Construction and Building Materials 44 (2013) 399410

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Construction and Building Materials

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Optimal polypropylene ber amount determination by using gyratory

compaction, static creep and Marshall stability and ow analyses
Serkan Tapkn
Anadolu University, Civil Engineering Department, Eskisehir 26555, Turkey

h i g h l i g h t s g r a p h i c a l a b s t r a c t

 Gyratory compaction have been

utilized in this study by using
100 mm diameter moulds.
 Marshall compaction is not able to
model in situ conditions in the
laboratory.
 Static creep tests were carried out by
using Universal testing machine.
 Physical properties were determined
and Marshall stability/ow analyses
were done.
 Optimal amount of polypropylene
bers was found again as 5.5 by
weight of aggregate.

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

Article history: Utilizing gyratory compaction technique for the preparation of asphalt specimens with 100 mm diameter
Received 17 August 2012 moulds is an effective and realistic way of pavement laboratory testing. In fact, Marshall compaction is
Received in revised form 26 January 2013 not a suitable way of modelling in situ conditions in the laboratory environment. Therefore, there has
Accepted 26 February 2013
to be some means especially for the determination of the optimal addition of modier amount which
Available online 11 April 2013
is multilament 3 mm polypropylene (PP) bers in this case for asphalt specimens prepared via gyratory
compaction. Mechanical differences of reference and various amounts of PP modied asphalt mixtures
Keywords:
were compared using Superpave gyratory compaction method by carrying out static creep tests utilizing
Gyratory compaction
100 mm specimens
Universal testing machine and standard physical properties, Marshall stability and ow analyses. Also,
Marshall compaction these test results were compared with the results previously obtained for similar sets of asphalt speci-
Polypropylene bers mens compacted by 50 blows of Marshall hammer. By carrying out extensive analyses, it was not only
Static creep seen that the utilization of PP bers improves the physical and mechanical properties of the resultant
Universal testing machine mixture mainly by improving the permanent deformation resistance, but also the optimal amount of
Stability addition of the aforementioned PP bers was found to be again 5.5 by the weight of aggregate which
Flow is the same with the previous Marshall compaction test results. Finally, it is proven that the optimal ber
Optimal polypropylene amount
addition is independent of compaction technique which is very important for repeatability and reproduc-
ibility of the test results.
2013 Elsevier Ltd. All rights reserved.

1. Introduction
Gyratory compaction efforts undertaken in many of the pave-
ment research laboratories worldwide have been an important
Tel.: +90 532 6338671; fax: +90 222 3239501.
E-mail address: cstapkin@anadolu.edu.tr
task to simulate the actual compaction carried out on site. In fact,
it cannot be said that a specic compaction technique is able to
simulate the mechanical and physical simulation of the in situ
compaction from all of the aspects. The resulting mixtures, pre-
pared by utilizing any compaction technique, should be tested fur-
ther in order to verify the rutting susceptibility especially for the
potential of very high ambient temperature conditions and

