One of the principal results from the Strategic Highway Research Program (SHRP) was the

Superpave mix design method. The Superpave mix design method was designed to replace
the Hveem and Marshall methods. The volumetric analysis common to the Hveem and
Marshall methods provides the basis for the Superpave mix design method. The Superpave
system ties asphalt binder and aggregate selection into the mix design process, and considers
traffic and climate as well. The compaction devices from the Hveem and Marshall procedures
have been replaced by a gyratory compactor and the compaction effort in mix design is tied
to expected traffic.

This section consists of a brief history of the Superpave mix design method followed by a
general outline of the actual method. This outline emphasizes general concepts and rationale
over specific procedures. Typical procedures are available in the following documents:

Roberts, F.L.; Kandhal, P.S.; Brown, E.R.; Lee, D.Y. and Kennedy, T.W. (1996[1]). Hot
Mix Asphalt Materials, Mixture Design, and Construction. National Asphalt Pavement
Association Education Foundation. Lanham, MD.

Asphalt Institute. (2001[2]). Superpave Mix Design. Superpave Series No. 2 (SP-02).
Asphalt Institute. Lexington, KY.

American Association of State Highway and Transportation Officials (AASHTO).

(2000[3] and 2001[4]). AASHTO Provisional Standards. American Association of State
Highway and Transportation Officials. Washington, D.C.

http://soulmatestars.com

Superpave History
Under the Strategic Highway Research Program (SHRP), an initiative was undertaken to
improve materials selection and mixture design by developing:

1. A new mix design method that accounts for traffic loading and environmental
conditions.

2. A new method of asphalt binder evaluation.

3. New methods of mixture analysis.

When SHRP was completed in 1993 it introduced these three developments and called them
the Superior Performing Asphalt Pavement System (Superpave). Although the new methods
of mixture performance testing have not yet been established, the mix design method is well-
established.

Superpave Procedure
The Superpave mix design method consists of 7 basic steps:
 1. Aggregate selection.

2. Asphalt binder selection.

3. Sample preparation (including compaction).

4. Performance Tests.

5. Density and voids calculations.

6. Optimum asphalt binder content selection.

7. Moisture susceptibility evaluation.

Aggregate Selection

Superpave specifies aggregate in two ways. First, it places restrictions on aggregate

gradation by means of broad control points. Second, it places consensus requirements on
coarse and fine aggregate angularity, flat and elongated particles, and clay content. Other
aggregate criteria, which the Asphalt Institute (2001[2]) calls source properties (because they
are considered to be source specific) such as L.A. abrasion, soundness and water absorption
are used in Superpave but since they were not modified by Superpave they are not discussed
here.

Gradation and Size

Aggregate gradation influences such key HMA parameters as (read about these parameters
here) stiffness, stability, durability, permeability, workability, fatigue resistance, frictional
resistance and resistance to moisture damage (Roberts et al., 1996[1]). Additionally, the
maximum aggregate size can be influential in compaction and lift thickness determination.

Gradation Specifications

Superpave mix design specifies aggregate gradation control points, through which aggregate
gradations must pass. These control points are very general and are a starting point for a job
mix formula.

Aggregate Blending

It is rare to obtain a desired aggregate gradation from a single aggregate stockpile. Therefore,
Superpave mix designs usually draw upon several different aggregate stockpiles and blend
them together in a ratio that will produce an acceptable final blended gradation. It is quite
common to find a Superpave mix design that uses 3 or 4 different aggregate stockpiles
(Figure 1).
Figure 1. Screen shot from HMA View showing a typical aggregate blend from 4 stockpiles.

Typically, several aggregate blends are evaluated prior to performing a complete mix design.
Evaluations are done by preparing an HMA sample of each blend at the estimated optimum
asphalt binder content then compacting it. Results from this evaluation can show whether or
not a particular blend will meet minimum VMA requirements and Ninitial or Nmax requirements.

Dust- to-Binder Ratio

In order to ensure the proper amount of material passing the 0.075 mm (No. 200) sieve
(called silt-clay by AASHTO definition and dust by Superpave) in the mix, Superpave
specifies a range of dust-to-binder ratio by mass. The equation is:

Dust-to-binder ratio specifications are normally 0.6 1.2, but a ratio of up to 1.6 may be used
at an agencys discretion (AASHTO, 2001)[4].

