PAVES THE WAY

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PAVES THE WAY
BITUMEN
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Bitumen

• Multi-utility Binder

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Advantages

• Smooth
• Safe
• Economical
• Speed
• Quiet
• Environment friendly

• Versatile
• State of-the-art
• Stage Construction
• Resistant to de-icing material
• Serviceability

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Smooth

• Better riding quality
• Absence of joints
• Estimated 15 increase in pavement life for 50
  increase in smoothness
• Less wear and tear to vehicle
• Lesser fuel consumption
• Enjoyable ride

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Safe

• Better skid resistance over a longer period of
  time
• Use of OGFC reduces Tyre Spray, Hydroplaning and
  Improves Visibility
• Better contrast with pavement markings

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Economical

• Low initial cost compared to PCC
• Gap widens throughout pavement life
• A well designed and constructed pavement
• Can last for 25 to 34 years without
  reconstruction
• Can serve for 15 year or more before distresses
  become sufficient to require rehabilitation

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Speed of Construction

• Newark Airport 1,15,000MT in 15 days, 11,000MT
  in 24 hours
• Pave during off peak hours and open to traffic as
  soon as it cools down
• Reduces work zone accident
• Can result in 80 reduction in user delay costs
• 24-hour closure will have 3 to 10 times more
  vehicles pass through the work zone

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Quiet Pavements

• Dense graded asphalt is quieter by 2 to 3 dB(A)
  compared to PCC
• 3 dB(A) corresponds to
• Doubling the distance in the line of source
• Reducing traffic volume by 50
• Reducing traffic speed by 25
• Open graded Friction Course
• Reduces noise further
• Costs 1/8th of noise barrier on side of the road
• Aesthetically superior

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Environment Friendly

• Used for water proofing of fish ponds without any
  problem
• Very low level of leachable compounds
• Most recycled product in the world
• 100 recyclable
• Second highest - Aluminium cans 60
• Can use waste material from other fields also
  like worn out PCC

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Versatile
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State-of-the-Art

• Road design, construction and maintenance methods
  are being overhauled
• New tests being developed
• New plants providing high quality materials
• Pavers with laser controlled screeds for even
  smoother pavements
• Better material transfer vehicles for uniformity
  and rollers with increased compactive effort.
• The ultimate result of this new technology will
  be smoother, more durable, longer lasting
  asphalt pavements

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Stage Construction

• Bituminous pavements can be constructed in stages
• Being made thicker and/or wider as the need
  arises
• Each successive layer becomes an integral part of
  the pavement structure, increasing the load
  carrying capacity.

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De-icing Materials

• Bituminous pavements are not harmed by de-icing
  chemicals
• Also snow and ice melt quickly from bituminous
  pavements

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Serviceability

• Bituminous pavements can easily maintain a high
  level of serviceability with minimal disruption
  to the traffic
• Can be easily trenched, patched and quickly
  opened to traffic when underground utilities need
  to be repaired.

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BEAUTIFUL
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B I T U M E N
A VISCO - ELASTIC MATERIAL
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Engineering Properties of Bitumen

• Bitumen is a visco-elastic material its
  deformation under stress is a function of both
  temperature loading time
• At higher temperature /or longer loading time
• Behave as viscous liquids
• At low temperature /or short loading time
• Behave as elastic solids
• The intermediate range of temperatures, more
  typical of the conditions in service, result in
  visco-elastic behaviour.

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The Stiffness Concept

• In solids
• E s
• e
• where E Elastic modulus
• s Stress
• e Strain

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The Stiffness Concept

• In visco-elastic material
• St,T s
• et,T
• Where St,T Stiffness modulus at
  specific time t
  Temp. T.
• s Stress
• et,T Strain at specific time t
  temp. T.

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PERFORMANCE GRADE BITUMEN
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BITUMEN TODAY

• Penetration/Viscosity based classification
• 80/100, 60/70, 30/40
• Penetration, Softening Point, Ductility,
  Viscosity
• Empirical tests done at standard temp., loading,
  etc.
• Ageing is not considered
• No direct correlation with actual field
  conditions
• Seems to work somehow Has stood the test of
  time
• Need to cut inefficiencies Cost effective

More direct correlation between bitumen and road
performance is needed
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BITUMEN TOMORROW

• More direct correlation between road performance
  and properties of bitumen
• 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
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CLASSIFICATION

• PG 58 -22

Min. pavement design temp.
Performance Grade
Average 7 day max. pavement design temp.
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MIXING AND LAYING

• Tested in rotational viscometer
• Max. viscosity of 3 Pa-s at 135oC

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AGEING OF BITUMEN

• During Construction
• Early in Pavements life
• Post construction upto two years
• Late in pavements life
• Seven plus years of life

Rotating thin film oven test (RTFOT)
RTFOT Pressure Ageing Vessel (PAV)
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ROTATING THIN FILM OVEN TEST
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PRESSURE AGEING VESSEL
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RUTTING

• Due to melting of bitumen on the road
• Always occurs at max. pavement temp.
• Test to be conducted at max. pavement temp.
• Tested in Dynamic Shear Rheometer
• G/Sind min. 1 kPa, _at_ 10 rad/s for unaged bitumen
• G/Sind min. 2.2 kPa, _at_ 10 rad/s for RTFOT aged
  bitumen

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DYNAMIC SHEAR RHEOMETER
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FATIGUE

