NOWGONG ENGINEERING COLLEGE,

Nowgong,Chhatarpur (M.P.)

Session-(2022-23)
Department of Civil Engineering

MAJOR PROJECT REPORT

ON
‘’ANALYSIS OF PLASTIC WASTE
IN FLEXIBLE PAVMENT’’

GUIDED BY SUBMITTED TO

Mr. Navneet Kumar Mr. M L Verma

( Assi.Professor of Civil Dept.) (Principal)

SUBMITTED BY:-

i. ARSHI IQBAL (O616CE191013)

ii. HARENDRA SHUKLA (O616CE191026)

iii. SHASWAT SHUKLA (O616CE191058)

iv. GAURAV SHRIVASTAVA (O616CE203D02)

 CERTIFICATE

This is to certify that the major project entitled ʻAnalysis of plastic waste in flexible pavement’ is
submitted by Arshi Iqbal, Harendra Shukla, Gaurav Shrivastava, Shaswat Shukla. Has been carried out under my
guidance and supervision. The project report is submitted in partial fulfillment of the requirement for the
degree of bachelor of engineering in civil engineering from Nowgong Engineering College , Nowgong
Chhatarpur (M.P.)

GUIDED BY SUBMITTED TO

MR. NAVNEET KUMAR MR. M L VERMA

(Assistant Professor of Civil Department) (PRINCIPAL)
We hereby declare that the project entitled – ‘ANALYSIS OF PLASTIC WASTE IN FLEXUBLE
PAVEMENT’ which is being submitted as major project of 7th semester in civil engineering department
NOWGONG ENGINEERING COLLEGE , CHHATARPUR (M.P.) is an authentic record of our
genuine work done under the guidance of, Navneet Kumar , Nowgong Engineering College,
Chhatarpur (MP).

Place : Nowgong, Chhatarpur(M.P.)

Date:-

Submitted By

1. Arshi Iqbal 0616CE191013

2. Harendra Shukla 0616CE191026

3. Shaswat Shukla 0616CE191058

4. Gaurav Shrivastava 0616CE203D02

 ACKNOWLEDGEMENT

We express our sincere indebtedness towards our guide by Navneet Kumar , Nowgong engineering
college Chhatarpur M.P. for her invaluable guidance , suggestion and supervision throughout the work.
Without her kind patronage and guidance the project would not have taken shape. We would also like to
express our gratitude and sincere regard for her kind approval of the project, time to time counselling and
advices.

We owe sincere thanks to all faculty members in the department of civil engineering for their guidance
and encouragement from time to time.

Lastly, We would like to thank our parents who have supported us throughout this work.
 ABSTRACT

Disposal of waste materials including waste plastic bags has become a serious problem and
waste plastics are burnt for apparent disposal which cause environmental pollution.
Utilization of waste plastic bags in bituminous mixes has proved that these enhance the
properties of mix in addition to solving disposal problems.

The aggregate mix is heated and the plastic is effectively coated over the aggregate. This
plastic waste coated aggregate is mixed with hot bitumen and the resulted mix is used for
road construction. The use of the innovative technology will not only strengthen the road
construction but also increase the road life as well as will help to improve.

The environment. Plastic roads would be a boon for India’s hot and extremely humid
climate, where temperatures frequently cross 50°C and torrential rains create havoc,
leaving most of the roads with big potholes. In my research work I have done a thorough
study on the methodology of using plastic waste in bituminous mixes and presented the
various tests performed on aggregates and bitumen.

A material that contains one or more organic polymers of large molecular weight, solid in its
finished state and at some state while manufacturing or processing into finished articles, can
be shaped by its flow, is called as ‘Plastic’. Plastics are durable and degrade very slowly;
the chemical bonds that make plastic so durable make it equally resistant to natural processes
of degradation. Plastics can be divided in to two major categories: thermoses and
thermoplastics. A thermo set solidifies or “sets” irreversibly when heated.

