HIGHLY MODIFIED BINDERS ORBITON HiMA...Penetration at 25 °C [0.1 mm] Figure 2.1. Positioning of ORBITON HiMA relative to paving-grade binders and conventional polymer modified binders

HIGHLY MODIFIED BINDERS

ORBITON HiMA

Version 2015/1e Application Guide

HIGHLY MODIFIED BINDERS ORBITON HiMA

APPLICATION GUIDE

2

Authors:

Krzysztof Błażejowski (PhD Civ.Eng)

Jacek Olszacki (PhD Civ.Eng.)

Hubert Peciakowski (M.Sc. Chem. Eng.)

Copyright by ORLEN Asfalt sp. z o.o.

ul. Chemików 7

09-411 Płock

www.orlen-asfalt.pl

2015

Both the Authors and ORLEN Asfalt Sp. z o.o. have exercised due

diligence to ensure that the information contained herein is accurate

and reliable. However, they shall not be liable for any consequences of

the use of information contained in this document, in particular for a

loss of any type and form. The reader shall be solely responsible for the

use of these data.

http://www.orlen-asfalt.pl/


APPLICATION GUIDE

3

CONTENT

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1. Principle of HiMA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

2. ORBITON HiMA product family. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

3. Purpose of ORBITON HiMA.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

4. ORBITON HiMA test results. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

4.1. Properties as per EN 14023 (Polish National Annex NA 2014) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.2. Low-temperature properties testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

4.2.1. Superpave PG system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

4.2.2. Asphalt mixture cracking resistance tests, TSRST method. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

4.3. Testing of properties at intermediate temperatures - fatigue resistance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

4.3.1. Superpave PG system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

4.3.2. Asphalt mixture fatigue, 4PB-PR test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

4.4. Testing of properties at high temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

4.4.1. Classical method with DSR (G* and ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

4.4.2. MSCR test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

4.4.3. Rutting resistance of asphalt mixtures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19

4.4.4. Additional tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

5. Experimental sections in Poland. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

6. Technological guidelines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

6.1. Viscosity dependence on temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

6.2. Process temperatures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

6.3. Binder samples at the lab. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

6.4. HiMA binder storage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

6.5. Asphalt mixture production. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

6.6. Asphalt mixture transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

6.7. Placement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

6.8. Acceptance tests. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

7. CLOSURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

LITERATURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27


APPLICATION GUIDE

4

INTRODUCTION

Research conducted by numerous academic centres over recent decades has corroborated the claim that

higher polymer content in binder produces additional quality benefits, substantially contributing to the

durability improvement of asphalt pavements in terms of cracking resistance, rutting and fatigue. Particularly

encouraging was exceeding the limit of SBS polymer content (about 7–7.5 % m/m), after which the polymer

phase in the polymer-modified binder becomes continuous. However, such a significant quantity of SBS for

binder modification carried with it specific technical consequences for the production and application of

modified binder, connected with following aspects:

• stability problems during the storage and transport of modified binder (high risk of polymer separation

from the product),

• very high viscosity of polymer modified binder, which means that such binders would have to be heated

in the mixing plant to a much higher temperature than conventional modified binders with lower polymer

quantity and there are significant problems with compaction of the asphalt mixture containing highly

viscous binders at the road construction site - rapid stiffening of the mixture occurred and low

compaction ratios were achieved.

The above limitations to the concept of highly modified binder for road engineering uses represented a

challenge not only for road binder manufacturers, but also for polymer suppliers. However, research work

conducted by the polymer industry has produced positive outcomes, resulting in the market availability, for

the past few years, of a polymer which enables the production of highly-modified binder without the

limitations referred to above.

Binders of this type are referred to as HiMA - Highly Modified Asphalt. Moreover, the notion of HPM (Highly

Modified Mixes) is used too.

Research and implementation work on new highly modified binders with a new type of polymer have shown

that they are products above standard functional properties, characterised by, inter alia, very good resistance

to rutting, water and frost and excellent fatigue strength and cracking resistance [Timm et al. 2012, 2013; Kluttz

et al. 2013; Willis et al. 2012; Scarpas et al. 2012].

In terms of structure, courses with HiMA are stiffer than those with conventional modified binders while

maintaining high tolerance to increasing tensile strains (so-called fatigue strains) [Kluttz et al. 2009; West et al.

thus potentially allowing a reduction in the thickness of the set of asphalt courses. Full-scale testing conducted

since 2009 on the experimental track in the US (NCAT Pavement Test Track) showed that the experiment based

on reducing pavement thickness by 18% and simultaneous use of a highly modified, special HiMA binder was

a success – the surface proved to be resistant to rutting and fatigue cracking [West et al. 2012].


APPLICATION GUIDE

5

1 PRINCIPLE OF HiMA

As already mentioned, the primary purpose behind highly-modified binders is to counteract pavement

cracking and plastic deformations (ruts), and to increase the fatigue resistance of asphalt courses. To achieve

that, high polymer content in excess of 7% m/m is used, which leads to phase reversal in the mixture of binder

with the polymer (Figure 1.1).

