WAPA 2001 Design Guide

2001 DESIGN GUIDE
122 State Street, Suite 507 • Madison, WI 53703

Tel: (608) 255-3114 • Fax: (608) 255-3371
WISCONSIN ASPHALT
PAVEMENT ASSOCIATION
DESIGN GUIDE
MAY, 2001
This version of the 2001 WAPA Design Guide is provided as a web-based
document which can be viewed, downloaded, and/or printed as desired. The
WAPA web site allows you to complete an on-line registration which will ensure that
your name appears on our list of registered users and that you will be notified of
updates to this Guide as they are published. If you have not yet registered, please
do so by visiting the WAPA website or by faxing or emailing the following
information directly to WAPA:
Name
Title
Employer
Address
City/State/Zip
Phone
Fax
Email
If you have any questions regarding the information in this Guide or if you need
assistance in the design, construction, or rehabilitation of Hot-Mixed Asphalt
pavements, members of the Wisconsin Asphalt Pavement Association are ready to
help. Please contact:
Wisconsin Asphalt Pavement Association

122 State Street, Suite 507
Madison, WI 53703
PH: (608) 255-3114
FAX: (608) 255-3371
Email: wiasppav@execpc.com
Web Site: www.wispave.org
FOREWORD
This Asphalt Paving Design Guide has been prepared to assist you in
understanding Hot Mix Asphalt (HMA) pavement design, construction and
rehabilitation.
Quality HMA pavement may be constructed in a wide range of soil, weather and
loading conditions. The examples contained in this Design Guide are designs,
procedures, and applications that have been proved successful in the State of
Wisconsin. All HMA mixtures given in this Design Guide are proven mixes which
are readily available throughout the State of Wisconsin from companies
experienced in producing and constructing quality HMA pavements.
This Design Guide was developed based on information contained in the State of
Wisconsin Standard Specifications for Road and Bridge Construction and is
intended for use by architects, engineers, developers, owners and governmental
officials. References to authorities and agencies do not constitute their
endorsement of this Design Guide. If further clarification of the material presented
is desired, you are encouraged to contact the appropriate authority, review the
references cited, or contact the Wisconsin Asphalt Pavement Association or a
WAPA member in your area.
This Design Guide has been developed to provide you with basic information on
HMA pavements so that you can develop an understanding of those topics which
are critical in the design and construction of quality HMA pavements. This Design
Guide is not intended to preclude the design of HMA pavements based on sound
pavement engineering principles and valid data on soils and traffic. The reader is
cautioned that the information contained in this Design Guide may be insufficient
when used alone. Other resource materials and authorities should be consulted
when field conditions differ from those given in this Design Guide.
This Design Guide presents background information on HMA pavements and

pavement design considerations (Sections 1 -5). Included thickness design tables
(Section 6) are applicable for a variety of roadway and other uses. Sections on
pavement management (Section 7), pavement rehabilitation (Section 8), and special
use HMA (Section 9) are also provided.
2001 WAPA Design Guide - i

OBJECTIVES AND PURPOSE
The Wisconsin Asphalt Pavement Association, and its members whose names
appear in the Membership Directory in Section 12, are dedicated to fulfilling these
objectives:
! Cultivation of sound relationships and cooperative effort between

members and governmental agencies, and other similar organizations
and associations
! Stimulation of public interest in the durability, economies, safety

features and other benefits accruing through the use of asphalt paving
materials.
! Advocation of sound planning in highway construction and

maintenance to insure maximum benefit from the expenditure of
public funds.
! Dissemination of information gathered from all available sources,

resulting from extensive research, relating to the manufacture and
uses of asphalt paving materials.
The ultimate quality of your asphalt paving project is directly related to the
experience, skill and equipment of the contractor doing the job. That is why
the Wisconsin Asphalt Pavement Association urges you to be sure that
bidders for your asphalt paving project are properly qualified HMA pavers.
The Wisconsin Asphalt Pavement Association takes pride in presenting this 2001
Design Guide, and will be happy to provide you with additional information.
CREDITS
The 2001 Design Guide has been written and developed under the direction of Dr.
James Crovetti, Marquette University, Department of Civil and Environmental
Engineering. Special thanks are also extended to Melissa Janda for her cover art.
2001 WAPA Design Guide - ii

TABLE OF CONTENTS
1.0 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2.0 QUALITY HMA PAVEMENTS ..................................... 3
QUALITY MANAGEMENT PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

ASSURANCE TESTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
HMA PAVEMENT STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
HMA with Aggregate Bases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Full-Depth HMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3.0 MATERIALS FOR HMA PAVEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ASPHALT CEMENT BINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

EMULSIFIED ASPHALTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
CUTBACK ASPHALTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ASPHALT BINDER GRADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Performance Grading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
AGGREGATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Natural Aggregates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Recycled Aggregates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Synthetic Aggregates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AGGREGATES FOR BASE COURSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Desirable Properties of Aggregates for Base Courses . . . . . . . . . . . . . 8
AGGREGATES FOR HMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Desirable Properties of Aggregates for HMA . . . . . . . . . . . . . . . . . . . 11
4.0 HMA MIX DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
WHAT IS AN HMA MIX DESIGN ? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

PROPERTIES CONSIDERED IN MIX DESIGN . . . . . . . . . . . . . . . . . . . . . . . 13
WISDOT HMA PAVEMENT TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
AGGREGATES FOR HMA LAYERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
HMA LAYER THICKNESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
JOB MIX FORMULA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
WISDOT HMA DESIGN SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5.0 PAVEMENT DESIGN CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 19
TRAFFIC LOADINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
TRAFFIC CLASSIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
ESAL FACTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DESIGN DAILY ESALs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
ESAL CALCULATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
SUBGRADE SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Subgrade Soil Classification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DRAINAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Surface Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Subsurface Drainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
GEOTEXTILE FABRICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2001 WAPA Design Guide - iii

TABLE OF CONTENTS
6.0 THICKNESS GUIDES FOR HMA PAVEMENTS . . . . . . . . . . . . . . . . . . . . . . 27
7.0 PAVEMENT MANAGEMENT SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
ESTABLISHING A PAVEMENT MANAGEMENT SYSTEM . . . . . . . . . . . . . . 33

DEFINITION AND USE OF PASER MANUAL . . . . . . . . . . . . . . . . . . . . . . . . 35
8.0 PAVEMENT REHABILITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
HMA OVERLAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Thin HMA Overlays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Structural HMA Overlays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Open-Graded Friction Courses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
SURFACE PREPARATION METHODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Localized Surface Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
HMA Cold Milling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
In-Place Recycling (Pulverizing) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Concrete Pavement Preparation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
9.0 HMA FOR RECREATIONAL AND OTHER USES . . . . . . . . . . . . . . . . . . . . . 41
SIDEWALKS AND WALKWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

BICYCLE AND GOLF CART PATHS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
PLAY AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
CURBS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
TENNIS COURTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
ASPHALT-RUBBER RUNNING TRACKS . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
HMA FOR HYDRAULIC STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
RAILROAD TRACK BEDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
10.0 REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
11.0 CONVERSION TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
12.0 MEMBER AND ASSOCIATE MEMBER FIRMS . . . . . . . . . . . . . . . . . . . . . . . 47
2001 WAPA Design Guide - iv

1.0 INTRODUCTION
Hot Mix Asphalt pavements have many advantages over pavement surfaces
constructed using other materials. A quality mix is more easily maintained because
the asphalt mixture is produced in a central plant to strict specifications and the mix
is not altered in transit.
It's Durable. Asphalt pavements have long life. All asphalt pavements have a
bridging action and because they're flexible can withstand occasional overloads
without serious damage. They are not harmed by ice and snow removal chemicals.
It's Economical. Asphalt pavements can be designed for the intended use.
There's no need to use a predetermined pavement thickness when conditions
permit otherwise. Asphalt also permits the use of local materials with corresponding
savings.
It's Safe. Asphalt pavements offer high skid resistance and provide high contrast
and improved visibility for traffic markings. The dark color also reduces glare and
melts ice and snow more rapidly than other pavement types. Asphalt pavement
materials also eliminate potentially dangerous and expensive pavement blow-ups.
It's Convenient. Asphalt pavements require no curing or extensive site

preparation. Traffic can use the pavement immediately following final rolling.
It's Adaptable. Asphalt pavements can be designed to suit any conditions of traffic,
soils and materials.
It's Smooth. Asphalt pavements provide a more uniform surface and a quiet ride
unmatched by other pavements.
It's Attractive. Asphalt pavements have no built-in, unsightly cracks. They blend
with and enhances the natural surroundings.
It's Recyclable. Asphalt pavements are completely recyclable. Not only can the
aggregate be reused, the asphalt cement binder retains its cementing properties.
Cold milling, to remove a predetermined depth of asphalt material, will also furnish
a ready supply of reclaimed mix for use in hot-mix recycling - a process which can
be repeated over and over again as the need arises in the years ahead.
2001 WAPA Design Guide - 1

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2.0 QUALITY HMA PAVEMENTS
Quality Hot Mix Asphalt (HMA) pavements are constructed using a designed paving
mixture. The required amount of each mixture ingredient is typically established
through a recognized mix design procedure as described in Section 4. To ensure
quality HMA pavements, a documented mix design report should be provided for
each paving project.
Quality HMA is produced in a mixing plant under controlled conditions. The mixture
is transported, placed and compacted while still hot. Specially designed paving
machines place the mixture to the required thicknesses and grade specifications.
After the mixture has been rolled to desired compaction, it's ready for immediate
traffic use.
QUALITY MANAGEMENT PROGRAM
A Quality Management Program (QMP) represents a cooperative effort between the

contractor and owner aimed at assuring the construction of quality HMA pavements.
The contractor provides and maintains Quality Control (QC) during the project to
ensure continual production of quality HMA which meets or exceeds project
specifications. The owner provides Quality Assurance (QA) by conducting tests on
HMA samples taken at the mixing plant. Samples are obtained by the contractor
under the observation of, or in a manner approved by the owner. All QMP testing
must be conducted by a WISDOT Certified Asphaltic Technician.
ASSURANCE TESTING
Assurance testing may be requested by the owner to compare with the contractor’s
quality control test data. Assurance tests may include any or all of the following
tests: aggregate gradation, asphalt binder content, bulk specific gravity of
compacted mixtures, maximum specific gravity, air voids content, and voids in the
mineral aggregate. Assurance tests are conducted by the owner on split samples
obtained by the contractor at the point of production. Differences between the
owner’s split sample test results and the contractor’s quality control test results are
considered acceptable if they fall within limits established by WISDOT. In the event
comparison test results variations are outside established limits, the current
WISDOT procedures governing assurance testing should be followed.

HMA PAVEMENT STRUCTURES
HMA with Aggregate Bases
HMA pavements with aggregate bases are appropriate for use where local
aggregates and subsurface drainage conditions are suitable. These pavements are
constructed by first placing and compacting an aggregate base on a prepared
subgrade. The HMA materials are then placed and compacted in layers to
complete the pavement structure. The thickness of each compacted layer is based
on considerations of layer position and nominal maximum aggregate size. Figure
2.1 illustrates the cross section of an HMA pavement with an aggregate base.
Full-Depth HMA
Full-Depth HMA pavements have wide applications ranging from residential

driveways and parking areas to heavy duty pavements where high volumes of heavy
traffic are anticipated, such as interstate highways and airport runways. A Full-
Depth HMA pavement uses HMA materials for all layers above the subgrade. The
thickness of each compacted layer is based on considerations of layer position and
nominal maximum aggregate size. Figure 2.1 illustrates the cross section of a Full-
Depth HMA pavement.

