Post on 05-Oct-2020
HIGHLY MODIFIED BINDERS
ORBITON HiMA
Version 2015/1e Application Guide
HIGHLY MODIFIED BINDERS ORBITON HiMA
APPLICATION GUIDE
2
Authors:
Krzysztof Błażejowski (PhD Civ.Eng)
Jacek Olszacki (PhD Civ.Eng.)
Hubert Peciakowski (M.Sc. Chem. Eng.)
Copyright by ORLEN Asfalt sp. z o.o.
ul. Chemików 7
09-411 Płock
www.orlen-asfalt.pl
2015
Both the Authors and ORLEN Asfalt Sp. z o.o. have exercised due
diligence to ensure that the information contained herein is accurate
and reliable. However, they shall not be liable for any consequences of
the use of information contained in this document, in particular for a
loss of any type and form. The reader shall be solely responsible for the
use of these data.
HIGHLY MODIFIED BINDERS ORBITON HiMA
APPLICATION GUIDE
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CONTENT
Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1. Principle of HiMA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2. ORBITON HiMA product family. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
3. Purpose of ORBITON HiMA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
4. ORBITON HiMA test results. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
4.1. Properties as per EN 14023 (Polish National Annex NA 2014) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.2. Low-temperature properties testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
4.2.1. Superpave PG system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
4.2.2. Asphalt mixture cracking resistance tests, TSRST method. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
4.3. Testing of properties at intermediate temperatures - fatigue resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
4.3.1. Superpave PG system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4.3.2. Asphalt mixture fatigue, 4PB-PR test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
4.4. Testing of properties at high temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
4.4.1. Classical method with DSR (G* and ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
4.4.2. MSCR test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
4.4.3. Rutting resistance of asphalt mixtures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
4.4.4. Additional tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5. Experimental sections in Poland. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
6. Technological guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
6.1. Viscosity dependence on temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
6.2. Process temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
6.3. Binder samples at the lab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
6.4. HiMA binder storage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
6.5. Asphalt mixture production. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
6.6. Asphalt mixture transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.7. Placement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
6.8. Acceptance tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
7. CLOSURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
LITERATURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
HIGHLY MODIFIED BINDERS ORBITON HiMA
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INTRODUCTION
Research conducted by numerous academic centres over recent decades has corroborated the claim that
higher polymer content in binder produces additional quality benefits, substantially contributing to the
durability improvement of asphalt pavements in terms of cracking resistance, rutting and fatigue. Particularly
encouraging was exceeding the limit of SBS polymer content (about 7–7.5 % m/m), after which the polymer
phase in the polymer-modified binder becomes continuous. However, such a significant quantity of SBS for
binder modification carried with it specific technical consequences for the production and application of
modified binder, connected with following aspects:
• stability problems during the storage and transport of modified binder (high risk of polymer separation
from the product),
• very high viscosity of polymer modified binder, which means that such binders would have to be heated
in the mixing plant to a much higher temperature than conventional modified binders with lower polymer
quantity and there are significant problems with compaction of the asphalt mixture containing highly
viscous binders at the road construction site - rapid stiffening of the mixture occurred and low
compaction ratios were achieved.
The above limitations to the concept of highly modified binder for road engineering uses represented a
challenge not only for road binder manufacturers, but also for polymer suppliers. However, research work
conducted by the polymer industry has produced positive outcomes, resulting in the market availability, for
the past few years, of a polymer which enables the production of highly-modified binder without the
limitations referred to above.
Binders of this type are referred to as HiMA - Highly Modified Asphalt. Moreover, the notion of HPM (Highly
Modified Mixes) is used too.
Research and implementation work on new highly modified binders with a new type of polymer have shown
that they are products above standard functional properties, characterised by, inter alia, very good resistance
to rutting, water and frost and excellent fatigue strength and cracking resistance [Timm et al. 2012, 2013; Kluttz
et al. 2013; Willis et al. 2012; Scarpas et al. 2012].
In terms of structure, courses with HiMA are stiffer than those with conventional modified binders while
maintaining high tolerance to increasing tensile strains (so-called fatigue strains) [Kluttz et al. 2009; West et al.
thus potentially allowing a reduction in the thickness of the set of asphalt courses. Full-scale testing conducted
since 2009 on the experimental track in the US (NCAT Pavement Test Track) showed that the experiment based
on reducing pavement thickness by 18% and simultaneous use of a highly modified, special HiMA binder was
a success – the surface proved to be resistant to rutting and fatigue cracking [West et al. 2012].
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1 PRINCIPLE OF HiMA
As already mentioned, the primary purpose behind highly-modified binders is to counteract pavement
cracking and plastic deformations (ruts), and to increase the fatigue resistance of asphalt courses. To achieve
that, high polymer content in excess of 7% m/m is used, which leads to phase reversal in the mixture of binder
with the polymer (Figure 1.1).
SBS polymer Binder
ORBITON HiMA
(continuous
polymer matrix)
SBS
polymer Binder
Conventional
modified binder
(continuous binder
matrix)
Figure 1.1. Volumetric proportions between binder and polymer in conventional polymer-modified binder
and highly-modified binder
The advantages of a continuous polymer network (polymer phase), acting in the binder and bituminous mix as
an elastic reinforcement, can be clearly demonstrated taking the example of limiting crack propagation in
asphalt mixture courses by highly-modified binders. Figure 1.2 shows schematic representations of two
hypothetical cases:
• Figure A: propagation of cracks through the asphalt mixture course with a conventional modified binder
with non-continuous polymer network (marked with dispersed yellow dots) - here, the crack can pass
through the binder course, finding weak spots between the polymer network sections,
• Figure B: propagation of cracks through the asphalt mixture course with highly-modified binder with a
continuous polymer network (marked with yellow lines) – here, the passage of the crack through the
binder course is difficult because of the barrier formed by the polymer network.
