Use of Plastics in Road Construction

CENTRE FOR INNOVATIONS IN PUBLIC SYSTEMS

An Autonomous body of the Government of India

Implementation of Technology and Roll out

November 2014

Knowledge Partner : Knowledge Advisory Services and Consultancy Use of Plastics in Road Construction

Use of Plastics in Road Construction

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TITLE Title: Use of Plastics in Waste Construction Version: Final Draft Copyright: Centre for Innovations in Public Systems (CIPS)

CIPS take no responsibility for any incorrect information supplied by contributors or other sources of information. Information provided here is based primarily on interviews and public sources of information can therefore be subjective. CIPS shall not be liable if the content of the document is used in any other manner than the purpose intended. Duplication, copying, selling, or disclosing contents of the document without explicit written permission of CIPS is strictly prohibited and shall be liable for legal action.

Approved by Dr. D. Chakrapani,

Designation: Director

Centre for Innovations in Public Systems (CIPS)

College Park Campus of ASCI, Road number 3, Banjara Hills, Hyderabad, 500 034,

Andhra Pradesh, India

Email : [email protected] , director‐[email protected]

Edited by Mrs. Vidhisha Kalra,

Designation: Joint Director

CIPS Centre for Innovations in Public Systems (CIPS)

College Park Campus of ASCI, Road number 3, Banjara Hills, Hyderabad, 500 034,

Andhra Pradesh, India

Email : [email protected]

Knowledge Kshitij Aditeya Singh Partner Designation: Managing Director Knowledge Advisory Services and Consultancy Private Limited, 2/134 Vijay Khand, Gomti Nagar, Lucknow ‐ 226010, India Email: [email protected]

Use of Plastics in Road Construction

EXECUTIVE SUMMARY

India generates 1,88,000 tons garbage every day. Plastic Waste in different forms is found to be almost 9% to 12% in municipal solid waste, which is toxic in nature. Non‐biodegradability of plastic in the environment has created numerous challenges for both urban and rural India. Common problems are choking of drains, stagnation of water, release of toxic gases upon open incineration. Research experiments in the public and private sector have been undertaken to address the growing environmental challenge.

One of the solutions proposed and demonstrated was by Professor Vasudevan in utilising waste environmental plastic in road construction. Road construction projects were pioneered in the state of Tamil Nadu followed by Karnataka as early as 2001. Both states have made significant progress since in rural and urban roads respectively. Other states such as Andhra Pradesh, Goa, Jharkhand, Delhi, and Maharashtra have demonstrated projects in other states as well.

CIPS with the purpose of encouraging this practise has engaged in documenting learnings to enable other states in adopting the methods. The primary objectives of the project were to understand administrative processes, implementation strategy and cost, identify key organizations and roles, assess roll out and inter‐linkages, review approvals for execution, impact of the initiative, structure for collection of plastic waste, financial models and implementation monitoring methods. Secondary objectives included assessing the economic viability in larger and smaller cities, coordination methodology of urban local bodies for waste collection, need for additional legislation, and the role of media.

The technical objectives also included understanding the scientific background and process, assessing relevant guidelines and rules of the Indian road Congress, use of alternative materials, assessing the integration of technological and engineering decision of use, road construction into the policy framework and execution.

The scope of the project was limited by the focus of plastics in road construction as identified by the India Road Congress Standard SP‐98. The evaluation aspects included Technical, Financial, Organisation and Administrative aspects. 3 field visits were the limited to the most performing states. The scope of technical assessment was limited to desktop scientific research and no

Use of Plastics in Road Construction

experiments were to be conducted. The methodology applied was participatory and applied. Methods included primary research, secondary research, interviews and focus group discussions.

Bitumen plays an important role in binding the aggregate together by coating over the aggregate thereby imparting strength to the road. However, due to poor resistance towards water and high costs involved, there is a demand for high quality bitumen at low costs. This can be accomplished by modifying the rheological properties of bitumen by using additives such as plastic or rubber.

Plastic waste can be used in hot mix to improve physical properties of bituminous aggregate mix by ‘Dry Process’ or ‘Wet Process’. The technology as developed by Dr Vasudevan, incorporates the use of ‘Plastone’, a mixture of stone chips and waste plastic bags (thickness 40‐70 μm) which is heated at 150‐170 degree C during production, in laying roads, pavements and flooring purposes as an alternative to interlocking paver blocks. At this processing temperature, the plastic waste is heated enough to act as an adhesive in binding stone chips and not generating any toxic gases. The aggregate becomes water proof after getting coated with molten plastic. This step is followed by the addition of hot plastic‐aggregate mix to hot bitumen while maintaining the process temperature. This approach is known as ‘Dry Process’. The ‘Wet Process’ involves mixing of plastic to hot bitumen followed by mixing with hot aggregate. Both the processes lead to the formation of plastic modified bituminous aggregate mix with enhanced properties imparting strength, stability and durability to the roads.

Plastic‐tar roads have benefits over conventional roads such as the overall reduction in bitumen consumption by 8%, enhanced load carrying strength, reduced wear and tear, prevents release of 3 tonnes of CO2 (through disposal by burning) into the atmosphere, increased road strength, excellent resistance to water and water stagnation, no stripping and potholes formation, enhanced binding, reduced rutting and ravelling, improved soundness property, negligible maintenance cost of the road, no leaching of plastics and no effect of UV radiation. Waste plastic that can be used include cups, carry bags, polythene and polypropylene foams and thermocol. Polyvinylchloride cannot be used as it is toxic in nature.

The focus of the report has been on three different models followed in the states of Tamil Nadu, Karnataka and Jharkhand. Tamil Nadu as a pioneering state has significant achievement in implementation of plastic rural roads. The model followed in Tamil Nadu involves self‐help groups. Karnataka has made significant progress in urban road construction using waste plastic. The model

Use of Plastics in Road Construction

followed in Karnataka is based on a memorandum of understanding with a contractor. States such as Jharkhand have not made tremendous progress but is the only example of a private sector utility constructing plastic roads. Himachal Pradesh had started constructing a few plastic roads, the state has now banned plastic as a result of that, and no new plastic roads are now being undertaken.

Tamil Nadu in achieving the objective, involved different government departments like Municipal Administration, Rural Development, Panchayats, Districts Rural Development Agency (DRDA), National Rural Roads Development Agency, Environment and Forest Department, Women Development, Social Welfare and Road Contractor collaborated to deliver effective results.

Tamil Nadu Corporation for Development of Women Ltd, operating under the Rural Development and Panchayati Raj Department has been a key stakeholder in the development of Self Help Groups (SHGs). SHGs have been formed for collection and segregation of waste plastics. Shredding units have also been established to provide waste plastic to the required size specification. The SHGs provide shredded waste plastics to Road Contractors in suitable form at reasonable rates. The responsibility of procurement at the DRDA specified rate of ₹ 30 per kilogramme resting with the road contractor.

The first road using waste plastics was laid in Kovilpatti village of Tuticorin district in October 2002. Over the last ten years, the use of plastics in rural road construction has been widely adopted in Tamil Nadu. The state agencies have constructed more than 16,000 kilometres of rural road connectivity using the innovative method. The primary allocations of funding in the state come through the Ministry of Rural Development and Panchayati Raj. This has been supplemented by the Pradhan Mantri Gram Sadak Yojana administered by National Rural Road Development Agency. Through the Environment Protection and Renewal Energy Development fund of the Tamil Nadu Environment and Forest Department budget had been marked specifically for construction of plastic roads.

Tamil Nadu in the current financial year has allocated ₹ 20 crore through the Ministry of Rural Development and Panchayati Raj. Through the PMGSY scheme, 10% of the budget allocated for the state in the present year has been directed to plastic road construction. This amounts to ₹11 crores. The Environment and Forest Department of Tamil Nadu through a notified fund has allocated ₹ 24.18 crore in the current financial year.

Use of Plastics in Road Construction

Tamil Nadu’s DRDA agency had taken special measure to create training manuals and programmes for engineers and contractors who would be involved in plastic road construction. Encouragement for using waste plastic received support from media channels such as Doordarshan and private TV channels. In order to motivate the stakeholders the state government has instituted three State level awards for recognising the best plastic free village panchayat, best plastic free school and self‐ help group.

Tamil Nadu faced specific challenges while rolling out the plastic roads programme in the state. The primary challenge was in setting up of shredding units and to provide plastic to these units. Plastic generation hot‐spots were not identified at an early stage, therefore the supply constraints were experienced. Lack of consistent demand was also experienced by some of the SHGs that place significant financial strain on the units.

Noteworthy roll out practise that other states can learn from is the convergence between self‐help groups and DRDA. The expansion of the SHG network and capacity building across districts has been an excellent practise that other states may implement. Endorsement support and monitoring of the scheme at the highest level has been instrumental in roll out of the programme.

Karnataka has also been one of the pioneering states in the implementation of plastic roads. Directorate of Municipal Administration including Bruhat Bangalore Mahanagara Palike (BBMP)), Karnataka Road Development Corporation limited, Karnataka Rural Roads Development Agency (KRRDA), Rural Development and Panchayati Raj, National Rural Roads Development Agency, and KK Plastic Waste Management Pvt. Ltd., are contributing to constructing roads using waste plastics.

BBMP has remained an important participant in encouraging and delivery of plastic roads in the city of Bengaluru over the last 12 years. BBMP is responsible for civic and infrastructural requirements in the city Bengaluru. Since 2002, about 2500 kilometres of plastic roads have been laid in Karnataka by reusing more than 10,000 tons of plastic waste so far. BBMP decided to pass a resolution in 2006 for using plastic admixtures in construction of all black top roads in the city, recommending the price of procurement of processed waste plastic to be set at ₹ 27 per kilogram. The roll out in Karnataka was undertaken in 3 year phases where 500 km of urban roads were paved using waste plastic as a binder. BBMP has provided 100% funding for plastic roads construction.

A Memorandum of Understanding (MoU) was signed between the BBMP and KK Plastics which has been renewed at regular intervals. The last MoU was signed in 2012 between BBMP and KK Plastics

Use of Plastics in Road Construction

for a period of 2 years. According to the understanding, KK Plastic agreed to acquire waste plastic from dry waste processing centres created by BBMP in Bangalore at a rate of ₹ 10 per kilogram. The responsibility of acquiring, processing and delivering the waste plastic to the Hot‐Mix plant was assigned to KK Plastic. The responsibility of mixing, training and manning the patented machines for mixing processed waste plastic was also entrusted to KK Plastic.

KRRDA as a Nodal agency is implementing the Government of India programme of construction of rural roads under the PMGSY Scheme is another key state agency for plastic roads. KRRDA is implementing these projects through the Project Implementation Units (Divisions). It also implements the construction of rural roads under the state scheme of Namma Gramma Namma Raste (NGNRY). In a model different to the one followed by BBMP, the rural road sector promoted by KRRDA is allowing procurement of waste plastic at ₹ 6 per kilogram. This is paid to the public health workers for collection of waste. The agency has commenced from the current financial year, the construction of plastic roads in rural Karnataka. The price of procurement of processed waste plastic at ₹ 27 per kilogram has been included in the schedule of rates. KRRDA through the PMGSY scheme is implementing 190 kilometres of plastic roads with a funding allocation of ₹81.70 crores spread over 32 projects in the current financial year.

Other notable aspects of roll out in Karnataka have been the engagement with schools and colleges in generating awareness. Significant engagement has been undertaken with national and international organisations. Media has provided very high levels of coverage to the problem of waste management and remediation through plastic road construction.

A number of challenges were observed during the roll out in Karnataka. The primary one was the absence of a schedule of rate for processed waste plastic. Availability of adequate bins for waste collection and transportation, lack of training of collection workers, poor compensation of collection workers are some waste management challenges. Other challenges such as limited documentation, lack of engineering data, and constant movement of engineers has been a detriment.

Aspects of roll out in Karnataka, that would serve as learning for other states is the convergence of Solid Waste Management group and Road Engineering within the BBMP. The MoU model for plastic waste contractor and BBMP has also been unique in assisting fast adoption of the method. KRRDA practises worth emulating in other states are signing of tripartite agreement with stakeholders, internal communication, multi‐level monitoring and documentation of work conducted.

Use of Plastics in Road Construction

The third implementation model has been followed in Jamshedpur, Jharkhand where Jamshedpur Utility and Services Company (JUSCO Limited, subsidiary of Tata Steel established in year 2004) have been trying to deal with the hazard of waste plastic and use it in a productive manner. Jamshedpur city does not have a Municipal corporation and is managed by Tata group of companies.

JUSCO is responsible for planning, maintenance, providing civic and municipal services in an integrated manner along with waste water management services, power distribution, engineering and construction services, municipal solid waste management and public health services, with horticulture and a couple of other services. JUSCO Ltd. runs the operations of the utility in Jamshedpur with a population of 8,00,000 inhabitants spread over an area of 64 square kilometres.

The partnering agencies were Tarapore & Co. Jamshedpur (building and civil construction) and Singh industries Jamshedpur. All the activities, viz., collection of waste plastics, segregation, shredding, transportation and use in road construction, usually associated with Municipal Corporation were carried out by these private organizations.

The broad process that was followed for road construction in Jharkhand commenced from door‐to‐ door collection of waste plastics from the source, segregating the waste and shredding the same into 2‐4 mm size. The mixing of shredded plastic over the aggregates in road construction provides tremendous strength at no additional cost. Plastic gets coated over stone and the hot plastic coated stone is mixed with bitumen (tar) and the mix is used for road laying. As per a general estimation, to lay one km of plastic road 4 m wide, 8% bitumen will be replaced by waste plastics. There was a saving of ₹ 60,000 per kilometre.

JUSCO purchases items and waste plastics as per the Schedule of Rates provided by Public Works Department of Jharkhand. These rates are not frequently updated therefore JUSCO amends them, increasing the values by 5‐10% as per market rates. The model followed by JUSCO was the client‐ sponsor one, where the invoice generated was paid for by Tata Steel.

JUSCO found limited support from Government in executing plastic road projects in the Jamshedpur. Other challenges faced were collection and transportation from source, poor public participation in the waste management. The initiative has created a large number of jobs and has reduced the risk to public health. The model can be replicated by the private sector in different parts of the country

Use of Plastics in Road Construction

where large scale townships and industrial projects are being conducted by private sector companies.

The three models of operations provide a number of key lessons that can be translate by other states in to more effective programmes for waste management and road construction. The proposed roll out strategy for states takes in to consideration aspects of policy pronouncement for rural and urban roads, planning requirements of plastic roads, implementation models of operations, finance, monitoring mechanism, training and awareness generation, and capacity building. State schemes may be allied with national schemes to improve effectiveness.

The policy pronouncements should be made with due consideration and collaboration of state agencies involved in rural and urban road development. It is recommended that 15% of annual rural roads built through state financing may introduce the technology. 10 % of roads built by the state nodal agency implementing the PMGSY scheme may be constructed using waste plastic. All road strengthening, resurfacing and improvement projects in urban areas are advised to use waste plastic with bitumen. 15% of fresh road paving in urban areas of municipal limits may use plastic with bitumen. Mandatory implementation of IRC – SP‐ 98 standard for plastic roads may be promoted.

Prior to the launch of the plastic roads scheme, due diligence and assessment is required for effective planning and execution. Conducting a planning survey for the plastic roads programme is recommended before roll out. Planning plastic roads for urban or rural areas may be selected based on volume of plastic waste generated and capacity for managing it. 3 phases of implementation is recommended for roll out of urban and rural roads.

The implementation model of plastic roads may consider the formation of a flagship programme. The framework of the flagship programme could pursue one or all of the three different implementation models – SHGs, Contractor MoU, and Private Sector Utility. The flagship programme requires direct support and endorsement of the Chief Minister to be successful. Constant monitoring at the highest administrative level is required for effective roll out and adoption of plastic roads.

A number of training and awareness building measures are essential for ensuring the success of the flagship programme of the state. Conscious effort by the state and private sector media in celebrating and generating awareness of environmental issues is extremely important. Large scale public awareness programme need to be initiated through the CSR funds of Plastic Manufacturers in schools for students. Awareness programme to be conducted by Municipal corporations and road

Use of Plastics in Road Construction

construction department as a part of roll out of the flagship programme. PWD engineers responsible for road construction should be provided mandatory training in the IRC‐SP‐ 98 standard implementation. The onus of awareness generation and participation in safe use and disposal of plastics should be placed on plastic manufacturers. Colour coded bins could be introduced in urban communal areas, housing societies, schools and public buildings for the purpose of segregation at source.

Capacity building is essential for the roll out of a flagship programme. Training of workers at SHGs and Urban Dry Collection centres is mandatory for health and safety of the workers concerned. Corporate Social Responsibility funds of large public or private sector undertaking must be gainfully applied for training especially those involved in production of plastic and petroleum products. State Governments could consider the need for setting up an independent regulatory and monitoring authority for cleanliness and environment protection. Extensive engagement between government, academia and industry required for continually improving understanding is highly recommended. Other capacity building methods such as E‐learning content and E‐monitoring may be included in the roll out plan.

Financial benefits resulting from the implementation of plastic roads and the resulting longevity of roads are key drivers for the roll out. Launching a savings programme to be initiated by the Finance Ministry of the state ensuring a saving range of ₹ 26,000 ‐ 60,000 per lane kilometre from the cost of bitumen. Capacity building measure maybe financed through departments such as urban and rural development, public works, livelihood missions and corporate social responsibility funds. In states that are financially distressed, 10% of road length can be reduced from the total annual outlay for road construction in the state to enable the plastic roads programme. Formation of a multi‐action environmental fund may be considered by the state in the roll out.

The monitoring mechanism remains the most significant and critical aspect of implementing the flagship programme for plastic roads in the state. Three dimensions of monitoring maybe considered by the state through technical monitoring, administrative monitoring and citizen charter monitoring. Technical monitoring may be undertaken through state technical agencies, external monitors, assessors and experts from the field of road construction. National agencies may be involved in the process where additional quality parameters are to be assessed. Administrative monitoring remains of highest priority in ensuring the flagship programme is successful in the state. Administrative monitoring may be structured in to urban roads, rural roads and punitive action. Citizen involvement

Use of Plastics in Road Construction

in monitoring of public funding may be considered as a method for enhancing public service delivery. An information dissemination website may be considered, along with inclusion of provisions for the use of right to information under section 2(j) of the act.

Awards and recognition are essential for maintaining the buoyancy of the state flagship programme on plastic roads. The programme, participating agencies may consider a structured approach to recognition of high performing individuals and groups involved in the roll out of plastic roads. ‘Paryavaran Seva’ award has been recommended for individuals and organisations delivering exceptional service. Soft non‐financial incentives may be considered for project implementation units that deliver on time and to the required quality.

The experience in pioneering states has been very encouraging. The outcomes have reduced the risks to public health from large dumps of waste plastic. Using this waste in roads has been of benefit to road construction, improving the quality and lifetime of the roads. The benefits have been realised and demonstrated for numerous communities in the pioneering states. A well planned and executed programme in a given state would have the potential of transforming urban waste management and road construction to a very significant degree.

Use of Plastics in Road Construction

PREFACE

The document on the use of Plastic in Road construction was written with the purpose of providing information to the administrative and technical functionaries in the state involved with municipal administration and road construction. The document has been structured to provide a basic overview through the executive summary. The layout of the document is clearly articulated through the table of contents, list of figures and the list of tables. Information can be accessed directly using these lists from any part of the document.

The introduction provides a background and overview of the project undertaken by the Knowledge Partner. The structure to the project was provided by the scope, methodology and analytical framework. The information supporting the introduction has been provided in Annexe A. The details of all engagements, undertaken as a part of the project methodology, with stakeholders have also been provided in Annexe B.

The technical section provides information about the technical background of plastics, roads and the use of both together. The section was written with the view of providing information to technical administrators who have experience and understanding of road construction. The section has references to a number of journal scientific papers. A large part of the section is devoted to the Indian Road Congress standard SP‐98 and scientific literature on the subject matter.

A glossary of terms has been provided for non‐technical administrators in Annexe C.6. This will provide clarification on technical terms and the definition. Technical tables and contained parameters in this section have been provided for the benefit of engineers and their managerial authority. Supporting information has been included in Annexe C.

Case studies are written taking in to consideration the organisational, administrative and financial aspects of use of plastics in road construction. Stakeholders in each of the three states were

Use of Plastics in Road Construction

engaged with to acquire understanding of key analytical questions. These have been structured through a common framework in to case studies.

The information in the case study is supported by government orders, notifications, memorandum of understanding, contractual agreements, project information, work orders, internal communication documents, media items, photographs and performance studies. These have been included in Annexe D, E and F. Additional information about Himachal Pradesh has been included in Annexe G. HP was initially included in the scope of work, though currently work on plastic roads has been stopped due to a ban on plastic, thus limited information is available.

The final section is the strategy for roll out in states that are yet to commence a programme or to enhance the existing programme for plastic roads. The roll out strategy is a recommended approach based on learnings from the pioneering states. The strategy may be applied based on an assessment of systems, structures and finances of the state considering the implementation. The application of the technology has yielded a multi‐fold benefit in the pioneering states and should do so for any other state.

Use of Plastics in Road Construction

TABLE OF CONTENT

Executive Summary ...... 3

Preface ...... 12

Table of Content ...... 14

List of Abbreviations ...... 20

List of Figures ...... 23

List of Tables ...... 26

1. Introduction ...... 28

1.1 Background ...... 28

1.2 Objectives ...... 29

1.3 Scope of Work ...... 30

1.4 Methodology ...... 31

2. Technology: Innovation and Process ...... 33

2.1 Technology behind the innovation ...... 33

2.2 Plastic Modified Bituminous Road versus Conventional Bituminous Roads ...... 40

2.3 The Outlook of Central Road Research Institute ...... 41

2.4 Guidelines of Indian Roads Congress ...... 42

2.5 Technological and Engineering Decisions ...... 43

2.6 Characterisation of Plastic Waste Coated Aggregate (PCA) Bitumen Mix ...... 47

2.7. Other Modifying and Binding Materials ...... 49

3. Tamil Nadu Case Study ...... 54

3.1 Title ...... 54

3.2 Brief Description of the innovation ...... 54

Use of Plastics in Road Construction

3.3 Application‐Innovation Context ...... 55

3.4 New Approach ...... 57

3.5 Implementation strategy ...... 58

3.6 Challenges in implementation ...... 62

3.7 Benefits of innovation ...... 63

3.8 Financial Model ...... 64

3.9 Potential for replication ...... 66

4. Karnataka Case Study ...... 68

4.1 Title ...... 68

4.2 Brief Description of the innovation ...... 68

4.3 Application‐Innovation Context ...... 69

4.4 New Approach ...... 71

4.5 Implementation strategy ...... 73

4.6 Challenges in implementation ...... 78

4.7 Benefits of innovation ...... 80

4.8 Financial Model ...... 81

4.9 Potential for replication ...... 82

5. Jharkhand Case Study ...... 85

5.1 Title ...... 85

5.2 Brief Description of the innovation ...... 85

5.3 Application‐Innovation Context ...... 85

5.4 New Approach ...... 88

5.5 Implementation strategy ...... 90

5.6 Challenges in implementation ...... 91

5.7 Benefits of innovation ...... 92

5.8 Financial Model ...... 93

Use of Plastics in Road Construction

5.9 Potential for replication ...... 93

6. Roll Out Strategy ...... 95

6.1 Rural Roads: Policy Pronouncements ...... 95

6.2 Urban Roads: Policy Pronouncements ...... 96

6.3 Assessment and Planning ...... 96

6.4 Implementation Model ...... 98

6.5 Training and Awareness Building ...... 101

6.6 Capacity Building ...... 102

6.7 Finance ...... 104

6.8 Monitoring Mechanism ...... 105

6.9 Awards and Recognition ...... 109

Annexure ...... 111

A: Key list of Analytical Questions ...... 111

A.1 Project specific ...... 111

A.2 Technical ...... 113

A.3 Administrative ...... 114

A.4 Financial ...... 115

A.5 Organisational ...... 115

A.6 Innovation ...... 116

B: List of Interviews and Focus group discussion ...... 117

B.1 Tamil Nadu ...... 117

B.2 Karnataka ...... 119

B.3 Jharkhand ...... 121

B.4 Central Organisation ...... 122

C: Technical Assessment ...... 124

C.1 Test for Assessing Physical Characteristics of Plastic Roads ...... 124

Use of Plastics in Road Construction

C.2 Technological USE ...... 125

C.3 Biodegradable Polymers ...... 126

C.4 Recycling Of Standard Roads ...... 127

C.5 A Best Possible Solid Waste Disposal Method? ...... 129

C.6 Glossary of Technical Terms ...... 129

C.7 Performance Comparative Study ...... 133

C.8 References ...... 134

D: Tamil Nadu Case study ‐ Additional information ...... 138

D.1 Project Information – Rural Road 1 ...... 138

D.2 Project Information – Rural Road 2 ...... 141

D.3 Government Gazette Notification Clause: Use of Plastics in Road Construction ...... 144

D.4 Government Sanction Notification ...... 145

D.5 Environmental Fund Notification (SEPT 2014) ...... 148

D.6 Environmental Fund Notification (FEB 2014) ...... 153

D.7 Government order for relaying of roads using plastic waste – Release of Funds ...... 156

D.8 Government for relaying of roads using waste plastic – Release of funds ...... 157

D.9 Government Order for release of funds for monitoring and inspection of plastic roads .... 158

D.10 Government Order for drive to clear plastics accumulated ...... 159

D.11 Chennai Corporation ...... 160

D.11 Self help group Awards ...... 161

D.12– Technical Information of Project Evaluation ...... 164

D.13 Information Awareness Brochures ...... 171

D.14 References ...... 173

E: Karnataka Case study ‐ Additional information ...... 174

E.1 Project Information – Sub urban Road ...... 174

E.2 Project Information – Urban Road ...... 178

Use of Plastics in Road Construction

E.3 Memorandum of Understanding ...... 184

E.4 Patent – Dry Process Mixing Method ...... 185

E.5 BBMP Road Estimate ...... 186

E.6 BBMP Supply order ...... 187

E.7 Greater Hyderabad Municipal Corporation order ...... 188

E.8 BBMP Supply Orders ...... 189

E.9 Karnataka Pollution Control Board certificate ...... 194

E.10 Public Engagement ...... 197

E.11 Societal Recognition ...... 201

E.12 Media Coverage ...... 204

E.13 List of Upcoming KRRDA Projects ...... 207

E.14 KRRDA Schedule of RAtes Example ...... 208

E.15 Tripartite Technology Agreement ...... 211

E.16 MoRD Clearance Order ...... 212

E.17 KRRDA – Internal Communication ...... 213

E.18 References ...... 214

F: Jharkhand Case study ‐ Additional information ...... 215

F.1 Project Information – Urban Road ...... 215

F.2 Project Information – Urban Road 2 ...... 218

F.3 Project Information – Urban Road 3 ...... 221

F.4 MoEF Gazzette Notification ...... 224

F.5 Photos of the Project ...... 225

F.6 References ...... 226

G – Information from the Himachal Pradesh ban ...... 227

G.1 Brief overview on plastics roads in HP ...... 227

G.2 BAN on plastics ...... 228

Use of Plastics in Road Construction

G.3 Ban Notification ...... 230

G.4 References ...... 236

Use of Plastics in Road Construction

LIST OF ABBREVIATIONS

ABIDE ‐ Bengaluru Agenda Infrastructure Development Task Force

BBMP ‐ Bruhat Bangalore Mahanagara Palike

BBT‐ Benkelman Beam test

BC ‐ Bituminous Concrete

BDA‐ Bengaluru Development Authority

BOOT‐ Build‐own‐operate‐transfer

BOT ‐ Build‐operate‐transfer

CEO – Chief Executive Officer

CIPS ‐ Centre for Innovations in Public Systems

CM – Chief Minister

CoM‐ Conventional Mix

COO – Chief Operating Officer

CRRI ‐ Central Road Research Institute

DBOOT ‐ Design ‐ build‐own‐operate‐transfer

DRDA ‐ Districts Rural Development Agency

EPC ‐ Engineering Procurement and Construction

GoI – Government of India

HDPE ‐ High Density Poly Ethylene

IISc – Indian Institute of Sciences

IIT – Indian Institute of Technology

Use of Plastics in Road Construction

IRC ‐ Indian Road Congress

JUSCO ‐ Jamshedpur Utility and Services Company

KRRDA ‐ Karnataka Rural Roads Development Agency

LDPE ‐ Low Density Poly Ethylene

MBM ‐Modified Bitumen Mix

MNREGA – Mahatma Gandhi National Rural Employment Guarantee Act

MoEF ‐ Ministry of Environment and Forests

MoRD ‐ Ministry of Rural Development

MoRT&H‐ Ministry of Roads, Transport and Highways

MoU ‐ Memorandum of Understanding

NGNRY ‐ Namma Gramma Namma Raste

NGO ‐ Non‐Government Organizations

NIC – National Informatics Centre

NQM ‐ National Quality Monitors

NRRDA ‐ National Rural Roads Development Agency

O&M ‐ Operation and Maintenance

OBC ‐ Optimum Bitumen Content

PCC ‐ Portland cement concrete

PET ‐ Polyethylene Terephthalate

PIU ‐ Project Implementation Units

PMGSY ‐ Pradhan Mantri Gram Sadak Yojana

PP ‐ Polypropylene

Use of Plastics in Road Construction

PS‐ Polystyrene

PVC ‐ Poly Vinyl Chloride

PWD – Public Works Department

R&D – Research and Development

RAP ‐ Reclaimed asphalt pavement

RTI – Right to Information

SBS ‐ Styrene Butadiene Styrene

SDBC‐ Semi‐dense Bituminous Concrete

SHGs‐ Self Help Groups

SQM ‐ State Quality Monitor

STA ‐ State Technical Agencies

TCE ‐ Thiagarajar College of Engineering

TGA ‐ Thermo Gravimetric Analysis

TPD ‐ Tons per day

TV – Television

ULB ‐ Urban Local Bodies

WPMCC ‐ Waste plastic modified cement concrete

Use of Plastics in Road Construction

LIST OF FIGURES

Figure 1‐ A flow chart demonstrating classification of Asphalt mix ...... 34 Figure 2 ‐ A flow chart demonstrating various types of aggregate mixes used for road construction 34 Figure 3‐ A flow chart illustrating the road construction processes using plastic waste ...... 36 Figure 4‐ A flow chart demonstrating the ‘dry process’ of making plastic Bitumen road material (7) 37 Figure 5‐ Tamil Nadu Women Development Corporation ...... 59 Figure 6‐ Organization Chart Tamil Nadu Road Department ...... 60 Figure 7‐ Karnataka Rural Road Development Agency (KRRDA) Organisation Chart ...... 71 Figure 8 ‐ Preparation of Raw Material for Road Construction ...... 72 Figure 9 ‐ Karnataka Municipal Acts and Amendments ...... 74 Figure 10 ‐ Organisational Chart of JUSCO...... 87 Figure 11 ‐ Process of collection of Waste Plastic in Jamshedpur (Source: JUSCO Ltd.) ...... 89 Figure 12 ‐ Process of segregation and shredding of Waste Plastics (Source: JUSCO Ltd.) ...... 89 Figure 13‐ Classification of recycling methods based on processes (45) ...... 128 Figure 14‐ Tamil Nadu Rural Road project ‐1 ...... 139 Figure 15 ‐ Tamil Nadu Rural Road Project 1 ‐ Culvert on Plastic Road ...... 140 Figure 16 ‐ Sudeshi SHG and Processed Plastic ...... 140 Figure 17 ‐ Tamil Nadu Rural Road Project 2 ...... 142 Figure 18 ‐ Tamil Nadu Rural Road Project 2‐ First Local Road ...... 143 Figure 19 – MoEF Gazette Notification ‐ Use of Plastics in Road: Section 6(h) ...... 144 Figure 20 ‐ 13th Finance Commission Sanction ...... 145 Figure 21 ‐ RIS Sanction 2013‐14 ...... 146 Figure 22‐ RIS Sanction 2014‐15 ...... 147 Figure 23‐ Environment Fund Notification ...... 148 Figure 24‐ Environment Fund Notification 2014 ‐ Page 2 ...... 149 Figure 25 ‐ Environment Fund Notification 2014 ‐ Page 3 ...... 150 Figure 26‐ Environment Fund Notification 2014 ‐ Page 4 ...... 151 Figure 27 ‐ Environment Fund Notification 2014 ‐ Page 5 ...... 152 Figure 28‐ Government Notification for Release of Environment Funds (2013) ...... 156 Figure 29‐ Government Notification for Release of Environment Funds 2012 ...... 157 Figure 30 ‐ Environment Fund Notification for Release of funds 2012 ...... 158

