Long-Term Pavement Performance 

Bind Online User Guide 

PUBLICATION NO. FHWA-HRT-17-010 OCTOBER 2017

Research, Development, and Technology

Turner-Fairbank Highway Research Center

6300 Georgetown Pike

McLean, VA 22101-2296
FOREWORD

This document presents the user guide for the Long-Term Pavement Performance (LTPP) Webbased tool to select asphalt binders. The LTPPBind Online tool was developed to help State 

transportation departments, universities faculties and researchers select the most suitable 

performance-grade binder for a particular site based on the American Association of State and 

Highway Transportation Officials (AASHTO) M320-10 and AASHTO M332-14 standards.

(1–3)

LTPPBind Online provides the option to use LTPP climatic data (virtual weather station or 

automatic weather station), manual data, or National Aeronautics and Space Administration 

Modern-Era Retrospective Analysis for Research and Applications climatic data collected globally 

since 1979.(4,5)

High-temperature (HT) Performance Grade is selected based on a rutting damage model. HT 

equation is function of target rut depth, yearly degree-days and latitude of site.

(6) Low-temperature

(LT) PG binder is selected using the algorithm developed from LTPP climatic data. LT 

algorithm relates surface low pavement temperature to air temperature, latitude, and depth.

(7)

This new software tool provides pavement engineers with the ability to select binder grades 

that are less restrictive, more cost-effective, and agree with Superpave PG concepts.

Cheryl Allen Richter, Ph.D., P.E.

Director, Office of Infrastructure

Research and Development

Notice

This document is disseminated under the sponsorship of the U.S. Department of Transportation 

in the interest of information exchange. The U.S. Government assumes no liability for the use 

of the information contained in this document. This report does not constitute a standard, 

specification, or regulation.

The U.S. Government does not endorse products or manufacturers. Trademarks or 

manufacturers’ names appear in this report only because they are considered essential to the 

objective of the document.

Quality Assurance Statement

The Federal Highway Administration (FHWA) provides high-quality information to serve 

Government, industry, and the public in a manner that promotes public understanding. Standards 

and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its 

information. FHWA periodically reviews quality issues and adjusts its programs and processes to 

ensure continuous quality improvement.
TECHNICAL REPORT DOCUMENTATION PAGE

1. Report No.

FHWA-HRT-17-010

2. Government Accession No. 3. Recipient’s Catalog No.

4. Title and Subtitle

Long-Term Pavement Performance Bind Online User Guide

5. Report Date

October 2017

6. Performing Organization Code

7. Author(s)

Riaz Ahmad, Jose R. Menendez, and Nima Kargah-Ostadi

8. Performing Organization Report No.

9. Performing Organization Name and Address

iENGINEERING Corporation

24805 Pinebrook Road, Suite 204

Chantilly, VA 20152-4128

10. Work Unit No. (TRAIS)

11. Contract or Grant No.

DTFH61-14-C-00034

12. Sponsoring Agency Name and Address

Office of Infrastructure Research and Development

Federal Highway Administration

6300 Georgetown Pike

McLean, VA 22101-2296

13. Type of Report and Period Covered

Final Report

14. Sponsoring Agency Code

15. Supplementary Notes

The Contracting Officer’s Representative was Larry Wiser (HRDI-30).

16. Abstract

This document presents the user guide for the Long-Term Pavement Performance (LTPP) Web-based tool used to 

select asphalt binders. LTPPBind Online was developed to help State transportation departments select the most 

suitable performance-grade binder for a particular site based on the American Association of State and Highway 

Transportation Officials (AASHTO) M320-10 and AASHTO M332-14 standards.(1–3) LTPPBind Online provides the 

option to use National Aeronautics and Space Administration Modern-Era Retrospective Analysis for Research and 

Applications climatic data collected globally since 1979, LTPP climatic data (virtual weather station or automatic

weather station), or manual data.

High-temperature (HT) Performance Grade is selected based on a rutting damage model. HT equation is function of 

target rut depth, yearly degree-days and latitude of site(6). Low-temperature (LT) PG binder is selected using the 

algorithm developed from LTPP climatic data. LT algorithm relates surface low pavement temperature to air 

temperature, latitude, and depth(7).

