Poradnik Eng OSTATECZNY PDF

BITUMEN HANDBOOK
2014
Krzysztof Baejowski
Jacek Olszacki
Hubert Peciakowski
Bitumen Handbook
Authors:
PhD Eng. Krzysztof Baejowski
PhD Eng. Jacek Olszacki
M.Sc. Eng. Hubert Peciakowski
Copyright by ORLEN Asfaltsp.zo.o.
ul. Chemikw 7
09-411 Pock, Poland
www.orlen-asfalt.pl
2014
Both the Authors and ORLEN Asfalt Sp. z o.o. have exercised due diligence
toensure 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 any loss of any type and form. The reader shall
besolely responsible for the use of these data.

CONTENTS
INTRODUCTION...................................................................................................................6
ABOUT ORLEN Asfalt..........................................................................................................7
1. BITUMEN PRODUCTION................................................................................................10
1.1. Bitumen production technologies at ORLEN Asfalt..........................................................11
1.1.1. Production of Paving Grade and Multigrade Paving Bitumens..................................11
1.1.2. Polymer modification of bitumens............................................................................12
2. KEY PROPERTIES AND TESTING OF BITUMEN...............................................................14

2.1. Introduction......................................................................................................................14
2.2. Primary properties.............................................................................................................14
2.2.1. Penetration at 25C...................................................................................................14
2.2.2. Softening Point R&B..................................................................................................15
2.2.3. Fraass breaking point................................................................................................16
2.2.4. Flash Point, Cleveland cup method...........................................................................18
2.2.5. Solubility...................................................................................................................19
2.2.6. Plasticity range..........................................................................................................20
2.2.7. Penetration Index Ip..................................................................................................20
2.2.8. Viscosity....................................................................................................................21
2.2.9. Density......................................................................................................................29
2.2.10. Short-term ageing (RTFOT)........................................................................................29
2.2.11. Properties after RTFOT...............................................................................................31
2.3. Additional properties of polymer-modified bitumen........................................................31
2.3.1. Elastic recovery..........................................................................................................31
2.3.2. Elastic recovery at 25C after RTFOT ageing..............................................................33
2.3.3. Force ductility (cohesion)...........................................................................................33
2.3.4. Storage stability of modified bitumens.....................................................................35
2.3.5. Polymer modified bitumens microstructure...............................................................36
2.4. Other bitumen properties.................................................................................................36
2.4.1. N-heptane insoluble content.....................................................................................36
2.4.2. Paraffin content........................................................................................................36
2.4.3. Bitumen adhesion to mineral aggregates..................................................................37
2.4.4. PAV ageing...............................................................................................................38
2.4.5. BBR method..............................................................................................................39
2.4.6. DSR method..............................................................................................................40
2.4.7. MSCR method...........................................................................................................42
3. DISCUSSION OF STANDARDS EN 12591 and EN 14023...............................................44

3.1. Introduction......................................................................................................................44
3.2. Bituminous binder classification.......................................................................................44
3.3. Requirements of EN 12591 and EN 14023......................................................................45
3.4. National application documents.......................................................................................45
3.5. Evaluation of conformity in EN 12591 and EN 14023.....................................................48
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4. PAVING GRADE BITUMENS ACC. TO EN 12591...........................................................50
4.1. General description...........................................................................................................50
4.2. Properties..........................................................................................................................51
4.2.1. Paving Grade Bitumen 20/30.....................................................................................51
4.2.4. Paving Grade Bitumen 70/100...................................................................................59
4.2.5. Paving Grade Bitumen 100/150.................................................................................62
4.2.6. Paving Grade Bitumen 160/220.................................................................................64
5. POLYMER MODIFIED BITUMENS ORBITON ACC. TO EN 14023....................................66

5.1. General description...........................................................................................................66
5.2. Intended use.....................................................................................................................67
5.3. Properties..........................................................................................................................67
5.3.1. ORBITON PMB 10/40-65............................................................................................67
5.3.2. ORBITON PMB 25/55-60............................................................................................71
5.3.3. ORBITON PMB 45/80-55............................................................................................74
5.3.4. ORBITON PMB 45/80-55 EXP.....................................................................................77
5.3.5. ORBITON PMB 45/80-65............................................................................................80
5.3.6. ORBITON PMB 65/105-60..........................................................................................83
5.4. Other properties of Polymer Modified Bitumens ORBITON..............................................86
6. HIGHLY MODIFIED BITUMENS ORBITON HIMA............................................................88

6.1. Introduction......................................................................................................................88
6.2. Operating principle of HiMA............................................................................................88
6.3. ORBITON HiMA product family........................................................................................90
6.4. ORBITON HiMA test results..............................................................................................90
6.5. Experimental section in Poland........................................................................................93
6.6. Conclusion........................................................................................................................93
7. TEST RESULTS OF BITUMEN IN ASPHALT MIXTURES....................................................94

7.1. Introduction......................................................................................................................94
7.2. Rutting resistance tests....................................................................................................94
7.2.1. Comparative testing of all binders with AC 16S........................................................95
7.2.2. Comparative tests between individual binders...........................................................96
7.3. Low-temperature cracking resistance tests....................................................................103
7.3.1. TSRST method.........................................................................................................103
7.3.2. Comparative testing of all binders with AC 16S......................................................103
7.4. Conclusions.....................................................................................................................105
8. BITUMEN PROPERTIES ACCORDING TO SUPERPAVE...................................................106

8.1. Superpave.......................................................................................................................106
8.2. Low-temperature properties testing...............................................................................107
8.3. Testing of properties at high and intermediate temperatures.......................................108
8.4. PG system adjustment MSCR test...............................................................................111
8.5. Classification of ORLEN Asfalt bitumens acc. to PG System..........................................113
4
9. BITUMEN APPLICATION TECHNOLOGY.......................................................................116
9.1. Laboratory guidelines..................................................................................................116
9.1.1. Determination of process temperatures...............................................................116
9.1.2. Bitumen samples at the lab.................................................................................118
9.1.3. Bitumen adhesion to mineral aggregates.............................................................119
9.2. Bitumen storage..........................................................................................................119
9.3. Asphalt mixture production........................................................................................121
9.4. Asphalt mixture transport...........................................................................................122
9.5. Placement....................................................................................................................123
9.6. Roadbase preparation.................................................................................................123
9.7. Process temperatures..................................................................................................124
10. OTHER BITUMEN PROPERTIES...................................................................................125

10.1. Bitumen density...........................................................................................................125
10.2. Bitumen solubility........................................................................................................126
10.3. Data for mechanistic pavement design.......................................................................126
11. QUALITY CONTROL OF BITUMEN DELIVERIES ACC. TO EN ISO 4259.......................127

11.1. Quality acceptance rules for deliveries acc. to EN ISO 4259.......................................127
11.2. Determination of requirements...................................................................................127
11.3. Product evaluation by bitumen recipient....................................................................128
11.4. Disputes.......................................................................................................................129
11.5. Breaking point example...............................................................................................129
11.6. Reproducibility values for selected bitumen properties..............................................129
12. OCCUPATIONAL SAFETY............................................................................................130

12.1. Introduction.................................................................................................................130
12.2. Burns (skin, eye contact).............................................................................................130
12.3. Fire...............................................................................................................................131
12.4. Foaming in the presence of water..............................................................................132
12.5. Bitumen vapours (bitumen mist, smoke)....................................................................132
12.5.1. Hydrogen sulphide..............................................................................................133
LITERATURE.....................................................................................................................134
AUTHORS OF THE BITUMEN HANDBOOK.......................................................................135
5
introduction
Dear Readers
It isour pleasure tosubmit toyou our technical publication Bitumen Handbook 2014 prepared and pub-
lished by ORLEN Asfalt inEnglish. This isthe6th edition oftheBitumen Handbook series. Four editions were
published inPolish in2007, 2009, 2011 and 2014, and one inRomanian in2013.
The Bitumen Handbook isastructured compilation based onour expertise inbitumens, which also provides
information about their effective application. Itis theoutcome ofwork and theexperience ofour Technology,
Research and Development Department, and isprepared for those dealing with bituminous mixture design,
production and placement intheir everyday work. Thecontents ofthis publication and theway theinforma-
tion isprovided may also prove useful for those who are interested inthecurrent bitumen offering ofORLEN
Asfalt and bitumen properties. This publication also outlines thecurrent standardisation status ofbitumens
for road pavements.
We hope that this Handbook will address the ever-growing need for expertise concerning the application
of bitumens not only in Poland, but also in other countries of Central and Eastern Europe, and provide
avaluable insight into bituminous materials for road construction. ORLEN Asfalt isalways ready tocooperate
and help inselecting theproducts best suited toyour specific requirements.
We are proud that wecan share this valuable collection ofinformation with you.
6
About ORLEN Asfalt
About us
ORLEN Asfalt Sp. z o.o. isamember ofthePKN ORLEN SA Group, and one ofPolands largest bitumen manu-
facturers and sellers. Thecompany was registered under thename ORLEN Asfalt on21 July 2003. Atpresent
theonly shareholder ofthecompany is PKN ORLEN SA.
ORLEN Asfalt is the sole shareholder of a Czech company ORLEN Asfalt esk republika, formed following
theacquisition ofall shares inParamo Asfalt, selling bitumen manufactured by refineries inLitvinov and Pardubice.
17 April 2013 saw the official registration of the companys Romanian branch ORLEN Asfalt Sp. z o.o.
PLOCK Sucursala Bucuresti, helping thecompany tocontinue its robust development onsouthern markets.
The core business ofour company has always been theproduction ofand trade inpaving-grade bitumens,
ORBITON polymer-modified bitumens, Bitrex multigrade bitumens and industrial bitumens. ORLEN Asfalt
applies state-of-the-art technology solutions asareliable manufacturer ofbitumens, and isperfectly positioned
to supply its products for major road projects, harnessing its modern and efficient installations, operated
byqualified personnel.
Quality above all
We offer premium product and service quality toour customers. Our products are manufactured toEuropean
standards. ORLEN Asfalt isabenchmark example ofamodern business which focuses not only ontheproduction
process control and product quality improvement, but also cares about customer service quality.
With our customers needs inmind and out ofresponsibility for thequality ofbituminous pavements, weprovide
our customers with technical consultancy onbitumens their selection, properties and applications.
We strive to embrace all aspects of our operations with our motto Bitumens quality in every detail.
Ourcustomers are provided with both unrivalled product quality and top customer service standards.
We are atransparent company and all our operations follow therules ofcorporate governance inplace atthePKN
ORLEN SA Group, as well as the principles of corporate social responsibility, supporting the development
ofour staff and protecting thenatural environment.
About ORLEN Asfalt
Since 2005 we have been using an integrated Management System based on ISO 9001, ISO 14001 and
OHSAS 18001 standards.
7
Market recognition
The high quality ofproducts onoffer from ORLEN Asfalt isconfirmed by numerous honours and distinctions
awarded by recognised industry organisations and themedia. Positive recognition ofour products began in2004
with adistinction for our ORBITON elastomer-modified bitumens intheEUROPRODUCT competition, organised
under the auspices of the Polish Minister of Economy and the Polish Agency for Enterprise Development.
ORBITON polymer-modified bitumens were also awarded the Gold Medal at the 11th International Road
Construction Fair Autostrada-Polska, and the High Level prize in the Proven Product category, awarded
by Magazyn Autostrady magazine and the Polish Association of Transport Engineers and Technicians for
outstanding achievements and products. In2011 ORLEN Asfalt was honoured with theQI Golden Emblem
for top product quality awarded in the programme implemented under the auspices of the Polish Minister
ofRegional Development, thePolish Agency for Enterprise Development and thePolish ISO 9000 Forum Club.
The company was also twice honoured with the Construction Company of the Year title. Our BITREX
multigrade bitumen production technology also won the markets recognition, winning the Gold Medal
attheInternational Invention Fair IWIS 2007.
Our products
Our current offer comprises paving-grade bitumens, ORBITON polymer-modified bitumens, BITREX multigrade
bitumens and oxidised (industrial) bitumens. Following theconsolidation ofthebitumen segment, our product
offering was extended toinclude bitumens from theCzech Republic (Pardubice and Litvinov production centres)
and Lithuania (Maeikiai production centre).
Maeikiai
Pock
About ORLEN Asfalt
Litvnov Trzebinia
Pardubice
8
Bitumen products by production location:
Type of bitumen Pock Trzebinia Litvnov Pardubice Mazeikiai
20/30 20/30 50/70 20/30 35/50

35/50 35/50 70/100 30/45 50/70
Paving 50/70 50/70 160/220 35/50 70/100
Grade 70/100 70/100 50/70 100/150
Bitumens 100/150 100/150 70/100 160/220
160/220 160/220 160/220
ORBITON 10/40-65 ORBITON 10/40-65

ORBITON 25/55-55 EXP ORBITON 25/55-60
ORBITON 25/55-60 ORBITON 25/55-60 EXP
Polymer ORBITON 45/80-55 ORBITON 25/55-65 EXP
Modified
Bitumens ORBITON 45/80-55 EXP ORBITON 45/80-55
ORBITON 45/80-65 ORBITON 45/80-55 EXP
ORBITON 65/105-60 ORBITON 45/80-65
ORBITON 65/105-60
Multigrade BITREX 20/30 BITREX 35/50 VMT 25

Paving BITREX 35/50 BITREX 50/70 VMT 45
Bitumens BITREX 50/70 VMT 65
Hard AP 15 (10/20)
Paving Grade
Bitumens AP 25 (20/30)
85/15
85/25
Oxidised 80/15 Special Bitumen
95/35 85/40
Bitumens 95/35 BNK 40/180
95/35
105/15
About ORLEN Asfalt
9
Chapter 1
Bitumen production
ORLEN Asfalt isamanufacturer ofseveral bitumen types: paving-grade bitumens, ORBITON modified bitumens,
BITREX multigrade bitumens and oxidised (industrial) bitumens. Bitumen production operations are carried
out atmultiple production centres:
in Poland: Pock and Trzebinia,
in Lithuania: Maeiki,
all of which have implemented the Integrated Management System based on ISO 9001, ISO 14001 and
OHSAS 18001 standards.
Figure 1.1. ISO Certificates for ORLEN Asfalt and ORLEN Lietuva
In accordance with European requirements, ORLEN Asfalt and ORLEN Lietuva have implemented theFactory
Production Control (FPC) system, and all production sites (Pock, Trzebinia and Maeiki) hold FPC certificates
for thepaving-grade bitumens they produce (Table 1.1).
Table 1.1. List ofFPC Certificates for theProduction Sites.
FPC Certificate Number

Bitumen type
Site inPock Site inTrzebinia Site inMaeiki Site inPardubice Site inLitvnov
Paving Grade Bitumens 1434-CPD-0107 1) 1434-CPD-0108 1) 1567-CPD-0064 1) 1020-CPD-090027697 1) 1023-CPD-0233F
EN 12591
Bitumen production
Polymer Modified 1434-CPD-0133 1) 1434-CPD-0134 1)

Bitumens EN 14023
Multigrade Paving
Bitumens 2)
F-013-BG-015 F-013-BG-026 13 0720 SV/AO
(National certificates or
EN 13924-2 asof 2014)
1) Certificate designation may change from CPD toCPR following thenext update
2) National certificate inPoland and theCzech Republic (no EN standard for this bitumen, theEuropean standard for this type (EN 13924-2)
is expected tobe issued in2014)
Bitumens from ORLEN Asfalt are manufactured from conventional raw material sources, and specifically from
crude oil processing residue. Itis vacuum residue coming from thedistillation tower plant.
10
1.1. Bitumen production technologies atORLEN Asfalt
1.1.1. Production ofPaving Grade and Multigrade Paving Bitumens
ORLEN Asfalt manufactures Paving Grade Bitumens and BITREX Multigrade Paving Bitumens using systems
where vacuum residue from crude oil processing isoxidised. They are classified as1 semi-blown or air-rectified
bitumens.
Bitumen oxidation isavery complex chemical and physical process. Interms ofchemical processes, itinvolves
intense polymerisation and condensation leading toparticle growth. Chemical reactions taking place concurrently
produce oxygen compounds, with theassociated dehydrogenative condensation causing C-C (carbon-carbon)
bonds toappear. This produces resins and asphaltenes attheexpense ofnaphthenic aromatic hydrocarbons.
Thereaction types and mechanism depend onthereactions temperature. Thephysical nature ofthereaction
is evidenced by the stripping of lighter hydrocarbons from the liquid to the gaseous phase through steam
distillation. Itis an exothermic process, which means that heat isproduced by thereaction.
1.1.1.1. Biturox technology vacuum residue continuous oxidation system
Paving Grade and BITREX Multigrade Paving Bitumens are manufactured by ORLEN Asfalt mainly inthecontinuous
oxidation process based on BITUROX technology, licensed from Austrian company Prner. The process
involves continuous, uninterrupted feedstock batching tothereactors and continuous discharge ofproducts
tostorage tanks. Theprocess continuity ensures product homogeneity. Theprocess isalso marked by optimum
utilisation ofoxygen for oxidation and excellent hydrodynamic properties ofthereaction.
The heart ofthesystem iscomposed ofBiturox reactors. They are cylindrical, vertical pressure vessels fitted
with a central cylinder and an agitator with three turbines on a single shaft, placed inside the cylinder. Air
forming large bubbles moves upwards inside thecylinder, and iscollected attwo levels by coalescing plates
and broken into smaller bubbles by theagitators turbines. This renews thereaction surfaces. Intense oxidation
takes place intheentire volume, using less air and over ashorter residence time. Theair flow isselected sothat
thequantity ofoxygen intheoff gas is25% (v/v) 2. Air movement and operation oftheagitator produce
liquid circulation in the reactor an upward movement in the inner cylinder, and a downward movement
intheexternal cylinder space. Theheat ofoxidation iscollected from thereactor by theevaporation ofprocess
water, injected directly toprocess air immersion pipes. Thequantity ofprocess water precisely controls theprocess
temperature. Theresultant steam helps toremove undesirable by-products from thebitumen, such asgases
and light oxidised distillate and increases production safety. Bitumen isdischarged from theexternal cylinder
space ofthereactor, from thelevel above thefeedstock inlet, and iscooled inbitumen coolers. Subsequently,
itis sent tobitumen storage tanks, where itis mixed and tested for quality. Bitumen distribution toroad and
rail tankers takes place atsealed loading stations. Theprocess iscontrolled by thedistributed DCS system.
Bitumen production
1) According toEurobitumes nomenclature, paving-grade bitumens manufactured by ORLEN Asfalt are semi-blown or air-
rectified bitumens, with the Penetration Index lesser than or equal to 2.0, whereas industrial bitumens are (oxidised)
bitumens, and their Penetration Index is greater than 2.0 [source: Physical differentiation between air-rectified and oxidised
bitumens. Technical Committee Task Force. Eurobitume, 15.04.2011]
2) (v/v) means volumetric proportions, whereas (m/m) stands for weight proportions
11
Figure 1.2. Continuous oxidation system Biturox reactors (photo by ORLEN Asfalt)
1.1.1.2. Vacuum residue periodic oxidation system oxidisers
The periodic oxidation plant atORLEN Asfalt isprimarily used for theproduction ofindustrial-grade bitumens
(oxidised bitumens) and special bitumens, but it can just as well be used for paving-grade and multigrade
bitumens.
Unlike Biturox reactor oxidation, theproduction intheoxidisers isabatch process, involving thebatching
ofthefeedstock totheoxidiser, oxidation ofthefeedstock and pressing ofthefinished product. Theoxidiser
isless sophisticated interms oftechnology than theBiturox reactor.
1.1.2. Polymer modification ofbitumens
Bitumen modification isdesigned toincrease thetemperature range inwhich bitumen demonstrates viscoe-
lastic properties. ORLEN Asphalt applies thephysical method for modification, involving mutual, mechanical
mixing ofbitumen and polymer, with potential addition ofcrosslinkers.
1.1.2.1. Bitumen polymer modification system
The primary feedstock for polymer-modified bitumen production atORLEN Asfalt comprises special bitumens,
so-called base bitumens, whose properties are appropriate for SBS elastomer modification. The modifier
added tobitumen intheproduction process isusually Styrene-Butadiene-Styrene block copolymer (SBS), and
therefore this bitumen type isalso referred toas elastomer-modified bitumen.
Bitumen production
Modified bitumen production involves theinsertion ofthepolymer into hot bitumen, milling ofthemixture
inahigh-shear mill and its final dissolution and homogenisation.
The production technology was developed and is supervised by ORLEN Asfalts Technology, Research and
Development Department, which also develops formulas for new products.
12
ORLEN Asfalt operates two polymer-modified bitumen production lines in Pock (launched in 2006) and
inTrzebinia. Figure 1.3 shows thediagram for thePock sites bitumen modification system.
Base bitumen tanks

(feedstock for production)
Reactors
(mixers)
Mixing tanks
Road tanker loading stations

Polymer
shear mill
Polymer-modied bitumen
(nished product) tanks
Figure 1.3. Pock site bitumen modification system diagram
Both systems (Pock and Trzebinia sites) are automatically controlled. ThePock system iscontrolled by DCS
(Figure 1.4), which enables full production process control and historical process data readout.
Figure 1.4. DCS system for the Pock site ORBITON modified bitumen
production (photo by ORLEN Asfalt)
The application ofelastomer (modifier) intheproduction process helps toachieve substantial benefits interms
ofbitumen properties atboth high and low temperatures. Polymer-modified bitumens are used for bituminous
pavements carrying heavy traffic, at particular locations such as bridge decks, and for special bituminous
Bitumen production
mixtures, such asporous asphalt mix. Performance ofthis bitumen type markedly exceeds that ofconventional
paving-grade bitumen intheapplications mentioned above.
More details are provided inthechapters on:

ORBITON modified bitumens (Chapter 5),
Bituminous mixture test results (Chapter 7),
Superpave test results (Chapter 8).
13
Chapter 2
Key properties
and testing ofbitumen
2.1. Introduction
This chapter lists and briefly discusses key properties of bitumen and their testing methods. The authors
intention istohelp readers analyse therelevant standards and technical documents.
Photographs inthis chapter were made atan accredited laboratory owned by ORLEN Laboratorium sp. z o.o.,
supporting bitumen production control for thePock plant.
2.2. Primary properties
2.2.1. Penetration at25C
The primary method for bitumen classification intheEuropean standardisation framework isthepenetration
test at25C.
The test involves the determination of bitumen consistency expressed as the distance that a standardised
steel needle penetrates vertically into abitumen sample ataspecific temperature. Theneedle load is100 g,
and theloading time equals 5 seconds. Thepenetration unit is[0.1 mm], which corresponds totheneedle
penetration depth inthebitumen sample.
Interpretation oftheresults iseasy: e.g. weknow that bitumen with apenetration of200 [0.1 mm] issofter
than bitumen with apenetration of100 [0.1 mm] since, intheformer case, theneedle penetration depth
is20 mm, while inthelatter itis 10 mm. Ingeneral terms, thegreater thepenetration, thesofter thebitumen.
Key properties and testing ofbitumen
The test can be conducted atvarious temperatures, although 25C isadopted for bitumen classification purposes.
The penetration test isconducted according toPN-EN 1426 Bitumen and bituminous binders. Determination
ofneedle penetration.
100 g
100 g
penetration
Figure 2.1.
Penetration test principle
Start of test End of test
14
Figure 2.2. General view of the penetration test Figure 2.3. View ofabitumen sample after thetest (photo
equipment with abitumen sample (photo by ORLEN by ORLEN Asfalt sp. z o.o., courtesy of ORLEN Laboratorium
Asfalt sp. z o.o., courtesy ofORLEN Laboratoriumsp.zo.o.) sp. z o.o.)
2.2.2. Softening Point R&B
The softening point specifies bitumen properties athigh service temperatures and represents aconventional,
approximate upper limit oftheviscoelastic consistency.
The test involves the determination of the conventional temperature at which asphalt acquires a specific
consistency. Bitumen softening point testing isusually performed by thering and ball method (R&B inshort).

Two bitumen samples placed inmetal rings are heated inacontrolled manner inaliquid (distilled water for
theexpected R&B from 28 to80C, glycerine for theR&B from 80 to150C), placed inaglass beaker, with
each bitumen-filled ring supporting asteel ball. Thesoftening point isadopted astheaverage temperature
at which both bitumen rings soften to the point that each ball, covered in bitumen and overcoming its
resistance, travels adistance of25.0 mm 0.4 mm. Theresult ofthesoftening point test isexpressed in[C].
The R&B (ring and ball) softening point test is carried out in accordance with PN-EN 1427 Bitumen and
bituminous binders. Determination ofthesoftening point. Ring and Ball method.
25 mm
Figure 2.4.
R&B softening point test principle
Start of test End of test
15
A B
Figure 2.5. General view oftheautomatic R&B softening point test equipment with abitumen sample (photo by
ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
A B
Figure 2.6. View ofabitumen sample before and after thetest (photo by ORLEN Asfalt sp. z o.o., courtesy ofORLEN
Laboratorium sp. z o.o.)
2.2.3. Fraass breaking point
The breaking point determines low-temperature bitumen properties and represents an approximate (conventional)
lower limit ofviscoelastic consistency.
The breaking point test isconducted according toPN-EN 12593 Bitumen and bituminous binders. Determination
oftheFraass breaking point. Thetest proposed by A. Fraass involves thedetermination ofthetemperature
at which a 0.5 mm thick bitumen layer breaks when spread on a thin, steel plate, 20x41 mm, placed
inthetest set described below.
The bitumen sample is placed in the test set and subjected to cyclic, mechanical bending and relieving.
Thebending occurs every 1C while theair temperature around thesample isconstantly decreased atarate
of1C/minute. Thebitumen layer isexamined after each plate bending and any cracks are recorded. Thetests
ends when thefirst visible sample crack isobserved. Theresult oftheFraass breaking point isexpressed in[C].
16
A B
40,0 mm 36,5 mm
Figure 2.7. Fraass breaking point test principle, A) plate with bitumen prior tobending, B) plate with bitumen after
bending themoment ofexamination whether any bitumen cracks are observed
A B
Figure 2.8. General view of the Fraass breaking point test set with a bitumen sample, A) semi-automatic set,
B)automatic set (photo by ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
Figure 2.9. View of a bitumen sample on the plate placed on the semi-automatic set after the test a bitumen
layer crack can be seen (photo by ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
17
The applicability oftheFraass method has been challenged for many years asitarguably does not translate
into theactual behaviour ofbitumen inthepavement inwinter. Therefore, many countries, such astheUS,
currently use the BBR method (see Section 2.4.5), or develop new methods for low-temperature binder
properties testing (ABCD method or other).
2.2.4. Flash Point, Cleveland cup method
Flash point testing belongs toagroup oftests related tobituminous binder application safety. This method
helps toverify whether thebinder contains flammable, volatile components.
Flash point testing isconducted according toPN-EN ISO 2592 Determination offlash and fire points. Cleveland
open cup method. The test involves the determination of the temperature at which there is instantaneous
flash ofbitumen sample vapours inan open cup.
Prior to the test, an ambient atmospheric pressure reading is taken from the laboratory barometer and
recorded. Thecup with abitumen sample ispreheated atatemperature increase rate of1417C/min. When
the sample temperature is about 56C smaller than the expected flash point, bitumen heating is reduced
so that the temperature increase rate for the last 23C is 56 C/min. Then, the test flame is passed over
thebitumen inthecup until theflame causes thevapour toflash and theflame spreads over thebitumen
surface. Theflash point, expressed in[C] and determined attheambient atmospheric pressure, isadjusted
tostandardised atmospheric pressure using theappropriate mathematical equation.
Figure 2.10. General view oftheCleveland open cup flash point test equipment (photo by ORLEN Asfalt sp. z o.o.,
courtesy ofORLEN Laboratorium sp. z o.o.)
There isalso aflash point testing method using theso-called Martens-Pensky closed cup [PN-EN ISO 2719:2007].
The values obtained using that method are typically smaller than those obtained from the Cleveland open
cup method.
18
2.2.5. Solubility
This test checks whether thebinder contains any solid contamination.
The solubility test isconducted according toPN-EN 12592 Bitumen and bituminous binders. Determination
ofsolubility. Thetest involves thedetermination, inpercentage terms (relative totheentire bitumen sample),
ofthat part ofbitumen mass which dissolves inaspecific solvent.
A bitumen sample is dissolved in the solvent and filtered through a layer of glass powder in a sintered
crucible. Undissolved material from bitumen iswashed, dried and weighed. Then, theresult ofthesolubility
test is calculated, expressed as the percentage mass of the dissolved bitumen fraction relative to the mass
oftheentire sample [% m/m].
Bitumen + solvent Undissolved

bitumen
Sintered
glass
crucible e
sur
pres
t ive
ga
Ne
Dissolved
bitumen
Figure 2.11. Solubility test principle
A B
Figure 2.12. Figure 2.13.

