International Journal of Sustainable Built Environment (2017) 6, 442–448

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Gulf Organisation for Research and Development

International Journal of Sustainable Built Environment

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Original Article/Research

Evaluation of modified bituminous concrete mix developed using

rubber and plastic waste materials
Shubham Bansal, Anil Kumar Misra ⇑, Purnima Bajpai
Department of Civil and Environmental Engineering, The Northcap University, Sector 23A, Palam Vihar, Gurgaon 122017, Haryana, India

Revised 12 July 2017; accepted 31 July 2017

Abstract

Disposal of huge amount of discarded waste materials like plastic, polythene bags, bottles, rubber tyres etc, which are generated in
huge quantity and causes environmental hazards after their disposal. Present study attempts to utilize these waste materials as partial
replacement of bitumen to develop a modified binder, for making bituminous concrete mix. To simulate with the field conditions, ‘Mar-
shall Stability Analysis’ was performed on the samples prepared by partially replacing ‘Optimum Bitumen Content’ with waste plastic
(4%, 6%, 8% and 10%) and crumb rubber (5%, 10% and 15%). Experimental results demonstrate that partial substitution of bitumen with
waste plastic results up to 16% increment in strength whereas with rubber material, about 50% increment in strength was observed as
compared to the conventional mix (CM). Laboratory testing results indicate that by using waste materials, bituminous concrete of
required strength and density can be obtained and an environment friendly green pavement can be prepared with less material cost.
Ó 2017 The Gulf Organisation for Research and Development. Production and hosting by Elsevier B.V. This is an open access article under the CC
BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).

Keywords: Bituminous concrete; Waste plastic bottles; Rubber tyres; Optimum binder content; Marshall stability method

1. Introduction biodegradable solid wastes in the ecosystem. According

The rapid growth rate of population has resulted in an
overall count of around 1.34 billion people which repre-
sents almost 17.85% of the world’s total population. This
huge crowd is creating serious impact on environmental
assets and resources of the nation. Such growths not only
demand resources for sustenance but also need good infras-
tructure for mobility, which adds huge amount of non-
⇑ Corresponding author at: Department of Civil and Environmental
Engineering, The Northcap University (Formerly ITM University, Gur-
gaon), Sector 23A, Palam Vihar, Gurgaon 122017, Haryana, India.
E-mail address: anilgeology@gmail.com (A. Kumar Misra).
Peer review under responsibility of The Gulf Organisation for Research
and Development.
to a GOI report of ‘‘National Highways Development Pro-
ject”, road network of India is growing at an annual rate of
4% since 1951 while the vehicles are increasing at a much
faster rate of around 12% per annum (Anonymous,
2014). This higher rate of increment of vehicles on the
roads as compared to the rate of construction of roads,
has resulted in the formation of transverse and longitudinal
cracks, potholes and subgrade deformation in flexible
pavement (Johnson et al., 2017). Problem worsens due to
inefficient maintenance of the pavement. Improvement in
bituminous mix design can be one of the possible solutions
to this problem. A lot of binders are available such as SBS
(Styrene Butadiene Styrene), APP (Atactic Polypropylene)
etc. but the benefits of modified asphalt should be analyzed
keeping financial aspect in mind.

http://dx.doi.org/10.1016/j.ijsbe.2017.07.009
2212-6090/Ó 2017 The Gulf Organisation for Research and Development. Production and hosting by Elsevier B.V.
This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/).
 S. Bansal et al. / International Journal of Sustainable Built Environment 6 (2017) 442–448 443

