Environment Engineering Project

Laboratory comparative study of volumetric properties of DBM & BM 2018
ABSTRACT
A pavement is a structure constructed with an object of providing safe, durable and good riding
surface over a desirable period with minimum maintenance .This obviously makes the
pavement to meet certain functional and structural requirements during its lifetime. The ability
to characterize asphalt pavement materials in terms of fundamental properties is becoming
increasingly more important. The need of accurate, consistent volumetric of HMA has become
increasingly important in few years. This change has come about because more and more states
are utilizing volumetric measurements to design the HMA mixtures and then to evaluate them
during constructions. Since volumetric measurements are now widely used for quality
assurance, hence it has become the major concern for the contractor to measure these properties
with accuracy and reliability. In the HMA mix it is also important to assure the quality of
bitumen and aggregates in the mixture. The shape and surface texture of aggregates in the
mixture must be of suitable quality with angular shaped and rough textured. The physical
properties of coarse aggregates are more significant in new generation bituminous mixtures.
The strength and serviceability requirements of bituminous mixture such as Stability, Flow,
Voids in Mineral Aggregate (VMA), Voids Filled with Bitumen (VFB), Air Voids (Va) highly
depend on the physical properties of aggregates.
Dept. Of Civil Eng, SJCIT Chickballapur Page 1

CONTENTS
List of Tables
1. INTRODUCTION…………………………………………………………………. 4
2. LITERATURE REVIEW………………………………………………………….. 6
3. METHODOLOGY………………………………………….................................... 8
4. COMPILATION OF DATA………………………………………………............ 22
5. DISCUSSSIONS…………………………………………………………………... 23
6. CONCLUSIONS………………………………………………………………….... 28
REFERENCES…………………………………………………………………….. 29
IMAGES OF LABORATORY WORK…………………………………………... 30

LIST OF TABLES
Table-3.1 Composition of DBM as per MORTH 5th Revision…………………………...19
Table-3.2 Composition of BM as per MORTH 5th Revision……………………………..20
Table-3.3 Composition of BM as per mid limit of Grade 2 (MORTH 5th Revision)…...20
Table-3.4 Composition of DBM as per mid limit of Grade 2 (MORTH 5th Revision)…21
Table-4.1 Physical requirements for aggregates and their test results…………………22
Table-4.2 Physical requirements for bitumen and their test results……………………23
Table-4.3 Weight measurements of Marshall Specimens ……………………………….24
Table-4.4 Volumetric measurements of Marshall Specimens …………………………..24

CHAPTER 1
INTRODUCTION
1.1 General
Suitably designed bituminous mix will withstand heavy traffic loads under adverse climatic
conditions and also fulfill the requirement of structural and pavement surface characteristics.
The objective of the design of bituminous mix is to determine an economical blend through
several trial mixes.
The gradation of aggregate and the corresponding binder content should be such that the
resultant mix should satisfy the following conditions.
(i) Sufficient binder to ensure a durable pavement by providing a water proofing coating on
the aggregate particles and binding them together under suitable compaction.
(ii) Sufficient stability for providing resistance to deformation under sustained or repeated
loads. This resistance in the mixture is obtained from aggregate interlocking and cohesion
which generally develops due to binder in the mix.
(iii) Sufficient flexibility to withstand deflection and bending without cracking. To obtain
desired flexibility, it is necessary to have proper amount and grade of bitumen.
(iv) Sufficient voids in the total compacted mix to provide space for additional compaction
under traffic loading.
(v) Sufficient workability for an efficient construction operation in laying the paving mixture
• India is having a road network of about 4.69 million Km with majority of roads as
flexible pavement of having black top surface. These black top surfaces are constructed
mainly with the use of naturally available local aggregates and asphalt binder, where
aggregates are dried and mixed with hot bitumen.
Suitably designed bituminous mix will withstand heavy traffic loads under adverse climatic
conditions and also fulfill the requirement of structural and pavement surface characteristics.

1.2 Objective of the study
To evaluate the volumetric properties of bituminous mixes with different gradations of

aggregates. There by suggesting the ideal mix for surface/wearing course.
1.3 Volumetric properties:
Fundamentally, mix design is meant to determine the volume of bitumen binder and aggregates
necessary to produce a mixture with the desired properties.
Since weight measurements are typically much easier, weights are taken and then converted to
volume by using specific gravities. The following is a discussion of the important volumetric
properties of bituminous mixtures.
The properties that are to be considered, include the theoretical maximum specific gravity
Gmm, the bulk specific gravity of the mix Gmb, percentage air voids Va, percentage volume
of bitumen Vb, percentage voids in mineral aggregate VMA and percentage voids filled with
bitumen VFB.
 Theoretical specific gravity Gt is the specific gravity without considering air voids
 The bulk specific gravity or the actual specific gravity of the mix Gm is the specific
gravity considering air voids
 Air voids Vv is the percent of air voids by volume in the specimen.
 The volume of bitumen Vb is the percent of volume of bitumen to the total volume.
 Voids in mineral aggregate V MA is the volume of voids in the aggregates, and is the
sum of air voids and volume of bitumen.
 Voids filled with bitumen V FB is the voids in the mineral aggregate frame work filled
with the bitumen.
During summer season, bitumen softens and occupies the void space between the aggregates
and if void is unavailable, bleeding is caused. Thus, some amount of void is necessary in a
bituminous mix, even after the final stage of compaction. However excess void will make the
mix weak from its elastic modulus and fatigue life considerations. Evaluation and selection of
aggregate gradation to achieve the specified minimum VMA is the most difficult and time-
consuming step in the mix design process.

