PAVES THE WAY PAVES THE WAY

BITUMENBITUMEN

Multi-utility Binder

Advantages Smooth

Safe

Economical

Speed

Quiet

Environment friendly

Versatile

State of-the-art

Stage Construction

Resistant to de-icing material

Serviceability

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

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

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

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

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

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

Versatile

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

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.

De-icing Materials

Bituminous pavements are not harmed by de-icing chemicals

Also snow and ice melt quickly from bituminous pavements

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.

BEAUTIFUL

PERFORMANCE GRADE BITUMEN

PERFORMANCE GRADE BITUMEN

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

More direct correlation between bitumen and road performance is needed

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

CLASSIFICATION

PG 58 -22PG 58 -22

Performance Grade

Average 7 day max. pavement design temp.

Min. pavement design temp.

MIXING AND LAYING

Tested in rotational viscometer Max. viscosity of 3 Pa-s at

135oC

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)

ROTATING THIN FILM OVEN TEST

PRESSURE AGEING VESSEL

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*/Sinmin. 1 kPa, @ 10 rad/s for unaged bitumen G*/Sinmin. 2.2 kPa, @ 10 rad/s for RTFOT aged

bitumen

DYNAMIC SHEAR RHEOMETER

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*Sinmax. 5000 kPa, @ 10 rad/s for RTFOT +

PAV aged bitumen

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%

BENDING BEAM RHEOMETER

DIRECT TENSILE TESTER

PERFORMANCE EVALUATION

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

New Trends

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

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

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.

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

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

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.

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

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

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

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

MODIFIED BITUMEN

Binder of the futureBinder of the future

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

Why Modified Bitumen?

Another view point 2.75 million vehicles generate discarded tyres2.75 million vehicles generate discarded tyres

30,000- 40,000 tyres are disposed every day30,000- 40,000 tyres are disposed every day

1,00,000 –1,20,000 tyres will be available by 20211,00,000 –1,20,000 tyres will be available by 2021

Use of CRMB in maintenance of roads can consume Use of CRMB in maintenance of roads can consume 3500 Kg/km non-biodegradable waste rubber3500 Kg/km non-biodegradable waste rubber

Crumb Rubber Modified Bitumen

Bitumen

+

Additives (Modifiers/Treated

Crumb Rubber)

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

Types of Modifiers

Polymers RubbersPlastics

ThermoplasticLDPE, EVA, EBA

ThermosetEpoxy Resins

Synthetic ElastomersSBS, SBR etc.

Crumb Rubber

Chemically Treated

Natural Rubber(Latex)

Plain

Circular Test track study conducted by Highway Research Station, Chennai

Tests conducted in Circular Test Track Study

Surface Evaluation

Skid resistance

Texture depth

Depletion values

CIRCULAR TEST TRACK STUDY CONCLUSION

The Highways Research Station has opined that the performance of modified bitumen stretch improves by 1.7 times than the conventional bitumen stretch.

PALANPUR - ABU ROAD

Performance Evaluation Of Palanpur Abu Road By GERI

Test section of CRMB strengthned in 2001. 60/70 section strengthned in 2002

CRMB showing better roughness values, distress values and deflection value

Report concluded that use of CRMB delaying the period of maintenance

AHMEDABAD – VADODARA EXPRESSWAY

AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003

AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003

AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003

AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003

AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003

AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003

AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003

AHEMADABAD VADODRA EXPRESSWAY IN 2002-2003

INTERNATIONAL USAGE OF

CRUMB RUBBER MODIFIED BITUMEN

International Use of Crumb Rubber Modified Bitumen

CRMB is being used in USA from 1960CRMB is being used in USA from 1960

Currently Arizona , Florida , Texas and Currently Arizona , Florida , Texas and California using 2 million tons of Rubberized California using 2 million tons of Rubberized Bitumen.Bitumen.

CRMB is very popular in Australia for chip sealing CRMB is very popular in Australia for chip sealing wearing courses and structural layers .wearing courses and structural layers .

