Construction and Building Materials 25 (2011) 2764–2770

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Construction and Building Materials

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Laboratory evaluation of HMA with high density polyethylene as a modifier

Moatasim Attaelmanan a,⇑, Cheng Pei Feng b, Al-Hadidy AI c
a
Northeast Forestry University (NEFU), Harbin, PR China
b
Civil Engineering Dept., North East Forestry University (NEFU), Harbin, PR China
c
Civil Engineering Dept., Mosul University, Mosul, Iraq

a r t i c l e i n f o a b s t r a c t

Article history: This paper investigates the viability of using high density polyethylene (HDPE) as a modifier for asphalt
Received 11 August 2010 paving materials. Different ratios of HDPE by weight of asphalt were blended with 80/100 paving grade
Received in revised form 16 November 2010 asphalt. Unmodified and modified asphalt binders were subjected to physicochemical and homogeneity
Accepted 20 December 2010
tests. The performance tests including, Marshall Stability, Marshall Quotient (MQ), tensile strength, ten-
Available online 8 January 2011
sile strength ratio, flexural strength and resilient modulus were carried out on unmodified and modified
hot asphalt mixtures. The analyses of test results show that the performance of HDPE-modified asphalt
Keywords:
mixtures are better than conventional mixtures. The moisture susceptibility and temperature susceptibil-
High density polyethylene
Asphalt mixtures
ity can be reduced by the inclusion of HDPE in the asphalt mixture. A HDPE content of 5% by weight of
Performance tests asphalt is recommended for the improvement of the performance of asphalt concrete mixtures similar to
that investigated in this study.
Ó 2010 Elsevier Ltd. All rights reserved.

1. Introduction generally contain large amounts of asphaltenes, and sol-type as-

One of the main components of hot mix asphalt (HMA) is as-
phalt cement binder. Asphalt cement is dark brown-to-black ce-
ment-like material obtained mainly by petroleum refining.
Asphalt is used primarily construction of roads and as a major
component in roofing materials due to its remarkable binding
and waterproofing properties.
Asphalts are highly complex and not well characterized materi-
als containing saturated and unsaturated aliphatic and aromatic
compounds with molecular weights from 500 to 2000 and carbon
numbers higher than C25 [1,2]. Asphalt typically contains about:
80% carbon; 10% hydrogen; up to 6% sulfur; 6.5% asphaltenes;
0.51% small amounts of oxygen and nitrogen; and metals such as
iron 33 ppm, nickel 18 ppm, vanadium 39 ppm, copper <1 ppm
[1]. The compounds are classified as asphaltenes or maltenes
according to their solubility in hexane or heptane [3]. Asphaltenes
are high-molecular weight species that are insoluble in these sol-
vents, whereas maltenes have lower molecular weights and are
soluble. Asphalts normally contain between 5% and 25% by weight
of asphaltenes and may be regarded as colloids of asphaltene mi-
celles dispersed in maltenes.
Asphalt has long been classified as gel or sol-type. Gel-type as-
phalts usually exhibit pronounced non-Newtonian behavior,
whereas sol-type asphalts are more Newtonian. Gel-type asphalts
⇑ Corresponding author. Tel.: +86 13946103404.
E-mail addresses: motsimata@yahoo.com (M. Attaelmanan),
feng@126.com (C.P. Feng), abd_et76@yahoo.com (A.-H. AI).
phalts are characterized by low asphaltene content. Using the clas-
sical asphalt science terminology, sol-type asphalts are more
compatible, while gel-type asphalts are less compatible [4]. Less
compatible (gel-type) asphalt is known to be highly susceptible
to oxidative age hardening. While highly compatible (sol-type) as-
phalt is not susceptible to oxidative age hardening.
The behavior of asphalt cement in service is governed by their
initial engineering properties as well as by the mechanical and
environmental conditions to which they are subjected [5]. Avail-
able asphalt from refinery is too soft for paving in high tempera-
ture areas in summer, and too brittle for a subzero temperature
in winter in various parts of the country. The durability of asphalts
is largely influenced by its chemical composition. It has been ob-
served that Chinese asphalts obtained from imported as well as
indigenous crude contain 9–29% asphaltenes, 20–41% polar aro-
matics, 21–41% nephthene aromatics and 8–16% saturates. The
control of chemical composition of asphalt cement is a difficult
task for refineries.
The available asphalts are not ideal for paving applications.
The waxy asphalt cement from indigenous crudes contains 8–
16% wax, which causes softening of binder at high temperature
and reduction in adhesion. Under these situations, it is essential
to modify the asphalt cement using modifiers to improve its
engineering properties. Among various types of modifiers, poly-
mers are probably the most promising. Despite the large number
of polymeric products, relatively few are suitable for modifica-
chengpei- tion of asphalt cement and are compatible with asphalt cement
[6].