• Due to repeated loading,unloading cycles
• Always occurs near the average pavement temp.
• Test to be conducted at average 4OC pavement
  temp.
• Tested in Dynamic Shear Rheometer
• GSind max. 5000 kPa, _at_ 10 rad/s for RTFOT PAV
  aged bitumen

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LOW TEMP CRACKING

• Due to loss of elasticity at very low temp.
• Always occurs at lowest pavement temp.
• Testing done at min. temp. 10OC
• 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

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BENDING BEAM RHEOMETER
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DIRECT TENSILE TESTER
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PERFORMANCE EVALUATION
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GRADE BUMPING

• Choice of grade depends on max. and min. pavement
  temperature 20 mm below road surface.
• Correction for Traffic speed
• gt 90 km/h - No Correction
• lt 90 km/h - Increase one high temp.
  grade
• lt 20 km/h - Increase two high temp.
  grade
• Correction for Traffic volume
• lt 10 million ESAL - No Correction
• gt 10 million ESAL - Increase one high temp.
  grade
• gt 30 million ESAL - Increase two high temp.
  grade

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Bitumen

• New Trends

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Future Trends in Bituminous Roads

• ISO Certification of Roads
• Road Safety Audit
• Performance Based Specifications
• Stone Mastic Asphalt
• Perpetual Pavements
• Foamed Bitumen
• Polyphosphoric Acid Modified Bitumen
• Sulphur Extended Bitumen Modifiers

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ISO Certification of Roads

• Growth in EN ISO 9000 certification in European
  countries
• Voluntary activity driven by individual companies
  or by the national asphalt industry.
• To obtain management and marketing tools.
• In several countries certification is becoming a
  regulatory requirement, usually by mutual
  agreement between suppliers and clients.
• Effective quality schedules can be produced only
  by joint action of supplier and client side of
  road sector.
• If the positive aspects of certification are not
  taken into account in contract arrangements its
  introduction will increase the overall cost of
  asphalt roads

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Road Safety Audit

• Safety audit applied to
• Fresh project proposals
• Existing network of roads
• Specific existing project
• Auditors should be completely independent of the
  organization involved in development of project.
• The audit team comprising of 4-5 people inspect
  the roads during daytime and also at night.
• The team identifies aspects that the road
  controlling authority does well, as well as the
  aspects that could be improved.

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Road Safety Audits (Contd.)

• The team selects aspects and features that were
  observed on a number of audited roads.
• The teams recommendations focus on policies and
  procedures and not on correcting the identified
  deficiencies.
• The team ranks each recommendation on a four
  point subjective scale.
• The draft report in a standard format is reported
  to the authority for their comments
• A formal final report is submitted
• Database is developed for all road safety audits

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Performance Grade Specifications

• Existing Specifications
• Most tests are empirical tests and are not
  directly related to performance on the road
• Tests are conducted at one standard temp.
• Performance under climatic condition prevailing
  throughout the year are not evaluated
• Only short term ageing is evaluated, that too
  only in a few cases
• Performance grade tests simulate the actual field
  conditions in a more realistic way

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Stone Mastic Asphalt

• Increasingly popular Worldwide in heavy traffic
  roads airfields.
• Even surface gives better riding comfort.
• Texture gives good skid resistance relatively
  low traffic noise.
• Strong aggregate structure provided by the coarse
  aggregate particles gives excellent resistance to
  permanent deformation.
• Rich mastic, which fills the voids, makes SMA
  highly durable.
• Modified bitumen Fibres can be used to further
  enhance the mechanical properties.
• Allows thin layer application.

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Stone Mastic Asphalt (Contd.)

• The aggregate grading is similar to that of
  Porous Asphalt, but with the voids filled with
  mortar.
• The process of designing Stone Mastic Asphalt mix
  involves adjusting grading to accommodate
  required binder and void content rather than the
  more familiar process of adjusting the binder
  content to suit the aggregate grading.
• Cost effective despite high quality aggregate
  higher binder content.
• Extremely low maintenance.
• Longer life.

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Perpetual Pavements

• Structure Lasts 50 years
• Bottom-Up Design and Construction
• Indefinite Fatigue Life
• Renewable Pavement Surface.
• High Rutting Resistance
• Tailored for Specific Application
• Consistent, Smooth and Safe Driving Surface.
• Environmentally Friendly
• Avoids Costly Reconstruction

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Perpetual Pavements

• Designed and build to last at least 50 years
• Will result in reduced maintenance cost and
  traffic disruptions
• Build bottom-up with strong foundation and
  structural stability
• Higher fatigue resistance in lower layers
• Higher rutting resistance in upper layers
• Drainage is an important consideration in the
  design of pavement structures
• The change in foundation properties with the
  different seasons must be adequately accounted
  for
• Special soil conditions such as frost heave and
  expansive behavior need to be included in the
  site investigation and design, depending upon the
  local situation and standard practice
• The selection of materials and mix design for the
  HMA layers is dependent upon the needs for the
  individual layers with respect to the overall
  performance of the pavement
• Aggregate interlock is an important component to
  mix stability.