17. Key Words

LTPPBind Online, Long-Term Pavement Performance, LTPP, climatic

data, pavement design, pavement performance, Modern-Era 

Retrospective Analysis for Research and Application, MERRA, 

performance grade, PG, binder

18. Distribution Statement

No restrictions. This document is available 

to the public through the National Technical 

Information Service, Springfield, VA 

22161.

http://www.ntis.gov

19. Security Classif. (of this report)

Unclassified

20. Security Classif. (of this page)

Unclassified

21. No. of Pages

24

22. Price

Form DOT F 1700.7 (8-72) Reproduction of completed page authorized.
ii

SI* (MODERN METRIC) CONVERSION FACTORS 

APPROXIMATE CONVERSIONS TO SI UNITS

Symbol When You Know Multiply By To Find Symbol 

LENGTH

in inches 25.4 millimeters mm 

ft feet 0.305 meters m 

yd yards 0.914 meters m 

mi miles 1.61 kilometers km 

AREA 

in2square inches 645.2 square millimeters mm2

ft2 square feet 0.093 square meters m

2

yd2 square yard 0.836 square meters m

2

ac acres 0.405 hectares ha

mi2square miles 2.59 square kilometers km2

VOLUME 

fl oz fluid ounces 29.57 milliliters mL 

gal gallons 3.785 liters L 

ft3 cubic feet 0.028 cubic meters m

3 

yd3 cubic yards 0.765 cubic meters m

3 

NOTE: volumes greater than 1000 L shall be shown in m3

MASS 

oz ounces 28.35 grams g

lb pounds 0.454 kilograms kg

T short tons (2000 lb) 0.907 megagrams (or "metric ton") Mg (or "t") 

TEMPERATURE (exact degrees) 

o

F Fahrenheit 5 (F-32)/9 Celsius oC 

or (F-32)/1.8 

ILLUMINATION 

fc foot-candles 10.76 lux lx

fl foot-Lamberts 3.426 candela/m2 cd/m2

FORCE and PRESSURE or STRESS 

lbf poundforce 4.45 newtons N 

lbf/in2poundforce per square inch 6.89 kilopascals kPa 

APPROXIMATE CONVERSIONS FROM SI UNITS 

Symbol When You Know Multiply By To Find Symbol 

LENGTH

mm millimeters 0.039 inches in 

m meters 3.28 feet ft 

m meters 1.09 yards yd 

km kilometers 0.621 miles mi 

AREA 

mm2square millimeters 0.0016 square inches in2 

m

2

square meters 10.764 square feet ft2 

m

2

square meters 1.195 square yards yd2 

ha hectares 2.47 acres ac

km2 square kilometers 0.386 square miles mi2 

VOLUME 

mL milliliters 0.034 fluid ounces fl oz 

L liters 0.264 gallons gal 

m

3 cubic meters 35.314 cubic feet ft3 

m

3 cubic meters 1.307 cubic yards yd3 

MASS 

g grams 0.035 ounces oz

kg kilograms 2.202 pounds lb

Mg (or "t") megagrams (or "metric ton") 1.103 short tons (2000 lb) T 

TEMPERATURE (exact degrees)

oC Celsius 1.8C+32 Fahrenheit o

F 

ILLUMINATION 

lx lux 0.0929 foot-candles fc 

cd/m2candela/m

2

0.2919 foot-Lamberts fl

FORCE and PRESSURE or STRESS 

N newtons 0.225 poundforce lbf 

kPa kilopascals 0.145 poundforce per square inch lbf/in2

*SI is the symbol for the International System of Units. Appropriate rounding should be made to comply with Section 4 of ASTM E380. 