Consensus Requirements
Consensus requirements came about because SHRP did not specifically address aggregate
properties and it was thought that there needed to be some guidance associated with the
Superpave mix design method. Therefore, an expert group was convened and they arrived at
a consensus on several aggregate property requirements the consensus requirements.
This group recommended minimum angularity, flat or elongated particle and clay content
requirements based on:

The anticipated traffic loading. Desired aggregate properties are different depending
upon the amount of traffic loading. Traffic loading numbers are based on the
anticipated traffic level on the design lane over a 20-year period regardless of
actual roadway design life (AASHTO, 2000b[5]).

Depth below the surface. Desired aggregate properties vary depending upon their
intended use as it relates to depth below the pavement surface.

These requirements are imposed on the final aggregate blend and not the individual
aggregate sources.

Coarse Aggregate Angularity

Coarse aggregate angularity is important to mix design because smooth, rounded aggregate
particles do not interlock with one another nearly as well as angular particles. This lack of
interlock makes the resultant HMA more susceptible to rutting. Coarse aggregate angularity
can be determined by any number of test procedures that are designed to determine the
percentage of fractured faces. Table 1 lists Superpave requirements.

Table 1. Coarse Aggregate Angularity Requirements (from AASHTO, 2000b[5])

20-yr Traffic Loading Depth from Surface
(in millions of ESALs) 100 mm (4 inches) > 100 mm (4 inches)
< 0.3 55/- -/-
0.3 to < 3 75/- 50/-
3 to < 10 85/80 60/-
10 to < 30 95/90 80/75
30 100/100 100/100
Note: The first number is a minimum requirement for one or more fractured faces and the
second number is a minimum requirement for two or more fractured faces.

Fine Aggregate Angularity

Fine aggregate angularity is important to mix design for the same reasons as coarse aggregate
angularity rut prevention. Fine aggregate angularity is quantified by an indirect method
often called the National Aggregate Association (NAA) flow test. This test consists of
pouring the fine aggregate into the top end of a cylinder and determining the amount of
voids. The more voids, the more angular the aggregate. Voids are determined by the
following equation:
Table 2 shows the Superpave recommended fine aggregate angularity.

Table 2. Fine Aggregate Angularity Requirements (from AASHTO, 2000b[5])

20-yr Traffic Loading Depth from Surface
(in millions of ESALs) 100 mm (4 inches) > 100 mm (4 inches)
< 0.3
0.3 to < 3 40
3 to < 10 40
10 to < 30 45
30 45
Numbers shown represent the minimum uncompacted void content as a percentage of the
total sample volume.

The standard test for fine aggregate angularity is:

AASHTO T 304: Uncompacted Void Content of Fine Aggregate

Flat or Elongated Particles

An excessive amount of flat or elongated aggregate particles can be detrimental to HMA.

Flat/elongated particles tend to breakdown during compaction (giving a different gradation
than determined in mix design), decrease workability, and lie flat after compaction (resulting
in a mixture with low VMA) (Roberts et al., 1996[1]). Flat or elongated particles are typically
identified using ASTM D 4791, Flat or Elongated Particles in Coarse Aggregate. Table 3
shows the Superpave recommended flat or elongated particle requirements.

Table 3. Flat or Elongated Particle Requirements (from AASHTO, 2000b[5])

Maximum Percentage
20-yr Traffic Loading
of Particles with
(in millions of ESALs)
h/Thickness > 5
< 0.3
0.3 to < 3
3 to < 10
10
10 to < 30
30
Clay Content

The sand equivalent test measures the amount of clay content in an aggregate sample. If clay
content is too high, clay could preferentially adhere to the aggregate over the asphalt binder.
This leads to a poor aggregate-asphalt binder bonding and possible stripping. To prevent
excessive clay content, Superpave uses the sand equivalent test requirements of Table 4.

