The Use of Low-density Polyethylene in Hardening the Asphalt

A Capstone Project
Presented to the Faculty of
Science, Technology, Engineering, and Mathematics
Far Eastern University-Senior High School

In Partial Fulfillment of the Requirements

For the Engineering and Physics Career Exposure Track

By
Alberto, Jeremy Jimree C.
Domingo, Aristotle R.
Ilao, John Marc G.
Mapa, Geo Andrei B.
Padero, Diether M.
Palencia, Franz Leonard T.

Mr. Adrian Blas

March 2018
 APPROVAL SHEET

This capstone project entitled “INSERT TITLE”, prepared and submitted

by Alberto, Jeremy Jimree C., Domingo, Aristotle R., Ilao, John Marc G., Mapa,
Geo Andrei B., Padero, Diether M., and Palencia, Franz Leonard T.
In partial fulfillment of the requirement for Engineering and Physics Career
Exposure Track has been examined and hereby recommended for acceptance
and approval.

Signature over Printed Name

Capstone Adviser

Panel of Examiners

Signature over Printed Name

Panel Chair

Signature over Printed Name Signature over Printed Name

Panelist Panelist

Accepted and approved in partial fulfillment of the requirements for Engineering

and Physics Career Exposure Track.

Rebecca N. Martillana
Academic Assistant
STEM Strand

Maria Regina Corazon Sevilla-Sibal

Academic Coordinator / Executive Director
STEM Strand
 Table of Contents

ACKNOWLEDGEMENT...................................................................................................i
ABSTRACT...................................................................................................................... ii
INTRODUCTION.............................................................................................................. 1
Background of the study.........................................................................................................2
Statement of the Problem.......................................................................................................2
Purpose of the Study...............................................................................................................3
Rationale...................................................................................................................................4
Research Questions................................................................................................................8
Nature of the Study..................................................................................................................8
......................................................................................................................................................
Significance of the Study........................................................................................................9
Definition of Terms.................................................................................................................11
Assumption and Limitations..................................................................................................12
REVIEW OF RELATED LITERATURE..........................................................................13
METHODOLOGY........................................................................................................... 27
Design of the Study...............................................................................................................27
Data Analysis..........................................................................................................................30
Design of the Prototype.........................................................................................................30
Budget Allocation...................................................................................................................38
RESULTS AND DISCUSSION.......................................................................................39
SUMMARY,CONCLUSION AND RECOMMENDATION...............................................44
REFERENCES............................................................................................................... 51
APPENDIX..................................................................................................................... 55
 ACKNOWLEDGEMENT

The researchers acknowledge the love and support of their family, friends and
technology. They would like to give their heartfelt thanks to Mr. Adrian Blas, CE
adviser and Capstone chairman, who helped in conducting and producing a high
quality and logical research that is related to the chosen field. Also to
acknowledge the guidance of Ms. Millaine Santos, practical research adviser and
Mr. Richard Ilustre, research mentor who helped the researchers to get the
following results and to experience producing a hgh quality research. They also
gave some insight and knowledge in road making process. FEU Tech Civil
Engineering Department, by allowing the researchers to execute the testing for
the gathering of data of the researchers to execute the testing for the gathering of
data of the research In addition, the researchers would also like to thank the FEU
SHS STEM Department for giving the researchers a well organized Career
Exposure experience. Also the family of the researchers who gave their
unconditional support and guidance to accomplish this study.Most especially the
researchers would like to thank to God by giving the researchers strength and
knowledge and wisdom to finish this paper.

i
 ABSTRACT
The traditional asphalt mix is the common material used in road
managements. Ideally, asphalt is adequate in building roads than cement as its
composition is rougher and less expensive, related study takes place in part of
the Scotland by MacRebur the company introduce the MR6. Due to interest the
outcome look afterwards the differences of these materials. Accumulating
materials such as plastic sachets that is gathered and recycled coming from the
wastes. Asphalt blocks is gathered from Baclaran, Paranaque City. Appraising
the merit scientifically tested through computing such parameters with the grit
that such activity is applicable in tropical country such in Philippine’s setting
examining the melting rate response of the experimental asphalt with plastic
sachets and its solidification rate. Using the Marshall Stability test, the durability
of the model is also tested to prove that the experimental asphalt is possible to
substitute the traditional asphalt. To compare the two parameters, T-test is used
in order to prove and distinct the differences of each variables regarding their
melting and solidification rate in response such experiment. For the durability, the
data gathered in both the flow and stability is used. Further study refers that there
is a minimal difference in both parameters in terms of their melting and
solidification rates, on the other hand, the durability of the asphalt mix with plastic
sachet is subpar compared to the traditional mix. Because of these gathered data
in the tests executed, the use of plastic in hardening the asphalt is guaranteed
possible to do. Serving the higher good to the field of engineering practically
obtained. Based on the gathered data by the researchers, there’s minimal
difference between the two samples based on their melting and solidification
rates. The asphalt with plastic takes more time to melt and solidify because the
plastic itself adapts the temperature of the asphalt and applies it to itself before
reacting. On the other hand, based on the test regarding the durability of the two
samples, asphalt mix with plastic is more durable than the traditional asphalt mix
based on the data gathered in their flow and stability.
Keywords: Plastic, Roads, T-test, Marshall Stability test, Asphalt,

ii
 INTRODUCTION
Pollution is commonly observed especially in the streets. In fact, the
Philippines is one of the known countries when it comes into pollution. One of the
common pollutants that’s found in the streets are plastic sachets. The streets in
Metro Manila proves the case. Another example is the Pasig River, which is full
of plastic wastes, especially plastics. When heavy rain hit the country, flood will
automatically appear because of the clogged drainage. Researches proved that
plastic takes 450 years to decompose. 450 years is a very long time and plastic
will be a problem while it remained undecomposed.
There are ways to prevent this continuous growth of the plastic wastes,
some supports the no plastic scheme, while some recycles the plastic wastes
into brand new materials that is convenient. In addition with these solutions, the
researchers proposed a asphalt solidified by plastic sachet. This plastic sachet
which is cheaper and one of the plastic wastes problems will substitute the
asphalt oil to help solidify the asphalt in order to be used as roads. Since the
material is cheaper this will cover the roads which still doesn’t have asphalt. Also,
will resolve the plastic waste concerns in the Philippines (Dimacali, 2017).
Solutions is a must to prevent the continuous growth of plastic wastes.
Developing more ways on reducing the number of plastic wastes is a must.
These plastic takes a long time to be disposed and has harmful chemicals along
with it. If the number of plastic pollution continues, it will be a big problem not
only with the environment, but also with humans and other living things (Laville &
Taylor 2017).
The goal of this research is to provide additional solutions to prevent the
continuous growth of the plastic wastes that pollutes the environment. This will
lessen and be an active solution for the effects of the plastic wastes. Other than
that, the researchers want to open awareness regarding the issue and open
other ideas which can help solve the problem regarding the plastic wastes.

1
Background of the study
Nowadays road making industry or road management are one of the useful
invention of mankind because the researchers knows that everybody used roads
in their specific way. The researchers wants to have new and useful invention
that would benefit the road industry by adding low-density polyethylene plastic in
the traditional asphalt. The researchers wants to add a new material in asphalt
roads that is suitable and can be useful for them to help improving the durability
of the asphalt that can help the road industry.
Road making industry is one of the successful industry in the country. The
road is used by many in different approach and one of that approach is in
Transportation, transportation plays major role in our economic state. The
researchers aiming to find ways that can help the road industry in producing high
quality roads that will last longer and that is by using plastic sachets as one of the
main materials in making the road more stronger and more compact than the
traditional way of making roads.
Using plastic sachets which is a low-density polyethylene materials is
unique because the road industry used the traditional way of making roads.
Asphalt with plastic materials is said to be more compact and not easily to break
and that’s a good sign for road industry because they can use the plastic while
eliminating the waste of the Philippines because the researchers know that
plastics are one of the main problem here in the Philippines by using plastics in
road making process the waste will decrease.
By using plastic materials it will turn the plastic waste into something useful,
people don’t know that waste can be turn into something that will make the roads
more stronger. As the season change the asphalt behavior will change also and
the plastic with asphalt will play a major role or major impact interms of
performance.

Statement of the Problem

Since the Philippines is a tropical country, it might affect the composition of
the asphalt with melted plastic sachet, compared to Scotland which has a

2
different environment. Since the smoke of the plastic sachet causes harmful
effects, the production, especially the melting of the plastic sachet produces
chemicals that can harm not only the health but also the environment because of
the smoke it releases. Because of this, the place of production and the
production itself must be strictly observed. The plastic sachet that should be used
in the research must be recycled and from the wastes, providing that this
research’s main goal is to recycle and provide a solution for plastic wastes. Lack
of resources will also be a challenge for the researchers, the materials required
and the equipment to be used to produce the asphalt. After the production, the
quality of the solidified asphalt will be the critical aspect for the research, and its
components compared to the traditional asphalt with asphalt oil
Purpose of the Study
The research provides a solution for the continuous growth of plastic
wastes in the country, specifically in the Philippines. The researchers wants to
introduce an idea in road management which includes using plastic sachets
wastes in solidifying the asphalt. The goal of this research also includes and
provides wide variety of benefits.
The research will provide new ways and use to decompose plastic sachet.
This will start a new trend for the community to develop ideas in decomposing
plastic sachet. Since there’s a significant use for the plastic sachet, it will be
collected properly because of the new benefit that it can provide, especially the
construction companies. Development of roads will become cheaper especially
with the use of plastic sachet as a main material. Because of this, the
government will use less tax money in road developments, which will open a tax
cap to other government projects and other beneficiary projects. Informing other
researchers that wants to conduct a study related to this research what are the
hindrance and the benefits in conducting this study. The research will also open
awareness in the said issue and may produce other ideas that can help prevent
the pollution in the Philippines.