SBS polymer Binder

ORBITON HiMA

(continuous

polymer matrix)

SBS

polymer Binder

Conventional

modified binder

(continuous binder

matrix)

Figure 1.1. Volumetric proportions between binder and polymer in conventional polymer-modified binder

and highly-modified binder

The advantages of a continuous polymer network (polymer phase), acting in the binder and bituminous mix as

an elastic reinforcement, can be clearly demonstrated taking the example of limiting crack propagation in

asphalt mixture courses by highly-modified binders. Figure 1.2 shows schematic representations of two

hypothetical cases:

• Figure A: propagation of cracks through the asphalt mixture course with a conventional modified binder

with non-continuous polymer network (marked with dispersed yellow dots) - here, the crack can pass

through the binder course, finding weak spots between the polymer network sections,

• Figure B: propagation of cracks through the asphalt mixture course with highly-modified binder with a

continuous polymer network (marked with yellow lines) – here, the passage of the crack through the

binder course is difficult because of the barrier formed by the polymer network.


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Figure 1.2. Crack propagation through asphalt courses, a) with typical polymer-modified binder, b) with

highly-modified binder

2 ORBITON HiMA PRODUCT FAMILY

Since 2011, the Technology, Research and Development Department of ORLEN Asfalt has been working to

develop a new family of polymer modified bituminous binders. Three new highly-modified binders have been

developed as a result of laboratory work and production tests. These are:

• ORBITON 25/55-80 HiMA



All ORBITON HiMA types are classified according to the European Standard of PN-EN 14023. Figure 2.1.

presents a Pen25-SPR&B (Penetration at 25°C vs Softening Point Ring&Ball) chart showing how the new

products are positioned relative to the paving-grade binders and (conventional) modified binders which have

been used to date in Poland. A significant increase in the SPR&B softening point range for all types of ORBITON

HiMA products can be clearly seen, which is a direct result of their high polymer content.

Magnification of Detail 1

Magnification of Detail 2

Detail 1

Detail 2

Wearing course with typical PMB

Binder course

Wearing course with PMB HiMA

Binder course

Crack propaga-

tion "upwards"

from the binder

course


APPLICATION GUIDE

7

Penetration at 25 °C [0.1 mm]

Figure 2.1. Positioning of ORBITON HiMA relative to paving-grade binders and conventional polymer

modified binders in the Pen25-SPR&B chart

3 PURPOSE OF ORBITON HiMA

ORBITON HiMA can be used in technologies and locations for which the required durability is very high.

• ORBITON 25/55-80 HiMA is intended for a typical asphalt base courses and asphalt base courses of

long-life pavements (type: perpetual pavements ), high AC WMS modulus mixtures (EME/HMB) and places

with slow traffic.

• ORBITON 45/80-80 HiMA is intended for wearing courses and binder courses of pavements exposed to

very heavy loads and working at low temperatures, as well as for other courses in specific places, e.g. on

bridges,

• ORBITON 65/105-80 HiMA is intended for special technologies, e.g. SAMI courses, for the production of

asphalt emulsions used in slurry seal; because of its high penetration, it has limited use for hot-mix

bituminous mixtures.

4 ORBITON HiMA TEST RESULTS

Highly-modified asphalts from the ORBITON HiMA family have been tested in the course of laboratory works,

process tests and road trial sections. Below are the test results of binders and asphalt mixtures containing

those binders compared with other road binders manufactured by ORLEN Asfalt.

Legend:

paving-grade binder as per PN-EN 12591:2010.

typical modified binder as per PN-EN 14023:2011.

highly-modified binder

ORBITON HiMA

So

ften

ing

Po

int

TR

&B[°

C]


APPLICATION GUIDE

8

4.1. Properties as per EN 14023 (Polish National Annex NA 2014)

Table 4.1. shows the required properties and the control test results of ORBITON HiMA in reference to the

National Annex, Table NA.2. of PN-EN 14023:2011.

Table 4.1 The properties of ORBITON HiMA as per PN-EN 14023:2011/Ap1:2014 (National Annex NA 2014)

Property Test

method Unit

ORBITON

25/55-80 HiMA

ORBITON

45/80-80 HiMA

ORBITON

65/105-80 HiMA

NA.2 2014

requirement

Test

result

NA.2 2014

requirement

Test

result

NA.2 2014

requirement

Test

result

Penetration at 25 °C EN 1426 0.1 mm, from 25 to 55 41 from 45 to 80 66 from 65 to 105 87

Softening point EN 1427 °C ≥80 95.0 ≥80 92.0 ≥80 87.2

Cohesion

Force ductility by ductilometer method (tension of 50 mm/min)

EN 13589 EN 13703

J/cm2 TBR (at 15 °C) 5.5 TBR (at 10 °C) 3.7 TBR (at 10 °C) 3.5

Ageing resistance

Change in mass

EN 12607-1

% ≤0.5 0.05 ≤0.5 0.03 ≤0.5 0.07

Retained penetration

% ≥60 85 ≥60 73 ≥60 69

Softening point increase

°C ≤8 5.0 ≤8 0.0 ≤8 2.2

Flash point EN ISO 2592 °C ≥235 330 ≥235 320 ≥235 ≥245

Breaking point EN 12593 °C ≤-15 -16 ≤-18 -20 ≤-18 -22

Elastic recovery

at 25 °C EN 13398 % ≥80 90 ≥80 96 ≥80 95

at 10 °C EN 13398 % TBR 71 TBR 76 TBR 85

Softening point drop after testing as per EN 12607-1

EN 1427 °C TBR 0.0 TBR -1.0 TBR 0.0

Elastic recovery at 25 °C after testing as per EN 12607-1

EN 13398 % ≥60 87 ≥60 93 ≥60 96

Elastic recovery at 10 °C after testing as per EN 12607-1

EN 13398 % TBR 69 TBR 70 TBR 80

Storage stability (3 days) Softening point difference

EN 13399 EN 1427

°C <5 1.0 <5 0.0 <5 0.0

TBR – To Be Reported

4.2. Low-temperature properties testing

4.2.1. Superpave PG system

In the Performance Grade system, the Bending Beam Rheometer (BBR) is used to test binder behaviour at low

temperatures.


