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Durable Wearing Course for Bituminous

Pavements

ARTICLE · MAY 2014

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Nikhil Saboo
Indian Institute of Technology Roorkee
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 DURABLE WEARING COURSE FOR BITUMINOUS PAVEMENTS
NIKHIL SABOO*, M.A. REDDY** AND B.B. PANDEY***
ABSTRACT
A good wearing course is necessary for the protection of flexible
pavement to make it durable. While a wearing course of surface
dressing has been known for its durability all over the world on
low volume roads, the wearing course of premix carpet and seal
coat is very common in India though frequent pothole repair and
patching well within five years of construction are not uncommon.
Conventional bituminous concrete wearing course in the hot climate
of India not been performing well on heavy volume highways
with life not exceeding three years due to the brittleness caused by
faster oxidation of the binder. Bituminous Concrete with Crumb
rubber modified bitumen also has a success rate of less than 50%
as per the survey by the senior author. Polymer modified bitumen
is less common because of higher cost but it was reported to last
longer though isolated cases of failure within five years have also
been reported. The paper presents an investigation on different
types of wearing course of bituminous mixes to examine their
likely field performance and suggest wearing coursed which may
last longer. Binders such as VG30,VG40 and CRMB and PMB
with dense and gap gradations were used in the investigations. It
was found that high binder gap gradation bituminous mixes even
with CRMB binder have a good chance to provide a long lasting
low maintenance crack and rut free wearing surface on high
volume highways rather than dense graded Bituminous Concrete
with conventional binder. Cost implication and environmental
issues are also discussed.
1 INTRODUCTION
Premix carpet with seal coat is the most common type
of wearing course in India for low volume roads but
frequent pothole repair and patching on such wearing
courses are not uncommon. Though MoRTH(2) has
laid down specifications for surface dressing, it did
not get wider acceptance for lack of experience and
wide spread trials. Two coat surface dressing over
granular bases has been used with success up to a
design traffic of five million standard axles in South
Africa(1) and other countries. The thick film of bitumen
in the surface dressing oxidises slowly and retains
flexibility for a longer period. A bituminous pavement
carrying a heavy traffic is commonly provided with
a wearing course of Bituminous Concrete (BC) with
* Ex-M.Tech. Student
** Associate Professor Civil Engg., Department, IIT Kharagpur
*** Advisor, SRIC and Ex-Professor
14
VG 30 bitumen over Dense Bituminous Macadam
meeting the MoRTH(2) specifications. Flushing and
rutting on the surface of highway pavements are often
observed when traffic is heavy. Fig. 1 shows rutting
failure of a National Highway under a very heavy
traffic. When binder content is reduced in the mix
to avoid flushing and rutting, the heavy traffic load
caused surface cracking (Fig. 2). It is necessary to use
harder binder such as VG 40 in the lower layers to limit
rutting in the base layer, a practice very common in
Europe. Mix design must be robust enough so that the
performance is satisfactory even if there is variation
in the binder content within the permissible limits.
BC mixes with Crumb Rubber Modified Bitumen
(CRMB) and Polymer Modified Bitumen (PMB) as
per IRC:SP:53(3) have also been used for wearing
course at many locations for heavy traffic. PMB mixes
were reported to last longer than the mixes with virgin
bitumen though some have suffered early failure. The
Research Scheme R-55(4) implemented by Central
Road Research Institute reported that Rubber and
Polymer Modified Bituminous mixes had longer lives
and the intervals of resurfacing could be increased
by two to three years than the bituminous mixes with
normal bitumen. A number of bituminous concrete
wearing courses of multilane highways with normal
binder get damaged within two to three years of their
construction due to the faster oxidation of the binder
in the hot weather coupled with heavy traffic much
before the schedule resurfacing intervals of five years.
In a number of projects in India, many CRMB mixes
with dense graded aggregates have displayed cracking
within three years of construction under heavy traffic
and hot climate. Continuous crack sealing to avoid
further damage to the pavement surface is a common
site on major highways. Grade of binder, ageing, film
INDIAN HIGHWAYS, MAY 2014
 TECHNICAL PAPERS
thickness of the binder and gradation of the aggregates
are major factors that determine the performance of
wearing courses. It is necessary to examine various
factors about the cracking and rutting potential of
mixes with different gradations and different binder
contents and suggest better performing bituminous
mixes. International practice to obtain durable mixes
needs examination to get the direction of research in
