“ USE OF PLASTIC WASTE IN FLEXIBLE

B.TECH.
PAVEMENTS ”

A Project Report Submitted

In Partial Fulfillment of the Requirements
For the award of the Degree of
USE OF PLASTIC WASTE IN ROAD CONSTRUCTION

BACHELOR OF TECHNOLOGY
in
CIVIL ENGINEERING

by
AMANDEEP (1413200024)
ANURAG SINGH (1413200031)
ASHISH KUMAR SINGH (1413200039)
ASHWANI TRIPATHI (1413200045)
GAURAV DUBEY (1413200060)

Under the supervision of

PROF. BRAHM PAL

DEPARTMENT OF CIVIL ENGINEERING

GREATER NOIDA INSTITUTE OF TECHNOLOGY
Plot no. 7, Knowledge Park – II, Greater Noida, U.P(201310)
Affiliated to Dr. A.P.J. Abdul Kalam Technical University, Lucknow,
MAY 2018

(Formerly Uttar Pradesh Technical University, Lucknow, U.P.)

MAY, 2018
 USE OF PLASTIC WASTE IN FLEXIBLE
PAVEMENTS
A Project Report Submitted
In Partial Fulfilment of the Requirements For the award of the Degree of

BACHELOR OF TECHNOLOGY
In
CIVIL ENGINEERING

By
AMANDEEP (1413200024)
ANURAG SINGH (1413200031)
ASHISH KUMAR SINGH (1413200039)
ASHWINI TRIPATHI (1413200045)
GAURAV DUBEY (1413200060)

Under the supervision of

PROF. BRAHM PAL

DEPARTMENT OF CIVIL ENGINEERING

GREATER NOIDA INSTITUTE OF
TECHNOLOGY
Plot no. 7, Knowledge Park- II, Greater Noida, U.P (201306)
Affiliated to Dr. A.P.J. Abdul Kalam Technical University, Lucknow,
(Formerly Uttar Pradesh Technical University, Lucknow, U.P.)
MAY, 2018
 GREATER NOIDA INSTITUTE OF TECHNOLOGY
PLOT NO.7, K.P.II, GREATER NOIDA, U.P.-201306
Affiliated to DR. A.P.J. ABDUL KALAM TECHNICAL, LUCKNOW, U.P
(Formerly Uttar Pradesh Technical University, Lucknow)

CERTIFICATE

This is to certify that Amandeep, Anurag Singh, Ashish Kumar Singh, Ashwini Tripathi
and Gaurav Dubey have carried out their project work presented in this report entitled
“Use of Plastic Waste in Flexible Pavements” for the award of degree of Bachelor of
Technology (B. Tech) from Dr. A. P. J. Abdul Kalam Technical University, Lucknow
under my supervision. The project embodies result of original work and studies
carried out by students themselves and the contents of this project do not from the basis
for the award of any other degree of the candidate or to anybody else.

(Prof. Brahm Pal)

Supervisor

(Prof. Brahm Pal) (Dr. B. K. Singh)

Project Coordinator Prof. & HOD CE Dept.

ii
 DECLARATION

We hereby declare that this submission is our own work and that, to the best of my
knowledge and belief, it contains no materials previously published or written by
another person nor material which to a substantial extent has been accepted for the
award of any other degree or diploma of the university or other institute of higher
learning, except where due acknowledgement has been made in text.

Signature: Signature:
Name: Amandeep Name: Anurag Singh
Roll No: 1413200024 Roll No: 1413200031
Date: /05/2018 Date: /05/2018

Signature: Signature:
Name: Ashish Kr. Singh Name: Ashwini Tripathi
Roll No: 1413200039 Roll No: 1413200045
Date: /05/2018 Date: /05/2018

Signature:
Name: Gaurav Dubey
Roll No.: 1413200060
Date: /05/2018

iii
 ACKNOWLEDGMENT

It gives us a great sense of pleasure to present the report of the B.Tech project undertaken
during B.Tech Final Year. We express our sincere gratitude to our respected supervisor &
project coordinator, Prof. Brahampal, (Department of Civil Engineering, Greater Noida
Institute of Technology, Greater Noida) for his invaluable inspiring guidance and constant
encouragement during the period of project work & allowing us to work on such an
interesting & informative topic. We are highly indebted to him for his guidance & words
of wisdom. He always showed us the right direction during the course of this project work.

We worked as a team and saw ups and downs which are part of any project work. But
in the end it was his Guidance and our team work which made this project possible.
Last but not the least we would also like to thank all our teachers & friends for their
constructive criticism given in right spirit.

