University of Jordan

School of engineering
civil engineering department
pavement design laboratory

Bara’ah Sultan Al-Kllaif.

0194615
Dr- Khair Jada’an

Project of course – 22/May/2023.

Introduction
Theoretical background
Design calculations:
1- Design the thickness of pavement layers using CBR method
2- Design the thickness of pavement layers using British method
3- Mix design by Marshall test (report of experiment & design)
Appendix:
1- CBR test report.
2- Softening point report.

3- Flash & fire point report.

4- Ductility test report.
5- Rational viscosity test report.
6- Superpave report.
 Introduction

A highway pavement is a structure consisting of superimposed layers of processed materials

above the natural soil sub-grade, whose primary function is to distribute the applied vehicle loads
to the sub-grade. The pavement structure should be able to provide a surface of acceptable riding
quality, adequate skid resistance, favorable light reflecting characteristics, and low noise
pollution. The aim is to ensure that the transmitted stresses due to wheel load are sufficiently
reduced, so that they will not exceed bearing capacity of the sub-grade. Two types of pavements
are generally recognized as serving this purpose, namely flexible pavements, and rigid
pavements.

Requirements of a pavement
An ideal pavement should meet the following requirements:

 Sufficient thickness to distribute the wheel load stresses to a safe value on the sub-grade
soil,
 Structurally strong to withstand all types of stresses imposed upon it,
 Adequate coefficient of friction to prevent skidding of vehicles,
 Smooth surface to provide comfort to road users even at high speed,
 Produce least noise from moving vehicles,
 Dust proof surface so that traffic safety is not impaired by reducing visibility,
 Impervious surface, so that sub-grade soil is well protected, and
 Long design life with low maintenance cost.

Types of pavements

The pavements can be classified based on the structural performance into two, flexible
pavements and rigid pavements.
In flexible pavements, wheel loads are transferred by grain-to-grain contact of the aggregate
through the granular structure. The flexible pavement, having less flexural strength, acts like a
flexible sheet (e.g., bituminous road).
On the contrary, in rigid pavements, wheel loads are transferred to sub-grade soil by flexural
strength of the pavement and the pavement acts like a rigid plate (e.g., cement concrete roads). In
addition to these, composite pavements are also available. A thin layer of flexible pavement over
rigid pavement is an ideal pavement with the most desirable characteristics. However, such
pavements are rarely used in new construction because of the high cost and complex analysis
required.
 Theoretical background
• CBR: ratio expressed in percentage of force per unit area required to penetrate a soil mass with
a standard circular plunger of 50 mm diameter at the rate of 1 mm/min to that required for
corresponding penetration in a standard material. The standard crush rock from California values
are as follows:
2.5 mm penetration → 3000 lb.
5 mm penetration → 4500 lb.
• VISCOSITY: The Rotational Viscometer (RV) is used to determine the viscosity of asphalt
binders in the high temperature range of manufacturing and construction. This measurement is
used in the Superpave PG asphalt binder specification. The RV test can be conducted at various
temperatures, but since manufacturing and construction temperatures are similar regardless of the
environment, the test for Superpave PG asphalt binder specification is always conducted at
(135°C).
• DUCTILITY: Ductility of Bitumen is expressed as the distance in centimeters to which a
standard briquette of bitumen can be stretched before the thread breaks as shown in fig that test
should be conducted at 270C, and the pull should be applied at the rate of 50 mm per minute.
The minimum width of the cross-section of mold should be 10 mm x 10 mm.
• FLASH AND FIRE POINT: At higher temperatures bituminous materials leave out volatiles.
These volatile vapors contain hydrocarbons. So, they can catch fire easily and will cause flash at
one point and if it is further prone to heat the material may ignite and burn. Catching fire is very
dangerous while mixing bitumen, especially during its application. So, it is necessary to
recognize the safe temperature values of bitumen grades for mixing as well as for applying. The
limited values of temperature can be determined by conducting Flash point and Fire point test on
bitumen.
• SOFENING POINT: softening point test of bitumen is done to determine the consistency of
bitumen. This test gives an idea of the temperature at which the bitumen attains a certain
viscosity. Softening point is defined as the temperature at which bitumen softens beyond some
arbitrary softness i.e., bitumen softens and sags down about 25mm below the weight of steel ball.
• PENETRATION: penetration test of Bitumen determines the hardness or softness of bitumen
by measuring the depth in millimeter to which a standard loaded needle will penetrate vertically
in five seconds while the temperature of the bitumen sample is maintained at 25 C. Also, the
Penetration test of bitumen is used to measure the consistency of bitumen. This test is applied
almost exclusively to bitumen. For Tars, cutbacks, and emulsions other consistency tests are
used.
• MARSHAL: The design of asphalt paving mixes is largely a matter of selecting and
proportioning materials to obtain the designed properties in the finished construction.
The overall objective for the design of asphalt paving mixes is to determine an economical blend
and gradation of aggregates (within the limits of the project specifications).
Significance of Marshall test:
1- Marshall stability measures the maximum load sustained by the bituminous material at a
loading rate of 50.8 mm/min.
2- Marshall stability is related to the resistance of bituminous materials to distortion,
displacement, rutting and shearing stresses.
3- The stability is derived mainly from internal friction and cohesion. Cohesion is the binding
force of binder material while internal friction is the interlocking and the frictional resistance
of aggregates.
 Design calculations.

