Journal articles: 'Superpage'

1

Fang, Zhen, Lixin Zhang, John Carter, Sally McKee, and Wilson Hsieh. "Online superpage promotion revisited (poster session)." ACM SIGMETRICS Performance Evaluation Review 28, no. 1 (June 2000): 114–15. http://dx.doi.org/10.1145/345063.339398.

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Romer, Theodore H., Wayne H. Ohlrich, Anna R. Karlin, and Brian N. Bershad. "Reducing TLB and memory overhead using online superpage promotion." ACM SIGARCH Computer Architecture News 23, no. 2 (May 1995): 176–87. http://dx.doi.org/10.1145/225830.224419.

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Park, Cheol Ho, and Daeyeon Park. "Aggressive superpage support with the shadow memory and the partial-subblock TLB." Microprocessors and Microsystems 25, no. 7 (October 2001): 329–42. http://dx.doi.org/10.1016/s0141-9331(01)00125-9.

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Watson, Donald E. "Updated Review of Stone Matrix Asphalt and Superpave® Projects." Transportation Research Record: Journal of the Transportation Research Board 1832, no. 1 (January 2003): 217–23. http://dx.doi.org/10.3141/1832-26.

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Stone matrix asphalt (SMA) and Superpave® represent relatively new mix design technologies in the United States. Therefore, a condition survey was conducted of mixes that had been in service for several years to evaluate the long-term performance of SMA and Superpave projects. This study is a follow-up to a 1995 review of SMA projects and a 1998 review of Superpave projects. Both SMA and Superpave are acknowledged to be rut-resistant mixes, and this resistance was shown to be the case during this project review. However, a significant amount of cracking occurred early in the life of some of these mixtures. Overall, the SMA mixtures appeared to be more durable than the Superpave mixtures evaluated. The SMA mixtures have been in place about 2½ years longer than the Superpave mixtures, but the overall condition is about the same. Some of the primary conclusions from the survey are as follows: both SMA and Superpave mixtures were shown to be rut-resistant even when placed on facilities with high traffic volume; much of the observed cracking, especially load cracking, appeared to be more related to problems other than mix design or material properties; and SMA mixtures can be expected to last longer than Superpave mixtures before reaching the same condition level.

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Parker, Frazier, M. Shabbir Hossain, and Jiansheng Song. "Analysis of Quality Control and Quality Assurance Data for Superpave Mixes." Transportation Research Record: Journal of the Transportation Research Board 1712, no. 1 (January 2000): 25–34. http://dx.doi.org/10.3141/1712-03.

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Asphalt content, voids, and mat density quality control–quality assurance data were collected for selected Marshall and Superpave mixes during 1997 and for selected Superpave mixes during 1998 and 1999. Analyses indicate that the accuracies and variabilities of asphalt content measurements for Marshall and Superpave mixes are comparable. However, analyses also indicate that the accuracies and variabilities of voids and mat density measurements are not comparable. Moreover, variabilities for Superpave mixes are much higher, and measurements for Superpave mixes are more off target than those for Marshall mixes. The effects of gyratory compactor use, mix design range for an equivalent single-axle load, and maximum aggregate size were investigated to explain the observed differences. Although few consistent trends were observed, all these factors seem to affect the variabilities and accuracies of air voids and mat densities of Superpave mixes.

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Ma, Li Jie, Jin Yu Zhang, and Zhe Li. "The Road-Test of High Performance Asphalt Mixture with Superpave." Applied Mechanics and Materials 361-363 (August 2013): 1576–79. http://dx.doi.org/10.4028/www.scientific.net/amm.361-363.1576.

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The ratio of asphalt mixture was designed with Superpave method. Through the test section, road performance of the asphalt mixture difference are expounded with Marshall design and Superpave method. Further validate asphalt mixture designed with Superpave has better performance.

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McGennis, Robert B. "Evaluation of Materials From Northeast Texas Using Superpave Mix Design Technology." Transportation Research Record: Journal of the Transportation Research Board 1583, no. 1 (January 1997): 98–105. http://dx.doi.org/10.3141/1583-12.

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During 1994 and 1995, asphalt overlay performance problems in the form of disintegration, rutting, and raveling were experienced in the Atlanta District of the Texas Department of Transportation (TxDOT). An investigation of the damage by TxDOT engineers in Atlanta identified the cause as extreme moisture susceptibility of asphalt mixtures containing locally available crushed gravel. A task force was assembled to identify tests and specifications to allow use of local gravel aggregates while, at the same time, precluding future moisture damage problems. The resources of the South Central Superpave Center were mobilized to assess whether Superpave mix design tests and criteria would have identified the mixtures as troublesome in ways other than moisture sensitivity. Because TxDOT already uses a moisture damage test very similar to the Superpave moisture sensitivity evaluation, no Superpave moisture damage tests were conducted. The Superpave mix design evaluation indicated that one or more Superpave aggregate tests, gradation requirements, and volumetric and compaction properties would have precluded use of the materials.

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Epps, Amy L., and Adam J. Hand. "Coarse Superpave Mixture Sensitivity." Transportation Research Record: Journal of the Transportation Research Board 1712, no. 1 (January 2000): 35–43. http://dx.doi.org/10.3141/1712-04.

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Asphalt-aggregate mixture sensitivity has long been recognized for its potential negative impact on performance if variables including the asphalt content (AC) and the percent that passes the 0.075-mm sieve (p0.075) are not carefully controlled during construction. Typical production standard deviations for AC and p0.075 are 0.3 and 0.9 percent, respectively. This mixture sensitivity analysis shows that variations of this magnitude can result in significant changes in coarse Superpave mixture volumetrics. Three coarse mixtures designed for the WesTrack project were examined, including the original coarse mixture and the replacement mixture. The coarse mixture was most sensitive to both AC and p0.075, contradicting the relatively worse performance of the replacement mixture. The replacement mixture was relatively insensitive to p0.075, and the third mixture was extremely sensitive to reductions in p0.075. Results also suggest that mixture sensitivity may affect optimum AC by up to 1.0 percent. When measured sensitivities were compared with those predicted from models calibrated in the field, the potential for extreme sensitivity was demonstrated by errors in predicted changes in air voids that ranged from 0 to 98 percent because of small changes in AC or p0.075. These findings are disturbing when one considers the current industry trend toward the use of coarse Superpave mixtures. The conclusions drawn warrant a recommendation that mixture sensitivity analyses are needed in the Superpave volumetric mix design process. A mixture sensitivity analysis that is useful for identification of sensitive mixtures and that serves as an excellent field quality management tool is presented.

