GMR Institute of Technology,

Civil Engineering Department

Scheme of Evaluation
Geometric Design of Highway Materials
Mid term examination-II

AY:2021-2022, SEM-VTH Date:07.01.22

1.The viscosity parameter exactly assess the behaviour of the bituminous mixes at higher
temperature about 120degrees than compared to penetration test at 25 degrees
centigrade.

2.Rutting is the permanent deformation in the bituminous mixes and critical vertical
compressive strain at the top of the subgrade is the responsible cause.

3.PG-58-22 is performance grade bitumen which represents maximum temperature of

58 and minimum temperature of 22 degree centigrade.

4.Effective CBR of the soil is considered from Embankment soil CBR and Borrow soil
subgrade.

5. Wheel Load/Axle and temperature stresses.

6.Dynamic Shear Rheometer

The dynamic shear rheometer (DSR) (Figure 1 and Figure 2) is used to characterize the
viscous and elastic behaviour of asphalt binders at medium to high temperatures. This
characterization is used in the Superpave PG asphalt binder specification. As with other
Superpave binder tests, the actual temperatures anticipated in the area where the asphalt
binder will be placed determine the test temperatures used.
The basic DSR test uses a thin asphalt binder sample (Figure 3) sandwiched between two
circular plates. The lower plate is fixed while the upper plate oscillates back and forth
across the sample at 10 rad/sec (1.59 Hz) to create a shearing action (Figure 4). DSR tests
are conducted on unaged, RTFO aged and PAV aged asphalt binder samples. The test is
largely software controlled.
Asphalt binders are viscoelastic. This means they behave partly like an elastic solid
(deformation due to loading is recoverable – it is able to return to its original shape after
a load is removed) and partly like a viscous liquid (deformation due to loading is non-
recoverable – it cannot return to its original shape after a load is removed). Having been
used in the plastics industry for years, the DSR is capable of quantifying both elastic and
viscous properties. This makes it well suited for characterizing asphalt binders in the in-
service pavement temperature range.

The DSR measures a specimen’s complex shear modulus (G*) and phase angle (δ). The
complex shear modulus (G*) can be considered the sample’s total resistance to
deformation when repeatedly sheared, while the phase angle (δ), is the lag between the
applied shear stress and the resulting shear strain (Figure 5). The larger the phase angle
(δ), the more viscous the material. Phase angle (δ) limiting values are:

 Purely elastic material: δ = 0 degrees

 Purely viscous material: δ = 90 degrees

The specified DSR oscillation rate of 10 radians/second (1.59 Hz) is meant to simulate
the shearing action corresponding to a traffic speed of about 55 mph (90 km/hr).

DSR Superpave Specification Logic

G* and δ are used as predictors of HMA rutting and fatigue cracking. Early in pavement
life rutting is the main concern, while later in pavement life fatigue cracking becomes the
major concern.

Rutting Prevention

In order to resist rutting, an asphalt binder should be stiff (it should not deform too much)
and it should be elastic (it should be able to return to its original shape after load
deformation). Therefore, the complex shear modulus elastic portion, G*/sinδ (Figure 6),
should be large. When rutting is of greatest concern (during an HMA pavement’s early
and mid-life), a minimum value for the elastic component of the complex shear modulus
is specified. Intuitively, the higher the G* value, the stiffer the asphalt binder is (able to
resist deformation), and the lower the δ value, the greater the elastic portion of G* is (able
to recover its original shape after being deformed by a load).

Another way to look at this is that rutting is basically a cyclic loading phenomenon. With
each traffic cycle, work is being done to deform the pavement surface. Part of this work
is recovered by the elastic rebound of the pavement surface, while part is dissipated in
the form of permanent deformation, heat, cracking and crack propagation. Therefore, in
order to minimize rutting, the amount of work dissipated per loading cycle should be
minimized. The work dissipated per loading cycle at a constant stress can be expressed
as:

Where:

Wc = work dissipated per load cycle

σ = stress applied during load cycle

G* = complex modulus

δ = phase angle

In order to minimize the work dissipated per loading cycle, the parameter G*/sinδ should
be be maximized. Therefore, minimum values for G*/sinδ for the DSR tests conducted on
unaged asphalt binder and RTFO aged asphalt binder are specified.

