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Effect of high density polyethylene onthe fatigue and rutting performance ofhot mix asphalt – a laboratory studyFereidoon Moghadas Nejada, Alireza Azarhoosha & Gholam HosseinHamediaa Department of Civil & Environmental Engineering, AmirkabirUniversity of Technology, P.O. Box 15875, Tehran, IranPublished online: 13 Jan 2014.

To cite this article: Fereidoon Moghadas Nejad, Alireza Azarhoosh & Gholam Hossein Hamedi(2014) Effect of high density polyethylene on the fatigue and rutting performance of hotmix asphalt – a laboratory study, Road Materials and Pavement Design, 15:3, 746-756, DOI:10.1080/14680629.2013.876443

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Road Materials and Pavement Design, 2014Vol. 15, No. 3, 746–756, http://dx.doi.org/10.1080/14680629.2013.876443

Effect of high density polyethylene on the fatigue and rutting performanceof hot mix asphalt – a laboratory study

Fereidoon Moghadas Nejad, Alireza Azarhoosh and Gholam Hossein Hamedi∗

Department of Civil & Environmental Engineering, Amirkabir University of Technology, P.O. Box 15875,Tehran, Iran

(Received 24 July 2013; accepted 12 December 2013 )

The present study investigates the potential use of high-density polyethylene (HDPE) on per-formance characteristics of asphalt mixtures such as fatigue cracking and rutting as majordistresses of hot mix asphalt (HMA). In order to assess the impact of HDPE as an asphaltbinder modifier on the behaviour of HMA, control mixes without HDPE and mixes containingHDPE in dry and wet conditions were tested. The results show that fatigue life is higher inmixtures containing HDPE than those for control mix. Also, HDPE-modified mixtures providebetter resistance to rutting due to their higher stiffness. In addition, by increasing the temper-ature and fatigue life, resistance to permanent deformation of all specimens decreased, wheresensitivity to temperature is lower in mixes containing HDPE. On the other hand, results ofthe laboratory tests indicate that HDPE increases the adhesion between the asphalt binder andthe aggregate in the presence of moisture.

Keywords: high-density polyethylene; indirect tensile fatigue; creep; rutting; moisturedamage

1. IntroductionFatigue cracking and rutting are two of the three major distresses (fatigue cracking, low-temperature cracking and rutting) of flexible pavements. Under the action of repeated vehicularloading, there will be a compressive strain and stress both under the wheels and on the surface ofthe pavement. In addition, there will be a tensile stress and strain on the sides of the wheels at thepavement surface and also under the wheels at the lowest surface of an asphalt layer ( StrategicHighway Research Program (SHRP) A-303A, 1993). The fatigue cracks are initiated at the bottomof the asphalt layer and subsequently, it propagates towards the surface of the pavement to formalligator cracks. The initial critical tensile strain at the bottom of the asphalt layer is generallyconsidered as the governing parameter for prediction of fatigue life (Rajbongshi & Das, 2009).By increasing loading frequency, these cracks will gradually develop and they will spread to thebody of the asphalt concrete (Kim, 2003). Cracks which move from the lowest or highest parts ofan asphalt layer to the top or bottom layers of the pavement are called fatigue cracks (Kim, 2003).Also, rutting is referred to longitudinal depressions which are formed by passing vehicles besidetheir wheel tracks. Rutting could result in unsafe driving conditions such as hydroplaning, accel-erating moisture damage, and in some cases steering problems. The selection of an appropriatemixture with respect to the climatic conditions and traffic levels of the intended location could

∗Corresponding author. Email: gh.h.hamedi@aut.ac.ir

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significantly reduce the damage due to rutting (Azari & Mohseni, 2013). Rutting could happen inalmost all stages of the pavement’s life span. Two main mechanisms exist that cause rutting. Thefirst one is the pavement densification, reduction of mass and increase of density. The second isshear deformation and plastic flow with no change in the volume (Pardhan, 1995). In addition,moisture deteriorates the service performance (e.g. rutting and cracking) of the asphalt mixtureunder traffic loading. While moisture reduces the internal strength of the hot mix asphalt (HMA)mix, the stresses generated by traffic loads increase significantly and lead to fatigue cracking orrutting of the HMA layer (Xie, Wu, Pang, Juntao, & Zhu, 2012).

