Evaluation of Waste Plastic Modified Bitumen And Crumb Rubber Modified Bitumen to be

Used in Structural Layer of Bituminous Mix Using Rolling Compactor Cum Rut Analyzer

Bhargava .J*, Lakshmi Sagar*.

* Under Graduate Students in Civil Engineering, Dayananda Sagar College of Engineering, S.M. Hills, K.S. Layout, Bangalore-
560 078.

Abstract
Today in India rapid urbanization and Industrial growth has led to produce large quantum of waste products, of which predominate
waste are waste plastics and tyres. The rubber from waste tyres and waste plastics from carry bags are blend with neat bitumen
to produce modified bituminous binders called Crumb Rubber Modified Bitumen-55 (CRMB-55) and Waste Plastic Modified
Bitumen (WPMB) respectively. These bitumen’s were used in structural layer of pavement and its performance was studied.
CRMB has played a pivotal role in improving the rutting characteristics of Dense Bituminous Macadam as it carries 2000 passes
0 0
at 60 C whereas WPMB carried 1500 passes at 60 C. In fatigue test both CRMB and WPMB carries 1.5 times more repetition
2 0
than plain 60/70 binders. It was observed that 60/70 grade binder exhibited lower indirect tensile strength of 1.87 Kg/cm at 60 C
when compared to other binders.

Keywords:
Crumb Rubber Modified Bitumen (CRMB); Waste Plastic Modified Bitumen (WPMB)

1 INTRODUCTION higher service temperatures [1]. Recently in the year 2006

Bitumen is predominantly used to construct pavements for
roads, Highways, and Runway of airports. Bituminous
pavements are an extensive part of the roadway system in
India. Building and maintaining these highways is an
expensive task, therefore, it is vital that a quality product be
consistently produced. Dense Bituminous Macadam (DBM)
which is used as structural layer on these highways consists
of bitumen as binder and the overall performance of the
mixture is largely dependent on the type of binder and its
quality. Efforts are continually being made to increase the
quality and performance of DBM in pavements by introducing
stringent quality control testing procedure both for binders as
well as binder aggregate mixture. In this context several
bituminous binders both plain and modified binders are been
used to enhance the performance of the DBM layer out of
which Crumb Rubber Modified Bitumen-55 (CRMB-55) binder
and Waste Plastic Modified Bitumen (WPMB) binder are two
such modified binders which are obtained by blending waste
rubber and waste plastic in plain bitumen respectively. The
agencies which manufacture these modified binders claim
that the performance of the DBM layer can be improved by
using these modified binders, hence there was a need for
evaluating the performance of binders in laboratory by using
superpave method of evaluating the binder has the
conventional method of evaluating binder did not have
correlation with field performance of the binder [1, 7].
another method of grading bituminous binders has been
introduced by Bureau of India Standards based on the
viscosity of binder. The new specification system would
measure the consistency of the bitumen at temperatures
approximating the maximum pavement surface temperature.
The system still failed to provide a means for evaluating the
low temperature performance of bituminous binders. The
system neither evaluated modified binders nor considered the
effect of aging on bituminous binders in service.
1.2 Problem Statement
+ grading of binder, in both system the performance of binder
with respect to visco-elastic behavior, aging or performance
of binder with respect low temperature is not evaluated hence
it was necessary for the current studies to adopt binder
evaluation as per specifications of superpave binder
specifications as this specification relates the laboratory
evaluation of binders to that of field performance with respect
visco-elastic behavior, Ageing and low temperature behavior
of binders. [7] With this conventional test such as penetration,
softening point, ductility and elastic recovery were also
conducted on binders. Certain performance evaluation tests
such as rutting, fatigue, indirect tensile test and moisture
Sensitivity test were performed on DBM mix using the binders
which qualified the superpave binder test specifications.
2.0 CALCULATION OF PAVEMENT TEMPERATURE

