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Ministry of Transport (MOT) General Directorate for Materials and Research

Hot Asphalt Mix Design System

Using Superpave System Detailed in Asphalt Institute SP-2 and the AASHTO 2005 Standards

Sha aban 1427H Spetember 2006

Table of Contents
Section 1 - GLOSSARY ---------------------------------------------------------4 Section 2 - Hot-Asphalt Mix Design System ----------------------------------8 1-1 Introduction -------------------------------------------------------------------8 1-2 Superpave Design Parameters: ---------------------------------------------8 1-2-1 Traffic --------------------------------------------------------------------9 1-2-2 Nominal Maximum Size (NMS) --------------------------------------9 1-2-3 Location: -----------------------------------------------------------------11 1-3 Selection of HMA Properties & Requirements: --------------------------12 1-4 Overview of Superpave Mix Design Process -----------------------------14 1-4-1 Step1: Selection of Materials ------------------------------------------15 1-4-2 Step2: Selection of a Design Aggregate Structure (DAS)----------17 1-4-4 Step 3: Selection of the Design Asphalt Content--------------------20 1-4-5 work Instruction of Step 3- Selection of DAC ----------------------21 1-4-6 Nmax Verification--------------------------------------------------------23 1-4-7 Step 4: Evaluation of the Strength and the Moisture Sensitivity --23 1-5 Field Control and Allowable Tolerances ----------------------------------25 6.1 Job Mix Design Proposal: ------------------------------------------------25 1-5-2 Acceptance of Job Mix Formula: -------------------------------------27 1-5-3 Job Mix Formula Revisions:-------------------------------------------28 1-5-4 Construction Quality Control: -----------------------------------------28 Appendix (A): Accreditation RequirementsOf Polymer Modified Binder ProducersMeeting Temperature and Traffic Conditions Prevailing in the Kingdom Of Saudi Arabia -------------------------------------------------------31 A-1 Introduction:------------------------------------------------------------------32 A-2 Asphalt Binder ---------------------------------------------------------------32 A-2-1 Neat Asphalt Binder (NAB) ------------------------------------------34 A-2-2 Polymer Modified Binder (PMB): -----------------------------------34 A-3 Requirements for Accreditation of PMB Producers ---------------------39

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Preface By H.E. Dr. Jobarah bin Eid Al-Suraisry Minister of Transport

The

road sector

in the

Kingdom Of Saudi Arabia has witnessed over the last few years an exceptional increase in road lengths, whereby all cities and towns are today ideally connected by a modern road network matching the highest international standards. Such an achievement was only possible primarily with the help of Almighty God and then due to the unlimited support of our prudent government under the leadership of the Custodian of the Two Holly Mosques King Abdullah bin Abdul-Aziz, and his Crown Prince, Prince Sultan bin Abdul-Aziz. This quantitive development and expansion of road lengths were associated with a quantitive advancement of technical aspects, i.e. methods of design, construction and maintenance. The most recent development in this respect is the state- of - the H art technology for
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the mix designs used in the construction of asphalt pavements H called ISuperpave Asphalt Mix Design System.J I am pleased to introduce this Manual which describes the method and provides a uniform application procedure to all interested parties. This Manual would further assist the designer in understanding the basic design criteria and steps. With best wishes of success.

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Presentation By H. E. Eng. Abdullah bin Abdul-Rahman Al-Mogbel Deputy Minister of Transport For Roads

The road network in the Kingdom of Saudi

Arabia is the most modern and highly developed one in the region. The Ministry of Transport has pursued the modernization of this network by expanding the number and total lengths of roads. Consequently, the total length of paved roads today is more than fifty thousand kilometers (50.000 km). To ensure the high quality and soundness of constructed works, the Ministry applied the latest international standards and state H of - the- art technologies in the fields of design, construction and material processing. Research and studies had also received high consideration due to their vital importance in the selection of specifications, materials and appropriate technologies which suit the KingdomKs unique conditions. As asphalt layers constitute the final and most important part of the pavement structure since they are the primary recipient of loads, the Ministry has thus adopted the new techniques which can improve the performance of asphalt pavements. Such techniques include the use
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of additives, modern equipment and advanced design methods because a well-designed and balanced asphalt mix determines its capability to resist loads an operational changes. Marshall method is one of the conventional techniques for the design of asphalt mixes and it is widely adopted world-wide. This method was initially developed by the U.S. Corps of Engineers in 1940, namely by Mr. Bruce Marshall who was one of the engineers of the Mississippi Department Of Transpiration. The aim of the test at the beginning was to determine the strength of the mixture after sample compaction under a certain standard stress. Subsequently the test had changed into a design method through which the optimum asphalt content can be identified. This method is still applied by most countries world H wide in designing asphalt mixes. However, some of the most apparent deficiencies of Marshall method are its empirical nature and lack of scientific background, the fact that it does not take into consideration the traffic and temperature of the project, also the compaction does not simulate the actual paving and finally the designer cannot identify the performance of the mix after use as a result of high temperature and traffic. To overcome such deficiencies a new technology has emerged called I Superior Performing Asphalt PavementsJ i.e. Superpave System. This method was largely effective in solving the asphalt mix problems resulting from loads and temperature variations. It is now considered as the alternative method for designing and making asphalt mixes as it can avoid the shortcomings and limitations of the conventional method. Before Superpave System was applied in the U.S.A, it had undergone adequate research and studies for many years until it was finally recognized as an international method
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adopted by many countries. This is because it depends- in designing asphalt mixes H on the use of the appropriate asphalt binder which conforms with the vehicle H induced loads and the temperature in the region where the road is intended to be constructed. As a preliminary step towards the application of the Superpave System, the Ministry had made a contract with one of the local consultants to supply the MinistryKs Laboratory with the relevant equipment, conduct a training program for the MinistryKs staff and test a number of asphalt additives (Polymer) which are available in the local market. The aim of such a test was to determine the conformity of these additives to the Superpave asphalt blinder specifications. Various asphalt mixes were designed by using those additives to ensure their good quality and relevance to the local conditions. In view of study findings, the Ministry decided to adopt the Superpave System in designing the asphalt mixes for all projects. In order to unify and standardize the design of asphalt mixes according to Superpave, the Ministry has prepared this Manual entitled I MOT Hot Mix Asphalt Design system " using Superpave System incorporated in the Asphalt InstituteKs Manual No.SP-2 and AASHTO 2005. The Ministry advises all contractors and consultants who are associated with its projects to abide by the steps and instructions given in this manual in pursuit of the public interest.

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Acknowledgement
The Ministry of Transport (MOT) would like to thank all those who contributed to the preparation and production of this Manual in its present shape. The efforts made in compiling the technical material and ultimately producing this publication is greatly appreciated by the MinistryKs officials. In this context special thanks go to Eng. Saad bin Mohamed Al-Sayari, the Director General of Materials and Research Dept., and Eng. Mohamed bin Shafiq Azam the Director of Research. The Ministry is also grateful to Dr. Mohamed bin Ali Al-Dhalaan and Dr. Ibrahim bin Ahmad Al-Dubabe for their efforts and effective contribution to the preparation and review of the technical material. They showed interest and dedication to participating in whatever work that would develop the road industry in the Kingdom, and due to their past career as engineers with MOT (previously MOC) it was natural for them to keep close contacts and cooperation with the MinistryKs officials in spite of their tasks and responsibilities in the private sector.