They are useful for their durability and strength, and are therefore used primarily in automobiles and

construction applications. These plastics are polyethylene, polypropylene, polyamide, poly oxy

methylene,

poly tetra fluorethylene, and poly ethylene terephthalate. A thermoplastic softens when exposed to heat

and

returns to original condition at room temperature. Thermoplastics can easily be shaped and molded into

products
such as milk jugs, floor coverings, credit cards, and carpet fibers. These plastic types are known as

phenolic,

melamine,unsaturatedpolyester,epoxy,resin,silicone,andpolyurethane.
 CONTENT

1) Chapter – 1 Introduction

General

Need of study

2 Chapter – 2 Theory

General

Difference between plastic road and conventional road.

3 Chapter – 3 Process of road construction using plastic waste

Process

Specification

Dense Bituminous macadam

Procedure

Procedure of Design mix.

Test

Procedure

4 Chapter – 4 Calculation

Calculation
 LIST OF FIGURES

19
Fig.1
Fig.2 20
Fig. 20
Fig.4 21
Fig.5 25
Fig.6 30
Fig.7 31
Fig.8 32

List Of Tables

Table no.1 17
Table no.2 28
 CHAPTER 1

INTRODUCTION :

Disposal of waste plastic is main problem. It is mainly non- biodegradable & it is

mainly consists of low density polythene. Disposal roads are different from standard
roads in the respect that standard roads are made from asphalt concrete , which consist
of mineral aggregates and asphalt.

Plastic composite roads however have existed demonstrate characteristics superior to

regula asphalt concrete roads, specifically they show better wear resistance.

The usage of plastic in India increased day by day. Plastic is used for packing, protecting
devotions like packed food, packed water, packing of any material. It is also used for
overthrowing off waste. The used plastic once unnerved to the environment it would not get
putrefied, it is a non-bio- degradable material. It causes most of the pollution and hazards
in the environment. The waste plastic used as landfill or they incinerated, both the processes
are hazards to environment. These cause land and air pollution. In case of rubber, mostly
waste tyres are disposed in the environment. The risks of waste tyres caused air pollution
while open burning of tyres leads to discharge of hydrocarbons, nitrogen, dioxin, oxides and
shows visual impression in the atmospher . Even they cannot be re-used for same purpose.

As a whole plastic is not an eco-friendly material. In this research paper, an approach is

made to use the waste plastic and crumb rubber as properties enlightening materials for
construction of flexible pavement. The combination of these wastes with aggregates and
bitumen revealed great results. As the HDPE (high- density polyethylene) can be used as
the blending material to develop quality of roads . The flexible pavement agonizes may
fails during monsoon and under high impact loading due to the brakes of moving vehicles.
Theintroduction of waste plastic and crumb rubber blended pavement shown great
results against such failures . Therefore, use of waste plastic and crumb rubber in road
construction could be a great achievement to save our environment against hazards of
these non-bio-degradable materials. Also helps to advance the flexible pavements
properties. Previously few studies reported following trends.
 A.K. et.al (2010) used Kharkai River, Jamsedhpur, Jharkhand (India) soil along with
HDPE waste from local rag picker. The waste strips were cut into 12mm length and
placed arbitrarily in the soil sample

with different percentage of 0.25%, 0.5%, 1.0%, 2.0% and 4.0% waste. The CBR test
was completed over the test specimens and it was determined that the CBR value of the
specimens increased almost three times than that of the controlled sample.

Naskar, M et.al.(2010) used 60/70 grade bitumen as controlled sample and blended it with
waste plastic films of 2mm x 2mm size. The deliberation of waste to bitumen in blend
was taken as 0,1,3,5 and 7% by weight of bitumen. Tests for thermal, rheological and
physical properties were done and it was concluded that bitumen ability was improved by
blending it with waste plastic. The optimum waste plastic content was taken as5%.

Ahmadinia, E. et.al. (2011) reported that using PET (polyethylene Terephthalate) blend the
Marshall Stability results 6% optimum content.

Vasudevan, R. et.al. (2011) worked on the plastic coated aggregates along with plastic
blend mixture of bitumen basic properties were checked and field assessment was also
reported. It was determined that using dry process the plastic coated aggregates shown
greater results and can improve the flexible pavement properties. By field valuation, it was
seen that high percentage of plastic waste could be used. Possibly 10% of bitumen can be
reduced to get better results.
 NEED OF STUDY:

 Plastic is a material created by manbut it also something that cannot be destroyed.

