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Field Validation of Performance-Based

Polymer-Modified Emulsion Residue Tests:
The FLH Study
Gayle King
GHK, Inc., United States
Helen King
GHK, Inc., United States
Larry Galehouse
National Center for Pavement Preservation, United States
Michael Voth
Federal Lands Highway Division, Federal Highway Administration, United States
Laurand Lewandowski
PRI Asphalt Technologies, United States
Chris Lubbers
Kraton Polymers, Inc.
Paul Morris
Paragon Technical Services, Inc.

ABSTRACT
While Superpaves performance-based test methods and specifications revolutionized the characterization of
hot mix asphalts, they are not directly applicable for emulsion-based pavement preservation applications.
The Federal Lands Highway (FLH) division of FHWA initiated this study to evaluate polymer emulsion residue
recovery and physical characterization specifications that correlate with field performance. Several laboratories tested newly proposed methods on field samples from chip seal and micro surfacing FLH field projects
constructed in 2008. The labs used low temperature forced draft oven methods to recover emulsion residue
to better simulate field curing. To determine resistance to rutting and bleeding, G* and sin were obtained
from dynamic shear rheometer (DSR) frequency sweeps on the residues using standard Superpave protocols.

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Creep compliance and percent residue recovery were determined via multiple stress creep recovery (MSCR)
testing. Rheological tests were run to measure resistance to low temperature cracking, with Bending Beam
Rheometry (BBR) as well as DSR frequency sweeps at intermediate temperature with associated low temperature modeling. For resistance to aggregate loss on original and PAV-aged residue, participants ran strain
sweep tests at 25oC and measured loss in G*. The investigators ran sweep tests (ASTM D 7000) using project
aggregates and emulsions to determine chip seal curing time. To validate the test procedures and determine
failure limits, FLH will track field performance for a minimum of three years. The results presented are the
first entries into a database needed for development of performance-based specifications for asphalt emulsions.

KEYWORDS
Pavement preservation, Polymer Modified Emulsions, chip seal, slurry seal, micro surfacing, performancebased specifications

P R O B L E M S TAT E M E N T
The Federal Lands Highway Division (FLH) of the Federal Highway Administration (FHWA) found that while
FLH has much experience with best practices using conventional asphalt emulsions, there was no definitive
guide for selecting, specifying and using polymer modified asphalt emulsions. FLH and FHWAs Office of
Asset Management initiated a project to develop such a guide. The project included extensive literature searching and gathering of best practice information from government, industry and academic experts and practitioners, as well as interfacing with several on-going related research projects. Most of the asphalt emulsion test
methods and specifications currently used were developed well before the implementation of performancebased tests now standard in hot mix asphalt (HMA). The experts agreed updated test methods and specifications using newly available tools could provide both more accurate characterization and hopefully better
correlation to field performance for all paving asphalt emulsions. While there has been some effort to develop
emulsion performance-based specifications (Walubita, Lubinda, Epps-Martin, & Glover, 2005), the industry
has not yet accepted a general specification. The Transportation System Preservation (TSP) Research, Development, and Implementation Roadmap published in 2008 identified a need for performance-based emulsion specifications. (TSP2, 2008)
The Strategic Highway Research Project (SHRP) developed Superpave, which included performancebased tests and specifications for hot mix asphalt binders. Those are almost universally implemented throughout the U.S. Superpave tests were developed to address rutting at high temperatures, cracking at low
temperatures and fatigue at intermediate temperatures. Sample preparation protocols were developed to simulate the aging that occurs in a hot mix plant and in relatively thick asphalt pavements on the road. Pavement
preservation emulsion applications do not see the same temperature conditions during manufacture and construction, and the distresses are not the same as those for hot mix. While rutting and cracking may be applicable for micro surfacing, such phenomena as aggregate shelling and binder bleeding are more of a concern
for all emulsion treatments. (King, Lesueur, Planche & King, 1993) Earlier researchers developing emulsion
performance-based specifications also found resistance from the industry because of the length of time and
added expense of performance-based testing and equipment.
There are several projects by well-respected researchers currently studying asphalt emulsions. Pooling the
learnings and sharing data from these projects can prevent duplication of effort and facilitate test method
and specification development.

