In Nepal they have begun to fill their streets with garbage. Kilos and more kilos of discarded plastic, old open noodle packages, cookie containers and other synthetic waste that (due to their characteristics) it’s not always easy recycle. The prospect of walking or driving on trash-strewn asphalt may not seem too appealing, but it makes perfect sense and is something that has been done before (or at least tried out) in other parts of the world. Asia, Europe, Africa either America. Of course, usually in a timid way.
The key is that plastic waste is not dispersed directly on the pavement. No. They are part of it, of its structure. Even there are those who maintain that improves it.
Pavement with garbage? Exact. If every year we produce more than 400 million tons of plastic, much of it destined for single-use packaging and which is then difficult to recycle, and we also build (and repave) kilometers and kilometers of roads every year… Why not connect both things? What if we used the most difficult to recycle synthetic waste to make pavement? What if this material was also better than conventional asphalt?
The idea It’s not entirely new and there are those who question whether it is really as sustainable and good as it seems, but the truth is that over the last few years it has attracted the interest of entrepreneurs and institutions from different countries. Usually (not always) in a timid, almost experimental way, with pilot projects and in more or less short periods, but it has managed to stay in the limelight.
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Where has it been tested? A quick search on Google shows that over the last five years, “plastic paving” has convinced a few entrepreneurs and institutions from around the world. We see examples in Philippines, Thailand, South Africa, Netherlands, USA, Singapore either Indiaone of the countries that has opted most decisively for this solution.
In 2024 Business Standard informed that in the Asian country they had built almost 40,000 kilometers of rural tracks that included plastic waste, 13,000 of them completed in recent years. In Singapore the idea too seems to have curdled and has received the endorsement of the Public Works area.
And Nepal arrived. Nepal is one of the latest to join the list. In 2025 the AFP agency published an extensive report in which he explained how the idea has reached the Asian republic, where it has already been used on at least one highway in Pokharaa city of 600,000 inhabitants that serves as the capital of Gandaki province. There the plastic flooring formula has the support of Green Road Waste Managementan organization that is trying to expand it in Nepal.
Step by step. In 2025, the founder of the entity, Bimal Bastola, he assured AFP who had completed around a dozen projects totaling just over a mile. It’s not much, but the organization maintains that each kilometer of pavement uses about two metric tons of shredded plastic to build. Bastola advocates going further and carrying out projects at the government level. “We try to collaborate with the highway office.”
A priori it seems that the Government does not take a dim view of the measure. Arjun Nepal, an engineer at the capital’s highway department recognize that the country “is interested in testing the technology in pilot projects,” but warns that to move forward it is necessary to first guarantee a series of quality standards. Hence the authorities wanted to carry out a test in Kathmandu.
“We saw possibilities”. Bastola defends the virtues of paving with synthetic waste and remembers that it even allows lower value waste to be reused. “We saw possibilities in using these plastics as raw materials, partially replacing tar in road construction,” argues to AFP. The new system does not dispense with this material, but first covers the pavement components with crushed plastic.
In addition to providing an outlet for part of the tons of plastic that are generated every day in Nepalese urban areas, Bastola assures that the system saves certain materials, reduces costs and has extra advantages for the pavement itself. “It prevents water infiltration and increases the useful life of the track,” claims. There are studies that endorse These surfaces can last longer than normal ones.
Perfect, right? Depends. Although the system has sparked interest in several countries, including Nepal and its neighbors Bhutan and Bangladesh, not everyone is sure it is such a good option. Or at least it has proven to be so. From the World Bank have admitted that there are “promising” pilot studies, but they lack more research:
What and how many emissions are produced during the production of the pavement? How does it actually behave in practice? Does it release microplastics? What is their impact once the plastic tracks are removed? “Garbage in for garbage out”, they warned in 2020 at GAIA on solutions such as asphalt and cement with crushed plastic remains.
Images | Laurentiu Morariu (Unsplash)
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