TR 538

Approved 2002-10

SUPERPAVE TEST METHODS FOR ASPHALT

Procedure for DSR testing

Leif Baklkk
Randi Skoglund
Bjrn Kalman
Petri Peltonen

Published by Nordtest
Tekniikantie 12
FIN02150 Espoo
Finland

Phone: + 358 9 455 4600

E-mail: nordtest@nordtest.org

Fax: + 358 9 455 4272

Internet: www.nordtest.org

NT TECHN REPORT 538

Approved 2002-10
Authors:
Leif Baklkk1
Randi Skoglund1
Bjrn Kalman2
Petri Peltonen3
Title (English):

NORDTEST project number: 1535-01

Institution:
SINTEF, Norway, 2) VTI, Sweden, 3) VTT, Finland

1)

Superpave test methods for asphalt - Procedure for DSR testing

Title (Original):
Abstract:
Between 1987 and 1993 in the U.S.A., the Strategic Highway Research Program (SHRP) surveyed
all aspects of the physical tests currently carried out on bitumen, and it was shown that new
performance-based methods, such as Dynamic Shear Rheometer (DSR), Bending Beam
Rheometer (BBR) and Pressure Ageing Vessel (PAV), are needed. The new bitumen specification
developed in the SHRP was called the Superpave specification. The researchers showed that the
normal physical tests, such as penetration or viscosity, did not give enough information concerning
the behaviour of the road bitumens in actual road conditions. The purpose of the new methods
(DSR, BBR and PAV) was to provide information on how the bitumens actually behave in practice.
In the new Superpave binder specification, the most significant advancement on the European
CEN standard specification was probably the move from empirical testing to advanced functional
testing, where a bitumen can be characterized at a controlled rate and temperature in order to
obtain the engineering properties of the binder. The new specification facilitates the purchase of
superior quality bitumen. Consequently, the chosen bitumen performs adequately and does not
cause pavement failure. The progress and suitability of the new testing methods, for European
conditions, have been evaluated since the beginning of 2001 in the evaluation group organized by
the CEN TC 336 working group WG1 for bitumens. From this evaluation, it was clear that the DSR
and BBR methods in particular could also be adapted to European standards. At present, the
Nordic countries are not quite as prepared as they should be for carrying out the Superpave tests.
This is due to the recently adopted EN bitumen norm specification, which was based only on
traditional test methods. The laboratories in the Nordic countries will probably adapt to the new
methods and equipment when the CEN working group gains more experience with the new
methods. Descriptions of the new methods DSR, BBR, DTT (Direct Tension Test) and PAV are
included in this report. Because the DSR method was determined to be the main method for
measuring the deformation characteristics of road surfaces in the future, this test has been
evaluated in more detail. The description of the DSR method is structured as follows: scope and
field of application, basic rheological background, device calibration, measurement by deformation
or fatigue criteria, choosing the test temperature, making the specimens, and finally analyzing the
performance grade (PG grade) of bitumen based on the Superpave specification.
The test procedure used to measure the DSR values of the original bitumen and the PAV and
RTFOT test-aged bitumens is presented. Some precision estimates are also shown. Suggestions
for future work include a continuation of the evaluation of the methods within the CEN European
evaluation group. Precision estimates of the DSR method must be backed up by results from
similar/comparable studies. The new DSR method seems best suited to the testing of
conventional bitumens. It has been difficult to operate DSR with polymer-modified bitumens
(PmB). These testing problems with the PmB thus need further investigation. The details of the
BBR and PAV tests should also be examined by a separate Nordtest research team in the future.
Technical Group: Expert Group Building Materials and Construction
ISSN: 0283-7234

Language: English

Class (UDC): 625.85

Key words:

Distributed by:
NORDTEST
Tekniikantie 12
FIN-02150 ESPOO
Finland

Publication code:

Pages: 39

Pavement, bitumen, asphalt, DSR, BBR, DTT,

PAV, testing, methods

Report Internet address:

http://www.nordtest.org/register/techn/tlibrary/tec538.pdf

PREFACE
Project
Nordtest project 1535-01 Funktionella testmetoder fr bituminsa bindemedel
Report title
SUPERPAVE TEST METHODS FOR ASPHALT
Procedure for DSR testing
Method proposal
Main procedure for DSR test. No final proposal.
Nordic project group
Asphalt experts from the Nordic asphalt testing laboratories participated in the project. The contributions of the following institutes and members to this Nordtest study are gratefully
acknowledged.
Table 1 Experts of the project group.
Institute

Member

SINTEF Civil and Environmental Engineering,

Trondheim, Norway

Mr Leif Baklkk

SINTEF Civil and Environmental Engineering

Mrs Randi Skoglund

SINTEF Civil and Environmental Engineering

Mr Joralf Aurstad

VTI Swedish National Road and Transport

Research Institute, Linkping, Sweden

Mr Bjrn Kalman (Secretary of project group)

VTT Building and Transport, Espoo, Finland

Mr Petri Peltonen (Leader of project)

Furthermore, the project group express grateful thanks to the national laboratory personnel and national members of the CEN bitumen working group in each country for their invaluable help with
the project. This project was financed by Nordtest. The support of Nordtest is hereby gratefully acknowledged.

Espoo 18th of September, 2002

Petri Peltonen

1 INTRODUCTION
This Nordtest project involves the evaluation of the new functional test methods for bituminous
binders, focussing on the testing procedure of the DSR (Dynamic Shear Rheometer) /1/. The aim
was to review the present readiness of the laboratories in the Nordic countries to carry out the new
functional procedures. Because the DSR method offers a good indication of rut formation of the
road pavements in warm weather, the working group emphasized the importance of this method for
the future. Consequently, the aim of the study was to provide more detailed information on the procedure for the rather difficult DSR method, especially since this method has been carried out by
SINTEF in Norway. This study will thus help the laboratories to qualify the importance of the
method and to carry out the first measurements.
The functional Superpave testing methods were originally developed during 19871993 in the
U.S.A., as part of a large research programme named the Strategic Highway Research Program
(SHRP). A description of the DSR method is published in the American AASHTO standard Designation TP5-97: Standard Test Method for Determining the Rheological Properties of Asphalt Binders Using a Dynamic Shear Rheometer (DSR) /1/.
The grades of bituminous binders for asphaltic roads are tested by means of new functional testing
procedures /2/, using the following equipment:
- Dynamic Shear Rheometer (DSR). The purpose of this test is to determine the properties of bitumen at high and intermediate temperatures.
- Bending Beam Rheometer (BBR). This method determines the low-temperature properties.
- Direct Tension Test (DTT). This method also determines the low-temperature properties.
- Rolling Thin Film Oven Test (RTFOT). This method simulates the binder hardening during
mixing with the aggregate.
- Pressure Ageing Vessel (PAV). This method accelerates long-term binder ageing.
The current status of these Superpave methods in the Nordic countries, and their evaluation at the
European level, have been shown in this report. The remarks made by the CEN TC 336 Working
Group WG1: Bitumens concerning the utilisation of the functional methods for the European standardization purpose have been noted.