Fatigue Cracking Prevention

In order to resist fatigue cracking, an asphalt binder should be elastic (able to dissipate
energy by rebounding and not cracking) but not too stiff (excessively stiff substances will
crack rather than deform-then-rebound). Therefore, the complex shear modulus viscous
portion, G*sinδ (Figure 5), should be a minimum. When fatigue cracking is of greatest
concern (late in an HMA pavement’s life), a maximum value for the viscous component of
the complex shear modulus is specified.
Another way to look at this is that fatigue cracking can be considered a stress-controlled
phenomenon in thick HMA pavements and a strain-controlled phenomenon in thin HMA
pavements. Since fatigue cracking is more prevalent in thin pavements, the parameter of
most concern for fatigue resistance can be considered a strain-controlled one. With each
traffic cycle, work is being done to deform the pavement surface. Part of this work is
recovered by the elastic rebound of the pavement surface, while part is dissipated in the
form of permanent deformation, heat, cracking and crack propagation. The lower the
amount of energy dissipated per loading cycle the less likely fatigue cracking is.
Therefore, in order to minimize fatigue cracking the amount of work dissipated per
loading cycle should be minimized. The work dissipated per loading cycle at a constant
strain can be expressed as:

Where:

Wc = work dissipated per load cycle

ε0 = strain during load cycle

G* = complex modulus

δ = phase angle

This relationship between G*sinδ and fatigue cracking is more tenuous than the rutting
relationship.

In order to minimize the work dissipated per loading cycle, the parameter G*sinδ should
be minimized. Therefore, maximum values for G*sinδ for the DSR tests conducted on PAV
aged asphalt binder are specified.

Test Description

The following description is a brief summary of the test. It is not a complete procedure
and should not be used to perform the test. The complete test procedure can be found in:
  AASHTO T 315: Determining the Rheological Properties of Asphalt Binder Using a
Dynamic Shear Rheometer (DSR)

Summary

A small sample of asphalt binder is sandwiched between two plates. The test
temperature, specimen size and plate diameter depend upon the type of asphalt binder
being tested. Unaged asphalt binder and RTFO residue are tested at the high temperature
specification for a given performance grade (PG) binder using a specimen 0.04 inches (1
mm) thick and 1 inch (25 mm) in diameter. PAV residue is tested at lower temperatures;
however these temperatures are significantly above the low temperature specification
for a given PG binder. These lower temperatures make the specimen quite stiff, which
results in small measured phase angles (δ). Therefore, a thicker sample (0.08 inches (2
mm)) with a smaller diameter (0.315 inches (8 mm)) is used so that a measurable phase
angle (δ) can be determined. Figure 7 shows major DSR equipment.

7a) Modified bitumen or Cutback bitumen and emulsion

Different forms of bitumen

Cutback bitumen

Normal practice is to heat bitumen to reduce its viscosity. In some situations, preference
is given to use liquid binders such as cutback bitumen. In cutback bitumen suitable
solvent is used to lower the viscosity of the bitumen. From the environmental point of
view also cutback bitumen is preferred. The solvent from the bituminous material will
evaporate and the bitumen will bind the aggregate. Cutback bitumen is used for cold
weather bituminous road construction and maintenance. The distillates used for
preparation of cutback bitumen are naphtha, kerosene, diesel oil, and furnace oil. There
are di_erent types of cutback bitumen like rapid curing (RC), medium curing (MC), and
slow curing (SC). RC is recommended for surface dressing and patchwork. MC is
recommended for premix with less quantity of _ne aggregates. SC is used for premix with
appreciable quantity of _ne aggregates.
Bitumen Emulsion

