utilizing waste plastic bottles in bituminous asphalt mix
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Mekelle University
Ethiopian Institute of Technology - Mekelle (EiT-M)
Department of Civil Engineering
A Study
On
Utilizing Waste Plastic Bottles in BituminousAsphalt Mix
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"Utilizing Waste Plastic Bottles in
Bituminous Asphalt Mix"
A Thesis Submitted in Partial Fulfillment of the Requirements for the
Award of BSc. Degree in Civil Engineering
By
ABEL GEBRETSADIK, CE/UR0272/02, SECTION ONE
SOSINA SEYOUM, CE/UR0694/02, SECTION THREE
MILLION BAYOU, CE/UR0602/02, SECTION TWO
ABRAHAM SEBSIBE, CE/UR0281/02, SECTION FOUR
RUTHA TADESSE, CE/UR0652/02, SECTION TWO
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DeclarationWe, the undersigned students, declare that this research is our own work and all source of materials
used to comply this report have been monotonously acknowledged.
Name: ABEL GEBRETSADIK
Signature:
Name:SOSINA SEYOUM
Signature:
Name: MILLION BAYOU
Signature:
Name: ABRAHAM SEBESIBE
Signature:
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Certificate
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Acknowledgement
Most of all, we would like to thank God, for helping us through all the difficulties and making it
all possible. We would also like to congratulate ourselves for the hard work and work ethics
throughout the period of the research. This research would not be possible if it wasn't for our
parents, so we would like to thank them for their continuous support and encouragement.
We are indebted to express our sense of gratitude to our advisor Dr. Tensay Gebremedhin for his
continuous encouragement throughout the work and contribution with valuable guidance and
supervision.
We are grateful to CRBC - Addis Engineering P.L.C for providing all the necessary materials and
laboratory without any limitations for the successful completion of the research. Also we are grateful
for all workers of CRBC - Addis Engineering P.L.C Material Testing Laboratory.
We would like to acknowledge the following persons for their limitless support, encouragement,
and ideas.
Mr. GirmaSahale
Mr. MechalWolde
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Abstract
In the design of highway, the pavement is either flexible or rigid. Flexible pavements consists
different layers namely; Wearing Course, Binder Course, Base Course, Sub-Base, and sometimes
capping layer. The part which is directly in contact with the wheel load is the wearing surface; the
wearing surface is made of HMA which is a mixture of Course Aggregate, Fine Aggregate, Mineral
Fillers, and Bitumen. A Properly mixed HMA gives a good durability and strength for the road but
now a days asphalt concrete pavements are expected to perform better as they are experiencing a
very large amount of traffic volume, increased loads and increased variations in daily or/and seasonal
temperature over what has been experienced in the past. This expectation leads in finding another
means to increase the performance of the road.
This research use Polyethylene Terephthalate (PET) as HMA modifier. PET is one component of
plastic material, and the research is concerned with the possibility of utilizing waste plastic bottle as
an ingredient in asphalt concrete to increase the mixture engineering property and at the same time
decrease cost of construction by decreasing the amount of asphalt cement (bitumen) required.
The experimental work include all aggregate quality physical Property tests , bitumen tests and
Asphalt concrete mix design by using Marshall Method of mix design for both modified and
unmodified mix In this specific investigation the dry process is used for introducing the PET in to
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The Marshall test conducted with PET showed better performance than the controlled specimen.
From the experimental result the increase in Marshall Stability is found to be 29.77% while the
optimum bitumen decreased as the PET content increased up to 0.9%; the percentage decrease in
OBC is found to be 8.36%. Finally, a PET content of 0.9% by weight of total aggregate has found to
be the optimum PET content that could increase the engineering property of AC and decrease the
bitumen required.
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Table of Content
Declaration .................................................................................................................................... iii
Certificate ...................................................................................................................................... iv
Acknowledgement ........................................................................................................................... v
Abstract .......................................................................................................................................... vi
Table of Content .......................................................................................................................... viii
List of Figures ............................................................................................................................... xii
List of Abbreviations ......................................................................................................................xv
CHAPTER 1 ......................................................................................................................................... 1
1. INTRODUCTION ........................................................................................................................ 1
1.1 GENERAL................................................................................................................................. 1
1.2 BITUMINOUS ASPHALT MIX DESIGN........................................................................................ 1
1.2.1 OVERVIEW............................................................................................................................... 1
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1.4.2 SPECIFIC OBJECTIVE............................................................................................................... 18
CHAPTER 2 ....................................................................................................................................... 19
2. LITERATURE REVIEW .......................................................................................................... 19
CHAPTER 3 ....................................................................................................................................... 23
3. MATERIALS FOR BITUMINOUS ASPHALT MIX ............................................................ 23
3.1 CONSTITUTE OF A MIX........................................................................................................... 23
3.1.1 AGGREGATES......................................................................................................................... 23
3.1.2 MINERAL FILLER.................................................................................................................... 31
3.1.3 BITUMEN................................................................................................................................ 32
3.2 MATERIALS USED IN THIS STUDY........................................................................................... 37
3.2.1 AGGREGATE........................................................................................................................... 37
3.2.2 BITUMEN................................................................................................................................ 38
3.2.3 MINERAL FILLER.................................................................................................................... 39
3 2 4 POLYETHYLENE TEREPHTHALATE (PET) 39
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4.3.3 DENSITY AND VOID ANALYSIS............................................................................................... 49
4.4 RETAINED STABILITY OR IMMERSION STRENGTH TEST.......................................................... 52
CHAPTER 5 ....................................................................................................................................... 53
5. RESULTS AND DISCUSSIONS ............................................................................................... 53
5.1 INTRODUCTION....................................................................................................................... 53
