BITUMEN GRADING SYSTEM – FROM PENETRATION GRADING

TO VISCOSITY GRADING – A STEP TOWARDS BETTER QUALITY CONTROL.

Rajib Chattaraj*

ABSTRACT
Bitumen is used as the binding material in highways and airfields most extensively in India and also in
the rest part of the world. With the years, the mode of characterization of bitumen was felt to be
changed. In fact, there is a huge gap in India between proper characterization of bitumen and its
implementation in the refineries true to the specification and the ambitious planning of creation of
important public assets in the highway sector whose durability and serviceability is very important
towards the socioeconomic improvement of the country. In this paper, an attempt has been made to
find out the changes of characterization of bitumen mainly in Indian context with the technical
justifications behind them. A brief description of the world-wide scenario in this field has also been
enumerated in this paper.

1 INTRODUCTION
The History of bitumen as binder in top layers of flexible pavement tells us that -
In the late nineteenth century (1869 to 1876 AD) in Paris, London and in United States compacted
bituminous pavements were constructed, first of its kind. At that time, all bitumen available was
natural bitumen. At the beginning of twentieth century (1902), bitumen was started being
commercially manufactured by refining crude petroleum oil in USA.
With the advent of motorized vehicles, the need for dust free, smooth, all weather road was felt and
for this reason, bituminous roads became a worldwide need and popular also.

2 WHY BITUMEN NEEDS GRADING

Bitumen has got different uses. In fact, before used as the principal binder in constructing highways,
bitumen was used in roofing, flooring, bridge, sidewalk surfacing, waterproofing etc. purposes.
Bitumen obtained by different ways, vary in property. Even bitumen obtained by refining petroleum
crude varies in property depending on the source of crude petroleum and refining process. Thus,
bitumen needs grading, primarily for the different purposes for which it is used, even in highway
construction too, the purposes may be different. Secondarily, bitumen refined from different crude oil
source and by different refining processes, varies in property. To categorise that, bitumen needs to be
graded.

*Executive Engineer, PWD, Govt. of West Bengal

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3 THE CHARACTERISTICS/PROPERTIES ON WHICH BITUMEN NEEDS GRADING
For engineering and construction purposes, three properties of bitumen are important :
(i) Consistency, (ii) Purity, (iii) Safety.
3.1 Consistency
Bitumen is a thermoplastic material which means it liquefy when heated and solidify when
cooled and its state of solidness (stiffness) or liquidness (i.e., ability to flow) is very much
temperature sensitive. Consistency is the term used to measure its degree of stiffness or ability
to flow. Consistency of bitumen can be judged by some empirical tests such as penetration,
softening point, ductility etc. and also by testing the fundamental property of bitumen such as
viscosity.

3.2 Purity
By definition, bitumen is entirely soluble in trichloroethylene. Nowadays, almost entire
bitumen is obtained by refining petroleum crude, which are usually more than 99.5% soluble in
trichloroethylene. This test is carried out to check the presence of organic materials and
impurities in bitumen.

3.3 Safety
For using bitumen in HMA, it needs to be heated up. But bitumen being a petroleum product,
there is chance of fire hazard.
The temperature at which a heated bitumen sample will instantaneously flash in the presence of
an open flame is called flash point and is considered as the level of safe temperature. [The
temperature at which bitumen supports combustion is called fire point and in much higher
temperature than flash point]
The flash point of all bitumen are usually well above the temperature normally used in paving
operations.
Thus, it can be concluded that there is no point to grade bitumen on purity and safety aspect. It
is the consistency property of bitumen by which it can be graded.

4 A BRIEF HISTORY OF GRADING OF BITUMEN

In 1888, B.C Bowen invented Bowen Penetration Machine which is the original version of
today’s Penetrometer. Previous to the invention of Penetration Machine, the grading of bitumen
was judged by – chewing.
The temperature, at which bitumen was graded by chewing, was quite naturally nearer to the
normal human body temperature: (+) 370C.

