utilizing waste plastic bottles in bituminous asphalt mix

7/26/2019 Utilizing Waste Plastic Bottles in Bituminous Asphalt Mix

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Mekelle University

Ethiopian Institute of Technology - Mekelle (EiT-M)

Department of Civil Engineering

A Study

On

Utilizing Waste Plastic Bottles in BituminousAsphalt Mix


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Utilizing Waste Plastic Bottles in Bituminous Asphalt Mix 2014

"Utilizing Waste Plastic Bottles in

Bituminous Asphalt Mix"

A Thesis Submitted in Partial Fulfillment of the Requirements for the

Award of BSc. Degree in Civil Engineering

By

ABEL GEBRETSADIK, CE/UR0272/02, SECTION ONE

SOSINA SEYOUM, CE/UR0694/02, SECTION THREE

MILLION BAYOU, CE/UR0602/02, SECTION TWO

ABRAHAM SEBSIBE, CE/UR0281/02, SECTION FOUR

RUTHA TADESSE, CE/UR0652/02, SECTION TWO


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DeclarationWe, the undersigned students, declare that this research is our own work and all source of materials

used to comply this report have been monotonously acknowledged.

Name: ABEL GEBRETSADIK

Signature:

Name:SOSINA SEYOUM

Signature:

Name: MILLION BAYOU

Signature:

Name: ABRAHAM SEBESIBE

Signature:


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Certificate


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Acknowledgement

Most of all, we would like to thank God, for helping us through all the difficulties and making it

all possible. We would also like to congratulate ourselves for the hard work and work ethics

throughout the period of the research. This research would not be possible if it wasn't for our

parents, so we would like to thank them for their continuous support and encouragement.

We are indebted to express our sense of gratitude to our advisor Dr. Tensay Gebremedhin for his

continuous encouragement throughout the work and contribution with valuable guidance and

supervision.

We are grateful to CRBC - Addis Engineering P.L.C for providing all the necessary materials and

laboratory without any limitations for the successful completion of the research. Also we are grateful

for all workers of CRBC - Addis Engineering P.L.C Material Testing Laboratory.

We would like to acknowledge the following persons for their limitless support, encouragement,

and ideas.

Mr. GirmaSahale

Mr. MechalWolde


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Abstract

In the design of highway, the pavement is either flexible or rigid. Flexible pavements consists

different layers namely; Wearing Course, Binder Course, Base Course, Sub-Base, and sometimes

capping layer. The part which is directly in contact with the wheel load is the wearing surface; the

wearing surface is made of HMA which is a mixture of Course Aggregate, Fine Aggregate, Mineral

Fillers, and Bitumen. A Properly mixed HMA gives a good durability and strength for the road but

now a days asphalt concrete pavements are expected to perform better as they are experiencing a

very large amount of traffic volume, increased loads and increased variations in daily or/and seasonal

temperature over what has been experienced in the past. This expectation leads in finding another

means to increase the performance of the road.

This research use Polyethylene Terephthalate (PET) as HMA modifier. PET is one component of

plastic material, and the research is concerned with the possibility of utilizing waste plastic bottle as

an ingredient in asphalt concrete to increase the mixture engineering property and at the same time

decrease cost of construction by decreasing the amount of asphalt cement (bitumen) required.

The experimental work include all aggregate quality physical Property tests , bitumen tests and

Asphalt concrete mix design by using Marshall Method of mix design for both modified and

unmodified mix In this specific investigation the dry process is used for introducing the PET in to


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The Marshall test conducted with PET showed better performance than the controlled specimen.

From the experimental result the increase in Marshall Stability is found to be 29.77% while the

optimum bitumen decreased as the PET content increased up to 0.9%; the percentage decrease in

OBC is found to be 8.36%. Finally, a PET content of 0.9% by weight of total aggregate has found to

be the optimum PET content that could increase the engineering property of AC and decrease the

bitumen required.


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Table of Content

Declaration .................................................................................................................................... iii

Certificate ...................................................................................................................................... iv

Acknowledgement ........................................................................................................................... v

Abstract .......................................................................................................................................... vi

Table of Content .......................................................................................................................... viii

List of Figures ............................................................................................................................... xii

List of Abbreviations ......................................................................................................................xv

CHAPTER 1 ......................................................................................................................................... 1

1. INTRODUCTION ........................................................................................................................ 1

1.1 GENERAL................................................................................................................................. 1

1.2 BITUMINOUS ASPHALT MIX DESIGN........................................................................................ 1

1.2.1 OVERVIEW............................................................................................................................... 1


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1.4.2 SPECIFIC OBJECTIVE............................................................................................................... 18

CHAPTER 2 ....................................................................................................................................... 19

2. LITERATURE REVIEW .......................................................................................................... 19

CHAPTER 3 ....................................................................................................................................... 23

3. MATERIALS FOR BITUMINOUS ASPHALT MIX ............................................................ 23

3.1 CONSTITUTE OF A MIX........................................................................................................... 23

3.1.1 AGGREGATES......................................................................................................................... 23

3.1.2 MINERAL FILLER.................................................................................................................... 31

3.1.3 BITUMEN................................................................................................................................ 32

3.2 MATERIALS USED IN THIS STUDY........................................................................................... 37

3.2.1 AGGREGATE........................................................................................................................... 37

3.2.2 BITUMEN................................................................................................................................ 38

3.2.3 MINERAL FILLER.................................................................................................................... 39

3 2 4 POLYETHYLENE TEREPHTHALATE (PET) 39


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4.3.3 DENSITY AND VOID ANALYSIS............................................................................................... 49

4.4 RETAINED STABILITY OR IMMERSION STRENGTH TEST.......................................................... 52

CHAPTER 5 ....................................................................................................................................... 53

5. RESULTS AND DISCUSSIONS ............................................................................................... 53

5.1 INTRODUCTION....................................................................................................................... 53

5.2 BULK SPECIFIC GRAVITY (BSG) ............................................................................................ 55

5.3 MARSHALL STABILITY........................................................................................................... 56

5.4 VOID IN THE MIX (VIM) ........................................................................................................ 59

5.5 FLOW VALUE......................................................................................................................... 59

5.6 VOID IN THE MINERAL AGGREGATE (VMA) .......................................................................... 60

5.7 VOID FILLED WITH ASPHALT (VFA) ...................................................................................... 61

5.8 IMMERSION STRENGTH TEST.................................................................................................. 62

CHAPTER 6 ....................................................................................................................................... 64