India. The present paper describes test results of a
number of dense and gap graded wearing course mixes
with normal bitumen and modified bitumen to evaluate
their relative cracking potential. Their rutting potential
also is evaluated through wheel tracking test. An
example also is illustrated to demonstrate how cracks
can develop at the surface near the tyre edge and a
durable bituminous wearing course is suggested based
on the review of practice and laboratory investigation.
Cost implication of high binder wearing course and
environmental considerations are also discussed.
Fig. 1 Rutting in the Bituminous Layer
Fig. 2 Surface Cracks in the Bituminous Layer
INDIAN HIGHWAYS, MAY 2014
2 PREVIOUS WORK
Bituminous Concrete having dense graded aggregates
meeting the requirement of MoRTH specifications(2) is
being commonly used in India on most highways. In
spite of higher cost, Mastic Asphalt wearing course(2,5)
containing a high percentage of a hard bitumen is
being widely used in India on city streets and traffic
intersections because of its high resistance to water
damage as well as traffic load stresses. A bituminous
wearing course known as Rolled Asphalt (RA) with
50 penetration bitumen(5) is very common in United
Kingdom on pavement having heavy traffic. The
bitumen content in RA mix varies from 7 to 8 percent.
A harder bitumen having a penetration of 35(5) is used
on roads with very heavy traffic and other severely
stressed locations though the temperatures are much
lower compared to that in India. In most European
countries, Stone Matrix Asphalt (SMA) has been
used with success. A trial section of wearing course
of SMA(6) laid between Palanpur and Radhampur on
NH14 in Gujarat is in a sound condition with a good
surface texture after three years of service. It is a gap
graded mix that has higher voids in mineral aggregates
to accommodate greater amount of binders to increase
its durability. Higher film thickness results in slow
rate of ageing and flexibility is retained for much
longer time even in a hot climate. Gap Graded mixes
using about 8% of crumb rubber modified bitumen are
popular in many states in USA(7, 8, 9, 10). The minimum
crumb rubber content(7, 8) by weight of the binder
was 20 percent so that the minimum viscosity of the
binder was 15 Poise at 177ºC. The State of California
introduced an assembly bill in 2005(11) to encourage
use up to 50% of rubberised asphalt concrete by 2015
for the construction and repair of pavements to tide
over the massive problem of tyre disposal . It has been
using gap graded mixes with asphalt rubber for the
surface layer and its crack resistance capability was
established by heavy vehicle simulator. It was found
that 30 mm of asphalt rubber mix overlay performs as
well as 60 mm of the conventional asphalt concrete
from fatigue consideration(8) While it is recognised
that polymer modified binders perform better than
crumb rubber modified binders, many researchers
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such as Harvey(12) et al, Ulliditch et al(13), Palit
et al.(14), Hamzah et al(15), Chiu(16) , Sugandh et al.(17),
Kaloush(18) and many others have been carrying out
research to maximise use of crumb rubber to solve the
disposal problem of used tyres and durable wearing
courses were proposed by using higher binder
content with gap graded mixes. Burning of tyres for
energy is being highly discouraged in developed
countries from environment considerations. Tayfur
and Aksoy(19) reported lower rutting in the polymer
modified bituminous mix. It is also reported that a
well-designed mix with CRMB can perform as well
as PMB mixes(8, 18).
Review of literature clearly indicates that a durable
wearing course needs a stiff binder in greater amount
to avoid cracking and rutting. The ageing process
is delayed due to greater binder film thickness and
flexibility is retained. It is necessary to compare
fatigue lives of dense graded mixes used in India
with those of various gap graded bituminous mixes
through laboratory experiments so that a mix with
potential of higher durability may be selected
though the ageing behaviour cannot be truly
modelled in the laboratory without calibrating from
field data.
3 METHODOLOGY ADOPTED
Four different binders were selected for the study
that included two Viscosity Grade (VG) bitumens
VG 30, VG 40 as per Bureau of Indian Standards (BIS-
73 , 2006) and two modified binders: Crumb Rubber
Modified Binder CRMB 60 and polymer (SBS)
modified binder PMB 40 as per Indian Roads Congress
(IRC:SP-53, 2002 and 2010). Three gap-graded mixes
consisted of Stone Matrix Asphalt (SMA) as per
IRC:SP:79-2008, CALTRANS gap-gradation(11)
and Coarse Matrix High Binder (CMHB) mix of
Texas(10). The conventional dense graded Bituminous
Concrete (BC) as per MoRTH(2) was also chosen for
comparison.
4 EXPERIMENT AND ANALYSIS
Standard tests were conducted on binders and
aggregates. Tables 1 and 2 show the test results of
viscosity grade and modified binders respectively. The
properties of aggregates and the various gradations
adopted for the study are shown in Tables 3 and 4.