(Revised March 2003)
iii

TABLE OF CONTENTS

INTRODUCTION..........................................................................................................................1

LTPPBIND ONLINE ACCESS....................................................................................................1

CALCULATION PROCESS ........................................................................................................2

GENERAL PROJECT INFORMATION .............................................................................2

CLIMATIC DATA SOURCE.................................................................................................3

MERRA Climatic Data ........................................................................................................4

LTPP (Virtual Weather Station (VWS))..............................................................................5

LTPP (AWS)........................................................................................................................6

Manual Climatic Data ..........................................................................................................7

CLIMATIC DATA RESULTS...............................................................................................7

Target Rut Depth..................................................................................................................8

TEMPERATURE ADJUSTMENT........................................................................................8

TRAFFIC ADJUSTMENTS...................................................................................................9

REPORT...................................................................................................................................9

LOW-TEMPERATURE PG SELECTION ........................................................................10

HT PG SELECTION USING RUTTING DAMAGE MODEL ........................................11

Estimate PG Variation .......................................................................................................11

Adjust PG for Reliability ...................................................................................................11

PG Bumping for HT...........................................................................................................12

PG designation for traffic loading......................................................................................12

Adjusting PG with Depth...................................................................................................13

REFERENCES.............................................................................................................................15
iv

LIST OF FIGURES

Figure 1. Screenshot. LTPPBind Online on InfoPaveTM .................................................................1

Figure 2. Screenshot. LTPPBind Online..........................................................................................2

Figure 3. Screenshot. LTPPBind Online—general project information..........................................3

Figure 4. Screenshot. LTPPBind Online—selecting climatic data source ......................................4

Figure 5. Screenshot. LTPPBind Online—select location for MERRA data ..................................5

Figure 6. Screenshot. LTPPBind Online—select LTPP station ......................................................6

Figure 7. Screenshot. LTPPBind Online—select LTPP AWS ........................................................7

Figure 8. Screenshot. LTPPBind Online—generated climatic data ................................................8

Figure 9. Screenshot. LTPPBind Online—target rut depth .............................................................8

Figure 10. Screenshot. LTPPBind Online—Temperature adjustments...........................................9

Figure 11. Screenshot. LTPPBind Online—traffic adjustments......................................................9

Figure 12. Screenshot. LTPPBind Online—report........................................................................10

Figure 13. Equation. Low pavement temperature at surface .........................................................10

Figure 14. Equation. HT PG damage at rut depth..........................................................................11

Figure 15. Equation. PG coefficient of variation...........................................................................11

Figure 16. Equation. HT PG adjusted for reliability......................................................................11

Figure 17. Equation. PG bumping for HT .....................................................................................12

Figure 18. Equation. Pavement temperature below surface ..........................................................13

LIST OF TABLES

Table 1. Grade bumping. ...............................................................................................................12

Table 2. Designation for traffic loading.........................................................................................13
v

LIST OF ABBREVIATIONS

AASHTO American Association of State and Highway Transportation Officials

AWS automatic weather station

ESAL equivalent single-axle load

HT high temperature

LTPP Long-Term Pavement Performance

MERRA Modern-Era Retrospective Analysis for Research and Application

NASA National Aeronautics and Space Administration

PG performance grade

SMP Seasonal Monitoring Program

SPS Specific Pavement Studies

VWS virtual weather station

1

INTRODUCTION

Long-Term Pavement Performance (LTPP) Bind Online is a Web-based tool used to help State 

transportation departments select the most suitable performance-grade (PG) asphalt binder for 

pavement construction at a particular site based on the American Association of State and 

Highway Transportation Officials (AASHTO) M320-10 and AASHTO M332-14 standards.(1–3)

LTPPBind Online provides the option to use the National Aeronautics and Space 

Administration’s (NASA) Modern-Era Retrospective Analysis for Research and Application 

(MERRA) climatic data, LTPP climatic data, and manual data. Based on the selected climatic 

data, allowable rut depth, depth of asphalt concrete layer, base high temperature (HT) PG, 

equivalent single-axle loads (ESALs), and traffic speed, the user will be able to do the 

following:

• Select binder PGs based on actual temperature conditions at their site and the level of 

risk designated by their State transportation department.

• Adjust the PG selection for different levels of traffic loading and speed.

• Compare binder PGs between AASHTO M320-10 and AASHTO M332-14

standards.

(2,3)

LTPPBIND ONLINE ACCESS

LTPPBind Online is available on the InfoPaveTM Web site under the “TOOLS” tab of the

InfoPaveTM menu bar as shown in figure 1.

