Paper No.

548

FATIGUE BEHAVIOUR OF POLYMER MODIFIED

†
BITUMINOUS CONCRETE MIXTURES
SHIVANGI GUPTA* & A. VEERARAGAVAN**

ABSTRACT
Conventional bituminous mixes have performed satisfactorily well on a wide range of roads in the past, but it is
seen that bituminous mixes are now exposed to greater stresses because of the increase in magnitude of
commercial vehicles and higher tyre pressures. Thus, the performance of neat bituminous mixes is generally
unsatisfactory for paving applications due to the increased magnitude of wheel loads and tyre pressures of
current traffic.
The purpose of present work is to study the benefit of SBS (Styrene Butadiene Styrene) polymer modified
bituminous mixes on fatigue performance. The physical and mechanical properties of polymer modified and
conventional binder mixes are evaluated. Mixes are compacted using both Marshall and Superpave Gyratory
Compactor (SGC) and a comparison between the two is established in terms of the resilient modulus and fatigue
life. Repeated load indirect tensile test equipment is used to evaluate the life to crack initiation and resilient
modulus of the bituminous mixes. Retained Marshall stability and indirect tensile strength ratio tests were
conducted. The improvement in fatigue life of polymer-modified mixes over the conventional mixes is reported.
The research paper also describes the application of LEFM (linear elastic fracture mechanics) to characterize
crack propagation using Indirect Tensile Fatigue Test (ITFT).

1 INTRODUCTION LOAD.W

Fatigue failure is one of the main distress mechanisms

NOT DRAWN
causing degradation of pavements. Fatigue is caused by
TO SCALE
repeated traffic loadings, which result in crack PAVEMENT
STRUCTURE
initiation, crack propagation and eventually
catastrophic failure of the material due to unstable crack
growth (Jacobs; 1995). Wide cracking of bituminous
layers of flexible pavements is a very common sight on
national highways in India. These cracks not only SUBGRADE

decrease the load spreading capacity of bituminous
layers, but also allow water to percolate to the base and
subgrade, thereby accelerating the complete destruction
of pavement, if timely maintenance is not taken up
(Pandey; 2003). A single wheel load moving over
pavement may cause high tensile strains at the bottom of
the bituminous layer as illustrated in Fig 1
(Santucci;1998).
COMPRESSION TENSION
Fig. 1 Tensile and Compressive Stresses in Pavement
The fatigue cracking caused by traffic on the bituminous
layer is a very common occurrence and must be given a
careful consideration in pavement design and selection
of materials to preclude premature cracking of
bituminous pavements. In this regard different types of

* Former M.S. Scholar e-mail: shivangi145@gmail.com

** Professor
} Civil Engg. Deptt. IIT Madras, Chennai
e-mail: av@iitm.ac.in
† Written comments on this paper are invited and will be received upto 30th June, 2009.

