1. BITUMEN
PAVES THE WAY

2. BITUMEN
A BRIEF HISTORY

3. 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.
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.

4. BITUMEN
THE PRODUCT

5. Types of Binders TAR NATURAL ASPHALT / ROCK ASPHALT / LAKE ASPHALT
BITUMEN

6. Tar COKE OVEN TAR LOW AROMATIC TAR
Produced at temperatures above 1200OC during manufacturing of coke.
High aromatic content.
Pitch content - 50 %.
LOW AROMATIC TAR
Produced at temperatures 600OC to 700OC.
Less viscous.
Paraffinic in nature.
Pitch content - 35 %.

7. Natural Asphalt / Rock Asphalt / Lake Asphalt
Naturally occurring Bituminous binder.
Biggest deposits in Trinidad
100 Acres,
90 meter deep
10 to 15 Million MT
Pen max
Asphalt found in France, Italy & Switzerland - Rock Asphalt.

8. Bitumen Cutback Bitumen Emulsions Modified Bitumen
Conventional Bitumen
Paving Grade Bitumen
Industrial Grade Bitumen
Cutback
Bitumen Emulsions
Modified Bitumen
Modified Bitumen Emulsions

9. PAVING BITUMEN

10. 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 OC 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.

12. 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.

13. B I T U M E N
COMPOSITION

14. Elemental Analysis Carbon 82 - 88 % Hydrogen 8 - 11 % Sulphur 0 - 6 %
Oxygen %
Nitrogen %

15. 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

16. Chemical Composition

17. Properties of
BITUMEN

18. Properties of Bitumen Characteristics 80/100 60/70 30/40
Specific gravity at 27OC
Softening Point OC to to to 65
Penetration at 25OC, to to to 40
100gm, 5 secs., 1/10 mm
Ductility at 27OC, in cm min

19. SIGNIFICANCE OF TESTS Penetration Test Indicates consistence
Softening Point
Indicates melting temperature
Loss on heating / thin film oven test
Hardening on road
Ductility Test
Affinity for aggregates
Solubility in Trichloroethelene
Indicates purity of Bitumen

20. Penetration
Travel in dmm of a specified needle under 100 g wt. for 5 secs into Bitumen at 25OC
Denotes consistency

21. Softening Point
3.5 g steel ball placed on Bitumen sample in Brass ring
Bath temp. raised at 5OC per minute

22. DUCTILITY
Indicates the extent to which a sample can be stretched before breaking.
Length in cm. at breaking point is ductility

23. FLASH POINT
Used to measure temperature to which a sample bitumen may be safely heated
The flash point is the temperature reached when the vapour causes an instantaneous flash

24. Handling of
BITUMEN

25. Storage & Handling
Bitumen tanks should have low surface to volume ratio.
p r2 1
Exposed surface =
pr2h h
Product should be recirculated, however, return lines should enter the tank below Bitumen surface.
Bitumen should always be handled at lowest possible temperature, consistent with efficient use.
In case of reheating, heating should be done intermittently to prevent high localised temperatures. Prolonged direct flame heating may cause cracking of Bitumen.

26. Recommended Handling Temperatures
Characteristics / /70 30/40
Min. Pumping Temp.27OC
Mixing/Coating Temp. OC 150 to to to 175
Laying Temp.OC to to to 160
Spraying Temp.OC
Max. Safe Hdlng. Temp. OC

27. Normally Bitumen hardens by one grade during mixing and laying.

28. Selection of
GRADE

29. Selection Criteria Choice of Bitumen is based on
Climatic Conditions - Maximum & Minimum temperature & rainfall.
Intensity of Traffic - Number of vehicles per day, Traffic speed & axle load of vehicles.

30. Applications of 80/100 Grade
Less viscous grade.
Used in all climatic conditions.
Suited for traffic load < 1500 cv/day.
Better suited for high altitude/snow bound regions irrespective of traffic intensity.

31. Applications of 60/70 Grade
More viscous grade.
Higher softening point.
Suited for traffic intensity > 1500 cv/day.
Can withstand heavier axle loads.
Better suited for highways, expressways & urban roads.
Suited for areas where difference between min. & max. temp. is > 25oC.
Reduced stripping in presence of water.

