ABSTRACT

Increase in population leads to the use of more plastic in a day to day life
and the road transport is also increased. Disposal of large consumed
plastics cause an environmental pollution as they are considered non-
biodegradable materials.

The objective of this experimental study was partially replacement of

plastic wastes mixing with asphalt bitumen in road construction to
improve the performance(quality) of the road and to minimize the cost
of bitumen spend for road construction in addition to solving disposal
problems.

The experimental study began with collection of waste plastics. The

waste plastics, then washed, dried and cut in desired shapes. Bitumen
test, aggregate test and marshal mix design were held during the study.
The plastic modified asphalt requires three aggregates (aggregate 10mm,
aggregate 20mm and aggregate 40mm sizes) having different gradation
to produce an aggregate blend that meets gradation specification for
particular mix. The different aggregates mixed and heated at 170°C,
transferred to the chamber. Similarly, the bitumen and plastic heated
together at 170°C, then mixed with the hot aggregate to get strong
binding. Marshal mix design started with 15%, 20%, 25% ,30%and
35% of plastic wastes by weight of the conventional asphalt bitumen
mixing with the prepared aggregate in hot mix. The marshal test
designed to determine the optimum plastic content and bitumen content
added to the specific aggregate bled resulting mix where the desired
properties strength and durability were met.
The result indicates that, partially replacement of waste plastics in
asphalt mix has 35% higher stability than the conventional bitumen only.
Generally, plastic wastes can be used as modifier for asphalt mix to
improve the performance of the mix design as well as sustainable
management of plastic wastes.

Key words: plastic waste, optimum plastic content, optimum bitumen

content, marshal properties.
 INTRODUCTION

Due to increasing demand in highway construction, scientists and

researchers are constantly trying to improve the performance of bitumen
pavement. Asphalt concretes are widely used in pavements. Permanent
deformation happens when pavement does not have sufficient stability,
improper compaction and insufficient pavement strength.

Recycling waste into useful products is considered to be one of the most

sustainable solutions for this problem.

A. Problem Statement
 The high costs of bitumen spend for road construction and the low
performance (stability) of roads.
 The huge discarded plastic wastes that cause environmental
pollution.

B. Objective
 Partially replacement of waste plastics in bituminous mixes as road
construction material

 To minimize the cost of bitumen spend for road construction

 To compare the stability of conventional bitumen mix with plastic

modified bitumen mix. To identify the optimum percent of waste
plastic to be added in the hot mix asphalt To protect the
environment pollution due to waste plastics.
 LITRETURE REVIEW
A. Introduction

For many years, researchers have experimented with modified bitumen

mainly for road construction. It’s proven that the addition of certain
polymer additive to asphalt mix can improve the performance of road
pavement.

The study was investigated using polyethylene as one sort of polymers

to enhance asphalt mixture properties, two types of polymers in two
states were added to coat mix aggregates
(Grinded and not grinded low density Polyethylene (LDPE) and
high density Polyethylene (HDPE)). Optimum bitumen content (OBC) is
first determined using Marshal mix design procedure then seven
proportions of polyethylene of each type and state by weight of OBC
were selected to be tested (6, 8, 10, 12, 14, 16 and 18%). The tests
include the determination of bulk density, stability and flow [1&2].

Another study was reported that the incorporation of waste polymeric

packaging material(WPPM) in the bituminous mixes enhances
pavement performance as well as protect the environment. Study
includes reusing milk bags and other HDPE based carry bags as
additives in bituminous mixes. Results revealed that the optimum dose
of WPPM is0.3% to 0.4% by weight of asphalt mix. Higher dose lead to
undesirably higher stiffness of mix. It’s found that using of WPPM in
bituminous mixes substantially improving performance properties which
include reduction in rutting and deformation values[2, 3&4].The
addition of polymers typically exhibit improved durability, greater
resistance to permanent deformation in the form of rutting and thermal
cracking. Besides, it increases stiffness and decreased fatigue damage.
Waste plastic bags (WPB) which is mainly composed of Low Density
Polyethylene (LDPE) has been found to be one of the most effective
polymer additives which would enhance the life of the road pavement
and also solve many environmental problems [5&6].
 METHODOLOGY

A. Selection and Collection of Plastic Materials

Plastic waste materials used for packaging of drinking water in small

plastic bottles. These water plastic bottles are very low in cost and are
highly available near bus stations, eating places, river side and many
other busy locations. Also the disposal of this non- decaying and non-
biodegradable waste Polythene’s is a big problem for the present society.
So, Plastics used in these experiments were polythene material of these
water bottles collected from the discarded place.

B.Selection of Aggregate Gradation

Selection of proper gradation for the mix is one of the most important
parameter. In this investigation there are three aggregates
gradations(aggregate 10mm, aggregate 20mm and aggregate 40mm
sizes) having different gradation to produce an aggregate blend that
meets gradation specification for particular mix.

