GUIDE TO THE MANUFACTURE, STORAGE AND

HANDLING OF POLYMER MODIFIED BINDERS

Disclaimer
Although the information contained in this booklet is believed to be fundamentally correct and current at time of printing, the Australian Asphalt
Pavement Association does not accept any contractual, tortious or other form of liability for its contents or any consequences arising from its use.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS
Foreword
The Australian Asphalt Pavement Association (AAPA) has
prepared this guide as an aid to promoting best practice in
the manufacture, storage, transport, handling and application
of polymer modied binders. This document replaces the
previous version entitled Code of Practice: Manufacture,
Storage and Handling of Polymer Modied Binders, which was
published in June 2004.
A signicant difference between Polymer Modied Binders
(PMBs) and conventional bitumen is the need for additional
care in handling to ensure that the effectiveness of the polymer
or rubber crumb is not reduced by overheating, contamination,
or other degradation during storage and transport.
Procedures contained in this guide are intended to provide
assurance to end users of consistent quality of hot PMB
materials produced in a controlled manufacturing environment.
Issues relating specically to the production of PMBs by the
addition of either polymer or rubber crumb in the eld (i.e. at
the point of use) will be covered in a separate guide. Specic
requirements for PMB emulsions are also excluded from this
guide as these materials require different storage and
handling practises.
Acknowledgements
AAPA wishes to acknowledge the contributions of the following
individuals and groups:
Technical Writer of Original Draft
John Rebbechi Roadcor Pty Ltd
Document Review Working Group
Stuart Dack BP Bitumen
Trevor Distin Boral Asphalt
Nigel Preston Shell
Review Groups:
AAPA Binder Producers Group
John Arvanitidis Caltex
Robert Busuttil AAPA
Warren Carter Downer Australia
Stuart Dack BP Bitumen
Trevor Distin Boral Asphalt
Gerard Gnanseelan SAMI Bitumen
John Lysenko Fulton Hogan
Sam Maccarrone ExxonMobil
Neil Morcombe Bituminous Products
Nigel Preston Shell
Austroads Asphalt Research Working Group (ARWG)
Austroads Bituminous Surfacings Working Group (BSWG)
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS
Contents
1. INTRODUCTION 1
2. MANUFACTURE 1
2.1 General 1
2.2 Equipment 1
2.3 Manufacturing process 2
2.3.1 Overview 2
2.3.2 Bitumen supply and storage 2
2.3.3 Combining agent 2
2.3.4 Polymer 2
2.3.5 Pre-blending 2
2.3.6 Mixing 2
2.3.7 Storage of nished product 3
2.3.8 Testing and release of product 3
2.3.9 Loading gantry 3
2.4 Product testing and evaluation 3
2.5 Temperature 3
2.6 Non-conforming products 3
3 SAMPLING AND TESTING 4
3.1 Sampling 4
3.2 Laboratory Testing 4
3.3 Tracing Properties of Delivered Materials 5
3.4 Material Safety Data Sheet (MSDS) 6
4 TRANSPORT, STORAGE AND APPLICATION 6
OF PMBs
4.1 General handling and safety requirements 6
4.2 Special requirements for PMBs 6
4.2.1 Temperature 6
4.2.2 Moisture 6
4.2.3 Cleaning materials 6
4.2.4 Segregation 6
4.2.5 Loading of delivery vehicles 7
4.2.6 Reheating during transport 7
4.2.7 Delivery into storage tanks or 8
bitumen sprayers
4.2.8 Field sampling 8
5 ASPHALT WORK 9
5.1 General 9
5.2 Production of asphalt mixes 9
5.3 Placement and Compaction 9
6 SPRAYED SEALING WORK 9
6.1 General 9
6.2 Field procedures 9
6.2.1 General handling requirements for PMBs 9
6.2.2 Cutter 10
6.2.3 Adhesion Agent 10
6.2.4 Aggregate Precoating 10
REFERENCES 11
GLOSSARY 12
Australian Asphalt Pavement Association Limited (AAPA)
AAPA is a non-profit organisation formed to promote the economic use of asphalt based on sound technical grounds. The Associations Mission
Statement for Research and Development is to ensure the attainment of the optimum level of quality and long-term performance in flexible
pavement design, construction and maintenance. The AAPA Technology Committee manages the AAPA R&D Program for Asphalt Research
and Technology and works in close cooperation with the Austroads Pavement Reference Group. The research programs are coordinated and
complementary.
Reproduction of extracts from this publication may be made subject to due acknowledgement of the source.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 1
1. INTRODUCTION
This guide to best practice has been prepared by the
manufacturers and users of Polymer Modied Binders (PMBs)
to:
Provide guidelines for the manufacture and handling of
hot PMBs.
Provide assurance to end users of the consistent
manufacturing quality of delivered products.
Reduce the potential for degradation and contamination
due to inappropriate handling or heating during the
delivery, storage and application processes.
PMBs generally consist of a blend of paving grade bitumen
and polymer or rubber crumbs. In some cases, combining
agents and other additives are added to the base bitumen to
assist in blending and achievement of particular performance
characteristics. The normal safety, quality and environmental
considerations involved in the manufacture, storage and
handling of a PMB includes:
Accurate blending of materials and control of manufacture
to ensure that the product conforms to the required
specication.
Monitoring and control of temperature at all phases
of manufacture, storage, transport and eld use to avoid
premature deterioration of polymers or rubber crumbs at
high temperatures.
Maintenance of the homogeneity of some mixtures that
may segregate.
Avoidance of contamination with other products that may
alter performance characteristics of the product.
A number of different organisations may be involved in the
manufacture, sampling and testing, transport and application
of PMBs. Control throughout the process needs to be
coordinated and responsibility accepted by the various
organisations.
This guide is intended to be complementary to the following
publications:
AAPA HS&E Guide No. 5: Guide to the safe use of SBS
Austroads Bituminous Materials Safety Guide, AP-G41/08
Austroads Specication Framework for Polymer Modied
Binders and Multigrade Bitumens, AG:PT/T190
Austroads Guide to the Selection and Use of Polymer
Modied Binders and Multigrade Bitumens, AP-T42/06
Austroads Modied Binder Test Methods
( http://www.austroads.com.au/pavements )
AAPA Advisory Note 7: Guide to the Heating and Storage of
Binders for Sprayed Sealing and Hot Mixed Asphalt
Australian Dangerous Goods Code, 7th Edition (October 2011).
Other relevant publications are referenced at the end of this
document, including Austroads guides, Technical Reports and
Pavement Work Tips.
2. MANUFACTURE
2.1 General
The manufacturer should establish, document and maintain a
quality system to ensure that the products supplied conform to
the stated specications. The quality system should consist of
procedures, regular inspections and tests and/or assessments
and the use of the results to control the quality of the nished
product. A quality system conforming to the requirements of ISO
9001 and made specic to the requirements of the Austroads
Specication Framework for Polymer Modied Binders and
Multigrade Bitumens and the AAPA Guide to the safe use of SBS,
is considered to satisfy the above requirements.
The results of inspections, tests or assessments requiring
action should be recorded, as should any action taken. The
action to be taken when control values or criteria are not met
should be recorded and retained for the period specied in the
manufacturers quality procedures.
2.2 Equipment
Testing - all laboratory weighing, measuring and testing
equipment should be calibrated and regularly inspected
according to documented procedures, frequencies and criteria.
Manufacturing - all equipment used in the manufacturing process
should be regularly inspected, calibrated and maintained to
ensure use, wear or failure does not cause inconsistency in the
manufacturing process.
Inspections and maintenance should be carried out and recorded
in accordance with the manufacturers written procedures, and
the records retained for the period dened in the manufacturers
quality procedures.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 2
2.3 Manufacturing process
2.3.1 Overview
A general ow diagram for the process of PMB manufacture
using a high shear mill is shown in Figure 1. Further notes
on the requirements for each element of the manufacturing
process are described in the following sections.
Figure 1: Manufacturing process
2.3.2 Bitumen supply and storage
The consistency and quality of the base bitumen used for
PMB manufacture should be monitored, for example, through
the use of suppliers certicates of compliance, to ensure
appropriateness for PMB manufacture. Similarly, bitumen in
storage should be monitored to ensure no adverse changes
occur that may adversely impact PMB quality. Systems should
identify procedures for assessing the inuence of changes
in source of bitumen materials on the required proportions
of other component materials and/or properties of the
manufactured PMB.
2.3.3 Combining agent
Combining agents are sometimes added to PMBs to improve
their performance properties and shelf life and should comply
with the requirements of the AAPA Guide to the safe use of
SBS. Acceptance criteria and storage conditions for combining
agents should be documented.
Most PMBs are sufciently stable at normal processing and
application temperatures. However, the inclusion of combining
agents and other additives, coupled with higher temperatures
than normally used with conventional bitumen, can produce a
noticeable increase in fuming.
It is the responsibility of the manufacturer to exclude the use
of ingredients that have known adverse health effects and to
ensure that all relevant safety precautions are followed, as set
out in the suppliers Material Safety Data Sheet (MSDS).
2.3.4 Polymer
The common generic polymer types used for the manufacture
of PMBs specied in the Austroads Framework for Polymer
Modied Binders and Multigrade Bitumens are Styrene
Butadiene Styrene (SBS), Polybutadiene (PBD) and Ethylene
Vinyl Acetate (EVA). These materials are generally proprietary
products manufactured to strict quality standards. Experience
has shown that a supplier certicate of compliance provides
adequate verication of the quality of these materials.
The characteristics of rubber crumbs used in the modication of
bitumen are specied in Table 5.5 of the Austroads Specication
Framework for Polymer Modied Binders and Multigrade
Bitumens, AG:PT/T190. Incoming rubber crumb should be
tested for compliance against these requirements. Every effort
should be made to ensure that the rubber crumbs are free of
moisture and foreign materials, such as steel and bre. Rubber
crumbs should be stored in a manner that prevents exposure to
rain and moisture.
2.3.5 Pre-blending
Where raw materials are required to be pre-blended, procedures
should be established and documented for proportioning,
mixing and storing the blended material.
2.3.6 Mixing
Component materials should be thoroughly mixed to ensure
production of a homogeneous PMB. The design of mixing
equipment varies considerably depending on the type of PMB
being manufactured and can vary from high shear mills used
to blend SBS pellets to low shear agitation for blending rubber
crumbs. Critical elements that are common to all processes
include procedures for proportioning of materials, temperature
control, mixing time and conditions, and maintenance and
cleanliness of equipment.

