1.

INTRODUCTION

General Introduction:

Due to increasing demand in highway construction,

scientists and researchers are constantly trying to improve the
performance of bitumen pavement. Asphalt concretes are widely used in
pavements. Due to increase in vehicles in recent years the road surface
has been exposed to high traffic resulting in deformation of pavements
due to excessive stress. Permanent deformation happens when pavement
does not have sufficient stability, improper compaction and insufficient
pavement strength. As a result of rapid industrial growth in various
fields together with population growth, an obvious increase in waste
generation rates for various types of waste materials is observed. Disposal
of that large amount of wastes especially non-decaying waste materials
become a problem of great concern in developed as well as in developing
countries. Recycling waste into useful products is considered to be one of
the most sustainable solutions for this problem. From practical
experiences it is proved that the modification of asphalt binder with
polymer additives, offers several benefits. To enhance various
engineering properties of asphalt many modifiers such as low density
plastics have been used in asphalt.

B. Problem statement

The high costs of bitumen spend for road construction and the
low performance (stability) of roads. The huge discarded plastic wastes
that cause environmental pollution.
 C. Objective

Partially replacement of waste plastics in bituminous mixes as

road construction material.

To minimize the cost of bitumen spend for road construction

To compare the stability of conventional bitumen mix with

plastic modified bitumen mix.

To identify the optimum percent of waste plastic to be added in

the hot mix asphalt.

To protect the environment pollution due to waste plastics.

1.5 Types of Pavement:

Based on the structural behavior, pavements were generally classified as

two types namely

 Flexible pavement
 Rigid pavement.
1.5.1 Flexible Pavement:

Fig: 1 Flexible pavement

The flexible pavement layers transmit the compressive

stresses to the sub-grade soil by grain to grain contact. A granular
structure consisting of strong graded aggregate can transfer the
compressive stresses through a wider area and thus forms a good flexible
layer.

The load spreading ability of this layer therefore depends on

the type of material and the mix design. The vertical compressive stresses
were maximum on the pavement surface directly under the wheel load
and were equal to the contact pressure under the wheel. Due to the ability
to distribute the stresses to a larger area in the shape of truncated cone,
the stresses get decreased at the lower layers.

The flexible pavement layers transmit the vertical or

compressive stress to the lower layers by grain to grain transfer through
the points of contact in the granular structure. A well compacted granular
structure consisting of strong graded aggregate can transfer the
compressive stresses through a wider area and thus forms a good flexible
pavement layer. The load spreading ability of this layer therefore depends
on the type of the materials and the mix design factors.

The vertical compressive stress is maximum on the

pavement surface directly under the wheel load and is equal to the contact
pressure under the wheel. Due to the ability to distribute the stresses to a
larger area in the shape of a truncated cone, the stresses get decreased to
the lower layers. Therefore by taking full advantage of the stress
distribution characteristics of the flexible pavement, the layer system
concept was developed.

Flexible pavements are commonly designed using empirical

methods, semi-empirical or semi theoretical methods and theoretical
methods.

1.5.1.1 Functions of Pavement Components:

Fig 2: Components of Flexible pavement.

1.5.1.1.1Sub-grade:

The sub-grade is the compacted soil layer that forms the

foundation of the pavement system. Subgrade soils are subjected to lower
stresses than the surface, base, and sub-base courses. Since load stresses
decreases with depth, the controlling sub-grade stress usually lies at the
top of the sub-grade. The combined thickness of sub-base, base, and
wearing surface must be great enough to reduce the stresses occurring in
the sub-grade to values that will not cause excessive distortion or
displacement of the sub-grade soil layer.

The soil sub-grade is a layer of natural soil prepared to

receive the layers of pavement materials placed over it. The loads on the
pavement are ultimately received by the soil sub-grade for dispersion to
the earth mass. It is essential that at no time, the soil sub-grade is
overstressed.

