FACULTY OF ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

Final Year Project Report Proposal

Use of waste plastics as a partial bitumen replacement to

improve strength of asphalt concrete in asphalt
pavements

MUKISA TIMOTHY KYABAGGU PAUL EDWIN

17/1/328/D/051 17/1/328/D/128
Submitted in partial fulfilment of the requirements for the
award of a degree of
Bachelor of Engineering (B.Eng.)
in Civil Engineering of Ndejje University

Supervised by Mr. Niyomukiza John Bosco, Mr. Chelengat Cyrus

May 2021
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ABSTRACT

The use bitumen modifiers to improve the strength of asphalt concrete so as to minimize
rutting and fatigue cracking has been done. Different materials such as filers, extenders,
antioxidants, hydrocarbons among others have been put to use with the aim of improving
on the properties of Bitumen binder and Asphalt strength. This research paper focuses on
the use of polyethylene terephthalate (PET) as a modifier in Asphalt concrete at intervals
of 0%, 5%, 10% ,15%, and 20% by weight of PET. The waste plastics (PET) collected
shall be washed, shredded to small pieces of about 3mm then added to the heated
aggregates at about 1600c which is termed as the dry process of modifier addition followed
by the addition of hot bitumen so as to form Asphalt concrete. A control Asphalt sample
shall be prepared that shall be used as comparison of Asphalt with and without PET. These
will be subjected to Marshall Test, Bulk specific gravity test and finally the indirect tensile
strength test so as to assess the strength properties of Asphalt concrete with and without
PET.
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List of Tables
Table 2-1, Gradation limits for asphaltic concrete ........................................................ 6
Table 2-2, Design bitumen contents ................................................................................ 6
Table 2-3, The specifications for the different penetration grades of bitumen ......... 10
Table 2-4, Design air voids ............................................................................................. 10
Table 2-5; Typical thermoplastic and thermosetting .................................................. 11
Table 3-1, Properties of AC 14....................................................................................... 15
Table 5-1, The table showing the work schedule ......................................................... 24
Table 5-2, The table showing the budget ...................................................................... 25
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List of Figures
Figure 1-1, The flow chart shows the conceptual framework ....................................... 4
Figure 3-1; The flow chart shows the methodology ..................................................... 16
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List of symbols, Acronyms and Abbreviations

AC: Asphalt Class

PET: Polythene Terephthalate
RS: Rapid-setting
MS: Medium-setting
SS: Slow-setting
QS: Quick-setting
ASTM: American Standards for Testing Materials
BS: British Standards
HMA: Hot Mix Asphalt
ACV: Aggregate Crushing Value
AASTO: American Association of State Highway and Transport
TGA: Thermo gravimetric Analysis
PWM: Plastic Waste Modified
PP: Polypropylene (PP)
PVA: Polyvinyl Acetate (PVA)
PS: Polystyrene (PS)
LDPE: Low Density Polyethylene
HDPE: High Density Polyethylene
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Table of Contents
ABSTRACT....................................................................................................................................................... i
List of Tables ................................................................................................................................................. ii
List of Figures ............................................................................................................................................... iii
List of symbols, Acronyms and Abbreviations ............................................................................................. iv
INTRODUCTION ..................................................................................................................................... 1
1.1 Back ground .................................................................................................................................. 1
1.2 Problem Statement ....................................................................................................................... 2
1.2.1 General objective .................................................................................................................. 2
1.3 Specific objectives ......................................................................................................................... 2
1.4 Research questions ....................................................................................................................... 2
1.5 Significance of the study ............................................................................................................... 2
1.6 Justification ................................................................................................................................... 3
1.7 Scope ............................................................................................................................................. 3
1.7.1 Geographical scope ............................................................................................................... 3
1.7.2 Conceptual Framework ......................................................................................................... 4
LITERATURE REVIEW ............................................................................................................................. 5
2.1 Asphalt pavement ......................................................................................................................... 5
2.1.1 Types of asphalt .................................................................................................................... 5
2.1.2 Gradation limits for asphalt concrete ................................................................................... 5
2.2 Aggregates .................................................................................................................................... 6
2.2.1 Classification of aggregates................................................................................................... 7
2.2.2 Desirable Properties of Aggregates ...................................................................................... 7
2.3 Bitumen ......................................................................................................................................... 8
2.3.1 Two basic types of bituminous binder .................................................................................. 8
2.3.2 There are different types of bitumen ................................................................................... 8
2.3.3 Various grades of bitumen used for pavements;.................................................................. 9
2.4 Air voids ...................................................................................................................................... 10
2.5 Waste plastics ............................................................................................................................. 11
2.5.1 Plastic waste classification .................................................................................................. 11
2.6 PET (polyethylene terephthalate) waste .................................................................................... 12
2.6.1 Why use plastic waste as a binder ...................................................................................... 12
2.7 Processes for manufacturing bitumen mix for roads using waste plastic .................................. 12
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2.7.1 Dry process[24] ................................................................................................................... 12

2.7.2 Wet process ........................................................................................................................ 13
METHODOLOGY .................................................................................................................................. 15
3.1 Obtaining and preparation of materials ..................................................................................... 16
3.1.1 Waste plastics ..................................................................................................................... 16
3.1.2 Aggregates .......................................................................................................................... 17
3.1.3 Bitumen ............................................................................................................................... 17
3.2 Preparation of asphalt concrete samples ................................................................................... 17
3.2.1 Control sample for asphalt concrete mix ............................................................................ 17
3.2.2 Plastic waste modified asphalt mixture (PWM).................................................................. 17
3.3 Tests to be carried out ................................................................................................................ 18
3.3.1 Dry Sieving test on aggregates ............................................................................................ 18
3.3.2 Aggregate crushing value (ACV) .......................................................................................... 18
3.3.3 Penetration test of bituminous material ............................................................................ 19
3.3.4 Marshall Stability and Flow Test ......................................................................................... 19
3.3.5 Bulk specific gravity test...................................................................................................... 20
3.3.6 Indirect tensile strength test ............................................................................................... 21
REFERENCES ........................................................................................................................................ 22
APPENDICES ........................................................................................................................................ 24
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INTRODUCTION
1.1 Back ground
The road infrastructure is a vital requirement in development of any country as roads
provide durable and long-lasting pavements [1], which in turn open up areas and stimulate
social and economic activities. The global roads network is approximated to 16.3 million
kilometers, with 85% of the roads having asphalt concrete as a construction material due
to its environmental and technical benefits [2]. In Uganda, the total roads network is
146,000 kilometers of which the paved national roads under the Uganda National Roads
Authority are 5551 kilometers [3] due to the high costs of tarmacking roads.

