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MS-2 (Design Mix Methods)

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MS-2 (Design Mix Methods)

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Authority Engineer- Kurti Bridge ARKITECHNO
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ror Asphalt Concrete and Other Hot-Mix Types WaS-2 Sixth Edition For Asphalt Concrete and Other Hot-Mix Types he Asphalt Institute Manual Series No. 2 (MS-2) Sixth Edition SOOHLIW NOSSO XI ASPHALT INSTITUTE EXECUTIVE OFFICES ANO RESEARCH CENTER Rosoarch Park Drive « P.O. Box 14052 Lexington, KY 40512-8082 USA Telephone 606-288-4960 + FAX 606-288-4000 MEMBERS OF THE ASPHALT INSTITUTE. (hsolSectrtc367 Asch tue a amon nonpettasceaton sorsre by rebeso hp esa eran) mat Seah peg ‘Spain wang peony oa aed ae [AMOCO OIL COMPANY, Onk Br09k, knoe {ANORIE INC., Muskegon, Michigan [ASHLAND PETROLEUM CO., Ashiand, Kentucky [ASHVARREN INTERNATIONAL INC., Vancower, Britsh Columbia, Canada ASPHALT MATERIALS, INC.,Incianapols, ndkana BASF CORPORATION, Charlotte, Noth Garona BITUMARINC., Montreal Quobec, Canada BITUMINOUS PRODUCTS CO, Maumee, Ohio IBOCHARD COASTWISE MANAGEMENT CORP, Hicksvila, New York CALTEX PETROLEUM CORPORATION, Dallas, Texas CANADIAN ASPHALT INDUSTRIES INC., Markham, Ontario. Canad ICHEMEX, INC, Bakoref el. Calforia CITGO ASPHALT REFINING COMPANY, Blue Boll Pennayivania ;CORSTAL TOWING, INC., Houston, Toxas COMPAMA ESPANOLA DE PETROLECS, S.A, Madiid, Spain CONOCO INC., Houston, Texas CONSOLIDATED OIL & TRANSPORTATION COMPANY, INC. Englewood, Colorage ECOPETROL "ICP. Santander. Colombla EGYPTIAN GENERAL PETROLEUM CORP., THE, Caio, Eaypt TENICHEN ELASTOMERS AMERICAS, INC., Houston, Texas EXXON COMPANY, U.S.A, Houston, Texas FINA OIL AND CHEMICAL COMPANY, Dalia, Texas FRONTIER TERMINAL & TRADING COMPANY, Tulse, ‘Oxlanoma GOLDEN BEAR OL SPECIALTIES, Los Angotes, Caltomia |HEATEC, INC.. Chattanooga, Tennessee {HOLLYWOOD MARINE, INC., Houston, Texas HUNT REFINING CO., Tuscaloosa, Alabama IMPERIAL OIL, Toronto, Ontario, Ganads JEBRO, INC, Sicux Cty, iowa KOGH MATERIALS COMPANY, Wichita, Kansas KOCH MATERIALS LTD., Toronte, Ontario, Canada ' Sulsiciay of Kach Oil Company Lid MARATHON OIL. COMPANY, Findlay, Ove ATHY CONSTRUCTION COMPANY, Onalaoka, ‘wisconsin MCASPHALT INDUSTRIES LTD, Searborough, Ontario, Canada vy fr oth a ato spony eno, etic re on Member vale 9 cnn pe MIDDLEPORT TERMINAL INC., Galipal, Ohio MOBIL OIL CORPORATION, Fait, Virginia ‘MORANIA OIL TANKER CORP,, Stamford, Connecticut MURPHY OIL USA, INC., Superior, Wisconson NAVAJO REFINING COMPANY, Artosia, New Mico NESTE TRIFINERY PETROLEUM SERVICES, FRouston, Texas. NYNAS PETROLEUM, AB, Johannoshov, Sweden PARAMOUNT PETROLEUM CORPORATION, Paramount, Calfomia PETRO-CANADA INC., North York, Ontario, ‘Canada PETROLEO BRASILEIRO S.A, - PETROBRAS, Rio de Janeiro, Bast REFINADORA COSTARRICENSE DE PETROLEO (RECOPE), San Jove, Costa Rica [EFINERIA DE PETROLEO CONCON S.A, Concon, Chie AEFINERIA SAN LORENZO, 8.A., San Lorenzo, aigeriina REPSOL PRODUCTOS ASFALTICOS, §.A., Madd Spain {SAFETY-KLEEN, OIL RECOVERY DIVISION, Broslay, Ontan, Canacia SAN JOAQUIN REFINING CO,,INC., Bakerstiea.* altornia SARGEANT MARINE, INC., Coral Gabies,Flonda SENECA PETROLEUM CO, INC., Crosito0¢, ino SHELL CANADA LIMITED, Toronto, Ontario, Canacia SHELL INTERNATIONAL PETROLEUM COMPANY LIMITED, Londo, England SHELL OIL PRODUCTS COMPANY, Housion, Texas SOUTHLAND OIL COMPANY, Jackson, Missssipp: TM OIL COMPANY, INC., Balevile, Michigan TIPCO ASPHALT PUBLIC COMPANY LIMITED, Bangkok, Thailand ‘TRUMBULL PRODUCTS, Toledo, Ohio Division of Owens Coming {ULTRAPAVE DIVISION, TEXTILE RUBBER & CHEMICAL CO.,Dation, Georgia UNITED REFINING CO., Warren, Penneyivania YPF S.A, Buenos Aires, Argentina YUKONG LIMITED, Ulsan, Korea + Attats Member MS-2 tid Foreword ‘This manual is a practical guide to asphalt mix design for engineers and others concerned with the technicalities of constructing all types of pavement with hot mix asphalt. It also serves as an excellent textbook for students being initially exposed to asphalt mix design, This sixth edition of the Mix Design Manual includes these revisions from previous editions: the addition of a Voids Filled with Asphalt (VFA) criterion to Marshall mix design; the recommendation to initially select asphalt contentat four percent air voids; the redefinition of the nominal maximum aggregate size; discussions to assist the designer in making minor changes in the designed mix; mix design using reclaimed asphalt pavement (RAP); and procedures used in field verification of asphalt mixtures. At the time this sixth edition of the Mix Design Manual was released, the asphalt, mix design procedures being developed in the Strategic Highway Research Program (SHRP) had notbeen finalized. Therefore, the SHRP mix design procedures have not, been included here. Please contact the Asphalt Institute