SAMRAT ASHOK TECHNOLOGICAL

INSTITUTE VIDISHA (MP)

DEPARTMENT OF CIVIL ENGINEERING

SESSION:-2021-2022
A MAJOR PROJECT ON

COMPARITIVE STUDY ON PROPERTIES OF NORMAL

BITUMEN AND AGED BITUMEN
Submitted By – Batch 8 Under the
Supervision of
RAJAT GUPTA (0108CE181044) Dr. RAKESH MEHAR
RAJVEER RAJPUT (0108CE181045)
RHISHIKA NAMDEO (0108CE181046)
RISHI ANURAGI (0108CE181047)
RITIK KUMAR SAHU (0108CE181048)

Department of Civil Engineering

Samrat Ashok Technological Institute
Vidisha (M.P.) -464001

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 CERTIFICATE

This is certified hereby that VIII Semester students of Civil Engineering

Department of this college has submitted the MAJOR Project of
“COMPARATIVE STUDY ONPROPERTIES OF NORMAL
BITUMEN AND AGED BITUMEN” for the partial fulfilment for the
award of their Bachelor of Technology Degree under the guidance of
DR. RAKESH MEHAR.

WE WISH ALL THE BEST FOR THEIR FUTURE

DR. RAKESH MEHAR DR. PRAMOD SHARMA DR. R.K PANDIT

PROJECT GUIDE H.O.D CIVIL DIRECTOR

S.A.T.I. S.A.T.I. S.A.T.I.

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 DECLARATION

I HEREBY DECLARE THAT PROJECT ENTITLED

“COMPARATIVE STUDY ONPROPERTIES OF NORMAL
BITUMEN AND AGED BITUMEN” SUBMITTED FOR THE
BACHELORS OF ENGINEERING DEGREE IS MY ORIGINAL
WORK. THE PROJECT HAS NOT BEEN ACCEPTED FOR ANY
DEGREE AND IS NOT CONCURRENTLY SUBMITTED IN
CANDIDATTURE OF ANY OTHER DEGREE

PLACE: VIDISHA RAJAT GUPTA:- 0108CE181044

DATE: 13.05.2022 RAJVEER RAJPUT:- 0108CE181045
RHISHIKA NAMDEO:- 0108CE181046
RISHI ANURAGI:- 0108CE181047
RITIK KUMAR SAHU:- 0108CE181048

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 ACKNOWLEDGEMENT

I extend my deep sense of gratitude and indebtedness to my guide DR.

RAKESH MEHAR, Department of Civil Engineering, Samrat Ashok
Technological Institute Vidisha (M.P) for his kind attitude, invaluable
guidance, keen interest, immense help, inspiration and encouragement
which helped me in carrying out my present work. I am also thankful to
DR. Pramod Sharma Head of Civil Engineering Department S.A.T.I
for giving a lot freedom, encouragement, and guidance and faculty
Member of Civil Engineering Department Samrat Ashok technological
Institute Vidisha (M.P) For providing all kind of help throughout for the
completion of Project.
It is great pleasure for me to acknowledge and express my gratitude for
my Classmates and friends for their understanding, support. Lastly, I
thank to all those who are involved directly or indirectly in completion
of this Project.

RAJAT GUPTA: 0108CE181044

RAJVEER RAJPUT: 0108CE181045
RHISHIKA NAMDEO: 0108CE181046
RISHI ANURAGI: 0108CE181047
RITIK SAHU:0108CE181048

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 ABSTRACT

Highway engineering is an engineering discipline branching from civil engineering that involves

the planning, design, construction, operation, and maintenance of roads, bridges, and tunnels to

ensure safe and effective transportation of people and goods. There are a lot of highways and

roads in India and the total length of those devices is more than 3.31 million km. India's road

transport is getting more and more in the last 20 years. The Indian highway has vehicles of many

different lengths which is different from many other countries, in India about 98% of the

equipment is flexible so bitumen are used as it is an important part of how well the mixer works.

Asphalt pay is waiting not only because of more traffic, but also because of extreme weather

conditions in the country in some parts of the country, pay temperature can be very high.

Weather conditions are a big part of deciding what kind of ingredients to use for built roads to

pay for bitumen, the quality of bitumen needs improvement. Aphalt pavements provides low

cost , high durability, waterproofing abilities, and rabbit construction. Before laying down the

actual payment a series of tests are performed to make sure the small can meet the requirements.

The tests are usually conducted twice .

Bitumen aging is one of the major factors in the deterioration of asphalt pavement. As bitumen

aging causes the asphalt pavement to lose its ability to withstand stress during the cooling

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process, does the risk of cracking increase. Aging in the region is complicated by the large

number of environmental variables that affect it, including surface temperature, ultraviolet

radiation, moisture, air, and atmospheric pressure.

Short-term ageing is deemed to represent the ageing a bituminous binder undergoes during

handling, storage, mixing, and laying of asphalt mixtures.The most commonly used test is

RTFOT test. The RTFOT method ensures that the bitumen flows continuously and that all

bitumen is exposed to air. Several modifications of RTFOT are used for high viscosity bitumen.

This research study consider the use of VG30 and aggregate in the construction of a bituminous

concrete layer. In the propsed study has tested the properties of normal bitumen and aged

bitumen . After testing it has been found that tha aged bitumen is better than the normal bitumen,

and aged bitumen imparts more strength as compared to the normal bitumen and comes up with

less Marshall Flow Value as compared to the normal bitumen.

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 Table Of Contents

CHAPTER 1: INTRODUCTION

1 General

1.1 Appearance

1.2 Composition

1.3 Application of Bitumen

1.4 Types of Bitumen

1.5 Modified Bitumen

1.6 Objective of the study

1.7 Scope of the Study

1.8 Organization of Thesis

CHAPTER 2: LITERATURE REVIEW

2.1 Bituminous Paving Mixes

2.2 Properties of Bituminous Mixes

2.3 Summary

2.4 Marshal Method

2.5 Optimum Bitumen Content

2.6 Bituminous Concrete

2.7 Raw Material of Bituminous Concrete

2.8 Aggregates

2.9 Types of Aging

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CHAPTER 3: METHODOLOGY

General

3.1 Methods of Laboratory Aging

3.2 Rolling Thin Film Oven Test

3.3 Tests on Bitumen

3.4 Tests on Aggregates

3.5 Proposed Methodology

3.6 Procurement of Material and Characterization

3.7 Assessment of physical properties of raw material

3.8 Gradation of aggregates

3.9 Mix design by using Aggregate and Binders

3.10 Analysis and Results

CHAPTER 4: EXPERIMENTAL INVESTIGATION

General

4.1 Properties of Bitumen

4.2 Properties of Aggregate

4.3 Aggregate Gradation

4.4 Gradation of Filler for BC mixes

4.5 Design of Bituminous Concrete Mix

4.6 Preparation of BC Samples

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CHAPTER 5: RESULTS AND ANALYSIS

General

5.1 Analysis

5.2 Results

5.3 Comparisons between the different grades of bitumen

CHAPTER 6: CONCLUSION AND REFERENCES

6.1 Conclusion

6.2 References

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 CHAPTER: 01

INTRODUCTION

1. GENREAL

Bitumen is the oldest known engineering material and has been used from the earliest times as an
adhesive, sealant and waterproofing agent. As long ago as 6000BC the thriving ship-building
industry in Sumeria used naturally occurring bitumen, found in surface seepage in the area.

Bitumen is a naturally occurring viscous mixture of hydrocarbons (including petroleum). In

ancient Mesopotamia it had many uses. For example, we have model boats such as this one
(B17706) that were made from a bituminous paste. It was also used to make the handle for the
copper alloy tool featured in these posts.

The primary function of a pavement is to transmit loads to the sub-base and underlying soil.
Modern flexible pavements contain sand and gravel or crushed stone compacted with a binder of
bituminous material, such as asphalt, tar, or asphaltic oil. Such a pavement has enough plasticity
to absorb shock, there are two types of pavements based on design considerations i.e. flexible
pavement and rigid pavement. Difference between flexible and rigid pavements is based on the
manner in which the loads are distributed to the subgrade.

The most significant role of the pavement is to sustain the weight applied by a vehicle, such as a
truck or an airplane, without undue deformation. The layered construction of the pavement is
intended to disperse the weight under the wheel so that the resulting stress at the lowest layer of
the pavement, the sub-grade, is low enough to avoid damage. A vehicle wheel or airplane tire
applies the greatest significant load to a paved surface. In an elastomeric pavement, the strategy
is to distribute the load such that the stress at the sub-grade soil level is minimal enough that it
can withstand the stress without severe deformation. Soil should be enhanced when the present
soil is not stiff enough to withstand the relatively minor stress. If the soil is vulnerable to
dampness, it must also be improved. An issue like this may be rectified by the addition of lime
and Portland cement to the soil.

Generally, the layers in a pavement improve in quality as one goes up from the bottom to the
surface layer. The surface layer, which can be asphalt or concrete, is the most expensive and
stiffest/most durable layer in the entire pavement structure. Components of this layer are mostly
naturally occurring materials. For example, asphalt binder is a by-product of the petroleum
distillation process, and aggregates are obtained from rock quarries or riverbeds.

