Bitumen

Bituminous Materials
• BITUMINOUS
MATERIALS,CLASSIFICATION
AND VARIOUS TERMS USED
RELATED TO TAR AND BITUMEN.
USES AND APPLICATIONS OF
DIFFERENT BITUMINOUS
MATERIALS IN HIGHWAY
CONSTRUCTION.

•ORIGIN AND PREPERATION OF

DIFFERENT GRADES OF BITUMEN AND
TAR. THE RHEOLOGY OF BITUMINOUS
BINDERS,ADHESION,FAILURS,WEATHE
RING OF BITUMINOUS ROAD.
MATERIAL
ADMIXTURES,RUBBER,TAR.
INTRODUCTION TO RECENT
DEVELOPMENT IN HIGHWAY
MATERIALS.
 INTRODUCTION
• Growth of a country largely depends
upon its efficient transportation system.

• Well developed means of transportation

is the lifeline of a country.

• TRANSPORTATION CONTRIBUTES TO
THE ECONOMIC,SOCIAL,INDUSTRIAL
AND CULTURAL DEVELOPMENT OF THE
COUNTRY.
HIGHWAYS, RAILWAYS, WATER WAYS, AIR WAYS
ARE DIFFERENT MODES OF TRANSPORTATION.

• Road transport is most

interesting, versatile,flexible.
After independence the length and capacity of Indian
road system has registered a tremendous growth.

• Network of 33 lakh km of
road in the country.
• Schemes like:-
• ‘GOLDEN
QUADRILATERAL’
• Under this scheme 4
metropolitan cities,
• Frontiers from N-S,and E-W
are to be connected.
• Rs.5400 crores is to be spent.
 87% passengers and 65% of goods in the
country are transported by roads.

• Road transportation is increasing @ 7-10% ,every

year.

• The number of vehicles plying on the road is

increasing @ 12% annually.

• PRADHAN MANTRI GRAM SADAK

YOGANA (PMGSY).
 PRESENT INDIAN SCENARIO

• EARTHEN ROADS
• .
• FLEXIBLE PAVEMENTS.

• SEMI RIGID PAVEMENTS

• RIGID PAVEMENTS
MAJOR FACTORS RESPONSIBLE FOR
FAILURE OF ROADS.

• Overloaded commercial vehicles.

• Improper design of roads.
• Improper construction of roads.
• Improper specifications.
• Drainage,and soil subgrade
conditions.
• Aging of bitumen.
DEVELOPMENT IS THE TOTALITY OF
DISCOVERY.

BITUMEN.

SIR WALTER RALEIGH 1595

 Bitumen is a primary engineering
material,due to its low cost as compared to
other binding materials it is used in
relatively thick films to provide protective
film against corrosive influences and
weather.

Bitumen is a dense viscous

material,dark black or brown in
color,used as a binding and
waterproofing material.
 BITUMEN - USES

• For paving roads.

• For manufacturing of roofing felt.
• For moisture proof and laminated
packing material.
• For coating on roofs,walls and floors.
• Paints.

• INCLUDING THESE THERE ARE 250

KNOWN USES OF BITUMEN.
ORIGIN OF REFINERY BITUMEN.

• Organic component of marien animals

,plant deposits mingled with and covered
by sedimentary mineral matter the action
over millions of yearsof bacterial
attack,moderate heat,pressure and
catalytic action of finely devided mineral
particles has converted the fatty residue
into crude petroleum.
EXTRACTION OF REFINERY BITUMEN

• .
 EXTRACTION OF REFINERY
BITUMEN.

• Bitumen is produced from selected crude

oils.

