CE 772 Module 21-23

CE 772 Pavement Materials
Module 21-23: Asphalt Concrete Mix Design
angle
Prof. Solomon Debbarma, sdebbarma@iitb.ac.in Phone: 8837237899 (M); 7131 (O)
Some images are taken from the internet and used for educational purposes only
What are we going to learn
❖Purpose of asphalt concrete mix design
❖Hveem mix design method
❖Marshall method of mix design
❖Specimen preparation in the laboratory
❖Importance of density and voids analysis
❖Superpave mix design method
❖Evaluation of moisture susceptibility
❖Characterization of Asphalt Concrete
❖Recycling of Asphalt Concrete
What is asphalt and asphalt concrete?
• Asphalt, also known as bitumen, is a sticky, black, highly viscous liquid or semi-solid form
of petroleum.
• It may be found in natural deposits or may be a refined product
• Asphalt concrete is a sustainable paving solution made from a mixture of aggregates,
binder, and filler
• Asphalt is the binder used in asphalt concrete pavements
Hot-Mix Asphalt (HMA) consists of two basic ingredients: aggregate and asphalt binder
Because asphalt binder and aggregates are mixed between 150 ℃ - 176 ℃
Tests on asphalt
• Test on asphalt binder is important to
determine the conventional and rheological
properties of asphalt.
• It ensures that an asphalt mix will be
capable of withstanding road conditions
(traffic and environmental conditions)
Elastic solid at low Viscous fluid at
❖ Asphalt binder tests temperatures high temperatures
➢ Penetration test
• Penetration test is the oldest asphalt test.
• Measures the hardness or softness of asphalt by
measuring the depth of penetration of standard loaded
needle in 5 s while maintaining asphalt sample
temperature at 25 ℃
• More viscous the asphalt, the less distance needle is able
to penetrate
• Hence, the penetration value for viscous asphalt is less
• AASHTO T 49 and ASTM D 5: Penetration of Bituminous
Materials
Tests on asphalt
➢ Ductility test
• The ductility test (figure on left) measures asphalt binder ductility by stretching a
standard-sized briquette of asphalt binder (figure on right) to its breaking point.
• The stretched distance in centimetres at breaking is then reported as ductility. Like
the penetration test, this test has limited use since it is empirical and conducted at
only one temperature (25° C (77° F))
• AASHTO T 51 and ASTM D 113: Ductility of Bituminous Materials
Tests on asphalt
➢ Softening point test
• The softening point is defined as the temperature at which a
bitumen sample can no longer support the weight of a 3.5-g steel
ball.
• Basically, two horizontal disks of bitumen, cast in shouldered brass
rings (Figure 1), are heated at a controlled rate in a liquid bath while
each supports a steel ball.
• The softening point is reported as the mean of the temperatures at
which the two disks soften enough to allow each ball, enveloped in
bitumen, to fall a distance of 25 mm (1.0 inch)
• AASHTO T 53 and ASTM D 36: Softening Point of Bitumen (Ring-
and-Ball Apparatus)
➢ Thin film oven (TFO) test

• This test simulates short-term aging by heating a film of asphalt
binder in an oven for 5 hours at 163° C (325° F).
• The effects of heat and air are determined from changes incurred in
physical properties measured before and after the oven treatment by
other test procedures.
• AASHTO T 179 and ASTM D 1754: Effects of Heat and Air on Asphalt
Materials (Thin-Film Oven Test)
Tests on asphalt
➢ Rolling thin film oven (RTFO) test
• This test simulates short term aged asphalt binder for physical property testing.
• Asphalt binder is exposed to elevated temperatures to simulate manufacturing and
placement aging. This test provides a quantitative measure of the volatiles lost during the
aging process.
• Take unaged asphalt binder samples in cylindrical glass bottles and place in a rotating
carriage within an oven (figure on right). The carriage rotates within the oven while the
325°F (163°C) temperature ages the samples for 85 minutes. Samples are then stored for use
in physical properties tests or the PAV.
• AASHTO T 240 and ASTM D 2872. Effect of Heat and Air on a Moving Film of Asphalt (Rolling
Thin-Film Oven Test)
Tests on asphalt
➢ Pressure Aging Vessel (PAV) test
• This test (figure on left) provides simulated long term aged asphalt binder for physical
property testing.
• Asphalt binder is exposed to heat and pressure to simulate in-service aging over a 7 to 10 year
period. Long term aged asphalt binder to be tested at intermediate and cold temperatures to
determine fatigue and low temperature cracking (Figure on right) resistance.
• The basic PAV procedure takes RTFO aged asphalt binder samples, places them in stainless
steel pans and then ages them for 20 hours in a heated vessel pressurized to 305 psi (2.10 MPa
or 20.7 atmospheres). Samples are then stored for use in physical property tests.
• AASHTO R 28: Accelerated Aging of Asphalt Binder Using a Pressurized Aging Vessel (PAV)
Tests on asphalt
➢ Bending Beam Rheometer (BBR) test
• The BBR test (see figure on top) provides a measure of
low temperature stiffness and relaxation properties of
asphalt binders.
• These parameters give an indication of an asphalt
binder’s ability to resist low temperature cracking. The
BBR is used in combination with the DTT to determine
an asphalt binder’s low temperature PG grade.
• The basic BBR test uses a small asphalt beam that is
simply supported (figure on left) and emersed in a cold
liquid bath . A load is applied to the center of the beam
and its deflection is measured against time
• Stiffness is calculated based on measured deflection and
standard beam properties and a measure of how the
asphalt binder relaxes the load induced stresses is also
measured. BBR tests are conducted on PAV aged asphalt
binder samples. The test is largely software controlled.
• AASHTO T 313: Determining the Flexural Creep Stiffness
of Asphalt Binder Using the Bending Beam Rheometer
(BBR)
Tests on asphalt
➢ Direct tension tester (DTT) test
• The DTT test (see figure above) provides a measure of low temperature stiffness and relaxation
properties of asphalt binders.
• These parameters give an indication of an asphalt binder’s ability to resist low temperature
cracking. The DTT is used in combination with the BBR to determine an asphalt binder’s low
temperature PG grade determination.
• Measures the stress and strain at failure of a specimen of asphalt binder pulled apart at a constant
rate of elongation. Test temperatures are such that the failure will be from brittle or brittle-ductile
fracture. The test is of little use at temperatures where the specimen fails by ductile failure
(stretches without breaking).
• AASHTO T 314: Determining the Fracture Properties of Asphalt Binder in Direct Tension (DT)
Tests on asphalt
➢ Dynamic Shear Rheometer (DSR) test
• The DSR (figure on left) test is used to characterize the viscous and elastic behavior of
asphalt binders at medium to high temperatures.
• This characterization is used in the Superpave PG asphalt binder specification.
• The basic DSR test uses a thin asphalt binder sample (figure on middle) sandwiched
between two circular plates. The lower plate is fixed while the upper plate oscillates
back and forth across the sample at 10 rad/sec (1.59 Hz) to create a shearing action.
• DSR tests are conducted on unaged, RTFO aged and PAV aged asphalt binder samples.
The test is largely software controlled.
Tests on asphalt
➢ Dynamic Shear Rheometer (DSR) test
• Asphalt binders are viscoelastic