32. Applications of 30/40 Grade
Suited for areas where diff. between min. & max. temp. < 25oC.
Suited for traffic intensity > 1500 cv/ day
Used in metropolitan areas.
Used in airport runways.

33. Durability of
BITUMINOUS ROADS

34. Factors Affecting Adhesion
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

35. Factors Affecting Adhesion
Bitumen
Rheology
Constitution
Mix
Void content
Permeability
Bitumen content
Bitumen film thickness
Filler type
Aggregate grading
Mix type

36. Durability of Bitumen Oxidative hardening. Evaporative hardening.
Exudative hardening.
Hardening in Bulk storage.
Hardening during mixing.
Physical hardening.

37. Bitumen
Advantages

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

39. 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

40. 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

41. 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

42. 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

43. 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

44. 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

45. Versatile

46. 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

47. 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.

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

49. 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.

50. BEAUTIFUL

51. B I T U M E N
A VISCO - ELASTIC MATERIAL

52. Engineering Properties of Bitumen
Bitumen is a visco-elastic material & it’s deformation under stress is a function of both temperature & loading time
At higher temperature &/or longer loading time
Behave as viscous liquids
At low temperature &/or short loading time
Behave as elastic solids
The intermediate range of temperatures, more typical of the conditions in service, result in visco-elastic behaviour.

53. The Stiffness Concept In solids : E = s e where E = Elastic modulus
s = Stress
e = Strain

54. The Stiffness Concept In visco-elastic material : St,T = s et,T
Where St,T = Stiffness modulus at specific time t & Temp. T.
s = Stress
et,T = Strain at specific time t & temp. T.

55. MODIFIED BITUMEN
Binder of the future

56. 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

57. Why Modified Bitumen? Another view point
2.75 million vehicles generate discarded tyres
30, ,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

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

59. 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

60. Types of Modifiers Polymers Plastics Rubbers Thermoset Thermoplastic
Synthetic Elastomers
SBS, SBR etc.
Polymers
Plastics
Rubbers
Crumb Rubber
Natural Rubber
(Latex)
Thermoset
Epoxy Resins
Plain
Thermoplastic
LDPE, EVA, EBA
Chemically
Treated

61. Types of Modifiers THERMOPLASTIC ELASTOMERS
Styrene-butadiene-styrene(SBS)
Styrene-butadiene-rubber (SBR)
Styrene-isoprene-styrene (SIS)
Styrene-ethylene-butadiene-styrene (SEBS)
Ethylene-prppylene-diene terpolymer (EPDM)
Isobutene-isoprene copolymer (IIR)
Natural Rubber
Crumb Rubber
Polybutadiene (PBD)
Polyisoprene
THERMOPLASTIC POLYMERS
Ethylene vinyl acetate (EVA)
Ethylene methyl acrylate (EMA)
Ethylene butyl acrylate (EBA)
Atactic polypropylene (APP)
Polyethylene (PE)
Polypropylene (PP)
Polyvinyl chloride (PVC)
Polystyrene (PS)
THERMOSETTING POLYMERS
Epoxy resin
Polyurethane resin
Acrylic resin
Phenolic resin
CHEMICAL MODIFIERS
Organo-metallic compounds
Sulphur
Lignin
FIBRES
Cellulose
Alumino-magnesium silicate
Glass fibre
Asbestos
Polyester
Polypropylene
ADHESION IMPROVERS
Orgainc amines
Amides
ANTIOXIDANTS
Amines
Phenols
Organo-zinc/organo-lead compounds
NATURAL ASPHALTS
Trinidad lake Asphalt (TLA)
Gilsonite
Rock asphalt
FILLERS
Carbon black
Hydrated lime
Lime
Fly ash

62. Grades of CRMB GRADES HP GRADES CRMB 50 HP MB(CR) 50
Meets IRC:SP:

63. Tests on CRMB Penetration Softening Point Elastic Recovery
Thin Film Oven Test

64. Test and Trials with CRMB
Central Road Research Institute, New Delhi.
Highway Research Station, Chennai.
Gujarat Engineering Research Institute, Vadodara.
Indian Institute of Technology, Kharagpur.
Municipal Corporation of Delhi.
Research Station, P.W (R&B) Dept., Hyderabad., Andhra Pradesh.

