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History Of Paving Bitumen Grading System

Article · October 2019

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History Of Paving Bitumen Grading System

Siksha Swaroopa Kar, PhD, Scientist, Central Road Research Institute, New Delhi
M N Nagabhushana, MSc, Senior Principal Scientist, Central Road Research Institute, New Delhi

Introduction certain advantages, that prompt to use bitumen widely in road

Indian road network comprises mostly flexible pavements, for
the ease of construction and maintenance, and often consists of
bituminous layers. Cost wise also, construction and maintenance
of rigid pavements is significantly high when compared to flexible
pavements, making flexible pavements more attractive. India has
a road network of over 5.9 million km, the second largest road
network in the world. Qualitatively Indian roads are mix of modern
highways and narrow unpaved roads, while only 62 per cent of the
road network is paved. The fast growing Indian economy demand
for a high quality pavement structure as it will have to carry
very heavy traffic, both in terms of number and axle loading. So,
proper material selection along with better design, construction
and maintenance techniques are required. The bitumen as a
raw material in flexible road construction and bitumen as a mix
(composing other materials i.e. aggregates/ pozzolans) serves
construction. Low production cost, versatility of physical and
rheological properties of bitumen and recyclability of bitumen
are some of the major reasons behind the significant application
of bitumen in flexible pavements.
Bitumen Grading
It is essential to grade the bitumen binder based on certain
physical property to make best use of working and adhesion
phenomena. Over the time, grading practices have evolved from
simple subjective inference to involving cumbersome test procedure
based classifications.
Global Trend
Initially, the grading of bitumen was judged by chewing at a
temperature of 370C, i.e., temperature nearer to the normal human
body temperature (Chattaraj, 2011).

Fig. 1: Standard Specification for Penetration-Graded Asphalt Binder (ASTM D 946)

52 CE&CR October 2019

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Bowen Penetration Machine was invented by B.C Bowen in
1888. After several modifications of the initial penetration machine,
by 1910 in USA, the penetrometer became the principal means of
measuring and controlling consistency of bitumen at 25 C, which
0
is the average ambient temperature in a year. American Society
for Testing and Materials (ASTM) Committee D04 on Road and
Paving materials adopted the grading of bitumen by penetration
test at 250C. The first bitumen specification implemented by
the American Association for State Highway and Transportation
officials (AASHTO) in the USA dates back to 1931 (Roberts et al,
1996). These specifications recognised bitumen as a semi-solid
and therefore consistency measures were used to develop the Pen-
grading system. Tests included penetration and ductility; both were
used at 250C. Screenshot of ASTM D 496 is presented in Figure 1.
These specifications were flawed for two main reasons:
–– These tests are empirical in nature and can give only index
properties,
–– There is no real control on temperature sensitivity as related to
pavement conditions.
Fig. 2: Standard Specification for Viscosity-Graded Asphalt Binder (ASTM D 3381)
54 CE&CR October 2019
Although the penetration grading includes testing at 25ºC,
there were no tests at high or low temperatures and the limits on
penetration and ductility were so relaxed that many bitumen of
various temperature sensitivity and performance could fit in the
same grade.
In the early 1960s the viscosity grading system was introduced.
Penetration at 25ºC, the absolute viscosity at 60ºC, and the
kinematic viscosity at 135ºC were included in the specification
(Figure 2). This was published as ASTM D3381. Following viscosity
grading, in 1960, aged residue grading was developed, where
ageing was also considered and the thin film oven test was used to
measure relative ageing of bitumen. ASTM D 3381 was updated
(Figure 3) for aged residue grading.
The acceptance of the viscosity grading system and aged
residue grading system by the various state agencies was not
welcomed. The disadvantages of this grading were based on
scientific reasons such as the continuous lack of low temperature
properties, the wide acceptance limits and the lack of long term
ageing procedure.