Generally, the layers in a pavement improve in quality as one goes up from the bottom to the
surface layer. The surface layer, which can be asphalt or concrete, is the most expensive and
stiffest/most durable layer in the entire pavement structure. Components of this layer are mostly

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naturally occurring materials. For example, asphalt binder is a by-product of the petroleum
distillation process, and aggregates are obtained from rock quarries or riverbeds.

For the most part, as one moves up from the bottom layer to the surface layer, each layer of the
pavement gets better. The most costly and stiffest/durable layer in the overall pavement system is
the surface layer, which may be asphalt or concrete. The elements that make up this stratum are
largely found in nature. Asphalt binder, for example, is a by-product of petroleum distillation,
while aggregates come from rock quarries or riverbeds.

The largest stress occurs near the surface of flexible pavement, and as the depth of the pavement
increases, the stress reduces. As a result, the best material for the surface should be utilized, but
lower-quality materials may be used as the pavement depth grows. Because of the asphalt's
capacity to bend and deform somewhat, then return to its original place when each traffic load is
applied and released, the word "flexible" is employed. There is a chance that these small changes
could become permanent and cause ruts in the wheel path over time.

1.1 APPEARENCE OF BITUMEN: - Bitumen is a black or dark-colored (solid, semi-solid,

viscous), amorphous, cementations material that can be found in different forms, such as rock
asphalt, natural bitumen, tar and bitumen derived from oil, which is referred to as petroleum
bitumen. Currently most of the roads globally are paved with bitumen. Today the world’s
demand for bitumen accounts for more than 100 million tons per year which is approximately
700 million barrels of bitumen consumed annually.

Quantity
Other Uses
5%
Roofing
10%

Paving
85%

Fig:1 Percentage of Usages of Bitumen

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 Fig. Percentage of Bitumen used in different countries

Table 1.1: Distinction drawn between petroleum bitumen and coal tar

Bitumen Coal Tar

Origin Natural occurring Derives from coal
Production Petroleum processing from crude oil Through a process of
(petroleum) the process does not involves carbonization of coal
cracking or thermal conversions. pyrolysis of coal at high
temperature. It is essentially a
by product of the production
of coke from coal.
Appearance Black, Sticky, viscose, thermoplastic Thick, black, sticky, liquid
Application Construction, currently approximately 80% Construction, medicine coal
of bitumen demand is for road construction tar is also added to the dye
treatments that are
administered to the fabrics.
Coal tar was also used for
road construction and water
proofing until it was replaced
by bitumen.

1.2 COMPOSITION OF BITUMEN: - It is fundamentally insufficient to define the quality of

bitumen by its physical properties only. That is by normally defined properties of penetration,
viscosity, softening point etc. You have good quality bitumen if the substance group (S.A.R.A)
are presented in the right balance to each other. Asphaltenes are important (10-20) but there
should not be too many. A well-balanced ration and embedment by, the resins is at least equally
important.

 SATURATES or in other words saturated hydrocarbons, or alkanes, or paraffins, are

present with 5 - 15 weight-%. Examples: ethane, butane, propane
 AROMATES or aromatic hydrocarbons (PAH) are present with up to 30 - 45%.
Example: Benzene and multiple combinations thereof
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  RESINS or hydrocarbon resins as they are used in varnishes and adhesives are present
with 30-45% and function as a stabilizer for the asphaltenes. Examples: Polyurethane and
other resins.
 ASPHALTENES are a very complex molecular structure of carbon, hydrogen, nitrogen,
oxygen, Sulphur, vanadium and nickel. Through their structural network they serve as a
kind of reinforcement and strongly influence the viscosity. They are present with 5 -
20%.

Fig 2-: COMPOSITION OF BITUMEN

1.3 APPLICATION OF BITUMEN: -

Bitumen Applications

For civil engineering works

 Constructions of roads, runways, and platforms.

 Waterproofing to prevent water seepage.
 Mastic floorings for factories.
 Canal lining to prevent erosion.
 Dump-proof courses for masonry.
 Tank foundation.
 Joint filling material

Bitumen is widely used in the construction of asphalt roads and bituminous membrane
products. Bitumen is commonly used to build highways, motorways and rail networks.

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 Bitumen has excellent water-proofing properties and is widely used for making roofing
products along with a range of other household and industrial applications, from emulsion
paints to sound-proofing. Penetration Bitumen and Bitumen Emulsions are used for the
construction of railway tracks and by using special types of bitumen such as Polymer
Modified Bitumen, the vibration and noise levels are reduced due to a dampening effect.
Bitumen has been proven to be effective on both high-speed railway tracks and heavy load
railway tracks. Bitumen is also used for surfacing airfield runways and airstrips (PMB is
preferred due to its fuel resistant properties) and taxiways. For the Marine construction
industry bitumen is used for hydraulic applications such as canal lining, underwater tunnels,
river bank protection, dam construction, and sea defenses. There are also numerous industrial
applications like roofing felt material, printing inks, packaging paper, linoleum, electrical
cable / Junction box insulation, mastic for roofing of terraces, and duplex paper manufacture.
Bitumen Suppliers Limited can meet all your individual requirements.

1.4 Types of Bitumen:- Flexible pavements with bituminous surfacing are widely used in India.
The high traffic intensity in terms of commercial vehicles, overloading of trucks and significant
variations in daily and seasonal temperature of the pavement have been responsible for early
development of distress like rutting, cracking, bleeding, shoving and potholing of bituminous
surfacing. A factor, which causes concern in India, is very high and very low pavement
temperature conditions in some parts of the country. Under these conditions the bituminous
surfacing tends to become soft in summer and brittle in winter.

1.5 Modified Bitumen:- Modification is intended at improving the resistance of bituminous

mixtures to permanent deformation at high pavement temperature without adversely affecting the
low temperature properties. Modifiers are blended directly with the bitumen or added to the
bituminous mixture directly.

An ideal bitumen modifier used in pavement construction should fulfill the following primary
objectives:

 Stiffer mixtures at higher service temperatures to reduce rutting susceptibility.

 Softer mixtures at low service temperatures to minimize thermal cracking.
 Improved fatigue resistance of bituminous mixtures.
 Enhanced resistance to stripping or moisture damage.
 Increased resistance towards aging.

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 1.5.1 Advantages of Modified Bitumen:- Properties of modified bitumen depend upon type
and quantity of modifier used and process adopted for their manufacture. The advantages of
modified bitumen can include one or more of the following for road works.

 Lower susceptibility to temperature variations.

 Lower susceptibility to temperature variations.
 Delay of cracking and reflective cracking.
 Better age resistance properties.
 Better adhesion between aggregates and binder.
 Higher fatigue life of mixes.
 Overall improved performance.

1.6 OBJECTIVE OF THE STUDY-

 To study the difference between the properties of the normal bitumen and RTFOT
bitumen.
 To analysis the provided specimen's Marshall Stability and Marshall Flow value.

1.7 SCOPE OF THE STUDY: -

According to transportation engineers and bitumen technologists, the current standard tests
provide the "engineer responsible for the service performance of a bituminous concrete" with
too little or no information. One of the most important qualities of asphalt is its ability to flow.
Bituminous binder rheology refers to the flow characteristics of the material at different
temperatures in the field and during processing. To address these problems, a thorough
theological investigation of bitumen is necessary. As part of this planned research, the
structural and functional performance of RTFOT-modified bituminous concrete will be
evaluated. Physical features of several types of regular bitumen and RTFOT-modified
bitumen will be studied in the proposed research. Also, figure out how far the specimen can
move before it loses its strength the most.

1.8 Organization of Thesis: - This report of the dissertation has been organized into six chapters
which are briefed below:

 Chapter 1 is an introductory chapter that gives a general explanation about dissertation

work and the objective of the study. The need for the study and scope of the work is also
discussed in that. Study about the different types of bitumen used in the research work.

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 Chapter 2 deals with the literature review showing the work which has been done in the
field of aging of bitumen and the properties of bitumen and the effect of study on short-
term aging of bitumen.

 Chapter 3 shows the methodology used for dissertation work which is done to evaluate
the strength characteristics of bituminous concrete using short Term Aging of Bitumen.
The flow chart of the proposed methodology covers the framework of the present study.

 Chapter 4 covers the experimental program which has been done in the work. Various
tests that have been carried out during work and their standard test methods are
mentioned here.

 Chapter 5 presents the analysis and results of various experiments which were
performed on the raw material and different grades of bitumen used in this study, such as
VG30. Find the optimal bitumen content of the bituminous mixes and also stability and
flow values obtained by the Marshall Test and compare the results of the bitumen and the
RTFOT Bitumen And show the results of RTFOT.

 Chapter 6 presents the conclusions drawn based on experimental work and

recommendations for further studies.

At the end of this thesis, all the studies which have been referred to are mentioned under the
title of references.