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Delgadillo, R., M. Segovia, C. Wahr, and G. Thenoux. "Zonificación superpave para Chile." Revista ingeniería de construcción 32, no. 1 (April 2017): 25–36. http://dx.doi.org/10.4067/s0718-50732017000100003.

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Huber, Gerald A., J. Chris Jones, Paul E. Messersmith, and N. Mike Jackson. "Contribution of Fine Aggregate Angularity and Particle Shape to Superpave Mixture Performance." Transportation Research Record: Journal of the Transportation Research Board 1609, no. 1 (January 1998): 28–35. http://dx.doi.org/10.3141/1609-04.

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The Superpave system is being implemented by state highway agencies. Many states implemented the asphalt binder specification during 1997. The volumetric mix design system, however, is being actively implemented. By the end of 1997, more than 200 Superpave projects had been built in the United States. As states consider specification changes necessitated by Superpave implementation, some questions are being raised. Fine aggregate angularity (FAA) requirements, one of the aggregate consensus properties, has generated considerable debate in some areas of the country. Adopting an FAA requirement of 45 percent for high traffic pavements has changed the number of sources available for asphalt mixtures. Superpave also provides a limit on flat and elongated particles. The aggregate properties requirements have increased interest regarding the basis of the specification and the values specified. The results of a limited cooperative study by industry and agencies to evaluate the role of FAA and particle shape on asphalt mixture properties are presented. A Superpave mixture design for high equivalent single-axle loads was evaluated. The fine aggregate used in the mixture design, with an FAA of 48, was replaced by other fine aggregates with lower FAA values. Properties of the mixtures containing the different fine aggregates were evaluated by using the asphalt pavement analyzer, the couch wheel tracker (a variation of the Hamburg rut tester), and the Superpave simple shear tester. A study to evaluate the sensitivity of the Superpave gyratory compactor and the Superpave mixture design system to differences in particle shape also is presented.

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Habib, Affan, Mustaque Hossain, Rajesh Kaldate, and Glenn Fager. "Comparison of Superpave and Marshall Mixtures for Low-Volume Roads and Shoulders." Transportation Research Record: Journal of the Transportation Research Board 1609, no. 1 (January 1998): 44–50. http://dx.doi.org/10.3141/1609-06.

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Superpave and Marshall mix designs using local aggregates were done to study the suitability of the Superpave mix design as compared with the Marshall mix design for low-volume roads, especially shoulders. The project site was Kansas Route 177 in northeast Kansas. Three locally available aggregates, crushed limestone and coarse and fine river sands, were used in this study. Five blends with varying proportions of coarse and fine river sands were selected. Mix samples were compacted in the Superpave gyratory compactor with the applicable number of gyrations and were compacted with the Marshall hammer by using 50 blows per face. Bulk densities of the compacted samples and maximum specific gravities of loose samples also were measured for each blend. The results show that the Superpave mix design for low-volume roads and shoulders results in lower estimated asphalt content than does the Marshall method. The required asphalt content increases as the proportion of coarse river sand increases in the mix. Superpave requirements for the voids filled with asphalt (VFA) for low-volume traffic, that is, less than 0.3 million equivalent single-axle loads, appeared to be too high. High asphalt film thicknesses were computed for the mixtures that did not meet the Superpave VFA requirements. Lowering the design number of gyrations (Ndes) for compaction of samples would result in increased asphalt requirement for the Superpave mixture with a given gradation.

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Huber, Gerald A., Xishun Zhang, and Robin Fontaine. "Superpave Models: Predicting Performance during Design and Construction." Transportation Research Record: Journal of the Transportation Research Board 1545, no. 1 (January 1996): 105–12. http://dx.doi.org/10.1177/0361198196154500114.

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The Strategic Highway Research Program (SHRP) spent $50 million researching asphalt binders and asphalt mixtures and provided three main products: an asphalt binder specification, an asphalt mixture specification, and Superpave, an asphalt mixture design system that encompasses both the binder and mixture specification. SHRP researchers have provided tools that promise more robust asphalt mixtures with reduced risk of premature failure. Implementation of the specifications and mix design system will require overcoming several obstacles. Superpave must be demonstrated to be practical and easy to use. The impact of Superpave aggregate requirements on aggregate availability must be determined. The Superpave gyratory compaction procedure has been uniquely defined and then calibrated to traffic volume. The reasonableness of this approach must be tested in widespread application. Perhaps the largest implementation hurdle exists in the performance models. Expensive test equipment is necessary to do the performance-based tests. The performance predictions must be established as reasonable to justify the cost. A highway reconstruction project containing three Superpave Level 1 mix designs is documented including quality control done with the Superpave gyratory compactor. Superpave Level 2 performance-based tests were carried out to predict permanent deformation of the design and the mixture as constructed. The performance-based engineering properties obtained from the tests are evaluated, and the reasonableness of the performance prediction models is discussed.

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Watson, Donald E., E. Ray Brown, and Jason Moore. "Comparison of Superpave and Marshall Mix Performance in Alabama." Transportation Research Record: Journal of the Transportation Research Board 1929, no. 1 (January 2005): 133–40. http://dx.doi.org/10.1177/0361198105192900116.