for the most recent information. concerning SHRP mix design Asphalt Institute Lexington, Kentucky The Asphalt Institute has used extreme care in the assembly of this publication. However, the Institute can assumeno responsibility for an error or omission in the printing of these standards. Because these standards are subject to periodic review and revision, those who use them are cautioned to obtain the latest revision. ASPHALT INSTITUTE EXECUTIVE OFFICES AND RESEARCH CENTER Research Park Drive * P.O. Box 14052 Lexington, KY 40512-4052 USA Telephone 606-288-4960 + FAX No. 606-288-4999, ASPHALT INSTITUTE ENGINEERING OFFICES (As of March 1895) EASTERN REGION “NORTH LITTLE ROCK, AR 72180-4007 P.O. Box 4007 (5316 John F. Kennedy ‘Ble, (801) 758-0484, Arkarses, Kansas, Missour, Eastem OKlahoma RALEIGH, NC 276052016 Cameron Street, Suite 208, (219) 628-5988, ‘Nortt Garona, South Caratina, Viginia BETHESDA, MD 20814-6917 Arlington Road, Suite 210, (301) 656-5824 District of Columbia COLUMBUS, OH 43232-2238 South Hamilton Road, Suite 103, (614) 753-1400, Ono, Kentucky, West Vigna, DILLSBURG, PA 17019_P.0. Box 337, (2-4E, Harrisburg Stet), (747) 432-5965 Pennsylvania, Delaware, Maryland METHUEN, MA 01844_ 248 Ploasant Streat, Room 204, (508) 681-0455, Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, Vermont PANAMA CITY, FL 32406. 2638-8 Lisenby Avenue, (804) 763-3363, Florida, Georgia, Alabama TRENTON, NJ 08641-827 Chestnut Avenue, (609) 393-1456, New York, New vereey ‘SAN ANTONIO, TX 7823310836 H.36N, Sulte 101, (240) 590-9644, Texas (except Southwest Texas}, Wester Oklahoma CHICAGO, IL 60649—P.0. Box 42908, (708) 388-2004, ina, Wiscenein, awa INDIANAPOLIS, IN 46268-P.0. Box 68463 (5455 West a6th Street, Suite 113), (17) 872-1412, Indiana, Michigan JACKSON, MS. 19206112 Office Park. Louisiana, Mississipp, Tennessee Suite 13, (601) 981-3417, WESTERN REGION “AUBURN, CA 85603164 Maple Street, No. 3A, (916) 805-2625, ‘Norther Calfomia, Northern Nevaca, Hawai LITTLETON, CO 801227000 South Broadway, Sulte 2B, (303) 798-2872, Colorado, Montana, Wyoming, OLYMPIA, WA 985022626 12th Court, S.W., (360) 786-5118, ‘Oregon, idaho, Washington, Alaska TEMPE, AZ 35282201 East Southern Avenue, Suite 11, (602) 829-0448, ‘Arizona, New Mexico, Southwest Texas, Utah WEST LAKE VILLAGE, CA 813523809 Thousand Oaks Boulevard, Sute 216, (605) 375-5130, Soulnem California, Southern Nevada ‘ST. CLOUD, MN $8302.0841P.0. Box 941 (021 First St, North) (612) 654.0744 Minnesota, North Dakola, South Dakota, Nebraska “Regional Oca Ms-2 CONTENTS List of Asphalt Institute Member Companies oo List of Asphalt Institute Offices List of Hlustrations. List of Tables .. Chapter 1 INTRODUCTION ... Chapter 2 MIX DESIGN PRACTICE Mix Type Selection Chapter 3 EVALUATION OF AGGREGATE GRADATION Proportioning Determinations .. Chapter 4 VOLUMETRIC PROPERTIES OF COMPACTED PAVING MIXTURES, Chapter 5 MARSHALL METHOD OF MIX DESIGN ....nenenen A. General .snnnnsnmnnnninnntninneininnsennsit ; B. Preparation of Test Specimens... . Test Procedure : D. Interpretation of Test Data .. . Chapter 6 HVEEM METHOD OF MIX DESIGN A, General er on ; B. Approximate Asphalt Content by the Centrifuge Kerosene Equivalent Method Preparation of Test Specimen Test Procedures .nsnnesnmnanene Interpretation of Test Data ness Calibration of Hveem Stabilometer Device m™mon Chapter 7 DURABILITY OF ASPHALT MIXTURES .. Chapter 8 FIELD VERIFICATION OF MIX DESIGN .. Appendix MIX DESIGN USING RAP .. Index 23 28 a3 35 55 56 61 64 9 19 80 89 95 101 106 109 113 123 137 vw ILLUSTRATIONS Figure No. 2.1 Typical surface course gradations ... 2.2 Typical open-graded mixture gradations 2.3 ‘Typical binder and base course gradations, 2.4 Fuller maximum density curves on standard semi-log grading chart eee 2.5 Maximum density curves on Federal Highway 54 55 56 57 58 ‘Adininistration 0.45 power gradation chart. Weighing aggregates for batch mixes Heating aggregate batches in oven .. Adding asphalt to heated aggregate Mechanical mixer for batch mixing of asphalt and aggregate Job aggregates and specification plotted on conventional aggregate grading chart Job aggregates and specification plotted on 0.45 power gradation chart Trial-and-error calculations for combining two aggregates ss Graphical solution for proportioning two aggregates Trial-and-error solution for combining three aggregates Chart for estimating three aggregate blends. Example of a “humped” gradation .. Adjusting percentages by volume to percentages by weight. Adjusting gradation by wasting Worksheet for computing laboratory batch weights Ilustrating bulk, effective, and apparent specific gravities; air voids; and effective asphalt content in compacted asphalt paving mixture Representation of volumes in a compacted asphalt specimen. Worksheet: Analysis by weight of total mixture .rnnnmnnnne Worksheet: Analysis by weight of aggregate a Pedestal, hammer (mechanical) and mold used in preparing Marshall test specimens... Determination of mixing and compaction temperatures Marshall stability and flow test, using an automatic recording device... Suggested test report form showing test data for a typical design by the Marshall method Test property curves for hot-mix design data by the Marshall method... ‘An example of the narrow range of acceptable asphalt contents... Relationship between VMA and specification limit .. Effect of Marshall compactive effort on VMA sv 7 30 31 33 37 38 42 45 53 54 37 59 67 70 2 4, MS-2 0 vil 6.1 Apparatus for Hveem C.K.E. tests sa. 81 62 Chart for determining surface constant for fine material, Ke from C.K.E., Hveem method of design... 