A recent survey of 60 cities in India by Central Pollution
Control Board estimated that about 33.7 million pounds of
plastic waste is being generated out every day, of which
about 13.2 million pounds remain uncollected and are
choking environment (Anonymous, 2007). Similarly,
another reason of hazardous solid waste accumulation is
discarded rubber tyres, which are piling up at a high rate
of 20% per annum. Studies show that around 62% of the
waste tyres is disposed off via unknown routes both in cities
and villages. Discarded rubber tyres and their disposal
have become a major concern worldwide, studies show that
by 2005, more than 10 billion tyres were discarded every
year (Alamo-NoleLuis et al., 2011). Studies performed by
Colom et al. (2007), indicate that approximately 1 billion
tyres are withdrawn from use each year and by 2030, the
number can reach up to 1200 million tyres representing
almost 5000 million tyres to be discarded on a regular basis
(Pacheco-Torgal et al., 2012).
Being non-biodegradable products, plastic and rubber
stay for a long time on site and cause environmental pollu-
tion. Conventional techniques such as land filling and
incineration which are used to dispose plastic waste and
rubber tyres create leachate on degradation, which have
negative effect on land, water and air (Utibe et al., 2017,
Rashad, 2016). Application of polymers in modified bitu-
men enhances the performance of asphalt pavements man-
ifold (King and King, 1986, Isacsson, and Lu, 1995). Study
by Zorrob and Suparama (2004) shows that utilization of
recycled plastic wastes consisting of polypropylene and
low density polyethylene in plain bituminous concrete mix-
tures escalates its durability and improves its fatigue life.
Studies show that use of waste plastic and/or waste rub-
ber in hot aggregate, forms a coating around the aggregate
(Sangita, et. al., 2011). When these aggregates are mixed
with bitumen, mixture is found to give higher strength
(Paravita et al., 2017), durability (Al-Hadidy and Tan Yi-
Qui, 2009) and better water proofing properties. This tech-
nique of utilizing solid waste improves the engineering
properties of bituminous mixes (Modarres and Hamedi,
2014; Widojoko and Purnamasari, 2012), and also helps
in the development of eco-friendly pavements for future
generation (Esmaeil et al., 2011, Qadir and Imam, 2006).
In the present study attempts has been made to develop
bituminous concrete mix using waste materials. Some of
the major objectives of the study are to (a) analyze the
effect of plastic and rubber waste on Stability-Flow & Vol-
umetric characteristics of Bituminous Concrete (BC) Mix
(b) develop binary and tertiary Bituminous Concrete
(BC) mix having better engineering properties than Con-
trolled Mix.
2. Materials and methods
Discarded waste materials like crushed plastic bottles,
thrown away polythene bags and used rubber tyres were
the minor constituents of the binder along with bitumen
as major constituent. Shredded plastic waste, having parti-
cle size around 650 mm with specific gravity 1.18 was used
in the binder mix (Anonymous, 2013). All binders were
divided into three series namely A, B and C. Series A
and B represent the binary mixes i.e., Bitumen (B) + Plastic
(P) and Bitumen (B) + Rubber (R) respectively while Series
C is the tertiary mix with varying proportion of plastic and
rubber both in bitumen. All the mixes having varying per-
centages of binder constituents are represented as Bitumen
Mix (BM) as illustrated in Table 1.
Penetration test, Ductility test, Softening Point test and
Specific gravity test were performed to analyze the physic-
ochemical properties of various binders.
Aggregates from four different sources were taken to
prepare the Skelton of modified and non-modified bitumi-
nous concrete mix.

