i Impact of Superpave Mix Design Method on Rutting Behaviour of Flexible Pavements Author Kamran Muzaffar Khan 04-UET/PhD-CIVIL-08 Supervisor Dr. Mumtaz Ahmed Kamal Professor, Department of Civil Engineering DEPARTMENT OF CIVIL ENGINEERING FACULTY OF CIVIL & ENVIRONMENTAL ENGINEERING UNIVERSITY OF ENGINEERING AND TECHNOLOGY TAXILA August 2008
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i
Impact of Superpave Mix Design Method on Rutting Behaviour of Flexible Pavements
Author
Kamran Muzaffar Khan 04-UET/PhD-CIVIL-08
Supervisor
Dr. Mumtaz Ahmed Kamal Professor, Department of Civil Engineering
DEPARTMENT OF CIVIL ENGINEERING FACULTY OF CIVIL & ENVIRONMENTAL ENGINEERING
UNIVERSITY OF ENGINEERING AND TECHNOLOGY TAXILA
August 2008
ii
Impact of Superpave Mix Design Method on Rutting Behaviour of Flexible Pavements
A dissertation submitted in partial fulfilment of the requirements for the degree of Doctor of
Philosophy (PhD) in Civil Engineering (Specialization in Transportation Engineering)
Author Engr. Kamran Muzaffar Khan
(04-UET/PhD-CIVIL-08) Checked and Recommended by the Foreign Experts: Dr. David Hughes Senior Lecturer, The Queen’s University of Belfast N.Ireland, UK.
Prof. Dr. Ali Porbaha Civil Engineering Department, California State University Sacramanto, CA, USA.
Approved by:
Prof. Dr. M. A. Kamal Supervisor/Internal Examiner
Prof. Dr. Muhammad Wasim Mirza External Examiner Department, of Transportation Engineering & Management Sciences, UET, Lahore
Prof. Dr. Mir Shabbar Ali External Examiner Chairman, Department of Urban and Infrastructure Engineering, NED, UET, Karachi
DEPARTMENT OF CIVIL ENGINEERING FACULTY OF CIVIL & ENVIRONMENTAL ENGINEERING
UNIVERSITY OF ENGINEERING AND TECHNOLOGY TAXILA
AUGUST 2008
iii
ABSTRACT
Effective communication is a key to national progress. Pakistan is located in a region
where South-Asia converges with Central Asia and the Middle East. Blessed with
extensive natural resources and rich agricultural land, it improves its economy
particularly by exporting valuable items. In order to improve trade and economic
activities and to materialize regional linkages with China, Afghanistan, Iran, Russia and
other neighbouring Central Asian countries, the country is gearing up towards a large
infrastructure network. Roads constitute a vital part of the infrastructure. In Pakistan most
of the roads are constructed using flexible pavement concept, due to their comparatively
low construction and maintenance cost.
Pakistan has national highways with a length over 9555 Kilometers and motorways of
515 Kilometers. The drastic increase in traffic volume during the last few decades has
resulted in premature pavement failures of almost the whole infrastructure of Pakistan.
Premature rutting of flexible pavements is one of the major pavement distresses being
faced by the country which is primarily due to uncontrolled axle load and high ambient
temperatures. Rutting in asphaltic concrete depends on many factors, such as the
composition of asphalt mixes, grading and quality of aggregates, type of binder,
percentage of the bituminous binder, air void contents, degree of compaction,
environmental conditions, load repetition, the substructure, and the bearing capacity of
the subgrade.
The objective of this research work was to compare the Superpave, Stone Mastic Asphalt
(SMA) and Marshall methods of mix design of asphaltic concrete and to propose rut
resisting asphalt mix suitable for local loading and environmental conditions. The mixes
selected for the study were dense graded in case of Superpave and Marshall methods
whereas gap graded for SMA. A comprehensive testing program was conducted on the
samples prepared in the laboratory at the design asphalt contents and aggregate
gradations.
iv
Physical properties of aggregates and asphalt were determined in the laboratory
confirming to ASTM and AASHTO specifications. Mechanical Properties of Marshall,
Superpave and Stone Mastic Asphalt (SMA) were evaluated by performing Indirect
Test and Wheel Tracking Test under prevailing load and environmental conditions of
Pakistan in order to compare the performance of mixes.
The study revealed that Superpave mixes performed better than Marshall and SMA mixes
in terms of low induced permanent strains, high modulus of resilience, high dynamic
modulus and better resistance against wheel rutting during wheel tracking test. Superpave
technology can be adopted for the design of Hot Mix Asphalt (HMA) pavements in the
country due to its superiority over the conventional mix design procedures. The
guidelines for implementing Superpave mix design procedure in Pakistan have been
proposed.
In addition, a performance grading map has been proposed to be implemented in Pakistan
by dividing it into seven zones according to the highest and lowest pavement
temperatures.
Keywords: Superpave, Rutting, Hot Mix Asphalt, Pavement
v
UNDERTAKING
I certify that research work titled “Impact of Superpave Mix Design Method on Rutting Behaviour of Flexible Pavements” is my own work. The work has not been presented elsewhere for assessment. Where material has been used from other sources it has been properly acknowledged / referred.
Kamran Muzaffar Khan
04-UET/PhD-CE-08
vi
ACKNOWLEDGEMENTS
I would like to express deep gratitude to my creator The Allah for giving me talent, skill opportunity, perseverance and power to reach this milestone in my career. I would also like to pay my regards to Prophet Muhammad (P.B.U.H) whose ideal life guided me through difficult and tough situations. Prof. Dr. M. A. Kamal, my thesis supervisor for his incessant support and exceptional guidance throughout my research work. His efforts in promoting the research culture in the field of Transportation Engineering in Pakistan resulted in the establishment of Taxila Institute of Transportation Engineering (TITE). State of the art testing equipments of International Standards helped me a lot to carry out my testing work. Dr. Zia Zafir, California, U.S.A and Prof. Dr. Muhammad Waseem Mirza, UET Lahore, helped me a lot in selection of my research topic and testing matrix. Engr. Asim Amin, GM (Design) and Dr. Shahab Khanzada, (Pavement Specialist), NHA, for their technical assistance is noteworthy. Special thanks to worthy Prof. Dr. Habibullah Jamal, Vice Chancellor for his efficient management that made me feel no hindrance. Chairman, Prof. Dr. Abdul Razzaq Ghumman, for his throughout encouragement during my research work and raising my moral. He also spared me from extra academic and administrative loads which enabled me to focus my research engagements. I would like to thank all of my colleagues, especially Engr. Imran Hafeez for his assistance. Mr. Toqeer Mehmood and Mr. Shakeel Hussain were always ready to help me whenever I was in need of them. I would always remember the continuous assistance of Engr. M. Hasan Khalil in executing laboratory work and thesis compilation. The invaluable contribution of my Parents, Wife and Children in the form of prayers, encouragement and patience who suffered the most due to my research commitments are highly appreciated.
(Kamran Muzaffar Khan)
vii
TABLE OF CONTENTS Abstract.………………………………………………………………………..……….. iii
Undertaking.…………………………………………………………..……….……...... v
Acknowledgement………………………………..…………………………….………. vi
List of Figures…………………………………………………………….…………..… x
List of Tables.……………………………………………………………….………….. xv
Chapter I: Introduction
1.0 General………………………………………………………….…….... 2
1.1 Structural Behavior of Flexible Pavement……………………….…….. 2
1.2 Visco-Elastic Behavior of Asphalt…………………………………….. 3
1.3 Flexible Pavements Distresses in Pakistan…………………………….. 5
1.3.1 Rutting……………………………………………………….. 5
1.3.2 Fatigue……………………………………………………….. 6
1.4 Solutions to the Rutting Problems in Hot Mix Asphalt (HMA)……….. 7
1.5 Research Objectives……………………………………………………. 9
1.6 Scope of Work…………………………………………………………. 9
Chapter II: Literature Review
2.1 Permanent Deformation in Flexible Pavements……………………….. 14
2.2 Types of Rutting in Asphaltic concrete………………………………... 15
2.2.1 Rutting due to Densification……………………………….... 15
2.2.2 Rutting due to Shear Failure……………………………….... 16
Table 6.8 Dynamic Modulus Test Conditions Marshall, SMA and Superpave
Mix at 25°C…………………………………………..………...…………
98
Table 6.9 Comparison of Dynamic Modulus Results for Marshall, SMA
and Superpave Mix at 25°C …………………………...………..…...……
99
Table 6.10 Comparison of Dynamic Modulus Results for Marshall, SMA
and Superpave Mix at 40°C…………………………………..……...……
99
Table 6.11 Comparison of Dynamic Modulus Results for Marshall, SMA
and Superpave Mix at 55°C…………………………………..……...……
99
Table 6.12 Comparison of Permanent Strain Results for Marshall, SMA
and Superpave Mix at 25°C……..……………………………………….
104
Table 6.13 Comparison of Permanent Strain Results for Marshall, SMA
and Superpave Mix at 40°C………………………………………..…….
105
Table 6.14 Comparison of Permanent Strain Results for Marshall, SMA
and Superpave Mix at 55°C…………………..……………....……..…...
105
Table 6.15 Wheel Tracking Test Conditions…………….………..…….………..…. 111
Table 6.16 Relationship between No. of Passes and Rut Depth for SMA……......…. 113
Table 6.17 Relationship between No. of Passes and Rut Depth for Marshall…......... 113
Table 6.18 Relationship between No. of Passes and Rut Depth
for Superpave…………………………………...………...……….……..