83 63. Chart for determining surface constant for coarse material, Ke from coarse aggregate absorption, Hveem method of design .. 85 64 Chart for combining Krand Ke to determine surface constant for combined aggregate, Km, Hveem method of design... 86 6.5 Chart for computing oil ratio for dense-graded bituminous mixtures, Hveem method of design ee 87 6.6 Chart for correcting bitumen requirement due to increasing viscosity of asphalt, Hveem method of design 88 67 Mechanical kneading compactor for the preparation of Hveem test specimens... 91 6.8 Diagram of tamping foot for mechanical kneading compactor 92 69 Transfer of mix to mold Sr eacieneebne 94 6.10 Rodding mix in mold 94 6.11 Swell test apparatus . 96 6.12 Diagrammatic sketch showing principal features of Hveem stabilometer......... ssvenee 97 6.13 Hycem stabilometer on 9B 6.14 Chart for correcting stabilometer values to effective specimen height of 64mm (2.50 inches) 99 6.15 Suggested test report form showing test data for a typical mix design by the Hveem method ..... 102 6.16 Test property curves for hot-mix design data by the Hveem method sencnnnnnnnnnne 103 6.17 Procedures for selecting optimum asphalt content, Hyeem method of design .. Relationship between reference density measurements and air voids. 118 Typical quality control charts during mixture production 121 Flow chart for recycling hot mix design procedure. 124 Asphalt viscosity blending chart .. svete 128 Asphalt viscosity blending chart (Design Example 1 132 Asphalt viscosity blending chart (Design Example 2) ... 135 vill TABLES Table No. Page 2.1 Composition of asphalt paving mixtures (ASTM D3515) .... 7 4.1 Influence of type of specific gravity on determination of VMA, VFA, and air voids 47 4.2 Basic data for sample of paving mixture 48 5.1 Stability correlation ratios . 66 5.2 Marshall mix design criteria 69 5.3 Minimum percent voids in mineral aggregate (VMA) sc 70 sa lecting asphalt grade 6.1 Surface-area factors 6.2 Hveem mix design criteria — 8.1 Sample quality assurance-quality control schedule 14 A.1 Formulas for proportioning materials for recycled hot mixtures ... | Chapter | Introduction 1.01 PURPOSE AND SCOPE — The objective of hot mix asphalt (HMA) mix design is to determine the combination of asphalt cement and aggregate that will give long lasting performance as part of the pavement structure, Mix design involves laboratory procedures developed to establish the necessary proportion of materials for use in the HMA. These procedures include determining an appropriate blend of aggregate sources to produce a proper gradation of mineral aggregate, and selecting the {ype and amount of asphalt cement to be used as the binder for that gradation. Well- designed asphalt mixtures can be expected to serve successfully for many years under a variety of loading and environmental conditions. The mix design of hot mix asphalt is just the starting point to assure that an asphalt cconerete pavement layer will perform as required. Together with proper construction practice, mix design is an important step in achieving well-performing asphalt pavements. In many cases, the cause of poorly-performing pavements has been attributed to poor or inappropriate mix design or to the production of a mixture different from what was designed in the laboratory. Correct mix design involves adhering to an established set of laboratory techniques and design criteria. These techniques and criteria serve as the design philosophy of the governing agency. They are based on scientific research as well as many years of experience in observing the performance of asphalt concrete pavements. [tis critical that these laboratory methods be followed exactly as written, Successful mix design requires understanding the basic theory behind the steps and following the intent of the written instructions. It also includes having the proper training in laboratory techniques and effectively interpreting the results of laboratory tests. This manual was prepared with these goals in mind. It contains the latest information for the design of hot-mix asphalt paving mixtures to meet the demands of modem traffie conditions and to ensure optimal performance of asphalt concrete