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Section 1 - GLOSSARY
1.1 Superpave : is an abbreviation of Superior Performing Asphalt Pavement. SuperpaveTM is the final product of the SHRP Asphalt Research Program; (SHRP, 1987 to 1993) it is a Hot-Mix Asphalt (HMA) design system for new construction and maintenance projects. Superpave system consist the following steps: (1) Performance-Based Asphalt Binder Grading System (2) Performance-Based Specifications of Materials & HMA. (3) Test methods and practices for material selection & mix design. (4) Performance prediction of HMA. 1.2 Asphalt Binder Content (Pb): the percent by weight of asphalt binder in the total mixture. 1.3 Initial Trial Asphalt Binder (Pbi): the percent by weight of the asphalt binder in the total mixture for each trial blend in the selection of the Design Aggregate Structure (DAS). 1.4 Bulk Specific Gravity (G1, 2, to n; Gsb, Gmb): the ratio of the weight in air of a unit volume of a permeable material (including both permeable and impermeable voids connected to the surface of the aggregate particle) at a stated temperature relative to the weight in air of an equal volume of gas-free distilled water at the stated temperature. This definition generally applies to individual aggregate stockpiles (Gl through Gn), the blended aggregate (Gsb, AASHTO T84, T85 and T100) or the compacted mix (Gmb, AASHTO T166 or T275). 1.5 Effective Binder Content (Pbe): the volume of the asphalt binder that is not absorbed into the aggregate but remains in the mixture to coat the aggregate particles.
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TM

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1.6 Effective Specific Gravity (Gse): the ratio of the weight in air of a unit volume of a permeable material (excluding voids permeable to binder) at a stated temperature relative to the weight in air of an equal volume of gas-free distilled water at the stated temperature. 1.7 Maximum Specific Gravity (Gmm): the ratio of the weight of a given volume of voidless (Va=0) loose HMA at a stated temperature (usually 77 F (25 C)) to a weight of an equal volume of gas-free distilled water at the same temperature (AASHTO T209). 1.8 Voids in Mineral Aggregate (VMA): It is the total space between the aggregate particles in the compacted paving mixture which includes 1) the air voids (Va) and 2) the effective binder volume . The VMA is defined as the volume of void space between the aggregate particles before adding the binder. Note: mineral aggregate is the aggregate which dose not
include any organic material but it is the material that consists of minerals and compounds such as calcium, silicon, etc .

1.9 Air Voids (Va): The total volume of the small pockets of air between the coated aggregate particles throughout a compacted paving mixture, expressed as percent of the bulk volume of the compacted paving mixture. 1.10 Voids Filled with Asphalt (VFA): the percentage portion of the volume of intergranular void space between the aggregate particles (i.e. VMA) that is occupied by the effective asphalt binder volume. It is expressed as the ratio of (VMA-Va) to the VMA. 1.11 Volume of Absorbed Binder (Vba): the volume of binder absorbed into the aggregate (equal to the difference in aggregate volume when calculate with the bulk specific gravity and effective specific gravity). 1.12 Dust to Binder Ratio (P0.075/Pbe): ratio by weight of the percentage of the aggregate passing the 0.075 mm sieve (P200) to the effective binder content (Pbe). 1.13 Standard Axle: is 8.2 ton (18,000 lb) single axle with dual wheels; the center to center distance of dual wheels is 34.29 cm (13.5 in); the tire pressure is 0.517 MPa (75 psi).
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1.14 ESAL's:. ESAL is an abbreviation of Equivalent Single Axle Load. The equivalency factor is the number of repetition of the standard axle required to induce the same damage as the given axle. AASHTO Road Test has shown that an equivalent number of the standard axle can represent the damaging effect of the passage of an axle of any mass. This means that the ESAL is the number of applications of the standard axle that is equivalent in the damage to the pavement to an axle of any mass. The relationship is non-linear and is a fourth degree . For example, one application of a 16.2 ton single axle (36,000 lb twice as the standard axel) was found to cause damage equal to approximately sixteen applications of the standard axle; or one application of a 16.2 tons axle were required to cause the same damage or reduction in the pavement serviceability as sixteen applications of the standard axle. Also, one application of a 5.47 ton single axle (12,000 lb two thirds of the standard axel) was found to cause damage equal to approximately 0.2 applications of the standard axle; or five applications of a 5.47 tons axle were required to cause the same damage or reduction in the pavement serviceability as one applications of the standard axle. 1.15 Standard Sieves: Superpave standard sieve sizes are 50.0, 37.5, 25.0, 19.0, 12.5, 9.5, 4.75, 2.36, 1.18, 0.6, 0.3, 0.15 and 0.075 mm 1.16 Maximum Aggregate Size (MS): one standard size larger than the nominal maximum aggregate size (This definition applies only to Superpave mix design.) 1.17 Nominal maximum aggregate size (NMS): one standard size larger than the first sieve that retains more than 10 percent of the aggregate (this definition applies only to Superpave mix design). 1.18 Nini, Ndes and Nmax: These are the number of gyrations of the gyratory compactor at three compaction levels simulating the construction traffic for Nini, the design traffic for Ndes and the maximum anticipated densification by the highest traffic for Nmax 1.19 Design Aggregate Structure (DAS): the aggregate blend meeting all Superpave requirements.

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1.20 Design Asphalt Content (DAC): the percent by weight of the asphalt binder in the total mix selected at 4.0 % air voids in the mix meeting all Superpave requirements. 1.21 ePAVE3 TM: is a user-friendly menu driven Excel program for the Superpave mix design system. It is a decision making program that includes all the computations, requirements and comparisons to design hot mix asphalt for a given project. ePAVE3TM includes Superpave requirements based on the latest (to date) Asphalt Institute Superpave Mix Design ! Superpave Series No. 2 (SP-2), third Edition 2001 and last edition of AASTO 2005 including M323 specification "Standard Practice for Designing Superpave HMA", and R35. 1.22 SMDCP: The MOT of Transport "SUPEPRVAVE Mix Design Certification Program". 1.23 Polymer: An organic substance that is originated from petroleum gases. It is the product of a complicated chemical process. The word "polymer# originally consists of two words "poly# which means numerous and "meros# which means parts; therefore, polymer means the substance with many parts. Polymers can be either copolymers or homopolymers. The most common polymers that are used to modify the asphalt binder for road applications are either "Elastomers# such as SBS or "Plastomers# such as EVA and Polyethylene. 1.24 Neat and Polymer Modified Binder (PMB): neat binder is a black or dark brown material produced from refining of petroleum oil in petroleum refineries. The polymer modified binder is a neat binder that has been modified by the addition of polymers. The purpose of blending polymer and other chemical substances is to improve the neat binder Rheological properties to achieve the Performance Grade (PG) requirements of Superpave grading system. This process is complicated and involves accurate control of the process parameters such as mixing mechanism, temperature, time, concentration and blending details

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Section 2 - Hot-Asphalt Mix Design System 1-1 Introduction

The Hot-Asphalt Mix Design System was developed to assist the MOT engineers, technicians, consultants and contractors to design Hot-Mix Asphalt (HMA) using Superpave% system. It is the contractor full responsibility to select the applicable parameters for his project. This system was developed using the last editions of the Asphalt institute "Superpave Mix Design#, 2001, and AASHTO, 2005. The contractor shall provide one engineer or technician having the MOTSMDCP certificate to design the HMA in accordance to Superpave system. The contractor should use ePAVE33 Version 3.0-2006 or any other software or conduct calculation manually to perform all the Superpave computations and produce the design report. The design report must be in a similar format of ePAVE33 program to unify all reports that are submitted to the MOT to ease and simplify the review and approval process.