(1,8) To select LTPPBind Online, users need to register 

with InfoPaveTM using their email address or their social media accounts.

Figure 1. Screenshot. LTPPBind Online on InfoPaveTM.

(1,8)
2

The LTPPBind Online main screen has two different options under the “Projects” tab: the “New 

Project” tab open a new project, and the “Open Project” tab allows the user to continue on a 

previously saved project, as shown in figure 2.

(1) Each project includes a project number, a 

project title, and the date that the project was added. Previously saved projects can be opened or 

deleted by clicking on the “Open” and “Delete” buttons to the right-hand side of the project 

information (i.e., project number, project title, and date added). 

Figure 2. Screenshot. LTPPBind Online.

(1)

CALCULATION PROCESS

The calculation process features the following six steps used to calculate the final binder PG:

1. General project information.

2. Climate data source.

3. Climate data.

4. Target rut depth.

5. Temperature adjustments.

6. Traffic adjustments.

General Project Information 

At the beginning of a new project, users need to enter a project number, project title, and project 

description as shown in figure 3. The fields are defined as follows:

• Project number is a user-defined unique alpha numeric value for identifying an

LTPPBind Online project.(1)

• Project title is a user-defined title for an LTPPBind Online project.(1)

• Project description is a brief description of an LTPPBind Online project.(1)
3

Figure 3. Screenshot. LTPPBind Online—general project information.

(1)

Climatic Data Source

In LTPPBind Online, users have the flexibility to choose climatic data from MERRA or LTPP or

manually input user-defined data as shown in figure 4.

(1)
4

Figure 4. Screenshot. LTPPBind Online—selecting climatic data source.

(1)

MERRA Climatic Data 

MERRA climatic data are electronically collected by a NASA server in a 0.5-degree latitude by 

0.67-degree longitude horizontal spatial grid.(5) This grid translates into approximately 31.3 by 

37.3 mi at mid-latitudes and atmospheric elevations, including the ground surface. Detailed 

information about MERRA data is available in Evaluation of Long-Term Pavement Performance 

(LTPP) Climatic Data for Use in Mechanistic-Empirical Pavement Design Guide (MEPDG) 

Calibration and Other Pavement Analysis.

(9)

MERRA climatic data comprise a grid-point, worldwide dataset. If any assigned coordinate does 

not match exactly with any grid point, then climatic data for that particular point are calculated 

from the adjacent grid points.

The user checks the MERRA radio button and then selects the “Select Location” button to open a 

window for users to select the location by clicking on the map, entering the city/location name,

or entering coordinates in the search box (see figure 5). After that, the user presses the “Select”

button to move forward.
5

 Source: FHWA LTPP InfoPave

Figure 5. Screenshot. LTPPBind Online—select location for MERRA data.

(1)

MERRA climatic data are then displayed on the next window under the Climatic Data status bar. 

These climatic data include the lowest annual air temperature, low air temperature standard 

deviation, yearly degree days above 10 oC, high air temperature of the annual hottest 7

consecutive d, and standard deviation of the high 7 d.

LTPP (Virtual Weather Station (VWS)) 

The LTPP climatic data are selected with VWSs or automatic weather stations (AWSs) as shown 

in figure 6. LTPP developed the VWS concept to advance climatic statistics to represent the site 

conditions at each LTPP test section (because LTPP test sections are rarely located near an 

operating weather station). The method of selecting VWSs and how the VWS concept has been 

implemented for LTPP test sections ha been reported in Evaluation of Long-Term Pavement 

Performance (LTPP) Climatic Data for Use in Mechanistic-Empirical Pavement Design Guide 

(MEPDG) Calibration and Other Pavement Analysis.

(9) In the VWS option, the LTPP section is

selected by State code and section identification. The climatic data information is then updated 

automatically for the selected LTPP test section location.
6

Figure 6. Screenshot. LTPPBind Online—select LTPP station.

(1)

LTPP (AWS) 

In the LTPP Specific Pavement Studies (SPS)-1, SPS-2, and SPS-8 experiments, AWSs were 

installed, as shown in figure 7.