CHAPTER 2
LITERATURE REVIEW
Arijit Kumar Banerji, et.al, (Sep-2014) took up a study with the objective of evaluating the
properties of HMA mixtures designed using bituminous concrete-1 gradation and compared
with the conventional method of gradation used in the field or batch mix plant. For the
preparation of bituminous mixes, five types of aggregate gradation were used as per the
specifications of MORTH 5th revision and mix design evaluation is done by Marshall Method.
By evaluating the volumetric and Marshall Properties of the bituminous mixes with five
different gradations, results indicate that the performance of mixes made with mid-point of
gradation range shows higher stability value than other mixes and the optimum binder content
increases form coarser gradation to finer gradation.
Vivian Silveira dos Santos Bardini .,et.al (2013), evaluated the mineral filler influence on the
volumetric properties of HMA, the Voids in Mineral Aggregates (VMA) and Voids Filled with
Asphalt (VFA). HMA were prepared with an asphalt binder of 50-70 (0.1mm) penetration,
varying mineral aggregate (basalt and granite), filler type (hydrated lime, Portland cement,
limestone and silica) and filler content (0.6; 0.9 and 1.2 % in the HMA grading).For HMA
with 4% of Air Voids, the VMA and the VFA decreases when the filler content increases and
is dependent on filler content. Also, it was noted that the optimum asphalt binder content
decreases as the filler in the HMA content increases and it is greatly influenced by the filler
type.
F.G Pratico, R.vaiana, Sep 2012, carried out a study to analyze to analyze the volumetric and
surface characteristics of hot mix asphalt (HMA) specimens as a function of compaction
process. Specimens were produced in the laboratory by two different compaction devices, a
gyratory compactor and a roller compactor. The volumetric and surface characteristics (air
void content, bulk specific gravity) of these specimens, as well as the relationships among
surface texture, volumetrics and compaction, were investigated. Analysis of these results may
allow determinations of how material movements under compaction determine volumetrics
distribution and variations and surface properties. A tentative theoretical framework for
synergistically pursuing texture and volumetric targets were formulated. VMA is dependent
on gradation, shape, texture, asphalt absorption and dust content. If VMA is expressed as a
function of asphalt binder contents, it has a minimum around 10-15 for asphalt binder contents
around 4.5%-6%.
M. A. Sobhan ,et .al, August 2011 ,carried out a study on Bituminous concrete mixes with
WCA in accordance with different gradations. Behavior of bituminous concrete mixes with
WCA is also investigated with two different compactive energy, one for medium traffic and
another for heavy traffic. The research program concentrated on the Marshall design criteria
for bituminous mixes. A dense grading with 25 mm maximum size is found to give the most
satisfactory result from the stand point of stability, stiffness, deformation and voids
characteristics. Test results reveal that the bituminous concrete with WCA can give satisfactory
results when they are constructed using dense gradation and medium compaction
Haydar R. Hmoud, June 2011, has found that The asphalt content is important too, where
low content will increase stiffness of pavement and high content will increase skidding
problems, therefore; the sum of air voids and asphalt content is called Voids in Mineral
Aggregate (VMA), where it had been found by several researchers and transportation
departments that VMA depends on maximum aggregate size where, for 19 mm maximum
aggregate size, VMA is 14% and 13% for 12.5 mm aggregate size. Besides VMA, it had been
found that average thickness of asphalt film coating the aggregate of 8 microns will produce
durable mixture. VMA limit has not been included in Iraqi standards, therefore, this study
focused on collecting literatures on these parameters, analyzing mixtures prepared under
current standards to evaluate VMA and film thickness where, for surface course (12.5 mm
aggregate size) VMA was 10% and film thickness was 9 microns and for binder course (19
mm aggregate size) VMA was 10% and film thickness was 9.6 microns. The final conclusion
was to use VMA and film thickness as parameters in the design of asphaltic mixture as well as
current standards and the study included the necessary equations to be used in the calculations
of VMA and average film thickness. VMA depends on maximum aggregate size where, for 19
mm maximum aggregate size, VMA is 14% and 13% for 12.5 mm aggregate size.