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Figure 1.2. Crack propagation through asphalt courses, a) with typical polymer-modified binder, b) with
highly-modified binder
2 ORBITON HiMA PRODUCT FAMILY
Since 2011, the Technology, Research and Development Department of ORLEN Asfalt has been working to
develop a new family of polymer modified bituminous binders. Three new highly-modified binders have been
developed as a result of laboratory work and production tests. These are:
• ORBITON 25/55-80 HiMA
• ORBITON 45/80-80 HiMA
• ORBITON 65/105-80 HiMA
All ORBITON HiMA types are classified according to the European Standard of PN-EN 14023. Figure 2.1.
presents a Pen25-SPR&B (Penetration at 25°C vs Softening Point Ring&Ball) chart showing how the new
products are positioned relative to the paving-grade binders and (conventional) modified binders which have
been used to date in Poland. A significant increase in the SPR&B softening point range for all types of ORBITON
HiMA products can be clearly seen, which is a direct result of their high polymer content.
Magnification of Detail 1
Magnification of Detail 2
Detail 1
Detail 2
Wearing course with typical PMB
Binder course
Wearing course with PMB HiMA
Binder course
Crack propaga-
tion "upwards"
from the binder
course
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Penetration at 25 °C [0.1 mm]
Figure 2.1. Positioning of ORBITON HiMA relative to paving-grade binders and conventional polymer
modified binders in the Pen25-SPR&B chart
3 PURPOSE OF ORBITON HiMA
ORBITON HiMA can be used in technologies and locations for which the required durability is very high.
• ORBITON 25/55-80 HiMA is intended for a typical asphalt base courses and asphalt base courses of
long-life pavements (type: perpetual pavements ), high AC WMS modulus mixtures (EME/HMB) and places
with slow traffic.
• ORBITON 45/80-80 HiMA is intended for wearing courses and binder courses of pavements exposed to
very heavy loads and working at low temperatures, as well as for other courses in specific places, e.g. on
bridges,
• ORBITON 65/105-80 HiMA is intended for special technologies, e.g. SAMI courses, for the production of
asphalt emulsions used in slurry seal; because of its high penetration, it has limited use for hot-mix
bituminous mixtures.
4 ORBITON HiMA TEST RESULTS
Highly-modified asphalts from the ORBITON HiMA family have been tested in the course of laboratory works,
process tests and road trial sections. Below are the test results of binders and asphalt mixtures containing
those binders compared with other road binders manufactured by ORLEN Asfalt.
Legend:
paving-grade binder as per PN-EN 12591:2010.
typical modified binder as per PN-EN 14023:2011.
highly-modified binder
ORBITON HiMA
So
ften
ing
Po
int
TR
&B[°
C]
HIGHLY MODIFIED BINDERS ORBITON HiMA
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4.1. Properties as per EN 14023 (Polish National Annex NA 2014)
Table 4.1. shows the required properties and the control test results of ORBITON HiMA in reference to the
National Annex, Table NA.2. of PN-EN 14023:2011.
Table 4.1 The properties of ORBITON HiMA as per PN-EN 14023:2011/Ap1:2014 (National Annex NA 2014)
Property Test
method Unit
ORBITON
25/55-80 HiMA
ORBITON
45/80-80 HiMA
ORBITON
65/105-80 HiMA
NA.2 2014
requirement
Test
result
NA.2 2014
requirement
Test
result
NA.2 2014
requirement
Test
result
Penetration at 25 °C EN 1426 0.1 mm, from 25 to 55 41 from 45 to 80 66 from 65 to 105 87
Softening point EN 1427 °C ≥80 95.0 ≥80 92.0 ≥80 87.2
Cohesion
Force ductility by ductilometer method (tension of 50 mm/min)
EN 13589 EN 13703
J/cm2 TBR (at 15 °C) 5.5 TBR (at 10 °C) 3.7 TBR (at 10 °C) 3.5
Ageing resistance
Change in mass
EN 12607-1
% ≤0.5 0.05 ≤0.5 0.03 ≤0.5 0.07
Retained penetration
% ≥60 85 ≥60 73 ≥60 69
Softening point increase
°C ≤8 5.0 ≤8 0.0 ≤8 2.2
Flash point EN ISO 2592 °C ≥235 330 ≥235 320 ≥235 ≥245
Breaking point EN 12593 °C ≤-15 -16 ≤-18 -20 ≤-18 -22
Elastic recovery
at 25 °C EN 13398 % ≥80 90 ≥80 96 ≥80 95
at 10 °C EN 13398 % TBR 71 TBR 76 TBR 85
Softening point drop after testing as per EN 12607-1
EN 1427 °C TBR 0.0 TBR -1.0 TBR 0.0
Elastic recovery at 25 °C after testing as per EN 12607-1
EN 13398 % ≥60 87 ≥60 93 ≥60 96
Elastic recovery at 10 °C after testing as per EN 12607-1
EN 13398 % TBR 69 TBR 70 TBR 80
Storage stability (3 days) Softening point difference
EN 13399 EN 1427
°C <5 1.0 <5 0.0 <5 0.0
TBR – To Be Reported
4.2. Low-temperature properties testing
4.2.1. Superpave PG system
In the Performance Grade system, the Bending Beam Rheometer (BBR) is used to test binder behaviour at low
temperatures.