• Preliminary distillation is normally carried

out near oil fields
 BITUMEN REFINERIES AND
AGENCIES INVOLVED IN REFINERY
WORKS.
• REFINERIES.
• MATHURA (U.P) • AGENCIES.
• HALDIA (W.B) • HINDUSTAN
• BONGAINGAON PETROLEUM
(ASSAM) • INDIAN OIL
• MUMBAI COMPANY
(MAHARASHTRA) • BHARAT
• KOCHEEN,CRL. PETROLEUM.
• CHENNAI,CRL. • RELIANCE.
• KANDALA (GUJARAT) • HP,IOC,BP,IBP ETC.
FOUR MAJOR OIL PRODUCING
AREAS IN THE WORLD.

USA,MIDDLE
EAST(IRAQ,IRAN,KUWAIT),COUNT
RIES AROUND
CARRIBEAN(AFRICA) AND RUSSIA
 REQUIRMENT OF BITUMEN OR
PROPERTIES
• THE BITUMEN SHOULD POSSESS ADEQUATE
VISCOSITY WHILE MIXING AND COMPACTION.

• IT SHOULD NOT BE HIGHLY TEMPERATURE

SUCEPTIBLE.

• IN THE PRESENCE OF WATER IT SHOULD NOT

STRIP OFF FROM AGGREGATE.
 Limitations of Conventional
Bitumen
 Brittleness at Low Temperature

 Becomes Soft In Hot Climatic Conditions

 High Temperature Susceptibility

 Susceptible To Deformation (Rutting)

 Fatigue Failure (Cracking)

 Poor Adhesion
 MEMBERS OF BITUMEN FAMILY

• ASPHALT:- when bitumen contains some

inert material or mineral.
• LAKE ASPHALT, ROCK ASPHALT.
• LAKE ASPHALT:- IT IS FOUND IN WELL
DEFINED SURFACE DEPOSITES IT CONTAINS:-
• BINDER - 54%.
• MINERAL MATTER - 36%.
• ORGANIC MATTER - 10%.
 ROCK ASPHALT :-IT IS FORMED BY THE
IMPREGNATION OF CALCAREOUS ROCK,SUCH AS
LIME STONE OR SAND STONE.
• IT CONTAINS ABOUT 12% OF BITUMEN.

• TAR:- IT’S A VISCOUS LIQUID OBTAINED

WHEN NATURAL ORGANIC MATERIALS SUCH
AS WOOD AND COAL ARE CARBONISED OR
DESTRUCTIVELY DISTILLED IN THE ABSENCE
OF AIR, WOOD TAR, COAL TAR.

• FIVE GRADES:- RT1 TO RT5 .

• RT 1 HAS LOWEST&RT 5 HAS HIGEST
VISCOSITY .
 LIST OF USES OF DIFFERENT GRADE
ROAD TAR.
• RT 1 :- for surface painting under exceptionally cold
weather conditions and on hill roads.

• RT 2 :- standard surface painting under normal Indian

climatic condition.

• RT 3 :- surface paintings,renewal coats,premixing

chips for top course.

• RT 4 :- premixing tar macadam in basecourse.

• RT 5 :- for grouting.
COMPARISION BITWEEN BITUMEN &
TAR.
• BITUMEN. • TAR.
• Petroleum product. • crbonisation of coal
or wood.
• Soluble in cs2 & ccl4. • Soluble in toluene.
• Has better weather • Inferior weather
resisting properties. resisting properties.
• Less temperature • Highly temperature
susceptible. susceptible.
 CUTBACK BITUMEN.

• CUTBACK IS DEFINED AS THE BITUMEN ,THE

VISCOSITY OF WHICH HAS BEEN REDUCED BY
A VOLITILE DILUENT,FOR SURFACE
DRESSING,BITUMEN MACADAM,AND SOIL
BITUMEN STABILIZATION.

• AVAILABLE IN 3 TYPES.
• RAPID CURING :- naptha and gasolene.
• MEDIUM CURING :- kerosene.
• SLOW CURING :- light oils.
 IN EACH CATEGORY THERE ARE SIX TYPES 0 - 5

• RC - 0, RC - 1……….RC - 5.

• INDICATES THE VISCOSITY.