1.1 History of Binder Evaluation in India
The Bureau of Indian Standard (IS) published the standard
specifications for penetration graded bitumen in 1978. The
penetration grading system was created to establish different
bitumen grades for varying climates and applications. The
primary test for penetration grading is the penetration test.
The penetration test is an empirical consistency test that
measures the penetration of a standard needle into a sample
o 2
of original bitumen at 25 C under a standard load and
duration. A retained penetration test is also performed on the
bituminous binder following short-term aging (hardening) in a
thin-film oven. Additional tests are conducted to evaluate the
binder’s flash point, purity, and ductility. The penetration test
is purely empirical. It fails to measure the consistency of the
binder in fundamental scientific units. In addition, the
o Peninsular India zone, West Central India Zone, North West
performance of the binder during testing at 25 C, which is
close to the average pavement service temperature, may not
be applicable to the performance of the binder at lower or
As the study was taken to evaluate the suitability of the
binders for Indian climatic condition it was very necessary for
the authors to finalize the pavement temperatures which are
experienced across the country, currently this data was not
available as it was not recorded till date, hence the pavement
temperature in current study were calculated by using the
equation given by superpave [8]. The maximum and minimum
pavement temperature at a depth of 20 mm below pavement
surface and at pavement surface were calculated using
equation Tmax = ((Tair – 0.00618 Lat + 0.2289 Lat +
o
42.2)(0.9545) – 17.78), Tmin = 0.859 Tair + 1.7 C respectively
[8]. The data such as latitude position and ambient
temperature across country were collected from Indian
Institution of Metrological Department, Pune and pavement
temperature were calculated. According to the data provided
by the department India was divided into five zones viz.,
India Zone, Central North East India Zone and North East
India Zone. The pavement maximum and minimum
temperature when calculated across the country expect for
few places in zones like North West India Zone, Central North
East India Zone and North East India Zone all other places
showed a higher and intermediate pavement temperature.
Based on calculated temperature values it was decided to
0 0
evaluate the binder for higher temperatures like 70 C, 64 C
0
and 58 C. Has most of India falls in tropical climatic zone the
effect higher pavement temperature plays vital role rather
than lower pavement temperature, hence the studies on
0 0 0
binder were performed at 70 C and 64 C and 58 C
temperatures. Here tests for low temperatures such as
Bending Beam Rheometer or Direct Tension Test were not
performed.
3.0 SUPERPAVE BINDER TESTS
Laboratory test on binders were conducted at Dayananda
Sagar College of Engineering (DSCE), Bangalore, using plain
60/70 bitumen, CRMB-55, WPMB modified bitumen. All the
three binders were tested for visco-elastic behavior on fresh
and short term aged binder using a Dynamic Shear
Rheometer (DSR). Viscosity of binder was determined by
using Rotational Viscometer, in addition to this the flash point,
penetration, softening point, ductility and elastic recovery of
binders were determined.
3.1 Rotational Viscosity Test
Viscosity tests were conducted on all the four binder using a
rotational viscometer. The Rotational Viscometer determines
the asphalt viscosity by measuring the torque necessary to
maintain a constant rotational speed of a cylindrical spindle
submerged in an asphalt specimen held at a constant
temperature, as per the ASTM 4402 standard test method.
Unlike the capillary viscometers used with the viscosity-
graded method, the rotational viscometer can evaluate
modified asphalt binders. The viscosity of asphalt binders can
be measured within the range of 0.01 Pa·s (0.1 poise) to 200
Pa-s (2000 poise) [7]. All the four binders when measured for
viscosity qualify the superpave specifications of maximum
0
