It is illegal to use 60/70 and 80/100 paving bitumen in roads !!!

Prof. Prithvi Singh Kandhal

Jaipur
18 March 2009

Do you know it is illegal to use 60/70 and 80/100 paving bitumens?

It is very unfortunate that many of our engineers still do not know that it is illegal and
unethical to specify, produce, and use penetration graded paving bitumens such as
60/70 and 80/100.

The Bureau of Indian Standards (BIS) revised IS:73 Specification for Paving bitumen
in July 2006. The revised specification IS:73:2006 outlawed the old (more than 100
year old) penetration grades such as 60/70 and 80/100 and adopted new viscosity
grades (VG) such as VG-30 in lieu of 60/70 and VG-10 in lieu of 80/100. The Ministry
of Road Transport and Highways (MORTH) issued Circular No. RW/NH-33041/3/2001-
S&R (R)-Vol. III on 04/08/2008 to all the state PWDs, NHAI etc. reminding them to
implement the new bitumen viscosity grades as soon as possible. According to the
circular, we must substitute VG-30 in lieu of 60/70, substitute VG-10 in lieu of 80/100,
and substitute VG-40 in lieu of 30/40 or 40/50 grades. Is that really hard to do? Just
changing the nomenclature in tender notices or project reports is not a rocket science!

A panel discussion on “Implementation of IS:73:2006 Viscosity Graded Paving

Bitumen” was held during a National Workshop on “Advances in Bitumen Technologies”
sponsored by the BIS and the Central Road Research Institute (CRRI) and some oil
companies on 1 September 2008 in New Delhi. During the panel discussion Dr. D. K.
Chaudhury, Deputy Director General of BIS stated that national standards are
formulated by involving all stake holders (read oil companies and users) based on
consensus and after detailed discussions. Once an Indian standard is revised and
gazetted, the earlier version (read penetration grades 60/70 and 80/100) has no legal
sanctity. No organization (which includes specifiers, producers, and users) can claim
the conformance of products as per the old version.

Shri G. Sharan, Additional Director General MORTH, chaired the panel discussion and
agreed that once an Indian standard has been published/revised (in case of IS:73 it
was July 2006) that should automatically be implemented by all concerned parties.
Speakers after speakers in the National Workshop underscored the urgency for
implementing the VG grades as soon as possible so that the performance of our roads
can be improved with better quality bitumen.
It is very unfortunate that some user agencies (government and consultants) are still
ignorant and specifying penetration grades in their projects, which is illegal and
unethical; some bitumen suppliers (oil companies) are still producing penetration
grades which is illegal and unethical; and some user agencies (both government and
contractors) are still using penetration grades which is illegal and unethical.
Specifying, producing, and using substandard penetration grades must stop
immediately in the interest of our country.

The preceding comments are comparable to IS:14543 Specification for Packaged

Drinking Water. If the packaged drinking water is manufactured conforming to
IS:14543, it means its latest version IS:14543:2004 and not the old version
IS:14543:1996. Whereas substandard packaged drinking water may be injurious to
your health, substandard bitumen is injurious to our roads in terms of their
performance.

In case you are aware of any violators of IS:73 specifications, please inform me with
details via e-mail so that the BIS can be informed and appropriate action instituted
against those agencies (be it an oil company, government, consultant, contractor)
through other means.

If you would like to know more about viscosity grades (VG), please read the attached
paper, “An Overview of the Viscosity Grading System Adopted in India for Paving
Bitumen”, which was published in the Indian Roads Congress, Indian Highways, April
2007.

If you are a progressive user agency (be it PWD, contractor, consultant, testing
laboratory or university) you must purchase the viscosity testing equipment as soon as
possible to monitor the grade and quality of the VG bitumen supplied by the oil
companies. The second attachment will assist you in specifying and purchasing the
equipment and training your technicians with test procedures illustrated with pictures.
Let me know if additional assistance is needed.

Best regards,
Prof. Prithvi Singh Kandhal
Jaipur
Email: pkandhal@eng.auburn.edu
 AN OVERVIEW OF THE VISCOSITY GRADING SYSTEM ADOPTED IN
INDIA FOR PAVING BITUMEN

By

Prof. Prithvi Singh Kandhal*

[This paper was published in the Indian Roads Congress, “Indian Highways”, Volume 35, No. 4, April
2007]

ABSTRACT

Viscosity graded system has recently been adopted in India for paving bitumen based on
IS 73:2006 Paving Bitumen – Specification (Third Revision) issued in July 2006. The
viscosity grading system replaces a 100-year old penetration grading system. This system
specifies paving bitumen by viscosity at 60 C rather than penetration at 25 C.

The paper reviews the history of grading paving bitumen over the last 125 years. The
progression of grading systems: grading by chewing, penetration grading, viscosity
grading, and Superpave performance grading, has been discussed with their respective
advantages and disadvantages.

The paper gives an overview of the newly adopted viscosity grading system to acquaint
highway engineers, contractors, suppliers, and consultants with it to make the necessary
change over from penetration grades to viscosity grades in practice. The new viscosity
graded (VG) bitumen specification has been compared with the old penetration graded
bitumen specification. Selection criteria for VG grades based on climate and traffic has
been recommended. Recommendations have also been made to implement the VG grades
as soon as possible to improve the consistency, quality, and durability of bituminous
pavements in India. Information about the viscosity test such as testing equipment,
testing procedure, and estimated cost of the equipment has been given.