1-2 Superpave Design Parameters:

Before starting any HMA design using Superpave system for any project, the mixture and materials specifications and requirement must be identified. Superpave mix design system requires three parameters in order to design a mix. These Parameters are: 1) Expected traffic volume in the project. 2) Nominal Maximum Size(NMS) 3) Location of the project The contract documents shall specify and define the design parameters for the project. A brief description of the basic design parameters is given in the following sections.
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1-2-1 Traffic
In Superpave, Traffic is defined as the total anticipated project level equivalent single axle load (ESALs) on the design lane for a period of 20 years. To simplify the design process, traffic class designations for each ESALs that appears in the Superpave system is specified herein. If the contract documents do not specify the ESALs applicable to the project, the Engineer can use the information provided in Table-1 to select the traffic classes needed to establish Superpave criteria. Table 1: ESAL and Traffic Designation

Class Designation

ESALs Range

Applications

VL

Very Light

Less than 300,000

Agricultural roads with light traffic , local and city streets without trucks Agriculture, Feeder and collector roads

Light

300,000 to 3 million 3 million to 10 million 10 million to 30 million More than 30 million

M H VH

Medium Heavy Very Heavy

Main roads and city streets Highways and Expressway Heavily trafficked highways, industrial areas ...

1-2-2 Nominal Maximum Size (NMS)

Six Nominal Maximum Sizes (NMS) are identified in the Superpave system; these are 37.5, 25.0, 19.0, 12.5, 9.5 and, 4.75 mm as specified in Table-2.
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Table-2: SUAERPAVE Standard NMS mixtures Nominal Maximum Size (NMS) Maximum Size (MS)

37.5 mm 25.0 mm 19.0 mm 12.5 mm 9.50 mm 4.75 mm

50.0 mm 37.5 mm 25.0 mm 19.0 mm 12.50 mm 9.5 mm

The selection of design NMS for a specific layer is based on the general rule that the NMS does not exceed half to one-third (1/2 to 1/3) the layer thickness. If the contract documents do not specify the NMS for the project, the Engineer can use the above criteria and the information provided in Table-3 to select the NMS of the project. Table-3: Recommended NMS for Different Layer Types Layer Sand Mix Wearing coarse Base coarse Recommended NMS 4.75 mm 9.5 or 12.5 or 19.0 mm 25.0 or 37.5 mm

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1-2-3 Location:
The location includes two parameters, these are: A. The geographical location of the project from which the applicable binder PG can be selected from the temperature zoning map of Saudi Arabia.

Figure-1: Temperature Zoning Map and binder PG for the Kingdom of Saudi Arabia -"'/ !#,# 23(% *5 .2 , &3*4$% !#,% 23(% *5 .2 , -./ 0', 1 !#,# .! , &'()$%!*+$% !#, .! : !"#$% H.#$% 6B3!# ,-E'FB$% 3 G:$% "6373.8$% 9)!.$ -73:% :;<% = >$% ?',*@ A#'B ** 63:.C;D% 0'C"%)#$% =3*>: 6;% !" .2 1996/11/2 =1%)#$% J( 1417/6/20 ,63BG:$% ) 2).+.$ I3I+$%!*/ Source: Dr. Hamad. Al-Al-Abdlwahab, Dr. M. Farahat Ali, Eng. Ibrahim A Al-Dubabe, Eng. Ibrahim M. Asi, "Adaptation of SHRP Performance-Based Asphalt Specification to the Gulf Countries#, the Final Report, King Abdul Aziz City for Science and Technology1996

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B.

The location of the layer relative to the pavement surface. This is given by the depth, in mm, from the pavement surface to the layer for which the mix is to be designed. In Superpave, two sections are identified; these are the top 100 mm and the bottom 100 mm. If the layer completely falls in either parts then it is considered in that part, but, if less than 25% of the layer falls in the top layer then the layer can be considered in the bottom for the design purposes and if more,.

1-3 Selection of HMA Properties & Requirements:

Based on the specified design parameters (Traffic in ESAL, NMS, geographic location of the project and location of required layer to be designed), the mixture properties and requirements can be selected. These properties include compaction level, which can be identified from Table-4 and the properties of HMA, which can be identified from Table-5. : Table-4: Superpave Gyratory Compactive Effort (SGCE) Traffic (ESAL, million) VL (< 0.3) L (0.3 to 3) M to H (3 to < 30) VH (> 30) Nini 6 7 8 9 Gyrations Ndes 50 75 100 125 Nmax 75 115 160 205

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Table-5: Superpave Criteria for the Mixture Design

Criteria Traffic Class Designation (or ESAL, million)
VL Ninitial Ndesign Required Density (% Gmm) Nmax 37.5 Voids in the Mineral Aggregate (VMA % min) 25.0 19.0 12.5 9.5 4.75 37.5 25.0 Voids Filled with Asphalt, % 19.0 12.5 9.5 4.75 Dust Proportion (DP) Ratio, if gradation line is above the PCS Dust Proportion (DP) Ratio, if gradation line is below the PCS. Average Indirect Tensile Strength of the Dry Set in the Moisture Sensitivity Evaluation, kPa 64-80 67-80 70-80 70-80 70-80 70-80 64-78 65-78 65-78 65-78 65-78 65-78 < 98.0 11.0 % 12.0 % 13.0 % 14.0 % 15.0 % 16.0% 64-75 65-75 65-75 65-75 65-75 65-75 < 91.5 L < 90.5 96.0 M H < 89.0 VH

Nominal Important Note: mixtures Maximum with VMA greater than Size, mm 2.0% above the minimum should be avoided.

For all NMS DP = 0.6 - 1.2, for NMS 4.75 DP = 0.9 - 2.0

0.9 ! 1.6

Report

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1-4 Overview of Superpave Mix Design Process

According to SP-2 and AASHTO R 35, there are four major steps in the volumetric mix design process. These steps consist of (1) Material Selection, (Type of Binder and aggregate) (2) Selection of Design Aggregate Structure (DAS), (3) Selection of Design Asphalt Content (DAC (4) Evaluation of Strength and Moisture Sensitivity of the Mix.
Step 4: Strength and Moisture Sensitivity Evaluation Step 3: Selection of DAC Step 2: Selection of DAS Step 1: Selection of Materials
(Binder, aggregate and modifiers)

ePAVE3 should be used to assist in the preparation of the mix design and obtain the mix deign report summarizing the computations and test results. ePAVE3 mix design report shall be submitted to the Engineer for acceptance then to MOT for approval. MOT should specify the design parameters for the project (Traffic, NMS, and Location) in the contract documents or shall be specified by the Engineer.

