e-ISSN 2277-2685, p-ISSN 2320-976

IJESR/August 2014/ Vol-4/Issue-8/602-612

Megha Nema et. al./ International Journal of Engineering & Science Research

USE OF CHINA CLAY WASTE IN SEMI DENSE BITUMINOUS CONCRETE

Megha Nema*1, Prof. R. Jain2, Prof. R.K.Grover2
1
M.E Student (Geo-technical Engg.), Dept. of Civil Engineering, Jabalpur Engineering College, Jabalpur (M.P), India.
2
Assoc. Prof, Dept. of Civil Engineering, Jabalpur Engineering College, Jabalpur (M.P), India.

ABSTRACT
Every year India produces over 300 million ton industrial and agricultural waste. In recent years, many countries around
the globe have started showing their interest in utilizing this Industrial waste in road construction activity. Globally
various researches have been conducted by Scientists and Engineers to understand the use of this waste material in road
construction with the key objectives of effective disposal of these materials to save environment and also to reduce
overall road construction cost without impacting construction quality. This paper provides insight on replacement of
fine aggregate with the industrial waste coming from China clay industries in bitumen mix. The main purpose of this
paper is to evaluate the suitability of China clay waste as a fine aggregate in Semi- Dense Bituminous Concrete. In road
construction, Bituminous concrete mixes with China clay sand to prepare. The amount of optimum binder content was
determined by Marshall Stability test for samples. The mechanical performance has been determined for Marshall
Stability, deformation behaviour or flow, as well as for density and void characteristics base on prevailing Indian
standards specifications. Results show that the stability values and other parameters of samples containing China clay
waste have produced improved quality in comparison to conventional mineral aggregate, thats why use of China clay
sand as fine aggregate over bituminous concrete mixture is recommended. This replacement of conventional material like
stone dust of Bituminous concrete by China clay sand will have major environmental benefits as well.

Keywords: China clay sand, SDBC, Marshall test, Optimum binder content.
1. INTRODUCTION
As the world population grows, so do the amount and type of waste being generated. Many of the wastes produced today
will remain in the environment for hundreds, perhaps thousands, of years. The creation of non decaying waste materials,
combined with a growing consumer population, has resulted in a waste disposal crisis. One solution to this crisis lies in
recycling waste into useful products. Research into new and innovative uses of waste materials is continually advancing.
Many highway agencies, private organizations, and individuals have completed or are in the process of completing a
wide variety of studies and research projects concerning the feasibility, environmental suitability, and performance of
using recycled products in highway construction. These studies try to match society's need for safe and economic
disposal of waste materials with the highway industry's need for better and more cost-effective construction materials.
The ever increasing economic cost and lack of availability of natural material have opened the opportunity to explore
locally available waste material. If industrial waste materials can be suitably used in road construction, the pollution and
disposal problems may be partially reduced. In this study china clay waste is used in semi dense bitumen concrete.
China clay (Kaolin) waste is a product after purification of china clay from their ore which is one of the major waste
materials. To produce one ton pure china clay eight to nine ton waste generates. Kaolin is an important raw material in
various industrial sectors. However the kaolin mining and processing industry generates large amounts of waste. The
kaolin industry, which processes primary kaolin, produces two types of wastes. The first type derives from the first
processing step (separation of sand from ore).The second type of waste results from the second processing step, which
consists of wet sieving to separate the finer fraction and purify the kaolin.
In roadway transportation system, highway can be differentiated functionally and structurally. According to functional
classification it may be National Highways, State Highways, Major District Road, Village Road etc and according to
structural classification it is rigid and flexible. It should be noted that major portion of highway in our country is
flexible. Generally flexible pavement is preferred in many cases over rigid pavement because in flexible pavement,

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 Megha Nema et. al./ International Journal of Engineering & Science Research

material and construction cost are low and these material is locally available. At the same time it can be easily
constructed and maintained and upgraded. Semi-dense bituminous concrete is the most commonly used pavement
material due to its construction procedures. Semi dense bituminous concrete is use as a wearing course and shall not be
laid directly over WBM or any granular base.
The study of china clay waste can determine whether it is suitable to be used in asphalt mixture. Moreover, it may reduce
the cost of road construction, Other than that, this study will increase the awareness about environment problem which
cause by disposal industrial waste.