3
Rationale
Our roads is built by high class workers and good materials. Asphalt is one
of these materials and is being used with commercialized oil, which is highly
expensive than other alternative resources. Asphalt is one of the important
components in developments of roads because of its characteristic and features
compared to cement. Because of asphalt oil, road management projects requires
a lot of money.
The researchers conducted a research on what could substitute the asphalt
oil, in which at the same time, provide a materials which is environmental friendly
that can help resolve the continious growth of pollution. Durable plastics
consume less energy during the production process. Melted plastic require, far
fewer raw materials, weighing ten times less than steel and a hundred times less
than cement. It is much cheaper and environmentally friendly if used. Durable
plastics are also cheaper and will only consume less especially in the
construction budget.
One of the reasons why the researchers use plastic as the alternative
because it is massive and it affects the environment. Due to its biodegradability it
creates stagnation in water and associated hygiene problems. The composite
material is found to have higher strength, higher resistance to water absortion
and better performance over a period of time.
The one fundamental reason for this proposal is that it can be use to fix
broken roads by using recycled plastic sachets through the recycled
bottles/plastics we can also save our economy for peace and green community
and may also help in prevent cloggage of sewers and floods.

Theoretical Framework
These days, a lot of waste materials are being delivered on the planet. One
of the waste materials is plastic container. Creating dispensable plastic jugs is
turning into a noteworthy issue in numerous nations. Utilizing waste plastic as an
auxiliary material in development undertakings would be an answer for conquer
the emergency of delivering vast measure of waste plastics in a single hand and

4
enhancing the structure's attributes, for example, protection against splitting then
again. This examination expected to research the impacts of including plastic
containers in street asphalt. Marshall Properties and also particular gravity of
black-top blend containing diverse rates of plastic jugs were assessed. In
addition, Optimum Asphalt Content (OAC) was figured for every level of plastic
containers utilized as a part of the blend. The solidness and weakness attributes
of blend were surveyed at OAC esteem. Results demonstrated that the solidness
and stream estimations of black-top blend expanded by including waste
squashed plastic jug into the black-top blend. Further, it was demonstrated that
the mass particular gravity and firmness of blends expanded by including lower
measure of plastic jugs; notwithstanding, including higher measures of plastic
brought about lower particular gravity and blend solidness. Moreover, it was
presumed that the blends containing waste plastic jugs have bring down OAC
esteems contrasted with the traditional blend, and this may decrease the
measure of black-top cover can be utilized as a part of street development
ventures. Moreover, the blends containing waste plastic indicated fundamentally
more noteworthy exhaustion protection than the ordinary blend (Soltani, 2013).
MacRebur has come up with a way to create roads that are made of
recycled plastic and this is the MacRebur, the said company made it stronger
and longer-lasting than normal asphalt-based roads. The MacRebur made the
MR6 material in the road making. The MR6 gets mixed with other road-making
materials to hold the street together, replacing the need for the oil-based
substance known as bitumen. Basically, roads are composed of 90 percent rock,
sand, and limestone, and 10 percent bitumen thus the Scotland based company
named MacRebur, substance replaces the need for that last wasteful material,
according to Inhabitant. This is MR6; it is made entirely from waste materials that
get mixed into asphalt to create the durable roads. According to MacRebur, the
roads that built with MR6 are less likely to crack than conventional roads; it is
also reducing the tire resistance, which could help improve fuel economy for any
vehicles using the roadway. Also MacRebur conclude that the polymer-based
roads are more durable than normal asphalt roads not to mention more

5
environmentally-friendly. Currently, in the northwest England in Cambria roads
are being put down. The first stretch of MR6-infused road was in the driveway of
Toby McCartney, MacRebur's founding engineer, according to Inhabitant. The
said company called MacRebur has come up with a way to create roads that are
made of recycled plastic, and are stronger and longer-lasting than normal
asphalt-based roads. This is one of the reasons why the researchers would like
to test such in the Philippine setting; it could be an alternative for the usual oil
that is commonly used in asphalts. The researchers are also considering the
innovation of an invention that will keep their field of study progress. A
spearheading study will be advancement and it will be a good source of
information for the next generation (Brown, 2017).
The threat of disposal of plastic will not solve until the practical steps are
not initiated at the ground level. It is possible to improve the performance of
bituminous mixed used in the surfacing course of roads. Studies reported in the
used of re-cycled plastic, mainly polyethylene, in the manufacture of blended
indicated reduced permanent deformation in the form of rutting and reduced low
– temperature cracking of the pavement surfacing. The field tests withstood the
stress and proved that plastic wastes used after proper processing as an additive
would enhance the life of the roads and also solve environmental problems.
Plastic is a very versatile material. Due to the industrial revolution, and its
large scale production plastic seemed to be a cheaper and effective raw material.
Today, every vital sector of the economy starting from agriculture to packaging,
automobile, electronics, electrical, building construction, communication sectors
has been virtually revolutionized by the applications of plastics.

6
 Conceptual Framework

Testing normal asphalt and

asphalt with plastic

Comparing the durability

Comparison of of both asphalt and
melting and asphalt with plastic
solidification rate
Getting their Flow and
Gathering the Stability data of both
Gathering the melting
solidification rate asphalt and asphalt with
rate data for normal
data for normal and plastic
and with plastic
asphalt with plastic asphalt

Significance difference of
Significant Difference both asphalt and asphalt
of both melting and with plastic mix
solidification rate
Fig. 1: Conceptual Framework

The chart shows the process on how would the researchers will compare the
differences of the experimental and commercialized asphalt. It is to prove that the
experimental asphalt can substitute the work that the commercialize offers. First
is to test the melting and solidification rates of the samples. The melting point
and the solidification will prove that the experimental asphalt can develop resist
and how would it react to heat like the commercialize asphalt. It also helps to
indicate what kind of process can be done to the experimental asphalt when
applying it to road managements. Using the equipment, the flow and the stability
of the samples will be measured. With the data gathered, using the equations,
the researchers will indicate how durable the two samples are. The data
gathered in all the tests will indicate and prove that the experimental asphalt is a
possible substitute to the commercialized asphalt. This will also indicate the
strengths and weaknesses of both the experimental and commercialized
asphalts.

7
Research Questions
Road is the path to successful economy of a country, and this is also a sign
of progress. A lot of roads and highways are being built today. One of the easiest
ways to build a road is using asphalt cement, since within a night it can solidify
and can be used in the morning. However, it is a bit expensive in terms of the
ingredients so the researchers came in terms for looking an alternative for oil.
They have come up to the idea of burning the waste plastics. Through recycling,
it can be an alternative raw material to a commercialized oil for use in asphalt
cement. This is the reason why the researchers want to pursue this study.
Nowadays, our government focusses on building a lot of high quality roads.
Our roads is built by high class workers and good materials. Asphalt is one of
these materials and is being used with commercialized oil, which is highly
expensive than other alternative resources. Durable plastics consume less
energy during the production process. Melted plastic require, far fewer raw
materials, weighing ten times less than steel and a hundred times less than
cement. It is much cheaper and environmentally friendly if used.
1.Between the commercialized and the experimental asphalt,which of the two
requires a long time to solidify? Why?
2. What are the characteristics of the asphalt with plastic sachets that makes it a
possible substitute for the traditional asphalt?
3. What is the significant difference of the experimental and traditional asphalt in
terms of their durability?

Nature of the Study

The researchers used controlled experiment to determine the solidification
rate and the melting point of both asphalt oil and the melted plastic sachet to
compare the differences of the two and if it is possible to substitute plastic sachet
as asphalt oil. The significance of this is to show and contemplate if the melted
plastic sachet can equal or better surpass the benefits of the traditional asphalt
oil in road constructions. In executing the experiment, the researches will use
proper equipment and safety gears, especially gloves for the heat and chemicals

8
also face masks to avoid inhaling the smoke or any hazardous chemicals
produced in the experiment. Other equipment includes. The plastic sachet will
then be cut into smaller pieces for it to easily melt when applied with heat also so
that it will produce appropriate size that is desired by the researchers. Controlled
experiment will produce two samples for each of the materials to compare the
consistency of each component. Both the time it took to melt and to solidify will
be recorded for the data. After measuring the melting point and the solidification
rate of the materials, the durability of the normal asphalt and the asphalt with
added plastic sachet. The model will then be formed using specific materials
such as: coarse aggregates 756.00g, fine aggregates 572.00g, cement 72.00g
asphalt 90.00g and plastic sachet 27g. The aggregates will then be mixed
together to form road-like model. The asphalt fragments with a specific amount
will then be melted with the desired temperature. The melted asphalt will then be
poured to the aggregates to stick the elements together. The mixing of the
aggregates need to be quick and precise before it cooled down. After mixing, the
aggregates with asphalt will then be transferred to a cylindrical metal container.
Using the Marshall Compactor machine, the asphalt will be compacted to have a
realistic road-like structure. The model takes 24 hours to solidify and cool down.
The asphalt will then be preheated to a specific temperature which is 100°C.
After that, the model is ready to undergo the Marshall Stability test, this will show
and compare the durability of the traditional and experimental asphalt. The data
gathered will then be compared for significance difference. The researchers will
also predict and explore the scope of the research based on the gathered data in
the experiment conducted.

Significance of the Study

Philippines is one of the countries known for the pollution, especially the
plastic wastes. Because of this, the country is prone to disasters especially flood
when heavy rain arrives to the country. This research is to provide a solution to
prevent the growth of pollution so that disasters and other unpleasant events will
be prevented.

9
Researchers wants to contribute in the road management industry by making a
specific model. Which includes plastic sachet as a material to solidify the
asphalt.The research will provide new ways and use to decompose plastic
sachet. This will prevent the continious growth of plastic sachet pollution. This will
lessen the possible effects of the pollution, like disasters and other risk prone
effects of the pollution. Plastic sachet will be collected properly because of the
new benefit that it can provide, especially to the construction companies.Other
significant benefits includes development of roads will become cheaper
especially with the use of plastic sachet as a main material.Government will use
less money in road developments providing that the material or resources is
commonly collected, especially with the use of plastic sachet as the main
material. Because of this, small amount of tax is only required for road
management. The exess tax will be added to other projects that offers other
benefits.Researchers also aims to have better understanding in making roads
that the citizen may have a good or a bad quality of transportation route.

10
Definition of Terms
Adhesion: the action or process of adhering to a surface or object.

Aggregate: a whole formed by combining several (typically disparate) elements.

Amine: an organic compound derived from ammonia by replacement of one or

more hydrogen atoms by organic groups,

Appraising: Asses the performance or quality of a certain object or topic.

Asphalt: Asphalt is used as a main material in making surface roads, airports,

parking lots and others.

Bitumen: a black viscous mixture of hydrocarbons obtained naturally or as a

residue from petroleum distillation. It is used for road surfacing and roofing.

Brittle:hard but liable to break or shatter easily.

Coarse: rough or loose in texture or grain.