114
Table 6.19 Comparison of Rut Depth (mm) between SMA, Marshall and
Superpave Mix at 25˚C…………………………………………..………
114
Table 6.20
Comparison of Rut Depth (mm) between SMA, Marshall and
Superpave Mix at 40˚C………………………………...…..………..……
115
Table 6.21 Comparison of Rut Depth (mm) between SMA, Marshall and
Superpave Mix at 55˚C………………………………...…..…….....……
115
Table 6.22 Summary of Wheel Tracking Test Results for Three Mixes……..….... 116
xvii
ANNEXURE A
Table A.1 Air Temperature Data for Dalbandin…………..……………………..…..147
Table A.1a Maximum Pavement Temperature for Dalbandin………………..……... 147
Table A.1b Minimum Pavement Temperature for Dalbandin………………..……… 147
Table A.2 Air Temperature Data for Hyderabad…………..……………...…..……. 148
Table A.2a Maximum Pavement Temperature for Hyderabad ……………………... 148
Table A.2b Minimum Pavement Temperature for Hyderabad …..…………..……… 148
Table A.3 Air Temperature Data for Jacobabad……………………………………. 149
Table A.3a Maximum Pavement Temperature for Jacobabad…..…...……………… 149
Table A.3b Minimum Pavement Temperature for Jacobabad………………..……… 149
Table A.4 Air Temperature Data for Karachi……………………………….....…… 150
Table A.4a Maximum Pavement Temperature for Karachi…………....……..……... 150
Table A.4b Minimum Pavement Temperature for Karachi………………………….. 150
Table A.5 Air Temperature Data for Lassbella……………………….…..……....... 151
Table A.5a Maximum Pavement Temperature for Lassbella………………..………. 151
Table A.5b Minimum Pavement Temperature for Lasbella………………..…..……. 151
Table A.6 Air Temperature Data for Nawabshah…………………………..……..... 152
Table A.6a Maximum Pavement Temperature for Nawabshah…………........……... 152
Table A.6b Minimum Pavement Temperature for Nawabshah…...………..………... 152
Table A.7 Air Temperature Data for Nokkundi……………………..…...…………. 153
Table A.7a Maximum Pavement Temperature for Nokkundi…………..…………… 153
Table A.7b Minimum Pavement Temperature for Nokkundi……...……………....... 153
Table A.8 Air Temperature Data for Pasni…………………………………....……. 154
Table A.8a Maximum Pavement Temperature for Pasni…………..……………....... 154
Table A.8b Minimum Pavement Temperature for Pasni…………...…………..……. 154
Table A.9 Air Temperature Data for Quetta………………………………..…...….. 155
Table A.9a Maximum Pavement Temperature for Quetta…………………………... 155
Table A.9b Maximum Pavement Temperature for Quetta……………………..……. 155
Table A.10 Air Temperature Data for Rohri……………………………….…..……. 156
Table A.10a Maximum Pavement Temperature for Rohri………………..……..……. 156
Table A.10b Minimum Pavement Temperature for Rohri………………..…...………. 156
Table A.11 Air Temperature Data for Sibbi…………………………………………. 157
xviii
Table A.11a Maximum Pavement Temperature for Sibbi……………..…..………….. 157
Table A.11b Minimum Pavement Temperature for Sibbi…………..……...…………. 157
Table A.12 Air Temperature Data for Zhob…………………………………....……. 158
Table A.12a Maximum Pavement Temperature for Zhob………..……………...……. 158
Table A.12b Minimum Pavement Temperature for Zhob……...………………..……. 158
Table A.13 Air Temperature Data for Astor……………………………..………...... 159
Table A.13a Maximum Pavement Temperature for Astor…………..……..…………. 159
Table A.13b Minimum Pavement Temperature for Astor………………...……..……. 159
Table A.14 Air Temperature Data for Bahawalpur……………………….....………. 160
Table A.14a Maximum Pavement Temperature for Bahawalpur……………..……… 160
Table A.14b Minimum Pavement Temperature for Bahawalpur…………….......…… 160
Table A.15 Air Temperature Data for Balakot…………………………………...….. 161
Table A.15a Maximum Pavement Temperature for Balakot……………….....…….... 161
Table A.15b Minimum Pavement Temperature for Balakot………………….………. 161
Table A.16 Air Temperature Data for Chitral………………………….……………. 162
Table A.16a Maximum Pavement Temperature for Chitral……………….....……….. 162
Table A.16b Minimum Pavement Temperature for Chitral…………..……………….. 162
Table A.17 Air Temperature Data for Dera Ismail Khan………………....…...…….. 163
Table A.17a Maximum Pavement Temperature for Dera Ismail Khan……...…..…… 163
Table A.17b Minimum Pavement Temperature for Dera Ismail Khan……….…….… 163
Table A.18 Air Temperature Data for Dir……………………………………...……. 164
Table A.18a Maximum Pavement Temperature for Dir………………….……..……. 164
Table A.18b Minimum Pavement Temperature for Dir…………………....…………. 164
Table A.19 Air Temperature Data for Faisalabad…………………………..….……. 165
Table A.19a Maximum Pavement Temperature for Faisalabad……………..……….. 165
Table A.19b Minimum Pavement Temperature for Faisalabad………………………. 165
Table A.20 Air Temperature Data for Gilgit……………………………..…….……. 166
Table A.20a Maximum Pavement Temperature for Gilgit………………....………… 166
Table A.20b Minimum Pavement Temperature for Gilgit………………..…..…….… 166
Table A.21 Air Temperature Data for Islamabad……………………..………….….. 167
Table A.21a Maximum Pavement Temperature for Islamabad………….....…………. 167
Table A.21b Minimum Pavement Temperature for Islamabad……….…....…………. 167
xix
Table A.22 Air Temperature Data for Khanpur……………………………..……….. 168
Table A.22a Maximum Pavement Temperature for Khanpur………….…..…...…….. 168
Table A.22b Minimum Pavement Temperature for Khanpur…………….……….…... 168
Table A.23 Air Temperature Data for Kotli…………………………………....……. 169
Table A.23a Maximum Pavement Temperature for Kotli…………………...…..……. 169
Table A.23b Minimum Pavement Temperature for Kotli…………………...…..……. 169
Table A.24 Air Temperature Data for Lahore…………………………..………........ 170
Table A.24a Maximum Pavement Temperature for Lahore……………...…..………. 170
Table A.24b Minimum Pavement Temperature for Lahore…………………..………. 170
Table A.25 Air Temperature Data for Multan……………………………….………. 171
Table A.25a Maximum Pavement Temperature for Multan………...……..…………. 171
Table A.25b Minimum Pavement Temperature for Multan……………..……………. 171
Table A.26 Air Temperature Data for Murree…………………………..………........ 172
Table A.26a Maximum Pavement Temperature for Murree…………….....…………. 172
Table A.26b Minimum Pavement Temperature for Murree……………..……………. 172
Table A.27 Air Temperature Data for Muzaffarabad……………………..…………. 173
Table A.27a Maximum Pavement Temperature for Muzaffarabad………....………… 173
Table A.27b Minimum Pavement Temperature for Muzaffarabad…….....…………... 173
Table A.28 Air Temperature Data for Parachinar…………………………...………. 174
Table A.28a Maximum Pavement Temperature for Parachinaar…………....………... 174
Table A.28b Maximum Pavement Temperature for Parachinaar…………..……..…... 174
Table A.29 Air Temperature Data for Peshawar………………………..……...……. 175
Table A.29a Maximum Pavement Temperature for Peshawar………...……..……….. 175
Table A.29b Minimum Pavement Temperature for Peshawar………………..………. 175
Table A.30 Air Temperature Data for Sialkot……………………………..…...……. 176
Table A.30a Maximum Pavement Temperature for Sialkot……………………...…… 176
Table A.30b Minimum Pavement Temperature for Sialkot…………………………... 176
Table B1 Performance Based Requirements for Binder…………………………… 178
Table B2 Station wise Performance Grading …………………………………….. 180
Table C1 Performance Based Binder Properties of 60/70 Grade Bitumen………... 185
Table C2 Performance Based Binder Properties of Polymer Modified Bitumen
(1.6% Elvaloy 4160)…………………………………………………….
187
xx
Table D1 Summary Results of Uniaxial Loading Strain Test…………………....... 190
Table D2 Summary Results of Dynamic Modulus Test at 25°…………………….. 191
Table D3 Summary Results of Dynamic Modulus Test at 40°C………………….. 192
Table D4 Summary Results of Dynamic Modulus Test at 55°C………………….. 193
Chapter One
2
Chapter 1
Introduction
1.0 General
An efficient transportation system is vital for the development of any country. Pakistan has a
very important geographical and diplomatic location and has been surrounded by China (on
its far north-east), India (on its east) Afghanistan and Iran (on its west). In future, the roads of
the country will be the exit routes for gas and petroleum, worth hundreds of millions of
dollars flowing from South Asia to the entire world through Pakistan. Among other
transportation modes, highways are being used extensively for the transportation of
passengers and goods. Flexible pavements, with bituminous surfacing as wearing course are
being widely used in road construction industry due to their comparatively low construction
and maintenance costs.
1.1 Structural Behaviour of Flexible Pavement
Flexible pavement structure flexes under traffic loading and is classically composed of
numerous layers of different material types and gradations. Each layer gets the load from the
upper layer, spreads it and transfers the same to the underneath layer. Top layers being
subjected to greater load intensity, must have a high bearing capacity as compared to the
underlying layers. A typical flexible pavement structure consists of the asphalt layer at the
top with underlying unbound granular layers as shown in Figure 1.1. Horizontal tensile strain
is prominent at the bottom of asphalt layers, whereas vertical compressive stress and strain is
maximum at the top of the subgrade. The Asphalt wearing course layer is directly exposed to
the climatic variations i.e. temperature, precipitation and various types of loading
combinations and intensities. Being stiffest and contributing the most to pavement strength
and durability, wearing course is given due consideration during design and construction.
3
Figure 1.1: Typical Asphalt Pavement Showing Stress and Strain
1.2 Visco-Elastic Behavior of Asphalt
Asphalt concrete is a complex three-phase material which consists of aggregates, asphalt
binder, and air voids. Their behavior can be explained by the interaction between these three
phases and the intricate viscoelastic behavior of the binder, which depends on temperature
and loading frequency. The effects of time and temperature are inter related i.e. the behavior
of asphalt at high temperature conditions for short time spans is equivalent to its performance
at low temperature conditions for longer time durations. This concept floated by McGennis et
al. (1995) is called temperature shift or in other words the superposition theory of asphalt
binder and has been shown in Figure 1.2.
Figure 1.2 Temperature Shift Behaviour of Asphalt Binder (After McGennis et al. (1995))
4
In hot climatic conditions or under slow moving trucks, asphalt behaves like a viscous liquid
and only aggregates are the contributing element to stiffness or resistance to deformation of
hot mix asphalt that bear the traffic loads. At micro level, the contiguous layers of molecules
seem sliding past each other. This phenomenon has been presented by McGennis et al.
(1995) as shown in Figure 1.3.
Figure 1.3: Microscopic View of Liquid Flow Properties (After McGennis et al. (1995))
Whereas in cold climatic conditions or under fast moving trucks (rapidly applied loads),
asphalt behaves like an elastic solid and deforms when loaded, but returns to its original
shape when unloaded. If it is stressed beyond its strength, it may rupture.
At intermediate temperature conditions, asphalt binder exhibits the characteristics of both
viscous liquids and elastic solids. Due to this property of asphalt, it is considered to be an
excellent adhesive material for use in paving, but an extremely complicated to understand
and explain. When heated, asphalt acts as a lubricant, allowing the aggregate to be mixed,
coated, and tightly-compacted to form a smooth and dense surface. After cooling, it acts as a
glue to hold the aggregate together in a solid matrix. In its finished state, the behavior of the
asphalt is termed as visco-elastic i.e., it has both elastic and viscous characteristics, which
depends on the temperature and rate of loading as shown in Figure 1.4. Mainly the response
is elastic or viscoelastic whereas a part of the response is plastic and non-recoverable which
appears in the form of permanent deformation.
5
Figure 1.4: Visco Elastic Behavior of Asphalt
1.3 Flexible Pavement Distresses in Pakistan
1.3.1 Rutting
Rutting in asphaltic concrete layer in flexible pavements is a major concern for the highway
authorities in Pakistan which is due to heavy loadings, high temperature and unavailability of
pavement design guidelines suiting to local conditions. It develops gradually with load
repetitions and is reflected on the surface in the form of longitudinal depressions in wheel
paths. Rutting is being observed on almost all of the National Highways and Motorways as
shown in Figure 1.5 and Figure 1.6 which is primarily due to shear flow of material. These
depressions are critical due to the following three reasons:
i) Water is accumulated on the impervious surface causing hydroplaning
ii) With the increase in rut depths, driver loses control on vehicle causing traffic
safety hazards
iii) Premature failure of the pavement which causes considerable economical loss
and inconvenience to road users during long periods of reconstruction and
rehabilitation.
6
Figure 1.5: Rutting in Outer Lane Figure 1.6: Severe Rutting due to Shear Failure
(Kashmir Highway) (Islamabad Highway)
1.3.2 Fatigue
There are many reasons that cause fatigue failure. These include bad quality construction,
inadequate structural design, application of heavier loads than anticipated during design,
stripping at the bottom of hot mix asphalt layer and failure of base, subbase or subgrade
support. Fatigue is a series of interconnected cracks, resulting due to fatigue failure of the
asphaltic concrete surface under repeated traffic loading.
Fatigue cracking instigates either from bottom or from top of the pavement. It initiates at
bottom of the asphaltic concrete layer where the tensile stress is maximum which further
propagates to the surface resulting in one or more longitudinal cracks. These cracks initiate
from the top in areas of high localized tensile stresses due to tires and pavement contact or
due to the asphalt binder aging. Under the action of repeated loadings, the longitudinal cracks
connect and develop multi sided pattern resembling the back of an alligator as shown in
Figures 1.7 and 1.8. Fatigue is an indication of structural failure of the pavement. The cracks
allow moisture infiltration which causes roughness on the road surface and ultimately results
in formation of potholes.
7
Figure 1.7: Fatigue Cracking at Figure 1.8: Fatigue Cracking at
(M-9 North Bound) (M-2 North Bound)
1.4 Solutions to the Rutting Problems in Hot Mix Asphalt (HMA)
Rutting problem is being addressed throughout the world. Solutions have been proposed to
minimize rutting problem by various highway agencies and researchers. Some of them
recommended improvement in quality of materials, while several others suggested use of
innovative materials and a few concluded that solution lies in the development of new mix
design methods. But only a few of the suggested solutions got widespread acceptance and
practical adoption. These include using Crumb Rubber Modified Bitumen (CRMB), SMA,
polymer modifications and adopting Superpave mix design method etc.
CRMB is a combination of selected grades of bitumen and crumb rubber modifier. The
modifier restores the required visco-elastic balance of the asphalt binder, which improves
binder resistance to permanent deformation while maintaining high resistance to fatigue,
thermal and low temperature cracking. CRMB also increases the life of pavement. CRMB
has excellent adhesion to different types of aggregates which therefore diminish rutting,
cracking and deformations. It has excellent resistance to thermal and low temperature
cracking, superior resistance to any form of permanent deformation, better adhesion between
aggregate and binder, overall improved performance in severe climatic conditions, higher
fatigue life of mixes, highly flexible and stable. These conclusions were made by Tiki Tar
Products (2008).
8
Qiu and Lum (2006) utilized aggregate packing concepts to design and quantify aggregate
stone-to-stone contact in SMA. This SMA is expected to provide high resistance to rutting,
maintaining volumetric properties and providing resistance to distresses. The stability and
rutting resistance of SMA is obtained from coarse aggregate stone to stone contact and
proper aggregate packing. Durability of SMA Mix is achieved by proper mix design.
Gilles et al. (2004) carried out a comprehensive research on use of polymer modified bitumen
and concluded that high quality asphalt binder is needed to facilitate pavements to withstand
increasing traffic intensity and axle loads in extreme climatic conditions. Special binders such
as modified bitumen address the rutting problems in asphaltic concrete. Polymer modified
bitumen (PMB) has proved itself giving superior results against the distresses especially the
rutting which occur at extreme temperature conditions.