2. BACKGROUND LITERATURE
A Experimental study of partial replacement of fine aggregate with waste material from china clay industries " This
paper deals with partial replacement of fine aggregate with the industrial waste from China Clay industries. The
compressive strength, split tensile strength and flexural strength of conventional concrete and fine aggregate replaced
concrete are compared.
In this paper the researchers concluded that -
From the results of experimental investigations conducted it is concluded that the waste material from china clay
industries can be used as a replacement for fine aggregate. It is found that 30% replacement of fine aggregate by
industrial waste give maximum result in strength and quality aspects than the conventional concrete. The results proved
that the replacement of 30% of fine aggregate by the industrial waste induced higher compressive strength, higher split
tensile strength and higher flexural strength. Thus the environmental effects from industrial waste can be significantly
reduced. Also the cost of fine aggregate can be reduced a lot by the replacement of this waste material from china clay
industries [1].
One more study was carried by Brijesh kumar (2013) JEC Jabalpur Marshall retained stability of BC mix used in road
construction by adding cellulose fiber. He added cellulose fibre to bituminous concrete mix and evaluate the various
mix properties like Marshall Stability, flow value, bulk density, void in the mix and VFB and the result indicates that
flexible pavement with high performance and durability can be obtained with 0.5% Cellulose fibre in Bituminous
concrete [2].
Use of industrial waste products in village road construction" in this paper the researchers concluded that
Fly ash is an effective agent for chemical and/or mechanical stabilization of soils. By improving sub grade conditions by
using fly ash, promotes cost savings through reduction in the required pavement thickness. Fly ash can be used as
mineral filler in hot mixed asphalt (HMA) paving applications.
Cement kiln dust can be used to improve the properties of soil in situ, and as an activator in pozzolanic stabilised base
mixtures. The adsorptive capacity and cementetious properties of cement kiln dust allow it to reduce the moisture content
and increase the bearing capacity of the soft soil.
Cement kiln dust can be mixed with soil to modify plastic limits or moisture content to provide the desired stabilized
properties [3].

3. EXPERIMENTAL MATERIALS
Asphaltic Concrete: Asphaltic concrete is a combination of the aggregates and bitumen. This is a high-quality pavement
surface. Surface layer consist of two layers which is namely binder course and wearing course. Binder course is used to
distribute the load to the road base and provide a flat surface to construct the wearing course. While the wearing course is
a top layer that have to provide resistance to the loading of tyres and effect of the environment. They must also offer skid
resistance in wet weather as well as a comfortable vehicle ride. Besides that, it is resistance to rutting, cracking and
waterproof, except in case of porous asphalt.
Asphaltic concrete must provide a stable, safe and durable road surface. Quality of asphaltic concrete depends on the
quality of aggregate, bitumen, the construction process and the mix design process. The materials used to construct
asphaltic concrete are the aggregates, bitumen and filler.

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Asphaltic Concrete Materials

