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RELATION BETWEEN THE VISCOSITY 0F
BITUMINOUS MATERIALS AND THEIR ABILITY

TO PENETRATE ABSORBENT SURFACES

A Thesis Submitted to
The Faculty of
MICHIGAN STATE COLLEGE
of

AGRICULTURE AND APPLIED SCIENCE

-V'

V3 H. Donaldson

Candidates for the Degree 0:

Bachelor of Science

June, 1950

THFSIS

S

g
#3

‘.

CONT*

Acknowledgment

Object

Discussion of Need for Improved Roads

Procedure and Data

Conclusion

Illustrations

Bibliography

9549'?

Page

15

18

19

ACKNOWLEDGMENT

For the tepic of this thesis I am indebted to
Primost Hubbard of The Asphalt Institute; for suggestions
on procedure to F. H. Jackson, Senior Engineer of Tests,
Bureau of Public Reads; for materials to the Standard Oil
Company of Indiana, to The Texas Company, New York, and
to the American Tar Products Company Inc., Pittsburgh.
For aid and guidance in my work I wish to thank Mr. E. A.
Pinney, member of Engineering Faculty of Michigan State
College.

V. H. Donaldson

2.
OBJECTS OF THESIS

1. Measure specific Viscosity of various bituminous

materials.

2. Penetration of bituminous materials in.mixtures of
soils and soils.

3. Determine relation, if any,‘betueen viscosity and
penetration.v

3.

DISCUSSION OF NEED FOR IMPROVED ROADS.

Due to the high cost of hard surfaced roads and lack
of funds for their construction, improved dirt roads are
being studied, and built. Most states have a hard roads
program, but it is extended over a long period of years,
and can only be constructed as money is obtained for that
purpose. Meanvhile there are about 2,500,000 mdles of
roads that are not hard surfaced, and have very little
care. Farmers are taxed.for roads, and the roads are
built so that only a few, comparatively, benefit from
them directly. The farmer who lives back from the main
highway 1: handicapped in taking his produce to market
by bad roads. He cannot always take advantage of high
market prices, because he is dependent on.the roads and
their condition, which in turn is dependent on the
weather.

Tourists do not get off the good.roads to travel on
unimproved, dusty, or muddy ones. Consequently, the
farmer does not benefit by the direct tourist trade. A
good.improved road will attract a tourist, if he wants
to get out of heavy traffic and crowded.highways.

The Bureau of Public Roads and several private con-
cerns have taken up the study of low cost improved roads.
It has been found that applications of bituminous
materials in the form.of oils will serve to keep the

4.

dust down. Oiling binds the surface materials together and
prevents movement or blowing. The cost of maintenance of a
road of this type has been found to be considerably less
than the cost of keeping an ordinary dirt road in good con»
dition. Material does not have to be replaced, and water
runs off preventing mud from.forming. The oil acts as a
waterproofing and a dust layer. ‘

The dirt 'road.mileage in the entire United States
today is about 2,524,000. This is about twenty times the
amount of hard surfaced roads. It is important that these
roads be improved. It is important that various methods of
improvement be studied. The types of oils should be
analyzed, and tested by method approved by the Bureau of
Public Roads. Methods of application should be, and are
being develeped to give the most effective and economical
construction.

It is hoped that this thesis will contribute a small
part to the general knowledge and perhaps help in.improved

dirt road construction.

5.

PROCEDURE AND DATA

The tepic of investigation was suggested by Primost
Hubbard, Chemical 1ﬁngineer at The Asphalt Institute, New
York. .In answer to a letter written to the Bureau of
Public Roads the following letterwas received, outlining
a general plannto follow in the investigation:

"We have your letter of April 1, requesting that we
send you methods to be used in conducting experiments in
connection with the topic which you have chosen for your
thesis, ”The Relation between the Viscosity of Bituminous
Materials and their Ability to Penetrate Absorbent
Surfaces.”

”This is a very interesting subject and one which
so believe can be made productive of valuable information.
It is, however, quite a.broad and involved.subject and
there are many details which may influence the results
obtained. The following general outline of procedure,
however, may be of assistance to you. Make a sand-clay
mixture having the following composition by weight: sheet
asphalt sand 43 per cent, concrete sand 43 per cent, clay
14 per cent; mix.sufficient of this material so as to
fill a box approximately 6" long, 6' side, and 2' deep.
After the material is thorougmly mixed and placed in the
box, add water and stir the mixture thoroughly in order

to wet the entire mass. The surface should then be

6.

smoothed and the material air dried to remove excess of
moisture. To the surface of the specimens thus prepared
add tars and oils and asphalt cut-backs in some definite
amount. We suggest for trial, applications at the rate of
one-third gallon per square yard. The appearance of the
sample at stated intervals should be noted.

