Waste Plastic as an Eco - Friendly Modifier in Asphalt

Mixtures for Improving Pavement Performance

a
Muhammad Yahya, b Abu Bakar Naeem, c Haad Bashir Malik and d Dr. Muhammad Usman
Farooqi
a: Civil Engineering Department, Capital University of Science & Technology Pakistan. MCE243009@[Link]
b: Civil Engineering Department, Capital University of Science & Technology Pakistan. MCE251004@[Link]
c: Civil Engineering Department, Capital University of Science & Technology Pakistan. MCE253006@[Link]
d: Civil Engineering Department, Capital University of Science & Technology Pakistan.
[Link]@[Link]

1. Abstract
Highways significantly increase mobility and connectivity, which is important for regional
development and economic growth. However, growing traffic volumes, rising building costs,
and premature pavement deuteriations have significant challenges in preserving long-lasting
and environmentally friendly road systems. Therefore, it is important that environmentally
friendly pavement materials be created that both improve the environment and lessen
dependency on non-renewable resources. The goal is to improve the structural and functional
efficiency of asphalt mixtures while creating a resilient and sustainable highway network.
Utilising waste plastic, which is low- and high-density polyethylene, as modifiers in hot mix
asphalt is the primary goal of the research in order to increase pavement resistance to fatigue
cracking and rutting. In the laboratory period, waste plastic will be added to asphalt using a dry
blending technique with shredded waste plastic. In this regard, bitumen properties such as
penetration, ductility, and softening point will be analysed together with aggregate properties
like gradation, angularity, and abrasion resistance. Performance enhancement will be evaluated
by assessing conventional and modified mixtures for their performance by Marshall stability,
flow, and moisture susceptibility tests. Some expected outcomes of this study are deformation
resistance, increased stiffness at high temperature, and reduction in the accumulation of plastic
wastes. The results of the research will determine the best way to make use of waste plastic in
asphalt mixtures for sustainable pavement construction. Future Research: Field validation,
ageing characteristics, and establishment of local mix design standards are recommended for
large scale applications.
Keywords: Sustainable pavements, Waste plastic modifier, Asphaltic concrete, Bitumen,
Pavement performance, Recycling, HMA.

2. Introduction
Different parts of the world are observing that flexible pavements are facing serious
performance challenges due to increasing traffic loads, climatic variations, and deteriorating
binder characteristics. Common distresses such as rutting, fatigue cracking, potholes, ravelling,
and moisture damage compromise structural integrity and ride quality over time [1] - [3].
Several studies have indicated that conventional HMA made with penetration grade bitumen is
prone to permanent deformation at high service temperatures and to cracking at low
temperatures [4], [5]. Inadequate stiffness, imbalance in flexibility, and poor moisture

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resistance cause deterioration and increase the cost of maintenance [6]. Additionally, life cycle
assessments demonstrate that the energy consumption and emission during manufacturing of
conventional asphalt mixtures have a significant negative impact on the environment [7]. As a
result, several researchers have highlighted the urgent need for sustainable and high -
performance pavement materials to ensure the long - term functionality of highway networks
[8].
To lessen these distresses, a variety of modification techniques have been investigated, such as
the use of polymer - modified binders, crumb rubber, rejuvenators, and recycled materials like
waste plastics and reclaimed asphalt pavement (RAP) and waste plastics [9] - [11]. Asphalt
binders gain elasticity and heat resistance from polymer modifiers like SBS and EVA [12].
While recycled materials like plastics and steel slag facilitate sustainability and cost
effectiveness, crumb rubber, which is made from scrap tires, improves durability and flexibility.
Incorporating anti - stripping agents and advance mix design techniques, like the super pave
system, can also help reduce moisture damage and improve durability [13] - [16]. These
methods are in line with international goals on sustainability, which include protection of
resources, fewer carbon emissions, and less landfill waste in pavement construction [17].
The studies identify, in particular, polypropylene (PP), polyethylene terephthalate (PET) and
low and high - density polyethylene (LDPE, HDPE) as possible asphalt modifiers [18] - [21].
For its side, the addition of plastic waste by means of the dry process improves the stiffness,
rutting resistance and stability of HMA at high temperatures [22]. According to the laboratory
tests, a plastic composition of 1 - 6% by weight of aggregates significantly improves the values
of Marshall stability and reduces permanent deformation [23]. Local plastic waste has also
been proven feasible to be used in road construction according to the studies conducted in
countries with higher temperatures in India and Pakistan, which have also noted an improved
resistance to rutting and stripping [24], [25]. On the other hand, brittleness and compaction
difficulties may be promoted by a high plastic addition or irregular particle size [26]. For
ensuring adequate workability, the blending technique, plastic content, and particle size should
be optimized [27].
Despite favourable results, there are still major research gaps in dosage optimisation, particle
size uniformity, and long - term durability testing of plastic - modified asphalt in regional
climates [28]. A small number of tests have studied the combined effect of plastic modification
on binder and mixture properties through carefully controlled laboratory procedures [29]. This
study thus proposes the evaluation of locally sourced LDPE / HDPE waste plastics and their
blends with HMA at varying percentages (0%, 2%, 4%, and 6%) using a dry blend process.
Testing will involve both aggregate testing, gradation, abrasion, and angularity and binder
characterisation like penetration, softening point, ductility, and viscosity. Marshall stability,
flow, indirect tensile strength, rutting, and moisture sensitivity tests will be conducted to study
the performance of the mixture as per earlier techniques [30]. The current approach aims to
provide useful recommendations for the optimisation of plastic - modified asphalt mixtures
suitable for our region.

