KWAME NKRUMAH UNIVERSITY OF SCIENCE AND TECHNOLOGY, KUMASI.

COLLEGE OF ENGINEERING

DEPARTMENT OF CHEMICAL ENGINEERING

BSC. PETROCHEMICAL ENGINEERING

ALTERNATIVE BINDER FOR ASPHALT USING BITUMEN-PLASTIC MIX

PRESENTED BY

BOAKYE STEPHEN

TANDOH JOSEPH ABAKAH

ACKAH KELVIN

NOVEMBER 2021

1
Contents
AIMS AND OBJECIVES................................................................................................................2

INTRODUCTION...........................................................................................................................3

MATERIALS AND CHEMICALS.................................................................................................3

PROCEDURE..................................................................................................................................4

RESULTS AND CALCULATIONS...............................................................................................5

GRAPHS..........................................................................................................................................5

DISCUSSION..................................................................................................................................5

CONCLUSION................................................................................................................................5

ERROR ANALYSIS.......................................................................................................................5

PRECAUTIONS..............................................................................................................................5

REFERENCES................................................................................................................................6

2
AIMS AND OBJECIVES
1. To find an alternative binder for asphalt
2. To modify the alternative binder.
3. To test the properties of the alternate binder

INTRODUCTION
Bitumen is a sticky, black, highly viscous liquid or semi-solid form of petroleum. The primary
use of bitumen is in road construction, where it is used as the glue or binder mixed with
aggregate particles to create asphalt concrete. Asphalt is very smooth and has a high skid
resistance because of its high viscosity which makes the road very suitable for movement of both
people and vehicles even during wet conditions.

The main disadvantage of asphalt is that it can be eroded by rain water and floods. This is
because when water in the form of rainfall or flood falls on the asphalt road, the bitumen serving
as the binder becomes too viscous causing it to harden. This hardening continues until the
binding property of the bitumen breaks down completely causing the asphaltic road to develop
cracks and if maintenance in the form of patching are not made regularly, the road breaks down
completely. This is a recognized problem facing most roads in Ghana where maintenance is not
practiced regularly. Another disadvantage is that oil leaks on asphaltic roads tends to soften the
bitumen by reducing the softening point temperature of the road (the maximum temperature the
asphaltic road can tolerate without breaking) leading to the formation of holes on certain parts of
the roads.

This project is centered on addressing these disadvantages and improving the known advantages
of asphaltic roads. In view of addressing these disadvantages, we discover that certain plastics
can be mixed with bitumen to improve upon its binding properties. From literature, the properties
of a good binding material include;

 High viscosity ( low penetration but high softening point)

 Durability
 Adhesion property
 Waterproofing property
 Strength

3
It was discovered that plastics like Polyethylene terephthalate (PETE), Low density polyethylene
(LDPE) and High density polyethylene (HDPE) exhibit the above properties. The main
disadvantage of asphaltic roads was its inability to prevent erosion from water. However, unlike
the pure bitumen, plastic does not absorb water so when mixed with bitumen, it modifies the
bitumen so that the bitumen retains this waterproofing ability. This waterproofing ability will
reduce the cost of maintenance and ensure a longer live span of the roads.

Plastics further improve upon the viscosity, durability, adhesive property and strength of the
bitumen and these improved properties were clearly seen during the experiment.

Bitumen is used as a binder in pavement construction. Bitumen may be derived from the residue
left by the refinery from naturally occurring asphalt. As per definition given by the American
Society of Testing Materials bitumen has been defined as “Mixtures of hydrocarbons of natural
or pyrogenous origin, or combination of both, frequently accompanied by their non-metallic
derivatives, which may be gaseous, liquid, semi-solid or solid, and which are completely soluble
in carbon disulphide.”

Bitumen found in natural state known as asphalt contains large quantities of solid mineral matter.
When petroleum crude is refined in a refinery, they are separated by fractional distillation in the
order of decreasing volatility. On distillation of the residual bituminous residue, straight-run
bitumen is obtained. This bitumen is known as penetration grade bitumen or steam refined
petroleum bitumen.

The grades of bitumen used for pavement construction is known as paving grades and that used
for water proofing of structures is known as industrial grades. The grade of straight run bitumen
is chosen depending upon the climatic conditions of the region in which surface dressing is to be
constructed.

