BCE 223 L SIM 8-9 Week

College of Engineering Education
2nd Floor, BE Building

Matina Campus, Davao City
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
UNIVERSITY OF MINDANAO
Civil Engineering Program
Physically Distanced but Academically Engaged
Self-Instructional Manual (SIM) for

Self-Directed Learning (SDL)
Course/Subject: : BCE 223L – CONSTRUCTION MATERIALS AND TESTING

Name of Teacher: Engr. Jose S. Condonar Jr.
THIS SIM/SDL MANUAL IS A DRAFT VERSION ONLY; NOT FOR REPRODUCTION AND DISTRIBUTION
OUTSIDE OF ITS INTENDED USE. THIS IS INTENDED ONLY FOR THE USE OF THE STUDENTS WHO
ARE OFFICIALLY ENROLLED IN THE COURSE/SUBJECT.
EXPECT REVISIONS OF THE MANUAL.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
TABLE OF CONTENTS
PAGE
Unit Learning Outcomes- Unit 3
Big Picture in Focus: ULO-3a…………………………………………………………………..….. 112
Metalanguage…………………………………………………………………………………... 112
Essential Knowledge………………………………………………………………………… 112
INTRODUCTION: Metals and Woods
1. Metals: Wrought Iron, Cast Iron, Steel and Alloys ….…………… 112
2. Quality Test for Bending, Tension and Chemical Analysis …… 123
3. Reinforcing Steel………………………………………………………………. 138
4. Markings ………………………………..………………………………………… 143
5. Basic Properties ……………………………………………………………….. 144
6. Tensile Test ……………… ……………………………………………………. 146
7. Wood: Characteristics and It’s Physical Properties ……………. 155
8. Testing Requirements ………………………………………………………. 157
SELF HELP …………………………………………………………………………………….. 187
Let’s Check …………………………………………………………………………………….. 187
Let’s Analyze …………………………………………………………………………………. 188
In a Nutshell ………………………………………………………………………………….. 188
Q & A Lists …………………………………………………………………………………….. 189
Keyword Index …………………………………………………………………………….. 189
BIG PICTURE
Week 8 to 9: Unit Learning Outcomes - 4 (ULO - 4): At the end of the unit, you are expected to:
a. Demonstrate knowledge and understanding of the properties and behaviors of most common and
advance construction material such as asphalts.
b. Conduct/Familiarize the methods, procedures and formulas of different experiments on common
construction materials according to international standards such as ASTM & AASTHO.
Big Picture in Focus
ULO-4a. Demonstrate knowledge and understanding of the properties and behaviors of most
common and advance construction material such as asphalts or bituminous materials.
Metalanguage
This section deals with the study of different types and properties of construction materials such as asphalts.
Please proceed immediately to the “Essential Knowledge.”
Essential Knowledge
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
To perform the aforesaid big picture (unit learning outcomes) for the next (2) weeks of the course, you need to
fully understand the following essential knowledge that will be laid down in the succeeding pages. Please note
that you are not limited to exclusively refer to these resources. Thus, you are expected to utilize other books,
research articles and other resources that are available in the university’s library e.g. ebrary, search.proquest.com
etc.
INTRODUCTION: ASPHALT OR BITUMINOUS MATERIALS
Bituminous materials
Bituminous materials or asphalts are extensively used for roadway construction, primarily
because of their excellent binding characteristics and water proofing properties and relatively low cost.
Bituminous materials is generally used to denote substances in which bitumen is present or from which
it can be derived. Bitumen is defined as an amorphous, black or dark-colored, (solid, semi-solid, or
viscous) cementitious substance, composed principally of high molecular weight hydrocarbons, and
soluble in carbon disulfide.
For civil engineering applications, bituminous materials include primarily of asphalts and tars.
Asphalts may occur in nature (natural asphalts) or may be obtained from petroleum processing
(petroleum asphalts). Tars do not occur in nature and are obtained as condensates in the processing of
coal, petroleum, oil-shale, wood or other organic materials. Pitch is formed when a tar is partially
distilled so that the volatile constituents have evaporated off from it. Bituminous mixtures are generally
used to denote the combinations of bituminous materials (as binders), aggregates and additives.
Classification of bituminous materials:
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Production of Bitumen
Bitumen is the residue or by-product when the crude petroleum is refined. A wide variety of
refinery processes, such as the straight distillation process, solvent extraction process etc. may be used
to produce bitumen of different consistency and other desirable properties. Depending on the sources
and characteristics of the crude oils and on the properties of bitumen required, more than one
processing method may be employed.
In the vacuum-steam distillation process the crude oil is heated and is introduced into a large
cylindrical still. Steam is introduced into the still to aid in the vaporization of the more volatile
constituents of the petroleum and to minimize decomposition of the distillates and residues. The
volatile constituents are collected, condensed, and the various fractions stored for further refining, if
needed. The residues from this distillation are then fed into a vacuum distillation unit, where residue
pressure and steam will further separate out heavier gas oils. The bottom fraction from this unit is the
vacuum-steam-refined asphalt cement. The consistency of asphalt cement from this process can be
controlled by the amount of heavy gas oil removed. Normally, asphalt produced by this process is softer.
As the asphalt cools down to room temperature, it becomes a semi solid viscous material.
Different Forms of Bitumen
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
1. Cutback bitumen
- is a range of binders that are produced by blending (mixing) penetration grade bitumen and
a hydrocarbon solvent, such as paraffin or mineral turpentine.
- cutback bitumen gets its name from the solvent that is involved in the process, because the
solvent "cuts back" or evaporates, leaving behind the binder to "get on with the job".
- the solvent used in cutback bitumen is called the "cutter" or "flux".
- three types of solvents are used for the blending process: slow-curing, medium-curing or
rapid-curing solvents.
- curing relates to the evaporation rate of the solvent which influences the setting time of the
bitumen. The viscosity of the cutback bitumen is determined by the proportion of solvent
added: the higher the proportion of solvent, the lower the viscosity of the cutback.
2. Bitumen Emulsion
- is a mixture of fine droplets of bitumen and water. But as the bitumen is a petroleum
product it doesn’t mix with water and as it is sticky in nature, it doesn’t easily gets
disintegrated into fine droplets. To overcome this problem an emulsifier is used.
- emulsifier can be defined as a surface-active agent. Emulsifier keeps the bitumen in its fine
droplet state by disallowing it to mix with other droplets.
- three types of bituminous emulsions are available, which are Rapid setting (RS), Medium
setting (MS), and Slow setting (SC).
- Rapid setting emulsions are used for surface dressing work. Medium setting emulsions are
preferred for premix jobs and patch repairs work. Slow setting emulsions are preferred in
rainy season.
3. Bituminous Primers
- in bituminous primer the distillate is absorbed by the road surface on which it is spread. The
absorption therefore depends on the porosity of the surface.
- Bitumen primers are useful on the stabilized surfaces and water bound macadam base
courses.
- Bituminous primers are generally prepared on road sites by mixing penetration bitumen with
petroleum distillate.
4. Modified Bitumen
- Certain additives or blend of additives called as bitumen modifiers can improve properties
of Bitumen and bituminous mixes. Bitumen treated with these modifiers is known as
modified bitumen.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
- Polymer modified bitumen (PMB)/ crumb rubber modified bitumen (CRMB) should be used
only in wearing course depending upon the requirements of extreme climatic variations.
- The advantages of using modified bitumen are as follows:
o Lower susceptibility to daily and seasonal temperature variations.
o Higher resistance to deformation at high pavement temperature.
o Better age resistance properties.
o Higher fatigue life for mixes.
o Better adhesion between aggregates and binder.
o Prevention of cracking and reflective cracking.
Requirements of Bitumen
The desirable properties of bitumen depend on the mix type and construction. In
general, Bitumen should possess following desirable properties.
o The bitumen should not be highly temperature susceptible: during the hottest
weather the mix should not become too soft or unstable, and during cold
weather the mix should not become too brittle causing cracks.
o The viscosity of the bitumen at the time of mixing and compaction should be
adequate. This can be achieved by use of cutbacks or emulsions of suitable
grades or by heating the bitumen and aggregates prior to mixing.
o There should be adequate affinity and adhesion between the bitumen and
aggregates used in the mix.
COMPOSITION OF ASPHALT
Asphalt Ingredients
There are actually two basic ingredients in asphalt. The first are aggregates; this is a mix of
crushed stone, gravel, and sand. Aggregates make up about 95% of hot mix asphalt pavement.The
other 5% is bitumen. Bitumen is the black or dark viscous material that holds the aggregates
together, and is composed of polycyclic hydrocarbons (a petroleum byproduct).For a deeper
understanding of asphalt's ingredients, the elemental components of asphalt include carbon,
hydrogen, sulfur, oxygen, nitrogen, and trace amounts of iron, nickel, and vanadium.There are
actually several different types of asphalt, and they are categorized by the process used to bind
aggregate with the bitumen.
Asphalt Durability
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
If you've ever been jarred by a crack in an asphalt road, you know that the material doesn't
last forever. The performance of asphalt can vary widely depending on a number of variables that
include the presence of moisture, temperature fluctuations, volume of traffic, and exposure to certain
chemicals. Even varying asphalt ingredients can determine its durability.
Because asphalt can hold the weight of vehicles, it is the material of choice for roads, parking
lots, and driveways. It can be applied rapidly and can be patched easily by pressing it directly into
cracks and potholes.
Over time, asphalt ingredients can begin to erode and decay from heavy traffic, exposure to
the elements, and expansion and contraction. Because of this, the use of a sealcoat is absolutely
essential to the proper maintenance of any asphalt-paved surface. While there are a number of
sealing products on the market, we only recommend the use of coal tar asphalt sealer because of
its ability to create an effective buffer against traffic, water, oil salt, and other staining agents.
When asphalt ingredients aren't properly protected with a coat of sealer, they will inevitably
crack. Leaving even small cracks and fissures exposed and unrepaired will definitely lead to more
serious damage such as potholes, crumbling asphalt, and foundation damage. This ultimately
results in the need for costly asphalt replacement.
Asphalt's Most Effective Maintenance Strategy
For homeowners, it's important to understand the ingredients in asphalt because it does need
to be maintained on a regular schedule. An asphalt driveway can remain in good condition for
decades if it is properly cared for.
Knowing what can negatively affect asphalt ingredients is also important. Since oil, grease,
gas, salt, and transmission fluid can break down the quality of asphalt and ultimately result in
cracking and crumbling, these substances should be cleaned up quickly if spilled on asphalt.
Crack Filling
As part of preventative maintenance, asphalt should be inspected for cracks. Even small,
hairline fissures that go unrepaired or unfilled can cause the ingredients in asphalt to deteriorate.
With all types of asphalt, a certain amount of cracking is inevitable. The secret is to fill the cracks
before they expand and turn into potholes or larger areas of crumbling pavement. There are two
types of crack filler that can be used on any asphalt or concrete surface. Cold liquid pour asphalt
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
crack fill is high effective in sealing cracks up to ½” in width. The product is easy to use and keeps
cracks on all types of asphalt sealed for several years.
Hot pour crackfill is commercial-grade rubberized asphalt crack sealer that works on cracks
up to 1” in width. It can be safely heated in a kettle or crack fill applicator melter and poured into
cracks to seal out water, ice, and debris. It will keep cracks sealed for up to four years.
Sealcoating
All asphalt types require proper maintenance and proactive repair to retain their appearance
and overall condition. Because of the nature of asphalt ingredients, driveways should be sealed
every two to three years to prevent oxidation, loss of flexibility, cracking, and crumbling. At Asphalt
Kingdom, we recommend the use of coal tar sealer which protects the bitumen from oxidizing,
becoming brittle, and cracking. It is easy to apply with either a spray system or a squeegee and
dries quickly in three to four hours.
Desirable Properties of Aggregates Selection of an aggregate material for use in an Asphalt

