Effect of Low Air Voids - College of Engineering - Purdue ... air voids and density Plate sampling...
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![Page 1: Effect of Low Air Voids - College of Engineering - Purdue ... air voids and density Plate sampling and density cores Substandard Results If first sample “fails,” backup sample](https://reader031.fdocuments.net/reader031/viewer/2022022005/5ab0e8277f8b9a00728ba302/html5/thumbnails/1.jpg)
Effect of Low Air Voids
Rebecca McDaniel
MS&T Asphalt Conference
December 7, 2010
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Air Voids
Too High
Rutting under traffic
Increased binder aging
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High Air Voids
Research and experience show high air voids can be a major problem
Increased permeability
Increased binder aging, cracking and raveling
Increased moisture damage
Increased densification under traffic
Big problem in some states with early Superpave projects
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Impact of High Voids
Ravelling increases as air content increases.
Service life reduced about 10% for each
1% air voids over 7%!
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Air Voids
Too low
Plastic flow
Rutting and shoving under traffic
Flushing and bleeding
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High Voids
Typically a compaction problem
Change rollers, rolling patterns, temperature, etc.
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Low Voids
Typically mix problem
Mix design problem
Poor quality control
Redesign or adjust mix
Remove and replace
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How Low is Too Low?
Design at 4% or 3-5%
Foster – in situ air voids ≤ 2.5% shoved
Instability at 3% for 4.75mm DGA
NCAT – rutting mixes had air voids ≤ 3%
WesTrack – minimal rutting in section with 1.6% air voids in situ
Harvey and Tsai recommend design AV = 2% (perpetual pavement base)
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Factors Affecting Severity
Type of roadway – traffic level, climate
Depth within pavement structure
Strength/stiffness of mix
How do you know if it is safe
to leave in place?
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Indiana History
Aggressively implemented Superpave beginning in 1992-93
Began implementing volumetric acceptance of HMA in 2001
Volumetric acceptance on all HMA in 2003
Pay factors depend on binder content, VMA, air voids and density
Plate sampling and density cores
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Substandard Results
If first sample “fails,” backup sample is tested
If backup sample also fails, suspect sublot is referred to Failed Materials Committee for disposition
Leave in place at reduced pay
Remove and replace
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Concern
Some sublots exhibited air voids <2%
Removal and replacement was indicated
Costly for contractors ($30/Mg 1000 Mg)
Testing variability issues and extenuating circumstances
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Referee Testing
INDOT offered referee testing at contractor’s option and cost
Traffic control, coring, testing
Low air void mixes tested for mix stiffness
Results considered when determining pay factors or remove/replace
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Rationale
Low air void mixes could exhibit stability problems
If mix stiffness is adequate rutting would likely not develop
Low air voids and low stiffness would likely signal performance problems
Adequate stiffness ≥ 250 MPa (36,200 psi) at 10 Hz and 40 C (SST Frequency Sweep)
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Application of Results
If average of three tests ≥ 250 MPa, remain in place at reduced pay
If average ≤ 250 MPa, remove and replace at contractors expense
Relatively few cases overall Almost no cases after 1-2 years
About half the results favored leaving in place
When left in place, pay reductions ranged from 15-50%
No performance problems observed
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Tool Worked – Why Change?
Low voids still occur occasionally
Referee testing no longer used
SST testing temperamental, uncommon
No technical guidance on pay reduction
Applied equally to all mixes, roads, etc.
Risk to agency (poor performance) and contractor (cost)
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Initiated Research
Two Pronged Approach
NCAT Test Track 2006
INDOT/Purdue Accelerated Pavement Testing (APT) Facility
Assess agency and contractor risk
Recommend decision strategy for managing risk when accepting or rejecting low air void mixes
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NCAT Test Track
INDOT sponsored two sections in 2006
NCAT subdivided each
Four 31.5m (100 foot) test sections
Another section serves as control
Perpetual pavement sections
50mm (2 in) surface removed and replaced with low void mix
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Comparison of Sections
SectionDesign
Air Voids %In Situ
Air Voids %Binder
Content %
S7A 1.4 2.2 6.5
S7B 2.1 3.9 6.1
S8A 2.0 3.9 6.2
S8B 1.0 2.3 6.1
N5* 4.0 5.2 5.8
*Control
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S7A Performance 2007
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Track Sponsor Meeting – 8/26/08
Rutting in 2008
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Track Sponsor Meeting – 8/26/08 22
Rutting Performance
0
5
10
15
20
25
30
35
40
45
50
0 1,000,000 2,000,000 3,000,000 4,000,000 5,000,000 6,000,000 7,000,000 8,000,000 9,000,000 10,000,000
Equivalent Single Axle Loadings
Avg
Ru
t D
ep
th (
mm
)
ARAN Dipstick ALDOT Gauge
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Rutting Comparison
2.7
18.8
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Poor Performance
All four sections rutted severely by 2-08 (~5.6 × 106 ESALs)
Safety concern for trucking
Mixes removed and replaced with more low void mixes in 2-08
New mixes also rutted beginning 5-08
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Track Sponsor Meeting – 8/26/08 25
Low QC Voids Experiment
y = 94.24e-0.82x
R2
= 0.66
0
5
10
15
20
25
30
35
40
45
50
0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0
QC Air Voids (% Gmm)
Maxim
um
Measu
red
AR
AN
Avg
Ru
t D
ep
th (
mm
)
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APT Experiment
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Air Voids in APT
Lane Top 50mm Lower 50mm Cause
1 ~4% ~2% High binder
2 ~4% ~2% Gradation
3 ~2% ~4% High binder
4 ~2% ~4% Gradation
Constructed December 2009, loading in progress.
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Potential Products
Minimum air void content specification
Establish level to remove and replace
Test method to determine when to remove and replace (dynamic modulus?)
Decision tree considering life cycle
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NCHRP 9-22 Performance Related Specifications
Fugro Consultants
Software to predict pavement performance based on as-built volumetrics and material properties
QRSS – Quality-Related Specification Software
Compare to as-designed to assess change in service life
Evaluating applicability to low voids issue
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Conclusions
Currently air void levels below 2-3% appear problematic
Occasionally lower void mix can perform acceptably
Risk to agency and contractor
There are options to consider
Test stiffness or modulus of mix
Evaluate performance/life cycle impacts
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For more information:
Rebecca S. McDanielTechnical DirectorYour North Central Superpave Center765/463-2317 ext [email protected]://engineering.purdue.edu/NCSC