The materials commonly used in the production of asphaltic concrete mixture are
Bitumen
Aggregates
Filler
Aggregates form the major portion of pavement structure and they form the prime materials used in pavement
construction. Aggregates have to bear stresses occurring due to the wheel loads on the pavement and on the surface
course they also have to resist wear due to abrasive action of traffic. These are used in pavement construction in cement
concrete, bituminous concrete and other bituminous constructions and also as granular base course underlying at the
superior pavement layers. Therefore the properties of the aggregates are of considerable significance to the highway
engineers.
Coarse Aggregates: The coarse aggregates are consists of crush rock material retained on 2.36mm sieve. Aggregate was
obtained from a local quarry at Jabalpur. The Coarse Aggregates from crushed Basalt rock, is being used. Most of the
road aggregates are prepared from natural rock. To ensure that the aggregate meets all the criteria required in a mixture of
bitumen. The coarse aggregate should have good crushing strength, abrasion value, impact value. Aggregates have to
bear stresses occurring due to the wheel loads on the pavement and on the surface course they also have to resist wear
due to abrasive action of traffic. Coarse aggregate should be screened crushed rock, angular in shape, free from dust
particles, clay, vegetations and organic matters.
Table 1: Physical properties of Aggregate
Description of Test Test Method Test Result Specification as per MORT& H
Observed Table-500-18
Aggregate Impact value (%) IS-2386 (P-IV) 17.4% Max 24%
Aggregate Crushing value (%) IS-2386 (P-IV) 20.17 Max 10-25
Los Angle Abrasion value (%) IS-2386 (P-IV) 18.8 Max 30%
Flakiness and elongation Index (%) IS-2386 (P-I) 27.66 Max 30%
Water absorption (%) IS-2386 (P-III) 0.91 Max 2%
Specific gravity IS-2386 (P-III) 2.767 NA
Stripping (%) IS-6241-1971 98% Minimum retained coating 95%
Table 2: Specific Gravity of Aggregates
Size of Material Specific Gravity Water Absorption %
10 mm 2.767 0.911
6 mm 2.742 0.919
Stone Dust 2.657 0.972
China Clay Waste 2.510 1.12
Fine Aggregates: Fine aggregates as that pass 2.36 mm sieve and retained on 0.075mm sieve. Aggregate for HMA are
generally required to be hard, tough, strong, durable etc shall consist of 100% crushed, manufacture, sand, resulting from
crushing operation. The fine aggregate shall be clean, hard, durable of fairly cubical shape and composition of
bituminous concrete pavement layers and free from soft pieces organic or other deleterious substance. The fine aggregate
shall be non plastic. The purpose of the fine aggregate is to fill the voids in the coarse aggregate. China clay waste is used
in this research.
Binder: Bitumen is defined as a tarlike mixture of hydrocarbons derived from petroleum naturally or by distillation and
used for road surfacing and roofing Bitumen is a, black and highly viscous liquid or semi-solid form of petroleum. It may
be found in natural deposits or may be a refined product. The primary use (70%) of asphalt/bitumen is in road
construction, where it is used as the glue or binder mixed with aggregate particles to create asphalt concrete. Bituminous
materials are very commonly used in highway construction because of their binding and their water proofing
properties. Viscosity grade bitumen VG 30 used as a binder in this research for preparation of mix, whose specific
gravity was 1.03. Its important property as per Indian standard code specification for paving bituminous IS: 73 (2007)
was used.

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Table 3: Physical Properties of Bitumen

S.No. Description of Test Test Method Test results Observed Specification as
per IS: (2007)
1 Penetration Value of bitumen IS : 1203 58.67 50-70 mm
2 Ductility IS : 1208 93.3 Min. 40 Cm
3 Specific Gravity IS : 1202 1.03 Min 0.99
4 Softening Point IS : 1205 53.5 >47oC
5 Viscosity at 135oC IS : 1206 13.2 Minimum 350 CST
Mineral Filler: Filler is fine dust which was used in a mixture of asphaltic concrete pavement. Mineral filler consists of,
very fine, inert mineral matter that is added to the hot mix asphalt, to increase the density and enhance strength of the
mixture. These fillers should pass through 75m IS Sieve. Fillers may be limestone dust, cement, stone dust, brick dust,
silica fume or marble dust and its function is to fill up the voids. Filler can make the bitumen becomes harder and stiffer.
This will cause least possible of deformation occurs due to the traffic load. The filler use is fully dependent on the
amount of filler added and on its particle shape, size and grading. The filler shall be free from organic impurities. In this
research lime and china clay dust is used as filler.
China clay waste: China clay waste is the spoil resulting from the production of china clay. It is largely produced in the
Kutch district of Gujarat region of India, for every tone of china clay produced an average of 9 tons of waste are
produced. China Clay by-products have properties similar to primary aggregates. In particular the better quality stent has
properties not dissimilar to crushed granite. In this research the source of china clay waste is Ashapura Minechem Ltd.
Mumbai India.
Composition of china clay waste:
Sand
sand is the waste produced by the extraction of china clay , the coarse sand is not only the largest component, but also
that with the most desirable engineering properties , The sand is largely composed of quartz (85-88%), with smaller
proportions of tourmaline ( 9-11%), feldspar (2-3%) and mica (1-2.5%). It is quartzite sand which is chemically inert;
even if it did contain any soluble salts, most would be rapidly leached out of such a free-draining material. A typical
chemical analysis is given in table 4.
Stent
The stent which can vary in size from < 100mm to tin excess of 2m in diameter, essentially consist of massive quartz,
quartz/tourmaline and partially kaolinized granite. The irregular distribution of these materials within the rock mass
inevitably gives rise to variability in the waste.
Typical properties reported by Hocking(1994) are:
saturated TFV 75-150kN
magnesium sulphate soundness value 70-90%
soluble sulphate content <0.1%
Table 4: Chemical Composition of China Clay Sand

