Superpave Gyratory Compactor Research Articles

An alternative approach for increasing the visibility of roads

Visibility problems occur on highways that are not sufficiently illuminated at night, endangering traffic safety. Phosphor material, which has a natural glow feature under ultraviolet (UV) light, is planned to increase road visibility in areas with inadequate lighting. Phosphor powder (PP) was used in four different percentages (25%, 50%, 75%, and 100%) as fillers in hot mix asphalt (HMA), reduced to filler size. Asphalt specimens were prepared using a super pave gyratory compactor and super pave volumetric mixture design. Compacted specimens were exposed to artificial 12V UV light for 10-minute intervals in a dark room, and UV light absorption was observed. Visibility analyses were performed on the specimens by taking high-resolution photos with long exposure from a distance of approximately 30 cm from the asphalt specimen using a professional camera. According to the analysis results, the visibility values increased by 200.4%, 378.5%, 538.1%, and 728.5% compared to the reference specimen for substitution rates of 25%, 50%, 75%, and 100%, respectively. Experiments were conducted to determine the behavior of the specimens prepared as phosphorus substitutes in the mixture. After selecting the optimum binder contents, the modified Lottman test procedure was applied to measure the specimens' strength values and moisture sensitivity prepared at optimum ratios. The indirect tensile test results show that the 25% PP-substituted specimen had a better strength value. The tensile strength ratio (TSR) value, the ratio of dry and wet tensile stresses, was determined to have minor moisture sensitivity in the 50% PP-substituted specimen. HWTT was applied to the specimen containing 50% PP content, which exhibited the best TSR ratio, resulting in improved rutting performance compared to the reference specimen.

New hot-mix cold-laid mix design method with a superpave gyratory compactor

This study introduces a novel method for designing Hot-Mix Cold-Laid (HMCL) asphalt mixes, which are essential for pavement maintenance. In Texas, the current practice for HMCL mix designs adheres to the traditional Hveem method, employing a Texas Gyratory Compactor (TGC) in line with the Texas Department of Transportation (TxDOT) specifications. However, this research advocates for the use of a Superpave Gyratory Compactor (SGC), a more advanced and modern alternative. The SGC, widely used for Hot-Mix Asphalt (HMA) mix designs, provides more adjustable parameters and the ability to control compaction densities. Five types of industrial-based HMCL mixes were examined, each type having three levels of binder content. These fifteen laboratory-mixed HMCL mixes were used to mold SGC specimens at four compaction levels. This established the design gyration for SGC lab-molded densities within 94.0 ± 1.5 %. The investigation revealed that the existing specification might include mix designs with low compactability and weak correlations with field performance, due to their insensitivity to binder contents. The proposed method uses Cantabro mass loss test, IDEAL cracking test, and rutting test to characterize mix resistance to raveling, cracking, and rutting. The binder contents significantly affected these test results, leading to the exclusion of mixes with low compactability during testing. Thus, the new HMCL design method using an SGC enhances the current method.

Susceptibility to moisture damage in asphalt mixes with blast furnace dust as aggregate

One of the ongoing challenges in engineering is mitigating the degradation of road infrastructure caused by water in asphalt mixes. This study aims to assess the impact of blast furnace dust, a byproduct of the steel manufacturing process, on moisture-induced damage in asphalt mixes. Three asphalt mixes were developed following the Marshall methodology: one comprising conventional crushed aggregates, while the others substituted 50% and 100% of the conventional fine aggregate with blast furnace dust. Material characterization procedures and chemical analysis of the blast furnace dust were conducted. Once compliance with the specified material requirements was verified and analyzed, water susceptibility was evaluated through an indirect tensile test across various void content levels. Similarly, leveraging the Superpave gyratory compactor, several compaction indices were determined to estimate the compaction behavior of each mix. Based on the findings, the inclusion of blast furnace dust in an asphalt mix proved satisfactory due to its contributions in enhancing tensile strength, consequently leading to a reduction in moisture-induced damage within the asphalt mix, as well as exhibiting improved compaction behavior. Additionally, this utilization contributed to diminishing the environmental impact linked to the steel production process, where substantial quantities of this residue accumulate.

