CH 6 Highway Material

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Chapter VI
Introduction
Some of the materials like soil, stone aggregates, sand and bitumen which have some specific requirements, different than for general building purposes when used in road construction. In this chapter discussion is focused mainly on those materials, which are extensively used in road construction practices with special references as to their use, specifications, requirements, behavior in road construction and maintenance.
Highway Materials
Sunil Khyaju
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Most common materials used in road construction can be classified into three broad categories: a) Minerals materials: Sub grade soils, sand, stone chips, gravel, blast furnace slag, and brick pebbles. These may be occurred naturally, semi processed or fully processed. b) Binding materials: i) Stone dust or cohesive soil: It results in semi-rigid and semi flexible bond between the mineral particles. ii) Cement, lime and other inorganic binding material: It forms rigid and irreversible bonds. iii) Bitumen, tar and other organic binding materials: It provides thin film of binding action which is flexible and reversible in nature. c) Other common building materials: stone, brick, reinforcing steel, gabion wire etc.
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SUB-GRADE SOIL
The main function of the sub grade is to give adequate support to pavement and for this sub grade should possess sufficient stability under adverse climate and loading. The formation of wave, corrugation, rutting and shoving in black top pavement and the phenomenon of pumping, blowing and consequent cracking of cement concrete pavement s are generally attributed due to poor subgrade conditions.
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HIGHWAY MATERIALS ER.SUNIL KHYAJU
Highway structure essentially consists of the components: the sub-grade for embankment upon which the pavement is laid and pavement itself. In cuts, sub-grade consists of parent soil. In filling section, the sub-grade/embankment consists of borrowed soil over the native ground or sometimes treated in case of poor soil.
Soil is formed by the disintegration or decomposition of rocks. Engineering properties of soil are largely dependent on the nature of parent rock. The properties and behavior of soil are greatly influenced by the changes in moisture content, density and degree of compaction. Soil contains air, water, organic matters and other chemicals all dispersed around the mineral particles.
Characteristics of soil
Certain characteristics of soil particles that is useful in predicting the performance and behavior of soils are: Grain size and shape Surface Texture Chemical Composition Moisture content Dry density Maximum dry density is obtained with minimum compaction effort at optimum moisture content. Advantages of compacted soil: Increase in strength Rate of water movement is decreased Change in volume due to variation of moisture is less
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Desirable Properties:
The desirable properties of soil as a highway materials are: Stability: it is characterized by resistance to permanent deformation under load. Incompressibility: Soils used in sub-grade and embankment construction and foundation should be incompressible. Permanency in strength: Permanency in strength is the property of soil, which allows sub-grade to support pavement with the same degree of strength under varied conditions of moisture and weather. Minimum change in volume and stability under adverse condition of weather and ground water: It is required to ensure minimum variation in expansion.
Good drainage: Good drainage characteristic is essential to avoid excessive moisture and frost action. Easy in compaction: It is the property of soil, which ensures higher dry density with minimum compaction effort for increasing strength characters and permanency in strength.
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Classification of Soil: An overview

Soils are classified based on grain size, textural classification and classification system based on the person or agencies suggesting classifications. I. Soil classification based on grain size: These include MIT classification system (USA) and ISI Classification (India). The classification is conveniently shown in the form of chart as shown below.
II. Textural Classification: The textural classification is based on grain size distribution rather than individual size of particles. This is also called Bureau of Public Roads Classification. A triangular chart is the purpose of classifying soils into mixes of sand, silt and clay.
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III. Soil classification by Agency: These include Burmister Descriptive Classification Casangrade Classification Unified soil classification Public Road Administration (PRA) classification Highway Research Board (HRB) classification or AASHTO classification Federal Aviation Agency (FAA) classification Civil Aeronautic Administration (CAA) classification Unified soil classification system is widely used for general civil engineering purposes while HRB classification is adopted for the classification of sub-grade soils in highway engineering.
ROAD AGGREGATES
Definition and Classification: Road aggregates are defined as an aggregation of sand, gravel, crushed stone or other materials of mineral origin, used in combination with a binding material to form bituminous mixes and cement concrete, macadam, mortar, mastic, plaster etc or alone as in filter beds and various sub-surface drainage system. Depending on the size of particles, stone aggregates are classified into coarse and fine aggregates.
Coarse aggregate which retained in 4.75 mm IS sieve. Fine aggregate is an either natural sand or crushed stone which passes through 4.75 mm IS sieve.
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Desirable properties:
Strength: Resistance to crushing- crushing value The aggregates used in top layers are subjected to (i) Stress action due to traffic wheel load, (ii) Wear and tear, (iii) crushing. For a high quality pavement, the aggregates should posses high resistance to crushing, and to withstand the stresses due to traffic wheel load. Hardness: resistance to abrasion (wear and tear) Los Angeles Abrasion value The aggregates used in the surface course are subjected to constant rubbing or abrasion due to moving traffic. The aggregates should be hard enough to resist the abrasive action caused by the movements of traffic. The abrasive action is severe when steel tyred vehicles moves over the aggregates exposed at the top surface.
Toughness: Resistance to impact- impact value Aggregates used in the pavement should be able to resist the effect caused by the jumping of the steel tyred wheels from one particle to another at different levels causes severe impact on the aggregates. Durability: Resistance to weather action- soundness test, sodium Sulphate test, magnesium Sulphate & freeze-thaw test. The aggregates are subjected to the physical and chemical action of rain and bottom water, impurities there-in and that of atmosphere, hence it is desirable that the road aggregates used in the construction should be sound enough to withstand the weathering action
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Shape: Suitability in road construction, shape determines interlocking and crushing and hence strength flakiness index, elongation index, angularity number are the indicator of proper shape. Adhesion with bitumen: The aggregates used in bituminous pavements should have less affinity with water when compared with bituminous materials, otherwise the bituminous coating on the aggregate will be stripped off in presence of water. Hydrophobic and hydrophilic aggregates Cationic and anionic bitumen Siliceous aggregates carry negative charge and cationic emulsion carry positive charge is right choice
Freedom from deleterious particles