0950-0618/$ - see front matter Ó 2010 Elsevier Ltd. All rights reserved.
doi:10.1016/j.conbuildmat.2010.12.037
 M. Attaelmanan et al. / Construction and Building Materials 25 (2011) 2764–2770
Examples of polymers commonly used in asphalt mixtures and a
few of their advantages and disadvantages are presented below [3]:
 SBS (radial and linear) – good fatigue resistance, high creep rate,
but oxidation susceptibility.
 PE – high thermal extension but low stiffness.
 SBR – very good aging and weather resistance but low tear
strength, low ozone resistance, oxidation susceptibility.
 Polybutadiene (PB) – excellent wear resistance, impact resil-
ience, but low strength.
 EVA – storage stability, reducing binder run-off, high tempera-
ture viscosity, but may be susceptible to crosslink and low creep
resistance. EVA is very good for low temperature zones but pre-
sents differential cooling areas along the chain and tearing phe-
nomena is commonly observed. Also due to reduced initial
stiffness of the material ‘‘chipping loss’’ is often experienced.
 Ethylene methyl acrylate copolymer (EMA).
 PP – good chemical resistance, good fatigue resistance but oxi-
dative degradation, high mould shrinkage and thermal expan-
sion was observed
 Epoxies and urethanes, tire rubber (Crumb) – polymers can be
classified as: elastomeric, with a high level of elastic recovery
(i.e. SBS, SBR, Crumb rubber); and plastomeric, with high stiffness
and deformation resistance (i.e. EVA, EMA, Urethanes, and PP).
The properties of asphalt-polymer blends depend on the con-
centrations and the type of polymer used. The polymer is usually
loaded in concentrations of about 4–6% by weight with respect
to the asphalt [7]. Higher concentrations of polymers are consid-
ered to be economically less viable and also may cause other prob-
lems related to the material properties. Desirable characteristics of
polymer modified asphalt binders (PMABs) include greater elastic
recovery, a higher softening point, greater viscosity, greater cohe-
sive strength and greater ductility [3,8–10]. In addition, the use
of polymers provides better drainage suppression, as well as it pro-
vides better cost benefits due to the avoidance of using fibrous
materials in stone matrix asphalt (SMA) mixtures.
Processes of asphalt modification involving natural and syn-
thetic polymers were patented as early as 1843. Test projects were
underway in Europe in the 1930s, and neoprene latex began to be
used in North America in the 1950s. In the late 1970s, Europe was
ahead of the United States in the use of modified asphalts because
the European use of contractors, who provided warranties, moti-
vated a greater interest in decreased life cycle costs, even at higher
initial costs. The high preliminary expenses for PMA limited its use
in the US. In the mid-1980s, newer polymers were developed and
European technologies began to be used in the US. At the same
time, the prevalence of a long-term economic outlook in the coun-
try increased [9]. In Australia, the National Asphalt Specification in-
cludes guides and specifications regarding PMABs [11].
The United States Federal Highway Administration (FHWA) has
developed a life cycle cost analysis approach, which can be used to
evaluate the life cycle costs of pavement containing asphalt rubber
binders as well as other treatments. The findings indicated that as-
phalt rubber is cost effective as it is used, for example, in Arizona
and California, although the estimated life of the pavement is
based on interviews and engineering judgment, and can be refined
as the pavement ages and long-term field performance is included
in the model [12].
Al-Ghannam [13] studied the physical properties of asphalt-PE
mixtures and he found that PE enhanced the rheological properties
of virgin asphalt. Milkowski [14] found that using the PE in a small
percentage with asphalt reduced the penetration and increased the
shear strength of asphalt joints.
Al-Dubabe et al. [15] tried to evaluate the effectiveness of the
polymer modified Arab asphalt. They collected asphalt binders
2765
from four refineries in Gulf countries. It was found that the addi-
