p. S.

Kandhat

Low-Temperature Ductility in

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
Relation to Pavement Performance

REFERENCE: Kandhal. P. S . "Low-Temperature Ductility in Relation to Pavement

Performance," Low-Tentperalure Properties of Bituminous Materials and Compacted
Bituminous Paving Mixtures, ASTM STP628. C. R. Marek, Ed.. American Society
for Testing and Materials, 1977, pp. 95-106.

ABSTRACT: The data on changing asphalt properties, especially the low-tempera-

ture ductility measured at 39.2 and 60°F(4 and I5.6°C). have been analyzed and related
to the performance of ten experimental pavements in Pennsylvania.
It has been observed that aging of the pavement results in progressively lower pene-
tration and higher viscosity. However, the accompanying decrease in low-temperature
ductility is an important factor. After the penetration of asphalt drops below 30 due to
hardening, the pavements containing asphalt with low ductilities are likely to show
poorer service than pavements containing asphalts of the same penetration but with
high ductilities. The data also indicate the probable ranges of low-temperature ductil-
ity values at which the progressive deterioration of the pavement (such as loss of fines,
raveling, cracking, etc.) takes place under Pennsylvania climatic conditions.
At lower temperatures, the ductility values are lower, reproducible, and better de-
fined than the values at higher temperatures determined on long, thin threads of as-
phalt. Therefore, a specification requirement at a 60°F or lower temperature should
provide better criteria.

KEY WORDS: bitumens, asphalts, bituminous cements, durability, ductility, low

temperature tests, bituminous concretes, roads, pavements

It has generally been accepted that the behavior of asphalt paving mixtures
under induced stress conditions is greatly affected by the response of asphalt
cement used as the binder phase. The binder phase during the service life of
the pavement is exposed to low temperatures which tend to alter its rheo-
logical response. To act as an effective binder in a flexible pavement system
under such severe conditions, the asphalt cement should possess certain prop-
erties. Presence of adequate ductility at low temperatures has been considered
necessary by various researchers to obtain satisfactory pavement perfor-
mance.
Surface condition was related to the ductility of the recovered asphalt from

' Bituminous testing and research engineer. Bureau of Materials, Testing and Research, Penn-
sylvania Department of Transportation. Harrisburg, Pa. 17120.

95

Copyright"^' 1977 by A S T M International www.astm.org

96 LOW-TEMPERATURE PROPERTIES OF BITUMINOUS MATERIALS

47 pavements in a study undertaken by the Ohio Department of Highways

and the then Public Roads Administration [1].^ Clark [2] concluded that the
ductility of asphalt, especially after the asphah has been incorporated into
the pavement in thin films and had its initial hardening due to volatility, is of
prime importance in determining the quality of a bituminous structure. Doyle
[i] measured ductility at 55° F (12.8°C) and observed extensive cracking of

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
the pavements when the ductility dropped below 5 cm. Halstead [4] demon-
strated that the pavements containing asphalts with penetration in the range
normally considered satisfactory (30 to 50) but with low ductilities are likely
to show poorer service than pavements containing asphalts of the same pene-
tration but with high ductilities. Reporting on Zaca-Wigmore Project,
Hveem et al [5] found increasing evidence that the ductility test on asphalts
recovered from the pavement during service life is an important method for
judging pavement service performance. The ductility results for unsatisfac-
tory asphalts on the Zaca-Wigmore projects were very low. Serafin [6] re-
viewed data on cores after seven years' service on the Michigan Bituminous
Experimental Road and reported that the section containing the lowest
ductility had the most pitting and cracking, whereas there did not appear to
be any significant differences between the penetrations. Abson and Burton
[7] have mentioned that low ductility and penetration are the direct causes of
cracking and raveling or disintegration. Vallerga and Halstead [8] studied
53 highway pavements located throughout the United States and reported
that severe raveling occurred in cold climates when the ductility at 60° F
(15.6°C) dropped to 3 cm or below.
This study is based on data obtained on ten experimental test pavements
constructed during 1961, 1962, and 1964 by the Pennsylvania Department
of Transportation in cooperation with Pennsylvania State University [9].
The objective was to study the physical and chemical changes of asphalts
and asphah mixtures over time, with a view to gaining an understanding of
the factors affecting the durability of asphaltic pavements. The data on
changing asphalt properties, especially the low-temperature ductility mea-
sured at 39.2 and 60° F (4 and 15.6°C), have been analyzed and related to the
performance of these test pavements. These test pavements have different
geographical locations within the state, as shown in Fig. 1.