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 CHAPTER: 02

LITREATURE REVIEW

2.1 Previous Studies on Modified BC mixes-

2.1.1 Shubham Bansal et al (2017)- Disposal of huge amount of discarded waste materials like
plastic, polythene bags, bottles, rubber tires etc, which are generated in huge quantity and causes
environmental hazards after their disposal. Present study attempts to utilize these waste materials
as partial replacement of bitumen to develop a modified binder, for making bituminous concrete
mix. To simulate with the field conditions, ‘Marshall Stability Analysis’ was performed on the
samples prepared by partially replacing ‘Optimum Bitumen Content’ with waste plastic (4%,
6%, 8% and 10%) and crumb rubber (5%, 10% and 15%). Experimental results demonstrate that
partial substitution of bitumen with waste plastic results up to 16% increment in strength whereas
with rubber material, about 50% increment in strength was observed as compared to the
conventional mix (CM). Laboratory testing results indicate that by using waste materials,
bituminous concrete of required strength and density can be obtained and an environment
friendly green pavement can be prepared with less material cost.

2.1.2 Goliya et al. (2017) studied the rutting behavior of polymer Modified bituminous mixes by
using waste plastic. In their study, they use waste plastic as an additive in bituminous concrete to
reduce the rutting defect in flexible pavement. They performed an experimental investigation on
BC. Samples of the bituminous concrete mix were prepared with or without waste plastic and
were tested for mechanical properties along with properties like rutting and fatigue. Their study
was done on BC mixes using VG30 grade bitumen having maximum stability was 14.20 KN at
OBC 5.49% by weight of the total mix. The waste plastic was added in BC mixes in various
proportion i.e. 4%, 7%, and 10% by weight of bitumen for both 15 processes (Dry and Wet
process). They perform wheel rutting Test on Bituminous concrete slab of specified dimension
and measure the resistance of BC mixes against permanent deformation at critical temperatures
(40℃, 50℃, and 60℃) under loading similar to that surface is applied. They concluded the
following results through their study. The stability in case of the dry process increased to14.70%
on addition of plastic up to 7% and further addition of plastic waste leads decrease in Marshall
stability values, similarly, in case of the wet process, it was 22.01% on addition of plastic up to
10% then further addition plastic waste Marshall Stability Value decreases. Thus, they concluded
that wet process of polymer modification gives improved bituminous mix (grading I) as
compared to the dry process. ii

2.1.3 Goel et al. (2004) study based on emerging road materials and innovative concepts that are
recognized for future development. They observed the various waste products such as fly ash,

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blast furnace slag C&D waste, colliery spoil, spent oil shale, foundry sand, mill tailings, cement
kiln dust used engine oil, marble dust, waste tires, glass waste, China clay, and nonferrous slag.
They described the different innovative methods of the modified bituminous mix such as
emulsified bituminous mix, foamed bituminous mix, and fiber-reinforced bituminous mix.

2.2 Bituminous Paving Mixes: - Bituminous paving mixtures are used as surface or base layers
in a pavement structure to distribute stresses caused by loading and to protect the underlying
unbound layers from the effects of water. To adequately perform both of these functions over the
pavement design life, the mixture must also withstand the effects of air and water, resist
permanent deformation, and resist cracking caused by loading and the environment. Although
great strides have been made in understanding the behavior of bituminous mixtures and the
factors that affect their performance, much work remains. The following sections provide a
summary of some of the principal issues and challenges associated with the design and
production of bituminous mixtures that can meet the ever-increasing structural needs of modern
pavements

2.3 Properties of Bituminous Mixes :- Bituminous mixes should be stable, durable, flexible,
workable and should offer sufficient skid resistance. The mix consists of coarse and fine
aggregates, filler and binder. It may be well graded, open graded, gap graded or unbounded as
per the requirements. As far as possible, it should be economical also.

2.4 Summary

Bituminous mixes should be stable, durable, flexible, workable and should offer sufficient skid
resistance. The mix consists of coarse and fine aggregates, filler and binder. It may be well
graded, open graded, gap graded or unbounded as per the requirements. As far as possible, it
should be economical also.

Viscosity Modified Bitumen

Grade
S. No. Properties Test Method
Paving Hot Cold
Bitumen Climate Climate
Compaction Level 75 blows on each face of the specimen

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 Minimum Stability 9.0 12.0 10.0 AASHTO
T245
AASHTO
Marshall Flow 2-5 2.5-5 3.5-5 T245
MS-2 &
Marshall Quotient ASTM
2-5 2.5-5 2.5-5
D2041

% Air Voids 3-5 3-5 3-5

% Voids Filled with
Bitumen (VFB)
65-75 65-75 65-75

Coating Of aggregate
Particles 95% Minimum IS:6241

Tensile Strength Ratio AASHTO

80% Minimum T283
% Voids In Mineral
Aggregate (VMA)
Minimum percentage voids in mineral aggregate (VMA) are set out
in table 5

The minimum percentages of voids in mineral aggregates of BC are shown in Table no.2.1 as
per the MORTH, 2013

Table 2.1: Minimum Percentage Voids in Mineral Aggregate (VAM)

Nominal Maximum Minimum VMA Percentage Related to design Percentage Air Voids
Particle Size (mm)
3.0 4.0 5.0
26.5 11.0 12.0 13.0
37.5 10.0 11.0 12.0

Note: - Interpolate minimum voids in the minerals aggregate (VMA) or designed

Percentage air voids values between those listed.

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2.5 Optimum Bitumen Content: - The optimum bitumen content of bituminous mixtures is
determined based on the average values that satisfy the sets of requirements for Marshall
stability, Marshall flow, air voids, VMA and VFB. Figure 12.11 shows the optimum bitumen
content for bituminous mixtures made with coarse, mixed-size and fine RCA. It is evident
from Figure 12.11 that the use of RCA increases the optimum bitumen content of bituminous
mixtures, and few extreme cases were observed in the mixtures containing mixed-size RCA. In
general, when NA is fully replaced by RCA, the increase in the optimum bitumen content for
coarse RCA is normally between 10% and 40%, mixed-size RCA is 20%–55% and fine RCA is
10%–20%

Fig 3. Optimum bitumen content

2.6 Bituminous Concrete:- Asphalt Concrete(Bituminous Concrete) is an entirely controlled,

hot-mixed, hot-laid, plant mixture of well-graded dried aggregates, filler and paving bitumen in
best proportion as per requirements when compacted, forming a dense material Layer of
thickness 25-100mm on a previously prepared granular, modified granular or Dense Bituminous
Macadam (DBM) as per the specification. Bituminous concrete is a type of construction material
used for paving roads, driveways, and parking lots. It's made from a blend of stone and other
forms of aggregate materials joined together by a binding agent. This binding agent is called
"bitumen" and is a by-product of petroleum refining. It has a thick, sticky texture like tar when
heated, then forms a dense solid surface once it dries. Bituminous concrete is also widely known
as asphalt in many parts of the world.

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2.7 Raw Material of Bituminous Concrete:- The raw material required to design BC mixes
majorly coarse aggregates, fine aggregates, fillers, and binders. They should satisfy the
requirement of BC mixes according to the guidelines of MoRTH (2013).

2.8 Aggregates : -

2.8.1 Coarse aggregates - Coarse Aggregates consist of crushed rock retained on the 2.36
mm sieve. They shall be clean, hard, durable of the cubical shape, free from dust and soft or
friable matter, organic or other deleterious substances. Aggregate meeting all the physical
requirements specified in table 500-18 of MORTH for Bituminous Concrete construction

2.8.2 Fine aggregates - Fine Aggregates consist of crushed stone passing on a 2.36 mm sieve
and retained on a 75-micron sieve. They shall be clean, hard, durable, dry and free from
dust and soft or friable matter, organic and other deleterious matter. Fine Aggregates
shall have a sand equivalent value of not less than 50 when tested according to IS 2720
part – 37, and the Plasticity Index of the fraction passing the 0.425 mm sieve shall not
exceeding 4 when tested in accordance with IS 2720 part – 5

2.8.3 Fillers - The filler should consist of finely divided mineral matter such as rock dust,
hydrated lime, or cement. The filler material should be graded within the limits. The filler
material should be free from organic impurities and have a plasticity index not more than
4. It is also possible to replace the conventional filler material of BC mixes with marginal
filler material to improve their properties. We have used cement as a filler in the design
of BC mixes.

2.8.4 Binder - An appropriate type of bituminous material is commonly used for Asphalt
Concrete mix as a binder complying with the relevant standard specifications or
otherwise specified. Bitumen shall be viscosity graded bitumen or Polymer modified
bitumen complying with IRC & MORTH specification, obtained from an approved
source

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2.9 Aging of bitumen-

2.9.1 Abstract- The study investigated the aging properties of modified bitumen penetration
grade PG 76-22 (binder). The aging was simulated using the rolling film oven (RTFOT) and
pressure aging vessel (PAV) for short-term and long-term aging during production and lying of
asphalt mixtures, though the actual time of long-term aging in the field varies depending on
paving times and usage

The empirical tests, which include penetration and softening points, were conducted to ascertain
the binder consistency and also the viscosity of the binder was investigated before and after
aging. The RTFOT was conducted at 1630C for 85min, and PAV for 20hrs. Results from the
study indicated that aging resulted in oxidation of the bitumen with increase in the stiffness of
the binder. It was observed that aging increased the viscosity, decreased the binder penetration
and increased the softening point of the modified bitumen. It could be concluded that aging
increases hardness, thereby decreasing the penetration and increasing the binder softening point
and viscosity.