Aggregates used in bituminous mixes should be clean, tough and durable in nature and free from excess amount of flat or elongated pieces, dust, clay balls and other objectionable material. Similarly aggregates used in Portland cement concrete mixes must be clean and free from deleterious substances such as clay lumps, silt and other organic impurities.
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Aggregates tests may be divided into four main groups as given below:
A. Descriptive Tests
These tests are intended to define the visual examination of an aggregate that enables it to describe in terms of both the shape and the surface texture of the particles. The particle shape may be described as rounded, irregular, flaky, angular, elongated, and both flaky and elongated. Surface texture may be defined as glassy, smooth, granular, rough, crystalline, honeycombed and porous. Significance of tests: descriptive test is very valuable guides relative to the internal friction properties of aggregates. which resists the movements of aggregates pass each other. Road aggregates with high internal friction have good interlocking qualities.
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B. Non-destructive Quality Tests

These non-destructive tests are carried out on the aggregate to determine its suitability for a specific use. The results obtained are normally compared with aggregate specifications to see whether they comply with the desired properties and characteristics. The tests of particular interest are the gradation, water absorption and shape test.
Gradation test:
Gradation test is also known as Sieve Analysis, Screen Analysis and Mechanical Analysis.
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Water absorption test:

Significance: Gradation is the characteristic of a road aggregate on which the greatest stress is placed in specifications, as it has direct influence on both the construction quality and the cost of pavement component.
The procedure consist of soaking the aggregate sample in distilled water for 24 hours, surface drying and weighing in air and then oven drying and weighing in air again. Then the water absorption is given by,
Significance of tests: The porosity of the aggregate affects the amount of binder required and additional binder material may have to be incorporated in the mixture to satisfy the absorption by the aggregate after the ingredients have been mixed. The water absorption values allowed for road aggregates normally range from less than 0.1 percent to about 2 percent for materials used in road surfacing, while values of up to 4 percent may be accepted in road bases.
Shape test:
Flakiness Index (F.I), Elongation Index (E.I) and Angularity Number (A.N.) Flakiness Index (F.I) The Flakiness Index of an aggregate is the percentage by weight of particles, whose least thickness is less than threefifths or 0.6 times of their mean dimension. The mean dimension is the average of two adjacent sieve apertures between which the particle being measured is retained by sieving. The F.I. test is not applicable to particles smaller than 6.35 mm in size. The desirable value of F.I. should be less than 15% and it should not exceed 25% in any case.
The Elongation Index of an aggregate is the percentage by weight of particles whose greatest length is greater than 1.8 times their mean dimension. As with the F.I. test, the E.I. test is not applicable to aggregate size smaller than 6.35 mm.
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The Angularity Number of an aggregate is the amount, to the nearest whole number, by which the percentage of voids exceeds 33 when an aggregate is compacted in a specified manner in a standardized metal cylinder. A.N. measures the voids in a sample after compaction in a particular manner. The apparatus for testing the angularity number consist of a metal cylinder of 3 liter capacity and a tamping rod. Aggregate in specified range (16-20 mm) is placed and tamped 100 times by a tamping rod in three layers. Then it is weighed. Then it is emptied and filled with water.
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C. Durability Test
Where, C- Weight of water to fill the cylinder G- Specific Gravity of aggregates W- Weight of aggregate in cylinder. This value is expressed as the nearest whole number. Significance of tests: The internal friction of an aggregate is the property, which by mean of the interlocking of particles and the surface friction between adjacent surfaces, resists particle movement under the action of an imposed load.
Three types of resistance tests are carried out on road aggregate. These are the abrasion test toughness and strenght tests and soundness test.
Abrasion Test: The aggregates used in surface course of the highway pavements are subjected to wearing due to movement of traffic. When vehicles moves on the road, the soil particles present between the pneumatic tyres and road surface causes abrasion of road aggregates. Therefore aggregates should be hard enough to resist the abrasion Abrasion tests on aggregates are generally carried out by any one of the following methods: a) Los Angeles abrasion test. b) Deval abrasion test c) Dorry abrasion test
Los Angeles abrasion test The principle of Los Angeles abrasion test is to find the percentage wear due to relative rubbing action between the aggregate and steel balls used as abrasive charge in drum for specific number of revolutions. Apparatus Los Angeles machine consists of circular drum of internal diameter 700 mm and length 520 mm mounted on horizontal axis enabling it to be rotated. An abrasive charge consisting of cast iron spherical balls of 48 mm diameters and weight 340-445 g is placed in the cylinder along with the aggregates. The number of the abrasive spheres varies according to the grading of the sample.
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The quantity of aggregates to be used depends upon the gradation and usually ranges from 5-10 kg. The cylinder is then locked and rotated at the speed of 30-33 rpm for a total of 500 -1000 revolutions depending upon the gradation of aggregates. After specified revolutions, the material is sieved through 1.7 mm sieve and passed fraction is expressed as percentage total weight of the sample. This value is called Los Angeles abrasion value.
Standard Grading Group for LA Test
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Calculation & Observation:

S.N. Grading Selected 1 original weight of the sample W1= weight of aggregate retained on 1.7mm 2 sieve W2= 3 loss of weight W1-W2 4 % wear=(W1-W2)/W1*100 % Conclusion: S.N. Types of pavement 1 Concrete pavement 2 3
sample 1 sample 2 mean 5000 5000 4500 500 10 4550 450 9
Abrasion Value Less than or equal 16% Less than or equal 30% Less than or equal 50%
Bituminous mix Surface Bituminous with base course
Impact test
gives a relative measure of the resistance of an aggregate of sudden shock or impact. The material passing 12.5 mm and is retained on the 10 mm IS sieve is filled in 3 layers in a cylindrical steel cup of internal diameter 10.2 mm and depth 5 cm which is attached to a metal base of impact testing machine where each layer is tamped for 25 number of blows. The test is carried out by subjecting aggregate of 15 blows of 13.6 -14.1 kg hammer falling through a height of 381 mm.
After 15 impacts the material passing the 2.36 mm sieve is expressed as a percentage of the total weight of original sample and termed as the aggregate impact value.
Total weight of the oven dry aggregate sample = W1 Weight of the crushed material passing 2.36 mm IS sieve after test = W2
Aggregate Impact Value (AIV) = W2/ W1 X 100 %
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Calculation & Observation:

S.N. 1 2 4 Grading Selected original weight of the sample W1= weight of aggregate passing 2.36 mm sieve W2= % wear=W2/W1*100 % sample 1 5000 500 10 sample 2 5000 400 8
Conclusion:
S.N.
1 2 3 4
AIV
<=10% 10-20% 20-30% >35%
Strength
Exceptionally strong strong Satisfactory for road surface weak for road surfacing
For wearing course, AIV<30 % For bituminous macadam < 35% For Water bound macadam base < 40%
Aggregate crushing value

is a measure of the resistance of an aggregate to crushing under gradually applied compressive load. Aggregates used in road construction should be strong enough to resist crushing under traffic load. The test is normally carried out on material passing the 12.5 mm and retained on the 10 mm IS sieve. The aggregate is placed in standard mould cylindrical measure of 11.5 mm diameter and 18 cm height in three layers. Each layer is tampered 25 times with at standard tamping rod using a specified procedure and then a load of 40 tones is gradually applied at a uniform rate of 4 tones/minute to the prepared sample material for a period of 10 minutes.
The load is then released and the amount of material passing the 2.36 mm sieve is determined. This weight is expressed as a percentage of the total weight of the sample which is termed as the aggregate crushing value. The test is repeated for average value. Total weight of the oven dry aggregate sample = W1 Weight of the crushed material passing 2.36 mm IS sieve after test = W2 Aggregate Crushing Value (ACV) = W2/ W1 X 100 % For surface course, crushing value <= 30% For base course, crushing value<=45%
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Soundness Test
Study of resistance of aggregates to disintegrate due to alternate cycle of dry and wet condition conducting accelerated weathering test cycle Procedure Weight and count the dry and clean aggregate of specific size. Immersed in the saturated solution of sodium sulphate or magnesium sulphate for 16 to 18 hours. Oven dry the specimen at 105-110C thus making one cycle of immersion and drying. The average loss in weight of aggregates to be used in pavement construction after 10 cycles should not exceed 12 percent when tested with sodium sulphate and 18 percent when tested with magnesium sulphate.
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Ten percent fines Test: The loads in tones are determined which causes 10% fines (passing 2.36 mm sieve) to be formed over a period of 10 minutes Load for 10% fineness value=(14+X)/(Y+4)
Where , X= load in tones to produce Y % fines between 7.5% to 12.5% Y= mean % of fines from two tests at same load
D. Specific gravity test

Stones having low specific gravity values are generally weaker than those having higher values 1. Apparent specific gravity, 2. Bulk specific gravity, where, MD dry mass of the aggregate VN is the net volume of the aggregates excluding the volume of the absorbed matter VB is the total volume of the aggregates including the volumeof absorbed water. W is the density of water.
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Bitumen adhesion test

Stripping value test Conducted to determine the effects of moisture upon the adhesion of the bituminous film to the surface of the aggregates Maximum stripping value of 25% for aggregate to be used in bituminous road construction
Gradation Analysis
Gradation test determines the individual weight retained, cumulative weight retained on each sieve and total weight passing on each sieve. Aggregates obtained from pit quarry or river bed or crushing plant usually do not meet gradation specification desired. Gradation analysis involves calculation as to determine the proportion of each group size of materials to make the aggregates within the specified gradation. Combining aggregates is the combination of different proportion of aggregates to produce an aggregate complying with the specification.
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Methods for proportion of the aggregates