Journal of the Indian Roads Congress, January-March 2009

 56 GUPTA & VEERARAGAVAN ON
additives are added to bitumen to improve its thermo
mechanical properties which can offer high resistance to
fatigue cracking and permanent deformation in
bituminous layers. Therefore there is a need to carry out
studies to evaluate the performance of the bituminous
mixes with modified binders and to obtain information
on the long term benefits over conventional binders.
An axle load survey (Reddy and Pandey 1994) indicated
that about 73 percent of the commercial vehicles
moving on the national highways in the eastern sector of
India have axle loads in excess of the standard axle load
of 8.2 tonnes and about 65 percent exceed the legal limit
of axle load of 10.2 tonnes. Also, large variations in
seasonal and daily temperatures are responsible for the
early deterioration of flexible pavements (Shukla and
Gokhale 1987). During the summer, high temperature
can soften the bitumen binder and consequently reduce
the stiffness of bituminous mixes. On the other hand, in
winter, low temperatures can stiffen the binder and
reduce the flexibility of paving mix resulting in
cracking. Hence, better performing bituminous mix
using suitable modified binder may solve the problem to
some extent.
The bitumen binder obtained from refineries meet the
existing specifications, but does not provide the desired
performance in the field. Sikdar and Jain (1999), Salter
(1987), Shukla and Jain (1984) have showed that the
properties of bitumen can be improved by incorporation
of additives or blend of additives such as sulphur,
polymers, rubber etc.
Isaccon and Lu (1999), Baker (1998) tested the various
properties of modified binders and showed that
elastomeric binders increase both rut resistance and
fatigue life. They observed that SBS modified
bituminous mixes have longer life than conventional
mixes. Bose and Jain (1984) found that 6 percent SBS
reduces temperature susceptibility, bleeding at high
temperatures and brittle behavior at low temperatures of
the mixes. The durability and fatigue life of 5 percent
SBS modified mixes were found to be three times higher
Journal of the Indian Roads Congress, January-March 2009
than the conventional mixes. Kumar et al., (2004)
studied the rheology of polymer modified bitumen
(SBS) and concluded an improvement in physical
properties and temperature susceptibility of SBS
modified binder as compared to unmodified neat binder.
Indian Road Congress specifications (Special
Publication 53-2002) indicate that the time period of
new renewal may be extended to 50 percent in case of
bituminous resurfacing with modified mixtures than
unmodified ones.
Read (1996) carried out Indirect Tensile Fatigue Test
(ITFT) on bituminous mixes using the Nottingham
Asphalt Tester. Fatigue studies were done for four mixes
consisting of 30/40 grade Hot Rolled Asphalt (HRA),
Styrene Butadiene Styrene (SBS) and 20 mm dense
bituminous macadam (DBM).
2 OBJECTIVES OF THE PRESENT STUDY
1) To investigate the performance of SBS polymer-
modified bituminous mixes compacted by
Superpave gyratory compactor and Marshall
Compactor.
2) Measurement of mechanical properties of
bituminous concrete which includes Indirect tensile
strength and resilient modulus tests.
3) Study the moisture susceptibility of conventional
and SBS modified bituminous mixes.
4) Study the number of cycles to crack initiation at
different temperatures and load levels.
5) Characterize the crack growth behavior of neat and
polymer modified mixes under dynamic loads using
fracture mechanics approach.
6) Development of empirical models to predict crack
initiation and crack propagation in bituminous
mixes.
 FATIGUE BEHAVIOUR OF POLYMER MODIFIED BITUMINOUS CONCRETE MIXTURES 57

3 LABORATORY INVESTIGATIONS the polymer modified binder as well as conventional

3.1 Aggregates
The aggregates used in the present study were tested and
found to meet MOSRTH (Ministry of Shipping, Road
Transport and Highways) Specifications (Fourth
Revision). Coarse aggregate, fine aggregate and quarry
dust were used in the bituminous concrete mix. The
properties of aggregates are given in Table 1.
binder. The viscosity temperature relationship was
developed to determine the mixing and compaction
temperatures. The rotational viscosity was determined
by measuring the torque required to maintain a constant
rotational speed (20 rpm) of a cylindrical spindle
(LV21) while submerged in bitumen binder at constant
temperature by Brookfield viscometer. The viscosities
at different temperatures are given in Table 3.

Table 1 Properties of aggregates used in the Table 3 Comparison of Viscosity Values of PMB 70
present study and Neat bitumen binder at different temperatures
Properties Tested Test Results MOSRTH Temperature Viscosity
Specification 0
( C) Neat(60/70) PMB 70
Crushing Value 33.2% 45% max
60 1023(poise)
Aggregate Impact Value 28.1% 30% max
135 0.83(pa.s) 1.6(pa.s)
Los Angeles Abrasion Value 13.7% 30% max
150 0.48(pa.s) 0.875(pa.s)
Water Absorption Value 0.85% 2% max
Specific Gravity 2.65 2.5 – 3.0 It can be seen from the Fig. 2 that as the shear rate
Combined (EI + FI) Index 20.2% 30% max increases, the viscosity also increases and this is the case
only with non Newtonian fluids like polymer modified
3.2 Binder
binder, thus making pumping and application of fluid
For the laboratory study, bitumen binder of grade 60/70 easier in fields, but for neat binder, the effect of shear
and binder modified with SBS (PMB 70) were rate at higher temperatures is constant.
considered in the present investigation. The physical
properties of binders are given in Table 2.

