Published by : International Journal of Engineering Research & Technology (IJERT)

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Vol. 9 Issue 06, June-2020

Recycling Bitumen from Dismantled

Road-A Case Study
Monika Dagliya Rewa Bochare
Department of Civil Engineering Department of Civil Engineering
Prestige Institute of Engineering Management & Research Prestige Institute of Engineering Management & Research
(Sch. No. 74, Vijay Nagar, Indore (M.P.) (Sch. No. 74, Vijay Nagar, Indore (M.P.)

Abstract - In a developing country like India, many changes in urban planning and infrastructure facilities are proposed and brought
into practice on a daily basis. One such commonly faced challenge is the proper handling of demolished pavements during road
construction and rehabilitation. Also if the demolished pavement is not disposed off in the correct manner, it may cause serious
environmental hazard. A possible solution to this is the reusing of demolished materials by recycling in proper manner. The solution,
not very commonly adopted in India may become a possible alternative for pavement construction for the current ambitious road
building programme underway. The present study involves the recycling of existing asphalt pavement materials of a dismantled road
at Indore, India to produce new pavement materials. The results showed considerable savings of material, money, and energy.
Keywords – Infrastructure; pavement; recycling; environmental hazard

INTRODUCTION
Over the years, recycling has become one of the most attractive pavement rehabilitation alternatives in developed countries.
Unfortunately, asphalt pavement recycling is yet to take off in India despite the current ambitious road building programmed
underway.
Recycling of existing asphalt pavement materials to produce new pavement materials results in considerable savings of material,
money, and energy. The specific benefits of recycling can be summarized as follows:
(a) Substantial savings over the use of new materials,
(b) Conservation of natural resources,
(c) Performance equal or even better than new materials,
(d) Pavement geometrics is maintained, and
(e)Saving of considerable amount of energy compared to conventional construction techniques.

The last benefit is very important due to the recent urgent need for reducing greenhouse gases that is, reducing carbon footprint
thereby earning carbon credits for India.
The Asphalt Recycling and Reclaiming Association define five different types of recycling methods: (1) Cold Planning; (2) hot
recycling; (3) Hot in Place Recycling; (4) Cold In-Place Recycling; and (5) Full Depth Reclamation. Only hot recycling of
asphalt pavements at a central plant will be discussed in this article in the context of 4-laning and 6-laning of India’s state
highways and national highways wherein road paving bitumen worth crores of rupees is being buried rather than recycled.

LITERATURE REVIEW
Arvind and Das (2006 ) adopted central plant hot mix recycling for recycling of asphalt pavement materials. Literature
review reports varied levels of performances (laboratory as well as field) of recycled mix compared to the performances of
corresponding virgin mixes. Thus, they conducted performance-related tests before finalizing any recycled mix design. They
conducted laboratory study on recycled mix design of two different Reclaimed Asphalt Pavement (RAP) samples, and
subsequently developed an integrated mix-design-structural-design approach for hot recycled mix. The total cost of the asphalt
layer construction was estimated considering the constituent proportion and the pavement design thickness so that the
designer may choose the best option.
Shunyashree, et al proposed that recycling of asphalt pavements is one of the effective and proven rehabilitation
processes. For the laboratory investigations reclaimed asphalt pavement (RAP) from NH-4 and crumb rubber modified
binder (CRMB-55) was used. Foundry waste was used as a replacement to conventional filler. Laboratory tests were
conducted on asphalt concrete mixes with 30, 40, 50, and 60 percent replacement with RAP. These test results were
compared with conventional mixes and asphalt concrete mixes with complete binder extracted RAP aggregates.
Mix design was carried out by Marshall Method. The Marshall Tests indicated highest stability values for asphalt concrete
(AC) mixes with 60% RAP. The optimum binder content (OBC) decreased with increased in RAP in AC mixes. The Indirect
Tensile Strength (ITS) for AC mixes with RAP also was found to be higher when compared to conventional AC mixes at 30
°C.Thus these previous studies were referred to before conducting the tests in this study.

