INTRODUCTION

Introduction to Superpave In many of the newly-constructed roads, asphalt

mixes are not performing satisfactorily.

Reason
Mixes are designed by Marshall method, using
MS-2 guidelines. Marshall design criteria were
Prof. M. Panda developed empirically by correlating laboratory
tests with performance of paving mixes under
service conditions.
Department of Civil Engineering ‘The design criteria are applicable only to the
prescribed test procedure within the limits of original
correlation’
However, service conditions are significantly
National Institute of Technology different now in most of roads, and the mixes fail to
perform satisfactorily. 2
Rourkela

Superpave Concept
MARSHALL METHOD
Strategic Highway Research Program (SHRP)
of USA sponsored research projects in 1987 to In many of the newly-constructed roads in the country, asphalt mixes are not
evolve conepts of superior performing asphalt performing satisfactorily. This is much more pronounced in tropical countries.
pavement (superpave) based on performance The techniques for designing HMA surfacings were relied primarily on
based testing. empirical methods rather than on actual physical interactions that take place.

Observations: behaviour of asphalt surfaces particularly in tropical

The initiatives undertaken to improve materials environments mostly contrary to expectations

selection and mixture design were by •Field densities observed are totally different from that in the laboratory
developing: •Plastic deformation (rutting) or any other criteria should be taken care of in
mix design
•A new mix design method that accounts for
traffic loading and environmental conditions
3 4
•A new method of asphalt binder evaluation
•New methods of mixture analysis.

SUPERPAVE MINERAL AGGREGATE PROPERTY

SUPERPAVE PROCEDURE
•Consensus properties
based on traffic level and position within the pavement structure. Materials near the
Superpave mix design method consists of 7 basic pavement surface subjected to high traffic levels require more stringent consensus
steps: standards.
1. coarse aggregate angularity
Aggregate selection 2. fine aggregate angularity
3. flat, elongated particles
Asphalt binder selection 4. clay content

Sample preparation (including compaction) •Source properties

1.Toughness
2.Soundness
Performance Tests 3.Deleterious materials

Density and voids calculations •Design aggregate gradation

It uses the 0.45 power gradation chart to define a Percent Passing
Optimum asphalt binder content selection permissible gradation
5
1.Maximum Size: One sieve size larger than the nominal maxm size 6
2.Nominal Maximum Size: One sieve size larger than the first sieve to retain
Moisture susceptibility evaluation more than 10 percent
 Coarse aggregate angularity
This property ensures a high degree of aggregate internal friction and
rutting resistance.

It is defined as the percent by weight of aggregates larger than 4.75

mm with one or more fractured faces.

The procedure involves manually counting particles to determine

fractured faces.

A fractured face is defined as an "angular, rough, or broken surface

of an aggregate particle created by crushing, by other artificial
means, or by nature" (ASTM, 2000). In order for a face to be
considered fractured it must constitute at least 25 percent of the
maximum cross-sectional area of the rock particle.

The required minimum values for coarse aggregate angularity are a

function of traffic level and position within the pavement. 7 Cubical aggregate has good shear resistance 8

specified in ASTM D5821

Coarse Aggregate Angularity

Superave Coarse Aggregate Angularity Requirements

Percent, Minimum
Traffic, Depth from Surface
9

million ESALs < 100 mm > 100 mm

< 0.3 55/- -/­
0.3 to < 3 75/- 50/­
3 to < 10 85/80 60/­
10 to < 30 95/90 80/75
> 30 100/100 100/100
"85/80" means that 85 % of the coarse aggregate has one
fractured face and 80% has two fractured faces.

10

FINE AGGREGATE ANGULARITY Specified in AASHTO T304, Uncompacted Void Content of Fine Aggregate

This property ensures a high degree of fine aggregate internal Superpave Fine Aggregate
Requirements
friction and rutting resistance. Angularity
Percent, Minimum
It is defined as the percent air voids present in loosely compacted
Traffic, million Depth from Surface
aggregates smaller than 2.36 mm.
ESALs < 100 mm > 100 mm
Higher void contents mean more fractured faces.
In the test, a sample of fine, washed and dried aggregate is poured 0.3 to < 3 40 40
3 to < 10 45 40
into a small calibrated cylinder through a standard funnel. By
10 to < 30 45 40
determining the weight of fine aggregate (W) in the filled cylinder of > 30 45 45
known volume (V), void content can be calculated as the difference
between the cylinder volume and fine aggregate volume collected Note: fine aggregate angularity
in the cylinder. The fine aggregate bulk specific gravity (Gb) is used presented as percent air voids in loosely compacted state
to compute fine aggregate volume.

