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The document discusses several ongoing issues with the Superpave system for designing asphalt mixtures. There is debate around making the specifications for flat and elongated particles more stringent. Some agencies want to change from a 5:1 to 3:1 length-to-width ratio and increase the maximum allowed from 10% to 20%. However, the aggregate industry argues this is unnecessary and would increase costs. There is also discussion around increasing the minimum specification for fine aggregate angularity, though more research is still needed. Additionally, a new test method is being implemented for measuring coarse aggregate angularity, which replaces earlier SHRP recommendations.
The document discusses several ongoing issues with the Superpave system for designing asphalt mixtures. There is debate around making the specifications for flat and elongated particles more stringent. Some agencies want to change from a 5:1 to 3:1 length-to-width ratio and increase the maximum allowed from 10% to 20%. However, the aggregate industry argues this is unnecessary and would increase costs. There is also discussion around increasing the minimum specification for fine aggregate angularity, though more research is still needed. Additionally, a new test method is being implemented for measuring coarse aggregate angularity, which replaces earlier SHRP recommendations.
The document discusses several ongoing issues with the Superpave system for designing asphalt mixtures. There is debate around making the specifications for flat and elongated particles more stringent. Some agencies want to change from a 5:1 to 3:1 length-to-width ratio and increase the maximum allowed from 10% to 20%. However, the aggregate industry argues this is unnecessary and would increase costs. There is also discussion around increasing the minimum specification for fine aggregate angularity, though more research is still needed. Additionally, a new test method is being implemented for measuring coarse aggregate angularity, which replaces earlier SHRP recommendations.
zone was initially intended as a guide,it became more of a for- bidden zone when adopted by the vari- ous state agencies. By avoiding the restricted zone,mix designers are often more successful in achieving adequate VMA. While it is possi- ble to achieve an appropriate level of VMA with a mix that crosses the restricted zone,VMA specs are more readily achieved by avoiding it. It should be noted that mixes with gradations going above the restricted zone tend to be sandier than those with gradations below the zone. Current Issues Although the Superpave system has gained widespread support,there con- tinues to be discussion and research of a few issues. There is a desire among some user agencies for more stringent guidelines on flat,elongated particles. Specifically,some specifying agencies want to change the requirement from a 5:1 to 3:1 length-to-width ratio. Accompanying this change would be a change in the maximum criterion from 10 to 20 percent. Thus,the specifica- tion would require a maximum of 20 percent,3:1 ratio for coarse aggregate larger than 4.75 mm. Many in the aggregate industry are opposed to the change,claiming that it is unnecessary and would greatly increase the cost of production. There is currently little data to support the change, but the industry continues to gather information. A second issue now under discus- sion is the fine aggregate angularity specification. Some believe that the current minimum of 45 percent air voids in loosely compacted fine aggre- gateless than 2.36 mmis overly conservative for higher traffic volumes. Again,there are areas of the country where obtaining fine aggregates that meet this requirement is difficult. Research continues in this area,but it may be some time before a definite answer is found. Coarse aggregate angularity is also a current topic of interest,not because its importance is disputed,but because a new test method is being implemented. The SHRP researchers initially suggested that user agencies use standard Department of Transportation proce- dures to measure the coarse aggregate angularity equipment and similar testing techniques. Changes? Without a doubt,the Superpave aggregate specifications have caused changes within the aggregate industry. Those changes are varied,and they depend on location of the aggregate source. In addressing the issue of Superpave aggregate specifications,the question we must ask is: Have Superpave aggregate specifications improved HMA mixtures?The answer the asphalt industry gives to that ques- tions is: We believe they have. More time is needed,however,before the question will be answered in a defini- tive manner. It is possible to say that the Superpave system is working and that aggregates are a critical component of that system. We need more research to define and measure important aggre- gate characteristics. With better tests for aggregate selection,the aggregate supplier,mix designer and project owner,will all benefit. To properly meet aggregate specifications,produc- tion changes may also be needed. We should always consider local condi- tions and historical performance in the selection process. If the entire asphalt industry works together,the traveling public will reap large rewards.L Supe r pa ve Aggre ga t e Spe c i f i c a t i ons Supe r pa ve Aggre ga t e Spe c i f i c a t i ons Conti nued... B eginning with this issue, Asphalt Through the Ages will appear in each issue of Asphalt Magazine. This feature will chronicle the history of the pro- duction and use of asphalt through the ages using historical Asphalt Institute (AI) photographs and text. The industry would like to thank the AI members for supporting the effort to archive and place on CD ROM the thousands of historical asphalt indus- try photos. The archival process is a monumental task and will take some time to complete. So far,we have scanned and archived approximately 3,500 photos. Source Imaging of Lexington,Kentucky,is doing the work. Ancient Building Material Asphalt is one of the worlds oldest building materials. Its first use was in the building of the Tower of Babel. Noah used asphalt in building and sealing the Ark. Moses was saved from death by a basket lined with asphalt. Babylons King Nebuchadnezzar used asphalt as a road building material for processional roads leading from his palace in honor of the Babylonian gods 1 . One of the first uses of asphalt in U.S.road building was in 1872 in New Yorks Union Square. Today we use asphalt to improve our quality of life. We use it as a liner for drink- water reservoirs,for built-up roofing, to cap landfills and to build highways. Earliest AI Photos The earliest AI photos are in 1901 from a book given to the Institute by Juan Forster,formerly of Huntway Refining. The book is about the Globe Asphalt Company and Obispo brand solid and liquid asphalt. This solid rock asphalt mine was located in Goleta,California, with the mining works in Obispo, California. Globe asphalt was used to pave about 2 million square yards of road.L By Mike Sonnenberg, Asphalt Institute Computer Systems Administrator Asphalt Thr ough the Ages Deposit Number 5 at the Goleta, California, mine. The asphalt works in Obispo, California, processed the asphalt. October 15, 1902. Humphrey Avenue in Oak Park, Illinois, was paved with Obispo asphalt in November 1901. 1. Bituminous Substances, Percy Edwin Spielmann, D. Van Nostrand Company, 1925. Chapter 1, pages 5-6. Michigan Avenue in Chicago, Illinois, was paved with Obispo asphalt. We need more research to define and measure important aggregate characteristics.