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Perpetual Pavements

• The use of crushed, hard aggregate particles and
  an aggregate structure evaluation will help to
  guarantee particle-to-particle contact.
• use of polymers and fibers can enhance the
  high-temperature performance of asphalt binders.
• It is important to achieve the proper density
  during construction. An air void content higher
  than about six percent may result in
  consolidation and rutting early in the pavements
  life.
• The material in the top HMA layer may be either a
  SMA, OGFC or Superpave mix, depending upon the
  needs of a specific area. In any case, as
  distresses dictate the need for a new pavement
  surface, the old surface may be milled up and
  replaced with a minimum of traffic disruption and
  cost.
• This underscores the principles of the Perpetual
  Pavement Design build it for the traffic, soil
  and climate, and the only cost thereafter should
  be associated with periodic overlays.
• There are a number of initiatives by various
  countries and states to formalize the concept of
  Perpetual Pavements.
• In Europe, particularly England and France, the
  idea of high-modulus pavements has gained
  acceptance. These are thick asphalt pavements
  placed over one or more layers of granular
  material.
• Illinois is engaged in developing a long-life
  asphalt pavement design procedure. Participants
  have included the Illinois DOT, the HMA industry
  and the University of Illinois.
• The Michigan Asphalt Pavement Association has
  developed a Perpetual Pavement design procedure.
• Wisconsin is in the process of researching
  Perpetual Pavements at a number of test sites.
• Texas is using Perpetual Pavements along the
  heavily traveled I-35 corridor.
• Kentucky has used the Perpetual Pavement concept
  to design portions of interstate pavements.
• Other efforts are proceeding in Virginia and
  Ohio.
• What makes the Perpetual Pavement perpetual is
  that, while the surface will need periodic
  replacement, the bulk of the pavement structure
  will remain intact.

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Foamed Bitumen

• Mixture of Bitumen (98), water (1) and foaming
  agent (1)
• When hot bitumen (160 to 200OC) comes in contact
  with cold water (15 to 25OC)
• Mixture expands more than 10 times
• Forms a fine mist or foam
• Foamed bitumen is sprayed on fine aggregate in
  mixing drums to get a strong flexible pavement
  material
• Used for durable, fast and low cost
  rehabilitation of existing pavements

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Polyphosphoric Acid Modified Bitumen

• Lower stripping compared to other bitumens
• Reduction in mixing and laying temperatures
• Improves fracture strength and ductility
• Very low dosage of modifier
• Test tracks in the world are still under
  evaluation but preliminary results are very
  promising

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Sulphur Extended Asphalt Modifier

• Odourless pellets consisting of Sulphur,
  Plasticizers and additives
• Is added to the hot mix
• Melts and disperses easily
• Acts as binder extender and asphalt mix modifier
• Environmentally safe
• Reduces Bitumen requirement by 30
• Mixing temperature is reduced by 10OC
• Higher resistance to rutting, fatigue failure and
  low temperature cracking
• Suitable for perpetual pavements

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• SAFE
• HANDLING PRACTICES

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Health, Safety Environmental Aspects

• Low order of potential hazard provided good
  handling practices are observed.
• Contains Polycyclic Aromatic Hydrocarbons. PCAs
  with molecular wt. Of 200 to 4500 are
  biologically active carcenogens. Concentration of
  these in Bitumen is extremely low.
• Other than heat burns, hazards are negligible.
  However it is prudent to avoid prolonged
  intimate skin contact.

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Health, Safety Environmental Aspects (contd.)

• In case of skin burns plunge the affected area
  under cold running water for 10 minutes.
• 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.

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MODIFIED BITUMEN

• Binder of the future

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Why Modified Bitumen?

• Demands on Road increasing every year
• Increasing Number of Vehicles
• Increasing Axle Load
• Desire to maintain higher serviceability level
• Higher fatigue resistance
• Higher resistance to weathering
• Better adhesion
• Higher stiffness modulus
• Lesser cracking, ravelling, deformation creep
  failure
• Reduce number of overlays
• Reduction in vehicle operation cost

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Why Modified Bitumen?

• Another view point
• 2.75 million vehicles generate discarded tyres
• 30,000- 40,000 tyres are disposed every day
• 1,00,000 1,20,000 tyres will be available by
  2021
• Use of CRMB in maintenance of roads can consume
  3500 Kg/km non-biodegradable waste rubber

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Crumb Rubber Modified Bitumen

• Bitumen
• Additives (Modifiers/Treated Crumb Rubber)

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Advantages of CRMB

• Higher resistance to deformations/ wear tear
• Resistance to reflective cracking
• Reduced expense on frequent overlays
• Lower susceptibility to temp. variation
• Higher resistance to deformation at high
  temperature
• Better Age Resistance Properties
• Higher Fatigue Life of Mixes
• Better Adhesion Properties
• Reduced Noise

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Types of Modifiers
Synthetic Elastomers SBS, SBR etc.
Polymers
Plastics
Rubbers
Crumb Rubber
Natural Rubber (Latex)
Thermoset Epoxy Resins
Plain
Thermoplastic LDPE, EVA, EBA
Chemically Treated
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Why Treat Crumb Rubber?