Table 2 Physical Properties of Binders

Property BIS Test AC 60/70 PMB-70
Viscosity (Pa’s)

Method
Penetration 250C (100 g, IS 1203-1978 66 68.67
5 s),0.1mm
Softening point(Ring IS1205-1978 43.75 63
and Ball),0C, Minimum
Ductility at 270C (5 cm/min IS 1208-1978 79 100
pull), minimum
Elastic recovery(150 C), - 81
%, minimum
Fig. 2 Variation of Viscosity VS. Shear rate at 1350C
Specific gravity IS 1202 1.01 1.03

3.4 Preparation of Mixes

3.3 Viscosity-Temperature Test
The rationale behind using rotational viscometer is that
high rates of shear are seen during pumping and mixing.
Brook field viscometer is used for the viscosity tests on
3.4.1 Mixing and compaction temperatures
The binder is heated to produce kinematic viscosity of
-6 2 -6 2
170 ± 20 x 10 m /s and 280 ± 30x10 m /s are normally

Journal of the Indian Roads Congress, January-March 2009

 58 GUPTA & VEERARAGAVAN ON

chosen as the mixing and compaction temperatures. Table 5 Volumetric Properties at Optimum Binder
Mixing temperature can be taken as the temperature that Content
produces a uniform and sufficient coating of the coarse
Binder % Stability Flow Air VMA VFB
aggregates. A mixing temperature of 1800C and a type in OBC (kN) (mm) voids(%) (%)
mix
compaction temperature of 1650C were selected for SBS
60/70 4.75 18.55 2.95 3.50 75 14.91
modified mixes.
PMB-70 5.0 23.50 3.10 3.14 74 15.70

3.4.2 Compaction Of Mixes

Two compaction methods were considered in the
present study. They are :
a) Marshall Compaction
b) Superpave Gyratory Compaction (SGC)
3.4.3 Aggregate Gradation Adopted
The grading of aggregates selected for the research as
per MOSRTH (2001) Specifications is presented in
Table 4.
The Marshall stability of SBS modified mix is observed
to be more by 25 percent as compared to unmodified
mix. The flow value of modified mixes was higher than
that prepared by unmodified mixes.
3.4.5 Binder Optimization By Superpave Method
The value of design binder content is 4.5 percent and 4.8
percent for unmodified and SBS modified mixtures,
corresponding to 4 percent air voids at 125 gyrations.
The results of Superpave mix properties at design binder
content are given in Table 6.

Table 4 Aggregate Gradations of Bituminous Table 6 Design Mixture Properties at Optimum

Concrete Mixtures Selected Binder Content

Specified limits Result

Sieve size(mm) Percent Adopted
passing
Mix Neat SBS Acceptance
Properties bitumen modified Criteria
26.5 100 100
binder binder
19.0 79-100 90
OBC 4.5 4.8
13.2 59-79 75
9.5 52-72 72 Air voids (%) - - 4.0
4.75 35-55 46 VMA (%) 14.15 13.19 13.0
2.36 28-44 37 (minimum)
1.18 20-34 25 VFB (%) 72 74.31 65-75
0.600 15-27 18
Dust Proportion 0.93 0.923 0.6-1.2
0.300 10-20 12
0.150 5-13 11
Gmm@ Nini= 9,% 85.7 86.1 <89
0.075 2-8 6 Gmm@ Ndes= 125, % 95.9 96
Gmm@ Nma= 205, % 98 97 <98
3.4.4 Binder Optimization By Marshall Method

The volumetric and mechanical properties of
bituminous mixes with SBS modified and neat binder at
optimum binder content are given in Table 5.
From the Table 6, it can be seen that the mix satisfies the
specific target levels for Superpave compaction. At Nini,
Ndes and Nmax, the target air voids level is met, ensuring
that the mixture will not be tender and thus HMA may
not fail prematurely.