Concrete pavement depends on the availability, cost, and quality of the material, as well as the type
of construction for which it is intended. To determine if an aggregate material is suitable for use in
asphalt construction, evaluate it in terms of the following properties:
1. Size and grading. The maximum size of an aggregate is the smallest sieve through which 100
percent of the material will pass. How the Asphalt Concrete is to be used determines not only the
maximum aggregate size, but also the desired gradation (distribution of sizes smaller than the
maximum).
2. Cleanliness. Foreign or deleterious substances make some materials unsuitable for paving
mixtures.
3.Toughness. Toughness or hardness is the ability of the aggregate to resist crushing or

disintegration during mixing, placing, and compacting; or under traffic loading.
4.Soundness. Although similar to toughness, soundness is the aggregate’s ability to resist

deterioration caused by natural elements such as the weather.
5.Particle shape. The shapes of aggregate particles influence the asphalt mixture’s overall strength
and workability as well as the density achieved during compaction. When compacted, irregular
particles such as crushed stone tend to “lock” together and resist displacement.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
6.Surface texture. Workability and pavement strength are influenced by surface texture. A rough,
sandpapery texture results in a higher strength than a smooth texture. Although smooth-faced
aggregates are easy to coat with an asphalt film, they are generally not as good as rough surfaces.
It is harder for the asphalt to “grip” the smooth surface.
7.Absorption. The porosity of an aggregate permits the aggregate to absorb asphalt and form a
bond between the particle and the asphalt. A degree of porosity is desired, but aggregates that are
highly absorbant are generally not used.
8.Stripping. When the asphalt film separates from the aggregate because of the action of water, it
is called stripping. Aggregates coated with too much dust also can cause poor bonding which results
in stripping. Aggregates readily susceptible to stripping action usually are not suitable for asphalt.
KINDS AND USES OF ASPHALT
I. Porous Asphalt
Porous asphalt has been around since the mid 1970s. This type of asphalt is used in parking lots to
enable water to drain through the pavement.
II. Perpetual Pavement
Perpetual pavement is a multi-layer paving process designed for heavy loads and incorporates a
strong, flexible base to prevent, a strong permanent middle layer and the smooth top driving surface.
III. Hot Mix Asphalt
Hot mix asphalt is used for driveways, producing a strong, durable surface that is easy to repair and
maintain, withstands freezing and thawing.
IV. Warm-mix Asphalt
Warm-mix asphalt is produced the same way that hot-mix asphalt is, except it is 50-100 degrees
Fahrenheit lower. Reducing the temperature of the asphalt has a few benefits. These include
reducing fuel consumption and the production of greenhouse gases.
V. Quiet asphalt
Quiet asphalt is used to reduce the amount of noise pollution created by traffic on roads that are
built through or near residential areas.
VI. Thin overlays

Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Thin overlays improve ride quality and reduce pavement distress, noise levels, and life-cycle costs.
It is produced by using warm-mix asphalt and recycled materials.
Uses of Asphalt
The primary use (70%) of asphalt is in road construction, where it is used as the glue or binder
mixed with aggregate particles to create asphalt concrete.
a. Road Construction
Smooth asphalt reduces the friction between tires and roads, which means better fuel economy
and reduced carbon dioxide emissions.
b. Bituminous Waterproofing
Its other main uses are for bituminous waterproofing products, including production of roofing felt
and for sealing flat roofs.
OTHER PRODUCT MADE WITH BITUMINOUS MATERIALS
Coal Tar Pitch
Coal tar pitch is dark brown to black hydrocarbon

obtained through the distillation of coke-oven tar. It is
available in several grades and is used as the basis
for a number of paints, roofing products, and
waterproofing materials. It has softening point near
150°F (65°C).
Coal tar pitch enamel is made from coal tar pitch with added minerals fillers. It is
used to protect pipe in pipeline work. Cold-applied coal tar products have a solvent
added to liquefy them. Hot-applied coal tar coatings give better protection than cold
coal tar coatings.
Felts
Felt is a sheet material made from the cellulose fibers of organic

materials such as wood, paper, rags, glass fibers, and
asbestos.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Saturated felts, sometimes called tar paper, are made with an organic mat saturated with a layer of
thin asphalt. Tar paper is used as an underlayment for shingles, as sheathing paper. And as
limitations in built-up roof construction. Tar paper is also used to produced roll roofing and shingles.
Ice and Water Shield
Ice and water shield is a roofing membrane composed of two

waterproofing materials bonded into one layer. Comprised of a
rubberized asphalt adhesive backed by a layer polyethylene. The
rubberized asphalt is backed by a release paper to protect the
sticky side. The material is used as waterproofing in cavity walls, and
for trouble spots on roofs, such as long eaves, in valleys and in
others areas where leaks are more likely.
Fiberglass Sheet material
Fiberglass mats can be impregnated with asphalt but are not “saturated”
because the glass fibers will not absorb the asphalt. The asphalt
forms a coating on the surface and fills the spaces between the fibers.
Fireproofing Paper
Fireproofing paper is made using asbestos fibers either

in a pressed mat-liked felt or in a woven sheet. The
various sheet products are used as
underlayment for finished roofing materials, as vapor
barriers in walls and floors, and for other similar
applications. They should not be exposed to the weather
because coal tar pitch oxidizes rapidly when subjected to
the sun’s ultraviolet rays.
Waterproof Coatings
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Asphalt waterproofing is used on masonry walls above and

below grade. Below grade, it is used to resist the pressure of
subsurface water and prevent it from passing through the
foundation. As it is not subjected to high temperatures below grade,
asphalts with lower softening points can be used. Above grade,
it resists passage of water through walls or roof decking.
Where it will be exposed to sunlight, asphalts with a higher
softening point should be utilized.
A bituminous waterproofing coating is applied in one or more coats mopped on either hot and cold.
Cold-applied coats can be reinforced by the addition of glass, plastic, or asbestos fibers. Cutbacks
and emulsion are used extensively for this purpose. They may be covered with a plastic or felt
membrane.
A damp-roofing board product is made with an asphalt core

covered on both sides by layers of asphalt- impregnated
paper or felt treated with a weather-resistant coating.
BITUMINOUS ROOF COVERING
The various types of bituminous roof-covering materials in common use. It should be noted that coal
tar pitch and asphalt are not compatible and should not be used where they will come in contact
with each other.
Roll Roofing
Roll roofing uses either organic felt or fiberglass mats as a base material. A viscous bituminous
coating is applied to this base, forming the exposed surface. Roll roofing is made in four types:
smooth surfaced, mineral surfaced, mineral surfaced selvage edged, and pattern edged. Smooth-
surfaced roll roofing has both sides covered with a fine talc or mica to keep the surfaces from sticking
as it is made into rolls.
Mineral-surfaced roll roofing has mineral granules in a wide range of colors rolled into the surface,
producing a surface that is attractive and protects the bitumen from sun’s ultraviolet rays. The
mineral also increased the fire resistance of the product.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Hot Bitumen Built-Up Roof Membrane
A built-up roof consists of alternate plies if

organic or fiberglass roofing felt with a hot bitumen
coating mopped over each layer. The design of the
roof varies by situation but generally consist of
three or more layer of felt with a bitumen
layer over each and a bitumen topcoat with
aggregate rolled on top.
Felts provide the needed

reinforcement to keep bitumen in each layer
from alligatoring. “Alligatoring” refers to surface
cracking caused by oxidation and shrinkage
stresses, which can result in a repetitive mounding of the asphalt surface similar to an alligator’s
hide.
Modified Asphalt Roofing Systems
Modified asphalt roll roofing is composed of

polymer-modified bitumen reinforced with one or
more plies of fabric, such as polyester glass fiber.
These membranes are of uniform thickness
and have consistent physical properties
throughout the membrane area.
A variety of modifiers and types of reinforcing

plies are designed for use on almost every type of
construction assembly, including new roofing, re-
roofing, domes, and spires. Modified membrane are also used below grade for waterproofing canals,
water reservoirs, and landfills.
Most-modified bitumen membranes are made using either styrene-butadiene-styrene (SBS) or

atactic poly-propylene (APP). APP-modified membranes are generally using a propane torch to heat
and soften the underside of the membrane. This surface becomes a molten adhesive that is placed
on the substrate, rolled for adhesion, and bonds when it cools. SBS modifies the bitumen
membranes by forming a polymer lattice within the bitumen. When this polymer lattice cools, the
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
membrane acts like a rubber. SBS membranes are more flexible than APP membranes and are
used where flexibility is needed, such as when the substrate may be subject to movement or
deflection. SBS-modified membranes are mopped in hot asphalt, self-adhered, or adhered with cold-
process adhesives. Some types can have their joint heat-welded. Some have factory-applied
mineral aggregates surfaces to protect them from ultraviolet damage. Those without this covering
need some form of ultraviolet protective coating.
Cold-Applied Asphalt Roofing System

