BITUMEN

PAVES THE WAY

 Types of Binders

1. Tar

2. Natural Asphalt / Rock Asphalt / Lake

Asphalt
p

3. Bitumen
 Tar
• COKE OVEN TAR
• Produced at temperatures above 1200OC during
manufacturing of coke.
• High aromatic content.
• Pitch content - 50 %.
• LOW AROMATIC TAR
• Produced at temperatures 600OC to 700OC.
• Less viscous.
• Paraffinic in nature.
• Pitch content - 35 %.
 Natural Asphalt / Rock Asphalt /
Lake Asphalt
• Naturally occurring Bituminous
binder.
• Biggest
Bi d
deposits
i iin T
Trinidad
i id d
– 100 Acres,
– 90 meter deep
– 10 to 15 Million MT
– Pen - 5 max
• Asphalt found in France, Italy &
S it l d - Rock
Switzerland R kA Asphalt.
h lt
 Bitumen
• Conventional Bitumen
¾ Paving Grade Bitumen
¾ Industrial Grade Bitumen

• Cutback
• Bitumen Emulsions
• Modified Bitumen
• Modified
M difi d Bit
Bitumen E
Emulsions
l i
 BITUMEN

COMPOSITION
 Elemental Analysis

Carbon 82 - 88 %
Hydrogen 8 - 11 %
p
Sulphur 0 - 6 %
Oxygen 0 - 1.5 %
Nitrogen 0 - 1%
 Chemical Composition

Bitumen
Bit

A h lt
Asphaltenes Maltenes
5 to 25% wt.

Saturates Aromatics Resines

5 to 20% wt. 40 to 65% wt. 10 to 20% wt.
Decreases Penetration

Increases Softening
Increases Penetration Point, reduces
Reduces Shear Susceptibility
p y Penetration
e e a o Index,
de ,
increases Viscosity
Specifications
and
T t Methods
Test M th d
What is expected from Bitumen?
• Ensure road behaves in a predictable way
• Bitumen performs the desired function on the road
– Does not fail under predictable loads
– Resists deterioration of road with time
– Is able to withstand expected climatic conditions
– Mix easily and form strong bond with a wide
variety of aggregates
– Is safe to handle
– Modified Bitumen and Bitumen Emulsions should
be a stable mixture in storage and handling
 Penetration Test
• Arbitrary Empirical Number
• Depth of penetration of a
standard
t d d sizei needle
dl under
d
standard test conditions
• Very easy to perform at field
level
• Helps in classification and
traceability
y
 Softening Point Test
• Arbitraryy test to indicate
the temperature at which
bitumen is more of a liquid
q
and less of a solid
• Higher softening points
indicate higher resistance
to melting on road
• Higher resistance to
melting indicates higher
rutting resistance
 Ductility Test
• Arbitraryy empirical
p test to
measure the cohesive
strength
g
• Cohesive strength is
loosely related to the
fatigue strength
• Testing temperatures
may vary from country to
country and from grade to
grade also
Relationship
Between
Properties
 Penetration
at
Softening Point
– 800
Penetration
at
Interdependencies Fraass Breaking Pt
– 1.25
Viscosity
at
Softening Point
-1200 Pa s
((12000 ppoise))
Bitumen
tu e Test
est Data
ata C
Chart
at
Selection
of
Grade
G ade
 Choice of Grade

• Choice of Bitumen is based on

¾ Climatic Conditions - Maximum &

Mi i
Minimum temperature
t t & rainfall.
i f ll

¾ IIntensity
i off Traffic
T ffi - Number
N b off
vehicles per day, Traffic speed &
axle load of vehicles
vehicles.
 Applications of 30/40 Grade

• Suited for areas where diff. between min. &

max. temp. < 25oC.
• Suited for traffic intensity > 1500 cv/ day
• Used in metropolitan areas
areas.
• Used in airport runways.
 Applications of 60/70 Grade
• More viscous grade.
g
• Higher softening point.
• Suited for traffic intensity > 1500 cv/day.
cv/day
– Can withstand heavier axle loads.
– Better suited for highways, expressways &
urban roads.
• Suited for areas where difference between min.
& max. temp. p is > 25oC.
• Reduced stripping in presence of water.
 Applications of 80/100 Grade

