September/October
2002
Superpave
Comes of Age
by
Cathy Frye
SUPERPAVE®
named for a system of components that work together to provide a
SUperior PERforming asphalt PAVEment is the hot ticket these days
across the United States. The use of Superpave has grown steadily.
In 1999, no fewer than 2,515 projects used 73 million metric tons
of Superpave designed hot-mix asphalt (HMA). This figure rose to
3,166 projects by 2000, and the upward trend continued in 2001 with
3,846 projects slated for construction.
Market
share climbed to 47 percent of total projects and 53 percent of total
tonnage in 2000, an appreciable increase from 32 and 45 percent respectively
in 1999.
In its
2000-2001 National Implementation Report, the Transportation Research
Board's (TRB) Superpave Committee reported that "most States"
are implementing the new system, adding that "Superpave has become
the hot-mix asphalt design method of choice."
Photo
by: Tom Harman, FHWA
|
Paver
laying down new test section of polymer-modified Superpave mix
for the FHWA Accelerated Load Facility (ALF).
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What
Is Superpave?
Superpave
gives highway engineers and contractors the tool they need to design
and construct asphalt pavements that perform better and last longer
under extremes of temperature and a wide range of traffic loads. The
researchers seek to improve the performance of flexible pavements
through a greater understanding of the fundamental chemical and physical
properties of asphalt binders and mixes.
Superpave
research has resulted in performance-based tests, equipment, and procedures
for both binders and mixes. The procedures and evaluation methods
encompassed under Superpave assess binder and mix performances in
terms of the most common causes of pavement failure: pavement deformation
(rutting), fatigue (structural) cracking, and low-temperature (thermal)
cracking. Superpave also considers the detrimental effects of age
hardening and moisture damage on these distresses. By applying Superpave
principles, engineers and designers can customize the binder and mixture
to make the most appropriate mix for a particular pavement's environmental
and traffic conditions.
Many
variables determine the appropriate pavement for a particular location.
One size certainly does not fit all. A pavement that wears well and
lasts beyond its expected life on a rarely traveled highway in the
Nevada desert could crack and rut within months of use in much colder
Minnesota on a busy metropolitan road that carries a heavy daily volume
of stop-and-go traffic. Even within the same geographic area under
similar climatic conditions, the type of traffic, including trucks,
can make a major difference.
Superpave
enables the hot-mix asphalt designer to customize the pavement components
to create a pavement that provides optimal durability and longevity.
This customization, in turn, cuts costs by reducing repairs and the
need for early replacement. "The idea is to get in, get out,
stay out," says Rick Dunn, research and technology engineer
in the Federal Highway Administration's (FHWA) New York Division,
quoting the FHWA motto. Extended service-life and less maintenance
provide a host of other benefits, including fewer road closures and
traffic delays.
Superpave:
A Complex System of Choices
Pavements
sound like simple products when looking at their key ingredients:
a binder mixed with stones and a bit of air. Nowhere nearly
as simple as it sounds, combining pavement components to create
a reliable product is a complex science in which even slight
variations can result in pavements that perform quite differently
from each other.
When
using the Superpave system, for example, binders are graded
according to their laboratory performance. To select an appropriate
binder grade, the designer first must determine the pavement
temperature range for a specific project and the corresponding
design pavement temperatures. The designer also must consider
the traffic volume and typical traffic speeds at the project
site. The type of aggregate used plays an important role as
well. Aggregates make up roughly 95 percent of the mixture by
weight, and hot-mix asphalt performance is tied to the quality
and characteristics of the aggregates used. Properties that
are considered most important in pavement performance are coarse
aggregate angularity, fine aggregate angularity, flat and elongated
particles, and clay content.
Angular
coarse and fine aggregates are recognized as having the greatest
shear resistance and, therefore, provide a high resistance to
rutting. Superpave has minimum requirements for angularity that
depend on traffic level and whether the mix will be in the top
or bottom portion of the pavement. However, high angularities
produce hot-mix asphalt mixtures with the highest voids in the
aggregate. Voids—or air pockets that are filled by binder
when designing a mixture—are regulated under the Superpave
system so that excessively high binder content is not used.
Current Superpave standards allow no more than 10 percent of
coarse aggregate particles to be flat and elongated because
excessive numbers of flat, slivered particles have a tendency
to create slippage planes and reduce the ability of the aggregate
to interlock in the mix. Clay content also is regulated under
Superpave standards because it can make the mixture moisture-sensitive.
All
of these variables—and more—go into designing an appropriate
pavement.
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Photo
by: Tom Harman, FHWA
|
Superpave
mixture is loaded into a paving machine in preparation for placement
and roller compaction.
|
"Superpave
means construction and material savings, as well as economic benefits
to highway users," Dunn says. "Just think of the trucking
industry and traveling public who otherwise may be delayed, sitting
in traffic backed up due to pavement construction operations."