5.2 BULK SPECIFIC GRAVITY (BSG) ............................................................................................ 55
5.3 MARSHALL STABILITY........................................................................................................... 56
5.4 VOID IN THE MIX (VIM) ........................................................................................................ 59
5.5 FLOW VALUE......................................................................................................................... 59
5.6 VOID IN THE MINERAL AGGREGATE (VMA) .......................................................................... 60
5.7 VOID FILLED WITH ASPHALT (VFA) ...................................................................................... 61
5.8 IMMERSION STRENGTH TEST.................................................................................................. 62
CHAPTER 6 ....................................................................................................................................... 64
6 CONCLUSION 64
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9. APPENDICES ............................................................................................................................. 69
APPENDIXA.AGGREGATE QUALITY TEST RAW DATA................................................................. 69
APPENDIX B.MARSHALL TEST RAW DATA...................................................................................... 75
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List of Figures
FIGURE 1-1FLEXIBLE PAVEMENT LAYERS............................................................................................. 2
FIGURE 1-2WASTE PLASTIC BOTTLES.................................................................................................. 14
FIGURE 1-3COLLECTED AND STORED WASTE PLASTIC BOTTLES......................................................... 15
FIGURE 1-4SOLID WASTE COMPOSITION OF ADDIS ABABA CITY........................................................ 16
FIGURE 3-1AGGREGATE GRADATION................................................................................................... 26
FIGURE 3-2GAUGING FLAKY AGGREGATES......................................................................................... 29
FIGURE 3-3MEASURING MINERAL FILLERS FOR PREPARATION OF MARSHALL SAMPLE...................... 31
FIGURE 3-4SHREDDED PET ................................................................................................................. 40
FIGURE 3-5CHEMICAL COMPOSITION OF PET ...................................................................................... 40
FIGURE 3-6PETRECYCLING SYMBOL.................................................................................................. 41
FIGURE 4-1WASHING AGGREGATE WITH 0.075MM SIEVE.................................................................... 43
FIGURE 4-2DIFFERENT AGGREGATE SIZES,SIEVED AND MARKED....................................................... 44
FIGURE 4 3 MEASURED AGGREGATE FOR MARSHALL SAMPLE PREPARATION 44
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FIGURE 5-4PLASTIC AGGREGATE BITUMEN INTERACTION MODEL FOR THE PLASTIC WASTE COATED
AGGREGATE,AND BITUMEN MIX.................................................................................................. 58
FIGURE 5-5VIMVS.BITUMEN CONTENT............................................................................................. 59
FIGURE 5-6FLOW VS.BITUMEN CONTENT............................................................................................ 60
FIGURE 5-7VMAVS.BITUMEN CONTENT............................................................................................ 61
FIGURE 5-8VFAVS.BITUMEN CONTENT............................................................................................. 62
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List of Tables
TABLE 1-1CORRECTION FACTOR FOR MARSHALL STABILITY (ASPHALT INSTITUTE) .......................... 10
TABLE 3-1AGGREGATE GRADATION FOR AC(ERA2012MANUAL) ................................................... 37
TABLE 3-2SPECIFIC GRAVITY AND WATER ABSORPTION OF AGGREGATES......................................... 38
TABLE 3-3PHYSICAL PROPERTIES OF AGGREGATE USED IN THIS INVESTIGATION............................... 38
TABLE 3-4SELECTION CRITERIA FOR ASPHALT GRADES (ASPHALT INSTITUTE) .................................. 39
TABLE 3-5PROPERTY OF BITUMEN USED IN THIS INVESTIGATIONS...................................................... 39
TABLE
4-1ERA
2012
M
ANUALS
PECIFICATION FORM
ARSHALLT
EST................................................ 49
TABLE 4-2COMPUTED BULK SPECIFIC GRAVITY AND AGGREGATE PERCENTAGE USED...................... 50
TABLE 5-1MARSHALL TEST RESULTS.................................................................................................. 53
TABLE 5-2OBCAND OTHER RESULTS................................................................................................. 57
TABLE 5-3RETAINED MARSHALL STABILITY....................................................................................... 63
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List of Abbreviations
10%FACT 10% Finest Aggregate Crushing Value
AASHTO American Association of State Highway and Transportation Officials
AC Asphalt Concrete/ Asphalt Cement
ACV Aggregate Crushing Value
AIV Aggregate Impact Value
AR Asphalt Residue
ASTM American Society for Testing and Materials
BS British Standard
CRBC China Road and Bridge Corporation
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MTD Maximum Theoretical Density
OBC Optimum Bitumen Content
PE Polyethylene
PET Polyethylene Terephthalate
PG Performance Grade
PP Polypropylene
RC Rapid Curing
RTFO Rolling Thin Film Oven
SC Slow Curing
SHRP Strategic Highway Research Program
SSD Saturated Surface Dry
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Chapter 1
1. Introduction
1.1 General
Bituminous binders are widely used by paving industry. In general pavements are categorized into
two groups, i.e. flexible and rigid pavement.
A. Flexible Pavement
Flexible pavements are those, having low flexural strength and are rather flexible in their structural
action under loads. These types of pavement layers reflect the deformation of lower layers on-to the
surface of the layer.
B. Rigid Pavement
If the surface course of a pavement is of Plain Cement Concrete or reinforced concrete then it is
called as rigid pavement since the total pavement structure cant bend or deflect due to traffic loads.
Cost wise rigid pavements are more expensive than the flexible pavements.
Pavement design and the mix design are two major considerations in case of pavement engineering.
The present study is only related to the mix design of flexible pavement considerations. The design
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binder for the gradation. Well-designed asphalt mixture can be expected to serve successfully for
many years under a variety of loading and environmental conditions.
In hot mix asphalt, binder and aggregate are blended together in precise proportions. The relative
proportions of these materials determine the physical properties of the HMA and ultimately how the
Figure 1-1 Flexible Pavement Layers
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1.2.3 Types of premix commonly used
The main types of premix are asphalt concrete, bitumen macadam and Hot rolled asphalt. Each type
can be used in surfacing or road bases.
Asphalt concrete (AC)
Asphalt concert is a dense continuously graded mix which relies for its strength on both the interlock
between the aggregate particles and the lesser extent on the properties of the bitumen and the filler.AC is a type of hot mix that meets strict requirement. It is a high quality, carefully controlled at
mixture of asphalt cement and well graded; high quality aggregate thoroughly compacted in to a
uniform dense mass typified by dense graded paving mix
Bitumen macadam
Close graded bitumen macadams also called dense bitumen macadams (DBM) are continuously
graded mixture similar to asphaltic concrete but usually with less dense aggregate structure. The
advantage of this method is the quality control testing is simplified and this should allow more
intensive compliance testing to be performed. Aggregate which behave more satisfactory for asphalt
concrete will also be satisfactory in DBM.
Hot Rolled Asphalt (HRA)
Hot Rolled asphalt is a gap graded mix which relies for the properties primary on the bitumen filler
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and its resistance to rutting and other type of road failure. There are three widely used methods of
asphalt mix design.
