2005 INTERNATIONAL SYMPOSIUM ON

PAVEMENT RECYCLING
SÃO PAULO – SP – BRAZIL - MARCH 14 – 16

USE OF RECYCLED PLASTIC WASTE AGGREGATE AS A PARTIAL

SUBSTITUTION MATERIAL IN PAVEMENT STRUCTURE

Adnan Qadir
Associate Professor of Department Civil Engineering
NED University of Engineering and Technology,
Karachi-75270, PAKISTAN
[email protected]

Dr. Mansoor Imam

Associate Professor of Department Civil Engineering
NED University of Engineering and Technology,
Karachi-75270, PAKISTAN
mimam,@neduet.edu.pk

Paper 017-01 1
2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
ABSTRACT

Municipal solid waste (MSW) typically comprises of 7-13%(1,2,3), plastic materials, largely
polyethylene (PE - HDPE & LDPE). In urban centres of developing countries, for instance in
Karachi, plastic waste is being generated mostly in the form of shopping bags which is not
collected for subsequent recycling due to having waste characteristics (such as, lightness and
accumulation of dirt) which makes it inappropriate for effective pre-processing required for
recycling. It is therefore, left unmanaged in the urban environment as ‘unwanted waste material’
having zero scrap value. The environmental problems caused by this particular waste are not
only of aesthetic nature but also causes failure of sewerage systems. It has remained ever since a
daunting challenge for environmentalists and in particular to waste managers who are yet been
unable to come up with a sustainable solution for its ultimate safe disposal. This study is a part of
doctoral research investigating into the possible use of plastic waste into a form of ‘aggregate’
material (recycled plastic waste aggregate – RPWA). The source of raw material is mainly waste
polyethylene bags that are transformed into an aggregate form by extrusion process. The RPWA
is subsequently used as a partial substitution material with mineral / natural aggregate (NA) in
asphalt mix design for wearing course of pavement structure. Preliminary tests indicate that
stability, flow (Marshall Test) and volumetric characteristics of new mix such as bulk specific
gravity having RPWA as a partial substitution material for natural aggregate yielded improved
mix design. Initial tests were carried out replacing 15% (coarse and fine) aggregate with crushed
RPWA (ranging in between 3/8”-1/8”) showed that the Marshall stability of the new mix
increased up to 40% when compared to the control (blank) mix. Unit weight and bulk specific
gravity of prepared mixes fell well within the specified range of conventional asphalt mix for
light traffic load. With the preliminary testing, it is envisaged that use of RPWA as a partial
replacement or substitution material for natural aggregate in conventional asphalt mix design will
improve the performance of pavement (resistance to shoving and rutting) and hence provide a
sustainable solution for ultimate safe disposal of plastic bags waste.

KEY WORDS

Pavement material, partial substitution or replacement material, plastic waste recycling, recycled
plastic waste aggregate

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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
INTRODUCTION

With the advent of latest technologies in packaging and packaging materials the production of
waste related to this industries has increased several folds over the past few decades. Use of
plastics due to its lightness, strength and durability as a packaging material has been well
established and has taken over completely thereby making other conventional materials obsolete.
This is not only restricted to packaging but also introduction of plastics as a replacement material
for metal and wood, etc. has been also observed which has markedly changed the trend for use of
natural raw material. The unprecedented production of plastic material and subsequent
manufacturing of products (having comparatively very short useful life) resulted in generation of
substantially large and unmanageable quantities of plastic waste. Plastics being non-degradable
have limited recycling options also due to its material characteristics, which deteriorate on
recycling and problems in collection, segregation, etc. Plastics in landfill are not a sustainable
solution and similarly incineration is also not environment friendly due to toxic emissions, which
require strict control and monitoring. A sustainable solution for the disposal of plastic waste may
be either total recycling or it should be utilised in such a manner that it may be completely
removed from the waste stream and hence ultimately disposed off in an environmentally
acceptable manner. One such possible solution may be the use of plastic waste in construction,
particularly in roads and pavement, which on one hand would eliminate plastics from solid waste
stream and on the other hand would improve the quality and durability of the road surfaces and
pavement structure. Attempts have been made to investigate the possible use of plastic waste as a
supplement or additional road paving material. It may be either be used as a part of asphalt
binder (4), (mixing and blending into asphalt cement material) or as ‘aggregate’ material in the
asphalt mix design. The following investigation has been focused on the use of plastic waste
particularly the waste obtained form the plastic bags transformed into aggregate material and as
partial substitution or replacement material in the conventional asphalt mix.