Compaction and shear characteristics of recycled construction & demolition aggregates in subgrade: Exploring particle breakage and shape effects

Recycling construction and demolition (C&D) wastes into useable aggregates in subgrade applications offers significant sustainability benefits. However, the characteristics of recycled aggregates, including particle morphology, crushing strength, and shear behavior, differ substantially from natural aggregates. This paper presented an extensive experimental study on the compaction and mechanics performances of recycled concrete and brick aggregates, with a particular focus on the effects of particle breakage and shape characteristics. The compaction of recycled aggregate specimens comprising three structural types was evaluated using heavy Marshall compaction (HMC) and Superpave gyratory compaction (SGC). The compaction characteristics and particle breakage were examined, enabling a profound understanding of the compaction mechanisms associated with both methods. Furthermore, triaxial shear tests were performed to scrutinize the influences of particle shape, compaction degree, and confining pressure on shear characteristics. Results showed that after 80 gyratory rotations in SGC, the compaction degree of recycled aggregates aligned with the targeted results obtained from HMC. Changes in fractal dimension after compaction exhibited direct correlations with the two-dimensional shape distribution. Axial coefficient, fractal dimension and confining pressure most strongly influenced shear strength. In light of these insights, prediction models for shear strength parameters were proposed using multiple regression analysis. Overall, the study provides valuable insights into the relationships between aggregate morphology, compaction response, breakage behavior, and shear performance. These findings can facilitate optimized design and construction using recycled aggregates to advance sustainable infrastructure development.

Sensitivity analysis of gyratory compactor variables to mimic roller compacted concrete pavement performance

ABSTRACT The compaction parameters suggested for Superpave gyratory compactor by ASTM C1800 are primarily derived from the asphalt mix (ASTM D6925). Since the rheological behaviour of Roller Compacted Concrete Pavement (RCCP) is significantly different from asphalt mixes, conventional Superpave compaction parameters cannot be directly adopted for RCCP. Hence, the current study focuses on formulating compaction parameters for the design of RCCP to resemble the field behaviour. For this task, response surface methodology was employed to investigate the effect of gyratory compactor parameters such as internal angle (0.82–3°), compaction pressure (600–1000 kPa), and gyration levels (60–120) on the performance of RCCP specimens. The accuracy of the response prediction model was verified with ANOVA analysis. Further, multiobjective optimization was performed and validated with experimental findings. For validation of laboratory findings, a field test section was constructed using a duplex roller (dual drum vibratory roller). The results showed that the ASTM C1800 suggested gyratory parameters resulted in lower fresh density and strength properties of 4% and 7–45%, respectively, than the field specimens. However, the specimens fabricated at 1.92° internal angle, 120 gyrations, 1000 kPa, and 1 aspect ratio in the gyratory compactor could provide comparable field properties.

The Friction-Lubrication Effect and Compaction Characteristics of an SMA Asphalt Mixture under Variable Temperature Conditions.

The aim of this article is to explore the dynamic compaction characteristics of stone mastic asphalt (SMA) and the friction-lubrication effect of internal particles during the superpave gyratory compaction (SGC) process. Firstly, a calculated method for the compaction degree of an asphalt mixture in the gyratory compaction process was defined based on the multiphase granular volume method. Secondly, the gyratory compaction curves of asphalt mixtures were taken based on this calculation method of compaction degree. The dynamic change law of each compaction index (compaction, percentage of air voids, compaction energy index, etc.) during the compaction process was analysed. Finally, the effects of different initial compaction temperatures and different asphalt content on the friction-lubrication effect and compaction characteristics of asphalt mixtures were studied. Research shows that it is reasonable to define the compaction degree by the ratio of the apparent density of the asphalt mixture to the maximum theoretical density of the asphalt mixture during gyratory compaction. The dynamic prediction equations of the compaction degree K and the compaction energy index CEI with the amount of compaction were established, and could effectively predict the compaction degree, percentage of air voids and compaction energy index CEI. The compaction process of the asphalt mixture needed to go through three phases, including periods of rapid growth, slow growth, and stabilisation, and the compaction degree increased by about 10%, 5%, and 1%, in that order, finally tending towards a stable value. The effect of the initial compaction temperature on the forming compaction degree of the asphalt mixture is significant; therefore, it should be controlled strictly in the compaction construction of asphalt mixtures. When the initial compaction temperature of SMA-13 is about 170 °C, the compaction effect is optimal, and the effect of the increase in the amount of compaction at a later stage on the increase in the compaction degree of the asphalt mixture is very low. With the optimal asphalt content, the friction-lubrication effect between the asphalt and aggregate particles is optimal, because it can effectively form an asphalt film, reducing the frictional resistance of the particles moving each other during the compaction process, and the voids will be embedded and filled with each other, finally producing the best compaction result.