3.0 MATERIALS FOR HMA PAVEMENTS
ASPHALT CEMENT BINDER
Asphalt cement binder is obtained by distillation of a crude petroleum using different

refining techniques. At ambient air temperatures, asphalt binder is a black, sticky,
highly viscous material. It is a strong and durable binder with excellent adhesive
and waterproofing characteristics. The largest use of asphalt binder is for Hot Mix
Asphalt (HMA). Ninety-six percent of the hard surfaced roads in the United States
are paved using HMA.
Asphalt binders can be readily liquefied by applying heat, which facilitates mixing
with mineral aggregates to produce HMA. Asphalt binders are very sticky and
readily adhere to the surface of dry aggregate particles, binding them to form HMA.
After compacting and cooling to air temperature, HMA is a very strong paving
material which can sustain heavy traffic loads.
EMULSIFIED ASPHALTS
Emulsified asphalts (also called emulsions) are low viscosity mixtures of tiny asphalt
binder droplets, water and emulsifying agents, as shown in Figure 3.1. The
emulsifying agent coats the surfaces of the asphalt binder droplets and keeps them
suspended in the water prior to application. After application, the asphalt binder
coalesces (breaks) and the water evaporates. Emulsions are brownish in color
during application, but after breaking the coalesced asphalt binder returns to its
original black color.
Emulsified asphalts are used for surface treatments, penetration macadams, open-
graded cold asphalt-aggregate mixtures, tack coats, fog seals, dense-graded cold
asphalt-aggregate mixtures, and slurry seals.
Figure 3.1 - Emulsified Asphalt

CUTBACK ASPHALTS
Cutback asphalts are low viscosity mixtures manufactured by diluting (cutting back)
asphalt binders with petroleum solvents (cutter stock or diluent). After application,
the petroleum solvent evaporates, leaving the asphalt binder residue.
ASPHALT BINDER GRADING
Asphalt cement binders appropriate for pavement construction were previously

graded based on resistance to penetration and/or by viscosity measures. Currently,
asphalt binders are graded based on the temperature range over which the binder
retains certain desirable characteristics. These desirable characteristics include
adequate flexibility to resist cold temperature cracking and sufficient rigidity to resist
warm temperature rutting. The current binder grading system is known as the
Performance Grading (PG) system.
Performance Grading
Performance grading specifications were developed as part of the Strategic

Highway Research Program (SHRP). Binders are specified on the basis of the
climate and attendant pavement temperatures in which the binder is expected to
serve. Performance graded (PG) binders appropriate for use in Wisconsin include
the PG 64-22 and PG 58-28 binders. The first number (64 or 58) represents the
average 7-day maximum pavement design temperature, in degrees Celsius. This
maximum temperature establishes the upper temperature limit for the binder to
retain adequate rigidity to resist rutting. The second number (-22 or -28) represents
the minimum pavement design temperature. This minimum temperature
established the lower limit for the binder to retain sufficient flexibility to resist thermal
cracking.
Physical properties of the binders are measured at various temperatures both

before and after laboratory aging. The laboratory aging is conducted to simulate
field conditions imposed during the HMA production process as well as from long-
term environmental exposure. Binder physical properties are measured using four
devices:
! Dynamic Shear Rheometer

! Rotational Viscometer
! Bending Beam Rheometer
! Direct Tension Tester

Dynamic Shear Rheometer (DSR): The DSR is used to characterize the visco-
elastic properties of the binder before and after aging. Specifications for test results
control binder stiffness at high and intermediate temperatures. High temperature
specifications ensure the binder retains adequate stiffness to contribute
significantly to the overall shear strength of an HMA mixture. Intermediate
temperature specifications help ensure the binder does not contribute to fatigue
cracking of the HMA.
Rotational Viscometer (RTV): The RTV is used to determine the viscosity of the
original binder at 135 oC (275 oF). Specifications limit viscosity at 135 oC to ensure
that the binder can be pumped or otherwise handled during HMA manufacturing.
Bending Beam Rheometer (BBR): The BBR is used to characterize the low
temperature properties of binders. Specifications limit the low-temperature stiffness
to protect against cracking in cold weather.
Direct Tension Tester (DTT): The DTT is used to measure the failure strain of
binders at low temperatures. As with the BBR, the DTT specifications ensure that
the binder’s resistance to low temperature cracking is maximized.
AGGREGATES
Aggregates are any hard, inert material which are used in graded sizes (fine to
coarse). Aggregates are also referred to as rock, gravel, mineral, crushed stone,
slag, sand, rock dust and fly ash. Aggregates may be used alone for base course
layers or as a part of the HMA pavement layers. Several types of aggregate which
are available are described below. Aggregates, depending on use, have certain
desired physical and chemical properties which are described later in this section.
Natural Aggregates
Natural rocks occur either as outcrops at or near the surface or as gravel deposits,
usually along an old stream bed. They are classified into three groups: igneous,
metamorphic and sedimentary based on the way the rocks were originally formed.
Natural aggregates can be Pit or Bank-Run Aggregates or Processed Aggregates.
Pit or Bank-Run Aggregates - These include both gravel and sand, which are
taken directly from the deposit without processing.
Processed Aggregates - These include pit or bank-run aggregates and blasted

outcrops which have been crushed to make them more suitable for usage within
HMA pavements. Crushing pit or bank-run aggregates normally improves the
particle shape by making the rounded particles more angular. Crushing can also
improve the size distribution and range.

Crushed stone is also a processed aggregate. It is created when fragments of
bedrock or large stone are crushed so that all particle faces are fractured. The
crushed stone can be sized by screening; and the rock dust, which results from
crushing, can be removed by washing.
Recycled Aggregates
Reclaimed asphalt pavements (RAP) and concrete pavements both contain

valuable aggregates. The aggregate, if of good quality when placed, is most likely
still of good quality and can be recycled into HMA pavement or base course layers.
When recycled aggregates are used, it is important that HMA mixtures containing
recycled materials meet all specifications required of an HMA mixture without
recycled materials.
Synthetic Aggregates
Aggregates produced by altering both the physical and chemical properties of a

material are called synthetic or artificial aggregates. Two examples of synthetic
aggregates are lightweight aggregate, which is produced by heating clay to a very
high temperature, and slag, which is normally produced in the blast furnace during
steel production. Synthetic aggregates are sometimes used in HMA.
AGGREGATES FOR BASE COURSES
Aggregates used for base courses are largely obtained from local supplies of
processed natural rocks. The properties desired for aggregates used as base
courses are given below.
Desirable Properties of Aggregates used for Base Courses
Desirable properties of aggregates used for a base course are similar to those given
later for HMA pavements. These properties, as they apply to aggregates for base
courses, are briefly discussed in this section. See the section on AGGREGATES
FOR HMA for a more complete definition of some of the properties.
Size: The maximum size of an aggregate is the sieve size through which
essentially 100 percent of the material will pass. The maximum size is important to
insure good performance. It is also important that the desired gradation be
maintained.

Gradation: Aggregate gradation describes the distribution of aggregate particle
sizes. Proper gradation is important for stability, workability and permeability. It is
also desirable to have a base course which will not retain moisture nor become
unstable when wet. Crushed aggregate base course master gradation bands have
been established by WISDOT for both crushed gravels and crushed stones, as
shown in Table 3.1.
Cleanliness / Deleterious Materials: Cleanliness refers to the absence of certain

foreign or deleterious materials that, when present, make the aggregate undesirable
for use as a base course. Base course aggregates should be substantially free
from vegetable matter, shale and lumps, or balls of clay.
Toughness/Hardness: Aggregates are subject to crushing and abrasive wear

during manufacturing, placement, and compaction. Thus they must be hard and
tough to resist crushing, degradation, and disintegration when stock piled or placed,
compacted with rollers, and traveled over with trucks.
Durability/Soundness: Aggregates must be resistant to breakdown or

disintegration under action of wetting and drying and/or freezing and thawing.
Surface Texture: A rough, sandpaper-like surface texture, such as found on the
exposed faces of most crushed aggregates, tends to increase strength and stability.
Particle Shape: Aggregates that are cubical and angular will provide the greatest
mechanical stability.

Table 3.1 WISDOT Master Aggregate Gradations for Crushed
Aggregate Base Courses(1)
Percentage Passing by Weight
Gradation No. 1 Gradation No. 2 Gradation No. 3
Sieve Crushed Crushed Crushed Crushed Crushed Crushed

Size Gravel Stone Gravel Stone Gravel Stone
1½ Inch 100 100 -- -- -- --
1 Inch 75-100 -- 100 100 100 100
3/4 Inch -- -- -- -- 95-100 95-100
3/8 Inch 40-75 30-65 50-85 40-75 50-90 50-90
No. 4 30-60 22-55 35-65 25-60 35-70 35-70
No. 10 20-45 15-40 25-50 15-45 20-55 15-55
No. 40 10-30 -- 10-30 -- 10-35 --
No. 200 3-10 (2) 2-12 3-10 (2) 3-12 8-15 5-15
(1)
Unless otherwise specified, Gradation No. 2 should be used for the top layer of
base course and Gradations No. 1 or No. 2 should be used for lower base
course layers.
(2)
The percent passing the No. 200 sieve is limited to a maximum of eight percent
for crushed gravel base courses placed between old and new pavement.

AGGREGATES FOR HMA
Aggregates used in HMA are largely obtained from local supplies of natural rock
and recycled asphalt and concrete pavements. Other types of aggregate that are
sometimes used in HMA are lightweight aggregates or slag, which are termed
synthetic aggregates. The properties desired for aggregates used in HMA are given
below.
Typically, two or more aggregate supplies are blended together to achieve all of the
desirable properties listed below. The blended aggregates represent about 90%-
96% of the weight and about 65%-85% of the volume of a compacted HMA
pavement layer.
Desirable Properties of Aggregates for HMA
Selection of an aggregate for use in HMA depends on the quality of the material, the
type of pavement for which it is intended, availability, and cost. The following
properties should be evaluated to determine the suitability of an aggregate for use
in HMA:
Size: The maximum size of an aggregate is the sieve size through which
essentially 100 percent of the material will pass. The nominal aggregate size
represents the smallest sieve size for which at least 90 percent of the material will
pass. Aggregate size in a mixture is important to ensure good performance. If the
nominal size is too small, the mix may be unstable; if it is too large, workability and
segregation may be a problem.
Gradation: Aggregate gradation describes the distribution of aggregate particle

sizes. Gradation affects all the important properties of an HMA, including stiffness,
stability, durability, permeability, workability, fatigue resistance, skid resistance and
resistance to moisture damage. Aggregate master gradation bands have been
established by WISDOT for HMA surface and lower layers, as shown in Table 3.2.
Further guidance on the selection of a master gradation best suited to each project
is provided in Section 4.0.
Cleanliness / Deleterious Materials: Cleanliness refers to absence of certain

foreign or deleterious materials that, when present, make aggregates undesirable
for HMA. Washing dirty aggregate can usually reduce the amount of undesirable
materials to an acceptable level. Typical objectionable materials include vegetation,
shale, soft particles, clay lumps, clay coating on aggregate particles, and sometimes
excess dust from the crushing operation.
Toughness/Hardness: Aggregates are subject to crushing and abrasive wear

during the manufacturing, placement, and compaction of HMA. They must be hard
and tough to resist crushing, degradation, and disintegration when stock piled, fed
through an HMA facility, placed with paver, compacted with rollers, and traveled
over with trucks.