1.5.1.1.2 Sub-base:

This layer is used in areas where frost action is severe or the

sub-grade soil is extremely weak. The sub base course functions like the
base course. The material requirements for the sub base are not as strict as
those for the base course since the sub- base is subjected to lower load
stresses. The sub- base consists of stabilized or properly compacted
granular material.

These layers are made of broken stone bound or unbound

aggregate. At the sub-base course, it is desirable to use smaller sized
graded aggregates or soil-aggregate mixes or soft aggregates instead of
large boulder stone soiling course of brick on edge soiling course, as
these have no interlocking and therefore a have lesser resistance to
sinking into the weak sub-grade soil when wet.
1.5.1.1.3 Base Course:

The base course serves as the principal structural component

of the flexible pavement. It distributes the imposed wheel load to the
pavement foundation, the sub base, and or the sub-grade. The base course
must have sufficient quality and thickness to prevent failure in the sub-
grade and or sub base, withstand the stresses produced in the base itself,
resist vertical pressures that tend to produce consolidation and result in
distortion of the surface course, and resist volume changes caused by
fluctuations in its moisture content. The materials composing the base
course are select hard and durable aggregates, which generally fall into
two main classes: stabilized and granular. The stabilized bases normally
consist of crushed or uncrushed aggregate bound with a stabilizer, such as
Portland cement or bitumen. The quality of the base course is a function
of its composition, physical properties, and compaction of the material.

The base and sub-base course are used under flexible

pavement primarily to improve the load supporting capacity by
distributing the load through a finite thickness.

1.5.1.1.4 Bituminous Surface (Wearing Course):

The purpose of wearing course is to given a smooth riding

surface that is dense. Wearing course offers a water tight layer against the
surface water infiltration.The bituminous surface or wearing course is
made up of a mixer of various selected aggregates bound together with
asphalt cement or other bituminous binders. This surface pavements the
penetration of surface water to the base course; provides a smooth, well-
bonded surface free from loose particles, which might endanger aircraft
or people; resists the stresses caused by aircraft loads; and supplies a
skid-resistant surface without causing undue wear on tires.
1.5.1.1.5 Seal Coat:

It is thin surface treatment used to waterproofs the surface

and to provide skid resistance.

1.5.1.1.6 Tack Coat:

It is a very light application of asphalt, usually asphalt

emulsion diluted with water. It provide proper bonding between two layer
of binder course and must to be thin, uniformly over the entire surface,
and set very fast.

1.5.1.1.7 Prime Coat:

It is an application of low viscous cutback bitumen to an

absorbent surface like granular bases on which binder layer is placed. It
provides bonding between two layers. Unlike tack coat, prime coat
penetrates into the layer below, plug the voids, and forms a water tight
surface.

1.5.2 Rigid Pavement:

Fig 3: Rigid pavement

 The rigid pavement was shown in fig 1.2 the surface course
of this pavement was made of cement concrete. The load transfer was by
slab action and was capable of transmitting the wheel load stresses
through a wider area below.

As the rigid pavement slab has transfer the wheel load by

means of bending (flexural stress). Based on the strength requirement
different grades of concrete were used. In order to overcome variation
expansion joints were used.

1.5.2.1Components of Rigid Pavement:

1.5.2.1.1 Surface Course:

The surface course is the layer which has contact with traffic
loads and mode of Portland cement concrete. It provides characteristics
such as friction, smoothness, noise control and drainage. In addition, it
serves as a waterproofing layer to the underlying base, sub base, and sub-
grade.

1.5.2.1.2 Base Course and Sub Base Course:

The base course or sub base course is the portion of the

pavement structure between the base course and the sub grade. Its
primary function was to provide structural support and also:

 Minimize the intrusion of fines from the sub grade into the
pavement structure.
 Improve drainage.
 Minimize frost action damage.
 Provide a working platform for construction.
 The sub base generally consists of lower quality materials
than the base course but better than the sub-grade soils. Appropriate
materials are aggregate and high quality structural fill. A sub base course
is not always needed or used.