1. INTRODUCTION

India has now adopted a viscosity grading system for paving bitumen. The Bureau of
Indian Standards has issued IS 73:2006 Paving Bitumen – Specification (Third
Revision)4 in July 2006, which specifies paving bitumen by viscosity at 60 C rather than
the old system3 of grading paving bitumen by penetration at 25 C. The Ministry of Road
Transport and Highways (MORTH) is expected to revise its highway specifications
related to bituminous materials and pavements soon to reflect this significant change in
grades of paving bitumen.

______________________________________________________________________
*Associate Director Emeritus, US National Center for Asphalt Technology, Karanpura
House, 50 Raj Bhawan Road, Civil Lines, Jaipur (Email: pkandhal@eng.auburn.edu)

1
This paper gives an overview of the newly adopted viscosity grading system to acquaint
highway engineers, contractors, suppliers, and consultants with it to make the necessary
change over from penetration grades to viscosity grades in practice.

At the present time, we are at a critical point in the history of road building in India.
Intense road construction activity is under way in building our national highways (Golden
Quadrilateral, East-West Corridor, and North-South Corridor), state highways, and rural
roads. Most of these highways will be paved with asphalt mixtures of which bitumen is
an important and expensive ingredient. It is of paramount importance that we select
bitumen which is suited for Indian climate and traffic conditions and whose physical
properties are based on rational rather than empirical parameters. This has now been
achieved by adopting the viscosity grading system for selecting paving bitumen in India.

Before giving an overview of the new system, it will be prudent to review the history of
grading bitumen over the last 125 years. This review will assist us in knowing how far we
have come and where we should be going in the long term so far as grading and selecting
bitumen are concerned.

2. HISTORY OF GRADING BITUMEN

Bitumen is a thermoplastic material, that is, its stiffness is dependent on its temperature
as shown in Figure 1. Its stiffness decreases as its temperature is increased. This
temperature versus stiffness relationship is different for different bitumens based on the
origin of the petroleum crude and/or method of refining. This is quite evident in Figure 1
wherein Bitumens A and B have different relationships.

Therefore, it is obvious we should define a test temperature at which the grading will be
done and bitumens compared. If we compare Bitumens A and B, Bitumen B is stiffer
than Bitumen A at 25 C whereas the situation is reversed at 60 C. Although the stiffness
of bitumen at low temperatures is also important to resist thermal cracking, Figure 1
shows three temperatures at which the stiffness of bitumen has significance as follows:

Stiffness at 135 C: The temperature of 135 C is near the temperatures used for mixing
and compacting asphalt mixtures during construction. It is useful to determine the
stiffness (measured in terms of kinematic viscosity) of the bitumen to establish proper
mixing and compaction temperatures for asphalt mixtures.

Stiffness at 60 C: The temperature of 60 C is near the maximum bituminous pavement

temperature on a hot summer day, when rutting is likely to occur as shown in Photo 1. It
is useful to determine the stiffness (in terms of viscosity) of the bitumen at 60 C so that
we can specify its minimum stiffness to ensure adequate resistance to rutting during hot
summer. Rutting of asphalt pavements is the most prevalent problem in the world
including India.

2
Stiffness at 25 C: The temperature of 25 C is near the average annual temperature of an
asphalt pavement during a year. It is useful to determine the stiffness (in terms of
penetration) of the bitumen at 25 C so that we can specify its maximum stiffness
(minimum penetration) to resist pavement raveling and/or fatigue cracking (Photo 2)
resulting from aged/brittle bitumen after 5-10 years in service. Unlike rutting which may
occur right after construction, raveling/fatigue cracking usually occurs after 5-10 years in
service, especially if the pavement is structurally inadequate.

B
STIFFNESS

25 60 135
Temperature, °C
Figure 1. Temperature versus stiffness relationships of different bitumens

Photo 1. Rutting occurs at maximum pavement temperatures during summer

3
Photo 2. Fatigue cracking may occur after bitumen has aged in service

2.1 Grading by Chewing

Chewing in mouth was the first mode of testing to determine stiffness (hardness) of
bitumen during the late 19th century. Experienced bitumen inspectors used the technique
for testing and accepting bitumen for paving. Obviously, the test temperature was 98.6 F
(37 C) equal to the average human body temperature.

2.2 Penetration Grading

Grading of bitumen by penetration test at 25 C was adopted by the American Society for
Testing and Materials (ASTM) Committee D04 on Road and Paving Materials in 1903,
about 100 years ago. Figure 2 shows the schematic of the penetration test, in which a
needle loaded with 100 grams is allowed to penetrate the bitumen maintained at 25 C
temperature in a water bath, for 5 seconds. The resulting penetration is measured in mm;
1 penetration unit = 0.1 mm. The greater the penetration, the softer is the bitumen. ASTM
Standard D946 specified five penetration grades for bitumens:

40-50 (hardest bitumen grade)

60-70
85-100
120-150
200-300 (softest bitumen grade)

So far, the 100-year old penetration grading system has been used in India with 60-70
penetration grade being most widely used. The softer 80-100 penetration grade has been
used for low-volume roads and spray applications (such as in surface dressing) in India.