Durability/Soundness: Aggregates must be resistant to breakdown or
disintegration under the action of wetting and drying and/or freezing and thawing
(weathering).
Surface Texture: A rough, sandpaper-like surface texture, such as found on the

exposed faces of most crushed stones, tends to promote the mechanical bond
between the asphalt binder and the aggregate and increases stability.
Particle Shape: Aggregate particles suitable for use in a HMA should be cubical
rather than flat, thin, or elongated. In compacted HMA, angular-shaped particles
exhibit greater interlock and internal friction, and hence result in greater mechanical
stability than do rounded particles.
Absorption: The porosity of an aggregate permits the aggregate to absorb asphalt

binder, forming a bond between the particle and the asphalt. Some porosity is
desired, but aggregates that are highly absorbent are generally not used since they
would require a high amount of asphalt binder.
Affinity for Asphalt: Asphalt binder must wet the aggregate surface, stick to the
aggregate, and resist stripping in the presence of water (asphalt binder separates
from the aggregate surface). Dust coatings on aggregates can cause poor bonding
of asphalt binder.
Table 3.2 Aggregate Gradation for HMA Layers
Percentage Passing by Weight (1)
Sieve Nominal Size (2)

Size 1½ 1 inch 3/4 inch ½ inch 3/8
inch inch
2 inch 100
1½ inch 90 - 100 100
1 inch 90 max 90-100 100
¾ inch --- 90 max 90 - 100 100
½ inch --- --- 90 max 90-100 100
d inch --- --- --- 90 max 90-100
No. 4 --- --- --- --- 90 max
No. 8 15 - 41 19 - 45 23 - 49 28 - 58 20-65
No. 200 0-6 1-7 2-8 2 - 10 2 - 10
(1)
Percent passing of total aggregate weight
(2)
Unless otherwise designated, the nominal size of aggregate should be 3/4
inch for lower pavement layers and ½ inch for upper pavement layers.

4.0 HMA MIX DESIGN
WHAT IS AN HMA MIX DESIGN?
An HMA mix design includes a series of laboratory tests that are performed on a
particular set of HMA ingredients to determine whether, and in what proportions,
these ingredients can be combined to meet project specifications. The Superpave
method of mix design is the procedure currently used in Wisconsin. Superpave
stands for SUperior PERforming hot mix asphalt PAVEments.
The Superpave method of mix design was developed to provide a national standard
for HMA pavements. This national standard allows the asphalt industry to measure
HMA performance on a national level. Furthermore, the Superpave mix design
method better simulates expected traffic loads during the mix design process and
therefore produces pavement designs which perform better under actual traffic
loadings. The gyratory compactor is the new piece of standardized equipment that
is used to compact asphalt samples during the Superpave mix design method. This
equipment is used to determine the proper blends of aggregates and binder to
complete an HMA mix design appropriate for a certain type of traffic.
Special use HMA mixes may also be designed to meet specific project
requirements, such as high density, high flexibility, low permeability or high skid
resistance.
PROPERTIES CONSIDERED IN MIX DESIGN
Quality HMA pavements are achieved when properly designed, produced, placed,
and compacted. These steps ensure that desired mix properties are in place after
construction.
These desirable properties are:
! Durability
! Stability
! Impermeability
! Workability
! Flexibility
! Fatigue Resistance
! Skid Resistance
Durability: Durability of an HMA pavement includes its ability to resist factors such
as oxidation of the asphalt cement, disintegration of the aggregate, and stripping of
the asphalt cement from the surface of the aggregate. These factors can result
from weather conditions, traffic loadings, aggregate quality, or a combination of
these factors.
Typically a durable mixture can be achieved by using the optimum asphalt cement
content, using well graded quality aggregates, and compacting the designed mixture
to the recommended density to minimize in-place permeability.

Stability: Stability of an HMA pavement includes its ability to resist shoving and
rutting under repeated traffic loadings. Stable HMA pavements maintain their shape
and smoothness while unstable pavements deform under repeated loadings and
may develop ruts, ripples or other signs of pavement movement. The stability of an
HMA pavement is related to the internal friction and cohesion of the mix. Internal
friction is directly related to the angularity and roughness of the aggregates. In
compacted mixes, angular aggregates exhibit greater interlock and internal friction,
resulting in greater mechanical stability. Rough, sandpaper-like aggregate surfaces,
such as found on the exposed faces of most crushed stones, also tends to increase
stability. Internal cohesion is related to the thickness of the asphalt films coating the
aggregates. Cohesion increases, to a point, with an increase in the asphalt cement
content.
Impermeability: Impermeability is the resistance of the HMA pavement to the

passage of air and water into and through it. Impermeability is related to both the
quantity and arrangement of the air voids in the mix. HMA pavements with
numerous interconnected voids which connect to the pavement surface have low
impermeability.
Workability: Workability is the property of the HMA which describes the ease with
which it can be placed and compacted. A mix with good workability requires less
compactive effort to obtain the required density.
Flexibility: Flexibility is the ability of the asphalt pavement to adjust to gradual

settlements and movements in the subgrade without cracking. This is a desirable
characteristic since almost all subgrades when subject to loading will settle or the
subgrade may rise due to expansive type soils. Generally, flexibility of an asphalt
paving mixture is improved by using a high asphalt content and relatively open-
graded aggregates.
Fatigue Resistance: Fatigue resistance is the ability of the asphalt pavement to

withstand repeated bending caused by the passage of wheel loads without cracking.
The fatigue resistance is affected by the asphalt binder content, air-void content,
asphalt aging, load magnitude, pavement thickness and strength, and the support
provided by underlying layers.
Skid Resistance: Skid resistance is the ability of the pavement to minimize the
skidding or slipping of the tires of vehicles on the surface. This is of a particular
importance when the pavement surface is wet. The skid resistance can be
improved by selecting an aggregate with a rough surface texture and using the
proper asphalt content. Hydroplaning can be reduced by proper surface drainage
and/or providing an open-graded friction course.

WISDOT HMA PAVEMENT TYPES
Quality HMA pavements must be designed and constructed to withstand a wide

variety of traffic and environmental loadings. Pavements which are to be subjected
to repeated, heavy truck loadings must be designed with a maximum internal
stability to provide adequate resistance to rutting. In contrast, pavements which are
expected to receive few, if any, heavy loadings should be designed for maximum
durability to resist the disintegrating effects of climate. It is imperative that the
selection of HMA mixture type be matched to the expected loadings to ensure the
best pavement performance over its design life. In other words, do not select an
HMA mixture type designed for high traffic loadings if your pavement is expected
to receive only light traffic, and vice versa.
In 2000, the Wisconsin DOT assembled a new list of mixes that are all Superpave
designed. These mixes are part of the 2000 Supplemental Specifications amending
the 1996 Edition of the Standard Specifications for Highway and Structure
Construction. The new mixes, just like the Type HV, MV, and LV mixes they
replace, are designed towards specific traffic volumes. The Wisconsin DOT
Superpave specifications include charts that list traffic volumes and appropriate mix
selections that are suitable for use when a detailed traffic analysis is performed.
Table 4.1 provides the Superpave mix type recommended for your everyday needs.
If you are specifying a pavement with extreme or unusual traffic conditions, please
contact WAPA or your local WAPA contractor for further recommendations.
Table 4.1 Superpave Mix Design Recommendations
Superpave Previously Specified Typical Examples

Mix Type Mix Type of Usage
• Residential driveways and streets
• Parking lots
E - 0.3 LV • School areas and playfields
• Seasonal recreational roads
• Low volume rural roads
E-1 MV • Collector streets and other roadways

• Light industrial lots
• Local business streets

E-3 MV • Major arterial streets
• Medium industrial lots and streets
E - 10 HV • Major truck terminals

• Major industrial streets

AGGREGATES FOR HMA LAYERS
Aggregates used for HMA should be hard durable particles of crushed gravel,
crushed stone, manufactured sand, natural sand, mineral filler or a combination
thereof. The desirable gradation of the aggregates is based on the nominal size of
the aggregate, defined as the smallest sieve size for which more than 90 percent
of the aggregate passes. Master gradation ranges for aggregates used in HMA are
specified by the WISDOT, as shown in Table 4.2.
Table 4.2 WISDOT Master Aggregate Gradations for HMA Layers
Percentage Passing by Weight
Sieve Nominal Size

Size 1½ 1 inch 3/4 inch ½ inch 3/8
inch inch
2 inch 100
1½ inch 90 - 100 100
1 inch 90 max 90-100 100
¾ inch --- 90 max 90 - 100 100
½ inch --- --- 90 max 90-100 100
d inch --- --- --- 90 max 90-100
No. 4 --- --- --- --- 90 max
No. 8 15 - 41 19 - 45 23 - 49 28 - 58 20-65
No. 200 0-6 1-7 2-8 2 - 10 2 - 10
Three nominal aggregate sizes are recognized by WISDOT for normal pavements.
They are:
Upper Layer Mixes - ½" (12.5 mm) or 3/8" (9.5 mm)

Lower Layer Mixes - 3/4" (19 mm)
The Superpave mix design criteria allows the use of aggregate blends designed
towards the coarse end of the gradation specifications. As a result, a ½ inch upper
layer mix may appear coarser than conventional mixes used to date. A 3/8" upper
layer mix may be selected to provide a more closed surface texture. Other
aggregate sizes are available for extreme or unusual traffic conditions. Please
contact WAPA or your local WAPA contractor for assistance in these situations.

