INVESTIGATION OF THE IMPACT OF RECYCLED EXPANDED

POLYSTYRENE (EPS) AND WASTE OYSTER (Crassostrea iredalei)

SHELL POWDER (OSP) ON
ASPHALT CONCRETE
PROPERTIES

A Project Design
Presented to the Faculty and Staff of College of Engineering
JOSE RIZAL MEMORIAL STATE UNIVERSITY
The State University in Zamboanga del Norte
Main Campus, Dapitan City

In Partial Fulfillment of the

Requirements for the Degree
BACHELOR OF SCIENCE IN CIVIL ENGINEERING

ARCENO, MARY DOVE C.

BANGA, DIANA JANE B.
BONGCAC, GILLERT PSALM C.
CUARESMA, JAYKIM V.
SUMALPONG, NHICOLE C.

2024-2025
 DEDICATION

This research proposal is dedicated to our families, whose support and

encouragement have been our foundation. To our parents, your belief in us and
 your sacrifices have been our greatest source of strength. Thank you for always
being there, through every challenge and triumph.
We also want to recognize our professors and mentors, whose guidance has been
invaluable. Your dedication to teaching and your insightful advice have been
instrumental in shaping our work.
To our friends and colleagues, your support and camaraderie have made the tough
times easier and the good times even better. We appreciate your patience and the
moments of laughter that kept us going.
Finally, to my teammates, this project is a reflection of our collective effort and
perseverance. Working together has been an amazing experience, and I’m grateful
for each of your contributions.
This study is a testament to the support of those who believed in us and the
teamwork that made it all possible.

The Researchers

ACKNOWLEDGEMENTS

The researchers want to express their profound gratitude to everyone who helped
design this research proposal. We are very thankful to our research advisor, Engr.
Nahum L. Bravo, and our research professor, Engr. Romie D. Laranjo, for their
crucial counsel and unflinching support during the development of this proposal.
Their expert thoughts and constructive input were critical in shaping the scope and
focus of our research.
We would also like to acknowledge our peers and colleagues' collaborative
attitude, whose contributions and support have substantially improved our
understanding and approach. Their combined knowledge and viewpoints aided in
the further development of our research idea.
We are profoundly grateful to Almighty God for His direction and wisdom, which
have provided us with strength and clarity throughout this journey. His heavenly
presence has given us the perseverance required to face the hardships of this study
project.
Finally, we extend our heartfelt gratitude to our families for their unfailing
support and understanding. Your faith in our abilities and encouragement have
been a source of strength, inspiring us to pursue this research with zeal and
determination.
 iv

TABLE OF CONTENTS

Page
TITLE PAGE ............................................................................................... i
CERTIFICATE ............................................................................................. ii
APPROVAL SHEET.....................................................................................iii

TABLE OF CONTENTS................................................................................iv

LIST OF TABLES..........................................................................................vii

LIST OF FIGURES......................................................................................viii

CHAPTER
1 INTRODUCTION 1
1.1 Background of the Study ............................................ 1
1.2 Statement of the Problem ........................................... 2
1.3 Objectives of the Study .............................................. 3
1.4 Significance of the Study ........................................... 4
1.5 Conceptual Framework….......................................... 4
1.6 Theoretical Framework ............................................. 5
1.7 Scope and Limitation of the Study .............................7
1.8 Operational Definition of Terms ................................7
2 REVIEW OF RELATED LITERATURE 11
2.1 Overview of an Asphalt Pavement ............................ 11
2.2 Asphalt Binder ........................................................... 13
2.3 Expanded Polystyrene Waste Recycling ................... 13
2.4 Polymer Modified Asphalt Mixtures ......................... 15
 v

2.5 Waste Oyster Shell ..................................................... 17

2.5.1 Utilization of Oyster Shells in Sustainable
Construction ............................................................... 17
2.5.2 Use of Oyster Shells in Asphalt.................................... 19
2.5.3 Mechanical and Physical Properties of Oyster Shells in
Asphalt Mixes .................................................................
20
2.6 Summary of Gaps and Conclusions ........................... 21

3
RESEARCH DESIGN AND METHODOLOGY 23

3.1 Research Design......................................................... 23

3.2 Research Materials and Equipment ........................... 25
3.2.1 Aggregates ................................................................. 25
3.2.2 Asphalt Binder ........................................................... 26
3.2.3 Waste Oyster Shell ..................................................... 28
3.2.4 Waste Expanded Polystyrene (EPS) .......................... 28
3.2.5 Weighing Scale ......................................................... 29
3.2.6 Thermometer .............................................................. 30
3.2.7 Sieve ........................................................................... 30
3.2.8 Molds ......................................................................... 31
3.2.9 Thermostat Oven ........................................................ 32
3.2.10 Gyratory Compactor ..................................................
33
3.2.11 Marshall Stability Machine ........................................
33
3.2.12 Wheel Tracker ............................................................
34
3.3 Sample Preparation .................................................... 35
 vi

3.3.1 Waste Oyster Shell Preparation .................................

35
3.3.2 Specimen Mixtures ....................................................
36
3.3.3 EPS Sample Preparation ............................................
36
3.3.4 Preparation for Asphalt Concrete Specimens ............
43
3.4 Experimental Procedure ............................................. 43
3.4.1 ASTM Standard Test Procedure for Marshall Stability
and Flow Test ............................................................. 44
3.4.2 ASTM Standard Test Procedure for Wheel Tracking
Device ........................................................................ 46
3.5 Statistical Analysis Using One-Way ANOVA and Post
Hoc Tests ................................................................... 47
3.6 Analysis of All Test Result to Draw Conclusions .....
48
3.6.1 Data Collection .......................................................... 49
3.6.2 Data Organization ...................................................... 49
3.6.3 Statistical Analysis ..................................................... 49
3.6.4 Comparative Analysis ................................................ 49
REFERENCES................... ...................................................................................
50
APPENDICES ................... ...................................................................................
60
A Budgetary Plan ........................................................... 60
B Gantt Chart.......... ................... ................................... 61
C PERT-CPM.................................... ............................ 62
D Parameter Specification for Testing........................... 65
E Oral Examination Panel Report..................................66
F Minutes of Project Design Proposal Defense.............70
G Matrix of Revision............ ................... ..................... 71
 vii

H Plagiarism Report....................................................... 72
CURRICULUM VITAE .................................................................................... 81
LIST OF TABLES

Table Page

3.1 Chemical Composition of Bitumen 27

3.2 Rheological Properties of Bitumen 60/70 27

3.3 Sieve Sizes 31

3.4 Conventional Asphalt Mixture 38

3.5 Design Mixture Using EPS (2%) and OSP (2%) 38

3.6 Design Mixture Using EPS (4%) and OSP (2%) 39

3.7 Design Mixture Using EPS (6%) and OSP (2%) 39

3.8 Design Mixture Using EPS (2%) and OSP (3%) 40

3.9 Design Mixture Using EPS (4%) and OSP (3%) 41

3.10 Design Mixture Using EPS (6%) and OSP (3%) 41

3.11 Design Mixture Using EPS (2%) and OSP (4%) 42

3.12 Design Mixture Using EPS (4%) and OSP (4%) 43

3.13 Design Mixture Using EPS (6%) and OSP (4%) 43

3.14 Results on Marshall Stability Test 46

3.15 Results on Marshall Flow Test 46

3.16 Results on Wheel Tracking Test 47

 viii

LIST OF FIGURES

Figure Page

1.1 Conceptual Framework 5

3.1 Research Design Flowchart 24

3.2 Coarse Aggregates 26

3.3 Fine Aggregates 26

3.4 Bitumen 27

3.5 Waste Oyster Shell 28

3.6 Waste Expanded Polystyrene 29

3.7 Weighing Scale 29

3.8 Thermometer 30

3.9 Sieve 30

3.10 Specimen Molds 32

3.11 Thermostat Oven 32

3.12 Gyratory Compactor 33

3.13 Marshall Stability Machine 34

3.14 Wheel Tracking Machine 35 CHAPTER 1

INTRODUCTION

1.1 Background of the Study

Asphalt pavement is the most widely used pavement in the world due to its low
cost, ease of maintenance, and good load-bearing capacity. Asphalt (also known as
bitumen) is an important component in road construction because of its versatility
and cost-efficiency. Despite their widespread use, asphalt pavements deteriorate
with time, including rutting, cracking, and fatigue, which lead to early degradation
and a shorter lifespan. These difficulties are mostly due to factors such as traffic
loads, environmental impacts, and the material's fundamental qualities (Zhang et
al., 2021).
Styrofoam, also known as expanded polystyrene (EPS), is widely used in
insulation and packaging because of its ability to insulate against heat and its
lightweight nature. But because it is not biodegradable and can linger in
ecosystems for hundreds of years, EPS presents a serious environmental problem
and contributes greatly to pollution, particularly in marine environments. When
broken down into microplastics, EPS becomes hazardous to wildlife that may
ingest it unintentionally. Recycling EPS is difficult due to its low density and the
contamination it often accumulates, leading most EPS waste to end up in landfills
or as environmental pollutants. Although there have been advancements in
chemical recycling, these efforts have not yet effectively scaled to mitigate the
problem (Sharma & Qanungo, 2023). To address these problems, scientists are
looking into using EPS waste as a possible asphalt component to create a modified
binder for building roads. Because EPS is thermoplastic, it can combine with
bitumen in heated asphalt mixtures, melting and reacting with the liquid asphalt to
create a modified binder. The particulars of the EPS waste utilized have a
significant impact on the bitumen binder's qualities and efficacy (Wu & Montalvo,
2021). Similarly, oyster shells a byproduct of the oyster industry, add to the
annual trash output of about 200,000 metric tons. Pollution and insect problems
are among the environmental difficulties caused by most of this trash being
thrown away. Only a small percentage of oyster shells are currently recycled, even
though they are mostly composed of calcium carbonate (approximately 96%) and
have potential uses in fertilizers and other applications (Wang et al., 2013).
According to studies, powdered oyster shells could be a more environmentally
friendly alternative to traditional aggregates in mortar. For example, Yoon et al.
(2004) discovered that tiny oyster shell particles had no significant effect on the
compressive strength of cement mortar, whereas Bunyamin and Mukhlis (2020)
identified the shells' calcium oxide (CaO) content as promising for partial cement
replacement. Furthermore, Luo et al. (2024) intend to completely replace concrete
 x

aggregates with oyster shells, promoting sustainable practices and mitigating

waste disposal issues.
Despite advances in recycling, little research has been conducted on the use of
waste expanded polystyrene (EPS) and waste oyster shell powder (OSP) as road
construction materials. This study aims to address this gap by investigating the
impacts of integrating EPS and OSP into asphalt and asphalt concrete mixtures.
The project aims to improve essential asphalt pavement attributes such as
durability, workability, and stability by incorporating these recycled materials.
This innovative method not only opens up new avenues for recycling EPS and OS,
but it also has the potential to improve the quality and sustainability of road
construction materials, hence facilitating the development of more durable and
environmentally friendly infrastructure solutions.

