Bitumen modification with waste plastic

BULE HORA UNIVERSITY

COLLEGE OF ENGINEERING AND TECHNOLOGY

DEPARTMENT OF CHEMICAL ENGINEERING

NAME OF STUDENTS ID NUMBER
HIRPA DEREJE………………………………………………… RU/2198/12
KUME TOBA …………………………………………………RU/1097/12
KEDIR CHAKA………………………………………………RU/0030/12
CHALA TESFAYE…….…..….……………………………...RU
TENAW WORKU…………………………………………….RU
TITLE OF THE PROPOSAL:- PRODUCTION AND PROCESS MODIFICATION
OF BITUMEN FROM WASTE PLASTIC

NAME OF ADVISER ……… MR. TAMIRAT HURISO

SUBMITED TO MR
SUBMISSION DATE……13/03/2024
BULE HORA, ETHIOPIA.
ACKNOWLEDGMENTS

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Firstly, we would like to thanks our God for giving us the strength and wisdom to successfully
complete this work. Then we would like to express our gratefulness to our advisor Mr. TAMIRAT.
For his encouragement to do this proposal by giving the appropriate guidance during our study.
Our heartfelt gratitude goes for his kindly help and guidance, collaboration, willingness and
curiosity to achieve our proposals completion. We want to appreciate our peer group members for
contributing, being responsible for the study and support to finish our proposal.

Last but not least, our sincere thanks to our entire friend those have patiently extended all sorts of
help for accomplishing our tasks.

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CHAPTER ONE

1. INTRODUCTION
1.1Backgrounds
Demands of roads are increasing year by year. Ever increasing numbers of commercial vehicles
with increased axle loads take their toll and it is clear that this trend will continue in the future. The
highway engineers are thinking about the alternative solutions to meet this growing challenge. The
addition of polymers to enhance service properties in road paving applications was considered a
long time ago and nowadays has become a real alternative. A variety of additives are used in order
to obtain enhanced service properties within a wide range of temperature. A number of research
works in many countries have confirmed the beneficial effects of polymer addition to bitumen [1].

However, the main restriction in such modifications remains the incompatibility of polymer and
bitumen matrix. Recently waste plastic has been used with beneficial effects in paving [2]. Waste
plastic modified binders provide increased durability, reduced cracking and increased skid
resistance. This type of modified asphalt also has shown fatigue resistance to traffic load.

In recent years laboratory studies conducted indifferent countries suggest that plastic, if
appropriately blended with bitumen could be used for construction and maintenance roads. The
performance and longevity of roads constructed with plastic blended bitumen are significantly
better compared for the normal bitumen roads [3].Recycling of waste plastic for road construction
can also solve the disposal problem and environmental hazard by non-biodegradable waste plastic.
In India currently few states are using waste plastics, as Polymer Modified Bitumen (PMB) and
among those Karnataka is the pioneer [4]. Virgin polymer is being used in a few states on pilot
basis in India. Both bitumen and plastic are originated from petroleum and thermoplastic in nature,
which help good bonding and strength development. However virgin plastic is costly material and
waste plastics could be a cheaper substitute. Study shows that Dhaka city produces about 230 ton
of waste plastic per day, which is adequate for road works in Dhaka city [5].

Rheology is the science of deformation and flow of matter. It is concerned with the response of
materials to mechanical force. That response may be irreversible flow, reversible elastic
deformation, or a combination of the two. The flow properties of matter are defined by its
resistance to flow i.e. viscosity. So the usual way of defining the rheological properties of a
material is to determine the resistance to deformation. However, the material that exhibits both

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elastic and viscous properties is viscoelastic. Bitumen is a viscoelastic material with suitable
rheological properties for traditional paving and roofing applications because of their good
adhesion properties to aggregates [6].As the bitumen is responsible for the visco-elastic behavior
characteristic of binder, it plays a large part in determining many aspects of road performance,
particularly resistance to permanent deformation and cracking.

The above discussion reveals that the use of polymer as well as waste plastic in bitumen to
improve its service properties is very common in different countries but the related study carried
out in Bangladesh are few. Related research works have recently been completed by two
Bangladeshi researchers [7].It should be mentioned here that the two research works carried out at
BUET have some limitation. The First researcher used virgin polymer in his research work and the
second researcher used scarp tyres. But both research works were laboratory based. In this research
laboratory tests as well as field demonstrations are carried out simultaneously using waste plastic
as modifier. So it should be envisaged the possibility of disposing of troublesome waste plastics,
because waste plastic can show similar performance to those, which contain virgin polymers. Thus
the use of waste plastic like polyethylene as a bitumen-modifying agent may contribute to solve a
waste disposal problem and to improve the quality of road pavements. So it is no doubt that their
increased volume will cause a great problem in the management of these environmentally hazard
wastes. If these waste materials are made possible to use in pavements, it will reduce the cost of
management of these disposed wastes and will be environmentally friendly.

In view of these, the proposed study is very important and useful in the context of Bangladesh.
In order to experiment with the waste plastic (Low Density Polyethylene, Polyethylene
Terephthalate), a thermostatically and mechanically controlled blending system capable of
generating enough shear force would be used. Then different tests like density, viscosity,
penetration, ductility, loss on heating etc. would be conducted on waste plastic blended bitumen
and thereby to observe the rheological properties of modified binder which is important in
selecting a suitable cheaper modifier. After all necessary tests of the modified binder found to be
satisfactory, a field demonstration on a particular segment would be done with this modified
binder. At the same time another segment would be done with the traditional pure binder.

1.2 Statement of the problem

Ethiopia as a developing country is experiencing genuine difficulty in the area of proper solid
waste disposal and management of plastic waste. This is due to the inability of plastic materials to

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biodegrade and its subsequent persistence in the environment. This unfortunate situation is
compounded by several factors including the poor attitude of the average Ethiopian towards waste
disposal and the over-reliance on ineffective waste disposal techniques. It is common place to find
beaches, rivers, gutters and roadsides which are choked and filled with waste plastic materials.

Landfilling, incineration and haphazard littering have a negative impact on human health and the
environment. The need for efficient solid waste management and alternative recycling regimes to
curb this trend cannot be over-emphasized.