Conjointly: Joined together; combined:

Dampness: the state or condition of being slightly wet.

Engineering: Engineering is a branch of science dealing with technology,

designs,

building, machines, and structures.

Exploitation: the action or fact of treating someone unfairly in order to benefit

from their work.

Fumes: Gas, smoke, or vapor that smells strongly or is dangerous to inhale.

Granite:a very hard, granular, crystalline, igneous rock consisting mainly of

quartz, mica, and feldspar and often used as a building stone.

Granule: a small compact particle of a substance.

11
High Density Polyethylene:High-density polyethylene (HDPE) or polyethylene
high-density (PEHD) is a polyethylenethermoplastic made from petroleum. ...
With a highstrength-to-density ratio, HDPE is used in the production of plastic
sachet, corrosion-resistant piping, geomembranes, and plastic lumber.

Limestone: is a sedimentary rock composed largely of the minerals calcite and

aragonite, which are different crystal forms of calcium carbonate (CaCO3).

Marshall Stability: The marshall stability of mix is defined as a maximum load

carried by a compacted specimen at a standard test temperature of 60ºC. The
flow value is deformation the marshall test specimen under goes during the
loading upto the maximum load, 0.25 mm units.

Ostensible: stated or appearing to be true, but not necessarily so.

Parameter: a numerical or other measurable factor forming one of a set that

defines a system or sets the conditions of its operation.

Pavement: Any paved area or surface.

Polluter: A person or object that responsible for giving the environment a

harmful

and poisonous substance.

Polymers: Useful chemical made of many repeating units.

Prototype: Model or the copied one from another object to present as a another

Rammer:a wooden cylinder about the same diameter and length as the shot.
Artillery through the Ages Albert Manucy. These may be mashed with a stout
hoe or shovel, or with a block like a pavier's rammer

12
Road management: It can be a plan or a council responsible for the assets of
the

road.

Rut: gerund or present participle

Silane: a color less gaseous compound of silicon and hydrogen that has strong
reducing properties and is spontaneously flammable in

Specimens: an individual animal, plant, piece of a mineral, etc., used as an

example of its species or type for scientific study or display.

Sturdiness: strongly built; stalwart; robust:

Suffocation: Difficulty in breathing.

Tensile: relating to tension, capable of being drawn out or stretched.

Viscoelastic: is the property of materials that exhibit both viscous and elastic
characteristics when undergoing deformation.

13
Assumption and Limitations
Assumption
The expected result of this study is to help the researchers, Engineers and Road
Companies to make the asphalt more durable than the normal one. The
researchers expects that the asphalt with plastic sachet will be more convenient
to use and will produce a more durable and more convenient than the traditional
asphalt,it is to provide a effective solution in the high and continues increase of
plastic population sachet here in the Philippines. The researchers are expecting
that the asphalt with plastic sachet that it will be more compatible to use in some
tropical countries that has the same issue as the Philippines. Providing this
research, the researchers also expects that more effective solution will be
opened to provide other solution to the increase and high plastic pollution.
Limitation
Although the reseach reached its aims, the research still has its limitaion. First,
the data is only limited to what is the available testing equipments in the facilities.
Because of this, other components that can solidify the research further will not
included in the research.The materials used by the researchers are limited hence
the limited trials that is conducted.The research conducted doesn’t scope the
after effect of the melted plastic sachets because of the limited equipment that
the researchers has. The plastic is known to produce hazardous gases that can
affect the ozone layer of the Earth. Testing the model with other tests will have
an impact and will make the research more accurate. Second, althought the
model is a realistic road-like structure, it isn’t tested actually as a road. The
model isn’t tested if it can last and produce the same results as the traditional
asphalt. The model is not exposed as the traditional asphalt, it is to compare if
the model will equal or surpass the work of the traditional asphalt offers.Third, the
research didn’t include the examination of the possible effects of natural events
that can damage the model. Lastly, because of the specificity of the field of the
research, it can cause the lost of interest and motivation to other researchers.

14
 REVIEW OF RELATED LITERATURE

This chapter will discuss about the related topics and studies occurring the topic
of Road Management/Improvement: the Use of Plastic Sachet in Hardening the
Asphalt. The following literatures will provide a brief explanation to the
aforementioned. These will provide concrete examples related to researcher’s
study, thus setting a background that will guide the researcher upon finding the
conclusion to the study. Furthermore, these literatures correlated to the topic will
also provide data that is needed for the research.

A.Using Plastic in Asphalt

The purpose of this study was to research (a) the consequences of rubber
and plastic concentrations and rubber particle sizes on properties of asphalt
cement, (b) on properties of asphalt concrete specimens and (c) the
consequences of ash, marble powder, rubber powder and oil contaminated soil
as filler materials rather than stone powder within the asphalt concrete
specimens. One variety of rock mixture and one penetration-graded asphalt
cement (75-100) were used. 3 concentrations of rubber and plastic (i.e. 5%, 100
percent and 2 hundredth of the overall weight of asphalt cement), 3 rubber
particle sizes (i.e. No. 4 [4.75mm] - twenty [0.85 mm], No. 20 [0.85mm] - two
hundred [0.075mm] and No. 4 [4.75mm] - two hundred [0.075mm]) and one
plastic particle size (i.e. No. 4 [4.75mm] - ten [2.00mm]) were conjointly used. it
absolutely was found that whereas the addition of plastic considerably accrued
the strength of specimens, the addition of rubber decreased it. No. 4 [4.75mm] -
two hundred [0.075mm] rubber particles showed the simplest results with
reference to the indirect tensile take a look at. The Marshall stability and indirect
durability properties of plastic changed specimens accrued. Marble powder and
ash can be used as filler materials rather than stone powder within the asphalt
concrete pavement specimens (Sage, 2003).
One of the environmental problems in most regions of Asian nation is that the
sizable amount of bottles made of poly-ethylene terephthalate (PET) deposited in

15
domestic wastes and landfills. because of the high volume of those bottles, over
one million M3 lowland house is required for disposal once a year. the aim of this
experimental study was to analyze the chance of exploitation PET waste in
asphalt concrete mixes as combination replacement (Plastiphalt) to scale back
the environmental effects of PET disposal. For this purpose the mechanical
properties of plastiphalt mixes were compared with management samples. This
study targeted on the parameters of Marshall stability, flow, Marshall quotient
(stability-to-flow ratio) and density. The waste PET employed in this study was
within the style of granules of concerning three metric linear unit diameter which
might replace (by volume) some of the mineral coarse aggregates of AN equal
size (2.36-4.75 mm). all told ready mixes the determined half-dozen.6% optimum
hydrocarbon content was used. during this investigation, 5 totally different
percentages of coarse combination replacement were used. The results showed
that the mixture replacement a pair of|of two}0% by volume with PET granules
would lead to a discount of 2.8% in bulk compacted combine density. the worth
of flow within the plastiphalt combine was not up to that of the management
samples. The results conjointly showed that once PET was used as partial
combination replacement, the corresponding Marshall stability and Marshall
quotient were virtually identical as for the management samples. in line with most
of specification demand, these results introduce AN asphalt combine that has
properties that produces it appropriate for sensible use and moreover, the use of
PET for asphalt concrete roads helps alleviate AN environmental downside and
saves energy (NCBI, PubMed, 2005).
Low density polyethylene (LDPE) is defined by a density range of 0.910–0.940
g/cm3. LDPE has a high degree of short and long chain branching, which means
that the chains do not pack into the crystal structure as well. It has, therefore,
less strong intermolecular forces as the instantaneous-dipole induced-dipole
attraction is less. This results in a lower tensile strength and increased ductility.
LDPE is created by free radical polymerization. The high degree of branching
with long chains gives molten LDPE unique and desirable flow properties. It is
used for both rigid containers and plastic film applications such as plastic bags

16
and film wrap. In 2009 the global LDPE market had a volume of circa 22.2 billion
US-dollars (15.9 billion Euros). For common commercial grades of high-density
polyethylene the melting point is typically in the range 120 to 130 °C (248 to 266
°F). The melting point for average, commercial, low density polyethylene is
typically 105 to 115 °C (221 to 239 °F). Most LDPE and HDPE grades have
excellent chemical resistance and do not dissolve at room temperature because
of their crystallinity. Polyethylene (other than cross-linked polyethylene) usually
can be dissolved at elevated temperatures in aromatic hydrocarbons such as
toluene or xylene, or in chlorinated solvents such as trichloroethane or
trichlorobenzene. When incinerated, polyethylene burns slowly with a blue flame
having a yellow tip and gives off an odor of paraffin. The material continues
burning on removal of the flame source and produces a drip. (Falat Group, 2011)
The cracks on our roads are the effect caused by rapid temperature and weather
changes. The cold to hot temperatures causes our asphalt to become brittle and
crack. Not only that, it is also because of asphalt's 'visco-elastic' nature, meaning
it needs to have both viscous and elastic properties. A pavement that is too
flexible will not be able support super heavy vehicles and will eventually cause it
to crack, a low viscous asphalt will have difficulty in setting in place, and a high
viscous material will melt under the bright sun even before it sets, making it weak
after it's already done setting. But somehow, roadworkers cannot find the
equilibrium of how much flexibility and viscosity the asphalt needs in order to not
crack and be useful for a longer time. The researchers of this study taught of
using plastic materials and crumbs of rubber as a 'binder' (a substance added in
a mixture to hold all together the ingredients) to mix in our ordinary asphalt
mixture. The researchers have conducted their experiment and have seen
amazing results, they found out that plastic and crumb rubbers does help in
asphalts durability and lifespan. The researchers having been fully aware of the
rapid urbanization and population growth made use of the materials that our
planet earth considers the most used waste by everyone, Plastics being 'non
biodegradable' in nature makes sense because meaning it's such a strong
chemical that even rapid weather change cannot destroy it. The researchers both