Table 1
Physical properties of binders (CM – Control Mix, B – Bitumen, P – Plastic, R –Rubber, BM – Bitumen Mix) (Anonymous, 1992). (Optimum binders in
bold.)
Serial No. Composition Penetration Ductility Softening Point Specific Gravity Viscosity
(25 °C, 100 g, 5 sec) (25 °C) (27 °C) (135 °C)
Test Method ASTM: D5-97 ASTM: D113 ASTM: D36 ASTM: D70 ASTM: D2170
Units 0.1 mm cm °C – cSt
*
CM 100% B 67 82 51.2 1.02 274
Series A
BM1 96% B + 4% P 64.5 79 53.5 1.05 304
BM2 94% B + 6% P 63 74 54.5 1.07 327
BM3 92% B + 8% P 59.5 71 56 1.09 350
BM4 90% B + 10% P 56.5 69 59 1.12 385
Series B
BM5 95% B + 5% R 61 73 55.8 1.01 338
BM6 90% B + 10% R 57 69 57 1.03 412
BM7 85% B + 15% R 49 59 59.5 1.07 433
Series C
BM8 91% B + 4% P + 5% R 63 70 56.8 1.04 357
BM9 84% B + 6% P + 10% R 59 62 60 1.07 477
BM10 77% B + 8% P + 15% R 56 54 62 1.14 495
*
Specified Limits (BIS-73: 2006) Pure Bitumen 60–70 > 75 40–55 > 0.99 >150
444 S. Bansal et al. / International Journal of Sustainable Built Environment 6 (2017) 442–448
Table 2
Mechanical Properties of Aggregate.
Type of Test Test Method
Aggregate Impact Test BS812: Part3
Los Angeles Abrasion Test ASTM: C131
Aggregate Crushing Test BS812: Part3
Water Absorption Test ASTM: C127
Specific Gravity (Coarse aggregate) ASTM: C127
Specific Gravity (Fine aggregate) ASTM: C128
Fig. 1. Flow chart depicting overall methodology.
Various physical tests were done on aggregate to evalu-
ate the mechanical properties such as Strength, Toughness,
Hardness, Water absorption capacity etc. The obtained
results were then compared with the allowable limits as
per MORTH, 2013 specifications shown in Table 2. All
the results were found within the allowable limits of bitu-
minous concrete mix.
2.1. Methods
The methodology which is adopted to perform the
experimental program has been illustrated with the help
of flow chart in Fig. 1 and is supported by subsequent
description (Karan et al., 2016, Khanna et al., 2009).
Mixing: Shredded plastic and rubber were mixed with
bitumen at a temperature range between 200 °C and 220 °
C in pre-determined proportions. Plastic replacement in
the binder was in the order of 4%, 6%, 8% and 10%, while
the rubber replacement was 5%, 10% and 15%.
Binder testing: Physicochemical properties of binders
were tested under Indian Standard test conditions. Results
of the tests performed on non-modified bitumen and mod-
ified bitumen is shown in Table 1.
Fig. 2 shows the penetration test which was carried out
for determination of consistency of binders and softening
point test which determines the temperature at which bin-
der will attain a particular degree of softening. Fig. 3 rep-
Result MORTH, 2013 Specifications
18.12% <27%
26.7% <35%
22.32% <30%
1.5% <2%
2.47 2–3
2.55
resents the ductilometer which is used for quantitative
measurement of ductility of modified and non-modified
binders.
Proportioning and mechanical testing of aggregate: A
blend of coarse grain (20 mm), medium grain (10 mm), fine
grain (<4.75 mm) and local soil was used for preparing the
skeleton of Marshall samples. ‘Rothfutch Method’ was
used to prepare the blend by determining the proportions
of various sources of aggregate in it. It is a graphical
approach, which ensures that the final gradation of blend
must lie within the allowable limits of Bituminous Concrete
(Grade 2) Mix (MORTH, 2013). Mechanical testing was
performed on the aggregate and the results were compared
with the allowable values as shown in Table 2.
Marshall Specimen preparation with non-modified binder:
Marshall Specimens was casted with non-modified binder
(100% bitumen) and aggregate blend to determine the opti-
mum binder content of controlled mix. Approx. 1200gm of
aggregate were taken from the prepared blend and were dry
heated in oven at a temperature range of 150–175 °C,
simultaneously binder was heated at temperature range
of 150–160 °C. Both binder and aggregate were mixed
homogenously using mixing jacket at mixing temperature
of 165 °C for 60/70 grade bitumen. When binder layer
completely covers the aggregate, then the mix was laid in
pre-heated mold (100–140 °C) for compaction. Impact
loading was applied on specimen with the help of standard
 S. Bansal et al. / International Journal of Sustainable Built Environment 6 (2017) 442–448 445

Fig. 2. Penetration test and softening point test of binders.

Fig. 3. Ductility test on modified and non-modified binders using ductilometer.