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The Alabama Department of Transportation specifies the Superpave® design system for most of its dense-graded HMA mixes. However, there is concern that the number of design gyrations ( NDesign) may be too high for specified traffic levels. Mixes designed with an NDesign level that is too high would be rut resistant but may be difficult to compact in the field and may suffer from durability problems such as premature cracking and raveling. The objective of this project is to evaluate the performance of Alabama's mixes designed according to Superpave criteria and compare them to the performance of Alabama's Marshall-designed mixes to determine whether current NDesign levels should be adjusted. The following conclusions are based on an evaluation of 25 Marshall and Superpave projects placed about the same time and serving under approximately the same traffic conditions: ( a) Generally, both Marshall and Superpave mixtures are performing quite well with little rutting and cracking after a period of about 4 years. ( b) It is likely that most Marshall and Superpave mixtures will not reach the design air voids of 4.0% during the life of the pavement. After 4 years, the average air voids measured in the wheelpaths was 5.3% for Marshall mixes and 5.9% for Superpave mixtures. ( c) It appears that the durability of Superpave mixtures can be improved, without adversely affecting the rutting resistance, by increasing the asphalt content. Practitioners, however, are cautioned to monitor rutting indicators closely during mixture design, production, and construction.

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Guo, Xue Dong, Jian Cao, and Xiang Yang Fang. "Research on Water Stability of Superpave Asphalt Mixture." Applied Mechanics and Materials 94-96 (September 2011): 2175–78. http://dx.doi.org/10.4028/www.scientific.net/amm.94-96.2175.

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At present, the highway construction of China is in the stage of rapid development. A variety of asphalt mixtures have been applied to a certain extent in the highway construction. However, the water stability of asphalt pavement is also a serious problem to the highway. This research studies the water stability of a new kind of asphalt mixture—Superpave by changing the water content in different condition. The following conclusion can be found in this paper. In the normal saturated condition, the maximum water content of Superpave asphalt mixture is 0.35%.And in the vacuum saturated condition, the maximum water content of Superpave asphalt mixture is 1.78%.The water of Superpave asphalt mixture takes nine days to drain completely in the normal saturated condition. But in the vacuum saturated condition, the time is more than two months. In different water content conditions, the splitting tensile strength of Superpave asphalt mixture is 0%> 100%> 25%> 75%> 50%.

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Musselman, James A., Bouzid Choubane, Gale C. Page, and Patrick B. Upshaw. "Superpave Field Implementation: Florida’s Early Experience." Transportation Research Record: Journal of the Transportation Research Board 1609, no. 1 (January 1998): 51–60. http://dx.doi.org/10.3141/1609-07.

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Over the past 10 to 15 years, Interstate pavements in northern Florida have experienced a significant number of failures, primarily due to rutting. It was believed that the present fine-graded, 50-blow Marshall-designed mixes were inadequate to withstand current loading conditions. The newly developed Superpave system represented an opportunity to address several of Florida’s asphalt pavement problems. Thus, the Florida Department of Transportation made a concerted effort to implement Superpave technology in 1996. During this period, eight projects were changed from the traditional Marshall mix designs to Superpave. Although the new procedure offers potential for improved pavement performance, there has been very little experience nationally with its field application. Florida’s early experiences with the field implementation of Superpave are documented.

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Wang, Jian Neng. "Performance Assessment of Asphalt Mixtures Using Frequency Sweep Test at Constant Height and Hamburg Wheel-Tracking Device." Advanced Materials Research 723 (August 2013): 444–51. http://dx.doi.org/10.4028/www.scientific.net/amr.723.444.

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The study presents the comparative evaluation of mixture performance of the Superpave and dense-graded mixtures using the results of repeated shear test at constant height (RSCH), frequency sweep test at constant height (FSCH), and Hamburg wheel-tracking device (HWTD) test. The results of HWTD testing displayed the Superpave mixtures I and II were less susceptible to permanent deformation than the dense-graded mixture. The results of RSCH testing showed the cumulative shear strain and the predicted rut depths of the accumulated shear strain of the dense-graded mixture was about six times as large as those of the Superpave mixtures I and II. Compared with the test results of HWTD testing, the Superpave mixture II was less susceptible to permanent deformation and the dense-grade mixture was the most prone to rutting among these three mixtures. The normalizing frequency parameter of the dense-graded mixture was about one and half to five times as large as those of the Superpave mixtures I and II. The larger value the specification parameternormalizing frequency parameter, the less that the mixtures could exhibit performance ranking. The use of specification parameter obtained from FSCH test, normalizing frequency parameter, for assessing mixture performance was consistent with the findings from HWTD and RSCH tests. Therefore, the Superpave mixture II ranked first and the dense-graded mixture ranked third based on the overall mixture performance.

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Траутваин, Анна, Anna Trautvain, Андрей Акимов, Andrey Akimov, Василий Денисов, Vasiliy Denisov, Максим Лашин, and Maksim Lashin. "FEATURES OF THE METHOD OF SURROUNDED DESIGN OF ASPHALT-CONCRETE ON SUPERPAVE TECHNOLOGY." Bulletin of Belgorod State Technological University named after. V. G. Shukhov 4, no. 3 (April 10, 2019): 8–14. http://dx.doi.org/10.34031/article_5ca1f62f6b9a09.67742444.

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The article describes the technology of designing asphalt pavements, according to the Superpave method. The Superpave System (SUperior PERforming Asphalt PAVEments) is developed by the US Strategic Highway Research Program (SHRP). The goal of the program is to search for new ways of designing asphalt concrete pavements that will work better under extreme temperatures and intensive traffic loads. The Superpave system is primarily concerned with two problems associated with road surface: constant deformation, which is a consequence of insufficient strength of asphalt concrete in shear at high temperatures; and low-temperature damage, which is formed during the compression of the asphalt concrete pavement, the tensile stress exceeds the tensile strength. The solution of these problems is carried out by the most rational selection of components of the asphalt concrete mix. This technology has interested Russia relatively recently. In 2016, preliminary national standards have been translated and issued. They describe requirements of materials for design and selection of the mixture. The article reviews technical documentation in order to develop a methodology for the selec-tion of asphalt mix. In the course of the research, the technological features of selection and design of the asphalt mix using the given method are considered and a block diagram is made for the selection of asphalt composition. This system makes it possible to design the fine-grained and gravel-mastic as-phalt mixes. The introduction of foreign experience in the construction of roads can contribute to the quality improvement of Russian highways

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Носов, С. В. "ALTERNATIVE TO A SUPERPAVE SYSTEM IN THE FORMATION OF REGIONAL ROAD RESEARCH INSTITUTIONS." НАУЧНЫЙ ЖУРНАЛ СТРОИТЕЛЬСТВА И АРХИТЕКТУРЫ, no. 4(60) (December 29, 2020): 87–96. http://dx.doi.org/10.36622/vstu.2020.60.4.009.