Use of Plastics in Road Construction

Figure 31‐ Government Order for Cleaning of Plastic 2011...... 159 Figure 32 ‐ Chennai Corporation intent to build plastic roads ...... 160 Figure 33 ‐ Self Help Group Award Notification ...... 161 Figure 34 ‐ SHG Awards Notification 2 ...... 162 Figure 35 ‐ Clean Village Award Notification ...... 163 Figure 36‐ Velacherry Main Road at Madurai‐ Tamil Nadu ...... 168 Figure 37 ‐ A Report appeared in the daily about the performance of Plastic tar Road 2007 ...... 168 Figure 38‐ Trisool Road, Chennai ...... 169 Figure 39 ‐ Kovilpatti (Lenin Street), Tamil Nadu ...... 169 Figure 40‐ Jambulingam Street Road at Chennai ...... 170 Figure 41‐ Information Awareness Brochure 1 ...... 171 Figure 42‐ Information Awareness Brochure 2 ...... 172 Figure 43 – Reclaimed Asphalt Pavement photograph ...... 177 Figure 44 ‐ Junction oF Reclaimed asphalt pavement and Bitumunious Mix Road Photograph ...... 177 Figure 45 ‐ MoRTH Project on Waste Plastic modified Bitumen near Devanhalli, Karnataka ...... 180 Figure 46 ‐ MoRTH Project on NRMB near Devanhalli, Karnataka ...... 181 Figure 47 ‐ MORTH Project on PMB Near Devanhalli, Karnataka ...... 181 Figure 48 ‐ MORTH Project on CRMB Near Devanhalli, Karnataka ...... 181 Figure 49 ‐ BBMP Road made from Waste Plastic Modified Bitumen ...... 182 Figure 50 ‐ Arterial BBMP Road constructed from Waste Plastic Modified Bitumen...... 182 Figure 51 ‐ KK Plastic Shredding Operation at the Bengaluru Workshop ...... 183 Figure 52 ‐ Shredded Plastic Emerging from a Unit at the KK Plastic Workshop ...... 183 Figure 53‐ MoU between BBMP: KK Plastic ...... 184 Figure 54‐ Patent – KK Plastic ...... 185 Figure 55 ‐ BBMP Road Estimate ...... 186 Figure 56 ‐ BBMP Supply Order Copy ...... 187 Figure 57‐ Work Order Example – Greater Hyderabad Municipal Corporation ...... 188 Figure 58‐ Karnataka PWD – Rechipping of road ...... 189 Figure 59‐ BBMP Work Order ...... 190 Figure 60‐ BBMP Work Order Sample...... 191 Figure 61 ‐ BBMP Work Order ...... 192 Figure 62‐ BBMP Work Order ...... 193

Use of Plastics in Road Construction

Figure 63 ‐ State Pollution Control Board Certificate ...... 194 Figure 64‐ KSPCB Certificate ...... 195 Figure 65 ‐ KSPCB – Example of Bureaucracy ...... 196 Figure 66‐ Public Engagement ‐ Doordarshan ...... 197 Figure 67‐ Engagement – Schools ...... 198 Figure 68‐ Engagement – Technical Institutions ...... 199 Figure 69‐ RV College of Engineering Certificate ...... 200 Figure 70 ‐ Letter of Recognition by MP ...... 201 Figure 71‐ MEA Pathbreaker Letter ...... 202 Figure 72‐ UN Human Settlement Programme ...... 203 Figure 73 ‐ International Herald Tribune coverage ...... 204 Figure 74‐ Business Asia Coverage ...... 205 Figure 75 ‐ The Hindu Coverage ...... 206 Figure 76 – Tripartite Technology Providers Agreement: KRRDA ...... 211 Figure 77 – Clearance Order for PMGSY‐II in Karnataka ...... 212 Figure 78 ‐ KRRDA Chief Operating Officer Order ...... 213 Figure 79 ‐ MoEF Gazette Notification ...... 224 Figure 80 ‐ First Plastic Tar Road in Jharkhand (Circuit House Area Jamshedpur) ...... 225 Figure 81 ‐ Plastic Tar Road in Jharkhand (Marine drive area Jamshedpur) ...... 225 Figure 82 ‐ Organization Chart Himachal Pradesh PWD ...... 227 Figure 83 ‐ Organization Chart Rural Development HIMACHAL PRADESH ...... 228 Figure 84 ‐ HP Ban Notification June 2013 ...... 231 Figure 85 ‐ HP Notification on two Month Deferment of Prohibition of Plastics USE September 2011 ...... 232 Figure 86 ‐ HP Ban Notification on the use of Plastic March 2011 ...... 233 Figure 87 ‐ HP Notification on One Month Deferment of Ban August 2009 ...... 234 Figure 88 ‐ HP Notification on Complete Ban ‐ July 2009 ...... 235

Use of Plastics in Road Construction

LIST OF TABLES

Table 1 ‐ List of plastic materials used for road construction with the threshold temperature above which toxic gases may be released into the environment ...... 39 Table 2 ‐ A comparison of various aspects of pavements constructed using bituminous concrete mixes with and without plastic waste...... 40 Table 3‐ Consolidated test results of the sites in Tamil Nadu (15) ...... 41 Table 4 ‐ A summary of IRC guidelines regarding the use of plastic in roads/other constructs (12) ... 42 Table 5 ‐ Summary of technological aspects of processing plastic‐bitumen mixes to be used for construction purposes as recommended in the guidelines by associated authorities ...... 45 Table 6 ‐ Comparison of the properties of bitumen mixes with and without plastic (18) ...... 45 Table 7‐ Design criteria for waste plastic modified dense graded bituminous pavement layers (12) . 46 Table 8‐ Summary of results of Studied plastic‐Bitumen roads (15) (22) ...... 46 Table 9 ‐ summary of other major waste materials being used as additives in the construction material ...... 50 Table 10 ‐ List of new materials that can be used as additives in construction material as accredited by IRC (32) ...... 51 Table 11 ‐ Comparison of engineering properties of bituminous mix (4.5‐6.0 % bitumen content) modified using different modifiers ...... 53 Table 12‐ Year‐wise Allocations for Plastic Roads ...... 66 Table 13 ‐ List of Focus Group Meetings and Interviews in Tamil Nadu ...... 117 Table 14‐ Locations Visited for the Tamil Nadu Case Study ...... 119 Table 15 ‐ List of Focus Group Meetings and Interviews in Karnataka ...... 119 Table 16‐ List of Locations Visited in Karnataka ...... 121 Table 17 ‐ Jamshedpur interview details ...... 121 Table 18‐ Visit to Central Organisations ...... 122 Table 19 ‐ Physical properties of 60/70 and 80/100 Bitumen grades (20) ...... 125 Table 20‐ Required properties of aggregates (21) ...... 125 Table 21‐ Performance Comparative study ...... 133 Table 22 ‐ Project 1 Information on Tamil nadu Rural Roads ...... 138 Table 23 ‐ Project 2 Information on Rural Tamil nadu Plastic Roads ...... 141 Table 24 ‐ List of Roads laid using waste plastics(Source: TCE) ...... 164

Use of Plastics in Road Construction

Table 25 ‐ Technical information on Plastic Roads (SOURCE: TCE) ...... 166 Table 26 ‐ Plastic Road Surface Conditions (SOURCE: TCE) ...... 167 Table 27‐ Karnataka Plastic Road ‐ Project Information 1 ...... 174 Table 28 ‐ Karnataka Plastic Road ‐ Project Information 2 ...... 178 Table 29 ‐ List of Upcoming Projects in Rural Karnataka: KRRDA ...... 207 Table 30 – KRRDA Schedule of Rates ...... 208 Table 31‐ Jharkhand Project information 1 ...... 215 Table 32 ‐ Jharkhand Project Information 2 ...... 218 Table 33 ‐ Jharkhand Project Information 3 ...... 221 Table 34 ‐ HP Notification on Plastic Ban ...... 229

Use of Plastics in Road Construction

1. INTRODUCTION

1.1 BACKGROUND

India generates 1,88,000 tons of garbage every day. Plastic Waste in different forms is found to be almost 9% to 12% in municipal solid waste, which is toxic in nature. It is a common sight in both urban and rural areas to find empty plastic bags and other type of plastic packing material littering the roads as well as drains. Due to poor biodegradability it creates stagnation of water and associated hygiene problems.

In order to contain this problem, experiments have been carried out to know whether this waste plastic can be reused productively. The experimentation at several institutes, private organisations indicate that the waste plastic, when added to hot aggregate bituminous mix will form a fine coat of plastic over the aggregate and such aggregate, when mixed with the binder is found to give higher strength to the road, higher resistance to the water and better performance of the road over a period of time. Waste plastic such as carry bags, disposable cups and laminated pouches like chips, pan masala, aluminium foil and packaging material used for biscuits, chocolates, milk and grocery items can be used for surfacing roads.

Roads using plastic waste have been constructed through simple process innovation in various states like Tamil Nadu, Karnataka, Himachal Pradesh and to a lesser degree in Goa, Maharashtra and Andhra Pradesh. The concept of “Use of Plastic Waste in Road Construction” was implemented in 2001 as a solution to the serious problem of disposal of Plastic Waste in India.

With the above benefits in the background, CIPS has embarked on the documentation of the usage of waste plastic in road construction is intended for creating a document on prevalent technologies and its related economic and environmental, structural and technological issues together at one place for the dissemination of this innovation and possible replication in other states for the betterment of society as a whole.

Use of Plastics in Road Construction

1.2 OBJECTIVES

The primary objectives of the project were:

 To understand administrative processes involved in usage of plastic waste in road construction  To evaluate implementation strategy of the state government, concerns faced by implementing agencies and resolution mechanism  To assess key organizations involved and their specific roles and their coordination required with each other  To formulate details of roll out orders for utilizing plastic waste  To identify inter‐linkages between implementing agencies and effectiveness  To review details of Statutory and Non‐statutory approvals in execution  To highlight implementation cost involved in execution  To review impact of the initiative ‐ Pre and Post implementation  To present structure required and recommended for collection of plastic waste based on lessons learnt from states implementing  To assess the process followed in incorporating the relevant guidelines and rules of the Indian Roads Congress regarding use of plastic in road various types of road constructions  To assess the integration of technological and engineering decision of use of plastic in road construction into the policy framework and execution  To ascertain processes that can be reproduced on a national scale  To establish financial models and implementation monitoring methods  To provide a synoptic description of other waste materials (other than plastics) being used in road construction etc.  To identify any unresolved and challenging concerns

The secondary objectives were to:

 Assess the extent to which the innovation could address the issue of best possible disposal of solid waste (of plastic) faced by urban governing bodies.

Use of Plastics in Road Construction

 Evaluate coordination methods between urban bodies dealing with disposal of plastic waste and road construction departments using waste in the road building.  Review economic viability of implementing the innovation in smaller towns and rural areas in comparison to metros and bigger cities.  Report need for legislation required for better coordination of the stake holders and for implementation of the innovation.  Recognise need for media role in creating public awareness in replication of this innovation.

1.3 SCOPE OF WORK

The scope of work included:

 assessment of plastics such as polyethylene, polypropylene, polystyrene among others mentioned in the IRC standard SP‐98, would include but not be limited to them.

 Report would include assessment of durability of plastic as compared to other materials comparing the use and on a limited scale the performance.

 Evaluation aspects would include – Technical, Financial, Administrative and Organisational efficiency aspects of operational and implementation of plastic roads.

 Financial models and implementation monitoring was included in the project.

 Qualitative assessment through interviews and field visit would be limited to 3 specific locations within India.

 Assessment geography would be limited to states and union territories of India.

 Assessment would be selective to highlight best practise and operational parameters.

 Scientific review included desktop research and would not involve any field assessments.

Use of Plastics in Road Construction

1.4 METHODOLOGY

The engagement team utilised participatory and applied research methods in achieving objectives identified earlier. The participatory method involved engaging with multiple stakeholders involved in the implementation of plastic roads. In order to develop a complete understanding and impact of the successful innovative practice, stakeholders were involved in the learning exchange process. Applied research methods were used for producing the case studies for the states. These were written with a view to exchange knowledge for replication of the best practise. The emphasis in the case studies was on strategy‐oriented documentation. An analytical framework was developed for the case study. The lists of key analytical questions have been presented in Annexe A. The framework was analysed through qualitative and quantitative measures.

Four key methods were applied for execution of the project:

 Primary Research Primary research involved field visits and interacting with operational participants and stakeholders involved in plastic road construction. The goal of primary research was to collect data qualitative and quantitative along with supporting documents. This was conducted with a view to improve service deliver and enhance replication prospects elsewhere in the country.

Primary Research was critical in developing a nuanced understanding of implementation of plastic roads. In the event of not being able to meet field operatives, telephonic interviews were conducted. Field visits assisted in developing observations of use by beneficiaries and semi‐structured interviews of key stakeholders.

 Secondary Desktop Research Secondary research involved desktop analysis of technical, administrative, regulatory and organisational aspects of the project. The scope of these references varied from global, regional and local. Secondary research scope of sources included: ‐ Journal papers, patents, government reports, working papers, and case studies for developing a holistic understanding of the context and need for the innovation.

Use of Plastics in Road Construction

‐ Reputed media sources for developing general awareness of the context and issues about plastic roads.

 Interviews Key stakeholders were identified and contacted through a formal e‐mail and phone call before the state visit. Interview questions were based on secondary research conducted on the subject. The lists of key analytical questions have been presented in the Annexe A. Questions were framed to provide an analytical framework to the project. They were framed to fill gaps in understanding and to expand knowledge gathered from secondary research. The list of interviews conducted in Tamil Nadu, Karnataka, Jharkhand and Central Organisations have been included in Annexe B (tables 13, 15, 17, 18).

The qualitative and quantitative information gathered through structured and semi‐ structured interviews during field visit were transcribed and analysed subsequently. Key learnings emerging from the analysis was factored in roll out programme proposed for other states. The learnings encompassed programme approach and innovations, challenges and opportunities, and the impact of the project against the objectives. These learning on implementation models have been included in the case‐studies.

 Focus Group Discussion Focus group discussions were used as a qualitative research tool to bring out understanding, opinions and perceptions of the stakeholders in a semi‐structured discussion. Focus group meetings were held on the key issues and analytical questions (Annexe A) with implementing agencies, contractor, self –help group, societal beneficiaries, policy makers. Small focus group meetings were also held between functional groups to get a better understanding of working dynamics and implementation challenges. Limited scale focus group discussions were also held with beneficiaries.

The focus group discussions held in formulating the case study have been mentioned in Annexe B (tables 13 and 15). Qualitative analysis of the discussion outcomes have been included in the case study and distilled to reflect in the roll out strategy for other states.

Use of Plastics in Road Construction

2. Technology: Innovation and Process

2.1 Technology behind the innovation

The quantum of plastic waste is estimated to be roughly 10 thousand tons per day (TPD). The two major categories of plastics are (i) Thermoplastics and (ii) Thermosetting plastics. The Thermoplastics include Polyethylene Terephthalate (PET), Low Density Poly Ethylene (LDPE), Poly Vinyl Chloride (PVC), High Density Poly Ethylene (HDPE), Polypropylene (PP), Polystyrene (PS) etc. and are recyclable. Thermosetting plastics constitute alkyd, epoxy, ester, melamine formaldehyde, phenolic formaldehyde, silicon, urea formaldehyde, polyurethane, metallised and multilayer plastics etc. A mismanagement of plastics waste is a threat to the environment in the following ways (1):

1. Drains are choked and public places become filthy due to the littered plastics 2. The emission of polluting gases due to burning of garbage containing plastics may cause air pollution 3. Garbage mixed with plastics hinders the waste processing facilities may be a cause of issues in landfill operations 4. Some unhygienic hazards to the environment are being caused by recycling industries operating in non‐conforming areas.

One of the ways of managing waste plastic is by using it in construction material for pavements and roads which serves the dual purposes of imparting stability and durability to the roads and resolving the issue of environmental hazard due to ever increasing waste plastics. To understand the role of plastics in construction material, one must be familiar with the material specific properties and the processes used in laying roads. Having said this, further discussion details the use of each component and the processes involved in creating construction material.

Bitumen plays an important role in binding the aggregate together by coating over the aggregate thereby imparting strength to the road. However, due to a poor resistance towards water and high costs involved, there is a demand for high quality bitumen at low costs. This can be accomplished by modifying the rheological properties of bitumen by using additives such as plastic or rubber. Following are the drawbacks of using only bitumen in road construction (2):

Use of Plastics in Road Construction

• The performance of road is reduced at high temperature due to bleeding of bitumen. • Cracking phenomenon takes place due to oxidation of bitumen. • Potholes are easily formed as bitumen strips off from the aggregate as it is water repellent material. This reduces the life of the road constructed. • The material and processing costs are much higher.

Bitumen based concrete mixes may be further classified into Bituminous Concrete (BC), Modified Bitumen Mix (MBM) and Semi‐dense Bituminous Concrete (SDBC) as revealed in fig 1. BC is a conventional concrete mix which performs satisfactorily; however, it needs an improvement in the properties for certain special applications, such as heavy traffic. MBM has exhibited improved properties such as fatigue life, resistance to permanent deformation of paving mixtures and enhanced stability of the pavements by the addition of modifiers such as sulphur, crumb rubber, polymers etc. SDBM is a high density and thoroughly controlled hot mixed material composed of graded mineral, aggregate, filler and bitumen (3).

Asphalt mix

Semi‐dense Bituminous Modified Bitumen Bituminous Concrete (BC) Mix (MBM) Concrete (SDBC)

FIGURE 1‐ A FLOW CHART DEMONSTRATING CLASSIFICATION OF ASPHALT MIX

The road construction involves the use of aggregate mixes which can be of different types as shown in figure below.

Use of Plastics in Road Construction

Granite

Gravel (Crushed natural stone)

Aggregates Limestone (Crushed sedimentary rock)

Secondary (crushed

constructive waste)

Slag (crushed smelter slag)

FIGURE 2: A FLOW CHART DEMONSTRATING VARIOUS TYPES OF AGGREGATE MIXES USED FOR ROAD CONSTRUCTION

Plastic waste can be used in hot mix to improve physical properties of bituminous aggregate mix by ‘Dry Process’ or ‘Wet Process’. The technology as developed and explained by Dr Vasudevan, a Chemistry Professor at Thiyagaraja College of Engineering, Madurai, incorporates the use of ‘Plastone’, a mixture of stone chips and waste plastic bags (thickness 40‐70 µm) which is heated at 150‐1700C during production, in laying roads, pavements and flooring purposes as an alternative to interlocking paver blocks. At this processing temperature, the plastic waste is heated enough to act as an adhesive in binding stone chips and not generating any toxic gases. The aggregate becomes water proof after getting coated with molten plastic. This step is followed by the addition of hot plastic‐aggregate mix to hot bitumen while maintain the process temperature. This approach is known as ‘Dry Process’. The ‘Wet Process’ involves mixing of plastic to hot bitumen followed by mixing with hot aggregate. Both the processes lead to the formation of plastic modified bituminous aggregate mix with enhanced properties imparting strength, stability and durability to the roads. Recently, a new method called ‘Cold Mix’ has been developed which incorporates mixing of

Use of Plastics in Road Construction

materials at lower temperatures (see Figure 3). The process offers the following advantages over hot mix (4): 1. The heating of aggregate and binder is not required. 2. It is an environmental friendly approach which conserves energy. An impressive 50% of energy saving in case of cold mix over hot mix has been reported (5). Therefore, it can be considered to be a green bituminous mix for road construction. 3. It is a straightforward preparation using only a small set up on site. A manual production for small scale job is also feasible. 4. It is a suitable method particularly for construction of roads in remote and isolated areas of a country. 5. The method is suitable for road construction in wet or humid condition. 6. Cold mix is a versatile method due to availability of a large number of grades of emulsion and cut backs. 7. It offers an economical and high production approach.

The dry process employing 8% plastic waste as a partial replacement of Optimum Bitumen Content (OBC) in Conventional Mix (CM) has been found to enhance the fatigue, strength, stiffness and hence the performance of the road pavements in comparison to wet process (6). For these reasons, dry process (Figure 4) has been widely accepted as a standard method for blending plastic into bituminous mix to be used for constructing road pavements.

Plastic as binder Dry process (plastic mixed to hot aggregate) Hot mixes Plastic as

modifier Wet process (Plastic mixed to hot bitumen)

Road construction processes

Others – recycled plastic, modified processes, new Cold mixes additives

FIGURE 3‐ A FLOW CHART ILLUSTRATING THE ROAD CONSTRUCTION PROCESSES USING PLASTIC WASTE

Use of Plastics in Road Construction

0 Segregating plastic from waste Aggregate heated to 170 C

Aggregate transferred to puddling Shredding required sized chamber plastic

Plastic coated hot aggregate

Hot Bitumen added

Plastic‐bitumen aggregate mixture

FIGURE 4‐ A FLOW CHART DEMONSTRATING THE ‘DRY PROCESS’ OF MAKING PLASTIC BITUMEN ROAD MATERIAL (7)

The technique involving the use of plastic waste in road construction offers advantages as mentioned below (2):

 Surface property of aggregates is enhanced.  Coating technique is straightforward and temperature requirements are the same as that of road laying process.  Flexible films of all types of plastics can be used.  Doubles the binding property of aggregates.  Bitumen bonding is strong than normal.  The coated aggregates show increased strength.  Higher cost efficiency is possible.

Use of Plastics in Road Construction

 Is suitable for all type of environmental conditions.  No toxic gases released during the heating process  Easy disposal of plastic waste  Offers an eco‐friendly technology  Offers job for public health workers

Mentioned below are the pluses of plastic‐bitumen roads over conventional roads (7):

 Overall reduction in bitumen consumption by 6‐8%  Enhanced load carrying strength and road strength ( Increased Marshall Stability Value)  Limited wear and tear thus longer life of the roads  Laying 1 Km of road requires up to 10 Lakh carry bags

 Prevents release of 3 tonnes of CO2 (through disposal by burning) into the atmosphere  Excellent resistance to water and water stagnation  No stripping and potholes have been reported on sections studied

 Enhanced binding and better bonding of the mix.  Less rutting (vertical deformation of a pavement surface) and ravelling (loosening of aggregate from the surface).  Improved soundness property.  Negligible maintenance cost of the road  No leaching (removing of substance through a chemical reaction) of plastics  No effect of Ultra‐violet radiation

Waste plastic that can be used include cups, carry bags, polythene and polypropylene foams and thermocol. Polyvinylchloride cannot be used as it is toxic in nature. Also, care must be taken while processing plastic at a standard temperature mentioned in the process as different plastic material releases toxic gases at different temperatures, which is only slightly higher than the processing temperature. Table 1 enlists plastic materials that can be used for the process with the threshold temperature at which each one of them starts releasing toxic gases. The processing temperature of waste plastic in hot‐mix plant is 150‐170 degree C that is significantly lower than the temperature where toxic gases are released.

Use of Plastics in Road Construction

TABLE 1 ‐ LIST OF PLASTIC MATERIALS USED FOR ROAD CONSTRUCTION WITH THE THRESHOLD TEMPERATURE ABOVE WHICH TOXIC GASES MAY BE RELEASED INTO THE ENVIRONMENT

Plastics Toxic gases released T (0C) References

Polyethylene Terephthalate (PET) Lighter hydrocarbons (C5‐C10) >200 (8)

Polypropylene (PP) C2H6 270‐300 (9)

Poly Vinyl Acetate (PVA) CH3COOH >190 (10) Poly Vinyl Chloride (P (PVC) HCl 250 (11)

Polystyrene (PS) C6H6 300‐350 (9)

Low Density Polyethylene (LDPE) CH4, C2H6 270‐350 (9)

High Density Polyethylene (HDPE) CH4, C2H6 270‐350 (9)

In order to determine physical characteristics of the road constructed using plastic modified bitumen mixes, some important tests have been recommended by Dr Vasudevan. These tests are Benkelman Beam test, Sand Texture Depth test, Skid resistance, Merlin test and Field Density. The details of the tests can be obtained from Annexure C.1 (9). Besides above mentioned tests, plastic waste is checked for impurity and melt flow value for each day work or in cases when the source of plastic waste is changed (12).

Rigid pavements have also been modified using waste plastic (13)(14). M20 concrete, commonly used for constructional work, has been modified using waste plastic. The optimum modifier content was found to be 5% and the strength of the road constructed was found to be enhanced in comparison to plain cement concrete road. Following are the advantages of rigid pavements laid using optimum quantities of waste plastic modified cement concrete (WPMCC). 1. The compressive strengths of WPMCC increases by 20% more than that of plain cement concrete. 2. The overall thickness of the rigid pavement is decreased. 3. The amount of cement used is decreased by 5%. 4. Construction cost is reduced. 5. WPMCC can be used to lay rigid pavements, to construct small drainage and concrete tiles of footpath walkers as the load carrying capacity is higher than plain cement concrete. 6. The rigid pavements constructed using WPMCC can withstand fatigue at higher temperatures, making them suitable for tropical regions.

Use of Plastics in Road Construction

2.2 PLASTIC MODIFIED BITUMINOUS ROAD VERSUS CONVENTIONAL BITUMINOUS ROADS

Table 2 provides an insight on various aspects of pavements constructed using bituminous concrete mixes with and without plastic waste. It is evident that plastic modified bituminous roads offer more stability, durability and cost effectiveness in comparison to conventional bituminous roads.

TABLE 2 ‐ A COMPARISON OF VARIOUS ASPECTS OF PAVEMENTS CONSTRUCTED USING BITUMINOUS CONCRETE MIXES WITH AND WITHOUT PLASTIC WASTE

Criteria Bituminous roads Plastic Modified Bituminous roads References

 Dry process can be practiced under all climatic conditions.  % of plastic can be varied to modify the process to suit different climatic Expensive method Technology conditions and topographical (15)

conditions  Cost effective as 10‐15% less bitumen is used and waste plastic is consumed thereby reducing carbon footprint Cost (1Km x 3.75 m (16) road) ₹ 3,93,750 ₹ 3,67,875 Maintenance 5 years Nil up to 10 years (17) Fatigue resistance (or Indirect Tensile 1.42 1.83 (18) Strength, MPa) Rutting Yes No (15) More bumps Less Bump Roughness (15) 5200 <4000 Stripping 5% in 24 h NIL if plastic content is > 6% (18) Moisture 4% 0‐2% (15)

Use of Plastics in Road Construction

2.3 The Outlook of Central Road Research Institute

To evaluate the performance of plastic‐bitumen roads, Central Road Research Institute (CRRI) and Indian Road Congress (IRC) New Delhi suggested some key parameters which include roughness survey, skid resistance, sand patch test, Benkelman beam deflection, cracking, ravelling, potholes and edge breaks. The evaluation process involved survey of six different sites in the State of Tamil Nadu namely Jumbulingam road (site I), Veerbadhra Street (site II), Vandiyur Main road (site III), Vilacherry Main road (site IV), Canteen road (site V), and Bitumen Road (site VI) as per the above stated parameters and the consolidated results are tabulated below (Table 3) (15). The results clearly demonstrate that the performance of plastic roads is significantly enhanced compared to plain bitumen roads. The performance of each parameter is much better for plastic roads.