Table 1 Properties of Viscosity Grade Binders

Parameters Test Method (BIS-73, 2006) VG 30 VG 40

Properties Properties
Absolute viscosity at 60ºC, Poise 1206 (Part 2) (1978) 2553 3600
Kinematic viscosity @ 135ºC 1206 (Part 3) (1978) 586 697
Penetration at 25ºC, 100g, 5s, 0.1 mm 1203 (1978) 65 38
Softening point (R &B) , ºC 1205 (1978) 48 57
Table 2 Properties of Modified Binders

Parameters Test Method CRMB 60 PMB 40

Result Spec Result Spec
Penetration at 25ºC, 100g, 5s, 0.1 mm IS1203 (1978) 45 Max 50 45 30-50
Softening point (R &B), ºC IS1205 (1978) 62 Min 60 60.5 Min 60
Elastic recovery of half thread in ductilometer IRC:SP:53-2010 65 Min 50 65 Min 70
at 15ºC, %
G*/sin δ (unaged), ≥ 1 kPa, ºC IRC:SP:53-2010 77 76 78 76ºC
G*/sin δ (RTFO aged), ≥ 2.2 kPa, ºC IRC:SP:53-2010 78 76 79 76ºC

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Table 3 Physical Properties of Aggregates
Parameters Test Method Result Specification
Water Absorption IS 2386-part 3 0.7% Max 2%
Agg. Impact value IS 2386-part 4 12% Max 30%
Agg. Crushing Value IS 2386-part 4 14% Max 30%
Flakiness and elongation index IS 2386-part 1 27% Max 40%
Specific gravity IS 2386-part 1 2.7 ………….
Los Angeles abrasion value IS 2386-part 4 12.5% Max 30%
Stripping value ASTM D3635-96 2-3% Max 5%
Table 4 Aggregate Gradation Adopted in the Study
Sieve Size, mm % Passing by wt
BC SMA CALTRANS CMHB (Texas)
26.5 100 100 100 100
19 89.5 100 100 99
13.2 69 95 95 88
9.5 62 63 85 70
4.75 45 24 35 39
2.36 36 20 20 25
1.18 27 17 15 20
0.6 21 15 10 17
0.3 15 15 8 13
0.15 9 15 7 8
0.075 5 10 7 7

Coarse Matrix High Binder (CMHB) gradation of Table 5 Mixing and Compaction Temperature
Texas lies between the BC gradation and SMA Binder Mixing Compaction
gradation. Caltrans(7) and Arizona(9) recommend Temperature (ºC) Temperature (ºC)
Asphalt-Rubber (CRMB) of minimum viscosity of VG-40 170 140
15 poise at 177ºC which is a very stiff binder.
VG-30 163 135
5 MIXING AND COMPACTION CRMB-60 182 145
TEMPERATURE PMB-40 175 145
Mixing and Compaction temperatures are important
indesign of bituminous mixes for proper coating 6 MARSHALL MIX DESIGN FOR
and compacted density. A large variation in the BITUMINOUS MIXES
corresponding temperatures may lead to variation All the mixes considered in the present study were
in properties. Table 5 shows the values of mixing prepared as per Marshall Mix design procedure. BC
and compaction temperatures for VG 30 and VG 40 mix was compacted with 75 blows whereas gap-
bitumen from rotational viscometer satisfying the graded mixes SMA, CARLTANS and CMHB with
viscosity requirement of 1.70 ± 0.2 poise and 2.80 50 blows as recommended in IRC:SP:79-2008(24).
poise ± 0.3 poise respectively. For the modified Table 6 shows different volumetric and properties
bitumen, suppliers’ recommendation was used. of bituminous mixes corresponding to 4% air void

