SENIOR DESIGN PROJECT ON

Performance evaluation and rehabilitation of

national highway 55

Submitted by:- Under guidance of:-

Abhishek Sahu-1441011059 Rashmisikha Behera
Bijay Krushna Sahoo-1441011099 (Asst. Professor)
Surya Narayana Panda-1441011156
Tarachand Gupta-1441011163

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 CONTENTS:-

Sl. No. Contents Slide no.

1. Introduction 3-9
2. Literature Review 10-14
3. Objectives 15
4. Proposed Methodology 16
5. Questionnaire 17
6. Site Details 18
7. Traffic Data 19-20
8. Pavement Data 21-28
9. Aggregate Tests Results 29
10. Bitumen Tests Results 30
11. Marshall Stability Test 31-37
12. Cost Benefit Analysis 38
13. Conclusion 39

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 INTRODUCTION:-
A road is a thoroughfare, a route, or a way on land between two places that has been paved or
otherwise improved to allow travel by foot or vehicles.
In general, roads in India are primarily bitumen based roads. However , a few of the National
Highways have concrete roads too. In some locations, such as in Kanpur , British built concrete
roads are still in use.
The paved surface or the pavement are of two types i.e. flexible pavement and rigid pavement.
Difference between flexible and rigid pavements is based on the manner in which the loads are
distributed to the subgrade .
• Flexible pavement can be defined as the one consisting of a mixture of asphaltic or bituminous
material and aggregates placed on a bed of compacted granular material of appropriate quality
in layers over the subgrade .
• E.g. Water bound macadam roads and stabilized soil roads with or without asphaltic toppings.

Fig 1. Flexible pavement cross-section

Source: tandfonline.com

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• The design of flexible pavement is based on the principle that for a load of any magnitude, the
intensity of a load diminishes as the load is transmitted downwards from the surface by virtue of
spreading over an increasingly larger area, by carrying it deep enough into the ground through
successive layers of granular material.
• For flexible pavement, there can be grading in the quality of materials used, the materials with
high degree of strength is used at or near the surface. Thus the strength of subgrade primarily
influences the thickness of the flexible pavement.
• A rigid pavement is constructed from cement concrete or reinforced concrete slabs. Grouted
concrete roads are in the category of semi-rigid pavements.

Fig 2. Rigid pavement cross-section

Source: theconstructor.org
• The design of rigid pavement is based on providing a structural cement concrete slab of
sufficient strength to resists the loads from traffic. In the design of a rigid pavement, the flexural
strength of concrete is the major factor and not the strength of subgrade.

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Pavement Rehabilitation:-

Pavement rehabilitation shall be defined as resurfacing or restoration work consisting of

structural enhancements that extend the service life of an existing pavement and
improve its structural capacity.

Recycling asphalt pavement offers the following benefits:

1. Cost savings.

2. Savings of aggregate and asphalt cement materials, which are non-renewable resources.

3. Structural improvements can be realized with little or no change in pavement thickness.

4. Surface and base distortion problems may be corrected.

5. Base preparation and shoulder work are reduced.

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How pavement can be economical:-
• 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 waste scenario in the world, of the various waste materials, plastics and
municipal solid waste are great concern. Finding proper use for the disposed
plastics waste is the need of the hour.
• India consumption of plastics will grow and is set to be the third largest consumer
of plastics in the world.
• According to recent studies, plastics can stay unchanged for as long as 4500 years
on earth with increase in the global population and the rising demand for food
and other essentials, there has been a rise in the amount of waste being
generated daily by each household.
• In both urban and rural areas to find empty plastic bags and other type of plastic
packing material littering the roads as well as drains. Due to its
biodegradability it creates stagnation of water and associated hygiene problems.
• The experimentation at several institutes indicated that the waste plastic,
when added to hot aggregate will form a fine coat of plastic over the aggregate and
such aggregate, when mixed with the binder is found to give higher strength, higher
resistance to water and better performance over a period of time.

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• According to Dr. R. Vasudevan, Dean ECA and Professor, Department of Chemistry,
Thiagarajar College of Engineering, Madurai, plastic waste replaces 10% to 15% of
bitumen, and thereby saves approximately Rs.35000 to Rs.45000 per kilometer of a
road stretch. Inclusion of plastic waste in road construction eliminates the plastic
shrinkage cracking of road surface and reduces the drying shrinkage to some extent.

• The uses of plastic waste helps in substantially improving the abrasion and slip
resistance of flexible pavement and also allows to obtain values of splitting tensile
strength satisfied the specified limits while plastic waste content is beyond 30%
by weight of mix.