• Be compatible with Bitumen
• Blend with Bitumen properly thoroughly
• Improve temperature resistance of Bitumen
• Resist degradation of Bituminous mix
• Be capable of being processed by conventional
  mixing plants and laying machinery
• Produce coating viscosity at application temp.
• Maintain premium properties during
  storage,application and in service
• Be cost-effective considering life cycle cost

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Properties of Modifier

• Be compatible with Bitumen
• Blend with Bitumen properly thoroughly
• Improve temperature resistance of Bitumen
• Resist degradation of Bituminous mix
• Be capable of being processed by conventional
  mixing plants and laying machinery
• Produce coating viscosity at application temp.
• Maintain premium properties during
  storage,application and in service.
• Be cost-effective considering life cycle cost

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Grades of CRMB

• GRADES HP GRADES

• CRMB 50 HP MB(CR) 50
• CRMB 55 HP MB(CR) 55
• CRMB 60 HP MB(CR) 60
• Meets IRCSP53-2002

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Tests on Crumb Rubber Modified Bitumen

• Penetration
• Softening Point
• Elastic Recovery
• Thin Film Oven Test
• Penetration
• Softening Point
• Elastic Recovery

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Test and Trials with CRMB

• Central Road Research Institute, New Delhi.
• Highway Research Station, Chennai.
• Gujarat Engineering Research Institute, Vadodara.
• Indian Institute of Technology, Kharagpur.
• Municipal Corporation of Delhi.
• Research Station, P.W (RB) Dept., Hyderabad.,
  Andhra Pradesh.

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EVALUATION OF CRMB VIS-A-VIS BITUMEN 80/100

• BY
• CENTRAL ROAD RESEARCH INSTITUTE

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STUDY RESULT

• CRMB modified mixes indicate better resistance to
  deformation at high temperature as indicated by
  about 1.5 times higher values of stability,
  Marshall quotient and stiffness modulus.
• Higher values of indirect tensile strength and
  stiffness modulus indicate better resistance to
  cracking using modified bitumen in structural
  layers.
• Modified mixes in structural layers are expected
  to take higher traffic stresses due to higher
  values of stiffness modulus.
• Tensile strength ratio before and after
  conditioning in water is higher for modified
  mixes thus indicating superior resistance to
  moisture damage.

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Circular Test track study conducted by Highway
Research Station, Chennai
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Tests conducted in Circular Test Track Study

• Surface Evaluation
• Skid resistance
• Texture depth
• Depletion values

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CIRCULAR TEST TRACK STUDY CONCLUSION

• The Highways Research Station has opined that
  the performance of modified bitumen stretch
  improves by 1.7 times than the conventional
  bitumen stretch.

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PALANPUR - ABU ROAD
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Performance Evaluation Of Palanpur Abu Road By
GERI

• Test section of CRMB strengthned in 2001. 60/70
  section strengthned in 2002
• CRMB showing better roughness values, distress
  values and deflection value
• Report concluded that use of CRMB delaying the
  period of maintenance

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Picture 1 has 60/70 Bitumen and picture 2 CRMB
60. After keeping both the boxes in extreme
climatic conditions Picture 2 aggregate has
binding left with bitumen which is not visible in
case of picture 1
Picture-1
Picture-2
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AHMEDABAD VADODARA EXPRESSWAY
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AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003
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AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003
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AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003
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AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003
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AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003
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AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003
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AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003
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AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003
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INTERNATIONAL USAGE OFCRUMB RUBBER MODIFIED
BITUMEN
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International Use of Crumb Rubber Modified
Bitumen

• CRMB is being used in USA from 1960
• Currently Arizona , Florida , Texas and
  California using 2 million tons of Rubberized
  Bitumen.
• CRMB is very popular in Australia for chip
  sealing wearing courses and structural layers .
• Use of CRMB increasing in developing countries
  of Latin America.

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International Use of Crumb Rubber Modified
Bitumen

• CRMB in use in USA, Canada, France , Germany and
  South Africa.
• UK Environmentalists want use of CRMB to be
  encouraged on roads. Govts. especially are
  considering making the use mandatory.
• Belgian Road Research center encouraging the use
  of CRMB on Freeways
• South African companies are increasingly using
  Rubber Modified mixes

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25 YEAR ANALYSIS BY DEPARTMENT OF
TRANSPORT,ARIZONA
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Conclusions

1. Total thickness of conventional pavement was 21
   inches Vs. 13 ½ inches for a rubberized pavement,
   the cost saving in initial construction was
   approx. 42
2. Roughness value of conventional pavement was
   poorer by 27 initially but due to higher
   deterioration the gap increased to 50 by end of
   11 years
3. In span of 11 years 50 less money was spent on
   maintenance cost on rubberized pavement in
   comparison to conventional pavement
4. The benefit to the user by way of savings in VOC
   was also seen and estimated that it is
   significantly less on rubberized pavement in
   comparison to conventional pavement

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Conclusions
Quote Based on the data analysis
presented for the two pavements, an
asphalt-rubber pavement would be more
cost-effective than a conventional pavement with
respect to agency costs as well as user costs.
In addition, the good performance of the
asphalt-rubber pavement would increase its
service life, which in turn would have a
substantial impact on life cycle cost analysis.
Furthermore, if one or more rehabilitation is
eliminated in a typical analysis period (35
years), it would also have a significant impact
on user costs during the work zone periods.
Unquote.
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Selection Criteria

• Atmospheric Temperature OC
• Minimum
  Maximum

• lt35 35-45 gt45
• lt-10 CRMB50 CRMB 55 CRMB 55
• -10 to10 CRMB 50 CRMB 55 CRMB 60
• gt10 CRMB 55 CRMB 55 CRMB 60

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Recommended Handling Temperatures
Stage of Work Viscosity, Poise Temp. Range, OC
Binder at Mixing lt 2 165 185
Mix at Mixing Plant lt 4 140 - 160
Mix at Laying Site lt 5 130 - 150
Rolling at Site 10 1,000 115 - 135
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HANDLING OF CRMB

• CRMB should ideally be used in hot condition.
• When supplied in drums, it shall be agitated
  properly in melted condition for 10 - 15 minutes
  before use.
• Mixing rolling temperature should be approx.
  10OC higher than conventional temperature.

