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Procedia Engineering 145 (2016) 1557 – 1564

International Conference on Sustainable Design, Engineering and Construction

Asphalt Design using Recycled Plastic and Crumb-rubber Waste for

Sustainable Pavement Construction
Imran M. Khan, Shahid Kabir, Majed A. Alhussain, Feras F. Almansoor
Civil and Environmental Engineering Department, King Faisal University, Kingdom of Saudi Arabia

Abstract

The seasonal change in temperature and loading nature has a significant effect on asphalt behavior because of its visco-
elastic 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. In this study, Low Density and High Density Polyethylene and Crumb rubber were
used as additions to base bitumen (PG 64-10). Complex modulus (G*) and phase angle (δ) obtained from Dynamic Shear
Rheometer (DSR) are the basic perimeters used to evaluate the behavior of the binder in respect to rutting and fatigue cracking. It
was concluded that Low Density Polyethylene (LDPE), High Density Polyethylene (HDPE), and Crumb Rubber (CR) modified
binder showed significant improvement in rheological properties of the binder. Furthermore, recycling these municipal wastes
will contribute to solving environmental problems in the Kingdom of Saudi Arabia caused by the piling up of these wastes in
dumpsites.

© 2016
© 2015TheTheAuthors.
Authors. Published
Published by by Elsevier
Elsevier Ltd.Ltd.
This is an open access article under the CC BY-NC-ND license
Peer-review under responsibility of organizing committee of the International Conference on Sustainable Design, Engineering
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility
and Construction 2015. of the organizing committee of ICSDEC 2016

Keywords: Asphalt, plastic waste, rheology, rutting, elastic behavior, fatigue cracks

1. Introduction

Due to rapid urbanization and population increase, the production of waste is rising significantly in Saudi
Arabia. Currently, there is no robust recycling program in place; as a result, municipal waste is simply sent to
dumpsites, which is affecting human health and the environment. The most promising way to recycle a certain
portion of this waste, consisting of HDPE, LDPE, and crumb rubber, is to use it in the construction of roads and

* Corresponding author. Tel.: +96613589-5416; fax: +966135817068.

E-mail address: shahid.kabir@usherbrooke.ca

1877-7058 © 2016 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the organizing committee of ICSDEC 2016
doi:10.1016/j.proeng.2016.04.196
1558 Imran M. Khan et al. / Procedia Engineering 145 (2016) 1557 – 1564

other infrastructure. On the other hand, the majority of flexible pavements fail prematurely due to severe
temperatures and heavy loading within the Kingdom, as well as due to the use of conventional grade bitumen (PG
64-10) without modifications. Hence this research was carried out to search for possible ways to modify
conventional binder from PG 64-10 to higher grades, as well as to recycle this particular type of municipal waste in
order to contribute to a cleaner environment. Many studies have been carried out for the re-use of these wastes in
different ways. The economic and social development of the nation depends on transportation infrastructure. The
growth in any country’s economy has a strong relationship with the development of its transportation sector. In the
Kingdom of Saudi Arabia, the road network has received significant funding for the building of better highways.
The Kingdom has a total road length of 140,870 km; 61,376 km of which are paved roads, as estimated by the
Ministry of Transportation in 2013 [1].

The Ministry of Transportation [2] suggested the use of polymers as an asphalt additive to meet the harsh local
environmental conditions. Different modifiers (e.g. low and high density polyethylene, sulfur, and crumb rubber)
can be used to improve the performance of pavement against rutting and cracking. The susceptibility to rutting of
asphalt pavements can be significantly reduced by adding reclaimed asphalt pavement (RAP) to the mix. The
addition of RAP would help stiffen the mixture [3]. The addition of sulfur to bitumen showed significantly higher
fatigue life. The presence of a gel-like structure results in good bonding with aggregates. The marshal stability and
resistance to rutting can also be improved using a sulfur-asphalt mix [4-5]. Epoxide Natural Rubber (ENR) and
Polyethylene Terephthalate (PET) can be used as a bitumen modifier to improve the binder resistance against rutting
and fatigue. Similarly, using Rice Husk and Wood Sawdust Ash as asphalt modifiers result in decreasing phase
angle and increasing complex modulus, which shows more elastic behavior compared with controlled bitumen [6, 7,
8, 9]. Municipal Solid Waste (MSW), which includes cardboard, paper, plastic, wood, metal and glass, amounts to
about 3800 m3/day in the Eastern Province of Saudi Arabia. Due to a lack of systematic recycling methods, all this
MSW is deposited in open dumpsites [10].

