Hot Ashalt Mix Desing System MOT

‫ﺑﺴﻢ ﺍﷲ ﺍﻟﺮﲪﻦ ﺍﻟﺮﺣﻴﻢ‬
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
MOT Hot Mix Asphalt Design System ‫ﻧﻈﺎم وزارة اﻟﻨﻘﻞ ﻟﺘﺼﻤﯿﻢ اﻟﺨﻠﻄﺎت اﻷﺳﻔﻠﺘﯿﺔ اﻟﺴﺎﺧﻨﺔ‬
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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 – art technology for
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the mix designs used in the construction of asphalt pavements –
called “Superpave Asphalt Mix Design System.” 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
– 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
Kingdom’s 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 – 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 “ Superior Performing Asphalt Pavements” 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 – on the use of the appropriate asphalt binder which
conforms with the vehicle – 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 Ministry’s Laboratory with the relevant
equipment, conduct a training program for the Ministry’s 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 “ MOT
Hot Mix Asphalt Design system " using Superpave System
incorporated in the Asphalt Institute’s 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
Ministry’s 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 Ministry’s officials in spite of their tasks and
responsibilities in the private sector.
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Section 1 - GLOSSARY
TM
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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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 MOT-
SMDCP 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
300,000 to 3 collector roads
L Light
million
3 million to 10
M Medium Main roads and city streets
million
10 million to 30
H Heavy Highways and Expressway
million
More than 30 Heavily trafficked highways,
VH Very Heavy
million 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 50.0 mm
25.0 mm 37.5 mm
19.0 mm 25.0 mm
12.5 mm 19.0 mm
9.50 mm 12.50 mm
4.75 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 Recommended NMS
Sand Mix 4.75 mm
Wearing coarse 9.5 or 12.5 or 19.0 mm
Base coarse 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
‫ ﺇﺒﺭﺍﻫﻴﻡ ﻤﺤﻤﺩ ﻋﺎﺼﻲ‬.‫ ﻡ‬, ‫ ﺇﺒﺭﺍﻫﻴﻡ ﺍﺤﻤﺩ ﺍﻟﻀﺒﻴﺏ‬.‫ ﻡ‬, ‫ ﻤﺤﻤﺩ ﻓﺭﺤﺎﺕ ﻋﻠﻲ‬.‫ ﺩ‬, ‫ ﺤﻤﺩ ﺍﻟﻌﺒﺩﺍﻟﻭﻫﺎﺏ‬.‫ ﺩ‬:‫ﺍﻟﻤﺼﺩﺭ‬
‫ ﻤﺩﻴﻨﺔ ﺍﻟﻤﻠﻙ‬,‫"ﺩﺭﺍﺴﺔ ﺘﻁﺒﻴﻕ ﺍﻟﻤﻭﺍﺼﻔﺎﺕ ﺍﻷﺴﻔﻠﺘﻴﺔ ﺒﺒﺭﻨﺎﻤﺞ ﺃﺒﺤﺎﺙ ﺍﻟﻁﺭﻕ ﺍﻻﺴﺘﺭﺍﺘﻴﺠﻲ ﻟﻠﺩﻭل ﺍﻟﺨﻠﻴﺠﻴﺔ" ﺍﻟﺘﻘﺭﻴﺭ ﺍﻟﻨﻬﺎﺌﻲ‬
.‫ ﻡ‬1996/11/2 ‫ ﻫـ ﺍﻟﻤﻭﺍﻓﻕ‬1417/6/20 ,‫ﻋﺒﺩﺍﻟﻌﺯﻴﺯ ﻟﻠﻌﻠﻭﻡ ﻭ ﺍﻟﺘﻘﻨﻴﺔ‬
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 Gyrations
(ESAL, million) Nini Ndes Nmax
VL (< 0.3) 6 50 75
L (0.3 to 3) 7 75 115
M to H (3 to < 30) 8 100 160
VH (> 30) 9 125 205
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Table-5: Superpave Criteria for the Mixture Design
Criteria Traffic Class Designation (or ESAL, million)
VL L M H VH
Ninitial < 91.5 < 90.5 < 89.0
Ndesign 96.0
Required Density (% Gmm)
Nmax < 98.0
37.5 11.0 %
Voids in the Mineral 25.0 12.0 %
Aggregate (VMA % min)
Nominal 19.0 13.0 %
Important Note: mixtures Maximum
with VMA greater than Size, mm 12.5 14.0 %
2.0% above the minimum
should be avoided. 9.5 15.0 %
4.75 16.0%
37.5 64-80 64-78 64-75
25.0 67-80 65-78 65-75