hammer (75 blows on each face). After cooling, specimen
was extracted from the mold using sample extractor. After
demolding and cooling, samples were kept submerged
under water in thermostatically controlled water bath
maintained at 60 °C for 30–40 min prior to testing. Speci-
mens were then tested for stability and flow values in Mar-
shall Testing Machine.
Determination of Optimum Binder Content of controlled
mix: Optimum Binder Content (OBC) of bituminous con-
crete mix was determined by preparing Marshall specimen
with binder content varying from 5% to 7% and carrying
out Stability-Flow & Volumetric analysis as recommended
by MORTH, 2013. Optimum Binder Content is defined as
mean value of the bitumen contents corresponding to max-
imum stability, maximum bulk density and 4% air voids in
BC mix. Flow value and percentage voids in mineral aggre-
gate must lie within allowable limits defined for bituminous
concrete mix by MORTH, 2013. Results of the analysis are
presented in Table 3 followed by detailed description.
Marshall Sample preparation & testing for modified bin-
ders: After determining Optimum Binder Content (OBC),
Marshall samples were prepared with modified binder
and aggregate blend as per the standard procedure. Figs. 4
and 5 show the Marshall specimens casted by using modi-
fied binders.
Prepared samples were tested in Digital Marshall Test-
ing Machine. Specimens were placed in head assembly
and the test head was then placed in correct position in
loading machine. In digital marshall testing machine lower
plate was raised with the help of mechanical jack when the
loading unit was started. Load was applied at constant rate
of 51 mm/minute. Maximum load value and corresponding
flow values were recorded from the digital plate.
3. Results and discussion
Stability-Flow and Volumetric analysis was performed
on controlled mix (CM) and modified mixes (series A to
446 S. Bansal et al. / International Journal of Sustainable Built Environment 6 (2017) 442–448

Table 3
Stability-Flow and Volumetric analysis results of BC samples for non-modified and modified mixes. (Optimum mixes in bold.)
Composition Marshall Stability Marshall Flow (60 °C) Bulk Air Voids Voids in mineral
(60 °C) Density aggregate
Test Method ASTM: D1559 ASTM: D1559 ASTM: D2726 ASTM: D3203 ASTM: D1559
Units kN mm g/cc % %
*
CM 100% B 9.06 3.8 2.320 3.72 12.07
Series A
BM1 96% B + 4% P 9.21 2.56 2.299 4.23 12.82
BM2 94% B + 6% P 9.91 2.64 2.318 4.28 12.93
BM3 92% B + 8% P 10.54 3.35 2.362 4.31 13.11
BM4 90% B + 10% P 10.01 3.79 2.271 4.77 13.66
Series B
BM5 95% B + 5% R 10.45 2.84 2.281 4.01 12.92
BM6 90% B + 10% R 13.10 3.7 2.328 4.27 13.53
BM7 85% B + 15% R 8.75 5.25 2.242 4.52 13.34
Series C
BM8 91% B + 4% P + 5% R 11.40 3.4 2.288 4.32 13.43
BM9 84% B + 6% P + 10% R 13.89 3.9 2.331 4.69 14.181
BM10 77% B + 8% P + 15% R 10.21 4.6 2.304 5.09 14.322
*
Specified Limits (MORTH) Bituminous Concrete Mix >9 2–4 – 3–6 >12
(Grade 2)

series C) of Bituminous Concrete. Results obtained are
shown in table no3 followed by detailed justifications.
3.1. Marshall Stability value
Marshall Stability analysis was done on both non-
modified and modified mixes. Three samples were pre-
pared for each type of mix and the average stability value
was considered for analysis. Marshall Stability value of
controlled mix (6% by weight of aggregate) is 9.06 kN,
which satisfies the minimum stability requirement of BC
mix. The maximum stability value was obtained for
BM9 (84%B + 6%P + 10%R) of series C, followed by
BM6 (90%B + 10%R) of series B and BM3 (92%B + 8%
P) of Series A. The stability value of tertiary mix, BM9
(53%), binary mix, BM6 (45%) and BM3 (16%) is signif-
icantly higher than the non-modified mix. These results
prove that modified binder mix having rubber and/or
plastic wastes provides better stability as compared to
conventional bituminous mix. Stability values obtained
for almost all the modified mixes are better than non-
modified mix.

Fig. 4. Marshall specimen with plastic/rubber and bitumen binder (binary mix).
 S. Bansal et al. / International Journal of Sustainable Built Environment 6 (2017) 442–448 447

Fig. 5. Marshall specimen with plastic & rubber and bitumen binder (tertiary mix).

