Construction and Building Materials 33 (2012) 55–62

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Construction and Building Materials

journal homepage: www.elsevier.com/locate/conbuildmat

Review

A review of using waste and virgin polymer in pavement

Zahra Niloofar Kalantar ⇑, Mohamed Rehan Karim, Abdelaziz Mahrez
Center for Transportation Research, University of Malaya, 50603 Kuala Lumpur, Malaysia

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

Article history: Many researches on PMA mixture have been conducted for the past two decades. Although addition of
Received 17 November 2011 virgin polymers to asphalt for the purpose of enhancing the properties of asphalt over a wide temperature
Received in revised form 18 January 2012 range in paving applications was contemplated quite some time ago, recycled polymer added to asphalt
Accepted 19 January 2012
have also shown almost the same result in improving the road pavement performance as compared to
Available online 23 February 2012
virgin polymers. This paper is a review of the use of polymers in asphalt pavement. In this study, a critical
review on the history and benefits of using waste and virgin polymer in asphalt is presented followed by a
review of general studies on using polymers in asphalt in order to improve the properties of pavement.
Keywords:
Bitumen
Ó 2012 Elsevier Ltd. All rights reserved.
Polymer-modified
Waste polymer
Virgin polymer
Pavement

Contents

1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
2. History of using polymer in asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
3. The benefits of using polymer in asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
4. The use of waste polymer instead of virgin polymer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
5. How polymers are incorporated into the asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6. Aspects that influence the properties of PMAs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
6.1. Polymer characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
6.2. Bitumen characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
6.3. Mixing conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.3.1. Nature of the polymer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.3.2. Physical form of the polymer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.3.3. Nature and grade of the bitumen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.3.4. Type of mixing equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.3.5. Time–temperature profile during mixing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.4. Compatibility and stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.4.1. Incompatible polymers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.4.2. Slightly compatible polymers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.4.3. Compatible polymers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
7. General studies on using polymers in asphalt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
8. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61

1. Introduction plastic bottles are detrimental to the environment [5–9]. Plastics

The use of plastic bottles throughout the world is on the in-
crease [1–4]. Both the creation and the recycling procedures of
⇑ Corresponding author. Tel.: +60 17 280 6072; fax: +60 3 79552182.
E-mail address: niloofar.kl@gmail.com (Z.N. Kalantar).
do not decompose naturally and so alternative methods need to
be implemented, in order to recycle the plastic material.
The performance of road surfaces can be improved by modify-
ing bitumen [10–18]. There are numerous modifiers that can be
used to improve the properties of road surfaces, but most of these
are virgin materials. Virgin materials are difficult to find and are

0950-0618/$ - see front matter Ó 2012 Elsevier Ltd. All rights reserved.
doi:10.1016/j.conbuildmat.2012.01.009
56 Z.N. Kalantar et al. / Construction and Building Materials 33 (2012) 55–62