I"The following bituminous materials could be included
for use in surface treating the specimens: tars of 5-8,
8—15, 13-18, 18-25, and 25-35 specific viscosities,

Engler, at 40°C., and the corresponding viscosity ranges

for patrolman products including asphalts, cut-back with
kerosene for one series and with gasolene for mother series.
In addition to noting by visual inspection the condition of
the surface of the specimens at stated intervals, measure-
ments of the maximum penetration of the bituminous materials
should be taken by coring the specimens.

“We believe that this procedure should give an indica-
tion of the comparative rates of absorption, by this sand-
clay mixture, of various bituminous materials. The temper-
ature of the mineral aggregate of the road, of course,
varies considerably and it would be interesting to include
in the experiments the application of bituminous materials
to the mineral aggregate maintained at temperatures such as
77, 100, and 14.0%.

'Doubtless Mr. W. J. Ennnons, Director of the Michigan

7.

State Highway Laboratory, Ann.Arbor, could give you.many
‘waluable suggestions relative to the procedure for carry-
ing on.this research.work with special reference to its
application to the road surfaces of Michigan.“

The instructions in the letter were followed as to
soil mixture. One box was made one foot wide and six
feet long divided into six compartments of one square
foot each. A seeond.box was made three feet long con-
taining three compartments of one square foot. The method
of mdxture was followed exactly, and the amount applied
was as suggested, being one twenty-seventh of a gallon per
square foot. The sand and clay was all dried before mix-
ing and the clay was added in a pulverized condition. The

sieve analysis of the sands and clay are as follows:

Sheet-Asphalt
Gravel Band Band Clay
Contained on No. 8 94.5 gms. 55.8 gms. Hone I
' ' ' 10 67.9 " 20.5 " 6.3 gms.
' ' ' 20 92.7 ” 25.7 " 11.0 '
' ' ' as 68.0 " 16.4 ' 17.4 '"
' " " 40 117.2 " 44.9 " 58.4 '
' ' " 48 53.4 " 55.7 " 52.6 "
' ' " 80 19.3 ' 161.8 " 152.7 '
' ' ' 100 2.8 ” 65.5 ' 41.5 '
' ' ' 200 2.7 ' 65.9 " 84.7 "
' ' Pan 1.5 ' 21.8 " 115.4 '

Total 500.0 " 500.0 " 500.0 '

8.

The mixture of 5 parts gravel sand, 5 parts sheet asphalt

sand and 1 of clay makes a very compact mix; suitable for

the tests as applied.

Oils and tars were the bituminous materials used.

Thirteen different samples were obtained and used. They

are listed below with short descriptions of each.

1. Texaco No. 45 Surfacing Material.

Contains a minimum of 45 per cent of asphalt of 100
penetration. It is made for cold application, and
is used chiefly as a light surface treatment or as a

dust layer on resilient surfaces.

2. Texaco No. 55 Surfacing Material.

5.

'4.

5.

6.

Contains a minimum of 55 per cent asphalt of 100
penetration. It is used for the construction of
sand.asphalt surfaces by cold application. It is
slow drying, and can be worked or mixed after appli~

cation.

Standard Asphaltic Road Oil No. 3.

Contains at least 50 per cent asphaltum.

Standard A8phaltic Road 011. NO. 4.

Contains at least 40 per cent asphaltum.

Standard Asphaltic Road Oil No. 5.

Contains at least 50 per cent asphaltum.

Standard Asphaltic Road Oil No. 6.

Contains at least 60 per cent asphaltum.

9.

7. Tarmac Special Grade.

8. Tarmac Grade No. l

9. Tarmac Grade No. 2

"U'U‘U’d

10. Tarmac Grade No. 5
ll. Tarmac P Grade No. 4
12. Water gas tar ~ small viscosity

13..Water gas tar - large viscosity.

The viscosities of the first six.listed.sere:measured
by an Engler viscosimeter 40°C, 200 cubic centimeter
samples. The last seven.were determined by an Engler
viscosimeter 40°C, 50 cubic centimeter samples. They were
determined by the dener and shipped.sith.the samples.