CONTENTS
ABSTRACT...........................................................................................................................1
PREFACE..............................................................................................................................3
1. INTRODUCTION..............................................................................................................4
2. PRESENT STAGE OF PERFORMANCE-BASED TEST METHODS ..............................6
2.1 Bitumen classification systems by physical test methods.......................................6
2.2 Purpose of new performance-based binder specification........................................7
2.3 Present evaluation of performance-based testing in Europe ...................................7
2.4 Progress in evaluation of high- and low-temperature and ageing properties of
bitumen.................................................................................................................7
2.5 Preparation for performance-based testing in Nordic countries..............................8
3. PRESENTATION OF PERFORMANCE-BASED TEST METHODS ...............................8
3.1 Aim and background of performance-based testing ...............................................8
3.2 Descriptive Link between DSR, BBR, DTT and PAV ...........................................9
3.3 Description of the DSR test method .................................................................... 10
3.3.1 Scope and field of application............................................................... 10
3.3.2 Terminology, symbols and specific terms of the DSR test..................... 12
4. PERFORMING THE DSR TEST IN THE LABORATORY ............................................ 13
4.1 Testing chart of DSR testing ............................................................................... 13
4.2 Description of the Dynamic Shear Rheometer (DSR) .......................................... 15
4.3 Calibration of the device ..................................................................................... 15
4.4 Temperature calibration ...................................................................................... 15
4.5 Calibration of the digital thermometer................................................................. 15
4.6 Temperature setting ............................................................................................ 16
4.7 Gap setting.......................................................................................................... 19
4.8 Binder heating..................................................................................................... 19
4.9 Making specimens .............................................................................................. 19
4.10 Mounting test specimens ................................................................................... 20
4.11 Test-specimen trimming.................................................................................... 20
5. MEASUREMENT BY THE DSR TEST.......................................................................... 22
5.1 Chart to measure the performance grade (PG) of bitumen ................................... 22
5.2 Testing of the original binder .............................................................................. 23
5.3 Testing of bitumen after the RTFOT ageing test.................................................. 23
5.4 Testing of bitumen after the PAV ageing test ...................................................... 23
5.5 Final verification of performance grade of bitumen ............................................. 24
5.6 Operating with strain-control mode ..................................................................... 24
5.7 Operating with stress-control mode ..................................................................... 24
5.8 Evaluation of precision and uncertainty of DSR test............................................ 25
5.9 Testing report...................................................................................................... 26
6. CONCLUSIONS AND WORK FOR THE FUTURE ....................................................... 27
7. REFERENCES................................................................................................................. 28
8. APPENDICES.................................................................................................................. 29

2 PRESENT STAGE OF PERFORMANCE-BASED TEST METHODS

2.1 BITUMEN CLASSIFICATION SYSTEMS BY PHYSICAL TEST METHODS
The present classification of bitumens within CEN harmonized European standardization /3/ is
based on the following physical testing methods:
- Penetration EN 1426
- Softening point EN 1427
- Viscosity EN 12595
- Breaking point EN 12593
- Rolling Thin Film Oven Test EN 12607-1
- Flash point EN 22592
- Solubility EN 12592
Historically, road bitumens have been classified either based on the penetration grading system using the standard ASTM D 946 or by the viscosity grading system in the standard ASTM D 3381
(AC-grading standard in the U.S.A.). Specifications for road bitumens in Europe have been based
on the hardness classification by penetration values, while in the U.S.A., the bitumens are specified
based on the AC grading system /4/.
From October 1987 through to March 1993, the very large Strategic Highway Research Program
(SHRP) in the U.S.A. looked at all aspects of highway engineering /5/. This programme predominantly focused on the development of new methods of testing and specifying asphalt binders. The
result of this research effort is a new US binder specification (Appendices 13) called Superpave
(Superior Performing Pavements). The key characteristics of this new binder specification are:
- The use of performance-based criteria for bituminous binders and asphalt concrete
- The inclusion of climatic considerations in the utilisation of bitumen
Three forms of distress are recognized in the new specification:
- Non-load-related low-temperature cracking of bitumen during winter
- Load-related long-term fatigue cracking of bitumen
- Load-related high-temperature permanent deformation of bitumen during summer

2.2 PURPOSE OF NEW PERFORMANCE-BASED BINDER SPECIFICATION

The test methods used in the current European specifications are empirical in nature and are not
suited for the development of rational performance-based relationships between binder and mixture
properties. The primary purpose of the new specification is to facilitate the purchase of a superior
quality bitumen product. Thus, for the seller, the new specification will define the product that the
buyer expects. The purpose of the new specification is not only to define the product but also to ensure that the bitumen performs adequately and does not cause pavement failure. Obviously, the inplace performance is also influenced by the aggregate, mineral fines, air void content, etc.
In the new Superpave binder specification, the most significant advancement is probably the move
from empirical testing to advanced functional testing, where a bitumen can be characterized at a
controlled rate and temperature in order to obtain the engineering properties of the binder. The Dynamic Shear Rheometer (DSR), BBR and DTT methods (Appendix 3) will replace the normal viscosity, penetration and ductility tests, respectively. The Pressure Ageing Vessel (PAV) method has
6

been introduced to simulate the long-term ageing of bitumen in all climatic regimes. The so-called
Superpave performance graded (PG) bitumens are designed to resist deformation during the average
7-day highest pavement temperatures in summer and the lowest measured air temperature in winter.
The new classification thus determines the quality of bitumen that can resist permanent deformation
in summer and low-temperature cracking in winter.

2.3 PRESENT EVALUATION OF PERFORMANCE-BASED TESTING IN EUROPE

The evaluation of the new functional methods for the road pavements in Europe is organized by
CEN TC 336 WG1: Bitumens. In addition, the EAPA (European Asphalt Paving Association) has,
since the beginning of 2001, had a separate co-ordinator involved in the adoption of the new methods for the European bitumen markets. This evaluation work of CEN and EAPA has been followed
up nationally by the national members. CEN TC336, WG1 was published the evaluation progress
reports in 2001. The current status of the technical Nordtest report is based on these progress reports. In the evaluation of the new methods, the CEN task group divided the evaluation into three
parts as follows:
- High-temperature properties
- Low-temperature properties
- Binder ageing

2.4 PROGRESS IN EVALUATION OF HIGH- AND LOW-TEMPERATURE AND AGEING

PROPERTIES OF BITUMEN

The first conclusions of the recommendations for standardization are shown in a progress report,
issued in June 2001 as follows. The recommended EN standard methods for bitumen are as follows:
- Softening point EN 1427:1999
- Dynamic viscosity by vacuum capillary EN 12596:1999
Following complementary evaluation for bitumen, the recommended methods for EN standards are
as follows:
- Apparent viscosity
- Complex modulus (DSR)
- Zero shear viscosity (ZSV) by oscillation mode
- Zero shear viscosity (ZSV) by creep mode
Methods to be used as quality control methods in the future are as follows:
- Softening point EN 1427:1999. This method is suitable for normal bitumen and for slightly modified polymer-modified bitumens
- Complex modulus for normal and polymer-modified bitumens
- Dynamic viscosity by vacuum capillary for normal bitumens
The following low-temperature methods (Appendix 3) are evaluated:
- Bending Beam Rheometer Test (BBR)
- Direct Tensile Test (DTT )
The following methods will remain part of the evaluation of the short-term ageing of bitumen:
- Rolling Thin Film Oven Test (RTFOT )
- The PAV test for long-term evaluation is still to be examined before standardisation.

2.5 PREPARATION FOR PERFORMANCE-BASED TESTING IN THE NORDIC COUNTRIES

In the Nordic countries, SINTEF, Norway, and the major oil companies have experience in, and all
the necessary equipment for, the new performance-based test methods introduced in the SHRP. Institutions that have some of the equipment include VTI, Sweden, (PAV, BBR, DSR); KTH, Sweden, (PAV, BBR, DSR); Asfalt Industrien, Denmark, (DSR, BBR); Vejteknisk Institut, Denmark
(DSR, PAV); Ramboll, Denmark (PAV); Fortum, Finland (DSR, BBR), Nyns, Sweden (PAV,
DSR, BBR) and Vegdirektoratet, Norway (DSR, BBR).
The level of preparedness of the different laboratories in the Nordic countries to carry out the new
performance-based classification is shown in Table 1.
Table 1 Readiness of the Nordic countries for Superpave Performance-based bitumen testing in
2001.
Country

Denmark
Finland
Norway
Sweden

Performance-based equipment in the Nordic countries in 2001

DSR

BBR

PAV

2
1
2
2

1
1
2
2

2
0
1
2

The introduction of the new methods has been slow due to the recently adopted EN specification for
bitumen, which is based only on the traditional test methods. More of the SHRP methods are likely
to be adopted in the forthcoming revisions of this specification. The adoption can only take place if
more laboratories in Europe gain experience in the new methods.