Table 4. Sand Equivalent Requirements (from AASHTO, 2000b[5])

20-yr Traffic Loading
Minimum Sand Equivalent (%)
(in millions of ESALs)
< 0.3
40
0.3 to < 3
3 to < 10
45
10 to < 30
30 50

Asphalt Binder Evaluation

Superpave uses its own asphalt binder selection process, which is, of course, tied to the
Superpave asphalt binder performance grading (PG) system and its associated specifications.
Superpave PG asphalt binders are selected based on the expected pavement temperature
extremes in the area of their intended use. Superpave software (or a stand-alone program
such as LTPPBind) is used to calculate these extremes and select the appropriate PG asphalt
binder using one of the following three alternate methods (Roberts et al., 1996[1]):

1. Pavement temperature. The designer inputs the design pavement temperatures

directly.

2. Air temperature. The designer inputs the local air temperatures, then the software
converts them to pavement temperatures.

3. Geographic area. The designer simply inputs the project location (i.e. state, county
and city). From this, the software retrieves climate conditions from a weather
database and then converts air temperatures into pavement temperatures.

Once the design pavement temperatures are determined they can be matched to an
appropriate PG asphalt binder.

Design Pavement Temperature

The Superpave mix design method determines both a high and a low design pavement
temperature. These temperatures are determined as follows:

High pavement temperature based on the 7-day average high air temperature of the
surrounding area.

Low pavement temperature based on the 1-day low air temperature of the
surrounding area.
Using these temperatures as a starting point, Superpave then applies a reliability concept to
determine the appropriate PG asphalt binder. PG asphalt binders are specified in 6C
increments.

Design Pavement Temperature Adjustments

Design pavement temperature calculations are based on HMA pavements subjected to fast
moving traffic (Roberts et al., 1996[1]). Specifically, the Dynamic Shear Rheometer (DSR)
test is conducted at a rate of 10 radians per second, which corresponds to a traffic speed of
about 90 km/hr (55 mph) (Roberts et al., 1996[1]). Pavements subject to significantly slower
(or stopped) traffic such as intersections, toll booth lines and bus stops should contain a stiffer
asphalt binder than that which would be used for fast-moving traffic. Superpave allows the
high temperature grade to be increased by one grade for slow transient loads and by two
grades for stationary loads. Additionally, the high temperature grade should be increased by
one grade for anticipated 20-year loading in excess of 30 million ESALs. For pavements
with multiple conditions that require grade increases only the largest grade increase should be
used. Therefore, for a pavement intended to experience slow loads (a potential one grade
increase) and greater than 30 million ESALs (a potential one grade increase), the asphalt
binder high temperature grade should be increased by only one grade. Table 5 shows two
examples of design high temperature adjustments often called binder bumping.

Table 5. Examples of Design Pavement Temperature Adjustments for Slow and Stationary
Loads
Grade for Slow Transient Grade for 20-yr ESALs
Original Grade Loads Stationary Loads > 30 million
(increase 1 grade) (increase 2 grades) (increase 1 grade)
PG 58-22 PG 64-22 PG 70-22 PG 64-22
PG 70-22* PG 76-22 PG 82-22 PG 76-22
*the highest possible pavement temperature in North America is about 70C but two more
high temperature grades were necessary to accommodate transient and stationary loads.

Sample Preparation

The Superpave method, like other mix design methods, creates several trial aggregate-asphalt
binder blends, each with a different asphalt binder content. Then, by evaluating each trial
blends performance, an optimum asphalt binder content can be selected. In order for this
concept to work, the trial blends must contain a range of asphalt contents both above and
below the optimum asphalt content. Therefore, the first step in sample preparation is to
estimate an optimum asphalt content. Trial blend asphalt contents are then determined from
this estimate.

The Superpave gyratory compactor (Figure 2) was developed to improve mix designs ability
to simulate actual field compaction particle orientation with laboratory equipment (Roberts,
1996[1]).

Each sample is heated to the anticipated mixing temperature, aged for a short time (up to 4
hours) and compacted with the gyratory compactor, a device that applies pressure to a sample
through a hydraulically or mechanically operated load. Mixing and compaction temperatures
are chosen according to asphalt binder properties so that compaction occurs at the same
viscosity level for different mixes. Key parameters of the gyratory compactor are:

Sample size = 150 mm (6-inch) diameter cylinder approximately 115 mm (4.5 inches)
in height (corrections can be made for different sample heights). Note that this sample
size is larger than those used for the Hveem and Marshall methods (Figure 3).