General view ofthesolubility test set (photo by ORLEN Asfalt sp. z o.o., View of a bitumen sample after the test
courtesy ofORLEN Laboratorium sp. z o.o.) (photo by ORLEN Asfalt sp. z o.o., courtesy
ofORLEN Laboratorium sp. z o.o.)
19
Bitumen solubility data can be used to determine bitumen contamination by solids, e.g. coke, and
to determinevalue of T as per Section A.4, that is to determine the content of dissolved bitumen after
theextraction ofthebituminous mixture acc. to PN-EN12697-1 Bituminous mixtures. Test methods for hot
mix asphalt. Part 1: Soluble binder content.
The results ofbitumen solubility tests are provided inChapter 9.
2.2.6. Plasticity range
The plasticity range is the difference between the Softening Point R&B and the Fraass Breaking Point [C].
Bydefinition, theplasticity range istherange within bituminous binder retains its viscoelastic properties.
From thestandpoint ofthebinders user, theclassical bitumen theory emphasises that therange should be
asbroad aspossible, i.e. marked by thelowest possible breaking point and highest possible softening point.
In contemporary research, however, the applicability of the breaking point and softening point is relatively
often challenged. Instead, testing e.g. by theDynamic Shear Rheometer (DSR) or theBending Beam Rheometer
(BBR) isproposed asmore suitable for thedetermination ofbinder properties (see Sections 2.4.5 2.4.6).
Therefore:
Plasticity range = TR&B TFraass
2.2.7. Penetration Index Ip
The Penetration Index Ip isthemeasure oftemperature sensitivity ofbitumen, and iscalculated using theequation
taking theknown value ofpenetration at25C (100 g, 5 s), determined inaccordance with PN-EN1426, and
the Softening Point R&B determined acc. to PN-EN 1427. The Penetration Index is a dimensionless quantity
[-]. Thelower thePenetration Index, thefaster thebinder changes its consistency asthetemperature changes
(shows greater temperature sensitivity).
The calculation of the Penetration Index acc. to PN-EN 12591 is based on the assumption that bitumen
atthesoftening point R&B has penetration equal to800 [0.1 mm].
Ip iscalculated from theequation provided inAnnex Ato PN-EN12591.
tR&B R&B softening temperature indegrees Celsius;

lg P common logarithm ofpenetration at25C [0.1 mm].
20
2.2.8. Viscosity
Bitumen viscosity isone ofthemost important process and service properties. There are various definitions
ofviscosity and its testing methods. This section provides abrief description ofviscosity asaphenomenon,
therequired definitions and conversion factors, aswell asgives an overview ofthevarious testing methods.
Bitumens are complex liquids inrheological terms. Their viscosity may vary depending on:
temperature change,
shear rate,
test duration,
testing method,
test set used inagiven method.
In other words, this means that thecomparability ofviscosity asdetermined by different testing methods
can be retained only if specific measurement conditions are strictly complied with (the same temperature,
appropriately selected test sets, shear rate, test duration). Inother cases, thecomparison and substitution
ofviscosity test results isincorrect and may lead toerroneous conclusions.
The resistance ofaliquid body toall irreversible changes ofposition ofits volumetric constituents isreferred
toas viscosity [19]. For bitumen, viscosity can be defined astheinternal friction between particles when one
bitumen layer moves relative toanother. Thehigher thetemperature ofbitumen, thelower itsviscosity [4]. This
relationship isused todetermine temperatures for bitumen pumping, mixing with aggregate and pavement
compaction. Figure 2.14 shows aschematic relationship between bitumen viscosity and its temperature.
Viscosity logarithm

Temperature
Figure 2.14. Relationship between bitumen viscosity and temperature
2.2.8.1. Viscosity measurement principle
Isaac Newton was thefirst toformulate theprimary rule for viscosity measurement, known asNewtons law
ofviscosity, expressed by thefollowing equation [19]:
=
shear stress = viscosity shear rate
21
The model ofarotating spindle immersed inacontainer holding abitumen sample, shown inFigure 2.15,
helps todefine both shear stress and shear rate.
Vertical
cross-section A-A
B B
1 Detail
13
12 y
2
4
1
5
Vm
ax
13
142
1. Rotating spindle
A A
1 2. Wall of the container holding a bitumen sample
3. Bitumen sample
4. Fragment of a bitumen sample of unit thickness
y 5. Distribution of velocity of bitumen particles
movement in the unit fragment of a bitumen sample
13
12 Horizontal
cross-section B-B
Figure 2.15. Model oftherotating spindle immersed inacontainer holding abitumen sample
F N
shear stress => = = 2 = Pa [ paskal ]
A m
Vmax 1
shear rate => = [s ]
y
2.2.8.2. Types ofviscosity and their interrelations
Dynamic viscosity is the ratio of shear stress and shear rate. Dynamic viscosity is a measure of liquid flow
resistance and is typically referred to as liquid viscosity [PN-EN 12596 Bitumen and bituminous binders
Determination ofdynamic viscosity by vacuum capillary].
dynamic viscosity =>
The SI dynamic viscosity unit isPascal second [Pas]. milipascal second [mPas] isalso often used [1].
1Pa s = 1000 mPa s
Formerly, dynamic viscosity unit from theCGS system was used, namely thepoise [P], named after French
physicist Jean L. M. Poiseuille [10]:
1 Pa s = 10 P
centipoise [cP] was also used:
1 P = 100 cP
Kinematic viscosity, also referred to as kinetic viscosity, is the ratio of dynamic viscosity and liquid density.
Dynamic viscosity isameasure ofliquid flow resistance under gravity [PN-EN 12595 Bitumen and bituminous
binders Determination ofkinematic viscosity]. Kinematic and dynamic viscosity are therefore interrelated.
m2
kinematic viscosity => = =
s
22
kg N s 2
density => = =
m3 m4
Kinematic viscosity unit ismetre2/second [m2/s]. millimetre2/second [mm2/s] isalso often used:
1m2 / s = 1 000 000 mm2 / s
Formerly, akinematic viscosity unit known asStokes [St] or Centistokes [cSt] was used, named after Irish
physicist George Gabriel Stokes [19]:
cm 2
1 St = 100 cSt and 1 St = 1
s
Centistokes isequivalent tomillimetre2/second

1 mm 2 / s = 1 cSt
2.2.8.3. Viscosity testing methods
Viscosity testing can be conducted by various methods and instruments, also atvarious temperatures. Bitumen
tests are typically conducted at 60, 90 and 135C, which corresponds to a specific process temperature
(service, rolling and pumping). Viscosity testing atORLEN Asfalt isoften conducted at160C or180C ifthetest
isperformed onmodified bitumen.
Characteristics of test sets and rules for kinematic and dynamic viscosity testing are provided below for
theselected, frequently used methods:
kinematic viscosity testing with BS/IP/RF viscometer,
dynamic viscosity testing with Cannon-Manning vacuum capillary,
dynamic viscosity testing with rheometer by cone and plate method,
dynamic viscosity testing with Brookfield rotary viscometer.
Kinematic viscosity testing with BS/IP/RF viscometer

General view of the BS/IP/RF capillary viscometer and apparatus in which the test shown on Figure 2.16
isconducted.
Figure 2.16.
General view oftheBS/IP/RF capil
lary viscometer and apparatus used
for kinematic viscosity testing
(photo by ORLEN Asfalt sp. z o.o.,
courtesy of ORLEN Laboratorium
sp.z o.o.)
23
Kinematic viscosity testing with theBS/IP/RF viscometer isconducted according toPN-EN 12595 Bitumen and
bituminous binders. Determination ofkinematic viscosity. Thetest involves thedetermination oftheflow time
of a specific liquid through a capillary of acalibrated viscometer atapre-set test temperature (efflux time)
[PN-EN 12595]. Figure 2.17 shows theprinciple ofthetest duration determination.
BS/IP/RF
capillary
viscometer
Bitumen sample
Time measurement t
Figure 2.17. Test duration determination principle intheBS/IP/RF capillary viscometer
Kinematic viscosity is calculated as the product of the efflux time expressed in seconds and the viscometer
calibration constant using thefollowing equation [PN-EN 12595]:
v = C t [mm2 / s]
where:
C viscometer calibration constant expressed in[mm2/s2]

t efflux time expressed in[s]
Dynamic viscosity testing with theCannon-Manning vacuum capillary
Dynamic viscosity testing isconducted according toPN-EN 12596 Bitumen and bituminous binders. Determination
ofdynamic viscosity by vacuum capillary. Dynamic viscosity testing by vacuum capillary asper PN-EN12596
involves theapplication ofthedifference inflow time ofbitumens having different viscosities through acapillary
under pre-set negative pressure and temperature. Knowing theflow time ofapredetermined bitumen volume
and the viscometer calibration factor, we can determine dynamic viscosity using theappropriate equations.
General view oftheCannon-Manning vacuum viscometer and apparatus inwhich thetest shown onFigure
2.18 isconducted.
24
A B
Figure 2.18. General view oftheCannon-Manning vacuum viscometer and apparatus used for dynamic viscosity testing
(photo by ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
The test involves thedetermination offlow times t1 and t2 ofaspecific volume ofliquid by thevacuum method
through acapillary under pre-set negative pressure and temperature conditions [PN-EN 12596]. Figure 2.19
shows theprinciple ofthetest duration determination.
Negative Negative Negative

pressure pressure pressure
Cannon-Manning Cannon-Manning
vacuum vacuum
viscometer viscometer

Zb 2
Time measurement t2
Zb 1
Time measurement t1
Bitumen sample
Figure 2.19. Test duration determination principle intheCannon-Manning vacuum viscometer
25
Dynamic viscosity is calculated as the arithmetic mean of the products of flow times expressed in seconds
(t1and t2) and therelevant viscometer calibration factors using thefollowing equations [PN-EN 12596]:
where:
1, 2 namic viscosities calculated onthebasis offlow times through tanks Zb1 and Zb2
K1, K2 selected calibration factors for tanks Zb1 and Zb2 expressed inpascals [Pa]
t1, t2 flow times through tanks Zb1 and Zb2 expressed in[s]
dynamic viscosity determined intheCannon-Manning vacuum viscometer
Dynamic viscosity testing with therheometer by cone and plate method
Dynamic viscosity testing with therheometer by cone and plate method isconducted according toPN-EN13702
Bitumen and bituminous binders. Determination ofdynamic viscosity ofmodified bitumen. Part 1: Cone and
plate method. General view oftherheometer for thetesting ofminimum dynamic viscosity by cone and plate
method isshown onFigure 2.20.
Figure 2.20. General vive oftherheometer for thetesting ofminimum dynamic viscosity by cone and plate method
26
The test involves the determination of torque for apre-set shear rate [PN-EN 13702-1]. Thetesting system
configuration and thegeneral view ofits constituents isshown onFigure 2.21.
A M.d
Cone
with
constant A
C
Bitumen sample
Area
Figure 2.21. Testing system configuration with a bitumen sample during the test (A) and general view of its
components cone (B) and plate (C)
Using aknown torque and cone factor, thetesting system calculates viscosity based onthefollowing equa-
tion [PN-EN 13702-1]:
where:
A cone factor expressed[m-3]
Md torque expressed in[Nm]

shear rate expressed in[s-1]
The final result ofdynamic viscosity testing, expressed in[Pas] or [mPas] iscalculated asthearithmetic mean oftwo
determinations and isobtained along with thecorresponding shear rate and test temperature [PN-EN 13702-1].
Dynamic viscosity testing with theBrookfield rotary viscometer
Dynamic viscosity testing isconducted according toPN-EN 13302 Bitumen and bituminous binders. Determina-
tion ofdynamic viscosity ofbituminous binder using arotating spindle apparatus or ASTM D 4402 Standard
Test Method for Viscosity Determination ofAsphalt atElevated Temperatures Using aRotational Viscometer.
Brookfield dynamic viscosity testing applies the difference in the resistance of a rotating spindle immersed
in bitumen with different viscosity. Resistance increases as bitumen viscosity increases, while the spindles
torque remains within theappropriate pre-set range. Aview oftheBrookfield viscometer for dynamic viscosity
testing and therelated testing system isshown onFigure 2.22.
27
A B
Figure 2.22. General view oftheBrookfield viscometer (A) and close-up onthespindle and aheated container for
thebitumen sample (B) (photo by ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
Dynamic viscosity testing involves thedetermination oftherelationship between relative resistance totherotation
ofthespindle inaspecial container holding thetested sample atthepre-set spindle rotational speed. Dynamic
viscosity ofthetested liquid isread out directly ontheviscometer, whose spindle torque must be within aspecific
range. If thecondition isnot met, thespindle isreplaced with another one, having adifferent shape coefficient
[PN-EN 13302].
The Brookfield viscometer configuration and the general view of the spindles with various shape coefficients
is shown on Figure 2.23. The shape of the spindle (spindle numbers are typically used) should be stated with
theBrookfield apparatus viscosity test result.
A Analogous B
or digital readout
of dynamic viscosity
Bearing
Engine
with a clutch
Bearing
Spindle Figure 2.23.

Bitumen Brookfield viscometer configuration (A) and general view
sample
container Bitumen of the spindles with various shape coefficients (B) (photo by
sample ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
The final result ofdynamic viscosity testing, expressed in[Pas], [mPas] [PN-EN 13302] or [cPa] [ASTM D 4402]
iscalculated asthearithmetic mean ofthree determinations.
The results ofpaving-grade and modified bitumen viscosity tests are provided inChapters 4 and 5.
28
2.2.9. Density
Bitumen density testing isconducted according toPN-EN 15326 Bitumen and bituminous binders. Measurement
ofdensity and specific gravity. Capillary-stoppered pyknometer method. Thetest involves thedetermination
oftheratio ofdensity ofthetested bituminous binder and thetest fluid density under thesame temperature
conditions.
A sample ofbitumen with precisely determined volume isplaced inapyknometer at25C. After temperature
balance isachieved, thesample isweighed with theappropriate precision. Then, theprocess isrepeated with
thetest fluid, i.e. exactly thesame volume ofthetest fluid (with known density) isweighed. Density and specific
gravity are calculated from the appropriate equation on the basis of the known difference in the masses.
Theunit ofdensity is[kg/m3].
Informer bitumen standards, thestandard for density testing was PN-ENISO 3838 Crude petroleum and liquid
or solid petroleum products Determination ofdensity or relative density Capillary-stoppered pyknometer
and graduated bicapillary pyknometer methods.
Bitumen density isrequired, among others, tocalculate volumetric parameters ofbituminous mixtures asper
PN-EN12697-8 Bituminous mixtures. Test methods for hot mix asphalt. Part 8: Determination ofvoid char-
acteristics ofbituminous specimens.
2.2.10. Short-term ageing (RTFOT)
The most intense bitumen ageing processes take place when bitumen ismixed with hot aggregate inthebatching
plants mixer. Temperature atthat time isthehighest and thelayer ofbitumen ontheaggregate isvery thin.
Under those circumstances theevaporation oflight fractions and bitumen oxidation isthefastest and most
intense, and bitumen rapidly hardens (ages). Theprocess isreferred toas short-term ageing. Thenext step
islong-term ageing, taking place inthepavement over many years ofroad service life (see PAV test described
inSection 2.4.4).

Bitumen hardens (its stiffness increases) asaresult ofageing, which means that, among other things:
its penetration drops,
its softening point increases,
its break point increases (deteriorates),
its viscosity increases.
Bitumen ageing should not be passed over inthis discussion onbitumen asaconstruction material. Importantly,
bitumen incorporated inthepavement has already undergone short-term ageing. Tests onbitumen sensitivity
toageing are therefore very relevant. Short-term ageing (at ahigh temperature) isavital consideration.
From theperspective ofpavement quality, itis required tocheck theeffects ofshort-term ageing onprimary
bitumen properties, such as penetration, softening point and elastic recovery (for modified bitumen). For
this reason, a number of test methods have been developed to replicate the ageing process and produce
bituminous binder samples after ageing for further testing.
29
One of the most commonly used methods for short-term ageing is RTFOT (Rolling Thin Film Oven Test)
conducted inaccordance with PN-EN12607-1 Bitumen and bituminous binders. Determination oftheresistance
to hardening under influence of heat and air. Part 1: RTFOT method. It involves subjecting a thin layer
ofbituminous binder tohot air flowing around itfor aspecified period oftime.
Bitumen samples placed inpre-weighed glass containers are installed inaspecial rotating disc inside adrier
for theRTFOT test atthetemperature of163C with air blowing. After aspecific time thesamples intheglass
containers are taken out of the drier and cooled down to ambient temperature. The binder in the glass
containers has thus undergone theshort-term ageing simulation test and can be used for subsequent tests.
Figure 2.24. General view oftheRTFOT short-term ageing test set (photo by ORLEN Asfalt sp. z o.o., courtesy ofORLEN
Laboratorium sp. z o.o.)
Figure 2.25. View ofglass containers for bitumen samples (A) and containers installed intheRTFOT drier (B) (photo
by ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
30
2.2.11. Properties after RTFOT
A certain quantity of aged bitumen is obtained from the RTFOT test. Subsequently, tests are carried out
toverify whether thebinders properties have changed asaresult ofshort-term ageing.
2.2.11.1. Retained penetration after RTFOT
Bitumen penetration drops asaresult ofshort-term ageing. Thebitumen sample obtained from theRTFOT
is tested for penetration at 25C according to PN-EN 1426. Then, the value of penetration after ageing
iscalculated [%] asapercentage share oftheinitial bitumen penetration before theRTFOT ageing (assuming
that non-aged bitumen penetration is100%).
2.2.11.2. Increase and decrease insoftening point after RTFOT
Bitumen softening point after short-term ageing usually increases. The bitumen sample obtained from
theRTFOT istested for softening point according toPN-EN 1427. Then, theincrease insoftening point after
ageing iscalculated [C] asthedifference between thesoftening point ofthesample after theRTFOT ageing
and non-aged bitumens softening point. Therequirement limiting theincrease inthesoftening point after
ageing applies toeach type ofbitumen used for hot mixes: paving-grade, modified and multigrade.
It may happen that the softening point after RTFOT is lower for some modified bitumens, which depends
ontheactual modifier and modification technology. Therefore, thespecification for modified bitumens asper
PN-EN 14023 provides an optional requirement concerning determination of this property. For instance,
therequirement isincluded inthePolish national annex toPN-EN 14023:2011.
2.2.11.3. Mass change after RTFOT (absolute)
Bitumen mass may change (increase or decrease) asaresult ofshort-term ageing. Thechange ofmass after
ageing isdetermined according toPN-EN 12607-1 (RTFOT). Itis calculated asthemass difference between
fresh bitumen and the sample after the RTFOT. The final result is the absolute percentage mass difference

between thesample before and after theageing test.
2.3. Additional properties ofpolymer-modified bitumen
The following sections discuss tests developed specifically for polymer-modified bitumen.
2.3.1. Elastic recovery
No conventional polymer-modified bitumen testing is able to determine elastic properties of that material.
This has given rise tothepartially adapted ductility test. Itis called theelastic recovery test.
Elastic recovery testing isconducted according toPN-EN 13398 Bitumen and bituminous binders. Determination
oftheelastic recovery ofmodified bitumen. Thetest involves thedetermination ofaconventional expression
ofbitumen elasticity being thedistance between ends ofastretched and cut sample under pre-set conditions.
31
A bitumen sample is stretched at a specified temperature (typically at 25C or 10C) at a constant speed
of 50 mm/min., until its elongation reaches 200 mm. A bitumen thread thus formed is cut in half. After
30minutes, thedistance between both ends ofthecut sample ismeasured. Then, elastic recovery iscalculated
asapercentage share ofelongation [%].
The following equation isused for thecalculation ofelastic recovery (RE):
d
RE = 100 [%]
L
where:
d - distance between ends ofthecut sample [mm],
L - sample elongation, typically 200 mm (it can be less if thesample breaks too early) [mm].
Elastic recovery is expressed as a percentage, where 0% stands for no elasticity and 100% for full recovery
to the original shape. Elastomer-modified bitumen (depending on the quantity of elastomer) demonstrates
elastic recovery inexcess of50%. Thetest istheprimary test for theoperation (and presence) ofelastomer.
Thetest result isprovided with theaccuracy ofup to1%.
If thesamples cannot be extended to200 mm (thread breaking too early), theresult isspecified for that shorter
elongation, and the relevant comments are added to the test result. These results can also be considered
correct based onthestandard.
Note: themould for elastic recovery testing samples isdifferent from themould for theforce ductility test
(see 2.3.3).
x
Speed of 50mm/min
Cutting in half
x + 200 mm
Distance measurement d
Figure 2.26. Elastic recovery test principle
32
Figure 2.27. General view oftheelastic recovery test set
A B

Figure 2.28. View ofabitumen sample before (A) and inthecourse ofsample recovery after cutting (B)
2.3.2. Elastic recovery at25C after RTFOT ageing
Testing for bitumen elastic recovery after theRTFOT ageing acc. to PN-EN12607-1 isconducted inaccordance
with PN-EN 13398, and the testing method does not differ from non-aged bitumen testing as discussed
inSection 2.3.1. Theresult ofthetest answers thequestion towhat extent thepolymer (elastomer) remains
effective after ageing, and consequently towhat extent itwill be effective inreality.
2.3.3. Force ductility (cohesion)
If thelevel ofbitumen cohesion issufficiently high, itcan transmit ductility forces inthepavement. Itisassumed
that this makes thepavement more resistant tocracks.
33
Force ductility testing (at asmall tension rate) isconducted according toPN-EN 13589 Bitumen and bituminous
binders. Determination ofthetensile properties ofmodified bitumen by theforce ductility method. Thetest
involves the determination of the force required for sample tension (up to the appropriate elongation)
ataspecified temperature.
A properly shaped sample is placed in the ductilometer in water bath having the appropriate tempera-
ture (specified for each type of modified bitumen). The sample is then continuously stretched at a rate
of 50 mm/min., until it reaches elongation of at least 1333% (400 mm). Sensors record the applied force
throughout thetensile process. Thepenetration test isconducted according toPN-EN 13703 Bitumen and
bituminous binders. Determination ofdeformation energy onthebasis ofdata readout from theapparatus.
Theunit for cohesion is[J/cm2].
Speed of 50mm/min
x + 400 mm
Force ductility
Area corresponding to energy (cohesion)
Elongation
x + 400 mm
Figure 2.29. Force ductility test principles energy-to-elongation chart

A B
Figure 2.30. View ofabitumen sample before (A) and after thetest (elongated to400 mm) intheforce ductility
testing apparatus (B) (photo by ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
34
2.3.4. Storage stability ofmodified bitumens
This test isaproduction test and isof significance for thedetermination ofmodified bitumen usability period.
As already stated, theproduction ofpolymer-modified bitumen involves thebatching oftheappropriate polymer
and achievement of the required product parameters by employing the appropriate technology. Although
thedescription oftheprocess isvery simplified, manufacturers ofmodified bitumen have toface therelated
problems, such as bitumen and polymer incompatibility, which may separate polymer from bitumen some
time after production.
The purpose of the stability test is to check whether modified bitumen is exposed to the risk of polymer
separation from bitumen. Stability testing inthecourse ofmodified bitumen storage isconducted according
to PN-EN 13399 Bitumen and bituminous binders. Determination of storage stability of modified bitumen.
This popular test isreferred toas thetube test, because binder samples are poured into metal tubes.
A modified bitumen sample placed in an aluminium tube is heated vertically to and held at 180C for
72 hours. The tube is then left to cool. After cooling, the aluminium coating of the tube is removed and
thesample iscut into three roughly equal parts. Thecentral sample part isthrown out. Thesoftening point
test isconducted for theupper and lower section ofthesample (PN-EN 1427), and, potentially, for penetration
at 25C according to PN-EN 1426. The result of the stability test is assumed to be the difference between
softening point values (or penetration at25C) obtained for theupper and lower modified bitumen samples.
Figure 2.31. General view ofthefilled and sealed tube for thetube test and ofthemodified bitumen sample cut
into three sections (photo by ORLEN Asfalt sp. z o.o., courtesy ofORLEN Laboratorium sp. z o.o.)
35
2.3.5. Polymer modified bitumens microstructure
The test isconducted according toPN-EN 13632 Bitumen and bituminous binders. Visualisation ofpolymer
dispersion inpolymer-modified bitumen. Thepurpose ofthetest istoobtain information about how thepolymer
is dispersed in the bitumen. The test is conducted on a fresh fracture of sampled modified bitumen under
thefluorescent microscope with aUV lamp, through image analysis inthereflected light.
The standardised result isprovided asacollection ofletter codes:

Phase continuity: P: Continuous polymer phase
B: Continuous bitumen phase
X: Continuity ofboth (crosslinking)
Phase description: H: Homogeneous
I: Heterogeneous
Size description: S: Small(< 10 m)
M: Medium (from 10 m to100 m)
L: Large (> 100 m)
Shape description: r: round, cylindrical
s: Elongated
o: Other
ORBITON modified bitumen characteristics interms ofpolymer dispersion are provided inChapter 5, Table 5.14.
2.4. Other bitumen properties
2.4.1. N-heptane insoluble content
N-heptane insoluble content testing is conducted according to ASTM D 4124 Standard Test Method for
Separation of Asphalt into Four Fractions. The test involves the determination of the percentage share
ofinsolubles inbitumen subjected toasolvent (n-heptane inthis case). Itis assumed that theresult specifies
thecontent ofasphaltenes inthebinder.
A bituminous binder sample isdissolved inn-heptane (solvent). Thesolution thus formed isfiltered through
a layer of glass powder (from sintered glass) in a crucible. Undissolved material from bitumen is then
washed, dried and weighed. N-heptane insoluble content iscalculated asapercentage share [% m/m] relative
tothesample prior todissolving.
Currently, this requirement israrely applied.
2.4.2. Paraffin content
The testing for paraffin content inbitumen isconducted according toPN-EN 12606 Bitumen and bituminous binders.
Determination oftheparaffin wax content. Part 1: Method by distillation. Thetest involves thedetermination
ofthepercentage share ofparaffins inthebitumen distillate obtained inastrictly specified distillation process.
36
A bitumen sample ispreheated inaporcelain vessel and placed inadistillation flask. Then, bitumen intheflask
is subjected to specified distillation conditions intheheating process. Thedistillate thus obtained iscooled
down toroom temperature and weighed. Then, thedistillate isdissolved inthemixture ofether and ethanol
intheappropriate proportions. Theresultant mixture iscooled to-20C. Paraffin isprecipitated inthefiltering
process. Appropriately elutriated and extracted paraffin isweighed and, onthebasis oftheinformation thus
obtained, paraffin content inbitumen iscalculated asthepercentage share relative tothebitumen sample
mass [% m/m].
There isalso another method for thedetermination ofparaffin inbitumen which is, however, used more rarely:
PN-EN12606-2 Bitumen and bituminous binders. Determination oftheparaffin wax content. Part 2: Method
by extraction. Thevalues obtained using this method are typically greater than for thedistillation method.
To note, the European standard PN-EN 12591 and the remaining standards, namely PN-EN 14023
and PN-EN13924, no longer contain therequirements for theparaffin wax content.
2.4.3. Bitumen adhesion tomineral aggregates
Adhesion is the formation of the bond between surface layers of two bodies (solid or liquid) which are
incontact [4].
Good bitumen adhesion tothesurface ofaggregate isone ofthefactors inthedurability ofpavement courses.
Factors affecting adhesion include:

Aggregate moisture rate.
Aggregate dusting.
Aggregate grain microtexture.
Aggregate pH (silica content).
Bitumen physical and chemical properties.
Next tothefactors referred toabove, aprecondition for good adhesion istheappropriate viscosity ofbitumen

itmust be sufficiently liquid tocoat theaggregate. Tests conducted by ORLEN Asfalt have also demonstrated
that adhesion improves thelonger theasphalt mix iskept inthesilo. Inother words, bitumen adheres better
toaggregate grain surfaces after ageing.
Bitumen adhesion toaggregate can be tested using PN-EN12697-11 Bituminous mixtures. Test methods for
hot mix asphalt. Part 11: Determination oftheaffinity between aggregate and bitumen.
According tothestandard, theaffinity between aggregate and bitumen isspecified asthevisually determined
rate ofbitumen coating of the grains subjected tothefollowing procedure:
mixing inwater inrolled bottles over aspecific time (method A),
immersion inwater for 48 hours (method B),
using acids (HCl or HG) and phenolphthalein solution asthemarker, and boiling inwater for 10 minutes
(method C).
Appropriate-fraction aggregate isused for thetest. Theaggregate iswashed, dried and mixed with thebinder
until uniform coating isobtained. Thetest procedures, depending onthemethod, are specified inthestandard.
37
Figure 2.32. Bottles for testing binder elutriation from aggregate (method A) ontherolling machine acc.toPN-EN12697-11
(photo by ORLEN Asfalt sp. z o.o.)
Figure 2.33. Aggregate samples after thetest (method A) asper PN-EN12697-11 (photo by ORLEN Asfalt sp. z o.o.)
Tests toverify binder adhesion toaggregate aspart ofbituminous mixture tests
Next to direct testing of bitumen adhesion to aggregate as described above, various testing methods are
used for the determination of bituminous mixture resistance to water and frost, which indirectly addresses
thequestion ofthebitumen-aggregate bond stability. Thetest used inPoland isbased onPN-EN 12697-12
Bituminous mixtures. Test methods for hot mix asphalt. Part 12: Determination of the water sensitivity
ofbituminous specimens, or thecuring ofbituminous mixtures using theimpact method (so-called Marshall
samples) and then their splitting. The ITSR index thus obtained is a measure of the bituminous mixtures
resistance towater and frost (if thefreezing cycle isused). Asimilar, although not identical method comes
from theAmerican AASHTO T 283 theso-called modified Lottman test.
2.4.4. PAV ageing
Section 2.2.10 on short-term ageing discusses the RTFOT method. The section also mentions another type
of ageing, namely long-term ageing. It occurs in the course of service life of bituminous pavements and
involves theeffect onthebinder ofoxygen, UV radiation, substances present inprecipitation water, chemicals
for de-icing, etc. Long-term ageing causes bitumen properties togradually change over thepavements service
life. This type ofageing leads toagradual, slow bitumen hardening.
To test binder sensitivity tolong-term ageing, thePAV (Pressure Ageing Vessel unit has been designed. PAV
testing can be conducted according toASTM D6521/AASHTO R28 Standard Practice for Accelerated Ageing
of Asphalt Binder Using a Pressure Ageing Vessel (PAV) or acc. to PN-EN 14769 Bitumen and bituminous
binders. Accelerated long-term ageing conditioning by aPressure Ageing Vessel (PAV).
38
Bitumen subjected toPAV testing ispre-tested using theRTFOT, which means that long-term ageing (ontheroad)
is preceded by short-term ageing (in the mixing plant). The vessel with bitumen is pressurised to 2.1 MPa
over 20 hours atthetemperature depending onthetype ofPG1 (90C, 100C or 110C). Theentire process
isdesigned tosimulate 7-10 years ofbitumen ageing inthepavement.
Bitumen samples after PAV ageing are used to measure bitumen properties at low temperatures (cracks)
and intermediate temperatures (fatigue) asper theSuperpave methodology. European standards containing
requirements for paving-grade binders do not yet contain PAV testing requirements.
2.4.5. BBR method
The BBR method (Bending Beam Rheometer) is used in the US (as part of the Performance Grade system)
aswell asinEurope (as an additional test) todetermine low-temperature bitumen properties.
The method is standardised in the US as ASTM D6648 Standard Test Method for Determining the Flexural
Creep Stiffness ofAsphalt Binder Using theBending Beam Rheometer (BBR) and inEurope under PN-EN14771
Bitumen and bituminous binders. Determination oftheflexural creep stiffness. Bending Beam Rheometer (BBR).
The BBR test isfully automatic and takes place inpre-set temperature cycles, e.g. -10, -16, -22, -28, -34C.
A properly formed bitumen beam (dimensions in cross-section: 12.700.05 mm in height, 6.350.5 mm
inwidth), freely supported (the distance between thesupports is1270.02 mm) issubjected toaconstant,
vertical load at the central point between the supports. The operation of constant force causes the beam
todeform (bend). Using strength relationships, thetest apparatus calculates theso-called creep stiffness S (t)
asafunction oftime, aswell astheso-called parameter m, showing how stiffness changes over theloading
time. Data for thecalculations are taken atthe60th second oftheloading process ineach temperature cycle.
Thenature ofthesample deformation curve and thecalculation data readout moment isshown inFigure 2.34.
Legend:
Data reading for creep stiffness S (t) and parameter m
End of sample loading cycle (sample loading)

Deformation
Figure 2.34. Nature of the sample

deformation curve and the creep
stiffness S(t) and parameter m calcu-
lation data readout moment inasingle
temperature cycle oftheloading process
0 20 40 60 80 100 170 240
Time [s]
On obtaining full calculation data (creep stiffness and parameter m) from theanalysed temperature cycles,
e.g. -10, -16, -22, -28, -34C, theso-called lower critical temperatures T(S)602 and T(m)603 are determined,
aswell ascreep stiffness at-16C, S(T)-16. Thedetermination method for critical temperatures T(S)60, T(m)60
and creep stiffness S(T)-16 are shown inFigure 2.35.
1) TheAmerican Performance Grade (PG) system isdescribed inChapter 7.

2) Critical temperature T(S)60 isdetermined ontheassumption that creep stiffness S(60) should be 300 MPa, which should ensure
resistance to cracks of the bituminous mixture using the tested bitumen, and therefore T(S)60 is the temperature at which
binder stiffness isexactly 300 MPa [4].
3) Critical temperature T(m)60 is determined on the assumption that the value of parameter m(60) should be 0.3, which
isrelated tothefact that bitumens with high parameter m (0.3) demonstrate amore effective relaxation ofstresses present
inthebinder when temperatures drop [4]. Therefore, T(m)60 isthetemperature atwhich parameter m equals 0.3.
39
Legend:
750 0.5
Determination method for creep stiffness S(T)-16 at -16C
Determination method for critical temperature T(S)60
Determination method for critical temperature T(m)60
600 0.4
Creep stiffness [MPa]
Parameter m [-]
450 0.3
Figure 2.35.
300 0.2
Determination method for critical tem-
peratures T(S)60, T(m)60, and creep stiff-
150 0.1 ness S(T)-16 onthebasis ofdata obtained
intemperature cycles at-10, -16, -22,
0 0.0 -28 and -34C.
-34 -28 -22 -16 -10
Temperature [C]
Results of BBR tests (T(S)60, T(m)60 and creep stiffness S(T)-16) for binders manufactured by ORLEN Asfalt
are provided inChapters 4 and 5.
2.4.6. DSR method
The determination ofcomplex rheological properties ofbitumen iscurrently possible with theuse oftheDynamic
Shear Rheometer (DSR), Figure 2.36. Parameters most commonly tested inthat rheometer include thebitumen
stiffness module and phase angle, tested invarious temperature and frequency ranges.
The method is standardised as AASHTO T 315 Standard Method of Test for Determining the Rheological
Properties of Asphalt Binder Using a Dynamic Shear Rheometer (DSR) and as PN-EN 14770 Bitumen and
bituminous binders. Determination ofcomplex shear modulus and phase angle. Dynamic Shear Rheometer (DSR).
Figure 2.36.
General view oftheDSR (photo by ORLEN Asfalt sp.zo.o.,
courtesy ofORLEN Laboratorium sp. z o.o.)
Stiffness modulus 4 (G*) and phase angle () testing intheDSR isfully automatic (similarly totheBBR test)
and occurs inpre-set temperature cycles, e.g. from 10 to82C, insteps ofe.g. 6C. An appropriately formed
bitumen cylinder with thefollowing dimensions:
8 mm indiameter and 2 mm inheight for tests at1046C,
25 mm indiameter and 1 mm inheight for tests at4682C,
4) Complex shear modulus G*

40
is subjected tooscillating shear intheDSR atthefrequency of10 rad/s (1.59Hz). Using thetheory onviscoelastic
bodies, which assumes that thestiffness modulus comprises viscous and elastic constituents, with their
interdependencies shown onFigure 2.36, thetesting equipment calculates thefollowing relationships:
G*/sin for thetested non-aged bitumen sample,
G*/sin for thetested RTFOT-aged bitumen sample,
G* sin for thetested RTFOT+PAV-aged bitumen sample.
Viscous constituent
G*
Legend:
G* Bitumen stiffness modulus Figure 2.37.

Theviscous and elastic
Phase angle
constituents ofbitumen and their
interdependencies
Elastic constituent
On obtaining full results ofthecalculations (G*/sin and G*sin for non-aged bitumen, bitumen after RTFOT
and after RTFOT+PAV) from the analysed temperature cycles, e.g. from 10 to 82C in steps of e.g. 6C,
theso-called upper critical temperatures are determined, i.e.:
Tcrit (for non-aged bitumen, thetemperature atwhich G*/sin = 1.0 kPa)5
Tcrit (for RTFOT-aged bitumen, thetemperature atwhich G*/sin = 2.2 kPa)6
Tcrit (for RTFOT+PAV-aged bitumen, thetemperature atwhich G* sin = 5 000 kPa)7
Determination method for critical temperature Tcrit (for non-aged bitumen, bitumen after RTFOT and RTFOT+PAV)
isshown onFigure 2.38.
Legend:

Determination method for Tcrit of non-aged bitumen
10.0 Determination method for Tcrit of bitumen after RTFOT

logG*/sin [kPa]
2.2
1.0 Figure 2.38.
Determination method for critical tem-
perature Tcrit for non-aged bitumen and
bitumen after RTFOT onthe basis ofdata
from temperature cycles, e.g. from 10
0.1 to82C insteps of6C
64 70 76 82 88 94
Temperature [C]
5) In order for thebituminous mixture toresist rutting, itis assumed that G*sin for fresh bitumen should not be smaller than
1.0 kPa [www.pavementinteractive.org]
6) In order for thebituminous mixture toresist rutting, itis assumed that G*/sin for RTFOT-aged bitumen should not be smaller
than 2.2 kPa [www.pavementinteractive.org]
7) In order for thebituminous mixture toresist fatigue cracks, itis assumed that G*sin for RTFOT+PAV-aged bitumen should
not be greater than 5 000 kPa [www.pavementinteractive.org], whereas themost recent US research for roads loaded with
theheaviest traffic requires 6 000 kPa
41
Legend:
12 500 Determination method for Tcrit of bitumen after RTFOT+PAV
10 000
G* sin [kPa]
7 500
5 000
2 500
0
10 16 22 28 34 40
Temperature [C]
Figure 2.39. Determination method for critical temperature Tcrit for bitumen after RTFOT+PAV onthebasis ofdata
from temperature cycles, e.g. from 10 to82C insteps of6C
Results ofbitumen tests intheDSR (Tcrit for non-aged bitumen, bitumen after RTFOT and RTFOT+PAV) are
provided inChapters 4 and 5.
2.4.7. MSCR method
The MSCR (Multiple Stress Creep Recovery test) method involves themeasurement ofcertain binder properties
inorder todetermine theimpact ofthebinder onresistance torutting and evaluate therate and efficiency
ofpolymer modification. Thetest isconducted onan appropriately configured DSR shown inFigure 2.34.
The MSCR test isconducted according tothefollowing standards: AASHTO TP 70: Standard Method ofTest
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) ofAsphalt Binder
Using aDynamic Shear Rheometer.
A cylindrical bitumen sample, 1 mm inheight and 25 mm indiameter, isplaced between arotor and aheated
base intheDSR, and subjected tothestress application cycle over 1 second and rest period over 9 seconds.
There are 10 stress and relief cycles intotal. Itcan be argued that two mechanisms are analysed intheentire
testing process:
binder sample creep mechanism during the1-second stress application,
binder sample recovery mechanism during the9-second rest period (after thestress isremoved).
The nature ofthesample deformation curve intheMSCR test (10 stress and relief cycles) isshown inFigure 2.40.
42
Deformation [%]
1 2 3 4 5 6 7 8 9 10 Cycle No
0 10 20 30 40 50 60 70 80 90 100 Time [s]
Figure 2.40. Nature ofthesample deformation curve intheMSCR test (stress of0.1 or 3.2 kPa) for two different
bitumens. Thenature ofthedeformation allows for thecomparison ofbitumen properties. Bitumen highlighted inblue
onthefigure ismarked by better properties than bitumen highlighted inred (sensitivity todeformation isdifferent).
The test is conducted with a binder after the RTFOT ageing, i.e. with two stress values, e.g. 0.1 kPa and
3.2kPa (values indicated inASTM D 7405) atthehighest temperature atwhich thepavement with thebinder
should work. In effect, two pairs of results are obtained: non-recoverable creep compliance, that is pa-
rameter Jnr in [kPa-1] and recovery R [%] for two stress values (0.1 kPa and 3.2 kPa). Both properties are
determined after each ofthe10 cycles. Thefinal result isapair ofparameters: Jnr and R, which are calculated
asarithmetic means from theresults obtained in10 cycles. Thenature ofJnr and R properties over one cycle
isshown onFigure 2.41.
Recoverable
shear strain
(for 1 cycle)
R1
Deformation [%]

Unrecovered Shear Strain
J nr = Applied Shear Stress (0.1 or 3.2kPa)
1
[kPa -1]
Non-recoverable
Legend: (permanent) shear strain
R1 Recovery (for 1 cycle) (for 1 cycle)
J nr 1
Non-Recoverable Creep Compliance (for 1 cycle)
0 1 2 3 4 5 6 7 8 9 10
Time [s]
Figure 2.41. Nature ofJnr and R properties over one stress and rest period
In addition, on the basis of Jnr and R determined for two stress values 0.1 kPa and 3.2 kPa, additional
parameters are determined, namely Jnr, diff and Rdiff which are measures ofbinder sensitivity tostress changes.
Results ofbitumen tests with theMSCR method (Jnr and R for 0.1 kPa, Jnr and R for 3.2 kPa and Jnr, diff and
Rdiff ) are provided inChapters 4 and 5.
43
Chapter 3
Discussion ofstandards
EN 12591 and EN 14023
3.1. Introduction
EN 12591 and EN 14023 are included inaset ofEuropean standards onbituminous binders. EN 12591 applies
topaving-grade bitumen, and its most recent update comes from 2009 (EN 12591:2009), while EN14023
discusses modified bitumen and was last updated in2010 (EN 14023:2010).
EN 12591:2009 and EN 14023:2010 are developed on the basis of mandate, i.e. standardisation request
from theEuropean Commission. Originally, thestandards supported essential requirements oftheConstruc-
tion Products Directive (Directive 89/106/EEC), repealed as of 30 June 2013 by Regulation No 305/2011
oftheEuropean Parliament and oftheCouncil. As of1 July 2013, construction products (including bituminous
binders) are governed by Regulation No 305/2011.
Figure 3.1 presents statuses ofthereference standards (current status and target status in2014) intheEuropean
standardisation framework for bituminous binders.
A Bituminous Binders
A
A Bituminous Binders
Cationic Hard
Paving Grade Hard Paving Grade Polymer Modied Cutback & Fluxed Oxidised
Bitumen Grade Industrial
Bitumens Bitumens Bitumens Bitumens Bitumens
Emulsions Bitumens
EN 12591 EN 13924 EN 14023 EN 15322 Cationic EN 13304
Paving Grade Hard Paving Grade Polymer Modied Cutback & Fluxed EN 13808 Oxidised ENHard
13305
Discussion ofstandards EN 12591 and EN 14023

Emulsions Bitumens
EN 12591 EN 13924 EN 14023 EN 15322 EN 13304
EN 13808 EN 13305
B B Bituminous Binders
B Bituminous Binders
Cationic Hard
Paving Grade Hard Paving Grade Polymer Modied Cutback & Fluxed Oxidised
Emulsions Bitumens
EN 12591 EN 13924-1 EN 14023 EN 15322 Cationic EN 13304
Paving Grade Hard Paving Grade Polymer Modied Cutback & Fluxed EN 13808 Oxidised ENHard
13305
Bitumens Bitumens
Multigrade Paving Bitumens Bitumens Bitumens
Emulsions Bitumens
EN 12591 EN 13924-1
Bitumens EN 14023 EN 15322 EN 13304
EN 13808 EN 13305
EN 13924-2
Multigrade Paving
Bitumens
EN 13924-2
Figure 3.1. Assignment ofEuropean standards todifferent types ofbinders. (A) Current status prior tothepublication
ofEN 13924-2. (B) Target status (2014) upon publication ofEN 13924-2 and change from EN 13924 toEN 13924-1.
Standards discussed inthis chapter are highlighted incolour.
3.2. Bituminous binder classification
Table 3.1. provides theclassification ofbituminous binders manufactured toEuropean standards EN 12591
and EN 14023.
44
Table 3.1. Classification ofbituminous binders manufactured toEuropean standards EN 12591 and EN 14023
Bituminous binder Paving Grade Bitumen Polymer Modified Bitumen
Reference document EN 12591:2009 EN 14023:2010

Standard designation of bituminous binder XX/YY PMB XX/YY-Z
ORBITON 10/40-65
ORBITON 25/55-55 EXP 1)
20/30
35/50 ORBITON 25/55-60
Type ofbituminous ORBITON 25/55-60 EXP 2)
50/70
binder manufactured ORBITON 25/55-65 EXP 3)
70/100
by ORLEN Asfalt ORBITON 45/80-55
100/150
160/220 ORBITON 45/80-55 EXP 4)
ORBITON 45/80-65
ORBITON 65/105-60
1) ORBITON modified bitumen subtype for theGerman market
2) ORBITON modified bitumen subtype for theCzech market
3) ORBITON modified bitumen subtype for theCzech, Hungarian, Romanian and Slovakian market
4) ORBITON modified bitumen subtype for theLithuanian, Latvian and Estonian market
Notes todesignations:
XX lower penetration limit at25C for agiven bitumen type [0.1 mm]
YY upper penetration limit at25C for agiven bitumen type [0.1 mm]
Z lower softening point (R&B) limit [C] asper EN 1427
PMB stands for polymer modified bitumen (usually replaced by themanufacturers trade name)
3.3. Requirements ofEN 12591 and EN 14023
EN 12591 and EN 14023 provide therules for theselection ofproperties and thecorresponding test methods,
aswell asthescope ofrequirements for bitumen designed for theconstruction and maintenance ofroads,
airfields and other pavements for wheeled traffic.

EN 12591:2009 Bitumen and bituminous binders. Specifications for paving grade bitumens ispartially
aclassification standard, i.e. itdelegates tomember states ofCEN (European Committee for Standardization)
theright toselect certain combinations ofrequirements, however, most oftherequirements are fixed.
EN 14023:2010 Bitumen and bituminous binders. Specification framework for polymer modified bitumens does
not set forth fixed requirements for theindividual grades ofbitumen (as most provisions ofEN12591:2009do),
but is a classification standard. It means that it provides a collection of properties and assigns various
requirement levels tothem (referred toas classes).
3.4. National application documents
EN 12591 and EN 14023 assume that each Member State ofCEN makes theselection ofproperties and their
assigned requirement levels intheso-called Application Documents tothediscussed standards. Member States
develop such documents ase.g. National Annexes tothestandards, or asinformation about theselected
requirements published ingeneral, separate documents onbituminous pavement construction materials and
technologies. This enables each Member State tospecify its own requirements tobe met by bituminous binders
used inits territory. Thedifferentiation results for diverse climate conditions invarious parts ofEurope and many
other technology factors. National annexes and documents onbituminous pavement construction materials
and technologies providing therequirements for bitumen are referred tobelow asnational requirements.
45
Tables 3.2. and 3.3. provide example requirements for paving grade bitumen 35/50 which are highlighted
inred and bold. Specifications for theremaining paving grade bitumen types (so-called National Annexes)
for application inthespecific Member State territory are established inasimilar manner.
Table 3.2 Requirements for paving grade bitumen with penetration from 20 0.1 mm to220 0.1 mm acc. to
EN 12591:200 (properties for all paving grade bitumens listed in the table). Example selection of properties for
paving grade bitumen 35/50
Test Paving grade bitumen type

Property Unit
method 20/30 35/50 50/70 70/100 100/150 160/220
Penetration at25C PN-EN 1426 0,1 mm 20-30 35-50 50-70 70-100 100-150 160-220
Softening Point PN-EN 1427 C 55-63 50-58 46-54 43-51 39-47 35-43
Resistance to hardening, at163C

Retained penetration % 55 53 50 46 43 37
PN-EN
Softening point increase option 1 12607-1 8 8 9 9 10 11
(RTFOT
or method) C or or or or or or
Softening point increase option 2 a
10 11 11 11 12 12
Change ofmass b (absolute) % 0,5 0,5 0,5 0,8 0,8 1,0
Flash point PN-EN ISO C 240 240 230 230 230 220
2592
Solubility PN-EN 12592 % 99,0 99,0 99,0 99,0 99,0 99,0
a If option 2 isselected, itmust be combined with therequirements for theFraass breaking point or penetration index, or both, determined for thebinder
subjected toageing.
b Change inmass may be apositive or negative value.
Table 3.3 Requirements for paving grade bitumen with penetration from 20 0.1 mm to220 0.1 mm acc.to
EN 12591:2009 (properties relating to laws and regulations or other national requirements). Example selection
ofproperties for paving grade bitumen 35/50 (continued)
Test Paving grade bitumen type

Property Unit
method 20/30 35/50 50/70 70/100 100/150 160/220
-1.5 -1.5 -1.5 -1.5 -1.5 -1.5
PN-EN 12591 to+0.7 to+0.7 to+0.7 to+0.7 to+0.7 to+0.7
Penetration index Annex A or or or or or or
NR b NR b NR b NR b NR b NR b
440 225 145 90 55 30
Dynamic viscosity at60C PN-EN 12596 Pa s or or or or or or
NR b NR b NR b NR b NR b NR b
-5 -8 -10 -12 -15
Fraass Breaking point a PN-EN 12593 C NR b or or or or or
NR b
NR b
NR b
NR b
NR b
530 370 295 230 175 135
Kinematic viscosity at135C PN-EN 12595 mm2/s or or or or or or
NR b
NR b
NR b
NR b
NR b
NR b
a If option 2 isselected, itmust be combined with therequirements for theFraass breaking point or penetration index, or both, determined for thebinder
subjected toageing.
b NR no requirements, itcan be used inthecase where there are no national requirements for agiven property atthelocation ofits intended use.
National specifications for polymer-modified bitumen as per EN 14023 are designed in a similar manner;
however, thenumber ofproperties and available classes (requirement levels) ismuch greater than inEN 12591.
46
Tables 3.4, 3.5 and 3.6 give examples ofprimary and additional requirements for modified bitumen ORBITON
PMB 45/80-55 EXP, which are provided inframes inred. Specifications for other polymer modified bitumens
are designed inasimilar fashion.
Table 3.4. Rules for polymer-modified bitumen classification Properties applicable toall polymer-modified bitumens
(EN 14023:2010). Example selection ofproperties for modified bitumen ORBITON 45/80-55 EXP
Test Classes for all polymer modified bitumens

Property Unit
method
2 3 4 5 6 7 8 9 10 11
Penetration at25C EN 1426 0,1 mm 25-55 45-80 40-100 65-105 75-130 90-150 120-200 200-300
Softening point EN 1427 C 80 75 70 65 60 55 50 45 40
Force ductility
by ductilometer EN 13589 3 2 1 2 2 0.5 2 0.5 0.5
3
method a after EN J/cm2
(tension of 13703 at 5C at 5C at 5C at 0C at 10C at 10C at 5C at 15C at 20C at 25C
50 mm/min) or
Cohesion a Direct tension EN 13587 3 2 1 3 3
a
(tension of after EN J/cm2
100 mm/min) or 13703 at 5C at 5C at 5C at 0C at 10C
Vialit pendulum
(impact test)
EN 13588 J/cm2 0.7
Retained pene-
tration at25C % 35 40 45 50 55 60
after RTFOT
Purobility
Softening point
(Resistance
to harde-
increase after EN 12607-1 % 8 10 12
RTFOT
ning) b
Change ofmass
C 0.3 0.5 0.8 1.0

after RTFOT c
Flash Point EN ISO % 250 235 220

2592
a) Only one method for cohesion testing should be selected, depending onthefinal application. Determination ofcohesion by Vialit method (EN 13588)
should be selected only for binders designed for surface dressing.
b) Theprimary test method isRTFOT at163C. For certain polymer-modified bitumens, whose viscosity istoo high, RTFOT atthereference temperature
of 163C cannot be performed because themovement ofbitumen layer must be ensured. Insuch cases, thetest should be conducted at180C asper
EN 12607-1.
c) Change inmass may be apositive or negative value.
Table 3.5. Rules for polymer-modified bitumen classification Properties resulting from laws and regulations orother
regional requirements (EN 14023:2010)
Test Classes for regional requirements