0950-0618/$ - see front matter 2013 Elsevier Ltd. All rights reserved.
http://dx.doi.org/10.1016/j.conbuildmat.2013.02.060
400 S. Tapkn / Construction and Building Materials 44 (2013) 399410
repetition of destructive axle loads on the underlying pavement
structure. In order to measure the rutting potential of either Mar-
shall, gyratory or any other type of specimens prepared by other
compaction methods or eld cores obtained from the site, one of
the simplest, most accurate and least amount of material needing
methods is to utilize Universal testing machines (UTMs). But there
are some limitations for the specimen dimensions that can be used
in these UTMs. For example, Marshall specimens having 102 mm
diameter and 63.5 mm height can be very good candidates for
creep testing (and also repeated load indirect tensile test [fatigue],
stiffness modulus determination and furthermore cyclic triaxial
testing) in the above mentioned UTMs.
For gyratory compactor specimens, the 150 mm diameter
moulds frequently used in compaction of asphalt specimens are
not suitable for many reasons to be utilized in pavement laborato-
ries. Some of the potential advantages associated with the use of
the 100 mm diameter cylinder mould include the following:
(a) The required sample size is reduced by 400%. Thus, time of
preparation, storage space, and transportation of materials
are similarly reduced;
(b) It is possible to conduct conventional laboratory testing with
the 100 mm diameter specimen, and
(c) The majority of surface mix designs in many of the transpor-
tation agencies worldwide makes use of 2.54 cm, or smaller
maximum aggregate size; thus, the larger 150 mm diameter
mould is often not necessary to be in compliance with ASTM
and AASHTO requirements [1].
According to Jackson and Czor, due to increasing trafc levels
and vehicle wheel loads, it has become necessary to improve the
effectiveness and efciency of the design of hot mix asphalt. The
Superpave gyratory compactor makes use of a 150 mm diameter
cylindrical mould to produce specimens for the design and evalu-
ation under the Superpave system. The objective of their study
was to explore the potential for using a 100 mm diameter mould
to produce test specimens in the laboratory. Based on the ndings
of their study, it has been recommended to the Tennessee Depart-
ment of Transportation that it is feasible to use 100 mm diameter
specimens in lieu of the 150 mm diameter specimens for quality
assessment/quality control acceptance and verication testing of
hot mix asphalt. According to the researchers, it should be noted
that this recommendation is limited to mixes with a maximum
aggregate size of 2.54 cm or less [1].
Moreover, coring 100 mm diameter specimens from 150 mm
diameter gyratory compacted specimens introduces an extra
amount of distress and disturbance to the system. Therefore it is
much better to utilize 100 mm diameter moulds for the prepara-
tion of gyratory compactor specimens. To determine the rutting
susceptibility of these types of 100 mm diameter gyratory compac-
tor specimens, the author and his collegaue have carried extensive
research on both reference and multilament 3 mm (M-03) PP -
ber modied samples by utilizing repeated creep testing via UTM
[2]. The lives of the PP ber modied asphalt specimens under re-
peated creep loading at different loading patterns increased by 8
18 times versus reference specimens when gyratory compaction is
being utilized. This increase was only 512 times in the asphalt
specimens prepared via utilizing Marshall compaction technique
[3]. When two different techniques are compared, to give a more
representative gure, it can be said that gyratory compaction en-
hances the reference mixtures end of service life performances
approximately 20%. This increase gets up to 55% for PP modi-
cation. The results from both of the analysis of the tested speci-
mens show that the addition of PP bers improves the behavior
of the specimens in a very pronounced manner. Besides, it is clear
that gyratory compaction introduces a much realistic compaction
simulation effort in the laboratory environment especially for PP
modied asphalt when viewed from the large experimental data-
base obtained all throughout the years [2,3].
It has to be borne in mind that, one has to investigate the rut-
ting susceptibility of asphalt mixtures also from the static creep
point of view via UTM in order to complete the whole picture.
Tapkn and zcan have carried out static creep, Marshall stability
and ow tests and have investigated the images of the PP ber
modied bituminous binders under uorescence microscopy in or-
der to determine the amount of optimum PP bers that has to be
added into the mixture. They have found that 5.5 of M-03 PP -
bers by weight is the optimum amount of addition by weight of
aggregate [4]. On the other hand, this time, the above mentioned
analyses were carried out on asphalt specimens prepared by gyra-
tory compaction in the submitted study. To end up the discussion
about the rutting susceptibility and optimum amount of PP modi-
cation, the same testing protocols have been this time applied on
gyratory compacted 100 mm diameter asphalt specimens which
are very similar to Marshall specimens from dimensional point of
view.
The rst part of this study gives a small review about the avail-
able literature on dense bituminous mixtures by the utilization of
PP bers and also short information on the recent studies about
static creep testing of asphalt mixtures is being presented thereon.
Then, major drawbacks of the static creep tests that have been car-
ried out worldwide with the accepted testing protocol are ex-
plored. Next, experimental program presenting the results of the
static creep tests has been investigated thoroughly (for the 90 as-
phalt specimens that have been prepared by Superpave gyratory
compaction). Furthermore, the results of Marshall stability and
ow tests that were performed with 90 specimens (six for control
and six for each proposed amounts of PP addition of 0.57.0 by
weight of aggregate) is presented for the pursuit of optimal PP
addition amount. Then the positive effect of gyratory compaction
on the prevention of strain accumulation in the specimen bodies
when compared with dynamic Marshall compaction is explored
and the optimum PP ber addition by weight is agreed on a gyra-
tory compactor basis.
2. Available literature on polypropylene modication and
recent studies about static creep testing of asphalt and major
drawbacks of this type of testing
Detailed information about the utilization of PP as a modier in
asphalt mixtures until 2008 can be found in the relevant literature
[5]. In none of these studies, the researchers have utilized various
lengths and types of multilament bers in asphalt concrete. The
rst studies on this very special modication technique by utilizing
3 mm (M-03) PP bers have been carried out by Tapkn and his col-
leagues [28]. There are also a number of other studies in the liter-
ature on different applications of PP ber modication of asphalt
concrete in the last 7 years [918].
Static creep testing, though is an important test to determine
the rutting susceptibility of asphalt mixtures, have not been uti-
lized in many studies as repeated creep testing has found place
as a testing protocol. Below, the reader may nd some of the stud-
ies which static creep testing has been utilized in the last 4 years.
Dolzycki and Judycki present results of the cyclic and static
compression creep test conducted on asphalt concrete specimens
with and without lateral connement. Asphalt concretes contain-
ing three polymer modied bitumen and one reference bitumen
were tested. The results have shown that behavior of asphalt con-
crete tested with and without lateral connement signicantly dif-
fers [19].
 S. Tapkn / Construction and Building Materials 44 (2013) 399410