1. Mathematical method 2. Graphical method Mathematical method
An equation of general form is used: aA
Example
Sieve size (mm) 25.4 % passing given sieve size Fine Aggre. (A) 100.00 100.00 100.00 100.00 100.00 73.60 40.10 Intermediate Aggre. (B) 100.00 100.00 100.00 66.40 26.0 17.6 5.0
Coarse Aggre. (C) 100.00 94.0 54.0 31.3 22.8 9.0 3.1
Specification Limits Mid pt. 100.00 100.00 90-100 60-75 40-55 20-35 12-22 5-10 95.0 67.5 47.5 27.5 17.0 7.5
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+ bB + cC = T
12.7 4.76 1.18 0.30 0.150 0.075

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where a, b, c=proportions of the mix to be taken from each aggregate A, B, C A,B,C=% of particle either passing or retained on a particular sieve size. and
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a+b+c=1
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Results of the mathematical method:

Sieve(mm) 25.4 12.7 4.76 1.18 0.300 0.150 0.075
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2.Graphical method
Aggregate A x 5% 100x0.05=5.0 5.00 5.0 5.0 5.0 73.6*0.05=3.7 40.1*0.05=2.0
Aggregate B x 30% 100x0.30=30 30.00 30.00
Aggregate C x 65% 100x0.65=65 94*0.65=61 54*0.65=35.1
Combined 100 96 70.1 45.2 27.6 14.9 5.5

66.4*0.30=19.8 31.3*0.65=20.4 26.0*0.30=7.8 17.6*0.30=5.3 5.0*0.30=1.5

22.8*0.65=14.8 9*0.65=5.9 3.1*0.65=2.0
The vertical line XY represents 8% fines material and 92% intermediate aggregates The vertical line XYZ represents 60% coarse aggregate and 40% intermediate plus fine aggregates Coarse aggregate=60% Intermediate aggregates=40 X 0.92=36.8% Fine aggregates=40 X 0.08=3.2%
Results of the mathematical method:

Sieve(mm) 25.4 12.7 4.76 1.18 0.3 0.15 0.075 Aggregate A x 3.2% 3.20 3.20 3.20 3.20 3.20 2.36 1.28 Aggregate Aggregate B x 36.8% 36.80 36.80 36.80 24.44 9.57 6.48 1.84 C x 60% 60.00 56.40 32.40 18.78 13.68 5.40 1.86 Combined 100.0 96.4 72.4 46.4 26.4 14.2 5.0
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Translation of specifications
from individual percentage of material on each sieve to percentage of material passing in sieve. Example: Translate the aggregate sp. Written in terms of % individual passing & retained into one of % passing basis.
Sieve size Passing 25.40 12.70 4.76 2.36 1.18 0.425 0.180 0.075 Retained on 25.40 12.70 4.76 2.36 1.18 0.425 0.180 0.075 HIGHWAY MATERIALS ER.SUNIL KHYAJU
Calculate cumulative % if material passing in each sieve (Both max and min) results in table (Col 1 and Col2).
Sieve Size (mm) 25.40 12.70 4.76 2.36 1.18 0.425 0.180 0.075 Tips Cum % passing by simple addition Min Max 1 2 71 140 46 95 36 70 30 55 24 46 16 33 9 20 2 8 Cumulative % retained Min 1R 0 25 35 41 47 55 62 69 Max 2R 0 45 70 85 94 107 120 132 Cumulative % passing by subtraction Max 3 100 75 65 59 53 45 38 31 [100-1R] Min 4 100 55 30 15 6 -7 -20 -32 [100-2R] Derived specifications on a % passing basis 5 100 55-75 36-65 30-55 24-46 16-33 9-20 2-8 Lower of max, higher of min from 1,2,3,4
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Percentage of material 0 25-45 10-25 6-15 6-9 8-13 7-13 7-12 2-8
This may be solved by analytical or graphical method.

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100 % Passing 50 2 0 Limiting Curves of Grading 100 % Passing 50 2 0 Desired specification Grading
3 1
% Passing
Sample
0.075
0.180 0.425 1.18 2.36
4.76 12.7025.40
3 1
4 Example of a grading that will pass both types of specifications
BITUMINOUS ROAD BINDER

Bituminous binder used in pavement construction work includes bitumen and tar. Bituminous materials or asphalts are extensively used for roadway construction, primarily because of their excellent binding characteristics and water proofing properties and relatively low cost. Though the tar is different than bitumen in all aspect, the tar is discussed here as it is also used as a binding material and that it falls in the group of organic binding material.
CLASSIFICATION:
BITUMINOUS ROAD BINDER ROAD BITUMEN NATURAL BITUMEN Lake Asphalt Rock Asphalt ROAD TAR
PETROLEUM BITUMEN Residue of fractional Distillation of crude petroleum Penetration Grade bitumen Liquid Bitumen
(Trinidad Lake Asphalt)

