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УДК 665.775.4
PETROLEUM ROAD BITUMEN.
STANDARDS, QUALITY, TECHNOLOGY, PROSPECTS
Hareth Shallan Moshref,
Ufa State Petroleum Technical University;
Ministry of Oil, North Refineries Company – Iraq,
Y. A. Kutyin,
«Institute Of Petroleum Refining and Petrochemistry of the Republic Bashkortostan»
E. G. Telyashev
«Institute Of Petroleum Refining and Petrochemistry of the Republic Bashkortostan»
[email protected]
Abstract. In the last two decades common standard requirements for road
bitumen and asphalt were established standards: GOST 22245-90 "Viscosity – graded
bitumen Cement" and GOST 9128-84 «a mixture of road asphalts, aerodromes and
bituminous concrete." The first standard was developed and submitted to the Ministry of
Chemical and Petrochemical Industry of the USSR, the second - by the Ministry of
Transport Construction. In Section 3 of road standard laid requirement: used for the
preparation of road bituminous concrete mixtures of Viscosity – graded bitumen
Cement in accordance with GOST 22245.
Keywords: aging means (after testing of residue after heating to 163 ºC, 5 hr),
standards organizations (STO), softening point, penetration, ductility, Highways.
Bitumen and tar are bituminous materials. Often, because of the misconception in
the use of both terms of confusion those results from the fact that the materials are
external similarity, and often used the same way. However, bitumen and tar are two
completely different materials, different in method of preparation and physic-chemical
properties. Viscosity – graded bitumen: This is dark brown or black, natural or produced
during distillation of oil. A tar - material is produced mainly as a result of the
destructive distillation of bituminous coal, and has an odor [1,2].
Thus, the two standards are closely linked: bitumen is used for the production of
asphalt according to GOST 9128, and asphalt concrete mixtures according to this
standard, are prepared by using of bitumen GOST 22245. In the last half decade, the
situation on the roads has undergone significant changes. Traffic flow, speed and axial
load on the roadway had increased steeply. Roads designed and built from long time
before these changes, and by the impact of new operational factors these roads started to
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break down much faster. Accelerated cracking of coatings, there was a "wave" in the
areas of braking and acceleration, as well as gradients clearly appeared in the road roof,
and the new concept of "rutting" applied for roads, typical for rural areas - without the
asphalt concrete pavement. It would seem that all is clear: Base of the road – is the main
element of a constructive load-carrying, and called the foundation of the road, which is
designed for the specific calculated loads which are not exceed the actual tolerance level
of the road.
The cracks will be transferred from the bottom of the base to the road roof, the
subsidence and other signs of road destruction will be produced. The top layer of
asphalt concrete roads is mainly designed for redistribution of load points of vehicles at
points of contact of wheels with roadway in the area of less stress on the lower layers of
the base, and to increase the resistance to abrasion and to protect the lower layers from
the environment.
The top layer - is the roof of the road. However, the new roof will not save the
road from subsidence, if we are not strengthening the foundation. We have also decided
to remove the top layer of asphalt and put a new one, that is, changing the roof, and the
road is still at emergency condition. The reasons are many and include: lack of funding,
the improper use of the allocated funds, and the lack of appropriate direct design
solutions and so on.
At that time, all those who are related to road construction, started to: blame all
troubles of bad road bitumen and its producers. In the early 2000 s, there were
expressed opinions that GOST 22245 is out-of-date.
Moreover, with the release of "Technical Regulation" law (and it is now accepted)
appeared more than a ten TS (Technical specification), standards organizations (STO),
industry standards, then increasing the demands to bitumen by the Rosavtodor to use it
on roads first and second technical categories. However, the adoption and use of the
documents included in higher standards in most of the individual values of the quality
characteristics of bitumen did not make any change or at least a significant
improvement in road construction in Russia has not produced. It turns out that the
emergence of new regulatory documents bitumen somehow does not affect the state of
the roads.
Each one lives his independent life. There is no improvement in the situation and
appearance of new standard of road for asphalt concrete GOST 9128-98 (a mixture of
road asphalt concrete, aerodromes and bituminous concrete). Technical specification
«characteristic feature of this standard is that the numerical values of normalized
strength measure and water resistance of bituminous concrete contained the same as in
the standard of 1984. A grade of the bitumen recommended for manufacturing of
bituminous concrete also, remained unchanged. That means, this standard, which
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operated almost since the beginning of the new century, more than a decade, and not
provides any effect with the track.
