Improved Hirsch model for estimating the modulus of hot-mix asphalt

Christensen, D W; Bonaquist, Ramon

doi:10.1080/14680629.2015.1077635

Cited by 102 publications

(126 citation statements)

References 1 publication

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“…It can also be determined from mathematical models. Additionally, similar to Witczak model, it should be determined at the same temperature and loading frequency of the mixture modulus, E*, and in consistent units [6]. This model is simpler in form and number of inputs compared to Witczak model.…”

Section: Hirsh Modelmentioning

confidence: 99%

“…The R 2 of the model is 0.98. As reported by the researchers, in the above equations Gb* can be determined in the laboratory using Dynamic Shear Rheometer (DSR) or a similar device [6]. It can also be determined from mathematical models.…”

Section: Hirsh Modelmentioning

confidence: 99%

“…The most well-known models are the ones developed by Professor Witczak and his students over the last few decades [3][4][5]. Hirsh model is another well-known model for E* prediction [6]. In MEPDG or Pavement ME Design, level 2 and 3 inputs for the HMA layer(s), two different E* predictive models (Witczak's models) were adopted in the Pavement ME software.…”

Section: Introductionmentioning

confidence: 99%

“…Christensen et al [6] modified the original Hirsch model to predict E* of HMA. The alternate formulation of the Hirsch model "from here on will be called Hirsh Model" is shown in Eqs.…”

Section: Hirsh Modelmentioning

confidence: 99%

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Comparison of Witczak NCHRP 1-40D & Hirsh dynamic modulus models based on different binder characterization methods: a case study

et al. 2017

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Abstract. The Pavement ME Design method considers the hot mix asphalt (HMA) dynamic modulus (E*) as the main mechanistic property that affects pavement performance. For the HMA, E* can be determined directly by laboratory testing (level 1) or it can be estimated using predictive equations (levels 2 and 3). Pavement-ME Design introduced the NCHRP1-40D model as the latest model for predicting E* when levels 2 or 3 HMA inputs are used. This study focused on utilizing laboratory measured E* data to compare NCHRP1-40D model with Hirsh model. This comparison included the evaluation of the binder characterization level as per Pavement ME Design and its influence on the performance of these models. E*tests were conducted in the laboratory on 25 local mixes representing different road construction projects in the kingdom of Saudi Arabia. The main tests for the mix binders were dynamic Shear Rheometer (DSR) and Brookfield Rotational Viscometer (RV). Results showed that both models with level 3 binder data produced very similar accuracy. The highest accuracy and lowest bias for both models occurred with level 3 binder data. Finally, the accuracy of prediction and level of bias for both models were found to be a function of the binder input level.

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Section: Hirsh Modelmentioning

confidence: 99%

Section: Hirsh Modelmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

“…Christensen et al [6] modified the original Hirsch model to predict E* of HMA. The alternate formulation of the Hirsch model "from here on will be called Hirsh Model" is shown in Eqs.…”

Section: Hirsh Modelmentioning

confidence: 99%

See 2 more Smart Citations

Comparison of Witczak NCHRP 1-40D & Hirsh dynamic modulus models based on different binder characterization methods: a case study

et al. 2017

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“…VMA includes the air voids and the volume occupied by the effective asphalt content. This volumetric property is correlated to mechanical properties [6][7][8], e.g., small percent air voids in bituminous mixtures (VV) will cause bleeding and high VV may lead to water damage or instability in asphalt pavement. In addition to the size gradation, VMA is one of the most important HMA design criteria to obtain durable pavement, and it significantly affects the permanent deformation and fatigue performance of a compacted mix [9,10].…”

Section: Introductionmentioning

confidence: 99%

Effect of Fibers on Mixture Design of Stone Matrix Asphalt

Sheng

Ping

et al. 2017

Preprint

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Lignin fibers typically influence the mixture performance of stone matrix asphalt (SMA), such as strength, stability, durability, noise level, rutting resistance, fatigue life, and water sensitivity. However, limited studies were conducted to analyze the influence of fibers on the percent voids in mineral aggregate in bituminous mixture (VMA) during the mixture design. This study analyzed the effect of different fibers and fiber contents on the VMA in SMA mixture design. A surface-dry condition method test and Marshall Stability test were applied on the SMA mixture with four different fibers (i.e., flocculent lignin fiber, mineral fiber, polyester fiber, blended fiber). The test results indicated that the bulk specific gravity of SMA mixtures and asphalt saturation decreased with the increasing fiber content, whilst the percent air voids in bituminous mixtures (VV), Marshall Stability and VMA increased. Mineral fiber had the most obvious impact on the bulk specific gravity of bituminous mixtures, while flocculent lignin fiber had a minimal impact. The mixture with mineral fiber and polyester fiber had significant effects on the volumetric properties, and, consequently, exhibited better VMA over the conventional SMA mixture with lignin fiber. Modified fiber content range was also provided, which will widen the utilization of mineral fiber and polyester fiber in the applications of SMA mixtures. The mixture evaluation suggested no statistically significant difference between lignin fiber and polyester fiber on the stability. The mineral fiber required a much larger fiber content to improve the mixture performance than other fibers. Overall, the results can be a reference to guide SMA mixture design.

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An Advanced Low Temperature Rheological and Fracture Test Method for Bitumen Purchase Specifications and Pavement Performance Prediction: 4-mm DSR/ABCD

et al. 2015

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This paper proposes an advanced low temperature rheological test method which could be used to supplement and improve current purchase specifications for grading bitumens, and at the same time provide pavement low temperature thermal crack prediction for the Mechanistic Empirical Pavement Design Guide (MEPDG). The method is referred to as 4-mm DSR/ABCD i.e. 4-mm diameter parallel plate dynamic shear rheometry combined with the Asphalt Binder Cracking Device (ABCD) test. In addition to traditional low temperature binder purchase specifications such as m-value, creep stiffness and binder cracking temperature, the 4-mm DSR/ABCD method allows calculation of the thermal cracking temperature in the asphalt mix from a cooling event. The application of 4-mm DSR is an alternative to the mix indirect tensile (IDT) creep test. The fracture stress of the binder from the ABCD is an alternative to the mix IDT strength test. Mix IDT creep compliance and strength are the two primary inputs to the low-temperature, thermal cracking module in the MEPDG.

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Improved Hirsch model for estimating the modulus of hot-mix asphalt

Cited by 102 publications

References 1 publication

Comparison of Witczak NCHRP 1-40D & Hirsh dynamic modulus models based on different binder characterization methods: a case study

Comparison of Witczak NCHRP 1-40D & Hirsh dynamic modulus models based on different binder characterization methods: a case study

Effect of Fibers on Mixture Design of Stone Matrix Asphalt

An Advanced Low Temperature Rheological and Fracture Test Method for Bitumen Purchase Specifications and Pavement Performance Prediction: 4-mm DSR/ABCD

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