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1-4-1 Step1: Selection of Materials

This process includes the selection of the asphalt binder PG (ABPG) and the aggregates that meet all Superpave criteria. The selection of ABPG necessitates an understanding of the climatic condition (e.g., temperature) in which the pavement will be constructed and operated. This includes both the average seven-day maximum high temperature and the single-day minimum low temperature for the last twenty years and the latitude for that particular geographic location. Based on these criteria, Superpave temperature zoning map, illustrated in Figure-1, was established for Saudi Arabia. The temperature zoning map of Saudi Arabia shall be used to determine the applicable ABPG for the project. If the project spans over more than one zone, use the highest PG; however, considerations can be given to split the project into two sections for each PG; in this case, more than one mix design should be prepared To account for traffic volume and speed or both, adjustments should be made to the selected ABPG from the map using information specified in Table-6. Increase the high temperature grade by the number of grade equivalents indicated in the table (one grade is equivalent to 6 oC); do not adjust the low temperature grade. Table 6: Asphalt Binder PG Adjustment for Traffic Level and Speed
Speed VL(<0.3) Standing (average speed < 20 km/h) Slow (average speed 20 to 70 km/h) Standard (average speed > 70 km/h) Note2 No adjustment No adjustment Traffic Class Designation (or ESAL, million) L(0.3to3) 2 1 No adjustment M(3to<10) 2 1 No adjustment
o

H(10to<30) 2 1 Note2

VH(>30) 2 1 1

Notes: (1) Increase the high temperature grade by one grade equivalent (i.e. 6 C). Do not adjust the low temperature grade (2) Consideration should be given to increasing the high temperature grade by one grade equivalent (i.e. 6 oC) (3) Practically, performance grade binders higher than PG 82-XX should be avoided. In case the required adjustment to account for traffic volume and speed would result in a grade higher than PG 82-XX, considerations should be given to specifying a PG 82-XX and increasing the design ESALs by one level (e.g. 10 to <30 million increased to &30 million)

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The requirements of the aggregate are selected based on the anticipated traffic and position of the layer within the pavement. The quality criteria for Superpave aggregates are summarized in Table-7. In order to be used in Superpave mixtures, the aggregate blends must meet two sets of criteria known as source properties and consensus properties. Source property requirements apply to each aggregate stockpile, but consensus properties apply to the combined blend of multiple stockpiles. The consensus properties are mandatory for all Superpave aggregate blends while; source properties are left to the contracts of the Ministry. a. Consensus Properties (Superpave Requirements): i. Coarse Aggregate Angularity, (CAA) AASHTOTP 61 ii. Fine Aggregate Angularity, (FAA) AASHTO T304-Method A iii. Flat and Elongated Particles (F&E) ASTM D4791 iv. Sand Equivalent, (SE) AASHTO T176 b. Source Properties (MOT Requirements): MOT General Specifications, Section 4.05.2.2, "Aggregate# establish the source properties. Source properties are considered specific to the geology of a particular region and the experience with local materials. i. Toughness AASHTO T96 ii. Soundness AASHTO T104 iii. Clay lumps & friable particles AASHTO T112 iv. Others Table 7 Superpave Criteria for Aggregate Consensus Properties
Traffic Class Designation (or ESAL, million)
VH(>30) H(10to<30) M (3 to<10) L (0.3 to 3) VL (< 0.3)

Layer Depth, mm < 100 mm > 100 mm < 100 mm > 100 mm

Property CAA, % min. FAA, % min.

100/100 100/100 45 45 50 10

95/90 80/75 45 40 45 10

85/80 60/45 40 45 10

75/50/40 40 40 10

55/-/40 -

SE, % min F&E, % max

Note: CAA values (X/Y) denotes that X% of the coarse aggregate has one fractured face and Y% has two or more fractured faces

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1-4-2 Step2: Selection of a Design Aggregate Structure (DAS)

Once a group of aggregates has been identified, these aggregates are combined at different percentages to produce at least three distinct blends conforming to Superpave gradation requirements presented in Table !8 according to designed NMS. Table - 8 Aggregate Gradation Requirements Control Points
Nominal Maximum Aggregate Size, mm - Control Point (Percent Passing) Sieve Size 37.5 mm 25.0 mm 19.0 mm 12.5 mm 9.5 mm 4.75 mm

Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. Min. Max. 50.0 mm 37.5 mm 25.0 mm 19.0 mm 12.5 mm 9.5 mm 4.75 mm 2.36 mm 1.18 0.075 mm 100 90 15 0 100 90 41 6 100 90 19 1 100 90 45 7 100 90 23 2 100 90 49 8 100 90 28 2 100 90 58 10 100 90 32 2 100 90 67 10 100 95 90 30 6 100 100 60 12

Primary Control Sieve (PCS) shown in Table! 9 can be used to determine if the nominated blend is fine or coarse gradation. If the gradation line passes below the PCS, it is considered as coarse graded and it is considered fine
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gradation if the line passes above the PCS. Table -9 Gradation Classification - PCS Control Points
9.5mm 2.36mm 47% 12.5mm 2.36mm 39% 19mm 4.75mm 47% 25mm 4.75mm 40% 37.5 mm 9.5mm 47%

Nominal Maximum Size Primary Control Sieve Size

%Passing PCS

Typically, three blends are developed ranging form the coarse to the fine side of the Superpave control points for a given nominal maximum size (note: control points and PCS differ for different NMS). After selecting a blend (i.e. from the three trial blends), the aggregate consensuses properties must be confirmed to meeting Superpave criteria by actual testing. The most difficult part of designing an aggregate structure is the creation of the VMA necessary to meet the volumetric criteria. The procedure is typically a trial and error process; however, there are some general guidelines that will assist in obtaining the VMA. The following recommendations may be tried to increase VMA: 1. Move the gradation away from the maximum density line; 2. Use highly angular particles; 3. Use particles with a rough surface texture; 4. Reduce the percent of natural sand and use more percent of the crushed sand; 5. Reduce the amount of P200 used in the HMA; and 6. Use S-shaped gradation curve. A good design aggregate structure is one that is economical and meets Superpave volumetric criteria.

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1-4-3 Work Instructions of Step 2 Selection of DAS

To select the design aggregate structure, do the following: 1. Obtain representative hot bin specimens from the plant. 2. Determine the consensus properties, water absorption, bulk and apparent specific gravities for each aggregate fraction according to MRDTM applicable standard procedures. 3. Grade the specimens using Superpave standard sieve set. 4. Input the values from two and three into ePAVE3 or combine manually. to develop three blends that meet the Superpave criteria (i.e. within the control points for the design NMS) 5. Estimate the initial trial asphalt binder content using ePAVE3 or by using formulas presented in ASSHTO R35. 6. Determine the mixing and compacting temperature for the proposed asphalt binder as follows: a. Measure the rotational viscosity using AASHTO T316 or ASTM D4402 at 135 C and 165 C. b. Input the measured viscosities into ePAVE3. ePAVE3 will generate the viscosity-temperature relationship. c. From the graph, determine:
The mixing temperature at a rotational viscosity of 0.17 ' 0.02 Pa.s. The compaction temperature at a rotational viscosity of 0.28 ' 0.03 Pa.s.