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Постановка задачи. Для решения сложных проблем в области дорожного строительства главной задачей в области научных исследований является на сегодняшний день формирование и развитие региональных дорожных научно-исследовательских институтов или научно-исследовательских дорожных лабораторий. Результаты. Рассмотрены достоинства и недостатки двух методологий на пути повышения качества и долговечности основных конструктивных элементов автомобильных дорог (земляного полотна и дорожных покрытий), учитывающих множество основных и второстепенных факторов. Одна из методологий достаточно хорошо известна и обеспечивает на сегодняшний день требуемый уровень качества асфальтобетона за рубежом в рамках системы Superpave. Вторая методология основывается на реологическом подходе к совершенствованию технологий уплотнения дорожно-строительных материалов и известна дорожникам пока еще мало. Выводы. Установлено, что развитие первой методологии научных исследований у нас в стране весьма затруднительно, а второй - вполне доступно и реально на базе сформированных региональных научно-исследовательских дорожных организаций. При этом концепция их формирования определяет существенные преимущества применения второй методологии. Statement of the problem. To solve complex problems in the field of road construction, the main task in the field of scientific research, which can easily and adequately develop with obtaining real results, is currently the formation and development of regional road research institutes or, in extreme cases, research road laboratories. Results. The advantages and disadvantages of two methodologies for improving the quality and durability of the main structural elements of roads (subgrade and pavement) are considered taking into account many primary and secondary factors. One of the methodologies is quite well known and presently provides the required level of quality of asphalt concrete abroad within the Superpave system. The second methodology is based on a rheological approach to improving the technology of compaction of road-building materials and little is known to road builders. Conclusions. It has been established that the development of the first methodology of scientific research in our country is very difficult, and the second is quite affordable and feasible on the basis of the formed regional research road organizations. Moreover, the concept of their formation determines the significant advantages of using the second methodology.

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Brooks, Don, David Hein, Ludomir Uzarowski, and John Emery. "Municipal Implementation of Superpave Technology." Transportation Research Record: Journal of the Transportation Research Board 1681, no. 1 (January 1999): 138–47. http://dx.doi.org/10.3141/1681-17.

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Buchanan, MS, CR Marek, JD Powell, and SW Dean. "Superpave and the Aggregate Industry." Journal of ASTM International 3, no. 8 (2006): 13638. http://dx.doi.org/10.1520/jai13638.

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Anderson, R. Michael, and Hussain U. Bahia. "Evaluation and Selection of Aggregate Gradations for Asphalt Mixtures Using Superpave." Transportation Research Record: Journal of the Transportation Research Board 1583, no. 1 (January 1997): 91–97. http://dx.doi.org/10.3141/1583-11.

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The design of asphalt mixtures is a complex process that requires the proper proportioning of materials to satisfy mixture volumetric and mechanical properties. The majority of time spent in the mix design process is used in evaluating and selecting aggregate gradations to meet project requirements. The latest set of requirements for asphalt mixtures is the Superpave system, developed during the Strategic Highway Research Program. This system incorporates materials selection, evaluation of trial aggregate structures, selection of design asphalt binder content, moisture sensitivity, and, in some cases, determination of performance properties of the selected asphalt-aggregate blend. The selection of a design aggregate structure reduces to selecting an aggregate gradation that will meet minimum volumetric and densification criteria, and selecting an aggregate structure that will provide adequate resistance to permanent deformation, fatigue, and thermal cracking. In the Superpave volumetric mix design process, achieving voids in mineral aggregate (VMA) is the most difficult task facing the mix designer. One phase of this evaluation focuses on providing Guidelines to achieve VMA requirements with Superpave mix designs. This phase was accomplished by evaluating the existing database of information on Superpave mix designs at the Asphalt Institute. The second phase examines the relationship between properties determined during the Superpave volumetric mix design process, and material properties determined by mix analysis tests.

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Hall, Kevin D., Josue Cruz, and Hooi Ng. "Effects of Testing Time and Confining Pressure on Falling-Head Permeability Tests of Hot-Mix Asphalt Concrete." Transportation Research Record: Journal of the Transportation Research Board 1723, no. 1 (January 2000): 92–96. http://dx.doi.org/10.3141/1723-12.

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Superpave implementation has resulted in increased interest in the permeability of hot-mix asphalt concrete. Relatively open-graded Superpave mixes have given rise to concern about premature pavement failures due to increased water infiltration from the surface. Arkansas is investigating the use of a falling-head permeability test to evaluate Superpave mixes with respect to potential performance problems caused by increased permeability. The initial phase of the project concerns the development of laboratory testing procedures and equipment. Superpave field mixes from projects in Arkansas were sampled to investigate permeability testing parameters. In addition, compacted test specimens from a round-robin study of permeability were included in the testing matrix. For the Arkansas mixes, loose mix sampled at the hot-mix plant was compacted using the Superpave gyratory compactor. Field cores were also taken from completed pavement sections. Permeability tests were conducted on all samples to investigate the effect of testing time (15, 30, 45, and 60 min) and confining pressure (69 and 96.5 kPa) on the measured permeability values. Results of the testing suggest that neither the time interval used in measuring the head drop in a falling-head test nor the confining pressure used in the flexible wall testing apparatus significantly affects test results. These findings will greatly simplify testing methods and setup, making the test more attractive as a relatively routine tool for the mix design laboratory.

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Hartmann, Sven. "Superpure digraph designs." Journal of Combinatorial Designs 10, no. 4 (2002): 239–55. http://dx.doi.org/10.1002/jcd.10013.

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Bahia, Hussain U., Dario Perdomo, and Pamela Turner. "Applicability of Superpave Binder Testing Protocols to Modified Binders." Transportation Research Record: Journal of the Transportation Research Board 1586, no. 1 (January 1997): 16–23. http://dx.doi.org/10.3141/1586-03.