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No Wonder The smart choice is Bitumen

• Thank You!

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Indian Roads An Overview

• National Highways - 58,077 Km
• State Highways - 1,37,119 Km
• Major District Roads - 4,70,000 Km
• Village Other Roads - 26,50,000 Km
• Total - 33,00,000 Km

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Road Network in India
2
4
8
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Road Transport vs Rail Transport

• Road
  Railways
• Passenger 80 20
• Freight 60 40

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Road Transport Increases

• Year Road length Increase
  Vehicles Increase
• lakh Km
  lakhs
  
• 1951 3.99 -
  3.06 -
• 1961 5.25 32
  6.65 117
• 1971 9.18 75
  18.65 180
• 1981 14.89 62
  53.61 190
• 1991 21.40 44
  213.74 296
• 2000 30.00 40
  500.21 134

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Vehicle Composition

• Year Total 2 Wheelers Cars/Jeeps
  Buses Trucks Other
• ()
  () ()
  () ()
• 1951 3.1 0.3(9) 1.6(52)
  0.4(11) 0.8(27) 0.1(1)
• 1971 18.7 5.8(31) 6.8(37)
  0.9(5) 3.4(18) 1.7(9)
• 1991 213.7 142(66) 29.5(14)
  3.3(2) 13.6(6) 5.3(12)
• 2000 500.2 355(70) 60.2(12)
  6.0(1.2) 31(6) 2.3(11)
  

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Vehicles in Metros (1998)

• Delhi 30.33
• Mumbai 8.60
• Kolkata 6.64
• Chennai 9.75
• Ahmedabad 6.86
• Bangalore 11.30
• Hyderabad 8.87
• All figures in lakhs

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BITUMEN

• A BRIEF HISTORY

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Bitumen - HISTORY

• Used in Building and Paving since Ancient times.
• Oldest adhesive known to man.
• Used in 3500 B.C. as mortar for building stones
  and paving blocks in Mesopotamia.
• Used for water tightening of reservoirs, canals,
  bathing pools embankments of rivers in Indus
  Valley.

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Bitumen - HISTORY

• Used for Mummification in 300 B.C.
• Rock Asphalt used for flooring/sidewalks in
  France in 1800 A.D.
• First road surfacing with Bitumen done in New
  Jersey in 1870 A.D.
• From 1900 onwards Bitumen produced from
  Refineries being used extensively.

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BITUMEN

• THE PRODUCT

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Types of Binders

• 1. TAR
• (I) COKE OVEN TAR
• Produced at temperatures above 1200OC during
  manufacturing of coke.
• High aromatic content.
• Pitch content - 50 .
• (II) LOW AROMATIC TAR
• Produced at temperatures 600OC to 700OC.
• Less viscous.
• Paraffinic in nature.
• Pitch content - 35 .

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Types of Binders (Contd.)

• 2. NATURAL ASPHALT / ROCK ASPHALT / LAKE ASPHALT
• Naturally occurring Bituminous binder.
• Biggest deposits in Trinedad
• 100 Acres,
• 90 meter deep
• 10 to 15 Million Metric Tonnes.
• Penetration - 50
• Asphalt found in France, Italy Switzerland -
  Rock Asphalt.
• 3. BITUMEN
• Obtained from Crude Petroleum.

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Types of Bitumen

• Conventional Bitumen
• Paving Grade Bitumen
• Industrial Grade Bitumen
• Bitumen Emulsions
• Modified Bitumen

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MORE ABOUT

• BITUMEN

108
Grades/Types of Bitumen

• PAVING BITUMEN 80/100, 60/70, 30/40
• Used in Road Construction worldwide.
• Confirms to IS73 of 1992.
• Industrial Bitumen
• Confirms to IS702 of 1988.
• Harder grades.
• Used in water proofing, cable insulation, gunny
  bags, rubber industries, etc.
• Not marketed by Oil Companies.

109
Advantages of Bituminous Roads

• Initial saving
• Flexibility speed of construction
• Ageless rehabilitation is inexpensive
• Stage Construction - in ribbons, not in slabs
• Higher skid resistance
• Visibility Dark Colour of road

110
Advantages of Bituminous Roads

• Better riding quality
• Proven toughness
• Paved Shoulders
• Less wear tear of Vehicle
• Can be fully recycled
• Boeing insists that all runways be constructed
  with Bitumen

111
Production Process

• Fractional distillation Process
• Crude Oil heated to 300 350OC is fed into
  atmospheric distillation column.
• Lighter fractions like Naphtha, Kerosene, Diesel
  separated at different heights
• Heaviest fractions at bottom column are called
  long residue.
• Long residue heated to 350-400OC fed into
  distillation column at reduced pressure.
• Residue at bottom of column called short residue
  used as feedstock for Bitumen.
• Hot air is blown into short residue to make
  Bitumen.

