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International Journal of Engineering Research-Online
A Peer Reviewed International Journal
Articles available online http://www.ijoer.in
Vol.3., Issue.6., 2015
(Nov.-Dec.,)
271
S.P.KANNIYAPPAN et al
I. INTRODUCTION
Plastic is everywhere in today’s lifestyle.
The disposal of plastic wastes is a great problem.
These are non-biodegradable product due to which
these materials pose environmental pollution and
problems like cancer, reproductive problems in
humans and animals, genital abnormalities and even
a decline in human sperm count and quality. In
recent years, applications of plastic wastes have
been considered in road construction with great
interest in many developing countries. Several
million metric tons plastic wastes are produced in
India every year. If these materials can be suitably
utilized in highway road construction, the pollution
and disposal problems may be partly reduced. The
possible use of these materials should be developed
for construction of low-volume roads in different
parts of our country. A review of various plastic
wastes for use in the construction of roads has been
discussed in this paper.
In developing countries having a
predominantly rural population, the need for
constructing large networks of village roads, market
roads and other district roads cannot be over
emphasized. With severe constraints in the
allocation of funds for roads, the need for using new
low cost materials suitable for prevailing local
conditions, has assumed immediate importance.
Disposal of solid waste has emerged has a major
environment problem.
RESEARCH ARTICLE
ISSN: 2321-7758
PERFORMANCE OF POLYETHYLENE WASTE ON THE EFFECT OF CBR VALUES OF
GRAVEL AND CLAY IN ROAD CONSTRUCTION
S.P.KANNIYAPPAN1, T.D.RAMADASAN1, N.RISHINATH2, C.LAVANYA1
1Assistant Professor, Adhiparasakthi Engineering College, Melmaruvathur, Tamilnadu, India
2Assistant Professor, Adhiparasakthi College of Engineering, Kalavai, Tamilnadu, India
ABSTRACT
The cost of construction of flexible pavements depends on thickness of the pavement
layers. Thickness of pavement mainly depends on the subgrade. By suitable
improvement to the strength of the subgrade, considerable saving in the scarce
resources and economy can be achieved. Because of the lightweight, easy handling,
non-breakable and corrosion free nature, POLYETHYLENES (PE) have surpassed all
other materials in utility. But polyethylene waste has been a matter of concern to
environmentalists as it is non-degradable. In this Project, an attempt has been made
to study the improvement of California bearing ratio (CBR) value of soils stabilized
with waste polyethylene bags. This alternative material is mixed in different
proportions to the gravel and clay to determine the improvement of CBR value .The
use of the polyethylene bags absorbed to have a significant impact on the strength
and economy in pavement construction, when these are available locally in large
quantities. In this paper we have discussed about that, how this polyethylene
improves the CBR value when added in gravel and clay.
©KY Publications
S.P.KANNIYAPPAN
International Journal of Engineering Research-Online
A Peer Reviewed International Journal
Articles available online http://www.ijoer.in
Vol.3., Issue.6., 2015
(Nov.-Dec.,)
272
S.P.KANNIYAPPAN et al
Plastics have become omnipresent in our
daily life through various application in fact its light
weight, easy handling and corrosion free nature has
made it the material of the century. In discriminate
use of plastics and disposal of plastics waste are
posing environmental problems the plastic waste
cannot be sent to landfill, as it is non-biodegradable
and it cannot be incinerated, the best method of
disposing solid waste are re-cycling and reuse. Reuse
of solid waste is not only an avenue for reduction of
waste quantities but also an economically attractive
proposition for waste disposal, which is also source
of pollution, can be avoided to large extent through
recycling, reuse but the materials such as polythene
covers and bags cannot be recycled. Hence in this
investigation an attempt has been made to study
reuse of polyethylene waste in road construction.
The debate on the use and abuse of plastics
environmental protection can go on, without
yielding results until practical steps are initiated at
the grassroots level by everyone who is in a position
to do something about it. The plastic wastes could
be used in road construction and the field tests
withstood the stress and proved that plastic wastes
used after proper processing as an additive would
enhance the life of the roads and also solve
environmental problems. The present write-up
highlights the developments in using plastics waste
to make plastic roads.
Fig.1. Percentage value of waste generation
II. PLASTICS ROADS
Plastic use in road construction is not new.