4
 Penetration Test

Figure 2. Schematic of penetration test

The penetration grading system has the following disadvantages:

1. It is based on an empirical test and not on a fundamental test.

2. It cannot be used effectively for polymer-modified bitumens.
3. Similitude at 25 C is very deceptive to performance at higher and lower service
temperatures. This is evident in Figure 3 wherein three 60-70 grade Bitumens A,
B, and C have the same penetration of 65 but different stiffness values at higher
(say 60 C) and lower (say 0 C) service temperatures. For example, Bitumen C is
more prone to rutting compared to Bitumens B and A, since its stiffness
(viscosity) at 60 C is lower.
4. No bitumen viscosity is available near asphalt mixing and compaction
temperatures for the guidance of contractors.
5. Penetration grading does not control the temperature-susceptibility (slope of
temperature versus stiffness line) of bitumens. Highly temperature susceptible
bitumens (with steep slopes) are not desirable because they are very soft at high
service temperatures and very stiff at low service temperatures.

2.3 Viscosity Grading

Viscosity grading at 60 C was introduced in the Unites States during 1970s to address
construction problems (tender mixes which could not be rolled without the mix pushing

5
Figure 3. Three 60-70 penetration grade bitumens with different stiffnesses
at high and low service temperatures

and shoving under the roller) and high temperature performance (rutting during hot
summer) as mentioned earlier. The 60-70 penetration grade bitumen most widely used in
the US prior to 1970s was significantly variable in terms of resistance to rutting. Some
60-70 penetration bitumens also had very low viscosity at 135 C, which caused tender
mix problems. Viscosity grading is based on a fundamental, scientific viscosity test,
which is conducted at 60 C (near the maximum pavement temperature during summer)
and its measurement unit is poise.

The test equipment for measuring viscosity both at 60 C and 135 C is simple (Photo 3)
and is already available in most bitumen testing laboratories in India because these tests
were already specified in IS 73:1992.

Six asphalt cement (AC) viscosity grades were established as follows:

GRADE VISCOSITY at 60 C, 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

Low viscosity grades such as AC-2.5 and AC-5 were used in cold climate of Canada.
AC-10 was used in the northern tier states of the US, AC-20 was used in most of the US,
and high viscosity AC-30 was used in southern states such as Florida, Georgia, and
Alabama with hot climate and rainfall similar to that of India.

6
Photo 3. Vacuum capillary viscosity testing equipment

Figure 4 depicts the graphical representation of viscosity graded AC-30 bitumen. The
following advantages resulted from adopting the viscosity grading system for bitumen:

1. Unlike penetration grades, same viscosity grade bitumens gave similar rutting
performance in hot summer.
2. Minimum penetration values were retained in the viscosity grading system to
maintain acceptable performance (in terms of resistance to fatigue cracking) at
yearly average service temperature of 25 C.
3. Minimum specified values of kinematic viscosity at 135 C helped minimize the
potential of tender mixes during construction.
4. Minimum specified penetration at 25 C and minimum specified kinematic
viscosity at 135 C established the maximum allowable temperature susceptibility
(slope of temperature versus stiffness line).
5. Viscosity grades bitumens were suitable for a wide range of temperatures: 25 C
for raveling/fatigue cracking; 60 C for rutting; and 135 C for construction.
6. Since the viscosity values are measured at two temperatures, bitumen suppliers
could provide to the users rational and accurate asphalt mixing and compaction
temperatures (corresponding to bitumen viscosity of 170 and 280 centistokes,
respectively).

7
 Figure 4. Graphical representation of viscosity-graded AC-30 (VG-30) bitumen

2.4 Superpave Performance Grading

The viscosity grading system gave excellent performance results in the US for over 20
years. However, the viscosity grading system, although more rational than the penetration
grading system, was still based on experience. A 50-million dollar, 5-year Strategic
Highway Research Program (SHRP) was undertaken from 1987 to 1992 to develop a
performance based grading system for bitumen, which was based on engineering
principles to address common asphalt pavement distress problems. The so-called
Superpave performance grading system includes new bitumen tests and specifications
with the following salient features 1,16,18 :

1. Tests and specifications are intended for bitumen “binders”, which include both
modified and unmodified bitumens.
2. The physical properties measured by Superpave bitumen tests are directly related
to field performance by engineering principles rather than just the experience.
3. A long-term bitumen aging test, which simulates aging of bitumens during 5-10
years in service, was developed and included for the first time.
4. Tests and specifications are designed to eliminate or minimize three specific types
of asphalt pavement distresses: rutting, fatigue cracking, and thermal cracking.
Rutting typically occurs at high temperatures, fatigue cracking at intermediate
temperatures, and thermal cracking at low temperatures.
5. As shown in Figure 5, the entire range of pavement temperatures experienced at
the project site is considered. New testing equipments were developed/adopted for

8
 testing bitumens for this purpose. A rotational viscometer is used to measure the
bitumen viscosity at 135 C. A dynamic shear rheometer is used to measure the
viscoelastic properties of the bitumen at two temperatures: high temperature
corresponding to the maximum 7-day pavement temperature during summer at the
project site, and intermediate temperature corresponding to the average annual
temperature of the pavement at the project site. A bending beam rheometer and a
direct tension tester are used to measure the rheological properties of the bitumen
at the lowest pavement temperature during winter at the project site.

Figure 5. Superpave performance grade bitumen testing is conducted over the entire
range of temperatures experienced at the project site

The Superpave performance grade (PG) bitumen is based on climate. For example, a PG
64-22 bitumen is suitable for a project location, where the average 7-day maximum
pavement temperature is as much as 64 C, and the minimum pavement temperature is
–22 C.

The high temperature grades are PG 52, PG 58, PG 64, PG 70, PG 76, and PG 82. The
low temperature grades are –4, – 10, -16, -22, -28, -34 and so forth. Both high and low
temperature grades are in increments of 6 Celsius degrees.