HMA LAYER THICKNESS
To ensure proper compaction of individual HMA layers, the minimum and maximum
layer thickness for Superpave mixes are specified by WISDOT based on the
nominal aggregate size, as shown in Table 4.3.
Table 4.3 WISDOT Thickness Specifications for Individual HMA Layers
Nominal Minimum Maximum Maximum

Aggregate Layer Lower Upper
Size Thickness Layer Layer
(inch) Thickness Thickness
(inch) (inch)
3/4" 2.25 4.0 3.0
½" 1.75 3.0 2.5
3/8" 1.5 3.0 2.0
JOB MIX FORMULA
The Job Mix Formula (JMF) is the standard to which a produced HMA is compared
during the Quality Management Program (QMP). The JMF identifies the selected
aggregate gradation, the design binder content, and gyratory test results for the
compacted HMA, including the air voids content and the percent voids in the mineral
aggregate (VMA). Since it is not practical to meet the exact JMF values throughout
production, appropriate tolerances based on the number of tests performed and the
probable error in each test must be established. The current WISDOT QMP
Specifications should be consulted for guidance on establishing appropriate
tolerances.
WISDOT HMA DESIGN SPECIFICATIONS
WISDOT design specifications for compacted HMA pavements are based on the
selected HMA mixture type and aggregate gradation. Current specifications for
Superpave mixture designs are provided below in Tables 4.4 and 4.5.
Specifications for aggregate gradations are provided in Table 4.2

Table 4.4 WISDOT Minimum VMA Requirements
Nominal Aggregate Percent

Size Minimum VMA
1 ½" 11.0%
1“ 12.0%
3/4“ 13.0%
½" 14.0%
3/8" 15.0%
Table 4.5 WISDOT Superpave Mixture Requirements
Mixture Type E - 0.3 E-1 E-3 E - 10

Gyratory Compaction
Gyrations for Nini 6 7 7 8
Gyrations for Ndes 40 60 75 100
Gyrations for Nmax 60 75 115 160
Air Voids, %Va 4.0 4.0 4.0 4.0

(%Gmm @ Ndes) (96.0) (96.0) (96.0) (96.0)
%Gmm @ Nini < 91.5 (1) < 90.5 (1) <89.0 (1) < 89.0 (1)
%Gmm @ Nmax < 98.0 < 98.0 < 98.0 < 98.0
Dust to Binder Ratio (2) 0.6 - 1.2 0.6 - 1.2 0.6 - 1.2 0.6 - 1.2
Voids filled with binder

(VFB or VFA, %) 70 - 80 (3,4) 65 - 78 (3) 65 - 75 (3) 65 - 75 (3,5)
Tensile Strength Ratio, TSR

no antistripping additive 0.70 0.70 0.70 0.70
with antistripping additive 0.75 0.75 0.75 0.75
(1)
The percent air voids at initial compaction is only a guideline
(2)
For gradations that pass below the caution zone, limits are 0.6 - 1.6
(3)
For 1 ½" nominal size mixtures, the VFB lower limit is 67%
(4)
For 1" nominal size mixtures, VFB lower limit is 67%
(5)
For 3/8" nominal size mixtures, VFB range is 73 - 76%

5.0 PAVEMENT DESIGN CONSIDERATIONS
The structural design of a pavement system is a detailed process which must fully
address the interactions of materials, traffic loads, and environmental effects. For
the users of this Design Guide, much of this design work has already been done
during the preparation of the thickness design charts presented in Section 6.0. To
use these charts effectively, the designer must establish important design inputs,
including:
! Traffic loadings (truck volumes and weights), and

! Subgrade support (including drainage considerations)
TRAFFIC LOADINGS
Traffic loading information is necessary to establish both the required thickness of

the pavement structure and the appropriate HMA mix type. Truck or heavy
equipment loading on the pavement structure is the principal factor affecting the
design and performance of an HMA pavement. For example, studies have shown
that one heavily loaded interstate transport truck can cause pavement damage
equivalent to that of 5000 passenger cars. Because of this large discrepancy in
induced damage, automobiles and light trucks are typically not considered during
the development of required pavement thickness.
For the purposes of this Design Guide, design traffic is defined as the average daily
number of equivalent 18,000 pound Single Axle Loads (Design Daily ESALs) the
pavement is expected to carry in the design lane. Procedures for estimating Design
Daily ESALs, ranging from detailed analyses of truck types, volumes, and axle
weights, to simplified estimations based on pavement usage classification, are
provided in this Section. The collection of detailed traffic data may not be practical
for all pavement jobs but these data may be required for specific projects. The user
is encouraged to use as detailed a procedure as the available data allows.
TRAFFIC CLASSIFICATIONS
For the user of this Design Guide, traffic has been classified and designated per
WISDOT guidelines as shown below.
Truck Type Designation

Heavy Single Unit Trucks:
2 Axles, 6 Tires 2D
3 Axles 3SU
Tractor-Semitrailer:
3 or 4 Axles 2S-1, 2S-2
5 Axles and Above 3S-2
Tractor-Semitrailer-Trailer:
5 Axles and Above 2-S1-2

ESAL FACTORS
Normal traffic streams consist of a random mixture of vehicles with different axle
loads and number of axles. For ease of computation, vehicle and axle weight data
may be reduced to a common denominator known as the Equivalent Single Axle
Load (ESAL). Table 5.1 below illustrates the ESAL factors appropriate for each
truck designation used within this Design Guide.
DESIGN DAILY ESALs
The Design Daily ESALs are calculated based on the average daily traffic mix the
pavement is expected to carry over it’s design life. On multi-lane facilities, Design
Daily ESALs are determined only for the design lane, which is the outermost lane
of the facility that typically carries the majority of the heavy truck loadings.
Table 5.1 Pavement ESAL Factors
Truck Type Designation Application ESAL Factor

Local delivery
2D School Buses 0.3
General Delivery
3SU Refuse 0.8
2-S1, 2-S2 General Delivery 0.5
Interstate Transport
3S-2 Mass Transit Busses 0.9
2-S1-2 Interstate Transport 2.0

ESAL CALCULATIONS
Calculation Procedure 1
For detailed calculations, the average daily total number of each truck designation
must be established for the design lane. These totals are multiplied by their
respective ESAL factors to determine the daily ESALs applied by each truck
designation. These daily ESALs are then summed up to arrive at the Design Daily
ESALs for the design lane, as shown below.
Example Calculation Procedure 1
Truck Truck Number of ESAL Daily

Type Designation Trucks (1) Factor ESALs
3-Axle Single
Unit Truck 3SU 25 x 0.8 = 20
4-Axle Semi-Trailer 2S-2 15 x 0.5 = 7.5
5-Axle Tractor-
Semitrailer-Trailer 2-S1-2 10 x 2.0 = 20
DESIGN DAILY ESALs Sum = 47.5 = 48

(1)
Example average daily truck count, by designation, within design lane.
Calculation Procedure 2
When detailed truck classification data is not available, the Design Daily ESALs may
be estimated by assuming each truck can be represented by a single ESAL factor.
In these instances the average daily total number of trucks, excluding light pick-up
trucks, in the design lane should be multiplied an ESAL factor of 0.9 to determine
the Design Daily ESALs, as shown below.
Example Calculation Procedure 2
Truck Number of ESAL Design Daily

Type Trucks (1) Factor ESALs
All Trucks 50 x 0.9 = 45
(1)
Example average total daily trucks within design lane.

Simplified Procedure
The simplified procedure assigns Design Daily ESAL values based solely on the
type or usage classification of the pavement. Five traffic classes are used in this
Design Guide, each corresponding to a range of Design Daily ESALs. Guidance
for selecting Traffic Class and Design Daily ESALs based solely on usage
classification is provided in Table 5.2 and Figure 5.1.
The user must exercise caution when using this simplified procedure because 1) the
pavement may experience significantly higher truck loadings than those assumed
and thus may experience premature failure, or 2) the pavement may experience
significantly fewer truck loadings than those assumed and thus will be over
designed and more costly to construct.
Table 5.2 Simplified Assignment of Traffic Class and Design Daily ESALs
Traffic Design Daily

Class ESAL Range Typical Usage Classification
! Residential driveways
I <1 ! School areas and play fields
! Parking lots, 50 stalls or less
! Seasonal recreational roads
II 1-5 ! Residential streets and low volume rural
roadways
! Parking lots, more than 50 stalls
! Collector streets and other roadways
III 6 - 50 ! Light industrial lots
! Major arterial streets
IV 51 - 275 (1) ! Local business streets
! Medium industrial streets/lots
! Heavy truck terminals/truck stops
V 276 - 1000 (2) ! Heavy industrial drives/lots
! Bus Stops
(1)
Under certain traffic conditions at the high end of the ESAL range, i.e., heavy loads at slow
speeds or lots of stop and go conditions, consideration should be given to changing the
Superpave mix type or binder properties. Contact WAPA or your local WAPA contractor for
more information.
(2)
Designs for extreme traffic conditions not covered by the table are available by contacting
WAPA or your local WAPA contractor.

Figure 5.1 Multiple Zone Traffic Classes

SUBGRADE SUPPORT
Drainage and soil-support values are major factors in pavement life; it is important
to know the supporting soil. Thickness design recommendations are provided in
this Design Guide only for soils classified into three broad classes: Excellent-Good,
Medium, and Poor. Soil descriptions and typical California Bearing Ratios(1) (CBR)
ranges for each class are provided herein. Design values for Soil Support Values
(SSV) used within this Guide are also provided.
Organic soils or soils with CBR values less than 2 should either be avoided,
removed and replaced with suitable materials, or stabilized with an appropriate
stabilizing agent to ensure a good compaction platform. A geotechnical engineer
should be consulted in these instances to determine the most appropriate course
of action.
Subgrade Soil Classification
When possible, field or laboratory tests should be used to evaluate the load
supporting capabilities of subgrade soils. One common method for determining the
relative strength of the subgrade is the CBR method. However, it is realized that
this or other tests may not be readily available or may be too costly for small jobs.
In these instances, a field evaluation should be conducted by a geotechnical
engineer, who can then assign the subgrade soils to the appropriate categories
given below.
Excellent - Good Soils: Excellent soils retain a substantial amount of their load
supporting capacity when wet and are little affected by frost. Excellent soils include
clean and sharp sands, sands and gravels, particularly those that are well graded.
Good soils retain a substantial amount of the load-supporting capacity when wet.
Included are clean sands and sand-gravels, and soils that are free of detrimental
amounts of plastic materials. A soil classified as Excellent would have a CBR > 20
while Good soils would have a CBR of from 10 to 20. For the purposes of this
Design Guide, Excellent to Good Soils have been assigned an SSV = 5.0.
Medium Soils: These soils retain a moderate degree of firmness under adverse
moisture conditions. Included are such soils as loams, silty sands, and sand-gravel
mixtures containing moderate amounts of clay and fine silt. Soils classified as
Medium Soils would have a CBR of 6 to 10 and have been assigned an SSV = 4.0.
Poor Soils: These soils become quite soft and plastic when wet. Included are
those soils having appreciable amounts of clay and fine silt (50% or more passing
No. 200 sieve). The coarser silts and sand loams also may exhibit poor bearing
properties in areas where frost penetration into the subgrade or base is a factor.
Soils classified as Poor Soils would typically have CBR values of 2 to 5 and have
been assigned an SSV = 2.5.
(1)
The California Bearing Ratio (CBR) test provides a measurement of the strength and support
value of an aggregate base or subgrade soil.

DRAINAGE
An important consideration in designing a high quality pavement is providing

adequate drainage. Good drainage helps ensure the success of durable
pavements. Any drainage deficiencies should be corrected prior to construction.
To provide adequate drainage it is necessary that sufficient slope be provided in the
design of the pavement surface and that the water which enters the base or
subbase is not retained. There are two basic categories of drainage: surface and
subsurface.
Surface Drainage
Surface drainage includes the removal of all water present on the pavement,
shoulder, and adjacent ground surfaces. For good surface drainage, the pavement
and shoulders must be properly crowned or cross-sloped to ensure the rapid flow
of water off the roadway to curbs and gutters or to adjacent drainage ditches.
Roads and longer driveways with two or more lanes should be crowned with a
cross-slope of at least two percent.
For parking and play areas, a minimum cross-slope of one percent is necessary to
ensure adequate drainage of surface water and to avoid standing water that may
seep into the soil. Cross-slopes greater than one percent may be advisable if
surfaces to be paved cannot be checked to close tolerances.
Where minimum cross-slopes are used, proper consideration must be given to plan
elevation data at key intersection, cross-overs, and transitions between grade lines
to ensure that this minimum slope is maintained during construction and to avoid
standing water. It is important that bird baths (leeching basins) not be created.
Pavements in these locations will typically fail in a short time unless internal
drainage is provided to drain the low spots.
Subsurface Drainage
Subsurface water is water that seeps through the pavement or is contained in the
soil beneath the surface. When it emerges or escapes from the soil, it is referred
to as seepage water. Subsurface water usually is present as free water that flows
under the force of gravity or as capillary water that moves under capillary action in
the soil.
Subdrains are required in areas where water may collect in the structural elements
of the pavement. The technical expertise of an engineer is required to identify these
areas and to design adequate drainage provisions.