Throughout the years, a number of studies have been done on how to improve asphalt
concrete and this is through improving the asphalt mixture design so as to better the
performance of pavements. This has also been through the use of modifiers to enhance
bitumen properties, which is the binder in asphalt concrete so as to minimize rutting and
fatigue cracking due to temperature variations [4]. The modifiers can also increase
adhesion between bitumen and aggregates, reduce the presence of moisture hence reducing
the probability of aggregate stripping. The common asphalt mixture modifiers are filler,
extender, fiber, oxidant, antioxidant, hydrocarbons, crumb rubber as well as polymers [1].
Polymers can be obtained from disposed waste plastics such as plastic bags and bottles.
Management of waste plastics has become a serious environmental problem due to the
increased use of plastic products. In Uganda available data shows that as estimated 600
tons of plastic is consumed every day with most disposed off irresponsibly [5]. The global
plastic production is estimated to be 12 billion metric tons by 2050, which can rise serious
challenges on the environment and health. Therefore, the utilization of plastic waste would
enhance pavement performance in addition to managing waste plastics and solving disposal
problems [6].

Recent research that has been done shows that use of waste plastics can improve on the
binder properties hence improving stability, strength, durability of asphalt pavements and
lowering the costs [7]. For this proposal, the intention is to investigate the effect of the use
of waste plastic bottles categorized as polythene Terephthalate (PET) when added to an
asphalt mixture as a bitumen modifier with the aim of determining its effect towards the
binding material and overall asphalt concrete pavement properties. This is basing on the
properties of PET that include moisture barrier, shatter resistance and a broad temperature
range, -600C to 1300C.[8]
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1.2 Problem Statement

The use of bitumen in the process of making asphalt concrete is the most common practice
in road construction but the high cost of bitumen is one of the reasons highway construction
is still expensive up to date [9]. Rutting and fatigue cracking that contribute to pothole
formation remains a challenge on paved roads in Uganda (Kampala) as a lot of funds are
spent on maintenance [10] Finding similar or better alternatives for bitumen to be used in
road construction that can help increase the strength and reduce the void ratio of asphalt
would bring the world one step closer to having durable and more affordable roads. There
has also been an increased amount of plastic waste produced in Uganda [11] that has led
to reduction of the infiltration rate of soil and also contaminating it through leaching of the
plastic constituents especially in Landfills. Getting this plastic waste into proper use will
help lower the country’s burden of plastic waste hence our project titled “Use of waste
plastics as a partial bitumen replacement to improve strength of asphalt concrete in asphalt
pavements.”

1.2.1 General objective

o To carry out a comparative study on asphalt concrete with waste plastics as a
bitumen modifier and un-modified asphalt concrete on paved roads in Uganda

1.3 Specific objectives

o To study the properties of un-modified asphalt concrete (strength, aggregate size,
bitumen penetration grade).
o To study the change in the above-mentioned properties in plastic waste modified
asphalt concrete (strength, aggregate size, bitumen penetration grade).
o To determine the required optimum percentage of PET waste to bitumen by weight
to enhance performance of asphalt concrete.

1.4 Research questions

1. What is the effect of PET on asphalt concrete?
2. What is the recommended percentage of PET required to enhance properties of
asphalt concrete?

1.5 Significance of the study

This research project generally looks at the relevance of the adoption of better and effective
road construction techniques in Uganda that are durable and less costly. The road failure
challenges such as cracks, potholes and rutting due to deformation have forced engineers
to look for alternative methods of road construction. Use of waste plastics remains the
particular interest, due to its significant potential in improving the overall performance of
asphalt roads through modest changes in the asphalt concrete manufacturing process. In
Uganda, this technology has not been adopted due to its unfamiliarity, yet a lot of waste
plastics are dumped in landfills as less is recycled or put to other use. But research shows
if properly applied, waste plastics can improve the stability, strength and durability of
paved roads including reducing the costs through reduction of bitumen use.
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1.6 Justification
The high cost of bitumen coupled with increased amount of redundant plastic waste has
led to the innovation of new technologies like the use of plastic bottles as partial
replacement for bitumen. Integration of this waste into asphalt production shall lead to
reduction of PET that ends up in landfills and also improve on the properties of asphalt
concrete so as to minimize cracking and rutting hence reducing on the construction and
maintenance costs

1.7 Scope
The project covers the steps that will be undertaken from obtaining that waste plastic bottle
from the community, washing them clean, drying them and later chipping them into pellets,
melting them and mixing them with dry aggregates which is the mixed with the bitumen
after drying to form the asphalt concrete. The asphalt concrete produced is placed into
cylindrical molds and is tested for strength using the Marshall Mix design test. The quantity
of pellets used to partially replace bitumen alternated in percentages by weight of 5%, 10%,
15% and 20% to see which percentage of replacement yields the best results.

1.7.1 Geographical scope

The project will be carried out in Ndejje, Luweero district and all the waste plastic bottles
were obtained from Ndejje University dust bins. The university campus is found 21 miles
from Kampala and 8km off the Kampala – Gulu highway near Ndejje trading center.
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1.7.2 Conceptual Framework

Figure 1-1, The flow chart shows the conceptual framework

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LITERATURE REVIEW
2.1 Asphalt pavement
This is composed of bituminous surface course and underlying granular base and sub-base
layers. The bituminous mix is composed of 3 elements namely; aggregates, asphalt binder
and air voids.
The aggregates total approximately 95 percent of the total asphalt mixture by weight and
are responsible for the load bearing characteristic of asphalt. They are mixed with
approximately 5 percent asphalt binder to produce an asphalt pavement.