On the other hand, increased economic activity, urbanization and higher traffic volumes are rapidly
contributing to the deterioration of our roads. Most engineers have attributed asphaltic road failures
to climatic conditions, but climatic conditions alone do not account for the deformation of roads
but the choice of bituminous binder used as well. Elsewhere, the need for an enhanced binder
which can better withstand adverse road conditions and provide a means to an alternative plastic
recycling strategy through bitumen modification. There is little or no reported scientific work that
exists on bitumen-waste plastic modification in Ethiopia. Synthesis of this information is needed to
break the ground for advancement in the understanding and application of established technologies
to develop new materials to solve problems.

In this regard the use of waste plastic (polymer) in pavement construction as well as maintenance
work could minimize the" frequency of rehabilitation work and thereby provide an economical
solution. A second benefit of reuse of waste plastic is to improve the solid waste disposal problem.

1.3 Objectives of the study

1.3.1 General objective

The general objective of this project will be to modify bitumen with waste plastics.

1.3.2 Specific objectives

The specific objectives of this project will be to: -

 Determine the engineering and rheological properties of waste plastic modified binder
including; viscosity, softening point, ductility, heat loss on, flash point and fire point on
the Plastic-Bitumen Blends.
 analyze the effect of waste plastic modified bitumen on road quality

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 Characterize waste plastics or modifiers

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CHAPTER TWO

2. LITERATURE REVIEW

2.1 Modifier

Additives, which are used to modify or improve the quality of virgin materials is simply called the
modifier of it. Modifiers are blended directly with the binder or added to the asphalt concrete mix
during production to improve the properties and or to performance of the pavement. It should be
mentioned here that a huge quantity of bituminous binder is required every year for pavement
construction. This quantity of bitumen terms from the petroleum product and natural sources. The
sources of bituminous materials are not unlimited. Hence the researchers have been thinking of
quality improvement of bitumen and trying to extend the life span of bituminous pavement since
long ago.

To improve the rheological and mechanical properties of bituminous binder different types of
additives are added to it in different forms and in different ways (Table 2.1). The recent trend of
pavement industry is to use polymer as a modifier of bitumen as polymer is to some extent similar
in nature to some constituents of bitumen. Bitumen itself is a complex mix of different compound.
The major constituents of bitumen are asphaltenes and malthenes. Aromatic malthenes and
asphaltenes content [8] play a major role in the suitability of bitumen modification. Due to the
similar in nature polymer and copolymer of different category and grade are being used as the
modifier of bitumen for its overall quality improvement. Polymer increases the viscosity [9] of
bitumen and increases the thickness of coated film around the aggregates. Thus the adhesive and
cohesive properties of bitumen are .improved. Natural rubber (in powder or latex form) or recycled
rubber dust [10] are another potential modifier of bitumen. The waste plastic (Scrap Polythene)
[11] is also possible to use in modification of binder.

Table 2.1: Some Additives Used to Modify Bitumen

Types of modifier examples

Thermoplastic elastomer styrene-butadiene-styrene(SBS)

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Styrene-butadiene-rubber(SBR)
Styrene-isoprene-styrene(SIS)
Styrene-ethylene-butadiene-styrene (SEBS)
Ethylene-propylene-diene terpolymer (EPDM)
Isobutene-isoprene copolymer (IIR)
Natural rubber
Crumb tyre rubber
Polybutadiene (PBD)
Polyisoprene
Thermo plastic polymers Ethylene vinyl acetate (EVA)
Ethylene methyl acrylate (EMA)
Ethylene butyl acrylate (EBA)
Atactic polypropylene (APP)
Polyethylene (PE)
Polypropylene (PP)
Polyvinyl chloride (PVC)

Continued

Types of modifiers examples

Polystyrene(PS)
Thermosetting polymers Epoxy resin
Polyurethane resin
Acrylic resin
Phenolic resin
Chemical modifiers Organo-metallic compounds
Sulphur
Lignin
Fibers Cellulose

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Alumino-magnesium silicate
Glass fibre
Asbestos
Polyester
Polypropylene
Natural asphalts Trinidad Lake Asphalt (TLA)
Gilsonite
Rock asphalt
Fillers Carbon black
Hydrated lime Lime

Fly ash
Adhesion improvers Organic amines
Amides
Antioxidants Amines
Phenols
Organo-zinc/Organo-lead compounds
[Source: [11]

2.2 Rubber

Rubbers are materials that display elastomeric properties. This means they can be stretched and
will spring back when the stress is removed. Rubber is produced from the juice of a tropical plant
or manufactured artificially. Natural rubber is found as a milky liquid in the bark of the rubber tree,
Heave Brasiliensis. This raw rubber is called latex. Latex contains about 30 percent dry rubber
content. Latex is centrifuged to increase the percentage of rubber content in it. Natural rubber is
vulcanized with sulphur and other materials to make it less susceptible to temperature. The tires of
vehicles and automobiles are made of vulcanized rubber. To produce the raw rubber used in tire
manufacturing, the liquid latex is mixed with acids that cause the rubber to solidify.

Presses squeeze out excess water and form the rubber into sheets, and then the sheets are dried in
tall smokehouses, pressed into enormous bales, and shipped to tyre factories around the world.
Synthetic rubber is produced from the polymers found in crude oil. Rubber is more elastic than
polymer. Both natural rubber and the crumb rubber from the used tyres of vehicles can be used for

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the modification of bituminous binder. Scrap rubber may be used in aggregate during pavement
construction to improve riding quality [13] and reduce noise of vehicular movement.

2.3 Polymer

Polymer comes from the two Greek words "poly", which means many, and "meros", which means
unit. A polymer may have one type of repeating unit of many different types of repeating units. A
polymer is indeed made by covalently linking small simple molecules together. Polymeric
molecules are gigantic in comparison to the hydrocarbon molecules. Therefore, they are often
referred to as macromolecules. Within each molecule, the atoms are bound together by covalent
bonds. For most polymers, these molecules are in the form of long and flexible chains in which a
string of carbon atoms constitutes the backbone. Furthermore, these long molecules are composed
of structural entities called mer units, which are repeated along the chain. A single mer is called a
monomer, and the term polymer means many mer units.

Polymers are visco-elastic material. Polymer will recover its original shape from deformation after
the removal of stress. Again it will reach the flowing condition when heated to temperature near
the melting point. The response of polymer can be classified into three types - elastic response,
elastomeric response (time dependent elasticity) and viscous (plastic) response. The response of
any polymer will depend upon the structure and the conditions of loading in terms of time and
temperature.