1.2 Statement of The Problem

Asphalt pavements are essential for road building due to their durability and cost-
effectiveness, but they also pose substantial environmental risks and contribute to
natural resource depletion. In Zamboanga Del Norte, the frequent need for road
repairs and the inability of pavements to meet expected lifespans underscore the
urgent requirement for improved road materials. Local weather conditions,
 3

temperature fluctuations, and humidity accelerate pavement deterioration, leading

to higher maintenance costs and diminished road safety.
To address sustainability challenges in road construction, there is increasing
interest in incorporating recycled materials such as Expanded Polystyrene (EPS)
and waste oyster shell powder (OSP) into asphalt mixtures. While EPS poses
environmental concerns when disposed of in landfills, it has demonstrated
potential for improving asphalt properties, particularly by enhancing resistance to
deformation and cracking. However, the combined effects of EPS and OSP in
porous asphalt mixtures remain unclear. This study aims to determine the optimal
percentage of OSP filler substitution and EPS waste to enhance the mechanical
properties of asphalt. Understanding these interactions is crucial for developing
resilient, sustainable, and environmentally friendly road materials that fulfill both
performance and sustainability criteria.

1.3 Objectives of the Study

The primary goal of this research is to conduct investigation into
the effects of integrating recycled expanded polystyrene (EPS) and waste oyster
shell powder (OSP) on the mechanical characteristics of asphalt concrete.
Specifically, the study seeks to:

1. To develop a new asphalt mixture containing recycled EPS and wasted

oyster shell powder (OSP) and evaluate its potential to increase the durability and
sustainable development of asphalt pavements.
2. To evaluate the stability, flow, and wheel tracking test of both control and
modified asphalt specimens through laboratory tests, assessing the performance
enhancements from the incorporation of recycled materials.
3. To evaluate the effectiveness of modified asphalt mix and compare it with
the conventional asphalt mixture.
 4

1.4 Significance of the Study

This study focuses on extending the lifespan of roads while reducing the
frequency of repairs, benefiting stakeholders such as government agencies and
everyday individuals. By identifying strategies to enhance road durability, the
research aims to decrease maintenance needs, allowing government funds to be
redirected to essential projects. Individuals will also experience fewer
inconveniences and reduced costs associated with constant road repairs,
highlighting the study's potential impact on community welfare.
Moreover, the research promotes sustainability in transportation networks by
exploring the use of recycled expanded polystyrene (EPS) and waste oyster shell
powder (OSP) in asphalt mixtures. This approach addresses the urgent need to
mitigate environmental waste while improving road durability, aligning with
broader sustainability goals by minimizing the ecological footprint of construction
practices. By demonstrating the feasibility of integrating recycled materials into
asphalt, the study not only contributes to enhanced road performance but also
supports a circular economy in construction, leading to healthier communities and
a more sustainable environment for future generations.
Furthermore, adding recycled materials such as EPS and OSP into asphalt
mixtures can revolutionize existing road construction methods by increasing
resource efficiency and decreasing dependency on virgin materials. This study
assesses the mechanical properties of modified asphalt, providing insights that can
influence industry norms and promote more ecologically responsible methods,
ultimately contributing to robust infrastructure for future generations.

1.5 Conceptual Framework

This section discusses the study's research paradigm. In addition to
identifying the numerous components and controls that must be followed, the
framework assists researchers in meeting the study's objectives.
 5

SHREDDING EPS

CRUSHING
ASTM CODES OYSTER SHELLS MODIFIED
ASPHALT MIX
AASHTO CODES GRADIATION OF
AGGREGATE STATISTICAL
SELECTION OF
ANALYSIS
DESIGN MIX CALCINATION
PROCESS ANALYSIS OF
SELECTION OF
THE PULVERIZED
MATERIALS DESIGN MIX SHELL

LABORATORY
TESTS

INPUT PROCESS OUTPUT

Figure 1.1 Conceptual Framework of the Study

Figure 1.1 presents the research process, beginning with material collection and
progressing to the preparation of asphalt specimens. Pulverized oyster shells will
be subjected to calcination and then analyzed for its chemical composition.
Modified asphalt mixtures, with varying percentages of Expanded Polystyrene
(EPS) and waste oyster shell powder (OSP), alongside a standard asphalt concrete
mixture, will be tested following ASTM standards: D6927-22 (Marshall Stability
Test and Flow Test), and D8292-20 (Wheel Tracking Test). The performance
results of both modified and standard asphalt mixtures will be compared and
statistically analyzed to evaluate any differences.

1.6 Theoretical Framework

The framework for this study is grounded in sustainable construction theory,
emphasizing the use of environmentally friendly materials and practices to reduce
 6

negative environmental impacts. At the heart of this framework is the concept of

the circular economy, which seeks to minimize resource consumption and waste
by incorporating recycled and repurposed materials into construction processes.
This aligns with the study’s goal of developing durable and sustainable
infrastructure by utilizing existing resources, such as Expanded Polystyrene (EPS)
and waste oyster shell powder (OSP), to improve material performance while
reducing environmental burdens.
In accordance with circular economy principles, this study investigates the
potential of waste EPS and OSP in asphalt pavements. EPS, sometimes known as
Styrofoam, is a non-biodegradable substance that causes considerable
environmental risks due to its extensive use and disposal issues. Similarly, when
oyster shells are thrown, they generate a lot of garbage, which causes
environmental problems. This study tackles waste management issues while also
improving the sustainability and performance of road materials by incorporating
EPS and OSP into asphalt mixtures.
This framework looks into how the addition of discarded EPS and OSP can
improve essential pavement properties like durability, flexibility, and resistance to
environmental variables. The study assesses how these recycled materials affect
the mechanical qualities of asphalt, with the goal of developing more durable,
longlasting road surfaces. By focusing on the practical issues of processing EPS
and OSP and mixing them into asphalt, the framework evaluates both the
advantages and disadvantages of employing these waste products for road
construction. Furthermore, the framework explores the environmental and
economic implications of utilizing EPS and OSP, aligning with broader objectives
of sustainable construction. It considers potential reductions in construction costs,
a smaller environmental footprint, and the promotion of sustainable practices
through the reuse of waste materials. The study aims to provide insights into how
EPS and OSP can be effectively repurposed in construction, contributing to a more
sustainable and efficient approach to road building.
 7

In summary, this framework provides a theoretical structure for investigating the

usage of waste EPS and OSP in asphalt pavements, while also reflecting
sustainable construction principles and the circular economy. The findings are
likely to help the shift to more environmentally friendly construction techniques,
fostering resilient infrastructure and tackling major waste management issues.

1.7 Scope and Limitation

This research investigates the effects of incorporating recycled Expanded
Polystyrene (EPS) and waste oyster shell powder (OSP) into asphalt concrete,
specifically focusing on its impact on road durability compared to standard asphalt
mixtures. The study conducts a comparative analysis of asphalt performance, with
and without the addition of EPS and OSP, to determine improvements in key
properties such as stability, water absorption, and resistance to rutting. However,
the scope of this research is limited to laboratory testing, excluding real-world
environmental conditions and focusing only on these selected performance
indicators.
The study highlights material selection, calcination, mix design, laboratory
testing, and performance evaluation, comparing the modified asphalt mixtures
containing EPS and OSP to conventional asphalt concrete. Conducted on a
laboratory scale, the research emphasizes short-term performance without
considering long-term environmental exposure. The findings aim to assess the
feasibility of using recycled EPS and OSP as sustainable additives in asphalt
mixtures, with potential benefits for enhancing local asphalt production and
improving road quality, aligning with broader efforts toward sustainable
infrastructure development.