Mrawira and Elizondo present an investigation of the dynamic
modulus, fatigue properties, and static creep of ten different Super-
pave mixes used in Costa Rica. The mechanistic properties were
compared with empirical properties and also with equivalent Mar-
shall mix designs [20].
Zelelew, in his study, describes a methodology for simulating
the permanent deformation resistance behavior of asphalt con-
crete mixtures using the discrete element method (DEM). DEM
simulations of unconned uniaxial static creep tests in compres-
sion were performed to predict deformation behavior of the as-
phalt concrete models [21].
Borhan et al. conducted another study to evaluate the applica-
tion of used cylinder oil (UCO) for the preparation of asphalt con-
crete. All samples were tested for Marshall stability, indirect
tensile strength, indirect tension, and static and dynamic creep
[22].
Borhan et al. this time, examined and compared the mechanical
properties of the palm oil fuel ash (POFA) modied asphalt mix-
tures with a conventional mixture. These samples were character-
ized using the Marshall stability, resilient modulus, static and
dynamic creep tests and fatigue testing [23].
Yong and Zhongrong have investigated the effect of ne aggre-
gates with different gradations, sizes and volume fractions on the
compressive strength and creep behavior of asphalt sand by a sys-
tematic experimental study [24].
Ruilin and Guanghua developed a rut prediction model for bitu-
minous pavement based on long-term rut test [25].
The primary objective of the work by Kumar and Veeraragavan
is to characterize and compare the dynamic mechanical behavior
of asphalt concrete mixes with styrene butadiene styrene (SBS)
polymer and crumb rubber modied asphalt binders with the
behavior of mixes with unmodied viscosity grade asphalt binders.
Simple performance tests like dynamic modulus, dynamic and sta-
tic creep tests are carried out at varying temperatures and time.
Creep parameters estimated through regression analysis explained
the permanent deformation characteristics of asphalt concrete
mixes [26].
Chen et al. have investigated the use of recycled brick powder as
replacement of mineral ller in asphalt mixture. The experiments
performed were indirect tensile tests, static and dynamic creep
tests, water sensitivity tests and fatigue tests [27].
The effects of epoxy resin contents on the fatigue life and creep
properties of epoxy asphalt mixtures were investigated in the
study by Cong et al. A static creep test with a loading and recovery
period was conducted on the asphalt mixture. Compared with con-
trol asphalt, epoxy asphalt showed better resistance to deforma-
tion and recovery performance. Epoxy resin has caused a
dramatic ascent in the creep stiffness modulus of asphalt mixture.
Based on the obtained results, epoxy asphalt mixtures had a visible
decrease in permanent deformation and increase in fatigue life
[28].
Iwanski and Chomicz-Kowalskas study was to determine the
impact of foamed bitumen and bitumen emulsion content on the
physical and mechanical properties of the base course with the
cold recycling technology and to determine its water and frost
resistance. The test showed that the application of foamed bitumen
in the base course materials results in an improvement on the
mechanical properties (Marshall stability and stiffness, static creep
modulus and indirect tensile strength) in comparison to bitumen
emulsion [29].
In the study by Xie et al. the inuence of surface treated y ash
with silane coupling agent on asphalt mixture moisture damage is
investigated. As a ller, its effects on moisture sensitivity of asphalt
mixture were evaluated by modied Lottman test, indirect tensile
stiffness modulus test, static creep and indirect tensile fatigue test.
It is shown that, after specic moisture damage treatments, CFAM
401
modied asphalt mixtures show better stiffness modulus, resis-
tance to permanent deformation and fatigue life. It is concluded
that CFAM can improve the moisture sensitivity of asphalt mixture
effectively [30].
Static creep tests are being carried out widely for another look
into the determination of the rutting susceptibility of asphalt mix-
tures in almost all of the pavement laboratories worldwide. The
test conditions of the regular & standard static creep tests have
been standardized following a seminar hold in Zurich in 1977
[31]. According to this standardisation, a static axial stress of
10 kPa is being applied for 10 min for preloading rst, then
100 kPa is being further applied to asphalt specimens for a testing
period of 1 h at an ambient temperature of 40 C. Furthermore an
unloading duration of 15 min is sometimes allowed to pass in or-
der to log the creep recovery portion for the samples. The test
seems as very simple, inexpensive and easy to conduct according
to the postulated common practice but has very important draw-
backs which have to be kept in mind by the researchers utilizing
the test for rutting susceptibility in modern times [2,4]. It has been
standardized by the pavement engineers especially in the 1970s
that the static and also repeated creep tests must not be performed
at relatively higher stress levels than 207 kPa and higher ambient
temperatures than 40 C. They have reported that otherwise the
sample will fail in a premature and abrupt manner [3234].
The ability of the standardizing test procedure depicted by the
Zurich symposium to predict performance, especially the predic-
tion about rutting susceptibility is deemed to be extremely ques-
tionable [35]. In todays modern pavement engineering practices,
asphalt mixtures on site are sometimes faced up with heavy vehi-
cle tire pressures of more than 828 kPa and temperatures higher
well above 60 C [4]. As can be clearly seen, the standardized con-
ditions of the static creep test are very far away from simulating
the in situ conditions. Therefore there has to be some means to en-
able this powerful testing method to simulate the actual in place
conditions in the laboratory environment. In the proposed study,
the search for the actual simulation efforts have been further
investigated on the gyratory compacted specimens to have another
approach to the previous studies carried out by the author via Mar-
shall compaction on static creep testing [4].
3. The experimental analysis undertaken
3.1. Preparation of the asphalt specimens via gyratory compaction
Gyratory compactors are an important means of resembling the actual mechan-
ical simulation mechanisms in the laboratory environment. United States and some
other countries have started to change their Marshall compaction practices with
gyratory compaction according to the advancements in Superpave practices. The
readers may nd the related trends in asphalt mixture design in the study by Rob-
erts et al. which gives a review of the past, present, and future [36]. There are many
studies about the gyratory compactor practices in the vast literature published till
date and the benecial effects for the realistic simulation of the compaction on site
in the laboratory environment by this important compaction technique recently,
can be found in the relevant literature [3747].
In all through the above mentioned and the similar vast literature about the
gyratory compaction published till date, there are various important but limited
amount of studies about the utilization of 100 mm diameter specimens cored from
150 mm diameter gyratory compacted specimens for the preparation of specimens
Table 1
Physical properties of the base bitumen.
Property Test value Standard
Penetration at 25 C (1/10 mm) 68.35 ASTM D 5-97
Penetration index 0.26
Ductility at 25 C (cm) >100 ASTM D 113-99
Viscosity at 135 C (Pas) 0.335 ASTM D 4402
Specic gravity at 25 C (kg/m3) 1028 ASTM D 70-76
Softening point (C) 50.67 ASTM D 36-95
402 S. Tapkn / Construction and Building Materials 44 (2013) 399410