Component Composition %
SiO2 75 - 90
Al2O3 5-15
Fe2O3 0.5 - 1.2
TiO2 0.05 - 1.2
CaO 0.05-0.05
K2O 1 - 7.5
Na2O 0.02 - 0.75
MgO 0.05 - 0.5
Loss in ignition 1.2

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 Megha Nema et. al./ International Journal of Engineering & Science Research

4. EXPERIMENTAL PROGRAM
Marshall Method
Marshall Method was introduced by Bruce Marshall of the Mississippi State Highway Department. In general, the
Marshall Method is applied with penetration bitumen or viscosity grade bitumen. The mixes should contain aggregate
with size less than 25mm. It requires the preparation and evaluation of a series of tests with different bitumen content of
each other. The Marshall test uses standard cylindrical test specimen that are 10 cm diameter by about 7.5cm high. The
specimens are prepared using a prescribed procedure for heating, mixing and compacting the bitumen-aggregate
mixtures. The two principle features of the Marshall method of mix design are a density-voids analysis and a stability-
flow test of the compacted test specimens. The stability test is a type of unconfined compressive strength test in which
the test specimen is compressed radially at a constant rate of strain of 50mm per minute at 60C.
The Marshall stability of each test specimen is the maximum load resistance in Newton that the specimen develops,
whilst the Marshall Flow value is the total movement or strain occurring in the specimen between no load and maximum
load during the stability test. The optimum binder content then selected for design is essentially a compromise value
which meets specified requirement for stability, deformation and void content.
The coarse aggregates, fine aggregates and the filler material should be proportioned and mixed in such a way that final
mix after blending has the gradation within the specified range. The specified gradation of mineral aggregates and
bitumen as per IRC 29-1968.The aggregate and filler are mixed together in the desired proportion as per the design
requirements and fulfilling the specified gradation. The required quantity of the mix is taken so as to produce compacted
bituminous mix specimen of thickness 63.5 approximately. Approximately 1200g of aggregate and filler are taken and
heated to a temperature of 1750 to 1900C. The bitumen heated to temperature of 1200C to 1380C and the required quantity
of first trial percentage of bitumen (5% by weight of mineral aggregate is added to the heated aggregate and mixed
together. The mixing temperature about 1600C. The mix is placed in mould and compacted by rammer with 75 blows on
each side. Then the sample was extracted and heat at 600C according to the standard procedure. The dry blending method
used in which the hot aggregates mixed with filler in the prescribed quantities and then binder added to the mix in respect
to bitumen content 4.5% , 5% and 5.5 % .
The summary of Marshall Method mix design consists of the following step
1. Prepare a series of test specimens for a range of different binder content.
2. Determine the bulk density of each specimen.
3. Calculate the percentage of air voids in each compacted specimen.
4. For each specimen, calculate the percentage of voids in the compacted mineral aggregate framework.
5. Determine the Marshall Stability and Flow of each specimen.
6. Correct the measured stability values. and prepared separate graphical plots for binder content versus each of the
following;
Stability,
Flow value,
GMB (Bulk sp. Gravity ),
Voids in mineral aggregates (VMA),
Air voids content,
VFB (voids filled with bitumen).
8. Determine the optimum bitumen content.
9. Check that the optimum binder content.

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Table 5: Aggregate proportion for semi dense bituminous concrete

Blending
Aggregate Proportion For Semi Dense 10 mm. Aggregate = 23 %
Bitumen Concrete 6 mm. Aggregate = 45%
China Clay Waste = 30%
Filler = 2%
AVERAGE PERCENTAGE OF BY BLENDING Total Specified Limit as per
GRADATION MORT&H
IS 10 6mm China Filler 10 6 China Filler Lower Mid Upper
Sieve mm. clay mm. mm. clay 100% Limit Limit Limit
Size in waste waste
mm. 23% 45% 30% 2%
13.2 100 100 100 100 23 45 30 2 100 100 100 100
9.5 60.37 100 100 100 13.86 45 30 2 90.86 90 95 100
4.75 2.7 28.77 100 100 0.621 12.96 30 2 45.58 35 43 51
2.36 0.00 2.85 85.98 100 0.00 1.30 25.79 2 29.10 24 31.5 39
1.18 0.00 1.13 50.83 100 0.00 0.51 15.25 2 17.76 15 22.5 30
0.300 0.00 0.60 32.00 100 0.00 0.27 9.60 2 11.87 9 14 19
0.075 0.00 0.00 7.40 93.15 0.00 0.00 2.22 1.86 4.08 3 5.5 8

Fig 1: Gradation curve of aggregates with china clay

MARSHALL TEST DATA
Table- 6: Marshall Test data for china clay waste Proving Ring Calibration Factor = 6.230kg/Div.

