Laboratory Investigation of Conventional Asphalt Mix Using Shell Thiopave for Indian Roads

Jayaprakash B et al Int. Journal of Engineering Research and Applications www.ijera.com
ISSN: 2248-9622, Vol. 5, Issue 2(Part 3), February 2015, pp.67-76
www.ijera.com 67 | P a g e
Laboratory Investigation of Conventional Asphalt Mix Using
Shell Thiopave for Indian Roads
Jayaprakash B*, Maneeth P D**, Brijbhushan S**
*(Post graduate student, Department of Construction Technology, Visvesvaraya Technological University, Post
graduation Centre, Regional Centre, Gulbarga-585105, Karnataka)
** (Assistant Professor, Department of Construction Technology, Visvesvaraya Technological University, Post
graduation Centre, Regional Centre, Gulbarga-585105, Karnataka)
ABSTRACT
The characteristic performance of asphalt pavement always depends on the properties of bitumen, volumetric
properties of asphalt mixtures. Bitumen is visco– elastic material where the temperature and rate of load
application have a great influence on its behavior. There are different solutions to reduce the pavement distress
such as using Thiopave (binder extender and asphalt mixture modifier) in the mix design. Thiopave can
significantly alter the performance properties of the mix and it is helpful to extend the life span of pavement. In
this study, investigating use of thiopave and the change in the performance properties is dependent both on the
percentage of virgin binder using VG-30 bitumen that is substituted with thiopave with different percentages.
The study indicated that 10%, 20%, 30% and 40% replacement of binder was done with thiopave. The most
notable impact of the addition of thiopave to a bituminous mixture is an increase in the stiffness of the mixture
for better resistance to fatigue cracking and rutting. Thiopave materials can have a positive impact on laboratory
mixture performance. The addition of thiopave has been shown to significantly increase Marshall Stability.
From this study it is observed that thiopave can be utilized up to 30% to 40% as replacement to bitumen.
Keywords - Aggregates; Filler; Bitumen; Shell Thiopave
I. INTRODUCTION
The surface layer is made of bituminous
combination with aggregate and filler material. The
material for the base coarse is typically base course
of wet mix macadam, crusher run macadam
aggregates or unbound granular layers. The aggregate
base could also be bound layer mixed with Bitumen.
The sub-base is mostly a local aggregate material.
Also, the top of the sub grade is sometimes stabilized
with lime.
In India, the bitumen grading is provided on
basis of viscosity test, which is conducted to know
the viscosity of bitumen by measuring the time
required for a fixed quantity of material to flow at a
temperature of 135°C temperature. A huge amount of
money is invested in highway construction to reach
excellent pavement performance. But the pavement
shows distress due to change in climatic condition
and high traffic loads, which are directly affect the
durability and pavement performance. The most
common problem associated with the performance of
bituminous pavements is fatigue cracking during cold
climate and rutting during hot summer.
Therefore, pavement distress needs urgent
solutions which is very necessary and does not accept
any delay. The typical road surface temperature on a
hot summer day is 60°C to 70°C. At this temperature
the bitumen becomes soft and starts to penetrate and
shove under loaded truck tyres which lead to rutting
and corrugations under the wheel tracks of the
highway pavement. But when temperature falls or in
the cold climate, bituminous pavements become too
brittle and fatigue cracks occur when excessively
loaded. Fatigue is the process of cumulative damage
resulting from repeated traffic loading. There are
several ways to minimize the distress of asphalt
pavements, which could improve the service and
extent the pavement life such as:
• By producing new asphalt additives in the
conventional mix which improved physical,
chemical and mechanical properties.
• By improving pavements and mix design.
• By improving the construction methods and
maintenance techniques.
The most important solutions for pavement
distress are to develop a new binder with the help of
additives. Has also been used a common method to
extend bitumen (conventional mix) properties and is
found to have wide range of application and potential
for use.