Example: A project location in Rajasthan has a maximum record 7-day pavement

temperature of 70 C in summer and a minimum record pavement temperature of –3 C. A
PG 70-4 bitumen will be specified for paving that project.

9
 3 SELECTION OF BITUMEN FOR INDIA

3.4 Viscosity Grading System for India

There is no question the 100-year old penetration grading system used in India was
outdated, inadequate, and unsuitable for the ambitious highway construction programme
underway. Ideally, the latest Superpave performance grading system should be used.
However, it involves complex and expensive testing equipment. The highway specifying
agencies would also need to be trained for its implementation. Therefore, it was realistic
and practical to adopt the 30-year old viscosity grading system, which was initiated and
recommended by the author in year 20055,6. This system had an excellent performance
history in the United States including the southeastern states, which have hot climate and
heavy rainfall similar to India. A vast storehouse of published papers is also available on
the development, use, and experience with viscosity graded bitumens 7-14,19,20. The
adoption of Superpave performance grading system can be considered as a long-term
goal or for use on very important, large paving projects if needed at the present time.

Table 1 gives the former Indian Specifications for bitumen (IS 73:1992) for three
penetration grades: 40-50 (S45), 60-70 (S65), and 80-100 (S90). Besides the penetration
range, the Indian Specifications also included a viscosity range at the bottom. Some states
in the US adopted this hybrid specification approach during the 1970s when switching
over from penetration grading to viscosity grading. However, their attempt failed due the
following reasons and those states subsequently adopted pure viscosity grading:

1. Simultaneous penetration grading and viscosity grading is not justified technically

and practically.
2. It is an unnecessary double jeopardy for the bitumen suppliers, who have to meet
both penetration and viscosity ranges.
3. It does not necessarily ensure a better quality bitumen. In fact, some good quality
bitumens (those with high viscosity and high penetration) are unnecessarily
eliminated by this double requirement.

In view of the preceding problems, it was recommended in the US to switch over

completely from this hybrid grading to simple viscosity grading. The change from
penetration to viscosity grades did not result in any significant price increase for paving
bitumen in the US. The same is expected in India.

Table 2 gives ASTM D3381 specification values (refer to table two of the specification)
for four viscosity grades AC-10, AC-20, AC-30, and AC-40, which are also generally
suitable for Indian climatic conditions. “AC” stands for asphalt cement, which is the term
used in the US for paving bitumen. AC-10 means asphalt cement with a target viscosity
of 1000 poises at 60 C (1000 has been abbreviated to 10). Similarly, AC-20, AC-30, and
AC-40 mean asphalt cements with target viscosity of 2000, 3000, and 4000 poises,
respectively.

10
TABLE 1. FORMER BITUMEN SPECIFICATIONS IN INDIA

Characteristics Grade S45 Grade S65 Grade S90

Specific gravity at 27 C, min 0.99 0.99 0.99
Water, % by mass, max 0.2 0.2 0.2
Flash point, C, min 175 175 175
Softening point, C 50-60 45-55 40-55
Penetration at 25 C 40 to 50 60 to 70 80-100
Penetration ratio, min 40 35 30
Ductility at 27 C, cm, min 75 75 75

Paraffin wax, % by mass, max 4.5 4.5 4.5

Fraass breaking point, C, min -4 -6 -8
Loss on heating, TFO, %, max 1 1 1
Retained penetration after TFO, 55 52 47
% of original, min
Solubility in trichloroethylene, %, 99 99 99
min
Viscosity at 60 C, poises 4000 +/- 800 2000 +/- 500 1000 +/- 250
Viscosity at 135 C, cSt, min 400 300 250

TABLE 2. ASTM D3381(TABLE 2) SPECIFICATIONS FOR VISCOSITY

GRADED BITUMEN

Characteristics AC-10 AC-20 AC-30 AC-40

Viscosity at 60 C, 1000 +/- 200 2000 +/- 400 3000 +/- 600 4000 +/- 800
poises
Viscosity at 135 C, 250 300 350 400
cSt, min
Penetration at 25 C, 80 60 50 40
min
Flash point, C, min 219 232 232 232
Solubility in 99.0 99.0 99.0 99.0
trichloroethylene, %,
min
Testing of thin film
oven residue:
Viscosity at 60 C, 5,000 10,000 15,000 20,000
poises, max
Ductility at 25 C, cm, 75 50 40 25
min

11
It should be noted that the following tests and requirements given in the former
penetration-graded Bitumen Specifications IS 73:1992 (Table 1) are not there in the
recommended viscosity-graded specifications in Table 2, because they are simply
redundant and unnecessary owing to the following reasons:

Softening Point: The softening point is an empirical test, which was used in the past to
control high temperature performance of the bitumen. With the viscosity grading at 60 C,
the softening point has become redundant.

Penetration Ratio: The penetration ratio requirement was used in the past to control
temperature susceptibility (slope of temperature-stiffness line) of bitumen. With a
minimum penetration requirement at 25 C, a viscosity range at 60 C, and a minimum
viscosity at 135 (as shown in Figure 4) the temperature susceptibility of the bitumen is
adequately controlled. Therefore, the penetration ratio has become redundant.

Paraffin Wax Content: The presence of excessive paraffin in the bitumen makes it
highly temperature susceptible (low stiffness at high temperatures and high stiffness at
low temperatures). For the reasons mentioned previously for penetration ratio, this test is
now redundant and unnecessary for viscosity-graded bitumens. The viscosity-graded
bitumens preclude bitumens with excessive paraffin wax because those bitumens will not
satisfy viscosity requirements at both 60 C and 135 C.

