## 1 Introduction  
Over decades, a wide range of modification at macro, meso-, micro- and nano-scales have been conducted to improve the performance of asphalt pavement [1]. This is essential to design durable,safe and efficient asphalt pavement that can function efficiently across a wide range of temperatures and distresses. Polymer modified binders have got increasing use on improving the resistance to thermal cracking and permanent deformation, as well as reducing the fatigue cracking potential of asphalt pavement [2; 3]. [PERSON] et al. [4] mentioned that an ideal asphalt condition should exhibit both: (a) Relatively high stiffness at high temperature to prevent rutting and showing and; (b) great adhesion between asphalt binder and aggregates matrices in the presence of water to reduce moisture induced damage, for example stripping. Additionally, [PERSON] et al. [5] mentioned that the asphalt is continuously exposed to a wide range of climates, loading rate and time, but it does not have essential engineering properties to sustain those situations, where the binder is soft under hot summer days and brittle in the freezing condition. Various types of polymer have been used to chemically or mechanically improve the properties of asphalt binder, which can be classified into three different categories: elastomer, plastomer and reactive polymers [4; 6; 7]. The application of polymers in the asphalt pavement has been growing rapidly since the early 1970s. Based on previous studies, modifications of asphalt binder using polymer materials can significantly improve the properties of asphalt material, such as reducing the temperature susceptibility, providing better rheological characteristics, as well as enhancing the material durability [3; 8; 9]. Polyethylene (PE) and polyethylene-based copolymers (new or recycled) has been used to modify the performance of asphalt binder and mixture over many years [2; 10]. The PE and polypropylene (PP) are categorized as plastomers which can bring a high rigidity to the material and improve the resistance to permanent deformation under traffic load [11; 12]. A study was performed by [PERSON] et al. [13] to evaluate the rheological properties and interaction of asphalt binder with different thermoplastics, such as high density polyethylene (HDPE), linear low density polyethylene (LLDPE) and PP. Based on their study, the viscoelastic behavior of asphalt binder was significantly affected by the modifier concentration, bitumen grade and the temperature. In addition, based on the overall studies, the best results occurred when the polymer concentration was limited to 3%, which resulted from the thermodynamically stable structure condition. This had significantly improved the resistance to rutting, fatigue, and temperature susceptibility. Limestone (CaCO\({}_{3}\)) is an inert material which has been used as an additive in asphalt mixture for more than 100 years. However, the hydrated lime came into regular use only just in the 1980s. Several states including Georgia, Nevada, Texas, Virginia, and Utah used lime to solve the water susceptibility issue on asphalt pavement [14]. CaCO\({}_{3}\) is the most widely used filler in thermoplastics because of its low cost and superior mechanical properties. Much effort has been focused to increase mechanical properties such as tensile and flexural strength, impact resistance of CaCO\({}_{3}\)-filled PP, HDPE, LDPE, and LLDPE composites [15]. The term \"line\" is used referring to either quicklime or hydrated lime which comes originally from limestone. Calcinations process of limestone dissociated the calcium from carbon dioxide, leaving calcium oxide. This is known as quicklime, it is then combined with water to form hydrated lime. In the asphalt industry, the lime generally refers to hydrated lime or calcium hydroxide [16]. The fineness and high surface area of hydrated lime contributes to a high speed of chemical reaction. Hydrated lime is the only form of lime which has been shown to be useful in controlling stripping.