United States Department of Transportation
i
Identification of Enhanced Moisture Susceptibility Testing for Asphalt Pavements
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2023-09-01
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[PDF-4.75 MB]
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Edition:Final Report
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Abstract:The Tensile Strength Ratio (TSR) test is the most widely used test by state agencies based on a survey and specification review. The next most widely used test is the Hamburg Wheel-Track Test (HWTT). The survey also found there has been a move from the TSR test to the HWTT by state agencies over the last 10 years. Limited TSR and HWTT testing for this project was inconclusive. Detachment or displacement of the binder from the aggregate was not visible on the TSR samples indicating other factors are affecting the tests. Potential factors could include PPA modified asphalt binder, dust, low AC content, porosity of the coarse aggregate, stripping of the fine aggregate, etc. LCCA evaluation showed the use of antistrip additives had a small impact on the cost of rehabilitation activities, and therefore it is justified to require the use of antistrip additives when the moisture susceptibility potential of the aggregates is unknown or when it is known the aggregates are susceptible to moisture. The following are the recommendations of the research team: • The TSR test may not be able to accurately capture the moisture susceptibility in the field. In addition, in Ohio, the correlation between contractor tested and ODOT tested TSR specimens for the same mix is low. The use of Supplement 1051 (AASHTO T 283) to determine moisture susceptibility should be discontinued. • It is recommended ODOT move forward with implementation of the HWTT AASHTO T 324-22 test procedure using 15,000 as the SIP limiting criterion. The ratio between the stripping slope and creep slope should be 2.0 or greater for the SIP to be valid. • In many cases, samples tested at 50°C exceeded 12.5 mm rutting limitations in fewer passes than the 15,000 SIP criteria. Therefore, a test temperature of 45°C is recommended. • The LCCA evaluation showed the use of antistrip additives had a small impact on the cost of rehabilitation activities ($704 per lane mile), and therefore it is justified to require the use of antistrip additives when the moisture susceptibility potential of the aggregates is unknown or when it is known the aggregates are susceptible to moisture.
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