REPLACEMENT OF BITUMEN IN ASPHALT

LAB UNIVERSITY OF APPLIED

SCIENCES
Double Degree
Civil Engineering
Autumn/Spring 2020
Melnikov Daniil
 Abstract

Author(s) Type of publication Published

Melnikov Daniil Bachelor’s thesis Autumn 2020
Number of pages
(45)

Title of publication
Replacement of bitumen in asphalt
Name of Degree
Bachelor of Civil Engineering
Abstract
The main purpose of this article is to study the technology that represents a better solution to
convert asphalt into modified greener, cheaper and more sustainable pavement. Not only in
Finland, but also in the world, most of the roads are covered with asphalt (including bitumen as
a binder), so the future is for substitutes that can replace bitumen. My goal is to map replace-
ment technologies on a global scale and introduce circulation technologies to evaluate all the
economic and technological advantages and disadvantages. It is also necessary to answer the
question why we must always replace the bitumen. To provide a more correct description, it
should be compared with new technologies from representatives all over the world. In this topic
is very interested the Street Maintenance and Construction Department of the city of Lahti. It is
my commissioner and they are very interested in environmental friendly, sustainable replace-
ment solutions.

Keywords
Bitumen, Replacment, Technology
CONTENT
1. INTRODUCTION ................................................................................................... 7
2. COMMON BITUMEN TECHNOLOGY AND REPLACEMENT EXPEDIENCY ........ 7
3. ASPHALT (BITUMEN) TECHNOLOGY PROBLEMS AND ADVANTAGES ......... 12
3.1 Advantages .................................................................................................. 13
3.1.1 Technological.............................................................................................. 13

3.1.2 Economic .................................................................................................... 13

3.2 Disadvantages .................................................................................................. 14

3.2.1 Technological.............................................................................................. 14

3.2.2 Economic .................................................................................................... 15

3.2.3 Ecological ................................................................................................... 15

3.3 Conclusion on the bitumen ................................................................................ 17

4. MOST COMMON REPLACEMENT SOLUTIONS OBSERVATION ..................... 18
4.1 Bitumen replacement technologies ................................................................... 18
4.1.1 Lignin .......................................................................................................... 18

4.1.2 Alternative BIO-binders ............................................................................... 26

4.1.3 Plastic waste ............................................................................................... 30

4.1.4 Eco-friendly asphalt pavement .................................................................... 32

4.1.5 Solar roads ................................................................................................. 34

5. POTENTIAL COMPARISON ............................................................................... 37

5.1 Lignin ................................................................................................................ 37
5.1.1 Technological.............................................................................................. 37

5.1.2 Economic .................................................................................................... 38

5.1.3 Ecological ................................................................................................... 38

5.2 Alternative BIO-binders ..................................................................................... 38

5.2.1 Technological.............................................................................................. 38

5.2.2 Economic .................................................................................................... 38

5.2.3 Ecological ................................................................................................... 39

5.3 Plastic waste ..................................................................................................... 39

5.3.1 Technological.............................................................................................. 39

5.3.2 Economic .................................................................................................... 40

 5.3.3 Ecological ................................................................................................... 40

5.4 Eco-friendly asphalt pavement .......................................................................... 40

5.4.1 Technological.............................................................................................. 40

5.4.2 Economic .................................................................................................... 40

5.4.3 Ecological ................................................................................................... 40

5.5 Solar pavement ................................................................................................. 41

5.5.1 Technological.............................................................................................. 41

5.5.2 Economic .................................................................................................... 41

5.5.3 Ecological ................................................................................................... 41

6. DISCUSSION ...................................................................................................... 42
6.1 Best soluution ................................................................................................... 42
6.2 Future of the replacement technologies ............................................................ 42
7. SOURCES ........................................................................................................... 43

4
DEFINITIONS

• Binder- a substance used to make other substances or materials stick or mix.

• Viscosity- is a measure of a fluid's resistance to flow. (Wikipedia, 2020)
• Sealant- is a substance used to block the passage of fluids through the surface or
joints or openings in materials. (Wikipedia, 2020)
• Residual bitumen- bituminous materials obtained by processing the residue from
the refining of naturally occurring crude petroleum. (Australian standard, 1997-
2008, p 4)
• Bitumen film- It is defined as a ratio of the effective asphalt volume to the surface
area of aggregate. (National centre for asphalt technology)
• Adhesion- is the tendency of dissimilar particles or surfaces to cling to one anoth-
er. (Wikipedia, 2020)
• Plasticity- is the ability of a solid material to undergo permanent deformation, a
non-reversible change of shape in response to applied forces. (Wikipedia, 2020)
• Emulsion- a fine dispersion of minute droplets of one liquid in another in which it is
not soluble or miscible. (Wikipedia, 2020)
• SHS- superheated steam (Dave van Vliet, Ted Slaghek, Cecile Giezen, Ingrid
Haaksman, 2016, p 3).
• Homogeneous mixture- mixture with uniform composition
• Aromatic rings- are hydrocarbons which contain benzene, or some other relat-
ed ring structure. (Molecule gallery)
• Powdered fillers- materials are particles added to resin or binders that can im-
prove specific properties, make the product cheaper, or a mixture of both.
• DSR- Dynamic Shear Rheology (Dave van Vliet et al., 2016, p 3).
• Phase angle- a particular point in the time of a cycle; measured from some arbi-
trary zero and expressed as an angle. (Wikipedia 2020)
• Biomass- organic matter used as a fuel, especially in a power station for the gen-
eration of electricity. (Wikipedia, 2020)
• Ageing resistance- refers to all the chemical and physical processes that irrevers-
ibly occur to a material over time (Wikipedia, 2020)
• Low-density polyethylene- is a thermoplastic made from the monomer ethylene.
(Wikipedia, 2020)
• Porosity- s a measure of the void (i.e. "empty") spaces in a material, and is a frac-
tion of the volume of voids over the total volume, between 0 and 1, or as a percent-
age between 0% and 100%. (Wikipedia, 2020)
• Photovoltaic system (PV)- is composed of one or more solar panels combined
with an inverter and other electrical and mechanical hardware that use energy from
the Sun to generate electricity. (Bethel Afework, Microgeneration Alberta, Jordan
Hanania, Braden Heffernan, James Jenden, Kailyn Stenhouse, Brodie Yyelland,
Jason Donev, 2020)
• Piezoelectric effect- is the ability of certain materials to generate an electric
charge in response to applied mechanical stress. (Nanomotion company)

6
1. INTRODUCTION

The main purpose of my thesis is to investigate technologies which represent better

solutions to replace bitumen in asphalt. The majority of all routes not only in Finland but
worldwide are covered with asphalt the use of which implies the presence of bitumen
and the future does not lie in this technology. My aim is to map out replacement tech-
nologies worldwide and introduce circulation tips, estimating economic, ecological and
technological points. Also, it is necessary to answer the question why we should re-
place asphalt. To define the reasons more correctly common bitumen should be com-
pared with new technologies that have been represented in many countries all over the
world.

