Asphalt

 Bitumen is defined as an amorphous, black or

dark-colored, (solid, semi-solid, or viscous)
cementitious substance ,composed
principally of high molecular weight
hydrocarbons, and soluble in carbon
disulfide.
 For civil engineering applications, bituminous
materials include primarily asphalts and tars
 Asphalts may occur in nature (natural
asphalts) or may be obtained from petroleum
processing (petroleum asphalts). Tars do not
occur in nature and are obtained as
condensates in the processing of coal,
petroleum, oil-shale, wood or other organic
materials
 Hydrocarbons
 Heteroatoms as
well
 Strong electrostatic
charge
 Weak Vander
Waal’s force
 Asphalt binders are most commonly
characterized by their physical properties. An
asphalt binder’s physical properties directly
describe how it will perform as a constituent
in HMA pavement.
 Durability is a measure of how asphalt binder
physical properties change with age
(sometimes called age hardening). In
general, as an asphalt binder ages, its
viscosity increases and it becomes more stiff
and brittle.
Age hardening is a result of a number of factors,
the principal ones being
 Oxidation. The reaction of oxygen with the
asphalt binder.
 Volatilization. The evaporation of the lighter
constituents of asphalt binder. It is primarily a
function of temperature and occurs principally
during HMA production.
 Polymerization. The combining of like
molecules to form larger molecules. These larger
molecules are thought to cause a progressive
hardening.
 Separation. The removal of the oily
constituents, resins or asphaltenes from the
asphalt binder by selective absorption of
some porous aggregates.
 There is no direct measure for asphalt binder
aging. Rather, aging effects are accounted
for by subjecting asphalt binder samples to
simulated aging then conducting other
standard physical tests
 Asphalt binder aging is usually split up into
two categories
 Short-term aging. This occurs when asphalt
binder is mixed with hot aggregates in an
HMA mixing facility.
 Long-term aging. This occurs after HMA
pavement construction and is generally due
to environmental exposure and loading.
Typical aging simulation tests are:
 Thin-film oven (TFO) test
 Rolling thin-film oven (RTFO) test
 Pressure aging vessel (PAV)
 Viscoelastic ➔ Depends
◦ On temperature
◦ Rate of loading
 Rheology is the study of deformation and
flow of matter. Deformation and flow of the
asphalt binder in HMA is important in
determining HMA pavement
performance. HMA pavements that deform
and flow too much may be susceptible to
rutting and bleeding, while those that are too
stiff may be susceptible to fatigue or thermal
cracking. HMA pavement deformation is
closely related to asphalt binder rheology.
Penetration test following basic procedure:
 Melt and cool the asphalt binder sample under controlled
conditions.
 Measure the penetration of a standard needle into the
asphalt binder sample under the following conditions:
 Load = 100 grams
 Temperature = 25° C (77° F)
 Time = 5 seconds
 The depth of penetration is measured in units of 0.1 mm
and reported in penetration units (e.g., if the needle
penetrates 8 mm, the asphalt penetration number is
80). Penetration grading is based on the penetration test.
The standard penetration test is:
AASHTO T 49 and ASTM D 5: Penetration of Bituminous
Materials
 The softening point is defined as the temperature
at which a bitumen sample can no longer support
the weight of a 3.5-g steel ball. Basically, two
horizontal disks of bitumen, cast in shouldered
brass rings , are heated at a controlled rate in a
liquid bath while each supports a steel ball. The
softening point is reported as the mean of the
temperatures at which the two disks soften
enough to allow each ball, enveloped in bitumen,
to fall a distance of 25 mm (1.0 inch) (AASHTO,
2000).
 The standard softening point test is:
AASHTO T 53 and ASTM D 36: Softening Point of
Bitumen (Ring-and-Ball Apparatus)
 The ductility test measures asphalt binder
ductility by stretching a standard-sized
briquette of asphalt binder to its breaking
point. The stretched distance in centimeters
at breaking is then reported as ductility.
The standard ductility test is:
 AASHTO T 51 and ASTM D 113: Ductility of
Bituminous Materials
 Asphalt cement like most other materials,
volatilizes (gives off vapor) when heated. At
extremely high temperatures (well above those
experienced in the manufacture and construction
of HMA) asphalt cement can release enough
vapor to increase the volatile concentration
immediately above the asphalt cement to a point
where it will ignite (flash) when exposed to a
spark or open flame. This is called the flash
point. For safety reasons, the flash point of
asphalt cement is tested and controlled.
 The fire point, which occurs after the flash point,
is the temperature at which the material (not just
the vapors) will sustain combustion.
 A typical flash point test involves heating a small sample
of asphalt binder in a test cup. The temperature of the
sample is increased and at specified intervals a test flame
is passed across the cup. The flash point is the lowest
liquid temperature at which application of the test flame
causes the vapors of the sample to ignite. The test can be
continued up to the fire point – the point at which the test
flame causes the sample to ignite and remain burning for
at least 5 seconds.
 Standard flash point tests are:
 AASHTO T 48 and ASTM D 92: Flash and Fire Points by
Cleveland Open Cup (more common for asphalt cement
used in HMA)
 AASHTO T 73 and ASTM D 93: Flash-Point by Pensky-
Martens Closed Cup Tester
 The rotational viscometer (RV) is used in the
Superpave system to test high temperature
viscosities (the test is conducted at 135° C (275°
F)). The basic RV test measures the torque
required to maintain a constant rotational speed
(20 RPM) of a cylindrical spindle while submerged
in an asphalt binder at a constant
temperature. This torque is then converted to a
viscosity and displayed automatically by the RV.
 The RV test helps ensure that the asphalt binder
is sufficiently fluid for pumping and mixing
 Viscosity is proportional to the torque
Material value specifications Property of
concern
Unaged binder Dynamic <= 3 Pa.s Pumping
viscosity ,mixing
,workability
 Penetration Grading
 Viscosity Grading
 Superpave Performance Grade (PG)
 The penetration grading system was developed in the early
1900s to characterize the consistency of semi-solid
asphalts. Penetration grading quantifies the following asphalt
concrete characteristics:
 Penetration depth of a 100 g needle 25° C (77° F)
 Flash point temperature
 Ductility at 25° C (77° F)
 Solubility in trichloroethylene
 Thin-film oven test(accounts for the effects of short-term aging)