value 3 Pa-s at 135 C. The table 1.0 shows the viscosity test
results. Figure 1.0 show the rotational viscometer used to
measure the viscosity.
Table 1.0: Showing Viscosity Test Result using
Rotational Viscosity.
Test CRMB- Test
60/70 WPMB
Specifications 55 Criteria
Viscosity @
0 ASTM
135 C in Pa-s, 0.63 2.03 1.63
4402
Max 3.0 Pa-s
Figure 1.0: Rotational Viscosity.
3.2 Dynamic Shear Rheometer Test
Dynamic Shear Rheometer (DSR) tests were conducted on
plain and short term aged binders. In the DSR test operation,
the asphalt sample is compressed between two parallel
plates, one is fixed and the other one oscillates, as shown in
the Figure 2.0 below. The DSR test measures the complex
shear modulus, G* and phase angle δ of the binder. The
complex shear modulus is a measure of total resistance of a
material to deform when exposed to repeated pulses of shear
stress. The phase angle is an indicator of the relative
amounts of the recoverable and non-recoverable deformation
[7].
Figure 2.0: Working of Dynamic Shear Rheometer and
Rheometer Used for Studies.
0
The DSR tests were conducted at 70, 64 and 58 C for all the
four binders on original binder and similar exercise is done on
short term aged binder sample. The samples were subjected
to short term aging using a Thin Film Oven (TFO). The TFO
test simulates short-term aging by heating a film of asphalt
binder in an oven for 5 hours at 163° C (325° F). The effects
of heat and air are determined from changes incurred in
physical properties measured before and after the oven
treatment by other test procedures. Figure 3.0 shows a set up
of Thin Film Oven Test.
Figure 3.0: Shows Thin Film Oven Test Set Up.
DSR test was conducted on original binder at the temperature
mentioned as above, DSR rutting factor G*/sinδ value is
measured, which represents a measure of the high
temperature stiffness or rutting resistance of binders. The
SHRP superpave PG binder specifies minimum value for
G*/sinδ of 1.00 Mpa. When test was performed on original
binders CRMB-55 and WPMB qualified the test at 70, 64 and
0 0
58 C temperatures. The 60/70 grade qualifies the test at 58
0
C and fails at 70 and 64 C. Similarly DSR test was
performed on three binder’s viz., CRMB-55, WPMB and
60/70 was conducted after aging the binders using TFOT.
The SHRP superpave PG binder specifies minimum value for
G*/sinδ of 2.20 Mpa after subjecting it to short term aging.
The tests were performed on the aged sample at three
temperatures. CRMB-55 qualified the test at all the three
0
temperatures whereas WPMB failed at 70 C and passed at
0
other two temperatures. Similarly 60/70 grade qualified at 58
C. Table 2.0 shows the test results of the binders at various
temperatures [9].
3.3 Conventional Test Results
Apart conducting tests on binders as per superpave
specifications it was subjected to conventional tests like
penetration, ductility, softening point, flash and fire point, loss
in mass and elastic recovery, the results are given below in
the Table 3.0. When the original binders were subjected to
the conventional tests it was found that CRMB-55 showed a
maximum value in case of softening point test followed by
WPMB and 60/70. When checked with elastic recovery test
values only CRMB-55 qualified test limit and all the binders
failed to mach the test specification. The criterion which is a
requirement for a binder to qualify superpave specifications is
0
flash point, only CRMB-55 qualifies the said limit of 230 C
and other binders do not qualify this criterion. Similarly when
aged binders were subjected to conventional tests and it was
found that there was a significant gain in softening point in all
binder, but CRMB-55 again had higher softening point
compared other binders. There was a reduction in elastic
recovery in all binders. But loss in mass was found to be in
limit as specified by the superpave specification. Due to non
availability of Pressure Aging Vessel (PAV) at the testing
centre the further tests as per superpave specifications were
not conducted. As fatigue characteristics of binder using DSR
has to be found by performing test on binder after aging the
binder using RTFO and PAV.