HVEEM METHOD
MARSHALL METHOD
SUPERPAVE METHOD
HVEEM METHOD
This method developed by F.N. Hveem of the California division of highways, has been used by that
organization since the early 1940's. As in the case with Marshall Method, actual design criteria vary
among organization using this method. Although the equipment for mix evaluation is the same, the
design philosophy embodies in this procedure is as follows
a. Stability is a function primarily of the surface texture of the aggregate
b. Optimum asphalt content is dependent on the surface area, surface texture and porosity of
the aggregate and asphalt stiffness
c. If required the design asphalt content is adjusted to leave a minimum of 4% calculated air
void to avoid bleeding or possible loss of stability.
Kneading compaction (ASTM D1561) is used to prepare specimens for laboratory testing over range
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SUPERPAVE METHOD
Superpave, not specifically a HMA mixture, refers to a complete paving system. The name
Superpave comes from SUPerior PERforming PAVEments.The Superpave mix design system was
developed through research performed during the Strategic Highway Research Program (SHRP).The
paving system consists of a new asphalt binder grading specification, a new mix design method and a
new HMA paving performance specifications.
There is no magic ingredient in Superpave mixes; they are still a mixture of aggregate and asphalt
cement. SHRP research revealed that the three main distresses of todays pavement are rutting,
fatigue cracking, and low temperature cracking. The Superpave mix design system addresses these
dominant issues. Mixes are designed to accommodate the traffic loading expected as well as the
historical climatic conditions of the location for the pavement.
The component for the HMA mixture is carefully selected, each having to meet specific
requirements. The PG binder grade is established by looking at both the historical high and low
temperatures of the pavement at the site. Aggregate must meet specific consensus properties
including coarse and fine aggregate angularity, flat and elongated particles and clay content. Because
of the design criteria, Superpave mixes must have strong aggregate structures which in general, result
in a course aggregate blend and lower asphalt content than standard mixes. The heart of the new mix
design method is the use of the Superpave gyratory compactor for the compaction of the design
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MARSHALL METHOD
The concept of the Marshall method of designing paving mixtures was formulated by Bruce
Marshall; formerly a bituminous engineer with the Mississippi State Highway Department. The U.S
corps of Engineers through extensive research and correlation studies, improved and added certain
features to Marshalls test procedure, and ultimately developed mix design criteria. The Marshall
Test procedures have been standardized by the American society for testing and materials procedures
are given in ASTEM D 1559.
Generally Marshall Method has been applicable to dense-graded HMA paving mixtures using
penetration Grade asphalt binders and containing aggregates with a maximum size of 25mm or less.
The Marshall method is used for both laboratory design and the quality control of hot mix asphalt
pavements.
General Procedure
The Marshall Mix design process consists of three basic steps
1. Aggregate Evaluation
Determine acceptability of aggregate for use in HMA construction; test often performed
include Los Angeles abrasion, Sodium or Magnesium sulfate soundness, sand equivalent,
presence of deleterious substances, polishing, crushed face count, and flat and elongated
i l
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Verify that specification properties are acceptable
Determine asphalt cement specific gravity and plot viscosity data on a temperature-
viscosity plot
Determine the ranges of mixing and compaction temperature from the temperature-
viscosity plot
3. Preparation of Marshall Specimens
Dry and sieve aggregates in to size and store in clean sealable containers. Separate
enough material to make 18 specimens of approximately 1200gm each. Minimum
aggregate and asphalt cement requirements to prepare one series of test specimens of a
given gradation are 25Kg and 4liter respectively
Weigh up aggregate for 18 specimens placing each in a separate container and heat to
mixing temperature
It is desirable to prepare trial specimens prior to preparing all aggregate batches. Measure
the height of the trial specimen(h1) and check against height requirement for Marshall
specimens 63.5mm 1.27mm .If the specimen is outside the range adjust the quantity of
aggregate
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Mix asphalt cements and aggregate until all aggregate is coated, it is helpful to work on a
heated table. Mixing can be by hand, but a mechanical mixer is preferred.
Check temperature of freshly mixed material; if it is above the compaction temperature,
allow it to cool to compaction temperature ;if it is below compaction temperature discard
the material and make a new mix
Place a paper disc in to an assembled, preheated Marshall mold and pour in loose HMA.
Check the temperature, spread the mixture with a heated spatula or trowel 15 times
around the perimeter and 10 times over the interior. Remove the collar and mold material
inside the mold so that the middle is slightly higher than the edges. Attach the mold and
base plate to the pedestal. Place the preheated mold and apply the appropriate number of
blows to both sides.
Allow specimens to sit at room temperature overnight before further testing
Determine the bulk specific gravity for each specimen by weighing in air, submerged
samples in water and allow saturate prior to getting submerged weight in SSD condition.
Remove the sample and weigh in air in saturated surface dry condition.
Calculate MTD
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Calculate the VFA(voids filled with asphalt) for each Marshall specimen using the VIM
and VMA as follows
5. Marshall Stability and Flow Test
Heat the water bath to 60OC 1OC and place specimens to be tested in the bath for at
least 30 but not more than 40 minutes. Place specimens in the bath in a staggered manner
to ensure that all specimens have been heated for the same length of time before testing.
use a water bath large enough to hold all specimens prepared for the mixture design
After heating for the required amount of time, remove a specimen from the bath, pat with
towel to remove excess water, and quickly place in the Marshall testing head.
Bring the loading ram in to contact with the testing head. Zero the pens if using a load
deformation recorder or Zero flow gauge, and place the gauge on the rod of testing head.
Testing should be completed within 30sec from the time the specimen is removed from
the bath.
6. Stability Correction
It is possible while making the specimen the thickness slightly vary from the standard specification
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Table 1-1 Correction Factor for Marshall Stability (Asphalt Institute)
7. Prepare Graphical Plots
Th l f h b i d i d f h i i h diff bi
Volume of specimen (cm3) Thickness of specimen(mm) Correction factor
457-470 57.1 1.19
471-482 68.7 1.14
483-495 60.3 1.09
496-508 61.9 1.04
509-522 63.5 1.00
523-535 65.1 0.96
536-546 66.7 0.93
547-559 68.3 0.89
560-573 69.9 0.86
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8. Optimum Asphalt Content Determination
There are two methods which is commonly used
Method I
Determine the asphalt content which corresponds to the specification median air void
content (4%).This is the optimum asphalt content
Determine the following properties at this optimum asphalt content by referring to the
plots
Marshall stability
Flow
VMA
VFA
Density
Compare each of these values against the specification values and if all are within the
specification, then the preceding optimum asphalt content is satisfactory. If any of these
properties are outside the specification range, the mixture should be redesigned.