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 3. Materials and Methods
(a) Materials
(i) Virgin Materials
The primary materials used in this study include bitumen, coarse and fine aggregates, and
mineral filler. A 60 / 70 penetration grade bitumen was selected as the base binder due to its
balanced stiffness and flexibility under local climatic conditions. Crushed stone aggregates
were obtained from a nearby quarry and divided into coarse and fine fractions following ASTM
D692 and ASTM D1073 standards. The aggregates were angular, clean, and free from dust or
deleterious matter, having a specific gravity of 2.74 and water absorption below 0.5 %.

Figure 1: Bitumen and Aggregates

(ii) Modifier - Waste Plastic

The modifying material consisted of post-consumer Low - Density Polyethylene (LDPE) and
High - Density Polyethylene (HDPE) wastes, primarily derived from discarded bags, milk
packets, and bottles. Locally, the plastics were gathered, cleaned, dried, and then shred into
tiny flakes. These flakes were mechanically ground into particles ranging in size from 1mm to
4mm. The particle size was chosen based on literature evidence showing optimum coating and
dispersion performance within this range which led to the selection of the particle size [1] - [3].

Figure 2: Waste Plastic as Modifier

(b) Mix Design

The Marshall Mix Design method (ASTM D1559) was employed to design the asphalt mixture
for use in the wearing course of flexible pavement. The nominal maximum aggregate size
(NMAS) was 19 mm, with gradation chosen to meet the MoRTH (2013) specifications for
Bituminous Concrete (Grade I).

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 (i) Job Mix Formula (JMF)
The control mix was optimized by varying bitumen content between 4.5 % and 6.0 % by total
mix weight. The properties which were maintained are listed below:

• Marshall Stability: > 9.0 kN

• Flow Value: 2 - 4 mm
• Voids in Mineral Aggregate (VMA): > 14 %
• Voids Filled with Bitumen (VFB): 65 - 75 %
• Air Voids (Va): 3 - 5 %
Preparation of four mixtures was done from comparative analysis:

• Control Mix (CM): Control Mix is our conventional HMA without any modifications.
• Plastic-Modified Mixes (PM - 2, PM - 4, PM - 6): Containing 2 %, 4 %, 6 % waste
plastic by weight of total aggregate, incorporated via the dry process.
This mix was chosen as the ideal composition for in - depth testing since it showed the best
balance of volumetric, flow, and stability characteristics.

(c) Mixing and Casting

To achieve the right mixing viscosity, bitumen was heated separately to 165 - 170 °C and
aggregates were preheated to 160 ± 5 °C. To avoid clumping and thermal shock, waste plastic
flakes were preheated to 120 °C.
To replicate heavy traffic loading conditions, the prepared hot mix was poured into Marshall
moulds and compacted using a Marshall Compactor (75 blows per face). Before testing,
cylindrical specimens measuring 101.6 mm in diameter and 63.5 mm in height were created
and allowed to condition for 24 hours at room temperature.

(d) Methodology
(i) Testing Program
In order to assess mechanical, rheological, and durability properties, the experimental plan
included both binder tests and mixture performance tests.
Table 1: Materials and their Relevant Testing

Category Test Name Standard / Code Purpose

Consistency /
Bitumen Tests Penetration Test ASTM D5
Hardness
Temperature
Softening Point ASTM D36
susceptibility
Elasticity /
Ductility ASTM D113
Cohesion
Flammability / Fire
Flash and Fire Test ASTM D92
hazard

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 Aggregate Tests Abrasion Test ASTM C131 Hardness
Toughness / Sudden
Impact Value Test ASTM D5874
Impact
Specific Gravity Test ASTM C127 Density / Strength
Flakiness and Shape /
ASTM C136
Elongation Test Dimensional Ratio
Marshall Stability & Strength and
Mixture Tests ASTM D1559
Flow deformation

Figure 3: a) Ductilometer, b) Ring & Ball Apparatus, c) Penetrometer, d) Cleaveland

Open Cup Tester

Figure 4: a) Flakiness and Elongation Gauges, b) Marshall Stability Tester, c)

Buoyancy Stand, d) Set of Sieves

Figure 5: a) Los Angeles Machine, b) Impact Value Tester

(ii) Specimen Details

To guarantee statistical reliability, three specimens per test were made for each mix type
(Control, 2%, 4%, and 6% Plastic). Three values were averaged for analysis.

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 (iii) Data Analysis
To identify significant differences between mixes, test data were analysed. To determine the
ideal plastic content, relationships between stiffness, stability, and plastic percentage were
assessed.
(iv) Methodology Flow Chart

4. References
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Innovative Technology, vol. 12, no. 4, 2023.
[4] “Pavement Distress: A Case Study,” ResearchGate, 2019.

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[23] F. Xu et al., “Utilization of Plastic Waste in Pavement Engineering,” MDPI Sustainability,
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