Assignment 3 Project Proposal 12500789 Page 1Assignment 3 Project Proposal 12500789 Page 2 Utilisation of Trash Rubber and Waste Plastic for Modifying the Properties of Bitumen By Ashutosh Patel Student ID: - 12500789 Executive Summary This project work emphasises on the enhancement of the properties of bituminous binder used in the construction of a road by using the trash rubber and waste plastic. There is a multitude of waste generation in the form of plastic waste and waste tire rubber every year. The modification of the properties of conventional binder can be accomplished by the addition of discrete proportions of the waste materials into the binder. The primary objective of this project work is to blend the trash rubber and waste plastic into the typical bitumen, discover the exact proportions required of these waste materials in the mixture and sufficient blending period and temperature. Certain critical experiments like marshall stability, ductility, etc. will be performed and analysed in the laboratory. The bitumen characteristics which possibly show, up gradation are softening point temperature, rutting, elastic recovery, marshall stability value, etc. This project will give a clear picture of the blending period and temperature and the exact proportions of the modifier which can lead other researchers to investigate the effect of ageing on this modified binders further. Also, by using these waste materials which are hazardous to the environment, it is possible to achieve the environmental sustainability. 1. Introduction The conventional bitumen has proven unable to resist the overload of the commercial and heavy vehicles and has severely impacted by the continuously degrading climate conditions. Thus, the betterment of the conventional bitumen seems to be very crucial at this point of time (Kumar & Garg 2011). Several attempts have been made to enhance the bitumen properties and currently, kind of researches are ongoing to alter and improve the bitumen properties.Assignment 3 Project Proposal 12500789 Page 3 The waste materials are blended with the typical bitumen such as used tyre rubber from the vehicles like trucks and cars, human-made plastic bottles and polythene carry bags and other several polymers. The consumption of plastic and tyre rubber has been increasing day by day, and as a result of this, significant growth in the waste generation is noticed. Both these products are non-biodegradable, and it takes years to dispose of them in nature (Barad 2015). Experts have identified that these waste materials can increase the characteristics of bituminous binder like high and low-temperature cracking, rutting, elastic retrieval, etc. and an environmental problem can be minimised at a certain level (Khan et al. 2016; Prasad & Sowmya 2015). The goal behind undertaking this project is to find effective blending period and temperature, to increase the overall lifespan of the pavement and the modifier which is best suitable for the altering the properties of the conventional binder. The project proposal further includes the detailed literature in which different proportions of trash rubber and low and high thickness plastics used by researchers has been described. Further, the objective of the project with the sub-goals and the theoretical basis with the detailed explanation of the processes to blend the waste materials with the binder and sample preparation techniques are mentioned. The experimental part will help to understand about the different experiments that are required to analyse the properties of modified sample. The project planning and the timeline for completing each task are shown in the form of Gantt chart. Finally, the conclusion states the summary of the whole project proposal. 2. Literature Review The world has experienced an enormous growth in traffic because of increase in population, affordable pricing in means of transportation leading to the demand for high-quality roads. The enlargements in heavy traffic and irregular maintenance of roads lead to the premature failure of the entire structure of the pavement (Ge et al. 2016). These primary challenging reasons force the pavement engineers and bitumen industrialists to enhance the fundamental properties of the typical bitumen and the mix design. Extensive research has identified alternatives to amplify the performance of the mix by boosting the solidity of the asphalt through modifying it by the trash (crumb) rubber (CR) and the waste plastic such as low and high thickness polythene like carry bags and plastic bottles (Kishchynskyi, Nagaychuk & Bezuglyi 2016). Adoption of these waste materials into the pavement contributes to the achievement of a sustainable environment and improves the lifespan of the roads byAssignment 3 Project Proposal 12500789 Page 4 upgrading certain properties at lower costs compared to the typical mix design (Nemade & Thorat 2013). Raol et al. (2014) identified that marshall stagnation value increases up to 60 % when plain bitumen is modified by the 15 % of Crumb rubber. The higher stability value suggests that the modified blend can confront against reflective cracks and rutting and better adherence among