CHAPTER 3
METHODOLGY
Collection of materials
1 Characterization of aggregates
2 Characterization of bitumen
3 Preparation of Marshall Specimens with different gradations and testing.
4 Computation and comparison of volumetric properties.
3.1 Collection of materials

 Collected aggregates from the crusher (Peresandra).
 Aggregates: 20mm passing, 12.5mm passing and dust were collected.
 Bitumen sample was collected from a live project (VG-30).
3.2 Characterization of aggregates

Aggregate is a collective term for the mineral materials such as sand, gravel, and crushed stone
that are used with a binding medium (such as water, bitumen, Portland cement, lime, etc.) to
form compound materials (such as bituminous concrete and Portland cement concrete). By
volume, aggregate generally accounts for 92 to 96 percent of Bituminous concrete.
Desirable properties
Strength
The aggregates used in top layers are subjected to (i) Stress action due to traffic wheel load,
(ii) Wear and tear, (iii) crushing. For a high quality pavement, the aggregates should possess
high resistance to crushing, and to withstand the stresses due to traffic wheel load.
Hardness
The aggregates used in the surface course are subjected to constant rubbing or abrasion due to
moving traffic. The aggregates should be hard enough to resist the abrasive action caused by

the movements of traffic. The abrasive action is severe when steel tyred vehicles moves over
the aggregates exposed at the top surface.
Toughness
Resistance of the aggregates to impact is termed as toughness. Aggregates used in the
pavement should be able to resist the effect caused by the jumping of the steel tyred wheels
from one particle to another at different levels causes severe impact on the aggregates.
Shape of aggregates
Aggregates which happen to fall in a particular size range may have rounded, cubical, angular,
flaky or elongated particles. It is evident that the flaky and elongated particles will have less
strength and durability when compared with cubical, angular or rounded particles of the same
aggregate. Hence too flaky and too much elongated aggregates should be avoided as far as
possible.
Adhesion with bitumen
The aggregates used in bituminous pavements should have less affinity with water when
compared with bituminous materials, otherwise the bituminous coating on the aggregate will
be stripped off in presence of water.
Durability
The property of aggregates to withstand adverse action of weather is called soundness. The
aggregates are subjected to the physical and chemical action of rain and bottom water,
impurities there-in and that of atmosphere, hence it is desirable that the road aggregates used
in the construction should be sound enough to withstand the weathering action.
Aggregate tests
In order to decide the suitability of the aggregate for use in pavement construction, following
tests are carried out:
• Crushing test
• Abrasion test
• Impact test
• Soundness test
• Shape test
• Specific gravity and water absorption test

Specific gravity and water absorption test
Objectives: Bulk specific gravity, apparent specific gravity, Water absorption.
Coarse aggregates: Test is carried out as per AASHTO T 85-91(1996).

 Sample (3 kg for 20 down & 2 kg for 12.5 down) is washed and oven dried in an oven
for 24 hrs.
 Allowed to cool at room temperature for 2 hrs. Then sample is kept for soaking for
about 15 hr.
 With the help of neat cotton cloth, aggregates were surface dried so that no thin film of
water appears at the surface. The SSD weight is noted (B).
 Immediately weight in water is taken (C). Later aggregates are kept for oven drying at
110 0 C for 24 hrs.
 Oven dried weight is taken (A).
𝐴
 Bulk specific gravity = 𝐵−𝐶
𝐴
 Apparent specific gravity = 𝐴−𝐶
𝐵−𝐴
 Water absorption = × 100
𝐴
Fine aggregates: Test is carried out as per AASHTO T 84-95.

 About 1 kg of oven dried sample (4.75 down) is kept for soaking for about 15 -19 hrs.
 Water is carefully removed so that no finer particles escapes from the soaking pan.
 Sample is subjected to homogeneous drying process on an electric heating coil to
achieve saturated surface dry (SSD) condition. SSD condition is verified either by using
cone test or paper towel test ensuring that no water film remains at the surface of the
particles.
 Pycnometer is completely filled with water and weighed (B).
 Pycnometer is half filled with water and 500±10g(S) of SSD sample is introduced into
it. The weight is noted (C).
 The contents of pycnometer is completely transferred into a pan and kept for oven
drying at 1100 C for 24 hrs. Oven dried weight of contents is noted (A).
𝑆
 Bulk specific gravity =
𝐵+𝑆−𝐶
𝐴
 Apparent specific gravity = 𝐵+𝐴−𝐶
𝑆−𝐴
 Water absorption = × 100
𝐴

Angularity number
 Angularity number is determined for aggregates retained on appropriate pair of IS

sieves such as 20 and 16 mm, 16 and 12.5 mm, 12.5 and 10 mm, 10 and 6.3 mm, 6.3
and 4.75 mm.
 A metal cylinder of volume 3 liters and a tamping rod having 5 cm rounded end was
used. Oven dried and air cooled aggregates are filled layer by layer each time one
third of the cylinder. Each layer was given 100 blows distributed evenly over the
surface of the aggregates. Over flowing aggregates in the final layer are trimmed off
by rolling the tamping rod at surface level of the cylinder. Weight of the aggregates is
noted (w).
 Weight of the water to fill the cylinder is noted (C).
100𝑊
 Angularity Number = 67 − where G is the specific gravity of the Aggregates.
𝐶𝐺
Particle shape indices

