Bitumen

The Vapor Extraction (VAPEX) process, a newly developed Enhanced Oil Recovery (EOR) process to recover heavy oil and bitumen, has been studied theoretically and experimentally and is found a promising EOR method for certain heavy oil reservoirs. In this work, a simulation study ...

This study investigates the feasibility and effect of poly(lactic) acid (PLA) on bitumen modification. The chemical and physical properties were evaluated for the modified bitumen produced with varying percentages of PLA ranging from 3 to 9%. Several testings such as the nuclear magnetic resonance (NMR), Fourier Transform Infrared Spectroscopy (FTIR), Gel permeation chromatography (GPC), penetration, softening and ductility, and thermal storage stability were evaluated. The results show that chemical interaction exists between PLA and bitumen. The GPC analysis indicates high compatibility of the bitumen with the PLA modifier. Moreover, the results indicated that the addition of PLA increased the consistency of modified bitumen. The storage stability and segregation of phases were positively affected in the PLA modified bitumen. The PLA and base bitumen interact at physical and chemical levels which results in enhancement of performance of modified bitumen to produce a high-quality binding material for pavement construction.

There are some problems to find heavy hydrocarbon characteristic such as lake of method or
techniques and the special hydrocarbon property. Therefore, it is important to obtain the relation to find heavy
hydrocarbon characteristic analytically or by experiment. These relations help us to predict special property in
different range or area. In this study tried to predict the bitumen’s molecular weight distribution by using its
rheological property. This function obtained from the definition of complex modulus and phase angle for
polymeric mixtures and investigated by zero relaxation time as rheological property. The result indicate that
molecular weight distribution is sharp in low zero relaxation time and it’s so wide in high zero relaxation time
and this means that the molecular weight of bitumen’s mixture increase by increasing the zero relaxation time
and the distribution of molecular weight be wider.

Abstract The performance implications of laboratory asphalt loose mixture aging at 135 °C were evaluated by comparing the performance of mixtures subjected to long-term aging at 95 °C and 135 °C to yield the same rheology. Although the rheology of the mixtures aged at 135 °C and 95 °C matched, their chemistry differed. Performance test results suggest that the chemical changes induced by aging at 135 °C can negatively impact performance. The relationship between binder chemistry and rheology was unaffected by aging temperatures at or below 95 °C. The rate of oxidation increased with an increase in temperature, and thus, the optimal loose mixture aging temperature is 95 °C.

Binder's response to multiple stress creep and recovery test has been captured. Conventional binders are not suitable for higher temperatures. Modified binders show delayed elastic response. Power law model has been modified to incorporate non-linear viscoelastic response. Critical values for g M and a has been assigned. a b s t r a c t This study investigated the strain response of different asphalt binders when subjected to multiple creep and recovery cycles. Test was conducted at three altered temperatures (40, 50 and 60 °C) and four stress amplitudes (0.1, 3.2, 5 and 10 kPa). Burgers four element model and a Power law model were used to simulate the measured response. It was demonstrated that the modified binders outperformed the conventional binders at all the test conditions. Conventional binders were found to be highly sensitive to change in stress level and temperature. It was proved from the test results that the traditional Superpave criteria for characterizing rutting behavior of asphalt binders is not appropriate. Both the Burgers and Power model gave poor experimental fit for the recovery domain, mainly for the modified binders. The viscous parameter g M of the Burgers model correlated well with the non-recoverable creep compliance (J nR) and R value. The modified Power model, as proposed in the study, was in good agreement with the measured creep and recovery response for all the binders. The new model parameter 'a' was found to be able to predict the delayed elastic response of the binders. Critical values of g M and a were assigned corresponding to different traffic levels and suggested as a rutting measuring tool.

The dawn of trade is abstractly similar to modern trade. As the then-known world widened, the connection of civilizations stretched apart. However, trade is what has kept society bound together. Iraq and ancient Mesopotamia are, cartographically, the same. Yet the exports of those two places are completely different. Compared to ancient Mesopotamia, modern-day Iraq has a small variety of goods produced and exported. However, a particular export has always been traded in the region of Iraq: Bitumen. Bitumen and other ancient goods were traded over land and rivers. Trading has connected humanity culturally, and physically and has supported all nations throughout time.