Street Maintenance and Construction Department of the city of Lahti really appreciate
replacement technologies which can make asphalt pavement greener, more sustaina-
ble and cheaper. They think that the future for modified mixtures and we need to find
possible solutions.

Most information about this theme could be found in the literal sources because all
these technologies have appeared recently. So, the source which I primarily use is the
Internet and my aim is to collect information and make conclusion based on the com-
parison of technologies.

2. COMMON BITUMEN TECHNOLOGY AND REPLACEMENT

EXPEDIENCY

It is well known for everybody that roads are an essential part of transportation in al-
most every country in the world. In the EU there is a net of roads connecting lot of cities
with transportation routes on it. It is calculated that practically 90% of the 5.2 million
kilometres of European paved roads and highways are surfaced by asphalt. Also,
about 44% of products are transported by road within the EU (Karol J. et al., 2016, p 2);
Maintaining road during transportation is vital to the economy. Building a new road has
strong effect on the environment and requires many materials as well as energy. More-
over, the price of the crude oil has increased significantly in recent years this also led to
the increase in prices for bituminous binders in total which has influenced the asphalt
mixture cost. Therefore, the goal is to integrate more environmentally friendly and
cheaper materials into the assembly cycle of asphalt mixtures, which is also a way to
improve the sustainability and cost efficiency of the asphalt pavement industry (Karol J.
et al., 2016, p 2).

In this topic, it is necessary to outline the technologies suitable for replacing the most
popular bitumen in asphalt. The global overview shows that many European Union
countries have adopted alternative technologies, such as lignin application and plastic
waste granules. Figure 1 shows us usual asphalt technology.

Figure 1 “Common asphalt technology” (World highways, 2012)

Bitumen is an organic binder. It is a complex mixture of organic compounds. These

high-molecular organic compounds are liquid and viscous plastic substances that do
not dissolve in water. (Stroy inform, 2017)

Figure 2 “Bitumen” (IKO, product)

All types of bitumen are a mixture of several basic substances. These include:

8
• Petroleum oils,
• Resins,
• Asphaltenes,
• Asphaltic acids.

On average, petroleum oils present in bitumen make up 30-60% of the total volume
of the substance. They give the material a characteristic viscosity and thermal plas-
ticity. The resins in the composition provide the material with the property of sticking
to various surfaces. The proportion of resins in bitumen can be 20-40%. The third
component of bitumen is asphaltenes, some of which range from 10-40%. They
give the characteristic hardness and refractoriness of the material, which determine
its value in the construction industry. Asphaltic acids are present in bitumen in very
small amounts, no more than 3%. They also make the surface sticky.

Figure 3 “Content of bitumen” (Raha bitumen CO, 2016)

There are 2 categories of bitumen that differ fundamentally in the method of obtaining
the material: (Stroy inform, 2017)

• Natural,
Figure 4 ”Natural bitumen” (Asphalt, Wikipedia, 2020)

• Artificial,

Figure 5 “Artificial bitumen” (Bitumen and modified bitumen)

Despite the difference in origin, they are all obtained from the same raw material. To
produce artificial bitumen, special equipment is used to separate it from oil. Natural
material is formed naturally and is extracted as a fossil, immediately ready for use.

Natural bitumen:
This material is a natural resource. It is present in rocks and is distracted by heating or
dissolving it with special equipment. In addition to rock bitumen, there is also surface
bitumen that can be found on the surface in the reservoirs. Bitumen of natural origin is
of very high quality, so it is mainly used for the manufacture of sealants and paint mate-
rials. (V. Yartsev, A. Erofeev, 2014, p12)

Artificial bitumen:
This type of bitumen is a secondary product obtained during oil refining during selection
fuel and lubricants from oil. As a result of air purging or heating, it turns into petroleum
bitumen. The product obtained in this way is called oxidized. Its characteristic quality is
high, elasticity and thermal stability. (V. Yartsev, A. Erofeev, 2014, p13)

If the oil can be distilled to remove the fuel using a vacuum installation, the sediment
formed because of production is residual bitumen. Its distinctive quality is high hard-
ness and low viscosity.

If oil is refined by decomposing it to yield gasoline, which is accompanied by high tem-

peratures, the resulting sediment is brittle. It is a completely different quality of the ma-
terial. This process is called the cracking of the bitumen.

10
 Figure 6 “Bitumen cracking” (Bitumen production, 2014)

Organic binders are used in all sectors of construction, including road construction. The
starting material to produce binders is usually oil. In addition to oil, binders can be ob-
tained by processing oil shale, coal, wood and peat.

Road oil bitumen is a mixture of high-molecular hydrocarbons and their derivatives.

When building a highway, viscous oil bitumen is usually used. A mixture of road bitu-
men with stone materials allows you to get various building mixes, including asphalt
concrete. Road oil bitumen should have low viscosity, wet the stone material, and ad-
here to it. A good asphalt mix is one in which all the particles of the stone flour are cov-
ered with a thin film of astringent.

When using petroleum road bitumen in road construction, its viscosity is strictly con-
trolled. If the bitumen viscosity is higher than the permissible one, the layer treated with
such bitumen will be difficult to compact. A layer filled with too liquid bitumen is also
difficult to seal – the roller falls into the mixture.

The main characteristic, in addition to the bitumen liquid, is the strength of the bitumen
film. This film determines the performance properties of the road surface layer made
using bitumen. (V. Yartsev, A. Erofeev, 2014, p15)

The strength of the bitumen film depends on:

• Film thicknesses.
• Type of stone material on the surface of which this film was formed.
• The temperature of the film.
As the ambient temperature increases, the bitumen film heats up and its strength de-
creases. Thus, in construction using bitumen, it is very important to choose bitumen,
considering the appropriate climate area.

When exposed to the wheels of cars, the bitumen film is also deformed. The higher the
speed of vehicles on the road, the less the bitumen film wears out. Bitumen aging oc-
curs under the influence of air oxygen and solar radiation.
To improve the performance of the bitumen film, polymer additives are introduced into
the bitumen composition. To reduce the deformability of bitumen and eliminate waves
on the surface of the coating at elevated temperatures, refractory bitumen is introduced
into the binder. (V. Yartsev, A. Erofeev, 2014, p1)
To improve the adhesive properties of bitumen (adhesion to the surface of stone mate-
rials), surfactants (compounds that lower the surface tension (Wikipedia, 2020)) are
introduced into its composition.

