Paper published in the Journal of the Association of Asphalt

Paving Technologists, Asphalt Paving Technology Volume 42,

1973

SHEAR SUSCEPTIBILITY OF ASPHALTS IN RELATION

TO PAVEMENT PERFORMANCE
PRITHVI S. KANDHAL, LEO D. SANDVIG, and
MONROE E. WENGER’

ABSTRACT
The rate of change of viscosity with rate of shear is referred to as
shear susceptibility and, like initial viscosity, can be considered as an
intrinsic property of the asphalts. Many researchers have indicated
that absolute viscosity alone can not specify the complete rheological
behavior of paving asphalts, and other parameters like shear suscepti-
bility and/or temperature susceptibility are needed. Hence, it has been
the intent to study the shear susceptibility parameter in relation to the
performance of the in-service pavements.
Six viscosity graded asphalts from different sources were used
during 1964 in the construction of wearing course on Legislative Route
219 in Clinton County, Pennsylvania. In the construction of these six
test pavements, the only significant variable is the asphalt type. Tests
to determine the properties of the original asphalts as well as the as-
phalt recovered from time to time during the last 8 years, have been
conducted. Pavement performance evaluation has been carried out by a
team of five engineers.
Very good correlation was observed between aging indices and
shear susceptibility values of the aged asphalts. Aging index-shear
susceptibility relationship appears to determine the pavement perform-
ance, Control of gain in shear susceptibility and aging index seems to
be a necessary specification requirement for paving asphalts. It is in-
dicated that the ratio of Asphaltenes to Nitrogen Bases affects the shear
susceptibility of asphalts.

INTRODUCTION
Several factors are involved in the performance and durability of as-
phalt pavements. Studies relating to more durable pavements must
consider the engineering properties of the pavement structure as well
as the physical and chemical properties of the asphalt component of the
pavement, be it only the minor component volumetrically. The func-
tions of the asphalt binder film are to effect cohesion of the aggregate
components, to waterproof the pavement, and to effectively transmit the
energy resulting from transient or sustained loads, without unduly de-
forming the structure or fracturing the asphalt film (1).
Recent research (l), (2), (3), (4), (5), (6) has indicated that absolute
viscosity alone can not specify the complete rheological behavior of
paving grade asphalts, and other parameters like shear susceptibility
and/or temperature susceptibility are needed. The rate of change of
viscosity with rate of shear is referred to as shear susceptibility and
like initial viscosity, can be considered as an intrinsic property of the

‘Bituminous Testing and Research Engineer, Director and Materials Engineer,

respectively, Bureau of Materials, Testing and Research, Pennsylvania Department of
Transportation. The oral presentation was made by Mr. Sandvig.

99
100 KANDHAL, SANDVIG AND WENGER

materials. The purpose of this report based on data from a research

project, is to determine the effect of shear susceptibility parameter on
pavement durability and performance.

RESEARCH DATA AND DISCUSSION OF RESULTS

Six test pavements, totaling 3.67 miles in length, were constructed
in Clinton County on Legislative Route 219 (US 220) between Mill Hall
and Beech Creek, Pennsylvania. This study is limited to an evaluation
of six experimental sections of ID-2 wearing course surfaces, each
containing a different type of asphalt. Average daily traffic on this road
is 4200 vehicles.
Type and gradation of the aggregates used (Table 1) in the six
wearing course mixes was held consistent. Optimum asphalt content of

T a b l e 1 . G r a d a t i o n o f Aggtegate for ID-2 Wearing Course

Limestone Natural Limestone Selected

Screenings Sand 1 B Aggregate Design

Percent used 41.4 20.8 37.8 100.0

Percent passing l/2” 100.0 100.0
Percent passing 3/8” 100.0 1LOO.0 91.0 96.6
Percent passing 4 99.4 96.2 20.0 66.3
Percent passing 8 72 .o 80.0 4.0 48.0
Percent passing 16 45.0 70.0 2.9 35.1
Percent passing 30 30.0 57.2 2.4 26.1
Percent passing 50 20.0 20.0 2.0 13.1
Percent passing 100 16.0 4.0 1.8 7.6
Percent passing 200 9.8 2.0 1.4 4.6

6.4 percent was also held consistent. Marshall test data on the field
mixtures are given in Table 2. Properties of the six asphalts used in
the project are shown in Table 3. It will be observed from the data that
five asphalts conform to Pennsylvania AC-2000 (AASHO AC-20) asphalt
cements, since for project samples permissible viscosity is 2000 600
poises. Asphalt 4 conforms to AASHO AC-l0. The initial air voids and
subsequent decreasing trend of the air voids, with time under traffic, is
graphically illustrated in Figure 1.
Thus, in this closely controlled research project, the only signifi-
cant variable is the asphalt type. Since construction of these six pave-
ments, periodic core samples have been obtained in order to determine

Table 2. Marshall Test Data on Field Mixtures

Air Voids Plant Initial Air Voids in the

Asphalt Stability, Flow,
Compacted Specimens, Constructed Pavement,
Type Pounds Units
Percent

1 2048 9 5.5 9.5

2 1722 9 5.3 10.4
3 1813 8 5.2 9.6
4 1842 12 5.3 10.2
5 1910 9 5.0 10.9
6 1990 10 4.8 11.2
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 101

Table 3. Asphalt Test Properties (Project Samples)

Asphalt Type 1 2 3 4 5 6

Viscosity
Viscosity at 140 F., 1613 1447 1544 966 2200 2649
poises (AC-20) (AC-20) (AC-20) (AC-20) (AC-201
Viscosity at 215 F.,
339.6 475.4 343.0 318.5 509.4 556.7
Viscosity at 39 F., at
0.05 1.19 4.22 10’ 2.65 9.50 1.68 2.57
Viscosity at F., at
0.05 3.05 4.83 1.06 9.15 105 1.32 1.85
Viscosity at 115 F., at
0.05 2.09 104 1.15 104 1.54 104 1.15 2.19 2.80 104
Shear Susceptibility at
39.2 F. 0.20 0.35 0.20 0.45 0.32 0.32
Susceptibility at
F. 0.05 0.11 0.02 0.06 0.12 0.09
Shear Susceptibility at
115 F. 0.02 0.04 0.03 0.03 0.04 0.02