S. No. % of Wt. in Wt. in S.S.D. Vol. (GMB) Reading Load Volume Corrected Flow
Bitumen Air Water Wt. In Bulk Correction Load
by wt. of Air Density
mix.
1 4.5 1228 718 1236 518 2.370 150 935 1.00 935 2.3
2 1226 713 1233 520 2.357 150 935 1.00 935 2.5
3 1225 714 1232 518 2.364 155 966 1.00 966 2.5
Avg. 2.363 946 946 2.43
1 5 1240 726 1246 520 2.384 160 997 1.00 997 3.0
2 1242 730 1248 518 2.397 165 1028 1.00 1028 2.8
3 1246 727 1245 520 2.393 160 997 1.00 997 2.5
Avg. 2.391 1008 1008 2.77
1 5.5 1237 720 1240 518 2.378 140 872.2 1.00 872.2 3.4
2 1240 729 1245 516 2.403 145 903.35 1.00 903.35 3.1
3 123 718 1238 520 2.375 140 872.2 1.00 872.2 3.2
Avg. 2.385 883 883 3.24

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 Megha Nema et. al./ International Journal of Engineering & Science Research

Table 7: Marshall Test data for stone dust Proving Ring Calibration Factor = 6.230kg/Div
S. No. % of Wt. in Wt. in S.S.D. Vol. (GMB) Reading Load Volume Corrected Flow
Bitumen Air Water Wt. In Bulk Correction Load
by wt. of Air Density
mix.
1 4.5 1240 734 1248 514 2.412 130 810 1.00 810 3.3
2 1242 731 1249 518 2.397 130 810 1.00 810 3.3

3 1240 734 1246 512 2.421 125 779 1.00 779 3.5
Avg. 2.410 800 800 3.37
1 5 1248 738 1254 516 2.418 140 872.2 1.00 872.2 2.6
2 1245 739 1252 513 2.426 150 935 1.00 935 2.3
3 1248 737 1255 518 2.409 150 935 1.00 935 2.5
Avg. 2.417 914 915 2.46
1 5.5 1245 742 1251 508 2.450 160 997 1.04 1037 3
2 1250 737 1255 518 2.413 165 1028 1.00 1028 2.5
3 1248 735 1253 520 2.409 160 997 1.00 997 2.8
Avg. 2.420 1021 1021 2.77
1 6.0 1250 737 1253 516 2.422 155 966 1.00 966 3.2
2 1255 738 1258 520 2.413 155 966 1.00 966 2.8
3 1258 741 1261 520 2.419 150 935 1.00 935 3.5
Avg. 2.418 956 956 3.17
Table 8: Average Marshall Properties of Samples with China Clay Waste

Bitumen Content (%) GMB Air Voids VMA VFB Stability Flow
( gm/cc ) (%) (%) (%) (Kg) ( mm )
4.5 2.363 6.08 15.48 60.72 946 2.43
5 2.391 4.28 15 71.5 1008 2.77
5.5 2.385 3.79 15.62 75.71 883 3.24

Table 9: Average Marshall Properties of Samples with Stone Dust

Bitumen Content GMB Air Voids VMA VFB Stability Flow
(%) (gm/cc) (%) (%) (%) (Kg) (mm)
4.5 2.410 5.5 15.45 63.81 800 3.37
5 2.417 4.54 15.42 70.55 915 2.46
5.5 2.420 3.74 15.60 76 1021 2.77
6 2.418 3.05 16.28 80.26 956 3.17

Table 10: Marshall Parameter as per MORT&H 2012. [5-6]

S. No Marshall Parameters Specified Range MORT& H 2012
1 Stability Min.840kg
2 Bulk density -
3 Air voids 3-5
4 Flow value 2-4
5 VFB 65-78
6 VMA Min. 13

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Test Properties Curves For Bituminous Mix Design Data By The Marshall Method