Figure 7 “Example of bitumen modifier technology” (Haopeng Wang, Xueyan Liu, Mar-
tin van de Ven, Guoyang LuSandra, Sandra Erkens, Athanasios Skarpas, 2020, p4)

3. ASPHALT (BITUMEN) TECHNOLOGY PROBLEMS AND

ADVANTAGES

To accurately determine the need to replace bitumen, you need to consider all the posi-
tive and negative aspects of its use. We need to compare all aspects from the techno-

12
logical, economic, and environmental sides and highlight the most important points of
contradiction and then make an estimated decision.

3.1 Advantages

3.1.1 Technological

Bitumen has several technological advantages, the most important of them are listed
below. (Stroy inform, 2017)

• Bitumen does not dissolve in water so when we use it in road pavement composi-
tion its higher moisture proofing and makes the coating much more resistant to the
environment.
• The high plasticity and adhesive ability of bitumen increases the wear resistance of
the road surface and its durability as well as facilitates the process of asphalt pro-
duction and laying.
• Resistance to high temperature influence.
• Resistant against frost and temperatures changes.
• Bitumen dissolves only in acidic substances.

3.1.2 Economic

If we compare asphalt pavement (bitumen used) for example with concrete pavement
bitumen one:

• Has lower beginning costs,

• endures longer
• can be recycled for future use satisfying all standards.

Recovered asphalt contains lots of bitumen and warming and reusing it is straightfor-
ward. Reusing asphalt is a crucial thing because it contains bitumen which the main
part of its cost. Hence reusing recovered black-top produces impressive investment
funds, particularly if the transportation separations of the recovered old black-top are
sensibly short. Anyway, compared with greener technologies there are less ad-
vantages.
3.2 Disadvantages

3.2.1 Technological

Some indicators of the quality of bitumen used in the road industry as a binder in the
production of asphalt mixes or for the preparation of bitumen emulsions, as well as for
surface treatment devices, even if it meets the requirements of the standard, need to
be improved for a number of reasons:

• Bitumen obtained by oxidation of raw materials at a temperature of 230-240°C (and

sometimes more) is prone to aging, quickly loses its plasticity when the temperature
decreases, and has insufficient adhesion to stone materials of acidic rocks, which
are just the most acceptable because of their strength. V
• At the same time, axial and dynamic loads are rapidly increasing, and hence the
requirements for the load-bearing capacity of roads and, accordingly, for the quality
of asphalt concrete mixes, which largely depends on the quality of the binder. For
this reason, road builders at their bases must improve the quality of bitumen by
adding surfactants and polymer materials.
• It appears that bitumen cannot be stored at all. In any case, in this way, when the
bitumen must be evaporated before it is fed from the storage to the consumption
capacity of the asphalt mixing plant. By long-term heating in boilers with an open
manhole cover bitumen largely loses the useful properties of the binder.

However, the widespread use of bitumen improvement technology or emulsion prepa-

ration in asphalt plants complicates some problems that need to be solved, otherwise
the quality of the improved bitumen may be worse than the original one. Such cases
are not uncommon.

• One of the problems is the instability of the composition and properties of bitumen
coming to processing. It is a mistake to assume that the same composition recipe is
applicable for any bitumen, for example, when a polymer-bitumen binder or bitumen
emulsion is prepared.

14
3.2.2 Economic

• Using bitumen in asphalt pavement suppose special transportation technology and

laying machines that are not low in price at all. If you need to make even, smooth,
and durable surface you will need special equipment and it also requires specialists
to get involved.
• Asphalt pavement is more durable than concrete one. You need to renew it every
3-5 year to prevent it from cracking. (Advantages and Disadvantages of Using
Asphalt as Pavement Material, 2019)
• The price of the bitumen highly related to the price of crude oil. So, in recent years
the price gone up which led to the increase of cost in bitumen and other oil-based
materials.

3.2.3 Ecological

The problem of rational use and protection of the natural environment is one of the
most important problems for the bitumen industry. All technological processes (explora-
tion, drilling, production, collection, storage, transportation of bitumen) under appropri-
ate conditions violate the natural environmental situation. The bitumen industry is one
of the industries that consume a significant amount of water resources for technological
needs, which, in turn, leads to the formation of almost the same amounts of
wastewater. Development of natural bitumen deposits in case of non-compliance with
environmental protection rules can lead to significant pollution of environmental objects
not only within the fields themselves, but also in the surrounding territories. In this re-
gard, the problem of environmental protection practically exists in all parts of drilling,
bitumen production, collection, and transportation of products.

• A characteristic feature of bitumen deposits is that they are relatively shallow. The
vertical range of their placement is within the range from 0 to 500 m. Above each
Deposit of bitumen, on the earth surface, there are their own natural conditions. If
bitumen is in their natural state, it is in conditions that are balanced by nature and
do not have a visible impact on the natural environment.
• And second, deposits are usually located relatively shallow from the surface of the
earth, and above the deposits there are many aquifers that are widely used by the
population for drinking and economic purposes.
The second aspect is related to the pollution of vital objects: atmospheric air, soil, sur-
face, and underground water. The conducted research clearly shows that all bitumen
deposits are located in densely populated areas, where agriculture is widely developed,
and commercial exploitation of oil fields that lie at a great depth, directly under the PB
deposits is carried out. The development of bitumen will introduce an imbalance in the
existing geological and economic situation in this territory. The reason for this is that
PB has a high viscosity, is not mobile or completely stationary, so during industrial de-
velopment of deposits, it is necessary to influence the bituminous layer by thermal,
chemical or other methods that will inevitably lead to changes in the situation. The
weak links in this chain are the air basin, vegetation, and hydrogeological environment.

• The greatest concern is the pollution of underground water as sources of household

and drinking water supply. Associated waters of heavy oils and bituminous deposits
usually contain dissolved hydrogen sulfide, aluminum, bromine, and have increased
mineralization. If there is a violation of the column during sustainable development,
conditions are created for both the destruction of the integrity of the column and
contamination of the upper fresh water.

Figure 8 “Bitumen pollution”

The development of natural bitumen by mining or quarrying will require drainage, dis-
posal of harmful effluents, and may lead to a certain degree of drainage of upper aqui-
fers, which may have a negative impact on human settlements.

16
Any method of bitumen development (quarry, mine or well drilling) can cause some
negative consequences for the environment. In this regard, before drawing up a project
for bitumen prospecting and operation, upper fresh aquifers and tires are studied, and
sanitary protection zones for drinking water sources in the nearest localities are identi-
fied. The necessity of monitoring observation wells and monitoring of fresh aquifers
during bitumen development is calculated and justified.

