(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

PROGRESS REPORT OF PROJECT

On

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD

CONSTRUCTION
Submitted For Partial Fulfillment of Award of
BACHELOR OF TECHNOLOGY
In
CIVIL ENGINEERING
(2017)
By

Harshit Narayan Singh

(1312200039)

Pankaj Yadav

(1312200064)

Ayush Kumar

(1212240071)
Under the Guidance
Of
Mr. MUKESH SAW

SHRI RAMSWAROOP MEMORIAL GROUP OF PROFESSIONAL COLLEGES,

LUCKNOW
Affiliated to

Dr. APJ ABDUL KALAM TECHNICAL UNIVERSITY

LUCKNOW
1. MATERIALS

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(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

1.1.

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

PLASTIC-

The concept behind using plastic, fly ash and polyester in road construction is that, as we know that near about
9% of our municipal waste consists of plastic waste which is also non bio-degradable and same is the case with
fly ash i.e. why to make some good usage of this type of waste we chose plastic and fly ash to be used in road
construction and polyester to give strength to its base
There are also many more points that can be noted in relation to plastic as a good usage material as it is1.
2.
3.
4.
5.
6.

Safe & Hygienic Inert and Chemical Resistance

Light Weight & Non-Breakability
Excellent Barrier Properties - Enhancing Shelf-life
Superior Impact Resistance
Transparency as well as Opacity
Lower Fuel Consumption and Product Loss during

Even if government is trying to get rid of all the plastic waste by different methods such as land filling,
inceneration etc. but then also the problems are not solved as by inceneration also new problems get developed
as1.
2.
3.
4.

Air Pollution (dust, etc.,)

Loss of solid waste
Global warming
Monsoon failure

So to give this plastic waste an effective and economical place and to decrease the carbon footprint of our country
by reducing inceneration process and using plastic in road construction we are trying this method.
Plastic and fly ash coated aggregate also have some advantages over bitumen such as1. Nil soundness
2. Nil moisture absorption
3. Improve aggregate impact value
4. Improve abrasion value
5. Improve crushing value
6. Zero void
Now the type of plastic which we are going to use are1.
2.
3.
4.

Films ( Carry Bags, Cups) thickness up to 60micron (PE, PP and PS)

Hard foams (PS) any thickness
Soft Foams (PE and PP) any thickness.
Laminated Plastics thickness up to 60 micron (Aluminum coated also) packing materials used for biscuits,
chocolates, etc.,

And the plastic which must not be used isPoly Vinyl Chloride (PVC) sheets or Flux sheets.
Reason being-

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(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

Dioxin can result in respiratory problems and also damage our immune system.

1.1.1. Toxicity-

FIG 1- TOXICITY OF DIFERENT TYPE OF PLASTICS

1.2.

FLY ASH-

Fly ash is the finely divided residue that results from the combustion of pulverized coal. It can be used as costeffective mineral filler in hot mix asphalt (HMA) paving applications.
It is well known that sources of good quality mineral aggregate including traditional fillers (lime, cement, etc) are
depleting fast due to large scale development of road infrastructure in India. Therefore, there is a quest to explore
use of waste mineral materials like fly ash as filler. Presently, about 100 thermal power plants operating in India
are producing over 170 million tons of ash every year, which is dumped in the land adjoining to thermal power
plants, adversely affecting nearby environment besides consuming useful land.

1. It is estimated that production of ash is likely reach to 600 million tons in 2030 (Chandra et al, 2011).
Highway sector has potential to utilize sufficient quantity of waste materials, if their effect on
performance of pavement proves to be technically, economically and environmentally acceptable and
meet the requirements of standards and specifications (Chandra et al, 2011).
2. A field performance study on use of fly ash in bituminous road surfacing was conducted by Swaminathan
et al, (1968). The findings of study found satisfactory performance for medium traffic.
3. A study on characterization of Indian fly ash for use in bituminous road construction has been conducted
recently (Sharma et al, 2011).
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(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

4. A critical review on use of fly ash in bituminous road construction is also reported indicating possibility of
its use in bituminous mixes (Kandhal, 1993). Kumar et al, (2008) conducted laboratory studies on use of
fly ash in bituminous mixes.
5. In a recently study by Vasudevan et al, (2006), plastic coated aggregate bitumen mix was found to
perform better.
6. Results of a study done on use of waste polymeric packaging materials in modification of bituminous
mixes have been reported recently by Jain et al (2012). The study found that plastic waste improves
properties of bituminous mixes.
7. Verma S.S. (2008), Concluded that Plastics will increase the melting point of the bitumen. This
technology not only strengthened the road construction but also increased the road life.