19.0 70-80 65-78 65-75
Voids Filled with Asphalt, %
12.5 70-80 65-78 65-75
9.5 70-80 65-78 65-75
4.75 70-80 65-78 65-75
Dust Proportion (DP) Ratio, if gradation line is

For all NMS DP = 0.6 - 1.2, for NMS 4.75 DP = 0.9 - 2.0
above the PCS
Dust Proportion (DP) Ratio, if gradation line is

0.9 – 1.6
below the PCS.
Average Indirect Tensile Strength of the Dry Set in

Report
the Moisture Sensitivity Evaluation, kPa
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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

Traffic Class Designation (or ESAL, million)
Speed
VL(<0.3) L(0.3to3) M(3to<10) H(10to<30) VH(>30)
Standing (average speed < 20 km/h) Note2 2 2 2 2
No
Slow (average speed 20 to 70 km/h) 1 1 1 1
adjustment
No No No
Standard (average speed > 70 km/h) Note2 1
adjustment adjustment adjustment
o
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) Layer Depth,
Property
VH(>30) H(10to<30) M (3 to<10) L (0.3 to 3) VL (< 0.3) mm
100/100 95/90 85/80 75/- 55/- < 100 mm CAA, %

100/100 80/75 60/- 50/- -/- > 100 mm min.
45 45 45 40 - < 100 mm FAA, %

45 40 40 40 - > 100 mm min.
50 45 45 40 40 SE, % min
10 10 10 10 - 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 100 - - - - - - - - - - -
37.5 mm 90 100 100 - - - - - - - - -
25.0 mm - 90 90 100 100 - - - - - - -
19.0 mm - - - 90 90 100 100 - - - - -
12.5 mm - - - - - 90 90 100 100 - 100 -
9.5 mm - - - - - - - 90 90 100 95 100
4.75 mm - - - - - - - - - 90 90 100
2.36 mm 15 41 19 45 23 49 28 58 32 67 - -
1.18 - - - - - - - - - - 30 60
0.075 mm 0 6 1 7 2 8 2 10 2 10 6 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 12.5mm 19mm 25mm 37.5 mm Nominal Maximum Size
2.36mm 2.36mm 4.75mm 4.75mm 9.5mm Primary Control Sieve Size
47% 39% 47% 40% 47% %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. Estimated asphalt binder content corrected to give 4.0% air voids.
b. Estimated asphalt binder content corrected to give 4.0% air voids minus 0.5 %.
c. Estimated asphalt binder content corrected to give 4.0% air voids plus 0.5 %.
d. 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 sub-
items 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 Bottom 100 mm
Asphalt Binder Content (DAC) ± 0.4 % ± 0.4%
Sieve Size 19.0 mm ± 4% ± 6%
Sieve Size 12.5 mm ± 4% -
Sieve Size 9.5 mm - ±6%
Sieve Size 4.75 mm ± 5% ± 6%
Sieve Size 2.36 mm ± 4% ± 5%
Sieve Size 0.15 mm ± 2.0 % -
Sieve Size 0.075 mm ± 1.5 % ± 1.5%
Air Voids (Va) ± 1.5% ± 1.5 %
Voids in Mineral Aggregate (VMA) ± 2.0 % ± 2.0 %
Dust Proportion Within Requirements
Dry Indirect Tensile Strength, kPa Report
Moisture Sensitivity, Retained ITS , % 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 PG 64-10 PG 70-10 PG 76-10 PG 82-10
Average 7-day maximum pavement design

< 64 < 70 < 76 < 82
temperature, C
Minimum pavement design temperature, C > -10 > -10 > -10 > -10
Requirements of the Fresh (Original) Binder
Flash point, T48: min. C 230
Rotational viscosity, T316: maximum 3.0

135
Pa.s, test temp, C
Dynamic shear, T315: G*/sinδ, minimum

64 70 76 82
1.00 kPa, test temp. @ 10 rad/s, C
Requirements of the Rolling Thin-Film Oven Reside (T240)
Mass change, maximum, percent 1.0
Dynamic shear, T315: G*/sinδ, minimum
64 70 76 82
2.20 kPa, test temp. @ 10 rad/s, C
Pressure Aging Vessel Residue (R 28)

