IRJET- Utilization of Waste Plastic and Waste Rubber in Flexible Pavement

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072
© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 5782
UTILIZATION OF WASTE PLASTIC AND WASTE RUBBER IN FLEXIBLE
PAVEMENT
1,2,3,4U.G. Student, Dept of Civil Engineering SJT Institute of Technology Ranebennur, KA, India.
5Assistant Professor, Dept of Civil Engineering STJ Institute of Technology Ranebennur, KA, India.
6Professor, Dept of Civil Engineering STJ Institute of Technology Ranebennur, KA, India.
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Abstract - The use of waste materials like plastics and
crumb rubber in road construction is being increasingly
encouraged so as to reduce environmental impact. Plastics
and crumb rubbers are one of them. The plastic waste
quantity in municipal solid waste is increasing due to
increase in population and changes in life style. Similarly,
most tires, especially those fitted to motor vehicles, are
manufactured from synthetic Crumb rubber. Disposal of
both is a serious problem. At the same time, continuous
increase in number of vehicles emphasizes on need of roads
with better quality and engineering design. This waste
plastic and crumb rubber can be used topartiallyreplace the
conventional material which is bitumen to improve desired
mechanical characteristics for particular road mix. In the
present study, a comparison is carried out between use of
waste plastic like LDPE and Crumb Rubber (1%,
1.5%,2%,and 2.5% by weight of bitumen) in bitumen
concrete mixes to analyse which has better ability to modify
bitumen so as to use it for road construction.
Keywords: aggregates, Bitumen, Crumb rubber, LDPE, and
Marshal Stability Test
1.0 INTRODUCTION
Road network is the mode of transportation which serves as
the feeder system as it is the nearest to the people. So the
roads are to be maintained in good condition. The quality of
roads depends on materials used for construction.
Pavements are generally of two types: flexible and rigid
pavement. A flexible pavement is the one which has a
bitumen coating on topandrigidpavementswhicharestiffer
than flexible ones have PCC or RCC on top. The flexible
pavements are built in layers and it is ensured that under
application of load none of the layers are overstressed. The
maximum intensity of stress occurs at top layer hence they
are made from superior material mainly bitumen. The mix
design should aim at an economical blend with proper
gradation of aggregates and adequateproportionofbitumen
so as to fulfil the desired properties of mix which are
stability, durability, flexibility, skid resistance and
workability. Mix design methods should aim at determining
the properties of aggregates and bituminous material which
would give a mix with these properties.Thedesignofasphalt
paving mixtures is a multi-step process of selecting binders
and aggregate materials and proportioning them to provide
an appropriate compromise among several variables that
affect mixture behaviour, considering external factors such
as traffic loading and climate conditions. In the construction
of flexible pavements, bitumen plays the role of binding the
aggregate together by coating over the aggregate. It also
helps to improve the strength of the road. But its resistance
towards water is poor. Anti-stripping agents are being used.
Bitumen is a sticky, black and highly viscous liquid or semi-
solid which can be found in some natural deposits or
obtained as by-product of fractional distillation of crude
petroleum. It is the heaviest fraction of crude oil, the one
with highest boiling point (525°C). Various Grades of
Bitumen used for pavement purpose:30/40, 60/70 and
80/100(1).
2.0 Objectives
1. To utilize non- degradable plastic, crumb rubber in
bitumen.
2. To compare the strength characters of normal
bitumen and (waste plastic& crumb rubber) added
bitumen 1%, 1.5%, 2% & 2.5%.
3. Disposal of waste plastic and crumb rubber ismajor
problem and burning of these causes environment
pollution, so find utility of waste plastics andRubber
in road construction.
4. To know the properties of aggregates and plain
bitumen.
5. To study the effect of waste plastic and crumb
rubber on strength and stabilitycharacteristicsofBC
mix for 80/100 grade bitumen.
MATERIALS
A. Waste Plastics
B. Waste tires rubber. (Crumb rubber)
C. Bitumen 80/100.
D. Aggregate -20mm down size.
Karthik Chilur1, Kamala Battal2, Megha Talawar3, Vijayalakshmi M M4, Avinash Patel K L5,
Prof. D.S. Maganur6