Fig.1. The relationship between penetration at 25 ºC and softening point for bitumen
according to GOST 22245 and STO "Highways".
Fig.2. Dependence experimental of penetration at 25 ºC on change softening point
The last two years are characterized by the development of STO GC "Highways"
and the project of national standard for road bitumen. In these documents, first, arises
new qualitative characteristics of bitumen that required serious definition, and secondly,
the numerical values of the general properties are included earlier in the GOST 2224590, have increased significantly. A tendency to gradual increase in the basic values of
quality measures of bitumen grew.
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With these two documents, it becomes clear that a new technology for the
operation of bitumen production in Russia is necessary. At the same time it is necessary
to solve the problem of ensuring the source of feed.
Practically, the feed sources of bitumen for nearly half a century unchanged, but
over the last 10-15 years have been significantly changed. Increasing the depth of oil
processing at refineries led to produce heavier vacuum residue with a viscosity much
higher than normal values.
From these vacuum residues on the classical method of direct oxidation of feed in
some cases it is not possible to obtain a bitumen road, even under the current standard.
Recent technological developments GUP “Institute Of Petroleum Refining and
Petrochemistry of the Republic Bashkortostan” confirmed the possibility of expansion
the existence feed sources for bitumen production, and also improve the quality and
stabilize the production of bitumen produced even by the substandard material. Today,
oil refining (science and industry) can create high-quality bituminous products, which
meet Euro standards CEN and most recognized global manufacturers of bitumen.
And yet, despite of some standard of performance of bitumen, the numerical
values of which are laid in the STO GC "Highways" 2.1-2011 and design of national
standard for road bitumen are hardly accessible or inaccessible at all.
In order not to be unfounded, we applied in concrete examples.
The general differences between the requirements STO GC "Highways" and
GOST 22245-90 shown in Fig. 1. Standards for penetration and softening point, laid in
STO, are shifted to a higher ductility of bitumen with the same heat resistance.
However, if the bitumen grade 60 BNDU standard requirements for penetration is
achieved in all the range for the specified softening point, but for grade BNDU 85 is
not. In a narrow range of softening point (49-51 ºC) the maximum attainable value of
penetration for this grade of bitumen is less than 85 dm.
In order to achieve the given range in the STO penetration range, the softening
point for bitumen grade BNDU 85 should be changed within 46-51 ºC (Fig. 2).
In STO is stated that the residual ductility after aging of bitumen by the method
EN 12 607 - (1.2) - for grade BNDU 85 will be at least 80 cm. This indicator is
unattainable for most bitumen is produced from vacuum residue at the refinery of West
Siberian oil. It is clear from the fig. 3, dependency of ductility of bitumen on the value
of softening point. Increase the value of softening point indicator of bitumen will lead to
a sharp drop in ductility.
To clarify the case of bitumen with softening point 50 ºC and has initial ductility
of 120 cm and after aging according to GOST 18180, has (R & B) (measuring
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instrument for determining the softening point of bitumen using ring and ball method)
of 55 ºC and ductility of 60 cm. In addition, the STO and methodological error are
allowed: Softening point after aging will be measured according to GOST 18180, but
the ductility and other specifications will be measured according to EN 12607. For that
after aging which was written in EN, R&B that stated the followings "change is not 5,
but in 8-10 ºC ", and ductility of bitumen in this test will be less than 40 cm
Bitumen residue is more resistant to aging and oxidation structural, and the value
of ductility after these tests much more in most cases exceed 100 cm
Now let us consider some of standards which are written in the national standard
project for road bitumen (NSP).
In the NSP to normalize the values of R & B of a given value of ductility is
difficult to achieve. So, for the grade BND 20/35 will not exceed 30 cm at norm of 43.
For grade BND 35/50 limit of 40 cm at norm of 45 cm. For grade BND 50/70 which
was written, what do you need? For more ductility marks actual value are significantly
higher than the norms.
It seems that the projects of the NSP, as they say now, "not in the subject." And
the basic are norms NSP.
Similar to the situation regarding to the possibility of regulation requirements for
the ratio of penetration and softening point.