HIGHLY MODIFIED BINDERS ORBITON HiMA
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In BBR, the degree of binder stiffness at a low temperature is being evaluated. It was assumed that creep
stiffness S(t) may not exceed 300 MPa, which should ensure the appropriate cracking resistance (no binder
over-stiffness). The value of the m parameter should in turn be greater than 0.300, which is related to the
relaxation of stresses present in the binder when the temperature drops.
Table 4.2 presents low-temperature property testing results, with the test carried out by the Bending Beam
Rheometer, and the samples aged in RTFOT and PAV. Test parameters:
Testing at four temperatures: -10, -16, -22, -28 °C.
Sample temperature control time: 60 min.
Values recorded after 60 s of loading: S(60s) MPa, m(60s)
Table 4.2. Low-temperature property testing results for ORBITON HiMA after ageing (RTFOT+PAV), by the
Bending Beam Rheometer at S(60) = 300 MPa, m(60) = 0.3 and stiffness S at -16 °C)
Binder type
Critical temperature
at S(60) = 300 MPa
T(S)60 [°C]
Critical temperature
at m(60) = 0.3
T(m)60 [°C]
Binder stiffness at -16 °C
S(T)-16 [MPa]
EN 14771, AASHTO PP 42
ORBITON 25/55-80 HiMA -18.5 -16.2 229.5
ORBITON 45/80-80 HiMA -19.7 -19.8 181.3
ORBITON 65/105-80 HiMA -20.6 -20.8 171.3
Figure 4.1. shows a comparison of low-temperature properties for ORBITON HiMA with ORBITON conventional
modified binders and paving-grade binders with a similar penetration range.
Figure 4.1. Comparison of low-temperature properties for ORBITON HiMA (critical temperature
at S(60) = 300 MPa and at m(60) = 0.3) with ORBITON conventional polymer modified binders
and paving-grade binders with a similar penetration range.
(left bar)
S(60) = 300 MPa
(right bar)
m(60) = 0.3
Tem
pera
ture
[°C
]
HIGHLY MODIFIED BINDERS ORBITON HiMA
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4.2.2. Asphalt mixture cracking resistance tests, TSRST method
Next to the testing of ORBITON HiMA binders, tests have also been conducted on asphalt mixtures containing
those binders. Asphalt concrete AC 16 S with the same grain size and varying binder types (for comparison)
was used for the tests (comparative mixture). The results of the TSRST (Thermal Stress Restrained Specimen Test)
as per EN 12697-46 is shown in Figure 4.2.
The presented results show a conventional failure point defined in the TSRST testing conditions, at a
temperature drop gradient -10 K/h, on a rectangular beam of AC16S mixture.
It should be noted that ORBITON HiMA perform better in comparison with other binders having a similar
penetration range.
Figure 4.2. Pavement cracking resistance test results, TSRST method as per EN 12697-46
4.3. Testing of properties at intermediate temperatures - fatigue resistance
4.3.1. Superpave PG system
The DSR (Dynamic Shear Rheometer) is used for the binder fatigue test.
The test of binder resistance to fatigue cracks is conducted at an intermediate temperature (depending on the
PG type). The requirements limit the stiffness G*∙sinδ to a maximum value of 5 000 kPA (the newer version of
the PG system raises this requirement to 6 000 kPa). Table 4.3. shows the results of DSR tests to determine the
conventional critical temperature depending on fatigue cracking and Figure 4.2. shows a comparison with
other binders having a similar hardness.
Failu
re p
oin
t T
failu
re[°
C]
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Table 4.3. DSR test results for the properties of HiMA binders.
Binder type
Critical temperature at G*∙sinδ = 5 000 kPa
binder after RTFOT+PAV [°C]
Critical temperature at G*∙sinδ=6 000 kPa
binder after RTFOT+PAV [°C]
AASHTO T 315 AASHTO T 315
ORBITON 25/55-80 HiMA 17.9 16.2
ORBITON 45/80-80 HiMA 13.2 11.4
ORBITON 65/105-80 HiMA 12.3 11.3
Figure 4.3. Comparison of fatigue properties in the DSR (G*∙sinδ=5 000 kPa) using the Superpave method (the
lower temperature the better result)
4.3.2. Asphalt mixture fatigue, 4PB-PR test
In consideration of the working method of an internal polymer network in ORBITON HiMA, those binders are
characterized by a very high fatigue resistance. Tests performed at the laboratory of the Gdansk University of
Technology were conducted using the four-point bending scheme (4PB-PR), with rectangular beams, as per
PN-EN 12697-24 for a reference AC16W mix (for ORBITON 25/55-80 HiMA: Binder=4.6 % m/m, Vm=4.9 % v/v,
VMA=15.7 % v/v, VFB = 69.2 %; for ORBITON 45/80-80 HiMA: Binder=4.6 % m/m, Vm=4.1 % v/v, VMA=15.1 %
v/v, VFB=72.7 %; the same aggregate mix in both cases). The tests showed that the fatigue resistance of
ORBITON HiMA AC16W mix is extremely high and, in particular, that it is possible to safely resist the course
deformations which are much more severe than the typical ones without downgrading the pavement
performance. This confirms the results achieved in the US on the NCAT Pavement Test Track.
Fati
gu
e c
riti
cal te
mp
era
ture
[°C
]
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Figure 4.4. shows the fatigue curves for AC16W mixes of ORBITON 25/55-80 HiMA and ORBITON 45/80-80
HiMA.