uneconomical when used as a modifier [19]. Therefore using waste [36–38]. Fluxing agents or diluent oils are sometimes used to soft-
plastic bottles as modifier in road surfaces can potentially help re- en the asphalt. Another method that can significantly improve as-
duce material wastage and improve the performance of road sur- phalt quality is the addition of polymers [27]. TOSCO (the Oil Shale
faces at the same time [20–24]. Company), was the first company that used polyphosphoric acid
(PPA) as a modifier in asphalt without air blowing. The other poly-
mers that have been used together with PPA were, EVA [39,40],
2. History of using polymer in asphalt
GMA [41,40],SIS, PE [42,43], SBS [44–50], APP [51,52], ABS
[53,54], amongst several others. Modifying the asphalt with syn-
Synthetic and natural polymers have been used in asphalt as a
thetic and natural polymers can improve the performance of roads
modifier as early as 1843. In the 1930s the project was underway
[32] and blending is the most common method of modifying [31].
in Europe and North America began to use rubber latex in 1950s.
A significant number of researches on PMA (polymer modified
Europe was using modified asphalts ahead of the United States
asphalt) mixture have been conducted for the past two decades.
which were limited to use PMA because of its high expenses in
The addition of polymers to asphalt for the purpose of enhancing
the late 1970s [25,26]. In the mid-1980s, US began to use new
its properties over a range of different temperatures in paving
developed polymers and European technologies. Currently in
applications was contemplated a long time ago [55]. Polymers can
Australia, polymer modified binders is included in the guides and
significantly improve the asphalt pavements performance at low,
specifications of National Asphalt Specification [26].
intermediate and high temperatures. They can increase the resis-
In the survey of state departments of transportation in 1997, 47
tance of mixture to permanent deformation, thermal fracture and
states of US reported that in the near future they would be using
fatigue cracking at low temperature, decrease plastic flow and in-
modified asphalts and 35 states reported that they would need big-
crease shear modulus at high temperature [35,31]. The researchers
ger portions. Several investigations all around the world have re-
found that by modifying bitumen with even small amounts of poly-
searched and evaluated benefits of modifying polymers on the
mers, the road pavement life span may be increased [56].
performance of pavement, and developing the specifications and
Improvement in engineering properties including thermal
tests for binders are still continuing [26].
cracking, stripping, rutting resistance, temperature susceptibility
Over the last decade, USA is the country where most of the re-
and fatigue damage, have led polymer modified binders to be a
search is done, followed by China, Canada and some European
substitute for asphalt in paving and maintenance application, such
countries. Among the companies that have been filing patents on
as cold mix, cold and hot crack filling, slurry seal, patching, hot mix,
PMA over the last decade, Marathon Ashland Petroleum LLC is
chip seals and recycling. They also can be used to cut down the life
the leading one. The Goodyear Tire and Rubber Company, Fina
cycle costs [27].
Technology, Polyphalt LLC, BASF Corporation and Ergon Incorpo-
rated are also reported. There have been significant movements
in the marketing area. The interest for PMA technology has been 4. The use of waste polymer instead of virgin polymer
increasing, and so the number of companies which commercialize
it, and their earnings [27]. It has been known for some time that virgin polymers can im-
The United States, China, France and Italy are leaders in polymer prove the modified bitumen’s properties, however, there are some
modified asphalt (PMA) research and development activities, even concerns of replacing virgin materials with recycled polymers [31].
though considerable work has also been done in Japan, Germany, Since polymers are rather expensive, the amount of polymer
Russia, Great Britain, and Canada [27]. used to improve the road pavement must be small. Recycled poly-
mers have been found to show similar results in improving the
road performance as compared to virgin polymers. From economic
3. The benefits of using polymer in asphalt
and environmental point of view using the waste polymer as a
modifier is beneficial because using waste polymer as a modifier
Bitumen is one of the viscoelastic materials and the only
may help to improve the performance of pavement and quality