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Advantages of Plastic Roads:-
• Stronger road with increased Marshall Stability Value.
• Better resistance towards rainwater and water stagnation .
• No stripping and no potholes.
• Increase binding and better bonding of the mix.
• Reduction in pores in aggregate and hence less rutting and raveling.
• For 1km X 3.75m road, 1 ton of plastic (10 lakh carry bags) is used, and 1 ton of
bitumen is saved.
• The construction cost and maintenance cost of road is also decreased.
• Disposal of waste plastic will no longer be a problem.
• The use of waste plastics on the road has helped to provide the better place for
burying the plastic waste without causing disposal problem.
• Employment for unskilled labourers will be generated.

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Disadvantages of Plastic Road:-
• Cleaning process- Toxics present in the co-mingled plastic waste would start leaching.
• During the road laying process- In the presence of chlorine will release noxious HCL
gas.
• After the road laying- It is opined that the first rain will trigger leaching. As the plastics
will merely form a sticky layer, (mechanical abrasion).
• The components of the road, once it has been laid, are not inert.

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 Literature Review:-

Serial Author Year Key Findings

No.

1. Chavan et al. 2013 Stated that-using plastic waste in mix will help reduction in need of
bitumen by around 10%, increase the strength and performance of road,
avoid use of anti stripping agent, avoid disposal of plastic waste by
incineration and land filling and ultimately develop a technology, which
is eco friendly.

2. Vasudevan , et al 2013 Stated that-use of waste plastic in bitumen increase the binding property
as compared to the conventional bitumen.

3. C.E.G Justo, et al. 2002 Stated that-addition of 8% percent by weight of processed plastic is
desirable in saving 0.4% bitumen by weight of mix.

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Sl. No. Author Year Material used Key findings

4. Nobinur Rahman, 2013 PET, polyethylene utilized PET as partial replacement for fine aggregates (FA) in
et al. terephthalate concrete and reported that 20% PET content recorded the highest
resistance to permanent deformation.

5. Awwad ,et al. 2007 HDPE, high-density utilized HDPE and LDPE to coat aggregates in AC. OAC and
polyethylene; optimum modifier content (OMC) were obtained as 5.4 and 12%
by weight bitumen, respectively. The HDPE-modified BAC had
LDPE, low-density
higher bulk density, reduced porosity, and water absorption and
polyethylene improved soundness.

6. Construction and March PVC, polyvinyl Indian researchers used PVC pipe waste as a modifier up to a
Building Materials 2014 chloride level of 3% and 5% of bitumen. PVC releases dioxins when
Volume 54, 15, Pages burned; so it cannot be directly heated with aggregate at high
113-117 temperature. The waste can only be used safely when it makes a
homogenous blend with bitumen at a temperature of 160°C. To
make a homogeneous blend, waste PVC was initially treated
with a chemical modifier and then blended with bitumen. The
visco-elastic properties of the bitumen-PVC blend were studied.
Later the performance characteristics of bituminous mix made
up of these modified binders were compared with those of
conventional bituminous mix

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Sl. No. Author Key findings

7. Bhatt Mayank et al. measured various distresses present in the pavement section by conducting pavement
condition survey from Sarsa Junction to Vasad Junction in State Highway 188 in Gujarat.
The rebound deflection of the pavement was measured using Benkelman Beam Deflection
Technique and related to the pavement performance. Overlay design was done and
thickness of the overlay was estimated as ranging between 110mm to 210mm in terms of
Bituminous Macadam.
8. Agarwal et al. studied the performance of flexible pavements in terms of its functional behavior.
Roughness of the pavement was used to denote the overall surface condition of the
pavement. Ride quality is measured using Bump Integrator. Four National Highways
(NH3, NH12, NH69, NH 86) and one State Highway (SH23) were selected for the study.
The pavement was evaluated both functionally and structurally. The rebound deflection of
the pavement is measured with Benkelman Beam Deflection (BBD) Technique. It was
concluded that the heavy traffic present in all the road sections leads to their premature
failure. The pavement was found to be structurally inadequate in all the sections and hence
an overlay is necessary in all the sections. The overlay thickness varied from 134mm to
167mm for different highway pavements.
9. Sirin Jayswal et al. conducted a study on the State Highway 73 in Gujarat, from Rampura Junction to Gozariya
Junction. The various distresses present in the pavement section were identified by visual
condition survey. The structural evaluation of the pavement is carried out using the
Benkelman Beam Deflection technique to determine the capacity of the pavement to
sustain traffic loading and the level of support the pavement would provide to overlay
design. The overlay thickness found for all the sections ranged from 75mm to 150mm.