When mixes with bitumen the polymer will impart its elasticity and flow resistance to the bitumen
if the polymer and the bitumen are compatible. Different types of polymers and copolymers are
available in the market. Each type polymer may have different grade. All types of polymer
available in the market cannot be used for modification of binder; some polymers are thermoplastic
in nature whereas some are elastomeric. Elastomeric and thermoplastic polymers play an important
role in the modification of bitumen. Bitumen modified with elastomer behaves very differently
from conventional bitumen. It becomes more elastic throughout the temperature experienced on the
road. At low temperature, it is less stiff and its ductility and are improved.

2.3.1 Types of Polymers

Polymer is a chemical compound. It is manufactured artificially in chemical industry to use in

various purposes. Polymers can be classified according to their origin, structure chain, molecular

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weight, density, thermal and deformation properties etc. However, in asphalt research the focus
falls on thermal and deformation properties. A simple classification [7] of polymer based on their
properties can be as follows:

a) Thermoplastic Polymer (plastic like): Thermoplastics are the most common type of
polymer used. These polymers deform in a plastic or viscous manner at melting temperatures and
become hard and stiff at low temperatures, i.e. the structure is reversibly broken down with the
application of heat. These types of polymer are linear or slightly branched. These polymers can be
melted and reshaped. They are recyclable.

Thermoplastic polymers are used for pavement application. Examples of this type polymers are
polyvinyl chloride (PVC), poly ethylene (PE), ethylene vinyl acetate (EVA), poly propylene (PP),
polyethylene terepthalate (PET), linear low-density polyethylene (LLDPE), high-density
polyethylene (HDPE), acronitrile butadiene styrene (ABS), polyethylene methacrylate (Acrylic).

b) Elastomer (rubber like): An elastomer is a polymer that has a flexible 'rubber' backbone
and large side-chains in its structure. The molecular structure of this type polymer is usually linear.
The copolymers of this group have radial form of molecular chain. The most potential modifiers
are available in this family. Examples of these types of polymers are styrene butadiene styrene
(SBS), synthetic rubber, neoprene latex, natural latex etc.

c) Thermo-harden Polymers: Thermo-harden or thermosetting polymers are heavily

crosslinked polymers, which are normally rigid and intractable. They consist of dense
threedimensional molecular networks and degrade rather than melt on the application of heat. They
are not recyclable. The0o987 y cannot be remolded or reshaped if once manufactured to final
product. The most common thermo-harden polymers are celluloid, bakelite, epoxy resins, poly
euro thanes etc. Classification of Polymers Based on Different Basis

a) Based on Structure

Linear: The molecular chain of this type polymer is un-branched. It has low melting point and
high flow index compared to others; such as linear low-density polyethylene (LLDPE), linier high-
density polyethylene (LHDPE) and linier polypropylene (LPP)

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Nonlinear: The chain of this polymer is branched. This type of polymer has high melting point.

b) Based on Density

Low Density polymer: The molecular weight of this polymer is less compared to other. Example
of low-density polymer is LLDPE.

High Density Polymer: The molecular weight of this type polymer is high compared to other
polymers. Example of high-density polymer is HDPE (high-density polyethylene).

c) Based on Physical Form Pellet: Most of the polymers available in the market are in pellet
form.

Powder: Polymer also available in powder or latex form.

Latex: Natural rubber collected from the trees is in latex form.

Recycled: Recycled rubber or polymer is at present being used in binder modification.

d) Based on Deformation Properties:

Elastomer: Elastomer exhibits high extensibility (up to 1000%) from which they recover rapidly
upon removal of the stress.

Plastomer: Plastomer, which exhibit plastic behavior at service temperature, will deform, but will
not return to original dimension when load is released.

2.3.2 Identification of Potential Polymer as modifier

It is stated earlier that available polymers of all kinds is not used to improve the performance of
bitumen. The polymers that are compatible with bitumen can improve its property. The
compatibility of polymer with bitumen depends on not only the type of polymer but also on its
structure, molecular weight and chemical composition. Compatibility also depends on the
characteristics of base bitumen. The source of base bitumen, its constituent compound and its
grade are the key factors that determine whether the polymer will improve its quality or not. Hence
the identification of potential compatible polymer is the first stage of modification of bitumen.
Incompatible polymer cannot be blended with bitumen. The better way is to find compatible

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polymer is the preparation of several trial blends with the candidate polymer and testing its
properties. [14] At the King Fahad University has performed test on some selected polymers. To
blend the polymer they assembled a special blender. The blender comprised of a shear blade, a
heating oil bath and a DC motor capable of producing rotation up to 3000 rpm. They followed the
recommendations of the manufacturer of the polymers to approximate the tentative polymer
concentrations, blending time and blending temperature for each of the collected polymers. They
have used 500 gm of base bitumen for each type of polymer to prepare blend. The homogeneity of
blending was ensured by visual inspection using an optical microscope. They performed shear
modulus test, phase angle test, and softening point test on the prepared blend. They also performed
economic analysis on the blend. Based on the technical and economic analysis they suggested PP,
LLDPE, SBS, CRT as appropriate polymers. Their recommended blending temperature for some
selected polymers is presented in Table 2.2.

Table 2.2: Recommended Blending Temperature for Some Selected Polymers

Polymer type Recommended blending Maximum blending

temperature (°C) Temperature (°C)

Linear low density

Polyethylene (LLDPE) 160-170 200

Polypropylene(PP)
170-180 200

Styrene-butadiene-styrene
(SBS) 160-170 200

Crumb rubber
170-180 200

[Source: [15]

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2.3.3 Polymer that can be used as Modifier

Two basic types of polymer are used in modifying bitumen for road applications thermoplastic and
thermo harden. The product of thermo harden polymer cannot be remolded. So this type of
polymer cannot be used as modifier of bitumen. Thermoplastic polymers are recyclable. Polymers
that will be used as modifier of bitumen must be recyclable. In fact any thermoplastic polymer can
be used as modifier of bitumen if it is compatible to bitumen. Thus selection of polymer to be used
in bitumen primarily depends on compatibility. Any thermoplastic elastomers (TPE) (shell
Chemicals) can be used as modifier based on economic and technical analysis. Investigations were
made on low-density polyethylene (LDPE), poly propylene (PP) [16] by many investigators. EVA,
CR and RPE have potential to be used in bitumen modification. Shell and Exxon chemicals
introduce styrene butadiene styrene (SBS) and POLYBILT polymers respectively. These two
polymers are specially manufactured to use as bitumen modifier. Shell chemicals supply SBS in
powder or latex form. POLYBILT is available in pellet form. HEATEC (a chemical company)
supplies polymer-bitumen blending system. Valley Slurry Seal (VSS), Colas, Vogele and Akzo
Nobel are working with PMB. Rubberized roads are being built in USA, UK, Portugal, Egypt and
Middle East .India is using waste polythene in pavement [17].