 CBR method:
Traffic classification type E…. 600 veh/day (both direction).
- CBR of subgrade= 11%
- (by using curve page 21) Depth of layers above subgrade= 11in, less than 18 in
So, add 7in to the subbase layer.
- CBR for subbase layer (assume it 35%):
Depth above subbase layer= 5 in.
- CBR for base (assume it 80%):
Depth of surface= 3 in.
** depths:
Surface= 3 in.
Base= 18-13-3= 2 in.
Subbase= 18-5= 13 in.

- Swelling= ((final reading – initial reading)/125mm) *100%

= ((4.45-1.57)/125) *100%= 2.304%

Sketch

Surface = 3in

Base= 2 in.

Subbase=13 in
 British method:

 Design for 20 years.

 Growth rate = 4%.

 CBR of the subgrade = 11.16%.

 Initial traffic = 300 because both directions.

 Cumulative number of commercial vehicles = 3.7 * 10^6.

 Number of lanes = 2.

 Cumulative number of standard axials 3.7*106 * 1.08 = 3.99*10^6

 Percentage of total traffic = 50%.

 Thickness of subbase = 150 mm.

 Thickness of road base and thickness of surfacing = 110 mm

 Thickness of surfacing = 85 mm.

 Thickness of pavement = 345 mm.

  Marshall test:
- Objective:
Find the optimum binder content (OBC), Determine the stability and resistance to plastic flow
of bituminous mixtures using the Marshall apparatus.
- Theory:
The design of asphalt paving mixes is largely a matter of selecting and proportioning materials
to obtain the designed properties in the finished construction.
The overall objective for the design of asphalt paving mixes is to determine an economical
blend and gradation of aggregates (within the limits of the project specifications).
- Significance of Marshall test:
1- Marshall stability measures the maximum load sustained by the bituminous material at a
loading rate of 50.8 mm/min.
2- Marshall stability is related to the resistance of bituminous materials to distortion,
displacement, rutting and shearing stresses.
3- The stability is derived mainly from internal friction and cohesion. Cohesion is the
binding force of binder material while internal friction is the interlocking and the frictional
resistance of aggregates.
 Apparatus:
- Specimen mold assembly.
- Specimen extractor.
- Compaction hammer weighing 4.5 kg.
- Compaction pedestal.
- Specimen mold holder.
- Breaking head.
- Loading jack.
- Ring dynameter assembly.
- Flow meter.
- Oven and/or hot plate.
- Mixing apparatus.
- Water bath.
- Containers.
  Procedure:
- Prepare aggregate to a particular grading specification.
- Determine the mixing temperature.
- Weigh into the pan.
- Heat the aggregate to the specified mix.
- Place the heated aggregate into the heated mix.
- Form a crater in the middle of the aggregate.
- Mix the bitumen with the aggregate.
- Place a filter paper.
- Place the mixture into the compaction.
- Spread the mixture completely in the mold.
- Remove the collar.
- Replace the collar.
- Remove the base plate.
- Extrude the sample.
- Place the specimen.