Figure 9 “Excavation of fossil fuels” (Dobicha nefti iz bitumnix peskov, 2013, p 5)

3.3 Conclusion on the bitumen

According to all advantages and disadvantages that bitumen has we can conclude un-
reliability of this technology. The most crucial disadvantage is concerned about ecolog-
ical aspect. The influence on the environment is very high and we cannot continue use
fossil bitumen and pollute our planet and all the natural resources such as water, air
etc.
4. MOST COMMON REPLACEMENT SOLUTIONS

OBSERVATION

In this chapter we will overview most common replacement technologies which have
some basis, studies which support them and provide clear point of view. Also, there is
a technology that fully replaces asphalt, but the idea is also very intriguing, and we
need to estimate possibilities of that technology.

4.1 Bitumen replacement technologies

4.1.1 Lignin

To estimate the possibility of using lignin as the replacement source for bitumen, vari-
ous types of lignin were investigated. Basic lignin source has been used, for example
extraction from straw and wood using a special process. TNO (Nederlandse Organisa-
tie voor Toegepast Natuurwetenschappelijk Onderzoek) (Wikipedia, 2020) has devel-
oped SHS (Super High Temperature Steam), and various types of more stable Lignin
extracts have been provided, including Kraft, Organasolv and Klason lignin (Dave van
Vliet, Ted Slaghek, Cecile Giezen, Ingrid Haaksman, 2016, p 3).

The purpose of mixing is to propose a homogeneous mixture in which lignin is mixed

with bitumen at the "molecular" level. This means that there is no filler type of lignin
mixed. In addition, the mechanical properties (rheological behaviour) should be the
same as the original asphalt without quality loss (defined by rheological properties).
(Dave van Vliet et al., 2016, p 3)

Through the next step, other lignin types were used and in the end lignin replacement
effect was estimated.

The alternative that has been studied as a substitute for bitumen that can be easily
found in nature is called lignin. Lignin is considered as one of the most abundant natu-
ral polymers that can be found in natural materials (after cellulose and hemicellulose).
It consists of aromatic rings interconnected with hydroxy alkanes. Carbohydrate lignin
is hydrophobic and not easily degraded. The chemical structure known today does in-

18
deed reflect the structure of bitumen, so it can be used as a substitute for bitumen in
applications such as roofing or asphalt pavement (Dave van Vliet et al., 2016, p 2).

Figure 10 “Lignin powder” (The renewable materials company)

The main source from which we can receive lignin is paper industry. During papermak-
ing process, industry can now remove huge amount of lignin. The obtained cellulose
fibres are called "wood-free" fibres, and they are regarded as high quality. The residue
is a side stream called "black liquor" in which lignin is present. The conventional meth-
od for removing lignin from lignocellulose is called "kraft paper process" (Dave van Vliet
et al., 2016, p 3). It is based on cooking wood chips under alkaline conditions in the
presence of sulphides or disulphides at a pressure of approximately 130°C. The result
of this process is that both hemicellulose and lignin are degraded and dissolved in the
alkaline solution. During this process, lignin is replaced by sulphur (2-3%). (Dave van
Vliet et al., 2016, p 3).

One of the lignin production processes is now leading on the market. It is called Kraft
process and can produce up to 98% of lignin. Sulphur does hinder the use of this type
of lignin, leading to restrictions in using kraft type of lignin, and it is applied in energy
generating. Now industry is looking for sulphur-free methods to extract lignin. To date,
several sulphur-free methods are known in the scientific literature, such as organic sol-
vents (extraction with ethanol), the production of Klason lignin (concentrated water-
insoluble lignin during acid hydrolysis), and soda-induced lignin extraction. (Dave van
Vliet et al., 2016, p 5).

At TNO, a new process is being designed to extract lignin to obtain sulphur-free lignin.
The basis for this process is superheated steam (SHS) and the gentle extraction of
lignocellulose to produce sulphur-free lignin. (Dave van Vliet et al., 2016, p 3).
To explore the opportunity to replace bitumen using lignin, several mixing experiments
were carried out. These experiments focused on the possibility of replacing bitumen,
the amount of which depends on the type used.

Figure 11 “The nature of lignin” (Lignin Functionalization for the Production of Novel
Materials, 2020)

The mixing process includes three different types of bitumen graded from soft to hard
one and lignin divided into two types.

The initial mixing experiment was conducted with Organosolv, a type of lignin. The
main argument starting from this type of lignin is the sulphur-free properties and melt-
ing behaviour of lignin. Compared with other types of lignin (such as Kraft and SHS), it
has the characteristics of melting at high temperatures (such as 150°C) and does not
stay in the form of powdered fillers.

Figure 12 “Melted Organosolv lignin after exposure at 150 C°”

In the second experiment, Klason, SHS and Kraft lignin were added to expand the es-
timation in the impact on the type of lignin used. This is done for a kind of bitumen in
the mix, 70/100 and 25% (w/w%) lignin (Dave van Vliet et al., 2016, p 4).

20
 Table 1 “Blending overview” (Dave van Vliet et al., 2016, p 5)

Lignin type Organosolv Klason Kraft SHS

Part of lignin in the 10 % 25 % 25 % 25 % 25 %
blend (%
m/m)
10/20 X
70/100 X X X X X
160/220 X X

To explore the possibility of further melting of Organosolv. By manually mixing lignin,

gradually adding powdered lignin and increasing the temperature while lignin is being
added to bitumen, the first mixing experiment of organic solvent lignin was carried out.
The final mixing temperature varies with the type of bitumen used: 10/20 mixing -
185°C; 70/100-155°C; 160/220-145°C (Dave van Vliet et al., 2016, p 5).

Table 2 “Organosolv lignin blending experience” (Dave van Vliet et al., 2016, p 5)
Blend Organosolv Miscibility Coagulation
10/20 10 % (w/w) + -
70/100 10 % (w/w) + -
160/220 10 % (w/w) + -
70/100 25 % (w/w) 0 +
160/220 25 % (w/w) 0 +

+ Good Occurs
0 Average Occurs (less)
- Bad Does not occur

It has been found by Dave van Vliet et al. (2016, p 6) that 10% to 25% (w/w) of lignin
can be mixed with bitumen. For organic solvent lignin, manual mixing at 25% (w/w)
seems to be essential. Based on the experience of the first mixing process, the mixing
process was modified. Finally, adjust the constant mixing temperature according to
different asphalt types to form a uniform mixture.
Figure 13 ”Set-up for blending the lignin with bitumen” (Dave van Vliet et al., 2016, p 5)

To evaluate the improvement of the mixing procedure, 25% (w/w) Organosolv mixing
was repeated using the procedure. Using DSR (Dynamic Shear Rheology) to charac-
terize blends (low shear) can yield results comparable to manual blends. From these
results it can be concluded that the new procedure of making mixture can be further
researched. Kraft, Klason and SHS lignin blends were prepared using a low shear pro-
cedure. (Dave van Vliet et al., 2016, p 5)

Evaluation of 10% organic solvent mixtures of different asphalt types. In Figures 16 and
17, the cover of the reference bitumen 10/20, 70/100 and 160/220 used, as well as the
corresponding bitumen mixture and 10% organic solvent lignin are given.