Table 2
Physical properties of the M-03 type polypropylene ber modied bitumen samples.

Polypropylene Specic Ductility Softening Penetration Penetration Viscosity Viscosity

amount gravity (cm) point (dmm) index, PI at 165 C at 185 C
( of aggregate) (kg/m3) (C) (unitless) (Pas) (Pas)
0.0 1028 >100 50.67 68.35 0.262
1.0 1026 69.7 54.33 42.42 0.549 0.148 0.081
2.0 1021 57.0 53.65 34.98 1.103 0.203 0.114
3.0 1018 56.1 69.30 32.02 1.639 0.272 0.168
4.0 1017 11.6 105.10 31.68 5.998 0.362 0.181
5.0 1014 11.1 152.18 28.69 9.130 0.385 0.286
6.0 1010 5.5 156.57 14.15 8.008 0.559 0.493
7.0 1008 5.0 156.70 9.38 7.310 0.692 0.371

Table 3 Table 7
Physical properties of coarse aggregates. Mechanical properties of gyratory compactor specimens at the end of static creep
tests undertaken by universal testing machine.
Property Test value Standard
PP () Accumulated Initial creep Final creep
Bulk specic gravity (kg/m3) 2698 ASTM C 127-04
strain (le) stiffness stiffness
S.S.D. specic gravity (kg/m3) 2703 ASTM C 127-04
(MPa) (MPa)
Apparent specic gravity (kg/m3) 2712 ASTM C 127-04
Water absorption (%) 0.191 ASTM C 127-04 0 5381.2 109.60 93.67
0.5 5414.8 111.11 92.52
1 4614.0 131.92 112.59
1.5 4666.8 122.72 107.35
Table 4
2 4315.3 131.30 115.75
Physical properties of ne aggregates.
2.5 4059.8 142.23 123.23
Property Test value Standard 3 4086.7 147.23 122.50
3.5 4379.6 134.00 114.42
Bulk specic gravity (kg/m3) 2684 ASTM C 128-04
4 3953.8 149.87 126.52
S.S.D. specic gravity (kg/m3) 2710 ASTM C 128-04
4.5 3879.0 153.00 129.02
Apparent specic gravity (kg/m3) 2756 ASTM C 128-04
5 4019.3 153.17 124.68
Water absorption (%) 0.962 ASTM C 128-04
5.5 3875.3 157.97 129.18
6 3695.8 163.60 135.80
6.5 3923.3 154.77 128.38
7 3688.5 167.23 135.98
Table 5
Type 2 wearing course gradation [58].

Sieve size (mm) Gradation limits (%) Passing (%) Retained (%)
According to the above discussions, all throughout the study, 100 mm speci-
12.7 100 100 0 mens were fabricated with an IPC Servopac Gyratory compactor in the experiments
9.52 80100 90 10 that have been carried out in the laboratory environment [56].
4.76 5572 63.5 26.5
2.00 3653 44.5 19.0
3.2. Bituminous binder and aggregate physical properties
0.42 1628 22 22.5
0.177 816 12 10.0
50/70 penetration bitumen that was obtained from a local renery was used to
0.074 410 7 5
fabricate 100 mm diameter gyratory compactor specimens. Physical properties of
Pan 7
the reference bitumen are presented in Table 1.
In the wet basis modication procedure, the above mentioned base bitumen
was modied by utilizing M-03 type PP bers. The bers were premixed with
bitumen using a standard mixer at 500 rpm for 2 h. This low shear rate is one
in the laboratory environment [4855]. Almost all of the other studies in the vast of the main advantages of PP ber modication when compared to other types
literature are about the physical and mechanical analyses of 150 mm diameter of polymeric bitumen modiers which need high shear mixing rates to attain
specimens prepared with Superpave gyratory compactors. the required the compatibility between the bituminous binder and the modier.