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9

In BBR, the degree of binder stiffness at a low temperature is being evaluated. It was assumed that creep

stiffness S(t) may not exceed 300 MPa, which should ensure the appropriate cracking resistance (no binder

over-stiffness). The value of the m parameter should in turn be greater than 0.300, which is related to the

relaxation of stresses present in the binder when the temperature drops.

Table 4.2 presents low-temperature property testing results, with the test carried out by the Bending Beam

Rheometer, and the samples aged in RTFOT and PAV. Test parameters:

Testing at four temperatures: -10, -16, -22, -28 °C.

Sample temperature control time: 60 min.

Values recorded after 60 s of loading: S(60s) MPa, m(60s)

Table 4.2. Low-temperature property testing results for ORBITON HiMA after ageing (RTFOT+PAV), by the

Bending Beam Rheometer at S(60) = 300 MPa, m(60) = 0.3 and stiffness S at -16 °C)

Binder type

Critical temperature

at S(60) = 300 MPa

T(S)60 [°C]


at m(60) = 0.3

T(m)60 [°C]

Binder stiffness at -16 °C

S(T)-16 [MPa]

EN 14771, AASHTO PP 42

ORBITON 25/55-80 HiMA -18.5 -16.2 229.5

ORBITON 45/80-80 HiMA -19.7 -19.8 181.3

ORBITON 65/105-80 HiMA -20.6 -20.8 171.3

Figure 4.1. shows a comparison of low-temperature properties for ORBITON HiMA with ORBITON conventional

modified binders and paving-grade binders with a similar penetration range.

Figure 4.1. Comparison of low-temperature properties for ORBITON HiMA (critical temperature

at S(60) = 300 MPa and at m(60) = 0.3) with ORBITON conventional polymer modified binders

and paving-grade binders with a similar penetration range.

(left bar)

S(60) = 300 MPa

(right bar)

m(60) = 0.3

Tem

pera

ture

[°C

]


APPLICATION GUIDE

10

4.2.2. Asphalt mixture cracking resistance tests, TSRST method

Next to the testing of ORBITON HiMA binders, tests have also been conducted on asphalt mixtures containing

those binders. Asphalt concrete AC 16 S with the same grain size and varying binder types (for comparison)

was used for the tests (comparative mixture). The results of the TSRST (Thermal Stress Restrained Specimen Test)

as per EN 12697-46 is shown in Figure 4.2.

The presented results show a conventional failure point defined in the TSRST testing conditions, at a

temperature drop gradient -10 K/h, on a rectangular beam of AC16S mixture.

It should be noted that ORBITON HiMA perform better in comparison with other binders having a similar

penetration range.

Figure 4.2. Pavement cracking resistance test results, TSRST method as per EN 12697-46

4.3. Testing of properties at intermediate temperatures - fatigue resistance

4.3.1. Superpave PG system

The DSR (Dynamic Shear Rheometer) is used for the binder fatigue test.

The test of binder resistance to fatigue cracks is conducted at an intermediate temperature (depending on the

PG type). The requirements limit the stiffness G*∙sinδ to a maximum value of 5 000 kPA (the newer version of

the PG system raises this requirement to 6 000 kPa). Table 4.3. shows the results of DSR tests to determine the

conventional critical temperature depending on fatigue cracking and Figure 4.2. shows a comparison with

other binders having a similar hardness.

Failu

re p

oin

t T

failu

re[°

C]


APPLICATION GUIDE

11

Table 4.3. DSR test results for the properties of HiMA binders.

Binder type

Critical temperature at G*∙sinδ = 5 000 kPa

binder after RTFOT+PAV [°C]

Critical temperature at G*∙sinδ=6 000 kPa

binder after RTFOT+PAV [°C]

AASHTO T 315 AASHTO T 315

ORBITON 25/55-80 HiMA 17.9 16.2

ORBITON 45/80-80 HiMA 13.2 11.4

ORBITON 65/105-80 HiMA 12.3 11.3

Figure 4.3. Comparison of fatigue properties in the DSR (G*∙sinδ=5 000 kPa) using the Superpave method (the

lower temperature the better result)

4.3.2. Asphalt mixture fatigue, 4PB-PR test

In consideration of the working method of an internal polymer network in ORBITON HiMA, those binders are

characterized by a very high fatigue resistance. Tests performed at the laboratory of the Gdansk University of

Technology were conducted using the four-point bending scheme (4PB-PR), with rectangular beams, as per

PN-EN 12697-24 for a reference AC16W mix (for ORBITON 25/55-80 HiMA: Binder=4.6 % m/m, Vm=4.9 % v/v,

VMA=15.7 % v/v, VFB = 69.2 %; for ORBITON 45/80-80 HiMA: Binder=4.6 % m/m, Vm=4.1 % v/v, VMA=15.1 %

v/v, VFB=72.7 %; the same aggregate mix in both cases). The tests showed that the fatigue resistance of

ORBITON HiMA AC16W mix is extremely high and, in particular, that it is possible to safely resist the course

deformations which are much more severe than the typical ones without downgrading the pavement

performance. This confirms the results achieved in the US on the NCAT Pavement Test Track.

Fati

gu

e c

riti

cal te

mp

era

ture

[°C

]


APPLICATION GUIDE

12

Figure 4.4. shows the fatigue curves for AC16W mixes of ORBITON 25/55-80 HiMA and ORBITON 45/80-80

HiMA.