• The DSR measures a specimen’s complex shear
modulus (G*) and phase angle (δ).
• The complex shear modulus (G*) can be
considered the sample’s total resistance to
deformation when repeatedly sheared, while
the phase angle (δ), is the lag between the
applied shear stress and the resulting shear
strain (figure on left). The larger the phase
angle (δ), the more viscous the material.
• Phase angle (δ) limiting values are:
G* and δ are used as predictors Purely elastic material: δ = 0 degrees
of HMA rutting and fatigue
Purely viscous material: δ = 90 degrees
cracking. Early in pavement life
rutting is the main concern, • AASHTO T 315: Determining the Rheological
while later in pavement life Properties of Asphalt Binder Using a Dynamic
fatigue cracking becomes the Shear Rheometer (DSR)
major concern.
Tests on asphalt
➢ Rotational viscometer test
• The The Rotational Viscometer (figure on left) is
used to determine the viscosity of asphalt binders
in the high temperature range of manufacturing
and construction.
• This measurement is used in the Superpave PG
asphalt binder specification.
• This test can be conducted at various
temperatures, but since manufacturing and
construction temperatures are fairly similar
regardless of the environment, the test for
Superpave PG asphalt binder specification is
always conducted at 275°F (135°C).
• The RV test helps ensure that the asphalt binder
is sufficiently fluid for pumping and mixing
• AASHTO T 316 and ASTM D 4402: Viscosity
Determination of Asphalt Binder Using Rotational
Viscometer.
Selection of Choice of Bitumen
❖ Choice of Bitumen is Based on:
Climatic Conditions - Maximum & Intensity of Traffic - Number of vehicles

Minimum Temperature; Rainfall per day & axle load of vehicles
Requirements for Paving Bitumen
➢ IS: 73 -2013 specifications
Characteristics VG-10 VG-20 VG-30 VG-40 Method
Absolute Viscosity, 600C, Poise, 800 1600 2400 3200 IS:1206

min
Kinematic Viscosity, 1350C, cSt, 250 300 350 400 IS:1206
min
Flash Point, min, OC , 220 220 220 220 IS:1209
Softening Point, min , 0C 40 45 47 50 IS:1205
Penetration, 0.1mm, at 250C 80-100 60-80 50-70 40-60 IS:1203
Ductility Residue, cm , min 75 50 40 25 IS:1208

250C
Viscosity Ratio at 60 0C, 4 4 4 4 IS:1212
Solubility in TCE, min ,% 99 99 99 99 IS:1216
Requirements for Paving Bitumen
➢ IRC: 111 specifications
Viscosity Grade (VG) General Applications

VG-40 Use in highly stressed areas such as those in intersections, near
(40-60 penetration) toll booths, and truck parking lots in lieu of old 30/40 penetration
grade
VG-30 Use for paving in most of India in lieu of old 60/70 penetration
(50-70 penetration) grade
VG-20 Use of paving in cold climatic; high altitude regions of North India
(60-80 penetration)
VG-10 Use in spraying applications and for paving in very old climatic in
(80-100 penetration) lieu of old 80/100 penetration grade
Highest Daily Mean Air Temperature, C
Lowest Daily Mean Air Less than 20 C 20 to 30 C More than 30 C

Temperature, C
More than – 10 C VG-10 VG-20 VG-30
– 10 C or lower VG-10 VG-10 VG-20
Limitations of Conventional/Paving Bitumen
❖ Drawbacks:
▪ Brittleness at Low Temperature

▪ Becomes Soft In Hot Climatic Conditions
▪ High Temperature Susceptibility
▪ Susceptible To Deformation (Rutting)
▪ Fatigue Failure (Cracking)
▪ Poor Adhesion
A SOLUTION FOR ALL THESE PROBLEMS LIES IN USE OF POLYMER MODIFIED

BITUMEN
Why Modified Bitumen ?
- Longer Road Life

- Lower Maintenance Cost
- Increasing Number Of Vehicles
- Increasing Axle Load
- Desire To Maintain Higher Serviceability Level
- Includes Long Term Maintenance
- Cost Effective Solution for a Country like ours with limited availability of fund
Polymer Modified Bitumen
❖ What are Polymers?
▪ A polymer is a very large molecule made by

chemically reacting many (poly) smaller molecules
(monomers) to one another in long chains or
clusters
The sequence and chemical structure of the monomers determine the physical
properties of the resulting polymer.
Copolymers consist of the combination of two different monomers that can be

either in a random or a block arrangement. For example, polystyrene is a hard,
brittle plastic whereas polybutadiene is soft and rubbery. If these two distinct
monomers are randomly mixed and reacted together, a new polymer called
copolymer with very different properties is created.
Polymer Modified Bitumen
Polymers can be engineered to obtain a broad range of physical properties
❖ Elastomers:
Polymers, which on addition to bitumen impart elasticity to bitumen, much like a rubber band,
are categorized as Elastomers. Elastomers resist deformation from applied stress by stretching
and recovering their shape quickly when stress is removed. They significantly improve flexibility
and cyclic loading properties (fatigue life) of the mixes in addition to improved durability and
strength properties of the bituminous mix.
❖ Plastomers:
Plastomers have a tough, rigid, three-dimensional network that is resistant to deformation.
Plastomers stiffen the bitumen and mixes, much like a hard plastic. Plastomers impart durability
and strength to the bituminous concrete mixes over all service temperatures but do not improve
elasticity and cyclic loading properties of the mix. All kinds of plastics fall under this category
Properties Improved by Polymers
• A sufficient increase in viscosity, prevents plastic
deformation.
• An increase in flexibility and elasticity of binder at
low temperatures to delay the crack formation
(mainly due to fatigue failure) and loss of chipping.
• High thermostability, improved homogeneity and
aging resistance, thus helping to reduce the
hardening of the binder during mixing, laying and
pavement service life.
➢ Thermoplastic
❖ Plastomers:
• Low Density Polyethylene (LDPE)
Various • Ethylene Vinyl Acetate (EVA)
❖ Elastomers:
Polymer
• Ethylene Butyl Acrylate (EBA)
Modified • Styrene Butadiene Rubber (SBR)
Bitumen • Styrene Butadiene Styrene (SBS)
(PMB) • Polyisoprene, Chloroprene
• Polybutadiene, Ethylene Ter Polymer
• Natural Rubber, Waste Tyre Rubber
➢ Thermosets
❖ Epoxy Resins
Crumb Rubber Modified Bitumen (CRMB)
❖ CRMB is Conventional Bitumen with treated Crumb
Rubber Additive at high temperature which results
in
– Lower susceptibility to temp. variation