Minimizing
construction and maintenance delays saves travelers time and aggravation,
makes transportation more profitable for commercial haulers for whom
time is money, and also decreases the potential pollution from idling
engines. Other beneficiaries of Superpave's continued success are
manufacturers of supporting equipment and products.
Photo
by: Tom Harman, FHWA
|
Superpave
is placed during an asphalt paving operation.
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Building
on National Research
Superpave
was one of seven core technology areas originally identified for implementation
under the Strategic Highway Research Program (SHRP), a 5-year research
effort established by Congress in 1987. Through a provision in the
Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA),
Congress provided more than $100 million through 1998 to support the
development of SHRP products, with approximately $40 million going
to Superpave.
Superpave
at the National Level
Located
at the FHWA Offices of Pavement Technology in Washington, DC,
and Infrastructure Research and Development at the Turner-Fairbank
Highway Research Center in McLean, VA, the national experts
on Superpave provide assistance to the States in a variety of
ways. "We've worked with States to put together implementation
strategies," says Tom Harman, asphalt pavement team leader,
"to help them establish training programs, and with research
and development."
As
asphalt pavement technology continues to evolve, new solutions
are emerging. "We're refining and redeveloping equipment
and specifications," says Harman, citing a handful of past
and current activities, including the refinements to the Pressure
Aging Vessel (used to age asphalt binders in the laboratory)
and the Direct Tension Test (used to assess low-temperature
properties of the asphalt binder).
Another
innovation, the Dynamic Angle Validation (DAV) Kit, is designed
to ensure uniformity between gyratory compactors. Measurable
differences in the bulk specific gravities of field specimens
have been traced to differences between individual compactors,
and this can mean the difference between passing and failing
test results. DAV measures the angle of gyration inside any
individual compactor and the data provided is then used for
more accurate calibration. The AASHTO Subcommittee on Materials
is considering adoption of DAV as part of the standards associated
with Superpave.
Photo
by: Tom Harman, FHWA |
These
machines are Superpave gyratory compactors. |
Also
coming soon are 12 new pavement test lanes at Turner-Fairbank.
The test lanes will include five polymer-modified binders, one
fiber-modified binder, one air-blown asphalt, and one "neat"
or unmodified binder. Four of the eight mixtures will be placed
at two thicknesses. The research will be used to validate proposed
changes to the Superpave binder specification and will provide
additional validation data for assessment of the proposed simple
performance test and 2002 Pavement Design Guide models. "The
main product of this research will be an enhanced binder specification
that
fully addresses the benefits of polymer-modified binders,"
says Harman. (See Along the Road
for more information.)
Photo
by: Tom Harman, FHWA |
This
scene shows the National Center for Asphalt Technology
(NCAT) Test Track.
|
|
In 1998,
when funding was endangered, representatives of FHWA, the American
Association of State Highway and Transportation Officials (AASHTO),
the National Research Council, and several State departments of transportation
worked to obtain additional money from sources such as TRB's National
Cooperative Highway Research Program (NCHRP). According to NCHRP's
Web site, the program's involvement continues today with tasks such
as the "development and validation of an advanced material characterization
model, creation of the associated calibration and testing procedures
for hot-mix asphalt, and the pursuit of a simple Superpave performance
test."
As a
result of these and other efforts of the "Saving Superpave Team,"
about $2.5 million in additional funds were obtained for critical
Superpave projects. Most of the laboratory equipment was purchased
using pooled fund money so that one procurement could be used to purchase
each piece of equipment. This eliminated the need for each State to
procure the equipment on its own and ensured that the equipment for
all States met the most up-to-date specifications.
Photo
by: Tom Harman, FHWA
|
Kevin
Stuart of FHWA and Dr. Walaa Mogawer of the University of Massachusetts
Dartmouth during reconstruction of FHWA's Accelerated Loading
Facility (ALF).
|
Under
the 1991 Surface Transportation Act, Congress charged FHWA with leading
the implementation. The
development of Superpave has been a dynamic process in which laboratory
science, the test environment at WesTrack (a pavement testing facility
in Nevada), and practical on-road experience all provided invaluable
information. The development of better equipment and specifications
has continued through national expert working groups (ETGs) and by
training given by FHWA and other organizations.
Superpave
has benefited from the strong leadership of participating managers
and the technical expertise of ETGs. They coordinated the work of
the large and varied group of stakeholders across the Nation to minimize
duplication of effort.
As with
most ambitious projects, Superpave has collected a number of lessons
learned. Perhaps the most valuable has been to include the end-user
in all phases of research, development, and implementation. Throughout
the history of Superpave, feedback from implementers in the field
to researchers in the lab has resulted in reiterative improvements.
In an annual survey conducted by the New York State Department of
Transportation and FHWA's New York Division, end-users have the opportunity
to note deficiencies and difficulties, and their comments have been
used to fine-tune the Superpave system and track implementation.
