USE OF PLASTIC FOR POROUS

ASPHALTIC MIXTURE DESIGN

CECATA Group Pontificia Universidad Javeriana - Universidad

Militar Nueva Granada Geotechnics Investigation Group - Fredy
Reyes Lizcano* - Oscar J. Reyes Ortiz** - Janeth Vargas***

*Civil Engineer, PhD from LCPC

Road Geotechnic and Pavement Specialization Director
Professor Associative Departament of Civil Engineer
Pontificia Universidad Javeriana.
Calle 40 No. 5-50
Bogot, D.C.
Colombia

**Civil Engineer, Msc Universidad de los Andes

Geotechnic Section Manager
Universidad Militar Nueva Granada
Carrera 11 No. 101-80
Bogot, D.C.
Colombia

***Civil Engineer
Pontificia Universidad Javeriana
Calle 40 No. 5-50
Bogot, D.C.
Colombia

ABSTRACT: This article describes the objective, methodology, analysis and conclusions from an
experimental investigation in laboratory to determine the viability and improvement of the
mechanical properties of a Porous Asphaltic Mixture with the use of plastic waste (milk bags
strips).
The methodology employed for the development of the investigation was made in different steps.
First, with the materials characterization (Asphalt, granular and plastic waste), continued by the
determination of the Optimum Asphalt percentage using the Marshall Design and Cantabro

Use of Waste for Porous Asphaltic Mixture Design. Volume X No. X/2003, pages X to X
2 Use of Plastic for Porous Asphaltic Mixture Design. Volume X No. X/2003

Method, later with the execution of the Dynamic tests and fatigue laws, and ending with the
interpretation and conclusions of the laboratory tests.
The results obtained for the investigation demonstrate that the use of plastic waste in porous
asphaltic mixture improve the fatigue law and dynamic modulus properties, permeability, thermal
susceptibility, as well as mitigation in the environmental impact, because environmental
degradation time of these products is more than 80 years.

KEY WORDS: porous mixes, Cantabrian method, Marshall design, dynamic module, fatigue laws,
waste plastic.
 Plastic in Porous Asphaltic Mixture 3

1. Introduction

Today, the use of vehicles circulation in highways and roads is principal way of
transport for people and consumer goods. This traffic situation, as well as the increase of
the loads, has made that the traditional rolling layers that have been made in the last
years present great failures due to the traffic effect and the use of inadequate materials,
generating a decrease in the service levels of the national roads.
New investigations in pavements have headed to look for new materials and
additives to generate in the asphaltic mixtures a better behavior to the traffic demands
and atmospheric conditions, avoiding that highways suffer such failures as: permanent
plastic deformations reflected by the appearance of crocodile skins, cracking for fatigue,
cracking for thermal fatigue, aging and oxidation due to atmospheric agents, and the
asphaltic cement thin-film that wraps the aggregate material.
These new asphaltic mixtures search to determine the mechanical properties of the
asphaltic concrete, as well as the improvement in their resistance with the addition of
polymers (plastics or strips). One of the new design methodologies is the Cantabrian
method for asphaltic porous mixtures with wasted plastics additions.

2. Background

In the last years in the country the flexible pavement structures have had a significant
development, a proof of it is the appearance of modified binders, evolution of the
asphaltic emulsions, use of industrialized polymers, employment of designs through
rational methodology, calculation of dynamic modules and fatigues laws, employment
of the carrousel of fatigue, employment of porous and discontinuous mixtures and test
tracts among other; always searching the way to mitigate the environmental, to introduce
new methodologies, roads more comfortable, durable and safe and to create structures
that support the new loads, traffic and weather inclemency, to a smaller cost and with the
employment of existing materials.
The porous mixtures are asphalt mixes used as a rolling layer, that are distinguished
because they have a high percentage of voids interconnected to each other (18 to 25%),
whose function is to allow the passage of water through the mixture toward the berms,
gutters or another kind of elements of drainage avoiding the formation of a sheet of
water in the surface of the road when it rains even with intense precipitations. The
problem of these mixtures is its durability. Indeed, thanks of being open and to the lack
of asphalt, this mixtures are more exposed than traditional mixtures to such phenomena
as premature aging (great part of the mixture is in contact with air, sun, etc.), outburst of
4 Use of Plastic for Porous Asphaltic Mixture Design. Volume X No. X/2003

