Senior High School - Practical Research

Template for Research Paper

This file provides a sample template that you will follow in preparing your Research Paper. The
Research Paper should include the following sections. Those in boldfaced are required as the output
of Practical Research 1.

 Title Page
 Abstract
 Table of Contents
 List of Figures
 List of Tables
 Introduction
 Related Works
 Methodology
 Results and Discussions
 Conclusion and Recommendations
 References

The contents of each section are described fully in the following pages. A set of guide questions is
also provided to help you in writing your research paper.

The Research Title must be reflective of the problem you are addressing in your study. It must
answer the following questions:
o What are you trying to investigate, examine, determine or discover?
o Who are the respondents or subjects of the study?
o If applicable, where will the setting or place of the research be conducted?
 Senior High School Department
Manila Campus

Waste Plastic as an Additive to Asphalt in the Philippine Setting

Anderson, Andrei Miguel, C.

De Guzman, Manuel Elijah, L.
Laca, Jean Lenard, P.
Marasigan, Andrew Moses, L.

3rd Term, AY2018-2019

March 13, 2019
 Abstract

With waste management issues, the Philippines has yet to find a viable solution that can
fully reuse the large amounts of waste, specifically plastic waste which is typically found in
landfills that barely do anything to reuse them. On the other hand, the country also suffers from
a road network that is generally subpar with international standards, with most roads only being
finished as concrete pavement without an asphalt overlay. To address both issues, this study
aims to utilize waste plastic as an additive to asphalt in the Philippine setting. To be able to
accomplish this, experiments regarding the material’s characteristics, long-term performance
and environmental effects will be undertaken to truly determine the feasibility of using the
material in the Philippines, after which, the costs of doing so will also be considered.

Keywords: waste, plastic, asphalt, roads

i
 Table of Contents

Abstract i

List of Tables v
List of Figures vii

1.0 Introduction 1
1.1. Background of the Study 1
1.2. Research Objectives 2
1.3. Scope and Limitations 3
1.4. Significance of the Study 3

2.0 Review of Related Literature 5

2.1. Topic 1 5
2.2. Topic 2 6
2.3. Topic 3 7

3.0 Research Methodology 8

3.1. Materials 8
3.2. Procedure 9
3.3. Research Design 10
3.4. Data Analysis Strategy 12

4.0 Results and Discussions 14

4.1. Results and Analysis 1 14
4.2. Results and Analysis 2 16
4.3. Results and Analysis 3 18

5.0 Conclusion and Recommendations 20

References 22

Appendix
A. Gantt Chart 24
B. Estimated Budget 26
C. Informed Consent Form 28
D. Informed Assent Form (optional, depending on your participants) 29

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E. Data Collection Instruments 30
F. Evaluation Instruments (optional, depending on your research design) 32
G. Transcript of Interview (optional, depending on your research design) 35
H. Evaluation Results 40
I. Prototype Design (optional, depending on your research type) 45

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 List of Tables

Table 1. Caption 4
Table 2. Caption 7
Table 3. Caption 8

Guidelines and Reminders:

 The List of Figures follow the same format as the Table of Contents. It is used to
provide a quick reference to all the figures (pictures, diagrams) that are found in
your research paper.
 The List of Tables also follow the same format as the List of Figures, but should be
placed on a separate page.
 Your research paper must have a page number. The page number starts on the
page where the Introduction is found.
 Each new Chapter must begin on a new page. This means the Review of Related
Literature must be placed on a new page, even if there is still space on the
previous page.
 Observe proper citations and referencing of source materials.

iv
 List of Figures

Figure 1. Caption 6
Figure 2. Caption 12
Figure 3. Caption 19

v
 CHAPTER 1

INTRODUCTION

1.1 Background of the Study

The infrastructure sector in the Philippines has recently been in a rapidly developing
rate with major projects like expressways, bridges and airports. This is accompanied by a
similar pace in the development of various areas around Metro Manila by the private
sector. However, while these events are taking place, most of our existing road networks
are left in disarray, being neglected in the list of priorities. Sunken truck lanes, potholes
and unfinished roadworks plague the metro, and it does not look like it will change
anytime soon. On the side of all these also lies a waste management problem that leaves
Metro Manila creating an estimated 4,441,634 metric tons of municipal solid waste
yearly.