PE
deformable element of pavement and has a very important role
of the roads and also to solve the waste disposal problem [31].
in pavement performance [27]. Bitumen has a good adhesion and
Many polymers have been used as binder modifiers, and they can
cohesion with aggregates therefore it has been used for roofing
be classified into five groups. Table 1 presents a summary of these
and paving purposes [27–32].
polymers and their advantages and disadvantages as asphalt mod-
One of the most important properties of the bituminous mix-
ifiers [27].
ture is its stability. The optimum stability is the one that can han-
The polymers used to modify bitumen can be divided in two
dle the traffic requirements sufficiently. If the stability is lower
classes, elastomers and plastomers. Plastomers include polyethyl-
than the traffic demand, it will cause shoving and flow of the road
ene and various compounds based on polyethylene and ethylene
surface [33]. To prevent a pavement from rutting the flow should
vinyl acetate [57–60]. At normal temperature, these polymers
be low. Flow can be considered as a property that reduces the sta-
can increase the stiffness of bitumen and provide a mix with high
bility [34].
viscosity. Depending on the polymer, high shear mixing may be
In hot climates rutting and in cold climates cracking are related
needed [57].
to the sensitivity of the asphalt pavement to the temperature var-
iation and the traffic load [35]. If the tire pressure, volume of heavy
vehicles and traffic increases, a higher performance pavement will 5. How polymers are incorporated into the asphalt
be needed which requires a bitumen with low susceptibility to
temperature changes and has high adhesion to aggregates. There are two common methods used to incorporate polymer
Some improvements in asphalt properties have been gained by into the asphalt, namely, the wet method (addition of latex poly-
selecting the proper starting crude, or tailoring the refinery pro- mer into the asphalt), and dry method (addition of solid polymers
cesses used to make asphalt. Unfortunately, there are only a few into the asphalt).
crudes that can produce very good asphalts, and only a limited Wet method is relatively easy and free of trouble. In this meth-
number of actions that can be taken to control the refining process od solid polymer mixes with bitumen at high temperature before
to make improved asphalts [27]. The next step taken by the indus- the modified binder is used in the pavement mix. Mixing temper-
try was to modify the asphalt. Air blowing makes asphalt harder ature and mixing time will depend on the type of polymer and
 Z.N. Kalantar et al. / Construction and Building Materials 33 (2012) 55–62 57