 Plastic waste disposal is majorproblem and it is biodegradable.
 A majority of the waste created byhumanscontains plastic waste which ultimately chokes
stray animals to death, clogs drains and only leads to mess.

 The clogged drains lead to flood while the plastic in the field blocks germination
thereby preventing rainwater absorption.

 Use of waste plastic in flexible pavements shows good result when

compared with conventional flexible pavements.

 The polymer coated on aggregates reduces the voids and moisture absorption. The
plastic pavement can with stand heavy traffic and also durable than flexible
pavement.
 CHAPTER 2

THEORY
2.1 GENERAL
Plastic is everywhere in today’s lifestyle and its disposal is a great problem. It is a
non- biodegradable productdue to which these materials pose environmental pollution and
problems like breast cancer, reproductive prob- lems in humans and animals and genital
abnormalities
If a ban is put on the use of plastics on emotional grounds, the real cost would be much
higher, the inconve- nience much more, the chances of damage or contamination much
greater… Hence the question is not “plastics vs no plastics” but it is more concerned with the
judicious use and re-use of plastic-waste.

Both the issues when taken together lead to a single solution that we can use this waste plastic
in Flexible Pavements in such a manner that it gets coated over the surface of aggregate by
heating (140˚C - 160˚C) because plastics like PE, PS, PP used in PET Bottles, disposal
glasses, handbags, covers of various appliances etc. soften up to 160˚C. The experiments
conducted in the laboratory depict fruitful results can substantially increase the stability and
durability of roads plus, making it a very effective step towards eco- friendliness compared to
con- ventional and traditional techniques of flexible pavements construction.

Since many years the utilization of plastic in flexible pavements has been done to increase the
stability, durabil- ity of roads and reduce the cost of construction of roads by replacing some
percentage of bitumen with that of the waste plastic. The LDPE can only be used in this
technique as it gets softened at the desired temperature i.e., 160˚C and coated over the
aggregates. There is no modification in the plant is required because plastic is mixed at the
same time when aggregates are poured into Hot Mix Plant for 30 - 50 secs, hence no fuel
consumption takes place. There is a consistent research still going on to attain the optimality
and many have stated to use the plastic in road construction

Prof. C.E.G Justo states that addition of 8% percent by weight of processed plastic is desirable
in saving 0.4% bitumen by weight of mix
Dr. R. Vasudevan has also stated that use of waste plastic in bitumen increase the binding
property as com- pared to the conventional bitumen It improves the properties of bitumen
resulting in increase in Softening Point and decrease in Penetration value thus improving the
durability

Laying down one km of normalbitumen road takes 10 tonnes of bitumen while the use of
recycled plastic can build a 3.75 m wide road by utilizing9tonnes of bitumen and 1 tonne
of plastic waste for everykm.

Interesting 1 tonne of bitumen costs INR 50,000 to INR 60, 000(In India ). So for every 1
km , you get to save thousands of rupees.

Besides, 1 tonne of plastic equates to10 lacs carry bags and hence people are required to
sell off the plastic which they use for domestic purpose. This has even led to thousands
of people getting involved in collecting and shredding plasticwaste.

The use of plastic waste in flexible pavements would open up a solution for the disposal
issues regarding plastics wastes. Many research works have been done in the area of use of
plastic waste in bituminous road construction. Dr. R. Vasudevan (2007) is an Indian
scientist who has worked mainly in waste management.

This method will help in making roads very faster and also will save the environment
from dangerous plastic waste. He is also visited mahatma school on 15 April 2008. The
road also shows greater resistance to damage caused by heavy rains. His road
construction method is now widely used to construction Roads in the rural area. Dr. R.
Vasudevan was awarded India’s
fourth-highest civilian Honour Padma Shri. Amit Gawande (2012) The concept of
utilization of waste plastic in the construction of flexible road pavement has been done
since 2000 in India.
In the construction of flexible pavements, bitumen plays the role of coating over the
aggregate and binding the aggregate together. It also helps to improve the strength and life
of road pavement. But its resistance towards water is poor. It is a method to enhance the

quality of bitumen by modifying the chemical properties of bitumen by blending with

synthetic polymers. The use of plastic waste in the bitumen is similar to polymer-
modified bitumen.
In the construction of asphalt pavement, hot bitumen is coated over hot stone aggregate
mixed, laid and rolled. Bitumen acts as a binder. Yet when water is stagnated over road, it
penetrates and results in pot holes, a defective spot on the pavement.