Now a key component to the problem is road quality, as the Department of Public
Works and Highways’ (DPWH) November 2017 nationwide summary states that only
41.41% of the country’s paved roads achieved a “Good” rating on their own assessment.
Most of these are also concrete roads only, without an asphalt overlay that can make the
biggest difference in road quality. Another table on the DPWH 2017 Atlas also
summarizes the ratings of roads by region in accordance to the International Roughness
Index (IRI). It shows a great disparity in road quality per region, with an overall
nationwide rating of mostly “Fair” rated roads and a not so surprisingly significant
amount of “Poor” rated roads. With this information, it is paramount that a motion to
improve road quality should be taken.

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 To address this, the use of waste plastics as additives to asphalt which has been
looked at before, addresses road quality and waste management dilemmas at the same
time. Detailed processes from previous studies have been set as the benchmark, but with
seemingly stagnant progress on their end, it would be ideal to revisit the concept.
However, the neglect for environmental impact concerns and the lack of accurate costing
analysis for waste plastic infused asphalts make it hard to truly consider it as a solution
for the issues mentioned earlier, but certainly leaving a major stepping-stone for
improvement.

1.2 Research Objectives

The goal of the researchers is to improve on previously set standards for bitumen –
plastic waste mixing by testing different types of Polymers and designing the optimal
ratio of bitumen mix for the Philippine setting. To achieve this, the researchers have set
the following specific objectives:

a) To compare the final production costs of making modified bitumen with non-
modified bitumen.

b) To determine if low grade modified bitumen is similar to the level of high-grade

bitumen.

c) To test the long-term performance of optimal bitumen mix compared to non-

modified bitumen.

d) To investigate the environmental effects that the use of a higher ratio of polymers
may cause.

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1.3 Scope and Limitations

This study will focus on improving how plastic waste can be utilized in bituminous
roadways not only to reduce the amount of plastic waste but to also bring the quality of
low subgrade asphalt up to the level of higher subgrade asphalt, taking into
consideration the cost difference of the two. The difference of the Philippine setting in
comparison to related studies will also be investigated, with a more tropical climate
accompanied by frequent flooding influencing test procedures. Data provided by
previous studies will be the basis for methodologies in creation of the material and
actual testing to gather primary data. As stated, this study will cover methodologies
involving the use of plastic waste, with the researchers excluding the consideration of
other materials such as rubber tires, cigarette butts, and the like. This study will also
provide a definitive look into asphalt overlay creation, not touching onto the creation of
related roadwork infrastructures such as pavement.

1.4 Significance of the Study

The study would provide an alternative solution to the usage of recycled plastic and
would address to the management of solid waste in a way that would benefit to the
current Philippine setting. The study seeks to tackle the issue of the formation of
potholes and stripping of roads due to excessive traffic. It would contribute to the field of
road construction such that it would offer an alternative in improving fatigue life,
specifically, reduce rutting and thermal cracking. Moreover, the usage of plastic would
be advantageous to urban and regional planners on contributing to low cost road
construction. The results of this study will provide the basis for future researchers in the
optimum proportion of plastic to bitumen for developing better quality asphalt as well as
reaching the needed strength. Furthermore, the study would address the concern of a
cost-efficient way of road strengthening and would contribute to broaden the knowledge

3
of plastic and bitumen specifically for studies in the field of plastic road construction.