Penetration
Penetration at 39.2 F.,
g., 5 sec. 9 28 11 19 15 12
Penetration at 71 F.,
100 g., 5 sec. 62 149 92 114 94 80

Standard Ductility at
39.2 F. 1 cm.
per cm. 14.0 101.0 53.3 23.5 68.3 21.9

Composition Analysis)
(A), percent 16.30 26.80 18.74 19.98 25.05 26.18
Nitrogen Bases
percent 25.65 15.90 24.56 20.63 24.08 21.75
First
percent 18.62 14.70 15.84 14.32 21.11 20.23
Acidaffins
percent 26.51 30.90 26.78 21.91 20.96 21.84
percent 12.92 11.70 14.08 17.10 8.80 10.00
Coefficient 1.123 0.718 0.988 0.775 1.518 1.318
Ratio A/N 0.64 1.69 0.76 0.97 1.04 1.20

of Asphalt After Mixing in

Penetration at F..
100 g., 5 sec. 36 98 69 66 69 60
Penetration. retained 58 58 73 76
Viscosity F., poises 3645 2971 2505 2078 3463 4770
Viscosity ratio at 140 F. 2.27 2.06 1.62 2.16 1.57 1.80
After Mixing
Based on Viscosity at
11 F., 0.05 sec.-’
Shear Rate 3.3 2.5 1.9 3.3 2.1 1.9
Viscosity at F., 0.05
determined from
Aging Indices,
1.01 10’ 1.21 10” 2.01 3.02 2.77 x 3.52

*No data available. These were determined from Figure 4 of the paper by and
(ASTM, STP. No. 309, which gives relation between Percent of Original Penetration
Viscosity Aging Index for Thin Film Test.
102 KANDHAL, SANDVIG AND WENGER

2 -

5 I I 24 I 30 I 36 I 42 54 78 1

Fig. 1. Air Void vs. Time in Months.

the percent air voids in the pavements and the rheological properties of
the aged asphalts. The last core sampling was done 78 months after the
construction.

Evaluation of Pavement Performance

Olsen et al (7) have suggested a rating method for pavement evalu-
ation to evaluate the effect of asphalt aging on pavement condition. This
rating method was used as a guideline to accomplish the visual pave-
ment condition survey by a team of five engineers. Details of rating
forms used are given in reference (8). The overall ratings obtained on
individual pavements, in increasing order, are as follows:
Asphalt 1 19 (Poorest)
Asphalt 2 22
Asphalt 6 23
Asphalt 4
Asphalt 3
Asphalt 5 31 (Best)
An ideal pavement according to this performance evaluation would
rate 33, each individual observation being assigned a number. Brief
details of the pavement condition after 80 months in service are given
in Table 4.
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 103

Table 4. Pavement Condition After 80 Months (Brief Details)

Item Observed Asphalt 1 Asphalt 2 Asphalt 3 Asphalt 4 Asphalt 5 Asphalt 6

Riding Quality Fair Good to Good Good to Good

good good
Raveling Severe Moderate Slight Slight to Slight to Moderate
moderate
of Matrix Severe severe Slight Slight Slight to Moderate

Rutting (inch)
Cracking (shrinkage) Slight None None
Surface Texture Average Closed Average Closed Average
to open

Rheological Properties of Asphalts

The following tests were carried out on the asphalts recovered
periodically from the test pavements:
(1) Viscosities at 39.2 F., 7 7 F. and 115 F. over a range of shear
rates, using the sliding plate microviscometer designed by
Shell Oil Company (both glass and stainless steel plates were
used for these tests), and
(2) Viscosity at 140 F. using Cannon-Manning Vacuum Viscometer
Unless specifically mentioned otherwise, viscosity data at 77 F.
implies 0.05 shear rate. The raw data on viscosities at 39.2 F.,
115 F. and 140 F. obtained on the asphalts recovered from time to time
are available elsewhere (8). The data on viscosities and shear suscep-
tibility values at 77 F. on recovered asphalts are given in Table 5.
Plots of viscosity at 77 F. versus time in months are given in Figure 2.
The data on viscosities were further analyzed to obtain aging indices of
the recovered asphalts.

Aging Index .

Aging indices were determined considering the changes in viscosity

at 77 F. (both 0.05 and 0.001 shear rates and at constant shear
stress) and viscosity at 140 F., as follows:

Viscosity after aging

Aging Index =
Viscosity before aging

The use of this index (ratio) eliminated the variability caused by

difference in the viscosities of the original asphalts and gives a clearer
picture of the hardening rate (9).
Values of these aging indices versus time in months were plotted
(8). Out of these, only the aging indices based on viscosity at 77 F.
(0.05 shear rate) conform exactly to the pavement performance
ratings and thus seem to be more meaningful to indicate comparative
104 KANDHAL, SANDVIG AND WENGER

aging and life expectancy of the test pavements. This will be evident
from Figure 3 when compared with the pavement ratings.
Raveling was observed in Asphalt 1 test pavement after 24 months
when the aging index (based on viscosity at 77 F., 0.05 exceeded
12. Due to inadequate compaction under traffic, test pavement contain-
ing Asphalt 1 maintained higher air voids which most likely accelerated
the aging phenomenon. Asphalt 2 and 6 are beginning to show moderate
raveling after 80 months on just exceeding aging index of 12 (Figure 3).

