Modified Asphalt Binders:

Need of Present Pavements

Webinar organized by
Anton Paar India Pvt Limited
August 4, 2020 (11:30 AM-12:30 PM)

Dr. Tanuj Chopra , Assistant Professor, Thapar Institute, Patiala

Er. Moeed Ahmad Nazki, PG (Infrastructure Engineering) Research Scholar
(2017-19), Thapar Institute, Patiala
 INTRODUCTION

ROAD STATISTICS
India has the highest road density in the world (2015-16)

 Bituminous pavements constitute maximum share of pavements

 Flexible pavements are preferred over rigid due to low initial cost and ease of
maintenance

 To reduce the maintenance cost and augmentation of pavement life it is important to

remedy three major distresses in a flexible pavement which are:

 Rutting / Permanent Deformation of Pavement

 Thermal Cracking

 Fatigue Cracking
 GOOD ROADS ARE AN ASSET
&
BAD ROADS A DEBT FOR THE NATION

3
American roads are not good because America
is rich, but America is rich because America
has good roads”.
(former American president John F. Kennedy)

4
PREMATURE FAILURES IN
BITUMINOUS PAVEMENTS

FATIGUE CRACKING 5
Fatigue Criteria :

BOTTOM UP CRACKING TOP DOWN CRACKING

6
PREMATURE FAILURES IN
BITUMINOUS PAVEMENTS

SUBGRADE RUTTING 7
 Performance Models
8

 Performance of the pavement is explained by

performance models which are either:
• Purely empirical (only based upon past
experience)
• Mechanistic-empirical in which distresses or
performance are explained in terms of mechanistic
parameters such as stresses, strains & deflections

Most of the current pavement design methods follow

the mechanistic-empirical approach for the design
of bituminous pavements
• The vertical compressive strain on top of the subgrade is
considered in these guidelines to be critical mechanistic
parameter for controlling subgrade rutting.
• Horizontal tensile strain at the bottom of the bottom
bituminous layer is taken as the causative mechanistic
parameter which has to be limited to control bottom up
cracking (Fatigue cracking) in bituminous layers

Rutting: An average rut depth of 20 mm or more measured

along wheel path is considered as failure condition

Fatigue: Occurrence of fatigue cracking whose total area in the

section of road under consideration is 20% or more is
considered failure condition

9
 IRC:37-2018
10
Subgrade Rutting Criteria
 IRC:37-2018
Fatigue Cracking Criteria
IRC:37
Clause 3.6.1
 Clause 3.4 IRC 37: 2018
13

 Rutting within bituminous layers caused by

accumulated permanent deformation in these layers due
to repeated application of traffic loads
 High pavement temperatures and heavy loads can

cause early development of unacceptable rut depth in

bituminous mixes
These distresses are considered by integrating the mix
design in to the structural design by incorporating the
mix volumetric parameters in to the performance
models
&
by making suitable recommendations about the choice
of binder and mix to be used in different layers.
PREMATURE FAILURES IN
BITUMINOUS PAVEMENTS

BITUMINOUS MIXTURE RUTTING 14

IIT Pave – Pavement Cross-section as per IRC:37

Pavement section with Bituminous Layers and granular layers

showing points of critical strains 16
 IRC: 37-2018
• Bituminous concrete with normal Bitumen:
not suitable for high volume traffic roads

• IRC:37-2018 introduced durable and sustainable

bituminous mixtures
• Stone Matrix Asphalt (SMA)
• Gap graded rubber Asphalt Mixture
In addition
• Waste Plastic Modified Asphalt Mixture
• Recycled Asphalt

17
Bituminous concrete (BC) with VG40 are not suitable
for high volume traffic roads(>50msa)

IRC:37-2018 introduced durable and sustainable

bituminous mixtures
• Stone Matrix Asphalt (SMA)
• Gap graded rubber Asphalt Mixture (GGRB)
In addition
• Waste Plastic Modified Asphalt Mixture
• Recycled Asphalt 18
19

 These guidelines recommend VG30/VG40 bitumen

for design traffic less than 20 msa and VG40
bitumen and modified bitumen for design traffic
greater than 20 msa.

 For expressways and national highways, even if the

design traffic is 20 msa or less, VG40 or modified
bitumen shall be used for surface course and
VG40 bitumen shall be used for the DBM.
http://hdl.handle.net/10266/4575
Laboratory Investigations and Performance Evaluation of
Stone Matrix Asphalt (SMA) As A Wearing Course Using
Various Synthetic and Natural Fibres
Authors: Jain, Sambhav
Chopra, Tanuj (Guide)

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DYNAMIC SHEAR RHEOMETER (DSR)
“Rheology is the science of studying flow and rheometry is the art of measuring it”

IRC:37-2018 recommends modified

binders for traffic more than 50 msa.