Method II ASPHALT INSTITUTE METHOD IN MS 2
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air void
VIM
VFA
VMA ( at 4% VIM)
1.2.5 Properties considered in HMA
There are several properties that contribute to the quality of asphalt mixture pavement. They include
stablity,durablity,impermeablity,workablity,flexiblity,and fatigue resistance.
Stablity
Stablity of an asphalt mixture pavement is the ablity of the mixture to resist shoving and rutting
under load. A stable pavement maintains the shape and smoothness required under repeated loading
an unstable pavement develops ruts(channel),ripples(washboarding or corrugation),raveling and
other signs of shifting of the asphalt mixture.
Stablity is required to be high enough to handel traffic adequatly,but not higher than traffic condition
required. Cause's for instablity
Excess binder in asphalt mixture
Excess medium size sand in asphalt mixture
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Impermeablity
Impermeablity is the resistance of an asphalt pavement to the passage of air and water in to or
through the mixture. Basically this characterstic is related to void content of the compacted asphalt
mixture,Although impermeablity is important for the durablity of a compacted paving asphalt
mixure,vertually all asphalt mixture used in highway construction is permeable to some degree.This
is acceptable as long as the permeablity is within specified limits.
Resistance to moisture induced damage
Some HMA mixes,when subjected to moisture or water lose adhesion betwwen the aggregate surface
and asphalt cement binder.Aggregate properties are primerly responsible for this
phenomenon,although some asphalt cements are more prone to moisture damage (stripping) than
others.If a HMA mix is prone to stripping,then antistripping agents should be used, Making the mix
impermeable to water also minimizes the problem.
Workablity
Workablity describes the ease with which a paving asphalt mixture may be placed and compacted.
Workablity may be improved by changing mix design parameters,aggregate source and/or gradation.
Workablity can be affected by
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An open graded asphalt mixture with high binder content is generally more flexible than a dense
graded low binder content asphalt mixture.
Fatigue resistance
Fatigue resistance is the pavements resistance to repeated bending under wheel loads(traffic). This is
affected by
Air voids
Binder viscosity
Lack of compaction
Inadequate pavement thickness
As the percentage of air void in the pavement increases,either by design or lack of
compaction,pavement fatigue life is drastically shortened.
Skid resistance
Skid resistance is the ablity of an asphalt surface to minimize skidding or slipping of vehicle
tires,particularly when the roadway surface is wet. Best skid resistance is obtained with roughtextured aggregate in an open graded mixture with an aggregate of 12.5-9.5mm aggregate size.
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leads to a high cost and loss of foreign currency.
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Plastic 2.9%
Wood 2.3%
Bone 1.1%
Textiles 2.4%
Metals 1.5%
Glass 0.5%
Combustible Leaves 15.1%
Non-Combustible Stone 2.5%
All Fines 65%
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As it can be observed from the above mathematical figures, 15% of the solid waste in Addis Ababa
can be recycled. One of the solid wastes that can be recycled is Plastic; the quantum of plastic wasteis highly increasing due to an increase in population, urbanization, development activities and change
in life style. Thus, disposal of waste plastic has become a serious problem both nationally and
globally due to their non-biodegradability and unaesthetic views.
Researchers found that this material can remain in the earth for about 4500 years without
degradation. These plastic wastes have created water pollution in most rivers found in Addis Ababa.
According to the Waste and Resources ActionProgram (WRAP) survey, most plastics collected for
recycling from the household waste stream are plastic bottles. Themajority of bottles are made from
Polyethylene Terephthalate (PET) estimated that the ratio is 55-60%.
Hence this research is intended to partially replace the conventional material by waste plastic bottles
and improve the desired mechanical characteristics of a road mix. This will also decrease both the
environmental pollution due to the presence of plastic waste and decrease road project costs by
decreasing the amount of bitumen needed. Even if we cannot avoid using plastic bottles, there is a
possibility of reusing it.
1.3.2 Role of PET in Bituminous Pavement
Utilization of waste material as secondary material is being developed worldwide. One of these
waste materials is plastic bottles which are being produced in large amount In food industries
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modifier such as polymers in asphalt mixture. Constructing high-thickness pavement will cause
considerably higher construction cost. Thus, using additives might be a better solution to overcomethe pavement deterioration problem.
1.4 Research Objective
1.4.1 General Objective
The first and main objective of our research is to Utilize Waste Plastic Bottles in Bituminous AsphaltMix by recycling waste plastic bottles that are highly polluting our country, almost the whole city of
Addis Ababa.
1.4.2 Specific Objective
The plastic bottles or scientifically PET, are one of the biggest potential threat for the environment
and health of the community. So this research is a way to people to clean their community and at the
same time generate income by collecting waste plastic bottles. At the current time the factories that
crush and cut the plastic bottles are buying 1kg of plastic bottle for 2.5 - 3 ETB; and if we can utilize
these plastic bottles for asphalt construction the demand will be high and peoples who are engaged in
the plastic collection business can generate more income.
Most of all, since this research is intended to decrease the amount of bitumen used in the asphalt mix
at the same time increasing the quality of the asphalt mix; our country will save a lot of foreign
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Chapter 2
2. Literature Review
The quantum of plastic waste in municipal waste is increasing due to increase in population,
urbanization, development activities and changes in life style, which leading widespread littering on
the landscape. Thus the disposal of waste plastic is a menace and become a serious problem globally
and also in Ethiopia due to non-biodegradability and unaesthetic view. Thus, it would be rewarding if
waste plastics can be reused, for instance in project such as pavement construction as a useful
material in order to improve service life of road pavement in one way and also preventing from
environmental pollution as well. This is done by using PET
As a part of bitumen; by mixing the liquid bitumen with that of PET(Wet process) As coated coarser aggregate(dry process)
As fine aggregate replacement and other methods
Wan MohdNazmi, Wan Abdul Rahman, AchmedFauzi Abdul Wahab; the objective of this research
is to determine optimum quality and the effect usage of the recycled PET as a partial fine aggregate
replacement in modified asphalt mixture by determining the permanent deformation and stiffness
behavior. The result obtained from the lab test testing reveals the maximum permanent deformation
f difi d h lt i t 20% l t ith l d PET H th tiff f PET
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TaherBaghaeeMoghaddam, Mohammed RehanKarim; this research program investigates the effects
of adding waste PET particles in to the asphalt mixture with the maximum size of 2.36mm. Differentpercentage of PET was added in to the mixture during dry process. Gap graded mixture and
penetration grade 80-100 asphalt binder have been used for this study. To evaluate PET reinforced
asphalt mixture different laboratory investigation has been conducted on specimens. Marshall
Stability test was carried out. Besides, stiffness modules test and indirect tensile fatigue test were
conducted on specimens at optimum asphalt content. It was observed that in many cases PET
reinforced mixture had better mechanical properties in comparison with control mixture.
