

mineral filler and bituminous material.
The requirements of Sections 401, 402, 405, 406, 407, and 408 under Part IV, Surface
Courses, and Section 306, Bituminous Base Course of the Standard Specifications for Road
and Bridge Construction, State of Wisconsin, Department of Transportation, latest edition,
except as herein-after stipulated, shall be applicable to this work.
MATERIALS:
All materials used in the work shall conform to the requirements of Section 401 or 306 as
stated above. The aggregate requirements shall conform to Section 401 titled Materials for
Bituminous Mixtures and Surface Treatments in these specifications. When a Special Wear
Course is specified, the aggregates used in the Special Wear Course shall be 100 percent
crushed mine trap rock, quartzite or granite; or shall consist of 100 percent crushed natural
gravel.
The bituminous material to be used in the work shall be asphalt type AC in the penetration
grades 60-70, 85-100, 120-150, 200-300. The penetration grade shall be designated by the
Engineer in the Special Specifications.
COMPOSITION OF PAVING MIXUTRES:
General: The paving mixtures shall be composed of homogenous mixture of coarse aggregate,
fine aggregate, mineral filler, and bituminous material.
Base Course: Aggregates to be used shall conform to the gradation requirements for gradation
No. 1 of Aggregates for Bituminous Road Mix and Plant Mix Surfaces and Pavements or
Gradation No. 1 or Gradation No. 2 of Aggregates for Bituminous Base Course. Bituminous
material in the approximate range of 4% to 7% of the composite mix, and as specifically
determined by the Engineer on the basis of laboratory tests, shall be incorporated into the
mixture.
Surface Course: The aggregates, including mineral filler, shall conform to the gradation
requirements for Gradation No. 3 of Aggregate Specifications; except that Gradation No. 4
shall be used when specifically required by the contract; or when the nominal thickness of a
given layer or course to be built as a separate operation is less than 1 inches; or when the
characteristics of the material in the deposit are of such a nature as to require crushing to a
smaller size in order to obtain 45% or more of particles retained on a No. 4 sieve having at
least one surface or face produced by the fracture of a larger particle.
The composition of the surface course shall conform to Section 407 of Standard Specifications
for Roads and Bridges, State of Wisconsin, and/or as specified on the plans of special
specifications Not less than one-half of the material passing the No. 200 sieve shall be mineral
filler. Bituminous material in the approximate range of 5% to 8% of the composite mix, and as
specifically determined by the Engineer on the basis of laboratory tests, shall be incorporated
into the mixture.
Special Wear Course: The Special Wear Course when specified in the Special Provisions;
and/or called for in the bid proposal; and/or as shown on the plans, shall be a inch thick (or
a thickness as specified) wearing course of hot plant mixed asphaltic concrete. The aggregate
shall be 100 percent crushed mine trap rock, quartzite or granite; or shall consist of 100
percent crushed natural gravel and shall be produced from material retained on a square mesh
sleeve having an opening at least twice as large as the specification permit for the maximum
size of the aggregate. The bituminous material shall be asphalt cement, meeting AASHTO
M20 specification with 85/100 penetrations.
Mixture proportions: Asphalt Cement. The percentage of bituminous material, by weight,

