Mechanical properties of asphalt mixtures containing reclaimed asphalt

incorporating Acrylonitrile Butadiene Styrene (ABS)

Kamalasekar Athiappan1 , Rajiah Murugasan2, Chandrakasu Makendran3, Francis Michael Raj4

1
Thiagarajar College of Engineering, Department of Civil Engineering. 625015, Madurai, India.
2
Anna University, Department of Civil Engineering. 600025, Chennai, India.
3
National Institute of Technology, Department of Civil Engineering. 620015,Tiruchirapalli, India.
4
Stella Mary’s College of Engineering, Department of Mechanical Engineering. 629202, Aruthenganvilai, India.
e-mail: [email protected], [email protected], [email protected], [email protected]

ABSTRACT
Huge accumulations of Recycled asphalt pavement (RAP), scarcity of bitumen obtained from natural resources,
RAP causing environmental pollution, and increased construction of flexible pavement all over the world led the
researchers to reuse the improved aged bitumen by modifiers. Hence, in this research, the reclaimed aged asphalt
improved by ABS (5% weight of virgin bitumen) was partially replaced by virgin bitumen (10 to 60% with an
increment of 10%) used in the asphalt mix, and mechanical properties such as stability, flow, rutting resistance,
fatigue life, Indirect Tensile strength, and resilient modulus were investigated. The research concluded that the
aged reclaimed asphalt containing 5% ABS can be partially replaced up to 30% by conventional virgin bitumen,
exhibiting better performance without compromising the mechanical properties of the asphalt mix.
Keywords: Asphalt mix; Reclaimed Asphalt; Waste; Fatigue; Rutting.

1. INTRODUCTION
With more than 600 million kilometers of roads, China has the longest road infrastructure in the world with
over 4.5 million km followed by India, which has an additional 5.4 million kilometers [1]. Around 90% of
India’s roads are built with flexible pavement, and the entire road network has an overall length of 54.83 lakh
km. In India, around 90% of the roads are built with flexible pavement, and the total length of the road network
is 54.83 km [2]. Road construction uses a significant amount of natural resources, such as aggregates such as
gravel, sand, and crushed stone, to construct the base, sub-base, and surface courses of roads. Bitumen, which is
a sticky, black tar-like substance that is used to bind, aggregates together in asphalt, Sustainable road construc-
tion is an important way to reduce the environmental impact of roads. By using recycled materials, improving
efficiency, and using sustainable materials, we can build roads that are better for the environment [3].
An industrial waste could easily be incorporated into pavement design to preserve pavement quality [4].
Guidelines for the use of waste materials, such as blast furnace slag, steel slag, and copper slag, for the inclusion
of different pavement layers in road constructions built in rural areas have been issued by the INDIAN ROAD
CONGRESS [5]. The recycle materials are possible to use as the partial replacement in the virgin asphalt mix
which does not affect the Marshall parameters such as volumetric parameters, stability and flow in the con-
struction of the new flexible pavement [6]. The study’s findings reveal that the approach of establishing hot
recycled asphalt mixtures with the incorporation of RAP is not only an appealing choice based on the notion of
environmental sustainability, but also a source of financial expense reduction relying on rivalry for the design of
flexible asphalt pavement overlays [7]. The researchers also found out that, the virgin binder consumption can
be reduced by 12.9% and 35.7% by incorporating 10% and 30% RAP respectively in the virgin asphalt mix [8].
Plastics became a widespread commodity; they penetrate every aspect of human life today. In 2015, the
production of plastics increased from 2 000 tons in 1950 to 322 000 tons [9]. In order to reduce the construction
cost and disposal in landfills that cause environmental problems, the aged bitumen and aggregate obtained from
the Recycled Asphalt pavement (RAP) material have to be reused [10, 11]. Hence, the researchers are focused
on restoring the aged reclaimed bitumen property closer to the virgin bitumen to reuse the bitumen in flexible
pavement construction [12].