The use of anti stripping agents are having limited use only and the process also increases the
cost of

road construction. Use of plastic (virgin as well as waste) to modify the bitumen and also the use
of plastic

coated aggregates are being studied to improve performance of the pavement.

Bituminous mixes used in the surface course of the bituminous pavements are being
improved in their performance by incorporating various types of additives to bitumen such
as rubber latex, crumb rubber, styrene, butadiene styrene, styrene – ethylene –butylenes,
recycled Polypropylene ,low density polyethylene Polyethylene , Ethylene vinyl acetate
(EVA) (5%) and polyolefin . Some of the properties improved are durability, fatigue life
resistance to rutting, softening point. The population growth, industrialization, consumerism
and scientific development have led to the uncontrollable accumulation of waste. Proper
waste disposal is of great importance in both pastoral and metropolitan areas. This study
discussed the suitability of plastic waste materials for pavement construction.. The waste is
mixed in different proportions to the soil sample and their influences on geotechnical
properties were studied. The results of the tests indicated that plastic alone is not suitable for
pavement sub grade. When quarry dust was added along with soil plastic mix, it maintains
the CBR value within the required range.

The rate of production of waste has increased tremendously in almost all parts of the world in
the past few decades. The quantities of these waste that are accumulating, are causing serious
disposal problems. The conservative methods of disposal are found to be inadequate. Due to
population growth, industrialization, consumerism and technological development there has
been a tremendous increase in the rate of production of waste. Every year, 7.2 million tons
of hazardous waste is produced and its disposal is becoming a major issue and about one
km2 of additional landfill area is needed every year. Indian government spends about Rs
1600 crore for treatment & disposal of these wastes. In addition to this, industries release
about 150 million tons of high volume low hazard waste every year, which is mostly dumped
on open low lying land areas. In this situation, the conventional waste disposal methods are
found to be derisory. Through this project, a small attempt has been made at deducing a
new technique of waste disposal. This paper aims at proposing a new method of disposal of
plastic, quarry dust, and tire waste by using them in the sub-grade soil of pavement. The
Main objective of this study are safe and prolific disposal of wastes - plastic, quarry dust, and
tyre, the study of index properties and CBR values of variable mixes of soil and waste and
suitability of soil- waste mix in sub grade.

2.2. Difference between Plastic road and Conventional road :-

Laying down one km of normal bitumen road takes 10 tonnes of bitumen while the use of
recycled plastic can build a 3.75 m wide road by utilizing 9 tonnes of bitumen and 1 tonne
of plastic waste for every km. Interesting 1 tonne of bitumen costs INR 50,000 to INR 60,
000(In India ). So for every 1 km , you get to save thousands of rupees.

Besides, 1 tonne of plastic equates to 10 lacs carry bags and hence people are required to sell
off the plastic which they use for domestic purpose. This has even led to thousands of people
getting involved in collecting and shredding plastic waste
The durability of the roads laid out with shredded plastic waste is much more compared
with roads with asphalt with the ordinary mix. .
While a normal 'highway quality' road lasts four to five years it is claimed that plastic-bitumen
roads can last up to 10 years.

CHAPTER -3

Process of road construction using plastic waste.

Process
 (a) Collecting plastic waste :-

The first step involves a collecting of items categorized as plastic waste. It includes carry bags
and
cups with 60 microns of thickness hard and soft form laminated plastic like biscuits and
chocolate wrappers. Shredding:- The collecting plastic is cut into a size of 2.36mm to 4.75mm
by using a shredding machine. Heating:- The aggregate mix is then heated to 165 to 170 mm
degree Celsius and transferred to a mixing chamber whereas the bitumen is heated up to 160
degree Celsius to prevent weak bonding. This report is the first deliverable within the project
Improvements in existing collection and recycling systems of plastic waste from households
and other MSW sources. The report has been prepared by IVL Swedish Environmental
Institute, Ostfold Research, VTT Technical Research Centre of Finland, Aalborg University
and Environice in Iceland. The project is initiated by the Nordic Waste Group (NAG).
The overall aim of the project Improvements in existing collection and recycling systems for
plastic was
-te from households and other MSW sources is to pave the way and provide conditions for more
efficient
collection and recycling of plastic waste from households and other municipal sources in the
Nordic
countries, striving towards higher recycling rates. The existing collection and recycling system
in the Nordic countries will be challenged by creating a Nordic knowledge base on collection
and
recycling of plastic waste from households and from other MSW sources. The Nordic
knowledge base
will be compiled into guidelines for plastic packaging waste collection.

