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HIGHWAY PAVEMENT DESIGN USING PLASTIC WASTE AS BINDER Aniket Kumar1
1Research Scholar, Department of Civil Engineering, School of Engineering and Technology, K.K. University, Nalanda, Bihar, India
Mr. Deepak Kumar2
2Assistant Professor (HOD), Department of Civil Engineering, School of Engineering and Technology, K.K. University, Nalanda, Bihar, India
Abstract- The waste plastic and its disposal is a major threat to the environment, which results in pollution and global warming. The utilization of plastic waste in bituminous mixes enhances its properties and also its strength1. In addition it will also be a solution to plastic disposal & various defects in pavement viz., pot holes, corrugation, ruts, etc. the waste plastic used are poly-ethylene, poly-styrene, poly-propylene. The waste plastic is shredded & coated over aggregate & mixed with hot bitumen and resulted mix is used for pavement construction. This will not only strengthen the pavement and also increases its durability. The titanium-dioxide is used as a smoke absorbent material, which will absorb the smoke from the vehicles. This innovative technology will be boon for Indian hot-humid climate. Its economical and eco-friendly. In this paper, we have discussed about the soil properties to be considered in design of pavement, pavement design, process of construction flexible and plastic-smoke absorbent pavement.
Keywords: Highway Pavement, Design, Plastic Waste, Binder.
1 INTRODUCTION
India has a road network of over 4,689,842 kilometers (2,914,133 mi) in 2013, the second largest road network in the world. Adjusted for its large population, India has less than 3.8 kilometers of roads per 1000 people, including all its paved and unpaved roads. In terms of quality, all season,4 or more lane highways, India has less than 0.07 kilometers of highways per 1000 people, as per 2010 statistics. Plastic products are an integral part in our daily life as a basic need. One such method is using of municipal plastic waste as binder in flexible pavements. Municipal waste, commonly known as trash or garbage, is a combination of all of a city's solid and semisolid waste. It includes mainly household or domestic waste, but it can also contain commercial and industrial waste. Much of it is not recycled, and ends up in landfills or as litter on land, in waterways and the ocean. The estimate of eight million tonnes of plastic being dumped into the oceans by 192 coastal countries in 2010 may appear staggeringly high, in reality the quantity would be many times more. Municipal plastic waste comprises of 65-75 percent of the total plastic waste generated in India. At twelfth position, India is one of the worst performers. It has dumped up to 0.24 million tons of plastic into the ocean every year; the amount of
mismanaged plastic waste per year is 0.6 million tons. In the case of China, the No.
1 polluter, the coastal population sends up to 3.53 million tons of plastic waste into the oceans each year. Plastic coated may have same or even higher stiffness than conventional bitumen, but without a large increase in flexibility. These modified mixes reduce the permanent deformation or rutting of the bituminous surface course under traffic loads. These offer better resistance to deformation under at higher temperatures. The process involved in laying plastic roads begins with collection of plastic waste (bags, cups, thermocole) made out of PE, PP, & PS which are separated, cleaned if needed and shredded to small pieces (passing through 4.35mm sieve) The aggregate (granite) is heated to 170°C in the Mini hot Mix Plant and the shredded plastic waste is added, it gets softened and coated over the aggregate. Immediately the hot Bitumen (160°C) is added and mixed well. As the polymer and the bitumen are is the molten state (liquid state) they get mixed and the blend is formed at surface of the aggregate. The mixture is transferred to the road and the road is laid. This technique is extended to Central Mixing Plant too. The durability of the roads laid out with plastic waste is much more compared with roads with asphalt with the ordinary mix. Roads laid
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with plastic waste mix are found to be better than the conventional ones. The binding property of plastic makes the road last longer besides giving added strength to withstand more loads. In recent years, applications of plastic wastes have been considered in road construction with great interest in many developing countries. The use of these materials in road making is based on technical, economic, and ecological criteria. In the state of Maharashtra they laid the test road of length up to 1,500 km. Other states like Tamil Nadu, Karnataka, Pondicherry, Kerala and Andhra Pradesh have also laid test roads. These roads have with stand loads due to heavy traffic, rain and temperature variation.