 Flakiness index: 200 pieces of aggregates of each size range ranging from 25 to 6.3
mm are tried pass through the appropriate slots of thickness gauge. Aggregates passing
in the thickness gauge slots are weighed. The weight of aggregates of each size range
retained in thickness gauge is expressed as percentage of the total weight of 200 pieces
of aggregates. Flakiness index is expressed as the sum of weighted percentages of each
size range.
 Elongation index: 200 pieces of aggregates of each size range ranging from 25 to 6.3
mm are tried to pass through the appropriate slot of length gauge by holding the longest
side of the aggregate. Aggregates retained in the length gauge slots are weighed.
Elongation index is the total weight of elongated aggregates retained on the each length
gauge slots expressed as the percentage of the weight of 200 pieces of aggregates.
Aggregate impact test
 Oven dried aggregates of size range 12.5 and 10 mm was filled in a measuring cylinder
(75 mm diameter and 50 mm height) in three layers each time one third full of cylinder.
Each layer was given 25 strokes using a tamping rod (10 mm internal diameter and
230 mm height).

 Over flowing aggregates in the third layer are trimmed off by rolling the tamping rod
horizontally over the top of the measuring cylinder. Weight of the aggregates filled in
the cylinder is noted (W1).
 Aggregates are transferred from measuring cylinder to a detachable steel cylindrical
cup (102 mm internal diameter and 50 mm height) and 25 strokes were given
distributed uniformly over the surface. The cup is placed at the falling position of raised
hammer in the machine. The falling height of the hammer is 380 mm above from the
surface of the aggregates.
 After fixing the cup at the position, hammer is raised and dropped freely on the surface
of the aggregates. Fifteen such blows were given. The crushed aggregates is sieved on
2.36 mm IS sieve and weight of the portion passing the sieve is noted (W2).
W2
 Aggregate Impact Value (AIV) = 𝑊1 × 100
 Test is repeated for two more trials with same weight of aggregates taken in the first
trial.
Los Angeles abrasion test

 As per MORTH specification Grading B was adopted for the test. 2500 grams of oven
dried aggregates passing 20 mm and retained on 12.5 mm IS sieve, 2500 grams of
aggregates passing 12.5 mm and retained on 10 mm IS sieve were along with 11 steel
charges were placed in the cylindrical drum (inside diameter 75 mm and inside length
500 mm) which is fitted with a steel shelf (88×25×500 mm).
 Machine is operated such that drum is rotated for 500 revolutions at a speed of 33
revolutions per minute. After the specified rotations, the abraded entire sample is taken
out and sieved on 1.70 mm IS sieve. The portion of the sample retained on the sieve is
weighed and expressed as the percentage of total weight if sample taken which gives
percentage of wear.
Crushing test
 Oven dried aggregates passing 12.5 mm and retained on 10 mm IS sieve were filled
into a cylindrical measure (internal diameter 115 mm and height 180 mm) in three
layers, each layer were given 25 blows using tamping rod (16 mm diameter and 450

mm). After third layer compaction, the overflowing aggregates were trimmed off
.Weight of aggregates in the cylinder is weighed (W1).
 Aggregates were transferred from measuring cylinder to crushing test cylinder in three
layers, each layer being compacted with 25 blows using tamping rod. A plunger is
placed on the top of aggregates to receive and transfer the load from compression
testing machine. Load of 400 KN was applied at a rate of 40 KN per minute.
 Crushed material is sieved on 2.36 mm IS sieve and portion of the material passing the
sieve is weighed (W2) and expressed as percentage of total weight of aggregates taken
for the test.
 Test is repeated for one more trial with same weight of aggregates taken in the first
trial.
𝑊2
 Aggregate crushing value(%) = 𝑊1×100
Ten percent fines value:

 Test procedure is similar to crushing test till loading. Before the application of load,
the top level of the round shaped bottom of the plunger is marked with a chalk. As
loading proceeds, plunger starts penetrating. When the plunger penetrates downwards
to a depth of 20 mm, stop the loading. The percentage of crushed material should fall
in the range of 7.5% to 12.5%. If the percentage does not lie in the specified range,
increase the load and depth of penetration so that fines fall in the range.
 Another trial is conducted with same load as obtained in the previous trial causing the
fines to fall in the range. The load is taken as X and mean value of fines of two trials
are taken as Y.
14𝑋
 Ten percent fines value = (𝑌+4)…(tonnes )