4
 CHAPTER 2

REVIEW OF RELATED LITERATURE

This article by Appiah et al. written in 2017 focused on testing the use of polymers
specifically High-Density Polyethylene (HDPE) and Polypropylene (PP) as an additive
to bitumen in order to reduce solid wastes and prevent the formation of potholes. The
current methods of disposing waste plastic in Ghana put the health of people and the
environment at risk. Further issues in Ghana are the excessive amount traffic requiring
roads that would be able to handle the load of traffic. Appiah, Berko-Boateng, & Tagbor
(2017) stated that using additives is known to improve the performance of bitumen,
polyethylene and polypropylene were used as an additive as availability and expected
performance are factors in choosing an additive. Appiah, Berko-Boateng, & Tagbor
(2017) conducted various testing methods involved in the effect of the two different
polymers in the properties that would affect the performance of bitumen. The result of
the penetration tests showed an increase of hardness of the modified bitumen compared
to unmodified bitumen, improving the load dispersion of the bitumen, but this increase
can lead to cracking. Ring and ball softening tests were done to test the softening point
of the bitumen, the results of bitumen modified with HDPE showed a direct proportion
in the increase of HDPE % and the increase of the softening point, while bitumen
modified with PP showed more consistent results. Both polymers increased the
performance of bitumen, although PP may have better rutting performance than HDPE at
higher temperatures. Viscosity test was done and again the polymers improved the
performance of the bitumen in terms of viscosity, direct proportion in the increase of
Polymer % and increase in viscosity. A drop in viscosity is observed from 2.0% polymer
mix to 2.5% due to the reversible breakdown of structure in modified bitumen, although
the viscosity levels increase rapidly after using a % of mix higher than 2.5%. The last

5
test is the Fourier transform infra-red test, used to test the chemical changes in different
ratio mixes. For HDPE, mixes between 1% to 2% showed the high intensities of the
influence of HDPE on the properties of the bitumen, mixes from 1.5% to 2.5% showed a
slight increase while the 3% mix showed weak binding with HDPE and bitumen. For PP,
mixes between 0.5% to 1.5% showed significant intensity peaks, but mixes from 2% to
3% showed a more distinct intensity peak. These observations suggest that PP mixes
higher than 3% could have higher intensity peaks. Appiah, Berko-Boateng, & Tagbor
(2017) recommended a 2% mix for HDPE and a 3% mix for PP mix. Based on the
limitations of the study, testing was only done for 0% up to 3% polymer mixes. The
results gathered show that PP is a more suitable additive as the results of the PP tests
were more consistent compared to the results from using HDPE as an additive. Limited
by the 0% to 3% with 0.5% increments, this article lacked the testing for smaller
increments and as well as higher % of the polymers especially for PP as Appiah, Berko-
Boateng, & Tagbor (2017) mentioned that PP have higher peak intensity as PP %
increases.

The article by Barad written in 2015 focused on the use of a polymer modified
bitumen mix that can use plastic waste effectively. Barad (2013) claimed that this
technology is not a new concept by any means, but ironically, it is also not practiced
widely in the infrastructure sector. The problem of a very high daily increase of plastic
waste creation using plastic bottles, containers and packing strips is looked at by Barad
(2013) and aims to counter it with the use of wastes in road construction. Using this
technique, another problem by the name of India’s national infrastructure sector being
left behind in the rapid development of the country, with a lack of properly made road
networks was also aimed to be addressed by the creation of a more low-cost bituminous
pavement solution. Much like other sources in this RRL, a review of related literature

6
was also presented in the beginning of this article, with most sources agreeing with what
Barad (2013) claims. To start the methodology, Barad (2013) aimed to compare three
main types of plastic namely polyethylene (PE), polypropylene (PP) and polystyrene
(PS). Two main processes are present in modified bitumen creation, the wet process
wherein the shredded plastic is added to the aggregate mix first before mixing into the
hot bitumen, and the dry process where the shredded plastic is directly added onto the
hot bitumen which is already mixed with the aggregate. Testing for factors like softening
point, penetration test, ductility, stripping test, flash point and lastly, fire point were
done, with results that reflect an across the board improvement for all factors which
undergone testing. A comparison between the characteristics of bitumen with and
without plastic coatings were also done, considering moisture absorption, soundness,
aggregate impact value, aggregate crushing value, Los Angeles abrasion value and the
voids of the pavement. Across the board improvements were also seen, even with lesser
percentages of plastic in the mix, but the highest gains were found with a higher
percentage of plastic in the mix. Too much plastic was found to be non-ideal though, as
with too much plastic, it could separate from the bitumen and create inconsistent layers
which affects the characteristics of the final output. The only disadvantage that Barad
(2013) presented about this was the environmental impact of the dry process in which
plastic almost gets burnt, creating toxic gases which can harm the environment and
humans involved in the creation of the bitumen as well. With this, Barad (2013)
concluded that plastic modified bitumen is very feasible. The only gap found in the
research was in the lack of elaboration for the dry process as compared to a generally
well-explained wet process.