1961-1962 Test Pavements

Two pavements were completed in October 1961 in Lycoming and Beaver
counties, and two were constructed during June 1962 in Washington and
Lebanon counties. These four test pavements were bituminous concrete
overlays, consisting of 2 in. of binder and 1 in. wearing course, placed on
9-in. Portland cement concrete pavements. This study is limited to the eval-
uation of dense-graded Pennsylvania Type ID-2 bituminous wearing course
surfaces, each containing a different type of asphalt. Slag aggregate was used
The italic numbers in brackets refer to the list of references appended to this paper.
 KANDHAL ON DUCTILITY AND PAVEMENT PERFORMANCE 97

PENNSYLVANIA
r^
™ CO. ; - < ; : V.LYCOMNG CO.

SIX PAVEMENTS^'V^^^-'"'

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
^/
® V SVKASHINGTON CO.
m ^. LEBANON CO.

FIG. 1—Test pavements location map.

in Beaver and Washington counties, whereas limestone aggregate was used in

Lycoming and Lebanon counties. All mixtures were designed according to
the Marshall method. Mix properties are given in Table 1. Properties of the
four asphalts used are shown in Table 2.
The construction methods used on these four paving jobs were basically
similar. The initial or breakdown roller was a 12-ton steel-wheel roller. This
was followed by a pneumatic-tire roller with 90 psi contact pressure, and a
steel-wheel finishing roller of 10 ton capacity. The average mix temperature
was 295° F (146.1°C). The temperatures at the pavers varied from 260 to
290°F (126.7 to 143.3°C), with an average temperature of 270°F(132.2°C).
The average daily traffic at the time of construction on these test pavements
in Beaver, Lycoming, Washington, and Lebanon counties was 3850, 6600,
2850, and 6000 vehicles, respectively.

TABLE 1—Mix properties (1961-1962 pavements).

Type lD-2 Wearing Beaver Lycoming Washington Lebanon

Test Property Specifications 1 2 3 4

Gradation,
% passing
1/2 in. 100 100 100 100 100
3/8 in. 80 to 100 98 95 97 93
No. 4 45 to 80 64 63 64 60
No. 8 30 to 60 48 45 50 43
No. 16 20 to 45 36 35 38 28
No. 30 10 to 35 26 27 27 17
No. 50 5 to 25 15 14 15 10
No. 100 4 to 14 10 7 10 5
No. 200 3 to 10 7 5 6 4

Asphalt
cement, %
stone 4.5 to 8.0 6.3 6.0
slag 7.0 to 10.5 8.2 8.3
98 LOW-TEMPERATURE PROPERTIES OF BITUMINOUS MATERIALS

TABLE 2—Asphalt properties (1961-1962 pavements).

Beaver Lycoming Washington Lebanon

Property 1 2 3 4

Penetration at 77° F, 100 g, 5 s 96 69 76 76

Viscosity at 140°F, poises 2570 4024 3163 3000

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
Ductility at 60° F, 5 cm/min, cm 150+ 150+ 150+ 150+
Ductility at 39.2°F, 5 cm/min, cm 12.5 8.0 5.9 7,8
Softening point, ring and ball, ° F 118.0 122.0 123.2 126.4
Flash point, °F 510 505 580 585
Thin film oven test
loss by weight, % 0,135 0.368 0.040 0.060
retained penetration, % 58.4 57.8 59.1 61.2

Rostler Analysis
asphaltenes 26.3 26.4 19.3 22.2
nitrogen bases 29.9 35.4 23.1 26.4
first acidiffins 14.0 9.5 5.9 8.4
second acidiffms 22.7 20.2 38.4 31.2
parafTms 7.1 8.5 13.3 11.8

Properties of asphalt after

mixing in pug-mill
penetration at 77°F, 100 g, 5 s 60 47 67 56
viscosity at 140°F, poises 7273 15 158 3800 5100
ductility at 60°F, 5 cm/min, cm 39 19 24 45
ductility at 39.2°F, 5 cm/min, cm 5.3 4.2 4.7 5.4