tion of low density polyethylene (LDPE) increases the softening
point of original asphalt by 3%. They concluded that polymer mod-
ification is effective in improving the rheological properties of neat
Arab asphalt binders.
Punith and Veeraragavan [16] used reclaimed PE as asphalt
modifiers. They found that the basic test properties indicated that
the addition of PE content to neat asphalt reduces the penetration
and ductility values, whereas increases in softening point and spe-
cific gravity values were observed with the addition of PE modifier.
A PE content of 5% by weight of asphalt is recommended for the
improvement of the performance of asphalt cement.
Nolan et al. [17] studied the effect of PE and chlorinated PE on low
temperature (15 to 40 °C) fracture of the modified asphalt con-
crete mixtures by performed a third point beam test. They concluded
that the modification of Bow river binder with 8% by weight of unsta-
bilized PE showed a dramatic reduction in failure temperature
(20 °C at 6%wt. VS, 35 °C at 8%wt. PE). Whereas a Pembina binder
modified with 8%wt. PE did not show such a dramatic decrease pos-
sibly due to the higher temperature susceptibility of this asphalt.
The South Carolina Department of Transportation (SCDOT) used
the asphalt pavement analyzer (APA) to evaluate the relative per-
formance of asphalt mixtures with different binders-PG 76-22
polymer modified and PG 64-22 [18]. The polymer-modified bin-
der mixture exhibited 56% less rutting than the non-modified
(measured on 12.5 mm Superpave samples). This was an indication
that the addition of polymer-modified binder would enhance the
rutting resistance of asphalt pavements.
Sinan and Emine [19] tried to investigate the possibility of using
various plastic wastes containing High Density Polyethylene (HDPE)
as polymer additives to asphalt concrete. It was investigated that
the influence of HDPE-modified binder obtained by various mixing
time, mixing temperature and HDPE content on the Marshall Stabil-
ity, flow and Marshall Quotient (MQ) (Stability to flow ratio). The
binders used in HMA were prepared by mixing the HDPE in 4–6%
and 8% (by the weight of optimum bitumen content) and AC-20
at temperatures of 145–155 and 165 °C and 5–15 and 30 min of
mixing time. They concluded that the HDPE-modified asphalt con-
crete results in a considerable increase in the Marshall Stability
(strength) value and a MQ value (resistance to deformation). Four
percent HDPE, 165 °C of mixing temperature and 30 min of mixing
time were determined as optimum conditions for Marshall Stability,
flow and MQ. MQ increased 50% compared to control mix. It can be
said that waste HDPE-modified bituminous binders provide better
resistance against permanent deformations due to their high stabil-
ity and high MQ and it contributes to recirculation of plastic wastes
as well as to protection of the environment.
Zoorob and Suparma [20] discussed the laboratory design of
continuously graded asphalt concrete mixtures containing recy-
cled plastics aggregate replacement (Plastiphalt). Recycled waste
plastics, predominantly composed of LDPE in pellet form, were
used in dense graded bituminous mixes to replace (by volume) a
portion of the mineral aggregates of an equal size, i.e., 5.00.–
2.36 mm. They indicated that at the same air-void content, the
compacted Plastiphalt mix has lower bulk density than that of
the conventional control mix. A 30% aggregate replacement by vol-
ume with the LDPE, results in a reduction in bulk compacted mix
density of 16%. This reduction in density is advantageous in terms
of haulage costs. LDPE partial aggregate replacement also results in
a 250% times increase in the Marshall Stability (strength) value and
an improved MQ value. The value of creep stiffness of the Plasti-
phalt mix after 1 h loading at 60 °C is found to be slightly lower
than the control mix; however, the Plastiphalt gives 14% recovery
after 1 h unloading time compared to 0.6% for the control mix. The
indirect tensile stiffness modulus values of the Plastiphalt com-
pacted mix were found to be lower than that of the control mix,