Corresponding Author: Kamalasekar Athiappan    Received on 11/07/2023    Accepted on 21/08/2023

DOI: https://doi.org/10.1590/1517-7076-RMAT-2023-0201
 ATHIAPPAN, K.; MURUGASAN, R.; MAKENDRAN, C., et al., revista Matéria, v.28, n.4, 2023

The modification of bitumen binder is typically done using thermoplastic polymer materials such as
Thermoplastic Polymers, Thermosetting Plastics, rubbers, and Block Copolymers, with the aim of improving
the performance of bitumen by increasing its viscosity and rutting sensitivity [13, 14]. The elastic and viscous
properties of bitumen get improved to a greater extent at 5% replacement of Acrylonitrile Butadiene Styrene
(ABS) by virgin bitumen [15]. Abs containing bitumen are stiffer at low temperatures and have high resistance
to higher temperatures [16]. Hence, this research focuses on the reuse of aged bitumen as a partial replacement
for virgin bitumen by adding ABS as a modifier to the reclaimed asphalt.

2. MATERIALS USED

2.1. Virgin bitumen and aggregate

The bitumen grade VG30, based on the viscosity grade classification used according to IRC 37-2018, is rec-
ommended for semi dense bituminous concrete (SDBC) used for the construction of expressways and national
highways whose design traffic is less than or equal to 20 million standard axles. The physical characteristics of
the VG30 bitumen confirm IS73-2006, which was used in this research. The Physical characteristics of VG30
bitumen obtained through laboratory tests are shown in Table 1. Locally available natural broken stones in
different fractions were obtained from a nearby quarry in Tamil Nadu, India. The different fractions used are
coarse aggregate greater than 2.8 mm size, fine aggregate (2.8 mm to 90 μm) and filler material size less than
90 μm and a maximum size of 13.2 mm aggregate for SDBC mix, with physical characteristics confirming the
IRC95-1987 used. Figure 1 shows the particle size distribution of aggregate grading II required for SDBC mix
used in this research.

Table 1: The physical characteristics of VG30 bitumen (virgin).

SL. NO. PHYSICAL LABORATORY RECOMMENDED REFERENCE
CHARACTERISTICS VALUE VALUE
Absolute viscosity, poises at 60
1 2563 Minimum 2400 IS 1206-2
degree centigrade
Kinematic viscosity, centistokes
2 395 Minimum 350 IS 1206-3
at 135 degree centigrade
Penetration value at 25 degree
3 62 50-70 IS 1203
centigrade
Softening point using ring and
3 54 Minimum 47 IS 1205
ball apparatus, degree centigrade
Flash point using cleveland open
4 235 Minimum 220 IS 1209
cup, degree centigrade
Ductility after thin film oven test
5 48 Minimum 40 IS 1208
at 5 degree centigrade, mm

Figure 1: Particle size distribution of aggregate used in SDBC mix.

 ATHIAPPAN, K.; MURUGASAN, R.; MAKENDRAN, C., et al., revista Matéria, v.28, n.4, 2023

Figure 2: Materials used for the experimental work (a) RAP material (b) bitumen along with trichloroethylene (c) vacuum
bitumen extractor (d) extracted bitumen.

2.2. Recycled bitumen

The five-year-old reclaimed asphalt pavement (RAP) material is collected from the source and broken into
finer pieces as shown in Figure 2(a) for the extraction of aged bitumen. The bitumen along with trichloroeth-
ylene were obtained from the RAP in solution form, as shown in Figure 2(b), by following the test procedure
and confirming the standard IRC: SP11-1988 and ASTM D-2172. The bitumen alone was extracted from the
mixture of bitumen and trichloroethylene by the principle of a rotary vacuum evaporator, confirming the stan-
dard ASTM D5404-97. Figure 2(c) shows the experimental set-up. In this procedure, the sample containing
the mixture of bitumen and trichloroethylene is taken in the round-bottom flask fitted to the apparatus. The
temperature of the water bath was set and filled with freshly distilled water. The vacuum pump was turned on
to generate vacuum in the system. The flask rotates at a speed of 270 rpm. Both inflow and outflow of water
are ensured until the test is complete. The revolving flask continues to revolve at a standard temperature. Con-
densed solvent is collected in the receiving flask after it has evaporated, and the extracted bitumen is collected
as shown in Figure 2(d).

