INDIAN HIGHWAYS

Volume : 45 Number : 6 JUNE, 2017 ISSN 0376-2756

Indian Roads Congress
Founded : On 10th December 1934

C O N TE N T S
FROM THE EDITORS DESK 4-5
important announcement 6
Advertisement Tariff 7
Schedule of irc committee meetings 7
NEWS BOX 8
CSIR - CRRI training programmes for 2016-17 9
technical papers
Potential of Ferro Chrome Slag as Construction
Material 11
B. Sanghamitra and C.N.V. Satyanarayana Reddy
EVALUATION OF MIXING AND COMPACTION TEMPERATURES OF
MODIFIED AND UNMODIFIED ASPHALT BINDERS 18
Aniket V. Kataware and Dharamveer Singh
Predictive Modelling of Road Accidents in India: A Review 29
Gyanendra Singh, S. N. Sachdeva and Mahesh Pal
EEFECT OF SULPHUR MIXING ON STORAGE MODULUS OF
SBS MODIFIED BITUMEN 39
Dr Praveen Kumar, Nikhil Saboo and Radhika
Circular 51
tender notices 52-54

Publisher & Editor : S. K. Nirmal, Secretary General, IRC

Email: secygen.irc@gov.in/publicaiton.irc@gov.in
Headquarter: Secretary General, Indian Roads Congress, Kama Koti Marg, Sector-6, R K Puram,
New Delhi-110 022.
Phone No. +91-11 2618 5303, Fax: +91-11 2618 3669. `20
No part of this publicaiton may be reproduced by any means without prior written permission from the Secretary General, IRC.
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INDIAN HIGHWAYS, JUNE 2017 3

 FROM THE EDTIORS DESK

Multimodal Logistics SystemNeed of the Hour

The transport network is often called as the lifeline and arteries system of modern society. Good
transport network and logistics is crucial for sustained economic growth and development of
any nation.Transport network is necessary for connecting villages with towns, market centres,
industrial/educational hubs and in bringing together remote and developing regions closer to
one another. Roads constitute a fundamental part of transport system for both passenger and
freight transports.

India has experienced fast-paced growth over the last decade and Govt. of India is investing
heavily in developing its road and other transport networks. In current year (2017-18) the
Govt. of India made a provision of Rs 2,41,381 Crores for the transport sector as a whole.
This includes rail, roads and shipping. It is expected that an effective multimodal logistics and
transport sector will make the economy more competitive.India has a network of about 5.25
million km of roads, accounting for about 60% of total freight movement. However, National
Highways corridors, the most important links in the Indian road network carrying 40% of total
traffic movement, account for just 2% of the total road network. These corridors carry 35% of
total road freight. Logistics costs to the economy are variously estimated at around 9 per cent
of GDP for the United States, 11 per cent for japan, 12 per cent for France and Korea, and
18 per cent for China. Cost estimated for India do not appears to be as robustly calculated
and various studies have provided a range of 12 to 15 per cent of GDP. The high logistics
cost in India is a result of the various modes of transport growing and developing in silos, in
an un-integrated manner.

India has an immense potential for inland and coastal transportation having capacity of 14,500
km of navigable inland waterways and a 7,500-km coastline. However, transportation through
inland waterways has a share of less than 5% in the total logistics volumes. In comparison,
China and EU transport about 45% of shipments through inland waterways. There are cost
benefits of transportation through waterways and coastal shipping, with cost of these modes
being half of competing modes like road and rail. Government has taken visible steps to
promote coastal shipping and inland waterway transport as viable alternates to road and rail by
compensating the costs incurred on first mile and last mile connectivity, for the commodities
with potential to be moved through inland waterways or coastal network. Government has
also announced measures under the Sagarmala program for port-led development of coastal
areas to enable multi modal transportation

Although, major share of present transportation are routed through road network as they alone
can provide door-to-door delivery, but it is deteriorating environment, through increasing air
pollution, sound pollution, vehicular emissions, etc. and also creating problem of congestion
leading to wastage of time & money. So, need of promoting Multimodal greener transport

4 INDIAN HIGHWAYS, JUNE 2017

 FROM THE EDTIORS DESK

solution arise as need of hour to overcome problem of road transport sector across the globe
with respect to improve traffic movement and safety and overcome Increasing Fuel Price;
Congestion on Highways; Driver Shortages, etc.

The economic growth in India has increased the demand for practically all transport
services and further underlines the importance of providing an efficient multimodal logistics
infrastructure in India. The Planning Commission of India has stressed that focus needs to
be given to integrated transport solutions in preference to individual transportation and
distribution services.

Over the last few decades Multimodal transport has evolved across various dimensions
globally, the advent of containerization has greatly helped the promotion of Multimodal
transport. Containerization ensured that the cost of transport from place of manufacturing
to place of consumption was reduced to less than 1% of the costs of the goods. This helped
to promote multimodal transport from a simple transport by sea basis port to port to more
complex link of Door-to-Door using additional modes like inland waterways, Railways and
Roadways. It also helped to build on advanced concepts in Multimodal transport like Land
Bridges, Rail-road-Inland Waterways-Sea, LASH, Ro Ro etc.

Multimodal transport are expected to bring down logistics costs by serving four functionalities
- Freight aggregation and distribution, Multimodal freight transportation, Storage and
Warehousing with modern, mechanized warehousing space satisfying the special requirements
of different commodity groups and value added services: such as customs clearance with
bonded storage yards, warehousing management services, etc.

India has witnessed growth in Multimodal transport in the recent times and the sector is still
evolving. The advent of containerization along with initiatives from the Government such
as passing Multimodal Transport Act in the Parliament in 1993 to the recent implementation
of Goods and Services Tax will help the country to progress towards an integrated transport
system. An Integrated, multimodal transport planning will help us to achieve a healthy modal
mix of transport, which is efficient, faster, safer, cost effective and eco-friendly. In order
to improve the state of logistics in India, MoRTH has identified key solution themes viz.
freight corridor upgradation, logistics park development, seamless interstate movement and
electronic toll collection systems. These initiatives are expected to reduce Indias logistics
costs and bring them closer to the accepted global benchmarks.

S.K. Nirmal
Secretary General
secygen.irc@gov.in

INDIAN HIGHWAYS, JUNE 2017 5

 important announcement

empanelment of Referees

C all of Expression of Interest from the experienced Road & Bridge Technocrats for
Formulating a Panel of Experts/Referees to Review the Technical Paper, voluntarly:

In order to align with the globally best practices and promote the excellence in road construction, the
Indian Roads Congress (IRC) is in the process of formulating a Panel of Experts/Referees who can
review the Technical Papers received in IRC from Authors. Road Technocrats who are already members
of the IRC and have experience and expertise in the field of Transport Planning, Traffic Engineering,
Flexible & Rigid Pavements, Rural Roads Development, Mechanization & Instrumentation, Road
Maintenance, Safety & Design, Bridge Design Features, Concrete Structure, Maintenance &
Rehabilitation of Bridges etc. are invited to show their interest for evaluation of Technical Papers.

The interested technocrats are requested to send their brief resume including their experience in related
field with their IRC Membership Number to IRC on Email: secygen.irc@gov.in

CALL FOR TECHNICAL PAPERS

1. The Indian Roads Congress (IRC) invites Technical Papers for publication in its periodicals i.e.
Indian Highways (monthly), IRC Journal (quarterly), HR Journal (half yearly) and Highway
Research Record (yearly).

2. The contents of papers should cover the additional knowledge, information and ideas so that
highway fraternity gets benefitted from them. The papers should be properly structured and
should avoid dwellings at lengths on facts broadly known to highway engineers. The papers may
deal with important case studies, new design concepts/principles, new construction techniques,
modern quality control, modern maintenance techniques applied in highway projects, besides
traffic engineering, transport planning etc including a paragraph on application of Paper to
Highway Profession and updation of IRC Codes.

3. Authors and Co-authors should be members of IRC and their Roll Numbers should be mentioned
in the forwarding letter. Even non-members, who are Experts in any relevant field or who have
specialized knowledge on any subject related to highway engineering are also welcome to
contribute Technical Papers.

4. The Authors are requested to send 4 hard copies of the complete paper consisting manuscript,
drawing, tables, figures, photos, etc. and a soft copy in computer CD in Windows MS software for
printing.

4. The papers so received from Authors are sent to a panel of experts and are considered for
publication after obtaining their views about acceptability of the paper.

5. IRC reserves the right to publish any paper in the form of an abstract. When a paper is published in
an abstract form, the manuscript of the paper as sent by the author will be added to the IRC library
and made available for inspection by interested members.

For more details and rules for contribution of Technical Paper please visit IRC Website: www.irc.nic.in

6 INDIAN HIGHWAYS, JUNE 2017

 Advertisement tariff for indian highways

Grab the Opportunity to avail 10% discount on publishing your Advertisement in reputed
monthly magazine "Indian Highways"
Revised Advertisement Tariff effective from September, 2016
(on first cum first serve basis)
`Size Rate
Full Page Rs. 30,000/-
Half Page Rs. 20,000/-
Central Spread Rs. 45,000/-
2 & 3 Cover Page nd rd
Rs. 35,000/-
Back Cover Rs. 40,000/-
Tender Notice Full Page Rs. 15,000/-
Rates for various sizes are quoted treating as Colour Pages only.
Note: If the Advertisements are released for a year (12 issues) 10% rebate is admissible.
10% rebate is admissible to Advertising Agencies for Tender Notices
For more details please contact on Tel. No. 011 2618 5273

All taxes will be charged as per Govt. Rules

IRC TECHNICAL COMMITTEE MEETING SCHEDULE FOR JUNE, 2017

DATE DAY TIME VENUE NAME OF COMMITTEE MEETING

09-06-17 Fri 11.00 AM IRC, R.K.P Steel and Composite Structures Committee
(B-5)
Committee on Reduction of Carbon Footprint in
Road Construction and Environment (G-3)
10-06-17 Sat 11.00 AM IRC, R.K.P Specialized Bridge Structures including Sealinks
Committee (B-9)
Flexible Pavement and Airfield & Runways
02.30 PM Committee (H-2)
Human Resource Development Committee (G-2)
Concrete (Plain, Reinforced and Pre-Stressed)
17-06-17 Sat 11.00 AM IRC, R.K.P Structures Committee (B-4)
Bearings, Joints and Appurtenances Committee
(B-6)
Highways Specifications and Standards Committee
23-06-2017 Fri 10.00 AM IRC, R.K.P
(HSS)
General Specifications and Standards Committee
10.00 Am IRC, R.K.P
24-06-2017 Sat (GSS)
Bridges Specifications and Standards Committee
11.30 Am IRC, R.K.P
(BSS)
27-06-17 Tue 02.00 PM IRC, R.K.P Embankment, Ground Improvement and Drainage
Committee (H-4)
29-06-17 Thu 10.30 AM IRC, R.K.P Maintenance and Rehabilitation Committee (H-8)

INDIAN HIGHWAYS, JUNE 2017 7

 NEWS BOX

The Ministry of Road Transport and Highways in

The Honble Union Minister of Road Transport and
Highways & Shipping, Shri Nitin Gadkari alongwith Shri
P. Ashok Gajapathi Raju, Minister of Civil Aviation; Shri
Suresh Prabhakar Prabhu, Minister of Railways; Shri Ram
Vilas Paswan, Minister of Consumer Affairs, Food and
Public Distribution; MoSMoRTH Shri P. Radhakrishnan and
Shri Mansukh L. Mandaviya and H.E. Sultan Bin Sulayem,
Chairman and CEO, DP World is lighting of traditional
lamp during inauguration of the three day India Integrated
Transport and Logistics Summit at New Delhi
New Delhi organized The three day India Integrated
Transport and Logistics Summit (IITLS) from 3rd
to 5th May, 2017 at VigyanBhwan, New Delhi to
facilitating constructive dialogue between various
other stakeholders viz, Shipping, Civil Aviation,
Railways, Consumer Affairs, Food and Public
Distribution, Skill Development, Commerce, Urban
Development, Finance, various State Governments
and Industry.
2 The Ministry of Road Transport and Highways
(MoRTH) had undertaken a study, called the Logistics
Efficiency Enhancement Programme (LEEP), which
has identified four key solution themes to improve the
state of logistics in India. These are, freight corridor
upgradation, logistics park development, seamless
interstate movement and electronic toll collection
systems
3 The outcome of this summit will help Govt. of India
to come out with indigenous policy on integrated
transport planning to bring down the logistics cost in
the country.

The Honble Union Minister of Road Transport &

The Honble Union Minister of Road Transport & Highways
and Shipping Shri. Nitin Gadkari at launching ceremony of
NHAI Masala Bond issue at the London Stock Exchange
Highways and Shipping Shri. Nitin Gadkari on
11.05.2017 launched the NHAI Masala Bond issue
at the London Stock Exchange. The NHAI issue
witnessed an overwhelming response from a wide
range of investors, some of them being first timers to
participate in the Masala Bond market.It is interesting
to note that the NHAI Masala Bond issue has
attracted investors from across the spectrum with Asia
contributing 60% of the subscription and the balance
40% coming from Europe. The spectrum of investors
shows bright prospects of the Masala Bond as an
instrument of raising rupee denominated resources
internationally

The Transportation Engineering Group, Civil Engineering Department, IIT Roorkee (Uttarakhand) is
organizing:
A National Conference on Roads and Transport (NCORT-2017) on October 14-15, 2017 at Dr. O.P.
Jain Auditorium, IIT, Roorkee.
This Conference can be attended by the Faculty Members, Student Members, Scientists, Administrators
and Field Engineers dealing with roads.
For more details please contact: Prof. Praveen Kumar, Organizing Secretary NCORT-2017,
Coordinator, TransportationEngg. Group, Civil Engineering Department, IIT, Roorkee, Roorkee 247
667, Uttarakhand, Phone : 0132 285470,Mobile: + 91 9412307245, Email: praveenaeron@gmail.
com, pkaerfce@iitr.ac.in

8 INDIAN HIGHWAYS, JUNE 2017

INDIAN HIGHWAYS, JUNE 2017 9
10 INDIAN HIGHWAYS, JUNE 2017
 TECHNICAL PAPER

Potential of Ferro Chrome Slag as

Construction Material

B. Sanghamitra* C.N.V. Satyanarayana Reddy**

Abstract:
High Carbon Ferro Chrome Slag is generated as waste material at Ferro Alloys
manufacturing units. The slag is coarse granular material and hence it may be explored for
suitability as construction material for use in civil engineering projects. The paper presents
the engineering properties of the ferro chrome slag material established from extensive
laboratory investigations. The mechanical properties of Ferro Chrome Slag are determined
both under unsoaked and soaked conditions to assess its stability. The leaching studies are
also carried out on Ferro Chrome Slag object specimens using inductively coupled Plasma
Mass Spectrometer at 38C, for exposure periods of 24 hours, 30 days and 45 days. Based
on the properties of Ferro Chrome slag and results of leaching studies, the potential of the
slag for use as construction material in various civil engineering projects is assessed.
Keywords: Waste Utilisation, Ferro Chrome Slag, Leaching Studies, Construction Material,
Industrial Waste

1. Introduction suitable for use as construction material, not only

Industrialization is an essential ingredient for
socio economic progress but industrial activities
are associated with generation of wastes, which is
generally dumped near the plants or as landfills.
The dumped wastes may pollute the environment
and the underground due to leaching effect.
Hence, appropriate measurements are to be taken
up in order to prevent atmospheric and subsurface
contamination arising during transportation and
disposal of the wastes. On the other hand, in
recent times, the increased construction activity
arising from industrial and population growth
have resulted in scarcity of conventional materials
of construction and led to increased construction
costs. Hence, if some of the non hazardous wastes
generated from the industries are identified
problem of waste disposal will be solved, but also
cost of construction can be reduced.
Ferro Chrome Slag is a waste material obtained
from the manufacturing units of ferrochromium
(FeCr), which is used to increase the properties
of steel such as resistance to corrosion, oxidation
and to improve hardness, tensile strength at high
temperatures, wear and abrasion resistance etc.
FeCr metal is produced in electric-arc furnaces
by a physico-chemical process from the oxide of
chromium ore with coke as the reducing agent at
a temperature of about 1,500C. Both the molten
FeCr metal and the slag flow out into ladles. After
gravity separation from the metal, the molten slag
slowly cools in the air, forming a stable, dense,
crystalline product. The main components of

