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PAVES THE WAY

BITUMEN. PAVES THE WAY. Bitumen. Multi-utility Binder. Smooth Safe Economical Speed Quiet Environment friendly. Versatile State of-the-art Stage Construction Resistant to de-icing material Serviceability. Advantages. Smooth. Better riding quality Absence of joints

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PAVES THE WAY

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  1. BITUMEN PAVES THE WAY

  2. Bitumen Multi-utility Binder

  3. Smooth Safe Economical Speed Quiet Environment friendly Versatile State of-the-art Stage Construction Resistant to de-icing material Serviceability Advantages

  4. Smooth • Better riding quality • Absence of joints • Estimated 15% increase in pavement life for 50% increase in smoothness • Less wear and tear to vehicle • Lesser fuel consumption • Enjoyable ride

  5. Safe • Better skid resistance over a longer period of time • Use of OGFC reduces Tyre Spray, Hydroplaning and Improves Visibility • Better contrast with pavement markings

  6. Economical • Low initial cost compared to PCC • Gap widens throughout pavement life • A well designed and constructed pavement • Can last for 25 to 34 years without reconstruction • Can serve for 15 year or more before distresses become sufficient to require rehabilitation

  7. Speed of Construction • Newark Airport – 1,15,000MT in 15 days, 11,000MT in 24 hours • Pave during off peak hours and open to traffic as soon as it cools down • Reduces work zone accident • Can result in 80% reduction in user delay costs • 24-hour closure will have 3 to 10 times more vehicles pass through the work zone

  8. Quiet Pavements • Dense graded asphalt is quieter by 2 to 3 dB(A) compared to PCC • 3 dB(A) corresponds to • Doubling the distance in the line of source • Reducing traffic volume by 50% • Reducing traffic speed by 25% • Open graded Friction Course • Reduces noise further • Costs 1/8th of noise barrier on side of the road • Aesthetically superior

  9. Environment Friendly • Used for water proofing of fish ponds without any problem • Very low level of leachable compounds • Most recycled product in the world • 100% recyclable • Second highest - Aluminium cans – 60% • Can use waste material from other fields also like worn out PCC

  10. Versatile

  11. State-of-the-Art • Road design, construction and maintenance methods are being overhauled • New tests being developed • New plants providing high quality materials • Pavers with laser controlled screeds for even smoother pavements • Better material transfer vehicles for uniformity and rollers with increased compactive effort. • The ultimate result of this new technology will be: smoother, more durable, longer lasting asphalt pavements

  12. Stage Construction • Bituminous pavements can be constructed in stages • Being made thicker and/or wider as the need arises • Each successive layer becomes an integral part of the pavement structure, increasing the load carrying capacity.

  13. De-icing Materials • Bituminous pavements are not harmed by de-icing chemicals • Also snow and ice melt quickly from bituminous pavements

  14. Serviceability • Bituminous pavements can easily maintain a high level of serviceability with minimal disruption to the traffic • Can be easily trenched, patched and quickly opened to traffic when underground utilities need to be repaired.

  15. BEAUTIFUL

  16. PERFORMANCE GRADE BITUMEN

  17. BITUMEN TODAY • Penetration/Viscosity based classification • 80/100, 60/70, 30/40 • Penetration, Softening Point, Ductility, Viscosity • Empirical tests done at standard temp., loading, etc. • Ageing is not considered • No direct correlation with actual field conditions • Seems to work somehow – Has stood the test of time • Need to cut inefficiencies – Cost effective More direct correlation between bitumen and road performance is needed

  18. BITUMEN TOMORROW • More direct correlation between road performance and properties of bitumen • Properties desired • Easier handling (mixing, coating, rolling) • Better rutting resistance • Higher fatigue life • Resistance to low temperature cracking - New system of classification to be developed - New tests to be developed

  19. CLASSIFICATION PG 58 -22 Min. pavement design temp. Performance Grade Average 7 day max. pavement design temp.

  20. MIXING AND LAYING • Tested in rotational viscometer • Max. viscosity of 3 Pa-s at 135oC

  21. AGEING OF BITUMEN • During Construction • Early in Pavement’s life • Post construction upto two years • Late in pavement’s life • Seven plus years of life Rotating thin film oven test (RTFOT) RTFOT + Pressure Ageing Vessel (PAV)

  22. ROTATING THIN FILM OVEN TEST

  23. PRESSURE AGEING VESSEL

  24. RUTTING • Due to melting of bitumen on the road • Always occurs at max. pavement temp. • Test to be conducted at max. pavement temp. • Tested in Dynamic Shear Rheometer • G*/Sind min. 1 kPa, @ 10 rad/s for unaged bitumen • G*/Sind min. 2.2 kPa, @ 10 rad/s for RTFOT aged bitumen

  25. DYNAMIC SHEAR RHEOMETER

  26. FATIGUE • Due to repeated loading,unloading cycles • Always occurs near the average pavement temp. • Test to be conducted at average + 4OC pavement temp. • Tested in Dynamic Shear Rheometer • G*Sind max. 5000 kPa, @ 10 rad/s for RTFOT + PAV aged bitumen

  27. LOW TEMP CRACKING • Due to loss of elasticity at very low temp. • Always occurs at lowest pavement temp. • Testing done at min. temp. + 10OC • Bending Beam Rheometer • Creep Stiffness of max. 300,000 kPa, m-value min. 0.30 • Direct Tension Test - For Modified Bitumens • Failure strain min. 1%