2.9.2 Introduction- Aging in bitumen normally resulted from the weathering of the binder due
to oxidation. The aging of bitumen is one of the principal factors causing the deterioration of
asphalt concrete pavements. The aging modes of failures includes fatigue, thermal induce cracks,
and raveling. In practice the actual time for short-term and long-term aging in construction sites
varies and depends on hauling distances and period of pavement usage John, R., and W. David
(2003). There are two basic mechanisms involved in binder aging, these include an irreversible
process like chemical changes of the bitumen, consisting of oxidation of bitumen molecules, and
loss of volatile components which subsequently has an impact on the rheological properties of
the binders. The reversible process is the second mechanism termed as physical hardening; this
involves the reorganization of the binder molecular structure, under specific conditions. Xiaohu,
L. and U. Issacsson (2002)

Bitumen aging can be attributed to some factors these include the binder characteristics and it
content in the mix, nature of aggregates and particle size distribution, air void content in the mix.
Other factors include production related parameters such as temperature and time Edwards, Y.
and U. Issacsson (2005). In this study the rolling thin film oven test (RTFOT) was used to
simulate short-term aging and the pressure aging vessel (PAV). The RTFOT measures the effect
of heat and air on a moving film of semi-solid asphaltic binder. The test temperature of 1630C
and time for the RTFO test is 85 min expected to produce aging effects comparable to average
site conditions Annual Book of ASTM Standards (2006)

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2.9.3 Types of Aging

Short-Term Aging- The different binder samples A and B were simulated and artificially aged
at 163 degree C for 85 mins using the rolling thin film oven test (RTFOT) in accordance with
ASTM D 2872 (2006). For variability test, the same standard temperature for RTFOT was
conducted at different additional time lags of 70 min and 100 min.

Long-Term Aging- Using Paved RTFOT residue were collected and placed in the PAV sample
rack in accordance with ASTM D 6521 (2000). The PAV is preheated to the 100°C test
temperature. When the PAV reaches within 2°C of the desired temperature, a pressure of 2070
kPa is applied using the valve on the air cylinder. After 20 hours, the air pressure is released
slowly (over a period 8 – 10 min) using the bleed valve.

2.9.4 Aging Concepts- The amphoteric are the most reactive in terms of reactivity are capable of
forming interlinked structures because they have more than one reactive site.

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EMULSION- Rejuvenation needs to be contact with the aged binder, ability to penetrate this
binder. Emulsifier choice is needed.

Emulsion must coat and wet adhere to stone quickly

It must provide a Rejuvenation sealer, an enrichment emulsion or a chip sealing emulsion.

Bitumen emulsion is a liquid product in which a substantial amount of bitumen is suspended in a

finely divided condition .in an aqueous medium and stabilized by means of one or more suitable
materials

2.10 Conclusion- Effect of aging on bitumen performance was studied. The conclusion drawn
from the study are

Properties of bitumen ductility, viscosity and penetration varies with age

For different types of aging, the properties are different

For storage, penetration decreases 90% for 26 days and viscosity increased 77% for 26 days

For different sources of aging For UV aging 30% penetration for 9 hours and 17% in thermal
aging. ductility varies 14% for UV and 44% for thermal aging.

The aging can be prevented by rejuvenation methods like, emulsion treatment and addition of
fille, thus rejuvenating the bitumen ensures longer life to pavement;

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 CHAPTER: 3

METHODOLOGY

General: The main objective of the study is to find out the difference between the properties of
normal bitumen and RTFO bitumen in respect of same grade of bitumen. Bituminous Mixes are
of the most commonly used all over the world in pavement construction. Review of the literature
indicated that currently, construction of pavements is largely based on conventional materials
while flexible pavements. This chapter presents the framework of the proposed methodology to
assess the strength characteristics of bituminous concrete using VG30, which is presented in the
following section. An attempt has been made to explain the principle and methodology of testing
the ageing properties and strength characteristic by using different apparatus like RTFOT &
Marshall apparatus. Various empirical tests have been conducted to describe the physical
properties of the bitumen binders before and after ageing. The purpose of this research is to
investigate how bitumen properties change as a result of ageing.

3.1 Methods of Laboratory Aging: The aging of bituminous binders is one of the key factors
determining the lifetime of an asphalt pavement. The process of aging involves chemical and/or
physical property changes that usually make bituminous materials harder and more brittle, thus
increasing risk of pavement failure. The aging-related pavement failure modes include cracking
(thermal or traffic induced) and raveling. Cracks on pavement surface may increase aging of the
binder because of increased exposure area to atmospheric oxygen.

To simulate field aging in laboratory, different types of test may be used, including conduction
of accelerated aging on bituminous binders, loose asphalt mixture, or on compacted asphalt
specimen. For bituminous binders, there are three European standardized tests for short-term
aging at high temperatures, namely Rolling Thin-Film Oven Test (RTFOT, EN 12607-1), Thin
Film Oven Test (TFOT, EN 12607-2), and Rotating Flask Test (RFT, EN 12607-3). These tests
reasonably simulate aging particularly during mixing process in an asphalt mixing plant.

3.2 Rolling Thin Film Oven Test: The Rolling Thin-Film Oven (RTFO) procedure provides
simulated short term aged asphalt binder for physical property testing. Asphalt binder is exposed
to elevated temperatures to simulate manufacturing and placement aging. The RTFO also
provides a quantitative measure of the volatiles lost during the aging process.

The basic RTFO procedure takes unaged asphalt binder samples in cylindrical glass bottles and
places these bottles in a rotating carriage within an oven. The carriage rotates within the oven

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while the 325°F (163°C) temperature ages the samples for 85 minutes. Samples are then stored
for use in physical properties tests or the PAV.

Fig 5. RTFOT OVEN

Fig 6. Inside structure of RTFOT

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 Table No: 07 General Information of RTFOT

Internal Diameter of Containers 55mm

Pre heat container for 30min up to 100-110°C
Heat bitumen up to 163°C±1°C
Time 5hrs
Rotation of Shelf 5-6 Rpm
Air flow 4000ml/min
Sample weight 50±0.5gm

3.3 Tests on Bitumen: - There are a number of tests to assess the properties of bituminous
materials. The following tests are usually conducted to evaluate different properties of
bituminous materials.

3.3.1 Penetration Test: - It measures the hardness or softness of bitumen by measuring the
depth in tenths of a millimeter to which a standard loaded needle will penetrate vertically in 5
seconds. BIS had standardized the equipment and test procedure. The penetrometer consists of a
needle assembly with a total weight of 100g and a device for releasing and locking in any
position. 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 test should be
conducted at a specified temperature of 25o C. It may be noted that penetration value is largely
influenced by any inaccuracy with regards to pouring temperature, size of the needle, weight
placed on the needle and the test temperature. A grade of 40/50 bitumen means the penetration
value is in the range 40 to 50 at standard test conditions. In hot climates, a lower penetration
grade is preferred.

3.3.2 Ductility test: - Ductility is the property of bitumen that permits it to undergo great
deformation or elongation. Ductility is defined as the distance in cm, to which a standard sample
or briquette of the material will be elongated without breaking. Dimension of the briquette thus
formed is exactly 1 cm square. The bitumen sample is heated and poured in the mould assembly
placed on a plate. These samples with moulds are cooled in the air and then in water bath at 27o
C temperature. The excess bitumen is cut and the surface is leveled using a hot knife. Then the
mould with assembly containing sample is kept in water bath of the ductility machine for about
90 minutes. The sides of the moulds are removed, the clips are hooked on the machine and the
machine is operated. The distance up to the point of breaking of thread is the ductility value
which is reported in cm. The ductility value gets affected by factors such as pouring temperature,

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test temperature, rate of pulling etc. A minimum ductility value of 75 cm has been specified by
the BIS.

3.3.3 Softening point: - Softening point denotes the temperature at which the bitumen attains a
particular degree of softening under the specifications of test. The test is conducted by using
Ring and Ball apparatus. A brass ring containing test sample of bitumen is suspended in liquid
like water or glycerin at a given temperature. A steel ball is placed upon the bitumen sample and
the liquid medium is heated at a rate of 5o Page | 26 C per minute. Temperature is noted when
the softened bitumen touches the metal plate which is at a specified distance below. Generally,
higher softening point indicates lower temperature susceptibility and is preferred in hot climates.

3.3.4 Flash and fire point: - Test At high temperatures depending upon the grades of bitumen
materials leave out volatiles. And these volatiles catch fire which is very hazardous and therefore
it is essential to qualify this temperature for each bitumen grade. BIS defined the ash point as the
temperature at which the vapor of bitumen momentarily catches fire in the form of ash under
specified test conditions. The fire point is defined as the lowest temperature under specified test
conditions at which the bituminous material gets ignited and burns.

3.3.5 Viscosity: - Viscosity denotes the fluid property of bituminous material and it is a measure
of resistance. At the application temperature, this characteristic greatly increases the strength of
resulting paving mixes. Low or high viscosity during compaction or mixing has been observed to
result in lower stability values. At high viscosity, it resist the comp active effort and thereby
resulting mix is heterogeneous, hence low stability values and at low viscosity instead of
providing a uniform film over aggregates, it will lubricate the aggregate particles. Cannon
Manning Viscometer are designed for the determination of the absolute viscosity of bitumen and
cut back by a vacuum capillary method at specific temperature.