7. Prepare enough hot mix to make two 150 mm (or 100 mm) gyratory specimens and two specimens to measure the Maximum Specific Gravity (Gmm) for each blend at the estimated initial trial asphalt content. Note: small specimen size of 100 mm is used for mixes having NMS of 19.0 mm or below. 8. Leave the mix in the oven for two hours at the compaction
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temperature then compact two 150.0 mm (or 100 mm) specimens for each blend using the Superpave Gyratory Compactor (SGC) to Ndes according to AASHTO T312 (minimum number of specimens is six). 9. For the specimens that were compacted to Ndes, measure the bulk specific gravity (Gmb), and obtain the specimen height at Nini and Ndes from the gyratory compactor that is automatically recording the specimen height for each gyration. 10. Measure the Maximum Specific Gravity (Gmm) for two specimens for each blend according to ASSHTO T209. 11. Input the measured values into ePAVE3. ePAVE3 will perform the computations, display results, and check them against the criteria of the project. 12. Check the results given by ePAVE3 for the three blends and select the most conforming blend as the DAS; in case none of the three blends meets Superpave criteria, repeat the design by developing additional aggregate blends from the same source ; if the criteria is not met change the sources. Preparation of the binder and aggregate mixtures for the gyratory compactor (SGC) should be timed such that a minimum of 20 minutes is allowed between batches. Batched specimens should be conditioned in a closed draft oven for a minimum of 2 hours ' 5 minutes prior to compacting them in the SGC. Refer to AASHTO R30 for more details. The short time oven aging is performed to permit time for the aggregate to absorb the binder. All specimens including those for SGC and maximum specific gravity tests, should be cured the same amount of time.

1-4-4 Step 3: Selection of the Design Asphalt Content

The selected aggregate blend (DAS) will then be mixed with four different proportions of the binder as follows:
a. b. c. d. Estimated asphalt binder content corrected to give 4.0% air voids. Estimated asphalt binder content corrected to give 4.0% air voids minus 0.5 %. Estimated asphalt binder content corrected to give 4.0% air voids plus 0.5 %. Estimated asphalt binder content corrected to give 4.0% air voids plus 1.0 %.

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A sufficient amount of the proposed aggregate blend will need to be prepared to permit two specimens to be compacted in the SGC according to Superpave system for gyrations equal (Ndes), and the maximum specific gravity to be determined at each of the four binder contents. Preparation of the binder and aggregate mixtures for the SGC specimens should be timed such that a minimum of 20 minutes is allowed between batches. Batched specimens should be conditioned in a closed draft oven for a minimum of 2 hours ' 5 minutes prior to compacting them in the SGC. Refer to AASHTO R30 for more details. The short time oven aging is performed to permit time for the aggregate to absorb the binder. All specimens including those for SGC and maximum specific gravity tests, should be cured the same amount of time. The procedure used for design in the laboratory will need to closely match the field conditions at the time of construction. Failure to consistently test the materials at the same time interval may result in a highly erratic all specific gravity values and possibly failure to achieve the required VMA. After the necessary testing has been accomplished, the calculation of the volumetric parameters can begin. The averaged results of the various volumetric calculations need to be plotted relative to the corresponding binder content. The design binder content is selected as that which satisfies the specified volumetric criteria at 4 percent air voids (refer to AASHTO R35 for more details).

1-4-5 work Instruction of Step 3- Selection of DAC

To select the deign asphalt content, do the following: 1- After selecting the most conforming blend (DAS) from step 2, prepare enough hot mix to make two 150 mm (or 100 mm) gyratory specimen and two specimens to measure the Maximum Specific Gravity (Gmm) for four trial mixes using DAS of the selected blend and four asphalt binder levels as specified in item (1-4-4) herein. 1. Compact two 150.0 mm (or 100 mm) specimens for each mix using the Superpave Gyratory compactor to Ndes according to AASHTO T312 (total number of specimens are eight)
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2. For the specimens that were compacted to Ndes, measure the bulk specific gravity (Gmb), and obtain the specimen height at Nini and Ndes from the gyratory compactor that is automatically recording the specimen height for each gyration. 3. Input the measured values into ePAVE3. The program will perform all calculations, produce the results and compare the results with required mix design properties for the project. 4. ePAVE3 will generate the design curves, these are: a. % air voids vs. asphalt content. b. % VMA vs. asphalt content. c. % VFA vs. asphalt content. d. % Gmm at Nini vs. asphalt content. 5. From the percentage, air voids vs. asphalt content curve determine the design asphalt content (DAC) which corresponds to 4.0 % air voids. 6. Use the %VMA vs. asphalt content, %VFA vs. asphalt content % and %Gmm vs. asphalt content graphs to obtain the VMA, FVA and the % Gmm @ Nini values at the design asphalt content. 7. Input the DAC, %VMA, %VFA % and Gmm @ Nini into the appropriate cells in ePAVE3. ePAVE3 will perform the computations, display results, and check them against the criteria of the project. 8. If the mix properties at the design asphalt content conform to the Superpave criteria then go to the Nmax verification; if not then analyze, evaluate and modify the design as needed until the mix properties at the design asphalt content (DAC) conform to the criteria.

1-4-6 Nmax and Ndes Verification

After conforming to Superpave criteria, then do the Nmax verification as follows:
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1. Prepare enough hot mix at the selected gradation from (DAS) step 2 and the selected design asphalt content (DAC) from step 3, to compact two 150 mm (or 100 mm) specimens and two Gmm specimens. 2. Compact the specimens to Nmax using the gyratory compactor according to AASHTO T312. 3. Measure the Gmb at Nmax for the two specimens that were prepared using SGC and measure the Gmm. 4. Input the values into ePAVE3, which will perform the computations, provide the results, and compare them with the Superpave criteria. 5. Check the results of ePAVE3, if acceptable then the design is concluded if not then redesign the mix. After conforming that the mix properties at Nmax meet Superpave criteria, then do the Ndes verification as follows: 1. Prepare enough hot mix at the selected gradation from (DAS) step 2 and the selected design asphalt content (DAC) from step 3, to compact two 150 mm (or 100 mm) specimens and two Gmm specimens. 2. Compact the specimens to Ndes using the gyratory compactor according to AASHTO T312. 3. Measure the Gmb at Ndes for the two specimens that were prepared using SGC and use the Gmm from the previous step. Obtain the specimen height at Ndes and Nini from the gyratory compactor that is automatically recording the specimen height for each gyration. 4. Input the values into ePAVE3, which will perform the computations, provide the results, and compare them with the Superpave criteria. 5. Check the results of ePAVE3, if acceptable then the design is concluded if not then redesign the mix

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1-4-7 Step 4: Evaluation of the Strength and the Moisture Sensitivity of the Mixture.
The identification of the combination of a design aggregate structure and design binder content is now complete. The mixture now needs to demonstrate that it is capable of resisting the moisture induced damage. This evaluation is performed in accordance with AASHTO T 283-93, with the following exceptions: 1. Replace all of the requirements of Item 6 "Preparation of Laboratory Test Specimens) with "The loose mixture curing is accomplished by short term aging for 2 hours ' 5 minutes in accordance with AASHTO R30" no other curing is to be done. 2. Do the conditioning requirements in item 9 "Preconditioning of Test Specimens" according to sub-items 9.1, 9.2, 9.3.4.1 and 9.3.5 ONLY the other requirements specified on the other subitems are not required. Moisture sensitivity evaluation requires that a total of six specimens consisting of the proposed aggregate blend and binder at the design binder content, be prepared and compacted to approximately 7 ' 0.5% air voids. This group of specimens is divided into two subsets with three of the specimens being identified as the control specimens and the other three being identified as conditioned specimens. Follow item 9.1, 9.2, 10.1, 10.2 and 10.3 of AASHTO T283-93 to precondition and test the control subset. Follow items 9.3.4.1, 9.3.5, 10.1, 10.2 and 10.3 of AASHTO T283-93 to precondition and test the conditioned subset. At the end of the conditioning period all of the specimens are loaded to failure in indirect tension. Report the average Indirect Tensile Strength (ITS) of the dry subset in the mix design report (see Table-5) ; and if the ratio of the average strength of the conditioned subset to the control subset (retained strength) is more than or equal to 80% , then the mixture passes the test. If the retained strength is less than 80%, then the mixture fails. The retained
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strength can be increased by substituting part of the material finer than 0.075 mm by mineral admixtures or by using chemical anti-stripping agents (see sections 4.05.2.3 and 4.05.2.4 of MOT General Specification for more details). Prepare another six (6) specimens and test them as previously described. If this procedure does not improve the retained strength to more than 80%, then the design process should be repeated using different source.

