Construction and Building Materials 36 (2012) 984–989

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Construction and Building Materials

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Performance evaluation of utilization of waste Polyethylene Terephthalate (PET)

in stone mastic asphalt
Esmaeil Ahmadinia, Majid Zargar ⇑, Mohamed Rehan Karim, Mahrez Abdelaziz, Ebrahim Ahmadinia
Center for Transportation Research, Faculty of Engineering, University of Malaya, 50603 Kuala Lumpur, Malaysia

h i g h l i g h t s

" The role of waste PET was significant in the SMA and shows acceptable trends.
" The mixtures containing waste PET have much higher rutting resistance.
" The PET-mixtures have a higher resilient modulus.
" Utilizing PET in the SMA mixture improve its resistance against binder drain down.
" Utilizing PET in the SMA can have structural, environmental and economic benefits.

a r t i c l e i n f o a b s t r a c t

Article history: In order to improve the properties of asphalt mixture and reduce the negative impact of the waste mate-
Received 13 August 2011 rials on nature and the environment, it seems to be logical to propose a means of re-using waste materials
Received in revised form 28 May 2012 in engineering and industrial construction projects such as road pavement. The current paper presents an
Accepted 4 June 2012
experimental research on the application of waste plastic bottles (Polyethylene Terephthalate (PET)) as
an additive in stone mastic asphalt (SMA). Wheel tracking, moisture susceptibility, resilient modulus
and drain down tests were carried out on the mixtures that included various percentages of waste PET
Keywords:
as 0%, 2%, 4%, 6%, 8% and 10% by weight of bitumen content. By experimentation, the appropriate range
Stone mastic asphalt
Polymers
for the amount of waste PET was determined to be 4–6% by weight of the bitumen content. The results
Waste materials show that the addition of waste PET into the mixture has a significant positive effect on the properties of
Environmental impact SMA which could improve the mixture’s resistance against permanent deformation (rutting), increase the
stiffness of the mix, provide lower binder drain down and promotion of re-use and recycling of waste
materials in a more environmentally and economical way.
Ó 2012 Elsevier Ltd. All rights reserved.

1. Introduction This unprecedented increase in the number and frequency of

One of the major challenges that nearly all developing and
developed countries have been facing over the past two decades
is economic competitiveness and productivity. However, the eco-
nomic competitiveness has not only led to an unprecedented in-
crease in the production of goods, but also to the creation of the
most efficient and safest transportation facilities used for the deliv-
ery of the products. As a result, manufacturers have turned to
making larger vehicles and containers, with more axle load and
higher tire pressure to maintain the economic competitiveness in
delivery of the goods across the global market. Hence, the number
of these heavy vehicles on the existing roads has drastically and
substantially increased [1,2].
⇑ Corresponding author. Tel.: +60 379675339; fax: +60 379552182.
E-mail addresses: ahmadinia.esmaeil@gmail.com (E. Ahmadinia), majidzar-
gar2009@gmail.com (M. Zargar).
road traffic and axle loads has significantly contributed to the fast
deterioration and decomposition of asphalt pavements sooner than
the expected time [2–4]. To counteract this process, improvements
in roadway design, the application of materials of higher and better
qualities, use of modifiers and additives for the bitumen and as-
phalt mixture, and employment of more effective methods of road
construction may be effective [3].
Increasing demand for pavements with higher qualities, and the
poor performance of some bituminous mixtures have led research-
ers to render new methods and designs to improve the performance
and effective service life of bituminous mixtures [4,5]. Stone mastic
asphalt (SMA) is an approach to the improvement of asphalt pave-
ment performance, and, based on many research reports [5,6], the
application of SMA to the construction and coating of roads has been
proved to increase the durability of the road surfaces [7].
The experiments [2,5] have proved that SMA has more resis-
tance to rutting in comparison with dense graded mixes due to