Signature: Signature:
Name: Amandeep Name: Anurag Singh
Roll No: 1413200024 Roll No: 1413200031
Date: /05/2018 Date: /05/2018

Signature: Signature:
Name: Ashish Kr. Singh Name: Ashwini Tripathi
Roll No: 1413200039 Roll No: 1413200045
Date: /05/2018 Date: /05/2018

Signature:
Name: Gaurav Dubey
Roll No.: 1413200060
Date: /05/2018

iv
 ABSTRACT

We face Challenges and for developing countries like India, china, etc. The major
problem they are suffering is the disposal of plastic waste and establishing a road
network which is economical and durable with the help of this presentation we are
trying to introduce various ways in which plastic can be utilized and since our project
is mainly focusing on plastic roads we have also explained various steps to be
followed for using plastic in roads. With the help of this technology a major problem
of disposal of plastics waste can be solved at the same time, using plastic in roads
increases the strength and durability of roads, On the other hand it is economic
pollution free and safe. Plastic technology has a wide range of scope. Since this can
be used in cloth making, Rail Sleepers and also plastic can be used as construction
material and if plastic roads are brought into regular practice this will increase the
demand of transportation engineer who are aware of this technology. Increasing
demand of plastics will also enhance the work of plastics pickers, hence solving the
problem of employment.

v
 CONTENTS

CERTIFICATE ii
DECLARATION iii
ACKNOWLEDGEMENT iv
ABSTRACT v
CONTENTS vi
LIST OF FIGURES viii
LIST OF TABLES ix
CHAPTER 1 1
INTRODUCTION 1
1.1 WHY USE PALSTIC 4
1.2 NEED TO STUDY 5
1.3 WASTE PLASTIC- AS BINDER 6
CHAPTER 2 7
2.1 BANGALORE’S KK PROCESS 7
2.2 FLOW CHART 8
CHAPTER 3 9
3.1 AGGREGATE 9
3.2 BITUMEN 10
3.3 WASTE PLASTIC 11
CHAPTER 4 19
4.1 COLLECTION OF WASTE PLASTIC 19
4.2 CLEANING & SHREDDING OF WASTE PLASTIC 20
4.3 MIXING 21
4.4 LAYING OF BITUMINOUS MIX 22
CHAPTER 5 23
5.1 IMPACT VALUE TEST 23
5.2 LA ABRASION TEST 24
5.3 PENETRATION TEST OF BITUMEN 25
5.4 PENETRATION TEST OF BITUMEN POLYMER MIX 26
5.5 STRIPPING VALUE TEST 27
5.6 MARSHALL TEST 28
CHAPTER 6 32
6.1 DRY PROCESS 33

vi
 6.2 WET PROCESS 35
CHAPTER 7 36
7.1 ADVANTAGES OF PLASTIC ROADS 37
7.2 DISADVANTAGES OF PLASTIC ROADS 38
7.3 COST ANALYSIS 39
CHAPTER 8 40
CASE STUDIES IN INDIA 40
CHAPTER 9 41
CONCLUSION 41
REFRENCES 42

vii
 LIST OF FIGURES

FIGURE NO. FIGURE DESCRIPTION PAGE NO.

01 Plastic Bitumen Road 4

02 Figure 5

03 Flowchart 9

04 Aggregate 11

05 Bitumen 12

06 Rag Pickers 21

07 Cleaning Process 22

08 Shredding Machine 22

09 Central Mixing Plant 23

10 Paver Machine 24

11 Impact Test Setup 25

12 Penetration Test Setup 28

13 Wet Process 37

viii
 LIST OF TABLES

TABLE NO. DESCRIPTION PAGE NO.

1 Avg. Municipal Solid Waste Production 2

2 Plastic Consumption in India 3

3 Population Growth and Impact on Overall Waste 3

Generation and Future Predictions until 2041

4 Aggregate test 10

5 Waste Plastic & its source 19

6 Impact Value 26

7 Avg. LA Abrasion Value 27

8 Penetration test of Bitumen 28

9 Penetration test of Bitumen-Polymer mix 28

10 Stripping Value 30

11 Optimum Bitumen Content 32

12 Plastic content v/s Stability 33

13 Comparison between ordinary bituminous roads and 38

waste plastic bituminous roads

14 Cost Analysis for Road Construction 41

ix
 CHAPTER 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.

1
The durability of the roads laid out with plastic waste is much more compared with roads
with asphalt with the ordinary mix. Roads laid 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
withstand loads due to heavy traffic, rain and temperature variation.

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 No: 1

2
 Table No: 2

Population Growth and Impact on Overall Waste Generation and Future Predictions
until 2041:

Year Population (Millions) Per Capita Total Waste

generation Thousand
Tons/year

2001 197.3 0.439 31.63

2011 260.1 0.498 47.3

2021 342.8 0.569 71.15

2031 451.8 0.649 107.01

2036 518.6 0.693 131.24

2041 595.4 0.741 160.96

Table No: 3

3
1.1 WHY USE OF PLASTIC

1. Disposal of waste plastic is a major problem

2. It is non-biodegradable
3. Burning of these waste plastic bags causes environmental pollution.
4. It mainly consists of low-density polyethylene
5. To find its utility in bituminous mixes for road construction
6. Laboratory performance studies were conducted on bituminous mixes. Laboratory
studies proved that waste plastic enhances the property of the mix
7. Improvement in properties of bituminous mix provides the solution for disposal in an
useful way.
8. Durable & corrosion resistant.
9. Good insulation for cold, heat & sound saving energy and reducing noise pollution.
10. It is economical and has a longer life.
11. Maintenance free.
12. Hygienic & problems.
13. Ease of processing/ installation.
14. Light weight.

Fig 1: Plastic bitumen road

4
1.2 NEED OF STUDY

1) Disposal of waste plastic is a major problem.