Conventional methods cannot characterize

modified binders

Dynamic shear rheometer (DSR) is a

advanced equipment to characterize
modified binders

DSR is now recommended in IRC:SP:53

(2010) and IS:15462 (2019)

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 Performance Evaluation of Bituminous Concrete Mixes Modified
with SBS Polymer and Warm mix Additive
(Harpreet & Chopra (2019)
22

 Dynamic Shear Rheometer (DSR) MCR 52 has been used to characterize the
viscous and elastic behavior of bituminous binder at different temperatures.

 DSR is capable of measuring rheological properties of a bituminous binder

like complex shear modulus (G*) and phase angle (δ). G* and δ are used
to predict parameters like rutting and fatigue failure.

 Larger phase angle signifies higher viscosity of binder. In order to resist

rutting, bituminous binder should be stiff however it should posses sufficient
elasticity so that it can return to its original shape after load deformation;
therefore

G*/sin δ value should be large i.e. G* value should

be high and δ should have lower value.
Performance Evaluation of Bituminous Concrete Mixes Modified with SBS
Polymer and Warm mix Additive
(Harpreet & Chopra (2019)
IRC:SP:53-2010
IS 15462:2019 IRC SP 53:2010
 Polymers to Bitumen
26

 By adding small amounts of polymers to

bitumen, the life span of the road pavement can be
considerably increased.
 The purpose of bitumen modification using polymers
and rubbers is to achieve desired engineering
properties such as increased shear modulus and
reduced plastic flow at high temperatures and
increased resistance to thermal fracture at low
temperatures.
 Modified Binders
27

 The failures of the bituminous pavements are not only

due to increase in traffic but also due to extreme
climatic conditions prevailing in the country.
 There are very high and very low pavement
temperatures that exist during different seasons of the
year. Thus, climatic conditions play an important role in
selecting the type of materials to be used in road
construction.
 In order to increase the life of bituminous pavement,
quality of bitumen needs to be enhanced. To achieve
the improvement of binder, it is necessary to add the
polymers to bitumen.
Ethylene Vinyle Acetate EVA, Styrene-Butadiene Styrene SBS, Crumb Rubber
CR

 The changes of rheological properties of 60/70 grades

bitumen modified with different percentages of CR, EVA, and
SBS 3–9% were studied.
 The rheological properties of the bituminous binders in terms of
their complex modulus, stiffness and overall resistance to
deformation, viscous behavior and phase angle , and viscoelastic
behavior were measured by using dynamic shear Rheometer.
 It was observed that the rheological properties of
bituminous binders had changed after modification. There is
an improvement in rheological properties of the neat
bitumen after mixing with modifiers.
Ref: Praveen Kumar; H. C. Mehndiratta; and K. Lakshman
Singh (2010)
Strategic Highway Research Program SHRP

 SHRP specifies properties of G* / sin ∂ and G* sin ∂ are

measured for rutting and fatigue resistances,
respectively (Maccarrone et al. 1995).
 Rutting in the upper pavement layers is caused by the
accumulated plastic deformation in the mixture that
results from the repeated application of traffic loading.
 Since rutting is more prevalent at high temperatures
than at intermediate or low temperatures, the
properties related to rutting should therefore be
measured in the upper range of pavement service
temperatures.
WASTE PLASTIC MODIFIED BITUMEN

31
 WASTE PLASTIC MODIFIED BITUMEN
• From 1950, global production of plastic has increased
from 2 million tonnes to 380 million tonnes

• Every year 13 million tonnes of plastic waste is added in

ocean

• A plastic bottle takes 450-1000 years to decompose

• Most plastic products used are single use or disposable

applications

• In India, 80% of total plastic consumption is discarded as

waste
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 WASTE PLASTIC MODIFIED BITUMEN
Time to take up the following issues for the development of smart
urban cities
Utilisation of Waste (like waste plastic, tyres, demolished
construction waste) for the construction of the city roads.