The required minimum values for fine aggregate angularity are a This property is influenced by particle shape, surface texture and
function of traffic level and position within pavement. grading. Higher void content means more fractured faces.
11 12
 Dust- to-Binder Ratio
Fine aggregate Angularity In order to ensure the proper amount of material
passing the 0.075 mm sieve in the mix, Superpave
specifies a range of dust-to-binder ratio by
mass. The equation is:

13
P0.075
Pbe
where: P0.075 = mass of particles passing 0.075 mm
Pbe = effective binder content = total
asphalt binder content of a paving
mixture - portion of asphalt binder
lost by absorption into aggregate
particles.
FINE AGGREGATE ANGULARITY
APPARATUS Dust-to-binder ratio specifications are normally 14

0.6 - 1.2, but a ratio of up to 1.6 may be used

Superpave Flat, Elongated

flat, elongated particles Particle Requirements
Traffic, million ESALs Percent, maximum
This characteristic is the percentage by weight of coarse aggregates
< 0.3 -
(larger than 4.75 m) that have a maximum to minimum dimension of
greater than five. 0.3 to < 3 10
3 to < 10 10
Elongated particles are undesirable because they have a tendency to 10 to <30 10
break during construction and under traffic. > 30 10
The procedure uses a proportional caliper device to measure the Criteria are presented by weight of flat and elongated
dimensional ratio of a representative sample of aggregate particles. The as maximum percent of particles.
aggregate particle is first placed with its largest dimension between the
swinging arm and fixed post at position A. The swinging arm then
remains stationary while the aggregate is placed between the swinging
arm and fixed post at position B. If the aggregate passes through this
gap, then it is counted as a flat or elongated particle.

The total flat, elongated, or flat and elongated particles are measured. 15 16
The required maximum values for flat, elongated particles in coarse
aggregate are a function of traffic level T.

Flat and Elongated Particles Clay content

Clay content is the percentage of clay material contained in the

aggregate fraction that is finer than a 4.75 mm sieve.

In this test, a sample of fine aggregate is placed in a graduated

17

cylinder with a flocculating solution and agitated to loosen

clayey fines present in and coating the aggregate. The
flocculating solution forces the clayey material into suspension
above the granular aggregate. After a period that allows
sedimentation, the cylinder height of suspended clay and
sedimented sand is measured.

The sand equivalent value is computed as a ratio of the sand to

clay height readings expressed as a percentage.

MEASURING FLAT AND ELONGATED The required clay content values for fine aggregate are
PARTICLES expressed as a minimum sand equivalent a function of traffic 18
level.
 Superpave Clay Content Requirements
Sand Equivalent Test
Traffic, million ESALs Sand Equivalent, minimum

< 0.3 40
0.3 to <3 40
3 to < 10 45

20
10 to < 30 45
> 30 50

SAND EQUIVALENT TEST

SUPERPAVE AGGRG. GRADING

Two additional features added to 0.45 power chart:

Control points and a restricted zone.

Control points function as master ranges through which gradations must

pass. They are placed on the nominal maximum size, an intermediate size
(2.36 mm), and the dust size (0.075 mm).