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METHODOLOGY
A sample of the bituminous layer was collected from the dismantled road at Malwa mill area in Indore. The sample was broken
into small pieces, washed with water and then dried for one day. An amount of 250 grams of the washed sample was taken out
for performing the bitumen extractor test to determine the initial bitumen content. Aggregates of different sizes were purchased
from the market. Sieve Analysis was performed on each sample of the aggregates procured from the market. Grading of
material was done according to section 509 of MORTH (Ministry of Road Transport and Highways) code. Samples of different
grades of materials were then weighed (1200 grams each). Aggregate sample was then heated up to 160°C and then cooled up to
140°C in a pan. Another sample of heated bitumen grade of 60-70 was added to the heated material and then mixed. Mould was
prepared with varying percentages bitumen content. Marshall Stability test (Figure 1) was performed for each sample having
different percentage bitumen content to determine stability and flow value, voids in aggregate (VA), voids in mineral aggregate
(VMA), and voids filled with bitumen (VFB) as given in MORTH.

Figure 1: Testing of mould in Marshall Stability test apparatus at Material Testing Lab

Optimum bitumen content was determined from stability and flow value. Washed and dried Malwa Mill road material passed
from 12.5 mm I.S. sieve and retained on 10 mm sieve was taken. Material was then weighed and then heated up to 160°C and
then cooled upto 140°C. Required bitumen content was added to the material and then mixed to prepare moulds as shown in
Figure 2.

Figure 2: Numbered Moulds of varying percentages of Bitumen contents

Marshall Stability test was preformed for these samples to determine stability and flow value. Stability and flow value of each
sample was compared. Result analysis and cost analysis was done. Conclusions were derived from the same.

RESULTS
Sieve Analysis on aggregates 4.75mm, 6mm, stone dust and cement were first performed in the material testing laboratory as
prescribed by Indian Standards.
As an example a sample table for sieve analysis of cement is given below in the form of Table 1.
Table 1: Sieve Analysis of cement sample
Sieve Weight Percentage Cumulative Percentage
size retained retained frequency passing
600µ 0 0 0 100
300µ 0 0 0 100
150µ 0 0 100
75µ 94 94 6

According to IRC 29-1968 specifications, the mineral aggregates including mineral filler should be so graded or combined so as
to confirm to the grading. Unless otherwise specified, for compacted layer thickness of 24 to 40 mm, any of the two grading can
be used, but for layer thickness of 40 to 50 mm, only grading no.2 can be used.

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Table 2 gives the aggregate gradation for bituminous concrete.

First the initial bitumen contained for the sample was calculated by bitumen extractor. Then the optimum bitumen contained by
marshal stability test, and finally the required bitumen to be added in sample was calculated.
Table 3 gives the results of sieve analysis for bituminous concrete.
Table 2: Aggregate gradation for bituminous concrete
Percent by weight passing the sieve
Sieve designation
Grading 1 Grading 2
20 mm - 100
12.5 mm 100 80-100
10 mm 80-100 70-90
4.75 mm 55-75 50-70
2.36 mm 35-50 35-50
600 micron 18-29 18-29
300 micron 13-23 13-23
150 micron 8-16 8-16
75 micron 4-10 4-10

Table 3 : Sieve Analysis for bituminous concrete

Sieve designation Aggregate 6mm Aggregate 4.75mm Stone dust Filler cement Blended grading Desired grading Remark
12.5mm 100 100 100 100 100 100 Ok
10mm 100 100 100 100 100 80-100 Ok
4.75mm 27.01 91.54 77.98 100 74.33 55-75 Ok
2.36mm 1.16 42.17 46.85 100 41.73 35-50 Ok
600 0.34 3.99 21.25 100 18 18-29 Ok
300 0.24 0.32 15.89 100 13.35 13-23 Ok
150 0.18 0.2 7.68 100 8 8-16 Ok
75 0.10 0 3.16 94 4.13 4-10 Ok
Mixing % 12 15 71 2
The obtained bitumen mix was compared with the standard requirements and the results of the same have been summarized in
Table 4.

Also a clear comparison between old sample and new sample has been given in Table 5 for two parameters viz. stability and
flow for different bitumen content.

Also the variation of strength and flow parameters with varying bitumen content has been further indicated graphically in Figure
3 and Figure 4 respectively.