Table 4 obtained around 2.362 g/cc (BM3) for 8% replacement of

Design data of cost analysis. bitumen by waste plastic, while in series B, maximum value
S. no. Design parameter Values of bulk density was achieved around 2.328 g/cc (BM6) for
1. Cumulative number of Standard axles 150 msa 10% replacement of bitumen by waste rubber. In series C of
2. CBR of subgrade 8% tertiary mixes, maximum density obtained was found to be
3. Length of Pavement Section 1 km 2.331 g/cc (BM9) for 16% replacement of bitumen by com-
4. No. of lanes 1 (one) bination of waste plastic (6%) and rubber (10%). All these
5. Width of pavement section 3.5 m
values were found to be higher than the density of non-
modified mix.
3.2. Marshall flow value
3.4. Air voids
Flow value of bituminous mixes is found to be increas-
ing in each series with an increase in percentage replace- Air voids in the non-modified BC mix were found to be
ment by waste additives. Flow value of non-modified mix 3.72%, which is well within the allowable limits as per
is 3.8 mm, while flow value of tertiary optimum modified MORTH, 2013. Overall air voids’ percentage escalates
mix, BM9 is 3.9 mm, which lies within specified limit of with escalation in the partial replacement percentage of
2–4 mm. Flow value of optimum binary modified mix i.e. waste materials with bitumen in all modified mixes. This
BM3 (3.35 mm) and BM6 (3.7 mm) is also within specified is due to variation in density of waste additives blended
limit. Exceptionally high flow values are observed for the in BC design.
mixes containing greater than 10% replacement of rubber
content. 3.5. Voids in mineral aggregate

3.3. Bulk density Voids in mineral aggregate is found to be 12.07% in non-

modified mix, which is well within the specified limits that
Bulk density of non-modified mix is 2.320 g/cc. In bin- depend upon nominal maximum size of aggregate and
ary series A, the maximum value of bulk density was design air voids. Overall voids in mineral aggregate escalate

Table 5
Cost comparison of bituminous concrete mix with and without additives. (Cost analysis of Optimum mixes in bold.)
Composition Bitumen Cost BC layer thickness/length Cost Reduction
Code used IRC 37:2012
Units lakhs 50 mm/1 km %
CM 100% B 7.092 50 mm/1 km –
Series A
BM1 96% B + 4% P 6.746 50 mm/1 km 4.88
BM2 94% B + 6% P 6.661 50 mm/1 km 6.077
BM3 92% B + 8% P 6.643 50 mm/1 km 6.331
BM4 90% B + 10% P 6.248 50 mm/1 km 11.90
Series B
BM5 95% B + 5% R 6.624 50 mm/1 km 6.599
BM6 90% B + 10% R 6.404 50 mm/1 km 9.70
BM7 85% B + 15% R 5.825 50 mm/1 km 17.86
Series C
BM8 91% B + 4% P + 5% R 6.365 50 mm/1 km 10.25
BM9 84% B + 6% P + 10% R 5.985 50 mm/1 km 15.61
BM10 77% B + 8% P + 15% R 5.423 50 mm/1 km 23.53
448 S. Bansal et al. / International Journal of Sustainable Built Environment 6 (2017) 442–448
with escalation in the partial replacement percentage of
waste additives in all three modified mixes.
3.6. Cost analysis
Cost analysis of bituminous concrete mix was per-
formed on a stretch of National Highway as per IRC
37:2012. The results of analysis are illustrated in Tables
4 and 5.
The findings revealed that the partial replacement of
bitumen with rubber and plastic waste contribute in the
enhancement of the Marshall Stability values. This helps
in the overall improvement of the strength characteristics
of the mix and also escalates the mix density. Mix with high
density gives good performance in construction of roads.
Further the estimated analysis of mix cost has shown that
the utilization of various waste additives in BC mix helps in
the construction of road and forms it more economical
than non-modified mix.
4. Conclusion
Following important conclusions can be drawn from the
above mentioned experimental analysis of modified and
non-modified BC mixes:
 Various materials which become waste, after their ser-
vice life, like rubber tyres and plastic bottles may be uti-
lized as partial replacement in bituminous concrete mix,
which can help in satisfying the increasing bitumen
demand in the road construction.
 Research findings of the study indicate that use of rub-
ber tyres and waste plastic bottles improves the strength
and overall durability of the BC mix by increasing its
overall performance manifold. Therefore with applica-
tion of these waste materials in the fixed proportions,
targeted characteristics of BC can be achieved.
 Use of discarded waste materials like rubber tyres and
discarded plastic bottles in bituminous concrete mix
may aid in minimizing the construction cost of the
roads. Moreover it may also contribute in preventing
the environmental pollution caused by the dumping of
such waste materials in ground.
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