GEOTEXTILE FABRICS
Geotextiles are part of a broad class of geosynthetics, which are fabric-like

materials made from polymers such as polyester, polyethylene, polypropylene,
nylon, and others. Geosynthetic use in civil engineering construction is about 15
years old and growing at a very rapid pace.
Geotextiles are available in woven, knitted, or non-woven form in thicknesses

ranging from about 0.01 to 0.3 in. The engineering properties of geotextiles vary
significantly from one form to another and also vary within form classes based on
the polymer used, thickness, and bonding technique. The proper choice and design
of a geotextile fabric requires special skills; a geotechnical engineer should be
contacted.
Geotextiles are used to perform one or more of the following functions:
! Separation
! Reinforcement
! Filtration
! Drainage
Separation: Geotextiles may be used to keep various soil or aggregate layers

separate after construction. For example, a clayey subgrade soil can be kept
separate from an aggregate base course by placing a geotextile over the subgrade
prior to base course placement.
Reinforcement: The tensile strength of geotextiles can be advantageously used

to increase the load bearing capacity of the soil.
Filtration: When placed between fine-grained and coarse-grained material layers,

the fabric allows free seepage of water from one layer to the other while at the same
time protecting the fine-grained materials from being washed into the coarse-
grained materials.
Drainage: The fabrics can rapidly channel water from soils to various outlets.

6.0 THICKNESS GUIDES FOR HMA PAVEMENTS
The following pages provides pavement thickness recommendations for the various
combinations of traffic class and subgrade type. The pavement layer thicknesses
provided were developed to be adequate for the combinations of maximum design
daily ESALs within each traffic class and minimum subgrade support value within
each subgrade rating.
An interactive thickness design process is also available on the WAPA website at:
http://www.wispave.org
An example output from this interactive process is provided below.

TRAFFIC CLASS I
! Design Daily ESALs < 1

! Residential Driveways
! School areas and play fields
! Parking lots, 50 stalls or less
! Seasonal recreational roads
Equivalent
HMA With Crushed Full-Depth Subgrade Type
Aggregate Base HMA HMA
HMA Base HMA Mixture
Thickness Thickness Thickness Type Rating Description
(Inch) (inch) (Inch)
Clays and silts with high

3.0 8.0 5.5 E - 0.3 Poor plasticity. SSV = 2.5 to 3.9.
Clays and silts with low

3.0 6.0 4.5 E - 0.3 Medium plasticity. SSV = 4.0 to
4.9.
Good to Sands and gravels.

3.0 6.0 4.0 E - 0.3 Excellent SSV > 5.0
Use of Design Tables
1. Determine the Design Daily ESALs (18,000 pound Equivalent Single Axle
Loads) or Traffic Class which best describes the use of the intended pavement
(See Section 5).
2. Determine the Subgrade Support. (See Page 24)
3. Select the HMA pavement thickness from the table above which includes layer
thickness for HMA pavements with crushed aggregate bases and well as full-
depth HMA thickness equivalencies.

TRAFFIC CLASS II
! 1 to 5 Design Daily ESALs

! Residential streets
! Low volume rural roadways
! Parking lots, more than 50 stalls
Equivalent

4.0 9.0 6.5 E - 0.3 Poor plasticity. SSV = 2.5 to 3.9.

3.5 6.0 5.5 E - 0.3 Medium plasticity. SSV = 4.0 to
4.9.

3.0 6.0 5.0 E - 0.3 Excellent SSV > 5.0
(See Section 5).

TRAFFIC CLASS III

! Collector streets and other roadways
! Light industrial lots
Equivalent

6.0 10.0 9.5 E - 1(1) Poor plasticity. SSV = 2.5 to 3.9.

5.0 9.0 8.0 E - 1(1) Medium plasticity. SSV = 4.0 to
4.9.

4.0 9.0 7.0 E - 1(1) Excellent SSV > 5.0
(1)
Mixture type E - 0.3 should be used if Design Daily ESALs < 41.
(See Section 5).

TRAFFIC CLASS IV

! Local business streets
! Major arterial streets
! Medium industrial streets/lots
Equivalent

8.0 14.0 12.5 E-3 Poor plasticity. SSV = 2.5 to 3.9.

7.0 11.0 10.5 E-3 Medium plasticity. SSV = 4.0 to
4.9.

6.0 10.0 9.5 E-3 Excellent SSV > 5.0
(See Section 5).

TRAFFIC CLASS V

! Heavy truck terminals
! Truck stops
! Heavy industrial drives/lots
! Bus stops
Equivalent

10.5 14.0 15.0 E - 10(1) Poor plasticity. SSV = 2.5 to 3.9.

9.0 11.0 12.5 E - 10(1) Medium plasticity. SSV = 4.0 to
4.9.

8.0 10.0 11.5 E - 10(1) Excellent SSV > 5.0
(1)
Mixture type E - 3 should be used if Design Daily ESALs < 411.
(See Section 5).

7.0 PAVEMENT MANAGEMENT SYSTEMS
ESTABLISHING A PAVEMENT MANAGEMENT SYSTEM
Many agencies and owners have developed informal procedures for identifying,
budgeting, and scheduling pavement maintenance needs. These ad hoc
approaches may have been successful because of the knowledge, good judgement,
and most importantly the experience of those in decision-making positions. Today,
however, due to higher traffic volumes and increasingly tighter budgets, a more
systematic approach is warranted.
Implementing a structured Pavement Management Systems (PMS) can help to

establish and prioritize maintenance needs and to plan budget allocations. These
PMS need not be overly complex nor expensive to acquire and operate. Many PMS
programs, such as the PASER software developed by the Transportation
Information Center at the University of Wisconsin-Madison, only need a portable
computer to run efficiently. Implementing a PMS is cost-effective, regardless of the
size of the pavement network being managed. Networks as large as a statewide
primary road system or as small as a single parking lot can be better managed with
a PMS. A PMS can provide easy access to information such as:
! What is the condition of all pavements within the network?

! When is the best time to schedule repair?
! What is the most cost-effective repair or reconstruction procedure?
! What is the cost if repairs are delayed?
A structured PMS has the following basic components:
! Record-keeping database
! Condition rating system
! Condition rating projection
! Correlations of repair procedures and costs based on pavement condition rating
! Priority ranking
! Budget planning
Record Keeping Database: Record keeping methods can be simple or complex

depending on the resources available to the agency. It is important that once
established, pavement records be up-dated on a regular basis.

Condition Rating Systems: Condition rating systems are necessary so that
pavement distress is properly evaluated. Some types of distress have more effect
on the pavement performance than others. Therefore, it is necessary that a rating
system be established which will properly score the various types of pavement
distress. The PASER Manual provides such a system. In the PASER system, a 10
is assigned to new construction and a 1 is assigned to a pavement surface with
severe distress and with extensive loss of surface integrity.
All that is needed to establish a pavement rating is to have an individual with

knowledge of the types of pavement distress walk the road and assign a number
based on the PASER rating scale. Once this has been done for all pavement
surfaces in an agency's jurisdiction, a numerical value is available upon which to
compare pavement surfaces.
Condition Rating Projection: The future condition of a pavement section can be

projected based on the age, pavement type, and present condition of the section
using a variety of techniques. These projections are necessary to determine the
optimum time to repair a pavement or to determine the effectiveness of applied
maintenance treatments.
Correlation of Repair Procedure and Cost with Pavement Condition Rating:

The PASER Manual can serve as a guide as to the type of repair or reconstruction
that is recommended for a pavement based on the type and severity of existing
distress.
Priority Ranking: The numerical score (PASER number) can be used as one
parameter in the priority ranking of pavements. This ranking may also include other
factors such as traffic volume, budget, effect of delaying maintenance on pavement
deterioration, and other factors.
The cost of rehabilitating a pavement will increase with use (traffic) and age
(weathering). Figure 7.1 illustrates the cost implications of delaying the
rehabilitation of a pavement until it has reached the end of its useful life. As shown,
costs can be significantly reduced if repairs are applied while the pavement is still
in good to fair condition.
Budget Planning: A planned maintenance and rehabilitation program should

include budget considerations. Financial resources available over a period of x-
years (5, 10, etc. years) should match year by year the projected cost of
maintenance and rehabilitation work proposed. The ultimate goal is to maintain the
entire pavement network in good condition at the lowest cost. To do this, it is
essential that work completed at the optimum time and that all repairs be of high
quality. Stretching budget dollars by providing a lesser quality job that covers more
pavement surface is not, in the long run, an effective strategy.

Figure 7.1 - Pavement Deterioration/Rehabilitation Relationship
DEFINITION AND USE OF PASER MANUAL
General: The PAvement Surface Evaluation and Rating (PASER) system is a

structured procedure for visually rating pavement conditions that can be used
independently or within a structured pavement management system. The PASER
System also provides guidance for determining the required level of maintenance
or rehabilitation based on the obtained pavement rating. A copy of the Asphalt
PASER manual can be obtained at nominal charge by contacting:
Transportation Information Center

University of Wisconsin-Madison
432 N Lake Street
Madison, WI 53706
Ph: (800) 442-4615
Fax: (608) 263-3160
Email: tic@epd.engr.wisc.edu
How to Use the PASER System: The first step in establishing a rating for a
pavement section is to identify the types of defects which exist. The PASER
System provides photographs of those types of surface defects which can occur in
HMA pavements.
The second step is to select a rating. The rating scale established is from 10
(excellent) to 1 (failed). Photographs and Tables are provided to assist in the
selection of a pavement rating.