• CUTBACK IS USED FOR:-

• PRIME COAT.
• SEAL COAT.
• FOR SPRAYING AT NORMAL TEMPERATURE
WITHOUT HEATING.
 EMULSION.

• BITUMEN OR REFINED TAR BROKEN UP INTO

FINE GLOBULES AND KEPT SUSPENDED IN
WATER, A SMALL PROPORTION OF AN
EMULSIFIER IS USED TO FACILITATE THE
FORMATION OF DISPERSION,AND TO KEEP THE
GLOBULES IN SUSPENSION.

• EMULSIFIER USUALLY ADOPTED ARE:-

• SOAPS,SURFACE ACTIVE AGENTS,AND
COLLOIDAL POWDERS.
 EMULSION CONTAINS :-
BITUMEN/ TAR - 40 TO 60 %.
EMULSIFIER - 0.5 TO 1 %
REMAINING IS WATER.
• AVERAGE DIA. OF GLOBULES IS ABOUT 0.001 to
0.01 mm .
• BITUMENS WHICH ARE EMULSIFIED FOR ROAD
CONSTRUCTION WORK ARE THOSE WITH
PENETRATION GRADE 180 TO 320.
• 3 TYPES:-
• RAPID SETTING :-surface dressing & pen. Macadam.
• MEDIUM SETTING :-for pre mixing with coarse agg.
• SLOW SETTING :- suitable for fine agg. Mixes.
 TESTS TO EVALUATE PHYSICAL
PROPERTIES OF BITUMEN.

• IS 1201- 1220 1978 ,Codes for bitumen

testing.
• IS -73 1992 ,Code for bitumen
specification.
• Test like Penetration, ductility, softening
point etc. are conducted for physical
evaluation.
Penetration test.
• Determines the
hardness or softness of
bitumen.

• By measuring the depth

in tenths of millimetre
to which a standard
loaded needle will
penetrate vertically in 5
seconds.

• Test temperature is 25 c.
• procedure.
Ductility test
• Distance in centimeters to
which a standard briquette of
bitumen can be stretched
before the thread breaks.
• Physical interlocking.
• Under traffic loads the
bituminous pavement is
subjected to repeated
deformations and recoveries.
• To measure the adhesive
property and ability to
stretch.
• Test temperature 27 c.
 Softening point test.
• It is the temperature at which the
substance attains a particular degree of
softening under specified test condition.
• Ring and ball test.
• Higher softening point indicates lower
temperature susceptibility and is
preferred in warm climates.
• Procedure.
• Softening point vary between 35 to 70 c.
 Flash and fire point test.
• Bitumen materials leave out volatiles at
temperatures depending upon their grade.These
volatiles catch fire.
• Test gives an indication of the critical temperature at
and above which suitable precaution should be taken
to avoid fire hazards.
• Flash point - Is the lowest temperature at which the
vapour of a substance momentarily takes fire in the
form of flash.
• Fire point - Is the lowest temperature at which the
material gets ignited and burns .
• Pensky-Martens apparatus.min flash point 175c.
 Specific gravity test
• It is the ratio of mass of a given volume of the substance
to the mass of an equal volume of water,at 27 c.
• specific gravity of pure bitumen is in the range of 0.97 to
1.02.
• Specific gravity value is useful in mix design.
• If A = mass of specific gravity bottle.
• B = mass of specific grav. bottle filled with water.
• C = mass of specific grav. Bottle half filled bitumen .
• D = mass of bottle half filled with bitumen &
remaining water.
• Specific gravity = C - A/( B - A ) - ( D - C )
 Requirements of paving bitumen

Requirements for Paving Bitumen Type I

Sl. Requirements for Grades Methods of Test Ref.