– Higher resistance to deformation at high
temperature
– Better Age Resistance Properties
– Higher Fatigue Life of Mixes
– Better Adhesion Properties
• A sufficient increase in viscosity, prevents
plastic deformation.
• An increase in flexibility and elasticity of

binder at low temperatures to delay the
crack formation (mainly due to fatigue
failure) and loss of chipping.
• High-thermo stability, improved

homogeneity and aging resistance, thus
helping to reduce the hardening of the
binder during mixing, laying and pavement
service life.
Natural Rubber Modified Bitumen (NRMB)
❖ Different forms of Natural Rubber like preserved field latex, pre-vulcanized latex, sheet rubber,
powdered rubber and ground-vulcanized rubber were used for rubberization and of these the
best performance was observed with Natural Rubber latex.
– Incorporation of 2-4 per cent Natural Rubber into bitumen thus improves the properties of
the later substantially and rubberized bitumen is found to be an excellent binder for roads.
– Bitumen was heated to about 140°C and small amounts (1%) of kerosene was added as
viscosity modifier. To the boiling bitumen, natural rubber latex as specially preserved field
latex (about 2-4% by weight of bitumen) was added, stirred well and kept for about 2
hours for homogenization.
Benefits of NRMB:
• Increase in useful service life
• Improved resistance to cracking at low
temperature
• Better resistance to fatting up or
bleeding of bitumen under hot condition
• Improved skid resistance
• Increased fuel economy
• Better grip and cornering
• Low repairs and maintenance cost
(about 33% savings)
Requirements of PMB/CRMB/NRMB as per IS:15462-2004
❖ CRMB:
Characteristics CRMB 50 CRMB 55 CRMB 60
Viscosity, 1500C, Poise 1-3 2-6 3-9
Flash Point, min, OC , 220 220 220
Softening Point, min , 0C 40 45 47
Penetration, 0.1mm, at 250C <70 <60 <50
Elastic Recovery of half thread at 15 0C, min 50 50 50
❖ NRMB:
Characteristics NRMB 120 NRMB 70 NRMB 40
Viscosity, 1500C, Poise 1-3 2-6 3-9
Flash Point, min, OC , 220 220 220
Softening Point, min , 0C 45 50 55
Penetration, 0.1mm, at 250C 90-150 50-90 30-50
Elastic Recovery of half thread at 15 0C, min 50 40 30
Highest Daily Mean Air Temperature, C (IRC: 111)
Lowest Daily Mean Air Less than 20 C 20 to 30 C More than 30 C
Temperature, C
More than – 10 C PMB/NRMB 120 PMG/NRMB 70/ PMB/ NRMB 40/
CRMB 50 CRMB 55 CRMB 60
– 10 C or lower PMB/ NRMB 120/ PMG/ NRMB 120/ PMB/ NRMB 70/
CRMB 50 CRMB 50 CRMB 55
Asphalt Concrete Requirements
Specification Purpose No. of Layers Thickness of each

Layer
Dense Bituminous Base/Binder Single or Multiple 50 mm – 100 mm
Macadam (DBM) Course/Overlay for
Strengthening
Semi-Dense Bituminous Wearing Course Single 25 mm – 40 mm
Concrete (SDBC)
Bituminous Concrete Wearing Course Single 25 mm/ 40 mm/ 50
mm
Asphalt Concrete Requirements
➢ Aggregate Grading and Bitumen Content (IRC: 111; MORTH)
Specification DBM SDBC BC
Grading 1 2 1 2 1 2
NMSA (mm) 37.5 26.5 13.2 9.5 19 13.2
Layer thickness (mm) 75 – 100 50 – 75 40 25 50 25 – 40
IS Sieve size (mm) Cumulative % by wt. of total aggregate passing
45 100
37.5 95-100 100
26.5 63-93 90-100 100
19 - 71-95 100 90-100 100
13.2 55-75 56-80 90-100 100 59-79 90-100
9.5 - - 70-90 90-100 52-72 70-88
4.75 38-54 38-54 35-51 35-51 35-55 53-71
2.36 28-41 28-42 24-39 24-39 28-44 42-58
1.18 - - 15-30 15-30 20-34 34-48
0.6 - - - 15-27 26-38
0.3 7-21 7-21 9-19 9-19 10-20 18-28
0.15 - - - - 5-13 12-20
0.075 2-8 2-8 3-8 3-8 2-8 4-10
Bitumen content (min) 4% 4.5% 4.5% 5% 5.2% 5.4%
Asphalt concrete
• To prepare asphalt concrete specimens using Marshall hammer and

determine the Marshall stability and flow values
• Stability: the ability to withstand traffic loads without distortion or
deflection, especially at higher temperatures
HMA consists of two basic ingredients: aggregate and asphalt binder

Asphalt concrete
• Historical mix design methods
Hveem Marshall Superpave
Under the SHRP

Bruce Marshall
(Strategic Highway
Francis Hveem
Research Program)
In the late 1930s
which was funded by
In the late 1930s
FHWA (Federal
The US Army Corps
Highway
of engineers
Administration)
Asphalt concrete
• What do we need mix design methods?
• Sufficient asphalt to ensure a durable pavement
• Sufficient density and air voids (Volumetric properties of mixture)

- Upper limit to prevent excessive environmental damage
- Lower limit to allow room for initial densification due to traffic
• Sufficient stability under traffic loads
• Sufficient workability
Significance and Use
➢ Marshall Mix Design

• Developed by Bruce Marshall for the

Mississippi Highway Department in the late 30’s
• WES (Waterways Experiment Station) began to study
in 1943 for WWII
– Evaluated compaction effort
• No. of blows, foot design, etc.
• Decided on 10 lb.. Hammer, 75 blows/side
• 4% voids after traffic
• Initial criteria were established and upgraded for
increased tire pressures and loads
The basic steps required for performing Marshall mix

design are as follows (The Asphalt Institute, 2001):
1. aggregate evaluation
2. asphalt cement evaluation
3. specimen preparation
4. Marshall stability and flow measurement
5. density and voids analysis
6. design asphalt content determination
Equipment and Materials
HMA in loose condition Oven Mold (4 in. diameter) Mechanical Marshall

Compaction hammer
Specimen extruder Water bath Breaking Head Marshall frame

Procedure
1. Remove premade hot mix asphalt from oven at 150 degrees Celsius.
2. Take a 1200 g sample.
3. Place the hot mix asphalt in the 101.6 mm mold with release paper on both
sides.
Procedure
4. Compact the hot mix asphalt 75 times on each side using the mechanical
compaction hammer.
5. Remove the sample from the mold with the specimen extruder.
Procedure
6. Immerse the specimen in a 60⁰C (140⁰F) water bath for 30~40 minutes.
7. Remove the specimen from the water bath, dry lightly and place it in the
breaking head.
8. Set up a strip chart to collect the data from the breaking head.
9. Load the specimen at a rate of 50.8 mm/min (2 in./min).
10. Once the maximum load is reached, record it along with the Marshall flow
deformation.
Procedure

Requirements of Dense Grade Bituminous Macadam
➢ IRC: 115 and MORTH 5th Revision:
Properties VG Grade Bitumen Modified Bitumen Test Method
Hot Climate Cold Climate
Compaction level (no. of blows) 75 blows on each face of the specimen AASHTO T245
Minimum stability (kN at 600C) 9.0 12 10 AASHTO T245
Marshall flow (mm) 2-4 2.5-4 3.5-5 MS-2
Marshall quotient (stability/flow) 2-5 2.5-5 MS-2
% Air voids 3-5 AASHTO T283
% Voids filled with bitumen (VFB) 65-75
Tensile Strength Ratio (TSR) 80% (minimum)
% Voids in Mineral Aggregate (VMA)
NMSA (mm) Min % VMA related to designed % air voids
3 4 5
9.5 14 15 16
13.2 13 14 15
19.0 12 13 14
26.5 11 12 13
37.5 10 11 12
These criteria can slightly vary between various regions