pavements. Chapter 2 of this manual relates the application of mix design and testing to general practice. Testing references and detailed procedures are outlined for the routine mnalysis of materials and paving mixtures. A number of aggregate gradation compu- {ations with typical examples of routine calculations related to mix design are included in Chapter 3. Chapter 4 describes the asphalt mixture properties important to the long term performance of asphalt pavements. The principal features of this manual are the detailed presentations for two methods, of asphalt paving mix design (Marshall Method in Chapter 5 and Hveem Method in Chapter 6). The test procedures for each mix design method are described, along with the corresponding guidelines and procedures for selecting the design asphalt content. Many of these calculations and guidelines are included in the Asphalt Institute 2 Introduction. Computer-Assisted Asphalt Mix Analysis (CAMA) computer program, The Appendix presents the addition of reclaimed asphalt pavement (RAP) into Marshall and Hveem mix design Each mix design method and the corresponding test criteria are presented without any specification requirements for materials and construction. The compaction method and the level of compaction energy approximate the degree of compaction that will exist in the pavement after several years of traffic. ‘The design asphalt content is chosen to provide for all of the mix components (asphalt, aggregate, and air) to be in correct proportion at this point in time. ‘The Marshall and Hveem methods of mix design are both widely used for the design of hot mix asphalt. The selection and use of either of these mix design methods is principally a matter of engineering preference, since each method has certain unique features and apparent advantages. Both methods are currently being used with satisfactory results when all of the principles of proper mix analysis are observed. The durability of aggregates and asphalt-aggregate compatibility can be a major concern in some cases. Additional material testing topics are covered in Chapter 7, Asstated earlier, laboratory mix design is just the starting point of the process. To ‘ensure that the mix being placed in the pavement is the same as the mix designed and ‘evaluated in the lab, field verification and quality control are essential. Chapter 8 describes the various facets of quality management systems for asphalt mixes. 1.02 HOT MIX DEFINED — Hot mix asphalt paving materials consist of a combination of aggregates that are uniformly mixed and coated with asphalt cement. To dry the aggregates and obtain sufficient fluidity of the asphalt cement for proper | workability, both must be heated prior to mixing—giving origin tothe term “hot-mix. ‘The aggregates and asphalt are combined in an asphalt mixing facility, continuously or in batch-mode, These two main components are heated to proper temperature, proportioned, and mixed to produce the desired paving material. After the plant mixing is complete, the hot-mix is transported to the paving site and spread with a paving machine in a partially-compacted layer toa uniform, smooth surface. While the paving mixture is still hot, it is further compacted by heavy self-propelled rollers to produce a smooth, well-consolidated course of asphalt concrete 1.03 CLASSIFICATION OF HOT MIX ASPHALT PAVING — Asphalt paving mixes may be designed and produced from a wide range of aggregate blends, ceach suited to specific uses. ‘The aggregate composition typically varies in size from coarse to fine particles. Many different compositions are specified throughout the world — the mixes designated in any given locality generally are those that have proven adequate through long-term usage and, in most cases, these gradings should be used. Fora general classification of mix compositions, the Asphalt Institute recommends consideration of mix designations and nominal maximum size of aggregate: 37.5 mm. (1-1/2in,), 25.0 mm (1 in,), 19.0 mm (3/4 in.), 12.5 mm (1/2 in,), 9.5 mn (3/8 in.), 4.75 mm (No. 4), and 1.18 mm (No. 16), as specified in the American Society for Testing and Materials (ASTM) Standard Specification D 3515 for Hot-Mixed, Hot-Laid Ms2 ee : 3 Bituminous Paving Mixtures. The grading ranges and asphalt content limits of these uniformly-graded dense mixes generally agree with overall practice but may vary from the practice of a particular local area, Further discussion of asphalt mixture gradations is presented in Article 2.03. Depending on the specific purpose of the mix, other non-uniform gradings have been used with great success, such as gap-graded and open-graded aggregate compo- sitions, ‘The design philosophy and construction procedures of these mixes are different because of the additional void space incorporated between the larger particles. The design procedures in this manual should not be used for gap-graded or