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 After several modifications of the initial penetration machine, by 1910 in USA, the
penetrometer became the principal means of measuring and controlling consistency of bitumen
at 250C which is the average ambient temperature in a year. American Society for Testing and
Materials (ASTM) Committee D04 on Road and Paving materials adopted the grading of
bitumen by penetration test at 250C.
The next major change in USA was initiated in early 1960, when bitumen was felt to be graded
by viscosity at 600C, which is the maximum pavement temperature in summer.
The principal reasons for this change were:
- to replace the empirical penetration test with a rational scientific viscosity test
- to measure the consistency at 600C rather than 250C, which approximates the asphalt
pavement maximum surface temperature on a hot summer day when retting is likely to
occur.
In 1987, the Strategic Highway Research Program (SHRP), started developing performance
based grading system for bitumen, which was based on engineering principals to address
common bituminous pavement distress problem. This $ 50 million, 5 year (1987-1992) SHRP
research program produced so-called Superpave performance grading system which included
grading of both modified and unmodified bitumen. Well, that is not the end. The superpave PG
grading system was initially developed to cover both modified and unmodified binders.
However, superpave binder specification was found to be inadequate to determine the
performance characteristics of modified binders.
Thus, the most recent trend is Superpave Plus.

4.1 The history in Indian Context

The first Indian Standard on bitumen was published in 1950 as “Specification for asphaltic
bitumen and fluxed native asphalt for road making purpose” : IS:73. The first revision was
made to IS:73 in 1961 to change the grades of materials and incorporate the methods of testing
of bitumen and tar as per IS 1201 to IS 1220 (1958). In this revision, the grades of fluxed
native asphalt were deleted and the paving grades were included. These standards were based
on penetration grades. The second revision was made on 1992 based on the revised methods of
test in IS 1201 to IS: 1220 (1978) and some additional data on the properties of bitumen
extracted from waxy crude and non-waxy crude, were included. In the second revision too,
penetration remained the principal test for fixing gradation criteria. However, some new tests
like penetration ratio, paraffin wax content and viscosity at 600C and 1350C and retained
penetration after thin film oven test (i.e, short term aging) had been incorporated.

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 After that “Guidelines on use of polymer and rubber modified bitumen in road construction –
IRC SP : 53 (2002)” and Indian Standard Specification “IS : 15462 (2004) – Polymer and
rubber modified bitumen” were published where penetration was the principal basis for grading
for PMB (Polymer Modified Bitumen) and NRMB (Natural Rubber Modified Bitumen) but
softening point is the basis of grading for CRMB (Crumbed Rubber Modified Bitumen). The
grades of PMB are PMB 120, PMB70 or PMB40, where 120, 70 and 40 designate the average
of the range of penetration at 250C in 1/10th of mm. Similarly the grades of NRMB are NRMB
120, NRMB70 or NRMB40, where the numerical stand for the average of the range of
penetration value. But in case of CRMB, the grades are CRMB50, CRMB55 and CRMB60
where the numerical designate minimum softening point in 0C.
“IS:702 – Specification for industrial bitumen” was first published in 1955 and was first
revised in 1961. Second revision of this code was published in 1988. Here grading of bitumen
is indicated by two numerical like 85-25, 85-40, 90-15 etc. where the first number indicates the
0
approximate softening point in C and the second one indicates approximate penetration in
1/10th of mm at 250C.
The third revision of IS:73 was published in 2006, when the grading of bitumen is changed
from penetration grade to viscosity grade. In this revision, the total numbers of tests have been
reduced to 8 only eliminating empirical tests/parameters such as penetration ratio, paraffin wax
content and Frass breaking point without compromising any quality of bitumen.
Thus, before 2006, bitumen was graded in India mainly by penetration grade and sometimes by
softening point, which are empirical methods.