Use of CRMB increasing in developing countries of Use of CRMB increasing in developing countries of Latin America.Latin America.

CRMB in use in USA, Canada, France , Germany and South Africa.

UK Environmentalist’s want use of CRMB to be encouraged on roads. Govts. especially are considering making the use mandatory.

Belgian Road Research center encouraging the use of CRMB on Freeways

South African companies are increasingly using Rubber Modified mixes

International Use of Crumb Rubber Modified Bitumen

25 YEAR ANALYSIS

BY

DEPARTMENT OF TRANSPORT,ARIZONA

ConclusionsI.I. Total thickness of conventional pavement was 21 Total thickness of conventional pavement was 21

inches Vs. 13 inches Vs. 13 ½½ inches for a rubberized pavement, inches for a rubberized pavement, the cost saving in initial construction was approx. the cost saving in initial construction was approx. 42% 42%

II.II. Roughness value of conventional pavement was Roughness value of conventional pavement was poorer by 27% initially but due to higher deterioration poorer by 27% initially but due to higher deterioration the gap increased to 50% by end of 11 years the gap increased to 50% by end of 11 years

III.III. In span of 11 years 50% less money was spent on In span of 11 years 50% less money was spent on maintenance cost on rubberized pavement in maintenance cost on rubberized pavement in comparison to conventional pavement comparison to conventional pavement

IV.IV. The benefit to the user by way of savings in VOC was The benefit to the user by way of savings in VOC was also seen and estimated that it is significantly less on also seen and estimated that it is significantly less on rubberized pavement in comparison to conventional rubberized pavement in comparison to conventional pavement pavement

Quote: Quote:

““Based on the data analysis presented for the two Based on the data analysis presented for the two pavements, an asphalt-rubber pavement would be pavements, an asphalt-rubber pavement would be more cost-effective than a conventional pavement with more cost-effective than a conventional pavement with respect to agency costs as well as user costs. In respect to agency costs as well as user costs. In addition, the good performance of the asphalt-rubber addition, the good performance of the asphalt-rubber pavement would increase its service life, which in turn pavement would increase its service life, which in turn would have a substantial impact on life cycle cost would have a substantial impact on life cycle cost analysis. Furthermore, if one or more rehabilitation is analysis. Furthermore, if one or more rehabilitation is eliminated in a typical analysis period (35 years), it eliminated in a typical analysis period (35 years), it would also have a significant impact on user costs would also have a significant impact on user costs during the work zone periods.during the work zone periods.””

UnquoteUnquote.

Conclusions

Selection Criteria

Atmospheric Temperature Atmospheric Temperature OOCCMinimum MaximumMinimum Maximum

<35 <35 35-4535-45 >45>45

<-10<-10 CRMB50CRMB50 CRMB 55CRMB 55 CRMB 55CRMB 55

-10 to10 -10 to10 CRMB 50 CRMB 50 CRMB 55 CRMB 55 CRMB 60CRMB 60

>10 >10 CRMB 55 CRMB 55 CRMB 55 CRMB 55 CRMB 60CRMB 60

Recommended Handling Temperatures

Stage of Work Viscosity, Poise Temp. Range, OC

Binder at Mixing < 2 165 – 185

Mix at Mixing Plant < 4 140 - 160

Mix at Laying Site < 5 130 - 150

Rolling at Site 10 – 1,000 115 - 135

HANDLING OF CRMB

CRMB should ideally be used in hot condition.

When supplied in drums, it shall be agitated properly in melted condition for 10 - 15 minutes before use.

Mixing & rolling temperature should be approx. 10OC higher than conventional temperature.

No Wonder “The smart choice is Bitumen”

No Wonder “The smart choice is Bitumen”

Thank You!Thank You!