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8.0 PAVEMENT REHABILITATION
Pavement rehabilitation can be accomplished using a variety of methods. This

section is intended to provide only a general overview of rehabilitation methods
available for pavements and is not intended as a guide on how to do the work.
These rehabilitation methods are not applicable to every pavement surface,
therefore it is highly recommended that a person with experience in pavement
rehabilitation should be contacted to determine the rehabilitation technique most
appropriate for your pavement.
This section presents information on HMA overlays and methods for surface
preparation, including:
HMA Overlays
! Thin HMA Overlays
! Structural HMA Overlays
! Open-Graded Friction Courses
Surface Preparations
! Localized Surface Preparation
! HMA Cold Milling
! In-Place HMA Recycling
! Concrete Pavement Preparation
The complete rehabilitation of a pavement will typically involve one or more of the
above procedures. For example, it may be necessary to crack and seat a concrete
pavement prior to placing a structural overlay.
HMA OVERLAYS
HMA overlays are commonly used to restore an aged pavement to like-new

condition. HMA overlays can be placed with minor traffic disruptions and when
properly designed and constructed, the overlaid pavement will provide a smooth,
durable surface for many years. The overlay thickness, which is related to its
intended function, may be determined based on a number of analysis techniques
which will not be discussed here. Further information on the design of HMA
overlays is available in Section XI, Credits and References.
The performance of an HMA overlay is significantly affected by movements in the

underlying pavement layer. Because it is not possible to completely arrest this
movement, procedures to provide an HMA overlay which is more tolerant of
pavement movements have been investigated, including:
! Use of softer asphalt binders or rubber or polymer modified asphalt binders

! Use of reinforcement interlayers within the HMA overlay
! Use of synthetic fabrics within the HMA overlay as reflection crack arresters

The use of softer asphalt binders has proven not to be suitable for use on high-
volume roadways due to potential stability problems. Additives and reinforcement
interlayers are still being researched and some potential advantages have been
observed.
Thin HMA Overlays
Thin HMA overlays, commonly placed in thicknesses less than 2 inches, are used
to protect a deteriorated pavement, reduce roughness, and/or restore skid
resistance. When thin HMA overlays are used, it is important to ensure that 1) the
maximum aggregate size is appropriate for the overlay thickness, 2) a proper tack
coat is applied, 3) work is carried out in warm weather so that desired level of
compaction is achieved, and 4) good HMA construction quality control is
maintained.
Structural HMA Overlays
Structural overlays are used to increase or restore the structural integrity of a

pavement. Structural overlays may be required where there is a dramatic increase
in heavy truck traffic or where existing pavements are approaching the end of their
designed service life. Overlays will increase pavement life, reduce maintenance
cost, provide a smoother riding surface and improve skid resistance.
Open-Graded Friction Courses
An open-graded friction course (OGFC) is a high-void HMA wearing course which

contains a high percentage of one-sized aggregates. OGFC can rehabilitate
asphalt pavements which have lost their skid resistance as a result of aggregate
polishing and/or flushing of asphalt binder. They are effective in reducing
hydroplaning and wet pavement accidents and can also help to reduce road noise.
SURFACE PREPARATION METHODS
To ensure good performance of an HMA overlay, the existing pavement surface

must be properly prepared. In general, uncorrected problems existing in the
pavement surface will become problems in the HMA overlay. The type and extent
of surface preparation should be carefully matched to the existing pavement
condition and the HMA overlay type.
Localized Surface Preparation
Localized surface preparation includes patching of deteriorated pavement areas

and treatment of existing cracks.

Patching Deteriorated Pavement Areas: Patching is one of the most common
methods for repairing localized areas with intensive cracking as a result of
excessive loadings (alligatoring) or other factors. Patching can be either partial or
full depth. Partial depth patching involves the removal of only the surface layer and
replacement with HMA. Full depth patching involves complete pavement removal
down to the subgrade or an intermediate base layer which is intact.
Regardless of the patch depth, it is important to remove all deteriorated areas of the
existing pavement. Some areas of deterioration may not be visible on the surface
but will become exposed during the removal process. In these cases, it is important
to extend the patch boundaries to include these previously unseen areas of
deterioration.
Treatment of Existing Cracks: In this procedure, transverse and longitudinal

cracks which are opened up between ¼ to ½ inch are cleaned and filled with a
sealant material. Larger cracks should be cleaned and filled with an HMA patch
material.
HMA Cold Milling
Cold milling is the process of removing a desired pavement thickness with a

specially designed milling machine. A milling machine has a rotating drum mounted
with carbide bits. These bits strike the pavement surface and remove the material
(concrete or asphalt) to a predetermined depth. Any desired pavement thickness
can be removed and any size material desired can be produced. The size of the
material may be important if it is to be recycled since it may not be necessary to
crush to obtain the desired size.
Milling provides a level, roughened surface which has good skid resistance and
provides an excellent bond with the overlay. Most pavement distortions, such as
rutting, bumps, and shoving, can be removed. This process does not harm the
underlying material. Milling makes it possible to maintain the original pavement
elevations. By removing material at the surface, no adjustments are required in the
elevation at manholes, curbs and gutters, storm sewer inlets and other connecting
pavement surfaces.
In-Place Recycling (Pulverizing)
In-place recycling is the pulverization of the existing pavement followed by

reshaping and compaction. A stabilizer (asphalt binder, emulsified asphalt, fly ash,
lime, cement, or other chemical) may be added to the pulverized material prior to
compaction. The process does not require the use of new aggregate and surface
deficiencies can be eliminated.
After compaction the resulting mixture is covered by a structural layer of HMA. The
recycled base can provide a structural capacity greater than the original base;
thereby making the pavement capable of carrying a higher level of traffic.

Concrete Pavement Preparation
Cracks will typically develop in a HMA overlay placed on a concrete pavement.

Reducing or minimizing the occurrence of these cracks is generally a high priority
if the service live of the pavement is to be extended. Cracks which develop in a
HMA overlay directly above existing cracks and joints in the concrete pavement are
termed reflection cracking. Almost any joint or crack spacing in the concrete
pavement produces localized high stress in the HMA overlay. This results from
temperature induced movements and vertical displacements due to load. The
temperature induced movements are more likely to be the most significant of the
two.
Many methods have been tried in an attempt to eliminate the reflection cracks. One
concept in trying to eliminate or retard reflection cracking is to spread the strain
which would occur over one crack to several cracks. In this way, no one cross-
section of the pavement is subjected to large strains. Described below are several
methods that have been used over the past 30 years to retard or eliminate reflection
cracking.
Cracking and Seating: In this method, a drop hammer or similar device is used
to develop tight cracks in the concrete pavement, typically at about 24-30 inches on
center. Tight cracks are those in which the aggregate still interlocks and load can
be transferred through the crack. After cracking, a 10 ton steel drum vibratory roller
makes several passes over the cracked pavement to seat the concrete. This will
eliminate voids which may have existed below the concrete pavement. It is
important that the roller not be oversized for the field site since it is possible to over
stress the subbase. Cracking and seating is most applicable to jointed concrete
pavements which are structurally sound but have high roughness and significant
amounts of patching and spalling.
Breaking and Seating: In this method, a drop hammer or similar device is used
to develop cracks in the concrete at least 12 inches on center. Steel reinforcement
within the concrete is broken and/or the bond between the concrete and the
reinforcement is destroyed. After breaking, the concrete blocks are seated by using
several passes of a 10 ton steel drum vibratory roller. Breaking and seating is most
applicable to jointed reinforced concrete pavements which are structurally sound but
have high roughness and a significant amount of patching and spalling.
Rubblizing: In this method, specially designed equipment essentially reduces the

concrete pavement to crushed aggregate. The slab action is completely destroyed
and the concrete-to-steel bond is destroyed. Rubblizing is applicable to plain
jointed, jointed reinforced and continuously reinforced concrete pavements that
have deteriorated to the point that there is little potential to retain slab integrity and
structural capacity. After rubblizing, the materials are compacted with two passes
of a 10-ton steel drum vibratory roller (a Z-Grid steel drum roller is used in some
instances), followed by single passes of a 10 ton rubber tire roller and a 10 ton steel
drum vibratory roller.

9.0 HMA FOR RECREATIONAL AND OTHER USES
This section provides general information and suggestions on the use of HMA for
recreational or other uses, including sidewalks and walkways, bicycle and golf cart
paths, play areas, tennis courts, running tracks, curbs, reservoir liners, and railroad
track beds. If more detailed information is desired, you are urged to contact the
Wisconsin Asphalt Pavement Association or a member contractor. To achieve
satisfactory results, the designed HMA mix must be matched to the pavement use.
For example, and HMA mix designed for a highway is most likely not appropriate for
used as a tennis court.
SIDEWALKS AND WALKWAYS
Sidewalks and walkways of HMA can be blended into the contours of the existing
ground to preserve aesthetics and to reduce impact on the environment. Whenever
possible, it is desirable to have surface drainage flow from these pathways. The
width will typically be dictated by the expected foot traffic. Where access for
maintenance or repair vehicles, construction equipment or emergency vehicles may
be a problem, a wider pavement surface may be required.
BICYCLE AND GOLF CART PATHS
The construction of bicycle and golf cart paths is essentially the same except that
they are usually built in different widths. A bicycle path should be at least 8 feet
wide to allow bicycles to pass in two directions. Golf cart paths should be at least
five feet wide. It may be necessary in remote areas, difficult terrain, or where
damage to grounds may occur, to construct wider pavements to allow for
maintenance or emergency vehicle passage.
Bicycle and golf cat paths should have a minimum slope of 2 percent (¼ inch per
foot) and should be constructed so that water will not collect at the pavement edge.
It may be necessary to construct an underdrain system to carry water away.
PLAY AREAS
Play areas may include basketball courts and paved surfaces surrounding play
ground equipment. Both surface and subsurface drainage should be investigated
to ensure that excessive moisture is not allowed to accumulate under the pavement
and shorten the life of the play area surface.

CURBS
Hot mix asphalt curbs can be an integral part of the pavement or they can be laid
separately on an existing pavement by use of a slip form paver. These curbs serve
to control drainage, delineate the pavement edge, help prevent vehicular
encroachment on adjacent areas, maintain edge of pavement, and enhance the
overall appearance of streets and highways.
TENNIS COURTS
It is most important that both surface and subsurface drainage be thoroughly

investigated to ensure a smooth, non-cracked playing surface is maintained. If
subsurface drainage is not satisfactory, it is recommended that perimeter drains be
installed or that an HMA base on a suitable subgrade soil be used.
It is also important that tennis court surfaces properly drain. To accomplish this, the
court surface should have a minimum slope of 1 inch per 10 feet on a true plane
from side to side, end to end, or corner to corner. The surface should not slope
away in two directions from the net.
ASPHALT-RUBBER RUNNING TRACKS
High school and colleges are increasingly using asphalt-rubber surfaces for outdoor
and indoor running tracks and for long jump, high jump and pole vault runways. It
is recommended that these be constructed over an HMA or coarse aggregate base.
Rubber for use in asphalt-rubber mixes is available from several manufacturers.

Information on these manufacturers can be obtained from WAPA member firms.
HMA FOR HYDRAULIC STRUCTURES
HMA may be used to line reservoirs, dams, retention ponds, and for potable water
storage since HMA does not contaminate the water. Special care is required in the
preparation of the soil surface prior to paving and it is necessary that a proper
drainage system be installed to prevent excessive hydrostatic pressures.
HMA mixtures for hydraulic linings can differ significantly from HMA for pavements
or roadways. It is necessary that a dense mix be used if the lining is to be
impervious, typically requiring a higher asphalt binder content and increased minus
200 sieve material. The higher asphalt binder content increases the durability of the
mix and the additional minus 200 sieve material increases the impermeability to
water.

Conventional pavers and rollers are used to construct HMA linings on mild slope.
On steep slopes cables may be necessary to winch equipment up and down the
slope and special pavers and rollers may be required. It may also be necessary to
use a performance graded (PG) binder to ensure that adequate HMA stability is
obtained.
RAILROAD TRACKBEDS
HMA has been used successfully as an underlayment system for railroad track
beds. The asphalt layer is topped by a ballast which supports the ties and the rails.
The asphalt underlayment helps to spread the load, confine the ballast, waterproof
the subgrade, and prevent pumping. It can be cost-effective, especially where a
poor base course exists.