Volumetric Properties of Asphalt Mixture
A compacted asphalt concrete mix consists

primarily of following components
Aggregates Asphalt Air
The volumetric properties associated with the combination of these

three components are widely used for mix design and production
control
Since, it is impractical to measure the volume of constituent components within

HMA mix in the laboratory or in the field, mass-volume relationships are used to
convert the measurable masses into their corresponding volumes.
The relationship between mass and volume is determined by the material’s

specific gravity (G) determined as:
where:
𝑚 G = specific gravity
𝑣 𝑚 m = mass of the material
𝐺 = 𝑜𝑟
𝜌 𝑣×𝜌 v = volume of the material
ρ = density of water
Since ρ is assumed to be a constant 1 g/cm3, any specific gravity can be

calculated from the appropriate mass and volume.
If any two of the three are quantities, G, m, or v, are known through testing, the
third can be easily calculated.
Several different specific gravity types are determined in the volumetric analysis of
an asphalt mixture. Each specific gravity uses a particular mass (binder and/or
aggregate) and a particular volume (air, binder or aggregate or some combination).
Some specific gravity values use an aggregate volume that also includes the water-
permeable voids, while others include only the portion of the water-permeable voids
not filled with absorbed asphalt. (Because liquid water is always at a lower viscosity
than asphalt binder, the asphalt can never penetrate the aggregate voids as much as
water.)
Representation of microscopic view of

aggregate, asphalt, and air mixture
A bituminous compacted mixture is represented in terms of the different masses

and volumes used in volumetric calculations. This representation, shown in
Figure below is called a phase diagram. It breaks down the components into air,
effective asphalt (non-absorbed), absorbed asphalt and aggregate.
Mixture Volumetric Properties of Asphalt Mixture
❖ Percent air voids, Pa:
The volume of air voids in a compacted
mixture, expressed as a percentage of the
total mix volume. Many agencies refer to this
percentage by the term Va because it is a
percentage by volume instead of a
percentage by mass. However, the identical
term Va is also used to represent the volume
of air voids in an asphalt mixture, expressed
in cubic centimeters. Other agencies use the
term VTM (Voids in Total Mix) to avoid the
conflict.
❖ Voids in the Mineral Aggregate (VMA): ❖ Voids Filled with Asphalt (VFA):
The voids created by the aggregate The percentage of the VMA filled
structure of a compacted asphalt mixture, with effective (nonabsorbed)
expressed as a percentage of the total mix asphalt binder.
volume. VMA represents the volume of air
voids and effective (nonabsorbed) asphalt
binder
❖ Percent Aggregate (Ps):
The total percentage of aggregate in the
asphalt mixture, expressed as a percentage
of the total mix mass.
❖ Percent Binder (Pb):

The total percentage of asphalt binder in
the asphalt mixture, expressed as a
percentage of the total mix mass. Note that
Ps + Pb = 100%.
❖ Percent Binder Effective (Pbe): ❖ Percent Binder Absorbed (Pba):

The functional portion of the asphalt binder The portion of the asphalt binder
that coats the aggregate in the asphalt that is absorbed into the
mixture but is not absorbed into the aggregate, expressed as a
aggregate, expressed as a percentage of the percentage of the total aggregate
total mix mass mass.
Aggregate Volumetric Properties of Asphalt Mixture
❖ Binder specific gravity, Gb:
• Determined by ASTM D70 or AASHTO T228.
• Asphalt binder specific gravity typically ranges from 1.00 to 1.05.
❖ Bulk (dry) Specific Gravity, Gsb:

• ratio of the oven-dry mass of a unit volume of
aggregate (including both the impermeable
and water-permeable void volumes) to the
mass of the same volume of water.
➢ Gsb of Coarse Aggregate:

➢ Determining the fine aggregate Gsb

➢ Determining the composite Gsb for one stockpile:

➢ Calculate the Gsb for the aggregate blend:

❖ Example of Bulk (dry) Specific Gravity, Gsb:
➢ Calculate the Gsb for the aggregate blend:
Material Bulk Sp. Gr. % by mass of total % by mass of total

mix agg.
Asphalt binder 1.030 (Gb) 5.3 (Pb) 5.6 (Pb)
Coarse Aggregate 2.716 (G1) 37.9 (P1) 40.0 (P1)
Fine Aggregate 2.689 (G2) 56.8 (P2) 60.0 (P2)
Paving mixture:
Bulk specific gravity of compacted paving mixture specimen: Gmb = 2.442
Maximum specific gravity of paving mixture, Gmm = 2.535
❖ Apparent Specific Gravity, Gsa:
The ratio of the oven-dry mass of a unit volume of aggregate (including only the
impermeable void volumes) to the mass of the same volume of water
❖ Water Absorption (A):
❖ Effective Specific Gravity, Gse:
The effective specific gravity is the ratio of the oven dry mass of a unit volume of
aggregate (including both the solid volume of the aggregate and the water permeable
voids not filled with absorbed asphalt as shown in Figure below) to the mass of the
same volume of water
❖ Effective Specific Gravity, Gse:

mix agg.
Paving mixture:
❖ Determining Gmm at other binder content
The Gse is then used to calculate Gmm at each of the other binder contents. This step is
not necessary if the designer has performed Gmm testing at each trial binder
percentage
❖ Determining Gmm at other binder content
Using binder content of 5.3%, and 5.8%
Note that as the binder content

increases, Gmm always decreases. This
is because the percentage of
aggregate, which has a higher specific
gravity, necessarily decreases for a
unit volume with an increase in the
percentage of binder, which has a
lower specific gravity.
❖ Percent air voids in compacted mixture (Pa):
Note: AASHTO M 323, “Superpave Volumetric Mix Design,” sets the design air
voids at 4.0 percent, some agencies have lowered the target to 3.5 percent or even
3.0 percent in an effort to force more binder into the mix. A reasonable rule of
thumb says that for each 1.0 percent decrease in the air void content for a given
aggregate structure, the design binder content increases 0.3 to 0.4 percent
❖ Percent air voids in compacted mixture (Pa):

mix agg.
Paving mixture:
❖ Percent VMA in compacted mixture:
The voids in the mineral aggregate, VMA, are defined as the intergranular void space
between the aggregate particles in a compacted paving mixture that includes the air
voids and the effective asphalt content, expressed as a percent of the total volume.