(b) Shredding:-

The collecting plastic is cut into a size of 2.36mm to 4.75mm by using a shredding
machine. Waste plastics cut in two or more pieces are fed into a shredder for further
cutting. The plastic is cleaned
before shredding and sometimes gets further cleaning after shredding according to
manufacturer demand. The shreddthin film plastics is different from that used for rigid
plastics.
(c) Heating:-.
The aggregate mix is then heated to 165 to 170 mm degree Celsius and transferred to a
mixing chamber whereas the bitumen is heated up to 160 degree Celsius to prevent weak
bonding. Heating plastics in the microwave may cause chemicals to leach into your foods
Some of these chemicals have been linked to
health problems such as metabolic disorders (including obesity) and reduced fertility.

(d) Coating:-
At the mixing chamber the shredded plastic gets coated uniformly over the aggregate
within

30-60 second and shows an oily look. Plastic coating is the application of liquid polymers
or plastic on the surface of a workpiece by dipping or immersion. The result is a thick
plastic finish for protective and decorative purposes. This gives the material additional
resistance against scratches, wear, corrosion, and external elements. This makes the metal
piece more durable, and obtain a longer service life. It also offers convenience and
protection to the end-user by providing surfaces for gripping and insulation.

(e) Construction:-
The plastic waste mixture is combined with bitumen mixture and resulting aggregate is
used for constructing the road between 110 to 120 degree Celsius. Shredded plastic is
added to the hot mix.
The plastic gets softened and coated over the surface of the aggregate giving an oily look
in 30 – 60 sec. Waste coated aggregate is mixed with got bitumen and the resulted mix is
used for road construction. The road laying temperature is between 110°C to
140°C.Today, for the developing countries, Flexible pavements are one of the most
important infrastructures.

Now-a-days it is been observed that due to increase in axle load and traffic intensity the
capability of the bituminous binders is been reduced causing bleeding in hot climate, cracks in
cold climate, rutting and pot holes. This makes an essentiality in modification of bitumen
binder to meet the increasing demand of axle loads and traffic intensity.

Specification

Dense bituminous macadam

DBM is a binder course used for roads with more number of heavy commercial vehicles
and a close graded premix material having a voidscontentof5-10 Table 500-19
requirements for bituminous pavement layers
PROCEDURE OF
DESIGN
(a) Sieve analysis :-
Sieve analysis of material is done through I.S. sieve. For making dense bituminous
macadam the size of materials and its quantity is determined by morthcode. About 5kg of
sample is taken from field and sieves analysis are done and proportionate the material at
their required quantity. This procedure is used to determine the particle size distribution
of plastic material as received from the source. It may be used on samples of
incoming resin or flake used in recycling operations.

A dry plastic sample is placed into a series of sieves that are arranged into a column in
order of increasing fineness. The sieves are then shaken to allow the material to separate
into it’s weight distribution according to the sieve sizes. The weight of sample on each
sieve is determined after shaking and the particle size distribution is reported.

(b) Mixing of aggregates:-

The aggregate mix and collected plastic is cut into a size of 2.36mm to 4.75mm by
using a shredding machine are then heated to 165 -170 degree Celsius and transferred to
a mixing container. Industrial activities in Iraq are associated with significant amounts
of non-biodegradable solid waste, waste plastic being among the most prominent. This
study involved 86 experiments and 254 tests to determine the efficiency of reusing waste
plastic in the production of concrete.
 Thirty kilograms of waste plastic of fabriform shapes was used as a partial replacement for
sand by 0%, 10%, 15%, and 20% with 800 kg of concrete mixtures. All of the concrete
mixtures were tested at room temperature. These tests include performing slump, fresh
density, dry density, compressive
strength, flexural strength, and toughness indices. Seventy cubes were molded for
compressive strength and dry density tests, and 54 prisms were cast for flexural strength
and toughness indices tests. Curing ages of 3, 7, 14, and 28 days for the concrete
mixtures were applied in this work. The results proved the arrest of the propagation of
micro cracks by introducing waste plastic of fabriform shapes to concrete mixtures. This
study insures that reusing waste plastic as a sand-substitution aggregate in concrete gives a
good approach to reduce the cost of materials and solve some of the solid waste problems
posed by plastics.

