Plastic Bag Waste on Hotmixture Asphalt as Modifier

Abstract

Indonesia is the second largest country to contribute plastic marine debris in the world. Onthe other hand, Indonesia is facing pavement problem due to various reasons, so it needs to improvethe pavement quality and performance. The addition of plastic waste to the hot mix asphalt (HMA)actually have beneficial effect to improve the pavement quality. Utilization of plastic waste in roadconstruction is conducted by incorporating the plastic waste into the asphalt mixture as an additivewith dry or wet mix process. The objective of this research is to investigate the laboratoryperformance of asphalt mixture using plastic waste addition and its effect on the moisture sensitivity,resistance to deformation and the fatigue life of the asphalt mixture. The addition of plastic waste inHMA will increase the Marshall stability and the resilient modulus of the mixture, improve strippingresistance, moisture sensitivity and also the rutting resistance. Up to a certain plastic content, theaddition of plastic waste will improve the fatigue life and the ravelling resistance of the HMA, on thecontrary excesive addition of the plstic waste will decrease the fatigue life and ravelling resistancecompare to the conventional HMA. The field application is very simillar to conventional HMA,except it requires additional time during dry mix process in the production plant.

Performance of Asphalt Mixes Containing Postconsumer Recycled Plastic using Balanced Mix Design Approach and Dry Process

“…Overall, the rutting resistance was observed to improve with the addition of both the LDPE and LLDPE plastics, as evident in Figure 7 and Table 4. A similar reduction in rutting with the addition of the LDPE and LLDPE plastics was reported by several studies ( 11 , 21 ). Also, the creep slope of the rutting plot was found to reduce with the increase in the amount of plastic.…”

“…A recent study conducted by Willis et al suggested using polyethylene (PE), that is, LDPE, LLDPE, and HDPE in the production of asphalt mixes, as other plastics can produce toxic gases or are incompatible with asphalt mixes ( 6 ). Several studies have evaluated the basic properties, namely melting point, decomposition point, relative density, and particle sizes of PE plastics for potential use in asphalt mixes ( 7 – 11 ). Typically, the melting points and decomposition temperatures of the PE plastic used in asphalt research are in the range of 100°C to 120°C and 270°C to 350°C, respectively ( 7 , 12 ).…”

“…Several studies have used PE plastic of different particle sizes ranging from 9.5 mm to 425 μm for modifying asphalt mixes. Different shapes of plastic, such as granulates, flakes, and pellets have been used in asphalt mixes ( 8 – 11 ). The properties of the PCR plastics were reported to influence the properties of the asphalt mixes ( 7 , 14 ).…”

“…Until now, waste plastics have been incorporated in asphalt mixes using one of two processes, namely the wet process involving modification of binder with plastic and the dry process in which plastics are added directly to the mix (3,8,10,15,16). Previous studies have reported improvements in the performance properties of asphalt mixes with the addition of plastic using both processes (7)(8)(9)(10)(11)(17)(18)(19)(20)(21). For example, Khan et al evaluated the performance of PP-modified asphalt mixes (17).…”

Recent advances in the construction of sustainable asphalt roads with recycled plastic

“…Long-term performance Building roads from recycled plastic is still a nascent technology worldwide due to challenges hindering its development; hence, small stretches of plastic roads of less than 1 km have been built in many countries as prototypes to assess the real-time performance of plastic roads. [42][43][44][45] However, given that the oldest plastic roads built under controlled conditions are less than 8 years old and that asphalt roads are built to last for 20 years, the long-term performance of plastic roads remains unclear. Many standards are used worldwide to empirically test bitumen and asphalt materials under laboratory conditions 46 ; however, these conditions are not necessarily representative of real circumstances in the field.…”