6 CONCLUSION 64


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9. APPENDICES ............................................................................................................................. 69

APPENDIXA.AGGREGATE QUALITY TEST RAW DATA................................................................. 69

APPENDIX B.MARSHALL TEST RAW DATA...................................................................................... 75


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List of Figures

FIGURE 1-1FLEXIBLE PAVEMENT LAYERS............................................................................................. 2

FIGURE 1-2WASTE PLASTIC BOTTLES.................................................................................................. 14

FIGURE 1-3COLLECTED AND STORED WASTE PLASTIC BOTTLES......................................................... 15

FIGURE 1-4SOLID WASTE COMPOSITION OF ADDIS ABABA CITY........................................................ 16

FIGURE 3-1AGGREGATE GRADATION................................................................................................... 26

FIGURE 3-2GAUGING FLAKY AGGREGATES......................................................................................... 29

FIGURE 3-3MEASURING MINERAL FILLERS FOR PREPARATION OF MARSHALL SAMPLE...................... 31

FIGURE 3-4SHREDDED PET ................................................................................................................. 40

FIGURE 3-5CHEMICAL COMPOSITION OF PET ...................................................................................... 40

FIGURE 3-6PETRECYCLING SYMBOL.................................................................................................. 41

FIGURE 4-1WASHING AGGREGATE WITH 0.075MM SIEVE.................................................................... 43

FIGURE 4-2DIFFERENT AGGREGATE SIZES,SIEVED AND MARKED....................................................... 44

FIGURE 4 3 MEASURED AGGREGATE FOR MARSHALL SAMPLE PREPARATION 44
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FIGURE 5-4PLASTIC AGGREGATE BITUMEN INTERACTION MODEL FOR THE PLASTIC WASTE COATED

AGGREGATE,AND BITUMEN MIX.................................................................................................. 58

FIGURE 5-5VIMVS.BITUMEN CONTENT............................................................................................. 59

FIGURE 5-6FLOW VS.BITUMEN CONTENT............................................................................................ 60

FIGURE 5-7VMAVS.BITUMEN CONTENT............................................................................................ 61

FIGURE 5-8VFAVS.BITUMEN CONTENT............................................................................................. 62
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List of Tables

TABLE 1-1CORRECTION FACTOR FOR MARSHALL STABILITY (ASPHALT INSTITUTE) .......................... 10

TABLE 3-1AGGREGATE GRADATION FOR AC(ERA2012MANUAL) ................................................... 37

TABLE 3-2SPECIFIC GRAVITY AND WATER ABSORPTION OF AGGREGATES......................................... 38

TABLE 3-3PHYSICAL PROPERTIES OF AGGREGATE USED IN THIS INVESTIGATION............................... 38

TABLE 3-4SELECTION CRITERIA FOR ASPHALT GRADES (ASPHALT INSTITUTE) .................................. 39

TABLE 3-5PROPERTY OF BITUMEN USED IN THIS INVESTIGATIONS...................................................... 39

TABLE

4-1ERA

2012

M

ANUALS

PECIFICATION FORM

ARSHALLT

EST................................................ 49

TABLE 4-2COMPUTED BULK SPECIFIC GRAVITY AND AGGREGATE PERCENTAGE USED...................... 50

TABLE 5-1MARSHALL TEST RESULTS.................................................................................................. 53

TABLE 5-2OBCAND OTHER RESULTS................................................................................................. 57

TABLE 5-3RETAINED MARSHALL STABILITY....................................................................................... 63


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List of Abbreviations

10%FACT 10% Finest Aggregate Crushing Value

AASHTO American Association of State Highway and Transportation Officials

AC Asphalt Concrete/ Asphalt Cement

ACV Aggregate Crushing Value

AIV Aggregate Impact Value

AR Asphalt Residue

ASTM American Society for Testing and Materials

BS British Standard

CRBC China Road and Bridge Corporation


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MTD Maximum Theoretical Density

OBC Optimum Bitumen Content

PE Polyethylene

PET Polyethylene Terephthalate

PG Performance Grade

PP Polypropylene

RC Rapid Curing

RTFO Rolling Thin Film Oven

SC Slow Curing

SHRP Strategic Highway Research Program

SSD Saturated Surface Dry


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Chapter 1

1. Introduction

1.1 General

Bituminous binders are widely used by paving industry. In general pavements are categorized into

two groups, i.e. flexible and rigid pavement.

A. Flexible Pavement

Flexible pavements are those, having low flexural strength and are rather flexible in their structural

action under loads. These types of pavement layers reflect the deformation of lower layers on-to the

surface of the layer.

B. Rigid Pavement

If the surface course of a pavement is of Plain Cement Concrete or reinforced concrete then it is

called as rigid pavement since the total pavement structure cant bend or deflect due to traffic loads.

Cost wise rigid pavements are more expensive than the flexible pavements.

Pavement design and the mix design are two major considerations in case of pavement engineering.

The present study is only related to the mix design of flexible pavement considerations. The design


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binder for the gradation. Well-designed asphalt mixture can be expected to serve successfully for

many years under a variety of loading and environmental conditions.

In hot mix asphalt, binder and aggregate are blended together in precise proportions. The relative

proportions of these materials determine the physical properties of the HMA and ultimately how the

Figure 1-1 Flexible Pavement Layers


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1.2.3 Types of premix commonly used

The main types of premix are asphalt concrete, bitumen macadam and Hot rolled asphalt. Each type

can be used in surfacing or road bases.

Asphalt concrete (AC)

Asphalt concert is a dense continuously graded mix which relies for its strength on both the interlock

between the aggregate particles and the lesser extent on the properties of the bitumen and the filler.AC is a type of hot mix that meets strict requirement. It is a high quality, carefully controlled at

mixture of asphalt cement and well graded; high quality aggregate thoroughly compacted in to a

uniform dense mass typified by dense graded paving mix

Bitumen macadam

Close graded bitumen macadams also called dense bitumen macadams (DBM) are continuously

graded mixture similar to asphaltic concrete but usually with less dense aggregate structure. The

advantage of this method is the quality control testing is simplified and this should allow more

intensive compliance testing to be performed. Aggregate which behave more satisfactory for asphalt

concrete will also be satisfactory in DBM.

Hot Rolled Asphalt (HRA)

Hot Rolled asphalt is a gap graded mix which relies for the properties primary on the bitumen filler


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and its resistance to rutting and other type of road failure. There are three widely used methods of

asphalt mix design.