It is already in use as PVC or HDPE pipe mat
crossings built by cabling together PVC (polyvinyl
chloride) or HDPE (high-density poly-ethylene) pipes
to form plastic mats. The plastic roads include
transition mats to ease the passage of tyres up to
and down from the crossing. Both options help
protect wetland haul roads from rutting by
distributing the load across the surface. But the use
of plastic-waste has been a concern for scientists
and engineers for a quite long time. Recent studies
in this direction have shown some hope in terms of
using plastic-waste in road construction i.e., Plastic
roads. An initial study was conducted in 1997 by the
team to test for strength and durability.
Plastic roads mainly use plastic carry-bags,
disposable cups and PET bottles that are collected
from garbage dumps as an important ingredient of
the construction material. When mixed with hot
bitumen, plastics melt to form an oily coat over the
aggregate and the mixture is laid on the road surface
like a normal tar road.
III. METHODOLOGY
The specific objective of the work is
incorporation of polyethylene waste in the
stabilization of two typical sub grade soils via, gravel
and clay used in road construction. Used
polyethylene grocery bags were collected and
compressed into sheets of different thickness using
compression molding machine. The polyethylene
bags were compressed at 80 degree in sheets of
different thickness. Different thickness sheets were
obtained by varying the no. of waste polyethylene
grocery bags placed in the compression molding
machine. The compressed polyethylene sheets cut
in to different shapes(square &rectangle),sizes(1cm
x1cm, 2cm x 2cm, 3cm x 3cm,4cm x 4cm, 4cm x
2.25cm and 5cm x 1.8cm) and
thickness(0.5mm,1.0mm&1.5mm) the optimum
moisture content of gravel and clay were
determined by proctor compaction test and same
moisture content was maintained throughout the
study. For different size of polyethylene pieces,
optimum percentage has been found for both gravel
and clay. After arriving an optimum percentage of
polyethylene pieces, optimum size of polyethylene
pieces were arrived for both gravel and clay.
A. Basic Process
Waste plastic is ground and made into
powder; 3 to 4 % plastic is mixed with the bitumen.
Plastic increases the melting point of the bitumen
International Journal of Engineering Research-Online
A Peer Reviewed International Journal
Articles available online http://www.ijoer.in
Vol.3., Issue.6., 2015
(Nov.-Dec.,)
273
S.P.KANNIYAPPAN et al
and makes the road retain its flexibility during
winters resulting in its long life. Use of shredded
plastics wastes 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 45.5°C but when plastic is mixed, it remains
stable even at 55°C. The vigorous tests at the
laboratory level proved that the bituminous
concrete mixes prepared 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 BC 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.
B. Preparation of Polymer-Aggregate Bitumen Mix
1) Cleaned and dried plastic wastes (e.g.:
disposed carry bags, films, cups and thermo
Cole) with a maximum thickness of 60
microns is shredded into small pieces (2.36
mm - 4.75 mm size). PVC is not suitable for
this process.
2) Aggregate is heated to 165°C in a mini hot
mix plant.
3) Shredded plastic is added to the hot mix.
The plastic gets softened and coated over
the surface of the aggregate giving an oily
look in 30 - 60 sec.
4) Hot Bitumen (heated up to a maximum of
160°C to ensure good binding) is added
immediately and the contents are mixed
well.
5) The mix, when cooled to 110 - 120°C can be
used for road laying using 8 ton capacity
road roller. As the plastics are heated to a
maximum temperature of 165°C, there is
no evolution of any gas. When heated
above 270°C, the plastics get decomposed
and above 750°C they get burnt to produce
noxious gases.
c. Flow Chart showing method for construction
D. Properties of the Mix
Coating of plastic over aggregate to the tune of
10 - 15% by weight of bitumen improves the binding
properties of the mix:
1) Higher softening point and lower
penetration point due to interlinking of
polymer molecule with bitumen.
2) Lesser moisture absorptive capacity due to
coating of plastics at the surface.
3) Better ductility, higher Marshall Stability
value.
4) Better stripping value (No stripping on
soaking in water for 72 hrs.)