Bitumen emulsion is a liquid product in which bitumen is suspended in a _nely divided

condition in an aqueous medium and stabilised by suitable material. Normally cationic
type emulsions are used in India. The bitumen content in the emulsion is around 60%
and the remaining is water. When the emulsion is applied on the road it breaks down
resulting in release of water and the mix starts to set. The time of setting depends upon
the grade of bitumen. The viscosity of bituminous emulsions can be measured as per IS:
8887-1995. Three types of bituminous emulsions are available, which are Rapid setting
(RS), Medium setting (MS), and Slow setting (SC). Bitumen emulsions are ideal binders
for hill road construction. Where heating of bitumen or aggregates are difficult. Rapid
setting emulsions are used for surface dressing work. Medium setting emulsions are
preferred for premix jobs and patch repairs work. Slow setting emulsions are preferred
in rainy season.

Bituminous primers

In bituminous primer the distillate is absorbed by the road surface on which it is spread.
The absorption therefore depends on the porosity of the surface. Bitumen primers are
useful on the stabilised surfaces and water bound macadam base courses. Bituminous
primers are generally prepared on road sites by mixing penetration bitumen with
petroleum distillate.

Modified Bitumen
Certain additives or blend of additives called as bitumen modifiers can improve
properties of Bitumen and bituminous mixes. Bitumen treated with these modifers is
known as modified bitumen. Polymer modified bitumen (PMB)/ crumb rubber modified
bitumen (CRMB) should be used only in wearing course depending upon the
requirements of extreme climatic variations. The detailed specifications for modified
bitumen have been issued by IRC: SP: 53-1999. It must be noted that the performance of
PMB and CRMB is dependent on strict control on temperature during construction. The
advantages of using modified bitumen are as follows
_ Lower susceptibility to daily and seasonal temperature variations
_ Higher resistance to deformation at high pavement temperature
_ Better age resistance properties
_ Higher fatigue life for mixes
_ Better adhesion between aggregates and binder
_ Prevention of cracking and reactive cracking

7b) Bitumen
Overview
Bituminous materials or asphalts are extensively used for roadway construction,
primarily because of their excellent binding characteristics and water proofing
properties and relatively low cost. Bituminous materials consists of bitumen which is a
black or dark coloured solid or viscous cementitious substances consists high molecular
weight hydrocarbons derived from distillation of petroleum or natural asphalt, has
adhesive properties, and is soluble in carbon disulphide. Tars are residues from the
destructive distillation of organic substances such as coal, wood, or petroleum and are
temperature sensitive than bitumen. Bitumen will be dissolved in petroleum oils where
unlike tar.

Production of Bitumen
Bitumen is the residue or by-product when the crude petroleum is refined. A wide variety
of refinery processes, such as the straight distillation process, solvent extraction process
etc. may be used to produce bitumen of different consistency and other desirable
properties. Depending on the sources and characteristics of the crude oils and on the
properties of bitumen required, more than one processing method may be employed.

Vacuum steam distillation of petroleum oils

In the vacuum-steam distillation process the crude oil is heated and is introduced into a
large cylindrical still. Steam is introduced into the still to aid in the vaporisation of the
more volatile constituents of the petroleum and to minimise decomposition of the
distillates and residues. The volatile constituents are collected, condensed, and the
various fractions stored for further refining, if needed. The residues from this distillation
are then fed into a vacuum distillation unit, where residue pressure and steam will
further separate out heavier gas oils. The bottom fraction from this unit is the vacuum-
steam-refined asphalt cement. The consistency of asphalt cement from this process can
be controlled by the amount of heavy gas oil removed. Normally, asphalt produced by this
process is softer. As the asphalt cools down to room temperature, it becomes a semi solid
viscous material.

Requirements of Bitumen

The desirable properties of bitumen depend on the mix type and construction. In general,
Bitumen should posses following desirable properties. The bitumen should not be highly
temperature susceptible: during the hottest weather the mix should not become too soft
or unstable, and during cold weather the mix should not become too brittle causing
cracks.