1.8 Operational Definition of Terms

To clarify certain technical terms used in this study, the following definitions are
provided:
 8

AASHTO (The American Association of State Highway and

Transportation Officials). An organization in the United States that develops
standards, test methodologies, and guidance for transportation-related materials
and building processes. The AASHTO standards are widely utilized in pavement
design and engineering.
Asphalt Binder. A sticky, viscous material in road construction that binds
aggregate particles in asphalt mixtures, providing essential adhesive qualities to
withstand traffic loads and environmental stresses.
Asphalt Durability. The capacity of asphalt pavement to endure various
environmental and traffic-related stresses over time without severe deterioration.
This term encompasses factors like resistance to fatigue, cracking, rutting, and
weather effects.
Asphalt Pavement. A road surface made of asphalt concrete layers, typically
installed over a compacted base and sub-base. Asphalt pavement is known for its
durability, flexibility, and ease of construction and maintenance.
American Society for Testing and Materials (ASTM). A globally renowned
organization that creates voluntary standards for materials, goods, systems, and
services. ASTM standards are widely utilized in construction, particularly for
asphalt materials and testing techniques.
Calcination. A thermal treatment that involves heating a material to high
temperatures to remove volatile substances or modify its chemical properties. In
this study, calcination is used to enhance the properties of waste oyster shells for
asphalt mixtures.
Circular Economy. An economic model that emphasizes waste minimization and
resource conservation through reuse, recycling, and repurposing of materials. This
study applies this concept by utilizing waste EPS and oyster shells to enhance the
sustainability of asphalt pavements.
Expanded Polystyrene Foam (EPS). A rigid, lightweight material made from
polystyrene beads, commonly used in insulation and packaging due to its thermal
 9

properties and moisture resistance. EPS is non-biodegradable, posing

environmental waste challenges.
Laboratory Testing. Controlled experiments performed in a lab to assess the
properties and performance of materials, such as asphalt mixtures, geogrids, and
pavement elements. Laboratory testing is crucial for evaluating material
characteristics before practical application.
Load Distribution. The process of spreading applied loads (e.g., from vehicles)
across a pavement structure. Effective load distribution reduces stress at any
single point, improving pavement durability and performance.
Marshall Stability Test. Asphalt mixtures' stability and flow, as well as the
asphalt samples' load-bearing capability and resistance to deformation, are
evaluated in a laboratory test (ASTM D6927-15).
Pavement Structure. The combination of layers in a road pavement, typically
consisting of sub-grade (natural soil), sub-base, base course, and surface course
(asphalt or concrete). Each layer plays a role in supporting loads, distributing
stress, and providing a smooth surface for vehicles.
Rutting. A form of permanent deformation characterized by grooves or ruts in the
wheel path of a pavement, caused by heavy traffic or high temperatures. Rutting
affects ride quality and can shorten the lifespan of pavements.
Service Life. The expected duration during which a pavement functions
effectively without major repairs or rehabilitation. Extending pavement service
life is a key goal in using durable materials and advanced construction methods.
Statistical Method. Statistical analyses and techniques used to interpret data
from laboratory and field studies, including hypothesis testing, regression,
variance analysis, and reliability assessment. These methods help researchers draw
valid conclusions and make informed decisions based on experimental findings.
Stability. Tests like the Marshall Stability Test evaluate an asphalt mixture's
resistance to deformation under traffic stresses. For asphalt pavements, stability is
an essential performance metric.
 10

Waste oyster shell powder (OSP). Waste oyster shell powder contains calcium
carbonate (CaCO₃) and can be used as a sustainable component in construction
materials. This study investigates OSP's ability to improve asphalt mixture
qualities.
Wheel Tracking Test. A test (ASTM D8292-20) that simulates traffic loading
effects on asphalt pavement, assessing rutting resistance by applying repeated
loads to an asphalt specimen.
 CHAPTER 2 REVIEW OF RELATED LITERATURE

The following is a compilation of relevant literature to the study's conduct. This

information was relevant, and the researcher examined and compiled it for the
benefit of those who read this study.

2.1 Overview of an Asphalt Pavement

Asphalt is a sticky, black, and viscous liquid or semi-solid petroleum product
derived from crude oil. There are several forms of asphalt, including paving
asphalt, natural asphalt, residual asphalt, mastic asphalt, and asphalt emulsion,
each with its own set of qualities and applications (Vipin, 2024). It is formed
during the petroleum refining process and can sometimes occur naturally. Asphalt
is mostly composed of hydrogen and carbon, with traces of nitrogen, sulfur, and
oxygen. Natural asphalt, also known as Brea, is thought to originate from marine
deposits that change into petroleum deposits and often contains minerals, as
opposed to petroleum-derived asphalt (Britannica, 2023).
Asphalt is strong, durable, and flexible, making it ideal for paving highways,
parking lots, and other surfaces. Its viscosity, surface tension, and flexibility make
it suitable for waterproofing and roofing applications (Vipin, 2024). To achieve
desired qualities including stability, durability, flexibility, fatigue resistance, skid
resistance, impermeability, and workability, asphalt concrete mixtures must be
designed, produced, and laid (Suryakanta, 2016). While durability refers to
resistance to weather, traffic, and binder deterioration, stability refers to the ability
to tolerate shoving and rutting under load. While fatigue resistance refers to the
pavement's ability to withstand repeated bending under wheel loads, flexibility
allows the pavement to react to subgrade motions. Surface roughness and
aggregate texture determine skid resistance, which is important for minimizing tire
slippage or skidding (Suryakanta, 2016).
 12

Asphalt mixtures are temperature-sensitive materials whose mechanical

properties and performance vary dramatically with temperature. High
temperatures can reduce viscosity, adhesion, and stiffness, resulting in
compression and rutting, whereas low temperatures can produce increased thermal
stress and possible thermal cracking (Wu et al., 2021). Asphalt cement, a key
component in pavement construction, is a complex mixture of hydrocarbons that
influences its physical and rheological properties. It is classified into three types:
sol, gel, and sol-gel, with solgel being most used in road construction due to its
viscoelastic behavior. Aging impacts asphalt cement by hardening or reducing
ductility as a result of mild hydrocarbon volatilization and oxidation processes.
Standardized techniques, such as the rolling thin-film oven (RTFO) and pressure-
aging vessel (PAV), replicate the effects of mixing, construction, and in-service
aging on asphalt performance (Yuan et al., 2021).
Asphalt concrete is made up of 90-95% aggregates, 5% bitumen, and
mineral fillers, which add strength, stability, and resistance to wear and
deformation. It is classified according to binder, aggregate gradation, and
production processes, which include Hot Mix Asphalt (HMA), Warm Mix Asphalt
(WMA), and Cold Mix Asphalt (CMA). Each category has distinct qualities and
functions for different applications (Yuan et al., 2021). Improvements in
mechanical performance and environmental benefits have been demonstrated by
research into environmentally friendly mixtures, such as those that include waste
engine oil, crumb rubber, and reclaimed asphalt pavement (RAP). This suggests
that 100% recycled asphalt could support industry sustainability (Jahanbakhsh et
al., 2020). Furthermore, the goal of technological and material improvements such
as sensor integration and highperforming materials is to increase the durability and
economy of asphalt pavements (Li et al., 2024).
Preventative maintenance and pavement preservation techniques impact cost
implications, with adjustments to mix design and construction specifications
recommended to improve fatigue performance (Johnson, 2000; Harvey et al.,
1995). Furthermore, cost-effective restoration methods that stop deterioration
while preserving cost effectiveness are revealed by the Long-Term Pavement
Performance database (Dong & Huang, 2012). Creating novel pavement structures
 13

and bitumen with the best properties are examples of future tactics (Du et al.,
2018).

2.2 Asphalt Binder

The asphalt binder, also known as asphalt cement, is an important component of
asphalt concrete because it acts as an adhesive to hold mineral particles together.
Asphalt binder, which is made from the residual residues of petroleum distillation,
goes through extra processing, such as steam treatment and oxidation, to fulfill
certain performance specifications. Polymers are frequently added to binders to
improve their characteristics for demanding applications (Speight, 2016).
Asphalt mixtures typically contain 4-8% asphalt binder by weight and 9-18% by
volume, with the binder accounting for 40-50% of total material costs. Air voids,
which make up 3-6% of the mixture, are crucial in determining the asphalt's
resilience to oxidation and moisture damage (Little et al. 2017).
Recent advancements in polymer-modified bitumen (PmBs) reveal
significant progress in both materials and technologies. This synthesis explores the
chemical structure and microstructure of bitumen and evaluates the impact of
various additives and polymers on its engineering properties for paving and
industrial uses. While polymer and additive modifications can enhance specific
characteristics, they may also introduce compatibility issues during storage and
production (Porto et al., 2019).

2.3 Expanded Polystyrene Waste Recycling

The application of waste materials in asphalt technology has gained increasing
attention due to its potential to enhance asphalt performance and address
environmental issues. Recent studies have explored various approaches to
incorporate waste materials, particularly focusing on expanded polystyrene (EPS)
and Styrofoam, as alternatives or additives in asphalt binders.
Gutierrez-Velasquez et al. (2022) investigated the usage of EPS waste as an
asphalt adhesive by analyzing EPS dissolved in acetone and ethyl acetate. The
study found that EPS waste treated with these solvents had improved mechanical
strength and shorter drying periods, while having higher apparent viscosity. This
 14

study emphasizes the viability of employing EPS waste as a binder or coating

material in asphalt applications, offering a feasible solution for controlling EPS
waste while improving asphalt performance.
Parallel to these developments, the global production and consumption of
polystyrene, particularly in food packaging, has surged, with about 70% of such
plastics ending up in landfills after single use. This growing environmental
concern has prompted efforts to find effective recycling solutions. Ugwu and
Obele (2023) reviewed the current state of polystyrene recycling, addressing
issues such as outdated techniques, high costs, sorting challenges, and limited
progress in chemical depolymerization. Their review emphasizes the need for
improved strategies to better manage polystyrene waste.
Anwar et al. (2020) studied the use of expanded polystyrene beads (EPS) as a
replacement for bitumen in asphalt concrete. Their study looked at the effect of
EPS on the fresh and mechanical characteristics of polymer-modified bitumen at
different dosages (5% to 50%). The findings showed that using EPS improved the
stability of asphalt-modified concrete, implying that EPS could reduce
environmental consequences while promoting sustainable infrastructure
development.
Additionally, Ramadan et al. (2019) explored the effects of incorporating waste
Styrofoam into 70-80 penetration grade asphalt binders. Testing various
percentages of Styrofoam (0.2% to 2% by weight of asphalt binder), the study
found significant alterations in binder properties, including reduced penetration
and ductility, but increased rotational viscosity and complex shear modulus. These
changes indicate that Styrofoam-modified asphalt binders could improve rutting
resistance, making them suitable for high-temperature pavement applications up to
64°C.
Together, these studies highlight the potential of EPS and Styrofoam waste in
asphalt applications, providing promising avenues for enhancing asphalt
performance and addressing recycling challenges.
 15