Figure 4.4. Fatigue curves for AC16W mix with highly-modified ORBITON 25/55-80 HiMA (red line) and
ORBITON 45/80-80 HiMA (green line) binders in 4PB-PR test, temperature 10°C, frequency 10 Hz
Deformation required to achieve 106 cycles for tested AC16W mixtures.:
• AC16W with ORBITON 25/55-80 HiMA 430
• AC16W with ORBITON 45/80-80 HiMA 381
In summary, it can be said that in the case of typical road pavement, in which the deformations in the asphalt
base course are usually within the range of 80-150 µε, the use of an ORBITON HiMA binder will change this
pavement into a perpetual type, which has a fatigue durability of up to 50 years. If ORBITON HiMA is used
additionally in AC WMS high stiffness asphalt concrete, the period of durability is theoretically even longer.
4.4. Testing of properties at high temperatures
4.4.1. Classical method with DSR (G* and )
According to the classical Superpave method (currently withdrawn from the specification), the resistance of the
binder to high temperatures is determined in the DSR by measuring two parameters:
• complex stiffness modulus G* and angle phase of the binder prior to RTFOT,
• complex stiffness modulus G* and angle phase of the binder after RTFOT.
It is required that binder demonstrates specific parameters tested in the DSR at its expected maximum
pavement service temperature (so-called high PG):
• G*/sin > 1.00 kPa for binder before RTFOT,
Defo
rmati
on
[]
Fatigue performance Nf50 [cycles]
Nf50=1E+11e-0.027ε
R2=0.94
Nf50=3E+11e-0.033ε
R2=0.98
HIGHLY MODIFIED BINDERS ORBITON HiMA
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• G*/sin > 2.20 kPa for binder after RTFOT.
Table 4.4 presents the DSR test results for the relevant properties. Test parameters:
• complex stiffness modulus G* and angle phase of the binder prior to RTFOT to determine critical
temperature at G*/sin=1 kPa,
• complex stiffness modulus G* and angle phase of the binder after RTFOT to determine critical
temperature at G*/sin=2.2 kPa,
Table 4.4. DSR test results for the properties of binders.
Binder type
Critical temperature
at G*/sin =1 kPa
binder prior to RTFOT [°C]
Critical temperature
at G*/sin=2.2 kPa
binder after RTFOT
[°C]
AASHTO T315 AASHTO T315
ORBITON 25/55-80 HiMA 105.2 95.4
ORBITON 45/80-80 HiMA 98.2 84.3
ORBITON 65/105-80 HiMA 94.3 77.4
Figure 4.5. presents a comparison of upper critical temperature in the DSR test taking into account two
parameters (G*/sinδ) for ORBITON HiMA and comparable binders.
Figure 4.5. Comparison of upper critical temperature in the DSR test for ORBITON HiMA with ORBITON
conventional modified binders and paving-grade binders with a similar penetration range.
Cri
tica
l te
mp
era
ture
[°C
]
(left bar)
at G*/sin = 1 kPa
(right bar)
at G*/sin = 2.2 kPa
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Figures 4.6. to 4.8. present Black curves for paving-grade binders and polymer modified binders with
penetration ranges similar to that of ORBITON HiMA. A Black curve is used to evaluate the dependence of the
binder's complex stiffness modulus G* on angle phase . As shown in the drawings, at the small and large
values of the complex stiffness modulus G* they are correlated with the elastic constituent of the binder.
Phase angle [°]
Figure 4.6. Comparison of Black curves for ORBITON 25/55-80 HiMA with ORBITON 25/55-60, ORBITON
10/40-65 and paving-grade binder 35/50 (all non-aged binders).
Phase angle [°]
Figure 4.7. Comparison of Black curves for ORBITON 45/80-80 HiMA with ORBITON 45/80-55, ORBITON
45/80-65 binders and paving-grade binder 50/70 (all non-aged binders).
Co
mp
lex
stif
fness
mo
du
lus
G*
[kP
a]
Legend:
Co
mp
lex
stif
fness
mo
du
lus
G*
[kP
a]
Legend:
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Phase angle [°]
Figure 4.8. Comparison of Black curves for ORBITON 65/105-80 HiMA with ORBITON 65/105-60 binders and
paving-grade binder 70/100 (all non-aged binders).
Figures 4.9-4.10 present master curves of the complex stiffness modulus G* and angle phase 8 depending on
frequency. The test was conducted in the frequency range of 0.1–10 Hz at -10, 0, 10, 25, 40, 60, 70 °C, and then,
using the temperature and frequency superposition, master curves for 25 °C were obtained.
Frequency
Figure 4.9. Master curve of the complex stiffness modulus G* depending on the frequency for ORBITON
HiMA binders before ageing. Sweep in the frequency range from 0.1 to 10 Hz, superposition to
25 °C
Co
mp
lex
stif
fness
mo
du
lus
G*
[kP
a]
Legend:
Co
mp
lex
stif
fness
mo
du
lus
G*
[kP
a]
Legend:
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Frequency
Figure 4.10. Master curve of the angle phase 8 depending on the frequency for ORBITON HiMA binders
before ageing. Sweep in the frequency range from 0.1 to 10 Hz, superposition to 25 °C
4.4.2. MSCR test
In the original PG system, the results of critical temperature tests with parameter G*/sin ≥ 1 kPa for binders
before ageing and G*/sin ≥ 2.2 kPa for binders after RTFOT indicate binder resistance to permanent
deformation (and basically binder share in the resistance of a asphalt mixture to deformation). Currently,
however, this relationship has been challenged and the PG system was adjusted based on the newly
introduced MSCR test, which has gradually come into use in the US since 2010.
The MSCR ( Multiple Stress Creep Recovery test) involves the measurement of certain binder properties in order
to determine (inter alia) the resistance of a asphalt mixture with the binder to permanent deformation
(rutting).