TABLE 3‐ CONSOLIDATED TEST RESULTS OF THE SITES IN TAMIL NADU (15)

* 1. Unevenness / Roughness; Source IRC: SP: 16‐2004

Use of Plastics in Road Construction

2. Skid Resistance/ Skid Number; Standardized in UK under BS: 812‐1967 3. Sand Texture Depth; BS 598 part 105 (1990) 4. Rebound Deflection / Benkelman Beam; IRC: 81‐1997 5. Field Density; Highway Engineering by S. K. Khanna, C.E.G. Justo; New Chand & Bros, Roorkee (U.A); Eighth edition ; 2001

Structural, functional and conditional evaluation studies were conducted to monitor the test roads. In general, the performance of all the roads laid over a period from 2002 to 2006 is excellent despite their age as concluded from above studies. Not even a small crack or pothole was found to have developed on these roads. Despite the fact that the sites chosen were widely distributed over various localities of Tamil Nadu and exposed to varied environmental conditions such as temperature, rainfall, etc., the roads have been found to perform very well with good skid resistance, texture value, less amount of progressive unevenness over a period of time. However, the majority of bitumen roads are unable to demonstrate good performance under similar conditions (15).

2.4 Guidelines of Indian Roads Congress

The Indian Road Congress is the highest body of highway engineers in the country. The society was set‐up by the recommendations of the government of India. The organisation over the years has been contributing to enhancement of the roads and bridges in India. IRC had in the H‐2 committee meeting of members on the 15th of June 2012 had decided to formulate guidelines for utilising waste plastic with bitumen in road construction. The guidelines formulated by the committee were approved by the Council of IRC in August 2013. Key items of the IRC published guidelines are mentioned in the table below.

TABLE 4 ‐ A SUMMARY OF IRC GUIDELINES REGARDING THE USE OF PLASTIC IN ROADS/OTHER CONSTRUCTS (12)

Technology/Material Sub‐category IRC Guideline

 LDPE, HDPE, PU, PET permissible Waste plastic Type  Black coloured plastic waste, PVC must not be used  Size 2.36 mm Properties  Dust and other impurities should not be more than

Use of Plastics in Road Construction

1%.  The melt‐flow value of plastic‐binder mix shall be tested as per ASTM D 1238‐2010 (permissible values for LDPE: 0.14‐58 gm/10 min; HDPE: 0.02‐9.0 gm/10 min)  The Indian Standard Specifications for viscosity graded Bitumen paving bitumen (VGPB) IS 73  IRC: 111‐2009 (for grade of VGPB)  IRC: 111‐2009 (for dense graded mixes) Aggregates  IRC: 14‐2004, IRC: SP: 78‐2008 and IRC: 110‐2005 (open graded mixes) Filler  IRC: 111‐2009 (dense graded mixes) Plastic must not be heated beyond 1800C as it may cause Technology release of harmful gases Design of mix Dense graded mixes See Table 5 Open graded mixes Waste plastic at 6‐8% of weight of bitumen can be used 1. Collection of waste plastic 2. Cleaning and shredding of waste plastic Manufacturing of Dry process 3. Shredding machine bitumen‐plastic mix 4. Mixing of shredded waste plastic, aggregate and bitumen in central mixing plant Construction Dense graded mixes IRC: 111‐2009, IRC: 14‐2004; IRC: 110‐2005 Open graded mixes IRC:SP: 78‐2008 Controls Dense graded mixes IRC: 111‐2009, IRC: 14‐2004; IRC: 110‐2005 Open graded mixes IRC:SP: 78‐2008  Shall be examined for impurity and melt flow value Waste plastic  Three samples be tested for each day work or when there is change in the source of plastic

2.5 Technological and Engineering Decisions

The technology of using waste plastics in making flexible pavement has been patented in the year 2006 (19). Table 5 presents a summary of technological aspects of processing plastic‐bitumen mixes

Use of Plastics in Road Construction

to be used for construction purposes as recommended by Government policy framework authorities.

Evidence has demonstrated that dry process is better than wet process and therefore former is recommended in the guidelines for laying roads by Indian Road Congress, Central Pollution Control Board and National Rural Roads Development Agency, Ministry of Rural Development, GOI. Following are the advantages of dry process (17):

 Use higher percentage of plastics waste  Reduce the need of bitumen by around 8%  Increase the strength and performance of the road  Avoid the use of anti stripping agents  Reduce the cost by nearly 26,000 per kilometre of single lane road (see table 2)  Carry the process in situ  Avoid industrial involvement  Avoid disposal of plastics waste by incineration and land filling  Generates job for public health workers  Add value to plastic waste  Develop a technology, which is eco‐friendly

There are some limitations of using waste plastic as modifier and binder in bituminous mixes which are listed below (12):

1. Only low density polyethylene (LDPE) or high density polyethylene (HDPE) and PET shall be considered for the construction material mixes 2. Repeated recycling of plastic results in black coloured plastic waste and therefore should not be used. 3. The use of PVC is not recommended since they release lethal levels of dioxins (toxic gases). 4. A gas evolution and thermal degradation of thermoplastics has been indicated beyond 1800C by the Thermo Gravimetric Analysis (TGA), hence, misuse or wrong implementation of this technology may cause release of harmful gases, premature degradation making it essential to maintain the temperatures during construction.

Use of Plastics in Road Construction

TABLE 5 ‐ SUMMARY OF TECHNOLOGICAL ASPECTS OF PROCESSING PLASTIC‐BITUMEN MIXES TO BE USED FOR CONSTRUCTION PURPOSES AS RECOMMENDED IN THE GUIDELINES BY ASSOCIATED AUTHORITIES

Percentage of Bitumen grades Processing temperature of Government Policy plastic waste used plastic—bitumen aggregate framework authorities (%) mix (0C)

With reference to Dr 10 80/100 170 Vasudevan’s work CRRI 8 60/70 or 80/100 165 IRC 6‐8 IRC: 111‐2009 165‐180 NRRI 8 60/70 or 80/100 165 CPCB 5‐20 60/70 or 80/100 155‐163

Further, the physical properties of 60/70 and 80/100 penetration grade bitumen (as per IS 73:1992) and aggregates that are required to attain optimum quality of bituminous concrete mixes for pavement construction are summarised in annexe C.2. Table 6 below compares the properties of bitumen mix with and without plastics.

TABLE 6 ‐ COMPARISON OF THE PROPERTIES OF BITUMEN MIXES WITH AND WITHOUT PLASTIC (18)

S.No. Properties With waste Without waste Requirement of bituminous plastics (6% by plastics concrete (BC) mix (MoRT&H, weight of 2001) bitumen)

1 Marshall Stability (kN) 17.50 15.60 9 (Min) 2 Bulk Density (gm/cc) 2.41 2.40 ‐ 3 Air Voids (%) 3.50 3.23 3‐6 4 Voids Filled Bitumen (%) 76.76 75.30 65‐75 5 Flow (mm) 3.00 3.25 2‐4 6 Retained Stability (%) 90.00 96.00 Minimum 75 7 Marshall Quotient (kN/mm) 5.83 4.80 3‐6

The design criteria for waste plastic modified dense graded bituminous pavement layers as per IRC‐ 2013 guidelines is summarised in table 7. The key aspect of the design criteria to monitor technically

Use of Plastics in Road Construction

and administratively is the temperature (150‐170 degree C) and quantity of waste plastic (6‐8% by weight). The waste plastic is to be added as a replacement for bitumen.

TABLE 7‐ DESIGN CRITERIA FOR WASTE PLASTIC MODIFIED DENSE GRADED BITUMINOUS PAVEMENT LAYERS (12)

Minimum stability (kN at 600C) 12.0

Flow (mm) 2‐4 Marshall Quotient (kN/mm) 2.5‐5.0 Compaction level (Number of blows) 75.0 blows on each of the two faces of the specimen Air voids (%) 3.0‐5.0 Retained stability (%) 98.0 ITS (min) MPa 0.9 VMA 16.0 VFB 65.0‐75.0 Quantity of waste plastic (% by weight of bitumen) 6.0‐8.0

Various plastic‐tar roads constructed in different states have been evaluated and all of them were found to perform well with no potholes and cracking. Table 8 presents consolidated results of all major plastic‐tar roads which have been evaluated scientifically post construction. A majority of plastic roads constructed in different parts of the country were not evaluated post construction for the scientific and technical parameters.

TABLE 8‐ SUMMARY OF RESULTS OF STUDIED PLASTIC‐BITUMEN ROADS (15) (22)

Roads Year laid Characteristics of the road

Jumbulingam road, Chennai 2002 No pothole, cracking, deformation or edge flaw Veerbadhra Street, Erode 2003 No pothole, cracking, deformation or edge flaw Vandiyur Main road 2004 No pothole, cracking, deformation or edge flaw Vilachery Main road 2005 No pothole, cracking, deformation or edge flaw Canteen road 2006 No pothole, cracking, deformation or edge flaw Thyagaraja College of 2002 No pothole, cracking developed, road is in good Engineering, Madurai condition

Use of Plastics in Road Construction

Lenin Street, Kovilpatti 2002 No potholes, cracking, rutting developed Mannar College Road, 2002 No potholes, cracking developed. Road is in good Madurai condition Brindavanam Street, Salem 2003 No potholes, cracking developed. Road is in good condition Bharat Petroleum Plant, 2004 Road functioning is satisfactory Tanjore Parry & Co, Ranipet, Chennai 2003 Road condition is good and stable Asaripallam, Nagercoil 2003 Road condition is good and stable Kuzhithurai, Nagercoil 2003 No potholes, cracking. Road condition is good and stable New Prabhadevi Road, 2004 No potholes, cracking. Road condition is good and Mumbai stable

Further the success of the plastic‐bitumen roads is revealed by the fact that the technique has been adopted well and employed in constructing roads by various huge organisations such as Reliance Industries Limited, National Rural Roads Development Agency, Ministry of Rural Development, GoI, Ministry of Environment and Forests, Delhi and a number of cities in India. For example, Hazira manufacturing unit of Reliance Industries Limited has constructed a 900 m stretch of road using 5% plastic waste, in partnership with Gujarat Engineering Research Institute (GERI) and Road & Building Division. Several roads in Delhi have also been constructed using plastic waste modified mixes (23) and other states.

2.6 Characterisation of Plastic Waste Coated Aggregate (PCA) Bitumen Mix

The employment of plastic waste as modifier is successful only if it coats the aggregate well and the aggregate becomes non‐wetting with enhanced mechanical properties. In order to check for the inclusion of plastic in the aggregate bitumen mix, various characterisation techniques have been used and listed here:

1. Stripping test (IS: 6241‐1971): PCA bitumen mix made by dry process is immersed in water for long hours. Absence of stripping of the plastic material from aggregate mix ensures good resistance towards water due to excellent coating of plastic waste over aggregate making it

Use of Plastics in Road Construction

non‐wetting. Further, this would also ensure better binding of bitumen with the aggregate through the plastic layers.

2. Marshall Stability Test: Effective binding of bitumen with the aggregate mix through plastic layers would have a positive effect on the stability of the bitumen‐aggregate mix. Marshal stability values determined for PMB mixes are generally much higher than pure bitumen mix.

3. Water absorption test: Aggregate mix is dried, weighed and then immersed in water for a day and dried again. The weight was determined to check for the amount of water absorbed by aggregate mix. Then a known amount of aggregate mix is heated and coated with plastic and the plastic coated aggregate mix is immersed in water, removed, dried and weighed. The process is repeated three times for each sample. The same experiment was carried out for aggregates coated with different amounts of plastics. The water absorption decreases with the coating of plastic over aggregate.

4. Extraction of bitumen: Bitumen is extracted from aggregate coated with bitumen only, plastic coated aggregate mix (using Dry process) and aggregate mixed with plastic waste blended bitumen (Wet process) using benzene as a solvent. Removal of bitumen is difficult in case of plastic waste coated aggregate mix (Dry process) than plastic waste blended bitumen mix. This confirms that the dry process is better than the wet process.

5. Estimation of amount of coated plastic waste: This is achieved in the following ways:

a) Solvent extraction method – Refluxing a known quantity of plastic waste coated aggregate after removing the bitumen with solvent Decaline for about 20 minutes. This removes the polymer and the stone aggregate left is separated, dried and weighed. The loss in the weight accounts for the quantity of polymer. b) Thermal method – Heating the known quantity of plastic coated aggregate mix at around 7500C for 30 min which burns all the plastic. This leaves the aggregate mix behind which is cooled and weighed. The method is repeated to obtain a constant weight. The weight difference corresponds to the quantity of polymer coated.

Use of Plastics in Road Construction

2.7. OTHER MODIFYING AND BINDING MATERIALS

A rise in the quantity and variety of waste being generated has led to a waste disposal crisis. Such issue can be resolved by reusing some of these waste materials to replace a known percentage of the primary materials used in construction of roads. This way natural resources are conserved and rising waste disposal crisis is resolved.

It has been indicated by numerous studies that the optimum amount of such waste materials or modifiers, when added to bitumen mixes, leads to enhancement in various physical characteristics of the road. Improvement in the strength of the road, resistance to cracking and rutting, skid resistance, and durability, and reduction in the maintenance costs, and the noise levels are some of the common characteristics of the roads made up of modified bituminous mixes.

One such example is the use of crumb rubber as a modifier in the bitumen mix which has demonstrated viscosity values about 1.5 times higher than in case of unmodified binder after aging tests. This result is based on a field study conducted on a test track constructed with 25 mm thick semi‐dense bituminous concrete resurfaced with various modified and unmodified bituminous binders. It has also been highlighted in the same study that the waste plastic modified bitumen is unable to fulfil the elastic recovery properties after aging (24).

Polymers such as Styrene Butadiene Styrene (SBS), as a binder, have shown significant improvement in the property of bitumen aggregate mix over other modifiers. Enhanced properties such as stiffness, phase angle, rut resistance and persistent elasticity are some of the characteristic features of SBS polymer modified bitumen mix. The study concludes with the following order of performance of the semi‐bituminous concrete mixes with different binders (24):

1. SBS modified binder

2. Crumb rubber modified binder

3. Waste plastic modified binder

4. Natural rubber modified binder

5. Unmodified binder

The table below summarises major waste materials, other than plastics, which can be considered for recycling.

Use of Plastics in Road Construction

TABLE 9 ‐ SUMMARY OF OTHER MAJOR WASTE MATERIALS BEING USED AS ADDITIVES IN THE CONSTRUCTION MATERIAL

S.No. Additive % of additive Characteristics of the road References

1 Fly ash 10  Increase in compressive strength by 13%; (25) (26) tensile strength by 3%; flexural strength by 16%;  The impact strength for first crack is 25% and final failure is 58%. 2 Rubber 18–22  Reduces Reflective Cracking in Asphalt (27) (28) Overlays (29)  Reduces Maintenance Costs  Improves Resistance to Cracking in New Pavements  Improves Resistance to Rutting in New Pavements  Increases Pavement Life  Improves Skid Resistance  Decreases Noise Levels  Beneficially Uses 500‐2,000 scrap tires per lane mile  Lower rutting potential because of higher stiffness and tensile strength at high temperatures 3 Glass 0‐20%  Compressive, splitting, and flexural strengths (30) higher than that of normal concrete mixture;  The long‐term durability and strength affected by the high alkali content of aggregates with glass additive 4 Crushed Up to 20%  Lower compressive and splitting‐tensile (30) concrete strength than that of normal concrete  13% reduction in compressive strength of recycled crushed concrete considered to be acceptable if taken into consideration in the design stage

Use of Plastics in Road Construction

5 Jute ‐  A progressive degradation of JGT observed (31) Geotextiles  The rates of the two contrasting phenomenon i.e. degradation of JGT and improvement of soil are in consonance providing the required strength to the road

Similarly, there are several other new materials that have been accredited by IRC (29) to be used on trial basis for a period of 2 years. These new materials are listed in table below.

TABLE 10 ‐ LIST OF NEW MATERIALS THAT CAN BE USED AS ADDITIVES IN CONSTRUCTION MATERIAL AS ACCREDITED BY IRC (32)

S.No. Additive Usage

1 Processed steel slag For use in bituminous bound mixes; Alternate aggregate for flexible pavements 2 Iter PPS 1000 CV Bitumen additive for use in flexible pavement 3 Superplast Bitumen additive for use in flexible pavement 4 Advanced Reinforced Composite Rebar For use in roads, bridges, and structures SAPL‐R‐09 5 Stainless Steel Reinforcement Bars Structural Steel for reinforced concrete structures 6 Asphaltoseal On concrete decks for waterproofing purposes in lieu of mastic asphalt under BC overlay 7 Shell Thiopave Asphalt modifier additive used for enhancing the mechanical properties of the pavement 8 ShaliPatch Ready‐to use material for repairing pot holes/other openings in bitumen/concrete surfaces 9 BITUTEX® Glass Grids, Composites & Used to reinforce the asphalt layers and prevent STARgrids deformation 10 Woven Jute Geotextiles To improve properties of sub‐grade of roads and hill slopes 11 Metallurgical Slag (Waelz Kiln Slag) Used in embankment, sub‐base and bituminous/concrete pavement 12 HZL Process Waste, Jarofix Used as filler material in road embankments

Use of Plastics in Road Construction

13 Evotherm Warm Mix Technology Eco‐friendly pavement construction technology 14 Granulated Copper Slag For road and embankment construction 15 TitanTM 7686 Used for enhancing performance of modified bitumen 16 Formtex For improving concrete cover making it impermeable to chlorine, sulphate and carbon dioxide attack leading to much longer life of concrete structures, in particular those coming in direct contact with water 17 RBI Grade 81 Soil stabilisation 18 Soil Stabilizer‐JGRS Soil stabilisation 19 Soil tech MK‐III Soil stabilisation

20 RoadCem Soil stabilisation 21 RoadstaB Technology Soil stabilisation 22 Zycosoil Nanotechnology Anti‐strip additive in hot mix binder and Soil & aggregate waterproofing 23 TechFab Geocomposites Soil reinforcement and subgrade stabilisation 24 TechFab Woven Geotextiles Soil stabilisation 25 TechGeo Non‐Woven Geotextiles Soil stabilisation 26 TechGlass Geogrids & TechGlass Rehabilitation and preservation of pavements Composites 27 TechGrid Geogrids System Soil stabilisation 28 SYMPAFORCE® Geogrids Soil stabilisation

Similarly, other waste material which pose environmental problems and can be used in construction material for laying roads and pavements include blast furnace slag, cement kiln dust phosphogypsum, waste plastic bags, foundry sand, carbon fibres, GI fibres, Alumina, fibres asbestos, roofing shingles and colliery sand (33). The table below compares the properties of modifiers.

Use of Plastics in Road Construction

TABLE 11 ‐ COMPARISON OF ENGINEERING PROPERTIES OF BITUMINOUS MIX (4.5‐6.0 % BITUMEN CONTENT) MODIFIED USING DIFFERENT MODIFIERS

Modifiers Marshall Stability (kg) Bulk Density Air Voids (%) Flow (mm) References (gm/cc)

Crumb Rubber (10%) 1402.4 2.56 3.92 3.02 (34) Steel slag 450‐500 2.1 65‐85 > 2.0 (35) Glass (5%) 2.4 2.8 2.9 (36) Fly Ash (5%) 1560 2.4 4.2 2.3 (37) Plastic fibre (0.5%) 920 2.4 5.3 3.1 (20)

Biodegradable polymers are being researched in different laboratories across the world. Further information about developments has been mentioned in Annexe C.3.

Use of Plastics in Road Construction

3. TAMIL NADU CASE STUDY

3.1 TITLE

Tamil Nadu state government building rural road connectivity providing environmental remediation in partnership with self‐help groups

3.2 BRIEF DESCRIPTION OF THE INNOVATION

The use of waste plastics in development of roads has been an important subject for the government of Tamil Nadu. It was first introduced by the state government in the year 2001 based on experimental laboratory research conducted by Professor R. Vasudevan from the Thiagarajar College of Engineering (TCE) in Madurai.

The purpose of this initiative is to liberate the environment of materials like plastics, polythene, polystyrene, polypropylene which are non‐bio‐degradable and cannot be effectively recycled. In this regard, an eco‐friendly process developed at TCE was been adopted by the state to mix shredded waste plastics with bitumen for enhanced binding and improvement in resistance to permanent deformation of the roads constructed.

The innovation is focused on developing roads with waste plastics provides numerous benefits as highlighted in technical section, particularly protection from weather erosion, considerably reduction in the cost of the constructed road component, reduction in maintenance requirements of roads. The initiative promotes an effective and prolific technique of disposal of waste plastics being generated in municipal urban, sub‐urban and rural clusters.

In achieving the objective, different government departments like Municipal Administration, Rural Development, Panchayats, Districts Rural Development Agency (DRDA), National Rural Roads Development Agency (NRRDA, for administrative and technical support to Pradhan Mantri

Use of Plastics in Road Construction

Gram Sadak Yojana (PMGSY)), Environment and Forest Department, Women Development, Social Welfare and Road Contractor collaborated to deliver effective results.

Self Help Groups (SHGs) have been formed for collection and segregation of waste plastics. Shredding units have also been established to provide waste plastic to the required size specification. The SHGs provide shredded waste plastics to Road Contractors in suitable form at reasonable rates.

3.3 APPLICATION‐INNOVATION CONTEXT

In recent times and due to poor municipal handling of waste, plastic has been the cause of land and water pollution. The scale of the problem is growing rapidly with increasing proliferation of plastic in societal use. Plastic waste is known to clog drains and water bodies in community areas. Lack of segregation at the source remains one of the main challenges in waste management that is leading to a growing catastrophe. Limitations in construction practises have at the same time led to the development of poor roads that require frequent maintenance. Erosion of roads during rainfalls is the common cause of pot hole formation increasing risk for the commuters. Plastic Roads have proved to be durable through heavy rains (Annexe D.12, Figure 37).

In order to mitigate the environmental risk of plastics and enhance the quality of roads, use of waste plastics in the development of roads is being promoted by the Tamil Nadu state government. The state government through city corporations and rural road development agencies has undertaken the construction of plastic roads.

The first road using waste plastics was laid in Kovilpatti village of Tuticorin district in October 2002 (Annexe D.12, Figure 39). Over the last twelve years, the use of plastics in rural road construction has been widely adopted in Tamil Nadu. The state agencies have constructed more than 16000 kilometres of rural road connectivity using the innovation method. Detailed performance evaluation studies have been conducted by different Institutions over the last 12 years. Project specific performance is included in Annexe D.12.

Use of Plastics in Road Construction

According to Rural Development and Panchayati Raj department, the selection and execution of projects is done through the decision making of District Collector and their sub‐ordinates for a particular district. The primary allocations of funding in the state come through the Ministry of Rural Development and Panchayati Raj (₹ 20 Crores Reference Letter No. Lr.No.32324/Tu2/2013 Dated 22nd Jan 2014). This has been supplemented by the Pradhan Mantri Gram Sadak Yojana administered by National Rural Road Development Agency (Under Phase VIII ₹ 1130.1 Crores have been sanctioned, out of which ₹ 11 Crores have been allocated for the Plastic Roads).

Through Environment and Forest Department, the State Government earmarks limited budget specifically for construction of such type of roads (₹ 24.818 Crores for the year 2014‐15). Environment Protection and Renewal Energy Development fund is a scheme created for waste plastic elimination and the fund is used in development of plastic roads. The Rural department receives a budget between 8 to 10% for plastics roads construction.

Tamil Nadu Corporation for Development of Women Ltd, operating under the Rural Development and Panchayati Raj Department has been a key stakeholder in the development of Self Help Groups. The corporation acted as an enabler in setting up centres for processing the waste plastics that are operated by Self Help Group of Women across the majority of districts in Tamil Nadu (21454 centres in 29 districts, presently).

These centres are aided by the State Government in allocation of land and facilitation of procurement procedures. The budget helps this group for training, collection, segregation and shredding of the waste plastics. The contractor for building the road is the main implementation link between SHGs and road projects. The responsibility of procurement at the DRDA specified rate of ₹ 30 per kilogramme (as per Rural Department and Panchayati Raj, Engineer‐in‐Chief) resting with the road contractor.

Two key projects have been highlighted as achievements of DRDA in Tamil Nadu. These projects have been located at the border of Madurai and Dindigil districts. The beneficiaries of these projects were local rural community. The benefit to the community is noteworthy as the plastic roads were the first roads to be paved since India became independent. Prior to plastic roads

Use of Plastics in Road Construction

they travelled on gravel which was heavily damaged in each rainfall. Details of both the projects and photographs have been included in Annexe D.1 and D.2.

The Rural Department has acted as an enabler by conducting frequent workshops for capacity building for engineers, contractors, administrative personnel and other associates in developing a better understanding of the process specified by the Indian Road Congress (IRC) guidelines SP‐ 98. Prior to the establishment of the standard, training support and process literature was proactively provided by Professor Vasudevan’s group at TCE. Example of TCE information brochure is shown in Annexe D.13. DRDA has a training manual that outlines the use of plastics in road construction. These are available from the agency upon request.

3.4 NEW APPROACH

The Technical innovation after over 11 years of practise and trials was turned in to a standard process for road construction. In December, 2013, Indian Road Congress (IRC) released the code, IRC: SP: 98: 2013, for application of the ‘plastic road technology’. The code provides the standard for the use of waste plastics in construction of roads. A separate cost head was also created to allow engineers to get shredded waste plastics and get it mixed with bitumen through the schedule of rates.

As per a general estimation, to lay one km of plastic road 3.75 m wide, 9 tonnes of bitumen and 1 tonne of waste plastic are required for coating whereas a normal road requires, 10 tonnes bitumen for each kilometre so a plastic road saves 1 tonne bitumen for every kilometre laid. There will be an approximate saving of ₹ 50,000 to ₹ 60,000 per kilometre. In addition the environment will remain free from toxic side effect of plastic waste. One tonne of plastic waste is equivalent to 10 lakhs carry bags.

Development of plastic roads has majorly been done in rural areas by the Rural Department and in Chennai, these roads have been constructed by the Municipal Corporation of Chennai. In order to bring about greater synergy and better coordination in implementing various schemes for Self Help Groups, Tamil Nadu Corporation for Development of Women Ltd was brought

Use of Plastics in Road Construction

under the control of Rural Development and Panchayati Raj Department from July 2006. Self Help Groups collect Waste Plastics from everywhere, dump yard, wasteland and segregate during the waste collection. Awareness programmes for use of plastics have been conducted by the Engineering Staff who are constructing the plastic mixed roads and vital information like for shredding waste plastics of the size less than 60 Microns should be used and the waste plastic with size more than 60 Microns should be used for recycling is imparted.

The Road Contractor workers add the segregated plastics into the heated aggregate and then the molten plastic gets coated around the metal. Then, it gets transferred to Bitumen mixer unit; there bitumen is coated over the plastic pre‐coated metal. There is mechanism to monitor addition of plastic is done by Road Contractor, this is done by a lower level staff for each and every road during construction of the road.

3.5 IMPLEMENTATION STRATEGY

For implementation of this innovative technology, Tamil Nadu has undertaken some new practices which include creation of SHGs for collection, segregation and shredding of solid waste and plastics. The SHGs collect waste plastics from everywhere, dump yard, wasteland and segregate during the waste collection. Within Rural Development and Panchayati Raj (RDPR) department, a separate agency, Tamil Nadu Corporation for Development of Women which deal with the daily wages of the collection centre workers, support activities, training and monitoring. The Swadesi SHG based in Madurai has the capacity in an eight hour working day to produce 50‐ 60 kilograms of shredded plastic waste that is sold to DRDA for Plastic Roads at ₹ 30 per kilogram. As per Rural Development and Panchayati Raj department Executive Engineer, pricing per kilogram of waste plastics is calculated by this agency through informal discussions.

The formation of SHGs for plastic processing was implemented in a phased manner in Tamil Nadu, initially, 10 districts were chosen and then 10 more districts were added in the next phase. At present, there are 25 operational districts are there and another 5 will be added this year. SHGs are monitored by the Women Development Corporation. There is Women Development Corporation office in each district which is under the control of Joint Director. There is Project Officer supported by an assistant. Assistant Project Officer in each district is

Use of Plastics in Road Construction

responsible for maintaining formal co‐ordination between the Rural Development and Self Help Groups. The organisational structure of the Women’s Corporation is shown in the figure below.

Project Officer

Assistant Project Officer

Self Help Group Members

FIGURE 5‐ TAMIL NADU WOMEN DEVELOPMENT CORPORATION

The Key Organisation Structure of Rural Development and Panchayati Raj department to manage, execute and monitor various road projects include Engineer‐In‐Chief, Superintendent Engineer for each district, 1 Executive Engineer (5 districts in Tamil Nadu have 2 Executive Engineers), 2 Associative Executive Engineers for roads exclusively, for 5‐20 Panchayat Blocks having 2‐4 Assistant Engineers. The figure below represents the organisation chart for Tamil Nadu Road department with Administrative and Execution blocks.

Use of Plastics in Road Construction

FIGURE 6‐ ORGANIZATION CHART TAMIL NADU ROAD DEPARTMENT

Training and awareness programmes for the use of plastics are conducted by the engineering staffs who are constructing the plastic mixed roads. A size less than 60 Microns is used for shredding waste plastics while the waste plastic with size more than 60 Microns is used for recycling also instructing not to use PET bottles, Flux boards, PVC articles as specified by the standard.

No other state agency is involved in procurement of waste plastics. Contractors have been instructed informally to procure waste plastics from the SHGs. RDPR have provided broad guidelines to the Districts. The District officials procuring waste plastics based on their needs and implementation plans for rural roads.

The road contractor workers add the segregated plastics into the heated aggregate and then the molten plastic gets coated around the metal. Then, it gets transferred to Bitumen mixer unit; there bitumen is coated over the plastic pre‐coated metal. There is mechanism to monitor addition of plastic is done by Road Contractor, this is done by a lower level staff for each and every road during construction of the road.