Revolutionising Egyptian pavement design: a comprehensive E* database and advanced modeling approach for contextually informed performance predictions

ABSTRACT This research assesses the dynamic modulus (E*) as a pivotal rheological attribute for characterizing viscoelastic behaviour in various indigenous asphalt mixtures across diverse scenarios. An exhaustive investigation involving 32 laboratory-designed asphalt mixes and two field mixes explores the influence of traffic loading patterns, air voids, binder sources, and climatic conditions on E*. Utilizing Superpave gyratory compaction, 68 E*-specimens are compacted and subjected to E*-testing, leading to master curve development. Evaluation of NCHRP 1-37A and NCHRP 1-40D Witczak models demonstrates their fair to excellent accuracy in predicting E* for Egyptian mixes. The NCHRP 1-40D model stands out with an R² of 0.94, showcasing superior accuracy and minimal bias. This study integrates AASHTOW are Pavement ME Design (PMED) to analyse pavement sections, revealing the impact of design factors, characterized by measured E*, on predicted pavement performance, encompassing asphalt concrete rutting, alligator cracking, longitudinal cracking, and terminal international roughness index. The investigation highlights the marginal impact of substituting predicted E* for measured E* on AASHTOWare pavement performance indicators for Egyptian mixes under default binder characteristic values. This research contributes valuable insights into the interplay of E* and pavement performance, facilitating wellinformed decisions in pavement design and analysis across diverse conditions in the Egyptian context.

Developing Representative Test Specimen Conditions for Rutting Mechanical Test Methods of Airfield Pavements

Developing Representative Test Specimen Conditions for Rutting Mechanical Test Methods of Airfield Pavements

Relationship Mixes Designs Using a Newly Developed Roller Slab Compactor Against Superpave Gyratory Compactor

Relationship Mixes Designs Using a Newly Developed Roller Slab Compactor Against Superpave Gyratory Compactor

Evaluation of cooling effect and road performance of warm mixed high viscosity porous asphalt mixture.

In order to study the effect of different warm mixing agents on the cooling and road performance of porous mixture bonded with High Viscosity Asphalt (HVA), the Superpave Gyratory Compactor (SGC) was proposed to conduct variable temperature compaction test on the warm mixed porous asphalt mixture. The relationship between the compaction difficulty coefficient and the temperature of the mixture was obtained by regression, and the mixing and compacting temperature and cooling effect of the warm mixed porous asphalt mixture were determined. Then, the influence of Evotherm M1 and EC120 warm mix agents on the performance of porous asphalt mixture was compared by rutting tests, beam bending tests, immersion Marshall tests, freeze-thaw splitting tests, and penetration strength tests. The results show that two types of warm mixing agents can reduce the mixing and rolling temperatures of the mixture by more than 10°C. The addition of warm mix agents will increase the high temperature stability, water stability, and shear resistance of porous asphalt mixtures. For the improvement effect of high temperature stability, EC120 warm mixing agent is greater than Evotherm M1 warm mixing agent, and for the improvement effect of water stability, Evotherm M1 warm mixing agent is greater than EC120 warm mixing agent. For shear resistance, the improvement effect of both is equivalent, with a penetration strength increase of about 3% to 4%. For low temperature performance, Evotherm M1 warm mixing agent improved the low temperature performance, while EC120 warm mixing agent showed the opposite effect.

Investigation on Three-Dimensional Void Mesostructures and Geometries in Porous Asphalt Mixture Based on Computed Tomography (CT) Images and Avizo