2.3. Modified recycled bitumen

Acrylonitrile Butadiene Styrene (ABS) obtained from the electronic waste used in this research is shown in
Figure 3. ABS is one of the different types of e-waste available on the market and consists of rubber and styrene
acrylonitrile [17]. The recycled bitumen obtained by mixing reclaimed asphalt with 5% ABS using the shear
mixer shown in Figure 3(a) rotates at a speed of 2700 rpm for duration of 30 minutes. In the dispersion of
reclaimed asphalt using a fluorescence microscope, shown in Figure 3(b), the asphalt-rich phase appears dark,
whereas the polymer-rich (ABS) phase appears light, as shown in Figures 3(c) and 3(d).
 ATHIAPPAN, K.; MURUGASAN, R.; MAKENDRAN, C., et al., revista Matéria, v.28, n.4, 2023

Figure 3: Various examinations of the materials (a) shear mixer (b) optical fluorescence microscope (c) reclaimed asphalt
(d) ABS modified reclaimed asphalt.

Table 2: Asphalt mix designations.

SL. NO. ASPHALT OPTIMUM BITUMEN VIRGIN RECLAIMED ASPHALT REMARKS

MIX ID CONTENT BY ASPHALT CONTAINED 5%
(%)
WEIGHT OF MIX (%) ABS (%)
Reference
asphalt mix with
1 M100-0 5.84 100 0
100% virgin
bitumen
2 M90-10 5.79 90 10
3 M80-20 5.73 80 20 Asphalt mix with
4 M70-30 5.69 70 30 virgin bitumen
and reclaimed
5 M60-40 5.63 60 40 asphalt with 5%
6 M50-50 5.59 50 50 ABS
7 M40-60 5.58 40 60

2.4. Asphalt mix designation

The details of the asphalt mix proportions considered for the experimental program are given in Table 2. The
specimens designated as M100-0, M90-10, M80-20, M70-30, M60-40, M50-50, and M40-60 contained an ABS
percentage. The specimens with the letters M100-0 represent the reference asphalt mix with 100 percent virgin
bitumen and zero percent reclaimed asphalt with ABS. Ex.: M60-40 represents the asphalt specimen containing
60 percent virgin bitumen and 40 percent reclaimed asphalt with ABS.
 ATHIAPPAN, K.; MURUGASAN, R.; MAKENDRAN, C., et al., revista Matéria, v.28, n.4, 2023

25 4.0

Stability
20
Flow 3.5

15 3.0
Stability (KN)

Flow (mm)
10 2.5
minimum stability value

5 2.0
minimum flow value

0 1.5
M100-0 M90-10 M80-20 M70-30 M60-40 M50-50 M40-60
Mix ID

Figure 4: Marshall stability and flow.

3. RESULTS AND DISCUSSION

3.1. Marshall stability and flow

The Marshall Stability and flow test was conducted according to the standards AASHTO T-245 (AASHTO,
2015), ASTM D 1559, and IRC 111. The specimen’s diameter and height are approximately 100 mm and
63.5 mm. The specimen testing temperature was kept at 60 °C 10 °C, and the loading rate was kept at 0.5
cm/minute. The maximum load sustained by Marshall Specimen before failure, called stability and flexibility
or flow, is the change in diameter of the specimen between the start and maximum load sustained along the
direction of loading on Marshall Specimen. The optimum binder content satisfying the mechanical properties
and volumetric properties for SDBC (semi-dense bituminous concrete) mixes according to IRC-95 is given
in Table 1. According to IRC-95, the minimum stability required is 8.2 KN, and the flow value falls within
the range of 2–4 mm. From Figure 4, for all asphalt mixes except M40-60, the stability value is higher than
the minimum requirement of 8.2 KN. The increased stability of M90-10 may be due to the inclusion of ABS
polymers, which act as bridges between the asphalt molecules, forming a network that helps prevent the asphalt
from flowing or segregating. This is because polymers have long, flexible chains that can entangle with the
asphalt molecules, creating a strong network [18]. From Figure 4, for all asphalt mixes excluding M50-50 and
M40-60, the flow value falls below the minimum requirement. For all the asphalt mixes, the flow value obtained
decreases with the inclusion of ABS-modified reclaimed binder because ABS polymers act as a stiffening agent
[19]. They do this by forming cross-links between the asphalt molecules, which makes the asphalt more rigid
and less susceptible to flow. This is beneficial for asphalt mixes because it makes them highly resistant to rut-
ting and other forms of deformation [20].