The rheological properties of Polymer (an elastomer and a plastomer) Modified Bitumen (PMB) were highly
affected by the type and content of polymer. However the properties of bitumen are significantly improved when
combined additives (two or more additives) are used in asphalt mixtures compared with individual modified
bitumen [11-12]. The rheological properties, as well as viscosity, have very complicated behavior in field-aged and
laboratory-aged binders. One research was carried out to compare field and laboratory binder ageing, and it was
concluded that the viscosity of a 9-day lab-aged binder had less value than a 20-year field-aged binder. Also, 5-day
lab-aged bitumen showed similar dynamic response as field-aged binder [13]. Bone Glue modified binder may also
be used as partial replacement of bitumen to reduce the cost and enhance the performance of pavement over the long
term. The rheological properties were significantly improved while adding Bone Glue to the neat binder; however,
there was no significant change in the viscosity of Bone Glue modified bitumen as compared to neat binder [14].
Higher temperature susceptibility was observed for neat binder, whereas binder modified with 1.6% Elvaloy
polymer showed less temperature susceptibility at a frequency range of 0.01 Hz to 100 Hz using Dynamic Shear
Rheometer [15]. The rheological properties of reclaimed PMB binder can be restored if mixed with fresh and soft
PMB binder. However, soft bitumen (without PMB) can change the rheology and chemistry of reclaimed binder, but
not consistency [16].

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. The severe high temperatures in the
Kingdom during the summer (up to 76°C) and increased axle loading are the main reasons for pavement distress
(cracking and rutting). Hence, there is a need to modify/improve the performance of bitumen, as well as to design
sustainable pavement construction.

In this study Low Density, High Density Polyethylene and Crumb rubber were used as additions to base
 Imran M. Khan et al. / Procedia Engineering 145 (2016) 1557 – 1564 1559

bitumen. Recycling these municipal wastes for the construction of paved roads and highways will contribute to
solving environmental problems due to discarding these wastes in dumpsites throughout the Kingdom of Saudi
Arabia.

2. Experimental Program

2.1. Materials

Bitumen “PG 64-10” was obtained from a local Saudi refinery. Dry and clean LDPE, HDPE and Crumb Rubber
were used as bitumen modifiers with 2, 4, 8 and 10% by weight of bitumen. Mechanical grinder was used to convert
all these waste materials into powder form (between 0.15 mm to 0.75 mm). The characteristics of the materials are
shown in Table 1.

Table 1: Characteristics of materials used in the study

Test/ Physical Property Base Bitumen LDPE HDPE

Specific Gravity 1.019 Density = 922 kg/m3 Density = 961 kg/m3
Penetration @ 25Ԩ, 0.1 mm 59.10
Softening point (Ԩ) 49.45 95 127
Flash point (Ԩ) 310
Ductility (mm) 126.5
Viscosity @ 135Ԩ (cP) 460.35
SuperPave Performance Grade (PG) 64-10

2.2. Methods

The Performance Grade (PG) of base bitumen obtained from the local Saudi refinery was determined in the
laboratory by using SuperPave binder testing for grade determination according to ASTM standards [17,18,19,20].

2.3. Sample preparation

LDPE, HDPE and Crumb Rubber (2, 4, 8 and 10% by weight of bitumen) were mixed with base bitumen using
a laboratory mixer at 165Ԩ for two hours. Un-aged LDPE, HDPE and Crumb Rubber modified binder was used for
rheological properties using Dynamic Shear Rheometer (DSR). These tests were conducted on virgin binder and
binder modified with 2, 4, 8 and 10% LDPE, HDPE and Crumb Rubber to determine the resistance to permanent
deformation and fatigue.

2.4. Dynamic Shear Rheometer (DSR) Test

Dynamic Shear Rheometer (DSR) is an oscillatory type apparatus and a powerful tool used to determine the
rheological properties of binders. The elastic, viscous, and viscoelastic behavior of binder can be investigated at
various temperatures and frequencies to simulate real field conditions. Virgin binder as well bitumen modified with
2, 4, 8 and 10% LDPE, HDPE and Crumb Rubber by weight of bitumen was tested using DSR. All tests were
conducted using 1.59 Hz single frequency and at temperature of 46, 52, 58, 64 and 70 Ԩ.