Polymer Modified Binders Guide 2 September 2012
made specific to the requirements of the Austroads Specification Framework for Polymer Modified
Binders and Multigrade Bitumens and the AAPA Guide to the safe use of SBS, is considered to
satisfy the above requirements.

The results of inspections, tests or assessments requiring action should be recorded, as should any
action taken. The action to be taken when control values or criteria are not met should be recorded
and retained for the period specified in the manufacturer's quality procedures.

2.2 Equipment
Testing - all laboratory weighing, measuring and testing equipment should be calibrated and
regularly inspected according to documented procedures, frequencies and criteria.

Manufacturing - all equipment used in the manufacturing process should be regularly inspected,
calibrated and maintained to ensure use, wear or failure does not cause inconsistency in the
manufacturing process.

Inspections and maintenance should be carried out and recorded in accordance with the
manufacturer's written procedures, and the records retained for the period defined in the
manufacturer's quality procedures.

2.3 Manufacturing process
2.3.1 Overview
A general flow diagram for the process of PMB manufacture using a high shear mill is shown in
Figure 1. Further notes on the requirements for each element of the manufacturing process are
described in the following sections.
Figure 1: Manufacturing process
2.3.2 Bitumen supply and storage
The consistency and quality of the base bitumen used for PMB manufacture should be monitored,
for example, through the use of supplier's certificates of compliance, to ensure appropriateness for
PMB manufacture. Similarly, bitumen in storage should be monitored to ensure no adverse changes
occur that may adversely impact PMB quality. Systems should identify procedures for assessing the
influence of changes in source of bitumen materials on the required proportions of other component
materials and/or properties of the manufactured PMB.