open-graded asphalt mixtures. Ms-2 5 RE 2 Mix Design Practice 2.01 G AL, — Asphalt paving mix design demands attention to the details outlined in standard test procedures, Primarily, this means following specific, written instructions. But italso means having proper training in laboratory technique and the relation of mix design testing to pavement field specification requirements, ‘While mix design often is treated as an isolated subject, it cannot be separated from the other related items of the material specitications. Itis the purpose of this chapter, therefore, to cite the general objectives of mix design and present a guide for applying, the mix design principles to asphalt paving construction specifications, 2.02 OBJECTIVES OF ASPHALT PAVING MIX DESIGN — The design of asphalt paving mixes, as with other engineering materials designs, is largely a matter ‘ing and proportioning materials to obtain the desired properties in the finished construction product, The overall objective for the design of asphalt paving mixes is todetermine (within the limits of the project specifications) a cost-effective blend and gradation of aggregates and asphatt that yields a mix having: (1) Sufficient asphalt to ensure a durable pavement. (2) Sufficient mix stability to satisfy the demands of traffic without distor displacement. (3) Sufficient voids in the total compacted mix to allow for a slight amount of additional compaction under traffic loading and a slight amount of asphalt expansion due to temperature increases without flushing, bleeding, and loss of stability (4) A maximuon void content to limit the permeability of harmful air and moisture into the mix (5) Sufficient workability to permit efficient placement of the mix without segrega- tion and without sacrificing stability and performance. (6) For surface mixes, proper aggregate texture and hardness to provide sufficient skid resistance in unfavorable weather conditions. The final goal of mix design isto select unique design asphalt content that will achieve a balance among all of the desired properties. Ultimate pavement performance is related to durability, impermeability, strength, stability, stiffness, flexibility, fatigue resistance, and workability. Within this context, there is no single asphalt content that will maximizeall of these properties. Instead, an asphalt content is selected on the basis of optimizing the properties necessary for the specific conditions Since the fundamental performance properties are notdirectly measured in anormal mix design, asphalt content is selected on the basis of a measured parameter that best reflects all ofthese desires. Considerable research has determined that air void content is this parameter. An acceptable air voids range of three to five percent is most often used. Within this range, four percent air voids is often considered the best initial 6 Mix Design Practice estimate for a design that balances the desired performance proper refinements are then considered in the analysis of the mix testing results. Mix Type Selection 2.03 GENERAL — Dense- graded HMA mixtures are generally divided into three major categories dependent upon their specific use: surface mixtures, binder or mediate mixtures, and base mixtures. HMA mixtures are typically designed with layer thickness and availability of aggregates in mind. The maximum size aggregate is generally largest in the base, smaller in the binder or intermediate course, and finest in the surface course: however, this practice is not universal. Nevertheless, any properly designed HMA mix can generally serve at any level in the pavement. Surface course mixtures may become “binder” mixes if subsequently overlaid, so strength requirements should not be compromised regardless of the location of the mix within the pavement. Generally, there is no single, uniform standard set of HMA classifications used by the various public agencies. ‘There are similarities with respect to mixture types, but the geographic availability of materials and different climatic design requirements have led to various identifications. Each agency usually has its own designation for identifying various mixture types. While most HMA mixtures have a typical design use, these mixes offer a wide range of performance characteristics and there is substantial overlap of mixture application This article describes the various types of HMA mixtures and typical applications. ‘One national st identities HMA according to maximum aggregate size and 5, Standard Specifications for Hot-Mixed, Hot-Laid Bitumi- nous Paving Mixtures. The aggregate gradations given in the various figures have been taken from this specification, Table 2.1 presents the dense-graded mixture gradations from ASTM D3515. HMA mix types can generally be narrowed down to discussions ‘of the mixture gradation (dense-graded or open-graded) and the maximum aggregate size (sand-asphalt