Table 4: Requirements of bituminous concrete mix

Serial
Description Requirement Obtained
No.
Marshal stability (ASTM designation D 1599) determined in Marshall specification compacted by 50
340 kg
1 compaction blows on each end. 390 kg
minimum
2 Marshall flow (25mm) 8-16 15
3 Per cent voids in mix 3-5 3.94
4 Per cent voids in mineral aggregate filled with bitumen 75-85 81.25
5 Binder content per cent by weight of mix 5-7.5 6.5

Table 5: Comparison of fresh material and old material

Bitumin 6.5( new 6.5(old
4.5 5.5 7.5
content (%) sample) sample)
Stability (k.G.) 490 540 580 390 500

Flow(mm) 8 10 13 10 15

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590
580 580
570
560

Strengh ( k.g)
550
540 540
530
520
510
500 500
490 490
480
0 2 4 6 8

Bitumen content (%)

Figure 3 Bitumen content v.s. Strength curve

16
15
14
13
12
Flow (mm)

10 10
8 8
6
4
2
0
0 2 4 6 8

Bitumen content(%)

Figure 4: Bitumen content v.s. Flow curve

The density of the sample (G) was found to be = 2.44. The specific gravity of the total blended mineral was calculated after
determining the specific gravities of different aggregate used in the mix.

Ga=100/(W1/g1+W2/g2+W3/g3+W4/g4) (1)
Where Ga = specific gravity of combined aggregate.
W1W2…=respective per cents by weight of aggregate 1,2,3.
g1 ,g2 = respective specific gravities of aggregate 1, 2,3.
W4 and g4 = weight and specific gravity of binder material.
The value was calculated as Ga = 2.85. The theoretical maximum specific gravity which is the theoretical density of a void less
mixture of a bituminous paving mix may be expressed as follows:
Gt = 100/((100-Wb)/Ga + Wb/gb) (2)
where Gt = maximum theoretical specific gravity at 25°C. and Wb = bitumen content, per cent by weight
The calculated value of Gt = 2.54.
Per cent of maximum density of the mix (M) was calculated as 96.06. Va = per cent voids in specimen = 3.94
VMA = voids in mineral aggregate (VMA) = 21.55
VFB = per cent voids, filled with bitumen = 81.25

Table 6 below gives the abstract sheet of recycled material followed by Table 7 which is the abstract sheet of the fresh material.

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Table 6: Abstract sheet of recycled material

Item Quantity Cost
Particulars of items Quantity Unit Rate Qty Quantity Unit Cost
no saved saved
per
1 Aggregate 6 mm 3.6 m3 650 3.6 3.6 m3 2340 2340
m3
per
2 Aggregate 4.75 mm 4.5 m3 630 4.5 4.5 m3 2835 2835
m3
per
3 Stone dust 21.3 m3 600 21.3 21.3 m3 12780 12780
m3
per
4 Cement 17.28 bags 280 17.28 17.28 bags 4838 4838
bag
Bitumen 60/70 grade per
5 1142.31 kg 65 827.19 1142.31 kg 74250 53767
penetration kg
Washing of dismantled per
6 30 m3 371 Nil 30 m3 11137.5 0
material m3
Material
108181 76560
cost
Add labour cost @ 30 % of
32454
total cost
Add contractors profit @ 10
10818
%
Total cost 151453
Overall
74892
cost

Table 7: Abstract sheet of fresh material

Item no Description quantity unit rate per cost
Providing and laying bituminous concrete with hot mix plant using crushed aggregates
of specified grading, premixed with bituminous binder, transporting the hot mix to
work site, laying with a mechanical paver finisher to the required grade, level and
alignment, rolling with smooth wheeled vibratory and tandem rollers to achieve the
desired compaction in all aspects and as per clauses of section- 509. (Only cement will
be use as filler).
1 For grading II (30-45 mm thickness ) with 60/70 bitumen 30 m3 8226 m3 246780

CONCLUSIONS
• Cost of construction of bituminous concrete layer of 100 meter length, 7.5 meter wide and 4 cm thick (quantity 30 m 3)
is Rs 246780 only, while recycled dismantled road cost is Rs 74893. Thus a saving of around 70% is observed in cost
incurred when recycled bitumen is used as a partial substitute of fresh concrete.
• The stability as well as flow values were found to be increased for new sample.
• It was found experimentally that around 70% of the bitumen of the dismantled road may be recycled and used for
further pavement construction activities.
• This may also serve as a lucrative option for the disposal of bitumen for dismantled roads. As bitumen resulting in
dump yards poses a serious threat to the environment, recycling of this bitumen can protect mankind from this
ecological hazard.

ACKNOWLEDGMENT

The authors wish to thank Director and Staff of Prestige Institute of Engineering Management & Research, Indore for their
technical support during the tests performed in the laboratories in the Civil Engineering Department of the Institute.

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