• Less viscous grade.

g
• Used in all climatic conditions.
• S it d ffor traffic
Suited t ffi lload
d < 1500 cv/day.
/d
• Better suited for high
g altitude/snow bound
regions irrespective of traffic intensity.
Handling

of

Bitumen
Bit
 Aging of Bitumen
• Bitumen undergoes a process of
aging with time
– Becomes harder and brittle
• Factors affecting aging of bitumen
– High Temperature
– Availability
A il bilit off O
Oxygen
– Exposure to UV radiation
Aging
g g of Bitumen
Optimal Viscosity for Mixing & Compaction
Normally
N ll Bitumen
Bit h
hardens
d
by one grade during
mixing
m x ng and lay
laying.
ng.
MODIFIED BITUMEN
Binder of
th future
the f t
 Why Modified Bitumen?
Demands on Road increasing g every y yyear
ÎIncreasing Number of Vehicles
ÎIncreasing g Axle Load
ÎDesire to maintain higher serviceability level
ÎHigher fatigue resistance
ÎHigher resistance to weathering
ÎBetter adhesion
ÎHigher stiffness modulus
ÎLesser cracking, ravelling, deformation & creep
failure
ÎReduce number of overlays
ÎReduction in vehicle operation cost
 Crumb Rubber Modified
Bitumen
Bitumen
+
Additives
((Modifiers/Treated Crumb Rubber))
 Types of Modifiers
Synthetic Elastomers
SBS,, SBR etc.

Plastics P l
Polymers R bb
Rubbers

Natural Rubber
Crumb Rubber
(Latex)
Thermoset
Epoxy Resins

Plain
Thermoplastic Chemically
LDPE, EVA, EBA Treated
 Selection Criteria

Atmospheric Temperature OC
Minimum Maximum

<35 35-45
35 45 >45
<-10 CRMB50 CRMB 55 CRMB 55
-10 to10 CRMB 50 CRMB 55 CRMB 60
>10 CRMB 55 CRMB 55 CRMB 60
Methods of Classification
 Methods of Classification

Viscosity Performance
Penetration Viscosity
of TFOT
 Penetration Based System
• More than 100 years old
• Has stood the test of time
• Based on Penetration at 25 OC
• Penetration 30 to 100 are suitable for road
construction
• Harder
H d grades d suitable
it bl ffor h
heavier
i ttraffic
ffi lloads
d
• Softer grades suitable for light traffic loads
 Viscosity Based System

• Viscosity is considered to be the primary

property
• Most tests over lap with that of Penetration
based classification
• Classified as VG 10
10, 20
20, 30 and 40 based
on viscosity at 60OC
 Viscosity of TFOT Residue Based
S t
System
• Simulates aging of Bitumen
• Viscosity ranging from 40 to 700 pascal
seconds at 60OC are suitable for road
construction
• Most tests overlap with that of Penetration
based classification
• Higher viscosity for higher traffic and low
viscosity for lower traffic
PERFORMANCE
GRADE BITUMEN
 BITUMEN TODAY
• Penetration/Viscosity based classification
• 80/100, 60/70, 30/40
• Penetration, Softening Point, Ductility, Viscosity
• E i i l ttests
Empirical t d
done att standard
t d d ttemp., lloading,
di etc.
t
• Ageing is not considered
• No direct correlation with actual field conditions
• Seems to work somehow – Has stood the test of
time
• Need
N d tto cutt inefficiencies
i ffi i i – Cost
C t effective
ff ti

More direct correlation between bitumen and

road performance is needed
 BITUMEN TOMORROW
• More direct correlation between road performance and
properties
ti off bitumen
bit
• Properties desired
– Easier handling (mixing, coating, rolling)
– Better rutting resistance
– Higher fatigue life
– Resistance to low temperature cracking

- New system of classification to be developed

- New tests to be developed
 CLASSIFICATION

PG 58 -22
22

Min. pavementt
Mi
Performance Grade design temp.