Bitumen
tank
Combining
Agent tank
Polymer
Pre-blend
tank
Mill
Finished
product
tank
Loading Gantry
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 3
2.3.7 Storage of nished product
Tanks for the storage of nished product should be designed
to minimise deterioration in storage, with strict control of
temperature, minimal surface area to reduce oxidation, and
provision for mixing or circulation to ensure that the product
remains homogenous in storage. The heating system should
be designed such that the PMB is not exposed to high
contact temperatures around the heating elements or ues for
prolonged periods. Prolonged exposure of PMBs to heating
elements may result in deterioration and carbonisation of the
binder. It is essential to provide good circulation of the PMB
around heating elements or ues, either through the use of
mechanical stirrers and/or by circulating the tank contents
with a pump. A tank heating system commonly used for PMB
storage uses heat transfer oil and automated temperature
controls to limit overheating.
While PMBs are generally manufactured for immediate delivery,
any extended storage should be documented and monitored
to ensure product conforms to the specied characteristics.
2.3.8 Testing and release of product
Requirements for product testing and treatment of non-
conforming product are outlined in Sections 2.4, 2.6 and 3.2.
2.3.9 Loading gantry
All supply lines throughout the plant, including loading
equipment, should be designed and procedures established
so as to avoid contamination during change of product or
cleaning of supply lines. The use of oils such as kerosene,
diesel, or gas oil for ushing lines should be avoided. Where
lines need to be ushed, it should be done with hot bitumen
or nished product. Any oils used for ushing or cleaning of
supply lines should be collected and disposed of separately
and should not be added to products or components in
storage or delivery vehicles.
2.4 Product testing and evaluation
The manufacturer should establish procedures to ensure that
conformance to the specied characteristics are maintained.
The means of control are:
a) By determining the appropriate PMB characteristics
using the tests and test frequencies specied in the
Austroads Specication Framework for Polymer Modied
Binders and Multigrade Bitumens (AG:PT/T190);
b) Routine control of product quality should be on a basis of
checks, of a type and frequency to be dened and
documented, to ensure that properties do not change
signicantly from those specied.
NOTES:
1. Where testing is required on each batch, a batch is
considered to be the quantity of binder produced and
stored in one tank once the production run into that tank
has been completed. The batch can be considered to
remain the same as long as no new production has been
added.
2. The manufacturer should establish manufacturing targets
for all test properties. Manufacturing targets may be
different to specication limits.
2.5 Temperature
The manufacturer should establish guidelines for the heating
and storage of PMBs to avoid fuming or degradation of binders
in the manufacturing process, supplier storage, transport, user
storage and application. Guidelines should include the range
of application temperatures, the maximum holding time at the
maximum application temperature, the recommended storage
temperature and the maximum time that materials may be held
at the recommended storage temperature.
A summary of manufacturers guidelines for heating and storage
is published in AAPA Advisory Note 7 - Guide to the Heating
and Storage of Binders for Sprayed Sealing and Hot Mixed
Asphalt. Manufacturers should ensure that agents and users are
provided with current guidelines if these have changed since
publication pending updating and re-issue of AAPA Advisory
Note 7.
2.6 Non-conforming products
The manufacturer should have written procedures that specify
how non-conforming products are dealt with. Any such non-
conformances should be recorded and the records kept for the
period dened in the manufacturers written procedures.
Such written procedures are normally incorporated in a
quality system.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 4
3. SAMPLING AND TESTING
3.1 General
A means should be provided to safely take a representative
sample from any point in the supply chain. All materials
should be sampled in accordance with Austroads test method
AG:PT/T101, Method of sampling polymer modied binders,
polymers and crumb rubber, which provides for:
Sampling of raw materials (polymer and rubber crumb)
Sampling of PMBs:
- From bulk storage
- During loading
- From rail and road tankers
- From sprayers.
It is important to ensure that samples collected are truly
representative of the material being sampled.
Therefore it is essential that PMBs are
thoroughly circulated and polymers and rubber
crumbs are thoroughly mixed prior to sampling
to ensure they are homogeneous and that
samples are representative.
All bulk storage tanks should be tted with
a sampling valve to facilitate sampling in
accordance with AG:PT/T101. Sampling valves
should be situated in a convenient and safe
location for sampling and a permanent platform
attached to support the sample container
during lling. After lling, the sample container
should be placed in a safe location and allowed
to cool.
The sample size should be sufcient to allow all required
testing and generally will be at least one litre. Reheating of
samples should be avoided.
All sampling should be undertaken by properly trained
and qualied personnel. The unit of competency on Safely
Handling Bituminous Materials, which forms part of a
Certicate II in Bituminous Surfacing, should be used as
a guide to national competency training and assessment
standards.
Sampling should be accompanied by a visual check for
uniformity, texture or unusual odour. Any observation of unusual
sample characteristics should be recorded on the sample
container.
The following information should be provided with the sample,
either on the label (see example Figure 2) or an accompanying
form (see AG:PT/101 for full requirements):
Designation or classication of the material being sampled
Identifcation mark
Name of supplier/manufacturer
Date, time and location of sampling
Type, batch number and identifying number of container,
vehicle or storage tank from which the sample was taken
Quantity of bulk material being sampled
Temperature of material being sampled
Name of sampler
Any other comments.
Figure 2: Example of sample label
All samples should be handled in accordance with Austroads
test method AG:PT/T102, Protocol for Handling Modied
Binders in Preparation for Laboratory Testing.
3.2 Laboratory Testing
Laboratory testing should be undertaken in a NATA accredited
facility and in accordance with the relevant Austroads test
methods.
The types of tests and minimum frequency of testing should be
in accordance with the requirements as set out in the Austroads
Specication Framework for Polymer Modied Binders and
Multigrade Bitumens (AG:PT/T190) or as agreed between the
supplier and the purchaser.

Polymer Modified Binders Guide 6 September 2012
PMB SAMPLE
Product name & grade _______________________ OLEXOBIT AB6 (A10E)
Manufacturer ______________________________ BP Australia
Date, time & location of sampling _______________ 22/4/2004 10:35 BP Altona
Sample identification________________________ 1234
Batch / delivery docket number ________________ A04P0443
Tank / vehicle number _______________________ ALB201
Quantity & temperature of material being sampled _ 24,000 L at 186C
Name of sampler ___________________________ Fred Jones
Comments_________________________________ Sample for release testing



Figure 2: Example of sample label

All samples should be handled in accordance with Austroads test method AG:PT/T102, Protocol
for Handling Modified Binders in Preparation for Laboratory Testing.

3.2 Laboratory Testing
Laboratory testing should be undertaken in a NATA accredited facility and in accordance with the
relevant Austroads test methods.

