Professional Documents
Culture Documents
NOVEMEBER 2006
iii
ACKNOWLEDGEMENT
First and foremost, I would like to express my deep gratitude and most
heartfelt thanks to the Almighty "ALLAH" (SWT) for His Blessing, for lightening up
my heart with the torch of knowledge and for seeing me throughout my lifetime.
With utmost respect and pleasure, I would like to express my sincere thanks
and appreciation to my academic supervisor Dr. Mohd Rosli Bin Hainin, who
continuously guided me throughout every step of my thesis work and generously
shared his time and knowledge with me. I am greatly indebted to him for his
encouragement and incessant help to achieve more than I expected of myself.
Last but not least, Million words of thanks for friends of mine who showed
their concern and support all the way.
vi
ABSTRACT
Hot-mix asphalt (HMA) has reasonably served well in the past. The high tire
pressures and increased wheel loads of traffic moving on roads is primarily
considered as the major cause of increasing the premature rutting of asphalt
pavement. Therefore, it has become necessary to improve HMA mixtures to
withstand the increased stresses. Many road pavement agencies have been using
Marshall Mix Design method for designing HMA mixtures and it is believed that
fundamental changes must be made in the aggregate components of HMA to reduce
rutting to tolerable levels. Properties of Hot-mix asphalt mixtures such as stability,
durability, and resistance to permanent deformation (rutting) can be largely affected
by aggregate gradation. Hence, gradation is considered as the centerpiece property of
aggregate that influences the performance of asphalt pavement. However, other
factors such as field compaction efforts and bitumen content have also some effects
on pavement performance. In Malaysia, rutting has been a continuous problem and it
has become necessary to give more attention to selecting materials that could
minimize this problem. Jabatan Kerja Raya (JKR) has recently set up a new standard
for asphalt mixes that could be rut resistant. In This research, an attempt was made
to evaluate the relationships between Marshall Stability, flow and rut depth of the
New Malaysian Hot-Mix Asphalt mixtures using five different asphalt mixtures,
which are ACW10, ACW14, ACB28, SMA14 and SMA20. Stability and flow values
of all mixes had been determined at the optimum bitumen content obtained from
Marshall Design Method. Rut depth has been evaluated using the Three-Wheel
immersion tracking Machine. Results have revealed that there is no good correlation
between Stability and flow of the new Malaysian HMA mixtures. It was concluded
that Stability, Flow and Stiffness can not be used to predict Rutting potential of the
New Malaysia hot-mix asphalt mixtures.
vi
ABSTRAKT
Campuran panas berasfalt (HMA) telah terbukti untuk berfungsi dengan baik.
Tekanan tayar yang tinggi dan peningkatan pembebanan lalulintas dikatakan sebagai
sebab utama untuk meningkatkan aluran permatang pada turapan berasfalt. Olen itu,
ianya menjadi keperluan untuk memperbaik campuran HMA untuk menangung
peninkatan tekanan. Banyak agensi jalan yang mengunakan kaedah rekabentuk
campuran Marshall dalam mereka bentukkan campuran HMA dan dipercayai
perubahan besar mestilah dibuat terhadap komponen agregat HMA untuk
mangurangkan aluran ke tahap yang bolah diterima.Siafat-sifat campuran panas
berasfalt seperti kestabilan, ketahanlasakan, dan rintangan terhadap ubahbentuk
kekal (akuran) bole dipegaruhi oleh gradasi agregat.dengan itu gradasi
dipertimbangkan sebagai sifat utama agregat yang mempengaruhi pelaksanaan
turapan berasfalt. Walau bagaimanapun, faktor-faktor lain seperti usaha
permandaptdan kandungan bitumen juga mempunyai kesan terhadap perlaksanaan
turapan. Di Malaysia, aluran yang sememangnya telah menjadi masalah harualah
diberi perhatian yang lebih dalam pemilihan bahan untuk mengurangkan masalah ini.
Baru-baru ini, Jabatan Kerja Raya (JKR) telah megemukakan piawaian yangbaru
untuk campuran-campuran asfalt yang boleh merintangi aluran. Dalam kajian ini,
satu percubaan telah dilakukan untuk menilai hubungan diantara kestabilan Marshall,
aliran, dan kedalaman aluran campuran berasfalt panas Malaysia yang baru dengan
mengunakan lime campuran berasfalt yang berbeza, iaitu ACW10, ACW14,
CAW28, SMA14, dan SMA20. nilai-nilai kestabilan dan aliran untuk kesemua
campuran telah ditentukan pada kandungan bitumen optimum yang diperoleh
daripada kaedah rekabentuk Marshall. Kedalaman aluran telah dinilai dengan
menggunakan mesin jejak tiga roda. Keputusan menunjukkan bahawa tiada korelasi
yang baik diantara kestabilan dan aliran bagio campuran HMA Malaysia yang baru.
Boleh disimpulkan bahawa kestabilan, aliran, dan kekukuhan tidak boleh digunakan
untuk meramalkan potensi aluran bagi campuran panas berasfalt Malaysia yang baru.
vii
TABLE OF CONTENTS
DECLARATION ii
DEDICATION iii
ACKNOWLEDGEMENT iv
ABSTRACT v
ABSTRAKT vi
TABLE OF CONTENTS vii
LIST OF TABLES x
LIST OF FIGURES xii
LIST OF APPENDIXES xiv
I INTRODUCTION
1.1 Aggregate Gradation 1
1.2 Permanent Deformation Resistance 2
II LITERATURE REVIEW
III METHODOLOGY
3.1 Introduction 17
3.2 Laboratory Tests Procedure 21
3.3 Aggregate Preparation (Sieve Analysis Of Coarse
23
And Fine Aggregate (ASTM C136-84A
3.4 Determination Of Aggregate Specific Gravity 26
3.4.1 Determination Of Coarse Aggregate
26
Specific Gravity
3.4.2 Determination Of fine Aggregate Specific
27
Gravity
3.5 Marshall Mix Design (ASTM D1559) 29
3.5.1 Mix Design Preparation 30
3.5.2 Theoretical Maximum Specific Gravity And
33
Density of Bituminous Paving Mixtures
3.5.3 Bulk Specific Gravity Of Compacted
Bituminous Mixtures Using Saturated 36
Surface-Dry Specimens (ASTM D2726)
3.5.4 Resistance To Plastic Flow of Bituminous
Mixtures Using Marshall Apparatus (ASTM 39
D1559)
3.5.5 Volumetric properties of compacted
43
mixtures
3.6 Evaluating of Rutting Potential Using the Three-
45
Wheel Immersion Tracking Machine
3.6.1 Determination of Number of Roller Passes 46
3.6.2 Procedure of the Three-Wheel Immersion
48
Tracking tests
3.7 Specification 49
3.8 Data analysis 49
REFERENCES 75-77
APPENDIXES A - C 78-107
x
LIST OF TABLES
LIST OF FIGURES
LIST OF APPENDIXES
INTRODUCTION
Stability of HMA is important aspect that affects the performance in the field.