Cold-applied systems use some form of coated base sheet, fabric, or similar reinforcement over
which the principal waterproofing agent, which is applied at ambient temperature. The selection of
the cold-process application depends on the level of maintenance, repair, and service expected,
and on the compatibility between the cold-applied materials and any existing substrate
The reinforcing felts and fabrics

include organic-coated base sheets,
organic mineral-surfaced cap sheets,
organic felt sheets, fiberglass ply sheets,
fiberglass base sheet, fiber glass
mineral-surfaced cap sheet s, single-ply
smooth surfaced sheets, fiberglass
fabrics, polyester fabric, cotton fabric, and
jute burlap fabric. The base sheet, cap
sheet, and single-ply roofing are bonded
with cold-applied adhesives and cold-
applied surface coatings to forms a roof
membrane.
The coating and adhesives are designed to be brushed or sprayed at normal room temperatures.
These include filled and non-filled asphalt cutbacks, asphalt emulsion, coal tar coatings, and
aluminum pigmented asphalt. Toppings include gravel and aluminum chips places in the topcoat
while it is still wet. They block ultraviolet light, can reflect heat, and are decorative.
DIFFERENCE BETWEEN ASPHALT AND BITUMEN

Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Bitumen is the liquid binder that holds asphalt together. A bitumen-sealed surface is a layer of
bitumen sprayed and then covered with an aggregate. This is then repeated to give a two-coat
seal. Asphalt is produced in a plant that heats, dries and mixes aggregate, bitumen and sand into
a composite.
The process flow of any asphalt plant will depend on the type of the plant. There are two major
types / categories: batch type and continuous type.
1.CONTINUOUS ASPHALT PLANT PROCESS FLOW
The starting point of the asphalt drum mix plant process is the continuous feeding of cold
aggregates into the feeder bins. Aggregates have to be fed as per the size into different feeder
bins. The number of bins are three, four or even more. The flow of aggregates from individual bins
are controlled as required by the mix material design. This flow is also controlled and regulated
from the control panel.
Primary vibrating screen will screen the over sized material and aggregates will enter the drum for
heating and then mixing. The drum mixer will evenly apply heat to the aggregates and then coat it
uniformly with bitumen as aggregates pass from one end of the drum. The drum unit is inclined
and rotating that facilitates easy flow of aggregates from one end to the other. Fuel for bitumen
tank drum burner is stored in a separate tank.
Bitumen and filler material are the ones that are added into the drum for mixing with aggregates.
Bitumen is stored in separate tanks and then added into the drum by a pipe line by a bitumen
pump controlled by a variable speed drive motor. Filler material is stored in separate filler hopper
and transferred by means of a compressor.
Pollution control is taken care by dry and wet type pollution control devices. After proper mixing,
the hot mix is discharged to the other end of the drum and onto a conveyor. This conveyor takes
the HMA into the waiting trucks or storage silos. All these processes are controlled by a
computerized control panel that comes with the asphalt mix plant.
2.BATCH ASPHALT PLANT PROCESS FLOW
The process or flow for the asphalt plant – batch type starts the same way as we have to feed the
aggregates into separate feeder bins. The aggregates then pass through a primary vibrating
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
screen that helps in removal of oversized material. After that the aggregates are treated to heat in
a drum which is fitted with a burner unit.
Dust suction is done at the entry point of the aggregates into the drum and the dust absorbed is
treated by pre-separator and then by a bag filter unit.
The heated aggregates are then transferred to the top of mixing tower into the vibrating screen.
Vibrating screen has screens of different sizes laid out for separation of aggregates. After
separation, aggregates are stored into different bins as per their size. This area is called hot bins
and it is just below the vibrating screens.
On the other hand, bitumen which is stored in the storage tanks is transferred to the weigh hopper
near the mixing unit. Same happens for filler material as it gets transferred to its weigh hopper.
Aggregates will be weighed and then discharged into the mixing unit by opening of pneumatic
cylinders as set in the control panel. Bitumen and filler material are also added by weight into the
mixing unit to complete the batch. Batch mixing time is set in the control panel and after the mixing
time is over, the pneumatic gates below the mixing unit will open leading to the discharge of hot
mix asphalt into the storage silo or directly into waiting trucks.
BATCH PLANTS
This is the most widespread type of asphalt plant in the world, which guarantees the highest level
of flexibility in production and quality of the finished product. The batches depend on the type of
production: every 40-50 seconds a complete batch is produced, after all the individual components
have been weighed and metered separately.
This type of plant is a must for producers who work for several clients at the same time, because
the specifications can be easily changed, while maintaining a high level of quality.
CONTINUOUS PLANTS
In continuous plants there is no interruption in the production cycle as the rhythm of production is
not broken into batches. The mixing of the material takes place inside the dryer drum which is
elongated, as it dries and mixes the material at the same time.
Since there are no mixing tower or elevators, the system is therefore considerably simplified, with
a consequent reduction in the cost of maintenance.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
The absence of the screen however makes it necessary to have precise controls at the beginning
of the production cycle, before the aggregates are fed into the dryer and before they are
consequently discharged from the dryer as asphalt.
AGGREGATE METERING
In both types of plant, the production cycle begins with the cold feeders, where the aggregates are
generally metered by volume; if required, the sand extractor can be fitted with a weigh-belt for
metering.
Control of the total weight of the virgin aggregates, however, is effected in two different phases of
the production cycle in the two different plants. In the continuous type there is a feed belt, before
the moist aggregates are fed into the dryer drum, where the moisture content is set manually in
order to allow for the weight of water to be subtracted. Therefore it is extremely important for the
moisture content in the aggregates, particularly the sand, to have a constant value which is
continually monitored through frequent laboratory tests.
In batch type plants the weight of the aggregates is checked after drying, before they are fed into
the mixer. The weighing, therefore, in the weigh hopper is not influenced by moisture or by
variable factors, such as changeable weather conditions.
Furthermore, in batch type plants, the presence of the screen means there is more accuracy in the
selection of materials before mixing, therefore making the quality of the finished product more
consistent. Inaccuracies are also avoided – such as large aggregates ending up by mistake in the
sand hopper, or inconsistencies in the supply of aggregates, or possible errors preset in the
formula at the cold feeders.
For this reason, in the specifications of many countries, where quarries do not enforce adequate
and strict control procedures required for the production of asphalt, batch type plants are a
compulsory requirement.
BITUMEN METERING
In batch type asphalt plants the bitumen is metered by weight through load cells in the weigh
hopper. The computer system ensures that the exact quantity is fed into the mixer, calculated on
the basis of the specifications and the actual weight of the aggregates.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
In continuous plants the metering is generally volumetric through a litre-counter subsequent to the
feed pump. Alternatively, it is possible to install a mass counter, a necessary choice if modified
bitumen is used, which requires frequent cleaning operations.
FILLER METERING
In batch plants, the filler is metered by weight in the weigh hopper, where the recovered fines and
imported fines can be separately controlled, thereby making the metering process very precise.
The filler is then fed into the mixer with its own screw conveyor or by gravity.
In continuous plants the metering system is normally volumetric, using variable-speed feed screws
which have replaced the previous pneumatic metering system.
In the end it is the client’s decision to whether use the batch or the continuous asphalt mixing
plant.
LABORATORY TESTS FOR BITUMINOUS MATERIALS
QUALITY TEST
Lab Tests On Bitumen To Check Quality
Various tests are conducted on bitumen to assess its consistency, gradation, viscosity,
temperature susceptibility, and safety.
There are a number of tests to assess the properties of bituminous materials. The following tests
are usually conducted to evaluate different properties of bituminous materials.
1. Penetration test
2. Ductility test
3. Softening point test
4. Specific gravity test
5. Viscosity test
6. Flash and Fire point test
7. Float test
8. Water content test
9. Loss on heating test
Penetration Test
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
It measures the hardness or softness of bitumen by measuring the depth in tenths of a millimeter
to which a standard loaded needle will penetrate vertically in 5 seconds. BIS had standardized the
equipment and test procedure.
The penetrometer consists of a needle assembly with a total weight of 100g and a device for
releasing and locking in any position. The bitumen is softened to a pouring consistency, stirred
thoroughly and poured into containers at a depth at least 15 mm in excess of the expected
penetration. The test should be conducted at a specified temperature of 25 0C.
It may be noted that penetration value is largely influenced by any inaccuracy with regards to
pouring temperature, size of the needle, weight placed on the needle and the test temperature.
In hot climates, a lower penetration grade is preferred. The Fig-1 shows a schematic
Penetration Test setup.
Fig-1 Penetration Test Setup
Ductility Test
Ductility is the property of bitumen that permits it to undergo great deformation or elongation.
Ductility is defined as the distance in cm, to which a standard sample or briquette of the material
will be elongated without breaking. Dimension of the briquette thus formed is exactly 1 cm square.
The bitumen sample is heated and poured in the mould assembly placed on a plate. These
samples with moulds are cooled in the air and then in water bath at 270C temperature. The excess
bitumen is cut and the surface is leveled using a hot knife. Then the mould with assembly
containing sample is kept in water bath of the ductility machine for about 90 minutes. The sides of
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
the moulds are removed, the clips are hooked on the machine and the machine is operated. The
distance up to the point of breaking of thread is the ductility value which is reported in cm.
The ductility value gets affected by factors such as pouring temperature, test temperature, rate of
pulling etc.A minimum ductility value of 75 cm has been specified by the BIS. Fig-2 shows ductility
Test Process.
Fig-2 Ductility Test
Softening Point Test
Softening point denotes the temperature at which the bitumen attains a particular degree of
softening under the specified condition of test.
The test is conducted by using Ring and Ball apparatus. A brass ring containing test sample of
bitumen is suspended in liquid like water or glycerin at a given temperature. A steel ball is placed
upon the bitumen sample and the liquid medium is heated at a rate of 5 0C per minute.
Temperature is noted when the softened bitumen touches the metal plate which is at a specified
distance below.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Generally, higher softening point indicates lower temperature susceptibility and is preferred in hot
climates. Fig-3 shows Softening Point test setup.
Fig-3 Softening Point Test Setup
Specific Gravity Test
The specific gravity of bitumen is defined as the ratio of mass of given volume of bitumen of known
content to the mass of equal volume of water at 270C. The specific gravity can be measured using
either pycnometer or preparing a cube specimen of bitumen in semi solid or solid state.
In paving jobs, to classify a binder, density property is of great use. In most cases bitumen is
weighed, but when used with aggregates, the bitumen is converted to volume using density
values.
The density of bitumen is greatly influenced by its chemical composition. Increase in aromatic type
mineral impurities cause an increase in specific gravity.
The specific gravity of bitumen varies from 0.97 to 1.02.

Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Viscosity Test
Fig-4 Viscosity Test
Viscosity denotes the fluid property of bituminous material and it is a measure of resistance to
flow. At the application temperature, this characteristic greatly influences the strength of resulting
paving mixes.
Low or high viscosity during compaction or mixing has been observed to result in lower stability
values. At high viscosity, it resists the compactive effort and thereby resulting mix is
heterogeneous, hence low stability values. And at low viscosity instead of providing a uniform film
over aggregates, it will lubricate the aggregate particles.
Orifice type viscometers are used to indirectly find the viscosity of liquid binders like cutbacks and
emulsions.
The viscosity expressed in seconds is the time taken by the 50 ml bitumen material to pass
through the orifice of a cup, under standard test conditions and specified temperature. Viscosity of
a cutback can be measured with either 4.0 mm orifice at 250C or 10 mm orifice at 25 or 400C.
Flash and Fire Point Test

Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
At high temperatures depending upon the grades of bitumen materials leave out volatiles. And
these volatiles catch fire which is very hazardous and therefore it is essential to qualify this
temperature for each bitumen grade. BIS defined the ash point as the temperature at which the
vapour of bitumen momentarily catches fire in the form of ash under specified test conditions. The
fire point is defined as the lowest temperature under specified test conditions at which the
bituminous material gets ignited and burns.
Float Test
Normally the consistency of bituminous material can be measured either by penetration test or
viscosity test. But for certain range of consistencies, these tests are not applicable and Float test is
used.
The apparatus consists of an aluminum oat and a brass collar filled with bitumen to be tested. The
specimen in the mould is cooled to a temperature of 5 0C and screwed in to oat. The total test
assembly is floated in the water bath at 50 0C and the time required for water to pass its way
through the specimen plug is noted in seconds and is expressed as the oat value.
Water Content Test
It is desirable that the bitumen contains minimum water content to prevent foaming of the bitumen
when it is heated above the boiling point of water.
The water in bitumen is determined by mixing known weight of specimen in a pure petroleum
distillate free from water, heating and distilling of the water. The weight of the water condensed
and collected is expressed as percentage by weight of the original sample.
The allowable maximum water content should not be more than 0.2% by weight.
Loss on Heating Test
When the bitumen is heated it loses the volatility and gets hardened. About 50gm of the sample is
weighed and heated to a temperature of 1630C for 5 hours in a specified oven designed for this
test. The sample specimen is weighed again after the heating period and loss in weight is
expressed as percentage by weight of the original sample.
Bitumen used in pavement mixes should not indicate more than 1% loss in weight, but for bitumen
having penetration values 150-200 up to 2% loss in weight is allowed.
Different Methods of Grading of Bitumen

Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Following are the different methods used for grading of bitumen
1. Grading by chewing
2. Penetration grading
3. Viscosity grading
4. Superpave performance grade
Grading of Bitumen by Chewing

During the 19th century, chewing was the method used to determine the stiffness i.e. hardness if
the bitumen. This was the time when no penetration test was developed. It was carried out by
experienced US inspectors. Based on the test conducted, the sample was either accepted or
rejected. The temperature of bitumen tested was such that, it favors human body temperature.
Penetration Grading of Bitumen
The American Society for Testing Materials (ASTM) D 04 carried out bitumen grading at a
temperature of 25 degree Celsius for the testing of the road and pavement materials in 1903.
The penetration test involves penetration of a needle that is loaded by 100g, into a bitumen
sample maintained at a temperature of 25-degree Celsius in a water bath for a period of 5
seconds. The penetration value is measured in millimeters.
1 penetration unit = 0.1mm.
The greater the penetration value, the softer the bitumen become. The ASTM standard D 946
gives 5 penetration grades for the bitumen binders. They are:
1. Hardest Bitumen Grade 40 –50
2. 60 –70
3. 85-100
4. 120-150
5. Softest Bitumen Grade 200-300