Polyethylene Terepthalate (PET) and High density Polyethylene (HDPE) are used in most
bottling applications of water, yoghurt and soft drinks, but in terms of littering, however, one of
the worst culprits is polyethylene (or “polythene”) bags, for food packaging and sachet water

4
bags. Every day, a multitude of items that are either partly or completely made of plastic are used
and these plastics eventually end up in the landfills. Depending on the quality of the plastic, it
may take anywhere from a few days to several years to break down in landfills, but it never
breaks down completely into particles that can be used in nature. As such, plastic is one of the
worst offenders when it comes to environmental pollution.

On the other hand, the volume of road traffic is increasing and demands a corresponding
increment in the load bearing capacities of the road and its service life span. It has been proven
possible to improve the performance of bituminous mixes used in the surfacing course of road
pavements, with the help of various types of additives or modifiers to bitumen such as polymers,
rubber latex, crumb rubber, etc.

The choice of modifier for a particular project can depend on many factors including
construction ability, availability, cost, and expected performance. Modification is achieved by
two main procedures; Dry process involves direct incorporation of waste plastic, which is
blended with aggregate before adding in bitumen, to prepare a plastic modified bituminous
concrete mix and the Wet process which involves, simultaneous blending of bitumen and waste
plastic. The use of polymer modified bitumen to achieve better asphalt pavement performance
has been observed for a long time [2,3]. Zoorab&Suparma [4] reported the use of recycled
plastics composed predominantly of polypropylene and low-density polyethylene in plain
bituminous concrete mixtures with increased durability and improved fatigue life. Resistance to
deformation of asphaltic concrete modified with low density polythene was improved in
comparison with unmodified mixes. The thrust of this study is to generate scientific data which
will form basis for using plastic modified bitumen in the construction and repair of roads in
Ghana, as well as provide scientific data on the alternative recycling options for managing plastic
waste.

5
TYPES AND PROPERTIES

The paving bitumen is classified into two categories:

• Paving bitumen from Assam petroleum denoted as A-type and designated as

grades A35, A90, etc.

• Paving bitumen from other sources denoted as S-type and designated as grades
S35, S90, etc.

Important properties of bitumen are:

• Viscosity of bitumen should be adequate at the time of mixing and compaction.

• It is achieved by heating prior to mixing and by use of cutbacks and emulsion.

• In presence of water bitumen should not strip off from aggregate.

• Bitumen should be durable in all seasons.

• It should not become too soft during summers and develop cracks during winters

PENETRATION PROPERTY
Penetration test of bitumen determines thee hardness or softness of bitumen by measuring the
dept in millimeter to which a standard loaded needle will penetrate vertically in five seconds
while the temperature of the bitumen sample is maintained at 25 ̊C. The penetration test is used
to measure the consistency of bitumen. This property is very important in checking how easily
water or other materials can penetrate the asphalt binder. The hardness and stiffness of the
asphalt binder depends on the penetration of the binder. The lower the penetration value the
harder and stiffer the asphalt binder. The penetration of the asphalt binder can be tested using a
penetrometer. he penetration value of the asphalt binder determines the stiffness and hardness of
the asphalt binder. The lower the penetration value, the greater the stiffness and vice versa. In
countries with more summer months, a lower penetration value is required since the temperature
6
is often very high. Road constructed with lower penetration value asphalt binder in more summer
months regions are prone to rutting and the vice versa is prone to low temperature cracking.
Hence penetration value is a very important factor in selection of asphalt binder for road
construction

SOFTENING POINT

The softening point shows the temperature at which the bitumen gains a certain degree of
softening under the specifications of the test. This test is carried out by using the ring and ball
apparatus. The softening point helps to determine the temperature up to which bitumen can be
heated for different road applications. The softening point test helps in knowing the maximum
temperature at which bitumen can be exposed. This is utilized when using bitumen as a binder
for road construction. If the climatic temperature exceeds the softening point, the bitumen starts
to melt, and the pavement becomes sticky.