0.45 power chart

Example : control points and restricted zone for a 12.5 mm Superpave mixture.
22

SUPERPAVE BINDER TESTS

SUPERPAVE AGGRG. GRADING Binder Aging Methods

Restricted zone – along maximum density gradation between A central theme of the Superpave binder specification is its
intermediate size (either 4.75 or 2.36 mm) and 0.3 mm size reliance on testing asphalt binder conditions that simulate
through which this gradation should not pass. critical stages during the binder's life.
Gradations that pass through the restricted zone indicate a mixture
that possesses too much of fine sand in Percent Passing relation to
Three most critical stages
total sand. • during transport, storage, and handling : Tests performed on
unaged asphalt
This gradation practically results in tender mix behavior, which is
manifested by a mixture that is difficult to compact during construction • during mix production and construction : Rolling thin film oven
and offers reduced resistance to permanent deformation during its (RTFO) Test- exposes films of binder to heat and air
performance life.
• after long periods in a pavement (years of in-service aging in a
These mixtures are also very sensitive to asphalt content and can 23 pavement) : Pressure aging vessel (PAV)- exposes binder samples to 24
easily become plastic. heat and pressure in matter of hours
 Aging Index = viscosity after RTFO/viscosity before RTFO
25 26

Rolling Thin-Film Oven (RTFO) Test

It simulates short-term aging by heating a moving film of asphalt

binder in an oven for 85 minutes at 163°C. The effects of heat
and air are determined from changes incurred in physical
properties measured before and after the oven treatment by
other test procedures. The moving film is created by placing the
asphalt binder sample in a small jar and then placing the jar in a
circular metal carriage that rotates within the oven.

It is considered superior to the TFO because:

• It achieves same degree of hardening (aging) in less time
• It uses a rolling action that:
Allows continuous exposure of fresh asphalt binder to heat
and air flow
·
Allows asphalt binder modifiers, if used, to remain
dispersed in the sample
27 28
·
Prevents the formation of a surface skin on the sample,
which may inhibit aging

Rotational Viscometer
Pressure Aging Vessel (PAV)
Rotational viscosity is used to evaluate high temperature
It simulates the effects of long-term asphalt binder workability of binders.
aging that occurs as a result of 5 to 10 years of A rotational coaxial cylinder viscometer, such as Brookfield
service. apparatus

PAV is an oven-pressure vessel combination that takes High temperature binder viscosity is measured to ensure that the
asphalt is fluid enough when pumping and mixing.
RTFO aged samples and exposes them to high air
pressure (2070 kPa) and temperature (90°C), 100°C Measured on unaged or "tank" asphalt and must not, exceed 3 Pa-
or 110°C depending upon expected climatic conditions s when measured at 135° C.
for 20 hours. Determined by measuring the torque required to maintain a
constant rotational speed (20 rpm) of a cylindrical spindle while
Aging the asphalt binder samples under pressure is submerged in a sample at a constant temperature.
advantageous because:
· There is a limited loss of volatiles Torque required to rotate the spindle at a constant speed is directly
· The oxidation process can be accelerated without
29 related to the viscosity of the binder sample, which is determined 30
resorting to extremely high temperatures automatically by viscometer.
 Dynamic Shear Rheometer (DSR)

The dynamic shear rheometer (DSR) is used in the

Superpave system for testing medium to high
temperature viscosities.
Test is conducted between 46°C and 82°C.
The actual temperatures anticipated in the area
determine the test temperatures used.

Asphalt is “sandwiched” between two parallel plates,

bottom one fixed and top one oscillates. As the plate
oscillates, the centerline of the plate at point A moves to
point B. From point B, the plate centerline moves back
and passes point A to point C. From point C the plate
centerline moves back to point A. This oscillation is one
31 32
cycle and is continuously repeated during the DSR
operation. The speed of oscillation is frequency.

All tests are performed at a frequency of 10 radians per

second, which is equal to approximately 1.59 Hz (cycles DYNAMIC SHEAR RHEOMETER
per second). Superpave binder tests are conducted in the
controlled stress mode by applying a fixed torque to
move the oscillating plate from point A to point B.
Depending on the stiffness of the asphalt, the torque

34
necessary to move the plate at the recommended
frequency will vary.