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 WASTE PLASTIC MODIFIED BITUMEN (IRC:SP:98)

• Marshall Mix Design Procedure can be applied

• For DBM with waste plastic, it should satisfy:
Minimum Stability. kN, 60oC 12.0
Minimum flow, mm 2.0
Maximum flow, mm 4.0
Compaction level 75 blows on each face
Retained stability, % 98
Air voids, % 3-5
ITS, MPa 0.90
VMA 16
VFB 65-75
Waste plastic by weight of bitumen, % 6-8 depending on low or high rainfall

• Waste plastic size: 2.36 mm to 600 micron

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WASTE PLASTIC MODIFIED BITUMEN

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NDTV coverage on July 16, 2018

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Functional Pavement Design:
Proceedings of the 4th Chinese-European
Workshop ..
CRC Press (Taylor Francis Group)

37
 Recent Project
38
 RUTTING MECHANISM
39

 Inappropriate mix design leads to

Primary Rutting which tends to create a
grove with raised edges.
 Overloading or weak granular layer
causes the pavement to fail under the
wheel track and raises the pavement
surface in between the wheels.
 Overloading or weak subgrade
generates a concave bowl shaped
depression into the pavement surface
known as Secondary Rutting.
Capstone group 1 04-08-2020
 Model Generation for
Complex Shear Modulus
40

 In the work of developing a relation between the

Penetration value & Complex Shear Modulus value
at 0.1 kPa stress temp @ 10 Rad/sec (64 degree
c) of the VG30 & VG40 grade bitumen

04-08-2020
 Regression Analysis
41

Relation between Penetration value & G* Relation between Penetration value & G*
for VG 30 for VG 40
3.95 4.1
y = 1.017x + 2.147 y = 1.039x + 2.352
4.08

temp @ 10 Rad/sec (64 degree c)

R² = 0.957
Log of G* value at 0.1 kPa stress
temp @ 10 Rad/sec (64 degree c)

Log of G* value at 0.1 kPa stress

3.9 R² = 0.873
4.06
3.85 4.04

4.02
3.8
4
3.75 3.98

3.96
3.7
3.94

3.65 3.92
1.5 1.55 1.6 1.65 1.7 1.75 1.8 1.5 1.55 1.6 1.65 1.7

Log of Penetration value Log of Penetration value

Capstone group 1 04-08-2020

 PROBLEM IN EXCEL
42

 Developing a relation between the Penetration

value & Phase angle the value of Coefficient of
regression is far away from 1.
 Model generated by EXCEL is not reliable .
Relation in Penetration and Phase angle after some modification
0.75
Phase Angle in radians

0.7

0.65

0.6

0.55 y = -2630.x6 + 20869x5 - 68870x4 + 12098x3 - 11931x2 + 62632x - 13669

R² = 0.309
0.5
1 1.1 1.2 1.3 1.4 1.5

Sin (Penetration value)

CAPSTONE PRESENTATION 04-08-2020
 VALIDATION OF DATA
43

 Validation Check indicates whether the

currently completed iteration has minimized
error compared to the previous iterations.
 The performance graph is computed for
every iteration in the training process.
 The graph in which all the three results of
training, validation and testing coincide at
almost all points is chosen to be the best
performance.
 At that point of time the training should be
stopped and no further iteration should be
preceded.
 For Training purpose 70% data Used, For
Validation purpose 15% data Used., For
Testing purpose 15% data Used.
44

1. Using the complex shear modulus G* and the phase angle ∂, it is

possible to characterize the viscoelastic behaviour of bitumen at
particular temperatures and load frequency.

2. Using the Penetration value (25 degree c), the value of Complex Shear
Modulus value can be predicted at 0.1 kPa stress @ 10 Rad/sec (64
degree c) for VG30 and VG 40 grade of the bitumen the equation
obtained is as Grade of Model generated by EXCEL
bitumen

For VG 30 Complex Shear Modulus (G*) = 10^ (1.017(Log (Penetration value))

+ 2.147)

For VG 40 Complex Shear Modulus (G*) = 10^ (1.039 (Log (Penetration value))
+ 2.352)

CAPSTONE PRESENTATION 04-08-2020

 INTRODUCTION

DISTRESSES

State-of-the-Art Report of the RILEM Technical Committee in 2013.

(Sybilski et al. 2013)
 Rutting – overloading and high temperature

 Change in climate is resulting in increasing global temperature

 Higher temperature increases probability of rutting

 PMB – used for better recovery characteristics

 Bitumen possess low thermal conductivity

 Thermal conductivity of bitumen can be increased by adding

conductive fillers

 Increased thermal conductivity provide added benefit towards

rut resistance
 MATERIALS

 Bitumen Behaves as an Insulator

 Addition of Conductive Filler

 Heat Transfer to Lower Layers

 Effect on Rheological Properties

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GRAPHENE MODIFIED ASPHALT BINDER 48
 MATERIALS
ASPHALT
 VG 30

 VG 40

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 MATERIALS
ASPHALT VERIFICATION

Softening Point (IS Viscosity Grading

1205:1978))