Miss Apurva J Chavan; According to this research the plastic waste (PET) which is cleaned is cut in
to a size such that it passes through 2-3mm sieve using shredding machine. The aggregate mix is
heated and the plastic is effectively coated over the aggregate. This plastic coated aggregate is mixed
with hot bitumen and the resulted mix is used for road construction. The use of this modification will
not only strengthen the road construction but also increase the road life as well as will help to
improve the environment.
Osamu Kamada and Masaru Yamada; in this study, waste plastics were mixed with an asphalt
mixture as part of aggregate and the application of waste plastics to material of asphalt mixture was
researched from the effect of the mixed plastics on the properties of the mixture. Dense graded and
porous asphalt mixtures were used in the experiment. The results indicated fluidity-resistant of dense
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Lilies WidoJoko,P.Eliza Purnamasari; this research explores the effect of adding plastic and cement
as ingredient to the mixture of asphalt concrete on the characteristic of Marshall, plastic that areadded are 6% in weight. It was observed that the optimum bitumen content on the addition of 4%
plastic and Marshall Stability increased by 19% compared to AC-WC without addition of plastic.
The positive effect of plastic bottle on the characteristics of Marshall, along with its environmental
advantages, makes this material a feasible additive.
For the past decade significant researches has been conducted on Plastics to modify asphalt mixture.
Plastics can successfully improve the performance of asphalt pavements at low, intermediate, and
high temperatures by increasing mixture resistance to fatigue cracking, thermal cracking and
permanent deformation (Aflaki &Tabatabaee, 2008). The purpose of modifying asphalt mix is to
achieve the desired engineering properties such as increase stability, shear modulus, fatigue
resistance, resistance to thermal fracture at low temperatures, and decrease permanent deformation
under load (rutting). Other benefits include greater adhesion to the aggregate and increase tire
traction (Gonzlez Uranga, 2008).
Suroso, (2004) notes that one way for increasing softening point of asphalt was by adding plastic into
bitumen. The result shows on one hand, increase in the softening point of asphalt, but on the other
hand, the value of bitumen penetration decreases.
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using tire in mix design was conducted by students of Addis Ababa University and the result was
impressive.
Vascudevan et.al, 2006, Suggested use of waste plastic for construction of flexible pavement.
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Chapter 3
3. Materials for Bituminous Asphalt Mix
Bituminous mix consists of a mixture of aggregates continuously graded from maximum
size,typically less than 25 mm, through the fine filler that is smaller than 0.075mm.
Sufficientbitumen is added to the mix so that the compacted mix is effectively impervious and
willhave acceptable dissipative and elastic properties. The bituminous mix design aims todetermine
the proportion of bitumen, filler, fine aggregates, and coarse aggregates to producea mix which is
workable, strong, durable and economical.
The types of HMA most frequently used in tropical countries are manufactured in anasphalt plant by
hot-mixing appropriate proportions of the following materials;
i. Coarse Aggregate, defied as materials having particle size larger than 2.36mm;
ii. Fine aggregate, defined as materials having particle size less than 2.36mm and larger than
0.075mm;
iii. Fillers, defined as materials having particle size less than 0.075mm, which may originate
from fines in the aggregate or be added in the form of cement, lime or ground rock; and
iv. Paving grade bitumen with viscosity charactersitics appropriate for the type of HMA, the
li t d l di diti h it ill b d
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Classification of aggregates based on preparation
Asphalt Concrete paving aggregates are classified according to source or means of preparation. A
brief description of the classification is presented as follows.
Pit or Bank-Run Aggregates
Both gravel and sand are typically pit or bank-run natural aggregates. They usually are screened to
proper size and washed to remove dirt before being used for Asphalt Concrete paving purposes.
Processed Aggregates
When natural pit or bank-run aggregate has been crushed and screened to make it suitable for
Asphalt Concrete pavements, it is considered a processed aggregate. Crushing typically improves the
particle shape by making the rounded particles more angular. Crushingalso improves the size
distribution and range. Crushed stone is also a processed aggregate. It is created when the fragments
of bedrockand large stones are crushed so that all particlefaces are fractured. Variation in size of
particlesis achieved by screening. Aggregates that havereceived little or no screening are known as
crusher run. These aggregates are generallymore economical than screened aggregates and can be
used in Asphalt Concrete pavements in many instances. In the processing of crushed limestone, the
rock dust produced is separated from the othercrushed aggregate and may be used as crushed sand or
as a mineral filler in Asphalt Concrete pavements.
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Ef fect of mineralogy in performance
Scientifically minerals have definite chemical composition and usually specific crystalline structure,the physical and chemical properties of aggregate can be expected to be associated with mineralogy
of the aggregate. Most aggregate are composed of several minerals ,often with variable composition.
Even with aggregate of uniform mineralogy, the properties may be altered by oxidation, hydration,
leaching ,weathering and foreign coatings. Therefore,mineralogy alone cannot provide a basis for
predicting the behavior of an aggregate in service past performances of similar aggregates under
similar environmental and conditions can be helpful in evaluating aggregates. In addition, mineral
composition of coarse aggregate also affect the skid resistance of HMA. Quartz and feldspar are
harder and more polish resistant minerals which are normally found in igneous rock such as basalt.
On the other hand, calcite and dolomite, which occurs in limestone are soft minerals. Limestone that
have a high percentage of soft materials tend to polish more rapidly than most other aggregate types.
The acid insoluble residue test has been used to measure the amount of harder materials present in
carbonate aggregates. Some agencies use polishing test to evaluate the polishing potential of an
aggregate.