Figure 4.4. Fatigue curves for AC16W mix with highly-modified ORBITON 25/55-80 HiMA (red line) and

ORBITON 45/80-80 HiMA (green line) binders in 4PB-PR test, temperature 10°C, frequency 10 Hz

Deformation required to achieve 106 cycles for tested AC16W mixtures.:

• AC16W with ORBITON 25/55-80 HiMA 430

• AC16W with ORBITON 45/80-80 HiMA 381

In summary, it can be said that in the case of typical road pavement, in which the deformations in the asphalt

base course are usually within the range of 80-150 µε, the use of an ORBITON HiMA binder will change this

pavement into a perpetual type, which has a fatigue durability of up to 50 years. If ORBITON HiMA is used

additionally in AC WMS high stiffness asphalt concrete, the period of durability is theoretically even longer.

4.4. Testing of properties at high temperatures

4.4.1. Classical method with DSR (G* and )

According to the classical Superpave method (currently withdrawn from the specification), the resistance of the

binder to high temperatures is determined in the DSR by measuring two parameters:

• complex stiffness modulus G* and angle phase of the binder prior to RTFOT,

• complex stiffness modulus G* and angle phase of the binder after RTFOT.

It is required that binder demonstrates specific parameters tested in the DSR at its expected maximum

pavement service temperature (so-called high PG):

• G*/sin > 1.00 kPa for binder before RTFOT,

Defo

rmati

on

[]

Fatigue performance Nf50 [cycles]

Nf50=1E+11e-0.027ε

R2=0.94

Nf50=3E+11e-0.033ε

R2=0.98


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13

• G*/sin > 2.20 kPa for binder after RTFOT.

Table 4.4 presents the DSR test results for the relevant properties. Test parameters:

• complex stiffness modulus G* and angle phase of the binder prior to RTFOT to determine critical

temperature at G*/sin=1 kPa,

• complex stiffness modulus G* and angle phase of the binder after RTFOT to determine critical

temperature at G*/sin=2.2 kPa,

Table 4.4. DSR test results for the properties of binders.

Binder type


at G*/sin =1 kPa

binder prior to RTFOT [°C]


at G*/sin=2.2 kPa

binder after RTFOT

[°C]

AASHTO T315 AASHTO T315

ORBITON 25/55-80 HiMA 105.2 95.4

ORBITON 45/80-80 HiMA 98.2 84.3

ORBITON 65/105-80 HiMA 94.3 77.4

Figure 4.5. presents a comparison of upper critical temperature in the DSR test taking into account two

parameters (G*/sinδ) for ORBITON HiMA and comparable binders.

Figure 4.5. Comparison of upper critical temperature in the DSR test for ORBITON HiMA with ORBITON

conventional modified binders and paving-grade binders with a similar penetration range.

Cri

tica

l te

mp

era

ture

[°C

]

(left bar)

at G*/sin = 1 kPa

(right bar)

at G*/sin = 2.2 kPa


APPLICATION GUIDE

14

Figures 4.6. to 4.8. present Black curves for paving-grade binders and polymer modified binders with

penetration ranges similar to that of ORBITON HiMA. A Black curve is used to evaluate the dependence of the

binder's complex stiffness modulus G* on angle phase . As shown in the drawings, at the small and large

values of the complex stiffness modulus G* they are correlated with the elastic constituent of the binder.

Phase angle [°]

Figure 4.6. Comparison of Black curves for ORBITON 25/55-80 HiMA with ORBITON 25/55-60, ORBITON

10/40-65 and paving-grade binder 35/50 (all non-aged binders).

Phase angle [°]

Figure 4.7. Comparison of Black curves for ORBITON 45/80-80 HiMA with ORBITON 45/80-55, ORBITON

45/80-65 binders and paving-grade binder 50/70 (all non-aged binders).

Co

mp

lex

stif

fness

mo

du

lus

G*

[kP

a]

Legend:

Co

mp

lex

stif

fness

mo

du

lus

G*

[kP

a]

Legend:


APPLICATION GUIDE

15

Phase angle [°]

Figure 4.8. Comparison of Black curves for ORBITON 65/105-80 HiMA with ORBITON 65/105-60 binders and

paving-grade binder 70/100 (all non-aged binders).

Figures 4.9-4.10 present master curves of the complex stiffness modulus G* and angle phase 8 depending on

frequency. The test was conducted in the frequency range of 0.1–10 Hz at -10, 0, 10, 25, 40, 60, 70 °C, and then,

using the temperature and frequency superposition, master curves for 25 °C were obtained.

Frequency

Figure 4.9. Master curve of the complex stiffness modulus G* depending on the frequency for ORBITON

HiMA binders before ageing. Sweep in the frequency range from 0.1 to 10 Hz, superposition to

25 °C

Co

mp

lex

stif

fness

mo

du

lus

G*

[kP

a]

Legend:

Co

mp

lex

stif

fness

mo

du

lus

G*

[kP

a]

Legend:


APPLICATION GUIDE

16

Frequency

Figure 4.10. Master curve of the angle phase 8 depending on the frequency for ORBITON HiMA binders

before ageing. Sweep in the frequency range from 0.1 to 10 Hz, superposition to 25 °C

4.4.2. MSCR test

In the original PG system, the results of critical temperature tests with parameter G*/sin ≥ 1 kPa for binders

before ageing and G*/sin ≥ 2.2 kPa for binders after RTFOT indicate binder resistance to permanent

deformation (and basically binder share in the resistance of a asphalt mixture to deformation). Currently,

however, this relationship has been challenged and the PG system was adjusted based on the newly

introduced MSCR test, which has gradually come into use in the US since 2010.