shall be within the range of 5.0 to 8.0 percent. Aggregate gradation shall conform to Gradation
No. 4 as set forth in Section 40 of the Standard Specifications, State of Wisconsin, Department
of Transportation.
Uniformity: The aggregate constituents shall conform to the job-mix formula within the
following percentage tolerances:
Aggregates passing on the No. 4 and Larger Sieves..+-7% Aggregates
passing the No. 8 to No. 100 sieves+-4% Aggregates passing the
No. 200 sieve+-2%
Irrespective of such tolerances, gradations shall fall within the applicable master range
prescribed in the accompanying Aggregate Specifications and the fraction retained between
any two consecutive sieves (3/8 inch and smaller) designated for the particular gradation
number shall be not less than 5% of the total. Bituminous material shall be incorporated into
the mixtures within a tolerance of +-0.4%.
EQUIPMENT:
The equipment to be used in the work shall conform to the requirements set forth in Section
405 of the Standard Specifications for Road and Bridge Construction, State of Wisconsin.
CONSTRUCTION METHODS:
The construction methods shall be as required under Section 405 of the Standard
Specifications, State of Wisconsin, for Road and Bridge Construction.
Preparation of Aggregate:
The dried and heated aggregates shall be separated into sizes, stored in separate bin
compartments, and recombined in the proper proportions in the mixer. Aggregates for the
binder course and Gradation No. 2 shall be separated into 3 sizes. Aggregates of Gradation
No. 3 shall be separated into 2 sizes (at the Contractors option, he may separate aggregate
No. into 3 sizes).A separate bin and feed shall be used for mineral filler unless the
aggregates, as produced, contain stone dust of the required quality and in the amounts
necessary to produce a finished mixer of the required composition.
The aggregates used in the binder or lower course mixture shall be dried and heated to a
temperature not in excess of 375 degrees F. The aggregates shall be heated to such
temperatures so that the mixture when discharged from the mixer will be within 15 degrees F.,
plus or minus, of the temperature specified for the mixture.
Preparation of Asphalt Cement: The asphalt cement shall be heated to a temperature of not
less than 250 degrees F. and not more than 350 degrees F. The required temperature within this
range will be within 25 degrees F., plus or minus or as designated by the Engineer.
Finished Mixtures: The finished mixtures shall be delivered at a temperature, plus or minus,
20 degrees F. of the temperature designated by the Engineer, but not less than 225 degrees F.
for lower or binder course mixtures, and not less than 250 degrees F. for surface course
mixtures.
PREPARATION OF ROADBED FOR BITUMINOUS SURFACING:
Preparation of roadbed for bituminous surfacing shall consist of the work or operations
necessary to condition the surface of an existing or newly constructed roadbed preliminary to
the application of a bituminous prime coat, or the construction of a bituminous base course or
wearing surface.
All work necessary, and subsequently defined as within the scope of this item, shall be
performed in accordance with Section 304 of the Standard Specifications, State of Wisconsin,
for Road and Bridge Construction. See bid proposal to determine if the item appears as a
separate contract item to be measured and paid for separately, or is included in unit bid for
paving.
AGGREGATES FOR BITUMINOUS MIXTURES AND SURFACE TREATMENTS:
Material Covered: These specifications cover the quality and size requirements of aggregates
used in the construction of bituminous surface courses and pavements.
Source: The City of La Crosse reserves the right to prohibit or forbid the use of aggregates
from any source, plant, pit, quarry or deposit where the character of the material or method of
operation is such as to make improbable the furnishing of aggregates conforming to the
requirements of the specifications.
GENERAL REQUIREMENTS:
The aggregates shall be free of lumps of clay, loam, organic matter, adherent coatings, other
deleterious matter, or an excessive amount of thin or elongated pieces. The aggregate shall be
of such nature that when thoroughly coated with the bituminous material proposed for the
work, the coating will not slough off upon contact with water. Crushed quarry rock shall be
free from shale. The right is reserved to prohibit the production of crushed stone from
limestone deposits having thinly bedded strata.
The percentage of wear for aggregate for seal coat cover, as determined by the Los Angeles
Abrasion Test, shall not exceed 40. The percentage of wear for other aggregates shall not
exceed 50.The aggregate shall have a plasticity index of not more than 3, except that
aggregates for bituminous base course, Section 306, may have a plasticity index of not more
than 6.
The blending of aggregates from more than one source, if and as necessary to meet the
gradation requirements for bituminous plant mixed pavements, shall be done with a
mechanical feeding device or other approved means before the material is introduced into the
dryer.
SAMPLING AND TESTING:
Methods of sampling and testing shall be in accordance with the following A.A.S.H.O.
designation:
Sampling Non-Bituminous Highway Materials T 2 Material

Finer than No. 200 Sieve. T 11 Sieve Analysis of
Aggregates T 27 Mechanical Analysis of
Extracted Aggregate T 30 Sieve Analysis of Mineral
Filler T 37 Liquid Limit of
Soils.. T 89
Plastic Limit of Soils. T 90

