Incorporation of the Multi-Layer Plastic Packaging in the Asphalt Binders: Physical, Thermal, Rheological, and Storage Properties Evaluation

Abstract

The amount of residual Multi-layer Plastic Packaging (MPP) in Canada has greatly increased in the last two decades, which has economic and environmental consequences. MPP is primarily made up of two or more layers of Polyethylene (PE), Polyester (PET), Nylon (NY), and Metalized Polyester (METPET). While MPP has not been used as an asphalt modifier, some of the materials commonly found in MPP, such as PE and PET, have also been successfully used as asphalt modifiers. Nevertheless, a few recent studies have demonstrated the potential for reusing MPP as an asphalt modifier to improve asphalt pavement performance. Recycling post-industrial MPP instead of using raw polymers could lead to economic and environmental benefits. However, a comprehensive study to evaluate MPP as a viable asphalt additive is lacking. The main objective of this study is to evaluate the feasibility of using MPP as an asphalt modifier via the wet method, considering the physical, thermal, rheological, and storage properties of the MPP-modified binder at different MPP concentrations (2%, 4%, and 8%) in asphalt cement (PG 58–28). MPP-modified binders were evaluated using the following instruments: Differential Scanning Calorimeter (DSC), Thermogravimetric Analysis (TGA), Superpave Dynamic Shear Rheometer (DSR), Rotational Viscosity (RV), and Environmental Scanning Electron Microscopy (ESEM). Test results indicated that the incorporation of MPP has a strong potential to improve permanent deformation resistance at high temperatures. In addition, MPP shows a moderate impact on fatigue cracking performance at intermediate temperatures. Overall, in low-temperature climates, using less than 4% of MPP additives would offer higher fatigue damage resistance along with adequate permanent deformation. In high-temperature climates, higher concentrations of additives may be preferable to resist permanent deformation. Finally, MPP is a challenge for existing recycling systems, and its incorporation into asphalt applications may develop more sustainable materials that would contribute to circular economy principles.

Laboratory and Field Testbed Evaluation of the Performance of Recycled Asphalt Mixture Using High-Penetration Asphalt

“…This high-value-added resource uses the waste generated in the process of repairing old asphalt pavement roads [2][3][4]. Additionally, the development of sustainable asphalt mixtures containing recycled waste material such as fly-ash-based geopolymers and plastics also contributes greatly to green construction purposes [5,6]. The research confirms that the usage of properly treated by-product materials can improve the quality of asphalt mixture in both short-term and long-term performances.…”

“…Reclaimed aggregates produced by crushing old asphalt concrete pavement have different aging levels and physical properties, depending on the quality of the asphalt mixtures used, the service period, environmental conditions, and traffic loads [16][17][18]. In particular, the absolute viscosity [5,19] that indicates the aging of old asphalt binders in the reclaimed aggregates in South Korea ranges from 9000 to 265,000 Poise, showing a large deviation [20]. To produce a recycled asphalt mixture with satisfactory quality, an appropriate mixing design should be presented in consideration of the absolute viscosity of the asphalt binder [13].…”

Cavitation-Assisted Transformations in Bitumen Processing: A Review

“…But it limits low-temperature application due to the absence of elasticity. The nonpolar nature of plastomers results into its compatibility issues with bitumen. , The modification with elastomers usually happens within the polymer content range of 3%–7%. The most used elastomer, i.e., styrene–butadiene–styrene (SBS) improves thermal susceptibility, increases softening point, and slight decreases penetration value at 25 ◦C. , Thermosetting polymers improve adhesive ability, resistance to deformation, and fatigue performance.…”

“…The nonpolar nature of plastomers results into its compatibility issues with bitumen. 70,71 The modification with elastomers usually happens within the polymer content range of 3%−7%. The most used elastomer, i.e., styrene−butadiene−styrene (SBS) improves thermal susceptibility, increases softening point, and slight decreases penetration value at 25 •C.…”

Development of Pavement Material Using Crumb Rubber Modifier and Graphite Nanoplatelet for Pellet Asphalt Production

“…Small-scale pavement damage is rapidly increasing due to environmental impacts and increased traffic volume [ 1 , 2 , 3 ]. The pavement distress can also be attributable to improper material characteristics, inappropriate mix design features, and poor construction works [ 4 ].…”