The MSCR ( Multiple Stress Creep Recovery test) involves the measurement of certain binder properties in order

to determine (inter alia) the resistance of a asphalt mixture with the binder to permanent deformation

(rutting).

The MSCR test is conducted according to the following standards: AASHTO TP 70 Standard Method of Test for

Multiple Stress Creep Recovery (MSCR) Test of Asphalt Binder Using a Dynamic Shear Rheometer (DSR) and

ASTM D7405 Standard Test Method for Multiple Stress Creep and Recovery (MSCR) of Asphalt Binder Using a

Dynamic Shear Rheometer.

The MSCR test is intended to replace additional tests of modified binders specified in the so-called PG “plus”:

elastic recovery, force ductility, toughness and tenacity.

The following mechanisms are examined in the course of the MSCR:

• binder sample creep mechanism – during the 1-second stress application,

• binder sample recovery mechanism – during the 9-second relieving cycle (after the stress is removed).

Ph

ase

an

gle

[°

]

Legend:


APPLICATION GUIDE

17

The test has been conducted for two stress values: 0.1 kPa and 3.2 kPa, and at the upper temperature limit at

which the pavement with the tested binder is to operate. The planning assumed that maximum pavement

temperatures in Poland would not exceed 55–60 °C, and therefore all binders were tested at 64 °C and

additionally at 70 °C in order to examine how the behaviour of the HiMA binder changes with extreme

changes in temperature. The temperatures of 64 °C and 70 °C are compatible with the PG system used in the

US.

In effect, two pairs of results are obtained: non-recoverable creep compliance Jnr [kPa1] and the average

percentage deformation R [%] for two stress values (0.1 kPa and 3.2 kPa). Of those parameters, Jnr3.2 kPa is

crucial for binder classification, as it is the measure of binder resistance to deformation – the smaller Jnr3.2 kPa,

the greater the rutting resistance. R3.2 recovery, in turn, indicates the effectiveness of binder modification and

is in some sense a measure of its elasticity (if modified binder is tested).

Two additional indicators are calculated from the results of Jnr0.1 kPa, Jnr3.2 kPa, R01 and R32:

• Jnr,diff - a percentage indicator of the difference in Jnr after the change (increase) in the stress from 0.1 to

3.2 kPa – this is a measure of binder sensitivity to load increase; the increase Jnr must not be greater than

75 %,

• Rdiff - percentage indicator of the difference in elastic recovery after the change (increase) in the stress

from 0.1 to 3.2 kPa – this is a measure of binder elasticity under load increase conditions.

The American tests [Anderson, 2011] have determined experimentally the line separating modified binders

from non-modified ones or, in other words – effectively modified binders from non-modified binders. That line

is presented in Figures 4.11 and 4.12.

Figure 4.11 presents test results for various binders manufactured by ORLEN Asfalt and tested by MSCR at

64 °C, and Figure 4.12 presents test results obtained at 70 °C. Figures also present the line separating modified

binders (i.e. binders which meet the requirements for modified binders in terms of recovery R3.2 correlated with

Jnr3.2 kPa range). In both cases, the charts refer to the stress 3.2 kPa.

Jnr at 3 200 Pa [kPa

-1]

Figure 4.11. Presentation of binder results on the MSCR chart: elastic deformation R as a function of Jnr at

a load of 3.2 kPa at 64 °C

Reco

very

MS

CR

[%

]

Legend:

Neat binders

Modified binders

Recovery MSCR = 29.371*(Jnr at 3 200 Pa)-0.2633

Non-modified binders


APPLICATION GUIDE

18

Jnr at 3 200 Pa [kPa

-1]

Figure 4.12. A presentation of binder results on the MSCR chart: elastic deformation R as a function of Jnr at a

load of 3.2 kPa at 70 °C

Table 4.4 presents a summary of the results of ORBITON HiMA binders in the MSCR test.

Table 4.4 MSCR test results for ORBITON HiMA binders at 64 °C and 70 °C (binders after RTFOT)

Property

as per ASTM D7405

ORBITON

25/55-80 HiMA

ORBITON

45/80-80 HiMA

ORBITON

65/105-80 HiMA

at 64 °C at 70 °C at 64 °C at 70 °C at 64 °C at 70 °C

Recovery [%]

R0.1 93.4 90.4 96.9 94.2 97.3 96.3

R3.2 90.6 88.5 95.4 94.7 97.2 96.5

Rdiff 0.0 0.0 0.0 0.0 0.0 0.0

Jnr [kPa-1]

Jnr0.1 0.013 0.031 0.018 0.054 0.026 0.048

Jnr3.2 0.019 0.040 0.030 0.054 0.028 0.047

Jnr,diff 0.462 0.290 0.667 0.000 0.077 -0.021

Classification and traffic designation (classification according to AASHTO MP 19)

Real PG 95-26 84-30 77-30

PG (Superpave) 94-22 82-28 76-28

Traffic designation as per Jnr3.2 result

E (extremely heavy) E (extremely heavy) E (extremely heavy)

Reco

very

MS

CR

[%

]

Legend:

Neat binders

Modified binders

Recovery MSCR = 29.371*(Jnr at 3 200 Pa)-0.2633

Non-modified binders


APPLICATION GUIDE

19

4.4.3. Rutting resistance of asphalt mixtures

In a similar manner as cracking resistance tests at low-temperature, the high-temperature properties of asphalt

mixtures – rutting resistance – have also been tested. The same asphalt mixture was used for the tests (AC 16 S)

conducted as per PN-EN 12697-22 in a small apparatus (method B), sample in the air, at 60 °C, with 10 000

loading cycles. The results are shown in Figure 4.13.