0950-0618/$ - see front matter Ó 2012 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.conbuildmat.2012.06.015
 E. Ahmadinia et al. / Construction and Building Materials 36 (2012) 984–989
the composition of its whole structure, which consists of a coarse
aggregate skeleton and higher binder content while providing
stone-on-stone contact among the coarse aggregate [2,8,9]. SMA
is designed to have a high filler content, 3–4% air voids, high coarse
aggregate, and a relatively high content of bitumen (normally 5.5–
7%) [5]. Originally, SMA was used in asphalt mixes to enhance their
resistance against studded tire wear. Another characteristic of SMA
is its ability to provide the mixture with high resistance against
deformation resulting from frequent and heavy traffic loads and
high pressure created by vehicle tires [5,10]. Moreover, the rough
surface of SMA provides sufficient friction between the asphalt
mixture and tires. SMA has other features that make it the pre-
ferred mix compared to other kinds of conventional hot mix as-
phalt (HMA). Some of these properties include its enhanced
durability, improvement against aging, high resistance to reflective
cracking and its ability to minimize traffic noise [10,11]. However,
the significant disadvantages of SMA are its higher initial expense
and binder drainage. Since SMA has a gap-graded nature and high
bitumen content, in order to prevent binder drain down, it needs
stabilization to inhibit binder drain down, such as a polymer or fi-
ber in the mixture [11,12].
The role of polymers in the asphalt industry is significantly
increasing [13]. The application of polymers to bitumen has been
proved to help enhance performance [14] and using polymeric
materials such as styrene–butadiene–styrene (SBS) to the mixture
has attracted the attention of both highway manufacturers and
engineers to employ such materials as modifiers in asphalt mix-
tures [15,7]. In recent years, polymer modified asphalt binders
have turned into the norm in designing pavements of high perfor-
mance, especially in most of the developed and some of the devel-
oping countries [14].
The date of the first patent registration of asphalt modification
processes with both natural and synthetic polymers goes back to
1843, while in the modern era, the first serious utilization of such
polymers in fiber reinforcement was initiated in the early 1990s
[16]. Polymer modified bituminous mixtures appear to possess
the highest potential for successful application in the design of
pavements to increase the durability and service length of the
pavement or to reduce pavement layer thickness or its base thick-
ness [15,17]. Some of the advantages of the application of polymer
modified binders are their higher elasticity recovery, a greater soft-
ening point, higher ductility, and higher viscosity [14]. When poly-
mers are applied to an asphalt mixture, they usually result in a
higher degree of stiffness in the bitumen and an improvement in
the temperature susceptibility of the mixture, and, as a result, in-
crease the resistance of the mixture against rutting. In such cases,
polymers allow the application of a softer base bitumen that can
provide superior low temperature performance. Improved adhe-
sion and degree of cohesion is one of the significant properties of
polymer modified binders [18,19]. Another use of polymer is to
create an aggregate coating material that is expected to increase
the degree of the aggregate surface roughness and produces a
superior asphalt mixture [18].
In effect, the behavior of the binder modified by different kinds
of polymer can be very different even though they may possess the
same grade of performance. As an example, natural rubber contrib-
utes to the improvement of the mixture’s rutting resistance and
ductility; however, it is vulnerable to decomposition. The applica-
tion of tire rubber as a modifier instead reduces reflective cracking
and rutting, but in order to maintain its combination with the bitu-
men and prevent separation, special conditions are required. Sty-
rene-Butadiene Rubber (SBR) is a synthetic rubber that is added
to bitumen as a polymer to help improve the low-temperature
ductility, viscosity, elastic recovery, and cohesive and adhesive