TESTS
a. Ductility Test = 95 mm
b. Specific Gravity Test (Bitumen &aggregate)
= (Bitumen 1.02, Aggregate 2.7)
c. Softening Point Test = 56
d. Marshall Stability Test
e. Aggregate.
METHODOLOGY
Collectionof plastic waste&crumbrubber—
› cleaning and drying of segregated plastic —
›shredding of plastic into 2mm-4mm& crumb rubber make
powder form —› heating bitumen up to 1600oc —› addition
of shredded waste plastic & crumb rubbertohot bitumen —›
testing with different % of plastic & crumb rubber added
bitumen (1%,1.5%,2%&2.5%) —› comparingtest results—›
optimum % of plastic & crumb rubber to be added is
obtained.
Preparation of Mould for Marshall Tests
•Prepared mix was placed in the preheatedapparatuswhich
consist of a cylindrical mould of diameter 10.16 cm and
height 6.35cm with base plate and collar. Mix will be
compacted on a compaction pedestal usinga hammerof4.54
kg weight with 45.7 cm height of fall, with75blowson either
side at a temperature of 1380-1490 c. The weight of the
mixed aggregate taken for the preparation of the specimen
was suitably.
•Altered to obtain a compacted thickness of 63.5 +/-
3.0mm.The compacted specimenfromthemouldisextruded
from the sample extractor after cooling 24 hrs. The physical
parameters such as diameter, thickness and weight of
specimen in air were determined. The bitumen is a complex
organic material and it occurs either naturally or may be
obtained artificially during the distillation of petroleum.Itis
chemically a hydrocarbon. It is insoluble in water, but it
completely dissolves in carbon bisulphate. It is black or
brown in colour and it is obtained in solid or semisolid state.
It softens when heated and again solidifies when the
temperature is lowered. It contains 85 percent carbon,
12percent hydrogen and 3percent oxygen.
Fig:1 Preparation of Mould for Marshall Tests
Fig. 2 (Bitumen Moulds)
Marshall Stability Test:
Bruce Marshall, formerly bituminous engineer with
Mississippi state highway department, UAS formulated
Marshall Method for designing bituminousmixes.Marshall’s
test procedure was later modified and improved upon by
U.S. corps of engineers through their extensive researchand
correlation studies. ASTM vide designation D 1559-62 T has
standardised the test procedure. Generally, thisstabilitytest
is applicable to hot-mixdesignusingbitumenandaggregates
with maximum size of 25 mm. In this method, the resistance
to plastic deformation of cylindrical specimenofbituminous
mixture is measured when the same is loaded at the
periphery at 5cm per minute. This test procedure is used in
designing and evaluating bituminous paving jobs. There are
two major features of the Marshall method of designing
mixes namely,
a) Density-voids analysis
b) Stability-flow tests.
The Marshall stability of the mix is defined as a maximum
load carried by a compacted specimen at a standard test
temperature at 60C. The flow value is the deformation of
Marshall Test specimen undergoes during the loading, up to
the maximum load, in 0.25 mm units inthistestanattemptis
made to obtain optimum binder content for the type of
aggregate mix and traffic intensity.

Fig. 3 (marshal stability test)
RESULT AND DISCUSSION
RESULTS
FOR BITUMEN
Maximum stability=1767kg
At bitumen content=5%
Maximum bulk density=2.410 gm/cc
At bitumen content=5%
Percent air voids=4%
At bitumen content=4.9%
Optimum bitumen content=5% From the above
tables and graph the maximum stability and
maximum bulk density is attained at 5% of bitumen
content. The 4% of air voids is attained at 4.9% of
bitumen content. Taking into considerationofall the
three properties, the optimum binder content [OBC]
of bitumen grade 80/100 is found to be 5%.
FOR PLASTIC
Maximum stability = 1963 kg, @ 2% of waste
plastic content
Maximum bulk density = 2.394 gm/cc, @ 2% of waste
plastic
From the above table and graphs it is clear that maximum
stability of the mix is attained at 2% of Plastic which is add
to the mix of bitumen grade 80/100 and waste plastic. The
maximum bulk density is also attained at 2% 0f Plastic
content.
FOR RUBBER
Maximum Stability = 868.348 kg, @ 2% of Rubber content
Maximum Bulk Density = 2.65 gm/cc, @ 2.5 % 0f rubber
stability of the mix is attained at
2% of rubber which is add to the mix of bitumen grade
80/100. The maximum bulk density is also attained at 2.5%
0f rubber content.
FOR RUBBER AND PLASTIC
Maximum Stability = 1150.63 kg, @ 1.5% of Rubber and
Plastic Content
Maximum Bulk Density = 2.62 gm/cc, @ 1% of Rubber and
Plastic Content
stability of the mix is attained at 1.5% of plastic and rubber
which is add to the mix of bitumen grade 80/100. The
maximum bulk density is also attained 1% of plastic and
rubber.
Discussion
General
Use of waste plastic and rubber has made a good progress in
bituminous road construction in recent years. Waste plastic
and rubber are used in bituminouscourse.Thisinvestigation
is on attempt to evaluate addition of waste plastic and
rubber to bituminous concrete wearing course mix of
aggregate grade 1 along with plane bitumen 80/100 grade.
Optimum binder content for bituminous concrete mix
BC
optimum binder content obtained for bituminous concrete
grade 1 mix for 80/100 grade bitumen was 5% as per
specification of MORTH standards. The stabilityobtainedfor
the respective OBC was 1767Kg.
CONCLUSION
Based on the experimental investigation the following
conclusions are drawn:
1. By carrying out Marshall Test for control mix
samples which was prepared by adding 4%, 4.5%,
5%, 5.5% bitumen by weight of aggregate to form
BC mix, OBC was obtained as 5%.

2. Addition of LDPE and Crumb Rubber in 1%, 1.5%,
2% ,2.5% to BC mix samples keeping constant OBC
5%.
3. Since the Marshall stability is higher incaseofLDPE
1963 kg @ 2% when compared to Crumb Rubber
and LDPE with crumb rubber. LDPE can be
regarded as the best modifier among three.
4. Thus, it can be concluded from the study that the
modifiers when used in 2% by weight of bitumen
can improve the stability of pavement, best among
them being LDPE.
5. The use of waste plastic as an asphalt mixture
modifier ensue its safe, useful and environmental
friendly disposal.
REFERENCES
[1].Athira R Prasad1, Dr.sowmya N J2,1PG Student,dept of
civil engg , Associate proff ,dept of civil engg,KVGCE ,Sullia
karnatka ,India
[2]. Ministry of Road Transport and High Ways, Manual for
construction and supervision of Bituminous works, New
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[3]. Mohammad T. Awwad and LinaShbeeb “The use of
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[10]. www.kkwasteplasticroads,com
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ISSN:2278-1684.
BIOGRAPHIES
KARTHIK CHILUR
Student
Dept of Civil Engineering
S T J I T, Ranebennur
KAMALA BATTAL
Student
MEGHA TALAWAR
Student

VIJAYALAKSHMI M M
Student
AVINASH PATEL K L
PROFESSOR
D S MAGANUR
HOD

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