1-4-8 Work Instructions of Step 4 Evaluation of Strength and the Moisture Sensitivity:
To check the Strength and the moisture sensitivity of the designed mix, do the following: 1. Prepare enough hot mix to make six 150 mm (or 100 mm) gyratory compactor specimens using the selected gradation (DAS) and the design asphalt content (DAC). 2. Use the Nmax verification densification data to identify the number of gyrations required to achieve 7.0 ' 0.5% % air voids (i.e. %Gmm = 92.5 to 93.5 %) 3. Compact six 150.0 mm (or 100 mm) specimens using the Superpave Gyratory Compactor according to AASHTO T312 compactor (total number of specimens are six) to a number of gyrations that will provide approximately 7.0 ' 0.5 % air voids 4. Use ASSHTO T 283-93 to test the six specimens noting the exceptions highlighted in step 4. 5. Input the measured values into ePAVE3. ePAVE3 will perform the computations and provide the results and compare them with the Superpave criteria 6. Check the results given by ePAVE3. Report the average ITS of the Dry group in the mix design report (see Table-5). If the ratio of the average ITS of the conditioned subset to the control subset is 80% or more, then the mixture passes the test if not consider redesigning the mix and use some additives.

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1-5 Field Control and Allowable Tolerances

In addition to the requirements and details specified herein, the Contractor shall prepare, mix and construct the bituminous concrete mixtures in accordance with Section 4.05 "Bituminous Concrete Pavements" in MOT General Specifications.

6.1 Job Mix Design Proposal:

A proposed Job Mix Formula (JMF) shall be formulated by the Contractor and submitted to the Engineer for approval. The JMF shall be prepared by the Contractor in precise compliance with Superpave system (i.e. procedures and requirements) set forth herein and all current circular letters issued by MOT. The Contractor shall select his sources of aggregate and bituminous material and, after sufficient quantities have been stockpiled or are available for use, obtain representative specimens of the materials and test to determine if they conform to the requirements of the specifications. At least thirty (30) days before producing bituminous concrete mixtures, the Contractor shall submit in writing to the Engineer, detailed information for each mix which he proposes to furnish. The information shall include, but not be limited to the following: 1. Copy of the SMDCP certificate obtained from MOT for the contractor engineer or technician who has prepared the mix design in accordance to Superpave. Also, copy of the SMDCP certificate of the consultant engineer or technician who has reviewed and approved the SUPERPAE mix design. 2. The source(s) of the aggregate for each mix. 3. Pertinent test data and a written certification that the aggregates conforms to all of the quality requirements specified herein and in Section 4.05.2.2, "Aggregate" in MOT General Specifications. 4. Type of Asphalt modifier intended to be used in the Project. The Asphalt binder modifier shall be an approved MOT modifier; along with the Certificate of Conformity of the modified asphalt binder to the required grade according to the Superpave Performance-Based
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Grading System presented in Appendix (A) in this Manual. 5. Pertinent test data on the type and properties of the asphalt binder, modified asphalt binder, mineral filler, and chemical admixtures/asphalt modifiers to be furnished. 6. Superpave mix design report in ePAVE3 format. 7. The type and location of plant to be used for mixing each mix. 8. The proposed beginning date for producing bituminous concrete mixtures. 9. Any other support data and information special to the project (e.g. technical data sheets of a polymer in case it was used.) The Engineer shall be provided access to the materials sampling and testing operations at all times. At the same time that the above information is provided, the Engineer shall obtain one hundred (100) kilogram specimens of each individual aggregate size, eight (8) liters of bituminous material and, when used, sufficient quantities of the mineral filler and the chemical admixture/asphalt modifier to complete two (2) proposed mix design checks, all representing the materials which the Contractor proposes to furnish. The final job mix formula shall be made by using hot-bins aggregate.

1-5-2 Acceptance of Job Mix Formula:

The Engineer shall review the JMF to determine that it contains all required information. If it does not contain all required information, it shall be returned within seven (7) days to the Contractor for further action and resubmission by the Contractor. If the proposed JMF contains all required information but fails to meet all of the requirements specified, it shall not be accepted by the Engineer and will be returned to the Contractor within fourteen (14) days. The Contractor shall prepare and submit to the Engineer a new JMF conforming to the requirements specified and propose a new date for beginning production of the bituminous mixtures. When the Engineer is satisfied that the JMF proposed by the Contractor
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conforms to all the requirements of the specifications, he shall order the Contractor to construct a minimum of two hundred (200) meter long field test strip; but, not exceeding one day's production. The test strip is used for three purposes: 1. To check the contractor ability to produce the approved mix within tolerances. 2. To check the contractor ability to construct and compact the mix to satisfy job specifications. 3. To check the riding quality according to circular number 21683 dated 21/4/1424 H. The Engineer shall evaluate the test strip as to its constructability and compactability and the mix for conformance to the laboratory tested JMF within the tolerances listed in Table 11, "Job Mix Formula Tolerances," herein. Five (5) specimens shall be obtained from the test strip and tested. The sampling, testing and evaluation shall be in accordance with section 4.5.8 "Quality Assurance Procedure" and section 1.08 "Acceptance of Work" of MOT General Specifications. If the Engineer is not satisfied with the results of the test strip, he shall state his objections in writing and request a revised JMF and a new test strip. If the asphalt binder content, combined aggregate and the volumetric properties of the plant mix conform to the approved JMF within the tolerances specified in Table-10, the test strip may be left in place. When the Engineer is satisfied that the JMF proposed by the Contractor conforms to all requirements of the specifications and the test strip results are acceptable, he will issue written acceptance to the Contractor to begin producing the proposed mixes. Production of bituminous concrete mixtures shall not begin until the Engineer has given written acceptance of the Job Mix Formula. The SUPERPAE mix design report, split samples of the hot mix and samples of raw materials along with the field laboratory test results of the test strip are to be sent to the Materials and Researches Departments Central Laboratory for final approval. Acceptance of the JMF by the Engineer does not relieve the Contractor of his obligation to produce bituminous concrete mixtures conforming to all specified requirements.
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1-5-3 Job Mix Formula Revisions:

The Contractor shall follow the instructions and requirements specified in section 4.05.3.3 "Job Mix Formula Revisions" of MOT General Specifications

1-5-4 Construction Quality Control:

Testing to control the quality of bituminous concrete mixtures produced shall be the responsibility of the Contractor. The Contractor shall carry this work in accordance to section 4.05.6 "Construction" of MOT General Specifications. For each class of bituminous concrete produced and each day's production, the Contractor shall perform one (1) complete Superpave analysis at Ndes including gradation and asphalt binder content, air voids, %VMA, %VFA, DP ratio, Indirect tensile strength on a specimen obtained from the discharge gate or hauling vehicle. In addition, the Contractor shall evaluate on a weekly basis the strength and moisture sensitivity of the mix from a specimen obtained from the discharge gate or hauling vehicle. Note: No
mixture conditioning is required when conducting quality control or quality assurance testing on plant-produced mixture.