Figure:1 mixing of aggregate

(c) Heating of bitumen:-

5% of total weight of aggregate mix bitumen is heated to 160 degree Celsius to prevent weak
bonding. Indirect heating type tanks-cylindrical in shape& horizontal in position, the bitumen is
heated by circulating hot thermic oil through its heating coil. A thermic oil heater with oil fired
burner heats the thermic oil & this hot oil is circulated through the heating coil inside the
bitumen tank by an oil pump on heater. A single heater can easily heat nos. of tanks as
required in continuous process. The temperature of oil is very well controlled by an auto
thermostat on heater and so, bitumen never gets over-heated. Thus, the quality of bitumen
(viscosity) never gets deteriorated/spoiled in this kind of indirect heating system. Fuel
consumed to heat every ton of bitumen is also less compared that for a direct heating system.
Tanks capacity available is 30, 40 & 50 tons.

(a) Placing of mix mould:-

mixture is spaded around the side of mould. A filter paper is placed under thePlace the object
to be molded face or front side up in the mold mix exposing half of the object. Allow the
mold mix to set. Cut small “V” shape notches about 1/4” deep on each side and at each end
of the set mold. This will be used later for repositioning the two halves together.

(a) Compaction of mixture:-

The placed in the marshal compaction pedestal. The material is compacted with 750 blows of
the hammer and the sample is inverted and compacted in the other face with same number
of blows. After compaction, the mould is inverted. With collar on the bottom, the base is
removed and the sample is extracted by pushing it out the extractor. The sample is allowed
to stand for the few hours to cool.Compaction is the process by which the volume of air in an
HMA mixture is reduced by

Figure 4:Compaction of mixture

The sample is allowed to stand for the few hours to cool.Compaction is the process by which
the volume of air in an HMA mixture is reduced by using external forces to reorient the
constituent aggregate particles into a more closely spaced arrangement. This reduction of air
volume produces a corresponding increase in HMA density. We showed in this paper that
the annealing of iron-copper powder mixture has a favorable effect on its compaction
properties and also reduces the force needed to eject the compacts. And, vice versa, separate
annealing of metallic components of the mixture can produce mixtures with increased
ejection friction.

All these measures intended to improve the compaction properties of powder mixtures
qualitatively change the dependence of the density of parts and the ejection force of
compacts on the specific compaction pressures. This makes possible the simplification of
calculations needed to determine the physical properties of parts being compacted. The
relationships established here enable the selection for compacting powder mixtures of
conditions in which this operation can be performed more rapidly and within an automatic
mass- production cycle.

Test
● Ductility Test

● Determination of softening point

● Penetration test

● Flash and fire point

● Marshall stabillity test

● Impact test

(a) Ductility Test-

The ductility test of bitumen is one of the main tests you need to do when building the
road. We know that the ductility of a material is the ability of that material to undergo
plastic deformation (permanent deformation) before the rupture of that material.

The ductility of a bituminous material is measured by the distance in cm that it elongates

before breaking when a standard briquette sample of the material is separated at a specified
speed and temperature. Bitumen ductility measurement test and its suitability for road
constructionBitumen ductility is expressed as the distance in centimeters by which a standard
bitumen briquette can be stretched before the line breaks, this test should be performed at 27
oC and traction should be applied at a rate of 50 mm per minute.The minimum width of the
cross-section of the mold must be 10 mm x 10 mm.