2.4 Polymer Modified Asphalt Mixtures

The use of virgin polymers to modify asphalt binders has long been
acknowledged as a method to improve pavement performance. The use of
polymeric waste as modifiers has been more popular recently since it offers two
advantages: it increases pavement longevity and solves environmental waste
issues. Adding post-consumer plastics to asphalt mixtures, either by wet or dry
methods, has been shown to improve resistance to major problems such fatigue
cracking, thermal cracking, and permanent deformation (Duarte & Faxina, 2021).
Akter and Raja (2022) revealed that integrating 0.5% shredded waste expanded
polystyrene (EPS) into asphalt concrete greatly improves its mechanical qualities,
with stability improving by 82.61% when compared to the typical mix. Their
study highlights the potential of EPS as a sustainable additive, not only improving
asphalt performance but also addressing environmental challenges associated with
non-biodegradable waste. The compatibility of EPS with traditional binders
ensures that it strengthens the pavement without compromising the mixture's
integrity, offering a dual benefit of enhanced durability and eco-friendly waste
management.
The use of discarded expanded polystyrene (EPS) and Styrofoam in asphalt
modification has gained popularity as a long-term solution for reducing
environmental impact while improving asphalt mixture performance. Yildiz,
Kinaci, and Atakan (2021) discovered that a minimum 4% increase in EPS foam
ratio has a substantial impact on bitumen's physical qualities, making EPS foam a
beneficial additive, especially in hot climates. Similarly, Nassar, Kabel, and
Ibrahim (2012) demonstrated that adding 5% waste EPS improved workability and
resistance to deformation, indicating its value as an additive for enhancing asphalt
concrete mixtures. Hasrul, Rahman, and Asrib's (2022) research found that a 10%
Styrofoam substitute generated the best results, however caution must be exercised
to maintain specification compliance. Ramadan, Al-Khateeb, and Taamneh (2019)
discovered that Styrofoam-modified asphalt binders improve high-temperature
pavements by drastically modifying binder properties. Mancao (2018) investigated
Styrofoam as an additive to asphalt joint filler, demonstrating its feasibility and the
added benefit of minimizing Styrofoam waste. Gökalp (2022) endorsed the use of
 16

waste Styrofoam as a bitumen modifier, emphasizing its effect on bitumen's

physical and rheological qualities at lower concentrations.
Polymer-modified binders are increasingly valued for their superior resistance to
thermal stress, rutting, and fatigue. However, their widespread use has been
constrained by high costs. Reclaimed polymers (RP) such as polyethylene (PE),
polypropylene (PP), polyvinyl chloride (PVC), ethyl vinyl acetate (EVA), and
ground tire rubber (GTR) offer a more sustainable and cost-effective option.
According to research, the choice of polymer and mixing conditions have a
significant impact on asphalt binder performance. When compared to elastomers,
plastomers often provide better stiffness and rutting resistance. Combining PE
with crumb rubber could improve both recycling outcomes and mechanical
performance, but more research is needed to assure binder stability at different
temperatures. Furthermore, while additions like maleic anhydride (MA) might
improve binder stability, they may outweigh the cost benefits of employing
recycled materials (Brasileiro et al., 2019).
To optimize polymer-modified asphalt (PMA), Chen, Liao, and Tsai (2002)
blended two asphalt cement types with two styrene-butadiene-styrene (SBS)
copolymers at different proportions. According to their research, the creation of a
crucial network between the asphalt and the polymer determines the ideal SBS
level, and polymer modification improves the elastic responses and dynamic
moduli of asphalt binders. Using a variety of experiments, Yan, You, and Wang
(2019) evaluated the performance of four varieties of polymer-modified asphalt at
extreme temperatures. They found that asphalt with a high polymer concentration
did not respond well to standard performance measuring methods, suggesting the
need for more precise evaluation methodologies. Chen et al. (2018) constructed a
test road in 2012 to examine the performance of pure and polymer-modified
asphalts (PMAs) with varying SBS concentrations. Their results demonstrated that
the polymer composition and storage temperatures had an impact on the structure
of PMAs. PMAs with particular polymer configurations showed improved
resistance to cracking and deformation. Lab results were supported by field
studies, which showed that asphalt pavements with increased polymer contents
exhibited noticeably better resistance to cracking. Although long-term monitoring
 17

is necessary to fully evaluate these benefits, this study shows that significantly
modified asphalt has the potential to improve road performance.

2.5 Waste Oyster Shell

Oysters, a type of bivalve mollusk, are typically found in coastal areas where
freshwater meets brine water. They grow in cool water and require special
environmental conditions to thrive. Oysters, on the other hand, are found in almost
every coastal region throughout the world (Chilakala et al., 2019). Waste
generated by shell farming companies, such as oyster shells, poses both an
environmental concern and an opportunity for resource recycling.

2.5.1 Utilization of Oyster Shells in Sustainable Construction

The increased interest in sustainable construction materials has prompted
academics to investigate various methods for repurposing waste goods, such as
oyster shells, as viable alternatives to typical building materials. Several studies
have shown that oyster shells can improve the performance of concrete mixtures
while also helping with solid waste management.
Razali et al. (2021) examined the performance of oyster shells as an alternative
for coarse stone aggregates in pervious concrete mixes. Their findings
demonstrated that changed specimens had better physical performance than
control specimens, owing to the inclusion of calcium carbonate from oyster shells.
Despite these gains, initial compression strengths dropped after 28 days. The study
indicated that oyster shells had potential as an alternative material in building,
particularly for applications involving solid waste management and urban
stormwater management. In another study, Ruslan et al. (2021) investigated the
use of oyster shell waste as a partial alternative for cement and fine aggregate in
concrete. Their research found that incorporating oyster shells in the proper
amounts can improve concrete strength. However, the authors stated that more
research is needed to thoroughly assess its suitability for high-volume, high-
performance concrete applications.
This study was expanded by Shao et al. (2024), who examined the application of
discarded oyster shells (WOSs) in environmentally friendly concrete
 18

manufacturing. They emphasized the material's fireproof qualities, sound

absorption, thermal insulation, and mechanical, physical, and durability qualities.
The study highlighted the ecological advantages of this technique by proposing a
constitutive model to represent the elastic-plastic behavior of WOS-based
materials and finding that using WOS instead of fine aggregate in mortar
manufacture considerably reduced environmental impacts in 9 out of 13
categories.
Hapinat and Montero (2019) investigated the feasibility of making hollow blocks
from pulverized oyster shells (Crassostrea iredalei) mixed with materials that are
not biodegradable like plastics and glass. Their studies revealed that these
composite materials were very water-resistant, with good durability and
compressive strength. This technique offers a low-cost and sustainable alternative
to traditional materials while simultaneously tackling the growing problem of
solid waste.
The accumulation of microplastics in oyster tissues has raised concerns about
potential health implications in the context of greater environmental challenges.
Microplastics were found in the soft tissue of the Philippine Cupped Oyster
(Crassostrea iredalei) in a study published in the International Journal of
Advanced Multidisciplinary Studies in 2023. The results revealed that
microplastics were detected in all samples. With an average density of 11.80 ±
9.69 microplastic particles per oyster, this issue poses a significant threat to the
ecosystem and human health.
Beyond construction and environmental concerns, oyster residue has been
investigated for its nutritional properties. The Philippine Journal of Natural
Sciences (n.d.) analyzed the chemical composition, physical properties, and
antioxidant activities of oyster residue, finding it to be a rich source of protein
(73.89%) and essential amino acids. The study highlighted its potential as a
valuable food ingredient, despite being deficient in tryptophan, due to its well-
balanced amino acid profile and high antioxidant activities.
 19

2.5.2 Use of Oyster Shell in Asphalt

Researchers have explored various ways to utilize waste oyster shells as a
substitute for traditional materials in asphalt production. Xu et al. (2024)
investigated the potential of using waste shells, including oysters, mussels,
pectinids, and oncomelania, as a substitute for limestone fillers in asphalt. The
study demonstrated that modifying these shells improved their compatibility with
asphalt, leading to enhanced physical properties such as increased penetration,
ductility, better adhesion with aggregates, and improved resistance to water
damage. This innovative solution addresses environmental pollution while
reducing reliance on non-renewable resources.
Similarly, Nciri et al. (2018) examined the use of waste oyster shell powder
(OSP) as a bio filler in hot-mix asphalt (HMA). The researchers tested various
concentrations of OSP (0–15%) and observed that OSP enhanced resin content
and stiffness in asphalt blends without significant chemical reactions between the
filler and asphalt. Their findings also revealed that lower and intermediate
concentrations of OSP improved the pavement’s thermal stability and its
resistance to cracking, rutting, and fatigue, particularly at low temperatures.

2.5.3 The Mechanical and Physical Properties of Oyster Shells in Asphalt

Mixes
Ajah & Mbadike (2023) investigated the impact of oyster shell ash (OSA) on the
mechanical properties of hot mix asphalt. Their findings revealed that combining
10% OSA and 5% asphalt content yielded in ideal performance, considerably
improving the mix's stability, flow, stiffness, and durability. These data imply that
OSA has a favorable impact on asphalt's mechanical qualities, making it a feasible
option for improving pavement performance.
Similarly, Ruiz et al. (2018) investigated the usage of oyster and other seashells
as fine particles in hot-mix asphalt. Seashell enhanced the mix's tensile strength
and resistance to deformation, especially in flood-prone locations, according to the
data. Although the material is effective, the study found a little rise in production
costs, suggesting that its economic viability needs careful consideration.
 20

Hu, Zhong, and Li (2023) further examined the effects of oyster shell powder on
asphalt at the molecular level. Their research confirmed that a 12% concentration
of 40-mesh oyster shell powder significantly enhanced asphalt’s mechanical
properties. By utilizing advanced testing methods, the study provided valuable
insights into the modification mechanisms, paving the way for more innovative
uses of shell by-products in road construction.
In a comparative study, Oyedepo (2017) assessed the potential of crushed oyster
shells (COS) and crushed palm kernel shells (CPKS) as partial replacements for
fine aggregates in bituminous surfacing. The findings indicated that replacing up
to 30% of fine aggregates with COS or CPKS was suitable for light traffic
conditions, with optimal bitumen content at 6%. Marshall Stability values
confirmed that both materials could be cost-effective alternatives for road
construction, though more appropriate for low-traffic areas.
Rani et al. (2023) investigated methods to enhance the stability of porous asphalt
by utilizing ash from marine shells and recycled plastic polymers. Their findings
indicated that a 50:50 blend of Oyster Shell Ash (OSA) and Portland Cement,
combined with 4%-6% High-Density Polyethylene (HDPE), significantly
improved the asphalt’s structural stability, meeting the standards of the Australian
Asphalt Pavement Association (AAPA)
Lastly, Wang et al. (2021) examined the rheological characteristics of asphalt
binders that have been altered with biowaste, including powdered oyster shell. The
study found that the viscosity, thermal stability, and high-temperature performance
of the binder were all enhanced by the addition of oyster shell powder. The
influence on low-temperature performance was little, though, and this suggests
that more research is required to maximize asphalt's performance under a wider
variety of climatic circumstances.