Property Unit
method
0 1 2 3 4 5 6 7 8 9 10
Fraass Breaking point EN 12593 C NR a TBR b 0 -5 -7 -10 -12 -15 -18 -20 -22
at 25C or c EN 13398 % NR a TBR b 80 70 60 50

Elastic
recovery
at 10C EN 13398 % NR a TBR b 75 50
a) NR. No requirements can be used inthecase where there are no national requirements for agiven property atthelocation ofits intended use.
b) TBR. To be declared can be used inthecase where there are no national requirements for agiven property atthelocation ofits intended use; however,
a given property isconsidered useful for thedescription ofpolymer-modified bitumen.
c) Where required, polymer-modified bitumens should meet therequirements for elastic recovery at25 C or 10 C.
47
Table 3.6. Rules for polymer-modified bitumen classification Properties resulting from laws and regulations orother
national requirements (EN 14023:2010)
Classes for theadditional properties of polymer modified bitumens

Test
Property Unit
method
0 1 2 3 4 5 6 7
Plasticity range Subsection C NR a TBR 85 80 75 70 65 60

5.2.8.4.
Softening point drop EN 1427 C NR a TBR 2 5

after EN 12607-1
Elastic recovery at25C EN 13398 % NR a TBR 70 60 50

after EN 12607-1
Elastic recovery at10C EN 13398 % NR a TBR 50

after EN 12607-1
Storage stability b EN 13399 C NR a TBR b 5

Softening point difference EN 1427
Storage stability b EN 13399 0.1 mm NR a TBR b 9 13 19 26

Penetration difference EN 1426
a) NR. No requirements can be used inthecase where there are no national requirements for agiven property atthelocation ofits intended use.
b) Storage conditions for polymer-modified bitumen should be indicated by thesupplier. Homogeneity isrequired for polymer-modified bitumens.
The inclination ofpolymer-modified bitumens constituents toseparate can be evaluated through thedetermination ofstorage stability (see EN 13399).
If theproduct fails tomeet therequirements ofTable 3, classes from 2 to5, thesupplier should state what should be thestorage method for polymer-
-modified bitumen inorder toavoid theseparation ofits components and ensure product homogeneity.
3.5. Evaluation of conformity in EN 12591 and EN 14023
Annexes ZA toEN 12591:2009 and EN 14023:2010 establish therequirements for CE marking. Annexes ZA
also provide theprocedure for bituminous binder conformity assessment and thedivision ofresponsibilities
between the manufacturer and the notified body, and contain a chapter on certification and declaration
ofperformance (formerly declaration ofconformity 1), CE marking and labelling.
Bituminous binders for road construction and surface dressing are covered by theconformity assessment system
2+. Under thesystem, themanufacturer isrequired toestablish, document and maintain theFactory Production
Control system, confirmed by theFPC Certificate (issued by thenotified body). Inaddition, themanufacturer
should have inplace thesample testing plan and perform type examination for each product. TheFPC system
should comprise procedures, regular inspections and tests and/or assessments, and theresults should be used
for thefinished product quality assessment. Numbers ofFPC Certificates for production units oftheORLEN
Asfalt Group are provided inChapter 1.
The assessment of bituminous binder properties conformity with the requirements of the standards under
consideration and thevalues they establish (including grades) should be demonstrated by:
performance ofan initial type examination ofeach type ofbitumen,
implementation and operation oftheFactory Production Control (FPC).
1) The effective Regulation No 305/2011 of the European Parliament and of the Council, repealing the Construction Products
Directive (89/106/EEC), changes thename declaration ofconformity into declaration ofperformance, and provides thein-
formation itmust contain.
48
Figure 3.2. shows example information accompanying theCE marking ofpaving-grade bitumen 50/70 manu-
factured by ORLEN Asfalt in2013.
CE conformity marking, comprising theCE mark

as indicated inDirective 93/68/EEC
1434 Identification number ofthenotified body
ORLEN Asfaltsp.zo.o.
PRODUKCJA POCK Name or identification mark and themanufacturers
PRODUCTION PLOCK registered address
09-411 Pock, ul. Chemikw 7
Poland
13 Two last digits oftheyear inwhich themarking

was placed
3/CPR/2013 Declaration ofperformance number
PN-EN 12591:2010 European Standard number
Asfalt drogowy: 50/70 Product description and information about

Paving grade bitumen: 50/70 verified properties
Penetracja w25C
(Penetration at25C).............................................. 50-700,1mm
Temperatura miknienia

(Softening Point R&B)...............................46 54C
Odporno nastarzenie w163C (EN 12607-1)
(Resistance tohardening at163C (EN 12607-1))
Pozostaa penetracja w25C po starzeniu
(Retained penetration at25C after RTFOT)....50%
Wzrost temperatury miknienia po starzeniu
(Increasing ofSoftening Point R&B after RTFOT).9C
Zmiana masy po starzeniu
(Change ofmass after RTFOT)...........................0,5%
Temperatura zaponu
(Flash point (COC))......................................... 230C
Zawarto skadnikw rozpuszczalnych
(Solubility intoluene)..............................99,0% m/m
Lepko dynamiczna w60C
(Dynamic viscosity at60C )..................... 145 Pa*s
Temperatura amliwoci
(Fraass breaking point)...................................... -8C
Indeks penetracji
(Penetration Index).............................................. NR
Lepko kinematyczna w135C
(Kinematic viscosity at135C............................... NR
Figure 3.2. CE marking for paving-grade bitumen 50/70 manufactured by ORLEN Asfalt in2013
49
Chapter 4
Paving grade bitumenS

aCC. TO EN 12591
4.1. General description
Paving Grade Bitumens are themost popular binders for hot mix asphalt used for road pavement construction.
InApril 2009, CEN published thelatest revision ofEN 12591 (previous edition from 1999) adapted totheconformity
assessment system 2+. From September 2010, ORLEN Asfalt has been manufacturing paving-grade bitumen
in accordance with the requirements of EN 12591:2009, used in the Polish standardisation framework as PN-
EN 12591:2010 with the National Annex NA. Bituminous binders produced in other countries also meet local
(national) requirements.
ORLEN Asfalt manufactures the following types of Paving Grade Bitumens according to EN 12591:2009:
20/30, 35/50, 50/70, 70/100, 100/150 and 160/220. All of them are classified as paving-grade bitumens
with thepenetration range 20220 [0.1 mm], tested at25C.
Bitumen 20/30 is among the hardest types according to EN 12591. Bitumens 35/50, 50/70 and 70/100
demonstrate high and medium hardness and are most commonly used for road works. Our offering also
comprises soft bitumen, designated as100/150 and 160/220.
A schematic comparison ofprimary bitumen properties for thetwo most popular bituminous binder parameters,
namely penetration at25C and softening point TR&B isshown onFigure 4.1.
Legend:
85
Paving Grade Bitumen
Paving-grade bitumen aCC. TO EN 12591
acc. to PN-EN 12591:2010

80
75
70
Softening Point TR&B[C]
65
60
20/30
55
35/50
50
50/70
45
70/100
40 100/150
160/220
35
30
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230
Penetration at 25C [0.1 mm]
Figure 4.1. Schematic comparison ofPaving Grade Bitumens acc. to EN 12591:2009 asafunction ofpenetration
at25C and softening point TR&B
50
4.2. Properties
Subsequent sections ofthis chapter discuss all properties ofpaving-grade bitumens asper EN 12591, including
additional details based ontheAmerican Superpave (Performance Grade system). This chapter also provides
approximate process temperatures for bitumen application inbituminous mixtures, viscosity data and viscosity
dependence ontemperature.
The classification ofpaving-grade bitumens intended for vehicle traffic onthebasis oftheMSCR test provided
inthis Chapter 4 isdiscussed inChapter 7.
4.2.1. Paving Grade Bitumen 20/30
Intended use
Paving Grade Bitumen 20/30 isthehardest paving-grade bitumen from therange currently manufactured by
ORLEN Asfalt. Its high softening point and high sensitivity tolow-temperature cracks renders itrecommend-
able solely for the binder course and high modulus asphalt concrete base in regions with suitable climate.
Courses with bitumen 20/30 should not be left over winter without applying asubsequent (covering) course.
Properties acc. to EN 12591:2009
Table 4.1. Properties ofpaving-grade bitumen 20/30
Property Test method Unit Requirement

Penetration at25C EN 1426 0.1 mm 20 30
Softening Point R&B EN 1427 C 55 63
Fraass Breaking Point EN 12593 C NR
Flash point EN ISO 2592 C 240
Solubility EN 12592 % (m/m) 99.0

Change ofmass after RTFOT (absolute) EN 12607-1 % (m/m) 0.5
Retained penetration after RTFOT EN 12607-1 % 55

EN 1426
Softening Point increase after RTFOT EN 12607-1 C 8

EN 1427
Kinematic viscosity at135C EN 12595 mm2/s 530
Dynamic viscosity at60C EN 12596 Pa*s 440
Fraass Breaking Point
ORLEN Asfalt has adopted a principle that, although not required by the standards, each production batch
ofbitumen 20/30 will also be tested for thebreaking point. Table 4.2 presents statistical data from inspections
in20112013. Considering that theintroduction oftheFraass Breaking Point requirement for bitumen samples
after RTFOT iscurrently under discussion, Table 4.3 provides theresults oftherelevant tests.
51
Table 4.2. Results oftheprimary properties ofbitumen 20/30: penetration at25C, R&B softening point and Fraass
breaking point from 2011-2013
Arithmetic means from tests onall production batches

Property (standard deviations inparentheses)
2011 2012 2013
Penetration at25C, 0.1 mm EN 1426 27.8 (1.5) 27.9 (1.7) 28.0 (1.2)
Softening Point R&B, C EN 1427 61.8 (1.1) 62.4 (0.6) 62.0 (0.6)
Fraass Breaking Point *), C EN 12593 -7.5 (1.8) -7.5 (1.5) -8.6 (2.3)
*) Property not required by thestandard, tested asan addition
Table 4.3. Means of bitumen 20/30 primary parameters after RTFOT acc. to EN 12607-1 for penetration at 25C,
R&B softening point and Fraass breaking point. Data from 2013.
Arithmetic means
from tests conducted once per month
Property (standard deviations inparentheses)
2013
Penetration at25C, 0.1 mm acc. EN 1426 after RTFOT 19.8 (1.7)
Softening Point R&B, C acc. EN 1427 after RTFOT 68.8 (1.5)
Fraass Breaking Point, C, EN 12593, after RTFOT *) -7.1 (2.1)
*) Property not required by thestandard, tested asan addition
Properties acc. toSuperpave
Bitumen 20/30 properties acc. to Superpave (tests conducted in2009-2012).
classification asper AASHTO MP 1: PG 82-16
high critical temperatures (AASHTO T 315):

G*/sin = 1 kPa (unaged bitumen) Tcrit = 83.7C
G*/sin = 2.2 kPa (bitumen after RTFOT) Tcrit = 84.7C

G*sin = 5 000 kPa (bitumen after RTFOT and PAV) Tcrit = 26.0C
low critical temperatures (AASHTO PP 42; EN 14771):

temperature atS(60) 300 Pa T(S)60 = -14.7C
temperature atm(60) 0.3 T(m)60 = -8.1C
stiffness at-16C S(T)-16 = 370.5 MPa
results and classification based ontheMSCR (discussion inChapter 7, Table 7.5)
Temperature 64C
Jnr 0.1 kPa 0.169
Jnr 3.2 kPa 0.185
Jnr, diff 9.7
R 0.1 kPa 33.4
R 3.2 kPa 28.9
R diff 13
Final classification ofsuitability for road traffic E
(at thetest temperature) acc.to themost recent PG classification (Extreme)
52
Viscosity dependence ontemperature
100000000
10000000
1000000
Dynamic viscosity [mPa.s]
100000
End of compaction
10000
Beginning of compaction
1000
Mixing with aggregate
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
Before RTFOT After RTFOT
Figure 4.2. Viscosity dependence ontemperature for Paving Grade Bitumen 20/30
Table 4.4. Example results of viscosity tests on bitumen 20/30 manufactured in 20122013. Tests conducted by
ORLEN Laboratorium sp. z o.o.
Example
Reference Equipment Test
Viscosity type Test method Unit test result for
document parameters temperature viscosity
vacuum capillary EN 12596 Pa*s 60C 3 313
90C 70.80
spindle Pa*s 135C 2.06
No 21, 29
dynamic 160C 0.43
Brookfield rotary ASTM D4402
viscometer EN 13702-2 90C
after RTFOT 209.00

No 27 after RTFOT
160C 0.73
after RTFOT
kinematic BS/IP/RF EN 12595 mm2/s 135C 1 655
viscometer
Process temperatures
At laboratory
Sample compaction temperature (Marshall samples or samples compacted ingyratory press) 155160C
At mixing plant
Bitumen pumping temperature >145C
Temperature ofbitumen for bituminous mixture production 175185C
Mastic asphalt temperature inthemixer (asphalt storage time ofup to8 h) <230C
Note: itis recommended for MA production touse additives toreduce theprocess temperature (mixing with aggregate
and placement) so that themastic asphalt production takes place atatemperature below 200C
At site
Minimum temperature ofthesupplied bituminous mixture (spreaders hopper) 165C
53
Storage
Short-term storage athigh temperature (up to10 days)
recommended bitumen storage temperature: 185C
Long-term storage athigh temperature (over 10 days)
Bitumen storage at high temperatures over prolonged periods of time should be avoided. If it is neces-
sary tostore paving-grade bitumen 20/30 inthesilo atahigh temperature (up to185C) for over 10 days,
itisrecommended toinspect thebinder ageing rate before bitumen application for theproduction ofbitumi-
nous mixtures. Thefollowing should be checked: penetration at25C (EN 1426) or softening point (EN1427).
In the case of excessive bitumen ageing, the procedure for controlled product disposal should be initiated
(FPC procedure compliant with EN 13108-21).
Long-term storage atlow temperature (over 10 days)
If itis required tostore Paving Grade Bitumen 20/30 for amuch longer period than 10 days, itis recommended
to reduce the bitumen temperature and reheat before reuse. If a long storage period is envisaged without
bituminous mixture production, bitumen storage attheambient temperature isallowed. Aprecondition for
such storage isfitting thesilo with heating equipment having sufficient capacity toensure subsequent bitumen
heating without running therisk oflocal binder overheat during long-term heating.
Intended use
Paving-grade bitumen 35/50 can be used for asphalt concrete inbase and binder courses for light, medium
and heavy traffic roads. Bitumen 35/50 should not be used for wearing courses.

Fraass Breaking Point EN 12593 C -5

EN 1426

EN 1427
54
Properties asperSuperpave
Bitumen 35/50 properties acc. to Superpave (tests conducted in20092012).
classification acc. to AASHTO MP 1: PG 70-16


temperature atS(60) 300 Pa T(S)60 = -15.4C
Temperature 64C
Jnr 0.1 kPa 0.882
Jnr 3.2 kPa 1.004
Jnr diff 13.8
R 0.1 kPa 12.5
R 3.2 kPa 5.9
R diff 53
Final classification ofsuitability for road traffic V
(at thetest temperature) acc. to themost recent PG classification (Very Heavy)

At laboratory
At mixing plant
Note: itis recommended for MA production touse additives toreduce theprocess temperature (mixing with aggregate
and placement) so that themastic asphalt production takes place atatemperature below 200C
At site
55
100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
Table 4.6. Example results of viscosity tests on bitumen 35/50 manufactured in 2012-2013. Tests conducted by
Example
vacuum capillary EN 12596 Pa*s 60C 758
90C 23.91
spindle
Pa*s 135C 0.82
No 21, 29
dynamic 160C 0.25
viscometer EN 13702-2 90C 55.00
after RTFOT
spindle 135C
Pa*s after RTFOT 1.42
No 27
160C 0.38
after RTFOT
kinematic BS/IP/RF EN 12595 mm2/s 135C 856
viscometer
Storage
Bitumen storage at high temperatures over prolonged periods of time should be avoided. If it is neces-
sary tostore paving-grade bitumen 35/50 inthesilo atahigh temperature (up to185C) for over 10 days,
itisrecommended toinspect thebinder ageing rate before bitumen application for theproduction ofbitumi-
nous mixtures. Thefollowing should be checked: penetration at25C (EN 1426) or softening point (EN1427).
56
Intended use
Paving Grade Bitumen 50/70 can be used primarily for asphalt concrete and SMA in wearing courses for
light and medium traffic, assuming therequirements for mix resistance torutting are met.

Fraass Breaking point EN 12593 C -8

EN 1426

EN 1427
Properties asperSuperpave
Bitumen 50/70 properties acc. to Superpave (tests conducted in2009-2012).

G*/sin = 1 kPa (fresh bitumen) Tcrit = 67.7C
G*sin = 5000 kPa (bitumen after RTFOT and PAV) Tcrit = 20.5C
57
temperature atS(60) 300 MPa T(S)60 = -16.6C
stiffness at-16C S(T)-16 = 294 MPa
Temperature 58C 64C

Jnr 0.1 kPa 0.730 2.280
Jnr 3.2 kPa 0.810 2.588
Jnr diff 11.0 13.5
R 0.1 kPa 11.5 4.5
R 3.2 kPa 4.0 0.5
R diff 66 89
Final classification ofsuitability for road traffic V S
(at thetest temperature) acc. to themost recent PG classification (Very Heavy) (Standard)
At laboratory
At mixing plant
At site
100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
58
Table 4.8. Example results of viscosity tests on bitumen 50/70 manufactured in 20122013. Tests conducted by
Example
90C 9.50
No 21
dynamic 160C 0.17
after RTFOT 22.59
No 27 after RTFOT
160C 0.24
after RTFOT
viscometer
Storage
Bitumen storage athigh temperatures over prolonged periods oftime should be avoided. If itis necessary tostore
Paving Grade Bitumen 50/70 in the silo at a high temperature (up to 185C) for over 10 days, it is recom-
mended toinspect thebinder ageing rate before bitumen application for theproduction ofbituminous mixtures.
Thefollowing should be checked: penetration at25C (EN 1426) or softening point (EN1427).

If itis required tostore paving-grade bitumen 50/70 for amuch longer period than 10 days, itis recommended
Intended use
Paving Grade Bitumen 70/100 can be used to a limited extent for asphalt concrete and SMA in wearing
courses, ontheassumption that themix resistance torutting isconfirmed. Itcan also be used for theproduction
ofasphalt emulsions.
59
Table 4.9. Properties ofPaving Grade Bitumen 70/100


EN 1426

EN 1427
Bitumen 70/100 properties acc to Superpave (tests conducted in20092012).

G*/sin = 1 kPa (ungaded bitumen) Tcrit = 63.4C

Temperature 58C 64C

Jnr 0.1 kPa 1.965 4.070
Jnr 3.2 kPa 2.273 4.560
Jnr diff 15.7 12.0
R 0.1 kPa 2.7 1.7
R 3.2 kPa 0.5 0.0
R diff 81 100
Final classification ofsuitability for road traffic (at thetest S not classified
temperature) acc. to themost recent PG classification (Standard)
60
At laboratory
At mixing plant
At site
100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]

Table 4.10. Example results ofviscosity tests onbitumen 70/100 manufactured in20122013. Tests conducted by
Example
90C 7.47
No 21
dynamic 160C 0.15
after RTFOT 17.53
No 27 after RTFOT
160C 0.21
after RTFOT
viscometer
61
Storage
Bitumen storage at high temperatures over prolonged periods of time should be avoided. If it is necessary
to store Paving Grade Bitumen 70/100 in the silo at a high temperature (up to 180C) for over 10 days, it is
recommended to inspect the binder ageing rate before bitumen application for the production of bituminous
mixtures. Thefollowing should be checked: penetration at25C (EN 1426) or Softening Point (EN 1427).
Intended use
Paving Grade Bitumen 100/150 is a binder intended primarily for the production of asphalt emulsion for
various applications.
Table 4.11. Properties ofPaving Grade Bitumen 100/150

Fraass Breaking point EN 12593 C -12

EN 1426

EN 1427
62
100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
Table 4.12. Example results of viscosity tests on bitumen 100/150 manufactured in 20122013. Tests conducted
by ORLEN Laboratorium sp. z o.o.
Example
vacuum capillary EN 12596 Pa*s 60C 86.5
90C 4.03
No 18, 21
dynamic 160C 0.11

after RTFOT 6.90
No 21 after RTFOT
160C 0.13
after RTFOT
viscometer
Storage
Paving Grade Bitumen 100/150 inthesilo atahigh temperature (up to180C) for over 10 days, itisrecommended
toinspect thebinder ageing rate before bitumen application for theproduction ofbituminous mixtures. Thefollowing
should be checked: penetration at25C (EN 1426) or softening point (EN 1427).
63
If itis required tostore paving-grade bitumen 100/150 for amuch longer period than 10 days, itis recom-
mended toreduce thebitumen temperature and reheat before reuse. If along storage period isenvisaged
without bituminous mixture production, bitumen storage attheambient temperature isallowed. Aprecondition
for such storage is fitting the silo with heating equipment having sufficient capacity to ensure subsequent
bitumen heating without running therisk oflocal binder overheat during long-term heating.
Intended use
Paving Grade Bitumen 160/220 is a binder intended primarily for the production of bituminous emulsion
for various applications.
Properties asper EN 12591:2009


EN 1426

EN 1427

100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
64
Table 4.14. Example results of viscosity tests on bitumen 160/220 manufactured in 20122013. Tests conducted
by ORLEN Laboratorium sp. z o.o.
Example
vacuum capillary EN 12596 Pa*s 60C 70.0
90C 2.66
No 21
dynamic 160C 0.08
after RTFOT 4.35
No 21 after RTFOT
160C 0.11
after RTFOT
viscometer
Storage
Paving Grade Bitumen 160/220 in the silo at a high temperature (up to 180C) for over 10 days, it is recom-
mended toinspect thebinder ageing rate before bitumen application for theproduction ofbituminous mixtures.
Thefollowing should be checked: penetration at25C (EN 1426) or softening point (EN1427).

If itis required tostore Paving Grade Bitumen 160/220 for amuch longer period than 10 days, itis recom-
mended toreduce thebitumen temperature and reheat before reuse. If along storage period isenvisaged
without bituminous mixture production, bitumen storage attheambient temperature isallowed. Aprecondition
for such storage is fitting the silo with heating equipment having sufficient capacity to ensure subsequent
bitumen heating without running therisk oflocal binder overheat during long-term heating.
65
Chapter 5
polymer modified bitumenS

ORBITON aCC.TO EN 14023
5.1. General description
ORLEN Asfalt has been manufacturing ORBITON modified bitumens acc. to European Standard EN 14023
since early 2009.
Polymer Modified Bitumens represent a group of road paving binders designed specifically to counteract
themost frequent road problems, such asdeformations onroads carrying heavy and very heavy traffic and
low-temperature cracks inwinter, aswell astoincrease thepavements fatigue resistance.
This Handbook discusses ORBITON modified bitumens manufactured acc. to PN-EN 14023:2011 and de-
signed for use inroad construction inPoland. ORLEN Asfalt also manufactures ORBITON modified bitumens
acc.to therequirements indicated intherelevant National Annexes toEN 14023:2010 (e.g. for Romania,
Lithuania, Latvia, Czech Republic, Slovakia, Germany, Hungary, etc.). Thetypes ofbitumens wemanufacture
are shown inTable 5.1.
polymer modified bitumenS ORBITON aCC.TO EN 14023
Table 5.1. Types ofmodified bitumens manufactured by ORLEN Asfalt
Types ofORBITON modified bitumens Types ofORBITON modified bitumens acc. to NA

acc. to NA for Poland for EU countries, designations ofproduct groups
10/40-65
25/55-55 EXP *)
25/55-60
25/55-60 EXP *)
45/80-55
25/55-65 EXP *)
45/80-65
45/80-55 EXP
65/105-60
*) bitumen not discussed inthis Handbook
This Handbook discusses all types ofORBITON modified bitumens manufactured acc. to thePolish National
Annex toPN-EN 14023:2011 (revision 2014) and ORBITON 45/80-55 EXP for Lithuanian, Latvian and Estonian
markets.
Asphalt pavements where modified bitumen isused are more durable ascompared topaving-grade bitumen
pavements. Key differences between paving-grade bitumens and modified bitumens for the two primary
binder parameters, namely penetration and Softening Point R&B, are schematically presented onFigure 5.1.
66
Legend:
85
Paving Grade Bitumens
acc. to PN-EN 12591:2010.
80
Polymer Modied Bitumens
75 acc. to PN-EN 14023:2011.
70 45/80-55 acc. to PN-EN 14023:2011

10/40-65 45/80-65 45/80-55 EXP acc. to PN-EN 14023:2010
65
Softening Point TR&B[C]
25/55-60 65/105-60
60
45/80-55
20/30
45/80-55 EXP
55
35/50
50
50/70
45
70/100
40 100/150
160/220
35
30
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230
Figure 5.1. Schematic comparison of paving-grade bitumens and modified bitumens discussed in this Handbook
interms ofpenetration at25C and softening point TR&B
5.2. Intended use
ORBITON modified bitumens represent agroup ofmodern binders intended for use inpavements carrying heavy
and very heavy traffic. Well-designed bituminous mixtures using those bitumens demonstrate better properties

ascompared with their counterparts having similar hardness (paving-grade and multigrade paving bitumen).
The range of applications for modified bitumens is very broad, both in terms of bituminous mixture type
and road traffic category. Theonly limitation intheapplication ofmodified bitumens istheir cost efficiency.
5.3. Properties
Subsequent sections ofthis chapter discuss all properties ofmodified bitumens acc. to EN 14023, including details
based on the American Superpave (Performance Grade system). This chapter also provides approximate process
temperatures for bitumen application inbituminous mixtures, viscosity data and viscosity dependence ontemperature.
TheMSCR-based classification isprovided inChapter 7.
5.3.1. ORBITON PMB 10/40-65
Intended use
Modified bitumen ORBITON 10/40-65 isthehardest modified bitumen from therange currently manufactured by
ORLEN Asfalt. Its very high softening point renders itsuitable for high-rigidity courses base and binder course made
ofAC WMS mix 1. Itcan also be used for conventional asphalt concrete mixes. Resistance torutting test results for
mixtures with this type ofbitumen demonstrate that itis recommended for pavements carrying slow and heavy traffic,
such ashardstanding, slow traffic lanes, junctions. This type ofbitumen isnot recommended for wearing courses.
1) WMS designation isused inPoland todenote high modulus asphalt concrete (EME inFrance, HMB intheUK).
67
Properties acc. to PN-EN14023:2011
Table 5.2. Properties ofORBITON 10/40-65 modified bitumen acc. to PN-EN14023:2011

Penetration at25C EN 1426 0.1 mm 1040
Softening Point R&B EN 1427 C 65
Elastic recovery at25C EN 13398 % 60
Flash Point EN ISO 2592 C 235

Force ductility EN 13589 J/cm2 2 at10C
(low tension rate) EN 13703
Change ofmass after RTFOT EN 12607-1 % 0.5
Increase in softening point after RTFOT EN 1427 C 8
Retained penetration after RTFOT EN 1426 % 60
Elastic recovery at25C after RTFOT EN 12607-1, % 50

EN 13398
Storage stability: EN 13399, C 5
Difference in softening point EN 1427
Storage stability: EN 13399, 0.1 mm NR b
Difference inpenetration at25C EN 1427
Plasticity range EN 14023 C NR b

Subsection 5.2.8.4
EN 12607-1,
Drop in softening point after RTFOT EN 1427 C TBR a
a
TBR To Be Reported
b
NR No Requirement
ORBITON 10/40-65 properties acc. to Superpave (tests conducted in2009-2012).