Superpave (Superior Performing Asphalt Pavements) is the major revolution in pavement
industry in past few years. The Strategic Highway Research Program (SHRP) in USA carried
out a $50 million research project from October 1987 to March 1993 to develop new
guidelines to identify, test, and design asphalt materials. The ultimate product of the SHRP
asphalt research project was that Superpave represented an improved method for identifying
the components of asphaltic concrete, asphalt mixture design and analysis, and asphalt
pavement performance based evaluation as reported by Yildirim, Y. (1996)
9
1.5 Research Objectives
Following were the objectives of the research work;
• Critical analysis of the available information relating to rutting of asphaltic concrete.
• Characterization of the locally available materials such as aggregates and asphalt
binder according to Superpave mix design criteria.
• Establishing performance grades of Asphalt to suit local environmental conditions
which is one of the mile stones in implementing Superpave mix design method in
Pakistan
• Evaluation of the performance of Superpave, Marshall and Stone Mastic Asphalt
(SMA) mixes using Indirect Tensile Modulus Test, Uniaxial Loading Strain Test
(Creep Test), Dynamic Modulus Test and Wheel Tracking Test.
1.6 Scope of Work
The tasks conducted to achieve the objectives of this research are presented in Figure 1.9 as
flow chart.
10
Figure 1.9: Flow Chart Diagram (Scope of Work)
Literature Review
Collection of Materials
Physical Characterization of the Asphalt (Binder)
Physical and Mechanical Characterization of the
Aggregates Collection of Weather Data
Generation of Temperature Zoning Map
Selection of NHA’s Aggregate Gradation
Selection of Optimal Aggregate Gradation Using
Superpave Procedure
Asphalt Content Optimization According to Marshal Mix
Design Procedure
Asphalt Content Optimization According to Superpave Mix
Design Procedure
Preparation of Test Samples @ Optimum Marshall Asphalt
Content
Preparation of Test Samples @ Optimum Superpave
Asphalt Content
Performance Evaluation of Prepared Samples
- Indirect Tensile Modulus Test - Repeated Uniaxial Strain Test - Dynamic Modulus Test - Wheel Tracking Test
Analysis of the data
Conclusion
Recommendations
Selection of Aggregate Gradation
Asphalt Content Optimization According to SMA Design
Procedure
Preparation of Test Samples @ Optimum SMA Content
11
The summary of the chapter breakdown is described in seriatim as follows: Chapter 2 illustrates the critical view of literature relating asphalt properties and
performance evaluation of asphalt against different types of distresses, especially the rutting.
Chapter 3 presents an overview of Superpave Mix Design Method. It includes introduction
to Superpave Asphalt Binder Testing, Formation of Binder Grades, Volumetric Properties of
Superpave Mixes, Moisture Sensitivity Testing, Performance Evaluation of Superpave Mixes
and Comparison of Superpave with Conventional Mixes
Chapter 4 involves Performance Grading of Asphalt and Preparation of Superpave binder
performance grading map. It explains collection of air temperature data across Pakistan from
30 stations for the last 20 years through Pakistan Meteorological Department, analysis of air
temperature data, zoning of PAKISTAN on the basis of pavement temperatures and grade
adjustments according to Superpave criteria for performance grades. Finally a zoning map
has been proposed to be implemented for Pakistan.
Chapter 5 explicates Materials Characterization of materials to be used for the current
research, based on their properties obtained through various tests. Aggregates testing include
exploring conventional mechanical properties, source properties and consensus properties. In
addition, aggregate gradation according to Superpave Specifications is also explained.
Bitumen Testing includes physical properties required according to Superpave Binder
Testing criteria.
Chapter 6 expounds Performance Based Testing of asphaltic concrete samples at different
temperatures, loading frequencies and stress levels. The tests are described one by one with a
12
brief description of the preparation of test samples and testing standard procedure. The
results are then plotted among different variables for an in depth study of the behavior of
different mixes. The tests include Indirect Tensile Modulus using UTM-5P Uniaxial Loading
Strain (Creep Test) using UTM-5P, Dynamic Modulus using NU-14 and Wheel Tracking
Test.
Chapter 7 is a Discussion oriented chapter dealing with a comparative study of different
mixes based on the results obtained through testing. The parameters which are discussed
consist of Modulus of Resilience, Accumulated Strains, Creep Stiffness, Resilient Strain,
Dynamic Modulus, Permanent Strains and Rut Depth.
Chapter 8 concludes the discussion with substantial and favourable recommendations
achieved on the basis of research study.
13
Chapter Two
14
Chapter 2
Literature Review
2.1 Permanent Deformation in Flexible Pavements
Rutting or permanent deformation of a pavement is caused by progressive movement of
material under repeated traffic load through consolidation or plastic flow. Contrary to the
original idea given by AASHO Road Test Report (1962) that rutting occurs primarily due to
lateral movement of the subgrade, studies carried out on rutted pavements by Huber and
Heiman (1987), Anani et al. (1990), Lee et al. (1989), Brown et al. (1990), Parker et al.
(1992) have reported that although rutting may occur as a result of weak underlying layers,
the rutting observed in existing pavements is almost entirely due to the permanent
deformation in the HMA (Hot Mix Asphalt) layers of the pavements. This incidence in
rutting is due to increase in truck tire pressures, axle loads, and traffic volumes as reported in
joint research study performed by AASHTO and FHWA (1987).
Ford and Miller (1988) through rutting studies have shown that pavements with air voids
lower than 3.0 percent tend to rut while those with higher air voids do not, as long as the
aggregate quality is satisfactory. They also concluded that pavements with air voids
considerably lower than 3.0 percent have a propensity to rut severely. Brown and Cross
(1990) reported that HMA (Hot Mix Asphalt) pavements constructed at approximately 7.0 to
8.0 percent air voids are further compacted to approximately 4.0 percent air voids under
traffic loads, if the mix is properly designed.
Pomeroy, C. D. (1978) commented that HMA has both elastic and viscous characteristics and
is referred to as a visco-elastic material. They also added that behavior of asphalt is
dependent on time of loading and temperature. Findley et al. (1976) studied the creep and
relaxation properties of nonlinear viscoelastic materials and concluded that under constant
static or repeated loading, a visco-elastic material undergoes flow or ‘creep’, which includes
15
recoverable and irrecoverable, time dependent and time independent components of
deformation. Furthermore they elucidated that instantaneous elasticity, creep under constant
stress, instantaneous recovery, delayed recovery, and permanent strain can be used to
characterize viscoelastic materials including HMA.
Nair and Chang (1973) worked on creep behaviour of asphalt and stated that under repeated
load in HMA there is a time dependent and time independent component of deformation. The
deformation consists of three components. First recovered at removal of load, another
recovered gradually and the third remaining as permanent strain. It was also reported that
temperature of the HMA at the time of loading and stress level of loading significantly
influenced the response.
2.2 Types of Rutting in Asphaltic Concrete Mouratidis and Freitas (2007) assessed the rutting of the pavement due to asphalt flow. They
found that plastic flow or post-compaction may be regarded as the reason behind pavement
deformation in the asphalt layers. Plastic flow usually occurs at constant volume conditions
and results from the movement of the mix laterally away from the wheel path due to shear
strain whereas the continued compaction of the pavement after construction resulting from
the traffic loads is called post-compaction. They reported that rutting may also be due to
insufficient compaction of the asphalt layers and low bearing capacity of the asphalt layers.
The rutting process is gradual and increases with the increasing number of load applications
and ultimately appears in the form of longitudinal depressions in the wheel path in addition
to small upheavals to the sides. When the surface deformation is a result of subgrade
settlement, the ruts are generally wider. Rutting is most common in warmer climate areas,
heavily trafficked roads, approaches to intersection and climbing lanes. Rut depth in access
of 1 cm poses a safety hazard since it may result in hydroplaning, wheel scatter and vehicle
handling difficulties.
2.2.1 Rutting Due to Densification
Huber and Heiman (1987) performed comprehensive research on causes of rutting and found
16
that densification can also be a significant cause. Due to the additional compaction in the
pavement surface or in any of the underlying layers (base, subbase or subgrade), rutting by
densification occurs after the road is open to traffic. Moreover due to inadequate compaction
during the construction of the pavement, the surface may undergo further compaction under
traffic loading resulting in rutting. Construction of the asphalt concrete pavement is usually
carried out at initial void content of 7 – 8 % which upon further compaction under traffic is
anticipated to reduce at about 4 % after which the conditions may stabilize. Upon uniform
compaction of the asphalt surface by traffic, densification by rutting is not a problem. Most
of the densification occurs in the wheel path with channelized traffic flow creating
longitudinal ruts. Further compaction of the base or subbase due to the under designed
pavement surface or due to the poor subsurface drainage results in the rutting of the
pavement surface. These ruts have a sloping saucer shape cross section and are fairly wide
(750 -1000 mm) as shown in Figure 2.1.
Figure 2.1: Rutting due to Densification
2.2.2 Rutting due to Shear Failure
Huber and Heiman (1987) studied the rutting properties of asphalt mixtures and reported that
asphalt mixtures may be subjected to shear deformation subjected to traffic loading when air
void content is very low i.e., less than 4 %. Signs of mixture instability appear due to the
lateral displacement of the pavement material along shear planes. This type of shear failure
can be in longitudinal and transverse directions. The ruts appear as depressions in the loaded
area in the wheel paths and ridges appear along both the edges of the wheel path. Due to the
tire pressures, resistance to the shear stresses generated in the pavement surface is reduced
17
which results in shear deformation as shown in Figure 2.2. Asphalt type, asphalt content and
weak aggregate skeleton are the main factors responsible for the lack of the shear resistance.
Besides, this type of rutting is also influenced by the temperature and rate of loading as well
as the magnitude of loading. Shear weakness may also result due to the moisture damage.
Figure 2.2: Rutting due to Shear Failure
2.3 Factors Affecting Rutting
Tarefder et al. (2003) explained that the main factors which showed significant contribution
to rutting in asphaltic concrete pavements were binder grade, temperature, gradation,
moisture of test specimens and binder content. Another factor which affects rutting is the
method of mix design. Bahia, H.U. (1993) examined that a variety of mix design methods are
being practiced all over the world e.g. Asphalt Institute Triaxial method of mix design,
and friction properties but main emphasis was laid on permanent deformation. They
compared and reviewed the available tests concerning specific contemplations, such as
simplicity, test time duration, cost of the equipment, availability of data to support use,
published test method, available criteria etc.
They chose tests types with ultimate potential to simulate the field conditions during
performance evaluation of HMA, validated potential test types based on documented studies
and evaluated if the selected test methods illustrate the right trend in permanent deformation
performance. Methods that had been used to evaluate permanent deformation were discussed
in detail by them. A summary of advantages and disadvantages of each of the tests
considered for permanent deformation (rutting) has been shown in Table 2.2 reproduced
from Brown et al. (2001).
Numerous tests were evaluated for measuring rutting potential. Tests which were suggested
for immediate acceptance included the following three wheel tracking tests: Asphalt
Pavement Analyzer (APA), Hamburg Wheel-Tracking Device (HWTD), and French Rutting
Tester (FRT).