S.S.D Total Bitumen Aggregate

Height Weight in Weight in
PHA% Sample AC% Volume Volume Volume Density AV% VMA% VFA% Stability stability Correction Correcte
(mm) Air (g) Water (g)
(g) (cm3) (cm3) (cm3) stability
(g/cm3) (KN) (Kg) Factor
(kg)
(table(1))

4.5 A 4.3 65.2 1118 610 1143 533 48.143 449.519 2.097 6.629 15.662 0.577 3.906 398.410 0.928 369.726

4.5 B 4.3 70.9 1144 622.6 1169 546.4 49.263 459.973 2.093 6.801 15.817 0.57 6.002 612.200 0.835 511.092

69.9 1157 2.094 6.776 15.795 0.571 8.873 905.046 0.844 764.063
4.5 C 4.3 616 541 48.789 455.550
3 1133
 Average 2.095 6.735 15.758 0.572 548.294

69.8 1162 2.096 6.142 16.123 0.619 11.137 1135.974 0.845 960.118
5 A 4.76 618.6 543.4 54.238 455.782
3 1139

69.9 1158 2.135 4.395 14.562 0.698 9.752 994.704 0.844 839.37
5 B 4.76 625 533 54.19 455.382
7 1138

69.9 1170 2.116 5.249 15.325 0.657 11.522 1175.244 0.844 991.906
5 C 4.76 627 543 54.714 459.784
7 1149

Average 2.116 5.262 15.337 0.658 930.465

5.5 A 5.21 67.4 1143 618.5 1155 536.5 59.587 455.215 2.130 4.044 15.151 0.733 11.326 1155.252 0.877 1013.01

70.0 1162 2.132 3.952 15.069 0.738 13.405 1367.31 0.843 1153.12
5.5 B 5.21 623.2 538.8 59.9 457.605
2 1149

5.5 C 5.21 70.1 1149 627 1166 539 59.9 457.605 2.131 3.987 15.101 0.736 10.826 1104.252 0.843 930.421

Average 2.131 3.995 15.107 0.736 1032.18

67.8 1175 2.130 3.511 15.568 0.774 10.667 1088.034 0.869 945.298
6 A 5.66 633.7 541.3 65.264 457.032
3 1153

69.5 1165 2.129 3.530 15.584 0.773 8.921 909.942 0.848 771.279
6 B 5.66 625 540 65.094 455.843
8 1150

6 C 5.66 69.8 1155 633 1178 545 65.377 457.825 2.119 3.999 15.995 0.750 10.734 1094.868 0.845 925.163

Average 2.126 3.680 15.716 0.766 880.580

 Reading of test & calculations :

Let's say we did the experiment and got the following results:

SGbit. = 1,, SGagg.=2.38

 Sample of calculations:
- AC% = [PHA/ (PHA +100)] × 100%
AC% = [4.5 / (4.5+100)] × 100% = 4.30622%
- Total volume = SSD-weight in water
Total volume = 1143 – 610 = 533 cm^3
- Bitumen volume = weight in air× (AC%)
Bitumen volume = 1118 × 4.30622% = 48.1435 cm^3