17
solved an economic and environmental issues.As a result, it can be concluded
that the addition of plastic wastes, such as Low Density Polyethylene (LDPE) and
High Density Polyethylene (HDPE), and Crumb Rubber (CR) to neat binder can
play a significant role in improving the elastic behavior of binder in order to
extend the service life of pavements in terms of reduced susceptibility to rutting
and cracking. In addition, the use of these recycled wastes will play a significant
role in reducing the use of non-renewable resources, in constructing sustainable
pavements, and in reducing the environmental impacts of waste disposal at
dumpsites. Asphalt is a viscoelastic material; hence its consistency and adhesion
mechanisms are affected by loading rate and temperature. At high temperatures
and under slow moving loads, asphalt behaves as a viscous liquid, while at low
temperatures and under rapid loads, it behaves like an elastic solid. When
improper binder is used in the mix or the mix is exposed to environmental or
vehicular loading not considered in the mix design, premature failure could occur,
including fatigue, longitudinal and block cracking, rutting, potholes, etc. (Khan,
2016).
On the off chance that someone at any point microwaved the previous remains in
the run of the mill plastic to go compartment, you've seen the impact that high
warmth can have on thermoplastic. The plastic starts to mellow and lose its
firmness as the material temperature increments and on the off chance that you
warm it sufficiently long or surpass the breaking point of its operational
temperature go, it will start to mutilate. Most dire outcome imaginable, when you
open the microwave way to make the most of your dinner, you are given
something that can be very unrecognizable from what you put in. While this
illustration may not be pertinent in all cases, it demonstrates the significance of
choosing a plastic thermoforming material with the suitable temperature
properties for your application's working condition. Envision a comparative
situation on a basic security, auxiliary, or useful segment for a medicinal,
transportation, or mechanical application. Loss of solidness (flexural modulus)
and material mutilation (warm avoidance) are only a couple of the elements to

18
represent while tending to the temperature prerequisites of a task (Productive
Plastic Inc., 2016).
Commuters usually using road for transportation. That is why they want it to be
strong and can stand for a long period of time. A study shows that using plastic in
making asphalt can make it more durable than what we usually use for road
concerns. Asphalt oil is a byproduct of crude made up of petroleum and plastic
sachets are usually drawn from a carbon to form plastic sachets, which also
came from petroleum. A study stated that polymers have certain properties that
can make a simple asphalt more stable and not easily to break. The asphalts
viscosity is paired with the plastic that can be used, to improve the performance
of pavement against rutting, cracking, and enhance the performance of
pavement over the long-term period. In general asphalt with added plastic has a
significant effect on the elastic behavior of the modified binder. The main idea of
this research is to know if such as Low Density Polyethylene (LDPE) and High
Density Polyethylene (HDPE), and Crumb Rubber (CR) to neat binder can play a
significant role in improving the elastic behavior of binder in order to extend the
service life of pavements in terms of reduced susceptibility to rutting and
cracking. The binder gives an optimum value for rutting perimeter at all
temperatures, which indicates that it is havin more resistance against rutting
compared to asphalt that are added with another material. Furthermore, the
performance grade of neat bitumen at high temperatures increases from 64°C to
70°C (Khan, 2016).
The people in Ghana examined if plastic materials can be used for road
construction. They conducted the study for Ghana which is trying to solve two of
the country’s problems regarding waste - first, the management of municipal solid
waste (MSW) particularly, used plastics which have overwhelmed major cities.
Secondly, the formation of potholes on roads due to excessive traffic. To do this,
the authors used various types of additives or modifiers to bitumen such as
polymers, rubber latex, crumb rubber, etc. which was taken from plastic sachets,
bags, wrappers and other plastic waste-materials. The laboratory test conducted
were for Penetration, Softening point, Viscosity and FTIR (Fourier transform

19
infra-Red) test. The penetration test is used to determine the two samples
durability to know if the structure of the sample have capabilities that may lead to
fretting or cracking. The softening point determines the samples n pavement
performance characteristics in terms of rutting, fatigue and temperature
Susceptibility. Viscosity test This offers lesser resistance to flow but with the
increase in shear rate, these offer higher resistance due to agglomeration,
aggregation or flocculation of particles in multiphase system as the inter particle
forces like Brownian, Vander Walls forces become prominent. HDPE is not fully
dispersed in bitumen because of higher molecular weight and as such exhibit
both thixotropic and viscoelasticity at all concentrations of polymer in the blend.
Lastly the Fourier transform infra-Red Test, it also determines the performance
characteristics of two samples by having a certain temperature (Appiah, 2016).
The results suggests that plastic waste modified bitumen carries great promise
as an alternative recycling method for plastic waste management. It is found to
be a non-traditional, modified binder for road construction The temperature and
climate of Ghana as a tropical country could affect asphalt. This research wants
to dispose solid waste materials (particularly plastic) and use it to create roads in
Ghana. The researchers consider plastics as one of the main cause of pollution
as plastics cannot break down easily. This article is relevant to our thesis as it
proves that plastics can be used in improving durability and enhancing road
construction. However, further studies should be done to investigate its long term
performance and its effect on storage, rutting, cracking resistance under various
traffic conditions (Appiah, 2016).
Plastics are very useful in many ways, but it also caused us alot of problems.
One of its problem is after using it how can we dispose it. The plastics are known
to be strong and compact. Its components can help other materials to be
improved. An article dictates that plastic can be recycled into something instead
of waiting for a long period of time to be decompose. It is statedwith the rise of
waste materials that takes a lot of years to decompose such as plastic, it is hard
to make solutions on how to reduce its quantity. Producing more plastic but not
having answer in lessen its number is a big problem for our environment. Many

20
experts are finding ways to solve this problem, one of the experiments that they
tried is by mixing plastic in asphalt for making roads. Plastic is a waste compared
to road materials which are costly, making or repairing roads will become less
expensive. It is found that using of waste plastic enables mixing asphalt at lower
temperatures, allows greater use of reclaimed asphalt, reduces fumes, and
saves energy. (Guion, 2017).
H1: There a significant difference between a commercialized asphalt mix and
asphalt with added plastic mix

B. Durability of Asphalt
Aggregate is primarily responsible for the load-supporting capacity of a
pavement. Aggregate types are natural or uncrushed (smooth and round)—or
crushed with single or multiple crushed faces. Rough textured, crushed and
angular aggregate is needed to carry heavy loads without rutting or deformation.
Particle size and surface texture also change the workability, strength
characteristics and compact ability of an asphalt mix. Greatest molecule size and
degree are likewise key total properties. Total degree is the circulation of the
different molecule sizes. The most extreme molecule measure is essential since
it controls the suitable lift thickness of the blend arrangement. For good clearing
outcomes, the lift thickness of a thick evaluated black-top blend ought to be 2½
to 3 times the most extreme total size or 3 to 4 times the ostensible total size in
the blend. A thick degree of sound, intense, dampness safe total adds to asphalt
sturdiness. It gives nearer contact among total particles, improving the
impermeability of the blend. What's more, a sound, intense total structure
opposes weakening under substantial activity (Davis, n.d).
The quality or durability is estimated by its capacity to oppose wear and
corruption. Totals at or close to the asphalt surface are liable to movement
scraped spot and should be harder than totals in the lower layers. The Los
Angeles Scraped area test (AASHTO T 96/ASTM C 131) has been the essential
technique to decide the wear or scraped spot protection of total. The
performance of asphalts varies by its chemical properties. To loosen sudden

21
cracks and dent of an asphalt it must have physical properties necessary to
produce the desired initial product performance properties, and is resistant to
changes in physical properties during long-term, in-service environmental aging.
A study about testing the Durability of an asphalt is determined by the physical
properties of the asphalt, which are determined directly by chemical composition
(Petersen, 2009).
Around 1200gm of totals and filler is warmed to a temperature of 175-190 °C.
Bitumen is warmed to a temperature of 121-125 °C with the primary trial level of
bitumen (say 3.5 or 4% by weight of the mineral totals). The warmed totals and
bitumen are completely blended at a temperature of 154-160 °C. The blend is set
in a preheated form and compacted by a rammer with 50 blows on either side at
temperature of 138°C to 149°C. The heaviness of blended totals taken for the
arrangement of the example might be reasonably modified to get a compacted
thickness of 63.5 -3 mm. Change the bitumen content in the following trial by
+0.5% and rehash the above strategy. Number of trials are foreordained. The
readied shape is stacked in the Marshall test setup (Mathew, 2012).
These days, just a little level of waste tires are being land-filled. The Reused Tire
Elastic is being utilized as a part of new tires, in tire-determined fuel, in structural
designing applications and items, in formed elastic items, in farming uses,
recreational and sports applications and in elastic adjusted black-top
applications. The advantages of utilizing elastic altered pavements are by and
large more generally experienced and perceived, and the consolidation of tires
into black-top is probably going to increment. The innovation with vastly different
confirmation of achievement showed by streets worked over the most recent 40
years is the rubberised black-top blend got through the purported "wet process"
which includes the use of the Reused Tire Elastic Altered Bitumens (RTR-MBs).
Since 1960s, black-top blends delivered with RTR-MBs have been utilized as a
part of various parts of the world as answers for various quality issues and,
regardless of a few drawbacks, in most of the cases they have shown to improve
execution of street's asphalt. This investigation reports the aftereffects of a
writing survey upon the current advancements and particulars identified with the

22
generation, taking care of and capacity of RTR-MBs and on their present
applications inside street black-top blends. Besides, considering that RTR-MBs
innovations are as yet attempting to be completely received around the world.
Essentially on account of poor data, absence of preparing of staff and partners
and uncommon help of neighborhood arrangements. The present work intends to
be a state-of-the-art reference to clear up advantages and issues related to this
group of advances and to at last give recommendations to their far reaching use.
(Presti, 2013)
Asphalt is commonly used as material in making roads because of it is low cost
material. However if used as road material it must be compact and not easy to
break by heavy traffics, large trucks and uncontrollable weather. Asphalt mixture
durability is one of several factors affecting pavement durability, which is defined
as the ability of a pavement to retain a satisfactory level of performance over its
expected service life without major maintenance.
Given that asphalts easily cracks and dents the research purpose is to use other
material that will fill asphalt and will make its quality of more durable long lasting,
sufficiently thick to carry the intended traffic loading and protect the supporting
subgrade soil, constructed properly and lastly built with durable materials
(Sperling, et al., 2014).
A study about waste materials have behavior of asphalt properties equivalent or
superior to that of typical quarry granular materials. It depends to what a
particular properties an asphalt in the road has to prove its strength. A study
about checking waste materials and mixing it to asphalt have good and abad
results. It is stated that most of evaluated wasted materials can sustain a large
amount of force and can stand longer than the purely asphalted roads. Asphalt
with the mixture of agregates achieved the standars requirements for its stability,
flow under heavy traffic but their stability is low compare to pure asphalted roads
(El-Tahan et al., 2018).
H2: There is a significant difference in durability between the commercialized
asphalt mix and the asphalt with plastic mix