Characteristics
No. To
S 35 S 45 S 55 S 65 S 90 S 200
1 2 3 4 5 6 7 8 9
Specific gravity at 27°c
i) 0.99 0.99 0.99 0.99 0.99 0.99 IS 1202 : 1978
Min.
Water percent by mass
ii) 0.2 0.2 0.2 0.2 0.2 0.2 IS 1211 : 1978
Max.
iii) Softening point °c 50 to 65 45 to 60 45 to 60 40 to 55 35 to 50 30 to 45 IS 1205 : 1978
Penetration at 25°c 100g, 5 175 to 175 to
iv) 30 to 40 40 to 50 50 to 60 60 to 70 IS 1208 : 1978
sec., 1/10 mm 225 225
v) Penetration ratio, Min. 35 35 35 35 35 35 -
Ductility at 27°, cm,
vi) 50 75 75 75 - - IS 1208 : 1978
Min.
 CHEMISTRY OF BITUMEN.

• The configuration of internal structure of bitumen

is largely determined by the chemical constitution
of the molecular species of predominantly
hydrocarbon nature with a small amount of
functional group containing nitrogen,oxygen and
sulphur atoms.
• Bitumen also contains trace quantities of metals
like vanadium,nickel,iron,magnesium& calcium
which occur in the form of inorganic salts and
oxides.
ELEMENTRY ANALYSIS OF BITUMEN
SHOWS THAT IT CONTAINS.
• CARBON --- 82 - 88% .

• HYDROGEN --- 08 - 11%.

• SULPHUR --- 0 - 6%.

• OXYGEN --- 0 - 1.5%.

• NITROGEN --- 0 - 1%.

BITUMEN CAN BE SEPARATED INTO TWO
MAJOR CONTITUENTS,
ASPHALTENES AND MALTENES.
• METHODS FOR SEPARATING BITUMEN
INTO FRACTIONS :-
• Solvent extraction method.
• Adsorption by finely divided solids.
• Column chromatography ASTM- D4124-
97
• Molecular distillation used in conjunction
with one of the above technique.
 COLUMN CHROMATOGRAPHY
ASTM D-4124 -97.

BITUMEN.

N-heptane.

soluble insoluble.
MALTENES ASPHALTENE.

filter AL2O3 basic

elution with n heptane elution with toluene elution with methanol

SATURATES AROMATICS RESINS
 BITUMEN CONSTITUENTS.
• ASPHALTENES.

• These are n-heptane insoluble.

• Black or brown in colour.
• Contains carbon,hydrogen nitrogen,oxygen,sulph.
• These are highly polar and complex aromatic
material.
• They have high molecular weight.
• Asphaltenes constitute 5 - 25% of bitumen.
 MALTENES

a) SATURATES
• These are N-heptane soluble.

• Straw or white in colour.

• Comprise straight and branch chain hydrocarbons.

• Constitute 5 to 35% of bitumen.

 B) Aromatics.

• Soluble in N-heptane.
• Dark brown in colour.
• Contains carbon, hydrogen,nitrogen,oxygen
and sulphur.
• Consist of non polar carbon chain.
• Aromatic constitute 40- 65% of total bitumen.
• They have high dissolving ability.
 C) RESINS.

• Soluble in N-heptane.
• Dark brown in colour.
• Contains C,H,N,O and sulphur.
• Resins are highly polar in nature.
• They are dispersing agents or peptisers for
asphaltenes.
• Proportion of resins to asphaltenes governs to a
degree the Sol or Gel type character of bitumen.
 BITUMEN
STRUCTURE
 BITUMEN STRUCTURE.
• Traditionally bitumen is regarded as a
colloidal system which consist of high
molecular weight asphaltene micelles & are
dissolved in lower molecular weight oily
medium called as maltenes.

• According to structure bitumen can be

classified in two type :-

• 1) SOL Type or solution type.

• 2) GEL Type or gelatinous type.
 SOL TYPE OF BITUMENS.