It can be increased by increasing the internal friction between aggregates and
improving the shear resistance. Increasing of mix stability through increase anti-
particle contact and reduce voids in the mineral aggregate may result from gradation
2
that provide a maximum density. However, there must be sufficient air void spaces
to permit enough asphalt cement to be incorporated to ensure durability, while still
leaving some air space in the mixture to avoid bleeding and rutting [1].
In recent years, there has been an increase in the use of large stone mixes to
minimize rutting potential of HMA. Using of large stone mixes increases the volume
concentration of the aggregate and contributes to a reduction of both asphalt content
and cost of the mix. However, the use of a maximum aggregate size greater than
(1inch) often results in a harsh mixes that tend to segregate during construction [1].
In addition, using of the Stone Mastic Asphalt (SMA) has been widely used
in recent years due to it is excellent rutting resistance on high volume roads. The
high resistance to rutting is due to high proportion of coarse aggregate in SMA
mixtures, which represents about 70-80% of the mix and produces stone-to-stone
contact. SMA mixture has an ability to improve stability and increase durability at
the same time. The stability in SMA is obtained through internal friction in the self-
supporting stone skeleton.
gradation and selection the asphalt content that is enough but not too much to
provide adequate air voids exist in the mix [1].
• Stability: which is the load that a well-compacted paving mixture can accept
and withstand before failure. Sufficient mix stability is required to satisfy the
demands of traffic without rutting or bleeding problems [5].
The high increase in number of vehicles and heavy traffic volumes on the
roads at an alarming proportion consequently increases the tire pressures and
produces heavier axle loads imposed on pavement structure. Hence, there has
become a need to enhance asphalt pavement mixtures that may prone to rutting, to
withstand the increase of loading, mitigate adverse affects on pavement performance
and reduce occurrence of premature rutting. Gradation is a property that needs a
careful consideration due to its effect on performance of HMA mixtures. In addition,
mix properties, such as air voids, stability and resistance to permanent deformation
are strongly affected by the proper gradation of aggregates.
1.4 Objective
Asphaltic concrete mixtures that will be used in this research include; Asphalt
concrete for wearing coarse (ACW10 and ACW14), Asphalt concrete for binder
5
coarse ACB28, and Stone Mastic Asphalt (SMA14 and SMA20) in accordance with
the new aggregate gradation proposed by JKR.
LITRATURE REVIEW
The flow is equal to the vertical deformation of the sample (measured from
the start of loading to the point at which stability begins to decrease). It is measured
7
at the same time as Marshall Stability. High flow values indicate a plastic mix that
will experience deformation under traffic, whereas low flow values indicate a mix
with percent of air voids higher than the normal voids and insufficient asphalt [1].
The flow value or flow index is the total vertical deformation of the specimen
at the maximum load. Marshall Stiffness which is Marshall Stability divided by flow
is a term sometimes used to characterize asphalt mixture. A higher value of stability
divided by flow indicates a stiffer mixture and hence, indicates the mixture is likely
more resistance to permanent deformation.
Rutting severity has been classified according to JKR specification into three
different levels, which are low, moderate and high level. The following is a brief
explanation of the three different levels respectively.
• Low severity level: Where rut depths of less than 12mm (measured under
1.2 m straight edge) [4].
• Moderate severity level: Where rut depths of between 12mm and 25mm
(may include slight longitudinal cracks) [4].
• High severity level: Rut depths of greater than 25mm (may include
multiple longitudinal or crocodile cracks) [4].
In addition, JKR has identified some possible causes and probable treatments
of rutting .The following table illustrates some of them.
Over densification
Plastic flow
Figure 2.3: Asphalt pavement rutting due to plastic movement of the asphalt
mix Under heavy loads. (18)
The cost of asphalt pavement rutting repairs can be very high and disruptive
on traffic operations. A reliable, accelerated laboratory performance test to evaluate
rutting resistance of asphalt mixes is considered necessary. Several laboratory
methods are in use for test for rutting characteristics of asphalt concrete mixture.
11
Test that have the potential for predicting rutting resistance include uniaxial
static and repeated load tests, triaxial static and repeated load tests, and simulative
tests. The simulative tests primarily include wheel-tracking tests. The Asphalt
Pavement Analyzer (APA), Hamburg Wheel Rut Tester (HWRT) and French
Laboratory Rutting Tester (FLRT) are considered to provide reasonable results and
good correlation with field performance. These rut testers have been used in Canada
and the United States for mix designs, pavement evaluation, assessment of new
materials, quality control, and pavement failure investigation [8].
The HWTD, It is used to evaluate rutting and stripping. Tests within the
HWTD are conducted on a slab that is 260 mm wide, 320 mm long, and typically 40
mm thick (10.2 in x 12.6 in x 1.6 in). These slabs are normally compacted to 7±1
percent air voids.
DOT recommends maximum allowable rut depth (figure 2.6) of 4.0 mm at 10,000
wheel passes and 10 mm at 20,000 wheel passes while the Texas DOT specification
requires that the rut depth be less than 12.0 mm at 20,000 passes [9].
As shown in Figure 2.7, results obtained from the HWTD consist of rut
depth, creep slope, stripping inflection point, and stripping slope. The creep slope is
the inverse of the deformation rate within the linear region of the deformation curve
after post compaction and prior to stripping (if stripping occurs). The stripping slope
is the inverse of the deformation rate within the linear region of the deformation
curve, after the onset of stripping. The stripping inflection point is the number of
wheel passes corresponding to the intersection of the creep slope and the stripping
slope. This value is used to estimate the relative resistance of the HMA sample to
moisture induced damage [10].
Figure 2.8: Testing of cylindrical and beam hot-mix asphalt samples in the APA.
Testing specimens for the APA can be either beam or cylindrical. Beams are
most often compacted to 7 % air voids, while cylindrical samples have been
fabricated to both 4 % and 7 % air voids. Beams or cylindrical samples are placed in
a test chamber. The amount of permanent deformation (rut depth) under repetitive
load is monitored by a computer and display in a screen. Test temperatures for the
APA have ranged from 40.6°C to 64°C (105°F to 147°F). The most recent work has
15
Rut depth is measured with an electronic dial indicator. Some States in the
USA use a maximum deformation of 5.0 mm in the APA as the pass-fail criterion for
mixes designed to be used on interstate highways [7].