aggregates and binder. Ibrahim et al. (2013) state that inclusion of 10 % to 19 % of trash rubber can amplify the properties like softening point and penetration value. Another research conducted by the Khan et al. (2016) found that inclusion of 10 % of low and high thickness waste plastic and CR can improve rutting and elastic retrieval thus enhancing the lifespan of the pavements. But they claim that temperature plays crucial part in the modification process. Similarly, research led by Liu et al. (2013) recognised that if 20 to 25 % of CR content is used with the additive in the form of TOR around 2 %, elastic retrieval and temperature of softening point increases with a decrease in penetration value. These increments and decrement in particular properties reduce rutting and thermal and blockage cracking (Liu et al. 2013). Thus, there are differing views on the proportion of CR and plastic waste required for the modification procedure. However, through detailed research, it is evident that alteration in the properties rely upon blending period, proportions of waste materials and the temperature at which mixing is performed. Also, the viscosity is the parameter which governs the workability range of the design mix, and it should comply with the standards to become eligible for applying in service life for the pavements. This research helps to identify that which modifier is best suitable for the bitumen binder, blending period and the temperature at which the enhancement in the engineering and rheological properties like ductility, storage and loss modulus, penetration and softening point becomes possible. 3. Research Question, Objective and Sub-goals The research carried out by this project mainly focuses on the monitoring of transformation in the engineering and rheological properties of the bitumen and the usual mix when it is modified and blended with the trash (crumb) rubber (CR) and the waste plastic gathered from the municipal waste.Assignment 3 Project Proposal 12500789 Page 5 Since the initiation of flexible pavement structure development till date, it is observed that traditional bitumen mix design fails to resist the greater vehicular loads and temperature variations due to its viscoelastic character. So, the fundamental objective of the project proposal is to identify the impact of the addition of waste plastic (Plastic bottles and carry bags) and CR on engineering and rheological properties like penetration, ductility, storage and shear modulus, etc. of the bitumen. Also, if there is any significant enhancement in the properties, which waste material and what amount of proportion is best suitable for the modification. For the determination of alteration in the properties entire project will be subdivided into the sub-goals as listed below. Sub-goal 1: - Study of different grades and properties of bitumen and understanding the Australian standards The primary work before the commencement of the project is to study and analyse the various grades of bituminous materials that will be required during the experimental stage. Understanding of Australian standards and Austroads guides is also necessary at the beginning of the project. Sub-goal 2: - Collection of waste plastic (i.e. plastic bottles, carry bags, etc.) and crumb rubber (CR) The important task of this project will be the collection of appropriate waste plastic bottles and carry bags from the municipal/council waste collection department and used tire rubber of the vehicles (i.e. cars and trucks). Sub-goal 3: - Critical Analysis of the characteristics of the Waste Plastic and CR The collected plastic bottles, carry bags and CR, are then chopped to the required sizes. The other major thing is that utilisation of the waste plastic and CR partially replaces some fraction of the aggregates, so it is of vital importance that their properties like specific gravity are determined. Sub-goal 4: - Sample preparation of the waste plastic and CR for laboratory and site testing The specimens with different waste material proportions will be prepared, and laboratory experiments like ductility and Marshall test will be performed. If possible, the modified mix design will be adapted to the rural road and cracking caused by temperature and load imposed by the heavy vehicles will be analysed for few months. Sub-goal 5: - Study and Perusal of the experiments resultsAssignment 3 Project Proposal 12500789 Page 6 The tests results are obtained and examined, and the determination of the appropriate proportion of the waste materials needed can be identified. The explicit picture of the actual modifications in the properties will be identified at this stage. 4. Theoretical Content/Methodology 4.1 Materials Required and their Properties 4.1.1 Type of Bitumen Binder There are different classes of bitumen available such as Class 170, 320, 600, etc. (Underwood 1995). For a strong bond between the aggregates and a binder, selection of binder plays a crucial role. The selection of binder is made according to the binding and viscoelastic property of the binder and its penetration value (Barad 2015; Chavan 2013). For the experimental purposes and considering the binding properties class 170 bitumen will be selected as the bitumen binder for this project. 