• 1) AROMATICS OF HIGH SOLVATING

POWER WHICH CAN FULLY PEPTISE
ASPHALTENES.
• 2) THESE HAVE HIGH TEMPERATURE
SUSCEPTIBILITY.
• 3) HIGH DUCTILITY AND VISCOSITY.
• 4) LOW RATE OF AGE HARDENING.
• 5) HIGH PLASTIC CHARACTER.
• 6) LITTLE THIXOTROPHY.
 GEL TYPE OF BITUMENS.
• 1) AROMATICS OF LOW SOLVATING
POWER WHICH DO NOT PEPTISE
ASPHALTENE FULLY AND DUE TO THIS AN
IRREGULAR OPEN PACKED STRUCTURE IS
FORMED.
• 2) THESE HAVE LOW TEMPERATURE
SUSCEPTIBILITY.
• 3) LOW DUCTILITY AND VISCOSITY.
• 4) HIGH RATE OF AGE HARDENING.
• 5) HIGH ELASTIC CHARACTER.
• 6) LOW THIXOTROPHY.
DURABILITY OF
BITUMEN
 DURABILITY OF BITUMEN.
• BITUMEN SHOULD NOT EXCESSIVELY
HARDENED DURING
MANUFACTURING,STORAGE OR IN SERVICE ON
ROAD.
•
• BITUMEN IN COMMON WITH MANY
ORGANIC SUBSTANSES IS
AFFECTED BY THE PRESENCE OF -

• OXYGEN,ULTRA VOILET
RADIATIONS AND BY
CHANGES IN
TEMPERATURE,
 FOUR PRINCIPLE MECHANISM OF
BITUMEN HARDENING.
• 1) OXIDATION - Due to presence of excessive
polar aromatics.
• 2) LOSS OF VOLATILES -
Temperature,condition of
exposure.
• 3) PHYSICAL HARDENIND- When bitumen is
attributed to reorientation of its
molecules.
• 4) EXUDATIVE HARDENING - Due to
presence of napthenic
aromatics of lower molecular
weight.
 BITUMEN ADHESION.
• ONE OF THE PRINCIPLE FUNCTION OF
BITUMEN IS TO ACT AS AN ADHESIVE.

• NATURE OF AGGREGATES HAVE A

CONSIDERABLE INFLUENCE ON BITUMEN
ADHESION.

• HYDROPHILIC, HYDROPHOBIC AGGREGATES.

• AGGREGATE WITH HIGH SILICON OXIDE

CONTENT LIKE QUARTZ,GRANITE THAT IS
ACIDIC AGGREGATES ARE MORE DIFFICULT
TO COAT WITH BITUMEN THAN BASIC
AGGREGATE LIKE BASALT.
 BITUMEN RHEOLOGY.

• Rhelogy refers to behavior of bitumen at a

given temperature,it is determined by both
the constitution (Chemical composition)
and structure (Physical arrangement) of the
predominantly hydrocarbon molecular
structure.
• Change to either structure,constitution or
both will result in change of rheology.
RELATIONSHIP BETWEEN CONSTITUTION
AND RHEOLOGY.

• Systematic blending of saturates,aromatics,resins

and asphaltene fractions reported from bitumen
has demonstrated the dependence of rheology on
constitution.
• BY HOLDING THE ASPHALTENE CONTENT
CONSTANT AND VARYING THE
CONCENTRATION OF OTHER THREE
FRACTIONS IT HAS BEEN DEMONSTRATED
THAT :-

• A) Increasing the aromatic content at a constant

saturate to resin ratio has little effect on rheology.

• B) maintaining a constant ratio of resins to

aromatics and increasing the saturate content
softens the bitumen.
• C) The addition of resins hardens the bitumen
reduces the penetration and shear susceptibility
but increases the viscosity.

• D) At constant temperature the viscosity of a

bitumen increases as concentration of asphaltenes
increases.
 INRTODUCTION TO RECENT
DEVELOPMENT IN HIGHWAY
MATERIALS.

TO ACHIEVE THIS SINGLE

OBJECTIVE OF
DURABLE ROADS AT AN AFFORDABLE
COST.
 FLEXIBLE PAVEMENTS WITH BITUMINOUS
SURFACINGS ARE THE MAJOR PART OF ROAD
NETWORK IN INDIA.