A. Advantages of Thiopave into Conventional
Asphalt Mix
1. It replaced up to 30 to 40 % of the bitumen in a
conventional bituminous mixture with all
equivalent volume of Thiopave as well as an
asphalt mixture modifier, which can lower the
compaction temperatures of paving mixtures.
RESEARCH ARTICLE OPEN ACCESS

2. Thiopave pallet contains up to 3% carbon black
which acts as a plasticizer for improved
dispersion in the mixture and mixture
workability.
3. Thiopave reduces emissions of Hydrogen
sulphide (H2S) entrained in the sulphur.
Workability additive allows the asphalt mixture
to be mixed at lower temperature than
conventional asphalt, which limits H2S
generation and saves energy in asphalt
production.
4. Thiopave dispersed in the bitumen eventually
precipitates to form sulphur crystals and lattices,
which stiffens the asphalt paving mixture at high
service temperature and under slow or stationary
loads.
B. Aim of the Study
The aims of present study are
1. The Study of this work is to explore use of
thiopave into conventional mix Grade-I
(dense bituminous macadam) to improve the
performance of flexible pavements.
2. To study the marshall properties of dense
bituminous macadam Grade –I mixes using
VG- 30 and thiopave.
3. To study the marshall stability retained in
saturated condition.
4. To study the aggregate coating with VG-30
and thiopave material.
5. To study the effects of thiopave on dense
bituminous macadam mix with VG-30 in
terms of flow.
6. To study the Retained stability in saturated
condition.
7. To compare the experimental tests results of
dense bituminous macadam mix with that of
thiopave for 10, 20, 30 and 40 different
percentages.
II. MATERIALS AND THIER
PHYSICAL PROPERTIES
A. Bitumen
The Bitumen used was VG-30(50 -70 Grade)
bitumen with supplied by Mangalore Refineries
Petroleum Limited, Karnataka. Paving bitumen
conforming to IS:73:2006. The various properties of
Bitumen were in accordance with results are
tabulated in Table 1.
Table 1: Properties of Bitumen – VG-30
SL.
No
Test Results
IS: 73-2006
(III
Revision)
requirement
1
Specific Gravity
(gms/cc)
1.02 0.99 min
2
Thin Film Oven
test (%)
0.928 2% max
3
Ductility test
(cm)
46.5 40 min
4
Softening Point
test (o
C)
48.8 47 min
5
Penetration test
(mm)
57 50 -70
6
Flash Point test
(o
C)
246 220 min
7
Kinematic
Viscosity test
378.13 350 min
B. Aggregate (Coarse and Fine Aggregate)
In this investigation, the Aggregate locally
available stone were used as coarse aggregates and
fine aggregate. The aggregates were collected from
the Vastrad Crushers near Hire Bagewadi village,
Belgaum, Karnataka. The aggregates were tested as
per relevant IS specification IS: 2386-1963.
Table 2: Individual Sieve Analysis of 40mm, 20
mm, 10 mm, 5mm Aggregate and filler for dense
bituminous macadam:
Table 3: Aggregate blending gradation for dense
bituminous macadam
Sieve
Size
in
mm
Aggregate
blending
gradation
adopted
(25: 16: 20:39)
Specified
gradation
Limits As
per
MoRT&H
Mid
Limit
45 100 100 100
37.5 99.57 95 – 100 97.5
26.5 89.97 63 – 93 78
13.2 61.81 55 – 75 65
Sieve
Size in
mm
% Weight passing
40 mm 20 mm 10 mm 5 mm
45 100 100 100 100
37.5 98.28 100 100 100
26.5 59.88 100 100 100
13.2 0.50 22.70 95.26 100
4.75 0.00 3.22 12.13 96.59
2.36 0.00 2.57 4.05 75.78
0.300 0.00 0.00 1.47 30.79
0.075 0.00 0.00 0.00 11.68

4.75 40.61 38 – 54 46
2.36 30.78 28 - 42 35
0.300 12.30 7 – 21 14
0.075 4.56 2 - 8 5
Table 4: Permissible Variation Limits for Job Mix
Table 5: Blending Dry Gradation for Dense
bituminous macadam of ratios 25:16:20:39 of
total weight = 20000kg (40 mm = 5000 kg, 20 mm
= 3200 kg, 10 mm= 4000 kg and 5 mm = 7800 kg)
SieveSize
mm
Weight
Retained
(gms)
Weightof
Cumulative
Retained
(gms)
%of
Weight
Retained
%of
Passing
45 0 0 0 100
37.5 132 132 0.66 99.34
26.5 2062 2194 10.97 89.03
13.2 5379 7573 37.87 62.14
4.75 4013 11586 57.93 42.07
2.36 2014 13600 68.00 32.00
0.300 3834 17434 87.17 12.83
0.075 1667 19101 95.51 4.50
Graph -1: Shows Blending Dry Gradation Limits
for Dense bituminous macadam of ratios
25:16:20:39
Table 6: Physical Properties of Aggregate
SL.