mix agg.
Paving mixture:
If the mixture composition is determined as percent by weight of aggregate, the
following equation must be utilized to calculate VMA.
Note: Because the VMA does not include

the waterpermeable voids in the aggregate,
the bulk dry Gsb must be utilized in
calculating VMA
❖ Percent VFA in compacted mixture:
The voids filled with asphalt (VFA) is the percentage by volume of the VMA that is
filled with the effective binder. VFA, like VMA, also tends to increase as the mix
becomes finer and gains more total aggregate surface area. The VFA can be calculated
with either of the following equations.
❖ Percent VFA in compacted mixture:

mix agg.
Paving mixture:
❖ Percent Binder Absorption (Pba):
The percent binder absorption (Pba) is the percentage by mass of binder that is absorbed
into the aggregate. It is assumed that the amount of binder absorbed into the aggregate
is a constant value; therefore, it is calculated based on the mass of the aggregate.
Note that if the absorption was calculated based on the total mass of the mix, the percent
absorption would change based on the amount of binder added to the mix.
❖ Percent Binder Absorption (Pba):
❖ Effective binder content (Pbe):
The effective binder content (Pbe) of a paving mixture is the percentage by mass of
binder that stays on the outside of aggregate particles and is not absorbed. It is
effective or usable, as the “glue” that binds the mix together and governs the
performance of an asphalt paving mixture.
Note that Pbe is expressed as a percentage of the total mix mass. That means that
mathematically, Pba + Pbe ≠ Pb, the total binder content, because Pba is a percentage of
the total aggregate and Pbe is a percentage of the total mix
❖ Effective binder content (Pbe):
❖ Mass of Mix (Mmb):
Mmb = Vmb x Gmb x ρw = 1 x 2.442 x 1 = 2.442 g
❖ Mass of Bitumen (Mb):
Mb = Pb x Mmb = 5.3/100 x 2.442 = 0.117 g
❖ Mass of Aggregate (Ms):
Ms = Mmb – Mb = 2.442 – 0.117 = 2.325 g

❖ Bulk Volume of Aggregate (Vsb):
Vsb = Ms/(Gsb x ρw) = 2.325 g/(2.700 x 1.0 g/cm3) = 0.861 cm3
❖ Effective Volume of Aggregate (Vse):
Vse = Ms/(Gse x ρw) = 2.325 g/(2.761 x 1.0 g/cm3) = 0.842 cm3
❖ Volume of Total Bitumen (Vb):

Vb = Mb/(Gb x ρw) = 0.117 g/(1.03 x 1.0 g/cm3) = 0.113 cm3
❖ Volume of Absorbed Bitumen (Vba):
Vba = Vsb – Vse = 0.861 cm3 – 0.842 cm3 = 0.019 cm3
❖ Volume of Effective Bitumen (Vbe):
Vbe = Vb – Vba = 0.113 cm3 – 0.019 cm3 = 0.094 cm3

❖ Volume of Air Voids (Va):
Va = Vmb – (Vse + Vb) = 1 – (0.842 cm3 + 0.113 cm3) = 0.045 cm3
❖ Mass of Absorbed Bitumen (Mba):
Mba = Vba x Gb x ρw = 0.019 cm3 x 1.03 x 1.0 g/cm3 = 0.019 g
❖ Mass of effective bitumen (Mbe):

Mbe = Vbe x Gb x ρw = 0.094 cm3 x 1.03 x 1 g/cm3 = 0.096 g
Design Asphalt Content Determination
❖ Selection of optimum asphalt/bitumen content (OAC or OBC):
Traditionally, test results and calculations are tabulated and graphed to help
determine the factors that must be used in choosing the optimum asphalt content.
Plots of results including asphalt content versus air voids, VMA, VFA, unit weight,
Marshall stability, and Marshall flow
Different criteria are used by different agencies
National Asphalt Paving Association (NAPA), use the asphalt cement content at 4%
air voids as the design value, and then check that the other factors meet the criteria.
If the Marshall stability, Marshall flow, VMA, or VFA fall outside the allowable range,
the mix must be redesigned using an adjusted aggregate gradation or new material
sources
Narrow range of acceptable asphalt content (The Asphalt Institute, 2001)

Evaluation of Moisture Susceptibility
❖ Why to check for moisture susceptibility?
Loss of bond between asphalt and aggregates (stripping) is a
significant form of asphalt pavement distress
The “modified Lottman” procedure,

AASHTO T 283, Resistance of
Compacted Asphalt Mixtures to
Moisture-Induced Damage, is the
procedure specified by Superpave mix
design.
• Requires 5 to 6 days to complete.

• Samples are compacted with either Marshall
hammer or Superpave gyratory compactor
• 6 samples are prepared at specified air void
content.
• 3 samples are reserved in unconditioned state
• 3 samples are conditioned with vacuum saturation
and freezing and thawing.
Evaluation of Moisture Susceptibility
❖ Why to check for moisture susceptibility?
• Samples are then conditioned in water bath to achieve
test temperature
• Indirect tensile strength of each sample is measured
using Marshall Stabiliometer.
• Tensile strength ratio, TSR, is determined as avg.
tensile strength of conditioned samples divided by
avg. tensile strength of unconditioned samples.
• The AASHTO Superpave mix design requires a
minimum TSR of 0.80.
If TSR indicates a potential problem, there are

several ways to alter asphalt concrete’s
susceptibility to water damage:
• Increasing asphalt content
• Using a higher viscosity asphalt cement
• Cleaning aggregate of any dust and clay
• Adding antistripping additives (Liquid or
Powder form)
• Altering aggregate gradation
Characterization of Asphalt Concrete
❖ Indirect Tensile Strength (ITS) test:
• When traffic loads are applied on the pavement surface, tension is developed at
the bottom of the asphalt concrete layer.
• Therefore, it is important to evaluate the tensile strength of asphalt concrete for
the design of the layer thickness.
• The indirect tensile strength test is also used for determining moisture
susceptibility
❖ Indirect Tensile Strength (ITS) test procedure:
• A cylindrical specimen 101.6 mm or 150 mm

in diameter is typically used.
• Compressive vertical load is applied along
vertical diameter.
• Typical rate of deformation of 51 mm/min.
• Tensile stresses are developed in horizontal
direction, and when these stresses reach the
tensile strength, the specimen fails in
tension along the vertical diameter.
• With 12.5 mm strips, the ITS can be
computed as Photo of the Asphalt Institute Manual-2
❖ Rutting:
Permanent deformation or rutting of

asphalt mixtures is a distress that occurs at
high pavement temperatures under loaded
conditions. As the pavement temperature
increases, the asphalt mixture becomes
softer and is more susceptible to movement
under load. Permanent deformation occurs
when the asphalt mixture deforms under
load and then does not recover to its
original, undeformed position. Over time,
permanent deformation can lead to
channelization or rutting.
Photo of the Asphalt Institute Manual-2

❖ Hamburg Wheel Tracking Test to Determine Rutting:
During HWT testing, a loaded steel wheel

rests directly on the asphalt mixture test
specimens, and then is tracked back and
forth to induce rutting. Samples can be
slabs or cylindrical, cut from the field or
compacted in the lab. Testing can be on dry
samples or samples submerged in water.
AASHTO T 324, “Hamburg Wheel-Track

Testing of Compacted Hot Mix Asphalt
(HMA).”
Photo of the Asphalt Institute Manual-2
Principle: A steel wheel (of specified dimensions) with an applied load of 705
Newtons (158 pounds) rolls across the surface of the asphalt mixture specimen. The
standard test temperature is 50°C. Other test temperatures could be selected
depending on project conditions. The test is run for 10,000 cycles (20,000 passes) or
until a deformation of 20 millimeters is reached.
❖ Flexural Fatigue Beam Test:
The flexural beam fatigue test is conducted

to evaluate the fatigue characteristics of an
HMA mixture, independent of other
significant factors such as pavement
structure (thickness), poor subgrade
drainage and method of compaction and
placement of the asphalt mix.
AASHTO T 321, “Determining the Fatigue