With exception of grade 20/30, not for other requirements for the softening point
in standard ranges of penetration may not be made. This means that the specified
performance standards in the NSP was set arbitrarily and are not supported by the
experimental study.
Bringing the NSP into accordance with foreign standards which is always
reminded about by the authors of NSP is out of the question.
Judge for yourself: the values of the softening point indicator defined by NSP for
each of the grade of bitumen as minimum are identified by the standards of the foreign
bitumen producers as maximum. What came out of it and what should be done about it
is shown in Fig. 4.
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Fig.3. Dependence the ductility for bitumen on the value of softening point.
Fig.4. Experimentally determined the relationship between R&B and P25 for different
grades of bitumen for over release NSP.
Ironically, nowadays bitumen from the world’s leading producers cannot be used
for building roads in Russia, as they do not satisfy the requirements of Russian
standards. This is a large problem; the world seems to not be following along.
These troubles are caused by the fact that the development of the regulatory and
technical documentation on the products of the petrochemical complex was
implemented by the institutions lacking professional training in refining and
petrochemistry as well as in road construction.
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This led to the fact that the numerical values of a number of technical
characteristics of road bitumen incorporated in new regulations taking into account only
the wishes of the consumers of bitumen products, may not be technically reached by
producers [3].
The technical specialists in refining were not involved into development of a
standard on petroleum products, which they will produce in the future. The comments
and suggestions of the Institute, prepared quickly on its own initiative and by developers
as early as the end of March 2012, are still unanswered.
A noticeable feature of the regulatory documentation for road bitumen in recent
years - the lack of explanatory notes. That is, the predefined new high numerical values
of individual quality indicators of road bitumen are not theoretically or experimentally
or practically justified. That is why there is no guarantee that the achievement of these
indicators bitumen will significantly improve the situation in road construction.
In our view, it would be logical to first develop a new standard for asphalt
concrete with improved strength and other performance specifications, resistant to
rutting.
And only after that the refiners should be asked to seek for feed and technologies
for making improved bitumen, which could be used to achieve the indicators of
improved asphalt concrete. The reality unfortunately is different.
«Governmental Scientific Research Institute for Roads» has developed another
interstate standard GOST 9128-2009 «mixes for asphalt concrete roads and aerodromes
and asphalt concrete».
The "requirements for bitumen" paragraph 5.2.4.1 states: " to prepare the mixture,
viscosity – graded road bitumen complying with GOST 22245, back Bitumen
complying with GOST 11 955 as well as modified, polymer-viscosity – graded bitumen
and other bitumen and viscosity – graded bitumen with improved properties according
to technical documentation approved in the established order are used. "
Thus, the most recent national standard on asphalt concrete does not require using
only improved bitumen and continues to recommend that manufacturers use asphalt
with bitumen in accordance to GOST 22245-90.
Again, it should be noted that the numerical values of the indicators of strength
and indicators of water resistance for asphalt concrete in this standard are the same, as
in the standards of 1984 and 1998. And grades of bitumen, used to make them, also
remained unchanged.
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The difference is, in addition to the usual parameters the new indicators of quality
of asphalt concrete were introduced. The standard is not intended to specifically deal
with asphalt concrete pavement rutting.
The question arises: Why do we need bitumen which has specifications difficult to
achieve, when the requirements of the most recent standards on asphalt concrete are
fully met by regular bitumen produced in accordance to standard 1990?
After all, the oil refining companies will get into a difficult situation, at the same
time local consumers will have no local bitumen manufacturing which will not be able
to provide the required set of characteristics of the product.
Today we can say a priori that the high demand for new so called improved
bitumen in the market of bituminous products will probably not be achieved.
Their higher prices, according to existing road building industry concepts on
economic expediency, will discourage consumers from spending extra money having no
strict guarantees on quality improvement [4].
Where the guarantee that the bitumen with the specified characteristics is really
the best? So why pay more.
Practically hold tenders for the construction of roads in Russia indicate that the
contract, which will win, is not necessarily the contract which ensure high quality, but
which requires less money to perform the same amount of work.
Today signed the state programs for the development of complex activities to
increase the life of roads without maintenance to 12 years. Including the mastery of the
works and the development of regulation base with regard to bitumen.