Properties of Original Binder

Test Description and
60/70 CRMB-55 WPMB
Criteria
Test Temperature in deg C 70 64 58 70 64 58 70 64 58
Dynamic Shear AASHTO-TP5
- - 1.8 2.2 3.9 7.3 1.5 2.6 4.5
G*/Sinδ, Min 1.00 kpa
Properties of Short Term Aged Binders using (Thin Film Oven)
Dynamic Shear AASHTO-TP5
- - 3.2 3.9 6.4 8.6 2.0 3.8 5.6
G*/Sinδ, Min 2.20 kpa

Table 2.0: Shows the Test Results of the Binders at various Temperatures.

Properties of Original Binder

Test Description and Criteria 60/70 CRMB-55 WPMB

Penetration (mm) at 25 deg c IS: 1203-1978 69 47 43

Softening Point in deg C IS: 1205-1978 46 55 54

Ductility (cm) IS: 1208-1978 >75 22 47

Elastic Recovery in % (Min 50%) at 15 deg c IRC 2 64 15

SP :53-2002

Flash Point in deg C Min 230 deg C IS: 1209-1978 175 246 210

Fire Point in deg C IS: 1209-1978 280 285 273

Specific gravity IS: 1202-1978 0.99 1.01 1.02

Properties of Short Term Aged Binders (Using Thin Film Oven Test Samples)

Test Description 60/70 CRMB-55 WPMB

Penetration (mm) at 25 deg c IS: 1203-1978 61 47 40

Softening Point in deg C IS: 1205-1978 49 58 57

Ductility (cm) IS: 1208-1978 76 17 44

Elastic Recovery in % at 15 deg c IRC SP: 53-2002 1 58 13

Loss in Mass in % (Max 1%) 0.056 0.048 0.030

Table 3.0: Shows the Test Results of the Binders.

4.0 PREPARATION OF DENSE BITUMINOUS MACADAM
MIX (DBM)
Tests on aggregate were conducted and physical properties
are show in Table 4.0 below. *Combined F & E index test for
stone dust is not conducted.
Aggregate gradation adopted for the current study was
superpave specifications for DBM grading-1. Table 5.0
Shows the Combined Grading for DBM. A Job Mix Formula
(JMF) was prepared in which three trail blends were tried,
and trail blend -1 was finally selected. Figure 4.0 shows
combined aggregate structure. Compaction for mix design
was done using a Rolling Compactor cum Rut Analyzer
(RC&RA). The Optimum Binder Content (OBC) of three
binder’s viz., CRMB-55, WPMB and 60/70 were 4.8, 4.8 and
4.9% respectively by weight of aggregate.
 Result
Sl. No. Test Description Test Method
20 mm 10 mm Stone Dust
4.0 8.5
1. Combined F&E Index (%) IS:2386 (Pt I-1963) *
12.5
2. Specific Gravity IS: 2386 (Pt IV-1963) 2.67 2.66 2.70
3. Water Absorption (%) IS: 2386 (Pt III-1963) 0.25 0.40 0.65
4. Impact Value (%) IS: 2386 (Pt IV-1963) 15.30
5. L.A. Abrasion Value (%) IS: 2386 (Pt IV-1963) 16.8
6. Soundness with MgSo4 IS: 2386 (Pt V-1963) 6.25

Table 4.0: Shows Physical Properties of Aggregates.

100

90

80 Sieve Size
Combined Grading
70 in
Mm Trail - 1 Trail - 2 Trail - 3
Percent passing

60

50
45 100 100 100
40
37.5 94 95 100
30

20
26.5 79 81 93
10 19 54 56 76
0
0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5
13.2 35 37 51
Sieve Size (Raised to 0.45 Pow er) 4.75 25 27 32
Control Points Trial blend 1 Trial blend 2 Trial blend 3 2.36 18 20 22
0.300 12 15 16
Figure 4.0: Gradation Curve for Dense Bituminous
Table 5.0: Showing Combined Grading. 0.075 5 7 5
Macadam.

Figure 5.0: Rolling Compactor cum Rut Analyzer.