Shear Susceptibility
The shear susceptibility (or shear index) value as employed in this
study is the tangent of the angle of log shear rate (X-axis) versus log
viscosity (Y-axis) determined during performance of the viscosity test
using the microviscometer . Shear susceptibility values have been

Table 5. Viscosity and Shear Susceptibility Data on Recovered Asphalts

Months
Asphalt Type
Original 12 18 24 30 36 42 46 78

Type
Viscosity at 77 F.,
megapoises 3.05 21.5 33.0 46.3 39.0 40.5 39.0 55.5 66.5
Shear susceptibility
at 77 F. 0.05 -- 0.41 0.39 0.43 0.55 0.56 0.52 0.50

T y p e
Viscosity at 77 F.,
megapoises 0.46 3.6 3.9 3.5 3.7 4.2 4.0 5.5 6.2
Shear susceptibility
at 77 F. 0.11 __ 0.26 0.24 0.26 0.24 0.25 0.26 0.36

T y p e
Viscosity at 77 F.,
megapoises 1.06 6.3 6.2 4.9 7.0 8.0 6.5 7.6 9.0
Shear susceptibility
at 77 F. 0.02 __ 0.17 0.14 0.13 0.17 __ 0.20 0.24

T y p e
Viscosity at 77 F.,
megapoises 0.92 6.6 5.8 5.0 6.8 6.2 1.1 10.1 10.6
Shear susceptibility
at 77 F. 0.06 __ 0.31 0.32 0.24 0.36 0.32 0.36 0.45

Type
Viscosity at 77 F.,
megapoises 1.32 7.6 6.2 6.6 6.9 7.8 12.1 10.2 10.5
Shear susceptibility
at 77 F. 0.12 __ 0.26 0.20 0.20 0.25 0.32 0.32 0.33

Type
Viscosity at 77 F.,
megapoises 0.19 9.8 13.5 13.2 12.7 13.1 16.0 15.2 22.2
Shear susceptibility
at 77 F. 0.09 __ 0.26 0.26 0.29 0.32 0.35 0.42 0.38
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 105

ASPHALT 1
----
ASPHALT 3 - - - - -
;

Fig. 2. Viscosity at 77 F., 0.05 vs. Time in Months.

determined for the six asphalts after increasing periods of aging (Table
5). Results are shown graphically using smooth curves in Figure 4.
Having observed that pavement performance is indicated by the
aging index based on viscosity at 77 F., it was attempted to find out
whether shear susceptibility values of the asphalts affect their aging
indices. Shear susceptibility values at 77 F. of the six aged asphalts
after 30, 42 and 78 months’ period were obtained from Figure 4 and
plotted with the corresponding aging indices. Very good correlation
was obtained between aging indices and the shear susceptibility values
for these asphalts (Figure 5). Correlation between viscosity and shear
susceptibility values of all the asphalts, was observed to be poor (Fig-
ure 6).
In Figure 3, three distinct groups of asphalts can be seen accord-
ing to aging indices and pavement performance ratings after 80 months
in service:
106 KANDHAL, SANDVIG AND WENGER

1Group
Asphalt 1 High shear susceptibility (> performance
poor
2Group
Asphalt 2
Asphalt 6 Intermediate shear susceptibility (0.35
Asphalt 4 performance fair to good
3Group
Asphalt 3 Low shear susceptibility performance good
Asphalt 5 to very good

It has been attempted to demarcate these groups from top right to

bottom left in Figure 5. It appears that there will be a critical aging
index-shear susceptibility curve above which higher shear susceptibility
would be a potential cause of poor service and below which shear sus-
ceptibility would not be a significant factor affecting pavement durability
and performance. Admittedly, because of some other possible variables

ASPHALT 1
ASPHALT 2 --------
ASPHALT 3 - - - - -
ASPHALT 4
ASPHALT 5
0.58
SHEAR SUSCEPTIBILITY S.S.

TIME MONTHS

Fig. 3. Aging Index (Based on Viscosity at 77 F., 0.05

vs. Time in Months.
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 107

involved a precise location for such a dividing line will be extremely

difficult to determine.
A similar trend can be observed in Figure 6 in spite of poor corre-
lation between viscosity and shear susceptibility values of all the as-
phalts. The exception is Asphalt 2 which in spite of lower viscosities
performed better than Asphalt 1 only. It seems that higher shear sus-
ceptibility at relatively lower viscosities (at F.) can cause initial
cracking inducing early failure of the pavement. Cracking was also ob-
served in the test section using Asphalt 2. This, again, emphasizes
that aging index-shear susceptibility relationship is perhaps more
critical.

ASPHALT 2 ---------
ASPHALT 3 - - - - -
ASPHALT 4
ASPHALT 5

TIME MONTHS

Fig. 4. Shear Susceptibility at 77 F., vs. Time in Months..

Unfortunately, no data are available on shear susceptibility values

for these six asphalts just after mixing in the or for TFO resi-
due. However, it appears from Figure 4 that, except for Asphalt 1, the
shear susceptibility values for Asphalts 2 through 6 were probably less
than 0.20 just after mixing. It is expected that Asphalts 2 through 6 will
still be in serviceable condition for almost three more years and thus
will have at least 10 years’ service life before failure. Therefore,
based on this study, it is believed that a pavement will perhaps be rea-
sonably durable if after mixing the shear susceptibility (at 77 F.)
 108 KANDHAL, SANDVIG AND WENGER

o
42 M O.
+
2 LOG Y 0.579 +
CORR. COEFF. 0.893

Fig. 5. Aging Index (Based on Viscosity at 77 F.,

0.05 vs. Shear Susceptibility.

is less than 0.20 at an aging-index of less than 4 and is

compacted under traffic during the first 18 24 months to the extent
that it will have no more than 5 percent air voids.
It seems apparent that the control of gain in shear susceptibility
and aging-index is a necessary specification requirement. Shear sus-
ceptibility requirements for thin-film residue can be substituted in
place of the ductility test since a good correlation between these two
properties was found by Welborn et al (3). Significance of ductility in
relation to pavement performance has been investigated in the labora-
tory and field, and results are reported in the literature (12).
Also, a maximum aging-index based on viscosity at 77 F. for TFO resi-
due should be incorporated in the specifications for paving asphalts.