From the figures 14 and 15 we can see that for the harder type of asphalt 10/20, the
effect of increasing stiffness and decreasing phase angle is observed at a lower de-
creasing frequency. According to the master curve, we can say that the addition of 10%
by mass of lignin does not have any effect on the rheological behaviour of the original
bitumen (soft one). For harder bitumen, adding lignin will increase the stiffness and
reduce the phase angle, especially at lower frequencies.

22
Figure 14 “Complex Modulus – Overlay reference and 10% Organosolv lignin blends”
(Dave van Vliet et al., 2016, p 6)

Phase angle - 10 % Organosolv

90
10/20
80
70 10/20 10%
60 Organosolv
50 70/100
40
30 70/100 10%
20 Organosolv
10 160/220
0
1.E-08 1.E-05 1.E+01 1.E+04 1.E+07
1.E-02 160/220 10%
Frequency (rad/s) Organosolv

Figure 15 “Phase angle - Overlay reference and 10% Organosolv lignin blends”
(Dave van Vliet et al., 2016, p 6)

For bitumen 70/100 and 160/220, increasing the content of organic solvent lignin by
25% will have an appreciable effect. For example, it can be seen in Figures 16 and 17.
When the lignin content is 10%, the stiffness increases significantly. If 25% lignin is
present in the mixture, the phase angle will also change. The behaviour of the polymer
type similar to the blend can be observed. Similar observations were made for 160/220
with 25% lignin mixture.
Figure 16 “Complex Modulus – Overlay reference and Organosolv lignin blends, effect
of amount of lignin in the blend” (Dave van Vliet et al., 2016, p 7)

Figure 17 “Phase angle – Overlay reference and Organosolv lignin blends, effect of
amount of lignin in the blend” (Dave van Vliet et al., 2016, p 7)

According to these results the conclusion is that the rising amount of lignin highly
effects on the rheological behavior of the mixture in comparssion with original bitumen.

After preparation, the blend was characterized by DSR. The final result can be seen in
the figures 19 and 20.

24
Figure 19 “Complex Modulus – Overlay reference and 70/100 25% lignin blends, effect
of lignin type” (Dave van Vliet et al., 2016, p 8)

Figure 20 “Phase angle – Overlay reference and 70/100 25% lignin blends, effect of
lignin type” (Dave van Vliet et al., 2016, p 8)

The lignin from Organoslov, Klason, SHS and Kraft can be mixed with up to 25% bitu-
men. (Dave van Vliet et al., 2016, p 10)

Several types of lignin organic solvents have been developed on a large scale, Klason,
SHS and Kraft. All these types of lignin were found to be suitable for mixing with bitu-
men. Generally, except for Klason lignin, the stiffness is improved compared to the ref-
erence adhesive. From these observations we can conclude that the extraction method
of lignin (type) has a significant effect on the viscoelastic behaviour (Dave van Vliet et
al., 2016, p 8). For applications that normally use PMB, these types may be potential
substitutes. For example, in road applications, the rutting resistance of roofing applica-
tions.

4.1.2 Alternative BIO-binders

Biofuels are divided into two forms: gas fuel and liquid fuel. The source comes from
municipal waste, agricultural and forestry biological-products, plant matter and resi-
dues. Additives include emulsions, resins, polymers, crushed rubber, etc. (Md Maniruz-
zaman A. Aziz, Md Tareq Rahman, Mohd. Rosli Hainin1 and Wan Azelee Wan Abu
Bakar, 2016, p 11868).

Wastes such as cooking oil and used motor oil may be effective substitutes. In recent
years, during the development of sustainable environment, the demand for bio-based
fuels has become more and more common, the reason is that bio-based fuels in com-
parison with natural fossil fuels, bio-based fuels have many advantages, because they
are environmentally friendly, renewable and can provide reliable fuel. The source of
biofuels is biomass (residues and plant matter), such as crops, livestock manure, urban
waste, forestry, and agricultural by-products. (Md Maniruzzaman A. Aziz et al., 2016, p
11868)

Figure 21 “Bio-fuels torrefaction”

By transferring bio-based materials from fossil-based resources to bio-based re-

sources, bio-based materials can be used to improve performance (the longevity of the

26
material) and environmental sustainability. (Md Maniruzzaman A. Aziz et al., 2016, p
11868)

As bitumen is a result of excavation of fossil raw materials, the construction market is

looking for stronger alternatives with higher carbon dioxide emissions. The use of alter-
native sustainable binders can (partially) replace bitumen and help reduce carbon diox-
ide emissions (Md Maniruzzaman A. Aziz et al., 2016, p 11868).

According to the Md Maniruzzaman A. Aziz et al., (2016, p 11869) BIO-binder is an

alternative adhesive completely or partially derived from bio-based materials. This ma-
terial is a renewable and friendly to the environment. There are three ways to use bio
adhesives to reduce the demand for traditional fossil fuel-based adhesives.

• Direct replacement (100% replacement of bitumen)

• Asphalt filler (replacing 25%-75% of bitumen
• Asphalt modifier (0%-10% bitumen substitute).

Table 3 “Comparison of chemical composition of biobinder and bitumen” (Md Maniruz-

zaman A. Aziz et al., 2016, p 11869)
Components (%wt) Bio-Binder Bitumen (AAD-1, USA)

Carbon (C) 72.58 81.6

Hydrogen (H) 9.76 10.8
Nitrogen (N) 4.47 0.77
Oxygen (O) 13.19 0.9
Water content 2.37 -
Ash content 0.13 -

The amount of plastic waste and rubber used in a road construction becoming more
and more significant equals flexible road pavement building. Since 1843, polymers
have been used as bitumen modifiers.