Cut Back Bitumen
Emulsion Bitumen
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A. Bitumen
Bitumen is a viscous liquid or solid material black or dark brown in color, having adhesive properties, consisting essentially of hydrocarbon, derived from crude oil fractional distillation of petroleum or natural asphalt and soluble in carbon disulphide. Because of their water proofing and binding character, they are used in road construction. When bitumen contains some inert material or minerals it is called asphalt. There may be petroleum bitumen or natural bitumen depending upon their source of origin.
1. NATURAL BITUMEN Extracted from natural rock or native asphalt (lake) NATIVE LAKE ASPHALT Sometimes crude petroleum comes up through cracks in earth crust to the surface where sun and wind drive away lighter oils leaving behind a black and plastic material on the top of the earths surface, called asphalt. Largest natural deposition of bitumen occurs in the island of Trinidad- Trinidad Asphalt Lake.
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ROCK ASPHALT Some lime stones or sand stones deposition are found in combination with crude oil, which is known as natural rock asphalt. Native asphalt which are associated with a large proportion of mineral matter are called rock asphalt.
PUMPING OF CRUDE OIL
DEHYDRATION OF CRUDE
STEAM DISTILLATION IN REDUCED PRESSURE
FRACTIONAL DISTILLATION
STRAIGHT RUN BITUMEN/PENETRATION GRADE BITUMEN

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Flow Production Chart Of Bitumen Process
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2.PETROLEUM ASPHALT
By product of the fractional distillation at petroleum refinery plant When the residue is further processed to a definite consistency without additional treatment the product is known as straight run bitumen. Gasoline Straight run bitumen is Decreasing volatility classified into 9 different Kerosene Diesel grades from 15-450 penetration grades. Light lubricating oil Refinery process consists of: Heavy lubricating oil Bitumen
Cutback Bitumen Conti.
2.1
LIQUID BITUMEN
Rate of setting is the rate at which its solvent evaporates. The purpose of cutback is to increase fluidity. Increasing fluidity has the following advantages. Substitute of Heating Suitable for direct application Liquefying effect remains for longer period. Good manual mixing Can be transported for long distance.
For the workability it is normal to heat the bitumen before use in road construction When it is undesirable and not necessary to use hard bitumen, preference is given to use of liquid binders such as cutback and emulsion
Cutback Bitumen
Bitumen whose viscosity has been reduced by using volatile solvent. (Kerosene or diesel) Importance features of the cutback are its viscosity at the temperature of its use and also the rate at which it sets.
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Cutback Bitumen Conti.
Bitumen Emulsion
Based on the rate of curing cutback bitumen is classified into three types: Slow curing (SC): solvent is low volatile (diesel) and non volatile oils and used for premix with appreciable quantity of fine aggregates. Medium curing (MC): if the fluidity is increased by adding medium volatile (kerosene) and recommended for premix with less quantity of fine aggregates Rapid curing (RC): mixing the bitumen with highly volatile (gasoline) agent and recommended for surface dressing and patchwork
Is relatively stable suspension of bitumen on a stage of minute subdivision, dispersed throughout another liquid in which it is not soluble in an aqueous medium and stabilized by suitable emulsifier. The bitumen content in the emulsion is round 60% and the remaining is water. When emulsion is applied on the road, it breaks down resulting in release of water evaporated slowly and the mix starts binding to set
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Bitumen Emulsion Cont Bitumen emulsions are ideal binders for hill road construction where heating of bitumen or aggregates are difficult. Bituminous emulsions may be Rapid setting (RS), Medium setting (MS), and Slow setting (SS).
RS emulsions are used for surface dressing work. MS emulsions are preferred for premix jobs and patch repairs work. SS emulsions are preferred in rainy season.
Bitumen Emulsion Cont
Advantages of bitumen emulsion: Because of low viscosity at normal temperature it eliminates the need heat the aggregates and binder. Reduces environmental pollution Can be used, when relatively cold weather. Ideal for patching and repair work (because they do not require heating before use) Useful for sealing cracks.
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B. Road Tar
It is viscous liquid, black in color, with adhesive properties obtained by the fractional distillation of crude tar produced by destructive distillation of coal, wood, shale etc. Destructive distillation- is the process of heating in the absence of air- carbonization.
Road tar is produced:

Carbonization (Destructive distillation) of coal or wood to produce crude tar. Fractional distillation of crude tar Blending of residue of crude tar with distillate oil fraction to give the desired road tar.
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Types of Road Tar:

IS classifies road tar in five different grades: RT-1, RT-2, RT-3, RT-4 and RT-5 based on viscosity. RT-1 grade have very low viscosity and RT-5 has highest. Typical use: RT-1 grade tar is for surface painting exceptionally at cold RT-2 for standard surface painting RT-3 for surface painting and premixing chips for top course RT-4 for premixing macadam in base course RT-5 is commonly used for grouting because of its highest viscosity
Comparison between Bitumen and Tar:

Bitumen 1. It is the product of fractional distillation of crude petroleum oil Tar 1. It is product of fractional distillation of crude tar obtained from destructive distillation of coal or wood.
2. It has black and dark brown color. 2. Same as bitumen. 3. It has lesser affinity with aggregates in presence of water. 4. It has better weather resisting property. 5. It contains less free carbon 3. It has better affinity in presence of water. 4. It has poor weathering property. 5. It contains more free carbon.
6. It is soluble in carbon disulphide. 6. Not soluble in carbon disulphide. 7. It is less temperature susceptible. 7. It is more temperature susceptible.
Tests on Bituminous Binder and their significance
A. Consistency Test: indicates the property of binder to flow. It is the function of temperature. B. Composition Test: to determine the properties of specific fractions and components of the bituminous binder. C. Specific Gravity Test: Comparing specific gravity of the supplied bitumen with the specific gravity of standard bitumen also gives rough idea in its purity. D. Safety Test: Flash and fire point test is the most common test in this category.
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1.
Consistency Test:
A. Penetration Test: Measurement of hardness of bitumen under specified temperature. The test consists of determining how far a standard steel needle will penetrate vertically into binder under standard condition of temperature. Temperature is 250C, weight is 100 gm, and time is 5 sec. Apparatus: The penetrometer consists of a needle assembly with a total of 100 gm and device for releasing and locking in any position. There is a graduated dial to read penetration values to 1/10th of a millimeter.
Figure: Penetrometer
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Procedure: The bitumen is softened to a pouring consistency, stirred thoroughly and poured into containers at a depth at least 15 mm in excess of the expected penetration. The sample container is placed in a temperature controlled water bath at a temperature of 25C for one hour. The sample container is taken out and the needle is arranged to make contact with the surface of the sample. The dial is set to zero or the initial reading is taken and the needle is released for 5 seconds. The final reading is taken on dial gauge. Three penetration tests are made on this sample by testing at distances of at least 10 mm apart.
Significance: A grade of 40/50 bitumen means the penetration value is in the range 40 to 50 at standard test conditions. Bitumen with low penetration values(<20) are known for bad cracking. Lower penetration grade are recommended for hot climates and higher penetration grade in cold climates.
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B. Ductility Test The ductility of the bituminous binder is expressed as the distance in centimeters that a standard briquette will elongate before breaking. The binders which do not possess sufficient ductility would crack under repeated traffic loads. The test measures the adhesiveness and elasticity of bitumen Apparatus: The test is carried out in a standard ductility test apparatus. Specified conditions for ductility test are:
Mould - 8 shaped standard dimension Temperature - 27C Pull rate - 50 mm/min Starting minimum width (neck) - 10 mm x 10 mm
figure: Ductility Test apparatus

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C. Viscosity test Significance: ductility value is the measure of adhesiveness and elasticity of bitumen. It varies from 5 to 100 cm . Most appropriate value is 50 cm. Ductile bitumen forms thin ductile films around aggregate. Brittle bitumen doesnt form films & does crack under lower adverse temperature.
Defined as the inverse of fluidity and indicates fluid property of bituminous material. This property greatly influences on the ability of bituminous material to spread, penetrate into voids and also coat the aggregates. Highly viscous binder may not fill up the voids completely resulting in poor density whereas lower viscous binder does not hold the aggregates together but just acts as lubricant. Generally it is carried out for cutback, emulsion and road tar. Specified Conditions of Test: Apparatus - Orifice type Viscometer Diameter - 4 and 10 mm 0 Temperature - 25 C & 400C Quantity of Binder - 50 cc Time taken to flow - Sec Viscosity.
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Significance The viscosity of the bitumen and tar binder carries in a very wide range of 10-140 seconds. The viscosity values should therefore be mentioned with the test temperature and orifice size in every case. Very low viscous binder used in exceptionally cold weather whereas high viscous has to be heated before application. Equi-viscous temperature (evt) is defined as the temperature at which viscosity is 50 seconds.
D. Float Test When it is not possible to carry out the viscosity or penetration test to determine the consistency, this test is carried out. A float made of aluminum and a brass collar (mould) filled with sample material to be tested is used. Specimen should be at 50C. Float assembly is floated in water bath at 500C. The time required in seconds for water to force its way through the bitumen plug is noted as float test value. Higher this value material is stiffer.
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E. Softening Point
Temperature at which the bitumen attains a particular degree of softening under specified conditions of test. It is carried out in Ring & ball test apparatus. It consists of brass Ring and Steel ball. Ring is plugged with the sample of bitumen & then heated of 50C per minute till the bitumen softens and touches the bottom of metal plate placed at specified distance below the ring. This temperature is the softening point of bitumen.
Softening point test of bitumen
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2. Composition test
A. Distillation Test:
used to determine the quantity and quality of volatile constituents and amount of non-volatile residues present in cutback bitumen and binder emulsion. A specified amount of binder under this test is heated up to 360oC in a standard flask attached to a glass water cooled reflux condenser and a graduated receiver. Specified rate of heating is applied and then determine the amount of distillate removed from the binder. Significance of tests: To identify the type of volatiles in the binder and on the rate at which these volatiles will be lost under field conditions, enable to close check to be done on the quality of the binders on the road projects.
B. Water Content Test: Used to determine the amount of water present in a given sample of bitumen. Water content may be determined from distillation test too. When only water content is to be determined then this individual test is carried out by mixing pure petrol with the sample heating and distilling. The condensed water is expressed in percentage of total weight of original sample. Significance of tests: Water content in bitumen should be less than 0.2% if bitumen is to be heated above 100oC. Higher water content results in foaming when heated.
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C. Loss on heating test: In this test a 50 gm of bitumen sample is placed in a small container and left for 5 hours, in a revolving aluminum shelf oven, the temperature of which is maintained at 165oC. At the end of heating period, the sample is cooled to room temperature and weighed. Loss in weight of the sample is then expressed as a percentage of the original weight. Significance of tests: This test is carried out to compare the maximum loss of weight with the specified ones. Bitumen used in pavement mixes should not indicates more than 1% less in weight, for bitumen of penetration values 150200 up to 2% loss in weight is allowed.
D. Ash content Test:

The content of bitumen is the percentage by weight of the inorganic residue left after ignition of the bitumen sample. A specified amount of bitumen sample is gently heated until it begins to burn and then it is fired till the ash is free from carbon. The ash content is expressed in percentage of the total weight of the original sample.
Significance of tests: This test is carried out on both penetration grade or cutback bitumen. Test is used to ensure that undesirable amounts of mineral matter are not present.
E. Solubility Test:
In determining the percentage of solubility of bitumen different solvent can be used. For the bitumen normally Carbon disulphide is used. A specified quantity of bitumen is dissolved in a given quantity of solvent. After filtering the solution through a fine-porosity filter paper, the residue retained is determined and the percentage of soluble material is calculated.
3. Specific Gravity Test

A. Pycnometer method: Specific gravity = (w3-w1) / (w2-w1)-(w4-w3) Where, w1 = weight of the specific gravity bottle 7 w2 = weight of the specific gravity bottle filled with distilled water w3 = weight of the specific gravity bottle about half filled with bitumen w4 = weight of the specific gravity bottle, about half filled with bitumen and rest with distilled water. B. Balance method: Specific gravity = w1/ (w1-w2) Where, w1 = weight of the dry specimen w2= weight of the specimen immersed in distilled water
Significance of tests: This test determines the amount of impurities in the bitumen. The solubility requirement of bitumen is 99.5% in CS2.
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4. Safety Test
The flash and fire point test are the two tests under safety test. The flash point is the lowest temperature at which the vapor of the bitumen binder momentarily takes fire in the form of a flash under specified conditions test. The fire point is the lowest temperature at which the bitumen binder gets ignited and burns under specified conditions of test. Significance: The flash point of most penetration grade bitumen lies in the range of 245 to 335oC. The minimum specified flash point of bitumen used in pavement construction is 175oC.
BITUMINOUS MIXES AND ASPHALT CONCRETE
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Bitumen mixes are composed of a mixture of aggregates (coarse and fine) with bituminous binder with or without mineral filler. Coarse aggregate material retain on 4.75 mm sieve, and offer compressive and shear strength and shows good interlocking properties. E.g. Granite Fine aggregate material passes on 4.75 mm sieve and retain on 75 micron (0.075 mm) and Fills the voids in the coarse aggregate and stiffens the binder. E.g. Sand, Rock dust Mineral filler dust ingredient passes 75 micron and Fills the voids, stiffens the binder and offers permeability. E.g. Rock dust, cement, lime Binder Fills the voids, cause particle adhesion and gluing and offers impermeability. E.g. Bitumen, Asphalt, Tar
TYPES OF MIXES
Well-graded mix: Dense mix, bituminous concrete has good proportion of all constituents and are called dense bituminous macadam, offers good compressive strength and some tensile strength
Gap-graded mix: Some large coarse aggregates are missing and has good fatigue and tensile strength.
Open-graded mix: Fine aggregate and filler are missing, it is porous and offers good friction, low strength and for high speed.
Unbounded: Binder is absent and behaves under loads as if its components were not linked together, though good interlocking exists. Very low tensile strength and needs kerb protection.
DESIRABLE PROPERTIES
Stability
Stability is defined as the resistance of the paving mix to deformation under traffic load.
Skid resistance
It is the resistance of the finished pavement against skidding which depends on the surface texture and bitumen content. It is an important factor in high speed traffic. Normally, an open graded coarse surface texture is desirable.
Durability
Durability is defined as the resistance of the mix against weathering and abrasive actions. Weathering causes hardening due to loss of volatiles in the bitumen. Abrasion is due to wheel loads which causes tensile strains
Workability
Workability is the ease with which the mix can be laid and compacted, and formed to the required condition and shape. This depends on the gradation of aggregates, their shape and texture, bitumen content and its type. Angular, flaky, and elongated aggregates workability. On the other hand, rounded aggregates improve workability.
Flexibility
Flexibility is a measure of the level of bending strength needed to counteract traffic load and prevent cracking of surface.
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Design of bitumen mixes

A. Design of bitumen mixes: General considerations regarding the design requirements: Selection of good quality, hard, hydrophobic rough textured aggregates of grading. Choose the binder for good workability & provide with adequate strength to pavement. Limit the binder content which causes the losses of stability. B. Design procedure Three basic steps:
Theory of AC (Mix Design)

The fundamental principles underlying the design of bituminousaggregate mixture are: a. That as much binder as possible should be incorporated in each mixture so that the voids are plugged, the aggregates thoroughly coated and a durable impermeable mixture is obtained. b. Excess binder should not be added which will lower the stability. Two main approaches to determine optimum binder content. 1. surface-area concept 2. Voids-concepts
Selection of aggregates
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Selection of binder
Determination of OBC
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SURFACE AREA CONCEPT

Binder must be enough to form thin film around all minerals particles. Binder should not take more space in the voids available in minerals mass Stability of bituminous mixes is obtained by interlocking of minerals. Binder film provides required cohesion to make particles together. Excess of bitumen cause flow of the mix and various surface distortion.
The optimum quantity of bitumen content in surface area concept is determined by Nebraskan formula
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Void concept method