*Assistant Executive Engineer, R&B Department, Eluru Circle, Govt. of Andhra Pradesh - 534 002
**Professor, Department of Civil Engineering, Andhra University, Visakhapatnam, A.P. - 530 003
E-mail : bsmitra_aee@yahoo.co.in and cnvsnreddy@rediffmail.com

INDIAN HIGHWAYS, JUNE 2017 11

 TECHNICAL PAPER
FeCr slag are SiO2, Al2O3, FeO, Cr2O3, CaO
and MgO. The Ferro Chrome Slag products are
granulated slag as well as classified slag products
made by crushing and screening. The main part
of slag is granulated and sizes range from 6.3 mm
to 300 mm.
2. Literature Review
Over the last two decades, extensive research
(Sridharan et al. 1996; Reddy and Murthy,
2002; Pandian, 2004; Satyanarayana Reddy
and Sanghamitra, 2010) has enabled utilization
of several industrial wastes such as coal ashes,
slags from different plants, silica fume and
crusher dust as construction materials in civil
engineering projects. Singh (2011) studied
the effect of inclusion of synthetic fiber on the
strength parameters (C & ) and CBR value of
Fly Ash and reported that cohesion and angle
of internal friction of fly ash increased by 21%
and 54% respectively at optimum fibre content
of 1%. The CBR value of fly ash is reported to
increase by 6 times the CBR of Fly Ash at fibre
content of 1%.
Song and Kang (2004) opined that utilization of
fly ash and Ferroalloys slag in the manufacturing
of construction materials greatly reduces
the disposal of solid waste from the power
and ferroalloy industries and the profit of
the environment-friendly recycling process
compensates in part for the operating expense
of the environment facilities. The recycling of
waste materials is reported to have resulted in
enhanced competitive ability of the products in
the market. Alper Baba (2004) studied leaching
characteristics of coal ashes from thermal power
plants in western turkey and concluded that pH
is an important parameter affecting the leaching
rate of metals from ash deposits. The lower pH
values increase the leaching rate of inorganic
constituents of fly ash.
Zelic (2005) assessed the performance of
concrete pavements with ferrochromium slag
as concrete aggregate and reported that the
mechanical properties of both slag and reinforced
slag concrete have confirmed the advantages
12 INDIAN HIGHWAYS, JUNE 2017
of slag over the limestone aggregate (available
in the region of Dalmatia, Croatia) in all cases
when higher quality is required from concretes
than usual. Altan Yilmaz and Mustafa Karasahin
(2009) have reported the physical and mechanical
properties of air-cooled ferrochromium slag as
good as or better than those of natural aggregates.
The use of Ferro Chrome Slag in road construction
in filtering and supporting layers was reported by
Pekka Niemela and Mauri Kauppi (2007) and
Altan Yilmaz and Mustafa Karasahin (2009).
Therefore, Ferro Chrome Slag has potential for
use as pavement base layer material as alternate to
traditional crushed limestone aggregate materials.
As the studies on Ferro Chrome Slag are limited,
the present work is carried out to assess the
potential of Ferro Chrome Slag as construction
material based on engineering properties and
leaching test results.
3. Details of Study
The high-carbon ferrochromium slag for the
present study is procured from Ferro Alloys
Corporation Limited (FACOR), Sri Rama Nagar,
Garividi, Vizianagaram District, Andhra Pradesh,
India. The Ferro Chrome Slag generation from
the plant is about 4500 tons per annum. Ferro
Chrome Slag available at FACOR is in the size
ranges of 6.3 mm to 25 mm, 25 mm to 70 mm
and Boulders of 100 mm to 300 mm. Extensive
laboratory investigations are carried out on Ferro
Chrome Slag samples to determine engineering
properties and leaching effects so as to evaluate its
scope for effective utilization in civil engineering
applications.
3.1 Physical Properties
Physical properties of ferrochrome slag are
determined using the material of size 6.3 mm
to 25 mm (shown in Fig.1) as per IS 2386 parts
I and III-1963. Specific gravity is determined
by Pycnometer and Grain size distribution is
established from dry sieve analysis. The gradation
curve of Ferro Chrome Slag is presented in Fig.2.
Water absorption is determined by soaking the
slag sample in water for 24 hours. Shape tests are
 TECHNICAL PAPER

conducted on slag material to determine Flakiness Table 1. Physical Properties of

Index (using Thickness Gauge), Elongation Index Ferro Chrome Slag
(using Elongation Gauge) and angularity number.
Fineness Modulus is determined by using 10 sets S. No. Property Value
of sieves (of size 80mm to 150). The physical 1 Specific Gravity 3.15
Properties of Ferro Chrome Slag established
2 Water absorption (%) 0.3
from the tests are presented in Table 1.
3 Flakiness Index (%) 14.3
4 Elongation Index (%) 14.5
4 Angularity number 6
5 Fineness Modulus 6.97

Table 2. Mechanical Properties of

Ferro Chrome Slag

S.No. Property Soaked Unsoaked

condition condition
1 Impact value (%) 18.7 17.5
2 Crushing value (%) 18.1 16.6
Fig. 1. View of High Carbon 3 Abrasion value (%) 13.9 13.0
Ferro Chrome Slag of 6 -25 mm Size
4 Compressive 52 57
3.2 Mechanical Properties strength (N/mm2)
5 Shear Parameters
Mechanical properties are determined for hand Cohesion 0 -
broken Ferro Chrome Slag of size 6.3 mm to 25 Angle of internal 52 -
mm as per IS 2386 Part IV-1963. Abrasion Value friction()
is determined using Los angles abrasion machine.
Compressive strength is determined by testing 3.3 Chemical Properties
dressed slag specimens of size 150 mm X 150 mm
X 150 mm in compression testing machine. Shear The chemical properties of Ferro Chrome Slag
parameters are determined using large shear box used in the study are presented in Table.3
test. The mechanical properties of the slag are
Table 3. Chemical Properties of
presented in Table 2.
Ferro Chrome Slag

S. No. Constituent Percentage by weight

1 SiO2 25
2 Al2 O3 16
3 CaO 3
4 MgO 26
5 Cr2O3 10
6 Feo 10
7 MnO <1
Fig.2 Gradation Curve of Ferro Chrome
Slag of Size 6.3 mm to 25 mm 8 TiO2 <1

INDIAN HIGHWAYS, JUNE 2017 13

 TECHNICAL PAPER

3.4 Leaching Studies leaching studies are presented and compared with
tolerable limits in Table 4.
The leaching of Ferro Chrome Slag is studied
on object specimen samples, prepared by using Mass
Sample
Intreoducton
powdered slag according to European standard Ionization by
Argon Plasma
discrimination
and Aerosol
Data

EN 12457-2. 10g of slag material with size less and Detector

Generation Analysis

than 0.2 mm is placed in a glass bottle with cap

and leach solution is added maintaining a liquid
solid ratio of 10:l/kg (leach solution is taken
in acidic condition i.e. pH 5). pH 5 Phthalate
buffer solution (leach Solution) is prepared by
mixing 1250 ml of 0.2 M Potassium Hydrogen
Phthalate solution with 565 ml of 0.2 M Sodium
Hydroxide solution and made up to 5 liter with
distilled water.
The object specimen samples are maintained at 38C
in oven and tested in Inductively Coupled Plasma
Mass Spectrometer (ICP -MS) after 24 hours, 30
days and 45 days. A beam of argon is passed and the
metal concentration is identified using the principle
of spectrometer. Fig. 3 shows the working principle
and experimental set up of ICP-MS. The results of
Fig. 3. Working Principle of Inductively Coupled
Plasma Mass Spectrometer
4. Discussion
From Table 2, it can be observed that Specific
Gravity of ferrochrome slag is 3.15 which
is considerably more than that of naturally
occurring coarse aggregate (2.4 to 2.8). The
higher specific gravity is indicative of higher
strength. The fineness modulus obtained for
slag is 6.97, which satisfies the requirement
of coarse aggregate used in concrete making.
The Flakiness index of slag is 14.3 whereas
elongation index is 14.5. Hence, the slag
particles are neither too flaky nor elongated.

Table 4. Comparison of Different Leaching Concentration of Elements Of Silico

Manganese Slag with Standard Limits as Per Is: 10500* and Who Standards**
S. No Element Permissible General Standards Leaching concentrations (ppm) from
Limit in absence for discharge of Object specimen Sample at pH 5, 38C
of Alternate environmental after exposure period of
Source pollutants 24 hours 30 days 45 days
[ppm]* [ppm]**
1. Aluminum (Al) 0.2 - 0.642 0.648 0.65
2. Calcium (Ca) 200 - 35.65 36.43 39.4
3. Vanadium (V) - 0.2 0.0018 0.0018 0.0018
4. Chromium (Cr) No relaxation 2 0.11 0.112 0.112
5. Manganese (Mn) 0.3 2 7.08 10.34 10.55
6. Iron (Fe) No relaxation 3 43.37 43.6 43.6
7. Nickel (Ni) No relaxation 3 0.72 2.707 2.76
8. Cobalt (Co) - - 0.196 0.3 0.3
9. Copper (Cu) 1.5 3 0.007 0.021 0.021
10 Zinc (Zn) 15 5 0.636 0.64 0.64
11. Arsenic (As) No relaxation 0.02 0.012 0.018 0.019
12. Cadmium (Cd) No relaxation 2 0.0003 0.0006 0.0006
13. Barium (Ba) No relaxation 2ppm 0.723 1.26 1.26
14. Lead (Pb) No relaxation 0.1 0.0068 0.0069 0.0069

(R )= Permissible Value of Barium as per EPA

14 INDIAN HIGHWAYS, JUNE 2017

 TECHNICAL PAPER

Table 5. Requirement of Aggregate for Use in the Pavement Layer ( MoRTH, 2001)
S.No Pavement component Maximum Permissible Maximum Maximum Maximum
layer Aggregate crushing permissible permissible limit of
value (%) abrasion value Aggregate flakiness index,
(%) impact value %
(%)
1 Water bound macadam 40 60 -- --
sub base course
2 WBM base course with 40 50 40 15
bituminous surfacing
3 Bituminous bound 40 50 35 15
macadam
4 WBM surfacing course 40 15
5 Bituminous penetration -- 40 30 25
macadam
6 Bituminous surface 30 35 30 25
dressing, Cement concrete
surface course
7 Bituminous concrete 30 30 30 25
surface course
8. Bituminous carpet 30 30
9. Water absorption < 0.6% (by weight)

Mechanical properties presented in Table 3
indicate that the aggregate impact values of Ferro
Chrome Slag are 18.7% and 17.5% in unsoaked
and soaked conditions respectively and infer that
it is strong for road applications. Crushing values
of ferrochrome slag in soaked and unsoaked
conditions are less than 20 percent and hence slag
has strength comparable to aggregate generated
from Granite. Abrasion values of Ferro Chrome
Slag in unsoaked and soaked conditions are
13.6% and 13% respectively and hence, it has
good abrasion resistance. Ferro Chrome Slag
satisfies all the requirements as per MoRTH
(Table 5) for use in the pavement layers.
Leaching test results obtained from Inductively
coupled Plasma Mass Spectrometer with Standard
concentrations as per IS 10500 and WHO
standards of drinking water presented in Table 4,
it can be observed that leaching elements are
progressively increased with increasing leaching
period i.e. 24 hours, 30 days and 45 days. Leached
concentrations of Manganese and Iron elements
are more compared with standard permissible
limit and Aluminum is slightly above permissible
limits. But, they are not much significant as it is a
fused material (Coarse material) and the reported
results are corresponding to powder material of
slag with size less than 0.2 mm. The leaching
concentrations of remaing elements did not cross
the permissible limits. No toxic elements are
observed to have leached within the periods of
exposure considered in the study.
4.1 Suitability for Road Construction
Aggregate crushing value shall not exceed 45%
for aggregate used in base courses and 30 percent
for wearing surfaces. The impact value shall not
exceed 30% for bituminous concrete pavements,
30% for WMM and WBM base courses. The
abrasion value should not eceed 40% for sub
base, base courses and 30% for surface courses.
The flakiness index shall not exceed 15% and
combined Flakiness and Elangation indices
value shall not exceed 30% for use in road
construction. As Ferro Chrome Slag satisfies all
these requirements specified by MoRTH 2001,
it can be advantageously used in construction of
different layers of pavements.

