Bitumen 60/70 vs 80/100: Complete Buyer’s Guide

Bitumen 60/70 vs Bitumen 80/100

Compration and Diffrences of Bitumen 60/70 vs 80/100

Everything a project engineer or procurement manager needs to choose the right penetration grade — specifications, climate suitability, pricing signals, and common mistakes.

Quick Answer:

• Bitumen 60/70 is harder and more suitable for warm to hot
• climates and heavy-traJc roads.
• Bitumen 80/100 is soLer and preferred for cold climates and
• lighter traJc applications.
• The number refers to penetration depth (in tenths of a
• millimeter) at 25°C — higher number = soLer bitumen.
• For most export markets in Asia, Middle East, and Africa:
• 60/70 is the default choice.

What Are These Grades? Bitumen 60/70 vs 80/100

Penetration grade bitumen is classified by how deep a standard needle penetrates the material at 25°C under a 100g load for 5 seconds, measured in tenths of a millimeter (dmm). This test — defined by ASTM D5 and EN 1426 — is the universal language of the bitumen trade.
Bitumen 60/70 means the needle penetrates between 60 and 70 dmm. It is a mid-hard grade, widely considered the global standard for road construction in moderate to hot climates.
Bitumen 80/100 allows penetration between 80 and 100 dmm — a soLer, more _exible binder used where low-temperature performance is critical or where traffic loads are lighter.

,, The penetration value is not just a number — it de6nes how the bitumen will behave under your speci6c climate, traffic load, and construction method. ,,

Full Technical Specifications

The following table summarizes the key physical and chemical properties of both grades per ASTM D946 and EN 12591 standards:

Climate Suitability by Region

The most critical factor in choosing between 60/70 and 80/100 is your project’s climate. A soLer grade used in a hot climate will deform under traffic (rutting); a harder grade used in cold climates becomes brittle and cracks (fatigue cracking).

Application by Use Case

Bitumen 60/70:

✓Highway and expressway construction
✓Airport runways and taxiways
✓ Heavy-duty industrial roads
✓Hot mix asphalt (HMA) base layers
✓ Port and terminal surfaces
✓ Tropical and arid climates
✓ Road projects in Africa, Asia, Middle East

Bitumen 80/100:

✓ Secondary roads, low-traffic roads
✓ Cold-climate paving (Europe, Central Asia)
✓ Crack sealing and maintenance works
✓ WaterprooYng underlayers
✓ RooYng base applications
✓ Industrial _ooring (lighter loads)
✓ Projects specifying EN 12591 standards

Pricing Difference: What to Expect

In most market conditions, Bitumen 60/70 and 80/100 trade at very similar prices — typically within $5/MT of each other FOB Bandar Abbas. The price is primarily driven by crude oil price, export volume, USD Rate, and packaging (drum vs. bulk vs. jumbo bag).

Common Buyer Mistakes

1. Choosing Grade Based on Price Alone

Since 60/70 and 80/100 are priced similarly, there is no Ynancial reason to use the wrong grade. Using 80/100 in a hot climate because it was slightly cheaper will result in rutting, premature road failure, and much higher lifecycle costs.

2. Ignoring the Standard (ASTM vs. EN)

ASTM D946 and EN 12591 classify bitumen dikerently. European road projects typically require EN 12591 compliance. If you’re buying for an EU-funded infrastructure project in Eastern Europe or Africa, conYrm which standard the speciYcation requires before placing an order.

3. Not Verifying Wax Content

Wax content is a critical quality indicator that is oLen overlooked. High wax content (above 2%) reduces ductility and adhesion, especially in cold conditions. Always request a CertiYcate of Analysis (COA) that includes wax content from an independent inspector such as SGS or Intertek.

,, The right bitumen grade saves you money on the project — not just on the purchase order. A wrong grade choice can increase road maintenance costs by 3–5x over the pavement’s lifetime. ,,

Frequently Asked Questions Bitumen 60/70 vs Bitumen 80/100

Can I substitute 80/100 for 60/70 in a hot climate?

No. Bitumen 80/100 has a lower soLening point (45–52°C vs 49–56°C for 60/70). In climates where road surface temperatures exceed 55–60°C — common in the Middle East, South Asia, and tropical Africa — 80/100 will soLen and deform under traffic loads. This causes rutting and early pavement failure. Always use 60/70 or stiker grades in hot climates.

What documents do I need when importing bitumen from Iran?

At minimum, you need: CertiYcate of Analysis (COA) with batch/lot number, Material Safety Data Sheet (MSDS), commercial invoice, packing list, certiYcate of origin, bill of lading, and an independent inspection certiYcate (SGS, Intertek, or Cotecna). For certain markets, fumigation certifcates and phytosanitary certiYcates may also be required.

What is the di!erence between FOB and CFR pricing?

FOB (Free on Board) means the price covers the bitumen loaded onto the vessel at origin port (Bandar Abbas, Iran). The buyer arranges and pays for freight and insurance. CFR (Cost and Freight) means the seller covers freight to your destination port — but not insurance. CIF adds insurance. For most bulk buyers, comparing FOB prices is the most accurate way to evaluate suppliers.

Is Iranian bitumen quality equivalent to Jey or Pasargad brand?

Jey Oil and Pasargad are reYnery brands — they are the raw material producers. Suppliers like RAHA Bitumen source from these refneries and add value through quality control, packaging, logistics, and export documentation. The key quality check is whether the supplier can provide third-party inspection (SGS, etc.) with traceability to the refinery batch. RAHA Bitumen works with both Jey and Pasargad refinery output, with SGS inspection available upon request.

What is the minimum order quantity (MOQ) for export?

For drummed bitumen (150kg or 185kg steel drums): MOQ is typically one 20ft container, approximately 18–20 MT. For jumbo bags (1MT bags): MOQ is one 20ft container, approximately 20 MT. For bulk vessel shipments: typically 1,000 MT minimum (one small tanker), with vessels going up to 5,000–10,000 MT. RAHA Bitumen handles all three formats and can consolidate smaller orders in certain destination ports.

What is PMB and when should I use it instead of 60/70?

Polymer ModiYed Bitumen (PMB) is 60/70 or similar base bitumen enhanced with SBS or EVA polymers to achieve higher performance grade (PG) ratings. It is used for: high-traffic highways, airports, locations with extreme temperature ranges, and projects requiring PG 76-22 or higher performance speciYcations. PMB costs 25–50% more than standard 60/70 but significantly extends pavement life in demanding conditions.

The Bottom Line Bitumen 60/70 vs Bitumen 80/100

For the majority of road construction projects in Asia, the Middle East, Africa, and South America, Bitumen 60/70 is the correct and most widely speci;ed grade. It okers the right balance of hardness, workability, and performance under heat and traffic.
Bitumen 80/100 serves a clear purpose for cold-climate paving, lighter-duty applications, and European standard projects — but it is the exception, not the rule, in most export markets. When in doubt, request a formal technical speciYcation from the project engineer, and match the bitumen grade to that specification — not to price or availability alone.

Key Takeaways

• Higher penetration number = softer bitumen = better for cold climates.
• 60/70 is the global default for hot and tropical climates.
• Both grades are priced similarly — choose by specification, not price.
• Always request SGS/Intertek COA with wax content data.
• RAHA Bitumen supplies both grades in drum, jumbo bag, and bulk from Bandar Abbas.