After the APA came on the market, the Florida Department of Transportation
conducted a study using three mixes of known field performance. The three mixes of
were tested in the APA. Within this study, beams and cylinders were both tested.
Results showed that both sample types ranked the mixes similar to the field
performance data. Therefore, the study has concluded that the APA had the
capability to rank mixes according to their rutting potential [12].
aggregate was stronger that coarse aggregate as measured by APA to evaluate rutting
potential [15].
Another study was carried out to evaluate rutting potential of pavement mixes
using 4-in and 6-in samples. From this study, it was concluded that the amount of
voids in total mix VTM is likely the most important property of asphalt mixtures that
relates to rutting and plastic flow of the asphalt mixtures is likely to begin once the
VTM are reduced to approximately 3%.
The study draw a conclusion that there is a good possibility that the voids
level decreases under compaction to some point at which rutting begins to occur and
at which time the voids level begins to increase due to shoving of the mixture. In
addition, mixes having flow values above 10 tended to have higher amount of
rutting. Coring of 4-in and 6-in samples from the site indicated that most observed
rutting occurred in layers, which contained fine aggregate gradation and high asphalt
content [16].
The wheel tracking tests have been largely used for evaluating of rutting
behavior. The Transport and Road Research Laboratory of the United Kingdom
adopted the Three Wheels Immersion Tracking Machine in 1951. The main purpose
of this machine is to evaluate pavement-rutting resistance using moving wheels that
simulate the actual moving loads of traffic.
CHAPTER III
METHODOLOGY
3.1 Introduction
The main aim of this project is to evaluate the relationships between Marshall
Stability, flow and rutting potential of the new Malaysian Hot-Mix Asphalt mixtures.
Rutting potential will be evaluated using the Three-Wheels immersion Tracking
Machine which is available in the highway and transportation laboratory at Universiti
Teknologi Malaysia.
Once Specimens have been compacted using Marshall Hammer, they will be tested
for stability and flow.
After obtaining the optimum bitumen content, two samples will be prepared
for verification and identifying stability and flow values using the optimum bitumen
content .Thereafter, two beams will also be prepared using the same bitumen
content to carry out rutting potential test using the Three-Wheel immersion tracking
machine.
20
The design bitumen contents for the design process of all mixtures will be as
stated in JKR's specifications that are in the in the appropriate range given in Table
3.5.
In addition, results obtained from the laboratory work will be compared with
JKR/SPJ/rev2005 requirements as given in Table 3.6 below.
Table 3.6: Test and Analyses Parameter for Asphaltic Concrete (JKR/SPJ/rev2005)
Parameter Wearing Course
Stability S >8000N
Flow F 2.0-4.0mm
Stiffness S/F >2000N/mm
Air voids in mix VTM 3.0-5.0%
Voids in aggregates filled with bitumen VFB 70-80%
The laboratory tests are divided into several stages begin with the aggregates
preparation. The gradation of aggregates is used to design the Marshall mixes
samples. Firstly, sieve analysis will be carried out to separate aggregate into different
sizes. Then specific gravity for coarse and fine aggregate will be determined.
Washed-sieve analysis will be done to determine the percentage of dust and silt-clay
material in order to check the need for the filler material. Thereafter, Marshall Test is
conducted to determine the optimum bitumen content (OBC) for each mix type. The
value of the OBC is important for designing the mixes to indicate other mix
performance tests. The value of the OBC will be used to prepare two samples and
two beams to determine the stability and flow of Marshall Test and to evaluate the
rutting potential using the OBC. Figure 3.1 below shows the laboratory test flow.
22
The materials which will be used for this study such as aggregates must be
dried an overnight in an oven for at least one day. This procedure is to ensure the
moisture and impurities in aggregate have been removed. Then some portion of
aggregate will be taken as a sample to determine the specific gravity.
The remaining aggregates will be separated into single sizes using sieving
machine. Aggregate retained on each sieve then collected and stored in large
containers or bins. The container will be marked with the sieve size to avoid any
confusing between the aggregate sizes.
A) Scope:
The test is performed to determine the particles size distribution of coarse and
fine aggregates.
B) Apparatuses:
i. Balances;
ii. Sieves;
iii. Mechanical sieve shaker;
iv. Oven.
24
C) Procedure:
ii. Suitable sieve sizes are selected and nested in order of decreasing
size of opening from the top to the bottom;
iii. Sample is then placed on the top the sieves .Shaking process using
Mechanical Sieve Shaker is then started and continued to agitate
the stacked sieves for a sufficient period of time (normally for
about 3 minutes);
A) Apparatuses:
B) Procedure:
Table 3.7: Minimum sample size requirement for coarse aggregate specific gravity
test
Nominal Maximum Aggregate Size Weight of sample
12.5 mm 2.0 kg
19.0 mm 3.0 kg
25.0 mm 4.0 kg
37.5 mm 5.0 kg
27
iv. After 24 hours, aggregates are placed into a basket in water path
and its weight is recorded while submerging in water for 3
minutes. This mass is recorded as A;
vii. Cool the sample at a room temperature and weigh it again. This
mass will be the mass of oven dry aggregate and is recorded as C;
A) Apparatuses:
C) Procedure:
iv. Afterwards, aggregates are mixed with water until aggregates are
stuck together. Then cone test is carried out. If about 1/3 of
aggregate slumps after 25 light drops of tamper about 10mm
above the top surface of fine aggregate in the cone, then the
aggregates are saturated dry surface;
v. Pour the water away until the pycnometer is left to about ¼ filled;
vii. The pycnometer is filled with water until the original level of ¾ of
its volume (to the calibration mark) and its weight filled with
sample and water is recorded as C;
viii. Shake the pycnometer well for nearly 20 minutes to get rid of air
in the sample;
ix. Dry the sample in an oven until the aggregate achieve a constant
weight. Weigh the oven dry aggregate and record it as A;
29
A
Bulk specific gravity =
B+S-C
where:
A: weight of oven dry aggregate in air, gm;
B: weight of pycnometer filled with water, gm;
C: weight of pycnometer with water and aggregate, gm;
S: weight of saturated surface dry aggregate, gm.
The main purpose of the design process is to determine the optimum bitumen
content (OBC) of each asphaltic mixture. For the laboratory tests, all the mixes will
be compacted using two different levels of compaction, which are 75 blows/face for
Asphaltic Concrete mixtures and 50 blows/face for Stone Mastic Asphalt mixtures.
After obtaining the OBC, two samples from each mixture will be prepared using the
obtained OBC and tested for verification to get the realistic volume properties.