Effect of Temperature on Shear Susceptibility

Data on temperature susceptibility of the asphalts reported else-
where (8) show that this parameter has a decreasing trend with aging
in the 39.2 to 140 F. temperature range. It appears that the shear sus-
ceptibility which is increasing with aging predominates the temperature
susceptibility for the six asphalts used in this study. This is also in-
dicated by diminishing ratio of shear susceptibility at 77 F. and 39.2 F.
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 109

with aging (Figure 7). After 78 months aging, this ratio is minimum
for Asphalt 1 which is poorest, and maximum for Asphalt 3 which is
very good in performance. It seems that the temperature susceptibility
parameter may have more significance in case of low viscosity grade
asphalts. This is further confirmed by the absence of any crack pat-
tern on these test pavements, which can be attributed to temperature
susceptibility.

T. 2-
!

l o ’ -

5-

8
3-

2- +

CORR. COEFF. 0.671

0 0.2 0.3 0.5 0.7

SHEAR SUSCEPTIBILITY AT

Fig. 6. Shear Susceptibility vs. Viscosity at

77 F., 0.05 Sec.-l.

Effect of Asphalt Composition on Shear Susceptibility

Shear susceptibility of asphalts had been reported to be affected by
their chemical composition (13). Skog (14) had found that the shear
susceptibility of asphalts correlates roughly with the ratio of
tenes (A) to Nitrogen Bases the component responsible for consist-
ency and the component functioning as a peptizing agent. Chemical
composition of the six asphalts used is given in Table 1. Plots of A/N
vs. shear susceptibility are made in Figure 8. The correlation coeffi-
cient is 0.724 which is fair. This relationship seems logical and in ac-
cord with the definitions and the functions of the fractional components
as postulated by Rostler. While comparing six asphalts of different
consistency, containing components of different molecular weights or
110 KANDHAL, SANDVIG WENGER

differing in volatile matter, these other variables have also to be taken

into account. In broad sense, shear susceptibility appear to be an indi-
cation of an internal phase relationship of the asphaltic constituents
which in turn have an important bearing on the serviceability factors
of the asphalt.

CONCLUSIONS
Based upon the rheological properties of the six asphalts studied
and the preceding discussions, the following conclusions can be drawn:
1. Aging indices based on viscosity at 77 F. conform to the pavement
performance ratings and thus seem to be more meaningful to indi-
cate comparative aging and life expectancy of the test pavements.
2. Very good correlation was observed between aging indices and shear
susceptibility values of the aged asphalts. Thus shear susceptibility
is one of the important factors affecting the pavement performance.
The aging index-shear susceptibility relationship seems to deter-
mine the pavement durability and performance.

ASPHALT 3 - - - - -
ASPHALT 4
ASPHALT 5

0 IO 20 30 40 50 60 70 80
TIME MONTHS

Fig. 7. Shear Susceptibility Ratio 39.2177

vs. Time in Months.
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 111

0.06

Y= -0.0034 + 0.076X

0.5 0.7 0.9 1.3 1.5 1.7

N BASES

Fig. 8. Ratio Asphaltenes /N--Bases vs. Shear Susceptibility.

3. Control of gain in shear susceptibility and aging index appears to be

a necessary specification requirement for paving asphalts.
4. Shear susceptibility seems to be an indicator of an internal phase
relationship of the asphaltic constituents which in turn have an
bearing on the serviceability factors of the asphalts.
5. Further research is needed to establish the critical aging
shear susceptibility relationship for asphalts produced from various
crude sources.
6. The significance of some of these parameters affecting pavement
performance will perhaps be more clear with the continued evalua-
tion of these test pavements until failure.

ACKNOWLEDGMENTS
Thanks are due to Messrs. David Streby and Richard Basso for all
the viscosity test data, to Edward for preparing the illustrations
to June Viozzi for compiling the test data.
The opinions, findings and conclusions expressed in this paper are
those of the authors and not necessarily those of Pennsylvania Depart-
ment of Transportation.
112 KANDHAL, SANDVIG AND WENGER

LITERATURE CITED

1. F. C. Gzemski, Properties of Paving Asphalt,” American

Society for Testing and Materials, Special Technical Publication No. 328
(1962).
2. F. N. Hveem, E. Zube, and J. Skog, ‘Proposed New Tests and Specifica-
tions for Paving Grade Asphalts, Proceedings of the Association of Asphalt
Paving Technologists, Vol. 32 (1963).
3. J. Y. Welborn, E. R. Oglio, and J. A. Zenewitz, Study of
Graded Asphalt Cements, Proceedings of the Association of Asphalt Paving
Technologists, Vol. 35 (1966).
4. John Skog, ‘Setting and Durability Studies on Paving Grade Asphalts,
of the Association of Asphalt Paving Technologists, Vol. 36 (1967).
5. C. H. Chipperfield, J. L. Duthie, and R. B. Girdler, “Asphalt Characteris-
tics in Relation to Road Performance, Proceedings of the Association of
Asphalt Paving Technologists, Vol. 39 (1970).
6. V. P. Puzinauskas, of Properties of Asphalt Cements with
Emphasis on Consistencies at Low Temperatures,” Proceedings of the As-
sociation of Asphalt Paving Technologists, Vol. 36 (1967).
‘7. R. E. Olsen, J. Y. Welborn, and B. A. Vallerga, “Pavement Evaluation-to
Evaluate the Effect of Asphalt Aging on Pavement Condition, Proceedings
of the Association of Asphalt Paving Technologists, Vol. 38 (1969).
8. P. S. Kandhal, L. D. Sandvig, W. C. Koehler, and M. E. Wenger,
Viscosity Related Properties of In-Service Pavements in Pennsylvania,”
Bureau of Materials, Testing and Research, Pennsylvania Department of
Transportation, Research Report (February, 1972).
9. R. N. Traxler, ‘Changes in Asphalt Cements During Preparation, Laying
and Service of Bituminous Pavements,” Proceedings of the Association of
Asphalt Paving Technologists, Vol. 36 (1967).
10. P. C. Doyle, “Yardstick for Guidance in Evaluating Quality of Asphalt
Cement,” Highway Research Board Record No. 24 (1963).
11. Study of Bituminous Concrete Pavements in Ohio,” Public Roads, (Aug-
ust, 1941).
12. J. T. Pauls and J. Y. Welborn, of Hardening Properties of
Materials,” Public Roads, (August, 1953).
13. R. S. Winniford, “The Influence of-Asphalt Composition on Its Rheology,
American Society for Testing and Materials, Special Technical Publication
No. 294 (1960).
14. R. M. White, Written Discussion on Paper, “Final Report on the
Asphalt Test Road, Proceedings of the Association of Asphalt
Paving Technologists, Vol. 38 (1969).