2.1.1 Types of asphalt

Asphalt is classified in many different ways depending on the type of mixing, use, mode
of placement and the size of aggregates used in the asphalt mixture. Below are some of the
classifications;
Hot Mixed Asphalt: - this is the most common type of asphalt used in the construction of
roads and highways. It is easy to work with when the temperature is high and is efficient
when doing paving and patching works on roads.
Cold Mix Asphalt: - This is asphalt that is used at cold temperatures and works when a
temporary or urgent fix to a pavement problem is required.
Warm Mixed asphalt: -This asphalt is mixed and paved at lower temperatures than usual
which has many environmental benefits. It releases fewer greenhouse gasses, uses less fuel
and is much safer for the contractors or workers who are applying it.
Porous asphalt: -This is used to manage water runoff and to drain standing water. With
porous asphalt pavements, water actually seeps through the asphalt into an open graded
stone bed from where it is slowly drained into the soil beneath. This kind of pavement
removes standing water from paved surfaces where it could lead to damage and drains it in
a way that prevents degradation of the asphalt while also improving the quality of ground
water.

2.1.2 Gradation limits for asphalt concrete

An asphalt pavement consists of different asphalt layers. Starting at the road surface, the
first layer is called the wearing course and the second layer is called the binding course.
2.1.2.1 Wearing course
This constitutes of the top layer of the pavement and should be able to withstand high traffic
and environmentally induced stresses without exhibiting unsatisfactory cracking and
rutting. Its main mission is to provide an even profile for the comfort of the user while
providing texture to ensure minimum and safe skid resistance. The asphalt concrete grade
used for this course is AC10 and AC14 class with average aggregate size of 10mm and
14mm respectively. [12]
2.1.2.2 Binder course
This course is designed to withstand the highest shear stresses that occur about 50mm-
70mm below the asphalt surface. The binder course is therefore placed between the
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wearing course and base course by combining qualities of stability and durability. The
asphalt grade used in this course is usually AC 28 with average aggregate size of 28mm.
[12]
Table 2-1, Gradation limits for asphaltic concrete [12]

Wearing Wearing Binder

Mix Type Course Course Course
Mix Designation AC 10 AC 14 AC 28
BS Sieve Size
(mm) Percentage Passing by Weight
28.0 100
20.0 100 72 - 90
14.0 100 90 - 100 58 - 76
10.0 90 - 100 76 - 86 48 - 64
5.0 58 - 72 50 - 62 30 - 46
3.35 48 - 64 40 - 54 24 - 40
1.18 22 - 40 18 - 34 14 - 28
0.425 12 - 26 12-24 8-20
0.150 6 - 14 6-14 4-10
0.075 4-8 4-8 3-7

Table 2-2, Design bitumen contents

AC 10 - Wearing
Course 5.0 - 7.0%
AC 14 - Wearing
Course 4.0 - 6.0 %
AC 28 - Binder
Course 3.5 - 5.5%

2.2 Aggregates
Aggregates are some of the major components that make up an asphalt mix, they are hard,
inert materials such as sand, gravel, crushed rock, slag, or rock dust although there are
some artificially made aggregates cropping up in the industry. The size distribution of
aggregates used in an asphalt mix depends on the class of asphalt being used in the project
for example class AC-14 of asphalt requires aggregates of size between 10mm and 14mm
in length. This is achieved by sieving the aggregates through the various available sieves
and retain the ones that pass through the 14mm sieve but get retained in the 10mm sieve.
Aggregates are the principal load-supporting components of an asphalt pavement, totaling
approximately 95 percent of the mixture by weight.
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2.2.1 Classification of aggregates

Paving aggregates are classified according to source or means of preparation. A brief
description of the classifications follows:
Pit or Bank-Run Aggregates: - Gravel and sand are pit or bank-run natural aggregates.
They are typically screened to proper size before being used for asphalt paving purposes.
Synthetic Aggregates: - Aggregates produced by altering both physical and chemical
properties of a parent material are called synthetic or artificial aggregates. Some are
produced and processed specifically for use as aggregates; others are the byproduct of
manufacturing and a final burning process. Blast furnace slag is an example of a synthetic
aggregate.

2.2.2 Desirable Properties of Aggregates

Selection of an aggregate material for use in an asphalt pavement depends on the
availability, cost, and quality of the material, as well as the type of construction for which
it is intended. To determine if an aggregate material is suitable for use in asphalt
construction, it should be evaluated in terms of the following properties.

Size and grading: The maximum size of an aggregate is the smallest sieve through which
100 percent of the material will pass. The Nominal Maximum size is the next sieve larger
than the sieve on which 10 percent of the material is retained. How the asphalt pavement
mixture is to be used determines not only the appropriate maximum aggregate size, but
also the desired gradation (distribution of sizes smaller than the maximum).

Cleanliness: An excess of foreign or deleterious substances such as shale, oxides and

organic material make some materials unsuitable for paving mixtures.

Toughness: Toughness or hardness is the ability of the aggregate to resist crushing or

disintegration during mixing, placing, compacting, and other procedures associated with
construction or traffic loading.

Soundness: Although similar to toughness, soundness is the aggregate’s ability to resist

deterioration caused by the weather; for example, the stresses placed on materials during
freezing and thawing.

Particle shape: The shapes of aggregate particles influence the asphalt mixture’s overall
strength and workability as well as the density achieved during compaction. When
compacted, irregular particles such as crushed rock tend to “lock” together and resist
displacement.

Absorption: The porosity of an aggregate permits it to absorb asphalt and form a bond
between the particle and the asphalt. A degree of porosity is desired, but aggregates that
are highly absorbent are generally not used. Absorption is a significant factor in asphalt
pavement mix design.
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Stripping: When the asphalt film separates from the aggregate because of the action of
water, it is called stripping. Aggregates coated with too much dust also can cause poor
bonding, which results in stripping. Aggregates readily susceptible to stripping action
usually are not suitable for asphalt paving mixes unless an anti-stripping agent is used.

2.3 Bitumen
Bitumen is produced artificially from crude oil within the petroleum refining process. It is
a basic constituent of the upper layers in pavement construction. It can resist both
deformation and changes in temperature. Its binding effect eliminates the loss of material
from the surface of the pavement and prevents water from penetrating the structure [13]

2.3.1 Two basic types of bituminous binder

Tar which is obtained from the production of coal gas or the manufacture of coke and
Bitumen which is obtained from the oil refining process.