The aggregates blend that will be used for mixtures preparation must fall
within the specification requirements. Properties such as density and bulk specific
30
gravity of aggregate and bitumen used for each mixture must be determined earlier
before carrying out Marshall Test.
A) The apparatuses that will be used for mix design preparation are:
C) Mixtures Preparation:
iii. Charge the pan with the heated aggregates and dry mix
thoroughly;
vii. Finally, mixture is removed from the pan and is left a side to be
ready for the compaction process.
D) Compaction of specimens:
The procedure begins with recording the mixture temperature and observing
it until it reaches the desirable compaction temperature. The process will follow the
procedure listed below:
i. The mold assembly and the face of compaction hammer are clean
and heated in a boiling water ,a hot plat or an oven at a
temperature of 930C to 1500C;
ii. Filter paper that is cut into pieces fit the mould’s diameter and
placed at the bottom of the mold before placing the mixtures;
iii. The mixture that has been prepared is then placed in the mold, and
stirred by the spatula or trowel for 15 times around the perimeter
and 10 times over the interior;
32
iv. The collar is removed and the surface will be smoothed with the
trowel to slightly rounded shape;
viii. After compaction, the base plate is removed and the same blows
are compacted to the bottom of the sample that has been turned
around;
ix. After that, the collar is lifted from the specimen carefully,
Figure 3.7: The specimens that have been prepared by Marshall Mix Design
33
A) Scope:
B) Apparatuses:
C) Procedure:
Table 3.8: Minimum sample size requirement for Theoretical Maximum Density
(ASTM D2041)
Nominal Maximum Aggregate Size Minimum Mass of sample
37.50 mm 4000 gm
25.00 mm 2500 gm
19.0 mm 2000 gm
12.50 mm 1500 gm
9.50 mm 1000 gm
4.75 mm 500 gm
ix. During the vacuum period, the container and sample are agitated
continuously by mechanical device;
xi. T.M.D values for different samples must be within ± 0.018 of one
another;
1. Calculation:
The theoretical maximum specific gravity (Gmm) can be calculated from the
flowing equation:
Gmm = D / (D+B-E)
where:
D: Weight of sample in air (gm) and can be calculated as
following:
D = C-A (Weight of container & sample in air – weight of
container in air).
36
This test covers the determination of bulk specific gravity of the samples.
This method can be only used for a specimen that does not absorb more than 2% of
water by volume. Result from the test is used to calculate the density (unit weight)
and percentage of air voids of compacted mixes. Water displacement method is used
to determine the bulk specific gravity where specimen will be weighed in three
conditions (in air, when submerged in water and saturated dry surface condition).
B) Procedure:
iv. Remove specimen from the water by blotting the surface with a
damp towel and determine the surface-dry mass which designated
as B;
Viii Bluk specific gravity of Samples at the same binder content must
be within an average of ± 0.020 of one another.
c) The specimen is wiped with a towel &Weighed to get the surface-dry mass.
Figure 3.9: Steps of Bulk Specific Gravity Test
39
i. Specimens that have been prepared are immersed in the water bath
for 30 to 45 minutes at a maintained temperature of 60 ±10C ;
ii. The guide rods and the tests heads are cleaned prior to carrying
out the test. Also, the guide rods shall be lubricated so that the
upper test slides freely over them;
Figure 3.12: Lubricating of the guide and its rods prior to testing
iv. Specimen then is removed from the water bath and be placed in
the lower segment of the breaking head;
v. After that, the upper segment of the breaking head is placed on the
specimen. The complete assembly is then located in its position on
the testing machine;
vi. The flow meter is placed in position over one of the guide rods;
vii. Then, adjust the flow meter to zero while holding the sleeve
firmly;
ix. As the applied load is started to decrease, the dial reading is taken
and recorded as the maximum applied load the sample can sustain
(the stability force);
x. Record the last reading of the flow meter. This value will be taken
as the flow value in mm unit;
The total volume of small pockets of air between the coated aggregate
particles in a compacted paving mixture, expressed as a percentage of the bulk
volume of the compacted paving mixture is defined as the total volume of voids in
mixture (VTM).Voids in total mix can be calculated using this formula :
The voids in the mineral aggregate VMA are defined as the intergranular void
spaces between aggregate particles in a compacted paving mixture that include the
air voids and the effective asphalt content (volume of asphalt not absorbed into the
aggregates), expressed as a percentage of the total volume of the compacted paving
mixture. In other words, VMA is the total volume of voids within the mass of the
compacted aggregate. The VMA can be determined by using the following equation:
Voids filled with asphalt VFA, is defined as the percent of the volume of
VMA that is filled with asphalt cement.VFA can be calculated using the following
formula:
44
From density and voids analysis, and results from stability and flow test,
results will be plotted as following:
For Stone Mastic Asphalt mixtures (SMA14 and SMA20), the optimum
asphalt content shall be determined by averaging four values of the asphalt content
determined as follows:
iii. Peak of curve taken from the bulk specific gravity graph.
The individual tests values (Stability, Flow, VMA and VTM) for stone mastic
asphalt mixtures at the mean optimum bitumen content shall be read from the plotted
smooth curves and comply with the design parameters given in table 3.10 below.
After obtaining the optimum bitumen content, two beams from each mixture
type will be prepared and tested to evaluate rutting potential of each specific mixture.
Beams are of dimension (407mm × 90 mm × 443 mm) and will be tested using the
Three-Wheel immersion Tracking Machine shown in figure 3.17.
A simple trial and error method is usually carried out to determine the
appropriate number of roller passes for a compaction purpose. The numbers of roller
passes have been initially suggested are 20, 30, 40, 80, 100, 150 and 200 passes. The
test procedure is listed as below:
iv. The initial number of roller passes are suggested to be 20, 30, 40,
80, 100, 150 and 200 respectively;
vi. Once beams have been cooled, they are extruded from the mould
and Bulk Specific Gravity test of Compacted Bituminous
Mixtures Using Saturated Surface-Dry Specimens (ASTM D
2726) is conducted;
vii. Voids in total mix is then calculated for all mixtures and plotted
against the number of passes;
i. First, the well-compacted samples are placed into the oven for
approximately 3-5 hrs at a temperature of 60°C;
iii. Before conducting the test, samples are placed in the tracking
machine and immersed in water path for 30 minutes;
iv. The wheel is tracked back and forth with a travel speed about 40
passes/min;
vi. Rutting depth is recorded after 500, 1000, 2000 and 5000 passes
respectively;
vii. The reading will be taken at three different placed of each beam to
obtain the average rut depth value;
49
3.7 Specification
The outcome results from the laboratory work will be analyzed and presented
in such a way that reflects the objective of the research. Results will be recorded and
presented as shown in Table 3.11 below.