Table 6
Average physical and mechanical properties of six replicate Marshall compacted and gyratory compacted (stated in bold numbers) specimens for different polypropylene
modication amounts.

PP () Unit weight (kg/m3) Air voids (%) Vf (%) VMA (%) Stability (kg) Flow (mm) Marshall quotient (kg/mm)
0.0 2465, 2453 3.443, 3.350 76.990, 77.170 14.919, 14.720 1294.355, 1284.300 3.463, 4.110 376.899, 312.930
0.5 2462, 2441 3.569, 3.780 76.337, 74.929 15.029, 15.122 1355.712, 1319.530 3.416, 4.420 400.559, 298.930
1.0 2459, 2441 3.665, 3.776 75.828, 74.976 15.114, 15.138 1378.510, 1436.760 3.408, 3.870 405.166, 372.000
1.5 2452, 2431 3.949, 4.127 74.449, 73.225 15.365, 15.458 1391.292, 1432.850 3.388, 3.790 411.593, 378.420
2.0 2446, 2425 4.195, 4.393 73.148, 72.070 15.581, 15.694 1453.083, 1600.070 3.233, 3.530 463.103, 452.970
2.5 2437, 2423 4.526, 4.407 71.555, 71.913 15.873, 15.734 1500.593, 1541.840 3.081, 3.450 490.412, 448.060
3.0 2432, 2416 4.707, 4.665 70.710, 70.736 16.033, 15.980 1542.140, 1554.510 2.982, 3.490 523.329, 447.300
3.5 2430, 2416 4.818, 4.685 70.188, 70.655 16.131, 16.008 1626.905, 1647.640 2.826, 3.430 588.954, 483.450
4.0 2419, 2406 5.237, 5.038 68.340, 69.099 16.500, 16.339 1703.500, 1698.840 2.788, 3.500 618.161, 487.030
4.5 2406, 2403 5.761, 5.133 66.112, 68.697 16.961, 16.432 1837.763, 1717.610 2.748, 3.650 680.879, 471.610
5.0 2402, 2397 5.895, 5.380 65.546, 67.670 17.080, 16.670 1971.715, 1595.710 2.628, 3.540 755.850, 453.830
5.5 2394, 2389 6.214, 5.676 64.261, 66.430 17.360, 16.940 1917.643, 1679.830 2.678, 3.610 724.647, 466.790
6.0 2414, 2404 5.443, 5.041 67.429, 69.213 16.681, 16.410 1989.972, 1909.410 2.984, 3.540 682.360, 541.490
6.5 2416, 2406 5.359, 4.952 68.804, 69.640 16.607, 16.341 2113.038, 2118.700 3.169, 3.220 678.393, 659.720
7.0 2421, 2409 5.138, 4.839 68.760, 70.154 16.412, 16.252 2186.930, 2231.265 3.211, 3.440 683.755, 650.200
 S. Tapkn / Construction and Building Materials 44 (2013) 399410 403

Fig. 1. Strain accumulation versus PP amount in static creep tests undertaken.

Fig. 2. Initial creep stiffness versus PP amount in static creep tests undertaken.

Fig. 3. Final creep stiffness versus PP amount in static creep tests undertaken.
404 S. Tapkn / Construction and Building Materials 44 (2013) 399410

Fig. 4. Strain accumulation versus time graphs of the gyratory compactor specimens subjected to creep loading of reference specimens.

Fig. 5. Strain accumulation versus time graphs of the gyratory compactor specimens subjected to creep loading of 3.0 modied specimens.

Fig. 6. Strain accumulation versus time graphs of the gyratory compactor specimens subjected to creep loading of 5.5 modied specimens.
 S. Tapkn / Construction and Building Materials 44 (2013) 399410 405

The mixing temperature was around 165170 C (this temperature was reaching
to higher degrees when the PP addition amount increases more than 5 by
aggregate weight as can be clearly expected due to higher viscosity values)
[57]. For the sake of testing reasons, the base bitumen was also exposed to the
same temperature to equalize the oxidation and aging effects of 2 h of mixing uti-
lized in PP modication. In order to determine the optimal PP addition amount,
ber addition of 0.57.0 by weight of aggregate is being utilized for the pursuit
of optimal PP addition amount. The increase in the addition amount was by 0.5.
To nd the optimum bitumen content of asphalt specimens, Marshall stability
and ow tests were utilized. In order to do this, bitumen contents corresponding
to the mixtures with maximal stability and unit weight, 4% air voids and 70%
voids lled with asphalt, were found and averaged according to the limits given
by the General Directorate of Highways of Turkey [58].
For validation, two different Marshall designs were carried out. In the rst
design, the optimum bitumen content was found as 5%. Second design was
ended with an optimum bitumen content of 4.96%. These two results are very
near to each other therefore the optimum bitumen content of all of the speci-
mens has been taken as 5.0%. Also, an optimum bitumen content of 5% had
been utilized in all through the experiments that have been carried out with
the specimens having a modication amount of 0.57.0 M-03 type PP bers
by weight of aggregate for crosscheck purposes with the previous studies of
the author [4]. The physical properties of the PP ber based bitumen samples
having a modication amount of 17.0 M-03 type PP ber content by weight
of aggregate are given in Table 2.
The performance characteristics, such as specic gravity, ductility, softening
point penetration and penetration index of the PP ber modied bitumen samples
were greatly improved as compared to control specimens as depicted in Table 2.
The specic gravity values have decreased by 1.94%; the penetration values have
dropped to 9.38 dmm and the ductility values have dropped to 5.0 cm when the
maximum amount of PP bers is utilized. The variation in softening point values
at 7 PP ber addition is 106.03 C when compared to control specimens. Penetra-
tion index has progressed from 0.26 to 7.31 which shows the eminent decrease in
the temperature susceptibility via PP ber modication (tests were carried out in
glycerin after 3 ber addition). The signicant increment in the viscosity values
is very clear especially for the 7 PP ber content for both 165 C and 185 C
recordings. The above ndings display the very positive effect of PP ber modica-
tion to the physico-chemical properties of control specimens based on the temper-
ature susceptibility criteria.
The polymers that are used for bitumen modication can be divided into two
broad categories mainly known as plastomers and elastomers. Currently, the most
commonly used polymer for bitumen modication is the elastomer, styrene butadi-
ene styrene (SBS). One of the principal plastomers used in pavement applications is