4.1.2 Aggregates The significant part of the structure of the pavement consist the aggregates, so it is the principal material utilised in road construction. The major part of the stress generates from the vehicles passing over the pavement, so the aggregates selected should be capable of taking that load (Jafar 2016). Thus, the selected aggregates should possess enough strength, toughness, firmness and hardness. The greater size of the aggregates provides more stability and selection will be carried out accordingly (Jafar 2016). 4.1.3 Waste Material One of the modifiers used in this projects is crumb rubber (CR). CR is scraped from the tyres of the trucks. CR possess the properties of different kind of rubbers such as styrene butadiene (SBR), natural rubber (NR), etc. (Gogoi, Biligiri & Das 2016). SBR and NR are used as a primary material for CR manufacturing. Thus, CR has higher elastic recovery compared to other rubbers, and it can surely benefit the conventional bitumen (Gogoi, Biligiri & Das 2016). The low and high thickness bottles and polyethylene bags are used as the waste plastic material to the standard bitumen. The proportion of waste material used will be between 2 % to 20 % by the mass of the bitumen adhesive.Assignment 3 Project Proposal 12500789 Page 7 4.2 Methods for Blending the Waste materials into the Conventional Bitumen There are primarily two processes (i.e. wet and dry method) to add the modifying binders like CR, plastic bottles and polyethylene bags into the traditional bituminous mix design. In the dry procedure, interfusion between aggregates and CR is heated around 195 to 210 °C prior to the blending with the standard bituminous binder (Divya, Gideon & Krishnan 2013). In this modified mix, a fraction of some fine aggregates is altered by the CR particles (Paje et al. 2013). On the other hand, wet process consist of adding CR to the mixture of bitumen and aggregates at the temperatures around 175 and 220 °C for approximately 2 hours till the proper mixing among aggregates and modifying binder takes place (Navarro et al. 2004). These processes are set apart by the volume of CR needed, grade and apparatus required to produce the mix design (Losa, Lendri & Cerchiai 2012). Though, the recycled CR consumption is greater in the dry process. The plastic bottles and carry bags are also blended with the standard bitumen binder as like CR with the wet and dry methods. In the wet process, collected waste plastic was chopped and shredded in the size of less than 60 μ. The reason behind shredding plastic waste into smaller pieces is that less micron size can be easily blended with the binder at greater temperatures (Barad 2015). The pieces passing from the sieve size of 4.75 mm and remained on 2.36 mm strainer are collected. The bitumen adhesive is heated at 160 to 170 °C, and then the plastic waste is added and stirred manually for 30 minutes (Barad 2015). This approach prepares the specimens of different proportions of plastic waste. Another method is blending by dry procedure, in which plastic is shredded in the scale between 2.36 to 4.75 mm (Chavan 2013). Then, the plain bitumen binder is heated at 160 °C and in the mean time chopped plastic waste is mixed with aggregates in the heating chamber (Barad 2015). Within 30 seconds surface of the aggregates are covered by the plastic. The hot bitumen is then blended with the plastic coated aggregates. 4.3 Sample Preparation The standard mix is prepared by taking 1200 gm of a sample of mixed aggregates and filler material and heated at 175 to 190 ℃ temperature (Wayal & Wagle 2013). The bitumen is then heated at 120 to 145 ℃ temperature, and then necessary amount of bitumen percentage by mass of aggregates is taken and again heated at the temperature of 154 to 160 ℃ (Khanna & Justo 2001). Whereas, in the modified method for the dry process, in the sample of 1200Assignment 3 Project Proposal 12500789 Page 8 gm some portion of aggregates are replaced by the CR and waste plastic particles and then added into the bitumen. In the wet process waste plastic and CR is added into the bitumen and then blended with the aggregates (Wayal & Wagle 2013). The binder content is reduced according to the modifier proportion into the mix. Ten to fifteen sample of the standard mix containing just aggregates and bitumen and modified mix containing 2 % to 20 % of CR, plastic bottles and carry bags are prepared using discrete proportions of bitumen content and modifier (Khan et al. 2016; Wayal & Wagle 2013). The specimens will be given a name like a specimen 1a and modified specimen 2a(CR) etc. The prepared samples are permitted to cool down at room temperature, and after that, diameter and mean altitude of the sample are evaluated. After that samples are submerged into the water bath for around 40 minutes at 60 ℃ (Khanna & Justo 2001). 