INDIAN HIGHWAYS, JUNE 2017 15

 TECHNICAL PAPER
4.2 Suitability for Concrete Application
Based on the values of specific gravity, Flakiness
and Elongation indices, Fineness modulus and
Mechanical properties, Ferro Chrome Slag of size
6.3mm to 37.5 mm is suitable for use as coarse
aggregate in concrete making. As slag satisfies
all the required specifications of IS 456-2010 for
coarse aggregate, it may be used in production of
low cost concrete.
4.3 Suitability for Rip Rap Application
Due to availability of large boulder size slag
material and due to its high compressive strength
in soaked condition, the Ferro Chrome Slag is
suitable for rip rap applications to stabilize slopes
of earthen embankments, particularly, highway
embankments, reservoir bunds and canal
embankments. The water absorption value is also
very low (about 0.3%). The Ferro Chrome Slag
boulders have more weight compared to natural
rock boulders and hence it is beneficial in slope
stability aspect also.
4.4 Suitability for Stone Column Application
Ferro Chrome Slag particles have more strength,
toughness and are less abrasive. The slag is
available with sizes ranging from 6.3 mm to
70 mm. The shear Parameters of Slag determined
using large shear Box is 52 and hence, it has
good frictional characteristics. So, the Ferro
Chrome Slag can be advantageously used as
construction material for stone columns used to
support structures such as embankments and oil
storage tanks in soft clays.
5. Conclusions
Based on the results of experimental studies
carried out on ferrochrome slag, the following
conclusions are made.
1. 
Ferro Chrome Slag is a coarse grained
material with high specific gravity.
16 INDIAN HIGHWAYS, JUNE 2017
2. 
No toxic elements get leached from
ferrochromium slag being a fused material.
3. Ferro Chrome Slag satisfies the requirements
of MoRTH specifications for use in pavement
construction (from sub base to wearing course).
4. In the areas where ferro alloys manufacturing
units are available, ferro chromium slag
may be used as cost effective alternate to
conventional stone aggregate in pavements
5. Ferro Chrome Slag of size 6.3mm - 30mm
may be used in concrete making as it satisfies
the requirements of coarse aggregate as per
IS 456-2000.
6. Ferro Chrome Slag has less water absorption,
high compressive strength and presence of
large boulder and so, it may be considered
for use as riprap material.
7. Ferro Chrome Slag of 6.3 mm -70 mm size
may be used in construction of stone columns
in soft clays
8. The use of the slag as aggregate in pavement
construction, concrete making, stone column
construction and Rip Rap reduces the demand
on natural stone aggregates.
6. References
1. Alper Baba (2004). Investigation of leaching
characteristics of ash wastes from thermal
power plants in western turkey, Proc. of 19th
World Energy Congress, Sydney, Australia.
2. Altan Yilmaz and Mustafa Karasahin (2010),
Mechanical properties of ferrochromium
slag in granular layers of flexible pavements,
Material and Structures, Vol. 43, pp.309-317.
3. 
Central Pollution Control Board (2000):
Criteria for hazardous waste landfills,
Ministry of Environment and Forests, Govt.
of India.
4. IRC:37-2012 (4th revision): Guide lines for
design of flexible pavements, Indian Roads
Congress, New Delhi
 TECHNICAL PAPER
5. 
IS 15284 (part 1)-2003: Design and
Construction for Ground Improvement
Guidelines Stone Columns, Bureau of
Indian Standards, New Delhi
6. 
IS 10500-2012: Drinking water
Specification, Bureau of Indian Standards,
New Delhi
7. IS 456-2000: Plain and Reinforced Concrete
Code of Practice, Bureau of Indian
Standards, New Delhi.
8. IS: 2386- Parts I, 1II and IV (1963). Indian
Standard Methods of Test for Aggregate for
concrete, Bureau of Indian Standards, New
Delhi.
9. MoRTH (2013): Specifications for Roads
and Bridge Works, Ministry of Road
Transportation and Highways, Indian Roads
Congress, New Delhi.
10. 
Pandian, N. S. (2004). Fly ash
characterization with reference to
geotechnical applications, Journal of Indian
Institute of Science, Vol. 84, pp.189216.
11. Pekka Niemel and Mauri Kauppi (2007),
Production, characteristics and use of
Ferrochromium slags, Outokumpu Tornio
Works, Tornio, Finland, pp.171-179,
INFACON XI, 2007.
12. Reddy, C.N.V.S and Moorthy, N.V.R. (2002),
Potential of rock flour for use in reinforced
soil constructions, Journal of Geotechnical
Engineering, Published by South East
Asian Geotechnical Society, Thailand,
Vol. pp.148-152.
13. 
Satyanarayana Reddy, C.N.V. and
Sanghamitra, B. (2010). Geotechnical
characterisation of wastes at zinc
manufacturing plants, Proc. of Indian
Geotechnical Conference, IIT Bombay, pp.
449-452.
14. Singh H.P. (2011). Strength characteristics
of fly ash reinforced with geosynthetic fiber,
International Journal of Earth Sciences and
Engineering, Vol.4, No 6, pp 969-971.
15. Song, J and Kang, G (2004). A practice of
ferroalloy production in an environment-
friendly and recycling way, Proceedings of
Tenth International Ferro Alloys Congress,
February, 1-4, 2004, Cape Town, South
Africa, pp 705-711.
16. Sridharan. A., Pandian, N. S. and Rajasekhar,
C. (1996), Geotechnical characterization
of pond ash, ash ponds and ash disposal
systems, Narosa Publishing House, New
Delhi, pp. 97110.
17. Zaib Hussain and Manjar Islam (2010).
Leaching of heavy metals from contaminated
soils using inductively coupled plasma
optical emission spectrometer (ICP-OES)
and atomic absorption spectrometer (AAS)
Journal of Scientific Research, Vol. 40, No. 2,
December, 2010 pp. 47-53
18. 
Zelic, J. (2005), Properties of concrete
pavements prepared with ferrochromium slag
as concrete aggregate, Cement and Concrete
Research, Vol. 35, pp. 2340-2349.
INDIAN HIGHWAYS, JUNE 2017 17
 EVALUATION OF MIXING AND COMPACTION
TEMPERATURES OF MODIFIED AND UNMODIFIED
ASPHALT BINDERS

Aniket V. Kataware* Dharamveer Singh**

ABSTRACT
The Brookfield Rotational Viscometer (BV) is widely used to determine the mixing and
compaction temperatures of different types of asphalt binders based on an equi-viscous
approach, recommended by Asphalt Institute. In this approach (referred as BV method
in this paper), temperatures correspond to a viscosity of a binder equal to 0.170.02 Pa.s
and 0.280.03 Pa.s are considered to estimate a range of the mixing and compaction
temperatures, respectively. Several researchers have reported that the BV method works
reasonably well for unmodified binders, however, it may fail to determine a suitable range
of temperatures for polymer and crumb rubber modified binders. This paper presents
two different methods namely, Steady Shear Flow (SSF) and Phase Angle Method (PAM),
conducted using Dynamic Shear Rheometer (DSR), to estimate the mixing and compaction
temperatures of unmodified and modified asphalt binders. One unmodified binder,
VG 30 and two modified binders: polymer modified (PMB 40) and crumb rubber modified
binders (CRMB 60) were used in this study. The analyses of the data showed that mixing
and compaction temperatures range for unmodified binder (VG 30) determined from
the BV method was 154C to 160C and 143C to 148C, respectively, which is close to
the ranges mentioned in MoRTH (mixing temperature: 150C to 165C, and compaction
temperature: >140C). However, this method predicted approximately 18C to 43C and
41C to 63C, higher range of the mixing and compaction temperatures, respectively for
modified binders (PMB 40 and CRMB 60) compared to the range listed in IRC:SP:53. The
SSF and PAM methods estimated approximately 15C and 50C, less mixing and compaction
temperatures, respectively, for modified binders (PMB 40 and CRMB 60) when compared
with the BV method. For PMB 40, the SSF method gives approximately a similar range of
mixing temperature as mentioned in IRC:SP:53. However, the compaction temperature was
estimated 30C higher. Moreover, the SSF method predicted approximately 27C and 53C
higher, mixing and compaction temperature range, respectively for CRMB 60. Likewise,
the PAM method predicted the mixing and compaction temperatures range of CRMB 60
binder close to the range listed in IRC:SP:53. Overall, the three methods (i.e., BV, SSF and
PAM) were found to be suitable for unmodified binder, while the SSF and PAM methods
worked well for modified binders. It is expected that the approaches discussed in this paper
may be helpful to revise and formulate a procedure to estimate a proper range of the mixing
and compaction temperatures for modified and unmodified binders.

*Ph.D., Research Scholar **Assistant Professor (Corresponding author) Transportation Systems Engineering, Department of Civil Engineering,
Indian Institute of Technology, Bombay, E-mail: dvsingh@civil.iitb.ac.in, Phone: (022)-2576-7304

18 INDIAN HIGHWAYS, JUNE 2017

1. INTRODUCTION
Hot Mix Asphalt (HMA) is widely used for
construction of flexible pavements. The asphalt,
filler, and aggregates are mixed in a plant as per
the recommended range of mixing temperature
of an asphalt binder. Thereafter, compaction of
asphaltic layers of a pavement is carried out in
the field at compaction temperature of an asphalt
binder. The mixing and compaction temperatures
of asphalt binders serve following purposes (1)
to ensure complete drying of aggregate during
production of HMA in a plant, (2) to ensure
workability of a mix, (3) to provide sufficient
coating of binder on aggregates, and (4) to achieve
enough compaction density during construction
of an asphalt pavement layers in the field. The
error in estimation of the mixing and compaction
temperatures may collectively cause premature
failure of pavement layers, production of a
tender mix, and insufficient compaction density
of a pavement. In addition, higher mixing and
compaction temperatures may result in thermal
degradation of asphalt binder, increased aging,
higher emission and significant fuel consumption.
Therefore, it is important to determine a suitable
range of the mixing and compaction temperatures
for different types of binders to be used for
construction of a flexible pavement.
The Brookfield rotational viscometer (BV
method) is widely used to determine the mixing
and compaction temperatures of different types
of asphalt binders based on an equi-viscous
approach, recommended by Asphalt Institute
(MS-2: Asphalt Institute, 1996). In this paper
equi-viscous approach is referred as a BV method.
In this method, the mixing and compaction
temperatures are determined as per a viscosity
of asphalt binder equal to 0.170.02 Pa.s and
0.280.03 Pa.s (ASTM D 2493, 2008; MoRTH,
2013), respectively. As per MoRTH, the mixing
and compaction temperatures of an unmodified
viscosity grade (VG) binder range from 140 to
170C and 130 to 150C, respectively (Table
500-2, MoRTH, 2013). However, a broad range
of the mixing and compaction temperatures:
165 to 185C and 115 to 155C, respectively are
provided for modified binders in IRC:SP:53 (IRC
SP-53:2010). Furthermore, for modified binders,
MoRTH suggests to follow manufacturers
recommendation for mixing and compaction
temperatures. However, it is not clear as how
industry (suppliers/producers) determine the
range of the temperatures for modified binders.
Several researchers have reported that the BV
method works reasonably well for unmodified
binders, however, this approach results in a
higher temperature for polymer and crumb rubber
modified binders (West et. al., 2010).
This study was undertaken to estimate the range
of the mixing and compaction temperatures of
one unmodified binder, VG 30 and two modified
binders, polymer modified (PMB 40) and crumb
rubber modified binders (CRMB 60) using three
different procedures namely, the BV, Steady
Shear Flow (SSF) and Phase Angle Method
(PAM). The Dynamic Shear Rheometer (DSR)
device was used to conduct test as per the SSF
and PAM methods. Furthermore, the ranges of
mixing and compaction temperatures determined
using the SSF and PAM methods were compared
with those estimated from the BV method. In
addition, temperatures estimated from the three
methods were compared with ranges mentioned
in IRC:SP:53 and MoRTH. This paper considered
temperature ranges mentioned in IRC:SP:53 as a
reference level in absence of data on mechanical
performance of bituminous mixes at different
temperatures. A future study may be carried out
to validate this range.
2. LITERATURE REVIEW
2.1 Past Studies on Determination of
Mixing and Compaction Temperatures
Researchers have introduced many new methods
namely, zero shear viscosity (Bahia et al., 2001),
extrapolated high shear rate viscosity (Yildrim
et al., 2006), steady shear flow (Reinke, 2003),
shear rate dependency (Shenoy, 2001), equivalent
mixture properties (Stuart, 2002; Azhari, 2003),
workability (Marvillet and Bought, 1979;
Gudimettla et al., 2003) and phase angle method
(West et. al, 2010) to determine the mixing and
compaction temperatures of modified binders.
Most of these methods give lower mixing and
compaction temperatures as compared to the
INDIAN HIGHWAYS, JUNE 2017 19
BV method. The reduction in the mixing and
compaction temperatures can adversely affect
various mechanical and volumetric of properties
of a mix namely, tensile strength, static and
resilient moduli, and Marshall Stability (Kennedy
et al., 1984; Bahri and Rader, 1964; Shukla
et. al, 1988). Similarly, Yildrim et al. (2000)
conducted a study to determine the mixing and
compaction temperatures of a mix prepared
with the modified binders incorporating shear
thinning behaviour. It was reported this approach
results in approximately 14 to 38C and 10 to
27C reduction in the mixing and compaction
temperatures, respectively, compared to the BV
method. Yildrim et al. (2006) recommended a
new viscosity range as 0.275 Pa.s and 0.550 Pa.s,
for estimation of the mixing and compaction
temperatures, respectively, with a shear rate of
500 1/ sec. This method resulted decrease in
the mixing and compaction temperatures by
13 to 52C than the temperatures estimated from
the BV method. Khatri et al. (2002) studied
the mixing and compaction temperatures for
modified binders using Superpave Gyratory
Compactor. They considered zero shear
viscosity approach and found 40C reduction in
temperature compared to the BV method. West et
al. (2010) used Phase Angle Method (PAM) and
found reduction in the mixing and compaction
temperatures over the Steady Shear Flow (SSF)
and BV methods.
2.2 Effects of High Temperature on
Environment and Energy Consumption
Chappat et al. (2003) and Zapata and Gambatse
(2005) found that energy consumption is higher
for HMA as it involves heating of aggregates and
binders at high temperature compared to a cold mix.
They mentioned that green house gases emission
for HMA is significant during production of a mix
in a plant. Ruhl et al. (2007) from Germany made
an effort to see exposure of vapours and aerosols
of binder to the workers health. The handling
temperature for HMA and mastic asphalt was
considered 185C and 250C, respectively,
and it was found that the measured vapours
and aerosols were 10 mg/m3 and 50 mg/m3,
respectively, indicating significant change of
vapours and aerosols density with increase in
20 INDIAN HIGHWAYS, JUNE 2017
temperature, which can adversely affect workers
health.
3. OBJECTIVES
The objectives of this study were to (1) introduce
two new methods: SSF and PAM to estimate
the mixing and compaction temperatures of
unmodified (VG 30) and modified (CRMB 60
and PMB 40) binders, (2) compare temperature
ranges estimated by the SSF and PAM methods
with the range predicted by the BV method, and
(3) compare the temperature ranges estimated
from three different methods (BV, SSF and PAM)
with the range listed in MoRTH and IRC:SP:53.
4. METHODS TO DETERMINE
MIXING AND COMPACTION
TEMPERATURES
4.1 Equi-viscous Approach Using
Brookfield Rotational Viscometer
(BV Method)
This method considers viscosity range of asphalt
within which it has enough workability to coat
the aggregates while mixing and acquires enough
stability while compaction. According to Asphalt
Institute, viscosity ranges of 0.170.02 Pa.s
and 0.280.03 Pa.s are considered to determine
the mixing and compaction temperatures,
respectively for unmodified binders (Asphalt
Institute, MS-2, 1996; SP-2, 1996). The viscosity
is determined at different temperatures by using a
rotational viscometer at a 20 rpm (ASTM D4402,
2008). Thereafter, the mixing and compaction
temperatures range are determined from a graph
plotted between viscosity and temperature
(ASTM D2493, 2008). This is a quite popular
method and many researchers/agencies across the
world consider this method.
4.2 Steady Shear Flow (SSF) Method
Reinke (2003) considered that at high shear
stress asphalt binder attains steady viscosity
which is termed as steady shear viscosity. High
shear stress is considered as 500 Pa. Viscosities
are determined for temperature ranging from
76 to 94C. By extrapolating steady viscosity
up to 180C on viscosity versus temperature
graph, mixing and compaction temperatures are
determined by considering viscosity range of
0.170.02 Pa.s and 0.350.03Pa.s, respectively
(ASTM D 2493, 2008). This test method requires
DSR device to conduct test under different shear
stress and temperature (ASTM D 7175, 2008).
4.3 Phase Angle Method (PAM) Method
Phase angle method is developed by West et
al. (2010). In this method, a phase angle of 86
is considered to be a change of state of asphalt
binder from viscous to visco-elastic nature,
facilitating a proper mixing and coating on
aggregates. Therefore, the mixing and compaction
temperatures are determined from frequency and
temperature relationship shown in Equations 1
and 2 (West et. al., 2010).
at different angular frequencies and temperatures
(ASTM D 7175, 2008).
5. EXPERIMENTAL WORK
5.1 Methodology
Three binders: one unmodified binder VG 30,
one polymer modified binder (PMB40) and one
crumb rubber modified binder (CRMB60) was
considered in the present study. The CRMB60
binder was modified with rubber granulates of
gradation passing 100% and 80% from number
30 and 40 sieves, respectively. All binders were
tested for their basic properties in accordance
with IS 73 and IS 15462, and results are reported
in Table 1. The binders were found to acceptable
as per the standard.

