Results & Calculations

Table 1 : Aggregate Grading for Wearing Course Type-I

Aggregate Size (mm) Weight (g)

25 0

19 60

12.5 120

9.5 72

4.75 240

2.36 150

1.18 114

0.6 108

0.3 90

0.15 78

0.075 72

Pan 96

TOTAL 1200
 Table 2 : Specific Gravities of Aggregate

Aggregate Size (mm) % of Aggregate Bulk Specific Gravity Apparent Specific

of Aggregate GSB Gravity of
Aggregate GSA

15.0-24.0 5 2.799 2.817

10.0-15.0 10 2.782 2.787

5.0-10.0 6 2.748 2.775

0.0-5.0 79 2.731 2.768

 Bulk Specific Gravity of Aggregate Combination;

𝑃1 +𝑃2 +𝑃3 +𝑃4
𝐺𝑠𝑏 = 𝑃1 𝑃 𝑃 𝑃
+ 2 + 3 + 4
𝐺𝑆𝐵1 𝐺𝑆𝐵2 𝐺𝑆𝐵3 𝐺𝑆𝐵4

∴ 𝐺𝑠𝑏 = 2.740

 Apparent Specific Gravity of Aggregate Combination;

𝑃1 +𝑃2 +𝑃3 +𝑃4
𝐺𝑠𝑎 = 𝑃1 𝑃 𝑃 𝑃
+ 2 + 3 + 4
𝐺𝑆𝐴1 𝐺𝑆𝐴2 𝐺𝑆𝐴3 𝐺𝑆𝐴4

∴ 𝐺𝑠𝑎 = 2.772

 Effective Specific Gravity of Aggregate Combination;

𝐺𝑠𝑏 + 𝐺𝑠𝑎
𝐺𝑠𝑒 =
2

∴ 𝐺𝑠𝑒 = 2.756

 Specific Gravity of Asphalt Binder (Bitumen);

𝐺𝑏 = 1.012
 Theoretical Maximum Specific Gravity of Paving Mixture;
1
𝐺𝑚𝑚 = 1−𝑃𝑏 𝑃𝑏 Where; 𝑃𝑏 = Asphalt binder content by weight
+
𝐺𝑠𝑒 𝐺𝑏

 Bulk Specific Gravity of Paving Mix;

𝑊𝐷
𝐺𝑚𝑏 =
𝑊𝑆𝑆𝐷 − 𝑊𝑆𝑈𝐵

𝑊ℎ𝑒𝑟𝑒,
𝑊𝐷 = Dry Weight
𝑊𝐷 = Saturated Surface Dry Weight
𝑊𝐷 = Submerged Weight

Table 3 : Specific Gravity of Mix

Test Average Dry Surface Submerged Bulk Average Theoretical

No. Bitumen Weight Saturated Weight Specific Gmb Maximum
Content Weight Gravity Specific
% (Gmb) Gravity
(Gmm)

1 4.00 1129.6 1130.6 651.77 2.36

2.38 2.57
2 1243.4 1244.2 727.30 2.41

3 1235.0 1237.4 719.32 2.38

4 4.50 1241.4 1242.0 730.44 2.43

2.41 2.56
5 1245.2 1247.4 728.15 2.40

6 1239.6 1240.4 726.15 2.41

7 5.00 1254.0 1254.2 738.04 2.43

2.43 2.54
8 1248.8 1249.2 739.52 2.45

9 1229.2 1230.2 723.00 2.42

10 5.50 1261.0 1262.4 737.44 2.40

2.43 2.52
11 1265.6 1266.2 750.70 2.46

12 1272.6 1273.0 752.26 2.44

Table 4 : Marshall Stability

Test Load Stability Average

No. (kN) (kN) Stability
(kN)
1

10

11

12
 Air Voids in Asphalt mix;

𝐺𝑚𝑏
𝑉𝑎 = (1 − ) × 100
𝐺𝑚𝑚

 Voids in Mineral Aggregate (VMA);

𝐺𝑚𝑏 𝑃𝑠
𝑉𝑀𝐴 = 100 − ( ) Where; 𝑃𝑠 is Aggregate content by weight of mix %
𝐺𝑠𝑏

 Summary of test results

Bitumen Average Average Bulk Average Average

Content Air Voids Stability Specific Flow VMA (%)
(%) (%) (kN) Gravity (0.25mm)
(Gmb)

4.00 7.39 2.38 16.61

4.50 5.86 2.41 16.00

5.00 4.33 2.43 15.75

5.50 3.57 2.43 16.19

Graph 1: Air Voids vs Bitumen Content

Graph 2: Stability vs Bitumen Content

Graph 3: Unit Weight vs Air Voids

Graph 4: VMA vs Bitumen Content

 Graph 5: Flow vs Bitumen Content

Methods Optimum Binder Content %

By Air Voids 5.25

By Stability

By Unit Weight 5.32

Target Optimum

For target optimum bitumen content;

Flow in 0.25mm = 34

VMA (%) = 14.7 %

Discussion

After the casting of asphalt samples, each of those samples were measured and tested
in certain ways.