AGGREGATES FOR BITUMINOUS ROAD MIX & PLANT MIX SURFACES
& PAVEMENTS:
Gradation Requirements: The aggregates for bituminous surfaces and
pavements, including mineral filler when and as required for the specific type, shall
be well graded between the limits specified and shall conform to the following
gradation requirements:
PERCENTAGE BY WEIGHT PASSING
SIEVE SIZE GRADATION GRADATION GRADATION GRADATION GRADATION
No. 1 No. 2 No. 3 No. 4 No. 5
1-1/2 Inch 100 --- --- --- ---
1 Inch 95-100 100 --- --- ---
Inch --- 95-100 100 --- ---
Inch 65-90 --- 95-100 100 ---
3/8 Inch --- 65-90 75-100 95-100 100
No. 4 40-65 --- 45-85 70-85 95-100
No. 8 25-50 30-55 30-60 50-70 75-100
No. 16 --- --- --- --- 50-95
No. 30 --- --- --- --- 35-85
No. 50 7-25 8-28 10-30 10-25 20-70
No. 100 --- --- --- --- 10-50
No. 200 3-12 3-12 5-12 5-10 5-20
Mineral Filler: The mineral filler shall consist of thoroughly dry limestone dust,
portland cement, or other mineral dust approved by the Engineer. As delivered to
the mixer, it shall be free from lumps and loosely bonded aggregations.The mineral
filler, Type 1, shall conform to the following gradation requirements:
Per Cent
Dept. of CIVIL
Page 43
Passing No. 30 Sieve 100

Passing No. 50 Sieve 95-100
TESTING AND DESIGN MIXES:
At least 10 days prior to use, representative samples of the

aggregates, sand, and bituminous material to be used shall be furnished by the
successful contractor or his suppliers to an independent testing laboratory, such as
the Twin City Testing and Engineering Laboratory, for testing purposes and for
preparation of design mixes under Sections 306, 405 and 407 of the Standard
Specifications, State of Wisconsin, for Road and Bridge Construction. Design
mixes shall be prepared by the independent testing laboratory and submitted to the
City Engineer for each of the courses (base course, surface course, and/or Wear
Course). The cost of the preliminary testing of materials and preliminary design of
asphaltic concrete mixtures is to be borne by the Contractor. The City may engage
an independent testing laboratory to inspect the project and the plant during the
course of the work to verify materials and procedures as to meeting specifications.
The latter will be done at City cost.
BITUMINOUS PAVER:
As per Subsection 405.4.2 of the Standard Specifications, State of Wisconsin,

for Road and Bridge Construction, the paver, when used for paving side street
intersections and other irregular areas, shall be equipped with an approved
automatic control system capable of automatically controlling the elevation and
slope of the screed.
Dept. of CIVIL
Page 44
The automatic control device shall be of a standard commercial quality adjusted

for the type of paver used and shall provide control for producing a uniform surface
conforming to required grade and section. The control system shall be designed to
permit the sensor to operate on either side of the paver.
The paver shall operate, in placing the surface course, with the sensor riding on
either a tautly erected stringline, a mobile stringline, or a traveling straightedge,
subject to the Engineers approval of the appropriate method under specific field
conditions. On the base course, the paver may operate with a shoe type sensor or
straightedge riding on the surface of the adjacent lane.
In the event of a breakdown of the automatic control system during paving

operations, the paver may continue to operate under manual control for not more
than twenty-four hours while repairs are being made. The Engineer reserves the
right to direct that the longitudinal automatic control system not be used in
construction of the surface course.
TRANSVERSE JOINTS:
The placing of any course of bituminous material shall be as continuous as

possible, and the roller shall not pass over any unprotected end of freshly laid
mixture except where the laying of the course is to be discontinued long enough to
become cold. In such cases when laying is discontinued, joints shall be made for
proper bond with the new surface for full depth of the course by cutting back on the
Dept. of CIVIL
Page 45
previous run so as to form a true transverse vertical face. When the laying of the
course is resumed, the fresh mixture shall be placed against the joint to form
intimate contact with the previous course.
LONGITUDINAL JOINTS:
Longitudinal joints for surface courses produced by concurrent paving of