The types of tests and minimum frequency of testing should be in accordance with the requirements
as set out in the Austroads Specification Framework for Polymer Modified Binders and Multigrade
Bitumens (AG:PT/T190) or as agreed between the supplier and the purchaser.


3.3 Tracing Properties of Delivered Materials
Experience and testing has shown that often a non-compliance in specified properties is due to
degradation during transport, reheating, cleaning transfer lines and application procedures. From
time to time protocols may be established for monitoring the properties of materials at the point of
delivery or application. A flow chart of sampling, recording and testing is shown in Figure 3. These
procedures may be used:
As a project for the development and verification of handling protocols. Such projects may be
conducted in association with a particular client (e.g. state road authority).
To maintain product traceability. In this case field samples are not tested, but held in storage for
reference testing for compliance with contract conditions. Samples are generally retained for the
duration of the contract defects liability period.

In order to provide adequate traceability, delivery dockets for PMBs should generally contain the
following information:

Date
PMB Class
Origin
Sampling point
Manufacturing certificate number or batch number

Polymer Modified Binders Guide 6 September 2012
PMB SAMPLE
Product name & grade _______________________ OLEXOBIT AB6 (A10E)
Manufacturer ______________________________ BP Australia
Date, time & location of sampling _______________ 22/4/2004 10:35 BP Altona
Sample identification________________________ 1234
Batch / delivery docket number ________________ A04P0443
Tank / vehicle number _______________________ ALB201
Quantity & temperature of material being sampled _ 24,000 L at 186C
Name of sampler ___________________________ Fred Jones
Comments_________________________________ Sample for release testing



Figure 2: Example of sample label

All samples should be handled in accordance with Austroads test method AG:PT/T102, Protocol
for Handling Modified Binders in Preparation for Laboratory Testing.

3.2 Laboratory Testing
Laboratory testing should be undertaken in a NATA accredited facility and in accordance with the
relevant Austroads test methods.

The types of tests and minimum frequency of testing should be in accordance with the requirements
as set out in the Austroads Specification Framework for Polymer Modified Binders and Multigrade
Bitumens (AG:PT/T190) or as agreed between the supplier and the purchaser.


3.3 Tracing Properties of Delivered Materials
Experience and testing has shown that often a non-compliance in specified properties is due to
degradation during transport, reheating, cleaning transfer lines and application procedures. From
time to time protocols may be established for monitoring the properties of materials at the point of
delivery or application. A flow chart of sampling, recording and testing is shown in Figure 3. These
procedures may be used:
As a project for the development and verification of handling protocols. Such projects may be
conducted in association with a particular client (e.g. state road authority).
To maintain product traceability. In this case field samples are not tested, but held in storage for
reference testing for compliance with contract conditions. Samples are generally retained for the
duration of the contract defects liability period.

In order to provide adequate traceability, delivery dockets for PMBs should generally contain the
following information:

Date
PMB Class
Origin
Sampling point
Manufacturing certificate number or batch number
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 5
3.3 Tracing Properties of Delivered Materials
Experience and testing has shown that often a non-compliance
in specied properties is due to degradation during transport,
reheating, cleaning transfer lines and application procedures.
From time to time protocols may be established for monitoring
the properties of materials at the point of delivery or
application. A ow chart of sampling, recording and testing is
shown in Figure 3. These procedures may be used:
As a project for the development and verication of
handling protocols. Such projects may be conducted in
association with a particular client (e.g. state road
authority).
To maintain product traceability. In this case eld samples
are not tested, but held in storage for reference testing
for compliance with contract conditions. Samples are
generally retained for the duration of the contract defects
liability period.
In order to provide adequate traceability, delivery dockets for
PMBs should generally contain the following information:
Date
PMB Class
Origin
Sampling point
Manufacturing certifcate number or batch number
Customer
Customer order number, etc.
Delivery details (delivery point, time and temperature)
Loading information (date, time, temperature)
Quantity/Mass of delivery
Product heating information (heating start time, fnish time,
total heating time and temperature)
Delivery date, time and temperature.
Sampling and labelling of samples should be undertaken in
accordance with Section 3.1.

Polymer Modified Binders Guide 7 September 2012
Customer
Customer order number, etc.
Delivery details (delivery point, time and temperature)
Loading information (date, time, temperature)
Quantity/Mass of delivery
Product heating information (heating start time, finish time, total heating time and
temperature)
Delivery date, time and temperature.
Sampling and labelling of samples should be undertaken in accordance with Section 3.1.

















Figure 3: Sample traceability flow chart


No Fail
Pass
Yes
Yes
No

Binder
production
Release
tests
performed
Retained
sample for
further
testing, if
required
Binder
carted
direct to
site