3 PRESENTATION OF PERFORMANCE-BASED TEST METHODS

3.1 AIM AND BACKGROUND OF PERFORMANCE-BASED TESTING
The SHRP (Strategic Highway Research Program) introduced a new type of asphalt binder specification called Superpave. One of the aims of the new specification is to focus on the local climatic
conditions at the location where the binder is to be used. Another aim is to introduce test procedures
that measure fundamental material properties, i.e. properties that can be related to the function of
the binder in the pavement. In contrast, traditional bitumen specifications are based on test procedures (e.g. needle penetration and softening point) that do not give fundamental material properties
as their results, although their values ultimately depend on the fundamental properties.
Three forms of binder-related distresses in asphalt concrete were recognised in the SHRP: rutting
load-related permanent deformation, traffic-induced fatigue cracking, and low-temperature cracking. The fundamental material properties of binders related to these failure modes where identified,
and test procedures to measure these were introduced

3.2 DESCRIPTIVE LINK BETWEEN DSR, BBR, DTT AND PAV

The performance grades (PG) in the Superpave binder specification are based on two temperatures
Tmax and Tmin. The maximum 7-day average pavement temperature Tmax is estimated from air, recorded in the vicinity of the road. At this temperature, the bitumen is tested for its rutting propensity, using the dynamic shear rheometer (DSR). Tmin is the lowest 1-day temperature recorded at the
same weather station in winter. At 10 above Tmin, the binder is tested for its tendency to crack at
low temperatures, using the bending beam rheometer (BBR) and the direct tension tester (DTT). At
a certain temperature between these two temperature limits, the binder is also tested for its resistance to fatigue cracking, using the DSR. Thus the required performance grade for a binder to be
used in a specific climate is designated as PG TmaxTmin. See Appendix 3 for Methods.
The properties of a binder change rapidly at elevated temperatures, e.g. during mixing in the pugmill and during compaction. The binders also change gradually during a service life at much lower
temperatures, mostly through oxidation. The Superpave binder specification uses two types of artificial ageing equipment to simulate these two ageing phases. First, the Rolling Thin Film Oven Test
(RTFOT) at 163C for 85 min is used to simulate the short-term ageing of the binder. Secondly, a
Pressure Ageing Vessel (PAV) operated at 90110C (the temperature depends on Tmax) and 21 atm
for 20 h is used to age the binder in conditions that should simulate 10 years of ageing in the field.
As binders get older, they become more stiff and brittle. Thus rutting is a more significant problem
at the beginning of the service life of a pavement, and the low-temperature cracking and fatigue
failure are more serious problems towards the end of the service life of a pavement. Accordingly,
the DSR test to evaluate binder resistance to rutting is conducted on original binder and on binder
aged in RTFOT, while binder resistance to low-temperature cracking is tested using the BBR and
the DTT on binder treated in the RTFOT and the PAV. The ability of the bitumen to resist fatigue
cracking (with the DSR test for fatigue) is also tested after the binder has been treated in the
RTFOT plus the PAV.
The RTFOT already constitutes part of the present European standard for the specification of road
bitumen and will not be discussed further. The DSR test methods will be treated in Parts 3 and 4. A
brief description of the principles and operation of the PAV, the BBR test and the DTT will be
given below.
It is generally accepted that bitumen hardening in the field is mostly due to oxidation. It has also
been recognised that the reactions taking place in bitumen exposed to the air at low and high temperatures are different. A pressurised vessel operating at medium temperatures was chosen for the
Superpave specification in order to have a reasonably fast laboratory method for artificial ageing.
The air pressure in the vessel should be 2070 kPa (21 atm) and the temperature should be between
90 and 110C. Fifty grams of the binder, previously aged in the RTFOT, are placed on a preheated
standard TFOT steel pan and placed in the cell. When the temperature has reached its target value in
the cell, the vessel is pressurised. The sample is aged for 20 h in the vessel and this should be comparable to 810 years ageing in service.
A binder should be soft and able to quickly relax during strain at low temperatures in order to resist
cracking when the temperature falls in asphalt concrete. With the BBR test, a beam of the bitumen
(previously aged in the RTFOT and PAV) is mounted on two supports and subjected to a constant
load on the centre. The deflection of the beam is monitored for 4 min from the dimension of the
beam. The observed deflection and the creep stiffness are calculated as functions of time. The creep
stiffness is inversely proportional to the deflection. The creep rate (m) is defined as the slope of a
Log (stiffness) vs. Log (time) curve. The test is performed at 10 above Tmin. In the Superpave
9

specification, the stiffness should not exceed 300 MPa after 60 s and the creep rate should be at
least 0.30 at 60 s. The stiffness of the binder after 60 s at Tmin + 10C is comparable to the stiffness
of the binder after 2 h at Tmin, if the binder is in the linear viscoelastic region. See Appendix 3.
Polymer modification of bitumen can have a considerable effect on its low-temperature cracking
tendency, without greatly affecting other rheological properties. A polymer-modified bitumen could
be considerably less ductile at low temperatures than a non-modified bitumen with the same stiffness. For this reason, the DTT has been included in the Superpave specification. In the DTT, a dogbone-shaped specimen is loaded in tension until failure. If the stiffness measured with the BBR is
between 300 and 600 MPa after 60 s at Tmin + 10C, and the creep rate is at least 0.30, the binder
could still belong to the performance grade if the maximum elongation before failure (failure strain)
exceeds 1 % in the DTT performed at Tmin + 10C. The logic behind this practice is that materials
with failure strains of less than 1 % are brittle and are not likely to withstand temperature-induced
strain and vice versa.

3.3 DESCRIPTION OF THE DSR TEST METHOD

3.3.1 Scope and field of application
With the fundamental material parameters obtained with the DSR tests, good empirical correlations
could be established between the rutting properties of the bitumen and its ability to withstand fatigue.
Before discussing the DSR tests and the correlations just mentioned, the reader is advised to read
Section 3.3.2, which contains a short description of basic rheology and specific terms.
When testing bitumen with the DSR tester according to the Superpave specification (Appendices 1
3), the sample is sandwiched between a fixed-base plate and an oscillating spindle plate.

10

Figure 1. DSR apparatus.