Indian Roads – An Overview

National Highways - 58,077 Km

State Highways -1,37,119 Km

Major District Roads -4,70,000 Km

Village & Other Roads - 26,50,000 Km

Total - 33,00,000 Km

Road Network in India

1950 0.4 mn. km

2000 3.3 mn. km

National Highways

State Highways

MDRs

Rural Roads

2%4%8%

Road Transport vs Rail Transport

Road Railways

Passenger 80 % 20 %

Freight 60 % 40 %

BITUMEN BITUMEN

A BRIEF HISTORYA BRIEF HISTORY

Bitumen - HISTORY Used in Building and Paving since Ancient times. Oldest adhesive known to man.

Used in 3500 B.C. as mortar for building stones and paving blocks in Mesopotamia.

Used for water tightening of reservoirs, canals, bathing pools & embankments of rivers in Indus Valley.

Bitumen - HISTORY Used for Mummification in 300 B.C. Rock Asphalt used for flooring/sidewalks in France in

1800 A.D. First road surfacing with Bitumen done in New Jersey

in 1870 A.D. From 1900 onwards Bitumen produced from

Refineries being used extensively.

BITUMEN BITUMEN

THE PRODUCTTHE PRODUCT

Types of Binders1. TAR

(I) COKE OVEN TAR:

Produced at temperatures above 1200OC during manufacturing of coke.

High aromatic content.Pitch content - 50 %.

(II) LOW AROMATIC TAR: Produced at temperatures 600OC to

700OC. Less viscous. Paraffinic in nature. Pitch content - 35 %.

Types of Binders (Contd.)2. NATURAL ASPHALT / ROCK ASPHALT / LAKE ASPHALT

Naturally occurring Bituminous binder. Biggest deposits in Trinedad

100 Acres, 90 meter deep 10 to 15 Million Metric Tonnes.

Penetration - 50 Asphalt found in France, Italy & Switzerland - Rock

Asphalt.

3. BITUMEN Obtained from Crude Petroleum.

Types of Bitumen

Conventional Bitumen Paving Grade Bitumen Industrial Grade

Bitumen

Bitumen Emulsions

Modified Bitumen

MORE ABOUTMORE ABOUT

BITUMENBITUMEN

Grades/Types of Bitumen

PAVING BITUMEN : 80/100, 60/70, 30/40 Used in Road Construction worldwide. Confirms to IS:73 of 1992.

Industrial Bitumen Confirms to IS:702 of 1988. Harder grades. Used in water proofing, cable insulation, gunny

bags, rubber industries, etc. Not marketed by Oil Companies.

Advantages of Bituminous Roads Initial saving Flexibility & speed of construction Ageless – rehabilitation is inexpensive Stage Construction - in ribbons, not in slabs Higher skid resistance Visibility – Dark Colour of road

Advantages of Bituminous Roads Better riding quality Proven toughness Paved Shoulders Less wear & tear of Vehicle Can be fully recycled Boeing insists that all runways be constructed with

Bitumen

Production Process Fractional distillation Process

Crude Oil heated to 300 – 350OC is fed into atmospheric distillation column.

Lighter fractions like Naphtha, Kerosene, Diesel separated at different heights

Heaviest fractions at bottom column are called long residue. Long residue heated to 350-400OC fed into distillation

column at reduced pressure. Residue at bottom of column called short residue used as

feedstock for Bitumen. Hot air is blown into short residue to make Bitumen.

Refinery Operation

FIELD STORAGEPUMPINGSTATION

LIGHT DISTILLATE

HEAVY DISTILLATE

PROCESSUNIT

ASPHALTCEMENTS

FOR PROCESSING INTOEMULSIFIED ANDCUTBACK ASPHALTS

STILL

AIR

AIRBLOWNASPHALT

STORAGE

TOWERDISTILLATIONREFINERY

RESIDUUM

OR

GAS

PETROLEUM

SAND AND WATER

CONDENSERS AND

COOLERS

TUBEHEATER

MEDIUM DISTILLATE

Bitumen A viscous liquid or a solid, consisting essentially of

Hydrocarbons and their derivatives, which is soluble in Trichloroethylene and is substantially non-volatile and softens gradually when heated. It is Black or Brown in colour and posses water proofing & adhesive properties. It is obtained by refining processes from Crude Petroleum.