2) It is non-biodegradable.
3) It mainly consists of low-density polyethylene

4) To find its utility in bituminous mixes for road construction.

5) Burning of these waste plastic bags causes

environmental pollution.

6) Laboratory performance studies were conducted on bituminous mixes.

7) Studies proved that waste plastic enhances the property of the mix.

8) Improvement in properties of bituminous mix provides the solution for disposal in an

useful way.

Fig: 2

5
 1.3 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.

DIFFERENT TYPE OF WASTE PLASTIC (POLYMER) AND ITS ORIGIN:

Type of waste plastic (polymer) Origin

Low density polyethylene (LDPE): bags, sacks, bin lining and squeezable
detergent bottles etc

High density polyethylene (HDPE): bottles of pharmaceuticals, disinfectants,

milk, fruit juices, bottle caps etc

Polypropylene (PP): bottle cap and closures, film wrapping for

biscuits, microwave trays for ready-made
Meals etc.

Polystyrene (PS): yoghurt pots, clear egg packs, bottle caps.

Foamed Polystyrene: food trays, egg boxes, disposable cups,

protective packaging etc

Polyvinyl Chloride (PVC): mineral water bottles, credit cards, toys,

pipes and gutters; electrical fittings, etc.

6
 CHAPTER 2
CONCEPT OF UTILISATION OF WASTE
PLASTIC IN BITUMINOUS MIXES FOR ROAD
CONSTRUCTION

This Concept of Utilization of Waste Plastic in Bituminous Mixes for Road Construction
has been done since 2000 in India.

2.1 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.

7
2.2 FLOW CHART SHOWING METHOD FOR
CONSTRUCTION OF ROAD

Raw Material

Fig 3: Flowchart

8
 CHAPTER 3

MATERIALS USED

3.1 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.

Sr. Test Permissible

No values

1. Abrasion test

a. Using Los Angeles machine (max 35%

b. Aggregates impact test (max)

30%

2. Stripping test (max) 25%

3. Water absorption (expect in the case of slag) max 1%

4. Soundness test: Loss with sodium sulphate 5 cycles (in 12%

case of slag only) max

9
 5. Weight unit or Bulk density (in slag only) 1120 per m3
Table No: 4

Fig 4: Aggregate

3.2 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 di-sulphide.” 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

10
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.

Fig 5: Bitumen

3.3 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 nurdles, 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 contributed to the depletion of the ozone
layer; however, non-CFCs are currently used in the extrusion process.
Thermoplastics can be remolded and reused, and thermoset 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.

11
Classification of Plastic Waste:

 THERMOPLASTICS
Thermoplastic is a material whose structure and viscosity can be modified both ways through
heating or cooling. This large family of materials is commonly used by many industries and
is easily integrated into France’s recycling cycles. The following polymers are some
examples of plastic material:

 POLYOLEFINS:
This type of plastic includes materials such as polyethylene (PE, the world’s most commonly
used thermoplastic resin), ethylene vinyl acetate copolymers (EVA), as well as
polypropylene (PP) which, like PE, is processed by Paprec’s recycling factories. Obtained
through the polymerisation of ethylene, polyethylene is a waxy solid, colourless and
odourless. It is soluble at 60 to 80°C in some organic solvents, and is not usually plasticised.
Polyethylene comes in two types: low density PE (LDPE), and high density PE (HDPE). It
is used to make plastic bags, cling films (future recyclable plastic waste), flasks, bottle
containers, toys, buckets, basins, flexible tubing, or cisterns. Tupperware also contains PE.
Bags for industrial use, household waste, or bottles for cleaning products are commonly
made from recycled LDPE and HDPE. EVA copolymers are used in their pure form or mixed
with other thermoplastic materials, for use in the manufacturing of industrial glues, among
other things. Certain additives, such as calcium fillers, organic or mineral pigments,
antioxidants, surface modifiers (for smoothing the surface of resins and improving electrical
conductivity), or pore-forming agents (to create alveolar material) are added to polyethylene
befor use.
Polypropylene (PP) on the other hand is a solid obtained through the polymerisation of
propylene which offers good heat-resistance, only melting at 160 or 170°C. It comes in the
form of powder, fibres, or granules, and is used most notably for various filtering products,
pumps, fenders, automobile reservoirs, or various packaging films. As a matter of fact, some
of these products, after going through the plastic packaging recycling cycle, will be used to
make wrapping for industrial liquids. Additives used during its manufacturing are the same
as for PE. The “injection” of PP creates plastics that are easily recycled, except for “film”

12
PP. It can be noted that thermoplastic elastomers can be obtained by combining EPDM
rubber (ethylene propylene diene monomer) with polypropylene.

 VINYL POLYMERS
The vinyl polymer family contains a great number of thermoplastic materials, among which
are:-
Polyvinyl chloride (PVC) that can come in many shapes powdered, granules, a paste, an
emulsion, or dissolved. Supple PVC can be used to make coated textiles for clothing and
leather goods, insulation sheathing, adhesive tape, or tarpaulin (some of these will become
recyclable products). The rigid PVC can be used for sanitation pipes, windows, blinds,
gutters, electrical cables, surfacing, and food or chemical packaging (these are also future
recyclable plastic material). When making this type of plastic, stabilizers, lubricants,
plasticisers, fillers, and pigments can also be added. And although some PVC products, such
as plumbing, cannot be recycled, most can undergo the plastic recycling cycle (such
construction waste).
- Polyvinyl alcohol (PVOH) comes in the form of a white water-soluble resin, and is
particularly used as a binder coating for paper and cardboard, for industrial glues, or
textile finishing.