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GRAPHENE MODIFIED ASPHALT BINDER 50
 MATERIALS
GRAPHENE

GRAPHENE MODIFIED ASPHALT BINDER 51

 MATERIALS
GRAPHENE
Properties Graphene Competing Materials

Strength 130 GPa Steel 0.41 GPa

Thermal Conductivity ~5000 W/m K Copper 400 W/m K

Electrical Conductivity ~10 x 107 Siemens/ m Copper 58.5 x 108 Siemens/m

Weight 0.002 g/m2 Paper ~0.75 g/m2

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GRAPHENE MODIFIED ASPHALT BINDER 52
 MATERIALS
GRAPHENE CHARACTERIZATION
The phase angle of
26.34⁰ corresponds to
that of graphene
(Baochang et al. 2009).

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 MATERIALS
GRAPHENE CHARACTERIZATION

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GRAPHENE MODIFIED ASPHALT BINDER 54
 MATERIALS
GRAPHENE CHARACTERIZATION

Graphene Description

Color Black Powder

Purity >99%

Average Thickness 3-8 nm

Average lateral dimension 5-10 nm

Number of layers 3-6 layers

Surface area ~180 m2/g

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METHODOLOGY

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 METHODOLOGY
MIXING PROCEDURE
Graphene powder

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 METHODOLOGY
PHYSICAL PROPERTIES
 Determination of Softening Point

 Determination of Storage Stability

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GRAPHENE MODIFIED ASPHALT BINDER 58
 METHODOLOGY
RHEOLOGICAL STUDIES
 Absolute Viscosity

 Frequency Sweep

 Multiple Stress
Creep Recovery Test

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 THERMAL CONDUCTIVITY
EXPERIMENTAL SETUP

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 RESULTS
&
DISCUSSION

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 RESULTS AND DISCUSSION
ABSOLUTE VISCOSITY

• VG40
4595 Poise

• VG30
3217 Poise

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

 Reduction in Loss Factor

 Improvement in Elastic component

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

• Increase when compared to 10Hz

• Rubbery to Glassy Phase

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

• Reduction in Phase Angle

• Improvement in Elastic component

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

• Increase when compared to 10Hz

• Rubbery to Glassy Phase

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

• Increase in Complex Shear Modulus |G*|

• At 10Hz |G*| augmented by 92.4% and 66.58%

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

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 RESULTS AND DISCUSSION
FREQUENCY SWEEP

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 RESULTS AND DISCUSSION
BLACK SPACE DIAGRAM

• No Shift Factors

• Inward Shift

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 RESULTS AND DISCUSSION
BLACK SPACE DIAGRAM

• No Shift Factors

• Inward Shift

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 RESULTS AND DISCUSSION
MULTIPLE STRESS CREEP RECOVERY
 Creep-Recovery Behavior

 Stress Sensitivity — Eight Stress Levels

 Statistical Comparison

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 MSCR
CREEP-RECOVERY CURVE

Creep-Recovery Behavior
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 MSCR
CREEP-RECOVERY CURVE

Creep-Recovery Behavior
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 MSCR
PERCENTAGE RECOVERY

Negative Recovery
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 MSCR
Non-recoverable Creep Compliance

Significant Non-recoverable Creep Compliance

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 RESULTS AND DISCUSSION
THERMAL CONDUCTIVITY
VG40
Augmented — 85.56%

Reduced Heat Storing Capacity

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 RESULTS AND DISCUSSION
THERMAL CONDUCTIVITY
VG 30
Augmented — 51.71%

Improvement in Heat Sink

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GRAPHENE MODIFIED ASPHALT BINDER 81
 RESULTS AND DISCUSSION
THERMAL CONDUCTIVITY

Control 0.5% 1.0% 1.5% 2.0%

Grade
Binder Graphene Graphene Graphene Graphene

VG30 0.1563 0.1889 0.2293 0.2371 0.2479

VG40 0.1564 0.2010 0.2259 0.2548 0.2903

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GRAPHENE MODIFIED ASPHALT BINDER 82
 CONCLUSION
 Slight increase in the softening point of the binder.

 The storage stability conforming to ASTM standards.

 The Rheological Characteristics were enhanced at 1% dosage.

 Complex Shear Modulus improved

 Non-recoverable creep compliance substantially improved

 Agglomeration Beyond 1%

 Thermal conductivity increased

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GRAPHENE MODIFIED ASPHALT BINDER 83
SAFETY IN BITUMEN LAB :TOP PRIORITY
THANKS FOR YOUR KIND ATTENTION
 THANK YOU

MOEED AHMAD NAZKI

GRAPHENE MODIFIED ASPHALT BINDER 85