5) High compressive strength (>100mpa) and
high flexural strength (>450 Kg/cm with
respect to the binding property)
IV. ECONOMICS OF ROAD CONSTRUCTION
Laying of Bitumen Road –Indian Roads
Congress (IRC) Specifications, there are different
types of bitumen roads. They are, Dense Bituminous
Macadam, Bituminous Macadam. These roads differ
in 3-ways i.e,
1. Composition of the aggregate;
2. Type of bitumen used
3. Thickness of layer.
International Journal of Engineering Research-Online
A Peer Reviewed International Journal
Articles available online http://www.ijoer.in
Vol.3., Issue.6., 2015
(Nov.-Dec.,)
274
S.P.KANNIYAPPAN et al
Bitumen is a useful binder for road
construction. Different grades of bitumen like 30/40,
60/70, and 80/100 are available on the basis of their
penetration values and these grades can be used as
IRC Specifications. Waste plastics (10% in place of
bitumen) can be used for these different types of
bitumen roads. The technology of road laying is very
much the same as prescribed by the Indian Roads
Congress (Section 500, IV revision) Specifications. A
detailed description of the material required for
laying of Semi Dense Bituminous Concrete (SDBC) 25
mm road (on existing road) is described below:
A. Materials
For 1000m x 3.75m (25mm) Road:
1) 11.250 tons (60/70 grade) bitumen needed
2) Shredded Plastics Required, 10% by weight
(passing through 4.74mm sieve &retainin
2.36 mmsieve).
3) Bitumen replaced (saved) by 10% Plastics :
1.125 tons
4) Actual Bitumen Required : 10.125 tons
5) Aggregate (11.2mm) : 70.875 m³
6) Aggregate (6.7mm) : 43.125 m³
7) Aggregate Dust : 23.625 m³
B. Cost
The total cost including material as mentioned
above, labor charge etc. is approximately 5.00 lakh,
and however, the cost may be different from place
to place and have to be calculated accordingly.
The cost break-up is given below:
1) Collection of littered plastics : Rs. 0.50 lakh
2) Cost of shredder and other equipment : Rs.
0.50 lakh
3) Laying of road with material, labor,etc.:Rs.
4.00 lakh
4) Total : Rs. 5.00 lakh
V. COMPARISON
The durability of the roads laid out with
shredded 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 as shown in fig.2. The binding
property of plastic makes the road last longer
besides giving added strength to withstand more
loads. While a normal 'highway quality' road lasts
four to five years it is claimed that plastic-bitumen
roads can last up to 10 years. Rainwater will not
seep through because of the plastic in the tar. So,
this technology will result in lesser road repairs. And
as each km of road with an average width requires
over two tons of polyblends, using plastic will help
reduce non-biodegradable waste. The cost of plastic
road construction may be slightly higher compared
to the conventional method. However, this should
not deter the adoption of the technology as the
benefits are much higher than the cost.
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. The government is keen on
encouraging the setting up of small plants for mixing
waste plastic and bitumen for road construction. 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.
Fig.2. Comparison of Plastic Road with
Conventional Road
VI. PROPERTIES OF CLAY AND GRAVEL
The Engineering properties of the materials
such as clay and gravel are tested and their results
were listed in table 1.
TABLE 1 ENGINEERING PROPERTIES OF MATERIALS
Sl.
No
Engineering
properties
Clay
Gravel
1
Dry density
121.87
N/m2
22.02
N/m2
2
Optimum moisture
content
9.25%
8.75%
3
Liquid limit
24%
-
4
Plastic limit
11%
-
5
Plasticity index
13%
-
6
Specific gravity
2.21
2.45
International Journal of Engineering Research-Online
A Peer Reviewed International Journal
Articles available online http://www.ijoer.in
Vol.3., Issue.6., 2015
(Nov.-Dec.,)
275
S.P.KANNIYAPPAN et al
VII. EFFECT OF POLYETHYLENE WASTE ON CBR
VALUES OF GRAVEL
Initially a size of 2cm x 2cm and a
thickness of 1mm of polyethylene waste pieces were
selected, and CBR tests were conducted as per the
standard procedure for every 2% increase of
polyethylene waste in the gravel sample. The results
clearly shows an increase in CBR value for adding 2%
polyethylene pieces by weight of gravel, and then
decreased gradually for 4% & 6%. Now the 2%
polyethylene waste taken as optimum percentage
and the size of piece is varied. The CBR values for
different proportion of polyethylene waste mixed
with gravel are represented in table 2.
TABLE 2 THE CBR VALUES FOR DIFFERENT
PROPORTION OF POLYETHYLENE WASTE MIXED
WITH GRAVEL
Polyethylene waste
CBR%
Size
%
1cm x
1cmx
1mm
2cm x
2cm x
1mm
3cm x
3cm x
1mm
0
10.56
10.56
10.56
2
10.71
11.23
11.12
4
-
10.90
-
6
-
10.41
-
The above result shows there is a decrease
in the CBR values above 2% of polyethylene waste
and the graph for various sizes and percentages of
waste polyethylene are shown in fig 3.
