Rheological Properties of SBS Modified bituminous binder # Complex | Shear Lore Bituminous | Temperature | Modulus | Modulus | Modulus | Angle inder i) (6") | (G*/sind) | (6 sind) | (6) (era (era) Kea 0 58 191 192 191 398 30/100 Bitumen 70 07 0a7 046 982 58 545 5.24 5.06 793 80/100 + 3458S 70 a ee) 132 865 58 798 61 7.39) 679, 80/100 + 584s8S 70 251 2.63 2A 7 58 299) 9.86 22 657, 80/100 + 7%S8S 70 293 313 274 692 58 787 a7 658 604 80/100 + 954585 70 259 2.94 2.28 617 Performance Grade of Different Polymer Modified Bitumens (Kumar p and Singh, KL, Highway Research Journal, 2009), a PMB ‘Temperature corresponding fo Performance 2 Gradeas o) Grade as per me per IRC | G*sin8=1kPa | Grin 6=2.2KPa SHRP 53.2002 | (Original Binders) | (Aged Binders) | Specifications - c 65 615 7G 58 70 5 75 PGT w 3 7 G7 EVA I - 5 85 PGS 9 oT 885 PGS 3 70 72 675 FG 6 5 5 7S 70 PGT sBs = 5 7 % a5 725 PG 70 9 6 B PGTThe distress modes is of concern in the field drive in the development of the new specification test methods. rather than selecting a set of tests and forcing them to fit the distress modes decided by the SHRP A-002A research team. Therefore, the approach used by the research team was first to identify the distress modes of predominant concern. Several distress modes of importance to hot-mix asphalt pavements identified by researcher and practitioners. From these, the followings for consideration have been selected in the SHRP A-002A, project. . Low-temperature thermal shrinkage cracking © Thermal fatigue © Load-associated fatigue cracking * Plastic deformation in the upper hot-mix asphalt layers that leads to rutting . Premature ageing * Moisture damage Consideration of Rutting in Specification Rutting in the upper pavement layers is caused by the accumulated plastic deformation in the mixture that results from the repeated application of traffic loading. Although the rutting tendencies of a pavement are influenced primarily by aggregate and mixture properties, the properties of the binder are also important. This is particularly true for polymer-modified bitumens, which are claimed to enhance the rutting resistance of pavements. Since rutting is more prevalent at high temperatures than at intermediate or low temperatures. the properties related to rutting should therefore be measured in the ypper range of pavement service temperatures. As asphalt cement ages, it becomes stiffer and enhances the resistance of the mix to rutting. Therefore, it was also decided thatthe rutting criteria should be based on thin-film oven (TFO) or rolling thin-film oven (RTFO) test residue to the extent that it best represents the asphalt properties carly in the life of the pavement. Based on these observations, a measurement of the nonrecoverable deformation of the bitumen at the upper service temperatures and for loading rates commensurate with traffic loading was established as critical to specifying the bitumen with respect to rutting resistance. Thermal shrinkage cracking occurs whey thermal stresses develop in a low temperatures causes greater thermal stresses to develop, and also reduces the strain capacity of the pavement. Cracking occurs when the tensile stresses developed exceed the tensile strength of the pavement. Therefore, the binder specification should ideally address both the stress-strain-time-temperature response of the binder as well as the fracture properties of the binder (Anderson et al, 1991). The temperature at which cracking occurs is referred to as the limiting stiffness temperature. The limiting stiffness temperature is simply the pavement temperature at which a certain stiffness value is reached after a _Specified loading time. Researchers have chosen different combinations of _ limiting stiffness temperature. The limiting stiffness temperature is simply the pavement temperature at which a certain stiffness value is reached after a specified loading time. Researchers have chosen different combinations of stiffness and loading time to specify the limiting stiffness temperature. it was chosen 300 MPa obtained after a loading time of 2 hours for SUPERPAVE asphalt binder specification (Anderson, 1993).Fatigue Cracking The selection of specification criteria to assure satisfactory resistance to fatigue cracking is perhaps the most difficult challenge presented by the new binder specification. First, fatigue cracking generally occurs late in the life of pavement, requiring the testing of asphalt that is appropriately aged to simulate the long-term in situ properties of the binder. The selection of appropriate specification criteria is further complicated by conflicting evidence regarding the effect of asphalt properties on fatigue performance. The results of laboratory stress controlled fatigue tests imply that stiffer binders are more resistant to fatigue cracking (Anderson ct al., 1991). The fatigue criterion was changed to reflect the energy dissipated per load cycle and in a dynamic shear test was fatigue cracking (Anderson et al., 1991). The fatigue criterion was changed to reflect the energy dissipated per load cycle and in a dynamic shear test was appropriately calculated as G* sin 6. The binder specification criterion for fatigue performance is the loss modulus (G" = G* sin 6) at 10 rad/sec loading time and at a temperature equal to the average pavement temperature in the location of interest. The value of the G* sin 6is limited to a maximum of 3 MPa at the anticipated average annual pavement temperature (SHRP-A-367). Visco-Elastic Behaviour of Bitume! Stress and Strain 4 It is necessary to understand the bahaviour of stress and strain in order to predict the engineering performance of any bituminous binder. The simplest test methods such as uniaxial test and shear tests were used to characterize the stress-strain behaviour of materials in the laboratory. Materials, for which the stress-strain behaviour is linear, and largely independent of time and temperature, can be effectively characterized by the elasic (Young’s) modulus. Newtonian fluids, on the other hand, can be characterized through thecoefficient of viscosity. Materials such as asphalt cement, which exhibit aspects L ic. and must be of both elastic and viscous behaviour. are called viscoel characterized with test methods and analytical techniques that account for the time (or rate) of loading and the loading temperature (SHRP-A-369). Elasticity, Viscosity, and Vi scoelasticity Saal and Labout (1958) defined the viscoelastic properties of bituminous binders that the ratio of the elastic to the permanent part of the deformation depends on stress, time of loading, and temperature. At slight deformations and short times of loading the deformation is predominantly elastic; at considerable deformations and long loading times viscous deformation dominates. In most cases elastic deformation consists of an ideally elastic part and a part showing retarded elasticity. The relation between deformation and stress is linear at small deformations and at considerable deformations and long loading times deviations from linearity may occur in certain cases. The resistance to deformation of materials which obey Hooke’s or Newton’s law can be described by two quantities, (a) Modulus of elasticity, E, which is defined as the ratio of the tensile stress to the strain: E=ole (2.2) (b) Viscosity, n, which is defined as the ratio of the shearing stress to the rate of shear: (b) Viscosity, n, which is defined as the ratio of the shearing stress to the rate of shear: ara (2.3) where, E = modulus of elasticity 6 = tensile stress e= strainT= shear stress n= viscosity dy/dt = rate of shear An elastic material, ah loaded in creep, will immediately deform to a constant strain. The material will immediately return to its initial shape, when the load is removed. A viscous material. on the other hand, will deform at a constant rate when the load is applied and will continue to deform at that rate until the load is removed, at that point there is no further deflection or recovery. A viscoelastic material has both elastic and viscous components of response. ‘When loaded in creep, there is an immediate deformation, corresponding to the elastic response, followed bye gradual time-dependent deformation. This time- dependent deformation may further be divided into a purely viscous component and delayed clastic component. In the case of viscous flow, deformation is not recovered when the load is removed. However. the delayed elastic deformation is recovered but not immediately as with purely elastic deformation. The delayed elastic deformation is slowly recovered at a decreasing rate after the load is removed.