Use of Plastics in Road Construction

In the present scenario, there is no use of Information Technology for real time monitoring or any other purposes. Though, an online application developed by NIC is being used by the department Assistant Engineers even at Block level to upload the details and update the progress status of the ongoing projects, which is generally used when any meeting is there for updating details of the project. Due to lack of regular updates, this application is not really effective. The department workforce find it difficult to perform this additional work of updating the status of project work online as due to number of projects and miscellaneous field work items to attend.

To overcome this lacuna, the department has planned to provide a mobile based application to the field engineers to update real time progress at the site and the validity of the uploaded information can be checked by the department instantaneously from anywhere. Geo‐tagging would also be used in uploaded photographs which will restrict duplication. Currently monitoring of quality of roads is conducted by independent personnel retired from the department. There is State Technical agency as part of PMGSY for monitoring purpose. To measure pre‐ and post‐ implementation effects, there had been no Citizen Forum discussions or impact measurement analysis conducted by the department. The department would be paving plastic roads funded by the PMGSY programme in the near future. The programme would enhance the feedback mechanism and measurement practises in the state.

For encouragement of use of waste plastics, support from media has also been enlisted to create awareness about the environment. Broadcasting mediums such as Doordarshan, Private TV Channels, and Ministry of Information & Broadcasting have assisted in propagating the idea of usage of plastics to provide better quality of roads.

In order to motivate the stakeholders the state government has instituted three State level awards. The awards provide recognition for the best plastic free village panchayat, best plastic free School and Self Help Groups. Cash is awarded as incentive amounting to ₹ 5 Lakh for the first prize, ₹ 3 lakh for the second prize and ₹ 2 lakh for the third prize. (D11 ‐ SHG Awards)

Use of Plastics in Road Construction

3.6 CHALLENGES IN IMPLEMENTATION

Adoption of innovative processes are challenging at the early stage. This resistance due to initial inertia can be overcome through proper guidance, capacity building and change management. Some of the challenges faced by Tamil Nadu in their initial phase were:

a) Implementation of the initiative in the state has depended on shredding units that were limited for the need of the entire district. This led to delays in getting raw material (shredded plastics) on time. Another concern for urban areas was the supply side bottle neck of waste plastics on account of local and political issues.

b) Identification of critical hot spots of waste plastics generation was not done at the planning stage so projects could be identified in and around those areas. Further, plastic processing centres could have been set up around those areas to avoid additional transportation costs.

c) A well‐managed dedicated team is required for collection, segregation and shredding of waste plastics. The training and maintenance of this group has financial implications which have to be defined and budgeted. In Tamil Nadu, Self Help Groups are carrying out these activities. In the absence or delay of consistent shredded plastic demand from DRDA, the SHGs have experienced tremendous financial strain.

d) The quality of waste plastic should be monitored and maintained as per guidelines (IRC: SP: 98: 2013, refer to Annexure 3 for IRC guidelines) and use of Poly Vinyl Chloride (PVC), Flux sheets must be restricted and this quality check should be done in phased manner. The following types of waste plastic can be used in the construction of rural roads: i. Films (Carry Bags, Cups) thickness up to 60 micron (PE, PP and PS) ii. Hard foams (PS) any thickness iii. Soft Foams (PE and PP) any thickness. iv. Laminated Plastics thickness up to 60 micron (Aluminium coated also) packing materials used for biscuits, chocolates, etc.

Use of Plastics in Road Construction

Monitoring of the implementation of process guidelines to the required standard remains the weakest link.

e) There is resistance within the department in adoption of this technique due to vested interests of the officials who apprehend decline in road maintenance work as the durability and quality of these plastic roads is far superior to the normal roads. The implementation and increase in life of road quality will impact the maintenance funds that have been informally reported as a source of corruption within these departments in general.

3.7 BENEFITS OF INNOVATION

There are various benefits which have been realised by implementation of this innovative technology. To enumerate a few of these advantages are:  The cost in laying road will reduce as there will be lesser quantity of bitumen used.  This is a very simple technology which does not involve any special machines deployment or other advanced skilled professionals.  There is spot use of the waste plastic.  These water proof roads provide considerably increased durability.  No stripping of roads happens as this kind of roads resist the permeation of water.  This innovation provides road with double strength, thus increasing higher load ‐ carrying capacity.  No maintenance will be required for years as the surface remains without any cracking or potholes.  As part of this process, women can be empowered through employment in Self Help Groups.  More employment can be generated as labours will be required in collection, segregation and shredding of waste plastics.  Multi‐layer films can be used which provide strength and durability.  No new machinery required so any additional infrastructure or cost is not required for this technology implementation.

Use of Plastics in Road Construction

 No industry involvement or expert consultancy is required which could add cost.  No granulation or powdering of plastics‐ only shredding is required.

3.8 FINANCIAL MODEL

The primary allocation of funding in the state has been allocated through the Ministry of Rural Development and Panchayati Raj (₹ 20 Crores Reference Letter No. Lr.No.32324/Tu2/2013 Dated 22nd Jan 2014). This has been supplemented by the Pradhan Mantri Gram Sadak Yojana administered by National Rural Road Development Agency (Under Phase VIII ₹ 1130.1 Crores have been sanctioned, out of which ₹ 11 Crores have been allocated for Plastic Roads).

Through the Environmental Department, the Government has earmarked some limited budget specifically for construction of such type of roads. Environment Protection and Renewal Energy Development fund is a fully‐funded scheme created for waste plastic elimination and the fund is used in development of plastic roads. The fund was established and notified though a government order in August 2010. An initial sum of ₹ 10 crore was provided. An empowered committee comprising of the Chief Secretary, Secretaries of Environment and Forests, Finance, Energy, Agriculture, Principal Chief Conservator, CEO of Tamil Nadu Energy Development Agency, and Director of Environment are responsible for implementation and allocation of funds. The Director Environment is the controlling authority of the fund with monitoring of fund implementation overseen by a sub‐committee.

In November 2011, the department of Environment and Forest allocated ₹ 5 crore for clearing of plastics by setting up 50 plastic collection centres in Tamil Nadu. The fund was allocated to Commissionerate of Rural Development and Panchayati Raj, Directorate of Town Panchayat, Commissionerate of Municipal Administration, Corporation of Chennai and awareness campaigns. The agencies were required by direction of the government to undertake the administrative and technical action for setting up these centres within a period of 3 months and furnish utilisation certificate of the funds. (Annexe D.10)

The Empowered Committee of the fund directed the government through another order in January 2012. The government order release ₹ 50 crore allocated in the budget for relaying of

Use of Plastics in Road Construction

roads using waste plastic collected by local authorities. The fund was distributed between Commissionerate of Rural Development and Panchayati Raj, Directorate of Town Panchayat, Commissionerate of Municipal Administration, and Corporation of Chennai. The departments were provided a period of 3 months for estimate generation, technical and administration process mobilisation and furnishing the utilisation certificate. (Annexe D.8)

Subsequent to the this order the Empowered Committee of the fund furnished an order in the financial year 2012‐13 for laying of plastic roads allocating a fund of ₹ 100 crore. The fund was distributed between Commissionerate of Rural Development and Panchayati Raj, Directorate of Town Panchayat, Commissionerate of Municipal Administration, Forest department and Arignar Anna Zoological Park were allocated ₹ 84.90 crore for relaying of roads with plastic waste. In addition an amount of ₹ 10 lakh was allocated for monitoring of implementation through setting up of a committee of retired official for inspection of roads. A fund of ₹ 60 lakh was allocated to Director of Environment and Arignar Anna Zoological Park for creating awareness in reducing the use of plastics. The government order instructed department for laying plastic roads through its own funds from the year 2013‐14. The implementing agencies were given a period of 6 months of implement the funds and provide the utilisation certificate. (Annexe D.9)

In the financial year 2013‐14, the Empowered Committee of the Environment Protection and Renewable Energy fund allocated ₹ 50 crore for relaying roads using waste plastic. The fund was distributed between Commissionerate of Rural Development and Panchayati Raj, Directorate of Town Panchayat, Commissionerate of Municipal Administration, Principal Chief Conservator of Forests, Director Arignar Anna Zoological Park and Executive Director Kalakad Mundanthurani Tiger Conservation Foundation. The implementation agencies were required to nominate a nodal officer for furnishing proposals, sending monthly progress reports, documentation and evidence of work, and coordination of monitoring team visits. (Annexe D.7)

Plastic in different forms is found to be almost 5% in solid waste, which is toxic in nature. It is a common sight in both urban and rural areas to find empty plastic bags and other type of plastic packing material littering the roads as well as drains. Due to its poor biodegradability, it creates stagnation of water and associated hygiene problems. In order to curtail this problem, use of waste plastic in laying of Roads was included in the notification by the MoEF (Annexure D.3). The

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department has included PMGSY budget as well for construction of these types of roads. Large scale implementation is expected to result from these government orders.

From the year 2011‐2012 to 2013‐14, a sum of Rs.44.50 crores was allotted to 181 Roads for laying 236.154 Km of plastic roads under Environment Protection and Renewal Energy Development Fund. (7)

TABLE 12‐ YEAR‐WISE ALLOCATIONS FOR PLASTIC ROADS

Year No. of Roads Length Amount (in Km) (₹. in crores)

2011‐2012 90 108.756 18.00 2012‐2013 69 96.748 20.00 2013‐2014 22 30.650 6.50

Total 181 236.154 44.50

Establishment of Self Help Groups for implementation of plastic roads is economically viable.

3.9 POTENTIAL FOR REPLICATION

Tamil Nadu has excelled at implementing plastic roads for rural connectivity. The state government and institutions developed over the last ten years have developed capacity across the majority of districts for wide scale implementation in partnership with women self‐help groups. Nearly 16,000 kilometres of rural roads have been paved with waste plastic.

The practices used in Tamil Nadu can easily be replicated in other States which are initiating construction of “plastic roads” as this new technology does not involve and new infrastructure or machines. New states rolling out plastic road initiatives can adopt procedures to use segregated plastics for road construction especially in the rural connectivity.

Use of Plastics in Road Construction

Convergence with Self Help Groups, Women Development Corporation will provide better result in this initiative in solid waste management and will provide employment to weaker sections or women. Local NGOs participation can be considered in the roll out plan which can be supported by SHGs, by providing job opportunities, trainings and help in other economic development activities. The societal group’s participation has been the greatest driving force in the delivery of public services.

Capacity building of SHGs in Tamil Nadu is a practise that could be emulated in the other parts of the country. The SHGs network extends within all districts of Tamil Nadu and is a well‐developed eco system. Waste plastic processing capacity was built in each of the districts through the funds of rural livelihood missions. Other states could develop a similar model of developing a well‐ entrenched network of SHGs on similar lines.

The large scale implementation of plastic roads particularly in rural Tamil Nadu was enabled through the endorsement and support of the Chief Minister. This was closely supported by intensive and close monitoring of the parallel roll out in all the districts at the level of the Secretary. The close multi‐layered monitoring and assessment of converged capacity empowered the vast roll out in the state. The high degree of Institutional support and championing the programme at the highest level is required and can be taken as a best practise for the roll out in other states.

Use of Plastics in Road Construction

4. KARNATAKA CASE STUDY

4.1 TITLE

Private Participation in delivery of public services through management of plastic waste and enhancing the durability of roads

4.2 BRIEF DESCRIPTION OF THE INNOVATION

Every industry including agriculture, automobile, building construction, communication or information technology has been practically dependent on the applications of plastic. Use of this non‐biodegradable product is growing so rapidly that end of useful life has turned out to be an unavoidable predicament. Therefore, rather than abandoning plastics, its rational reuse should be given more importance.

With a vision to provide improved performance of roads meeting international standards and helping a progressive state like Karnataka to have an environment free of pollution, Directorate of Municipal Administration (Karnataka Urban Development and Urban Local Bodies (ULBs) including Bruhat Bangalore Mahanagara Palike (BBMP), Karnataka Road Development Corporation limited, Karnataka Rural Roads Development Agency (KRRDA), Rural Development and Panchayati Raj (implementing MNREGA), National Rural Roads Development Agency (NRRDA, for administration and technical support to Pradhan Mantri Gram Sadak Yojana (PMGSY)), and KK Plastic Waste Management Pvt. Ltd., are contributing to constructing roads using waste plastics in bituminous mix of concrete through a memorandum of understanding.

KK Plastic has patented this technology (Annexe E.4), and presently is the only company in Karnataka to have successfully commercially implemented. The process patent (Number 196416) granted to the company allows proprietary rights to the company in using the methodology for mixing waste plastic in bituminous mixture for road surfacing.

The scope of the initiative is to recycle waste plastic and mix it with bitumen to save cost, though durable and stronger roads in urban, sub‐urban and rural areas of Karnataka. The disposal of plastic waste is a great problem. These are non‐biodegradable product due to which the material poses challenges of environmental pollution and health hazards. By suitably utilizing the waste plastics in road construction, the pollution and disposal problems may be

Use of Plastics in Road Construction

effectively reduced thus accomplishing higher economic returns as 8% of the Bitumen quantity is replaced by waste plastics.

4.3 APPLICATION‐INNOVATION CONTEXT

Several million metric tons plastic wastes are produced every year in Karnataka. On heating plastics such as polyethylene, polypropylene and polystyrene at certain relevant temperatures, plastics soften and exhibit good binding properties. Waste plastic mixed with bitumen results in construction material with enhanced properties that improves the road life and reduce the need for maintenance. These roads withstand loads due to heavy traffic, rain and temperature variation. The process for laying out the bituminous mix and overlay design has been provided in Annexe E constructed by BBMP.

In 2002, the Chief Minister of Karnataka announced the use of waste plastics for road construction for a 50 kilometres stretch at the outset and later it was adopted in the construction of Ring road, Bond road, TV tower Road, CV Raman Road, Bangalore City and BBMP. Karnataka Rural Road Development Agency and Karnataka Road Corporation have been experimenting with different additives to get a best ecological and economical solution to frequently wrecked roads. Starting with Green manure which is a solid waste from domestic areas which was used as an additive in road construction about 50 years back, 3000 to 4000 tonnes of this type of waste is being produced which has should be free from plastics (non‐bio‐ degradable matter). Then, Crumb bitumen (external layer of the vehicle tyres) was then used as additive in road construction then polymers were used as additives. In 2009, World Bank had funded Karnataka Municipal Reforms Project through which 140 to 180 kilometres of roads were constructed using all three types of additives to compare longevity. The plastic roads were found to be better without any pothole development. Thereafter which BBMP (City Corporation) issued a circular that waste plastics as additive should be used in road construction. BBMP has remained an important participant in encouraging and delivery of plastic roads in the city of Bengaluru over the last 12 years. BBMP roads constructed using waste plastics have lasted several years without any requirement for maintenance. Examples of two roads can be seen in figure 49 and 50 (Annexe E.2).

BBMP is responsible for civic and infrastructural requirements of the city Bengaluru. It often works in conjunction with other civic bodies such as the Bengaluru Agenda Infrastructure

Use of Plastics in Road Construction

Development Task Force (ABIDE) and the Bengaluru Development Authority (BDA). A Mayor and Deputy Mayor of the council are also elected for a period of one year who head and execute functions of Municipal Corporation for cities or urban regions. In the absence of a Mayor or Deputy Mayor, BBMP is run by an Administrator or Commissioner. BBMP has 8 Zones and each zone is headed by a Joint Commissioner. Each zone is further divided into circles and divisions. The main functions of BBMP are:

1. Urban planning or town planning of Bengaluru City

2. Regulation of land use and construction of buildings

3. Roads and bridges construction

4. Water supply for domestic, commercial and industrial purposes

5. Solids waste management

6. Protection of environment and promotion of ecological aspects

KRRDA as a state level nodal agency implements the Government of India programme of construction of rural roads under the PMGSY Scheme. KRRDA is implementing these projects through the Project Implementation Units (Divisions). It also implements the construction of rural roads under the state scheme of Namma Gramma Namma Raste (NGNRY), funded by the Chief Minister programme for rural roads. Functions of KRRDA include rural roads planning, sectorial coordination, management of funds, road works, quality management and maintenance. KRRDA has two‐tier system of working through Central office and Project Implementation Units (PIU). PIU is headed by Executive Engineers. PIU prepares annual project proposals which is vetted by KRRDA management and then placed before State Level Standing Committee (SLSC) for clearance in accordance with guidelines. Thereafter, NRRDA along with Ministry of Rural Development (MoRD) provide approval. After clearance, KRRDA invites tenders from qualified contractors. The selected contractor implements the work under supervision of Executive Engineer. The organisation chart for KRRDA is shown in the figure below. An example of the KRRDA project has been included in table 28 (Annexe E.2).

Use of Plastics in Road Construction

FIGURE 7‐ KARNATAKA RURAL ROAD DEVELOPMENT AGENCY (KRRDA) ORGANISATION CHART

Other agencies such as Karnataka State Highway Improvement Project (KSHIP) are also active in using waste plastic in road construction. An example of reclaimed asphalt pavement (RAP) project has been included in table 27 (Annexe E.1). The RAP was used to construct a 600m stretch road in the Hoskote taluk of Karnataka. Waste plastic modified bitumen was used in the process of laying the rural road with limited traffic volume. The test track was executed through collaboration between KSHIP, SKSJTI and KK Plastic. A process patent is pending for approval.

4.4 NEW APPROACH

Study and experiments have been carried out by institutes like R.V. College of Engineering Bangalore, Sri Krishnarajendra Silver Jubilee Technological Institute (provides reports on performance aspects) to understand utility of waste plastics and polymers and other materials in construction of high performance roads. Reports of Centre for Transport Engineering (Civil Engineering department) and Central Road Research Institute (CRRI, New Delhi) state that the

Use of Plastics in Road Construction

compressive strength of bituminous concrete mix increase by three times and life of the road increases manifolds with addition of plastic modifier.

Through the collective efforts of Government departments and a private company KK Plastics, Karnataka has developed an innovative approach for implementation of this type of more efficient roads. With the objective of reduction in carbon footprint, improving properties and reducing bitumen use, a process has been established for preparation of road material.

The basic workflow of the process for preparation of raw material for plastic roads is explained in the figure below.

FIGURE 8 ‐ PREPARATION OF RAW MATERIAL FOR ROAD CONSTRUCTION

The plastic waste made out of Poly ethylene (PE), Polypropylene (PP), and Poly Styrene (PS) are separated, cleaned and shredded to small pieces. 8% of the bitumen quantity is replaced and added to the mix bin. The aggregate is heated in the mini hot mix plant and the shredded plastic waste is added, it gets softened and coated over the aggregate. Immediately, the hot bitumen is

Use of Plastics in Road Construction

added and mixed well. As the polymer and the bitumen are in the molten state, they get mixed and the blend is formed at surface of the aggregate. The mixture is transferred to the road and the road is laid. The road thus built has high stability value and another important observation was that the bituminous mixes prepared using the treated binder could withstand adverse soaking conditions under water for longer duration.

The various factors based on which use of this technology is dependent are the amount of waste generated, collection mode, common treatment and disposal method.

Transportation of waste is another key component in determining the economies of waste management. It is estimated to be 20‐30% of the total budgetary allocation. The vehicles with closed mechanical loading system are preferred to prevent garbage spilling. Vehicles with segregated compartments for collecting different types of wastes should be used.

Effective planning based on these factors is required as well for desired result and economic viability. Recycling of Roads is a methodology being actively experimented with in Karnataka. The process of road recycling is highlighted in Annexe C.2. A project in road recycling using waste plastic bituminous mix has been highlighted in E.1, table 27. The process is a cost effective model for developing rural roads that do not have significant traffic burden.

4.5 IMPLEMENTATION STRATEGY

Karnataka Government has always stressed upon development of the State in all aspects. In this respect, for productive Solid Waste Management important Municipalities acts and amendments have been suggested by the Government. The Ministry of Environment and Forests (MoEF) has published the Plastic Waste (Management and Handling) Rules, 2011 under the Environmental (Protection) Act, 1986 on 4th February 2011 and the Plastic Waste (Management and Handling) Amendment Rules, 2011 under the Environmental (Protection) Act, 1986 on 2nd July 2011. Karnataka State Pollution Control Board issued a public notice highlighting the provisions of the Plastic Waste (Management and Handling) (Amendment) Rules, 2011 in order to create awareness and for its effective implementation. The Board issued a letter addressed to Public Works Department and Director of Municipal Administration, Government of Karnataka to utilize waste plastic in bitumen for asphalting roads.

Use of Plastics in Road Construction

FIGURE 9 ‐ KARNATAKA MUNICIPAL ACTS AND AMENDMENTS

Since 2002, about 2500 kilometres of plastic roads have been laid in Karnataka by reusing more than 10,000 tons of plastic waste so far. IRC guidelines SP: 98 are being followed which restrict use of PVC, flex sheets. Dry process is preferred and used for road construction.

BBMP passed a resolution No.53 (15/05‐06) dated the 27.09.2006 for using plastic admixtures in construction of all black top roads in the city. The decision recommending the price of procurement of processed waste plastic to be set at ₹ 27 per kilogram, was made by a committee comprising of the Engineer in Chief BBMP, Chief Engineer of National highways, Bangalore, Professor of Civil Engineering at IISc Bangalore.

The Memorandum of Understanding (MoU) has been signed between the BBMP and KK Plastics to lay 250 km of roads and since then many such road have been laid using waste plastics which include Millers Road, Cunningham Road, Old Madras Road, J C Road, Lalbagh Road, almost all roads in Jayanagar, and Mysore Road till Kanakpura junction. The most recent MoU document is available in Annexe E.3.

Use of Plastics in Road Construction

The last MoU was signed in 2012 between BBMP and KK Plastics for a period of 2 years. According to the understanding, KK Plastic agreed to acquire waste plastic from dry waste processing centres created by BBMP in Bangalore at a rate of ₹ 10 per kilogram. The responsibility of acquiring, processing and delivering the waste plastic to the Hot‐Mix plant was assigned to KK Plastic. The responsibility of mixing, training and manning the patented machines for mixing processed waste plastic was also entrusted to KK Plastic.

KK Plastic operations are regulated by the Water Prevention and Pollution Control Act of 1974 and Air Prevention and Pollution Control Act of 1981. The consent for discharge of effluents and air emissions act has been granted by the Karnataka State Pollution Control Board for processing 20 tons of waste plastic per month. The company has a limit of 1.5 kilolitres of domestic discharge daily and the permission to operate a diesel generator set of 60 KVA. The process does not generate any other hazardous waste. The onus of monitoring and reporting rests with the company on a quarterly basis. The 8 year approval document has been included in the Annexure E.9, figure 63. In addition, permission has also been granted to the company for processing waste cable encapsulated PVC material without any additional capacity addition, as included in Annexe E.9, figure 64.

As a new methodology, many dry waste collection centres have been established to collect wastes from apartments, schools, hotels, offices, factories and streets. These centres are run by Non‐Government Organizations (NGO) and Contractors. Karnataka generates 10,000 – 20,000 tonnes of solid waste everyday out of which about 100 ‐ 200 tonnes is plastic. In a model different to the one followed by BBMP, the rural road sector promoted by KRRDA is allowing procurement of waste plastic at ₹ 6 per kilogram. This is paid to the rag pickers for collection of waste.

There is coordination mechanism between the BBMP collection contractors from Solid Waste Management department and road construction department; the BBMP contractors provide waste plastics to plastic processing contractors. Convergence with Health department and Pollution control board is required for use of plastics in road construction as rotten plastics need proper cleaning and odour removal. Several awareness programmes have been conducted to train department engineers on the use of waste plastics. Currently, there is no mechanism in the department to verify the plastic quantity that has been mixed as it cannot be extracted from the bitumen mix, thus the change in the behaviour of the mix helps in the quality verification

Use of Plastics in Road Construction

analysis. For rigorous process adherence, KRRDA provides Engineering hand book to its Supervising Officers, Engineers and PIUs to verify the construction practice, mandatory field tests and quality control of works.

There is no need for additional legislations but enforcement of existing regulations is essential for better coordination and implementation of this innovation. The projects that are funded by World Bank have additional manpower involved in the execution. Project Management Consultants were involved in implementation and monitoring in building of plastic roads. The implementation model followed by BBMP does not involve such Consultants.

There was no exceptional use of Information Technology or Enterprise Resource Planning application in preparation of roads by BBMP, which could provide assistance in maintenance of records, planning of work and management of resource. IT was used only in documentation. IT has been used in PMGSY programme for reporting the current status of road construction through upload of pictures to the servers where Quality Monitors could have immediate access. This methodology adds to the quality monitoring and efficiency in their execution of projects.

In Karnataka, BBMP roll out has been done in phases from year 2002‐2005, 2005‐2008, 2008‐ 2011, 2011‐2014 and in stretch of 3 years about 500 km of roads have been constructed. KRRDA has recently started the roll out in rural roads under the PMGSY scheme. About 190 kilometres of road in Karnataka are to be paved using waste plastic (Annexe E.16).

Media engagement has played a significant role in promoting waste management and motivating citizens for waste plastic collection, canvassing and propaganda. The role of widely spreading the message of cleanliness and green environment has been performed by both the public and private sector participant through the print and broadcasting media.

The Central Pollution Control Board launched a series on programmes in collaboration with Doordarshan on environmental issues. KK Plastic methods and operational practises were telecasted focused on plastic waste management through a 30 minute programme on plastic bags (Annexe E.10, figure 66).

Large scale engagement with schools was undertaken in Bengaluru over a ten year period. Children’s movement for civic awareness, a civil society organisation present in 363 civic hubs across 6 cities, has engaged in an awareness generation programme working with KK Plastics

Use of Plastics in Road Construction

educating children about recycling of plastics and waste management in urban areas (Annexe E.10, figure 67).

Engagement with research institutions and central organisations has also helped in developing a better understanding of waste plastic use in road construction. Supplier of processed waste plastic KK Plastic worked free of cost in a research project sponsored by the Ministry of Road, Transport and Highways in collaboration with IIT Chennai. The objective of the project was to evaluate the field performance of bituminous mix with modified binders such as CRMB, PMB, Natural rubber and waste plastic (Annexe E.10, figure 68). The outcomes of the research evaluation have been included in the technical section of the report. Photographs of the project can be seen in figure 45‐48.

Engagement with students of engineering colleges has enhanced the understanding of environmental, civil and chemical engineering departments, of plastic and waste management issues associated with urban areas. Student in groups and as individuals have conducted project work on the use of waste plastics in road construction. RV College of Engineering affiliated to Bangalore University is one good example of this practise (Annexe E.10, figure 69).

Recognition from leading figures, national institutions, international bodies, and print media create a positive impact on those involved in the ecosystem for implementation. United Nations Human Settlement programme has listed the use of waste plastic in road construction as a good practise for human settlements as early as 2004. This was included amongst 402 global best practises. The best practise database created by the Technical Advisory Committee enables the production of case books, in sharing knowledge and expertise and showing for training and development (Annexe E.11, figure 72).

KK Plastic has been recognised for the societal contribution being made by the company to the city of Bangalore. The company was shortlisted in the top five for Namma Bengaluru awards among thousands in the year 2010. Lokayukta Santosh Hedge declared all the finalists’ winners on account of the work conducted (Annexe E.11, figure 70).

The Ministry of External Affairs, Public Diplomacy Division had commissioned a documentary film called ‘Pathbreakers’ in the year 2010, to showcase the ground breaking achievements of Indian to the world. KK Plastic and its work were included in Pathbreakers, showcasing the use of plastics in road construction to the world (Annexe E.11, figure 71).

Use of Plastics in Road Construction

The large scale work in Bengaluru has been widely covered by the domestic and international print media. Newspapers such as the New York Times, International Herald Tribune, Business Asia, Khaleej Times, Live Mint, The Hindu, DNA, The Outlook, Deccan Chronicle, Deccan Herald, Hindustan Times, Times of India, have documented the practise for dissemination to larger society. Article coverage has also been provided in periodicals such as Construction World, Modern Plastics and Polymers. Such large scale coverage provides societal recognition and support for furthering meaningful causes, examples have been included in Annexe E.12.

Schools like Delhi Public School, St. Claret School, Government High Schools at Hejmadikodi and Allahiparaga, Army Public School, in Bangalore are contributing to collection of waste plastics, awareness drive to avoid wastage, door‐to‐door campaigns, school seminars and environment education and motivation to others. Awards such as Paryavaran Mitra sponsored by Ministry of Environment and Forests (Government of India) inspire schools, teachers and students to participate in environment protection, devising methodologies for awareness creation and in interacting with different stakeholders.

4.6 CHALLENGES IN IMPLEMENTATION

While, the process of construction of plastic roads is fairly simple and with ease adaptable but there are certain challenges which are required to be addressed for necessary advantages. The few known challenges faced by Karnataka are:

1. Absence of the schedule of rates in the early stages of adoption was a challenge for the development of plastic roads. The Schedule of Rates is being adopted post the development of the IRC standard SP‐98 is helping in the adoption of plastic roads.

2. Inadequate planning of various key components required for proper disposal of solid waste such as availability of sufficient collection bins and transportation vehicles. Availability of bins for collection of waste plastic in schools and apartments has been raised regularly by the State Pollution Control Board with BBMP without much result (clarification letter, Annexe E.9).

Use of Plastics in Road Construction

3. Insufficient training of various stakeholders, including the general public, untrained workers in factories and Municipal Corporation have been the main hurdle in the waste management.

4. Segregation of waste at source into biodegradable, recyclable and hazardous is required. The quality of waste plastic should be monitored and maintained as per guidelines (IRC: SP: 98: 2013) and use of Poly Vinyl Chloride (PVC), Flex sheets must be restricted and this quality check should be done in phased manner. The following types of waste plastic can be used in the construction of rural roads: i. Films (Carry Bags, Cups) thickness up to 60 micron (PE, PP and PS) ii. Hard foams (PS) any thickness iii. Soft Foams (PE and PP) any thickness. iv. Laminated Plastics thickness up to 60 micron (Aluminium coated also) packing materials used for biscuits, chocolates, etc.

5. Inadequate finance and infrastructure for manpower required and waste disposal will can create challenges in implementation.