Rheological data of unmodified and polymer-modified asphalts are conventionally obtained from dynamic mechanical characterization and expressed in terms of sets of curves showing the variation of viscoelastic properties with frequency. Using the conventional melt flow indexer, the material's volumetric-flow rate MVR (in cm3 / 10 minutes) through a predefined die under conditions of constant temperature and stress when obtained for the same asphalts, shows a direct relationship with the dynamic data. The MVR value helps in unifying the sets of dynamic data curves of |G*|, G" and |G* |/sin d versus frequency in the case of unmodified asphalts, poly- mer-modified asphalts and asphalt mastics. The unification technique has a sound theoretical basis and the uni- fied curves have far-reaching implications. Since MVR is so simple to determine quite accurately on a relatively inexpensive, easy-to-use flow measurement device (FMD), this parameter can be generated on paving sites or at refineries, if needed, rather than in research laboratories as is the case with the fundamental rheological parameters. The MVR can then be used as an excellent indicator of the fundamental rheological parameters through the use of the unified curves. The MVR can be utilized to accurately determine the currently used high temperature performance grade specification of paving asphalt. On account of the simplicity in obtaining this specification value from the MVR, it may be routinely used for quality control / quality assurance purposes. It can also be used as a rapid product development / formulation tool.
Zusammenfassung Die rheologische Daten von unmodifizierten und durch Polymere modifizierte Asphalte werden üblicherweise mittels dynamisch-mechanischer Charakterisierung erhalten und dann als Kurvenschar, welche die Änderung der viskoelastischen Eigenschaften bei verschiedenen Frequenzen zeigen, dargestellt. Für die gleichen Asphal- te kann aber auch die volumetrische Fliessrate (MVR), welche in einem konventionellen Melt Flow Indexer mit definierter Düse bei konstanter Temperatur und Schubspannung gemessen wird, mit den dynamischen Daten korreliert werden. Der MVR-Wert wird hierbei benutzt, um die frequenzabhängigen dynamischen Daten für |G*|, G" und |G*|/sin d für modifizierte und unmodifizierte Asphalte und Asphaltharze zu normieren. Diese Normie- rungstechnik basiert auf einen theoretischen Hintergrund und die normierten Kurven haben weitreichende prak- tische Konsequenzen. Der MVR-Wert kann sehr einfach und genau mit preiswerten und einfach zu bedienen- den Flow Measurement Devices (FMD) vor Ort oder in Raffinerien bestimmt werden, anstatt in Forschungslabors durch aufwendige rheologische Versuche. Der MVR-Wert kann sodann mittels der normierten Kurven als ein hervorragender Indikator für fundamentale rheologische Parameter herangezogen werden. Zudem kann er benutzt werden um die gegenwärtig verwendete "High Temperature Performance Grade" Anforderungen von Strassenasphalt präzise zu bestimmen. In Anbetracht der Einfachheit, mit welcher diese Spezifikation anhand des MVR-Wertes bestimmt werden kann, könnte dieses Verfahren routinemässig zur Qualitätskontrolle und Qualitätsbürgschaft ebenso zur schnellen Produktentwicklung verwendet werden.

Bitumen (asphalt) is a very complex material which is widely used as binder for flexible pavement but it is a hazardous material during production of Hot Mix Asphalt (HMA) with low dielectric constant (ε'). This paper provides a review about the bituminous material in the sector of construction of roads and highways. The behavior and adverse effects caused by bitumen binder to the environment as well as to the living being and need of alternative sources are discussed here. Statistics shows that a large number of workers are involved in the construction of flexible pavement around the world and they are exposed to the bituminous fume generated in the Hot-Mix Asphalt (HMA) process which causes severe damage to their health even cause cancer. When the bitumen spill exposed to the environment, bitumen fume and washed away particle mix with the environmental elements and cause pollution. To overcome this situation, world needs an alternative bio-based binder which will be efficient ...

The main aim of this study was to determine an alternative for bitumen which will satisfy the physical and binding properties of bitumen in terms of strength, endurance, and flexibility. The asphalt market is looking for alternative sustainable binders that can (fractionally) replace the bitumen in terms of environmental sustainability and which may also augment the availability of binders. In this research study, crumb rubber has been consumed in bituminous mixes and its optimum content percentage is found, the crumb rubber is used in powdered form and that amount has been replaced from the quantity of bitumen. Standard Marshal Mix design and Penetration test and Ductility test were performed. The various percentages of crumb rubber (from 2% to 10% by the weight of bitumen) were used to prepare the samples, with optimum value of bitumen content (5%). It was observed that crumb rubber at 6% (by weight of bitumen) and at 5% Optimum Bitumen Content came out to be optimum percentage of crumb rubber. The test results shows that stability of the modified bitumen mix was increased as compared to the plain bitumen mix. The physical properties of modified bitumen were also improved, with the help of penetration test it was observed that the modified bitumen was harder consistency and was less flexible as per ductility test.