INDIAN HIGHWAYS, MAY 2014 17

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content. It was found that PMB 40 and CRMB of 14%(10) among all the gap-graded mixes because of
60 mixes have almost the same volumetric properties. its gradation on the denser side, but it is still higher
It can be seen from Table 7 that Gap-Graded (GG) than the minimum recommended for the BC mix.
mixes have higher binder content owing to high VMA. Optimum binder contents for a given type are almost
Also CMHB mix has the lowest recommended VMA same for both PMB as well as CRMB.
Table 6 Volumetric Properties of Different Mixes
Type of Mix Type of Vinder OBC (%) Gmb* Gmm** VMA (%) Marshall Parameters
Stability (kg) Flow (mm)
BC VG 30 4.9 2.53 2.64 12.5 1011 2.9
BC VG 40 5 2.54 2.65 12.2 1311 3.2
BC CRMB 60 5.2 2.52 2.63 13.12 1450 4.1
BC PMB 40 5.2 2.51 2.62 13.4 1440 3.7
SMA CRMB 60 7 2.35 2.44 20.5 1220 3.8
SMA PMB 40 6.9 2.35 2.44 20.4 1260 4.2
CALTRANS CRMB 60 7.3 2.42 2.53 18.42 1042 2.3
CALTRANS PMB 40 7.2 2.40 2.51 19.01 1120 2.8
CMHB CRMB 60 6.5 2.45 2.56 16.7 1344 3.9
CMHB PMB 40 6.6 2.43 2.53 17.4 1330 3.7
* Bulk density; ** Maximum theoretical density given in Table 7. Binder contents with VG bitumens
7 DRAINDOWN CHARACTERISTICS OF for the drain down tests were same as that for the
GAP GRADED MIXES corresponding modified bitumen. Volumetric may be
The viscosity of binders must be high enough to expected to be similar to those with modified binders.
prevent their drain down from the surface of the It can be seen that the drain down values are higher
aggregate during the storage and transportation than the limiting value of 0.3% with VG 30 and VG 40
of bituminous mixes. Drain down test was carried bitumen with the exception for the VG 40 and CMHB
out for all the gap-graded mixes considered in the mix. This is due to the denser gradation of CMHB as
study using different binders as per the test method compared to other gap graded aggregates and higher
recommended in IRC:SP:79-2008(24) and results are viscosity of VG 40.
Table 7 Drain Down Characteristic of Different Mixes
Type of Mix Type of Binder Drain Down Value (%)
SMA VG 40 0.35%
SMA VG30 0.41%
CALTRANS VG 30 0.47%
CALTRANS VG 40 0.43%
CMHB VG 30 0.32%
CMHB VG 40 0.30%
SMA CRMB 60 & PMB 40 0.27%
CALTRANS CRMB 60 & PMB 40 0.29%
CMHB CRMB 60 & PMB 40 0.25%

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It is noticed that the drain down values for all the
Gap Graded (GG) mixes are within acceptable limit
of 0.3% for the stiff modified binders. The use of
cellulose fibres for the SMA and other GG mixes is
not necessary when modified binders with properties
given in Table 2 are used. Fibres increase the viscosity
of binders but it is to be used with extreme care to
preventing balling during mixing. Mixes with harder
bitumen, Virgin or modified, used in Europe and USA
may give much lower drain down values due to use
of high viscosity binder. For further study on gap-
graded mixes, only CRMB 60 and PMB 40 binders
were considered.
8 INDIRECT TENSILE STRENGTH OF
BITUMINOUS MIXES
In the study, indirect tension test(21) was conducted
at 25ºC, 30ºC and 35ºC. The primary purpose of
conducting the test at different temperatures was
to examine the variation of strength of mixes with
different binders. It is expected that modified binders
will have lower temperature susceptibility and the
Indirect Tensile Strength (ITS) of mixes with modified
binders may change less with temperatures compared
to those with unmodified bitumen. Table 8 shows the
values of indirect tensile strength of different mixes at
the three different temperatures.