24
Table 2.2 Standard Types of Performance Based Testing Methods and Equipment (After Brown et al. (2001))
Test Method Sample
Dimension Advantages Disadvantages
Diametral Static (creep)
4 in. diameter × 2.5 in. height
• Test is easy to perform • Equipment is generally available in most labs • Specimen is easy to fabricate
Diametral Repeated Load
4 in. diameter × 2.5 in. height
• Test is easy to perform • Specimen is easy to fabricate
Diametral Dynamic Modulus
4 in. diameter × 2.5 in. height
• Specimen is easy to fabricate • Non destructive test
Fund
amen
tal:
Dia
met
ral T
ests
Diametral Strength Test
4 in. diameter × 2.5 in. height
• Test is easy to perform • Equipment is generally available in most labs • Specimen is easy to fabricate • Minimum test time
• State of stress is nonuniform and strongly dependent on the shape of the specimen • Maybe inappropriate for estimating permanent
deformation • High temperature (load) changes in the specimen shape affect the state of stress and the test measurement significantly • Were found to overestimate rutting • For the dynamic test, the equipment is complex
Uniaxial Static (Creep)
4 in. diameter × 8 in. height & others
• Easy to perform • Test equipment is simple and generally available • Wide spread, well known • More technical information
• Ability to predict performance is questionable • Restricted test temperature and load levels does not simulate
field conditions • Does not simulate field dynamic phenomena • Difficult to obtain 2:1 ratio specimens in lab
Uniaxial repeated Load
4 in. diameter × 8 in. height & others
• Better simulates traffic conditions
• Equipment is more complex • Restricted test temperature and load levels does not simulate field conditions • Difficult to obtain 2:1 ratio specimens in lab
Uniaxial Dynamic Modulus
4 in. diameter × 8 in. height & others
• Non destructive tests • Equipment is more complex • Difficult to obtain 2:1 ratio specimens in lab
Fund
amen
tal:
Uni
axia
l Tes
ts
Uniaxial Strength Test
4 in. diameter × 8 in. height & others
• Easy to perform • Test equipment is simple and generally available • Minimum test time
• Questionable ability to predict permanent deformation
(Continued)
25
Table 2.2 Standard Types of Performance Based Testing Methods and Equipment
(Continued)
Test Method Sample Dimension
Advantages Disadvantages
Triaxial Static (creep confined)
4 in. diameter × 8 in. height & others
• Relatively simple test and equipment • Test temperature and load levels better simulate field conditions than unconfined • Potentially inexpensive
• Requires a triaxial chamber • Confinement increases complexity of the test
Triaxial Repeated Load
4 in. diameter × 8 in. height
others
• Test temperature and load levels better simulate field conditions than unconfined • Better expresses traffic conditions • Can accommodate varied specimen sizes • Criteria available
• Requires a triaxial chamber • Confinement increases complexity of the test
Triaxial Dynamic Modulus
4 in. diameter × 8 in. height & others
• Provides necessary input for structural analysis • Non destructive test
• At high temperature it is a complex test system (small deformation measurement sensitivity is needed at high temperature) • Some possible minor problem due to stud, LVDT arrangement. • Equipment is more complex and expensive • Requires a triaxial chamber
Fund
amen
tal:
Tria
xial
Tes
ts
Triaxial Strength
4 or 6 in. diameter × 8 in. height & others
• Relative simple test and equipment • Minimum test time
• Ability to predict permanent deformation is questionable • Requires a triaxial chamber
26
Table 2.2 Standard Types of Performance Based Testing Methods and Equipment
Test Method Sample Dimension
Advantages Disadvantages
SST Frequency Sweep Test – Shear Dynamic Modulus
6 in. diameter × 2 in. height
• The applied shear strain simulate the effect of road traffic • AASHTO standardized procedure available • Specimen is prepared with SGC samples • Master curve could be drawn from different temperatures and frequencies • Non destructive test
• Equipment is extremely expensive and rarely available • Test is complex and difficult to run, usually need special training • SGC samples need to be cut and glued before testing
SST Repeated Shear at Constant Height
6 in. diameter × 2 in. height
• The applied shear strains simulate the effect of road traffic • AASHTO procedure available • Specimen available from SGC samples
• Equipment is extremely expensive and rarely available • Test is complex and difficult to run, usually need special training • SGC samples need to be cut and glued before testing • High COV of test results • More than three replicates are needed
Fund
amen
tal:
Shea
r Tes
ts
Triaxial Shear Strength Test
6 in. diameter × 2 in. height
Short test time • Much less used • Confined specimen requirements add complexity
Marshall Test 4 in. diameter × 2.5 in. height or 6 in. diameter × 3.75 in. height
• Wide spread, well known, standardized for mix design • Test procedure standardized • Easiest to implement and short test time • Equipment available in all labs.
• Not able to correctly rank mixes for permanent deformation • Little data to indicate it is related to performance
Hveem Test 4 in. diameter × 2.5 in. height
• Developed with a good basic philosophy • Short test time • Triaxial load applied
• Not used as widely as Marshall in the past • California kneading compacter needed • Not able to correctly rank mixes for permanent deformation
GTM Loose HMA • Simulate the action of rollers during construction • Parameters are generated during compaction • Criteria available
• Equipment not widely available • Not able to correctly rank mixes for permanent deformation
Empi
rical
Tes
ts
Lateral Pressure Indicator
Loose HMA • Test during compaction • Problems to interpret test results • Not much data available
(Continued)
27
Table 2.2 Standard Types of Performance Based Testing Methods and Equipment
Test Method Sample Dimension
Advantages Disadvantages
Asphalt Pavement Analyzer
Cylindrical 6 in. × 3.5 or 4.5 in. or beam
• Simulates field traffic and temperature conditions • Modified and improved from GLWT • Simple to perform • 3-6 samples can be tested at the same time • Most widely used LWT in the US • Guidelines (criteria) are available • Cylindrical specimens use SGC
• Relatively expensive except for new table top version
Hamburg Wheel-Tracking Device
10.2 in. × 12.6 in. × 1.6 in.
• Widely used in Germany • Capable of evaluating moisture induced damage • 2 samples tested at same time
• Less potential to be accepted widely in the United States
French Rutting Tester
7.1 in. × 19.7 in. × 0.8 to 3.9 in.
• Successfully used in France • Two HMA slabs can be tested at one time
• Not widely available in U.S.
PURWheel 11.4 in. × 12.2 in.× 1.3, 2, 3 in.
• Specimen can be from field as well as lab-prepared
• Linear compactor needed • Not widely available
Model Mobile Load Simulator
47 in. × 9.5 in.× thickness
• Specimen is scaled to full-scaled load simulator
• Extra materials needed • Not suitable for routine use • Standard for lab specimen fabrication needs to be developed
RLWT 6 in. diameter × 4.5 in. height
• Use SGC sample • Some relationship with APA rut depth
• Not widely used in the United States • Very little data available
Sim
ulat
ive
Test
s
Wessex Device 6 in. diameter × 4.5 in. height
• Two specimens could be tested at one time • Use SGC samples
• Not widely used or well known • Very little data available
Fundamental diameteral, uniaxial, triaxial, shear, empirical and simulative tests were studied with
sample dimensions, their advantages and disadvantages. Indirect Tensile Modulus test using UTM-
5P can be used for the assessment of Asphaltic Concrete Modulus of Resilience (MR), whereas
Uniaxial repeated loading strain test using UTM-5P test can be used for assessing rutting potential
of Asphalt mix. Uniaxial Dynamic Modulus Test using NU-14 is suitable to study behavior of
Asphaltic Concrete under dynamic loading whereas rutting susceptibility of Asphalt mix is
checked through Wheel Tracking Machine. All of the above mentioned equipment is available in
Taxila Institute of Transportation Engineering (TITE).
28
Chapter Three
29
Chapter 3
Superpave Mix Design Method
3.0 Introduction
The Superpave (SUperior PERforming Asphalt PAVEments) mix design method was
developed to provide highway agencies, engineers and contractors such a system that
would perform superior under diverse temperature ranges and traffic loads. Superpave
which was developed by the researchers of Strategic Highway Research Program (SHRP)
mainly addresses two pavement distresses i.e. permanent deformation (rutting) and low
temperature cracking. The distinctive aspect of the Superpave system is its test
procedures which have direct correlations with the field performance. Superpave has
advanced system for identifying asphalt binders and mineral aggregates, designing
asphalt mix and pavement performance prediction.
The asphalt binder specifications help selecting asphalt binder suitable for the maximum
and minimum temperatures and the heavy traffic volumes for a particular pavement
section. This is perhaps a unique trait of the Superpave that different binders are
suggested to be used in various parts of the country and for different types of highways.
The binders to be used in hot areas need modification to meet the performance grade
requirement for those specific locations.
3.1 Superpave Asphalt Binder Tests
Asphalt Institute in Superpave Series No. 1 classifies three stages of asphalts life; original
state, after mixing and construction, and finally in service. To quantify the performance
of the asphalt in each of the three stages, Superpave binder tests are used. To simulate
them in service aging, the Pressure Aging Vessel (PAV) is used whereas to simulate the
binder aging that occurs during mixing and construction, Rolling Thin Film Oven
(RTFO) test is used. The binder’s aging condition used in the Superpave binder tests is
30
shown in the Table 3.1 (Reproduced from Asphalt Institute’s Superpave Series No. 1).
The tests relations to performance are shown in Figure 3.1(Reproduced from Asphalt
Institute’s Superpave Series No. 1).
Table 3.1 Superpave Binder Test Aging Condition
Superpave Binder Test Binder Condition Dynamic Shear Rheometer (DSR) Original Binder RTFO – Aged Binder PAV – Aged Binder Rotational Viscometer (RV) Original Binder Bending Beam Rheometer (BBR) PAV – Aged Binder Direct Tension Tester (DTT) PAV – Aged Binder
Figure 3.1: Superpave Laboratory Tests with Relation to Performance
3.1.1 Dynamic Shear Rheometer (DSR)
McGennis et al. (1995) found that loading time and temperature are the factors upon
which the asphalt behavior depends. Dynamic Shear Rheometer (DSR) is a device that
31
tests the asphalt binder behaviour considering both of the above mentioned factors. The
DSR also known as Dynamic Rheometer or Oscillatory Shear Rheometer shown in
Figure 3.6(Reproduced from Asphalt Institute’s Superpave Series No. 1), when used to
test asphalt binders, measures the properties such as complex shear modulus (G*) and
phase angle (δ) (known as rheological properties) at different temperatures as shown in
Figure 3.2(Reproduced from Asphalt Institute’s Superpave Series No. 1).
Figure 3.2: Dynamic Shear Rheometer Operation
Asphalt Institute in Superpave Series No. 1 describes the operation of DSR. Asphalt
sample of required quantity is placed between two parallel plates. One of the plates is
fixed and the other oscillates. The plate oscillations cause the center line of the plate at
point A to move to the point B. The plate then moves back and passes A to reach point C.
From point C it goes back to point A. This completes one cycle which is continuously
repeated during the whole operation. The speed of oscillation is at a frequency of 10
radians per second (approximately 1.59 Hz). Stress and strain measurements are made
during each cycle.
Anderson et al. (1995) studied that both elastic and viscous behavior is characterized by
DSR by the measurement of rheological properties of asphalt binders. Among these
properties, the complex shear modulus (G*) measures the total resistance of a material to
deformation when exposed to repeated pulses of shear stress. Its two components are
elastic (recoverable) and viscous (non recoverable). The other property is phase angle
which gives an indication of the relative amounts of recoverable and non recoverable
32
deformation. Both of the above mentioned properties highly depend upon the frequency
of loading and temperature. Asphalt has no recoverable or rebounding capacity at high
temperature and behaves like viscous fluids. For the case, the viscous component could
be used to represent the asphalt and no elastic component of G*, since δ = 90°. On the
other hand, asphalt behaves like elastic solids which rebound from deformation
completely at very low temperatures. The elastic component is used to represent the
asphalt condition with no viscous component, since δ = 0°.
Anderson et al. (1995) found that asphalt binder behaves both as viscous liquids and
elastic solids at normal pavement temperatures. Hence DSR completely visualizes the
behavior of asphalt by the measurement of the G* and δ. In Figure 3.3 (Reproduced from
Asphalt Institute’s Superpave Series No. 1), G1* and G2* are the complex moduli of
asphalts 1 and 2 respectively. Figure 3.3 shows that although both the asphalts behave
visco elastically and has the same G, but the elasticity of Asphalt 2 is more than 1,
because of its smaller phase angle so the Asphalt 2 with the larger elasticity will recover
much more deformation from an applied load. So both G* and δ are needed to assess the
asphalt behavior.
Figure 3.3: Viscoelastic Behavior of Binder
According to Kennedy et al. (1995) an asphalt specimen with a disk shape and diameter
equal to the oscillating plate of DSR is required for testing. Proper asphalt specimen
33
thickness between the fixed plate and the oscillating plate must be made by adjusting gap
between two plates. After the plates are mounted in the Rheometer and before mounting
the asphalt sample, the gap between two plates must be set. A micrometer wheel is used
for precise adjustment of the gap. In binder tests, two oscillating plates with different
diameter and corresponding gap thickness are used. Both the diameter and the thickness
depend upon the aged state of the asphalt being tested. 25mm diameter plate and a gap
thickness of 1000 micron are required for RTFO aged and original (unaged) binders
whereas a diameter of 8mm and a gap of 2000 microns gap are required to test PAV-aged
binders. An extra 50 microns gap is added to the 1000 or 2000 microns before mounting
the specimen. Test specimen is prepared by heating the asphalt binder until fluid, stirring
to achieve occasionally to remove air bubbles and a homogenous sample. The upper limit
of temperature is 163°C with modified asphalt binders requiring higher temperature than
the unmodified binders. Different methods are used for specimen preparation but
commonly by pouring the asphalt binder sample within appropriate diameter and
thickness moulds for testing as shown in Figure 3.4 (Reproduced from Asphalt Institute’s
Superpave Series No. 1). The sample must be removed after 2 hours before loading into
DSR as lighter constituents of the asphalt binder sample may be absorbed by the silicone.
Figure 3.4: DSR Moulds, Specimens, Plates and Spindles
After placement of asphalt, the specimen is flushed with the plates by trimming its
projected edges so that the extra 50 microns is dialed out bringing the gap to its desired
34
value. Slight bulging of the specimen will occur as shown in Figure 3.5 (reproduced from
Asphalt Institute’s Superpave Series No. 1). Rheometers are provided with a precise
mean of controlling sample temperature. A circulating fluid bath or a forced air oven is
used for this purpose. Water is used as a fluid in circulating bath and circulated through a
temperature controller whereas in air ovens, air is used, which surrounds the sample
during testing. In any case, the temperature must be uniform and varies by no more than
1°C across the gap.