2.6 Summary of Gaps and Conclusions

Asphalt pavement continues to be a preferred material for road construction due
to its durability, versatility, and cost-effectiveness. However, its production
heavily relies on non-renewable natural resources and poses significant
environmental concerns. Recent advancements in asphalt technology aim to
 21

address these issues by integrating recycled materials, such as Expanded

Polystyrene (EPS) and waste oyster shell powder (OSP), into asphalt mixtures.
Studies suggest that incorporating EPS can enhance mechanical properties,
including resistance to deformation and cracking, presenting a promising
alternative to conventional asphalt.
Despite these advancements, significant gaps remain in understanding the full
impact of EPS when used as an additive in asphalt mixtures, particularly in
conjunction with fillers like OSP. Local studies evaluating how varying EPS
content affects key performance parameters such as rutting resistance, stability,
flow, and overall durability while maintaining constant bitumen content are
limited. Research on the optimal percentage of EPS addition to achieve maximum
benefits without compromising structural integrity is still in its early stages.
Similarly, the use of waste oyster shell powder (OSP) is underexplored,
particularly in terms of its ability to improve the physical and chemical qualities of
asphalt. The inclusion of OSP, when mixed with EPS, may improve the durability
and resistance to moisture of asphalt mixtures; however, research on its
performance and environmental implications is limited.
In conclusion, the use of recycled materials like EPS and waste oyster shell
powder (OSP) offers a sustainable approach to developing durable asphalt
pavements. However, to fully realize these benefits, further studies must focus on
optimizing material formulations, refining processing methods, and conducting
comprehensive performance evaluations. Addressing these gaps will facilitate the
development of cost-effective, eco-friendly asphalt pavements that reduce waste
and extend road lifespans.
 CHAPTER 3 RESEARCH DESIGN AND METHODOLOGY

This chapter outlines the method used to investigate the impact of recycled
expanded polystyrene (EPS) and waste oyster shell powder (OSP) on asphalt
concrete, comparing modified combinations with standard ones. The experimental
procedures include sample preparation, material specifications, and testing
methodologies such as stability, water absorption, and rutting resistance. By
evaluating different percentages of EPS and OSP, the study aims to identify the
optimal formulation for improving durability, strength, and sustainability in road
construction.

3.1 Research Design

The study uses an experimental research approach to determine the effect of
recycled expanded polystyrene (EPS) and waste oyster shell powder (OSP) on the
characteristics of asphalt concrete. Laboratory tests will be performed to evaluate
the mechanical and performance properties of the changed mixes, such as
Marshall stability, water absorption, and wheel tracking.
The pulverized OSP will be analyzed for its chemical composition and will
undergo calcination to enhance its properties before being incorporated into the
asphalt mixtures. Different percentages of EPS and OSP will be tested to
determine the optimal ratios that improve performance without compromising
structural integrity. Control samples of traditional asphalt will be used for
comparison. Data analysis will focus on evaluating enhancements in durability,
deformation resistance, and sustainability, with statistical methods ensuring the
reliability and validity of the findings. This research aims to contribute to the
development of environmentally friendly asphalt mixtures that meet industry
standards for road construction.
 23

Collectionof Materials and Mix Design

Manually Crushing of
Manually Shredding of EPS
Oyster Shell

Sieving of the Aggregates Pulverized Oyster Shell

Calcination

OSP Chemical Composition

Analysis

Heating the Aggregates with the

Filler (OSP)

Mixing the Aggregates, Bitumen(3.5%),

Filler (OSP), and EPS

Design Mixtureswith EPS (2%,

4%, 6%) and OSP (2%,3%,4%)

Standard
Molding of Samples Asphalt
Mixture
Marshall Stability, Flow, Wheel
Tracking Test

Results/Comparison

Analysis and Conclusion

Figure 3.1Research Design Flowchart

Figure 3.1 illustrates the block diagram flowchart of the research design,
starting with the collection and preparation of materials, namely expanded
polystyrene (EPS) and waste oyster shells. EPS is manually shredded, while oyster
 24

shells are crushed and sieved for particle uniformity. The pulverized oyster shell is
then calcined to improve reactivity, followed by chemical composition analysis to
confirm its suitability as a filler. Subsequently, preheated aggregates, oyster shell
powder (OSP), bitumen (3.5%), and EPS are thoroughly mixed to create design
mixtures with varying EPS (2%, 4%, and 6%) and OSP (2%, 3%, and 4%)
compositions. These mixtures are subjected to laboratory tests to evaluate their
mechanical properties and performance, providing insights into optimal
formulations for enhancing pavement durability.

3.2 Research Materials and Equipment

The materials used in this study include coarse and fine aggregates, bitumen, and
recycled expanded polystyrene (EPS). Key equipment includes a Marshall
Stability Machine for stability and flow tests, a Water Absorption Tester, and a
Wheel Tracking Device for rutting and deformation assessments. All materials
will be sourced from various suppliers in Zamboanga del Norte. Detailed
descriptions of the materials and equipment are provided in the following sections.

3.2.1 Aggregates
Aggregates play an essential role in the production of asphalt mixtures, with fine
and coarse aggregate quality influencing asphalt concrete strength, performance,
and cost-effectiveness. In this study, locally available aggregates will be used and
sourced from local suppliers, as shown in figures 3.2 and 3.3.
.
 25

Figure 3.2 Coarse Aggregates (PEO, Polanco, Dipolog City, 2024)

Figure 3.3 Fine Aggregates (PEO, Polanco, Dipolog City, 2024)

3.2.2 Asphalt Binder

Asphalt, commonly known as bitumen, is a sticky, semi-solid hydrocarbon
formed during the refining process of crude oil. The bitumen used in this
experiment will have a penetration grade of 60/70. This bitumen was obtained
from a local dealer in Zamboanga Del Norte. Tables 3.1 and 3.2 provide the
chemical composition and rheological parameters of 60/70 bitumen.

Table 3.1 Chemical Composition of Bitumen 60/70 (Hofko et al., 2018)

Property Test Conditions ASTM Specification
Designation No.
 26

Penetration (dmm) 25°C, 100, 5s D-70 60/70

Softening Point (°C) D-36 49/56
Ductility (cm) 25°C, 5cm/min D-113 100 (min)
Specific Gravity 25°C / 25°C D-70 1.01-1.06
Flash Point (°C) D-92 250

Table 3.2 Rheological Properties of Bitumen 60/70 (Sham & Lyana, 2011)

Compound Weight %
Carbon 87%
Hydrogen 8%
Sulfur 5%
Nitrogen 1%
Oxygen 1%
Metals 1%

Figure 3.4 Bitumen (Dreamstime, 2024)

3.2.3 Waste Oyster Shell

The type of filler used in asphalt concrete is critical to its performance,
particularly in tropical locations where elements such as cement, fly ash, and lime
are typically employed to improve the mixture's qualities. In this investigation,
waste oyster shell powder (OSP) will be used as a filler alternative. The oyster
 27

shells illustrated in Figure 3.5 will be collected locally from San Pedro, Dapitan
City, manually crushed, and chemically evaluated before being calcined to
optimize their qualities.

Figure 3.5 Waste Oyster Shell (San Pedro, Dapitan City, 2024)

3.2.4 Recycled Expanded Polystyrene (EPS)

Expanded polystyrene (EPS) is a lightweight, stiff foam manufactured from
expanded polystyrene beads that is widely used for insulation, shock absorption,
and packaging due to its durability, as illustrated in Figure 3.5. In this project,
discarded Styrofoam (EPS) will be sourced locally, prepared, and hand shredded
before being used as an addition in asphalt concrete. This integration of EPS seeks
to investigate its ability to improve the mechanical properties of the asphalt
mixture while also adding to waste management solutions.
 28

Figure 3.6 Waste Expanded Polystyrene (EPS) (Blue Planet, 2024)

3.2.5 Weighing Scale

The weighing scale is used to measure the mass of asphalt concrete samples both
before and after testing, as shown in Figure 3.6. Initially, the scale ensures
accurate measurement of the total sample mass, including fillers, aggregates, and
bitumen. After testing, the scale measures the sample's weight in air and water to
determine water absorption. Accurate weighing is crucial for calculating material
properties and ensuring the precision of experimental results.

Figure 3.7 Weighing Scale (Jose Rizal Memorial State University, Dapitan City,
2024)
 29

3.2.6 Thermometer
A thermometer is used to measure the temperature of the asphalt mixture to
ensure it is within the required range for proper compaction and performance.

Figure 3.8 Thermometer (Dreamstime, 2024)

3.2.7 Sieve
A sieve, as shown in Figure 3.8, is a tool used to separate and classify aggregate
particles by passing them through a mesh or perforated screen according to their
size. For this study, sieves with sizes of 19 mm, 9.5 and 2.36 mm will be utilized.
The various sieve sizes are detailed in Table 3.3, following ASTM E-11 standards.