adjacent lanes shall be treated to insure a tightly bonded and sealed joint. Such
treatment shall be either the painting of the edge of the course in place with hot
asphalt cement, or heating the edge with an approved infrared or radiant heating
device at the time the abutting course is placed. The longitudinal joints for the
surface course shall be on centerline and a minimum of 11 feet either side of
centerline so that no joint falls in the center lane of travel. The longitudinal joints in
the base course shall not coincide with longitudinal joints in the surface course.
BASIS OF PAYMENT:
The item(s) of bituminous concrete pavement(s) shall be measured by the
square yard or by weight and be paid for at the contract unit price bid on the square
yard basis or by the ton. The bid price(s) shall be full compensation for furnishing,
preparing, hauling, and placing all materials including the crushed rock base, the
bituminous base course, and the bituminous surface course, as per the bid proposal,
and for all machinery, labor, tools, and incidentals necessary to complete the work.
The Contractor shall also furnish all maintenance necessary until acceptance of the
project, including maintenance due to other contractors, temporary traffic or local
traffic using the streets prior to final acceptance.
CONCLUSIONS
GENERAL
In this chapter, the salient features of this project work on plastic blended
bituminous mixes are examined and conclusions are drawn after a detailed analysis
of the results obtained.
CONCLUDING REMARKS
Dept. of CIVIL
Page 46
Based on the study and experimental data for waste plastic modified bituminous
concrete mix compared with conventional bituminous concrete mix, the following
conclusions can be drawn- The results showed that waste plastic can be
conveniently used as a modifier for bituminous concrete mix as it gets coated over
the aggregates of the mixture and reduces porosity, absorption of moisture and
improves binding property of the mix. The Optimum Bitumen Content (OBC) was
found to be 5.43% by weight of aggregates. The Optimum Plastic Content (OPC) to
be added as a modifier of bituminous concrete mix was found to be 9.73% weight
of Optimum Bitumen Content (OBC) of bituminous concrete mix. Bituminous
concrete mix modified with waste plastic coated aggregates showed higher
(approximately 21%) Marshall stability and higher flow value as compared to
conventional bituminous concrete mix.
Marshall stability value increases with plastic content up to 12% and thereafter
decreases. Thus the use of higher percentage of waste plastic/ polythene is not
preferable. The stiffness of the modified mix was increased but it was with in
specified norms.
The volumetric and Marshall properties of conventional and modified bituminous

concrete mixes were almost satisfying both MORTH and IRC:111-2009
specifications. This shows that plastic waste blended bituminous concrete mix is
better one and is more suitable for flexible pavement construction.
Plastic waste modified mix is strip resistant even when subjected to worst moisture
condition. Physical properties like Aggregate Impact Value, Los Angles Abrasion
Value , Water Absorption Value and soundness etc. of plastic coated aggregates
(PCA) were improved appreciably as compared to conventional aggregates
(without plastic coating) due to thin plastic coating over aggregates.
Plastic waste modified mix consumes less bitumen (OPC= 9.73% by weight of
OBC) so it is economical. Hence cost of construction of plastic roads will be less.
Dept. of CIVIL
Page 47
One can also effectively use the relatively weak stone aggregates by making them
comparatively stronger by providing suitable plastic coating over it by Dry Method.
The addition of plastic enhances the properties of bituminous mixtures by

increasing its stability and flow at 8% of plastic. On further increasing of the plastic
content upto 12% the stability and flow decreased. Therefore the optimum plastic
content to be used is 8%. This makes the semi dense bituminous concrete acquiring
the potential to improve structural resistance to distress occurring in flexible road
pavement due to traffic loads.
The voids increase with the increase in plastic content. The increase in the voids is
significant in hot regions where bituminous mix is prone to bleeding .Increase in
voids provides more spaces for the binder to move and prevents it from raising to
the surface.
It is concluded that the use of plastic in Bituminous mix significantly enhance the
resistance of bituminous layers to tensile stress. This method is important because it
provides a solution to the major environmental problem i.e. usage of plastic by
showing an alternative for it. It is more concerned about increasing the roads
strength. So using these types of new technologies will help the society to be
strong, clean and green.
REFERENCES
1. Khanna S.K. and C.E.G Justo, HIGHWAY ENGINEERING Nem chand and bros.,
Roorkee, India, pg 314-321, 2010.
2. Ministry of Road Transport and Highways, Specifications for Road and Bridge works,
Third revision, Indian Road Congress, 2010
3. Utilization Of Waste Plastic Bags In Bituminous Mix for Improved Performance Of
Roads, proposed by, Er. Manzoor Ahmad Yetoo, B.S.C,B.E,M.B.A(project
management),M.E ,Ph.D ( ENV).
Dept. of CIVIL
Page 48
4. Performance Evaluation of Polymer Coated Bitumen Built Roads by Central