- Polyvinyl acetate (PVAC), whose polymer is a transparent resin, is commercialised as

granules, cartons, pearls, and various solutions. It is used mainly for paints, or quick-dry
varnishes.
- Polyvinylidene chloride (PVDC) is a powder with strong chemical resistance and is
highly impermeable to water vapour, certain gases and oils. Industries uses it to make
certain complex paper-based materials (such aluminium foil) or plastic films.
- Polyvinyl butyral (PVB) or formal (PVF) comes in the form of powder, emulsions, or
leaves, and, due to its strong adhesive power to metal, is used to make various varnishes
for copper or aluminium wiring

13
 POLYSTYRENES
There are only two major types of polystyrenes: polystyrene (PS), and styrene copolymers
(SAN, ABS, MBS, SBS, or SIS). However, there different PS categories: standard PS, or
‘crystal’ due to its transparent aspect (it is particularly rigid and fragile), the suppler high-
impact PS, heat resistant PS, and expanded PS (gas bubbles).
Solid up to 140°C after which it liquefies, PS can be delivered as powder, granules, pearls,
paste, solution, or semi-finished products (sheets, tubes, planks…). Chemical additives can
also be used in its manufacturing, such various plasticisers or solvents, some fillers, and
certain pigments. It is used for making yoghurt pots, food containers, bathroom cabinets, the
inside of fridge and freezer doors. A styrene copolymers is a chemically or physically
improved polystyrene. It is used to make a many products, such as computer casings, coffee
filters, jars, cosmetic packaging, vacuum cleaner cowlings, and even toothbrushes. Some PS
and ABS plastic waste are part of the list of recyclable plastics and are recycled by Paprec.
PS waste can be recovered into plastic films, packaging, or insulation material.

 ACRYLATE AND METHACRYMATE POLYMERS

This type is divided into only two categories, poly(methyl methacrylate) (PMMA) and
polyacrilonitrile (PAN). PMMA is obtained by the polymerisation of methyl methacrylate,
and is characterised by its transparency, the ease with which it can be used, and its resistance
to time. Delivered as sheets, casts, bracers, disks, rods, powder, granules, or syrup, it is used
to make synthetic fibres, lenses for glasses, windows, angle brackets, rulers, contact lenses,
and various hair dressing items. It is one of the plastic industry’s recyclable materials. PAN
is particularly used as a synthetic fibre, as it is soluble in certain solvents, which allow it to
be spun. But it is also used for certain food-grade films and jars. PAN is made using only
few additives. PMMA on the other hand uses polymerising catalysers, colorants or pigments,
plasticisers, silica fillers, or solvents.

 POLYAMIDE
Polyamide (PA) are alone in their category, but their names indicate the number of carbon
atoms in their monomers (PA 6, PA 11, PA 12, etc). Obtained from amino-acids or lactams,
this very special material does not gradually soften under heat, like other thermoplastics, but

14
goes very quickly from a solid to a gaseous state. Though polyamides are mainly used to
make textile fibres, they are also used in switch, electrical plugs, gears, screws, household
appliances, syringes, or automobile parts, and can undergo the plastic recycling cycle.

 POLYCARBONATES
Obtained from bisphenol A, polycarbonates (PC) is very rigid and hardly combustible, and
is used in technical products. It comes in the shape of granules, sheets, leaves, or films, and
is used to make CDs, motorcycle helmets, or security glass, and can undergo one of the
recycling cycles.

 CELLULOID
Celluloid acetate (CA) is a transparent, supple, and stable material that allows industries to
make fibres, varnishes, or photographic films, among other things. Celluloid nitrate (CN)
was used to make celluloid (now considered to unstable), and is now used to make various
varnishes, paints, inks, glues, and certain artificial coatings.

 LINEAR POLYESTER
Polyethylene terephthalate (PET), polybutylene terephthalate (PBT), and polytetramethylene
terephthalate (PTMT), are three of the main linear polyesters, materials synthesized from
ethylene glycol or butylene glycol. With little additives, these were first used to make fabrics
or films (such as terphane), until its resistance to abrasion, oils, saline solutions, and impact
lead the plastic industry to use PET in the composition of ribbons, electronic components,
and recyclable PET bottles, and to use PBTB in mechanical or insulations products that were
submitted to high temperatures. Recycling PET (and specifically PET bottles) is one of
Paprec’s many activities in plastic waste recycling. Plastic bottles are recycled into sleeping
bags, fabrics for the car industry, and, of course, new bottles.