6. Communication gap and team working spirit in City Corporation create barriers in effective operations.

7. High attrition of collection workers due to lack of sufficient economic benefit and other reasons.

8. There is problem of overflowing bins or disposal vehicles so assessment of garbage quantity and extra‐space for accommodation of sufficient garbage for its proper disposal must be done.

9. Huge cost of transportation requires decentralised locations for waste management and door to door collection of household waste.

Use of Plastics in Road Construction

10. Lack of encouragement and motivation of organizations and workers to participate in waste management. Awards or incentives should be there to promote cleanliness.

11. Organisations such as KRRDA have short term assignments. According to the recent order of the state government, engineers would be shifted within 1 year. The constant movement of engineers results in disruptions of implementation. Longer term assignments for Engineers at the agency will be beneficial for capacity building and implementation effectiveness.

12. Limited documentation of projects implemented in organisations such as City Corporations, makes it difficult to track the history of project. Compulsory maintenance of an online transparent register is required.

13. No Engineering data has been maintained for the projects implemented. Regular performance monitoring of the road quality would be immensely helped by creation of data monitoring portals.

14. Limitations of execution and monitoring have been reported for extremely backward and remote areas of the state that are still not adequately connected.

4.7 BENEFITS OF INNOVATION

There are various benefits which are drawn by implementation of this innovative technology. To enumerate a few of these advantages are:  The risks to public health and security will decrease with proper waste management.  The cost in laying road is significantly reduced due to the reduced quantity of bitumen used.  These water proof roads provide considerably increased durability.  No stripping of roads happen as this kind of roads resist the permeation of water.  This innovation provides road with durable strength, thus increasing higher load ‐ carrying capacity.  No maintenance will be required for years as the surface remains without any cracking or potholes.

Use of Plastics in Road Construction

 With involvement of private companies, there will be sharing of responsibilities and it would be easier for Government bodies to implement better roads efficiently.  There will be more possibility of research on different alternatives conducted with the involvement of private companies or organizations.  Awareness about environment, hygiene and waste management in schools, factories, companies and to general public can be done by different parties so its effectiveness will increase.  Awareness about elimination of myths about the plastic waste by providing a scientific technology for permanent disposal of plastic waste can be promoted.  Increased employment opportunities can be generated as more work force will be required in collection, segregation and shredding of waste plastics.

4.8 FINANCIAL MODEL

The budget allocation and workforce employment for management of solid waste varies from one city Municipal Corporation to another. BBMP has a 100% funding provision for the plastic roads construction. Funds have been allocated over a 12 year period from resurfacing, maintenance, widening, strengthening, and fresh laying of the city roads. Examples of BBMP work orders have been included in the Annexe E.6.

The private sector contractor involved in processing procures the waste plastic at a fixed rate as stated in the MoU. The value addition through cleaning, segregation and shredding was thereafter charged to BBMP at a higher rate as stated in the MoU. The processed plastic waste has been consistently provided at ₹ 27 per kilogram over several years to state agencies implementing the road project.

A typical work order based on a sanctioned amount related the specific work details to length of the road, estimated amount for the road, name of the implementing agency, quantity of bitumen (or concrete) used, plastic quantity for bitumen, semi‐dense bitumen concrete, plastic quantity for semi‐dense bitumen, total plastic quantity, rate per kilogram and total amount. Sample work orders have been included in Annexe E.8.

Use of Plastics in Road Construction

Work orders have been provided to KK Plastics through funds allocated for repair of roads damaged through flooding by Municipal Corporations of other states such as Andhra Pradesh, Tamil Nadu, Kerala, Maharashtra and Delhi. The responsibility of procurement, processing, supply and mixing entirely rested on the company which would be compensated by the sanctioned funds. A sample outside state order has been included in Annexe E.7.

To support KK Plastics (Private firm) engaged in research and as waste plastic supplier, Municipal Corporation has made it mandatory for the Road Contractors to purchase the waste plastics from KK Plastics in Bengaluru.

Karnataka Rural Roads Development agency has announced the implementation of PMGSY scheme in the year 2014. Under the second phase of the scheme 315 road projects have been sanctioned by the Ministry of Rural Development at a cost of ₹ 1044.59 through the recommendation of the empowered committee (Annexe E.16).

KRRDA under the scheme has announced the implementation 190 kilometres of rural roads at a cost of ₹ 81.70 crore utilising waste plastic. The funding allocation is spread over 32 projects. These projects have been sanction across Karnataka, with a minimum length of 3.5 kilometres and a maximum of 14.7 kilometres. The project is estimated to provide the nodal agency a saving of ₹ 57.14 lakh in road construction by using waste plastic. Table 29 in Annexe E.13, provides an analysis of projected savings in the various projects in Karnataka.

4.9 POTENTIAL FOR REPLICATION

There is immense potential for replication as adoption of this technology is quite simple and cost effective. Other States can easily adopt the Karnataka model simply by selecting the right team for implementation and result oriented approach. As of now, Karnataka has developed more than 2500 kilometres of urban roads.

Based on the learning and best practices of the projects in Karnataka other States can also use this technology for economically viable alternatives in road construction. BBMP has also decided to use the poly blend compound for all its future road construction projects. Convergence of Solid Waste Management and Road Engineering under the BBMP organisation is one of the key drivers in the implementation and adoption of plastic roads. Such convergence is required in other states for coordination and implementation.

Use of Plastics in Road Construction

For desired consequence, the States need relentless drivers, continuous effort needed for permanent segregation, focused follow up, good officer driven mechanism needed for local bodies, human resource needed for environmental management along with technical people and implementation.

KRRDA has been very proactive in experimenting and evaluating the use of new, novel, alternative materials for construction of rural roads in Karnataka. The use of alternative materials has been documented in technical chapter 2. Engagement with State Technical agencies, conducting research, documentation and monitoring are key strengths of the programme conducted by KRRDA.

KRRDA has been successful in creating tripartite relationship between the technology provider, the agency and the road contractor. The tripartite relationship clearly identifies the obligations and rights of the three stakeholders involved in delivering quality roads. A sample agreement has been included in the Annexe E.15. Other state agencies would find it beneficial to create similar industry structures for improving the quality of rural roads in their respective states.

KRRDA has developed excellent practise in internal communication for execution of the projects. The internal communication of the government order lucidly communicates the details by referencing past orders, the summary of the past order and providing further clear instructions to other organisational stakeholders and linkages for execution of the order. Technical notes have been highlighted simply in these order and other authorities have been informed appropriately. An example of the order is included in Annexe E.17. The clarity of communication is a good example to be replicated.

The multi‐level Monitoring conducted by KRRDA is an excellent practise that could be replicated in other parts of the country. In this methodology at the project level, the testing of the road blocks is conducted by the Project Implementation Unit (PIU) located at the sub‐divisional or divisional level in the presence of the executive engineer or divisional engineers. The testing laboratory is maintained by the contractor and each stage of the road is tested, the report for which is provided to next level of the monitoring chain.

Use of Plastics in Road Construction

The second tier comprises of the State Quality Monitor (SQM), conducts evaluations twice during the construction and once after. A state coordinator based out of the KRRDA head quarter organises the visits of the State Quality monitor. Assessments are conducted based on information provided by PIU. SQMs who are eligible retired superintendent engineers trained by NRRDA are provided an allowance for assessment. Standard formats are created where each assessment is graded in one of the three categories – satisfactory, satisfied with improvement needed (additional quality monitoring check), and unsatisfactory.

Finally the third tier for monitoring is through National Quality Monitors (NQMs). Samples of roads are selected after completion of work by a technical committee. The NQM performs assessment based on detailed guidelines provided under the PMGSY scheme available on the ministry website. Multiple checks on the road are performed that are approved by the technical committee according to the required quality norms.

The monitoring process followed by KRRDA involved online documentation of all assessment. Photos of projects are uploads by PIU and SQMs through a smart phone provided to engineers. Other practises worth emulating in other states is the e‐tendering, e‐procurement and e‐ payment system followed by the Government of Karnataka. The Citizens charter also empowers citizens to engage systematically with the project.

Use of Plastics in Road Construction

5. JHARKHAND CASE STUDY

5.1 TITLE

Plastic Road Construction by a Private Sector Utility Company

5.2 BRIEF DESCRIPTION OF THE INNOVATION

The determination, willingness and intention to serve the community and its land are not the exclusive responsibility of the Government bodies alone. In India, there are private institutions and business houses which are capable of taking charge of works such as construction of houses, roads, power generation and cleanliness. Jamshedpur, the Steel city of India, is one such example where Tata Steel and Jamshedpur Utility and Services Company (JUSCO Limited, subsidiary of Tata Steel established in year 2004) have been trying to deal with the hazard of waste plastic and use it in a productive manner. Jamshedpur city does not have a Municipal corporation and is managed by Tata group of companies, entirely. The Executive Engineer of the Public Works department, highlighted that waste plastics roads are not constructed by Government in Jamshedpur, JUSCO has initiated early stage pilot projects.

The Tata group has many eco‐friendly initiatives to its credit so this experiment of building a ‘futuristic’ plastic road was approved. The first attempt was not successful as the aggregate spread in the heating tray could not reach the temperature of 100 degree Celsius therefore mixing with plastic was not achieved. In the next attempt, the experiment was successful and Jamshedpur residents had the benefit of the first plastic road successfully constructed in the year 2011. The photograph of the first project can be seen in figure 80 (Annexe F.5).

The partnering agencies were Tarapore and Company Jamshedpur (building and civil construction) and Singh industries Jamshedpur. All the activities, viz., collection of waste plastics, segregation, shredding, transportation and use in road construction, usually associated with Municipal Corporation were carried out by these private organizations.

5.3 APPLICATION‐INNOVATION CONTEXT

Use of Plastics in Road Construction

With the objective to save the environment from hazardous plastic waste that clog drains, cause flooding, choke animals to death which eat it, end up in landfills and incinerators, would rather be used to double eco‐benefits through its reuse in road construction.

The use of the pioneering technology, in Jamshedpur Township, is based on a patent by Dr. R. Vasudevan (Dean, Thiagrajar College of Engineering, Madurai, Tamil Nadu) who had pioneered the idea and supported construction of plastic roads over the last decade. These plastic roads are more durable, maintenance free, recyclable, cheaper and water resistant. Inspired and mentored by Dr. Vasudevan’s plastic‐tar road technology, an Environment Engineer of JUSCO Ltd. proposed the extension of this idea to be used in Jamshedpur.

Use of Plastics in Road Construction

JUSCO

Engineering Integrated Procurement Power Service Township Construction Division Management Division Division

Industrial Household Civil and Construction Consumer Electrical

Design and Township Industrial Management Consumer Water

Municipal Municipal Solid Function Waste

City Roads

Horticulture

FIGURE 10 ‐ ORGANISATIONAL CHART OF JUSCO

JUSCO has organised the functions in three key verticals of operations. The Engineering Procurement and Construction (EPC) division looks after Industrial Construction, Design and Township Management. The Power Service division provides ensures power service delivery to households, industrial consumer and for municipal functions. The Integrated Township Management Division provides the function of civil and electrical maintenance, water, municipal solid waste management, city roads and horticulture services. The organisational chart in figure above shows the key functions and services offered by JUSCO.

JUSCO provides an integrated management system for the city. The services provided by the function are waste transfer both secondary collection and transportation, transfer station

Use of Plastics in Road Construction

management, composting, engineering secured landfills, landfill capping, integrated waste recycling and reclamation, recycling of municipal and specialised waste. JUSCO provides project management services on EPC, Turnkey Basis, Build‐own‐operate‐transfer (BOOT), Build‐operate‐ transfer (BOT), Design ‐ build‐own‐operate‐transfer (DBOOT), Operation and Maintenance (O&M) models of implementation.

JUSCO Ltd. developed a better understanding of the process specified by the Indian Road Congress (IRC) guidelines SP‐98 and set up process of door‐to‐door collection of municipal solid waste, its segregation, cleaning and shredding. The shredded plastic to be added on to heated aggregate. Plastic melts and coat aggregate making it water proof thus these roads are not prone to pot‐holes without any release of lethal fumes.

5.4 NEW APPROACH

In February 2011, the Government notification by Ministry of Environment and Forest was issued directing Municipal authorities to use waste plastics in road construction. JUSCO ltd. follows the Indian Road Congress (IRC) released (in December, 2013) code, IRC: SP: 98: 2013 (refer to guidelines), for application of the ‘plastic road technology’. The code provides the standard for the use of waste plastics in construction of roads.

The broad process that is followed for road construction in Jharkhand is that JUSCO has door‐to‐ door collection of waste plastics from the source, segregates the waste and shreds the same into 2‐4mm size. The process for collection of plastic and subsequent transportation to shredding location is shown in the figure below.

Use of Plastics in Road Construction

FIGURE 11 ‐ PROCESS OF COLLECTION OF WASTE PLASTIC IN JAMSHEDPUR (SOURCE: JUSCO LTD.)

FIGURE 12 ‐ PROCESS OF SEGREGATION AND SHREDDING OF WASTE PLASTICS (SOURCE: JUSCO LTD.)

The process followed by JUSCO in implementing plastic waste incorporation in road construction is demonstrated in figure 12 above. The mixing of shredded plastic over the aggregates in road

Use of Plastics in Road Construction

construction provides tremendous strength at no additional cost. Plastic gets coated over stone followed by the hot plastic coated stone is mixed with bitumen (tar). The mix is used for road laying. As per a general estimation, to lay one km of plastic road 4 m wide, 10% bitumen will be replaced by waste plastics. There will be an approximate saving of ₹60,000 kilometre. Landfills or incineration of waste plastic pollute environment as extremely toxic fumes are high temperature (table 1). Through the use of this innovative technology, waste plastics in bitumen do not add toxic fumes to the environment. Examples of the projects executed by JUSCO have been presented in Annexe F.1, F.2, F.3.

5.5 IMPLEMENTATION STRATEGY

There are two different processes, namely wet and dry process, to incorporate waste plastics into the bituminous mixes. JUSCO Limited is using the Dry process of implementing plastic roads in Jamshedpur. Dry process is asphalting technique of roads in which the coating of plastic is created over aggregates which in turn increase the binding property of the aggregates thus improving the strength of the road. JUSCO purchases items and waste plastic as per the Schedule of Rates provided by Public Works Department of Jharkhand. The rates are not frequently updated, thus JUSCO amends the price increasing the values by 5‐10% as per market rates.

The utility company runs a 100 metric tonnes per year of plastic processing unit. The unit functions with 4 workers and 1 operator on a daily basis. Management of Solid Waste is done by JUSCO ltd. through public health workers who collect waste from citizens, residences, schools, hotels, offices, factories and streets. JUSCO Ltd. carries out the following steps to mix waste plastics in construction of the roads.

Step I: Plastic waste made out of PE (Poly Ethylene), PP (Poly Propylene) and PS (Poly Styrene) cut into a size between 2.36mm and 4.75mm using shredding machine.

Step II: Similarly the bitumen is to be heated to a maximum of 1700C to have good binding and to prevent weak bonding. (Monitoring the temperature is very important)

Step III: At the mixing chamber the shredded plastic waste is to be added to the hot aggregate. It gets coated uniformly over the aggregate within 30 Seconds, giving an oily look plastic coated aggregate is obtained.

Use of Plastics in Road Construction

Step IV: Hot bitumen is then added over the plastic coated aggregate and the resulting mix is used for road construction. The road laying temperature is between 1100C to 1200C. The roller used is 8‐ton capacity.

Burying plastic forever into roads is the safest alternative as the test samples show improvement in resistance to water‐soaking, hence ideal for sub‐grade. There is improvement in fatigue life of roads. Presently, about 12 kilometres of plastic roads have been constructed by JUSCO, at a cost of approximately ₹ 400 per square metre of road according to the Manager.

5.6 CHALLENGES IN IMPLEMENTATION

There is plethora of advantages in implementation of this technology. The few known challenges faced by JUSCO ltd. in Jharkhand were:

1. There is no involvement of Government fund or department in the process. Involvement would enhance implementation and the life of road immensely.

2. Due to vested interest of officials and contractors, this technology is not adopted or promoted as these roads require almost no maintenance requirement. The contractors who flourish on recurring road maintenance do not support the use of this innovation.

3. Segregation of waste at source into biodegradable, recyclable and hazardous type is a pressing requirement. The quality of waste plastic should be monitored and maintained as per guidelines (IRC: SP: 98: 2013) and use of Poly Vinyl Chloride (PVC), Flex sheets must be restricted and this quality check should be done in phased manner. The following types of waste plastic can be used in the construction of rural roads: i. Films (Carry Bags, Cups) thickness up to 60 micron (PE, PP and PS) ii. Hard foams (PS) any thickness iii. Soft Foams (PE and PP) any thickness. iv. Laminated Plastics thickness up to 60 micron (Aluminium coated also) packing materials used for biscuits, chocolates, etc.

Use of Plastics in Road Construction

4. Inadequate finance and infrastructure for manpower required and waste disposal from Government will not be able to provide project benefits to whole state completely.

5. There is problem of overflowing of bins or disposal vehicles so assessment of garbage quantity and extra‐space for accommodation of sufficient garbage for its proper disposal must be done.

6. Huge cost of transportation requires decentralised locations for waste management and door to door collection of household waste.

7. Attractive incentives or awards are not much there to promote citizens towards cleanliness.

8. Cleaning workforce should carry the burden on enforcement and implementation.

9. Adequate salary and incentives are needed for the workers executing cleanliness.

10. Not many private or public organizations are there who are ready to invest on such types of researches and innovations.

5.7 BENEFITS OF INNOVATION

There are various benefits which are drawn by implementation of this innovative technology. To enumerate a few of these advantages are:  The risks to public health and security reduce with proper waste management.  The cost in laying road reduces as quantity of bitumen is saved.  This is a very simple technology which does not involve any special machines deployment or other advanced skilled professionals.  More employment can be generated as labours will be required in collection, segregation and shredding of waste plastics. According to the Senior Manager of JUSCO Ltd. to run a processing unit, 4 workers and 1 supervisor/ operator are required on daily

Use of Plastics in Road Construction

basis. Presently, about 900 workers have been deployed by JUSCO ltd. for collection of wastes from whole of Jamshedpur.  Private institutions can be motivated to use their resources for implementation and research of such projects which can benefit the environment and the civilians.

5.8 FINANCIAL MODEL

JUSCO Ltd. is India's only comprehensive urban infrastructure service provider. It is responsible for development and planning of the Jamshedpur township. The project of constructing roads using waste plastics is fully funded by Tata Steel. JUSCO presents an invoice to Tata Steel at the end of the project. JUSCO has projects all over India in cities such as Kolkata, Mysore, and Haldia. The company is principally into water and waste water management services, power distribution, engineering and construction services, municipal solid waste management and public health services, with horticulture and a couple of other services.

With regard to implementation of innovative technology of use of waste plastics in roads construction in Jamshedpur, JUSCO ltd. has supported the adoption with no additional investment. The end result was a reduction in the cost and saving of bitumen. There is no maintenance expenditure for five years. The procurement of raw material was done as per schedule of charges provided by Public Works Department Jharkhand. Since the schedule of rates was not recent, so JUSCO Ltd. revises the charges after incrementing percentages as per the present scenario. JUSCO Ltd. is delivering services to other Municipal corporations through municipal solid waste management contracts.

5.9 POTENTIAL FOR REPLICATION

There are many institutions and business houses willing to stand up to social challenges. This requires significant support from the citizens of the country. Awareness of citizens must be improved for cleanliness and a pollution free environment.

The implementing agencies in different states require a dedicated team which will provide continuous support needed for training, implementation, environmental management, coordination and follow‐ups for desired and optimum outcomes.

Use of Plastics in Road Construction

Similar to the Jamshedpur Utilities and Services Company Ltd., other states would also find it beneficial to create similar industry interventions for improving the quality of rural roads in their respective states. The co‐ordination between government, private organization and citizen is required to understand needs, challenges and objectives in achieving the successful implementation of plastic roads. In Jharkhand, Tata Steel ltd. had established the Jamshedpur R&D Centre in 1937 and is one of the oldest industrial R&D centres in the country.

Since its inception, this centre has played a pivotal role in the development of steel products and process routes that have given the Company a competitive advantage in local and global markets. The innovative processes and superior quality of output is reflected in 42 filed and 36 granted patents during the past years along with publication of 56 papers in top international peer‐reviewed journals. Such initiatives should be promoted within different organizations to get rapid economic and social growth. Ventures like this provide sufficient opportunity for jobs creation, environment awareness, close coordination between Government and citizens in improving the quality of urban life.

Private sector utilities operating in Industrial townships have the potential of replicating this practise in the region of focus. The decision making is simpler and ability to mobilise resources a lot fast that most other organisations. The requisite organisational structures, competencies and financial capability of the private sector utility are key parameters that would support implementation of plastic road construction by the private sector.

Use of Plastics in Road Construction

6. ROLL OUT STRATEGY

The proposed roll out strategy for states takes in to consideration aspects of policy pronouncement for rural and urban roads, planning requirements of plastic roads, implementation models of operations, finance, monitoring mechanism, training and awareness generation, and capacity building. State schemes may be allied with national schemes to improve effectiveness. The recommendations for the roll out are as follows:

6.1 RURAL ROADS: POLICY PRONOUNCEMENTS

The policy pronouncements should be made with due consideration and collaboration of state agencies involved in rural road development. The pronouncements may include:

a. Identifying new rural roads that need to be built by the state through established surveying methods.

b. Policy pronouncement by state governments implementing the rural road construction for using plastic waste. It is recommended that 15% of annual rural roads built through state financing may introduce the technology.

c. Policy pronouncement to consider paving of 10% of plastic roads using the road recycling methodology. Aging urban roads could be recycled to pave rural roads with processed waste plastic.

d. 10 % of roads built by the state nodal agency implementing the PMGSY scheme may be constructed using waste plastic.

e. Mandatory implementation of IRC –SP‐ 98 standards for all plastic roads should be encouraged.

Use of Plastics in Road Construction

6.2 URBAN ROADS: POLICY PRONOUNCEMENTS

The policy pronouncements may be made with due consideration of urban development and central agencies supporting state projects and initiatives. The pronouncements may include:

a. All road strengthening, resurfacing and improvement projects to use waste plastic with bitumen.

b. 15% of fresh road paving in urban areas of municipal limits to use plastic with bitumen.

c. Mandatory implementation of IRC – SP‐ 98 standard for plastic roads is recommended.

6.3 ASSESSMENT AND PLANNING

Prior to the launch of the plastic roads scheme, due diligence and assessment is required for effective planning and execution. This may be conducted in collaboration with converging departments:

a. Conduct a planning survey for the plastic roads programme through the following specific actions:

i. Identifying plastic hot spots in the state. This would require the assessment of volume of municipal solid waste and an estimate of type of plastic in the waste.

ii. Identifying capacity gaps for Municipal Solid Waste and Plastic Management in the state, in particular collection of plastic and availability of shredders.

Use of Plastics in Road Construction

iii. Survey of key roads, traffic loading and frequency of traffic in particular for high density population areas.

iv. Assessment of climatic conditions and relationship with materials used.

v. Assessment of recyclable material availability in the state.

vi. Identifying capability and possibility of recycling aging roads.

vii. Identifying capability of using cold mix technique in the state.

b. Planning plastic roads for urban or rural areas based on volume of plastic waste generated and capacity for managing it.

c. All participation processes may be conducted through the established practises of E‐ tendering, E‐procurement and E‐payments to ensure ease of conducting work and maintaining transparency.

d. 3 phase implementation in Urban areas may consider : i. Pilot implementation in 2‐3 districts of the state based on the policy pronouncement over a 6 month period. It is recommended that the location should be suggested based on visibility and accessibility for demonstration purposes.

ii. Based on the appraisal of the pilot districts, a roll out in half of the district municipal corporations could be undertaken in the second phase. The roll out period may be spread over 18‐24 months.

iii. The remaining districts may commence the roll out at the end of the 2 year period. This may further continue for an 18‐24 month period until all districts have been included in the programme.

Use of Plastics in Road Construction

iv. The goal of the three phase implementation is to ensure that each district develops the necessary capacity and experience in construction of plastic roads. The scaling up of waste plastic processing should be limited to the foreseeable demand in plastic road construction.

e. 3 phase implementation in Rural areas may be considered:

i. Pilot implementation through the state nodal agency in 3 locations simultaneously paving roads of 3 kilometres in each location.

ii. In the second phase of implementation the nodal agency could undertake parallel implementation under the PMGSY scheme in the districts where the technical committee has made a recommendation based on surveying outcomes. This should be implemented in the stipulated timeframe identified by NRRDA.

iii. The final phase of implementation should extend the programme to extremely backward and inaccessible regions where road connectivity has not yet reached. Time bound implementation may be defined according to state priorities.

6.4 IMPLEMENTATION MODEL

a. Launching a flagship programme i. Plastic roads programme of the state government to bring together partnering government agencies and departments.

Use of Plastics in Road Construction

ii. The programme must have direct support and endorsement of the Chief Minister.

iii. Participation and involvement should be at the highest level of administration and technical functions of road construction, and municipal waste management.

b. SHGs model for rural roads may consider : i. Shredding machines for plastic processing to be provided through the funds of National Rural Livelihood Mission, Women’s Corporation and Empowerment.

ii. Land and Shed for operations may be provided by Directorate of Municipal Administration.

iii. Operational output may be paid for by Rural Development, Panchayat Raj or State Corporations implementing rural road construction.

iv. Demand of shredded plastic ought to be balanced by production of shredded plastic. Excess capacity creation that does not match policy pronouncements will create undue systemic stress.

v. Recommended creation of waste plastic processing units should be limited to district headquarters. An extensive collection network can be built around each processing unit.

c. Contractor – MoU model for urban roads may consider the following: i. Inclusion of waste plastic as a construction material should be included in the schedule of rates of city corporations.

ii. 1 Acre of land to be provided by City Corporation to the contractor on a term lease coinciding with the MoU period.

Use of Plastics in Road Construction

iii. Power supply of up to 112 KW and 1.5 kilolitres of daily water discharge certificates are recommended for urban processing operations. The cost of equipment, power supply and power charges are borne by the Contractor.

iv. Pollution Control Board clearance may be provided through a nodal contact at City Corporation.

v. Single window processing system for set up of waste plastic processing units can be considered.

vi. Segregation rules to be implemented at the sources under the Plastic Rules of 2011.

vii. Shredded plastic may be paid for by the municipal corporation road construction and maintenance budget.

viii. The responsibility of transporting processed plastic in 30 kg bags to the hot‐ mix plant should rest with the Contractor. The responsibility of mixing the plastic shreds should also rest with the contractor and training of staff would also be conducted by them.

ix. Duration of the MoU is suggested to be 3 years, which could be renewed for a further 3 years based on the performance appraisal.

d. Private Sector Utility

i. Private sector utility and service company model is extremely limited in the Indian context. The private sector provides municipal waste management and road construction activities through such companies in Industrial townships in different parts of the country. Plastic roads may be actively

Use of Plastics in Road Construction

created through the initiative of such private sector utility companies applying the best practises from the public sector.

6.5 TRAINING AND AWARENESS BUILDING

A number of training and awareness building measures are essential for ensuring the success of the flagship programme of the state. The following measures may be considered during the roll out:

a. Public and media involvement

Conscious effort by the state and private sector media in celebrating and generating awareness of environmental issues is extremely important. Disseminating case studies and highlighting the achievement of individuals would be beneficial for the programme. A regular ongoing educational series is needed for citizens through channels of Doordarshan and privately operated ones in the local language.

b. Student and school awareness programmes

Large scale public awareness programme need to be initiated through the CSR funds of Plastic Manufacturers in schools for students. In particular awareness building should begin at an early age through programmes conducted as workshops.

c. Training of all contractors and road workers

Awareness programme to be conducted by Municipal corporations and road construction department as a part of roll out of the flagship programme. This training should involve awareness of both plastic waste management and use in road construction. Manual for engineers and contractors may be drafted in the state language.

Use of Plastics in Road Construction

d. Training to PWD engineers

PWD engineers responsible for road construction should be provided mandatory training in the IRC‐SP‐ 98 standard implementation through class‐room, site visits in other states and e‐learning content on computing devices.

e. Involvement of Plastic manufacturers

The onus of awareness generation and participation in safe use and disposal of plastics should be placed on plastic manufacturers. Mandatory participation through CSR programmes need to be implemented urgently.

f. Segregation of waste plastic at source

Colour coded bins could be introduced in urban communal areas, housing societies, schools and public buildings. Colour code bins for separation of plastic, paper, metallic objects, glass and biological waste. Plastic waste segregation at source is the most important pillar of the recycle and reuse philosophy.

6.6 CAPACITY BUILDING

Capacity building is essential for the roll out of a flagship programme. The state run programme may consider the following:

a. Worker training for collection and segregation

Training of workers at SHGs and Urban Dry Collection centres is mandatory for health and safety of the workers concerned. An understanding of the type of waste and methods of handling should be imparted by the implementing agency. Standard formats in states where this has been implemented successfully may be adopted.

Use of Plastics in Road Construction

b. To be paid by CSR funds of Plastic Manufacturers

Corporate Social Responsibility funds of large public or private sector undertaking must be gainfully applied especially those involved in production of plastic and petroleum products. This CSR fund should be applied in generating awareness, improving welfare and providing training to waste collection workers.

c. Burden of reuse on Plastic Manufacturers

Statutory notifications to be served to all plastic manufacturing units in the state to ensure that plastic is being reused or recycled and not ending in landfill sites or incinerators. Any manufacturing units found failing in extended responsibility as highlighted in the MoEF notification of 2011 ought to face serious punitive fines.

d. Buy back of plastic by large companies

Buy back of waste plastic that is not used up in urban dry waste collection centre for recycling should be made mandatory by large plastic product manufacturers.

e. Need for an Institution and agency

State Governments could consider the need for setting up an independent regulatory and monitoring authority for cleanliness and environment protection. Such a regulator could be mandated with overseeing the use of waste plastics in road construction.

f. Exchange between government, research institutions and industry

Extensive engagement between government, academia and industry is required for continually improving understanding of best practises for environmental remediation from material hazards. These exchanges may take place through seminars, conferences and round table discussions.