The MSCR test is conducted according to the following standards: AASHTO TP 70 Standard Method of Test for
Multiple Stress Creep Recovery (MSCR) Test of Asphalt Binder Using a Dynamic Shear Rheometer (DSR) and
ASTM D7405 Standard Test Method for Multiple Stress Creep and Recovery (MSCR) of Asphalt Binder Using a
Dynamic Shear Rheometer.
The MSCR test is intended to replace additional tests of modified binders specified in the so-called PG “plus”:
elastic recovery, force ductility, toughness and tenacity.
The following mechanisms are examined in the course of the MSCR:
• binder sample creep mechanism – during the 1-second stress application,
• binder sample recovery mechanism – during the 9-second relieving cycle (after the stress is removed).
Ph
ase
an
gle
[°
]
Legend:
HIGHLY MODIFIED BINDERS ORBITON HiMA
APPLICATION GUIDE
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The test has been conducted for two stress values: 0.1 kPa and 3.2 kPa, and at the upper temperature limit at
which the pavement with the tested binder is to operate. The planning assumed that maximum pavement
temperatures in Poland would not exceed 55–60 °C, and therefore all binders were tested at 64 °C and
additionally at 70 °C in order to examine how the behaviour of the HiMA binder changes with extreme
changes in temperature. The temperatures of 64 °C and 70 °C are compatible with the PG system used in the
US.
In effect, two pairs of results are obtained: non-recoverable creep compliance Jnr [kPa1] and the average
percentage deformation R [%] for two stress values (0.1 kPa and 3.2 kPa). Of those parameters, Jnr3.2 kPa is
crucial for binder classification, as it is the measure of binder resistance to deformation – the smaller Jnr3.2 kPa,
the greater the rutting resistance. R3.2 recovery, in turn, indicates the effectiveness of binder modification and
is in some sense a measure of its elasticity (if modified binder is tested).
Two additional indicators are calculated from the results of Jnr0.1 kPa, Jnr3.2 kPa, R01 and R32:
• Jnr,diff - a percentage indicator of the difference in Jnr after the change (increase) in the stress from 0.1 to
3.2 kPa – this is a measure of binder sensitivity to load increase; the increase Jnr must not be greater than
75 %,
• Rdiff - percentage indicator of the difference in elastic recovery after the change (increase) in the stress
from 0.1 to 3.2 kPa – this is a measure of binder elasticity under load increase conditions.
The American tests [Anderson, 2011] have determined experimentally the line separating modified binders
from non-modified ones or, in other words – effectively modified binders from non-modified binders. That line
is presented in Figures 4.11 and 4.12.
Figure 4.11 presents test results for various binders manufactured by ORLEN Asfalt and tested by MSCR at
64 °C, and Figure 4.12 presents test results obtained at 70 °C. Figures also present the line separating modified
binders (i.e. binders which meet the requirements for modified binders in terms of recovery R3.2 correlated with
Jnr3.2 kPa range). In both cases, the charts refer to the stress 3.2 kPa.
Jnr at 3 200 Pa [kPa
-1]
Figure 4.11. Presentation of binder results on the MSCR chart: elastic deformation R as a function of Jnr at
a load of 3.2 kPa at 64 °C
Reco
very
MS
CR
[%
]
Legend:
Neat binders
Modified binders
Recovery MSCR = 29.371*(Jnr at 3 200 Pa)-0.2633
Non-modified binders
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Jnr at 3 200 Pa [kPa
-1]
Figure 4.12. A presentation of binder results on the MSCR chart: elastic deformation R as a function of Jnr at a
load of 3.2 kPa at 70 °C
Table 4.4 presents a summary of the results of ORBITON HiMA binders in the MSCR test.
Table 4.4 MSCR test results for ORBITON HiMA binders at 64 °C and 70 °C (binders after RTFOT)
Property
as per ASTM D7405
ORBITON
25/55-80 HiMA
ORBITON
45/80-80 HiMA
ORBITON
65/105-80 HiMA
at 64 °C at 70 °C at 64 °C at 70 °C at 64 °C at 70 °C
Recovery [%]
R0.1 93.4 90.4 96.9 94.2 97.3 96.3
R3.2 90.6 88.5 95.4 94.7 97.2 96.5
Rdiff 0.0 0.0 0.0 0.0 0.0 0.0
Jnr [kPa-1]
Jnr0.1 0.013 0.031 0.018 0.054 0.026 0.048
Jnr3.2 0.019 0.040 0.030 0.054 0.028 0.047
Jnr,diff 0.462 0.290 0.667 0.000 0.077 -0.021
Classification and traffic designation (classification according to AASHTO MP 19)
Real PG 95-26 84-30 77-30
PG (Superpave) 94-22 82-28 76-28
Traffic designation as per Jnr3.2 result
E (extremely heavy) E (extremely heavy) E (extremely heavy)
Reco
very
MS
CR
[%
]
Legend:
Neat binders
Modified binders
Recovery MSCR = 29.371*(Jnr at 3 200 Pa)-0.2633
Non-modified binders
HIGHLY MODIFIED BINDERS ORBITON HiMA
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4.4.3. Rutting resistance of asphalt mixtures
In a similar manner as cracking resistance tests at low-temperature, the high-temperature properties of asphalt
mixtures – rutting resistance – have also been tested. The same asphalt mixture was used for the tests (AC 16 S)
conducted as per PN-EN 12697-22 in a small apparatus (method B), sample in the air, at 60 °C, with 10 000
loading cycles. The results are shown in Figure 4.13.
Figure 4.13. Results of pavement rutting resistance test, parameter WTSAIR, method EN 12697-22, small wheel
tracker (method B), sample in the air, at 60 °C, with 10 000 loading cycles
4.4.4. Additional tests
The results of other additional tests are shown in Table 4.5.
