ECO-ACTIVE ROADS

ECO-ACTIVE ROADS

APROJECTOFDESIGN OF ECO-ACTIVE ROADSBY

FINAL YEAR CIVIL ENGINEERINGYEAR 2011-2012

GUIDE: -RABIA SAMEEN

DEPARTMENT OF CIVIL ENGINEERINGM.H. SABOO SIDDIK COLLEGE OF ENGINEERING BYCULLA

CERTIFICATE ANJUMAN-I-ISLAMS

M. H. SABOO SIDDIK COLLEGE OF ENGINEERING

8, SABOO SIDDIK POLYTECHNIC ROAD, BYCULLA, MUMBAI-400008

DEPARTMENT OF CIVIL ENGINEERING

This is to certify that the following Students of VIII Semester Civil Engineering, have successfully completed and submitted their project work during the year July 2011 to May 2012 titled as DESIGN OF ECO-ACTIVE ROADS stipulated in the syllabus for the award of Bachelor of Engineering in Civil branch by Mumbai University. This is a bonafide record of project being carried out and partly completed by:1. IRFAN BIRADAR.2. OWAIS GAZDHAR.3. MAZHAR KHAN.4. AZAD CHAUHAN.

PROF.RABIA SAMEEN PROF. ZAHEER KHAN (Project guide) (Head of the department)

EXAMINER 1 EXAMINER

SR.NOTOPICPAGE NO.

1CONCEPT BEHIND ECO-ACTIVE ROAD10

2STUDY OF ROAD CONSTRUCTION22

3PLASTIC WASTE27

4

TITANIUM-DIOXIDE AND SAWDUST30

5MARSHALL METHOD OF DESIGN33

6A BREAKTHROUGH CONCEPT IN THE PREPARATION OF HIGHLY-SUSTAINABLE PHOTO CATALYTIC WARM ASPHALT MIXTURE

61

REFERENCES72

PREFACE

For the overall development of Civil Engineering Students project work is indeed very essential. Hence its a part of the curriculum of the four year degree course of Bachelor of Civil Engineering.Practical knowledge definitely has an edge over the theoretical knowledge in a way that it only further enhances the technical skills of the students in understanding the concepts better.Visual effect has a long lasting impression as compared to theory which only adds to the practical knowledge of the students but at the same time the importance of theory cannot be neglected.The start of this decade has revolutionized the civil industry in India. This can be explained by the very fact that the number of civil industries is growing. Also technology is rapidly undergoing vital changes.It may be said that true indication of nations progress and development is mostly gauged through infrastructure projects like dams, roads, bridges, power stations, heavy industries and also utilities services like water supply, sewage system and waste management system.One of the important components of civil engineering is roads.But the biggest concern of road is the need to implement new technologies and its application.We have made sincere attempts and taken every care to present this matter on the Evaluation of Sewage Treatment Plant in precise and compact form, the language being as simple as possible.The task of completion of the report though being difficult was made quite simple, interesting and successful due to deep involvement and complete dedication of our department, professors, colleagues and a big help from the IRB (INDIAN ROAD BUREAU).

ACKNOWLEDGEMENTIt is indeed a matter of great pleasure and proud privilege to be able to present this synopsis of the project report.

We express our gratitude towards civil engineering department of M. H. Saboo Siddik College of Engineering, which has given us the opportunity to work on this project.

We are grateful to all resource personals at the INDIAN ROAD BUREAU,BOISAR PLANT and our Professor Er. UMA KALE who has been instrumental in the successful completion of this synopsis report.

We would like to thank to all those people who have directly or indirectly helped us in compiling this synopsis report.

Really it is highly impossible to repay the debt of all the people who contributed in accomplishing the task of preparation of this synopsis report.

ABSTRACT

The safe disposal of waste materials is an increasingly economic and environmental concern in the and around the world. When applicable, the inclusion of waste materials into pavement construction materials is a desirable goal.However, due to the importance of roads to commerce and personal mobility, the pavement structure should not become simply a waste disposal area. Waste materials that are included in the construction of the pavement must meet certain engineering, environmental, and economic criteria. The waste material must not have an unacceptable adverse effect on the performance of the pavement. The waste material should not have unacceptable health concerns to workers or users either during construction or while in use. The waste material should be properly contained within the pavement structure thereby posing no threat to the environment. The use of waste materials must be economically sound both initially and over the life of the pavement.

High priority will be attached to the environmental friendliness of road transport. The aim of the proposed project is to stimulate and promote the application of micron and nano technologies for research purposes in the road building sector. Experiments must show that these technologies will generate the essential breakthrough knowledge needed to solve todays major problems with respect to behaviour and performance of road and materials.

ECO-ACTIVE ROADS

CHAPTER NO: 1CONCEPT BEHIND ECO-ACTIVE ROAD

1.INTRODUCTIONPlastics have become common mans friend. It finds its use in every field. Nearly 50% of the plastic consumed is used for packing. The most used plastic materials for packing are carry bags, cups, thermocoles and foams. These materials are manufactured using polymers like Polyethylene, polypropylene and polystyrene. The tubes and wires are made out of poly vinyl chloride. These materials, once used are either thrown out or littered and ultimately get mixed with Municipal Solid Waste (MSW). As the plastics are non- biodegradable, their disposal is a problem and they cause social problems contributing for environmental pollution. Plastics waste constitutes a significant portion of the total municipal solid waste (MSW) generated in India. It is estimated that approximately 10 thousand tons per day (TPD) of plastics waste is generated (i.e. 9 % of 1.20 lakh TPD of MSW). Their visibility has been perceived as a serious problem and made plastics a target in the management of solid waste. Plastics are non-biodegradable. They also have very long lifetime and the burning of plastics waste under uncontrolled conditions could also lead to generation of many hazardous air pollutants (HAPs) depending upon the type of polymers and additives used. However, the end-of-life plastics can be recycled into a second life application but after every thermal treatment, degradation of plastics takes place to a certain extent. SolubilityDecom-ProductsIgnitionProducts

SofteningProductsreported

positiontemp.reported

Polymer*Tempinon

WaterEPTDeg.CreportedTempDecompo-rangeinon

Deg.CDeg. Cignition

sition

PE FilmNilNil100-120No gas289-335CH4, C2H6>700CO,CO2

PPNilNil140 - 160No gas271-329C2H6>700CO,CO2

PSNilNil110-140No gas300-350C6H6>700CO,CO2

To address the plastics waste disposal issue, an attempt has been made to describe the possibilities of reusing the plastics waste (post-consumer plastics waste) in road construction. Central Pollution Control Board (CPCB) Delhi has published Indicative Operational Guidelines on Construction of Polymer Bitumen Roads for reuse of waste plastics (PROBES/101/2005-06). The document explains the method of collection, cleaning process, shredding, sieving and then mixing with bitumen for road laying.The world faces a significant challenge in controlling air pollution resulting from transportation activities. Although attempts are made to lower vehicle emission standards, a method is needed to remove these pollutants once they are emitted to the atmosphere. The potential of titanium dioxide (TiO2) as an air purifier in urban and metropolitan areas, which suffer from high concentration of air pollutants, has been widely recognized in literature. Evaluation of concrete pavement treated with TiO2 provided promising results as recent research by the authors and others show that a thin surface coating is able to remove a significant portion of nitrogen oxides (NOx) and volatile organic compounds (VOC) pollutants from the atmosphere when placed as close as possible to the source of pollution. However, with 94% road network covered with asphalt, it appears that widespread use of titanium dioxide in air purification applications can only be achieved by the development of a novel asphalt mixture that does not affect the mechanical properties of the mix while incorporating a photo catalytic compound into current highway construction practices. In addition, the use of Warm Mix Asphalt (WMA) will have the added benefits of reduced energy and the associated pollution emissions during production.

This report attempts to review and summarize the best information currently available on use for wood fines. Economical disposal of sawdust is a problem of growing concern to the wood industries. Large-scale use of sawdust still remains a major problem for which only partial solutions have developed. The Norwegian Public Roads Administration has for many years employed various lightweight filling materials to overcome load and settlement problems in connection with road construction on soft subsoil. Some 50 years back sawdust, a waste material from sawmills, was used as a lightweight filling material. Thus we incorporated sawdust as a filler material in road construction.

NEED FOR THE STUDY:

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) Application for use of saw dust.6) To find its utility in bituminous mixes for road construction 7) Application of photocatlyic property of Tio2 8) Laboratory performance studies were conducted on bituminous mixes.

OBJECTIVE: STUDY OFDESIGN FOR PLASTIC ROAD.

UTILISATION OF SAWDUST AND TITANIUM DI-OXIDE ALONG WITH PLASTIC ROAD.