Desirable Properties of Aggregates
Selection of an aggregate material for use in an Asphalt Concrete pavement depends on the
availability, cost, and quality of the material, as well as the type of construction for which it is
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standard practice. The gradation by the volume and weight as the same as long as the specific
gravities of the various aggregate being used are approximately equal.
Figure 3-1 Aggregate Gradation
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addition of solution; the plastic fines are forced into suspension. At the end of a prescribed
sedimentation period the heights of sand and clay are measured. The Sand Equivalent Valueis the ratio of the height of the sand to clay, expressed as a percentage.
i i . Plasticity I ndex
This is defined as a range of moisture content, expressed as a percentage of the mass of an
Oven dried aggregate sample passing a 425m sieve, within which the material is in a plastic
state. It is the numerical difference between the liquid and plastic limit of the material. The
liquid and plastic limits are difficult to determine for materials of relatively low plasticity and
in such cases a limit of 2 per cent in the linear shrinkage test will be easier to apply or use as a
confirmatory test.
3. Toughness/H ardness/:Toughness or hardness is the ability of the aggregate to resist crushing
or disintegration during mixing, placing, and compacting; or under traffic loading.
It can be measured by four tests that are used to establish the ability of an aggregate to resist
crushing and impact during road construction and subsequent service life. All four tests are
carried out on coarse aggregate particles between 10mm and 14mm only.
i . Aggregate Crushing Value (ACV)
In this test fixed crushing force of 400 KN is applied to the coarse aggregate sample contained within
a mold. The ACV test result is reported as the amount of fines produced passing the 2.36mm sieve,
expressed as a percentage of the initial sample weight. The test is not suitable for weaker aggregates
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i i i . Aggregate Impact Value (AI V)
In this test a coarse aggregate sample is subjected to successive blows from a falling hammer to
simulate resistance to impact loading. After testing, the AIV is the amount of material finer than
2.36mm expressed as a percentage of the initial sample mass. The test was designed to be
supplementary to the ACV test for values up to 26. Softer aggregate should be tested using a
modified procedure to ensure that the generation of excessive fines does not invalidate the result. The
AIV has considerable advantages because the equipment is simple, easily portable and does notrequire a large crushing pressure.
iv. Los Angeles Abrasion (LAA)
In this test an aggregate sample is subjected to attrition and impact by steel balls whilst rotating
within a steel cylindrical drum at a prescribed rate for a set number of revolutions. On completion of
the test, the sample is screened on a 1.70mm sieve. The coarser fraction is washed, oven dried and
weighed. The loss in weight expressed as a percentage of the original sample weight is the Los
Angeles Abrasion Value.
4. Soundness:Although similar to toughness, soundness is the aggregates ability to resist
deterioration caused by natural elements such as the weather.
i. Soundness - Sodium or Magnesium Test
These two tests, which are identical in procedure, can be carried out on both coarse and fine
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particularly useful for testing aggregate obtained from rock which is thought to be susceptible
to rapid weathering such as partially degraded basalt.5. Particle shape:The shapes of aggregate particles influence the asphalt mixture overall
strength and workability as well as the density achieved during compaction. When
compacted, irregular particles such as crushed stone tend to lock together and resist
displacement.
i. F laki ness I ndex
It is desirable that coarse aggregates used in bituminous mixtures have a satisfactory shape and that a
large proportion of the material tends to be cubical and not flaky. The Flakiness Index is determined
for material passing a 63mm sieve and retained on a 6.3mm sieve. The index represents the
percentage of the aggregate whose least dimension is less than 0.6 times the mean dimension.
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6. Sur face texture:Workability and pavement strength are influenced by surface texture. A
rough, sandpapery texture results in a higher strength than a smooth texture. Althoughsmooth-faced aggregates are easy to coat with an asphalt film, they are generally not as good
as rough surfaces. It is harder for the asphalt to grip the smooth surface.
7. Absorption:The porosity of an aggregate permits the aggregate 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.Aggregates with high water absorption usually
indicate low durability and can also cause problems during HMA design. It can be routinely
measured as part of the procedure to determine the relative densities of the various size
fractions of aggregate. It is the difference in mass between saturated surface dry and oven
dried aggregate expressed as a percentage of the oven dried sample mass. Coarse aggregate
having water absorption of 2 per cent or less is considered durable.
8. 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 causepoor bonding
which results in stripping. Aggregates readily susceptible to stripping action usually are not
suitable for asphalt paving mixes unless an anti-stripping agentis used.
i. Static Immersion tests
The tests are generally unreliable both in terms of repeatability and reproducibility and are usually
not quoted in any aggregate specifications used for hot mix asphalt. Their Usefulness is more
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waterto ensure complete saturation. A minimum value of 75 per cent should be attained for
satisfactory resistance to damage by moisture.
As discussed previously, it is primarily the physical properties of aggregate that determine the
suitability for use in HMA. Basic physical and mechanical properties such as density, porosity, and
strength and chemical or physicochemical properties such as wetting, adhesion, and stripping are
functions of the composition and structure of the minerals in the aggregate. An understanding of the
mineralogy and identification of minerals can provide information on the potential physical and
chemical properties of an aggregate for a given use, and can help avoid the use of aggregate
containing harmful mineral constituents. The project specification requirements should be selected so
that aggregates having undesirable mineral components are not accepted for use.
3.1.2 Mineral Filler
Mineral filler is defined as that portion of the aggregate passing the 0.075mm sieve. Mineral filler
material - also referred to as mineral dust or rock dust - consists of very fine, inert mineral with the
consistency of flour, which is added to the hot mix asphalt to improve the density and strength of the
mixture.
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3.1.3 Bitumen
Asphalt cement and tar are considered bituminous materials. Quite often, these two terms are used
interchangeably due to misconceptions resulting from their similarity in appearance and in some
parallel applications. However, asphalt cement and tar are two distinctly different materials with
different origins and different chemical and physical characteristics. Asphalt cement is a dark brown
to black cementations materials that is either naturally occurring or is produced by petroleum
distillation. Tar, on the other hand, is primarily manufactured from the destructive distillation ofbituminous coal and has a very distinct odor. Asphalt cement is used principally in Ethiopia paving
applications. Tar is hardly ever used in paving because of some undesirable physical characteristics
such as very high temperature susceptibility, significant health hazards such as severe eye and skin
irritation when exposed to its fumes.