The ageing of bitumen binder has an influence on how long is in service a road coating. Thus, it is important to have reliable methods to predict pavement behaviour with time. During its service period, bitumen suffers a gradual loss of its desirable properties due to continuous exposure of bitumen to environment and traffic. To determine changes of binder characteristics with respect to time, one must expose bitumen to the influence of external factors which results in oxidation, evaporation and exudation of bitumen components thus hardening of the bitumen. In the present study two modifiers i.e. Styrene Butadiene Styrene (SBS), an elastomer and Crumb Rubber, obtained from discarded tyres are used, to modify VG30 bitumen. The changes in conventional and rheological properties of VG30 modified with different percentages of SBS(5% to 7%) and Crumb Rubber(7% to 9%) before and after ageing are studied. The rheological properties of binders in terms of their complex modulus (G*) which depicts stiffness and overall resistance to deformation, storage modulus (G' = G*×cosδ) which measures energy stored during a loading cycle, loss modulus (G " = G* × sinδ) which measures the energy dissipated during a loading cycle and phase angle (δ), measures the viscoelastic character of bitumen are studied using Physica Smart Pave Asphalt Rheometer. The properties are tested at different temperature varying from 58˚C till failure at frequency 10 rad/sec. Short and Long Term ageing is simulated by Rolling Thin Film Oven Test and Pressure Ageing Vessel respectively. Conventional tests shows hardening of bitumen due to ageing and increase in viscosity and temperature susceptibility characteristics due to addition of modifiers. Complex Modulus G* increases with increase in % of modifier and test temperature, G* values are greater after RTFOT ageing which indicated hardening of bitumen and considerably greater after PAV ageing due to prolonged ageing. Rutting resistance (G*/sinδ) values are greater for modified bitumen indicating better rutting resistance. The third rheometer measurement Loss modulus (G* × sinδ) is carried out on PAV aged residue, to evaluate fatigue cracking property of binder.

NOTE: Sole author is Mohamad Mohajeri

"In  this  research  two  major  questions  have  been investigated.  One  of  the questions  is  whether  these  high temperatures  have  a  negative  effect  on  the bituminous binder,  while  the  other  important  question  is  whether  the RA binder will blend totally with the virgin binder that is added. The focus of this research was on four objectives. The first objective was to develop a laboratory mixing method to simulate the real recycling process in the field. The second objective was to assess the effect of the double barrel drum  on the  mixture  quality  in  comparison  with conventional  batch plant. Third, it was aimed to measure the blending degree between two binders. And finally, to increase the understanding of the mechanism behind blending RA binders with virgin bitumen, with focus on their micro structure.

This paper represents an experimental research to investigate the effect of using bitumen and fly ash on strength and swelling properties of expansive soil stabilized with 5% fly ash and varying percentages (0, 5, 10, 15, and 20%) of bitumen. Preliminary tests such as Atterberg limits, compaction parameters tests together with unconfined compression and CBR tests were conducted on stabilized soil. Specimens for unconfined compression and CBR tests were prepared at their respective optimum moistures using Standard compaction effort. For CBR tests, a pair of compacted specimens was prepared at soaking and unsoaking conditions. The study results revealed that addition of bitumen-fly ash to expansive soil has significant influence on its properties. Comparing the tests results, the maximum dry density, unconfined compressive strength (UCS) and CBR of the stabilized soil increased significantly, coupled with reduction in plasticity index (PI) and free swell index (FSI) as the bitumen-fly ash content increased. Addition of 5% bitumen and 5% fly ash resulted in increment in soaked CBR almost 3 times the initial value, while unsoaked CBR and UCS increment is 60% compared to virgin soil. The reduction in PI and FSI with addition of 15% bitumen and 5% fly ash is about 64% and 86% respectively. It is concluded that the study findings are expected to be useful to civil engineers in the field implementation of stabilization schemes. Introduction Expansive soils are characterized by very low bearing capacity, high compressibility, low permeability and high volume change under changing moisture conditions. They tend to lose strength further upon wetting and other physical disturbances. These soils are especially troublesome as pavement subgrades and unsuitable for construction of embankments, buildings or other light structures in their natural state [1-2]. For the purpose of enhancing the engineering properties of this soil by mechanical or chemical means or both, soil stabilization will be conducted by adding a stabilizing agent to the natural soil. In this process, the additive agent is typically a manufactured commercial product that enhances the soil quality only if it is added in right amounts. Such products include Portland cement, lime, fly ash, bitumen alone or accompanied with something else. Bituminous materials are extensively used for pavement construction, primarily because of their excellent binding characteristics, sustainable and water proofing properties. Soil stabilization with bitumen is one of the oldest methods used to improve soil properties. When bitumen mixed soil it binds the particles together by providing cohesive strength to the soil mass (i.e. cementation action) and acts as waterproofing agent [3]. Recently, fly ash was widely used in construction industry such as production of concrete, grout, structural fills, embankments and soil stabilization. Fly ash is regularly used as a partial replacement for cement in treatment of weak soils because of its pozzolanic properties. Fly ash by itself has little cementation effect but in the presence of moisture or bitumen it reacts chemically and forms cemented compounds and attributes to the improvement of strength and swelling characteristics of expansive soils [4]. Increased use of fly ash as a partial cement or lime replacement would also represent a savings in energy. Therefore, fly ash has been called a high-energy waste