Table 8 Indirect Tensile Strength of Different Mixes

Type of Mix Type of Binder Indirect Tensile Strength (kPa)
25ºC 30ºC 35ºC
VG 30 1209.9 893.07 604.9
VG 40 1584.4 1200 864.2
BC
CRMB 60 1613.2 1411.62 1123.5
PMB 40 1642.09 1382.81 1065.92
CRMB 60 1094.73 921.8 691.4
SMA
PMB 40 1152.34 864.2 720.2
CRMB 60 1267.58 950.6 691.4
CALTRANS
PMB 40 1280 1006 825
CRMB 60 1382.62 1123.5 864.26
CMHB
PMB 40 1390.1 1067.7 850.05

BC with VG 30 has the lowest indirect tensile strength
at (ITS) 35ºC and the BC with CRMB and PMB have
higher ITS compared to compared to others. Film
thickness around the aggregates is lower in BC mixes
and the mix will age faster under a hot weather starting
from the surface. Such mixes may become brittle fast
and cracking and raveling may follow depending upon
the volume of traffic. GG mixes containing higher
amount of binder have lower ITS values but ageing
will be slow due to greater film thickness. Flexibility
will be retained for much longer time GG wearing
course is subjected to compression pressure only in
the wheel path and chance of rutting also is negligible
due to stone to stone contact and stiff binder. CMHB
mixes have highest tensile strength among the gap
graded mixes and at the same time they have higher
binder content than the BC mixes to resist cracking.
It is necessary to determine the resistance to cracking
for different mixes from repeated bending tests.
9 RESILIENT MODULUS TEST OF
BITUMINOUS MIXES
The values of resilient moduli of bituminous mixes are
needed for pavement design. Resilient modulus test
was conducted using Universal Testing Machine as
per ASTM D 7369(22). A haversine load equal to 10%
of ITS value was applied with 0.1 secpulse loading
time and 0.9 sec rest period. The average value of
resilient modulus at different temperatures is shown
in Table 9.

INDIAN HIGHWAYS, MAY 2014 19

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Table 9 Resilient Modulus for Different Mixes
Type of Mix Type of Binder Resilient Modulus (MPa)
25ºC 30ºC 35ºC
VG 30 6800 4600 1650
VG 40 7300 5300 2750
BC
CRMB 60 8000 5600 3100
PMB 40 7800 5200 2850
CRMB 60 3800 2750 2200
SMA
PMB 40 3600 2450 1850
CRMB 60 4500 2700 1825
CALTRANS
PMB 40 4620 2750 1920
CRMB 60 5200 4650 2820
CMHB
PMB 40 5550 3800 2560

SMA and CALTRANS Gap-graded mixes with of the wearing course may be higher since (i) the
modified binders showed lower modulus value than wearing course along the wheel path is subjected to
those of conventional dense graded BC mixes with compression and (ii) there is always ageing during
same binders. Lowering of the moduli is due to higher mixing, storage, transportation and laying.
binder content in gap graded mixes. Little difference 10 RUT BEHAVIOUR OF BITUMINOUS
in the resilient modulus values was observed at 35ºC MIXES
among dense graded mixes and CMHB mixes with Relative rut potential of the bituminous mixes was
modified binders. It may be mentioned that bitumen evaluated using a indigenously developed rut tester at
as well as modified bitumen from different sources 60ºC at 5000 cycles. Salient features of the rut tester
give different modulus values. Considering a large are described elsewhere[23]. Table 10 shows the rut
variation of modulus in 24 hours, minor differences depth measured on cylindrical specimens prepared at
do not affect the design. Actual values of modulus 4 % air voids.
Table 10 Rutdepths for Different Mixes
Type of Mix Type of Binder Average Rut Depth for 5000 Cycles at 60ºC (mm)
BC VG 30 12.2
VG 40 8.9
CRMB 60 7.8
PMB 40 8.1
SMA CRMB 60 10.2
PMB 40 8.9
CMHB CRMB 60 7.9
PMB 40 8.4