5 WHAT WAS WRONG WITH PENETRATION GRADING

5.1 The two main disadvantages of penetration grading system
- the penetration test is an empirical test not fundamental test.
- testing the consistency of bitumen by penetration test at 250C is very deceptive to judge its
performance at higher and lower temperature.
It will be evident from following example :
- In figure-1, there are three, bitumen A, B & C whose penetration at 250C is same i.e, 65.
But these bitumens are having different stiffness values at higher (say 600C) temperature and
at lower (say 40C) temperature.

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 C
B

Stiffness (penetration)
A
65

A
B
C

25 oC

Temperature (OC)

Fig. : 1

- the slope of the stiffness –vs – temperature curve is called temperature susceptibility. Steeper
is the slope, more will be the temperature susceptibility of the bitumen. In this figure,
bitumen ‘C’ is most temperature susceptible , in other words more prone to rutting at higher
temperatures and more prone to cracking at low temperatures (due to higher stiffness)
compared to bitumen ‘B’ and ‘A’.
5.2 The other disadvantages of penetration grading system
- the penetration grading system is not sufficient to control the temperature susceptibility of
bitumen within a specified range for a better control over the performance of the bituminous mix.
- apart from the above mentioned principal disadvantages, penetration grading system can not
be used effectively for Polymer-modified bitumen too.
- no guidance is available for appropriate viscosity of bitumen for mixing and compaction.
(This should be 17020 & 28030 centistokes respectively).

6 WHY VISCOSITY GRADING SYSTEM WAS NEEDED

Since 1970, in USA, bitumen was started to be graded by its fundamental property i.e, viscosity
(absolute) at 600C which approximates the maximum temperature during hot summer when
rutting is likely to occur. The main point behind this is, same viscosity grade bitumens gave
similar rutting performance in hot summer. Viscosity graded bitumens were suitable for a wide
range of temperatures:- 250C for raveling/fatigue cracking, 600C for rutting and 1350C for
construction.

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6.1 The main features of Viscosity grading System and its advantage
- in viscosity grading system, the principal test is absolute viscosity measurement at 600C and also-
- kinematic Viscosity measurement at 1350C and
- penetration at 250C.
- by measuring consistency at three different temperatures and specifying the ranges, the slope
of temperature –vs- stiffness curve i.e., the temperature susceptibility of bitumen can be bound
in a specified range which is the key for better performances.
It can be explained by figure-2.

Annual average Temp. During Temp. During

service temp. hot summer construction

50
Stiffness (penetration)/Viscosity

70
2400
Penetration

Viscosity
Absolute

350 Kinematic
Viscosity

0 25 o C 60 oC 135 o C

Temperature (OC)

Fig.-2: VG -30 grade of bitumen as per IS: 73 (2006)

Defining the range (minimum and maximum values) for penetration at 250C, minimum value
for absolute viscosity at 600C, and minimum value for kinematic viscosity at 1350C, the
temperature susceptibility of bitumens can be controlled in a better way towards better
performance. However, in ASTM D 3381 Specification for viscosity graded asphalt binders,
the minimum value only for penetration, the range (minimum and maximum values) for
absolute viscosity at 600C, and the minimum value for kinematic viscosity at 1350C have been
specified, which are more rational. The Indian specification is likely to be amended along these
lines shortly.
6.2 Features of IS : 73 (2006)
- in this specification viscosity graded system has been adopted the total number of tests have
been reduced from 14 (as per IS:73 (1992) to 8 only as per IS: 73(2006) and with better control
to the performance of bituminous mixes.

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 - the empirical tests like penetration ratio, paraffin wax content, Frass Breaking point etc. have
been dropped.
The table-1 of IS:73 (2006) shows the requirements of different tests.