Fig 2: Gmb vs Bitumen content

Fig 3: Air voids vs Bitumen Content

Fig 4: Vma vs Bitumen Content

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 Megha Nema et. al./ International Journal of Engineering & Science Research

Fig 5: Vfb vs Bitumen Content

Fig 6: Stability vs Bitumen Content

Fig 7: Flow vs Bitumen Content

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 Megha Nema et. al./ International Journal of Engineering & Science Research

5. OPTIMUM BINDER CONTENT ANALYSIS

Table 11: Determination of optimum binder content
Marshall Properties Stone dust China clay waste
Binder content at maximum Density 5.5 5
Binder Content at Maximum Stability 5.5 4.95
Binder Content at 4% air Voids 5.3 5.2
Binder Content at 14 % VMA 5.1 5
Binder Content at 71.5% VFB 5.2 5.03
Binder Content at 3mm Flow 5.8 5.25
Optimum Binder Content (%) 5.4 5.07
6. RESULTS AND DISCUSSION
Fig 2 to Fig 7 represents a graphical comparison of Marshall Properties Between stone dust mix and china clay waste
mix. It was noted that the china clay sand meet all minimum requirement as per MORT&H specification as a fine
aggregate in SDBC.
6.1 Optimum Binder content:The optimum binder content for specimen containing china clay waste was estimated to
be 5.07% and that for the sample containing stone dust came out to be 5.4%. optimum bitumen content clearly indicate
that with the use of china clay waste mix , the quantity of bitumen needed for a good mix can be reduced by 0.33 %
of the total weight. It is a good saving of natural resources.(table 11)
6.2 Marshall stability value: Marshall stability value (kg), flow value (mm) were obtained for conventional mix and
china clay sand added mix of varied percentage of bitumen.( table 8 &9).
For an effective asphalt pavement, the flow value should be in the range 2-5 and Marshall stability is more than 840 kg.
the results obtained for china clay added mix is within this range. On comparison between china clay waste and stone
dust, it is found that Marshall Stability of China clay waste mix is 10.16% (1008kg) greater than that of stone dust mix
(914kg) at 5% bitumen content but at 5.5 % bitumen content, stability of stone dust mix is greater than china clay sand
mix.
The following observation are made.
For all the samples, the density increases till its maxima and then decreases for all mixes. But, stone dust has greater
density (2.42 gm/cc) than China clay sand(2.391gm/cc) (Fig.2)
The percentage of air voids in the mix decreases for both mixes as the bitumen content increases. This is expected
since the bitumen will fill the voids in the aggregate matrix. According to MORT&H criteria, voids in the mix must
range from 3% to 5%. For Both china clay waste and stone dust have air voids within the limits of 3-5%. Hence, it can
be use for SDBC (Fig.3)
Flow values of the mixes of both materials are within the limits and hence china clay can be used in SDBC as a fine
aggregate. China clay waste mix shows continuous increase in flow values. (Fig,7)
Marshall Stability of China clay waste mix is 10.16% greater than that of stone dust mix at 5% bitumen
content.(fig.6)
Quantity of bitumen needed can be reduced.

7. CONCLUSION
In the present study , the Important was to use industrial waste material in semi dense bituminous concrete mix and to
evaluate the various mix properties like Marshall stability, flow value, Bulk density, Void in the mix and VFB.
We concluded that If china clay is used instead of stone dust as a fine aggregate in semi dense bitumen concrete mix,
Then at low bitumen content also the stability can be achieved. The usage of china clay waste in SDBC showed fairly
good results in this study. Hereby, it is suggest that the use of china clay waste as a fine aggregate in bituminous mix can
be apply in rural roads. This is because these roads receive traffic load much lower compared to federals roads or
highways.

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REFERENCES
[1] Seeni, Selvamony C, Kannan SU, Ravikumar MS. A Experimental study of partial replacement of fine aggregate
with waste material from china clay industries.
[2] Kumar B. Cellulose fiber as a stabilizing additive in bituminous concrete, 2013.
[3] Sen T, Mishra U. Usage of industrial waste products in village road construction, June 2012.
[4] Bhimani P. Performance of Concrete with China Clay (Kaolin) Waste.
[5] IRC :29-1988 Specification for Semi Dense Bituminous Concrete for Road Pavement.
[6] Manual for construction and supervision of bituminous works, MORT & H, IRC, New Delhi, 2001.

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