Penetration grading’s basic assumption is that the less viscous the

asphalt, the deeper the needle will penetrate. This penetration
depth is empirically correlated with asphalt binder performance.
 Therefore, asphalt binders with high
penetration numbers (called "soft") are used
for cold climates while asphalt binders with
low penetration numbers (called "hard") are
used for warm climates.
 In the early 1960s an improved asphalt grading system
was developed that incorporated a rational scientific
viscosity test. This scientific test replaced the empirical
penetration test as the key asphalt binder
characterization. Viscosity grading quantifies the
following asphalt binder characteristics:
 Viscosity at 60° C (140° F)
 Viscosity at 135° C (275° F)
 Penetration depth of a 100 g needle applied for 5 seconds
at 25° C (77° F)
 Flash point temperature
 Ductility at 25° C (77° F)
 Solubility in trichloroethylene
 Thin film oven test(accounts for the effects of short-term
aging)
 Viscosity is measured in poise (cm-g-s =
dyne-second/cm2.
 The lower the number of poises, the lower
the viscosity and thus the more easily a
substance flows. Thus, AC-5 (viscosity is
500 ± 100 poise at 60° C (140° F)) is less
viscous than AC-40 (viscosity is 4000 ± 800
poise at 60° C (140° F)).
 The previous grading systems are somewhat
limited in their ability to fully characterize
asphalt binder for use in HMA pavement.
 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 grading (PG) 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 dependant upon the specific climatic
conditions in the area of use.
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)
 The dynamic shear rheometer (DSR) is used to
characterize the viscous and elastic behavior of
asphalt binders at medium to high temperatures.
This characterization is used in the Superpave PG
asphalt binder specification. As with other
Superpave binder tests, the actual temperatures
anticipated in the area where the asphalt binder
will be placed determine the test temperatures
used.
 The basic DSR test uses a thin asphalt binder
sample sandwiched between two circular plates.
The lower plate is fixed while the upper plate
oscillates back and forth across the sample at 10
rad/sec (1.59 Hz) to create a shearing action.
 The DSR measures a specimen’s complex shear
modulus (G*) and phase angle (δ).
 The complex shear modulus (G*) can be
considered the sample’s total resistance to
deformation when repeatedly sheared.
 phase angle (δ), is the lag between the applied
shear stress and the resulting shear strain .
 The larger the phase angle (δ), the more viscous
the material. Phase angle (δ) limiting values are:
 Purely elastic material: δ = 0 degrees
 Purely viscous material: δ = 90 degrees
 HMA Distress of
Material Value Specification
Concern
≥ 1.0 kPa
Unaged binder G*/sinδ Rutting
(0.145 psi)
≥ 2.2 kPa
RTFO residue G*/sinδ Rutting
(0.319 psi)
≤ 5000 kPa (725
PAV residue G*sinδ Fatigue cracking
psi)
 The Bending Beam Rheometer (BBR) test
provides a measure of low temperature
stiffness and relaxation properties of asphalt
binders. These parameters give an indication
of an asphalt binder’s ability to resist low
temperature cracking.
 The Direct Tension Tester (DTT) test provides a
measure of low temperature stiffness and
relaxation properties of asphalt binders. These
parameters give an indication of an asphalt
binder’s ability to resist low temperature
cracking. The DTT is used in combination with
the BBR to determine an asphalt binder’s low
temperature PG grade determination. As with
other Superpave binder tests, the actual
temperatures anticipated in the area where the
asphalt binder will be placed determine the test
temperatures used.
 Superpave performance grading is reported using
two numbers – the first being the average seven-
day maximum pavement temperature (°C) and the
second being the minimum pavement design
temperature likely to be experienced (°C).
 Thus, a PG 58-22 is intended for use where the
average seven-day maximum pavement
temperature is 58°C and the expected minimum
pavement temperature is -22°C. Notice that
these numbers are pavement temperatures and
not air temperatures