Bitumen Emulsion

Bitumen emulsion is a stable dispersion of bitumen in water with the help of suitable emulsifying agent.
The quality of a emulsion type is emulsion by specifying bitumen content , viscosity, storage stability and
other properties .
Three types
(a) cationic (b) anionic ( c) non ionic

The cationic and anionic are divided into three categories depending upon the stability of the pavement
surfaces i.e.

(a) Rapid setting  RS1 , RS2

(b) Medium setting  MS
(c) Slow setting  SS1 , SS2

(a) Rapid setting :- A rapid setting emulsion breaks rapidly on aggregate leaving a film of bitumen .
(b) Slow setting :- A slow setting emulsion when mixed with aggregate , breaks very slowly , which
allows longer time for mixing and other procedures.

Cationic bitumen emulsion  It have “ Built in adhesion `` property which is absent in case of hot
bitumen . This property in emulsion is due to their cationic nature , which is attainment of positive
charge providing excellent adhesion with aggregates, which possess negative charge naturally .

Anionic Emulsion  It have +ve charges .

* The bitumen % in the emulsion with in 30 % to 70 %

* The main purpose of emulsifying bitumen is to transfer it to a fluid state at ambient temperature . The
emulsion should have stable during storage and transport but when applied in mineral aggregate or pavement
surfaces, it should break , at a predetermined rate.
* Since most aggregate wed in road construction have a majority of negative charges on its surface ,
cationic emulsion are generally more suitable than anionic .
* For anionic emulsion with acidic aggregate i. e. silica it is the in organic cat ion ( k + of Na+ )

Viscosity  Viscosity is defined as the resistance to flow of a fluid and in the case of bitumen it is
normally measured as the time taken for a specified amount of emulsion to flow through a calibrate
orifice .
 Prime Coat ( IRC – 16 )
As per IS : 8887

Type of surface Kinematics viscosity Quantity in Kg

At 60 0C (C.S.) per 10 m2
Low porosity (WMM, WBM) 30 -60 6 to 9

Medium porosity
(Cement stabilized soil base) 70 – 140 9 to 12

High porosity (Gravel base) 250 -500 12 to 15

As per ASTM, D - 2397

By say- bolt viscosity meter at 50 0C for 60 ml. The required is 20 - 100 Sec.

* Medium curing cutback as per IS: 217

* Prime coat can’t be applied in wet surface or the temp. Below 10 0C
* The surface should be damp (moistly) but no free water availability on it.
* A priming surface should be cured for 24 hours.
*Can’t open for the traffic.
* Thin layer of clean sand may applied to prevent primer picking under pavers wheel .
 Tack Coat (IS: 8887)
It consists of a single coat. Before applying the surface should be clean by broom or high pressure air jet.

* The normal spraying temp. of emulsion is

20 0C to 70 0C for cut back

50 0C to 80 0C - RC – 70, MC - 70

* Where the material to receive an overlay is a freshly laid bituminous layer the tack coat is not manila
mandatory till two days if that surface is not subject to traffic or contaminated by dust.

Rate of Spray

Type of Surface Quantity in Kg per 10m2 area

1) Normal bituminous surface 2.0 to 2.5

2) Dry of hungry bituminous surface 2.5 to 3.0

3) Granular surface treated with primer 2.5 to 3.6

4) Non bituminous surfaces

(a) Granular base (not primed) 3.5 to 4.0

(b) Cement concrete pavement 3.0 to 3.5

 Polymer Modified Bitumen ( PMB )

[ Types of modifier i.e. ethylene vinyl acetate ( EVA), Styrene butadiene rubber ( SBR) , styrene butadiene styrene block copolymer
( SBS ), ethylene ter polymer ( ETP ), ethylene styrene inter (ESI ) , crumb rubber (CRMB) and oxidized bitumen. ]

Characteristic of a polymer must be blended with the bitumen and increase its rutting at high
temperature with out rendering ( interpretation ) it too viscous for . The mixing procedure or too brittle at
low temperature .

Product properties

Cohesion : - It is a measure of the tensile stress required to break the bond between molecules of the
binder .

Rheology ( Flow behaviour ) :- It is the study of the flow and deformation of material .

Elasticity :- It is the elastic behaviour indicates that the binder recovers most of all of its initial shape
when the load that caused the deformation is removed .

Stiffness :- Stiffness is an engineering property that indicates the strain ( deformation ) , an material
will exhibit under a particular stress ( load ) condition .

Ageing :- It is the measurement of the gradual changes in the binder properties over time i.e. due to
heat , oxidation , ultra violet radiation and loss of volatile components . It may be tested by rolling thin film
oven test ( RTFOT )

Advantages :-

(a) To reduce cracking and softer blends at low temperature .

(b) To reach stiffer blends at high temperature and reduce rutting ( bleeding )
(c) To increase the stability and the strength of mixtures .
(d) To improve fatigue weakness resistance of blends .
(e) To reduce structural thickness of pavements .
(f) To reduce life costs of pavements.
(g) To reduce viscosity at lay-out temperature .
(h) To increase resistance to striping .
The addition of small amounts of polymer dramatically changes the rheological properties of the asphalt .