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An effort is made to summarize current practices for modifying paving asphalts. The types and classes of modifiers used, or considered, for paving applications are reviewed. The applicability of the Superpave binder specification (AASHTO MP1) is reviewed critically, and the modified-asphalt characteristics that are not considered in this specification are evaluated. Conventional testing results of modified binders are compared with Superpave testing results. The results indicate that a variety of additives can be classified, on the basis of their composition and their effects on asphalts, as polymers (elastomeric and plastomeric), fillers, fibers, hydrocarbons, antistripping agents, oxidants, antioxidants, crumb rubber, and extenders. These additives vary significantly in their physical and chemical characteristics and are expected to have widely variable effects on performance-related properties of asphalts. The assumptions supporting the criteria in the Superpave binder specification may not be valid for some modified binder systems. Furthermore, the testing protocols included in the specification do not consider certain important characteristics that are typical of particular modified binders. Among these characteristics are strain dependency, thixotropy, loading-rate dependency, and time-temperature equivalency. Conventional measurements used currently by state departments of transportation such as ductility, elastic recovery, and resilience, were collected. The ranking of five modified systems on the basis of conventional and Superpave measurements was analyzed. The analysis does not indicate that the conventional test methods are consistent in their rankings, nor does it indicate that these measures add much to the information deduced from the Superpave data.

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Hall, Kevin D. "Arkansas Superpave® Seminars: Model Technology Transfer Partnership." Transportation Research Record: Journal of the Transportation Research Board 1848, no. 1 (January 2003): 101–5. http://dx.doi.org/10.3141/1848-14.

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Arkansas implemented the Superpave® asphalt mixture design system in 1997 for all state and federal highways. Local roadway agencies in Arkansas, including cities and counties, have historically used Marshall method–based mixes—typically by specifying the use of state mix in paving projects. In recent years, however, more Superpave-based mixtures are being used for local projects, leading to an acute need for information at the local level about specification and construction practices necessary for Superpave. A partnership of people representing academia, industry, local roadway agencies, and the state highway agency was formed to develop and present information to local agencies and consulting engineers on the use of Superpave for low-volume roadways. The goal of the partnership was to develop a series of Superpave seminars to provide vital technology transfer to local roadway personnel. Nine seminars were held throughout Arkansas, drawing more than 250 people from cities, counties, consulting engineering firms, and other interested parties. The seminar series proved to be a success. Keys to the success included a buy-in of all major stakeholders in the partnership; a funding strategy for development and execution that allowed attendees to participate at no cost; an informal, hands-on presentation seminar approach; and recognition of the realities of local roadway agency practices and the need to frame new technology within those practices. Attendee feedback was overwhelmingly positive and indicated a willingness to participate in future technology transfer activities.

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D'Angelo, John A. "Current Status of Superpave Binder Specification." Road Materials and Pavement Design 10, SI (June 30, 2009): 13–24. http://dx.doi.org/10.3166/rmpd.10hs.13-24.

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Musselman, James A., Gale C. Page, and Gregory A. Sholar. "Field Conditioning of Superpave Asphalt Mixes." Transportation Research Record: Journal of the Transportation Research Board 1761, no. 1 (January 2001): 61–69. http://dx.doi.org/10.3141/1761-08.

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D'Angelo, John. "Current Status of Superpave Binder Specification." Road Materials and Pavement Design 10, sup1 (January 2009): 13–24. http://dx.doi.org/10.1080/14680629.2009.9690233.

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Gedafa, Daba S., Mustaque Hossain, Stefan Romanoschi, and Andrew J. Gisi. "Field Verification of Superpave Dynamic Modulus." Journal of Materials in Civil Engineering 22, no. 5 (May 2010): 485–94. http://dx.doi.org/10.1061/(asce)mt.1943-5533.0000048.

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Kabir, Md Sharear, Patrick Icenogle, William (Bill) King, and Christopher Abadie. "Performance of Superpave Projects in Louisiana." Transportation Research Record: Journal of the Transportation Research Board 2207, no. 1 (January 2011): 16–24. http://dx.doi.org/10.3141/2207-03.

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Hossain, Mustaque, and J. Z. Chen. "Optimization of Superpave Mixture Volumetric Properties." International Journal of Pavement Engineering 3, no. 2 (January 2002): 63–69. http://dx.doi.org/10.1080/10298430290023467.

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Sherwood, James A., Nathaniel L. Thomas, and Xicheng Qi. "Correlation of Superpave G*/Sin δ with Rutting Test Results from Accelerated Loading Facility." Transportation Research Record: Journal of the Transportation Research Board 1630, no. 1 (January 1998): 53–61. http://dx.doi.org/10.3141/1630-07.

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In 1992, FHWA initiated a Superpave validation study by utilizing the Accelerated Loading Facility (ALF) at the Turner-Fairbank Highway Research Center in McLean, Virginia. The study focused on the validation of the concepts, tests, and predictive models underlying the Superpave binder specifications and mixture analysis system. Twelve full-scale pavement lanes with 48 test sites were constructed at the FHWA Pavement Testing Facility in 1993. Pavement testing with the ALF started in late spring of 1994. The results of accelerated full-scale pavement tests in conjunction with extensive laboratory tests will be used to validate the Superpave binder parameters for rutting and fatigue cracking. Presented in this paper are the results of rutting tests and some of the data analysis completed through June 1997.

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Baumgardner, Gaylon, and John A. D'Angelo. "Evaluation of New Dynamic Shear Rheometer Testing Geometry for Performance Testing of Crumb Rubber–Modified Binder." Transportation Research Record: Journal of the Transportation Research Board 2293, no. 1 (January 2012): 73–79. http://dx.doi.org/10.3141/2293-09.