1.1 ROAD ENGINEERING VISION:Today, a world without roads, cars, motorcycles and bicycles is almost unimaginable. The entire road infrastructure with its diversity of transport concepts now has a prominent almost dominant position in our society. The question is therefore not so much whether there will still be a road infrastructure in the future, but rather how will society view these mobility facilities in, say, thirty or forty years time .Comparing the road infrastructure and means of transport of today with those of forty years ago , it becomes clear that in the next forty years time everything will again look a lot different to how it looks today. Societies are constantly developing and, consequently so are peoples requirements regarding the use, structure and design of the road infrastructure not just roads in urban areas (urban roads), but also the motorways (interurban roads) between the major European cities. It is also quite conceivable that the future construction and design of infrastructure constructions such as bridges and tunnels will be subject to different requirements. In view of the lengthy time span of 10 to 15 years between planning infrastructure facilities and its actual completion, followed by an operational period of at least 25 years, more clarity of these future needs, demands and requirements becomes essential in order to make the right choices for today. Making the future more identifiable and tangible reveals the gaps of knowledge and indicates which new technologies will have to be developed to meet the future demands and requirements.Besides generic developments like shortage of clean environment, space and energy, spotting and extrapolating the social and economical trends and technical advances offer starting-points for forming a more realistic image of the future and the associated needs and demands related to road transport.The results of these exercises have been presented in document New Road Construction Concepts: Vision 2040, this vision is a realistic and most likely description of future society and shows what the world might look like in (in this case) thirty-five years and how society thinks about use, design construction and maintenance of infrastructure for the coming decades. This Vision 2040 has provided the basis of aim to identify and specify the research activities, required in road engineering to guaranty to some extend convenient, comfortable and reliable ground transport in the next decades.

1.2 DEVELOPMENTS REQUIRED:The 'Vision 2040' document concludes that future infrastructure research must be focused on a set of our main social questions/demands. These are the 'new road construction concepts: Reliable infrastructure, Green infrastructure, Safe & Secure infrastructure and Human infrastructure. Each concept has been developed into various 'directions of solution' or 'domains of research, including examples of potential projects. All these projects reflect a common interest of both the public and the private partners in the field of road engineering. It is common knowledge that the road-engineering sector does not have the appeal of the most sparkling innovative industry. Through incremental upgrades, the road-engineering sector has been able to meet the growing road transport demands over the last decades. Without drastically changing the concepts of design and methods of physical/mechanical material testing, the sector has managed to improve the performance of road infrastructure and related components. The complexity of infrastructure works and the complexity of the problems requiring solutions are growing. Due to their technical limitations, existing concepts, common models and testing facilities will no longer be able to generate adequate solutions in the long run. A new generation of problems requires a new generation of approaches to setting up research. However, lack of adequate investigation tools and fundamental knowledge about the subject make it difficult to provide solutions of the quality required and thus hinder trend-setting developments.This situation sounds familiar to every European country. Notably with respect to the road infrastructure sector, terms like traditional, conventional and lack of sex appeal are frequently used to describe the sector. Nevertheless in many/most European countries, the need to develop fundamental knowledge about the subject is hampered by lack of interest among policy makers and consequent lack of funding. At national level, the motto is Wait and see. At times however, new sources of more sophisticated and relatively fundamental knowledge must be tapped to offer the market impulses for developing new products, concepts, models and technical tools. In view of thecommon interest, particularly projects crossing the traditional borders need a European-wide investigation and cooperation impulse.

1.3 VISION 2040:The seeds of tomorrows road networks are sown today. The lengthy time span between planning infrastructure objects and its actual completion force policy makers and road engineers to take long views. Neglecting the future can result in disinvestments because of the increased risk that the functionality of the planned new infrastructure becomes outdated soon after completion. Although nobody is capable of predicting the future exactly, it becomes less mysterious by means of spotting, interpreting and extrapolating social, economical and mobility related trends and technical advances.A confrontation of these trends with the general generic developments, which will emerge in all countries sooner or later, will help to give still more clarity of the potential image of the future.Generic developmentsShortage of clean environment: including air pollution from cars. Shortage of energy: the natural oil resources are scraping the bottom of the barrels Shortage of space: for housing, working, living, recreation and transport.But also: Increased demand for mobility: amongst others resulting from increase in leisure activities and increasing of single households, Increased individual demands: everybody enjoys driving a car, but nobody wants to see a road, hear the traffic or smell exhaust fumes.In accordance with democratic constitutions, the best predictable image of the future will be a balanced mixture of all these to a certain extent conflicting trends and developments. There must be sufficient focus on the economic interests of well functioning infrastructure and other public spaces as well as the impact of this use on the neighbours (communities and natural habitats) of these infrastructure and public spaces. Starting from the same ingredients (trends, developments and technical advances),all countries must establish their own workshop. A brief impression of this vision with its typical characteristics in bold type is given below. High priority will be attached to the environmental friendliness of road transport. New transport systems such as road trains combined with advanced traffic management systems provide efficient, smooth and low energy transport of goods. Zero emission vehicles with silent tyres, combined with new noise absorbing road surfaces will reduce air and noise pollution.

Underground or covered roads will improve the aesthetic features of the infrastructure and create space for new, non-transport related functions. Multi functional use of the third, vertical dimension of the square meters occupied by infrastructure is being planned. In this context, special attention is paid to use of plastic waste. Due to lack of space for excessive expansion of road networks, city planners have returned to the principle of compact cities in order to reduce traffic demands. As a result of this compact city concept, suburban roads are transformed into multi-usable streets serving the safety of all kinds of users of the public space. However, expansion of road networks in urbanised areas will only be considered if it can provide a major contribution in terms of relieving congestion. Thus traffic congestion will continue to be a familiar problem. The image of an environmentally-friendly sector with high sustainability standards will be completed by maximising the recycling of demolition waste to minimise the use of new raw materials and the subsequent impact on natural resources and habitats.The economic interest of road transport will be served by infrastructure that is reliable and available around the clock. New construction and maintenance techniques have been introduced to upgrade and rehabilitate the old (existing) network and to build new roads to complete the networks fast and cost-effectively. Roads are built to high quality and durable standards, resulting in low maintenance. The need for low maintenance helps minimize downtime and optimizes availability of the road network. Road construction becomes flexible by designing according to a modular multi-layer concept.Smart and fast maintenance techniques are developed to reduce downtime of the road, for example surface treatment sprays to revitalize surface properties and prefab surface layers (pavement on a roll) allowing partial and rapid replacement and upgrading of pavements. New intelligent in-car techniques, smart road and travel management systems will increase the capacity of roads as well as reduce the number of casualties. Dedicated lanes have been introduced on a wide scale to give priority to certain types of vehicles, e.g. long distance transport lanes (interurban) and separate lanes for buses and bicycles in urban and suburban areas. The road area will also be used more dynamically. The introduction of variable lane configurations during the day responds to changing demands at different times of day. Finally, to reduce the traffic demand, public transport facilities provide seamless connections to private transport. Access to convenient transportation for people of all ages, incomes and physical abilities is the ultimate requirement in responding to the mobility demands of the year 2040.

1.4 CONCEPTS AND SOLUTIONS:

Based on todays expectations, the vision 2040 reflects society in the year 2040 with the emphasis on the use and perception of road infrastructure. The vision represents the demands and requirements made by society in 2040 on the road infrastructure. Amongst other things, the infrastructure must be reliable and environmentally-friendly in use, durable and sustainable of construction and available and accessible to all categories of users around the clock. Such demands and requirements for the future are ambitious and challenge the sector to fulfil expectations. At the same time, these demands and requirements are important to enable policy makers to make the right choices and decisions today, because the seeds of tomorrows infrastructure must be sown today.After presenting the future demands and requirements, the main questions are How to meet this future and How to prepare the sector for solving the complex and challenging questions which will emerge. Comparing the future with the present situation reveals the differences between todays and tomorrows demands and requirements, but still does not show the steps which have to be taken to bridge these differences. Too many focus points with respect to the future cause confusion and debate. For stimulating, fresh provocative discussions resulting in innovative ideas, the long list of future demands and requirements has been reduced to a selected number of challenging statements. Statements which can easily be remembered by everybody and which at the same time provide food for thought.The relevant aspect of the vision have been labelled with typical characteristics (bold type in the previous section) showing the colour of the demands of the future at a more recognisable level linked to the present jargon of policy makers and engineers concerning road infrastructure.Clustering related characteristics produces this selected number of statements, called new road construction concepts in the context of NR2C, representing and expressing the major users and stakeholders requirements.

The society of 2040 expects: Reliable Infrastructure, standing for optimising the availability of infrastructure,Green (environmentally-friendly) Infrastructure, standing for reducing the environmental impact of traffic and infrastructure on the sustainable society, Safe and Smart Infrastructure, standing for optimising flows of traffic of all categories of road users and safe road construction working, Human (-friendly) Infrastructure, standing for harmonising infrastructure with the human dimensions.These four concepts apply to the three fields of the NR2C project: urban and interurban roads and constructions. Society demands reliable, green, human, safe and smart infrastructure in a stable composition. Of course this composition will differ in detail with regard to urban and interurban road infrastructure and structures, but similar basic questions apply to both engineering fields, resulting in a limited number of similar categories of solutions. These solutions are not strictly connected to one of the concepts by definition, but will generally contribute to several concepts. The main subject or aim of a solution or project determines the allocation to one of the concepts, but as a matter of accuracy it isimportant to take into account the possible benefits for the other concepts as well. These four construction concepts formed the framework of thinking about technical solutions and research programmes. They have been applied as starting points for debates with scientists, engineers and other stakeholders. By asking questions like: "What are the basic elements of green infrastructure? and What needs to be done to create a green infrastructure? the four concepts have been developed into long lists of ideas and suggestions for projects. Recapitulation of these lists shows similarities and relations between ideas and suggestions, resulting in a selected number of clear and recognisable main solution directions for every concept. Concepts and directions forsolutions reflect the main problems facing modern policy makers and help them placing projects and research programmes in the right context.The transformation of the vision 2040 into new road construction concepts with solution directions has schematised in the figure below. In the next chapters 3 up to 6 concepts and directions for solutions will be explained and developed further.

