Contact Us

 Search ✉      ,

 HOME Oxidized Penetration Emulsion Cutback Coat Pedia Contact

Search 

Performance grade (PG) bitumen  Home

 Performance grade (PG) bitumen

Performance Grade (PG) Bitumen

General Description of Performance Grade (PG) Bitumen

Due to the inadequacy of penetration and viscosity based grading systems, the Strategic Highway Research Program (SHRP) in the US conducted a Project
between 1987 and 1993 in order to overcome the shortcomings of empirical systems. One consequence of this Project was a performance-based binder
specification with a new set of tests. The final product of the SHRP bitumen research program is a new system referred to as SUPERPAVE, which stands for
Superior Performing Asphalt Pavements and called as binder specification because it is intended to function equally well for modified and unmodified
bitumens. Performance Grade  (PG) Bitumen is bitumen which is graded based on its performance at different temperatures. In Superpave grading
system, binders are classified according to their performance in extreme hot and cold temperatures and called as performance grade (PG) bitumen. The
main purpose of grading and selecting asphalt binder using the PG system is to make certain that the binder has the appropriate properties for
environmental conditions in the field. PG asphalt binders are selected to meet expected climatic conditions as well as traffic speed and volume adjustments.
Therefore, the PG system uses a common set of tests to measure physical properties of the binder that can be directly related to field performance of the
pavement at its service temperatures by engineering principles. It is one of the most important changes introduced in Super pave that acceptance limits are
the same but have to be met at specific pavement temperature and traffic conditions.

The Long-Term Pavement Performance (LTPP) has given a certain algorithm to calculate the temperature of the pavement based on the temperature of the
air above. From this, the highest and the lowest temperatures of the pavement are calculated and the bitumen that performs well in that temperature range
is selected. Penetration grading and viscosity grading are somewhat limited in their ability to fully characterize asphalt binder for use in Hot Mix Asphalt
(HMA) pavement. Therefore, as part of the Superpave research effort, new binder tests and specifications were developed to more accurately and fully
characterize asphalt binders for use in HMA pavements. These tests and specifications are specifically designed to address HMA pavement performance
parameters such as rutting, fatigue cracking, and thermal cracking. Superpave performance Grade (PG) Bitumen is based on the idea that an HMA asphalt
binder’s properties should be related to the conditions under which it is used. For asphalt binders, this involves expected climatic conditions as well as
aging considerations. Therefore, the PG system uses a common battery of tests (as the older penetration and viscosity grading systems do) but specifies that
a particular asphalt binder must pass these tests at specific temperatures that are dependent upon the specific climatic conditions in the area of use. This
concept is not new – selection of penetration or viscosity graded asphalt binders follows the same logic – but the relationships between asphalt binder
properties and conditions of use are more complete and more precise with the Superpave PG system. Information on how to select a PG asphalt binder for a
specific condition is contained in Superpave mix design method. Table below shows how the Superpave PG system addresses specific penetration, AC, and
AR grading system general limitations.

Performance Grade (PG) Bitumen  Nomenclature

Performance Grade  (PG) bitumen cement based on two factors: traffic and pavement temperature. Adjustments are made to the PG grade of asphalt
cement based on traffic conditions and traffic volumes which are intended to enhance the design life of the pavement. The PG grading system is defined by
two numbers, which represent pavement temperatures. The first number PG 64-XX represents the high pavement temperature in degrees Celsius, while the
second number PG XX-22 represents the low pavement temperature. Notice that these numbers are pavement temperatures and not air temperatures
(these pavement temperatures are estimated from air temperatures using an algorithm contained in the LTPP Bind program). All adjustments to the PG
grading system are made in six (6) degree increments. The high temperature relates to the effects of rutting and the low temperature relates to cold
temperature and fatigue cracking.

Prediction of Performance Grade (PG) Bitumen for different crude oil blends.

Performance Grading Should:

• Include measures describing stress

– strain Relationships under field loading.

• Consider the pavement conditions

– Temperature, traffic speed, traffic volume, and pavement structure.

• Include acceptance limits derived from experience and actual field performance.

Variables that affect Binder Selection

• Geographic Area:

– Air Temperature, solar radiation

– Pavement Temperature: Max & Min

• Traffic volume: High, Medium, Low

• Traffic speed: Fast, Slow

• Pavement Structure: Strong, Weak

– Stress and strain

Methods of Selection

• Select base grade based upon:

–Geographic Area

–Air Temperature

–Pavement Temperature

• Adjust base grade based upon:

–Traffic Speed

–Traffic Volume

Superiorities of Performance Grade (PG) Bitumen

1. Traditional penetration and viscosity bitumen grading systems were developed in accordance with the past experiences. The aim of these empirical
procedures is to avoid bad applications in the past and repeat those are successful. Empirical methods can be applicable as long as the past conditions still
exist. But, current traffic and climatic conditions are highly different from those prevailed when penetration and viscosity systems were developed, hence
past experiences are no longer sufficient to establish binder grading. In PG system, it is possible to use actual traffic volume and vehicle speed which
represents the duration of load application.