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OBJECTIVES
While the primary focus of the FLH study was the field guide of best-practice recommendations and development of an initial draft, report-only specification for the use of polymer modified asphalt emulsions (PME),
the project provided an excellent opportunity for furthering development of emulsion performance-based
specifications. The ultimate objective is a standard performance-based specification for asphalt emulsions.
That was, however, outside the scope of this project. Within this study, the objectives were to bring together
the best current knowledge to start a database of laboratory and field results useful for the eventual specification development. The goals are to tie the test results to the performance of specific emulsion applications,
minimize the exposure of emulsion residue to excess heat and agitation (which are not present in the field)
during laboratory testing, and maximize the use of the Dynamic Shear Rheometer (DSR) to replace all other
emulsion residue test equipment.

SCOPE
Based on current literature and information gathered from researchers of other on-going projects (ASTM
Committee D 4.42, in progress) (Shuler and Epps-Martin, in progress) (Bahia and Sebaaly, in progress) (Kim,
in progress) (Turner and Harnsberger, in progress) (Moulthrop and Hicks, in progress), several test methods
were proposed for a draft specification. The draft specification was revised after further consultation with industry groups, including the Asphalt Emulsion Manufacturers Association (AEMA), FHWAs binder expert
task group, the Transportation Research Board (TRB) asphalt and pavement preservation committees, the
International Slurry Surfacing Association (ISSA) and the Asphalt Recycling and Reclaiming Association
(ARRA). An experimental testing protocol was then put together to run the tests in the draft under a variety
of conditions as well as other tests for verification. Because there is no current national standard for many
polymer-modified asphalt emulsions, and the FLH study recommended polymer modification for all their
applications, the specification was designed specifically for PMEs; however, the residue test methods should
be applicable for all emulsions.
Sample Preparation: Residue Recovery

Field performance depends upon the physical properties of the cured emulsion residue. Emulsions cure at ambient temperatures in the field. The high temperatures of current residue recovery methods (distillations and
oven evaporations) change the binders rheological properties, typically cutting the modulus in half by heating the sample to 350F (177C). (Hanz, Arega & Bahia, 2009) Phase angles from high temperature distillation residues also suggest that heating can cause cross-linking and damage to polymer additives. Therefore, it
is generally agreed that recovery should simulate field curing. Such industry groups as AEMA, ASTM and
European agencies are evaluating methods of recovering emulsion residue without undue heat or agitation,
including the Forced Draft Oven (FDO) procedure, the Stirred Can Test and the Moisture Analyzer. A low temperature (140F, 60C) FDO using a silicone mold is preferred, because the residue can be easily removed from
the mold without reheating; it is run at conditions most closely simulating field conditions; and it has given
acceptable results according to inter-laboratory reliability testing and comparison of residue and base asphalt
properties. The method has been adopted by ASTM, as D7497 - 09 Standard Practice for Recovering Residue
from Emulsified Asphalt Using Low Temperature Evaporative Technique.

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Rheology

Researchers have found rheology is the best way to characterize the performance properties of polymeric and
high float asphalt gel structures, as well as asphaltic materials. Rheology is the study of deformation and flow
of matter, specifically quantifying the viscous and elastic components. The dynamic shear rheometer (DSR)
and bending beam rheometer (BBR) are now used for specifying hot mix asphalt, and, with some adaptations, are recognized as the most potentially valuable tools for specifying emulsion residues.
Superpave Rheology Methods for Hot Mix Asphalt: DSR and BBR

Performance-based properties for hot mix asphalt binders are determined by the DSR for a minimum strength
modulus (G*/sin ) and a maximum phase angle (), as well as BBR for low temperature brittleness (S, stiffness, and m-value, relaxation rate). An asphalt residue should be stiff (it should not deform too much), it
should be elastic (it should be able to return to its original shape after load deformation), and it should not
be brittle at low temperature (it should not crack or lose its bond with aggregates). The higher the strength
modulus is, the better the asphalt residue is able to resist deformation. The lower the phase angle, the more it
is able to recover its original shape after being deformed by a load. A low stiffness and a high relaxation rate
are desirable at low temperatures for resisting cracking, raveling and shelling. For hot mix, DSR testing is
done at the high pavement temperature (Th) at the project site, and BBR testing is done at a temperature to
characterize the rheology at the low pavement temperature.
DSR Strain Sweep

Takamura (2005) suggests that asphaltic binders that lose strength when tire contact moves an embedded chip
are a major cause of chip loss and raveling. Polymers create additional tensile strength with elongation, pulling
the aggregate back to its original position when the tire (loading) has passed. This is particularly important
for problem areas such as intersections or driveway exits where turning tires are most prone to dislodge chips.
Rather than adding an expensive tensile test to the specification, he theorized that this property can be measured with a DSR strain sweepincreasing the strain applied to a binder at constant temperature and frequency and determining when the modulus (strength) drops a given percentage. Bahia, Hanz and Jenkins
(2008) furthered that work.
New DSR Methods: Multi Stress Creep Recovery and Low Temperature Characterization