Cannon Penske viscometer is designed for the determinations of the kinematic viscosity by a
vacuum capillary method. Various type of glasses capillary viscometer are used to measure the
viscosities because no signal capillary is suitable for the measurement of materials of all
viscosities.

Preheat Viscometer 135±5.5°C

Period to maintain the temperature up 10±2 min
to 135±5.5°C
Set the vacuum 30±0.05cm

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 Measure the viscosity at 2 different • 60°C
temperature • 135°C

Calculate and report the absolute viscosity to three significant figures by following
equation

Viscosity Poise = Kt

where,

K = Selected calibration Factor, in noise / Second

t = Flow time in Second

3.4 Tests on Aggregates :

3.4.1 Abrasion Test :-

Abrasion test is carried out to test the hardness property of aggregates and to decide whether they
are suitable for different pavement construction works. Los Angeles abrasion test is a preferred
one for carrying out the hardness property and has been standardized in India (IS: 2386 part-
IV). 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. 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 (see Fig-2). 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.
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.

3.4.2 Impact Test :-

The aggregate impact test is carried out to evaluate the resistance to impact of aggregates.
Aggregates passing 12.5 mm sieve and retained on 10 mm sieve is filled 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. The material is filled in 3 layers where each layer is tamped for 25 numbers of blows
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(see Fig-3). Metal hammer of weight 13.5 to 14 Kg is arranged to drop with a free fall of 38.0 cm
by vertical guides and the test specimen is subjected to 15 numbers of blows. The crushed
aggregate is allowed to pass through 2.36 mm IS sieve. And the impact value is measured as
percentage of aggregates passing sieve (W2) to the total weight of the sample (W1).

Aggregate impact value = (The total weight of the sample (W1)) / (Percentage of
aggregates passing sieve (W2)) x 100

Aggregates to be used for wearing course, the impact value shouldn’t exceed 30 percent.
For bituminous macadam the maximum permissible value is 35 percent. For Water bound
macadam base courses the maximum permissible value defined by IRC is 40 percent.

Marshall Method of Bituminous Mix Design

Marshall Method Theory and Scope: Bituminous mixes are used in the surface course of road
and airfield pavements. The desirable bituminous mix properties include stability, density,
durability, flexibility, resistance to skidding and workability during construction. Stability is
defined as resistance of the paving mix to deformation under load and is thus a stress level which
causes strain depending upon anticipated field conditions. Stability is function of friction and
cohesion. Durability is defined as the resistance of the mix against weathering which causes
hardening and this depends upon loss of volatiles and oxidation.

In this method the resistance to plastic deformation of cylindrical specimen of bituminous

mixture is measured when the same is loaded at the periphery at 5 cm per minute. This test
procedure is used in designing and evaluating bituminous paving mixes. ASTM wide designation
D 1559-62 T has standardized the test procedure.

2.4.1 AIM- To determine optimum binder content of given bituminous mix by Marshall Method
of Mix Design.

2.4.2 Apparatus: Mould Assembly, Sample Extractor, Compaction Pedestal and Hammer,
Breaking Head, Loading Machine, flow meter, thermometers, water bath and oven. hot courtesy
of WA M

2.4.3 Procedure:

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  The coarse aggregates, fine aggregates and mineral filler material should be proportioned
and mixed in such a way that final mix after blending has the gradation within the
specified range.
 Approximately 1200 grams of aggregates and filler are taken and heated to a temperature
of 175° to 190° C. ·
 The compaction mould assembly and rammer are cleaned and kept pre-heated to a
temperature of 100°C to 145°C. The bitumen is heated to temperature of 121 ° to 138° C
and the required quantity of first trail percentage of bitumen is added to the heated
aggregate and thoroughly mixed using a mechanical mixer or by hand mixing with
trowel.
 Then the mix is heated and a temperature of 150° to 160°C is maintained and then the
mix is ·
 Transferred into the pre-heated mould and compacted by giving seventy-five blows on
each side.
 The specific gravity values of different aggregates, filler and bitumen used are
determined first.
 The theoretical specific gravity of the mix is determined.
 Soon after the compacted bituminous mix specimens have cooled to room temperature,
the weight, average thickness and diameter of the specimen are noted. The specimens are
weighed in air and then in water.
 The bulk density value of the specimen if calculated from weight and volume.
 Then the specimens to be tested are kept immersed under water in a thermostatically
controlled water bath maintained at 60° + 1 °C for 30 to 40 minutes.
 The specimens are taken out one by one, placed in the Marshall test head and the
Marshall stability value and flow value are noted.

The corrected Marshall Stability value of each specimen is determined by applying the
appropriate correction factor, if the average height of the specimen is not exactly 63.5 mm.

Table No. 2.2: Required Correction Factor for Marshall Stability Value

Volume of Specimen (cm2) Thickness of Specimen Correction Factor

457-470 57.1 1.19
471-482 58.7 1.14
483-495 60.3 1.09
496-508 61.9 1.04
509-522 63.5 1.0
523-535 65.1 0.96
536-546 66.7 0.93
547-559 68.3 0.89
560-573 69.9 0.86

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The above procedure is repeated on other specimens prepared with different values of bitumen
content in appropriate increment, say 0.4 percent, out about 5.5% or 6.0% bitumen by weight of
the total BC mix. Then the other properties of BC mixes like; bulk density, air voids, Voids in
Mineral Aggregate, and Voids Filled with Bitumen can be calculated using the following
relationship.

1000
 Gt = W 1 W 2 W 3 W 4
+ + +
G1 G2 G3 G4
G −G m
 V v= t x100
Gm
W
 V b= 4 xGm
G4
 VMA = V v +V b
Vb
 VFB = x100
VMA
 W 1=¿Percentage by weight of course aggregate in the total mix
 W 2 = Percentage by weight of Fine aggregate in the total mix
 W 3 = Percentage by weight of filler in the total mix
 W 4 = Percentage by weight of bitumen in the total mix
 G 1 = Apparent specific gravity of course aggregate
 G2 = Apparent specific gravity of fine aggregate
 G3 = Apparent specific gravity of filler
 G4 = Specific gravity of bitumen
 Gm = Bulk density or mass density of the specimen
 Gt = Theoretical maximum specific gravity of the mixture

3.5 Proposed Methodology :- In this study , the methodology have been developed related to
the characteristics of the bituminous concrete based on the literature review of the natural
aggregates and one unmodified bitumen binder used as a pavement construction material. The
proposed methodology of the present study is shown in the below flow chart. We have developed
this methodology for conducting the experimental work on the bituminous concrete mixes. The
proposed methodology provides an idea of how we can incorporate the ageing properties of
bitumen in the construction of bituminous concrete pavements.

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Through this methodology, we also tried to clear the objectives and scopes of the present study.

3.6 Procurement of Material and Characterization :- Firstly we have procured the raw
material that required for the study. Procured mainly three types of raw material i.e. aggregates,
fillers, and binders and then Characterized them Natural Aggregates of 19 mm nominal size,. and
VG30 as the binder for mixes.

3.7 Assessment of physical properties of raw material :- Assessment of physical properties of

procured materials (NA filler, and binders, etc). All the laboratory tests which are mentioned in
MoRTH (2013) for these raw materials were done.

3.8 Gradation of aggregates :- Based on the nominal size of aggregates, we have selected the
Grading-I for the BC mix design according to MoRTH (2013) guidelines. Then matching the
obtained grading of Natural Aggregates with a range of Grading-I.

3.9 Mix design by using Aggregate and Binders :- After the grading of aggregates, have
selected the proportions of aggregates and prepare the mix of BC with the trial value of bitumen
with 4.3%. For each sample of the trial value of bitumen three specimens were prepared. The
compaction of the specimens through the Marshall hammers and kept in a water bath at 60℃
maintained temperature for 30 minutes. Analysis and Comparison of Results Preparation of
Marshall Samples for unmodified BC mixes Marshall Stability Value, Marshall Flow Value,
Marshall’s Test on all unmodified BC mixes & determine the Optimum bitumen content of the
bitumen specimens same process for the RTFOT modified bitumen.

3.10 Analysis and Results- The results obtained through the natural BC mix and one modified
BC mix have to tabulate and compare with each other at OBC. By drawing the bar graph of each
mix the analysis of results will be done.

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 CHAPTER - 4

EXPERIMENTAL INVESTIGATION

General: This research work has been carried out on bituminous mixes for performance
assessment of BC using natural aggregates & Unmodified bitumen (VG-30). First of all, find out
the physical properties of all the raw material used in this study. Aggregate, cement as a filler &
in binder VG30. Performance evaluation can be carried out by conducting Marshall Stability,
skid resistance test and indirect tensile strength. Aggregate and cement was obtained from
nearly spotted crusher and shops behind the College. An attempt is made in the present
investigation to study the performance and properties of BC mix with partial replacement of
different grade and different percentage of binders to compare their strength characteristics with
conventional BC mixtures. Bitumen had obtained from different batch of bitumen.

4.1 Properties of Bitumen:-The bitumen used in this study was VG30. The Requirement of
bitumen as a binding material and its different forms were discussed. Various tests are conducted
on bitumen to assess its consistency, gradation, viscosity, temperature susceptibility, and safety.
Standard test procedures are followed according to codebooks specified in the table below. The
requirements of the physical properties of binders are tabulated in Table.