23
C. Weather-sustainability of Asphalt
Changing of weather also affects the lifetime of an asphalt. Water is a major
cause of such premature failure in asphalt. The resulting water damage causes a
loss of stiffness and structural strength, due to the loss of adhesion between the
aggregate and the bitumen, and/or loss of the cohesion within the bitumen
binder. Hence, an understanding of the adhesion mechanisms between the
aggregate and bitumen is required if the durability performance of road surfaces
are to be improved and an optimum selection of the asphalt component materials
are to be made (Cui, et al., 2014).
These characteristics will then be applied to the asphalt in which will also
produce repelling characteristics. Weathering will affect the plastic induced
asphalt the most, the brittle characteristics of the asphalt will break of leaving a
fracture to the asphalt. Mineral aggregates with bitumen binder are used
extensively as road surface materials. Water has a big part in the destruction of
asphalts. Water causes loss of stiffness and strength due to the separation of
aggregates and bitumen. The researchers used three types of aggregates
limestone, marbles and granite, to give alternatives in asphalt roads because
they are sensitive to water ingress and they are prone to road destruction in a
short period of time especially when it’s raining. Road asphalt is prone to failure
when mostly exposed to water, Water is a major cause of such premature failure
in asphalt (Cui, et al., 2014).
The resulting water damage causes a loss of stiffness and structural strength.
The researchers test water on the adhesion and bitumen depending on the
aggregates they’ve used. Granite showed a greater loss of adhesion than basic
aggregates like marbles and limestone on under wet conditions. It explains the
effect of water in the adhesion of bitumen using the three aggregate type. Also
they evaluate the acidic aggregates and other basic aggregates to show the
greater loss of adhesion. Also they research the interfacial adhesion of a silane,
amine, or rubbery polymer; mixing into bitumen to become improves in wet
conditions. They make this research in order to make it resistant in water ingress
or to prepare in incoming typhoon because asphalt road is prone to failure when

24
mostly exposed to water. They evaluate the acidic aggregates which the granite
and other basic aggregates limestone and marble which can be useful to solve
the greater loss of adhesion. (Cui, et al., 2014).
The main idea of the article is that the water has a big role in destroying the
asphalt by separating the aggregates and the bitumen. Water easily penetrates
through the aggregates and destroys it. When tested with water, granite lost
adhesion greater than both limestones and marbles. Due to the uncontrollable
weather, asphalt roads are affected because of its viscoelastic nature. Several
types of flexible pavement failure/distress occur due to this behavior of asphalt
binder, among which rutting and fatigue cracks are very common (Khan, 2016).
The use of warm asphalts as opposed to standard hot ones has long promised
environmental benefits of energy saving, lower emissions and enhanced
durability. To this list can now be added technical advantages including extended
compatibility in cold weather and quicker reopening of roads to traffic. In the right
circumstances, asphalt at lower temperatures can tick both the sustainability box
and the one that signifies sound commercial sense. The highways industry is
waking up to this and beginning to exploit warm asphalt’s hitherto unappreciated
ability to cut the length of full or partial road closures and get traffic flowing again,
quicker (Quarry Management as Rapid Reinstatement, 2016).
H3: There is a significant difference in melting rate between the commercialized
asphalt mix and the asphalt with plastic mix

D. Repairing of Roads
Estimating the normal life of an asphalt overlay at five to eight years. Usually
roads which always have traffics, and having a lot of passing trucks in it may
have a shorter lifespan of a road than the normal. Roads with cracks and
potholes needs to be repair as quickly as possible for safety of driver and
passengers. A damage road will take a lot of time just by molding and hardening
it. Usually it cost heavy traffic to the area which is affected (Rhodes, 2013).
Which leads to several accidents that happens each day. This article relates to
the study of the researchers to improve the toughness and durability of the roads

25
through the use of plastic sachets with the mix of asphalt. The community of road
constuction and the Engineers need this to know how to make the road more
indestructable and a long lasting one because base from the article the roads
have a lifespan of five to eight years depends on how traffic and to the cars or
trucks passing on it. The result of the article is the tradition use of asphalt is the
fund balances in all funds will erode during the year that they release the funds
for the repairing of roads. The district's financial condition, stability and strength
are definitely weakening (Popernik, 2013).
According to a study of Science direct, the service life of a road and before its
end of life there are several degradation processes, the stiffness of asphalt
concrete increases while its relaxation capacity decreases, and as consequence
the binder becomes more brittle causing the development of micro-cracks and in
a near future the cracking on the interface between aggregates and binder
occurs. Restoring asphalts takes time, effort and it is costly. However making
maintenance and constant monitoring might solve the problem before it will lead
to a bigger problem (Barrasa, et al., 2014).
This article relates to the study by showing what will happen to asphalt when it
has reached its maximum life, the article says that it will be stiff causing concrete
crack and makes the asphalt weak because asphalt needs to get a regular check
and maintenance road companies. The importance of this to the researchers is to
know how are they going to make it more durable despite of the time and
weather and to save money and time. The result of this base from the article is
the asphalt less durable and easy to break when it got passed by a car or a truck,
it needs to be maintained and monitored by the authorities (Barrasa, et al.,2014).
H4: there is a significant difference in their time of solidification between the
commercialized asphalt mix and the asphalt with plastic mix

E. Safe in Environment
Environmental pollution is a major problem in developing countries like Egypt.
Reuse of waste polymers is considered an attractive solution for environmental
white pollution and reducing of the costs of road pavement and maintenance.

26
This research aims to prepare environmentally friendly hot mix asphalt (HMA) for
paving using some industrial wastes as polypropylene and polyester fibers. The
solid materials in the mix include normal and highly porous aggregates. 5% and
10% of waste polymers by weight of the asphalt were used to prepare special
binders. The samples were tested for their physical properties, chemical
properties, aging, scanning electron microscopy (SEM) and thermo-gravimetric
analysis (TGA). The results revealed that the prepared HMA using 5% of waste
polymer had high performance as compared to the ordinary one and the waste
polymer could be used in road construction (Farag et al., 2013)
Bitumen, a residue from crude oil distillation, is a complex mixture of four main
families of compounds, referred to as SARA fractions (saturates, aromatics,
resins and asphalt) . The behavior of bitumen depended on the relative
concentration and the chemical features of asphalt; thus, variation in its
composition strongly affects its mechanical properties. It presents a large set of
interesting potential properties: impermeability, ductility, adhesively and
resistance to the effect of weathering and chemicals, etc.
In the last 20 years, a wide spectrum of modifying polymeric materials has been
tested with bitumen for their use in road construction. For a polymer to be
effective it must blend with bitumen and improve its resistance at high
temperatures without making the bitumen too viscous at mixing temperatures or
too brittle at low temperatures. It should be capable of being processed by
conventional equipment, available, not expensive and physically and chemically
stable during storage, application and service. In actual modified bitumen,
thermoplastic rubbers, as well as some thermoplastic polymers, were mainly
used. The use of secondary (recycled) aggregates, instead of primary (virgin)
materials helped in easing landfill pressures, reducing the need for extraction,
protecting environment and minimizing the consumption of original
resources. Polyester polymer, thermoplastic Polyethylene terephthalate (PET)
and mineral fibers are the additives mostly used to produce a strong and durable
reinforcement bitumen . Also, different industrial wastes (such as waste
polymers, spent toner, marble quarry waste and fibers…etc.) can be used as

27
asphalt modifiers. Carpet waste fibers were used recently in asphalt mixtures and
in fiber reinforced concrete. Such reinforcement improved effectively the shatter
resistance, toughness, and ductility of concrete. One of the major waste
generating industries is the construction and marble production, and, it was
reported that the potentials to use this type of waste in low to medium traffic
urban roads and as binder courses were very beneficial (Zacky et al., 2013)
Permeable pavement, also known as pervious or porous paving, is a type of hard
surfacing that allows rainfall to percolate to an underlying base or catchment
zone. Rainfall either infiltrates to underlying soil or is removed by subsurface
drainage infrastructure. Typical surfaces such as asphalt and concrete used in
most roadway, parking lots and sidewalk applications are ‘impermeable.’ This
means that when precipitation occurs, the surface does not allow for percolation
or infiltration into soils below and instead creates surface run-off conditions,
which carries pollutants into sewers and streambeds (Ormston, 2013).
Permeable pavement is an excellent tool in helping to restore the natural water
cycle in urban landscapes. Some examples include unit paving blocks or
cobblestones with porous joints, specialty mixes of porous concrete and asphalt,
and grid systems filled with sand, gravel or specific vegetation. All of these
options either provide a combination of permeable joints and open-graded
bedding courses, or the paving components themselves are comprised of a
larger matrix of ‘pores,’ or aggregate mixes that allow water and air to migrate
quickly through the material. Permeable pavement can substantially reduce the
amount of run-off volume on-site, which, in turn, reduces the effect of erosion and
sedimentation in local streams and tributaries. It also allows natural groundwater
recharge to occur by allowing rainwater to percolate into subsoil and back into
the water table. It helps in periods of peak flow to moderate infiltration rates.
Integrating permeable pavement into a site design not only reduces the size and
amount of storm water management infrastructure required but it also lowers the
amount of storm water flow processed through the municipal system. The
naturally occurring microorganisms found in the pores of permeable pavers can
help to filter out and break down pollutants suspended in surface run-off such as

28
total suspended solids (TSS), phosphorous, nitrogen, zinc, motor oil and copper
(Ormston, 2013). 

29
 METHODOLOGY
Researchers started to conduct plans at Far Eastern University High School as
part of its demand to fulfill and complete all the materials needed in able to come
up with an experimental study and make test of the said variables. Since, the
paper is a feasibility study type, there are two variables, which the researchers
will focus on: First the process of an asphalt production and second the usage of
asphalt material. The Asphalt oil is available in any local hardware; however the
researchers of the study chose to gather materials needed for the study at
Baclaran, Parañaque City. While the other variable, which is the plastic sachets
is collected from the student of Far Eastern University High School Campus and
on its vicinity. The researchers wants to know the capability of both pure asphalt
and asphalt with plastic sachets by comparing their possible outcomes. In
observing its performance to Marshall Stability test and with a thorough
evaluation. The data can be gathered by having two samples, the pure asphalt
and the asphalt with plastic sachets, using Marshall Stability test to know its
durability.