Fig. 7. Strain accumulation versus time graphs of the gyratory compactor specimens subjected to creep loading of 7.0 modied specimens.

Fig. 8. Unit weight versus PP amount in both gyratory and Marshall compaction.
406 S. Tapkn / Construction and Building Materials 44 (2013) 399410

Fig. 9. Air voids versus PP amount in both gyratory and Marshall compaction.

Fig. 10. Voids lled with asphalt versus PP amount in both gyratory and Marshall compaction.

Fig. 11. Voids in mineral aggregate versus PP amount in both gyratory and Marshall compaction.
 S. Tapkn / Construction and Building Materials 44 (2013) 399410 407

Fig. 12. Stability versus PP amount in both gyratory and Marshall compaction.

Fig. 13. Flow versus PP amount in both gyratory and Marshall compaction.

Fig. 14. Marshall Quotient versus PP amount in both gyratory and Marshall compaction.
408 S. Tapkn / Construction and Building Materials 44 (2013) 399410
the semicrystalline copolymer, ethylene vinyl acetate (EVA) and the other popular
one is PP, which has been investigated in detail throughout this study. A distinction
can be made between the polymer modied bitumens whose continuous phase is a
bitumen matrix with dispersed PP ber particles and samples whose continuous
phase is a polymer matrix with dispersed bitumen globules. At PP ber content be-
low 5.5, the small polymer globules that are swollen by the base bitumen com-
patible fractions are spread homogenously in a continuous bitumen phase. At PP
ber content above 5.5, a continuous polymer phase with dispersed bitumen
phase is observed. In this situation, the properties of the mixture are mainly deter-
mined by the polymer phase, therefore by the type of the polymer. The polymer
modied bitumen samples with this phase morphology have the properties of high
softening point, viscosity and very high temperature susceptibility. Also the plasto-
meric modifying effect of PP ber to bituminous binder by forming a new genera-
tion of network of composite material is responsible for this novel application [4,5].
Continuous aggregate gradation has been utilized in order to t the gradation
limits for wearing course Type 2 set by General Directorate of Turkish Highways
[58]. Crushed stone calcareous aggregate obtained from a local quarry and the ller
which was also obtained from the same aggregate source by crushing and sieving in
the laboratory environment had been utilized in the tests. The physical properties
of coarse and ne aggregates are given in Tables 3 and 4. The apparent specic grav-
ity of ller is 2739 kg/m3.
The mixture gradation and gradation limits are given in Table 5.
3.3. Test setup and gyratory compaction procedures undertaken
The main outcome of this study was the major drawback of the static creep
tests and those that have been carried out worldwide up to date [4,35]. For that
reason, a completely different loading pattern and testing temperature was
adopted for the tests undertaken all throughout the studies. Therefore, in this
study, rst of all, the test temperature was chosen as 50 C, again just like the
ones for the repeated creep testing regime carried by the author and his col-
leagues beforehand to simulate actual in situ conditions [2,5]. A static axial stress,
r, of 100 kPa was applied to the specimens as a preloading for 10 min and after,
500 kPa of loading was applied to the specimens for 1 h to simulate in place con-
ditions in a realistic manner [4]. Also it has to be mentioned that, in todays mod-
ern pavement engineering practices, there are also other bitumen modifying
agents than PP bers which need to be tested in actual stress levels (like
100 kPa of preloading and 500 kPa loading level in static creep test, not 10 kPa
preloading and 100 kPa loading level like the older practices) in order to show
the very positive contribution of these modiers to the genuine mechanical
behavior of modied asphalt mixtures under severe environmental and loading
conditions.
All through the tests, an IPC Servopac gyratory compactor has been utilized to
produce 100 mm asphalt specimens [56]. In order to be able to determine the opti-
mal amount of PP ber addition, 180 specimens have been produced and tested
mechanically via static creep and Marshall stability and ow analyses.
As the usual practice, 600 kPa ram pressure and 1.25 gyratory angle have been
used in the gyratory compaction efforts. In order to produce these gyratory compac-
tor specimens, very intense testing has been carried out. The procedure followed
through these studies is as follows:
(a) Target air voids concept has been utilized in a way that the air void values
should have been between 3% and 5% for both reference and PP modied
specimens according to the acting standards [58].
(b) Table 6 was the guide in the search for an optimal gyration number of both
reference and PP modied specimens. The gures given in normal charac-
ters stand for the results of the specimens prepared via Marshall compac-
tion and the gures given in bold characters stand for the results of the
specimens prepared via gyratory compaction. The Marshall design air
void values were tried to be reached with the aid of the software embed-
ded in the IPC Servopac gyratory compactor (target air voids content) [56].
By the aid of this software, gyration angle, specimen height, air voids, unit
weight, shear stress and vertical stress can be monitored online. Air voids