properties of the mixture. SBS added binders show better perfor-
mance at low temperatures in comparison to the neat binder [14].
985
Nowadays, polymer modified asphalt mixtures are relatively
costly for paving roads [5,20]. Therefore, before the commercial
utilization of polymer modifiers, it is vital to analyze the cost-ben-
efits of the various ways to make the projects feasible and more
economical. SBS, for instance, is usually employed to modify the
asphalt mixture in road construction all over the world. However,
despite the typical excellent properties of polymer modified mix-
tures, the high cost of SBS is considered as its main disadvantage,
which limits its wide use for most road pavement construction.
Therefore, because of the escalating cost of materials and energy,
and the scarcity of natural resources, it is apparent that there is a
necessity for the existence of a polymer modified mixture that
can be conveniently prepared from a comparatively inexpensive
polymer such a mixture would prove indispensible for high perfor-
mance road construction [20]. The application of waste materials is
one such alternative for polymer modified mixtures.
Recently, considerable research has been conducted to study
the possibility of using solid waste materials in road construction
projects and has quickly led to several hot issues [21]. Every day,
miles of new roads are built in different countries around the world
using millions of tons of raw materials and natural stocks. This
huge consumption leads to impoverishment of these resources
on a daily basis. At the same time, as a result of consumerism in
modern societies, most of the developed and developing countries
are seriously facing major problems arising from the disposal of
waste material.
Waste re-cycling is especially vital in dealing with certain waste
materials such as plastic bottles, which, due to their longer biodeg-
radation period, are very harmful to the environment and ecosys-
tem balance. The annual consumption of plastic containers
around the world has risen dramatically in recent years. The an-
nual consumption of plastic materials has soared from approxi-
mately 5000,000 tons in the 1950s to around 100,000,000 tons in
2001 [22]. Therefore, to reduce the negative impact of these plastic
waste materials on nature and the environment, it seems to be log-
ical to propose ways to re-use waste materials of this kind in engi-
neering and industrial construction and production projects such
as road pavement [23,24].
The current paper presents an experimental research on the
application of waste plastic bottles (Polyethylene Terephthalate
(PET)) as an additive in SMA. However, although there is not suffi-
cient up-to-date information about the application of PET to hot
mix asphalt (HMA), it is noteworthy to mention that none of the
known studies previously conducted by other researchers have
seriously focused on the application of waste PET as an additive
to SMA. In the first part of the research [25], the possibility of using
waste PET in the SMA mixture was checked and after attaining an
acceptable trend and satisfying standard requirements, in the pres-
ent paper, performance tests were applied on the SMA mixture.
The main objective of this study, however, was to determine the
impact of incorporating waste PET on the engineering properties
of SMA with and without chopped PET. The performance tests
including, wheel tracking test, moisture susceptibility test, resil-
ient modulus test and drain down test were conducted on the
mixtures.
2. Experimental details
2.1. Materials
This research has used various materials including aggregate, bitumen, Portland
cement and waste PET for experiments on the mixtures. Crushed granite with
SMA20 gradation that was obtained from Kajang quarry (a suburb near Kuala Lum-
pur, Malaysian Capital) was used as the aggregate material. The selected gradation
and some properties of the employed aggregate are respectively presented in Fig. 1
and Table 1. The used bitumen was 80/100 penetration grade. Table 2 displays the
physicochemical properties of the used bitumen. Portland cement was utilized as a
986 E. Ahmadinia et al. / Construction and Building Materials 36 (2012) 984–989