Bitumen is a form of hydrocarbon with vital economic value, the largest and purest deposit occur in Agbabu, Odigbo local government Ondo State Nigeria. This project explore a bit of the site for research purpose and further work is opened to the geoscience. This project has show to what extent the deposition exist.

Various rutting susceptibility parameters for unmodified and modified bitumen were studied at three different temperatures of 40, 50, and 60°C. Wheel rut testing was also conducted on three different bituminous mixes at 60°C. The different test parameters used to evaluate the rutting performance bitumen were correlated with the mix results, and the best suited method was identified. It was found that the ranking of binders with respect to rutting susceptibility remained unaltered irrespective of any test method. Statistically, multiple stress creep and recovery (MSCR) was found to correlate more accurately with the wheel rutting test results as compared to the other test methods. It was concluded that MSCR test is a more rudimentary way of predicting the rutting sensitivity of binder in a bituminous mixture.

Generation of plastic waste and rubber waste is increasing day by day and the necessity to dispose of this waste in a proper way is arising. Nowadays pavements are subjected to various kinds of loading which affects the pavement performance condition that causes various distresses. Use of plastic and rubber in pavement design as an innovative technology not only strengthened the road construction but also increase the road life. In this study, different tests were conducted on aggregates, bitumen, and bituminous mixes. The effect of the addition of waste polyethylene in the form of locally available carry bags had been checked on aggregates as well as on bitumen. As per visual inspection, 5%, 7.5% and 10% plastic coating was made on aggregates and sample were checked for crushing, impact and abrasion values. Effect of addition of waste plastic and crumb rubber on bitumen had been studied by varying concentrations of polyethylene from 0% to 15% i.e. 0%, 5%, 7.5%, 10%, 12.5% and 15% in bitumen. Various tests such as penetration, ductility, softening point, flash and fire point, viscosity and loss on heating were performed on the samples. The optimum percentage was taken from these tests which had shown satisfactory results for all the tests performed. Later, that optimum percentage value was used for preparing bituminous mixes for testing pavement properties such as Marshall Stability, compressive strength, and indirect tensile strength. As per the test results, about 10% plastic waste with crumb rubber replacement in bitumen shows better results than conventional bitumen as well as 10% plastic coating to aggregates also improve the load-bearing capacity. The strength is found to be increased by 62% as compared to conventional mixes. By using plastic waste in flexible pavement design, the problem of plastic and waste rubber disposal gets solved as well as the performance of roads gets improved. Investigations can also be made on using other grades of bitumen and other substituents. Generation of plastic waste and rubber waste is increasing day by day and the necessity to dispose of this waste in a proper way is arising. Nowadays pavements are subjected to various kinds of loading which affects the pavement performance condition that causes various distresses. Use of plastic and rubber in pavement design as an innovative technology not only strengthened the road construction but also increase the road life. In this study, different tests were conducted on aggregates, bitumen, and bituminous mixes. The effect of the addition of waste polyethylene in the form of locally available carry bags had been checked on aggregates as well as on bitumen. As per visual inspection, 5%, 7.5% and 10% plastic coating was made on aggregates and sample were checked for crushing, impact and abrasion values. Effect of addition of waste plastic and crumb rubber on bitumen had been studied by varying concentrations of polyethylene from 0% to 15% i.e. 0%, 5%, 7.5%, 10%, 12.5% and 15% in bitumen. Various tests such as penetration, ductility, softening point, flash and fire point, viscosity and loss on heating were performed on the samples. The optimum percentage was taken from these tests which had shown satisfactory results for all the tests performed. Later, that optimum percentage value was used for preparing bituminous mixes for testing pavement properties such as Marshall Stability, compressive strength, and indirect tensile strength. As per the test results, about 10% plastic waste with crumb rubber replacement in bitumen shows better results than conventional bitumen as well as 10% plastic coating to aggregates also improve the load-bearing capacity. The strength is found to be increased by 62% as compared to conventional mixes. By using plastic waste in flexible pavement design, the problem of plastic and waste rubber disposal gets solved as well as the performance of roads gets improved. Investigations can also be made on using other grades of bitumen and other substituents.