50
Lastly, results will be presented and plotted on four different graphs, which
are flow versus rut depth, stability versus rut depth, flow versus stability and stiffness
versus rut depth. This aims to evaluate the relationships between the four main
parameters that are related to pavement performance.
CHAPTER IV
4.1 Introduction
The analysis process of all data obtained by the laboratory work will be
discussed in depth in this chapter. Several tests have been conducted to determine
stability, flow and rut depth values of five different HMA mixtures, which are
(ACW10, ACW14, ACB28, SMA14 and SMA20). These results were obtained
based on the optimum bitumen content that had been determined from Marshall Mix
design method. Tests that were carried out include: dry and washed sieve analysis,
specific gravity for coarse and fine Aggregate test, Marshall Mix design to obtain the
optimum bitumen content, stability and flow test and evaluation of rut depth using
the Three-Wheel immersion tracking machine.
105
100
95
90
85
80
75
70
65 Lower Limit
60
% Passing
55 Upper Limit
50 Mix Design Curve
45
MDL
40
35
30
25
20
15
10
5
0
0 0.25 0.5 0.75 1 1.25 1.5 1.75 2 2.25 2.5 2.75 3 3.25 3.5
Sieve Size ^0.45
Figure 4.1 (a) Gradation limits and mix design curve for ACW10
105
100
95
90
85
80
75
70
65 Lower Limit
60
% Passing
Upper Limit
55
Mix Design Curve
50
MDL
45
40
35
30
25
20
15
10
5
0
0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00 4.25
Sieve Sixe ^0.45
Figure 4.1(b): Gradation limits and mix design curve for ACW14
105
100
95
90
85
80
75
70
65
60 Lower Limit
%Passing
55 Upper Limit
50 Mix Design
45 MDL
40
35
30
25
20
15
10
5
0
0.00 0.50 1.00 1.50 2.00 2.50 3.00 3.50 4.00 4.50 5.00 5.50
Sieve Size ^0.45
Figure 4.1(c): Gradation limits and mix design curve for ACB28
110
105
100
95
90
85
80
75
70 Lower Limit
65
% Passing
60 Upper Limit
55 Mix Design
50
45 MDL
40
35
30
25
20
15
10
5
0
0.00 0.25 0.50 0.75 1.00 1.25 1.50 1.75 2.00 2.25 2.50 2.75 3.00 3.25 3.50 3.75 4.00 4.25 4.50
Sieve Size ^0.45
Figure 4.1(d): Gradation limits and mix design curve for SMA14
105
100
95
90
85
80
75
70
Lower Limit
65
60 Upper Limit
% Passing
Figure 4.1(e): Gradation limits and mix design curve for SMA20
Sieve analysis was conducted as the first step in Marshall Design process to
divide aggregates into different sizes and obtain the desired aggregate gradation
required for each mixture design. The aggregate gradations for different mixtures
were used in this project are shown in appendix A.
Washed-sieve analysis was conducted after all the aggregates samples had been
prepared. This test was carried out to get the amount of filler (aggregate with size
smaller than 75µm) coated on the courser aggregates to determine the required
amount of fillers need to be added for each mixture type. Appendix A shows the wet
sieve analysis results of all mixtures.
Bulk specific gravity of coarse and fine aggregates was determined form the
laboratory tests. Aggregates used in this research were provided from two different
sources (quarries). Aggregates for ACW mixtures were supplied from MRP quarry.
Whereas for SMA mixtures, aggregates were supplied from handsun quarry.
Based on the aggregate gradation for mixes design, tests were conducted to
determine the bulk specific gravity for aggregate from different sources. For ACW
mixtures, test was carried out based on ACW10 aggregate gradation. By identifying
the percentage of coarse, fine aggregate and mineral filler, the bulk specific gravity
of blend aggregate was determined. For SMA mixtures, aggregate gradation for
58
SMA14 was used to determine the specific gravity of coarse and fine aggregates.
Steps of calculating the bulk specific gravity are shown in Appendix B
Samples were prepared for testing for both sources of aggregate. For
asphaltic concrete for wearing and binder coarse, sample of coarse aggregate used to
determine its specific gravity has been prepared based the aggregate gradation for
ACW10. Aggregate size in the range of 20mm to 5mm was considered as coarse
aggregate when preparing sample for specific gravity determination. The obtained
results of coarse aggregate specific gravity of different mixtures are clarified in table
4.2 below.
Table 4.2: Bulk specific gravity of coarse aggregate for different mixtures
Mixture type ACW10 ACW14 ACB28 SMA14 SMA20
Coarse Aggregate Specific
2.586 2.586 2.586 2.611 2.611
Gravity (S.Gbulk)
Sizes of aggregate that were considered as fines to find its specific gravity
were from 3.35mm and below. This also was based the aggregate gradation for
asphaltic cement for wearing coarse ACW10 and fro Stone Mastic Asphalt SMA 14.
The obtained results of fine aggregate specific gravity of different mixtures are
shown in Table 4.3 below.
59
Table 4.3: Bulk specific gravity of fine aggregate for different mixtures
Mixture type ACW10 ACW14 ACB28 SMA14 SMA20
Fine Aggregate Specific
2.522 2.522 2.522 2.707 2.707
Gravity(S.Gbulk)
Ordinary Portland Cement (OPC) has been largely used as filler material for
Marshall Mix .Therefore; it was used in this research as well. It serves as a pond
agent in asphaltic mixtures between aggregate and bitumen. According to previous
work has been carried out in Highway & Transportation laboratory at UTM, the
specific gravity of the OPC was 2.980.
Based on the percentage of Coarse, Fine aggregate and mineral filler of each
mixture, the bulk specific gravity of aggregate blend for each mix design was
determined. Table 4.4 shows the results were obtained for different mixtures. By
identifying the specific gravity of coarse and fine aggregate and the percentage of
coarse, fines and mineral filler for each mixture, the bulk specific gravity of total
mixture could be determined.
The specific gravity of blend has been determined by using the following
equation:
60
100
S.GBlend ( bulk) =
(% coarse Agg. / SG coarse) + (% fine Agg. / SG fin e) + (% filler / SG filler)
100
S.GBlend (ACW10) = = 2.551
(35 / 2.586) + (63 / 2.522) + (2 / 2.98)
Bitumen of 80/100 PEN (penetration) grade was used in this study for
asphaltic concrete for wearing and binder coarse mixtures. Whereas for Stone Mastic
Asphalt mixture, Bitumen of PG76 performance grade was used. Previous studies
that have been conducted in Transportation and Highway laboratory at UTM
concluded that specific gravity of bitumen was (1.03) for both types.