30
 Asphalt
Production

COMMERCIALIZED COLLECTED ALL SAME

SIZE PLASTIC SACHETS
ASPHALT OIL

EXPERIMENTAL

MELTED PLASTIC WITH

ASPHALT

Melting Rate

Solidification Rate

RESULT

T - Test Fig. 2: The Process of

melting and
solidification using
31 T-test
 Asphalt
Production

COMMERCIALIZED COLLECTED ALL SAME

SIZE PLASTIC SACHETS
ASPHALT OIL

EXPERIMENTAL

MELTED PLASTIC WITH

ASPHALT

MARSHALL STABLITY
TEST

STABILITY

RESULT

Result Fig. 3: The Process of

using Marshall Stability
Test
32
Design of the Study
The researchers materials in conducting the prototype are; asphalt, plastic
sachets, 2 3x3 inches molder. The two samples were processed by heating it in a
blue flame. The asphalt was bought in a local hardware in Baclaran, Parañaque
City, while the plastic were collected within the vicinity of Far Eastern University
of Manila. The researchers used Marshall Stability test in gathering data of both
sample to measure its durability. The making of prototype as well as the process
in gathering the data was done in Far Eastern University Institute of Technology,
Sampaloc, Manila.

Data Analysis
The researchers came up with experimental type of study. The data was
gathered by using Martial Stability Test and to compare the melting rate and
solidification rate of the two sample we use T-test. The Marshall Stability and flow
test provided the performance prediction measure for the Marshall Mix design
method. The stability portion of the test measures the maximum load supported
by the test specimen at a loading rate basically, the load is increased until it
reaches a maximum then when the load just began to decrease, the loading was
stopped and the maximum load was recorded. The researchers used the
Marshall Stability test to get the commercialized asphalt and the experimental
asphalt durability, and by having melting rate and solidification rate of the two
sample they can get the comparison of the two.

Design of the Prototype

The pictures shown below are the steps in creating the two samples, first is the
traditional mix that is commonly used in roads which includes asphalt and
aggregates only. The other sample is the desired model which includes asphalt
with shampoo sachets and aggregates.

33
 Figure 3: Collecting of
the three specimens
for each combination
of aggregates and
The collected aggregates were mixed in a container. The goal of the research is
to produce a realistically road-like model that contains the same materials as the
known road. Producing this quality of a model will help the researchers to test the
model accurately and produce a outcome with the desire of the research.

Figure 4: mixing of the

three specimens for each
combination of aggregates
and bitumen
The materials that was used in making an asphalt mix was coarse, aggregate,
fine aggregate, and cement. This will solidify the asphalt and make it compact as

34
required in roads. The aggregates will add to the components to make the
asphalt compact and meet the standards

Figure 5: Drying aggregates

to constant mass at 100°C
to 110°C
The aggregates need to meet the temperature between 100 and 110. It needs
to be heated so that when mixed with the asphalt, the asphalt won’t cool down
easily and it will give time for it to be mixed with the aggregates before it cools
down and solidify.

Figure 6: Measure the

asphalt and separate it to
the aggregates

35
 The measure of the asphalt must comply with the amount of aggregates that
will be used. It will compliment the amount of aggregates used. Exact amount of
asphalt will produce the desired compactness of the road-like model.

Figure 7: Melting the asphalt

to 110°C

Melting the asphalt with the desired temperature will produce the exact
characteristics needed in an melted asphalt and will comply with the time needed
to mix the melted asphalt with the aggregates. The melted asphalt will act as a
medium to stick the aggregates.

Figure 8: Putting the melted

asphalt on the
36 aggregates
The melted asphalt will be the medium to stick the aggregates together and
produce a road-like model. The melted asphalt will flow to the spaced between
the aggregates

Figure 9: Mixing the melted

asphalt into the hot aggregates

The melted asphalt needs to be mixed with the aggregates before it cools down.
Each components needs to be mixed properly to it will comply with the desired
model. Unless not mixed properly with the time needed, the model won’t meet
the desired characteristics the cooled asphalt won’t be reusable and will be
wasted.

Figure 10: transferring the asphalt

with aggregates to the molder

37
The asphalt mix will be transferred to the molder. It produces the desired shape
of the asphalt. The shape that will be produced will have significance with the
testing of the model which is Marshall Stability test.

Figure 11: Compacting the asphalt

mix

Since the researchers desire to produce a realistic road-like model, it needs to be

compacted. The known roads should meet the standards of producing
compacted asphalt that is strong enough to comply with the significant tests.

Figure 12: The asphalt mix will be

in molder for 24 hours

38
The asphalt needs to rest and solidify before undergoing the tests. Like the other
structures, asphalt needs to cool down and solidify to stabilize its durability.

Figure 13: removing the asphalt

mix to its molder

After the asphalt is being compacted with the desired shape, it is removed will be
prepared for the testing.

Figure 14: the two asphalt mixes

are ready to test

The asphalt is now dry and its temperature is now stable and can be used to test.

39
Process of Marshall Stability Test

Figure 15: Preheating the asphalt

before undergoing the Marshall
Stability test

After the asphalt model solidifies and stabilizes, it needs to be preheated before testing.
Preheating the asphalt will produce a similar exposure of the asphalt to the sun, similar to
the roads. When tested, it will be similar to the exposure that the traditional asphalt
undergoes.

Figure 16: Marshall Stability Test

Apparatus

40
 Commonly used to materials with hot mix design that uses bitumen and
aggregates.  The machine comprises of a robust and compact two column frame
with adjustable upper cross beam. The unit is a bench mounting compression
frame with motor and worm gear housed within the base unit. The Marshall
Stability test apparatus is commonly used to determine the maximum load and
flow values of bituminous mixtures I t must be set at 0°C before testing the
samples it will compressed the sample.

Budget Allocation
MATERIAL/EQUIPMENT QUANTITY COST

ASPHALT 1kg P145.00

PLASTIC SACHET 500g -

CEMENT 1kg -

FINE AGGREGATE 1kg -

COARSE AGGREGATE 1kg -

FACE MASK 12 pieces P120.00

TOTAL P265.00

41
 RESULTS AND DISCUSSION

Sample Melting Rate Solidification Rate

Normal Asphalt 90g - Asphalt 90g - Asphalt
Asphalt with Plastic 80g – Asphalt 10g - Plastic 80g – Asphalt 10g - Plastic
Mass of the Melting Rate and Solidification Rate

Melting Rate Figure

Trial/s Normal Asphalt Asphalt with plastic

1 825 secs. 900 secs.
2 810 secs. 747 secs.
3 847 secs. 1,244 secs.
Average: 827.33 secs. 963.67 secs.

This table shows how the specimen or the prototype last long during the test.
Here it show that the researchers conducted 3 trials where it will test the
controlled variable and the experimental variable, it will also get there average in
order to know what specimen or prototype last
Table 1: Melting Rate
long. The asphalt with plastic material makes the
asphalt last longer compare to the normal asphalt without any mix, that’s the
attribute of plastic materials that can really help in making the normal asphalt to
achieve its melting point. When plastic materials are exposed to heat will melt
easily, but when the plastic materials are mixed in other components like asphalt
it will help the asphalt in terms of melting point this is because plastic materials
when mixed to asphalt has greater resistance to heat. It really helps because
Philippines is a tropical country so it means that the asphalt itself needs to be
more compact and has higher resistance to heat. If the normal asphalt that the
road manufacturer use in making road is mixed with the plastic material, it will
last longer and can cope up to the weather system here in Philippines, It make a
lot sense because the waste specifically plastic materials turns into something
useful.

42
Solidification Rate Figure
Trial/s Normal Asphalt Asphalt with plastic
1 333 secs. 585 secs.
2 499 secs. 547 secs.
3 397 secs. 397 secs.
Average: 409.67 secs. 509.67secs.

Table 2: Solidification Rate

The asphalt with melted plastic materials has

greater resistance to heat so the solidification rate is much lower according the

table the asphalt with plastic materials has a result of 509.67 seconds compared

to the 409.67 seconds of the normal asphalt. Plastic materials is easily to melt

but it depends to the temperature of blue torch since the temperature of blue

torch is 140 °C which is high because of that plastic materials adapt that

temperature that is why the solidification rate is high. If the substance is hard to

reach its melting point it will hard also for the substance to solidify. The asphalt

with plastic materials take a lot of time to solidify.

Melting and Solidification Rate of asphalt with and without plastic

43
 1200

1000

800

600 Asphalt mix with plastic

Asphalt mix

400

200

0
Melting Solidification

Graph 1: Melting Rate

and Solidification Rate

The Asphalt with plastic has a much higher melting point that reaches the level of 963.67

secs before the asphalt is fully melted. While the asphalt without plastic has lower

melting which is 827.33 secs to be fully melted.

The solidification rate of the Asphalt with plastic is 509.67 secs. to be fully solidified.

While the asphalt without plastic has a lower solidification rate of 409.67 secsc to be

fully solidified.

Observation :

44
 Fig 17: The Prototypes

The asphalt with plastic mix is taller and have more

volume than the normal asphalt mix. Due to its added plastic content. The normal

asphalt mix have mini spaces which not all the spaces is accumulate, while the

asphalt with plastic is compact, there is no holes and all area is accumulated

compare to normal asphalt mix. The asphalt mix without plastic is also softer

compared to the asphalt mix with plastic included because when plastic gets

melted and gets dried the plastic helps the asphalt to be more durable and

rubbery compared to the regular asphalt mix with no other materials included.

