Bitumen (BIT) is used in road industry as a binder for

asphalt. Roads must withstand changes in temperature

in the range of .80uC and handle heavy loads without
cracking at low temperatures, and also must provide
resistance to the occurrence of permanent deformation
of asphalt mixtures at high temperatures.
1
Today’s
climate in addition to the increases demands that are
placed on the BIT as a binder affect the configuration
and geometry of the vehicle tire. As BIT has not the
temperature resistance for high and low temperatures, it
softens in summer and cracks in winter.
2
In order to
produce BIT with improved properties, i.e. wider
temperature range in use as well as better rheological
properties, polymers are used. Polymers with high
viscoelasticity, higher creep and recovery under the
traffic frequency, enhance BIT resistance to permanent
deformation. Polymer modified bitumens (PMBs) are
generally considered to provide a prolonged life or
enhanced pavement performance of BITs.
2–6
In Europe
BIT and PMBs are still defined on conventional tests
such as penetration, ring and ball temperature. It is not
enough to carry out conventional BIT tests to give an
insight into rheological properties.
7
The USA adopted
rheological specifications at the end of the Strategic
Highway Research Program (SHRP) in the early 1990s,
well known as the performance grade.
7–9
The perfor-
mance grade classification includes two methods: one
characterising the binder in the high temperature range,
the other is for low temperature range. The idea behind
this criterion is that too fluid a binder leads a risk of
permanent deformation, and that too rigid a binder
leads a risk of cracking for the pavement. Within the
SHRP, the permanent deformation of BIT and PMB is
correlated to viscoelastic functions, shear complex
modulus, G* and phase angle d with the equation G*/
sin d.
10
Therefore, BITs with a high complex modulus
and a high degree of elasticity produced pavements with
a low tendency for permanent deformation. The most
commonly used method of rheological testing of BIT
and PMB, included in SHRP is the dynamical mechan-
ical method using the oscillatory type testing with
dynamic shear rheometers (DSRs).
4,11,12
Polymers with
the higher glass transition compared with BIT, thermo-
plastic, enhance BIT resistance to high temperatures,
while polymers with the lower glass transition, elasto-
mers, enhance BIT resistance to low temperatures.
Bitumen modified with thermoplastic elastomers and
styrenic block copolymers due to their ability to
combine both elastic and thermoplastic properties has
better temperature resistance to high and low tempera-
tures than BIT.
One of the most important modifiers in the styrenic
block copolymers is styrene-butadiene-styrene (SBS)
block copolymer.
2–6,11,12
The structure of SBS copoly-
mers consists of SBS three block chains, having a two-
phase morphology of spherical glassy polystyrene block
domains within a matrix of rubber polybutadiene.
12,13
The formation of a PMB is based on the dissolution and/
or fine dispersion of polymer in BIT and on the
compatibility of the polymer–BIT blend.
The elastomeric phase of the SBS copolymer swells in
the maltene phase of BIT and a continuous polymer
network is formed through the PMB, which influences
the viscoelastic properties of PMB.
12–15
1
Faculty of Chemical Engineering and Technology, University of Zagreb,
Marulic
´ ev trg 19, 10000 Zagreb, Croatia
2
Institute of Civil Engineering Croatia d.d, J. Rakusˇe 1, 10 000 Zagreb,
Croatia
*Corresponding author, email vocelic@fkit.hr
ß W. S. Maney & Son Ltd. 2012
Received 30 May 2011; accepted 17 September 2011
DOI 10.1179/1433075X11Y.0000000021 M a t e r i a l s R e s e a r c h I n n o v a t i o n s 2012
VOL 16 NO 1 1
Bitumen aging is one of the principal factors causing
the deterioration of asphalt pavements. BIT is aging
during production, application and their service life.
3
Aging is a very complex process in BIT and the com-
plexity increases when polymer bitumens are involved.
In BIT aging oxidation and physical hardening are
present.
13
The factors affecting BIT and PMB aging in-
clude characteristics of BIT and composition of BIT
and PMB, polymer content, structure and phase
interactions.
4
The same factors influence the rheological
properties and temperature range in use.
In this paper, the influence of the content and
structures of SBS copolymers, as a BIT polymer
modifier on the rheological properties of PMBs in a
set range of temperatures under defined traffic frequen-
cies with a DSR, was researched. The rheological
properties of unaged PMBs and PMBs after artificial
termooxidative aging in the rolling thin film oven test
(RTFOT) were determined. Two SBSs were used: one
with a linear structure
Bitumen (BIT) is used in road industry as a binder for
asphalt. Roads must withstand changes in temperature
in the range of .80uC and handle heavy loads without
cracking at low temperatures, and also must provide
resistance to the occurrence of permanent deformation
of asphalt mixtures at high temperatures.
1
Today’s
climate in addition to the increases demands that are
placed on the BIT as a binder affect the configuration
and geometry of the vehicle tire. As BIT has not the
temperature resistance for high and low temperatures, it
softens in summer and cracks in winter.