2.3.2 There are different types of bitumen

2.3.2.1 Cutback bitumen

This type is obtained from the refining process and blended with some of the more volatile
solvents such as kerosene or creosote to form a solution that has a viscosity far below that
of penetration grade bitumen.
When the solution is exposed to the atmosphere, the volatile solvents evaporate leaving
solely the bitumen in place and the process of evaporation of the volatile solvents is called
curing. There are three types of cutback bitumen
o Rapid curing
o Medium curing
o Slow curing

2.3.2.2 Bituminous emulsions

It is a combination of bitumen and an emulsifying agent. They are formed when particles
of bitumen become suspended in water. Manufacture involves heating the bitumen and
then shredding it in a colloidal mill with a solution of hot water and an emulsifier. There
are three types of asphalt emulsions.
Anionic emulsions that are electro-negatively charged
Cationic emulsions that are electro-positively charged
Non-ionic emulsions

In practice, the first two types of emulsions are most commonly used in roadway
applications. Emulsions are further classified by grades based on the rate at which they set.
9|

They are termed rapid-setting (RS), medium-setting (MS), slow-setting (SS), and quick-
setting (QS) based on their relative setting times [14]

2.3.2.3 Modified bitumen

This is the type of bitumen where the bitumen is blended with other materials with binding
properties like waste plastics or crumb rubber.
The two most prominent tests carried out on bitumen are the penetration test and the
softening point test, both of which indirectly measure the viscosity of a sample of bitumen
[14]

2.3.3 Various grades of bitumen used for pavements;

These are classified basing on the penetration grade which is the distance in decimeters
which a standard needle would penetrate vertically into a sample of bitumen under
standards conditions of time, temperature and load. This unique temperature – viscosity
relationship is important when determining performance parameters such as adhesion,
rheology, durability and application temperatures of bitumen. These are listed below:
40/50: This type of bitumen is manufactured by fractional vacuum distillation of crude oil
and this specific grade of bitumen is obtained from the vacuum residue feedstock. It has a
penetration ranging from 40 to 50mm when loaded with a standard needle for 5 seconds at
a temperature of 25oc. it is usually used for road construction and repair of asphalt
pavements with superior properties.
60/70: This is the most widely used type of bitumen in road construction mainly because
it works well in a wide range of temperatures (from -22 to 76oc) especially in Asia and
South and East Africa. Bitumen of penetration grade 60/70 is the most basic form of
bitumen coming out of a vacuum distillation column hence requiring no further processing
making it the basis on which other types of bitumen are priced when determining the world
bitumen prices. For this research, we shall use 60/70 penetration bitumen for all
experiments.
80/100: ASTM bitumen penetration grade 80/100 is a bit softer than bitumen 60/70 and
selected carefully from distillate of crude oil. The bitumen penetration grade 80/100 is used
as a paving grade bitumen suitable for road construction and repair also for the production
of asphalt pavements. This grade of bitumen is mainly used in the manufacture of hot mix
asphalt for bases and wearing courses and is produced from remain of crude oil after
cracking and removing hydrocarbon. It as a thermoplastic property which is like a synthetic
resin material which gets softer with heating and hardens when cooled. This grade of
bitumen 80/100 has very strong viscosity compared to other penetration grades.
100/120: This bitumen is also used in the manufacture of hot mixed asphalt for bases and
wearing courses and has a thermoplastic property which causes the material to soften at
high temperatures. It is majorly used in construction of roads in cold areas.
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Table 2-3, The specifications for the different penetration grades of bitumen

UNITS 40/50 60/70 80/100 100/120 Test Methods

Specific gravity @ 1.01- 1.01- 1.01- 1.01-
25oc 1.06 1.06 1.05 1.04 ASTM D-70
o
Penetration at 25 c,
100gm, 5sec 0.1mm 40-50 60-70 80-100 100120 ASTM D-5
Softening point,
O
Ring and ball C 52-60 49-56 45-52 42-49 ASTM D-36
o
Ductility at 25 c CM 100 100 100 100 ASTM D-113
Drop in penetration ASTM D-6 &
after heating Max % 20 20 20 20 D-5
Flash point
Cleveland open cup
O
Minimum C 250 250 232 250 ASTM D-92

Desirable properties of bitumen include good cohesive and adhesive binding property,
Water repellent and its thermoplastic in nature.
The drawbacks of bitumen are temperature effect leading to bleeding and reduction of road
performance, oxidation of the bitumen will lead to cracking and crazing phenomenon,
water effect on bitumen strips it from the aggregates leading to formation of pot holes
hence reducing the durability of the road.

2.4 Air voids

Asphalt pavements are constructed with initial air voids of 6-8 % depending on the type of
mixture and pavement layer. Previous research has shown that air-voids have significant
influence on the strength and durability of asphalt mixture[15]. There is considerable
evidence that dense graded mixes should not exceed 8 percent nor fall below 3 percent air
voids during their service life. This is because high air void content (above 8 percent) or
low air void content (below 3 percent) can cause pavement distresses like a loss of fatigue
life and serviceability of the pavement [16] The volume of air in a pavement is important
because it has a profound effect on long-term pavement performance.
Different types of asphalt include different types of design air voids as shown in the table
below
Table 2-4, Design air voids[17]

Mix Type Marshall Mix Design Air void range (%)

L 3.8-4.2
H 4.9-53
V 5.9-6.3
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Asphalt with high design air voids (H) is used for locations with heavy traffic volumes
where there is potential for further compaction of the asphalt mix after placing. (V) Asphalt
has higher design air voids and is used for heavily trafficked intersections where there is
significant potential for further compaction of the asphalt mix after placing. As a result of
the higher air voids. Asphalt with lower design air voids (L) is used for locations with light
traffic volumes where there is very little further compaction of the asphalt mix after
placing. This type of asphalt achieves high levels of durability and fatigue resistance as a
result of the lower air voids and provides long service life.