Conventional dense graded BC mix with VG 30 gap graded mixes have much higher binder content
showed highest rut depth at 60ºC, a trend displayed in than the dense graded mixes and still their rutting
the field also. Lower rutting was shown by mixes with values from wheel tracking test are not high due to
VG40 and modified binders. Both SMA and CMHB stone to stone contact in both the mixes. Among two

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gap-graded mixes tested, performance of CMHB mix mixes containing higher binder contents of both
was found to be better than the SMA mix. This is due CRMB 60 and PMB 40 performed far better than BC
gradation of the mix which is more towards dense mixes. The fatigue life of gap-graded samples can
gradation and yet has good stone to stone contact. It is be 5-10 times of the conventional BC mixes. Ageing
thus evident that such mixes can be successfully used caused by oxidation will harden the BC mixes faster
as a wearing course and binder course. A stiffer binder than CMHB and other GG mixes and the difference in
such as CRMB with 20% crumb rubber may provide a performance between BC and GG mixes may be much
very high rut resistance(8). larger in the field. It can thus be concluded that CMHB
mixes if used in wearing course can give much better
11 FATIGUE TEST ON BITUMINOUS MIXES performance than BC mixes. It can also be concluded
Beam fatigue test was conducted on BC and CMHB that the CARLTRANS and SMA mixes also would
mixes using a Universal Testing Machine (UTM) at give similar or better results than CMHB mix due to
25ºC as per AASHTO T 321(2003). Test specimens higher binder content. It is now easy to understand
were prepared in the laboratory maintaining 4% air why mixes with normal bitumen crack do early.
voids in the mix. The controlled strain test was done
at a high bending strain of 400 micro strain to bring 12 CRACK RESISTANCE CAPABILITY OF
about early failure. BC beams were made with all the SURFACE LAYER
four types of binders whereas CMHB beams were Fig. 3 shows a structure of a flexible pavement under
made using modified binders only. A test specimen a Load
is supposed to have failed when its resilient modulus
reached fifty per cent of its initial value. The test
was terminated after loading to 100000 cycles.
Table 11 shows the test results conducted on the beam
specimens.
Table 11 Flexure Fatigue life of of Bituminous Mixes
Mix Type Binder No. of Cycles to Ratio of Fig. 3 Flexible Pavement Showing Cracking Near the Edge of
Failure at 400 Fatigue Life Wheel Load
Microstrain of Mixes with
Respect BC Let a pavement has the following composition
with VG 30
Subgrade with a CBR of 5, GSB = 250 mm,
1 2 3 4 WMM = 250 mm, DBM = 150 mm, BC = 40 mm.
VG 30 15300 1.0 Single axle loads weighing 200 kNon Indian highways
BC VG 40 9500 0.62 are not uncommon and the tensile strains near the edge
gradation CRMB 60 24800 1.62 of a tyre is examined for the axle load.
PMB 40 35300 2.31 For an air temperature of 60ºC, assuming the
CMHB CRMB 60 > 100000 > 6.54 modulus of the wearing course as 600 MPa, DBM as
gradation PMB 40 > 100000 > 6.54 1000 MPa and modulus of the granular layer as per
Relative fatigue lives of different mixes from IRC:37-2001, the principal tensile strain near the edge
laboratory fatigue tests are given in column 4 of of a dual wheel under an axle load of 200 kN is found
Table 11. Among the dense graded BC mixes, to be over 600 micro strain. The high flexural strain
PMB40 mix has the highest fatigue life followed by will initiate surface cracks in a short time. Thus cracks
CRMB 60 and VG 30 mixes. From the fatigue test starting from the surface may lead to cracking of the
results, it is also observed that gap-gradation CMHB wearing course. If the crack sealing is delayed, water
may enter the pavement damaging it completely.