3.2. Indirect tensile strength and moisture sensitivity

An indirect tensile strength test confirming standards EN 12697-23 and ASTM D6931-12 was performed. From
Figure 5, it was observed that indirect tensile strength increased for mix M90-10 when compared to the ref-
erence mix M100-0, and for the remaining mix, ITS got reduced, while the indirect tensile strength ratio was
higher than the desirable ITS ratio of 0.8 [21]. The indirect tensile strength of asphalt mixes decreases with the
inclusion of polymers contained in asphalt, possibly because the polymers act as plasticizers [22]. The intermo-
lecular forces between the asphalt molecules make the asphalt more pliable and less susceptible to fracture [23,
24]. The presence of polymer in reclaimed asphalt improves the adhesion between the asphalt and the aggre-
gate, making the asphalt mix more resistant to cracking, which increases the ITS ratio and moisture resistance
[25, 26]. The polymers improve the adhesion between the asphalt and the aggregate, making it more difficult
for water to penetrate the mix and weakening the bond between the asphalt and the aggregate, making it less
susceptible to moisture damage [27].
 ATHIAPPAN, K.; MURUGASAN, R.; MAKENDRAN, C., et al., revista Matéria, v.28, n.4, 2023

2.0 0.95
Indirect tensile strength
ITS Ratio
0.90
1.5
Indirect tensile strength (Kpa)
0.85

ITS Ratio
1.0
0.80
minimum tensile strength ratio
0.75
0.5

0.70

0.0
M100-0 M90-10 M80-20 M70-30 M60-40 M50-50 M40-60
Mix ID

Figure 5: The indirect tensile strength and ITS ratio.

Figure 6: Hamburg wheel-track testing set-up.

3.3. Rutting
Rutting testing is also called Hamburg wheel-track testing. The test was conducted, confirming standards
­AASHTO T 324 and EN 12697-22. This experiment was used to evaluate the asphalt mix’s resistance to per-
manent deformation along the loading wheel path [28]. The rectangular size of the specimen was 300 mm ×
300 mm, and the thickness was 50 mm in this experiment. The temperature maintained throughout the test was
60 °C. The test setup is shown in Figure 6. The rut depth was measured at the following passes: 2000, 4000,
6000, 8000, 10000, 12000, 14000, and 16000. Figure 7 shows that rutting resistance has a lower and more linear
relation at lower cycles up to 8000 cycles for all the mixes; beyond that, rutting resistance increases with increas-
ing cycles due to the aggregate particles in the asphalt mix becoming more compacted because load cycles help
break down the air voids in the mix, which leads to aggregate getting tightly packed together [29], and the poly-
mer chains in the asphalt mix becoming more aligned with increasing load cycles due to the orientation of the
polymer chains in the same direction, both making the asphalt mix more resistant to deformation [30]. Overall,
the asphalt mix M90-10 has higher rutting when compared to all other asphalt mixes.
 ATHIAPPAN, K.; MURUGASAN, R.; MAKENDRAN, C., et al., revista Matéria, v.28, n.4, 2023

12

10

8
Rut depth (mm)
M100-0
6 M90-10
M80-20
M70-30
4
M60-40
M50-50
2 M40-60

0
0 4000 8000 12000 16000
Number of passes

Figure 7. The rutting resistance at 60˚C.