• THE VARYING CLIMATIC CONDITION AND

UNPLANNED TRAFFIC GROWTH MAKES THE
PAVEMENT SURFACE SOFT IN SUMMER AND
BRITTLE IN WINTER.

• THE HIGH TRAFFIC INTENSITY IN TERMS OF

COMMERCIAL VEHICLES,IMPROPER
DESIGN,CONSTRUCTION METHOD AND POOR
MATERIALS ARE RESPONCIBLE FOR EARLY
DEVELOPMENT OF DISTRESS SYMTOMS LIKE
UNDULATIONS,RUTTING,CRACKING AND
POTHOLING OF PAVEMENTS.
 THE ACCLEREATED DETORIORATION OF
FLEXIBLE PAVEMENT IS A CHALLENGE FOR
HIGHWAY ENGINEERS IT BURDENS THE SCARE
MAINTENANCE BUDGET WHICH INTURN
AFFECTS THE RESOURCE FOR NEW CORRIDORS.

• THIS SITUATION HAS LEAD TO DEVELOPMENT

OF IMPROVED PAVEMENT MATERIALS AND
TECHNIQUES IN ROAD CONSTRUCTION.

• THE USE OF MODIFIED BITUMENS OFFER ONE

OF THE SOLUTIONS TO REDUCE THE
FREQUENCY OF MAINTENANCE REQUIRED AT
BLACK SPOTS AND PROVIDES MUCH LONGER
SERVICE LIFE FOR MAINTENANCE
TREATMENT AT DIFFICULT SITE.
• ALSO THE USE OF MODIFIED BITUMEN IS COST
EFFECTIVE WHEN LIFE-CYCLE COST IS TAKEN
INTO CONSIDERATION.
• These guidelines deals with the use of
polymer and rubber modified bitumen in
road construction and their advantages,
applications, type of modifier and
precautions needed during their use.
 Applications of rubber and polymer
modified bitumen
• Bituminous mix prepared with modified bitumen
has a higher stiffness modulus, enhanced fatigue
life, better resistance to creep and higher indirect
tensile strength, suitable as renewal course and
overlay material on surfaces which are badly
cracked and subjected to heavy traffic.
• They also used as Stress Absorbing membrane
(SAM).
• Modified bitumen performs better than ordinary
bitumen in high rainfall areas and in situations,
where the aggregates are prone to stripping.
• Modified bitumen has better creep
resistance properties, they can also be used
at busy intersections, bridge decks and
roundabouts for increased life of surfacing.

• SBS modified bitumens are known to

perform better in snow bound areas.

• Modified bitumens also find useful

applications in porous asphalt.
• The storage stability of polymer/rubber
modified bitumen shall be ensured by
separation test.

• Modified bitumen may be supplied hot at

125-175 c in insulated tankers with suitable
agitating devices.
 CHOICE OF RUBBER AND POLYMER
MODIFIED BITUMEN

Modified bitumens are generally recommended

for the roads with heavy traffic and located in
extreme climatic areas. The selection of the type
of modified bitumen will be based on climatic,
traffic, performance reports and life cycle cost
analysis.
 DESIGN OF MIXES
• The hot mix construction using modified bitumen
should be carried out when the atmospheric
temperature is above 15 degree celsius.
• The properties of hot mix prepared with modified
bitumen shall be in compliance with the
requirement given in table 7.
• The mix design for dense bituminous macadam
(DBM), BC, SDBC shall be done in same manner
as used for ordinary bitumen by Marshall Method
of Mix Design (ASTM:D:1559-1979).
 HANDLING OF MODIFIED BITUMEN
AND MIXES AT SITE
• It is extremely important that the modifier is
thoroughly blended with bitumen before the
preparation of mix so that the modified bitumen
retains its premium properties.
• The storage stability of modified bitumen at high
temperature is very important.
• Test for penetration, softening point, separation
and elastic recovery shall be conducted for a lot of
10 tonne rubber/polymer modified bitumen.
• The temperature of mixing and rolling shall be
slightly higher than conventional bituminous
mixes.
 IRC - SP - 53 - TENTATIVE
GUIDELINES FOR USE OF POLYMER
AND RUBBER MODIFIED BITUMEN IN
ROAD CONSTRUCTION.