2.5 Waste plastics

A material that contains one or more organic polymers of large molecular weight, solid in
its finish state and at some state while manufacturing or processing into finished articles,
can be shaped by its flow is termed as plastic. The plastic constitutes two major categories
of plastics; Thermoplastics and Thermoset plastics. The thermoplastics, constitutes 80%
and thermoset constitutes approximately 20% of total postconsumer plastics waste
generated.

2.5.1 Plastic waste classification

Plastics can be classified in many ways, but most commonly by their physical properties.
Plastics may be classified also according to their chemical sources. The twenty or more
known basic types fall into four general groups: Cellulose Plastics, Synthetic Resin
Plastics, Protein Plastics, Natural Resins, Elastomers and Fibers. But depending on their
physical properties, may be classified as thermoplastic and thermosetting materials.
Thermoplastic materials can be formed into desired shapes under heat and pressure and
become solids on cooling. If they are subjected to the same conditions of heat and pressure,
they can be remolded. Thermosetting materials which once shaped cannot be
softened/remolded by the application of heat. The examples of some typical thermoplastic
and thermosetting materials are tabulated in the table below.

Table 2-5; Typical thermoplastic and thermosetting[18]

Thermoplastic Thermosetting
Polyethylene Terephthalate (PET) Bakelite
Polypropylene (PP) Epoxy
Polyvinyl Acetate (PVA) Melamine
Polyvinyl Chloride Polyester
Polystyrene (PS) Polyurethane
Low Density Polyethylene (LDPE) Urea
High Density Polyethylene (HDPE) Alkyd

Most of thermoplastics on heating soften at temperature between 130-140oC. The TGA

analysis of thermoplastics has proven that there is no gas evolution in the temperature range
12 |

of 130-180oC and beyond 180oC gas evolution and thermal degradation may occur. Thus,
the waste plastic can easily be blended with the bitumen as the process for road construction
using bitumen is carried out in the range of 155-165oc.
Many countries have now reported the use of recycled plastic in asphalt production, either
as an aggregate extender, a bitumen extender or a binder modifier[19].

2.6 PET (polyethylene terephthalate) waste

Polyethylene terephthalate a polyester like material that is usually extruded and molded to
make packages and containers. This is the most common material used to make plastic
bottle packaging for beverages, soda and water. Molten plastic exhibits good binding
property. Vasudevan [20]found out that plastics can be used as a binder through coating
various raw materials like ceramics and granite, molded them into stable products and
tested for compression and binding strength.

2.6.1 Why use plastic waste as a binder

Plastic has binding properties and hence can be considered as a binder and can be mixed
with a binder like bitumen to enhance their binding property. Modified plastic waste binder
provides better resistance to water which reduced stripping of bitumen from aggregates[21]
Modified binder mix reduced not only bitumen bleeding in hot temperature and noise
pollution under heavy traffic loading and also overall project cost reduction by 8% [22].
After evaluation by [23] it was found that asphalt with modified binder provided better
resistance against permanent deformation more durability and lower rut depth compared to
the conventional asphalt mixture. Plastics do not produce gasses at the temperature ranges
of 130 oc to 180oc

2.7 Processes for manufacturing bitumen mix for roads using waste plastic
There are two important processes namely dry process and wet process used for bitumen
mix flexible pavement.

2.7.1 Dry process[24]

For the flexible pavement, hot stone aggregate (170 oc) is mixed with hot bitumen (160 oc)
and the mix is used for road laying. The aggregate is chosen on the basis of its strength,
porosity and moisture absorption capacity as per IS coding. The bitumen is chosen on the
basis of its binding property, penetration value and viscoelastic property. The aggregate,
when coated with plastics improved its quality with respect to voids, moisture absorption
and soundness. The coating of plastic decreases the porosity and helps to improve the
quality of the aggregate and its performance in the flexible pavement. It is to be noted here
that stones with < 2% porosity only allowed by the specification.

Process flow diagram of plastic-coated bitumen mix road

Collection of Plastic Waste followed by Segregation of Different Types of Plastics,
Cleaning and Drying of Waste Plastic, Shredding of Plastic waste into 2 to 4 mm
pellets.Stone aggregate heated to around 160-170 oc, Shredded polymer waste is heated for
13 |

30-40 seconds and mixed with stone aggregate for uniform coating at surface of aggregate,
5-10% is added to the Composite (waste plastic bitumen mix) used for road laying at
temperature between 110-140oc

Advantages of Dry Process

o Plastic is coated over stones - improving surface property of aggregates.
o Coating is easy & temperature required is same as road laying temp.
o Use of waste plastic more than 15% is possible.
o Flexible films of all types of plastics can be used.
o Doubles the binding property of aggregates.
o No new equipment is required.
o Bitumen bonding is strong than normal.
o The coated aggregates show increased strength.
o As replacing bitumen to 15% higher cost efficiency is possible.
o No degradation of roads even after 5-6 years after construction.
o Can be practiced in all type of climatic conditions.
o No evolution of any toxic gases as maximum temperature is 180oc.

Disadvantages of Dry Process

o The process is applicable to plastic waste material only.

2.7.2 Wet process

Waste plastic is ground and made into powder; 6 to 8 % plastic is mixed with the bitumen.
Plastic increases the melting point of the bitumen and makes the road retain its flexibility
during winters resulting in its long life. Use of shredded plastic waste acts as a strong
“binding agent” for tar making the asphalt last long. By mixing plastic with bitumen the
ability of the bitumen to withstand high temperature increases. The plastic waste is melted
and mixed with bitumen in a particular ratio. Normally, blending takes place when
temperature reaches 45.5oC but when plastic is mixed, it remains stable even at 55oC. The
vigorous tests at the laboratory level proved that the bituminous concrete mixes prepared
using the treated bitumen binder fulfilled all the specified Marshall mix design criteria for
surface course of road pavement. There was a substantial increase in Marshall Stability
value of the mix, of the order of two to three time’s higher value in comparison with the
untreated or ordinary bitumen. Another important observation was that the bituminous
mixes prepared using the treated binder could withstand adverse soaking conditions under
water for longer duration.

Advantages of Wet Process

o This Process can be utilized for recycling of any type, size, shape of waste material
(Plastics, Rubber etc.)