Photo
by: Tom Harman, FHWA
|
This
Virginia Paving Co. hot-mix drum plant produces asphalt for
test lanes at Turner-Fairbank Highway Research Center.
|
The Lead State Program
As with
any other innovative technology, a market for Superpave had
to be developed. Prospective users needed to be educated about the
new technology and convinced that it would benefit them and their
customers.
In 1996,
FHWA funded a Lead State Program to reduce the new technology's learning
curve by sharing technical expertise and experience. The six lead
States—Florida, Indiana, Maryland, New York, Texas, and Utah
were proactive in implementing Superpave and trying new concepts and
practices. The program also reduced unnecessary and costly duplication
of effort. Because changes in the choice of pavement technology for
public roads involve both public and private sector organizations,
effective communication was key.
"It
took the efforts of lots of individuals to make this happen, and the
initial players have stayed with Superpave," Dunn notes. "If
the FHWA field perspective of Superpave
implementation had to be summed up in a word, that word would be dedication."
Paul
Mack, retired deputy chief engineer for the New York State Department
of Transportation (NYSDOT), adds, "We learned a great deal about
what it takes to make fundamental changes in how an industry delivers
its products."
With
road surfaces, the stakes are high. The States collectively spend
more than $10 billion annually to pave with hot-mix asphalt. Significant
improvements in performance quickly translate into savings.
"The
public sector—precisely because it is spending the public's money—is,
by its nature, a risk-averse institution," Mack says. "In
one sense, this is a good attribute but, at times, it can impede improvement.
If public decisionmakers are to take calculated risks in the implementation
of new technologies, they must first work in an atmosphere that rewards
rather than punishes risk-takers."
As Mack
sees it, research and its implementation begin with awareness of the
opportunities and picking those that have a good chance for success.
He adds,
"Contrary to common belief, government does not have an infinite
supply of resources, and one must choose wisely where to invest so
as not to waste precious resources and miss alternative opportunities."
Pushing
the Margins of Performance Adds Up to Big Savings
Just what kind of savings can be expected from Superpave? As
a case in point, New York State is responsible for about 72,420
lane-kilometers (45,000 lane-miles) of highway. When considering
an infrastructure of that magnitude, small increments in performance
can pay large benefits over time. Superpave is a technology
that works at the margins of performance. It is not a "silver
bullet" that will make pavements last indefinitely, but
it is expected to add service life.
How
much life will it add? At this time, that is an unknown. However,
according to Paul Mack, "New York knows that if we are
able to extend the service life of all of our pavements by just
1 year, we will save $1 billion over 30 years. New York, and
many other like-minded States, aggressively adopted Superpave
because we understood that even marginal increases in performance
would return value to our customers and taxpayers."
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After
identifying the research that should be pursued, the next step is
selling it to others. "Of particular importance is to sell as
high on the organizational chart as you can," says Mack. "This
is really the development of champions who have the authority to commit
resources and the ability and commitment to stay the course when things
go badly, which they will."
Next
is developing a plan that identifies the steps needed to implement
the research successfully. These steps can include training and equipping
staff, conducting pilot programs, refining the plan, and developing
a rollout schedule. "Then you must work the plan and work it
consistently," says Mack. "One good rule is to always maintain
progress, never step backward, and maintain momentum until you have
fully implemented the research product.
Finally,
never assume it has ended."
During
the early days of Superpave, the barriers and hurdles seemed endless.
As with most new ventures, Superpave was met with both excitement
and hesitation. Naysayers abounded while others continued to work
to make Superpave the best method for designing mixtures and specifying
materials.
"Implementation
is a tough business," says Rick Dunn. "When things are going
well, you will find yourself in a crowd. If things should falter,
it's the lonely hearts' club."
Photo
by: Tom Harman, FHWA
|
Worker
performs a compacted density check to ensure proper compaction
of Superpave.
|
Looking
at the Future of Superpave
Strong
staff support by AASHTO and training offered by FHWA's headquarters
offices enabled the lead-State concept to succeed. By 2000 the lead
States concluded their mission because it was apparent that Superpave
had moved beyond the initial implementation stage. By then, Superpave
had entered a new era in which it was no longer the struggling upstart
of hot-mix asphalts, but the primary pavement system consistently
chosen by States across the Nation.
TRB's
Superpave Committee has picked up where the lead-State team left off.
The committee has developed a long-range plan for the delivery of
needed improvements to the current Superpave system and to performance-prediction
models. The Superpave committee has been successful in obtaining approval
for the annual research elements of the plan.
One major
goal on the horizon is the development of a simple performance test
to tie mix design to structural design. Another is to continue good
communication practices by creating one definitive source for information.
To fulfill Superpave's mission to be the universal system of choice
for all U.S. hot-mix asphalt, implementation must move beyond the
State level to the municipal and commercial levels as well.
The vision
is that Superpave will become the standard system of hot-mix asphalt
specification, design, and construction in the United States. That's
a heady goal for yesterday's young upstart, and it's validation that
Superpave is an investment that has already paid off handsomely.