Figure 4.13. Results of pavement rutting resistance test, parameter WTSAIR, method EN 12697-22, small wheel

tracker (method B), sample in the air, at 60 °C, with 10 000 loading cycles

4.4.4. Additional tests

The results of other additional tests are shown in Table 4.5.

Table 4.5. Results of additional tests

Property Test method Unit

ORBITON

25/55-80 HiMA

ORBITON

45/80-80 HiMA

ORBITON

65/105-80 HiMA

Test result

Fraass Breaking point after RTFOT EN 12593 °C -18 -20 -23

Softening point increase/drop after RTFOT

EN 12607-1 EN 1427

°C 5.0 -1.0 2.2

Softening point increase/drop after RTFOT+PAV

EN 12607-1 EN 14769 EN 1427

°C 2.0 -0.5 4.6

Storage stability (7 days). Softening point difference

EN 13399 EN 1427

°C 1.0 1.0 0.0

Ru

t g

row

th r

ate

WTS

AIR [

mm

/1 0

00]


APPLICATION GUIDE

20

Table 4.5. Results of additional tests cont’d.

Property Test method Unit

ORBITON

25/55-80 HiMA

ORBITON

45/80-80 HiMA

ORBITON

65/105-80 HiMA

Test result

Viscosity (to determine temperatures for pumping, aggregate mixing and bituminous mixtures compaction):

Dynamic viscosity at 90 °C (Brookfield spindle no. 18)

ASTM D 4402-06 Pa.s no data 236 114


ASTM D 4402-06 Pa.s 4.42 1.99 1.08


ASTM D 4402-06 Pa.s 1.08 0.50 0.35


ASTM D 4402-06 Pa.s 0.28 0.16 0.12

Dynamic viscosity at 135 °C after RTFOT (Brookfield spindle no. 18)

EN 12607-1 ASTM D 4402-06

Pa.s 6.81 2.47 1.59

Dynamic viscosity at 160 °C after RTFOT (Brookfield spindle no. 18)

EN 12607-1 ASTM D 4402-06

Pa.s 1.53 0.60 0.47

Dynamic viscosity has not been tested by Brookfield method at 60 °C (and at 90 °C for ORBITON 25/55-80

HiMA) as the measured temperature is lower than the softening temperature of the binder using the Ring and

Ball method.

5 EXPERIMENTAL SECTIONS IN POLAND

In October 2013, the first experimental section of road pavement with ORBITON 65/105-80 HiMA was

completed in Poland. This was the 6th

section constructed with HiMA in Europe and the first in Poland. The

section was located on a road managed by the Road Administration in Katowice (Silesian Voivodeship DoT).

Two wearing course sections were placed, one made of AC 11 (layer thickness of 4 cm), and the other of a

special SMA 5 DSH mix (so-called “silent” pavement, 2 cm thick layer). The trial sections provided a lot of

process data and proved that the properties of production at the mixing plant and compaction on the road of

asphalt mixtures with highly-modified, HiMA-type binder are similar to those demonstrated by conventional

SBS-modified binder types. It was also established that ORBITON 65/105-80 HiMA, which was used in mixtures

on the sections, due to its high penetration (softness) should be used in special technologies and the

production of cold mixes, rather than for hot-mix asphalts.

During subsequent phases of production, transport and placement of ORBITON HiMA binders in mixtures, the

employees of ORLEN Asfalt checked the thermal conditions using a thermal imaging camera. The results of

these checks are presented on Figures 5.1 to 5.3.


APPLICATION GUIDE

21

Figure 5.1. Transport of the asphalt mixture with ORBITON 65/105-80 HiMA to the trial sections in 2013 – the

temperature of the mixture in a truck bed after loading at the mixing plant (photo ORLEN Asfalt)

Figure 5.2. Lay-down of the mixtures with ORBITON 65/105-80 HiMA on trial section in 2013 – change in the

asphalt mixture temperature during compaction (photo ORLEN Asfalt)

Figure 5.3. Lay-down of the mixtures with ORBITON 65/105-80 HiMA on trial section in 2013 – distribution of

mixture temperature behind the paver (photo ORLEN Asfalt)


APPLICATION GUIDE

22

In 2014, successive sections incorporating another type of HiMA binder with a bit lower penetration (Pen@25

45-80) - ORBITON 45/80-80 HiMA were completed. These were:

• August 2014, road No.793 near Myszków, Road Administration in Katowice, length 1 500 m, wearing

course of AC11S,

• October 2014, road No.928 at Kobiór, Road Administration in Katowice, length 800 m, wearing course of

SMA 11S on a railway bridge deck,

• October 2014, Skawina by-pass, wearing course of SMA 11S, length 1 000 m, Skawina Road

Administration.

6 TECHNOLOGICAL GUIDELINES

6.1. Viscosity dependence on temperature

Figures 6.1. to 6.3. show the characteristic viscosity curves of ORBITON HiMA before ageing and after ageing

that can be used to determine the viscosity-temperature characteristics. However, given the unusual

characteristics of the binder resulting from the reversal of the asphalt-polymer phase and the specific

characteristics of the polymer used, using the viscosity-temperature relation to accurately determine process

temperatures does not seem to be very appropriate. Temperatures defined in this way are only approximated.

Figure 6.1. ORBITON 25/55-80 HiMA viscosity curves before and after RTFOT ageing (on the basis of test

results obtained by ORLEN Laboratorium sp. z o.o.)