Fig.3. The Variation of CBR (%) with Polyethylene
Waste (%) 2cm x 2cm x 1mm for Gravel
VIII. EFFECT OF POLYETHYLENE WASTE ON CBR
VALUES OF CLAY
Initially a size of 2cm x 2cm and a thickness
of 1mm of polyethylene waste pieces were selected
and CBR tests were conducted for every 2% increase
of polyethylene waste on the clay sample. The
results indicated an increase in the CBR value up to
4% of polyethylene waste and then decreased
gradually for 6% and 8%. Now the 4% of waste
polyethylene was taken as optimum % and the sizes
of waste polyethylene pieces were varied. The sizes
of 1cm x 1cm, 3cm x 3cm, 4cm x 4cm, 4cm x 2.5cm
and 5cm x 1.8cm of waste polyethylene pieces were
tried. The optimum size obtained was 3cm x 3cm.
though the optimum size of the waste polyethylene
was obtained as 3cm x 3cm, the optimum % of
polyethylene is varied.
The results clearly shows an increase in CBR
value up to 4% of waste polyethylene and then
decreased to 6% and 8% even though, the
polyethylene pieces of 3cm x 3cm, 4cm x 2.25cm
and 5cm x 1.18cm have same surface area, i.e. 9cm2,
the square size i.e. 3cm x 3cm has improved CBR
value of soil compared to the other two sizes.
Later, the waste polyethylene of thickness
0.5mm and 1.5mm was tried. The results indicate
that there is a lower CBR values for both 0.5mm and
1.5 mm when compared to 1.0mm thickness waste
polyethylene.
The CBR values for different proportions of
polyethylene waste mixed with clay are represented
in table 3 and 4.
TABLE 3THE CBR VALUES FOR DIFFERENT
PROPORTIONS OF POLYETHYLENE WASTE MIXED
WITH CLAY
Poly
ethyl
ene
waste
CBR (%)
Size
%
1 x1
cm
2 x 2
cm
3x 3
cm
4x4
cm
4x
2.25
cm
5x 1.8
cm
0
-
3.63
3.63
-
-
-
2
-
8.26
10.84
-
-
-
4
11
17.39
20.31
16.
11
16.
55
15.45
6
-
16.25
19.65
-
-
-
8
-
9.32
-
-
-
-
International Journal of Engineering Research-Online
A Peer Reviewed International Journal
Articles available online http://www.ijoer.in
Vol.3., Issue.6., 2015
(Nov.-Dec.,)
276
S.P.KANNIYAPPAN et al
TABLE 4 THE CBR VALUES FOR DIFFERENT
PROPORTIONS OF POLYETHYLENE WASTE MIXED
WITH CLAY
Polyethylene
waste
CBR (%)
size
%
3cm x 3cm
x 0 .5 mm
3cm x 3cm
x 1.5 mm
4
13.82
18.84
The above result shows there is a decrease
in the CBR values above 4% of polyethylene waste
and the graph for various sizes and percentages of
waste polyethylene are shown in fig 4.
Fig.4.The Variation of CBR (%) with Polyethylene
Waste (%) 3cm x3cm x 1mm for Clay
Due to increase in CBR value from 3.63% to
17.39% the thickness of pavement above the
subgrade shall reduce from 39cm to 17cm as shown
in fig5.
Fig.5. Polyethylene waste (%) 3cm X 3cm X 1mm Vs.
Thickness of Pavement
IX. CONCLUSION
As the performance of pavement is dependent
on the strength of subgrade and sub-base, the
improvement in CBR value by adding polyethylene
waste on clay and gravel is studied and the following
conclusion are derived:
1. The reuse of polyethylene bags a significant
impact on strength and economy in
pavement construction, if these are
available locally in large quantities.
2. The improvement in CBR values is more in
clay stabilized with polyethylene waste
than in gravel stabilized with polyethylene
waste, where the increase is only 10%.
3. By using these compressed polyethylene
waste bags in subgrade, the thickness
required above the subgrade can be
reduced by about 60%.
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[3]. Mahesh M Barad, “Use of Plastic in
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[7]. IS 2720 (Part xvi), Determination of CBR
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International Journal of Engineering Research-Online
A Peer Reviewed International Journal
Articles available online http://www.ijoer.in
Vol.3., Issue.6., 2015
(Nov.-Dec.,)
277
S.P.KANNIYAPPAN et al
[8]. IRC: 37 Guidelines for the design flexible
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[9]. IS 2720 (Part v), Determination of Liquid
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