Discussion
PROF. H. E. SCHWEYER: We certainly are pleased to see this
paper because in a paper that we are presenting on Wednesday we have
shear susceptibility as one of the parameters that we studied in our
field program. I would like to point this out as a comment and if the
blackboard was available I’d give a lecture. The shear susceptibility as
measured in this paper differs a little bit from the commonly used
shear susceptibility definition as will be shown for the analysis of shear
stress versus rate of shear data.
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 113

In the ordinary plot log of shear stress, versus log shear rate,
with the power law valid, the following applies

where and may be any reference coordinates and C is the slope

of the log-log plot. If a value of apparent viscosity, = is
measured at any desired the results for versus may also be
plotted on logarithmic coordinates to give a straight line (neglecting
certain corrections). This relation may be expressed as:

where the slope of the line is C-l with C being the same C as in Eq.
Thus, in the author’s paper the negative value of shear suscepti-
bility is mathematically correct (for C less than 1) and can be recon-
ciled with the value normally used.
MR. W. I have a question regarding initial force and
the ultimate force as shown in one of these graphs. This gives me the
impression that the initial compaction was less than, say, 95 percent of
the final volume weight. In this respect, I would like to remark that in
our country (Netherlands), there is a requirement for a minimum of 95
percent of the volume weight that can be obtained by laboratory com-
paction for the first base course layer, while for the subsequent layers
the minimum is 98 percent. I guess that in our country it is quite im-
possible to have such an enormous deformation after compaction of the
pavement as you have shown here.
MR. L. D. SANDVIG: We have similar requirements in Pennsyl-
vania now. During 1964, when this research project was undertaken,
we allowed 2 to 8 percent air voids in the Marshall design and the re-
quired compaction was 95 percent of the design. This got us into this
situation with the high voids in the placed mat to the extent of 10.3 per-
cent. Today it would be substantially less. We were rather new in the
compaction procedures of bituminous surfaces during the early 1960’s.
It was from this data we learned that we should have something better.
MR. L. W. CORBETT: If I understand you correctly you are favor-
ing the use of low shear susceptibility asphalt, is that right?
MR. SANDVIG: Yes.
MR. CORBETT: Also you are looking at aging index as a quality
criterion?
MR. SANDVIG: Yes.
MR. CORBETT: There’s one thing that bothers me in this re-
spect and that is, most specifications tend towards trying to define as-
phalt cements with good temperature susceptibility or high shear
114 SANDVIG AND WENGER

susceptibility. Now this seems a little anomolous, because in one case

we are trying to define high shear susceptible asphalts and then we find,
as a result to your work, that maybe the low shear as-
phalts are preferable. Would you comment?
MR. SANDVIG: I think most of you know my feelings on existing
specifications. They don’t exactly, in my judgment, measure the qual-
ity of the asphalt. I think that is an old story. Right now I’m not par-
ticularly pushing this sophisticated test for a means of controlling as-
phalt as a production. I think this is good data which we need to get to
in developing the specifications of the future. Frankly, the shear tests
are lab tools at the present time. However, we have to get some of this
criterion which describes these attributes so that we get out of the
shear testing by some means that can be used routinely in the labora-
tories today where we control asphalts like ductility at low tempera-
tures after the TFO test and the viscosity ratio, etc. as part of the
development in the new viscosity graded specifications.
PROF. T. W. THOMAS: Every thing which I have been able to
learn about the weathering of asphalt pavements indicates that the most
important single variable determining the degree of weathering is the
void content of the initial pavement. Would not this variation in void
content tend to obscure the effect of other variables studied?
MR. SANDVIG: I agree with you on this. I think I’ve already ex-
plained that we have changed our specifications in Pennsylvania in re-
gard to air voids. But in retrospect being a researcher I think we are
getting results more promptly because we did have high air voids ini-
tially. It may not be related particularly to the actual pavements we’re
building today, but at least we’re gathering some data.
MR. F. ROSTLER: was certainly for the life of the
pavement that the void contents were high, but if it is incorrect that the
void contents were alike in all test sections, it was for the
experiment, because it causes to show the results much faster. Were
the void contents alike in all these test sections?
MR. SANDVIG: I’m sorry I don’t understand the question.
MR. ROSTLER: Did you say that the voids content was the same in
all sections?
MR. SANDVIG: Substantially, yes, they averaged rather high by
today’s standards of accepting pavements in Pennsylvania. They aver-
aged around 10 percent because at that time we had a Marshall accept-
ance criteria of 2 to 8 percent air voids. Our compaction requirement
was 95 percent of Marshall.
MR. ROSTLER: This is, of course, very fortunate for the experi-
ment because it magnified the phenomena explored and speeded up ob-
taining results.
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 115