Table 1 Dry method normally requires substantial mixing and shearing

Characteristics of polymers used to modify bitumen [27]. in order to uniformly disperse the polymers. In dry method, poly-
Polymer Advantages Disadvantages Uses mer will be mixed with the aggregates as a solid form like granules
Polyethylene High temperature Hard to disperse in Industrial or chips after which bitumen will then be added. Awwad and
(PE) resistance the bitumen uses Shbeeb [57], amongst others, used the dry method for their study,
Aging resistance Instability problems in which two types of polyethylene were used, namely, high den-
High modulus High polymer Few road sity polyethylene and low density polyethylene.
contents are applications
required to achieve
better properties
6. Aspects that influence the properties of PMAs
Low cost No elastic recovery
Polypropylene No important Separation problems Isotactic PP is
6.1. Polymer characteristics
(PP) viscosity increase not
even though high commercially
amounts of applied The most effective mixture happens when polymer blend with
polymer are the bitumen and increase its rutting resistance at high tempera-
necessary (ease of tures without making it too viscous during mixing or too brittle
handling and
layout)
at low temperatures. The modifier should be sufficiently compati-
High RandB No improvement in ble with the asphalt as not to cause phase separation during the
elasticity or storage, transportation, application and service.
mechanical The polymer content ranges between 2% and 10% by weight of
properties
the bitumen. In the last decade the most common proportions
Low penetration Low thermal fatigue Atactic PP is
cracking resistance used for were about 5% or 6% but within the last few years lower polymer
roofing content (2–3%) has been preferred. Now using waste materials
Widens the (due to their low cost they might be added in higher proportions),
plasticity range or mixes of two different polymers (as mentioned before) may be
and improves the
binder’s load
considered [64]. Polymer parameters such as polymer content,
resistance chemical composition, structure, average molecular weight, molec-
PVC Lower cracking Acts mostly as filler Not
ular weight distribution, degree of branching, crystalinity, etc. af-
PVC disposal commercially fect the modification process [64,65].
applied Ali et al. [66] found that original grade of asphalt affects the
Styrene– Higher flexibility High cost Paving and mechanical properties of mixture at low temperatures, while add-
butadiene at low roofing ing modifiers does not have statistically significant effect on stiff-
block temperatures ness at low temperature. Therefore, low temperature cracking
copolymer Better flow and Reduced
should not be adversely affected by the addition of modifiers. How-
(SBS) deformation penetration
resistance at high resistance ever, at high temperature the effect of modifier on stiffness of mix-
temperatures ture increases so the modified mixture has higher modulus value
Strength and very Higher viscosity at compared to conventional mixture. Thus, addition of modifiers
good elasticity layout temperatures may actually improve the temperature susceptibility of the
Increase in rutting Resistance to heat
resistance and to oxidation is
binders.
lower than that of
polyolefins (due to
6.2. Bitumen characteristics
the presence of
double bonds in the
main chain) Mechanical properties of binder and its micromorphology, as
Styrene– Higher aging Asphalts suitable for well as stability of the blend are influenced by bitumen nature.
isoprene resistance SBS blends, need an As it has been mentioned before, the polymer must be compatible
block asphalt with a high with the bitumen and maintain this compatibility during storage
copolymer aromatic and a low
and use. This is a difficult task, because of the big difference in
(SIS) asphaltene content
Better asphalt-
molecular weight and structure, viscosity and density of PMA con-
aggregate stituents [64]. Moreover, bitumen differences depend not only on
adhesivity the composition of the original crude, but also on the production
Good blend process [63].
stability, when
The general conclusion from the studies on the nature of the as-
used in low
proportion phalt says that to dissolve and expand the polymer asphalt should
contain enough oil fractions. It should also have a high content of
condensed ingredients like aromatic hydrocarbons which mix
especially well with polar aromatic polymers. The PMA blends
bitumen. For example, Naskar et al. [61] investigated the effect of with the condensed ingredients in their asphalt are more endur-
waste plastic as modifier on thermal stability and degradation able [67].
kinetics of bitumen. They mixed different waste plastics with 60/ For low polymer content, the continuous asphalt phase is en-
70 penetration grade bitumen for 45 min at 180 °C. Garcia-Morales riched with resins and asphaltenes, thus leading to an increase in
et al. [62] used four different types of waste polymers to mix with the consistency and the elastic properties of the binder. Generally,
60/70 penetration grade bitumen. Their samples were processed a thermoplastic polymer modified asphalt which resulted from
for 6 h, at 180 °C. Shell report [63] suggests that the mixing tem- physical mixing of the constituents without chemical interactions,
perature should not exceed 185 °C otherwise the bitumen would can consequently be a two-phase system. One phase is a swollen
burn and the mixing time should be adequate enough for homoge- polymer and another phase grouping the constituents of the as-
neous dispersion of the waste plastic within the bitumen matrix. phalt not intervening in the solvation. With increasing the polymer
58 Z.N. Kalantar et al. / Construction and Building Materials 33 (2012) 55–62

contact physical properties of the blend will significantly change.
The result is a significant increase in the plasticity interval, in ten-
sile strength and elastic properties, and a reduction in thermal sen-
sitivity [27].
Vonk and Bull [68] has shown that elastomer of a thermoplastic
rubber copolymer can absorb almost all the bitumen components
except the asphaltenes [65]. Therefore, the asphaltenes content
of the bitumen should not be too high, otherwise addition of a
thermoplastic rubber can result in asphaltene precipitation or gela-
tion and will result in phase separation so the blend becomes
unworkable. On the other hand, if the asphaltene content is low
a single phase blend may be obtained.
The permissible level of the asphaltene concentration is depen-
dent upon:
6.3.5. Time–temperature profile during mixing
Practically, time and temperature during the mixing depends on
the type of bitumen and its requirement to achieve mobility and
initial swelling of the polymer. For example, to avoid the thermal
effects on SBS during the mixing process, the temperature should
be kept lower than 190 °C [27]. However, the ideal mixing process
should be undertaken at the lowest possible temperature for the
shortest possible time, corresponding to the complete incorpora-
tion of the polymer into the bitumen both from an economic stand-
point and to minimize any thermal effect on the polymer.
Structure and properties of PMA is a function of blending condi-
tions. It means the longer the mixing time is, the finer the micro-
structure will be and the higher the temperature is, the more
rapidly this process is done [27].

 polymer content 6.4. Compatibility and stability

 polymer molecular weight
 asphaltene molecular weight A polymer may be incompatible, slightly compatible or compat-
 aromaticity ible with bitumen.