Fraass Breaking Point: First of all, the empirical Fraass breaking point has significance
in controlling thermal cracking in very cold climate countries such as those in Europe. It
is not relevant or necessary in most of India. Moreover, highly temperature susceptible
bitumens are likely to fail the Fraass breaking test. Since the temperature susceptibility is
controlled in the viscosity-graded bitumen specifications, the Fraass breaking point test is
redundant now.

Therefore, the adoption of viscosity graded bitumen specification will reduce the total
number of tests to 8 only compared to penetration graded bitumen specification, which
used 14 tests. This will reduce the time and cost of testing bitumen without
compromising its quality

It would have been ideal to adopt a truly, time-tested specification for viscosity graded
paving bitumen in India similar to ASTM. However, deliberations in Sectional
Committee PCD 6 of the Bureau of Indian Standards resulted in some adjustments in the
adopted specification (as given in Table 3), which came into effect in July 2006. Some
adjustments were made to facilitate the transition from penetration grades to viscosity
grades. It is hoped as suppliers and user agencies get more acquainted with the viscosity
grading system, these specifications will be fine tuned and made more rational in the near
future.

12
TABLE 3. CURRENT VISCOSITY GRADED (VG) BITUMEN SPECIFICATION
IN INDIA (IS 73:2006, THIRD REVISION)

Characteristics VG-10 VG-20 VG-30 VG-40

Absolute viscosity, 60 C, 800 1600 2400 3200
poises, min
Kinematic viscosity, 135 C, 250 300 350 400
cSt, min
Flash point, C, min 220 220 220 220
Solubility in 99.0 99.0 99.0 99.0
trichloroethylene, %, min
Penetration at 25 C 80-100 60-80 50-70 40-60
Softening point, C, min 40 45 47 50
Tests on residue from thin
film oven test/RTFOT:
Viscosity ratio at 60 C, max 4.0 4.0 4.0 4.0
Ductility at 25 C, cm, min, 75 50 40 25
after thin film oven test

The following points should be noted in IS 73:2006 Paving Bitumen –Specification

(Table 3) issued in July 2006 in comparison to the ASTM Specification given in Table 2.

1. Since the term AC or asphalt cement is not used in India, VG (viscosity grade)
has been substituted for AC. For example, AC-10, AC-20, AC-30, and AC-40
ASTM viscosity grades are being called VG-10, VG-20, VG-30, and VG-40,
respectively in IS 73:2006.
2. In place of a viscosity range (target viscosity value +/- 20%) specified in ASTM,
only the minimum viscosity at 60 C has been specified. For example, VG-30
should have a viscosity of 3000 +/- 600 poises, but only the lower value of 2400
poises has been specified in IS 73:2006. As suppliers gain more experience with
their products, it will be possible and desirable to specify the upper limit as well.
3. Instead of specifying a minimum penetration value for each viscosity grade like in
ASTM Specification (Table 2), the current Indian specification gives a
penetration range. For example, VG-30 has a penetration range of 50 to 70. This
was done so that the practicing engineers can relate the new viscosity grades to
the old penetration grades. However, it is hoped that the upper value of the
penetration will be deleted in the near future because with identical viscosity at 60
C, a higher penetration gives a better paving bitumen in terms of fatigue
resistance compared to low penetration.
4. Minimum softening point values have been retained so that the user agencies can
check the high temperature consistency of the paving bitumen until they acquire
the viscosity testing equipment.

13
 3.2 Recommended Bitumen Grades for India

It is recommended to use viscosity-graded VG-30 paving bitumen in lieu of 60-70

penetration grade in most parts of India. Equivalent AC-30 grade has been used in
building excellent highways in southeastern United States, which has climate similar to
India (Figure 6 shows the overlap of the two countries along same latitudes).

Similar Latitudes

Figure 6. Southeastern Unites States aligned with India following same latitudes
illustrating closer climate justifying the use of AC-30 (VG-30) grade bitumen

Tables 4 and 5 give recommended guidelines for selection of viscosity grade (VG) of
paving bitumen in India. Table 4 gives the general guidelines including the equivalent
penetration grades. Table 5 gives the selection criteria based on climatic conditions.

14
 TABLE 4. VISCOSITY GRADED (VG) BITUMENS AND THEIR GENERAL
APPLICATIONS

Viscosity Grade General Applications

(VG)

VG-40 Use in highly stressed areas such as those in intersections, near toll
booths, and truck parking lots in lieu of old 30/40 penetration grade

VG-30 Use for paving in most of India in lieu of old 60/70 penetration grade

VG-20 Use for paving in cold climatic, high altitude regions of North India

VG-10 Use in spraying applications such as surface dressing and for paving in very
cold climate in lieu of old 80/100 penetration grade

TABLE 5. SELECTION CRITERIA FOR VISCOSITY-GRADED (VG) PAVING

BITUMENS BASED ON CLIMATIC CONDITIONS

Highest Daily Mean Air Temperature, C

Lowest Daily Mean Less than 20 C 20 to 30 C More than 30 C
Air Temperature, C
More than –10 C VG-10 VG-20 VG-30
-10 C or lower VG-10 VG-10 VG-20