In.determdning the specific viscosity by the 200 cc
Engler viscosimmter it was found that the time of passage
of 200 see of distilled water at 25°C was 49.9 seconds.
The viscosities obtained are listed with those furnished.

name Viscosity
l. Texaco No. 45 Surfacing Material 12.?
2. Texaco No. 55 Surfacing Material 39.0
3. Standard Asphaltic Road OilNo. 3 9.0
4. Standard Asphaltic Road 011 No. 4 15.6
5. Standard Asphaltic Road Oil No. 5 40.0“?
6. Standard Asphaltic Road 011 No. 6 164.0‘?
7. Tarmac P Special Grade ‘ 5.9

8. Tarmac P Grade No. l 9.0

10.

9. Tarmac P Grade No. 2 14.9
10. Tarmac P Grade No. 5 20.1
11. Tarmac P Grade No. 4 29.9
12. Water Gas Tar Ho. 1 1.8
13. Water Gas Tar No. 2 9.3

The first five grades of Tarmac P have viscositics that fit
in the ranges suggested in.Mr. Jackson's letter.

The sand-clay mix was placed in the boxes, each having
an area of one square foot, and was mixed with water. After
drying for several days, a dry chmpact cohesive block of
the mix was left, and the oil was applied, one-twenty
seventh of a gallon (140 cos.) per square foot. To avoid
the oil soaking into the wood it was applied on squares in
each box of about 100 square inches. Therefore the rate
of application is more than one-third gallon per square
yard (140 cos. per 100 square inches.)

The samples were allowed to set four days in a temp-
erature averaging about 75°F.

The water gas tar No. 2 specific viscosity 9.5,
penetrated one inch, acted slightly cohesive and coated
the sand.particles thinly.

Tarmac P Grade 4 viscosity 29.9, penetrated once
half inch, and formed a compact surface coating the part-
icles thickly and filling the voids.

Tarmac P Grade 3 viscosity 20.1, penetration of nine-
sixteenth inch. It is not quite as compact as the grade 4

11.

sample but appears about the same.

Tarmac P Grade 2 viscosity of 14.9, penetration five-
eighths inch, not quite as cohesive as before nor as compact.
Tarmac P Grade '1 viscosity 9.0 penetration three-

fourths inch. The bituminous material penetrated to about
nine-sixteenth inch, the colorchanged then and was not so
black, the fluxing material penetrating the last three-
sixteenth inch, fairly compact but less so than the previous
sample. . .

Tarmac P Special Grade viscosity of 5.9, penetration
one inch. The oil gradually tinned out as it penetrated,
the color varying from black to light broan at the bottom.
The particles were cemented together with the same varia-
tion, quite well at the top, merely oil soaked at the
bottom.

Standard No. 4 Viscosity 15.6, penetration fifteen-
sixteenth inch, much lighter in color, has good cohesive
qualities.

Standard No. 3 viscosity 9.0, penetration one and
three-sixteenth inches, light brown color, uniform coloring
for about one inch with lighter shade. from there on.
Cementing qualities quite good.

Texaco No. 45 viscosity 12.7, penetration three-fourth
inch, uniformly colored from tap to bottom. Good cohesive
qualities.

Texaco No. 55 viscosity 39.0, penetration eleven-

sixteenth inch, uniform ceating from bottom to top, very

12.

slightly adhesive.

Standard No. 5 viscosity 40.0 {2), penetration.one-
half inch. Material thickly coated near tep, thinning out
towards the bottom. Slightly cohesive.

Standard No. 6‘ viscosity 164 (2), penetration seven-
sixteenth inch, very cohesive, but not cemented hard, still
soft and thickly coated on the particles. Penetrated
unevenly.

Water Gas Tar No. l viscosity 1.8, penetration one
and nine-sixteenth inches . Slightly coated particles;
very little cohesion. The oil was dry and was a light
brown shade, lighter brown at the bottom than at the tep,
grading evenly down.