2.3.4 Benefits of Polymer Modified Bitumen

The purpose of polymer modification of bitumen is to construct durable pavement with greater
stiffness and stability in Order to minimize maintenance cost. Use of polymer some time may
increase cost of construction. In this case the benefit is evaluated by quality improvement of
pavement. The use of RPE (recycled polyethylene) and CR (crumb rubber) give benefits in quality
improvement and cost effectiveness as well as environmental hazards. The benefits of PMB are
assessed in three ways [18].

Quality improvement of binder: Polymers in bitumen improve the following quality of bitumen:

• Polymer Increases binders viscosity that allows greater film thickness in paving mixes without
excessive drain down or bleeding
• It increases the binder's qualities to better cope with cracking and dynamic deformation of the
pavement internal layers.

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• It improves the binder's behavior to fatigue by increasing its mechanical resistance particularly to
tractive force.

• It raises the softening point of binder that helps in reducing bleeding.

• It increases elasticity and resilience at high temperatures

• It increases the cohesion of binder.

• It reduces thermal susceptibility to both low and high temperature.

• To rejuvenate aged asphalt binders.

A significant improvement in pavement is possible as-

• It increases flexibility of pavement.

• It reduces deformation in pavement.

• Improved aging and oxidation resistance due to higher binder contents, thicker binder films, and
anti- oxidants in the tire rubber.

• It provides greater fatigue resistance.

• It provides greater resistance to stripping.

• It provides improved self-healing properties.

• It provides greater durability.

Environmental improvement

Use of waste plastic in road construction could lead a significant consumption of waste plastic
daily generated which would be helpful in, keeping the environment clean, reducing clogging of
drains causing various hazards including health hazard , reducing dumping of plastic materials
wastes going into land fill etc.

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2.3.5 Limitations of Polymer Modified Bitumen

Polymer modified binder are not the solution to all pavement problems. It must be properly
selected, designed, produced, and constructed to provide the desired improvements to pavement
performance. Pavement structure and drainage must also be adequate. Limitations on use of PMB
include:

• Mobilization costs for polymer modified bitumen production equipment. For large projects, this
cost can be spread over enough tonnage so that increased unit price may be offset by increased
service life, lower maintenance costs, and reduced lift thickness. For small projects, however,
mobilization cost is the same, resulting in greater increase in unit price that may not be
economically viable.

• Construction may be more challenging, as temperature requirements are more critical.

• Potential odour and air quality problems

• Polymer modified binders are often difficult to hand work because of stiffer binder and coarser
mixture gradations.

• If work is delayed more than 48 hours after blending the asphalt rubber, some binders may not be
usable. The reason is that the Crumb Rubber Modified

(CRM) has been digested to such an extent that it is not possible to achieve the minimum specified
viscosity even if more CRM is added in accordance with specified limits.

• For chip seals in remote locations, hot and/or pre coated aggregate may not be available because
there may not be a hot-mix plant within reasonable haul distance of the job site.

2.4 Comparing Waste Plastic Modified Bitumen and Conventional Bitumen:

Use of bitumen modified by virgin polymers has been going on since mid-seventies of the
twentieth century. However, environmental pollution with the aggressive disposal of plastic goods
has made researchers to find ways to recycle the disposed plastics. One such way is its application
in road construction. Since virgin bitumen has been modified with the application of polymers the

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source of virgin plastics, it was thought that the waste or recycled plastics would do the same and
accordingly research works have been carried out.

Plastics can be divided into six major categories [19]. These are PET (Polyethylene Terephthalate),
LDPE (Low Density Polyethylene), HDPE (High Density Polyethylene), PVC (Polyvinyl
Chloride), PP (Polypropylene) and PS (Polystyrene). Studies found that LDPE, HDPE and PP are
suitable for use in road construction. LDPE and HDPE are together known as PE.
In general, plastics have low melting point and it possesses very good bonding properties. The
aggregates used in bituminous mix are crushed stones, which have rough surfaces. The low
melting point of plastic caused the shreds to form a thin film around the aggregates. Higher
penetration of plastic film into surface cavities due to lower viscosity gives higher bonding surface
area and this gives higher strength to the mix when inter-particle gaps have been filled by the
addition of bitumen. The good bonding between plastic and bitumen is also important for this good
mixing and strength.

Table 2.3 shows thermal properties of different types of plastics and 80/100 penetration grade
bitumen. It is seen that Sp. Gravity and Melting Point of LDPE, HDPE and PP are almost similar
to that of 80/100 grade bitumen. This similarity ensures proper bonding of the two materials for the
specified maximum heating temperature of bitumen for best result.

Table 2.3 thermal properties of different types of plastics and 80/100 penetration grade bitumen.

LDPE HDPE PP PS PVC PET Bitumen

(80/100
grade)

[Link] 0.918- 0.94- 0.91- 1.04- 1.35- 1.42- 1.01-1.06

0.93 0.96 0.97 1.12 1.39 1.50
Melting 100-120 130-140 120-170 235-250 130-190 265-310 54-173
point,°C

Flashpoint, °C >231 >360 >400 >388 >220

Thermal >270 >270- 270-300 >300 >300
decomposition 350
[6]