Load = Flat and circular with a diameter of 149.5 mm (5.89 inches) corresponding to
an area of 175.5 cm2 (27.24 in2)

Compaction pressure = Typically 600 kPa (87 psi)

Number of blows = varies

Simulation method = The load is applied to the sample top and covers almost the
entire sample top area. The sample is inclined at 1.25 and rotates at 30 revolutions
per minute as the load is continuously applied. This helps achieve a sample particle
orientation that is somewhat like that achieved in the field after roller compaction.

Figure 2. Gyratory compactor.

Figure 3. Superpave gyratory compactor sample (left) vs. Hveem/Marshall compactor sample
(right).

The Superpave gyratory compactor establishes three different gyration numbers:

1. Ninitial. The number of gyrations used as a measure of mixture compactability during

construction. Mixes that compact too quickly (air voids at Ninitial are too low) may be
tender during construction and unstable when subjected to traffic. Often, this is a good
indication of aggregate quality HMA with excess natural sand will frequently fail
the Ninitial requirement. A mixture designed for greater than or equal to 3 million
ESALs with 4 percent air voids at Ndesign should have at least 11 percent air voids at
Ninitial.

2. Ndesign. This is the design number of gyrations required to produce a sample with the
same density as that expected in the field after the indicated amount of traffic. A mix
with 4 percent air voids at Ndesign is desired in mix design.

3. Nmax. The number of gyrations required to produce a laboratory density that should
never be exceeded in the field. If the air voids at Nmax are too low, then the field
mixture may compact too much under traffic resulting in excessively low air voids
and potential rutting. The air void content at Nmax should never be below 2 percent air
voids.

Typically, samples are compacted to Ndesign to establish the optimum asphalt binder content
and then additional samples are compacted to Nmax as a check. Previously, samples were
compacted to Nmax and then Ninitial and Ndesign were back calculated. Table 6 lists the specified
number of gyrations for Ninitial, Ndesign and Nmax while Table 7 shows the required densities as a
percentage of theoretical maximum density (TMD) for Ninitial, Ndesign and Nmax. Note that
traffic loading numbers are based on the anticipated traffic level on the design lane over
a 20-year period regardless of actual roadway design life (AASHTO, 2001[4]).

Table 6. Number of Gyrations for Ninitial, Ndesign and Nmax (from AASHTO, 2001[4])
20-yr Traffic Loading Number of Gyrations
(in millions of ESALs) Ninitial Ndesign Nmax
< 0.3 6 50 75
0.3 to < 3 7 75 115
3 to < 10* 8 (7) 100 (75) 160 (115)
10 to < 30 8 100 160
30 9 125 205
* When the estimated 20-year design traffic loading is between 3 and < 10
million ESALs, the agency may, at its discretion, specify
Ninitial = 7, Ndesign = 75 and Nmax = 115.

Table 7. Required Densities for Ninitial, Ndesign and Nmax (from AASHTO, 2001[4])
20-yr Traffic Loading Required Density (as a percentage of TMD)
(in millions of ESALs) Ninitial Ndesign Nmax
< 0.3 91.5
0.3 to < 3 90.5
3 to < 10 96.0 98.0
10 to < 30 89.0
30

The standard gyratory compactor sample preparation procedure is:

AASHTO TP4: Preparing and Determining the Density of Hot-Mix Asphalt (HMA)
Specimens by Means of the Superpave Gyratory Compactor

Performance Tests

The original intent of the Superpave mix design method was to subject the various trial mix
designs to a battery of performance tests akin to what the Hveem method does with the
stabilometer and cohesiometer, or the Marshall method does with the stability and flow test.
Currently, these performance tests, which constitute the mixture analysis portion of
Superpave, are still under development and review and have not yet been implemented. The
most likely performance test, called the Simple Performance Test (SPT) is a Confined
Dynamic Modulus Test.