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Bitumen

• A viscous liquid or a solid, consisting
  essentially of Hydrocarbons and their
  derivatives, which is soluble in
  Trichloroethylene and is substantially
  non-volatile and softens gradually when heated.
  It is Black or Brown in colour and posses water
  proofing adhesive properties. It is obtained by
  refining processes from Crude Petroleum.

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COMPOSITION

• B I T U M E N

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Elemental Analysis

• Carbon 82 - 88
• Hydrogen 8 - 11
• Sulphur 0 - 6
• Oxygen 0 - 1.5
• Nitrogen 0 - 1

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Elemental Analysis

• Elemental composition depends on
• origin of crude
• processes used in refinery
• Elemental composition
• Extremely complex with the number of molecules
  with different chemical structures being very
  large
• Not feasible to attempt a complete analysis
• Elemental composition provides little
  information of the types of molecular structure

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Chemical Composition

• Bitumen
• Asphaltenes (5 to 25 wt.)
• Maltenes
• Saturates (5 to 20 wt.)
• Aromatics (40 to 65 wt.)
• Resins (10 to 20 wt.)

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Properties of

• BITUMEN

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Physical Characteristics of Bitumen

• Performance properties.
• Index properties.
• Mix properties.
• Control properties.

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Performance Properties

• Directly relate to performance of the material.
• Bitumen stiffness
• Strength
• Superpave Asphalt Binder Specifications are the
  only specifications based on performance
  properties.

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Index Properties

• Related to performance properties but not real
  material properties.
• Elastic recovery test and Kinematic Viscosity
  test at 60OC.
• Some Bitumen specifications are viscosity grades
  specifications.

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Mixing Properties

• Properties related to mixing, transporting and
  construction.
• Temperature-Viscosity relation of Bitumen is to
  be known to allow selection of optimum mixing
  temperature and the interval of compaction.

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Control Properties

• Empirical properties.
• These properties are used for quality control and
  to grade Bitumen.
• Control properties include Penetration, Softening
  Point, Frass Breaking Point, Ductility, etc.

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Properties of Bitumen

• Characteristics 80/100 60/70 30/40
• Specific gravity at 27OC 0.99 0.99
  0.99
• Softening Point OC 35 to 50 40
  to 55 50 to 65
• Penetration at 25OC, 100gm, 80 to 100 60
  to 70 30 to 40
• 5 secs., 1/10 mm
• Ductility at 27OC, in cm min. 75 75 50

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SIGNIFICANCE OF TESTS

• Penetration Test
• Indicates consistence
• Softening Point
• Indicates melting temperature
• Loss on heating / thin film oven test
• Hardening on road
• Ductility Test
• Affinity for aggregates
• Solubility in Trichloroethelene
• Indicates purity of Bitumen

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Penetration

• Travel in dmm of a specified needle under 100 g
  wt. for 5 secs into Bitumen at 25OC
• Denotes consistency

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Softening Point

• 3.5 g steel ball placed on Bitumen sample in
  Brass ring
• Bath temp. raised at 5OC per minute

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DUCTILITY

• Indicates the extent to which a sample can be
  stretched before breaking.
• Length in cm. at breaking point is ductility

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FLASH POINT

• Used to measure temperature to which a sample
  bitumen may be safely heated
• The flash point is the temperature reached when
  the vapour causes an instantaneous flash

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Handling of

• BITUMEN

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Storage Handling

• Bitumen tanks should have low surface to volume
  ratio.
• p r2 1
• Exposed surface
• pr2h h
• Product should be recirculated, however, return
  lines should enter the tank below Bitumen
  surface.
• Bitumen should always be handled at lowest
  possible temperature, consistent with efficient
  use.
• In case of reheating, heating should be done
  intermittently to prevent high localised
  temperatures. Prolonged direct flame heating may
  cause cracking of Bitumen.

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Recommended Handling Temperatures

• Characteristics 80/100 60/70 30/40
• Min. Pumping Temp.27OC 105 110 125
• Mixing/Coating Temp. OC 150 to 163 150 to
  163 160 to 175
• Laying Temp.OC 130 to 160
  130 to 160 140 to 160
• Spraying Temp.OC 175 - -
• Max. Safe Hdlng. Temp. OC 175 175 175

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Selection of

• GRADE

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Selection Criteria

• Choice of Bitumen is based on
• Climatic Conditions - Maximum Minimum
  temperature rainfall.
• Intensity of Traffic - Number of vehicles per
  day axle load of vehicles.

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Applications of 80/100 Grade

• Less viscous grade.
• Used in all climatic conditions.
• Suited for traffic load lt 1500 cv/day.
• Better suited for high altitude/snow bound
  regions irrespective of traffic intensity.

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Applications of 60/70 Grade

• More viscous grade.
• Higher softening point.
• Suited for traffic intensity gt 1500 cv/day.
• Can withstand heavier axle loads.
• Better suited for highways, expressways
  urban roads.
• Suited for areas where difference between min.
  max. temp. is gt 25oC.
• Reduced stripping in presence of water.

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Applications of 30/40 Grade

• Suited for areas where diff. between min. max.
  temp. lt 25oC.
• Suited for traffic intensity gt 1500 cv/ day
• Used in metropolitan areas.