Figure 3.9 Sieve (Jose Rizal Memorial State University, Dapitan City, 2024)
Table 3.3 Sieve Sizes (ASTM E-11)
Standard U.S. Alternative
100.0 (mm) 4 in
75.0 (mm) 3 in
 30

63.0 (mm) 2-1/2 in

50.0 (mm) 2 in
37.5 (mm) 1-1/2 in
25.0 (mm) 1 in
19.0 (mm) 3/4 in
12.5 (mm) 1/2 in
9.5 (mm) 3/8 in
4.75 (mm) No. 4
2.36 (mm) No. 8
2.0 (mm) No. 10
1.18 (mm) No. 16
600 (mm) No. 30
300 (mm) No. 50
150 (μm) No. 100
75 (μm) No. 200

3.2.8 Molds
A molder is employed to shape asphalt concrete samples into standardized
cylindrical forms, ensuring uniform dimensions for precise testing and evaluation
of the asphalt's properties in our study.
 31

Figure 3.10 Specimen molds (Matest, 2024)

3.2.9 Thermostat Oven

A thermostat oven, as shown in Figure 3.10, is a controlled heating device used in
our study to maintain specific temperatures for curing and preparing asphalt
mixtures, ensuring consistent conditions for accurate testing of the modified
materials.

Figure 3.11 Thermostat Oven (Jose Rizal Memorial State University, Dapitan City,
2024)
 32

3.2.10 Gyratory Compactor

In this study, a gyratory compactor, as shown in Figure 3.11, will be employed to
replicate the compaction process of asphalt mixtures. This device simulates the
conditions that asphalt undergoes during construction by applying vertical
pressure and rotational motion. It uses a sliding weight of 600 kg and a height of
115 mm to compact the asphalt specimens to the desired density. This method
helps ensure that the asphalt mixtures, including those modified with recycled
expanded polystyrene (EPS), achieve the appropriate compaction and density,
which are crucial for assessing their mechanical and performance properties.

Figure 3.12 Gyratory Compactor (Jose Rizal Memorial State University, Dapitan
City, 2024)

3.2.11 Marshall Stability Machine

The Marshall Stability Machine, depicted in Figure 3.12, is designed to evaluate
the strength and flow properties of asphalt mixtures by subjecting a sample to a
compressive load and measuring the deformation that results. The machine
features a load application device that presses down on the asphalt specimen, a
measurement system that records the maximum load and the extent of
deformation, and a temperature control unit that ensures the sample is tested at the
required temperature. Testing is performed according to ASTM D-6927 and
AASHTO T245 standards, which outline specific procedures and requirements for
 33

evaluating the stability, flow, and overall performance of asphalt mixtures. These
standards help ensure the accuracy and consistency of the test results.

Figure 3.13 Marshall Stability Machine (Geotechpedia, 2024)

3.2.12 Wheel Tracker

The wheel tracking machine, as shown in Figure 3.10, assesses the rutting
resistance and deformation of asphalt mixtures by simulating traffic loads. It
features a loading wheel that applies a controlled vertical load onto the asphalt
sample, a heating system to maintain the specimen at a specified temperature, and
a tracking mechanism that moves the wheel back and forth across the sample.
During testing, the asphalt sample is heated to the test temperature, and the wheel
repeatedly passes over it under a set load. The machine measures the depth of
rutting or deformation that occurs, providing insights into the asphalt's
performance under real-world conditions. According to ASTM D8292-20 testing
requirements, the machine must accurately control the temperature, load, and
wheel movement to ensure reliable and consistent results in evaluating the
asphalt's resistance to permanent deformation and rutting.
 34

Figure 3.14 Wheel Tracking Machine (Jose Rizal Memorial State University,
Dapitan City, 2024)

3.3 Sample Preparation

The expanded polystyrene (EPS) will be collected, manually shredded, and
prepared for incorporation into the asphalt mixture. Aggregates will undergo
gradation, sieving analysis, and abrasion tests, then air-dried for 48 to 72 hours to
eliminate moisture. Waste oyster shell powder (OSP) will be prepared by manual
crushing, calcination, and sieving through a No. 100 sieve to enhance its
reactivity. These materials will be combined in a controlled process to create
modified hot asphalt mixtures. The asphalt mix ratios will be designed with OSP
content at 2%, 3%, and 4% by weight of the sample, and varying EPS content at
2%, 4%, and 6% by weight of the sample. These variations will facilitate a
comprehensive analysis of how different proportions of EPS and OSP influence
the mechanical properties, durability, and overall performance of the asphalt. This
experimental approach aims to identify the optimal use of these materials to
enhance pavement quality while promoting sustainability.

3.3.1 Waste Oyster Shell Preparation (Ajah & Mbadike, 2023)

Oyster shell garbage will be collected from San Pedro, Dapitan City. To
prepare the shells, they will first be surface cleaned by brushing and soaking in
water for at least three days to eliminate salt and foreign substances. Following a
thorough washing, the shells will be naturally dried for three days before being
 35

hand smashed with a hammer. The crushed shells will be calcined in an electric
furnace at 1000 degrees for three hours. Following calcination, the shells will be
slowly cooled to room temperature within the furnace. They will then be
pulverized and passed through a No.100 sieve before being tested for chemical
composition. This process will be carried out in the MSU-IIT laboratory in Iligan
City.

3.3.2 EPS Sample Preparation (Akter & Raja, 2022)

Waste expanded polystyrene (EPS) will be locally sourced from within Dapitan
City. Initially, the EPS will be washed thoroughly to remove any surface dirt and
contaminants, followed by air drying for three days to ensure all moisture is
removed. Once dry, the EPS will be manually shredded into fine particles suitable
for use in asphalt mixtures. After shredding, the EPS will be sifted through a No. 4
(4.75 mm) sieve to achieve a uniform particle size, ensuring consistent blending in
the asphalt. The shredded EPS will then be stored in sealed containers to prevent
moisture absorption until incorporated into the hot asphalt mixture.

3.3.3 Specimen Mixtures

To determine the appropriate mixture, the asphalt mix will be modified into seven
different formulations, including a conventional hot asphalt mixture as a control.
Adjustments to aggregate proportions will be made based on varying levels of
expanded polystyrene (EPS) and waste oyster shell powder (OSP) incorporated
into the mix. The bitumen content, using a 60/70 penetration grade, will remain
consistent across all design mixtures, except for the conventional mix. EPS will
vary at 2%, 4%, and 6% by weight of the sample, while OSP, acting as a filler,
will vary at 2%, 3%, and 4%.

Table 3.4 Conventional Asphalt Mixture

Sample weight basis: 1000g
 36

Percentage
Composition (%)

Coarse and Fine Aggregate 95

Asphalt binder (60/70 Penetration Grade) 5
TOTAL 100

Table 3.4 presents the composition of the conventional asphalt mixture, consisting
of 95% combined coarse and fine aggregates, along with 6% bitumen using a
60/70 penetration grade. This mixture serves as the control in the study, providing
a baseline for comparison against the modified asphalt mixes containing expanded
polystyrene (EPS) and waste oyster shell powder (OSP).

Table 3.5 Design Mixture Using EPS (2%) and OSP (2%)
Sample weight basis: 1000g
Percentage Total
Composition (%)

Total Aggregate Coarse and Fine 92.5 94.5

Aggregate
OSP 2
(Filler)
Binder EPS 2 5.5
Bitumen 3.5

Table 3.5 outlines the percentage composition of the design asphalt mixture
specimen, consisting of 92.5% combined coarse and fine aggregates. The mixture
incorporates 2% shredded expanded polystyrene (EPS) as a sustainable additive, 2%
waste oyster shell powder (OSP) serving as filler, and 3.5% bitumen with a 60/70
penetration grade.
Table 3.6 Design Mixture Using EPS (4%) and OSP (2%)
Sample weight basis: 1000g
Percentage Total
Composition (%)
 37

Total Aggregate Coarse and Fine 90.5 92.5

Aggregate
OSP 2
(Filler)
Binder EPS 4 7.5
Bitumen 3.5

Table 3.6 details the percentage composition of the design asphalt mixture
specimen, which consists of 90.5% combined coarse and fine aggregates. This
formulation features 4% shredded expanded polystyrene (EPS) as a sustainable
additive, along with 2% waste oyster shell powder (OSP) utilized as filler.
Additionally, the mixture contains 3.5% bitumen with a 60/70 penetration grade.

Table 3.7 Design Mixture Using EPS (6%) and OSP (2%)
Sample weight basis: 1000g
Percentage Total
Composition (%)

Total Aggregate Coarse and Fine 88.5 90.5

Aggregate
OSP 2
(Filler)
Binder EPS 6 9.5
Bitumen 3.5

Table 3.7 outlines the percentage composition of the design asphalt

mixture specimen, which comprises 88.5% of combined coarse and fine
aggregates. This formulation includes 6% shredded expanded polystyrene (EPS)
as a sustainable additive, alongside 2% waste oyster shell powder (OSP) used as
filler. Furthermore, the mixture contains 3.5% bitumen with a 60/70 penetration
grade, aimed at assessing the performance and durability of the asphalt.

Table 3.8 Design Mixture Using EPS (2%) and OSP (3%)
 38

Sample weight basis: 1000g

Percentage Total
Composition (%)

Total Aggregate Coarse and Fine 91.5 94.5

Aggregate
OSP 3
(Filler)
Binder EPS 2 5.5
Bitumen 3.5

Table 3.8 presents the percentage composition of the designed asphalt mixture
specimen, comprising 91.5% combined coarse and fine aggregates. This
formulation incorporates 2% shredded expanded polystyrene (EPS) as a
sustainable additive and 3% waste oyster shell powder (OSP) as filler. In addition,
the mixture contains 3.5% bitumen with a 60/70 penetration grade, aimed at
evaluating its mechanical properties and overall performance.

Table 3.9 Design Mixture Using EPS (4%) and OSP (3%)
Sample weight basis: 1000g
Percentage Total
Composition (%)

Total Aggregate Coarse and Fine 89.5 92.5

Aggregate
OSP 3
(Filler)
Binder EPS 4 7.5
Bitumen 3.5
 39

Table 3.9 presents the percentage composition of the designed asphalt mixture
specimen, which consists of 89.5% combined coarse and fine aggregates. This
formulation incorporates 4% shredded expanded polystyrene (EPS) as a
sustainable additive and 3% waste oyster shell powder (OSP) as filler.
Additionally, the mixture contains 3.5% bitumen with a 60/70 penetration grade.