The recently developed DSR test method in the Multi Stress Creep Recovery (MSCR) mode has been found
to give more accurate characterization of percent recovery (recoverable strain) and Jnr (compliance or inverse of stiffness) of polymer modified asphalts. (Bahia, Hanson, Zeng, Zhai, Khatri, & Anderson, 2001) (DAngelo & Dongre, 2009) Lower Jnr means the residue is more resistant to deformation, flow or bleeding.
Christensen, Anderson, and Marasteanu (Marasteanu & Anderson, 1996) showed that rheological master curves of modulus (G*) versus temperature and phase angle versus temperature can be mathematically
modeled using the now well-accepted CAM model. According to this model, rheological measurements at one
temperature range can predict rheological properties at a very different temperature. (Marasteanu, Basu, Hesp
& Voller, 2004) Bahia is developing a procedure using the CAM model to test DSR frequency sweep data at
intermediate temperatures, then use that master curve to predict low temperature emulsion residue physical
properties (G* and phase angle). (Pavement Preservation Expert Task Group, 2008) In this frequency sweep
mode, the temperature and strains are kept constant as the loading time or frequency is varied.

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Turner and Harnsberger (in progress) at Western Research Institute are also studying the feasibility of
replacing the BBR with DSR testing for low temperature characterization; they are using smaller plates at the
low temperatures used in the BBR.
Aged Sample Preparation: Pressure Aging Vessel

AASHTO R 28, Accelerated Aging of Asphalt Binder Using a Pressurized Aging Vessel (PAV), is believed to be
the best alternative for simulating long-term aging because it is run at a reasonable temperature simulating
field conditions, and because it is a proven AASHTO test method. Rheological tests on PAV residue should
characterize low-temperature behavior after aging (brittleness, cracking, aggregate loss and raveling potential)
and characterize the modified binder as it ages.
Optimizing Testing Costs and Time

One of the reasons earlier attempts at emulsion performance-based specifications have failed is the concern
that performance-based testing will be more time-consuming (two or more days) and result in shipping, construction and acceptance delays. Suppliers also do not want different specifications and pre-certification
requirements for different geographic regions or markets. Similar concerns with Superpave technology resulted in an Approved Supplier Certification Program for allowing shipping binder from authorized suppliers before testing was completed. The FHWA Pavement Preservation Expert Task Group (ETG) has assigned
a sub-committee which is in the process of writing a supplier pre-certification or delayed-acceptance program for emulsions. (Pavement Preservation Expert Task Group, 2008) This will be fully coordinated with the
Superpave binder and mix ETGs, and advanced to the AASHTO Highway Subcommittee on Materials and
AEMA/ARRA/ISSA for their consideration.
Replacing the BBR with one of the DSR methods discussed above for low temperature characterization,
as well as running the DSR strain sweep for adhesion loss, will also reduce equipment and testing costs as well
as testing time. Work is also in progress to use DSR methods to characterize polymer elasticity and to define
the non-linear rheological behavior typical of high float emulsion residues.
The Draft Specification

Table 1 gives the draft specification for the emulsion residue testing protocol based on the collected information.

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Table 1. Draft Performance-Based Specification - PME Residue

Emulsion Application Performance-Related Tests: Sweep Test and Wet Track Abrasion

ASTM D7000 Standard Test Method for Sweep Test of Bituminous Emulsion Surface Treatment Samples uses
project aggregate and emulsion to determine compatibility of the chip seal emulsion and aggregate, indicating how quickly the adhesion and chip retention develops. Following recommendations from Takamura of
BASF, the ASTM procedure was modified slightly to improve reproducibility. Changes include:
Felt pad preheated to 35C (95F) in oven prior to use.
Aggregate surface dampened with about 4 grams (0.14 oz) of water prior to spreading onto the emulsion
on the sweep test pad.
12-in by 14-in (30.5 by 35.6-cm) rectangular felt pads in place of circular pads.
ISSA TB 100 Wet Track Abrasion of Slurry Surfaces is a standard test for performance-related micro surfacing design recognized as correlating well with performance.
Project Testing Protocols

The goal is a performance-based specification using a testing protocol that is efficient, reliable and accurately
characterizes the field behavior. The ultimate specification, with a target testing cost of $1000 per individual
certification, will only use the test conditions needed for a specific application. For this study, field project samples were tested over a broad range of temperature and loading conditions to give a better understanding of
material properties, the feasibility of the draft specification and potential specification limits. Table 2 gives the
full protocol, listing the selected tests from those described above. In several cases, such as the low temperature analysis, the data was collected for use by researchers in other projects. Field project samples were also
sent to other researchers for their related projects. All of the data collected has been posted on NCPPs website. (National Center for Pavement Preservation, 2009) It is expected that the data will begin a database used
by other researchers for the development of emulsion performance-based specifications.