1.5 NEW AGE BINDER DESIGN (NANO) TECHNOLOGIES: By means of incremental upgrades, the road-engineering sector has been able to meet the growing road transport demands over the last decades. Without drastically changing the concepts of design and the methods of physical/mechanical material testing, the sector has managed to improve the performance of road constructions and asphalt mixes. Learning on the job, long-term performance tests in practice and many other forms of comparative empirical research in this period have produced a great deal of knowledge and expertise. However availability of knowledge and expertise does not mean that road engineers fully understand the behavior and performance of the structures and materials they are working with. For instance healing, stripping and ageing of asphalt are well known phenomena affecting the long-term behavior and performance of pavement constructions. Everybody in the sector also knows that the production and application of asphalt mixtures in combination with the quality of the ingredients of the mixtures and conditions of everyday use affect the extent to which these phenomena appear. But nobody can explain which physical and chemical processes are the actual driving forces of these phenomena. Despite the increased accuracy of measuring deformations and stresses, the current mechanical and physical test equipments, based on beating, pulling pushing and bending specimens, are unable to detect these phenomena either. These tests have been designed for comparative research to separate chaff from wheat and are incapable of predicting the long-term behavior and performance of pavement materials and mixes. Better understanding of the behavior and performance of asphalt layers requires knowledge about the intrinsic properties of the asphalt components, starting with the most dominant and expensive ingredient with respect to lifetime properties: the bitumen or binder.Knowledge about the changes of the intrinsic properties of binders during the entire life cycle of asphalt is essential for managing and controlling the above-mentioned phenomena from the start. For example, which molecules are responsible for the adhesion with aggregates and which for visco-elastic behavior? The physical and chemical processes during production, processing and use of the asphalt mixtures undoubtedly produce mutations of the molecules inside the bitumen.

How and to what extent? Answering these questions will make it possible to create tailor-made bitumen (including bio or agro binders and other substitutes) and asphalt mixtures of higher qualities. To develop this knowledge, the road-engineering sector must cooperate with other disciplines like physics, chemistry and biology and apply their micron and nano research technologies.The potency of these new technologies has been demonstrated inmany other sectors. With respect to the building sector, for example, these technologies have contributed to the development of self-healing concrete and coatings. The introduction of these technologies in the road-engineering sector is also strongly recommended by ERTRAC in the Strategic Research Agenda.The aim of the proposed project is to stimulate and promote the application of micron and nano technologies for research purposes in the road building sector. Experiments must show that these technologies will generate the essential breakthrough knowledge needed to solve todays major problems with respect to behaviour and performance of road and materials. Only by understandingwhat is really happening in practice, knowing the driving forces of failure mechanisms and knowing which intrinsic parts of the mixing components are responsible for the behaviour of a material or product it is possible to take the right measurements to reduce or prevent failure. For instance which molecules have to be added to a binder to make asphalt better resistant against ageing? The results of the project offer the industry new challenges to develop high quality materials and proper products. The project will produce a new generation of high added-value competitive products and services with superior performance across a range of applications in the road building sector. Besides the basic quick win of the project will be the cooperation between various disciplines.

CHAPTER 2STUDY OF ROAD CONSTRUCTION

2.1 ROAD CONSTRUCTION:

Flexible pavements are so named because the total pavement structure deflects, or flexes, under loading. A flexible pavement structure is typically composed ofseveral layers of material. Each layer receives the loads from the above layer, spreads them out, then passes on these loads to the next layer belowWhen a road is built, the surface is dug-out down to the designed depth of the intended road. Preparation is carried out on the ground now exposed below (such as compaction). The road itself will then be built up above, usually consisting of four layers: -The sub-grade is the ground below the road layers which is exposed once the ground has been dug out ready to build the road. The top level of this is termed the formation. The capping is a layer added above the sub-grade to protect it in new constructions. In this case, the top layer of the capping will constitute the formation.The four (typically) layers of the road above are termed (bottom to top) sub-base, base (formerly known as road base), base (formerly known as road base), binder course (formerly known as base course) and surface course (formerly known as wearing course).As the stress transmitted through the road structure from the vehicles above spreads and lessens with depth, stronger and more expensive materials are needed in the upper levels. Additionally, the nearer the surface, the flatter the profile must be. This is obviously because an uneven surface will be uncomfortable for vehicle occupants and will wear more quickly

(each time a vehicle hits a bump, it is in effect hammering the surface). These factors are the main reasons for the layered construction of the road.Weight on any unbound material will compact it down with time, as material is forced down and fills gaps. For this reason during construction of each layer, artificial compaction is carried out. In fact, each of the layers of the road structure are usually laid in layers themselves, with further compaction taking place each time.Roads are designed in the UK to last for 40 years, with a major reconstruction in the middle, before needing to be completely reconstructed. The life time of a road can be reduced by greater than expected increase in traffic, though a certain amount of traffic growth is allowed for when the road is designed. The only factor taken into account here is the expected amount of commercial vehicles. This is because the damaging effect of an 8200kg axle load is 100 times that of a 2700kg axle load, even the latter being greatly more than the axle load of a private vehicle.1) THE SUB-BASE:The sub-base should be laid as soon as possible after final stripping to formation level, to prevent damage from rain or sun baking which could cause surface cracks. The fact that this is required when roads are constructed, emphasizes the importance of backfilling excavations quickly and properly and preventing ingress of moisture when roads have been excavated for utility works.The most commonly used material for use in sub-bases is termed Type 1. This is an unbound material made from crushed rock, crushed slag, crushed concrete, recycled aggregates or well burnt non-plastic shale. It contains particles of various sizes, the percentage of each size being within a defined range. Up to 10% may be natural sand. The predefined and calculated range of material sizes contained means that once compacted, it will resist further movement within its structure. In other words, it tends not to sink with time (though it will sink if not compacted properly when laid).Other materials used for the construction of sub-bases include bituminous-bound materials and concrete and cement-bound materials, including wet-lean concrete.

2) SUB-BASE AND BASE MATERIALS :Again, Type 1 is most commonly used. Other materials include Type 2 and Type 3. Slag bound material used to be known as Wet Mix. It is a plant manufactured granular aggregate. It must be laid and compacted quickly, as this must take place within 6 hours of the GBS and activator components. Various other materials are less commonly used.All materials on arrival from the plant must be protected from the weather, as drying or wetting changes the composition. They must be spread evenly. They are laid in layers of 110mm - 225mm compacted thickness, the thickness of the layers being gauged by various means including pegs and lines, sight rails and a guide wire. In initial build and reinstatement, the thickness of the layers depends on the compaction plant being used.Bituminous base materials are either dense base macadam or rolled asphalt. Various concrete and cement - bound materials are used, the specifications for these being different to those applying for sub-base materials.

3) SURFACING:Both the surface course and binder course are included in the part of the road structure termed the surfacing. Occasionally the surfacing is laid as a single course. Normally, it is layed as two course binder and surface.The binder course helps distribute the load of traffic above onto the base course, which is usually a weaker material. It also provides a flat surface onto which the normally thinner surface course is laid. In new construction, typical thickness is between 45mm and 105mm. Thickness may vary considerably where a new binder course is laid to an existing road structure for strengthening purposes. Stone sizes used are 20, 28 or 40mm. The thicker the binder course, the larger the stone size. Materials used include open graded macadam, dense coated macadam and rolled asphalt.Surface courses are laid in a wide range of bituminous materials, ranging in thickness from 20 to 40mm. The material selected is dependent on the anticipated traffic intensity. The two most commonly used surface materials in the UK are HRA and SMA.Hot rolled asphalt is made with high fines and asphaltic cement content with crushed rock, slag or gravel added. Normal thickness is 40mm with 20mm coated chippings rolled into the surface providing better skid resistance.Stone mastic asphalt is not as susceptible to rutting as other surfaces and reduces surface noise. Normal layer thickness is between 20mm and 40mm.CONCERNED LAYERS OF OUR PROJECT1) WEARING COURSE (USE OF TIO2).2) BINDER COURSE (USE OF PLASTIC & SAWDUST)

