Flexible pavements constitute major portion of existing road network and airfields in India.An extensive highway network with desired high speed corridors and air-fields constructed with long lasting pavement and overlays are felt essential.The growth of the economy of a country depends largely upon efficient transport system with minimal possible hindrance to road user due to frequent maintenance needs.
The quality and longevity of pavement as well as overlays and renewals must be, therefore restored in order to reduce road user cost and achieve road safety.Increased number of traffic loads with over loading in excess of permissible limits, higher tyre pressure have caused widespread problems with flexible pavement of National highways.The available 80/100, 60/70 or 30/40 grade or VG grade bitumen produced at our refineries are not suitable for high traffic intensity roads and airfield pavement due to extremely high tyre pressure of aircrafts.The statistics of various overlay I renewals performance suggested that useful life of bituminous overlay has declined from an average value of 8-10 years in the past to about 3-4 years in recent years.
Hence under the prevailing heavy traffic and extreme climatic conditions, conventional overlays, in general are not meeting durability requirement. The accelerated deterioration of flexible pavement overlays or renewals prematurely, burdens the maintenance budget and poses fund's constraints on using binders, which act as multigrade binders and also offer resistance to deformation and cracking. The binders should also enable the pavement to have longer fatigue life to resist the repeated application of high axle loads and prevent cracking or reflective cracking.
Research carried out on the available bitumens from Indian refineries indicated that these are not suitable for airfields catering to Boeing 747 class or A380 of aircraft.It is also well known that, if polymer in a small quantity when added to 80/100, 60/70 or 30/40 grade VG grade bitumen, result in a product, which has a fatigue life 10-18 times higher than conventional 80/100,60/70 or 30/40 grade VG grade bitumen.This binder is also found to be capable to seal cracks effectively, when applied over extensively cracked flexible or rigid pavement. Plastomeric thermoplastic based modified bitumen are not considered suitable for SAM & SAMI.
Extensive road trials conducted by CRRI and elsewhere globally proved that life of road can be extended 50 to 100% times, resulting in enormous savings in pavement materials and funds.
|Type of Modifiers||Examples|
|Synthetic Polymers||Plastomeric Thermoplastics||Polyethylene (PE), Ethylene Vinyl Acetate (EVA),Ethylene ButylAcrylate (EBA) etc.|
|Elastomeric Thermoplastics||Styrene Isoprene Styrene (SIS), Styrene-Butadiene Styrene (SBS) Block Copolymer and Ethylene Ter Polymer (ETP) etc.|
|Synthetic Rubbers||Synthetic Rubber Latex||Styrene-Butadiene Rubber (SBR) latex and any other Suitable synthetic Rubber|
|Other Rubbers||Natural Rubber||Latex or Rubber Powder|
|Crumb Rubber||Crumb Rubber Modifier|
Jai Polymer and Rubber Modified Bitumen can be used in the construction, maintenance and renewal of roads, airfields and heliports in a manner similar to the existing hot mix process using the same manpower, tools and plant.
|Maximum Atmospheric Temperature,°C|
|Minimum Pravement Temperature, °C||<35||35 TO 45||>45|
|<-10||PMB/NRMB-120 CRMB-50*||PMB/NRMB-70 CRMB-55||PMB/NRMB-70 CRMB-55|
|-10 To 10||PMB/NRMB-70 CRMB-50||PMB/NRMB-70 CRMB-55||PMB/NRMB-40 CRMB-60|
|>10||PMB/NRMB-70 CRMB-55||PMB/NRMB-70 CRMB-55||PMB/NRMB-40 CRMB-60|
PROPERTIES OF Jai POLYMER AND RUBBER MODIFIED BITUMEN
|Designation||Elastomeric Thermoplastic Based||Plastomeric Thermoplastic Based||Natural Rubber Modified Binders||Crumb Rubber Modified Binders||Merthod of tests|
|PMB 120||PMB 70||PMB 40||PMB 120||PMB 70||PMB 40||NRMB 120||NRMB 70||NRMB 40||CRMB 50||CRMB 55||CRMB 60|
|Penetration at 25°C, 0.1mm,100g.5 Sec||90 to 150||50 to 90||30 to 50||90 to 150||50 to 90||30 to 50||90-150||50-90||30-50||<70||<60||<60||IS: 1203-1978|
|Saftening Point (R&B)°C Minimum||50||55||60||50||55||60||50||55||60||50||55||60||IS:1205-1978|
|Ductility at 27°C cm.||+75||+60||+50||+50||+40||+30||+75||+60||+50||-||-||-||IS:1208-1978|
|Fraass Breaking Point°C Max||-24||-18||-12||-20||-16||-12||-20||-16||-12||-||-||-||IS:9381-1979|
|Flash Point by COC°C Minimum||220||220||220||220||220||220||220||220||220||220||220||220||IS:1209-1978|
|Elastic Recovery of Half Thread in Ductilometer at 15°C, %, Min||75||75||75||50||50||50||50||40||30||50||50||50||Appendix-1 IRC:SP:53 2002|
|Separation Differnce in softening Point R&B°C, Maximum||3||3||3||3||3||3||4||4||4||4||4||4||Appendix-2 IRC:SP:53 2002|
|Viscosity at 150°C poise||1-3||2-6||3-9||1-3||2-6||3-9||-||-||-||-||-||-||IS:1206-1978|
|Thin Film Oven Test (TFOT) on Residue (IS:9382-1992)|
|Loss in Weight, %, Maximum||1.0||1.0||1.0||1.0||1.0||1.0||-||-||-||-||-||-||IS:9382-1979|
|Increase in Softening Point °C, Maximum||7||6||5||7||6||5||7||6||5||7||6||5||IS:12QS.1978|
|Reduction in Penetration of Residue at 25°C, Maximum||35||35||35||35||35||35||-||-||-||-||-||-||IS:1203-1978|
|Penetration at 25°C 0.1 mm, 100g, 5 Sec. Minimum % of original||-||-||-||-||-||-||60||60||60||60||60||60||IS:1203-1978|
|Elastic Recovery of Half thread in Ductilometer at 25°C, % Minimum||50||50||50||35||35||35||35||30||25||35||35||35||Appendix-1 IRC:SP:53 2002|
*Relevant to snow bound cold dlmate area.
•we also manufacture Modified Bitumen as per IS:15462:2004
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