Two methods can be used to calculate the maximum specific gravity of loose
asphaltic mixture. The laboratory test (Rice Method) was used in this research. By
doing so, the theoretical maximum density of loose mixture can be calculated
directly. Table 4.5 shows the obtained results from the laboratory test for all mixtures
used in this research.
TMD = 100
(% coarse agg. / SGeff. blended) + (% bitumen / SGbitumen)
Table 4 .6 shows the maximum specific gravity at each asphalt content for each
mixtures used in this research.
Table 4.6: Theoretical Maximum density at each asphalt Content for each asphaltic
mixture
Asphalt Maximum Specific Gravity (Gmm) T.M.D
Content % ACW10 ACW14 ACB28 SMA14 SMA20
3.50 - - 2.481 - -
4.00 - - 2.463 - -
4.50 - 2.445 2.446 - -
5.00 2.435 2.427 2.428 2.449 2.452
5.50 2.418 2.410 2.411 2.432 2.434
6.00 2.401 2.393 - 2.414 2.416
6.50 2.384 2.376 - 2.397 2.400
7.00 2.367 - - 2.380 2.383
OBC 2.387 2.435
Table 4.7: Effective Specific Gravity of each mixture used in this research
Mixture type ACW10 ACW14 ACB28 SMA14 SMA20
Combined aggregate
specific gravity 2.624 2.614 2.615 2.641 2.644
(S.G effective blend)
The volumetric properties which includes voids in total mix (VTM), voids
filled with bitumen (VFB) and voids in mineral aggregate (VMA) for all types of
mixtures (ACW10, ACW14, ACB28, SMA14 and SMA 20) were calculated based
on the effective specific gravity of aggregate.
The voids in total mix were calculated based on the maximum specific
gravity of loose mixes (Gmm) and the bulk specific gravity of compacted mixes
(Gmb). Results were obtained are shown in Table 4.8.
There are various methods to obtain the optimum bitumen content of HMA
mixtures. The Asphalt Institute Method and National Asphalt Pavement Association
(NAPA) method are world well-known methods and have been used widely. In this
research, it was proposed to determine the optimum content according to JKR
requirements but due to difficulties in meeting the requirement of JKR specification
(getting the peak of Stability and Density curves), there has become possible to
follow NAPA method as an available proper option. According to this method, the
optimum asphalt content is selected in corresponding to 4% VTM.
After carrying out Marshall Mix design for all 5 mixtures and obtaining the
optimum asphalt content for each mixture, verification test was performed by
preparing 2 samples from each mix to evaluate volumetric properties, stability and
flow values using the OBC. Results are shown in Table 4.12.
ACW10 4.1 3% - 5%
ACW14 3.9 3% - 5%
VTM, % ACB28 4.1 3% - 7%
SMA14 4.2 3% - 5%
SMA20 4.1 3% - 5%
ACW10 18.2 -
ACW14 16.9 -
VMA, % ACB28 15 -
SMA14 23 Min. 17%
SMA20 21.9 Min. 17%
ACW10 77.2 70% - 80%
ACW14 77.1 70% - 80%
VFB, % ACB28 72.7 65% - 75%
SMA14 81.9 -
SMA20 81.6 -
ACW10 12370 Min. 8000 N
ACW14 11970 Min. 8000 N
Stability, N ACB28 7982 Min. 8000 N
SMA14 10490 Min. 6200 N
SMA20 9530 Min. 6200 N
66
ACW10 4.03 2 - 4 mm
ACW14 3.65 2 - 4 mm
Flow, mm ACB28 7.3 2 - 4 mm
SMA14 11 2 - 4 mm
SMA20 14 2 - 4 mm
ACW10 3096.4 Min 2000 N
ACW14 3230.1 Min 2000 N
Stiffness, N/mm ACB28 1099 Min 2000 N
SMA14 953.3 -
SMA20 680.7 -
Results achieved by Marshall Mix design method were acceptable. All values
of Optimum bitumen content were complied with the JKR requirements. Except for
SMA mixtures, where the obtained OBC values were complied with AASHTO
requirements, which specifies that the minimum OBC should be 6%. Verification has
approved that all volumetric properties, stability and flow values were complied with
the requirements of JKR specification
Once the optimum bitumen content of all mixtures had been obtained, two
beams from each mixture batched, mixed and compacted to be tested in the Three-
Wheel tracking machine for rutting evaluation.
JKR aspect, the number of roller passes was selected to be which produces VTM of
about 7% (the typical in-place air voids after construction and opening the road to
traffic).
Numbers of Roller passes that were initially used for the trial and error
method are 20, 30, 40, 80, 100, 150 and 200 passes receptively. Specific gravity of
each beam was determined in order to obtain the percentage of air voids after rolling.
By plotting the relationship of number of roller passes versus percentage of air voids,
the required number of passes was determined. It was concluded that the number of
roller passes required to produce 7% VTM was about 200 roller passes which was
selected to be the same number of roller passes for all mixtures. The process of
carrying out the trial and error method is shown in Appendix C.
Results from the trial and error method to determine the number of roller
passes required to produce the appropriate requirement of compaction density have
proven that as number of roller passes is increased, density is increased. On the other
hand, as number of roller passes is increased, the percentage of VTM showed the
opposite trend and decreased.
68
9.70
9.60
9.50
9.40
9.30
9.20
9.10
9.00
8.90
8.80
VTM %
8.70
R2 = 0.88
8.60
8.50
8.40
8.30
8.20
8.10
8.00
7.90
7.80
7.70
7.60
7.50
15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 125 130 135 140 145 150 155
Number of Roller Passes
Once the required number of roller passes had been identified, two beams of
each mixture were prepared to carry out the rutting evaluation test. The machine is
applicable to test three beams simultaneously. A total number of ten beams were
tested. Results were collected up to the maximum allowable number of rolling which
is 5000 roller passes. Results were obtained from this test are shown in Table 4.14.
25 ACW10
R2 = 0.990
22.5 ACB28
R2 = 0.988
20
SMA14
R2 = 0.995
17.5
SMA20
Rutting Depth (mm)
15
ACW14
12.5
Power (SMA20)
10
Power (SMA14)
5
R2 = 0.995
Power (ACW10)
2.5
0 Power (ACW14)
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 5500
Number of Roller Passes
Finally, stability, flow, stiffness and rut depth values of each mix at the
optimum bitumen content were collected and presented as shown in table 4.15.