Ideally, selection of bitumen grade should be based on high and low pavement
temperatures. However, it will be too complex for the field engineers to convert air
temperatures to pavement temperatures. Therefore, from practical considerations
selection should be based on air temperatures. In the Superpave performance grading
(PG) system for bitumen, the 7-day maximum pavement temperature (based on more
than 20 years’ weather data) in the region is used for high temperature grade. The closest
to that approach which we can use in India is the highest daily mean air temperature in a
year in the region. This data is available from the Indian Meteorological Organization
(IMO). For every weather station in India, the IMO has records on the highest and lowest
daily mean temperature for all 365 days in the year based on several years’ weather
records. When it is reported in the newspaper that the high temperature on a particular

15
day was 3 C below normal, the normal is that day’s highest mean temperature.
Fortunately, the highest daily mean air temperature in India (usually in May-June)
generally ranges from 31 to 42 C only from Punjab to Kanya Kumari and from Gujarat to
Assam. For this range of high temperatures, a VG-30 grade is suitable based on
experience in other countries. Softer viscosity grades such as VG-20 and VG-10 are
recommended for regions with highest daily mean air temperatures of 30 C and lower
(such as cold climatic high altitude regions of North India). It is not advisable to use the
highest air temperature ever recorded because rutting is not caused during one hot day but
during sustained hot days.

The lowest daily mean air temperatures (which are also fairly close to pavement
temperature) occur in India in January. They range from –2 C to 21 C from Kashmir to
Kanya Kumari. Viscosity graded VG-30 bitumen is suitable down to –10 C (due to its
controlled temperature susceptibility). At temperatures lower than –10 C we can use
softer grades such as VG-20 and VG-10.

Tables 4 and 5 have been formulated in view of the above discussion, Indian
Meteorological Organization climatic data, and practical considerations such as
minimizing temperature ranges and viscosity grades. It should be noted that VG-40 has
not been recommended in Table 5 for normal paving. There is no practical experience
with the use of neat, unmodified AC-40 (equivalent of VG-40) in the US or other
countries. It is probably considered too hard for paving unless this grade is produced with
polymers.

4. IMPLEMENTATION OF VISCOSITY GRADING SYSTEM IN INDIA

Since IS 73:2006 (Third Revision) issued in July 2006 specifies viscosity grades in lieu
of penetration grades, it should be implemented as soon as possible to improve the
consistency, quality and durability of bituminous pavements in India. The following steps
are necessary for implementing the viscosity grading system.

1. MORTH’s highway specifications related to bituminous materials and bituminous

pavements should be revised by substituting viscosity grades (VG) in lieu of
penetration grades. For example, VG-30 should replace 60-70 penetration grade.
2. Bitumen suppliers should start supplying VG grades in place of penetration
grades and must report bitumen viscosity values at 60 and 135 C for the
information of the user agencies. They should also recommend asphalt mixing
and compaction temperatures to the contractors, which can be determined
corresponding to viscosity values of 170 and 280 centistokes at 135 C as
described in the Asphalt Institute Manual Series MS-2, Sixth Edition.
3. User agencies should at least acquire the vacuum capillary viscometer conforming
to IS Test Method IS 1206 (Part 2) to verify the bitumen viscosity at 60 C and
thereby to verify the VG grade of the supplied paving bitumen. As shown in
Photo 3, the viscosity testing equipment mainly consists of the following:

16
 (a) Calibrated Cannon-Manning viscosity tube
(b) Water or oil bath maintained at 60 C temperature
(c) Vacuum pump to apply partial vacuum up to 300 mm Hg
(d) Vacuum manometer and vacuum controller
(e) Thermometers, stop watch, etc.

Calibrated Cannon-Manning viscosity tubes have to be imported through an Indian

distributor at the present time and will cost about Rs. 9,800.The remaining test equipment
is readily available in India. The total quoted price15 in 2006 of the complete vacuum
viscometer equipment including the imported viscometer tube and imported vacuum
pump is Rs.58,100. The complete breakdown of price for various components is as
follows: imported viscosity tube (Rs. 9,800); viscometer bath with digital temperature
controller (Rs. 18,500); vacuum pump oil free imported (Rs. 19,500); manometer with
electronic controller (Rs. 7,500); and accessories such as stop watch, oil, etc.(Rs. 2,800).
Obviously, the total cost will be higher if more components of the testing equipment are
also imported.

Conducting a viscosity test in accordance with IS Test Method 1206 (Part 2) or ASTM
D2171-01 is very easy and a laboratory technician can be trained in a day to conduct this
test. The following is a brief description of the test procedure for determining bitumen
viscosity at 60 C.

Figure 7. Vacuum capillary viscometer tube

17
A vacuum capillary tube viscometer shown in Photo 3 and Fig. 7 is used to perform the
viscosity test at 60 C. The viscometer tube is charged with hot bitumen through the large
side until the level of the bitumen reaches the filling line. The viscometer is then mounted
in a thermostatically controlled, constant temperature water or oil bath, which is
maintained at 60 C. After the filled viscometer tube is kept in the bath for a prescribed
period of time to obtain an equilibrium temperature of 60 C, a partial vacuum is applied
to the small side of the viscometer tube to cause the bitumen to flow upwards. It is
necessary to apply partial vacuum because the bitumen is too viscous to flow at 60 C. A
vacuum pump and a vacuum control device are needed.

After the bitumen starts to flow, the time (in seconds) required to flow between two
timing marks on the tube is measured with a stopwatch. The measured time in seconds is
multiplied by the calibration factor (supplied with each viscosity tube) to obtain the value
for viscosity in

poises, which is the standard unit for reporting viscosity. Manufactures calibrate their
viscosity tubes with standard oils and furnish the calibration factor with each tube.