2766 M. Attaelmanan et al. / Construction and Building Materials 25 (2011) 2764–2770
whereas the static indirect tensile strength values were found to be
much higher. They also investigated the future recyclability of the
Plastiphalt. It was found that the mechanical properties of the
recycled mix to be equal to that of the original Plastiphalt and bet-
ter than the control mix.
Hee et al. [21] described the results of laboratory and full-scale
performance tests for a high durability asphalt binder (HDAB) and
high durability asphalt mixture (HDAM) applicable to the wearing
course in a bridge deck system. The HDAB was developed using a
SBS-modifier and hydrocarbon for improving construction work-
ability and resistance to fatigue cracking. Various binder tests were
conducted on the HDAB, and test results showed that the resistance
to fatigue and low temperature cracking of the HDAB increased sig-
nificantly compared to that of the PG 64-22 and PG 76-22 binders.
For the mixtures, the fatigue test results showed that the HDAM has
a three times longer fatigue life than the SBS-modified asphalt mix-
ture. It was also found that the HDAM has a higher resistance
against moisture-induced damage. Results from full-scale acceler-
ated testing on the bridge deck pavement system proved that the
HDAM can significantly improve pavement performance.
Al-Hadidy and Tan [22] investigates the potential use of pyroli-
sis LDPE as a modifier for asphalt paving materials. Five different
blends including conventional mix were subjected to binder test-
ing such as rheological tests, as well as to some other tests related
to the homogeneity of the system. Research results indicate that
modified binders showed higher softening point, keeping the val-
ues of ductility at minimum range of specification of (100+ cm),
and caused a reduction in percentage loss of weight due to heat
and air (i.e. increase durability of original asphalt).
Al-Hadidy and Tan [23] investigates the benefits of modifying
the gel asphalt in flexible pavement.50/60 penetration grade as-
phalt cement and four proportion of pyrolisis PP were selected.
Unmodified and modified asphalt binders were subjected to rheo-
logical and homogeneity tests. The analyses of test results show
that the performance of PP-modified asphalt mixtures are better
when compared to conventional mixtures. The temperature sus-
ceptibility can be reduced by the inclusion of PP in the asphalt mix-
ture. A PP content of 5% by weight of asphalt is recommended for
the improvement of the performance of asphalt cement.
However, this study is an attempt to satisfy the following
objectives:
1. Possibility of using American Society for Testing and Materials
(ASTM) [24] 13 mm dense HMA gradation on Chinese paving
materials.
2. To determine the physiochemical and homogeneity properties
of HDPE-modified asphalt binder (HDPEMAB) and compare
the results with 80/100 grade asphalt cement.
3. To evaluate temperature susceptibility of HDPEMAB and com-
pare the results with asphalt cement.
4. To investigate the moisture and temperature susceptibility of
HDPE-modified HMA (HDPEMHMA) mixtures.
5. To evaluate the low temperature performance of HDPEMHMA
mixtures; and
6. To determine the resilient modulus of HDPEMHMA mixtures
from the repeated load indirect tensile test and compare the
results with the control mixtures.
2. Materials and methods
2.1. Asphalt cement, HDPE and aggregate
The asphalt cement used in this investigation was obtained from one asphalt
plant in Heilongjiang province. The asphalt was 80/100-penetration grade and
has been widely used in China for paving application. The penetration, softening
point, ductility at 25 °C, % loss due to heat and air, and specific gravity were
81 dmm, 42 °C, 150+ cm, 0.91% and 1.031, respectively.
HDPE in pellet form was used to modify the 80/100-paving grade asphalt ce-
ment. The engineering properties of HDPE are reported in Table 1.
Aggregate was obtained from one asphalt plant in Heilongjiang Province located
in the north part of China. Fig. 1 shows the recommended gradation limits by the
