training civil.pptx

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JAYPEE UNIVERSITY OF

ENGINEERING & TECHNOLOGY

GUNA, M.P.

USE OF WASTE MATERIAL IN MODIFIED BITUMEN FOR ROADCONSTRUCTION

BY:HIMANSHU SHEKHAR (101526)PRATEEK KR. SINGH (101546)

BRIJENDRA RAGHUWANSHI(101568)

PROJECT GUIDE:

MR. SHIV SHANKAR

LECTURER CE DEPT.


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INTRODUCTION As the world population grows, so do the amount and type of

waste being generated. Many of the wastes produced today

will remain in the environment for hundreds, perhaps

thousands, of years. The creation of non-decaying wastematerials, combined with a growing consumer population, has

resulted in a waste disposal crisis. One solution to this crisislies in recycling waste into useful products


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Four issues are fundamental in the determination of the appropriate useof recycled waste materials in highway construction:

Cost effectiveness

Performance Availability Prevailing political climate Total amount of waste generated in India Per Day by Per Person

NOWSolid waste per person per day

0.34 kg

2025

Solid waste per person per day 0.7 kg


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PROBLEMS OF CONVENTIONAL

BITUMEN


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BLEEDINGFATIGUE CRACK


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POT HOLES RUTTING


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BITUMEN:

Higher Resistance to Deformation at High TemperatureEnhanced Deformation Resistance to Low Temperature CrackingImproved Temperature Susceptibility

Improved Aging ResistanceImproved Adhesion between Aggregate and BinderHigher Fatigue Life of MixesDelay in Thermal / Reflective CrackingOver all Extended Pavement Surface LifeSavings in Total Road Life Costing.Improved Binder Film ThicknessImproved CohesionImproved WorkabilityImproved Fuel ResistanceImproved Water ResistanceNot detrimental to basic properties of Bitumen and Enhances them.


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Fig 1

Severe rutting on a road built with Unmodified Bitumen, after just two years since

completion.

Fig 2

Roads built with Modified Bitumen can have a lifespan of over 6 years.

ADVANTAGES OF USING MODIFIED BITUMEN


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BINDER USED FOR ROAD SURFACE UNMODIFIED BITUMEN

MODIFIED BITUMEN USED FOR THINNER ROAD SURFACE


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OBJECTIVE OF PROJECT

To study current scenario of utility of recyclable portion

of the solid waste.

To analyse the performance of Crumb Rubber ModifiedBitumen (CRMB) and polymer modified bitumen propose

with recycled waste by Dry Process.

Determine the optimum replacement of waste.


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MATERAILS USED

WASTE PLASTIC

CRUMB RUBBER


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(REFERENCE : Journal of Engineering Research andStudies)


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Advantages of Plastic Tar RoadA well constructed Plastic Tar Road will result in the following advantages. Strength of the road increased (Increased Marshall Stability Value) Better resistance to water and water stagnation No stripping and have no potholes.

Increased binding and better bonding of the mix. Increased load withstanding property(Withstanding increased load

transport) Overall consumption of bitumen decreases. Reduction in pores in aggregate and hence less rutting and raveling. Better soundness property. Maintenance cost of the road is almost nil.

The Road life period is substantially increased. No leaching of plastics. No effect of radiation like UV.


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CRMB Advantage Over Normal Bitumen :

Higher resistance to deformation at increased road temperature enhancessmooth drive comforts,

Improved adhesion and bonding with aggregates, Higher softening point, Highflow resistance and Higher impact resistance, takes heavy vehicular traffic.

Higher skid resistance, Better road grip and smother vehicle break application,which reduces accident chances

Higher elongation and tensile strength, increases Elasticity. Reduced thermalsensitivity, which avoids all types of cracks under stress

Reduced degree of rutting, improves driving comforts even on higher axle loads Anti- stripping properties. High resistance to moisture / water absorption

hence no damage to roads during rains even under improper drainage. Higher aging resistance due to passivity to oxidation (resists degradation on

high application temperature as well as during summer. Longer road pavementlife and lesser maintenance.