Disadvantages of Wet Process

14 |

o Time consuming- more energy for blending.

o Powerful mechanical is required.
o Additional cooling is required as improper addition of bitumen may cause air
pockets in roads.
o Maximum % of waste plastic can be added around 8 %.
15 |

METHODOLOGY
This chapter provides information on the materials and methods to be used during this
study. The materials to be used include; aggregates, bitumen binder and PET Waste.

The Asphalt class AC-14 shall be used taking consideration of areas with normal traffic as
per The Uganda Road Design Manual volume 3 part one. The AC-14 has a thickness
compacted layer between 40mm to 60mm with a nominal aggregate size of 14mm and
bitumen of penetration grade 60/70 [12]

Table 3-1, Properties of AC 14

BS Sieve Size (mm) Percentage Passing by Weight of

aggregates
20 100
14 95
10 81
5 56
3.35 47
1.18 26
0.425 18
0.15 10
0.075 6
Bitumen content % 4.82%

The un-modified asphalt concrete shall be tested in order to obtain properties that include
aggregate size, asphalt strength and bitumen penetration grade using the sieve analysis test,
Marshall Stability and flow test and the bitumen penetration tests respectively.
The bitumen binder shall then be partially replaced with shredded PET waste plastic at
different percentages by weight (5%, 10%, 15% and 20%) that shall be coated on the hot
aggregates and mixed with hot bitumen forming modified asphalt concrete whose results
for the above mentioned tests shall be compared with those of the unmodified asphalt
concrete to obtain the optimum percentage of PET waste to bitumen by weight that
provides the proper enhanced strength performance of asphalt concrete [1].
16 |

Figure 3-1; The flow chart shows the methodology

3.1 Obtaining and preparation of materials

3.1.1 Waste plastics

The waste plastic bottles shall be obtained within Ndejje University Main Campus, in
Luweero District 42 kilometers north of Kampala. This is with use of sacks placed at
different points in the various halls of residence in which waste plastic bottles shall be
placed by the students. The sacks shall then be collected and the plastic bottles made of
17 |

PET shall then be cleaned and dried, shredded into sizes of 2.36mm to 4.74mm dimensions
with help of a shredding machine. The sample shall then be stored ready for use.

3.1.2 Aggregates
The aggregates to be used shall be crushed from a quarry and transported to the laboratory
by truck. The aggregates are to be graded using sieves and those that pass through the
14mm sieve and retained on 10mm shall be washed and dried under sunshine for 2 days
and shall then be deemed ready for use.

3.1.3 Bitumen
The bitumen to be used is to be bought and shall be of grade 60/70 as this is readily
available in Uganda compared to 40/50 which are both suggested as per BS EN 12591:
2000.

3.2 Preparation of asphalt concrete samples

The samples shall be prepared following the Marshall Mix design as per ASTM D 1559-
1989. The main idea of the Marshall Mix design method involves the selection of the
asphalt binder content with a suitable density which satisfies minimum stability and range
of flow values. This mix design shall enable us establish the physical properties, size and
gradation of the aggregates and also in establishing the optimum binding content in asphalt
concrete with reference to plotted graphs of asphalt binder content against density,
Marshall stability, flow and air voids [25].

3.2.1 Control sample for asphalt concrete mix

The Marshall Mix design shall be used to obtain the optimum binder content to be added
to a specific aggregate blend so as to obtain a mixture that satisfies the strength and
durability properties of AC-14. The optimum asphalt binder content is about 5%. The
aggregates with a nominal size of 14mm that meet the recommended strength shall be
heated to a temperature of 170°c and bitumen binder of 60/70 heated to a temperature of
165°c. Several trial aggregate-asphalt binder blends, typically 5 blends with 3 samples for
each, shall be prepared at a temperature ranging from 160°c to165°c and bitumen content
ranging from 4% to 6% at a 0.5% increment by weight in each blend to make a total of 15
specimen. The Marshall cylindrical samples shall weigh 1100 grams (without bitumen
weight), 75 blows using a 4.5 kg rammer shall be made on both sides respectively to reflect
the traffic volume. The samples shall then be tested to obtain sample that gives the optimum
binder content for AC-14. (ASTM D 1559-1989)

3.2.2 Plastic waste modified asphalt mixture (PWM)

The dry process of adding plastics shall be used. The waste plastics collected shall be
washed and shredded to preferably 2mm-5mm size. The plastics shall then be added to
aggregates by weight of 5%, 10%, 15% and 20% with a constant aggregate weight. The
PET percentage added shall be in reduction to the optimum bitumen content obtained in
18 |

the control experiment. Bitumen shall then be added at a temperature of 165°c and
percentage of 95%, 90%, 85% and 80% by weight respectively to form 15 Marshall
cylindrical samples. The samples shall then be tested for stability and flow, bulk specific
gravity indirect tensile strength and effect of water on bitumen coated aggregates [1].

3.3 Tests to be carried out

3.3.1 Dry Sieving test on aggregates
This is a test done to show the particle size distribution of the aggregates bought from the
quarry to be used for the project. This shall help establish which size of aggregates is
majority in a given sample. The grading of aggregates is vital as it determines the
workability of a given asphalt concrete class basing on shape and size. This test shall be
done following BS 812: Part 103.1.1985. The required aggregate size is 14mm hence
grading shall be carried out using a riffle box which provides even distribution of the
aggregates, the category class for which the aggregates shall belong shall be 14mm-10mm.
The selected aggregate samples shall weigh 3000 grams and passed through a set of sieves.
The aggregates that remain on each sieve shall then be computed and particle distribution
curve obtained. This shall be as follows.