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Waste plastics of any category in pure state would be difficult to get for road works because of
difficulty in sorting. It is likely that a mixture of PP and PE (HDPE and LDPE) would have to be
used in real field. As such basic properties of 80/100 grade bitumen mixed with PE and PP in two
different proportions were tested. Table 2.4 shows BUET findings of the two mixes and common
value to that of virgin 80/100 grade bitumen [19] It is found that the addition of polymers modify
the bitumen properties. The mix of PE and PP in different ratio makes the bitumen harder with
reduced penetration value and higher softening point. It indicates that the pavement with the
modified bitumen will have lesser deformation in the high temperature summer days. However,
reduction of ductility particularly with higher proportion of PE would be a concern as reduction of
ductility may risk pavement cracking. The plastomeric characteristic of plastic might be
responsible for reduced ductility of the bitumen modified with higher proportion of LDPE.
However, the increased tensile strength of the bituminous matrix modified with polymers would
help to reduce the risk of cracking to a great extent. [20]observation stated above regarding the
attainment of increased service temperature range and resulting reduced low-temperature cracking
of PE modified bituminous pavement is worth to mention here. Nevertheless, higher ratio of PP
(i.e. PE: PP = 1:1) has given lower penetration and higher softening point i.e. higher resistance to
deformation in high summer temperature and again comparatively higher Ductility i.e. less
susceptible to cracking. Therefore, it can be concluded that the PP would be better than PE for use
with bitumen in road pavement works. Accordingly higher proportion of PP may be used as
bitumen modifier. However, a further study is necessary separately for LDPE and HDPE with or
without PP in varying proportions. This will help us to exploit the potential of waste plastics to a
higher scale for road works.

Table 2.4: Some Properties of 80/100 grade Bitumen with or without Polymers

Properties 80/100 grade bitumen 8%bywt. 8%by wt.

LDPE:PP(3:1)in LDPE:PP(1:1)in
80/100 grade bitumen 80/100 grade bitumen
Penetration, mm 80-100 43 37
Softening point, °C 45-52 78 82.5
Ductility, cm 100 50 70
[Source: [19]

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Central Road Research Institute (CRRI), India carried out a detail laboratory study on the
utilization of waste plastic bags in bituminous concrete mix in 2002. They used 60/70 grade
bitumen and waste plastic bags. Waste plastic bags are produced both from HDPE and LDPE. The
ratio of HDPE and LDPE used in the study is not mentioned in the report. The study found that the
Optimum Bitumen Content (OBC) by weight of aggregates was same both in conventional mix (no
plastic shreds) and in modified mix (with 8% plastic shreds). However, the Marshal Stability of the
modified mix (1700 kg) was significantly higher than the conventional mix (1450 kg). Further
study was carried out for retain stability test by soaking the samples in water bath at 60°C for 24
hours.

The percentage retained stability obtained was 98% in case of modified mix and 88% in case of
conventional mix. This shows that the modified mix with 8% waste plastic bags is stronger and it
is less susceptible to moisture damage – a very important property required for the roads of
Bangladesh. Study on Indirect Tensile Strength was also carried out for both the mixes at 25°C.
The indirect tensile strengths found were 6.8 kg/sq. cm and 9.0 kg/sq. cm respectively for
conventional and modified mixes. These values indicate that the modified mix has higher strength
to retard cracking caused by shrinkage in winter and shear stress caused by heavy wheel load.
Fatigue Life of the mixes was tested and it was found that test specimens ruptured at an average
repetition of 17,554 and 8,650 for modified and conventional mixes respectively. This test shows
that the modified mix has more than double fatigue life than the conventional mix, which is very
important for Bangladesh with a growing overloading traffic. Rutting characteristics was studied
using a German designed Hamburg Wheel Tracking Device (HWTD). It was found that for a post
compaction 1000 nos. passes of the wheel 6mm and 8mm depression were occurred respectively in
case of modified and conventional mixes. This is also important for major roads carrying stream of
large vehicles and subject to rutting related depression and failure.

All the characteristic tests carried out by CRRI shows that the bitumen mix modified with 8%
shredded plastic bags are significantly better than that with virgin bitumen only. However, 60/70
grade bitumen was used in CRRI study instead of 80/100 grade bitumen commonly used in

Bangladesh. In 2003 Bofinger carried out a detail study about the premature cracking of
Bangladesh roads and recommended the use of harder grade particularly 60/70 penetration grade
bitumen in Bangladesh roads. The reduction of penetration value of 80/100 grade bitumen

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Bitumen modification with waste plastic

modified with recycled plastic is thus giving us harder grade bitumen with a prospect of better
roads without additional costing for procuring virgin harder grade bitumen. We can, therefore,
consider CRRI findings regarding the potential of waste plastics in road pavement along with the
introduction of 60/70 grade.

2.5 Process of Blending

2.5.1 General
The blending of polymer with bitumen is a difficult task. Compatibility is the first and main
problem that we must face when we trying to modify bituminous rheology by adding polymer to it.
Blending depends on the compatibility [22] of polymer and bitumen to each other. Incompatible
polymer cannot be blended with bitumen. Compatibility is the main considerable factor for the
preparation of blend. There are three processes of blending.

2.5.2 Compatibility

The issue of compatibility is confused in terms of the concept and its impact on binder
performance properties. The compatibility of asphalt / polymer systems may be defined in several
ways. It may be in terms of microscopic observation of the micromorphology of the modified
binder i.e. the structural arrangement of the polymer particles, chains or groups within the asphalt
matrix. The compatible system has a homogeneous 'sponge-like' structure whereas the
incompatible system has a coarse discontinuous structure.

It may be in terms of thermodynamic stability, i.e. whether the conformation of the polymer
particles or chains are in a low energy state, i.e. whether there is a driving force to increase
entropy. It may be in terms of practical storage stability, i.e. will it separate on standing. Or it may
be based on whether a given property or set of properties are achieved and can be maintained for a
suitable period of time (that is until the material has been applied). Some researchers measure
compatibility as the difference between the softening point of the top half and bottom half of a
modified binder. Phase separation or incompatibility can be demonstrated by a simple hot storage
test in which a sample of the polymer modified bitumen is placed in a cylindrical container and
stored and alleviated temperature, usually 150°C in an woven for up to 7 (Seven) days. At end of
the storage period, the top and bottom of the sample are separated and tested. Incompatibility is
usually assessed by the difference in softening point between the top and bottom samples - if the
difference is less than °5 C the binder is considered to be storage stable.

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However, a binder may be incompatible at one temperature and compatible at a slightly higher
temperature. Thus the defined temperature is important, and this, together with time and vessel
shape/size differs from researcher to researcher. It is therefore hard to extrapolate the compatibility
findings of one researcher to another. The importance of compatibility is contentious as well, with
some researchers claiming that incompatibility has a deleterious effect on binder properties. Others
claim that incompatibility has no significant effect on the final modified binder properties, as long
as no separation of the binder and polymer has occurred. In fact a polymer can be considered
compatible with particular bitumen when the visible changes in the colloidal mixer of the bitumen
do not arise. The compatibility of polymer with bitumen depends upon the type and grade of
polymer system, its structure (linear, radial etc.), molecular weight and density. Linear and low-
density polymer is more compatible with bitumen.