Mix. Temperature (F) = 325-0.0135 (1)
Comp. Temperature (F) = 300-0.012 (2)
Where, = angular frequency in rad/s for phase
angle of 86 determined from the master curve
plotted at reference temperature of 80C. This
test method requires DSR device to conduct test
The high temperature grade of VG 30, PMB 40, and
CRMB 60 binders determined in accordance with
ASTM D6373, were found to be 70C, 82C, and
88C, respectively, indicating that CRMB 60 binder
was stiffer followed by PMB 40 and VG 30.
The viscosity of these asphalt binders were
estimated at wide range of temperature using

Table 1 Basic Properties of VG 30, PMB 40 and CRMB 60

VG 30 PMB 40 CRMB 60
Tests (IS:73) (IS:15462) (IS:5462)

Observed Standard Observed Standard Observed Standard

Penetration (1/10) mm, 43 45 49 30-50 32 <50

min

Softening Point in C, 53.2 47 61.8 60 60.7 60

min

Ductility in cm., min >100 >75 >100 - 20.4 -

Viscosity at 60C, poise, 2400 2400-3000 - - - -

min

Viscosity at 135C, cst., 450 350 - - - -

min

Viscosity at 150C, n - NA 7.1 3-9 12.8 3-9

poise, min

INDIAN HIGHWAYS, JUNE 2017 21

the using the BV method. In addition, the
frequency and temperature sweep tests were
conducted using DSR device to collect the
data in accordance with the PAM method.
Similarly, viscosity of asphalt binder at different
temperatures and stresses was measured in the
SSF method using a DSR device. Finally the
results were analysed in order to estimate the
mixing and compaction temperatures range for
VG 30, PMB 40 and CRMB 60. A minimum of
three samples were tested at each temperature
and stress levels and average of three samples
are reported in this paper.
5.2 BV Method
The Brookfield rotational viscometer model
DV-II+Pro was used to measure absolute
viscosity. In this test, 10 gm of asphalt binder
sample was taken in a cylinder and viscosity
was measured by using a spindle number
27 with 20 revolutions per minute (ASTM
D4402, 2008). The viscosity of binders was
determined at six different temperatures
namely 105, 120, 135, 150, 165 and 180C
starting from lower to higher temperature.
The viscosity was measured up to 195C for
PMB 40 and CRMB 60 binders. At each
temperature, binder was conditioned for 15
minutes to attain uniform temperature. Fig. 1
summarizes the measured average viscosity
for all the binders at different temperatures.
As expected, viscosity values of the binders
decreases with an increase in temperature.
Overall, CRMB 60 shows the higher viscosity
compared to PMB 40 and VG 30, this may be
Fig. 1: Viscosity and Temperature for VG 30 ,
PMB 40 and CRMB 60 Binders Measured from
Brookfield Rotational Viscometer
22 INDIAN HIGHWAYS, JUNE 2017
because of crumb rubber particles, which cause
resistance to motion of the spindle and increases
shear stress, resulting in higher viscosity values.
5.3 SSF Method
The Dynamic Shear Rheometer (MCR 102) was
used with a 25 mm diameter plate and 0.5 mm gap
between parallel plates (West et al., 2010). The
sufficient asphalt sample was placed on the lower
plate, and the upper plate was moved down such
that the gap between the upper and lower plates
reaches to 0.5 mm. The excess binder squeezed
out between two parallel plates was removed by
trimming around the periphery of the plates. The
sample was allowed to condition at a selected
temperature for 15 minutes, prior to testing.
The viscosity was determined at three different
temperatures: 76, 82 and 88C by varying shear
stress from 50 to 500 Pa (West et al., 2010).
Fig. 2 shows viscosity with varying shear stress
for all the binders at 76C. It can be seen that
the viscosity of asphalt binder decreases with
an increase in shear stress. A similar trend was
observed at 82 and 88C. The modified binders
show property of shear thinning. Shear thinning
is defined as a behaviour in which viscosity
decreases with an increase in shear stress (Yildirim
et al., 2000). The unmodified binder exhibits
minimal change in viscosity with shear stress as
compared to crumb rubber modified binders. The
CRMB 60 showed the highest viscosity at low
shear stress and significant change in viscosity
with temperature.
Fig. 2: Viscosities and Shear Stress of Asphalt
Binders at 76C
The viscosities at shear stress of 500 Pa, as
per steady shear zone (Reinke, 2003), were
considered for analysis. It can be seen from the
Fig. 2 that both PMB 40 and VG 30 binders
reach a steady viscosity at 500 Pa, however, this
is not true for CRMB 60 binder. Therefore, this
method needs further modification to consider
such behaviour. Fig. 3 shows viscosity with
respect to temperature at shear stress of 500 Pa
for VG 30, PMB 40, and CRMB 60 binders. As
expected, viscosity decreases with an increase in
temperature for all three binders.
5. 4 PAM Method
The frequency sweep (0.1 to 100 rad/s) test was
performed with a parallel plate geometry (25 mm)
and 1 mm gap over a wide temperature range from
50 to 90C with an increment of 10C (West et
al., 2010). The master curve was plotted between
phase angle and angular frequency at a reference
temperature of 80C using Christensen, Anderson
and Marasteanu (CAM) model (2001) (Equation
3). The master curve is a time temperature
superposition of data (G* or phase angle for
different temperature) to get properties of asphalt
binder over a wide range of frequencies.
(3)
Where, = phase angle in degree (),
wc v= parameters, and w= reduced frequency in
rad/s.
Fig. 3: Viscosity and Temperature Measured at
500 Pa. in Steady Shear Flow Test for VG 30,
PMB 40 and CRMB 60
The master curve was constructed at 80C
using the solver function (which is a tool for
performing optimization with non-linear least
squares regression technique) of an excel
spreadsheet. Fig. 4 shows master curve for
VG 30 and CRMB 60 binders. The results show
that phase angle decreases with an increase in
angular frequencies; indicating binder shows
elastic nature as traffic speed increases. Similarly,
at same angular frequency, CRMB 60 binder
shows a lesser value of phase angle as compared
to VG 30 binder, indicating a higher elastic nature
of CRMB 60. For PMB 40, phase angle showed
an inconsistent trend, therefore, mastercurve
for PMB 40 could not be plotted. Thus, PAM
test data and analysis for PMB 40 binder is not
reported in this paper.
6. RESULTS AND DISCUSSION
The mixing and compaction temperatures from
the BV and SSF methods were determined
considering a viscosity range of 0.170.02 Pa.s
and 0.280.03 Pa.s as per AI specifications (SP-
2, 2001; MS-2, 1996). Similarly, the mixing and
compaction temperatures from the PAM method
were determined from the Equations 1 and 2.
Fig.4: Master curve for VG 30 and CRMB 60 at
80C reference temperature
6.1 Mixing and Compaction
Temperatures Based on BV Method
The Fig. 5 shows viscosity and temperature plot
for VG 30 binder. Similar graphs were plotted for
PMB 40 and CRMB 60 binders. This graph (Fig. 5)
was used to estimate a range of the mixing and
compaction temperatures as per mentioned viscosity
ranges and the results are reported in Table 2.
The mixing and compaction temperatures range
for VG 30 were determined as 154 to 160C; and
143 to 148C, respectively. These ranges were
approximately similar to the range mentioned
in MoRTH (mixing temperature: 150 to 165C;
compaction temperature: >140C), indicating
that the BV method works reasonably well for
unmodified binder.
INDIAN HIGHWAYS, JUNE 2017 23
Similarly, for PMB 40, the mixing and compaction
temperatures range were found to be 189 to 197C;
and 173 to 179C, respectively (Table 2). Similarly,
for CRMB 60, the mixing and compaction
temperatures range were estimated to be 213 to
222C; and 194 to 202C, respectively (Table 2). The
mixing and compaction temperatures for modified
binders predicted from the BV method were
significantly higher than the temperature ranges
mentioned in IRC SP-53 (mixing temperature
165 to 185C and compaction temperature 115 to
Fig. 5: Viscosity and Temperature for VG 30 from
155C). The findings are consistent with the results
Brookfield Rotational Viscometer
reported in the literature.

Table 2 Mixing and Compaction Temperatures for Different Binders

Type of Method/ Mixing Temperature (C) Compaction Temperature (C)
Binder Standards
Viscosity Range (Pa.s): Viscosity Range (Pa.s):
(0.15 - 0.19) (0.25 - 0.31)
Unmodified - VG30 BV 154 to 160 143 to 148
SSF 159 to 165 147 to 152
PAM 152 140
MoRTH 150 to 165 >140
Modified PMB40 BV 189 to 197 173 to 179
SSF 175 to 181 163 to 168
PAM Data not available
IRC SP-53 165 to185 115 to 155
MoRTH Manufacturers Recommendation
CRMB60 BV 213 to 222 194 to 202
SSF 199 to 206 185 to 191
PAM 163 149
IRC SP-53 165 to185 115 to 155
MoRTH Manufacturers Recommendation

The results (Table 2) show that mixing and
compaction temperature ranges for modified
binders (PMB 40 and CRMB 60) were high
compared to unmodified binder (VG 30). The
results are in consistent with the literature
(Yildrim et al., 2006; West et al., 2010).
6.2 Mixing and Compaction
Temperatures Based on SSF Method
The viscosity and temperature data from SSF test
(Fig. 3) was used for this analysis.
The mixing and compaction temperatures range
for VG 30 binder was estimated to be 159 to
165C; and 147 to 152C, respectively (Table
2). These temperature values were similar to
the temperature range determined by the BV
method (mixing temperature 154 to 160C and
compaction temperature 143 to 148C) and
MoRTH specification (mixing temperature 150

The Fig. 6 shows a graph between viscosity

and temperature for VG 30 binder estimated at
500 Pa. Similar graphs were plotted for PMB
40 and CRMB 60 binders. A linear function
was used to fit the curve to estimate mixing and
compaction temperature ranges for mentioned
viscosity ranges and the results are reported in Fig. 6: Viscosity and Temperature for
Table 2. VG 30 from SSF Test

24 INDIAN HIGHWAYS, JUNE 2017

to 165C and compaction temperature >140C).
Thus, the SSF method may be used to determine
the mixing and compaction temperatures of
unmodified binder, VG 30.
Similarly, the mixing temperature range for
PMB 40 binder was found to be 175 to 181C
which falls within the range of the temperature
mentioned in IRC:SP:53 (165 to 185C). However,
the compaction temperature for PMB 40 was 163
to 168C, which is higher than the limit mentioned
in IRC:SP:53 (115 to 155C). Thus, the SSF
method works partially well for PMB 40 binder.
Similarly, for CRMB 60, mixing and compaction
temperature ranges were 199 to 206C and 185 to
191C, respectively. Both mixing and compaction
ranges from the SSF method were higher than
temperature ranges mentioned in IRC:SP:53
(mixing temperature 165 to 185C and compaction
temperature 115 to 155C). Thus, the SSF method
may not be recommended for CRMB 60.
6.3 Mixing and Compaction
Temperatures Based on Phase Angle
(PAM) Method
The master curves plotted (Fig. 4) at a reference
temperature of 80C were used to determine the
mixing and compaction temperatures of VG 30
and CRMB 60 binders. The angular frequencies
corresponding to 86 phase angle were found to
be 127.30 rad/s and 0.17 rad/s for VG 30 and
CRMB 60 binders, respectively. Thereafter,
the mixing and compaction temperatures were
determined from frequency and temperature
relationship shown in Equations 1 and 2.
For VG 30, the mixing and compaction
temperatures were determined to be 152C
and 140C, respectively, these ranges were
approximately similar to the temperature
ranges calculated by the BV method (mixing
temperature 154 to 160C and compaction
temperature 143 to 148C) and as per MoRTH
specification (mixing temperature 150 to 165C
and compaction temperature >140C). Therefore,
the PAM method can be applicable for VG 30.
For CRMB 60, the mixing and compaction
temperatures were determined to be 163C and
149C, respectively, these temperature values
were found to be approximately same as that
mentioned in IRC:SP:53, for modified binders
(mixing temperature 165 to 185C and compaction
temperature 115 to 155C). Therefore, the PAM
method may be recommended for CRMB 60.
6.4 Comparison of BV, SSF, and PAM
Methods
The mixing and compaction temperatures
estimated by the BV, SSF and PAM methods, and
ranges recommended by MoRTH and IRC:SP:53
are summarized in Table 2.
For VG30, the three methods (BV, SSF, and
PAM) determine the mixing and compaction
temperatures range close to the range tabulated
in the MoRTH, and thus any of the methods may
be used for unmodified binder. For CRMB 60,
the BV method gives the highest temperature
range followed by the SSF and PAM methods.
The temperature difference between the PAM
and other two methods (BV and SSF) for
CRMB 60 binder was in range of 40 to 50C. The
temperatures estimated from the PAM method
were close to the range mentioned in IRC:SP:53
and thus this method may be used for CRMB 60.
For PMB 40, the BV method gives the highest
temperature range followed by the SSF method.
None of the methods predicted temperature close
to the range reported in IRC:SP:53.
It is to be noted that the PAM method could not
be used in this paper for estimation of the mixing
and compaction temperatures of PMB 40 binder.
Therefore, future study may be conducted to
evaluate suitability of the PAM method for PMB
binders.
Overall, significant temperature reduction was
found by considering different methods for
modified and unmodified binders which will
be helpful to reduce binder degradation, energy
consumption, emission and aging of binder
7. CONCLUSIONS AND
RECOMMENDATIONS
The following conclusions can be drawn from the
results and discussion presented in the paper.
INDIAN HIGHWAYS, JUNE 2017 25
1. The SSF method shows that viscosity
of binder is shear stress dependent. The
modified binders (PMB 40 and CRMB 60)
show higher shear rate dependency compared
to unmodified binder (VG 30).
2. The phase angle decreases with an increase in
frequency for VG 30 and CRMB 60 binders,
indicating that the binder acts as an elastic
solid as traffic speed increases.
3. The mixing and compaction temperatures
for modified binders (PMB 40 and
CRMB 60) estimated by the SSF method
were approximately 10 to 15C lower than
the temperatures determined from the BV
method.
4. The mixing and compaction temperatures
for CRMB 60 binder estimated by the PAM
method was approximately 40 to 50C lower
than the temperatures determined from the
BV and SSF methods.
5. The mixing and compaction temperatures
for VG 30, determined by the BV method
matches closely with the temperature range
reported in MoRTH, indicating that this
method works well for unmodified binder.
Similar results were obtained from the SSF
and PAM methods. Thus, any of the three
methods (BV, SSF, and PAM) may be used
for unmodified binder.
6. The mixing temperature range for PMB 40
determined by the SSF method matches
closely with the temperature range reported
in IRC:SP:53. However the compaction
temperature estimated from this method was
higher than that of IRC:SP:53.
7. The mixing and compaction temperatures
range for CRMB 60, determined by the PAM
method matches closely with the temperature
range reported in IRC:SP:53. Therefore, this
method may be recommended for CRMB
binders.
The current study does not evaluate the effects
of the mixing and compaction temperatures on
mechanical properties of asphalt mixes, and
therefore, it is recommended that a study be carried
26 INDIAN HIGHWAYS, JUNE 2017
out in this area. Furthermore, a temperature range
estimated in this study need to be verified based on
the workability and compaction level of different
mixes. Also, it is also important to investigate the
effects of temperatures on level of emission and
fuel consumption. In addition, additional binder
types should be included in the database to gain a
confidence in the development of a procedure for
estimation of mixing and compaction temperature
for Indian conditions. This paper considered
temperature ranges mentioned in IRC SP 53 as a
reference level in absence of data on mechanical
performance of bituminous mixes at different
temperatures. A future study may be carried out
to validate this range.
8. Acknowledgment
The authors would like to thank Mr. Dharmesh
Gala and Mr. Anant Kukkar from Anton Paar
India for granting us permission to use the
dynamic shear rheometer in their laboratory. A
generous support of asphalt binder supplier is
greatly appreciated.
9. References
1. Asphalt Institute Superpave Mix Design,
Superpave Series No. 2 (SP-2). Asphalt
Institute, Lexington, KY, 2001.
2. Asphalt institute manual series no 2 (MS-2)
Mix design method for asphalt concrete and
other hot mix types, Lexington, 1996.
3. ASTMD 7175, Standard Test Method for
Determining the Rheological Properties
of Asphalt Binder Using a Dynamic Shear
Rheometer, American Society for Testing
and Materials, United States, 2008.
4. ASTM D 2493. Standard viscosity
temperature chart for asphalts. American
Society for Testing and Materials, United
States, 2008.
5. Bahri, G. R., and Rader, L. F. Effects of
Viscosity Control of Tar on Marshall Stability
Values of Tar Concrete, Proceedings of
American Society Testing and Materials,
Vol. 64, pp. 968-980, 1964.
6. Gudimettla, J.M., L.A. Cooley Jr., and E.R.
Brown. Workability of Hot Mix Asphalt,
NCAT Report 03-03, National Center for
Asphalt Technology, April 2003.
7. Indian Roads Congress. Guidelines on the
use of modified bitumen in road construction
(second revision) IRC: SP: 53, Indian Roads
Congress, New Delhi, India, 2010.
8. Jenifer M. Cavallari, Leonard M. Zwack,
Clifford R. Lange, Robert F. Herrick and
Michael D. McClean, Temperature-
Dependent Emission Concentrations
ofPolycyclic Aromatic Hydrocarbons in
Paving and Built-Up Roofing Asphalts.
Annual Occupation Hygiene, Vol. 56, No. 2,
pp. 148160, 2012.
9. Kennedy, Thomas W., Freddy L. Roberts, and
Robert B. McGennis. Effects of compaction
temperature and effort on the engineering
properties of asphalt concrete mixtures.
Placement and Compaction of Asphalt
Mixtures, ASTM STP 829: pp. 48-66, 1984.
10.
Khatri, Arif, Hassain U. Bahia, and
Doug Hanson. Mixing and Compaction
Temperatures for Modified binders using
the Superpave Gyratory Compactor (with
discussion), Journal of the Association of
Asphalt Paving Technologists 70, 2001.
11. Marvillet, J. and P. Bougalt. Workability
of Bituminous Mixes-Development
of a Workability Meter, Proceedings,
Association of Asphalt Paving Technologists,
Vol. 48, 1979.
12.
Michel Chappat and Julian Bilal,
Environmental Road of the Future, lifecycle
analysis, Sustainable Development,
COLAS, 2003.
13. Ministry of Shipping Road Transport and
Highways Specifications for 18 Road and
Bridge Works, New Delhi, 2013.
14. Reinke, G. Determination of Mixing and
Compaction Temperature of PG Binders
Using a Steady Shear Flow Test, presentation
made to the Superpave Binder Expert Task
Group, September 2003.
15.
Shenoy, A. V. Determination of the
Temperature for Mixing Aggregates with
Polymer-Modified Asphalt. International
Journal of Pavement Engineering, Vol. 2,
Number 1, 2001.
16. Stuart, K.D. Methodology for Determining
Compaction Temperatures for Modified
Asphalt Binders, FHWA-RD-02-016,
Federal Highway Administration, 2002.
17. Shukla R. S., I. R. Arya, V. K. Jaitley and M.
C. Harit, Viscosity effects in Design and
Construction of Asphaltic Concrete, Journal
of the Indian Congress, Vol. 49-2, New Delhi,
1988.
18. West, Randy C., Donald E. Watson, Pamela
A. Turner, and John R. Casola. Mixing and
compaction temperatures of asphalt binders
in hot-mix asphalt. Project 9-39. 2010.
19. Yildirim, Yetkin, Jason Ideker; and Darren
Hazlett, Evaluation of Viscosity Values for
Mixingand Compaction Temperatures. The
Journal ofMaterials in Civil Engineering,
Vol. 18, No. 4, August 1, 2006.
20.
Yildirim, Yetkin, Mansour Solaimanian
and Thomas W. Kennedy. Mixing and
compaction temperatures for hot mix asphalt
concrete. Work 1250, 2000.
21. Yusoff, Nur Izzi Md, Montgomery T. Shaw,
and Gordon D. Airey. Modelling the
linear viscoelastic rheological properties
of bituminous binders. Construction and
Building Materials 25.5: pp. 2171-2189,
2011.
22. Zapata Pablo and John A. Gambatese.
Energy consumption of asphalt and
reinforced concrete pavement materials
and construction. Journal of Infrastructure
Systems 11.1: pp. 9-20, 2005.
INDIAN HIGHWAYS, JUNE 2017 27
28 INDIAN HIGHWAYS, JUNE 2017
 TECHNICAL PAPER