3.2 Characterization of Bitumen
Bituminous materials or asphalts are extensively used for roadway construction, primarily
because of their excellent binding characteristics and water proofing properties and relatively
low cost. Bituminous materials consists of bitumen which is a black or dark coloured solid or
viscous cementitious substances consists chiefly high molecular weight hydrocarbons derived
from distillation of petroleum or natural asphalt, has adhesive properties, and is soluble in
carbon disulphide. Tars are residues from the destructive distillation of organic substances such
as coal, wood, or petroleum and are temperature sensitive than bitumen. Bitumen will be
dissolved in petroleum oils where unlike tar.
Bitumen is the residue or by-product when the crude petroleum is refined. A wide variety of
refinery processes, such as the straight distillation process, solvent extraction process etc. may
be used to produce bitumen of different consistency and other desirable properties. Depending
on the sources and characteristics of the crude oils and on the properties of bitumen required,
more than one processing method may be employed.
In the vacuum-steam distillation process the crude oil is heated and is introduced into a large
cylindrical still. Steam is introduced into the still to aid in the vaporization of the more volatile
constituents of the petroleum and to minimize decomposition of the distillates and residues.
The volatile constituents are collected, condensed, and the various fractions stored for further
refining, if needed. The residues from this distillation are then fed into a vacuum distillation
unit, where residue pressure and steam will further separate out heavier gas oils. The bottom
fraction from this unit is the vacuum-steam-refined asphalt cement. The consistency of asphalt
cement from this process can be controlled by the amount of heavy gas oil removed. Normally,
asphalt produced by this process is softer. As the asphalt cools down to room temperature, it
becomes a semi solid viscous material.
The desirable properties of bitumen depend on the mix type and construction. In general,
Bitumen should possess following desirable properties.
• The bitumen should not be highly temperature susceptible: during the hottest weather the mix
should not become too soft or unstable, and during cold weather the mix should not become
too brittle causing cracks.

• The viscosity of the bitumen at the time of mixing and compaction should be adequate. This
can be achieved by use of cutbacks or emulsions of suitable grades or by heating the bitumen
and aggregates prior to mixing.
• There should be adequate affinity and adhesion between the bitumen and aggregates used in
the mix.
Tests on bitumen
There are a number of tests to assess the properties of bituminous materials. The following
tests are usually conducted to evaluate different properties of bituminous materials.
1. Penetration test
2. Ductility test
3. Softening point test
4. Specific gravity test
5. Viscosity test
6. Flash and Fire point test
Penetration test
 It measures the hardness or softness of bitumen by measuring the depth in tenths of a

millimeter to which a standard loaded needle will penetrate vertically in 5 seconds. BIS
had standardized the equipment and test procedure.
 The penetrometer consists of a needle assembly with a total weight of 100g and a device
for releasing and locking in any position.
 The bitumen is softened to a pouring consistency, stirred thoroughly and poured into
containers at a depth at least 15 mm in excess of the expected penetration.
 The test should be conducted at a specified temperature of 25º C. It may be noted that
penetration value is largely influenced by any inaccuracy with regards to pouring
temperature, size of the needle, weight placed on the needle and the test temperature.
 A grade of 40/50 bitumen means the penetration value is in the range 40 to 50 at
standard test conditions. In hot climates, a lower penetration grade is preferred.

Ductility test
 Ductility is the property of bitumen that permits it to undergo great deformation or

elongation. Ductility is defined as the distance in cm, to which a standard sample or
briquette of the material will be elongated without breaking. Dimension of the briquette
thus formed is exactly 1 cm square.
 The bitumen sample is heated and poured in the mould assembly placed on a plate.
 These samples with moulds are cooled in the air and then in water bath at 27º C
temperature.
 The excess bitumen is cut and the surface is leveled using a hot knife. Then the mould
with assembly containing sample is kept in water bath of the ductility machine for about
90 minutes.
 The sides of the moulds are removed, the clips are hooked on the machine and the
machine is operated.
 The distance up to the point of breaking of thread is the ductility value which is reported
in cm.
 The ductility value gets affected by factors such as pouring temperature, test
temperature, rate of pulling etc. A minimum ductility value of 75 cm has been specified
by the BIS.
Softening point test
 Softening point denotes the temperature at which the bitumen attains a particular degree
of softening under the specifications of test.
 The test is conducted by using Ring and Ball apparatus.
 A brass ring containing test sample of bitumen is suspended in liquid like water or
glycerin at a given temperature.
 A steel ball is placed upon the bitumen sample and the liquid medium is heated at a
rate of 5º C per minute.
 Temperature is noted when the softened bitumen touches the metal plate which is at a
specified distance below.
 Generally, higher softening point indicates lower temperature susceptibility and is
preferred in hot climates.

Specific gravity test
 In paving jobs, to classify a binder, density property is of great use. In most cases
bitumen is weighed, but when used with aggregates, the bitumen is converted to volume
using density values. The density of bitumen is greatly influenced by its chemical
composition. Increase in aromatic type mineral impurities cause an increase in specific
gravity. The specific gravity of bitumen is defined as the ratio of mass of given volume
of bitumen of known content to the mass of equal volume of water at 27º C. The specific
gravity can be measured using either pycnometer or preparing a cube specimen of
bitumen in semi solid or solid state. The specific gravity of bitumen varies from 0.97
to 1.02.
Viscosity test
 Viscosity denotes the fluid property of bituminous material and it is a measure of

resistance to flow. At the application temperature, this characteristic greatly influences
the strength of resulting paving mixes. Low or high viscosity during compaction or
mixing has been observed to result in lower stability values. At high viscosity, it resist
the compactive effort and thereby resulting mix is heterogeneous, hence low stability
values. And at low viscosity instead of providing a uniform film over aggregates, it will
lubricate the aggregate particles.
 Orifice type viscometers are used to indirectly find the viscosity of liquid binders like
cutbacks and emulsions.
 The viscosity expressed in seconds is the time taken by the 50 ml bitumen material to
pass through the orifice of a cup, under standard test conditions and specified
temperature.
 Viscosity of a cutback can be measured with either 4.0 mm orifice at 25º C or 10 mm
orifice at 25 or 40º C.
Flash and fire point test
 At high temperatures depending upon the grades of bitumen materials leave out
volatiles. And these volatiles catches fire which is very hazardous and therefore it is
essential to qualify this temperature for each bitumen grade. BIS defined the flash point