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Crumb rubber modifier (CRM) has been used for many years in asphalt binder to provide improved field performance. Historically the increase in viscosity of CRM binder was measured with crude vane viscometers to quantify binder performance characteristics. The Superpave® system introduced far more accurate tools in the asphalt binder testing system to measure performance characteristics. As a result of testing geometry limitations, Superpave binder tests, specifically high-temperature testing, have generally not been applicable in testing CRM binders. This inability to test the material fully has limited the use and adoption of CRM binders. Well-known geometries in the rheology field, specifically coaxial cylinder geometries or cup and bob, can handle the larger particle sizes typically used as CRM. However, these geometries are not familiar in the asphalt industry. This study investigated the ability of the cup-and-bob geometry to test neat, polymer-modified, and CRM binders to determine if it could provide similar rheological results for both Superpave and multiple stress creep recovery (MSCR) testing. It concluded that the cup-and-bob geometry could accommodate large CRM particles and provide similar results for Superpave as well as MSCR testing.

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Takallou, H. Barry, Hussain U. Bahia, Dario Perdomo, and Robert Schwartz. "Use of Superpave Technology for Design and Construction of Rubberized Asphalt Mixtures." Transportation Research Record: Journal of the Transportation Research Board 1583, no. 1 (January 1997): 71–81. http://dx.doi.org/10.3141/1583-09.

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The effect of different mixing times and mixing temperatures on the performance of asphalt-rubber binder was evaluated. Four different types of asphalt-rubber binders and neat asphalt were characterized using the Strategic Highway Research Program (SHRP) binder method tests. Subsequently, mix designs were carried out using both the SHRP Levels I and II mix design procedures, as well as the traditional Marshall mix design scheme. Additionally, performance testing was carried out on the mixtures using the Superpave repetitive simple shear test at constant height (RSST-CH) to evaluate the resistance to permanent deformation (rutting) of the rubberized asphalt mixtures. Also, six rectangular beams were subjected to repeated bending in the fatigue tester at different microstrain levels to establish rubberized asphalt mixtures’ resistance to fatigue cracking under repeated loadings. The results indicate that the Superpave mix design produced asphalt-rubber contents that are significantly higher than values used successfully in the field. Marshall-used gyratory compaction could not produce the same densification trends. Superpave mixture analysis testing (Level II) was used successfully for rubberized asphalt mixtures. Results clearly indicated that the mixture selected exhibited acceptable rutting and fatigue behavior for typical new construction and for overlay design. Few problems were encountered in running the Superpave models. The results of the RSST-CH indicate that rubber-modified asphalt concrete meets the criteria for a maximum rut depth of 0.5 in.; and more consistent results were measured for fatigue performance analysis using the repeated four-point bending beam testing (Superpave optional torture testing). The cycles to failure were approximately 26,000 at 600 microstrain.

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Zhang, Cai Li, Lian Yu Wei, and Qing Ying Meng. "The Research of Low Temperature Performance of Asphalt Mixture." Advanced Materials Research 168-170 (December 2010): 2507–12. http://dx.doi.org/10.4028/www.scientific.net/amr.168-170.2507.

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To address Superpave graded and AC graded asphalt mixture, bending test at low temperature and thermal stress restrained sample tests are used respectively to evaluate the low temperature performance of asphalt mixture. Meanwhile, contrast analysis of the two test methods and the low temperature performance of two asphalt mixture are studied, too. The results show that Superpave method can effectively improve low temperature perfomance of asphalt mixture. In the thermal stress restrained sample tests, freezing temperature and transition point temperature can evaluate the low temperature cracking resistance of Superpave asphalt mixture well. In bending test at low temperature, bending strain energy density should be considered as evaluation index to the characterization for low temperature performance of asphalt mixture. That also closely meets the result of the rmal stress restrained sample tests.

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Al Shamsi, Khalid, and Louay N. Mohammad. "Estimating Optimum Compaction Level for Dense-Graded Hot-Mix Asphalt Mixtures." Journal of Engineering Research [TJER] 7, no. 1 (June 1, 2010): 11. http://dx.doi.org/10.24200/tjer.vol7iss1pp11-21.

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A critical step in the design of asphalt mixtures is laboratory compaction. Laboratory compaction should reflect field compaction and should produce mixtures that are economical and possess high structural stability. During the compaction process, asphalt mixtures are subjected to certain amount of compaction energy in order to achieve the required density. The Superpave volumetric mix design is based on compacting HMA mixtures to a specified compaction level described by the number of gyrations from the Superpave gyratory compactor (SGC). This level is termed Ndes and represents the required energy (based on the traffic level expected) to densify the mixture to a 4% air voids level. This paper re-examines the Superpave compaction requirements through extensive laboratory investigation of the response of a number of asphalt mixtures to the applied compaction energy. It also presents an alternative method to estimate the number of gyrations at which a mixture first reaches an optimum aggregate interlock and hence prevents overcompaction problems that might result in unstable aggregate structures or dry asphalt mixtures. A total of 12 HMA mixtures were studied. During compaction, force measurement was made using the pressure distribution analyzer (PDA). The compaction characteristics of the mixtures were analyzed using data from the PDA and the traditional Superpave Gyratory Compactor (SGC) results.

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Dongré, Raj, Satish Ramaiah, and John D’Angelo. "Use of Viscosity Standard Fluid To Control Quality of Rheological Measurements for Characterizing Asphalt Binders." Transportation Research Record: Journal of the Transportation Research Board 1586, no. 1 (January 1997): 24–31. http://dx.doi.org/10.3141/1586-04.

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The results of a study to establish a protocol for calibrating and maintaining Superpave rheometers are described. The reference standard material used was supplied by Cannon Instrument Co. The material (high viscosity standard) is designated as N2700000 and is supplied with ASTM traceable values of steady shear viscosity at various Superpave specification temperatures. The main objective was to determine whether sound calibration practices and adequate training can improve the repeatability and reproducibility of the rheological parameters required in the Superpave binder specification. Ten laboratories participated in the study. The results indicate that the viscosity standard can be used as a standard fluid to calibrate and maintain the Superpave rheometers. The repeatability and reproducibility data were compared with similar estimates reported by the AASHTO Materials Reference Laboratory. It was found that the reproducibility (between-laboratory variation) improved by a factor of two and repeatability (within-laboratory variation) improved modestly. With these results, a protocol for using the standard was also developed. Further analysis of results is under way to determine the frequency of calibration and maintenance required to obtain consistent rheological measurements. The results of this analysis and efforts to implement statistical process control charts for calibration and maintenance of rheometers using the standard reference fluid (Cannon N2700000 viscosity standard) are discussed.