Since construction of the test pavements, periodical core specimen have

been obtained to determine the percentage of air voids in the pavements and
the Theological properties of the aged asphalts, including ductility at 60° F at
5 cm/min. The pavements have been studied for more than ten years.
Pavement Air Voids
The decreasing trend of the air voids with time under traffic is illustrated
graphically in Fig. 2. All pavements had relatively high air voids when con-
structed. However, after ten years, all pavements except the Washington
county pavement attained air voids of 5 to 6.5 percent. The Washington
pavement still had more than 10 percent air voids which caused excessive
asphalt hardening in this test pavement.

Penetration at 77° F (25° C)

The decreasing trend of penetration with time is shown in Fig. 3. Maxi-
mum drop in penetration has occurred in the Washington pavement due to
higher air voids. Beaver pavement has the highest penetration after ten years.
Viscosity at 140PF (6(P C)
Figure 4 shows the increase in viscosity at 140° F with time. Washington
pavement had the least viscosity at the time of construction, but, after ten
years, it has the highest viscosity due to excessive air voids.
 KANDHAL ON DUCTILITY AND PAVEMENT PERFORMANCE 99

BEAVER CQ
LYCOMING CO
WftSHINGTONCG
LEBANON CO
X CRACKING FIRST OBSERVED

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
LIFE OF PAVEMENTS, MONTHS

FIG. 2—Air voids versus time in months.

Ductility at 60° F (15.6° C)

Ductility of the recovered asphalts was determined at 60°F at 5 cm/min.
The decreasing trend of ductility with time in Beaver, Lycoming, Washing-
ton, and Lebanon pavements is illustrated graphically in Figs. 5-8.
Pavement Performance in Relation to Rheological Properties
When constructed in October 1961 and June 1962 and visually inspected
during November 1963, all four test pavements appeared satisfactory. Pave-
ment condition surveys have been conducted annually since then. Visual
evaluation included riding quality, loss of fines, raveling, and cracking. The
successive deterioration of each test pavement, as manifested by loss of fines,
raveling, and cracking, has been indicated in Figs. 5-8. After ten years' ser-
vice, Lebanon pavement has been rated the best, followed by Beaver, Ly-
coming, and Washington pavements. The Washington pavement developed
extensive cracking covering the entire riding surface after eight years in ser-
vice. This pavement has now been resurfaced. The ranking orders of pave-

BEAVRR CO.
LYCOMING CO.
WASHINGTON CO.
LEBANON CO.
X CRACKING FIRST OBSERVED

LIFE OF PAVEMENTS , MONTHS

FIG. 3—Penetration versus time in months.

100 LOW-TEMPERATURE PROPERTIES OF BITUMINOUS MATERIALS

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
— K A V E R CO
--- UttXWING CO
— WASHINGTON CO.
— LEBANON CO,

60 80 100 rzo
LIFE OF PAVEMENTS, MONTHS

FIG. 4— yiscosily (140P F) versus lime in months.

ment performance, percent air voids, penetration at 77° F, viscosity at 140° F,

and ductility at 60° F, are given in Table 3. Pavements in Beaver, Lycoming,
Washington, and Lebanon counties have been numbered I, 2, 3, and 4, re-
spectively.
It would appear from the ranking orders that the asphalt ductility value
obtained at 60° F is a good indicator of the pavement performance. Though
the ranking order of viscosity at 140°F conforms to the pavement perfor-
mance rankings, other studies [70] have not confirmed this relationship.
It is interesting to note that, on all four pavements (Fig. 5-8) evaluated for
more than ten years, a particular pavement condition developed when the
ductility value fell within a certain range:

3 9 o n AT OTIME

UFE OF PAVEMENT, MONTHS

FIG, 5—Ductility (6(f F) versus time in months (Beaver County).

 KANDHAL ON DUCTILITY AND PAVEMENT PERFORMANCE 101

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
ao no
LIFE OF m V E M E N T , MONTHS

FIG. 6—Ductility (6(]P F) versus time in months (Lycoming County).

TABLE 3—Ranking orders (1962-1962 pavements).