as the temperature at which the vapor of bitumen momentarily catches fire in the form
of flash under specified test conditions. The fire point is defined as the lowest
temperature under specified test conditions at which the bituminous material gets
ignited and burns.
3.3 Preparation of Marshall Specimens with different gradations and

testing.
 Approximately 1200g of aggregates and filler put together is heated to a temperature

of 160-170˚C.
 Bitumen is heated to a temperature of 160˚C with the recommended percentage of
bitumen (say 5.5% by weight of the mineral aggregates).
 Then the heated aggregates and bitumen are thoroughly mixed at a temperature of 160
- 170˚C.
 The mix is placed in a preheated mould and compacted by a hammer having a weight
of 4.5 kg and a free fall of 45.7 cm giving 75 blows on either side at a temperature of
160˚C to prepare the laboratory specimens of compacted thickness 63.5+/-3 mm.
Compaction with the Marshall Hammer

Each sample is heated to the anticipated compaction temperature and compacted with a
Marshall hammer, a device that applies pressure to a sample through a tamper foot. Some
hammers are automatic and some are hand operated. Key parameters of the compactor are:
 Sample size = 102 mm (4-inch) diameter cylinder 64 mm (2.5 inches) in height (corrections
can be made for different sample heights)
 Tamper foot = Flat and circular with a diameter of 98.4 mm (3.875 inches) corresponding to
an area of 76 cm2 (11.8 in2).
 Compaction pressure = Specified as a 457.2 mm (18 inches) free fall drop distance of a hammer
assembly with a 4536 g (10 lb.) sliding weight.
 Number of blows = 75 on each side.

 Simulation method = The tamper foot strikes the sample on the top and covers almost the entire
sample top area. After a specified number of blows, the sample is turned over and the
procedure repeated.
Table-3.1 Composition of DBM as per MORTH 5th Revision

Table-3.2 Composition of BM as per MORTH 5th Revision
Adopted Gradation: Mid limit (Grade 2- BM)
Table-3.3 Composition of BM as per mid limit of Grade 2 (MORTH 5th Revision)
Sieve size Weight Cumulative % cumulative % passing

(mm) retained (gms) weight weight
retained (gms) retained
26.5 0 0 0 100
19 60 60 5 95
13.2 276 336 28 72
4.75 552 888 74 26
2.36 174 1062 88.5 11.5
0.3 66 1128 94 6
0.075 24 1152 96 4
pan 48 1200 100 0

Adopted Gradation: Mid limit (Grade 2- DBM)
Table-3.4 Composition of DBM as per mid limit of Grade 2 (MORTH 5th Revision)
Sieve size Weight Cumulative % cumulative % passing

(mm) retained (gms) weight weight
retained (gms) retained
37.5 0 0 0 100
26.5 60 60 5 95
19 144 204 17 83
13.2 180 384 32 68
4.75 264 648 54 46
2.36 132 780 65 35
0.3 252 1032 86 14
0.075 108 1140 95 5
pan 60 1200 100 0

CHAPTER 4
COMPILATION OF DATA
Table-4.1 Physical requirements for aggregates and their test results
TESTS OBTAINED SPECIFIED CODE

CONDUCTED VALUE LIMITS AS PER
CODE
Specific gravity test 2.72 - IS 2386:1963(Part III)
Water absorption (%) 0.26 2 (max) IS 2386:1963(Part II)
Aggregate Impact 19.2 30 (max) IS 2386:1963(Part IV)

value (%)
Abrasion test(%) 20.80 30 (max) IS 2386:1963(Part IV
Flakiness & 29.3 35 (max) IS 2386:1963(Part I)

Elongation Index (%)
Angularity number 5.99 11 (max) IS 2386:1963(Part I)
Aggregate Crushing 23.81 30 (max) IS 2386:1963(Part IV)

value (%)

Table-4.2 Physical requirements for bitumen and their test results
TESTS OBTAINED SPECIFIED CODE

CONDUCTED VALUE LIMITS AS PER
CODE
Penetration (mm) 64 60-70 IS 1203:1978
Softening point , C 48 47 (min) IS 1205:1978
Ductility , cm 75 40 (min) IS 1208:1978
Flash & Fire Point, 245 & 270 220 (min) IS 1209:1978
C
Specific Gravity 1.02 0.97-1.02 IS 1202:1978
Viscosity, sec 5 - IS 1206:1978

Table-4.3 Weight measurements of Marshall Specimens
Sample no. Weight in air (gms) Weight in water SSD Weight