up to “large-stone” mixes) Depending on the gradation, pavement layers are confined to practical minimum and maximum liftthicknesses. The minimum thickness fora surface mix usually varies {rom2to 3times the maximum aggregate size; however, the actual minimum thickness ‘of any course is that which can be demonstrated to be laid ina single liftand compacted tothe required uniform density and smoothness. The maximum lift thickness is usually governed by the ability ofthe rollers achieve the specified compaction for that layer. Regardless ofthe mixture classification, the same degree of design, production, and construction control procedures should be used to ensure proper performance of the pavement Slight gradation is AS Surface Course Mixtures Surface course mixes must be designed to have sufficient stability and durability to both carry the anticipated traffic loads and to withstand the detrimental effects of air, water, and temperature changes. In general, surface mixtures have a greater asphalt content than binder or base mixtures due to the higher VMA requirements of smaller maximum aggregate size mixtures. Maximum aggregate sizes for surface mixes vary from 9.5 to 19 mm (3/8 to 3/4 in.). The choice of maximum aggregate size is often 1) _wosvodso, uno 40 ose axe sul ons wewetuu jo xu 04 pe ‘udu ted wane fue yo Apyen ou vouBusuo}0 Ie pesage said ar prepa 0 side reps nt poco ta Ae in oesnaco Ur eben Sut aed fC open ol Cte: vabod oso suaPN\ Bs bse] joa jo uojeucquco wf ‘asm JE eoUBued isd 0 8889 ieudodde fapeuuseipeqprroys anew von eo} posnbosv9unygy ous ou, ‘payods uate turewe Bm ox ebue/ op ene ‘also eaeepiso w fms sjebasibe enoven jo Aunad ajosee aU ceuB opm a evs wowesinbes vouserd sun ep 820x0 y UeUy Bul sopiied fer pue renew duebio yo 204 04 a woRey ‘9 Lpues oper spurs zoe are ‘oer aoe Boe Zoe wae Za sag. sam Op otoe sLoigy lag tay she 60107 cor ose Sor og sro, spaigs go mtar ‘001 eeoee © egaiee = iealst oeoigs saeise canes 001 0108 92109 0k 001 2108, old oot 06 ont Ueydsy ous) (uw sez) (wus) (ww ose) (ua 96) www'ar't) 2-0N wee uh ug LON ang anos MS2 (Sisea WLS¥) Seumxiw Burned yeydse jo uonsodwiog ~ |Z 91921 8 Mix Design Practice — 3/4 In. Nom. Max. Size == 3/8 In. Nom. Max. Size 20 10 oe 200 50 8 4 3812 34 4 142 2 2-412 Sieve Size Raised to 0.45 Power Figure 2.1 ~ Typical surface course gradations predicated on the desired surface texture, with a smaller maximum size aggregate producing a smoother, tighter surface, Figure 21 illustrates typical gradation ranges of 9.5mm (3/8 in.) and 19 mm (3/4 in.) nominal maximum size dense-graded mixtures. A special type of surface mixture used for reducing hydroplaning and increasing skid resistance is an open-graded friction course (OGFC), also known as a porous friction course (PEC) or popcom mix. The function of this mixture isto provide a free- draining layer that permits surface water to migrate laterally through the mixture to the edge of the pavement, ‘The open-graded mixture also provides a skid resistant surface as ils coarse texture provides excellent friction between the pavement and the tire. ‘Cs contain a relatively high asphalt content using a 9.5 to 12 mm (3/8 to 1/2 in.) maximum size aggregate, with few aggregate fines to produce the open-graded mixture, Typically placed in 16 to 19 mm (5/8 to 3/4 in.) thicknesses, the mixes are placed only to facilitate rapid removal of surface water and not as an improvement to structural Capacity. Figure 2.2 shows the gradation range of a typical 9.5 mm (3/8 in.) open-graded friction course. Binder Course Mixtures Binder mixes are ofien used as an intermediate layer between the surface mixture and the underlying asphalt or granular base. Binder mixes typically have a larger maximum size aggregate of 19 to 38 mm (3/4 to 1.5 in.), with a corresponding lower 60 50 Percent Passing 30 + — 21In. Nom. Max. Size 10 == 2/8 in. Nom. Max. Size 200 509016 8 4 3981/2 34 1 14/2 2 242 Sieve Size Raised to 0.45 Power Figure 2.2 ~ Typical open-graded mixture gradations asphalt content, Binder and base mixes are often used interchangeably in pavement design and construction. Where heavy wheel loads are involved, a typical binder mix forhighway construction can be used as a surface mix if a coarser surface texture will not bea concer. This approach has often been used in port facilities using heavy cargo handling vehicles: in logging yards that use large log-handling vehicles; and for truck unloading and industrial areas with high percentages of heavy trucks. Largeraggregate mixes (with less asphalt and sand contents) are often more resistant to the scuffing action of tight radius power steering turns. Figure 2.3 shows the gradation range of a 25 mm (1-in.) nominal maximum size dense-graded mix. Base Course Mixtures Hot mix asphalt base mixes can be placed directly on the compacted subgrade or overa granular base. HMA base mixes are characterized by larger