Figure 3.5: Asphalt Sample Configuration in DSR.
According to Solaimanian et al. (1995) after stabilization of the test temperature, the
specimen temperature is allowed to equilibrate for a minimum of additional 10 minutes.
Thermistors placed between parallel plates are used to verify temperatures which are
wrapped with very thin silicone rubber sheeting material. The DSR test parameters are
computer controlled and the results are recorded. The DSR is set to apply a constant
oscillating stress and measure the resulting strain and time lag. The oscillation speed is 10
radians/second according to Superpave specifications. The operator sets an approximate
shear strain which varies from 1-12% depending upon the binder aged state being tested.
Strain values of 10 -12% are used for original and RTFO aged binders whereas 1% strain
is used for PAV-aged binders. In any case, to keep the binder response as linear
viscoelastic, strain values must be small. At these values of strain, there is no virtual
effect on G*.According to Solaimanian et al. (1995) the specimen is loaded for 10 cycles
in order to condition the sample. During this period, Rheometer measures the stress
corresponding to the set shear strain and the stress is maintained during the entire test.
35
Shear strain may vary to keep constant stress during test and is controlled by Rheometer
software. Ten additional cycles are applied after 10 conditioning cycles to obtain test
data. The software computes G* and δ from the applied stress and resulting strain
relationship and reports it.
Figure 3.6: Dynamic Shear Rheometer
Totally elastic and totally viscous behavior is shown in Figure 3.7 (reproduced from
Asphalt Institute’s Superpave Series No. 1).
Figure 3.7: Stress-Strain Output
36
Asphalt Institute in Superpave Series No. 1 defines the ratio of the total shear stress to
total shear strain as the complex shear modulus (G*). Phase angle is related to time lag
between the applied stress and the resulting strain or the applied strain and the resulting
stress. The time lag or the phase angle is zero for a perfectly elastic material, where an
applied load causes an immediate response. Time lag between load and response is
typically large for viscous material where the phase angle is 90°. Asphalt binders lie
between these two extremes as they behave as a viscoelastic material at normal
temperature and the DSR shows the response as shown in Figure 3.8 (reproduced from
Asphalt Institute’s Superpave Series No. 1)
Figure 3.8: Stress- Strain Response of a Visco elsatic Material
The formulas used to calculate maximum shear stress and maximum shear strain are
shown in Figure 3.9 (reproduced from Asphalt Institute’s Superpave Series No. 1).
37
Figure 3.9: Asphalt Specimen Calculations
Only G* and δ are required for Superpave specifications, although DSR is capable of
providing much more information. There are two forms of G* and δ that are used in the
binder specifications. Permanent deformation for original binder is governed by limiting
the G*/sin δ at the test temperature to values greater than 1.00 kPa and 2.20 kPa after
RTFO aging. For fatigue cracking the governing limit of G* sin δ of for pressure aged
material is less than 5000 kPa at the test temperature.
3.2 Formation of Binder Grades
Research by Anderson et al. (1995) evaluated previous grading systems with Superpave
binder specifications. Previous grading systems were based on the empirical relationships
between physical properties and the observed performance. The Superpave binder
specifications are based directly on the performance and are selected on the basis of the
climate in which the pavement will serve. Among various binder grades, the distinction is
the specified maximum and minimum temperatures meeting the requirements. A binder
classified as a PG 64 – 10 means that the binder will meet the high temperature physical
property requirements up to a temperature of 64˚C and the low temperature physical
property requirements down to -10˚C.
38
The adjustment of high traffic grades for traffic loading and speed is called “grade
bumping”. The AASHTO’s grade-bumping policy is presented in Table 3.2. The
selection procedure for the asphalt binder is for typical highway loading conditions which
assume that the pavement is subjected to a design number of fast, transient loads. The
speed of loading additionally affects the performance for high temperature design
situation, controlled by the specific properties related to permanent deformation.
Asphalt Institute in Superpave Series No. 2 specifies that Superpave additionally requires
the selected high temperature binder grade for slow and standing load applications. The
binder would be selected one high temperature grade higher for slow moving design
loads and two high temperature grades higher for standing design loads. Also Superpave
requires shift for extraordinarily high number of heavy traffic loads. The binder would be
selected one high temperature binder grade higher than the selection based on climate
when the design traffic is expected to be between 10,000,000 and 30,000,000 equivalent
single axle loads (ESAL) and for more than 30,000,000 ESAL, the binder must be
selected one temperature grade higher than the selection based on the climate. The
adjustment to the Binder PG Grade is given in Table 3.2 (reproduced from Asphalt
Institute’s Superpave Series No. 2)
Table 3.2: Binder Selection on the basis of Traffic Speed and Traffic Level
Adjustment to Binder PG Grade
Traffic Loading Rate Design ESALs (million)
Standing Slow Standard
< 0.3 -(1)
0.3 to < 3 2 1
3 to < 10 2 1
10 to < 30 2 1 -(1)
≥ 30 2 1 1
1. Consideration should be given to increasing the high temperature grade by one grade equivalent.
39
Anderson et al.(1995) showed that the pavement performance cannot be guaranteed by
the conservative binder selection. Performance of the road against fatigue cracking is
significantly affected by the pavement structure and the traffic. Whereas rutting is greatly
influenced by the aggregate properties. The cracking of the pavement at low temperature
is significantly related to the binder properties. Therefore, while selecting binders, a
compromise has to be made among various factors.
3.3 Volumetric Properties of Superpave Mixes
The volumetric properties of Superpave mixes are air voids, voids in mineral aggregates
and void filled with asphalt. The volumetric component diagram of HMA is shown in
Figure 3.10. These properties indicate the performance of the Superpave mixes in the
field. The volumetric properties are usually determined from the Superpave gyratory
compactor test specimens by simulating the effect of traffic on an asphalt pavement.
Figure 3.10: Component Diagram of Compacted HMA Specimen
40
3.3.1 Percent VMA in compacted Paving Mixture
Asphalt Institute in Superpave Series No. 2 defines the intergranular void space between
the aggregate particles in a compacted paving mixture. It includes the air voids and the
effective asphalt content, expressed as a percent of the total volume as Percent Void in
Mineral Aggregates (VMA). The objective is to furnish enough space for asphalt binder
so as to provide adequate adhesion required to bind the aggregate but without bleeding as
the asphalt expands on the rise of temperature. It is calculated by subtracting the
aggregate volume determined by its bulk specific gravity from bulk volume of the
compacted paving mixtures so we can say that VMA is expressed as a percentage of the
bulk volume of the compacted paving mixture.
For mix composition determined on the basis of percent by mass of total mixture:
Solaimanian, M ,Kennedy, T. W , Anderson, R. M.,. and. McGennis, R.B.,1995. Background
Of Superpave Asphalt Mixture Design & Analysis. Publication No. FHWA-SA-95-003.
143
National Asphalt Training Center Demonstration Project 101.
Sousa, J. B., and Chan, C. K. 1991. Computer Application in the Geotechnical Laboratories
of the University of California at Berkeley. Prepared for Presentation to the Geotechnical
Engineering Congress, American Society of Civil Engineers (ASCE).
Sousa, J. B., Craus, J. and Monismith, C. L. Summary Report on Permanent Deformation in
Asphalt Concrete. SHRP-A/IR-91-104.
Swami, B. L., Mehta, Y. A. and Bose, S. 2004. A Comparison of the Marshall and Superpave
Design Procedure for Materials Sourced in India. Journal of Pavement Engineering v. 5(3),
p. 163-173.
Tarefder, R.A., Zaman, M. and Hobson, K. 2003. A Laboratory and Statistical Evaluation of
Factors Affecting Rutting v. 4(I), p 59-68.
Tayfur, S., Ozen, H. and Aksoy, A. 2007. Investigation of rutting performance of asphalt
mixtures contining polymer modifiers. Construction and Building Materials v. 21, p 328-
227.
Tiki Tar Products. 2008. Report on CRMB. India.
Uge, P., and Van de Loo, P. J. 1974. Permanent Deformation of Asphalt Mixes,
Koninklijke/Shell-Laboratorium. Amsterdam.
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145
ABBREVIATIONS AASHO American Association Of State Highway Officials AASHTO American Association Of State Highway And Transportation
Officials APA Asphalt Pavement Analyzer ARL Attock Oil Refinery Limited Rawalpindi ASTM American Society For Testing Materials BBR Bending Beam Rheometer DSR Dynamic Shear Rheometer DTT Direct Tension Tester FHWA Federal Highway Authority FRT French Road Tester Gmb Bulk Specific Gravity of Compacted Mixture Gmm Maximum Specific Gravity of Paving Mixture Gsb Aggregate Bulk Specific Gravity GTR Ground Tyre Rubber HMA Hot Mix Asphalt HWTD Hamburg Wheel-Tracking Device K-ATL Kansas Accelerated Testing Laboratory KDOT Kansas Department of Transportation Kpa Kilo Pascal Mpa Mega Pascal Mr Modulous Of Resilience NCHRP National Cooperative Highway Research Program NHA National Highway Authority Pakistan PAV Pressure Aging Vessel PG Performance Grade PMB Polymer Modified Bitumen PTI Pennsylvania Transport Institute RTFO Rolling Thin Film RV Rotational Viscometer SHRP Strategic Highway Research Program SMA Stone Mastic Asphalt SUPERPAVE Superior Performing Pavements USDOT United States Department of Transportation UTM-5P Universal Testing Machine -5 Pulse Va Air Voids VFA Voids Filled with Asphalt VMA Voids in Mineral Aggregates VMB Bulk Volume of Paving Mix VMM Void Less Volume of Paving Mix WSDOT Washington State Department of Transportation
146
Annexure A
147
Table A.1: Air Temperature Data for Dalbandin Station Dalbandin
Daily Maximum Daily Minimum
Sr.No. Year Temperature (˚C) Month Temperature (˚C) Month
1 1987 42.30 August 1.8 Jan
2 1988 44.00 June 2.7 Jan
3 1989 42.60 June -0.80 Jan
4 1990 43.50 July 4.10 Dec
5 1991 43.50 July 3.90 Jan
6 1992 43.10 June 2.20 Jan