(gms) (gms)
1 1227 722 1239

BM
2 1248 737 1255
3 1196 702 1211
1 1258 745 1259
DBM 2 1247 732 1251
3 1248 734 1248
Table-4.4 Volumetric measurements of Marshall Specimens
Gmb Gt Va (%) VMA (%) VFB (%)
1 2.37
BM
2 2.40
2.547 4.98 12.88 61.33
3 2.349
1 2.43
DBM 2 2.40 2.50 3.2 13.83 76.86
3 2.42

CHAPTER 5
DISCUSSIONS
Air voids (Va)
The percentage of air voids is quite high in BMA when compared to DBM.
The air void content of bituminous materials is an important control parameter for the quality
of bitumen being laid and compacted. If the air void content is too high, it allows for intrusion
of air and water. Moreover, it also increases the rate of hardening of binders which produce
premature embrittlement of pavements. In addition, too high a void content will also lead to
differential compaction subject to traffic loads and result in formation of ruts and grooves along
the wheel track.
Voids in mineral aggregates (VMA)

VMA is found to be high in DBM.
Voids in the mineral aggregate (VMA) are the air-void spaces that exist between the aggregate
particles in a compacted paving mixture, including spaces filled with asphalt. VMA represents
the space that is available to accommodate the asphalt and the volume of air voids necessary
in the mixture. The more VMA in the dry aggregate, the more space is available for the film
of asphalt. Based on the fact that the thicker the asphalt film on the aggregate particles the
more durable the mix, specific minimum requirements for VMA are specified in most
specifications. Minimum VMA values should be adhered to so that a durable asphalt film
thickness can be achieved. Increasing the density of gradation of the aggregate to a point where
below minimum VMA values are obtained leads to thin films of asphalt and a dry looking, low
durability mix. Therefore, economizing in asphalt content by lowering VMA is actually
counter-productive and detrimental to pavement quality.
Adequate VMA is needed to ensure that adequate amount of asphalt could be added to the
mixture without overfilling the voids and resulting in asphalt bleeding.
When VMA is not adequate, two possible problems are: (A) when enough asphalt to coat the
aggregate is added, low air voids and bleeding will result. (B) When not enough asphalt is
added, low durability will result

Voids in filled with Bitumen (VFB)

The DBM is found to have high VFB.
The bitumen content of a mix should be high enough so that there exist sufficient free bitumen
for binding. Insufficient bitumen content makes a mix brittle under traffic. On the other hand,
higher bitumen content causes thicker film around the aggregates which makes the mix more
durable. It enhances the fatigue life also. However, increase in bitumen content not
accompanied by adequate amount of air voids will result in the fall of stability value of the
mix. This happens as the buoyant action of bitumen comes into play and load starts transmitting
more through bitumen than through aggregates. Thus, the only way to increase bitumen content
(i.e. VFB) keeping sufficient air voids (VA) is by maximizing VMA. So a gradation with high
VMA value and sufficiently high VFB needs to be evolved.
The proportion of asphalt in the mixture is critical and must be accurately determined in the
laboratory and then precisely controlled on the job. The optimum asphalt content of a mix is
highly dependent on aggregate characteristics such as gradation and absorptiveness. Aggregate
gradation is directly related to optimum asphalt content. The finer the mix gradation, the larger
the total surface area of the aggregate and the greater the amount of asphalt required to
uniformly coat the particles. Conversely, because coarser mixes have less total aggregate
surface area, they demand less asphalt.
The relationship between aggregate surface area and optimum asphalt content is most
pronounced where filler material (very fine aggregate fractions which pass through the No. 200
(0.075 mm) sieve is involved. Small increases in the amount of filler in a gradation can literally
absorb much of the asphalt binder, resulting in a dry, unstable mix. Small decreases have the
opposite effect: too little filler results in too rich (wet) a mixture. Variations in filler content
will cause changes in mix properties, from dry to wet. If a mix contains too little or too much
mineral filler, however, arbitrary adjustments to correct the situation are likely to worsen it.
Instead, proper sampling and testing should be done to determine the cause of the variations
and, if necessary to establish a new job-mix design. The absorptiveness (ability to absorb
asphalt) of the aggregate used in the mix is critical in determining optimum asphalt content.
Enough asphalt must be added to the mix to allow for absorption and still coat the particles
with an adequate film.

When discussing absorbed and unabsorbed asphalt, technologists discuss two types of asphalt
content: total asphalt content and effective asphalt content.
Total asphalt content is the amount of asphalt that must be added to the mixture to produce the
desired mix qualities. Effective asphalt content is the volume of asphalt not absorbed by the
aggregate; the amount of asphalt that effectively forms a bonding film on the aggregate
surfaces. Effective asphalt content is calculated by subtracting the amount of absorbed asphalt
from the total asphalt content. The absorptiveness of an aggregate is obviously an important
consideration in determining the asphalt content of a mixture. It is generally known for
established aggregate sources, but requires careful testing where new aggregate sources are
being used.