Asphalt mixture is homogenous structure, which is one of the most important character-
istics. The best stability factor is that it can withstand the required traffic conditions. If
the stability is not enough, it will cause pavement peeling, scratching and high fluidity.
To prevent such failures on the sidewalk, it is necessary to ensure low flow.
 Flow is a characteristic that reduces stability. Due to the sensitive response to tempera-
ture changes and the traffic load imposed on the asphalt, there is a link between hot
weather ruts and cold weather cracks. (Md Maniruzzaman A. Aziz et al., 2016, p
11869). Improving the performance and quality of polymer asphalt is a very effective
method. According to Md Maniruzzaman A. Aziz et al., (2016, p 11869-11870). There
are some raw polymers that can be divided into 5 groups. Table summarizes these
polymers, their advantages and disadvantages, and their current use as asphalt modi-
fiers. This table shows all the strong and weak sides of each polymer, we can also es-
timate future use of each polymer according to the present one. Most polymers have
similar properties due to their origin.

Table 4 “Characteristics of polymers used to modify bitumen”

Polymer Advantages Disadvantages Uses

High temperature resistance Hard to disperse in the bitu- Industrial uses

Aging resistance men Instability problems Few road applicati-
Polyethylene
High modulus High polymer contents are ons
(PE)
Low cost required to achieve better
properties
No elastic recovery
No important viscosity in- Separation problems Isotactic PP is not
crease even though high commercially
Polypropylene amount of polymer is neces- applied
(PP) sary (ease of
handling and layout) High R
and B
No improvement in elasticity
Low penetration or mechanical properties
Widens the plasticity range Low thermal fatigue cracking Atactic PP is used
and improves the binder’s resistance for roofing
load resistance

Polyvinylchloride Lower cracking PVC disposal Acts mostly as filler Not commercially
(PVC) applied

Higher flexibility at low tempe- High cost Paving and roofing

Styrene- buta-
ratures
diene block co-
Better flow and deformation Reduced penetration resis-
polymer (SBS)
resistance at high temperatu- tance

28
 res Strength and very good
elasticity Increase in rutting
resistance
Higher aging resistance
Styrene-isoprene Better asphalt-aggregate ad- blends, need an asphalt with
block copolymer hesivity
(SIS) Good blend stability, when
used in low proportion
High viscosity at layout tem-
peratures
Resistance to heat and to
oxidation is lower than that of
polyolefins (due to the pre-
sence of double bonds in the
main
chain)
Asphalts suitable for SBS
a high aromatic and a low
asphaltene content
4.1.3 Plastic waste

Plastics are synthetic materials mainly derived from refined crude oil and petroleum
products. Higher melting temperature, higher decomposition temperature and re-
sistance to ultraviolet radiation provide many benefits, but it also means that waste
plastics remain in the environment for hundreds of years, which is an increasing chal-
lenge. In addition, many toxic chemicals in plastics are bio-accumulative substances,
and there are health and safety risks in the entire food chain including people (Greg
White, Gordon Reid, MacRebur, 2018)

The two main sources of waste plastic in the environment are plastic beverage bottles
and disposable plastic garbage bags.

Plastic bottles are made of polyethylene terephthalate (PET) commonly known as PET,
PETE, PETP or PET-P, which is an important cause of plastic waste. The obtained
plastic is waterproof and stable and has physical properties beneficial to food packag-
ing production. (Greg White et al., 2018, p 2)

According to Greg White et al. (2017, p 2) plastic bags are also an important cause of
overall waste plastic. However, this still accounts for only a small part of global produc-
tion, estimated to be between 500 million and 1 billion plastic bags per year. The envi-
ronmental impact of plastic bags is well known. Plastic bags were found from the Arctic
Circle in the north to the Falkland Islands in the south. Plastic shopping bags are made
of non-renewable petroleum products, which can be high density polyethylene, low
density polyethylene or linear low-density polyethylene.

It is made of linear low-density polyethylene (Dilli 2007), and is basically non-

biodegradable (Ting 2012), and has been preserved in the environment for many
years.

The recycling of waste plastics requires collection, sorting and processing for sale, and
then additional treatment for specific recycling applications. It is usually collected at
industrial or household disposal points, and many parts of the world now provide sepa-
rate waste disposal bins for recyclable products (including paper, aluminium and plas-
tic). Classification includes separation, first separating plastic from other recycled prod-
ucts, and then separating various plastic products.

30
In 2015, a commercial plastic waste recycling company was established in Scotland
(UK) with the aim of (MacRebur 2017):

• To productively consume part of the waste plastic that was originally intended for
landfill.
• Reduce the cost of new road construction and maintenance.
• Increase the strength and durability of local roads.

Developed a recyclable plastic extender/modifier, now called MR6. MR6 is in granular

form, so it can be directly incorporated into asphalt production plants and generated
from 100% recycled waste. Other products called MR8 and MR10 will soon have dif-
ferent target applications (Table 4). Each of the three products have a different colour
and form. MR8 is shredded plastic, while MR6 and MR10 are granular products (Figure
22).

The procurement, mixing and processing of waste plastics are proprietary information,
but the products are produced from waste that is recycled or reused from household
and industrial sources. Suitable waste plastics are washed, melted and extruded into
high-density pellets for transportation. (Greg White et al., 2018, p 2)

The process is controlled by an approved quality system that allows each product
package to be traced back to a specific pro duction batch and the related source of
recycled waste.

Table 4 “Recycled plastic products and uses” (Greg White et al., 2018, p 5)

Product Binder replacement Intended use Likely to be

6% recommended comparable to
MR6 6-10% Performance enhancement with a A35P or M1000
focus on deformation resistance
MR8 6-10% Cost reduction with similar or bet- C320 or C600
ter performance
MR10 6-10% Performance enhancement with a A20E
focus on fracture resistance
 a) b) c)
Figure 22 (a) MR6 pellets, (b) MR 8 shredding and (c) MR10 pellets (Greg White et al.,
2018).

• BS EN 13108-5:2016. For Stone Mastic Asphalt.

• BS EN 13108-1:2016. For Asphalt Concrete.

Importantly, the "British Regulations" require asphalt mixtures to meet many perfor-
mance indicators. The AC20 mixture made of MR6 instead of 6% 40/60 asphalt has
slightly reduced densification after compaction (decreased density and porosity during
wheel rutting), significantly improved rigidity (rigid modulus), and moisture resistance.
All test results show that replacing 6% 40/60 bitumen (similar to C320) can improve the
moisture resistance (stripping resistance), compactness and density of AC20 bitumen-
based bitumen (Sticky) itself while the other mixture characteristics remain unchanged
(Greg White et al., 2018, p 6-7).