(b) Determination of softening point-

Materials without sharply defined melting points; they gradually become softer and less
viscous as the temperature rises. The softening point of bitumen can be determined through
the use of a ring-and-ball apparatus immersed in distilled water (30 to 80°C) or USP glycerin
(above 80 to 157°C). The softening point is reported as the mean of the temperatures at
which the two disks soften enough to allow each ball, enveloped in bitumen, to fall a distance
of 25 mm (1.0 in.).The softening point is useful in the classification

of bitumens, as one element in establishing the uniformity of shipments or sources of

supply, and is indicative of the tendency of the material to flow at elevated temperatures
encountered in service.

(c) Penetration test –

Penetration test of Bitumen determines the hardness or softness of bitumen by measuringthe

depth in millimeter to which a standard loaded needle will penetrate vertically in five seconds
while the temperature of the bitumen sample is maintained at 25 0C This test is applied
almost exclusively to bitumen. Also, the
Penetration test of bitumen is used to measure the consistency of bitumen. This test is
applied almost exclusively to bitumen. For Tars, cutbacks, and emulsions other consistency
tests are used.
A penetrometer consisting of a needle assembly with a total weight of 100 grams and a
device for releasing and locking needle in any position.To read the penetration value, a
graduated dial is attached. Penetration value can be read with this dial up to 0.1 mm.
(d) Flash and fire point

The flash and fire points of a liquid fuel specimen are the indicators of its flammability. In
general, flash point is the lowest temperature of the test specimen, corrected to a barometric
pressure of 101.3 kPa, at which the application of an ignition source causes the vapor of the
test specimen to ignite momentarily and the flame to propagate across the surface of the
liquid under the specified conditions of test.

It is important to realize that the value of the flash point is not a physical constant but is the
result of a flash point test and is dependent on the apparatus and procedure used. Fire point
may be considered as the lowest temperature of the liquid at which vapor combustion and
burning commences. A fire point happens when an ignition source is applied and the heat
produced is self-sustaining, as it supplies enough vapors to combine with air and burn even
after the removal of the ignition source. Gasoline has a flash point around -43⁰ C whereas
diesel has flash points higher than 52⁰ C. Lower flash points are the indicators of good
flammability and volatility.
Therefore, gasoline makes faster vapour formation than diesel and instantly catches fire when
spark, an external flame source, is provided. However, as its autoignition temperature is high
(in low compression ratio gasoline engine perspective), which is in the order of 247-280 ⁰ C, it
does not ignite prematurely due to the residual heat generated during compression stroke and
heat transfer from wall.

On the contrary, the higher flash point of diesel indicates poor vaporization tendencies and
lesser tendency to ignite subjected to external flame source. However, as the autoignition
temperature of diesel is low (in high compression ratio diesel engine perspective), which is
in the order of 210⁰ C, diesel autoignites easily with the residual heating during compression
stroke and heat transfer from wall without the need of an external flame source such as spark
plug. Poor vaporization tendency of diesel is dealt with in-cylinder swirl and high pressure
injection.

(e) Marshall stabillity test

The apparatus for the Marshall Stability test consists of the following: 1. Specimen mould
assembly comprising mould cylinders 10.16cm diameter by 6.35cm height, base plate and
extension collars. 2. Specimen extractor for extracting the compacted specimen from the
mould.

A suitable bar is required to transfer load from the extension collar to the upper proving
ring attachment while extracting the specimen. 3. Compaction hammer having a flat
circular tamping face 4.5kg sliding weight constructed to provide a free fall of 45 cm. 4.
Compaction pedestal consisting of a 20×20×45 cm wooden block capped with 30×30×2.5
cm MS plate to hold the mould assembly in position during compaction.

Mould holder is provided consisting of spring tension device designed to hold compaction
mould in place on compaction pedestal. 5. Breaking head: this consists of upper and lower
cylindrical segments or test heads having a inside radius curvature of 5 cm. the longer segment
is mounted on a base having two perpendicular guide rods which facilitate insertion in the
holes of upper test segment. 6. Loading Machine:

It is provided with a gear system to lift the upward direction. Pre-calibrated proving ring of
5 tonnes capacity is fixed on the upper end of the machine, specimen contained in the test
head is placed in between the base and the proving ring. The load jack produces a uniform
vertical moment of 5 cm per minute.
Machine is capable of reversing its moment downward also. This facilitates adequate space
for placing test head system after one specimen has been tested. 7. Flow meter consist of
guide, sieve and gauge. The activating pin of the gauge slides inside the guide sleeve with a
slight amount of frictional resistance. Least count of 0.025 mm is adequate. The flow value
refers to the total vertical upward movement from the initial position at zero load to value at
maximum load. The dial gauge of the flow meter should be able to measure accurately the
total vertical moment upward.