HVEEM METHOD

MARSHALL METHOD

SUPERPAVE METHOD

HVEEM METHOD

This method developed by F.N. Hveem of the California division of highways, has been used by that

organization since the early 1940's. As in the case with Marshall Method, actual design criteria vary

among organization using this method. Although the equipment for mix evaluation is the same, the

design philosophy embodies in this procedure is as follows

a. Stability is a function primarily of the surface texture of the aggregate

b. Optimum asphalt content is dependent on the surface area, surface texture and porosity of

the aggregate and asphalt stiffness

c. If required the design asphalt content is adjusted to leave a minimum of 4% calculated air

void to avoid bleeding or possible loss of stability.

Kneading compaction (ASTM D1561) is used to prepare specimens for laboratory testing over range


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SUPERPAVE METHOD

Superpave, not specifically a HMA mixture, refers to a complete paving system. The name

Superpave comes from SUPerior PERforming PAVEments.The Superpave mix design system was

developed through research performed during the Strategic Highway Research Program (SHRP).The

paving system consists of a new asphalt binder grading specification, a new mix design method and a

new HMA paving performance specifications.

There is no magic ingredient in Superpave mixes; they are still a mixture of aggregate and asphalt

cement. SHRP research revealed that the three main distresses of todays pavement are rutting,

fatigue cracking, and low temperature cracking. The Superpave mix design system addresses these

dominant issues. Mixes are designed to accommodate the traffic loading expected as well as the

historical climatic conditions of the location for the pavement.

The component for the HMA mixture is carefully selected, each having to meet specific

requirements. The PG binder grade is established by looking at both the historical high and low

temperatures of the pavement at the site. Aggregate must meet specific consensus properties

including coarse and fine aggregate angularity, flat and elongated particles and clay content. Because

of the design criteria, Superpave mixes must have strong aggregate structures which in general, result

in a course aggregate blend and lower asphalt content than standard mixes. The heart of the new mix

design method is the use of the Superpave gyratory compactor for the compaction of the design


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MARSHALL METHOD

The concept of the Marshall method of designing paving mixtures was formulated by Bruce

Marshall; formerly a bituminous engineer with the Mississippi State Highway Department. The U.S

corps of Engineers through extensive research and correlation studies, improved and added certain

features to Marshalls test procedure, and ultimately developed mix design criteria. The Marshall

Test procedures have been standardized by the American society for testing and materials procedures

are given in ASTEM D 1559.

Generally Marshall Method has been applicable to dense-graded HMA paving mixtures using

penetration Grade asphalt binders and containing aggregates with a maximum size of 25mm or less.

The Marshall method is used for both laboratory design and the quality control of hot mix asphalt

pavements.

General Procedure

The Marshall Mix design process consists of three basic steps

1. Aggregate Evaluation

Determine acceptability of aggregate for use in HMA construction; test often performed

include Los Angeles abrasion, Sodium or Magnesium sulfate soundness, sand equivalent,

presence of deleterious substances, polishing, crushed face count, and flat and elongated

i l


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Verify that specification properties are acceptable

Determine asphalt cement specific gravity and plot viscosity data on a temperature-

viscosity plot

Determine the ranges of mixing and compaction temperature from the temperature-

viscosity plot

3. Preparation of Marshall Specimens

Dry and sieve aggregates in to size and store in clean sealable containers. Separate

enough material to make 18 specimens of approximately 1200gm each. Minimum

aggregate and asphalt cement requirements to prepare one series of test specimens of a

given gradation are 25Kg and 4liter respectively

Weigh up aggregate for 18 specimens placing each in a separate container and heat to

mixing temperature

It is desirable to prepare trial specimens prior to preparing all aggregate batches. Measure

the height of the trial specimen(h1) and check against height requirement for Marshall

specimens 63.5mm 1.27mm .If the specimen is outside the range adjust the quantity of

aggregate


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Mix asphalt cements and aggregate until all aggregate is coated, it is helpful to work on a

heated table. Mixing can be by hand, but a mechanical mixer is preferred.

Check temperature of freshly mixed material; if it is above the compaction temperature,

allow it to cool to compaction temperature ;if it is below compaction temperature discard

the material and make a new mix

Place a paper disc in to an assembled, preheated Marshall mold and pour in loose HMA.

Check the temperature, spread the mixture with a heated spatula or trowel 15 times

around the perimeter and 10 times over the interior. Remove the collar and mold material

inside the mold so that the middle is slightly higher than the edges. Attach the mold and

base plate to the pedestal. Place the preheated mold and apply the appropriate number of

blows to both sides.

Allow specimens to sit at room temperature overnight before further testing

Determine the bulk specific gravity for each specimen by weighing in air, submerged

samples in water and allow saturate prior to getting submerged weight in SSD condition.

Remove the sample and weigh in air in saturated surface dry condition.

Calculate MTD


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Calculate the VFA(voids filled with asphalt) for each Marshall specimen using the VIM

and VMA as follows

5. Marshall Stability and Flow Test

Heat the water bath to 60OC 1OC and place specimens to be tested in the bath for at

least 30 but not more than 40 minutes. Place specimens in the bath in a staggered manner

to ensure that all specimens have been heated for the same length of time before testing.

use a water bath large enough to hold all specimens prepared for the mixture design

After heating for the required amount of time, remove a specimen from the bath, pat with

towel to remove excess water, and quickly place in the Marshall testing head.

Bring the loading ram in to contact with the testing head. Zero the pens if using a load

deformation recorder or Zero flow gauge, and place the gauge on the rod of testing head.

Testing should be completed within 30sec from the time the specimen is removed from

the bath.

6. Stability Correction

It is possible while making the specimen the thickness slightly vary from the standard specification


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Table 1-1 Correction Factor for Marshall Stability (Asphalt Institute)

7. Prepare Graphical Plots

Th l f h b i d i d f h i i h diff bi

Volume of specimen (cm3) Thickness of specimen(mm) Correction factor

457-470 57.1 1.19

471-482 68.7 1.14

483-495 60.3 1.09

496-508 61.9 1.04

509-522 63.5 1.00

523-535 65.1 0.96

536-546 66.7 0.93

547-559 68.3 0.89

560-573 69.9 0.86


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8. Optimum Asphalt Content Determination

There are two methods which is commonly used

Method I

Determine the asphalt content which corresponds to the specification median air void

content (4%).This is the optimum asphalt content

Determine the following properties at this optimum asphalt content by referring to the

plots

Marshall stability

Flow

VMA

VFA

Density

Compare each of these values against the specification values and if all are within the

specification, then the preceding optimum asphalt content is satisfactory. If any of these

properties are outside the specification range, the mixture should be redesigned.