ASTM D3515 [24] for HMA mixtures and the selected gradation in this research
was in the middle of the limits.
The properties of the aggregates, such as angularity value, toughness value,
soundness value, water absorption value, and specific gravities were determined,
and the test results are presented in Table 2.
The filler used was calcium carbonate (CaCO3) and it was brought from one as-
phalt plant. Calcium carbonate was passed through a 200 sieve and had specific
gravity of 2.734.
2.2. HDPE–asphalt formulation
For the modification of base binder, different percentages of HDPE 1, 3, 5 and
7%wt. polymer in solid form was mixed at 170 °C using a high-speed stirrer rotating
at a speed of 3000 rpm, and blending was done for a period of 2 h to obtain a homo-
geneous binder [16]. The uniformity of dispersion of HDPE was confirmed by pass-
ing the bitumen at 170 °C through an ASTM 100 sieve. It was found that the
bitumen thus prepared can be stored for future use [16].
2.3. Optimization of the mixtures
Marshall mix design (ASTM D-1559) [24] procedure is normally used to opti-
mize the HMA mixtures in China. In HMA mix design, usually the Marshall method
of mix design is used to verify satisfactory voids in HMA mixtures. Five asphalt per-
centages (4.0%, 4.5%, 5.0%, 5.5% and 6.0%) were used in the design of the HMA mix-
tures. It was found that at 4.0% air voids, the required asphalt content was 5.2%. This
optimum asphalt content was used in preparing all other HDPE-modified mixtures
to maintain consistency through the study. The modified samples are mixed at this
ratio of asphalt and at the appropriate mixing temperature of 160–170 °C by
mechanical mixer for 2 min [16]. The samples were then brought to compaction
temperature of 10°C less than the corresponding mixing temperature using Mar-
shall mechanical compactor. The specimens were compacted for heavy-duty of 75
Marshall blows for each face as a tire pressure of 1379 kPa. The specimens were
then removed from the mold and left to cure in air for 24 h.
2.4. Performance tests used
Three performance tests in the laboratory were adopted. The tests performed
were moisture susceptibility, flexural strength and resilient modulus tests. The
moisture susceptibility test according to AASHTO T283 [25] procedure was per-
formed on the five HMA mixes, which were compacted to an average air-void con-
tent of 7.0%. Three Marshall specimens for the dry group and three specimens for
the wet group were prepared. A tensile strength ratio (TSR) of wet group to dry
group was computed from the results of the indirect tensile strength test at
25 °C. The higher the TSR value, the less the strength should be influenced by the
water soaking condition, or the more water-resistant it should be. Normal HMA
specification requires a TSR value of 85% or more.
Flexural test was done on small beams of the dimension 300  50  48 mm cut-
ting from a compacted square slab specimen (30  30  5 cm). Three series of beam
specimens were prepared and tested at 0 and 10 °C temperature using a universal
testing machine and temperature control cabinet [Materials Testing System (MTS-
810)]. This was to monitor the low temperature behavior of HMA mixes.
Resilient modulus (MR) is one of the most important mechanical properties of
asphalt concrete (AC). When elastic-layered system theory is used to design asphalt
pavement structures, the modulus of AC is a basic design parameter. The current as-
phalt pavement performance prediction models also use the modulus as a critical
material parameter. Therefore, it is desirable that the modulus of AC be predicted
during the AC mixture design stage to improve mixture design and pavement per-
formance prediction.
Table 1
Engineering properties of HDPE.a
Property Value
Density, g/cc 0.9430 (0.91–0.94)
Tensile strength, MPa 3.105
Flexural modulus, GN/m2 0.307
Melting point, °C 149
Elongation at break, % › 550 (150–600)
Impact strength, J 0.941
Form Pellet
a
As provided from supplier; values in brackets indicate requirements as per [28–
31].
 M. Attaelmanan et al. / Construction and Building Materials 25 (2011) 2764–2770 2767