aggregate sizes that range up 10 75 mm (3 in.). The relative asphalt content will be lower due to the larger imum aggregate size, which is appropriate because this mixture is not exposed to climatic factors. Maximum aggregate sizes for base mixtures are often established by the locally available material, Figure 2.3 illustrates the gradation range of a 50 mm, (2-in.) nominal maximum size dense-graded HMA. Base mixes can also be designed with an open gradation to facilitate drainage of water that may eventually enter the pavement structure, A similar type open-graded 10 Mix Design Practice 100 -——— 80 + Tor 60 50 40 Percent Passing — 2 In. Nom. Max. Size toh == 1 In. Nom. Max. Size 200 50 8 4 3812 94 «1 1120-2 2412 Sieve Size Raised to 0.45 Power Figure 2.3 ~ Typical binder and base course gradations mix is used as a erack-relief layer in pavement rehabilitation, Open-graded base mixtures are designed to provide an interconnecting void structure, using 100 percent crushed materials with maximum aggregate sizes of about 38 to 76 mm (1.5 t0 3 in.). Positive, free drainage must be incorporated in the overall pavement design with these layers 2 shows the gradation range of a typical 50 mm (2-in.) open-graded mixture, Sand-Asphalt Mixes An appropriately graded manufactured sand or natural sand or a combination of both can be used effectively as either a base or surface mixture. The primary difference between a base and surface sand-asphalt mix would be in the amount of asphalt cement and minus 75 4 m (No, 200) material that may be specified. Also known in some areas asaplant-mix seal oras sheet asphalt, sand-asphalt mixes donot normally have the high Stability associated with larger-sized aggregate mixtures. These types of mixtures are not recommended in heavy traffic-load areas, ind-asphalt mixes produce the tightest surface texture of any HMA and with proper selection of aggregate type (hardness and shape) can also produce a highly skid resistant mixture, An additional advantage of sand mixes is that they can be placed in thicknesses as thin as 15 mm (0.60 in.). For this reason sand mixes can be used as a thin leveling course prior to an HMA overlay. A sand asphalt mix can be made into Ms-2 " sheet asphalt by the addition of relatively large amounts of mineral filler and asphalt cement, 2.04 DESIGN METHOD AND REQUIREMENTS — Ultimately, one should recognize that the mix design method and design requirements form an essential part of the construction specifications for asphalt paving projects, ‘The construction agency or authority responsible for of the paving construction usually establishes the mix design method and design requirements. Once these items are established, it then becomes the duty and responsibility of the engineer to do the mix design within the framework of all the specification requirements. The Marshall and Hveem methods of mix design presented in this manual have been, widely used with satisfactory results, For each of these methods, criteria have been mpirically developed by correlating the results of laboratory tests on the compacted paving mixes with the performance of the paving mixes under service conditions. In each instance, however, the correlation was made within certain limits; these limits are clearly listed for each method. IMPORTANT: For the above reasons, the design criteria for each mix design method are applicable only to the prescribed test procedure within the limits of the original correlation. Hasty or haphazard modification of these design methods, test procedures or design criteria is never justi- fied. In those cases where it can be clearly shown that a modification or | extension of the design method is needed, all proposed changes should be fully supported with additional correlation data covering the new limits or conditions of design. All mix design procedures involve preparing a set of trial mixture specimens using, materials proposed for use on the project. An examination of the standard procedures will indicate that there are three key components of mix design: + laboratory compaction of trial mix specimens, + stability (or strength) and volumetric testing, and + analysis of results, An additional step that is becoming more common is the evaluation of moisture susceptibility or the compatibility of the aggregate and the asphalt cement, ‘The purpose of laboratory compaction is not to produce conveniently-sized trial mixture specimens. The compaction technique is intended to simulate the in-place density of HMA after it has endured several years of traffic. Numerous studies have been done to compare the measured properties of cored specimens to laboratory- compacted specimens of actual plant-mixed materials. Research has failed to establish cone compaction method which consistently produces the closest simulation to the field for all of the measured properties. Four compaction methods are currently