100
Percentage retained on x sieve = 𝑚𝑥 ;
𝑚1
Where 𝑚1 = 𝑜𝑟𝑖𝑔𝑖𝑛𝑎𝑙 𝑑𝑟𝑦 𝑚𝑎𝑠𝑠 𝑜𝑓 𝑎𝑔𝑔𝑟𝑒𝑔𝑎𝑡𝑒𝑠
mx = mass being retained

3.3.2 Aggregate crushing value (ACV)

This test shall be used to establish if the aggregates are strong enough to withstand traffic
wheel loads. If the aggregates are weak then the integrity of the pavement is affected hence
the ACV gives the measure of aggregate resistance to crushing under a gradually applied
load. The BS 812: Part 110: 1990 standard shall be followed as material passing specified
sieves after crushing under a load of 400KN is measured. A minimum of 15kg of sample
aggregates in range of 14mm to 10mm shall be used and shall be divided into three test
specimen that shall be obtained after sieving to remove oversized aggregates. The
aggregates for the test specimen shall be placed in a cylinder of known dimensions placing
a third at a time and tamping 25 strokes of a tamping rod evenly distributed over the surface.
A plunger shall then be placed on top and a 400KN load applied at a uniform rate reaching
10minutes. Material shall be weighed and placed on tray and mass 𝑚1 obtained, passed
through a 2.36mm sieve to no further passes. Mass 𝑚2 and𝑚3 of passing and retained
material recorded respectively. The procedure is repeated for the other two samples. The
aggregate crushing value should not exceed 45%.

𝑚
ACV= 𝑚2 × 100
1
19 |

3.3.3 Penetration test of bituminous material

The penetration as per ASTM D 5-1986, shall be used to measure consistency of
bituminous materials expressed as the distance in tenths of a millimeter that a standard
needle vertically penetrates a sample of the material under known conditions of loading,
loading time and temperature. This shall be done to enable us classify the bitumen grade
(60/70) that is required for AC-14. A needle of specified dimensions shall be allowed to
penetrate vertically into a bituminous material under specified load, temperature and time
conditions. The distance the needle penetrates in units of 1/10 mm is termed the penetration
value. This method is valid for penetration values in the range 2-500.

Procedure
Heated bitumen shall be poured into 2 penetration tins. The tins must be filled at least 10
mm above the expected penetration depth. One penetration tin shall be stored for later
analysis if required. The tins must be covered to protect from dust. The samples shall then
be allowed to cool off at room temperature, 1-1.5 hours for small tins and 1.5-2 hours for
the bigger tins. After cooling, transfer one tin to the water bath along with the penetration
tin. The penetrometer shall then be correctly set up and in level. The sample shall then be
transferred to the transfer container under water and placed on the penetrometer base plate.
The penetrometer dial shall then be placed to zero Double-check and adjust the dial reading
if necessary. Release the needle for the specified period of time. If the sample tin moves
during loading, the measurement must be rejected. The penetration depth shall then be read
off the penetrometer dial.

3.3.4 Marshall Stability and Flow Test

The Marshall stability and flow test as per ASTM D 1559-1989; shall be used to measure
the maximum load sustained by a bituminous material at a loading rate of 50.8mm/minute.
. Asphalt concrete mix specimens shall be loaded at a rate of 50.8mm per minute until
failure. The total maximum load in KN that causes failure is taken as the Marshall Stability
value. During the loading process the plastic flow or deformation of the specimen is
recorded in 0.25mm increments by a dial gauge. This test shall be carried out for both
PWM asphalt concrete and unmodified asphalt concrete and the results compared to see
the effect of the bitumen modifier.

Procedure
Dried and preheated aggregate shall mix with preheated binder at 170oc and 163oc
respectively until a homogeneous mixture is achieved. The specimen molds shall be
preheated in a hot air oven to a temperature in the range 93-149°C and arranged on a
compaction pedestal. The mixture shall then transfer into the specimen molds and the
surface is leveled. The specimen shall be compacted with 75 blows on the top side of the
specimen mix with a standard hammer (45cm, 4.86kg). Reverse the specimen and give 75
blows again. Immediately after compaction, the compacted specimen shall be removed
from the mold and allow it to cool to room temperature. The thickness of the specimen
20 |

shall be measured to the nearest 0.1 mm. Before testing of the mold, keep the mold in the
water bath having a temperature of 60oc for half an hour. After the required temperature
equilibration time, the specimen shall be removed from the water bath and immediately
placed in the testing-head of the Marshall Test apparatus The load shall be applied to the
specimen at the specified loading rate until the maximum load is reached and the load
decreases. The flow value must be recorded from the micrometer at the exact time of
maximum load. The elapsed time from removing the test specimen from the water bath to
the maximum load shall be detected should not exceed 30 seconds.

3.3.5 Bulk specific gravity test

This test as per AASHTO T 166, Method A; shall be done to determine the unit weight of
compacted dense asphalt mixtures so as to determine percentage air voids. This test shall
be used to compare the percentage of voids (air and aggregates) in PWM asphalt and un-
modified asphalt. These values shall be used to determine the relative degree of
compaction. Due to the fact that specific gravity has no units, it must be converted to
density in order to do calculations that require units. This is done by multiplying the
specific gravity at a given temperature by density of water at the same temperature.
The specimen shall be cooled to room temperature and weight of the dry mass to the nearest
0.1 g recorded as A. The specimen shall then be immersed in a water bath at a temperature
of 250c, left to saturate for 4 minutes, removed from the bath and then weighed and mass
recorded as C after which its quickly damp dried with a damp absorbent cloth, weighed
and mass recorded as B. Any water which seeps from the specimen during the weighing
operation is considered as part of the saturated specimen.
The bulk specific gravity (Gmb) shall be obtained from;

𝐴
Gmb = 𝐵−𝐶

And the percent of water absorbed by the specimen as follows;

100(𝐵−𝐴)
% Water Absorbed (Volume Basis) = 𝐵−𝐶

A = Mass of dry specimen in air, g. B = Mass of saturated specimen in air after 4 minutes
in water, g. C = Mass of saturated specimen in water, g.
Gmb(1+W)
𝜌= 𝜌𝑤
1+𝑒
𝜌 =Density of aggregates
W = Moisture content (water absorbed)
e = void ratio
𝜌𝑤 = Density of water
21 |

3.3.6 Indirect tensile strength test

The test procedure as per ASTM D3967-16 shall be used to determine the tensile properties
of the bituminous mix so as to deal with cracking. This test shall also enable us analyze the
tensile properties of PWM asphalt and un-modified asphalt concrete. A cylindrical test
specimen shall be loaded on two diametrically opposite sides. This shall induce a tensile
stress in the test specimen. The test shall be performed with a constant deformation speed
until failure. The maximum load shall be recorded and shall be used to calculate the indirect
tensile strength.