Pavement Pavement Penetration Viscosity Ductility

Performance Air Voids at 77° F at 140°F at 60° F, 5 cm/min

3 (poorest) 3 (highest) 3 (lowest) 3 (highest) 3 (lowest)

2 4 4 2 2

2 1

4 (best) 2 (lowest) 1 (highest) 4 (lowest) 4 (highest)

WftSHIWGTOW CO.

LIFE OF PAVEMENT. MOfrmS

FIG. 7—Ductility (6(P F) versus time in months (Washington County).

102 LOW-TEMPERATURE PROPERTIES OF BITUMINOUS MATERIALS

45cin AT 0 TlhC
LEBAMOW CO.
22-

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
LIFE Of M V E M E N T . MONTHS

FIG. i—Ductility (60P F) versus time in months (Lebanon County).

Ductility Value at 60° F, cm Pavement Condition Observed

More than 10 satisfactory

8 to 10 loss of fines (matrix)
5 to 8 raveling
3 to 5 cracking, needs resurfacing
Less than 3 very poor, extensive cracking

It has been observed in this study that the aging of the pavement results in
progressively lower penetration and higher viscosity. However, an accom-
panying decrease in low-temperature ductility is an important factor. After
the penetration of asphalt drops below 30 due to hardening, the pavements
containing asphalt with low ductilities are likely to show poorer service than
pavements containing asphalts of the same penetration but with high ductili-
ties. At lower temperatures, the ductility values are lower, reproducible, and
better defined than the values at higher temperatures (77° F), determined on
long, thin threads of asphalt.

1964 Test Pavements

Six test pavements totalling 3.67 miles in length were constructed in Octo-
ber 1964 in Clinton County on Legislative Route 219 (U.S. 220). This study
is limited to the evaluation of dense-graded Pennsylvania Type ID-2 bitu-
minous wearing course surfaces, each containing a different asphalt. Average
daily traffic on this road is 4200 vehicles.
Properties of the six asphalts used in the project are given in Table 4. Ex-
cellent control was maintained throughout the project to ensure uniform
construction of these six pavements. Limestone aggregate gradation and
asphalt content (6.4 percent optimum) were held consistent. Details of design
and construction of these pavements are given elsewhere [77]. In this closely
controlled research project, the only significant variable is the asphalt type.
 KANDHAL ON DUCTILITY AND PAVEMENT PERFORMANCE 103

TABLE 4—Asphalt properties (1964 pavements).

Asphalt Type

Property 1 2 3 4 5 6

Original

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
penetration at
77°F, 100 g, 5 s 62 92 149 114 94 80
viscosity at
140°F, poises 1613 1544 1447 966 2200 2649
viscosity at
275° F, cSt 340 343 475 318 509 557
ductility at
39.2° F, 1 cm/min, cm 14.0 53.3 101.0 23.5 68.3 21.9

After pug-mill
mixing
penetration at
77° F, 100 g, 5 s 36 69 98 66 69 60
viscosity at
140°F, poises 3645 2505 2971 2078 3463 4770
ductility at
39.2°F, 1 cm/min, cm 4.1 11.9 42.2 7.5 24.3 7.3

Since construction of these six pavements, core specimens have been ob-
tained periodically to determine the percentage of air voids in the pavement
and rheological properties of the aged asphahs. The last core specimens
which have been tested were obtained in March 1974, approximately 9 1/2
years after construction.
The data on changing properties of the asphalts, such as viscosities at 77
and 140°F, pavement air voids, etc., can be seen in Ref 12. Only the low-
temperature ductility in relation to pavement performance will be discussed
in this paper.

Performance of Test Pavements

No differences in texture or color tones of the asphalts were observed
when the pavements were visually inspected just after construction and after
one year of service. A rating method suggested by Olsen, Welborn, and Val-
lerga [13] to evaluate the effect of asphalt aging on pavement condition was
used as a guideline in the visual survey of pavement condition. Visual eval-
uation included riding quality, loss of matrix, raveUng, cracking, etc. The
overall ratings obtained on individual pavements during 1974 (after 9 1/2
years of service) are given in Table 5. An ideal pavement, according to this
performance evaluation, would rate 72. At the present time. Asphalt 1 pave-
ment can be considered to have failed and needs resurfacing. Pavements
containing Asphalts 6 and 4 have developed slight to moderate raveling but
are still in serviceable condition. The remaining three pavements are in very
good condition.
104 LOW-TEMPERATURE PROPERTIES OF BITUMINOUS MATERIALS

TABLE 5—Pavement performance and ductility data (1964 pavements).