COMPOSITION

B I T U M E NB I T U M E N

Elemental AnalysisCarbon 82 - 88 %

Hydrogen 8 - 11 %

Sulphur 0 - 6 %

Oxygen 0 - 1.5 %

Nitrogen 0 - 1 %

Elemental Analysis• Elemental composition depends on

• origin of crude • processes used in refinery

• Elemental composition • Extremely complex with the number of molecules with

different chemical structures being very large • Not feasible to attempt a complete analysis• Elemental composition provides little information of the

types of molecular structure

Chemical Composition Bitumen

Asphaltenes (5 to 25 % wt.)

MaltenesSaturates (5 to 20 % wt.)

Aromatics (40 to 65 % wt.)

Resins (10 to 20 % wt.)

Properties ofProperties of

BITUMENBITUMEN

Properties of Bitumen

Characteristics 80/100 60/70 30/40

Specific gravity at 27OC 0.99 0.99 0.99

Softening Point OC 35 to 50 40 to 55 50 to 65

Penetration at 25OC, 100gm, 80 to 100 60 to 70 30 to 40

5 secs., 1/10 mm

Ductility at 27OC, in cm min. 75 75 50

Durability of

BITUMINOUS ROADSBITUMINOUS ROADSBITUMINOUS ROADSBITUMINOUS ROADS

Factors Affecting Adhesive Properties

External Rainfall Humidity water pH Presence of salts Temperature Temperature cycles Traffic Design Workmanship Drainage

Aggregate Mineralogy Surface texture Porosity Dirt Durability Surface area Absorption Moisture content Shape Weathering

Factors Affecting Adhesive Properties

Bitumen Rheolog

y Constitu

tion

Mix Void

content Permeability Bitumen

content Bitumen film

thickness Filler type Aggregate

grading Mix type

Durability of Bitumen

1 Oxidative hardening.2 Evaporative hardening.3 Exudative hardening.4 Hardening in Bulk

storage.5 Hardening during mixing.6 Physical hardening.

Normally Bitumen hardens by one grade during mixing and laying.

CRMB Performance on Road

CRMB Performance on RoadCRMB Performance on Road

DELHI JAIPUR SECTION

DEFORMATION OF SURFACE IN UNMODIFIED SECTION

PATCH WORK IN UNMODIFIED SECTION

POT HOLE IN KM-144 –UNMODIFIED

TRANSVERSE CRACKING –UNMODIFIED SECTION

A VIEW OF MODIFIED (CRMB) A VIEW OF MODIFIED (CRMB) SECTION SECTION

CLOSE-UP OF MODIFIED SURFACE

GOOD SURFACE CONDITION OF MODIFIED SECTION

GOOD SURFACE OF MODIFIED BC

Conclusions by CRRIa)a) Use of CRMB in 40 mm thick BC layers delays Use of CRMB in 40 mm thick BC layers delays

commencement of distress development by about two commencement of distress development by about two years for a structurally adequate pavementyears for a structurally adequate pavement

b)b) Use of CRMB in BC layers demonstrated better Use of CRMB in BC layers demonstrated better engineering properties of mixes such as higher values of engineering properties of mixes such as higher values of stiffness modulus and Marshall stability etc. stiffness modulus and Marshall stability etc.

c)c) Correlation indicate higher life of 40 mm BC Surface with Correlation indicate higher life of 40 mm BC Surface with the uses of CRMB as compared to 60/70 bitumen.the uses of CRMB as compared to 60/70 bitumen.

Contd………

d)d) CRMB 60 modified bitumen can be used as binder CRMB 60 modified bitumen can be used as binder in wearing surface under heavy traffic and in wearing surface under heavy traffic and identical climatic conditions on other reachesidentical climatic conditions on other reaches of of NHDPNHDP

d)d) The renewal cycle for 60/70 grade bitumen in The renewal cycle for 60/70 grade bitumen in 4Omm BC is estimated about 4 years, under heavy 4Omm BC is estimated about 4 years, under heavy traffic and moderate climatic conditions, while this traffic and moderate climatic conditions, while this would be at least 6 years when CRMB 60 is used as would be at least 6 years when CRMB 60 is used as binder in surface course. binder in surface course.