CHAPTER 3PLASTIC WASTE

3.1ENVIRONMENTAL ISSUES AND CHALLENGES:It is noteworthy that quantum of waste is ever increasing due to increase in population, developmental activities, changes in life style, and socio-economic conditions, Plastics Waste is a significant portion of the total municipal solid waste (MSW). It is estimated that approximately 10 thousand tons per day (TPD) of plastics waste is generated i.e. 9 % of 1.20 lacks TPD of MSW in India. The plastics waste constitutes two major category of plastics; (1) Thermoplastics and (2) Thermoset plastics. Thermoplastics, constitutes 80% and Thermoset, constitutes approximately 20% of total post-consumer plastics waste generated in India. The Thermoplastics are recyclable plastics which include; Polyethylene Terephthalate (PET), Low Density Poly Ethylene (LDPE), Poly Vinyl Chloride(PVC), High Density Poly Ethylene (HDPE), Polypropylene(PP), Polystyrene (PS) etc., however, Thermoset plastics contains Alkyd, Epoxy, Ester, Melamine Formaldehyde, Phenolic Formaldehyde, Silicon, Urea Formaldehyde, Polyurethane, Metalized and Multilayer Plastics etc. The environmental hazards due to mismanagement of plastics waste include the followings: Plastics carry bags, laminated pouches (including Gutka pouches) and other non-recyclable plastics are littered throughout the city. Littered plastics spoils beauty of the city and chokes drains and make many important public places filthy. Garbage containing plastics when burnt may cause air pollution problem and particularly burning of plastics may emit polluting gases. Garbage mixed with plastics interferes in waste processing facilities and may also cause problems in landfill operations. Plastics waste littered at various places other than the bins set up by the local authorities, remains uncollected. Local vendors (vegetable, fruits and groceries) are using plastics carry bags not meeting with the prescribed specifications and such bags are not even collected by rag pickers. Recycling industries operating in non-conforming areas are posing unhygienic problems to the environment.

3.2 Waste Plastics - as Binder and Modifier:Waste plastics (polythene carry bags, and above category of plastic etc.) on heating soften at around 130C. Thermo gravimetric analysis has shown that there is no gas evolution in the temperature range of 130-180C. 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.

3.3 THERMAL STUDY:A study of the thermal behavior of the polymers namely polyethylene, polypropylene, polystyrene, shows that those polymers get softened easily without any evolution of gas around 130-1400C, this has been scientifically verified.At around 3500C they get decomposed releasing gases like methane, ethane etc and at 7000C they undergo combustion, producing gases like CO and CO2. 3.4 BINDING PROPERTY:The molten plastic waste inhibits good binding property. Following experiments were carried out to study the binding property.1. The aggregate was heated to around 1700C and the shredded plastic waste was added. Plastics got softened and coated over the aggregate. The mix of aggregate and plastic was compacted and cooled. The block was very hard and showed compressive strength not less than 130 MPa and binding strength of 500 kg/cm2. This shows that the binding strength of the polymer is good. 2. The polymer coated aggregate was socked in water for 72 hours. There was no stripping at all. This shows that the coated plastic material sticks well with the surface of the aggregate.

Chapter 4Titanium-dioxide and sawdust

4.1 SAWDUST AS FILLER:The sawdust, specifically that which is water cooled, exhibits physical properties similar to those of well-graded gravelly sand, although the specific gravity will normally be lower than most natural sands. Sawdust ash has been used successfully as an aggregate replacement in structural fill applications. A prepared (washed) sawdust ash was used to replace the fine aggregate fraction in a granite hot-mix asphalt mixture. This resulted in a very acceptable mixture, although it required higher asphalt content than found in normal granite hot-mix asphalt .It also reduced the moisture susceptibility of the conventional mixture. A similar result, of reduced moisture susceptibility, when sawdust ash was used to replace the mineral filler portion of hot-mix asphalt mixtures. One study in Japan successfully utilized sawdust ash as a partial aggregate replacement for both base course and hot-mix asphalt mixtures in a commercial haul road pavement. The sawdust fly ash produced in these plants may have uses similar to those detailed under Coal ash by-products, but the exact properties of the sawdust fly ash produced need to be evaluated. One investigation found that combining 15 percent sawdust with tropical fine-grained soils increased the shear strength and decreased the plasticity of the soils evaluated. Some sawdust has been shown to possess substantial pozzolanic behavior. Prior to using sawdust ash in any application the environmental effects must be considered. Analysis has shown that most sawdust are classified as nonhazardous.

4.2 PHOTOCATALYSIS OF TIO2:

Titanium dioxide photo catalysis is based on the semiconducting nature of its anatase crystal type. Construction materials with titanium photo catalyst show performances of air purification, self-cleaning, water purification, and antibacterial action. Strong sunlight or ultraviolet light decomposes many organic materials in a slow, natural process. You have seen this process, for example, in the way the plastic dashboard of your truck fades and gets brittle over time. Photocatalysts speed up this process and, like other types of catalysts, stimulate a chemical transformation without being consumed or worn-out by the reaction.

Photocatalytic titanium dioxide is energized by UV and accelerates the decomposition of organic particulates and airborne pollutants such as nitrous oxide (NOx).

When used on or in bitumen road, photocatalysts decompose organic materials that foul the surface. The organic compounds affected by photocatalysts include dirt (soot, grime, oil and particulates) biological organisms (mold, algae, bacteria and allergens), air-borne pollutants (VOCs including formaldehyde and benzene; tobacco smoke; and the nitrous oxides (NOx) and sulfuric oxides (SOx) that are significant factors in smog), and even the chemicals that cause odors. The catalyzed compounds break down into oxygen, carbon dioxide, water, sulfate, nitrate and other molecules that are either beneficial to or at have a relatively benign impact on the environment. Most inorganic pollutants and stains, including rust, are not catalyzed. The products of the catalytic reaction are easy to remove from the treated surface because the surface becomes hydrophilic a term that means water loving. A hydrophilic surface prevents moisture from forming beads of water that may cause stains by attracting and holding dirt and then streaking the surface. Instead, moisture forms a thin film across a surface that interferes with the adhesion of dirt. Rain or simple rinsing can then easily remove the dirt. The result: your building or structure stays cleaner and more beautiful.

CHAPTER 5MARSHALL METHOD OF DESIGN

The Laboratory determination of Job mix for Dense Graded bituminous Macadam was carried out to meet the Specification standard MORT&H specification clause 507 and Marshall Method was adopted for design and analysis mix as described in the Asphalt Institute Manual MS -2. The basic principle of mix Design is to arrive at the optimum binder content, given the gradation selected and the mechanical properties desired.A.STEPS FOR DESIGN:5.1SELECTION OF GRADING TO BE USED: The aggregates used in Design of Dense Graded Bituminous Macadam Mix are obtained from IRB. The Physical properties of aggregates collected from Hot Bins of Hot Mix Plant have been tested to examine their suitability for in DBM. The following test & its results are summarized below: A) SIEVE ANALYSIS(IS2386:PART I)Sieve analysis helps to determine the particle size distribution of the coarse and fine aggregates. This is done by sieving the aggregates as per IS: 2386 (Part I) 1963. In this we use different sieves as standardized by the IS code and then pass aggregates through them and thus collect different sized particles left over different sieves.The apparatus used are -i) A set of IS Sieves of sizes 80mm, 63mm, 50mm, 40mm,31.5mm, 25mm, 20mm, 16mm, 12.5mm, 10mm, 6.3mm,4.75mm, 3.35mm, 2.36mm, 1.18mm, 600m, 300m, 150m and 75m.ii) Balance or scale with an accuracy to measure 0.1 percent of the weight of the test sample.The weight of sample available should not be less than the weight given below:-

The sample for sieving should be prepared from the larger sample either by quartering or by means of a sample divider.PROCEDURE TO DETERMINE THE PARTICLE SIZE DISTRIBUTION OF AGGREGATES.i) The test sample is dried to a constant weight at a temperature of 110 + 5oC and weighed.ii)The sample is sieved by using a set of IS Sieves.iii)On completion of sieving, the material on each sieve is weighed. iv)Cumulative weight passing through each sieve is calculated as a percentage of the total sample. v) Fineness modulus is obtained by adding cumulative percentage of aggregates retained on each sieve and dividing the sum by 100.

TEST RESULT:The results should be calculated and reported as: i) The cumulative percentage by weight of the total sample.ii) The percentage by weight of the total sample passing through one sieve and retained on the next smaller sieve, to the nearest 0.1 percent. The results of the sieve analysis may be recorded graphically on a semi-log graph with particle size as abscissa (log scale) and the percentage smaller than the specified diameter as ordinate.

B) DETERMINATION OF AGGREGATE IMPACT VALUE:

APPARATUS:The apparatus as per IS: 2386 (Part IV) 1963 consists of:(i) A testing machine weighing 45 to 60 kg and having a metal base with a painted lower surface of not less than 30 cm in diameter. It is supported on level and plane concrete floor of minimum 45 cm thickness. The machine should also have provisions for fixing its base.(ii) A cylindrical steel cup of internal diameter 102 mm, depth 50 mm and minimumThickness 6.3 mm. .(iii) A metal hammer or tup weighing 13.5 to 14.0 kg the lower end being cylindrical in shape, 50 mm long, 100.0 mm in diameter, with a 2 mm chamfer at the lower edge and case hardened. The hammer should slide freely between vertical guides and be concentric with the cup. Free fall of hammer should be within 3805 mm.(iv) A cylindrical metal measure having internal diameter 75 mm and depth 50 mmfor measuring aggregates.(v) Tamping rod 10 mm in diameter and 230 mm long, rounded at one end.(vi) A balance of capacity not less than 500g, readable and accurate up to 0.1 g.