Laboratory studies were carried out at the Centre for Transportation Engineering of Bangalore University, in which the plastic was used as an additive with heated bitumen n different proportions (ranging from zero to 12% by weight of bitumen) The results of the laboratory investigations indicated that, the addition of processed plastic of about 8.8% by weight of bitumen, helps in substantially improving the stability, strength, fatigue life and other desirable properties of bituminous concrete mix, even under adverse water-logging conditions. The additions of 8.0% by weight of processed plastic for the preparation of modified bitumen results in a saving of 0.4%
bitumen by weight of the mix or about 9.6% bitumen per cubic meter of BC mix.
In Tamil Nadu, length of roads around 1000 m in various stretches were constructed using waste plastic as an additive in bituminous mix under the scheme “1000 Km Plastic Tar Road”, and found that, the performance of all the road stretches are satisfactory. The performance of the road stretches constructed using waster plastic in Karnataka is also found to be satisfactory.
The construction of rods using waste plastic in the above states is based on the guidelines developed by Bangalore University. CRRI and College of Engineering, Madurai. However, standard specifications are not available on the use of waste plastic in Bituminous road Construction. In this regard, IRC was specially requested by NRRDA for the preparation of such Guidelines for enabling the construction of rural roads
under PMGSY using waster plastic. In order to facilitate the development of guidelines on this, 3 an expert group has been appointed by NRRDA for preparation of interim guidelines for the use of waste plastic which will be sent to IRC for approval and releasing as IRC guidelines.
1.1 Concept of Utilisation of Waste Plastic in Bituminous Mixes for Road Construction
(i) Bangalore’s KK Process-At the initiative of M/s K.K. Poly Flex Pvt. Ltd., a study on the possible use of the processed plastic waste bags with the bituminous mixes was carried out at the R.V. College of Engineering Bangalore. A group of students of B.E. degree course in Chemical Engineering of this college under the guidance of the concerned teaching staff carried out their final year project work for studying the possibility of using of the processed plastic bags with bitumen and bituminous mixes. As some encouraging results were reported in this study, M/s K.K. Poly Flex Pvt. Ltd. later approached the Centre for Transportation Engineering of Bangalore University with the request to carry out further research studies on the effects of using the processed plastic bags with bituminous mixes for road construction works. In practice, such a “plastic road” laid in Bangalore (at the busy Rajarajeshwari Junction) in March 2001 as a technology demonstration for the Chief Minister, showed superior smoothness and uniformity and less rutting as compared to a plastics-free road laid at the same time, which has begun to develop
“crocodile cracks”. As a result, by now 25 km of “plastic roads” have been laid in Bangalore, unfortunately without another same-day plastics-free normal road. All these 25 km are performing well. The process was also approved in 2003 by the CRRI=Central Road Research Institute Delhi, and has thereafter been included in the Govt of Karnataka’s PWD Schedule of Rates. Road life improves through improved tackiness and viscosity of the bituminous mix, thereby binding the stones more firmly together and improving the water-resistance of the mix to rain etc. This Concept of Utilization of Waste Plastic in Bituminous Mixes for Road Construction has been done since 2000 in India.
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1.2 Waste Plastics - as Binder and Modifier
Waste plastics (polythene carry bags, etc.) on heating soften at around 130°C.
Thermo gravimetric analysis has shown that there is no gas evolution in the temperature range of 130-180°C.
Moreover, the softened plastics have a binding property. Hence, the molten plastics materials can be used as a binder and/or they can be mixed with binder like bitumen to enhance their binding property. This may be a good modifier for the bitumen, used for road construction.
Table 1 Different Type of Waste Plastic (Polymer) and its Source 1.3 Data on Plastic Consumption and
Generation of Plastic Waste
A material that contains one or more organic polymers of large molecular weight, solid in its finish state and at some state while manufacturing or processing into finished articles, can be shaped by its flow is termed as plastics.
The plastic constitutes two major category
of plastics; (i) Thermoplastics and (ii) Thermoset plastics. The thermoplastics, constitutes 80% and thermoset constitutes approximately 20% of total postconsumer plastics waste generated.
The following table describes the average municipal solid waste production from 0.21 to 0.50 Kg per capita per day in India.
Table 2
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Table- 3
POPULATION GROWTH AND IMPACT ON OVERALL WASTE GENERATION AND FUTURE PREDICTIONS 2041
Table- 4 1.4 Why Use of Plastic
Disposal of waste plastic is a major problem
It is non-biodegradable
Burning of these waste plastic bags causes environmental pollution.