10.0 REFERENCES
Wisconsin Department of Transportation (WISDOT):

Standard Specifications for Road and Bridge Construction, 1996 Edition.
Supplemental Specifications to the Standard Specifications for Road and Bridge
Construction, 2000 Edition.
Facilities Development Manual.
Construction and Materials Manual.
Transportation Information Center, University of Wisconsin-Madison:

Pavement Surface Evaluation and Rating (PASER MANUAL), 1987, Madison, WI.
National Asphalt Pavement Association (NAPA) Information Series (IS):

IS-20, Guide to Thickness Equivalencies
IS-21, Placing & Compacting Thick Lifts
IS-77, Are Hot Mix Tarps Effective?
IS-97, Blistering in Asphalt Pavements
IS-98, Cracking & Seating of PCC Pavements
IS-99, Simplified Design Guide for HMA Railroad Trackbeds
IS-103, Large Stone Mixes: A Historical Insight
IS-105, Design & performance Study of a Large Stone HMA Under Concentrated
Punching Shear Conditions
IS-107, Estimating User Costs of Asphalt Concrete Pavement Rehabilitation
IS-109, Design of HMA Pavements for Commercial, Industrial and Residential
Applications
IS-110, Thin Hot Mix Asphalt Surfacings
IS-117, Guidelines for Use of HMA Overlay to Rehabilitate PCC Pavements
IS-119, Hot Mix Asphalt for High Stress Applications
IS-120, Balancing Production Rates in HMA Operations
IS-121, Roller Operations for Quality
IS-123, Recycling HMA Pavements
IS-124, Field Management of HMA Pavements
IS-125, Paver Operations for Quality
National Asphalt Pavement Association (NAPA) Quality Improvement Series

(QIP):
QIP-97, Quality Control for Hot Mix Asphalt Operations
QIP-110, SEGREGATION: Causes and Cures for HMA
QIP-112, HMA Construction Reference
QIP-117, Asphalt Treated Permeable Materials - It’s Evolution
QIP-118, Cold Weather Compaction
QIP-119, Moisture Susceptibility of HMA Mixes: Identification of Problem
and Recommended Solutions
QIP-121, Longitudinal Joints: problems and Solutions
QIP-122, Designing & Construction SMA Mixtures

National Asphalt Pavement Association (NAPA) Training Aid Series (TAS):
TAS-15, Rolling & Compaction of Asphalt Pavements
TAS-19, Hauling Hot Mix Asphalt (Video)
TAS-20, Handling Hot Mix Asphalt (Video)
TAS-21, What’s Hot Mix Asphalt (Video)
TAS-23, Understanding the Vibratory Roller (Video)
TAS-26, Building the Notched Wedge Joint (Video)
TAS-28E, NAPA Paving Practices for Quality (English)
TAS-28S, NAPA Paving Practices for Quality (Spanish)
National Asphalt Pavement Association (NAPA) Promotional Series (PS):

PS-6, HMA Best for Your Driveway (Consumer’s Guide)
PS-17, Asphalt for Environmental Liners
PS-22, HMA in Railroad Trackbeds
PS-23, Recycling Brochure
National Asphalt Pavement Association (NAPA) Miscellaneous Publications:

HB-001, The History of Hot Mix Asphalt: A century of Progress
PH-001, HMA Paving Handbook - New 2000 Revision
EC-101, Best Management Practices to Minimize Emissions During HMA
Construction
TB-001, Hot Mix Asphalt Materials, Mixture Design and Construction
The Asphalt Institute (AI):

MS-1, Thickness Design - Asphalt Pavements for Highways and Streets
MS-2, Mix Design Methods for Asphalt Concrete - And Other Hot-mix Types
MS-4, The Asphalt Handbook
MS-8, Asphalt Paving Manual
MS-12, Asphalt in Hydraulics
MS-15, Drainage of Asphalt Pavement Structures
MS-17, Asphalt Overlays for Highway and Street Rehabilitation
MS-19, A Basic Asphalt Emulsion Manual
IS-147, Athletics and Recreation on Asphalt
IS-180, Safe Storage and Handling of Hot Asphalt
IS-186, Asphalt Use in Water Environments
SP-2, Superpave Mix Design

11.0 CONVERSION TABLE
Table 11.1 Approximate Material Weights

(U.S. Tons per Square Yard of Coverage)
Placement Material Unit Weight, lbs/sq.yd.-in

Thickness
(in.) 100 105 110 115 120 125 130
1 0.050 0.053 0.055 0.058 0.060 0.063 0.065
2 0.100 0.105 0.110 0.115 0.120 0.125 0.130
3 0.150 0.158 0.165 0.173 0.180 0.188 0.195
4 0.200 0.210 0.220 0.230 0.240 0.250 0.260
5 0.250 0.263 0.275 0.288 0.300 0.313 0.325
6 0.300 0.315 0.330 0.345 0.360 0.375 0.390
7 0.350 0.368 0.385 0.403 0.420 0.438 0.455
8 0.400 0.420 0.440 0.460 0.480 0.500 0.520
9 0.450 0.473 0.495 0.518 0.540 0.563 0.585
10 0.500 0.525 0.550 0.575 0.600 0.625 0.650
11 0.550 0.578 0.605 0.633 0.660 0.688 0.715
12 0.600 0.630 0.660 0.690 0.720 0.750 0.780
To determine material needs for a paving project, select the column which
corresponds to the unit weight of materials to be used and the row which indicates
the placement thickness. Multiply the tabulated value by the total square yardage
to be paved to determine the required weight of materials, in U.S. tons.
Example: Determine HMA tonnage requirement for a 5-inch layer thickness

covering 5,000 sq.yd., assuming a material unit weight of 115
lbs/sq.yd.-in
Solution: From the above table, a 5-inch thickness of HMA with a unit weight
of 115 lbs/sq.yd.-in would weigh approximately 0.288 tons/sq.yd.
The total tonnage required is calculated as:
0.288 tons/sq.yd. x 5,000 sq.yd. = 1,440 tons required

12.0 MEMBER AND ASSOCIATE MEMBER FIRMS
HOT MIX ASPHALT PRODUCERS
AMERICAN ASPHALT PAVING, INC. MURPHY CONSTRUCTION CO.

N56 W12818 Silver Spring Road 1911 W. Wisconsin Avenue
Menomonee Falls, WI 53051 Appleton, WI 54914
(262) 781-6555 (920) 749-3361
AMERICAN ASPHALT OF WI NORTHEAST ASPHALT, INC.

P.O. Box 98 W6380 Design Drive
Mosinee, WI 54455-0098 Greenville, WI 54942 (920) 757-7505
(715) 693-5200 Fond du Lac, WI (920) 921-5577
Greenville, WI (920) 757-7508
AMON, B.R. & SONS, INC.
W2950 Highway 11 NORTHWOODS PAVING
Elkhorn, WI 53121 P.O. Box 786
(262) 723-2547 Ashland, WI 54806
(715) 682-4340
BEAUDOIN, WM. & SONS, INC.
4435 North 127th Street PAVING MIX & CONSTRUCTION COMPANY, INC.
Brookfield, WI 53005 124 E. Rawson Avenue
(262) 783-7518 Oak Creek, WI 53154
(414) 762-8050
BIEHL CONSTRUCTION CO., INC.
P.O. Box 502 PAYNE AND DOLAN, INC.
Marinette, WI 54143 P.O. Box 781
(715) 732-0678 Waukesha, WI 53187 (262) 524-1700
Madison, WI (608) 845-8900
FRANK BROTHERS, INC.
2919 N. Lexington Drive PITLIK & WICK, INC.
Janesville, WI 53545 Route 2
(608) 754-5330 Eagle River, WI 54521
(715) 479-7488
GASSER, D.L. CONSTRUCTION CO.
P.O. Box 441 ROCK ROAD COMPANIES, INC.
Baraboo, WI 53913 P.O. Box 1779
(608) 356-3311 Janesville, WI 53547-1779
(608) 752-8944
IVERSON CONSTRUCTION CO.
P.O. Box 631 SCOTT CONSTRUCTION CO.
Platteville, WI 53818-0631 P.O. Box 340
(608) 568-3433 Lake Delton, WI (608) 254-2555
Slinger, WI (262) 644-5565
MATHY CONSTRUCTION CO. Loganville, WI (608) 727-4405
P.O. Box 189
Onalaska, WI 54650 SENN BLACKTOP INC.
(608) 783-6411 12154 40TH Avenue
Chippewa Falls, WI 54729
MILLER, R.W. & SONS, INC. (715) 723-8527
P.O. Box 998
Lake Geneva, WI 53147-0998 SHERWIN INDUSTRIES, INC.
(262) 248-3800 2129 West Morgan Avenue
Milwaukee, WI 53221
MONARCH PAVING COMPANY (414) 281-6400
768 U.S. Highway 8
Amery, WI 54001 TOWER ASPHALT, INC.
(715) 268-2687 P.O. Box 15001
Lakeland, MN 55043
(651) 436-8444

LIQUID ASPHALT SUPPLIERS
BP AMOCO OIL CO. HENRY G. MEIGS, INC.

BP Amoco Asphalt Sales 1220 Superior Street
W8365 Rocky Road Portage, WI 53901
Portage, WI 53901 (608) 742-5354
(608) 745-5800
MURPHY OIL USA, INC.
KOCH SOLUTIONS, INC. P.O. Box 2066
P.O. Box 203 Superior, WI 54880
Stevens Point, WI 54481 (715) 398-7161
(715) 344-7200
SENECA PETROLEUM CO.
MARATHON - ASHLAND CO., LLC 13301 S. Cicero Avenue
P.O. Box 262 Crestwood, IL 60445
Eau Claire, WI 54703 (708) 396-1100
(715) 835-4030
ASSOCIATE MEMBERS
ALLIED BLACKTOP CORPORATION BONESTROO, ROSENE, ANDERLIK & ASSOCIATES

P.O. Box 356 1516 W. Mequon Road
931 Short Street Mequon, WI 53092
Eau Claire, WI 54702 (262) 241-4466
(715) 835-4858
B.R.W., INC.
ANTIGO CONSTRUCTION, INC. 10200 West Innovation Drive, Suite 500
P.O. Box 12 Milwaukee, WI 53226
Antigo, WI 54409 (414) 831-4100
(715) 627-2222
CGG, INC.
AON RISK SERVICES 3011 Perry Street
701 Cherry Street Madison, WI 53713
P.O. Box 23004 (608) 288-4100
Green Bay, WI 54305-3004
(920) 431-6233 CMI CORPORATION
P.O. I-40 & Morgan Road Box 1985
ARING EQUIPMENT CO. Oklahoma City, OK
P.O. Box 912 (405) 787-6020
Butler, WI 53007
(262) 781-3770 CENEX TRANSPORTATION
P.O. Box 64089 Stat. D
BARK RIVER CULVERT & EQUIPMENT COMPANY St. Paul, MN 55164-0089
P.O. Box 10947 (612) 437-3272
Green Bay, WI 54307-0947
(920) 435-6676 CENTURY FENCE COMPANY
P.O. Box 466
BAUMHARDT, J & J TRUCKING, INC. Waukesha, WI 53187-0466
Box l07 - C - Route 1 (262) 547-3331
Eden, WI 53019
(920) 477-2611 CHICAGO TESTING LABORATORIES, INC.
3360 Commercial Avenue
BECHER-HOPPE ASSOCIATES, INC. Northbrook, IL 60062
P.O. Box 8000 (847) 498-6400
Wausau, WI 54402-8000
(715) 845-8000 CICCHINI ASPHALT PAVING, INC.
5729 46th Street
BERGMAN COMPANIES, INC. Kenosha, WI 53144
P.O. Box 659 (262) 654-1929
6615 US Highway 12 West (715) 874-6070
Eau Claire, WI 54702

ASSOCIATE MEMBERS
CIVIL PROFESSIONAL CONSULTANTS, INC. FAHRNER ASPHALT SEALERS, INC.