1.6 Comparison between Flexible and Rigid Pavement:

Flexible pavement could be strengthened in stages by

constructing bituminous pavement layers one after another in a certain
period unlike the cement concrete pavement construction.

Cement concrete surfacing require very high cost of

construction and a substantial curing period before opening the road of
traffic, unlike the bituminous surfacing and the repairing of bituminous
mix were quite possible. Hence flexible pavement was focused in our
studies.

1.7 Plastic Flexible Pavement:

The consumption of plastics have increased from 4000

tons/annum (1990) to 4 million tons/annum (2001) and it is expected to
rise 8 million tons/annum during the year 2009. Nearly 50 to 60% of the
total plastics are consumed for Packing. Once used plastic materials are
thrown out. They do not undergo bio-decomposition. Hence, they are
either land filled or incinerated. Both are not eco- friendly processes as
they pollute the land and the air. Waste tyres in India are categorized as
solid waste or hazardous waste. It is estimated that about 60% of
(retreaded) waste tyres are disposed via unknown routes in the urban as
well as rural areas. The hazards of waste tyres include- air pollution
associated with open burning of tyres (particulates, odor, visual impacts,
and other harmful contaminants such as polycyclic aromatic hydrocarbon,
dioxin, furans and oxides of nitrogen), aesthetic pollution caused by
waste tyres stockpiles and illegal waste tyres collecting and other impacts
such as alterations in hydrological regimes when gullies and watercourses
become waste sites.

Fig 4: Construction of Plastic Flexible Pavement

In India, it is estimated that over 33 lakh kilometers of road

exists. The road transport carries close to 90% of passenger traffic and
70% of freight transport. Investigations in India and countries abroad
have revealed that properties of bitumen and bituminous mixes can be
improved to meet requirements of pavement with the incorporation of
certain additives or blend of additives. These additives are called
“Bitumen Modifiers” and the bitumen premixed with these modifiers is
known as modified bitumen. Modified bitumen is expected to give higher
life of surfacing (up to 100%) depending upon degree of modification and
type of additives and modification process used. Different types of
modifiers used are Polymers, Natural Rubber and Crumb Rubber.
1.8 Roads Laid Using Waste Plastic:

Table 1: Places of Plastic Flexible Pavement:

CITY/TOWN PLACE YEAR

Madurai Thiagarajar college of 2002
Engineering
Kovilpatti Lenin Nagar 2002
Salem Brindhavan Street 2002
Kumarapalayam Near Bus Stand 2002
Chennai Jambulingam Street 2002
Trichi Near S.E.T.C Bus 2003
Stand
Salem Hasthampatti 2003
Erode Near Veerabathra 2003
Street
Madurai T.C.E 2004
Chennai Tirisulam Road 2004
Mumbai Prabavathi Road 2004
Tanjore Bharat petroleum 2004
depot
Hindpur Supreme Textile Mills 2005
Puduchery Near Assembly 2005
Udhagamandalam Cantonment 2005
Kochi Rajagiri College 2005
Madurai T.C.E 2005
Madurai Vilacheri Road 2005
Madurai Vandiyur Road 2005
Ettaiyapuram Near Bharathi 2006
 Memorial
Dindugal PSNA College of 2007
Enginnering
Simla Airport Road 2010
Jamshedpur Township 2011

1.9 Aim of Study:

To determined an optimum quantity of bitumen in flexible

pavement.

1.10 Objective of Study:

 To provide good riding surface.

 To provide good infrastructure.
 To reuse the waste of plastics.
 To reduce the environmental effects.

1.11 Need for Study:

Now a day the plastic wastes are increased and the necessity
of road transport is also increased. The Plastic takes much more time to
decompose i.e. near about millions of years. And also the waste plastics
are thrown on the road, due to this, the street animals are affected by
eating those waste plastics. Now a day, the life span of road is minimum.
So to overcome the above problems, to improve the life of roads, and also
to reduce the environmental effects, these kinds of projects are proposed.