MATERIALS AND CHEMICALS

 Bitumen
 Shredded High Density Polyethylene
 Shredded low Densiity Polyethylene
 Shredded Polyethylene terephthalate
 Petrol
 Water
 Metal containers
 Electrical heater
 Electric balance
 Penetration apparatus.
 Ring and ball apparatus
 Thermometer

PROCEDURE
Preparation of modified bitumen

7
  Bitumen was obtained from road construction workers in KNUST, waste plastics was
also obtained in the school.
 A specified mass of bitumen was measured using the electrical balance and poured into
the steel can.
 The bitumen was then heated on the electric balance inside a fume chamber.
 A specified mass of waste rubber was measured using the beam balance.
 The temperature of the bitumen was measured using the thermometer till it reached the
required value.
 The shredded plastic was poured into the bitumen being heated and mixed together.
 The modified bitumen is left to heat for some time for the plastic to melt.
 This process was repeated for the other bitumen modifications.

Determining penetration value of the bitumen

 The modified bitumen was reheated to liquid and poured into a can.
 Water was poured into a water bath and the bitumen in the can and the water bath were
cooled for 1.5 hours in a refrigerator to atmospheric temperature.
 After the specified time the can filled with bitumen was placed in the water bath and the
penetration value checked with the needle of the penetrometer.

8
 The needle was cleaned with petrol and the penetration value tested on two other areas of
the bitumen.
 The average penetration value was calculated and recorded.
 This process was repeated for the other bitumen modifications

9
Determining the softening point

 The brass ring of the softening apparatus was coated with oil to prevent the bitumen from
sticking to it.
 The modified bitumen was heated till it liquified and poured into the ring till if filled it
completely
 The bitumen filled ring was allowed to cool at room temperature for about 30 minutes
 The water bath was filled with water and the steel balls were placed at the center of the
ring
 The rings were assembled in the support frame of the softening apparatus and the whole
assembly was placed in the water bath
 The water bath was heated, and the water stirred with a magnetic stirrer
 Heating was continued till the bitumen filled ring softened and the ball placed on it
started moving
 The temperature at which each of the balls touched the bottom plate was read and
recorded.

10
RESULTS AND CALCULATIONS
POLYETHYLENE TEREPHTHALATE
PET (also abbreviated PETE) is short for polyethylene terephthalate, the chemical name for
polyester. PET is a clear, strong, and lightweight plastic that is widely used for packaging foods
and beverages, especially convenience-sized soft drinks, juices and water.

Composition
PET consists of polymerized units of the monomer ethylene terephthalate, with repeating
(C10H8O4) units.
Based on the Oxygen composition present the flammability is quite high.
Index
Melting point 250℃
Average size
Average weight 0.015g
Total weight 17.5g

BITUMEN PLUS POLYETHYLENE TEREPHTHALATE (PETE)

190g of Bitumen and 10g

TEMPERATURE (℃) CHEMICALS OBSERVATION

60 Bitumen Liquid state, less viscous,

80 Bitumen Boiling, less viscous, liquid

100 Bitumen Reduction in stiffness, liquid,

steam was produced, boiling
120 Bitumen Reduction in stiffness, liquid,
steam was produced, boiling
140 Bitumen Reduction in stiffness, liquid,
steam was produced, liquid
remains viscous, boiling
160 Bitumen Reduction in stiffness, liquid,
steam was produced, liquid
remains viscous, bubbles

11
 170 Bitumen plus PETE Temperature decreased after
adding Pete to 162.6℃,
bubble formation decreases,
Pete visible in mixture,
viscosity decreases, steam
present
180 Bitumen plus PETE Pete samples decreases in
quantity, viscosity further
decreases, no more bubbles
present, boiling reduces, ashy
scent was smelled, steam
present
200 Bitumen plus PETE Pete sample further decreases
in quantity, no more boiling
takes place, mixture appears
to have no viscosity(very low
viscosity), ashy scent became
intense, steam present
220 Bitumen plus PETE Pete becomes soluble in
mixture, ashy scent present,
no bubbles present, steam
present

Duration of experiment; 55minutes

Observation during cooling
After 4 mins during cooling, the mixture becomes viscous, with temperature about 105℃,
stiffness begins to increase and some of the Pete is found to be present in the mixture.
After 8 mins during cooling, the mixture becomes more viscous, with temperature about 62.4℃,
stiffness becomes very high, and flow of mixture becomes difficult and solidifies within 9-12
minutes.
TEST RESULTS
10g of PETE plus 190g of Bitumen
PENETRATION TEST
TESTS PENETRATION DEPTH (mm)

FIRST 56.20
SECOND 64.60
THIRD 63.38

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 56.20+ 64.60+63.38
Average penetration depth¿
3
= 61.49mm
SOFTENING POINT TEST
TESTS TEMPERATURE AT WHICH THE BALL
DROPS
FIRST 42℃
SECOND 43℃