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Table 2. Testing Plan Protocols

% Recovery & Jnr at each stress level

% Recovery & Jnr at each stress level

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Table 3. Field Projects and Test Laboratories

The Field Projects

This testing was run on samples from three FLH field projects during the summer of 2008. A scheduled 2009
project will also be tested.
The field projects constructed for this study include numerous project sites, at least three emulsion suppliers and multiple contractors. Climates ranged from very hot and dry (21-mile, 34-km, SBR latex modified
asphalt chip seal project at Death Valley National Park) to cold and wet, as well as extreme temperature
rangesan 11-mile (18-km) chip seal at Dinosaur National Monument which spans the borders of Utah and
Colorado, and 90 miles (145 km) in the Utah Parks project of SBR latex modified emulsion chip seal and
natural rubber latex (NRL) modified micro surfacing to locations in Arches National Park, Canyonlands
National Park, Natural Bridge National Monument, and Hovenweep National Monument. A summary of the
projects and testing information is given in Table 3. The participating laboratories included the Central Federal Lands High Division (CFLHD), PRI Asphalt Technologies, BASF Corporation, Paragon Technical Services, Inc., and SemMaterials, LLC.

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T E S T R E S U LT S A N D D I S C U S S I O N
Recovery of Emulsion Residue by Forced Draft Oven

Some of the inter-laboratory residue tests did not give acceptable agreement. Further investigation revealed
the testing labs used slightly different procedures for the Forced Draft Oven. Some labs used a silicone mold
for obtaining residue for all residue tests, while at least one lab used PAV pans for all testing. These discrepancies will need to be resolved for the final specification.
Residue Aging by Pressure Aging Vessel (PAV)

This study prepared the samples for PAV by running the 48-hour FDO in the same PAV pans to be placed in
the PAV. The residue from the completed PAV was then scraped and tested in the DSR, with minimal to no
reheating or agitation required.
There are still some issues. Sufficient emulsion must be placed in the PAV pan to allow adequate film
thickness of the FDO cured emulsion for the standard PAV test. There is some question if all the water is evaporated during the FDO run in the PAV pans. It may be necessary to use thinner films which age more quickly.
The 100C (212F) standard PAV temperature exceeds high pavement temperatures, which may alter cured
polymer structure and/or cause temperature-induced coalescence of recovered asphalt droplets in the residue.
The procedure appears to be viable, but more data needs to be collected to determine the optimal conditions
for aging time, film thickness and temperature for a given application.
Residue Testing Residue Before and After PAV Aging
Multiple Stress Creep Recovery

Figure 1 show plots of PRIs test results for Jnr (compliance) versus the four tested stress levels at the three high
pavement test temperatures. Low Jnr indicates resistance to flowrutting and bleeding. The differences in
Jnr for the three chip seal emulsion residues were extremely high. For a stress of 3200 kPa applied at 64C, Jnr
values were 1.2 for Utah Arches (CRS-2L-UT), 5.7 for Death Valley (CRS-2L-DV), and 32.1 for Dinosaur National Monument (Pass Emulsion). When grading HMA binders, a doubling of the Jnr represents a softening
by approximately one full binder grade. This rule of thumb would suggest that the CRS-2L-DV (Death Valley) is more than two grades softer than the CRS-2L-UT (Utah Arches) residue, and the Dinosaur National
Monument Pass emulsion residue another two or three grades softer yet. This range seems excessive, and the
grades as used have no relation to the high temperatures for the respective climates. These surprising results
accentuate the need for urgency in developing performance-based emulsion specifications.
Figure 2 gives the test results for the MSCR percent recovery versus the four tested stress levels at the three
test temperatures, as tested by PRI. Again, however, there were huge differences in performance, particularly
at the higher stress levels and temperatures as recommended by FHWA for hot mix asphalt binders. Using a
stress level of 3200 Pa at 64C, the recoveries ranged from 0.7% for Pass (Dinosaur), 8.6% for CRS-2L-DV
(Death Valley), 10.1% for CRS-2L-UT (Utah Arches), and 17.2% for Ralumac micro surfacing (Utah).