Literature Review
Considerable work has been done on the use of plastics with asphalt and bituminous binder
having various applications such as utilisation of plastic waste in developing composite
construction material, in production of modified asphalt binder, and as a substitute aggregate or
filler material in cement and bituminous concrete. An application by the name of ‘cold patch’ a
bituminous material obtained from plastics (5) has been developed for specific repairs and / or
patch large cracks and potholes in a paved area. Recycled polyethylene from grocery bags may
find its application in asphalt (bituminous) pavements, resulting in reduced permanent
deformation in the form of rutting and reduced low-temperature cracking of the pavement
surfacing (6). Portland cement, water, sand and various plastics (PVC, LDPE, PP, PS and HIPS)
were mixed in proportions to develop a concrete (Plas-Crete) and its compressive strength with
varying cement content and thickness of plastics was investigated. The results indicated that
Plas-Crete might potentially be used in flooring, sound insulation and roofing panels (7). HDPE-
modified binder showed substantial improvement in Marshall stability (strength) and a Marshall
quotient (resistance to deformation) values. The modified mix showed improved stability
characteristics up to 50% of the blank mix design (8). Processed plastic bags were used as an
additive in bituminous concrete mixes having up to 12% by weight, was blended manually by
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2005 INTERNATIONAL SYMPOSIUM ON
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SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
heating the bitumen. The average mean stability value of the mix using the modified binder
containing 4.6% bitumen having 8% processed plastic, i.e. 0.4% of the total mix weight, gave a
three fold increase compared to conventional mix design (9). A synthetic lightweight aggregate
(SLA) was manufactured by melt-compounding high concentration of fly ash from coal and
plastics (PVC, LDPE, PP, PS and HIPS). SLA samples by varying fly ash to plastic ratio were
tested for specific gravity, bulk density, absorption potential and LA abrasion values. The result
showed that SLA compounds have a high potential to be used in asphalt pavements (10).
Experiments were carried out using granulated plastic, glass, and fibreglass waste materials by
partially substituting fine aggregate (sand) in concrete composites. The substitution carried out
was in 5, 10, 15, and 20% by volumetric proportion. The composite materials were tested for
their compressive, flexural, and splitting tensile strength. It was concluded that the new material
is reliable for use as a partial volume substitute for sand in concrete mixes (11). Development of
a modified bituminous binder material by using plastic waste was attempted (12,13) and was
discovered that durability and fatigue life of the modified asphalt mix increased in comparison to
conventional mix. Utilisation of processed plastic bags as an additive in bituminous concrete
mixes up to 12% by weight of total mix was possible.

MIX DESIGN PROCEDURE AND SAMPLE PREPARATION

Determination of Aggregate Properties

Natural aggregates used for testing in this paper were crushed limestone, commonly used for
construction of roads as specified by National Highway Authority (NHA, (14)). The Recycled
Plastic Waste Aggregate (RPWA) was obtained from local recycling industry producing raw
material for manufacturing of plastic bag and other items. The composition of the RPWA
aggregate was predominantly Polyethylene (LDPE) with little quantities of other plastic waste
materials (HDPE, PP, PET, etc.)
Sieve analysis of both natural aggregate and RPWA was performed and was segregated into the
following size ranges; 25 mm, 19 mm, 12.5 mm, 9.5 mm, 4.75 mm, 2.35 mm, 1.18 mm, 0.60
mm, 0.15 mm, and 0.075 mm. Fineness’ Modulus (ASTM 588) and specific gravity of fine
(ASTM C128) and coarse aggregate (ASTM 127) was determined.
Table 1-Aggregate properties

S.No Description of Properties Natural RPWA

1. Specific Gravity, Coarse Aggregate 2.701 -

2. Specific Gravity, Fine Aggregate 2.565 0.976

3. Fineness’ Modulus 2.700 3.730

Crushed form, with

4. Aggregate Shape and texture Angular and Rough
variable shape, non-smooth

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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
Determination of properties of Asphalt Cement
Asphalt grade used was 60-70 penetration grades as recommended for construction of roads and
highways by National Highway Authority (NHA)(14). The grade of asphalt binder was further
verified (ASTM D-5) in the laboratory prior to testing as the material might have deteriorated
during storage. Specific gravity of asphalt binder was also determined (ASTM D-70).