5. SUMMARY

Viscosity graded system has recently been adopted in India for paving bitumen based on
IS 73:2006 Paving Bitumen – Specification (Third Revision) issued in July 2006. The
viscosity grading system replaces a 100-year old penetration grading system. This paper
has reviewed the history of grading paving bitumen over the last 125 years. The
progression of grading systems: grading by chewing, penetration grading, viscosity
grading, and Superpave performance grading, has been discussed with their respective
advantages and disadvantages.

The new viscosity graded (VG) bitumen specification has been compared with the old
penetration graded bitumen specification. Selection criteria for VG grades based on
climate and traffic has been recommended. Recommendations have also been made to
implement the VG grades as soon as possible to improve the consistence, quality, and
durability of bituminous pavements in India. Information about the viscosity test such as
testing equipment, testing procedure, and estimated cost of the equipment has been given.

6. REFERENCES

1. Anderson, D.A. and T.W. Kennedy, “ Development of SHRP Binder

Specifications”, Journal of the Association of the Asphalt Paving Technologists,
Volume 62, 1993.

18
2. ASTM D2171 Standard Test Method for Viscosity of Asphalts by Vacuum
Capillary Viscometer. ASTM Volume 04.03, Road and Paving Materials, 2005.

3. Indian Standard IS 73:1992 for Paving Bitumen – Specification (Second

Revision), Bureau of Indian Standards, February 1992.

4. Indian Standard IS 73: 2006 for Paving Bitumen – Specification (Third Revision),
Bureau of Indian Standards, July 2006.

5. Kandhal. P.S., “Selection of Bitumen for Highways in India”, Presentation at the

65th Annual Session of the Indian Roads Congress , Bangalore, January 8-11,
2005.

6. Kandhal, P. S., “ Selection of Bitumen for Paving Highways”, Indian Roads

Congress, Indian Highways, July 2005.

7. Kandhal, P.S., L.D. Sandvig, and W.C. Koehler, “ Asphalt Viscosity Related
Properties of In-Service Pavements in Pennsylvania”, ASTM Special Technical
Publication 532, 1973.

8. Kandhal, P.S. and M.E.Wenger, “ Asphalt Properties in Relation to Pavement

Performance”, TRB, Transportation Research Record 544, 1975.

9. Kandhal, P.S. and W.C. Koehler, “ Significant Studies on Asphalt Durability:

Pennsylvania Experience”, TRB, Transportation Research Record 999, 1984.

10. Kandhal, P.S., “ Low-Temperature Ductility in Relation to Pavement

Performance”, ASTM Special Technical Publication 628, 1977.

11. Kandhal, P.S., “Low-Temperature Properties of Paving Asphalts”, TRB State-of-

the-Art Report 7, 1988.

12. Kandhal, P.S. and W.C. Koehler, “Effect of Rheological Properties of Asphalts
on Pavement Cracking”, ASTM Special Technical Publication 941, 1987.

13. Kandhal, P.S., L.D. Sandvig, and M.E. Wenger, “ Shear Susceptibility of
Asphalts in Relation to Pavement Performance”, Proc. Association of Asphalt
Paving Technologists, Volume 42, 1973.

14. Kandhal, P.S., “Evaluation of Low-Temperature Cracking on Elk County

Research Project”, TRB, Transportation Research Record 777, 1980.

15. Kandhal, P. S. Quotations for Supply of Vacuum Viscometer Equipment from

Indian Suppliers, 2006.

16. McGennis, R.B., S. Shuler, and H.U. Bahia, “Background of Superpave Binder

19
 Test Methods”, FHWA Report no. FHWA-SA-94-069, July 1994.

17. Roberts, F.L., P.S. Kandhal, E.R. Brown, D.Y. Lee, and T.W. Kennedy, “Hot Mix
Asphalt Materials, Mix Design, and Construction” Asphalt Textbook, NAPA
Education Foundation USA, Second Edition, 1996.

18. Superpave Performance Graded asphalt Binder Specification and Testing. Asphalt
Institute, Superpave Series No. 1 (SP-1), 1994.

19. Terrel, R.L., J.A. Epps, and C. Crawford, “Making the Most of Temperature/
Viscosity Characteristics”, National Asphalt Pavement Association, Information
Series 102, 1988.

20. Welborn, J.Y., E.R. Oglio, and J.A. Zenewitz, “A Study of Viscosity-Graded
Asphalt Cements”, Proc. Association of Asphalt Paving Technologists, Volume
35, 1966.

20
 BITUME VISCOSITY TESTIG EQUIPMET AD
TEST PROCEDURES

By
Prof. Prithvi Singh Kandhal
Jaipur, India

PROCURIG TEST EQUIPMET

The following testing equipment is needed to measure absolute viscosity of viscosity

graded paving bitumen (IS:73:2006) at 60 C in accordance with IS:1206 (Part II)
(similar to ASTM D 2171), which uses a vacuum capillary viscometer. It should be
noted that any other viscometer such as rotational viscometer cannot be used to
measure the absolute viscosity at 60 C since the bitumen in nonNewtonian in nature at
this temperature.

While obtaining quotations specify the following requirements. Although Asphalt

Institute vacuum viscometer and Modified Koppers vacuum viscometer can also be
used, the following refers to Cannon-Manning vacuum viscometer only.