To investigate the void mesostructure in porous asphalt mixtures (PA), computed tomography (CT) and Avizo were utilized to scan and reconstruct the three-dimensional (3D) void model of PA-16 specimens. The void mesostructure of the specimen was quantitatively characterized through the anisotropy evaluation index. The equivalent pore network model (PNM) was extracted using the medial axis method. Based on the PNM model, the topological structure of the specimen and the morphological characteristics of the connected pores were analyzed. The results showed that the void anisotropy evaluation method can reflect the microscopic morphology of voids in porous asphalt mixtures. The cross-sectional porosity of representative elementary volume (REV) is mainly distributed between 20% and 25%, and about 90% of the macropores have a diameter between 0.5 mm and 3 mm. The distribution of cross-sectional porosity is uneven along the REV height direction. As the smallest cross-section of the seepage path, the equivalent radius of the throat is mainly between 0.1 mm and 1.5 mm, which is much smaller than the equivalent radius of the pore. The topological structure of pores is quite different, and their coordination numbers are mainly concentrated within 18. The pores with coordination numbers 1 to 10 constitute the main body of the pores inside REV, accounting for over 98% of the total number of pores. In addition, the permeability calculation results show that there is a significant difference in the permeability of each axis of REV compared to the total permeability of the superpave gyratory compactor (SGC) specimen, which illustrates that the permeability distribution presents an obvious spatial anisotropy. This study effectively reveals the heterogeneity of the 3D void morphology of porous asphalt mixtures, and it provides a reference for a better understanding of the void flow rules in drainage pavements.

Influence of Compaction Energy on the Mechanical Performance of Hot Mix Asphalt with a Reclaimed Asphalt Pavement (RAP) and Rejuvenating Additive

The Mexican asphalt paving industry is increasingly interested in using reclaimed asphalt pavement (RAP) to produce hot mix asphalt (HMA) due to its economic and environmental advantages. However, an ill-defined methodology for integrating RAP into the HMA mix design has hindered its use. This paper investigates how compaction energy affects both rejuvenated and non-rejuvenated recycled HMA mixtures. A Superpave gyratory compactor was used to determine the optimal binder content and find a balance between flexibility and stiffness that meets cracking and rutting resistance requirements. Various recycled HMA mixtures were subjected to different compaction energy levels (75, 100, and 125 gyros), different RAP contents (15%, 30%, and 45%), and various dosages (10%, 15%, and 36%) of the rejuvenating additive Maro-1000®, following the blending chart. Performance was evaluated using the Hamburg wheel tracking test (HWTT) and the fracture energy flexibility index test (I-FIT). The results demonstrate that mixtures with RAP, a rejuvenating admixture, and varying compaction energies exhibit favorable mechanical behavior. However, both rejuvenated and non-rejuvenated mixes with 15% RAP showed performance comparable to conventional mixtures. They improved stiffness by up to 46% while reducing the flexibility index to 25%, striking a balanced equilibrium between rutting resistance and cracking susceptibility.

Adaptive construction approach for virtual samples of hot mix asphalt based on 3-D structural characterization of laboratory compact specimens

Marshall and Superpave gyratory compactor (SGC) methods are widely applied in pavement engineering. Laboratory samples derived from the two methods have great difference in aggregate structure, which should be adequately characterized and considered to generate virtual samples of Marshall and Superpave mixture. To characterize the aggregate structure in realistic samples of asphalt mixture, six laboratory-compacted samples, three Marshall and three SGC, are prepared under SMA-13 gradation and then three-dimensionally (3-D) reconstructed. Next, the statistical indicators of the aggregate structure are extracted, analyzed, and characterized to develop an algorithm for adaptive construction of virtual samples conforming to the structural characteristics of realistic samples. Four virtual samples, two Marshall and two SGC, are generated to verify the control effect of the proposed approach on the aggregate structure to simulate the internal structure of realistic samples. Results indicate that virtual samples capture close structural characteristics with laboratory samples of Marshall and SGC, which validates the effectiveness of the proposed approach.

The preliminary study of the forecasting model between surface texture and various material parameters for the ISO 10844 test track

Pavement surface texture is an essential factor in influencing the sound emission of vehicles, and reducing noise pollution would be a big issue for all humans. According to the Economic Commission for Europe (ECE) R-117 requirement, all the vehicle tires vending in Europe should pass noise accreditation after September 2009, and the pavement surface of the test track should follow ISO 10844. The Mean Profile Depth (MPD) is adopted to be the texture parameter of the test track surface in ISO 10844. the MPD of the Test track should be controlled at specific intervals, and the material design should be a big challenge of pavement Engineering. This study aims to establish an MPD prediction function with material properties for pavement Engineers. In material, there were two fine aggregates, three gradation curves, three air voids of the specimen, and 18 mixture designs adopted in this study. There were three specimens in each mixture design; the total specimen number was 54 for MPD measurement. Fifty-four laboratory test specimens were compacted using a Superpave gyratory compactor (SGC). A High-Definition Pavement Texture Machine (HDPTM) measured the specimen surface MPD. The parameters in this study included fineness module (FM), fine aggregate angularity (FAA), air void (AV) of the specimen, and Gyration number (G) of SGC. Gene Expression Programming (GEP) was adopted to build a prediction model between MPD and various parameters. Based on the results of this study, the best MPD forecasting model using FAA, FM, and AV, the R2 of is 0.74, meaning the best MPD forecasting model could be a very nice tool to help pavement engineers to do MPD quality control on the test track for ISO 10844. In addition, GEP was an excellent method to discover the nonlinear relationship between MPD and various parameters of asphalt concrete, and it was worthy of further study.