No.
Tests Results
Specification
1
Specific
gravity
(gm/cc)
40 mm = 2.849
20 mm = 2.904
10 mm = 2.916
Fine(Dust) =
2.775
2
Water
absorption
test (%)
40 mm = 1.45
20 mm = 1.55
10 mm = 1.60
Fine(Dust) =
1.90 2%
(maximum)
3
Impact
value test
(%)
10.19
27%
(maximum)
4
Los
angeles
abrasion
test (%)
3.71
35%
(maximum)
5
FI and EI
test
combined
(%)
40 mm = 25.75
20 mm = 27.55
10 mm = 28.06
30%
(maximum)
6
Stripping
value test
(%)
96.33
95%
(minimum)
IS:6241
Sieve
Size
mm
%of
Passing
Permissible
Variation
Limits As
per
MoRT&H
JMF
Lower
Limit
JMF
Upper
Limit
45
100 (+/-) 8 100 100
37.5 99.57 (+/-) 8 95 100
26.5 89.97 (+/-) 8 82 93
13.2 61.81 (+/-) 7 55 69
4.75 40.61 (+/-) 6 38 47
2.36 30.78 (+/-) 5 28 36
0.300 12.30 (+/-) 4 8 16
0.075 4.56 (+/-) 2 3 7

III. Methodology
A. Introduction
The present investigation the use of thiopave, the
change in the performance properties is dependent
both on the % of virgin binder using VG-30 bitumen
that is substituted with thiopave with different
percentages. The standard tests of all materials have
been carried out in the laboratory as per the relevant
codes.
B. Equipment Used
The following apparatus are used in the present
investigation.
1. Marshall Testing machine.
2. Compaction Pedestal.
3. Oven and hot plates.
4. Water bath with thermostatically controlled.
5. Compaction mold, Compaction Hammer,
paper disks, steel specimen extractor.
6. Containers, Flat bottom metal pans, Round
metal pans, trowels, spatula, weighing
balance, thermometers etc.
7. Glass flask, vacuum pump,
C. Determination of design asphalt content
After getting the results of stability, flow values
and void data:
1) Measured stability values for specimens that
depart from the standard 95.2 mm (3.75 Inch) value
by means of a conversion factor. Applicable
correlation ratio to convert the measured values as
per 5.16 from (MS-2). Note that the conversion may
be made on the basis of either measured volume.
2) Average the flow values and the final converted
stability values for all specimens of given asphalt
content.
3) Prepare a separate graphical plot for these values
and connect plotted points with a smooth curve that
obtains the best fit to determine the design asphalt
content of the mix.
D. Selection of final mix design –
The design asphalt content should be a
compromise selected to balance all of the mix
properties. The mix design criteria will produce a
narrow range of acceptable asphalt contents that pass
all of the guidelines and selection of asphalt can be
adjusted within the narrow range to achieve a mix
property that will satisfy a requirement of a specific
project.
E. Retain stability -
Marshall Stability of compacted specimens was
determined after conditioning them by keeping in
water bath maintained at 60°C for 24 hours prior to
testing.