 POLYFLUORETHANE
There 3 types of polyfluorethanes:
Polytetrafluorethylene (PTFE), polychlorotrifluorethylene (PCTFE), and polyvinyl fluoride
(PVDF).PTFE comes in a granulated powder form. It has good heat-resistance despite the

15
fact that it is not really a thermoplastic (when heated to a certain temperature, its irreversibly
turns into a gel), and is known for absorbing very little water, anti-adhesive properties, high
flexibility, and a good resistance to light and bad weather. It is used to make no-stick coating,
pipes, bearings, pads, seals, and technical textile. PCTFE comes in two forms: high-polymer
plastics (granules or powder), and low-polymer liquids. PVDF is a very recent discovery,
still in development stages. Both of them chemically and thermally more stable than PTFE,
and are used to make certain artificial coatings.

 POLYACETAL
Polyoxymethylene (POM) and its similar copolymers are the only polyacetals.
Rigid, very resistant, especially to organic solvents and strong charges, a good electric
conductor, POM comes in the form of moulding powder, granules, and semi-finished
products (rods, sticks, tubes, etc). It is used to make gears, screws, small connecting rods,
sliding parts, piping, or portable tools.

 POLYSULFONE
Polysulfones, trademarked under such names as Sulfover or Surfil, are macromolecules
containing sulphur dioxide. They are used in paints and varnishes and have a good resistance
to chemical acids and bases, oils, and fats.

 POLYPHENYLENE SULFIDE
PPS is a dark and stiff polysulfide. It has good heat and chemical resistance. It is used to
make non-corroding parts, cooking utensils, or non-stick coating.

 MODIFIED POLYPHENYLENE OXIDE (PPO)

Modified PPO is difficult to transform. It must be altered and mixed with polystyrene before
it can be industrialised, hence its name.

 THERMOSETTING PLASTIC
Thermosetting plastic is a compound that, during condensation polymerization (and/or
implementation), when submitted to a catalyst or a temperature increase, irreversibly cures.

16
the structure, shape, or rigidity of the manufactured plastic object can not be modified again,
and the material is rarely recycled. This type of plastic includes the following types of
compounds:

 UNSATURATED POLYSTER
Unsaturated polyesters are reticulum polymers made from dibasic organic acids (capable of
giving off protons with 2 acid functions). The resin is used to make varnishes, moulded
objects, glues, and various binding agents.

 PHENOL FORMALDEHYDE RESINS

Obtained by condensation polymerisation of phenol and formaldehyde, they are usually
abbreviated to PF. It comes in the form of powder, granules, liquid, and solid or liquid resin.
With certain additives, they are used to make some printing inks, foams, abrasive materials,
parts for brakes or clutches, and various paints.

 MELAMINE RESINS
Melamine, such as Urea-Formaldehyde (UF) or Melamine Formaldehyde (MF), are obtained
through condensation polymerisation of formaldehyde and urea or melamine. UF is used as
an adhesive in the wood industry, and MF is known mainly under the trade name Formica.

 POLYEPOXIDES
After the condensation polymerisation of epichlorohydrin with poly-alcohol or phenol (such
as bisphenol A), polyepoxides, or epoxy resins, are used in various forms (self-setting resins,
powders, glues, etc) to cover surfaces, for adhesives, and for various paints, allowing them
good resistance to metals.

 POLYIMIDE
Polyimides (PI) are made from the reaction of a diamine and a dianhydride, and are among
the more recently synthesized plastics. They have very high heat-resistance, as well as good
resistance to radiation and chemicals. They are mainly used in the form of films, as well as
making supple circuit boards or wiring for electronics.

17
 POLYURETHANE
These complex compounds are made from polyols, chemical catalysts, polyisocyanates or
expanding agents. Polyurethane (PUR) are used in the manufacturing of many products
(foams, paints, condoms, varnishes, glues, and many types of solutions). The textile industry
uses it in an elastomer form to make Lycra.

 POLYSULFONE
Polysulfones, trademarked under such names as Sulfover or Surfil, are macromolecules
containing sulphur dioxide. They are used in paints and varnishes and have a good resistance
to chemical acids and bases, oils, and fats.

Waste plastic and its source:

Table No: 5

18
 CHAPTER 4
PROCESSING DETAILS

i. Collection of waste plastic.

ii. Cleaning and shredding of waste plastic
iii. Mixing of shredded waste plastic, aggregate and bitumen in central mixing plant
iv. Laying of bituminous mix

4.1 COLLECTION OF WASTE PLASTIC: -

Waste plastic is collected from roads, garbage trucks, dumpsites or compost plants, or from
school collection programs, or by purchase from rag-pickers or waste-buyers at Rs 5-6 per
kg.

Fig 6: Rag pickers

19
4.2 CLEANING AND SHREDDING OF WASTE PLASTIC:-

 Waste plastic litter in the form of thin-film carry-bags, use-and-throw cups, PET
bottles, etc. these are sorted, de-dusted, washed if necessary.
 Plastic waste which is cleaned is cut into a size between 1.18mm using
shredding machine as shown below.

Fig 7: Cleaning process

Fig 8: Shredding machine

20
4.3 MIXING OF SHREDDED WASTE PLASTIC, AGGREGATE AND
BITUMIN IN CENTRAL MIXING PLANT:-

 The aggregate mix is heated to 1650c (as per the HRS specification) in central mixing
plant. Similarly the bitumen is to be heated up to a maximum of 160ºc.

 The 8% of waste plastic to the weight of bitumen are added in the conveyor belt or special
mechanical device is developed which will spray the plastics inside the chamber to coat
the plastics effectively.