120 35% with the addition of 5% HDPE, which indicates improvements

Lower limit in resistance to deformation.
100 Upper limit
Middle limit

80 3.2. Temperature susceptibility

% passing

60 The penetration index relationship was used to investigate the

influence of HDPE addition on temperature susceptibility of as-
40
phalt cement using the following Eq. (1) mentioned by Yang [26]:
20
Penetration index ðP:I:Þ ¼ ½ð20  500AÞ=ð1 þ 50AÞ ð1Þ
0
0.01 0.1 1 10 100
Seive size (mm) A ¼ ½ðlog pen:@T  log 800Þ=ðT  T R&B Þ

Fig. 1. Aggregate gradation.

where T is the testing temperature, °C. TR2B is the ring and ball soft-
ening point, °C.
Table 2
Fig. 2 illustrates the relationship between the penetration index
Source and consensus properties of aggregate. and HDPE contents. A higher value of P.I. indicates the lower tem-
perature susceptibility of binder. From Fig. 2, it can be observed
Aggregate Value
that the values of P.I. for virgin and 5% HDPETMAB samples are
Property Coarse Fine 2.353 and 3.155, respectively. This significant fact demonstrates
Bulk sp.gr. 2.72 2.65 that HDPE will lead to make this binder less susceptible to temper-
Apparent sp.gr 2.76 2.69 ature and more favorable for hot climates.
Angularity, % >100 44.86
Toughness, % 22.07 —
Soundness, Na2SO4 1.78 1.20
3.3. Durability test

Fig. 3 shows that the percentage loss of HDPE binders decreases

The MR represents the ratio of an applied stress to the recoverable strain that
takes place after the applied stress has been removed. The MR was determined from as the HDPE content increases. This is related to that HDPE occu-
tests on cylindrical specimens for each mixture at designed asphalt contents in the pied a space of total mix and causes reduction in asphalt volume,
indirect tension mode. About 15% of the indirect tensile strength of each mixture which leads to a decrease in loss by dehydrogenation and oxidation
was applied on the vertical diameter for conventional and HDPE-modified
of asphalt in the mix (i.e. durability increased slightly with the
specimens.
For the repeated load indirect tensile test, Marshall specimens prepared with a
addition of HDPE content in the mix).
particular binder were subjected to repeated compressive loads in equipment fab-
ricated for this purpose. The frequency of load application used was 1 Hz, with a
load duration of 0.1 s to represent field conditions and a resting period of 0.9 s. 3.4. Uniformity test
The tests were conducted at 25 °C; the test procedure adopted was as per ASTM
4123 [16]. Constant test temperature was maintained using an environmental air
chamber. Each specimen was placed inside the chamber at the set temperature The uniformity between HDPE and asphalt was studied by pass-
for 3 h before testing. For each of the five kinds of mixtures evaluated, three sam- ing the binder at 170 °C through an ASTM 100 sieve. It was found
ples were made and took their averages to represent the MR for each mixture. that the binder thus prepared can be stored for future use [16].

3. Results and discussion

6
Penetration Index

3.1. Rheological tests 4

2
The rheological properties of HDPE–asphalt binders were eval- 0
uated and the results are presented in Table 3. The results indicate 0 1 2 3 4 5 6 7
-2
that HDPE is effective in improving the rheological properties of as-
phalt cement. -4
Examining Table 3, it can be seen that HDPE is keeping the duc- % HDPE
tility values of 100+ up to 5% which indicates that HDPE is com-
Fig. 2. Relationship between HDPE content and penetration index.
pletely dissolved in asphalt cement and the uniformity test
insure this result. The softening point of virgin asphalt was raised
by 69% at 5%wt. HDPE, whereas, the penetration was decreased by
1
% Loss of heat

Table 3 0.8
and air

Basic properties of HDPEMABs. 0.6

% Penetration (25 °C, 1/ Ductility Softening Sp.gr. 0.4
HDPE 10 mm, 100 g, 5 s) (25 °C, cm) point (°C) 0.2
0 81 150+ 42 1.031 0
1 73 133 55 1.01 0 1 2 3 4 5 6 7
3 64 111 63 0.985
% HDPE
5 53 99 71 0.964
7 47 79 83 0.935
Fig. 3. Relationship between HDPE content and percentage loss of heat and air.
2768 M. Attaelmanan et al. / Construction and Building Materials 25 (2011) 2764–2770