In order to produce a stable bitumen-thermoplastic blend, bal-

ancing of the aromatic content is important. Such blends are
termed as ‘‘compatible’’ blends [65].
6.3. Mixing conditions
The mixing process is influenced by a number of parameters:
6.4.1. Incompatible polymers
The result of mixing an incompatible polymer with bitumen is a
heterogeneous mixture. In this case the polymer affects the chem-
ical equilibrium of the bitumen. Therefore the mixture does not
have enough cohesion and ductility. At the micron scale all com-
mercial PMBs (polymer-modified bitumen) are heterogeneous
[69–72].

6.3.1. Nature of the polymer

6.4.2. Slightly compatible polymers
The proper mixing time to achieve a homogeneous blend of the
Slightly compatible polymers can improve the bitumen proper-
bitumen and polymer depends on the type, molecular weight and
ties under special mechanical, thermal and chemical processes. For
chemical composition of polymer. A polymer with higher molecu-
instance, they require high shear mixer with reasonably high tem-
lar weight needs longer time to blend with bitumen and vice versa
perature to mix with bitumen homogeneously.
[65].

6.3.2. Physical form of the polymer 6.4.3. Compatible polymers

Smaller particle size has larger surface area per unit mass of Compatible polymers require conventional mixing techniques
polymer. Thus, the swelling of the polymer is easier and the pene- and it results in a physically stable blend. This kind of polymers
tration of the bitumen is facilitated. It means more rapid dissolu- may or may not improve the physical properties of the bitumen.
tion is completed. Powdered polymers will therefore disperse Compatibility between polymer and bitumen should be high
and dissolve more rapidly than porous pellets [65]. enough to avoid the phase separation in the bitumen and to
achieve a proper pavement with good quality. The separation
may happen during storing, pumping and application of the as-
6.3.3. Nature and grade of the bitumen
phalts. If the storage stability is poor the polymer modified asphalt
Composition of bitumen and its viscosity affect the blending
process in more than one way. In general asphalt should contain
enough old fractions to dissolve and expand the polymer. It also
needs to contain condensed ingredients in order to guarantee the
PMA blends endurance [67].
On the other hand, bitumen with low viscosity can pre-disperse
the polymer in itself and speed the penetration and swelling of the
polymer particles. A low bitumen viscosity at the blending temper-
ature can also improve the disintegration of the polymer at the mill
[65].