Heating
en-route?
Intermediate storage
Sample taken
Delivery to site
Record time and
temperature
Record time & temperature
Sample taken
Sample taken
Re-process
Robert 15/9/12 7:14 PM
Deleted:
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 6
3.4 Material Safety Data Sheet (MSDS)
Material Safety Data Sheets (MSDS) are used to provide the
information required to allow the safe handling of substances
used at work. MSDS must comply with the National Code of
Practice for the Preparation of Material Safety Data Sheets,
2nd Edition [NOHSC:2011(2003)], published by the National
Occupational Health and Safety Commission. Suppliers are
responsible for provision of the MSDS which the manufacturer
or importer has prepared. The MSDS addresses the safety of
both personnel and the physical environment.
4. TRANSPORT, STORAGE AND
APPLICATION OF PMBs
4.1 General handling and safety requirements
PMBs are transported and applied hot. Safety and handling
procedures that are applicable to hot bituminous materials
also apply to PMBs and are described in detail in the Austroads
Bituminous Materials Safety Guide, AP-G41/08.
4.2 Special requirements for PMBs
In addition to the general handling and safety procedures
applicable to all bituminous materials, attention should be paid
to those issues which have the potential to cause a reduction in
the quality and effectiveness of PMBs. These include:
Effect of excessive temperatures, extended periods of
storage at elevated temperatures, and/or multiple
reheating cycles.
Potential for contamination during change of product in
transportation vehicles and storage tanks.
Potential for contamination with materials used for
cleaning and ushing supply lines.
Potential for some PMB mixtures to segregate in storage.
Method of reheating, e.g. need to recirculate product
while reheating.
As a further conrmation that PMBs have not suffered undue
deterioration during transport, samples may be required of the
product at the point of delivery or immediately prior to use in
asphalt mixtures or sprayed sealing work (see Section 3.3).
4.2.1 Temperature
PMBs should not be heated to, stored or held at temperatures
or for periods greater than that recommended by the
manufacturer. During handling, every effort should be made
to keep the PMB at the minimum temperature that will allow
effective use so that the risk of thermal degradation and
oxidation is minimised. Similarly, the time that the PMB is kept at
elevated temperatures prior to application should be minimised.
AAPA Advisory Note 7 should be taken as a guide to the
maximum application temperature, holding time at maximum
application temperature, storage temperature and maximum
time at recommended storage temperature.
PMBs should never be heated to a temperature greater than the
recommended maximum application temperature. Generally,
only the quantity required for immediate use should be heated
to the application temperature and reheating avoided, where
practicable.
4.2.2 Moisture
The presence of even small quantities of water can cause
foaming and boil-over of hot PMB. Care should be taken
to ensure that road tankers, storage tanks or bitumen sprayers
are free from water arising from the presence of condensation
or residual bitumen emulsion. A visual check for condensation
should always be made where tanks have been out of service for
some time.
4.2.3 Cleaning materials
It is preferable to use diesel or high-ash kerosene to ush lines.
The amount of cleaning material should be kept to a minimum
and drained from tanks and delivery lines for separate disposal
in accordance with local requirements. Cleaning materials
should not be ushed into binder storage tanks or delivery
vehicles.
Kerosene or other types of approved cutter oil used for cleaning
delivery lines may be drawn into bitumen sprayers where the
PMB is being prepared for spraying. An allowance for the
quantity of cutter oil used for cleaning should be made in
determining the total quantity of cutter oil to be added.
4.2.4 Segregation
Some PMB types, particularly those modied by rubber crumb
or high levels of SBS polymer, are susceptible to segregation
during long distance transport and long term storage.
Manufacturers should advise users of susceptible materials and
provide guidelines for minimising segregation and/or remixing.
Users should adhere to manufacturers guidelines where
applicable. The use of stirrers in storage tanks and belly augers
in sprayers will help ensure homogeneity can be maintained for
PMBs that are susceptible to segregation.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 7
4.2.5 Loading of delivery vehicles
Vehicles used to transport PMBs should be emptied of the
previous product to the minimum practical level to minimise
contamination.
Comprehensive guidance on the procedures to follow when
changing grades carried within a road tanker is provided in
AP-G41/08. A summary of product changeover procedures
relevant to PMBs is provided in Table 1. Particular attention
needs to be paid when loading hot PMB into a tanker that has
previously contained a bitumen emulsion due to the potential
for hazardous foaming and boil-over of the tank contents.
Vehicles previously used for delivery of bitumen emulsion
products should not be used for the delivery of PMB unless
thoroughly cleaned.
The risk of subsequent product contamination is particularly
high when vehicles have been used to transport PMBs
incorporating rubber crumb. It is recommended that such
binders be transported only in dedicated tankers.
Care should be taken to ensure that tankers that have not
been in use for some time are free from condensation.













Notes to Table 1:
OK: OK to load. In all cases the previous product
should be fully drained.
Drain & Flush: Drain vehicle of product and ush with
kerosene wash and fully drain and dry out, or
boil out with uncontaminated standard grade
bitumen as per your companys work
instruction.
4 standard Should take minimum 4 loads of C170, C320
bitumen loads: or C600 prior to loading.
4.2.6 Reheating during transport
Delivery vehicles can generally transport materials for periods of
up to 4 to 6 hours with only a minor loss in temperature, usually
no more than about 15C. Where there is only a small loss in
temperature, PMBs may be transferred directly into storage
tanks without reheating or, where the PMB is required to be
at an application temperature, for example delivery direct to
sprayed sealing operations, they may be reheated in the delivery
vehicle prior to transfer into the bitumen sprayer.
Where longer transport times and greater loss of temperature
are involved, materials should be periodically reheated to ensure
that temperature is maintained within the recommended limits.
For convenience, this may be done in conjunction with regular
rest stops.
The following points should be noted when reheating PMBs:
1. At no time should the recommended maximum temperature
for the material be exceeded as indicated in Advisory Note 7.
2. Bitumen road tankers or sprayers tted with open ame
burners should never be heated while in motion.
3. Drivers should be in attendance and monitor the process at
all times while burners are in operation.
4. To avoid PMB degradation, the preferred rate of heating
should be approximately 10C per hour and not more than
15C per hour.
5. Tankers should be circulated during heating and for at least
20 minutes after heating and before discharge.
6. Generally, temperature checks should be undertaken every
four hours and reheating applied when the temperature
drop is greater than 15C.
7. For PMBs incorporating 15% or higher rubber crumb
content, circulation should be continuous during transport
and heating with the temperature being maintained within
the range recommended by the manufacturer and checked
at intervals not exceeding 3 hours.

Polymer Modified Binders Guide 10 September 2012
Table 1: Product changeover guidelines
Previous Load PMB
Bitumen OK
Cutback bitumen primers &
precoats
Drain
Bitumen emulsion Drain & flush
Fuel oil Drain & flush
Suspected presence of
moisture
Drain & flush
PMB OK
Crumb rubber bitumen 4 Standard bitumen loads*
Other X


Notes to Table 1:
OK: OK to load. In all cases the previous product should be fully drained.
Drain & Flush: Drain vehicle of product and flush with kerosene wash and fully drain and
dry out, or boil out with uncontaminated standard grade bitumen as per your
companys work instruction.
4 standard bitumen loads: Should take minimum 4 loads of C170, C320 or C600 prior to loading.

X: Refer to supplier for technical advice.

4.2.6 Reheating during transport
Delivery vehicles can generally transport materials for periods of up to 4 to 6 hours with only a
minor loss in temperature, usually no more than about 15C. Where there is only a small loss in
temperature, PMBs may be transferred directly into storage tanks without reheating or, where the
PMB is required to be at an application temperature, for example delivery direct to sprayed sealing
operations, they may be reheated in the delivery vehicle prior to transfer into the bitumen sprayer.