- Aggregate volume = (1 − AC%) × (weight in air)/SGagg

Aggregate volume = (1 − 4.30622%) × (1118)/ 2.38 = 449.5195 cm^3
- Density =weight in air /total volume
Density = 1118⁄533 = 2.09756098 g/cm^3
- Air voids = ((total volume – bitumen volume − agg. volume)/ total volume) × 100%
Air voids = ((533 − 48.5195 − 449.5195)/ 533) × 100% = 6.62983114%
- VMA% = ((total volume – agg.Volume)/total volume )× 100%
VMA% = ((553 – 449.5195)/533) × 100% = 15.6623827 %
 Graphs:
Method 1:
let the binder contents corresponding to maximum density be B1, corresponding to maximum
stability be B2 and that corresponding to the specified voids content (at 4.0%) be B3. Then the
optimum binder content for mix design is given by: Bo = (B1+B2+B3)/3
corresponding to maximum density = 5.21327%
corresponding to maximum stability = 5.21327%
corresponding to the specified voids content (at 4.0%) = 5.21327%
Bo = ( 5.21327+5.21327+5.21327)/3 = 5.21327%

Method 2:
the asphalt binder content that corresponds to the specifications median air void content
(typically this is 4 percent).
Bo = 5.21327%
Method 3:
To determine the O.B.C., the binder contents corresponding to maximum stability, maximum
unit weight, and to appropriate percentages (guided by the design specifications) of voids in
total mix and aggregate voids filled with binder are determined. The O.B.C. is then taken as
the average of these four binder contents.
corresponding to maximum stability = 5.21327%
corresponding to the specified voids content (at 4.0%) = 5.21327%
corresponding to maximum density = 5.21327%
corresponding to unit weight = 5.21327%
OBC = 5.21327%

 Conclusion of design (thickness & mix design):

1. Frost susceptibility pavement thickness ≥ 18 in .
2. Since the water table rise > 24 in we need to lower the water table.
3. Based on initial traffic (not cumulative over the design life).
4. Does not differentiate between the various types of commercial vehicles (which
may vary with number of axles).
5. Does not take the type of material into consideration. This means that the total.
pavement thickness above the SG remains the same irrespective of the material.
used.
6. The asphalt content that is the most suitable is AC% = 5.21327% As shown by
the results of the three methods.
7.The asphalt content that is the most suitable is AC% = 5.21327%
As shown by the results of the three methods.
Appendix
( reports).
 Pavement lab.
CBR test.
Bara’ah Sultan Al-Khlaif.
0194615
Dr-Khair Jada’an.

objectives
To determine the California bearing ratio (CBR) of a Soil Sample Containing
Small amount of material retained on the 3/4 Sieve.

Apparatus.
-Accessories.
Compaction Hammer.
CBR mold.
Extension Collar.
Solid has for mold.
Tool for base plate.
Surcharge weight.
Spanner (to amount and dismount Collar from mold).
perforated plate with adjustable Stem.
Split Surcharge weight.
Compaction plug with handle.
Swell dial gage.
Soaking tank.
-machines.
Cylindrical mad.
Spacer disk.
Compaction Hammer.
20mm & 4.75 mm Sieves.
Expansion apparatus Consisting of a perforated aluminum plate with adjustable stem and atriped
with dial gage for measuring the Expansion of the Soil Soil sample during the period when the
Compacted soil soaked in water.
Surcharged weights.
Apparatus for measuring the load on the piston movement of the piston during penetration.
A jack for applying a load to the piston.
course filter paper, wire Screen and Cellophane.

Procedure: -
A- Preparation of Sample in CBR Mold:
 Prepare 35kg of an air-dried soil sample to pass the 20mm sieve and retained on sieve
No.4.
 Oven dry 500g (approx.) of this soil and determine the natural moisture content.
 Assemble the 150mm mold, extension collar and perforated base plate by clamping the
mold fitted with extension collar to the base plate.
 Insert the spacer discover the base plate and position a 150mm diameter course filter
paper on top of the disc.
 Compact the sample in five layers by 55 blows per layer of the 4.5kg hammer.
 Remove the extension ring and strike off excess soil with a straight edge Lift the mold to
remove the base plate and the spacer disc
 Determine the density of the soil by weighing the weight of the mold and dividing by the
volume of the mold (2305cm³)
 Invert the mold after placing filter paper on the base plate. Place another filter paper on
top of the soil in the mold.