• BITUMINOUS MATERIALS :
ASPHALT,TARS AND PITCHES VOL. 2
ARNOLD.J.HOIBERG - NEWJERSEY
 On Bituminous Mix Design
Animesh Das
• Bituminous mix design is a delicate balancing act
among the proportions of various aggregate sizes
and bitumen content. For a given aggregate
gradation, the optimum bitumen content is
estimated by satisfying a number of mix design
parameters.
• Construction of highway involves huge outlay of
investment.
• A precise engineering design may save
considerable investment; as well a reliable
performance of the in-service highway can be
achieved. Two things are of major considerations
in this regard –
• pavement design and the mix design.
• A good design of bituminous mix is
expected to result in a mix which is
adequately (i) strong (ii) durable (iii)
resistive to fatigue and permanent
deformation (iv) environment friendly (v)
economical and so on.

• The present article tries to identify some of

the issues involved in this art of bituminous
mix design and the direction of current
research.
 Evolution of mix design concepts
• The first formal mix design method was Habbard field
method, which was originally developed on sand-asphalt
mixture. Mixes with large aggregates could not be handled
in Hubbard field method.

• Fransis Hveem, developed the Hveem stabilometer (1927).

Hveem used the surface area calculation concept (which
already existed at that time for cement concrete mix
design), to estimate the quantity of bitumen required
[Hveem 1942]. Moisture susceptibility and sand equivalent
tests were added to the Hveem test in 1946 and 1954
respectively [Roberts et al. 2002].

• Bruce Marshall developed the Marshall testing machine

just before the World War-II. It was adopted in the US
Army Corpes of Engineers in 1930’s and subsequently
modified in 1940’s and 50’s.
 Selection of mix constituents
• Binder
• Generally binders are selected based on some simple tests and other site-
specific
• requirements. Penetration grade, cutback, emulsion, modified binder etc. The
test conditions are pre-fixed in the specifications.
• Temperature affects the modulus as well as the aging of binder. Superpave
specifications suggest that these acceptability tests are to be carried out at the
prevalent field temperatures. This is an important consideration because,
binder from two different sources may show same physical properties at a
particular temperature, but their performances may vary drastically at other
temperatures.
• In Superpave specifications, therefore, only the acceptable test values are
recommended, and not the test temperatures.
• The temperature values are found out from the most prevalent maximum and
minimum temperatures at the field at a given probability level. Rolling Thin
Film Oven Test (RTFO), Pressurized Aging Vessel (PAV), Dynamic Shear
Rheometer, Rotational Viscometer, Bending Beam Rheometer, Direct Tension
Tester are some of the tests recommended in Superpave binder selection
[Superpave 1997, 2001].
 • Aggregate
• Number of tests are recommended to judge the properties of the aggregates,
e.g. strength, hardness, toughness, durability, angularity, shape factors, clay
content, adhesion to binder etc. Angularity ensures adequate shear strength
due to aggregate interlocking, and limiting flakiness ensures that aggregates
will not break during compaction and handling.