It mainly consists of low-density polyethylene
To find its utility in bituminous mixes for road construction
Laboratory performance studies were conducted on bituminous mixes. Laboratory studies proved that waste plastic enhances the property of the mix
Improvement in properties of bituminous mix provides the solution for disposal in an useful way.
Durable & corrosion resistant.
Good insulation for cold, heat &
sound saving energy and reducing noise pollution.
It is economical and has a longer life.
Maintenance free.
Hygienic & problems.
Ease of processing/ installation.
Light weight.
Figure 1- Plastic bitumen road
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2 LITERATURE REVIEW
Fransis Hveem (1942) “Optimum quantity of bitumen inroads” who was a project engineer of California Department of Highways, has developed the Hveemstabilo meter in 1927. He did not have any previous experience on judging, the required mix of its colour, hence he decided to measure various mixture parameters to find the optimum quantity of bitumen Fransis Hveem 1942; who was a project engineer of California Department of Highways, has developed the Hveem stabilometer in 1927. He did not have any previous experience on judging, the required mix from its colour, hence he decided to measure various mixture parameters to find the optimum quantity of bitumen [Vallerga and Lovering 1985]. He had used the surface area calculation concept, (which was already in use, at that time for the cement concrete mix design), to estimate the quantity of bitumen actually required.
Vallerga et. al., 2015. He had used the surface area calculation concept, (which was already in use, at that time for the cement concrete mix design), to estimate the quantity of bitumen actually required.
Anzar et. al., (2015) “Plastic waste in pavement construction” studied the visco- elastic nature of binders and found that the complex modulus & phase angles of the binders, need to be measured, at temperatures and loading rates which different resemble climatic and loading conditions. Vatsal Patel et. al., 2014
“Utilization of plastic waste in road”
described that the effect of wax in bitumen can be reduced by adding EVA (Ethyl Vinyl Acetate), aromatic resin and SBS in the waxy bitumen. The addition of 4% EVA or 6% SBS or 8% resin in waxy bitumen effectively reduces the Susceptibility to high temperatures, bleeding at high temperature and brittleness at a low temperature of the mixes. Kurmadasu Chandramouli et. al., 2016 “Plastic waste: its use in the construction of roads ” reported that asphalt concrete using polyethylene modified binders were more resistant to permanent deformation at elevated temperature and found improvement in stripping characteristics of the crumb rubber modified mix as compared to unmodified asphalt mix. Amit P. Gawande et. al.,2013 “Economics And Viability Of
Plastic Road” evaluated flexural fatigue life of asphalt concrete modified by 3%
crumb rubber as part of aggregated and reported that fatigue life and creep properties of the polymer modified mixes increased significantly as compared to unmodified asphalt mixes. Justo et. al., 2012 “Asphalt concrete mixes” at the Centre for Transportation Engineering, of Bangalore University, used processed plastic bags as an additive in asphalt concrete mixes. The properties of this modified bitumen were compared to that of ordinary bitumen. It was noted that penetration and ductility values, of modified bitumen, was decreasing with the increase in the proposrtion of the plastic additive. Sasane Neha .B. et. al., 2015 “Application of waste plastic as an effective construction material in flexible pavement” polyethylene as one sort of polymers is used to investigate the potential prospects to enhance asphalt mixture properties. The objectives also include determining the best type of polyethylene to be used and its proportion.
Two types of polyethylene were added to coat the aggregate High-Density Polyethylene (HDPE) and Low-Density Polyethylene (LDPE). The results indicated that grinded HDPE polyethylene modifier provides better engineering properties.
The recommended proportion of the modifier is 12% by the weight of bitumen content. It is found to increase the stability, reduce the density and slightly increase the air voids and the voids of mineral aggregate. S. Rajasekaran et. al., 2019 “Reuse of waste plastic coated aggregate” Marshall’s mix design was carried out by changing the modified bitumen content at constant optimum rubber content and subsequent tests have been performed to determine the different mix design characteristics and for conventional bitumen (60/70) also. This has resulted in many improved characteristics when compared with straight run bitumen and that too at reduced optimum modified binder content (5.67%).t by changing the modified bitumen content at constant optimum rubber content and subsequent tests have been performed to determine the different mix design characteristics and for conventional bitumen (60/70) also. This has resulted in many improved characteristics when compared with
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straight run bitumen and that too at reduced optimum modified binder content (5.67%). During 1900’s, the technique, of using bitumen in pavements, was first used on rural roads in order to prevent rapid removal of the fine particles such as dust, from Water Bound Macadam, which was caused due to fast growth of automobiles [Roberts et al. 2002]. At initial stages, heavy oils were used as dust palliative. An eye estimation process which is called pat test, was used to estimate the required quantities of the
heavy oil, in the mix. The 1st formal method of mix design was Habbard field method, which was actually developed on sand-bitumen mixture. Mixtures with larger sized aggregate particles could not be handled in this method. This was one limitation of this procedure. Bruce Marshall developed the Marshall testing machine just before the World War-II. It was adopted in the US Army Corpes of Engineers in 1930’s and subsequently modified in 1940’s and 50’s.