Void in minerals mass must be minimized to improve the stability by the selection of appropriate well graded materials All mineral particles would be coated with thin film of binder Minimum voids are filled with binder Amount of binder content is controlled by the voids space in the aggregate framework Method can be applied for the design of dense bituminous mix and not to open graded ones.
Marshall test and design procedure

Used in designing and evaluation of bituminous paving mixes. Major features of the Marshall method of designing mixes are to determine the two important properties of strength and flexibility. In this test, an attempt is made to obtain optimum binder content for the type of aggregate mix used and the expected traffic intensity.
Strength is measured in term of the Marshalls Stability of the mix which is defined as the maximum load carried by a compacted specimen at a standard test temperature of 60c . This temperature represents the weakest condition for a bituminous pavement in use. Flexibility is measured in term of the flow value which is measured by the change in diameter of the sample in the direction of load application between the start of loading and the time of maximum load.
DESIGN STEPS
1. Select aggregate grading to be used as in Table 11.2 2. Determine the proportion of each aggregate size required to produce the design grading. 3. Determine the specific gravity of the aggregate combination and asphalt cement. 4. Prepare the trial specimens with varying asphalt contents. 5. Determine the specific gravity of each compacted specimen. 6. Perform stability tests on the specimens. 7. Calculate the percentage of voids, and percent voids filled with Bitumen in each specimen. 8. Select the optimum binder content from the data obtained. 9. Evaluate the design with the design requirements.
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APPARATUS
Mold Assembly: cylindrical moulds of 10 cm diameter and 7.5 cm height consisting of a base plate and collar extension (Figure 11.3) Sample Extractor: for extruding the compacted specimen from the mould (Figure 11.2) Compaction pedestal and hammer. Breaking head. Loading machine (Figure 11.1) Flow meter , water bath, thermometers
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PROCEDURE
In the Marshall test method of mix design three compacted samples are prepared for each binder content. At least four binder contents are to be tested to get the optimum binder content. All the compacted specimens are subject to the following tests:
Bulk density determination. Stability and flow test. Density and voids analysis.
Step 1:Bulk specific gravity of aggregate (Gbam)

Since the aggregate mixture consists of different fractions of coarse aggregate, fine aggregate, and mineral filler with different specific gravities, the bulk specific gravity of the total aggregate in the paving mixture is given as
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Step 1:Bulk specific gravity of aggregate (Gbam)

Since the aggregate mixture consists of different fractions of coarse aggregate, fine aggregate, and mineral filler with different specific gravities, the bulk specific gravity of the total aggregate in the paving mixture is given as
Questions?
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CH 6 Highway Material

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CH 6 Highway Material

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7/1/2012

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Classification of Soil: An overview

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Freedom from deleterious particles

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

B. Non-destructive Quality Tests

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Water absorption test:

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Standard Grading Group for LA Test

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Calculation & Observation:

sample 1 sample 2 mean 5000 5000 4500 500 10 4550 450 9

Bituminous mix Surface Bituminous with base course

Aggregate Impact Value (AIV) = W2/ W1 X 100 %

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Calculation & Observation:

Aggregate crushing value

HIGHWAY MATERIALS ER.SUNIL KHYAJU

D. Specific gravity test

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Bitumen adhesion test

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Methods for proportion of the aggregates

12.7 4.76 1.18 0.30 0.150 0.075

Results of the mathematical method:

Aggregate A x 5% 100x0.05=5.0 5.00 5.0 5.0 5.0 73.6*0.05=3.7 40.1*0.05=2.0

Aggregate B x 30% 100x0.30=30 30.00 30.00

Aggregate C x 65% 100x0.65=65 94*0.65=61 54*0.65=35.1

Combined 100 96 70.1 45.2 27.6 14.9 5.5

66.4*0.30=19.8 31.3*0.65=20.4 26.0*0.30=7.8 17.6*0.30=5.3 5.0*0.30=1.5

22.8*0.65=14.8 9*0.65=5.9 3.1*0.65=2.0

Results of the mathematical method:

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

This may be solved by analytical or graphical method.

0.180 0.425 1.18 2.36

4 Example of a grading that will pass both types of specifications

BITUMINOUS ROAD BINDER

(Trinidad Lake Asphalt)

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

PUMPING OF CRUDE OIL

STEAM DISTILLATION IN REDUCED PRESSURE

STRAIGHT RUN BITUMEN/PENETRATION GRADE BITUMEN

Flow Production Chart Of Bitumen Process

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Cutback Bitumen Conti.

HIGHWAY MATERIALS ER.SUNIL KHYAJU

HIGHWAY MATERIALS ER.SUNIL KHYAJU

Cutback Bitumen Conti.

Aggregate A x 5% 100x0.05=5.0 5.00 5.0 5.0 5.0 73.60.05=3.7 40.10.05=2.0

Aggregate C x 65% 100x0.65=65 940.65=61 540.65=35.1

66.40.30=19.8 31.30.65=20.4 26.00.30=7.8 17.60.30=5.3 5.0*0.30=1.5

22.80.65=14.8 90.65=5.9 3.1*0.65=2.0