Journal of the Indian Roads Congress, January-March 2009

 FATIGUE BEHAVIOUR OF POLYMER MODIFIED BITUMINOUS CONCRETE MIXTURES 59

3.4.6 Tests On Bituminous Mixes investigations in the past by Read (1996), Gilmore et al.
(1984) employed this test (ASTM D 4123) for
3.4.6.1 Retained Marshall Stability evaluating fatigue performance of bituminous mixes.
Marshall Stability of compacted specimens was 3.4.6.4 Experimental Set Up
determined after conditioning them by keeping in water
bath maintained at 60oC for 24 hours prior to testing. An indigenously fabricated repeated load testing
This stability, expressed as a percentage of the stability equipment at the Transportation Engineering
of Marshall specimens determined under standard Laboratory of Indian Institute of Technology Madras
conditions, is the retained stability of the mix. From was used for conducting repeated load indirect tensile
Table 7, it can be seen that modified mixes showed test. Haversine pulsating loads were applied
better performance than unmodified ones. diametrically to the specimens through the piston of
double acting cylinder with the help of personal
Table 7 Moisture Susceptibility of Bituminous computer. A loading period of 0.1s and rest period of
Concrete Mixes 0.9s was applied during the test to simulate high vehicle
Tensile Stability Stability Retained speeds. The load repetitions are continued till the
Strength of uncondi- of Condi- Marshall specimen failed. When the permanent horizontal
Mix Ratio tioned tioned Stability deformation in the specimen is 5 mm, the tensile crack is
(%) specimen specimen (%)
(kN) at 600C about 0.8 mm wide and is found to be adequate to
(kN) describe the fatigue life for a given mix (Gilmore et al.
BC Mix 86 4.87 4.17 71 1984). Two types of mixes were tested using two
SBS Mix methods of compaction, viz.
modified 94 5.90 5.52 89
Mix a) Bituminous Concrete mix by Marshall and Gyratory
compaction
3.4.6.2 Indirect Tensile Strength Ratio Test
b) SBS modified bituminous concrete mix by Marshall
Test is evaluated either by testing loose mix or and Gyratory compaction
compacted specimens. Compacted specimens were
3.5 Fatigue Test Results
tested for retained strength or tensile strength ratio.
Average tensile strength of conditione d samples
TSR (Tensile strength ratio %) =
The parameters used to evaluate the fatigue
Average tensile strength of controlled specimens
characteristics of the mixes were:
Table 7 shows the results of moisture susceptibility test. a) The number of cycles to crack initiation (Ni)
Thus, it can be seen that modified mixtures have higher b) Initial tensile strain (åi)
tensile strength and retained stability as compared to
c) Resilient modulus (Mr) and
conventional or neat mixtures.
d) The effectiveness factor (EF)
3.4.6.3 Repeated Load Indirect Tensile Test
Effectiveness factor is defined as the ratio of cycles to
Resilient Modulus for both the modified and failure of polymer modified mixes to that of
unmodified mixes determined in the present conventional mixes which is given by
investigation by conducting repeated load indirect N F ( PMB)
0 EF =
tensile tests at 30, 35 and 40 C temperatures. The test N F ( AC )
method was selected because of its simplicity and the Nf is the number of cycles to failure.
ease with which samples can be prepared. A number of