Kerosene Cut-back Asphalt. <- A cutuback asphalt mater-
ial was prepared by adding kerosene to asphalt. Samples of
Refined Bermudes Lake Asphalt were used. 200 Grams of
asphalt were mixed with kerosene: starting with 125 grams
of kerosene, and to each sample adding 25 grams more until
225 grams were used for the last mixture. The asphalt was
allowed to soak in the kerosene over night. It was then
put over a flame and heated until. all the asphalt was
melted and the mix was of uniform consistency. It was then
set off to cool, and it was found that it was necessary to
stir it quite often as it cooled to keep the asphalt from
settling out of the kerosene, and forming a thick viscous
mix on the bottom. Stirring while cooling kept the mixture

13.

at a uniform viscosity until cool, and then it remained that
way.
The viscosity of each of these samples was measured at

40°C Engler. The results were as follows:

Kerosene Asphalt Viscosity
125 gms . 200 an! . 44 .8
150 " 200 " 22.5
175 " 200 " 14 .4
200 " 200 " 6 .3
225 " 200 " 3 .8

A curve was then drawn (Plate II) showing the relation
between the amount of kerosene used and the specific viscos-
ity. Using this curve, samples were prepared having viscos-
ities in the ranges 0-5, 5-8, 8-13, 13-18, 18-25, 25-35.
These samples were applied to the same sand mixture as used

in previous tests. After standing four days at a temperature
of about 75°F the penetration was measured. Results are

tabulated below!

Viscosity Penetration
3.8 1-1/16'
6.3 7/8

10.1 3/4
14.4 5/8
22.5 1/2

14.

This material gave a penetration of a uniform color
from top to bottom. There was no separation of the asphalt
and kerosene. The samples were slow in drying out and at
the time measurements were taken there was very little
cohesion between particles.

A gasoline cut-back material was not attempted due to

lack of time in which to prepare the material and perfom
the tests.

15.

CONCEUSION

The outstanding fact determined is that there is with
most materials a relation.between specific viscosity and
penetration; also that the relation differs with the differ-
ent kinds of materials. (Plate I)

The Texaco oils only, seemed to show little difference.
The two samples had widely separated viscosities, yet the
difference in penetration.was only one-sixteenth.of an inch.
It appears that, while there was variation in penetration
in the right direction, viscosity does not effect the
penetrating ability of these oils. The reason for this is
probably due to the composition of the material.“ Cdmposi-
tion was not considered in this thesis.

The remaining types of oils show definite tendencies
for the penetration to vary inversely as the viscosities,
the higher the viscosity the smaller the penetration.

The water gas tar showed a definite variation of
penetration due to different viscosities. There was a
difference in viscosities of 7.5 and difference in.penetra-
tion of nine-sixteenth inch. This tar has the ability to
penetrate to comparatively large distances. A very good
dust layer, but not a binding material.

The standard oils gave a good curve forshowing the
relation between penetration and viscosity. The curve as

shown in Plate I gives a good standard to use as a general

16.

relation, that is, it curves sharply downward in the smaller
viscosities, flattening out as the viseosities become
greater until there is very little difference due to differ-
ent viscosities.

The Tarmac oils show a general curve that is relatively
the same as the Standard 0118.

The Standard oils penetrate quite a little more in the
smaller viscosity ranges, and about the same in the larger
viscosity ranges. This is no doubt due to the different
materials used in the manufacture of the oils.

The kerosene cut-back asphalt shows a good general
curve somewhat similar to the Standard oil and the Tarmac.

These all go to show that there is a.relation between
viscosity and penetration, and that it is of the same
general shape regardless of material. The difference in
penetration is uniformly about the same for the same vis-
eosities. Differences in material cause the measurements
to be different.

If a sufficient number of tests were run to corrobo-
rate the figures given in this thesis, no doubt formulae
could be obtained for a curve for each.material. Also
curves could be plotted to control the various mdxes to
give the desired viscosity. It is believed that there are
other elements that have some control over the penetration.
The fluxing material used, the properties of the bitumen,
and the kind of bitumen all cause different results.

17.

The comparison of viscosities and of the resulting
penetration of these materials is a very small beginning in
the study of road oils. There is a great amount of'sork to
be done yet on this subject. Due to the necessity for the
preper materials for surfacing dirt roads, there should be
a great amount of research performed on these materials and
their preparation. While it appears that there are oils
for every soil andclimate, they can.be improved in their
ability to do what is required.of them, and also rendered

less expensive and consequently in greater demand.

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Bibliography
1. Public Reads - A Journal of Highway Research by United
States Department of Agriculture. Jan. 1930. Vol. 10, Ne.
11.
2. Tarmac Specifications. Published by American Tar Pred-
ucts Company.
5. Standard Read Oil. Published by the Standard Oil Coup-
any of Indiana.
4. Texaco Read Surfacing Materials. Issued by The Texas

Company - Asphalt Sales Department. 1927.

 

 

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