Table 4.1 Requirements of Properties of VG30

MoRTH
Test
S. No. Properties specification
Method
(2013)
Penetration (100 gram,
1 5second at 25ºC) (1/10th of IS 1203 30 to50
mm)
Softening Point ºC (Ring and
2 IS 1205 60
Ball Apparatus),
Ductility at 27 ºC (5cm/ minute
3 IS 1208 +50
pull),cm
4 Specific Gravity IS 1202 1.01
IS 1206
5 Viscosity at 150 ºC, Poise 5-9
(Part 2)

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 6 Flashpoint, ºC, minimum IS 1209 220
7 Fire point, ºC, minimum IS 1209 247

In the proposed study the entire basic laboratory test have been performed on VG30 as per the
test methods mention in Table 10. In figure shows the ductility test performed on VG30 by using
the ductility testing machine. In the study have taken total 6 samples of two specimens for each
binder conducting the ductility test. The test results of the binder are tabulated in Table 16.
Similarly, Figure 9 shows that the penetration test performed on specimens.

Fig 7. Ductility Test Fig 8. Penetration Test

Thus, continuing the laboratory test on every binder and performed the next ring and ball test for
measuring the softening point of every binder. Figure 11 shows that how the ring and ball test for
measuring the softening temperature of VG30 have been conducted. 2 specimens of each VG30
with ring and ball have been taken to find out the softening point of VG30. The next test on
VG30 is to determine the viscosity of bitumen by using canon manning viscometer tube. The
viscosity at a standard temperature of 150℃ in poise have been measured as per the test method
in IS 1206 (Part2). Figure 11 shows that the viscometer bath containing a viscosity measuring
tube.

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 Fig 10. Canon Manning Fig 9. Flash & Fire point Test

The flash and fire point tests are also conducted by using the Penske-Martin open cup by
following the test procedure given in IS1209.

Fig 11. Penske-Martin Apparatus

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4.2 Properties of Aggregate:- Properties of aggregates significantly affect the performance of
bituminous pavements. These properties need to be determined by the appropriate method
and kept within the recommended limits to ensure the desired performance of the pavement.
Aggregate having sufficient strength, hardness, toughness, specific gravity, and shape are
chosen. Standard test procedures are followed according to codebooks specified in the table
below. The properties of the aggregates used in the present study were tested for their
physical properties and the requirements of the physical properties of aggregates presented in
Table 12

Table 4.2 Requirements Properties of Aggregate

Properties Test MoRTH 2013

S. No.
Methods
1 Aggregate Impact Value IS:2386 (IV) Max 24%
Los Angeles Abrasion IS:2386 (IV) Max 30%
2
Value
3 Water Absorption Value IS:2386 (III) Max 2%
4 Specific Gravity IS:2386 (III) 2.5-3.0
Combined Flakiness and
5 IS:2386 (I) Max 35%
Elongation Index

In the proposed studies, the aggregates were collected for the testing of their physical
properties in the laboratory. Followed the standard test methods for testing of
aggregates used in BC mixes. Figure 14 (a) shows the aggregates used in BC mixes.
First of all, the abrasion test was performed on aggregate by using the Los Angeles
Abrasion Testing Machine. The equipment used to measure the abrasion resistance of
aggregates shown in Figure 14(C),

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 Fig 12. Los Angeles Apparatus Fig 13. Aggregate Impact Test
Apparatus

Fig. Performing Impact Test

The impact test on the aggregates also to be conducted to know the toughness of the
aggregate used in BC mixes. The Impact Testing Machine used for measuring the toughness

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value of aggregates was looked like the equipment shown in Figure 12. The standard test
methods were used for conducting the impact test on aggregates is mentioned in Table 4.2

The remaining aggregate tests were also conducted in the same manner by following the standard
test methods are mentioned in Table and water absorption test and specific gravity test on
aggregates were conducted by using the pycno-meter and the test results are presented in Table.

4.3 Aggregate Gradation: - In the proposed study, collected the Aggregate used in the
construction of BC mixes. Then the sieves were arranged according to the MORTH (2013)
for Grading -I for bituminous concrete. Grading of NA has been done manually without
using sieve shaker. Aggregate grading that satisfies the requirement of the Ministry of Road
Transport and Highways (MoRTH, 2013) specifications for midpoint gradation for Grading-I
of Bituminous Mix were selected and are tabulated in Table 4.3

Table 4.3 Gradation for Grading-1 of Bituminous Mix

S. Sieve Weight Weight Cumulative Cumulative % Cumulative %

No. Size Retained Retained Weight by Weight of by Weight of
(%) Retained total Aggregate total Aggregate
(mm) (gms) Passing Passing
(%) Obtained (MoRTH, 2013)
values

1. 19 00 0.0 0.0 100 100

2. 13.2 470 9.4 9.4 90.6 79-100

3 9.5 380 7.6 16.0 84.0 70-88

4. 4.75 1140 22.8 38.8 61.2 53-71

5. 2.36 490 9.8 47.6 52.4 42-58

6. 1.18 280 5.6 53.2 46.8 34-48

7. 0.600 580 11.6 64.8 35.2 26-38

8. 0.300 490 9.8 73.6 26.4 18-28

9. 0.150 560 11.2 84.8 15.2 12-20

10. 0.075 480 9.6 94.4 5.6 4-10

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4.4 Gradation of Filler for BC mixes: - The filler material used in this study is cement (Grade
43). The quantity of cement used was 2% weight of aggregates. The grading limits are
tabulated as per the MoRTH, (2013).

Table 4.4 Gradation Adopted for Filler

S. No. IS Sieve (mm) Cumulative % Cumulative %

passing by weight of passing by weight of
total aggregate total aggregate
(Obtained values) (MoRTH, 2013)
1 0.6 100 100
2 0.3 100 95-100
3 0.075 98 85-100

4.5 Design of Bituminous Concrete Mix:- The bituminous mix design aims to determine the
proportion of bitumen, filler, fine aggregates, and coarse aggregates to produce a mix that is
workable, strong, functional, durable, and economical. The requirement of material and their
proportions by weight and by volume shown in the phase diagram of the bituminous mix.

Fig 14. Phase diagram of a bituminous mix

Stage 1: The first stage of this mix design divided into three steps first of all selection of
aggregates as per the type of mix mentioned in Table 4.8. Then the selection of grading of
aggregates according to MORTH (2013), here we have select Grading - I for 19 mm nominal
size of aggregates. Then we have determined the specific gravity of aggregates through Pycno-
meter Method.

Stage 2: We have divided this stage into further two steps by measuring the proportion of
aggregates according to blend made in Table 4.3 and make the proportion of mixes. Then the

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preparation of specimen by selecting the proportions of aggregate for the respective mix with
bitumen percentage for checking the aging properties of bitumen using the RTFOT apparatus.

Stage 3: In this stage measurement of weight of compacted specimen taken in air and water both
separately and calculate the specific gravity of compacted specimens. After that compacted
specimen put in the Marshall Machine to determine the stability and flow value of the specimen.
Similarly, the specimens which were prepared at different bitumen content were put into the
Marshall machine. After that note down the maximum stability value and minimum flow value
of specimens and select the optimum bitumen content

Stage 4: Before testing the specimen, their dimensions are measured to note the volume and their
weight of specimen in air, weight of specimen in water, and weight of specimen saturated and
dry conditions are taken. The following quantities are worked out for analysis i.e., Bulk specific
gravity of Compacted Mixture, Theoretical maximum specific Gravity, Percent of air voids,
Percent of air voids in mineral aggregates (VMA), Percent of voids filled with bitumen (VFB)
and further the results are plotted as shown in Figure 3. After that the specimens are kept in
water bath maintained at 60°C for 60 minutes. The specimens are tested 3 to 4 minutes after
taken out from water bath. The specimen is put in Marshall Apparatus and Marshall Stability and
flow dial gauge readings are observed according to ASTM D6927-15 standards. Repeat the same
process for remaining specimens.

4.6 PREPARATION OF BC SAMPLES :

4.6.1 Marshall Sampling Mould:- The Marshall Sampling mould is a standard unit which used
to make the compacted specimens of BC mixes. It has standard dimensions that produce most
likely equal volumes of BC specimens. The specification of the Marshall sampling mould and
hammer are tabulated in Table 4.6.

Table 4.5 Specifications of the Marshall sampling Mould and hammer

Dimension Values Working Tolerance

Mould

Average internal diameter, 101.6 ± 0.5

mm

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 Hammer

Mass, Kg 4.54 ±0.02

Drop height, mm 457 ±1.0
Foot diameter 98.5 ± 0.5
Collar with base Plate
Height, mm 635 ± 0.5

4.6.2 Mixing Procedure:- The mixing of ingredients was done as per the following procedure.

• Required quantities of coarse aggregate and fine aggregate & mineral fillers
were taken in an iron pan

• This was kept in an oven at a temperature of 160℃ for 2 hours. This is because
the aggregate and bitumen are to be mixed in the heated state so preheating is
required.

• The VG30 was also heated up to its melting point before the mixing in
different apparatus in different utensils.

• The aggregates in the pan were heated on a controlled electric heater for a few
minutes maintaining the above temperature.