Journal of the Indian Roads Congress, January-March 2009

 60 GUPTA & VEERARAGAVAN ON

The following expressions from Kennedy (1978), mixes are expected to have better fatigue strength at
Mohammed (1993) were used for the computation of intermediate temperatures and high rutting resistance at
resilient modulus and initial tensile strain values from high temperatures.
the experimental data. The data collected after initial From Table 8, it can be seen that polymer modified
conditioning of the specimen were used in the analysis. mixes are 1.2, 1.79 and 2.1 times more effective in crack
H initiation than neat mixes.
µ 3.59 r −
r= 0.27
Resilient Poisson ratio, Vr
Table 8 Effectiveness of SBS Modified mixes
P (0.27 + µr)
Resilient Modulus, Mr=
H r .h Temperature Cycles to Effectiveness
σ(1+3µ) (0C) failure factor
Initial tensile strain, = r
ε
Mr PMB BC N F ( PMB )
Where P = applied peak constant load (N), h is height of 70 60/70 N F ( AC )
specimen (mm); and Hr and Vr are the resilient 30 24257 20123 1.21
horizontal and vertical deformations (mm) respectively.
35 14714 8217 1.79
3.6 Comparison Between Superpave Gyratory And 40 4231 2019 2.1
Marshall Compaction Methods
For comparison, the number of cycles and tensile strain Table 9 Results of Repeated Load Indirect Tensile
for load level of 100 N at different temperatures is Test
shown in Table 9. It can be seen from Table 9 that
Temperature Resilient Fatigue life Initial
resilient modulus values were affected by the increase in
(0C) modulus life (Cycles tensile
temperature. At higher temperatures, the mixes tend to (MPa) to strain
soften and lose strength with an increase in deformation. failure) (micro-
The reduction in resilient modulus due to the increase of strains)
temperature ranges from 34 to 41 percent and 25 to 29 NEAT BITUMINOUS MIX
percent for Marshall and SGC compacted specimens Marshall specimens
respectively. For SBS Modified mixes, the reduction in 30 1,653 19,167 91
resilient modulus due to increase in temperature was 23
35 987 8,168 112
to 27 percent for Marshall and 21 to 28 percent for SGC
specimens. 40 614 1,919 129
SGC Specimens
From fatigue results, it can be observed that the initial
tensile strain for both the Marshall and SGC specimens 30 1,710 20,123 93
increased with increase in temperature. The fatigue life 35 1,264 8,217 121
reduction due to increase of temperature ranges from 57 40 946 2,079 135
to76 percent and to 39 to 71 percent for SGC compacted POLYMER MODIFIED BITUMINOUS CONCRETE
BC mixtures and SBS modified mixes respectively for MIXTURES
o
the study temperature range of 30ºC to 40 C. For a Marshall specimens
constant temperature, the fatigue life of SGC compacted
30 2,046 22,257 56
SBS modified mixtures specimen is 2 to 2.5 times of the
35 1,569 14,200 83
unmodified BC mixtures. From Table 9, it is also
observed that the modulus values of modified mixes 40 1,132 3,633 101
were higher at high temperatures, which indicate that SGC Specimens
modified mixes have higher stiffness at high 30 24,257 43
temperatures compared to neat mixes, thus making 35 1,710 14,714 77
them less temperature susceptible. Thus SBS modified
40 1,231 4,231 95

Journal of the Indian Roads Congress, January-March 2009

 FATIGUE BEHAVIOUR OF POLYMER MODIFIED BITUMINOUS CONCRETE MIXTURES
3.7 Permanent Deformation
The improvement in resistance to plastic deformation
with polymer modification can be confirmed from Fig 3
and 4. Fig 3 and 4 depict the accumulation of Horizontal
Plastic Deformation (HPD) and vertical plastic
deformation (VPD) mixtures as a function of number of
cycles. The number of cycles required to accumulate
given values of HPD and VPD is much higher in SBS
modified bituminous concrete mixtures. It has been
observed that the accumulation of HPD and VPD is
responsible for fatigue cracking and rutting potential of
bituminous concrete mixtures. The increased resistance
to plastic deformation caused considerable increase in
the fatigue life and resistance to rutting.
Fig. 3 Relation between accumulation of
Horizontal Plastic Deformation
and Number of Cycles
Fig. 4 Relation between accumulation of
Vertical Plastic Deformation and Number of Cycles
Journal of the Indian Roads Congress, January-March 2009
61
4 ANALYSIS AND RESULTS
Study of the fatigue behavior of bituminous concrete
mixtures usually include
4.1 Phenomenological Approach
This approach is useful for the process of crack
initiation. It considers a load control or deflection
control mode, which correlates the number of cycles Nf
to the applied stress (ó) or the strain (å) through
empirical constants. The relationship between strain life
and number of cycles to failure can be obtained from
1 n
Nf =
K( )
ε
where
Nf is the number of load repetitions to failure
å is the tensile strain level in micro strains
K (depends on material properties) and n (slope of
the curve) are empirical constants.
Fig. 5 where 6, 7 shows the relationship between tensile
strain and number of cycles at different temperatures.
Table 10 shows the regression values K and n at
different temperatures obtained from figures.
Fig. 5 Fatigue Life of Mix at 30oC
 62 GUPTA & VEERARAGAVAN ON
Initial Tensile Strain (micro-strains)

Fig. 8 Variation of Crack length with Cycles at 40oC

o
Fig. 6 Fatigue Life of Mix at 35 C The Fig. 8 indicates that the cracking initiated at 130
cycles for BC mixtures and propagated very rapidly till,
the mixture reached its failure at 223 cycles, while for
SBS modified mixtures, cracking initiated at 237
numbers of cycles and propagated till the mixture failed
at 394 cycles. Thus it can be seen that the crack initiation
and propagation lifetime are relatively greater in case of
SBS modified mixes than in conventional mixes.