42+43
Average temperature¿
2
= 42.50℃

The above results were determined for the other 8 samples

Test results on other Pete samples
2g of PETE plus 198g of Bitumen
PENETRATION TEST
TESTS PENETRATION DEPTH (mm)
FIRST 66.90
SECOND 53.50
THIRD 65.70

Average penetration depth = 62.03mm

SOFTENING POINT TEST

TESTS TEMPERATURE AT WHICH THE BALL
DROPS
FIRST 47℃
SECOND 48℃

Average temperature = 47.50℃

196g of Bitumen plus 4g of PETE

13
PENETRATION TEST VALUES
TESTS PENETRATION DEPTH (mm)
FIRST 87.80
SECOND 83.40
THIRD 75.80

Average penetration depth = 82.33mm

SOFTENING POINT TEST
TESTS TEMPERATURE AT WHICH BALL
DROPS
FIRST 40℃
SECOND 43℃

Average temperature = 41.50℃

HIGH DENSITY POLYETHYLENE

High-density polyethylene (HDPE) or polyethylene high-density (PEHD) is a thermoplastic
polymer produced from the monomer ethylene.
Composition
High-density polyethylene (HDPE), linear version of polyethylene, a light versatile synthetic
resin made from the polymerization of ethylene. HDPE is manufactured at low temperatures
and pressures, using Ziegler-Natta and metallocene catalysts or activated chromium oxide
(known as a Phillips catalyst).
Index
Melting point 130.8℃
Average size
Average weight 0.008g
Total weight 4.16g

BITUMEN PLUS HIGH DENSITY POLYETHYLENE (HDPE)

2g of HDPE plus 198g of Bitumen
TEMPERATURE(℃ ) CHEMICALS OBSERVATION
60 Bitumen Liquid state, less viscous

80 Bitumen Boiling, less viscous, liquid

14
 100 Bitumen Reduction in stiffness, liquid
becomes slightly viscous,
steam was produced, boiling
120 Bitumen Reduction in stiffness, liquid,
steam was produced, liquid
becomes more viscous,
boiling
140 Bitumen Reduction in stiffness, liquid,
steam was produced, liquid
remains viscous, boiling
160 Bitumen Reduction in stiffness, liquid,
steam was produced, liquid
remains viscous but still
flows, boiling
170 Bitumen plus HDPE Temperature decreased after
adding HDPE to 166℃,
bubble formation decreases,
HDPE disappears completely
from mixture
180 Bitumen plus HDPE Viscosity further decreases,
no more bubbles present,
boiling reduces,

TEST RESULTS
198g of Bitumen plus 2g of HDPE
PENETRATION TEST
TESTS PENETRATION DEPTH (mm)
FIRST 84.10
SECOND 102.00
THIRD 101.80

Average penetration depth = 95.96mm

SOFTENING POINT TEST

TESTS TEMPERATURE AT WHICH BALL
DROPS
FIRST 40℃
SECOND 43℃

Average temperature = 41.50℃

15
Test results on other HDPE samples
195g of Bitumen plus 5g of HDPE
PENETRATION TEST
TESTS PENETRATION DEPTH (mm)
FIRST 3.80
SECOND 5.00
THIRD 4.10

Average penetration depth = 4.30mm

SOFTENING POINT TEST
TESTS TEMPERATURE AT WHICH BALL
DROPS
FIRST 53℃
SECOND 53℃

Average temperature = 53℃

LOW DENSITY POLYETHYLENE

Low-density polyethylene (LDPE) is a thermoplastic made from the monomer ethylene. It
was the first grade of polyethylene, produced in 1933 by Imperial Chemical Industries (ICI)
using a high pressure process via free radical polymerization. Its manufacture employs the same
method today.
Composition
Low-Density Polyethylene (LDPE) is a semi-rigid and translucent polymer. Compared to
HDPE, it has a higher degree of short and long side-chain branching. ... The LDPE is composed
of 4,000-40,000 carbon atoms, with many short branches.
Index
Melting point 110℃
Average size
Average weight
Total weight

BITUMEN PLUS LOW DENSITY POLYETHYLENE

16
5g of LDPE and 195g of BITUMEN
TEMPERATURE CHEMICALS OBSERVATION
60 Bitumen Liquid state, less viscous