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Sl. No. Author Key findings
10. Minu et al. developed a Maintenance Priority Index (MPI) by studying six sections of State Highway
1 using certain factors affecting Pavement maintenance. Some of the factors considered in
the study were pavement condition, ride quality, traffic characteristics, and characteristic
deflection of the pavement. A relation between pavement roughness and distress in the
pavement was developed. Cracking, raveling, potholes, etc are some critical distresses
identified in the study area. The pavement distress survey was conducted on the State
Highway 1 stretching from Vetturoad to Adoor. Benkelman Beam was used for taking
deflection measurements while the roughness data in the pavement was collected using
Bump Integrator. Pavement Condition Index (PCI) was determined for each of the section.
A relation between PCI and roughness was developed with the technique of Multiple
Linear Regression Analysis. Maintenance activity is prioritized using composite index
method.

11. Shabana Thabassum correlates the deflection and Unevenness Index (UI) for evaluation of flexible pavements.
For carrying out any type of maintenance activity, evaluating the flexible pavement is a
pre-requisite. NDT is used for evaluation. BBD and Bump Integrator were used to
evaluate the deflection and UI of the pavement of 4 lane divided carriageway of
Nandigama - Ibrahimpatnam section of NH9 in the state of Andhra Pradesh. An attempt
was made to develop and validate linear and logarithmic models between deflection and
UI. A similarity of about 90% is achieved between the model and the measured value
resulting in cost minimization of roughness survey.

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Sl. No. Author Key findings
12. Saranya Ullas et al. carried out studies for identifying various distresses in Kottayam to Kumili road and also on
Varkala to Kallambalam road. Few roads are in hilly terrain while the others are in plain terrain.
Data collection was done by considering five representative sections of equal length of 1 km.
Details about previous maintenance activities performed on the pavement and the time on which
they are performed were collected. CBR test was conducted to determine the sub grade
characteristics of the soil to assess the strength of the pavement. BBD was used to measure the
characteristic deflection of the pavement. Raveling, cracking, potholes and fretting were few of
the distresses observed. Bump Integrator was used for measuring roughness Index. Regression
models were developed using SPSS package. The roughness values measured and the roughness
values obtained from the model was compared and validated.

13. Bhagavan Raju et al. studied the performance of flexible pavements on non-expansive soils. Six locations were
selected for the study where the flexible pavement is laid on non-expansive soil. Each section is
homogenous with the length of 1 km. The CBR value of the sub grade ranges from 10% to 14%.
Soil samples were collected for laboratory experimentation. Moisture content, Atterberg limit,
Free swell Index and CBR tests were conducted on the soil sample. Benkelman Beam Deflection
testing was done to measure the characteristic deflection of the pavement surface and fifth wheel
Bump Integrator was used to calculate the roughness index to assess the performance of the
pavement. The Plasticity Index ranges between 12 and 18. The roughness values increases with
time and the roughness index values are higher after the monsoon season when compared to the
roughness index values measured before the monsoon season which is due to the volumetric
changes in the sub-grade soil. Deflection also increases with age and there is significantly higher
deflection after the monsoon season.

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 Objectives:-

Basic intention is to efficiently utilize the waste plastic in constructive way so that it can be beneficial to
society. However main objectives of current project work are:

• To investigate the road pavement maintenance and rehabilitation process.

• To coat the aggregates with waste plastic materials.

• To check the properties of bitumen mix specimen.

• To check the bituminous mix specimen due to coating of waste plastic material.

• To compare the properties of bituminous mix specimen with the properties of coated aggregate.

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Proposed Methodology:-

Fig3. Flowchart of proposed methodology

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 Questionnaire:-
No Questions Yes No N/A
.
1. How often do you travel on the roads within this area? (yes = always, no = seldom)

2. What type of vehicle do you normally use? (yes = heavy vehicle, no = light vehicle)

3. Is it safe to drive on roads within this area compared to roads outside?

4. If you see a defect on the road, do you know where or how to report it?

5. Are roads repaired within a reasonable time? (pothole repairs, sinkholes repaired, sidewalk
repairs, reinstatements of trenches and broken kerbs.)
6. Is the maintenance of roads within this area better than outside area?

