Bituminous Binders for Hot Climate

Walter J Tappeiner, E-Mail: wjt.pave@gmail.com

USE OF PG-GRADED BINDER FOR QATAR]

2011

INTRODUCTION In Qatar and other Middle Eastern countries the penetration grading system is widely used to specify bitumen grades. This method of testing and grading was developed in the USA about one hundred years ago. In the Middle East PEN 60-70 is usually preferred. Penetration grading is also the basis of current EN standards (BS EN 12591: Bitumen and Bituminous Binders Specifications for Paving Grade Bitumen); however, the grade designations are somewhat different in Europe than currently specified in the Middle East. Also, harder grades of bitumen (PEN 40-60 and PEN 30-45) are now widely used in Europe for heavy duty asphalt pavements. For high-modulus asphalt mixtures (EME), which have been used in France for two decades and which are now incorporated in UK highway specifications, even harder bitumen grades are employed (PEN 10-20 and PEN 15-25 in accordance with BS EN 13924). Although grading of bitumen based on penetration has served the asphalt industry reasonably well for about one century, this form of specifying and measuring hardness or consistency of bituminous binders (at 25C) is empirical; it does not allow rigorous engineering evaluation of the contribution that a bituminous binder makes to asphalt mix and pavement performance at various temperatures and loading conditions. Comprehensive research carried out over the last twenty years in the USA and in other countries led to more effective methodologies for testing, grading, and specifying bituminous binder. The Superpave binder system developed under the SHRP Program (Transportation Research Board, USA, 1987 through 1993) is arguably the best known of the new binder specification systems. This Performance-Graded (PG) system is standardized as ASTM D 6373 and AASHTO M 320: Standard Specification for Performance Graded Asphalt Binder. In the USA the PG-grading system is used for unmodified and polymer modified bituminous binders (PMB). The PG-grading system does not differentiate between unmodified bitumen and PMB. It specifies performance criteria; when available bitumen grades do not meet standardized performance criteria, bitumen must be modified to meet them. In Europe the harmonization of standards is progressing in two phases: Phase 1, which is complete, focused on harmonization of existing standards. Penetration at 25C and other empirical properties are used at this time for grading and specifying unmodified and polymer modified bituminous binders. Phase 2 development, which is now in progress, focuses on selecting performance based test methods and acceptance criteria. THE PG-GRADING SYSTEM OF CLASSIFYING BITUMINOUS BINDERS The PG-grading system requires selection of bituminous binders based on climate (7-Day maximum air temperature; degree days over 10C; minimum air temperature) and geographic latitude of the project site. Temperatures are selected based on reliability concepts. The hightemperature end of this base PG-grade is then adjusted upwards to account for traffic related conditions (primarily traffic volume and speed; tire pressure for airfield pavements). In North America selection of the appropriate PG-grade for use in highway construction is made easy by a software program (LTPPBind, current Version 3.1), which contains temperature and geographical information for over six thousand weather stations and an algorithm that converts critical air temperature into pavement temperature. PG grades are usually determined based on records of weather stations located near the project site.

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USE OF PG-GRADED BINDER FOR QATAR]

2011

Outside North America, critical high- and low-temperatures of PG grades are determined using local weather records and geographic latitude of the region under consideration. With this information, the LTPPBind methodology can be used to determine the appropriate PG grade; alternatively PG grade can be calculated using formulas published in SHRP reports. The hightemperature end is then adjusted upwards to account for the intended application using applicable traffic speed and volume along with desired reliability.

PG-GRADE BASED ON CLIMATE IN QATAR The geographic location of Doha is about 25.25N and 51.57E. Temperature records collected at the airports weather station show during the coldest season mean monthly temperatures of about 20C (minimum air temperature of about 6 C) and maximum mean monthly temperatures of about 41 C. Based on temperature records, the 7-day high air temperature is about 48 C, with a standard deviation of 2 C. High-temperature conditions in Qatar are nearly identical to those shown for the LTPPBind Weather Station CA 2319 (Death Valley, California). The latitude of Station CA 2319 is 34.47N and thus slightly less exposed than Doha, which is located nearer to the equator. Also, low temperatures are milder in Doha than in Death Valley; the Degree-Days over 10C exceed for Doha 6500. Special consideration of high temperature performance of bituminous binders and mixtures is essential. Based on the above climatic and geographic information the high temperature end of the base PG-Grade (before adjustment of the high-temperature end for traffic related conditions) is at a reliability of 98 % just above PG 70-XX, which would categorize it as PG 76-10.

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USE OF PG-GRADED BINDER FOR QATAR]

2011

Based on considerations related to composition and performance of bituminous binders at low temperature, it is recommended to specify in the case of PG 76-XX a low-temperature end of 22C (see chart below) even when the actual low temperature at the project location is higher (as is the case for Qatar). Therefore, the recommended PG-grade for Qatar based on climate and on average traffic conditions (low to medium volumes of traffic; traffic speed of about 60 km/hour or higher) is either PG 70-22 or 76-22.