Table 4.5. Results of additional tests
Property Test method Unit
ORBITON
25/55-80 HiMA
ORBITON
45/80-80 HiMA
ORBITON
65/105-80 HiMA
Test result
Fraass Breaking point after RTFOT EN 12593 °C -18 -20 -23
Softening point increase/drop after RTFOT
EN 12607-1 EN 1427
°C 5.0 -1.0 2.2
Softening point increase/drop after RTFOT+PAV
EN 12607-1 EN 14769 EN 1427
°C 2.0 -0.5 4.6
Storage stability (7 days). Softening point difference
EN 13399 EN 1427
°C 1.0 1.0 0.0
Ru
t g
row
th r
ate
WTS
AIR [
mm
/1 0
00]
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Table 4.5. Results of additional tests cont’d.
Property Test method Unit
ORBITON
25/55-80 HiMA
ORBITON
45/80-80 HiMA
ORBITON
65/105-80 HiMA
Test result
Viscosity (to determine temperatures for pumping, aggregate mixing and bituminous mixtures compaction):
Dynamic viscosity at 90 °C (Brookfield spindle no. 18)
ASTM D 4402-06 Pa.s no data 236 114
Dynamic viscosity at 135 °C (Brookfield spindle no. 18)
ASTM D 4402-06 Pa.s 4.42 1.99 1.08
Dynamic viscosity at 160 °C (Brookfield spindle no. 18)
ASTM D 4402-06 Pa.s 1.08 0.50 0.35
Dynamic viscosity at 200 °C (Brookfield spindle no. 18)
ASTM D 4402-06 Pa.s 0.28 0.16 0.12
Dynamic viscosity at 135 °C after RTFOT (Brookfield spindle no. 18)
EN 12607-1 ASTM D 4402-06
Pa.s 6.81 2.47 1.59
Dynamic viscosity at 160 °C after RTFOT (Brookfield spindle no. 18)
EN 12607-1 ASTM D 4402-06
Pa.s 1.53 0.60 0.47
Dynamic viscosity has not been tested by Brookfield method at 60 °C (and at 90 °C for ORBITON 25/55-80
HiMA) as the measured temperature is lower than the softening temperature of the binder using the Ring and
Ball method.
5 EXPERIMENTAL SECTIONS IN POLAND
In October 2013, the first experimental section of road pavement with ORBITON 65/105-80 HiMA was
completed in Poland. This was the 6th
section constructed with HiMA in Europe and the first in Poland. The
section was located on a road managed by the Road Administration in Katowice (Silesian Voivodeship DoT).
Two wearing course sections were placed, one made of AC 11 (layer thickness of 4 cm), and the other of a
special SMA 5 DSH mix (so-called “silent” pavement, 2 cm thick layer). The trial sections provided a lot of
process data and proved that the properties of production at the mixing plant and compaction on the road of
asphalt mixtures with highly-modified, HiMA-type binder are similar to those demonstrated by conventional
SBS-modified binder types. It was also established that ORBITON 65/105-80 HiMA, which was used in mixtures
on the sections, due to its high penetration (softness) should be used in special technologies and the
production of cold mixes, rather than for hot-mix asphalts.
During subsequent phases of production, transport and placement of ORBITON HiMA binders in mixtures, the
employees of ORLEN Asfalt checked the thermal conditions using a thermal imaging camera. The results of
these checks are presented on Figures 5.1 to 5.3.
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Figure 5.1. Transport of the asphalt mixture with ORBITON 65/105-80 HiMA to the trial sections in 2013 – the
temperature of the mixture in a truck bed after loading at the mixing plant (photo ORLEN Asfalt)
Figure 5.2. Lay-down of the mixtures with ORBITON 65/105-80 HiMA on trial section in 2013 – change in the
asphalt mixture temperature during compaction (photo ORLEN Asfalt)
Figure 5.3. Lay-down of the mixtures with ORBITON 65/105-80 HiMA on trial section in 2013 – distribution of
mixture temperature behind the paver (photo ORLEN Asfalt)
HIGHLY MODIFIED BINDERS ORBITON HiMA
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In 2014, successive sections incorporating another type of HiMA binder with a bit lower penetration (Pen@25
45-80) - ORBITON 45/80-80 HiMA were completed. These were:
• August 2014, road No.793 near Myszków, Road Administration in Katowice, length 1 500 m, wearing
course of AC11S,
• October 2014, road No.928 at Kobiór, Road Administration in Katowice, length 800 m, wearing course of
SMA 11S on a railway bridge deck,
• October 2014, Skawina by-pass, wearing course of SMA 11S, length 1 000 m, Skawina Road
Administration.
6 TECHNOLOGICAL GUIDELINES
6.1. Viscosity dependence on temperature
Figures 6.1. to 6.3. show the characteristic viscosity curves of ORBITON HiMA before ageing and after ageing
that can be used to determine the viscosity-temperature characteristics. However, given the unusual
characteristics of the binder resulting from the reversal of the asphalt-polymer phase and the specific
characteristics of the polymer used, using the viscosity-temperature relation to accurately determine process
temperatures does not seem to be very appropriate. Temperatures defined in this way are only approximated.
Figure 6.1. ORBITON 25/55-80 HiMA viscosity curves before and after RTFOT ageing (on the basis of test
results obtained by ORLEN Laboratorium sp. z o.o.)
Dyn
amic
vis
cosi
ty [
mP
a.s]
End of compaction
Start of compaction
Mixing with aggregate
Temperature [°C]
before RTFOT after RTFOT
HIGHLY MODIFIED BINDERS ORBITON HiMA
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Figure 6.2. ORBITON 45/80-80 HiMA viscosity curves before and after RTFOT ageing (on the basis of test
results obtained by ORLEN Laboratorium sp. z o.o.)