 Central mixing plant helps to have better control of temperature and better mixing of this
material thus helping to have a uniform coating and heated bitumen is also sprayed.

Fig 9: Central mixing plant

21
4.4 LAYING OF BITUMENOUS MIX:-

The plastics waste coated aggregate is mixed with hot bitumen and the resulted mix is
used for road construction. The road laying temperature is between 1100c to 1200c.
The roller used is 8-ton capacity.

Fig.10: Paver Machine

22
 CHAPTER 5
TESTS CONDUCTED ON MATERIALS

5.1 IMPACT VALUE TEST OF AGGREGATE

The aggregate impact test is carried out to evaluate the resistance to impact of aggregates.
Aggregates passing 20 mm sieve and retained on 12.5 mm sieve is filled in a cylindrical steel
cup of internal dia 10.2 mm and depth 5 cm which is attached to a metal base of impact
testing machine. The material is filled in 3 layers where each layer is tamped for 25 number
of blows. Metal hammer of weight 13.5 to 14 Kg is arranged to drop with a free fall of 38.0
cm by vertical guides and the test specimen is subjected to 15 number of blows. The crushed
aggregate is allowed to pass through 2.36 mm IS sieve. And the impact value is measured as
percentage of aggregates passing sieve (W2) to the total weight of the sample (W1).

Fig 11: Impact test setup

23
Aggregates to be used for wearing course, the impact value shouldn't exceed 30 percent. For
bituminous macadam the maximum permissible value is 35 percent. For Water bound
macadam base courses the maximum permissible value defined by IRC is 40 percent.

Aggregate used: Passed through 20mm sieve and retained on 12.5mm sieve.

Description Sample
1 2
Weight of dry sample (gm) 536 560
‘A’
Weight of sample retained 102 106
on 2.36mm sieve ‘B’

Impact Value ( x100) 19% 18.9%

Table No: 6

Average Impact Value: 18.95%.

5.2 LOS ANGELES ABRASION TEST OF AGGREGATE

Abrasion test is carried out to test the hardness property of aggregates and to decide whether
they are suitable for different pavement construction works. Los Angeles abrasion test is a
preferred one for carrying out the hardness property and has been standardized in India (
IS:2386 part-IV). The principle of Los Angeles abrasion test is to find the percentage wear
due to relative rubbing action between the aggregate and steel balls used as abrasive charge.
Los Angeles machine consists of circular drum of internal diameter 700 mm and length 520
mm mounted on horizontal axis enabling it to be rotated. An abrasive charge consisting of
cast iron spherical balls of 48 mm diameters and weight 340-445 g is placed in the cylinder
along with the aggregates. The number of the abrasive spheres varies according to the
grading of the sample. The quantity of aggregates to be used depends upon the gradation and

24
usually ranges from 5-10 kg. The cylinder is then locked and rotated at the speed of 30-33
rpm for a total of 500 -1000 revolutions depending upon the gradation of aggregates.
After specified revolutions, the material is sieved through 1.7 mm sieve and passed fraction
is expressed as percentage total weight of the sample. This value is called Los Angeles
abrasion value.
A maximum value of 40 percent is allowed for WBM base course in Indian conditions. For
bituminous concrete, a maximum value of 35 is specified.

Description Sample
1 2
Weight of total material 5.01 4.97
(kg) ‘A’
Weight of fraction passing 1.291 1.330
through 1.7mm sieve ‘B’
LA Abrasion Value 25.8% 26.7%

( 𝑋100)

Table No: 7
Average LA Abrasion Value: 26.25%

5.3 PENETRATION TEST OF BITUMEN

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
standardised 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 25 C. It may be noted that penetration value is
largely influenced by any inaccuracy with regards to pouring temperature, size of the needle,

25
weight placed on the needle and the test temperature. A grade of 40/50 bitumen means the
penetration value is in the range 40 to 50 at standard test conditions. In hot climates, a lower
penetration grade is preferred. The Figure 0.1 shows a schematic Penetration Test setup.

Fig. 12: Penetration Test Setup

Actual test temperature = 250C

Penetrometer dial Test 1 Test 2 Test 3
reading
(a) Initial 200 264 333
(b) Final 264 333 407
Penetration Value 64 69 74
Table No: 8
Mean penetration value= 69

5.4 PENETRATION TEST OF BITUMEN-POLYMER MIX

% of polymer added Penetration Value

0 69
0.5 68
1.0 67
2.0 55.7
Table No: 9

26
 80
69 68
70 67

60 55.7
Penetration Value

50

40

30

20

10

0
0% Plastic 0.5% Plastic 1% Plastic 2% Plastic
Plastic Content

Graph: Penetration Value v/s Plastic Content

5.5 STRIPPING VALUE TEST OF BITUMEN MIX

Bitumen adheres well to all normal types of road aggregates provided they are dry and free
from dust. In the absence of water there is practically no adhesion problem of bituminous
construction. Adhesion problem occurs when the aggregate is wet and cold. This problem
can be dealt with by removing moisture from the aggregate by drying and increasing the
mixing temperature. Further, the presence of water causes stripping of binder from the coated
aggregates. This problems occur when bitumen mixture is permeable to water. Several
laboratory tests are conducted to arbitrarily determine the adhesion of bitumen binder to an
aggregate in the presence of water. Static immersion test is one specified by IRC and is quite
simple. The principle of the test is by immersing aggregate fully coated with binder in water
maintained at temperature for 24 hours. IRC has specified maximum stripping value
of aggregates should not exceed 5%.

