Novel ensemble modelling for prediction of fundamental properties of bitumen incorporating plastic waste

Arifuzzaman, Md; Qureshi, Hisham Jahangir; Fuhaid, Abdulrahman Fahad Al; Alanazi, Fayez; Javed, Muhammad Faisal; Eldin, Sayed M.

doi:10.1016/j.jmrt.2023.03.218

Cited by 12 publications

(2 citation statements)

References 46 publications

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“…As plastic content increases, it gradually fills these voids, leading to a reduction in air voids (V a ). In simpler terms, at the outset, the plastic doesn't tightly fill the gaps in the mix, but as more plastic is added, it gradually fills those gaps, decreasing the air voids [42]. The impact of plastic type and content on V a is presented in Fig.…”

Section: Air Voids (V a )mentioning

confidence: 99%

Plastic roads: asphalt mix design and performance

Shah,

Yousaf,

Khalid

et al. 2024

Discov Appl Sci

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Plastic materials are extensively utilized in various aspects of daily life. However, the substantial amount of plastic waste generated can cause significant global environmental issues without efficient waste management practices. To address this problem, the utilization of waste plastics in high-value applications such as highway construction through hot mix asphalt (HMA) has been deemed ideal. Polyethylene terephthalate (PET), low-density polyethylene (LDPE), and high-density polyethylene (HDPE) are the three most prevalent types of plastic waste found in municipal solid waste. The impact of plastic-type and content on the mechanical, volumetric, and durability properties of hot mixed asphalt (HMA) was investigated by utilizing varying plastic contents of PET, LDPE, and HDPE. Tests were conducted in accordance with ASTM standards on twelve HMA mixtures made with an optimal binder content (OBC) of 4.3%, and plastic contents of 3%, 6%, 9%, and 12% by weight of OBC. Marshall stability and flow tests were conducted to ascertain the optimal plastic content for each tested mixture. The findings indicated that the stability and flow values improved as the plastic content was raised. 9% LDPE mix gave a maximum Marshal stability value of 12 kN. Additionally, as the plastic content increased, the values for air voids and voids filled with asphalt decreased in all 12 mixes tested. This research aligns with the United Nations 2030 sustainable development goals (SDGs), including SDGs 9, 11, 12, 13, 14, and 15, and presents a viable method for implementing the 3Rs approach towards sustainable plastic waste management.

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Section: Air Voids (V a )mentioning

confidence: 99%

Plastic roads: asphalt mix design and performance

Shah,

Yousaf,

Khalid

et al. 2024

Discov Appl Sci

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“…Studies showed a significant improvement in the CBR value of the subgrade when 15% fly ash was incorporated into the subgrade layer, reducing the required thickness and lowering the cost of the asphalt pavement structure [7,8]. To determine the foundation properties of bitumen containing plastic waste, models have been developed using various machine learning algorithms [9]. Machine learning algorithms have also been applied to predict the Marshall Stability of asphalt concrete based on bitumen content, plastic content, bitumen grade, and plastic size [10].…”

Section: Introductionmentioning

confidence: 99%

Potential of Using Waste Materials in Flexible Pavement Structures Identified by Optimization Design Approach

Jelušič,

Gücek,

Žlender

et al. 2023

Sustainability

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This paper presents the design of geosynthetic reinforced flexible pavements and their modification by incorporating waste materials into bonded and unbonded layers of the pavement structure. The optimal design of flexible pavements was achieved by minimizing the construction cost of the pavement. The incorporation of waste materials into the pavement structure affects the material properties. Therefore, along with the traffic load, the effects of the material properties of the asphalt concrete, base layer, sub-base layer, and subgrade were analyzed in terms of pavement structure costs and CO2 emissions of materials used in pavement construction. In addition, a comparison was made between pavements with and without geosynthetic reinforcement in terms of design, optimum construction cost, and CO2 emissions. The use of geosynthetics is even more effective in pavement structures that contain waste materials in an unbound layer, both in terms of cost and CO2 emissions. The minimum value of the California Bearing Ratio of the subgrade was determined at which the use of geosynthetic reinforcement for pavement structure with and without the inclusion of waste materials is economically and sustainably justified. The use of geosynthetics could result in a 15% reduction in pavement structure cost and a 9% reduction in CO2 emissions due to the reduced thickness of unbound layers. In addition, reducing the CBR of the unbound layer from 100% to 30% due to the inclusion of waste materials implies a cost increase of up to 13%. While the present study is based on an empirical pavement design method in which pavement thickness is limited by the pavement thickness index, the same minimum thicknesses are obtained in the optimization process regardless of whether the objective function is the minimum construction cost or minimum CO2 emissions.

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