Table 4.15: Stability, Flow, Stiffness and Rut depth of various asphaltic mixtures
Mixture Flow Stability Stiffness Rut Depth
Type (mm) (N) (N/mm) (mm)
ACW10 4.03 12370 3096.4 15.69
ACW14 3.65 11790 3230.1 14.81
ACB28 7.30 7982 1093.4 8.20
SMA14 11.00 10490 953.6 14.01
SMA20 14.00 9530 680.7 4.06
The obtained relationships between the four parameters that are related to
pavement performance (Stability, Flow, Stiffness and Rut depth) are drawn on
graphs 4.4(a) to (d) as shown below.
70
18.00
17.00
16.00
15.00
14.00
13.00
12.00
R u t D e p th (m m )
11.00
2 Series1
10.00 R = 0.656
Poly. (Series1)
9.00
8.00
7.00
6.00
5.00
4.00
3.00
2.00
7500 8000 8500 9000 9500 10000 10500 11000 11500 12000 12500
Stability (N)
16.00
15.50
15.00
14.50
14.00
13.50
13.00
12.50
12.00
11.50
R u t D e p th (m m )
11.00
10.50
2 Series1
10.00 R = 0.518
Power (Series1)
9.50
9.00
8.50
8.00
7.50
7.00
6.50
6.00
5.50
5.00
4.50
4.00
3.5 4 4.5 5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10 10.5 11 11.5 12 12.5 13 13.5 14 14.5
Flow (mm)
12500
12250
12000
11750
11500
11250
11000
10750
10500
S tab ility (N )
10250
R2 = 0.345 Series1
10000
Power (Series1)
9750
9500
9250
9000
8750
8500
8250
8000
7750
7500
3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 12.0 12.5 13.0 13.5 14.0 14.5
Flow (mm)
18.5
17.5
16.5
15.5
14.5
13.5
12.5
2
R u t D ep th (m m )
11.5
R = 0.490
Series1
10.5
Expon. (Series1)
9.5
8.5
7.5
6.5
5.5
4.5
3.5
2.5
500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000 3250 3500
Stiffness (N/mm)
4.12 DISCUSSION
Results of this research will be discussed in this part and conclusion would be
drawn based on it. The conclusion and recommendations will be presented in the
next chapter.
Results achieved by Marshall Mix design method were acceptable. All values
of Optimum bitumen content were complied with the JKR requirements. Except for
SMA mixtures, where the obtained OBC values were complied with AASHTO
requirements, which specifies that the minimum OBC should be 6%. Verification has
approved that all volumetric properties, stability and flow values were complied with
the requirements of JKR specification.
Results from the trial and error method to determine the number of roller
passes required to produce the appropriate requirement of compaction density have
proven that as number of roller passes is increased, density is increased. On the other
hand, as number of roller passes is increased, the percentage of VTM showed the
opposite trend and decreased.
It was observed that from the Three-Wheel immersion tracking machine test,
the relationships between flow and stability is weak which indicated a poor
correlation with R² value of 0.345. Results show that as flow is increased, stability is
increased which is not acceptable.
By plotting the relationships between flow and rut depth, the trend indicated
that while flow value is increased, rut depth shows an opposite intend and decreased
73
REFERENCES
3. Harold N. Atkins, PE. “Highway materials, soils and concrete”. 4th edition;
2004.
7. Van de Loo, P.J “Creep Testing, a Simple Tool to Judge Asphalt Mix
Stability.” Proceeding of the Association of Asphalt Paving Technologists,
Volume 43; 1974.
76
8. Ray Brown, Prithvi Kandhal and Jingna Zhang “Performance Testing for Hot
Mix Asphalt, Executive Summary”. NCAT Report No. 2001-05A, Nov. 2001.
15. Stephen A. Cross, Alex Ad-Osei, and Mohd Rosli Hainin “Effects of
aggregate gradation on performance of asphalt mixtures”; JAN1999.
19. Myron Thiessen, Ahmed Shalaby, Leonnie Kavanagh “Strength testing of in-
service asphalt pavement in Manitoba and correlation to rutting”; 2000.
APPENDIXES
79
APPENDIX A
1) Aggregate gradation
Table A2.1: Aggregate gradation & required weight of each aggregate size for
ACW10 mixture
Sieve Size Percent Percent Weight required Cumulative
Size^0.45
mm Passing retained (gm) Weight
14 3.279 100 % 0% 0 0
10 2.818 95 % 5% 60 60
5.0 2.063 65 % 30 % 360 420
3.35 1.723 56 % 9% 108 528
1.18 1.077 27 % 29 % 348 876
0.425 0.680 15 % 12 % 144 1020
0.150 0.426 10 % 5% 60 1080
0.075 0.312 6% 4% 48 1128
PAN - - 6% 72 1200
∑ =100 % ∑ = 1200
Table A2.3: Final Aggregate gradation used to prepare Marshall samples For
ACW10 after determining amount of dust content coated oaggregates
Sieve Cumulative
% @ @ @ @ @
Size Weight of
retained 5.0 % 5.5 % 6.0 % 6.5 % 7.0 %
mm agg.
14 0% 0 0 0 0 0 0
10 5% 60 60 60 60 60 60
5.0 30 % 420 360 360 360 360 360
3.35 9% 528 108 108 108 108 108
1.18 29 % 876 348 348 348 348 348
0.425 12 % 1020 144 144 144 144 144
0.150 5% 1080 60 60 60 60 60
0.075 4% 1128 48 48 48 48 48
OPC 2% 1152 24 24 24 24 24
Added
0% 0 0 0 0 0 0
Dust
Weight of
- - 60.63 67.04 73.53 80.08 86.70
bitumen
Total
Weight - - 1212.63 1219.04 1225.53 1232.08 1232.7
of sample
84
Table A3.1: Aggregate gradation & required weight of each aggregate size for
ACW14 mixture
Sieve Size Percent Percent Weight required Cumulative
Size^0.45
mm Passing retained (gm) Weight
20 3.850 100 % 0% 0 0
14 3.279 93 % 7% 84 84
10 2.818 79 % 14 % 168 252
5 2.063 56 % 23 % 276 528
3.35 1.723 47 % 9% 108 636
1.18 1.077 23 % 24 % 288 924
0.425 0.680 14 % 9% 108 1032
0.15 0.426 10 % 4% 48 1080
0.075 0.312 6% 4% 48 1128
PAN 0 0% 6% 72 1200
∑ =100 % ∑ = 1200
Table A3.3: Final Aggregate gradation used to prepare Marshall samples for
ACW14 after determining amount dust content coated an the aggregate
Sieve Cumulative
% @ @ @ @ @
Size Weight of
retained 5% 5.5 % 6% 6.5 % 7%
mm agg.