To see the effect of temperature on crack lengths, a

higher load of 2400 N (50 percent of failure load) was
applied and thus the crack lengths and number of cycles
were measured. Fig. 9 shows the effect of temperature
on crack length. Crack growth vs stress intensity factor
was studied for neat and SBS modified bituminous
concrete mixes and the results are plotted in Fig. 10
and 11.
o
Fig. 7 Fatigue Life of Mix at 40 C

4.2 Fracture Mechanics Approach

This approach is useful to analyze crack propagation. In

this, the applicability of Paris equation on both the SBS
modified and conventional mixes has been examined
(Sewell 2005). The relationships between crack length
(c) vs. number of cycles (N) for PMB and BC mixes is
shown in Fig 8.

Fig. 9 Crack length at different temperatures

Journal of the Indian Roads Congress, January-March 2009

 FATIGUE BEHAVIOUR OF POLYMER MODIFIED BITUMINOUS CONCRETE MIXTURES
10,000 100,000
Fig. 10 Crack Growth for BC Mixes
VS
10,000 100,000
Fig. 11 Crack Growth for SBS Modified
bituminous Concrete Mixtures
Thus from the Fig. 10 and Fig. 11, the regression
coefficients are found to be A= 1 x 10-6 and n=7.26 for
neat bituminous mixes; A=6x10-7 and n = 6.76 for SBS
modified bituminous concrete mixes.
5 SUMMARY OF RESULTS
1) Higher density values are observed for SGC
specimens and this may be due to the higher
compaction effort. The specimens prepared using
SGC are found to have higher fatigue life.
2) The strength parameters like tensile strength,
Marshall stability values of the SBS modified mixes
were higher by 21 percent and 25 percent than
conventional mixes.
3) Higher tensile strength ratio is observed polymer
modified mixes which indicate better cohesive
strength of these mixes as compared to conventional
mixes.
4) An increase of 2 to 2.5 times in resilient modulus of
polymer-modified mixes was observed as compared
to conventional bituminous mix.
Journal of the Indian Roads Congress, January-March 2009
63
5) The fatigue life of SBS Modified mix was 2.1 to 2.4
percent higher than the conventional mix.
6) For the constant number of cycles, at the constant
temperature, crack length was higher for
conventional mix than SBS modified mix.
6 CONCLUSIONS
1) The results obtained from the present investigations
show the superiority of SBS modified mixes over
the conventional mixes. Thus polymer modified
mixes may be recommended for national highways
where traffic volume is substantially high.
2) Empirical approach is acceptable only if crack
initiation is considered and not where crack
propagation is considered. Especially in the design
of overlays over existing cracked pavements,
fracture mechanics principles may be used to take
into account the detrimental effects of stress
concentrations around the crack tip.
REFERENCES
1. Anthony J Sewell, (2005), “Crack Propagation in
High Modulus Asphalt Mixtures.”, PhD thesis,
University of Nottingham.
2. ASTM D4123 (1995) “Standard Test Method for
Indirect Tension Test for Resilient Modulus of
Bituminous Mixtures”.
3. Baker, R.E. (1998), “Polymer Modified Bitumen.
Indian Highways” Vol, pp.85-99.
4. Bose, S and Jain, P.K.(1984), “Laboratory Studies
on the Use of Organic Polymers in Improvement of
Bituminous Road Surfacing”, Highway Research
Bulletin,Vol. 38.
5. Bureau of Indian Standards. (1978a). “Methods for
Testing Tar and Bituminous Materials;
Determination of Specific Gravity” IS: 1202,
New Delhi, India.
6. Bureau of Indian Standards. (1978b). “Methods for