45
Measurement of prototype

ASPHALT WITHOUT PLASTIC ASPHALT WITH PLASTIC

SIDE 1: SIDE 1:

D: 1Ocm D: 1O.3cm

H: 7.45cm V= 585.44cm3 H: 7.92cm V= 660.08cm3

SIDE 2: SIDE 2:

D: 1O.3cm D: 1Ocm

H: 7.45cm V= 621.08cm3 H: 7.92cm V= 622.19cm3

Average of side 1 and side 2 : Average of side 1 and side 2 :

D: 10.15cm D: 10.15cm

H: 7.45cm H: 7.92cm

V: 603.26cm3 V: 640.83cm3

FINAL AVERAGE : 603.13cm3 FINAL AVERAGE : 649.09cm3

Content of prototype:

46
 Content Asphalt Percentage % Asphalt with Percentage %
without Plastic
Plastic In grams
In grams
Asphalt without Plastic: Sample 1 Asphalt with Plastic: Sample 2
Coarse 756.00g 63% 756.00g 63%
Aggregates
Stability : 344.00lbf Stability : infinite
Fine 372.00g 31% 372.00g 31%
Aggregates
Corr. Ratio : 0.78 72.00g
Cement 6%Corr. Ratio : unknown
72.00g 6%

Total 1200.00g 100% 1200.00g 100%

Correct Stability : 268.32 lbf Correct Stability : unknown
Asphalt 90.00g 100% 63.00g 70%
content
Flow : 217.00lbf Flow : infinite
Plastic 0.00g 0% 27.00g 30%
content
Total 90g 100% 90.00g 70%

Table 3: Content of Prototype

Results of Marshall Stability Test

47
 Table 4: Stability
Hypothesis
Correlation Ratios
Testing

Results in comparing a normal asphalt to asphalt

with plastic

t-test results comparing the melting rate of normal asphalt and asphalt with
plastic

48
 Melting Mean SD var t- Df P Decisio
Method crit n
Normal 827.3 18.61 346.333 2.1 2 0.25 Reject
3 3 3 3
With 963.6 254.5 64792.3
Plastic 7 4 3

t-test results comparing the solidification rate of normal asphalt and asphalt with
plastic
solidificatio Mean SD var t- Df P Decisio
n Method crit n
Normal 409.6 83.7 7009.33 2.1 2 0.40 Reject
7 2 3 3 7
With Plastic 509.6 99.4 9881.33
7 0

Based on the data gathered by the researchers, Using Marshall Stability test with
the data of normal asphalt mix in stability is 344.00, correct stability with 285.52
and flow with 217.00 compare to asphalt with plastic mix stability of infinity,
correct stability is undefined and flow with infinity. Therefore the researchers
conclude that H1: is accepted. Plastic can be alternative to asphalt, waste plastic
as an auxiliary material in development undertakings would be an answer for
conquer the emergency of delivering vast measure of waste plastics in a single
hand and enhancing the structure's attributes.

Results comparing of both normal asphalt mix and asphalt with plastic mix using
Marshall Stability test

Based on the data gathered by the researchers, Using Marshall Stability test with
the data of normal asphalt mix in stability is 344.00, correct stability with 285.52
and flow with 217.00 compare to asphalt with plastic mix stability of infinity,

49
correct stability is undefined and flow with infinity H 2is accepted. The asphalt mix
with plastic is more durable than the traditional asphalt mix. The test conducted
shows that the asphalt mix with plastic produces infinite flow and infinite stability
based on the Marshall Stability test. On the other hand, the traditional asphalt
mix has limited flow and stability. The mixture of the plastic helps the asphalt to
be more compacts than the asphalt alone.

Asphalt mixture durability is one of several factors affecting pavement durability,

which is defined as the ability of a pavement to retain a satisfactory level of
performance over its expected service life without major maintenance.With the
factors why asphalts easily to have cracks and dents, by using other material that
will fill asphalt and will make its quality of more durable have long lasting,
sufficiently thick to carry the intended traffic loading and protect the supporting
subgrade soil, constructed properly and lastly built with durable materials.

t-test results comparing the melting rate of normal asphalt and asphalt with
plastic
Melting Mean SD var t- Df P Decisio
Method crit n
Normal 827.3 18.61 346.333 2.1 2 0.25 Reject
3 3 3 3

With 963.6 254.5 64792.3

Plastic 7 4 3

Using Independent T-test, p= 2.13 and by conventional criteria this

difference was not statistically significant hence reject H 3 and the probable
reason for this is that plastics have the ability to replace asphalt, when it comes
to their melting rate.

50
Polymers or plastics have certain properties that can make a simple asphalt
more stable and not easily to break. The asphalts viscosity is paired with the
plastic that can be used, to improve the performance of pavement against rutting,
cracking, and enhance the performance of pavement over the long-term period.
In general asphalt with added plastic has a significant effect on the elastic
behavior of the modified binder. Plastics have role in improving the elastic
behavior of binder in order to extend the service life of pavements in terms of
reduced susceptibility to rutting and cracking. The binder gives an optimum value
for rutting perimeter at all temperatures, which indicates that it is havin more
resistance against rutting compared to asphalt that are added with another
material (Khan, 2016).

t-test results comparing the solidification rate of normal asphalt and asphalt with
plastic
solidificatio Mean SD var t- Df P Decisio
n Method crit n
Normal 409.6 83.7 7009.33 2.1 2 0.40 Reject
7 2 3 3 7

With Plastic 509.6 99.4 9881.33

7 0

Using Independent T-test, p= 2.13 and by conventional criteria this difference

was not statistically significant hence reject H 4 and the probable reason for this is
that asphalts with plastic have adapted temperature. The capability of asphalt
because their contents have almost close that most of the effects of temperature
to thermoplastic occur at high heat levels, although excessively low temperatures
can have an impact as well. Mechanical properties, chemical resistance,
electrical conductivity, material fatigue, and many other attributes can be affected
by increased temperatures. Below is a list of the most common considerations.

51
the service life of a road and before its end of life there are several degradation
processes, the stiffness of asphalt concrete increases while its relaxation
capacity decreases, and as consequence the binder becomes more brittle
causing the development of micro-cracks and in a near future the cracking on the
interface between aggregates and binder occurs. Restoring asphalts takes time,
effort and costly. However making maintenance and constant monitoring might
solve the problem before it will lead to a big problem.

SUMMARY, CONCLUSION AND RECOMMENDATION

Summary

Based on the gathered data by the researchers, there is minimal difference

between the two samples based on their melting and solidification rates. The
52
asphalt with plastic takes more time to melt and solidify because the plastic itself
adapts the temperature of the asphalt and applies it to itself before reacting. On
the other hand, based on the test regarding the durability of the two samples,
asphalt mix with plastic is more durable than the traditional asphalt mix based on
the data gathered in their flow and stability.
Conclusion
After gathering the specific data for the study, the researchers have
summarized and analyzed data to its full extent for the study. The melting rate
and solidification rate, and the Marshall Stability test results as well as the
observation of the sample and the prototype are elaborated.
The variable that requires a longer time to solidify is the experimental variable
while the controlled variable solidifies in a short period of time. Nevertheless, the
feasibility of the melted plastic sachets with asphalt is accepted through
computation using T table.In the rate of the experimental variable to reaches the
melting rate demands a longer time however, the solidification rate equilibrium to
its melting rate that require longer time before it reaches the melting rate.
Subsequently, the experimental variable demands a longer time to solidify yet it
also needs a longer time to melt. The average melting rate of the experimental
variable quantify in seconds for about 963.67 and as for the controlled one is
827.33 with the same calculation of time in seconds. There is a minimal
difference for the melting rate for the said variables however it still accepted
through T computation over T table. Because of the plastic content of the
experimental asphalt, it has the characteristic o elasticity. Elasticity allows the
material to he flexible. This means that unlike the traditional asphalt, the
experimental asphalt won’t crack because of the plastic content. The prototype
have been tested using the Marshall Stability, this equipment measures the flow
and stability of an asphalt. The stability measures the strength of an asphalt mix
and it indicates the maximum load that the compacted asphalt can carry and its
standard temperature to test this is 60 degrees Celsius. While the flow of an
asphalt measures the Flexibility of the prototype, it indicates the Change in
Diameter of the Sample in the Direction of Load Application Between the Start of

53
Loading and at the Time of Maximum Load. The Standard Test Temperature
used While Performing Marshall Test (Which Gives Us Stability and Flow Values
of Asphalt Mix) is 60°C Because it Represent The Weakest Condition of An
Asphalt Pavement. The difference of two prototype is that the asphalt with the
mix of plastic is more durable and more flexible than the normal asphalt its
because when the researchers mix the asphalt to the plastic it gets precipitate
that makes it hard to mix with the concrete. when the two prototype test in
marshall stability reach its limit of compacting it that cannot be determined the
measures the Flexibility of the prototype, it indicates the Change in Diameter of
the Sample in the Direction of Load Application Between the Start of Loading and
at the Time of Maximum Load. The Standard Test Temperature used While
Performing Marshall Test (Which Gives Us Stability and Flow Values of Asphalt
Mix) is 60°C Because it Represent The Weakest Condition of An Asphalt
Pavement. The difference of two prototype is that the asphalt with the mix of
plastic is more durable and more flexible than the normal asphalt its because
when the researchers mix the asphalt to the plastic it gets precipitate that makes
it hard to mix with the concrete. when the two prototype test Philippines it make a
lot sense because the waste specifically plastic materials turns into something
useful.
RQ1:As the research is being executed, the researchers observed that the
experimental asphalt took more time to solidify compared to the traditional
asphalt. The plastic has big role in explaining this comparison. Plastic adapts
easily to temperature. The temperature of the asphalt provides heat to the
plastic, therefore the plastic adapts it. As the asphalt cools down, the plastic
reacts by adapting the temperature of the asphalt providing his own cool down
cycle.
RQ2: As the research is executed, the model shows that there is very minimum
amount of difference between the experimental and traditional asphalts in terms
of their characteristics. Both of the models provides a compact asphalt that is
durable in their own terms. The asphalt with plastic sachets sticks the aggregates
very similar like the traditional asphalt.

54
RQ3: Marshall Stability test has a big role providing the datas needed to indicate
the stability of both the experimental and the traditional asphalts. The data shows
that the experimental asphalt is more durable than the traditional asphalt.
According to the marshall stability test, the experimental asphalt provides infinite
measurement in both the flow and stability compared to the traditional asphalt
which limits itself to a flow that is measured 217 and a stability that is measured
344.
Recommendations
This study will primarily focus on using plastic sachets as an alternative for
asphalt. The research focuses on how effective the water bottles and to use them
instead of asphalt. This study will focus on testing whether the formulated
product will be effective for the benefits that road industry can help the pollution
that world is facing right now. This study can help the engineers and future road
construction to improve and develop the study.water bottles will undergo the
process of melting in a blue torch to know how strong the bottles are and to
compare it with the asphalt in terms of its durability when the calamities hit the
asphalt and the weight that can the asphalt can handle. This study will only
involve cement together with the melted plastic sachets. The experimentation of
the study will only limit to test if the plastic sachets are compatible on road
constructions as effective as a regular asphalt.
As for the field of Science, Technology, Engineering and Mathematics the
recommendations offered are the following: Giving all the latitude in this study for
future references, first is to mention its weaknesses by addressing the limited
equipment while conducting this research. These are the equipment that is not
the primary materials but is very much important for the researchers while
conducting an experiment. Facemask in order to reduce the inhalation of the
harmful gasses releases while melting the asphalt and the plastic sachets itself
and goggles as for the protection for the eyes of the researchers. The research
experiment on the experimental variable can be further improve by adding more
amount of plastic as for the reason why the result is close to each other. And for
the weakness of its procedure since, the researchers uses an alcohol lamp to

55
melt the variables, it can also be heated through oven for the even distribution of
amount of heat onto the variables, results might be different from what the
researchers accumulated. The research can be tested on other countries with
different climates to know if the research is still durable. Also by adding another
test which includes exposure of the prototype in actual testing of its
durability.There are ways to filter or avoid the after effects of the melted plastic
that can improve the research. Providing such experiment, it will improve the
research and will accomplish the research’s fullest potential.