Table 1 : Requirements for Paving Bitumen (Clause 6.2 of IS 73 :2006)

Paving Grades Methods of Test,

Sl. No. Characteristics
Ref. to IS No.
VG 10 VG 20 VG 30 VG 40
(1) (2) (3) (4) (5) (6) (7)

Absolute viscosity at
i) 800 1600 2400 3200 IS 1206(Part 2)
60oC, Poises, Min

Kinematic viscosity at
ii) 250 300 350 400 IS 1206(Part 3)
135oC, cSt, Min

Flash point,
iii) 220 220 220 220 IS 1209
(Cleveland open cup), o C, Min

Solubility in trichloroethylene,
iv) 99.0 99.0 99.0 99.0 IS 1216
percent, Min

Penetration at 25oC,
v) 80-100 60-80 50-70 40-60 IS 1203
100g, 5 s, 0.1 mm

Softening Point
vi) 40 45 47 50 IS 1205
(R & B ), o C, Min

Tests on residue from

vii)
thin- film oven tests/RTFOT

1) Viscosity ratio at
4.0 4.0 4.0 4.0 IS 1206 (Part 2)
60 o C, Max

2) Ductility at 25oC , cm, Min,

75 50 40 25 IS 1208
after thin-film oven test

It would have been ideal to adopt a truly, time-tested specification for viscosity graded bitumen
in India similar to ASTM. However, some adjustments were made to facilitate the transition
from penetration grades to viscosity grades. It is hoped that the specifications will be fine
tuned and made more rational in near future.

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7 RELEVENT QUESTIONS & POSSIBLE ANSWERS

Q.A.: Changing from penetration grade system to viscosity grading system, how much
the actual quality of bitumen and bituminous mixes change or improve?
Ans: Penetration grading system was based principally on penetration of bitumen at 250C.
Penetration is just an empirical testing and 250C corresponds to the average annual ambient
temperature. But viscosity grading system measures viscosity at 600C which is a fundamental
engineering property of bitumen. 600C corresponds to the highest pavement temperature
during hot summer when rutting problem occurs. Knowing appropriate viscosity of bitumen at
600C better control over one of the main problem of pavement distress can be done in a much
better way.
In penetration grading system, as per IS:73(1992), truly speaking, though viscosity
(absolute) at 600C and viscosity (Kinematic) at 1350C were two specified criteria, the limits
were much less. For example, in case of S 65 (60/70) bitumen as per IS:73(1992), the
specified range of viscosity at 600C was 1000+ 200 poise and viscosity at 1350C was 150
centistoke (minimum) which has been modified as 2400 poise (minimum) at 600C and 350
centistoke (minimum) at 1350C respectively for VG-30 grade as per IS:73(2006). By doing
this the temperature susceptibility of bitumen can be controlled in a much better way. Thus,
the quality of bituminous mix is also expected to be improved. Since 60/70 grade bitumen
from different sources can have significantly different absolute viscosity at 600C, the
bituminous mixes in which these bitumens are used, are likely to have different Marshall
Stability and Flow values because Marshall test is also conducted at 600C. On the other hand,
bituminous mixes made with viscosity grade VG-30 from different sources are likely to have
similar Marshall Stability and Flow values.

Q.B: Is there any change in the manufacturing process of bitumen from penetration
grade (say, S 65 i.e, 60/70) to viscosity grade (Say, VG-30 grade bitumen)?
Ans: There may be a change in the manufacturing process. Though BIS had published the
modified code in mid of 2006 based on viscosity, the majority of refineries in India shifted to
the viscosity-grading based manufacturing not before 2009. Thus, it is expected that a change
in refining process has been done. However, the refineries are in a better position to clarify this
issue.