3 MATERIALS AND SPECIFICATION
Flow Chart Showing Methodology 4 MATERIALS USED
(i) Aggregate- The aggregates are bound together either by bituminous materials or by cement. In a few cases, the rock dust itself when mixed with water forms slurry which acts as a binding medium. The aggregates may be classified into natural and artificial aggregates. The natural aggregates again are classified as coarse aggregates consisting of crushed rock aggregates or gravels and fine aggregates or sand. The blast furnace slag obtained as by-product from blast furnaces is the one extensively used as road construction material. Stone aggregate used for road
work should be hard, tough, durable and hydrophobic for bituminous surface.
Gravel should be well graded (6.4mm to 38mm) and should have a fineness modulus of not less than 5.75. Sand should be sharp, well graded, clean of all silts, clay and organic matter. The quantity of aggregates used in first coat of surface dressing should be 0.15 m3 per 10 m2 area of 12mm nominal size. On the other hand, the quantity of aggregate used in second coat of surface dressing should be 0.15 m3 per 10 m2 areas and of 10mm nominal size.
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Table -5
Figure 2- Aggregate Figure 3-Bitumen (ii) Bitumen- Bitumen is used as binders
in pavements constructions. Bitumen may be derived from the residue left by the refinery from naturally occurring asphalt. As per definition given by the American Society of Testing Materials bitumen has been defined as “Mixtures of hydrocarbons of natural or pyrogenous origin, or combination of both, frequently accompanied by their non-metallic derivatives, which may be gaseous, liquid, semi-solid or solid, and which are completely soluble in carbon disulphide.”
Bitumen found in natural state known as asphalt contains large quantities of solid mineral matter. When petroleum crude is refined in a refinery, they are separated by fractional distillation in the order of decreasing volatility. On distillation of the residual bituminous residue, straight- run bitumen is obtained. This bitumen is known as penetration grade bitumen or steam refined petroleum bitumen. The grades of bitumen used for pavement construction is known as paving grades and that used for water proofing of
structures is known as industrial grades.
The grade of straight run bitumen is chosen depending upon the climatic conditions of the region in which surface dressing is to be constructed. In most parts of India 80/100 and 180/200 grade bitumen is used. Bitumen: 60/70, 80/100 grade bitumen.
(iii) Waste 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. Since the 1950s, one billion tons of plastic have been discarded and may persist for hundreds or even thousands of years. Perhaps the biggest environmental threat from plastic comes from hurdles, which are the raw material from which all plastics are made. They are tiny pre-plastic pellets that kill large numbers of fish and birds that mistake them for food. Prior to the ban on the use of CFCs in extrusion of polystyrene (and general use, except in life-critical fire suppression systems; see Montreal Protocol), the production of polystyrene
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contributed to the depletion of the ozone layer; however, non-CFCs are currently used in the extrusion process.
Thermoplastics can be remoulded and reused, and thermo set plastics can be ground up and used as filler, although the purity of the material tends to degrade with each reuse cycle. There are methods by which plastics can be broken back down to a feedstock state.
5 CONCLUSION
The generation of waste plastics is increasing day by day. The major polymers namely polyethylene, polypropylene, polystyrene show adhesion property in their molten state Plastics will increase the melting point of the bitumen. The waste plastic bitumen mix forms better material for pavement construction as the mix shows higher Marshall Stability value and suitable Marshall Coefficient. Hence the use of waste plastics for pavement is one of the best methods for easy disposal of waste plastics. The use of the innovative technology not only strengthened the road construction but also increased the road life as well as will help to improve the environment and also creating a source of income. 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. It is hoped that in near future we will have strong, durable and eco- friendly roads which will relieve the earth from all type of plastic-waste.
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