4.1 Rutting Test on Dense Bituminous Macadam WPMB showed same deformation trend in the graph up to
150 passes later CRMB-55 showed some significant
Specimens were casted using CRMB-55, WPMB and 60/70 improvement in deformations up to 2000 passes, later the
grade at there OBC’s and was subjected to rutting test using failure was rapid. Here 60/70 grade binder failed at 110
an indigenously manufactured by authors called Rolling passes. Figure 6.0 shows comparison of rutting test on
0
Compactor cum Rut Analyzer (Patent Pending). The unique binders at 60 + 1 C for DBM Grade-1[11, 12]
features of this compactor are it can apply a constant
pressure of 600 kpa and if required the pressure can be
applied up to 3000 kpa. Similarly the rolling speed in the
compactor can be varied. It has a temperature control unit
which maintains the pre selected compaction and test
temperature. With this the equipment is also capable of
noting the densification data of the mix while compaction of
mix. Using these measurements the specimen’s compaction
characteristics can be developed. The compactor is also
capable of producing the vibrations in range of 0.5 to 1.5 Htz
during compaction. The compactor is an hydraulically
operated with twin non return valve system and has a
Programmable Logical Circuit (PLC) which is in-turn
connected to vertical and horizontal transducers and capable
of recording minuet change as 1mm. The Figure 5.0 shows
picture of Rolling Compactor cum Rut Analyzer. The rutting
test was conducted on the specimens casted at its OBC and
0 2
was conditioned at 60+1 C, a tyre pressure of 6.2 Kg/cm
was maintained constantly through out the test. It was
observed that both the modified binders CRMB-55 and
 Number of Passes (in Hundred)
0 R2= 0.8952
0 5 10 15
-5
60/70 Grade
R u t D ep th in m m
Binder @ 4.9
-10
% OBC
-15
-20
WPMB @ 4.8 %
-25 OBC
Figure 6.0: Showing Comparison of Rutting Test on
0 0
Binders at 60 + 1 C for DBM Grade-1
4.2 Fatigue and Indirect Tensile Strength Test on Dense
Bituminous Macadam
An attempt was made to study the performance of DBM
mixes under repeated loading. The study was conducted at a
0
temperature of 60+1 C [1]. The Indirect Tensile Strength (ITS)
test was performed by loading a Marshall specimen with a
single compressive load, which acts parallel to and along
vertical diametrical plane. This loading configuration develops
a relatively uniform tensile stress perpendicular to the
direction of the applied load and along the vertical diametrical
plane, which ultimately causes the specimen to fail by
splitting along the vertical diameter. A 12.7 mm wide strip
loading was used for 100 mm diameter specimen to provide a
uniform loading width which produces a nearly uniformly
stress distribution [3]. The load at failure was recorded and
the indirect tensile strength was computed using the relation
σ x = (2 * P) / (π * D * T) [3].
Where,
σ x = Horizontal Tensile Stress
P = Applied load
D = Diameter of the Specimen
T = Thickness of the specimen.
The specimens were casted at their respective OBC’s for
different binder’s and tested for Indirect Tensile Strength
(ITS) and failure loads of different binders were noted. It was
observed that 60/70 grade binder exhibited lower indirect
2 0
tensile strength of 1.87 Kg/cm at 60 C when compared to
other binders. Again specimens were prepared using different
binder’s viz., CRMB-55, WPMB and 60/70 grade at there
OBC’s and was subjected to repeated loading at rate of 60
cycles/min, at stress levels of 40% and 50% of indirect tensile
strength value of 60/70 grade binder. It was observed that
both CRMB-55 and WPMB specimens were able to carry
load 1.5 times more that of plain 60/70 grade binder. Figure
0
7.0 shows the fatigue test at 60 +1 C for DBM.
6000 y = 9.3782x + 3770.3
Tensile Strain in Microstrain
5000 y = 8.6286x + 852.86
20 25 30
CRMB-55 @ 4.8 4000 R2= 0.9931
% OBC y = 8.0541x + 1925.7
3000
R2= 0.9314
2000
1000
0
0 100 200 300 400 500 600 700
No. of Repetitions
CRMB-55 WPMB 60/70 Grade Binder
Figure 7.0: Showing Comparison of Fatigue Test on
