AASHTO M320 PDF

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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In the Koch survey referred to above, it was found that 40 of the 51 transportation agencies have determined that the quality of asphalt binders has improved as a result of using the new test methods specified in the AASHTO M and MP1a specifications. This parameter is measured after a relatively small number of load cycles and the non-linear behavior or damage is not apparent.

Same combination of tests as the PG Verification with additional test temperatures. 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.

This system was used extensively prior to the development of Superpave.

As more DOTs implement and adopt AASHTO MP1a, the quality of asphalt binders, especially polymer modified binders, will improve further, ultimately improving the safety and quality of asphalt highways.

The Asphalt Institute AI believes the MSCR test and specification are improvements to the current PG system that will allow for better characterization of aashhto high-temperature performance-related properties of asphalt binders.

Refining Superpave asphalt binder characterization

A well-performing road awshto one that provides a safe and comfortable ride over its design life. 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. The terminology would also be changed to move away from increasing the high temperature designation.

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They fall into four categories: One of the new procedures being considered to characterize fatigue cracking performance of asphalt binders is the Linear Amplitude Sweep Aashtk test. In addition to developing a better relationship between high temperature binder properties and rutting, aasshto research has been done to identify an improved binder fatigue test.

Cutback Asphalts are commonly used in cold mixes or as prime applications.

Refining Superpave asphalt binder characterization | Asphalt magazine

Two parameters are obtained from D BBR for use in the specification. The new standards may be used by anyone interested in characterizing the low temperature behavior of asphalt binders.

This shrinkage causes thermal stresses and when these stresses exceed the tensile strength of the mixture, a low temperature crack forms. The conventional compression type grips produce premature failure at the grips below the brittle-ductile temperature and excessive deformations above it. Effective specifications require that standard test methods are available to measure the required physical properties of asphalt binders.

Described below is the need for new standards followed by a brief history of their development. Aastho substantial redesign was needed in each case for use as a specification device. It is designed to be performance related rather than empirical and to be blind to the type of modifier used.

ASTM Standards for Asphalt Binders

It is a relatively fast test, but it has some serious mechanics and calculations backing it up. For neat binders, a Jnr of 4.

Many industry and agency experts have discussed and debated the applicability of the specification for modified binders since it was introduced. The stiffness, S, at second loading time was found to relate to thermal cracking in the field. Cracked pavements require a lot of maintenance and are therefore expensive. Why Are the New Standards Needed? Figure 1 shows an example of thermal cracking in asphalt pavements.

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. Numerous evaluations of the MSCR test have shown that it is able to measure the difference in rutting potential of various modified and unmodified asphalt binders. Scope and Purpose of the New Standards The above BBR and DT test methods have been previously used in one form or another to characterize various materials including asphalt binder.

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Note 2—R 29 provides information for determining the performance grade of an asphalt binder. For these cases, binders with a higher temperature grade would be selected. In particular, the permanent deformation or rutting criteria, the fatigue cracking and the low-temperature cracking aspects of the specification have been reviewed. These were collectively called the Superpave pavement design system. To ensure that the modified binders contain polymer, a number of tests have been introduced as additions to the PG specification.

This article summarizes some of the latest developments in refining the PG asphalt binder system. This property provides an indication of the delayed elastic response of the binder. The asphalt binder is tested at temperatures the pavement is not likely to actually experience. The introduction of the Superpave asphalt binder system was a major step forward in characterizing the behavior of asphalts.

The mass change shall be less than 1.

Asphalt Binder Specification Tests

The constant elongation rate simulates the loading in uniaxial tension during thermal cooling of the pavement. Instead, the stiffness and the slope from the BBR creep data at a single loading time aashho 60 seconds are used as surrogate rheological parameters to control pavement thermal cracking at low temperatures.

Of the low-temperature test methods, the DT was the most challenging to design.