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The rejuvenator/elastomer polychloroprene (Neoprene) product used for the Dinosaur project (Pass) is
not only very soft, but it also exhibits an almost gel-like tendency to completely lose elasticity as the stress
increases. In fact, the emulsion contains an oil designed to soften (rejuvenate) the underlying oxidized pavement surface, and a polymer designed not to be swollen by the rejuvenator oil. At 100 Pa and lower test temperatures (58 and 64C), it has the best recovery of the three chip seal emulsions; however, at 3200 Pa, the
Pass exhibits virtually no elasticity at any test temperature.

Figure 1. MSCR - Jnr vs. Stress for FDO Residues at 58, 64 and 70C

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Figure 2. MSCR Recovery vs. Stress for FDO Residues at 58, 64 and 70C

It seems probable at this time that no single performance-based specification for emulsion chip seal
residues could possibly cover the breadth of consistency and elasticity as evidenced by the elastomeric styrenebutadiene latex emulsions (CRS-2L) and the rejuvenating elastomeric Neoprene product (Pass). Independent performance-based specifications will be needed to define their respective residues.
For the PAV aged residues, the Jnr (compliance) results were consistent and ranked in the same order as
their unaged counterparts, with the exception of the Pass emulsion, which was unable to be tested at the given
conditions because it was still very soft after aging. Lab work is ongoing to understand testing issues that
resulted in problematic data.

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Figure 3. Effect of Aging on MSCR Recovery at 64C

Figure 3 shows the MSCR recovery results before and after aging. Percent recoveries usually improve following PAV aging. First, harder residues produced through the aging process naturally exhibit better recovery at a given temperature. Second, some elastomeric polymers may cross-link to some degree during aging.
This cross-linking should strengthen the polymer network and improve elasticity. The CRS-2L-UT product
improved in elasticity relatively more than the other latex-modified products. It should be noted that polymers composed of butadiene cross-link (increase in molecular weight) during thermal and oxidative aging
while isoprene containing polymers (natural rubber latex) will chain scission (decrease in molecular weight)
or break-down during thermal and oxidative aging.
Each of the products show significant increases in the percent recovery with aging, but the relative change
is quite different. For example, unaged recoveries for the Ralumac micro surfacing residue are considerably
higher than those from the CRS-2L-UT. However, after aging, the percent recoveries of the two products are
almost equal under most test conditions.
The evolution in Jnr with PAV aging (20 hr, 100C) was evaluated for three of the four products. For the
intermediate test conditions of 64C and 3200 Pa, the Jnr fell with aging as follows:
Ralumac:
from 1.92 to 0.25.
CRS-2L-DV:
from 5.5 to 0.66.
CRS-2L-UT:
from 1.19 to 0.19.
This would suggest that the CRS-2L-DV residue may have experienced some changes in the polymer network structure and/or more severe asphalt oxidative aging during the PAV step. More work is needed to understand how the variables of time and temperature impact aged properties in the PAV oven as compared to
field aging. Based upon previously cited rules of thumb, the Ralumac and CRS-2L-DV hardened by three
high-temperature grades in the PAV (approximately 18C, 64F change in equi-service temperature), and the
CRS-2L-UT hardened by approximately 2 grades (15C, 59F).
Figure 4 shows MSCR test results from three laboratories. The data is not very consistent. There was some
question on the labeling of samples from the Utah parks project, which included both micro surfacing and chip
seal emulsions. While the Ralumac results from SemMaterials and BASF are in agreement, they do not agree
with PRIs results. More work needs to be done to standardize the testing for better inter-laboratory agreement.
The percent recovery has a very strong dependence on the compliance (inverse modulus), or Jnr of the
residue. For example, the micro surfacing emulsion (Ralumac) has a recovery of 25.9 percent at 58C, 17.2
percent at 64C, and 11.1 percent at 70C. The high susceptibility of the MSCR percent recovery to temperature is a disadvantage for specifications; it will always be possible to improve acceptance results somewhat by

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making the residue harder rather than by adding polymer to improve recovery. Of course temperaturedependence is also a problem for the current methods to define polymer elasticity, such as ASTM D 6084
Standard Test Method for Elastic Recovery of Bituminous Materials by Ductilometer Elastic Recovery (ER),
which is run at a single temperature regardless of grade. New performance-based specifications could change
the test temperature at some standard increment with climate temperature, whereas the classic ER test is always run at a single temperature regardless of grade. Further research might consider running MSCR at lower
test temperatures where recoveries would be higher and possibly less sensitive to temperature. Figure 5 shows
the changes in Jnr and recovery with temperature at 3200 Pa.