B- Penetration Load Measurement of the Sample:

 Place one 2.5kg annular surcharge disc on the soil surface and place the mold in the
loading frame.
 Seat the penetration piston with a 4.5kg load and set the dial gauges for load and strain to
zero.
 Place further surcharge weights on the sample until this surcharge weight equals the
seeking surcharge.
 Apply the load to the piston at a uniform rate of 1.25mm per minute of penetration Note
the load readings for every 0.5mm of penetration until 7.5mm of penetration.
 On completion of the penetration release the load and remove the mold from the testing
machine.
 Remove the specimen from the mold and determine the moisture content for the entire
depth of the sample.

C- Soaking of the Sample and Measurement of Swell:

 Place the perforated aluminum plate with adjustable stem attached to the filter paper on
top of the soil.
 Apply a surcharge weight to the aluminum plate appropriate for the thickness and weight
of construct that it is anticipated the subgrade will have to bear. In any event this should
not be less than 4.5kg.
 Place the mold in a water bath so that the water level of water should be allowed the
bottom of the moil and the water levels inside and outside the mold should equal.
 Place the expansion apparatus on the mold and take the initial dial gauge readings for the
swelling measurements.
 Allow the specimen to soak for 4 days and maintain the constant water level inside and
outside the mold.
 At the end of the soaking period take a final dial gauge reading and calculate the swell as
a percentage of the height of the specimen (125 mm).
 Remove the expansion apparatus and surcharge weights and lift the mold out of the water
bath. Allow the mold to drain for 15 minutes.
 Weigh the specimen and determine the density.
Calculations:
Penetration (mm) 1- Load (digits) 2- Load (kg) 3- Load (Ib)
‘’1*1.64’’ ‘’2*2.2’’
0 0 0 0
0.25 5 8.2 18.04
0.5 8 13.12 28.86
0.75 13 21.32 46.9
1 21 34.44 75.77
1.5 38 62.32 137.1
2 60 98.4 216.48
2.5 75 123 270.6
3 86 141.04 310.29
3.5 100 164 360.8
4 107 175.48 386.06
4.5 115 188.6 414.92
5 120 196.8 432.96
5.5 126 206.64 454.61
6 135 221.4 487.08
6.5 140 229.6 505.12
7 145 237.8 523.16
7.5 150 246 541.2

load Ib .. .
600

500

400

300

200

100

0
0 0.25 0.5 0.75 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5

CBR (0.1’’) (2.5mm) = (270.6/3000) *100%= 9.02%

CBR (0.2’’) (5 mm) = (432.96/4500) *100% = 9.62%
 CBR 0.2> CBR 0.1… In this case we should use correction factor(x) ‘’from manual
x=0.75’’
 Interpolation CBR ‘’2.5+x’’= 335.02
CBR ‘’5+x’’= 466.78
 CBR ‘’2.5+x’’ =11.16%
 CBR ‘’5+x’’ = 10.37%

Conclusion:
The CBR value are usually calculated for penetration of 2.5 mm and 5 mm.
If CPR value for 2.5mm will be greater than at 5 mm and in such a case/the former shall be taken
as CBR for design purpose.
If CPR value for 5 mm will be greater than at 2.5 mm the test should be repeat on another soil
sample. In the case, that the second test gives C.B.R at 2.5mm is less than C.B.R at 5mm, assume
5mm as CBR for design.
Based on initial traffic (not cumulative over the design life).
Does not differentiate between the various types of commercial vehicles (which may vary with
number of axles).
Does not take the type of material into consideration. This means that the total pavement
thickness above the SG remains the same irrespective of the material used.
 Pavement lab.
Softening point test.
Bara’ah Sultan Al-Khlaif.
0194615
Dr-Khair Jada’an.

 Objectives:
To determine the softening point for an asphalt specimen.
* The softening point of asphalt is the temperature at which the asphalt turns into liquid state. *

 Asphalt cement used for this test.