• Now bitumen (54 gm), i.e., 4.5 % was added to this mix and the whole mix was
stirred uniformly and homogenous in Asphalt Mixer. This was continued for
15-20 minutes till they were properly mixed which was evident from the
uniform color throughout the mix.

• Then the mix was transferred to a casting mould safely.

• This BC mix was then compacted by Marshall Hammer in Marshall compacting

machine. The specification of Marshall Hammer and the height of release, etc.
are given in Table 4.6.

• The total 75 no. of blows were given per each side of the sample so subtotal of
150 no. of blows was given per sample.

• Then these specimens with moulds were kept separately and marked them.

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 •

Fig 15.

Figure shows that the compacted specimens of the BC mix. We have prepared specimens for
each Percentage and different grade mentioned in previously of bitumen content. The specimens

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shown in the figure are for the trial bitumen content. The other specimens were also prepared
similarly. Figure 14 (b) shows that the prepared specimen of BC mixes on the head of the
Marshall Machine. After applying load through the anvil of the machine, the specimen held
between the jaws of the machine fails under the application of load and gave the stability value
and flow values of the BC mixes

Fig 16. Marshall Apparatus Fig 17. Testing Specimen on Marshal

Fig 18. Digital Indicator Marshall Apparatus

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 Fig 19. Prepared Specimens of BC Mixes

4.4.1.3. Calculations involved

The following equation are involved in the calculation of the volumetric part and void analysis
part of the study. The various terms involved in this portion are evaluated after the gradation of
material and measuring the specific gravity of raw material. These formulas were put into the
Microsoft Excel sheet and the values of all the parameters were found.
In this study, a total of seven different compositions of mixes were prepared and the samples
were named. The weight of bitumen and aggregate for each sample was calculated. The
specimens mixed consisting of only natural aggregates were prepared by adding the different
percentages of bitumen content. The Marshall Test specimens were made by adding 4.8 percent
bitumen by total weight of aggregates according to Asphalt Institute Manual Series No.2 (MS-2).
The ratio of Marshall Stability to Flow Value, known as Marshall Quotient, was also calculated
and it was found to be within limits (2-5 KN/mm) for all samples. All the specimens were
conditioned by keeping them in a water bath maintained at 60 °C for 30 min and then tested in
the Marshall Testing Machine. The bitumen content corresponding to maximum stability,
maximum density, and 4% voids were determined, and averages of these values were taken as
OBC for each mix. It can be observed that all the properties fulfill the requirements of MoRTH
(2013).

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.

Fig 20. De-Molder Fig 21. Digital Water Bath

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 CHAPTER – 5

RESULTS AND ANALYSIS

General: -
This chapter shows that the results obtained after performing tests on both the types of BC mix
through the Marshall Testing Machine. The chapter has two parts ,first part contains calculations
and analysis and the second part covers the results obtained in the present study. We have done
successfully the test for Marshall Properties, volumetric measurement of specimens of BC mixes,
and void calculations. After conducting these tests over the BC mixes we analyze the physical
properties of ingredients used in the preparation of BC mixes. And the results obtained through
the experimental work in this study.

5.1 Analysis:-

5.1.1 Analysis of the Physical Properties of ingredient used in BC mixes :- First of all
the basic test has been performed the basic on VG30 based on the previous literature
review 1 unmodified binder has been selected in this study. It can be observe from
below Table all the basic properties of VG30 is under the safe limit. The limits of
these properties in MoRTH incorporate from the IRC SP: 53 Is: 73 & IRC SP:55
guidelines on the use of modified bitumen in road construction.. Results in this table
the shared results of RTFO abstract Bitumen and after that comparison of the
properties in the result sections. After the RTFOT method analysis the results has
been shown. This works on the short term ageing properties of bitumen.

Table 5.1 Physical Properties of Bitumen VG30 used in BC

RTFOT MoRTH
S. Test VG-30
Properties PMB-40 specification
No. Method Results
Results (2013)
Penetration (100 gram,
1 5second at 25ºC) (1/10th IS 1203 66 70 50-70
of mm
Softening Point ºC (Ring
2 and Ball Apparatus), IS 1203 50 54 45-52
Minimum
Ductility at 27 ºC (5cm/
3 IS 1208 53 60 +40
minute pull),cm
4 Specific Gravity IS 1203 1.01 1.02 0.97-1.02

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 6 Flashpoint, ºC, minimum IS 1209 240 260 220
7 Fire point, ºC, minimum IS 1209 260 275 247

After conducting the test on bitumen, test on aggregates has been conducted which is used in the
construction of BC mixes. Table 18 shows the results obtained through the basic laboratory test
on aggregates.

Table 5.2 Physical Properties of Natural Aggregate used in BC

MoRTH
Natural
S. No. Properties Test Method specification
Aggregate
(2013)
Aggregate Impact
01 IS:2386 (IV) 15% Max 24%
Value
Los Angeles
02 IS:2386 (IV) 21.78% Max 30%
Abrasion Test
Water Absorption
03 IS:2386 (III) Max 2%
Value
2.67For 10mm,
2.69 For 6mm,
04 Specific Gravity IS:2386 (III) 2.83 For Stone 2.5-3.0
Dust

Combined
05 Flakiness and IS:2386 (I) 26.23% Max 35%
Elongation Index

Now some results related to the RTFOT apparatus which has been used for the short term aging
properties of bitumen. After rotating it up to 5 hrs it has been seen some changes in the weight of
bitumen and some others properties of bitumen which are mentioned previously in this chapter.

Table 5.3 Results of RTFOT

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 Weight of Weight of Initial Weight of Final
(%)
Empty Container Weight Container + Weight
Container No. Weight
Container Sample (C= A- Sample (D) (E=D-
Loss
(A) (B) B) After 3 hrs A)
VG30(1) 168gm 218gm 50gm 214gm 46gm 1.0
VG30(2) 165gm 215gm 50gm 211gm 46gm 1.0
VG30(3) 173gm 223gm 50gm 217gm 44gm 1.4
VG30(4) 176gm 226gm 50gm 221gm 45gm 1.2
VG30(5) 173gm 223gm 50gm 215gm 42gm 1.6

Fig 22. Container before RTFO apparatus and after RTFO

5.2 Results:-

Table shows the results of BC mixes with natural aggregate, with some trial percentages of
bitumen, i.e., 4.5, 5.3, 5.5, and 6.5. The weight of bitumen is divided by the total weight of
aggregate and the total weight of the aggregate is 1200 gms.

Table 5.4 Results of Marshall Properties for VG30

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 Bitumen Content by weight of Aggregate
S. No. Property Tested
4.5% 5.3% 5.5% 6.5%
Marshall Stability
1 7.53 7.62 8.00 8.25
(KN)
Marshall Flow Value
2 2.81 2.94 3.20 3.53
(mm)
Bulk Density
3 2.65 2.70 2.69 2.67
(g/cc)
Volume Of Voids
4 2.45 2.51 2.69 2.76
(V v )%
Void in Mineral
5 Aggregate, 17.13 18.7 20.41 23.28
(VMA)%
Void filled with Bitumen,
6 86 86.29 86.72 88.48
VFB (%)
Marshall Quotient
7 2.67 2.59 2.5 2.33
(KN/mm)

The mean values of different parameters of mix calculated and tabulated in Table 20. Graphs are
plotted between the percentage of bitumen content and the following parameters.

 Marshall Stability Value (KN)

 Marshall Flow Value (mm)
 Unit Weight (g/cc3 )
 Voids Filled With Bitumen (%)
 Void Mineral Aggregate (%)
Marshall Stability in (KN)

8.4
8.2 8.25
8 8
7.8
7.6 7.62
7.53
7.4
7.2
7
4.5 5.3 5.5 6.5
% Bitumen Content

Fig 23. Marshall Stability vs. Bitumen Content

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Fig. 23 shows the relationship between the Marshall Stability Value and the bitumen content of
BC mixes, observing that the increase in bitumen content increases Marshall Stability.

4 3.53
3.5 3.2
2.81 2.94

Flow Value (mm)

3
2.5
2
1.5
1
0.5
0
4.5 5.3 5.5 6.5
% Bitumen Content

Fig 24. Marshall Flow Value vs. Bitumen Content

Fig. 24 shows the relationship between the Marshall Flow Value and Bitumen Content. It is
observed that with an increase in bitumen content, the flow value of natural BC mixes is
increasing.

2.71
Unit Weight(g/cc^3)

2.7 2.7
2.69 2.69
2.68
2.67 2.67
2.66
2.65 2.65
2.64
2.63
2.62
4.5 5.3 5.5 6.5
% Bitumen Content

Fig 25. Unit Weight vs. Bitumen Content

Fig. 25 shows the relationship between the bitumen content and the unit weight of BC mixes. It
is observed that with an increase in bitumen content, the unit weight increases up to a certain
extent and then decreases on a further increase in bitumen content. The maximum unit weight
was obtained at 5.3% of the bitumen content.

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 25
23.28
20 20.41
18.7
17.13
15

VMA(%)
10

0
4.5 5.3 5.5 6.5
% Bitumen Content

Fig 26. VMA (%) vs. Bitumen Content

Fig. 26 shows the relationship between the percentage of void mineral aggregates and bitumen
content. It is clear from the graph that there is an increase in bitumen content and the increase in
%VMA.