2
In order to
produce BIT with improved properties, i.e. wider
temperature range in use as well as better rheological
properties, polymers are used. Polymers with high
viscoelasticity, higher creep and recovery under the
traffic frequency, enhance BIT resistance to permanent
deformation. Polymer modified bitumens (PMBs) are
generally considered to provide a prolonged life or
enhanced pavement performance of BITs.
2–6
In Europe
BIT and PMBs are still defined on conventional tests
such as penetration, ring and ball temperature. It is not
enough to carry out conventional BIT tests to give an
insight into rheological properties.
7
The USA adopted
rheological specifications at the end of the Strategic
Highway Research Program (SHRP) in the early 1990s,
well known as the performance grade.
7–9
The perfor-
mance grade classification includes two methods: one
characterising the binder in the high temperature range,
the other is for low temperature range. The idea behind
this criterion is that too fluid a binder leads a risk of
permanent deformation, and that too rigid a binder
leads a risk of cracking for the pavement. Within the
SHRP, the permanent deformation of BIT and PMB is
correlated to viscoelastic functions, shear complex
modulus, G* and phase angle d with the equation G*/
sin d.
10
Therefore, BITs with a high complex modulus
and a high degree of elasticity produced pavements with
a low tendency for permanent deformation. The most
commonly used method of rheological testing of BIT
and PMB, included in SHRP is the dynamical mechan-
ical method using the oscillatory type testing with
dynamic shear rheometers (DSRs).
4,11,12
Polymers with
the higher glass transition compared with BIT, thermo-
plastic, enhance BIT resistance to high temperatures,
while polymers with the lower glass transition, elasto-
mers, enhance BIT resistance to low temperatures.
Bitumen modified with thermoplastic elastomers and
styrenic block copolymers due to their ability to
combine both elastic and thermoplastic properties has
better temperature resistance to high and low tempera-
tures than BIT.
One of the most important modifiers in the styrenic
block copolymers is styrene-butadiene-styrene (SBS)
block copolymer.
2–6,11,12
The structure of SBS copoly-
mers consists of SBS three block chains, having a two-
phase morphology of spherical glassy polystyrene block
domains within a matrix of rubber polybutadiene.
12,13
The formation of a PMB is based on the dissolution and/
or fine dispersion of polymer in BIT and on the
compatibility of the polymer–BIT blend.
The elastomeric phase of the SBS copolymer swells in
the maltene phase of BIT and a continuous polymer
network is formed through the PMB, which influences
the viscoelastic properties of PMB.
12–15
1
Faculty of Chemical Engineering and Technology, University of Zagreb,
Marulic
´ ev trg 19, 10000 Zagreb, Croatia
2
Institute of Civil Engineering Croatia d.d, J. Rakusˇe 1, 10 000 Zagreb,
Croatia
*Corresponding author, email vocelic@fkit.hr
ß W. S. Maney & Son Ltd. 2012
Received 30 May 2011; accepted 17 September 2011
DOI 10.1179/1433075X11Y.0000000021 M a t e r i a l s R e s e a r c h I n n o v a t i o n s 2012
VOL 16 NO 1 1
Bitumen aging is one of the principal factors causing
the deterioration of asphalt pavements. BIT is aging
during production, application and their service life.
3
Aging is a very complex process in BIT and the com-
plexity increases when polymer bitumens are involved.
In BIT aging oxidation and physical hardening are
present.
13
The factors affecting BIT and PMB aging in-
clude characteristics of BIT and composition of BIT
and PMB, polymer content, structure and phase
interactions.
4
The same factors influence the rheological
properties and temperature range in use.
In this paper, the influence of the content and
structures of SBS copolymers, as a BIT polymer
modifier on the rheological properties of PMBs in a
set range of temperatures under defined traffic frequen-
cies with a DSR, was researched. The rheological
properties of unaged PMBs and PMBs after artificial
termooxidative aging in the rolling thin film oven test
(RTFOT) were determined. Two SBSs were used: one
with a linear structure
Course: Road and Railway Construction
Student name: Krezub Daria
Neptune code: HMLK34

Applications and classification of bitumen emulsions

Bitumen emulsions behave more like water than bitumen when handled. This means that
they can be used at much lower temperatures than bitumen, quite often at ambient temperature,
and can be readily mixed with water.
Bitumen emulsions are much less sensitive to problems caused by damp or dusty
aggregate and cool conditions due to their water base. Anionic emulsions are best used with
positively charged aggregate surfaces such as basalt, dolomite and limestone, whereas cationic
emulsions are preferred for use with negatively charged silicious aggregates such as quartz,
granite, sandstone and river gravel.
In general, cationic emulsions can be used with a wider range of aggregates, will tolerate
greater quantities of moisture, and will break at a lower ambient temperature.