6.3.4. Type of mixing equipment

There are two main methods for mixing the bitumen with poly-
mer, namely, high shear and low shear mixing. Low shear mixer is
a simple mixing tank with a paddle stirrer. It can be used to mix
the bitumen with powdered modifier. Mixing process is limited
to the swelling and dissolving the bitumen with polymer. The tem-
perature is fixed during the mixing.
High shear mixer reduces the polymer particles size by mechan-
ical and hydrodynamic shear. The temperature will increase during
the mixing in order to dissolve polymer into the bitumen and make
a homogenous blend. Fig. 1. Compatible system with 4% SBS [27].
 Z.N. Kalantar et al. / Construction and Building Materials 33 (2012) 55–62
Fig. 2. Incompatible system with 4% SBS [27].
would not be suitable to use in roofing and paving applications,
and other industrial specialty products.
There are some compatibilization processes to improve the
compatibility and stability of the polymer-asphalt blends. For
example Exxon Research and Engineering Co. [27], blend the bitu-
men and the polymer which both are in contact with sulfonate or
sulfonic acid groups. TexPar Energy, Inc. adds an additive called
ButaphaltTM, to the mixture for compatibility purposes [27]. In
this case the addition of an acid will be done after the polymer
has been added to the bitumen. According to Ergon Incorporated
the storage stability of bitumen can be improved, if the acid is
added to the bitumen before the polymer.
Cross-linking agents such as sulfur also helps to improve the
stability of polymer-bitumen compositions. It has been investi-
gated that the sulfur chemically couples the polymer, and the bitu-
men through sulfide or polysulfide bonds. Even though bitumen
itself contains varying amounts of native sulfur, the addition of
extraneous sulfur is required to improve the stability.
A homogeneous and compatible blend will happen when poly-
mers completely disperse in the bitumen. UV microscopy is used to
determine the completeness of blending and compatibility of poly-
mer-modified bitumen. The pictures are taken from the samples
which are seen under a fluorescence microscope. In order to see
to what degree polymer is incorporated in the bitumen matrix,
the pictures are taken every 1 h.
Figs. 1 and 2 [27] show a micrograph of a compatible system
and an incompatible system respectively. As it is shown in Fig. 2,
in an incompatible system the mixture does not seem
homogeneous.
The softening point variation test is another way to find out if
incompatibility or phase separation is present. For this test, PMA
is poured into a metal toothpaste tube and left in an oven for three
days at 160 °C. Then samples are taken from the bottom portion of
the blend and the top portion of the blend, and softening points be-
tween these two samples are compared. The difference between
the softening point of the top portion and the softening point of
the bottom portion should not be more than 4 °C. A difference of
more than 4 °C is considered as absence of storage stability and
in this case the substantial phase separation may happen. The
same samples are also examined using fluorescence microscopy
to compare their microstructures. For true stability, the top portion
of the blend should have the same continuous phase as the bottom
portion.
59
7. General studies on using polymers in asphalt
In last decade many studies have focused on using polymers in
the asphalt. There are several kinds of polymers that can be recy-
cled in bitumen [73,74] such as polypropylene (PP) used in straw,
furniture and wrapping industries, high density polyethylene
(HDPE) used in plastic bottles and packaging, low density polyeth-
polymers review
ylene (LDPE) used widely in soft drink and mineral water bottles
[75], polyvinyl chloride (PVC), used in fittings and plumbing pipes;
polyethylene terephthalate (PET), widely used in soft drink and
water bottles and acrylonitrile butadiene styrene (ABS), used in
mobile phones, laptop, and other electronic devices. Not all of
these polymers are suitable to modify bitumen although there is
sufficient amount of them available for this purpose [76].
Pérez-Lepe et al. [35] studied the influence of processing condi-
tions on the rheological behavior of polymer-modified bitumen.
According to their study’s conclusion, polymer type and the mixing
method affects the engineering properties of modified binder. In
Pérez-Lepe et al. study binders modified with HDPE which were
prepared with a rotor–stator devise show better results compared
to binders which were modified with different polymer such as
LDPE and SBS. The binders modified with EPDM and polyethylene
show that the rheological behavior of the binder is determined by
major component in the polymer blend, the interactions among
the molecules of LDPE and EPDM has less influence on the rheolog-
ical behavior than the interactions among the molecules of HDPE
and EPDM [35].
In 2004 Hinisliglu and Agar [33] used different waste plastics
containing HDPE as a polymer modifier. They have studied the ef-
fects of HDPE content, various mixing time and temperature in
binders on Marshall test parameters. In their study HDPE was used
in three different percentages of 4%, 6% and 8% by the weight of
bitumen. The temperature of mixing were 145 °C, 155 °C and
165 °C and the mixing time were 5 min, 15 min and 30 min. They
reported that binders which were modified with HDPE have higher
stability and strength and also the Marshal quotient value were
higher which means they are more resistant to permanent defor-
mation. The optimum result for Marshal stability, Marshal quotient
and flow happened in the binder with 4% HDPE, 30 min of mixing
time at 165 °C of mixing temperature. In this binder Marshal quo-
tient increased 50% compared to control binder. In their study it
has been concluded that due to waste HDPE modified asphalt high
Marshall quotient and stability, binders have higher resistance
against permanent deformations [33].
Another investigation on the rheology of recycled polymers
modified bitumen has been done by Garcia-Morales et al. [62].
They studied flow behavior of bitumen which was modified with
5% and 9% waste EVA/LDPE at high temperature and linear visco-
elasticity, at low and intermediate temperature. In this study waste
polymers were mix with the 60/70 penetration grade bitumen
with a four blade propeller. The test results showed that the perfor-
mance of modified bitumen was improved. From their study re-
sults is concluded that modified recycled EVA/LDPE bitumen has
better mechanical properties and polymer improves the perfor-
mance of road surface. It also contribute to solve the disposal of
waste plastic problem [62].
Polacco et al. [77] studied the effect of different polymers on the
rheology of modified bitumen. Polacco et al. used several polymers
such as polyethylene and polyethylene-based polymers in their
study. They numbered the polymer modified asphalts from M1 to
M8 (Table 2) after their softening point and storage stability results
and morphological analysis. M1 and M2 are the binders which are
modified with low-density polyethylene with different molecular
weights. M4 is a component of 90% of M1 and 10% of another kind
of polymer [77]. Fig. 3 compares the morphology of the PMAs. In a,
60 Z.N. Kalantar et al. / Construction and Building Materials 33 (2012) 55–62