Method II ASPHALT INSTITUTE METHOD IN MS 2


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air void

VIM

VFA

VMA ( at 4% VIM)

1.2.5 Properties considered in HMA

There are several properties that contribute to the quality of asphalt mixture pavement. They include

stablity,durablity,impermeablity,workablity,flexiblity,and fatigue resistance.

Stablity

Stablity of an asphalt mixture pavement is the ablity of the mixture to resist shoving and rutting

under load. A stable pavement maintains the shape and smoothness required under repeated loading

an unstable pavement develops ruts(channel),ripples(washboarding or corrugation),raveling and

other signs of shifting of the asphalt mixture.

Stablity is required to be high enough to handel traffic adequatly,but not higher than traffic condition

required. Cause's for instablity

Excess binder in asphalt mixture

Excess medium size sand in asphalt mixture


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Impermeablity

Impermeablity is the resistance of an asphalt pavement to the passage of air and water in to or

through the mixture. Basically this characterstic is related to void content of the compacted asphalt

mixture,Although impermeablity is important for the durablity of a compacted paving asphalt

mixure,vertually all asphalt mixture used in highway construction is permeable to some degree.This

is acceptable as long as the permeablity is within specified limits.

Resistance to moisture induced damage

Some HMA mixes,when subjected to moisture or water lose adhesion betwwen the aggregate surface

and asphalt cement binder.Aggregate properties are primerly responsible for this

phenomenon,although some asphalt cements are more prone to moisture damage (stripping) than

others.If a HMA mix is prone to stripping,then antistripping agents should be used, Making the mix

impermeable to water also minimizes the problem.

Workablity

Workablity describes the ease with which a paving asphalt mixture may be placed and compacted.

Workablity may be improved by changing mix design parameters,aggregate source and/or gradation.

Workablity can be affected by


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An open graded asphalt mixture with high binder content is generally more flexible than a dense

graded low binder content asphalt mixture.

Fatigue resistance

Fatigue resistance is the pavements resistance to repeated bending under wheel loads(traffic). This is

affected by

Air voids

Binder viscosity

Lack of compaction

Inadequate pavement thickness

As the percentage of air void in the pavement increases,either by design or lack of

compaction,pavement fatigue life is drastically shortened.

Skid resistance

Skid resistance is the ablity of an asphalt surface to minimize skidding or slipping of vehicle

tires,particularly when the roadway surface is wet. Best skid resistance is obtained with roughtextured aggregate in an open graded mixture with an aggregate of 12.5-9.5mm aggregate size.


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leads to a high cost and loss of foreign currency.


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Plastic 2.9%

Wood 2.3%

Bone 1.1%

Textiles 2.4%

Metals 1.5%

Glass 0.5%

Combustible Leaves 15.1%

Non-Combustible Stone 2.5%

All Fines 65%


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As it can be observed from the above mathematical figures, 15% of the solid waste in Addis Ababa

can be recycled. One of the solid wastes that can be recycled is Plastic; the quantum of plastic wasteis highly increasing due to an increase in population, urbanization, development activities and change

in life style. Thus, disposal of waste plastic has become a serious problem both nationally and

globally due to their non-biodegradability and unaesthetic views.

Researchers found that this material can remain in the earth for about 4500 years without

degradation. These plastic wastes have created water pollution in most rivers found in Addis Ababa.

According to the Waste and Resources ActionProgram (WRAP) survey, most plastics collected for

recycling from the household waste stream are plastic bottles. Themajority of bottles are made from

Polyethylene Terephthalate (PET) estimated that the ratio is 55-60%.

Hence this research is intended to partially replace the conventional material by waste plastic bottles

and improve the desired mechanical characteristics of a road mix. This will also decrease both the

environmental pollution due to the presence of plastic waste and decrease road project costs by

decreasing the amount of bitumen needed. Even if we cannot avoid using plastic bottles, there is a

possibility of reusing it.

1.3.2 Role of PET in Bituminous Pavement

Utilization of waste material as secondary material is being developed worldwide. One of these

waste materials is plastic bottles which are being produced in large amount In food industries


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modifier such as polymers in asphalt mixture. Constructing high-thickness pavement will cause

considerably higher construction cost. Thus, using additives might be a better solution to overcomethe pavement deterioration problem.

1.4 Research Objective

1.4.1 General Objective

The first and main objective of our research is to Utilize Waste Plastic Bottles in Bituminous AsphaltMix by recycling waste plastic bottles that are highly polluting our country, almost the whole city of

Addis Ababa.

1.4.2 Specific Objective

The plastic bottles or scientifically PET, are one of the biggest potential threat for the environment

and health of the community. So this research is a way to people to clean their community and at the

same time generate income by collecting waste plastic bottles. At the current time the factories that

crush and cut the plastic bottles are buying 1kg of plastic bottle for 2.5 - 3 ETB; and if we can utilize

these plastic bottles for asphalt construction the demand will be high and peoples who are engaged in

the plastic collection business can generate more income.

Most of all, since this research is intended to decrease the amount of bitumen used in the asphalt mix

at the same time increasing the quality of the asphalt mix; our country will save a lot of foreign


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Chapter 2

2. Literature Review

The quantum of plastic waste in municipal waste is increasing due to increase in population,

urbanization, development activities and changes in life style, which leading widespread littering on

the landscape. Thus the disposal of waste plastic is a menace and become a serious problem globally

and also in Ethiopia due to non-biodegradability and unaesthetic view. Thus, it would be rewarding if

waste plastics can be reused, for instance in project such as pavement construction as a useful

material in order to improve service life of road pavement in one way and also preventing from

environmental pollution as well. This is done by using PET

As a part of bitumen; by mixing the liquid bitumen with that of PET(Wet process) As coated coarser aggregate(dry process)

As fine aggregate replacement and other methods

Wan MohdNazmi, Wan Abdul Rahman, AchmedFauzi Abdul Wahab; the objective of this research

is to determine optimum quality and the effect usage of the recycled PET as a partial fine aggregate

replacement in modified asphalt mixture by determining the permanent deformation and stiffness

behavior. The result obtained from the lab test testing reveals the maximum permanent deformation

f difi d h lt i t 20% l t ith l d PET H th tiff f PET


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TaherBaghaeeMoghaddam, Mohammed RehanKarim; this research program investigates the effects

of adding waste PET particles in to the asphalt mixture with the maximum size of 2.36mm. Differentpercentage of PET was added in to the mixture during dry process. Gap graded mixture and

penetration grade 80-100 asphalt binder have been used for this study. To evaluate PET reinforced

asphalt mixture different laboratory investigation has been conducted on specimens. Marshall

Stability test was carried out. Besides, stiffness modules test and indirect tensile fatigue test were

conducted on specimens at optimum asphalt content. It was observed that in many cases PET

reinforced mixture had better mechanical properties in comparison with control mixture.