CHAPTER 6
CONCLUSION
 Based on the results of volumetric properties this study suggests that DBM will be
the ideal mix for binder coarse
 As the air voids in BM is more when compared to DBM ,the BM mix is more
susceptible to moisture damage
 More air voids will lead to percolation of water which results in deterioration of
pavement

REFERENCES
 Arjit Kumar Banerji, Antu Das, Arobinda Mondal, Rahul Biswas, Md. Obaidullah. “A
Comparative evaluation on the properties of hma with variations in aggregate
gradation of laboratory and field produced mixes”, International Journal of Research
in Engineering and Technology, volume 03, 2014.
 F.G Pratico, R.vaiana. “A study on volumetric versus surface properties of wearing

courses”, ELSEVIER, vol: 38,766-775, 2013.
 Vivian Silveira dos Santos Bardini, José Leomar Fernandes Júnior, Luis Miguel
Gutiérrez Klinsky. “Influence of mineral filler on volumetric properties of hot mix
asphalt”, International Journal of Pavements, volume 156, 2013.
 M. A. Sobhan, S. A. Mofiz and H. M. Rasel. “Effect of Gradation and Compactive

Effort on the Properties of Bituminous Mixes with Waste Concrete Aggregates”,
International Journal of Civil & Environmental Engineering IJCEE-IJENS, Vol: 11 No:
04, 2011.
 Haydar R. Hmoud. “Evaluation of VMA and Film Thickness Requirements in Hot-Mix

Asphalt”, Modern Applied science, vol: 5, no 4, 2011.

IMAGES OF LABORATORY EXPERIMENTAL PROGRAMME
Fig-1 Casted Marshall Specimens
Fig-2 Marshall Specimen ejecting machine

Fig-3 Arrangements for weight measurements
Fig-4 weight measurements of Marshall Specimens

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Laboratory comparative study of volumetric properties of DBM & BM 2018

Dept. Of Civil Eng, SJCIT Chickballapur Page 1

Dept. Of Civil Eng, SJCIT Chickballapur Page 2

Dept. Of Civil Eng, SJCIT Chickballapur Page 3

Dept. Of Civil Eng, SJCIT Chickballapur Page 4

1.2 Objective of the study

To evaluate the volumetric properties of bituminous mixes with different gradations of

1.3 Volumetric properties:

Dept. Of Civil Eng, SJCIT Chickballapur Page 5

Dept. Of Civil Eng, SJCIT Chickballapur Page 7

3 Preparation of Marshall Specimens with different gradations and testing.

4 Computation and comparison of volumetric properties.

3.1 Collection of materials

3.2 Characterization of aggregates

Dept. Of Civil Eng, SJCIT Chickballapur Page 8

Dept. Of Civil Eng, SJCIT Chickballapur Page 9

Specific gravity and water absorption test

Objectives: Bulk specific gravity, apparent specific gravity, Water absorption.

Coarse aggregates: Test is carried out as per AASHTO T 85-91(1996).

Fine aggregates: Test is carried out as per AASHTO T 84-95.

Dept. Of Civil Eng, SJCIT Chickballapur Page 10

 Angularity number is determined for aggregates retained on appropriate pair of IS

Particle shape indices

Aggregate impact test

Dept. Of Civil Eng, SJCIT Chickballapur Page 11

Los Angeles abrasion test

Dept. Of Civil Eng, SJCIT Chickballapur Page 12

Ten percent fines value:

Dept. Of Civil Eng, SJCIT Chickballapur Page 13

3.2 Characterization of Bitumen

Dept. Of Civil Eng, SJCIT Chickballapur Page 14

3. Softening point test

4. Speciﬁc gravity test

6. Flash and Fire point test

 It measures the hardness or softness of bitumen by measuring the depth in tenths of a

Dept. Of Civil Eng, SJCIT Chickballapur Page 15

 Ductility is the property of bitumen that permits it to undergo great deformation or

Softening point test

Dept. Of Civil Eng, SJCIT Chickballapur Page 16

Speciﬁc gravity test

 Viscosity denotes the ﬂuid property of bituminous material and it is a measure of

Flash and ﬁre point test

Dept. Of Civil Eng, SJCIT Chickballapur Page 17

3.3 Preparation of Marshall Specimens with different gradations and

 Approximately 1200g of aggregates and filler put together is heated to a temperature

Compaction with the Marshall Hammer

 Number of blows = 75 on each side.

Dept. Of Civil Eng, SJCIT Chickballapur Page 18

Table-3.1 Composition of DBM as per MORTH 5th Revision

Dept. Of Civil Eng, SJCIT Chickballapur Page 19

Table-3.2 Composition of BM as per MORTH 5th Revision

Adopted Gradation: Mid limit (Grade 2- BM)

Table-3.3 Composition of BM as per mid limit of Grade 2 (MORTH 5th Revision)

Sieve size Weight Cumulative % cumulative % passing

Dept. Of Civil Eng, SJCIT Chickballapur Page 20

Adopted Gradation: Mid limit (Grade 2- DBM)

Sieve size Weight Cumulative % cumulative % passing

Dept. Of Civil Eng, SJCIT Chickballapur Page 21

Table-4.1 Physical requirements for aggregates and their test results

TESTS OBTAINED SPECIFIED CODE

Water absorption (%) 0.26 2 (max) IS 2386:1963(Part II)

Aggregate Impact 19.2 30 (max) IS 2386:1963(Part IV)