7 1993 42.80 July 2.30 Dec
8 1994 43.00 June 2.30 Dec
9 1995 42.50 July 1.30 Jan
10 1996 42.20 July 1.00 Dec
11 1997 44.00 July 2.60 Jan
12 1998 44.20 July 4.50 Jan
13 1999 43.60 July 1.90 Dec
14 2000 43.10 May 2.30 Jan
15 2001 48.50 May -0.70 Jan
16 2002 44.10 June
17 2003 43.60 June
18 2004 43.70 July 0.90 Dec
19 2005 45.00 July 0.60 Dec
20 2006 44.80 July -0.50 Jan
Table A.1a: Maximum Pavement Temperature for Dalbandin
Maximum Pavement Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 66.79
T air Seven Days Average Maximum air Temperature in °C 44.943
Lat The Geographical Latitude of Project in Degrees 28°-54' 28.90
Table A.1b: Minimum Pavement Temperature for Dalbandin
Minimum Pavement Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 1.01
Tair Minimum air temperature -0.80
148
Table A.2: Air Temperature Data for Hyderabad
Station Hyderabad
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 41.40 June 11.60 Jan
2 1988 42.90 May 12.80 Jan
3 1989 41.20 May 10.50 Jan
4 1990 40.20 May 13.20 Jan
5 1991 41.60 June 10.90 Jan
6 1992 41.50 May 11.60 Jan
7 1993 41.20 May 8.50 Dec
8 1994 42.10 May 11.60 Jan
9 1995 42.20 May 11.30 Jan
10 1996 41.10 May 12.00 Dec
11 1997 39.50 May 10.50 Jan
12 1998 41.50 May 11.80 Jan
13 1999 40.60 April 12.10 Jan
14 2000 40.60 April 11.60 Jan
15 2001 40.30 May 10.10 Jan
16 2002 42.60 May 10.70 Jan
17 2003 41.20 May 11.60 Jan
18 2004 41.70 May 11.40 Jan
19 2005 41.20 May 10.60 Jan
20 2006 41.80 May 10.30 Jan Table A.2a: Maximum Pavement Temperature for Hyderabad
Maximum Temperature
T20mm = [Tair -.00618 Lat2 + .2289 Lat + 42.2] x .9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 64.46
T air Seven Days Average Maximum air Temperature in °C 42.129
Lat The Geographical Latitude of Project in Degrees 25°-23' 25.39
Table A.2b: Minimum Pavement Temperature for Hyderabad
Minimum Temperature
Tpav = .859 Tair +1.7
Tpav Minimum Pavement temperature 9.00
Tair Minimum air temperature 8.50
149
Table A.3: Air Temperature Data for Jacobabad
Station Jacobabad Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 44.50 June 6.40 Dec
2 1988 46.80 May 8.00 Jan
3 1989 43.40 June 7.00 Jan
4 1990 44.50 May 8.00 Dec
5 1991 46.20 June 7.10 Jan
6 1992 47.30 June 8.20 Jan
7 1993 45.60 May 7.90 Dec
8 1994 44.90 My 7.30 Jan
9 1995 45.50 June 9.10 Jan
10 1996 43.40 June 5.20 Dec
11 1997 41.70 June 5.90 Jan
12 1998 43.70 June 8.20 Dec
13 1999 44.00 May 8.30 Dec
14 2000 45.30 May 7.10 Jan
15 2001 45.20 May 6.60 Jan
16 2002 46.60 May 7.70 Jan
17 2003 46.00 June 8.50 Jan
18 2004 44.50 May 9.60 Jan
19 2005 44.70 June 7.10 Dec
20 2006 46.00 June 6.60 Jan
Table A.3a: Maximum Pavement Temperature for Jacobabad
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 68.21
Tair Seven Days Average Maximum air Temperature in °C 46.357
Lat The Geographical Latitude of Project in Degrees 28°-17' 28.28 Table A.3b: Minimum Pavement Temperature for Jacobabad
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 6.17
Tair Minimum air temperature 5.20
150
Table A.4: Air Temperature Data for Karachi
Station Karachi
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 36.30 October 9.40 Jan
2 1988 36.10 June 11.70 Jan
3 1989 36.40 May 10.60 Jan
4 1990 35.50 October 10.70 Dec
5 1991 36.40 October 9.00 Jan
6 1992 36.20 May 11.00 Jan
7 1993 36.50 October 12.50 Dec
8 1994 36.40 June 11.40 Jan
9 1995 36.90 May 11.40 Jan
10 1996 35.90 June 10.30 Jan
11 1997 34.50 June 11.20 Jan
12 1998 36.60 May 12.70 Jan
13 1999 36.70 October 12.40 Jan
14 2000 35.90 October 12.50 Jan
15 2001 36.00 October 11.50 Jan
16 2002 36.50 October 12.80 Jan
17 2003 37.00 October 12.00 Dec
18 2004 36.80 May 12.90 Jan
19 2005 36.10 June 12.30 Jan
20 2006 35.40 June 11.70 Jan
Table A.4a: Maximum Pavement Temperature for Karachi
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 59.33
Tair Seven Days Average Maximum air Temperature in °C 36.714
Lat The Geographical Latitude of Project in Degrees 24°-53' 24.88 Table A.4b: Minimum Pavement Temperature for Karachi
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 9.43
Tair Minimum air temperature 9.00
151
Table A.5: Air Temperature Data for Lassbella
Station Lassbella
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 42.00 June 8.40 Dec
2 1988 42.90 June 10.30 Jan
3 1989 41.50 May 8.60 Jan
4 1990 41.20 May 9.90 Dec
5 1991 43.50 June 8.00 Jan
6 1992 42.90 June 8.90 Jan
7 1993 42.40 May 8.70 Dec
8 1994 42.70 June 8.30 Jan
9 1995 43.30 May 10.30 Jan
10 1996 40.90 June 8.80 Dec
11 1997 39.70 July 8.60 Jan
12 1998 42.20 June 9.90 Jan
13 1999 41.60 May 9.30 Jan
14 2000 41.00 June 8.10 Dec
15 2001 40.90 May 7.10 Jan
16 2002 42.90 May 7.70 Jan
17 2003 41.20 June 7.50 Dec
18 2004 42.60 May 7.90 Jan
19 2005 41.00 June 9.80 Jan
20 2006 42.50 June 8.60 Jan
Table A.5a: Maximum Pavement Temperature for Lassbella
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 65.31
Tair Seven Days Average Maximum air Temperature in °C 42.971
Lat The Geographical Latitude of Project in Degrees 24°-44' 24.73
Table A.5b: Minimum Pavement Temperature for Lasbella
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 7.80
Tair Minimum air temperature 7.10
152
Table A.6: Air Temperature Data for Nawabshah
Station Nawabshah
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 43.80 June 5.90 Dec
2 1988 45.80 May 7.70 Jan
3 1989 43.10 May 5.00 Jan
4 1990 44.20 May 8.50 Dec
5 1991 45.10 June 6.20 Jan
6 1992 46.20 June 7.50 Jan
7 1993 44.90 May 7.50 Dec
8 1994 45.10 May 7.30 Jan
9 1995 45.30 June 6.70 Jan
10 1996 43.10 June 4.80 Dec
11 1997 42.00 June 5.30 Jan
12 1998 44.70 June 7.10 Jan
13 1999 43.80 June 6.60 Jan
14 2000 45.10 June 5.60 Jan
15 2001 45.40 May 5.40 Jan
16 2002 47.80 May 6.40 Jan
17 2003 45.70 June 6.70 Jan
18 2004 45.10 May 7.50 Jan
19 2005 44.30 June 4.90 Jan
20 2006 46.40 May 4.50 Jan
Table A.6a: Maximum Pavement Temperature for Nawabshah
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 68.16
T air Seven Days Average Maximum air Temperature in °C 46.086
Lat The Geographical Latitude of Project in Degrees 26°-15' 26.25 Table A.6b: Minimum Pavement Temperature for Nawabshah
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 5.57
Tair Minimum air temperature 4.50
153
Table A.7: Air Temperature Data for Nokkundi
Station Nokkundi
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 43.00 August 4.80 Jan
2 1988 44.80 June 4.50 Jan
3 1989 44.40 June 1.20 Jan
4 1990 45.50 June 6.00 Dec
5 1991 44.00 July 5.30 Jan
6 1992 44.10 June 2.90 Jan
7 1993 43.50 June 3.40 Dec
8 1994 44.20 June 3.00 Jan
9 1995 42.40 July 4.40 Dec
10 1996 41.90 June 3.10 Dec
11 1997 44.50 July 3.80 Jan
12 1998 43.80 July 5.40 Jan
13 1999 43.60 June 4.00 Dec
14 2000 44.00 May 5.70 Jan
15 2001 43.40 July 3.00 Jan
16 2002 44.00 June 6.20 Jan
17 2003 43.30 June 5.50 Dec
18 2004 42.90 June 7.30 Dec
19 2005 44.00 July 5.40 Dec
20 2006 43.70 June 3.00 Jan
Table A.7a: Maximum Pavement Temperature for Nokkundi
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 66.37
T air Seven Days Average Maximum air Temperature in °C 44.500
Lat The Geographical Latitude of Project in Degrees 28°-50' 28.83 Table A.7b: Minimum Pavement Temperature for Nokkundi
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 2.73
Tair Minimum air temperature 1.20
154
Table A.8: Air Temperature Data for Pasni
Station Pasni
Sr.No. Year Daily Maximum Daily Minimum Temperature(˚C) Month Temperature(˚C) Month
1 1987 37.20 May 10.30 Jan
2 1988 36.80 June 12.90 Dec
3 1989 37.00 May 11.00 Jan
4 1990 35.40 May 10.80 Dec
5 1991 36.40 June 11.40 Jan
6 1992 36.10 June 11.50 Jan
7 1993 38.00 May 13.40 Dec
8 1994 34.80 May 11.30 Jan
9 1995 35.90 May 12.80 Jan
10 1996 35.40 June 10.90 Jan
11 1997 34.60 June 11.40 Jan
12 1998 35.80 June 12.10 Dec
13 1999 35.50 October 11.90 Jan
14 2000 34.40 May 11.40 Jan
15 2001 35.00 October 10.30 Jan
16 2002 35.20 May 12.70 Jan
17 2003 35.80 June 12.90 Jan
18 2004 36.60 May 15.00 Dec
19 2005 35.20 June 13.30 Jan
20 2006 35.10 June 11.10 Jan
Table A.8a: Maximum Pavement Temperature for Pasni
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 59.45
T air Seven Days Average Maximum air Temperature in °C 36.871
Lat The Geographical Latitude of Project in Degrees 25°-16' 25.27
Table A.8b: Minimum Pavement Temperature for Pasni
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 10.55
Tair Minimum air temperature 10.30
155
Table A.9: Air Temperature Data for Quetta
Station Quetta
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 35.50 July -3.50 Dec
2 1988 37.20 July -1.80 Jan
3 1989 35.3 June -4.00 Jan
4 1990 37.30 July -2.00 Dec
5 1991 37.10 July -1.10 Jan
6 1992 35.90 July -0.50 Jan
7 1993 35.60 July -3.20 Dec
8 1994 36.30 June -3.50 Jan
9 1995 36.20 July -2.40 Jan
10 1996 36.10 July -4.70 Dec
11 1997 37.80 July -2.90 Jan
12 1998 37.60 July -2.10 Dec
13 1999 37.00 July -1.50 Jan
14 2000 36.40 July -2.30 Jan
15 2001 37.40 July -5.00 Jan
16 2002 36.30 June -1.40 Jan
17 2003 35.70 July -2.60 Dec
18 2004 36.00 July -0.20 Dec
19 2005 37.60 July -4.30 Dec
20 2006 37.90 July 0.10 Dec
Table A.9a: Maximum Pavement Temperature for Quetta Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 59.55
T air Seven Days Average Maximum air Temperature in °C 37.543
Lat The Geographical Latitude of Project in Degrees 30°-12' 30.20 Table A.9b: Minimum Pavement Temperature for Quetta
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C Tpav Minimum Pavement temperature -2.60 Tair Minimum air temperature -5.00
156
Table A.10: Air Temperature Data for Rohri
Station Rohri
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 34.30 June 5.70 Jan
2 1988 44.00 June 8.10 Dec
3 1989 43.00 June 4.90 Jan
4 1990 43.00 May 6.10 Dec
5 1991 44.60 June 5.20 Jan
6 1992 44.90 June 8.90 Dec
7 1993 43.90 May 7.10 Jan
8 1994 43.70 May 7.10 Jan
9 1995 45.10 June 9.30 Jan
10 1996 42.50 June 7.50 Jan
11 1997 41.50 June 7.50 Jan
12 1998 43.60 May 6.80 Jan
13 1999 43.50 June 8.20 Dec
14 2000 44.40 May 8.10 Jan
15 2001 44.60 May 8.20 Jan
16 2002 45.90 May 8.50 Jan
17 2003 44.90 June 8.90 Jan
18 2004 44.50 June 9.50 Jan
19 2005 43.50 June 8.20 Dec
20 2006 44.90 May 8.70 Jan
Table A.10a: Maximum Pavement Temperature for Rohri
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 66.97
T air Seven Days Average Maximum air Temperature in °C 44.986
Lat The Geographical Latitude of Project in Degrees 27°-41' 27.68 Table A.10b: Minimum Pavement Temperature for Rohri
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 5.91
Tair Minimum air temperature 4.90
157
Table A.11: Air Temperature Data for Sibbi
Station Sibbi
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 45.30 June 5.0 Dec
2 1988 48.40 June 5.7 Jan
3 1989 44.00 June 4.70 Jan
4 1990 44.60 May
5 1991 46.20 June