The measurements taken were, sample’s weight in air and submerged and the weight
of saturated sample. These were obtained to calculate maximum specific gravity and then
parameters such as air void ratio, unit weight and VMA% for separate binder content
percentages.

In this case reason for obtaining the submerged weight was to identify the accurate
volume of the sample. When casting due to imperfectness of the mould or due to asphalt
not being compacted with a uniform surface, the volume of the sample may not be equal to
the volume of the mould. Therefore by identifying the submerged weight, the accurate
volume is taken in calculating the specific gravity value

Discussing on the testing done on asphalt samples, the procedure was heating the
specimens in 60℃ water bath for 30 minutes until the sample is at 60℃ and then testing
the sample with load applying. The readings taken in this test were, flow meter reading and
maximum load reading. Two parameters tested were Marshal Flow and Marshall Stability.

Air Void Ratio

In Graph 1, it is shown how the air void ratio will fluctuate with a bitumen content
percentage. In a mix design, air voids are limited to 3%-5% range. And in this case of this
experiment it was taken as 4%.

If the air void ratio is lower than 3%, when the material is compacted, as there is very
low of number of voids, there will be no air to escape. Therefore the mix may get compacted
by flushing out the bitumen. Then the strength of the mix will lower due to inadequate
bonding and also due to the additional coat of bitumen over the surface, the friction of the
road will decrease as there are no exposed aggregates to cause friction. Therefore vehicles
may slip and accidents can occur.
VMA %

Calculated VMA values for each binder content, is illustrated in Graph 4 This VMA
content is important as it allows enough room for asphalt binder to make a durable mix plus
enough room for mixture air voids to ensure stable mixture.

In VMA is too low, then there is not room enough for required amount of asphalt binder.
If the VMA value is too high, the binder content required for reducing air voids in the
mixture is un economically high.

Unit weight

Unit weight for each bitumen content percentages were calculated and shown in Graph
3. As it can be seen unit weight has increased with bitumen content initially and then
decreased after a point slightly. This is due to when increasing bitumen content initially,
weight of the sample bring increased and therefor unit weight being increased. However
after a point it will decrease due to the change in volume of the sample by additional
bitumen.

Marshal flow

Marshall Flow values depend on the asphalt binder content and stiffness of the mixture.
Higher the asphalt binder content, deformation of the specimen under loading is also high.
The flow values obtained, for separate bitumen content percentages are depicted in Graph
5. In Marshall mix design, this flow value is limited to a span normally of 8% and 18%
minimum and maximum.

High flow values indicate that the mixture has a plastic behavior. Therefore pavement
constructed with such a mixture may be subjected to permanent deformations such as
rutting and shoving. In the other hand, mixtures with low flow values, which may be caused
with inadequate binder, material will be rigid and may fail by cracking and not be durable.
Also the pavements constructed with a mixture with a stiff binder, will lead to fatigue
cracking.
 However by using an increased amount of asphalt binder or using a softer binder grade,
flow values can be increased and by reducing the asphalt binder content and using a stiffer
binder grade, flow value can be decreased.

Marshall Stability

Marshall Stability is a measure of the mass viscosity of the asphalt mixture. It depends
on the angle of internal friction of the aggregates and the viscosity at 60℃ of the asphalt
binder.

In this case the test was conducted at 60℃ as at this temperature it is considered that
the asphalt will be the weakest.

According to the selected asphalt binder grades and content and aggregate properties of
an asphalt mixture, it will have a high or low Marshall stability.

As for the changing of binder grade, using a stiffer or more viscous binder grade,
stability can be increased. And by using a less viscous or less stiff binder grade stability
will decrease.

When the content of asphalt binder is taken in to consideration, when the binder content
is increased, the stability increases. It can be clearly seen in the test results. From binder
content percentage 4% - 5% stability value has increased and then from 5% to 6.5% binder
content, the stability values have again decreased.

This can be explained as follows. When the bitumen content is increased initially, as
the aggregates and the binder mix properly and aggregates being better bonded, it leads to
an increase in stability. Binder is used for the purpose of holding the aggregates together.
However when the content of binder is further increased, binder amount required to hold
aggregates will pass and gap in between aggregates will increase leading to interlocking
behaviour of aggregates to loose. In other words, aggregates will be floating in the binder.
Therefore it is vital to identify the optimum bitumen content for the best stability.

And considering aggregate properties on Marshall Stability, a mixture with aggregates

of angular or crushed aggregates will yield a better stability than a mixture with rounded
gravel type aggregates.
Optimum Binder content

Target optimum bitumen content is identified considering maximum stability, required

air void ratio (4%) and maximum unit weight. This target optimum bitumen content was
again checked to see if it is within the flow limits and if higher than the minimum VMA.
After that it was identified as the Optimum Bitumen Content as it fulfilled the criteria,
which in this report was calculated to be 5.66%.