DSR is used to characterize both viscous and elastic

behaviour by measuring the complex shear modulus (G*)
and phase angle (δ) of asphalt binders. G* is a measure of
the total resistance of a material to deformation when
exposed to repeated pulses of shear stress. It consists of
two components: elastic (recoverable) and viscous (non-
recoverable). δ is an indicator of the relative amounts of 33 Basics of Dynamic Shear Rheometer
recoverable and non-recoverable deformation

STRESS-STRAIN RESPONSE OF
ASPHALT
SAMPLE IN DSR
max
torque (T)
rotation angle () 2T Applied
 =  r3 Shear time
Stress
 =r min
35

h
Oscillating Plate
max  t
Resulting
Shear
Strain
Height (h)
time
Fixed Plate
min
Radius(r)
Stress-Strain Response of a Viscoelastic Material
 max - min
Asphalt Sample in Dynamic Shear Rheometer G* =  
max - min
 t = time lag 
where

T = maximum applied torque

r = radius of specimen ( either 12.5 or 4 mm)
 = rotation angle, and
h = specimen height (either 1 or 2 mm)
36
 The BBR is used to measure how much a binder deflects or creeps BENDING BEAM RHEOMETER
under a constant load at a constant temperature. The BBR test
temperatures relate to pavement’s lowest service temperature,
when the asphalt binder acts like an elastic solid.

Furthermore, the test is performed on binders that have been aged

in both rolling thin film oven and the pressure aging vessel.
Therefore the test measures the performance characteristics of

38
binders as if they had been exposed to hot mixing in a mixing
facility and some in-service aging.
A blunt-nosed shaft applies load to the midpoint of the simply
supported asphalt beam. A load cell is mounted on the loading
shaft which is enclosed in an air bearing to eliminate friction during
loading. A transducer on the loading shaft monitors deflection.
Loads are applied by pneumatic pressure. By applying a constant
load to the asphalt beam and measuring the center deflection of the
beam throughout the 4-minute test procedure, the creep stiffness
(s) and creep rate (m) can be calculated. The creep load simulates
thermal stresses that gradually build up in a pavement when
temperature drops. Creep stiffness is the resistance of the asphalt
binder to creep loading and the m value is the change in asphalt 37 BENDING BEAM RHEOMETER
stiffness with time during loading.

Direct tension tester (DTT) is used because creep

stiffness, S(t), as measured by the BBR is not
sufficient to predict thermal cracking in some
asphalt binders that exhibit high creep stiffness (>
300 MPa).
Modified asphalt binders may stretch far enough
before breaking that they can absorb these high
thermal stresses without cracking.
The DTT basically loads a small sample of asphalt
binder in tension until it breaks
failure strain is calculated as:

where: ε f = failure strain

ΔL = change in length corresponding to
the specimen’s maximum loading 39 40
Le = effective length

SUPERPAVE ASPHALT BINDER SPECIFICATION

The Superpave asphalt binder specification is intended to improve
performance by limiting the potential for the asphalt binder to contribute
to permanent deformation, low temperature cracking and fatigue cracking
in asphalt pavements.

Important difference between the currently used asphalt specifications

and the Superpave specification is the overall format of the requirements.

The physical properties remain constant for all of the performance

grades(PG).

Temperatures at which these properties must be achieved vary

depending on the climate in which the binder is expected to serve.

For example, a PG 58-22 grade is designed to sustain the conditions of

an environment where the average seven day maximum pavement
temperature of 58°C and a minimum pavement design temperature is - 41 42
22°C.
 ASPHALT BINDER SELECTION Effect of Traffic Speed and Volume on Binder Selection

For high temperature design situation, controlled by specified properties

•By Geographic Area: Develop a map showing binder grade to
relating to permanent deformation, the traffic speed has an additional
be used by the designer based on weather and/or policy effect on performance.
decisions.
The AASHTO specification includes an additional shift in the selected high
•By Pavement Temperature: Designer collects pavement temperature binder grade for slow and standing traffic situations.
temperature.
Also, a shift is included for extraordinarily high numbers of heavy traffic
•By Air Temperature: Designer determines design air loads.
temperatures, later converted to design pavement
Time-temperature shift – BBR testing at 10°C higher temperature reduced
temperatures.
the test duration from 2 hours to 60 seconds, higher maximum
temperature grades are used to offset the effect of the slower traffic speed
T20mm - ( T air - 000618 Lat2 + 0.2289 Lat + 42.2 ) ( 0.9545 ) - 17.78 and extreme traffic loads.

where T20mm = high pavement design temperature at a depth of 20 mm

Tair = seven-day average high air temperature
43 44
Lat = the geographical latitude of the project in degrees.