  28. BENDING BEAM RHEOMETER

  29. DIRECT TENSILE TESTER

  30. PERFORMANCE EVALUATION

  31. GRADE BUMPING • Choice of grade depends on max. and min. pavement temperature 20 mm below road surface. • Correction for Traffic speed • > 90 km/h - No Correction • < 90 km/h - Increase one high temp. grade • < 20 km/h - Increase two high temp. grade • Correction for Traffic volume • < 10 million ESAL - No Correction • > 10 million ESAL - Increase one high temp. grade • > 30 million ESAL - Increase two high temp. grade

  32. Bitumen New Trends

  33. Future Trends in Bituminous Roads • ISO Certification of Roads • Road Safety Audit • Performance Based Specifications • Stone Mastic Asphalt • Perpetual Pavements • Foamed Bitumen • Polyphosphoric Acid Modified Bitumen • Sulphur Extended Bitumen Modifiers

  34. ISO Certification of Roads • Growth in EN ISO 9000 certification in European countries • Voluntary activity driven by individual companies or by the national asphalt industry. • To obtain management and marketing tools. • In several countries certification is becoming a regulatory requirement, usually by mutual agreement between suppliers and clients. • Effective quality schedules can be produced only by joint action of supplier and client side of road sector. • If the positive aspects of certification are not taken into account in contract arrangements its introduction will increase the overall cost of asphalt roads

  35. Road Safety Audit • Safety audit applied to • Fresh project proposals • Existing network of roads • Specific existing project • Auditors should be completely independent of the organization involved in development of project. • The audit team comprising of 4-5 people inspect the roads during daytime and also at night. • The team identifies aspects that the road controlling authority does well, as well as the aspects that could be improved.

  36. Road Safety Audits (Contd.) • The team selects aspects and features that were observed on a number of audited roads. • The teams’ recommendations focus on policies and procedures and not on correcting the identified deficiencies. • The team ranks each recommendation on a four point subjective scale. • The draft report in a standard format is reported to the authority for their comments • A formal final report is submitted • Database is developed for all road safety audits

  37. Performance Grade Specifications • Existing Specifications • Most tests are empirical tests and are not directly related to performance on the road • Tests are conducted at one standard temp. • Performance under climatic condition prevailing throughout the year are not evaluated • Only short term ageing is evaluated, that too only in a few cases • Performance grade tests simulate the actual field conditions in a more realistic way

  38. Stone Mastic Asphalt • Increasingly popular Worldwide in heavy traffic roads & airfields. • Even surface gives better riding comfort. • Texture gives good skid resistance & relatively low traffic noise. • Strong aggregate structure provided by the coarse aggregate particles gives excellent resistance to permanent deformation. • Rich mastic, which fills the voids, makes SMA highly durable. • Modified bitumen & Fibres can be used to further enhance the mechanical properties. • Allows thin layer application.

  39. Perpetual Pavements • Structure Lasts 50+ years • Bottom-Up Design and Construction • Indefinite Fatigue Life • Renewable Pavement Surface. • High Rutting Resistance • Tailored for Specific Application • Consistent, Smooth and Safe Driving Surface. • Environmentally Friendly • Avoids Costly Reconstruction

  40. Foamed Bitumen • Mixture of Bitumen (98%), water (1%) and foaming agent (1%) • When hot bitumen (160 to 200OC) comes in contact with cold water (15 to 25OC) • Mixture expands more than 10 times • Forms a fine mist or foam • Foamed bitumen is sprayed on fine aggregate in mixing drums to get a strong flexible pavement material • Used for durable, fast and low cost rehabilitation of existing pavements

  41. Polyphosphoric Acid Modified Bitumen • Lower stripping compared to other bitumens • Reduction in mixing and laying temperatures • Improves fracture strength and ductility • Very low dosage of modifier • Test tracks in the world are still under evaluation but preliminary results are very promising

  42. Sulphur Extended Asphalt Modifier • Odourless pellets consisting of Sulphur, Plasticizers and additives • Is added to the hot mix • Melts and disperses easily • Acts as binder extender and asphalt mix modifier • Environmentally safe • Reduces Bitumen requirement by 30% • Mixing temperature is reduced by 10OC • Higher resistance to rutting, fatigue failure and low temperature cracking • Suitable for perpetual pavements

  43. MODIFIED BITUMEN Binder of the future

  44. Why Modified Bitumen? Demands on Road increasing every year • Increasing Number of Vehicles • Increasing Axle Load • Desire to maintain higher serviceability level • Higher fatigue resistance • Higher resistance to weathering • Better adhesion • Higher stiffness modulus • Lesser cracking, ravelling, deformation & creep failure • Reduce number of overlays • Reduction in vehicle operation cost

  45. Why Modified Bitumen? Another view point • 2.75 million vehicles generate discarded tyres • 30,000- 40,000 tyres are disposed every day • 1,00,000 –1,20,000 tyres will be available by 2021 • Use of CRMB in maintenance of roads can consume 3500 Kg/km non-biodegradable waste rubber

  46. Crumb Rubber Modified Bitumen Bitumen + Additives (Modifiers/Treated Crumb Rubber)

  47. Advantages of CRMB • Higher resistance to deformations/ wear & tear • Resistance to reflective cracking • Reduced expense on frequent overlays • Lower susceptibility to temp. variation • Higher resistance to deformation at high temperature • Better Age Resistance Properties • Higher Fatigue Life of Mixes • Better Adhesion Properties • Reduced Noise

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