Table 3.10 Design Mixture Using EPS (6%) and OSP (3%)
Sample weight basis: 1000g
Percentage Total
Composition (%)

Total Aggregate Coarse and Fine 87.5 90.5

Aggregate
OSP 3
(Filler)
Binder EPS 6 9.5
Bitumen 3.5

Table 3.10 presents the percentage composition of the designed asphalt

mixture specimen, consisting of 87.5% combined coarse and fine aggregates. This
formulation incorporates 6% shredded expanded polystyrene (EPS) as a
sustainable additive and 3% waste oyster shell powder (OSP) as filler.
Additionally, the mixture contains 3.5% bitumen with a 60/70 penetration grade.

Table 3.11 Design Mixture Using EPS (2%) and OSP (4%)
Sample weight basis: 1000g
Percentage Total
Composition (%)

Total Aggregate Coarse and Fine 90.5 94.5

Aggregate
OSP 4
(Filler)
 40

Binder EPS 2 5.5

Bitumen 3.5

Table 3.11 details the percentage composition of the designed asphalt mixture
specimen, which consists of 90.5% combined coarse and fine aggregates. This
formulation features 2% shredded expanded polystyrene (EPS) as a sustainable
additive, along with 4% waste oyster shell powder (OSP) used as filler. In
addition, the mixture incorporates 3.5% bitumen with a 60/70 penetration grade.

Table 3.12 Design Mixture Using EPS (4%) and OSP (4%)
Sample weight basis: 1000g
Percentage Total
Composition (%)

Total Aggregate Coarse and Fine 88.5 92.5

Aggregate
OSP 4
(Filler)
Binder EPS 4 7.5
Bitumen 3.5

Table 3.12 outlines the percentage composition of the designed asphalt mixture
specimen, which comprises 88.5% of combined coarse and fine aggregates. This
formulation includes 4% shredded expanded polystyrene (EPS) as an ecofriendly
additive, along with 4% waste oyster shell powder (OSP) utilized as filler.
Additionally, the mixture contains 3.5% bitumen with a 60/70 penetration grade.
 41

Table 3.13 Design Mixture Using EPS (6%) and OSP (4%)
Sample weight basis: 1000g
Percentage Total
Composition (%)

Total Aggregate Coarse and Fine 86.5 90.5

Aggregate
OSP 4
(Filler)
Binder EPS 6 9.5
Bitumen 3.5

Table 3.13 presents the percentage composition of the designed asphalt

mixture specimen, which consists of 86.5% combined coarse and fine aggregates.
This formulation features 6% shredded expanded polystyrene (EPS), along with
4% waste oyster shell powder (OSP) employed as filler. Furthermore, the mixture
incorporates 3.5% bitumen with a 60/70 penetration grade.

3.3.4 Preparation for Asphalt Concrete Specimens

The procedures will be conducted following ASTM D6926-20 standards.
First, a mixture of filler (OSP) and aggregates will be prepared, with all materials
preheated and held in an oven at 155-160°C. The OSP will act as the filler and
preheated coarse and fine aggregates will be transferred to a mixer, also set to
160°C.
Bitumen, making up 3.5% of the total mix, will be heated separately at 160–
170°C. Shredded EPS will then be added into the hot bitumen at each selected
percentage by sample weight. This bitumen-EPS mixture will then be combined
with the filler and aggregate mixture, stirring continuously for approximately 4
minutes. Mixing will proceed until the bitumen fully coats all particles at 155-
160°C, ensuring even distribution.
The resulting mixture will then be compacted into a 102 mm diameter steel mold,
maintained at 160°C. After filling the mold, it will be compacted using a rammer
 42

or compactor, applying 75 blows to each side. Once the sample has cooled to
room temperature, it will be extracted from the mold, and its weight in both air
and water will be recorded. This process will be repeated for each mixture,
varying EPS content levels (2%, 4%, 6%) and OSP content (2%,3%,4%) by total
sample weight, with five samples prepared for each variation.

3.4 Experimental Procedure

The following steps outline the experimental procedure for testing the asphalt
pavement samples:
a) Submerge molded samples in a water bath for 30-40 minutes to reach the
desired temperature of 60°C.
b) Transfer the samples from the bath to the Marshall testing equipment,
ensuring the load is applied to the surface rather than the cross-section.
c) To apply the load, reset the proving ring and flow gauge to zero.
d) The machine will compress the sample, and the peak load at which the
sample fails to compress further will be recorded from the proving ring.
e) Document the vertical deformation of the sample as indicated by the flow
gauge, along with the elapsed time.
f) Remove the specimens from the gauge of the Marshall Stability Machine.
g) Prepare the next sample mixture, compacting it using the Marshall
compactor for subsequent testing.
h) Apply 35, 50, or 75 blows on each side of the sample, depending on the
anticipated traffic load conditions.
i) Ensure the sample diameter is between 4” and 6”. Once compacted,
remove the specimens from the mold.
j) Assess the durability or rutting of the asphalt pavement specimens using a
wheel tracking system.

3.4.1 ASTM Standard Test Procedure for Marshall Stability and Flow Test
This section outlines the test procedures required under ASTM D6927-22 for
conducting the Marshall Stability Test, including setup and post-execution
activities.
 43

a) Specimens are conditioned in a water bath for a minimum of two hours,

ensuring that the temperature of the water bath is maintained between
60°C and 70°C. The specimens should be immersed for 30 to 40 minutes
to achieve uniform temperature equilibration. This step ensures that the
samples are at the proper testing temperature and moisture condition.
b) After removal from the water bath, the samples are placed into the lower
part of the breaking head. The upper section of the breaking head is then
positioned correctly, and the entire assembly is mounted onto the testing
device. Care should be taken to ensure proper alignment of the sample and
the testing machine to avoid measurement errors.
c) The flow meter, located at the top of the apparatus, is reset to zero before
initiating the test to ensure accurate measurements. The flow meter should
be calibrated according to manufacturer specifications before use to ensure
precision in measuring flow deformation.
d) A load is applied at a rate of 5 mm per minute until the maximum load is
reached. The loading rate should be consistent to comply with the
standard's requirements, providing reliable and reproducible results. This
rate ensures that the specimen's deformation characteristics are accurately
captured under controlled loading conditions.
e) The maximum load measurement is recorded in newtons, and the
corresponding flow value is observed and documented using the flow
meter, reflecting the deformation of the specimen under load. The flow
value is the vertical displacement of the specimen at the maximum load,
providing information on the material's deformation and stability.
f) The test results will be recorded in Table 3.14 and Table 15 and analyzed
to determine the Marshall Stability and Flow values. Marshall Stability
refers to the maximum load the specimen can carry, while Flow measures
the deformation at the point of maximum load. Both values are critical for
evaluating the quality and performance of the asphalt mixture.
g) After completing the test, the specimen and testing equipment should be
cleaned and returned to their proper condition. Any data recorded should
be reviewed and verified for accuracy before finalizing the test results.
 44

Table 3.14 Results on Marshall Stability Test

Characteristic EPS (%) ASTM
2 4 6 Requirement
(kN)

Stability (2% OSP) ≥8

Stability (3% OSP)

Stability (4% OSP)

Table 3.15 Results on Marshall Flow Test

Characteristic EPS (%) ASTM

2 4 6 Requirement
(mm)

WTT (2% OSP) 2-4

WTT (3% OSP)

WTT (4% OSP)

3.4.2 ASTM Standard Test Procedure for Wheel Tracking Device

This procedure outlines the method for using a wheel tracker device, as described
in ASTM D8292-20 and AASHTO T324-14, to evaluate the permanent
deformation behavior and rutting resistance of compacted asphalt mixtures.
a) During testing, the asphalt sample, which has been compacted in a sealed
mold, must be placed under controlled confinement pressure. It is crucial
 45

that this confining pressure remains constant throughout the duration of the
test to ensure accurate results.
b) The specimen shall be tested within an air temperature-controlled cabinet
that maintains a consistent temperature of 61°C (142°F) throughout the
test.
This controlled environment is necessary to simulate real-world conditions
and ensure the reliability of the test results.
c) The test specimen will be subjected to repeated loading using a loaded
wheel.
Both vertical and horizontal permanent deformations are recorded in table
3.16, with each wheel pass. These measurements help assess the
specimen's resistance to permanent deformation and rutting under
simulated traffic conditions.
d) If moisture resistance evaluation is required, the asphalt specimen must be
conditioned in a separate thermostatically controlled water bath. The
temperature and duration of this conditioning process should adhere to the
specifications defined by the testing agency, ensuring that the specimen is
appropriately prepared for moisture-related performance assessment.

Table 3.16 Results on Wheel Tracking Test

Characteristic EPS (%) ASTM
2 4 6 Requirement
(mm)

WTT (2% OSP) ≤ 10

WTT (3% OSP)

WTT (4% OSP)

3.5 Statistical Analysis Using One-Way ANOVA and Post Hoc Test
This section outlines the statistical methods used to analyze the data collected
from the Marshall stability test, Marshall flow test, and wheel tracking test.
 46

Microsoft Excel will be utilized for conducting the statistical analysis to determine
the impact of varying concentrations of expanded polystyrene (EPS) and waste
oyster shell powder (OSP) on asphalt concrete properties.

In order to ascertain whether there are statistically significant differences in the

mean values of asphalt performance parameters between groups characterized by
varying EPS and OSP concentrations, the main research approach is a one-way
analysis of variance (ANOVA). Because it enables the comparison of numerous
groups based on a single independent variable—in this case, the concentrations of
EPS and OSP in asphalt mixtures—a one-way ANOVA is suitable in this situation.
Post-hoc testing will be utilized to identify which groups differ if the ANOVA test
reveals significant differences between them. For pairwise comparisons, a
traditional post hoc method called Tukey's Honestly Significant Difference (HSD)
test will be employed:

= qx √
MSE
HSD n (3.1)

Where:
− q is the studentized range statistic, which depends on the number of groups
and the significance level.
− MSE is the Mean Squared Error from the ANOVA table.
− n is the number of observations in each group.