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Buttlar, William G., Reynaldo Roque, and Brian Reid. "Automated Procedure for Generation of Creep Compliance Master Curve for Asphalt Mixtures." Transportation Research Record: Journal of the Transportation Research Board 1630, no. 1 (January 1998): 28–36. http://dx.doi.org/10.3141/1630-04.

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For the design of asphaltic paving mixtures under heavy traffic loading, the Superpave system specifies use of performance-based mixture tests and prediction models to supplement volumetric mix design procedures. Central to the mechanics-based thermal cracking model used in Superpave is the prediction of thermally induced stresses based on a master curve and shift factor concept. The original version of Superpave had procedures for automated construction of the mixture creep compliance master curve from measured mixture properties. However, recent studies have indicated the need for several new modeling techniques, the development of which has resulted in the need for substantially more sophisticated procedures for automated construction of the master curve. This paper details the development of a computer program called MASTER, which automates master curve construction using built-in logic capabilities designed to handle the wide variety of measured responses encountered in practice. MASTER was found to agree closely with manually determined shift factors for 36 field mixtures investigated. The program was also found to be extremely robust, producing rational shift factors even when used to analyze complicated, thermally damaged materials. On the basis of these findings, the procedures developed here are recommended for inclusion in future revisions of the Superpave performance modeling software.

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Jones, Stephen D., Kamyar C. Mahboub, R. Michael Anderson, and Hussain U. Bahia. "Applicability of Superpave to Modified Asphalts: A Mixture Study." Transportation Research Record: Journal of the Transportation Research Board 1630, no. 1 (January 1998): 42–50. http://dx.doi.org/10.3141/1630-06.

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Superpave binder and mixture specifications are currently being reviewed for their applicability to modified asphalts. This study was designed to evaluate a series of modified binders with the same Superpave performance grade (PG 76-22). The experiment was based on the following hypothesis: The performance characteristics for a given asphalt mixture will be the same for all PG 76-22 binders. The performance indicators analyzed in this study were obtained from a suite of laboratory mixture performance tests. The study, which also included a PG 64-22 asphalt to serve as the control, revealed that the hypothesis may be rejected. That is, mixture performance potential would be significantly different for various modified asphalts of the same performance grade. Loading frequency and strain dependency were noted as the most significant behaviors to address. Finally, recommendations were made for possible modifications of Superpave specifications to address these issues.

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Brown, E. R., D. I. Hanson, and Rajib B. Mallick. "Evaluation of Superpave Gyratory Compaction of Hot-Mix Asphalt." Transportation Research Record: Journal of the Transportation Research Board 1543, no. 1 (January 1996): 145–50. http://dx.doi.org/10.1177/0361198196154300119.

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To achieve 4.0 percent air voids in laboratory-compacted hot-mix asphalt with the Superpave gyratory compactor, different gyration levels are currently specified in the Superpave manual, each applicable to a particular combination of traffic and maximum pavement temperature. Two 1-year-old and four 2-year-old in-place densities were compared to those obtained from Superpave compaction of laboratory-prepared specimens and from compaction of reheated plant-produced mixtures. The gyration numbers corresponding to in-place density fell below 100 for all the mixes. At similar gyration levels, density of compacted, reheated, and laboratory-prepared specimens indicated an average difference of about 1 percent. Current data show that the Ndesign, Ninitial, and Nmax gyration levels may be too high, at least for lower traffic. Evaluation of the currently specified Ndesign values will be refined when the 3-year in-place density data become available.

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Kandhal, Prithvi S., Kee Y. Foo, and Rajib B. Mallick. "Critical Review of Voids in Mineral Aggregate Requirements in Superpave." Transportation Research Record: Journal of the Transportation Research Board 1609, no. 1 (January 1998): 21–27. http://dx.doi.org/10.3141/1609-03.

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Reports of increased difficulties in meeting the minimum voids in mineral aggregate (VMA) requirements have surfaced with the recent use of Superpave volumetric mix design. The low VMA of Superpave mixes generally can be contributed to the increased compactive effort by the Superpave gyratory compactor. This has led to the increased use of coarser asphalt mixes (gradations near the lower control points). However, the minimum VMA requirements in Superpave volumetric mix design for these coarse mixes are the same as those developed for the dense mixes designed by the Marshall method. Literature review has indicated that the rationale behind the minimum VMA requirement was to incorporate at least a minimum permissible asphalt content into the mix to ensure its durability. Studies have shown that asphalt mix durability is directly related to asphalt film thickness. Therefore, the minimum VMA should be based on the minimum desirable asphalt film thickness instead of on a minimum asphalt content because the latter will be different for mixes with different gradations. Mixes with coarse gradation (and, therefore, a low surface area) have difficulty meeting the minimum VMA requirement based on minimum asphalt content despite thick asphalt films. A rational approach based on a minimum asphalt film thickness has been proposed and validated. The film thickness approach represents a more direct, equitable, and appropriate method of ensuring asphalt mix durability, and it encompasses various mix gradations.

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Pesola, Arto, Martti Melin, Anssi Vanhala, Ying Gao, and Taija Finni. "Does SuperPark Make Children Less Sedentary? How Visiting a Commercial Indoor Activity Park Affects 7 to 12 Years Old Children’s Daily Sitting and Physical Activity Time." International Journal of Environmental Research and Public Health 15, no. 8 (July 27, 2018): 1595. http://dx.doi.org/10.3390/ijerph15081595.