(10) These weather stations were installed and operated by the 

LTPP Program at or near the SPS projects. The concept of AWSs ha been described in 

Evaluation of Long-Term Pavement Performance (LTPP) Climatic Data for Use in MechanisticEmpirical Pavement Design Guide (MEPDG) Calibration and Other Pavement Analysis.

(9) In 

the AWS option, the location has been selected by clicking on the available AWSs available only 

in the United States. The climatic data information is then automatically updated for the selected 

AWS location.
7

 Source: FHWA LTPP InfoPave

Figure 7. Screenshot. LTPPBind Online—select LTPP AWS.

(1)

Manual Climatic Data

To calculate the binder PG for manual climatic data, users need to manually enter the coordinates 

of the location, lowest annual air temperature, low air temperature standard deviation, yearly 

degree days above 10oC, high air temperature of the annual hottest 7 consecutive days, and 

standard deviation of the high 7 days in the designated boxes.

Climatic Data Results

After the data source is selected, LTPPBind Online determines a binder PG based on the input 

values.(1) Figure 8 shows the generated climatic data after the MERRA data option for a specific 

location was selected.
8

Figure 8. Screenshot. LTPPBind Online—generated climatic data.

(1)

Target Rut Depth

The Mohseni model was developed for a target rut depths between 5.1 to 12.7 mm.

(6) The 

AASHTO Mechanistic-Empirical Pavement Design Guide provides a range of recommended rut

depth values at the end of design life as a function of the functional class; those values can be 

seen clicking on the question mark next to the Target Rut Depth title (see figure 9).

(11)

Figure 9. Screenshot. LTPPBind Online—target rut depth.

(1)

Temperature Adjustment

Temperature adjustment is applied to calculated the PG for a binder course layer below the 

surface course. As is shown in figure 10 the depth of the upper layer is provided Base HT grade 

is an initial estimate of the HT PG. When the depth of the layer is provided, the HT is calculated 

at any other depth ranges from 0 to 200 mm. The equations 
9

Figure 10. Screenshot. LTPPBind Online—Temperature adjustments.

(1)

Traffic Adjustments

The Traffic Adjustments step has two inputs: traffic loading in ESAL units for the design period 

in millions and traffic speed, as shown in figure 11. Traffic speed is categorized as fast, slow, 

and standing. After users enter these traffic adjustment parameters and press “Calculate,” to 

obtain the PG value.

Figure 11. Screenshot. LTPPBind Online—traffic adjustments.

(1)

Report

PG binder is calculated based on AASHTO M320-10 and also AASHTO M332-14.(2,3) Traffic 

adjustment according to AASHTO M320-10 is executed by changing the grade directly.(2) PG 

binder by AASHTO M332-14 standard includes one extra parameter for traffic in addition to HT 

and low-temperature grades.(3) “S,” “H,” “V,” and “E” stand for standard, high, very high, and 

extremely high traffic loading, respectively. 

The final PG report is in tabular format with all the input parameters at the top, as shown in 

figure 12. The report includes all the information used to calculate the PG binder, and the report 

can be converted to a digital file or printed.
10

Figure 12. Screenshot. LTPPBind Online—report.

(1)

ALGORITHMS

This section includes information about the required input parameters, the temperature 

calculation steps, and the PG calculation procedure according to the rutting damage model 

developed by Mohseni et al.(6)

Low-Temperature PG Selection 

Low-temperature PG binder is selected using the algorithm developed from LTPP climatic data.

The empirical algorithm was developed from LTPP’s Seasonal Monitoring Program (SMP) 

data.

(4) The algorithm relates low pavement temperature to air temperature, latitude, and depth,

as shown in figure 13:

Figure 13. Equation. Low pavement temperature at surface.

Where:

TL,pav = Low asphalt concrete pavement temperature at surface, °C.

Tair = Low air temperature, oC.

Lat = Latitude of the section, degrees.

H = Depth to surface, mm.

= Standard deviation of the mean low air temperature, °C.

Z = Standard normal distribution value 2.055 for 98 percent reliability.

σTair

2
11

More detailed information on the LTPP models are included in the corresponding literature.

(7, 12, 

13) The LTPP HT model was not used in this version of the program because it provided very 

similar results to the Strategic Highway Research Program model at 98-percent reliability.