The lesser the molecular weight the higher the compatibility[22]But polymers having too low
molecular weight impart very low cohesion to the bitumen.

The composition of base bitumen has a tremendous effect on compatibility. Bitumen is a complex
mix of different chemical compound with different molecular weight. The constituent of bitumen
can be classified as asphaltenes (compound containing heavy carbon particles) and malthenes
(paraffin, aromatic compound, resin etc.). Asphaltenes and malthenes play an important role in
polymer modification of bitumen. But high asphaltene content is not desirable because bitumen
containing high amount of asphaltene compound will loss compatibility especially when high
percentage of polymers are desired to be added. Again too low content of asphaltenes will prevent
proper compatibility. The aromatic content of malthenes also influences the homogeneous mixing
of polymer and bitumen. In short, the success of blending of a polymer with particular bitumen
will depend on the following three important factors.

• Chemical composition of bitumen.

• Composition, type or grade of polymer.

• Blending process

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2.6 Method of Blending System

There are generally considered to be two basic processes which may utilize recycled plastic
(Polymer)/Tyre Rubbers or Crumb Rubber modifier (CRM) in the production of different types of
asphalt concrete pavements. These processes are known as the Dry Process, and the Wet Process.

A short definition of each process is presented below:

2.6.1 Dry Process

The dry process is suitable for blending the crumb rubber with aggregate and asphalt without using
any special equipment required by other processes. Recycled rubber tyre is sized in a particular
form. Generally a cubical, uniformly shaped cut CR particle with low surface area in size from 1/2-
1/8 inches is normally used and is blended dry into the asphalt mix. The aggregate grading is gap
graded to allow for space for the 3% of rubber that is added. The time at "reaction" temperature is
limited by limiting mixing time and the rubber retains its integrity. The surface only interacts with
the asphalt creating a durable bond. Shock absorbing pavement for children play ground is being
built with rubber aggregate.

2.6.2 Wet process

Wet process is the most common method of polymer modification of bitumen. It is also called the
McDonald process. This process requires special equipment to blend polymer. The polymer/waste
plastic is mixed and digested in the asphalt by either low or high shear mixing in the wet process.
The rubber undergoes a specific interaction with the asphalt. This is often referred to as a reaction.
It is rather a physiochemical reaction rather than simply a chemical one. The polymer/rubber
swells in components of the asphalt to produce a composite.

The wet process is used mostly in Australia, South Africa and USA. There are three wet process
[12] they are a) Chemical reaction process, b) Gelatin process and c) Blending process.

Chemical Reaction Process: Polymer chemically reacts with bitumen and produces blend. The
process is performed at the refinery. Obtained blend from this method has higher storage stability.

Gelatin Process: Here polymers do not react with bitumen. Polymer is dispersed in to the bitumen
to form a two-phase homogeneous mixer.

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Blending Process: This process may be called cooking process and suitable for scrap polymer and
rubber. Polymer/rubber is cooked in the bitumen in this process. This method requires a
blending/cooking system. Major parts of the blending equipment are a container, a mechanical
stirrer with shear blade and controlled heating facilities.

Bitumen is heated in the container to make it liquid. Then the polymer in particular form (powder,
shredded, pellet, latex) is added to the bitumen and stirring is continued up to completion of
blending. Required blending time and temperature and speed of stirrer depend on the type of
polymer used.

The drawback with these systems is that mixing uniformly is difficult and often the result is
significant segregation of waste plastic.
2.6.3 Factors Affecting Blending
The process of blending of compatible polymer with bitumen is affected by the following factors.

Blending Mechanism: The possible problems with modified bitumen are mainly in the storage of
the bitumen, mixing temperatures, and the length of time the material is held at elevated
temperatures before laying. The blending of bitumen and polymer is not an easy process because
two complex materials are forced together to form a two-phase system. The polymer must disperse
uniformly into bitumen. Hence it is required to provide high shear force during blending. The
configuration of shear blade of the stirrer of blender and the speed of the stirrer determine the shear
rate. The speed of the stirrer should not be less than 2500 rpm [14] however some polymer does
not require high shear force such as EVA and LLDPE.

Blending Time: The duration of blending time depends on the blending temperature and applied
shear rate and on the complexity of polymer system. Blending time should be kept minimum by
adjusting blending temperature and applied shear rate. Too long blending time may cause the
change of rheological properties of PMB.

Blending Temperature: Blending of polymer should be performed within a specified temperature

range. It is an important factor. Without controlling the temperature it is not possible to prepare
blend properly. The blending temperature mainly depends on the molecular weight of the polymer.
Polymer of higher molecular weight requires higher blending temperature (Baker, 1998). Blending

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Bitumen modification with waste plastic

temperature of particular polymer is above its melting point. From the economic point of view and
to diminish some change in asphalt or polymers, a temperature of the order of the 170-190 °C is
generally satisfactory.

2.6.4 Storage Stability of Blend

The storage stability of the polymer/bitumen blend is a prime indicator of compatibility. Storage
stability can be defined as the quality of blend for which it can be preserved for future use without
physical and chemical change. It is an important factor to be considered to store prepared blend.
Storage stability indicates successful blending and better compatibility of polymer with bitumen. In
fact storage stability is a measure of compatibility.

The storage stability of PMB is necessary to store it for future use. Study on storage stability of
PMB expresses that quick cooling of blend has least effect on storage stability, storage at room
temperature has moderate effect and hot storage has adverse effect [12] on stability of blend.
2.7 Mix Design of Polymer Modified Binder

2.7.1 General

Mix design procedure for hot mix paving mixtures depend upon the aggregate gradation, maximum
size of aggregate, wheel load and its frequencies and on the rheology of binder. Modified binder
may need slight modified method of mix design. The mixing and compaction temperature may be
different for PMB/RMB depending on the improvement of viscosity. Marshal mix design method
for dense graded paving mixtures using rubber modified bituminous binder is shortly described in
this article.

2.7.2 Method of Mix Design

Both Marshall and Hveem methods can be used for designing hot mixes with PMB. Mix design
procedure will depend on the rheological properties i.e. viscosity, elasticity etc. of PMB. When low
percentage of polymer /waste plastic is used unmodified mix design procedure can be followed.
Higher amount of modifier (waste plastic or polymer) make significant changes in physical and
mechanical properties of PMB. So that a modified mix designs method needs to be followed.