Average 7 day max.

pavement design temp.
 MIXING AND LAYING
• Tested in rotational
viscometer
• Max.
Max viscosity of 3 Pa-s
Pa s at
135oC
 AGEING OF BITUMEN

• During Construction
• Early in Pavement’s
Pavement s life
– Post construction upto two years
Rotating thin film
oven test (RTFOT)
• Late in pavement’s
pavement s life
– Seven plus years of life
RTFOT +
Pressure Ageing
V
Vessel
l (PAV)
ROTATING THIN FILM OVEN TEST
PRESSURE AGEING VESSEL
 RUTTING
• Due to melting of bitumen on the road
• Always occurs at max. pavement temp.
• Test
T t to
t be
b conducted
d t d att max. pavementt
temp.
• Tested in Dynamic Shear Rheometer
• G*/Sinδ min. 1 kPa,, @ 10 rad/s for unaged
g
bitumen
• G
G*/Sinδ
/Sinδ min. 2.2 kPa, @ 10 rad/s for
RTFOT aged bitumen
DYNAMIC SHEAR RHEOMETER
 FATIGUE
• Due to repeated loading
loading,unloading
unloading
cycles
• Always occurs near the average
pavement temp.
• Test to be conducted at average + 4OC
pavement temp.
• Tested in Dynamic Shear Rheometer
• G*Sinδ max. 5000 kPa, @ 10 rad/s for
RTFOT + PAV aged bitumen
 LOW TEMP CRACKING

• Due to loss of elasticity at very low temp

temp.
• Always occurs at lowest pavement temp.
• T ti done
Testing d i ttemp. + 10OC
att min.
• Bending Beam Rheometer
• Creep Stiffness of max. 300,000 kPa, m-
value min. 0.30
• Direct Tension Test - For Modified
Bitumens
• Failure strain min. 1%
BENDING BEAM RHEOMETER
DIRECT TENSILE TESTER
PERFORMANCE EVALUATION
 GRADE BUMPING
• Choice of grade depends on max. and min. pavement
temperature 20 mm below road surface
surface.
• Correction for Traffic speed
– > 90 km/h - No Correction
– < 90 km/h - Increase one high temp. grade
– < 20 km/h - Increase two high temp
temp. grade
• Correction for Traffic volume
– < 10 million ESAL - No Correction
– > 10 million ESAL - Increase one high temp. grade
– > 30 million ESAL - Increase two high temp
temp. grade
 Performance Vs Tests

Mixing L
Low
Rutting Fatigue
and Temperature
Cracking
Laying Cracking

Softening Ductility Fraass

Viscosityy at
P i
Point Breaking Point
135OC Fatigue
Viscosity Strength Creep Stiffness

P
Penetration
t ti Rate of change
Softening
of Creep
Complex Point,
Shear Viscosity & Failure Strain
Modulus Penetration
after Aging
 Safe
Handling Practices
Health, Safety & Environmental
A
Aspects
t
1 Low order of potential hazard provided good
handling practices are observed.
2 C
Contains
t i P l
Polycyclic
li Aromatic
A ti Hydrocarbons.
H d b
PCAs with molecular wt. Of 200 to 4500 are
biologically active carcenogens
carcenogens.
Concentration of these in Bitumen is
extremely low.
3 Other than heat burns, hazards are
negligible.
g g However it is p prudent to avoid
prolonged & intimate skin contact.
Health,, Safety
y & Environmental
Aspects (contd.)
4 In case of skin burns plunge the affected area
under cold running water for 10 minutes.
minutes

5 When bitumen is heated or mixed with

aggregate, fumes are emitted. The fumes
contain particulate matter, Hydrocarbon
vapours & very small amount of H2S.
However, the concentration is rarely above
permissible limits.
Th k Y
Thank You