Use of Plastics in Road Construction

g. E‐learning content for training

States are encouraged to adopt e‐training packages for implementing the use of waste plastic in road construction. These could be developed as standalone modules that are utilised in imparting training to engineers and other stakeholders in the system. E‐learning may be allied with the National Skills Development Mission.

h. E‐monitoring of implementation

Information Technology could be used more extensively for monitoring the implementation of plastic roads. State government could empower engineers, contractors and quality monitors to upload photographs of the execution in real time using smart phones. The uploaded data can be simultaneous accessed by the Quality Monitoring network in the state and at the national level through a governmental intranet. Specific measures could be considered:

i. IT infrastructure to be created for the flagship programme at district level ii. Dedicated webserver with application from monitoring, training, procurement, payments and information dissemination

6.7 FINANCE

Financial benefits resulting from the implementation of plastic roads and the resulting longevity of roads are key drivers for the roll out. The following measures may be considered by the state:

a. Launching a savings programme to be initiated by the Finance Ministry of the state ensuring a saving range of ₹ 26,000 ‐ 60,000 per lane kilometre from the cost of bitumen.

Use of Plastics in Road Construction

b. Capacity building measure to be financed through existing programmes of the central and state government departments such as urban and rural development, public works, livelihood missions and corporate social responsibility funds.

c. Where additional funds are required in the set‐up stage to provide for expansion in capacity of processing units, training and development, 10% of road length can be reduced from the total annual outlay for road construction in the state. This fund can be redirected for plastic roads.

d. Formation of a multi‐action environmental fund for waste management, environmental remediation, climate change and infrastructure development such as plastic roads.

6.8 MONITORING MECHANISM

6.1 Technical Monitoring Technical monitoring may be undertaken through state technical agencies, external monitors, assessors and experts from the field of road construction. National agencies may be involved in the process where additional quality parameters are to be assessed. The following parameters and methods may be applied:

a. Checking temperature of mix

i. Temperature sensors are to be installed at all hot‐mix plants. The mixing temperature for plastic and bitumen according to the dry process should be

Use of Plastics in Road Construction

maintained as per the IRC – SP 98 standard. It should not exceed 170 degree C.

b. Quantity: Bitumen and Type

i. The bitumen grade and temperature of mixing correspond closely. The Bitumen must be mixed according to the specified temperature based on the IRC guidelines.

c. Right mixture

i. Waste plastic shredded to the size after being cleaned. The waste plastic mix is added to replace 6‐8% of bitumen.

d. Right type of plastic

i. Plastic grades and types are according to IRC – SP 98 standard.

e. Size : 2‐4mm

f. Top layer plastic :1.6 – 2.5mm

g. Testing and estimation: Check dry or wet process i. Process for auditing ii. Checking each road

h. Verification Test to check for presence of IRC grade plastic can be performed at any stage after the completion of the project. The verification tests can be done to check the quality of plastic waste coated aggregates and for the road parameters. They are as follows:

Use of Plastics in Road Construction

i. Characterisation of plastic waste coated aggregates can be done by Stripping test, Marshall Stability test, Water Absorption test, extraction of bitumen and estimation of plastic through solvent extraction method and thermal methods. ii. Physical Characteristics of the constructed road can be tested using Benkelman beam test, Sand texture depth test, Skid resistance, Merlin test and field density test.

6.2 Administrative Monitoring

Administrative monitoring remains of highest priority in ensuring the flagship programme is successful in the state. Administrative monitoring may be structured in to urban roads, rural roads and punitive action. The following measures may be considered:

a. Urban

Two Tier structure for implementation monitoring may be adopted:

i) Involvement of State Technical Agencies at the planning and execution monitoring stage. Independent STA participation would enable adherence to specifications and guidelines right from the planning stage.

ii) State wide quality assessment through a State Quality Monitor checking implementation against pre‐specified criteria. Quality Registers should be maintained for each implemented project by the implementing agency.

iii) Overall monitoring by the heads of the Institution required for effective implementation through regular visits.

iv) Rigorous scanning of utilisation certificates correlating it to evidence of implementation is required at each stage of urban plastic road construction.

b. Rural

Use of Plastics in Road Construction

Three Tier structure for implementation monitoring may be adopted for rural roads:

i) District Quality Monitor The first tier monitoring is conducted at the Project Implementation unit. The Contractor for road construction establishes Quality Control laboratories and performs the contractually stipulated tests conducted. The test results are recorded in the prescribed Quality Control Registers. Engineers of the PIU verify the carrying out of a portion of tests as prescribed in the Quality Control Hand Book. All observations are recorded in the Quality Control Registers.

ii) State Quality Monitor The second tier comprises periodic inspection by the State Quality Monitor organised by the State Quality Coordinator. The team of SQMs is organised by the Nodal Agency, independent of the PIUs to monitor the implementation of state wide projects.

iii) National Quality Monitor Retired Senior Engineers with State and Central organizations act as National Quality Monitors (NQMs) who carry out Quality testing of road works as per prioritization to ensure that the programme implementation and State Quality Control System is working satisfactorily.

c. Punitive fines are recommended against implementing agency and stakeholder for ‐

i) Non‐compliance with required time or performance requirements of projects.

ii) Black‐listing of contractors from all projects nationally after three consecutive non‐compliance fines within 1 year. Such contractors may not participate in public projects for 5 years.

iii) Non‐compliance report filed through sampling and research investigation post construction of plastic roads.

Use of Plastics in Road Construction

6.3 Citizen Monitoring Charter

Citizen involvement in monitoring of public funding may be considered as a method for enhancing public service delivery. The following measures are suggested:

a) Flagship programmes should dissemination information through the website on the status of the projects.

b) The programme may select 8 well‐meaning and aware individuals from civil society to act as Observers on the flagship programme.

c) Information such as government notification, utilisation certificates and photos of pre and post construction should be made public through the information dissemination website of the programme.

d) Programme website should enable citizens to post comments and pictures of the status of project in real time.

e) In the absence of relevant information and poor performance of roads, citizens may file an online request for information to sample test a cross section of the road under section 2(j) of the RTI ACT 2005. The sample may be tested by Central Institute of Road Transport, Pune or Central Road Research Institute, Delhi to verify content and quality.

f) The results of such sampling may be made public through the information dissemination websites.

6.9 AWARDS AND RECOGNITION

Awards and recognition are essential for maintaining the buoyancy of the state flagship programme on plastic roads. The programme, participating agencies may consider a

Use of Plastics in Road Construction

structured approach to recognition of high performing individuals and groups involved in the roll out of plastic roads. The following measures may be considered:

a) A state wide award for ‘Paryavarn Seva’ to non‐governmental organisations, companies or individuals involved in the collection of waste plastic for recycling or reuse. The award should be instituted at a district level and be given annually. These awards may be judged by contribution.

b) Government employees, engineers and administrative department workers to receive similar awards for high degree of performance on an annual basis. These awards may be directly given by the Chief Minister.

c) Other societal awards for environmental public service may be considered by non‐ governmental organisation.

d) Implementing agencies of the government and project implementation units may receive special soft incentives for reaching goals set out by the CM, such as departmental vehicles, field office improvements and additional training and development budgets.

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ANNEXURE

A: KEY LIST OF ANALYTICAL QUESTIONS

An analytical framework was prepared to address the key objectives within the scope of work. The analytical framework comprised of questions related to Project, Technical, Administrative, Financial, Organisational and Innovation aspects of the use of plastics in road construction. These have been highlighted in the sub‐sections below.

A.1 PROJECT SPECIFIC

Output linked:

 What is the name of the project?

 What were the key objectives of the project?

 Who was the implementing agency?

 What are the names of partnering agencies?

 What is the period of implementation?

 What was the area of operation?

 What were the key components of the methodology used?

 Who was the beneficiary of the project?

 What was the status before implementation?

 How would you assess the cost reduction from the implementation? Elaborate!

 Has there been a reduction in the corruption? Elaborate!

 Has there been an improvement in service delivery? Elaborate!

 What were the main difficulties and challenges?

Use of Plastics in Road Construction

 Elaborate the key lessons learnt from the project?

 What is the current status of the infrastructure?

 What is the current status of the human resource deployed at the project site for maintenance?

 What was the Technology and IT infrastructure used for implementation of the project? What is the current status now?

 Define the resource requirement assessment of the project?

 What was the cost of implementing the project?

 What were the key performance indicators of the project?

 Who were the project champions? Please provide designation

 Please provide contact details for the key project person?

 Were there any awards or nominations that resulted from the project?

 What is the reason for replicating the practise?

 Any links or sources for the project?

Questions related to Goals:

 What were the phases in the implementation of the innovative practice?

 Define the key component of the implementation strategy and concerns faced?

 What was the process of implementation of the innovative practice?

 What was the reporting pattern of the implementation of innovative practice?

 Provide a comparative picture of the models of implementation?

Additional Questions:

 What was the price at which waste plastic material was purchased?

Use of Plastics in Road Construction

 How was the quality of the material checked?

 How were items such as PVC banned by the IRC checked in the procurement? Are any specific environmental certifications necessary or recommended?

 How was the purchase price of plastic determined? What was the process for inclusion in the schedule of charges?

 What was the coordination mechanism adopted for procurement of plastic?

 Which agencies were involved in procurement and sourcing of plastic? Define the supply chain.

 How was awareness created in PWD Engineers regarding the application of Plastics in road?

 Is there a significant process burden for implementation teams?

What is the user experience? List questions to ask 5 specific profiles.

 How long have you been driving on this road?

 How do you find driving on this road?

 Is the experience better than it was constructed earlier?

 When was the last pot‐hole noticed on the road?

 Is the experience the same across seasons since the new road construction?

 Have you noticed any maintenance on this road in the last 3 years?

A.2 TECHNICAL

 What is the technology of usage of plastic waste in road construction?

Use of Plastics in Road Construction

 What are the measurable impacts of the initiative ‐ Pre and Post application?

 How has the technological and engineering decision of use of plastic in road construction been integrated into policy framework and execution?

 What are the other waste materials (other than plastics) being used in road construction? Is there a comparative study available?

 Does the embedded plastic in aggregate‐bitumen mix have an impact on the ground water during the period of rains?

 Is there an impact on the environment where plastic roads have been recycled? Quote any known examples!

A.3 ADMINISTRATIVE

 What are the procedures and processes involved in use of plastics for road construction?

 What were the key components of the rollout orders for utilizing plastic waste?

 Are there any Statutory and Non‐statutory approvals required for the use of plastics?

 Were there any specific concerns faced by implementing agencies and how were they resolved?

 What was the convergence with other departments in process management?

 Is there a specific sensitization plan for the Government officials for replication?

 What are the issues of disposal of solid waste (of plastic) faced by urban governing bodies?

 What is the economic viability of using waste plastic in road construction for smaller towns‐rural areas in comparison to metros and bigger cities?

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 Is there a legislation required for better coordination of the stake holders and for implementation of the innovation? If yes, then why and specific benefits?

A.4 FINANCIAL

 What was the funding provision for the implementation of the innovative practice?

 Is there an additional cess or tax raised for this purpose?

 What is the key implementation costs involved in the process?

 What is the financial model and implementation monitoring method?

 What is the potential for replication of the process?

A.5 ORGANISATIONAL

 Who are the organizations involved, task ownership and coordination required with each other in process management?

 What are the key roles involved in the organisations?

 How is the leadership and organisation structure oriented?

 What are the inter‐linkages for coordination with organisations?

 What are the key organisational structures required and recommended for collection of plastic waste?

 What is the profile of human resource involved?

 What is the best possible way of coordinating between urban bodies dealing with disposal of plastic waste and road construction departments?

Use of Plastics in Road Construction

A.6 INNOVATION

 What are the comparison and commonality of this innovation?

 Define the chronological timeline in the implementation of these innovative practices?

 Who are the stakeholders involved in the adoption and implementation of the innovative practice and their roles and coordination with each other for the success of innovation?

 What are the challenges in implementing‐adapting the innovation within the existing system?

 Is there a need of media role in creating public awareness in replication of this innovation?

 Are there any specific recognition‐awards for innovation, environmental impact and state?

Use of Plastics in Road Construction

B: LIST OF INTERVIEWS AND FOCUS GROUP DISCUSSION

B.1 TAMIL NADU

The visit to Tamil Nadu was in alignment with primary research methods to fulfil the objectives of the project. The field visit was undertaken between the 17th August and 22nd of August. A series of meetings individual and in small groups were conducted. Theses have been highlighted in the table below.

TABLE 13 ‐ LIST OF FOCUS GROUP MEETINGS AND INTERVIEWS IN TAMIL NADU

Sr. Department Date Duration Focus Group or With | In attendance No. Interview | Agenda

1. Rural Development 18th 40 Interview Mr. K. Meghraj, and Panchayati Raj, August minutes Additional Director Chennai 2. Rural Development 18th 30 Interview Mr. A. Kuttalingam, and Panchayati Raj, August minutes Engineer in Chief Chennai 3. Rural Development 18th 60 Interview Mr. AV Rajesh, Executive and Panchayati Raj, August minutes Engineer Chennai 4. Thiagarajar College of 19th and Over 300 Interview | Prof. Vasudevan, Dean Engineering, Madurai 20th minutes Focus Group| Chemistry | Research August Presentation | Associate Laboratory Visit | Samples viewing 5. Thiagarajar College of 19th and About 75 Interview | Lab Mr. A. Ramalinga Engineering, Madurai 20th minutes Visit Chandrashekhar,

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August Research Associate 6. Self Help Group, 20th 45 Interview | Mrs Bodhlaxmi | 5 team Madurai August minutes Focus Group members | 2 DRDA Engineers 7. Roads and Bridges, 20th Over 240 Interview | Mr. Atma Nathan, DRDA, Madurai August minutes Focus Group | Assistant Engineer | Mr. Site Visit GP Sankar, Assistant Engineer| Mrs. Uma Chandran, Road Inspector

8. Environment and 21st 40 Focus Group Dr. H. Malleshappa, IFS, Forest August minutes Meeting Director | Mrs. N. Krishnaveni, Executive Engineer 9. Tamil Nadu State 21st 90 Focus Group Mrs. Santha Shiela Nair, Planning Commission August minutes Meeting Vice Chairman | Mr. Selvaraj, Head of Planning Unit 10. Chennai Corporation 21st 20 Interview Mr. Leslie Joseph, Chief August minutes Engineer 11. Chennai Corporation 21st 15 Interview Mr. S. Punnuswamy, August minutes Divisional Engineer

Rural road locations were visited in Tamil Nadu in the district of Madurai on the border with Dindigal. A self‐help group was also visited to understand the mode of operation and collection practise. The locations have been highlighted in the table below.

Use of Plastics in Road Construction

TABLE 14‐ LOCATIONS VISITED FOR THE TAMIL NADU CASE STUDY

Sr. Implementation Visited Location Date No. Agency

Sennagarampatty to DRDA, Rural 1. Ammachiammam Kovil Road, Madurai 20th August Development and Madurai District Panchayati Raj DRDA, Rural Melavalaivu to 2. Madurai 20th August Development and chellikaraipatti road Panchayati Raj Self Help Group 3. Sudesi self‐help group Madurai 20th August

B.2 KARNATAKA

The visit to Karnataka in alignment with objectives of work package 2 was undertaken between the 11th August and 17th of August. A series of meetings individual and in small groups were conducted. Theses have been highlighted in the table below. The focus of the case study will be urban roads.

TABLE 15 ‐ LIST OF FOCUS GROUP MEETINGS AND INTERVIEWS IN KARNATAKA

Focus Group or Sr. Department Date Duration Interview | With | In attendance No. Agenda

1. Supplier of 12th Over 20 Interview, Focus Waste Plastic August hours Group, Site Mr. Rasool Khan, Director |Mr. – 17th interactio Visit, Project Ahemd Khan, MD | KK Plastic August n Visit 2. BBMP 13th 5 minutes Interview Sri Lakshmi Narayana, August Commissioner, BBMP 3. BBMP – Solid 13th Over 90 Interview Mr. Yatin Kumar, JC Health and

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Waste August minutes SWM | Mr. Santosh Kumar, Management Technical Advisor Group 4. Municipal 14th 30 Focus Group Dr. Manjula N, Director | Administration August minutes Environmental Engineer, DMA 5. BBMP – Road 16th 60 Focus Group Mr. Prahalad, Executive Construction August minutes Engineer, BBMP | 1 Assistant Executive Engineer | Mr. Rasool Khan 6. Transport 16th 15 Interview Mr. Rama Gowda, Transport August minutes Commissioner 7. Urban 16th 30 Interview Mr. T.K. Anil Kumar, Secretary Development August minutes Urban Development 8. Road 16th 90 Interview Mr. Jai Prasadh, Rtd Chief Infrastructure August minutes Engineer, Karnataka Road Development Corporation Ltd 9. KRRDA 17th 150 Focus Group Mr. Mahesh Hiremat, COO – August minutes KRRDA | 5 Members of KRRDA Dr. B.V. Kiran Kumar, Asst, Professor, SKSJTI | Mr. Rasool Khan, KK Plastic

In accordance with the requirements of the project, specific site visits were undertaken in urban and sub‐urban areas of Bengaluru. These included projects conducted by the state government, central government and waste plastic suppliers. The list has been provided in table below.

Use of Plastics in Road Construction

TABLE 16‐ LIST OF LOCATIONS VISITED IN KARNATAKA

Sr. Visited Location Date Implementation Agency No.

1. Kemp Gowda Road ( 1.5 Bengaluru 13th August Bruhat Bangalore km stretch) Mahanagara Palike 2. Basveswara Road ( 1 km Bengaluru 13th August Bruhat Bangalore stretch) Mahanagara Palike 3. Devanhalli Road ( 20 km Bengaluru 14th August Ministry of Road, test evaluation track) Transport and Highways 4. Chickkanahalli Road Bengaluru 14th August Karnataka State Highways (ODR), Shivanapura Cross, Improvement Project Hoskote Taluk (600 m reclaimed asphalt road) 5. Plastic Recycling and Bengaluru 13th August KK Plastics Waste cleaning plant Management

B.3 Jharkhand

The interviews for Jharkhand were conducted for the Jharkhand case study over the telephone. There is limited amount of work executed in Jharkhand, therefore interviews were limited. The details have been provided in the table below.

TABLE 17 ‐ JAMSHEDPUR INTERVIEW DETAILS

Department or Date Type of Interaction With | In attendance Organisation

Public Works Interview over a Satish Chaudhury 1 09‐10‐2014 Department phone call Executive Engineer, PWD

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09/10/2014 Arun Rana Public Works Interview over a 2 Executive Engineer, PWD, Department phone call 10/10/2014 Jamshedpur

24/09/2014

30/09/2014

08/10/2014 Jamshedpur

Utility and Interview over a Gaurav Anand 3 10/10/2014 Services phone call Senior Manager, JUSCO

Company 16/10/2014

16/10/2014

B.4 CENTRAL ORGANISATION

The table below list the central organisations visited.

TABLE 18‐ VISIT TO CENTRAL ORGANISATIONS

Sr. Department Date Duration Focus Group or With | In attendance No. Interview | Agenda

1. Central Road 7th August 60 Interview Dr. PK Jain, Senior Research Institute minutes Scientist, Flexible Pavement Division 2. Ministry of Road, 5th 30 Interview Mr. Sanjay Nirmal, Transportation and September minutes Superintending Engineer Highway (Coordination)

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3. Indian Road Congress 4th August 45 Interview Mr. RVK Patil, Assistant minutes Director, Technical 4. Ministry of Road, 18th 15 Interview Mr. R.K. Pandey, Chief Transportation and September minutes Engineer Highway

5. Ministry of Road, 18th 10 Interview Director General Transportation and September minutes Highway

6. Ministry of Road, 14th 40 Interview Dr. T. Kumar , Transportation and October minutes Additional Secretary Highway

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C: TECHNICAL ASSESSMENT

C.1 TEST FOR ASSESSING PHYSICAL CHARACTERISTICS OF PLASTIC ROADS

The physical characteristics of the road constructed using plastic modified bitumen mixes can be tested as briefly described below (9):

1. Benkelman Beam test (BBT) ‐ BBT is used to determine the visco elastic property of the bituminous layer. The tolerance value for a good bitumen road lies between 0.5‐1.0 mm. Using plastic in the bituminous aggregate mix helps maintaining the visco elastic property of bituminous mix owing to strong bonding and negligible changes in the structure of bitumen.

2. Sand Texture Depth test ‐ The surface texture depth test is essential in establishing various parameters of the road including unevenness, skid resistance, and failures like rutting, raveling and cracking. In case of plain bituminous road, a permitted value of texture depth lies in the range 0.6 – 0.8 mm.

3. Skid resistance ‐ The surface texture of the road layer determines the skidding nature of a road, mainly in wet condition mainly. The skid resistance of the road is determined as a skid number and compared with reference value. Lower the skid number higher is the skid resistance. An approved skid number is < 65 for a well performing road.

4. MERLIN test‐ The unevenness of the road is tested using the MERLIN instrument. The irregularity in the road surface is mainly caused by poor binding of the mix, resulting in raveling and loosening of the construction materials. A permitted international roughness index value is < 4000 mm/Km for a standard bituminous road.

5. Field Density – The field density measurement is performed using Sand Pouring Cylinder and clarifies the reason behind poor binding, improper compaction, stripping, loosening, movement at edges, and anomalies in the road surface. The maximum value of field density of the road as measured before and after the performance has been found to be 2.86 Kg/m3.

Use of Plastics in Road Construction

C.2 TECHNOLOGICAL USE

Table 19 ‐ Physical properties of 60/70 and 80/100 Bitumen grades (20)

Designation Test Results Permissible Limits as per IS 73: 1992 Test Method

60/70 80/100 60/70 80/100

Penetration at 250C, 65 89 60‐70 80‐100 IS 1203: 100 g, 5 s, d mm 1978

Softening Point, 0C 48 42 40‐55 35‐50 IS 1205: 1978

Ductility at 270C, cm 100+ 100+ 75 (min.) 75 (min.) IS 1208: 1978

Specific Gravity at 1.010 0.998 0.99 (min.) 0.99 (min.) IS 1202: 270C, g/cc 1978

Flash Point, 0C 285 310 175 (min.) 175 (min.) IS 1209: 1978

Table 20‐ Required properties of aggregates (21)

S.No. Property BIS Test methods Results MoRT&H specification

1 Aggregate impact value % IS:2386 Part IV 18.0 27 Max

2 Combined flakiness & IS:2386 Part I 24.0 30

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elongation index %

3 Specific gravity‐

1. C.A IS:2386 Part II 2.69 Nil

2. F.A IS:1202‐1978 2.67 Nil

4 Water absorption % IS:2386 Part III 0.50 2 Max

C.3 Biodegradable Polymers

It is well known that plastics are made up of artificial synthetic polymers and hence are non‐ biodegradable. Recent advancements, therefore, have given rise to new materials with characteristic properties and the usability of plastics which are biodegradable (38). Biodegradable plastics are made with the aim of single use, disposable packaging, consumer goods, disposable nonwovens, coatings for paper and paperboard and other non‐packaging markets. They are expected to undergo biodegradation in suitable waste management infrastructures and time frames to environmentally compatible products such as CO2, H2O, and compost in a composting infrastructure and do not leave any persistent or toxic residue (39). Degradable plastics undergo decomposition fairly quickly under specific environmental conditions such as upon exposure to light, decomposition by bacteria or other living organisms. A major advantage of biodegradable plastics over non‐biodegradable ones is that they undergo decomposition into natural constituents and require no separate collection, sorting, recycling or other final waste solution (disposal at landfills or burning) (38).

Biodegradable plastics can be categorised into plant‐ and oil‐based. The plant‐based biodegradable plastics, also called bioplastics, are obtained from raw materials including corn and potato starch. This variety has been proclaimed to be sustainable and biodegradable. Oil‐based variety is obtained from non‐renewable sources, for instance, crude oil, and are processed using techniques which are energy‐intensive and environmentally hazardous (40).

Use of Plastics in Road Construction

A limited supply of oxygen and water causes anaerobic breakdown of biodegradable plastics, releasing methane, when they are buried in landfill. An innovative solution to this came up as ‘Oxo‐ biodegradable’ plastics which offer an advantage as they decompose without releasing methane. However, they will not degrade if buried as they require oxygen to enable degradation process. The degradation process includes two steps. In the first step oxidisation process is initiated by the action of heat or light causing reduction in the molecular weight of the plastic. This is then followed by microbial breakdown of the remaining plastic. An example of oxo‐biodegradable plastic is modified polythene, whereby salts of transition elements including cobalt or iron are added. These salts are known as pro‐oxidants (40).

‘Hydro‐biodegradable’ plastics (or “compostables”), is the second class of biodegradable plastics. These are based on intermediates of biological origin obtained from crops, and cannot be recycled with common oil‐based plastics (41)]. Therefore, they need to be segregated from the waste stream and processed separately. This raises the cost considerably. Additionally, it is hard to physically differentiate between hydro‐biodegradable and normal plastic (41).

The ‘oxo‐biodegradable’ and ‘hydro‐biodegradable’ plastics offer a way to transform non‐ biodegradable plastics into a form which is degraded into natural products in a stipulated time‐ frame. Undoubtedly such options offer potential solution to managing plastic waste.

C.4 Recycling Of Standard Roads

Several interacting elements need to be looked at for a successful recycling of road construction and maintenance materials. These elements are briefly highlighted below:

1. The recovered materials must possess appropriate engineering properties for the planned reuse or recycling of the material.

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2. Adequate quantities of material/s must be available to economically justify the recycling of the material.

3. No possible harmful environmental effects of the recovered materials must be realised while reusing or recycling the material.

The concept of ‘highest‐best use’ must be realised and adopted in choosing the technically viable, and eco‐friendly, reuse and recycling alternatives for materials used for construction and maintenance purposes (42).

The material from deteriorated pavement, also called reclaimed asphalt pavement (RAP), is used in the recycling process for the fresh construction. The pavement recycling method had some advantages such as (i) less user delay (ii) energy conservation (iii) preservation of environment (iv) cost‐effective construction process (v) conservation of construction materials including aggregate and binder (vi) preservation of original pavement dimensions etc. (vii) higher resistance to shearing and scuffing of recycled mix enhance rutting resistance (43). (viii) less chances of reflective cracking have been found with recycled mix (44).

FIGURE 13‐ CLASSIFICATION OF RECYCLING METHODS BASED ON PROCESSES (45)

Use of Plastics in Road Construction

C.5 A Best Possible Solid Waste Disposal Method?

This technique enables the use of waste polymer such as carry bags, foam, laminated sheets, cups for road laying. By employing polymers, an equivalent quantity of bitumen is reduced, thereby lowering the costs involved in laying the road. For paving 1 Km x 3.75 m road, the amount of plastic carry bags used is 1.125 tons. Also, practically no maintenance of the road is required for more than 7 years, reducing the cost further. The technique allows saving a huge amount of carbon dioxide emission into the environment caused by the incineration of waste plastics. These advantages make the process economical and eco‐friendly (9). According to experts, by using plastics in roads construction, further damage to the environment is prevented (46).

C.6 Glossary of Technical Terms

Aggregate ‐ A building and road construction granular material composed of minerals, such as sand, gravel, crushed stone, slags, and crushed concrete.

Asphalt ‐ A cementitious material, dark brown to black in colour, predominantly containing bitumen.

Binder ‐ Material facilitating adherence to aggregate and ensuring cohesion of the mixture.

Biodegradable plastics ‐ Plastics which can fully decompose to simple molecules such as carbon dioxide, methane, water, biomass and inorganic compounds under aerobic or anaerobic conditions and by the action of living organisms.

Composting ‐ Processing of organic waste where aerobic microorganisms decompose the material.

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Cracking ‐ Visible cracks on the surface of the pavement caused by propagation through to the pavement surface from the underlying pavement layer or due to shrinkage of old bituminous surfaces.

Dense graded mix ‐ A bituminous mix prepared using graded chip, with or without added mineral filler and is low in voids.

Flexible pavement – Consists of a number of layers of sub grade and the top layer is of best quality to withstand maximum compressive stress, wear and tear. Bituminous materials are used to construct flexible pavements.

Geotextile ‐ A synthetic fabric made up of flexible polymeric materials, which can be woven or unwoven, and is used in geotechnical or general engineering works.

Grade: Some definitions include.

1. To design the longitudinal profile of a road.

2. To shape or smooth an earth, gravel, or other surface by means of a GRADER or similar implement.

3. Bitumen penetration grades of 80/100, etc.

4. To arrange aggregates or other material in accordance with particle sizes.

5. A designation given to the size of sealing chips, i.e. Grades 1, 2, 3, 4, 5, 6 (from TNZ M/6 specification for Sealing Chip).

Marshall Stability – A test performed to determine the maximum load sustained by the bituminous material at a loading rate of 50.8 mm/minute.

Use of Plastics in Road Construction

Open graded mix ‐ A mixture of bituminous binder, mineral aggregate and filler processed with or without additives or modifiers, and is mixed, stored, delivered, laid and compacted while hot, according to the Technical Standard. The mixture contains high percentage of air voids.

Pavement ‐ A portion of the road supported by the subgrade but placed above the design subgrade level for the support of, and to form a running surface for vehicular traffic.

Plastic – A synthetic material comprised mainly of polymers.

Polymer ‐ A substance of high molar mass composed of repeating structural units.

Portland cement concrete (PCC) ‐ A composite material containing mainly a mixture of cement, water (binding paste) and particles of fine and coarse aggregates.

Pothole ‐ A hole in the pavement as a result of loss of pavement material caused due to the action of heavy traffic.

Pulvarisation ‐ Grinding, milling, crunching, or crushing the material to a powder or dust.

Ravelling ‐ The loosening of aggregate from the surface of a pavement.