The viscosity of the bitumen at the time of mixing and compaction should be adequate.
This can be
achieved by use of cutbacks or emulsions of suitable grades or by heating the bitumen
and aggregates
prior to mixing. There should be adequate affinity and adhesion between the bitumen
and aggregates used in the mix.

Tests on bitumen

There are a number of tests to assess the properties of bituminous materials. The
following tests are usually
conducted to evaluate different properties of bituminous materials.
1. Penetration test
2. Ductility test
3. Softening point test
4. Specific gravity test
5. Viscosity test
6. Flash and Fire point test
7. Float test
8. Water content test
9. Loss on heating test

Penetration test

It measures the hardness or softness of bitumen by measuring the depth in tenths of a

millimetre to which a standard loaded needle will penetrate vertically in 5 seconds. BIS
had standardised the equipment and test procedure. The penetrometer consists of a
needle assembly with a total weight of 100g and a device for releasing and locking in any
position. The bitumen is softened to a pouring consistency, stirred thoroughly and poured
into containers at a depth at least 15 mm in excess of the expected penetration. The test
should be conducted at a specified temperature of 25o C. It may be noted that penetration
value is largely influenced by any inaccuracy with regards to pouring temperature, size
of the needle, weight placed on the needle and the test temperature. A grade of 40/50
bitumen means the penetration value is in the range 40 to 50 at standard test conditions.
In hot climates, a lower penetration grade is preferred. shows a schematic Penetration
Test setup.
 Penetration Test Setup

Ductility

Ductility test ductility is the property of bitumen that permits it to undergo great
deformation or elongation. Ductility is defined as the distance in cm, to which a standard
sample or briquette of the material will be elongated without breaking. Dimension of the
briquette thus formed is exactly 1 cm square. The bitumen sample is heated and poured
in the mould assembly placed on a plate. These samples with moulds are cooled in the air
and then in water bath at 27Deg C temperature. The excess bitumen is cut and the surface
is levelled using a hot knife. Then the mould with assembly containing sample is kept in
water bath of the ductility machine for about 90 minutes. The sides of the moulds are
removed, the clips are hooked on the machine and the machine is operated. The distance
up to the point of breaking of thread is the ductility value which is reported in cm. The
ductility value gets affected by factors such as pouring temperature, test temperature,
rate of pulling etc. A minimum ductility value of 75 cm has been specified by the BIS.
ductility moulds to be filled with bitumen.
 Ductility Test

Softening point test

Softening point denotes the temperature at which the bitumen attains a particular degree
of softening under the specifications of test. The test is conducted by using Ring and Ball
apparatus. A brass ring containing test sample of bitumen is suspended in liquid like
water or glycerin at a given temperature. A steel ball is placed upon the bitumen sample
and the liquid medium is heated at a rate of 50C per minute. Temperature is noted when
the softened bitumen touches the metal plate which is at a specified distance below.

Starting Point End Point

Viscosity test

Viscosity denotes the fluid property of bituminous material and it is a measure of

resistance to ow. At the application temperature, this characteristic greatly influences the
strength of resulting paving mixes. Low or high viscosity during compaction or mixing
has been observed to result in lower stability values. At high viscosity, it resists the
compactive effort and thereby resulting mix is heterogeneous, hence low stability values.
And at low viscosity instead of providing a uniform film over aggregates, it will lubricate
the aggregate particles. Orifice type viscometers are used to indirectly find the viscosity
of liquid binders like cutbacks and emulsions. The viscosity expressed in seconds is the
time taken by the 50 ml bitumen material to pass through the orifice of a cup, under
standard test conditions and specified temperature. Viscosity of a cutback can be
measured with either 4.0 mm orifice at 25 DegC or 10 mm orifice at 25 or 40 deg C.