• The Fuller’s experimental study for minimum void distribution still forms
the basis of these exercises. Strategic Highway Research Program (SHRP),
USA decided to use 0.45 power Fuller’s gradation as the reference
gradation, with certain restricted zones and control points. The restricted
zone and control points are incorporated in order to ensure certain
proportion of fines for (i) proper interlocking of aggregates (ii) to avoid the
fall in shear strength of mix due to excess of fines and (iii) to maintain
requisite Voids in Mineral Aggregates (VMA). These control points and
restriction zones are more as guidelines for selecting a gradation than a
compulsion to be followed.
Role of mix volumetric parameters
PRIME COAT OVER GRANULAR BASE
• The application of a single coat of low viscosity
liquid bituminous material to a porous granular
surface preparatory to the superimposition of
bituminous treatment or mix.
• Materials
• The bituminous material to be used as primer shall
be such that it can penetrate about 10 mm deep
into base course. Bitumen emulsion SS1 grade
conforming to IS:8887/ASTM D2397 or medium
curing cutback bitumen conforming to IS:2177
can be used as primer.
• Quantity of SS1 grade bitumen emulsion for
various types of granular surface shall be as per
Table 500-1:
• Table 500-1 Quantity of Bitumen Emulsion for Various Types of
Granular Surface

Type of Surface Rate of Spray (kg/sq.m)

WMM/WBM 0.7–1.0
Mechanically lime/cement
stabilized soil bases,
lime cement bases 0.9–1.2
Gravel bases, Crusher run
Macadam and
crushed rock bases 1.2–1.5
• Cutback when used as primer shall not be prepared in field. Type
and quantity of cutback bitumen for various types of granular
surface shall be as per Table 500-2.
• Table 500-2 Type and Quantity of Cutback Bitumen for
Various Types of Granular Surface

Type of Surface Type of Cutback Rate of Spray

(kg/sq.m)
WMM/WBM MC 30 0.6–0.9
Mechanicallylime/ce
ment stabilized
soil bases, lime MC 70 0.9–1.2
cement bases
Gravel bases, Crusher MC 250 1.2–1.5
run Macadam and
crushed rock bases
 TACK COAT
• The application of a single coat of low viscosity liquid bituminous
material to an existing bituminous, cement concrete or primed granular
surface preparatory to the superimposition of a bituminous mix.
• Materials
• The binder used for tack coat shall be either Cationic bitumen emulsion
(RS 1) complying with IS 8887/ASTM D 2397 or suitable low viscosity
paving bitumen of VG 10 grade conforming to IS:73. The use of cutback
bitumen RC:70 as per IS:217 shall be restricted only for sites at sub-zero
temperatures or for emergency
• Table 500-3 Rate of Application of Tack Coat
Type of Surface Rate of spray of Rate of spray of
emulsion /cutbackKg bitumen Kg per sq m
per sq m
Bituminous surfaces 0.20 – 0.30 0.30 – 0.40

Granular surfaces 0.25 – 0.30 0.35 – 0.45

treated with primer
Cement concrete 0.30 – 0.35 0.40 – 0.50
pavement
 LEAN BITUMINOUS MACADAM
• Construction of 75 mm thick single course of
compacted crushed aggregates premixed with a
bituminous binder on a previously prepared base
to the requirements of these Specifications. This
specification may be used for laying of profile
corrective course (PCC) where thickness of PCC
is more than 75 mm and strengthening of weak
bases, where strengthening by granular layer is not
feasible due to difficulties in scarification or due
to economical reasons.
• Materials
• Bitumen
• Coarse aggregate
• Fine aggregate
 • Table 500-4 Aggregate Grading and Bitumen Content

Layer thickness 75 mm
IS Sieve size (mm) Cumulative % by weight of total
aggregate passing
45 100
26.5 75-100
22.4 60-95
11.2 30-55
5.6 15-35
2.36 4 – 19
0.075 0–5
Bitumen content ** percent by 2.5
mass of total mix

**Corresponds to specific gravity of the Aggregate being 2.7. In case

of aggregates have specific gravity more than 2.7, bitumen content can
be reduced proportionately.
 DENSE GRADED BITUMINOUS
MACADAM

• This clause specified the construction of Dense

Bituminous Macadam, (DBM), for use
• mainly, but not exclusively, in base/binder and
profile corrective courses. The work shall
• consist of construction in a single or multiple
layers of DBM on a previously prepared base
• or sub-base. The thickness of a single layer shall
be 50 mm to 100 mm.