Complete Absolute Viscosity Testing Equipment conforming to IS:1206 (Part II)

Method for Testing Tar and Bitumen Materials: Determination of Absolute Viscosity
with the following components:

1. Constant Temperature Bath – A suitable bath for immersion of at least 6

vacuum capillary viscometer tubes with a digital temperature controller. The
accuracy of the temperature in the bath should be +/- 0.1 C throughout the
bath.
2. Silicone Bath Oil suitable up to 150 C
3. Vacuum System – Capable of maintaining a vacuum within +/- 0.05 cm of the
desired level up to and including 30 cm of mercury. The system shall consist
of vacuum pump, moisture trap, vacuum regulator, manometer with electronic
controller, bleed valve, all interconnecting tubing/piping, and any other
accessories as needed to complete the vacuum system.
4. Thermometer for Bath – Mercury in glass, range 37.8 to 82 C, and graduations
of 0.2 C.
5. Timing Device – A stop watch or stop clock capable of reading up to ½ second.
6. Cannon-Manning Vacuum Viscometers- With manufacturers’ calibration
certificate, viscometer holder and silicone cork. Size 12 and Size 13 (one each)
[Size 12 is suitable for testing VG-10 and Size 13 is suitable for testing VG-
20, VG-30, and VG-40 bitumen.]
7. Viscometer Stand – for holding 6 viscometers.
8. Installation of the quoted instrument in client’s laboratory and operational
training.

The following were some known suppliers of the preceding test equipment as of year
2005 (explore and add more suppliers):
 1. Texol Innovations, Shivaji Nagar, Pune (Attention: Mr. Pitambre, phone 020-
2563 4726, e-mail: mangesh@texol.in)
2. Avadh Enterprises (India), Jawahar Nagar, Delhi (Phone 011-2385 7648)
3. Labindia Instruments Pvt Ltd, Udyog Bihar, Gurgaon, Haryana (Attention: Mr.
Narang, phone 0124-284 3200).
4. Technical and Scientific Sales (TASS), Mumbai (Phone 022-2407 0480,
website www.tassonline.com).

Only the Cannon-Manning viscometer tubes need to be imported at this time, the
remaining equipment such as bath and vacuum system are available in India. The total
cost is estimated to be Rs. 75, 000. Obviously, the cost will be higher if more
components are imported.

TEST PROCEDURE

Follow the procedure given in IS:1206 (Part II). Some outline is given below:

Preparation of Sample: Heat the bitumen sample to a temperature not more than 90
C above its approx. softening point until is has become sufficiently fluid (like motor
oil) to pour easily (Photo 1). Transfer about 20 ml into a suitable container (Photo 2)
and maintain at a temperature of 135 +/- 5.5 C stirring occasionally to allow entrapped
air to escape.

Pour the hot bitumen in the Canning-Manning vacuum viscometer through the larger
diameter filling tube A so that bitumen is within +/- 2 mm of the fill line E. Place the
charged viscometer in an oven or bath maintained at 135 +/- 5.5 C for a period of 10
+/- 2 minutes to allow larger air bubbles to escape.

Testing: Maintain the test bath temperature at 60 +/- 0.1 C. Place the charged
viscometer vertically in the test bath with the help of a holder so that that the
uppermost timing mark is at least 2 cm below the surface of the bath liquid (Photo 3).

Establish a vacuum of 30 +/- 0.05 cm of mercury in the vacuum system and connect to
the viscometer with the valve closed. After the viscometer has been in the bath for 30
+/- 5 min, open the valve and allow the bitumen to flow in the viscometer. Measure
the time required (to within +/- 0.5 sec) for the leading edge of the meniscus to pass
between successive pairs of timing marks (Photo 4 and 5). Report the first flow time
which exceeds 60 sec between a pair of timing marks, noting the identification of the
pair of the timing marks.

Calculation: Calculate (Photo 6) and report the absolute viscosity in poises to three
significant figures as follows:

Viscosity in poises = K t

Where: K = Calibration factor in poise per second supplied with the viscometer tube
for the pair of timing marks where the flow time exceeded 60 seconds.

t = flow time in seconds

Report: Report the test temperature and vacuum level with the viscosity test results
such as viscosity in poises @ 60 C and 300 mm mercury vacuum.

ote: Kinematic viscosity at 135 C also needs to be determined for the paving
bitumen as specified in IS:73:2006. At this temperature, bitumen flows readily so no
vacuum needs to be applied. Follow IS: 1206 (Part III) Methods for Testing Tar and
Bituminous Materials: Determination of Kinematic Viscosity, to select the proper
viscometer tube given in there. The same oil bath as used for absolute viscosity can be
used, just the viscometer tube will be different (Photo 7). As an alternate, one can also
use a rotational viscometer which will also give the same results because the bitumen
is Newtonian in nature at 135 C. The purchase and use of rotational viscometer is
encouraged because it can also be used for modified binders and also for Superpave
Performance Graded (PG) binders, which are expected to be adopted in the near
future. Again, rotational viscometer cannot be used to measure the absolute viscosity
at 60 C.

March 2009

PHOTOGRAPHS
(Courtesy: The Asphalt Institute)

PHOTO 1. Bitumen sample being heated in oven so that it can be poured

PHOTO 2. Bitumen being poured in small cans

PHOTO 3. Absolute viscosity testing equipment showing bath with viscometers

(left) and vacuum controller with manometer (right)
PHOTO 4. Flow time being measured with a stop watch

PHOTO 5. Close up of two Cannon-Manning vacuum viscometers; flow is taking

place in the left viscometer under vacuum
PHOTO 6. Sample calculation for absolute viscosity

PHOTO 7. Kinematic viscometer tubes in oil bath for measuring viscosity

at 135 C