6 1992 46.60 June
7 1993 44.80 May 8.1 Dec
8 1994 45.00 June 7.1 Jan
9 1995 46.50 June 6.1 Jan
10 1996 44.90 June 6.7 Dec
11 1997 41.70 June 6.7 Jan
12 1998 45.40 June 7.7 Jan
13 1999 45.80 June 6.5 Dec
14 2000 45.90 May 6.6 Jan
15 2001 46.40 May 5.0 Jan
16 2002 47.60 May 7.7 Jan
17 2003 46.70 June 7.2 Dec
18 2004 45.80 June 7.9 Jan
19 2005 45.00 June 5.4 Dec
20 2006 45.80 May 5.6 Jan
Table A.11a: Maximum Pavement Temperature for Sibbi
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 68.58
T air Seven Days Average Maximum air Temperature in °C 46.914
Lat The Geographical Latitude of Project in Degrees 29°-33' 29.55 Table A.11b: Minimum Pavement Temperature for Sibbi
Minimum Temperature Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 5.74
Tair Minimum air temperature 4.70
158
Table A.12: Air Temperature Data for Zhob
Station Zhob
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 37.50 July -1.20 Jan
2 1988 37.80 June 0.30 Dec
3 1989 35.30 June -3.70 Jan
4 1990 -1.60 Jan
5 1991 38.30 July 0.10 Jan
6 1992 36.90 June 1.20 Jan
7 1993 36.90 June -2.40 Jan
8 1994 37.50 June 2.50 Feb
9 1995 37.90 June -1.70 Dec
10 1996 37.60 June -6.50 Dec
11 1997 37.70 July -7.40 Jan
12 1998 35.60 June -0.10 Jan
13 1999 37.80 July 1.50 Jan
14 2000 36.70 July 1.00 Jan
15 2001 37.00 June 1.50 Jan
16 2002 38.00 July -0.80 Jan
17 2003 37.50 June 0.70 Dec
18 2004 38.10 July -1.90 Dec
19 2005 42.30 July -1.90 Jan
20 2006 38.00 July -1.90 Dec
Table A.12a: Maximum Pavement Temperature for Zhob
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 60.42
T air Seven Days Average Maximum air Temperature in °C 38.629
Lat The Geographical Latitude of Project in Degrees 31°-21' 31.35 Table A.12b: Minimum Pavement Temperature for Zhob
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature -4.66
Tair Minimum air temperature -7.40
159
Table A.13: Air Temperature Data for Astor
Station Astor
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 27.20 August -10.40 Jan
2 1988 27.40 July -4.90 Jan
3 1989 23.90 July -9.50 Jan
4 1990 28.50 July -4.10 Jan
5 1991 27.10 August -11.20 Jan
6 1992 27.10 August -5.30 Jan
7 1993 25.60 August -8.20 Jan
8 1994 28.90 August -5.00 Jan
9 1995 28.10 August -12.10 Jan
10 1996 26.70 August -9.50 Jan
11 1997 26.50 August -5.90 Jan
12 1998 28.30 July -6.70 Jan
13 1999 27.60 July -4.00 Jan
14 2000 26.40 July -7.00 Jan
15 2001 27.70 July -6.00 Jan
16 2002 27.70 August -12.00 Jan
17 2003 28.20 July -5.90 Dec
18 2004 26.10 July -5.80 Jan
19 2005 27.10 August -7.80 Jan
20 2006 29.30 July -6.40 Jan
Table A.13a: Maximum Pavement Temperature for Astor
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 49.98
T air Seven Days Average Maximum air Temperature in °C 28.429
Lat The Geographical Latitude of Project in Degrees 35°-22' 35.37 Table A.13b: Minimum Pavement Temperature for Astor
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature -8.69
Tair Minimum air temperature -12.10
160
Table A.14: Air Temperature Data for Bahawalpur
Station Bahawalpur
Daily Maximum Daily Minimum
Sr.No. Year Temperature (˚C) Month Temperature(˚C) Month
1 1987 41.80 June 5.60 Dec
2 1988 43.90 May 7.00 Jan
3 1989 41.40 May 5.30 Jan
4 1990 41.90 May 7.20 Dec
5 1991 43.20 June 5.30 Jan
6 1992 44.50 June 6.20 Jan
7 1993 43.30 May 6.20 Jan
8 1994 43.30 June 6.20 Jan
9 1995 43.60 June 5.50 Jan
10 1996 40.50 June 4.70 Dec
11 1997 40.10 June 5.60 Jan
12 1998 42.90 June 5.40 Jan
13 1999 41.70 May 6.70 Jan
14 2000 43.00 May 6.00 Jan
15 2001 42.90 May 4.90 Jan
16 2002 44.50 May 5.70 Jan
17 2003 43.00 June 5.50 Jan
18 2004 42.40 June 7.80 Jan
19 2005 43.00 June 5.40 Dec
20 2006 43.60 May 8.30 Dec
Table A.14a: Maximum Pavement Temperature for Bahawalpur
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 65.65
T air Seven Days Average Maximum air Temperature in °C 43.814
Lat The Geographical Latitude of Project in Degrees 29°-24' 29.40 Table A.14b: Minimum Pavement Temperature for Bahawalpur
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 5.74
Tair Minimum air temperature 4.70
161
Table A.15: Air Temperature Data for Balakot
Station Balakot
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 35.80 July 1.10 Jan
2 1988 36.50 June 4.00 Jan
3 1989 36.30 June 1.30 Jan
4 1990 37.40 June 2.60 Dec
5 1991 36.10 June 0.70 Jan
6 1992 35.50 June 2.90 Jan
7 1993 33.90 June 2.30 Jan
8 1994 35.20 June 4.30 Jan
9 1995 36.10 June 1.70 Jan
10 1996 32.00 July 2.60 Jan
11 1997 31.20 July 2.30 Jan
12 1998 34.10 June 2.90 Jan
13 1999 35.40 June 2.70 Dec
14 2000 35.40 May 2.90 Dec
15 2001 33.90 May 0.80 Jan
16 2002 35.00 June 1.60 Jan
17 2003 35.20 June 2.80 Jan
18 2004 32.30 July 3.10 Jan
19 2005 35.50 June 0.10 Dec
20 2006 34.30 June 1.30 Jan
Table A.15a: Maximum Pavement Temperature for Balakot
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 58.84
T air Seven Days Average Maximum air Temperature in °C 36.243
Lat The Geographical Latitude of Project in Degrees 25°-23' 25.38 Table A.15b: Minimum Pavement Temperature for Balakot
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 1.79
Tair Minimum air temperature 0.10
162
Table A.16: Air Temperature Data for Chitral
Station Chitral
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 35.20 August -0.30 Jan
2 1988 37.00 July 0.30 Jan
3 1989 34.50 July -1.10 Jan
4 1990 37.10 July -0.80 Jan
5 1991 35.30 July -2.00 Jan
6 1992 35.30 July -0.90 Jan
7 1993 35.10 July -1.10 Jan
8 1994 37.10 July -0.20 Jan
9 1995 37.00 July -1.10 Jan
10 1996 35.30 July -0.90 Dec
11 1997 37.40 July -2.10 Jan
12 1998 36.60 July -1.90 Jan
13 1999 36.70 July 0.20 Dec
14 2000 35.70 July -0.20 Jan
15 2001 37.10 July -0.60 Jan
16 2002 36.30 July 0.50 Dec
17 2003 37.20 July -1.80 Dec
18 2004 35.90 July -1.00 Jan
19 2005 36.40 July -0.70 Dec
20 2006 37.30 July -1.80 Jan
Table A.16a: Maximum Pavement Temperature for Chitral
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 58.24
T air Seven Days Average Maximum air Temperature in °C 37.171
Lat The Geographical Latitude of Project in Degrees 35°-50' 35.83 Table A.16b: Minimum Pavement Temperature for Chitral
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature -0.10
Tair Minimum air temperature -2.10
163
Table A.17: Air Temperature Data for Dera Ismail Khan
Station Dera Ismail Khan
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 41.00 June 5.1 Dec
2 1988 42.30 June 6.2 Jan
3 1989 40.70 June 4.6 Jan
4 1990 41.70 June 6.2 Dec
5 1991 41.20 June 4.9 Jan
6 1992 40.90 June 6.3 Jan
7 1993 40.50 June 4.6 Jan
8 1994 41.30 June 5.3 Jan
9 1995 41.90 June 4.7 Jan
10 1996 39.90 June 2.6 Dec
11 1997 39.50 July 3.3 Jan
12 1998 41.70 June 3.8 Dec
13 1999 41.20 June 4.4 Jan
14 2000 42.20 May 5.3 Jan
15 2001 41.40 May 5.2 Jan
16 2002 42.00 May 4.9 Jan
17 2003 42.60 June 3.5 Jan
18 2004 40.20 May 5.3 Jan
19 2005 42.20 June 2.10 Dec
20 2006 41.70 May 4.1 Jan
Table A.17a: Maximum Pavement Temperature for Dera Ismail Khan
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 63.69
T air Seven Days Average Maximum air Temperature in °C 42.129
Lat The Geographical Latitude of Project in Degrees 31°-50' 31.83 Table A.17b: Minimum Pavement Temperature for Dera Ismail Khan
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 3.50
Tair Minimum air temperature 2.10
164
Table A.18: Air Temperature Data for Dir
Station Dir
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 32.20 July -2.10 Dec
2 1988 32.40 June -3.10 Dec
3 1989 32.50 June -7.20 Jan
4 1990 33.00 June -4.50 Dec
5 1991 32.80 June -4.70 Jan
6 1992 31.50 June -1.10 Jan
7 1993 32.70 June -2.70 Jan
8 1994 33.90 June -1.10 Dec
9 1995 34.10 June -4.30 Jan
10 1996 31.80 June -3.10 Dec
11 1997 32.20 July -2.90 Jan
12 1998 31.70 July -2.30 Jan
13 1999 33.50 June -2.00 Dec
14 2000 32.70 June -1.70 Jan
15 2001 31.70 June -2.20 Jan
16 2002 33.00 July -2.10 Jan
17 2003 33.50 June -1.10 Jan
18 2004 32.20 June 0.50 Jan
19 2005 33.30 June -1.50 Dec
20 2006 33.40 June -1.60 Dec
Table A.18a: Maximum Pavement Temperature for Dir
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 54.88
T air Seven Days Average Maximum air Temperature in °C 33.529
Lat The Geographical Latitude of Project in Degrees 35°-12' 35.20 Table A.18b: Minimum Pavement Temperature for Dir
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature -4.48
Tair Minimum air temperature -7.20
165
Table A.19: Air Temperature Data for Faisalabad
Station Faisalabad
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 40.10 June 4.30 Dec
2 1988 42.00 May 6.00 Jan
3 1989 39.70 May 4.50 Jan
4 1990 40.90 June 6.00 Dec
5 1991 40.60 July 4.40 Jan
6 1992 41.00 June 6.30 Jan
7 1993 41.10 June 4.60 Jan
8 1994 42.50 June 4.90 Jan
9 1995 41.90 June 4.40 Jan
10 1996 38.10 May 3.10 Dec
11 1997 38.60 June 3.50 Jan
12 1998 40.80 June 3.90 Jan
13 1999 40.60 May 5.80 Dec
14 2000 41.90 May 4.80 Jan
15 2001 41.10 May 4.30 Jan
16 2002 41.60 May 4.60 Jan
17 2003 41.90 June 5.00 Jan
18 2004 39.50 May 6.60 Jan
19 2005 41.90 June 3.20 Dec
20 2006 41.30 May 4.40 Jan
Table A.19a: Maximum Pavement Temperature for Faisalabad
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 63.59
T air Seven Days Average Maximum air Temperature in °C 41.957
Lat The Geographical Latitude of Project in Degrees 31°-25' 31.42 Table A.19b: Minimum Pavement Temperature for Faisalabad
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 4.36
Tair Minimum air temperature 3.10
166
Table A.20: Air Temperature Data for Gilgit
Station Gilgit
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 36.20 August -4.60 Jan
2 1988 37.60 July -1.80 Dec
3 1989 33.00 June -3.70 Jan
4 1990 38.60 July -2.10 Dec
5 1991 36.10 August -3.10 Jan
6 1992 36.00 July -2.00 Dec
7 1993 34.60 August -3.60 Jan
8 1994 38.20 July -1.80 Dec
9 1995 36.90 July -5.50 Jan
10 1996 35.80 August -5.70 Dec
11 1997 39.70 July -4.30 Jan
12 1998 38.20 July -4.50 Dec
13 1999 37.80 July -6.80 Dec
14 2000 35.30 August -4.00 Jan
15 2001 37.20 July -5.60 Jan
16 2002 36.10 August -4.60 Jan
17 2003 38.20 July -3.20 Dec
18 2004 34.70 July 0.00 Jan
19 2005 35.90 August -6.00 Jan
20 2006 36.80 July -2.50 Dec
Table A.20a: Maximum Pavement Temperature for Gilgit
Maximum Temperature T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 59.33
T air Seven Days Average Maximum air Temperature in °C 38.329
Lat The Geographical Latitude of Project in Degrees 35°-54' 35.90 Table A.20b: Minimum Pavement Temperature for Gilgit
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature -4.14
Tair Minimum air temperature -6.80
167
Table A.21: Air Temperature Data for Islamabad
Station Islamabad
Daily Maximum Daily Minimum
Sr. No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 39.00 July 2.90 Jan
2 1988 38.60 June 4.60 Dec
3 1989 38.90 June 2.50 Jan