Predictive Modelling of Road Accidents in India: A Review

Gyanendra Singh* S. N. Sachdeva** Mahesh Pal***

ABSTRACT
The problem of road safety has acquired very serious dimensions in our country causing
deaths of 1,42,000 people every year and costing more than 3% of the GDP besides the
grief and pains of the family. The lack of systematic data, poor quality of record and under-
reporting of road accidents as well as lack of available tools to quantify safety effects pose
serious challenges to the researchers and planners working on highway safety. This paper
is an attempt to review the progress of research work on identification of causal factors and
predictive modeling of road accident in India.
Approximately 70 studies and review papers were examined to identify research trends,
data issues, methodological challenges and advancements in predictive modeling of road
accident in India as well as advantages and shortcomings of the methods adopted to model
the accidents and gaps in the research work.
Although researchers are adopting new techniques and many explanatory variables are
being tried into models but still the results are not conclusive. No study has so far tried
to model accidents by injury severity in India. The effect of weather (fog, rain etc.) on
accidents has not yet been quantified. Relative contribution of explanatory variables and
effectiveness of various modelling techniques is yet to be tested for various data sets and in
comparison with other modelling techniques. A quality accident database is required to be
created using GIS based applications to enhance safety research.
Key words: Accident Prediction Models, Road Safety, Literature Review, Random
Parameter Models.

1. Introduction: time, India is home to the largest number of road

Issues related to road
safety in India
Indian road network of more than 46.9 lakh kmis
second largest in the world and experiencing a
fast and unprecedented growth. But at the same
deaths in the world, 1,42,000 deaths in 2011
(MoRTH, 2011). The proportion of fatal accidents
has consistently increased since 2002 from
18.1 per cent to 24.4 per cent in 2011(Mohan,
2009). The situation is even worse than the
numbers suggest as the continuous efforts by

*Asst. Prof., CED, Deenbandhu Chhotu Ram University of Science and Tech., Murthal, Sonepat, Haryana; E-mail: singhgyan27@yahoo.in
**Prof., Civil Engineering Department, National Institute of Technology, Kurukshetra, Haryana, India, E-mail: snsachdeva@yahoo.co.in
***Prof., CED, NIT, Kurukshetra, Haryana, India, E-mail: mahesh1965@gmail.com Corresponding author- E-mail: singhgyan27@yahoo.in

INDIAN HIGHWAYS, JUNE 2017 29

 TECHNICAL PAPER
the government and enforcement agencies have
resulted improvements in reporting of less severe
crashes. The estimated social cost of accidents
in India is around Rs. 1,00,000 Crores per year
which constitutes about 3% of GDP (MoRTH,
2007)setting aside grief and pains of dependents.
The fatality rate per volume has been reported
more than three times higher on the four-lane
divided highway section than on two lane
sections. The conversion of highways from two
to four lanes has increased the fatality rate from
41% to 51% on the high-crash-rate sections
(Shaheem and Das Gupta, 2005; Shaheem et al.,
2006). On 4-lane divided roads head-on collisions
comprise 19% of the crashes due to wrong side
traffic (MOST, 2000). The business settlements
and commercial activities along these highways
result in heavy pedestrian traffic and wrong side
entries in the stream making these highways more
unsafe. About two-thirds of the fatalities take
place on highways, which are mainly intercity
roads.
Studies suggest that a high percentage (20-60%)
of fatalities on highways consist of pedestrians,
bicyclists, other non-motorists, and occupants
of slow vehicles. Over-involvement of trucks in
fatal crashes is another issue. Night time driving
in India is substantially riskier than daytime
driving primarily due to conspicuity of road
users, driving under the influence of alcohol,
and fatigue of truck drivers (Mohan et al., 2009)
but the poor quality of available data does not
allow quantification of contribution of individual
aspects.
Draft National Road Safety Policy Document
identified 11 major road safety issues: lack of
required awareness about road safety issues at
various levels, lack of enabling legal, institutional
and financial framework for road safety, lack of
road safety information database, lack of safe
road infrastructure, lack of enforcement of safer
vehicle norms, unsafe drivers due to lack of
enforcement of driving license norms and traffic
rules, poor state of safety of vulnerable road users,
and emergency medical services for accident
victims, lack of road safety education and training,
and lack of human resource and research for road
safety. The report underlines that Road Safety
30 INDIAN HIGHWAYS, JUNE 2017
research is needed to clarify the current situation
in terms of priorities and problem areas. Accurate
and comprehensive accident data is required
to provide a base comparison for identifying
problems, evaluating changes and asserting the
effectiveness of any countermeasures adopted.
A particular deficiency is the lack of research
in the field of the development and monitoring
of low cost engineering measures. With such
developments immediate improvements can be
implemented at the known hazardous locations.
The dissemination of information on road safety
matters amongst professionals and others in the
field is very poor.
The lack of systematic data, poor quality of
record, under-reporting of road accidents and
lack of available tools to quantify safety effects
poses serious challenges before researchers and
planners who want to address the above safety
issues. In absence of detailed driving data it has
become quite difficult to identify causes and
to develop their relationship with individual
accidents.
This lack of information has diverted the
research towards the development of accident
prediction models which try to understand the
factors associated with accident occurrence by
developing statistical relationships correlating
various factors with the number of accidents
occurring in a geographical space (road section, or
intersection) over a period of time. Keeping these
issues in mind, this work provides a review of
the progress made in this direction by discussing
in detail the key issues related to accident data
in India, advantages and shortcomings of the
methods adopted and gaps in the research work.
2. Method
Approximately 70 studies, review papers and
reports were examined to identify research
trends, data issues, methodological challenges
and advancements in predictive modeling of
road accident in India as well as advantages and
shortcomings of the methods adopted to model
the accidents and gaps in the research work.
To identify the problems associated with data,
 TECHNICAL PAPER
the records of first information reports (FIRs)
of accidents and Public works departments and
other related agencies were studied.
3. Results
3.1 Problems Associated with Modelling:
Accident occurrence being a complex
phenomenon presents serious challenges to
the modeller. The possibility of making causal
inferences based on accident prediction models
depends strongly on how well the assumptions
reflect the reality, what functional relationship
was chosen and what method was adopted to
overcome disturbing factors. These data and
methodological issues have been thoroughly
discussed in the literature by various researchers
(Elvik, 2011; Hauer, 2010; Lord and Mannering,
2010; Persaud, 2001; Savolainen et al., 2011,
Mannering andBhat, 2013).
The traffic conditions in India are even more
complex. The Indian research has advanced
steadily keeping in mind some of the modelling
challenges as discussed below but still many of
them are unaddressed.
3.1.1 Under-reporting: Due to under-reporting
of accidents to police, actual number of road
accident and injuries in India could be much higher
than reported. Danoda et.al. (2008) found that in
Hyderabad 22% of the road traffic fatalities were
not reported to the police and only one-fourth of
Road Traffic Injuries coming to the emergency
department in the hospitals were reported to
the police. Similar results were reported by
Gururaj et.al. (2000) in Banglore. Another study
conducted on Mumbai-Pune Expressway (2013)
showed that 67% accidents were not reported
being minor or to avoid police involvement. An
important study conducted in Haryana, Varghese
and Mohan (1991) showed that the actual ratio
between critical, serious and minor injuries was
1:29:69. Using the epidemiological evidence
from India and other countries Mohan D. (2002),
suggested the ratio between deaths, injuries
requiring hospital treatment and minor injuries to
be 1:15:70 in India. The same was also suggested
by Sundar committee (MoRTH, 2007). All these
studies indicate that Under-reporting of accidents
is a serious problem in India, and magnitude
of under reporting of accident data is different
in different severity levels of accidents. This
seriously limits the development of predictive
models based on levels of injury severity.
3.1.2 Poor quality of available data: There is no
standard practice of recording of accident data by
police. Although GPS based mobile phones and
other portable applications are available which
could record the exact location but still the accident
locations are being recorded approximately in km
from police post, and that too with an accuracy
of 0.5 km or with respect to certain reference
point (ahead or back). Without knowing exact
location, the accident data could not be correlated
with the engineering or geometric features of
the site. The data related to traffic volume, road
conditions etc. are also not maintained regularly.
GIS based Road Accident Data Management
System (RADMS) for Tamil Nadu (Sivakumar
and Krishnaraj, 2013) and Road Accident
Data Recorder (RADaR), software application
developed for tablet, to help the traffic police to
collect the accident data (Sikdar and Bhavaskar)
are a few of the recent initiatives in this direction
showing the way forward.
3.1.3 Over-dispersion: Many Indian researchers
(Sharma and Landge, 2012, 2013; Sharma et
al., 2013; Jacob and Anjaneyulu, 2013) have
highlighted that the number of accident is a
non-negative, sporadic and discrete variable
and it follows the Poissons distribution in place
of normal distribution. But often the accident
data shows over-dispersion (variance is greater
than mean) which violates some of the basic
assumptions of Poisson model.
3.1.4 Low Sample-mean and small sample
size: Accidents are rare events and data may have
an excess number of observations where zero
accidents have been observed. This data with a
low mean number of accidents and a small sample
of study units (section, intersections, etc.) make it
difficult to determine the functional form of the
relationship between an explanatory variable and
the number of accidents.
3.1.5Under-dispersion: Under-dispersion
(variance is less than mean), though observed rarely
at sites with low sample mean value, violates some
INDIAN HIGHWAYS, JUNE 2017 31
 TECHNICAL PAPER

of the basic accident data modelling assumptions
of Poisson and Negative binomial model.
3.1.6 Heterogeneity of traffic: Unlike developed
countries, Indian traffic is mixed traffic with vehicles
of different static and dynamic characteristics
sharing the same road space. Average values of
shares of various motorized vehicles on Indian
highways are as follows: 33% for cars and three-
wheelers, 29% for motorized two-wheelers, 29%
for trucks, 7% for buses and 2% for tractors. For
non-motorized road users the proportions are:
4-25% on 4-lane divided highways and 9-39% on
2-lane highways(Mohan, 2009).
3.1.7 Fixed Parameters: Traditional models
use fixed parameters for modeling which ignore
unobserved heterogeneity found in the traffic
and accident data due to variability in driver
behavior, periodic maintenances, or mixed
traffic conditions, between sites and over time.
If parameters are estimated as fixed, the result
will provide biased parameter estimates leading
to wrong inferences with regard to the influence
of explanatory variables. Heterogeneity in the
mixed traffic conditions may be modelled by
selecting random parameters in place of fixed
parameters(Dinuand Veeraragavan, 2011).
3.2 Accident Prediction Models
There is a serious lack of research work on
predictive modelling of accidents pertaining to
safety on specific roads or intersections in India.
The prediction models developed in India may be
categorized on the basis of analyzing technique.
The summary of advantages and limitations of
various models is given in Table 1.