Binders at 60 + 1 C for DBM Grade-1
4.3 Evaluation of Moisture Sensitivity
In this test specimens are compacted to approximately 7
percent air voids at design binder content. A total of six
specimens are casted one subset of three specimens is
considered as control specimens. Other three specimens are
conditioned. The conditioned specimens are subjected to
partial vacuum saturation and then the specimens are kept at
o o
60 C for 24 hours followed by 2 hours at 25 C. All specimens
are tested to determine their Indirect Tensile Strengths [1].
The moisture sensitivity is determined as a ratio of the
average tensile strengths of the conditioned subset divided by
average tensile strengths of the control subset. The criterion
for tensile strength ratio is 80 percent, minimum. All the
binders qualified the test limit of 80 percent.
Average tensile strength of conditioned samples
T.S.R. =
Average tensile strength of controlled samples
Where,
TSR = Tensile strength ratio in percent
5.0 Conclusions and Recommendations
In current studies plain binder 60/70, modified binders CRMB-
55 and WPMB were tested as per the procedures of Indian
Standards and as per Superpave binder test procedure.
Indian Standards test on binders didn’t distinguish the
performance of the binders, but when similar binders were
tested as per superpave it was observed that plain binder did
not qualify the test specifications and WPMB did not qualify
the test criteria for higher temperatures. Hence it is
recommended to adopt Superpave binder testing
specifications for Indian Condition.
All binders qualified Superpave specification viscosity test. It
was the DSR test results clearly indicated that CRMB-55 was
the only binder which qualifies all the temperature ranges and
0
even qualifies at 70 C. CRMB-55 was the only binder which
satisfied the flash point criteria.
Both modified binders showed better fatigue, rutting
resistance when compared to unmodified binder 60/70.
CRMB-55 performs better than WPMB and 60/70 this is due
to carbon black; styrene butadiene rubber with bitumen has
improved Rheological properties for high temperatures.
Hence when used in DBM can give a better and stiff
pavement layer which can perform well in the field.
WPMB can be used effectively in modate temperature zones
and CRMB-55 can be used effectively high temperature
zones.
DSR test results indicate that CRMB-55 was the only binder
qualifying at higher temperature for the rutting criteria with a
value of 2.2 kpa for original binder and 3.9 kpa after short
term aging. These test results of binder are validated by the
rutting test results when tested using RC&RA, where CRMB-
0
55 at 60+ 1 C temperature sustained 2000 passes before it
fails.
By using modified binders in DBM layers apart from
enhancing the performance of mix the environmental problem
of disposing the rubber, plastic waste can be solved to some
extent.
Scope for further studies
Further it is necessary to lay field test tracks using these
modified binders at various temperatures and traffic
conditions, then performance evaluation of the test tracks are
to be carried out at regular intervals. The binders have to be
evaluated for its performance at low temperatures. The
conventional methods of evaluating binders at laboratory
have to be revised and have to adopt performance oriented
evaluation for binders has well as mixes.
Acknowledgements
The work reported herein was conducted as a research
studies at Dayananda Sagar College of Engineering,
Bangalore under the guidance of B.V. Kiran Kumar Assistant
Professor, Department of Civil Engineering, DSCE. The
authors acknowledge the valuable guidance and support
extended by our guide Prof. B.V. Kiran Kumar. The authors
would also like to acknowledge M/s Tinna Overseas Limited,
New Delhi and M/s KK Waste Plastic Management Pvt. Ltd,
Bangalore for supplying modified binders to the research
centre.
Disclaimer
The contents of this paper reflect the view of the authors who
are responsible for the facts, findings and data presented
herein.
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