7
 The study of Chavan A. conducted in 2013 focused on utilizing plastic waste in
bituminous roads because of the major problem in disposing plastic waste. The objective
of the study is to basically utilize plastic waste in construction like in roads that is
beneficial to society, but the study also wanted to compare the properties of the coated
aggregates with plastic waste materials with the bituminous mix specimen. To do this,
Chavan A. (2013) conducted several tests in aggregates and bitumen to investigate the
different properties it has. The mixing procedure at hot mix plant is the main process of
making the plastic roads which includes the following processes: (1) plastic waste cut
into a size between 2.36mm and 4.75mm; (2) the aggregate mix is heated to 1650C; (3)
shredded plastic waste were added over the hot aggregate in the mixing chamber; and (4)
the plastic waste coated with aggregate is then mixed with the hot bitumen. After the
process the study discussed thoroughly the 3 main materials, bitumen, aggregates and the
plastic materials. Aggregates are bound or mix together with the bituminous material or
a cement and can be classified as natural or artificial. Natural aggregate was used
because it is classified as coarse aggregates made from gravel and crushed rocks
aggregates which is used in road constructions. As for the bitumen, according to Chavan
A. (2013), it is a naturally-occurring organic by product that is oily and viscous that is
used as binders in pavement constructions. Lastly, the most important material in the
study, the plastic waste. There are 2 types of plastic the thermoplastics and thermosetting
polymers. Thermoplastics are the kind of plastics that can be reshaped or reformed again
and again because these plastics did not undergo chemical change and some examples of
these plastics are polyethylene, polypropylene, polystyrene, polyvinyl chloride, and
polytetrafluoroethylene. On the other hand, thermosetting polymers are plastics who
undergo a chemical reaction which is irreversible. The article found out that aggregates
coated with plastic waste have better performance in roads than the regular mixed
because according to Chavan A. (2013), it binds better with the bitumen and coated
aggregate due to increased area of contact between polymers and bitumen. One of the

8
main problem of roads is the voids or potholes it creates in the long run however; plastic
waste prevents oxidation and moisture which results to its durability and can withstand
heavy traffic.

The article by Gawande written in 2013 focused on further developing techniques on

how to utilize plastic waste as an additive for asphalt in road construction, also known as
bituminous roads in most of the sources in this RRL. With the problem of excessive and
improper disposal of plastic waste, Gawande (2013) began by pushing the reuse of these
materials as one of the only ways left to resolve this problem, as today’s society could
not possibly turn back from the use of plastics completely. To be able to accomplish a
developed technique for the use of plastic and bitumen together in asphalt overlays, a
methodology was provided in the paper. In the first step, to select these wastes properly,
analysis and selection of plastic that come through facilities was done to pinpoint
suitable waste for use in the experiment, including but not limited to plastic bottles,
LDPE/HDPE sando bags, and wrappers. After this, washing and segregation was done in
accordance to the seven main types of plastics to properly identify what type was the
wastes used in each trial. Lastly, the sorted plastics also get shredded, ready for use as an
additive to asphalt mix in either the dry or wet process they have described in the paper.
Dry process pertained to mixing the test amount of shredded plastic percentaged to the
weight of the mix to the hot aggregate prior to mixing with the main asphalt mix. While
the wet process pertained to adding the test amount of shredded plastic with a specific
size onto hot molten asphalt. The dry process had the advantage of not producing toxic
fumes as it does not require the raw plastic to come into contact of the very hot asphalt
mix directly, unlike the wet process. The wet process however, diud provide an easier
procedure, with less equipment required, as it does not require the creation of a
secondary aggregate to the asphalt mix. Ending the procedure there, findings for both