Note: Replace Marshal with Superpave whenever it appears in the referenced sections from MOT General Specifications

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Table-10: Superpave Job Mix Formula Tolerances for HMA Plant Mix
JMF Tolerances Parameter Top 100 mm Asphalt Binder Content (DAC) Sieve Size 19.0 mm Sieve Size 12.5 mm Sieve Size 9.5 mm Sieve Size 4.75 mm Sieve Size 2.36 mm Sieve Size 0.15 mm Sieve Size 0.075 mm Air Voids (Va) Voids in Mineral Aggregate (VMA) Dust Proportion Dry Indirect Tensile Strength, kPa Moisture Sensitivity, Retained ITS , % ' 0.4 % ' 4% ' 4% ' 5% ' 4% ' 2.0 % ' 1.5 % ' 1.5% ' 2.0 % Bottom 100 mm ' 0.4% ' 6% ' 6% ' 6% ' 5% ' 1.5% ' 1.5 % ' 2.0 %

Within Requirements Report 80% minimum

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Appendix (A)
Accreditation Requirements Of Polymer Modified Binder Producers Meeting Temperature and Traffic Conditions Prevailing in the Kingdom Of Saudi Arabia

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A-1 Introduction:
MOT has approved the asphalt mix design system using the Superpave technology that includes grading of the asphalt binder shown in Table A-1. This grading system deals with the binder as a thermoplastic material behavior of which is controlled by temperature, load magnitude and rate of load application. Based on this new grading system, the locally produced binders from the Kingdom(s refineries were graded as Performance Grade (PG 64-10). This implies that producing a performance grade higher than PG 64-10 nictitates the addition of either Elastomerec or Plastomerec polymers and other chemical materials to the base asphalt (e.g. 60/70) (for more details about the definition of terminology used refer to section 1 of this Manual). The process of polymer modification of the neat asphalt binder must be accomplished in specialized mixing plants in order to obtain a totally consistent and homogeneous Polymer Modified Binder (PMB) that meets the specifications of the required performance grade. The MOT will not allow the production of the PMB in the project sites as this process requires specialized production machinery, testing apparatuses for quality control and qualified and trained staff. To organize the qualification of PMB producers and to assist them to obtain the MOT accreditation, this part of the Hot Asphalt Mix Design Manual was prepared.

A-2 Asphalt Binder

The asphalt binder materials that are required for the construction and maintenance of the roads in the Kingdom Of Saudi Arabia can be either Neat Asphalt Binder (NAB), which is unmodified, or Polymer Modified Binder (PMB); and in both cases, the asphalt binder must meet the performance-based specifications presented in AASHTO M320 and summarized in Table A-1.

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Table A-1: Performance-Graded Asphalt Binder Specification

Performance Grade Average 7-day maximum pavement design temperature, C Minimum pavement design temperature, C Flash point, T48: min. C Rotational viscosity, T316: maximum 3.0 Pa.s, test temp, C Dynamic shear, T315: G*/sinL, minimum 1.00 kPa, test temp. @ 10 rad/s, C 64 70 PG 64-10 < 64 > -10 PG 70-10 < 70 > -10 230 135 PG 76-10 < 76 > -10 PG 82-10 < 82 > -10

Requirements of the Fresh (Original) Binder

76

82

Requirements of the Rolling Thin-Film Oven Reside (T240) Mass change, maximum, percent 1.0 Dynamic shear, T315: G*/sinL, minimum 2.20 kPa, test temp. @ 10 rad/s, C 64 70 76 82

Pressure Aging Vessel Residue (R 28) PAV ageing temperature, C Dynamic shear, T315: G*xsinL, maximum 5000 kPa, test temp. @ 10 rad/s, C Creep stiffness, T313: S, maximum 300 MPa and m-value, minimum 0.300, test temp, C Direct tension, T314: Failure strain, minimum 1.0% test temp. @ 1.0 mm/min, C 31 34 110.0 37 40

A-2-1 Neat Asphalt Binder (NAB)

This type of binder consists of the asphalt binder that is directly produced from petroleum refineries owned by the Saudi Aramco. Currently, Saudi Aramco grades this asphalt binder as penetration grade 60/70; while, in Superpave grading system this type was graded to be of PG 64-10. Therefore, this type can only be used without modification in the projects that require PG of 64-10 in accordance to the Superpave mix design requirements.

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A-2-2 Polymer Modified Binder (PMB):

This type of binder consists of the neat asphalt binder that is modified by the addition of Elastomerec or Plastomerec polymers (for definitions refer to section one of this Manual) and some other chemical substances. Modified binder should be produced in specialized mixing plants in order to obtain a totally consistent and homogenous PMB meeting the requirements of the performance grade as illustrated by the Superpave system. Binders with performance grade higher than 64-10 must be produced by polymer modification of the neat binder according to the following requirements and instructions: 1- Raw Asphalt Binder: The raw asphalt binder that will be used to produce the PMB should consist of asphalt produced in Saudi Aramco petroleum refineries of type 60/70 confirming to paragraph 4.01.2.1 "Bituminous Paving Materials# of the general specifications of the MOT. 2- The Modifier: The polymer modifier either Elastomerec or Plastomerec that will be used to modify the raw asphalt binder to produce different types of PMBs must meet the requirements shown in Table A-2 in addition to the following requirements: a. It should be approved by MOT. b. It should be commercially available and supported by a certified mixing process that guarantees the proportional distribution of the materials and enables control of the quality and type of the polymer modified binder. The polymers that can be used are one of the following types: 1) Type-1: Elastomerec such as Styrene-Butadiene-Styrene Block-Polymers and Styrene !Butadiene according to ASTM D 5976... 2) Type 2: Plastomerec such as Ethyl-Vinyl-Acetate (EVA) according to ASTM D 5841.

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Table A-2: Requirements of PMB modified with Different Polymer Types

Requirement PMB modified with Type 1 Polymers ASTM (D5976) PMB modified with Type 2 Polymers ASTM (D5841) Reference Standard

Separation

Homogeneous if no Difference in the softening point ASTM skinning on the top between specimen from top and container or sludge in 5976 and bottom of the container must not the bottom of container D5841 be more than 6C is formed

Requirements of the Rolling Thin-Film Oven Reside (T240) Elastic recovery, 25C, 10cm elongation Penetration, 4C, 200 g, 60 s 60% 10-20 n/a 9-24 AASHTO T301 AASHTO T49