Study on Compaction Properties and Skeleton Structural Characteristics of Porous Asphalt Mixture

Porous asphalt pavements have a skeletal structure with a large number of interconnecting pores, which can improve drainage, ensure traffic safety, and reduce tire noise. However, it can weaken the mechanical properties of the pavement. One of the key factors affecting the performance of porous asphalt pavements is the quality of compaction, the assessment of which is difficult to accurately quantify. Therefore, Superpave gyratory compaction (SGC) and skeleton penetration tests of porous asphalt mixtures were carried out using three engineering-differentiated gradations in this paper to investigate the gyratory compaction characteristics and the skeleton contact state during penetration. The results show that obvious stages with the increase in number of cycles can be observed during the compaction process. All gradations can achieve the maximum porosity requirements within a reasonable number of compaction cycles, while only the medium and fine gradations can approximately meet the minimum porosity requirements. The coarse gradation takes too long to finish compaction and is almost impossible to meet the minimum porosity. The optimum match between the void ratio of the design gradation and the skeleton contact state can be verified using the VCA ratio and void ratio curves. This is a new method to determine the corresponding target compaction number that can ensure better accuracy and ease of engineering application. Moreover, medium-graded mixtures with better skeletal embedding exhibit greater skeletal strength than coarse-graded aggregates, which provide theoretical support for the establishment of material grade optimization methods.

Quantifying the Workability of Cold In-Place Recycling in the Laboratory

Abstract The Dongre Workability Test (DWT) is a method for determining an asphalt pavement’s relative workability based on stress–strain relationships during compaction in a Superpave gyratory compactor. Although the DWT has seen favorable results with warm-mix and hot-mix asphalt, there has been limited attempts to apply it to cold-mix asphalt (CMA), and those limited attempts did not provide conclusive results. This research re-examined the curves developed during the DWT data collection in order to better quantify the workability of CMA, specifically, cold in-place recycling (CIR). Phase one consisted of defining ten possible metrics from the stress–strain curve and applying them to samples with three different curing conditions. From these preliminary results, the five metrics that showed the greatest differences between curing conditions with small relative coefficients of variation were chosen for continued evaluation. In phase two, these five metrics were applied to three different asphalt emulsions at four different curing conditions (temperature-minutes: 10C-30, 10C-120, 60C-30, and 60C-120). Two metrics based on different areas under the stress–strain curve yielded the most logical and consistent results, with higher values indicating a more workable mixture. Samples cured for 30 minutes at either 10°C or 60°C showed the most noticeable distinction between workability of each asphalt emulsion. Moving forward, it is recommended these metrics be applied to additional asphalt emulsions, reclaimed asphalt pavement sources and gradations, and curing conditions to determine if the DWT method can be modified for application to CIR mixtures.

Engineering properties and air void characteristics of cold recycled mixtures with different compaction methods

Cold recycled mixtures (CRM) offer advantages in terms of resource conservation and reduced CO2 emissions. This paper utilizes the vertical vibration testing method (VVTM), Marshall compaction (MC), Superpave Gyratory Compactor (SGC), and field core samples to analyze the effects of different compaction methods on the engineering properties of CRM. The study begins by discussing the volumetric and mechanical parameters of CRM with different compaction methods, followed by an analysis of fatigue performance. Additionally, CT scanning technology is used to study the effect of different compaction methods on the void characteristics of CRM. The results demonstrate that VVTM specimens offer better mechanical properties compared to MC and SGC specimens. Furthermore, the RT (splitting tensile strength), MS (dry-wet tensile strength ratio), and TSR (freeze-thaw splitting strength ratio) of VVTM specimens exhibit the highest correlation with field core samples, reaching 97%, 97%, and 95%, respectively. The VVTM specimens also exhibit the biggest fatigue, which is similar to that of the field core sample. The Weibull distribution model is utilized to predict the fatigue life of CRM with different compaction methods, with the fatigue equation indicating that VVTM specimens have better fatigue performance. In addition, the number of voids, diameter of voids, and fractal dimension of VVTM specimens along the longitudinal direction are closer to those of field cores. The fractal dimension of CRM specimens with different compaction methods is between 1.2 and 1.4, indicating that the complex shape of voids may alter stress concentration and impact the performance of CRM.

