pavement evaluation and rehabilitation of flexible ... · fig-2: benkelman beam test the results of...

International Journal of Engineering Technology, Management and Applied Sciences

www.ijetmas.comMay 2017, Volume 5, Issue 5, ISSN 2349-4476

655 Abhishek M. Loya, S.M.Damodariya,Sharad N. Deokar

Pavement Evaluation and Rehabilitation of Flexible Pavement

by Overlay Incorporating Waste Plastic

Abhishek M. Loya

P.G Student

PIET, Parul University

Vadodara

S.M.Damodariya

Reader

PIET, Parul University

Vadodara

Sharad N. Deokar

Consultant

Shri Aranyeshwar Consultancy

& Testing Services Nashik.

ABSTRACT

This research paper deals with evaluation and rehabilitation of flexible pavement near Dindori in Nashik. Benkelman

Beam deflection method for overlay design is used for designing pavement overlay thickness. This research also throws

light on use of waste plastic (PET) in pavement overlay and its structural and economical comparison with conventional

type flexible pavement overlay.

Keywords

Overlay Design, Benkelman beam Deflection, Waste Plastic (PET).

1. INTRODUCTION

Pavements are one of the most crucial factors to connect the society. Health of the pavements is not assessed

from time to time and it results in their poor performance not only leading to many accidents but also

increased running cost. The condition of pavement gets deteriorated as time passes unless maintenance is

properly done.

A new MIDC is being proposed in Dindori area in Nashik. The existing approach road condition for the same

is to be enhanced looking at the future increase of Commercial vehicle traffic load. Existing pavement is a

Flexible pavement with bituminous surfacing and 5.5m width with clayey soil in subgrade. The high traffic

intensity in terms of commercial vehicles, overloading of axles and significant variations in daily and seasonal

temperature of the pavement will be responsible for early development of distress symptoms like undulations,

rutting, cracking, and potholing of bituminous surfacing in future. Here Overlay Design along with widening

from 5.5m to 7.5m is being proposed to overcome the same problems using Benkelman beam deflection

method. Additional to this use of waste plastic and its structural and economical aspects were studied.

Following methodology is adopted for the study:

1) Existing traffic volume study was carried out.

2) Condition survey of the existing pavement was carried out.

3) Benkelman Beam deflection test was carried out for the stretch of 8 km.

4) Pavement overlay thicknesses for every 1 km were calculated.

5) Waste Plastic (PET) was used in pavement overlay. Following is basic process of using waste plastic

with bitumen.

a) Collection of PET Bottles.

b) Cleaning Process.

c) Shredding Process.

d) Collection Process.

6) Comparison between conventional overlay and waste plastic blended overlay was studied

2. CONDITION SURVEY

A visual survey has been be used to evaluate the surface condition of segments of pavement at MDR

AkralePhata to Mohadi Village, Nashik .On moving from starting to CH:0/00 km to CH:8/00 km the surface




was observed. The distress types generally resulting from environmental factors in conjunction with traffic:

Random or block cracking o transverse cracking.Load associated distress manifestations: alligator cracking,

shear failure or potholes.

The condition survey observations are coded as Surface defects: A, Crack types: B, Deformation: C and

Disintegration: D, are provided in Table 1 and observations of conditions are recorded in Table II as given

below.

Table 1: Measurement for Condition Survey

SurfaceDefects

(A)

Crack type

(B)

Deformation(C) Disintegration

(D)

1.Smooth surface 1. Hairline

crack

1.Ruts 1.Ravelling

2.Hungry surface 2. Alligator crack 2.Settlement 2.Potholes

3. Longitudinal crack 3. Sunk

4.Edge crack

5. Shrinkage cracks

6.Transverse crack

Table 2: Pavement Condition Survey on M.D.R: AkralePhata to

Mohadi Village, Nashik (CH:0/00 KM to CH:8/00 KM)