Preparation of Specimen
A number of specimens, half with conventional / natural aggregate and half having RPWA
replacing natural aggregate size retained on #8 and #16 sieve were prepared.

Selection of appropriate grading of aggregate

The coarse aggregate, fine aggregate, and the filler material were proportioned accordingly
meeting the National Highway Authority (NHA)(14), specifications, for asphalt wearing course
and is shown in Table 2.

Table 2-Requirement of aggregate for wearing course

Mix Compacted
US sieve 1" 3/4" 3/8" No 4 No 8 No 16 No 200
designation thickness

50-100 % By wt
Class 100 90-100 56-70 35-50 23-35 5-12 2-8
mm passing
Source: NHA, General Specification 1998

Determination of the proportion of different aggregate size

In this step, the original proportion required initially was calculated as below
Weight retained on the following sieve was substituted or replaced ‘partially’ by 7.5 %
RPWA.
• Natural aggregate passing # 4 but retained on # 8 sieve, 7.5% replaced by RPWA i.e.
approximately 19.35g
• Material passing # 8 but retained on # 50 sieve, 7.5% replaced by RPWA i.e.
approximately 12.75g
• Total quantity of RPWA used as partial substitution material for aggregate in mix is 2.5%
by weight of the mix design.

Determination of the specific gravity of the aggregate mix

This step was further divided into the following steps:
1. Determination of specific gravity of natural aggregate (ASTM C-127, C-128 and D-854)
2. Determination of specific gravity of (natural aggregate and RPWA) mix

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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
Preparation of test specimens
The aggregate mix was taken in sufficient quantity to produce compacted bituminous mix
specimens of approximate thickness of 63.5 mm. Normally, 1200 gm of aggregate and filler is
required to produce a specimen of desired thickness. The aggregate mix was then heated to a
temperature of 150ºC to 165ºC; the compaction mould assembly and rammer were cleaned and
kept pre-heated to a temperature of 100oC to 145oC. The bitumen / asphalt preheated to a
temperature of 121oC to 138oC (5% by total weight of aggregate mix) was added and mixed
thoroughly (manually). The prepared mix was then placed in the mould and compacted with 75
blows with the standard rammer on each side of the mould. The sample was taken out of the
mould after few minutes using sample extractor. Hence controlled (blank) and RPWA specimen
were prepared following the same procedure.

Determination of Bulk density of the compacted specimen

The bulk specific gravity of the specimen was determined (ASTM D 2726). The specimen was
cooled to room temperature and weighed. The submerged weight of specimen in a water bath at
25±1°C for three to five minutes was determined. The sample was then removed, surface dried
with a towel and re-weighed to give the bulk specific gravity (Gmb).
A
Gmb = ------------------------------(1)
B −C

Where:
A = Dry weight of specimen (g)
B = Surface dried weight of specimen (g)
C = Weight of specimen in water (g)

The unit weight of the specimen was hence calculated by:

γspecimen = γw Gmb--------------------------(2)

Stability and Flow

The dimension (height) of each specimen was measured and was then introduced into a water
bath at 60°C for 35±5 minutes. On curing for the specific time period, specimen was removed
from the water bath and quickly placed in the loading head of Marshall stability apparatus for
determination of stability. In the Marshall apparatus, specimen was deformed at a constant rate
of 50.8 mm per minute until its failure. Stability was noted as the maximum load sustained by
the sample prior to failure. Flow was then determined by noting the deformation at maximum
load. The stability values were then adjusted with respect to sample height using the standard
tables (ASTM D 1559)

Determination of Maximum Theoretical Specific Gravity (Gmm)

The maximum theoretical specific gravity of each mixture was also determined (ASTM D 2041).
For its determination, asphalt and aggregate mix was thoroughly mixed and then spread on a
levelled surface till it got sufficiently cooled. The clumps of fine aggregate materials were then
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2005 INTERNATIONAL SYMPOSIUM ON
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SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
broken into particles ¼ inch in diameter or smaller. On separating the asphalt coated fine and
coarse aggregate particles into representative size, the sample was weighed and placed into a
pycnometer having sample fully submerged in water at a temperature of 25±1°C. The sample
was subjected to a vacuum of 30 mmHg for 15 minutes and agitated using sieve shaker. The
pycnometer was then again re-filled completely with water and weighed. The maximum
theoretical specific gravity, Gmm, was thus calculated by the following expression:

A
Gmm = ---------------------------------(3)
A+ B+C

Where:
A = Weight of Dry Sample (g)
B = Weight of pycnometer completely filled with water (g)
C = Weight of pycnometer filled with water and sample (g)

Void Analyses
The percent air voids, or voids in the total mix (Pa), in the compacted mixtures were determined
(ASTM D 2041). Percent air voids is the air voids in the compacted sample are expressed as a
percentage of the total volume of the sample. Percent air voids was computed as:

 G − Gmb 
Pa =  mm  × 100 -----------------------------------(4)
 Gmm 

Where:
A = Average bulk specific gravity of three specimens
B = Maximum theoretical specific gravity of the mixture

Determination of Percent voids in compacted mineral aggregate (VMA)

The percent voids in mineral aggregate (VMA) is the percentage of void spaces between the
granular particles in the compacted paving mixture, including the air voids and the volume
occupied by the effective asphalt content. Percent voids in the mineral aggregate was computed
as:
 A× B 
VMA = 100 −   -----------------------------------(5)
 C 

Where:
A = Average bulk specific gravity of compacted mixture
B = Percent by weight of aggregate mixture
C = Bulk specific gravity of combined aggregate

Paper 017-01 7
2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
The percent voids filled with asphalt (VFA) are the percentage of the VMA that is made up of
asphalt. The percent voids filled with asphalt was calculated using the following relationship:
 VMA − Pa 
VFA =   × 100 -----------------------------(6)
 VMA 
MIX DESIGN RESULTS
The summarized results obtained are shown in Table 3 and 4 are shown graphically from Figure
1 to Figure 8
Table 3- Results of Test performed on RPWA samples

% Asphalt by wt. of mix 5

% Asphalt by wt. of aggregate 5.26 Average
Max. theoretical specific gravity, Gmm 2.329
Sample Number 1 2 3 4 5
Bulk Sp.Gr. comp. mix, Gmb 2.228 2.228 2.232 2.274 2.238 2.229
Air Voids (%) 4 4 4 2 4 4
Voids in Mineral Aggregate, % VMA 14 13 13 16 13 14
Voids Filled with Asphalt, % VFA 69 67 68 85 70 72
Unit weight, (lbs/cuft) 139 139 139 142 140 140
Stability (lbs) 2,909 3,595 2,623 3,267 4,205 3320
Flow (x 0.01 inch) 19 17 16 21 18 18
Stability/Flow 151 207 166 158 236 184
Stability Retained 94%

Table 4- Results of tests performed on controlled samples

% Ac By Wt Of Mix 4
% Ac By Wt Of Aggregate 4.16
Average
Max. theoretical specific gravity, Gmm 2.536
Sample Number 1 2 3 4 5
Bulk Sp.Gr.Comp.Mix Gmb 2.376 2.402 2.422 2.431 2.43 2 .400
Air Voids (%) 6 5 4 4 4 5
Voids in Mineral Agg., % VMA 14.38 12.55 11.82 15.93 11.55 13
Voids Filled with Asphalt, % VFA 56 58 62 74 64 63
Unit Weight, (lbs/cuft) 148.25 149.9 151.15 151.69 151.62 151
Stability (lbs) 2,220 2,097 2,438 2,480 2,045 2256
Flow (x 0.01 inch) 24 22 26 24 26 24
Stability/Flow 92 95 95 103 79 93
Stability Retained 82%
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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
 Figure 1-Comparison of Bulk Specific Gravity

2.5

2.45

2.4

2.35

BSG 2.3

2.25

2.2

2.15 Recycled Plastic Waste Aggregate sample

Controlled sample

2.1
0 1 2 3 4 5

Sample Number

Figure 2-Comparison of Percentage Air Voids

5
Air voids,%

1 RPWA
Controlled sample
0
0 1 2 3 4 5

Sample Number

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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
 Figure 3-Comparison of Voids in Mineral Aggregate (VMA)

16

15

14
VMA,%

13

12

11
RPWA
Controlled Sample

10
0 1 2 3 4 5

Sample Number

Figure 4-Comparison of Voids Filled with Asphalt

90

85

80

75
VFA,%

70

65

60

55 RPWA
Controlled Sample

50
0 1 2 3 4 5

Sample Number

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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
 Figure 5-Comparison of Unit Weight