4.4 Testing of the Hypothesis It is necessary to test the hypothesis of the project work as the success of it solely depends on the modifiers used and their discrete proportions. The samples prepared from modifiers in the range of 2 % to 20 % will be tested in the laboratory for experiments such as ductility, marshall stability, penetration, etc. The critical properties analysed after experiments will be stability value of the marshall test, softening point to resist the greater temperatures, penetration value for enhancement against load resistance and stripping. The analysis will also check the void reduction to check the resistance of modified binder against rutting and cracking, pothole formation and the durability of the sample. 5. Experimental Set-up It is necessary to analyse that whether the modifiers used to alter the properties of traditional bitumen binder and mix will alter some of the critical characteristics or not. It is not possible to describe all the experiments in detail but some of the pivotal and critical tests are necessary to determine the variation in the properties, and they are explained as below. All the tests will be carried out in accordance with the Austroads and Australian standards. 5.1 Experiments to be performed on the modified bitumen 5.1.1. Examination of the Ductility The characteristic of bitumen which allows it to experience a deflection or lengthen is termed as the ductility of bituminous. The ductility experiment is performed to compute the adhesive properties of the asphalt and its capability to stretch or expand. The test is performed inAssignment 3 accordance with the Australian Standard (AS): 2341.11. The experiment of the modi sample is conducted at the conventional minute (Khanna & Justo 2001). To perform the test, a specimen of bitumen is heated poured in the standard mould laid on a glass plate. The prepared sample is then allowed cool down at room temperature and then minutes at the temperature of 2 is attached to the clips and machine pulled them horizontally mm/minute. The stretch value is measured by the gauge reader attached to the machine as shown in the figure. The distance to the spot where sample thr ductility of the bitumen specimen in centimetres (Khanna & Justo 2001). The ductility apparatus is shown in the figure below: 5.1.2. Penetration Test The penetration test identifies the softness and hardness of the bitumen specimen (Magar 2014; Khanna & Justo 2001). The authentic loaded needle evaluates the penetration value of the prepared bitumen specimen. The standard needle is downward for the period 5 seconds, and the millimetres. The penetration depth can be experiments follow the guideline set by AS: 2341.12. bitumen to 75 to 100 ℃ and poured into the mould and keep the sample at the room temperature for 30 minutes (Barad 2015; Khanna & Justo 2001). Then the sample is kept in a water bath at 25 ℃ for one hour. For measurin taken or dial can be set to zero and the needle is liberated in the sample for five seconds and the reading is measured. Project Proposal Page 9 temperature of 25℃ and a stretch rate of 50 mm at a placed in the water bath for approximately 30 5 ℃. After that mould sides are displaced an at the constant rate of 50 ead breaks is noted as the Fig. 1 Ductility Apparatus sanctioned to perforat penetration depth is calculated visible on a dial attached to the needle. The sample is prepared by heating the g the penetration initial reading on the gauge is 12500789 fied and to d settled sample e vertically in one tenth of The Assignment 3 Project Proposal 12500789 Page 10 5.1.3. Softening Point Experiment A softening point of the bitumen sample is the temperature at which the sample gains a specific degree of softness beneath the particular experiment conditions (Barad 2015). The ring and ball apparatus is utilised to measure the softening point (Khanna & Justo 2001). The experiment follows the guidelines of the AS: 2341.11. The typical bitumen is mixed with the waste plastic and CR, and the softening point will be derived. The brass ring with the specimen is suspended in the glass cylinder filled with the water, and the steel balls are positioned above bitumen sample. The procedure involves heating the water at 5 ℃/minute . The temperature at which bitumen softens and touch the metal plate beneath the rings is noted as softening temperature of a bitumen specimen (Khanna & Justo 2001). 5.1.4. Marshall Stability Experiment The stability test is done to determine the optimum binder percentage for the aggregate blend type and traffic potential (Khanna & Justo 2001). The stagnation of a mixture is termed as the highest load sustained by a sample at the heating rate of 60 ℃. The flow of the stability is calculated as the deflection at 0.25 mm among the absence of any load and the highest load taken by the sample during the experiment (Prasad & Sowmya 2015). The test can be performed in accordance with the AS: 1141.23. The sample weighted approximately 1200 gm containing waste material, aggregates, filler and bitumen binder is prepared. The prepared sample is then placed in a water container for around 45 minutes at 60 ℃ before the experiment is undertaken (Prasad & Sowmya 2015). The sample is then heated at the temperature of 175 to 190 ℃ The procedure involves applying the load at 50 mm/minute. The load at which the sample fails is noted as the stability value for the sample (Prasad & Sowmya 2015). 