Ductility, cm
Pavement Performance 39.2° F a t 1 c m m i n 60° F a t 5 c m m i n
Asphalt Rating Original After Mixing after 9 1 2 Years

1 (poorest) 51.1 14 4.1 0

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
6 59.8 21.9 7.3 8
4 60.1 23.5 7.5 7
2 60.4 53.3 11.9 19
5 61.2 68.3 24.3 19
3 (best) 61.5 101.0 42.2 49

Low-Temperature Ductility Data

The ductility of asphalts recovered from these six pavements has not been
measured periodically. The ductility values (at 39.2° F at 1 cm/min) before
and after pug-mill mixing had been determined initially. The ductility values
(at 60°F at 5 cm/min) of these asphahs, recovered from the most recent
core specimens, have now been determined. These data, together with the
performance ratings, are given in Table 5.
It can be observed that the low-temperature ductility values of the asphalts
before and after pug-mill mixing and after 9 1/2 years' service are consistent
with the pavement performance ratings. Higher ductility values are associ-
ated with better pavement performance. Asphalt 1 with the lowest ductility
shows the poorest performance. As observed in the 1961-1962 pavements.
Asphalts 6 and 4 developed raveling when the ductility values (at 60° F at
5 cm/min) fell in the 5 to 8 range.

Discussion
The amount of hardening of the asphalt during construction and the rate
of hardening in service are the primary factors affecting the durability of a
pavement. However, the data obtained on the ten pavements demonstrate
that the accompanying decrease in low-temperature ductility of the asphalts
is an important secondary factor that must not be overlooked.
The significance of the ductility test as a means of asphalt quality control
has been debatable due to its empirical nature. Exactly what property is
being measured is difficult to decide. It is possible that the ductility test result
obtained at 39.2 or 60° F reflects indirectly the viscosity-shear susceptibility
relationship at these service temperatures. According to Traxler [14], low
ductility values are indicated by asphalts with the greater degree of complex
flow (low values of Q. Welborn et al [15] and Kandhaland Wenger[/(f| have
reported good correlation between ductility and shear susceptibility at 45
and 60° F for various asphalts, regardless of source. Barth [/ 7] has stated that
the ductility is a valuable indicator of the physicochemical state of the asphalt
colloid system. It is likely, as pointed out by Halstead [4], that the ability of
 KANDHAL ON DUCTILITY AND PAVEMENT PERFORMANCE 105

the asphalt to undergo elongation is not the primary characteristic affecting

durability, but rather the ductility test result is an indication of an internal
phase relationship of the asphaltic constituents, which in turn have an im-
portant bearing on the serviceability factors of the asphalt. According to
Siegmann [18], when ductilities of bitumens derived from different crudes
are compared at equal penetrations, there are great differences which can be

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
correlated with the penetration index.
It is evident from the foregoing discussion that the ductility test, though
empirical in nature and not clearly understood, does have significant value.
The ductility values should be obtajned at 60° F or lower temperatures due
to the following reasons:
1. Thermally induced stresses are more critical at lower pavement temp-
eratures.
2. Meaningful, reproducible, and comparative ductility values are ob-
tained due to high consistency of asphalts at low temperatures. At 77° F,
most asphalts will deform readily into a long thread, resulting in values which
may be meaningless and are difficult to reproduce.

Conclusions
The following conclusions can be drawn from this study of ten test pave-
ments in Pennsylvania:
1. Aging of the pavement results in progressively lower penetration and
higher viscosity. However, it has been demonstrated that the accompanying
decrease in low-temperature ductility is an important factor. After the pene-
tration of asphalt drops below 30 due to hardening, the pavements containing
asphalt with low ductilities are likely to show poorer service than pavements
containing asphalts of the same penetration but with high ductilities.
2. The probable ranges of low-temperature ductility values at which the
progressive deterioration of the pavement (such as loss of fines, raveling,
and cracking) takes place under Pennsylvania climatic conditions have been
indicated.
3. At lower temperatures, the ductility values are lower, reproducible,
and better defined than the values at higher temperature (77° F), determined
on long, thin threads of asphalt. Therefore, a specification requirement at
60° F or lower temperature should provide better criteria.
4. Due to its empirical nature, it is not clearly understood what funda-
mental property is being measured by the ductility test. However, it is a de-
sirable value indicating pavement performance. More research is needed to
develop a rational test method which can be used more effectively to predict
performance.