Where longer transport times and greater loss of temperature are involved, materials should be
periodically reheated to ensure that temperature is maintained within the recommended limits. For
convenience, this may be done in conjunction with regular rest stops.

The following points should be noted when reheating PMBs:

1. At no time should the recommended maximum temperature for the material be exceeded as
indicated in Advisory Note 7.
2. Bitumen road tankers or sprayers fitted with open flame burners should never be heated while in
motion.
3. Drivers should be in attendance and monitor the process at all times while burners are in
operation.
4. To avoid PMB degradation, the preferred rate of heating should be approximately 10C per hour
and not more than 15C per hour.
Refer to supplier for advice
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 8
4.2.7 Delivery into storage tanks or bitumen sprayers
(a) Asphalt plants and other xed storage
Where a PMB is placed in a storage tank previously used
for hot bitumen, multigrade bitumen or a different grade of
PMB, the tank should be emptied to the minimum practicable
level in order to minimise any diluting effect on the polymer
content of the delivered PMB. Where the residual contents
of a storage tank comprise a different grade of PMB or other
modied binder, the manufacturers advice should be sought
on any potential incompatibility with the fresh product. Table
2 provides a guide to the relative risk from contamination by
previous tank contents
(b) Road tankers, mobile storage tanks, and bitumen sprayers
used for sprayed sealing work
Road tankers, mobile storage tanks or bitumen sprayers
previously used for uxed or cutback bitumen should be totally
emptied before lling with PMB (see also Section 4.2.5).
Notes to Table 2
1. Risk prole:
Low Residual tank contents have a low risk of performance
impact on the product being added, for example topping up of
modied binder with hot bitumen may enhance rather than
detract from normal use of bitumen.
Medium While residual tank contents may not have a major
impact on performance of added product, tank levels should
generally be reduced to minimum levels before adding new
materials.
High Reduction of tank contents to minimum level is essential.
Low levels of contamination may be tolerated but generally not
more than 10% of diluting product.
Very high Contamination could have a serious impact on
performance. Preferably, the tank should be completely emptied
prior to adding new materials. Where complete emptying is not
practicable, risk should be reduced by ushing the tank with
4.2.8 Field sampling
Representative samples may be required to be taken of a PMB
prior to its use. Such samples should be taken during ofoading
of road tankers and during transfer into bitumen sprayers prior
to the addition of cutters and adhesion agents. In the case
of asphalt manufacture, a sample can be taken from the PMB
storage tank or from the ring main during circulation or use.
Field samples should be taken at locations and frequencies as
agreed between supplier and purchaser. All sampling should
be performed in accordance with the procedures described in
AG:PT/T101.
Field samples should be clearly identied to provide traceability
from supplier to the point of sampling. Unless otherwise
specied or directed, eld samples are not required to be tested
immediately and should be stored in sealed containers in a
secure location for a minimum period of six months, or for the
duration of the contract defects liability period, whichever is the
greater. Samples not required for further testing beyond that
period may then be discarded.
a more compatible material or using the tank, for example, with
a load or part load of hot bitumen or PMB in an application where
the performance properties of the PMB are not critical.
2. Storage of bitumen emulsion in tanks previously used for hot
bitumen products usually requires the tank to be completely
emptied and cleaned before adding bitumen emulsion.
3. Hot bituminous materials should not be added to tanks previously
used for bitumen emulsion unless all traces of moisture have been
removed.
4. Care should be taken when adding materials to tanks that have
been used for storage of crumb rubber modied binder. Usually
a series of loads of hot bitumen or hot cutback bitumen are
required before use for any other critical application.
5. Multigrade to be treated the same as bitumen for product
changeover purposes
6. Refer to AP-G41/08 Austroads Bituminous Materials Safety Guide
for specic requirements

Polymer Modified Binders Guide 11 September 2012
5. Tankers should be circulated during heating and for at least 20 minutes after heating and before
discharge.
6. Generally, temperature checks should be undertaken every four hours and reheating applied
when the temperature drop is greater than 15C.
7. For PMBs incorporating 15% or higher rubber crumb content, circulation should be continuous
during transport and heating with the temperature being maintained within the range
recommended by the manufacturer and checked at intervals not exceeding 3 hours.

4.2.7 Delivery into storage tanks or bitumen sprayers
(a) Asphalt plants and other fixed storage
Where a PMB is placed in a storage tank previously used for hot bitumen, multigrade bitumen or a
different grade of PMB, the tank should be emptied to the minimum practicable level in order to
minimise any diluting effect on the polymer content of the delivered PMB. Where the residual
contents of a storage tank comprise a different grade of PMB or other modified binder, the
manufacturers advice should be sought on any potential incompatibility with the fresh product.
Table 2 provides a guide to the relative risk from contamination by previous tank contents.

Table 2: Relative risk from contamination by previous tank contents
Product being delivered Previous tank
contents
Cutback
bitumen
Bitumen
emulsion
Bitumen Low modification
PMB
High
modification
PMB
Crumb rubber
bitumen
Cutback bitumen Not applicable See note 2 Medium Very high Very high High
Bitumen emulsion See note 3 Note 6 See note 3 See note 3 See note 3 See note 3
Bitumen Medium See note 2 Not applicable Medium High Medium
Low modification PMB Medium See note 2 Low Not applicable Medium Medium
High modification PMB Medium See note 2 Low Medium Not applicable Medium
Crumb rubber bitumen See Note 4 See note 2 See Note 4 See Note 4 See Note 4 Not applicable