56
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Cui, S., Blackman, B. R., Kinloch, A. J., & Taylor, A. C. (2014). International
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60
 APPENDIX

During the process of finding the melting rate and solidification rate

Fig. 18: Process of finding the

melting rate and solidification rate Fig. 19: Process of finding the
melting rate and solidification rate

Fig. 20: Process of finding the Fig. 21: Process of finding the
melting rate and solidification rate melting rate and solidification rate

During the making of

Fig. 22: Process of finding the
melting rate and solidification rate prototype

61
 Fig. 24: Process in making the
Fig. 23: Process in making the
prototype
prototype

Fig. 25: Process in making the Fig. 26: Process in making the
prototype prototype

Fig. 28: Process in making the

Fig. 27: Process in making the prototype
prototype

Equipment that was Used in Making the Prototype

62
 Fig. 29: LEATHER
GLOVES

Locked and stitched for added strength. Top grain leather used to make these offers

comfortability and protection. These gloves are pretty much heat resistant as well.

Fig. 30: Weighing

Scale

The device used to measure the wight. It’s significance is to measure the weight of the

materials needed that is needed in producing the desired model.

63
 Fig. 31: GENERAL PURPOSE
OVEN

Specially designed for the testing laboratories of the construction industry. The internal

and external walls made from zinc coated steel isolated with mineral wool. Front door

made from stainless steel.

Fig. 32: Electric Stove

is a stove with an integrated electrical heating device to cook and bake. Electric stoves

became popular as replacements for solid-fuel (wood or coal) stoves which required more

labor to operate and maintain. Some modern stoves come in a unit with built-in extractor

hoods.

64
 Fig. 33: Marshall
Compactor

Marshall Compactor is use to mold and helps to compact the hot mix in

preparation for marshall stability testing

65
 Fig. 34: Thermometer
Gauge

Temperature gauges measure the thermal state of a homogeneous substance. The

measuring system must be brought as closely together as possible with the body to be

measured. The most widely used measuring methods rely on temperature-dependent

physical and material characteristics.

MAPA, GEO ANDREI B.

Hennessy 3 Unit-6C California Garden Square Mandaluyong City
+639497158887
Maynzalik03@gmail.com

SCHOLASTIC BACKGROUND

2016- 2018 Senior High School Far Eastern University High School
Nicanor Reyes St,.Sampaloc, Manila
STEM Strand

66
2012-2016 Junior High School Rizal Technological University
Boni Ave., Mandaluyong City

2005-2012 Elementary San Felipe Neri Parochial School

 85 A.T. Reyes, Mandaluyong, Metro Manila

COMPUTER /PROGRAMMING SKILLS

MICROSOFT OFFICE
 Microsoft WORD with speed typing skills ( an average of 50 words per minute)
 Microsoft EXCEL with Visual Basic application Programming (Macro Excel)
 Microsoft POWERPOINT for presentations

PERSONAL CIRCUMSTANCES

Birth Date: January 3, 2000 Religion: Catholic

Place of Birth: Quezon City Language Spoken: Tagalog, English
Civil Status: Single
Nationality: Filipino
Gender: Male

CHARACTER REFERENCES

Ms. Lorraine Ferrer

Faculty Member
Far Eastern University High School
Nicanor Reyes st., Sampaloc, Manila

PALENCIA, FRANZ LEONARD T.

#3 Mark St. Fillinvest Heights Subdivision BagongSilangan, Quezon City
+639568450580
franzleonardpalencia@gmail.com

SCHOLASTIC BACKGROUND

2016- 2018 Senior High School Far Eastern University High School

67
 Nicanor Reyes St,.Sampaloc, Manila
STEM Strand

2012-2016 Junior High School Batasan Hills National High School

IBP Road Batasan Hills, Quezon City

2005-2012 Elementary San Diego Elementary School

Cotabato St, Batasan, Quezon City, 1126 Metro Manila

COMPUTER /PROGRAMMING SKILLS

MICROSOFT OFFICE
 Microsoft WORD with speed typing skills ( an average of 50 words per minute)
 Microsoft EXCEL with Visual Basic application Programming (Macro Excel)
 Microsoft POWERPOINT for presentations

PERSONAL CIRCUMSTANCES

Birth Date: December 17, 1999 Religion: Catholic

Place of Birth: Quezon City Language Spoken: Tagalog, English
Civil Status: Single
Nationality: Filipino
Gender: Male

CHARACTER REFERENCES

Ms. Lorraine Ferrer

Faculty Member
Far Eastern University High School
Nicanor Reyes st., Sampaloc, Manila

ALBERTO, JEREMY JIMREE C.

#5b Doña Aurora Executive Village Santolan, Pasig
+639175971775
jeremyjimreeps4@gmail.com

SCHOLASTIC BACKGROUND

2016- 2018 Senior High School Far Eastern University High School
Nicanor Reyes St,.Sampaloc, Manila
STEM Strand

2012-2016 Junior High School Dee HwaLionh Academy

68
 Sta. Maria Compound Santolan, Pasig City

2005-2012 Elementary Dee HwaLionh Academy

Sta. Maria Compound Santolan, Pasig City

COMPUTER /PROGRAMMING SKILLS

MICROSOFT OFFICE
 Microsoft WORD with speed typing skills ( an average of 50 words per minute)
 Microsoft EXCEL with Visual Basic application Programming (Macro Excel)
 Microsoft POWERPOINT for presentations

PERSONAL CIRCUMSTANCES

Birth Date: December 22, 1999 Religion: Catholic

Place of Birth: Marikina City Language Spoken: Tagalog, English
Civil Status: Single
Nationality: Filipino
Gender: Male

CHARACTER REFERENCES

Ms. Lorraine Ferrer

Faculty Member
Far Eastern University High School
Nicanor Reyes st., Sampaloc, Manila

69
PADERO, DIETHER M.
#171 Centro St. Pantoc, Meycauayan City, Bulacan
+639175971775
Dietherpadero1@gmail.con

SCHOLASTIC BACKGROUND

2016- 2018 Senior High School Far Eastern University High School
Nicanor Reyes St,.Sampaloc, Manila
STEM Strand

2012-2016 Junior High School Philippine International School of Qatar

P.O. Box 9875، Doha, Qatar

2005-2012 Elementary Philippine International school of Qatar

P.O. Box 9875، Doha, Qatar

COMPUTER /PROGRAMMING SKILLS

MICROSOFT OFFICE
 Microsoft WORD with speed typing skills ( an average of 50 words per minute)
 Microsoft EXCEL with Visual Basic application Programming (Macro Excel)
 Microsoft POWERPOINT for presentations

PERSONAL CIRCUMSTANCES

Birth Date: August 22, 1999 Religion: Catholic

Place of Birth: Quezon City Language Spoken: English, Arabic, and Filipino
Nationality: Filipino
Gender: Male

CHARACTER REFERENCES

Ms. Lorraine Ferrer

Faculty Member
Far Eastern University High School
Nicanor Reyes st., Sampaloc, Manila

70
ILAO, JOHN MARC G.
#9 Amado St. Burgos Montalban, Rizal
+639560828046
jm.ilao@yahoo.com

SCHOLASTIC BACKGROUND
2016- 2018 Senior High School Far Eastern University High School
Nicanor Reyes St,.Sampaloc, Manila
STEM

2014-2016 Junior High School Nuestra Senora de Aranzazu Parochial School

Gen. Luna St., San Mateo, Rizal

2004-2014 ElementaryNuestra Senora de Aranzazu Parochial School

Gen. Luna St., San Mateo, Rizal
COMPUTER /PROGRAMMING SKILLS

MICROSOFT OFFICE
 Microsoft WORD with speed typing skills ( an average of 50 words per minute)
 Microsoft EXCEL with Visual Basic application Programming (Macro Excel)
 Microsoft POWERPOINT for presentations

PERSONAL CIRCUMSTANCES

Birth Date: December 22, 1999 Religion: Catholic

Place of Birth: Marikina City Language Spoken: Tagalog, English
Civil Status: Single
Nationality: Filipino
Gender: Male

CHARACTER REFERENCES

Ms. Lorraine Ferrer

Faculty Member
Far Eastern University High School
Nicanor Reyes st., Sampaloc, Manila

71
DOMINGO, Aristotle R.
Blk. #31 Lt. #10 Opal St. Villa Nova Subdivision Novaliches, Quezon City
+639062080040
arisroxas10@gmail.com

SCHOLASTIC BACKGROUND
2016- 2018 Senior High School Far Eastern University High School
Nicanor Reyes St,.Sampaloc, Manila
STEM

2014-2016 Junior High School Nuestra Senora de Aranzazu Parochial School

Gen. Luna St., San Mateo, Rizal

2004-2014 Elementary
Nuestra Senora de Aranzazu Parochial School
Gen. Luna St., San Mateo, Rizal
COMPUTER /PROGRAMMING SKILLS

MICROSOFT OFFICE
 Microsoft WORD with speed typing skills ( an average of 50 words per minute)
 Microsoft EXCEL with Visual Basic application Programming (Macro Excel)
 Microsoft POWERPOINT for presentations

PERSONAL CIRCUMSTANCES

Birth Date: April 28, 2000 Religion: Catholic

Place of Birth: Valenzuela City Language Spoken: Tagalog, English
Civil Status: Single
Nationality: Filipino
Gender: Male

CHARACTER REFERENCES

Ms. Lorraine Ferrer

Faculty Member
Far Eastern University High School
Nicanor Reyes st., Sampaloc, Manila

72
Fig. 35: Plagiarism Checker

Fig. 36: Plagiarism Checker

73