Figure 4. MSCR Jnr and Recovery Results From 3 Laboratories

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Figure 5. Effect of Temperature on MSCR Jnr and Recovery at 3200 Pa

As expected from newly developed HMA binder grading protocols, Figure 5 confirms that the residue Jnr
approximately doubles with each 6C incremental increase in test temperature. There is every reason to
believe it will be possible to use the climate maps created in LTPPBind (LTPP Products On-Line, 2007) to define and select appropriate emulsions grades for a given locale. However, the test conditions and specification
limits must be adjusted to best fit the application.
One important reason for replacing the traditional high temperature PG grading parameter G*/sin delta
with the MSCR parameter Jnr is that the latter enables the product specifier to select test conditions under the
higher stress conditions associated with high traffic volumes on HMA or turning rubber tires on chip seals.
Earlier PG specifications based only upon conventional asphalt could assume that asphalt is a linear viscoelastic
material, and therefore the asphalt modulus G* should be constant for both all applied strain rates and all
applied stresses. The MSCR test as developed during NCHRP 9-10 (Bahia, Hanson, Zeng, Zhai, Khatri &
Anderson, 2001) showed clearly that these fundamental assumptions do not apply to polymer modified
asphalts. Nonlinearity is particularly evident for the softest materials including PME residues, as shown in
Figure 6.

Figure 6. Effect of Stress on MSCR Jnr for CRS-2L-DV

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The Jnr for all products increases with applied stress at all temperatures, but the relative non-linearity as
expressed by the slopes varies dramatically from one PME residue to another. All PME residues get softer as
increasing load is applied, but the amount of load-induced softening is highly dependent upon the amount
and type of polymer, as well as the grade of the base asphalt. Because the Pass emulsion residue is very soft,
it is particularly sensitive to this stress softening effect at high temperatures. The widening gap in Jnr as temperature increases is consistent with the fact that softer materials exhibit more non-linearity. Higher applied
stress results in higher strains, while softer materials or hotter liquids yield more at any given stress. Hence,
increasing stress, increasing temperature, or softening the base binder all push the results further into the
non-linear region. This effect, when viewed from a chemists point of view, is really a strain dependent issue
related to the polymer structure. Very long polymer molecules entangle much like long hair tangles. These entanglements enable the polymer network to resist flow to a degree much higher than its molecular weight
alone would imply. However, as these tangled chains are stretched and unwound, the additional elasticity provided through chain entanglement (increased entropy) is lost. Hence, the polymer network becomes weaker
and less elastic as it is stretched to the point that chains begin to disentangle. These effects are tied to the
higher applied strains, regardless of cause (higher stress, higher temperatures or softer base asphalts). Since
polymers can vary widely in molecular weight, chain length, branching and molecular structure, the strain at
which these effects become important can vary dramatically. This is not surprising; the behavior is much the
same as woven fabric being much stronger than the individual threads.
The effects of increasing applied stress on percent recovery are considerably more dramatic than those
impacting Jnr. As mentioned above, recovery is always reduced when higher stresses result in higher strains
which dislodge polymer chain entanglements. However, the percent recovery for the Pass emulsion at 64C fell
from a relatively high 28.8 percent to less than one (see Figure 2) when the applied stress was increased from
100 to 3200 Pa. The SBR latex modified CRS-2L residues were also highly sensitive to stress, but maintained
reasonable elasticity even at the highest stress levels. It is also interesting to note that the percent recovery for
CRS-2L-DV at different temperatures is surprisingly insensitive to applied stress up to 3200 Pa. CRS-2L-UT
and Ralumac show moderate declines in percent recovery as temperature increases, while percent recovery for
the Pass emulsion is extremely sensitive to both temperature and applied stress. A simpler climate-based grading system for percent recovery could be one possible solution.
Low Temperature Bending Beam Rheometer Testing and Continuous Grading

AASHTO T 313 BBR tests were run at two temperatures on the FDO residue. The tests were then used to predict the temperature at which the samples passed the criteria of 300 MPa Stiffness (S) and 0.300 m-value. The
results, given in Table 4, show that the low temperature grading of the SBR and natural latex-modified
emulsions were similar, meeting the limiting requirements at -28.8, -30.6 and -26.3C. The neoprene latexmodified Pass emulsion is much softer, as was indicated in the MSCR testing, with a low temperature of -34.7C.