THEORY:The property of a material to resist impact is known as toughness. Due to movement of vehicles on the road the aggregates are subjected to impact resulting in their breaking down into smaller pieces. The aggregates should therefore have sufficient toughness to resist their disintegration due to impact. This characteristic is measured by impact value test. The aggregate impact value is a measure of resistance to sudden impact or shock, which may differ from its resistance to gradually applied compressive load.

PROCEDURE:The test sample consists of aggregates sized 10.0 mm 12.5 mm. Aggregates may be dried by heating at 100-110 C for a period of 4 hours and cooled.(i) Sieve the material through 12.5 mm and 10.0mm IS sieves. The aggregates passing through 12.5mm sieve and retained on 10.0mm sieve comprises the test material.(ii) Pour the aggregates to fill about just 1/3 rd depth of measuring cylinder.

(iii) Compact the material by giving 25 gentle blows with the rounded end of the tamping rod.(iv) Add two more layers in similar manner, so that cylinder is full.(v) Strike off the surplus aggregates.(vi) Determine the net weight of the aggregates to the nearest gram(W).(vii) Bring the impact machine to rest without wedging or packing up on the level plate, block or floor, so that it is rigid and the hammer guide columns are vertical.(viii) Fix the cup firmly in position on the base of machine and place whole of the test. Sample in it and compact by giving 25 gentle strokes with tamping rod.(ix) Raise the hammer until its lower face is 380 mm above the surface of aggregate sample in the cup and allow it to fall freely on the aggregate sample. Give 15 such blows at an interval of not less than one second between successive falls.(x) Remove the crushed aggregate from the cup and sieve it through 2.36 mm IS sieves until no further significant amount passes in one minute. Weigh the fraction passing the sieve to an accuracy of 1 gm. Also, weigh the fraction retained in the sieve.Compute the aggregate impact value. The mean of two observations, rounded to nearest whole number is reported as the Aggregate Impact Value

RECOMMENDED VALUESClassification of aggregates using Aggregate Impact Value is as given below:Aggregate Impact ValueClassification

35%Weak for road surfacing

Specified limits of percent aggregate impact value for different types of road construction by Indian Roads Congress is given below.

SR.NOTYPE OF PAVEMENTAGGREGATE IMPACT VALUE NOT MORE THAN

1.Wearing Course30

a)Bituminous surface dressing

b)Penetration macadam

c)Bituminous carpet concrete

d)Cement concrete

2.Bitumen bound macadam base course35

3.WBM base course with bitumen surfacing40

4Cement concrete base course45

FIGURE:IMPACT VALUE APPRATUS

C) FLAKINESS AND ELONGATION INDEX TEST:The properties of fresh and hardened concrete depend on the shape of the aggregates as well as other characteristics. The shape of three dimensional bodies is difficult to describe, it can be simplified by describing certain geometric characteristics such as the flakiness and elongation index. These are defined as follows;Flakiness Index is the percentage by weight of particles in it, whose least dimension (thickness) is less than three-fifths of its mean dimension. The test is not applicable to particles smaller than 6.3 mm in size. Figure:Flakiness Index sieve

Procedure for using Gauge for Flakiness Index

A balance of suitable capacity, gauge for Flakiness Index and a set of Sieves of relevant sizes as per the specified Standard will be requiredSample size will be such that at least 200 pieces of any fraction to be tested will become available. The aggregates will be dried to a constant weight in an oven at a temperature of 110 5C and weighed to the nearest 0.1g. The aggregates will then be sieved through the set of prescribed sieves. Each fraction is then gauged for thickness through the slots of the gauge. All the pieces passing through the gauge are collected and weighed to an accuracy of 0.1 percent of the weight of the sample.The Flakiness Index is the total weight of the material passing various gauges and sieves expressed as a percentage of the total weight of the sample gauged

Elongation Index:

Figure:Elongation Index sieveSimilar procedure is used for the determination of Elongation Index. Sample is first dried and then sieved through the set of Standard Sieves. Each fraction is then gauged through the slots of the Elongation Gauge. The Elongation Index is the total weight of the material retained on the various length gauges expressed as a percentage of the total weight of the sample gauged.

TABLE 5.1 PHYSICAL REQUIREMENTS FOR COARSE AGGREGATE FOR DENSE BITUMINOUS MACADAM GRADING IIPropertyTestTest ResultsSpecification

CleanlinessGrain size analysis4.50%Max. 5% passing 0.075 mm sieve

Particle shapeFlakiness and Elongation Index ( Combined)23.51%Max. 30 %

StrengthAggregate Impact Value10.96%Max. 27 %

StrippingRetained Coating with Anti stripping agent 0.75%More Than 95%Minimum retained coating 95 %

TABLE5.2 SPECIFIC GRAVITY AND WATER ABSORPTION VALUES OF AGGREGATES:Type of AggregateBulk Specific GravityApparent Specific Gravity Water Absorption (%)

17+ mm2.9012.9280.31

17- 7 mm2.8882.9640.88

7 4 mm2.8752.9671.08

4 0 mm2.8543.0001.71

5.2. DETERMINE THE PROPORTION OF EACH AGGREGATE SIZE REQUIRED TO PRODUCE THE DESIGN GRADING.Table 5.3 GRADATION OF AGGREGATES ALONG WITH SAWDUSTIS Sieve% PassingPermissableJMFSpecified Limits

in mmVariationLowerUpperLowerUpper

37.5100+/- 8%100100100100

26.596.60+/- 8%9010090100

19.089.59+/- 8%82957195

13.262.94+/- 7%56705680

4.7545.23+/- 6%39513854

2.3635.71+/-5%31412842

0.30012.04+/- 4%816721

0.075*4.89+/- 2%3828

*SAWDUST GRADATION

JOB-MIX GRADATION WITH LIMITS

5.3. SELECT BITUMEN GRADE & CHECK ITS PROPERTIES:PHYSICAL PROPERTIES OF BITUMENThere are a number of tests to assess the properties of bituminous materials. The following tests are usually conducted to evaluate different properties of bituminous materials.1) Penetration test2) Ductility test3) Softening point test4) Specific gravity test1) PENETRATION TEST:It measures the hardness or softness of bitumen by measuring the depth in tenths of a millimeter to which a standard loaded needle will penetrate vertically in 5 seconds. BIS had standardized the equipment and test procedure. The penetrometer consists of a needle assembly with a total weight of 100g and a device for releasing and locking in any position. The bitumen is softened to a pouring consistency, stirred thoroughly and poured into containers at a depth at least 15 mm in excess of the expected penetration. The test should be conducted at a specified temperature of 25C. It may be noted that penetration value is largely influenced by any inaccuracy with regards to pouring temperature, size of the needle, weight placed on the needle and the test temperature. 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 Figure4.1shows a schematic Penetration Test setup.

Figure :Penetration Test Setup

2) DUCTILITY TEST:Ductility is the property of bitumen that permits it to undergo great deformation or elongation. Ductility is defined as the distance in cm, to which a standard sample or briquette of the material will be elongated without breaking. Dimension of the briquette thus formed is exactly 1 cm square. The bitumen sample is heated and poured in the mould assembly placed on a plate. These samples with moulds are cooled in the air and then in water bath at 27C temperature. The excess bitumen is cut and the surface is leveled using a hot knife. Then the mould with assembly containing sample is kept in water bath of the ductility machine for about 90 minutes. The sides of the moulds are removed, the clips are hooked on the machine and the machine is operated. The distance up to the point of breaking of thread is the ductility value which is reported in cm. The ductility value gets affected by factors such as pouring temperature, test temperature, rate of pulling etc. A minimum ductility value of 75 cm has been specified by the BIS. Figure4.2shows ductility moulds to be filled with bitumen.