Table 1: Summary of Existing Models Applied to Indian Conditions

Sr. No. Model type Strength Limitation

1 Models based on Smeeds Macro-models, correlate number Provide no cause-effect

Formula (Valli, 2005; Ponnaluri, of accidents in a road network relationship for various accident
2012; and Vijya, 2013) with the population of the area related factors and therefore
and number of vehicles. suggest no guideline for safety
improvements on a particular
road. Therefore, very limited
applications.
2 Multiple Linear Regression Models Model development and The assumption of normal
(Desai and Patel, 2011; Rokade et interpretation is very simple. distribution of accidents is not
al., 2010; Singh and Suman, 2012) correct.
3 Baseline Models Simple Models, use only one- A small sample size can affect
(Fletcher et al., 2006) two explanatory variables, effect the robustness and statistical
of other variables incorporated power of the model. Model may
through AMFs, flexibility in become biased, when the sample
defining baseline conditions mean value is very low (Lord,
2006)
4 Poisson (Fletcher et al., 2006; Most basic model; easy to Cannot handle over- and under-
model Hills et al., 2002; estimate, better represents dispersion as it assumes mean
Isaac, 2001; Jacob the actual process of accident is equal to variance; negatively
and Anjaneyulu, occurrence influenced by low sample mean
2013; Landge et and small sample size
5 Negative al., 2006; Robert et Probably most widely used Cannot handle under-dispersion;
binomial al., 2007; Sharma model, Easy to estimate, can adversely influenced by low
model and Landge, 2012; account for over dispersion, sample mean and small sample
Srinivas et al., size (Lord, 2006; Lord et al.,
2007; Divakaran 2008)
and Sreelatha 2013;
Sharma et al., 2014)

32 INDIAN HIGHWAYS, JUNE 2017

 TECHNICAL PAPER

6 Zero-inflated Poisson and
negative binomial
(Sharma et al., 2013; Sharma
and Landge, 2013; Jacob and
Anjaneyulu, 2013)
7 Poisson-Weibull Bayesian models Flexibility to fit different kinds
(Chikkakrishna et al.,2013)
8 Random effect/parameters models More flexible than the traditional
(Dinu and Veeraragavan, 2011;
Singh et al., 2016)
9 Hierarchical/Multilevel Models
(Fletcher et al., 2006)
10 M5 model tree
(Singh et al., 2016)
11 Back Propagation Neural
Network Model
(Sikka, 2014)
Handles datasets that have a
large number of zero-crash
observations
of data, can account for over
dispersion
fixed parameter models in
accounting for unobserved
heterogeneity, by considering
temporal and spatial correlation in
the accident data.
Simple, mathematically sound,
non-parametric method. Can
handle temporal, spatial and other
correlations among groups of
observations.
Simple, mathematically sound,
non-parametric method. Can
handle temporal, spatial and other
correlations among groups of
observations.
Interpretation of results is very
easy as a linear equation is
provided by the model at each
node of tree.
Non parametric approach
assumption about distribution
of data not required; flexible
functional form; better statistical
fit than traditional models
Model cannot properly reflect
the accident-data generating
process (Lord et al., 2005). Can
create theoretical inconsistencies;
can be adversely influenced by
the low sample mean and small
sample size,
Reported inferior than NB
models.
Complex estimation process; not
necessarily improve predictive
capability, model results may not
be transferable to other data sets
(Lord and Mannering, 2010).
Poorly estimated coefficients
and wrong inferences if the
potential hierarchical structure of
the data is not considered, (Lord
and Mannering, 2010) may not
be easily transferable to other
datasets; correlation results can
be difficult to interpret.
Poorly estimated coefficients and
wrong inferences if the potential
hierarchical structure of the data
is not considered, (Lord and
Mannering, 2010)
Complex estimation process;
may not be transferable to other
datasets (Xie et al., 2007); may
not have interpretable parameters

Theoretical framework of some most commonly
used models and their performance in Indian
conditions as reported by various researchers is
given below.
3.2.1 Multiple Linear Regression Models: This
technique assumes that the number of accidents is
a normally distributed continuous variable and is
linearly related with explanatory variables. Linear
regression model was found to be able to capture
only one third of variability in the injury and fatal
crashes and performed worst in comparison to
Poisson, Negative Binomial and Zero inflated
models (Jacob and Anjaneyulu, 2013).
3.2.2 Generalised Linear Models:
Poisson model: Accident is a discreet integer
variable with low probability of occurrence,
therefore in Poisson Models the following
probability density function is usedto find out
probability of occurrence of y accidents on ith
road unit (segment or intersection etc.):
(1)

INDIAN HIGHWAYS, JUNE 2017 33

 TECHNICAL PAPER
Where i is the Poisson parameter for
road unit i, which is equal to the expected
mean number of accidents per period and
estimated by following functional forms : i=
or where Qi is
traffic flows in vehicles per day on road section
i, and Li is segment length for site i; and 0, 1,
2, are coefficients and xi are factors affecting
accidents.
The NB (or Poisson-gamma) model: This
is an extension of the Poisson model and
assumes that the Poisson parameter follows
a gamma probability distribution and the
variance can be adjusted independently by
introducing an error term in the equations
of Poisson model. Thus, the expression for
inow becomes: is
a gamma-distributed error term with mean
1 and variance . The addition of this term
allows the variance to differ from the mean as
When
approaches zero, this reduces to Poisson model.
The parameter is often referred to as the over-
dispersion parameter.
Zero-inflated Poisson and NB models: Zero-
inflated model sare proposed as an alternative
to Poisson or NB models.These models assume
that there are two different states of accident
generating process: a Safe or accident Free State,
and a normal accident prone state. If pi is the
probability of occurrence of zero accidents at
site i, the probability of occurrence of non-zero
accidents will be (1- pi). Then the model form can
be written as follows:
The probability of a roadway segment being in
zero or non-zero states can be determined by a
binary logit or probit model:
(4)
Where zi = i Xi; and is the shape factor or
splitting parameter. Jacob and Anjaneyulu (2013)
34 INDIAN HIGHWAYS, JUNE 2017
found performance of these models inferior to
Poisson models.
Poisson-Weibull Bayesian models: The
PW distribution is a mixture of Poisson
and Weibull distribution and designed to
accommodate the over-dispersion. For the
PW model, it is assumed that error term i
is independent and Weibull distributed with
mean E () =
where and k are
scale and shape parameters, respectively. The
probability distribution function (p.d.f) of the
Weibull distribution therefore becomes:
Random effect/Parameter models: This
type of models has been reported to account
for unobserved heterogeneity in the mixed
traffic conditions like India. The random effect
model takes into consideration the spatial and
temporal correlation found in the accident data
by assuming different offsets and slopes for
different highway sections and different year
data, therefore the estimated coefficients are
more correct as compared to those of negative
binomial models. Random-parameter model is a
special class of random effect models which allow
each estimated parameter of the model to vary
across each individual observation in the dataset.
Here the parameters are written as where vi is a
randomly distributed term. With this equation,
the Poisson parameter becomes in
the Poisson model and in the NB
model.Singh et al., (2016) found the performance
of random effect models better than commonly
used Negative binomial and Poisson models.
M5 model tree: This model is a non parametric
model. M5 model tree is a conventional decision
tree with the linear regression function at its
terminal nodes. Unlike the traditional tree it can
also use for prediction of continuous numerical
variables also, thus increasing flexibility of model.
the results of the model are produced in a simple if-
then type form, and availability of a simple linear
regression equation at each node of the tree makes
the interpretation very easy for the user. Singh et
al., (2016) found that the model estimation and
 TECHNICAL PAPER

interpretation of results was much easier with M5
tree as compared to random effect model and also,
its performance was slightly better.
Although a steady progress could be seen in
predictive modeling of accidents in Indian
conditions, still the applicability of various new
techniques like Poisson-Lognormal model (Ma
et al., 2008; Park and Lord, 2007), the Conway
MaxwellPoisson model (Lord et al., 2008),
Markov Chain switching models (Malyshkina et
al., 2009), Neural network and Bayesian neural
network (Abdelwahab and Abdel-Aty, 2002;
Chiou, 2006; Delen et al., 2006; Riviere et al., 2006;
Xie et al., 2007), Fuzzy Logic (Adeli and Karim,
2000; Hsiao et al., 1994; Sayed et al., 1995) and
Support Vector Machine models (Li et al., 2008)
remains yet to be tested in Indian conditions.
So far, only two comparative studies have been
reported in the literature (Fletcher et al., 2006;
Jacob and Anjaneyulu, 2013) which suggest
superiority of generalised linear models in Indian
conditions.But, still a lot is to be done in this
direction. However, selection of a particular
model should be based on availability of the
accident data and its accuracy (Sharma et al.,
2013; Sharma and Landge, 2013).
3.3 
Choice of Dependant and
Explanatory Variables
3.3.1 Choice of dependent variable - It has
been reported by various researchers(Tivari,
2000; Lord et al., 2008; Elvik, 2011) that the
relationship between traffic volume and accident
rate is non-linear:
Accidents/unit of time = a (AADT)b (6)
Literature also suggests a non-linear relationship
between number of accidents/unit of time and
section length. Therefore, selection of accident
rate in terms of accidents/million-vehicle
kilometer-year (MVKY) or accident/km-year
as dependent variable may lead to erroneous
results, particularly when traffic volume is in
very high range, as on National Highways.
Therefore number of accidents per year is a more
appropriate choice.
3.3.2 Choice of explanatory variable- The
usual basis for choosing explanatory variables
in the Accident Prediction Models has been the
data availability, the variables that have been
found significant in the previous studies and
the variables that can be measured in a reliable
way (Eenink, 2008). For rural road sections, the
AADT and section length are used as explanatory
variables in almost all predictive models.
Indian researchers have chosen many variables
in their studies with a clear focus on the mixed
traffic conditions but many times results are not
conclusive.The key findings are summarised in
Table 2.

Table 2: Choice of Explanatory Variable and the Key Findings in the Literature
Sr. No. Explanatory Reported studies Key findings
variable
1 Traffic Vol. Singh and Suman (2012) Accidents/km-year increases with AADT but accident/
(AADT) million-vehicle km-year (MVKY) decreases with
increase in AADT.
Chikkakrishna et al. (2013) Probability of occurrence of crashes increases with
traffic volume
Prajapati and Tiwari (2013) The mid-blocks with heavy traffic have highest traffic
crash risk, which reduces up to 20% on low level traffic
road segments
Hourly Vol. Dinu and Veeraragavan Captures daily variability in traffic vol. and significantly
(2011); Desai and Patel affects accident rates.
(2011)

INDIAN HIGHWAYS, JUNE 2017 35

 TECHNICAL PAPER

2 Traffic Singh and Dhattarwal Heavy vehicles were found involved in 38.9% to 48%
composition (2004); Singh and Suman accidents respectively.
% of heavy (2012)
vehicles Sharma et al. (2013) Every 2% rise in heavy vehicles traffic may increase
motorcycle accidents by 28%.
Landge et al. (2006); Bhat et Percentage of heavy vehicles in traffic have significant
al. (2013) impact on safety of motorcyclists
Srinivas et al. (2007) Fatal and major accidents have positive association with
heavy commercial vehicles.
Dinu and Veeraragavan Proportion of trucks in traffic was found to cause a
(2011) decrease in night-time accidents.
% of cars Srinivas et al. (2007) Fatal and major accidents have negativerelationship
with % of non-motorized vehicles and cars
% of 2-wheelers Dinu and Veeraragavan Increase in motorized two-wheelers resulted in more day
(2011) time accidents.
% of slow veh. Jayachandran and % slow moving vehicles was negatively correlated with
Anantharajan (1994) no of accidents
3 Road Length Dinu and Veeraragavan Increase in length of highway segment resulted in an
(2011) increase in accidents.
4 Speed and its Landge et al. (2006) Identified positive relationships between speed and
variance fatality rate.
Landge (2013); Sharma et Speed variance is significant for safety of motorcyclists
al. (2014) and high speed cars.
Robert et al. (2007); Rokade Observed a negative correlation between number of
et al., (2010) accidents and speed.
5 Road/lane width Sharma and Landge (2013, Addition of 1 m lane width may reduce the pedestrian
2012) accidents by 50% and heavy vehicle accidents by 30%.
Jacob and Anjaneyulu Increased carriageway width beyond certain limit,
(2013) results in higher speeds and higher unsafe overtaking
manoeuvres resulting accidents.
Srinivas et al. (2007) Presence of wider lane increases the likelihood for
accident
Prajapati and Tiwari (2013) Arterial roads with wider carriageway and higher
number of lanes increase the risk of fatal crash for
pedestrians and bicyclists
6 Shoulder width Jacob and Anjaneyulu Influence of shoulder width on accidents is twice as that
and type (2013) of carriageway width and reduction in shoulder width
produces more injury crashes than fatal crashes
Sharma et al. (2013); 1 m extra shoulder may reduce pedestrian accidents by
Sharma and Landge (2012, 50% and motorcycle accidents by 24% and additional
2013);Sharma et al. (2014) 0.25 m shoulder on either side of road reduce heavy
vehicle accidents by 25%. Shoulder width deficiency has
significant influence on accidents of high speed cars.
Fletcher et al. (2006) Shoulder width up to 1.5 m reduces the accidents by
28% but a further increase reduces the rate of reduction,
but a marked decrease in accidents was indicated at 3 m
or more width.
Padmanaban et al. (2010) 24% occurred due to insufficient shoulder width.

36 INDIAN HIGHWAYS, JUNE 2017

 TECHNICAL PAPER

7 Road with Jayachandran and % of road with median was negatively correlated with
median Anantharajan (1994) number of accidents.
Prajapati and Tiwari (2013) Urban road Segments with medians have higher risk
compared to those without medians.
8 Drive way Rajaraman (2009) U-turns and highway sections close to facilities were
density/ black spots for truck accidents
minor access/ Sharma and Landge, (2013, Access density has significant influence on accidents
median 2012); Sharma et al. (2014) of high speed cars. Each additional access point/km of
openings road may increase heavy vehicle accidents by 60% and
pedestrian accidents by 100%.
Chikkakrishna et al. (2013) Probability of occurrence of crashes increases with
Access Roads and Median opening
Prajapati and Tiwari (2013) On urban mid blocks risk reduces as number of junctions
increase
Padmanaban et al. (2010) 34% of front-rear collisions occurred at gaps in medians/
junctions
9 Road marking Fletcher et al. (2006) Sections with good road marking have a lower accident
rate than those with fair and poor markings.
10 Road Side Fletcher et al. (2006) Accidents were less at low or medium side friction but
friction a large jump in accidents was observed for high side
friction.
11 Road and Fletcher et al. (2006) An increase of 65% in fatal and 28% in severe injury
shoulder accidents on pavements with poor condition.
condition Singh and Suman (2012) Number of accidents per-km-year decreases with
improvement in road condition.
Jacob and Anjaneyulu Shoulder condition is positively correlated with
(2013) accidents.
12 Provision of Jayachandran and Proportion of road with guard rails was negatively
crash barriers Anantharajan (1994) correlated with number of accidents.
13 No. of curves Jacob and Anjaneyulu 23% increase in Accident rate for each additional curve
and gradients (2013) but increase after certain number reduces accidents.
Hills et al. (2002) Accident rates increase on steeper gradients.