Recycling ‐ A material after being reclaimed from the waste stream is processed to varying degrees and is converted to a usable form.

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Reuse ‐ A material after being reclaimed from the waste stream and converted to usable form with little or no processing.

Rigid pavements ‐ Rigid pavements are constructed by placing a Portland cement concrete (PCC) layer on top of sub‐grade or a single layer of granular or stabilized material.

Roughness – A significant irregularities in the longitudinal profile of a road in reference to the intended profile.

Rubber crumb – A type of vulcanised rubber obtained from recycled pneumatic tyres and reduced mechanically to small particles.

Rutting ‐ A vertical deformation of a pavement surface, measured at right angles to the traffic flow and across the wheel path.

Semi Dense bituminous concrete mix ‐ A superior type of asphaltic pavement specification comprising of a thoroughly controlled hot mixed material with ingredients such as graded mineral aggregate, filler and bitumen.

Skid resistance ‐ A frictional resistance offered by the pavement surface to the vehicle tyres while braking or other manoeuvres, which opposes skidding.

Stabilisation/ stabilise ‐ Modification of a natural material to enhance, rectify a known deficiency, or maintain its load‐carrying capacity.

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Tar ‐ A viscous product produced during the process of destructive distillation of carbonaceous material such as coal.

Viscoelasticity ‐ The combined viscous and elastic response of a material to an applied stress.

Void ‐ An empty space which may be filled with air (Air Voids), water or binder (bitumen).

Void content ‐ The ratio, expressed as %, of volume of voids to total volume of the material.

Wetting ‐ The process defining the spreading of a liquid over a solid.

C.7 PERFORMANCE COMPARATIVE STUDY

TABLE 21‐ PERFORMANCE COMPARATIVE STUDY

Use of Plastics in Road Construction

C.8 References

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Use of Plastics in Road Construction

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23. P. K. Jain, Sangita, M. P. Singh, G. Sharma GK. Development of Guidelines for Construction of Bituminous Surfacing using Plastic Waste. p. 1–11.

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Use of Plastics in Road Construction

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27. Route to peace and quiet… roads made of old tyres: Recycled rubber could soon be used to resurface nation’s busiest roads. The Daily Mail [Internet]. Available from: http://www.tyrerecovery.org.uk/route‐to‐peace‐and‐quiet‐roads‐made‐of‐old‐tyres‐recycled‐ rubber‐could‐soon‐be‐used‐to‐resurface‐nations‐busiest‐roads/#sthash.4lZkf5E2.dpuf

28. Containing recycled tire rubber; paving and construction materials with high compressive strength. US 5391226 A.

29. Bertollo SM, Bernucci LB FJ. Mechanical properties of asphalt mixtures using recycled tyre rubber 3produced in Brazil—a laboratory evaluation. Proceedings of the TRB Annual Meeting. 2004.

30. M. Batayneh, I. Marie IA. Use of selected waste materials in concrete mixes. Waste Manag. 2007;27:1870–6.

31. Sanyal T. Use of Jute Geotextiles in Rural Road Construction. p. 42–7.

32. New Materials /Techniques /Equipment /Prodts Accredited by Indian Roads Congress (valid as on 30 June 2014) [Internet]. Available from: http://pmgsy.nic.in/

33. T. Sen UM. Usage of Industrial Waste Products in Village Road Construction. Int J Environ Sci Dev. 2010;1(2).

34. H.Roal, A. Parmar, D. Patel JJ. Effect of the use of crumb rubber in conventional bitumen on the marshall stability value. Int J Res Eng Technol. 2014;3(1):209–13.

35. Md. R. Hainin, N. IzziMd. Yusoff, Md. F. Mohammad Sabri, Md. A. A. Aziz, Md. A. S. Hameed WFR. Steel Slag as an Aggregate Replacement in Malaysian HotMix Asphalt. ISRN Civ Eng. 2012;1–6.

36. M. Ghasemi SMM. Laboratory Studies of the Effect of Recycled Glass Powder Additive on the Properties of Polymer Modified Asphalt Binders. IJE Trans A Basics. 2013;26(10):1183–90.

37. M.S.Ranadive SHG. Enhancing stability of flexible pavements using plastic waste and fly ash. Indian Highw. 2011;23–8.

38. Krzan A. Biodegradable polymers and plastics. 2012 p. 1–8.

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39. Narayan R. Biodegradable Plastics. Opportunities For innovation in Biotechnology. 1993. p. 1–27.

40. Felice M. Material of the month: Biodegradable plastics. Materials World Magazine, IOM3 [Internet]. 2013; Available from: http://www.iom3.org/feature/biodegradable‐plastics‐ decomposable‐cutlery

41. Plastics O‐B, Association. Reclycling of Plastics [Internet]. 2012 p. 1–4. Available from: www.biodeg.org

42. Geotechnical JE, Engineering Limited CE. Reuse and Recycling of Road Construction and Maintenance Materials. 2005 p. 1–50.

43. D.Betenson W. Recycled asphalt concrete in Utah. Proc Assoc Asph Paving Technol. 1979;48:272–95.

44. Mallick BR. Lecture Notes. A 3‐day workshop on recycling and other pavement rehabilitation methods, IIT Kanpur. 2005. p. 58–350.

45. K. Arvind A Das. Bituminous pavement recycling. p. 1–3.

46. Sinha A. BSL uses plastic waste for road construction. 2013.

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D: TAMIL NADU CASE STUDY ‐ ADDITIONAL INFORMATION

D.1 PROJECT INFORMATION – RURAL ROAD 1

TABLE 22 ‐ PROJECT 1 INFORMATION ON TAMIL NADU RURAL ROADS

Project : Sennagarampatti to Ammatchiammankoil Road Km 0/0‐1/650

Summary of the Project/ To make a connectivity by upgrading the road up to BT Intervention & Objective(s) Name of the Implementing/ Block Development Officer, Block Panchayat, Kottampatti Partnering Agencies Block Name of Contractor : M. Abdul Muthalib Name of Self Help Group : Sudesi and Pavalamalli Self Help Groups Period of Implementation 6 Months (06.05.2014 to 11.08.2014) Place/Area of Operation Sennagarampatti Methodology Plastic Roads Process Technology Beneficiaries/Target Group Sennagarampatti, Ammatchiapuram Village People and Sudesi and Pavalamalli Self Help Groups Status Before Implementation Gravel Surface Cost Reduction ‐

Status After Corruption ‐ Implementation Reduction Service Up to Block Topping Level Improvement

Difficulties/Challenges 1 Skew Type Culvert is constructed & Lessons Learnt Current Status Block Topping Surface Physical Self Help Group for the Preparation of Plastic admixtures from Infrastructure waste plastic Bags and for Construction of Road

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Resource Human Resource Self Help Group for the preparation of plastic admixtures from Requirements waste plastic bags and for construction of road Technology/IT Laying of bitumen layer by using 8 % of plastic by weight of bitumen Approximate Cost ₹ 49.30 Lakhs of Implementation Performance Indicators Sustained quality of road topography and surface after rainfall Project Champions Executive Engineer : A.Vennila (Along with Designations) Asst. Executive Engineer: S.Arivalagan Asst. Engineer : D.Veeramani

Contact Person(s) Asst Engineer : D.Veeramani ‐ 7402607976 Other Information ‐ (Awards/Nominations etc.) Reasons for Replication First road connectivity to rural villages Sources/Reference Links www.pmgsy.nic.in Last Updated On 11.08.2014 Database Prepared by Asst Engineer : D.Veeramani and Asst Engineer : G.P.Sankar

The figures below provide images of the project highlighted in the table above. The Sudeshi SHG has provided processed waste plastic to the above project has also been displayed.

FIGURE 14‐ TAMIL NADU RURAL ROAD PROJECT ‐1

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FIGURE 15 ‐ TAMIL NADU RURAL ROAD PROJECT 1 ‐ CULVERT ON PLASTIC ROAD

FIGURE 16 ‐ SUDESHI SHG AND PROCESSED PLASTIC

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D.2 PROJECT INFORMATION – RURAL ROAD 2

TABLE 23 ‐ PROJECT 2 INFORMATION ON RURAL TAMIL NADU PLASTIC ROADS

Project : Melavalaivu to Chellikaraipatti Road Km 0/0 – 0/800 (776m)

Summary of the Project/ To connect by upgrading the road up to BT Intervention & Objective(s) Name of the Implementing/ Block Development Officer, Block Panchayat, Kottampatti Partnering Agencies Block Name of Contractor : M. Abdul Muthalib Name of Self Help Group : Sudesi and Pavalamalli Self Help Groups Period of Implementation 6 Months (20.04.2014 to 06.08.2014) Place/Area of Operation Chellikaraipatti Methodology Plastic Roads Process Technology Beneficiaries/Target Group Melavalaivu , Chellikaraipatti, Kailampatti Village People and Sudesi and Pavalamalli Self Help Groups Status Before Implementation Gravel Surface Cost Reduction ‐

Status After Corruption ‐ Implementation Reduction Service Up to block topping level Improvement

Difficulties/Challenges 1 m Span RCC Slab Culvert is constructed in Water Crossing & Lessons Learnt Way Current Status Block Topping Surface Physical Self Help Group for the Preparation of Plastic admixtures from Resource Infrastructure waste plastic Bags and for Construction of Road Requirements Human Resource Self Help Group for the Preparation of Plastic admixtures from waste plastic Bags and for Construction of Road Technology Laying of Bitumen Layer by using 8 % of Plastic by weight of

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Bitumen

Approximate Cost 15.80 Lakhs of Implementation Performance Indicators Sustained quality of road topography and surface after rainfall Project Champions Executive Engineer : A.Vennila (Along with Designations) Asst. Executive Engineer: S.Arivalagan Asst. Engineer : D.Veeramani

Contact Person(s) Asst Engineer : D.Veeramani ‐ 7402607976 Other Information ‐ (Awards/Nominations etc.) Reasons for Replication Provides quality road connectivity for rural villages Sources/Reference Links www.pmgsy.nic.in Last Updated On 06.08.2014 Database Prepared by Asst Engineer : D.Veeramani and Asst Engineer : G.P.Sankar

The figures below provide visual evidence of the project conducted above by Madurai DRDA.

FIGURE 17 ‐ TAMIL NADU RURAL ROAD PROJECT 2

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FIGURE 18 ‐ TAMIL NADU RURAL ROAD PROJECT 2‐ FIRST LOCAL ROAD

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D.3 Government Gazette Notification Clause: Use of Plastics in Road Construction

FIGURE 19 – MOEF Gazette Notification ‐ Use of Plastics in Road: Section 6(h)

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D.4 Government Sanction Notification

FIGURE 20 ‐ 13TH FINANCE COMMISSION SANCTION

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FIGURE 21 ‐ RIS SANCTION 2013‐14

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FIGURE 22‐ RIS SANCTION 2014‐15

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D.5 ENVIRONMENTAL FUND NOTIFICATION (SEPT 2014)

FIGURE 23‐ ENVIRONMENT FUND NOTIFICATION

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FIGURE 24‐ ENVIRONMENT FUND NOTIFICATION 2014 ‐ PAGE 2

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FIGURE 25 ‐ ENVIRONMENT FUND NOTIFICATION 2014 ‐ PAGE 3

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FIGURE 26‐ ENVIRONMENT FUND NOTIFICATION 2014 ‐ PAGE 4

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FIGURE 27 ‐ ENVIRONMENT FUND NOTIFICATION 2014 ‐ PAGE 5

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D.6 ENVIRONMENTAL FUND NOTIFICATION (FEB 2014)

From To

Thiru. Brajendra Navnit, I.A.S., The District Collector,

Director of Rural Development Chairman, DRDA, and Panchayat Raj, Concerned Districts.

Panagal Building,

Saidapet, Chennai ‐ 15.

Lr. No.32324/2011/TU2 dated:14.02.14

Sir,

Sub: Plastic Roads‐ EPREDF‐Savings Fund 2012‐13‐ Relaying of Roads using plastic waste ‐ sanction of Roads – Regd.

Ref: 1. DRD & PR Lr.No.32324/TU2/2013 dated : 22.1.14 2. Proposals received from the Districts.

In the ref 1st cited, proposals were called for, for the savings amount remaining with the Districts under EPRED Fund 12‐13.

In this regard, sanction is hereby accorded for the list of roads as per the annexure. The District Collectors are requested to follow the standard procedures as per TTIT Act 1998/Rules 2000 in calling tender. Tenders should be finalised immediately on receipt of this communication. The progress of the roads should be intimated to this office periodically.

Annexure: 1(list of works)

Sd/‐BrajendraNavnit,

Director

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From To

Thiru.Brajendra Navnit, I.A.S., The District Collector,

Director of Rural Development Chairman, DRDA,

and Panchayat Raj, Concerned Districts.

Panagal Building,

Saidapet, Chennai ‐ 15.

Lr.No.32324/Tu2/2013 dated: 22.01.14

Sub: Plastic Roads ‐ Laying of Roads using plastic waste under EPREDF 12‐13 – Refund of the Saving amount for the Roads taken up – reg.

Ref: 1. G.O.(Ms).No.211, Environment and Forests (EC.2) Department, dated:23.08.2012. 2. Director of Environment Lr.No.1044/P2/2012, dated 28.8.2012 3. U.C Received from all the Districts.

In the ref 1st cited, Rs.20,00,00,000/‐ has been allocated for relaying of rural roads using plastic waste mixed bitumen to eliminate waste plastics for the year 2012‐13.

Utilisation Certificate for the completed works have been received from the Districts. It is found that, there is a balance amount of Rs.9783687/‐ available within the Districts.

In this regard, the following districts (As per Annexure) with the savings more than Rs.2.00 Lakhs, shall submit Proposals for additional roads to the savings amount within 31.1.14

Director

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Name of the Sl. No A.S.Amount Amount spend Balance District

1 Kancheepuram 7090000 6040781 10,49,219

2 Tiruvallur 11050000 10238637 8,11,363

3 Cuddalore 5546000 5262603 2,83,397

4 Vellore 5563000 5156114 4,06,886

5 Salem 6720000 6029360 6,90,640

6 Erode 6210000 5924599 2,85,401

7 Thanjavur 5255000 5003219 2,51,781

8 Trichy 7320000 6896235 4,23,765

9 Karur 8237000 7548912 6,88,088

10 Madurai 4545000 4153419 3,91,581

11 Ramnad 5795000 5209539 5,85,461

12 Tirunelveli 9130000 6917133 22,12,867

13 Thoothukudi 6423000 6006114 4,16,886

14 Kanniyakumari 3970000 3303089 6,66,911

TOTAL 92854000 83689754 91,64,246

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D.7 GOVERNMENT ORDER FOR RELAYING OF ROADS USING PLASTIC WASTE – RELEASE OF FUNDS

FIGURE 28‐ GOVERNMENT NOTIFICATION FOR RELEASE OF ENVIRONMENT FUNDS (2013)

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D.8 GOVERNMENT FOR RELAYING OF ROADS USING WASTE PLASTIC – RELEASE OF FUNDS

FIGURE 29‐ GOVERNMENT NOTIFICATION FOR RELEASE OF ENVIRONMENT FUNDS 2012

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D.9 GOVERNMENT ORDER FOR RELEASE OF FUNDS FOR MONITORING AND INSPECTION OF PLASTIC ROADS

FIGURE 30 ‐ ENVIRONMENT FUND NOTIFICATION FOR RELEASE OF FUNDS 2012

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D.10 GOVERNMENT ORDER FOR DRIVE TO CLEAR PLASTICS ACCUMULATED

FIGURE 31‐ GOVERNMENT ORDER FOR CLEANING OF PLASTIC 2011

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D.11 CHENNAI CORPORATION

FIGURE 32 ‐ CHENNAI CORPORATION INTENT TO BUILD PLASTIC ROADS

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D.11 SELF HELP GROUP AWARDS

FIGURE 33 ‐ SELF HELP GROUP AWARD NOTIFICATION

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FIGURE 34 ‐ SHG AWARDS NOTIFICATION 2

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FIGURE 35 ‐ CLEAN VILLAGE AWARD NOTIFICATION

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D.12– TECHNICAL INFORMATION OF PROJECT EVALUATION

The conditions of roads are under observation for the past two years and they are performing well. The list of roads using waste plastic is shown in the table below.

TABLE 24 ‐ LIST OF ROADS LAID USING WASTE PLASTICS(SOURCE: TCE)

Name of the Road Blend Area Date Composition TCE Near Old Canteen 5% PE 60’x 5’ 23nd March ‐02 1% PE Kovilpatti Lenin Nagar 10% PE 600’x12’ 4th October‐02 Madurai Near Mannar College 15% PE 180’x10’ 5th October‐02 Salem Brindhavan Street 10% PE 1000’x12’ 15th October‐ 02 Komara‐ Near Bus stand 10% Mixture 300’x12’ 15th October‐ palayam * 02 Chennai ** Jambulingam Street 12% 600’x18’ 22nd Mixture * November‐02 Trichy Near Thiruvalluvar Bus 10% Mixture 600’x18’ 10th January‐ Stand * 03 Salem # Astampatti 10% Mixture 5000’x 18’ 17th April‐03 * Erode Near Veerabadhra 10% Mixture 1500’x 24’ 7th May‐03 Street * Theni 10% Mixture 300’x18’ 10th May‐03 * Nagercoil 10% Mixture 1500’x18’ 16th May‐03 * Madurai‐ Kombadi 10% Mixture 1.4 km * Madurai TCE Men’s Hostel 10% Mixture 300mX3.5m 19th Jan’04 Ooty Cantonment 10% Mixture 600m X 3.5 3rd June ‘ 05

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m Kochi Rajagiri College 10% Mixture 600m X 3.5 13th March’05 m TCE Car Parking 10% Mixture 5000Sq.m 8th July 05 TCE‐ Madurai Canteen Road 10% Mixture 400m 29th Jan’07 Madurai Vilachery Main Road 10% Mixture 1.2Km March 2005 Madurai Vandiyur Main Road 10 % Mixture 900m October 2005 Ettaiyapuram Near Bharathiyar 10% Mixture 500m 7th August House 2006 Dindugal PSNA College of 10% Mixture 600m 7th July 2007 Engineering Chennai Tirusul road near 10% Mixture 500m 2004 Airport Mumbai Prabhavadi Road 10% Mixture 500m 2004 Tanjore Bharath Petroleum 10% Mixture 2.5Km 2004 Hindpur A.P Supreme Textile Mills 10% Mixture 500m 2005 Pondicherry Near Assembly office 10% Mixture 500m 2004 Trivandrum 10% Mixture 500m 2005

Performance of the Plastic Tar road: The roads were monitored by methods of structural evaluation, functional evaluation and conditional evaluation studies. All roads constructed between the periods of 2002 to 2006 are performing well. Bitumen roads under similar conditions have demonstrated significant degradation. The roads are located across Tamil Nadu in different ambient conditions such as temperature, environmental moisture and rainfall.

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TABLE 25 ‐ TECHNICAL INFORMATION ON PLASTIC ROADS (SOURCE: TCE)

Year laid Unevenness Texture Rebound Skid Field Road (mm number Depth Density Deflection (mm) /km) (mm)

Jambulingam Street 2002 2700 41 0.63 2.55 0.85

Veerabadhra Street 2003 3785 45 0.70 2.62 0.60

Vandiyur road, 2004 3005 41 0.66 2.75 0.84

Vilachery Road, mai 2005 3891 45 0.50 2.89 0.86

Canteen Road, TCE 2006 3100 45 0.65 2.86 0.86

Plain Bitumen Road 2002 5200 76 0.83 2.33 1.55

Tolerance Value ‐‐‐‐‐‐ 4000 <65 .6‐.8 2.86 0.5‐1

According to the studies conducted by TCE:  Skid resistance studies of the five stretches it has been proved that the entire road has good skid resistance values.  Surface texture studies of the five stretches has proved that the roads inside the campus and the other two outside roads have good texture values.  Deflection studies of the five stretches have proved that all the stretches are reasonably strong.  Bump integrator studies of the five stretches has proved that the unevenness index value of these three road sections are nearly to 3000 mm/km, which indicates a good surface evenness.

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Performance Details of the roads with visual evidence has been included in the table below.

TABLE 26 ‐ Plastic Road Surface Conditions (SOURCE: TCE)

Site Name Surface Condition Survey Photo

Jumbulingam road, Chennai 1. No Pot hole (2002) 2. No Cracking Photo Date: 21‐02‐2008 3. No Deformation 4. No Edge Flaw

Veerbadhra Street, 1. No Pot hole Erode(2003) 2. No Cracking Photo Date: 04‐01‐2008 3. No Deformation 4. No Edge Flaw

Vandiyur Main road (2004) 1. No Pot hole Photo Date: 10‐02‐2008 2. No Cracking 3. No Deformation 4. No Edge Flaw

Vilachery Main road (2005) 1. No Pot hole Photo Date: 11‐02‐2008 2. No Cracking 3. No Deformation 4. No Edge Flaw

Canteen road (2006) 1. No Pot hole Photo Date: 01‐03‐2008 2. No Cracking 3. No Deformation 4. No Edge Flaw

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Performance Photos of the earliest roads are shown in the figures below.

FIGURE 36‐ VELACHERRY MAIN ROAD AT MADURAI‐ TAMIL NADU

Laid – March2005 Laid ‐ March 2006

Photo ‐ NOVEMBER 2006

FIGURE 37 ‐ A REPORT APPEARED IN THE DAILY ABOUT THE PERFORMANCE OF PLASTIC TAR ROAD 2007

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FIGURE 38‐ TRISOOL ROAD, CHENNAI

FIGURE 39 ‐ KOVILPATTI (LENIN STREET), TAMIL NADU

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FIGURE 40‐ JAMBULINGAM STREET ROAD AT CHENNAI

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D.13 Information Awareness Brochures

FIGURE 41‐ INFORMATION AWARENESS BROCHURE 1

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FIGURE 42‐ INFORMATION AWARENESS BROCHURE 2

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D.14 References

1. Tamil Nadu Government (http://www.tn.gov.in) 2. Tamil Nadu: Centrally Sponsored Scheme PMGSY (http://www.tnrd.gov.in/schemes/cen_pmgsy_13.html) 3. Pradhan Mantri Gram Sadak Yojana (http://pmgsy.nic.in/) 4. Self Help Groups in Tamil Nadu (http://www.tn.gov.in/dtp/shg.htm) 5. Dr. R. Vasudevan – Utilizaton of Waste Plastic Technology – (http://www.tce.edu/content/utilization_waste_plastic_technology_developed) (http://tce.edu/staff_profile/faculty/MSCAC/rvchem.html)

6. http://www.tnhighways.gov.in/org.html 7. http://www.tn.gov.in/dtp/schemes/Schemes%20‐%20State%20and%20Central%20‐ %20DSVP,%20Tamil%20Nadu,%20India.htm

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E: KARNATAKA CASE STUDY ‐ ADDITIONAL INFORMATION

E.1 PROJECT INFORMATION – SUB URBAN ROAD

Formulation of construction methodology for the bituminous mixes containing reclaimed asphalt materials for low volume roads.

Table 27‐ Karnataka Plastic Road ‐ Project Information 1

Summary of the Project/ The objective of the present study is to formulate construction methodology, based on evaluation and performance studies of Intervention & Objective(s) reclaimed bituminous materials obtained from selected road ways in Karnataka for, the construction of new pavements or to rehabilitate an existing pavement. This educates and encourages engineers and contractors about the effective usage of Reclaimed Asphalt Pavement (RAP) materials in the construction process. In this regard, in order to validate the suitability of reclaimed bituminous materials in the construction of surface course for flexible pavements, overlaying of existing ODR (Chickkanahalli road) at Shivanapura cross, Hoskote Taluk, Karnataka, for a length of 600m is done in association with M/s K K Plastic Waste Management Pvt. Ltd. Bangalore, taking various road and traffic characteristics in to consideration.

Name of the Implementing/ Karnataka State Highways Improvement Project (KSHIP) and Government S K S J Technological Institute in association with

Partnering Agencies M/s K K Plastic Waste Management Pvt. Ltd. Bangalore.

Period of Implementation June 2014

Place/Area of Operation Chickkanahalli Road (ODR), Shivanapura Cross, Hoskote Taluk

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Methodology Stage 1. : Reconnaissance survey and preliminary survey Stage 2. : Characterization of construction material through various laboratory tests. HMA mix design by Marshall method Note: shredded waste plastic is added as rejuvenating agent for the bituminous mix containing 100% of recycled aggregates. Stage 3. : Construction/overlaying of bituminous course. Stage. 4 : Performance evaluation and study

Beneficiaries/Target Group Public/ Citizens

Status Before Implementation Poor riding quality with IRI greater than 3500 mm/km

Cost Reduction Right now it is par with the current practices, however once the technology is implemented in large scale there will be a Status After Considerable reduction in cost component. Implementation

Corruption No comments Reduction

Service Riding quality shows significant improvements Improvement

Difficulties/Challenges Handling RAP material with respect to reclamation and storage.

Lessons Learnt Beneficial to the environment

Current Status Test track has been initiated to evaluate its performance

Physical Yes (Process is patent pending) Infrastructure

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Resource

Human Resource Yes Requirements

Technology/IT Yes (Process is patent pending)

Approximate Cost Contact, M/s K K Plastic Waste Management Pvt. Ltd. of Implementation Bangalore.

Performance Indicators Proposal submitted to KSHIP, in order to evaluate performance

Project Champions Karnataka State Highways Improvement Project (KSHIP) and (Along with Designations) Government S K S J Technological Institute in association with M/s K K Plastic Waste Management Pvt. Ltd. Bangalore.

Contact Person(s) KSHIP Project Director, Dr. Kiran Kumar B V, Shri. Rasool Khan

Other Information ‐ (Awards/Nominations etc.)

Reasons for Replication Reduces environmental burden and cost of road construction.

Sources/Reference Links ‐

Last Updated On ‐

Database Prepared by Karnataka State Highways Improvement Project (KSHIP) and Government S K S J Technological Institute in association with M/s K K Plastic Waste Management Pvt. Ltd. Bangalore.

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The photos below provide a visual of the reclaimed asphalt pavements mentioned in the table above.

FIGURE 43 – RECLAIMED ASPHALT PAVEMENT PHOTOGRAPH

FIGURE 44 ‐ JUNCTION OF RECLAIMED ASPHALT PAVEMENT AND BITUMUNIOUS MIX ROAD PHOTOGRAPH

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E.2 PROJECT INFORMATION – URBAN ROAD

Improvements to road from Ballahally to K Hemmanahally Via Maratikyathanahally road in Mysore Taluk, Mysore District. Table 28 ‐ Karnataka Plastic Road ‐ Project Information 2

Summary of the Project/ Improvements to Road from Ballahally to K Hemmanahally Via Maratikyathanahally road in Mysore Taluk, Mysore Intervention & Objective(s) District. From CH. 0.000 to 5.070 Km. ( Conventional Method Reach From CH. 0.000 to 1.470 Km & Technology road From CH. 1.470 to 3.585 Km & Conventional Method Reach From CH. 3.585 to 5.070 Km ). Pradhan Mantri Gram Sadak Yojana II, PMGSY‐II 2013‐ 2014

Name of the Implementing/ Karnataka Rural Road Development Agency

Partnering Agencies M/s K K Plastic Waste Management Pvt. Ltd. Bangalore.

Period of Implementation September 2013 ‐ August 2014

Place/Area of Operation Ballahally to K Hemmanahally Via Maratikyathanahally road in Mysore Taluk , Mysore District

Methodology Conventional Method Reach From CH. 0.000 to 1.470 Km & Technology road From CH. 1.470 to 3.585 Km & Conventional Method Reach From CH. 3.585 to 5.070 Km Beneficiaries/Target Group Public/ Citizens

Status Before Implementation Damaged Roads, shoulders, earthen shoulders, damaged culvert, fully closed.

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Cost Reduction Right now it is par with the current practices, however once the technology is implemented in large scale there will be a Status After considerable reduction in cost component. Implementation Corruption No comments Reduction

Service Riding quality shows significant improvements Improvement

Difficulties/Challenges Beneficial to environment & Lessons Learnt

Current Status

Physical Yes Infrastructure Resource

Human Resource Yes Requirements

Technology/IT No Additional IT infrastructure required

Approximate Cost ₹ 281.50 Lakhs of Implementation

Performance Indicators

Project Champions Karnataka Rural Road Development Agency (Along with Designations) M/s K K Plastic Waste Management Pvt. Ltd. Bangalore.

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Contact Person(s) Asst. Executive Engineer Project Sub Division, Mysore, Shri. Rasool Khan, KK Plastic, Bengaluru

Other Information ‐ (Awards/Nominations etc.)

Reasons for Replication Environmentally friendly and reduces cost

Sources/Reference Links ‐

Last Updated On ‐

Database Prepared by Asst. Executive Engineer Project Sub Division, Mysore

M/s K K Plastic Waste Management Pvt. Ltd. Bangalore.