C.Sample Preparation

The collected polythene wastes were washed, cleaned and dried. The
polythene was then cutting into tiny pieces. The required quantities of
polythene to be added with specified amount of bitumen for preparation
of different percentage of polythene-bitumen blend were weighted and
added in required percentage by weight of bitumen to the hot bitumen
and the mixture was stirred well for optimum temperature.

D.Bitumen Tests

a) Penetration test:
A needle of specified dimension was allowed to penetrate vertically in
to bitumen-plastic mixed material under specified load, temperature
 and time condition. The distance the needle penetrated in units of
1/10mm was termed penetration value.

b) Softening point test:

A steel ball of 3.5 gram placed on sample of binder contained in a
brass ring which suspended in water bathwater used for softening of
80°C.
The bath temperature raised at 5°C per minute, the binder gradually
softens and eventually deformed slowly as the ball falls through the
ring.

c) Ductility:
A dumbbell shaped specimen was placed in a hot water bath and
allowed equilibrate.
The sample was stretched until it broke. The distance at rupture in
centimeter reported as the ductility.
E. Aggregate Tests

a) Sieve Analysis: After arranged the sieve in descending order

poured the coarse or the fine aggregate on the top of the sieve, then
shacked by shaker machine or hand shaking, finally weighed the
aggregate retained in each sieve.

G. Marshall Test
Marshall Method for designing hot asphalt mixtures is used to
determine the optimum bitumen content to be added to specific
aggregate blend resulting a mix where the desired properties of
strength and durability are met. Marshal molds were prepared for
different percentages of bitumen by varying the bitumen
percentage from 4% – 5.5% by increment of 0.5%.
 RESULT AND DISCUSSION

A. General Introduction
Results of laboratory work had been obtained and analyzed in
order to achieve study objectives which include studying the effect
of adding different percentages of plastics on the mechanical
properties of asphalt mix and identify the optimum percent of
plastic to be added to hot mix asphalt. Marshal Test is carried out
with different percentages of bitumen which are (4.0, 4.5, 5.0, and
5.5%) and the results are analyzed in order to obtain the optimum
bitumen content (OBC).After obtaining OBC, the following step is
to study the effect of adding different percentages of plastics on
asphalt mix properties which are (5, 10, and 15%) by the weight of
bitumen. Finally marshal test results for modified asphalt mixes
are analyzed.

B. Bitumen Tests and Results

a)Penetration test results

The values that were obtained from this test were acceptable up to
20% plastic and 80% asphalt.

Mass of asphalt taken= 128gm

Weight of plastic 5%of bitumen=0.05*128=6.4gm

Mixing of these materials at temperature of 160-180⁰c and waiting

for one hour in air and one hour in water bath maintained at 27⁰c
the result that obtained was; for 20% plastic and 80% bitumen
Readings Trail 1 Trail 2 Trail 3
Initial reading
Final reading
Penetration depth
(final reading-
initial reading)

Final Result of Penetration test

Content of Penetration value Range(mm) Remark

plastics (%) (mm)

b) Ductility Test
Conducting this test, results obtained are acceptable values up to 15%
plastic and 85% of bitumen.

Table 1.3: Ductility Reading For 100% Asphalt And 0% Plastic

Sample Trial 1 Trial 2

Table 1.4: Final Ductility Result for Plastic and Bitumen

Content of Ductility value Range Remark
plastic (%) (cm)
c) Softening Point Test

Heating the bitumen and pour into the ring then add normal stones in place
of standard ring balls because the ring balls are not found in the laboratory.
Adjusting into the machine obtained the following results
Table 1.5: softening point result
Plastic content in Ring 1 Ring 2 Average
%

From the above result, the asphalt can use for a temperature of < 55.5⁰C but
as the plastic modified asphalt its resistance to temperature is increased to
63.55⁰C.

C. Aggregate Testes and Result

Table1.6: summary of aggregate tests
Sl.no Aggregate tests Test result Remarks
obtained

a) Sieve Analysis
Taking 10kg sample of aggregate and obtained cumulative percentage
retained.
Table 1.7: Sieve Analysis result
Sieve size (mm) %pass %retained Cumulative %
Figure 1.7: gradation graph for asphalt binder The “S” shape of the graph
indicates that, it is well graded that contains proportional ratio of coarse
and fine aggregate.
D. Marshal Test
A number of 16 samples each of 1000 gm. in weight were prepared using
4 different bitumen contents (from 4 – 5.5% with 0.5 % incremental) in
order to obtain the optimum bitumen content.
Table 1.8: Aggregate Characteristics
Aggregate type Percent by weight Bulk specific gravity

Mixing the above proportion of aggregate with asphalt bitumen and

preparing a mold compacting with 75 numbers of blows for heavy traffic,
obtained the following result:

Table 1.9: Properties of bituminous mix before adding waste plastic for
60/70 grade bitumen
E. Determination of Optimum Bitumen Content

