Assignment: materials and mixes

CEN: 210 Highway Engineering

All questions need to be replied. Total marks awarded are 20. Weightage will be assigned to arrive at
component weightage as defined in Lecture Plan. Write your replay in your own language. The replies will be
checked for similarity as per institute policy. Reply with similarity will be rejected without any further
consideration.

Marking Key: 4×2 + (3+2) + 4 + 3 = 20 (weightage to be implemented)

Name – Shivanshu Giri

Enrolment no. – 22411035

Batch – M7

1.a.

Ductility of bitumen Viscosity of bitumen

It refers to the ability of bitumen to stretch or Viscosity refers to the fluid’s resistance to flow
elongate under tensile stress before breaking. It under an applied force or stress. In simpler terms,
essentially measures how flexible and pliable the it describes how thick or “sticky” the bitumen is.
bitumen is.

Good ductility is essential for bitumen in Viscosity plays a crucial role in the workability of
pavements. It allows the bitumen to absorb bitumen during mixing and paving operations. It
stresses and strains caused by traffic loads and needs to be low enough for proper mixing and
temperature variations without cracking. This compaction but high enough to hold the aggregate
helps prevent potholes and road surface particles (stones) together and prevent excessive
deterioration. rutting (formation of wheel tracks) under traffic
loads.

Ductility is measured using a ductility test where a Viscosity is measured using methods such as the
bitumen sample is stretched at a constant rate Saybolt Furol viscosity test or the dynamic shear
until it breaks. The distance it stretches before rheometer (DSR) test. These tests measure the
breaking is recorded as the ductility value, typically time it takes for a specified amount of bitumen to
expressed in centimetres. flow through a calibrated orifice, or the shear
stress required to deform the bitumen at a specific
temperature.

1.b.

Softening Point Flash Point

The softening point refers to the temperature at The flash point refers to the lowest temperature at
which bitumen changes from a brittle solid to a which the bitumen vapours can ignite momentarily
more viscous liquid state. It indicates the when exposed to a small flame. It is an indication
temperature at which the bitumen becomes too of the flammability of the bitumen.
soft to adequately perform its function in a
 Assignment: materials and mixes
CEN: 210 Highway Engineering

pavement structure.

A bitumen with a high softening point is generally The flash point is crucial from a safety perspective
preferred for road construction, especially in hot during bitumen storage, transportation, and
climates. This ensures the bitumen remains firm application. Bitumen with a low flash point poses a
and maintains its ability to bind the aggregate higher fire hazard, requiring stricter handling
particles (stones) together under high precautions to prevent accidents.
temperatures. A bitumen with a low softening
point may become too soft and lose its binding
ability, leading to pavement rutting (formation of
wheel tracks) and potential cracking.

The softening point is typically measured using the The flash point is typically measured using the
ring and ball apparatus. In this test, a bitumen Pensky-Martens closed cup tester or the Cleveland
sample is placed in a ring mould and a steel ball is open cup tester. In these tests, a small amount of
placed on top. The entire assembly is then heated bitumen is heated in a closed or open cup,
at a constant rate. The temperature at which the respectively. A small flame is periodically
ball falls through a specific distance due to the introduced near the surface of the bitumen. The
softening of the bitumen is recorded as the temperature at which the bitumen vapours ignite
softening point. momentarily is recorded as the flash point.

1.c.

Emulsion Cutback

In bitumen emulsion, water and emulsifiers are Solvents obtained from the distillation tower are
used. used in cutback bitumen.

Different types of bitumen emulsion and their But cutback bitumen has types and grades that are
grades are always in liquid form. semi-solid. As a result, some grades of cutback
bitumen require preheating before use. This leads
to an increase in the preparation cost of using
cutback bitumen.

Bitumen emulsion is suitable for wet and dry Cutback bitumen should be applied to dry surfaces.
surfaces

Bitumen emulsion can be transported in hot One of the most important concerns of
weather without risk in temperatures up to 60 transportation and maintenance is the high
degrees Celsius. flammability of cutback bitumen.

Bitumen emulsion dries in 2 to 15 hours on the Cutback bitumen takes longer to cure at 24 to 48
surface hours.
 Assignment: materials and mixes
CEN: 210 Highway Engineering

A mixture of bitumen droplets dispersed in water Bitumen thinned or "cut back" by adding
with the help of emulsifying agents. These agents petroleum solvents like naphtha or kerosene. This
prevent the bitumen droplets from sticking makes the bitumen more fluid for easier
together and ensure they remain suspended in the application.
water.

Uses water instead of solvents, reducing volatile VOC emissions from the solvents contribute to air
organic compound (VOC) emissions. Less pollution. Flammable due to the presence of
flammable compared to cutback due to the solvents, requiring stricter safety precautions.
absence of solvents. Can be stored at ambient Can separate over time if not stored properly.
temperatures for longer periods without
separation.

1.d.

Air Voids Voids filled with Bitumen

Air voids are the small spaces or pockets of air Voids filled with bitumen refer to the spaces within
trapped between the aggregate particles (stones) the compacted asphalt mix that are occupied by
in a compacted asphalt mix. These spaces are bitumen (asphalt) itself. These spaces fill the gaps
inevitable during the mixing and compaction between the aggregate particles and coat them,
process. binding them together.

A certain amount of air voids (typically between An adequate number of voids filled with bitumen
3% and 7%) is essential for proper asphalt (typically between 70% and 80%) is crucial for
performance. ensuring the strength, water resistance, and
overall performance of the pavement.