Asphalt cement is mans oldest engineering material. Its adhesive and waterproofing properties were
known at the dawn of civilization. It was used by a thriving shipbuilding industry in Sumeria about
6000 B.C. An ancient civilization in the Indus Valley (Northwestern India) used asphalt cement in
the construction of large public baths or tanks about 3000 B.C. The use of naturally occurring
asphalts as a mortar for building and paving blocks, caulking for ships, and numerous waterproofing
application continued in later years in various parts of the world. Commercially available bitumens
can be classified in two broad parts;
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Gradually these refined asphalts become plentiful and of good quality. This forced the native
(natural) asphalt into a position of relative unimportance. Asphalts most commonly used in flexiblepavement construction can be divided into three types:
a) Asphalt Cements
b) Emulsified asphalts and
c) Cutback asphalts
Asphalt Cement
Asphalt cement is obtained by the distillation process from crude petroleum using different refining
techniques. At ambient temperature asphalt cement is a black sticky, semisolid, and a highly viscous
material. It is strong and durable cement with excellent adhesive and waterproofing characteristics. It
is also highly resistance to the action of most acids, alkalis and salts. The largest use of asphaltcement is in the production of Hot Mix Asphalt (HMA), which is primarily used in the construction
of flexible pavements throughout the word. The asphalt cement can readily be liquefied by applying
heat for mixing with mineral aggregates to produce HMA. Being very sticky, it adheres to the
aggregate particles and binds them to form HMA, after cooling to ambient temperature; HMA is a
very strong paving material which can sustain heavy traffic loads such as those experienced on
interstate highways and heavy duty airfields.
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The second method of classifying asphalt cement is by viscosity grading, as specified in ASTM
D3381. This grading is based on either the viscosity of the original asphalt cement or on the viscosityof the asphalt cement after aging in the Thin Film oven (TFO) or Rolling Thin Film Oven (RTFO)
test. Both viscosities are measured at 60oC and reported in poises. The viscosity grades based on
original asphalt cements include AC-2.5, AC-5, AC-10, AC-20, AC-30, and AC-40. The numerical
values indicate viscosity at 60oC in hundreds of poises. The viscosity grades based on the asphalt
residue (AR) from the TFO or RTFO test include AR-1000, AR-2000, AR-4000, AR-8000, and AR-
16000. The numerical values indicate viscosity at 60oC in poises.
Emulsified Asphalts
Emulsified asphalt also called emulsion is a mixture of asphalt cement, water, and emulsifying agent.
Because the asphalt cement will not dissolve in water, asphalt cement and water exist in separate
phases. Hot asphalt cements and water containing the emulsifying agent (like soap) is passed through
a colloid mill to produce extremely small (less than 5-10 microns) globules or droplets of asphalt
cement which are suspended in water. The emulsifying agent imparts an electric charge to the surface
of the droplets which causes them to repel one another, and thus the globule do not coalesce.
Emulsified asphalts are also categorized as liquid asphalt because, unlike asphalt cements, they are
liquid at ambient temperatures.
Emulsions are made to reduce the asphalt viscosity for lower application temperatures.
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to escape by evaporation, thus leaving the asphalt cement residue on the surface. Based on the
relative rate of evaporation, cutback asphalts are divided into three types:
i) Rapid Cur ing (RC): Produced by adding a light diluents of high volatility (generally
gasoline or naphtha) to asphalt cement. These are used primarily for tack coat and surface
treatments.
ii) Medium Curing (MC):produced by adding a medium diluents of intermediate volatility
(generally kerosene) to asphalt cement. These are generally used for prime coat, stockpile
patching mixtures, and road mixing operations.
iii) Slow Cur ing (SC):produced by adding oils of low volatility (generally diesel or other gas
oils) to asphalt cement. They are also called road oils. They are generally used for prime
coat, stockpile patching mixtures, and as dust palliatives.
Desirable Properties of Bitumen
1. Consistancy: Consistency describes the degree of fluidity of asphalt cement at a particular
temperature. Since asphalt cement is thermoplastic material, its consistency varies with
temperature. Therefore it is necessary to measure the consistency of different asphalt cements
at the same temperature and shear loading condition is the comparisons are to be made.
i . Penetration
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this is designated as the ring and ball softening point. In the ASTM version of the test, the liquid bath
is not stirred, as it is in BS method, and consequently the ASTM results are generally 1.5
o
C higherthan those recorded with the other methods.
i i i . Ductility
A number of specifications call for the ductility of the bitumen to be measured. The presence or
absence of ductility is usually considered more significant than the actual degree of ductility. Some
bitumens having an exceedingly high degree of ductility is also more temperature-susceptible.
Ductility of bitumen is measured by an extension type of test using a standard size briquette of
bitumen molded under standard conditions and dimensions. It is then brought to a constant
temperature, normally 25oc. One part of the briquette is pulled away from the other at a specified
rate, normally 5 cm per minute, until the thread of bitumen connecting the two parts of the sample
breaks. The elongation in centimeters at which the thread breaks is designated the ductility of the
bitumen.
2. Purity: The Solubility Test is a measure of the purity of bitumen. The portion of the bitumen
that is soluble in carbon disulphide represents the active cementing constituents. Only inert
matters such as salts, free carbon or non-organic contaminants are insoluble. Due to the
hazardous nature of carbon disulphide, trichloroethylene is usually employed in the solubility
tests. Determining solubility is simply a process of dissolving 2g of bitumen in 100ml of
solvent and filtering the solution through a glass fiber filter. The amount of material retained
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which the sample of bitumen is heated at a constant rate until a test flame, passed across the cup,
causes the vapors above the surface to ignite. The lowest temperature at which the test flame causes
ignition is taken as the flash point.
3.2 Materials Used in this Study
3.2.1 Aggregate
For preparation of mix aggregate grading as given below in table 3-1 was obtained as per ERA 2012
Flexible Pavement Design Manual Volume I from CRBC - Addis Engineering P.L.C asphalt
batching plant which is located in Addis Ababa, around Hanamariam. Since Asphalt Concrete is the
most common type of mix in Ethiopia, this project focuses on this type of mix and the table given
below is a specification of ERA and Asphalt Institute for AC Wearing Course. Bulk specific gravity
and physical property of the aggregate used are also presented in table 3-2 and 3-3 respectively.