4 1990 39.50 June 4.90 Dec
5 1991 37.90 June 2.90 Jan
6 1992 38.40 June 5.20 Jan
7 1993 38.10 June 3.00 Jan
8 1994 40.10 June 4.40 Jan
9 1995 40.70 June 2.40 Jan
10 1996 36.00 June 1.20 Dec
11 1997 36.30 June 2.10 Jan
12 1998 38.70 June 3.20 Dec
13 1999 39.10 June 3.60 Dec
14 2000 39.90 June 4.00 Jan
15 2001 34.40 May 2.10 Jan
16 2002 39.00 June 3.00 Jan
17 2003 39.40 June 1.80 Jan
18 2004 36.70 June 5.10 Jan
19 2005 39.90 June 2.00 Dec
20 2006 37.80 June 3.80 Jan
Table A.21a: Maximum Pavement Temperature for Islamabad
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 61.15
T air Seven Days Average Maximum air Temperature in °C 39.800
Lat The Geographical Latitude of Project in Degrees 33°-43' 33.72 Table A.21b: Minimum Pavement Temperature for Islamabad
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 2.73
Tair Minimum air temperature 1.20
168
Table A.22: Air Temperature Data for Khanpur
Station Khanpur
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 42.60 June 4.60 Dec
2 1988 44.40 May 5.40 Jan
3 1989 41.90 May 4.20 Jan
4 1990 43.00 May 5.20 Dec
5 1991 43.90 June 4.40 Jan
6 1992 44.80 June 6.00 Jan
7 1993 43.70 May 4.20 Jan
8 1994 44.90 May 5.80 Jan
9 1995 44.10 June 3.30 Dec
10 1996 41.30 June 1.90 Jan
11 1997 40.50 June 1.90 Jan
12 1998 42.80 June 1.50 Jan
13 1999 41.90 June 1.90 Jan
14 2000 42.60 June 3.10 Dec
15 2001 43.20 May 3.60 Jan
16 2002 44.40 May 5.00 Jan
17 2003 43.10 June 4.30 Jan
18 2004 42.50 May 6.40 Jan
19 2005 42.50 June 3.20 Dec
20 2006 43.80 May 4.90 Jan
Table A.22a: Maximum Pavement Temperature for Khanpur
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 66.23
T air Seven Days Average Maximum air Temperature in °C 44.329
Lat The Geographical Latitude of Project in Degrees 28°-39' 28.65 Table A.22b: Minimum Pavement Temperature for Khanpur
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 2.99
Tair Minimum air temperature 1.50
169
Table A.23: Air Temperature Data for Kotli Station Kotli
Daily Maximum Daily Minimum Sr.No. Year Temperature (˚C) Month Temperature(˚C) Month
1 1987 37.30 July 4.60 Jan
2 1988 38.00 June 5.40 Dec
3 1989 38.30 June 4.20 Jan
4 1990 38.70 June 5.20 Dec
5 1991 37.80 June 4.40 Jan
6 1992 37.70 June 6.00 Jan
7 1993 38.50 June 4.20 Jan
8 1994 39.20 June 5.80 Jan
9 1995 40.10 June 3.30 Jan
10 1996 32.90 June 1.90 Dec
11 1997 34.70 June 1.90 Jan
12 1998 36.80 June 1.50 Dec
13 1999 38.20 May 1.90 Dec
14 2000 39.90 May 3.10 Jan
15 2001 37.90 May 3.60 Jan
16 2002 39.10 May 5.00 Jan
17 2003 38.90 June 4.30 Jan
18 2004 36.90 June 6.40 Jan
19 2005 40.00 June 3.20 Dec
20 2006 38.80 May 4.90 Jan
Table A.23a: Maximum Pavement Temperature for Kotli
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 60.76
T air Seven Days Average Maximum air Temperature in °C 39.357
Lat The Geographical Latitude of Project in Degrees 33°-32' 33.53 Table A.23b: Minimum Pavement Temperature for Kotli
Minimum Temperature Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 2.99
Tair Minimum air temperature 1.50
170
Table A.24: Air Temperature Data for Lahore
Station Lahore
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 40.80 June 7.30 Jan
2 1988 43.10 May 8.20 Dec
3 1989 40.30 May 6.40 Jan
4 1990 40.30 June 8.00 Dec
5 1991 49.30 June 6.40 Jan
6 1992 40.90 June 8.30 Jan
7 1993 41.10 May 6.70 Jan
8 1994 41.70 June 8.30 Jan
9 1995 41.70 June 6.60 Jan
10 1996 38.10 May 7.20 Dec
11 1997 36.70 June 7.30 Jan
12 1998 40.20 June 7.30 Jan
13 1999 39.40 May 8.90 Jan
14 2000 40.40 May 7.90 Jan
15 2001 40.00 May 6.60 Jan
16 2002 41.00 May 8.20 Jan
17 2003 39.80 June 6.60 Jan
18 2004 38.80 May 9.60 Jan
19 2005 40.50 June 7.00 Dec
20 2006 39.50 May 8.40 Jan
Table A.24a: Maximum Pavement Temperature for Lahore
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 64.26
T air Seven Days Average Maximum air Temperature in °C 42.686
Lat The Geographical Latitude of Project in Degrees 31°-34' 31.57 Table A.24b: Minimum Pavement Temperature for Lahore
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 7.20
Tair Minimum air temperature 6.40
171
Table A.25: Air Temperature Data for Multan
Station Multan
Daily Maximum Daily Minimum
Sr.No. Year Temperature (˚C) Month Temperature(˚C) Month
1 1987 41.80 June 4.80 Dec
2 1988 44.10 May 6.60 Jan
3 1989 41.00 June 4.00 Jan
4 1990 42.30 June 6.60 Dec
5 1991 43.10 June 4.40 Jan
6 1992 43.70 June 6.20 Jan
7 1993 43.10 May 5.90 Jan
8 1994 43.60 June 5.90 Jan
9 1995 43.60 June 5.40 Jan
10 1996 40.30 June 4.70 Dec
11 1997 40.20 June 4.90 Jan
12 1998 41.40 May 4.70 Jan
13 1999 42.20 May 6.60 Jan
14 2000 43.40 May 5.30 Jan
15 2001 43.20 May 5.30 Jan
16 2002 43.80 May 4.90 Jan
17 2003 43.50 June 6.00 Jan
18 2004 41.50 May 7.00 Jan
19 2005 42.80 June 3.90 Dec
20 2006 43.00 May 4.40 Jan
Table A.25a: Maximum Pavement Temperature for Multan
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 65.36
T air Seven Days Average Maximum air Temperature in °C 43.629
Lat The Geographical Latitude of Project in Degrees 30°-12' 30.20 Table A.25b: Minimum Pavement Temperature for Multan
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 5.05
Tair Minimum air temperature 3.90
172
Table A.26: Air Temperature Data for Murree
Station Murree
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 24.20 July 2.40 Jan
2 1988 24.80 May 2.20 Jan
3 1989 25.70 June -0.20 Jan
4 1990 26.40 June 1.80 Dec
5 1991 26.10 June 0.60 Jan
6 1992 26.00 June 2.10 Jan
7 1993 25.90 June -2.00 Jan
8 1994 28.00 June -3.50 Jan
9 1995 28.90 June -2.00 Jan
10 1996 24.80 June -2.10 Jan
11 1997 23.70 June 0.10 Dec
12 1998 26.60 June -2.00 Jan
13 1999 25.90 June -3.50 Jan
14 2000 25.40 June -5.30 Jan
15 2001 25.90 May -4.70 Jan
16 2002 26.20 May -4.80 Jan
17 2003 27.10 June -4.40 Jan
18 2004 24.30 July -4.00 Jan
19 2005 27.00 June -3.50 Jan
20 2006 26.80 May -3.40 Jan
Table A .26a: Maximum Pavement Temperature for Murree
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 49.14
T air Seven Days Average Maximum air Temperature in °C 27.257
Lat The Geographical Latitude of Project in Degrees 33°-55' 33.92 Table A .26b: Minimum Pavement Temperature for Murree
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature -2.85
Tair Minimum air temperature -5.30
173
Table A .27: Air Temperature Data for Muzaffarabad
Station Muzaffarabad
Daily Maximum Daily Minimum
Sr.No. Year Temperature (˚C) Month Temperature(˚C) Month
1 1987 38.00 July 3.10 Jan
2 1988 39.30 May 5.00 Dec
3 1989 37.60 June 3.00 Jan
4 1990 38.60 June 3.60 Dec
5 1991 37.60 June 2.50 Jan
6 1992 37.10 June 4.20 Jan
7 1993 38.00 June 3.10 Jan
8 1994 39.00 June 4.50 Jan
9 1995 39.90 June 2.70 Jan
10 1996 34.90 June 2.60 Jan
11 1997 34.50 June 2.60 Jan
12 1998 37.80 June 2.30 Dec
13 1999 38.80 June 3.50 Dec
14 2000 38.90 May 3.60 Jan
15 2001 37.60 May 2.50 Jan
16 2002 37.90 June 2.40 Jan
17 2003 38.70 June 2.80 Jan
18 2004 35.90 June 4.40 Jan
19 2005 37.00 June 3.30 Jan
20 2006 38.00 May 1.20 Jan
Table A .27a: Maximum Pavement Temperature for Muzaffarabad
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 60.29
T air Seven Days Average Maximum air Temperature in °C 39.029
Lat The Geographical Latitude of Project in Degrees 24°-24' 34.40 Table A .27b: Minimum Pavement Temperature for Muzaffarabad
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 2.73
Tair Minimum air temperature 1.20
174
Table A.28: Air Temperature Data for Parachinar
Station Parachinar
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 31.00 July -0.70 Jan
2 1988 30.90 June 0.10 Jan
3 1989 31.20 June -2.20 Jan
4 1990 31.30 June -0.20 Feb
5 1991 31.20 June -2.40 Jan
6 1992 30.40 June -2.90 Feb
7 1993 30.50 June -6.20 Jan
8 1994 32.10 June -3.10 Feb
9 1995 32.20 June -6.20 Jan
10 1996 30.10 June -6.50 Jan
11 1997 31.00 July -7.40 Jan
12 1998 30.70 July -8.70 Jan
13 1999 32.20 June -9.10 Jan
14 2000 31.10 June -7.50 Feb
15 2001 31.10 May -7.80 Jan
16 2002 31.60 June -7.60 Jan
17 2003 32.10 June -8.40 Jan
18 2004 30.10 July -6.80 Jan
19 2005 30.40 June -5.00 Jan
20 2006 30.10 July -5.80 Jan
Table A .28a: Maximum Pavement Temperature for Parachinaar
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 53.49
T air Seven Days Average Maximum air Temperature in °C 31.814
Lat The Geographical Latitude of Project in Degrees 33°-54' 33.90 Table A .28b: Maximum Pavement Temperature for Parachinaar
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature -6.12
Tair Minimum air temperature -9.10
175
Table A.29: Air Temperature Data for Peshawar Station Peshawar
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 40.50 July 4.20 Jan
2 1988 39.90 June 6.30 Jan
3 1989 40.90 June 3.80 Jan
4 1990 40.80 June 5.00 Dec
5 1991 40.00 June 3.40 Jan
6 1992 43.30 June 5.30 Jan
7 1993 40.10 June 3.00 Jan
8 1994 41.90 June 4.90 Jan
9 1995 42.70 June 2.60 Jan
10 1996 39.80 June 2.50 Dec
11 1997 38.60 June 2.70 Jan
12 1998 40.50 June 3.80 Jan
13 1999 42.30 June 4.60 Dec
14 2000 40.40 May 4.50 Jan
15 2001 39.60 May 3.90 Jan
16 2002 39.50 June 4.40 Jan
17 2003 41.00 June 5.20 Jan
18 2004 38.50 June 6.10 Jan
19 2005 40.80 June 3.80 Dec
20 2006 39.40 May 4.70 Jan
Table A.29a: Maximum Pavement Temperature for Peshawar
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 63.04
T air Seven Days Average Maximum air Temperature in °C 41.843
Lat The Geographical Latitude of Project in Degrees 34°-01' 34.02 Table A.29b: Minimum Pavement Temperature for Peshawar
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 3.85
Tair Minimum air temperature 2.50
176
Table A.30: Air Temperature Data for Sialkot
Station Sialkot
Daily Maximum Daily Minimum
Sr.No. Year Temperature(˚C) Month Temperature(˚C) Month
1 1987 40.20 June 5.2 Dec
2 1988 40.80 May 5.9 Dec
3 1989 38.80 June 3.6 Jan
4 1990 39.90 June 6.3 Jan
5 1991 38.70 June 5 Jan
6 1992 39.30 June 6.3 Dec
7 1993 40.00 June 4.5 Jan
8 1994 41.00 June 6.7 Jan
9 1995 42.10 June 4.3 Jan
10 1996 36.90 May 2.7 Dec
11 1997 37.00 June 2.50 Jan
12 1998 40.40 June 4.8 Jan
13 1999 39.30 May 5.4 Dec
14 2000 40.20 May 5.2 Dec
15 2001 39.40 May 4 Jan
16 2002 41.00 May 4.8 Dec
17 2003 40.30 June 4.7 Jan
18 2004 38.70 May 6.8 Jan
19 2005 41.20 June 3.1 Dec
20 2006 39.50 May 5.3 Jan
Table A.30a: Maximum Pavement Temperature for Sialkot
Maximum Temperature
T20mm = [Tair -0.00618 Lat2 + 0.2289 Lat + 42.2] x 0.9545 -17.78
T20mm Maximum Pavement Temperature @ Depth of 20 mm from the top of Pavement 62.48
T air Seven Days Average Maximum air Temperature in °C 40.971
Lat The Geographical Latitude of Project in Degrees 32°-30' 32.50 Table A.30b: Minimum Pavement Temperature for Sialkot
Minimum Temperature
Tpav = 0.859 Tair +1.7˚C
Tpav Minimum Pavement temperature 3.85
Tair Minimum air temperature 2.50
177
Annexure B
178
Table B1: Performance Based Requirements for Binder