Miss Apurva J Chavan; According to this research the plastic waste (PET) which is cleaned is cut in

to a size such that it passes through 2-3mm sieve using shredding machine. The aggregate mix is

heated and the plastic is effectively coated over the aggregate. This plastic coated aggregate is mixed

with hot bitumen and the resulted mix is used for road construction. The use of this modification will

not only strengthen the road construction but also increase the road life as well as will help to

improve the environment.

Osamu Kamada and Masaru Yamada; in this study, waste plastics were mixed with an asphalt

mixture as part of aggregate and the application of waste plastics to material of asphalt mixture was

researched from the effect of the mixed plastics on the properties of the mixture. Dense graded and

porous asphalt mixtures were used in the experiment. The results indicated fluidity-resistant of dense


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Lilies WidoJoko,P.Eliza Purnamasari; this research explores the effect of adding plastic and cement

as ingredient to the mixture of asphalt concrete on the characteristic of Marshall, plastic that areadded are 6% in weight. It was observed that the optimum bitumen content on the addition of 4%

plastic and Marshall Stability increased by 19% compared to AC-WC without addition of plastic.

The positive effect of plastic bottle on the characteristics of Marshall, along with its environmental

advantages, makes this material a feasible additive.

For the past decade significant researches has been conducted on Plastics to modify asphalt mixture.

Plastics can successfully improve the performance of asphalt pavements at low, intermediate, and

high temperatures by increasing mixture resistance to fatigue cracking, thermal cracking and

permanent deformation (Aflaki &Tabatabaee, 2008). The purpose of modifying asphalt mix is to

achieve the desired engineering properties such as increase stability, shear modulus, fatigue

resistance, resistance to thermal fracture at low temperatures, and decrease permanent deformation

under load (rutting). Other benefits include greater adhesion to the aggregate and increase tire

traction (Gonzlez Uranga, 2008).

Suroso, (2004) notes that one way for increasing softening point of asphalt was by adding plastic into

bitumen. The result shows on one hand, increase in the softening point of asphalt, but on the other

hand, the value of bitumen penetration decreases.


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using tire in mix design was conducted by students of Addis Ababa University and the result was

impressive.

Vascudevan et.al, 2006, Suggested use of waste plastic for construction of flexible pavement.


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Chapter 3

3. Materials for Bituminous Asphalt Mix

Bituminous mix consists of a mixture of aggregates continuously graded from maximum

size,typically less than 25 mm, through the fine filler that is smaller than 0.075mm.

Sufficientbitumen is added to the mix so that the compacted mix is effectively impervious and

willhave acceptable dissipative and elastic properties. The bituminous mix design aims todetermine

the proportion of bitumen, filler, fine aggregates, and coarse aggregates to producea mix which is

workable, strong, durable and economical.

The types of HMA most frequently used in tropical countries are manufactured in anasphalt plant by

hot-mixing appropriate proportions of the following materials;

i. Coarse Aggregate, defied as materials having particle size larger than 2.36mm;

ii. Fine aggregate, defined as materials having particle size less than 2.36mm and larger than

0.075mm;

iii. Fillers, defined as materials having particle size less than 0.075mm, which may originate

from fines in the aggregate or be added in the form of cement, lime or ground rock; and

iv. Paving grade bitumen with viscosity charactersitics appropriate for the type of HMA, the

li t d l di diti h it ill b d


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Classification of aggregates based on preparation

Asphalt Concrete paving aggregates are classified according to source or means of preparation. A

brief description of the classification is presented as follows.

Pit or Bank-Run Aggregates

Both gravel and sand are typically pit or bank-run natural aggregates. They usually are screened to

proper size and washed to remove dirt before being used for Asphalt Concrete paving purposes.

Processed Aggregates

When natural pit or bank-run aggregate has been crushed and screened to make it suitable for

Asphalt Concrete pavements, it is considered a processed aggregate. Crushing typically improves the

particle shape by making the rounded particles more angular. Crushingalso improves the size

distribution and range. Crushed stone is also a processed aggregate. It is created when the fragments

of bedrockand large stones are crushed so that all particlefaces are fractured. Variation in size of

particlesis achieved by screening. Aggregates that havereceived little or no screening are known as

crusher run. These aggregates are generallymore economical than screened aggregates and can be

used in Asphalt Concrete pavements in many instances. In the processing of crushed limestone, the

rock dust produced is separated from the othercrushed aggregate and may be used as crushed sand or

as a mineral filler in Asphalt Concrete pavements.


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Ef fect of mineralogy in performance

Scientifically minerals have definite chemical composition and usually specific crystalline structure,the physical and chemical properties of aggregate can be expected to be associated with mineralogy

of the aggregate. Most aggregate are composed of several minerals ,often with variable composition.

Even with aggregate of uniform mineralogy, the properties may be altered by oxidation, hydration,

leaching ,weathering and foreign coatings. Therefore,mineralogy alone cannot provide a basis for

predicting the behavior of an aggregate in service past performances of similar aggregates under

similar environmental and conditions can be helpful in evaluating aggregates. In addition, mineral

composition of coarse aggregate also affect the skid resistance of HMA. Quartz and feldspar are

harder and more polish resistant minerals which are normally found in igneous rock such as basalt.

On the other hand, calcite and dolomite, which occurs in limestone are soft minerals. Limestone that

have a high percentage of soft materials tend to polish more rapidly than most other aggregate types.

The acid insoluble residue test has been used to measure the amount of harder materials present in

carbonate aggregates. Some agencies use polishing test to evaluate the polishing potential of an

aggregate.

Desirable Properties of Aggregates

Selection of an aggregate material for use in an Asphalt Concrete pavement depends on the

availability, cost, and quality of the material, as well as the type of construction for which it is


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standard practice. The gradation by the volume and weight as the same as long as the specific

gravities of the various aggregate being used are approximately equal.