INDIAN HIGHWAYS, MAY 2014 21

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Table 11 clearly indicates that the dense graded mixes
will crack much earlier as compared to CMHB mixes.
Faster ageing may aggravate the cracking problem.
Since Stone Matrix Asphalt (SMA) as well as Caltrans
mix have higher binder contents than the CMHB mix,
it is obvious that the they will also perform well, may
be better but the cost will be higher due to higher
binder content. To delay the cracks, the base also
should have high modulus and the wearing course
should have higher binder content of a stiff binder.
13 CHOICE OF WEARING COURSE
13.1 A wearing course is subjected to damaging
effect of heavy traffic loads, moisture and ageing.
Ageing is much faster in a hot climate prevalent in
India. A durable wearing course must be resistant to
adverse effect of all the above damaging factors. From
the review of literature, it is very clear that such a
wearing course must have gap graded aggregates with
greater amount of high viscosity modified binder to
impart durability. Thick binder film around aggregates
undergoes slow ageing and resists moisture damage
better. Results of laboratory experiments (Table 11)
reported in the paper clearly proves that only a gap
graded mix such as CMHB has the potential of a long
life against load associated fatigue fracture extending
even up to ten years in the field considering that BC
with virgin bitumen or with CRMB mix last hardly
two to three years in a hot climate with heavy traffic.
Large binder content makes the mix water resistant.
For low volume roads having only light vehicles, two
coat surface dressing appears to be the best wearing
course because of thick binder which remains flexible
longer considering the experience of South Africa and
Australia. There is little experience of surface dressing
in India.
13.2 Cost Implication
40 mm thick high binder wearing course may have
an additional cost of Rs.400 per m3 which is about
Rs.16/m2. Cost of two crack-sealing in five years is
about Rs.100/m2 @ Rs.50/m2/crack sealing. Cost of
40mm overlay after five years is about Rs.400/m2. It
can be seen that the savings can be huge in ten years
due to decreased intervals of crack sealing, patching
and resurfacing cost if a high binder GG wearing
course is used.
22
13.3 Field Trials
Based on the study of the encouraging research
experience reported in the paper, a wearing courses
of GG mixes of Texas(10) as will as that of Arizona(9)
40mm thick were laid on NH6 in West Bengal about
six months back. The CRMB binder was obtained by
blending 20% crumb rubber in VG 30 bitumen giving
a binder viscosity of 16 poise at 177ºC as per the
specification of Texas. The surface texture appears to
provide a good skid resistant surface, and the noise
due to tyre-pavement interaction is greatly reduced
as observed by driving over it. It is expected that the
bearing course will outlast all others.
13.4 Environmental Issue
Number of automobiles has been increasing by
leaps and bound for quite some time and waste tyre
disposal is going to be problem in India also. Burning
of tyres cannot be permitted from environmental
considerations. Use of waste tyres to obtain high
quality stiff CRMB similar to the specifications of
Caltrans(8)/Arizona(9) can give rise to binders which
may perform as well as PMB in wearing course
mixes if the results of Table 11 is any guide. A stiff
CRMB binder needs a higher temperature of about
175ºC for mixing. Additives for lowering mixing and
compaction temperature are commercially available
and reduction in fuel consumption of about 2 litres
per ton of hot mix can be affected apart from reduction
of emission from hot mix plants.
14 CONCLUSIONS
Following conclusions are drawn from the review
of previous work and the findings of the research
included in the paper.
1. Two coat surface dressing has given good
performance abroad. This must be given a fair
trial in India also in view of good performance
elsewhere.
2. In developed countries, many highways carrying
heavy traffic are usually provided with gap
graded bituminous wearing course containing
hard bitumen or modified bitumen for a long
maintenance free life of about ten years.
INDIAN HIGHWAYS, MAY 2014
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3. In India, a conventional wearing course of
BC mix with a normal binder has a short life
extending from one to three years on highways
carrying heavy traffic.
4. Even the wearing course with a CRMB mix
with dense gradation has 50% success rate as
found from the survey of a few highways.
5. Gap graded mixes with CRMB or PMB should
be used to have a (i) long fracture life to eliminate
surface cracking and (ii) a good resistance to
rutting as observed from wheel tracking test.
Such mixes require greater amount of binder
which ages at a lower rate.
6. CMHB mixes can have a high fatigue life that
may be 5 to 10 times that of the dense graded
mixes as found from tests (Table 11). The Stone
Matrix Asphalt and GG mix of Caltrans also
are expected to have better fatigue lives due to
higher binder content.
7. No fibers are required to limit the drain down in
gap-graded mixes when stiff modified binders
such as CRMB 60 and PMB 40 are used.
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