Life of Compacted Hot-Mix Asphalt (HMA)
Subjected to Repeated Flexural Bending” or
ASTM D7460. Photo of the Asphalt Institute Manual-2
Principle: The flexural beam fatigue test is conducted by applying a repeated flexural
strain to an asphalt beam specimen in four-point flexural loading at 10 Hz and a fixed
temperature (usually 20°C) until the specimen stiffness (En) decreases to 50 percent of
the initial stiffness (Ei). By this point, micro-cracks in the specimen are expected to
have formed
❖ Modulus (Stiffness) Test:
The Resilient Modulus, Mr, test is a repeated load

indirect tension and is described in ASTM D7369,
“Standard Test Method for Determining the Resilient
Modulus of Bituminous Mixtures by Indirect Tension
Test.”
The specimen used for the resilient modulus test is a

cylindrical specimen that is 100-millimeter (4-inch)
diameter by 63.5-millimeter (2.5-inch) thick. The
asphalt mixture specimen is normally loaded to a stress
level between 5 and 20 percent of indirect tensile
strength using a repeated pulse load with subsequent
rest period—usually 0.1-second loading with either 0.9,
1.9 or 2.9 seconds rest period. The strain is measured
and used along with the applied stress to compute the
resilient modulus of the mixture. Photo of the Asphalt Institute
Manual-2
Superpave Mix Design
➢ Historical mix design methods
Hveem Marshall Superpave
Under the SHRP

Bruce Marshall
(Strategic Highway
Francis Hveem
Research Program)
In the late 1930s
which was funded by
In the late 1930s
FHWA (Federal
The US Army Corps
Highway
of engineers
Administration)
Superpave: Superior Performing Asphalt Pavements

Superpave Mix Design
❖ Marshall Method and Superpave Method:
Regardless of the compaction method, the procedure for preparing specimens

basically follows the same four steps:
1. Heat and mix the aggregate and asphalt cement
2. Place the material into a heated mold
3. Apply compaction force
4. Allow the specimen to cool and extrude from the mold
The greatest difference among the compaction procedures is the manner in which the
compaction effort is applied.
In the Marshall procedure, a slide hammer weighing 4.45 kg is dropped from a height of
0.46 m to create an impact compaction force (ASTM D1559).
For the gyratory compaction, the mixture in the mold is placed in the compaction
machine at an angle to the applied force. As the force is applied the mold is gyrated,
creating a shearing action in the mixture. Gyratory compaction devices have been
available for a long time, but their use was limited due to the lack of a mix-design
procedure based on this type of compaction. However, the Superpave mix design method
(FHWA, 1995) uses a gyratory compactor; thus, this compaction method is now common.
Purpose
• To prepare HMA specimen at desired density under actual pavement climate
and actual loading condition (traffic) or as needed for laboratory testing
Mechanical Marshall
Compaction hammer
• Performance Based
• To prepare HMA specimen at desired density under actual pavement climate and
actual loading condition (traffic) or as needed for laboratory testing
angle
Mixing Compaction
temperature temperature
°F 283 - 292 261 - 270
°C 139 - 144 127 - 132
• To prepare HMA specimen at desired density under actual pavement climate
and actual loading condition (traffic) or as needed for laboratory testing.
ram pressure
600 kPa
150 mm (6 in.)
diameter mold
Increase in density (%Gmm)

with each gyration
30 gyrations per
minute 1.25°
- The SGC (superpave gyratory compactor) compaction efforts proposed in
NCHRP (National Cooperative Highway Research Program)
- Introduction of gyration compactor
http://www.youtube.com/watch?v=PbmgcdkNPxA
- Field coring
http://www.youtube.com/watch?v=hNscKsLLQbI (7 : 25)
• Comparative study of asphalt concrete laboratory compaction methods to

simulate field compaction (Ref. Construction and Building Materials )
Superpave Field Superpave Field

Fig. 1. Marshall stability for specimens Fig. 2. Air voids of specimens compacted by
compacted by different compaction different compaction methods.
methods.
Equipment and Materials
• Superpave Gyratory Compaction (SGC)

• Mold and base plate (6” diameter)
• Coarse Aggregate
• Fine Aggregate
• Asphalt binder
• Bowl
• Scoop
• Oven
• Water bath
• Scale
Procedure
1. Place bowl on scale and record weight or zero scale
2. Take premade sample of coarse aggregate from oven at mixing temperature (283°-292°F) and
measure 2700g then place in bowl.
3. Take premade sample of fine aggregate from oven at mixing temperature (283°-292°F) and
measure 1800g then place in bowl.
4. Take asphalt binder from oven and place 225g into bowl.
5. Mix all the aggregate and aggregate binder in the bowl.
6. Place in oven for two hours at compaction temperature (261°-270°F).
7. Place the paper disk in the mold and scoop mixture into mold and put another paper disk on
the top of mix and place the top plate.
8. Place mold in gyration compactor and have a max number of strokes of Nmax = 115.
9. Place the angle of gyration to 1.25°.
10. Record height of sample and start compactor.
11. Record height at the end of compaction.
12. Cool the specimen at 25°C and find the dry weight of the sample by placing it on the scale.
13. Immerse the specimen in water at 25°C for 3 – 3.5 minutes.
14. Find the weight of the sample in the water.
15. Find the SSD weight of the sample.
16. Use these weights to find the bulk specific gravity of the sample.
Procedure
• How to find the air voids with a number of different gyrations?
# gyration specimen height (mm) hNmax/hNx % Gmm@Nx % Air voids

0 hN0 hNmax/hN0 % Gmm x hNmax/hN0 100 - % Gmm@N0
5 hN5 hNmax/hN5 % Gmm x hNmax/hN5 100 - % Gmm@N5
Ninitial 7
10
15 1. Bulk specific gravity = 𝑮𝒎𝒃
20 where,
25
30
𝑾𝒅 𝑾𝒅 = Dry weight
𝑮𝒎𝒃 =
35 𝑾𝑺𝑺𝑫 − 𝑾𝒔𝒖𝒃 𝑾𝑺𝑺𝑫 = SSD weight
40 𝑾𝒔𝒖𝒃 = Submerged weight
45
50
55 2. Maximum specific gravity = 𝑮𝒎𝒎 = 2.35
60
65 𝑮𝒎𝒃
70 3. %𝑮𝒎𝒎 (𝒑𝒆𝒓𝒄𝒆𝒏𝒕𝒂𝒈𝒆 𝒐𝒇 𝑮𝒎𝒎 ) = × 𝟏𝟎𝟎
𝑮𝒎𝒎
Ndesign 75
80
85 𝑮𝒎𝒃 𝒉𝒎𝒂𝒙
4. % 𝑮𝒎𝒎 @𝑵𝒙 = × 𝟏𝟎𝟎 × ( )
90 𝑮𝒎𝒎 𝒉𝑵𝒙
95
100
105
110
Nmax 115 hNmax
Procedure
➢ What are Nini, Ndes, and Nmax in Superpave?
• Superpave method recognizes three critical stages of compaction, initial, design,

and maximum.
• The design compaction level Ndes corresponds to the compaction that is anticipated
at the completion of the construction process.
• The maximum compaction Nmax corresponds to the ultimate density level that will
occur after the pavement has been subjected to traffic for a number of years.
• The initial compaction level Nini was implemented to assist with identifying
“tender” mixes. A tender mix lacks stability during construction and hence will
displace under the rollers rather than densifying.
• For the initial stage of determining the design aggregate structure, samples are
compacted with Ndes gyrations.
• The volumetric properties are determined by measuring the bulk specific gravity
Gmb of the compacted mix and the maximum theoretical specific gravity Gmm of a
loose mix with the same asphalt content and aggregate composition.
Procedure
➢ No. of Gyrations at Specific Design Traffic Levels (AASHTO R35-09)