particles (smaller contact exists with the surrounding particles) and the action of the
water that circulates inside it. The type and percentage of binder will play a fundamental
part in the durability of the mixture.
The advantages of the porous asphaltic mixtures are:
Elimination of the hydroplane and increase of adherence: On having a high
voids relation, it avoids the formation of a sheet of water in the surface and increases the
adherence between the tires of the vehicle and the pavement structure under rain effect,
producing more security for the users.
Reduction of the projections of water: Because these mixtures allow the surface
of the pavement to be free of water when it is raining, it prevents effects like rising
('splash') and pulverization ('spray') of the water with the passage of vehicles improving
the user's visibility notably.
Smaller dazzle for the vehicles light: The drivers that circulate in the opposite
direction during the night are faced to the dazzle due to the reflection of light in the
traditional wet pavements (smooth surface), on the other hand, the rough texture disperse
the light and reduce the dazzle problem allowing to see in a better way the horizontal
signaling.
Reduction of the noise with the passage of the vehicle: The porous mixtures
have the ability of absorbing the noises made for the contact between the tire and the
pavement when the vehicle its in movement. The voids interconnected to each other
allow the pass of the air, attenuating the sound effects.
The technology of the porous asphaltic mixtures began approximately 10 years ago
in Europe in a experimental way; just only in the International Technical Congress of
1997 was possible to share this experiences in flexible pavements. Likewise, in
Argentina in 1997 was made the first test tract with a length of 20 km, with results so
satisfactory that in 1998 were built several more.
To improve the adhesiveness and a bigger aging strength is necessary to cover the
arid with a thick film of binder. This involve to work with high percentages of binder
without glide, but this is very difficult of achieving with traditional asphalts, preferring
for the production of porous mixtures the use of asphalts modified with elastomeric
polymers that generate three effects that are shown in the Figure No. 1.
 Plastic in Porous Asphaltic Mixture 5

Figure 1. Effect of the plastic inside an asphaltic mixture

The binder effect: The true breakup or the dispersion of the fused state of the
plastic material in the mixture increase the viscosity of the binder.
The structure effect: The fibers or plastic strips create between the grains a
structure that increases the cohesion.
The blockade effect: The plastic strips (in the grains) can fill the voids of the
granular skeleton when its compacting.
These effects, alone or together produce a decrease in thermal susceptibility and
energy consumption for the bituminous mixture production and increase the
compactation and strength.
Also we have to remind that the level of environmental contamination in the world is
such that approximately each person produces 1 kg of garbage daily, of which 14% of
the weight is plastic, elastomeric type (bottles of PVC or PET, polyethylene bags, trays
and protector boxes of white cork), as a result the idea of including waste plastics in the
pavement, will help to increase the mechanical properties, reduce the environmental
impact and the costs in the structures construction, as well as it will generate
employment sources.
The design of porous mixtures is based fundamentally on two approaches:
disintegration strength and permeability. Usually to improve cohesion and avoid mixture
disintegration is necessary to increase fine fraction and binder, but, on the other hand, if
we want to increase the permeability and porosity we have to increase the percentage of
thick aggregate and reduce the fine fraction. The design of a porous mixture will find to
6 Use of Plastic for Porous Asphaltic Mixture Design. Volume X No. X/2003

solve this problem achieving the maximum void content compatible possible with a
good resistance to the loads of the traffic without disintegrating, with the use of
aggregates and a good quality asphalt, a special sieve and a suitable dosage in
laboratory.

3. Methodology

For the investigation development we began with the selection and characterization
of the asphalt, granulate material and waste plastic, which results appear in the table 1, 2
and 3 respectively.