Pollution Control Board, Ministry of Environment and forests.
5. Roads from plastic proposed by Dr.S.S Verma, M.Sc(Physics).
6. Bradley J. Putman and Serji N. Amirkhanian, Utilization of waste fibres in stone
matrix asphalt mixtures, Recycled Materials in Highway Infrastructure42, pg 265-
274(2004)
7. Sabina, Khan T. A, Sangita, Sharma D.K. andSharma B.M (2009), Performance evaluation
of waste plastic/ polymers modified bituminous concrete mixes , Journal of Scientific
Industrial Research, Volume 68, pp. 975-979.
8. Bindu C.S & Dr. K.S.Beena., Waste plastic as a stabilizing additive in Stone Mastic
Asphalt,International Journal of Engineering and Technology Vol.2 (6), 2010, 379-387
9. N. Z. Habib, I. Kamruddin, M. Napiah and I. Mohd, Tan Rheological Properties of
Polythylene and Polypropylene Modified Bitumen, World Academy of Science Engg.
Tech., 72 (2010).Punith, V.S. and Veeraraghavan, A.,
10. "Laboratory Fatigue Studies on BituminousConcrete Mixed Utilizing Waster Shredded Plastic
Modifier", Proceedings of ARRB Transport Research (ARRB) and Road Engineering
Association and Australia (REAAA) Conference, Cairns, Australia, May 19-23, 2003.dia,
pp 311320.
11. Sui Y. and Chen Z. (2011), Application and performance of polyethylene modifying
additive in asphalt mixture,ICTE (International conference on transportation Engg), pp.
1915-1919.
RELATED WORK
Use of Re-cycled Plastic as Additives in Bituminous Mixes:
Many researchers have shown in past that performance of bituminous concrete

mixes used in surfacing of flexible pavements can be improved by adding suitable
additives. These additives may be processed waste plastics, mainly polythene, can
be used in manufacturing of polymer-modified bitumen.
It has been proven that adding of recycled polythene, low density polythene carry
bags in bituminous pavement was responsible for its reduced rutting and low
temperature cracking of flexible pavement surfacing. (Flynn 1993). Other
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researchers, Zoorab and Suparma (2000) used plastics which were mainly
composed of polythene and low density polythene(LDPE) in bituminous mixes and
this resulted in better durability and fatigue life.
A increase of 20% in stability and about 30% in Indirect tensile strength (ITS) was
observed with mixes modified by using plastic wastes. Shridhar et al (2004)
showed that fatigue life of modified bituminous concrete mixes were doubled as
compared to conventional one. Rutting characteristics of bituminous concrete
mixes had significantly reduced by adding 5 to 10% recycled plastics to binder.
Further investigations on Indirect tensile strength (ITS) and fatigue have shown that
there is a improvement in modified mixes as compared to conventional one.
In mixes containing more than 5% of plastic waste the fatigue was considerably
reduced. Kumar et al (2003) by laboratory investigation has revealed that weight
loss of modified mix was less as compared to conventional mixes of without
plastics. The stability value was increased about 1.65 times by addition of 8%
recycled plastics to bituminous concrete mixes.
Improvement in stability, tensile strength and moisture resistance of Asphalt mixes

was observed by Bose et al (2004) by the addition of 8% waste plastic (by weight
of bitumen) Vasudevan et al (2006) showed that coating plastics over hot
aggregates in dry process gives better strength to the mixture, than blending it with
asphalt in wet process.
Ravi Shankar et al (2013) also added shredded waste plastic in bituminous concrete
mixture by mixing them directly with the hot aggregates. Out of many different
plastic dosages a mix with 6% (by weight of bitumen) plastic content showed better
results. In 2013 Rahman et al reported that 10% waste polyethylene modifier can be
used from the point of view of stability, stiffness and voids characteristics in the
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asphalt mixtures for flexible pavement construction in a hotter regions. When waste
plastic added in dry process, for preparation of SDBC (Semi dense bituminous
concrete) mixes it resulted in improvement of stability by 30% and ITS by 32%
(Ravishankar, et al. 2008).
Also evaluations on rutting also indicated that the waste plastics modified mixes
are less susceptible to rutting than conventional SDBC mixes. by dry process. In
this research an attempt is made to study the properties of Bituminous Concrete
(BC) mixes Grading-1 Indian Roads Congress (IRC:111-2009) using waste plastics
by dry process.
ANNEXURE
Lab Tests on Bitumen to Check Quality
Various tests are conducted on bitumen to assess its consistency, gradation,