9
include stronger roads with increased marshall stability value or the maximum load
sustained by the bituminous material at a specific load, better reception to rain water,
reduced pores in the road, and overall cheaper road construction cost. Leaching and UV
reaction of the plastics is also not found, but a gap of the research is the lack of long-
term testing or even an accelerated simulation, and the lack of deeper consideration for
environmental factors such as soil pollution.

The article by Gawande, et al. written in 2012 focused less on the actual procedure
of making the waste plastic infused asphalt, but rather acted as an in-depth literature
review on the concept of waste plastic as an additive to asphalt, as this article is older,
and showed how much Gawande progressed with the advancement of the waste plastic
infused asphalt technique. With this, the article aimed to create the basis for the
technique of plastic roads, with emphasis still set on reusing the waste as a solution to
the growing plastic waste problem, which was not as evident back in 2012, but is so
much more apparent in today’s day and age. Gawande et al. (2012) said that plastic roads
have already begun testing back in 2000 in India, the setting of this paper, but in the 12
years that the technique has progressed, the paper seemed to reflect how slowly the
progress has been made. It is also said that bitumen always had additives in it such as
rubber and virgin plastics to enhance binding and water resistance, but never was it
considered to use waste plastic. Characteristics of this waste plastic aligned with the
previous source in this RRL, as the article moved on to listing down the data on plastic
consumption & generation of plastic waste of India and its cities. It was shown that a
general increase in the use of the plastics over the years should be enough of a reason
already to ramp up the usage of these waste plastic infused asphalt on roads. Plastic
waste classifications were also given to enlighten the reader about the differences of each
type, and characteristics of suitable ones are well explained as well, especially the

10
reactions of each to heat. The reasons for selecting waste plastics as an additive were
also identified, with redeeming qualities such as suitable operating temperature, no gas
release events at these temperatures, and the ability to bind mixtures closer together.
Different types of base bitumen were also described by Gawande et al. (2012) along with
some pros and cons. The long list of test methodologies to follow have also been
mentioned by Gawande et al. (2012), but the researchers did not go into specific details,
as Gawande et al. (2012) have not yet pinpointed which tests would be most significant
for the use case. Lastly, the paper touched slightly on the difference of the so-called wet
and dry processes that are available for use in implementing the waste plastic into the
bitumen, commonly known as asphalt. However, similar gaps in the paper such as the
inability of the researchers to mention anything about environmental impact of infusing
the waste plastic into the asphalt aside from the good in taking waste and recycling it.
More complete details regarding attempted accelerated simulation tests done inside
laboratories were found in this paper, making up for the gap of the previous study as
well.

The article by Kumar et al. written in 2017 focused on the use of Low-Density
Polyethylene in the construction of roads. As stated by Kumar et al. (2017), plastics can
be used together with bitumen as it has binding properties. Binding plastics with bitumen
are beneficial as plastic prevents water penetration into asphalt, it also helps in the
disposal of plastics. Kumar et al. (2017) conducted various tests like penetration test,
ductility test, softening point test, and specific gravity test on the. All the tests done on
the binders passed the specifications recommended by Indian Roads Congress (IRC).
Penetration test resulted in a penetration value of 63.33mm, which falls under the
recommended values of 60-70cm. Ductility test resulted in a ductility value of 96cm,
which is higher than the recommended >75cm. Softening point test resulted in a specific