Conclusions by CRRI

Use of Crumb Rubber Modified Bitumen in India

Ministry of Road Transport and Highway has made use of Ministry of Road Transport and Highway has made use of modified bitumen on National Highways mandatory. modified bitumen on National Highways mandatory. Research projects to evaluate the benefits in structural layers Research projects to evaluate the benefits in structural layers has been undertaken by NHAI.has been undertaken by NHAI.

Ministry of Rural Development has made use of Crumb Ministry of Rural Development has made use of Crumb Rubber Modified Bitumen in Pradhan Mantri Gramin Sadak Rubber Modified Bitumen in Pradhan Mantri Gramin Sadak Yojana scheme for rural roads compulsory.Yojana scheme for rural roads compulsory.

Airport authority of India are not only using CRMB for the Airport authority of India are not only using CRMB for the wearing courses but also structural layers due to increased wearing courses but also structural layers due to increased elastic modules and indirect tensile strength.elastic modules and indirect tensile strength.

ContdContd…………

Indian Road Congress in its publications has expressed Indian Road Congress in its publications has expressed that by using CRMB maintenance of the roads can be that by using CRMB maintenance of the roads can be delayed by over 50% delayed by over 50%

All leading research institute including Central Road All leading research institute including Central Road Research Institute and Indian Institute of Technology have Research Institute and Indian Institute of Technology have given reports recommending the use of modified bitumengiven reports recommending the use of modified bitumen

By the Year By the Year ––2005 more than 50% of modified bitumen will 2005 more than 50% of modified bitumen will be consumed. Thus in India alone market will be over 2 be consumed. Thus in India alone market will be over 2 million tons million tons

All states of India have taken-up use modified bitumen for All states of India have taken-up use modified bitumen for state funded schemes. state funded schemes.

Use of Crumb Rubber Modified Bitumen has been Use of Crumb Rubber Modified Bitumen has been specified on projects funded by JIBC, ADB and world bankspecified on projects funded by JIBC, ADB and world bank

Use of Crumb Rubber Modified Bitumen in India

Satisfied Clientele P W D - Maharashtra P W D - Madhya Pradesh Major Private Contractors in Maharashtra Ketan Constructions – Ahmedabad Vadodara

Expressway Contractors in Orissa, A.P. & Gujarat. Airport Authority of India

CRMB Balance between cost and

performance Large quantities available Easy to use Rugged Initial usage has given

excellent results

Drainage Measures

In Road Construction

Why drainage is important? Reduces sub-soil strength Some soils have high volume change when wet Subsoil water takes very long to evaporate Pockets of porous material become subterranean reservoirs Most sub-grade soils consist of very fine materials which

weaken when wet Sub-soil water exerts hydrostatic pressure

How Does Water Enter the Pavement?

Rainfall Flow of water from surrounding high ground Capillary action High water table Flow of water within pavement

Drainage improvement Measures Maintain transverse slope in good condition Construct roads as far above water table as economically

practicable Bottom of sub-grade should be 0.6-1.0m above water

level If not possible, use capillary cut offs

Where large inflow of water is expected, design sub-soil drainage system

Base should be 300-450 mm wider than Bituminous surface

Ensure that shoulders are not higher than carriageway

Future Challenges

In Road Industry

Challenges to Road Construction Industry Increased traffic loads and density More cost efficient solutions Faster repair methods and easier maintenance Road owners increasingly buying road

performance

ISO Certification for Roads There is a growth in EN ISO 9000 certification in European

countries. In some cases it is a voluntary activity driven by individual

companies or by the national asphalt industry. Main aim is to obtain management and marketing tools.

In several countries certification of asphalt 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.

Road Safety Audits 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.

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 report is in a standard format and is reported to the authority for their comments on the draft report.

A formal final report is submitted to the authorities. Database is developed for all road safety audits.

Our Intention

Thank You

Trinidad Lake