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Bitumen modification with waste plastic

2.7.3 Aggregate Requirement

Aggregate should meet the same quality required for conventional bituminous pavement. For waste
plastic content 5-10% (by weight) the aggregate gradation for dense graded mixes should be
maintenance on the course side of the gradation band.

2.7.4 Binder Content

The binder content needs to increase as the waste plastic content in the binder increases.
Approximately 25% more binder is required in case of RMB. [12]

2.7.5 Specimen Mixing

The Polymer Modified Bitumen (PMB) should be heated using indirect source of heat. The
recommended heating temperature for binder is 177±5°C and for aggregate is 150±3°C. Binder
should be stirred to avoid local overheating. Mixing of the PMB and aggregate should be
performed using standard mechanical mixer. Vigorous manual mixing may be acceptable also.
Mixing should be performed immediately after the addition of binder to the aggregate. Maximum
mixing time should not exceed two minutes. If complete coating of aggregate cannot be achieved
within mixing time, one or more of the following parameters should be adjusted.

• The content of binder should be increased.

• Increase binder temperature to reduce viscosity.

• The rubber content in bitumen should be decreased.

2.7.6 Specimen Compaction:

Polymer bituminous mixture is more sensitive to temperature than conventional mixtures. The
compacting temperature should be maintained carefully. The recommended compaction
temperature can be between I35°C-150°C. Compacted specimen should be allowed to cool to
ambient temperature prior to removal from the moulds.

2.7.7 Specimen Testing:

Standard procedures should be followed to test the specimens to evaluate stability, flow, and
density and air voids result.

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Bitumen modification with waste plastic

2.8 Where Bituminous Polymer Products should not be used:

Temperature affects placement and compaction of conventional mixtures, but is more critical when
working with materials that have been modified to increase high temperature stiffness (such as
asphalt rubber and polymer-modified performance based Asphalt, PBA) and are being placed in
thin lifts. According to Caltrans (California Department of Transportation) Asphalt Rubber Usage
Guide, Asphalt rubber paving materials should not be placed in the following conditions:

• During rainy weather.

• During cold weather with ambient or surface temperatures <13°C.

• Over pavements with severe cracks more than 12.5 mm wide where traffic and deflection data are
not available.

• Areas where considerable handwork is required.

• Where haul distances between AC plant and job site are too long to maintain mixture temperature
as required for placement and compaction.

CHAPTER THREE
3. METHODOLOGY
3.1 Materials and Equipment
The following materials and equipment’s were used for the study:

Raw Materials used

 Poly ethylene terephthalate(PET)

 Bitumen
Equipment used
 Weight balance
 Stirrer
 Scissor
 Oven
 Beaker

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Bitumen modification with waste plastic

 Thermometer
 Viscometer
 Ruler
 Softener
3.2 wet blending method
This process may be called cooking process and suitable for scrap polymer and rubber.
Polymer/rubber is cooked in the bitumen in this process. This method requires a blending/cooking
system. Then the polymer in particular form (2-5mm) is added to the bitumen and stirring is
continued up to completion of blending. Required blending time and temperature and speed of
stirrer depend on the type of polymer used.

The drawback with these systems is that mixing uniformly is difficult and often the result is
significant segregation of waste plastic.

In order to blend waste plastic with bitumen we can follow the following procedures:

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Bitumen modification with waste plastic

Collect the waste plastics

Washing (cleaning) the plastics

Drying

Cutting the plastics in to small size (2-5mm)

Heating the bitumen

Mixing the plastics in to the heated bitumen

Stirring the mixture uniformly up to completion

Fig. 3.1: Schematic flow diagram of wet Processes

3.3 Sample Preparation

i. Bitumen: the bitumen samples were freed of any foreign matter like wood and other solid
matter. It was then heated in an electric oven at 160°C.

ii. Plastics: the plastic materials were washed thoroughly in a detergent for fifteen (15) minutes.
The plastics were rinsed with tap water and soaked in distilled water for one (1) hour. They were
sundried in the open to remove any odor. The plastics were manually chopped with a sharp scissor
to smaller pieces of approximately 5mm dimensions.

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Bitumen modification with waste plastic

3.4 Preparation of Plastic-Bitumen Composite

Melt blending technique was employed for preparing the Samples. 200g of the bitumen was
weighed on an analytical balance and heated in oven as shown in the figure 3.1 bellow. At fluid
condition, the polymer was slowly added, while the speed of the mixer was maintained at 120 rpm
and temperature was kept between 160°C and 170°C. The concentration of PET used were 1.0%,
1.5%, 2.0%, 2.5% and 3% by weight of the blend. Mixing was carried out for 1 hour to produce
homogenous mixtures. The unmodified and modified bitumen were then transferred to tin
containers, labeled and stored for further testing. Empirical tests such as softening point and
viscosity, fire point & flash point, loss on heating were then conducted on the prepared samples.

3.5 Laboratory Tests Conducted

Test on the prepared samples were conducted according to established Standards to characterize
the properties of PMBs. The different percentages of polymer concentration employed in the
modification process, provides a wider range of results which helps in analyzing each type of the
polymer blend at that particular concentration.

3.5.1 Softening Point

The sample is melted and thoroughly stirred to avoid incorporation of air bubbles and to ensure
homogeneity in case of modified binder. Then the sample is poured into the ring which was rested
on an amalgamated brass plate. After cooling for 1 hr, the excess material is cut off with a slightly
heated knife.

Test Condition: The temperature of the freshly boiled distilled water in the glass vessel is
maintained at 5°C for 15 minutes. The ring with sample is placed 2.54 cm above the bottom of the
glass vessel. The rate of heating is 5°C per minute. The Softening test set-up is shown in Figure.3.3

3.5.2 Viscosity
Viscosity test was conducted using a rotary viscometer on virgin and polymer modified bitumen.
The absolute and dynamic viscosity measurements were made at 60 ºC and 135 ºC respectively.
The tests were carried out on all polymers up to the concentration of 3%. A sample of bitumen was
heated in an oven between 30 minutes and 1 hour, to completely soften the bitumen to pouring

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Bitumen modification with waste plastic

consistency. After thorough stirring, the sample holder of the viscometer was filled ¾ full, cooled
and set in place in the instrument. The thermostat was first set to 60 ºC for the absolute viscosity
readings and later 135 ºC for the dynamic viscosity readings.