a. NON WOVEN POLYSTER

1. Nonwoven polyesters are broadly defined as sheet or web structures bonded together by entangling fiber
or filaments mechanically, thermally or chemically.
2. They are flat or tufted sheets that are made directly from separate fibers.
3. Nonwoven fabrics provide specific functions such as absorbency, liquid repellence, resilience, stretch,
softness, strength, flame retardancy, washability, cushioning, thermal insulation, acoustic insulation,
filtration, use as a bacterial barrier and sterility.
They can be used for-

1. Reinforcement Strengthening of soil slopes, RE Walls for Bridge approaches, Construction on soft soils,
reinforcing pavement layers
2. Consolidation Removal of water from saturated marine clay layers
3. Separation Partitioning of two adjacent but dissimilar materials to prevent intermixing
4. Erosion control, Filtration & Drainage, Crack arresting layer in wearing course

8. PROCESS OF PAVEMENT CONSTRUCTION1. Collecting different types of waste plastic apart from PVC.
2. Next is cleaning of waste plastic to remove all dirt and other pollutant
3. Shredding of waste plastic is done with the hel[ of shredding machine to obtain chips of plastic in size less
than 20 micron
4. Now begins the road construction
5. After clearing the area for road construction mix is to be prepared
6. Aggeregate is heated upto 170o and transferred into a puddling chamber
7. There line wise plastic is added after that ply ash is added and at last bitumen is added
8. Now our mix is prepared
9. Next we lay a non woven polyster sheet on the road and pavement is constructed over it.

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(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

FIG 2- PROCESS OF PAVEMENT CONSTRUCTION

9. TESTS ON BITUMEN
A. 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.
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.

B. DUCTILITY TEST
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(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

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 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.

C. 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 indicates lower temperature susceptibility and is preferred in hot climates.
D. 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.
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.

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(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

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.
e. 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.
F. FLASH AND FIRE POINT TEST
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.
G. 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 50C and screwed in to oat. The total test assembly is floated in the water bath
at 500C 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.
H. 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.

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(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

The allowable maximum water content should not be more than 0.2% by weight.
I. LOSS ON HEATING TEST
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 1630C 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.

10.

TEST ON PAVEMENT
a. PERMEABILITY TEST

Permeability test on bituminous material is to measure ability of water to pass through the material which is
prewetted to remove surface tension effects. The result is taken as an indicator of sufficient continuous voids for
the desired field performance. It is usually done on Friction Course.

b. MEASUREMENT OF TEXTURE DEPTH BY THE SAND PATCH

METHOD
The road surface texture can be measured by sand patch method. The method is suitable for bituminous surface
course and concrete pavement surface with texture depth greater than 0.25 mm. Accurate sand patch testing
cannot be carried out when road surface is sticky or wet. For new road surface, it is recommended that sand patch
test for compliance checking should be carried out prior to opening to traffic including construction traffic.

c. SKID RESISTANCE TEST

The resistance of wet road surfaces to skidding can be checked by means of a Portable Skid-resistance Tester
(Portable Pendulum Tester). This apparatus developed at the Road Research Laboratory is used to measure the
frictional resistance between a rubber slider (mounted on the end of a pendulum arm) and the road surface. This
method provides a measure of frictional property, microtexture of surfaces, either in the filed or in the laboratory.
The quantity measured with the portable tester has been termed "Skid-resistance"
and this correlates with the performance of a vehicle with patterned types braking with
locked wheels on a wet road at 50 km/h.

d. STRENGTH TEST
California bearing ratio (CBR) is an empirical test and widely applied in design of flexible pavement over the
world. This method was developed during 1928-29 by the California Highway Department. Use of CBR test

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(CIVIL DEPARTMENT, SRMGPC, LUCKNOW)

USE OF PLASTIC, FLY ASH, AND NON WOVEN POLYESTER IN ROAD CONSTRUCTION

results for design of roads, introduced in USA during 2nd World War and subsequently adopted as a standard
method of design in other parts of the world, is recently being discouraged in some advanced countries because
of the imperialness of the method (Brown, 1996). The California bearing ratio (CBR) test is frequently used in
the assessment of granular materials in base, subbase and subgrade layers of road and airfield pavements. The
CBR test was originally developed by the California State Highway Department and was thereafter incorporated
by the Army Corps of Engineers for the design of flexible pavements. It has become so globally popular that it is
incorporated in many international standards ASTM 2000.

REFERENCE-

Department of transport and main roads, Materials Testing Manual

Walkers construction estimator reference
Pavement engineering, Rajib B. Mallick

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