3.5. Engineering properties of HMA mixtures the Marshall properties. Specimens were placed in water bath at
60 °C for 30 min and then loaded at a ratio of 50.8 mm/min and
3.5.1. Statistical considerations the stability and flow values were recorded. Marshall test results
Results of the Marshall, indirect tensile, tensile strength ratio, were summarized in Fig. 4. From Fig. 4, it can be seen that the addi-
flexural strength and resilient modulus tests were statistically ana- tion of 5% HDPE raises the Marshall Stability of control mix by 13%,
lyzed with a 5% level of significance. For these comparisons, it whereas decreases in flow value was observed with the addition of
should be noted that all specimens were produced at optimum as- these modifiers.
phalt content. As indicated in Fig. 4, all HDPE contents satisfy the specified
limits of 3–5% air voids mentioned by ASTM specification [24] for
HMA 13 mm.
3.5.2. Marshall properties
From the sited results in Fig. 4d it was found that the MQ value
Three specimens of unmodified and modified mixtures were
increased by 55% at 5% HDPE content. It can be said that HDPE-
prepared at the optimum bitumen content of 5.2%, to determine

1300 3.5
(a)
Stability (kg)

1250
3 (b)

Flow (mm)
2.5
1200 2
1150 1.5
1
1100
0.5
1050 0
0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7
% HDPE % HDPE
Unit weight (kg/m3)

2370 700
(c) 600 (d)
MQ (kg/mm)

2365
500
2360 400
2355 300
200
2350
100
2345 0
0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7
% HDPE % HDPE
5 14.7
(e) 14.6 (f)
4 14.5
Air voids

3 14.4
VMA

14.3
2 14.2
1 14.1
14
0 13.9
0 1 2 3 4 5 6 7 0 1 2 3 4 5 6 7
% HDPE % HDPE

80
(g)
78
76
VFB

74
72
70
0 1 2 3 4 5 6 7
% HDPE

Fig. 4. Relationship between HDPE content and Marshall properties (a – stability, b – flow, c – unit weight, d – MQ, e – air voids, f – VMA and g – VFB).

1.5 100
Indirect tensile

(b)
strength (Mpa)

95
TSR (%)

1
90
85
0.5
25 o C 80
60 o C (a)
0 75
0 2 4 6 8 0 1 2 3 4 5 6 7 8
%HDPE %HDPE

Fig. 5. Relationship between HDPE content and tensile strength properties (a – tensile strength and b – % TSR).
 M. Attaelmanan et al. / Construction and Building Materials 25 (2011) 2764–2770 2769

3000 fied asphalt samples are 1515 MPa and 2410 MPa, respectively.

Resilient Modulus
2500
2000
(Mpa)
1500
1000
500
0 3.5.5. Low temperature performance
0 1 2 3
% HDPE
Fig. 6. Relationship between HDPE content and resilient modulus.
modified bituminous binders provide better resistance against per-
manent deformations due to their high stability and high MQ and
indicate that HDPE–HMA mixtures could be use in military airfield
pavements where stiff asphalt mixture and low asphalt content are
required.
3.5.3. Moisture susceptibility
Tensile strength for HDPE–asphalt mixtures are given in Fig. 5.
The results indicate that tensile strength and tensile strength ratio
increased for both testing temperatures (i.e. increase the adhesion
between aggregate and bitumen, which leads to a decrease in the
stripping of HMA). Tensile strength for HDPE-modified asphalt
mixture is slightly higher than for conventional mixtures. Test re-
sults indicated that the TSR values were 79.82% and 94.81%,
respectively, for bitumen and modified bitumen containing
5%HDPE using Heilongjiang aggregate. It can be seen that the
HDPE-modified bitumen improves the resistance to moisture sus-
ceptibility of the asphalt mixtures.
3.5.4. Resilient modulus
The MR test results are presented in Fig. 6. From Fig. 6, it can be
observed that the MR values for conventional and 5% HDPE-modi-
Modulus of rupture MPa
The percentage increase in the average MR is found to be compar-
atively significant. The study showed that the percentage increase
in MR value with the addition of 5% HDPE in asphalt was found to
be 59%.
4 5 6 7 It is commonly accepted that at low temperature, bituminous
materials exhibit elastic behavior. For an elastic material, the mod-
ulus is defined as the ratio of stress/strain. For bituminous materi-
als, this is defined as stiffness modulus [27] which, in the case of
flexural testing, is called the flexural stiffness. The flexural stiffness
is determined as follows:
2
St ¼ ½ðP  LÞ=ðb  d Þ ð2Þ
where St is the stiffness modulus, kN/mm2. P is load at break, kN. L is
beam span, mm. b is av. beam width, mm. d is av. beam depth, mm.
St is a measure of the stiffness of the material. In addition, another
parameter may be determined, namely flexural modulus of the
material is determined by:
Sr ¼ ½ðP  L3 Þ=ð6  b  d  DÞ
2 2
ð3Þ
where Sr is flexural modulus (modulus of rupture), kN/mm2. D is
deflection at the beam center, mm; and the other variables as de-
fined above.
Fig. 7 summarizes test results for the conventional and 5%
HDPE-modified asphalt concrete mixtures. The testing was con-
ducted at 0 and 10 °C. Stiffness and modulus of rupture for
HDPE-modified asphalt mixtures is slightly higher than for conven-
tional asphalt mixtures because the viscosity of HDPE-modified as-
phalt is higher than that of conventional asphalt. Test results
indicated that the inclusion of HDPE content in asphalt mixtures
reduces the cracking potential at low temperatures.