3.4 Parameter Estimation Methods 4. 

Maximum likelihood estimation method has
been used by most of the researchers in India
due to the closed functional forms in the models
used. For estimation of goodness of fit log-
likelihood ratio (Dinu and Veeraragavan, 2011),
Akike information criterion (AIC) (Sharma et
al., 2013; Sharma and Landge, 2012, 2013) and
the coefficient of determination, R2 (Jacob and
Anjaneyulu, 2013) have been used. Two tailed
t-test was used to identify significant variables
(Dinu and Veeraragavan, 2011; Jacob and
Anjaneyulu, 2013) influencing accident rate.
Need Of India Specific
Solutions
Indian traffic flow is heterogeneous and
characterized by lack of any effective
channelization, mode segregation or control of
speed (Tiwari, 2000). Padmanaban et al. (2010)
observed significant differences between crash
characteristics, injury severity and vehicles
involved in crashes occurring in developed
western countries and India. The complexity of
Indian situation is very difficult to model with the
tools developed in other countries. Two studies
are quoted here in support. Fletcher et al. (2006)

INDIAN HIGHWAYS, JUNE 2017 37

 TECHNICAL PAPER
compared the performance of models developed
in the UK to predict accident occurrence on the
roads in India and Tanjania, and suggested that
separate models must be developed according
to the conditions of the individual countries.
Another case study of accident modelling carried
out for data from 1975-88 by Jaccobs and Aeron-
Thomas (2000) in 4 countries, namely, Kenya,
Jamaica, India and Chile concluded that a single
model cannot be used for all developing countries
as the flow and composition of traffic, driver and
road user behaviour are very different in different
countries. They noticed major differences
between data recording practices and definitions
of terms, confusion over which unit of accident
rate to be used for modelling (accident per year,
per km-year or per million vehicle km) and
whether only fatal accidents are to be modelled
or those involving injuries also.
5. Discussion
5.1 Gaps in the Literature: A detailed literature
review suggests that no study has been reported
on predictive modelling of accidents at highway
intersections in India although intersections are
the major conflict areas all along the highways
and separate models are needed to understand
impact of various causal factors on safety at
intersections. Also, the effect of weather (fog,
rain etc.) on accidents has not yet been quantified.
Although various explanatory variables have
been tried into the models but to have an idea
of relative contribution of these variables in
accidents occurrence, the safety effects of
combination of all type of factors also required to
be studied. Although some studies have compared
the relative strength of models, but still a lot more
is to be done in this direction to frame guidelines
regarding choice of model according to available
quantum of data and its quality, and different
types of environments.
6 Conclusion
Although there is a steady advancement of
research in predictive modelling of accidents
in India over the years, but the effectiveness of
these works has inherently been limited by under-
reporting and the poor quality of available data.
This limitation of data casts serious restraints on
38 INDIAN HIGHWAYS, JUNE 2017
the insights that could be made and the statistical
methodologies that could be adopted to develop
statistical models.
To deal with these data-related problems, an
Accident Database is to be developed using
multipronged methodological approaches like
training of police personnels who record the
accident data, recording of exact location of
accidents using handheld GPS applications
like RADaR, updating of FIR records based on
records of accident cases in nearby Hospital and
Trauma Centers, through initiatives like RADMS
in Tamil Nadu and coordination of various
agencies involved in road safety.
Although, the comparative studies have brought
forth M5 model tree and random effect models
as the most promising techniques in Indian
conditions, still much work is needed to be done
in this direction. Such studies will not only bring
out the relative statistical strength and weakness
of the models but also serve as guide to model
selection.
References
1. Adeli, H., Karim, A. Fuzzy-wavelet RBFNN
model for freeway incident detection. Journal
of Transportation Engineering. 2000; 126
(6): 464471.
2. Burrow, I. safeNET - Software to aid urban
safety Management, Traffic Engineering and
Control, 1999; 3:123-128, London.
3. Bhat, P., Hebbani L., RamaV A., and Kolhar
P., Accident Prediction Modelling for an
Urban Road of Bangalore, International
Journal of Research in Engineering and
Technology, IC-RICE Conference Issue,
Nov-2013, Available @ http://www.ijret.org.
4. Chikkakrishna, N. K., Parida M., Jain S.S.,
Crash Prediction for Multilane Highway
Stretch in India Proceedings of the Eastern
Asia Society for Transportation Studies,
Vol.9, 2013
5. Chiou, Y. C. An artificial network-based
expert system for appraisal of two-car crash
accidents. Accident Analysis and Prevention,
2006; 38: 777785.
EEFECT OF SULPHUR MIXING ON STORAGE MODULUS OF
SBS MODIFIED BITUMEN

Dr Praveen Kumar* Nikhil Saboo** Radhika***

ABSTRACT
India has large highways and road networks. The ideal bitumen should be strong enough,
at high temperatures, to withstand rutting or permanent deformation, and soft enough to
avoid excessive thermal stresses, at low pavement temperatures, and fatigue, at moderate
temperatures. So it is important that properties of the bituminous binder should be improved
by addition of the polymers or some other additives to improve the road performance. At
present, modified bitumen has become popular due to its ability to reduce rutting at high
temperatures and also reduce the occurrence of thermal cracking which generally takes
place at low temperatures. This study mainly focuses on the improvement of the properties
of modified bitumen by using various combinations of modifiers.
In this study, rheological tests have been conducted on VG 10 grade bitumen and modified
bitumen having various combinations of neat bitumen, polyethylene, SBS, EVA, and
sulphur. It was found that sulphur increases the stability of modified bitumen storage and
thus enhances the properties. At higher frequencies, SBS and sulphur combination provide
better results. Although the study was conducted on Sulphur mixing with Polythene, SBS
and EVA, but considering the limitation of paper length only effect of Sulphur on SBS has
been considered in this paper.

1. INTRODUCTION types of materials.Over the years, different types

of materials have been investigated as additives for
Properties of bituminous mixes can be improved bitumen modifications. Some of them are having
by the blend of additives, known as modifiers and desired potential in road works.
bitumen premixed with these modifiers known
as modified bitumen(IRC:SP:53). Additives are 2. TYPE OF BITUMEN MODIFIERS
used to enhance the properties and performance
of the flexible pavements. The factors influencing 2.1 Polymer
the performance of the courses: properties of the
A polymer consists of repeating units derived
components (binder, aggregate and additive)
from monomers which are linked together in a chain
and the proportion of these components of these
like structure. The chemical processes through
mixes. Bitumen can be modified by the different

*Professor, Transportation Engg. Group, Civil Engg. Department, IIT, Roorkee, India,email: pkaerfce@iitr.ernet.in
**Research Scholar, Civil Engineering Department, IIT, Roorkee
*** M. Tech. Student, Civil Engineering Department, IIT, Roorkee

INDIAN HIGHWAYS, JUNE 2017 39

which links occur is known as polymerization. If
one type of monomer is used to for a polymer
the process is called as homopolymerisation
and it results a homopolymer. If more than one
chemical species is used as a monomer, the
process is called copolymerization.
Polymers can be divided in two categories
one is Elastomer and another is Plastomer.
Anelastomeris apolymerwithviscoelasticity,
generally having lowYoung's modulusand high
failurestrain
compared with other materials.
Elastomers have a characteristically high
elastic response and therefore resist permanent
deformation by stretching and recovering their
Table 1 Type of Bitumen Modification (Isacsson and Lu, 1995)
Type
Additive (excluding polymers) modification
1. Fillers
2. Anti-stripping additives
3. Extenders
4. Anti-Oxidants
5. Organo-metal compounds
6. Others
Polymer Modification
1. Plastomers
a) Thermoplastics
b) Thermosets
2. Elastomers
a) Natural rubbers
b) Synthetic rubbers
3. Reclaimed rubbers
4. Fibers
Chemical reaction modifications
2.1.1 Styrene butadiene- styrene (SBS)
Fig. 1 Structure of SBS
40 INDIAN HIGHWAYS, JUNE 2017
initial shapes. Elastomeric polymers commonly
used as a modifier such as natural rubber(NR),
polychloroprene(CR), styrene butadiene styrene
block copolymer(SBS), polyisoprene(IR). Among
elastomers SBS attracted maximum attention for
bitumen modification. Polymers modify bitumen
by forming rigid, tough, three dimensional
networks to resist deformation. Polyethylenes
(PE), Ethyl vinyl Acetate (EVA), Poly Vinyl
Chloride (PVC), Polystyrene (PS), Polypropylene
(PP) are some examples of plastomer. When these
materials are mixed with bitumen they increase
the viscosity and stiffness of bitumen at normal
temperature. EVA is widely used for bitumen
modification(Isacsson and Lu, 1995).
Examples
Lime, carbon black, fly ash
Organic amines and amides
Lignin and sulfur
Zinc antioxidants, lead antioxidants, phenolics amines
Organo-manganese compounds
Shale oil, inorganic fibers
Polyethylene (PE)
Polypropylene (PP)
Poly Vinyl Chloride (PVC)
Polystyrene(PS)
Ethylene Vinyl Acetate (EVA)
Epoxy resins
Styrene Butadiene Copolymer (SBR)
Styrene Butadiene Styrene Copolymer (SBS)
Isobutene Isoprene Copolymer (IIR)
Polymer Fibers, Polypropylene Fibers
Addition reaction(bitumen+monomer)
Vulcanization( bitumen+ sulfur)
Nitration reaction(bitumen+nitric acid)
Among various elastomer polymers, SBS is one
of the most widely used in bitumen modification.
Poly Styrene Butadiene Styrene (SBS) is a
triblock copolymer with a butadiene block in
middle of the two SBS blocks(Isacsson and
Lu, 1995).
The blocks form two phase morphology.
The polystyrene block forms the hard glassy
phase which increases rutting resistance and
the butadiene block forms the soft rubbery
phase which increases the thermal cracking
resistance (Wen et al.,2002; Rong Ming 2002)
Its molecular formula is C22H20 and molecular
weight 262.39 g/mol. It has a tensile strength
of about 43 MPa with an elongation (strain)
of 95% and shear modulus of 1.26 to 1.78
(Burnham and Kulik, 1997)
Fig. 2 SBS
The main difference between styrene
butadiene and styrene butadiene styrene is the
amount of styrene (second block). According to
a review in Vision Technologica, it is probably
the most appropriate polymer for asphalt
modification, even through the addition of the
SBS type block co-polymers has economic
limits and can show serious technical limitations.
Although low temperature flexibility is increased
some authors claim that a decrease in resistance in
strength and resistance to penetration is observed
at high temperatures. Nonetheless, SBS is one
of the most commonly used polymers to modify
asphalts (Becker et al.2001).
As with all the polymers SBS is available in
different forms .The polymer molecule may be of
different lengths (different number of individual
monomer molecules per polymer and chain)
and we can have different arrangements of the
molecules (microstructures). These differences
can drastically affect the degree of modification
provided by a polymer. SBS based PMBs are
usually highly elastic, however, the extent depends
upon the quantity of polymer in the PMB, nature
of the bitumen and type of SBS used.
2.1.2 Sulphur modified binder
The sulphur exhibits non-metallic properties.
Pure sulphur has a pale yellow colour but in
naturally occurring forms may be yellow to straw
yellow. Just above the melting point, sulphur is
a yellow liquid and with increasing temperature
turns dark red and becomes black at 230C. At
444.6C (boiling point) vapours are generated
which turns deep red at 500C and straw yellow
at 850C . Sulphur melts at 116C temperature.
Fig. 3 Sulphur
The viscosity of sulphur decrease with the
increase in temperature. When mixed with
asphalt at a temperature in the range of 130C
to 140C, liquid sulphur slowly reacts to form
polysulphide resins that dissolve unreacted
sulphur and imparted sulphur and impart highly
desirable mechanical properties to the blend.
But at higher temperature of mixing (>205 C)
dehydrogenization reaction occurs and making
bitumen hard and brittle and releasing hydrogen
sulphide.
3. VISCO-ELASTIC BEHAVIOR OF
BITUMEN
3.1 Stress and Strain
In order to predict the engineering performance
of the bituminous binder it is necessary to
understand the behaviour of stress and strain. In
laboratory, uniaxial test and shear test are used
to characterize the stresstrain behaviour of
materials. Materials, for which the stress-strain
behaviour is linear, are largely independent of
time and temperature can be characterized by the
Youngs modulus. Bitumen exhibit both elastic
and viscous behaviour, called as viscoelastic
material (Saal and Labout 1958).
INDIAN HIGHWAYS, JUNE 2017 41
3.2 Elasticity, Viscosity
Viscoelasticity
The relation between deformation and stress
is linear at small deformations and at higher
deformation and long loading times of deviation
from linearity takes place. The resistance to
deformation obeys Hooks law. It can be
described by these two quantities:
Modulus of elasticity or Young modulus (E): It
is defined as the ratio of the tensile stress to the
strain.
E=/
and relationship between stress and strain is influenced
only by temperature and loading time and not by
the magnitude of the stress or strain. Under Linear
Viscoelastic (LVE) conditions, correlations
between binder and mixture performance can be
produced; comparisons made between different
testing geometries and configurations; and
mathematical models developed to describe the
rheological behaviour of bituminous materials
(Airey et al., 2004) Knowledge of the LVE
characteristics of bitumens and asphalt mixture
is therefore important to ensure satisfactory
long-term performance when designing asphaltic
paving materials.

Viscosity (): It is defined as the ratio of shearing Using Dynamic Mechanical analysis (DMR),
stress to the rate of change of shear DSR conditions, the SHRP research team
found the shear stress and strain LVE limits for
=/(d/dt) penetration grade bitumens to be functions of
complex modulus as defined by the following
where equations (Anderson, D.A. and Knnedy, T.W.,
E=modulus of elasticity 1993):

=tensile stress = 12.0/(G*)0.29

=strain = 0.12(G*)0.71

=shear stress Where = the shear stress

=viscosity =shear strain

d/dt=rate of shear G*= complex shear modulus

The following equation may be expressed in the 4. LABORATORY TESTING

terms of tensile stress and strain;
4.1 Bitumen Properties
= (/)t
VG10 grade bitumen is used for present study.
m=Poissons constant Physical properties of the bitumen are given in
table 2.
for bitumen m=2
Table 2 Physical Properties of the
So equation can be written as
Bitumen
3=(/)t
S. No Test Test Test
The ratio of (/) is called stiffness, a Method Result
function of loading and temperature and it is 1 Penetration (100 gm, 5 IS:1203- 86
used to describe the resistance to deformation of sec, 25 C, 1/10th of mm 1978
viscoelastic materials. 2 Softening Point IS:1205- 47
1978
3.3 Linear Viscoelastic Range
3 Ductility IS:1208- >100
It refers to the region of behaviour in which 1979

42 INDIAN HIGHWAYS, JUNE 2017

4.2 Modifiers Used Table 4 Variation of Storage Modulus
with Temperature for Modified
Four modifiers namely Sulphur, SBS,
Binders at 20 rad/s
Polyethylene and EVA are used in this study.
For blending of VG 10 grade bitumen with the Temperature
modifier mixer is used. The container of 1.0 () 2% S 2% SBS VG 10
litre capacity @ 300 rpm is used for mixing the 40 3.00E+04 1.91E+04 7.25E+03
bitumen and modifiers. However due to limitation 50 1.27E+03 1.22E+03 1.09E+03
of paper length, effect of sulphur on only SBS has 60 1.92E+02 5.40E+02 2.23E+02
been included. Beyond Beyond
70 Range Range 4.88E+01
For preparation of SBS bitumen blend, bitumen
is heated to a temperature of 170C and then the These results show that there is improvement
approximate quantity of SBS copolymer was in the storage modulus for all modified binders
added. The contents are gradually stirred for 45 at 20 rad/s and the maximum G' values are for
minutes.EVA blends also prepared by the same. polyethylene modified bitumen. SBS and EVA
For preparation of sulphur bitumen blend bitumen modified bitumen also give better results than
was heated to a temperature of 120 to 130C and 10 rad/s.After 50C this improvement becomes
then sulphur is added and the whole mass was marginal.
stirred about 20 minutes till a homogeneous mass Table 5 Variation of Storage Modulus
is obtained.
with Temperature for Modified
4.3 Modified Bitumen Binders at 30 rad/s

4.3.1 Modification with 2% modifier Temperature

() 2% S 2% SBS VG10
Table 3 Variation of Storage Modulus 40 4.13E+04 8.29E+03 1.20E+04
with Temperature for Modified 50 1.96E+03 4.83E+03 1.66E+03
Binders at 10 rad/s 60 3.01E+02 9.60E+02 3.71E+02
70 4.57E+01 2.23E+02 1.24E+02
Temperature 2% S 2% SBS ORG
() These results show that there is improvement in
the storage modulus for all modified binders at
40 2.88E+03 6.76E+03 3.97E+03 30 rad/s and this improvement is marginal after
50C. Here SBS modified bitumen give better
50 Beyond 1.22E+03 9.86E+02 results than EVA at 30 rad/s.
Range
Table 6 Variation of Storage Modulus
60 Beyond 2.72E+02 1.32E+02 with Temperatures for Modified
Range Binders at 40 rad/s
70 Beyond 1.02E+02 Beyond Temperature
Range Range () 2% S 2% SBS VG 10
40 5.40E+04 4.10E+04 1.65E+04
These results show that there is improvement in 50 2.84E+03 6.48E+03 2.26E+03
the storage modulus for all modified binders at Beyond
10 rad/s. After 50C this improvement becomes 60 Range 1.18E+03 4.04E+02
marginal. 70 1.20E+02 4.96E+02 1.50E+02

INDIAN HIGHWAYS, JUNE 2017 43

These results show that there is improvement in These results show that there is improvement in the
the storage modulus for all modified binders at storage modulus for SBS modified binders at various
40 rad/s and this improvement is marginal after frequencies and this improvement is marginal after
50C. 50C. Increase in frequency leads better results.