Characteristics of Internal Water Flow Conduction within Asphalt Mixtures Based on Real Three-Dimensional Void Structure

This work presents a new approach to investigating water conduction properties in real three-dimensional (3D) voids of asphalt mixtures. Three different molding methods were employed for the same grade of asphalt mixture, and the three asphalt mixture specimens were scanned using X-ray Computerized Tomography (CT) to identify the real 3D void structure distribution inside the mixture. The real 3D behavior of void moisture conduction inside the mixture was simulated using the discrete lattice Boltzmann method and the BGK collision model. Three different molding methods were used to study the behavior of mesoscopic seepage inside the specimen. The results show that water conduction varies substantially in real 3D voids inside diverse molded objects. Regardless of flow and flow velocity, the Superpave Gyratory Compactor (SGC) method is extraordinarily close to the conduction qualities of the actual field core material. It shows that the Marshall molding method is inconsistent with the actual pavement molding method, and the SGC method can not only ensure that the reasonable void ratio is conducive to the thermal expansion and cold shrinkage space of the asphalt mixture but also prevents rainwater from entering the asphalt mixture. This work provides a new perspective for the study of water damage resistance and medium transmission characteristics of asphalt mixtures.

Understanding the role of particle rotation in asphalt mixture compaction by tracking coarse aggregate movement

Compaction is one of the most critical steps in asphalt pavement construction. Understanding the compaction mechanism is essential to improving field and laboratory compaction. Recent studies have transformed from macro- to meso- scale to characterize the compaction process from the perspective of the internal mixture. It has demonstrated that rotation is a critical motion for particles in a confined particulate structure, whereas how particle rotation influences the compaction process in a particulate media is still unclear. This study employs a particle size microelectromechanical systems (MEMS) sensor, SmartRock, and discrete element modeling to track particle movement of asphalt mixture in Superpave gyratory compaction (SGC) for three typical gradation types (dense-graded AC, gap-graded SMA, and open-graded PFC). Results confirm that the particle’s relative rotation could characterize SGC compaction as a two-stage process divided by transition cycle N. Such stage characteristics could be fundamentally related to the mixture’s packing features at the particle scale. The N value decreases in the order of PFC, SMA, and AC with the increase in the Coarse Aggregate (CA) ratio, which indicates that mixtures with a stronger aggregate structure (such as PFC) will be harder to stabilize under compaction loading. The particle relative rotation transition cycle N could be used as a particle-scale index to characterize the internal structure during compaction. Further, in SGC discrete element model, particle rotation was found to be critical in affecting the particle’s horizontal translation and, ultimately material’s densification, which further explains the compaction mechanism of particulate materials.

Compaction Effort Evaluation of Crumb Rubber Modified Hot Mix Asphalt

The primary goal of this study was to obtain the same performance from an asphalt mixture made using a Marshall impact hammer (MIH) as from asphalt made using a Superpave gyratory compactor (SGC). This was due to the expense of Superpave equipment compared with Marshall equipment. A wet process was used to blend the CR with PG 70-16 asphalt. A crushed stone aggregate was used with a 19 mm nominal maximum aggregate size, and the samples were prepared using an SGC and an MIH. The results show that nine percent CR was determined to be the optimum crumb-rubber content (OCRC). In addition, the SGC provided excellent performance in Marshall stability, density, tensile strength, and compressive strength at different numbers of blows and gyrations compared with the MIH. Moreover, the MIH required approximately 21, 21, 18, and 24 extra blows to obtain the same stability, density, tensile strength, and compressive strength, respectively, as the SGC at the design number of gyrations (Ndesign). Furthermore, modified mixtures at the OCRC increased the compressive strength in the range from 16 to 48 percent and had higher values on the index of retained strength than unmodified mixtures. As a result, they provided mixtures with less susceptibility to moisture damage. The significance of this study is that asphalt that performed the same as Superpave samples was obtained using only Marshall equipment.