AbstractIn cold regions, transverse cracking of asphaltic paving materials is a serious problem which has not been completely resolved despite much effort. In this investigation, the low temperature stress–strain properties of bitumen containing dispersed polyethylene were measured over the temperature range from −40 to 0°C and compared with unmodified bitumen in an attempt to develop a tougher, more ductile crack‐resistant binder for paving materials. Several grades of polyethylene were individually dispersed in liquid, heated bitumen to produce therein colloidal suspensions of polyethylene. The viscosities of these suspensions were determined at various temperatures and concentrations for each grade of polyethylene. Despite rather large differences in composition, molecular weight, and crystallinity of the polyethylenes, the differences in viscosity at the same concentration were relatively minor. However, the viscosity was very sensitive to the polyethylene concentration and the mixture became difficult to process at concentrations greater than 10 percent by weight. Thesee hot mixtures were then cast into rectangular beams for flexural testing at temperatures below zero degrees Celsius. Near the optimum polyethylene concentration of 8 percent by weight, the bitumen mixture possessed increased flexural strength, increased flexural modulus, increased elongation, and increased fracture energ at temperatures near −30°C. In one example the energy to fracture was increased ninefold compared to a standard 80/100 pen. bitumen control at −20°C. Mix design results are presented for a typical aggregate and compared with a MTC HL4 hot‐mix paving formulation which is used extensively throughout Ontario. The polyethylene‐modified asphalt concrete mix displayed a curious increases in both the Marshall flow and the Marshall stability values. Dynamic mechanical measurements confirmed the expected increase in resilient modulus at temperatures above zero degrees Celsius. The Marshall briquets containing polyethylene also exhibited slightly greater wet strength retention after prolonged immersion in water. These observations are consistent with the published data for commercial Novophalt paving materials developed in Austria and predict that the use of polyethylene in asphaltic hot‐mix paving materials can extend service temperature range at both high and low temperatures, thereby simultaneously reducing both pavement distortion (rutting) and low‐temperature cracking, so that pavement lifetimes can be more than doubled. The cost of such modification can be substantially reduced if scrap or reclaim polyethylene is employed instead of virgin polyethylene. Dispersing agents, such as Shell Chemical Kraton G block copolymers were advantageously employed to control the emulsion stability, particle size, and compatibility of the disperse
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