Flash and fire point test

At high temperatures depending upon the grades of bitumen materials leave out volatiles.
And these volatiles catch fire which is very hazardous and therefore it is essential to
qualify this temperature for each bitumen grade. BIS defined the ash point as the
temperature at which the vapour of bitumen momentarily catches fire. in the form of ash
under specified test conditions. The fire point is defined as the lowest temperature under
specified test conditions at which the bituminous material gets ignited and burns.
Loss on heating test

When the bitumen is heated it loses the volatility and gets hardened. About 50gm of the
sample is weighed and heated to a temperature of 1630C for 5hours in a specified oven
designed for this test. The sample specimen is weighed again after the heating period and
loss in weight is expressed as percentage by weight of the original sample. Bitumen used
in pavement mixes should not indicate more than 1% loss in weight, but for bitumen
having penetration values 150-200 up to 2% loss in weight is allowed.

8.)Fatigue test

The flexural fatigue test is used to characterize the fatigue life of HMA at intermediate
pavement operating temperatures. This characterization is useful because it provides
estimates of HMA pavement layer fatigue life under repeated traffic loading. In a well-
designed pavement, strains in the pavement are low enough so that fatigue is not a
problem. However, when pavements are under-designed strains are sufficiently high to
cause fatigue failures under repeated loads. These failures ultimately result in fatigue
cracking which will cause disintegration of the pavement if not maintained in time.

The basic flexural fatigue test subjects a HMA beam to repeated flexural bending in a
controlled atmosphere (Figure 1). In order to relate laboratory results to normally
observed field performance, a shift factor of 10 to 20 is typically needed. Because of the
testing equipment complexity and long testing times, the flexural fatigue test is primarily
a research test and is not a standard test in Superpave mix design or quality assurance
testing.

 AASHTO T 321: Determining the Fatigue Life of Compacted Hot-Mix Asphalt

(HMA) Subjected to Repeated Flexural Bending

In HMA pavements, fatigue cracking occurs when repeated traffic loads ultimately cause
sufficient damage in a flexible pavement to result in fatigue cracking (Figure 2). A number
of factors can influence a pavement’s ability to withstand fatigue, including pavement
structure (thin pavements or those that do not have strong underlying layers are more
likely to show fatigue cracking than thicker pavements or those with a strong support
structure), age of the pavement, and the materials used in construction. The flexural
fatigue test is used to investigate fatigue as it relates to HMA construction materials.
The concept of a fatigue life centers around the universal idea that most materials
undergo a gradual deterioration under repeated loads that are much smaller than the
ultimate strength of the material. A paper clip can be broken by repeatedly bending it just
as a large pressure vessel can fail after being subject to many thousands of pressure
cycles. HMA pavements are similar.

Performance Tests for Rutting

Nobody likes to be stuck in a rut. For asphalt pavements, rutting is one of the most serious
forms of pavement distress, and severe rutting is a significant cause of pavement failure.
To prevent rutting, the pavement structure needs to provide sufficient support for the
roadway surface, while the design and construction of the asphalt mix must create a
pavement that can resist deformation. In this edition of the Road Ready newsletter, we’ll
look at some of the laboratory test devices used to evaluate asphalt mix designs and
predict rut resistance.

Mix Design Concepts and Rutting

Rutting refers to permanent deformation of the asphalt surface that accumulates in the
wheelpaths. It is primarily the result of repeated traffic loading cycles. Rutting may be
accompanied by fatigue cracking and other distresses, making it a serious concern and
potential indicator of pavement failure. The stability of the asphalt mix is an important
element in its ability to resist rutting and thus a key factor to evaluate. At the same time,
however, the performance of a particular mix design depends on environmental
conditions including traffic, temperature, and humidity. Since these factors are often
seasonal and mix designs can be exposed to a variety of environments across different
projects, this makes it a challenge to reliably predict the rut resistance of a given mix.

This is one reason the Superpave mix design method does not require a
specific performance test for rut resistance. Earlier approaches like the Hveem
method and the Marshall method do incorporate simple mechanical tests, such as the
Hveem stabilometer or the Marshall stability and flow test, in which a load is applied and
the resistance of the mix is measured, along with its displacement or deformation. Many
agencies still use these established older methods to evaluate rut resistance during the
mix design process. However, this is often done on a pass-fail basis without attempting to
predict performance, or attempting to factor in changes in loads or environmental
conditions.