2. Conventional tests are conducted at unique test temperature which is 25 C in penetration and d 60 C in viscosity test, which means that penetration test
does not give any information about low temperature and high-temperature performance. Superpave grading indicates working temperature range of
binder. 5th Eurasphalt & Eurobitume Congress, 13-15th June 2012, Istanbul

3. Bitumen is a visco-elastic material where temperature and rate of load application have a great influence on its behavior. Although the behavior of
bitumen in lower loading rates corresponds to that of higher temperature, a conventional grading system neither does nor takes into account the rate of
load but Superpave does.

4. Binders of different petroleum source may have different rheological behavior even though they are the same penetration or viscosity grade.

5. Conventional methods are used only for unmodified bitumens, whereas Superpave is developed for both modified and unmodified bitumens.

6. Conventional methods do not take into account long-term aging behavior of binders. But Superpave cover both short-term aging using the rolling thin
film oven test (RTFOT) and long-term aging using with the pressure aging vessel (PAV).

7. It recognizes that there are three main distress mechanisms affecting pavement performance, rutting, fatigue cracking and thermal cracking. Bitumen
plays a very important role in resisting each of these distress mechanisms. 8. Bitumen properties measured at different temperatures contribute to
resistance to the distresses in a different level. Bitumen contributing to rutting resistance is measured at maximum pavement temperatures and it favours a
more elastic and stiffer binder. Bitumen contributing to fatigue resistance is most critical at average pavement temperatures and while it still favours an
elastic binder it requires a softer bitumen. Bitumen contribution to thermal cracking is critical only at minimum pavement temperatures and it favours a
less elastic and soft bitumen.

In summary

Superior to viscosity and penetration grading systems

• Have resulted in higher quality binders

• Allow appropriate grade of binder for Allow for a specific location based upon:

– Air and pavement temperature

– loading conditions

– Traffic speed

Compare the performance grade with the penetration and viscosity grade

Limitations of Penetration, AC and AR Grading Superpave Binder Testing and Specification

Systems Features that Address Prior Limitations

Penetration and ductility tests are empirical and The physical properties measured are directly
not directly related to HMA pavement related to field performance by engineering
performance. principles.

Test criteria remain constant, however, the

The range of pavement temperatures at any one
temperature at which the criteria must be met
site is not adequately covered. For example, there
changes in consideration of the binder grade
is no test method
selected for the prevalent climatic conditions.

Test methods only consider short-term asphalt

binder aging (thin film oven test) although long- The entire range of pavement temperatures
term aging is a significant factor in fatigue experienced at a particular site is covered.
cracking and low temperature cracking.

Three critical binder ages are simulated and

tested:

1. Original asphalt binder prior to mixing with

Asphalt binders can have significantly different
aggregate.

characteristics within the same grading category.

2. Aged asphalt binder after HMA production and
construction.

3. Long-term aged binder.

Asphalt binders can have significantly different Grading is more precise and there is less overlap
characteristics within the same grading category. between grades.

Tests and specifications are intended for asphalt

Modified asphalt binders are not suited for these
“binders” to include both modified and
grading systems
unmodified asphalt cement
Application of Performance Grade (PG) Bitumen
PG52-28 is primarily used in paving for both new construction and pavement rehabilitation and in both dense-graded and open graded Hot Mix Asphalt
(HMA). This product could also be used for sealing of edges of new to told paving and crack sealing. Other uses include spray applications for bridge deck
and pavement protective membrane with fabrics.

PG58-22 is primarily used in paving for both new construction and pavement rehabilitation and in both dense-graded and open graded Hot Mix Asphalt
(HMA). This product could also be used for sealing of edges of new to told paving and crack sealing. Other uses include spray applications for bridge deck
and pavement protective membrane with fabrics.

PG58-28 is primarily used in paving for both new construction and pavement rehabilitation and in both dense-graded and open-graded HMA. Other uses
include spray applications for bridge deck and pavement protective membrane with fabrics. PG58-28 is generally used in very cold areas.

PG58-34 is generally used in the upper half of eastern Washington and on higher elevation roadways. PG58-34 is a paving asphalt cement primarily used for
the production of Hot Mix Asphalt (HMA). This product could also be used for sealing the edges of new to old paving and crack sealing. PG58-34 is used in
paving for both new construction and pavement rehabilitation in both dense-graded and open-graded HMA.