ADJUSTMENT OF PG-GRADE FOR HEAVY TRAFFIC AND LOW TRAFFIC SPEED For high traffic volumes, slow traffic speed, and at locations where high shear forces occur (stop-and-go traffic; roundabouts; traffic junctions; freeway exit and entry lanes; taxiways and runway ends at airports; etc.) the high-temperature end of a PG-grade should be bumped by two Grades (each grade representing 6C). This results in PG 82-XX or higher grades; PG 82XX is currently the highest temperature grade shown in ASTM and AASHTO standards for PGgraded asphalt binder. In Europe, where different PMB specifications have been adopted, PMB grades of very high viscosity and stiffness are used regularly for heavy-duty applications. When European heavy-duty PMB grades (for example, EN 14023 PMB 10-40/65 or 10-40/75) are graded using the PG-system, grades corresponding to PG 88-XX and higher may be obtained (see table below; excerpt from paper presented by OMV AG at the Euroasphalt & Eurobitume Congress, 2004). The types of PMB shown in the table below are old grades; the EN framework PMB specifications provide classes for individual binder properties. CEN member countries select from these classes those that are rational for the climatic and traffic conditions that apply to a given project site. The penetration Class 2 (10-40) can be combined with Ring & Ball softening point requirements ranging from 40C to 80C. For heavy traffic, 65C is usually specified.

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USE OF PG-GRADED BINDER FOR QATAR]

2011

For heavy traffic in a hot climate, a higher Ring & Ball softening point should be considered (for example, 10-40/75 or 10-40/80). RECOMMENDATION FOR HEAVY-DUTY PAVEMENTS IN QATAR PG 76-22 is currently widely specified and used in the Middle East; it is suitable for normal traffic conditions, but not for highly stressed pavements, or for special asphalt mixtures such as high-modulus asphalt (EME). When high air and pavement temperatures are combined with sever loading conditions, such as slow moving or channelized traffic, or braking and cornering (roundabouts; intersections; etc) use of PMB with increased stiffness and rut resistance should be considered. The following grades of bituminous binder are recommended for Qatar:
Pavement Type and Exposure Airports Runways (except Ends) Runway Ends and Taxiways Major Highways < 3 million ESALs 3 to 10 million ESALs > 10 million ESALs Intersections and Congested Traffic Areas Range of Traffic Speed (km/h) Recommended PG-Grade Recommended Grade based on EN 14023

> 60 < 10 (to holding)

PG 76-22 PG 82-16

PMB 25-55/60 PMB 10-40/75

> 60 > 60 > 60 < 25

PG 76-22 PG 76-22 PG 76-22 PG 82-16

PMB 25-55/60 PMB 25-55/60 PMB 25-55/60 PMB 10-40/75

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Good quality PEN 60-70 bitumen meets typically performance requirements for PG 64-22; the upper temperature limit at which PEN 60-70 from BAPCO (Bahrain) meets PG requirements (G*/sin 1.00 kPa for original binder and 2.20 kPa for RTFOT aged binder) is about 68C.

USE OF PG-GRADED BINDER FOR QATAR]

2011

As temperature and traffic related stress decrease with depth below pavement surface, the high-temperature end of a PG-grade can be reduced by about one grading step for each depth increment of about 100 mm (see chart below, based on calculations using LTPPBind). When high modulus and highly rut resistant asphalt mix is specified for structural pavement courses, the high-temperature end of PG-grades should not be decreased with depth. In fact, in European countries, binders used for base and binder course are often stiffer than those used for wearing course. Example of PG-Grade Variation with Depth (based on LTPPBind)

Pavement Surface

For runway and taxiway pavements of the New Doha International Airport PMB meeting PG 76-22 was used, because current specifications of the Federal Aviation Administration (FAA, USA) caution about using binders with a high-temperature requirement of more than PG 76-22 because of workability concerns. European practice is not limited by such concerns. EFFECTIVE QUALITY MANAGEMENT

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Although selection of bituminous binder that is appropriate for a given application is very important, it does by itself not solve asphalt mix and pavement performance problems. Good quality aggregates and filler, sound asphalt mix design and performance based evaluation, and effective quality management of asphalt mix production and pavement construction are all very important to long-term satisfactory performance of asphalt pavements. Reducing variability in construction and achieving the targeted long-term performance requires experienced site engineering and supervisory personnel that are capable of bridging the gap between current technology and practices, and construction

USE OF PG-GRADED BINDER FOR QATAR]

2011

teams that are often not familiar with such work procedures. This gap should be closed through regular briefing, coaching and training by competent asphalt pavement engineers. Sound government policies that define and implement performance standards are important to building well performing highway and airport pavements. Although initially often unpopular with the construction industry, timely upgrading of standards and performance requirements in public works projects is necessary because it encourages continuing education, value based competitiveness, and performance improvement.
SUMMARY In view of the hot climate and increasingly heavy traffic encountered in Qatar and other Middle Eastern countries, binder grades should not be limited to PEN 60-70 and PG 76-22. Based on the PG-grading system, a good quality PEN 60-70 (PG limits of about 68-23) may be marginally adequate for asphalt pavements that are not heavily loaded. To compensate for low binder stiffness, very low binder contents and other unusual asphalt mix compositional criteria are adopted, which may affect overall pavement performance and durability. Although temperatures are not as high in Europe as in the Middle East, PEN 35-50 and PEN 40-60 are now widely specified and used in Europe for highway and airfield pavements. Harder binders are used for high modulus highly rut resistant asphalt mixtures, which have been used successfully in France for over 20 years, and which are now adopted in other countries. For these types of mixtures, special hard paving grade bitumen (PEN 10-20 and PEN 15-25) and PMB that is stiffer than PG 76-22 are usually required.

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