Additives have been used for improving the performance of HMA. Two general categoriesof additives exit in terms of performance mechanism. The first category suggests the aggregatesurface to be coated by a suitable agent that will reverse the predominant electrical charges at thesurface and thus reduce the surface energy of the aggregate. The second approach is to reducethe surface energy of the asphalt binder with a suitable agent and give an electrical charge oppositethat of the aggregate surface (Aksoym, Samlioglu, Tayfur, & Ozen, 2005).

Polymers can be used as existing modifiers in asphalt mixtures. Polymers used for asphaltmodification can be grouped into three main categories: thermoplastic elastomers, plastomersand reactive polymers. Thermoplastic elastomers are obviously able to confer good elastic prop-erties on the modified asphalt binder, while plastomers and reactive polymers are added to improverigidity and reduce deformations under load. Examples of the plastomeric types of polymers stud-ied for asphalt modification are polyethylene (PE), ethylene-vinyl acetate (EVA), ethylene-butylacrylate (EBA), poly(ethyl acrylate) (PEA) and poly(methyl acrylate) (PMA) (Airey, Mohammad,Collop, Hayes, & Parry, 2011; Al-Hadidy & Yi-qiu, 2009).

1.1. Literature reviewTo date, few studies concerning the use of different modifiers, especially polymer asphalt mixtureshave been conducted.

Montepara, Romeo, Birgisson, and Tebaldi (2010) conducted a laboratory investigation to esti-mate the macroscopic cracking response of styrene–butadiene–styrene (SBS) polymer modifiedasphalt mixtures by analysing the localised strain distribution within the material microstruc-ture. The results clearly show the beneficial effect of SBS polymer modifier in redistributing thestress within the mastic. Willis, Taylor, Tran, Kluttz, and Timm (2012) compared results of thedynamic modulus test, asphalt pavement analyzer, flow number, bending beam fatigue, indirecttension creep compliance and strength test, energy ratio, and moisture susceptibility of controlmix (without polymer) and modified mixtures (high polymer mixtures). The laboratory test resultsof this research suggest that high polymer mixtures can be placed to develop more efficient (i.e.thinner) pavement cross-sections due to their enhanced fatigue and rutting resistance. Punith andVeeraragavan (2007) used reclaimed PE as an additive in asphalt concrete mixtures. They foundthat the performance of PE-modified asphalt mixtures are better when compared to conven-tional mixtures. The rutting potential and temperature susceptibility can be reduced by theinclusion of PE in the asphalt mixture. In another study, Moatasim, Cheng, and Al-Hadidy(2011) tried to investigate the viability of using high-density polyethylene (HDPE) as a mod-ifier for asphalt paving materials. Different ratios of HDPE by weight of asphalt binder wereblended with 80/100 paving grade asphalt. Unmodified and modified asphalt binders were sub-jected to physico-chemical and homogeneity tests. The performance tests including MarshallStability, Marshall Quotient (MQ), tensile strength, tensile strength ratio, flexural strength andresilient modulus were carried out on unmodified and modified hot asphalt mixtures. The analy-ses of test results show that the performance of HDPE-modified asphalt mixtures are better thanconventional mixtures. An HDPE content of 5% by weight of asphalt is recommended for the

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improvement of the performance of asphalt concrete mixtures similar to that investigated in thisstudy.