Density and Voids Analysis

All mix design methods use density and voids to determine basic HMA physical
characteristics. Two different measures of densities are typically taken:

1. Bulk specific gravity (Gmb).

2. Theoretical maximum specific gravity (TMD, Gmm).

These densities are then used to calculate the volumetric parameters of the HMA. Measured
void expressions are usually:

Air voids (Va), sometimes expressed as voids in the total mix (VTM)
 Voids in the mineral aggregate (VMA)

Voids filled with asphalt (VFA)

Generally, these values must meet local or State criteria.

VMA and VFA must meet the values specified in Table 8. Note that traffic loading
numbers are based on the anticipated traffic level on the design lane over a 20-year
period regardless of actual roadway design life (AASHTO, 2000b[5]).

Table 8. Minimum VMA Requirements and VFA Range Requirements (from AASHTO,
2001[4])
VFA Range
20-yr Traffic Minimum VMA (percent)
(percent)
Loading
(in millions of 9.5 mm 12.5 mm 19.0 mm 25.0 37.5 mm
ESALs) (0.375 (0.5 (0.75 mm (1.5
inch) inch) inch) (1 inch) inch)
< 0.3 70 80
0.3 to < 3 65 78
3 to < 10 15.0 14.0 13.0 12.0 11.0
10 to < 30 65 75
30

Selection of Optimum Asphalt Binder Content

The optimum asphalt binder content is selected as that asphalt binder content that results in 4
percent air voids at Ndesign. This asphalt content then must meet several other requirements:

1. Air voids at Ninitial > 11 percent (for design ESALs 3 million). See Table 5 for
specifics.

2. Air voids at Nmax > 2 percent. See Table 5 for specifics.

3. VMA above the minimum listed in Table 2.

4. VFA within the range listed in Table 2.

If requirements 1,2 or 3 are not met the mixture needs to be redesigned. If requirement 4 is
not met but close, then asphalt binder content can be slightly adjusted such that the air void
content remains near 4 percent but VFA is within limits. This is because VFA is a somewhat
redundant term since it is a function of air voids and VMA (Roberts et al., 1996[1]). The
process is illustrated in Figure 4 (numbers are chosen based on 20-year traffic loading of 3
million ESALs).
 Figure 4. Selection of optimum asphalt binder content example: 4 basic steps.

Moisture Susceptibility Evaluation

Moisture susceptibility testing is the only performance testing incorporated in the Superpave
mix design procedure as of early 2002. The modified Lottman test is used for this purpose.

The typical moisture susceptibility test is:

AASHTO T 283: Resistance of Compacted Bituminous Mixture to Moisture-Induced

Damage.

Surveys
Superpave Dust to Binder Ratio Survey

Questions
AASHTO M 323 (Superpave Volumetric Mix Design) allows an agency to modify the
required dust to binder ratio from 0.6-1.2 to 0.8-1.6 if the aggregate gradation passes beneath
the PCS Control Point. Does your agency allow (or require) a dust to binder ratio of 0.8
1.6? If so, when is this allowed/required?

Results

Superpave Dust to Binder Ratio Survey by NJDOT

Footnotes ( returns to text)

1. Hot Mix Asphalt Materials, Mixture Design, and Construction. National Asphalt
Pavement Association Education Foundation. Lanham, MD.

2. HMA Construction. Manual Series No. 22 (MS-22). Asphalt Institute. Lexington,

KY.

3. American Association of State Highway and Transportation Officials (AASHTO).

(2000b). AASHTO Provisional Standards, April 2000 Interim Edition. American
Association of State Highway and Transportation Officials. Washington, D.C.

4. AASHTO Provisional Standards, April 2001 Interim Edition. American Association

of State Highway and Transportation Officials. Washington, D.C.

5. AASHTO Provisional Standards, April 2000 Interim Edition. American Association

of State Highway and Transportation Officials. Washington, D.C.

6. www.preparationias.in/books_cor
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matter how ugly that person acts.
#Libras tend to have sharp minds and even sharper tongues (when angry or upset).

Libras are always on the cutting edge of what the rest of us think is absolute pretentious
bulls**t.

#Libra tries to see the good in everyone no matter how ugly that person acts.

#Libra's aren't heartless, they just get tired of doing shit and caring for ungrateful
people.