MR. SANDVIG: Right, we’re looking backwards toward that. It

doesn’t relate to the pavements we’re building today because we’ve got
less air voids. We still would be reporting on this 5 years from now.
MR. ROSTLER: It is very unfortunate, that, as you said, you don’t
know the original shear susceptibility of the asphalt before it was used.
At the last meeting we had a paper stressing the necessity to
really identify the specimens used in a study. If this had been done and
if we would now know the shear susceptibility or calculate it from re-
corded data, this could answer the question as to change in shear sus-
ceptibility in service. If you are going to do some additional work in
this area, as you indicated, I suggest very strongly that the asphalt
specimen should be well defined before testing, so that you can later
come back and compare changes in original properties.
MR. SANDVIG: Ten years ago we didn’t know what we know now.
MR. V. PUZINAUSKAS: It seems to me like Figure 4, at zero
months there is a value for shear susceptibility so you have the shear
susceptibility for the original material,
MR. SANDVIG: No shear susceptibility values are available after
the TFO test or after mixing. We are starting on the X axis there with
the original asphalts before mixing through this TFO test.
DR. G. LEES: I would like to ask you this. It would appear per-
haps that for prevention of cracking of the surfacing you should be
choosing a softer bitumen to start with and perhaps more of it, in order
to have a lower initial air voids content. But on looking at Table 4, the
rutting has been rather slower with Asphalt 1 compared with some of
those asphalts which have apparently performed better in respect of
resistance to cracking. My question is twofold really. If you were to
include a higher initial binder content, in order to reduce the voids,
and also adopt a softer bitumen both with the object of improved re-
sistance to cracking, aren’t you likely to suffer too much from rutting.
This would also probably reduce your surface texture which at the
moment is average to open with Asphalt 1 and rather close with some
of the mixes which showed better performance in resisting cracking.
There was no reference to skid resistance contained in your evaluation
of quality. Would you anticipate that although it was cracking badly,
Asphalt 1 would show the better skid resistance at high speed. Isn’t the
answer to the problem to design a dense mix to begin with which has
low voids due to a well designed dense aggregate grading, but which
will not shove or rut due to the closeness of the aggregate interlock?
Then it would be desirable for this to possess an open surface texture,
for dispersal of water under the tire, which could be maintained be-
cause of the high resistance to deformation of the mix. That is the ap-
proach which we are following at Birmingham University.
MR. SANDVIG: As far as the skid resistance is concerned, we
didn’t consider this as part of the project. Because of emphasis on
116 SANDVIG AND WENGER

skid resistance later on, we do have some numbers. I don’t think I said
that a way of handling the void situation was through asphalt necessar-
ily. We’re trying to solve the void situation by gradation and fillers,
etc. other than asphalt. We are conscious of this skid resistance and I
would agree with you, not having the skid numbers with me, that prob-
ably the surface which went first probably did have the highest skid
resistance.
MR. R. NADY: This is rather a comment on one of Dr. Lee’s re-
marks. Looking at the table and also Figure 1 of the paper, one ob-
serves that the rutting recorded and the void contents of the mixes
correlate rather well. This indicates that the Number 1 asphalt, a
little stiffer, did not densify quite as much. This tells me, at least I
interpret in this manner, that the rutting noted was more a
tion of the mix and a reduction of the void contents rather than a shear-
ing failure or a lateral shoving of the mix itself.
MR. SANDVIG: I’d agree on that.
MR. C. FOSTER: Mr. Sandvig, I have no comment on your corre-
lation of shear susceptibility and aging index at the months at which it
becomes apparent. But looking at the original data I cannot find any
way to predict which one of these asphalts is going to reach that posi-
tion after 80 months. So shear susceptibility in the original asphalt is
of no help in making this prediction. Also the aging index on either the
original asphalt or after TFO, does not seem to be any help in making
this prediction. Now Mr. Beagle, I want to address a comment to you
and the rest of the Board of Directors. I think your policy on not hav-
ing these papers in advance is detrimental to the quality of the com-
ments we get here, because a lot of the comments presented here would
not have been necessary if we had the papers in advance. I think the
policy should be changed and these papers made available in advance.
MR. C. W. BEAGLE: That will be
MR. T. R. J. FABB (Prepared Discussion): The authors of this
paper cite some of the recent research which has that abso-
lute viscosity alone can not specify the complete rheological behaviour
of paving grade asphalts, and other parameters like shear susceptibil-
ity and/or temperature susceptibility are needed.” They state that
purpose of this report based on data from a research project, is
to determine the effect of shear susceptibility parameter on pavement
durability and performance.” One of their conclusions is of
gain in shear susceptibility and aging index appears to be a necessary
specification requirement for paving asphalts.
At the BP Research Centre we completely concur with the authors’
view on the inadequacy of viscosity alone for specifying the rheological
of bitumen. Indeed, limits for temperature and shear suscep-
tibility were embraced in the specifications for bitumens proposed by
J. L. Duthie (1) where it was also shown that the AASHO specifications
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 117

gave some control of these properties. We therefore looked forward to

this paper with keen anticipation.
However, we were quite disappointed to find that the paper is not
in fact concerned with the effect of shear susceptibility on rheological
behaviour (and hence on mechanical properties) of asphalt. Instead it
is concerned with the relationships between shear susceptibility, aging
indices and visual assessments of pavement condition.
Furthermore, we do not accept the conclusion of the authors re-
garding the necessity of controlling gain (i.e., increase) of shear sus-
ceptibility via specifications at the present time. Our views in this
respect are based on our own findings together with dissatisfaction with
evidence given in the paper, as follows:
1. We do not feel that the authors are justified in drawing such a
general conclusion from results on only one aggregate mix.
2. The consistencies of the original bitumens varied considerably:
the penetration ranged from 62 to 149 and the viscosities at 140 F.
varied between 966 and 2,649 poise. Thus, at the outset it was likely
that performance would be affected by a variable other than the one
under scrutiny. Although we accept that the use of aging indices, by
eliminating differences in the viscosities of the original bitumens, is
helpful in studying hardening rates, we do not accept that variation of
original viscosity can be assumed not to affect pavement performance.
3. The asphalt mixes used all had relatively high initial air voids
(about 10 percent) which reduced to about 2.5-4-O percent after 24
months, with one exception (Asphalt No. 1) which still had over 7 per-
cent air voids after 24 months.
4. Although it is not entirely clear from the paper, it would seem
that no filler was added to the mixes and that the natural filler content
was only about 4.5 percent. This contrasts with a total filler content of
about 10 percent widely employed in dense surfacings in Europe, and
may help to explain the high voids contents. It also suggests the pos-
sibility that, even after compaction under traffic to less than 4 percent
air voids, the surfacings may be permeable to air and water.
5. The variations in air voids, and in particular the continuing high
voids content for Asphalt No. 1, appear to be primarily due to the vari-
ation of consistency of the bitumens after mixing in the as
shown in Figure A of this contribution.
6. In such open mixes it is to be expected that considerable hard-
ening will occur in service and indeed the authors found that it did as
shown by their Figures 2 and 3. Comparison of Figures 1 and 3 of the
paper shows that the rates of hardening generally followed the changes
in air voids.
‘7. In our experience, consistency and shear susceptibility are
highly correlated and it is no surprise at all to find that the shear sus-
ceptibility of the bitumens increased as they hardened in service as
clearly shown in Figures 5 and 6 of the paper.
8. Figure B of this contribution contains data from the paper
plotted to show the pavement performance ratings and air voids contents
118 SANDVIG AND WENGER