Fig 4 Variation of storage modulus with Fig. 5 Variation of storage modulus with
temperatures for SBS modified binder temperatures for original binder

These results show that there is improvement in the storage modulus for VG 10 binders at various
frequencies and this improvement is marginal after 50C. Increase in frequency leads better results.

4.3.2 Comparison between Original Binder and SBSModified Binder

Table 7 Variation of Storage Modulus with Strain for Org. Binder VG10 at 10 rad/s

T40 T50 T60 T70

Meas. Pts. Strain Storage Modulus Storage Modulus Storage Modulus Storage Modulus

[%] [Pa] [Pa] [Pa] [Pa]

1 0.00981 4.10E+03 1.75E+03 6.47E+02 0

2 0.0145 3.81E+03 6.76E+02 5.75E+02 1.26E+01

3 0.0215 3.95E+03 5.52E+02 6.40E+02 1.85E+01
4 0.0315 3.95E+03 5.92E+02 6.28E+02 7.34E+00
5 0.0464 4.03E+03 5.45E+02 6.11E+02 5.60E+00
6 0.0681 4.07E+03 5.83E+02 6.14E+02 5.48E+00
7 0.0997 4.14E+03 5.55E+02 6.13E+02 8.83E+00
8 0.147 4.16E+03 5.72E+02 6.05E+02 8.07E+00
9 0.215 4.16E+03 5.62E+02 6.01E+02 8.89E+00
10 0.316 4.12E+03 5.59E+02 6.00E+02 9.86E+00
11 0.463 4.02E+03 5.59E+02 6.08E+02 9.82E+00
12 0.679 3.83E+03 5.63E+02 6.10E+02 1.23E+01
13 1 3.61E+03 5.66E+02 6.07E+02 1.46E+01
14 1.47 3.47E+03 5.65E+02 6.04E+02 1.57E+01
15 2.15 3.40E+03 5.63E+02 5.97E+02 1.55E+01
16 3.16 3.37E+03 5.63E+02 5.95E+02 1.58E+01

44 INDIAN HIGHWAYS, JUNE 2017

 17 4.64 3.36E+03 5.61E+02 5.91E+02 1.54E+01
18 6.82 3.35E+03 5.58E+02 5.88E+02 1.53E+01
19 9.99 3.33E+03 5.55E+02 5.86E+02 1.53E+01
20 14.7 3.31E+03 5.51E+02 5.80E+02 1.52E+01
21 21.6 3.27E+03 5.43E+02 5.73E+02 1.52E+01
22 31.7 3.19E+03 5.30E+02 5.61E+02 1.50E+01
23 46.8 3.03E+03 5.08E+02 5.41E+02 1.48E+01
24 69.5 2.70E+03 4.75E+02 5.11E+02 1.44E+01
25 103 2.03E+03 4.26E+02 4.65E+02 1.37E+01

Table 8 Variation of Storage Modulus with Strain for 3% SBS and 4% SBS at 10 rad/s

3% SBS 4% SBS
T40 T50 T60 T40 T50
Strain Storage Modulus Storage Modulus Storage Modulus Storage Modulus Storage Modulus

[%] [Pa] [Pa] [Pa] [Pa] [Pa]

0.00982 1.05E+05 6.94E+04 1.96E+03 1.66E+05 1.19E+04
0.0147 1.05E+05 6.84E+04 3.45E+03 1.65E+05 1.20E+04
0.0216 1.04E+05 6.88E+04 3.54E+03 1.64E+05 1.11E+04
0.0314 1.04E+05 6.77E+04 3.44E+03 1.64E+05 1.17E+04
0.0465 1.04E+05 6.82E+04 3.52E+03 1.65E+05 1.14E+04
0.0681 1.04E+05 6.84E+04 3.45E+03 1.64E+05 1.15E+04
0.0999 1.04E+05 6.86E+04 3.46E+03 1.64E+05 1.14E+04
0.146 1.04E+05 6.86E+04 3.47E+03 1.64E+05 1.14E+04
0.216 1.05E+05 6.85E+04 3.46E+03 1.63E+05 1.15E+04
0.316 1.05E+05 6.89E+04 3.47E+03 1.63E+05 1.15E+04
0.464 1.05E+05 6.91E+04 3.47E+03 1.62E+05 1.16E+04
0.68 1.06E+05 6.96E+04 3.48E+03 1.61E+05 1.17E+04
1 1.06E+05 7.01E+04 3.49E+03 1.56E+05 1.18E+04
1.47 1.05E+05 7.04E+04 3.49E+03 4.66E+04 1.18E+04
2.15 1.05E+05 7.03E+04 3.47E+03 4.61E+04 1.18E+04
3.16 1.04E+05 7.00E+04 3.48E+03 4.50E+04 1.18E+04
4.65 1.03E+05 6.94E+04 3.48E+03 4.44E+04 1.18E+04
6.84 1.01E+05 6.83E+04 3.48E+03 4.37E+04 1.17E+04
10.1 9.81E+04 6.62E+04 3.46E+03 4.29E+04 1.16E+04
14.8 9.39E+04 6.30E+04 3.44E+03 4.15E+04 1.15E+04
21.8 8.74E+04 5.84E+04 3.38E+03 3.96E+04 1.12E+04

INDIAN HIGHWAYS, JUNE 2017 45

 32.1 7.88E+04 5.19E+04 3.29E+03 3.70E+04 1.08E+04
35.8 6.73E+04 4.89E+04 3.15E+03 3.37E+04 1.03E+04
37 5.57E+04 4.66E+04 2.93E+03 3.16E+04 9.48E+03
37.4 4.94E+04 4.58E+04 2.61E+03 3.03E+04 8.26E+03

Table 9 Variation of Storage Modulus with Strain for 5% SBS at 10 rad/s

5% SBS
T40 T50 T60
Meas. Pts. Strain Storage Modulus Storage Modulus Storage Modulus

[%] [Pa] [Pa] [Pa]

1 0.00983 1.95E+04 3.16E+03 1.47E+03
2 0.0147 2.19E+04 3.21E+03 1.47E+03
3 0.0217 2.06E+04 3.19E+03 1.39E+03
4 0.0316 2.11E+04 3.15E+03 1.37E+03
5 0.0464 2.04E+04 3.13E+03 1.39E+03
6 0.0683 2.09E+04 3.14E+03 1.39E+03
7 0.1 2.05E+04 3.13E+03 1.40E+03
8 0.147 2.07E+04 3.14E+03 1.39E+03
9 0.215 2.06E+04 3.14E+03 1.37E+03
10 0.317 2.07E+04 3.14E+03 1.36E+03
11 0.463 2.07E+04 3.15E+03 1.35E+03
12 0.68 2.09E+04 3.16E+03 1.32E+03
13 0.998 2.11E+04 3.17E+03 1.29E+03
14 1.47 2.12E+04 3.17E+03 1.28E+03
15 2.16 2.11E+04 3.15E+03 1.28E+03
16 3.17 2.11E+04 3.15E+03 1.27E+03
17 4.64 2.10E+04 3.15E+03 1.27E+03
18 6.82 2.08E+04 3.14E+03 1.27E+03
19 10 2.05E+04 3.12E+03 1.26E+03
20 14.7 2.00E+04 3.09E+03 1.25E+03
21 21.7 1.93E+04 3.04E+03 1.23E+03
22 31.9 1.83E+04 2.95E+03 1.19E+03
23 47 1.69E+04 2.81E+03 1.13E+03
24 69.9 1.51E+04 2.59E+03 1.00E+03
25 77.3 1.39E+04 2.22E+03 7.47E+02

46 INDIAN HIGHWAYS, JUNE 2017


Fig. 6 Variation of storage modulus with strain at
temperature 40C and 10 rad/s
These graphs show that there is improvement in
the storage modulus for SBS modified binders
with strain at 10 rad/s and 3% SBS results higher
values than others. This may be due to improper
mixing of higher percentage of SBS.
Fig. 7 Variation of storage modulus with strain at
temperature 50C and 10 rad/s
These graphs show that there is improvement in
the storage modulus for SBS modified binders
with strain at 10 rad/s and 3% SBS results higher
values than others. This may be due to improper
mixing of SBS. At temperature 50C storage
modulus is lesser than 40C values.
Fig.8 Variation of storage modulus with strain at
temperature 60C and 10 rad/s
These graphs show that there is improvement in
the storage modulus for SBS modified binders
with strain at 20 rad/s and here also 3% SBS
results higher values than others. Strain (%) is
also upto 100% due to high temperature.
Fig. 9 Variation of storage modulus with strain at
temperature 40C and 20 rad/s
These graphs show that there is improvement in
the storage modulus for SBS modified binders
with strain at 20 rad/s and her also 3% SBS results
higher values than others. Strain (%) is also upto
50% only due to presence of SBS and moderate
temperature.
Fig. 10 Variation of storage modulus with strain
at temperature 50C and 20 rad/s
These graphs show the improvement in the
storage modulus for SBS modified binders with
strain at 10 rad/s and 3% SBS results higher
values than others. At 3% SBSmaximum strain
value is 70%.
Fig. 11 Variation of storage modulus with strain
at temperature 60C and 20 rad/s
INDIAN HIGHWAYS, JUNE 2017 47
Here 3% SBS results higher values than others.
At 3% SBS maximum strain value is 100% due
to high temperature. Also difference is very large
between 3% and 5% modification values.
Fig. 12 Variation of storage modulus with strain
at temperature 40C and 30 rad/s
These graphs show the improvement in the
storage modulus for SBS modified binders with
strain at 30 rad/s and it is higher than 10 rad/s.
There is increase in strain for high SBS contents.
Fig. 13 Variation of storage modulus with strain
at temperature 50C and 30 rad/s
These graphs show the improvement in the storage
modulus for SBS modified binders with strain at
50C and 30 rad/s.. At 3% SBS maximum strain
value is 70%.
Fig. 14 Variation of storage modulus with strain
at temperature 60C and 30 rad/s
48 INDIAN HIGHWAYS, JUNE 2017
These graphs show the improvement in the
storage modulus for SBS modified binders with
strain at 60C and 30 rad/s. 5% SBS results higher
values than others. Rapid decrement upto 70%
strain values and then become nearly constant.
Fig. 15 Variation of storage modulus with strain
at temperature 40C and 40 rad/s
Maximum values are found at lower temperatures
and high frequency.
Fig. 16 Variation of storage modulus with strain
at temperature 50C and 40 rad/s
These graphs show the improvement in the
storage modulus for SBS modified binders with
strain at 50C and 40 rad/s. 3% SBS results good
storage modulus values. At 3% SBS maximum
strain value is 70%.
5. MODIFICATION WITH
MULTIPLE MODIFIERS
5.1 Modification with SBS and Sulphur
Combination
 Table 10 Variation of Storage Modulus with Frequency for 2%SBS with 1% S

2% SBS with 1% S
FREQUENCY T40 T45 T50 T55 T60 T65 T70
10 1.55E+04 1.02E+03 1.45E+03 9.79E+02 4.12E+02 1.79E+02 1.29E+02
20 3.10E+04 1.22E+04 4.40E+03 2.02E+03 8.57E+02 4.34E+02 3.23E+02
30 3.86E+04 1.76E+04 7.99E+03 3.01E+03 1.35E+03 6.90E+02 4.71E+02
40 4.42E+04 2.42E+04 1.07E+04 4.65E+03 1.56E+03 9.57E+02 5.59E+02

Fig. 17 Variation of storage modulus with Fig 18 Variation of storage modulus with
frequency for 2%SBS 1% S temperature for 2%SBS 1% S

There is a increment in storage modulus with This Fig. gives the general view that the increase
the increase in frequency and decrease in in the frequency leads the improvement in the
temperature. Most of the modification takes place bitumen.
in temperature range of 40 to 50C.

Table 11 Variation of Storage Modulus with Frequency for 2% SBS 2% S

2% SBS 2% S
FREQUENCY T40 T45 T50 T55 T60 T65 T70
10 2.94E+04 1.16E+04 4.25E+03 1.04E+03 4.28E+02 2.30E+03 1.42E+02
20 4.87E+04 2.08E+04 9.45E+03 2.21E+03 1.20E+03 4.31E+03 4.38E+02
30 5.75E+04 2.96E+04 1.42E+04 3.15E+03 1.49E+03 6.43E+03 6.75E+02
40 8.27E+04 3.42E+04 1.82E+04 4.65E+03 1.92E+03 8.67E+03 9.59E+02

Fig 19 Variation of storage modulus with Fig. 20 Variation of storage modulus with
frequency for 2%SBS 2% S frequency for 2%SBS 3% S

INDIAN HIGHWAYS, JUNE 2017 49

There is a increase in storage modulus with
the increase in frequency and decrease in
temperature. Most of the modification takes place
Table 12 Variation of Storage Modulus with Frequency for 2% SBS 3% S
2% SBS 3% S
FREQUENCY T40 T45 T50
10 7.02E+04 3.51E+04 2.10E+04
20 1.12E+05 5.58E+04 3.09E+04
30 1.47E+05 7.79E+04 4.09E+04
40 1.83E+05 9.33E+04 4.74E+04
This shows highest improvement among all
three graphs (1% S, 2%S and 3%S). This means
that sulphur improves the binder properties in
addition with SBS.
5.2 Effect of Modifier Contents on
Viscosity
Viscosity increases as the percentage of modifier
increases. But it is not directly proportional to
the modifier content. Viscosity falls very rapidly
as the temperature rises. The variation in the
dynamic viscosity at low temperatures is more
pronounced than at higher temperatures.
6. CONCLUSIONS
These following conclusions are drawn based on
the results obtained in this study.
Polymer modification increases the storage
modulus and elastic response of bitumen. The
extent of polymer modification has differed
depending on the nature of the base bitumen and
subsequently the compatibility of the bitumen
polymer system.
The optimum content of S is 3% for SBS and S
combinations. After this there is not very much
improvement in properties of modified bitumen.
At higher SBS content bitumen is not storage
stable and it appears as a different layer at the
top of the sample. Addition of sulphur improves
the storage stability of SBS modified bitumen
and thus use of slightly higher percentages can
be done.
50 INDIAN HIGHWAYS, JUNE 2017
in temperature range of 40 to 50C and it is more
than2%SBS 1%S graph
T55 T60 T65 T70
1.31E+04 8.21E+03 7.06E+03 5.71E+03
1.85E+04 1.27E+04 9.23E+03 7.07E+03
2.39E+04 1.60E+04 1.08E+04 8.51E+03
2.60E+04 1.77E+04 1.24E+04 9.55E+03
Use of SBS with sulphur combinations should
be tried. These combinations will improve the
rheological as well as physical properties of the
bitumen and increase the life of the pavement.
Use of sulphur will lead to the reduction of the
waste material coming out from the industries
and thus improve the ecological balance of our
environment
SBS and S combinations can be used for lower as
well as higher temperatures.
REFERENCES
1. Airey, Gordon D., Rahimzadeh, Behzad
(2004), Combined Bituminous Binder and
Mixture Linear Rheological Properties,
Journal of Construction and Building
Materials 18, pp 535548.
2. Becker, Y., Mendez, M.P. and Rodriguez, Y.
(2001), Polymer Modified Asphalt , Vision
Technologica , Vol. 9 No. 1, pp 39-50.
3. Burnham, N.A. and Kulik, A. J. (1997),
Surface Force and Adhesion Handbook of
Micro/ Nanotribiology, Edited by Bhushan,
B., CRC Press, Boca Raton, FL.
4. IRC: SP: 53,Guidelines on Use of Polymer
and Rubber Modified Bitumen In Road
Construction, Indian Roads Congress, New
Delhi, India.
5. Isacsson, U. and Lu, X. (1995), Testing and
Appraisal of Appraisal of Polymer Modified
Road Bitumens-State of the Art, Materials
and Structures, Vol28, pp 139-159.
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