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Durability of

• BITUMINOUS ROADS

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Factors Affecting Adhesive Properties

• External
• Rainfall
• Humidity
• water pH
• Presence of salts
• Temperature
• Temperature cycles
• Traffic
• Design
• Workmanship
• Drainage

• Aggregate
• Mineralogy
• Surface texture
• Porosity
• Dirt
• Durability
• Surface area
• Absorption
• Moisture content
• Shape
• Weathering

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Factors Affecting Adhesive Properties

• Bitumen
• Rheology
• Constitution

• Mix
• Void content
• Permeability
• Bitumen content
• Bitumen film thickness
• Filler type
• Aggregate grading
• Mix type

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Durability of Bitumen

• Oxidative hardening.
• Evaporative hardening.
• Exudative hardening.
• Hardening in Bulk storage.
• Hardening during mixing.
• Physical hardening.

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• Normally Bitumen hardens by one grade
  during mixing and laying.

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Performance Requirements of Asphalt Mix

• Friction (only for surface layer).
• Resistance to permanent deformation (especially
  for surface layers).
• Resistance to surface cracking induced by ageing
  (especially for surface layers).
• Resistance to reflective cracking (both for
  surface layers and binder/base layers).
• Contribution to structural strength (only for
  binder/base layers).
• Resistance to stripping/ravelling.
• Noise emission.

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Influence of Bitumen on Performance of Asphalt Mix

• Performance requirements Bitumen significance
• Surface layer Binder/base
• layers
• Friction Low -
• Permanent deformation High High
• Surface cracking induced High Medium
• by ageing
• Stripping/ravelling Low Low
• Contribution to structural Low to medium
  High
• strength
• Noise emission Low
  -
• Other cracking Medium High

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BITUMEN REQUIREMENTS

• IN
• DIFFERENT APPLICATIONS

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Bitumen Requirements for Various Road Applications

• Quantity of Bitumen
• ( Kg per 10 sqm)
• Prime coat over granular base
• a) Low porosity (WMM or WBM) 6 to 9
• b) Medium porosity (Cement stabilized) 9 to
  12
• c) High porosity (Gravel base) 12
  to 15

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Bitumen Requirements for Various Road
Applications (contd.)

• Quantity of Bitumen
• ( Kg per 10 sqm)
• Tack Coat
• a) Normal bituminous surface 2.0 to 2.5
• b) Dry hungry bituminous surface 2.5 to 3.0
• c) Granular surface treated with primer 2.5
  to 3.0
• d) Non-bituminous surface
• (i) Granular base (not primed) 3.5 to 4.0
• (ii) Cement concrete pavement 3.0 to 3.5

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Bitumen Requirements for Various Road
Applications (contd.)

• Quantity of Bitumen
• ( Kg per 10 sqm)
• Bituminous penetration macadam
• a) Compacted thickness 50 mm 50
• b) Compacted thickness 75 mm 68
• Bituminous macadam
• Total Bitumen content - 3 to 3.5
  by weight of total mix

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Bitumen Requirements for Various Road
Applications (contd.)

• Quantity of Bitumen
• ( Kg per 10 sqm)
• Built up spray grout 15
• Dense bituminous macadam
• Total bitumen content - 4 by
• weight of total mix

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Bitumen Requirements for Various Road
Applications (contd.)

• Quantity of Bitumen
• ( Kg per 10 sqm)
• Surface dressing
• a) Single coat or first of 2 coats 18
• b) Second coat 10
• Open grade premix carpet
• a) 13.2 mm stone chipping 9.5
• b) 11.2 mm stone chipping 5.1

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Bitumen Requirements for Various Road
Applications (contd.)

• Quantity of Bitumen
• ( Kg per 10 sqm)
• Mix seal surfacing
• a) Type A mix seal surfacing 22.0
• b) Type B mix seal surfacing 19.0
• Semi-dense bituminous concrete
• Total bitumen content - not less than
  4.0 of total weight of mix

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Bitumen Requirements for Various Road
Applications (contd.)

• Quantity of Bitumen
• ( Kg per 10 sqm)
• Bituminous concrete
• Total bitumen content - not less than
  4.5 of total weight of mix
• Bitumen mastic 14 to 17
• Slurry seal
• Total bitumen emulsion content - 180-250
  litres per tonne of dry aggregate

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CRMB Performance on Road
CRMB Performance on Road
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DELHI JAIPUR SECTION
155
DEFORMATION OF SURFACE IN UNMODIFIED SECTION
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PATCH WORK IN UNMODIFIED SECTION
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POT HOLE IN KM-144 UNMODIFIED
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TRANSVERSE CRACKING UNMODIFIED SECTION
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A VIEW OF MODIFIED (CRMB) SECTION
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CLOSE-UP OF MODIFIED SURFACE
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GOOD SURFACE CONDITION OF MODIFIED SECTION
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GOOD SURFACE OF MODIFIED BC
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Conclusions by CRRI

• Use of CRMB in 40 mm thick BC layers delays
  commencement of distress development by about two
  years for a structurally adequate pavement
• Use of CRMB in BC layers demonstrated better
  engineering properties of mixes such as higher
  values of stiffness modulus and Marshall
  stability etc.
• Correlation indicate higher life of 40 mm BC
  Surface with the uses of CRMB as compared to
  60/70 bitumen.