No change in pavement laying practice, application and machinery and overallcost reduction.


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EXPERIMENTAL METHODOLOGY1. Bitumen Test

Flash and Fire Point Test

Softening Point Test

Marshall Stability Test

Ductility Test

2. Elastic Recovery Test


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MANUFACTURNG PROCESS:1. FOR PLASTIC:

DRY PROCESS

Dry process is recommended for isolated works.It is recommended that the percentage of shreddedwaste plastic will be 8% by CRRI, while the same isspecified as 10% by Dr. Vasudevan. However we canadopt 8% as the optimum plastic content for

blending the bitumen in the construction of plasticroads. The details of the process are given below.Bitumen of grades 60/70 or 80/100 can be used asbinder as in case of conventional method.


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MINI HOT MIX PLANT:

The stone aggregate mix (as per specification) istransferred to the mix cylinder where it is heated to1650c (as per the IRC specification) and then it istransferred to the mixing paddler (Temperature can bemonitored using IR thermometer), while transferringthe hot aggregate into the paddler, calculated quantityof shredded plastics is sprayed over the hot aggregatewithin 30seconds. The sprayed plastic films melts andgets coated over the aggregate, thus forming an oilycoating.


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FOR RUBBER:

In the wet mix process, rubber and bitumen are digestedtogether at high temperature to produce a crumb rubberbinder. The crumb rubber binder is added to aggregate ina mixing plant in the same way as any other binder. In thedry process, however, dry rubber particles are added to

aggregate and bitumen in a pug mill at the asphalt mixingplant. The rubber is usually mixed with the aggregateprior to bitumen addition but is still considered part of thebinder. The wet process has the advantage that the binder

properties are better controlled, while the dry process isoften easier for an asphalt manufacturer to use. To date,the dry process has been mainly used and has producedmixes which have performed successfully in service.

U IS L N AC ION


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RUBBERISED BLENDER REACTION

PROCESS


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Recommendations

A dry mix composition has given excellent performance

over cracked pavements in road trials. The same mix had

good rutting resistance. The mix could be specified as

follows:

The 14 mm asphalt mix shall contain 8.0% of bitumen and 2.5% of crumb rubber

expressed as a percentage of the total mass of the mix. The crumb rubber shall

have a maximum particle size of 440 mm and a maximum bulk density of 300

kg/m3.

Dry mix asphalt shall be stored for a minimum of half an hour, to allow digestion

of the rubber to proceed, before being placed.


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CONCLUSION The High Cost of Polymers is still a cause for concern. Bitumen prices are on the rise. Natural Disasters like flooding which erode roads is another factor

taken into consideration.

CRMB AND PMB Should be more actively specified. Advance Economies are still the major users of PMB. Local Road

Authorities in Developing Countries should be better informed of thebenefits of using Modified Bitumen over standard grades.

Increased traffic conditions will and are reducing the life span of roads.Modified bitumen is a means of prevention, and ultimately will be the

cure. It will save millions of dollars in the future and reduce theamount of the resources used for construction. Using recycled Polymers and Rubber to make Modified Bitumen

helps to Save the Earth and benefit the Environment.


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WORK PLAN

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Category 1

Series 3

Series 2

Series 1

SERIES 1:JULY- SEPT :LITERATURE REVIEW

SERIES 2:SEPT- OCT :MATERIAL PROCURMENT

SERIES 3:OCT - DEC :EXPERIMENT WITH PLASTIC(DRY PROCESS)


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REFERENCE1. IRC CODE: SP- 53

2. journal homepage:

www.elsevier.com/locate/conbuildmat

National Rural Roads Development Agency Ministry of

Rural Development.

SCIENCE DIRECT.COM
http://www.elsevier.com/locate/conbuildmathttp://www.elsevier.com/locate/conbuildmat


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THANK YOU

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