 In this test the sample was heated to 110C above the expected softening point.
 The water temperature increased in rate 5 C/min.
 The temperature at the moment that the specimen fall down & can’t stand with the balls
& touch the base we record the temperature which is the softening point.
 The reading for the specimen should not vary more than 1 C, if it is vary that is because
the balls weren’t putted on the center.
 Reading of test: - ball 1: 74 C.
-ball 2: 75 C.
 T avg= (75+74)/2 = 74.5 C.
 Softening point increased, so the temperature will be used increase too.
 Errors: -personal error of reading the temperature.
-environmental error.
- technical error: maybe an old device was used.

 Conclusion:
Use asphalt with softening point higher than the environment to avoid separation of
asphalt from its components.
Store the asphalt with temperature less than its softening point.
A high softening point ensures that they will not flow in service.
The softening point has particular significance for the materials that are used as thick
fillers such as crack filler.
 Pavement lab.
Flash & fire point test.
Bara’ah Sultan Al-Khlaif.
0194615
Dr-Khair Jada’an.
 Objectives:
To determine the flash & fire point for an asphalt specimen.
** The flash point of asphalt: is the temperature at which the surface of an asphalt
specimen ignites when a test flame is passed over it. **
** The fire point of asphalt: is the temperature at which the surface of an asphalt
specimen burns for at least 5 sec when a test flame is passed over it **.
 Cutback asphalt used in this test.
 AC asphalt can be tested too.
 Device: Cleveland open cup.
 The sample will be heated at rate of (5-6 C) & when temperature reaches 35 C the test
applied.
 The flame every 2 C on the thermometer pass the test flame across the center of the cup
in a smooth motion in one direction in approximately 1 sec & then in the opposite
direction.
 Keep on this procedure until you observe the flash & fire point.
 Reading of the test: - Flash point @ 25 C.
- Fire point @ 33 C.
 Corrected flash point= 25+0.03(760- 715)= 26.35 C….when 715 is the pressure @ lab in
mmHg.
 Corrected fire point=33+0.03(760-715)=34.35 C.
 When flash point increases the penetration decrease.
 Conclusion:
- The sample we used in this test RC the Expected flash point C. Type of bitumen
expected flash point <40 C & the result we
obtain is 26.35 C which is within range.
175-235 AC
-The flame should last for 5 sec to record the
fire point, less than that we still in the flash <40 RC
point range.
40-110 MC
-The atmospheric pressure will effect the
vaporizing rate & so flash point will be >110 SC
corrected.
 Pavement lab.
Ductility test.
Bara’ah Sultan Al-Khlaif.
0194615
Dr-Khair Jada’an.

 Objectives:
To calculate the ductility property of asphalt.
 AC asphalt cement was used for this test.
 Ductility is the distance to which an asphalt specimen elongates before breaking.
 Keep the sample at 25 C & the temperature of water start the test must be 26 C.
 Device: ductilometer.
 - If sag down, increase the density of water by adding salt.
- If floating, decrease the density of water by adding methyl alcohol.
 Rate of elongate 5 cm/min.
 Reading of test: elongate more than 1 meter, so the ductility= +1 m.
 Conclusion:
- When ductility increases the coating increases.
- When ductility increases the easy to mix increases.
- when ductility increases the segregation decrease & durability increase so that the
permeability decrease.
- When ductility increases the loss of temperature decreases so that the effect by
weather increase & be easier to roll it.
- Ductile samples are more durable, so as flash & fire point increase the ductility will
increase because the highest temperature the asphalt reaches at the sight is 60 C.
- Determining the flash & fire point helps to know how dangerous the material& how
to deal with it in a safety way.
- SC heat @ high rate (14-16) C/min, MC&RC heat @ low rate.
 Pavement lab.
Rotational viscosity test.
Bara’ah Sultan Al-Khlaif.
0194615
Dr-Khair Jada’an.