BITUMEN VISCOSITY AT 77 AND POISES

2 3 5 6 7 9 10 x

PENETRATION
X VISCOSITY
7 -

,
x
x

I I I I I I I I I
20 30 LO 50 60 70 80 90
BITUMEN PENETRATION AT 77

Fig. A. Relationships between Final Air Voids Contents of

Asphalts and Consistency of Bitumens Recovered
from Asphalts After Mixing.

of the test pavements after 80 months in service. Whilst it is not con-

tended that air voids alone could possibly completely control the degree
of hardening or that the hardening could entirely correlate with a visual
serviceability rating, the influence of air voids on the serviceability
rating is beyond question. There is also ample evidence in the litera-
ture to demonstrate that increase of asphalt permeability will increase
bitumen hardening rates.
9. In our view, the authors have confused causes and effects. They
appear to attribute reductions in pavement performance ratings to the
increases in shear susceptibility. However, we feel the variation in
performance was very largely governed by the differences in bitumen
consistency ex the and the consequent variation in initial com-
paction and compaction under traffic. The degree of compaction, we
believe, controlled the air voids and permeability of the asphalts and
thereby influenced the extent of hardening and associated increases in
shear susceptibility.
10. The authors state that the aging indices based on viscos-
ity at 77 F. (0.05 shear rate) conform exactly to the pavement
performance ratings . . . This statement is not supported by a table
or a figure in the paper. We have read off the aging indices from Fig-
ure 3 of the paper and have plotted them against the pavement
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 119

serviceability ratings given in the text in our Figure C. Clearly, the

correlation is good and the performance ratings are highly dependent
on the aging indices, but it is an overstatement to claim that the con-
formity is exact.
11. We feel that a figure showing the relationship between shear
susceptibility and pavement performance rating is desirable in a paper
entitled ‘Shear Susceptibility of Asphalts in Relation to Pavement
We attach such a relationship for the data in the paper as
our Figure D, although, as stated already, we feel that the final shear
susceptibility values were consequent upon the aging rather than the
cause of it.
12. Although there is an undeniable trend shown in this figure, the
relationship shown is not sufficiently good to be the basis for a specifi-
cation, even if it could be shown that increase of shear susceptibility
was a cause rather than an effect. For example, Asphalt No. 5 had the
highest serviceability rating, 31, the second lowest shear susceptibil-
ity, 0.33, and was placed in Group 3 (best), while Asphalt No. 2 with
only a slightly higher shear susceptibility, 0.36, had the second lowest
serviceability rating, 22, and was placed in Group 2.

\
\
\

AFTER MONTHS

I I I I I I
2 3 ‘5 6
FINAL AIR VOIDS CONTENT

Fig. B. Relationship between Pavement Serviceability Ratings*

and Final Air Voids Content of Asphalts.
120 KANDHAL, SANDVIG AND WENGER

13. Since the authors have shown that hardening and shear suscep-
tibility are highly correlated with each other there does not seem to be
anything to be gained by including both properties in a specification. If
hardening during service in the pavement is to be limited by specifica-
tion, yet another test would be required to predict such hardening, over
and above that which occurs during mixing and laying. Apart from the
fact that the degree of hardening to be predicted will vary according to
the permeability of the mix, the severity of the laboratory test condi-
tions that would be required to produce the degree of hardening experi-
enced by the authors would be such as to confer a very high uncertainty
factor on the relationship between predicted and observed bitumen
performance.

AGEING INDEX
VISCOSITY AT 77 AFTER AGEING SERVICE)
VISCOSITY AT 77 BEFORE MIXING

I I I I I I I
6 11 20 22
AGEING INDEX

Fig. C. Relationship between Pavement Serviceability Ratings

and Aging Indices of Bitumens* After 80 Months in Service.

14. The time available for the preparation of this contribution does
not allow for a full presentation of our own data concerning the effect of
shear susceptibility on pavement performance or for the translation of
our shear susceptibility parameters into the parameter used by the
authors. Nevertheless, we feel that the following evidence shows that
the rate of hardening in dense, impermeable asphalt surfacings, and the
consequential increase in shear susceptibility, are negligible compared
with that experienced by the authors in their work.
Figure E of this contribution is reproduced from and relates to
four of the eight bitumens used in a comprehensive trial of 110 test
surfacings laid in southern France in May 1963. The shear susceptibil-
ity is a function of the parameter b and it should be noted that shear
 SHEAR SUSCEPTIBILITY OF PERFORMANCE 121

TANGENT OF ANGLE OF log SHEAR RATE

log VISCOSITY AT

I O

SHEAR SUSCEPTIBILITY OF BITUMEN

Fig. D. Relationship between Pavement Serviceability Ratings and

Shear Susceptibility of Bitumens After 80 Months in Service.

susceptibility increases as b decreases. It can be seen that for all

four bitumens, considerable hardening took place during the mixing and
laying operations, as indicated by the increases in , 25 (Newtonian
viscosity at 25 C., 77 F.). There was a corresponding increase in
shear susceptibility (reduction in b value) during this period. However
the further hardening that took place over 78 months under traffic, and
the accompanying increase in shear susceptibility, were insignificant.
This absence of significant hardening is attributed to the impermeabil-
ity of the asphalt mixes used (see below). After 78 months, the service-
ability of all these sections was at least satisfactory. The main reasons
for ratings less than good” were reduction of surface texture and
a slight tendency towards excess binder.
In not one case was there any significant raveling, rutting, loss of
matrix or cracking and the riding quality was excellent. All these sur-
facings are still in service after almost 10 years.
It should be noted that all the binders used in this trial were
nominally of penetration. (The values for the original binders
actually ranged from 74 to 96.)
122 WENGER