155
Unit Weight, lbs/cu ft

150

RPWA
145
Controlled Sample

140

135
0 1 2 3 4 5

Sample Number

Figure 6-Comparison of Stability Value

4,000
STABILITY, lbs

3,000

RPWA
Controlled Sample

2,000
0 1 2 3 4 5

Sample Number

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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
 Figure 7-Comparison of Flow Value

29

27

25
FLOW, 0.01in

23

21

19

17
Controlled Sample
RPWA
15
0 1 2 3 4 5

Sample Number

Figure 8-Comparison of Stability / Flow ratio Values

250

200
STABILTY/FLOW

150

100

RPWA
Controlled Sample
50
0 1 2 3 4 5

Sample Number

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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
COMPARISON OF COSTS

Figure 9-Comparison of Cost

70

60

50 RPWA Controlled Sample

US$ per Cum

40

30

20

10

0 Material cost($/Cum) Machinery Cost($/Cum) Labour Cost($/Cum)

RPWA 60.35 25.35 2.26
Controlled Sample 57.19 27.15 2.26

RESULT ANALYSIS

• From Table 5, by comparing the results of controlled and RPWA mix containing only 2.5%
partial substitution plastic waste by weight of the total mix weight has contributed
substantially towards the improvement of engineering characteristics of the pavement mix.
• Increase in the optimum asphalt content required to prepare the modified plastic waste mix
indicates that plastic aggregate require more asphalt content due to increase in nearly 2.5
times of the volume of replaced natural aggregate by its weight percent.
• Decrease in unit weight is advantageous as in terms of haulage cost and lighter bituminous
concrete mix will also enable less workmanship involved in repairs and maintenance work.
• Decrease in air void percentage and subsequent improvement in the percentage of voids
filled with asphalt indicates that mix material has been much consolidated. It also illustrates
that the distribution of binder material has been much effective which ensures better
encapsulation and coating of the aggregate material making the overall mix a more
monolithic in response to external load and uniform deformation.
• The stability value has increased nearly doubled which is a characteristic essentially required
for the improved durability and resistance to rutting and shoving of pavement. Similarly
reduction in flow values is also appreciable and indicates less susceptibility to deformation
that is again a preferred characteristic of the pavement structure particularly of pavement
surface.

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2005 INTERNATIONAL SYMPOSIUM ON
PAVEMENT RECYCLING
SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
Table 5 - Summary of the experimental investigations performed with controlled and RPWA mix

Controlled Mix RPWA mix Average increase or

Parameters
(Average) (Average) decrease (%)
Optimum Asphalt Content
4.0 5.0 +20%
(wt % of mix)
Unit Weight (lb/cuft) 151 140 -7.28%

Air Voids (%) 5 4 -20%

Voids in Mineral
13 14 +7.69%
Aggregate (VMA%)

Voids Filled with

63 72 +14.28%
Asphalt (VFA%)

Marshall Stability (lb) 2256 3320 +47.16%

Flow (x 0.01 inch)* 24 18 -25%

Marshall Quotient
93 184 +97.85%
lb/inch*

Stability Retained (lb) 82 94 +14.63%

Cost, US$/Cum 86.6 87.96 +101.57%

CONCLUSION
The preliminary investigations have indicated that the use of recycled plastic waste in the form
of aggregate by partial substitution; in the pavement mix design is quite remarkable in
improving its engineering characteristics. Though initially very little quantity by weight has
been experimented but the results are unexpectedly significant and positive. It is proposed that
quantities of RPWA may be increased further to exploit maximum utilisation of plastic waste
(particularly plastic bags) in order to have a sustainable, ultimate safe disposal solution. On
the basis of result analysis the following conclusions may be drawn:
• Substitution of RPWA may be advantageous in reducing the cost of haulage, as unit
weight of mix used in the pavement is reduced.
• RPWA (modified) mix results in higher stability values, and also higher Marshall
quotient, which is a desirable characteristic of pavement mix that may reduce rutting
problem.

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2005 INTERNATIONAL SYMPOSIUM ON
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SÃO PAULO ● SP – BRAZIL - MARCH 14 – 16
 • Plastic waste modified mix has improved ratio of stability retained in comparison to
controlled sample, which is a positive characteristic indicating good water-resistant
quality
• RPWA is likely to provide a sustainable solution for disposal of plastic waste.

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13. Zoorob S E; and Suparma L B; 2000, "Laboratory design of improved continuously graded
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14. National Highway Authority, Pakistan (NHA), General Specification 1998
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