Table 3-1 Aggregate Gradation for AC (ERA 2012 Manual)
Sieve Size (mm) Percentage Passing Sieve (%)
25 100
19 90 - 100
12.5 -
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Table 3-2 Specific Gravity and Water Absorption of Aggregates
Table 3-3 Physical Properties of Aggregate Used in this Investigation
Property Test Method Test
Result
Specification
Flakiness Index (FI) BS 812, Part 105 14 % < 35%
Aggregate Crushing Value (ACV) BS 812, Part 3 10 % < 25%
10% Fines Aggregate Crushing Test (10%
FACT)(Dry)
BS 812, Part 3 354 KN > 160 KN
Aggregate Impact Value (AIV) BS 812, Part 3 7 % < 25%
Los Angeles Abrasion (LAA) ASTM C131 & 13 % < 30%
Types of Aggregate Test Method
Water
Absorption
Specific
Gravity
Aggregate >4.75mm ASTM C127; AASHTO T85 2 2.584
Aggregate between 4.75-0.075mm ASTM C128; AASHTO T84 2.2 2.547
Aggregate
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Table 3-4 Selection Criteria for Asphalt Grades (Asphalt Institute)
Table 3-5 Property of Bitumen Used in this Investigations
Property Test Method Test Result Specification
Penetration at 25 C (0.1mm) ASTM D5 92 80 - 100
Softening Point, C ASTM D36 46 42 - 51
Flash Point, C ASTM D92 318 219
Fire Point, C ASTM D92 360
Ductility, cm 100+ 100 cm
Solubility in ASTM D2042 99.4% 99%
Temperature Condition Asphalt Grades
Cold, Mean Annual Air Temperature
7OC
120/150 Pen, AC-5, AR-2000 85/100 Pen, AC-10, AR-4000
Warm, Mean annual air temperature
between 7
O
C and 24
O
C
85/100 Pen, AC-10, AR-4000 60/70 Pen, AC-10, AR-4000
Hot, mean annual air temperature
24OC
60/70 Pen, AC-20, AR-8000 40/50 Pen, AC-40, AR-16000
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Polyethylene Terephthalate is a thermoplastic polymer resin of the polyester family and is used in
synthetic fibers; beverage, food and other liquid containers. The majority of the world's PET
production is for synthetic fibers (in excess of 60%), with bottle production accounting for around
30% of global demand. In the context of textile applications, PET is referred to by its common name,
"Polyester", whereas the acronym "PET" is generally used in relation to packaging.
Figure 3-4 Shredded PET
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PET Consists of polymerized units of the monomer Ethylene Terephthalate, with repeating C10H8O4
units. PET is commonly recycled, and has the number "1" as its recycling symbol.
Figure 3-6 PET Recycling Symbol
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Chapter 4
4. Experimental Works
4.1 General
This section mainly involves in two processes; i.e.
1. Preparation of Marshall Samples
2. Test on the samples
Prior to the experimental works, aggregate tests like; Specific gravity, water absorption, gradation,
Aggregate Crushing Value (ACV), Aggregate Impact Value (AIV), Sodium Sulphate Soundness, Los
Angeles Abrasion (LAA), Coating and Striping, Flakiness Index, Sand equivalence, and 10% Fine
Value were obtained. Also Bitumen tests; Penetration, Softening Point, Ductility, Flash & Fire Point,
and Solubility in Trichloroethylene was obtained according to ERA 2012 Manual Specifications.
4.2 Preparation of Marshall Samples
The Marshall samples were prepared according to ERA 2012, Asphalt Institute, and ASTM D1559
specifications. Mixes consisting of 0%, 0.3%, 0.6%, 0.9%, 1.2%, and 1.5% PET by weight of totalaggregate and different bitumen contents; 4%, 4.5%, 5%, 5.5%, 6%, and 6.5% by weight of total
aggregate has been used for this investigation These additives can be used in two ways: wet or dry
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other sizes 4.75mm - 0.075 mm, 4.752.36, and 2.36mm - 1.18mm were also used; But their effect
is very low, and in some cases they even decreases the Marshall stability, this is due to high melting
point of PET. Due to this trial and error procedure to find the right size of PET and mixing process
which could be employed in to the mix, additional 82 Marshall Samples were investigated. After a
lot of observations, and considerations the following process were used in all 114 Marshall Samples
prepared to determine the Optimum Asphalt & PET content. The overall process is;
The aggregate which are obtained from the batch plat was thoroughly washed and dried at
110OC for a minimum of 12hrs.
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Required quantity of Coarse aggregate, Fine Aggregate, and mineral filler in this case 1150g
were taken in to an iron pan and kept in an oven at a temperature of 165OC (only the Coarse
& Fine Aggregates) for a minimum of2hours.
Figure 4-2 Different Aggregate Sizes, sieved and marked
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The iron pan containing the mineral filler is kept in different oven at a temperature of 70OC in
order to avoid over burning. Preheating is required because the aggregates, PET, and bitumen
are to be mixed in heated state, and to remove moisture in the aggregate completely.
The heated aggregate is then transferred in to asphalt mixing machine and the required
amount of shredded PET was weighed and applied in to the aggregate. Mixing time is
between 120 sec - 180 sec.
After the aggregate and PET has been thoroughly mixed in a dry process, the required amount
of bitumen is applied to the mixture and mixed for 120 seconds. While mixing the
temperature should be in a range of 160OC - 165
OC.
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4.3 Tests on Samples
In this method, the resistance of plastic deformation of a compacted cylindrical specimen, 102mmdiameter X 63.5mm height, of bituminous mixture is measured when the specimen is loaded
diametrically at a deformation rate of 51mm/min. There are three major properties to be determined
at this stage
a) Thickness & Bulk specific gravity
b) Stability and Flow Test
c) Volumetric Analysis
4.3.1 Thickness and Bulk Specific Gravity
Thickness of the Marshall specimen is measured in millimeters by using a Caliper. Usually the
thickness of the specimen is expected to be 63.5 1.27mm, hence determining the thickness is useful
to determine the correction factor for the stability.
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The specific gravity of each specimen is also determined by the procedure given in ASTM D2726
,Bulk Specific Gravity of compacted Bituminous Mixtures Using Saturated Surface-Dry
Specimens, determining Specific Gravity is very useful in volumetric analysis especially Air Void.
Figure 4-6 BSG Computation
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4.3.2 Stability and Flow Test
After the bulk specific gravity of the test specimens have been determined, the stability and flow
tests are performed: the procedure is as follow
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While the stability test is in progress, the flow meter will also record the flow value for the
specimen expressed in units of 0.1mm.
The entire procedure for both the s