68
results and classification based ontheMSCR (discussion inChapter 7)
Temperature 64C
Jnr 0.1 kPa 0.106
Jnr 3.2 kPa 0.140
Jnr diff 31.9
R 0.1 kPa 68.6
R 3.2 kPa 62.5
R diff 9
Final classification ofsuitability for road traffic (at thetest temperature) E
as per themost recent PG classification (Extreme)
At laboratory:
At mixing plant:
Note: itis recommended for MA production touse additives toreduce theprocess temperature (mixing with aggregate and place-

ment) so that themastic asphalt production takes place atatemperature below 200C.
At site
100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
Figure 5.2. Viscosity dependence ontemperature for modified bitumen ORBITON 10/40-65
69
Table 5.3. Example results ofviscosity tests onbitumen ORBITON 10/40-65. Tests conducted by ORLEN Laboratoriumsp.zo.o.
Example test
Reference Equipment
Viscosity type Test method Unit Test temperature result
document parameters for viscosity
90C 130.00
No 21
Brookfield 160C 0.68
dynamic rotary ASTM D4402
viscometer EN 13702-2
90C after RTFOT 202.00
spindle Pa*s 135C after RTFOT 3.76
No 27
Microstructure
polymer dispersion code acc. to EN 13632: B/H/S/r or B/H/S/o
Storage

guaranteed period ofbitumen service life for asphalt production: 7 days
It isrecommended toconduct basic inspection tests for modified bitumen properties after five days inorder
to make sure that the product has not lost its properties due to the stability loss of the bitumen-polymer
combination caused by component separation. The test should be conducted after 5 days of storage and
every subsequent 2 days (7th day, 9th day, etc.) or inother time intervals, depending ontheactual needs:
penetration at25C, EN 1426
Softening Point R&B, EN 1427
elastic recovery at25C, EN 13398
If the mixing plant is fitted with tanks with agitators, bitumen should be periodically mixed in the tank.
Circulation can be used for that purpose.
It is not recommended to store modified bitumen for more than 7 days. Where such storage is necessary,
we recommend periodic testing of binder properties, e.g. every 2 days (scope of tests indicated above).
Itisdesirable tomix bitumen inthetank for atleast 6 hours per day. Therecommended storage temperature
is150160C.
Due to its significant hardness, it is not recommended to store this binder if it is cooled down to ambient
temperature (e.g. over winter) since itis very difficult tomelt it.
70
5.3.2. ORBITON PMB 25/55-60
Intended use
Modified bitumen ORBITON 25/55-60 is one of the most popular modified bitumen types. It is used for
asphalt concrete base and binder courses and for high modulus asphalt concrete AC WMS. Itcan also beused
for SMA wearing courses atsections carrying slow and heavy traffic and for mastic asphalt mixes.
Table 5.4. Properties ofORBITON 25/55-60 modified bitumen asper PN-EN14023:2011




EN 13398

Subsection 5.2.8.4
Drop in softening point after RTFOT EN 12607-1, C TBR a

EN 1427
a
TBR To Be Reported
b
NR No Requirement
ORBITON 25/55-60 properties acc. to Superpave (tests conducted in2009-2012).

G*/sin = 1 kPa (fresh bitumen) Tcrit = 83.1C
71
Temperatura 58C 64C 70C

Jnr 0.1 kPa 0.070 0.180 0.360
Jnr 3.2 kPa 0.070 0.208 0.440
Jnr diff 0 15.5 22.2
R 0.1 kPa 68.3 63.8 58.2
R 3.2 kPa 68.3 59.8 51.1
R diff 0 6 12
Final classification ofsuitability for road traffic (at thetest E E E
temperature) asper themost recent PG classification (Extreme) (Extreme) (Extreme)
At laboratory:
At mixing plant:
Note: itis recommended for MA production touse additives toreduce theprocess temperature
(mixing with aggregate and placement) so that themastic asphalt production takes place atatemperature below 200C.
At site
100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
72
Table 5.5. Example results ofviscosity tests onbitumen ORBITON 25/55-60. Tests conducted by ORLEN Laboratoriumsp. z o.o.
Example test
Reference Equipment Test tempera-
Viscosity type Test method Unit result
document parameters ture for viscosity
90C 87.50
No 27
spindle Pa*s 135C after 2.75
No 27 RTFOT
160C after 0.68
RTFOT
Microstructure
Storage


It is recommended to conduct basic inspection tests for modified bitumen properties after 5 days in order
is150160C.
73
5.3.3. ORBITON PMB 45/80-55
Intended use
Modified bitumen ORBITON 45/80-55 isone ofthemost popular modified bitumen types used inPoland.
Itis intended for use inall bituminous mixtures for wearing courses (AC, SMA).




EN 13398

Subsection 5.2.8.4

EN 1427
a
TBR To Be Reported
b
NR No Requirement
ORBITON 45/80-55 properties acc. to Superpave (tests conducted in20092012).


74
Temperatura 58C 64C 70C

Jnr 0.1 kPa 0.170 0.406 0.943
Jnr 3.2 kPa 0.180 0.490 1.608
Jnr diff 6 20.8 70.5
R 0.1 kPa 68.9 65.0 52.3
R 3.2 kPa 67.5 59.5 34.6
R diff 2 8 34
Final classification ofsuitability for road traffic (at thetest E E H
temperature) asper themost recent PG classification (Extreme) (Extreme) (Heavy)
At laboratory:
At mixing plant:

At site
100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
75
Table 5.7. Example results ofviscosity tests onbitumen ORBITON 45/80-55. Tests conducted by ORLEN Laboratoriumsp.zo.o.
Example test
90C 44.33
No 27
No 27 RTFOT
160C after 0.55
RTFOT
Microstructure
Storage
recommended bitumen storage temperature: 160 180C

is150160C.
76
5.3.4. ORBITON PMB 45/80-55 EXP
Intended use
Modified bitumen ORBITON 45/80-55 EXP isabinder with similar properties toORBITON 45/80-55, however
its breaking point waslower by 3C (before 2014), present properties see table 5.6). Itis intended for use
inall bituminous mixtures for wearing courses (AC, SMA).
Properties asper EN 14023:2010
Table 5.8. Properties ofORBITON 45/80-55 EXP modified bitumen acc. to PN-EN14023:2010




EN 13398
Storage stability: EN 13399, 0.1 mm 9
Plasticity range EN 14023 C TBR a

Subsection 5.2.8.4
Drop in softening point after RTFOT EN 12607-1, C 2

EN 1427
a) TBR To Be Reported
b) NR No Requirement
ORBITON 45/80-55 EXP properties acc. to Superpave (tests conducted in2013).

77
Temperature 64C 70C

Jnr 0.1 kPa 0.568 1.180
Jnr 3.2 kPa 0.682 1.729
Jnr diff 20.1 46.5
R 0.1 kPa 62.6 57.2
R 3.2 kPa 57.3 42.9
R diff 10 30
Final classification ofsuitability for road traffic (at thetest V H
temperature) asper themost recent PG classification (Very Heavy) (Heavy)
At laboratory:
At mixing plant:
At site

100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
Figure 5.5. Viscosity dependence ontemperature for modified bitumen ORBITON 45/80-55 EXP
78
Table 5.9. Example results ofviscosity tests onbitumen ORBITON 45/80-55 EXP. Tests conducted by ORLEN Labo-
ratorium sp. z o.o.
Example test
document parameters temperature for viscosity
90C 55.100
No 21
No 21 RTFOT
160C after 0.453
RTFOT
Microstructure
Storage

guaranteed period ofbitumen service life for MMA production: 7 days

is150160C.
79
5.3.5. ORBITON PMB 45/80-65
Intended use
Modified bitumen ORBITON 45/80-65 isintended for application inwearing courses and for special applications.
Itis marked by very high elasticity, high softening point and favourable low-temperature properties. Itshigh
polymer content renders ittroublesome for placement inadverse weather (quick stiffening, compaction problems).
Its very high softening point and high modification rate render itsuitable for application atlocations where
high tensile strength and fatigue resistance are necessary in combination with very good low-temperature
properties. Modified bitumen ORBITON 45/80-65 is intended primarily for application in wearing courses,
aswell asfor porous asphalt mixes.
Properties asper PN-EN14023:2011



EN 13398
Storage stability: EN 13399, 0.1 mm NPD b

Subsection 5.2.8.4

EN 1427
a) TBR To Be Reported
b) NR No Requirement
Properties acc. to Superpave
ORBITON 45/80-65 properties acc. to Superpave (tests conducted in20092012).

80
Temperature 64C 70C

Jnr 0.1 kPa 0.114 0.271
Jnr 3.2 kPa 0.135 0.377
Jnr diff 18.6 39.1
R 0.1 kPa 84.4 75.4
R 3.2 kPa 82.9 70.5
R diff 2 6
Final classification ofsuitability for road traffic (at thetest E E
temperature) asper themost recent PG classification (Extreme) (Extreme)
At laboratory:
At mixing plant:

At site
100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
81
Table 5.11. Example results ofviscosity tests onbitumen ORBITON 45/80-65. Tests conducted by ORLEN Laboratorium sp. z o.o.
Example test
90C 81.57
No 21
after RTFOT 128.00
No 27 RTFOT
160C after 0.58
RTFOT
Microstructure
Storage

is150160C.
82
5.3.6. ORBITON PMB 65/105-60
Intended use
Modified bitumen ORBITON 65/105-60 isintended for application inthin-layered hot mix wearing courses,
where themix demonstrates good mineral skeleton. Itis produced from asoft base bitumen with high polymer
content, which provides aproduct with excellent low-temperature properties.
ORBITON 65/105-60 is marked by higher penetration at 25C (from 65 to 105) than modified bitumen
45/80-65, and atthesame time demonstrates high cohesion 2 and elasticity. Thecombination ofthose features
renders theproduct avery good binder for thin-layered gap graded mixes. Such applications include porous
asphalt, BBTM and AUTL mixes for thin wearing courses and SMA mixes. Those are primarily special wearing
courses and wearing courses used atlow-temperature locations. Another use for this binder isbridge deck
mixes where excellent elasticity and cohesion ofthebinder isrequired.



EN 13398

Subsection 5.2.8.4

EN 1427
a
TBR To Be Reported
b
NR No Requirement
ORBITON 65/105-60 properties acc. to Superpave (on thebasis oftests conducted in20092012).
2) Here: themeasure ofinternal bitumen strength to; theductility method with force measurement acc. to PN-EN13589 isused
for polymer-modified bitumen.
83

Temperature 64C
Jnr 0.1 kPa 0.382
Jnr 3.2 kPa 0.469
Jnr diff 22.9
R 0.1 kPa 79.3
R 3.2 kPa 76.1
R diff 4
Final classification ofsuitability for road traffic (at thetest E
temperature) asper themost recent PG classification (Extreme)
At laboratory:
At mixing plant:
At site

100000000
10000000
1000000
100000
End of compaction
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
84
Table 5.13. Example results ofviscosity tests onbitumen ORBITON 65/105-60. Tests conducted by ORLEN Laboratorium sp. z o.o.
Example test
document parameters temperature for viscosity
90C 70.00
No 21, 29
after RTFOT 63.83
No 27 RTFOT
160C after 0.41
RTFOT
Microstructure
Storage


is150160C.
85
5.4. Other properties of Polymer Modified Bitumens ORBITON
Among modified bitumen properties listed inEN 14023:2010 there are those which themanufacturer can
provide tocustomers asadditional data. They include e.g. bitumen density, process temperatures and polymer
dispersion (microstructure observable with amicroscope).
The data provided inTable 9.1 inChapter 9 can be used for thedesign ofbituminous mixtures and calculations
acc. to EN 12697-8.
Process temperatures are provided insummary Table 8.2 inChapter 8 (Section 8.6), while polymer-modified
bitumen storage conditions inSection 8.2. There are also separated in present chapter 5.
Modified-polymer microstructure ispresented inTable 5.1.4. Thetest was conducted according toEN 13632
Bitumen and bituminous binders. Visualisation ofpolymer dispersion inpolymer-modified bitumen.
An optical microscope with an epifluorescence unit was used for the test. Observations were conducted
in100x magnification inreflected light, using an optical filter.
The structure ofthetested polymer-modified bitumen was described using letter codes describing thedispersion
combination ofpolymer and bitumen onthebasis ofAnnex A.3 toEN 13632, see p. 2.3.5.
The following mixed designations are used inthedescription:

H/I for samples with uniform dispersion of small polymer particles, with a markedly smaller
quantity ofmedium particles with non-uniform dispersion
S/M for samples with the largest share of small polymer particles, with a markedly smaller quantity
of medium particles
s/r for samples with particles in the form of elongated polymer clusters. The sample also contains
cylindrical (round) particles and/or particles with atendency tocluster
Table 5.14. Polymer-modified microstructure acc. to EN 13632
Polymer-modified Phase description

bitumen type Phase continuity Phase description Size description Shape description
10/40-65 B H S r/o
25/55-60 B H S r/o
45/80-55 or EXP B H S r/o
45/80-65 B H S r/o
65/105-60 B H S r/o
86
Figure 5.8 shows an example image ofpolymer-modified bitumen microstructure captured inreflected light,
100x magnification (UV light).
Figure 5.8. Example image ofpolymer-modified microstructure with codes B-H-S-r
87
Chapter 6
Highly modified BITUMENS ORBITON HiMA
6.1. Introduction
Research conducted by numerous academic centres over thelast decades has corroborated theclaim that higher
polymer content inbitumen produces additional quality benefits, substantially contributing tothedurability
improvement of bituminous pavements in terms of cracking resistance, rutting and fatigue. Particularly
encouraging was exceeding thelimit ofSBS polymer content (about 77.5% m/m), after which thepolymer
phase inthepolymer-modified bitumen becomes continuous.
However, such a significant quantity of SBS for bitumen modification carried with it specific technical
consequences for theproduction and application ofmodified bitumen inroad engineering:
stability problems instorage and transport ofmodified bitumen, aswell ashigher risk ofpolymer separation
from theproduct,
high viscosity, which means that such binders would have to be heated in the mixing plant to a much
higher temperature than conventional polymer-modified bitumens,
problems with compaction of the bituminous mixture containing highly viscous binders at the road
construction site, causing rapid stiffening ofthemixture and low compaction ratios.
The above limitations to the concept of highly-modified bitumen for road engineering uses represented
achallenge not only for road binder manufacturers, but also for polymer suppliers. However, research work
ofthepolymer industry have produced positive outcomes, resulting inthemarket availability, for afew years
already, of a polymer which enables the production of highly-modified bitumen not having the downsides
referred toabove.
Highly-modified BITUMENs ORBITON HiMA
Bitumens ofthis type are referred toas HiMA Highly-Modified Asphalt.
6.2. Operating principle ofHiMA
As already mentioned, theprimary purpose behind highly-modified bitumen (asphalt) istocounteract pavement
cracking, ruts, and to increase fatigue resistance. To achieve that, high polymer content is used, in excess
of7% m/m, which leads tophase reversal inthemixing ofbitumen with thepolymer (Figure 6.1).
88
ORBITON HiMA
SBS polymer Bitumen (continuous
polymer matrix)
Conventional
SBS modied bitumen
Bitumen
polymer continuous
bitumen matrix)
Figure 6.1. Volumetric proportions between bitumen and polymer inconventional polymer-modified bitumen and
highly-modified bitumen
The advantages ofacontinuous polymer network (polymer phase) inthebinder, acting inthebituminous mix
being asan elastic reinforcement, can be clearly demonstrated taking theexample oflimiting crack propagation
by highly-modified binders. Figure 6.2 shows schematic representations oftwo hypothetical cases:
Figure A: propagation ofcracks reflected through theasphalt course with aconventional modified bitumen
with non-continuous polymer network (marked with yellow dots) here, the crack can pass through
thecourse, finding weak spots inthebinder between thepolymer network sections,
Figure B: propagation ofcracks reflected through theasphalt course with HiMA with continuous polymer
network (marked with yellow lines) here, thecracks passing through thecourse ismore difficult, because
ofthebarrier formed by thepolymer network inthebinder.
Detail Detail
enlargement 2 enlargement 2

Detail 1
Detail 2
A Wearing course
B Wearing course
with typical PMB with PMB HiMA
Binder course Binder course
Crack propagation
"upwards" from
the binder course
Figure 6.2. Crack propagation through asphalt courses, a) with conventional polymer-modified bitumen, b) with
highly-modified bitumen
89
6.3. ORBITON HiMA product family
Since 2011, the Technology, Research and Development Department of ORLEN Asfalt has been working
onanew family ofbituminous binders. Three new modified bitumen types have been developed asaresult
oflaboratory work and production tests. These are:
ORBITON 25/55-80 HiMA
All ORBITON HiMA types are classified according totheEuropean system ofEN 14023. Figure 6.3 presents
a Pen25-TB&R chart showing how those products are positioned relative to paving-grade bitumen and
(conventional) modified bitumen. Asignificant increase inthesoftening point range for all ORBITON HiMA
types can be clearly seen, which isadirect effect oftheir high polymer content.
45/80-80 HiMA Legend:

85
Paving-grade bitumen
as per PN-EN 12591:2010.
80
25/55-80 HiMA 65/105-80 HiMA
Modied bitumen
75 as per PN-EN 14023:2011.
70 45/80-55 as per PN-EN 14023:2011

10/40-65 45/80-65 45/80-55 EXP as per PN-EN 14023:2010
Softening point TR&B[C]
65
25/55-60 65/105-60 Highly modied asphalt
ORBITON HiMA
60
45/80-55
20/30
45/80-55 EXP
55
35/50
50
50/70
45
70/100
40 100/150
160/220
35
30
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230
Figure 6.3. Positioning ofORBITON HiMA relative topaving-grade bitumen, and conventional modified bitumens
6.4. ORBITON HiMA test results
Highly-modified bitumens from theORBITON HiMA family have been tested inthecourse oflaboratory and
process work. Below are test results ofbinders and asphalt mixtures containing those binders compared with
other road binders manufactured by ORLEN Asfalt.
90
Properties acc. to EN 14023
Table 6.1. Selected properties ofORBITON HiMA acc. to EN 14023
ORBITON HiMA
Property Test method Unit
25/55-80 45/80-80 65/105-80
Penetration at2C EN 1426 0.1 mm 2555 4580 65105
Softening point R&B EN 1427 C 80 80 80
Fraass breaking point EN 12593 C -15 -18 -18
Elastic recovery at25C EN 13398 % 80 80 80
Storage stability: EN 13399, C 5 5 5
Softening point difference EN 1427
Plasticity range EN 14023 C 95 95 100

Subsection 5.2.8.4.
Table 6.2. Selected properties ofORBITON HiMA acc. to Superpave (PG system)
ORBITON HiMA
Property Test method
25/55-80 45/80-80 65/105-80
PG classification AASHTO MP 1 94-22 82-28 76-28
Classification based ASTM D 7405 E E E

on theMSCR (for traffic category) at64C (Extreme) (Extreme) (Extreme)
Classification based ASTM D 7405 E E E

on theMSCR (for traffic category) at70C (Extreme) (Extreme) (Extreme)
The summary chart inFigure 6.4 presents theresults ofORBITON HiMA against theremaining road construction
binders. What isparticularly striking isexcellent elasticity ofHiMA binders athigh service temperatures.
100

90 ORBITON 45/80-80 HiMA Legend: ORBITON PMB 10/40-65
ORBITON 25/55-80 HiMA 20/30 ORBITON PMB 25/55-60
80
35/50 ORBITON PMB 45/80-55
70
50/70 ORBITON PMB 45/80-65
Recovery MSCR [%]
60 70/100 ORBITON PMB 65/105-60

50 ORBITON PMB 45/80-55 EXP
40
Recovery MSCR = 29.371*(Jnr at 3200Pa)-0.2633
30
Modied bitumen
20
Non-modied bitumen
10
0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Jnr at 3200Pa [kPa-1]
Figure 6.4. Test results ofORBITON HiMA ontheMSCR chart, parameter Jnr at3.2 kPa, 64C
91
Low-temperature pavement properties (cracking resistance)
Next tothetesting ofORBITON HiMA binders, tests have also been conducted onasphalt mixtures containing
those binders. Asphalt concrete AC 16S was used for thetests (comparative mixture asinChapter7) having
the same gradation size and varying binder types (for comparison). The results of the tests (TSRST method
acc. to EN 12697-46) is shown in Figure 6.5. To note, ORBITON HiMA perform better in comparison with
other binders having similar hardness.
PMB 45/80-55 EXP
65/105-80 HiMA
PMB 65/105-60
25/55-80 HiMA
45/80-80 HiMA
PMB 10/40-65
PMB 25/55-60
PMB 45/80-55
PMB 45/80-65
ORBITON PMB
ORBITON PMB
ORBITON PMB
ORBITON
ORBITON
ORBITON
ORBITON
ORBITON
ORBITON
70/100
20/30
35/50
-0 50/70
-5
-10
-15
Failure point Tfailure[C]
-20
-25
-30
-35
-40
Figure 6.5. Pavement cracking resistance test results, TSRST method EN 12697-46, AC 16S mix
High-temperature pavement properties (rutting resistance)
High-temperature properties ofHiMA (rutting resistance) have also been tested. Thesame bituminous mixture
was used for thetests (AC 16S) conducted acc. to EN 12697-22 inasmall apparatus (method B), intheair,
at60C, with 10 000 loading cycles. Theresults are shown inFigure 6.6.
Comparison of rutting test results

EN 12697-22, small device, method B,
air, 60C, 10000 cycles.
Asphalt concrete AC 16 S EN 13108-1
0.80
0.70
0.60
Rut growth rate WTSAIR [mm/1000]
0.50
0.40
0.30
0.20
0.10
0.00
20/30
35/50
50/70
70/100
ORBITON
PMB 10/40-65
ORBITON
PMB 25/55-60
ORBITON PMB
25/55-80 HiMA
ORBITON
PMB 45/80-55
ORBITON
PMB 45/80-55 EXP
ORBITON
PMB 45/80-65
ORBITON PMB
45/80-80 HiMA
ORBITON
PMB 65/105-60
ORBITON PMB
65/105-80 HiMA
Figure 6.6. Pavement rutting resistance test results, parameter WTSAIR, method EN 12697-22, small wheel tracker
(method B) intheair, at60C, with 10 000 loading cycles, AC 16S mix
92
6.5. Experimental section inPoland
In Autumn 2013, an experimental section ofroad pavement with ORBITON 65/105-80 HiMA was completed
inPoland. This was the6th section with HiMA inEurope.
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 (silent pavement, 2 cm thick layer). The experimental section provided a lot
ofprocess data and proved that theproduction and compaction properties ofthebituminous mixture with
highly-modified, HiMA-type binder are close tothose demonstrated by SBS-modified bitumen types.
Figure 6.7 shows aphotograph from theprocess ofsection placement.
Figure 6.7. Placement ofexperimental section with ORBITON 65/105-80 HiMA in2013.

6.6. Conclusion
Several years of research work to develop and launch for production a new group of highly-modified SBS
binders referred toas ORBITON HiMA ended in2013 with theplacement ofan experimental section inPoland.
Having analysed theresults from thebinder and asphalt mixture tests, aswell asconclusions from theplace-
ment process, we are confident that binders of this type will soon become an important part of ORLEN
Asfalts offering.
93
Chapter 7
Test results ofbitumen

in ASPHALT mixtures
7.1. Introduction
Chapters 4, 5 and 6 of this Handbook discuss the properties of all paving-grade, modified and highly-
modified bitumen types manufactured by ORLEN Asfalt. For obvious reasons, those properties have tomeet
therequirements oftherelevant reference documents onthebasis ofwhich they are produced.
The discussed binder properties enable their tentative classification interms ofresistance toexternal factors they
are exposed tointhevarious bituminous mixtures (AC, SMA, MA, etc.) and thecourses they are incorporated
into (e.g. wearing course, binder course, base).
From theperspective ofroad administrators, pavement designers and contractors, itis vital toknow thebehaviour
of bitumen in the pavement exposed to the actual service conditions. Knowing that testing binders alone
isimportant, but does not provide road engineers with comprehensive knowledge they expect, ORLEN Asfalt
has long been testing the behaviour of bitumen in asphalt mixtures, examining their resistance to damage
atboth high and low temperatures. This chapter presents test results for high and low-temperature rutting
and cracking ofvarious asphalt mixtures incorporating ORLEN Asfalts binders.
7.2. Rutting resistance tests
One of the key service parameters of asphalt mixtures is rutting resistance. The contribution of bituminous
Test results ofbitumen inASPHALT mixtures
binders of any type is never decisive in ensuring pavement resistance to rutting; however, careful selection
ofthebitumen type can support themineral aggregate skeleton ofthepavement structure. This chapter pre-
sents comparative test results for asphalt mixture rutting resistance, conducted by ORLEN Asfalt in20082013.
Thetests were conducted according toPN-EN 12697-22.
Particular test conditions included:

simulation ofrutting with theso-called small device,
testing intheair, procedure B,
test temperature of60C,
number ofsample loading cycles 10 000,
thickness oftheplate for rutting 60 mm,
AC 16 mixture, binder content of5.6% m/m (fixed content inall tests, regardless ofbitumen type).
A slightly higher-then-usual binder content (5.6%) was used intheAC16 mixture inorder toenable thecom-
parison oftheeffects ofabroad range ofbinders from very hard 20/30 tovery soft 70/100. Theapplication
of a drier AC 16 mix would cluster the results for all hard binders into a very narrow WTSAIR range from
0.01 to0.05 mm/1 000 cycles, which would frustrate thecomparison effort inpractical terms.
94
Test results presented inthis chapter apply toall types ofbituminous binders. Since theaxle load limit inPoland
is115 kN (11.5 tonnes), asmall device for rutting was used for thetests, inaccordance with theguidelines
of PN-EN 13108. Most Polish guidelines on asphalt mixtures provide the requirement for rutting resistance
only for WTSAIR , whereas for PRDAIR , report theresult option isused.
7.2.1. Comparative testing ofall binders with AC 16S
The same asphalt concrete mixture AC16 acc. to PN-EN13108-1 was used for the2012 and 2013 comparative
testing ofall ORLEN Asfalt-manufactured road binders for hot asphalt mixes. Thefollowing were tested:
paving-grade bitumen: 20/30, 35/50, 50/70, 70/100,
modified bitumen ORBITON: 10/40-65, 25/55-60, 45/80-55, 45/80-55 EXP, 45/80-65, 65/105-60.
Ten bituminous binders were compared for their contribution to asphalt concrete resistance to rutting.
The results are shown on Figures 7.1 and 7.2 as PRDAIR and WSTAIR. Importantly, the results are presented
in the charts only for comparison between the binders themselves, so WTS and PRD values should not
beinterpreted astheultimate measure.