Steve Opening Size Passing %

100
90
3/8 65
No. 4 23
No. 10 16
No. 40 9
No. 200 3
Bottom 0

Table 1. Particle Size Analysis

 Plastic in Porous Asphaltic Mixture 7

REFERENCE OBTAINEDVA
TEST
VALUE LUE
Specific weight 25C / 25C 1.026 1.02
Penetration, 100 g, 5 s., a 25C, (0,1 mm) 60.13 78
Flame Point, (C) 291 288
Ductility a 25C, (cm) +100 143
Softening Point (Ring and Ball) (C) 47.55 50
Cinematic Viscosity, 135C, (cSt) 272,84 270

Table 2. Asphalt Properties

Physical Properties Method VALUES

Density, g/cc ASTM D-792 0.9230
Fusion Point, DSC F (C) Dow 232 (111)
DM-ASTM D-882 240 (23)
Traction Resistance. Kg/cm' (MPa)
DT 160 (18)
DM-ASTM D-882 1.05 (10)
Elastic Limit. Kg/cm2 (MPa)
DT 100 (10)
DM-ASTM D-882 438
Elongation to Break, %
DT 540
DM-ASTM D-1922 470
Wide Resistance, g
DT 315

Table 3. Properties of the waste plastic

With these defined variables, the optimum asphalt percentage was determined by the
Cantabrian method and the employment of the Marshall equipment. With the optimum
asphalt percentage, new briquettes were built with different percentages and geometric
forms (See Figure 2) of addition of waste plastic to quantify their mechanical behavior,
permeability, disintegration and glide.
8 Use of Plastic for Porous Asphaltic Mixture Design. Volume X No. X/2003

Figure 2. Waste Plastic Forms

4. Conclusions

The optimum percentage of certain asphalt with the Cantabrian method was 7%
like it's shown in the graph 1.

Cantabrian Test
Wear (%) Vs. Asphalt (%)

120

100

80
Wear (%)

60

40

20

0
4 4.5 5 5.5 6 6.5 7

Asphalt Percentage
 Plastic in Porous Asphaltic Mixture 9

Graph 1. Optimum Percentage of Asphalt obtained with the Cantabrian Method

Was used asphalt with penetration 60/80, whose properties are in the Table 2.
The use of waste plastic in porous mixtures with Particle Size Analysis
according to table 1, it increases the mechanical properties and permeability and
decreases the thermal susceptibility.
On the basis of the graphs No. 2, 3 and 4, we conclude that when introducing
waste plastic in the porous mixtures the asphalt percentage decrease and the mechanical
properties are increased without caring of the geometric form.

POROUS MIXTURES
WASTE PERCENTAGE 0.3%

30.0%
20.0%
10.0%
0.0%
Increase
Percentage -10.0%
-20.0%
-30.0%
-40.0%
4 x 50 mm Plastic
5.0% 4 x 10 mm Geometr
5.5%
6.0% 10 x 10 mm y
6.5%
Asphalt % 7.0%
GRAPH No. 2

Graph 2. Relationship between Plastic Geometric, Asphalt Percentage and mechanical

properties with 0.3% of Waste.

The graph 2, shows that for a percentage of 0.3% of waste plastic and for the
different asphalt percentages, an improvement of the waste variable is generated
10 Use of Plastic for Porous Asphaltic Mixture Design. Volume X No. X/2003

approximately between the 20 and 66%, excepting for 6.5%. This for the geometric form
of 4 x 50 mm.
The graph 3, shows that for a geometric form of 4 x 10 mm, a superior
increment exists to 50% for the asphalt percentages between 5.5 and 7%.

POROUS MIXTURES
WASTE PERCENTAGE 0.45%

70.0%
60.0%
50.0%
40.0%
30.0%
20.0%
Percentage
10.0%
0.0%
-10.0%
-20.0%
4 x 50 mm
Plastic
5.0% 4 x 10 mm
5.5% Geometry
6.0% 10 x 10 mm
6.5%
Asphalt % 7.0%
GRAPH No. 3

Graph 3. Relationship between Plastic Geometric, Asphalt Percentage and mechanical

properties with 0.45% of Waste

Of the graph 4, we conclude that without caring of the asphalt percentage and
with a geometric form of 4 x 50 mm, an increment exists from 13 to 83%
 Plastic in Porous Asphaltic Mixture 11