Testing Tar and Bituminous Materials;
Determination of Penetration” IS: 1203, New Delhi,
India.
 64 GUPTA & VEERARAGAVAN ON
FATIGUE BEHAVIOUR OF POLYMER MODIFIED BITUMINOUS CONCRETE MIXTURES
7. Bureau of Indian standards. (1978c). “Methods for
Testing Tar and Bituminous Materials;
Determination of Softening Point” IS: 1205,
New Delhi, India.
8. Bureau of Indian standards. (1978d). “Methods for
Testing Tar and Bituminous Materials;
Determination of Ductility” IS: 1208, New Delhi,
India.
9. Gilmore, D.W., Lottman, K.P., and Scherocman,
J.A. (1984). “Use of Indirect Tension Measurement
to Examine the Effect of Additives on Asphalt
Concrete Durability”, Proceedings of Association of
Asphalt Technologists, Vol 53, Scottsdale, Ariz.,
pp.495.
10. IRC: SP 53 (2002), “Guidelines on the Use of
Polymer Modified Binder Specifications.”
New Delhi 2002.
11. Isaacson, U., and Lu, X.(1999), “Laboratory
Investigation of Polymer Modified Bitumens”,
Proceedings of Association of Asphalt paving
technologists,Vol. 68, pp.35-63.
12. Jacobs, M.M.J. (1995), “Crack Growth in Asphaltic
Mixes” Ph.D Thesis, Delft University of
Technology, Netherlands.
13. Kennedy, T.W. (1978), “Practical Use of the Indirect
Tensile Test for the Characterization of Pavement
Material”, Proc., Australian Road Research Board,
9(3), pp. 36-45.
14. Larry santucai, (1998), “ Role of Compaction in
Fatigue Cracking of Asphalt Pavements”,
Technology Transfer Program, Institute of
Transportation Studies.
15. McRae, J. L. (1993), “Gyratory Testing Machine
Technical Manual.” Engineering Developments Co.
Inc., Miss.
16. Mohammad, L.N., and Paul, H.R. (1993).
“Evaluation of Indirect Tensile Test for Determining
Structural Properties of Asphalt Mix.”
Transportation Research Board, Washington. D.C.
Journal of the Indian Roads Congress, January-March 2009
17. Ministry of Shipping Road Transport and Highways.
(2001), “Specifications for Road and Bridge
Works”, Fourth Revision, Indian Roads Congress,
New Delhi, India.
18. Pandey, B.B. (2003), “Recent Trends on Design of
Bituminous Mix Design. Seminar on Design of
Bituminous Mixes”, 11-13 August, IIT Kanpur,
India, pp. 45-50.
19. Paris, P.C. and Erodgan, F., “A Critical Analysis of
Crack Propagation Laws”, Transactions of ASEM,
Journal of Basic Engineering, series D, Volume 85,
No.3, pp. 524-534.
20. Kumar Pawan, Chandra Satish and Bose Sunil
(2004), “Rheology of Polymer Modified Binder”,
IRC, Highway Research Board.
21. Read J.M. (May 1996) “Fatigue Cracking of
Bituminous Paving Mixtures”, Ph.D. thesis
University of Nottingham, Department of Civil
Engineering.
22. Reddy, K.S, Ray D, and Pandey B.B(1994), “Axle
Loads And Vehicle Damage Factors on National
Highways in Eastern India, Highway Research
Bulletin, No.50.
23. Salter, R.J., and Rafati-Afshar, F. (1987). “Effect of
Additives on Bituminous Highway Pavement
Materials Evaluated by the Indirect Tensile Test”,
Transportation Research Board, 1115, Washington,
D.C., 183-195.
24. Shukla R.S., Gokhale Y.C, Nair, K.P and Kala, M
(1987). “Choice of Different Paving Grade Bitumen
for Different Climatic Regions of India”, Journal of
IRC.Vol 48,No.1.
25. Shukla, R.S. and Jain, P.K, (1984) Improvement of
Waxy Bitumen by the Addition of Synthetic
Rubbers, Polymers and Resins”, Highway Research
Bulletin, Vol 38,Indian Road Congress, New Delhi.
26. Sikdar, P.K., Jain, S.S, Bose and Kumar (1999),
“Premature Cracking of Flexible Pavements”,
Journal of Indian Road Congress, New Delhi,
Vol.60-3, pp. 355-398.