27
 Type of aggregate Time Stripping %
Plain Bitumen coated 24 hrs 5%
aggregate
Polymer coated aggregate 72 hrs Nil
Table No: 10 Stripping Value

5.6 MARSHALL TEST

Marshal test is extensively used in routine test programs for the paving jobs. The stability of
the mix is defined as a maximum load carried by a compacted specimen at a standard test
temperature of 600 °C. The flow is measured as the deformation in units of 0.25 mm between
no load and maximum load carried by the specimen during stability test (flow value may also
be measured by deformation units of 0.1 mm). This test attempts to get the optimum binder
content for the aggregate mix type and traffic intensity. This is the test which helps us to
draw Marshall Stability vs. % bitumen.
.
The sample needed is From Marshall stability graph, select proportions of coarse aggregates,
fine aggregates and filler in such a way, so as to fulfill the required specification. The total
weight of the mix should be 1200g.

Procedure to determine Marshall Stability of bituminous mixture:

a. Heat the weighed aggregates and the bitumen separately upto 170oC and 163oC
respectively.

b. Mix them thoroughly, transfer the mixed material to the compaction mould arranged on
the compaction pedestal.

28
c. Give 75 blows on the top side of the specimen mix with a standard hammer (45cm,
4.86kg). Reverse the specimen and give 75 blows again. Take the mould with the
specimen and cool it for a few minutes.

d. Remove the specimen from the mould by gentle pushing. Mark the specimen and cure it
at room temperature, overnight.

e. A series of specimens are prepared by a similar method with varying quantities of

bitumen content, with an increment of 0.5% (3 specimens) or 1 bitumen content.

f. Before testing of the mould, keep the mould in the water bath having a temperature of
60oC for half an hour.

g. Check the stability of the mould on the Marshall stability apparatus.

Graph: 1 Marshall Stability Curve

29
 Optimum Bitumen Content
Mould No. Bitumen Content Stability (kg) Avg. Stability
1 4.25% 822 822
2 931.6
3 712.4
4 4.50% 822 949.87
5 1013.8
6 1013.8
7 4.75% 685 785.67
8 808.3
9 863.1

Table No: 11 Optimum Bitumen Content

Avg. Stability
1000 949.87
900 822
785.67
800
700
Avg. Stability

600
500
400
300
200
100
0
4.25% 4.50% 4.75%
Bitumen Content

Graph: 2 Bitumen Content v/s Stability

30
  Plastic mix
Bitumen Content Plastic Content % Stability (kg)
4.50 % 0 1098
6 861
8 947
10 1005
12 1059
Table No: 12 Plastic content v/s Stability

Stability v/s Plastic Content

1100

1050
Marshal Stability (kg)

1000
159
950 98 105
47
900 0

850 900 900 900 900 900

800
nil 6% 8% 10% 12%
Plastic Content

Graph: 3 Marshal Stability v/s Plastic Content

31
 CHAPTER 6
METHODOLOGY

Waste plastic bags were collected from roads, garbage trucks, dumpsites and compost plants,
waste-buyers at Rs.5-6 per kg. Household plastic was also collected for the project work,
like empty milk bags, used plastic bags etc. The collected Plastic waste was sorted as per the
required thickness. Generally, polyethylene of 60 micron or below is used for the further
process. Less micron plastic is easily mixable in the bitumen at higher temperature (160°c-
170°c).It is clean by de-dusting or washing if required. Collected Plastic was cut into fine
pieces as far as possible. The plastic pieces were sieved through 4.75mm sieve and retaining
at 2.36mm sieve was collected. Firstly, Bitumen was heated up to the temperature about
160°c-170°c which is its melting temp. Pieces were added slowly to the hot bitumen of
temperature around 160-170°c.The mixture was stirred manually for about 20-30 minutes.
In that time period temperature was kept constant about 160-170°c. Polymer bitumen
mixtures of different compositions were prepared and used for carrying out tests i.e.
Penetration test, Ductility test.

FIELD TRIALS

There are two types of field trials-:

1. Dry Process
2. Wet Process

32
6.1 DRY PROCESS-:

For the flexible pavement, hot stone aggregate (1700) is mixed with hot bitumen (1600 C)
and the mix is used for road laying. The aggregate is chosen on the basis of its strength,
porosity and moisture absorption capacity as per IS coding. The bitumen is chosen on the
basis of its binding property, penetration value and viscoelastic property. The aggregate,
when coated with plastics improved its quality with respect
to voids, moisture absorption and soundness. The coating of plastic decreases the porosity
and helps to improve the quality of the aggregate and its performance in the flexible
pavement. It is to be noted here that stones with < 2% porosity only allowed by the
specification.
 Plastic waste like bags, bottles, etc are cut into size between 2.36mm and 4.75mm
using shredding machine.
 The aggregate mix is heated to1700 and then it is transferred to mixing chamber.
 Similarly the bitumen is to be heated up to a maximum of 1600.
 At the mixing chamber, the shredded plastics waste is added over the hot aggregate.
 The plastics waste coated aggregate is mixed with hot bitumen.