value was the main parameter that has been monitored in a detailed man-
ner. Moreover, voids lled with asphalt, voids in mineral aggregate, unit
weight, stability, ow and Marshall Quotient values have been continuously
checked with the previously prepared Marshall specimens properties [4].
When Table 6, which is representing the values of more than 180 specimens
respectively is examined, it can be clearly seen that the physical and mechanical
properties are very similar to each other (except the stability values for 5 and
5.5 of aggregate by weight, ow and Marshall Quotient values as the compaction
mechanism of gyratory compactors is extremely different than the standard Mar-
shall procedure).
3.4. Static creep testing
The mechanical properties of gyratory compactor specimens at the end of static
creep tests undertaken by UTM are given in Table 7. These are the average end of
test values (preloading [for initial creep stiffness] and actual loading [strain
accumulation and nal creep stiffness]) obtained for each set of specimens prepared
by utilizing different PP ber modication amount. In Figs. 13 these values are
given once more in order to draw the attention to the optimal addition of ber
addition. In these three gures, both the gyratory compactor (plotted in red)1 and
Marshall specimens (plotted in blue) corresponding static creep test results are
presented.
When Fig. 1 is examined, it can be clearly seen that, at PP addition amount of
3.0 by weight of aggregate, the strain accumulation values of gyratory compac-
tor specimens at the end of 70 min of static creep testing are correspondingly
smaller than the Marshall specimens. On the other hand, the reader should bear
in mind that the unit of the strain accumulation is in le. Therefore in reality, it
is not possible to gure out these differences in a visual manner. When we con-
sider the PP addition amounts greater than 3.0, it can be seen that this time,
Marshall specimens strain accumulation values are a bit less than the gyratory
compactor specimens. On the other hand, the control specimens prepared by
gyratory compaction have a nal strain accumulation value of 5381.2 le which
is approximately 27.61% less than the Marshall specimens nal strain accumula-
tion value. Moreover, the 6 PP modied gyratory compactor specimens have a
nal strain accumulation value of 3695.80 le. This corresponds to a decrease of
approximately 31%. The difference between this value and Marshall specimens
value is only 731.30 le and is not a remarkable difference from pavement engi-
neering point of view.
The most important criteria for the determination of optimal addition amount
of PP bers is the point where the decline in the strain accumulation values stops
and a rise starts. The band between the minimum and maximum values of strain
accumulation for gyratory compactor specimens is not as wide as the band for Mar-
shall specimens but one can easily conclude that somewhere around 6 PP ber
addition amount can be a good estimate for the optimal modication value. The
5.5 of PP ber addition can therefore again be accepted as the optimal addition
amount as the strain accumulation value is only 4.63% greater than the 6 of PP
addition amount.
A similar argument is valid for Fig. 2 as can be expected. Up to the half of the
addition amount of PP bers, the gyratory compaction has a clear advantage on
Marshall specimens. But the second half of the test results are showing the superi-
ority of the Marshall compaction on gyratory compaction from the initial creep
stiffness point of view. Also, similar to the above discussion for strain accumulation,
5.5 of PP ber addition can again be accepted as the optimal addition amount.
When Fig. 3 is examined, it can be concluded that the same arguments are valid
as the arguments that are valid for Figs. 1 and 2. So this again leads to the determi-
nation of optimal PP addition amount as 5.5.
On the other hand, the initial and nal creep stiffness values are 109.60 and
93.67 MPa respectively. When the 6 PP modied specimens are investigated,
these values are 163.6 and 135.8 MPa respectively. These values correspond to an
increase of 49.27% in the initial and 44.98% in the nal creep stiffness values and
must be highlighted.
In order to give samples for the strain accumulation versus time graphs of the
specimens subjected to static creep testing, reference, 3.0, 5.5 and 7.0 mod-
ied specimens curves are given below in Figs. 47 (the percentage values in the
respective legends stand for air void values).
3.5. Marshall stability and ow analyses
Gyratory compactor specimens (at the optimum bitumen content of 5%) were
fabricated by 600 kPa ram pressure and 1.25 gyratory angle. 50/70 penetration
bitumen was modied in the laboratory with M-03 type PP bers. A total of 90
Marshall specimens were fabricated and tested to obtain the relevant physical
and mechanical properties of them. When compared with the amount of tests
undertaken in the similar studies available in the literature, rst of all testing of
90 specimens is really an extensive way of carrying out analyses. Second, in this
study, all of the specimens had been prepared by utilizing optimum bitumen con-
tent therefore a pursuit for optimal PP addition amount is sought [4]. This time,
the power of gyratory compaction in order to fabricate asphalt specimens lying in
the specication limits is carried out by knowing the best type of modier is