74
73.55
73
72 72
71 71
VFB(%)

70
69 69
68
67
66
4.5 5.3 5.5 6.5
% Bitumen Content

Fig 27. VFB (%) vs. Bitumen Content

Fig, 27 shows the relationship between bitumen content and the percentage of the void filled
with bitumen. The graph shows the parabolic relation between these two parameters. As the
bitumen content in the mix increases, there is a increase in %VFB in bitumen content.

Now the results which is getting from the RTFOT Bitumen After the decreasing the weight of
short term ageing properties , stability and flow value etc. Here tabulated in the results of VG30
ans RTFOT bitumen

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 Table 5.5 Results of Marshall Properties for RTFOT VG30

Bitumen Content by weight of Aggregate

S. No. Property Tested
4.5% 5.3% 5.5% 6.5%
Marshall Stability
1 8.23 8.62 8.79 8.96
(KN)
Marshall Flow Value
2 3.01 3.24 3.40 3.53
(mm)
Bulk Density
3 3.67 4.26 4.11 4.04
(g/cc)
Volume Of Voids
4 4.46 5.35 5.51 6.11
(V v )%
Void in Mineral
5 Aggregate, 24.1 27.35 29.40 39.42
(VMA)%
Void filled with Bitumen,
6 81.32 97.78 92.95 94.65
VFB (%)
Marshall Quotient
7 2.73 2.66 2.59 2.53
(KN/mm)
Marshall Stability in (KN

Chart Title

9 8.96
8.79
8.6 8.62

8.2 8.23

7.8
4.5 5.3 5.5 6.5
% RTFOT Bitumen Content

Fig 28. Marshall Stability vs. Bitumen Content

Fig 28 shows the relationship between the Marshall Stability Value and the RTFOT bitumen
content of BC mixes. The result observed that with an increase in bitumen content, there is a
increase in Marshall Stability.

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 RTFOT VG30

Marshall FlowValue
3.6 3.53
3.4 3.4
3.2 3.24

(mm)
3 3.01
2.8
2.6
4.5 5.3 5.5 6.5
% RTFOT Bitumen Content

Fig 29. Marshall Flow Value vs. RTFOT Bitumen Content

Fig. 29 shows the relationship between the Marshall Flow Value and RTFOT Bitumen Content.
It is observed that with an increase in bitumen content, the flow value of RTFOT BC mixes is
increasing.

Chart Title
4.4
4.26
Unit Weight(g/cc^3)

4.2
4.11
4 4.04
3.8
3.67
3.6
3.4
3.2
4.5 5.3 5.5 6.5
% RTFOT Bitumen Content

Fig 30. Unit Weight vs. RTFOT Bitumen Content

Fig 30 shows the relationship between the bitumen content and the unit weight of RTFOT BC
mixes. It is observed that with an increase in bitumen content, the unit weight increases up to a
certain extent and then decreases on a further increase in bitumen content. The maximum unit
weight is obtained at 5.3% of the bitumen content.

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 RTFO VG30
45
40 39.42
35
30 29.4

VMA(%)
27.35
25 24.1
20
15
10
5
0
4.5 5.3 5.5 6.5

% RTFOT Bitumen Content

Fig 31. VMA (%) vs. RTFOT Bitumen Content

Fig 31 shows the relationship between the percentage of void mineral aggregates and bitumen
content. One can see clearly through the graph that with an increase in bitumen content and an
increase in %VMA

Chart Title
75
74.65
74 73.78 74.05
73
VFB(%)

72
71.32
71
70
69
4.5 5.3 5.5 6.5

% RTFOT Bitumen Content

Fig 32. VFB (%) vs. RTFOT Bitumen Content

Figure 32 shows the relationship between the percentages of voids filled with bitumen and the
content of RTFO bitumen. The graph shows the relationship between these two parameters. As
the increase in bitumen content in the mix, the increase in %VFB increases in bitumen content.

5.3 Comparisons between the different grades of bitumen:- For the assessment of the
different Marshall properties of mixes at different percentages of bitumen, has made a

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comparison of these properties in the tabular format and bar chart format. Through this table the
characteristics of BC mixes. The comparison has been done and the results is observed that the
properties of unmodified and modified BC mixes are comparable with the properties of Marshall.
First of all, compared the Marshall Stability of normal bitumen to that of RTFOT modified
bitumen.

Table 5.6 Results of Comparison of Marshall Stability for VG30 &

RTFOT VG30

Different types of Bitumen

S. No. Properties Bitumen Content (%)
Normal VG30 RTFOT VG30
01 4.5 7.53 8.23
Marshall
02 5.3 7.62 8.65
Stability(KN
03 5.5 8.0 8.79
)
04 6.5 8.25 8.96

9.5
Marshall Stability(KN)

8.96
9 8.79
8.65
8.5 8.23 8.25
8
8
7.53 7.62
Normal VG30
7.5
RTFOT VG30
7
6.5
4.5 5.3 5.5 6.5
% Bitumen Content

Fig 33. Comparisons between Normal VG30 & RTFOT VG30 Bitumen

Fig. 33 shows that after short-term aging, bitumen provides more strength compared to normal
bitumen. It can bear more and provide great strength against normal bitumen. Now comparing
the Marshall Flow value of bitumen.

Table 5.7 Results of Comparison of Marshall Flow Value for VG30 &
RTFOT VG30

Different types of Bitumen

S. No. Properties Bitumen Content (%)
Normal VG30 RTFOT VG30

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 01 4.5 2.81 3.01
Marshall
02 5.3 2.94 3.24
Flow Value
03 5.5 3.20 3.40
(mm)
04 6.5 3.53 3.53
Marshall Flow Value (mm)

4
3.4 3.533.53
3.5 3.24 3.2
3.01 2.94
3 2.81
2.5
2
1.5 Normal VG30
1 RTFOT VG30
0.5
0
4.5 5.3 5.5 6.5
% Bitumen Content

Fig 34. Comparisons between Normal VG30 & RTFOT VG30 Bitumen

Fig. 34 shows that after a short period of aging, bitumen provides more flow value to the load
applied to its surface than normal bitumen. It can bear more and provide great strength against
normal bitumen.

The results that the RTFOT bitumen produces more strength compared to the normal bitumen.
The short term properties has been changed in bitumen then it gives us strength against the load
apply on the road and flow value of the load to easily bear the load and not to attempt the crack
easily on the surface of the bitumen.

Discussion: - The proposed research demonstrates that pavement temperature has a significant
impact on the rate of aging. It has been shown that the viscosity of various bitumen’s increases at
varying rates as time passes. Aging causes chemical or physical property changes in bituminous
materials, making them harder and more brittle and reducing the chance of pavement failure.
This Marshall Stability test is used in the hot-mix design of bitumen with particles up to 25 mm
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in size. The Marshall technique is often used in India to create BC mixes. This test method is
utilized in the development and evaluation of bituminous pavement mixtures. This exam is often
utilized in paving work and regular testing programs. In comparison to regular bitumen, RTFOT
bitumen generates higher strength. The bitumen's short-term qualities have been altered, giving
us strength against the load applied to the road and a flow value of the load that allows us to
quickly wear the load and avoid cracking on the bitumen's surface. One of the most important
things that affect how the long asphalt pavement lasts and how old the bituminous binders get.

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 CHAPTER – 6

CONCLUSION

CONCLUSION

 The main objective of this study is to investigate the short term aging of bitumen and to
study how this aging affects the properties of bitumen. The results obtained from single
bitumen tested in the aged state where compared with the results obtained after short
aging treatments.
 From this study it has been observed that the RTFOT modified bitumen BC mix
possesses the improved Marshall characteristics. It is observed that the Marshall Stability
value increases with bitumen 5.2% and further increasing after increasing the bitumen
content increases.
 Viscosity values of RTFOT modified bitumen is found to increase by 1.5 times in case of
un modified binder after short term aging test.
 The results suggest that bitumen aging is more severe for the top portion of the pavement
because it is exposed to atmospheric air and the pavement temperature is higher so a
hardness gradient develops with the depth of the pavement which may play a major role
in the top surface break phenomenon.

REFERENCES

 IRC: 37, 2018. Guidelines for the design of flexible pavements. Indian Road Congress:
New Delhi
 IS: 73, 2013. Paving bitumen–specification Indian Standard Code for unmodified
bitumen.
 MoRTH (Ministry of Road Transport and Highways), 2013. Specifications for road and
bridge works. In Indian Road Congress. New Delhi, India: Author
 SP 53. (2010). Guidelines on use of modified bitumen in road construction.
 Jing, R., Varveri, A., Liu, X., Scarpas, A. and Erkens, S., 2019. Laboratory and field
aging effect on bitumen chemistry and rheology in porous asphalt
mixture. Transportation Research Record, 2673(3), pp.365-374.
 IS: 2386, 1963. Methods of test for aggregates for concrete–Part 1: Particle size and
shape.

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 IS 2386, 1963. Method of test for aggregates for concrete, mechanical properties, Part-4.
 IS 2386, 1963. Method of test for aggregates for concrete for determination of specific
gravity, void, absorption and bulking, Part-III.
 Tom V. Mathew and K V Krishna Rao, NPTEL May 8, 2007, “Introduction to
Transportation Engineering”, CHAPTER 23. PAVEMENT MATERIALS: BITUMEN

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