Newer sophisticated test methods use accelerated loading to test mix performance by
simulating the cumulative effect of traffic loading within a short period of time. They may
also be able to test at different load levels or specific temperature and humidity
conditions, thus providing a more realistic evaluation. Some of the most common devices
used include:

 The Asphalt Mixture Performance Tester (AMPT), formerly known as the Simple
Performance Tester (SPT)
 The Hamburg Wheel Tracking Device (HWTD)
 The Asphalt Pavement Analyzer (APA), formerly known as the Georgia Loaded-
Wheel Tester

Asphalt Mixture Performance Tester

The Asphalt Mixture Performance Tester (AMPT) assesses the rut resistance of an
asphalt mix based on a flow number. The test is conducted by subjecting a prepared
specimen to repeated compressive loads at a specific test temperature. The flow
number is determined by the point at which the specimen exhibits tertiary flow, which
is shear deformation at constant volume (similar to the deformation that produces
rutting in the field).

In addition to the flow number, the AMPT can also be used to help determine the dynamic
modulus of the asphalt. This property can be useful to know if you are
implementing mechanistic-empirical pavement design, since it is one of the inputs for
that procedure.

Hamburg Wheel Tracking Device

The Hamburg Wheel Tracking Device (HWTD) tests rut resistance by tracking a loaded
steel wheel back and forth across an asphalt pavement sample. By repeating this for
thousands of cycles, it simulates the effect of traffic loading on the pavement over time.
The device measures the rut depth in the sample continuously during the test.
HWTD testing is commonly performed on a sample while it is submerged in water. This
allows it to be used to evaluate resistance to moisture damage as well. After the sample
is consolidated by the initial load cycles, the rate at which rutting develops will be
determined by the stability of the mix at first. Then, once the load cycles reach a certain
point (which varies depending on the moisture susceptibility of the mix), rut
development will accelerate as damage from stripping kicks in.

Asphalt Pavement Analyzer

The Asphalt Pavement Analyzer (APA) operates in a manner similar to the Hamburg
Wheel Tracking Device but uses different equipment. The APA uses an aluminum wheel
that is loaded onto a pressurized linear hose and tracked back and forth over the asphalt
pavement sample. The amount of rutting is measured after the wheel has been tracked
for a set number of cycles at a constant load and hose pressure.

Rut Resistance Testing Matters

When evaluating an asphalt mix design, ideally we want to know not just its physical
characteristics, but how it will perform as well. Resistance to rutting is a critical part of
performance in the field, and testing for it is an important consideration. Increased experience
with these devices, and ongoing research to connect their test results with empirical pavement
performance, will make it easier to adapt testing to local conditions so that the results have more
predictive value. With asphalt pavements, the solution isn’t to simply get out of the rut, it involves
creating mixes to prevent ruts from happening in the first place.

9.) Durability of bituminous pavements helps to minimize maintenance cost. There are
different factors which affect the durability of bituminous pavements are discussed. The
ability of a structure to survive and give continued required performance throughout its
life is called the durability. In the construction of roads, it is necessary that they survive
throughout their design life, with limited maintenance.

 Bituminous pavements gain a performance and life based on the material quality
and behavior with which it is constructed. Here the main constituent is bitumen.

 There are different possibilities through which a bituminous material can undergo
failure. different temperature effects the bitumen can harden
  Bad Quality aggregates used in the road construction may break down

 Aggregate poor quality affects their binding with the bitumen, under continuous
traffic load and weathering action

 Higher void content and permeability problems creating deterioration of the

pavement.