The stressstrain pattern is recorded. The angular frequency, which is varied in many other types of
test, is fixed at 10 rad s-1 in the Superpave specification, which can be attributed to the loading time
within a pavement where vehicles travel at 80 km/h. Moreover, it is specified that the test should be
carried out in the linear viscoelastic region where the size of the complex modulus is independent of
the strain level. This can be checked by measuring the complex modulus at several maximum shear
stresses or maximum strain levels. An empirical equation reported in the test section could be used
to find an optimum strain level for ordinary bitumen (see equation in Section 5.6)
When the complex modulus (size and lag phase), as a function of temperature for the original bitumen, for bitumen treated with RTFOT, and in the intermediate pavement design temperature after
treatment in the PAV test, is measured, some of the criteria that determine the performance grade
can be established.
Within the SHRP, the rutting of asphalt concrete measured in wheel-tracking tests was highly correlated to G sin( ) of the binder. Thus, bitumens with a high complex modulus and a high degree of
elasticity produced pavements with a low tendency for (binder-induced) rutting. The Superpave
specification states that, at the maximum pavement design temperature, the G sin( ) value should
be at least 2.2 kPa in order for RTFOT-aged bitumen to resist rutting. The limit value for original
bitumen is 1.0 kPa.
Another parameter of the binder was shown to be relevant for traffic-induced fatigue cracking. It
was observed that above a limit in the value of G sin( ) (the product between the complex
modulus and sine of the phase lag) for the binder, there was a high tendency for fatigue cracks to
occur during laboratory tests. Thus, bitumens with a low complex modulus, and exhibiting fluid11

like characteristics (low elasticity), resulted in asphalt concrete with a low tendency for fatigue
cracking. The Superpave specification states that G sin( ) for the binder should be less than 5000
kPa at intermediate pavement design temperatures after ageing in PAV.
3.3.2 Terminology, symbols and specific terms of the DSR test

Some basic rheology has to be understood in order to appreciate the DSR tests. Therefore, some of
the terminology used in rheology will be provided as a service to the reader.
An ideal elastic body obeys Hookes Law, which states that the applied (shear) stress, , and the
resulting shear strain, , are related by a unique (elastic) modulus E

= E

(1)

Shear strain (dimensionless) is defined as the displacement of a sheared surface relative to a reference surface, divided by the distance between the two surfaces. Shear stress is the force exerted on
the body (in the shear plane) divided by the area (unit: Pa).
For an ideal elastic body, deformation is instantaneous and time-independent. It is also totally recoverable when the stress is removed, in contrast to a completely viscous fluid, the deformation of
which is linear in time for a given stress, , and completely irrecoverable. For a Newtonian fluid,
the applied (shear) stress and the resulting shear strain rate d dt is related to the viscosity, , of
the fluid:

d
dt

(2)

A typical bitumen has both a viscous and elastic character below 50C, i.e. it exhibits viscoelastic
behaviour. A simple model gives the strain rate for a viscoelastic material where Hookes Law and
Newtons Law are linked:
d

1 d
=
+
E dt

dt

(3)

Without any elastic component or viscous component, Newtons and Hookes Laws, respectively,
are recovered.
Applying stress to a viscoelastic system will deform the system (due to its fluid-like character), but
on removal of the stress, the system will partly recover (due to its elastic character). On the other
hand, if the material is instead subjected to an oscillatory stress and the corresponding strain is
monitored and analysed, the effect of the time dependence in a viscoelastic material could be observed in the lag phase between the stress and the strain. For instance, suppose a sinusoidal stress is
imposed on bitumen with an angular frequency and a stress amplitude of 0 :

( t ) = 0 sin(t )

(4)

The resulting strain will also be sinusoidal, but will lag the stress by some amount of time:

( t ) = 0 sin(t + )

12

(5)

where 0 is the strain amplitude. For an elastic material (at any frequency), the stress and strain
maxima are in phase angle = 0 , i.e. they occur at the same time. For a viscous liquid, the strain
maximum (deformation) lags the stress maximum by a phase difference of 2 . Thus, the phase
angle changes reflect the time dependence of the viscoelastic properties of the material. Therefore, no single parameter can be used to characterise the stressstrain relationship in bitumen at service temperatures. The complex dynamic modulus G is resolved into two components using the
complex notations G = G +iG . The real part, G , of the complex modulus describes
stressstrain relationships that are in phase and is called the storage (or elastic) modulus. The
imaginary component G characterises the out-of-phase component and is called the loss (or viscous) modulus. The absolute value of the complex modulus G is calculated from the ratio between the maximum stress and the maximum strain.
G =

0
0

(6)

and the balance between the storage and loss modulus is described by the phase angle:
tan( ) = G G

(7)

4 PERFORMING THE DSR TEST IN THE LABORATORY

4.1 TESTING FLOW CHART OF DSR TESTING
This method describes the practical way in which to perform DSR measurement according to
AASHTO standard TP5-97 /1/. A flow chart of the processes involved in DSR measurement is
shown in Figure 2.

13

DSR

Device calibration

Temperature calibration

Binder heating

Temperature setting

Making specimens

Gap-setting

Mounting test specimen

Test specimen trimming

Measurement
Deformation criteria
Original binder
G*/sin =1,00 kPa
FAILED
Decrease temp.
-6 oC

RTFOT-residue
G*/sin = 2,20 kPa

PAV-residue
G*sin =5000 kPa

PASSED

FAILED

Increase temp.
+6 oC

Increase temp.
+3 oC

Figure 2. Flow chart for DSR-measurement.

14

Fatigue criteria

PASSED
Decrease temp.
-3 oC

4.2 DESCRIPTION OF A DYNAMIC SHEAR RHEOMETER (DSR)

There are two general types of dynamic shear rheometers: controlled strain and controlled stress.
Data obtained from the two types of rheometers are interchangeable. Controlled-strain rheometers
operate by applying a sinusoidally varying strain to the test specimen and measuring the magnitude
phase of the resulting stress. A controlled-stress rheometer applies a sinusoidally varying stress and
measures the magnitude phase of the resulting strain.
Both controlled-strain and controlled-stress rheometers consist of three major parts: (1) the rheometer, (2) the controller, and (3) the computer. The rheometer normally includes a housing frame, a
motor for applying the strain or stress to the specimen, a transducer for measuring the response of
the specimen, and a temperature control and measurement system. The controller is simply an interface between the rheometer and the computer, and contains the data acquisition and signal conditioning hardware for the motors and transducers used in the rheometer. The rheometer is operated
and programmed by the computer. Instrument-specific hardware and software are included with the
computer for performing tests and analysing the resulting data /6, 7/.

4.3 CALIBRATION OF THE DEVICE

There are three transducers in a typical dynamic shear rheometer (Figure 1) that must be calibrated
on a regular basis: (1) the torque measurement transducer, (2) the deflection measurement transducer, and (3) the platinum resistance thermometer (PRT). This calibration has to be performed by
the manufacturers. The operator can check the instrument by performing measurements on a viscosity standard. A viscosity standard is a calibrated fluid with a particular viscosity at certain temperatures.

4.4 TEMPERATURE CALIBRATION

The rheological properties of asphalt binders are strongly dependent on temperature. For example, a
change in temperature of 1C can result in a modulus change of up to 25% for some asphalt binders
/6/. The equipment may not be accurately calibrated, so a temperature calibration is needed.

4.5 CALIBRATION OF THE DIGITAL THERMOMETER

The temperature within the binder specimen is significant. A dummy silicone specimen and a digital thermometer could be used to predict this temperature. The calibration of the digital thermometer is done using ASTM thermometers (or any other certified thermometer) and a stirred water bath.
Prepare a partial immersion mercury-in-glass thermometer with an appropriate range (ASTM 90 C;
030C, ASTM 91C; 2050C). Fasten the detector to the mercury-in-glass ASTM thermometer
with a rubber band or rubber O-ring. Place the ASTM thermometer with the detector into the stirred
water bath, Figure 3. The heating unit is adjusted until the ASTM thermometer shows the specified
temperature. When the temperature is constant within 0.1C, the temperature of the digital thermometer is registered. Table 3 shows an example of a calibration form. The calibration should be
performed at least once a year.

15

Calibrated
ASTMthermometer

Stirring
heating unit

63,8C

Water,
64,0C

Calibrated ASTM-

Figure 3. Calibration of a digital thermometer

/8,9/.
thermometer

Table 3. Calibration of a digital thermometer.