11
gravity of 1.02, which also falls under the recommended 0.09-1.02 specific gravity.
Kumar et al. (2017) also conducted tests on the aggregates, undergoing impact test and
aggregate gradation. The impact test measures the capability of the pavement to handle
high loads of vehicles. The aggregate impact value resulted in 3.45 which. Kumar, et al.
(2017) recommended that a 3.4% aggregate mix would be the optimal mix. Kumar et al.
(2017) considered the maximum stability of the bitumen, the maximum unit weight, and
the median of designed limits in making the optimal mix. Kumar et al. (2017) concluded
the paper stating that 10% of the bitumen could be replaced with plastic in order to
reduce waste plastic in a beneficial way. However, this value is far from the
recommended 3.4% optimal mix. Although Kumar et al. (2017) stated that using
aggregates can protect the environment from any harmful effects by other waste plastic
methods, they did not state the possible environmental effects from producing the
aggregates.

The study by Poweth et al. conducted in 2013 focused on using wastes like plastic,
quarry dust, and tyres as subgrade soil for pavements. This excessive waste production
was triggered by factors like population growth, industrialization, consumerism, and
technological development. By reusing wastes in this manner, it could potentially reduce
its harmful environmental effects. Upon experimenting on various controlled proportions
of wastes and soil, the maximum dry density and California bearing ratio (CBR) of the
setups were obtained. The maximum dry density measured the compaction of the
mixture, while the CBR measured the mechanical strength of the mixture. From these, it
was found that increasing proportions of plastic decreased the maximum dry density and
the California bearing ratio (CBR). Meanwhile, increasing proportions of quarry dust
increased the maximum dry density and CBR. The same results were also obtained by
adding quarry dust to the previous soil-plastic mixture, implying that quarry is a suitable

12
material for pavement subgrade. Similarly, rubber tyre alone is not suffice for the same
reasons that deem plastic alone eligible; however, a mixture with quarry dust increased
its maximum dry density and CBR, therefore improving its suitability. Though the soil-
tyre-quarry dust mix gave off lesser values than the soil-plastic-quarry dust mix, with the
latter producing CBR values within the required range, both are nevertheless qualified
for subgrade. Using these kinds of waste is a good method on reducing waste however,
the researchers did not test other waste that can be used as a subgrade in pavements.

The article written by Rokdey et al. in 2015 focuses on coming up with useful
information as well as creating awareness amongst those who want to invest their time in
the field of utilizing waste as a material. With plastic found in almost all aspects of life,
it used to be innovative and groundbreaking, but with the modern world noticing its true
impact, Rokdey et al. (2015) aims to contribute to the movement against it by the
productive use of plastic waste in road construction. Starting with a review of related
literature, all sources agree with the vision stated by Rokdey et al. (2015). These sources
also provided the researchers with a basis for testing methodologies and what to look for
in their product. Reasons for the use of plastic were also enumerated, and types of plastic
to use and not use were also mentioned. For the methodology, actual processes were
mentioned such as the basics of segregation, cleaning and shredding before choosing
between either a wet or a dry process. Now for the results of the testing, which only
included the compressive strength testing and bending strength testing, both properties
experienced a directly proportional increase in strength to the amount of plastic in the
mix, with the disadvantages being the environmental concerns like mentioned in the
other sources of this RRL. Rokdey et al. (2015) concluded that plastic modified bitumen
is indeed a helpful addition to bitumen, especially in their setting in India. The only gap
found in their study pertains to the lack of justification for the claims regarding road

13
costing when using the modified bitumen.