7. Are roads within this area suitable or designed to carry heavy traffic?

8. Are you experiencing delays getting in or out of this road due to poor road conditions?

9. Have you experienced any traffic congestion during the road repairs?

10. Have you experience any traffic congestion within this area?

11. Is there a high volume of traffic during peak hours?

12. When last did you see or pass through a roadblock (yes = less than a month) or (no = more than
a year) or (n/a = doesn’t happen)
13. Do you have any other points or comments regarding road maintenance, safety and traffic?
……….......…………….......................................
……………………………………………………………...............................

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Site Details
• As per the methodology, first we collected site details and field data.

 Site details:-
 National Highway-55
 Total distance of road with different failures= 5km
 Name of the villages near to the highway
o Panchakahania
o Haripur
o Mangalpur
(a)
 Total Population: 1500 (as per census 2011)

(b)
Fig5(a), (b). Map of Odisha &
Dhenkanal

Fig4. Map of NH 55
Source: Google Maps
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Traffic Data:-

Table1. Manual traffic count results

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Passenger Car Unit PCU values (IRC SP 41)

• Truck =4.5
• Bus =3
• Car =1
• Auto Rickshaw/Tempo =1
• Motor Cycle = 0.5

ESAL= ( )+( )+( ×1) + ( ×1) +( ×0.5)

= 668.25+190.5+72.5+33.5+48

= 1012.75/day

Total ESAL= ESAL/day x 365 = 369653.75lb

= 1644.3KN

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Pavement Data:-

Types of Distresses:-

Fig6.Edge Cracking Fig7.Large Pothole

Fig8.Alligator Cracking Fig9.Depression 21

Measuring of Pavement failures:-(using meter tape)

Fig10. Fig11.

Fig12. 22
Total Distress Calculated:
Table 2. 1st 1Km of the projected road section

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Table 3. 2nd 1Km of the projected road section

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Table 4. 3rd 1Km of the projected road section

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Table 5. 4th 1Km of the projected road section

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Table 6. 5th 1Km of the projected road section

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• From these tables it has been concluded that the total surface distress in one km section (worst
section) is maximum 33.73 per cent.

• The major types of surface distress/defects developed on the project road are cracking,
potholes, patching and ravelling.

• From the traffic data it has been clear that the carriageway of the project
road is used by high number of heavy commercial vehicles.

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Tests conducted on coarse aggregate and its observations

• According to the test procedures in IS codes we conducted all the tests and following results were
obtained.

Table7. Aggregate Tests and results

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Tests conducted on Bitumen and its observations

• According to the test procedures in IS codes we conducted all the tests and following results
were obtained.

Table 8. Bitumen Tests and results

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The Marshall Stability test (ASTM:D 1559-2004)

Desirable Properties
1. Sufficient stability- strength
2. Sufficient durability
3. Sufficient flexibility
4. Sufficient skid resistance
5. Sufficient workability - ease of mixing and compacting
6. Sufficient voids- zero voids may lead to bleeding
7. Economical

Stability- Maximum load, specimen can carry at 60°C.

Flow- deformation in sample during application of load in units of 0.25mm

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 =

= × 100

Fig 13. Phase diagram of the mix =

VMA = +

VFB = × 100

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Table 9. Marshall stability at different bitumen content

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Table 10. Marshall stability using plastic in different percentage

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Cost Benefit Analysis

To find how cost effective will be this plastic pavement, an estimation of the total cost was done. For a distress
percentage of 33.73 we used DBM(Dense Bituminous Macadam, which is a binder coarse used for roads.)

Assuming the DBM to be provided with a thickness = 140 mm

Length of road = 1Km
Width =3.75m

Total volume required = 0.14 × 3.75 × 1000 = 525

Total cost of 1Km road of 3.75m width (DBM layer without plastic) = Rs. 21, 09, 050

Saving in bitumen due to addition of plastic waste @Rs. 50 per Kg = Rs. 85, 200

Total cost of 1Km road of 3.75m width (With plastic) = Rs. 20, 23, 850

Total savings in cost per Km =Rs. 85, 200

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Conclusion
• From the tests for aggregate, all the plastic coated aggregate showed satisfactory values which were
way more than permissible limits.

• From the tests for bitumen, when the bitumen percentage was replaced with plastic, the specimen
showed optimum results and the optimum percentages were noted.

• Waste plastic in roads increases the stability value and durability to a great extent.

• Utilisation of waste plastic improves the binding property of mix.

• The optimum result of waste plastic came out to be 3% from the experiments conducted.

• The properties of bitumen such as penetration, softening point improved with the addition of the waste
plastic.

• Plastic roads can also be constructed in the areas having high temperatures (50˚C), as the softening
points were comparatively more.

• Addition of waste plastic in road pavement made it more cost effective.

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Thank You

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