#Libra people are too direct and others just can't take it. Better to be direct than two
faced.

#Libras always start off loving and caring, somewhere along the way they begin
reflecting the energy they're receiving.
People value a #Libra's opinion, we're the zodiac's judges; unbiased, understanding, fair,
reasonable & rational. #Libra are actually really nice, until you annoy them.

When surrounded by positive energies a #Libra's mind soars to new heights of thinking.

#Libra Lies - Im fine, Ill call you back, Im on my way, I never got that text, I promise I
won't laugh.

#Libra smile like nothing is wrong, talk like everything is perfect, act like it's all a dream,
and pretend like it's not hurting them.

#Libra will always treat you like a priority until you treat them like an option.

No matter how badly people treat #Libra, they never drop down to their level.
#Libra change for two reasons. Either they have learn enough that they want to change
or they have been hurt enough to have to.

#Libra: You have such a good heart that even when someone screws you over
you will still be there for them.
#Libra are often disappointed in people. Not everyone is as honest as they are.
A #Libra could be going through hell but somehow will still find a way to make
you a priority.
Existential Crisis: How A Libra Mind Sets You Apart From Other Signs

These Libras are very honest and candid. Those more easily offended probably wont be impressed by how
these particular Libras conduct themselves. They often say exactly what they think, no sugarcoating. These
Libras often only exist once they have finally learnt not to care about what people think all the time, only caring
what those close to them think. Alternately, they may be considered very high up that they feel like they can
say whatever they want.
These people are still very much Libra though. Though they are very critical and cutting, they rarely do it for
the sake of it. They probably wont even tell you their hurtful opinion unless they think you asked for it. They
try their best to be fair. Giving compliments and words of kindness whenever they think its due. They are still
often quite respectful. Many seem to think that these Libras are very inflexible and stubborn because they so
willingly share their opinionated thoughts. That couldnt be further from the truth. If you confront them, they
will listen and consider what you have to say. They arent afraid to be corrected. They can certainly take what
they dish out. After all, its only fair.
#LIBRA Loves to be silent, alone with his thoughts , idealizing and living
the perfect image of how things should be
#Libra: They are the most wonderful, willing and selfless lovers.
#Libra People do not know how to lie if he lied definitely looked nervous
and apologetic
#Libra will always put you first, until you decide to hurt them.
#Libra observes everything very closely before making any decisions.
Just remember anyone before #Libra was a mistake and anyone after #Libra is
a downgrade.
#Libra is the first to say Sorry to end a fight even if they did nothing wrong.
#Libra day starts backwards... they wake up tired and they go to bed wide
awake.
Although #Libra can be blunt and sarcastic at times, they never deliberately
mean to hurt or insult anyone. Everyone thinks #Libra friends are bad influences
on them but honestly, i'm usually the one coming up with those freaking ideas.
The last thing #Libra will ever do is to allow others to bring them down.
#Libra silence is the best answer for all questions and their smile is the best
reaction in all situations.
#Libra have google in brain, youtube in eyes, facebook in breath, instagram in
hand, anti-virus in heart, and twitter on lips.
When #Libra cry, it's not just over one thing. It's built up anger and emotions
that they've been holding in for too long.
#Libra are very sensitive. The littlest sign that someone may hate them will
bring them to tears.
#Libra is that one sign that everyone underestimates but usually has more
strength and are capable of being an awesome leader.
Your #Libra lover is the most passionate, the most comforting and the easiest to
get along with sign of the Zodiac
In every seemingly evil #Libra, there is a pure and kind part that has yet to be
revealed.
Don't wake a #Libra from sleep. You'll witness temper tantrum you've never
seen.
Don't be on the bad side of a #Libra. You'll get tortured by their witty yet
sarcastic comments that you can't retaliate.
#Libra are mature enough to forgive you but not dumb enough to trust you
again.
#Libra can shift from their calm disposition to flying with fists of fury within
seconds if theyre confronted with conflict or criticism.

#Libras are smarter than they show, and wiser than you know. #Librthatsme.

#Libra secretly believe that nobody can truly understand them.

"Let no one ever come to you without leaving better & happier "