HT PG Selection Using Rutting Damage Model

This model was developed for HT PG based on the rutting damage model developed under the

National Cooperative Highway Research Program 1-37A project.

(14) Hourly pavement 

temperatures for a 20-year period were generated for 186 sites throughout the United States and 

PG was calculated based on a rutting damage model.

(6, 14)

The algorithm consists of an equation that estimates base PG binder using a degree-days concept 

and target rut depth for 50-percent reliability (figure 14). Another equation estimates the PG 

variability with latitude, then the base PG is adjusted for higher reliability than 50 percent

(Figure 16).

Figure 14. Equation. HT PG damage at rut depth.

Where: 

PGH,d = PG damage at a rut depth.

DD = Average Yearly Degree-Days Air Temp. Over 10°C, x1000oC.

RD = Rut depth (5–13 mm).

Estimate PG Variation

PG variation is estimated from the latitude and rut depth. The adjustment is minimal for the 

latitudes of less than 30 degrees or rut depths of less than 7.62 mm. As site latitude or rut depth 

increases, the yearly PG variation also increases.

Figure 15. Equation. PG coefficient of variation.

Where:

CVPG = Yearly PG coefficient of variation, percent.

Adjust PG for Reliability

The damage-based HT PG transfer function calculated with Figure 14 is adjusted for yearly PG 

variation adding a reliability term as is shown in Figure 16.

Figure 16. Equation. HT PG adjusted for reliability.

PGH,d = 48.2 + 14 DD − 0.96 DD

2 − 2 RD

CVPG = 0.000034 Lat − 20 

2 RD2

PGH,rel = PGH,d + Z PGH,d 

CVPG

100
12

Where:

PGH,rel = PG at a reliability level Z, °C.

DD = Average Yearly Degree-Days Air Temp. Over 10°C, x1000.

PG Bumping for HT

PG adjustments for traffic loading and speed that were described by Mohseni are used in this 

version of the program.(6) The adjustments were developed based on the rutting damage concept 

used for the development of performance-based PG. Adjustments were developed as the 

difference between PG for standard traffic conditions (ESAL of 3 million and high speed) and 

PG for a different condition as seen in figure 17:

Figure 17. Equation. PG bumping for HT.

Where:

Adj = PG adjustments for a site.

PGn = PG at a specific traffic loading and speed.

PGs = PG at standard loading (3 million axles) and high speed.

The grade bumping table is shown in table 1. For example, the HT calculated with the rutting 

performance model will be increased by 9.5 if the traffic speed is slow, traffic loading is 8 ESAL 

million, and the asphalt HT base grade is 58.(14)

Table 1. Grade bumping.

Speed Base Grade

Traffic Loading ESAL, millions

<3 3–10 10–30 30

Fast 52 0.0 7.8 13.2 15.5

58 0.0 7.1 12.3 14.5

64 0.0 6.5 11.3 13.4

70 0.0 5.8 10.4 12.4

Slow 52 2.8 10.3 15.5 17.7

58 2.7 9.5 14.5 16.6

64 2.6 8.8 13.5 15.5

70 2.4 8.0 12.4 14.4

PG designation for traffic loading

Under AASHTO M332-14 standard, he binder grade is calculated based on HT PG without 

“grade bumping” and low-temperature PG without any adjustment.(3) It is included a designation 

for traffic loading per table 2.

Adj = PGn − PGs
13

Table 2. Designation for traffic loading.

Designation

Traffic Loading 

ESAL, Millions Conditional

Traffic Speed 

(km/h) 

S <10 And >70

H 10–30 Or 20–70

V >30 Or <20

E >30 And <20

Adjusting PG with Depth

LTPP pavement temperature algorithms were used to adjust selected PGs for a certain depth into 

the pavement. The LTPP algorithms are empirical models developed from LTPP SMP data.(4)

These algorithms relate pavement temperatures (low and high) to air temperature, latitude, and 

depth.(12,13) The PG selection for HT was made using the HT algorithm using rut damage 

concept. The LTPP HT model shown in figure 18 was only used for adjusting PGs with depth.

Figure 18. Equation. Pavement temperature below surface.