65. INTERNATIONAL USAGE OF CRUMB RUBBER MODIFIED BITUMEN

66. International Use of Crumb Rubber Modified Bitumen
CRMB is being used in USA from 1960
Currently Arizona , Florida , Texas and California using 2 million tons of Rubberized Bitumen.
CRMB is very popular in Australia for chip sealing wearing courses and structural layers .
Use of CRMB increasing in developing countries of Latin America.

67. International Use of Crumb Rubber Modified Bitumen
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

68. 25 YEAR ANALYSIS BY DEPARTMENT OF TRANSPORT, ARIZONA

69. Conclusions
Total thickness of conventional pavement was 21 inches Vs. 13 ½ inches for a rubberized pavement, the cost saving in initial construction was approx. 42%
Roughness value of conventional pavement was poorer by 27% initially but due to higher deterioration the gap increased to 50% by end of 11 years
In span of 11 years 50% less money was spent on maintenance cost on rubberized pavement in comparison to conventional pavement
The benefit to the user by way of savings in VOC was also seen and estimated that it is significantly less on rubberized pavement in comparison to conventional pavement

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

71. Selection Criteria Atmospheric Temperature OC <35 35-45 >45
Minimum Maximum
< >45
< CRMB50 CRMB 55 CRMB 55
-10 to CRMB CRMB CRMB 60
> CRMB CRMB CRMB 60

72. Recommended Handling Temperatures
Stage of Work
Viscosity, Poise
Temp. Range, OC
Binder at Mixing
< 2
165 – 185
Mix at Mixing Plant
< 4
Mix at Laying Site
< 5
Rolling at Site
10 – 1,000

73. HANDLING OF CRMB CRMB should ideally be used in hot condition.
When supplied in drums, it shall be agitated properly in melted condition for minutes before use.
Mixing & rolling temperature should be approx. 10OC higher than conventional temperature.

74. Bitumen
New Trends

75. 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

76. 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

77. Road Safety Audit Fresh project proposals Existing network of roads
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.

78. 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

79. 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

80. 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.

81. Stone Mastic Asphalt (Contd.)
The aggregate grading is similar to that of Porous Asphalt, but with the voids filled with mortar.
The process of designing Stone Mastic Asphalt mix involves adjusting grading to accommodate required binder and void content rather than the more familiar process of adjusting the binder content to suit the aggregate grading.
Cost effective despite high quality aggregate & higher binder content.
Extremely low maintenance.
Longer life.

82. 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

83. Perpetual Pavements Designed and build to last at least 50 years
Will result in reduced maintenance cost and traffic disruptions
Build bottom-up with strong foundation and structural stability
Higher fatigue resistance in lower layers
Higher rutting resistance in upper layers
Drainage is an important consideration in the design of pavement structures
The change in foundation properties with the different seasons must be adequately accounted for
Special soil conditions such as frost heave and expansive behavior need to be included in the site investigation and design, depending upon the local situation and standard practice
The selection of materials and mix design for the HMA layers is dependent upon the needs for the individual layers with respect to the overall performance of the pavement
Aggregate interlock is an important component to mix stability.