3. Results and Discussions

Testing of the asphalt binder needs to be performed relative to the geographical area for which the binder is
intended to be used. In the gulf region, temperatures range from around 40°C to 70°C; therefore, the SHRP
performance tests were conducted at five temperatures representative of this high, medium, low temperature range:
46°C, 52°C, 58°C, 64°C and 70°C. These tests, consisting of Dynamic Shear Rheometer (DSR) tests and Bending
Beam Rheometer tests (BBR), determine the complex shear modulus (G*) and phase angle (δ) of the asphalt binder,
1560 Imran M. Khan et al. / Procedia Engineering 145 (2016) 1557 – 1564

two parameters that indicate the stiffness, resistance of the binder to deformation under load, and rutting of the
asphalt.

The DSR tests were performed at a single frequency of 1.59 Hz (10 rad/s), and at five different temperatures,
starting at 46°C with increments of 6°C, similar to the temperature increments used in the SuperPave grading system.
The complex modulus (G*), phase angle (δ), and rutting perimeter (G*/Sinδ), were obtained for the virgin binder, as
well as for the binder modified with 2%, 4%, 8%,and 10% LDPE, HDPE, and Crumb Rubber.

The results for complex modulus and phase angle for the virgin binder and the binder modified with the different
percentages of LDPE, HDPE, and Crumb Rubber were plotted against temperature to produce Isochronal plots, and
the results for rutting perimeter were plotted against temperature to produce master curves for the purposes of
analysis and comparison.

3.1. Isochronal plots and master curves for LDPE modified bitumen (LDPE-MB)

DSR tests were conducted on the virgin binder and the binder modified with LDPE at the five temperatures, and
at a frequency of 1.59 Hz. Four percentages of LDPE by weight of bitumen, 2%, 4%, 8% and 10%, were tested and
Isochronal plots of temperature versus phase angle and complex modulus, and master curves of temperature versus
rutting perimeter were plotted in order to analyse and compare the results between the virgin binder and the LDPE
modified binder as shown in figures 3.1 (a & b) and 3.2.

(a) Isochronal Plot (T °C vs δ) (b) Isochronal Plot (T °C vs Log G*)

neat 2% LDPE 4% LDPE 0% 2% LDPE 4% LDPE
95 8% LDPE 10% LDPE
8% LDPE 10% LDPE 100
90
85
δ (°)

80 10
Log (G*) in KPa

75
70
1
65
60
55 0
40 46 52 58 64 70 76 40 46 52 58 64 70 76
Temperature (°C) Temperature (C)
Figure 3.1: Isochronal plots (a) Relationship between temperature and phase angle and (b) Relationship between temperature and
complex modulus for LDPE-MB

Master Curve (T °C vs Log G*/Sinδ)

100 neat 2% LDPE 4% LDPE
8% LDPE 10% LDPE
Log (G*/Sinδ) in KPa

10

0
40 46 52 58 64 70
Temperature (C)
Figure 3.2: Influence of temperature on rutting perimeter for LDPE-MB
 Imran M. Khan et al. / Procedia Engineering 145 (2016) 1557 – 1564 1561

Since the phase angle (δ) has an inverse relationship with the elasticity of the binder, a low value for the phase
angle indicates that the binder is more elastic and less susceptible to the effects of temperature. It was found from the
isochronal plots, seen in Figures 3.1 (a) and (b), that as the percentage of LDPE increases, the value of the phase
angle decreases considerably, which indicates improvement in the performance of the binder modified with LDPE, in
terms of its elastic behavior.

It was also found from the master curve, seen in Figure 3.2 that the rutting perimeter increases with increasing
percentages of LDPE. At a temperature of 70°C, the neat binder, 2%, 4% and 6% LDPE-MB do not meet the
minimum requirements of SuperPave, which is G*/Sinδ >1KPa; only the 10% LDPE-MB meets the minimum
requirements. However at 64°C, the neat binder, as well as all levels of LDPE-MB, meet the requirements and there
is considerable increase in rutting perimeter for LDPE-MB especially at 10% LDPE.

3.2. Isochronal and master curves for HDPE modified bitumen (HDPE-MB)

DSR tests were conducted on modified binder with four percentages of HDPE by weight of bitumen, 2%, 4%,
8%, and 10%, at the five temperatures and at 1.59 Hz frequency. Isochronal plots of temperature versus phase angle
and complex modulus, and master curves of temperature versus rutting perimeter were plotted to analyze and
compare results between the virgin binder and the HDPE modified binder.