Figure 3-1 Aggregate Gradation


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addition of solution; the plastic fines are forced into suspension. At the end of a prescribed

sedimentation period the heights of sand and clay are measured. The Sand Equivalent Valueis the ratio of the height of the sand to clay, expressed as a percentage.

i i . Plasticity I ndex

This is defined as a range of moisture content, expressed as a percentage of the mass of an

Oven dried aggregate sample passing a 425m sieve, within which the material is in a plastic

state. It is the numerical difference between the liquid and plastic limit of the material. The

liquid and plastic limits are difficult to determine for materials of relatively low plasticity and

in such cases a limit of 2 per cent in the linear shrinkage test will be easier to apply or use as a

confirmatory test.

3. Toughness/H ardness/:Toughness or hardness is the ability of the aggregate to resist crushing

or disintegration during mixing, placing, and compacting; or under traffic loading.

It can be measured by four tests that are used to establish the ability of an aggregate to resist

crushing and impact during road construction and subsequent service life. All four tests are

carried out on coarse aggregate particles between 10mm and 14mm only.

i . Aggregate Crushing Value (ACV)

In this test fixed crushing force of 400 KN is applied to the coarse aggregate sample contained within

a mold. The ACV test result is reported as the amount of fines produced passing the 2.36mm sieve,

expressed as a percentage of the initial sample weight. The test is not suitable for weaker aggregates


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i i i . Aggregate Impact Value (AI V)

In this test a coarse aggregate sample is subjected to successive blows from a falling hammer to

simulate resistance to impact loading. After testing, the AIV is the amount of material finer than

2.36mm expressed as a percentage of the initial sample mass. The test was designed to be

supplementary to the ACV test for values up to 26. Softer aggregate should be tested using a

modified procedure to ensure that the generation of excessive fines does not invalidate the result. The

AIV has considerable advantages because the equipment is simple, easily portable and does notrequire a large crushing pressure.

iv. Los Angeles Abrasion (LAA)

In this test an aggregate sample is subjected to attrition and impact by steel balls whilst rotating

within a steel cylindrical drum at a prescribed rate for a set number of revolutions. On completion of

the test, the sample is screened on a 1.70mm sieve. The coarser fraction is washed, oven dried and

weighed. The loss in weight expressed as a percentage of the original sample weight is the Los

Angeles Abrasion Value.

4. Soundness:Although similar to toughness, soundness is the aggregates ability to resist

deterioration caused by natural elements such as the weather.

i. Soundness - Sodium or Magnesium Test

These two tests, which are identical in procedure, can be carried out on both coarse and fine


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particularly useful for testing aggregate obtained from rock which is thought to be susceptible

to rapid weathering such as partially degraded basalt.5. Particle shape:The shapes of aggregate particles influence the asphalt mixture overall

strength and workability as well as the density achieved during compaction. When

compacted, irregular particles such as crushed stone tend to lock together and resist

displacement.

i. F laki ness I ndex

It is desirable that coarse aggregates used in bituminous mixtures have a satisfactory shape and that a

large proportion of the material tends to be cubical and not flaky. The Flakiness Index is determined

for material passing a 63mm sieve and retained on a 6.3mm sieve. The index represents the

percentage of the aggregate whose least dimension is less than 0.6 times the mean dimension.


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6. Sur face texture:Workability and pavement strength are influenced by surface texture. A

rough, sandpapery texture results in a higher strength than a smooth texture. Althoughsmooth-faced aggregates are easy to coat with an asphalt film, they are generally not as good

as rough surfaces. It is harder for the asphalt to grip the smooth surface.

7. Absorption:The porosity of an aggregate permits the aggregate to absorb asphalt and form a

bond between the particle and the asphalt. A degree of porosity is desired, but aggregates that

are highly absorbent are generally not used.Aggregates with high water absorption usually

indicate low durability and can also cause problems during HMA design. It can be routinely

measured as part of the procedure to determine the relative densities of the various size

fractions of aggregate. It is the difference in mass between saturated surface dry and oven

dried aggregate expressed as a percentage of the oven dried sample mass. Coarse aggregate

having water absorption of 2 per cent or less is considered durable.

8. Stripping:When the asphalt film separates from the aggregate because of the action of water,

it is called stripping. Aggregates coated with too much dust also can causepoor bonding

which results in stripping. Aggregates readily susceptible to stripping action usually are not

suitable for asphalt paving mixes unless an anti-stripping agentis used.

i. Static Immersion tests

The tests are generally unreliable both in terms of repeatability and reproducibility and are usually

not quoted in any aggregate specifications used for hot mix asphalt. Their Usefulness is more


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waterto ensure complete saturation. A minimum value of 75 per cent should be attained for

satisfactory resistance to damage by moisture.

As discussed previously, it is primarily the physical properties of aggregate that determine the

suitability for use in HMA. Basic physical and mechanical properties such as density, porosity, and

strength and chemical or physicochemical properties such as wetting, adhesion, and stripping are

functions of the composition and structure of the minerals in the aggregate. An understanding of the

mineralogy and identification of minerals can provide information on the potential physical and

chemical properties of an aggregate for a given use, and can help avoid the use of aggregate

containing harmful mineral constituents. The project specification requirements should be selected so

that aggregates having undesirable mineral components are not accepted for use.

3.1.2 Mineral Filler

Mineral filler is defined as that portion of the aggregate passing the 0.075mm sieve. Mineral filler

material - also referred to as mineral dust or rock dust - consists of very fine, inert mineral with the

consistency of flour, which is added to the hot mix asphalt to improve the density and strength of the

mixture.


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3.1.3 Bitumen

Asphalt cement and tar are considered bituminous materials. Quite often, these two terms are used

interchangeably due to misconceptions resulting from their similarity in appearance and in some

parallel applications. However, asphalt cement and tar are two distinctly different materials with

different origins and different chemical and physical characteristics. Asphalt cement is a dark brown

to black cementations materials that is either naturally occurring or is produced by petroleum

distillation. Tar, on the other hand, is primarily manufactured from the destructive distillation ofbituminous coal and has a very distinct odor. Asphalt cement is used principally in Ethiopia paving

applications. Tar is hardly ever used in paving because of some undesirable physical characteristics

such as very high temperature susceptibility, significant health hazards such as severe eye and skin

irritation when exposed to its fumes.