Notes to Table 2
1. Risk profile:
Low Residual tank contents have a low risk of performance impact on the product being added, for
example topping up of modified binder with hot bitumen may enhance rather than detract from
normal use of bitumen.
Medium While residual tank contents may not have a major impact on performance of added product,
tank levels should generally be reduced to minimum levels before adding new materials
High Reduction of tank contents to minimum level is essential. Low levels of contamination may be
tolerated but generally not more than 10% of diluting product.
Very high Contamination could have a serious impact on performance. Preferably, the tank should be
completely emptied prior to adding new materials. Where complete emptying is not practicable,
risk should be reduced by flushing the tank with a more compatible material or using the tank,
for example, with a load or part load of hot bitumen or PMB in an application where the
performance properties of the PMB are not critical.
2. Storage of bitumen emulsion in tanks previously used for hot bitumen products usually requires the tank
to be completely emptied and cleaned before adding bitumen emulsion.
3. Hot bituminous materials should not be added to tanks previously used for bitumen emulsion unless all
traces of moisture have been removed.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 9
5. ASPHALT WORK
5.1 General
PMBs for asphalt work should be transported, transferred and
stored in accordance with Section 4.
5.2 Production of asphalt mixes
Asphalt produced from pre-blended PMB should be mixed
and handled in accordance with the recommendations of the
PMB manufacturer/supplier. Such recommendations may refer
to asphalt mixing temperatures, mixing times and specic
measures to minimise heat loss during transit.
Asphalt incorporating a PMB can also be produced by the
addition of rubber crumb and other selected granular polymers
into the asphalt mixing process, but only in a batch type
pugmill or double drum mixer. Addition of some polymers,
such as EVA and rubber crumb, direct to the pugmill should
also be in accordance with the recommendations of the
polymer supplier. Increased wet mixing times may be required
to achieve a satisfactory distribution of the polymer through
the asphalt mixture.
The modication of bitumen generally results in an increase
in the binder viscosity and therefore the asphalt mixing
temperature may need to be increased to ensure adequate
coating of the aggregate and workability of the asphalt.
Inappropriately high asphalt mixing temperatures may lead to
segregation, binder degradation and binder drainage, which in
turn can adversely affect performance of the asphalt. Excessive
temperatures may also cause unwanted fuming. Refer to
AAPA Advisory Note 7 for details of the appropriate asphalt
production and paving temperatures for the various PMBs.
5.3 Placement and Compaction
Additional care is needed to achieve specied requirements for
riding quality, compaction and surface nish when placing and
compacting asphalt incorporating PMB. To achieve adequate
compaction, the mix temperature may need to be increased by
up to 15C over conventional bitumen, depending on the type
and degree of modication. Loss of workability on cooling will
necessitate greater attention to:
weather conditions;
layer thickness and mix type;
timing of operations;
rolling patterns and techniques;
scheduling of deliveries (avoid starts and stops);
joints (minimise);
handwork (to be avoided); and
prevention of pick-up on rubber-tyred rollers (pre-heat).
Some PMBs emit fumes at high temperatures. Such fumes can
lead to eye and throat irritation, or even to headaches and
nausea. Therefore, it is important to follow the manufacturers
recommendations with regard to handling conditions and the use
of appropriate personal protective clothing and equipment. The
AAPA Guide to the safe use of SBS, AAPA Advisory Notes 7 and
14, Austroads/AAPA Work Tip 13 and AAPA training programs
address such issues and provide a guide to best practice. Further
guidelines for the use of PMBs in asphalt are provided in the
Austroads Guide to the Selection and Use of Polymer Modied
Binders and Multigrade Bitumen AP-T42-06
6. SPRAYED SEALING WORK
6.1 General
PMBs for sprayed seal work should be stored, transported and
transferred in accordance with Section 4. Any increase in binder
cohesion (internal strength) as a result of polymer modication
usually is accompanied by a decrease in binder wetting ability
and therefore its ability to adhere to, or retain aggregate. These
characteristics require modication to eld procedures as
described in the following section.
6.2 Field procedures
6.2.1 General handling requirements for PMBs
PMBs are generally handled and applied similarly to Class
170 bitumen using conventional sprayed sealing equipment.
However, PMBs require increased attention to detail and special
consideration of the eld construction practices to ensure
satisfactory adhesion between the binder and the aggregate.
PMBs are more viscous than Class 170 bitumen and may
form a skin in cooler weather conditions. For details on
the appropriate minimum road surface and binder spray
temperatures for the various PMBs, refer to either the PMB
supplier or the AAPA Advisory Note 7.
In addition to normal good practice, the following procedures
should be followed:
The time taken to spread aggregate onto a PMB must be
kept as short as practically possible and the aggregate
spreading and rolling operations should be kept as close as
possible behind the sprayer. This is done to ensure
aggregate adhesion has the best chance of developing
while the PMB is still hot and may necessitate shorter than
usual sprayer runs or additional rolling capacity.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 10
If using a particular class of PMB for the frst time, it is
advisable to check with the manufacturer about any special
handling or application requirements.
For a SAM or SAMI application, the pavement and air
temperatures need to be above 20C and rising. Higher
temperatures are required if wind chill is expected to cool
the binder quickly after spraying. Wind chill will cause the
binder to skin more quickly and this will delay, or
prevent, wetting and development of adhesion.
The exception to this is S35E produced with PBD, which
may be used at the lower pavement and air temperatures
normally accepted for Class 170 work (approximately
15C), but only where recommended by the manufacturer.
The presence of moisture in any form should be avoided.
Avoid spraying PMBs in changeable weather conditions.
Spraying should only be applied to a dry pavement surface
and aggregates should be precoated and dry (at most
damp). This may require the aggregate stockpile to be
covered with waterproof material.
Warm and dry weather conditions before and after
application of the PMB seal are essential. Wet weather
up to a week after application may result in the aggregate
stripping. Spraying should not be undertaken if wet
weather is predicted within several days after application.
Adhesion agent should be added to the PMB in the
sprayer no more than half an hour prior to spraying and
the load thoroughly circulated. Exceptions may apply to
a few specic heat stable adhesion agents known to
retain effectiveness after several hours at high
temperatures. Such materials should only be used in
accordance with the suppliers recommended maximum
temperature and storage times.