Adjustment to Binder PG Grade Grade for

Grade for
Slow 20-yr ESALs
Design Stationary
Transient > 30 million
Traffic Load Rate Original Grade
Loads
Loads
(increase 1
ESALS (increase 2
(increase 1 grade)
(million) Standing Slow Standard grades)
grade)
< 0.3 - - -
0.3 to <3 2 - PG 58-22 PG 64-22 PG 70-22 PG 64-22
3 to < 10 2 - PG 70-22 PG 76-22 PG 82-22 PG 76-22
10 to < 30 2 -
> 30 2 1 1

45 46

PERFORMANCE GRADING (PG) OF BINDERS EXAMPLE OF PG DESIGNATION

 Specified values of test properties A 60/70 pen asphalt gave the following test results.
 Rutting resistance (G*/sinδ)
 minimum 1 kpa at 10 rad/s on original binder & 2.2 kpa at  DSR value (G*/sinδ) of 1 kpa at 660C on original binder
10 rad/s on RTFO aged binder DSR value of 2.2 kpa at 640C on RTFO aged binder
47

48


 Fatigue cracking resistance (G*sinδ)  BBR (low temp. stiffness) of 300 Mpa at minus 220C.
 Maximum 5000 kpa on pressure ageing vessel residue of
 The PG designation of this binder is PG(64 -22) indicating
binder enough rutting resistance up to a maximum pav. Temp. of
 Low temperature cracking resistance (creep stiffness) 640C and enough low temp. cracking resistance up to a min.
 Maximum 300 Mpa and m-value (slope) 0.30 pav temp. of - 220C.
Any binder can be tested for these properties by the specified tests.  For fatigue resistance, a DSR value (G* sinδ) of 5000 kpa has to
The binder is then designated by the temperatures at which the test be achieved at a test temperature of 250C for this grade.
properties are achieved.
This designation is called performance grading, (PG)
 SUPERPAVE ASPHALT MIXTURE
PREPARATION
Key features - laboratory compaction and testing for mechanical
Superpave Binder Purpose properties.
Dynamic Test
Shear Measure properties at high It accomplishes field compaction and particle orientation.
Rheometer (DSR) and intermediate Laboratory compaction is accomplished by means of a Superpave
temperatures Gyratory Compactor (SGC).
Rotational Viscometer Measure properties at high It avoids mixtures that exhibit tender mix behavior or densify to
(RV) temperatures dangerously low air void contents under the long-term action of
Bending Beam Measure properties at low traffic.
Rheometer (BBR) temperatures
Direct Tension Tester
(DDT) SGC is a mechanical device comprised of the following system
Rolling Thin Film Oven Simulate hardening of components:
(RTFO) (durability characteristics) • reaction frame, rotating base, and motor,
Pressure Aging Vessel • loading system, loading ram, and pressure gauge,
49 50
• height measuring and recording system, and
(PAV) • mold and base plate.

51 52

20-yr Traffic Number of Gyrations

Loading
(in millions of Ninitial Ndesign Nmax
ESALs) 20-yr Traffic Required Density (as a percentage of TMD)
Loading
< 0.3 6 50 75 (in millions of Ninitial Ndesign Nmax
ESALs)
0.3 to < 3 7 75 115
< 0.3  91.5
3 to < 10 8 (7) 100 (75) 160 (115)
0.3 to < 3  90.5
10 to < 30 8 100 160 3 to < 10 96.0  98.0
 30 9 125 205 10 to < 30  89.0
 30

53 54
 THE 3 MODES OF FAILURE

 Fatigue Cracking
Occurs due to high tensile strains at bottom of HMA. Fatigue
cracking is rare in hot climates; usually preceded by top-down
cracking.