Where:

TH,pav = High asphalt concrete pavement temperature below surface, °C.

Tair = High air temperature, °C.

σT = Standard deviation of the high 7-days mean air temperature, °C. air

2
14
15

REFERENCES

1. FHWA. (2016). Long-Term Pavement Performance Bind Online Tool, Federal Highway 

Administration, Washington, DC., obtained from: https://infopave.fhwa.dot.gov/Tools

/LTPPBindOnline, last accessed December 12, 2016.

2. AASHTO. (2014). "Standard Specification for Performance-Graded Asphalt Binder, 

AASHTO Designation M 320-10," Standard Specifications for Transportation Materials 

and Methods of Sampling and Testing, Report No. M 320-1-M 320-7, American 

Association of State Highway and Transportation Officials, Washington, DC.

3. AASHTO. (2014). "Standard Specification for Performance-Graded Asphalt Binder Using 

Multiple Stress Creep Recovery (MSCR) Test, AASHTO Designation M 332-14," 

Standard Specification for Transportation Materials of Sampling and Testing, Report No. 

M 332-1-M 332-7, American Association of State Highways and Transportation 

Officials, Washington, DC.

4. Rada, G. R., Elkins, G. E., Henderson, B., Van Sambeek, R. J., and Lopez, J., A. (1995). 

LTPP Seasonal Monitoring Program: Instrumentation Installation and Data Collection 

Guidelines, Report No. FHWA-RD-94-110, Federal Highway Administration, 

Washington, DC.

5. NASA. (2015). MERRA: Modern-Era Retrospective Analysis for Research and 

Applications, Goddar Space Flight Center, Global Modeling and Assimilation Office, 

Greenbelt, MD, obtained from: http://gmao.gsfc.nasa.gov/merra/, last accessed March 9, 

2015.

6. Mohseni, A., Carpenter, S. H., and D'Angelo, J. (2005). "Development of Superpave HighTemperature Performance Grade (PG) Based on Rutting Damage (With Discussion and 

Closure)," Journal of the Association of Asphalt Paving Technologists, 74 (1), pp. 197–

254, The Association of Asphalt Paving Technologists, Lino Lakes, MN.

7. Mohseni, A. (1998). LTPP Seasonal Asphalt Concrete (AC) Pavement Temperature 

Models, Report No. FHWA-RD-97-103, Federal Highway Administration, Washington, 

DC.

8. FHWA. (2016). LTPP InfopaveTM, Federal Highway Administration, Washington, DC., 

obtained from: https://infopave.fhwa.dot.gov/, last accessed December 15, 2016.

9. Schwartz, C. H., Elkins, G. E., Li, R., Visintine, B. A., Forman, B., Rada, G. R., and 

Groeger, J. L. (2015). Evaluation of LTPP Climatic Data for Use in MechanisticEmpirical Pavement Design Guide (MEPDG) Calibration and Other Pavement Analysis, 

Report No. FHWA-HRT-15-019, Federal Highway Administration, Washington, DC.

10. FHWA. (2016). Specific Pavement Studies, Federal Highway Administration, 

Washington, DC., obtained from: https://www.fhwa.dot.gov/research/tfhrc/programs

/infrastructure/pavements/ltpp/sps.cfm, last accessed February 21, 2017.

11. AASHTO. (2015). Mechanistic-Empirical Pavement Design Guide: A Manual of 

Practice, Second Edition, American Association of State Highway and Transportation 

Officials, Washington, DC.
16

12. Mohseni, A., and Symons, M. (1998). Improved AC Pavement Temperature Models from 

LTPP Seasonal Data, 77th Annual Meeting Transportation Research Board,

Transportation Research Board, Washington, DC.

13. Mohseni, A., and Symons, M. (1998). Effect of Improved LTPP AC Pavement 

Temperature Models on SuperPave Performance Grades, 77th Annual 

Meeting Transportation Research Board, Transportation Research Board, Washington, 

DC.

14. NCHRP. (2004). Guide for Mechanistic-Empirical Design of New and Rehabilitated 

Pavement Structures, Report No. 1-37A, National Cooperative Highway Research 

Program, Washington, DC.

HRDI-30/10-17(500)E