The penetration grading system is 100 years old bitumen grading method. In India, before 2006,
the most widely used grade of bitumen was 60 to 70. For the construction of low volume roads and
to perform spraying, penetration value from 80 to 100 was used.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Viscosity Grading of Bitumen

In the 1970s, US introduced the method of viscosity grading at 60 degree Celsius. This was to
ensure a solution for construction problems and to have high temperature performance. These
were tender mixes that must undergo mix pushing and shoving under the roller, without which it
cannot be rolled properly.
Prior to 1970s, the US construction used 60 to 70 penetration grade that shows variation towards
rutting action. They showed lower viscosity at 135 degree Celsius. This caused tender mix
problems during the construction process.
The viscosity test, unlike penetration grading, is a fundamental test carried out at 60 degree
Celsius. This temperature is the maximum temperature to which the road pavement is subjected to
at summer. The measurement is in terms of Poise.
In India, the equipment for testing the viscosity at 60 and 135 degrees are available. They are very
simple to handle with. In the US, Six Asphalt Cement (AC) viscosity grades were specified. They
are,
Grade Viscosity at 60 degree Celsius, Poises
AC -2.5 SOFTEST 250±/-50
AC-5 500±/-100
AC-10 1000±/-200
AC-20 2000±/-400
AC-30 3000±/-600
AC-40 HARDEST 4000 ±/-800

Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
In the US, Bitumen is mentioned as asphalt cement or asphalt. The grades with lower viscosity i.e.
AC-2.5 and AC-5 were used for cold service temperatures; areas like Canada. In Northern tier
states, AC-10 was used. Mostly in the US, AC-2- was used.
Only five grades excluding AC-30 was initially determined. These have a mean viscosity that will
double from grade to grade. This resulted in no overlap in viscosity range. But the problem of AC-
20 to be too soft and AC-40 to be too hard, that was faced by countries Florida, Georgia, and
Alabama made AC-30 to be incorporated and hence six grades.
The figure below shows the AC-30 bitumen viscosity grade which is equivalent to VG-30 in India
Fig.5: Graph representing temperature and stiffness (in terms of viscosity) relationship of AC-30
(VG-30) Bitumen
Superpave Performance Grading of Bitumen
The performance grading of bitumen is based on the evaluation of the material performance when
in use, unlike being rational as in viscosity grading system. The viscosity grading system is more
into experience based method of grading. And this has proved to have excellent performance for
over 20 years in US pavement construction.
The Superpave grading was developed as a part of a 5year strategic highway research planning
(SHRP) from 1987 to 1992, to have a performance based grading system for bitumen. These were
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
developed based on the engineering features that will help in solving many of the engineering
problems.
Features of Superpave Performance Grading of Bitumen
The Superpave performance grading system make use of a new set of bitumen tests. The method
incorporates the following salient features:
The system includes tests and specification for bitumen binders. This bitumen binder may
have either modified or unmodified bitumen.
The field performance by the engineering principles will influence the physical properties
determined from the Superpave bitumen tests. That is, it is not achieved by experience
alone.
The bitumen simulation for a period of 5 to 10 years, to understand its performance with
age was developed. This is a long-term bitumen aging test.
The tests and specification of Superpave system intend to avoid three main damages in
bitumen i.e. raveling, fatigue cracking and thermal cracking. These failures happen at high,
intermediate and low temperature respectively.
The pavement is taken for testing for the entire range of temperature as shown in the figure
below. A rotational viscometer is taken to determine the viscosity at 135 degree Celsius.
The viscoelastic property of bitumen at two temperatures is determined with the help of a
dynamic shear rheometer. The first temperature is “high temperatures” maximum 7-day
temperature during a hot summer day of the project site. The second one is “intermediate
temperature”, which is the average annual temperature of the pavement at the project site.
During Winter a bending beam rheometer and direct tension tester are used to measure the
bitumen rheological properties at the project site.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Fig.6: The testing carried on the pavement at project site for entire range of temperature in
a Superpave grading system (As per FHWA)
The performance of Superpave is dependent on climate. The Superpave performance grade (PG)
for project location where the temperature during 7 days is greater than 64 degree Celsius and a
minimum temperature of -22 degrees are PG 64 to 22.
The available higher grades are PG 52, PG 58, PG 64, PG 70, PG 76 and PG 82. The lower
grades are -4, -10, -16, -22, -28, -34 and so on. Both the temperature levels increment at a rate of
6 degrees.
If in Rajasthan the project site has maximum 7-day record temperature of pavement as 70
degrees and a minimum temperature of -3 degree, PG 70 to 4 bitumen will be specified for that
project.
EXTRACTION METHOD
Bitumen Extraction test is used to determine the amount of bitumen that is actually used as
binding content in asphaltic pavement or asphaltic concrete recently laid at site. The durability,
compatibility and resistance from defects like rutting, bleeding, raveling and ageing of flexible
asphaltic roads is highly dependent on the amount of the bitumen used for the coating of the filler
aggregates used in the asphaltic matrix.
So this test is parallel to that of the cylindrical compression test of the actual concrete samples
obtained at site before placement of concrete to determine its actual compressive strength to be
as per the required mix design.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
The mix design of asphalt is carried out by series of hit and trial in job mix formula for determination
of the optimum binder content. So at site, before final payment to the contractor it must be ensured
that the amount of bitumen required by the mix design is actually used at site or not.
Apparatus for the Bitumen Extraction Test
The equipment needed for this test method are:
1. ) Oven a well maintained oven is needed cable of maintaining the temperature at 110
degrees.
2. ) A flat pan for carrying the test specimens.
3. ) Balance or scales capable of weighing the sample to an accuracy of 0.05 % of its mass.
4. ) Extraction apparatus, consisting of a bowl and an apparatus in which the bowl may be
revolved at controlled variable speeds up to 3600 revolutions per minute.
5. ) Filter ring or filter paper to fit in the trim of the bowl .
Generally there are two method used for the bitumen extraction test:
1.) Centrifuge Method
2.) Extraction Bottle Method
In most parts of the world the first method i.e. Centrifuge Method is usually used so for today’s post
I would also be dealing only the Centrifuge method for Bitumen Extraction Test and is standardized
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
by American Society for Testing Materials ASTM 2172. This method actually uses the generic
process of cold solvent extraction method.
The background of this test is that a solvent is used to immerse the sample and then by centrifuging
all the bitumen is extracted / removed isolating the mineral aggregates. The weight of those
aggregates is subtracted from the total weight of the sample to get the weight of the bitumen in the
sample expressed as percentage binder content.
Bitumen Extraction Test by Centrifuge Method
1.) Sample Preparation
The sample can either be taken from the asphalt plant or from the dump truck at site depending on
the site situation. As the results obtained from the test sample may be affected by the age of the
material; thus for best results the test must be carried out on mixtures and pavement shortly after
their preparation.
If the sample is not soft enough so as to get separated by a spatula, it must be placed on a flat pan
and then warmed at a temperature of 1100C plus or minus 5 0C in the oven till it can be handled or
separated.
From that a representative sample is taken of the size in accordance with the nominal maximum
size of the aggregates in the mix. If the sample has aggregates of 4.75 mm than 0.5 kg of sample
is sufficient but if it had aggregates of 37.5 mm or so a 4 kg sample must be taken. As a guide you
can follow this table.
The sample taken is weighed to the nearest of 0.05% of its mass and is recorded as W1 and is then
placed in the bowl for the extraction machine.
The sample is then immersed or covered with the solvent that can be petrol of about 5 liters or it is
better to add commercial grade tricholoroethylene or Benzene and let the mixture stand for about
an hour. The purpose of solvent is to disintegrate the test portion.
An oven dried filter ring is taken and its initial weight is recorded. The temperature of oven for drying
the ring is kept at 110 plus minus 50 The edge of the bowl is covered with this filter ring.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
The bowl is then covered with a steel cover and is clamped tightly before placing in the apparatus.
A beaker or a clean container is placed underneath the drain outlet of the centrifuge apparatus for
collection of the extract (mixture of solvent and bitumen).
2.) Centrifuge the Sample
The next step is to centrifuge the apparatus, the bowl is placed in the apparatus and the machine
is started to revolve. The speed is gradually increased till a maximum speed of 3600 rev/min is
attained.
The machine is allowed to revolve till solvent ceases to flow from the drain outlet.
Allow the machine to stop and additional solvent is added in quantity of 200 ml or more depending
on the amount of the sample.
The solvent is added again and again with minimum of 3 cycles till the color of extract coming out
from the drain outlet is clear and not darker than a light straw color.
The filter paper is carefully removed from the bowl or container along with the residual aggregate in
a metal pan; which is afterwards dried in air and in the oven at a constant temperature around 1100
The fine fragments of mineral aggregates that are attached with the filter are carefully scratched and
then the weight of the filter and aggregate are noted.
Calculations & Report
The bitumen content obtained as a result of the bitumen extraction test is calculated and reported
as follows:-
Bitumen content (grams) =( W1-(W2+W3))/W1
Where,
W1 = weight of the sample test portion in grams
W2 = Weight of the extracted mineral aggregate in grams.
W3 = weight of the fine aggregate fragments in grams
Result :
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
The bitumen content may be expressed as a percentage of weight of bitumen with respect total
weight of the mix or with respect to total aggregate in the mix.
Bitumen content % by weight of total mix = (bitumen content in grams / W1) x 100
Precautions
This test may involve hazardous materials, operation and equipment. Safety precautions must be
exercised at all times. The inhalation of solvent fumes may be particularly harmful and therefore it
is advised that the area where the extraction test is carried out is well ventilated and that an adequate
extractor fan is provided.
Balances should be calibrated using reference weight once every twelve month.
Marshall Stability and Flow
The Marshall test method is widely used for the design and control of asphaltic concrete and hot
rolled asphalt materials. It cannot be applied to open textured materials such as bitumen macadam.
Materials containing aggregate sizes larger than 20 mm, are liable to give erratic results.
The full Marshall method is a method of bituminous mix design in addition to being a quality control
test. The details given below related mainly to its use as a quality control test. The suitability of
materials for the design of Marshall asphalt requires that a number of tests are performed on the
materials.
Apparatus
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
The samples are prepared in 100 mm diameter moulds which are fitted with a base and collar (Figure
10.9.1) the sample is compacted using a hammer consisting of a sliding weight which falls onto a
circular foot (Figure 10.9.2) during compaction the mould is held on a hardwood block which is rigidly
fixed to a concrete base (Figure 10.9.3).
The sample is removed from the mould using an extraction plate and press (Figure 10.9.1) and
heated to the test temperature of 60° C in a water bath. The cylindrical specimens are tested on
their sides between test heads similar to those shown in Fig. 10.9.4. The flow is measured with a
dial gauge and the stability is measured with a proving ring. A motorised load frame is required for
the test.
Sampling
Due to the various uses which may be made of Marshall tests, the materials for test may be obtained
in one of the following forms:
a) 100 mm diameter bituminous cores cut from an existing pavement using a core cutting
machine.
b) Ready-mixed bituminous material obtained from a mixing plant or at the point of laying, and
sampled
c) A sample of mixed aggregate obtained from the mixing plant together with a separate sample
of bitumen obtained from the storage tank at the mixing plant.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
A sample of mixed aggregate may be obtained from a mixing plant by batching the specified
aggregate weights into the mixer but not allowing any bitumen to be batched. The aggregate sample
is then discharged into a clean lorry where it may be sampled in accordance with Chapter 2.d)
Samples of the various sized aggregates in use at the mixing plant sampled in accordance with
Chapter 2 together with a separate sample of bitumen sampled in accordance with Chapter 2. In
the case of a sample of type (a), the core may be tested without further preparation. It must, however,
be of the correct diameter and height.
It is doubtful if samples obtained in this manner give results which are closely comparable to
laboratory compacted specimens; however, the taking of cores is a valuable way to check the
compacted density of the ‘as laid’ material and the small amount of additional work in determining
the stability and flow is justified. If the densities obtained form cores (or sand replacement tests) are
significantly below those of laboratory compacted specimens, attention should be paid to the
methods of laying and compacting.
For many quality control purposes samples of type (b) are the most useful as they may be
compacted, after re-heating in an oven to the required temperature. The delay between initial mixing
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
and compacting should be as short as possible. With this type of sample separate test on the mixed
aggregate will be required to determine the void content. It is essential to make frequent checks on
the combined aggregate from an asphalt plant. The most important factors to be checked are the
aggregate temperature at the time of mixing and the grading of the mixed aggregate.
It may, therefore, be convenient to obtain separate samples of aggregate and bitumen (type (c)
sample) and mix them in the required proportions in the laboratory. As the aggregate will be
discharged from the mixer in a dry state, there is considerable risk of segregation and the greatest
care should be taken in obtaining a representative sample.
If there are reasons to suspect that the bitumen at the mixing plant has been overheated, it may be
worthwhile to check the penetration as excessive heating hardens the bitumen. One particular use
of this method of sampling is that if some adjustment is required to the bitumen content, a number
of samples may be made at various bitumen contents to determine which is the most satisfactory.
To maintain the quality of a bituminous material, it is necessary to check, at regular intervals, the
various sizes of aggregate for grading, cleanliness, shape, strength etc. If it is required to study the
effects of varying the aggregate, or bitumen proportions, it will be necessary to obtain separate
samples of each.
Sample Preparation
If necessary, the aggregates should be oven-dried at 150°C before testing commences. (Sample
types (c) and (d)).
For samples of type (d) it is first necessary to combine the various sample sizes to give the required
grading for the mixed aggregate. Several different gradings may be tried if a full Marshall mix design
is to be carried out. When it is required to determine the most satisfactory bitumen content, given a
sample of mixed aggregate, an initial estimate of the required bitumen content can be made from a
knowledge of the compacted density of the Mixed Aggregate (CDMA).
The CDMA is most conveniently determined using a standard 100 mm. diameter compaction mould
and a 2.5 kg compaction hammer. The sample of dry aggregate is compacted in the mould in four
layers, each layer being given 20 blows of the hammer. The density of the aggregate is then
calculated in an identical manner to the bulk density in a compaction tests. The average of two
determinations is taken as the CDMA, as shown in Form 10.9.1.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
It is also necessary to carry out separate determinations of the specific gravity of the mixed
aggregate (SGMA), and the specific gravity of bitumen. The voids in mixed aggregate VMA are then
determined from the formula:
VMA CDMA SGMA= X(SGMA −100%
The VMA should normally be between 17 and 20% for a satisfactory mix. An initial estimate of the
optimum bitumen content (B) is obtained from the formulae :
BVMA VIM x S G Bitumen CDMA 100 ( − ) . .
Where, B100 is expressed in parts per 100 parts of mixed aggregate (p.h.a) and VIM = the specified
percentage of air voids in the compacted mix.
Note. In bitumen calculations, it is usual to express all densities and specific gravities in gram/ml;
gram/cc or Mg/cu.m. Having completed the required tests on the mixed aggregates, the bituminous
material is then produced by mixing the aggregates with the bitumen in the correct proportions.
Self-Help: You can also refer to the sources below to help you further understand the lesson:
Kultermann E. and Spence, William. (2017). Construction Materials, Methods, and