A cknowledgments
The opinions, findings, and conclusions expressed here are those of the
106 LOW-TEMPERATURE PROPERTIES OF BITUMINOUS MATERIALS

author and not necessarily those of the Pennsylvania Department of Trans-

portation.
Appreciation is expressed to Edward Macko for illustrations and Marian
Trone for assistance in preparation of this report.

References

Downloaded from http://dl.astm.org/books/book/chapter-pdf/67242/10_1520_stp27096s.pdf by Universidad de Costa Rica (UCR) user on 01 September 2025
[/] Public Roads, Ohio Department of Highways and the Public Roads Administration.
Vol. 22, No. 6, Aug. 1941, pp. 129-142.
[2] Clark, R. G., Proceedings, Association of Asphalt Paving Technologists. Vol. 25, 1956,
p. 417.
[3] Doyle, P. C , Proceedings, Association of Asphah Paving Technologists, Vol. 27, 1958,
p. 581.
[4] Halstead, W. J., Proceedings, Association of Asphalt Paving Technologists, Vol. 32.
1963, p. 247.
[5] Hveem, F. N., Zube, Ernest, and Skog, John, Proceedings, Association of Asphah Paving
Technologists, Vol. 32, 1963, p. 271.
[6] Serafm, P. J., Proceedings, Association of Asphalt Paving Technologists. Vol. 32, 1963,
p. 341.
[7] Abson, Gene and Burton, Conway in Bituminous Materials: Asphalts, Tars, and Pitches.
A. J. Hoiberg, Ed., Interscience Publishers, New York, Vol. 1, 1964, Chapter 5, pp. 213-
288.
[8] Vallerga, B. A. and Halstead, W. J., Highway Research Record. No. 361, 1971, p. 71.
[9] Gotolski, W. H. and Roberts, J. M., "Paving Asphalt Properties and Asphaltic Concrete
Pavement Durability," Research Report RR-12, Pennsylvania State University, Univer-
sity Park, Pa., March 1973.
[10] Kandhal, P, S., Sandvig, L. D., Koehler, W. C , and Wenger. M. E., Vir/cosity Testing of
Asphalt and Experience with Viscosity Graded Specifications, ASTM STP532, American
Society for Testing and Materials, 1973, pp. 66-78.
[//] Kandhal, P. S., Sandvig, L. D., Koehler, W. C , and Wenger, M. E., "Asphalt Viscosity
Related Properties of In-Service Pavements in Pennsylvania," Research Report, Bureau
of Materials, Testing and Research, Pennsylvania Department of Transportation, Feb.
1972.
[12] Kandhal, P. S. and Wenger, M. E., Highway Research Record, No. 544. 1975, pp. 1-13.
[13] Olsen, R. E., Welborn, J. Y., and Vallerga, B. A., Proceedings, Association of Asphalt
Paving Technologists. Vol. 38, 1969, p. 317.
[14] Traxler, R. N., Asphalts: lis Composition, Properties and Uses. Reinhold. New York.
1961, pp. 62-65.
[15] Welborn, J. Y., Oglio, E. R., and Zenewitz, J. A., Proceedings, Association of Asphalt
Paving Technologists, Vol. 35, 1966, pp. 19-60.
[16] Kandhal, P. S. and Wenger, M. E., Highway Research Record, No. 544, 1975, pp. 56-64.
[17] Barth, E. J., Asphalt Science and Technology, Gordon and Breach Science Publishers,
New York, 1962, p. 316.
[18] Siegmann, M. C. in The Properties of Asphaltic Bitumen, i. Ph. Pfeiffer, Ed., Elsevier
Publishing Company, Inc., New York, 1950. Chapter 6, pp. 155-188.