14 0% 0 0 0 0 0 0
10 5% 60 60 60 60 60 60
5.0 30 % 420 360 360 360 360 360
3.35 9% 528 108 108 108 108 108
1.18 29 % 876 348 348 348 348 348
0.425 12 % 1020 144 144 144 144 144
0.150 5% 1080 60 60 60 60 60
0.075 4% 1128 48 48 48 48 48
OPC 2% 1152 24 24 24 24 24
Added
0.43 % 1157.2 5.2 5.2 5.2 5.2 5.2
Dust
Weight
of - - 60.63 67.04 73.53 80.08 86.70
bitumen
Total
Weight
- - 1217.83 1224.24 1230.73 1237.28 1243.90
of
sample
86
Table A4.1: Aggregate gradation & required weight of each aggregate size for
ACB28 mixture
Sieve Size Percent Percent Weight required Cumulative
Size^0.45
mm Passing retained (gm) Weight
37.5 5.109 100 % 0% 0 0
28 4.479 95 % 5% 60 60
20 3.850 85 % 10 % 120 180
14 3.279 70 % 15 % 180 360
10 2.818 56 % 14 % 168 528
5 2.063 36 % 20 % 240 768
3.35 1.723 28 % 8% 96 864
1.18 1.077 17 % 11 % 132 996
0.425 0.680 10 % 7% 84 1080
0.15 0.426 5% 5% 60 1140
0.075 0.312 4% 1% 12 1152
Pan 0 0% 4% 48 1200
∑ =100 % ∑ = 1200
Table A4.3: Final Aggregate gradation used to prepare Marshall samples for ACB28
after determining amount dust content coated an the aggregate
Sieve Cumulative
% @ @ @ @ @
Size Weight of
retained 3.5 % 4.0 % 4.5 % 5.0 % 5.5 %
mm agg.
37.5 0% 0 0 0 0 0 0
28 5% 60 60 60 60 60 60
20 10 % 180 120 120 120 120 120
14 15 % 360 180 180 180 180 180
10 14 % 528 168 168 168 168 168
5.0 20 % 768 240 240 240 240 240
3.35 8% 864 96 96 96 96 96
1.18 11 % 996 132 132 132 132 132
0.425 7% 1080 84 84 84 84 84
0.150 5% 1140 60 60 60 60 60
0.075 1% 1152 12 12 12 12 12
OPC 2% 1176 24 24 24 24 24
Added
0.1291% 1177.55 1.55 1.55 1.55 1.55 1.55
Dust
Weight
of - - 42.70 49.10 55.50 62.00 68.60
bitumen
Total
Weight
- - 1220.25 1226.65 1233.1 1239.55 1246.15
of
sample
88
Table A5.1: Aggregate gradation & required weight of each aggregate size for
SMA14 mixture
Sieve Size Percent Percent Weight required Cumulative
Size^0.45
mm Passing retained (gm) Weight
25 4.256 100 100 100 0
19 3.762 100 % 0% 0 0
12.5 3.116 100 % 0% 0 0
9.5 2.754 77.5 % 22.5 % 270 270
4.75 2.016 31.5 % 46 % 552 822
2.36 1.472 20 % 11.5 % 138 960
0.6 0.795 14 % 6% 72 1032
0.3 0.582 13.5 % 0.5 % 6 1038
0.075 0.312 9% 4.5 % 54 1092
Pan 0 0% 9% 108 1200
∑ =100 % ∑ = 1200
Table A5.3: Final Aggregate gradation used to prepare Marshall samples for SMA14
after determining amount dust content coated an the aggregate
Sieve Cumulative
% @ @ @ @ @
Size Weight of
retained 5.0 % 5.5 % 6.0 % 6.5 % 7.0 %
mm agg.
25 4.256 0 0 0 0 0 0
19 0% 0 0 0 0 0 0
12.5 0% 0 0 0 0 0 0
0.6 6% 1032 72 72 72 72 72
Table A6.1: Aggregate gradation & required weight of each aggregate size for
SMA20 mixture
Sieve Size Percent Percent Weight required Cumulative
Size^0.45
mm Passing retained (gm) Weight
25 4.256 0 0 0 0
19 3.762 100 % 0% 0 0
12.5 3.116 90% 10 % 120 120
9.5 2.754 70 % 20 % 240 360
4.75 2.016 24 % 46 % 552 912
2.36 1.472 20 % 4% 48 960
0.6 0.795 14 % 6% 72 1032
0.3 0.582 13.5 % 0.5 % 6 1038
0.075 0.312 9% 4.5 % 54 1092
Pan 0 9% 108 1200
∑ =100 % ∑ = 1200
Table A6.3: Final Aggregate gradation used to prepare Marshall samples for SMA20
after determining amount dust content coated an the aggregate
Sieve Cumulative
% @ @ @ @ @
Size Weight of
retained 5.0 % 5.5 % 6.0 % 6.5 % 7.0 %
mm agg.
19 0% 0 0 0 0 0 0
2.36 4% 960 48 48 48 48 48
0.6 6% 1032 72 72 72 72 72
For example, at 5% asphalt content for ACW10, the required weight of asphalt is :
APPENDIX B
A) ACW10
100
S.G (blend) =
(%coarse Agg./SG coarse) + (%fine Agg./SG fin e) + (%filler/SG filler)
100
S.G (blend) =
(35 / 2.586) + (63 / 2.522) + (2 / 2.98)
= 2.551
96
B) ACW14
Due to using the same source of aggregate for ACW10,ACW14 and ACB28,
specific gravity of coarse and fine aggregate have been considered to be the same for
the three mixtures which is 2.586 for Coarse aggregate and 2.522 for fine aggregate.
= 2.557
C) ACB28
Due to using the same source of aggregate for ACW10,ACW14 and ACB28,
specific gravity of coarse and fine aggregate has been considered the same which are
2.586 for Coarse aggregate and 2.522 for fine aggregate.
= 2.570
97
D) SMA14
Sample 1 2
Sample 1 2
100
S.G (blend) =
(%coarse Agg./SG coarse) + (%fine Agg./SG fin e)
100
S.G (blend) =
(68.5 / 2.611) + (31.5 / 2.707)
= 2.641
E) SMA20
100
S.G (blend) =
(%coarse Agg./SG coarse) + (%fine Agg./SG fin e)
100
S.G (blend) =
(76 / 2.611) + (24 / 2.707)
= 2.634
99
APPENDIX C
A) ACW10
B) ACW14
C) ACB28
D) SMA14
E) SMA20
APPENDIX D
103
2) ACW14
104
3) ACB28
105
4) SMA14
106
5) SMA20
107