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Commercial indoor activity parks provide children with a variety of entertaining physical activities. This study examined whether visiting SuperPark affects total daily sitting and physical activity time. The participants (8 girls and 7 boys, aged 10.3 ± 1.9 years, height 144.5 ± 11.8 cm, body mass index (BMI) 19.3 ± 3.0 kg/m2) wore a thigh-worn accelerometer during a normal week and were provided free tickets to visit SuperPark on at least one day. On average, the children spent 3.3 ± 1.2 h in SuperPark. During the visits the children had 0.9 h less sitting (0.7 ± 0.3 h, p = 0.000) and 0.9 h more moderate-to-vigorous physical activity (MVPA; 1.4 ± 0.6 h, p = 0.002) as compared to the reference periods on days without a SuperPark visit (1.6 ± 0.3 h sitting and 0.5 ± 0.4 h MVPA). During the days when visiting SuperPark, sitting time decreased 1.0 h (5.8 ± 0.9 h, p = 0.008) and MVPA increased 0.8 h (3.0 ± 1.0 h, p = 0.017) as compared to the reference days (6.8 ± 1.1 h sitting and 2.2 ± 0.8 h MVPA). The effects were more pronounced during weekdays than weekends. The children spent more than three hours in SuperPark on one visit, of which almost a half was MVPA. During the whole day, one hour of sitting was replaced with MVPA, suggesting that visiting SuperPark has the potential to improve health. Whether children continue visiting SuperPark and gain health benefits merits investigation.

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Chen, Chun, Zhen Dong Qian, and Yong Quan Wang. "Design a Thermosetting Asphalt Mixture for Surfacing on Orthotropic Steel Deck Bridge." Advanced Materials Research 652-654 (January 2013): 1221–25. http://dx.doi.org/10.4028/www.scientific.net/amr.652-654.1221.

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According to Superpave mix design method, a thermosetting material (Epoxy Asphalt mixture) was designed for surfacing on orthotropic steel deck bridge. Firstly, based on the thermosetting feature, the viscosity increasing law of EA binder was studied by Brookfield test. Then, some characteristic indexes of EA mixture, such as the prior mixing time and the reserved time, were determined according to the viscosity increasing law and recommended viscosity range for mixing and compaction. Finally, using these characteristic indexes, an EA mixture with 3.0% air voids was designed by volumetric mixture design procedure of Superpave method. The results show: 1) different from other asphalt mixtures, the characteristic indexes of end mixing time and reserved time should be applied in EA mixture design because of the thermosetting character of EA binder; 2) the EA mixture designed by Superpave method in this paper has a higher EA binder content than that designed by conventional Marshall method.

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Bruce, Andrew James, and Steven Duplij. "Double-Graded Quantum Superplane." Reports on Mathematical Physics 86, no. 3 (December 2020): 383–400. http://dx.doi.org/10.1016/s0034-4877(20)30089-6.

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45

Ewing, Tania. "Superpigs go to market." Nature 345, no. 6274 (May 1990): 377. http://dx.doi.org/10.1038/345377a0.

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Gleiter, Rolf, Heinrich Langer, and Bernhard Nuber. "Neuartige metallstabilisierte Cyclobutadien-Superphane." Angewandte Chemie 106, no. 12 (June 22, 1994): 1350–52. http://dx.doi.org/10.1002/ange.19941061227.

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Dongré, Raj, John D’Angelo, and Steve McMahon. "Development of Superpave Direct Tension Test Device." Transportation Research Record: Journal of the Transportation Research Board 1586, no. 1 (January 1997): 32–39. http://dx.doi.org/10.3141/1586-05.

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The redesign and evaluation of the Superpave direct tension test (DTT) are described. The prototype of the DTT device was developed during the Strategic Highway Research Program (SHRP). The DTT device, an integral part of the new Superpave asphalt binder specification, was developed to test asphalt binders and determine their failure properties, such as the stress and strain at failure. The strain at failure is used in the Superpave asphalt binder specification to determine the lowest temperature at which the asphalt can be used to avoid low-temperature thermal cracking. When the SHRP program was completed, an affordable specification version of the prototype SHRP-DTT device was introduced for field implementation. Unfortunately, this version was plagued with mechanical problems, producing excessive variability and inconsistency in data. The device also was less user-friendly than other test devices that were being implemented for the asphalt binder specification. These problems led to implementation delays and difficulties. The problems were addressed by FHWA in cooperation with Instron Corporation of Canton, Massachusetts (a manufacturer of materials testing equipment). On the basis of recommendations made by FHWA, Instron developed a new, easy-to-use specification-type DTT device. This device is compact (approximately one-tenth the size of the original) and uses a fluid-based temperature control system similar to that used in the bending beam rheometer. The new device also employs feedback elongation (strain) rate control. However, unlike the previous device, the new DTT uses an extensometer between the loading pins instead of a laser to measure elongation (strain). The evaluation and resulting recommendations by FHWA, which led to the development of the new specification-type devices are discussed. The repeatability and testing protocols also are discussed.

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Weed, Richard M. "New Jersey’s Superpave Specification: The Next Generation." Transportation Research Record: Journal of the Transportation Research Board 1761, no. 1 (January 2001): 10–14. http://dx.doi.org/10.3141/1761-02.

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Leahy, Rita B., and Robert N. Briggs. "Washington State Department of Transportation Superpave Implementation." Transportation Research Record: Journal of the Transportation Research Board 1761, no. 1 (January 2001): 32–40. http://dx.doi.org/10.3141/1761-05.

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Peterson, Robert L., Kamyar C. Mahboub, R. Michael Anderson, Eyad Masad, and Laith Tashman. "Superpave® Laboratory Compaction Versus Field Compaction." Transportation Research Record: Journal of the Transportation Research Board 1832, no. 1 (January 2003): 201–8. http://dx.doi.org/10.3141/1832-24.

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Laboratory compaction is an important part of asphalt mix design. For the mix design process to be effective, laboratory compaction must adequately simulate field compaction. In this study mechanical properties measured with the Superpave® shear tester were used to evaluate field compaction and laboratory compaction. The field compaction consisted of three test sections with different compaction patterns. The laboratory compaction used the Superpave gyratory compactor with adjustments to several parameters. Results of this study indicate that current gyratory protocol produces specimens with significantly different mechanical properties than those of field cores produced with the same material and compacted to the same air voids. Results also show that adjustments to certain parameters of the gyratory can produce specimens that better simulate the mechanical properties of pavement cores.

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Journal articles on the topic 'Superpage'

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