c. It should be compatible with the raw binder in order to obtain a consistent, homogeneous and stable mixture; it should have a storage stability that prevents the separation of the polymer with time. d. It should be blended with the raw asphalt binder according to the requirements of the producer. The blending process must be accomplished in a mixing plant in a way that prevents the storage of the mixture at high temperature for long time as this might lead to the damage of the PMB. e. The plant must use an approved testing method capable of determining the type and content of the polymer. f. Recycled polymers can be used provided that they do not exceed 30% of the total polymer amount. 3- Approval of New Polymers If the producer of the PMB wishes to use asphalt modifying additives that has no local experience in the Kingdom, then he must submit a request to the Materials and Researches Department of MOT for the approval of the new polymer and accept their use in MOT projects; to approve a new polymer the following should be considered:
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a. The suggested polymer should be capable of giving a minimum of 30% increase in the resistance of the modified HMA to permanent deformation and fatigue compared to a conventional unmodified HMA that is similar but differs in polymer modified binder. This increase should be documented and verified from test results of a field trials implemented either in the Kingdom or outside by a specialized institutions or well known transport agencies under environmental conditions that are similar to those prevailing in the Kingdom Of Saudi Arabia. This also is required to be supported by a technical report about the previous experience of successful applications of the suggested polymer in road construction and maintenance. b. Submitting to MOT specimens of the suggested materials and a specimen of the raw asphalt binder. c. Submitting to MOT a detailed illustration of the mixing method in the laboratory and the plant including all of the requirements of the mixing process such as the temperature, addition method, mixing mechanisms and the suggested proportions;. Also, stating the requirements for quality control and quality assurance in details. d. Submitting to MOT test results and the certificate of the product compliance to the requirements illustrated in this Manual obtained from the plant laboratory or a laboratory approved by MOT. 4- PMB Production Instructions: a. Initial Blending: All the components of the polymer are mixed with the raw asphalt binder and the additives in a mechanical mixer, the time needed for the mixing is determined according to the recommendations of the polymer producer. b. High Shear Blending: The output of the mechanical mixer is pumped or sucked inside the higher shear blender where the polymer is pumped on the raw asphalt binder; this process is exothermic. The time and temperature the blend goes through the shear blender is often used to decide the completion of the shear blending.
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c. Curing Phase: This is very important phase and it controls the capacity of the polymer modification plant. The polymermodified binder from the high shear blender is stored in the vertical or horizontal insulated and thermal oil heated tanks. The binder is mechanically stirred by slow moving blades or circulated thoroughly to allow air to go through the binder. This process allows chemical integration of the polymer with the asphalt binder assisted by cross-linking additive; this in turn produces a stable polymer modified binder. d. Figure A-1 illustrates a simple set-up for the production and mixing mechanisms that can be used for the production of PMB. 5- Storage of PMB: The polymer-modified binder is to be stored in the insulated tanks with proper heating and circulation system to insure the uniformity of the material throughout the tank. As the demand for the polymermodified binder is going to be substantial, the storage capacity has to be adequate. The PMB should only be supplied from tanks that have been tested and approved for supply; after approval for supply, no additional material shall be added to these tanks . 6- Transportation of PMB: The polymer modified binder should be transported as follows: a- The producer must cooperates with the MOT contractors and constantly contact them so that the polymer modified binder when transported to the site is either stored in suitable tanks or mixed directly to obtain the asphalt mixture. b- The producer facility should have the suitable equipment for loading the product including metering pumps and weight stations for obtaining batch weight, every shipment is provided with an automatically printed report issued from the plant that contains all its data. c- Transport trucks are inspected before loading to ensure they are free from any significant amount of bitumen which might affect the concentration of the polymer in the polymer modified binder and that they were not used to transport fuel oil or emulsified bitumen before the loading process.
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Figure

1 Typical Production Set-up of PMB.

7. Quality Control: This is the most important part of the polymer modified binder production. The following is the main requirements for the quality control within the plant: a. Each truckload leaving the plant has to have a compliance certificate showing that the binder meets the specified Performance Grade. b. There has to be storage tanks for different grade of polymer modified binder or at least for the grades most commonly used and other grades can be produced by special order. c. Once the tank has been filled with the polymer-modified binder,
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it should be tested for the specification compliance. If the binder meets the specification requirement then the tank should be marked as supply tank and no new binder should be added until the tank is empty. In the mean time, the new material should be filling another tank. Same procedure of testing and marking should be carried out for the new tank once it is full. d. The plant must have a completely equipped laboratory capable of performing all of the tests for PG grading as shown in Table A-1 and also capable of identifying the polymer type and concentration that has been used in the modification of the neat binder. Quality control records shall be maintained as per AASHTO requirements 9. Staffing: The plant must be staffed with a trained staff for the operation of the plant and to carry out the quality Control. The supplier of polymermodified binder must submit the organizational structure and the bio data of the staff to MOT for approval.

A-3 Requirements for Accreditation of PMB Producers

Suppliers of PGAB grade binder shall be approved by the MOT once they meet the above-mentioned criteria. Supplier can commence the production of PGAB with the understanding that the facilities can be inspected by the MOT representative any time and the specimens of the PGAB marked for supply can be taken. MOT shall also periodically audit the overall quality management system of the supplier including the quality control procedures followed for the production of PGAB in central plant or stored at the supply depot. AASHTO R 26-01 shall be followed for keeping quality control records and for the sampling and testing by MOT. The Approved Supplier Certificate shall be issued by the MOT for a period of one year renewable based on satisfactory compliance. MOT shall have the authority to cancel the certification in case the inconsistent results of the PGAB production are reported and no remedial measures are taken. In order to become a certified producer for the MOT projects, the producer of the polymer modified binder must do the following:

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1- Submit a written request to the MOT to obtain a license for the production of the polymer modified binder according to the MOT requirements presented in this Manual. He must attach with this request all documents and reports that ascertain his capability to produce the PMB also the organizational structure and the bio data of the staff. 2- Provide all means to facilitate the MOT visits to the production and storage site for the purpose of monitoring and observing the activities of the plant in different stages and for inspecting the facility and taking specimens needed for tests. 3- Provide a quality control plan to the MOT and implementing all the steps of the plan. 4- Keep files and records for each test required for the polymer modified binder. The producer provides full data and information related to each test that prove the compliance of the product to the MOT specifications mentioned in this Manual when submitting the request for accreditation; this is done for every performance grade separately and presented with an individual specimen of every grade to the MOT. 5- Present all required reports in formats that are acceptable to MOT. 6- The producer quality control plan should include the type of the facility, its location (place), the name of the person in charge of quality control, quality control tests performed on every unit of the polymer modified binder, the place of the laboratory where tests are performed on the polymer modified binder. 7- The MOT has the full power and authority with respect to the final decision of the extent the product conformance with the specifications. MOT will issue the "Approved Asphalt Binder Supplier CertificateAABSC# as shown in Figure A-1 to the producer in the case he is approved; MOT will inspect the approved plants as follows: a- Visit the plant every six months to check that the quality control plan is implanted. b- Assures that the laboratory that is doing the testing is SASO
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certified. c- Prevents the shipping of the polymer modified binder certified according to this system unless all the requirements of the producer accreditation system are met. d- Inspects the processes performed in the facility that are related to the shipments. e- Collect specimens for laboratory and field tests.

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Figure A-1: Specimen Accreditation Certificate Kingdom Of Saudi Arabia Ministry of Transport Materials and Research Department AABSC Number: _________________ Issue Date : _____________________ Expiry Date: _____________________

Approved Asphalt Binder Supplier Certificate

Ministry of Transport hereby Certify that : _________________________ _________________________________ is an accredited manufacture and produce to supply the Asphalt Binder Performance Grade and Polymer Modified Binder of PG _______ in conformance with the specifications of MOT. All the required testing and inspection were performed to guarantee that this product complies with the specifications of the MOT outlined in the Manual of MOT Hot Mix Asphalt Design System! using Superpave system and AASHTO M320. Signature: _______________________________ Stamp General Manager Materials and Research Department ! MOT Abbreviations:
MOT PG PMB PGAB AASHTO Supplier Ministry Of Transportation Performance Grade Polymer Modified Binder (They fall in the category of PGAB) Performance Grade Asphalt Binder American Association of State Highways and Transportation Officials Organization Supplying PGAB to the road contractors

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End Of English Version

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