Fig 12: Dry Process

33
Advantages of Dry Process

a. Plastic is coated over stones - improving surface property of aggregates.

b. Coating is easy & temperature required is same as road laying temp.
c. Use of waste plastic more than 15% is possible.
d. Flexible films of all types of plastics can be used.
e. Doubles the binding property of aggregates.
f. No new equipment is required.
g. Bitumen bonding is strong than normal.
h. The coated aggregates show increased strength.
i. As replacing bitumen to 15% higher cost efficiency is possible.
j. No degradation of roads even after 5-6 yrs after construction.
k. Can be practiced in all type of climatic conditions.
j. No evolution of any toxic gases as maximum temperature is 1800 C.

Disadvantages of Dry Process

a. The process is applicable to plastic waste material only.

6.2 WET PROCESS-:

Waste plastic is ground and made into powder; 6 to 8 % plastic is mixed with the bitumen.
Plastic increases the melting point of the bitumen and makes the road retain its flexibility
during winters resulting in its long life. Use of shredded plastic waste acts as a strong
“binding agent” for tar making the asphalt last long. By mixing plastic with bitumen the
ability of the bitumen to withstand high temperature increases. The plastic waste is melted
and mixed with bitumen in a particular ratio. Normally, blending takes place when
temperature reaches 45.50 C but when plastic is mixed, it remains stable even at 550 C. The
vigorous tests at the laboratory level proved that the bituminous concrete mixes prepared

34
using the treated bitumen binder fulfilled all the specified Marshall mix design criteria for
surface course of road pavement. There was a substantial increase in Marshall Stability value
of the mix, of the order of two to three times higher value in comparison with the untreated
or ordinary bitumen. Another important observation was that the bituminous mixes prepared
using the treated binder could withstand adverse soaking conditions under water for longer
duration.
 Waste plastics by direct mixing with hot bitumen at 160°C.
 Mechanical stirrer is needed.
 Addition of stabilizers and proper cooling.
 Since the wet process require a lot of investment and bigger plants.
 Not commonly used.

Advantages of Wet Process

a. This Process can be utilized for recycling of any type, size, shape of waste
material (Plastics, Rubber etc.)

Disadvantages of Wet Process

a. Time consuming- more energy for blending.
b. Powerful mechanical is required.
c. Additional cooling is required as improper addition of bitumen may cause air
pockets in roads.
d. Maximum % of waste plastic can be added around 8 %.

Fig 13: Wet Process

35
 CHAPTER 7
Comparison between ordinary bituminous roads and waste plastic
bituminous roads

SL. PLASTIC ORDINARY

NO PROPERTIES ROAD ROAD
1. MARSHALL MORE LESS
STABILITY
VALUE
2. BINDING BETTER GOOD
PROPERTY
3. SOFTENING LESS MORE
POINT

4. PENETRATION MORE LESS

VALUE

5. TENSILE HIGH LESS

STRENGTH

6. RUTTING LESS MORE

7. STRIPPING (POT NO MORE

HOLES)

8. SEEPAGE OF NO YES
WATER

9. DURABILITY OF BETTER GOOD

THE ROADS

10. COST OF LESS NORMAL

PAVEMENT

11. MAINTENANCE ALMOST NIL MORE

COST

12. ENVIRONMENT YES NO

FRIENDLY
Table No: 13

36
7.1 ADVANTAGE OF WASTE PLASTIC BITUMINOUS MIX

 Stronger road with increased Marshall Stability Value.

 Better resistance towards rain water 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..

 No effect of radiation like UV.

 The strength of the road is increased by 100%.

 The load withstanding property increases. It helps to satisfy today’s need of increased
road transport.
 For 1km X 3.75m road, 1 ton of plastic (10 lakh carry bags) is used and 1 ton of
bitumen is saved.
 Value addition to the waste plastics (cost per kilogram increases from Rs 4 to Rs12).
 The cost of road construction is also decreased.

 The maintenance cost of road is almost nil.

 Disposal of waste plastic will no longer be a problem.

 The use of waste plastics on the road has helped to provide better place for burying
the plastic waste without causing disposal problem.

37
7.2 DISADVANTAGES OF PLASTIC ROADS

 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.

38
7.3 COST ANALYIS FOR ROAD CONSTRUCTION

Table No: 14 Cost Analysis

Table No: 15 Road Laid Using waste Plastic

39
 CHAPTER 8
Case studies in India

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, 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.

40
 CHAPTER 9
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.

41
 REFERENCES

 USE OF PLASTIC WASTE IN FLEXIBLE PAVEMENTS, Miss Apurva J Chavan, Volume

2, Issue 4, April 2013.
 Use of Plastic Waste in Road Construction, Shweta N. Rokdey, Sevagram P. L. Naktode,
Sevagram M. R. Nikhar
 PLASTIC WASTE: IT’S USE IN CONSTRUCTION OF ROADS, Kurmadasu
Chandramouli, Allipilli Satyaveni, Vol. No. 5, Issue 01, Feb 2

42