Contd
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Conclusions by CRRI

• CRMB 60 modified bitumen can be used as binder in
  wearing surface under heavy traffic and
  identical climatic conditions on other reaches of
  NHDP
• The renewal cycle for 60/70 grade bitumen in
  4Omm BC is estimated about 4 years, under heavy
  traffic and moderate climatic conditions, while
  this would be at least 6 years when CRMB 60 is
  used as binder in surface course.

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Use of Crumb Rubber Modified Bitumen in India

• Ministry of Road Transport and Highway has made
  use of modified bitumen on National Highways
  mandatory. Research projects to evaluate the
  benefits in structural layers has been undertaken
  by NHAI.
• Ministry of Rural Development has made use of
  Crumb Rubber Modified Bitumen in Pradhan Mantri
  Gramin Sadak Yojana scheme for rural roads
  compulsory.
• Airport authority of India are not only using
  CRMB for the wearing courses but also structural
  layers due to increased elastic modules and
  indirect tensile strength.

Contd
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Use of Crumb Rubber Modified Bitumen in India

• Indian Road Congress in its publications has
  expressed that by using CRMB maintenance of the
  roads can be delayed by over 50
• All leading research institute including
  Central Road Research Institute and Indian
  Institute of Technology have given reports
  recommending the use of modified bitumen
• By the Year 2005 more than 50 of modified
  bitumen will be consumed. Thus in India alone
  market will be over 2 million tons
• All states of India have taken-up use modified
  bitumen for state funded schemes.
• Use of Crumb Rubber Modified Bitumen has been
  specified on projects funded by JIBC, ADB and
  world bank

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Satisfied Clientele

• P W D - Maharashtra
• P W D - Madhya Pradesh
• Major Private Contractors in Maharashtra
• Ketan Constructions Ahmedabad Vadodara
  Expressway
• Contractors in Orissa, A.P. Gujarat.
• Airport Authority of India

168
CRMB

• Balance between cost and performance
• Large quantities available
• Easy to use
• Rugged
• Initial usage has given excellent results

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Drainage Measures

• In Road Construction

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Why drainage is important?

• Reduces sub-soil strength
• Some soils have high volume change when wet
• Subsoil water takes very long to evaporate
• Pockets of porous material become subterranean
  reservoirs
• Most sub-grade soils consist of very fine
  materials which weaken when wet
• Sub-soil water exerts hydrostatic pressure

171
How Does Water Enter the Pavement?

• Rainfall
• Flow of water from surrounding high ground
• Capillary action
• High water table
• Flow of water within pavement

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Drainage improvement Measures

• Maintain transverse slope in good condition
• Construct roads as far above water table as
  economically practicable
• Bottom of sub-grade should be 0.6-1.0m above
  water level
• If not possible, use capillary cut offs
• Where large inflow of water is expected, design
  sub-soil drainage system
• Base should be 300-450 mm wider than Bituminous
  surface
• Ensure that shoulders are not higher than
  carriageway

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Future Challenges

• In Road Industry

174
Challenges to Road Construction Industry

• Increased traffic loads and density
• More cost efficient solutions
• Faster repair methods and easier maintenance
• Road owners increasingly buying road performance

175
ISO Certification for Roads

• There is a growth in EN ISO 9000 certification in
  European countries.
• In some cases it is a voluntary activity driven
  by individual companies or by the national
  asphalt industry. Main aim is to obtain
  management and marketing tools.
• In several countries certification of asphalt is
  becoming a regulatory requirement, usually by
  mutual agreement between suppliers and clients.
• Effective quality schedules can be produced only
  by joint action of supplier and client side of
  road sector.
• If the positive aspects of certification are not
  taken into account in contract arrangements its
  introduction will increase the overall cost of
  asphalt roads.

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Stone Mastic Asphalt

• Increasingly popular Worldwide in heavy traffic
  roads airfields.
• Even surface gives better riding comfort.
• Texture gives good skid resistance relatively
  low traffic noise.
• Strong aggregate structure provided by the coarse
  aggregate particles gives excellent resistance to
  permanent deformation.
• Rich mastic, which fills the voids, makes SMA
  highly durable.
• Modified bitumen can be used to further enhance
  the mechanical properties.
• Allows thin layer application..

177
Stone Mastic Asphalt (Contd.)

• The aggregate grading is similar to that of
  Porous Asphalt, but with the voids filled with
  mortar.
• The process of designing Stone Mastic Asphalt mix
  involves adjusting grading to accommodate
  required binder and void content rather than the
  more familiar process of adjusting the binder
  content to suit the aggregate grading.
• Cost effective despite high quality aggregate
  higher binder content.
• Extremely low maintenance.
• Longer life.

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Road Safety Audits

• Safety audit applied to
• Fresh project proposals
• Existing network of roads
• Specific existing project
• Auditors should be completely independent of the
  organization involved in development of project.
• The audit team comprising of 4-5 people inspect
  the roads during daytime and also at night.
• The team identifies aspects that the road
  controlling authority does well, as well as the
  aspects that could be improved.

179
Road Safety Audits (Contd.)

• The team selects aspects and features that were
  observed on a number of audited roads.
• The teams recommendations focus on policies and
  procedures and not on correcting the identified
  deficiencies.
• The team ranks each recommendation on a four
  point subjective scale.
• The report is in a standard format and is
  reported to the authority for their comments on
  the draft report.
• A formal final report is submitted to the
  authorities.
• Database is developed for all road safety audits.

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Our Intention
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Thank You
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