80 Bitumen Boiling, less viscous, liquid

100 Bitumen Reduction in stiffness, liquid

becomes slightly viscous,
steam was produced, boiling
120 Bitumen Reduction in stiffness, liquid,
steam was produced, liquid
becomes more viscous,
boiling
140 Bitumen Reduction in stiffness, liquid,
steam was produced, liquid
remains viscous but still
flows, boiling
160 Bitumen Reduction in stiffness, liquid,
steam was produced, liquid
remains viscous but still
flows, boiling
170 Bitumen plus LDPE Temperature decreased after
adding LDPE to 142℃,
bubble formation decreases,
LDPE is completely visible in
the mixture
180 Bitumen plus LDPE Viscosity further decreases,
no more bubbles present,
boiling reduces, LDPE
sample reduces in quantity
200 Bitumen plus LDPE Viscosity further decreases,
no more bubbles present,
boiling reduces, LDPE
sample further reduces and
appears to be less visible in
mixture

TEST RESULTS
5g of LDPE plus 195g of Bitumen
PENETRATION TEST
TESTS PENETRATION DEPTH(mm)
FIRST 37.60
SECOND 42.40

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 THIRD 43.90

Average penetration depth = 41.30mm

SOFTENING POINT TEST

TESTS TEMPERATURE AT WHICH BALL
DROPS
FIRST 47℃
SECOND 50℃

Average temperature = 48.50℃

Test results on other LDPE samples

2g of LDPE plus 198g of Bitumen
PENETRATION TEST
TESTS PENETRATION DEPTH
FIRST 57.60
SECOND 47.40
THIRD 72.30

Average penetration depth = 59.10mm

SOFTENING POINT TEST

TEST TEMPERATURE AT WHICH THE BALL
DROPS
FIRST 45℃
SECOND 48℃

Average temperature = 46.50℃

TESTS ON OTHER SAMPLES

Test result for mixture of HDPE and LDPE 2.5g each plus 195g of Bitumen
PENETRATION TEST

18
 TESTS PENETRATION DEPTH( mm)
FIRST 7.10
SECOND 3.00
THIRD 10.10

Average penetration depth = 6.73mm

SOFTENING POINT TEST
TESTS TEMPERATURE AT WHICH BALL
DROPS
FIRST 54℃
SECOND 57℃

Average temperature = 55.50℃

Test result for pure (unmodified) Bitumen
PENETRATION TEST
TESTS PENETRATION DEPTH( mm)
FIRST 72.40
SECOND 75.20
THIRD 80.10

Average penetration depth = 75.90mm

SOFTENING POINT TEST
TESTS TEMPERATURE AT WHICH BALL
DROPS
FIRST 43℃
SECOND 44℃

Average temperature = 43.50℃

According to product description published by Infinity Galaxy, supplier of bitumen in
India
VISCOSITY GRADE Suitable for 7day average maximum
temperature in ℃
VG-10 Less than 30
VG-20 30-37
VG-30 38-45
VG-40 More than 45

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TABLE OF VALUES
SAMPLES %POLYMER AVERAGE AVERAGE VISCOSITY
- BITUMEN PENETRATION SOFTENING GRADES
RATIO (mm) POINT(℃)
Pure 0.00 75.90 43.50 VG-30
(unmodified
bitumen)
Mixture of 2.50 6.73 55.50 VG-40
HDPE and
LDPE 2.5g each
plus 195g of
Bitumen
2g of LDPE plus 1.00 59.10 46.50 VG-40
198g of Bitumen

5g of LDPE plus 2.50 41.30 48.50 VG-40

195g of Bitumen

5g of HDPE plus 2.50 4.30 53 VG-40

5g of Bitumen

2g of HDPE plus 1.00 95.96 41.50 VG-30

198g of Bitumen

4g of PETE plus 2.00 82.33 41.50 VG-30

196g of Bitumen
2g of PETE plus 1.00 62.03 47.50 VG-40
198g of Bitumen

10g of PETE 5.00 61.49 42.50 VG-30

plus 190g of
Bitumen

20
GRAPHS
A Graph of Average Penetration against %Polymer- Bitumen ratio

A GRAPH OF PENETRATION AGAINST %POLYMER-

BITUMEN RATIO
120
Average penetration(mm)

100 95.96
82.33
80
62.03
59.1 61.49
60
41.3
40
20
4.3
0
1 2 5
%Polymer-bitumen ratio

LDPE HDPE PETE

A Graph of Average Softening Point against %Polymer- Bitumen ratio

21
 A GRAPH OF SOFTENING POINT AGAINST
%POLYMER BITUMEN RATIO
48
47
46
Spftening point(̊̊ ̊C)

45
44
43
42
41
40
39
38
1 2
%Polymer-bitumen ratio

LDPE HDPE PETE

DISCUSSION
From the results obtained by performing penetration test and softening point test on the 9
samples used in the experiment at the laboratory, we realized the following;

Effect of plastic on the penetration values of bitumen.

