Determination of in-field temperature variations in fresh HMA and

corresponding compaction temperatures

Article info Abstract

Article history:
Received 4 October 2018
Received in revised form 6 April 2019
Accepted 20April2019
Keywords:
HMA compaction
Environmental factors
Temperature differential
Cessation temperature
Traffic opening
Hot mix asphalt (HMA) compacted at low temperatures develops many distresses due to high air
voids. Asphalt compaction operations in the field are mostly based on the experience of field staff.
Hence, independent of the actual temperature of the HMA. In this study, temperature variation in
hot mix asphalt (HMA) was investigated during paving operations at eight test locations in field.
Two most commonly used HMA layer thicknesses i.e. 5 cm and 8 cm were studied. Temperature of
the fresh HMA layer was noted at the centre, surface and at the interface points by four node K-type
thermocouple assembly. The average laying temperature of the HMA for eight tests was calculated
as 136.92_C. Whereas, the average compaction start temperature for eight tests was noted as
127.81 _C which shows the critical temperature loss of 9.11 _C before the compaction starts. The
average compaction end temperature calculated was 62.89 _C which is below the common cut off
temperature of 80_C. Temperature difference between day and night tests was 10 _C which can be
attributed as the effect of sunlight. The results of this study can be helpful to the field staff in
decision making during paving operations.

Introduction
Asphalt is an expensive composite material used extensively for
the construction of pavements worldwide. The service life of
pavement greatly depends on the construction methodology as
well as on the materials used for construction. In recent years,
chemical and thermal properties of the bitumen have been
enhanced by the addition of various additives, mainly, crumb
rubber (CR) into virgin (base) asphalt binder [1]. Asphalt
Concrete prepared by the addition of rubber particles by dry
method (ARC) has also shown better results at high temperatures
due to high viscosity [2]. Similarly, addition of styrene–
butadiene–styrene (SBS), crumb rubber modifier and sulphur
into terminal blend (TB) hybrid asphalt binders have produced
great results in terms of high temperature properties and elastic
behaviour of the HMA [3]. However, the use of high-quality
construction materials cannot guarantee durable pavements if
we do not follow the proper construction procedure. During
asphalt laying activity, compaction is started immediately after
asphalt is placed by paver machine. Compaction activity usually
continues till the asphalt layer attains the target density. It is
important to complete the compaction process before the
temperature of hot mix asphalt (HMA) reaches a certain point
known as cessation temperature. Below cessation temperature,
further density of asphalt cannot be achieved despite repetitive
passes of rollers [4,5]. When hot mix asphalt (HMA) is placed in
field, it undergoes many thermal processes, subsequently, its
temperature fluctuates or varies [6]. At the pavement surface,
heat flows from HMA to the surrounding air by means of
convection and to the atmosphere by long wave radiation [7–9].
The process of radiation omission continues until there is a
temperature differential between HMA and surrounding air.
Moreover, the black HMA absorbs solar radiation and
atmospheric downwelling long-wave radiation which increases
its temperature [10]. Fig. 1.1 highlights the typical thermal cycle
of fresh HMA. Temperature transfer between HMA and
underlying layer occurs through conduction, convection and
radiation emission process. Thus, three modes of heat transfer
are important that influence the thermal behaviour of fresh HMA
i.e. (i) radiation emission from pavement to the surrounding
through convection, (ii) short-wave radiation absorption by the
black pavement top (iii) transfer of heat through conduction from
HMA to the underlying layers [11]. Several studies have been
executed to explain the cooling behaviour of HMA during paving
and compaction process. Li et al. [12] developed model on three
main factors including, air temperature, solar radiation and
ground temperature. They found that air temperature & Solar
radiation have cumulative effects on pavement temperatures at
various depths. Islam et al. [13] developed pavement
temperature prediction models using the pavement temperature
and solar radiation data for one year. The results of their study
can be useful in determining the maximum, minimum and
average temperatures at any depth of HMA. Their regression
models can be used to analyse the stress-strain behaviour of
HMA. Wang et al. [14] used finite element modelling in
developing an algorithm of HMA under different sets of weather
condition. However, the results of their study haven not been
validated with field results. In the past, several researchers have
worked on understanding the relationship between temperature
of the HMA and its compatibility during paving operations. [15]
studied the effect of temperature loss in HMA on achievement of
the desired density and other mechanical properties. According
to their study, a 50_F loss in laydown temperature could result in to Marshal Compactors at different temperatures having
considerable loss in density of the compacted layer as percentage temperature
air voids increases in HMA when there is considerable lag range of 60–175 _C. It was observed that the air content
between laying time of asphalt and start time of compaction. Gao increased with decrease in temperature, but marshal stability
et al. [16] analysed the compaction behaviour of asphalt under
different temperatures in the laboratory. Dense graded asphalt
specimens having the same layer thickness were subjected