Ageing of Bitumen in Pavements

The exposure of bitumen to the atmosphere will result in its aging. The hardening rate of
the bitumen is dependent on the weathering conditions as well as the nature of the
bitumen. There are mainly two aging process happens with bitumen. They are:

Oxidation Process

The process involves the combining of the oxygen from the air with the aromatics and the
resins. The reaction will give asphaltenes. This will increase the polar high molecular
weight fraction in bitumen. This increase will make the viscosity of the bitumen to
increase. The increase of viscosity brings the bitumen to an unstable state. The unstable
state reflects discontinuity on the component materials. The decrease of cohesion due
uncertainty creates crack under stress. The oxidation rate is a detrimental factor in areas
of higher temperature.

2. Loss of Volatiles

Presence of low molecular weighed substances in bitumen facilitated by higher

temperature will cause the loss of volatiles. The rate of loss of volatile for the penetration
grade bitumen is relatively small, once it is laid. The aging of bitumen will cause the
hardening condition. The hardening condition is determined by the low penetration value
or an increase in the penetration index. This also tends to increase the softening point of
the bitumen sample. Such hardening will make the material brittle and cause cracking in
severe conditions. The aging of bitumen can be represented by means of Ageing Index.
Permeability as a Durability Factor of Bituminous Pavements

The extent to which water and the air penetration will happen to the bituminous mixture
is dependent on the permeability of the bituminous pavements. The measurement of
permeability of a bitumen sample can be carried out by a simple test. Into one side of the
bitumen sample, the fluid is penetrated under pressure. The water that is expelled out of
the opposite side of the bitumen sample is measured. The permeating fluid used can be
either air and water. The permeability ranges for three different asphalt mixtures are
given in the table-1.

Permeability, k Permeability
The Voids Type The Mixture
(cm/s) Condition

10-4 or lower Impervious Impermeable Dense

Stone Mastic
10-4 to 10-2 Poor drainage Semi-effective
asphalt

10-4 or higher Good drainage effective Porous asphalt

The factors affecting the permeability of the bituminous pavements are:

1. Quantity of voids

2. The void distribution size

3. The void Continuity
10. Superpave Technology

The Superpave is the acronym for ‘Superior Performing Asphalt Pavements' system. It is
the product of the Strategic Highway Research Program of USA. It gives highway
engineers and contractors the tools they need to design asphalt pavements that will
perform better under extremes of temperature and heavy traffic loads. Superpave
includes a new mixture design and analysis system based on performance characteristics
of the pavement. It is a multi-faceted system with a tried approach to designing asphalt
mixtures based on desired performance. Using the Superpave system, materials and
mixes can be designed to reliably perform under any conditions of load and environment.

Superpave system primarily addresses three pavement distresses

1. Permanent deformation, which results from inadequate shear strength in the asphalt
mix at high pavement temperatures
2. Fatigue cracking, which occurs mainly because of repeated traffic loads at intermediate
pavement
Temperatures.
3. Low temperature cracking, which is generated when an asphalt pavement shrinks and
the tensile stress exceeds the tensile strength at low pavement temperatures

Benefits of Superpave

• Superpave technology offers significant potential for mitigating pavement performance

problems such as extreme temperatures, environmental conditions, traffic impacts of
transit operations, and frequent stopping and turning maneuvers.
• Superpave improves the correlation between material properties and pavement
performance
• It evaluates the binders' abilities in resisting rutting, fatigue and low temperature
cracking based on their rheological properties at the anticipated pavement temperatures.
Technology
• The Superpave system consists of three interrelated elements :
1. Asphalt binder specification
2. Volumetric mixture design and analysis system
3. Mix analysis tests and a performance prediction system that includes computer
software

Asphalt Binder Grading System

The Asphalt binder grading system in Superpave is called the performance grading (PG)
system.
All PG Binders are characterized based upon fundamental engineering parameters.
1. It accounts for the impact of climatic factors on binder characteristics at both the hot
and cold
temperature regimes
2. In addition to climatic conditions, traffic and aging control the performance of the
pavement.