4.1.4 Eco-friendly asphalt pavement

The main idea of the eco-friendly asphalt pavement is to integrate ecologically friendly
asphalt materials. These materials represent greener, reusable and ecological compo-
nents for the asphalt mixture. They are represented by Reclaimed asphalt pavement
(RAP), Construction and demolition waste (C&DW), lignin and bio-adhesives (Karol J.
Kowalski, Jan Król, Piotr Radziszewski, Raquel Casado, Víctor Blanco, Domingo Pé-
rez, Víctor M. Viñas, Yvan Brijsse, Mia Frosch, Duy Michael Le, Matt Wayman, 2016, p
3584). Focus on the two main components of asphalt mixture-asphalt and aggregate
gate. Regarding bitumen, two methods of "green" fresh adhesive parts have been stud-
ied: the first method is to study bio-melting asphalt, which allows some petrochemical
adhesives to be replaced by bio-based products; the second method uses special In-
dustrial waste (also of biological origin) replaces crude oil-derived polymers in modified
asphalt.

32
Regarding aggregates, two different methods were also explored: a high proportion of
RAP was used in the new hot asphalt mixture due to the addition of a biological flux
that can work at lower temperatures. The method of selectively separating Construction
and demolition waste will be used to establish the best integration of C&DW as raw
materials to improve the overall quality of recycled aggregates. (Karol J. Kowalski et
al., 2016, p 3584)

Considering the complete structure, the concept of the proposed eco-friendly asphalt
pavement can be summarized as follows (see Figure 23):

Figure 23 “Eco-innovative asphalt pavement structure” (Karol J. Kowalski et al., 2016, p

3584)

• The green asphalt modifier is introduced in the ground process, which is obtained
from the production of recycled waste bioethanol to replace the traditional additives
used to produce asphalt.
• In adhesives and base materials, bio-fluxing agents can integrate a higher percentage
of recycled asphalt,
• The bottom layer (subgrade and subbase) is mainly composed of construction waste
and demolition waste. (Karol J. Kowalski et al., 2016, p 3584)

All in all, the Eco-friendly concept of asphalt pavement represent combination of sever-
al substitute materials, which replaces all layers of original road and makes it greener.
Such materials as lignin and removed and recycled asphalt pavement were used.

33
These materials can improve quality of the original layers and especially bitumen. Max-
imize the amount of recyclable and environmentally friendly materials at the same time
improving sustainability of the road.

4.1.5 Solar roads

One of the solutions which fully replaces original asphalt pavement is solar panels
roadway. Our aim is to safe the planet for future generations, so we need to find alter-
native sources of energy as well as alternative greener components for construction. In
addition to hydropower, vibration and photovoltaic energy have the most potential to
meet our energy needs.

Vibration as a source can provide a lot of energy, but its existence is highly uncertain.
Similarly, solar energy is available only during the sunny day and here we meet such
problems as shadows, trees etc. The common inherent flaw of vibration and photovol-
taic systems is their intermittent nature, making them unreliable. However, by combin-
ing these two intermittent sources with the maximum power point tracking (MPPT) al-
gorithm, the power transmission efficiency and reliability of the system can be signifi-
cantly improved (International Journal of Management, IT & Engineering, 2019, p 212)
When a power supply is insufficient, the load needs some other energy to compensate
for the difference.

Several hybrid vibration dynamic systems with MPPT control have been proposed and
discussed in work. The mechanical vibration generated by the car can be used as an
energy source to generate electrical energy, and the electronic device can use the en-
ergy to operate. These vibrations are generated by different vehicles around us, which
are being wasted. This technology uses piezoelectric materials, in which the defor-
mation generated by vibration is directly converted into electric charge through the pie-
zoelectric effect and the principle of electromagnetic induction between the coil and the
magnetic field (electromotive force (EMF) is generated in the coil), thereby providing
displacement for the coil. Performance magnet produced by vibration. All piezoelectric
materials and magnets are used as energy conversion devices to convert mechanical
vibrations into electrical energy. (International Journal of Management, IT & Engineer-
ing, 2019, p 213) In this case, we introduced two methods and considered providing
input and output vibrations to input vibrations by using piezoelectric materials (such as
piezoelectric materials, electromechanical conversion through a mass spring system),

34
where the mass spring system will apply the vibration on the piezoelectric material is
converted into force, and a spring magnet system is used, in which the relative dis-
placement of the magnet with respect to the coil (assuming input vibration) generates
an electromotive force in the coil.

Figure 24 “Piezoelectric effect” (International Journal of Management, IT & Engineer-

ing, 2019, p 213)

As shown in Figure 24, the solar panel is composed of three layers:

The pavement layer-the pavement layer is a high-strength layer with photovoltaic cells
that absorb sunlight and has traction, so the vehicle will not slip off the road and the
waterproof layer can protect (International Journal of Management, IT & Engineering,
2019, p 214)

The layer below - electronic layer contains a microprocessor board that helps to control
the heating elements of the panel. (International Journal of Management, IT & Engi-
neering, 2019, p 214). This technology can help melt snow that falls on the panel,
thereby avoiding dangerous road conditions from becoming a problem. Northern re-
gion. This layer can sense the weight on the panel and can control the heating element
to melt snow.

35
 Figure 25 “Basic 3 layers of solar panel roadway” (International Journal of Manage-
ment, IT & Engineering, 2019, p 214)

Table 4” Summary of the solar pavement features”

Features Anti-accident Illumination Electrical vehicle Heating sys-
recharge tem
Definition Solar panels Integrated Road accumulates Panels have
have weight led lights power, owners of EV integrated
sensors, they illuminate can recharge their heating sys-
can signal if lines and cars during stop. tem which
something on surface. Also melts snow
the road, pro- programmed and dries the
tecting wildlife. road signs. surface for
better grip.
Picture a) b) c) d)

a) b) c)

36
 d)
Figure 26 “Different features of Solar Roadway” (International Journal of Management,
IT & Engineering, 2019, p 215)

5. POTENTIAL COMPARISON

To estimate the real advantages and disadvantages of each replacement technology

we need to compare characteristics of each material with bitumen and find real result if
that technology will have future or not.

5.1 Lignin

5.1.1 Technological

• Lignin is a side product of paper producing industry. It can be received in high

amounts and used for applications in road building because usually it s used as an
energy source. So, we are free to use as much lignin as we need for asphalt mix-
ing.
• Organoslov, Klason, SHS and Kraft lignin can be mixed with bitumen up to 25%.
Further analysis show that amount of lignin effects on the viscos-elastic properties
of bitumen binder (Dave van Vliet et al., 2016, p 8). As the amount of lignin added
rises the more significant changes can be observed. It is noticed that lignin effects
on stiffness and phase angle in a positive way.

37
• By modifying lignin, the viscoelastic behaviour of lignin-asphalt mixture can be ad-
justed. EGE modification can produce conventional asphalt viscoelastic behaviour,
while FGE modification can lead to more PMB viscoelastic behaviour.
• Sulphur is used to collect lignin from wood. It means that technology can not be
widely used on a construction sites to produce asphalt binder with lignin because it
requires special manufacturing conditions and temperatures as well as poisonous
sulphur.