(a) Isochronal Plot (T °C vs δ) (b) Isochronal Plot (T °C vs Log G*)

95 1,000
0% 2% HDPE 4% HDPE 0% 2% HDPE 4% HDPE
8% HDPE 10% HDPE 8% HDPE 10% HDPE

85 100

75
Log G* (KPa)
δ (°)

10

65
1

55
40 46 52 58 64 0 70
Temperature (°C) 40 46 52 58Temperature
64 70
(°C) 76
Figure 3.3: Isochronal plots (a) Relationship between temperature and phase angle and (b) Relationship between temperature and complex
modulus for HDPE-MB

Master Curve (T °C vs Log G*/Sinδ)

1,000 0% 2% HDPE 4% HDPE
8% HDPE 10% HDPE

100
Log G*/Sinδ) in KPa

10

0
40 46 52 58 64 70
Temperature (°C)
Figure 3.4: Influence of temperature on rutting perimeter for HDPE-MB
1562 Imran M. Khan et al. / Procedia Engineering 145 (2016) 1557 – 1564

It was found from the isochronal plots seen in Figures 3.3 (a & b), that the 4% HDPE-MB produced the best
results in terms of minimum phase angle and maximum complex modulus values compared to the neat bitumen, as
well as the 8% and 10% HDPE-MB. This means that adding HDPE in percentages higher than 4% makes the binder
more viscous and less elastic.

In addition, the master curve, seen in Figure 3.4, indicated that neat bitumen and 2% HDPE-MB do not meet the
minimum requirements of SuperPave at a temperature of 70°C. Moreover, the 4% HDPE-MB produced the optimum
value for rutting perimeter at all temperatures. Therefore, it was found that the addition of LDPE improves the
performance of binder against rutting and cracking.

3.3. Isochronal and master curves for crumb rubber modified bitumen (CR-MB)

DSR tests were conducted on the binder modified with percentages of Crumb Rubber by weight of bitumen, 2%,
4%, 8%, and 10%, at the five temperatures and at 1.59 Hz frequency. Isochronal plots of temperature versus phase
angle and complex modulus, and master curves of temperature versus rutting perimeter were plotted in order to
analyze and compare the results between virgin binder and Crumb Rubber modified binder (CR-MB).

(a) Isochronal Plot (T °C vs δ) (b) Isochronal Plot (T °C vs Log G*)

0% 2 % CR 4% CR
95 0% 2 % CR 4 % CR
8% CR 10% CR
90 1.E+06
8 % CR 10 % CR
85 1.E+05
Axis Log G*

80
75 1.E+04
δ (°)

70 1.E+03
65
60 1.E+02
55
1.E+01
50 40 46 52 58 64 70 76
40 46 52 58 64 70
Temperature °C
Temperature (°C)
Figure 3.5: Isochronal plots (a) Relationship between temperature and phase angle and (b) Relationship between temperature and complex
modulus for CR-MB

Master Curve (T °C vs Log G*/Sinδ)

0% 2% CR 4% CR
1000 8% CR 10% CR

100
Log G*/Sinδ (KPa)

10

0.1
40 46 52 58 64 70 76
Temperature (°C)
Figure 3.6: Influence of temperature on rutting perimeter for CR-MB
 Imran M. Khan et al. / Procedia Engineering 145 (2016) 1557 – 1564 1563

It was found from the isochronal plots (Figures 3.5 a & b) that the 10% CR-MB produced the best results in
terms of minimum phase angle and maximum complex modulus values at all temperatures. Thus, it was found that
the elasticity of the binder increases considerably with the addition of crumb rubber to neat bitumen.

Furthermore, it can be seen from the master curve (Figure 3.6) that the neat bitumen and the 2% CR-MB do not
meet the minimum requirements of SuperPave (G*/Sinδ > 1KPa) at the highest temperature of 70°C. However at
temperatures of 64°C and lower, the CR-MB meets the minimum SuperPave requirements. Therefore, it was found
that the addition of CR improves the performance of binder against rutting and cracking.

4. Conclusion

Based on the results and analysis of this research, it was found that increasing percentages of LDPE, HDPE and
CR in general, has a significant effect on the elastic behavior of the modified binder. The addition of 10% LDPE to
the binder gives an optimum value for rutting perimeter at all temperatures, which indicates that 10% LDPE-MB
offers the best resistance against rutting compared to HDPE and CR. Furthermore, the performance grade of neat
bitumen at high temperatures increases from 64°C to 70°C with the addition of 10% LDPE. The addition of 4%
HDPE-MB produces the maximum rutting perimeter value at all temperatures, and the performance grade increases
from 64°C to 70°C when neat binder is modified with 4%, 8% and 10% HDPE. The addition of Crumb Rubber
shows improved performance at the highest temperature of 70°C.

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.

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