This research examines broad regional patterns of interregional trade for the world's first colonial trading system, the economic expansion of southern Mesopotamia into southwest Iran and southeast Anatolia. Stable carbon and deuterium isotope analyses of bitumen artifacts from several Uruk enclaves and colonies show diachronic changes in trade routes as well as changes in the nature of the Uruk expansion from the Middle to Late Uruk periods. Hacinebi Tepe, a Chalcolithic Anatolian site located on the upper Euphrates River had material primarily from northern Mesopotamia in the period before the Uruk expansion. These findings highlight the importance of sites such as Tell Brak and Hamoukar which reached a high level of complexity in the early fourth millennium BC and influenced societies prior to trade with southern Mesopotamia. In the late Middle Uruk Period, during the Uruk expansion, bitumen found in trade colonies in the northern Euphrates regions derived mainly from central and southern Mesopotamia and an unidentified source area, while later colonies from the Late Uruk period acquired most of their material from the northern Mesopotamian sources. The significantly large quantity of bitumen from the sources near Hit and Khuzistan at the site of Hacinebi during Uruk contact suggests a high volume of trade in this area. The changes over the course of the Uruk expansion demonstrate shifting emphases in the upper Euphrates from riverine trade routes oriented north–south back to overland trade routes running east–west. These changes are consistent with the idea that Late Uruk colonies were focused on settlement and colonization rather than exchange. The preliminary results of these analyses demonstrate the utility of bulk isotopic analyses as a first step in the identification of broad regional patterns, which then can be bolstered with detailed isotopic and molecular work on asphaltene extractions of bitumen (Connan and Nishiaki, 2003).

Now days, worldwide population density increases, which enhance production of plastic waste on daily basis. It may be beneficial to society, when it is biodegradable and eco-friendly economical material.  But, some plastic polymer act as hazardous product, as it is non-biodegradable waste material affects environment badly. It is unwanted environmental hazard which increases all three types of pollution i.e. soil, air and water pollution.

As India is rapidly developing country, these types of problems we have to eradicate completely.  There is enormous scope to use plastic waste in flexible road construction. As due to extensive rain in India, lots of economical waste is occur every year. Due to use of waste plastic in flexible pavement, drainage capacity of road surface increases efficiently. We can use plastic in road construction in marshy land area as well as area of high rainfall intensity, to enhance lifespan of roads and economy in construction.

Also, large amount of economy of government is wasted every year i.e. million of rupees are wasted in treatment of waste plastic material. Some techniques are available for disposal of plastics like landfill and incineration. But, incineration method produces lots of air pollution which affects the human health. Lifespan of plastic waste is very large. Also, plastic material is available in different forms like plastic bags, papers and utensils. So, we can use this plastic waste in shredded form in road construction by wet process and dry process. This increases durability and drainage efficiency of roads.