ASTM temperature, C

Thermometer

Read off temperature digital thermometer, C

46.0
52.0
58.0
64.0
70.0

ASTM 91C
ASTM 65C
ASTM 65C
ASTM 65C
ASTM 65C

45.7
51.7
57.8
63.8
69.9

4.6 TEMPERATURE SETTING

Before testing, the DSR software has to be checked at all temperatures at which the measurements
are to be performed. Figure 4 shows how you can choose testing temperatures. Note that these are
the temperatures that should be obtained within the bitumen sample. The actual setting on the DSR
software may therefore be somewhat different.

16

Test temperatures

PG Grading

Original binder

RTFO Residue

PG Verification

PAV Residue

Known binder
Binder
B40
B60
B85
B120
B180
B250
B370
PMB

Start temp, C
70
64
58-64
58
52
46
46
above 64

RTFO Residue

PAV Residue

Perform measurements at test temperatures

indicated by the grading designation. Appendix 2.

Confirm the high

temperature grade
of the binder.

Unknown binder
58C

Original binder

High PG-temp
52
58
64
4

Start temp
16
19
22
28

Figure 4. How to choose testing temperatures in PG grading and PG verification.

17

63,8 oC

Silicone rubber wafer

Inlet

Temperature sensor

Inlet

Outlet

Outlet

Figure 5. Measurement of the in-sample temperature /5/.

Figure 5 illustrates how to measure the in-sample temperature and hence the setting of the DSR
software test temperature. In order to maintain a constant temperature, a circulating bath unit separated from the DSR pumps water into the DSR chamber, is used. A silicone wafer containing a
temperature detector calibrated to the nearest 0.1C is inserted between the plates as the dummy
specimen. The setting temperature in the DSR software is adjusted until the digital thermometer
shows the temperature corresponding to the correct ASTM temperature.
Table 4 shows an example of a calibrating form.

Table 4. Example of how to check the DSR software setting temperature.

DSR software,
setting temperature, C
52.7
58.8
64.8
70.9

18

Read off temperature digital thermometer, C

51.7
57.8
63.8
69.9

ASTM temperature, C
52.0
58.0
64.0
70.0

4.7 GAP SETTING

The height of the sample is adjusted by gap setting. The gap has to be set at the test temperature in
order to get the correct sample height, because a change in temperature will cause different changes
in the dimensions of different parts of the rheometer.
A temperature change of 12C from the temperature at which the gap was set is tolerated without a
new gap setting.
Most DSR devices on the markets today have an automatically functioning gap setting.

4.8 BINDER HEATING

Table 5 shows the recommended heating temperatures for different original asphalt binders /8/.
RTFOT and PAV residues may need a higher temperature. Modified binders with a high polymer
content need a higher temperature than modified binders with a lower polymer content. The heating
time should be as short as possible.

Table 5 Recommended temperatures when heating original asphalt binders /8/.

Bitumen

Temperature, C

Polymer-modified bitumen
Bitumen < 100 pen
Bitumen 100430 pen

150170
130150
115130

4.9 MAKING SPECIMENS

Parallel plate geometry should be used for specification testing. The specific plate diameter and
specimen thickness (plate gap) used depend upon the temperature and the modulus of the binder, as
shown in Table 6.

Table 6 Approximate temperature and modulus ranges for geometry used in dynamic mechanical
analysis of asphalt binder /9, 10/.
Geometry
Parallel plates, 8 mm diameter
Parallel plates, 25 mm diameter

Typical
Temperature
Range, C
040
>40

Typical
Modulus (G*) Range,
Pa
5
10 107
<105

According to Table 6, it is recommended that a spindle with a 25-mm diameter is used when the
temperature is above 40C, while a spindle with an 8-mm diameter is used for lower temperatures.
Specimens can be made by different methods. One method is to pour the binder onto plastic film,
and another is to use silicone rubber moulds. For specimens with a diameter of 25 mm, it is useful
to use plastic film, and for specimens with a diameter of 8 mm, it is useful to use a silicon rubber
mould.

19

Specimen with a diameter of 25 mm

Cut plastic film into appropriate pieces. Pour approximately 0.7 g asphalt binder onto the plastic
film; this is 4050% more binder than is needed for a 25-mm diameter, 1-mm high sample.
Specimen with a diameter of 8 mm

Pour the hot asphalt binder into a preheated silicone rubber mould that will form a pellet with a diameter approximately equal to the diameter of the spindle and a height approximately equal to 1.5
times the width of the test gap. Put the silicone rubber mould, with the asphalt binder, in the oven
for approximately 2 min. Allow the silicone rubber mould to cool to room temperature (approximately 30 min). Use a heated knife or spatula to remove excess binder.

4.10 MOUNTING TEST SPECIMENS

The filled mould may be chilled in a freezer to facilitate remoulding of softer grades of bituminous
binders. Chill the mould in the freezer for only the minimum time needed to facilitate the remoulding of the specimen.
Specimen with a diameter of 25 mm

Centre the specimen on the spindle, as shown in Figure 6a. Place the spindle with the specimen and
its plastic film in a freezer for a few seconds to remove the plastic film. Heat the specimen in an
oven for a few seconds to melt the surface of the specimen, and then mount it into the DSR. The
specimen should have a surface such as that shown in Figure 6b. If the specimen is overheated, the
surface will bulge, as shown in Figure 6c. A surface such as that shown in 6c may trap air between
the sample and lower plate when the sample is mounted in the rheometer. This will lead to incorrect
results.

Figure 6. Mounting test specimens with a diameter of 25 mm.

Specimen with a diameter of 8 mm

Remove the specimen from the mould and centre the asphalt binder on the spindle; then mount the
spindle in the DSR.

4.11 TEST SPECIMEN TRIMMING

Excessive material or untrimmed material can result in considerable errors in the measurements.
Both under- and overtrimming are to be avoided. After the specimen has been trimmed and the gap
has been closed to the target value, there should be a slight bulging at the periphery of the sample.
A concave surface at the periphery of the sample is to be avoided, as it has a significant effect on
the measured value of the shear modulus. To reiterate, if trimming is not done properly, there may
be considerable errors in the measurements. /10, 11/

20

Trimming the size of the test specimen is done after the spindle with the specimen has been
mounted in the DSR. Move the test plates together until the gap between the plates equals the testing gap plus 50 m (Figure 7).
The specimen before trimming
h = gap+50 m

Figure 7. Test specimen mounted in the DSR, before trimming.

Trim the specimen by moving a heated trimming tool around the upper and lower plate perimeters
while trimming the excess asphalt. The tool may be heated on a hot plate or with a flame. Figure 8
illustrates convenient trimming tools.

Figure 8. Trimming tools.

When trimming is complete (Figure 9a), decrease the gap by 50 m to the desired testing gap. This
will cause a slight bulging of the asphalt binder at the periphery of the test specimen (Figure 9b).

21

Asphalt binder trimmed flush

with sides of plate

Slight bulge in asphalt binder

after closing gap by 50 m

h = gap+ 50 m

h = desired gap, m

Figure 9. Test specimen after trimming: a. before decreasing the gap by 50 m; b. after decreasing
the gap.
Now the testing can start as soon as the specimen has been tempered for 5 min after the correct testing temperature has been reached.

5 MEASUREMENT BY THE DSR TEST

5.1 CHART TO MEASURE THE PERFORMANCE GRADE (PG) OF BITUMEN
Figure 10 shows the deformation and fatigue criteria involved in performance grading an asphalt
binder. It also indicates the temperature increment when the measurement fails or passes.
Deformation Criteria

Original binder
G*/sin = 1,00 kPa

FAILED

Decrease temp.
-6 oC

RTFOT-residue
G*/sin = 2,20 kPa

PASSED

Increase temp.
+6 oC

Figure 10. Test criteria in performance grading.