PG58-40 is primarily used on the high elevation roadways. PG58-40 is paving asphalt cement for the production of Hot Mix Asphalt (HMA). This product
could also be used for sealing of edges of new to old paving and crack sealing.

PG64-22 is primarily used in paving for both new construction and pavement rehabilitation and in both dense-graded and open graded Hot Mix Asphalt
(HMA). This product could also be used for sealing of edges of new to old paving and crack sealing. Other uses include spray applications for bridge deck
and pavement protective membrane with fabrics. It has been reported that with proper aggregate characteristics and asphalt content, HMA with PG64-22 as
the binder may exhibit less tenderness than a similar mixture with a lower viscosity/softer asphalt. The typical tenderness problems of mixture shoving and
checking during rolling and pavement surface scuffing and marking by traffic immediately after paving may be noticeably reduced.

PG64-28 is primarily used in paving for both new construction and pavement rehabilitation and in both dense-graded and open-graded HMA. Other uses
include spray applications for bridge deck and pavement protective membrane with fabrics. PG64-28 is generally used for the Lower half of Eastern
Washington.

PG70-22 is primarily used in high traffic areas and is also the paving asphalt cement primarily used for the production of Hot Mix Asphalt (HMA). This
product could also be used for sealing the edges of pavement and for crack sealing.

Which should PG asphalt perform best in resisting thermal cracking?

• PG 64 -22

• PG 76 -22

• PG 64 -28

• PG 58 -34

Which of the following PG binders should perform best in resisting rutting?

• PG 82 -22

• PG 76 -28

• PG 70 -28

• PG 76 -22

Effect of Traffic Speed and Volume on Binder Selection

• Examples

• Base Grade PG 58 -22

–For toll road – (high Volume) PG 64-22

–For toll booth – (high volume and slow traffic) PG 70-22

–For rest area – (high volume and standing traffic) PG 76-22

Specification of Performance Grade (PG) Bitumen

• The table in Figure 2 is the standard summary table presented in the AASHTO MP 1 specification for performance graded asphalt binder. The following
items may help to decipher this table:

• The top several rows (all the rows above the “original binder” row) are used to designate the desired PG grade. For instance, if the average 7-day
maximum pavement design temperature is greater than 52˚C but less than 58˚C then you should use the “< 58” column. The temperatures directly under the
“< 58” cell are selected based on the minimum pavement design temperature in ˚C.

• No matter what the desired PG binder specification, the same tests are run. The PG specification (e.g., PG 58-22) just determines the temperature at which
the tests are run.

• Tests are run on the original binder (no simulated aging), RTFO residue (simulated short-term aging) and PAV residue (simulated long-term aging) in order
to fully characterize the asphalt binder throughout its life. Notice that often the same test is run on different simulated binder ages. For instance, the
dynamic shear test is run on all three simulated binder ages.

• The tests run on the binder are listed in the left-hand column. They are not necessarily listed by their common names but the applicable AASHTO test
procedure is listed. For instance, “Flash Point Temp. T 48, Minimum (˚C)” means that the flash point is measured according to AASHTO T 48 and that the
value in the adjacent column represents the minimum allowable in degrees Centigrade.

Performance Graded Asphalt Binder Specification

Related Tests

Superpave performance grading uses the following asphalt binder tests:

• Rolling thin film oven (RTFO)

• Pressure aging vessel (PAV)

• Rotational viscometer (RV)

• Dynamic shear rheometer (DSR)

• Bending beam rheometer (BBR)

• Direct tension tester (DTT)

Contact Recent Posts Produsts About us

No 48, 6th floor Kule2 ,sinpas altin Bitumen in 1MT Jumbo Bag or 300kg Oxidized bitumen
RABIT (RAHA BITUMEN) Company
oran Cankaya, Ankara-Turkey
Bitubag Packing Penetration
is one of the market leaders in
Email: info@rahabitumen.com
Emulsion
Production, Exports, and brokerage
BITUMEN KEY TO SMART ROADS
Mob: +90 555 160 5739 (WhatsApp) Cutback
different grades of Bitumen with
Viscosity grade bitumen
excellent quality. Our sales team is
Producer of High Quality Iran
Cationc Bitumen Emulsion K3 Performance grade bitumen committed who understands your
requirements due to many years of
Iran Cationic Bitumen Emulsion K2 experience in supplying the
Producer bitumen products. If you are more
interested in product information or
High quality of Iran Cationic
need to place an order contact or
Bitumen Emulsion K1-70
inquire our Sales team.

Contact Us ✉      ,
Copyright © 2016 RAHABitumen, Inc.