Surface Dressing (Chip Seal)
In the chip seal process binder is sprayed onto the road and chippings spread over and
rolled in before the binder has cured. The process can be repeated to build up thicker layers. It is
used on different classes of roadways including gravel as well as paved roads. Use of polymer
modified bitumen even allows surface dressing on highly trafficked roads due to enhanced
durability and prevention of chip loss. Chip seals provide exceptional surface texture and water
impermeability and some resistance to cracking. Emulsions are particularly suited to chip seals
because they give good results even when chippings are damp, they more quickly develop final
strength than cut-backs, and they avoid fumes and fire hazards. Best results are achieved with
hot-sprayed(50–85° C) rapid-setting cationic emulsions of high binder contents in the range 65–
72%,which may also be modified with polymers. Rapid-setting anionic emulsions are used in
some parts of North America, but in this case an adhesion promoter should also be used to avoid
chip loss.
Slurry Surfacing
 Finely ground dense-graded aggregate is mixed with emulsion and water to form a slurry
which is spread over the road surface at thicknesses in the range 3–30mm depending on the
aggregate top size. The process is usually done with a specially made mix-paver, although
slurries can be hand-applied, and the emulsions used are generally cationic medium or slow-
setting types.
Plant Mixes
Structural materials can be from emulsion and crushed aggregates or reclaimed asphalt
pavement which meet the same demands as hot mix. Depending on the aggregate gradation,
medium or slow-setting emulsions can be used. Cold mixes which combine bitumen emulsion
with cement can give much improved bearing capacities.
Cold In-place Recycling
Surface courses or even the full depth of the roadway can be recycled in place either by a
specially built mobile plant or by simple equipment. Cold recycling uses bitumen emulsions
either alone or in combination with cement or lime. Typically, a cationic slow-setting emulsion is
used.
Soil Stabilization
Cationic slow-setting emulsions can be used for stabilization of uncrushed naturally
occur-ring gravels and sandy soils. Generally, soils with a sand equivalence value of more than
25(measure of clay content) can be treated with some degree of success for use as a base material
for hot overlay or for minor roads where a seal coat may be sufficient. Materials of even lower
sand equivalence can in some cases be treated with a combination of emulsion and a hydraulic
binder such as lime or cement.
Tack Coats
Tack coats are light application of bitumen be-tween layers of hot mix to prevent
slippage. There is considerable variation in the type of emulsion used for tack coats worldwide.
In many countries slow-setting anionic or cationic emulsions are used which may be diluted with
water, but Europe uses rapid-setting cationic emulsions. It is necessary for the tack coat to wet
out any dust on the surface of the lower layer and this fav ours emulsions of small particle size
and some solvent content. New developments are for tack coats based on very hard binders
which cure rapidly and avoid sticking to the tires of traffic or construction equipment.
Fog Seal
A light application of diluted emulsion restores bitumen to weathered surfaces and
extends roadway life at low cost.
Penetration Macadam
A rapid or medium setting cationic emulsion is applied to a compacted open-graded
layer. Its oaks in, binding the roadway.
 Various emulsions are classified based on two main factors:
 particles’ electrostatic charge
 breaking or setting time
In an emulsion, if the particles’ charge is negative, the bitumen emulsion is called
Anionic and introduces itself with the letter “A”. Otherwise, the bitumen is known as cationic
and has the “C” letter.
The second grading system of bitumen emulsion is closely related to the application.
When applied to a surface, bitumen emulsion must break and set. Technically, breaking means
the evaporation of water, which makes bitumen strong enough for sticking to aggregates and
setting on the place of application.
The time that is needed for bitumen emulsion to lose water and behave like an ordinary
bitumen, is called the reactivity rate. This parameter determines whether the bitumen is rapid
setting emulsion, medium setting emulsion, and slow setting emulsion. When bitumen emulsion
is applied to a surface, choosing the right setting type is crucial. As previously said, there exist
three types of the bitumen based on the setting time.
The first one is rapid setting emulsion which sets quickly in contact with aggregates,
therefore, it is highly used in low surface of roads, particularly chip seals and surface dressing.
The second type is medium setting emulsion which is used in premixing of bitumen
emulsion and coarse aggregate, particularly open graded mixes.
The last one is slow setting emulsion which sets very slowly. That’s why it is suitable for
being mixed with aggregates of high surface area.
Slow setting emulsion is the most stable type of emulsion and can be used in dense
graded aggregate bases, slurry seals, and recycling asphalt. Another factor that can affect the
reactivity of bitumen emulsion is the temperature of the surface onto which it is applied. In hot
weather, evaporation of water can accelerate.
Both cationic and anionic bitumen emulsions are categorized according to the setting
time.
 List of Sources:
1. A basic asphalt emulsion manual, Manual series No. 19 3rd edition, AEMA,USA 3.
2. Asphalt emulsions (Chemistry andconcepts), Alan James, 2nd Asphalt Technology
Conference of the Americas, Austin, Texas, October 12–16th 19984.
3. Manufacturing process and emulsionproperties, G. Durand and J. E. Poirer, AEMA 21st
Annual meeting, Florida 19945.
4. Formation of emulsions, Pieter Walstra,2nd World Congress on Emulsion, 23–
26thSeptember 1997, Bordeaux, France, Volume 4, p 67–74
5. Environmental and safety aspects ofcationic bitumen emulsions, Alan James and Bengt-
Arne Thorstensson,5th ISSA World Congress, Berlin 2002