Hınıshoglu and Agar (2004) evaluated the use of HDPE in asphalt mixtures. The influence of theHDPE-modified asphalt binder obtained by various mixing times, mixing temperatures and HDPEcontent on the Marshall Stability, flow and MQ (Stability to flow ratio) was investigated. HDPE-modified asphalt concrete results in a considerable increase in the Marshall Stability (strength)value and a MQ value. Four per cent of HDPE, 165◦C of mixing temperature and 30 min ofmixing time were determined as the optimum conditions for Marshall Stability, flow and MQ.MQ increased by 50% compared to the control mix.

Jeong, Lee, and Kim (2011) found that the use of waste polyethylene film (WPE film) inasphalt mixtures can improve the performance properties of the mixtures. Asphalt mixtures withtwo commercial polymer modifiers, low-density polyethylene and a SBS, were used to comparethe effectiveness of the WPE-modified mixture. The Marshall Stability, Indirect Tensile Strengthand the wheel tracking tests were conducted. From the results of this study, asphalt mixture withWPE showed much better rutting resistance than the normal asphalt mixture without WPE.

1.2. ObjectivesThe objective of this research was to investigate the rutting and fatigue life of HMA mixtures-containing HDPE as an asphalt binder modifier in dry and wet conditions. Indirect tensile fatigue(ITF) and dynamic creep tests were used to assess the fatigue behaviour and rutting of control(without HDPE) and modified asphalt samples, respectively. The behaviour of the mixtures wascompared with each other and the effect of each mixture parameter was investigated.

The specific objectives of this study are to:

• Study the effect of HDPE admixture on the HMA properties.• Evaluating the behaviour of HMA mixtures under ITF and dynamic creep tests in dry and

wet conditions with and without HDPE.• Evaluating the effect of HDPE as an anti-stripping agent on the moisture damage of HMA.

2. Materials2.1. Aggregate and asphalt binderLocally available granite aggregates have been used in this study to prepare mixtures. The chemicalcompositions and physical properties of the aggregate that were used in this study are listed inTables 1 and 2, respectively. Conventional test methods such as the penetration test, softening

Table 1. Chemical composition of theaggregate.

Properties Granite

pH 7.1Silicon dioxide, SiO2 (%) 68.1R2O3(Al2O3 + Fe2O3) (%) 16.2Aluminum oxide, Al2O3 (%) 14.8Ferric oxide, Fe2O3 (%) 1.4Magnesium oxide, MgO (%) 0.8Calcium oxide, CaO (%) 2.4

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Table 2. Physical properties of the aggregate.

Test Standard Granite Specification limit

Specific gravity (coarse agg.) ASTM C 127Bulk 2.654 –SSD 2.667 –Apparent 2.692 –Specific gravity (fine agg.) ASTM C 128Bulk 2.659 –SSD 2.661 –Apparent 2.688 –Specific gravity (filler) ASTM D854 2.656 –Los Angeles abrasion (%) ASTM C 131 19 Max 45Flat and elongated particles (%) ASTM D 4791 6.5 Max 10Sodium sulfate soundness (%) ASTM C 88 1.5 Max 10–20Fine aggregate angularity ASTM C 1252 56.3 Min 40

Table 3. Gradation of the aggregates used in the study.

Sieve (mm) 19 12.5 4.75 2.36 0.3 0.075

Lower–upper limits 100 90–100 44–74 28–58 5–21 2–10Passing (%) 100 95 59 43 13 6

Table 4. Results of the experiments conducted on 60/70 penetrationgrade asphalt binder.

Test Standard Result

Penetration (100 g, 5 s, 25◦C), 0.1 mm ASTM D5 64Penetration (200 g, 60 s, 4◦C), 0.1 mm ASTM D5 23Penetration ratio ASTM D5 0.36Ductility (25◦C, 5 cm/min),cm ASTM D113 112Solubility in trichloroethylene, % ASTM D2042 98.9Softening point, ◦C ASTM D36 51Flash point, ◦C ASTM D92 262Loss of heating, % ASTM D1754 0.75Properties of the TFOT residuePenetration (100 g, 5 s, 25◦C), 0.1 mm ASTM D5 60Specific gravity at 25◦C, g/cm3 ASTM D70 1.020Viscosity at 135◦C, cSt ASTM D2170 158.5

point test and ductility were performed to characterise the properties of the base asphalt binder.The gradation of the aggregates used in the study (mean limits of ASTM specifications for denseaggregate gradation) is given in Table 3 (ASTM, D3515, 2001). The nominal size of this gradationwas 19.0 mm.