Figure 8: Four point bending fatigue test set-up.

3.4. Fatigue life

The fatigue test was conducted according to Standard AASHTO T 321 [31]. This experiment was used to eval-
uate the fatigue life of asphalt mix. A rectangular beam specimen of size 381 mm × 51 mm × 63.5 mm was
used in this experiment. The temperature maintained throughout the test was 20 °C, and a sinusoidal load was
applied to the specimen, maintaining a frequency of 10 Hz. The fatigue life was determined for 200 μ strains,
400 μ- strains, 600 μ- strains, and 800 μ- strains. The test setup is shown in Figure 8. Figure 9 shows that at a
lower strain rate, the fatigue life observed is higher due to the asphalt mix having more time to recover, relax,
and return to its original shape between loading cycles. This allows the asphalt mix to dissipate the energy from
the loading cycles and prevents the accumulation of damage. At a higher strain rate, the asphalt mix does not
have enough time to recover from the elastic deformation before the next load cycle is applied, leading to more
plastic deformation and thus a shorter fatigue life [32–34]. However, the asphalt mix M90-10 was found to be
optimal. The polymers in asphalt mixes help to prevent fatigue cracking by increasing the stiffness of the mix,
making it less likely to form cracks [35]. In addition, the polymers in the asphalt mix improve the adhesion
between the asphalt and the aggregate, making it difficult for cracks to propagate through the asphalt mix [36].
 ATHIAPPAN, K.; MURUGASAN, R.; MAKENDRAN, C., et al., revista Matéria, v.28, n.4, 2023

Figure 9: The fatigue strength of the specimens.

5000
Resilient modulus @ 25ºC
Resilient modulus @ 40ºC
4000
Resilient modulus (Mpa)

3000

2000

1000

0
M100-0 M90-10 M80-20 M70-30 M60-40 M50-50 M40-60
Mix ID

Figure 10: Resilient modulus at 25˚C and 40˚C.

3.5. Resilient modulus

Resilient Modulus was conducted, confirming the standard with ASTM D7369. It’s a function of recoverable
deformation along the horizontal direction and the Poisson ratio of the asphalt specimen, which is resistance to
deformation against load. The resilient modulus obtained for the two different temperatures of 25 °C and 40 °C
Figure 10 shows that, at lower temperatures, asphalt has a higher resilient modulus due to the fact that its mol-
ecules are tightly packed and are resistant to flow and deformation [37, 38]. At higher temperatures, the lower
resilient modulus of asphalt is able to absorb less energy because asphalt becomes more viscous and aggregate
also gets loosely packed [39, 40]. The inclusion of polymer-containing reclaimed asphalt improved the resilient
modulus of mixes M90-10, M80-20, and M70-30 when compared to reference mix M100-0 for both tempera-
tures of 25 °C and 40 °C, respectively. The presence of polymer makes the asphalt mix stiff, deformable, and
reduces the energy absorbed by aggregate [41–43].
 ATHIAPPAN, K.; MURUGASAN, R.; MAKENDRAN, C., et al., revista Matéria, v.28, n.4, 2023

4. CONCLUSION
The asphalt mix comprise of ABS with partial replacement RAP found to have has a significant impact on
improving the reclaimed asphalt for reuse. From the results obtained from this research it was found out that,
the Marshall Parameters falls within the limit up to 40% replacement of virgin bitumen by reclaimed asphalt
with ABS. The performance parameters such as Indirect tensile strength, fatigue life and rutting resistance get
improved up to 30% partial replacement of RAP with virgin asphalt mix with 5% ABS except the resilient mod-
ulus found to be satisfactory up to 40% replacement of RAP for both the test temperature of 25 °C and 40 °C
considered in this research. Overall results obtained from this research show that virgin asphalt mix can be
replaced by reclaimed asphalt with 5% ABS up to 30% without compromising the volumetric and mechanical
properties of asphalt mix does not affect the performance of the asphalt mix.

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