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Table 4. Bending Beam Tests and Rheology Limiting Temperatures

Because PG binders are graded in 6C temperature increments, it is easiest to understand differences in

asphalt consistency by comparing the temperatures at which materials have the same consistency as measured by the current PG standard, G*/sin delta. Because those using PG specifications are familiar with the temperature as defined for HMA applications using a frequency of 10 radians per second and a specification
limiting modulus of 1.0 kPa for unaged binders, these test conditions were used to define comparable limiting temperatures for the emulsion residues. Although not in this report, it should be emphasized that full
frequency sweep data is available on the NCPP website for all unaged and aged samples at high and intermediate temperatures, so rheological master curves can be constructed and/or limiting temperatures can be
determined at other test conditions ultimately deemed appropriate for chip seal applications. As can be seen
from the data in Table 4, limiting temperatures for the unaged residue from the three chip seal emulsions
ranged from 54.6C (Pass) to 81.8C (CRS-2L-UT), a difference of 27.2C or 4 PG binder grades. It is quite
surprising that the two extreme binders were both applied to Utah National Parks during the late fall of 2008.
The emulsion (CRS-2L-DV) applied during the same period in Death Valley, CA, one of the hottest locations
in the US, had a consistency near the mid-point of the range between the two Utah projects. This range of
consistencies seems illogical and accentuates the need for improved emulsion residue specifications. From a
research point of view, the broad range of properties might accelerate differences in performance to better select specification limits in the future.
For reasons discussed earlier, it is the goal of the project to investigate the use of intermediate temperature frequency sweeps as a means of replacing the Bending Beam Rheometer as the preferred method for specifying the low temperature performance properties of emulsion residues. The data has been collected and is
on the NCPP website.

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Because low temperature properties are best defined in performance-based specifications after the binder
is subjected to laboratory aging protocols, frequency sweeps were run on all PAV aged residues at 10C and
20C using procedures as designated for intermediate temperature PG Binder grading (8 mm plates, 2 mm gap,
5 percent strain, 0.1 to 100 radians/second). All frequency sweep data tables can be found on the National
Center for Pavement Preservations (www.pavementpreservation.org) website.

Figure 7. Strain Sweeps on PME Residues

Dynamic Shear Rheometer Strain Sweep

DSR strain sweeps were run on all PAV residues using the test conditions recommended by Bahia (25C, 8mm plates, 2-mm gap, 10 radians/second, 0.01 to 50 percent strain). As can be seen on Figure 7, logarithmic
plots of modulus (G*) versus % strain indicate that the modulus remains relatively constant as strain increases,
and then weakens dramatically as the strain exceeds some critical limit. Full strain sweep data is available on
the NCPP website mentioned earlier, and detailed data tables have been forwarded to other researchers for their
further analysis as part of ongoing industry efforts to develop performance-based specifications.
Sweep Test

Split samples of emulsion and aggregate from the Utah Arches, Death Valley, and Dinosaur Monument chip
seal projects were sent to three participating laboratories for sweep testing. Five single-lab replicates were run
using a two-hour curing period for every trial. The results are given in Table 5.

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Table 5. Sweep Test Results

Results from inter-laboratory sweep tests were encouraging, but some questions remain. As can be seen
from Table 5, intra-laboratory results for the CRS-2L-UT and the CRS-2L-DV were very consistent, with 5replicate standard deviations ranging from 0.4 to 2.0 percent mass loss. This precision should satisfy needs
for an acceptable specification test. The inter-lab precision is less encouraging. Average results for the Arches
CRS-2L-UT ranged from 11.1 to 16.5 percent mass loss, suggesting there is still room to improve the definition of procedural details in the ASTM draft. For the Death Valley CRS-2L-DV, two labs reported results that
were within intra-lab variability, but the third lab reported results that were unacceptably high.
Finally, the Pass emulsion did not cure sufficiently in two hours to hold chips, so mass loss was essentially
100% and testing was abandoned. It should be understood that the residue from Pass emulsion contains
rejuvenator oils, and is therefore very soft. Furthermore, the emulsifier is designed to break more slowly than
typical CRS-2L emulsions. This kind of product has found an important niche in the marketplace, particularly when applied to low ADT, highly aged bituminous surfaces that need rejuvenation to prevent further
surface-initiated cracking. There were no reported problems with this emulsion when it was applied on the
field project. On the other hand, Pass may not be an appropriate emulsion for chip sealing roads with high
volume traffic or for projects that need early cures to minimize traffic control issues. Hence, such a product
would need independent performance-based specifications written for the applications where it is found to
be successful.