viscosity, temperature susceptibility, and safety.
There are a number of tests to assess the properties of bituminous materials. The
following tests are usually conducted to evaluate different properties of bituminous
materials.
1. Penetration test
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2. Ductility test
3. Softening point test
4. Specific gravity test
5. Viscosity test
6. Flash and Fire point test
7. Float test
8. Water content test
9. Loss on heating test
1.Penetration Test
It measures 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. BIS had standardized the equipment and test procedure.
The penetrometer consists of a needle assembly with a total weight of 100g and a
device for releasing and locking in any position. The bitumen is softened to a
pouring consistency, stirred thoroughly and poured into containers at a depth at
least 15 mm in excess of the expected penetration. The test should be conducted at
a specified temperature of 250C.
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It may be noted that penetration value is largely influenced by any inaccuracy with
regards to pouring temperature, size of the needle, weight placed on the needle and
the test temperature.In hot climates, a lower penetration grade is preferred. The Fig-
1 shows a schematic Penetration Test setup.
Fig-1 Penetration Test Setup
2.Ductility Test
Ductility is the property of bitumen that permits it to undergo great deformation or

elongation. Ductility is defined as the distance in cm, to which a standard sample or
briquette of the material will be elongated without breaking. Dimension of the
briquette thus formed is exactly 1 cm square. The bitumen sample is heated and
poured in the mould assembly placed on a plate. These samples with moulds are
cooled in the air and then in water bath at 270C temperature. The excess bitumen is
cut and the surface is leveled using a hot knife. Then the mould with assembly
containing sample is kept in water bath of the ductility machine for about 90
minutes. The sides of the moulds are removed, the clips are hooked on the machine
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and the machine is operated. The distance up to the point of breaking of thread is
the ductility value which is reported in cm. The ductility value gets affected by
factors such as pouring temperature, test temperature, rate of pulling etc. A
minimum ductility value of 75 cm has been specified by the BIS. Fig-2 shows
ductility Test Process.
Fig-2 Ductility Test
3. Softening Point Test
Softening point denotes the temperature at which the bitumen attains a particular
degree of softening under the specified condition of test. The test is conducted by
using Ring and Ball apparatus. A brass ring containing test sample of bitumen is
suspended in liquid like water or glycerin at a given temperature. A steel ball is
placed upon the bitumen sample and the liquid medium is heated at a rate of 5 0C
per minute. Temperature is noted when the softened bitumen touches the metal
plate which is at a specified distance below. Generally, higher softening point
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indicates lower temperature susceptibility and is preferred in hot climates. Fig-3

shows Softening Point test setup.
Fig-3 Softening Point Test Setup
4. Specific Gravity Test
The specific gravity of bitumen is defined as the ratio of mass of given volume of
bitumen of known content to the mass of equal volume of water at 270C. The
specific gravity can be measured using either pycnometer or preparing a cube
specimen of bitumen in semi solid or solid state.
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In paving jobs, to classify a binder, density property is of great use. In most cases
bitumen is weighed, but when used with aggregates, the bitumen is converted to
volume using density values.
The density of bitumen is greatly influenced by its chemical composition. Increase

in aromatic type mineral impurities cause an increase in specific gravity.
The specific gravity of bitumen varies from 0.97 to 1.02.
5.Viscosity Test
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Fig-4 Viscosity Test
Viscosity denotes the fluid property of bituminous material and it is a measure of

resistance to flow. At the application temperature, this characteristic greatly
influences the strength of resulting paving mixes.
Low or high viscosity during compaction or mixing has been observed to result in
lower stability values. At high viscosity, it resists the compactive effort and thereby
resulting mix is heterogeneous, hence low stability values. And at low viscosity
instead of providing a uniform film over aggregates, it will lubricate the aggregate
particles.
Orifice type viscometers are used to indirectly find the viscosity of liquid binders
like cutbacks and emulsions.
The viscosity expressed in seconds is the time taken by the 50 ml bitumen material
to pass through the orifice of a cup, under standard test conditions and specified
temperature. Viscosity of a cutback can be measured with either 4.0 mm orifice at
250C or 10 mm orifice at 25 or 400C.
6.Flash and Fire Point Test
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At high temperatures depending upon the grades of bitumen materials leave out
volatiles. And these volatiles catch fire which is very hazardous and therefore it is
essential to qualify this temperature for each bitumen grade. BIS defined the ash
point as the temperature at which the vapour of bitumen momentarily catches fire in
the form of ash under specified test conditions. The fire point is defined as the
lowest temperature under specified test conditions at which the bituminous material
gets ignited and burns.
7.Float Test
Normally the consistency of bituminous material can be measured either by