Asphalt cement is mans oldest engineering material. Its adhesive and waterproofing properties were

known at the dawn of civilization. It was used by a thriving shipbuilding industry in Sumeria about

6000 B.C. An ancient civilization in the Indus Valley (Northwestern India) used asphalt cement in

the construction of large public baths or tanks about 3000 B.C. The use of naturally occurring

asphalts as a mortar for building and paving blocks, caulking for ships, and numerous waterproofing

application continued in later years in various parts of the world. Commercially available bitumens

can be classified in two broad parts;


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Gradually these refined asphalts become plentiful and of good quality. This forced the native

(natural) asphalt into a position of relative unimportance. Asphalts most commonly used in flexiblepavement construction can be divided into three types:

a) Asphalt Cements

b) Emulsified asphalts and

c) Cutback asphalts

Asphalt Cement

Asphalt cement is obtained by the distillation process from crude petroleum using different refining

techniques. At ambient temperature asphalt cement is a black sticky, semisolid, and a highly viscous

material. It is strong and durable cement with excellent adhesive and waterproofing characteristics. It

is also highly resistance to the action of most acids, alkalis and salts. The largest use of asphaltcement is in the production of Hot Mix Asphalt (HMA), which is primarily used in the construction

of flexible pavements throughout the word. The asphalt cement can readily be liquefied by applying

heat for mixing with mineral aggregates to produce HMA. Being very sticky, it adheres to the

aggregate particles and binds them to form HMA, after cooling to ambient temperature; HMA is a

very strong paving material which can sustain heavy traffic loads such as those experienced on

interstate highways and heavy duty airfields.


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The second method of classifying asphalt cement is by viscosity grading, as specified in ASTM

D3381. This grading is based on either the viscosity of the original asphalt cement or on the viscosityof the asphalt cement after aging in the Thin Film oven (TFO) or Rolling Thin Film Oven (RTFO)

test. Both viscosities are measured at 60oC and reported in poises. The viscosity grades based on

original asphalt cements include AC-2.5, AC-5, AC-10, AC-20, AC-30, and AC-40. The numerical

values indicate viscosity at 60oC in hundreds of poises. The viscosity grades based on the asphalt

residue (AR) from the TFO or RTFO test include AR-1000, AR-2000, AR-4000, AR-8000, and AR-

16000. The numerical values indicate viscosity at 60oC in poises.

Emulsified Asphalts

Emulsified asphalt also called emulsion is a mixture of asphalt cement, water, and emulsifying agent.

Because the asphalt cement will not dissolve in water, asphalt cement and water exist in separate

phases. Hot asphalt cements and water containing the emulsifying agent (like soap) is passed through

a colloid mill to produce extremely small (less than 5-10 microns) globules or droplets of asphalt

cement which are suspended in water. The emulsifying agent imparts an electric charge to the surface

of the droplets which causes them to repel one another, and thus the globule do not coalesce.

Emulsified asphalts are also categorized as liquid asphalt because, unlike asphalt cements, they are

liquid at ambient temperatures.

Emulsions are made to reduce the asphalt viscosity for lower application temperatures.


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to escape by evaporation, thus leaving the asphalt cement residue on the surface. Based on the

relative rate of evaporation, cutback asphalts are divided into three types:

i) Rapid Cur ing (RC): Produced by adding a light diluents of high volatility (generally

gasoline or naphtha) to asphalt cement. These are used primarily for tack coat and surface

treatments.

ii) Medium Curing (MC):produced by adding a medium diluents of intermediate volatility

(generally kerosene) to asphalt cement. These are generally used for prime coat, stockpile

patching mixtures, and road mixing operations.

iii) Slow Cur ing (SC):produced by adding oils of low volatility (generally diesel or other gas

oils) to asphalt cement. They are also called road oils. They are generally used for prime

coat, stockpile patching mixtures, and as dust palliatives.

Desirable Properties of Bitumen

1. Consistancy: Consistency describes the degree of fluidity of asphalt cement at a particular

temperature. Since asphalt cement is thermoplastic material, its consistency varies with

temperature. Therefore it is necessary to measure the consistency of different asphalt cements

at the same temperature and shear loading condition is the comparisons are to be made.

i . Penetration


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this is designated as the ring and ball softening point. In the ASTM version of the test, the liquid bath

is not stirred, as it is in BS method, and consequently the ASTM results are generally 1.5

o

C higherthan those recorded with the other methods.

i i i . Ductility

A number of specifications call for the ductility of the bitumen to be measured. The presence or

absence of ductility is usually considered more significant than the actual degree of ductility. Some

bitumens having an exceedingly high degree of ductility is also more temperature-susceptible.

Ductility of bitumen is measured by an extension type of test using a standard size briquette of

bitumen molded under standard conditions and dimensions. It is then brought to a constant

temperature, normally 25oc. One part of the briquette is pulled away from the other at a specified

rate, normally 5 cm per minute, until the thread of bitumen connecting the two parts of the sample

breaks. The elongation in centimeters at which the thread breaks is designated the ductility of the

bitumen.

2. Purity: The Solubility Test is a measure of the purity of bitumen. The portion of the bitumen

that is soluble in carbon disulphide represents the active cementing constituents. Only inert

matters such as salts, free carbon or non-organic contaminants are insoluble. Due to the

hazardous nature of carbon disulphide, trichloroethylene is usually employed in the solubility

tests. Determining solubility is simply a process of dissolving 2g of bitumen in 100ml of

solvent and filtering the solution through a glass fiber filter. The amount of material retained


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which the sample of bitumen is heated at a constant rate until a test flame, passed across the cup,

causes the vapors above the surface to ignite. The lowest temperature at which the test flame causes

ignition is taken as the flash point.

3.2 Materials Used in this Study

3.2.1 Aggregate

For preparation of mix aggregate grading as given below in table 3-1 was obtained as per ERA 2012

Flexible Pavement Design Manual Volume I from CRBC - Addis Engineering P.L.C asphalt

batching plant which is located in Addis Ababa, around Hanamariam. Since Asphalt Concrete is the

most common type of mix in Ethiopia, this project focuses on this type of mix and the table given

below is a specification of ERA and Asphalt Institute for AC Wearing Course. Bulk specific gravity

and physical property of the aggregate used are also presented in table 3-2 and 3-3 respectively.