Table 2 susceptibility and reduce the skid resistance of the pavement. In

PMAs content and softening point [77]. this study it was concluded that asphalt modified by polyethylene
Mix Polymer (6% by Temperature Mixing time TRandB (°C) is much more resistant against fatigue and deformation and it also
weight) (°C) (min)
After After provide better adhesion between the aggregate and asphalt [57].
mix cure In Casey et al. [76] research the binder with 4% of waste HDPE
M1 Riblene FF20 180 30 53 –
has the best result compared to the other modified binders. The
M2 Riblene FC20 180 30 53.7 – optimum mixing process was chosen according to the type of mod-
M3 Escor 5100 180 30 49.4 – ifier, mixing time and mixing temperature. Results of this study
M4 Lotader AX8930 180 30 52.6 66 were used to compare the performance of modified binder with
(10%)
recycled polymer with the traditional binders which already had
Riblene FC20
(90%) been used in road construction. Fatigue and wheel tracking test re-
M5 Lotader AX8840 180 30 53.8 58.1 sults showed that the polymer modified binder do better than tra-
(7%) ditional binders used in asphalt.
Riblene FC20
In 2009 in China, Al-Hadidy and Yi-qiu [58] studied the effect of
(93%)
M6 PEGMA1 180 30 59.2 73.6
polyethylene on life of flexible pavements. In that investigation the
M7 PEGMA2 190 120 52.3 68.9 modifier used was LDPE (Low density polyethylene). In the first
M8 Flexirene FF25 190 120 120.5 – step the polymer was finely grinded with the thermal degradation
apparatus which is shown in Fig. 4 and then the powder polymer
was added to bitumen in different percentages of 2%, 4%, 6% and
b and c, polymer-based phase is dispersed in a dark asphaltic 8%. The polymers were mixed with bitumen 3–5 min in high-speed
phase. Comparing the morphologies of Fig. 3a and b, shows a larger stirrer rotating at 160 ± 5 °C and at speed of 1750 rpm [58].
diameter of the spheres as could be expected since polymer used in The tests that had been done in Al-Hadidy and Yi-qiu study
M2 has a higher molecular weight than polymer used in M1. In were the following:
Fig. 3c the dimensions of the particles are smaller than those re-
ported in Figure b [77].  Rheological tests include: softening point (ASTM D-36), ductil-
Gonzalez et al. [78] used m-LLDPE and HDPEs modified bitumen ity (ASTM D-113), penetration (ASTMD-5).
and investigated the stability and the rheological properties of  LDPE modified SMA mixture tests: Marshall test (ASTM D1559)
blends. They added three different kinds of m-LLDPE and two types and Indirect tensile strength test (ASTM D4124).
of HDPE. This work is similar to what Polacco et al. [77] did and re-  Short-term aging test (TFOT) (ASTM D-1754), which used the
sults are almost the same. Gonzalez et al. concluded that better thin film oven.
stability results are obtained using m-LLDPEs than conventional  Temperature susceptibility.
polyethylene like HDPEs, in bitumen/polyethylene blends.  Compatibility test.
Awwad and Shbeeb [57] experimented by adding two types of
polyethylene to modify bitumen in hot asphalt mix. The polymers As expected, softening point has the direct relationship with as-
they used were LDPE and HDPE. They used two different shapes of phalt deformation [58]. Results of Hadidy and Yi-qiu study showed
grinded polymers and non-grinded one. They used crushed lime- the binders which had been modified with LDPE had higher soften-
stone as aggregate and silica as filler. At first, Marshall mix design ing point which means they were more resistant to deformation.
was used to determine the optimum binder content and later to Ductility results were at the minimum range up to 6% LDPE and
test the properties of modified mixture. Polyethylene of each type the durability of bitumen improved since the percentage loss of
was added to the binder in seven different portions of 6%, 8%, 10%, weight decreased. It can be concluded that addition of LDPE in
12%, 14%, 16% and 18% in both grained and non-grained state. The the asphalt mix improved the performance of mix in both high
optimum asphalt content was 5.4%. The results of tests which were and low temperature area [58].
bulk density, stability and flow showed that the modified mixture Polypropylene fibers can improve the mechanical and physical
have a higher VMA percentage and higher stability compared to properties of asphalt mixture [79]. Tapkın et al. [79] studied on a
control mix. This means that the mix is more resistant against rut- neural networks application to predict the Marshall test results
ting. But the air void contents of the modified samples are almost for bitumen mixtures modified with polypropylene. In their re-
the same as the non-modified ones. To provide enough space for search the flow and Marshall stability tests on binders which were
the expansion of binder and prevent flushing or bleeding, air voids modified with different types of waste polypropylene and polypro-
should be around 4%. Flushing in the mix would increase rutting pylene fiber were carried out. The binder content in this study was