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Q.C: At three different temperatures, three different criteria have been set –
penetration at 250C, absolute viscosity at 600C and Kinematic viscosity at 1350C – why?
Ans: Bitumen has got thermo viscous property – means with the change in temperature, the
viscosity of bitumen changes.
At 250C, all paving grade bitumen remain in solid state and behave predominantly as an
elastic material. Thus, at this temperature viscosity of bitumen can not be measured. So, at
250C which is considered as the annual average service temperature, the consistency of
bitumen is measured by penetration test.
At 600C, generally all bitumen change from solid state to liquid state, thus, at this
temperature, viscosity of bitumen can be measured. Viscosity is defined as the ratio of applied
shear stress to applied shear strain. At 600C bitumen is too viscous to flow appreciably under
gravity. Therefore, partial vacuum is applied to induce the flow at 600C. This is absolute
viscosity or dynamic viscosity. In CGS system its unit is dyne-sec/cm2 or poise.
Unlike viscosity measurements at 600C, all paving grade bitumens are sufficiently fluid
at 1350C to flow through capillary tubes under gravitational force alone. Thus, density of the
fluid also comes into play and in this case Kinematic Viscosity which is defined as absolute
viscosity/density, is measured. In CGS system, the unit of Kinematic viscosity is cm2/sec or
Stoke.
For the reasons as state above, three different criteria are set at three different
temperatures to control the temperature susceptibility curve of bitumen.
N.B. : At high temperature (more than 600C) neat bitumen behaves as Newtonian fluid. At
moderate temperature, bitumen behaves as non-Newtonian fluid. Modified bitumen may
behave like non-Newtonian fluid, more specifically, shows shear thinning (pseudo plastic fluid)
behavior like paints. It means faster one stirs the material, thinner it gets.

Q.D: What is the world-wide scenario of grading of bitumen?

Ans. : Australian Specification: Australian standard AS: 2008 was modified in 1977, from
a penetration graded specification to one based on viscosity at 600C and 1350C and also a
minimum limit for penetration at 250C. The ductility requirement after RTFOT, once
considered as an important property was removed in 1997. Instead, durability was introduced
as an optional test to indicate the resistance of bitumens to long term hardening in the field due
oxidation.

New Zealand Specification: The NZ standard (TNZ M/1:2007) is a penetration based

specification with a non-banded requirement on viscosity at 600C. If a bitumen does not

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comply to the viscosity test at 600C, it may still be accepted provided a viscosity requirement at
700C is met. Although a durability test is not a part of the specification, it is compulsory for
suppliers to meet the requirement of this test in order to pass the NZ bitumen process.

US Specification: After penetration grading & viscosity grading system, US have

superpave performance based grading system. The main feature of superpave specification is
that:
 Testing is carried out over a temperature range in order to meet specified criteria which are
kept constant.
 Physical properties measured are directly related to field performance by engineering
principals.
 The testing regime simulates the three critical stages of binder life:
First stage: transportation, storage and handling
Second stage: during mixing and construction
Third stage: binder ageing on the road.
 The entire range of pavement temperatures experienced at the project site is considered.
 The tests and specifications are designed to eliminate or control three specific types of
pavement distress, i.e., rutting (high temperatures), fatigue cracking (intermediate
temperatures) and thermal cracking (low temperatures)
 SI units are used for the specifications developed and not empirical units, as previously.
Though this system was intended to grade both un-modified and modified bitumen, it
have been found suitable for un-modified bitumens. Surpave plus is the term given to
additional tests which are specified to ensure that a modifier has been added.
PG grading system uses two numbers. The first number shows the high average
pavement temperature while the other number indicates the lowest temperature to which the
binder is likely to be subjected. For example, a PG 64-22 binder is intended to provide
satisfactory performance from a maximum pavement temperature at 640C to a minimum
temperature at -220C.
European Specification: To encourage free trading of bitumen among European countries
and to create a competitive market, a harmonized European standard was developed. The first
generation standard was based on penetration at 250C and softening point, with an increasing
emphasis on viscosity at 600C and was issued on 1999.
In 2000, the second generation specification was initiated by the new CEN Technical
Committee 336. The new specification is intended to be more performance related. Task