Table 3-1 Aggregate Gradation for AC (ERA 2012 Manual)

Sieve Size (mm) Percentage Passing Sieve (%)

25 100

19 90 - 100

12.5 -


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Table 3-2 Specific Gravity and Water Absorption of Aggregates

Table 3-3 Physical Properties of Aggregate Used in this Investigation

Property Test Method Test

Result

Specification

Flakiness Index (FI) BS 812, Part 105 14 % < 35%

Aggregate Crushing Value (ACV) BS 812, Part 3 10 % < 25%

10% Fines Aggregate Crushing Test (10%

FACT)(Dry)

BS 812, Part 3 354 KN > 160 KN

Aggregate Impact Value (AIV) BS 812, Part 3 7 % < 25%

Los Angeles Abrasion (LAA) ASTM C131 & 13 % < 30%

Types of Aggregate Test Method

Water

Absorption

Specific

Gravity

Aggregate >4.75mm ASTM C127; AASHTO T85 2 2.584

Aggregate between 4.75-0.075mm ASTM C128; AASHTO T84 2.2 2.547

Aggregate


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Table 3-4 Selection Criteria for Asphalt Grades (Asphalt Institute)

Table 3-5 Property of Bitumen Used in this Investigations

Property Test Method Test Result Specification

Penetration at 25 C (0.1mm) ASTM D5 92 80 - 100

Softening Point, C ASTM D36 46 42 - 51

Flash Point, C ASTM D92 318 219

Fire Point, C ASTM D92 360

Ductility, cm 100+ 100 cm

Solubility in ASTM D2042 99.4% 99%

Temperature Condition Asphalt Grades

Cold, Mean Annual Air Temperature

7OC

120/150 Pen, AC-5, AR-2000 85/100 Pen, AC-10, AR-4000

Warm, Mean annual air temperature

between 7

O

C and 24

O

C

85/100 Pen, AC-10, AR-4000 60/70 Pen, AC-10, AR-4000

Hot, mean annual air temperature

24OC

60/70 Pen, AC-20, AR-8000 40/50 Pen, AC-40, AR-16000


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Polyethylene Terephthalate is a thermoplastic polymer resin of the polyester family and is used in

synthetic fibers; beverage, food and other liquid containers. The majority of the world's PET

production is for synthetic fibers (in excess of 60%), with bottle production accounting for around

30% of global demand. In the context of textile applications, PET is referred to by its common name,

"Polyester", whereas the acronym "PET" is generally used in relation to packaging.

Figure 3-4 Shredded PET


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PET Consists of polymerized units of the monomer Ethylene Terephthalate, with repeating C10H8O4

units. PET is commonly recycled, and has the number "1" as its recycling symbol.

Figure 3-6 PET Recycling Symbol


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Chapter 4

4. Experimental Works

4.1 General

This section mainly involves in two processes; i.e.

1. Preparation of Marshall Samples

2. Test on the samples

Prior to the experimental works, aggregate tests like; Specific gravity, water absorption, gradation,

Aggregate Crushing Value (ACV), Aggregate Impact Value (AIV), Sodium Sulphate Soundness, Los

Angeles Abrasion (LAA), Coating and Striping, Flakiness Index, Sand equivalence, and 10% Fine

Value were obtained. Also Bitumen tests; Penetration, Softening Point, Ductility, Flash & Fire Point,

and Solubility in Trichloroethylene was obtained according to ERA 2012 Manual Specifications.

4.2 Preparation of Marshall Samples

The Marshall samples were prepared according to ERA 2012, Asphalt Institute, and ASTM D1559

specifications. Mixes consisting of 0%, 0.3%, 0.6%, 0.9%, 1.2%, and 1.5% PET by weight of totalaggregate and different bitumen contents; 4%, 4.5%, 5%, 5.5%, 6%, and 6.5% by weight of total

aggregate has been used for this investigation These additives can be used in two ways: wet or dry


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other sizes 4.75mm - 0.075 mm, 4.752.36, and 2.36mm - 1.18mm were also used; But their effect

is very low, and in some cases they even decreases the Marshall stability, this is due to high melting

point of PET. Due to this trial and error procedure to find the right size of PET and mixing process

which could be employed in to the mix, additional 82 Marshall Samples were investigated. After a

lot of observations, and considerations the following process were used in all 114 Marshall Samples

prepared to determine the Optimum Asphalt & PET content. The overall process is;

The aggregate which are obtained from the batch plat was thoroughly washed and dried at

110OC for a minimum of 12hrs.


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Required quantity of Coarse aggregate, Fine Aggregate, and mineral filler in this case 1150g

were taken in to an iron pan and kept in an oven at a temperature of 165OC (only the Coarse

& Fine Aggregates) for a minimum of2hours.

Figure 4-2 Different Aggregate Sizes, sieved and marked


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The iron pan containing the mineral filler is kept in different oven at a temperature of 70OC in

order to avoid over burning. Preheating is required because the aggregates, PET, and bitumen

are to be mixed in heated state, and to remove moisture in the aggregate completely.

The heated aggregate is then transferred in to asphalt mixing machine and the required

amount of shredded PET was weighed and applied in to the aggregate. Mixing time is

between 120 sec - 180 sec.

After the aggregate and PET has been thoroughly mixed in a dry process, the required amount

of bitumen is applied to the mixture and mixed for 120 seconds. While mixing the

temperature should be in a range of 160OC - 165

OC.


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4.3 Tests on Samples

In this method, the resistance of plastic deformation of a compacted cylindrical specimen, 102mmdiameter X 63.5mm height, of bituminous mixture is measured when the specimen is loaded

diametrically at a deformation rate of 51mm/min. There are three major properties to be determined

at this stage

a) Thickness & Bulk specific gravity

b) Stability and Flow Test

c) Volumetric Analysis

4.3.1 Thickness and Bulk Specific Gravity

Thickness of the Marshall specimen is measured in millimeters by using a Caliper. Usually the

thickness of the specimen is expected to be 63.5 1.27mm, hence determining the thickness is useful

to determine the correction factor for the stability.


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The specific gravity of each specimen is also determined by the procedure given in ASTM D2726

,Bulk Specific Gravity of compacted Bituminous Mixtures Using Saturated Surface-Dry

Specimens, determining Specific Gravity is very useful in volumetric analysis especially Air Void.

Figure 4-6 BSG Computation


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4.3.2 Stability and Flow Test

After the bulk specific gravity of the test specimens have been determined, the stability and flow

tests are performed: the procedure is as follow


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While the stability test is in progress, the flow meter will also record the flow value for the

specimen expressed in units of 0.1mm.

The entire procedure for both the s

utilizing waste plastic bottles in bituminous asphalt mix

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