The unmodified bitumen with a penetration value of 75.90mm decreased in 75% of the 8
samples modified with plastic with the exception of 2g of HDPE and 4g of PETE
samples due to certain factors associated with tests on the samples. This shows that the
consistency and penetration values of unmodified bitumen decrease on increase of these
polymers (HDPE, LDPE and PETE). This decrement was so great that values as low as
6.73mm and 4.30mm were recorded. These values (6.73mm and 4.30mm) clearly
indicate that the polymers increased the viscosity of the bitumen modified with these
polymers. In relation to road paving, a high viscosity is mainly required in that certain
properties such as strength, stiffness, hardness and waterproofing abilities are enhanced.
The results also shows that the addition of these polymers improve the bitumen’s
resistance to rutting. This economically helps to reduce the amount of bitumen required
for paving roads as it provides a more adequate quantity of bitumen to road ratio. The
greater the reduction in penetration values between the unmodified bitumen and the
modified bitumen, the better the improvement in the properties listed above.

22
On this note, the samples with average penetration values of 6.73mm and 4.30mm had
the best improvement in the above properties. This is because of the use of the high
molecular weight polymer, HDPE. The melting temperature of HDPE is 135℃.
Polyethylene at temperature above 160℃ is in melt state, thus it absorbs some oil and
release low molecular weight fraction into the bitumen increasing its viscosity as well as
its stiffness when cooling the resulting mixture. These type of modified bitumen samples
are best suitable for hotter climatic conditions, specifically in the regions where
temperature differential is substantially higher.

Effect of plastic on the Softening point of bitumen.

The softening point is a measure of the temperature at which bitumen begins to show
fluidity. This is simply the maximum temperature at which bitumen is still viscous. From
this, it should be well understood that softening point is necessary for road construction.
The internal structures of polymers used seemed to be thermodynamically stable and does
not significantly affect the softening point of the bitumen. The softening point
temperature must be greater than the hottest climatic temperature recorded in a region to
prevent bitumen from softening to the point that it begins to flow thereby damaging the
road.
The softening point temperature for the unmodified bitumen was 43.50℃. After the
addition of the polymers (HDPE, LDPE and PETE) 62.5% of the 8 modified samples
recorded an increase in the softening point temperatures implying 5 samples. 3 samples
recorded a decrease in the softening point temperatures instead, making them more
suitable for cold climatic regions.
The increment in the softening point temperatures implied that the resistance of the
binder (bitumen) to the effect of heat is increased and it will reduce the tendency to soften
to hot weather. HDPE showed a rapid increase in softening point compared to the other
polymers. Bitumen samples with a higher softening point have been found to show
enhancement in paving performance characteristics in terms of rutting, fatigue and
temperature susceptibility.

23
 On this note, it was realized that the two modified bitumen samples with the lowest
average penetration value, had the best increment in the softening point temperatures as
compared to the other samples.

Based on the findings of this report, it is clearly seen that the modified bitumen samples
((Mixture of HDPE and LDPE 2.5g each plus 195g of Bitumen) and (5g of HDPE plus 195g
of Bitumen)) recorded the greatest decrease in penetration values as well as the greatest increase
in softening point temperature as compared to other modified samples. From the above
paragraphs, a good binder requires a low penetration value and a high softening point
temperature. Hence these two samples are the best recommended for use in almost all regions
with diverse climates since all the properties of a good binder are retained and further improved
upon.

Importance of Viscosity Grades in explaining the test results

For paving roads in various regions, bitumen is blended with aggregates to form hot mix asphalt.
Road engineers blend bitumen with certain types of polymers to enhance the performance of
bitumen in terms of elasticity, ductility, and the softening point.