The engineering properties of the asphalt binder are presented in Table 4.

2.2. AdditivePE is the most popular plastic in the world. This material is a semi-crystalline material withexcellent chemical resistance, good fatigue and wear resistance and a wide range of proper-ties. It has a very simple structure. One molecule of PE is a long chain of carbon atoms, with

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Table 5. Properties of HDPE.

Test Standard HDPE

Density (g/cm3) D792 0.97Water absorption, 24 hours (%) D570 0Tensile strength (MPa) D638 23.6Tensile elongation at yield (%) D638 820–850

two hydrogen atoms attached to each carbon atom (Awwad & Shbeeb, 2007). They are lightin weight and provide good resistance to organic solvents with low moisture absorption rates(Awwad & Shbeeb, 2007). One type of PE grade was used in this research, the properties ofwhich are shown in Table 5. All the HDPE particles passed a No. 10 (2 mm) sieve and wereretained on a No. 40 (0.42 mm) sieve in powder form. HDPE offers excellent impact resistance,light weight, low moisture absorption and high tensile strength (Awwad & Shbeeb, 2007).

3. Experimental setup and procedure3.1. Mix designInitially, the asphalt binder is heated up to 185◦C and is mixed with 5% (weight of asphalt binder)of HDPE. The mixing process is carried out using a batch mixer with a speed of 3000 rpm anda temperature of 185◦C for 60 s (Kebritchi, Jalali-Arani, & Roghanizad, 2011). Samples werecooled after the mixing process and kept to be used for the experiments. Results of experimentson the pure and modified asphalt binder are illustrated in Table 6.

Finally, the asphalt mixtures were designed using the standard Marshal mix design. Two seriesof Marshall specimens were fabricated. The first series of the specimens contained several asphaltbinder contents to determine the optimal asphalt binder content. The second series were at theoptimal asphalt binder content (5.1%) to evaluate the HMA mechanical properties. For eachaggregate blend and asphalt binder content, at least three samples were produced to determinethe reproducibility of the results (ASTM, D4123, 2000).

Tests are conducted on samples in dry and wet conditions. Wet conditions were developedaccording to the AASHTO, T283 (2007) speciation test method.

3.2. ITF testOne of the structural damages is the cracks caused by the fatigue of asphalt mixtures. The fatiguestage itself consists of three parts (Marienn ield & Smiley, 1994):

(1) A failure starts with creation or the initiation of a fatigue crack.(2) A crack growth in the areas which are not cracked so that the section (pavement) will

weaken.(3) An ultimate and sudden failure of the specimen.

Table 6. Common tests results of HDPE modified asphalt binder.

Test Standard Result

Softening point, ◦C ASTM D36 60Penetration (100 g, 5 s, 25◦C), 0.1 mm ASTM D5 41Ductility (25◦C, 5 cm/min),cm ASTM D113 15

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According to this classification, fatigue life of a pavement is the number of required repetitionsfor the specimen to fail.

The fatigue life of the specimens was measured using a Nottingham Asphalt Tester in constantstress mode by applying repeated loads with fixed amplitude along the diametrical axis of thespecimen. The following conditions were considered in the fatigue test:

• Sinusoidal loading with a frequency of 1 Hz (0.1 s loading time and 0.9 s rest time).• The constant stress was considered equal to 300 kPa.• Test temperatures were considered equal to 15◦C and 20◦C.• The fatigue criterion was considered creating vertical displacement equal to 1 mm.