Dyn

amic

vis

cosi

ty [

mP

a.s]

End of compaction

Start of compaction

Mixing with aggregate

Temperature [°C]

before RTFOT after RTFOT


APPLICATION GUIDE

23

Figure 6.2. ORBITON 45/80-80 HiMA viscosity curves before and after RTFOT ageing (on the basis of test

results obtained by ORLEN Laboratorium sp. z o.o.)

Figure 6.3. ORBITON 65/105-80 HiMA viscosity curves before and after RTFOT ageing (on the basis of test results

obtained by ORLEN Laboratorium sp. z o.o.)

6.2. Process temperatures

As noted earlier, according to the authors, relying on the viscosity of the binder when determining process

temperatures leads to their overestimation in the case of modified binders, particularly when using HiMA

products. The reason is the change in binder characteristics caused by specific characteristics of the polymer

used for modification (i.e. low viscous SBS with vinyl groups). Unlike typical SBS polymers, it does not cause

Dyn

amic

vis

cosi

ty [

mP

a.s]

End of compaction

Start of compaction


Temperature [°C]


Dyn

amic

vis

cosi

ty [

mP

a.s]

End of compaction

Start of compaction


Temperature [°C]



APPLICATION GUIDE

24

such problems during the treatment of polymer-modified binder in temperatures above 100 °C. Table 7.1.

presents a proposal for process temperatures at the lab, mixing plant and construction site.

Table 6.1. Process temperatures [°C] at the mixing plant and construction site.

ORBITON

25/55-80 HiMA

ORBITON

45/80-80 HiMA

ORBITON

65/105-80 HiMA

Laboratory:

Compaction temperature: Marshall sample or gyratory press 150-155 145-150 140-145

Component temperature at the mixing plant:

Binder pumping over 170 over 170 over 160

Short-term binder storage at the mixing plant up to 190 up to 190 up to 190

Long-term binder storage at the mixing plant up to 160 up to 150 up to 140

Ready hot-mix temperature in the mixing plant's mixer:

Asphalt concrete (AC) max. 185 max. 185 max. 175

Stone Matrix Asphalt (SMA) max. 185 max. 185 max. 175

Porous asphalt (PA) max. 185 max. 185 max. 175

Mastic asphalt (MA) max. 190 max. 190 —

Temperature on site:

Minimum temperature of asphalt mixture in paver hopper 165 165 155

End of course effective compaction temperature >130 >125 >120

Note 1: Temperature data presented in Table 6.1. have been defined on the basis of preliminary conclusions from

experimental sections and relate more to favorable weather conditions. They may change as a result of further experience.

Current data are available on the website of ORLEN Asfalt, in the tab “Dla laboratoriów (For Laboratories)”. Please check the

validity of information.

Note 2: Temperatures provided in Table 6.1. do not apply to mixtures supplemented by an agent intended to reduce the

temperature for its production and placement (for WMA).

6.3. Binder samples at the lab

The laboratory receives binder samples from ORLEN Asfalt in metal packaging (closed cans) or, in exceptional

cases, in small cardboard containers lined inside with aluminium foil (volume of about 1 litre). The way such

binder is handled has a major influence on the test results of both binder and asphalt mixtures. It should be

remembered that a binder sample which is heated and/or overheated in the drier multiple times may harden

significantly.

Multiple heating of binder samples should therefore be avoided. We suggest using a greater number of small

samples (for one-off use) rather than a single, large binder-holding container. If it is necessary to use binder

from one, large container, it is recommended to heat the container for the first time to achieve

homogenisation through mixing, and subsequently to pour into a few smaller containers to be used later.


APPLICATION GUIDE

25

The handling of ORBITON HiMA samples for laboratory tests is presented in Table 6.2.

Table 6.2. The temperature [°C] of sample heating at the laboratory

The size of the sample in the container ORBITON

25/55-80 HiMA

ORBITON

45/80-80 HiMA

ORBITON

65/105-80 HiMA

container with up to 1 litre in volume,

- heating time up to 2 hours max. 180 max. 180 max. 175

container with a volume of 1 to 2 litres,



- heating time up to 3.5 hours max. 185 max. 185 max. 180



container with a volume of more than 5 litres,


Additional comments:

• the container must not be tightly closed,

• under no circumstances should the samples be heated at a temperature exceeding 200 °C,

• after the samples are heated in the containers, they should be homogenised by mixing, taking care not to

introduce air bubbles into the sample. The maximum mixing (homogenisation) time is 10 minutes,

• binder samples obtained from the extraction of asphalt mixtures as per PN-EN 12697-1, PN-EN 12697-2,

PN-EN 12697-4 should be tested promptly upon extraction in order to avoid reheating.

6.4. HiMA binder storage

During the storage of highly-modified binders ORBITON HiMA, the same principles and recommendations

apply as with other modified binders.

As always, it is recommended to use the binder in the shortest possible time after delivery, and if stored for a

longer period, it is recommended to reduce the temperature to approx. 140-160 °C (depending on the type of

HIMA and set-up of asphalt plant heating system) and to mix it in the tank (circulation).

Other notes:

• before each change in the type or grade of binder in the tank, it should be verified that the tank is empty,

• HiMA should not be mixed with other binders. The mixing would markedly downgrade the performance

of the binder and affect the durability of the pavement,

• multiple heating and cooling cycles for ORBITON HiMA are not recommended.

6.5. Asphalt mixture production

In the course of binder mixing with aggregate, ageing processes accelerate rapidly (a very thin layer of binder

over aggregate, very high temperature and oxygen access), therefore “wet” mixing time should be carefully

selected. Bearing in mind this fact, HiMA binders should not be overheated and the indications in Table 6.1.