From the results obtained, the viscosity grades of each of our samples were determined.
Generally, each of these viscosity grade bitumen has different application according to the two
important factors such as climate and traffic conditions. The important use of VG bitumen is due
to the existence of two important properties of this material which are water impermeability and
high adhesion. Nowadays, VG bitumen is used instead of penetration bitumen, because it is
tested more carefully in two phases by experts.

First, the penetration of bitumen is measured at 25 ◦C that is the average temperature, but the
results of this test is not reliable in hot weather but in this experiment, it was valid as well as its
softening point temperatures.

VG10 bitumen is the softest grade of viscosity bitumen. This type of bitumen is widely used for
spraying applications and surface coating. VG 10 bitumen means that your bitumen is also
suitable for paving roads in a very cold climate instead of the old 80/100 penetration grade. The
air temperature that matches VG10 bitumen ranges from -100C to 250C.

24
VG-20 bitumen is a grade of viscosity bitumen used in cold climatic and high altitude regions.
This grade of bitumen is suitable for road construction in regions with 30 to 37 °C average
temperature.

This bitumen is primarily used for the construction of extra-heavy bitumen pavements that have
to bear significant traffic loads. Bitumen VG30 is the most widely used type of bitumen in road
construction, insulation, building construction industries, and also in the production of cutback
bitumen. It’s better to know that this vg30 bitumen can be used instead of 60/70 penetration
bitumen grade.

VG40 bitumen is used in areas in which high pressure comes from heavy traffic loads, such as
intersections, near tolls booths, and truck parking lots.

Due to the high viscosity of this bitumen, it is more appropriate for improving resistance to
shoving and other problems associated with higher temperatures and heavy traffic loads. It’s long
time that industries use vg-40 instead of the penetration grade bitumen 40/50.

From literature, bitumen with a very low penetration but high softening point is preferable for
road construction. This is mainly because for road construction, high viscosity is recommended
as it ensures good binding property such as strength, stiffness and durability.

Based on the above statements, we realize that two samples fit this criteria for road paving and
they are;

• Mixture of HDPE and LDPE 2.5g each plus 195g of Bitumen. This sample has a
low penetration value but high penetration value of (6.73mm, 55.50℃) respectively. The
pure bitumen sample had a high penetration value and a relatively low softening point
temperature. It can be clearly seen that, the required properties of a good binder for
asphalt were improved upon. The maximum hot condition experienced in Ghana was
46℃ in Navrongo. Therefore, based on its VG grade of 40, it can be used for road
construction to transfer heavy materials from industrial areas.
• 5g of HDPE plus 5g of Bitumen. This sample delivered the best possible
penetration and softening values with penetration value as low as 4.3mm and softening

25
 point as high as 53℃. Therefore, this sample is the best for constructing roads to transfer
heavy materials as it has a VG grade of 40.

It is clearly seen that the viscosity grades draws the same recommendations as both the
penetration values and the softening point temperatures.

CONCLUSION

From the results obtained in this experiment, two modified bitumen samples ((Mixture of
HDPE and LDPE 2.5g each plus 195g of Bitumen) and (5g of HDPE plus 195g of Bitumen))
showed the best and improved properties of a good binding material as they developed an
alternative to bitumen. These two samples, based on the findings of this report are highly
recommended for use in almost all regions with diverse climatic conditions based on their
improved properties and economic benefits as a whole. The other modified samples delivered
unfavorable results because of certain factors like an undefined average size of polymer samples,
huge differences in melting point temperatures between polymers and the desired mixing
temperature of bitumen.

However, in view of all these factors, the aims and objectives of this report was achieved and
therefore the experiment was declared successful.

ERROR ANALYSIS
1) The defined mixing point temperature of bitumen was 170℃. However, the melting
point temperatures for LDPE, HDPE and PETE were 110℃, 130℃ and 250℃
respectively. This differences in temperature affected the mixing of the samples
especially in PETE where bitumen was raised to 250℃ before mixing. Increasing the
temperature of bitumen made it too stiff and viscous for effective mixing.
2) The undefined size of the polymer samples required a longer heating time to effectively
mix most samples. This was clearly a problem in LDPE mixtures as heating was slightly
difficult due to its size.

PRECAUTIONS
1. Safety clothes were worn when handling the hot bitumen
2. The bitumen was heated in the fume chamber to prevent inhaling fumes
3. Petrol was kept away from heat

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 4. The formation of bubbles was prevented in melting the bitumen for use in the softening
and hardening tests

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