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Penetration grading and viscosity grading are somewhat limited in their ability to fully characterize
asphalt binder for use in HMA pavement. Therefore, as part of the Superpave research effort new
binder tests and specifications were developed to more accurately and fully characterize asphalt
binders for use in HMA pavements. These tests and specifications are specifically designed to
address HMA pavement performance parameters such as rutting, fatigue cracking and thermal
cracking.
Superpave performance grading (PG) is based on the idea that an HMA asphalt binders properties
should be related to the conditions under which it is used. For asphalt binders, this involves expected
climatic conditions as well as aging considerations. Therefore, the PG system uses a common battery
of tests (as the older penetration and viscosity grading systems do) but specifies that a particular
asphalt binder must pass these tests at specific temperatures that are dependant upon the specific
climatic conditions in the area of use. Therefore, a binder used in the Sonoran Desert of
California/Arizona/Mexico would have different properties than one used in the Alaskan tundra. This
concept is not new selection of penetration or viscosity graded asphalt binders follows the same
logic but the relationships between asphalt binder properties and conditions of use are more
complete and more precise with the Superpave PG system. Information on how to select a PG
asphalt binder for a specific condition is contained in Superpave mix design method. Table 1 shows
how the Superpave PG system addresses specific penetration, AC and AR grading system general
limitations.
Performance Grade Nomenclature
Superpave performance grading is reported using two numbers the first being the average seven-
day maximum pavement temperature (qC) and the second being the minimum pavement design
temperature likely to be experienced (qC). Thus, a PG58-22 is intended for use where the average
seven-day maximum pavement temperature is 58qC and the expected minimum pavement
temperature is -22qC. Notice that these numbers are pavement temperatures and not air
temperatures (these pavement temperatures are estimated from air temperatures using an algorithm
contained in the LTPP Bind program). As a general rule-of-thumb, PG binders that differ in the high
and low temperature specification by 90C or more generally require some sort of
modification (Figure 1).
The top several rows (all the rows above the original binder row) are used to designate the desired
PG grade. For instance, if the average 7-day maximum pavement design temperature is greater than
52oC but less than 58oC then you should use the <58 column. The temperatures directly under the
<58 cell are selected based on the minimum pavement design temperature in oC.
No matter what the desired PG binder specification, the same tests are run. The PG specification
(e.g., PG 58-22) just determines the temperature at which the tests are run.
Tests are run on the original binder (no simulated aging), RTFO residue (simulated short-term aging)
and PAV residue (simulated long-term aging) in order to fully characterize the asphalt binder
throughout its life. Notice that often the same test is run on different simulated binder ages. For
instance, the dynamic shear test is run on all three simulated binder ages.
The tests run on the binder are listed in the left-hand column. They are not necessarily listed by their
common names but the applicable AASHTO test procedure is listed. For instance, Flash Point
Temp. T 48, Minimum (oC) means that the flash point is measured according to AASHTO T 48 and
that the value in the adjacent column represents the minimum allowable in degrees Centigrade.
Reliability
Reliability is defined as the percent probability in a single year that the actual temperature (seven-day
high or one-day low) will not exceed the corresponding design temperatures. Note that pavement
temperatures are more extreme than air temperatures.