APPLICATION GUIDE

26

should be followed. The maximum production temperature should never be exceeded, even to improve

workability and compatibility on the construction site. The storage period in the tank of a mixture with

ORBITON HiMA depends on its insulation performance and should not be longer than that adopted for

mixtures with ORBITON 45/80-65.

Temperatures provided in Table 6.1. do not apply to mixtures supplemented by an agent intended to reduce

the temperature for its production and placement (for WMA). ORLEN Asfalt did not perform compatibility tests

for such mixtures with ORBITON HiMA, therefore their use is the responsibility of the asphalt mixture

manufacturer.

6.6. Asphalt mixture transport

The same rules for the transport of mixtures apply as for other polymer-modified binders. Attention should be

paid to covering the mixture with a tarpaulin.

6.7. Placement

When placing mixtures containing highly-modified binder ORBITON HiMA, the same principles should apply

that are used with ORBITON 45/80-65 modified binders. The number and type of rollers as well as number of

passes remain unchanged.

6.8. Acceptance tests

The same testing methods as with standard binders are used for the acceptance of asphalt mixture courses

with ORBITON HiMA. Where checks include the determination of polymer content in the recovered binder, it

should be noted that with high polymer content the result could be less precise.

7 CLOSURE

Several years of research work to develop and launch the production of a new group of highly-modified SBS

binders referred to as ORBITON HiMA ended in 2013 with the placement the first experimental section in

Poland. Having analysed the results of binder and asphalt mixture tests, as well as conclusions from the

placement process, we are confident that binders of this type will soon become an important part of ORLEN

Asfalt's offering. They will also be an important step towards more durable asphalt pavements in our country.

The tests presented in the publication were conducted at:

• ORLEN Laboratorium sp. z o.o. (laboratory accredited in PCA No. AB 484), Plock, Poland

• Research Institute of Inorganic Chemistry, Inc. (VÚAnCh), Czech Republic

• Gdansk University of Technology, Faculty of Civil Engineering and the Environment, Gdansk, Poland

• Ekonaft sp. z o.o. (laboratory accredited in PCA No. AB 496), Trzebinia, Poland


APPLICATION GUIDE

27

LITERATURE

AASHTO TP 70: Standard Method of Test for Multiple Stress Creep Recovery (MSCR) Test of Asphalt Binder

Using a Dynamic Shear Rheometer (DSR).

Anderson R. M. (2011), Understanding the MSCR Test and its Use in the PG Asphalt Binder Specification,

Asphalt Institute.

Kluttz R., J Richard Willis, Andre Molenaar, Tom Scarpas and Erik Scholten (2012), Fatigue Performance of

Highly Modified Asphalt Mixtures in Laboratory and Field Environment, 7th RILEM International Conference on

Cracking in Pavements.

Kluttz, R. Q., A. A. A. Molenaar, M. F. C.van de Ven, M.R. Poot, X. Liu, A. Scarpas and E.J. Scholten. Modified Base

Courses for Reduced Pavement Thickness and Improved Longevity. Proceedings of the International

Conference on Perpetual Pavement, October, 2009, Columbus, OH.

Kluttz R. Q., E. Jellema, M.F. Woldekidan and M. Huurman, Highly Modified Binder for Prevention of Winter

Damage in OGFCs, Am Soc. Civil E., 2013.

Timm, D., M. Robbins and R. Kluttz. Full-Scale Structural Characterization of a Highly Polymer-Modified Asphalt

Pavement. Proceedings of the 90th Annual Transportation Research Board, Washington, D.C., 2011.

Timm, D.H., M.M. Robbins, J.R. Willis, N. Tran and A.J. Taylor. Field and Laboratory Study of High-Polymer

Mixtures at the NCAT Test Track. Draft Report, National Center for Asphalt Technology, Auburn University,

2013.

Timm, D., Powell, R., Willis, J. and Kluttz, R. (2012), Pavement Rehabilitation Using High Polymer Asphalt Mix,

submitted for the Proc. 91st Annual Transp. Res. Board, Washington, DC.

West R., Timm D., Willis R., Powell B., Tran N., Watson D., Brown R., Robbins M., Vargas-Nordcbeck A., and

Nelson J., "Phase IV NCAT Pavement Test Track Findings". Draft Report, National Center for Asphalt

Technology, Auburn University, February 2012.

Willis, J., Timm, D., Kluttz, R., Taylor, A. and Tran, N. (2012), Laboratory Evaluation of a High Polymer

Plant-Produced Mixture, submitted for the Assoc. Asphalt Paving Technol. Annual Meeting, Austin, TX.


APPLICATION GUIDE

28

TECHNOLOGY, RESEARCH AND DEVELOPMENT DEPARTMENT (TRDD)

Company department at ORLEN Asfalt within the production division. Active from the company's foundation in

2003. The TRDD deals with production technology, tests and development research on binders and asphalt

pavements, technical marketing and new product development. It also offers technical consultancy to

customers on the application of bituminous binders manufactured by the company.

The TRDD achievements include patent applications, gold medal at the International Invention Exhibition IWIS

2007, and the prize awarded by the Polish Minister of Science and Higher Education for achievements in the

area of inventions.

Technical consultancy is available for the company's customers at: [email protected].

END OF TEXT

mailto:[email protected]

Documents

HIGHLY MODIFIED BINDERS ORBITON HiMA...Penetration at 25 °C [0.1 mm] Figure 2.1. Positioning of ORBITON HiMA relative to paving-grade binders and conventional polymer modified binders