Fig. 3: Standard Specification For Aged Residue Grading (ASTM D 3381)
The comparison of all three grading system is presented in
Figure 4.
In early 1970s, crude oil sources diversified and refining
procedures were significantly varied due to focus on maximizing
fuel production. This made the use of viscosity grading even more
difficult and various highway agencies started amending the viscosity
grading to prevent early failures that started to show up on various
projects. The amendments of specifications included temperature
susceptibility, shear susceptibility, primitive rheological properties,
and other compositional characteristics. These amendments were
based on important research studies, mainly done in Europe and
the USA.
In the mid 1980s there were more than 35 different bitumen
specifications, which created major problems for bitumen
suppliers limited by storage capacity and localised markets.
In US 1987 the Strategic Highway Research Program (SHRP)
was initiated to include significant focus on developing national
uniform bitumen specifications. While initially it was expected
Fig. 4: Comparison of Penetration Grades and Viscosity Grades
Including Aged Grading System (Van de Ven et al., 2004)
CE&CR October 2019 55
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that the national bitumen standards would include compositional
properties, it was very quickly found that only physical properties
that describe the visco-elastic nature of bitumen will be included.
In 1991 the first version of performance grading system based
on fundamental rheological properties was introduced. It took 5
to 6 more years to implement Superpave PG grading throughout
the USA.
The specification was intended to focus the potential of bitumen
to contribute to permanent deformation, fatigue failure and low-
temperature cracking of pavement. The flow chart as per SHRP
specification is given in Figure 5.
Indian Standards
In India bitumen specifications were made first in the year 1950
(IS: 73-1950) as ‘Specification for asphaltic bitumen and fluxed
native asphalt for road making purpose’ and was classified based
on penetration test. The first revision was made to IS:73 in 1961
to change the grades of materials and incorporate the methods of
testing of bitumen and tar as per IS 1201 to IS 1220 (1958). In
this revision, the grades of fluxed native asphalt were deleted and
the paving grades were included. The Indian Standard has classified
paving bitumen available in country into six categories depending
on the penetration values (Table 1). Depending on the source of
Fig. 5: Performance Graded Asphalt Binder Specification
(Shell Handbook, 2003)
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bitumen, grades are designated i.e., ‘A’ and ‘S’, wherein bitumen viscosity at 60°C was considered and four viscosity grade binders
sourced from Assam petroleum was designated as grade ‘A’ and were identified VG 10, VG 20, VG 30 and VG 40. Consequently,
from other sources as ‘S’. oil companies commenced marketing of Bitumen as per Viscosity
Softening point of bitumen gives an idea of the temperature at Grade specifications conforming to IS: 73-1992 from their
which the bituminous binders have an equal viscosity. As per Indian refineries. Therefore, the Penetration grades have been replaced
standard (1958), ranges of softening point of different grades of by Viscosity grade Bitumen. Tests are conducted at 60°C and
binders had been specified and presented in Table 1. 135°C, which represent the temperature of road surface during
summer (hot climate, similar to northern parts of India) and mixing
A certain minimum ductility is necessary for bituminous binder.
temperature respectively. As per Viscosity grading higher the grade
If bitumen has a low ductility value, it has a lower resistance towards
stiffer will be the bitumen. IS 73 (2006) specification is provided
cracking at low temperature. Indian standard (1958) has specified
in Table 2.
the minimum ductility values for different grade of bitumen,
depending on its paving application and bitumen quality (Table 1). Table 2: IS 73 (2006) Specification
Characteristics VG-10 VG-20 VG-30 VG-40 Method
Table 1: Indian Specification for Bitumen Grading in 1950
Absolute Viscosity, 800 1600 2400 3200 IS:1206
Bitumen Grade Penetration Softening Ductility 600C, Poise, min
Value, d,mm Point, ‘C Value, cm, min
Kinematic Viscosity, 250 300 350 400 IS:1206
Bitumen A 25 20 to 30 55 to 70 5 1350C, cSt, min
sourced
A 35 30 to 40 55 to 70 10 Flash Point, min, 220 220 220 220 IS:1209
from Assam
petroleum A 45 40 to 50 45 to 60 12 OC,
A 65 60 to 70 45 to 60 15 Softening Point, 40 45 47 50 IS:1205
min, 0C
A 90 80 to 100 35 to 50 15
Penetration,0.1mm, 80-100 60-80 50-70 40-60 IS:1203
A 200 175 to 225 30 to 45 15 at 250C
Bitumen S 35 30 to 40 50 to 65 50 Ductility Residue, 75 50 40 25 IS:1208
sourced cm, min 250C
S 45 40 to 50 50 to 65 75
from Other
petroleum S 65 60 to 70 40 to 55 75 Viscosity Ratio at 4 4 4 4 IS:1212
60 0C,
S 90 80 to 100 35 to 50 75
Solubility in TCE, 99 99 99 99 IS:1216
S 200 175 to 225 30 to 45 75 min, %

The specification was then revised in 1962 and 1992. Based In this fourth revision, increased emphasis is given to the viscosity
on the revised methods of test in IS 1201 to IS 1220: 1978 measurement at 60°C and hence viscosity ranges are provided for
‘Methods for testing tar and bituminous materials (first revision) all the grades. Also, instead of a range for penetration as specified
and the additional data that had become available, second revision in the third revision, minimum value of penetration at 25°C is
was formulated in 1992. Requirements of performance tests like stipulated. This revision has also rationalized the binder selection
penetration ratio, paraffin wax content, and viscosity at 60°C process by categorizing the binder grade based on design maximum
and 135°C and retained penetration after thin film oven test air temperature (Figure 6).
were incorporated. Besides, six
grades of bitumen derived from
waxy crude were unified into
four grades and in the case of
bitumen from non-waxy crude;
an additional grade of 50/60
penetration was introduced.
To improve bitumen grading
IS: 73-1992 was revised to
include the viscosity grade and
was published in July 2006. The Fig. 6: IS 73 (2013) Specification