2925 Post Road P.O. Box 95
Stevens Point, WI 54481 Plover, WI 54467-0095
(715) 342-1999 (715) 341-2868
(800) 332-3360
COBB, STRECKER, DUNPHY & ZIMMERMAN, INC.
4726 East Towne Blvd. FIDELITY & DEPOSIT COMPANIES
Madison, WI 53704 10150 W. National Ave., Suite 300
(608) 242-2550 West Allis, WI 53227
(414) 541-4620
CRETEX SAND & GRAVEL
P.O. Box 100 GENCOR INDUSTRIES
Burlington, WI 53105 5201 N. Orange Blossom Trail
(262) 763-2515 Orlando, Florida 32810
(407) 290-6000
CRISPELL-SNYDER, INC.
P.O. Box 550 GEO-SYNTHETICS. INC.
Lake Geneva, WI 53147 W239 N428 Pewaukee Road
(262) 348-5600 Waukesha, WI 53188
(262) 524-7979
CUMMINS GREAT LAKES, INC.
9401 S. 13th Street GILES ENGINEERING ASSOCIATES
P.O. Box D N8 W22350 Johnson Road
Oak Creek, WI 53154 Waukesha, WI 53186
(414) 768-7400 (262) 544-0118
CYGNAC PUBLISHING - PAVEMENT MAGAZINE GRAEF, ANHALT & SCHLOEMER ASSOCIATES, INC
1233 Janesville Avenue One Honey Creek Corporate Center
Fort Atkinson, WI 53538-0803 125 South 84th Street, Suite 401
(920) 563-6388 Milwaukee, WI 53214-1470
(414) 259-1500
DAFFINSON ASPHALT MAINTENANCE
1311 Contract Drive GRANT THORTON, LLP
Green Bay, WI 54304 2 E. Gillman Street
(800) 236-7404 P.O. Box 8100
Madison, WI 53708
DILLMAN EQUIPMENT, INC. (608) 257-6761
Frenchtown Road, Route 1
Box 410 INGERSOLL-RAND EQUIPMENT CO.
Prarie du Chien, WI 53821 12311 W. Silver Spring Drive
(608) 326-4820 Milwuakee, WI 53225
(414) 461-7810
EARTH TECH, INC.
1210 Fourier Drive, Suite 100 INSPEC, INC.
Madison, WI 53717 555 West Layton Avenue, Suite 420
(608) 836-9800 Milwaukee, WI 53207
(414) 744-6962
ENVIRONMENTAL TECHNOLOGY & ENGINEERING
13020 W. Bluemound Road JACOBSEN ENGINEERING, INC.
Elm Grove, WI 53122 4358 Bramblewood Avenue
(262) 784-2434 Vadnais Heights, MN 55127-3502
(651) 429-3476
FABCO EQUIPMENT COMPANY
11200 W. Silver Spring Road JACOBUS ENVIRONMENTAL SERVICES, INC.
Milwaukee, WI 53225-3198 3715 Lexington Avenue
(414) 461-9100 Madison, WI 53714
(608) 241-3883

ASSOCIATE MEMBERS
KENOSHA TESTING & ENGINEERING, INC. PAVEMENT CONSULTING, INC.

9016 58th Place, Suite 900 12970 W. Bluemound Road - Suite 103
Kenosha, WI 53144 Elm Grove, WI 53122
(262) 656-9777 (262) 796-0750
THE KRAEMER COMPANY PAVEMENT MAINTENANCE, INC.

P.O. Box 235 N57 W13394 Reichert Avenue
Plain, WI 53577 Menomonee Falls, WI 53051
(608) 546-2255 (262) 781-5957
LANG ENGINEERING CO., INC. PERRY-CARRINGTON ENGINEERING CORP

4608 Alpine Drive 214 W. Second Street
Lakeland, FL 33801 Marshfield, WI 54449-2719
(941) 667-0230 (715) 384-2133
MERIT ASPHALT, INC. PETERSON, JAMES SONS, INC.

S84 W18645 Enterprise Drive P.O. Box 120
Muskego, WI 53150 Medford, WI 54451
(262) 679-3388 (715) 748-3035
MSA PROFESSIONAL SERVICES, INC. PROFESSIONAL SERVICE INDUSTRIES, INC. (PSI)

1230 South Blvd. W228 N727 Westmound Drive, Suite A
Baraboo, WI 53913 Waukesha, WI 53186
(608) 356-2771 (262) 970-9022
MIDWEST ENGINEERING SERVICES RIVER VALLEY TESTING CORP.

205 Wilmont Drive 728 S. Westland Drive
Waukesha, WI 53186 Appleton, WI 54914
(262) 521-2125 (920) 733-8827
MILLER, BRADFORD & RISBERG ROADTEC

W250 N6851 STH 164 2212 Cornell Avenue
Sussex, WI 53089 Montgomery, IL 60538
(262) 246-5700 (630) 844-2710
MOTION ENGINEERING, INC. ROHNER ASPHALT & GRADING

6276 Gilbert Circle 9615 Charles Street
West Bend, WI 53095 P.O. Box 396
(414) 389-1778 Sturtevant, WI 53177
(262) 886-4388
MUNSON-ARMSTRONG PAVING DIVISION
6747 N. Sidney Place SEAMAN NUCLEAR CORPORATION
Glendale, WI 53209 7315 S. First Street
(414) 351-0800 Oak Creek, WI 53154
(414) 762-5100
OMNI ASSOCIATES, INC.
One Systems Drive SHERWIN INDUSTRIES, INC.
Appleton, WI 54914-1654 2129 West Morgan Avenue
(920) 735-6900 Milwaukee, WI 53221
(414) 281-6400
OSI ENVIRONMENTAL, INC.
300 Fayal Road SHORT-ELLIOTT-HENDRICKSON, INC.
P.O. Box 678 421 Frenette Drive
Eveleth, MN 55734 Chippewa Falls, WI 54729
(218) 744-3064 (715) 720-6200
Milwaukee, WI (414) 351-8020
R.A. SMITH & ASSOCIATES
16745 West Bluemound Road
Brookfield, WI 53005-1837
(262) 786-1777

ASSOCIATE MEMBERS
STS CONSULTANTS, LTD VIRCHOW, KRAUSE & CO, LLP

11425 W, Lake Park Drive 500 Midland Court
Milwaukee, WI 53224 P.O. Box 8040
(414) 359-3030 Janesville, WI 53547
(608) 752-5835
STANG WISCONSIN CORPORATION
P.O. Box 217 VULCAN MATERIALS CO.
Menominee, MI 49858-0217 5713 W. Rawson Avenue
(906) 863-2606 Franklin, WI 53132
(414) 421-5153
CLIFF STILGENBAUER N52 W23096 Lisbon Road
OSHA Sussex, WI 53090
25818 Tallwood Drive (262) 246-3591
North Olmsted, OH 44070
(440) 777-2259 W.K. CONSTRUCTION, INC.
4292 Twin Valley Road
SUNBIRD CONSULTANTS Middleton, WI 53562
180 Gravel Drive
West Bend, WI 53095 WEM AUTOMATION
(262) 675-2640 2501 South Moorland Road
New Berlin, WI 53151-0767
TRACTOR LOADER SALES, INC. (262) 782-2340
P.O. Box 1484
Waukesha, WI 53187 WI CONCRETE PIPE ASSOCIATION
(262) 542-9400 N3486 Indian Echoes Lane
Montello, WI 53949
TRAFFIC SIGNING & MARKING (TSM) (608) 297-7070
P.O. Box 8026
Madison, WI 53708-8026 YAHARA MATERIALS, INC.
(608) 222-2247 P.O. Box 277
Waunakee, WI 53597-0277
TROXLER ELECTRONIC LABS (608) 849-4162
1430 Brook Drive
Downers Grove, IL 60515
(630) 261-9304

WAPA 2001 Design Guide

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2001 DESIGN GUIDE

122 State Street, Suite 507 • Madison, WI 53703

Wisconsin Asphalt Pavement Association

This Design Guide presents background information on HMA pavements and

2001 WAPA Design Guide - i

! Cultivation of sound relationships and cooperative effort between

! Stimulation of public interest in the durability, economies, safety

! Advocation of sound planning in highway construction and

! Dissemination of information gathered from all available sources,

2001 WAPA Design Guide - ii

2.0 QUALITY HMA PAVEMENTS ..................................... 3

QUALITY MANAGEMENT PROGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

3.0 MATERIALS FOR HMA PAVEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

ASPHALT CEMENT BINDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

4.0 HMA MIX DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

WHAT IS AN HMA MIX DESIGN ? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

5.0 PAVEMENT DESIGN CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2001 WAPA Design Guide - iii

6.0 THICKNESS GUIDES FOR HMA PAVEMENTS . . . . . . . . . . . . . . . . . . . . . . 27

7.0 PAVEMENT MANAGEMENT SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

ESTABLISHING A PAVEMENT MANAGEMENT SYSTEM . . . . . . . . . . . . . . 33

8.0 PAVEMENT REHABILITATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

9.0 HMA FOR RECREATIONAL AND OTHER USES . . . . . . . . . . . . . . . . . . . . . 41

SIDEWALKS AND WALKWAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

11.0 CONVERSION TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

12.0 MEMBER AND ASSOCIATE MEMBER FIRMS . . . . . . . . . . . . . . . . . . . . . . . 47

2001 WAPA Design Guide - iv

It's Convenient. Asphalt pavements require no curing or extensive site

2001 WAPA Design Guide - 1

2001 WAPA Design Guide - 2

QUALITY MANAGEMENT PROGRAM

A Quality Management Program (QMP) represents a cooperative effort between the

2001 WAPA Design Guide - 3

HMA with Aggregate Bases

Full-Depth HMA pavements have wide applications ranging from residential

2001 WAPA Design Guide - 4

ASPHALT CEMENT BINDER

Asphalt cement binder is obtained by distillation of a crude petroleum using different

Figure 3.1 - Emulsified Asphalt

2001 WAPA Design Guide - 5

ASPHALT BINDER GRADING

Asphalt cement binders appropriate for pavement construction were previously

Performance grading specifications were developed as part of the Strategic

Physical properties of the binders are measured at various temperatures both

! Dynamic Shear Rheometer

2001 WAPA Design Guide - 6

Processed Aggregates - These include pit or bank-run aggregates and blasted

2001 WAPA Design Guide - 7

Reclaimed asphalt pavements (RAP) and concrete pavements both contain

Aggregates produced by altering both the physical and chemical properties of a

AGGREGATES FOR BASE COURSES

Desirable Properties of Aggregates used for Base Courses

2001 WAPA Design Guide - 8

Cleanliness / Deleterious Materials: Cleanliness refers to the absence of certain

Toughness/Hardness: Aggregates are subject to crushing and abrasive wear

Durability/Soundness: Aggregates must be resistant to breakdown or

2001 WAPA Design Guide - 9

Percentage Passing by Weight

Gradation No. 1 Gradation No. 2 Gradation No. 3

Sieve Crushed Crushed Crushed Crushed Crushed Crushed

2001 WAPA Design Guide - 10

Desirable Properties of Aggregates for HMA

Gradation: Aggregate gradation describes the distribution of aggregate particle