PAV ageing temperature, C 110.0
Dynamic shear, T315: G*xsinδ, maximum

31 34 37 40
5000 kPa, test temp. @ 10 rad/s, C
Creep stiffness, T313: S, maximum 300
MPa and m-value, minimum 0.300, test 0 0 0 0
temp, C
Direct tension, T314: Failure strain,
0 0 0 0
minimum 1.0% test temp. @ 1.0 mm/min, C
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
PMB modified with Type 1 PMB modified with
Reference
Requirement Polymers Type 2 Polymers
Standard
ASTM (D5976) ASTM (D5841)
Homogeneous if no
Difference in the softening point ASTM
skinning on the top
between specimen from top and
Separation 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,
AASHTO
25C, 10cm 60% n/a
T301
elongation
Penetration, 4C, AASHTO
10-20 9-24
200 g, 60 s 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 polymer-
modified 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 polymer-
modified 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 polymer-
modified 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 Certificate-

AABSC” 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 Ministry Of Transportation
PG Performance Grade
PMB Polymer Modified Binder (They fall in the category of PGAB)
PGAB Performance Grade Asphalt Binder
AASHTO American Association of State Highways and Transportation Officials
Supplier Organization Supplying PGAB to the road contractors
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End Of English Version
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‫ﺑﺴﻢ ﺍﷲ ﺍﻟﺮﲪﻦ ﺍﻟﺮﺣﻴﻢ‬

Ministry of Transport (MOT)

Hot Asphalt Mix Design System

Section 2 - Hot-Asphalt Mix Design System ----------------------------------8

Appendix (A): Accreditation RequirementsOf Polymer Modified Binder

The road sector in the

This quantitive development and expansion of road lengths were

With best wishes of success.

The road network in the Kingdom of Saudi

Marshall method is one of the conventional techniques for the design

To overcome such deficiencies a new technology has emerged

As a preliminary step towards the application of the Superpave

In view of study findings, the Ministry decided to adopt the

The Ministry advises all contractors and consultants who are

1-2 Superpave Design Parameters:

Class Designation ESALs Range Applications

VL Very Light Less than 300,000 Agricultural roads with light

1-2-2 Nominal Maximum Size (NMS)

Nominal Maximum Size (NMS) Maximum Size (MS)

Table-3: Recommended NMS for Different Layer Types

Layer Recommended NMS

Sand Mix 4.75 mm

Wearing coarse 9.5 or 12.5 or 19.0 mm

Base coarse 25.0 or 37.5 mm

1-3 Selection of HMA Properties & Requirements:

: Table-4: Superpave Gyratory Compactive Effort (SGCE)

M to H (3 to < 30) 8 100 160

VH (> 30) 9 125 205

Criteria Traffic Class Designation (or ESAL, million)

Ninitial < 91.5 < 90.5 < 89.0

37.5 64-80 64-78 64-75

25.0 67-80 65-78 65-75

Dust Proportion (DP) Ratio, if gradation line is

Dust Proportion (DP) Ratio, if gradation line is

Average Indirect Tensile Strength of the Dry Set in

Table – 6: Asphalt Binder PG Adjustment for Traffic Level and Speed

Standing (average speed < 20 km/h) Note2 2 2 2 2

100/100 95/90 85/80 75/- 55/- < 100 mm CAA, %

45 45 45 40 - < 100 mm FAA, %

Sieve Size 37.5 mm 25.0 mm 19.0 mm 12.5 mm 9.5 mm 4.75 mm

37.5 mm 90 100 100 - - - - - - - - -

25.0 mm - 90 90 100 100 - - - - - - -

19.0 mm - - - 90 90 100 100 - - - - -

12.5 mm - - - - - 90 90 100 100 - 100 -

9.5 mm - - - - - - - 90 90 100 95 100

Primary Control Sieve (PCS) shown in Table–9 can be used to determine if

Table -9 Gradation Classification - PCS Control Points

A good design aggregate structure is one that is economical and meets

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

1-4-6 Nmax and Ndes Verification

Asphalt Binder Content (DAC) ± 0.4 % ± 0.4%

Sieve Size 19.0 mm ± 4% ± 6%

Sieve Size 12.5 mm ± 4% -

Sieve Size 9.5 mm - ±6%

Sieve Size 4.75 mm ± 5% ± 6%

Sieve Size 2.36 mm ± 4% ± 5%

Sieve Size 0.15 mm ± 2.0 % -

Sieve Size 0.075 mm ± 1.5 % ± 1.5%

Air Voids (Va) ± 1.5% ± 1.5 %

Voids in Mineral Aggregate (VMA) ± 2.0 % ± 2.0 %

Dust Proportion Within Requirements

Dry Indirect Tensile Strength, kPa Report

Moisture Sensitivity, Retained ITS , % 80% minimum