0.5 6
o o
0 C 0 C
0.4 o 5 o
-10 C -10 C
Strain 10-3

4
0.3
3
0.2
2
(a) (b)
0.1 1

0 0
Control

5%HDPE

Control

5%HDPE

Mixture type Mixture type

150
Stiffness Modulus MPa

o
0 C
o
-10 C
100

50
(c)

0
Control

5%HDPE

Mixture type

Fig. 7. Relationship between HDPE content and flexural strength properties (a – modulus of rupture, b – strain, and c – stiffness modulus).
2770 M. Attaelmanan et al. / Construction and Building Materials 25 (2011) 2764–2770
4. Conclusions
Based on the testing and analysis presented herein, the conclu-
sions of the study are summarized as follows:
(A) A review of the standard binder testing and grading results
indicated the following:
1. Penetration at 25 °C will generally decrease as HDPE con-
tent increases, which indicates an improved shear resis-
tance in medium to high temperatures.
2. The addition of HDPE kept the ductility values at a mini-
mum range of ASTM specifications of 100+ cm up to 5%
HDPE content.
3. Softening point tend to increase with the addition of
HDPE content, which indicates improvement in resistance
to deformation.
4. Penetration index values indicated that HDPE reduced the
temperature susceptibility of asphalt.
5. The ductility and uniformity test results indicated that
HDPE and asphalt are compatible to an extent; and
6. The percentage loss of air and heat decreases with the
addition of HDPE (i.e. the resistance of asphalt to the
action of temperature and temperature changes and the
action of heat increases).
(B) A review of the drain down, Marshall, indirect tensile
strength, flexural strength and resilient modulus results
indicated the following:
1. Marshall results indicated that 5% HDPE raised the MQ of
control mix by 55%. It can be said that HDPE-modified
bituminous binders provide better resistance against per-
manent deformations due to their high stability and high
MQ and indicate that HDPEMHMA mixtures could be use
in military airfield pavements where stiff asphalt mixture
and low asphalt content are required.
2. The tensile strength ratios for the mixtures containing the
HDPE were greater than 85%. This indicates that this type
of modifier does not cause the mixture to weaken when
exposed to moisture.
3. The inclusion of HDPE increases the stiffness and modulus
of rupture values of the asphalt mixtures at low temper-
ature (10 °C) which may reduce the cracking potential
of pavements at low temperatures. HDPE-modified
asphalt mixtures were found to have lesser strain values
compared to conventional asphalt concrete mixtures.
4. The use of HDPE in asphalt concrete mixtures caused an
increase in resilient modulus values at high (25 °C) tem-
peratures; and
5. Results indicated that flexible pavement with high perfor-
mance, durability and more economic can be obtained
with 5% HDPE.
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