22

Fatigue Criteria

PAV-residue
G*sin = 5000
kPa

FAILED

PASSED

Increase temp.
+3 oC

Decrease temp.
-3 oC

5.2 TESTING OF THE ORIGINAL BINDER

When performance grading the original bitumen, choose starting temperatures as shown in Figure 4
and Table 7. Perform testing at different temperatures, increase or decrease the test temperature in
6C increments, until the deformation criterion G*/sin 1.00 kPa has both passed and failed (Figure 10).
Table 7 contains suggestions for starting temperatures with different bitumens.

Table 7 Possible starting temperature in performance grading (Tmax).

Binder Starting test temperature
performance grading,
C
B40
70
B60
64
B85
5864
B120
58
B180
52
B250
46
B370
46
PmB
above 64
If G*/sin is higher than 1.00 kPa at 58C and lower than 1.00 kPa at 64C, the starting binder grade
is PG 58-. But if G*/sin is higher than 1.00 kPa at 70C and lower than 1.00 kPa at 76C, the starting binder grade is PG 70-.

5.3 TESTING OF BITUMEN AFTER THE RTFOT AGEING TEST

Perform the DSR test on the RTFOT residue to confirm the high-temperature grade
(PG 52-, PG 58-, PG 64-, etc.). Start at the temperature that determined the starting PG on the original binder and perform testing at different temperatures, increase or decrease the test temperature in
6C increments, until the deformation criterion G*/sin 2.20 kPa has both passed and failed (Figure 9).
Choose the lower performance grade in cases where the measurement gives conflicting grades for
the original binder and RTFOT residue.

5.4 TESTING OF BITUMEN AFTER THE PAV AGEING TEST

Figure 4 and Table 8 offer suggestions for potential starting temperatures for performance grading
on the PAV residue. Perform testing at different temperatures, increase or decrease the test temperature at 3C increments until the fatigue criterion G*/sin 5000 kPa has both passed and failed
(Figure 10).

23

Table 8 Possible starting temperatures for performance grading of the PAV residue.
High-temperature
grade
PG 52PG 58PG 64PG 70-

Start testing temperature,

C
16
19
22
28

5.5 FINAL VERIFICATION OF THE PERFORMANCE GRADE OF BITUMEN

Perform the DSR measurements at the test temperature indicated by the Performance grade asphalt
binder specification (Appendices 13). For example, a PG 70-16 should meet the deformation criteria at 70C for both original binder and RTFOT residue, and the fatigue criteria should be met at
31C.
If the binder fails to meet the specification for the grade that it has been designated, it may be
treated as a binder of unknown grade and tested accordingly.

5.6 OPERATING WITH STRAIN CONTROL MODE

To select a strain value to begin with, chose an appropriate strain level from Table 9. The measurement has to be in the region of linear behaviour (Appendix 1). When the strain is within 20% of the
target value calculated by Equation 8, the measurement is in the linear region.

= 12.0/(G*)0.29

(8)

where = shear strain in percent and G* = complex modulus in kPa

Table 9 Target Strain Values.

Material

kPa

Original bitumen 1.0 G*/sin

RTFO Residue
2.2 G*/sin
PAV Residue
5000 G* sin

Strain, %
Target Level
12
10
1

Range
915
812
0.81.2

5.7 OPERATING WITH STRESS CONTROL MODE

To select a stress value to begin with, chose an appropriate stress level from Table 10. The measurement has to be in the region of linear behaviour (Appendix 1). When the stress is within 20% of
the target value calculated by Equation 9, the measurement is in the linear region.

= 0.12(G*)0.71

24

(9)

where = shear stress in kPa and G* = measured complex modulus in kPa

Table 10 Target Stress Values.

Material
Original binder
RTFO Residue
PAV Residue

kPa
1.0 G*/sin
2.2 G*/sin
5000 G* sin

Stress, kPa
Target Level
Range
0.12
0.090.15
0.22
0.180.26
50
4060

5.8 EVALUATION OF PRECISION AND UNCERTAINTY OF THE DSR TEST

The criteria for judging the acceptability of dynamic shear results obtained by this method according to /1, Appendix 3/ are given in Table 11. The figures in column 2 of Table 11 are the coefficients of variation that have been found to be appropriate for the conditions of the test described in
column 1.

Table 11 Precision estimates /1/.

Condition

Coefficient of
Variation
(1s %)1

Acceptable
Range of Two
Test Results
(d2s %)1

Single-Operator Precision:
3.4
9.5
Original bitumen: G*/sin (kPa)
3.9
11.0
RTFO/TFO Residue G*/sin (kPa)
7.9
22.4
PAV Residue: G*sin (kPa)
Multilaboratory Precision:
10.3
29.1
Original bitumen: G*/sin (kPa)
11.1
31.3
RTFO/TFO Residue G*/sin (kPa)
19.8
56.1
PAV Residue: G*sin (kPa)
1
These values represent the 1s % and d2s % limits described in
ASTM
Practice C 670
The results from the Rilem Round Robin Test on Binder Rheology where as follows:
Repeatability standard deviation after RTFOT (three repetitions)
- For G* between 40 and 76C: 15%
- For G* between 10 and 40C: 2025%
- For the phase angle between 40 and 76C: 3%
- For the phase angle between 10 and 40C: 5%

25

5.9 TESTING REPORT

The test report should consist of a description of the bitumen and the rheometer, test plate diameter,
testing frequency, testing amplitude or torque, and the results obtained as follows:
Sample:
Rheometer:
Date/Signature:

Table 11 Results.
Instrument settings
Temp Plate
.
diam.

26

Freq
.

Stress
(Constant
stress
rheometer)

Measured values
Strain
(Constant
strain
rheometer)

G*
kPa

, %

G*/sin G*sin
kPa
kPa

6 CONCLUSIONS AND WORK FOR THE FUTURE

CEN is working towards the new functional bitumen standards. Method descriptions of DSR, BBR
and PAV are under preparation. The framework for the new bitumen specifications in CEN has not
yet been completed. The Superpave standard (AASHTO MP1) is not directly suitable for the European markets because it is specified for one asphalt pavement concrete and does not include the
polymer-modified bitumen. The studies referred to in this report also showed that the DSR test is
better suited for conventional bitumen than for polymer-modified bitumen.
The procedure for the new DSR test, assessed in this report, also showed that the DSR method contains very many difficult details that must be carefully considered in order to obtain reproducible
results. Due to the rather limited usage of the DSR method in the Nordic laboratories, it was not
possible to obtain the final method description for inclusion in this report, as it belongs to CEN.
The traditional methods, such as conventional capillary viscosity or softening point methods are
easier to carry out. Tests by Superpave are still rather expensive and details must be clarified. More
experience must also be gained from the other new tests. These tests are the BBR test for the lowtemperature characteristics of bitumens, and the two types of ageing tests: the RTFOT for the shortterm, and the PAV test for the long-term ageing measurements of bitumens.
The contents of the BBR and the ageing tests, such as the PAV test, were only briefly mentioned in
this report. Because these tests are very important for the low-temperature Nordic countries, they
should be researched in more detail by the Nordic bitumen laboratories.