FIGURE 45 ‐ MORTH PROJECT ON WASTE PLASTIC MODIFIED BITUMEN NEAR DEVANHALLI, KARNATAKA

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FIGURE 46 ‐ MORTH PROJECT ON NRMB NEAR DEVANHALLI, KARNATAKA

FIGURE 47 ‐ MORTH PROJECT ON PMB NEAR DEVANHALLI, KARNATAKA

FIGURE 48 ‐ MORTH PROJECT ON CRMB NEAR DEVANHALLI, KARNATAKA

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FIGURE 49 ‐ BBMP ROAD MADE FROM WASTE PLASTIC MODIFIED BITUMEN

FIGURE 50 ‐ ARTERIAL BBMP ROAD CONSTRUCTED FROM WASTE PLASTIC MODIFIED BITUMEN

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FIGURE 51 ‐ KK PLASTIC SHREDDING OPERATION AT THE BENGALURU WORKSHOP

FIGURE 52 ‐ SHREDDED PLASTIC EMERGING FROM A UNIT AT THE KK PLASTIC WORKSHOP

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E.3 Memorandum of Understanding

FIGURE 53‐ MOU BETWEEN BBMP: KK PLASTIC

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E.4 PATENT – DRY PROCESS MIXING METHOD

FIGURE 54‐ PATENT – KK PLASTIC

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E.5 BBMP ROAD ESTIMATE

FIGURE 55 ‐ BBMP ROAD ESTIMATE

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E.6 BBMP SUPPLY ORDER

FIGURE 56 ‐ BBMP SUPPLY ORDER COPY

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E.7 GREATER HYDERABAD MUNICIPAL CORPORATION ORDER

FIGURE 57‐ WORK ORDER EXAMPLE – GREATER HYDERABAD MUNICIPAL CORPORATION

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E.8 BBMP SUPPLY ORDERS

FIGURE 58‐ KARNATAKA PWD – RECHIPPING OF ROAD

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FIGURE 59‐ BBMP WORK ORDER

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FIGURE 60‐ BBMP WORK ORDER SAMPLE

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FIGURE 61 ‐ BBMP WORK ORDER

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FIGURE 62‐ BBMP WORK ORDER

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E.9 KARNATAKA POLLUTION CONTROL BOARD CERTIFICATE

FIGURE 63 ‐ STATE POLLUTION CONTROL BOARD CERTIFICATE

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FIGURE 64‐ KSPCB CERTIFICATE

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FIGURE 65 ‐ KSPCB – EXAMPLE OF BUREAUCRACY

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E.10 PUBLIC ENGAGEMENT

FIGURE 66‐ PUBLIC ENGAGEMENT ‐ DOORDARSHAN

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FIGURE 67‐ ENGAGEMENT – SCHOOLS

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FIGURE 68‐ ENGAGEMENT – TECHNICAL INSTITUTIONS

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FIGURE 69‐ RV COLLEGE OF ENGINEERING CERTIFICATE

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E.11 SOCIETAL RECOGNITION

FIGURE 70 ‐ LETTER OF RECOGNITION BY MP

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FIGURE 71‐ MEA PATHBREAKER LETTER

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FIGURE 72‐ UN HUMAN SETTLEMENT PROGRAMME

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E.12 MEDIA COVERAGE

FIGURE 73 ‐ INTERNATIONAL HERALD TRIBUNE COVERAGE

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FIGURE 74‐ BUSINESS ASIA COVERAGE

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FIGURE 75 ‐ THE HINDU COVERAGE

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E.13 LIST OF UPCOMING KRRDA PROJECTS

Table 29 ‐ List of Upcoming Projects in Rural Karnataka: KRRDA

PROFORMA - B PRADHANA MANTRI GRAM SADAK YOJANA-II Name of Road Total Cost as per conventional Technology adopted Sl No Name of District Name of Taluk Package No. Total Length Construction length in Cost Rs in length in Cost Rs in Savings Type of Technology From To Cost including Km Lakhs Km Lakhs NH-207 (Dabasapet- Doddaballapur ) (Via 1 Bangalore (R) Doddaballapura KN-02-111 Bommanahalli Galibilikote, Gundasandra, 8.91 290.48 7.38 249.26 7.38 248.36 0.90 Waste plastic Hanabe, Basappapalya, Mandibyadrahalli, Kestur) Bangalore (R) MDR Mullahally via 2 Kanakapura KN-02-122 Aremegaladoddi 6.48 176.61 5.93 216.41 5.93 215.48 0.93 Waste plastic (Ramanagaram) Gollahalli BBMP limit (Anjanapura MDR 3 Bangalore (U) Anekal KN-03-48 BDA layout) via 5.01 180.63 3.00 103.60 3.00 103.13 0.47 Waste plastic Byaladamaradododdi Kulmepalya, Amruthmahal Soil Aggregate & Waste 4 Bellary Sandur KS 05-78 S.Gollarahatti SovenaHalli 7.35 305.22 6.50 285.60 6.50 275.79 9.81 Plastic Kabballi (MDR) via Open graded Premix Carpet 5 Mysore Gundlupet KN-08-50 Lakkuru Cross 6.68 138.92 6.68 138.15 0.77 Lakkur, shyandralli, with Waste Plastic Open graded Premix Carpet 6 Mysore KN-08-53 Alahalli Honnur (MDR) 1.500 29.46 1.500 29.30 0.17 with Waste Plastic Kagalavadi (MDR) Via Open graded Premix Carpet 7 Mysore Yelandur KN-08-54 Changachalli 5.840 175.42 5.840 174.82 0.60 Gulipura with Waste Plastic 8 Chitradurga Chitradurga KN 10‐73 Issamudra G Hatti Kolahal 9.9 497.03 8.70 430.67 8.70 426.52 4.15 Waste Plastic 9 Davanagere Davanagere KN‐12‐88 Jarikatte Shiramagondanahalli(SH) 10.75 361.76 9.09 278.05 9.09 277.55 0.50 Waste plastic 10 3.00 143.37 3.00 140.73 2.64 Waste plastic Hiregunjal via 11 Dharwad Kundgol KN 13-47 Bagawad 5.20 230.10 4.70 217.80 4.70 214.31 3.49 Waste Plastic Chikkagunjal 12 Gadag Mundaragi KN 14-40 D.Narayanapura Dambala 5.70 252.00 5.20 246.25 5.20 242.05 4.20 Waste Plastic

13 Gulbarga Chincholi Tegaltippi Kondampalli via Gadikeshwa 6.00 226.56 6.00 225.64 0.92 Waste Plastic 14.730 654.32 14 Haveri Savanur KN-17-63 Hesarur Kadakol 5.27 201.01 4.00 242.18 4.00 241.58 0.60 Waste Plastic 15 Hassan Hassan KN-16-74 Holalakere Doddametikere (SH‐102) 3.50 132.7 3.00 124.58 3.00 124.28 0.30 Waste Plastic 16 Hassan Hassan KN‐16‐82 Muddenahally Guddenahally 4.50 182.7 3.30 94.11 3.30 93.74 0.37 Waste Plastic 17 Kolar Mulbagal KN 19-132 Reddihalli Mothakapally 5.97 208.35 4 139.6 4.00 139 0.6 Waste Plastic MDR Beechaganahalli via Kolar Chendur, Dumakundhalli, 18 Gudibanda KN-19-141 Korenahalli 6.50 251.36 4.50 111.37 4.50 110.82 0.55 Waste plastic (Chickballapura) Gangadharapura, Kondavobanahalli Beeruvally (MDR) Via. 19 Anagramuddanahalli Chowdasamudra, 1.50 40.58 1.50 40.06 0.52 Waste Plastic Beekanahally, Arenahally sabbanalli vai kadiluvagilu 20 Mandya Maddur KN-21-76 Madarahalli ( MDR) 7.00 160.32 2.50 11.94 2.50 10.72 1.22 Waste Plastic L.G.doddi and yadaganalli Mandya -Nagamangala road (MDR) via 21 Mandya Mandya KN-21-80 Chakanahalli Gudigenahalli, 5.79 150.86 2.50 11.92 2.50 10.70 1.22 Waste Plastic Ramegowdanakoppalu, & Eregowdanakoppalu Bellale (SH) via 22 Kuppali 1.00 31.52 1.00 31.13 0.39 Waste Plastic M Shettihalli Soil Aggregate + Waste 23 Mysore KR Nagara KN-22-94 Hanumanahalli Gandanahalli (MDR) 5.37 252.50 3.80 140.42 3.80 133.49 6.93 plastic Waste Plastic Kaggere (MDR) via 2.34 75.58 2.34 75.32 0.26 24 Mysore KR Nagara KN-22-95 Hosur kallahalli 6.06 252.20 Kamenahalli 3.72 114.89 3.72 108.40 6.49 Soil Aggregate K Hemmanahally (MDR) 25 Mysore Mysore KN-22-96 Ballahally 5.07 229.77 2.11 10.07 2.11 10.02 0.02 Waste plastic Via Maratikyathanahally 26 Shimoga Shimoga KN-24-103 Muduvala(MDR) Ayanur (NH-206) 8.43 367.44 6.30 278.39 6.30 274.55 3.84 Waste plastic 27 Tumkur C N Hally KN 25-100 MDR-2 Kanive cross (MDR-8) 14.00 548.88 5.00 196.30 5.00 195.55 0.75 Waste plastic 27 Tumkur Korategere KN 25-103 Chimpuganahally Mavatturu Road 6.08 318.94 5.48 189.92 5.48 189.19 0.73 Waste Plastic 28 Uttara Kannada Haliyal KN-27-55 Mainal Kerawad(MDR) 5.36 318.47 2.68 247.11 2.68 246.68 0.43 Waste Plastic 29 Uttara Kannada Haliyal KN-27-56 Agasalkatta Alur.(MDR) 4.30 256.50 2.15 164.96 2.15 164.59 0.37 Waste Plastic 30 Uttara Kannada Joida KN-27-59 Vaijgaon (MDR) Velipkumbeli.(SH) 7.66 463.05 3.83 354.35 3.83 353.72 0.63 Waste Plastic 31 Uttara Kannada Yellapur KN-27-66 Upaleswar (SH) Agarimane 10.10 597.76 5.10 459.15 5.10 458.22 0.93 Waste Plastic 32 Uttara Kannada Yellapur KN-27-67 Tudugini (SH) Bharani 5.45 329.55 2.72 263.47 2.72 263.02 0.45 Waste Plastic 190.44 8170.51 628.69 6043.77 628.69 5986.61 57.14

Use of Plastics in Road Construction

E.14 KRRDA SCHEDULE OF RATES EXAMPLE

Table 30 – KRRDA Schedule of Rates

DATA RATE

Reference Sl.N to MORD Rate Amount Description Unit Qty o specificati (Rs) (Rs) on

Providing, laying and rolling of open‐graded premix carpet of 20mm thickness composed of 13.2 mm to 5.6mm aggregates by using (S‐65) modified bitumen with addition of processed waste plastic of above 8% by weight of bitumen to required layer, grade and 1 level to serve as a wearing course in a suitable plant, laying with a three wheel 80‐100 KN static roller capacity, finished to required level and grades to be followed by seal coat of either Type A or Type B or Type C as per Technical Specification Clause 508.

Bitumen (S‐65)

Unit = sqm

Taking output = 4000 sqm (80 cum)

A Labour

Mate Day 0.52 191.40 99.53

Mazdoor (Unskilled) Day 10.00 191.40 1914.00

Mazdoor (Semi ‐ Skilled) Day 3.00 191.81 575.43

Total 2588.96

B Machinery

Hot mix plant 30/40 t per hour hour 6 4580.0 27480.00

Electrical generator set 125 KVA hour 6 562.00 3372.00

Front end loader 1 cum bucket capacity @ 45 hour 6 624.00 3744.00

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cum/hour

Tipper 5.5 10 t capacity hour 3.64 240.00 873.60

Paver finisher hour 6 786.00 4716.00

Three wheel 80‐100 KN static roller hour 16.00 386.00 6176.00

46361.60 Total

C Material

Bitumen (S‐65) @ 13.432 (14.60 kg for 10 t 5.37 54084. 290431.08 sqm) replaced 8% by plastic waste 00 14.60x0.92=13.432)

Crushed stone chipping, 13.2mm to 5.6 mm cum 108 850.00 91800.00

@ 0.27 cum

Processed waste plastic ie 8% of bitumen = t 0.467 27000. 12609.00

1.168 kg / 10 sqm 00

Total 394840.08

a+b+c 443790.64

D Overheads @ 10% on (a+b+c) 44379.06

Contractor's profit @ 10% on (a+b+c+d) 48816.97

Cost of 4000 sqm = a+b+c+d+e 536986.67

Rate per sqm = (a+b+c+d+e)/4000 134.25

Rate / Sqm x 0.92 123.51

Zone I 124.00

Zone II 129.00

Zone III 139.00

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Zone IV 155.00

Superintending Engineer,

PRE Circle, Mysore.

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E.15 TRIPARTITE TECHNOLOGY AGREEMENT 1

TRIPARTITE TECHNOLOGY

MANAGEMENT AGREEMENT

THIS AGREEMENT is made and executed on this …… day of ……. month , of Two Thousand and Fourteen year, (…/…/ 20 14 ) at Bangalore .

BETWEEN:

Radical Infrastructure, Represented by…………… Having their office at # 1/2, La Citadel Apartments, Flat No.201, Cunningham Cresent Road, Bangalore -560 052.

(Herein after referred to as the Technology Provider)

AND:

Karnataka Rural Development Agency, Represented by: Having its Office at 3 rd floor, “ Grameena Abhivruddi Bhavana ” , Anadarao circle, Bangalore – 560 009.

(Herein after referred to as State Agency)

AND: ……………….. ……………………. (Hereinafter referred to as the Contractor)

1. Whereas the Technology Provider has

expertise in Pavement Construction using RBI Grade 81 Stabili zer . RBI Grade 81 is an inorganic patented material which is mixed

Figure 76 – Tripartite Technology Providers Agreement: KRRDA

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E.16 MORD CLEARANCE ORDER

Figure 77 – Clearance Order for PMGSY‐II in Karnataka

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E.17 KRRDA – INTERNAL COMMUNICATION

Figure 78 ‐ KRRDA Chief Operating Officer Order

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E.18 References

1. Government of Karnataka (https://www.karnataka.gov.in) 2. Directorate of Municipal Administration (DMA) (http://municipaladmn.gov.in); (http://municipaladmn.gov.in/sites/municipaladmn.gov.in/files/pdf/ActsandRules/dma_organizatio n_chart.pdf) 3. Pradhan Mantri Gram Sadak Yojana (http://pmgsy.nic.in/) 4. Karnataka Rural Road Development Agency (http://www.krrda.in) (http://89.238.162.147/krrda.in/(S(1komn155atglbj45yn431545))/KRRDA%20REG‐2013‐14.pdf ) 5. Bruhat Bangalore Mahanagara Palike (http://bbmp.gov.in/home )

Use of Plastics in Road Construction

F: JHARKHAND CASE STUDY ‐ ADDITIONAL INFORMATION

F.1 PROJECT INFORMATION – URBAN ROAD

TABLE 31‐ JHARKHAND PROJECT INFORMATION 1

Construction of Circuit House area (CH Area) Road Summary of the Project/ Construction of Circuit House area (CH Area) road with waste plastics using central mixing plant at Bhuyiandih. Intervention & Objective(s) Road dimension 121.92 meter by 4.65 meter

Name of the Implementing/ Jamshedpur Utilities & Services Company Ltd.

Partnering Agencies Tarapore & Co. Jamshedpur (building and civil construction) and Singh industries Jamshedpur

Period of Implementation 30 November 2011

Place/Area of Operation Circuit House Area (CH area)

Methodology Collection of waste plastics from the source, segregating the waste and shredding the same into 2‐4mm size and mixing the shredded plastic to make a coating over the aggregates used for road construction providing the road a tremendous strength at no extra cost. Plastic gets coated over stone and the hot plastic coated stone is mixed with bitumen (tar) and the mix is used for road laying. Beneficiaries/Target Group Public/ Citizens, Tata Steel ltd.

Status Before Implementation The roads used to get potholes frequently during the rain.

Status After Cost Reduction Saving of approximately 10% of natural resource bitumen is there Implementation which is replaced by waste plastics (107 kgs).

Use of Plastics in Road Construction

Corruption No comments Reduction

Service Quality of road improved and there is significant increase in road Improvement life.

Difficulties/Challenges Collection of waste and its segregation. & Lessons Learnt

Current Status Road is in good condition. No maintenance required.

Resource Physical Yes Requirements Infrastructure

Human Resource Yes

Technology/IT Yes (Use of technology patented by Dr. Vasudevan, Dean Thiagrajar College of Engineering)

Approximate Cost ₹ 1.50 Lakh of Implementation

Performance Indicators No potholes

Use of Plastics in Road Construction

Project Champions Gaurav Anand, Sr. Manager, Quality Assurance, JUSCO (Along with Designations) Pratyush Dandpat, Deputy Manager, JUSCO Santosh Kumar, Road Supervisor, JUSCO

Contact Person(s) Gaurav Anand, Sr. Manager, 09234554945

Other Information ‐ (Awards/Nominations etc.)

Reasons for Replication Only example of privately funded model of plastic roads with environmental benefits Sources/Reference Links ‐

Last Updated On 30th October 2014

Database Prepared by Gaurav Anand, Sr. Manager, 09234554945

Use of Plastics in Road Construction

F.2 PROJECT INFORMATION – URBAN ROAD 2

TABLE 32 ‐ JHARKHAND PROJECT INFORMATION 2

Construction of road at Marine Drive Jamshedpur Summary of the Project/ Construction of road with waste plastics at Marine drive Jamshedpur using central mixing plant at Marine drive. Intervention & Objective(s) Road dimension 21 meter by 7.5 meter.

Name of the Implementing/ Jamshedpur Utilities & Services Company Ltd.

Partnering Agencies Tarapore & Co. Jamshedpur (building and civil construction) and Singh industries Jamshedpur

Period of Implementation 09 December 2011

Place/Area of Operation Marine Drive Jamshedpur

Status Before Implementation The roads used to get potholes frequently during the rain.

Status After Cost Reduction Saving of approximately 10% of natural resource bitumen is there Implementation which is replaced by waste plastics (40kgs).

Use of Plastics in Road Construction

Corruption No comments Reduction

Service Quality of road improved and there is significant increase in road Improvement life.

Difficulties/Challenges Collection of waste and its segregation. & Lessons Learnt

Current Status Road is in good condition. No maintenance required.

Resource Physical Yes Requirements Infrastructure

Human Resource Yes

Technology/IT Yes (Use of technology patented by Dr. Vasudevan, Dean Thiagrajar College of Engineering)

Approximate Cost ₹ 0.50 Lakh of Implementation

Performance Indicators No potholes

Project Champions Gaurav Anand, Sr. Manager, Quality Assurance, JUSCO PratyushDandpat, Deputy Manager, JUSCO (Along with Designations) Santosh Kumar, Road Supervisor, JUSCO

Use of Plastics in Road Construction

Contact Person(s) Gaurav Anand, Sr. Manager, 09234554945

Other Information ‐ (Awards/Nominations etc.)

Reasons for Replication Waste plastic free environment and robust roads

Sources/Reference Links ‐

Last Updated On 30th October 2014

Database Prepared by Gaurav Anand, Sr. Manager, 09234554945

Use of Plastics in Road Construction

F.3 PROJECT INFORMATION – URBAN ROAD 3

TABLE 33 ‐ JHARKHAND PROJECT INFORMATION 3

Title of the study Project

Summary of the Project/ Plastic waste is a major environmental and public health Intervention & Objective(s) problem at Jamshedpur. Plastic shopping or carrier bags are one of the main sources of plastic waste. Plastic bags of all sizes and colors dot the city‘s landscape due to the problems of misuse, overuse and littering. Besides this visual pollution, plastic bag wastes contribute to blockage of drains and gutters, are a threat to aquatic life when they find their way to water bodies, and can cause livestock deaths when the livestock consume them. Furthermore, when filled with rainwater, plastic bags become breeding grounds for mosquitoes, which cause malaria. Burning of these chlorine‐containing substances releases toxic heavy metals and emits noxious gasses like dioxins and furans. They are the most toxic and poisonous substances on earth and can cause a variety of health problems including damage to the reproductive and immune system, respiratory difficulties and cancer. Land filling of plastics into properly designed disposal sites takes up valuable room in the site for a non‐toxic, non‐leachable, non‐ decomposable material. Whether plastic is a menace or not depends how we use it and how we dispose of it minimizing the impacts on the environment. We are collecting the threat(waste plastics) from the source, segregating the waste and shredding the same into 2‐ 4mm size and mixing the shredded plastic to make a coating over the aggregates used for road construction providing the road a tremendous strength at no extra cost. Plastic gets coated over stone and the hot plastic coated stone is mixed with bitumen (tar) and the mix is used for road laying.

Name of the Implementing/ JUSCO and Tarapore Industries Partnering Agencies Period of Implementation 30.11.2011 Place/Area of Operation Jamshedpur city, Jharkhand

Use of Plastics in Road Construction

Methodology The roads can be constructed with plastic wastes (8%) in conjunction with bitumen (92%). This process has 2 way benefits – Reusability of hazardous plastic, which could have otherwise clogged drains, caused flooding, choked animals that eat them. Burying plastic forever into roads is the safest. Polymer‐Modified Bitumen is in use since long. It is approved in the Indian Roads Congress’ Special Publication 53 guidelines, 1999. Reduced penetration and ductility, a higher softening point, less rutting and cold cracking. Marshall Stability value is initially 25% better, later 200‐300% better than unmodified roads. Test samples show 260% improved resistance to water‐soaking, hence ideal for sub‐grade. 100% improvement in fatigue life of roads. Greatly reduced road cracking after 1 year on Bangalore‐Mysore Rd vs. unmodified road. • Step I: Plastic waste made out of PE, PP and PS cut into a size between 2.36mm and 4.75mm using shredding machine. • Step II: Similarly the bitumen is to be heated to a maximum of 1700C to have good binding and to prevent weak bonding. (Monitoring the temperature is very important) • Step III: At the mixing chamber the shredded plastic waste is to be added to the hot aggregate. It gets coated uniformly over the aggregate within 30 Sec, giving an oily look Plastic coated aggregate is obtained. • Step IV: Hot bitumen is then added over the plastic coated aggregate and the resulting mix is used for road construction. The road laying temperature is between 1100C to 1200C. The roller used is 8‐ton capacity.

Beneficiaries/Target Group Tata steel, Citizens of Jamshedpur Status Before Implementation Cost Reduction Rs. 45000/‐ per 4000 sq. meter of the road Status After Corruption Implementation Reduction

Use of Plastics in Road Construction

Service Road life increases 2 times. Improvement

Difficulties/Challenges Collection of plastics, Mixed waste etc. Rainy season etc. & Lessons Learnt Current Status Ongoing Physical Waste plastic recycling unit, where segregation and shredding of Resource Infrastructure plastics take place. Requirements Human Resource 4 workers‐ For segregation of plastics and shredding of plastics. Transportation of shredded plastic is done by the user department. Technology/IT No new technology is required. It can be easily mixed in Central hot mix plant manually.

Approximate Cost Same cost as conventional type. Initial cost would be more due to of Implementation procurement of Plastic shredder.

Performance Indicators Life of the road, Quantity of Plastics used, Saving in Bitumen Project Champions P Dandpat, Manager, Jusco (Along with Designations) Gaurav Anand, Sr. Manager, Jusco

Contact Person(s) Gaurav Anand Other Information Paper presentation (Awards/Nominations etc.) Reasons for Replication Tremendous benefit to the environment and significant improvement in roads Sources/Reference Links Last Updated On 29.10.14 Database Prepared by Gaurav Anand

Use of Plastics in Road Construction

F.4 MOEF GAZZETTE NOTIFICATION

FIGURE 79 ‐ MOEF Gazette Notification

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F.5 PHOTOS OF THE PROJECT

FIGURE 80 ‐ FIRST PLASTIC TAR ROAD IN JHARKHAND (CIRCUIT HOUSE AREA JAMSHEDPUR)

FIGURE 81 ‐ PLASTIC TAR ROAD IN JHARKHAND (MARINE DRIVE AREA JAMSHEDPUR)

Use of Plastics in Road Construction

F.6 References

1. Government of Jharkhand (http://jharkhand.gov.in/)

2. Tata Steel Ltd. (http://www.tatasteelindia.com)

3. Jamshedpur Utilities and Services Company (JUSCO) (http://www.tata.co.in/company/profile/Jamshedpur‐Utilities‐and‐Services‐Company

Use of Plastics in Road Construction

G – INFORMATION FROM THE HIMACHAL PRADESH BAN

G.1 BRIEF OVERVIEW ON PLASTICS ROADS IN HP

Himachal Pradesh Public Works Department is engaged in planning, construction and maintenance of roads, bridges, ropeways and buildings (both residential and non‐residential of various Govt. departments) in the State. The department further executes engineering work on behalf of Local Bodies, Public Undertakings, Boards & other Institutions under Himachal Pradesh Government. The department is divided into four zones namely Mandi Zone, Hamirpur Zone, Shimla Zone and Kangra Zone. All the four zones are headed by Chief Engineers. Headquarters of Shimla Zone is at Shimla, Mandi zone at Mandi, Hamirpur Zone at Hamirpur and Kangra zone at Dharamshala.

Figure 82 ‐ Organization Chart Himachal Pradesh PWD

The Himachal Pradesh Rural Development Department is engaged in the implementation of different rural development, rural roads and poverty alleviation programmes. The roads will be constructed with effective and eco‐friendly technologies. The elected representatives and village community will be involved in the construction, monitoring and maintenance of the roads for transparency in construction and maintenance. The Rural Development department is implementing schemes and

Use of Plastics in Road Construction

programmes like Community Development Programme, Swarnjayanti Gram Swarozgar Yojana, National Rural Employment Guarantee Scheme, Housing Schemes, Total Sanitation Campaign Projects, etc.

Figure 83 ‐ Organization Chart Rural Development HIMACHAL PRADESH

Waste plastics roads had been constructed in between the year 2010 to 2012 before notification on ban on plastics and polythene was issued by the department of environment, science and technology. About 300 kilometres of plastic roads have been constructed in Shimla, Kullu, Hamirpur, Chamba districts.

G.2 BAN ON PLASTICS

The plastic roads are no longer being constructed as plastic is banned in Himachal Pradesh. Himachal Pradesh Non‐biodegradable Garbage (Control) Act, 1995 restricts use of such materials in the state. Following is the list of notifications issued by Environment, Science and Technology department (refer to next section for notifications):

Use of Plastics in Road Construction

TABLE 34 ‐ HP NOTIFICATION ON PLASTIC BAN

S. No. Notification Reference No. Date of Issue Remark

1 STE‐E(3)‐9/2010‐II (26‐06‐2013) 26‐06‐2013 Prohibition of storage, supply and sale of items in the packaging made of non‐biodegradable materials like chips, wafers, biscuits, noodles, etc.

2 STE‐F(4)‐2/2008‐III (28‐09‐2011) 28‐09‐2011 Deferment of prohibition date from 15‐08‐2011 to 02‐10‐2011.

3 STE‐F(4)‐2/2008‐II (19.03.2009) 19‐03‐2011 Ban on plastics and penalties as applicable.

4 STE‐F(4)‐2/2008,(13.08.2009) (Hindi 13‐08‐2009 Deferment of prohibition date Version) from 15‐08‐2009 to 02‐10‐2009.

5 STE‐F(4)‐2/2008,( 07.07.2009) (Hindi 07‐07‐2009 Complete ban on plastics use and Version) penalties as applicable.

6 STE‐A(3)‐4/2003,( 04.06.2004) 15‐06‐2004 Re‐enforcement of ban on Corrigendum in Entry no. 9 and 10 plastics. Corrigendum in Entry no. 9 and 10.

7 STE‐A(3)‐4/2003 (04.06.2004) 04‐06‐2004 Re‐enforcement of ban on plastics.

8 STV(Env.)A(10)‐4/92‐1 (19.07.2000) 19‐07‐2000 Governor authorising Sub Divisional officers (Civil) to impose penalties in case of violation of plastic ban within their jurisdictions.

9 STV(Env.)A(10)‐4/92‐1 (24.12.1998) 24‐12‐1998 Governor authorising District Food & Supply Controllers, District Food & Supply Inspectors, Food& Supply Grade I & II inspectors and Weights & Measures inspectors to

Use of Plastics in Road Construction

impose penalties in case of violation of plastic ban within their jurisdictions.

10 STV(Env.)A(10)‐4/92‐1 (19.12.1998) 19‐12‐1998 Governor authorising Assistant Commissioner, Sanitary Inspectors in Shimla Municipal Corporation, Secretaries of Nagar Panchayats and Sanitary inspectors in Municipal Councils to impose penalties in case of violation of plastic ban within their jurisdictions.

11 STV(Env.)A(10)‐4/92‐1 (10.12.1998) 10‐12‐1998 Imposing ban on plastics from 1st Jan 1999.

12 EDN(S&T)A(3)‐5/98 (26.11.1998) 26‐11‐1998 Imposing ban on plastics from 1st Jan 1999.

13 STV(Env.)A(10)‐4/92‐1 (26.11.1998) 26‐11‐1998 Imposing ban on plastics from 1st Jan 1999.

14 STV(Env.)A(10)‐4/92‐1 (31.08.1998) 31‐08‐1998 Imposing ban on plastics from 31st Aug 1998.

G.3 BAN Notification

The section provides samples of notification on the government ban in HP on the use of plastic from 2009 onwards.

1. Date of Issue 26‐Jun‐2013 (STE‐E(3)‐9/2010‐II)

Use of Plastics in Road Construction

FIGURE 84 ‐ HP BAN NOTIFICATION JUNE 2013

Use of Plastics in Road Construction

2. Date of Issue 28‐Sep‐2011 (STE‐F(4)‐2/2008‐III)

FIGURE 85 ‐ HP NOTIFICATION ON TWO MONTH DEFERMENT OF PROHIBITION OF PLASTICS USE SEPTEMBER 2011

Use of Plastics in Road Construction

3. Date of Issue 19‐Mar‐2011 (STE‐F(4)‐2/2008‐II)

FIGURE 86 ‐ HP BAN NOTIFICATION ON THE USE OF PLASTIC MARCH 2011

Use of Plastics in Road Construction

4. Date of Issue 13‐Aug‐2009 (STE‐F(4)‐2/2008)

FIGURE 87 ‐ HP NOTIFICATION ON ONE MONTH DEFERMENT OF BAN AUGUST 2009

Use of Plastics in Road Construction

5. Date of Issue 07‐Jul‐2009 (STE‐F(4)‐2/2008)

FIGURE 88 ‐ HP NOTIFICATION ON COMPLETE BAN ‐ JULY 2009

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G.4 References

1. Government of Himachal Pradesh (http://himachal.gov.in/)

2. Department of Environment, Science and Technology, Government of Himachal Pradesh. (http://desthp.nic.in/)