AASHTO Designation: M Release: Group 3 (August ). American Association of State Highway and Transportation Officials North Capitol Street. Find the most up-to-date version of AASHTO M at Engineering AASHTO M Standard Specification for Performance-Graded Asphalt Binder. standard by American Association of State and Highway Transportation.

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Upon completion of SHRP research ina set of performance-related specifications were developed for asphalt binders as well as mixtures.

This series of tests will provide confirmation of performance grade for submittal to state agencies or for in-house quality checks. Intermediate temperature In addition to developing a better relationship aasbto high temperature binder properties and rutting, considerable research has been done to identify an improved binder fatigue test.

The LAS test can be performed on the newer DSRs with a total testing time of about 12 minutes the relatively fast and easy part. If the creep stiffness is between and MPa, the direct tension failure strain requirement can be used in aashtk of the creep stiffness requirement.

If the creep stiffness is below MPa, the direct tension test is not required. Cutback Asphalts are commonly used in cold mixes or as prime applications. Specific requirements shall be made part of the purchase contract. This practice requires data input from both D and D to determine T cr.

The development of sound ASTM standards, such as those described in this article, is the key to measuring repeatable and reproducible fundamental engineering properties at low service temperatures. Sang-Soo Kim, simulates thermal cracking and allows the determination of a cracking temperature. The BBR standard test method is specific in its design as a test to obtain creep properties at a second loading time.

Refining Superpave asphalt binder characterization

Impact on Safety and Quality of Roadways As test methods and a calculation practice, the impact of these standards on safety and quality of highways is indirect in that they enable better characterization of material properties. This assumption is not accurate because all binders do not have the same temperature susceptibility. Performance based purchase specifications enable engineers to specify high quality asphalt binders to build safe and long-lasting roads.


Testing at additional temperatures for T may be necessary if MPa is not bracketed at the initial two test temperatures. The average non-recoverable strain for the creep and recovery cycles is divided by the applied stress for those cycles to yield the non-recoverable creep compliance, Jnr.

A high response value indicates a significant elastic component. The use of polymer-modified asphalts to reduce pavement rutting has grown steadily since the late s.

Hence, a comprehensive model of low-temperature pavement performance must include rheological and fracture properties of the asphalt binder. Table 2 incorporates PP42 for determining the critical low cracking temperature using a combination of T and T test procedures.

The LAS test is performed on aged asphalt binder at an appropriate intermediate temperature using a frequency sweep test to generate rheological properties and a stepped shear strain amplitude test to generate accumulated damage in the asphalt binder sample. He has published numerous papers on material testing and specification.

They were developed under the auspices of Subcommittee D To prevent thermal cracking, the S value was limited to a maximum of MPa. A well-performing road is one that provides a safe and comfortable ride over its design life. With the refinements underway, the PG system is continuing to be improved. A user-friendly version of the software was written and the test protocol was further refined for specification type use.

An important phenomenon called physical hardening of asphalt binders during prolonged exposure to low temperatures was discovered during the refinement efforts. Under the existing approach to binder selection, grade bumping is used to select stiffer or stronger binders to reduce the potential for rutting of these high stress pavements.

The principle difference between AASHTO M and MP1a is that MP1a incorporates a mechanistically based criterion to define low temperature performance of asphalt binders, whereas M uses empirical parameters related to performance.

These devices were redesigned to produce repeatable and user-friendly test methods that can be performed at a moderate price. Depending on the type, several combinations of tests can be required to verify adherence to specification. The conventional compression type grips produce premature failure at the grips below the brittle-ductile temperature and excessive deformations above it.

Refining Superpave asphalt binder characterization | Asphalt magazine

The slope of log-log plot of stiffness versus time, called the m-value, is used to control the shape of the stiffness master curve of the asphalt binder at low temperature. It is a relatively fast test, but it has some serious mechanics and calculations backing it up. The DT test method is not limited to specification use. The constant elongation rate simulates the loading in uniaxial tension during thermal cooling of the pavement. The m-value requirement must be satisfied in both cases.


Asphalt Binder Specification Tests – Asphalt InstituteAsphalt Institute

Instead, the stiffness and the slope aahto the BBR creep data at a single loading time of 60 seconds are used as surrogate rheological parameters to control pavement thermal cracking at low temperatures. The calculation practice, Dwas developed m32 recently. Low temperature rheological characteristics for research use cannot be obtained using this test method beyond second loading time where the test is terminated. Thermal or low temperature cracking of the road surface leads to poor performance due to the loss of structural integrity and, ultimately, premature deterioration of the entire pavement section.

In the United States, the new standards are aasbto in federal, state, city and local government laboratories involved in construction and maintenance of asphalt pavements. In road building terminology, this composite of asphalt binder and mineral aggregates is called hot-mix asphalt or, simply, asphalt mixture.

For heavy traffic the Jnr is reduced to 2. A new high-temperature binder specification aasyto require the Jnr value, determined at a shear stress of 3. The mean failure strength value determined at a standard strain rate of 3 percent per minute is used along with BBR data to determine critical cracking temperature as described next. Asphalt binder grades may be selected by following the procedures described in M and R This requirement may be waived at the discretion of the specifying agency if the supplier warrants that the asphalt binder can be adequately pumped and mixed at temperatures that meet all applicable safety standards.

These properties aashtoo determined at two test temperatures as aashtl in the practice. Described below is the need for new standards followed by a brief history of their development.