The article written by Shah et al. in 2018 evaluated the properties of Polyethylene
(PE) modified bituminous mixture in comparison to conventional bituminous mixture.
The presence of High-Density Polyethylene (HDPE) and Low-Density Polyethylene
(LDPE) are widely used for industrial purposes like the packaging of foods, beverages,
toys, garbage bags, and bottles. The promotion on the demand of plastics like
polyethylene has been attributed to its cost, lightweight and durable properties. Through
implementing plastics in this manner, it could potentially address the concern of solid
waste management. This study aims to utilize higher PE content with the addition of the
bituminous mixtures. Marshall Stability Test, Voids, Bulk Specific Gravity, and Flow
properties were tested with different percentages of PE with the bituminous mixture and
the conventional bituminous mixture. Through adopting the dry process, the mixture is
modified by coating the aggregate with polyethylene instead of mixing it with the
bitumen that allows higher PE content rather than the wet process that allows higher
viscosity values and make it unworkable. Results show that at 2% HDPE-LDPE blend,
the optimum content required by bituminous mixture is 4.97% compared to 5.19 OBC
for control mix. Therefore, with the lower bitumen content, it would lower the cost for
the material. Moreover, an increase of PE content increases the Marshall stability values
of the material. This indicates that the higher the percent of PE, the greater the strength
of the pavement, however maximum value of PE content is up to 2% by weight of
aggregate due to the flow value of 4mm which the maximum limit for stable roads is.
Shal et al. (2018) recommended for further studies to tests on different proportions of
HDPE to LDPE and different grade of bitumen and include parameters like rutting,
moisture, and stripping test to further understand the quality of the pavement.

14
 The article written by Trimbakwala in 2017 seeked to provide an alternative way of
using waste plastic to produce roads. Trimbakwala (2017) has addressed the occurrence
on the increase load of plastic waste especially for populated countries like China and
India. Resources are diminished caused by the generation of plastic waste. In order to
address this problem, trends in environmental research have shown in this direction the
high potential on the possibility of using plastic-waste in road construction. Plastic as
stated by Trimbakwala (2017) mixed with bitumen increases its melting point during
winter season resulting to retain its flexibility during the cold season, therefore, increases
its life. By mixing plastic with bitumen, the ability to withstand high temperature
increases. However, the use of plastic in road construction is not a new concept. It was
already in use as PVC or HDPE pipe mat crossings built by cabling together PVC
(polyvinyl chloride) or HDPE (high-density-poly-ethylene) pipes to form plastic mats
(Trimbakwala, 2017). The plastic road incorporated transtition mats that helps ease the
passage of tyres up and down from the crossing. Both options help protect wetland haul
roads from rutting by distributing the load across the surface. The study aimed to use
plastic waste in road construction as an additive for with the bituminous mix that would
be beneficial in increasing its lifespan and solve environmental problems. Results have
shown through the Marshall Stability tests that the bitumen mix with the plastic modified
binder had an increase of 2.6 times the ordinary bitumen. Furthermore, Trimbakwala
(2017) recommended that the percentage of waste plastic of 8% while the same specified
by past studies is 10%. Although studies have proven the optimum percentage to be
10%, standards by the CRRI to be 8% as well (Trimbakwala, 2017). The life of plastic
road compared to the conventional ones is quite alarming as it is projected

15
 CHAPTER 3

METHODOLOGY

3.1 Materials

PRACRES2

3.2 Procedure

PRACRES2

3.3 Research Design

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3.4 Data Analysis Strategy

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 CHAPTER 4

RESULTS AND DISCUSSIONS

4.1 ABC

PRACRES3

4.2 DEF

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 CHAPTER 5

CONCLUSION AND RECOMMENDATIONS

PRACRES4…

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 REFERENCES

Appiah, J., Berko-Boateng, V., & Tagbor, T. (2017). Use of waste plastic materials for
road construction in Ghana. Case Studies in Construction Materials, 6, 1-7.
Barad, M. (2015). Use of plastic in bituminous road construction. Journal of Information,
Knowledge and Research in Civil Engineering, 3(2), 208-212.
Chavan, A. (2013). Use of plastic waste in flexible pavements. International Journal of
Application or Innovation in Engineering & Management, 2(4), 540-552.
Department of Environment and Natural Resources. (2015, December). National Solid
Waste Management Status Report (2008-2014). Retrieved from National Solid
Waste Management Status Report (2008-2014) website:
https://nswmc.emb.gov.ph/wp-content/uploads/2016/06/Solid-Wastefinaldraft-
12.29.15.pdf
Department of Public Works and Highways. (2017, November 9). 2017 DPWH ATLAS.
Retrieved from 2017 DPWH ATLAS website:
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