Figure :Ductility Test

3) SOFETNING POINT TEST:Softening point denotes the temperature at which the bitumen attains a particular degree of softening under the specifications of test. The test is conducted by using Ring and Ball apparatus. A brass ring containing test sample of bitumen is suspended in liquid like water or glycerin at a given temperature. A steel ball is placed upon the bitumen sample and the liquid medium is heated at a rate of 5C per minute. Temperature is noted when the softened bitumen touches the metal plate which is at a specified distance below. Generally, higher softening point indicates lower temperature susceptibility and is preferred in hot climates. Figure4.3shows Softening Point test setup

Figure :Softening Point Test Setup

4) SPECIFIC GRAVITY TEST:In paving jobs, to classify a binder, density property is of great use. In most cases bitumen is weighed, but when used with aggregates, the bitumen is converted to volume using density values. The density of bitumen is greatly influenced by its chemical composition. Increase in aromatic type mineral impurities cause an increase in specific gravity.The specific gravity of bitumen is defined as the ratio of mass of given volume of bitumen of known content to the mass of equal volume of water at 27C. The specific gravity can be measured using either pycnometer or preparing a cube specimen of bitumen in semi solid or solid state. The specific gravity of bitumen varies from 0.97 to 1.02

Bitumen 60/70 Grade is used for this Mix Design. The Physical Properties of Bitumen checked in site laboratory are listed below.Table 5.4Sl. No.PropertySpecification LimitsTest Result

1Penetration ( 1/10th mm)60 7068

2Softening Point45 - 5547.5

3Ductility testMin. 75cm100+

4Specific Gravity0.99 Minimum1.042

5.4.SELECTION OF OPTIMUM BINDER CONTENT FROM CONVENTIONAL MIXThe Mix properties at 4.75 % Bitumen Content for convention mix are below.PropertySpecification LimitsConfirmatory Test Results

Minimum Stability (KN)913.05

Minimum Flow (mm)22.88

Maximum Flow (mm)4

Compaction levels (No. of blows)75 Blows on each faces of the specimen-

Percent air Voids (VA)3 - 64.62

Percent voids in mineral aggregate (VMA)12.515.24

Percent voids filled with bitumen (VFB)65 - 7569.67

5.5.VARYING PERCENTAGES OF WASTE PLASTIC BY WEIGHT OF BITUMEN WAS ADDED INTO THE HEATED AGGREGATES.Bitumenous Mix was prepared in the laboratory with varying PLASTIC content of mix 5 percent increments over a range from 15 to 20 % by weight of mix. For each bitumen content three test specimen are prepared and an average of the three specimen obtained.

APPARATUS:1. Mold Assembly: cylindrical moulds of 10 cm diameter and 7.5 cm heightConsisting of a base plate and collar extension 2. Sample Extractor: for extruding the compacted specimen from the mould 3. Compaction pedestal and hammer.4. Breaking head.5. Loading machine (Figure)6. Flow meter, water bath, thermometers

FIGURE:MARSHALL STABILITY TEST APPARATUS.

B.PROCEDURE:

In the Marshall test method of mix design three compacted samples are prepared for each binder content. At least four binder contents are to be tested to get the optimum binder content. All the compacted specimens are subject to the following tests:Bulk density determination.Stability and flow test.Density and voids analysis.

1.BULK DENSITY OF COMPACTED SPECIMEN:

The bulk density of the sample is usually determined by weighting the sample in air and inwater. It may be necessary to coat samples with paraffin before determining density. Thespecific gravity Gbcm of the specimen is given by

where,Wa = weight of sample in air (g)Ww = weight of sample in water (g)

2.STABILITY TEST:

In conducting the stability test, the specimen is immersed in a bath of water at a temperature of601C for a period of 30 minutes. It is then placed in the Marshall stability testing machine and loaded at a constant rate of deformation of 5 mm per minute until failure. Thetotal maximum in kN (that causes failure of the specimen) is taken as Marshall Stability. Thestability value so obtained is corrected for volume. The total amount of deformation is units of 0.25 mm that occurs at maximum load is recorded as Flow Value. The total time between removing the specimen from the bath and completion of the test should not exceed 30 seconds.

C.PREPARATION OF TEST SPECIMEN:

The coarse aggregate, fine aggregate, and the filler material should be proportioned so as tofulfill the requirements of the relevant standards. The required quantity of the mix is taken soas to produce compacted bituminous mix specimens of thickness 63.5 mm approximately. 1200 gm of aggregates and filler are required to produce the desired thickness. The aggregates are heated to a temperature of 175oto 190oC the compaction mould assembly and rammer are cleaned and kept pre-heated to a temperature of 100oC to 145oC. The plastic waste shredded to the size varying between 2.36mm and 4.75mm was added over hot aggregate with constant mixing to give a uniform distribution. The plastic got softened and coated over the aggregate. The hot plastic waste coated aggregate was mixed with hot bitumen 60/70 or 80/100 grade (1600C). The mix is placed in a mould and compacted with number of blows specified. The sample is taken out of the mould after few minutes using sample extractor.

Figure : Test Specimen Preparation

D.RESULTS AND CALCULATIONS

Following results and analysis is performed on the data obtained from the experiments.% Bit by% plastic by Wt of Specimen.in gramsccg/cc% Volume%% VoidsStability, KNFlow

wt of mixwt.of bitumenHeightSSDBulkBulk Voids in mineral agg.filledDialCorre-Dial

SpecimensampleBitumenvoidsBitumenKgRatioKN

In mmF= E-D(GMB) G = C/F(VA) I = (H-G)/Hx100(VMA) J = 100-(100-A/Gsb)*G(VFB) K= J-I/Jx100M = Lx 3.115

ABCDEFGJIJKLMNOP

62.51242.5752.01245.5493.52.5182608101.099 8210

4.75

261.51239.5749.01241.0492.02.5192909031.099.66190

61.51237.5748.01238.5490.52.5232608101.099.9200

Average61.82.5206.9516.1957.099.992

61.51239.5752.01241.0489.02.53534510751.0912.49270

4.75

561.01233.0752.01234.0482.02.5583209971.1412.15250

61.51221.5745.01224.0479.02.55033010281.1412.50250

Average61.32.5485.5315.4964.2912.382.5

60.51243.5758.01243.5485.52.56137511681.0912.49280

4.75

861.01234.5754.01235.0481.02.56739012151.1414.59290

60.01229.5750.01230.0480.02.56140012461.1414.93300

Average60.52.5634.5715.2069.9714.342.9

61.51216.0742.01218.0476.02.55537511681.1413.06330

4.75

1161.01231.0748.51231.5483.02.54934510751.0911.49360

61.01245.5759.01246.0487.02.55735511061.0911.82340

Average61.2 2.55412.254.5315.7471.2512.133.55

59.51230.0748.51230.5482.02.5523009351.1410.45380

4.75

1360.51242.0752.51243.0490.52.5323109661.0910.33390

60.51228.0748.01228.5480.52.5563209971.1411.15370

Average60.2 ;2.54712.834.4016.1972.8510.64

60.51242.0752.51242.5490.02.5352708411.098.99420

4.75

1561.51220.5741.01221.0480.02.5432808721.149.75430

61.01220.5740.01221.0481.02.5372758571.149.58410

Average61.0 2.53813.404.3216.6874.149.44

Bulk specific gravity of aggregate, oven-dry basis (Gsb) :2.879Specific gravity of Bitumin (Gb): 1.042

1)Bulk specific gravity of aggregate (Gbam)Since the aggregate mixture consists of different fractions of coarse aggregate, fine aggregate,and mineral filler with different specific gravities, the bulk specific gravity of the total aggregatein the paving mixture is given as

where,Gbam = bulk specific gravity of aggregates in pavingmixtures.Pca, Pfa, Pmf = percent by weight of coarse aggregate, fineaggregate, and mineral filler in paving mixture.Gbca, Gbfa, Gbmf = bulk specific gravities of coarse aggregate, fineaggregate, and mineral filler, respectively.2)Maximum specific gravity of aggregate mixture (Gmp)The maximum specific gravity of aggregate mixture should be obtained as per ASTM D2041,however because of the difficulty in conducting this experiment an alternative procedure couldbe utilized to obtain the maximum specific gravity using the following equation:where,G mp = maximum specific gravity of pavingmixtures.Pca, Pfa, Pmf = percent by weight of coarse aggregate, fineaggregate, and mineral filler in paving mixture.Gbca, Gbfa, Gbmf = bulk specific gravities of coarse aggregate, fineaggregate, and mineral filler, respectively.

3)Percent voids in compacted mineral aggregate (VMA)The percent voids in mineral aggregate (VMA) is the percentage of void spaces between thegranular particles in the compacted paving mixture, including the air voids and the volumeoccupied by the effective asphalt content

where,VMA = percent voids in mineral aggregates.Gbcm = bulk specific gravity of compacted specimenGbam = bulk specific gravity of aggregate.Pta = aggregate percent by weight of total paving mixture.

4)Percent air voids in compacted mixture (Pav)Percent air voids is the ratio (expressed as a percentage) between the volume of the air voidsbetween the coated particles and the total volume of the mixture.Pav=100*(Gmp-Gbcm)/Gmpwhere,Pav = percent air voids in compacted mixtureGmp = maximum specific gravity of the compacted paving mixtureGbcm = bulk specific gravity of the compacted mixture

E.DETERMINATION OF OPTIMUM PLASTIC CONTENT

Five separate smooth curves are drawn (Figure 11.4) with percent of asphalt on x-axis and thefollowing on y-axis Unit weight Marshall stability Flow VMA Voids in total mix (Pav)Optimum binder content is selected as the average binder content for maximum density,maximum stability and specified percent air voids in the total mix. ThusB0=(B1+B2+B3)/3 B0 = optimum PLASTIC content.B1 = % plastic content at maximum unit weight.B2 = % plastic content at maximum stability. B3 = % plastic content at specified percent air voids in the total mix.