Elastomer (e) ( C6 H5 – CH3 – CH2 – CH = CH – C6H 5– CH 3 ) :- Styrene butadience ( SB ) and styrene

butadiene styrene ( SBS) block copolymers can increase the elasticity of the asphalt much like a rubber
band , so they are consider as elastomer

Plastomer (p) :- E they vinyl acetate ( EVA ) stiffens the asphalt , much like a hard plastic . So it is consider
a plastomer . ( CH2 - CHo )
* Latest elastomeric polymer is introduced i.e. styrene butadiene rubber ( SBR ) .This is increase the
ductility of asphalt cement .
 Method of incorporated of polymer to asphalt

Two methods i.e. (a) Low shear (b) High shear

(a) Addition of latex ( liquid ) polymer to the asphalt . This is a relatively easy and trouble free.
(b) Addition of solid polymers to asphalt . This method normally requires substantial mixing and high
shearing practically at SBS or SIS block copolymer when used .

As per IRC – 53 / IS : 15462 - 2004

Characteristics PMB PMB PMB PMB PMB PMB CRMB CRMB CRMB
(E)40 (E)70 (E)120 (P) 40 (P) 70 (P)120 50 55 60

Penetration @ 250 C
100 gms., 5 Sec. 30-50 50 – 90 90–150 30 – 50 50 - 90 90 -150 < 70 <60 <50

Softening point 0C , min 60 55 50 60 55 50 50 55 60

.
Flash point 0C , min 220 220 220 220 220 220 220 220 220

Elastic recovery 70 70 70 30 40 50 50 50 50

Separation difference, max. 3 3 3 3 3 3 4 4 4

Viscosity 150 0C , poise 3 -9 2- 6 1-3 3-9 2- 6 1 -3

TFOT

Loss in mass in % max. 1 1 1 1 1 1

Increase in softening point 5 6 7 5 6 7 7 6 5

0
C , % max.
Reduction in penetration
@ 250 C , % max. 35 35 35 35 35 35 60 60 60

Elastic recovery at 250 C, 50 50 50 35 35 35 35 35 35

% Max.
 ( IRC – SP- 53 ) CRUME RUBBER MODIFIED BITUMEN ( CRMB )

It is a special grade road surfacing binder with extra ordinary performance properties achieved by addition of
specialty chemicals .
CRMB is a special type of bitumen whose properties have been improved by the addition of crumb rubber &
special types of additives like hydrocarbon material, resins.

Types of CRMB & Recommendation for specific use .

CRMB 60 : Recommended for hot climate areas .

CRMB 55 : Recommended for moderate climate areas.
CRMB 50 : Recommended for cold climate areas

Advantages of CRMB

 Lower susceptibility to daily & seasonal temperature variations.

 Higher resistance to deformation at elevated pavement temperature .
 Better edge resistance properties
 Better adhesion between aggregate & binder ensues longer life , strength & stability .
 Higher fatigue life of mixes due to high elastic recovery .
 Delay of cracking & reflective cracking .
 Overall improved performance in extreme climatic conditions & under heavy traffic conditions .
 Better water resistance
 Prevents rutting .
 Resistance to creep & higher indirect tensile strength .

Applications

 Heavy trafficked lane

 Providing high skid resistance ( Thin overlay Chip Seal )
 Reducing traffic noise
 Waterproofing concrete structure
 Sand asphalt .
 For snow bound regions .
 In stress absorbing membrane interlayer ( SAMI )
 For high rainfall regions .
 VISCOSITY GRADE BITUMEN ( VG )

Bitumen is a thermoplastic material and its stiff ness is dependent on temperature . The temperature versus
stiffness relationship of bitumen is dependent on source of crude and method of refining .
Few qualification tests like specific gravity , water content , ductility , loss on heating of frass breaking
point were removed from IS : 73 -1992 as these tests do not have any relationship either with the quality or
performance of the bitumen .

* By using penetration grade bitumen the surface showing rutting at higher temperature , cracking at lower
temperature and raveling due to fatigue.
* By this bitumen the life of bitumen surface on national highway varied from 3 – 4 year .
* To avoid this it we modified bitumen then the cost is raised by 30 to 40 % . require higher level of care
and quality control .

So the “ Viscosity Grade Paving Bitumen `` which is designed to take care of the lowest temperature
( for crooking ) and maximum temperature (rutting )
In viscosity grade viscosity tests are conducted at 600 C and 1350 C which represt the quality at summer .

Types of grade of bitumen :-

VG -10 ( Penetration 80 / 100 )  It is used in cold climate , surface dressing and to manufacture
bitumen emulsion .

VG – 20 ( 60 / 80 )  Used in cold climate & high altitude regions ( Northan Region ).

VG – 30 ( 50 / 70 )  Used to construct extra heavy duty bitumen pavements that need to endure
substantial traffic loads . In lieu of 60 / 70 penetration .

VG – 40 (Penetration 40 /60 )  Used in highly stressed areas suchas intersections , near toll booths and
truck parking lots . It is in lieu of old 30 /40 penetration.
 IS – 73 : 2006

Character stick VG -10 VG -20 VG -30 VG -40

Absolute viscosity,@ 600 C , poises min. 800 1600 2400 3200

Kinematic viscosity @ 1350 C ,CST, min. 250 300 350 400

Flash Point ,C , min 220 220 220 220

Solubility in trichloroethylene , % ,min. 99 99 99 99

Penetration at 250 C 80 -100 60 – 80 50 – 70 40-60

Softening point , C, min. 40 45 47 50

Tests on residue from

( TFOT )
Viscosity ratio at 600 C ,max. 4.0 4.0 4.0 4.0

Ductility at 250 C, cm , min. 75 50 40 25

In the past truck weight were less than 30 tons with 75 PSI tyre pressure but now days more than 35
tons with 125 PSI tyre pressure with radial tyres . The 10 % increase in truck weight yields a 40 %
in crease in the stresses applied to pavement .