27

7 REFERENCES
/1/ AASHTO Designation TP5-97. Standard Test Method for Determining the Rheological Properties of Asphalt Binder Using a Dynamic Shear Rheometer (DSR).
/2 / Warren, R.S., McGennis, R.B. and Bhia, H.U. Superpave Asphalt Binder Test Methods. An illustrated Overview. Asphalt Institute. Federal Highway Administration Washington D.C. U.S.A.
1993. Final Report N. FHWA-SA-94-068. July 1994. 140 p.
/3 / European Standard EN 12591 Bitumen and bituminous binders Specification for paving grade
bitumens. Nov. 1999. 17 pp.
/4/ Bouldin, M.G., Dongre, R.N., Rowe, G.M. and Zanzotto, L. The future of performance related
binder specification. www.asphalt-technology.com 14 pp.
/5/ Read, J.M. The SHRP and Superpave binder tests and specification. Shell Bitumen UK 2000.
0120. 7 pp.
/6/ AASHTO Designation PP6-94. Standard Practice for Grading or Verifying the Performance
Grade of an Asphalt Binder.
/7/ Standard Test Method of ASTM E220.
/8/ Statens vegvesen Veglaboratoriet: Laboratorieunderskelser, Hndbok 014.
/9/ Andersen, Eivind O. Ny Asfaltteknologi Utprving av SHRP-utstyr og mlemetoder for bindemidler, SINTEF-rapport A96503 August 1996.
/10/ Strategic Highway Research Program, Binder Characterization and Evaluation, Volume 3:
Physical Characterization, SHRP-A-369.
/11/ Strategic Highway Research Program, Binder Characterization and Evaluation, Volume 4: Test
Methods, SHRP-A-370.
/12/ Kett, I. Asphalt Materials and Mix Design Manual. Noyes Publications, Westwood New Jersey,
U.S.A. 1998. pp. 170179.

28

8 APPENDICES
Appendix 1: Model pages of SINTEFs control and grading report tables of bitumen.
Appendix 2: Performance Grade Asphalt Binder Superpave Specifications.
Appendix 3: Schematic pictures of the Superpave methods /12/.

29

APPENDIX 1.1
Control of Superpave Performance Grade

Sample:

Journal no:

Project no:

Standard:
Date/Signature
Control of PG

PMCC Flash point, C

Are the specifications met

Viscosity Brookfield at 135C, Pa s

Mass loss after RTFOT, %

DSR_Original
Plate
Test
Temp. diam.,
mm
, oC

DSR_PAV
Test
Plate
Temp. diam.,
, oC
mm

G*,
kPa

G*,
kPa

Phase
angle
, o

Phase
angle
, o

Strain
%

Strain
%

G*/sin,
kPa

G*sin,
kPa

DSR_RTFOT
Test
Plate
Temp. diam.,
, oC
mm

BBR_PAV
Test
S(60),
Temp.
MPa
, oC

G*,
kPa

m(60)

Phase
angle
, o

Strain
%

DT_PAV
Test
Failure
Temp. Strain
, oC
%

*
*

* Physical Hardening, 24 h conditioning

DSR Original: Tmax,
DSR RTFOT: Tmax,
DSR PAV: Tint,
BBR PAV: Tmin,
DT PAV: Tmin,

30

G*/sin at Tmax
G*/sin at Tmax
G*sin at Tint
S(60) at Tmin
m(60) at Tmin
f at Tmin

requirement G*/sin > 1.0 kPa

requirement G*/sin > 2.2 kPa
requirement G*sin < 5000 kPa
requirement S(60) < 300 MPa
requirement m(60) > 0.300
requirement f > 1.0%

G*/sin,
kPa

Failure
Stress Pa

APPENDIX 1.2
Superpave Grading
Determination of Performance Grade
Sample:

Journal no:

Project no:
Standard:
Date/Signature

PMCC Flash Point, C

Limiting Temperature Tmax, C

Viscosity Brookfield at 135C, Pa s

Limiting Temperature Tint, C

Mass Loss after RTFOT, %

Limiting Temperature Tmin, C

Grading

DSR_Original

DSR_RTFOT

Test

Plate

Temp.,

Diam,

Phase
G*, kPa

angle ,

Strain %

G*/sin, kP
a

mm

DSR_PAV

Test

Plate

Temp.,

Diam,

Phase
G*, kPa

Test

Plate
Diam,

Phase
G*, kPa

angle ,

Strain %

G*sin, kP

mm

Test
Temp.,
o

Strain %

mm

BBR_PAV

Temp.,

angle ,

G*/sin, kP
a

DT_PAV
S(60),
MPa

Test
m(60)

Temp.,
o

Failure
Strain %

Failure
Stress
Pa

*
*
* Physical Hardening, 24 h conditioning
DSR Original: Tmax, Temperature at which G*/sin = 1.0 kPa
DSR RTFOT: Tmax, Temperature at which G*/sin = 2.2 kPa
DSR PAV: Tint,

Temperature at which G*sin = 5000 kPa

BBR PAV: Tmin,

Temperature at which S(60) = 300 MPa

DT PAV: Tmin,

Temperature at which f = 1.0%

Temperature at which m(60) = 0.300

31

-24

10

>-34

34

PG 4640
< 46
>-40

46

46

90
7

-30

-36

>-46

46

25

16

> -16

22

> -22

40

> -40

46

> -46

ORIGINAL BINDER

> -34

34

APPENDIX 2 (3 PAGES)

PG 5228
< 52
> -28

52

22

-6

52

90
16

-18

-24

13

-30

10

-36

16

> -16

230
135

1.00

-6

Report

25

PRESSURE AGEING VESSEL RESIDUE (PP1)

19

-12

PG 5810

16

> -28

58

100

58

100

64

28

PG 64-

22

40

40

34

34

> -40

28

> -34

16

22

> -28

19

-30

< 64

22

-24

< 58

25

-18

> -22

28

-12

> -16

31

-6

> -10

13

> -40

16

-30

> -34

19

-24

> -22

22

-18

64

-12

ROLLING THIN FILM OVEN (T240) OR THIN FILM OVEN RESIDUE (T179)

> -10

10

Table SHRP Performance Graded Asphalt Binder Specifications

PERFORMANCE GRADE
Average 7-day Maximum Pavement
Design Temperature, C a
Minimum Pavement Design Temperature, C a

Flash Point Temp, T48: Minimum C

Maximum, 3 Pas, Test Temp, C

Viscosity, ASTM D4402: b

Dynamic Shear, TP5: c
Test Temp @ 10 rad/s, C

G*/sin, Minimum, 1.00 kPa

Mass Loss, Maximum, %

Dynamic Shear, TP5:
Test Temp. @ 10 rad/s, C

G*/sin, Minimum, 2.20 kPa

PAV Ageing Temperature, C d

Dynamic Shear, TP5:
Test Temp. @ 10 rad/s, C

G*sin, Maximum, 5000 kPa

Physical Hardening e
Creep Stiffness, TP1: f
S, Maximum, 300 MPa,
m-value, Minimum, 0.300
Test Temp. @ 60 s, C

32

Direct Tension, TP3: f

Failure Strain, Minimum, 1.0%

-24

-30

-36

-6

-12

-18

-24

-30

-36

-6

-12

-18

-24

-30

-6

-12

-18

-24

Pavement temperatures are estimated from air temperatures using an algorithm contained in the SUPERPAVE software programme, they may be provided by the specifying agency, or by following the procedures
outlined in PPX.

Test Temp. @ 1.0 mm/min, C

a.

This requirement may be waived at the discretion of the specifying agency if the supplier can show that the asphalt binder can be adequately pumped and mixed at temperatures that meet all applicable safety

28

PG 7022

> -28

< 70
> -22

34

ness requirement. The m-value requirement must be satisfied in both cases.

16

> -16

40

> -40

10

> -10

16

> -16

22

PG 76-

< 76
> -22

230
135

28

> -28

34

> -34

10

> -10

16

> -16

22

PG 82-

< 82
> -22

> -28

28

> -34

34

If the creep stiffness is below 300 MPa, the direct tension test is not required. If the creep stiffness is between 300 and 600 MPa, the direct tension failure strain requirement can be used in lieu of the creep stiff-

24-h stiffness and m-value are reported for information purposes only.