POROUS MIXTURES
WASTE PERCENTAGE 0.6%

100.0%
80.0%
60.0%
40.0%
20.0%
0.0%
Percentage -20.0%
-40.0%
-60.0%
-80.0%
-100.0%
4 x 50 mm
Plastic
5.0% 4 x 10 mm
5.5% Geometr
6.0% 10 x 10 mm
y
6.5%
Asphalt % 7.0%
GRAPH No. 4

Graph 4. Relationship between Plastic Geometric, Asphalt Percentage and mechanical

properties with 0.6% of Waste

In graphs No. 5, 6 and 7 we see that the optimum addition shape of plastic strip
that brings a better dynamic modulus without caring the temperature is the 1 cm x 1 cm
size.
12 Use of Plastic for Porous Asphaltic Mixture Design. Volume X No. X/2003

DYNAMIC MODULUS 10C

160%

140%

120%

100%

80%

60%
P ER C EN TA G E

40%

20%
1 25
0%
1 56
-20%

200
0.60%
0.6% (1 x 1)
0.45%
S IE V E T Y P E

GRAPH No. 5

Graph 5. Dynamic Modulus with 10 C

 Plastic in Porous Asphaltic Mixture 13

DYNAMIC MODULUS 20C

250%

200%

150%

P ER C EN TA G E
100%

50%
1 25

1 56
0%

200
0.60%
0.6% (1 x 1)
0.45%
S IE V E T Y P E

GRAPH No. 6

Graph 6. Dynamic Modulus with 20 C

14 Use of Plastic for Porous Asphaltic Mixture Design. Volume X No. X/2003

DYNAMIC MODULUS 30C

140%

120%

100%

80%

60% P ER C EN TA G E

40%

1 25 20%

1 56
0%

200
0.60%
0.6% (1 x 1)
0.45%
S IE V E T Y P E

GRAPH No. 7

Graph 7. Dynamic Modulus with 30 C

With this results, we see that the most important value of dynamic modulus is
between 10 and 20 C, which is very important because it can be used in cities with a
Annual Average Temperature about 15 C, as the Bogot case.
 Plastic in Porous Asphaltic Mixture 15

5. Reference

5.1. Bibliography

[ASE 90] ASEFMA. (Asociacin Espaola de fabricantes de mezclas asflticas). Seminario sobre
mezclas bituminosas drenantes. Madrid. Edita Asociacin tcnica de carreteras. October of 1990.
[PUJ 99] PONTIFICIA UNIVERSIDAD JAVERIANA. -LIDIC 2. Caracterizacin de mezclas bituminosas
drenantes utilizando asfaltos modificados con agregados de la sabana de Bogot aplicando
tecnologa NAT (NOTTINGHAM ASPHALT TESTER). Bogot. October of 1999.
[ROO 97] REYES ORTIZ; OSCAR JAVIER. Tesis de grado: Mejoramiento de una capa de las
propiedades mecnicas de una capa de asfalto con desperdicio plsticos. Bogot. Universidad de
los Andes. 1997.
[ROO 98] REYES ORTIZ; OSCAR JAVIER. Tesis de grado: Uso de desperdicios plsticos para
mejorar las propiedades mecnicas de la estructura del pavimento. Bogot. Universidad de los
Andes. 1998.
[RLF 03] REYES LIZCANO, FREDY. Diseo por Mtodos Racionales. Tomo I. Bogot. Pontificia
Universidad Javeriana. 2003.

5.1. Internet

http://www.aashto.org/bookstore/
http://www.asphaltinstitute.com
http://www.arrb.org.au/material/asphalt.htm
http://www.carreteros.org/drenaje/
http://www.cedex.es/
http://www.cfnavarra.es/obraspublicas/info/pdf/asist-lab-tec.pdf
http://www.cpasfalto.org/congreso
http://www.e-asfalto.com
http://www.elsamex.com
http://www.hotmix.org/insiders/pubcat.htm

http://www.imt.mx/Espanol/publicaciones.html