In the above situation, you can expect the following: if the quality of roads in
Russia in the coming years will not increase noticeably and refineries will not be able to
produce bitumen products that meet the new regulatory requirements, The State must
carrying out its functions default as before, revealed refineries guilty, but not road
builders and developers standard documentation [3,5].
Now for the good.
Noted earlier that the refining industry representatives have both the desire and
capability (a set of proven industrial technologies) to connect to and documenting the
implementation of state programs in the construction of roads, but not at the level which
is showing the experimental activities, but on the basis of local and international
experience.
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You can enumerate the several advanced technologies.
1. Production of partially oxidized compounded road bitumen (method
"peroxidation - dilution"). An industrial scale is implemented the technical ability to
produce high-quality road bitumen, according to standards and the heavy bituminous
feed.
The essence of the technology:
Deep oxidation of raw materials which have viscosity range 20-300 seconds to the
value of softening point 90-110 ºC, i.e., first, the creation of a structural framework of
bitumen is characterized by an increase of resins and asphalt.
Plasticization deeply oxidized bitumen unoxidized residual components: feed and
special plasticizers to form stable road bitumen and a wide range of specified quality.
Technology is implemented at "Gazprom Salavat for Petrochemical".
Obtain bitumen from raw material with viscosity ranges between 60-80 seconds.
Bitumen quality in accordance with the requirements GOST 22245-90, STO GC
«highways» and the requirements of the Euro standard EN 12 591. In the last five years,
were produced more than 500 thousand tons of high quality bitumen.
2. Production of unoxidized compounded bitumen which is used asphalt from
deasphalting unit with petroleum solvents. Process using a solvent mixture of propane
and butane produce a composition with high-quality road bitumen, even from highly
paraffinic oils, which are considered in the past unsuitable for use in the production of
bitumen.
The unoxidized compounded bitumen is characterized by high resistance to
thermal oxidation aging processes. The gained experience in road sections showed that
by using this bitumen the roads will not need to repair and no visible signs of wear and
destruction will happen for more than 18 years.
3. Production of unoxidized residual bitumen from heavy, high-sulfur oils.
Compounded residual bitumen from Yaregskaya’s oil (OAO "LUKOIL
Ukhtaneftepererabotka") by implementing many technological conversions (knowhow). In the bitumen produced superior brand BDU in a number of indicators, including
the stability of the thermal oxidation processes of aging. Heavy oil reserves in Russia
are too large, but these are extracted in small quantities.
4. Production of high-quality of road bitumen, from high sulfur oils and resin and
natural bitumen. For treatment of the high-viscous oil, and natural bitumen and
bituminous rocks should be development of effective technologies.
Road bitumen is produced from processing of natural bitumen and bituminous
rocks (sand), to meet the highest requirements of Russian and international standards.
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The distinctive feature of this bitumen is a high ability of adhesion to inert
materials are used in the construction of roads, high resistance to frost and high stability
of aging.
Asphalt concrete manufactured by using this bitumen, will be characterized by
high strength properties and resistance to water.
Thus, the ability to produce really high-quality bituminous products does not exist
on paper.
For further efficient work towards improving the quality of local roads requires
close cooperation between science and industry with senior oil companies to build roads
and roads companies’ academy, and a clear statement of the specific urgent functions,
and to participate in government programs, regional and national. Need to remove the
impact of accumulated problems all together and in the same direction, gradually
reducing the axial load of "transport the means."
Literature
1. Barth E.J. Asphalt Science and Technology. Gordon and Science Publishers,
New York, NY, 1962.
2. Weigel J., Maurer D., Watson D. Hot mix asphalt concrete, materials mixture
design and construction of roads in North America. National center for asphalt
technology, Auburn University, 3rd edition, 2009.
3. Kut`in Y. A., Telyashev E. G., Moshref H. Sh. Petroleum Road Bitumen:
standards, technology of production quality, prospects// Roads. December/2012. P. 107111.
4. Kut`in Y. A., Telyashev E. G. How national standards on bitumen are doing.
Neftegaz International. Issue 20 years in 2012. P. 48-50.
5. Kut`in Y. A., Telyashev E. G., Viktorova G. N. Production and use of modified
Nano-structural bitumen compositions// world of petroleum products. № 3, 2011.
P. 51-55.
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