 Objectives:
to determine the flow characteristics of the binder to provide some assurance that it can be
handled at the hot mixing plant.
** The Rotational Viscometer (RV) is used to determine the viscosity of asphalt binders in the
high temperature range of manufacturing and construction. This measurement is used in the
Superpave PG asphalt binder specification. The RV test can be conducted at various
temperatures, but since manufacturing and construction temperatures are fairly similar regardless
of the environment, the test for Superpave PG asphalt binder specification is always conducted at
(135°C).
 The viscosity of asphalt binder is important because it can control the following:
- Mixability: The ability of the asphalt binder to be properly mixed with and to coat
aggregate and other HMA constituents in the HMA manufacturing plant.
- Workability: The ability of the resultant HMA to be placed and compacted with
reasonable effort.
 Theory:
This procedure is consistent with ASTM D4402, Standard Method for Viscosity Determination
of Unfilled Asphalts Using the Brookfield Thermosel Apparatus. The RV consists of a set of
different spindles, a Thermosel, a temperature controller, and the viscometer itself. The
viscometer has a digital interface that presents the viscosity, shear rate, shear stress, temperature,
speed, and percent torque, during the test. The RV automatically calculates the viscosity at the
test temperature. Rotational viscosity is determined based on the torque required to maintain a
constant rotational speed of a cylindrical spindle while submerged in an asphalt binder sample at
a constant temperature.

 Apparatus:
- Brookfield Thermosel high temperature viscosity unit.
- Spindles for Brookfield Thermosel viscometer.
- Thermosel system including thermos container, temperature controller, sample chamber
and extraction tool.
 Procedure:
 - Preheat spindle, sample chamber, and viscometer environmental chamber (Thermosel) to
275°F (135°C).
- Heat unaged asphalt binder until fluid enough to pour. Stir the sample, being careful not
to entrap air bubbles.
- Pour appropriate amount of asphalt binder into sample chamber. The sample size varies
according to the selected spindle and equipment manufacturer.
- Insert sample chamber into RV temperature controller unit and carefully lower spindle
into sample.
- Bring sample to the desired test temperature (typically 275°F (135°C)) within
approximately 30 minutes and allow it to equilibrate at test temperature for 10 minutes.
- Rotate spindle at 20 RPM, making sure the percent torque as indicated by the RV
readout remains between 2 and 98 percent
- 7. Once the sample has reached temperature and equilibrated, take 3 viscosity readings
from RV display, allowing 1 minute between each reading. Viscosity is reported as the
average of 3 readings.

 Reading of test:
Temperature Viscosity in c.p Viscosity in pa.s
135 500 0.5
165 300 0.3
1 pa.s = 10 poise.
1 poise = 100 centipoise.

0.6
0.55
0.5
f(x) = − 0.00666666666666667 x + 1.4
0.45
0.4
0.35
0.3
0.25
0.2
0.15
0.1
0.05
-4.16333634234434E-17
130 135 140 145 150 155 160 165 170
  Calculations:
The Asphalt Institute recommends that, for unmodified asphalt binders, the laboratory mixing,
and compaction temperatures should be determined where the viscosity-temperature line crosses
the viscosity ranges of 0.17 + 0.02 Pa-s (mixing temperature range) and 0.28 + 0.03 Pa-s
(compaction temperature range).
- The mixing temp at y=0.17, = 183.58 c
- The compaction temp at y = 0.28 = 167.2 c
 Pavement lab.
Superpave test.
Bara’ah Sultan Al-Khlaif.
0194615
Dr-Khair Jada’an.

air voids%
6

4 3.9

0
4.1 4.6 5.1 5.6
 VMA%
14.2
14
13.8
13.6
13.4
13.2
13
12.8
12.6
4.1 4.6 5.1 5.6

VFA%
90
80
70
60
50
40
30
20
10
0
4.1 4.6 5.1 5.6

Gmm%
100
90
80
70
60
50
40
30
20
10
0
4.1 4.6 5.1 5.6

 The target AV@ 4%.

OBC= 5.48%.