penetration test or viscosity test. But for certain range of consistencies, these tests
are not applicable and Float test is used.
The apparatus consists of an aluminum oat and a brass collar filled with bitumen to
be tested. The specimen in the mould is cooled to a temperature of 5 0C and screwed
in to oat. The total test assembly is floated in the water bath at 50 0C and the time
required for water to pass its way through the specimen plug is noted in seconds
and is expressed as the oat value.
8.Water Content Test
It is desirable that the bitumen contains minimum water content to prevent foaming
of the bitumen when it is heated above the boiling point of water.
The water in bitumen is determined by mixing known weight of specimen in a pure

petroleum distillate free from water, heating and distilling of the water. The weight
of the water condensed and collected is expressed as percentage by weight of the
original sample.
The allowable maximum water content should not be more than 0.2% by weight.
9.Loss on Heating Test
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When the bitumen is heated it loses the volatility and gets hardened. About 50gm of
the sample is weighed and heated to a temperature of 163 0C for 5 hours in a
specified oven designed for this test. The sample specimen is weighed again after
the heating period and loss in weight is expressed as percentage by weight of the
original sample.
Bitumen used in pavement mixes should not indicate more than 1% loss in weight,
but for bitumen having penetration values 150-200 up to 2% loss in weight is
allowed.
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A Study On Use of Waste Polythene Bituminous Paving Mixes-NEW

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A STUDY ON USE OF WASTE POLYTHENE BITUMINOUS PAVING MIXES

PLASTICS & PLASTIC WASTE

SIGNIFICANCE OF THE STUDY

METHOD OF MIXING PLASTIC

In most cases, the blending of plastic has not been importance.

Table Properties of 6mm aggregates

Table : Properties of 10 mm aggregate

Los Angeles Abrasion Test 22 30%

Table : Properties of bitumen

Description of the Test Test result Requirement as per

Table : Details of variables and the number of Specimens

Bitumen Content Plastic Content No. of specimens

SELECTION OF MIX TYPE

Table: Composition of Semi Dense Bituminous concrete

Mix type Semi dense bituminous concrete

Layer thickness 25- 30 mm

Nominal aggregate size 10 mm

IS Sieve % by weight of total aggregate passing

Figure : Aggregate Gradation

Table : Proportions of materials by trial and error method

Table : Details Of Trial Mix (trial and error method)

Volume of cylindrical sample =

Volume of binder (VB) =

Tables : Properties of the Trial Mix (trial and error method )

MARSHALL METHOD OF MIX DESIGN

Figure: Marshall Test setup

Fig : Blending process

Fig: Extracted specimen

Determination of the volumetric properties

Stability and Flow Value Test

Figure: Failed sample after testing in Marshall Apparatus

BITUMINOUS MIX DESIGN

The objectives of present topics are-

MATERIALS AND METHOD

% Finner P Figure- Gradation Curve for the aggregates

Table-Grading requirement of Mineral filler

IS sieve size Cumulative % by weight of total

RESULTS AND DISCUSSION

Table: Properties of Bituminous Mix without Plastic

BITUMINOUS MIX WITH PLASTIC

Table : Properties of plastic blended bituminous mix

Stability Property of Plastic blended bituminous mix

Flow Property Of Plastic Blended Bituminous Mix

Figure:Flow Property of Plastic blended bituminous mix

Volumetric Properties of Plastic blended bituminous mix

Figure : Volumetric Properties of Plastic blended bituminous mix

COMPUTATION OF OPTIMUM PLASTIC CONTENT IN THE

COMPARISON OF THE PROPERTIES OF REFERENCE MIX AND

Optimum percentage and Without With Percentage

Table- Properties of penetration grade bitumen

Determination of Optimum Bitumen Content (OBC): A number of 15 samples each of

% Bitumen Vs. Density mix (KN/m)

Air voids (Va%)Vs % Bitumen

1. Bitumen content at highest stability value = 5.5 %

Determination of Optimum Plastic Content (by weight of OBC):

Determination of Optimum plastic content(OPC):

Plastic content at highest stability value = 12 %

The bituminous concrete pavement(s) shall be composed of a mixture of mineral aggregates,

Mixture proportions: Asphalt Cement. The percentage of bituminous material, by weight,

AGGREGATES FOR BITUMINOUS MIXTURES AND SURFACE TREATMENTS:

SAMPLING AND TESTING:

Sampling Non-Bituminous Highway Materials T 2 Material

Plastic Limit of Soils. T 90