Lower Limit Upper Limit Used gradation Table 2

120 The results of tests performed on bitumen.

Test Method Unit Value

100
Penetration at 25 °C, 100 g, 5 s ASTM D 5-97 1/10 mm 84.3
Softening point ASTM D-36 °C 47.7
Passing Percent

80 Ductility (25 °C) ASTM D-113 cm 100+

Flash point ASTM D-92 °C 301
Fire point ASTM D-92 °C 319
60

40
during the application of the elastic-layered system theory for designing the struc-
ture of asphalt pavements. The current performance prediction models used in as-
20 phalt pavement projects also employ the modulus as a vital material parameter
[27,28]. Therefore, it is desirable that the modulus of asphalt be predicted during
the design stage of the asphalt mixture to improve the mixture design and for
0 enhancement of the pavement performance prediction.
0.01 0.1 1 10 100
The MR was determined from tests on Marshall cylindrical specimens on both
Sieve size (mm) conventional and PET-mixtures in indirect tension mode. Three specimens were
prepared for each PET content and the conventional mixture and were tested with
Fig. 1. Gradation used in this study and gradation limits. a Universal Testing Machine (UTM). The test was carried out according to ASTM
D4123 at 25 °C.

filler and the waste PET obtained from waste plastic bottle was used as an additive.
The collected waste PET bottles were first washed, dried, cut into smaller parts, and
crushed by a crushing machine as displayed in Fig. 2. The PET gradation and the
specific gravity levels of the materials are respectively displayed in Tables 3 and
4. In order to minimize complications, the same material sources were used
throughout the research.
2.2. Sample preparations
Two of the common methods that are usually employed to add the selected
additive to the asphalt mixture are the wet and dry processes. In the first method,
the wet process, the additive is mixed with the binder prior to adding the binder to
the mixture. While in the latter method, the dry process, the additive is blended
with the aggregate before adding the binder to the mixture [26]. In the present
study, the dry process was employed with a novelty. In this research the waste
PET was added into the mixture in the last part of the mixing process and after add-
ing and blended the binder with the aggregate instead of mixing the additive with
the aggregate before adding the binder.
To fabricate the samples, the stages to be followed are as follows:
Prior to adding the aggregate to the mixture, it was heated up to 200 °C for 2 h.
The weight of aggregate for each sample was 1100 g. In addition, the bitumen was
heated up to 150 °C for a period of 1 h before being blended with the aggregate. The
bitumen, filler, and aggregate were mixed at 160 ± 5 °C for about 5 min. Then, PET
was introduced into the combination and blended with it for nearly 2 min. The per-
centage of the added PET was between 0% and 10% (0%, 2%, 4%, 6%, 8%, 10%) by
weight of bitumen. The Marshall compactor was then applied to compact the mix-
ture with 50 blows from the top and bottom side of the mixture at 145 °C. A roller
compactor was used to make slabs for the wheel tracking test.
2.3.2. Wheel tracking test
Resistance to rutting is one of the vital performance requirements for a bitumi-
nous mixture, especially in hot climates. In the literature, the typical tests used for
testing and evaluating the rutting include the Marshall test, wheel track test, static
and dynamic creep tests, and indirect tensile test [2,4]. However, the wheel tracking
test is the most recommended one because of its features, which allow better field
simulation [29], particularly for the assessment of the performance of stone-skele-
ton mixtures or mixtures that include modified binders [17].
In the present study, wheel track testing was used to evaluate the mixtures
resistance against rutting. For this test, 18 specimens with 300  300  50 mm slab
dimension were prepared. Test temperature was 45 °C and the slabs were kept 6 h
at that temperature before the actual start of the test. The test was conducted under
standard experiment conditions (BS 598-110) of wheel loads of 520 N ± 5 N, which
moves back and forth in harmonic motion at 42 passes or 21 cycles per min for
45 min or as long as it takes for a 15 mm deformation to occur in the specimen,
whichever comes first [30]. The rut depth was recorded every 5 min during the
experiment.
2.3.3. Drain down test
SMA, like porous asphalt mixture, is subjected to binder drainage problems. Be-
cause SMA has a high optimal binder content, drainage problems may occur in the
mixing, transporting and laying processes [4]. The drain down test using the wire
basket method, as suggested in AASHTO T305, was carried out on all the evaluated
mixtures. The loose mix prepared in the laboratory was placed into a forced draft
oven for a period of about 1 h. After 1 h, the basket with the specimen along with
the plate was removed from the oven to determine the mass of the plate. The in-
creased weight of the plate shows the drain down amount of the mix. The drain
down test was carried out at 170 °C.

2.3. Performance tests

The conventional mixture and mixtures containing waste PET were assessed
and evaluated through the resilient modulus test, indirect tension strength test,
wheel tracking and drain down test. The experiments were carried out on the opti-
mum binder content applicable to all types of mixture.
2.3.1. Resilient modulus test
The resilient modulus (MR) test is the most popular test used to measure
stress–strain to assess and evaluate the elasticity properties of the bituminous mix-
ture representing an applied stress ratio to the recoverable strain after removal of
the applied stress [21]. The modulus of asphalt is a fundamental design parameter
2.3.4. Moisture susceptibility test
The moisture susceptibility of bituminous mixtures is defined as the vulnerabil-
ity of the asphalt mixture to be damaged by water. When moisture collects within
the bituminous mixture, it can cause damage to the bond between the aggregates
and asphalt binder, which, in turn, accelerates the development of other kinds of
distress such as cracking and potholing [13,31].
The moisture susceptibility test was carried out in accordance with the AASHTO
T283 procedure on six SMA mixes, which were compacted to an average 7% air-void
content. Three Marshall specimens for the dry group (unconditioned) and three
specimens for the wet group (conditioned) were prepared. A tensile strength ratio
(TSR) of the wet to dry group was calculated based on the outcomes of the indirect

Table 1
Some physical properties of the crushed aggregate.