Table 7: Batch Weight of Mix With 100%
Aggregates Of Ratios 25:16:20:39 and Bitumen
3.0, 3.5, 4.0, 4.5 and 5.0 Percentages.
ISSieve(mm)
Percentage
WeightRetained
Pin(%)
BITUMEN CONTENT (VG-30)
3.0%
3.5%
4.0%
4.5%
5.0%
P-45
and
R -37.5
0.43
17.52
17.43
17.34
17.25
17.16
P -37.5
and
R -26.5
9.60
391.10
389.09
387.07
385.06
383.04
P-26.5
and
R-1 3.2
28.16
1147.24
1141.32
1135.41
1129.50
1123.58
P-13.2
and
R-4.75
21.20
863.69
859.24
854.78
850.33
845.88
P-4.75
and
R -2.36
9.83
400.47
398.41
396.35
394.28
392.22
P-2.36
and
R- 0.300
18.48
752.88
748.99
745.11
741.23
737.35
P- 0.300
and
R -0.075
7.74
315.33
313.70
312.08
310.45
308.83P -0.075
and
R - Pan
4.56
185.77
184.82
183.86
182.90
181.94
Bitumen (VG-30)
126.0
147.0
168.0
189.0
210.0
Total Weight of
Aggregate
4074.0
4053.0
4032.0
4011.0
3990.0
Total Weight of
Mix
4200
4200
4200
4200
4200
Note: P- Passing and R- Retained
Table 7: Maximum Specific Gravity Of Mix Of
Ratios 25:16:20:39 and Bitumen 3.0, 3.5, 4.0, 4.5
And 5.0 Percentages.
Sl.
No
Bitumen
Content
(%)
Maximum Specific
Gravity of Paving Mix
1 3.0 2.732

2 3.5 2.709
3 4.0 2.686
4 4.5 2.663
5 5.0 2.641
Table 8: Marshall Properties For Determining
The Optimum Binder Content For Dense
Bituminous Macadam Grade-I.
Sl.No.
BitumenContent
(%)
AvgBulkDensity
(g/cc)
AvgStability
(KN)
AirVoids(%)
AvgFlow(mm)
VoidsinMineral
Aggregate(%)
VoidsFilledby
bitumen(%)
1
3.0
2.540
21.37
7.02
2.40
13.26
47.06
2
3.5
2.551
23.66
5.84
2.97
13.36
56.31
3
4.0
2.572
25.95
4.25
3.73
13.10
67.58
4
4.5
2.565
24.87
3.67
3.83
13.76
73.32
5
5.0
2.555
23.12
3.25
4.53
14.56
77.68
From the above table results we know the
optimum binder content is 4.3%. (From graph and
Narrow range of acceptable)
Table 9: Batch Weight of Mix for Marshall
Stability and Maximum Specific Gravity With
100% Aggregates Of Ratios 25:16:20:39 and
Bitumen 4.3%.
IS Sieve
(mm)
Percentage
Weight
Retained
P in (%)
Bitumen Content
(VG-30)
4.3%
Mould
4.3%
Gmm
P -45 and
R -37.5
0.43 17.28 20.58
P -37.5 and
R -26.5
9.60 385.86 459.36
P -26.5 and
R-1 3.2
28.16 1131.86 1347.46
P -13.2 and
R- 4.75
21.20 852.11 1014.42
P -4.75 and
R -2.36
9.83 395.51 470.84
P- 2.36 and
R -0.300
18.48 742.79 884.27
P -0.30 and R
-0.075
7.74 311.10 370.36
P- 0.075 and
R -Pan
4.56 183.28 218.20
Bitumen (VG-30) 180.60 215
Total Weight of Aggregate 4019.40 4785
Total Weight of Mix 4200 5000
Note: P- Passing and R- Retained
Maximum Specific gravity for 4.3% Bitumen = 2.677
Table 10: Marshall Properties and Retained
Stability for Binder Content 4.3% for Dense
Bituminous Macadam Grade-I.
Sl.No.