5.1.2 Economic

Adding lignin to bitumen binder lower the total price of the mixture. Lignin being natural
material received through paper making process has low price as a subsequent prod-
uct. The significant amount of lignin added to the mixture will decrease its price at a
grate scale. Moreover, as lignin has significant effects on the strength and durability of
final asphalt pavement it decreases the amount of asphalt used meaning the decrease
in the price of 1 km of the asphalt road.

5.1.3 Ecological

As sulphur used in receiving lignin technology, it has a bad impact on the environment,
causing pollution actually not in a great amount but now scientists are looking for non-
sulphur lignin obtaining technologies which can be freely used in future.

5.2 Alternative BIO-binders

For each of the polymers such as (PE), (PP), (PVC) present in my work set forth above
different technological points were found to ease the understanding, I will summarise
them under one name polymers and write more valuable properties.
5.2.1 Technological

• Many of the polymers increase resistance and strength of the asphalt pavement
• Resist against cracking also can be observed
• Widens the plasticity range and improves the binder’s load resistance ()

5.2.2 Economic

38
Most of the polymers such as (PE), (PP), (PVC) and etc have low cost but further re-
search should be conducted. Only after several research we will have the real possibil-
ity to estimate costs of using polymer as a modifier for bitumen.

5.2.3 Ecological

Most of the presented polymers are present in large quantities in nature and can also
be obtained through processing and recycling of various biomaterials. So, collecting
rubbish and plastic waste we are saving our planet as we all find material for modified
asphalt pavement.

5.3 Plastic waste

5.3.1 Technological

• Plastic waste is mostly obtained from plastic bottles (PET) and plastic bags
which are present in our environment in huge amounts now. There are no is-
sues in finding material for this kind of modifier
• It has been found that it is recommended to set the content (PWM) of the plastic
waste modifier to 7.43% of the weight of the bitumen as the best PWM content
required to enhance the performance of the asphalt mixture. Asphalt mixture
modified with 7.43% PWM can significantly improve stability 42.56%, fluidity
89.91% and strength 13.54%. (Ramia et al 2019)
• Compared with the traditional 40/60, recycled plastic waste has been proven to
improve the fracture resistance and deformation resistance of typical British as-
phalt mixtures. Plastic waste for bitumen modifier should be specially obtained,
sorted and evaluated by the thickness. In other way it will not work as modifier.
• PWM should be produced in special laboratory conditions using complicated
technology of purifying, recovery and application.

39
5.3.2 Economic

As it was conducted in the UK research, plastic waste is very cheap in its cost. This
comparable performance indicates a cost savings of $120-460 per ton of asphalt bind-
er, which is equivalent to 2-5% of the cost of production, construction and finished as-
phalt. If it can be estimated more or less only in a real application of this technology.

5.3.3 Ecological

Plastic waste one of the most common on our planet is a very heavy load polluting the
environment, so this technology saves environment from plastic pollution and renews it
as a building material.

5.4 Eco-friendly asphalt pavement

5.4.1 Technological

• Integration of greener and recycled materials makes the production technology.

• The goal is to improve the commercial viability of asphalt pavements by demon-
strating technologies that can promote asphalt recycling, waste utilization, and new
green binders, appropriately integrating these technologies into the optimal and
ecologically innovative design of asphalt pavements (Karol J. Kowalski et al., 2016)

5.4.2 Economic

It is hard to estimate the real cost savings of the Eco-friendly asphalt pavement. As
there several types of reused materials included such as reclaimed asphalt pavement it
may have a big influence on the final price of the asphalt mixture. Also, such bitumen
modifier as lignin is used in this type of pavement which means more cost-savings. The
real percentage of profit should be estimated by the real application of this pavement
technology.

5.4.3 Ecological

It is accumulated from many aspects from other technologies, so the result is saving
our planet from waste.

40
5.5 Solar pavement

For solar pavement there is a list of technological advantages that I described in previ-
ous part, so I will put main ones and briefly describe them for better understanding of
the idea.

5.5.1 Technological

• The road is high-strength with photovoltaic cells that absorb the sun’s rays and
has traction, so the vehicle will not slip off the road, and the waterproof layer
can protect the underlying layer (International Journal of Management, IT & En-
gineering, 2019)
• One of the roads layers has heating elements which prevent ice and snow in
the winter. This way saves cars from accidents on a sleeper road surface.
• Such type of pavement also consists of illuminative panels. These panels help
drivers to avoid obstacles and see the road clearly during night time.

5.5.2 Economic

For that type of pavement initial costs are high but this technology pays off in future
and in total it has the same price as asphalt pavement.

5.5.3 Ecological

The ecological potential of this technology is high because no fossil fuels are used
such as bitumen. During it maintenance there is no pollution to the environment and it
is easily can be replaced by the new pavement.

41
6. DISCUSSION

6.1 Best soluution

Road construction is a very large sector of the economy nowadays. I think that the
most valuable substitute can be chosen by the combination of economic and ecological
factors because in a technological way all replacement technologies seem to be simi-
lar. As for me, lignin on the first place. It has the most valuable characteristics and in-
fluence on the bitumen properties. Now lignin can replace bitumen up to 25% and in-
crease viscosity, strength and durability of the pavement with such modifier. Moreover,
several sulphur-free methods of extraction have been developed that means lignin is
becoming greener and it would be easer to use it in road construction.

6.2 Future of the replacement technologies

In my view, according to all research there are only few practical experiments were
done. If we want to estimate the real possibility of submission bitumen with one of the
presented materials such as Lignin or alternative polymers, we need to make a series
of experiments using prepared modified asphalt mixtures with different components.
Lay down several parts of road with this asphalt pavement and estimate its main char-
acteristics after some time of exploitation. We need to find the real properties of dura-
bility, sustainability, and quality of such asphalt mixtures. Then according to this result,
we can surely say which technology suits our requirements best. Also, during this ex-
periment, we can estimate the real proportions of substitutes, find their influence on the
viscosity, strength of the bitumen not inside the laboratory but in a real condition.

Also, we can use fully asphalt pavement replacement technology-solar panels. I think
that this technology has future because if we will estimate it from economic side we will
find out that the initial costs for this technology are bigger but it pays off in several year
when the usual asphalt pavement is being cut off from the surface. One more important
characteristic of this pavement is its greener attitude to nature, this kind of road will not
pollute environment with oils and gas that are get into environment during bitumen pro-
duction.

42
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Aromatic Rings, Molecule Gallery,

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