Properties Test method Value Standard requirements

L.A. abrasion (%) ASTM C-131 19.7% <30%
Flakiness index (%) BS 182:part3 5.6% <20%
Elongation index (%) BS 182:part3 12.1% <20%
Soundness (%) BS812:part3 4.7% <12%
Impact value (%) BS812:part3 13.6% <15%
Polished stone value BS812:part3 46.9 >40%
Aggregate crushing value (%) BS812:part3 18.8% <30%
 E. Ahmadinia et al. / Construction and Building Materials 36 (2012) 984–989
Fig. 2. Crushing machine (right), crushed PET particles (left).
Table 3
The gradation of PET.
Sieve size Percent passing
1.18 mm 100
425 lm 0 2697
Table 4
Specific gravities of materials (g/cm3).
Materials Specific gravity (g/cm3)
Coarse aggregate 2.65
Fine aggregate 2.64
Bitumen 1.03
Portland cement 3.04
PET 1.39
tensile strength test conducted at 25 °C. It is noteworthy to mention here that the
higher the TSR value the better the asphalt mixture resistance against moisture
damage [32]; a 70% or more TSR value is required for normal SMA specification [27].
3. Results and discussion
3.1. Resilient modulus
Fig. 3 illustrates the MR value versus PET content. As the figure
shows, after the addition of PET, the MR value increases until it
reaches the maximum level, after which it starts to decrease. The
MR values of mixtures containing PET were generally greater than
the conventional mix (0% PET) and the achieved results indicate
that the maximum value of MR was obtained by adding 6% PET,
which showed that the MR had increased by 16% compared to
the conventional mix.
To modify and improve the quality of the asphalt mixture,
researchers and manufacturers have used many kinds of polymer.
The enhancement and improvement of the performance of bitumi-
nous mixture containing polymers is, to a considerable extent, the
result of the improvement in the rheological properties of the
bitumen [33]. When a polymer is added to the mixture, it typically
improves the mixture’s adhesion and cohesion properties
[18,19,25,34]. However, PET has high a melting point (approxi-
mately 250 °C) [35] while the maximum temperature for the mix-
ing process and blend materials in the HMA is less than 180 °C.
Therefore, because of this high melting point researchers avoid
using PET in the hot mix asphalt. Casey et al. [36] used different
types of polymer as modifiers for the binder (PVC, LDPE, Isotactic
PP, MDPE, and HDPE mulches, Isotactic PP powder, and ABS and
PET chips) and in the case of PET, they concluded that its high melt-
ing point hindered the mixing, making it impractical to make any
further attempts to incorporate it into the bitumen.
However, the main idea for applying PET to the asphalt mixture
in this study was based on a different property. PET, in its natural
987
3200
2991
3000
Resilient Modulus (MPa)
2914
2872
2767
2800
2587
2600
2400
2200
2000
0 2 4 6 8 10
PET Content (%)
Fig. 3. Resilient modulus test results.
state, is a semi-crystalline resin [37–39], and its glass transition
temperature (Tg) is about 70 °C [35,40,41]. After heating the PET,
its properties gradually start to change, which finally alter it into
a substance with less or more crystal properties, and, as illustrated
in Fig. 3, its addition to the mixture makes a stiffer mixture with
higher MR value. Therefore, the main cause of this result could
be the PET remaining as a semi crystal material within the mixture,
which results in a stiffer mixture.
As mentioned earlier (sample preparations section) in this
study, the dry process was used with the PET introduced into the
mixture in the final part of the mixing process. The main reason
for this was to keep the PET in the mixture in its natural state, with
minimal change to its shape and properties.
3.2. Wheel tracking
The effect of waste PET on rutting resistance for mixtures is dis-
played in Fig. 4. The results indicate that mixes containing waste
PET have better permanent deformation resistance compared to
the conventional mixture. Furthermore, Fig. 4 indicates that the
rut depth increases sharply for the first 15 min after which the in-
crease becomes slower and more gradual. The rut depth for mix-
tures with 0%, 2%, 4%, 6%, 8% and 10% PET content after 45 min is
1.78 mm, 1.50 mm, 1.26 mm, 1.35 mm, 1.62 mm and 1.56 mm,
respectively, which indicate that the minimum rut depth obtained
for the mix with 4% PET could reduce the rut depth by 29% com-
pared to the conventional mix .
As discussed in the previous section, the results achieved can
contribute to the formation of a stiffer mixture, which improves
the rutting resistance of the mixture [18,42,43].
3.3. Drain down
The results of the drain down test for the mixtures are displayed
in Fig. 5. Regardless of the content of the employed PET, the drain
988 E. Ahmadinia et al. / Construction and Building Materials 36 (2012) 984–989