BitumenContent
(%)
AvgBulkDensity
(g/cc)
AvgStability
(KN)
AirVoids(%)
AvgFlow(mm)
VoidsinMineral
Aggregate(%)
VoidsFilledby
bitumen(%)
1
4.3
2.569
25.74
4.05
3.88
13.48
69.94
2
4.3(30
minutes
Soaking
at60o
C)
2.568
26.35
4.08
4.00
13.50
69.79
3
4.3(24
Hoursin.
Soaking
at60o
C)
2.566
22.85
4.16
-
13.58
69.36
Retained stability = (22.85/ 26.35) X100 = 86.73 %
minimum required 80 % as per MoRT&H
III: Thiopave as a Additive Used In The Dense
Bituminous Mix
Thiopave is patented product developed by shell
sulphur solutions for use in bituminous paving
mixture as an additive. The thiopave is an odorless
pellet containing sulphur, plasticizer and compaction
additives to improve workability of bituminous
mixture during paving operation. Melting point of
thiopave is approximately 130°C. The thiopave is
added directly into the aggregates and bitumen
mixture during the mixing process. The thiopave
helps in replacing the bitumen by 10 to 40% in the
bituminous mixture (Bituminous macadam and
Dense bituminous macadam).

A: Method for Calculation of Thiopave and
Bitumen for Dense Bituminous Macadam Mixture
Marshall Mix design method was adopted for
design of both conventional and Thiopave dense
bituminous macadam mixtures. The optimum
bitumen content obtained for conventional dense
bituminous macadam mixture with VG-30 grade
bitumen was 4.3% .In this section the Thiopave to
bitumen ratio considered was 10:90, 20: 80, 30:70,
and 40:60 respective ratios. The specific gravity of
Thiopave (2.0) is higher than the specific gravity of
bitumen, the total quantity of binder, the mixture of
thiopave + bitumen required was calculated using
equation,
Thiopave +
Bitumen weight % = A X [100 R / 100 R – Ps (R – G
bitumen)]
Where,
A = Percent bitumen by mass (optimum
binder content) in conventional mixture design.
Ps = Mass % Thiopave in binder
G = Specific gravity of bitumen
R = Thiopave to bitumen substitution ratio
for equivalent binder volume.
R = G Thiopave / G bitumen = G Th / G Bit
Consider A = 4.3%
Ps = 40 % (i.e. 40 % Thiopave and 60%
Bitumen blend by mass)
G Thiopave = 2.0
Gbit = 1.02
= 100 [(40 / 2) + 60/1.02)]
GB = 1.269 (Combined specific gravity)
= 2.0/1.02 = 1.96
Thiopave + Bitumen weight %
= 4.3 x [100 x 1.96 / 100(1.96) – (40) (1.96 – 1.02)]
= 4.3 x 196 / 196-37.6
= 4.3 x 1.23
Bitumen Content (VG-30 + Thiopave) = 5.32%
Therefore, PTH = 2.12% and PBit = 3.2%
Table 11: Batch Weight of Thiopave and bitumen
ratios 10:90, 20: 80, 30:70, and 40:60 respectively
ISSieve
(mm)
Weight
Retained
Pin(%)
Thiopave : Bitumen
10:90
20:80
30:70
40:60
P- 45 &
R -37.5
0.43
17.20
17.20
17.20
17.20
P-37.5 &
R -26.5
9.60
384.00
384.00
384.00
384.00
P-26.5 &
R-1 3.2
28.16
1126.40
1126.40
1126.40
1126.40
P-13.2 &
R-4.75
21.20
848.00
848.00
848.00
848.00
P-4.75 &
R-2.36
9.83
393.60
393.60
393.60
393.60
P-2.36 &
R- 0.300
18.48
739.20
739.20
739.20
739.20
P-0.300
&R-0.075
7.74
309.60
309.60
309.60
309.60
P-0.075
& R - Pan
4.56
182.40
182.40
182.40
182.40
Bitumen (VG-30)
in %
171.73
(4.10%)
159.66
(3.80%)
147.37
(3.5%)
135.16
(3.2%)
Total Weight of
Aggregate
4000
4000
4000
4000
Weight of
Thiopave in %
18.85
(0.45%)
40.34
(0.96%)
63.16
(1.5%)
89.55
(2.12%)
Weight of
Compaction
Additive in %
0.84
(0.02%)
0.84
(0.02%)
0.84
(0.02%)
0.84
(0.02%)
Total Weight of
Mix
4191.42
4200.84
4211.37
4225.55

B: Comparison of Marshall Properties with
Bitumen VG-30 and different % of Thiopave +
Bitumen.