Stability Correlation Ratios

Volume of specimen,cm3Approximate thickness of specimen(mm)Correlation ratio

200 to 213214 to 225226 to 237238 to 250251 to 264265 to 276277 to 289290 to 301302 to 316317 to 328329 to 340341 to 353354 to 367368 to 379380 to 392393 to 405406 to 420421 to 431432 to 443444 to 456457 to 470471 to 482483 to 495496 to 508509 to 522523 to 535536 to 546547 to 559560 to 573574 to 585586 to 598599 to 610611 to 62525.427.028.630.231.833.334.936.538.139.741.342.944.446.047.649.250.852.454.055.657.258.760.361.963.564.065.166.768.371.473.074.676.25.565.004.554.173.853.573.333.032.782.502.272.081.921.791.671.561.471.391.321.251.191.141.091.041.000.960.930.890.860.830.810.780.76

GRAPHS% PLASTIC by wt.of BITBulk density, gm/ccStability, KN% VMA% Voids filled w/ BitFlow mm% Air voids

2.002.5209.9916.1957.092.006.95

5.002.54812.3815.4964.292.575.53

8.002.56314.3415.2069.972.904.57

11.002.55412.1315.7471.253.434.53

13.002.54710.6416.1972.853.804.40

15.002.5389.4416.6874.144.204.32

Comparision

Volumetric properties of Mixes

PropertiesModified Mix (Waste plastic) 8 % by wt of bitumenConventional Mix

Marshall Stability (kg)15001350

Bulk Density(gm/cc)2.3742.350

Air Voids (%) 4.43.5

VFB (%)7376

Flow (mm)44

VMA (%)16.515.6

Retained Stability (%)9888

..

Chapter 6A Breakthrough Concept in the Preparation of Highly-SustainablePhoto catalytic Warm Asphalt MixtureThe objective of this study is to test the hypothesis that TiO2 can function as a photocatalytic compound when used in the preparation of WMA. To achieve this objective, a crystallized anatase-based titanium dioxide powder was blended with a WMA asphalt binder classified as PG 64-22 at three percentages by binder weight (3, 5, and 7%). In addition, a second application method was evaluated, especially useful for coating existing pavements, by spraying a water-based solution of TiO2 to the surface at three coverage levels (0.11,0.21, and 0.31 kg/m2). Prepared blends were characterized using fundamental rheological tests (i.e., dynamic shear remoter, rotational viscosity, and bending beam rheometer), the semi-circular bend(SCB) test for fracture resistance and by measuring the environmental efficiency of the mixture in removing part of the NOx pollutants in the air stream.6.1Background: The potential of TiO2 as a photocatalyst was discovered by Fujishima and Honda in 1972. In the presence of UV light, TiO2 produces hydroxyl radicals and superoxides, which are respectively responsible for oxidizing and reducing environmental contaminants including VOC and NOx. A proposed mode of oxidation of NOx via hydroxyl radical intermediates in the presence of the photocatalyst is described by the following equations:

Based on this heterogeneous photocatalytic oxidation process,NOx are oxidized into water-soluble nitrates; these substances can be washed away by rainfall. Titanium dioxide particles crystallize in three forms: anatase, rutile, and brookite. Anatase is a meta-stable phase that transforms into rutile at high temperatures. Research has shown that TiO2 in the anatase phase is a more powerful photocatalyst than rutile and brookite in environmental purification Numerous research studies have also reported that the degree of photocatalytic activity depends on the physical properties of TiO2 including the level of crystallization, surface area, particle size, and surface hydroxyls [10]. In pavement applications, it is desirable to prepare a TiO2 coating with hydrophobic properties, which provide for a self-cleaning surface. Through this process, particles of contaminants adhere to water droplets in case of rain and are removed from the surface when the droplets roll off of it

6.2.Use of TiO2 in Pavement Applications: Available TiO2 technologies have been mostly directed towards concrete pavements in which a fine mixture consisting of cement, sand, TiO2, and water is applied as a thin surface layer or slurry to the surface. Yet few studies are available for asphalt pavements, TiO2 has been incorporated into asphalt pavements by integrating it into the binder and as a thin surface layer that is sprayed on existing pavements. The water-based emulsion was applied by two different methods, referred to as hot and cold method; distinguished by the spraying of the emulsion during asphalt paving laying operations when the pavement temperature is over 100C or on existing pavements at ambient temperatures. The study results showed that the reduction efficiencies were highly dependent on the TiO2 nanoparticles used in which efficiencies ranged from 20 to 57% of NOx reductions. Meanwhile, researchers in China mixed TiO2 with an asphalt binder at a 2.5% content of the binder weight to an emulsified asphalt pavement. Evaluation presented in this study showed that a maximum efficiency in removing nitrogen oxide near 40% was achieved. A more efficient approach may be achieved by concentrating the photocatalytic compound at the pavement surface.6.3.Experimental Program: Asphalt cement binder blends were prepared by mixing a conventional WMA binder (WMA additive Evotherm was used at 1% by weight of the binder) classified as PG 64-22 with a commercial crystallized anatase-based TiO2 powder at three percentages 3, 5, and 7% by weight of the binder. The blends were prepared at a mixing temperature of 163C. While short-term aging was simulated using the rolling-thin film oven (RTFO), long-term aging was simulated using the pressure aging vessel (PAV). The RTFO test simulated construction hardening and asphalt binder aging by subjecting the material to circulating hot air for 85 min. The PAV test simulated long-term oxidative aging for a period ranging from 5-10 years by subjecting the binder to pressurized air for 20 hrs and a temperature maintained at 100C.Prepared blends were characterized using fundamental rheological tests (i.e., dynamic shear rheometry, rotational viscosity, and bending beam rheometer) and by comparing the Superpave Performance Grade (PG) of the modified blend to the unmodified WMA binder. To assess the influence of the photocatalytic compound on the binder aging mechanisms and to ensure that TiO2 does not oxidize the binder, both the control and modified prepared blends were subjected to UV light for a period of seven days. Binders were characterized using the entire suite of PG grading system as per AASHTO M 320-09 (Standard Specification for Performance-Graded Asphalt Binder).

Fracture resistance was assessed using the semi-circular bending (SCB) test developed by Wu ET AL. This test characterizes the fracture resistance of HMA mixtures based on fracture mechanics principals, the critical strain energy release rate, also called the critical value of J-integral, or Jc. To determine the critical value of J-integral (Jc), three notch depths of 25.4, 31.8, and 38 mm were selected based on an a/rd ratio (the notch depth to the radius of the specimen) between 0.5 and 0.75. Test temperature was selected to be 25C. The semi-circular specimen is loaded monotonically till fracture failure under a constant cross-head deformation rate of 0.5 mm/min in a three-point bending load configuration. The load and deformation are continuously recorded and the critical value of J-integral (Jc) is determined using the following equation

where,b = sample thickness; a = the notch depth; andU = the strain energy to failure.A second application method consisting of applying a thin surface coating was also evaluated at three coverage rates (0.11, 0.21, and 0.31 kg/m2). The spray coat used was a mixture of TiO2 anatase nanoparticles suspended in an aqueous liquid at 2% by volume. A thin film was spray coated on each sample in layers using in a cross hatch formation for each of the three defined coverage rates.6.5.Environmental Test Setup: The environmental benefit of the fabricated asphalt blends in trapping and degrading NOx pollutants from the air stream through a photocatalysis mechanism was investigated. A laboratory test setup that is capable of quantifying the photocatalytic efficiency of asphalt and concrete specimens was used, Figure 1. The test setup was adapted from the Japanese standard JIS TR Z 0018 Photocatalytic materials air purification test procedure. The developed experimental setup consists of a pollutant source, zero air sources, calibrator, humidifier, photoreactor, and a chemiluminescent NOx analyzer as shown in Figure 1. The setup simulates different environmental conditions by allowing for control of light intensity and air humidity. The pollutants are introduced through an inlet jet stream to the photoreactor, a photocatalytic testing device. A zero air generator is used to supply the air stream, which is passed through a humidifier to simulate the desired humidity level.

NOx Analyzer

PHOTOREACTOR

The photo reactor creates an enclosed controlled environment where the light and the atmosphere can be simulated. Fluorescent lamps, attached to the photo catalytic device, are used to imitate natural sunlight radiation required for photo catalytic activity. The pollutants measured from the recovered air before and after the photo reactor allowed for determination of the absorbed level of pollutants. In this study, NOx and removal efficiency was measured using the Thermo 42i chemiluminescent NOx analyzer. Nitrogen oxides were blown over the surface of the asphalt specimens at a concentration of 450 ppb. All tests were conducted at room temperature while the relative humidity was kept constant at 20%.

6.6.System Calibration:Before testing, the Thermo 42i was calibrated in accordance to the EPA calibration procedures using the gas phase titration (GPT) alternative. This technique uses the rapid gas phase reactions between the NO and O to produce NO2 using the following chemical reaction:3NO2+O2The Thermo 146i gas calibrator follows this principle to supply known concentrations of NO and NO2 used in the NOx analyzer. The NOx analyzer was calibrated at five different spans for NO calibration and four different ozone settings for NO2 calibration to confirm linearity and ozone converter efficiency. The calibration points were chosen between the accuracy ranges that were set from 0 and 500 ppm, typical settings of ambient air monitoring equipment.

