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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The seller shall provide material handling and storage procedures to the purchaser for such asphalt binder grade certified. 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.

Fundamental relationships are then obtained between the binder and the hot-mix asphalt and provide an input to pavement performance models. These evaluations were performed on several types of mixes using a number of evaluation means, including loaded wheel test devices, accelerated load testers and actual pavement sites.

The BBR standard test method is specific in its design as a test to obtain creep properties at a second loading time.

ASTM Standards for Asphalt Binders

Thermal or low temperature cracking of the road aqshto leads to poor performance due to the loss of structural integrity and, ultimately, premature deterioration of the entire pavement section. The asphalt binder shall be at least The Asphalt Institute AI believes the MSCR test and specification are improvements to the current PG system that will allow for better characterization of the high-temperature performance-related properties of asphalt binders.

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. In the United States, the new standards are aasgto in federal, state, city and local government laboratories involved in construction and maintenance of asphalt pavements.

A majority of the roads pavements in the United States and around the world are constructed using a composite mixture of asphalt binder and aggregates blended to meet preset design requirements. The m-value requirement must be satisfied in both cases.

This practice requires data input from both D and D to determine T cr.

Then the data is exported to a spreadsheet and the viscoelastic continuum damage VECD approach is used to calculate the fatigue resistance of the binder the serious mechanics and calculation part. All of the included tests are performed at one temperature.


For example, an air bearing had to be used because metal bearings used in the previous design had introduced errors. 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 xashto to performance. In particular, the permanent deformation or rutting criteria, the aasjto cracking and the low-temperature cracking aspects of the specification have been reviewed.

Many DOTs have noticed a lower to almost negligible incidence of thermal cracking since the implementation and use of the new test methods. This calculation m3200 uses as input the stiffness values from D BBR at six loading times and mean failure strength from D DT. Although Superpave was a significant improvement over earlier approaches, one of the concerns was that it was based primarily on unmodified asphalts. This parameter is measured after a relatively small number of load cycles and the non-linear behavior or damage is not apparent.

To prevent thermal cracking, the S value was limited to a maximum of MPa. This assumption is not accurate because all binders do not have the same temperature susceptibility. Resistance to thermal cracking is primarily provided by the asphalt binder.

The stiffness, S, at second loading time aashtp found to relate to thermal cracking in the field. Request more information about any of the Asphalt Institute Laboratory services.

Depending on the type, several combinations of tests can be m3220 to verify adherence to specification. Impact on Safety and Quality of Roadways As test methods aashyo 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.

Asphalt Binder Specification Tests – Asphalt InstituteAsphalt Institute

The mass change shall be less than 1. Emulsions can also be cationic and anionic. Emulsified Asphalts are typically used as surface treatments and tack coats. This article summarizes some of j320 latest developments in refining the PG asphalt binder system. With the refinements underway, the PG system is continuing to be improved.

Modifiers may be any organic material of aaahto manufacture that is used in virgin or recycled condition and that is dissolved, dispersed or reacted in asphalt binder to enhance its performance.

Table 2 incorporates PP42 for determining the critical low cracking temperature using a combination of T and T test procedures.

An important phenomenon called physical hardening of asphalt binders during prolonged exposure to low temperatures was discovered during the refinement efforts. To ensure that the modified binders contain polymer, a number of tests have been introduced as additions to the PG specification.


Direct tension data is incorporated with that of the BBR to determine compliance with critical cracking requirements. A classification assigns the performance grade and gives precise determinations of failure points critical temperatures.

If the creep stiffness is below MPa, the direct tension test is not required. 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. Like the high and intermediate temperature properties, cold temperature characterization is being refined to address limitations that have been identified in the existing procedures. Same combination of tests as the PG verification with MP1a analysis with the addition of additional test temperatures.

Asphalt binder grades may be selected by following the procedures described in M and R The low-temperature performance, however, is a function of a combination of rheological characteristics as well as fracture properties of the binder. This article describes the development of three new ASTM standards used to determine low temperature properties of asphalt binders. A well-performing road is one that provides a safe and comfortable ride over its design life.

By Dwight Walker, P. The impact of these standards on the quality and safety of the highway pavements is also reported. Sang-Soo Kim, simulates thermal cracking and allows the determination of a cracking temperature.

Refining Superpave asphalt binder characterization

aashtl Why Are the New Standards Needed? 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. In addition asahto developing a better relationship between high temperature binder properties and rutting, considerable research has been done to identify an improved binder fatigue test.

Low temperature rheological and failure characteristics of asphalt binders may be obtained using D DT test method at other test conditions such as different strain rates, stress control tests and low temperature fatigue. For neat binders, a Jnr of 4.