Chainage(m) Defects Condition

100 B2,B3,D1 Fair

450 B2,B3,B4,C1 Fair

600 A2,C1 Good

850 A2,B5,B6,D2,D1 Poor

900 A2,B1,B4,B6, Fair

950 A2,B5,B6,D2,D1 Very poor

1600 A1,B4,B5 Fair

2200 A2,B1,C1,C2,D2 poor

2550 B2,B4,B5,B6 Fair

2600 C-D Work

3400 B4,B5,C3,D1 Fair

3450 Damaged Portion

3500 B1,B4,D1 Fair

4500 B2,B6,D2 Fair

4600 D2 Poor

5200 A1,A2 Fair

5550 A2,B1,B4,B6, Fair

5600 A2,B5,B6,D2,D1 Poor

5750 A2,B1,B4,B6, Fair

5850 A2,B5,B6,D2,D1 Very poor

5900 A2,B1,B4,B6, Fair

6100 B1,B4 Fair

6250 B2,B6,D2 Fair

6900 B2,B3 Fair

7400 B2,B3,B4,C1 Fair

7600 D1. D2 , Poor

7900 D2 poor




3. TEST AND RESULTS

3.1 C.B.R Test on Soil

C.B.R. test was carried out for the sample collected from the site. The samples were collected from most

damaged road section and each was tested two times for C.B.R value. The results are tabulated below.

Fig-1- C.B.R Test on Soil

Table 3- C.B.R test results

Penetration

in (mm)

Sample

1

Avg. Sample

2

Avg.

2.5 3.34 3.44

5 3.24 3.33 3.03 3.51

2.5 3.32 3.58

5 3.30 3.08

From the test result it is seen that the average C.B.R value taken was equal to 3.42.

3.2 Benkelman Beam Deflection Test

Following data was collected prior to the deflection test.

1. Traffic in C.V. per Day : 490

2. Year of traffic count : 2016

3. Vehicle damage factor : 3.75

4. Annual traffic growth rate : 7.50%

5. Year of traffic projection : 2032




6. Annual rainfall in mm : 900

7. Type of Subgrade : clayey soil

8. Plasticity index of soil : 14.5

9. Existing terrain : plain

10. Existing pavement condition: fair

Projected traffic in M.S.A

Calculation

𝑁𝑠 =365 × 𝐴 × 1 + 𝑟 𝑥 − 1

𝑟× 𝐹

= 20.24 MSA

The test was carried per Kilometer according to IS-81:1997.

Fig-2: Benkelman Beam Test

The results of the test are tabulated below in terms of thicknesses of overlay required for each span.

Table 4- Abstract of the Test

Sr.No. Kilometer Required Overlay as Per Testing

in terms of BM

Required Overlay as Per

Testing in Terms of BC

1 0-1 95 mm 66.5 mm

2 1-2 110 mm 77 mm

3 2-3 85 mm 60 mm

4 3-4 75 mm 52.5 mm

5 4-5 125 mm 87.5 mm

6 5-6 135 mm 94.5 mm

7 6-7 97 mm 70 mm

8 7-8 138 mm 96.6 mm

Average 107.5 mm 76 mm




3.3 Marshall Stability Test

Marshall Stability test was carried out for conventional mix as well as for waste plastic blended mix.Marshal

specimens were prepared with varying binder content viz. 4.5, 5.0, 5.5, and 6.0 percent by the weight of

aggregate. Three specimens for each combination were prepared to obtain optimum binder content for the

bituminous concrete mix is as show in the Table

Table 5- Abstract of the Test

Property Binder content by weight of aggregate (%)

4.5 5.0 5.5 6.0

Marshal Stability (Kg.) 1258 1383 1480 1280

Bulk density (gm/cc) 2.327 2.363 2.377 2.367

Flow values (mm) 2.6 3.5 4.2 4.6

Air Voids (%) 6.8 4.6 3.4 3.2

Voids filled with bitumen

VMA (%)

59.7 70.7 78.7 80.9

OBC (Optimum bitumen

content) (%)

5.5

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

4.5 5 5.5 6

Flo

w V

alu

e (

mm

)

Bitumen Content(%)

2.3

2.31

2.32

2.33

2.34

2.35

2.36

2.37

2.38

2.39

4.5 5 5.5 6

Bu

lk D

en

sity

(gm

/cc)

Bitumen Content (%)




Fig 3:Graphof Marshall Stability test

The modifier was added into the heated aggregate just before mixing the bitumen at the optimum 5.5 percent

binder content. It was found that the optimum modifier (waste plastic) content was 8 per cent by weight of

bitumen.Marshal mix design was conducted by varying the binder content viz 4.5, 5.0, 5.5,6.0 percent by

weight of aggregate and 8 per cent waste plastic (by weight of binder)

Table 6: Properties of Bituminous Concrete mix 8 percent waste plastic

Property Binder content by weight of aggregate (%)

4.5 5.0 5.5 6.0

Marshal Stability (Kg.) 1725 1753 1798 1733

Bulk density (gm/cc) 2.225 2.228 2.355 2.342

Flow values (mm) 3.6 3.8 4.1 4.4

Air Voids (%) 6.9 5.7 4.4 3.8

VFB (%) 59.3 66.3 73.8 77.5

VMA (%) 16.7 16.6 16.4 17.0

OBC (Optimum bitumen

content) (%)

5.5

1100

1150

1200

1250

1300

1350

1400

1450

1500

4.5 5 5.5 6

Mar

shal

l Sta

bili

ty (

Kg.