84. Perpetual Pavements
The use of crushed, hard aggregate particles and an aggregate structure evaluation will help to guarantee particle-to-particle contact.
use of polymers and fibers can enhance the high-temperature performance of asphalt binders.
It is important to achieve the proper density during construction. An air void content higher than about six percent may result in consolidation and rutting early in the pavement’s life.
The material in the top HMA layer may be either a SMA, OGFC or Superpave mix, depending upon the needs of a specific area. In any case, as distresses dictate the need for a new pavement surface, the old surface may be milled up and replaced with a minimum of traffic disruption and cost.
This underscores the principles of the Perpetual Pavement: Design: build it for the traffic, soil and climate, and the only cost thereafter should be associated with periodic overlays.
There are a number of initiatives by various countries and states to formalize the concept of Perpetual Pavements.
In Europe, particularly England and France, the idea of high-modulus pavements has gained acceptance. These are thick asphalt pavements placed over one or more layers of granular material.
Illinois is engaged in developing a long-life asphalt pavement design procedure. Participants have included the Illinois DOT, the HMA industry and the University of Illinois.
The Michigan Asphalt Pavement Association has developed a Perpetual Pavement design procedure.
Wisconsin is in the process of researching Perpetual Pavements at a number of test sites.
Texas is using Perpetual Pavements along the heavily traveled I-35 corridor.
Kentucky has used the Perpetual Pavement concept to design portions of interstate pavements.
Other efforts are proceeding in Virginia and Ohio.
What makes the Perpetual Pavement perpetual is that, while the surface will need periodic replacement, the bulk of the pavement structure will remain intact.

85. 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

86. 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

87. 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

88. PERFORMANCE GRADE BITUMEN

89. More direct correlation between bitumen and road performance is needed
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

90. BITUMEN TOMORROW - New system of classification to be developed
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

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

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

96. 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)

97. ROTATING THIN FILM OVEN TEST

98. PRESSURE AGEING VESSEL

99. 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 rad/s for unaged bitumen
G*/Sind min rad/s for RTFOT aged bitumen

100. DYNAMIC SHEAR RHEOMETER

101. 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 rad/s for RTFOT + PAV aged bitumen

102. LOW TEMP CRACKING Failure strain min. 1%
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%

103. BENDING BEAM RHEOMETER

104. DIRECT TENSILE TESTER

105. PERFORMANCE EVALUATION

106. 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

107. Packed Bitumen Quality

108. Packed Bitumen Quality

109. Bitumen Quality Depends on quality of input crude and process adopted
Operates on set parameters with minimal human intervention
Each batch tested for critical parameters

110. Drum Quality Fabricated as per IS 3575-1977 Type B
Quality of steel as per IS – 0.63mm
Quality of drum fabrication
Ensure zero defects
Ensure min. wastage of steel
Double sealing
Strengthening corrugations – 5+1mm
Quality of Painting – 2 coats of Bituminous paint
Testing
Each drum is tested at 0.25 kgf/cm2 pressure

111. Drum Filling Highest quantity per drum – 161.8kg
Lesser steel consumption per MT.
Filling at reduced temp. – 110OC
Less spillage
More qty. can be filled
Proper dimension of lids 175 mm
Delayed sealing of lids
Coefficient of expansion – /oC
Bitumen cools down
Reduced temp. variations after sealing
Less stress on drum surface & joints

112. Storage Storage & handling different from Lube drums Vertical storage
Pyramid style
Storage on firm surface
Asphalted
Concreted
WBM
Firms dry soil
Avoid Black cotton soil
Stacks of 500 or 1000 with passage between stacks
Single layer/Double layer/Triple layer depending upon the surface

113. Handling Different from Lube drums
Always transport drums in vertical position only
While unloading drums are vertically lowered onto the tyres
Where ever possible fork lift can be used
While rolling the surface should be free of pebbles
Where ever possible wooden pellets to be used for unloading and storing

114. SAFE HANDLING PRACTICES

115. Health, Safety & Environmental Aspects
Low order of potential hazard provided good handling practices are observed.
Contains Polycyclic Aromatic Hydrocarbons. PCAs with molecular wt. Of 200 to 4500 are biologically active carcenogens. Concentration of these in Bitumen is extremely low.
Other than heat burns, hazards are negligible. However it is prudent to avoid prolonged & intimate skin contact.

116. Health, Safety & Environmental Aspects (contd.)
In case of skin burns plunge the affected area under cold running water for 10 minutes.
When bitumen is heated or mixed with aggregate, fumes are emitted. The fumes contain particulate matter, Hydrocarbon vapours & very small amount of H2S. However, the concentration is rarely above permissible limits.

117. No Wonder “The smart choice is HP Bitumen”
Thank You!

118. Thank You