The PMB/aggregate/precoating material/adhesion agent
system should be evaluated, well in advance of the work,
using both the initial adhesion and plate stripping tests.
Check with the manufacturer if unsure of the details.
Cutter oils are generally required to facilitate spraying of
PMBs and wetting of aggregate.
Some of the more viscous PMBs will require the use
of larger spray nozzles; e.g. B6 or B8 nozzles, depending
on binder viscosity, to ensure a uniform transverse binder
application.
6.2.2 Cutter
A summary of the requirements for cutting back of PMBs is
provided in Austroads/AAPA Work Tip No. 27 Sprayed Sealing
Cutting Back of Polymer Modied Binders.
Additional advice on cutting back of PMBs and other sprayed
sealing construction practices are provided in the Austroads
Guide to the Selection and Use of Polymer Modied Binders and
Multigrade Bitumens or may be obtained from manufacturers or
suppliers.
Take extreme care when blending cutter oil with PMB. AP-G41/08
should be consulted for further information.
6.2.3 Adhesion Agent
In general, hot PMBs are more viscous and cohesive than
conventional bitumen and consequently less able initially to
wet and adhere to aggregate particles. If there are problems
developing adequate adhesion between the PMB and the
aggregate, then it is recommended to promote bonding by
adding extra adhesion agent. A general rule of thumb in this
case is to double the concentration of adhesion agent compared
to conventional bitumen, i.e. add about 1% of adhesion
agent instead of 0.5%. The adhesion agent selected should
be compatible with the type of polymer in the binder and the
aggregate precoating material.
6.2.4 Aggregate Precoating
It is important to only use aggregate that is of good quality and
that is dry and free from dust. It is also important to adhere to
recommended cutting practice. This applies to all PMB seals,
including those applied on lower trafc volume roads. However,
initial adhesion of PMB to the aggregate particles may still be
difcult to achieve, especially with increasing concentrations of
polymer and rubber crumb. It is therefore essential to precoat
the aggregate, preferably with a bitumen-based precoat that
contains about 1% of adhesion agent. This should ensure both
effective initial adhesion and longer term retention of the
aggregate.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 11
REFERENCE
AAPA (1998) Advisory Note 14 Summary of SBS Bitumen Fume
Monitoring Project.
AAPA (1998) HS&E Guide No 5 Guide to the safe use of SBS.
AAPA (2004) Advisory Note 7 Guide to the Heating and Storage
of Binders for Sprayed Sealing and Asphalt Manufacture.
AUSTROADS (2000) AP-T42/06 Guide to the Selection and Use
of Polymer Modied Binders and Multigrade Bitumens.
AUSTROADS (2006) AG:PT/T101 Method of Sampling Polymer
Modied Binders, Polymers and Crumb Rubber.
AUSTROADS (2008) AG:PT/T102 Protocol for Handling
Modied Binders in Preparation for Laboratory Testing.
AUSTROADS (2008) AP-G41/08 Austroads Bituminous Materials
Safety Guide.
AUSTROADS (2010) AGPT/T190 Specication Framework for
Polymer Modied Binders and Multigrade Bitumens.
AUSTROADS/AAPA (1998) Pavement Work Tip No. 13
Temperature Characteristics of Binders in Asphalt.
AUSTROADS/AAPA (2001) Pavement Work Tip No. 27 Sprayed
Sealing Cutting Back of Polymer Modied Binders.
NOHSC:2011(2003) National Code of Practice for the
Preparation of Material Safety Data Sheets 2nd Edition.
Austroads test methods and selected Austroads Technical
Reports may be accessed and downloaded, free of charge,
from the Austroads web-site at www.austroads.com.au.
AAPA Advisory Notes, HS&E Guides, and Austroads/AAPA
Work Tips may be accessed and downloaded, free of charge,
from the AAPA web-site at www.aapa.asn.au.
GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS 12
GLOSSARY
Adhesion agent A substance used for the purpose of
improving the adhesion between a bituminous binder and
the aggregate. The term generally refers to adhesion in the
presence of water.
asphalt (used rather than the US term asphaltic concrete)
A mixture of bituminous binder and aggregate with or
without mineral ller, produced hot in a mixing plant, which is
delivered, spread and compacted while hot.
bitumen A very viscous liquid or a solid, consisting essentially
of hydrocarbons and their derivatives, which are soluble in
carbon disulphide. It is substantially non-volatile and softens
gradually when heated. It possesses waterproong and
adhesive properties. It is obtained from native asphalt or by
processing the residue from the rening of naturally occurring
crude petroleum.
bitumen emulsion A liquid product in which a substantial
amount of bitumen (with which some oil may be mixed) is
suspended in a nely divided condition in water by means of
emulsifying and stabilising agents.
crumb rubber Rubber particles manufactured from waste or
reclaimed rubber products such as vehicle tyres and graded to
conform to a specied size range. Used in bitumen to improve
binder properties.
cutback bitumen Bitumen to which cutter oil (kerosene) has
been added to achieve a temporary reduction in viscosity.
cutter (kerosene) A light petroleum distillate added to
bitumen to temporarily reduce its viscosity (cutback bitumen).
A high-ash cutter is a cutter with a ash point above 60C.
material safety data sheet (MSDS) A document that
provides health and safety information about products,
substances or chemicals that are classied as hazardous
substances or dangerous goods.
multigrade bitumen A bituminous binder which, at high
service temperatures shows good resistance to ow, and at low
temperatures does not exhibit the high stiffness (leading to
brittleness) normally experienced with conventional bitumen
binders.
polymer A predominantly organic substance comprising a very
large number of chemical entities. These chemical entities may
comprise identical segments (producing a homopolymer) or a
combination of two or more different segments (producing a
copolymer).
polymer modied binder (PMB) A binder consisting of
polymeric materials dispersed in bitumen with enhanced binder
performance for particular applications.
sprayed seal (chip seal) A thin layer of binder sprayed onto
a pavement surface with a layer of aggregate incorporated and
which is impervious to water.
strain alleviating membrane (SAM) A sprayed seal with the
binder containing a relatively large concentration of rubber or
polymer modier. It is used to absorb strains that occur in a road
pavement and thereby reduce reection cracking.
strain alleviating membrane interlayer (SAMI) Similar to a
SAM, but provided as an interlayer before placing an asphalt
overlay.

GUIDE TO THE MANUFACTURE, STORAGE AND HANDLING OF POLYMER MODIFIED BINDERS
The Australian Asphalt Pavement Association is a non-prot
organisation formed to promote the economic use of asphalt and
bitumen bound products based on sound technical and commercial
grounds.
Throughout its history, AAPA has maintained as its major objective
thedissemination of technical knowledge aimed at continual
improvement in Asphalt technology.
AAPA Members include manufacturers of asphalt and other bitumen
bound products, State Road Authorities, Local Government,
pavement engineering consultants, material suppliers, plant and
machinery manufactures paving and sealing contractors and
individuals interested in asphalt technology.
Level 2, 5 Wellington Street
Kew Victoria 3101 AUSTRALIA
Telephone: (03) 9853 3595
Fax: (03) 9853 3484
Email: [email protected]
Web: www.aapa.asn.au