56 CE&CR October 2019

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Viscosity Grading Bitumen- An Insight
Different grades of Viscosity grade bitumen (IS: 73-2006):
VG10 Bitumen: VG-10 is widely used in spraying applications such
as surface-dressing and paving in very cold climate instead of old
80/100 Penetration grade. It is also used in the manufacture of
bitumen emulsion and modified bitumen products.
VG20 Bitumen: VG-20 is used for paving in high altitude and cold
regions.
VG30 Bitumen: VG-30 is mainly used for the construction of extra
heavy duty Bitumen pavements that have to endure substantial
traffic loads. It can be used in lieu of 60/70 Penetration grade.
VG40 Bitumen: VG-40 is used in highly stressed areas in pavement
such as intersections, near toll booths and heavy vehicle parking lots
in lieu of 30/40 Penetration grade. Due to its higher viscosity, stiffer
Bitumen mixes can be produced to improve resistance to shoving
and other problems associated with higher temperature and heavy
traffic loads.
However, the straight run bitumen of different viscosity grades
are unable to completely meet the specification demands of the
present context and press for characterising according to the
performance abilities and needed modifications, if any.
CSIR-CRRI attempted to identify the available bitumen to
characterise and classify under an Indian Superior Performing
Bitumen for Pavements. Also, an attempt has been made to arrive
Table 3: Tentative Specifications for Indian Performance Grade (IPG) Binder
58
at the possible pavement temperatures using the atmospheric
temperature data (Source: Indian Meteorological Agency) of
some states and places. Available relations (Witzack and Brutton)
have been used for the purpose as no Indian recommended work
is available. Based on extensive analysis and inferences drawn,
‘Tentative Specifications for Indian Bitumen (VG) for Performance
Grading’ were drawn and have been shown in Table 3, wherein the
PG temperatures have been marked based on the observations made
through performance tests.
Conclusion
100 years old penetration grading system of bitumen has been
replaced in India by viscosity grading system some years ago. By
this, whatever improvement in the durability and serviceability
condition of the highways was expected, have not been reflected
to the desired extent. For this, issues regarding improvement of
the specification and also manufacturing of bitumen true to that
specification need to be addressed. It is the need of the hour,
to move towards performance grading of bitumen. Further, a
comprehensive study is required to systematically collect the air
and pavement temperature data over longer regimes to develop a
temperature database which can give more conclusive directions
for conversion of air temperature to pavement temperature to
enable better selection of bitumen as per performance grading
system.
CE&CR October 2019
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References
1. Asphalt Institute. (1995). “SUPERPAVE.” Superpave Series No.2 (SP2),
Asphalt Institute, Lexington.
2. ASTM D3381 Standard Specification for Viscosity-Graded Asphalt Binder
for Use in Pavement Construction, ASTM International
10. Specification for asphaltic bitumen and fluxed native asphalt for road
making purpose, IS 73: (1950), Bureau of Indian Standards.
11. Van de Ven, M. F. C., Jenkins, K. J., & Bahia, H. U. (2004, September).
Concepts used for development of bitumen specifications. In
Proceedings of the 8th conference on asphalt pavements for South

3. ASTM D 946, (2015) Standard Specification for Penetration-Graded Africa (CAPSA’04).

Asphalt Binder for Use in Pavement Construction, ASTM International
4. Chattaraj, R. (2011). Bitumen Grading system–from penetration grading
to viscosity grading–A step towards better quality control. Indian
Highways.
5. Paving Bitumen-Specification IS 73: (1960) Bureau of Indian Standards. Siksha Swaroopa Kar
PhD, Scientist
6. Paving Bitumen-Specification (2nd Revision), IS 73: (1992) Bureau of
Central Road Research Institute, New Delhi
Indian Standards.
7. Paving Bitumen-Specification (3rd Revision, IS 73: (2006) Bureau of
Indian Standards.
8. Paving Bitumen-Specification (4rd Revision, IS 73: (2013) Bureau of M N Nagabhushana
Indian Standards. MSc, Senior Principal Scientist
Central Road Research Institute, New Delhi
9. Read, J., Whiteoak, D., & Hunter, R. N. (2003). The shell bitumen handbook.
Thomas Telford.

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