3.6 Analysis of All Test Result to Draw Conclusions

This section details the process for analyzing test results to evaluate the impact of
recycled expanded polystyrene (EPS) on asphalt concrete. We will compare the
performance of EPS-modified asphalt with traditional mixtures using data from
Marshall stability, water absorption, and wheel tracking tests. The goal is to assess
how different levels of EPS affect key properties such as stability, flow, and
deformation resistance. Statistical methods will be used to interpret the data,
 47

helping to determine the viability of EPS as an effective and sustainable additive

for asphalt mixtures.

3.6.1 Data Collection

Test results from the Marshall stability, water absorption, and wheel tracking tests
as shown in Table 3.9 to 3.11, will be collected for both control and modified
asphalt specimens. Each test will provide data on the mechanical and performance
properties of the asphalt mixtures, including stability, flow, water absorption rates,
and rutting resistance.

3.6.2 Data Organization

The collected data will be organized systematically into spreadsheets or
databases, categorizing results based on EPS content and test type. This
organization will facilitate a clear comparison between the control and
EPSmodified asphalt specimens.

3.6.3 Statistical Analysis

A statistical analysis will be done to determine the significance of the differences
between the control and EPS-modified specimens. Depending on the nature and
distribution of the data, this could contain descriptive statistics, a posthoc test, or
an ANOVA. Statistical software will be used to guarantee that calculations are
accurate.

3.6.4 Comparative Analysis

A comparative analysis will be conducted to assess how varying levels of EPS
affect the asphalt properties. Performance metrics such as stability, flow, and
rutting resistance will be compared against established benchmarks and between
different EPS content levels.
 48

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APPENDIX A

BUDGETARY PLAN

Material, Equipment and Quantity Estimated Cost

Testing
Bitumen, Fine Aggregates, As much as needed 1,500.00
Coarse Aggregates
 58

Recycled Expanded To be collected To be collected

Polystyrene (EPS)
Waste Oyster Shell To be collected To be collected

Analysis of Pulverized 1 kg 1000.00

Oyster Shell
Calcination 5 kg 5000.00

Marshall Stability Test 10 sets of specimens 7000.00

will undergo test

Wheel Tracking Test 10 sets of specimens 7000.00

will undergo test

Transportation and 12,500.00

Accommodation
Other Expenses (Bond 1500.00
papers, printing etc.

TOTAL AMOUNT 35,500.00

APPENDIX B

GANTT CHART

Program of Aug. Sep. Oct. Nov. Dec. Jan. Feb. Mar.

Activities 2024 2025

Brainstorming
of Ideas and
Research
 59

Final
Selection of
Topic
Data
Gathering
Search for
Related
Literature
Proposal
Presentation
Acquiring of
Materials
Calcination of
Oyster Shells
Making of
Samples
Testing of
Design
Data Analysis

Presentation of
Output

APPENDIX C

PERT-CPM

TASK ACTIVITY PREDECESSOR EXPECTED SLACK

TIME
(WEEKS)
A Selection of Topic -- 2 0
B Constructing A 2 0
Research Title

C Introduction B 2 0
 60

D Review of Related B 1 1
Literature
E Research Design C, D 3 0
and Methodology

F Defense E 1 0
Preparation

G Proposal Defense F 1 0
and Approval

H Revision and G 2 0
Submission
I Laboratory H 1 0
Inquiry
J Calcination of I 1 0
Pulverized Oyster
Shell
K Preparation of J 2 0
Specimens
L Conducting Tests K 1 0
M Data Analysis L 2 0
N Comparative L, M 2 0
Assessment
O Finalization of N 1 0
Manuscript
P Final Defense O 1 0
Q Project P 2 0
Completion

Computation:
ES – the maximum of the earliest finish times of all activities immediately
preceding activity
EF – ES + t
 61

LF – the maximum of the latest start times

LS – LF – t
SLACK – LF - EF
– LS – ES

A ES EF
t LS LF
Where:
ES is the earliest start
EF is the earliest finish
LS is the late start
LF is the late finish

D
A B E F G H I J K L MN O P Q
START FINISH

Critical Path: A-B-C-E-F-G-H-I-J-K-L-M-N-O-P-Q

Project Duration: 26 weeks

This figure presents the actual project network diagram, detailing the sequence of
activities and their respective durations in weeks. It identifies sixteen critical
activities (A-B-C-E-F-G-H-I-J-K-L-M-N-O-P-Q) and one non-critical activity
(D). Additionally, the diagram highlights the Earliest Start (ES), Latest Start (LS),
Earliest Finish (EF), and Latest Finish (LF) for each activity, along with the
corresponding durations. As a result, the overall project is projected to be
completed in 26 weeks.
 62

APPENDIX D

PARAMETER SPECIFICATION FOR TESTING

Item Standard Index Test Method

Marshall Stability, kN ≥8 ASTM D6927-22

Flow Value, mm 2-4

Wheel Tracking Test, mm ≤ 10 ASTM D8292-20

 63

APPENDIX E

ORAL EXAMINATION AND PANEL REPORT

64
65
 66

APPENDIX F

MINUTES OF PROJECT DESIGN PROPOSAL DEFENSE

67
 72

APPENDIX H

PLAGIARISM REPORT
73
74
75
76
77
78
79
80
 81

CURRICULUM VITAE

NAME : Mary Dove C. Arceno

ADDRESS : Balakan, Salug, Zamboanga
del Norte
DATE OF BIRTH : April 10, 2001
CIVIL STATUS : Single
AGE : 23 years old
GENDER : Female
CITIZENSHIP : Filipino
FATHER : Consorcio L. Arceno
MOTHER : Teresita C. Arceno EDUCATIONAL
BACKGROUND:
SCHOOL LEVEL GRADUATED NAME OF SCHOOL
YEAR
ELEMENTARY Balakan Elementary School
2009-2015
JUNIOR HIGH SCHOOL Balakan National High School
2015-2019
SENIOR HIGH SCHOOL Ave Maria College
2019-2021
TERTIARY Jose Rizal Memorial State University
2021-2025

I hereby certify that the above information is true and correct to the best of my
knowledge and belief.

MARY DOVE C. ARCENO

Printed Name and Signature
Diana Jane B. Banga

GENDER : Female
CITIZENSHIP : Filipino
FATHER : Ranolfo A. Banga
MOTHER : Rosana B. Banga
 82

CURRICULUM VITAE

NAME :
ADDRESS : Liguac, Salug Zamboanga
del Norte
DATE OF BIRTH : June 24, 2002
CIVIL STATUS : Single
AGE : 21 years old
EDUCATIONAL BACKGROUND:
SCHOOL LEVEL GRADUATED NAME OF SCHOOL
YEAR
ELEMENTARY Liguac Elementary School
2009-2015
JUNIOR HIGH SCHOOL Salug National High School
2015-2019
SENIOR HIGH SCHOOL Salug National High School
2019-2021
TERTIARY Jose Rizal Memorial State University
2021-2025

I hereby certify that the above information is true and correct to the best of
my knowledge and belief.

DIANA JANE B. BANGA

Printed Name and Signature
Gillert Psalm C. Bongcac
ADDRESS : Dipolog City, Zamboanga
del Norte
DATE OF BIRTH : December 12, 2002

GENDER : Female
CITIZENSHIP : Filipino
FATHER : Gillert M. Bongcac
MOTHER : Faith C. Bongcac
 83

CURRICULUM VITAE

NAME :
CIVIL STATUS : Single
AGE : 21 years old
EDUCATIONAL BACKGROUND:
SCHOOL LEVEL GRADUATED NAME OF SCHOOL YEAR
ELEMENTARY Dipolog Pilot Demonstration School
2009-2015
JUNIOR HIGH SCHOOL Zamboanga Del Norte National High School
2015-2019
SENIOR HIGH SCHOOL Jose Rizal Memorial State University
2019-2021
TERTIARY Jose Rizal Memorial State University
2021-2025

I hereby certify that the above information is true and correct to the best of
my knowledge and belief.

GILLERT PSALM C. BONGCAC

Printed Name and Signature
Jaykim V. Cuaresma
ADDRESS : Dipolog City, Zamboanga
del Norte
DATE OF BIRTH : June 05, 2003
CIVIL STATUS : Single
AGE : 21 years old
GENDER : Male EDUCATIONAL
CITIZENSHIP : Filipino BACKGROUND:
FATHER : Wilfredo A. Cuaresma
MOTHER : Joan V. Cuaresma
 84

CURRICULUM VITAE

NAME :
SCHOOL LEVEL GRADUATED NAME OF SCHOOL
YEAR
ELEMENTARY Galas Elementary School
2009-2015
JUNIOR HIGH SCHOOL Galas National High School
2015-2019
SENIOR HIGH SCHOOL Zamboanga Del Norte National High School
2019-2021
TERTIARY Jose Rizal Memorial State University
2021-2025

I hereby certify that the above information is true and correct to the best of my
knowledge and belief.

JAYKIM V. CUARESMA
Printed Name and Signature
Nhicole C. Sumalpong
ADDRESS : Baybay, Liloy, Zamboanga
del Norte
DATE OF BIRTH : June 25, 2003
CIVIL STATUS : Single
AGE : 20 years old
GENDER : Female
CITIZENSHIP : Filipino
FATHER : Nicomedes B. Sumalpong
 85

CURRICULUM VITAE

NAME :
MOTHER : Cynthia C. Sumalpong EDUCATIONAL
BACKGROUND:
SCHOOL LEVEL GRADUATED NAME OF SCHOOL
YEAR
ELEMENTARY Liloy Central School
2009-2015
JUNIOR HIGH SCHOOL Liloy National High School
2015-2019
SENIOR HIGH SCHOOL Liloy National High School
2019-2021
TERTIARY Jose Rizal Memorial State University
2021-2025

I hereby certify that the above information is true and correct to the best of my
knowledge and belief.

NHICOLE C. SUMALPONG
Printed Name and Signature