Techniques: Building a sustainable future. 4th Edition. Australia: Cencage Learning
Ahmed, A. and Sturges, J. (2015). Materials science in construction: an introduction.

Abingdon, Oxon; New York, NY: Routledge
Let’s Check Activity 1. Now that you know some types and properties of common construction
materials let us try to check how far you had learned. In the space provided, write the term/s being
asked in the following statements:
______________1. It is a composite material made up of mineral aggregates and bitumen commonly used for
roads, parking lots and airports and also known as blacktop.
_____________ 2. HMA or hot mix asphalt is made of how many percent of aggregates?
_____________ 3. It influences the asphalt mixture’s overall strength and workability as well as the density
achieved during compaction.
____________ 4. This type of asphalt is used in parking lots to enable water to drain through the pavement.
____________ 5. It is used for driveways, producing a strong, durable surface that is easy to repair and
maintain, withstands freezing and thawing.
____________ 6. It is a multi-layer paving process designed for heavy loads and incorporates a strong, flexible
base to prevent, a strong permanent middle layer and the smooth top driving surface.
____________ 7. Another main uses or primary use of asphalt, including production of roofing
felt and for sealing flat roofs.
Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
____________ 8. This method is used to determine the amount of bitumen that is actually used as binding
content in asphaltic pavement or asphaltic concrete recently laid at site.
_____________ 9. In batch type asphalt plant, the bitumen is metered by what?
_____________ 10. It measures the hardness or softness of bitumen by measuring the depth in tenths of a
millimeter to which a standard loaded needle will penetrate vertically in 5 seconds.
Let’s Analyze
Activity 1. Getting acquainted with the types and properties of some common and advanced
construction materials. what also matters is you should also be able to explain some its properties.
Now, choose 5 most important properties of asphalt which you believe are essential in determining
its suitability for intended used in a road construction. Why?
Activity 2. Why is it important to conduct Marshall Stability Test for Asphalt?
In a Nutshell
Activity 1. The study of types and properties of construction materials I such as asphalt or
bituminous materials very important.
Based on the topics presented and learning exercises that you have done, please feel free to write
some advantages of bituminous road construction over concrete pavement. I have indicated my
lessons learned.
1. It provides a smooth surface to ride.

2. It gives less sound emission when compared with concrete pavement.
Now it’s your turn.
3.
4.
5.
6.
7.
9.
10.
Q&A List
Do you have any question for clarification?

Telefax: (082)296-1084
Phone No.: (082)300-5456/300-0647 Local 131
Questions/Issues Answers
1.
2.
3.
4.
5.
Keywords Index
Asphalt Bituminous Material Continuous Asphalt Plant Batch Asphalt Plant
Aggregate Metering
STANDARD EXPERIMENTS
Refer to Laboratory Manual

Experiment numbers 27 – 28

BCE 223 L SIM 8-9 Week

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

BCE 223 L SIM 8-9 Week

Uploaded by

Copyright:

Available Formats

College of Engineering Education

2nd Floor, BE Building

Physically Distanced but Academically Engaged

Self-Instructional Manual (SIM) for

Course/Subject: : BCE 223L – CONSTRUCTION MATERIALS AND TESTING

Big Picture in Focus

Please proceed immediately to the “Essential Knowledge.”

INTRODUCTION: ASPHALT OR BITUMINOUS MATERIALS

Asphalt's Most Effective Maintenance Strategy

Desirable Properties of Aggregates Selection of an aggregate material for use in an Asphalt

3.Toughness. Toughness or hardness is the ability of the aggregate to resist crushing or

4.Soundness. Although similar to toughness, soundness is the aggregate’s ability to resist

KINDS AND USES OF ASPHALT

II. Perpetual Pavement

III. Hot Mix Asphalt

IV. Warm-mix Asphalt

VI. Thin overlays

OTHER PRODUCT MADE WITH BITUMINOUS MATERIALS

Coal Tar Pitch

Coal tar pitch is dark brown to black hydrocarbon

Felt is a sheet material made from the cellulose fibers of organic

Ice and Water Shield

Ice and water shield is a roofing membrane composed of two

Fiberglass Sheet material

Fireproofing paper is made using asbestos fibers either

Asphalt waterproofing is used on masonry walls above and

A damp-roofing board product is made with an asphalt core

BITUMINOUS ROOF COVERING

Hot Bitumen Built-Up Roof Membrane

A built-up roof consists of alternate plies if

Felts provide the needed

Modified Asphalt Roofing Systems

Modified asphalt roll roofing is composed of

A variety of modifiers and types of reinforcing

Most-modified bitumen membranes are made using either styrene-butadiene-styrene (SBS) or

Cold-Applied Asphalt Roofing System

The reinforcing felts and fabrics

DIFFERENCE BETWEEN ASPHALT AND BITUMEN

1.CONTINUOUS ASPHALT PLANT PROCESS FLOW

2.BATCH ASPHALT PLANT PROCESS FLOW

LABORATORY TESTS FOR BITUMINOUS MATERIALS

Lab Tests On Bitumen To Check Quality

Penetration Test setup.

Fig-1 Penetration Test Setup

Fig-2 Ductility Test

Softening Point Test

Fig-3 Softening Point Test Setup

Specific Gravity Test

The specific gravity of bitumen varies from 0.97 to 1.02.

Fig-4 Viscosity Test

Flash and Fire Point Test

Water Content Test

Loss on Heating Test

Different Methods of Grading of Bitumen

Following are the different methods used for grading of bitumen

Grading of Bitumen by Chewing

Penetration Grading of Bitumen

1 penetration unit = 0.1mm.

1. Hardest Bitumen Grade 40 –50

5. Softest Bitumen Grade 200-300

Viscosity Grading of Bitumen

Grade Viscosity at 60 degree Celsius, Poises