Physical Hardening TP1 is performed on a set of asphalt beams according to Section 13.1, except the conditioning time is extended to 24 h 10 min at 10C above the minimum performance temperature. The

mates, where it is 110 C.

The PAV ageing temperature is based on simulated climatic conditions and is one of three temperatures: 90C, 100C or 110C. The PAV ageing temperature is 100C for PG 58- and above, except in desert cli-

the asphalt is a Newtonian fluid. Any suitable standard means of viscosity measurement may be used, including capillary or rotational viscometry (AASHTO T201 or T202).

For quality control of unmodified asphalt cement production, measurement of the viscosity of the original asphalt cement may be substituted for dynamic shear measurements of G*/sin at test temperatures where

standards.

b.
c.
d.
e.
f.

10

> -10

ORIGINAL BINDER

> -34

Table SHRP Performance Graded Asphalt Binder Specifications (continued)

PERFORMANCE GRADE
Average 7-day Maximum Pavement
Design Temperature, C a
Minimum Pavement Design Temperature, C a

Flash Point Temp, T48: Minimum C

Maximum, 3 Pas, Test Temp., C

Viscosity, ASTM D4402: b

33

-30

G*/sin, Minimum, 1.00 kPa

Dynamic Shear, TP5: c

Test Temp. @ 10 rad/s, C

Mass Loss, Maximum, %

Dynamic Shear, TP5:
Test Temp. @ 10 rad/s, C

G*/sin, Minimum, 2.20 kPa

PAV Ageing Temperature, C d

G*sin, Maximum, 5000 kPa

Dynamic Shear, TP5:

Test Temp. @ 10 rad/s, C
Physical Hardening e
Creep Stiffness, TP1: f
S, Maximum, 300 MPa,
m-value, Minimum, 0.300
Test Temp. @ 60 s, C
Failure Strain, Minimum, 1.0%

Direct Tension, TP3: f

70

1.00

76

76

ROLLING THIN FILM OVEN (T240) OR THIN FILM OVEN RESIDUE (T179)

70

PRESSURE AGEING VESSEL RESIDUE (PP1)

82

82

40

37

12

12

34

18

18

31

24

24

28

100 (110)
25

100 (110)
28

24

100 (110)

18

24

31

12

18

34

12

37

19

30

22

24

30

25

18

24

28

12

18

31

12

34

Report

SHRP Highway Research Program: Superior Performing Asphalt Pavements (SUPERPAVE): The Products of the SHRP Asphalt Research Program, SHRP-A-410, 1994.

Test Temp. @ 1.0 mm/min, C

Reference:

34

APPENDIX 3/ p.1
SCHEMATIC PRESENTATION OF SUPERPAVE TEST METHODS FOR BITUMEN
Dynamic Shear Rheometer test, DSR

The test evaluates the rheological properties of bitumen at higher temperatures, where rutting is the
most serious cause of flexible pavement distress. Using conventional physical testing methods, the
pavement designer would specify a stiffer binder to reduce the rutting problems of the roads. This
approach could, however, accelerate cracking in low temperatures. Unlike the capillary viscometers, which only measure the viscosity, the DSR measures both the viscosity and the elastic properties of the asphalt binders. DSR is also used to measure properties at intermediate temperature. At
this temperature level, the fatigue cracking is controlled.
In the schematic diagram (Figure 1), the asphalt sample, in the DSR test, is sandwiched between
two plates.

Figure 1. Schematic outline of the DSR test for bitumen.

The bottom plate is fixed. A torque is applied to the top plate so that it oscillates back and forth at a
rate of 1.6 cycles per second. One cycle is completed when the top plate goes from A to B and back
to A, and from A to C and back to A. The DSR measures the complex shear modulus and the phase
angle. This means that the test measures the overall stiffness of bitumen, including both viscosity
and elastic properties.

35

Bending Beam Rheometer test, BBR

3/p. 2

The test evaluates the rheological properties of bitumen at low temperatures. The asphalt concrete
pavements develop low-temperature cracking when asphalt concrete becomes too stiff at decreased
temperatures. The BBR test shown in Figure 2 is used to evaluate the low-temperature stiffness
properties of bitumens.

Figure 2. Schematic outline of the BBR test.

Bitumen will be tested having been aged in the Rolling Thin Film Oven Test (RTFOT test) and in
the Pressure Ageing Vessel Test (PAV test) before applying the BBR test procedure. By loading the
bitumen beam with a constant load for 4 min, and continuously measuring the deflection at the centre of the beam throughout the 4 min, the creep stiffness and the creep rate, m, can be measured and
calculated.
Direct Tension Test, DTT test

The DTT test was developed in the SHRP programme in the U.S.A., to accommodate those partially polymer-modified bitumens that may be stiff at low temperatures but do not develop the expected low-temperature cracking. The creep stiffness, as measured by the BBR test, is not adequate
for evaluating the elastic recovery of bitumen. In the DTT test shown in Figure 3, a small dogboneshaped specimen is loaded in tension until failure.
Rolling Thin Film Oven Test (RTFOT test)

Bitumen is aged for 75 min in the rotating bottles. The test is described in more detailed in the
common ASTM Designation: ASTM D 2872. This test serves two purposes. One is to provide the
aged residue bitumen that can be subjected to other physical tests. The other is to measure the level
of volatile hydrocarbon loss during the mixing process and in construction operations of bitumen.

36

3/p. 3

Figure 3. Schematic outline of the DTT test.

Pressure Ageing Vessel Test (PAV test)

The PAV test is illustrated schematically in Figure 4. The test determines the long-term ageing of
bitumen during the service life of the asphalt concrete.

Figure 4. Schematic outline of the PAV test.

Bitumen undergoes several ageing mechanisms while in use. Two of the most important are the loss
of volatiles and the oxidation of bitumen while exposed to the sun (UV) light. The PAV test approximates the ageing process of bitumen that takes place in the asphalt concrete while the pavement is in use, which is essentially only an oxidation process.

37

3/ p.4

Figure 5

38

Table 12 Bitumen requirements in SHRP for PG 64 - 18.

Table 12
Test of bitumen
property
Flash Point
Viscosity 135C
Dynamic shear,
G*/sin at 64C
Mass loss
Dynamic shear,
G*/sin at 64C
Dynamic shear,
G*/sin at 22C
Creep Stiffness, s at
18C
m-value at 18C

Ageing conditions

Test results

Original bitumen
Original bitumen
Original bitumen

SHRP specific
requirements
230C min
3 Pa.s max
1.00 kPa min

RTFOT-aged bitumen residue

RTFOT-aged bitumen residue

1.00% max
2.20 kPa min

PAV-aged bitumen residue

5000 kPa max

PAV-aged bitumen residue

300 MPa max

PAV-aged bitumen residue

0.300 min

39

NORDTEST
TECHNICAL REPORT 538

Nordtest, founded in 1973, is an institution under the Nordic Council of

Ministers and acts as a joint Nordic body in the field of conformity
assessment. The emphasis is on the development of Nordic test methods
and on Nordic co-operation concerning conformity assessment. The main
task is to take part in the development of international pre-normative
activity. Nordtest is yearly funding projects in its field of activity.

Nordtest endeavours to
promote viable industrial development and industrial competitiveness, remove technical barriers to trade and promote the concept
Approved Once Accepted Everywhere in the conformity assessment area
work for health, safety, environment in methods and standards
promote Nordic interests in an international context and Nordic participation in European co-operation
finance joint research in conformity assessment and the development and implementation of test methods
promote the use of the results of its work in the development of
techniques and products, for technology transfer, in setting up standards and rules and in the implementation of these
co-ordinate and promote Nordic co-operation in conformity assessment
contribute to the Nordic knowledge market in the field of conformity assessment and to further development of competence among
people working in the field

12