CONCLUSIONS
Literature searches, information gathering from industry, academic and government experts and a survey confirmed there is a need for emulsion performance-based specifications. A draft specification was
developed using newly developed techniques for setting time (sweep test), emulsion recovery (Forced Draft
Oven test) and rheological characterization (Dynamic Shear Rheometry compliance and recovery in the Multi-

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Stress Creep Recovery Mode, in Frequency Sweeps and in Strain Sweeps). Samples from field trials were tested
using the new protocols. The Frequency Sweeps were run as a proposed method of using intermediate temperature rheology testing with master curve analysis to characterize low temperature behavior, eliminating the
need for expensive and time-consuming Bending Beam Rheometry testing. Preliminary results are mixed, and
the data collected is being shared with other researchers to characterize and specify the performance of the
modified residue. There is still work to be done; this initial testing showed inconsistencies that need to be reconciled. Of particular note is the discrepancy between softer material used on a field project in a high temperature zone and harder material in a colder zone. It is hoped that other researchers, suppliers and users
should benefit from the results obtained by this testing plan, and it is envisioned that performance-based
specifications for polymer modified asphalt emulsion surface treatments will be the norm in the not too distant future.
This project has begun leveraging available knowledge and pooling information (test methods, data, and
pavement performance) with suppliers and other researchers and agencies (Federal, State, City and County).
Because of the high interest by several entities in developing improved emulsion test methods and specifications, an expert task force (ETF) of the Pavement Preservation ETG was been formed by FHWA in 2008. By
cooperating on testing procedures and round robin testing, researchers from several projects will be more
effective in developing standard procedures. It is recommended that governmental agencies support the creation of a pooled fund study to continue the performance-based testing begun here on future AASHTO agency
field projects.
Specific areas identified as currently needing more investigation include:
Provide clearer differentiation of material performance given variability in climate (temperature, humidity) and traffic.
Update asphalt emulsion test methods in ASTM D-244, including measures for laboratory and field viscosity and low-temperature residue recovery, as well as the performance-based testing.
Continue the development of rheological methods to insure the presence of optimum levels of polymer
modification or gel (high float) formation in the residue.
Improve materials selection, including aggregate specifications and mix-design procedures.
Create Delayed Acceptance or Certified Supplier Programs for asphalt emulsions.
Although problems with curing might be visible shortly after construction, ultimate performance cannot
be analyzed until many years later. FLH collects video pavement management data every three years. More
frequent field inspection may be needed as the draft performance-based tests and ranges are compared to
field performance with time. Tying the field performance information over time to the test results should be
an on-going process. A Materials Library of the tested materials should also be maintained, so that materials
may be retested as the test methods are perfected and pavement performance is known.
In conclusion, current activities of this and other projects are now being fully coordinated with the FHWA
Pavement Preservation ETG and with the FHWA Superpave ETGs to advance recommendations to the
AASHTO Highway Subcommittee on Materials, with the ultimate goal of asphalt emulsion performancebased specifications for more consistent, high quality emulsion applications.

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ACKNOWLEDGMENTS
This work is being accomplished with the help of many entities. The authors would especially like to thank
the support, guidance and patience from the staff of the Central Federal Lands Highway division and the Federal Highway Administrations Office of Construction and System Preservation who greatly encouraged and
facilitated the information sharing among researchers, suppliers and specifiers. We also thank the many, many
material suppliers, agency users, academic and State Highway researchers and independent testing labs who
gave their support, expertise, testing and materials (much of which was donated), to further the goals of this
project. We would especially like to thank Jim Sorenson, Koichi Takamura, Arlis Kadrmas, Hussein Bahia,
Patte Hahn, John Johnson, PRI Asphalt Technologies, BASF Corporation, Paragon Technical Services Inc.,
Kraton Polymers U.S. LLC, and SemMaterials, LLC. Members of the Binder Expert Task Group, various Transportation Research Board committees, and the Asphalt Emulsion Manufacturers Association International
Technical Committee have also reviewed proposed methods and shared their knowledge. The authors are
excited about the prospects for the future as many researchers and field practitioners are now sharing information and working together to develop polymer modified emulsion specifications that will provide higher
quality, longer lasting and lower cost surfaces for Public Lands and highway users.

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