Table 12: Marshall Density of Asphalt Mix with
VG-30 Bitumen and Different % of Thiopave +
Bitumen
Content
VG-
30 %
Bitumen + Thiopave %
Percentage 4.3%
10%+
90%
20%+
80%
30%+
70%
40%+
60%
Density
(g/cc)
2.569
2.568
2.575
2.586
2.593
Fig-1: Variation of Marshall Density of Asphalt
with VG-30 and Different % of Thiopave +
Bitumen
2.55
2.56
2.57
2.58
2.59
2.6
Bitumen Thiopave
It shows that a higher density value is with 60%
Bitumen + 40% Thiopave i.e. 2.593 g/cc and lower
density value is with 90% Bitumen + 10% Thiopave.
Table 13: Stability of Asphalt Mix with VG-30
Bitumen and Different % of Thiopave + Bitumen
Content
VG -
30 %
Percentage 4.3%
10%+
90%
20%+
80%
30%+
70%
40%+
60%
Stability
(KN)
25.74
21.48
23.78
26.47
28.60
Fig-2: Variation of Stability of Asphalt with VG-
30 and Different % of Thiopave + Bitumen
0
5
10
15
20
25
30
Bitumen Thiopave
It shows that a higher stability value is with 60%
Bitumen + 40% Thiopave i.e. 28.60 KN and lower
stability value is with 90% Bitumen + 10% Thiopave.
Table 14: Air Voids of Asphalt Mix with VG-30
Content
VG -
30 %
Percentage 4.3%
10%+
90%
20%+
80%
30%+
70%
40%+
60%
Air Voids
(%)
4.05
5.55
4.79
4.2
3.6
Fig-3: Variation of Air Voids of Asphalt with VG-
30 and Different % of Thiopave + Bitumen
0
1
2
3
4
5
6
Bitumen Thiopave
It shows that a high percentage of air voids
is with 90% Bitumen + 10% Thiopave i.e. 5.55% and
less percentage of air voids is with 60% Bitumen +
40% Thiopave.

Table 15: Voids in Mineral Aggregate of Asphalt
Mix with VG-30 Bitumen and Different % of
Thiopave + Bitumen
Content
VG -
30 %
Bitumen + Thiopave
%
Percentage 4.3%
10%+
90%
20%+
80%
30%+
70%
40%+
60%
Voids in
Mineral
Aggregate
(%)
13.48
13.67
13.70
13.54
13.56
Fig-4: Variation of Voids in Mineral Aggregate of
Asphalt with VG-30 and Different % of Thiopave
+ Bitumen
13.3
13.4
13.5
13.6
13.7
13.8
Bitumen Thiopave
It shows that a high percentage of voids in
mineral aggregate is with 80% Bitumen + 20%
Thiopave i.e. 13.70% and less percentage of voids in
mineral aggregate is with VG-30 Bitumen.
Table 16: Voids filled by Bitumen of Asphalt Mix
with VG-30 Bitumen and Different % of Thiopave
+ Bitumen
Content
VG -
30 %
Bitumen + Thiopave
%
Percentage 4.3%
10%+
90%
20%+
80%
30%+
70%
40%+
60%
Voids Filled
by Bitumen
(%)
69.94
59.43
65.03
68.96
73.44
Fig-5: Variation of Voids Filled by Bitumen of
Asphalt with VG-30 and Different % of Thiopave
+ Bitumen
0
20
40
60
80
Bitumen Thiopave
It shows that a high percentage of voids filled by
bitumen are with 60% Bitumen + 40% Thiopave i.e.