The indirect tensile strength shall be calculated as;

𝑠 (636.62×𝑝max)
𝑡=
𝑡×𝐷
𝑠𝑡 = Indirect tensile strength (KPa)
𝑝𝑚𝑎𝑥 = Maximum load of failure (N)
t= height of specimen (mm)
D= Diameter of specimen (mm)
22 |

REFERENCES
[1] H. Naghawi, R. Allouzi, A. Alklub, and K. Masarwah, “Plastic Waste Utilization as
Asphalt Binder Modifier in Asphalt Concrete Pavement,” vol. 12, no. 5, pp. 557–562,
2018.
[2] G. Malkoc, “Bitumen challenges and opportunities for the road construction sector _
World Highways.” 2018.
[3] BMAU, “BMAU BRIEFING PAPER ( 21 / 19 ) May 2019 BMAU BRIEFING PAPER (
21 / 19 ),” no. May, pp. 19–22, 2019.
[4] F. Onyango, S. R. Wanjala, M. Ndege, L. Masu, and A. A. Binder, “Effect of Rubber Tyre
and Plastic Wastes Use in Asphalt Concrete Pavement,” vol. 9, no. 11, pp. 1395–1399,
2015.
[5] A. Komackeck, J. Kinobe, and L. Kasisira, “Characterization of municipal waste in
Kampala, Uganda.” 2014.
[6] R. Geyer, J. R. Jambeck, and K. L. P. Law, “Use, and Fate of All Plastics Ever Made,”
Science Advances, vol. 3, no. 7. 2017.
[7] M. Sasidharan, M. E. Torbaghan, and M. Burrow, “Using waste plastics in road
construction,” no. 2016, pp. 1–18, 2019.
[8] Omnexus, “PET Plastic (Polyethylene Terephthalate)_ Uses, Properties & Structure.”
2021.
[9] M. Souliman, M. Mamlouk, and A. Eifert, “Mechanistic Analysis and Cost-Effectiveness
of Rubber and Polymer Modified Asphalt Mixtures,” Adv. Civ. Eng. Mater., vol. 6, p.
20160069, Apr. 2017, doi: 10.1520/ACEM20160069.
[10] B. M. Kiggundu, U. Bagampadde, and D. Kalumba, “A Study of Pavement Performance
of Select Kampala City Roads,” 2020.
[11] J. Propa, “Plastic trash is a serious problem in Uganda · Global Voices.” 2018.
[12] M. of works and Transport, “THE REPUBLIC OF UGANDA ROAD AND BRIDGE
WORKS MINISTRY OF WORKS AND TRANSPORT,” vol. 1, no. January, 2010.
[13] I. To, T. Engineering, and N. May, “Introduction to transportation engineering,” 2007.
[14] T. F. Fwa, The handbook of highway engineering. 2005.
[15] J. Hu, P. Liu, and B. Steinauer, “A Study on Fatigue Damage of Asphalt Mixture Under
Different Compaction Using 3D-Microstructural Characteristics,” no. June, 2017, doi:
10.1007/s11709-017-0407-9.
[16] A. Hassan, Y, “METHODOLOGY FOR DETERMINING MOST SUITABLE
COMPACTION TEMPERATURES FOR HOT MIX ASPHALT Hassan Youness
Ahmed,” vol. 33, no. 4, pp. 1235–1253, 2007.
[17] A. M. Aguilar and W. Virginia, Analysis of the Air Voids within Superpave Gyratory
Compacted Hot Mix Asphalt Specimens Analysis of the Air Voids within Superpave
Gyratory Compacted H ot M ix A sphalt Specimens Master of Science In Department of
Civil and Environmental Engineering Copyr. 2015.
[18] S. . Gautam, “ASSESSMENT OF PLASTIC WASTE AND ITS MANAGEMENT AT,”
2009.
[19] G. White, “Laboratory Evaluation of Asphalt Containing Recycled Plastic as a Bitumen
Extender and Modifier,” no. November, 2019, doi: 10.17265/2328-2142/2019.05.004.
[20] R. Vasudevan, A. R. Chandra, B. Sundarakannan, and R. Velkennedy, “A technique to
dispose waste plastics in an ecofriendly way – Application in construction of flexible
pavements A technique to dispose waste plastics in an ecofriendly way – Application in
23 |

construction of flexible pavements,” Constr. Build. Mater., vol. 28, no. 1, pp. 311–320,
2012, doi: 10.1016/j.conbuildmat.2011.08.031.
[21] J. Patil, N. Sasane, and A. Pune, “APPLICATION OF WASTE PLASTIC AS AN
EFFECTIVE CONSTRUCTION,” no. January 2019, 2015.
[22] V. Swami and A. Jirge, “Use of waste plastic in construction of bituminous road,” vol. 4,
no. 05, pp. 2351–2355, 2012.
[23] Y. 2 Chen, “Rutting in Asphalt Pavement under Heavy Load and High Temperature
Zhang Qi-sen 1 , Chen Yu-liang 2 , Li Xue-lian 3 1,” pp. 39–48, 2009.
[24] A. Radadiya, “Experimental Study of Dry Mix Process in Road Construction by Adding
Recycled Polypropylene,” no. April 2018, 2020, doi: 10.22214/ijraset.2018.4402.
[25] T. Ministry of works, “Laboratory Testing Manual 2000,” 2000.
24 |

APPENDICES
Table 5-1, The table showing the work schedule

FEB MARCH APRIL MAY JUNE JULY AUGUST SEPTEMBER

Project
identification

Project planning

Literature review
Project proposal
writing
Proposal
presentation
Lab tests and
analysis
Analysis of
results
Final report
writing
Final year
project
presentation
25 |

Table 5-2, The table showing the budget

ITEM QUANTITY UNITS UNIT TOTAL

PRICE
Transport 1 200,000 200,000

Note books 2 10,000 10,000

Pens 5 1,000 10,000

Airtime 1 50,000 50,000

Internet services 1 90,000 90,000

Report binding 5 2,000 10,000

Aggregates 0.1 TONS 400,000 40,000

Bitumen 10 LITRES 2,500 25,000

Lab tests and 1 800,000 800,000

Equipment
Miscellaneous 1 150,000 150,000

TOTAL 1,385,000