Asphalt concrete AC16 S as per EN 13108-1
24.00
22.00
Proportional depth of the wheel track PRDair[%]
20.00
18.00
16.00
14.00
12.00

10.00
8.00
6.00
4.00
2.00
0.00
20/30
35/50
50/70
70/100
ORBITON
PMB 10/40-65
ORBITON
PMB 25/55-60
ORBITON
PMB 45/80-55
ORBITON
PMB 45/80-55 EXP
ORBITON
PMB 45/80-65
ORBITON
PMB 65/105-60
Figure 7.1. PRDAIR comparative tests for 10 bituminous binders manufactured by ORLEN Asfalt in2012 and 2013.
AC 16 asphalt mixture
95
0.80
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
20/30
35/50
50/70
70/100
ORBITON
PMB 10/40-65
ORBITON
PMB 25/55-60
ORBITON
PMB 45/80-55
ORBITON
PMB 45/80-55 EXP
ORBITON
PMB 45/80-65
ORBITON
PMB 65/105-60
Figure 7.2. WTSAIR comparative tests for 10 bituminous binders manufactured by ORLEN Asfalt in 2012. AC 16
asphalt mixture
What transpires is the dependence of rutting resistance on binder hardness and viscosity. Obviously, good
rutting resistance is achieved with very hard binders, such as paving-grade bitumen 20/30 or modified
bitumen ORBITON 10/40-65. In turn, softer binders showing relatively high viscosity perform much better
than paving-grade bitumen types, which applies inparticular tomodified bitumen types.
7.2.2. Comparative tests between individual binders
Comparative tests directly between paving-grade and modified bitumens were conducted in 20082013.
Inanalysing theresults itmust be remembered that they pertain tospecific asphalt mixtures and would not
necessarily be repeated for themixtures with other aggregates, different gradation, different binder content and
other volumetric properties. Thepurpose ofthetests was primarily toexamine differences inthevarious
bitumen types contribution torutting resistance.
7.2.2.1. ORBITON 10/40-65
Figure 7.3 and 7.4 show comparative test results for AC 16, with paving-grade bitumen 20/30 and polymer-
modified bitumen 10/40-65.
96
24.00
22.00
20.00
18.00
16.00
14.00
12.00
10.00
8.00
6.00
4.00
2.00
0.00
20/30 ORBITON PMB 10/40-65
Figure 7.3. Results of comparative tests for rutting resistance (PRDAIR) of AC 16S between paving-grade bitumen
20/30 and modified bitumen ORBITON 10/40-65

0.80

0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
20/30 ORBITON PMB 10/40-65
Figure 7.4. Results of comparative tests for rutting resistance (WTSAIR) of AC 16S between paving-grade bitumen
97
7.2.2.2. ORBITON 25/55-60
Figures 7.5 and 7.6 show comparative test results for AC 16, binder course mixture (W), with paving-grade
bitumen 35/50 and polymer-modified bitumen ORBITON 25/55-60. For both key rutting parameters ORBITON
25/55-60 demonstrates very good properties ascompared with similar-hardness paving-grade bitumen (35/50).

Asphalt concrete AC16S as per EN 13108-1
24.00
22.00
20.00
18.00
16.00
14.00
12.00
10.00
8.00
6.00
4.00
2.00
0.00
35/50 ORBITON PMB 25/55-60


0.80
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
35/50 ORBITON PMB 25/55-60
Figure 7.6. Results ofcomparative tests for rutting resistance (WTSAIR) ofAC 16S between paving-grade bitumen35/50
and modified bitumen ORBITON 25/55-60
98
7.2.2.3. ORBITON 45/80-55
ORBITON 45/80-55 isone ofthemost popular modified bitumen types used inPoland for wearing courses.
Itis marked by good service properties and easy placement.
Figures 7.7 and 7.8 show comparative test results for AC 16S with paving-grade bitumen 50/70 and polymer-
modified bitumen ORBITON 45/80-55. Interms ofboth key rutting parameters, ORBITON 45/80-55 demonstrates
incomparably better properties than similar-hardness paving-grade bitumen (50/70).

24.00
22.00
20.00
18.00
16.00
14.00
12.00
10.00
8.00
6.00
4.00
2.00
0.00
50/70 ORBITON PMB 45/80-55

0.80
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
50/70 ORBITON PMB 45/80-55
Figure 7.8. Results of comparative tests for rutting resistance (WTSAIR) of AC 16S between paving-grade
bitumen 50/70 and modified bitumen ORBITON 45/80-55
99
7.2.2.4. ORBITON 45/80-55 EXP
The production ofORBITON 45/80-55 EXP for theBaltic States markets (Lithuania, Latvia and Estonia) was
launched in2013. This binder differs from theconventional ORBITON 45/80-55 asithas higher polymer content
and demonstrates better low-temperature performance (Fraass -15C). Excellent properties of ORBITON
45/80-55 EXP have led toits launch also onthePolish market, and gradual replacement ofORBITON 45/80-55.
Figures 7.9 and 7.10 show comparative test results for AC 16S with polymer-modified bitumen ORBITON45/80-55
and polymer-modified bitumen ORBITON 45/80-55 EXP. For both key rutting parameters ORBITON 45/80-55EXP
demonstrates excellent properties ascompared with similar-hardness ORBITON 45/80-55.

24.00
22.00
20.00
18.00
16.00
14.00
12.00
10.00
8.00
6.00
4.00
2.00
0.00
ORBITON PMB 45/80-55 ORBITON PMB 45/80-55 EXP
Figure 7.9. Results ofcomparative tests for rutting resistance (PRDAIR) ofAC 16S between modified bitumen ORBITON
45/80-55 and modified bitumen ORBITON 45/80-55 EXP

0.80
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
ORBITON PMB 45/80-55 ORBITON PMB 45/80-55 EXP
Figure 7.10. Results of comparative tests for rutting resistance (WTSAIR) of AC 16S between modified bitumen
ORBITON 45/80-55 and modified bitumen ORBITON 45/80-55 EXP
100
7.2.2.5. ORBITON 45/80-65
ORBITON 45/80-65 isamodified bitumen type for wearing courses. Itis marked by very good service properties,
such ashigh softening point and elasticity.
Figures 7.11 and 7.12 show comparative test results for AC 16S with paving-grade bitumen 50/70 and
polymer-modified bitumen ORBITON 45/80-65. Interms ofboth key rutting parameters, ORBITON 45/80-65
demonstrates markedly better properties than similar-hardness paving-grade bitumen (50/70).

24.00
22.00
20.00
18.00
16.00
14.00
12.00
10.00
8.00
6.00
4.00
2.00
0.00
50/70 ORBITON PMB 45/80-65
Figure 7.11. Results ofcomparative tests for rutting resistance (PRDAIR) ofAC 16S between paving-grade bitumen

0.80
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
50/70 ORBITON PMB 45/80-65
Figure 7.12. Results ofcomparative tests for rutting resistance (WTSAIR) ofAC 16S between paving-grade bitumen
101
7.2.2.6. ORBITON 65/105-60
ORBITON 65/105-60 isasoft modified bitumen type for wearing courses. Itis marked by very good ductility
and elasticity and excellent low-temperature properties.
Figures 7.13 and 7.14 show comparative test results for AC 16S with paving-grade bitumens 50/70 and 70/100
and polymer-modified bitumen ORBITON 65/105-60. Interms ofkey rutting parameters, ORBITON 65/105-60
demonstrates markedly better properties than similar-hardness paving-grade bitumen types (50/70 and 70/100).

24.00
22.00
20.00
18.00
16.00
14.00
12.00
10.00
8.00
6.00
4.00
2.00
0.00
50/70 70/100 ORBITON PMB 65/105-60
Figure 7.13. Results ofcomparative tests for rutting resistance (PRDAIR) ofAC 16S between paving-grade bitumens
50/70 and 70/100 and modified bitumen ORBITON 65/105-60

0.80
0.70
0.60
0.50
0.40
0.30
0.20
0.10
0.00
50/70 70/100 ORBITON PMB 65/105-60
Figure 7.14. Results ofcomparative tests for rutting resistance (WTSAIR) ofAC 16S between paving-grade bitumens
50/70 and 70/100 and modified bitumen ORBITON 65/105-60
102
7.3. Low-temperature cracking resistance tests
Rutting resistance tests verify thebehaviour ofthebituminous mixture atarelatively high temperature (60C). Weknow,
however, that the pavement is also damaged in winter when temperatures drop below 0C. Low-temperature
shrinkage cracks, which may emerge inwinter, markedly reduce thepavements service life and generate extra cost
ofrepair and sealing.
7.3.1. TSRST method
Various test methods were used inthepast toanswer thequestion towhat extent theasphalt mixture resists crack-
ing. Anew standard was made available in2012, describing anumber ofuseful testing methods: PN-EN12697-46
Bituminous mixtures Test methods for hot mix asphalt Part 46: Low temperature cracking and properties by
uniaxial tension tests. From among the testing methods indicated in the standard, ORLEN Asfalt selected TSRST
(Thermal Stress Restrained Specimen Test). TheTSRST method isstandardised intheUS asAASHTO TP 10.
The TSRST test involves thepreparation ofthesample asacylinder or rectangular prism from thecompacted asphalt
mixture (samples are typically cut out from aplate). Samples ends are attached toarigid, non-deformable frame
and placed in a cryostasis chamber. During the TSRST temperature in the chamber is reduced at the pre-agreed
rate of dT=-10 K/h. As a result of the temperature drop the sample shrinks; however, fastening of the sample
totheframe prevents sample deformation, which causes internal tension stress toappear inthesample, leading
toshrinkage cracking. Thefollowing values are obtained from thetest: failure point TFailure and failure stress failure.
Tension stress isalso recorded asafunction oftemperature: cri(T).
7.3.2. Comparative testing ofall binders with AC 16S
Figures 7.15 and 7.16 show theeffect ofbituminous binders onasphalt concrete resistance tolow-temperature
cracking. Theresults, taking theform ofthefailure point Tfailure and failure stress failure are shown onseparate
charts. Thetests were conducted onthesame AC 16S asphalt mixture that was used for rutting tests.

Obviously, failure points provided onChart 7.15. are not expected tobe precisely replicated intheactual pavement.
Itmust be remembered that theTSRST gives aconventional failure point under specific testing conditions.
It very rarely takes place in reality that a temperature drop reaches 10C/hour. Itcan therefore be assumed
that theresults pertain toextreme conditions, and theactual failure point would be smaller, inparticular with
thecontribution ofasmaller temperature drop gradient. An additional aspect ofthecracking test evaluation
isthecontent ofthebinder inthetested AC 16S. Themixture contains relatively high binder content (5.6%),
and therefore itcannot be said tobe dry. On theother hand, however, itis not true that themore binder
wehave, thesmaller thefailure point will be. As with themajority ofasphalt mixtures, theoptimum quantity
ofthebinder inthemix also exists for this case. For practical reasons, certain assumptions for thecomparison
were adopted under ORLEN Asfalts long-term research programme, owing towhich wecan compare binders
in terms of their sensitivity to cracking under specific conditions. Let us therefore look at the bar sizes and
compare them rather than analyse thefailure point.
103
PMB 45/80-55 EXP
PMB 65/105-60
PMB 10/40-65
PMB 25/55-60
PMB 45/80-55
PMB 45/80-65
ORBITON
ORBITON
ORBITON
ORBITON
ORBITON
ORBITON
70/100
20/30
35/50
50/70
-35
Figure 7.15. Results of comparative tests for the failure point Tfailure for AC 16S with 10 bituminous binders
manufactured by ORLEN Asfalt
6.000
5.500
Failure stress failure[MPa]
5.000
4.500
4.000
3.500
3.000
20/30
35/50
50/70
70/100
ORBITON
PMB 10/40-65
ORBITON
PMB 25/55-60
ORBITON
PMB 45/80-55
ORBITON
PMB 45/80-55 EXP
ORBITON
PMB 45/80-65
ORBITON
PMB 65/105-60
Figure 7.16. Results of comparative tests for the failure stress failure for AC 16S with 10 bituminous binders
manufactured by ORLEN Asfalt
6,0
Legend: ORBITON PMB 10/40-65

5,5
20/30 ORBITON PMB 25/55-60
5,0 35/50 ORBITON PMB 45/80-55

50/70 ORBITON PMB 45/80-55 EXP
4,5 70/100 ORBITON PMB 45/80-65

ORBITON PMB 65/105-60
4,0
3,5
3,0
Stress [N/mm2]
2,5
2,0
1,5
1,0
0,5
0,0
-40 -35 -30 -25 -20 -15 -10 -5 0 5 10 15 20
Temperature [C]
Figure 7.17. Results ofcomparative tests for thedifference inthetension stress inthecourse oftheTSRST depending
ontemperature cry (T) for AC 16S with 10 bituminous binders manufactured by ORLEN Asfalt
104
7.4. Conclusions
This chapter presented separate comparative test results for rutting and low-temperature cracking. Some
ofthepresented tests were covered by theresearch programme examining performance properties ofbinders
manufactured by ORLEN Asfalt.
Already atthetime that road engineers started analysing high- and low-temperature properties ofbituminous
binders and their effect on pavement behaviour, it was known that it would be very difficult to come up
with a universal binder. Figure 7.18 shows the problem in detail. Binders with a very good contribution
topavement resistance torutting are not thebest solution if weexpected cold winters. Importantly, however,
wecan influence pavement cracking toasmaller degree than isthecase for rutting, and therefore itis worth
applying softer binders with good low-temperature resistance e.g. ORBITON 65/105-60. However, itrequires
hard work onthedevelopment ofthemineral skeleton inthemix toensuring therequired level ofresistance
tolasting deformations insummer.
Figure 7.18 presents asummary comparison ofall 10 binders covered by theresearch programme ofORLEN
Asfalt interms oftheir rutting resistance (parameter WTSAIR) and failure resistance (failure point Tfailure).
0.80
0.70
0.60
0.50
0.40
0.30
0.20
0.10

PMB 10/40-65
PMB 45/80-55
PMB 45/80-65
ORBITON PMB
ORBITON PMB
ORBITON PMB
45/80-55 EXP
65/105-60
25/55-60
ORBITON
ORBITON
ORBITON
70/100
20/30
35/50
50/70
-35
Figure 7.18. Comparative test results ofbituminous binders athigh and low temperatures. Comparison ofparameter
WTSAIR and failure point Tfailure. Bituminous mixture AC 16 S
105
Chapter 8
Bitumen properties according

to Superpave
Test methods and requirements used inEuropean standards onroad binders deal primarily with theso-called
commercial quality. Performance (service) quality isamuch broader phenomenon and comprises awider range
ofparameters. One ofthesystems describing theperformance aspect ofbituminous binders isthePerformance
Grade (PG) System developed intheUS.
In 20062013, the Technology, Research and Development Department of ORLEN Asfalt tested bitumen
properties using testing methods based ontheAmerican Superpave methodology (AASHTO MP1).
The tests covered selected road bitumen and polymer-modified bitumen types. Experimental binders and
new binder concepts were also examined, although they are beyond thescope ofthis Handbook (except for
ORBITON HiMA).
8.1. Superpave
A major research programme was launched intheUnited States in1987, referred toas theStrategic Highway
Research Program (SHRP). One ofits objectives was todevelop anew classification system for road pavements
focusing on the binders performance of specific functions in the pavement. The entire system, including
amethod for designing asphalt mixtures, was named Superpave (SUperior PERforming Asphalt PAVEments).
Following the introduction of the Superpave system, classical parameters, such as penetration, softening
point, etc. were abandoned intheUS. Thebasis for thebinder classification system according toSuperpave
Bitumen properties according toSuperpave
istherange ofbitumen service temperatures, referred toas PG Performance Grade.
Binder performance grade isdesignated asPG X-Y, where:

x isthemaximum pavement temperature (high PG),
y istheminimum pavement temperature (low PG),
at which agiven bitumen type isable tooperate asrequired. Itcan therefore be argued that theperformance
grade isprimarily determined by theweather inthearea where theroad isconstructed. High and low PG are
selected from thelist, with intervals of6C, onthebasis ofbinder test results (Table 8.1)
Table 8.1. Performance grade series
High temperature (high PG) Low temperature (low PG)

PG 46- -34, -40, -46
PG 52- -10, -16, -22, -28, -34, -40, -46
PG 58- -16, -22, -28, -34, -40
PG 64- -10, -16, -22, -28, -34, -40
PG 70- -10, -16, -22, -28, -34, -40
PG 76- -10, -16, -22, -28, -34
PG 82- -10, -16, -22, -28, -34
106
The bituminous binder testing system for PG determination involves tests atvarious temperatures, since bitumen
is a thermoplastic material, and therefore its properties change as the temperature changes. The change
inthose properties translates into specific pavement damage types:
high bitumen temperature viscoplastic deformations,
low bitumen temperature low-temperature cracking,
intermediate bitumen temperature fatigue damage from vehicle traffic,
considering theimpact ofshort-term and long-term ageing onbitumen properties. Temperatures ofspecific
tests depend ontheexpected pavement temperature attheplacement location.
New testing equipment was also developed as a result of the work on the Superpave system, now used
toexamine bitumen properties. Table 8.2 lists those equipment items and their intended use.
Table 8.2. New testing equipment asper Superpave
Equipment item Intended use
Dynamic Shear Rheometer (DSR) Determination ofbinder properties atmedium and high temperatures
Determination ofbinder properties attheasphalt mixture production

Rotational Viscometer (RV) temperatures
Bending Beam Rheometer (BBR)

Determination ofbinder properties atlow temperatures
Direct Tension Test (DTT)
Rolling Thin Film Oven Test (RTFOT) Short-term ageing simulation
Pressure Ageing Vessel (PAV) Long-term ageing simulation, thetest isusually preceded by RTFOT
8.2. Low-temperature properties testing

The Fraass breaking point test used inEurope has anumber ofweaknesses and iscriticised by many. IntheUS,
thebending beam rheometer (BBR) isprimarily used totest bitumen behaviour atlow temperatures.
In analysing theBBR test results, weevaluate thedegree ofbitumen stiffness atalow temperature. Too-high
bitumen stiffness atlow temperatures isdisadvantageous asitleads tocracking. TheSuperpave system assumes
that creep stiffness S(t) may not exceed 300 MPa, which should ensure theappropriate cracking resistance
(no binder over-stiffness). Thevalue ofparameter m should inturn be greater than 0.300, which isrelated
tothefact that bitumens with ahigh parameter m value demonstrate amore effective relaxation ofstresses
present inthebinder when temperatures drop [15].
Table 8.3 presents low-temperature property testing results for ORLEN Asfalt binders, with thetest carried out
by theBending Beam Rheometer (BBR), and thesamples aged inRTFOT and PAV. Test parameters:
Testing atfour temperatures: -10, -16, -22, -28C.
Sample temperature control time: 60 min.
Values recorded after 60 s ofloading: S(60s) MPa, m(60s)
107
Table 8.3. Results of the BRR low-temperature test after ageing (RTFOT+PAV) (example critical temperatures
atS(60)=300 MPa, m(60) = 0.3 and bitumen stiffness S at-16C)
Dolna temperatura krytyczna

Critical temperature at Critical temperature at Bitumen stiffness at-16C
S(60) = 300 MPa m(60) = 0,3 S(T)-16 [MPa]
T(S)60 [C] T(m) 60 [C]
EN 14771 EN 14771 EN 14771
AASHTO PP 42 AASHTO PP 42 AASHTO PP 42
Bitumen type less = better less = better less = better
Paving-grade 20/30 -14.7 -8.1 370.5
Paving-grade 35/50 -15.4 -11.5 338.5
Paving-grade 50/70 -16.6 -15.0 294.0
Paving-grade 70/100 -16.9 -16.2 285.0
Modified ORBITON 10/40-65 -17.2 -8.6 271.5
Modified ORBITON 45/80-55 EXP -17.9 -18.0 242.3
Certain types of road binders demonstrate too high creep stiffness values S(t) or too small parameter m
during theBBR test, and yet are resistant tolow-temperature cracking. Therefore, theBBR test alone isnot
the ultimate measure of binder suitability at low temperatures. To determine that, the Direct Tension Test
set was developed, determining thebinders capacity for elongation. No laboratory inPoland possesses that
piece ofequipment. Itis also rarely found inEurope.
8.3. Testing ofproperties athigh and intermediate temperatures

This type oftest istodetermine thebinders capacity tocounteract viscoplastic deformations inthepavement.
The DSR (dynamic shear rheometer) is used for the test, along with the method AASHTO M 320 or ASTM
D7175.
The DSR test specifies high-temperature resistance:

complex stiffness modulus G* and angle phase ofthebitumen prior toRTFOT,
complex stiffness module G* and angle phase ofthebitumen after RTFOT.
It is required that bitumens demonstrate specific parameters tested in the DSR at its specific, maximum
pavement service temperature (so-called high PG).
G*/sin 1.00 kPa (bitumen before RTFOT)
G*/sin 2.20 kPa (bitumen after RTFOT)
Another pavement damage mechanism isfatigue. This test, which checks binder resistance tofatigue cracks,
also uses the DSR. The test is conducted at an intermediate temperature (depending on the PG type) and
isintended toverify whether thecomplex modulus G* isnot too high, and therefore whether thepavement
isnot too stiff. Therequirements put alimit onstiffness G*sin, with themaximum value being 5 000 kPa
(the newer version ofthePG system raises this requirement to6 000 kPa see Section 8.4).
108
Table 8.4 presents theDSR test results for therelevant properties. Test parameters:
complex stiffness modulus G* and angle phase of the bitumen prior to RTFOT to determine critical
temperature atG*/sin=1 kPa,
complex stiffness modulus G* and angle phase ofthebitumen after RTFOT todetermine critical tempe-
rature atG*/sin=2.2 kPa,
complex stiffness modulus G* and angle phase ofthebitumen after RTFOT+PAV todetermine critical
temperature atG*sin=5 000 kPa,
Table 8.4. DSR test results for therelevant properties. Bitumen testing values from 20092013
Critical temperature Critical temperature Critical temperature

at G*/sin=1 kPa at G*/sin=2.2 kPa at G*.sin=5 000 kPa
bitumen before ageing bitumen after RTFOT bitumen after RTFOT+PAV
Type ofpaving-grade AASHTO T 315 AASHTO T 315 AASHTO T 315

bitumen type
more = better more = better less = better
Paving-grade 20/30 83.7 84.7 26.0
Paving-grade 35/50 73.2 74.2 23.1
Paving-grade 50/70 67.7 67.8 20.5
Paving-grade 70/100 63.4 63.6 19.1
Modified ORBITON 10/40-65 88.5 83.8 19.5
Modified ORBITON 45/80-55 EXP 74.7 70.6 14.4
Figure 8.1 shows theBlack curves for thetested bitumen types. They are used toevaluate thedependence
of the binders complex stiffness modulus G* on angle phase , and in particular to check the behaviour

ofthebinder intherange >60 that istherange ofviscous material behaviour.
Figures 8.28.3 present master curves of the complex stiffness modulus G* and angle phase depending
onfrequency. Thetest was conducted inthefrequency range of0.110 Hz for -10, 0, 10, 25, 40, 60, 70C,
and then, using thetemperature and frequency superposition, master curves for 25C were obtained.
106
105
Complex stiffness modulus G*[kPa]
104
103
102
Legend:
20/30 ORBITON PMB 10/40-65
101
35/50 ORBITON PMB 25/55-60

50/70 ORBITON PMB 45/80-55
100
70/100 ORBITON PMB 45/80-65
10-1 ORBITON PMB 65/105-60

ORBITON PMB 45/80-55 EXP
10 0
-2
10 20 30 40 50 60 70 80 90
Phase angle []
Figure 8.1. Black curve for bitumen before ageing
109
105
104
Complex stiffness modulus G*[kPa]
103
Legend: ORBITON PMB 10/40-65

20/30 ORBITON PMB 25/55-60
102 35/50 ORBITON PMB 45/80-55
50/70 ORBITON PMB 45/80-65
70/100 ORBITON PMB 65/105-60
101
0.1 1 10 100 [Hz]
0.63 6.28 62.8 628 [rad/s]

Frequency
Figure 8.2. Master curve ofthecomplex modulus G* depending onfrequency for bitumen before ageing. Sweep
inthefrequency range from 0.1 to10 Hz, superposition to25C
90
80
70
60
Phase angle []
50
40
30 Legend: ORBITON PMB 10/40-65

20/30 ORBITON PMB 25/55-60
20 35/50 ORBITON PMB 45/80-55
50/70 ORBITON PMB 45/80-65
10 70/100 ORBITON PMB 65/105-60
0
0.1 1 10 100 [Hz]
0.63 6.28 62.8 628 [rad/s]