In addition to above the following general equipments are also required:

1. Oven or hot plate
2. Water bath
3. Thermometers of range up to 200oC with sensitivity of 2.5oC and
4. Miscellaneous equipments like containers, mixing and handling tools etc.
 Figure 5:marshall stabillity test

(f) Impact test

It is used to evaluate the toughness of stone or the resistance of the aggregate to fracture
under repeated impacts. The aggregates were subjected to 15 blows with a hammer of
weight 14kg and the crushed aggregates were sieved on 2.26mm sieve. The aggregate
impact value is the percentage of fine (passing through the 2.36mm sieve size) to the total
weight of the sample.
The aggregate impact value should not exceed 30% for use in wearing course of
pavements. Maximum permissible values are 35% for bituminous macadam and 40 % for
water bound macadam. The plastic coated aggregates
An impact test is used to observe the mechanics that a material will exhibit when it
experiences a shock loading that causes the specimen to immediately deform, fracture or
rupture completely.

To perform this test the sample is placed into a holding fixture with the geometry and
orientation determined by the type of test that is used and then a known weight generally
but not always in the shape of a pendulum is released from a known height so that it
collides with the specimen with a sudden force. This collision between the weight and
specimen generally results in the destruction of the specimen but the transfer of energy
between the two is used to determine the fracture mechanics of the material.

The purpose of an impact test is to determine the ability of the material to absorb energy
during a collision. This energy may be used to determine the toughness, impact strength,
fracture resistance, impact resistance or fracture resistance of the material depending on the
test that was performed and the characteristic that is to be determined. These values are
important for the selection of materials that will be used in applications that require the
material to undergo very rapid loading processes such as in vehicular collisions.

Procedure:-

Specimens are heated to 60 +- 1C either in a water bath for 30-40 minutes or in an oven for
minimum of 2 hours.
The specimens are removed from the water bath or oven and place in lower segment of the
breaking head. The upper segment of the breaking head of the specimen is placed in position
and the complete assembly is placed in position on the testing machine.
The flow meter is placed over one of the post and is adjusted to read zero.
Load is applied at a rate of 50mm per minute until the maximum load reading is obtained.
The maximum load is reading in newton is observed. At the same instant the flow recorded
on the floe meter in units of mm was also noted

CHAPTER- 4

Calculation
Calculation-

Gradation of materials — according to MORTH 3 rd revision recommendation

Size of aggregate % Particle passing % weight retain Weight retain

26.5mm 90-100 5% 60gm

19mm 71-95 12% l44gm

13.2mm 56-80 18% 2l6gm

4.75mm 38-54 22% 264gm

2.36mm 28-42 l32gm

.3mm 7-21 21% 252gm

.75mm 2-8 9% l08gm

Details of specimen :-

Specimen — 1

6% polythene of Total bitumen = 3.6gm Bitumen =

56.4gm Dimensions

Length = 6.5 m Diameter = 10.2m

Vol = 531.1cm^3 Dry weight = l230gm Submerge

weight = 681 gm Specimen-2

8% polythene of total bitumen =4.8gm Bitumen = 55.2gm

Dimensions

Length = 6.68m Diameter = 10.2m Vol = 545.8cm^3 Dry weight = 1220gm Submerge

weight = 691 gm Specimen-3

10% polythene of total bitumen = 6gm Bitumen = 54

gm Dimension

Length = 6.69m Diameter =10.2m Vol = 546.65cm^3 Dry weight =1200gm Submerge weight =

696gm Specimen -4

12% polythene of total bitumen =7.2gm Bitumen =

52.8 Dimension

Length = 6.73m Diameter = 10.2m Vol = 550cm^3 Dry weight = 1223gm Submerge weight =
702gm

GRAPH BETWEEN BINDER CONTENT VS FLOW VALUE-

 GRAPH BETWEEN BINDER CONTENT VS
DENSITY-

Figure8: density