)

Bitumen Content %




Table 7: Comparison of volumetric properties of the mixes

Properties Modified Mix

(waste plastic)

Conventional mix

Marshal stability (kg.) 1800 1450

Bulk density (gm/cc) 2.350 2.374

VFB) (%) 73 76

Flow values (mm) 4 4

VMA (%) 16.5 15.6

Retained Stability (%) 4.98 88

4. COST ANALYSIS

Based on the above prices of convectional and modified bitumen, the cost of overlay construction for

modified and convectional 80/100 bitumen would be as in given table-Typical estimated cost of modified

bitumen vs. conventional bitumen.

Table 8: The cost of construction per cubic meter using conventional Bitumen

Sr. No Mix Binder Content

(%)

Amount

(Cu.m)

Rate of Bitumen

(MT)

1 BM 3.5 8820 82152

2 AC 6.25 15359 82152

Table 9: The cost of construction per cubic meter using Waste plastic Blended Bitumen

.Sr. No Mix Binder Content

(%)

Amount

(Cu.m)

Rate of Bitumen

(MT)

1 BM 3.5 8379 65221

2 AC 6.25 14590 65221

Above analysis shows that cost of construction of flexible pavement can be reduces up to 6% by

replacing bitumen with waste plastic.

Conclusion

Pavement Evaluation of the existing road was carried out which gave an indication of requirement of overlay.

Benkelman Beam Deflection method was used to design the overlay and overlay thickness for various

stretches were computed. An average thickness of 107.5 mm in BM and 76mm in terms of BC was

proposed.




Overlay incorporating Waste Plastic was also studied, it was found that for optimum binder content of 5.5

% and optimum waste plastic content of 8% by weight of bitumen increases the strength and performance

as compared to conventional mix.

By using the waste plastic reduces the dumping problems and more over by mixing it with bitumen it also

decreases the maintenance cost of the roads and also increases the life of the road.

REFERENCES [1] IRC.81 1997

[2] Khaled A. Abaza, P.E.1 Performance-Based Models for Flexible Pavement Structural Overlay Design, J. Transp.

Eng., 2005, 131(2): 149-159

[3] TienF. Fwa,1 Member, ASCE,Remaining-life consideration in pavement Overlay design, J. Transp. Eng., 1991,

117(6): 585-601

[4] Nilesh Kumar, Dr.P.D.Arumairaj ,Comparison Study of Overlay Design for Pavement using Light Weight

Deflectometer and Benkelman Beam, Volume : 4 | Issue : 6 | June 2015 ISSN No 2277 – 8179

[5] M. Amaranatha Reddy*,K. Sudhakar Reddy** & B.B. Pandey***, A rational approach for design of flexible

overlays for Indian highways,Highway Research BulletinYear 2004-2005bulletin no. 73

[6] Anil Kumar Sharama, Dr.Umesh Sharma, Comparison of Estimated overlay based back-calculated modulli by

FWD & Deflection of BBD, Indian Highways, June2016.

[7] Vishal R. Thombare, K V Krishna Rao, Thin White Topping Overlay: Insights from an Experimental Stretch, Indian

Highways, April 2016.

[8] Shiva Prasad K.Manjunath K. R, K. V R Prasad. Study On Marshall Stability Properties Of Bc Mix Used In Road

Construction By Adding Waste Plastic Bottles (2).

IOSR Journal of Mechanical and Civil Engineering (IOSRJMCE)

ISSN: 2278-1684 Volume 2, Issue 2 (Sep.-Oct. Aug 2012), PP 12-23

[9] ByDr. R. Vasudevan tar road with plastics wastes a successful experiment in Mumbai. Management of Plastics,

Polymer Wastes and Bi O -Polymers and Impact of Plastics on the Eco-System Volume 3 • Issue 1 • Jan.–Mar. 2005

ByDr. R. Vasudevan tar road with plastics wastes a successful experiment in Mumbai.

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