5.2 Experiments to be performed on the aggregates 5.2.1 Specific gravity and Moisture absorption The merit and strength of the material are evaluated by the specific gravity experiment (Khanna & Justo 2001). The higher the value of the specific gravity, greater the resistance of the material. Thus this test helps in determining aggregates necessary according to the requirement of the project. The test follows the procedure of Austroads pavement design. To determine the moisture content approximately 2 kg of dry stones are submerged in a bucket of water for 24 hours. The mass of the sample in water is noted. After taking out aggregatesAssignment 3 Project Proposal 12500789 Page 11 from the water, they are heated in the oven at 100 to 110 ℃ for 24 hours (Barad 2015; Khanna & Justo 2001). Thus, specific gravity is measured by bisecting arid weight of stones to the weight of equivalent water volume. The moisture absorption is termed as the percentage of water absorbed in regards to the arid mass of the rocks (Khanna & Justo 2001). 5.2.2 Aggregate Crushing Experiment This test determines the crushing value of the aggregates. The crushing values of the stones measure the confrontation to crushing beneath the consistently given compressive load (Khanna & Justo 2001). Guidelines set by Austroads will be followed to complete the experiment. Dry stones which pass through 12.5 mm strainer and cling on to 10 mm strainer, poured in to three equivalent stratums in a cylindrical mould. Each layer is tamped 25 blows; then the compression machine applies 40 tonnes of a load at a constant rate of 4 tonnes/minute. The crushed stones which pass through 2.36 mm sieve are weighed as W grams (Khanna & Justo 2001). Crushing Value of the Aggregate = % 6. Results, Outcome & Relevance The data obtained from the various laboratory tests such as stability test, penetration and ductility, softening point and functional shear rheometre must be investigated thoroughly in detail. The values obtained from this experiments for the standard mix, and modified mix is compared and evaluated to see whether there has been any significant enhancement in the properties or not. The variables such as shear and complex modulus must be analysed of the modified and standard bitumen specimen which are responsible for critical parameters that show the rutting and confrontation of the bitumen adhesive against perdurable deformation and stiffness of the mix. Also the CR and waste plastic possess excellent elastic recovery property, so the phase angle value will also be checked for whether it decreases or not to enhance the elastic retrieval. The data obtained from the penetration, and softening point experiment must be analysed to see whether the pavement can withstand the heavy vehicle loads at elevated temperatures or not. So, all in all above mentioned engineering and rheological properties and their improvement is the pioneer of the success of the project. To achieve the satisfactory results for parameters mentioned above, it is necessary to identify that which method (i.e. wet or dry) is best suitable for mixing with the bitumen binderAssignment 3 Project Proposal 12500789 Page 12 keeping the cost in mind and the mixing effect to the environment. There are also several opposing views on the blending time and temperature and the optimum modifier content in the various researches. The isochronal graph will be plotted for complex modulus and phase angle against temperature to analyse elastic recovery and other properties. So; the main outcome focuses on to identify the best modifying procedure, effective blending period and the temperature by preparing specimens having a varying percentage of modifier. These three parameters have a significant effect on the above-mentioned engineering and rheological properties and can enhance the service life of the road to several years. If they are identified in the early stages of the project, then it will play a crucial part to enhance the properties and determining optimum modifier content into the mix. It will also reveal that which waste material (CR or waste plastic) is better modifier for altering the properties of the conventional bitumen binder. 7. Project Planning and Gantt Chart The Gantt chart below exhibits the timeline of this project work which commences in the autumn semester of 2017. The project begins with the in-depth understanding of the various grades of bitumen used in Australia and the properties of the waste materials which are going to be utilised in the project. The project then progresses after meeting with the project guide by an arrangement of laboratory instruments and waste materials. The crucial part of the project is sample preparation with and without modifiers and testing them to evaluate the effect of the modifiers on the standard bitumen by performing experiments discussed in the above sections. This stage is the midpoint of the project. After that critical analysis of the results will be carried out. The last important thing is the completion of research report and journal and present it in front of the supervisor and industrial specialists.Assignment 3 8. Conclusion The inclusion of CR and waste plastic (i.e. plastic bottles, carry bags) into the conventional bituminous binder to modify the engineering and rheological binder, storage and shear modulus, etc. service life and load carrying capacity, confrontation against deformation and temperature cracking. To check whether there will be any significant improvement in the properties of modified mentioned experiments must be performed in the presence of the laboratory supervisor and project guide. The project timeline and steps required for the successful completion of the project are clearly shown in the Gantt chart. The unique and new findings of the project will include the optimum percentage of the modifier, effective blending period and temperature and the modifier which properties of the bitumen binder. These finding ageing on this modified binders Project Proposal Page 13 characteristics i.e. penetration and softening has been proposed. These parameters ultimately improve pavements is best suitable to enhance the s can help other researchers to st 12500789 temperature of mix, above udy the further effect of .Assignment 3 Project Proposal 12500789 9. References Barad, M. M., 2015, 'Use Of Plastic in Bituminous Road Construction', Journal Of Information, Knowledge and Research In Civil Engineering, vol. 3, issue: 2, pp. 208- 212.viewed:12/10/2016. Chavan, A. J., 2013, 'Use of Plastic Waste in Flexible Pavements', International Journal of Application or Innovation in Engineering & Management, vol. 2, issue: 4, pp. 540- 552. viewed: 15/10/2016 Divya, P. S., Gideon, C. S. & Krishnan, J. M., 2013, 'Influence of the Type of Binder and Crumb Rubber on the Creep and Recovery of Crumb Rubber Modified Bitumen', Journals of materials in civil engineering, vol. 25, no. 4, pp. 438-449. Ge, D., Yan, K., You, Z. & Xu, H., 2016, 'Modification mechanism of asphalt binder with waste tire rubber and recycled polyethylene', Construction and Building Materials, vol. 126, pp. 66-76. Gogoi, R., Biligiri, K. P. & Das, N. C., 2016, 'Performance Prediction Analyses of styrenebutadiene rubber and crumb rubber materials in asphalt road applications', Materials and Structures, vol. 49, no. 9, pp. 3479-3493. Ibrahim, M. R., Katman, H. Y., Karim, M. R., Koting & Mashaan, N. S., 2013, 'A review on the effect of crumb rubber addition to the rheology of crumb rubber modified bitumen', Advances in material science and engineering, vol. 2013. Jafar, J. J., 2016, 'Utilisation of Waste Plastic in Bituminous Mix for Improved Performance of Roads', KSCE Journal of Civil Engineering, vol.20, no. 1, pp. 243-249. Khanna, S., K. & Justo, C., E., G., 2001, 'Highway Engineering', 8th edn, Nem Chand & Bros, Roorkee (U. A.). Khan, I. M., Kabir, S., Alhussain, M. A. & Almansoor, F. F., 2016, ' Asphalt Design using Recycled Plastic and Crumb-rubber Waste for Sustainable Pavement Construction', Procedia Engineering, vol. 145, pp. 1557-1564. Kishchynskyi, S., Nagaychuk, V. & Bezuglyi, A., 2016, ' Improving Quality and Durability of Bitumen and Asphalt Concrete by Modification Using Recycled Polyethylene Based Polymer Composition', Procedia Engineering, vol. 143, pp. 119-127. Liu, H., Chen, Z., Wang, W., Wang, H. & Hao., P., 2013, 'Investigation of the rheological modification mechanism of crumb rubber modified asphalt (CRMA) containing TOR additive', Construction and Building Materials, vol. 67, pp. 225-233.Assignment 3 Project Proposal 12500789 Losa, M., Leandri, P. & Cerchiai, M., 2012, 'Improvement of pavement sustainability by the use of crumb rubber modified asphalt concrete for wearing courses', International Journal of Pavement Research and Technology, vol. 5, no. 6, pp. 395-404. Navarro, F. J., Partal, P., Martinez-Boza, F. & Gallegos, C., 2004, ' Thermo-rheological behaviour and storage stability of ground tire rubber-modified bitumen's', Fuel, vol.83, no. 14, pp. 2041-2049. Nemade, S. N., Throat, P. V., 2013, ' Utilization of Polymer Waste for Modification of Bitumen In Road Construction', Scientific Reviews & Chemical Communications, vol. 3, no. 4, pp. 198-213. Paje, S. E., Luong, J., Vazquez, V. F., Bueno, M. &. Miro, R., 2013, 'Road pavement rehabilitation using a binder with a high content of crumb rubber: Influence on noise reduction, Construction and Building Materials, vol. 47, pp. 789-798. Prasad, A. R. & Sowmya, N. J., 2015, 'Bitumen Modification with Waste Plastic and Crumb Rubber', International Journal of Engineering Research & Technology (IJERT), vol. 4, issue: 5. viewed: 13/10/2016. Raol, H., Parmar, A., Patel, D. & Jayswal, J., 2014, 'Effect of the Use of Crumb Rubber In Conventional Bitumen on the Marshall Stability Value', International Journal of Research in Engineering and Technology, vol. 3, Issue. 1. viewed: 12/10/2016 < http://esatjournals.net/ijret/2014v03/i01/IJRET20140301034.pdf> Underwood, R. T., 1995, 'Road Engineering Practices', Macmillan Education Australia PTY LTD., Australia. Wayal, A. S. & Wagle, M. D., 2013, 'Use of Waste Plastic and Waste Rubber in Aggregate and Bitumen for Road Materials', International Journal of Emerging Technology and Advanced Engineering, vol. 3, issue: 7, pp.301-306. viewed: 12/10/2016 < http://www.ijetae.com/files/Volume3Issue7/IJETAE_0713_51.pdf>