A further factor, which we consider to be highly significant, is that

75 percent of the test sections, incorporating all the test bitumens, had
initial air voids of only 4.4 to 4.7 percent which reduced to 2.2 to 2.4
percent under traffic. The remaining 25 percent of test sections were
made with a coarse basalt aggregate and did not compact so well. For
these, the mean values of the initial and final air voids for all the bitu-
mens were 8.1 and 5.0 percent respectively. Nevertheless tests indi-
cated (2) that even these sections were impermeable.
In this trial, such minor differences as were noted between test
sections were attributable to aggregate quality and mix design varia-
tions rather than to binder properties.
15. A road trial (4) to investigate the relationships between the
shear susceptibility of bitumen and the skid resistance of asphalt is
being carried out, in Belgium, by the Belgian Centre de Recherches
and BP.

/ - -- - - - _ _ _
,
,
2

BITUMEN
CODE No

2
4 -
9 - - - - - -

- - - - - -
_ - - - -
-- 9
4
1
I I I
20 40
TIME IN SERVICE-MONTHS

Fig. E. Changes in Rheological Characteristics of Four

Bitumens Used in Large Scale Road Trial.
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 123

1
SHEAR SUSCEPTIBILITY =
APPARENT VISCOSITY AT
APPARENT VISCOSITY AT
0
6 0

- 7 6

i i

8
72

- 7 0

- 6 6

60

56
2.2
SHEAR SUSCEPTIBILITY OF BITUMEN

Fig. F. Relationship between Skid Resistance of Asphalt

(After 4 Years Service) and Shear Susceptibility*
of Original Bitumens.

Figure F of this contribution shows the most recent relationships

obtained in this trial between skid resistance measured at 50 and 80
kph and the original shear susceptibility of six different bitumens in a
common dense aggregate mix. These skid resistance values are Side-
ways Force Coefficients, measured after 4 years trafficking, by a
method technically equivalent to one given in Reference (5).
The shear susceptibilities in this case are expressed in terms of
where:
= viscosity at 25 C. (77 F.) and shear stress of
10 dynes/cm
Apparent viscosity at 25 C. (77 F.) and shear stress of
3X
124 SANDVIG AND WENGER

Although the relationships are not very good, a clear trend is evi-
dent, particularly at the more critical higher speed. As with the as-
phalts discussed under 14 (above), voids contents are low, hardening in
service has been minimal, and after 4 years trafficking the test sections
are in very good condition.
These results, which will be included in a further publication on
this subject, have been quoted in an attempt to offset the impression
given by the authors that high shear susceptibility is undesirable.
16. From a rheological/mechanical point of view, high shear sus-
ceptibility can convey definite advantages, one of which, indicated in
earlier publications is a reduction of the change of asphalt
stiffness with temperature and loading time. This property can be em-
ployed to reduce both the tendencies of asphalt to crack at very low
temperatures and to deform at high temperatures.
17. It is pertinent to record that the effect of bitumen hardening in
service (i.e., increase in Newtonian viscosity) on increase of stiffness
at thermal and traffic loading times is very much reduced by the asso-
ciated increase in shear susceptibility of the bitumen. (Study of Fig-
ures 2 and 3 of Reference (1) will make this clear.) Thus, far from
being undesirable, the increase of shear susceptibility helps to alleviate
the situation created by the hardening of the bitumen.
In conclusion, we feel that from the results of their trial the authors
are not justified in attributing differences in road performance to in-
creases in shear susceptibility.
Literature Cited
1. J. L. Duthie, “Proposed Bitumen Specifications Derived from Fundamental
Parameters, Proceedings of the Association of Asphalt Paving Technolo-
gists, Vol. 41 pp. 70-117.
2. E. H. Chipperfield, J. L. Duthie, and R. B. Girdler, Characteristics
in Relation to Road Performance Proceedings of the Association of Asphalt
Paving Technologists, Vol. 39 pp. 575-613.
3. J. Huet, J. Reichert, and P. Outer, en
Asphaltiques-Bitumes et Technique Rout&e, (Brussels), Vol.
14, No. 2 pp. 37-40.
4. J. Huet, “Enseignements des Routes en
Asphaltiques (Grand Meise, Hoeilaart),” La
(Brussels), Vol. 17, No. 1 pp. 3-28.
5. Road Research Laboratory, Research on Road Safety. London: Her Ma-
jesty’s Stationery Office, 1963.
6. E. H. Chipperfield and T. R. J. Fabb, “Development of More Durable Road
Surfacings, Proceedings of the Canadian Technical Asphalt Association
pp. 157-180.

AUTHORS’ CLOSURE: It should be emphasized, as mentioned in

the paper also, that shear susceptibility is not the only factor affecting
the pavement performance. There seems to be a critical aging
shear susceptibility curve (Figure 5) above which higher shear suscep-
tibility would be a potential cause of poor service and below which shear
 SHEAR SUSCEPTIBILITY TO PERFORMANCE 125

susceptibility would not be a significant factor affecting pavement dura-

bility and performance.
The shear susceptibility (or shear index) value as employed in this
study is the tangent of the angle of log shear rate (X axis) versus log
viscosity (Y axis) determined during performance of the viscosity
test using the microviscometer as the asphalt ages, this angle increases
indicating an increased shear susceptibility value.
In regard to Mr. Foster’s comments, we agree that the shear sus-
ceptibility of the original asphalt or the aging index after TFO is not of
much help in predicting the pavement performance. We do need a lab-
oratory durability test which can simulate the hardening which takes
place in an actual pavement. The data, collected and reported in this
paper, on changing shear susceptibility and aging index values in actual
pavements, would be helpful then to predict the pavement performance.