Procedure
➢ Volumetric parameters, VTM, VMA, and VFA, determined and checked against
criteria in Table below.
Procedure
➢ Design Criteria (for heavy traffic level)
Mix Property Criteria Actual Results

% Air Voids @𝑁75 4%
% 𝐺𝑚𝑚 @𝑁7 Less than 89%
% 𝐺𝑚𝑚 @𝑁75 96%
% 𝐺𝑚𝑚 @𝑁115 Less than 98%
Recycling of Asphalt Concrete
❖ Why Recycling of Pavements is Required?
• Recycling pavement materials has a long history.

• However, recycling became more important in the mid-1970s, after the oil embargo,
due to the increase in asphalt prices.
• In an effort to efficiently use available resources, there was a need to recycle or
reuse old pavement materials (The Asphalt Institute, 2007)
Environmental concerns & sustainable design.
Recycling asphalt has the following advantages:
1. economic saving of about 25% of the price of materials

2. energy saving in manufacturing and transporting raw materials
3. environmental saving by reducing the amount of required new materials and
by eliminating the problem of discarding old materials.
4. eliminating the problem of reconstruction of utility structures, curbs, and
gutters associated with overlays
5. reducing the dead load on bridges due to overlays
6. maintaining the tunnel clearance, compared with overlays
❖ Why Recycling of Pavements is Required?
Definition: Recycling of pavement is the process in which the existing pavement

materials are reclaimed and re-used after reprocessing for either (a) resurfacing, or
(b) repaving, or (c) reconstruction of pavement depending upon the condition of the
existing pavement, the nature of the reclaimed materials, the method of reprocessing,
and the treatment that the pavement requires.
Environmental justification: The aggregates existing in the pavement are part of

natural resources drawn from the environment and should not be simply dumped at
dump sites if a pavement fails or becomes unserviceable because it will cause damage
to the environment, which will be further accentuated by extracting more virgin
aggregates from the environment in replacement of the wasted materials.
Economic justification: comes from the utilization of the bitumen already existing in
the pavement, which reduces the requirement of expensive virgin bitumen
❖ RAP Evaluation:
• Properties of both asphalt binder and aggregates in the RAP.
• Below figure is based on assumption that RAP may come from single project and
used for single project.
• However, it is a common practice to collect RAP from several projects into a single
stockpile
❖ RAP Evaluation:
• Highly variable stockpile and quality control during production and
construction will be difficult at best.
• To reduce the problem with variability, the contractor should develop
“production” stockpiles by blending, crushing, and sorting into stockpiles of
different sizes.
• The properties of the aggregate in each pile are evaluated following the
procedures for virgin material. Evaluation of the binder in the RAP depends on
the target RAP content of the mix:
RAP content Virgin Binder Action

<15% Use standard grade binder
15 to 25% Reduce binder one grade for both upper and lower temperature
>25% Evaluated RAP binder to determine the grade for the virgin
binder
❖ Reclaiming and Reprocessing of Pavement Materials
Involves
• Design (how pavement should be designed using reclaimed materials with the given
properties)
• Technology (the methods to reclaim and reprocess, equipment, knowhow and
quality)
❖ Variability in terms of Aggregate Gradation and Binder Content:
• Lot of variability depending upon the location they come from (i.e., the project site
and/or stockpile)
• Layers they are drawn from (surfacing, bituminous base, or the granular bases)
• Method used for reclaiming (milling, ripping, breaking)
❖ Overview of Reclamation and Recycling:
• Requires consideration and provision of all processes:
• Reclamation (milling, ripping, breaking)
• Handling the reclaimed materials (in-place or off site)
• Processing of reclaimed materials (to achieve the design gradation including by
adding fresh aggregates and to produce the new mix with the graded aggregate
by including by adding fresh binder) during construction.
• Construction
Different Aspects of Recycling
❖ Reclamation (hot and cold processes)
❖ Hot in-place recycling (HIR)
❖ Cold in-place recycling (CIR)
❖ Hot in-plant recycling (HIP)
❖ Cold in-plant recycling (CIP)
❖ Reclamation (hot and cold processes)
Hot process reclamation is applicable only in HIR, while Cold Process reclamation can
apply to all other recycling processes. In Hot Process reclamation, the existing
pavement is heated by radiation and then milled or scarified while the hot bituminous
surface is soft due to heating. The reclaimed material is invariably used in-place. In
Cold Process reclamation, the pavement material is reclaimed by Cold Milling, breaking
or ripping. In cold milling the pavement surface is milled to the required depth, the
reclaimed material is discharged into a tipper truck and stockpiled at some designated
site.
❖ Hot in-place Recycling (HIR):
In HIR, a train of equipment is used with capabilities to perform different functions such as infrared
heating of the pavement surface to soften it, milling the softened hot pavement surface, transferring
the milled materials into Pug mill mixer of the Recycling equipment through a belt conveyor, adding
fresh mix/binder/rejuvenator as per requirements of design into the pug mill, discharging the
remixed materials into integrated paving screeds for paving the re-mixed output, rolling and
compaction of the paved material.
In HIR, 100 per cent of the

reclaimed material is utilized.
However, its limitation is that no
more than 50 mm thick
bituminous layer can be
satisfactorily recycled (maximum
75 mm if softer binder was used in
the original construction).
❖ Hot in-plant Recycling (HIP):
• This process involves production and laying of hot mix materials but not with virgin
aggregates and binder but with a combination of reclaimed stockpiled aggregates
already coated with binder and additional virgin aggregate and fresh binder to meet
the requirements of the design.
• Usually, some rejuvenator is used to soften the old hardened binder in the reclaimed
aggregates. Heating the reclaimed binder coated aggregates may release
unacceptable fumes while feeding them cold directly into the pug mill may reduce
the mixing temperature.
• The hot mix production process, therefore, has to be suitably modified. In all other
respects, hot in-plant recycling is just like normal hot mix construction.
• Not more than 50% of the reclaimed material is used, though a widely accepted
percentage is only 30 and the thickness in which it can be laid is typically 100 mm.
❖ Cold in-place Recycling (CIR):
• In this process, milling and mixing are simultaneous processes accomplished by a single
equipment or a train of equipment capable of milling and conveying the milled material to be
fed to a pug mill, with parallel supply line for feeding fresh aggregates also, and separate
feeding lines to the pug mill for bitumen emulsion, and rejuvenator.
• Where foam bitumen is to be used, there has to be separate feeding line for hot bitumen and
water to produce the foam bitumen and then feed into the pug mill.
• The mixed material is discharged into the paver hopper closely following the recycling
equipment or train of equipment, then paved and compacted. This type of recycling is
considered suitable for depth upto 150 mm and the use of reclaimed material is also of the
same order (typically 30 to 50%) as in HIP.
❖ Cold in-place Recycling (CIR):
Another variant of cold in-place

recycling is Full Depth Reclamation,
where the thickness of pavement to be
recycled is greater than typically 150
mm. The pavement is ripped, the
material pulverized and stabilized with
lime, cement or cementitious materials
and compacted into base layer of the
required strength.
❖ Cold in-plant Recycling (CIP):
• The process involves production of the mix in a plant using either emulsion or foam bitumen
and laying and compaction in the usual manner.
• A rejuvenator is to be added in the mixing process to soften the hard binder in the reclaimed
material.
• The application range in terms of depth of recycling and use of reclaimed materials is typically
the same as for cold in-place recycling.
View of a twin shaft pug mill of a cold mixing unit