M-03 PP bers. Average physical and mechanical properties of six replicate
Marshall specimens can be found in Figs. 814.
The outcomes of the above 7 gures can be summarized as follows:
(a) First of all, the superior properties of Marshall specimens is taken clearly a
step further ahead with the introduction of gyratory compaction.
(b) The unit weight values are decreasing till 5.5 PP addition amount (this
decrease is approximately 2.60%) and from this point forward, they start
to increase again. This difference is around 2.9% in the Marshall specimens
and this shows a great correspondence between the outcomes of the two
very different compaction mechanisms in nature.
1
For interpretation of color in all of the Figs. in the study, the reader is referred to
the web version of this article.
 S. Tapkn / Construction and Building Materials 44 (2013) 399410
(c) The air void values again increase up to a level of 5.5 addition amount (an
increase of approximately 70%) and a clear decrease is visualized from that
point. This increase was around 80% for Marshall specimens.
(d) The voids lled with asphalt (Vf) values show a similar behavior as
described above up to 5.5 (a decrease of 14% approximately) and the
increase in the pattern is similar again. The very similar Marshall
specimens followed the same physical behavior with a decrease of
16.5%.
(e) The asphalt specimens prepared with IPC Servopac gyratory compactor
shows a 15% increase up to the very same PP addition amount of 5.5
for voids in mineral aggregate (VMA) values. This increase was 16.4% for
the Marshall specimens.
(f) The increase in the stability values of the gyratory compactor specimens
deserves attention. If we want to gure out, this increase is 74% when we
reach to 7 PP addition amount. The very same value was 69% for speci-
mens compacted with Marshall hammer. The polymer modied bitumen
samples with this phase morphology have the properties of high softening
point, viscosity and very high temperature susceptibility. Also the plasto-
meric modifying effect of PP ber to bituminous binder by forming a new
generation of network of composite material is responsible for this novel
application [4,5].
(g) The ow values decreased by 14 when the PP addition amount has
reached to 5. In the Marshall specimens, this decrease was around 23%.
The reader can easily notice the uctuations in the ow values for gyratory
compaction. But one has to bear in his/her mind that the nature of the ow
test and the relevant equipment is prone these kinds of changes. Also a sim-
ilar argument is valid for the decrease in the ow values according to the
fact that PP is a plastomer as explained above.
(h) The Marshall Quotient values have increased by 110% with the addition of
6.5 PP by weight. This increase was 92% for Marshall specimens. Also the
uctuations in the Marshall Quotient values can be explained by the above
arguments which is also valid for ow values.
4. Conclusions and further recommendations
The addition of the PP bers into the asphalt mixture enhances
the mixture properties in a very favorable manner. The decrease of
the strain accumulation at the end of the static creep tests corre-
spond to approximately 31%. The initial and nal creep stiffness
values have increased by 49.27% and 44.98% correspondingly.
The average stability values of the control specimens increase up
to 74% when 7 PP modication is carried out. This is a dramatic
increase when seen from the pavement engineering point of view.
The unit weight values drop by 2.60% until 5.5 PP amount is
reached and after this point on, tends to increase again. The air
voids increase by 70% until 5.5 PP amount, and start to decrease
from thereon. Voids lled with asphalt values show a similar trend
(14% decrease) up to 5.5 PP addition. The voids in mineral aggre-
gate values increase by 15% up to 5.5% addition of PP and start to
decrease from this point on. The tendency of ow values is similar
(14% decrease). Finally, Marshall Quotient values increase by 110%
which is a clear indication of pseudo stiffness. Therefore the 5.5
M-03 type PP ber addition is the optimal addition amount for this
type of wet modication. So, another supporting means to the
determination of rutting susceptibility can be explored by this
means in a perfect manner by the researchers who are working
with the same kind of or different bitumen modiers, needless to
say, for similar and specic type of aggregate sources, bitumen,
aggregate gradation, mix proportioning, modication technique
and laboratory conditions to determine the optimal modier addi-
tion amount to asphalt concrete mixtures. Static creep tests can be
carried out on the PP ber modied specimens at temperatures
10 C above or below 50 C and with different loading values and
patterns. Also, wheel-tracking test, which is another important
instrument to determine the rutting susceptibility and potential
of polymer modied bituminous mixtures can be carried out in or-
der to determine the behavior of PP ber modied specimens.
Moreover, a prospective study may focus on the behavior of the
PP modied asphalt specimens at lower temperatures below zero
in order to model the low temperature cracking patterns in the lab-
oratory environment.
409
Acknowledgement
This study was supported by Anadolu University Research Fund
with Grant No.: 08.02.38.
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