It allows for some flexibility and movement within The bitumen acts as the glue that binds the
the pavement structure, accommodating thermal aggregate particles, transferring traffic loads
expansion and contraction and absorbing some throughout the pavement structure.
stresses from traffic loads.

If the air void content is too high (above the While crucial, an excessively high bitumen content
optimal range), it can compromise the pavement's (above the optimal range) can also be problematic.
strength and durability. This can lead to problems This can lead to a "fatty mix" with too much
like cracking, ravelling (loss of aggregate from the bitumen, making the pavement less flexible and
surface), and increased water permeability, which more prone to rutting (formation of wheel tracks)
can accelerate pavement deterioration. under traffic loads.

2.a

To perform satisfactorily in pavement systems bituminous mixtures should fulfil the following
requirements:

1. Ability to distribute stresses

2. Stability when resisting permanent deformation
 Assignment: materials and mixes
CEN: 210 Highway Engineering

3. Resistance to cracking: Cracking of the bituminous mixture layer in pavement structures can be
classified in four categories according to cause of the cracking: fatigue cracking, thermal cracking,
reflection cracking in overlays, and construction-related cracking.
4. Resistance to freeze-thaw and moisture damage
5. Suitable viscosity for proper mixing and compaction during construction. It needs to be fluid
enough for mixing with aggregate (stones) but viscous enough to bind them together and prevent
excessive rutting (formation of wheel tracks) under traffic loads.
6. Penetration refers to the hardness or softness of bitumen. A balanced penetration value is
essential. Softer bitumen (higher penetration) offers better flexibility but might be less resistant to
rutting in hot climates. Harder bitumen (lower penetration) provides better rutting resistance but
could be more prone to cracking in cold climates.
7. Bitumen needs to be ductile, meaning it can stretch and elongate under stress before breaking. This
ductility allows the pavement to absorb stresses and strains caused by traffic loads and
temperature variations without cracking.
8. The flash point is the minimum temperature at which bitumen vapors can ignite. Bitumen with a
higher flash point is safer for handling and storage as it reduces the risk of fire hazards.
9. Bitumen should be resistant to aging and degradation from environmental factors like sunlight,
water, and oxidation. This ensures the pavement maintains its performance characteristics over its
service life.

Criteria for the selection of bitumen grade:

1. Temperature: In warmer climates, harder grades of bitumen (with lower penetration values) are
usually selected because they resist softening and flow under high temperatures. Conversely, in
colder climates, softer grades of bitumen (with higher penetration values) are chosen for their
ability to resist cracking at low temperatures.

2. Seasonal Variations: Areas with significant temperature fluctuations between seasons may require
the use of polymer-modified bitumen, which can better withstand these changes.

3. Rainfall: In regions with high rainfall, the bitumen grade should be such that it can resist stripping of
aggregates. Certain types of bitumen, such as cutback or emulsified bitumen, may be less suitable
in these conditions.

4. Road Construction: For constructing roads, you generally need a harder bitumen grade. The exact
grade, however, will depend on factors like the expected traffic load and the environmental
conditions.

5. Traffic Volume and Type: Heavier traffic volumes and higher axle loads require a harder bitumen
grade with better rutting resistance. Lighter traffic volumes might allow for a softer grade.
 Assignment: materials and mixes
CEN: 210 Highway Engineering

6. Environmental Regulations: Some regions might have regulations restricting the use of bitumen
with high emissions, influencing the choice towards more environmentally friendly grades.

2.b.
The Marshall test, which is a technique for assessing the performance of asphalt mixtures, is used
to estimate the optimal bitumen content (OBC) of a bituminous mix. The processes taken to
determine the OBC include:

 Create a collection of cylindrical samples of the bituminous mixture with a range of

bitumen contents, from low to high values.
 Determine the density and voids of each specimen using a bulk specific gravity test.
 Each specimen should go through a Marshall stability test, which entails applying a load
while maintaining a constant rate of deformation until failure. For each specimen, the
maximum load at failure, also known as the Marshall stability, is noted.
 Calculate the average Marshall stability value for each bitumen content
 Plot a graph of the Marshall stability versus the bitumen content.
 The OBC is the bitumen concentration that corresponds to the graph's highest point, which
designates the point at which the bituminous mix is most stable.

3.
 Assignment: materials and mixes
CEN: 210 Highway Engineering

From Rothfuch method:

Aggregate Proportion(approximately)

20mm 31%

10mm 30%

Sand Filler 30%

Mineral Filler 9%

4. Aggregate = 20mm. 10mm, Stone dust, Mineral filler

(i) Average specific gravity of aggregate = Wag / ∑(wi/Gi)

= 100/(20/2.78 + 30/2.72 + 48/2.65 + 2/2.55) = 2.69 g/cc

(ii) Maximum theoretical density of bituminous mix

Gt = 100/(95/2.69 + 5/1.010 = 2.48 g/cc

 Assignment: materials and mixes
CEN: 210 Highway Engineering

(iii) Percentage of air voids = 100(Gt - Gb)/Gt = 100(2.48-2.34)/2.48 = 5.645%

(iv) Voids in Mineral aggregate (VMA) = Vv + Vb

Vv = 100(Gt – Gb)/Gt = 5.645%

Vb = Gb x w5/G5 = 2.34 x 5/1.01 = 11.584%

VMA = 17.23%

(v) Voids filled with Bitumen (VFB) = (Vb/VMA) * 100 = (11.584/17.23) *100 = 67.23%