73.44% and less percentage of voids filled by
bitumen is with 90% Bitumen + 10% Thiopave.
Table 17: Flow of Asphalt Mix with VG-30
Content
VG -
30 %
Percentage 4.3% 10%+
90%
20%+
80%
30%+
70%
40%+
60%
Flow (mm) 3.88
5.77
5.33
4.4
3.98
Fig-6: Flow of Asphalt with VG-30 and Different
% of Thiopave + Bitumen
0
2
4
6
8
Bitumen Thiopave
It shows that a higher value of flow is with
90% Bitumen + 10% Thiopave i.e. 5.77 mm and less
flow is with VG-30 Bitumen.

Table 18: Retained Stability of Asphalt Mix with
VG-30 Bitumen and Different % of Thiopave +
Bitumen
Content
VG -
30 %
Percentage 4.3% 10%+
90%
20%+
80%
30%+
70%
40%+
60%
Retained
Stability (%)
86.73
84.28
89.53
91.29
95.16Fig-7: Retained Stability of Asphalt with VG-30
and Different % of Thiopave + Bitumen
75
80
85
90
95
100
Bitumen Thiopave
It shows that a higher % of retained stability
is with 60% Bitumen + 40% Thiopave i.e. 95.16 %
and less retained stability is with 90% Bitumen +
10% Thiopave.
IV. RESULTS
Results: Physical Properties
1. Results of physical properties of the paving
grade (VG-30) bitumen used for this study were
tested and presented respectively and the test
results are satisfactory the requirements as per
IS: 73-2006.
2. Results of physical properties of the aggregates
used for present study are presented and the tests
results are almost meeting the requirements as
per table: 500-8 of MoRT&H specifications
(Fourth Revision).
Marshall Properties
1. The marshall properties of DBM grade –I using
original paving grade (vg-30) and different % of
replacement of bitumen with thiopave satisfies
requirements of MoRT&H specification
Revision IV.
2. From graphs, it is found that optimum binder
content for DBM grade- I is 4.3% with VG-30
bitumen.
3. Results and chart shows the marshall test
indicate that density is gradually increasing with
increase in thiopave replacing bitumen
percentage in the DBM mix. For VG-30 – 2.569
and Bitumen a thiopave mix (60+40) % is 2.593.
4. Marshall Stability of VG-30 bitumen for DBM is
25.74 KN and with bitumen and thiopave mix
(70:30 and 60:40) is 26.47 KN and 28.60 KN
respectively.
5. Marshall Flow of VG-30 IN DBM is decreases
compared to thiopave and bitumen mix. VG-30
is 3.88 mm and bitumen and thiopave mix are
increases.
6. Air voids in VG-30 was 4.05% is less, compared
to bitumen and thiopave mix percentages.
7. Voids filled with mineral aggregates in VG-30
are 13.48% is lesser than the bitumen and
thiopave mix percentages.
8. Voids filled with bitumen with VG-30 was
69.94% is less, compared to bitumen and
thiopave mix of 60 +40 ratio. Laboratory
Investigation of Conventional Asphalt mix using
Shell Thiopave for Indian Roads.
Retained Marshall Stability
1. Retained Marshall Stability of bitumen VG-30
was 86.73% is lesser, compared to bitumen and
thiopave % values of ratios 80:20, 70:30 and
60:40 respectively
V. CONCLUSION
1. With the help of this study is concluded that
thiopave can be a most effective for replacement
for bitumen at 30 to 40 %.
2. The Thiopave dense bituminous mixtures have
higher Marshall Stability value indicating that it
is a rutting resistant mixture. The Marshall
Stability values were increased higher with
thiopave dense bituminous macadam mixtures
when compared with conventional DBM.
3. The maximum stability and density will increase
in the % of mix with thiopave bitumen is 70:30
and 60:40 ratios.