Fig. 4. Wheel track test results.

0.350 86

0.298 84
0.300 0.285
0.269 82
Drain Down (%)

0.253
80

TSR (%)
0.250 0.236 0.229
78
0.200 76
74
0.150
72
70
0.100
0 2 4 6 8 10
0 2 4 6 8 10
PET Content (%) PET Content (%)

Fig. 7. TSR for asphalt mixtures with various PET content.

Fig. 5. The drain down test results.

down value of the PET-mixes was lower than the drain down value
set as the minimum requirement by AASHTO T 283 and ASTM D
of the control mixture, and, furthermore, any increase in PET con-
4867 standards. As Fig. 7 shows, all values of TSR are above 70% indi-
tent into the mixture reduces the value of the drain down. The
cating that all mixes may have adequate resistance against damage
reduction of drain down value can be as a result of the chopped
induced by moisture [31,45]. However, the addition of waste PET
PET used in the mixture, which remains in crystal form, thereby
does not improve the moisture susceptibility of the mixture. This re-
increasing the surface area. The increased surface area, however,
sult could be attributed to the crystal form of PET after mixing that
needs to be wetted with binder [44], which would finally lead to
holds the sticky binder on its surface and decreases the asphalt film
stabilizing and holding the binder on its surface and decrease the
thickness around the aggregate, which, in turn, results in a reduc-
binder drain down.
tion to the resistance against damage induced by moisture.

3.4. Moisture susceptibility 4. Conclusion

The results of the tensile strength test of conventional mix and This research focused on a laboratory evaluation of the perfor-
PET-mixes are displayed in Figs. 6 and 7. As the results illustrate, mance of SMA using waste PET as an additive. The current section
the tensile strength and TSR values of the mixtures decrease with intends to summarize the overall conclusions achieved through
the addition of PET. TSR values between 70% and 80% have been this study. The significant findings of this study are presented as
follows:
600
Indirect Tensile Strength (Kpa)

unconditioned
(1) The MR values of mixtures containing waste PET were gen-
500 conditioned
erally higher than the conventional mix. The MR value of
400 SMA mix increased by 16%, as compared to the conventional
mix, using 6% PET which was the maximum value.
300 (2) The wheel tracking test results show that the mixture with
waste PET has much higher rutting resistance compared to
200 the conventional mixture. The lowest rut depth was
obtained for the mix with 4% PET, which reduced the rut
100
depth by 29% compared to the conventional mix.
(3) The role of waste PET was significant in reducing or prevent-
0
0 2 4 6 8 10 ing excessive SMA drain down. The drain down values of the
mixtures containing waste PET were lower than that of the
PET Content (%)
conventional mixture and reduced with any increase in
Fig. 6. Indirect tensile strength of unconditioned and conditioned specimens. PET content.
 E. Ahmadinia et al. / Construction and Building Materials 36 (2012) 984–989
(4) The tensile strength and TSR value of the mixture decreases
with the addition of waste PET, however, all values of TSR
were above 70%, which indicates that all PET-mixes could
achieve an acceptable level.
(5) The appropriate amount of PET was determined to be
between 4% and 6% by weight of optimum bitumen content.
(6) Overall, the performance properties of the SMA mixtures
containing waste PET show the acceptable trends and could
satisfy the standard requirements.
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