3.5.3 Specific Gravity Test

The specific gravity test was conducted at ambient temperature of 28°C, on unmodified and
modified bitumen samples, with 25 ml Specific gravity bottle. Mass readings were made on weight
balance.

A clean, dry 25 ml specific gravity bottle was weighed along with the stopper Weight A‘). The
specific gravity bottle was filled with freshly boiled distilled water and the stopper inserted firmly
and weighed at room temperature Weight B‘). After this, the specific gravity bottle was weighed
about half-filled with the material Weight C‘) and about half-filled with the material and the other
half with distilled water Weight D‘).

The Specific gravity of the various samples was estimated from the formula below:

Specific gravity (Solids and semi-solid) = (C-A)

[(B-A) - (D-C)]
3.5.4 Loss on Heating
50±0.5 gm of the water free sample is taken in a beaker and cooled it to room temperature and
weighed. The beaker with the sample is placed in the oven at a temperature of 163°C. The
temperature of the oven is maintained at 163°C±1°C for 2 hrs.

Test Condition: The test is performed at 163°C for 2 hrs.

3.5.5 Ductility
The sample is melted, stirred and poured into the mold as per specification. After cooling to room
temperature for 30-40 minute, the excess material is cut off with a knife. The mold is then set in
the measuring device.

Test Condition: Test is performed at 25°C±0.5°C temperature, at pulling rate 5 cm/minute.

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3.5.6 Flash and Fire Point

Flash Point: the lowest temperature at which the application of test flame causes the vapors from
the bitumen to momentarily catch fire in the form of a flash.

Fire Point: The lowest temperature at which the application of test flame causes the bitumen to
fire and burn at least for 5 seconds.

The sample is heated in an open cup and at intervals a small flame is applied near its surface. The
flash point and fire point are recorded very carefully.

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Bitumen modification with waste plastic

CHAPTER FOUR

4 TIME SCHEDULE AND BUDGET

4.1 TIME SCHEDULE

The most effective method to achieve our target in production and process modification of bitumen
from waste plastic and preparing proposal for its accomplishment is using our resource (i.e. time)
properly in order to get significant or useful results of work. In addition to the estimate and
resource allocation, cost always plays a vital role in time management. This is due to the fact that
schedule over-runs are quite expensive. So, to carry out this proposal we have prepared the
following schedules.

Figure 4-1: Time schedule of year for this proposal

Serial No Activity January Fabruary March

1 Literature review

2 Develop method

3 Expermental Set
Up

4 Conduct
experment

5 Data input

6 Data Analaysis

7 Report writing

8 presentation

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Bitumen modification with waste plastic

CHAPTER FIVE

5. BUDGET BREAK DOWN

5.1. Chemical and Equipment Cost with Specific Capacity
The amount of chemical cost depends up on the quality and amount of raw material used for
production of bitumen. It is essential that the chemical engineer be aware of the many different
types of costs involved in manufacturing processes. Capital must be allocated for direct plant
expenses, such as: Raw materials, Labor and Equipment.
Table 2. Purchasing equipment cost
Serial No Equipment Number of
Equipment
Material of Capacity Cost(ETB)
Construction
1 Drayer 1 Carbon steel 2.47 123
2 Mold 2 Stainless steel 0.3577 1340
machine
3 sieve 1 Stainless steel 5.94gal 1263
4 Grinder 1 Stainlsess steel 517gal 5433
5 Reactor 1 Stainless steel 133gal 7659
6 Mixer 1 Stainless steel 8hp(6kw) 9115
594gal
7 Heat 1 Carbon steel 2348
exchanger
5.2. Estimated cost of the project
5.2.1. Cost of raw materials:
The cost of each raw material is estimated by multiplying the raw material required by the unit
price
[Link] Raw material Raw material Unit price(ETB) Total
quaintity price(ETB)
1 Waste plastic 30 pieces 56 1680
2 additives 2 litter 35. 00 70
3 Water 25 litter 2.00 20
4 Heating source 1 10.00 20
5 Laboratory glass 5 3 92

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Bitumen modification with waste plastic

wear
6 Catalyst 1 litter 11.2 11.2
Total 2311.2

REFERENCES

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Bitumen modification with waste plastic

1. AASHTO, American Association of State Highway and Transportation Officials. (2013)

Standard Specifications for Transportation Materials and Method of Sampling and

Tests Part 2, 33, (7-59).

2. Akmal, A. M. N. Usmani (1999). "Polym. News", 24,136-140.

3. Alam, S.M.S. (2008), Waste plastic for Eco-friendly Sustainable Road Construction in
Bangladesh, (3 & 4).

4. ASTM, American Society for Testing and Materials. (1994), Road and Paving Materials,

Paving Management Technologies, 4&3.

5. Baker, R. E. (1998), Polymer Modified Bitumen, Indian Highways.

6. BTF. (2008), Plastic Recycling for Environmental and Transport Improvements,

7. Hossain, M.A.A. (2006), A Study on the Rheological Properties of Polymer Modified

Bituminous Binder and Mixes", M. Engineering Project, Department of Civil Engineering
Bangladesh University of Engineering and Technology.

8. Islam, M. S. (2003), A Study on the Prospects of Using Polymers in Bituminous Binder and

Mixes", M. Engineering Project, Department of Civil Engineering, Bangladesh University of

Engineering and Technology.

9. Islam, M.A. (2008) “Experience on Road Surfacing used by Polymer Modified Binder”

Technical Paper Presentation about the LGED Trial Roads using Polymer Modified Bitumen at
Asia Pacific University, Dhaka, (volume), (page no).

10. Kumar, M. M., and Kumar, M. S. (2001).A Study on Rubberized Bituminous Mixes",

Journal of Indian Highways, (volume), (page no).

11. Panda, M., and Mozumder, M. (1999), Engineering Properties of EVA-Modified Bitumen
Binder for Paving Mixes", Journal of materials in civil engineering.

12. "Rubberized Asphalt Concrete Technology Centre (RACCTC)", World Wide Web 2001

Link RACCTC: [Link] [Link]/

13. (Shell Chemicals, "The Asphalt jungle: A guide to the benefits of the SBS modified Bitumen,"
Company Report.

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