Frequency
Figure 8.3. Master curve for phase angle as a function of frequency for bitumen before ageing. Sweep
inthefrequency range from 0.1 to10 Hz, superposition to25C
110
8.4. PG system adjustment MSCR test
As indicated inSection 8.3., theresults ofcritical temperature tests with parameter G*/sin 1 kPa for bitumen
before ageing and G*/sin 2.2 kPa for bitumen after RTFOT are to indicate bitumen rutting resistance.
Currently, however, this relationship has been challenged and thePG system isadjusted based ontheMSCR
test, gradually coming into use intheUS since 2010.
The MSCR (Multiple Stress Creep Recovery test) involves themeasurement ofcertain binder properties inorder
todetermine (among other things) theresistance ofasphalt with thebinder torutting.
The MSCR test isconducted according tothefollowing standards: AASHTO TP 70Standard Method ofTest
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 aDynamic Shear Rheometer.
The test istoreplace additional tests ofmodified bitumen specified intheso-called PG plus: elastic recovery,
force ductility, toughness and tenacity.
The following mechanisms are examined inthecourse oftheMSCR:

binder sample creep mechanism during the1-second stress application,
binder sample recovery mechanism during the9-second rest period (after thestress isremoved).
The test isconducted for two stress values: 0.1 kPa and 3.2 kPa, typically athigh limit temperatures atwhich
thepavement with thetested binder istooperate. Ineffect, two pairs ofresults are obtained: non-recoverable
creep compliance Jnr [kPa-1] and theaverage percentage deformation R [%] for two stress values (0.1 kPa and
3.2 kPa).
Of those parameters, Jnr3.2 kPa iscrucial for binder classification, asitis themeasure ofbinder resistance

to deformation the smaller Jnr3.2 kPa, the greater rutting resistance. R3.2 recovery, in turn, indicates
theeffectiveness ofbinder modification (if any).
Two indicators are calculated from theresults ofJnr0.1 kPa, Jnr3.2 kPa, R0.1 and R3.2:
Jnr,diff percentage indicator ofthedifference inJnr after thechange (increase) inthestress from 0.1 to3.2
kPa itis ameasure ofbinder sensitivity toload increase; theincrease 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 to3.2 kPa itis ameasure ofbinder elasticity under load increase conditions.
The American tests have specified experimentally theline separating modified bitumens from non-modified
ones or, in other words effectively modified bitumens from non-modified bitumens. The line is shown
inFigure 8.5.
In planning binder testing using theMSCR, itwas assumed that maximum pavement temperatures inPoland
do not exceed 5560C, and therefore all binders were tested at64C. Some binders were also tested at58
and 70C inorder toexamine how their behaviour changes with thechange oftemperature.
Figures 8.4 and 8.5 present test results for various bitumens manufactured by ORLEN Asfalt and tested by
MSCR at64C. Figure 8.5 shows theline separating modified bitumens (e.g. binders which meet therequire-
ments for modified bitumens interms ofrecovery R3.2 correlated with Jnr3.2 kPa range).
111
100
20/30 ORBITON PMB 25/55-60
80
35/50 ORBITON PMB 45/80-55
70
50/70 ORBITON PMB 45/80-65
Recovery MSCR [%]
60 70/100 ORBITON PMB 65/105-60
40
30
20
10
0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Jnr at 100 Pa [kPa-1]
Figure 8.4. Presentation ofbitumen results ontheMSCR chart: elastic deformation R asafunction ofJnr attheload
of0.1 kPa, at64C (the smaller Jnr thegreater rutting resistance, thegreater recovery, themore elastic thebinder)
100

20/30 ORBITON PMB 25/55-60
80
35/50 ORBITON PMB 45/80-55
70
50/70 ORBITON PMB 45/80-65
Recovery MSCR [%]
60 70/100 ORBITON PMB 65/105-60
40
Recovery MSCR = 29,371*(Jnr at 3200Pa)-0,2633
30
Modied bitumen
20
Non-modied bitumen
10
0
0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0
Jnr at 3200 Pa [kPa-1]
Figure 8.5. Presentation ofbitumen results ontheMSCR chart: elastic deformation R asafunction ofJnr attheload
of3.2 kPa, at64C (the smaller Jnr thegreater rutting resistance, thegreater recovery, themore elastic thebinder)
In theclassical PG system, theresults ofparameter G*sin 5 000 kPa critical temperature refer topavement
(with thetested binder) fatigue resistance after RTFOT + PAV. Inthenew PG System specification, thevalue
isincreased to6 000 kPa.
Since thevery determination ofthehigh PG limit does not guarantee that thepavement will not rut, thelatest
PG system, based ontheMSCR, introduces additional binder values, depending ontheroad traffic volume
(Table 8.5) onagiven pavement. Suitability for agiven traffic volume isassessed onthebasis ofJNr3.2.
112
Table 8.5. Binder designations and requirements relative totraffic volume and characteristics
Loading (number Required for thebinder atthehigh PG temperature

of standard equivalent
Traffic designation Stress sensitivity parameter
axles and traffic Requirement for JNr32
conditions) for Jnr diff (*)
< 10 million axles
S standard 4.0
and standard traffic
10-30 million axles
H heavy 2.0
or slow traffic
75%
>30 million axles
V very heavy 1.0
or vehicle parking
>30 million axles
E extreme 0.5
and vehicle parking
Jnr,3.2 kPa Jnr,0.1 kPa

Jnr, diff = Jnr,0.1 kPa 100
*) bitumen sensitivity tostress change
8.5. Classification ofORLEN Asfalt bitumens acc. to PG System
Paving-grade bitumen grades acc. to theSuperpave system are presented intable 8.6.
Table 8.6. Paving-grade bitumen classification acc. to Superpave (testing ofbitumen samples from 20102012)
Actual PG grade PG grade

Bitumen type (direct test results) AASHTO MP 1
Paving-grade 20/30 84-18 82-16
Paving-grade 35/50 74-21 70-16
Paving-grade 50/70 67-25 64-22

Paving-grade 70/100 63-26 58-22
Modified ORBITON 10/40-65 83-18 82-16
Modified ORBITON 45/80-55 EXP 70-27 70-22
Table 8.7 shows classification results ofall bitumens with reference totraffic load atthehigh PG temperature:
58C and 64C onthebasis ofJnr3.2 kPa with MSCR.
113
Table 8.7. Binder classification after the MSCR test by traffic load (testing of bitumens from 2012) on the basis
ofranges from Table 8.5
Traffic classification for temperature

Bitumen type
58C 64C
Paving-grade 20/30 (E) E
Paving-grade 35/50 No data V
Paving-grade 50/70 V S
Paving-grade 70/100 S *
Modified ORBITON 10/40-65 (E) E
Modified ORBITON 25/55-60 E E
Modified ORBITON 45/80-55 E E
Modified ORBITON 45/80-55 EXP (E) V
classification inparentheses onthebasis oftheresult atahigher test temperature

* outside classification, requirements not met
S standard
H heavy
V very heavy
E extreme
The results should be analysed with aproviso that they are from example tests and do not represent typical
values achieved over the entire (and each) production season. Obviously, the values are not guaranteed by
ORLEN Asfalt sp. z o.o.
Legend:
Tested, classication based Not tested, classication on the basis

Colour ll
on test result of the result at higher temperature
Not tested, no test result Tested, out of classication,

requirements not met
E
Extreme trafc
V
Very heavy trafc
H
Heavy trafc
S
Standard trafc
20/30
35/50
50/70
70/100
ORBITON
PMB 10/40-65
ORBITON
PMB 25/55-60
ORBITON
PMB 45/80-55
ORBITON
PMB 45/80-55 EXP
ORBITON
PMB 45/80-65
ORBITON
PMB 65/105-60
Figure 8.6. Schematic presentation ofbinder classification by traffic load at58C, onthebasis ofdetails from Table 8.7
114
Legend:
Tested, classication based Not tested, classication on the basis
Colour ll
on test result of the result at higher temperature
Not tested, no test result Tested, out of classication,

requirements not met
E
Extreme trafc
V
Very heavy trafc
H
Heavy trafc
S
Standard trafc
20/30
35/50
50/70
70/100
ORBITON
PMB 10/40-65
ORBITON
PMB 25/55-60
ORBITON
PMB 45/80-55
ORBITON
PMB 45/80-55 EXP
ORBITON
PMB 45/80-65
ORBITON
PMB 65/105-60
Figure 8.7. Schematic presentation ofbinder classification by traffic load at64C, onthebasis ofdetails from Table 8.7
115
Chapter 9
Bitumen application technology
The application ofbituminous binders requires, most ofall, expertise onoptimum process temperatures and
particular criteria for bitumen sample handling. Subsequent sections provide details which may be ofinterest
tolaboratory staff and process/technology divisions ofroad engineering companies.
Table 9.2 summarises all key information about process temperatures for the application of bitumen
manufactured by ORLEN Asfalt.
9.1. Laboratory guidelines
9.1.1. Determination ofprocess temperatures
Bitumen types differ from one another interms oftheir characteristic viscosities within 60165C temperature
brackets (most commonly tested temperature range). Viscosity values for refinery-produced, non-aged bitumen
will always differ from viscosity values after ageing. After ageing, bitumen hardens and its viscosity increases.
Thesimulation ofshort-term ageing under laboratory conditions takes place intheRTFOT device, and inthePAV
vessel for long-term ageing simulation.
Understandably, post-RTFOT viscosity-temperature relation curve does not overlap with thecharacteristic curve
for non-aged bitumen and isshifted towards higher viscosity ranges. This means that process temperatures
should be determined onthebasis ofbitumen viscosity testing, both before and after RTFOT.
Optimum viscosity, or viscosity range, for themajority ofkey processes isalready known, and serves asthebasis
for thedetermination ofoptimum process temperatures.
In order todetermine thepumping and aggregate mixing temperatures, bitumen test results before ageing
are used, since those processes occur before the contact of a thin binder layer with hot aggregate surface
(before the main short-term ageing process starts). In order to determine the start and end temperature
of onsite asphalt mixture compaction, viscosity values obtained after ageing should rather be used (RTFOT
method). Intheactual asphalt mixture production process, wet mixing ofcomponents (aggregate and bitu-
men) isfollowed by hot mix storage inthesilo and its transport totheconstruction site. This stage typically
lasts from a few dozen minutes to a few hours. Over that time, bitumen spreads over hot aggregate and
ages lighter components evaporate and, ineffect, thebitumen hardens. Concurrently, its penetration drops,
its softening point and viscosity rises, and thebreaking point deteriorates. When themixture spreading and
compaction starts, the binder in the mix has already undergone short-term ageing. Therefore we suggest
taking theviscosity value measured after RTFOT todetermine thecompaction start and end temperatures.
Figure 9.1 shows paving-grade bitumen viscosity curves before ageing which help todetermine pumping and
aggregate and binder mixing temperatures. Figure 9.2 presents paving-grade bitumen post-ageing viscosity
curves which are useful for thedetermination ofcompaction start and end temperatures. Those curves are
provided inbitumen type sheets included inChapters 4 and 5.
116
Since bitumen viscosities largely depend on raw material properties (crude oil distillation vacuum residue),
it should be assumed that the process temperature to be determined may fluctuate over the production
season, depending ontheactual raw material properties.
100000000
10000000
20/30
1000000 35/50
50/70
100000 70/100
100/150
10000
1000
100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
Figure 9.1. Paving-grade bitumen viscosity curves before ageing (on the basis of test results obtained by ORLEN
Asfalt sp. z o.o.)
100000000
10000000
1000000
20/30
100000 35/50
50/70 End of compaction
10000 70/100
100/150 Beginning of compaction
1000

100
10
1
50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210
Temperature [C]
Figure 9.2. Paving-grade bitumen viscosity curves after RTFOT (on the basis of test results obtained by ORLEN
Asfalt sp. z o.o.)
In examination ofequivalent temperature values, particular attention should be paid totheappropriate selection
ofsample compaction temperatures atthelaboratory (according tothemethod chosen from EN 13108-20).
Asphalt mixture sample preparation temperatures should correspond totheactual conditions ontheconstruction
site. If the temperature adopted at the lab is too high, the volumetric density of the bituminous mixture
inthesamples will be high and thevoid content will beunderrated. Iftheconditions onthesite markedly
117
differ from those adopted atthelab, i.e. theasphalt mixture temperature inthecourse oflayer compaction
is significantly lower, this will in practical terms prevent the achievement of the required layer compaction
index. Conversely, if thetemperature adopted by thelab istoo low, compaction indexes inexcess of100%
will be achieved onthesite, and void content inthelayer will be too low, which will increase therisk ofrut-
ting. That is why adopting the appropriate sample compaction temperature at the laboratory mix design
stage isso important.
9.1.2. Bitumen samples atthelab
The laboratory receives bituminous binder samples from ORLEN Asfalt in metal packaging (closed cans) or,
inexceptional cases, insmall cardboard containers lined with aluminium foil (volume ofabout 1 litre).
The way such bitumen ishandled has amajor effect onthetest results ofboth bitumen and asphalt mixtures.
It should be remembered that a bitumen sample which is heated and/or overheated in the oven multiple
times may significantly harden.
Multiple heating ofbitumen samples should therefore be avoided. We suggest using agreater number ofsmall
samples (for one-off use) rather than asingle, large bitumen-holding container.
If itis necessary touse bitumen from one, large container, heating thecontainer for thefirst time isrecommended,
its homogenisation through mixing, and subsequently pouring into afew smaller containers tobe used later.
The handling of bitumen samples for tests is specified in EN 12594 Bitumen and bituminous binders.
Preparation oftest samples.
Sample heating atthelaboratory according tothestandard procedure:

the container must not be tightly closed,
under no circumstances should thesamples be heated atthetemperature exceeding 200C,
containers with up to 1 litre in volume, heating time of up to 2 hours, oven heating temperature:
notmore than bitumen softening point +100C,
containers with 12 litres involume, heating time ofup to3 hours, oven heating temperature: not more
than bitumen softening point +100C,
containers with 23 litres involume, heating time ofup to3.5 hours, oven heating temperature: notmore

containers with 35 litres involume, heating time ofup to4 hours, oven heating temperature: not more
containers with more than 5 litres involume, heating time ofup to12 hours, oven heating temperature:
not more than bitumen softening point +50C,
After samples are heated inthecontainers, they should be homogenised by mixing. Theprocess should becareful
not tointroduce air bubbles into thesample. Themaximum mixing (homogenisation) time is10 minutes.
Bitumen samples obtained from theextraction ofbituminous mixtures asper EN EN 12697-1, EN 12697-2,
and EN 12697-4 should be tested promptly upon extraction inorder toavoid reheating.
118
9.1.3. Bitumen adhesion tomineral aggregates
Bitumen adhesion toaggregate grain surfaces depends onanumber offactors, including thetype ofrock used
toproduce theaggregate. Ingeneral terms, acidic and alkaline aggregates are used inroad engineering,
depending on high or low content ofSiO2 (silica) intherock. Thegeneral rule isthat acidic aggregates bear
little affinity tobitumen and require theapplication ofadditives that improve bitumen adhesion. Alkaline
aggregates, such aslimestone, are marked by better adhesion. Before theapplication ofadhesion promot-
ers, however, they should be tested atthelab, because certain chemical agents cause bitumen ad aggregate
bonding (adhesion) todeteriorate.
The current standards provide tools for the testing of bitumen adhesion to aggregate and, more broadly,
bituminous mixture resistance towater and frost:
PN-EN 12697-11 Bituminous mixtures Test methods for hot mix asphalt Part 11: Determination
oftheaffinity between aggregate and bitumen,
PN-EN 12697-12 Bituminous mixtures Test methods for hot mix asphalt Part 12: Determination
ofthewater sensitivity ofbituminous specimens.
In thecase ofpoor affinity between bitumen and aggregate, adhesion promoters (agents) are used. Adhesion
evaluation can follow e.g. thetest described inEN 12697-11 ontheselected aggregate mixture fraction.
Adhesion agents available on the market and their content in bitumen should be selected for a specific
bitumen and aggregate from themineral mixture, and itshould be remembered that rarely do weencounter
all-purpose products that perform well with each bitumen-aggregate combination.
The final check ofthebituminous mixture resistance towater and frost istheITSR test acc. to EN 12697-12.
9.2. Bitumen storage
Bituminous binders should be stored intanks designed specifically for that purpose. Bitumen intheworking
tank should be heated indirectly, using thetemperature control system, toensure that thespecified tempera-
ture with 5C tolerance isretained. This means that thetank should be fitted with precision instrumentation
systems with local or remote temperature reading, placed in the heating coil area and outside it, and be

easily removable for regular cleaning. The requirements of the standard on the Factory Production Control
ofasphalt mixtures, namely EN 13108-21 Bituminous mixtures Requirements Part 21: Factory Production
Control) provide that bitumen temperature should be recorded once per day.
Long-term storage ofbitumen batches attemperatures close tothemaximum storage temperature may cause
deposit buildup atthebottom ofthetanks after some time, formed by precipitation oftheheaviest bitumen
fractions (so-called coke). Theharder thebitumen, themore likely itis that coke will build up, and therefore
the tank should be periodically monitored for deposit buildup if paving-grade bitumen 20/30 and 35/50
isstored. If thetank isnot cleaned, over time thedeposit may get into thepipes, and block filters and pumps.
119
Figure 9.3. Modified-bitumen tanks, Pock site (photo by ORLEN Asfalt sp. z o.o.)
Paving-grade bitumen storage inatank may also entail ageing caused by bitumen oxidation and evaporation
of its lighter components. Bitumen ageing process in the tank is slow, because the contact area between
bitumen and air is small. Nevertheless, storing a small quantity of bitumen in tanks at high temperatures
may overheat the bitumen layer on the silo walls or heating coils. This causes an additional coke buildup
atthebottom ofthetank and deterioration ofbinder properties.
Table 9.1. Bitumen ageing instorage silos
Reasons for Ageing prevention factors

bitumen ageing inthesilo
Bitumen storage athigh temperatures over prolonged periods oftime should

Long-term bitumen storage be avoided. Inthecourse ofasphalt mixture production downtimes,
at high temperatures it isrecommended toreduce bitumen temperature inthetank down tothelevel
that enables subsequent heating.
Bitumen circulation iscommonly used tohomogenise itinthesilo. If bitumen isstored

over along time, circulation should be limited, or activated periodically only.
Circulation isparticularly useful for thestorage ofmodified bitumen. Its application
Bitumen circulation helps toachieve better binder homogeneity after aprolonged period ofstorage.
The circulating bitumen return pipe inlet into thetank should be located below
the upper surface oftheliquid that thebinder forms inthetank.
The most desirable situation iswhen theratio ofbitumen surface and its volume
Tank structure in thetank issmall, and that iswhy storage tanks for bitumen should be vertical,
because then thesilo height-to-diameter ratio ishigh.
Storage ofpaving-grade bitumen
If it is necessary to store paving-grade bitumen 35/50 in the silo at a high temperature for over 10 days,
either penetration at 25C (EN 1426) or R&B softening point (EN 1427) should be determined to control
theageing rate.
120
Storage ofpolymer modified bitumen
Direct use ofORBITON modified bitumen after delivery isrecommended, without long-term storage inthesilo.
Long-term storage of modified bitumen in the silo at a high temperature should be avoided. If longer
storage (in excess of7 days) isrequired, thebitumen should be homogenised by closed-cycle mixing inone
or multiple tanks. At least one ofthesilos should be fitted with an agitator. More details inthis respect are
provided inChapter 5.
Other recommendations
Before changing thetype or grade ofbitumen inthetank, itshould be ensured that thetank isempty.
Different bitumen types should not be mixed, such aspaving-grade bitumens with polymer-modified bitumens.
Themixing would markedly downgrade thebinder and pavement performance.
The mixing of bitumen of the same type, but different grades, such as 50/70 with 70/100 is at the sole
responsibility of the contractor. The process requires an effective mixing system in the tank and laboratory
control. Binders from different manufacturers should not be mixed.
Multiple heating and cooling cycles for both ORBITON modified bitumen and paving-grade bitumen are not
recommended.
If bitumen istobe kept inthemixing plant tank over winter, thetemperature inthetank should be reduced
to ambient temperature. Bitumen can be stored for several months under such conditions. It should
beremembered, however, that theheating ofafew dozen tonnes ofbitumen may be lengthy inspring and
depend ontheefficiency and structure ofthetank heating system. Reheating polymer-modified bitumen may
be even more troublesome. Binder properties must be tested ineach case after heating.
Bitumen temperature inthecourse ofstorage should not exceed values indicated inTable 9.2.
9.3. Asphalt mixture production

The viscosity ofbitumen supplied tothehot mix plant should be low enough toenable its unloading from
theroad tanker. Since bitumen viscosity isstrictly related toits temperature, bitumen temperature intheroad
tanker should be monitored intransport incooler seasons. Itis assumed that theminimum pumping tem-
perature isachieved if bitumen viscosity isabout 2 Pas.
In the course of bitumen mixing with aggregate, ageing processes accelerate rapidly (a very thin layer
ofbitumen over aggregate, very high temperature and oxygen supply), therefore wet mixing time should
be carefully selected.
The application for production ofabinder which istoo hot may have other adverse effects, notably inthecase
ofSMA mix or PA production, which will run ahigher risk ofbinder draindown. Insuch cases itis required
to increase the content of the stabiliser (e.g. cellulose fibres) and check drainage using the Schellenberg
method for increased production temperatures (description provided in EN 12697-18 Bituminous mixtures.
Test methods for hot mix asphalt Part 18: Binder drainage).
121
Overheating the asphalt mixture during production at the mixing plant will result in significant short-term
ageing ofthebitumen, and inconsequence downgrade theperformance ofthebituminous pavement. For
this reason, themaximum production temperature should never be exceeded, even toimprove theworkability
and compatibility ontheconstruction site.
Temperatures provided inTable 9.2 do not apply toasphalt mixtures supplemented by an agent for production
and placement temperature reduction.
The storage period inthetank ofafresh mixture should not cool itdown excessively, and depends onthefollowing
factors:
mixture production temperature,
mixture type and binder content and type (paving-grade bitumen, multigrade or modified bitumen),
presence ofadditives such asstabilisers, modifiers or adhesion agents,
tank condition and equipment (thermal insulation, heating systems),
asphalt mixture quantity inthetank.
9.4. Asphalt mixture transport
Particular attention should be paid towhether thecargo compartment ofthevehicles carrying themixture
totheconstruction site isclean (no residue offormerly carried mixture). Internal parts ofthecargo compartment
should be sprayed (not excessively) with a special agent to protect its walls and bottom against adhesion
of the mixture. The only anti-adhesion agents to be used are those that do not produce an adverse effect
onthebituminous binder. Diesel oil or any other mineral oils or solvents must not be used for thecargo
compartment spraying.
Cargo compartments must be always covered by tarpaulin inthecourse ofasphalt mixture transport. Whenever
temperatures are low or other adverse weather factors operate, itis recommended touse vehicles with isolated
cargo compartments. If itis necessary towork under adverse weather conditions (low temperature, strong wind,
long travel distance), the use of intermediate equipment with an additional mixer and mixture heating (MTV,
shuttle buggy) between thepaver and themixture unloading vehicle should be considered. Thetransport work
should be arranged so astoensure thecontinuity ofdeliveries totheconstruction site (no paver stops).
Upon loading oftheasphalt mixture onthevehicle, its temperature should be inspected and visual assessment
performed. Thefollowing points should be considered [4]:
blue smoke raising over themixture indicates its excessive overheating inthecourse ofmixing with
aggregate (over 200C). Themixture isessentially destroyed (overburnt) and will ravel after placement and
fail todemonstrate resistance towater and frost,
mixture flows inthecargo compartment possible reasons:
a. bitumen feeder damage or too high bitumen content,
b. incorrect content ofthemineral mix either fraction missing, even if thebitumen content iscorrect,
c. incorrect recipe oftheasphalt mixtures thelaboratory design originally envisaged too much bitumen,
d. adhesion agent overdose,
after loading, the mixture forms a sharp cone, is matt and shows no gloss this may testify
tothemixtures temperature being too low, or tobitumen content being too small; ineffect, themixture
may not have the required workability and compatibility on the site; typically the mixture should form
adome-like shape after loading,
122
aggregate isnot entirely covered inbitumen possible reasons:
a. too little bitumen inthemix (design flaw),
b. bitumen feeder damage,
c. too low bitumen temperature inthecourse ofmixing with aggregate,
d. wet mixing time inthemixing plant too short.
9.5. Placement
Asphalt concrete mixes with high stiffness modulus (AC WMS or AC EME, depending onthecountry) combined
with hard bitumens should have thethickest-permitted, inprocess and design terms, layer placed. This will
improve thetemperature aspect for compaction.
When mixtures are placed onthebase having an increased temperature (just-placed courses), thetemperature
at mid-thickness of the placed layer should be carefully controlled. Non-contact thermometers are not
recommended, unlike thermometers with asteel spindle allowing for immersion into thelayer. If thetemperature
oftheplaced mix isvery high (mixture cools down very slowly), rolling should not commence until thetemperature
drops tothepoint enabling thecompaction toproceed. Asimilar procedure applies if themixture isplaced
onahot base (previous course still hot). Theabove guidelines do not apply totheKompaktasphalt technology.
Mastic asphalt mix should not be placed manually due toits high viscosity. Mechanical equipment for mixture
placement isrecommended, along with additives toreduce theplacement temperature.
9.6. Roadbase preparation
One ofthepreconditions for stable bonding ofbituminous layers isgood preparation oftheroadbase: cleaning
and bitumen spraying (typically emulsified bitumen). If there are oil stains onthesurface ofthecourse they
should be removed with sorbent.
By their very name, sorbents are substances capable of absorbing other substances. They have found their
application inroad engineering, helping toclean oil or fuel spills onthesurface ofacourse/subgrade. Itis
important to remember that quick removal of such stains from the road is one of the preconditions for

future stability ofthebituminous pavement. Oil-based substances dissolve bitumen and penetrate into deeper
courses, causing permanent damage.
Sand or sawdust was formerly used to remove oil-based substances from the surface. Although sawdust
(cellulose sorbents: wood, paper) sorbents can be used toabsorb oil spills, their disadvantage islow density
they are relatively light, so their application islimited towindless weather due totheir sensitivity towind
gusts. Importantly, sorbents of this type also absorb water. There are also processed cellulose sorbents
onthemarket which no longer absorb water.
123
The following factor intheselection ofaspecific solvent:
quick absorption and high absorption rate,
no negative effect onthebituminous pavement,
versatility,
all-weather applicability:
hydrophobic properties (rain, snow)
sufficient weight (wind insensitive)
easy toremove after application (no slime isformed),
antislip properties where possible.
It must also be remembered that waste isgenerated after sorbent application toremove oil or fuel spills from
theroad, which must be handled inaccordance with theregulations onwaste. This involves both transport and
proper recovery or disposal of a given waste type, depending on the type of sorbent used and the absorbed
substance.
9.7. Process temperatures
Table 9.2. Minimum and maximum temperature of bitumen and bituminous mixtures depending on bitumen type
Paving-grade bitumen Polymer-modified bitumen
EN
EN 12591, NA EN 14023:2011, NA EN 14023:2011, NA
Bitumen type 14023:2010
Bitumen Bitumen Bitumen ORBITON ORBITON ORBITON ORBITON ORBITON ORBITON
20/30 35/50 50/70 10/40-65 25/55-60 45/80-55 45/80-55 EXP 45/80-65 65/105-60
Temperature [C]
Laboratory
Marshall sample compaction
155-160 140-145 135-140 150-155 145-150 145-150 150-155 150-155 145-150
temperature/gyratory press
Component temperature atthemixing plant
over over over over over over over over over
Bitumen pumping
140C 130C 130C 150C 150C 150C 150C 50C 150C
Short-term bitumen storage up to185 up to185
up to185 up to185 up to185 up to185 up to185 up to185 up to185
at themixing plant (200***) (200***)
Aggregate temperature during MMA
production (above MMA production max. 30 max. 30 max. 30 max. 30 max. 30 max. 30 max. 30 max. 30 max. 30
temperature)
Ready bituminous mixture temperature inthemixing plants mixer:

Asphalt concrete max. 185 max. 180 max. 175 max. 185 max. 185 max. 185 max. 185 max. 185 max. 185
SMA max. 175 max. 185 max. 185 max. 185 max. 185 max. 185
Porous concrete max. 185 max. 185 max. 185 max. 185
Mastic asphalt <230*) <230*) <230**) <230**)
Temperature onsite
Minimum temperature ofthesupplied
150 145 140 160 150 150 160 155 150
bituminous mixture inthespreader's hopper
End ofeffective compaction temperature >120 >115 >110 >125 >120 >120 >120 >125 >120
*) mastic asphalt residence time inthebitumen boiler ofup to12 h atthespecified temperature; higher temperature
of mastic asphalt, up to250C, ispermitted if boiler residence time does not exceed 5 h
**) mastic asphalt residence time inthebitumen boiler ofup to8 h, atthespecified temperature; higher temperature ofmastic
asphalt, up to250C, ispermitted if boiler residence time does not exceed 4 h
***) maximum temperature inthesilo equal to200C only inexceptional cases ofthedelivery ofbitumen atsuch temperatures
from therefinery.
124
Chapter 10
Other bitumen properties
10.1. Bitumen density
Bitumen density isdetermined according to EN 15326 or EN ISO 3838.
Laboratories cooperating with ORLEN Asfalt typically determine density of all bitumens at 15C two times
per year. Current results are available from theTechnology, Research and Development Department (contact
details onpage four ofthis Handbooks cover) and published onthewebsite www.orlen-asfalt.pl, tab Technical
Information/For laboratories.
Binder densities asindicated inTable 10.1 can be adopted for thedesign ofasphalt mixtures.
Table 10.1. Results ofbitumen density tests at15C in2013
Density at15C
Bitumen type as per EN ISO 3838 or EN 15326
[Mg/m3]
Paving-grade 20/30 1.035
Modified ORBITON 10/40-65 1.034
Modified ORBITON 45/80-55 EXP 1.024
Bitumen densities provided inTable 10.1, column 2, apply totests at15C. If bitumens are tobe used
atother temperatures, theindicated density at15C should be converted into thedensity attheapplication
temperature using thefollowing equation:
where:
x density attheapplication temperature X
15 density at15C inMg/m3
t temperature difference (X 15), X 15,16200
125
10.2. Bitumen solubility
Various solvents can be used for theextraction oftheasphalt mixture sample asper EN 12697-1. Table10.2
provides bituminous binder solubility tests results asper EN 12592 for binders manufactured by ORLEN Asfalt.
Theresults according toEN 12592 can be used tocalculate T referred toinA.4, EN 12697-1.
Table 10.2. Bituminous binder solubility test results according toEN 12592 for binders manufactured by ORLEN Asfalt
Solubility
Solubility inxylene Solubility intoluene
Bitumen type in tetrachloroethylene
% m/m % m/m
% m/m
35/50 99.8 99.80 99.95
Paving-grade 50/70 99.90 99.85 99.90
bitumen
70/100 99.95 99.95 99.95
10/40-65 99.65 99.60 99.90
25/55-60 99.85 99.80 99.75
Modified 45/80-55 99.90 99.90 99.90
bitumen
ORBITON 45/80-55 EXP 99.80 99.90 99.90
45/80-65 99.65 99.70 99.70
65/105-60 99.75 99.65 99.70
Samples tested by Soxhlet method demonstrated solubility at100% m/m.
10.3. Data for mechanistic pavement design
Certain software packages for asphalt pavement dimensioning use primary binder parameters inorder tocal-
culate their stiffness modulus and then themodulus for theasphalt mix. Table 9.3 provides data about mean
values oftheprimary parameters ofbituminous binders manufactured by ORLEN Asfalt in2012.
Table 10.3. Data for mechanistic pavement design
Penetration at25C R&B softening point

Binder [0,1 mm] [C]
ORBITON 25/55-60 40 62
ORBITON 45/80-55 60 57
35/50 45 54
50/70 65 48
126
Chapter 11
Quality control ofbitumen

deliveries aCC. to EN ISO 4259
11.1. Quality acceptance rules for deliveries acc. to EN ISO 4259
It does happen attimes that there isadispute between thesupplier and recipient over thequality ofthedelivered
bitumen. Let us consider therequirement for theFraass breaking point TFraass -18C. Does itreally mean that,
when wereceive aresult from therecipients laboratory showing that TFraass=-17C, thedelivered product does
not comply with therequirements? This question can be answered by thestandard ENISO4259 Petroleum
products Determination and application ofprecision data inrelation tomethods oftest, designed specifi-
cally for that purpose. EN ISO 4259 isreferenced ineach bitumen standard namely EN 12591, EN14023
and EN 13924.
Below inthis chapter weprovide theexplanation for theproblem posed by theexample from [4].
11.2. Determination ofrequirements
Quality control ofbitumen deliveries aCC. TO EN ISO 4259

Typically, thespecification provides arequirement such asnot less than (min), or not more than (max),
setting thelimit for thetested property. We can say that there are two types oflimits:
double limit (upper and lower) for instance penetration at25C from 10 to50 [0.1 mm] or softening
point TPiK from 48 to52C;
single limit (upper or lower) e.g. paraffin content not higher than 2.2% m/m;
Importantly, there issometimes an additional, apparent limit, e.g. inthecase ofsolubility test with asingle
limit not less than 99.0%, there will be aconsequent, additional limit of100% inthis case thesingle
limit istransformed into adouble limit.
The upper limit inEN ISO 4259 isdesignated asA1, and thelower limit asA2.
The standard also establishes aprinciple that, for therequirement intheSpecification tobe reasonable,
itmust consider reproducibility oftheadopted property testing method.
Reproducibility (R) is the precision of an analytical method, whose measure is the consistency of results
obtained by various contractors at various laboratories testing the same product using the same method.
In other words, reproducibility helps to ascertain whether a given method produces the same results from
tests ofidentical products, carried out atdifferent laboratories.
Reproducibility isprovided ineach standard describing aspecific test. For example, reproducibility for thesoftening
point TR&B ofpaving-grade bitumens asper EN 1427 isR=2.0C, and R=3.5C for modified bitumens.
Therefore, arequirement from theSpecification isreasonable if:

a specific range for adouble limit (A1 and A2) isnot smaller than thequadruple reproducibility R:
(A1-A2) 4R
127
a specific range for asingle limit (A1 or A2) isnot smaller than thedouble reproducibility R:
A1 2 R or A2 2 R
If theSpecification provides for requirements which fail tomeet those conditions, theresults will be uncertain
and their significance indetermining asamples compliance will be doubtful.
If thecondition (A1-A2) 4R isnot met, then thelimits oftherequirement should be extended or atesting
method with higher precision should be selected.
11.3. Product evaluation by bitumen recipient
EN ISO 4259 describes theprocedure for quality acceptance ofbitumen deliveries. Theactions tobe carried
out by thebitumen recipient are asfollows. We are considering acase where therecipient received asingle
test result from its own laboratory. Therecipient may argue that thedelivered product does not comply with
therequirement with 95% certainty only if thetest result (here designated asY) is:
for thesingle upper limit A1:
Y > A1 + 0.59 R
for thesingle lower limit A2:
Y < A2 0.59 R
for a double limit one of the requirement should be met (one, because a result beyond the lower
ORupper limit oftherequirement range istypically challenged).
Example:
The supplier manufactures paving-grade bitumen 35/50 and delivers ittotherecipient. Thelatter tests thedelivery
and obtains theresult Pen25=34 [01 mm] (below designated asW2). Can therecipient consider the35/50
bitumen compliant with EN 12591, or complain about theproduct (penetration too low)? Standardised limits
for 35/50 bitumen are A2=35 [0.1 mm] and A1=50 [0.1 mm], hence W2 isbelow thestandard lower limit.
The bitumen penetration test standard (EN 1426) specifies the methods reproducibility as 1 R=3 [0.1 mm].
Has thesupplier delivered bitumen compliant with thestandard? Let us make thecalculations:
35 0.59 3 < W2 < 50 + 0.59 3

33.2 < W2 < 51.8
In this case, W2=34 [0.1 mm] is within the limits of the specification, extended by the penetration test
uncertainty. To reject the delivery, the recipient would have to argue that the result is smaller than 33.2
[0.1mm] or greater than 51.8 [0.1 mm].
The bitumen recipient should be aware ofreceiving theproduct marked by an extended range (Figure 11.1),
meaning acertain tolerance applies, resulting from thetest method reproducibility. Therefore itis important
toremember about theprecision oftheapplied testing methods.
1) Reproducibility R=3 [0.1 mm] isfor bitumens with penetration <50 [0.1 mm]
128
35 Penetration range for bitumen 35/50 as per EN 12591 50
W2 Penetration at 25C [0.1 mm]
30 32 34 36 38 40 42 44 46 48 50 52 54
33.2 51.8
Compliance scope of penetration at 25C test result
with the RECIPIENTS standard requirements
(mandatory scope)
Figure 11.1. Example case ranges ofresult compliance with therequirements atthesupplier and recipient [4]
11.4. Disputes
If therecipient and thesupplier are unable toagree onthequality ofthedelivered product, theprocedure
for accepting and rejecting results inthecase ofadispute should be applied. This procedure isalso described
inEN ISO 4259 but will not be quoted here due toits considerable length.
11.5. Breaking point example

Let us return totheFraass breaking point test, mentioned earlier inthis chapter. TheEN 12593 norm describing
thetesting for this bitumen property, sets its reproducibility at6C. If theupper limit isset atnot higher than
-18C, then, applying theequation for thesingle limit, only results (W3) from thefollowing range:
W3 > -18 + 0.59 6

W3 > -14.5C
can be rejected. Inother words: -15; -16; -17C (below -14.5C) should also be accepted ascomplying with
therequirement -18C. Surprising asthis may appear, wehave toremember that theFraass test isavery
low-precision test, hence theoutcome.
11.6. Reproducibility values for selected bitumen properties
Table 11.1. provides reproducibility values for selected properties ofbitumen and their determination methods.
Table 11.1. Reproducibility values for selected properties ofbitumen and their determination methods
Property Test method Reproducibility R
for penetration <50 [0.1 mm] R=3

Penetration at25C EN 1427:2007 for penetration 50 [0.1 mm] R=6% from themean value
paving-grade bitumens R=2.0C
Ring and ball softening point EN 1427:2007 modified bitumens R=3.5C
Fraass breaking point EN 12593:2007 R=6C
129
Chapter 12
Occupational safety
12.1. Introduction
General aspects ofoccupational health, safety and environment discussed below apply topetroleum-derived
bitumens used in road construction, manufactured by ORLEN Asfalt, whose standardised properties are
elaborated oninChapters 4 and 5 ofthis Guide.
Extensive ecological and toxicological information aswell ashazard identification, conduct inthecase offire
or inadvertent environmental release are all provided inMSDSs available from ORLEN Asfalt for all products.
Although bitumen is not classified as a hazardous substance, MSDSs for bitumen are broadly available for
bitumen users inorder toensure maximum application safety and full product information.
The format and content oftheMSDSs complies with EU regulations, namely theREACH regulation (Registration
Evaluation and Authorisation ofChemicals) and theCLP regulation (Classification, Labelling, Packaging). Valid
MSDSs for all bitumens manufactured by ORLEN Asfalt can be found onthecompanys website. This chapter
discusses only some aspects ofbroadly understood HSE asapplicable toworking with bitumens. Comprehensive
details are provided intheMSDSs referred toabove.
Bitumen transport isgoverned by international rules onhazardous substance transport. Bitumens are classified
as hazardous due to their high temperature in transport. The vast majority of ORLEN Asfalts products
is transported by road tankers. Road transport of dangerous goods in Europe is governed by international
agreement abbreviated asADR (LAccord europen relatif au transport international des marchandises Dangereuses
par Route), which introduces, among other things, specific marking for vehicles carrying bitumens.
It must be emphasised that themixing ofpaving-grade bitumens with other substances or additives (outside
thebitumen manufacturers plant) should be considered for theidentification ofhazards and risk assessment.
Such mixtures may generate additional hazards. However, itis themanufacturer ofthose mixtures that bears
responsibility for thechanges that may cause bitumen tobecome asubstance which isdangerous for human
health or environment.
Potential health hazards intheproduction, storage, transport and application ofpaving-grade bitumens are
discussed below inthis chapter.
Occupational safety
12.2. Burns (skin, eye contact)
Paving-grade bitumen working temperature typically exceeds 100C. Therefore, an important hazard which
may occur while working with bitumens isthermal burns (up toand including third-degree burns). Burns may
be sustained invarious situations: inregular work (e.g. sampling, tanker unloading, maintenance work,etc.)
aswell asinemergencies, e.g. during an uncontrolled spill ofhot bitumen asaresult oftank integrity loss,
or if shut-off valves work defectively.
130
Personal protective equipment must be used atall times when working with hot bitumen, such ase.g.:
hard hat with face shield and neck protection. Itshould be remembered that safety glasses protect theeyes
only!
work clothing and footwear appropriate for high temperatures,
heat-resistant safety gloves (it must be ensured that hot bitumen cannot get into thegloves!)
Figure 12.1. Hard hat with face shield example Figure 12.2. Heat-resistant gloves with safety
(photo by H. Peciakowski) cuffs example (photo by H. Peciakowski)
Procedure tobe followed if burns are sustained:

the burn should be immediately cooled down with cold, running water for atleast 10 minutes,
do not attempt toremove bitumen from theburn,
medical assistance should be immediately sought ineach case ofheavy burns.
12.3. Fire
Paving-grade bitumens should not be stored attemperatures inexcess of220C. Any handling should proceed
at temperatures at least 30C below the flash point. Importantly, flash point (Cleveland open cup method)
ofpaving-grade bitumens discussed inthis Handbook isover 300C. Thecurrent bitumen standards do not
Occupational safety
require Pensky-Martens closed cup flash point testing, but itcan be assumed tobe lower than theopen cup
flash point.
If bitumen inthetank isoverheated, flammable decomposition products are likely tooccur, which increases
therisk offire, or even explosion. According tothechemical safety report prepared by CONCAWE (Conservation
Of Clean Air And Water InEurope), bitumens assuch are not considered explosive onthebasis ofstructural
considerations and oxygen balance [5]. Inorder tominimise theproduction ofvapours, bitumen overheating
should be avoided, because then bitumen loses themanufacturer-declared product properties. An important
consideration for theoperation oftanks isthat deposits capable ofself-combustion may build up onthewalls
and decks oftanks, and self-combust if oxygen ispresent.
131
The primary rule inthecase ofany fire istouse appropriate fire extinguishing agents. Compact water streams
directed atthesurface ofliquid bitumen must not be used for extinguishing bitumen fire asitgenerates
ahazard ofabrupt splatters ofhot bitumen. Water can only be used for cooling down hot surfaces.
Appropriate extinguishing agents include carbon dioxide, dry chemical, foam, and sand.
Procedure tobe followed inthecase ofbitumen fire:

immediately call theFire Brigade,
if there isno hazard topersonal safety:
turn off bitumen heating,
shut off circulating pumps, etc.,
shut off thevalves, which may contribute tolimiting fire spread.
12.4. Foaming inthepresence ofwater
Hot bitumen foams in contact with water as a result of an abrupt increase in volume (water turning into
steam). It generates a real hazard of bitumen boiling over the tank or tanker. Bitumen foaming may be
accompanied by hot bitumen splatters.
An important consideration for theloading procedure istocheck whether thetanker contains water, and for
theunloading operation whether hoses do not contain water or moisture.
Bitumen storage tank should be dry atall times. An empty and cold tank should be initially filled with asmall
quantity of bitumen, so that to enable any potential moisture in the tank to evaporate slowly. Quick and
careless filling ofacold, long-unused tank, astowhich there isno certainty that itis dry, may cause bitumen
tofoam abruptly.
12.5. Bitumen vapours (bitumen mist, smoke)
Hot bitumen may emit vapours. For many years, thebitumen industry has been supporting and organising
scientific research onthepotential occupational hazards resulting from worker exposure tobitumen vapours.
Research and production process monitoring still continues inEurope. If theprocess temperatures are strictly
controlled so as to minimise bitumen vapour emission, and bitumen work site is open or well ventilated
(working conditions control), ithas not been found beyond adoubt that bitumen vapours represent ahazard
for worker health (no sufficient evidence toconfirm that).
It is recommended, in hot bitumen work, to avoid contact with the vapours and avoid inhaling vapours
Occupational safety
ormist from thehot product. Long-term exposure tohigh concentrations ofvapours/smoke from hot bitumen
may irritate the respiratory track or eyes, or even cause breathing problems or nausea. Therefore, emission
ofbitumen vapours should be minimised.
132
Worker exposure to bitumen vapours/smoke should be minimised through the application of the so-called
best practices [11]:
keep process temperatures aslow aspossible,
work inwell-ventilated areas,
job rotation around thework site,
use personal protective equipment, notably inconfined spaces.
Whenever there are breathing problems caused by excessive inhalation ofbitumen vapours:
take theperson suffering from breathing problems from thehazard area tofresh air,
seek medical attention if problems with breathing persist.
12.5.1. Hydrogen sulphide
The elemental composition ofbitumens varies depending onthechemical properties ofpetroleum used for
their production and ontheproduction methods [7]. For themajority ofbitumens, however, theelemental
composition also includes asmall quantity ofsulphur. Therefore, if hot bitumen isstored inclosed tanks over
a long time, hydrogen sulphide (H2S) may be released, whose concentration may reach dangerous levels.
Opening of tanks with bitumen or entering empty bitumen tanks should be subject to particular safety
procedures, complying with national and site regulations.
Conduct inthepresence ofhydrogen sulphide isgoverned by national safety regulations.
Occupational safety
133
Literature
[1] Anderson R.M.; Walker D.E.; Turner P.A. Low-temperature evaluation ofKentucky performance-graded
70-22 asphalt binders. Annual Meeting of the Transportation Research Board No 78 (01/1999) 1999,
No 1661 pp. 6974.
[2] Bahia H. U. et al. Characterization of Modified Asphalt Binders in Superpave Mix Design. National
Cooperative Highway Research Program 2001. REPORT 459. ISBN 0-309-06707-3
[3] Bahia, H.U., and D.I. Hanson. Survey Report of Modified Asphalt Binder Users, Producers, and
Researchers, Project NCHRP 9-10 (Superpave Protocols for Modified Asphalt Binders), prepared for
theNational Cooperative Highway Research Program, Transportation Research Board, National Research
Council, Washington, D.C. (February 1997).
[4] Baejowski K., Styk S. Technologia warstw asfaltowych (Bituminous course technology). Wydawnictwa
Komunikacji i cznoci, 2004.
[5] CONCAWE: Chemical Safety Report. Part B. Bitumen and Oxidized Asphalt.
[6] Development inAsphalt Binder Specifications. Transportation Research Circular E-C147. Transportation
Research Board, December 2010, ISSN 0097-8515, pp. 3940.
[7] Encyklopedia fizyki (Encyclopedia ofPhysics). Pastwowe Wydawnictwo Naukowe. 1972.
[8] Gawe I., Kalabiska M., Piat J. Asfalty drogowe (Paving-grade bitumens). Wydawnictwa Komunikacji
icznoci, 2001.
[9] Gust J., Pawowski K. Systemy oceny zgodnoci wyrobw budowlanych. Kryteria dobor systemu. (Construction
product conformity assessment systems. System selection criteria) Warszawa-Miedzeszyn 2003.
[10] http://pl.wikipedia.org
[11] http://www.eurobitume.eu/hse
[12] http://www.orlen-asfalt.pl/informacje_techniczne.php
[13] Kossowicz L., Polskie asfalty naftowe (Polish petroleum-based bitumens), Krakw 1968, Zjednoczenie
Przemysu Rafinerii Nafty.
[14] Noor Zainab Habib, Ibrahim Kamaruddin, Madzlan Napiah and Isa Mohd Tan. Effect ofthermoplastic
copolymers onmicrostructure and viscoelastic behaviour ofbitumen. Proceeding ofMalaysian Universities
Transportation Research Forum and Conferences 2010 (MUTRFC2010), 21 December 2010, Universiti
Tenaga Nasional. ISBN 978-967-5770-08-1.
[15] Physical differentiation between air-rectified and oxidised bitumens. Technical Committee Task Force.
Eurobitume, 15.04.2011.
[16] Poniak M., Makhniashvili I., Kowalska J. (2000), Wielopiercieniowe wglowodory aromatyczne
wprocesach stosowania asfaltw (Polycyclic aromatic hydrocarbons inbitumen application processes),
BEZPIECZESTWO PRACY nauka i praktyka 7-8/2000, Centralny Instytut Ochrony Pracy.
[17] Chemical Safety Report by CONCAWE. Part B. Oxidised bitumen and Distilled bitumen.
[18] Regulation oftheMinister ofLabour and Social Policy of29 November 2002 onmaximum permitted
concentrations and rates ofagents harmful tohealth inwork environments.
[19] Schramm G.: Reologia. Podstawy i zastosowania (Reology. Fundamentals and applications), Orodek
Wydawnictw Naukowych, Pozna 1998.
[20] Szadkowska-Staczyk I., Analiza wynikw bada epidemiologicznych dotyczcych ryzyka nowotworo-
wego u pracownikw brany asfaltowej i przygotowanie opracowania uwzgldniajcego opublikowane
w 2009 roku przez Midzynarodow Agencj Bada nad Rakiem (IARC) wyniki bada w zakresie
tej problematyki (Analysis of epidemiological tests on cancer risk for bitumen industry workers and
development of a study considering the related test results published by the International Agency for
Research onCancer in2009), Instytut Medycyny Pracy, d 2010.
[21] Tymczasowe Wytyczne Techniczne TWT-PAD. (Interim Technical Guidelines onPolymer-Modified Paving-
Literature
-Grade Bitumens) Instytut Badawczy Drg i Mostw 1993-1997-2003.

[22] West R.C., Watson D.E., Turner P.A., Casola J.R. Mixing and Compaction Temperatures ofAsphalt Binders
inHot-Mix Asphalt. NCHRP Report 648. Transportation Research Board. 2010.
[23] Wymagania Techniczne WT-2 2010. Nawierzchnie Asfaltowe na drogach krajowych. (Technical Requirements
WT-2 2010. Bituminous pavements onnational roads) GDDKiA 2010.
134
Authors oftheBitumen HANDBOOK
Krzysztof Baejowski (PhD Eng.)
Graduate oftheCivil Engineering Faculty attheWarsaw University ofTechnology

(1992). Author ofnumerous publications onbituminous binders and pavements.
Director for Technology, Research and Development at ORLEN Asfalt. Member
ofthePolish Academy ofSciences Construction Materials Engineering Section. Road
Pavement Expert oftheAssociation ofPolish Transport Engineers and Technicians
(SITK RP).
Jacek Olszacki (PhD Eng.)
Graduate of the Construction, Architecture and Environmental Engineering Faculty

at the d University of Technology (2000). Author of numerous publications
onporous asphalt and noise-reducing pavements. Involved in bituminous pavement
rheology research, including DSR. Staff member of the Technology, Research and
Development at ORLEN Asfalt.
Hubert Peciakowski (M.Sc. Eng.)
Graduate oftheConstruction, Mechanical and Petrochemical Engineering Faculty

at the Warsaw University of Technology (2003). Specialised in bituminous binder
research and production processes. His additional research focus isontheimpact
ofraw materials onthequality offinished products. Staff member oftheTechnology,
Research and Development atORLEN Asfalt.
Technology, Research and Development Department (TRDD)
Authors oftheBitumen HANDBOOK

Company department atORLEN Asfalt within theproduction division. Active from thecompanys foundation
in 2003. The TRDD deals with production technology, tests and development research on bituminous
pavements, technical marketing and new product development. Italso offers technical consultancy tocustomers
ontheapplication ofbituminous binders manufactured by thecompany.
The TRDD achievements include patent applications, gold medal at the International Invention Exhibition
IWIS 2007, and theprize awarded by thePolish Minister ofScience and Higher Education for achievements
inthearea ofinventions.
Technical consultancy isavailable for thecompanys customers at: technology@orlen-asfalt.pl.
135

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BITUMEN HANDBOOK

PhD Eng. Krzysztof Baejowski

PhD Eng. Jacek Olszacki

M.Sc. Eng. Hubert Peciakowski

Copyright by ORLEN Asfaltsp.zo.o.

09-411 Pock, Poland

besolely responsible for the use of these data.

2. KEY PROPERTIES AND TESTING OF BITUMEN...............................................................14

3. DISCUSSION OF STANDARDS EN 12591 and EN 14023...............................................44

5. POLYMER MODIFIED BITUMENS ORBITON ACC. TO EN 14023....................................66

6. HIGHLY MODIFIED BITUMENS ORBITON HIMA............................................................88

7. TEST RESULTS OF BITUMEN IN ASPHALT MIXTURES....................................................94

8. BITUMEN PROPERTIES ACCORDING TO SUPERPAVE...................................................106

10. OTHER BITUMEN PROPERTIES...................................................................................125

11. QUALITY CONTROL OF BITUMEN DELIVERIES ACC. TO EN ISO 4259.......................127

12. OCCUPATIONAL SAFETY............................................................................................130

AUTHORS OF THE BITUMEN HANDBOOK.......................................................................135

Quality above all

Type of bitumen Pock Trzebinia Litvnov Pardubice Mazeikiai

20/30 20/30 50/70 20/30 35/50

ORBITON 10/40-65 ORBITON 10/40-65

Multigrade BITREX 20/30 BITREX 35/50 VMT 25

About ORLEN Asfalt

Table 1.1. List ofFPC Certificates for theProduction Sites.

FPC Certificate Number

Polymer Modified 1434-CPD-0133 1) 1434-CPD-0134 1)

1.1.1. Production ofPaving Grade and Multigrade Paving Bitumens

1.1.1.1. Biturox technology vacuum residue continuous oxidation system

1.1.1.2. Vacuum residue periodic oxidation system oxidisers

1.1.2. Polymer modification ofbitumens

1.1.2.1. Bitumen polymer modification system

Base bitumen tanks

Road tanker loading stations

Figure 1.3. Pock site bitumen modification system diagram

More details are provided inthechapters on:

2.2. Primary properties

2.2.1. Penetration at25C

Start of test End of test

2.2.2. Softening Point R&B

Key properties and testing ofbitumen

Start of test End of test

Laboratorium sp. z o.o.)

2.2.3. Fraass breaking point

Key properties and testing ofbitumen

2.2.4. Flash Point, Cleveland cup method

This test checks whether thebinder contains any solid contamination.

Bitumen + solvent Undissolved

Figure 2.11. Solubility test principle

Key properties and testing ofbitumen

Figure 2.12. Figure 2.13.

The results ofbitumen solubility tests are provided inChapter 9.

2.2.6. Plasticity range

2.2.7. Penetration Index Ip

Ip iscalculated from theequation provided inAnnex Ato PN-EN12591.

tR&B R&B softening temperature indegrees Celsius;

Key properties and testing ofbitumen

Figure 2.14. Relationship between bitumen viscosity and temperature

2.2.8.1. Viscosity measurement principle

Determination ofdynamic viscosity by vacuum capillary].

dynamic viscosity =>

1Pa s = 1000 mPa s

1m2 / s = 1 000 000 mm2 / s

Centistokes isequivalent tomillimetre2/second