❖ How to decide the Recycling Option?
• Serviceability of the pavement (High severity: IRC 82: roughness and rut depth)
• The extent of surface defects (confined to surface course or lower layers)
• Structural strength (if residual life of pavement can take wheel load for next 5 yrs)
❖ Recycling Options:
❖ Limitations as to Depth of Recycling
• HIR: 50 mm
• HIP: 100 mm
• CIR: 75 mm
• CIP: 100 mm
In HIR or CIR 100 percent of the reclaimed materials can be used. In HIP and CIP not
more than 30 per cent of the reclaimed material should be used.
Reclamation
❖ Reclamation involves three processes viz milling, demolition, and full depth reclamation
In places where recycling is to be done in place (HIR, CIR), reclamation and recycling
are combined processes.
❖ Milling:
Milling is the control removal of an existing pavement to a desired depth, using
specially designed equipment having replaceable tungsten carbide cutting teeth
mounted on a rotor drum driven by the power supplied by the milling machine. It is the
most common way of reclaiming the bituminous pavement material. It is mostly used
following a cold process, and hence commonly known as cold milling, though milling is
done following hot process also in HIR.
Reclamation
❖ Pavement Demolition
• Demolition of an existing pavement using a bulldozer or backhoe.

• Typically limited to small areas of pavement
• Slow and results in large chunks of pavement; more challenging to process into a
useable recycled material.
• Pavement rubble is contaminated with underlying layers and soil; better to crush
and use as shoulder or base material than in bituminous mixture.
Reclamation
❖ Full Depth Reclamation (FDR)
• In Full depth reclamation (FDR) all the reclaimed materials of the pavement, with or
without fresh materials, is stabilized in-situ with suitable stabilizers to produce the
base course of the pavement to be overlaid by bituminous course(s). If economically
feasible, it is preferable to reclaim the bituminous layer and other granular or bound
layers separately to retrieve as much useful and high value bituminous materials as
possible.
• Full Depth Reclamation (FDR) is basically a cold mix recycling process in which
different types of additives such as foam bitumen, bituminous emulsions and
chemical agents such as cement, fly ash, and lime, including commercially available
cementitious stabilizers are added, mostly in-situ, and compacted to obtain an
improved base. The four main steps in this process are pulverization, introduction of
additive, mixing, compaction, and application of a surface or a wearing course. If the
in-place material is not sufficient to provide the desired depth of the treated base,
new materials may be imported and included in the processing. New aggregates can
also be added to the in-place material to obtain a particular gradation of material.
Reclamation
• This method of recycling is normally performed to a depth of 100 mm to 300 mm.

The train of equipment consists of recycling machine hooked to a water tanker and
steel drum roller with pad foot shell. The advantages of full depth reclamation are
that most pavement distresses are treated, hauling costs are minimized, significant
structural improvements can be made (especially in base), material disposal
problems are eliminated, and ride quality is improved.
Milling the Bitumen Crust for FDR

Reclamation
Milling the Bitumen Crust for FDR

Reclamation
Stabilizing the base layers after milling for FDR

Thank you!
30/01/23 CE 772 Pavement Materials | IIT Bombay 116

CE 772 Module 21-23

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CE 772 Pavement Materials

Module 21-23: Asphalt Concrete Mix Design

➢ Thin film oven (TFO) test

• Asphalt binders are viscoelastic

Climatic Conditions - Maximum & Intensity of Traffic - Number of vehicles

Characteristics VG-10 VG-20 VG-30 VG-40 Method

Absolute Viscosity, 600C, Poise, 800 1600 2400 3200 IS:1206

Ductility Residue, cm , min 75 50 40 25 IS:1208

Viscosity Grade (VG) General Applications

Highest Daily Mean Air Temperature, C

Lowest Daily Mean Air Less than 20 C 20 to 30 C More than 30 C

▪ Brittleness at Low Temperature

A SOLUTION FOR ALL THESE PROBLEMS LIES IN USE OF POLYMER MODIFIED

Why Modified Bitumen ?

- Longer Road Life

▪ A polymer is a very large molecule made by

Copolymers consist of the combination of two different monomers that can be

– Lower susceptibility to temp. variation

• An increase in flexibility and elasticity of

• High-thermo stability, improved

Specification Purpose No. of Layers Thickness of each

• To prepare asphalt concrete specimens using Marshall hammer and

HMA consists of two basic ingredients: aggregate and asphalt binder

• Historical mix design methods

Hveem Marshall Superpave

Under the SHRP

• What do we need mix design methods?

• Sufficient asphalt to ensure a durable pavement

• Sufficient density and air voids (Volumetric properties of mixture)

• Sufficient stability under traffic loads

➢ Marshall Mix Design

➢ Marshall Mix Design

• Developed by Bruce Marshall for the

➢ Marshall Mix Design

The basic steps required for performing Marshall mix

HMA in loose condition Oven Mold (4 in. diameter) Mechanical Marshall

Specimen extruder Water bath Breaking Head Marshall frame

➢ Marshall Mix Design

These criteria can slightly vary between various regions

A compacted asphalt concrete mix consists

Aggregates Asphalt Air

The volumetric properties associated with the combination of these

Since, it is impractical to measure the volume of constituent components within

The relationship between mass and volume is determined by the material’s

Since ρ is assumed to be a constant 1 g/cm3, any specific gravity can be

Representation of microscopic view of

A bituminous compacted mixture is represented in terms of the different masses

❖ Percent Binder (Pb):

❖ Percent Binder Effective (Pbe): ❖ Percent Binder Absorbed (Pba):

❖ Bulk (dry) Specific Gravity, Gsb:

➢ Gsb of Coarse Aggregate:

➢ Determining the fine aggregate Gsb

➢ Determining the composite Gsb for one stockpile:

➢ Calculate the Gsb for the aggregate blend:

➢ Calculate the Gsb for the aggregate blend:

Material Bulk Sp. Gr. % by mass of total % by mass of total

Material Bulk Sp. Gr. % by mass of total % by mass of total

Using binder content of 5.3%, and 5.8%

Note that as the binder content

Material Bulk Sp. Gr. % by mass of total % by mass of total

Material Bulk Sp. Gr. % by mass of total % by mass of total

Note: Because the VMA does not include

Material Bulk Sp. Gr. % by mass of total % by mass of total

❖ Mass of Mix (Mmb):