55
 Permanent Deformation (Rutting)
Caused by
 secondary compaction (mixture densification) under traffic
during early life and
 Repetitive shear deformation induced by wheel loads causing
displacement of material to the sides, that is, shoving
 Low Temperature Cracking
 Forms when asphalt layer shrinks in cold weather
 Hard asphalts, aged binders and mixtures with too many air voids
(prone to oxidation) are prone to this cracking
56

Performance Tests Dynamic modulus tests differ from the repeated load
Deformation resistance (rutting) tests in their loading cycles and frequencies.
Fatigue life While repeated load tests apply the same load
Tensile strength Tensile strength can be related to several thousand times at the same frequency,
HMA cracking - especially at low temperatures. dynamic modulus tests apply a load over a range of
frequencies (usually 1, 4 and 16 Hz) for 30 to 45
Stiffness HMA's stress-strain relationship, as seconds.
characterized by elastic or resilient modulus, is an
important characteristic. The dynamic modulus test is more difficult to perform
than the repeated load test since a much more
Moisture susceptibility Certain combinations of accurate deformation measuring system is necessary.
aggregate and asphalt binder can be susceptible to
The dynamic modulus test measures a specimen's
moisture damage. Tensile strength tests can be
stress-strain relationship under a continuous
used to evaluate the moisture susceptibility of a HMA sinusoidal loading.
mixture. For linear (stress-strain ratio is independent of the
57
loading stress applied) viscoelastic materials this 58
The most likely performance test, called the Simple relationship is defined by a complex number called
Performance Test (SPT) the “complex modulus” (E*)

The absolute value of the complex modulus, |E*|, is

defined as the dynamic modulus and is calculated as
follows

where: |E*| = dynamic modulus

where: E* = complex modulus o = peak stress amplitude (applied load / sample
|E*| = dynamic modulus cross sectional area)
φ = phase angle - the angle by which εo lags behind o = peak amplitude of recoverable axial strain =
σo. For a pure elastic material, φ = 0, and the L/L. Either measured directly with strain
complex modulus (E*) is equal to the absolute gauges or calculated from displacements
value, or dynamic modulus. For pure viscous measured with linear variable displacement
materials, φ = 90°. transducers (LVDTs).
i = imaginary number L = gauge length over which the sample
deformation is measured
59 L 60
= the recoverable portion of the change in sample
length due to the applied load
 Density & voids analysis
All mix design methods use density and voids to
determine basic HMA physical characteristics.
Two different measures of densities normally taken:
•Bulk specific gravity (Gmb) - often called "bulk
density"
•Theoretical maximum density (TMD, Gmm)
These densities are then used to calculate the
volumetric parameters of the HMA.
•Air voids (Va), sometimes called voids in the total mix
(VTM)
• Voids in mineral aggregate (VMA)
• Voids filled with asphalt (VFA)
61 62

Selection of Optimum Asphalt Binder Content

The optimum asphalt binder content is selected as that

asphalt binder content that results in 4 percent air
20-yr Minimum VMA (percent) voids at Ndesign.
Traffic
Loading 9.5 12.5 19.0 25.0 37.5
VFA (percent) This asphalt content then must meet several other
(in mm mm mm mm mm
millions requirements:
of ESALs)
< 0.3 70 - 80 • Air voids at Ninitial > 11 percent (for design ESALs >
0.3 to < 3 65 - 78 3 million)
3 to < 10 15.0 14.0 13.0 12.0 11.0
10 to < 30 65 - 75 • Air voids at Nmax > 2 percent
 30
• Minimum VMA as listed
63 64

• VFA within the range listed

Conclusions
Superpave mix design is a rational method that
accounts for traffic loading and environmental
conditions.
Superpave mix design produces quality HMA mixtures.
Moisture susceptibility Evaluation
Most important aspects of the Superpave method :
The resistance to moisture induced damage may be •Use of formal aggregate evaluation procedures
described as (consensus requirements)
•Use of PG asphalt binder grading system and its
associated asphalt binder selection system.
•Use of gyratory compactor to simulate field compaction
•Traffic loading and Volumetric approach to mix design
•environmental considerations
TSR =Tensile Strength Ratio Superpave uses same basic mix design steps and still
strives for an optimum asphalt binder content that
65 results in 4 percent design air voids. 66
Thus, the method is quite different, but the ultimate
goals remain fairly consistent.
Thank You

67