Bitumen content at the highest stability=4.8%

Bitumen content at highest bulk density=4.6%
Bitumen with allowed air void=5%
Then, the OBC= (4.8%+4.6%+5%)/3=4.8%
Table 2: Properties of bituminous mix after adding waste plastic for
60/70 grade bitumen

Plastic OBC% Stability Flow gbcm VA% VMA%

%( by (kn) (mm)
weight
of OBC)

Generally, the stability of modified asphalt mixes is higher than the

conventional asphalt mix. All the values of stability for different modifier
percentages are higher than stability of conventional mix. The maximum
stability value is found nearly 12.8 KN at plastic content of around 15%.
The improvement of stability in plastic modified asphalt mixes can be
explained as a result of the better adhesion developed between bitumen,
plastics and aggregates due to intermolecular bonding, these
intermolecular attractions enhanced strength of asphalt mix, which in turn
help to enhance durability and stability of the asphalt mix.

Generally, the flow of modified asphalt mix is lower than the

conventional asphalt mix. The graph shows that the flow decreases
continuously as the plastic modifier content increase.
The general trend shows that the bulk density of plastic modified
decreases as the plastic content increase. This decrease of bulk density
can be explained to be as a result of the low density of added plastic
material.
In general, the air voids proportion of modified asphalt mixes is higher
than conventional asphalt mix. From the graph as the percentage of
plastic increases the air void is gradually decreasing. Generally modified
asphalt mixes have air void content within specifications range.

F. Determination of Optimum Modifier Content

A set of controls is recommended in order to obtain the optimum

modifier content that produce an asphalt mix with the best mechanical
properties. Asphalt mix with optimum modifier content satisfies the
following.

Maximum stability
Maximum bulk density
VA % within the allowed range of specifications.

Table 2.1: Summery Of Optimum Modifier Content

Property Optimum plastic wastes in
percentage
Maximum stability 15%
Maximum bulk density 15%
Air void with allowed range 4.5%
The optimum plastic content is the average of the three properties.
OPWC= (15%+15%+4.5%)/3=11.5%

G. Stability Comparison of Bitumen Content with Plastic Modified

Content
From the stability table for 11.5% of plastic modifier is 12.8KN and
for 4.8% of conventional bitumen is 9.30KN. There for, the stability of
plastic modified mix in %=( 12.8KN9.3KN)/12.8KN*100=25%, this
means the stability of plastic modified mix is 25% higher than
conventional bitumen mix.

H. Cost Analysis

Width of road=7m
Length of road =1Km
Thickness of road=7cm Data obtained from analysis
Density of modified asphalt mix=2.45gm/cm3 Optimum plastic
waste content=11.5%(by weight of optimum bitumen content)
Optimum bitumen content=4.8% Data obtained (source from high-way
engineers in ERA)
Cost of 1Kg plastic waste=3birr
Cost of 1Kg of bitumen=33.33birr
Asphalt needed for 1m3 road section=47.36Kg

I. Calculations

The amount of plastic material needed=Optimum waste

plastic*density*volume of road section
=0.115*2.45*0.07*1000*7=56350Kg of plastics
Weight of optimum plastic content=11.5 %( by weight of bitumen
content) 56350Kg=0.115*weight of bitumen
Weight of bitumen=490000Kg
Total weight of plastic and asphalt =490000+56350=546350Kg Cost of
1Kg of plastic=3birr*56350=169050birr/Kg
Cost of the shredding machine (for plastic) =30000birr Cost of 1Kg
bitumen =490000*33.33birr=16331700birr/Kg
Total cost of asphalt and plastic
mixed=16331700+169050+30000birr=16530750birr/Kg
Total cost when, 100% asphalt used =546350*33.33=18209845.5birr/Kg
Therefore the cost difference between plastic modified asphalt and
asphalt only % difference in cost= (18378895.5-
16530750)/18378895.5*100=10.06%

VI. CONCLUSION
A. Stability
Plastic modified asphalt mix has 25% higher stability value compared to
the conventional asphalt mix. The improvement of stability in plastic
modified asphalt mixes can be explained as a result of the better adhesion
developed between bitumen, plastics and aggregates due to
intermolecular bonding, these intermolecular attractions enhanced
strength of asphalt mix, which in turn help to enhance durability and
stability of the asphalt mix.
B. Cost Reduction
Plastic modified asphalt mix has 10.06% lower in cost than the
conventional asphalt mix.
C. Optimum Plastic Content
The optimum amount of waste plastic to be added as a modifier of
asphalt mix was found 11.5 % by weight of optimum bitumen content.
And the optimum bitumen content found for marshal mix was 4.8%.
D. Softening Point
The temperature resistance of plastic modified asphalt is higher than the
conventional asphalt (63.55⁰c>55.55⁰c) due to the rigid property of
plastic.
E. Plastic Management
Due to plastics are utilized within bituminous mixes as road construction
materials, environmental pollution caused by plastics is solved.
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with plastic bottels, Malasia, 2009.
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