6.7.Results and Analysis: The samples with the TiO2 in the binder were tested at 1 l/min flow rate and 1 mW/cm2. The results presented in Table 1 show low NOx reduction suggesting that the method of incorporation of TiO2 into the asphalt binder mix may not be environmentally-effective. The low efficiencies could be due that only a small amount of TiO2 is actually present at the surface. Other possible explanations could be that the asphalt binder inhibits the photocatalytic reaction at the surface. Future research is underway to support the understanding of these results. 4. Results and Analysis: The samples with the TiO2 in the binder were tested at 1 l/min flow rate and 1 mW/cm2. The results presented in Table 1 show low NOx reduction suggesting that the method of incorporation of TiO2 into the asphalt binder mix may not be environmentally-effective. The low efficiencies could be due that only a small amount of TiO2 is actually present at the surface. Other possible explanations could be that the asphalt binder inhibits the photocatalytic reaction at the surface. Future research is underway to support the understanding of these results.Table 1: Average NOx reduction and NO reduction for TiO2 incorporated into binder mixes.

NOxNO

SampleReductionReduction

%%

3% TiO2 64-223.9%5.6%

5% TiO2 64-224.7%5.8%

7% TiO2 64-223.3%5.0%

For the second application method consisting of applying a surface spray coating, samples were tested using a flow of 1.5 l/min and a luminosity of 2 mW/cm2. Figure 2 illustrates the variation of NOx concentration during the course of the environmental experiment for the asphalt sample treated with a TiO2 surface spray coat with a coverage rate of 0.21 kg/m2. The UV light is turned on 2 hours after the start of the experiment in order to ensure equilibrium condition. The inlet concentration reached equilibrium at 430 ppb before the light was turned on. After the light is turned on, a fast drop of NO concentration in the outlet air stream is exhibited and NO2 is created from the NO oxidation. During the photocatalytic experiment, the NOx concentration slightly increased. After 5 hours of testing, the light and gas supply was turned off allowing for any desorption to occur. For the test condition shown in Figure 2, the use of TiO2 photocatalyst coating had an NO removal efficiency of 83% and the overall NOx reduction was 69%.

Figure 2: Variation of NOx Concentration during the Environmental Experiment (TiO2 applied at a 0.21 kg/m2 coverage)

The rest of the results for all of the samples are shown in Table 2. Table 2 also presents the measured NO efficiency for the asphalt sample that was not treated with TiO2. As shown in this figure, the efficiency of the sample without TiO2 was negligible validating the efficiency of the photocatalytic compound in removing part of the NO pollutants in the air stream when used as a spray coating. By comparing the effect of the TiO2 coverage rate, it appears that the improvement of NOx reduction is not linear. In fact, the maximum environmental performance was achieved at the 0.21 kg/m2 coverage rate. The increase in TiO2 application rate beyond an optimum coverage rate may block nanoparticles access to light and contaminants, and therefore, decrease NOx removal efficiency.

Table 2: Average NOx reduction and NO reduction for TiO2 incorporated into binder mixes.

CoverageNOxNO

(kg/m2)Reduction %Reduction %

Control2.6%5.0%

0.11kg/m238.9%51.2%

0.21kg/m253.2%70.3%

0.32kg/m240%52.6%

6.8.Effects of TiO2 on Rheological Properties: Table 3 presents the measured rheological properties of the TiO2 modified and unmodified WMA binders based on laboratory testing conducted using rotational viscometer, dynamic shear rheometer, and bending beam rheometer.

Table 3: Rheological Test Results of TiO2-modified Asphalt Binder.

TiO2 Binder TestingSpecTestTEMPPG 64PG 64 W64COPG 64 +PG 64 + 7%TiO2

W64CO+ UV7%TiO2+ UV

Test on Original Binder

Dynamic Shear, G*/Sin(), (kPa),1.00+64C1.15NA1.55NA

AASHTO T3151.00+70CNTNANTNA

Rotational Viscosity (Pas), AASHTO3.0-135C0.4NA0.5NA

T316

Tests on RTFO

Mass Loss, %1.00-----0.9NA0.2NA

Dynamic Shear, G*/Sin(), (kPa),2.20+64C2.69NA2.94NA

AASHTO T3152.20+70CNTNANTNA

Tests on (RTFO+ PAV)

Dynamic Shear, G*Sin(), (kPa),5000-25C3459258037982812

AASHTO T315

BBR Creep Stiffness,(MPa), AASHTOT313300--12C167158201145

Bending Beam m-value AASHTO T3130.300+-12C0.3110.3420.3050.340

Actual PG Grading64-2264-2264-2264-22

6.9.Results are presented for four types of specimen:

PG 64-22 conventional WMA binder, PG 64-22 + 7% TiO2, and PG 64-22 conventional and + 7% TiO2 subjected to UV light for seven days. Since UV light will only influence the long-term behavior of the binder, rheological testing of specimens subjected to UV light was only performed on the aged samples (RTFO + PAV). Ultra-violet light initiates the photocatalytic process for the sample with TiO2. Results presented in Table 3 indicate that the addition of TiO2 only marginally affected the rheological properties of the conventional binder.Results presented in Table 3 also show that exposing the binder to UV light did not accelerate the aging mechanisms in the material as compared to the sample that was not subjected to UV light. In addition, the use of TiO2 as an air purification agent did not accelerate the aging mechanisms in the binder. This trend was desirable to ensure that UV light, which is necessary to initiate the photocatalytic process, did not negatively affect the binder rheological properties.6.10.Effects of TiO2 on the Mix Fracture Resistance:Table 4 presents a comparison of the critical strain energy (Jc) data for the mixtures evaluated in this study. High Jc values are desirable as indicative of fracture-resistant mixtures. As shown by these results, the use of TiO2 as a binder modifier improved the mix fracture resistance at 3, and 5% while it did not have a noticeable effect when used at a content of 7.0%.

Table 4: SCB test Results for TiO2 incorporated into binder mixes.

TiO2 ContentJc (kJ/m2)

Control0.29

3.0 %0.45

5.0 %0.46

7.0 %0.28

Summary and Conclusions:

This study evaluated the benefits of incorporating titanium dioxide (TiO2),plastic as an additive to asphalt binder. The optimum modified binder content fulfilling the Marshall Mix design criteria was found to be 4.75 % by weight of the mix, consisting of 8.0 % by weight of processed plastic added to the bitumen. A commercial crystallized anatase-based titanium dioxide powder was blended with a conventional WMA asphalt binder classified as PG 64-22 at three modification rates (3, 5, and 7%).Prepared blends were characterized using fundamental rheological tests and the SCB test.Two application methods to integrate TiO2 were evaluated, a water-based titanium dioxide solution applied as a thin coating and using TiO2 as a modifier to asphalt binder.Sawdust exibited similar properties that as filler aggregates .Based on the results of the experimental program, the following conclusions may be drawn: The average MSV of the mix using the modified binder was found to be as high as 1750 kg at this optimum binder content, resulting in about three fold increase in stability of the BC mix, which contains 4.6 % bitumen plus 8 % processed plastic by weight of bitumen, i.e., 0.4 % processed plastic by weight of the mix. Reduced penetration and ductility, a higher softening point, less rutting and cold cracking. Marshall stability value is initially 25% better, later 200-300% better than unmodified roads. Test samples show 260% improved resistance to water-soaking, hence ideal for sub-grade. 100% improvement in fatigue life of roads. When used as a modifier to asphalt binder, the photocatalytic compound was not effective in degrading NOx in the air stream. This could be attributed to the fact that only a small amount of TiO2 is present at the surface. When used as part of a surface spray coating, TiO2 was effective in removing NOx pollutants from the air stream with an efficiency ranging from 39 to 52%. Rheological test results indicated that the addition of TiO2 did not affect the physical properties of the conventional binder. In addition, exposing the binder to UV light did not appear to accelerate the aging mechanisms in the binder. The use of TiO2 as a binder modifier improved the mix fracture resistance at 3, and 5% while it did not have a noticeable effect when used at a content of 7.0%.

REFERENCES

1) Ministry of Road Transport and High Ways, Manual for construction and supervision of Bituminous works, New Delhi, November 2001. 2) Sri Ram Institute for Industrial Research, Plastics Processing and Environmental Aspects, New Delhi - 7 3) Vasudevan, R., Utilization of waste plastics for flexible pavement, Indian High Ways (Indian Road Congress), Vol. 34, No.7. (July 2006). 4) Amjad Khan, Gangadhar, Murali Mohan and Vinay Raykar, "Effective Utilisation of Waste Plastics in Asphalting of Roads". Project Report prepared under the guidance of R. Suresh and H. Kumar, Dept. of Chemical Engg., R.V. College of Engineering, Bangalore, 1999. 5) Utilizations of Waste Plastic Bags in Bituminous Mix for Improved Performance of Roads, Centre for Transportation Engineering, Bangalore University, Bangalore, India [Unpublished] Apr02 6) K. K. Plastic Waste Management Pvt. Ltd.(Subsidiary of KK Polyflex Pvt. Ltd.) No. 1, Chairman Compound, Y.V. Annaiah Road, Yelachenahalli, Krishnadevaraya Nagar II Stage Kanakapura Road Bangaolore - 560 078 7) Heather Dylla, Samuel B. Cooper, III, Ahmad Mokhtar, and Somayeh AsadiLouisiana State University

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