The relationship between tensile strain and the number of cycles to failure for each material wasestablished. A linear relationship was recorded when strain is plotted against the number of cyclesto failure in the logarithmic scale and the fatigue life prediction equations were developed. Usinga regression analysis, the fatigue equations were developed which are in the form of Wohler’sfatigue prediction model (Equation (1)):

Nf = K1

(1εt

)−K2

, (1)

where Nf is the number of cycles to failure of specimen, εt is the applied strain and k1 and k2 arethe coefficients related to mixture properties.

3.3. Dynamic creep testThe dynamic creep experiment has been used for a long time to determine the rutting potentialof asphalt. The most important outcome of the dynamic creep experiment is the accumulativestrain curve versus the number of loading cycles which depends on the compound rutting strength.Figure 1 depicts a form of this curve (Goh & You, 2009).

As shown in Figure 1, the curve is made of three major parts: primary zone, in which permanentdeformations are quickly accumulated and it could be identified as a primary rutting mechanism,densification. The secondary zone, in which accumulative strains are increased with a smoothand constant slope and the tertiary zone, in which the tone of increase in accumulative strain isagain increased and it could be identified as the second rutting mechanism, shear deformation(Gokhale, Choubane, Byron, & Tia, 2005).

The dynamic creep test applies a repeated pulsed uniaxial stress on an asphalt specimen andmeasures the resulting deformations in the same direction, using linear variable differential trans-ducers. This test was conducted by applying a stress of 200 kPa for 10,000 cycles with 0.1 s ofloading time and 0.9 s of rest periods. The temperatures of the test were considered equal to 40◦Cand 50◦C.

4. Results and discussion4.1. ITF test resultsThe results of the ITF test are given in Figures 2 and 3. In these figures, regression lines weredrawn through the mean results of each sample at each strain level. The results show the usuallinear relationship between the logarithm of the applied initial tensile strain and the logarithm offatigue life (number of applied load repetitions until failure).

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Perm

anen

t str

ain

Cycle number

Primary

Secondary

Tertiary

Figure 1. Typical flow number test result.

Figure 2. Comparison of fatigue behaviour of the mixtures at 15◦C.

Furthermore, using the HDPE in asphalt mixtures increases their fatigue life because HDPEmodifies the asphalt binder and increases their stiffness. In other words, for a thick pavementthat was evaluated in the constant stress mode of testing, increasing stiffness of the asphalt bindercauses a better fatigue life in the asphalt mixture (Roberts, Khandhal, Ray Brown, Lee, & Kennedy,1996). For example, at 15◦C the fatigue life of HDPE (dry) asphalt mixtures is 1.16 times

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Figure 3. Comparison of fatigue behaviour of the mixtures at 20◦C.

than that of the control mixture (32,743 and 28,321 cycles for modified and control mixes,respectively).

Also, by increasing the temperature to 20◦C, the fatigue life of all specimens decreased. Thisbehaviour was due to high sensitivity of asphalt to temperature and the decrease of stiffness andviscosity of the asphalt binder at higher temperatures, which confirmed previous studies on thisissue (Luo, Chou, & Yu, 2006; Moghadas Nejad, Azarhoosh, Hamedim, & Azarhoosh, 2012;SHRP A-404, 1994).

Moreover, the wet/dry ratio of fatigue lives for HMA mixtures was calculated at two tem-peratures. Since granite as an acidic aggregate (68.1% SiO2) is prone to moisture damage, thefatigue life ratio is low in mixtures without HDPE. On the contrary, because HDPE causes abetter bonding aggregate with the asphalt binder, the use of HDPE has a significant increase inthe fatigue life ratio.

The fatigue equations and fatigue life ratio are shown in Table 7 for every type of aggregatein dry and wet conditions. It can be observed that the values of K1 and K2 are all increasedwhen HDPE are added, which results in an increase in the number of cycles to failure for asphaltmixtures.

Table 7. Fatigue prediction equations of HMA.