In the summer of 2002, under a new transportation pooled fund study TPF-5(019), 12 full-scale lanes of pavements with various modified asphalts were constructed at the Federal Highway Administration’s (FHWA) Pavement Testing Facility (PTF) in McLean, Virginia. The primary goal of the study was to use FHWA’s two Accelerated Loading Facility (ALF) machines to validate and refine changes being proposed in the Superpave binder specification to properly grade modified asphalt binders. The initial rutting test results at 64oC and strain measurements right after construction have been reported in the last IAPT conference. Since then, additional rutting tests at 74 oC and 45 oC have been conducted; fatigue testing at 19 oC has just been completed for all 12 pavement lanes. The ALF pavement performance results are linked to a comprehensive laboratory binder and mixture characterization study. This paper updates the ALF testing results from both rutting and fatigue experiments and makes comparisons between ALF and laboratory test results obtained to date. Coefficients of correlation between ALF rutting at 64 and 74 oC and Superpave as well as potential refinement of binder specification parameters will be shown with and without outliers. Similarly, the ALF fatigue data at 19 oC and Superpave as well as potential refinement fatigue parameters will also be compared to determine the coefficient of correlations and the trends obtained. Comparisons are also included between ALF and an array of lab mixture tests (flow number tests with and without confinement, push-pull tests in both stress and strain controlled modes with continuum damage mechanics analysis).

Plastic comprises of five percent of municipal solid waste. Disposal of such waste materials has become a serious problem. These wastes are not only non-biodegradable but also create environmental and hygiene concerns. Plastic has been used effectively in the construction of flexible pavements. In India several million metric tons of waste plastic is generated every year. If these waste plastics are used suitably in road construction, then the disposal and environmental problems can be addressed to a large extent. Utilization of plastic in bituminous mix enhances the properties of mix. Plastic is shredded and mixed with bituminous concrete. This not only strengthens the pavement but also increases the life of the pavement. In the present study plastic waste is being used in bituminous mixes and the strength characteristics are studied.

The flow properties in steady-shear and dynamic domain are investigated to model the rheological properties of bitumen. The concept of rheogram is used to produce a temperature independent master curve, which is modeled using a simple Carreau–Yasuda (C–Y) equation. It is found that the variation of zero shear viscosity (ZSV) with temperature can be modeled using a simple power law equation. The results showed that the traditional equiviscous method, using a Brookfield viscometer is inappropriate for predicting the mixing and compaction temperatures for bitumen. The applicability of the Cox–Merz rule is found to be valid in the ZSV region. The C–Y equation gave an excellent fit for modeling the variation of complex viscosity/modulus with frequency. Higher dependence of modified bitumen to shear rate indicated that, modified binders can be mixed even at lower temperatures as compared to conventional binders. Accurate determination of ZSV is found to be crucial for successive application of the proposed mathematical model. The modeling technique is also extended for phase angle master curves, using the rheological relationship between loss and complex modulus. Phase angle master curves are found to be more sensitive to the type and chemistry of bitumen.

The present study evaluates the mechanical performance of a Hot Mix Asphalt – Type II (HMA-2) modified with carbon nanotubes and carbon nanofibers (CNTF). CNTF were made by means the Catalytic Vapor Deposition (CVD) technique at 700° C using a Nickel, Copper and Aluminum (NiCuAl) catalyst with a Cu/Ni molar relation of 0,33. In order to properly assess HMA-2 performance, three different mixtures were analyzed: 1) HMA-2 modified with purified CNTF; 2) HMA-2 modified with non-purified CNTF and, 3) a Conventional HMA-2 (control). Samples manufactured in accordance with the Marshall Mix Design were tested in the laboratory to study rutting, resilient modulus (Mr) and fatigue. In addition to the aforementioned dynamic characterization, the effect of CNTF purification on the asphalt mixture’s mechanical properties was analyzed. In short, a comparative study was designed to determine whether or not CNTF should be purified before introduction into the HMA-2. This investigation responds to the growing demand for economical materials capable of withstanding traffic loads while simultaneously enhancing pavement durability and mechanical properties. Although purified CNTF increased HMA-2 stiffness and elastic modulus, non-purified CNTF increased the asphalt mixture’s elastic modulus without considerable increases in stiffness. Thus, the latter modification is deemed to help address fatigue-related issues and improve the long-term durability of flexible pavements.

In this paper the study of some of plastic waste materials which we can reuse by certain processing and use in road construction..the materials as a result we are equipped with useful and valuable information about these materials. The discussed materials have many advantages over conventional/traditional materials and methods.. This project will conduct a study on recycling plastic waste and blending it with bitumen to lay roads in India and compare with the environmental and economic conditions Some of these materials are relatively cheaper and provide more strength as compared to traditional road materials. This project will come up with useful information and creating awareness amongst the learner in the industry regarding waste material. So that one can have a step towards further detailed information about these materials and thus be able to implement on field which will definitely improve the level of construction.