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 groups have been set up to review binder properties and test methods in three different areas
covering high service temperatures, low service temperatures and aging condition.
South African Specification: South African Specifications are quite similar to Australian
standards in many ways. Previously, it was penetration based and now the system is based on
with an increasing emphasis on viscosity at 600C. However, the allowable ranges of viscosity
are wider in case of South African Standards than those of Australian Standard but the ductility
requirement was removed from the SA Standard (SABS 30>-2002).
In recent times SA has shown interest in the trend of performance graded specifications.
But to avoid purchasing of expensive equipment and expertise required for full superpave
system, SA has to establish a new PG framework based on application conditions (e.g,
pavement temperature, traffic etc) but derived from existing tests such as penetration, softening
point and viscosity.
Q.E : What is the position after implementation of viscosity grading system as per IS : 73 (2006) ?
Ans. : To get the answer to this question one example may be cited.
In an ongoing project bitumen have been procured from different sources –The grade of
bitumen sample in both the cases as given by the manufacturer is VG-30 grade. Two samples
of bitumen were tested in IIT-Kharagpur, only by demarcating as sample no.-1 and sample no.-
2. The test result is shown in table 2.
Table : 2 : Test result of two samples of bitumen (procured as VG-30) as per IS : 73 (2006)

Sl. Name of the test Result for Requirement as per IS:73

No. 2006
Sample-1 Sample-2 VG-30 VG-40
1. Absolute Viscosity at 600C, Poise 3830 2660 2400 3200
(minimum) (minimum)
2. Kinematic Viscosity at 1350C, cSt, 820 530 350 400
(minimum) (minimum)
3. Flash Point, 0C, min 230+ 230+ 220 220
(minimum) (minimum)
4. Solubility in tricholoethylene, % 99.5 99.5 99.0 99.0
(minimum) (minimum)
5. Penetration, 250C, 100g, 5s, 0.1 mm 44 55 50-70 40-60

6. Softening point (R&B), 0C 55 48 47 50

(minimum) (minimum)
7. Tests on Residue from Thin film oven tests/RTFOT
a. Viscosity ratio, 600C, 1.9 2.1 4.0 4.0
(maximum) (maximum)
b. Ductility at 250C, cm after thin film over test 55+ 55+ 40 25
(minimum) (minimum)

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 From the above test result, it can be concluded that, though both the sample of bitumen were
procured as VG-30 grade of bitumen, sample no.-1 can be rated as VG-40 grade. Well, it is not
the question that in the instant case VG-40 grade bitumen has been found, it could have been
any grade if proper control is not enforced at source.
8 CONCLUSION
100 years old penetration grading system of bitumen has been replaced in India by
viscosity grading system some years back. By this, whatever improvement in the durability and
serviceability condition of the highways was expected, have not been reflected to the desired
extent. For this, issues regarding improvement of the specification and also manufacturing of
bitumen true to that specification need to be addressed.
In view of modification and improvement of the current specification of IS : 73
(specification for paving grade bitumen), sample of bitumen are being collected from all over
the country in IIT, Madras which are going through rigorous testing.
After, publication of the modified specification, it will be the duty of the bitumen
industries for doing the rest. However, during the time of transition period the duties and
responsibilities are no less.

REFERENCES

1. “PAVING BITUMEN-SPECIFICATION” (2nd Revision) , IS 73: (1992)

2. “PAVING BITUMEN-SPECIFICATION” (3rd Revision) , IS 73 : (2006)
3. “SPECIFICATION FOR INDUSTRIAL BITUMEN” , IS 702 : (1988)
4. “GUIDELINES ON USE OF POLYMER AND RUBBER MODIFIED BITUMEN IN
ROAD CONSTRUCTION” (1st Revision), IRC:SP:53(2002)
5. “POLYMER AND RUBBER MODIFIED BITUMEN – SPECIFICATION”,
IS 15462 : (2004)
6. The Asphalt Hand book – MS-4 (Asphalt Institute, USA)
7. An overview of the viscosity grading system adopted in India for paving bitumen by
Prof. Prithvi Singh Kandhal, “Indian Highways” : April, 2007.
8. Australian and International Bituminous Binder Specifications – Austroads Technical
Report. Courtesy: Dr. J. Murali Krishnan, IIT, Madras.

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