Tests for PG grading

• Direct tension test -– Measures resistance of asphalt to thermal cracking

• Bending beam test-– Measures critical stiffness at which the asphalt becomes brittle and
susceptible to thermal cracking
• Pressurized Aging Vessel (PAV)-– In order to simulate the most severe case, the thermal
cracking analysis is conducted using the asphalt which has gone through the accelerated
aging process using the PAV
• Dynamic shear test-– Used for fatigue and rutting characterisation with shear modulus
parameter (G*)
– For fatigue characterisation, the binder is aged through PAV process
– For rutting characterisation, the binder is aged through Rolling Thin Film Oven test

11. Explain Mix design of PQC for Highways

PQC stands for Pavement Quality Concrete made with larger size aggregates following
IRC specifications and laid over a Dry Lean Concrete(DLC), concrete subbase course. PQC
construction is explicitly used for highway concrete pavements and runway pavements
to take heavy loads.

Excavator, Paver, Motor Grader, End dumpers, Vibro rollers(tyre mounted), Vibro
rollers(smooth wheeled double drums), Concrete Batching Plant, Needle and screed
vibrator etc. are required for PQC construction.

The following list of materials is essential for PQC construction.

 31.5 or 20mm size aggregate

 10m size aggregate
 Crushed Stone dust and sand
 OPC 43 grade
 Admixture
 Water
 Dowel bar of 32mm dia from an approved source
 Tie bar of 12mm dia from an approved source
 Poly Sulphide sealant of approved brand
 Epoxy of approved brand
 Anchorage grouting compound of approved brand
 Curing compound of approved brand
 Separation membrane of specified thickness

PQC Construction Materials – Important Notes:

Cement:
 Up to 20% of fly ash can be blended for PQC construction as a partial
replacement of ordinary portland cement of grade 53 only.
 GGBFS(Ground Granulated Blast Furnace Slag) conforming to IS:12089 shall
not be used in any other grade of cement except 53 grade.
 As per MoRTH, the minimum OPC content for PQC construction shall be 310
kg/cum in case of blending at the site, and Mix design will be done as per
IRC:44.
  In the case of the Portland Pozzolana Cement, fly ash content should be 25% or
less for pavement concrete.
 The cement used having sulphate resistant property and shall conform to
IS:12330.
Chemical Admixtures:
 Admixtures used for PQC construction work shall conform to IS:9103 and
IS:6925.
 The admixture’s solitary function is to improve the workability of the concrete
or extension of setting time without affecting concrete properties concerning
strength, volume change, durability, and no harmful effect on steel bars.
Fibres:
 Steel(IRC SP:46) or polymeric synthetic fibres can be used to reduce the
shrinkage cracking and post-cracking subjected to Designer approval.
 The properties of fibres shall be as per MoRTH Section 600, clause 602.2.3.1.
Aggregate:
 Aggregates used for PQC construction work shall conform to IS:383 and with a
Los Angeles Abrasion value, not more than 35%.
 Permissible deleterious materials content should be as per MoRTH table 600-
2.
 Chloride ion and the Sulphuric anhydride (SO3) content should not exceed
0.06% and 0.25% by weight, respectively.
 For pavement concrete, The maximum size of coarse aggregate shall not exceed
31.5mm.
 We shall not accept the water absorption of more than 2% in pavement
concrete mix.
 The soundness of aggregate shall be tested as per IS:2386 (Part-5), and the loss
shall not be more than 12% if sodium sulphate solution is used or 18% if
magnesium sulphate solution is used.
 The combined Flakiness Elongation index of aggregate should be 35% or less
for PQC construction.
Fine aggregates:
The fine aggregates for PQC construction work may be clean natural sand or crushed
stone dust or a combination of the above conforming to IS:383. It should be free from soft
particles, clay, shale, loam, cemented particles, mica and organic and other foreign matter.
It is essential to investigate the mica content of fine aggregate before mix design and make
suitable allowances for the possible reduction in concrete strength.

Water :
As per IS:456, it should be clean and free from harmful oil, salt, acid, vegetable matter or
other substances.