4. The maximum Air voids and voids in mineral
aggregate will increase in the % of mix with
thiopave and bitumen is 90:10 and 80:20 ratios.
5. The maximum flow will be increases in the % of
mix with thiopave and bitumen is 90:10 and
80:20 ratios. And flow will increased stability
and density will be decreases.
6. The voids filled is increases in the % of mix with
thiopave and bitumen is 60:40 ratio. The density
and stability also increases.
7. Retained stability will be increases in the % of
mix of thiopave and bitumen 70:30, 80:20 and

90:10 ratios. The increased in stability pavement
life will be more.
8. Compared to normal hot mix asphalt with
bitumen and thiopave the cost reduction of about
20 to 30 % can be saved.
REFERENCES
[1] IS: 1202 - 1978, ―Methods for testing ta
and bituminous materials: Determination of
Specific gravity (First revision).
[2] IS: 73-2006, ―Specifications for paving
bitumen.
[3] IS: 1206 – 1978, ―Methods for testing tar
and bituminous materials, Determination of
viscosity.
flash point.
Penetration.
Softening point.
Ductility.
[8] IS: 2386 part IV – 1963 (reaffirmed 1997),
―Methods for testing of Aggregates.
[9] IS: 2386 part III – 1963 (reaffirmed 1997),
[10] IS: 2386 part I – 1963 (reaffirmed 1997),
[11] IS: 2386 part IV – 1963, (reaffirmed 1997).
―Methods for testing Aggregates.
[12] IS: 6241 – 1971, (reaffirmed 1998).
―Methods for Determination of stripping
value aggregates.
[13] MoRT&H – ―Specifications of Road and
Bridge works Ministry of Road Transport
and Highway, Govt. of India, Fourth
Edition, 2001.
[14] ASTM -D2041, ―Theoretical maximum
specific gravity and density of bituminous
paving mixtures.
[15] ASPHALT INSTITUTE –―Mix Design
Methods for Asphalt Concrete (MS-2). 6th
edition May 1997.
[16] MoRT&H ―Manual for construction and
highways supervision of bituminous work.-
2001.
[17] Andrea Cocurullo, ― Effect of moisture
conditioning on fatigue properties of sulphur
modified asphalt mixtures- 7th RILEM
International Conference on Cracking in
Pavements, RILEM Book series Volume 4,
2012.
[18] FHWA, ―An Alternate asphalt binder,
Sulphur – Extended Asphalt Office of
Pavement Technology, May 2012.
[19] Samuel B Cooper, ― Laboratory
performance characteristics of sulphur
modified asphalt‘‘American society of civil
engineers, ASCE, September-2011.
[20] Mohammed Al-Mehthel, ―Sulphur
extended asphalt as a major outlet for
sulphur that out performed other asphalt
mixes Doha, Qatar on April 2010.
[21] A. Taylor, ―Evaluation of mixture
performance and structural capacity of
pavements using shell thiopave
comprehensive laboratory performance
evaluation Technology, NCAT Report,
September 2010.
[22] Raj Dongre, ― Petersen Asphalt Research
Conference Western Research Institute
2010.
[23] Al-Ansary, ―Innovative solutions for
sulphur in Qatar, presented at the sulphur
institutes, sulphur world symposium, Doha,
Qatar-2010.
[24] Bailey, ― Innovative Sulphur Technology
Applied to European Asphalt Mixtures. In:
Proceedings of 6th International Conference
on Maintenance and Rehabilitation of
Pavements and Technological Control-2009.
[25] Gary Fitts, ―Sulphur Enhanced Asphalt for
the 21st Century. Texas pavement
presentation center-2009.
[26] David Strickland, ―A study of the low
temperature properties of shell sulphur
extended asphalt mixtures. Manchester,
united kingdom-2008.

Laboratory Investigation of Conventional Asphalt Mix Using Shell Thiopave for Indian Roads

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Laboratory Investigation of Conventional Asphalt Mix Using Shell Thiopave for Indian Roads