Fig. 3. (a) M1 30 min, (b) M2 30 min, (c) M4 30 min, (d) M4 24 h, (e) M7 30 min mix, (f) M7 24 h curing, (g) M7 48 h curing, and (h) M8 2 h mix [77].
 Z.N. Kalantar et al. / Construction and Building Materials 33 (2012) 55–62
Fig. 4. Schematic of the thermal degradation apparatus [58].
the optimum bitumen content. From the Marshal test results it was
obvious that polypropylene fibers added to the bituminous mix can
improve Marshall quotient and Marshall stability values, which is a
kind of pseudo stiffness [79].
8. Conclusion
The use of virgin polymers in asphalt pavements have shown to
be advantageous in terms of improving certain characteristics of
the pavement as revealed through research findings over the past
two decades. There appear to be a common consensus amongst
researchers that certain polymers would greatly enhance the per-
formance and lifespan of the pavement when adequately blended
with bitumen at optimum conditions. Apart from virgin polymers,
use of waste polymers in asphalt pavement have also shown to im-
prove certain properties of the pavement to a level similar to that
achieved when using virgin polymers. From economical point of
view, using waste material in road construction and pavement is
beneficial in different ways. It can be beneficial through improved
performance of pavement as well as from reduced landfills. Many
of the waste polymers could be hazardous and pose as environ-
mental burden if these are not effectively recycled or reused. By
incorporating waste polymers in pavement, not only does it im-
prove the pavement performance and reduce environmental pollu-
tion, the need to utilize virgin polymers in pavement will also be
reduced, thus leading to possible cost savings in the long run.
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