Figure 6.3. ORBITON 65/105-80 HiMA viscosity curves before and after RTFOT ageing (on the basis of test results
obtained by ORLEN Laboratorium sp. z o.o.)
6.2. Process temperatures
As noted earlier, according to the authors, relying on the viscosity of the binder when determining process
temperatures leads to their overestimation in the case of modified binders, particularly when using HiMA
products. The reason is the change in binder characteristics caused by specific characteristics of the polymer
used for modification (i.e. low viscous SBS with vinyl groups). Unlike typical SBS polymers, it does not cause
Dyn
amic
vis
cosi
ty [
mP
a.s]
End of compaction
Start of compaction
Mixing with aggregate
Temperature [°C]
before RTFOT after RTFOT
Dyn
amic
vis
cosi
ty [
mP
a.s]
End of compaction
Start of compaction
Mixing with aggregate
Temperature [°C]
before RTFOT after RTFOT
HIGHLY MODIFIED BINDERS ORBITON HiMA
APPLICATION GUIDE
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such problems during the treatment of polymer-modified binder in temperatures above 100 °C. Table 7.1.
presents a proposal for process temperatures at the lab, mixing plant and construction site.
Table 6.1. Process temperatures [°C] at the mixing plant and construction site.
ORBITON
25/55-80 HiMA
ORBITON
45/80-80 HiMA
ORBITON
65/105-80 HiMA
Laboratory:
Compaction temperature: Marshall sample or gyratory press 150-155 145-150 140-145
Component temperature at the mixing plant:
Binder pumping over 170 over 170 over 160
Short-term binder storage at the mixing plant up to 190 up to 190 up to 190
Long-term binder storage at the mixing plant up to 160 up to 150 up to 140
Ready hot-mix temperature in the mixing plant's mixer:
Asphalt concrete (AC) max. 185 max. 185 max. 175
Stone Matrix Asphalt (SMA) max. 185 max. 185 max. 175
Porous asphalt (PA) max. 185 max. 185 max. 175
Mastic asphalt (MA) max. 190 max. 190 —
Temperature on site:
Minimum temperature of asphalt mixture in paver hopper 165 165 155
End of course effective compaction temperature >130 >125 >120
Note 1: Temperature data presented in Table 6.1. have been defined on the basis of preliminary conclusions from
experimental sections and relate more to favorable weather conditions. They may change as a result of further experience.
Current data are available on the website of ORLEN Asfalt, in the tab “Dla laboratoriów (For Laboratories)”. Please check the
validity of information.
Note 2: Temperatures provided in Table 6.1. do not apply to mixtures supplemented by an agent intended to reduce the
temperature for its production and placement (for WMA).
6.3. Binder samples at the lab
The laboratory receives binder samples from ORLEN Asfalt in metal packaging (closed cans) or, in exceptional
cases, in small cardboard containers lined inside with aluminium foil (volume of about 1 litre). The way such
binder is handled has a major influence on the test results of both binder and asphalt mixtures. It should be
remembered that a binder sample which is heated and/or overheated in the drier multiple times may harden
significantly.
Multiple heating of binder samples should therefore be avoided. We suggest using a greater number of small
samples (for one-off use) rather than a single, large binder-holding container. If it is necessary to use binder
from one, large container, it is recommended to heat the container for the first time to achieve
homogenisation through mixing, and subsequently to pour into a few smaller containers to be used later.
HIGHLY MODIFIED BINDERS ORBITON HiMA
APPLICATION GUIDE
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The handling of ORBITON HiMA samples for laboratory tests is presented in Table 6.2.
Table 6.2. The temperature [°C] of sample heating at the laboratory
The size of the sample in the container ORBITON
25/55-80 HiMA
ORBITON
45/80-80 HiMA
ORBITON
65/105-80 HiMA
container with up to 1 litre in volume,
- heating time up to 2 hours max. 180 max. 180 max. 175
container with a volume of 1 to 2 litres,
- heating time up to 3 hours max. 180 max. 180 max. 175
container with a volume of 2 to 3 litres,
- heating time up to 3.5 hours max. 185 max. 185 max. 180
container with a volume of 3 to 5 litres,
- heating time up to 4 hours max. 185 max. 185 max. 180
container with a volume of more than 5 litres,
- heating time up to 8 hours max. 140 max. 140 max. 140
Additional comments:
• the container must not be tightly closed,
• under no circumstances should the samples be heated at a temperature exceeding 200 °C,
• after the samples are heated in the containers, they should be homogenised by mixing, taking care not to
introduce air bubbles into the sample. The maximum mixing (homogenisation) time is 10 minutes,
• binder samples obtained from the extraction of asphalt mixtures as per PN-EN 12697-1, PN-EN 12697-2,
PN-EN 12697-4 should be tested promptly upon extraction in order to avoid reheating.
6.4. HiMA binder storage
During the storage of highly-modified binders ORBITON HiMA, the same principles and recommendations
apply as with other modified binders.
As always, it is recommended to use the binder in the shortest possible time after delivery, and if stored for a
longer period, it is recommended to reduce the temperature to approx. 140-160 °C (depending on the type of
HIMA and set-up of asphalt plant heating system) and to mix it in the tank (circulation).
Other notes:
• before each change in the type or grade of binder in the tank, it should be verified that the tank is empty,
• HiMA should not be mixed with other binders. The mixing would markedly downgrade the performance
of the binder and affect the durability of the pavement,
• multiple heating and cooling cycles for ORBITON HiMA are not recommended.