Temperature Fatigue life(◦C) Condition Aggregate Fatigue equation K1 K2 R2 ratio (%)

15 Dry Granite Nf = 1 × 109ε−1.61 1 × 109 1.61 .968 60Wet Granite Nf = 2 × 107ε−1.28 2 × 107 1.28 .981Dry Granite + HDPE Nf = 4 × 109ε−1.68 4 × 109 1.68 .962 83Wet Granite + HDPE Nf = 3 × 108ε−1.49 3 × 108 1.49 .974

20 Dry Granite Nf = 2 × 108ε−1.46 2 × 108 1.46 .982 57Wet Granite Nf = 1 × 107ε−1.27 1 × 107 1.27 .961Dry Granite + HDPE Nf = 2 × 109ε−1.64 2 × 109 1.64 .959 81Wet Granite + HDPE Nf = 8 × 107ε−1.39 8 × 107 1.39 .982

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4.2. Dynamic creep test resultsAs shown in Figures 4 and 5, the number of pulses resulting in failure for mixtures with andwithout HDPE is compared at temperatures of 40◦C and 50◦C. The temperature rise leads toan increase in rutting potential both in control and modified asphalt samples; high sensitivityof asphalt binder to the variations of temperature being the cause. In general, it is believed thathigher temperatures provide higher plastic flow susceptibility. The highly plastic susceptibility,low viscosity and stiffness of asphalt binder lead to high permanent deformation. These factorsare in agreement to SHRP qualification for the rutting (Kebritchi et al., 2011).

It was observed that in all temperatures, mixtures including HDPE have less permanent defor-mation. On one hand, HDPE decreases the temperature sensitivity of the asphalt cement bydecreasing its penetration and increasing its softening point. On the other hand, the procedureof changes in permanent deformation in any temperature follows the last model, but the level of

Figure 4. Number of cycles versus permanent deformation at 40◦C.

Figure 5. Number of cycles versus permanent deformation at 50◦C.

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influence of HDPE in decreasing the deformation is more significant in higher temperatures thanin lower temperatures.

To sum up briefly, when the temperature increases to 50◦C, one can see that in the controlmixture, the second rutting mechanism (shear deformation; plastic flow with no change in thevolume) occurs and the curve enters the third zone which ends in failure. Instead, the modifiedmixtures remain in the second zone, where accumulative strains occur with a smooth slope.

In addition, the results in wet conditions show that moisture increases the rutting potential incontrol and modified mixtures. However, the effect of moisture on the control mixtures is morecompared with HDPE mixtures. Hence, the second rutting mechanism at the two temperaturesoccurs in control mixtures.

As a result, one can conclude that HDPE could be identified as a good asphalt binder modifierto be used in the main roads in tropical regions, where the rutting effect is known to be one of themain failures.

5. ConclusionThe objective of this study was to investigate the rutting and fatigue characteristics of asphaltmixtures in dry and wet conditions with HDPE additives. The resistance to permanent deformationand fatigue life of mixtures were evaluated by using the dynamic creep and ITF tests, respectively.Based on the experimental results for the asphalt binders and the mixes, the following observationscan be made:

(1) The results obtained by the ITF and dynamic creep tests for samples showed that HDPEis a good asphalt binder modifier in dry and wet conditions.

(2) Asphalt mixtures with HDPE have less rutting potential and higher fatigue life comparedto control mixtures.

(3) In general, it is believed that higher temperatures provide higher plastic flow susceptibility;thus, an increase in temperature deteriorates the rut depth. However, mixtures with HDPEhave less sensitivity to temperature changes.

(4) The inclusion of HDPE increases the stiffness and modulus of rupture of the asphalt mix-tures at intermediate temperatures (15◦C and 20◦C), which reduce the cracking potentialof pavements at intermediate temperatures and fatigue cracking.

(5) The use of HDPE has a significant increase in fatigue life ratio because it causes a betterbonding of aggregates with the asphalt binder. It also causes an increase in the strengthof mixtures against moisture by a decrease in permanent deformation of samples in wetconditions.

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