6.5. Asphalt mixture production
In the course of binder mixing with aggregate, ageing processes accelerate rapidly (a very thin layer of binder
over aggregate, very high temperature and oxygen access), therefore “wet” mixing time should be carefully
selected. Bearing in mind this fact, HiMA binders should not be overheated and the indications in Table 6.1.
HIGHLY MODIFIED BINDERS ORBITON HiMA
APPLICATION GUIDE
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should be followed. The maximum production temperature should never be exceeded, even to improve
workability and compatibility on the construction site. The storage period in the tank of a mixture with
ORBITON HiMA depends on its insulation performance and should not be longer than that adopted for
mixtures with ORBITON 45/80-65.
Temperatures provided in Table 6.1. do not apply to mixtures supplemented by an agent intended to reduce
the temperature for its production and placement (for WMA). ORLEN Asfalt did not perform compatibility tests
for such mixtures with ORBITON HiMA, therefore their use is the responsibility of the asphalt mixture
manufacturer.
6.6. Asphalt mixture transport
The same rules for the transport of mixtures apply as for other polymer-modified binders. Attention should be
paid to covering the mixture with a tarpaulin.
6.7. Placement
When placing mixtures containing highly-modified binder ORBITON HiMA, the same principles should apply
that are used with ORBITON 45/80-65 modified binders. The number and type of rollers as well as number of
passes remain unchanged.
6.8. Acceptance tests
The same testing methods as with standard binders are used for the acceptance of asphalt mixture courses
with ORBITON HiMA. Where checks include the determination of polymer content in the recovered binder, it
should be noted that with high polymer content the result could be less precise.
7 CLOSURE
Several years of research work to develop and launch the production of a new group of highly-modified SBS
binders referred to as ORBITON HiMA ended in 2013 with the placement the first experimental section in
Poland. Having analysed the results of binder and asphalt mixture tests, as well as conclusions from the
placement process, we are confident that binders of this type will soon become an important part of ORLEN
Asfalt's offering. They will also be an important step towards more durable asphalt pavements in our country.
The tests presented in the publication were conducted at:
• ORLEN Laboratorium sp. z o.o. (laboratory accredited in PCA No. AB 484), Plock, Poland
• Research Institute of Inorganic Chemistry, Inc. (VÚAnCh), Czech Republic
• Gdansk University of Technology, Faculty of Civil Engineering and the Environment, Gdansk, Poland
• Ekonaft sp. z o.o. (laboratory accredited in PCA No. AB 496), Trzebinia, Poland
HIGHLY MODIFIED BINDERS ORBITON HiMA
APPLICATION GUIDE
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LITERATURE
AASHTO TP 70: Standard Method of Test for Multiple Stress Creep Recovery (MSCR) Test of Asphalt Binder
Using a Dynamic Shear Rheometer (DSR).
Anderson R. M. (2011), Understanding the MSCR Test and its Use in the PG Asphalt Binder Specification,
Asphalt Institute.
Kluttz R., J Richard Willis, Andre Molenaar, Tom Scarpas and Erik Scholten (2012), Fatigue Performance of
Highly Modified Asphalt Mixtures in Laboratory and Field Environment, 7th RILEM International Conference on
Cracking in Pavements.
Kluttz, R. Q., A. A. A. Molenaar, M. F. C.van de Ven, M.R. Poot, X. Liu, A. Scarpas and E.J. Scholten. Modified Base
Courses for Reduced Pavement Thickness and Improved Longevity. Proceedings of the International
Conference on Perpetual Pavement, October, 2009, Columbus, OH.
Kluttz R. Q., E. Jellema, M.F. Woldekidan and M. Huurman, Highly Modified Binder for Prevention of Winter
Damage in OGFCs, Am Soc. Civil E., 2013.
Timm, D., M. Robbins and R. Kluttz. Full-Scale Structural Characterization of a Highly Polymer-Modified Asphalt
Pavement. Proceedings of the 90th Annual Transportation Research Board, Washington, D.C., 2011.
Timm, D.H., M.M. Robbins, J.R. Willis, N. Tran and A.J. Taylor. Field and Laboratory Study of High-Polymer
Mixtures at the NCAT Test Track. Draft Report, National Center for Asphalt Technology, Auburn University,
2013.
Timm, D., Powell, R., Willis, J. and Kluttz, R. (2012), Pavement Rehabilitation Using High Polymer Asphalt Mix,
submitted for the Proc. 91st Annual Transp. Res. Board, Washington, DC.
West R., Timm D., Willis R., Powell B., Tran N., Watson D., Brown R., Robbins M., Vargas-Nordcbeck A., and
Nelson J., "Phase IV NCAT Pavement Test Track Findings". Draft Report, National Center for Asphalt
Technology, Auburn University, February 2012.
Willis, J., Timm, D., Kluttz, R., Taylor, A. and Tran, N. (2012), Laboratory Evaluation of a High Polymer
Plant-Produced Mixture, submitted for the Assoc. Asphalt Paving Technol. Annual Meeting, Austin, TX.
HIGHLY MODIFIED BINDERS ORBITON HiMA
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TECHNOLOGY, RESEARCH AND DEVELOPMENT DEPARTMENT (TRDD)
Company department at ORLEN Asfalt within the production division. Active from the company's foundation in
2003. The TRDD deals with production technology, tests and development research on binders and asphalt
pavements, technical marketing and new product development. It also offers technical consultancy to
customers on the application of bituminous binders manufactured by the company.
The TRDD achievements include patent applications, gold medal at the International Invention Exhibition IWIS
2007, and the prize awarded by the Polish Minister of Science and Higher Education for achievements in the
area of inventions.
Technical consultancy is available for the company's customers at: technology@orlen-asfalt.pl.
END OF TEXT