in use: 2 Mix Design Practice + impact compaction, used in the Marshall mix design method. + kneading compaction, used in the Hveem mix design method + several forms of gyratory compaction + compaction using vibratory impact hammers ‘Various agencies have investigated the use of gyratory compaction to replace the currently accepted compaction procedures. The impact and kneading compaction procedures used in the Marshall and Hveem mix design methods, respectively, should not be altered unless extensive studies have been performed to validate the alternate compaction procedure Alter laboratory compaction, the specimens are tested for strength and density or void properties, Normally, five trial mixtures are compacted. The aggregate gradation remains the sarue for each trial and the asphalt content is varied. To ensure statistically ificant results, atleast three replicate specimens of each trial mixture (i.e, asphalt content) should be prepared, 2.05 EVALUATION AND ADJUSTMENT OF MIX DESIGNS — When developing a specific mix design, itis often necessary to make several trial mixes to find one that meets all of the design criteria, Bach trial mix design, therefore, serves as a guide for evaluating and adjusting the trials that follow. For preliminary or exploratory mix designs itis advisable to start with a blended aggregate gradation that approaches the median of the specification limits. Initial trial mixes are used to establish the job-mix formula and verify that an aggregate gradation within the specification limits can be produced by the central mixing facility. This assurance is particularly important when there are no service records available on the prospective aggregate sources. ‘When scheduling preliminary mix designs, it should be verified that both asphalt and aggregate materials meet the proposed specification requirements. When several possible sources of aggregate are to be considered, it may be necessary to make a number of trial mix designs to determine the most economical combination of aggregates that will fulfill all of the specification requirements. ‘The results of the preliminary mix designs serve as a basis for making a preliminary estimate of costs. ‘When the initial tial mixes fail to meet the design criteria at any selected asphalt content, it will be necessary to modify or, in some cases, redesign the mix. To correct deficiency, the easiest way to redesign a mixture is tochange the aggregate gradation by adjusting the component percentages. Often this adjustment is enough to bring all properties within compliance. If adjusting the percentages is not adequate to meet all of the design criteria, serious consideration should be given to changing one or more material sources, For many engineering materials, the strength of the material frequently denotes quality; however, this is not necessarily the case for hot mix asphalt. Extremely high siability often is obtained at the expense of lowered durability, and vice versa. Therefore, in evaluating and adjusting mix designs always keep in mind that the aggregate gradation and asphalt content inthe final mix design must strike a favorable balance between the stability and durability requirements for the use intended. Ms-2 13 Moreover, the mix must be produced as a practical and economical construction ‘operation. Grading curves are helpful in making necessary adjustments in mix designs. For example, curves determined from the Fuller equation* represent mix conditions of maximum density and minimum voids in mineral aggregate (VMA). Paving mixtures with such curves may be easily compacted, but tend to pack very tight and have air void ‘contents that are too low. Usually, deviations from these curves will result in higher MA and lower densities for the same compactive effort, ‘The extent of chang. density and VMA depends on the amount of adjustment in fine or coarse aggregate. Figure 2.4 illustrates a series of Fuller maximum density curves plotted on a conven- tional semi-log grading char. Figure 2.5 illustrates maximum density curves determined from the maximum density equation with particle sizes raised to the 0.45 power** and plotted on the Federal Highway Administration grading chart (based onascale raising sieve openings tothe 0.45 power). Many designers find this chart more convenient to use for adjusting the maximum density equation. They may be obtained by drawing a straight li the origin at the lower left of the chart to the desired maximum particle top 100 percent passing line. Gradings that closely approach this straight line usually must be adjusted away from it within acceptable limits to inerease the VMA values. This allows enough asphalt to be used to obtain maximum durability without the mixture flushing, ‘These are general guidelines foradjusting the trial mix, but the suggestions outlined may not necessarily apply in all cases (a) Voids Low, Stability Low—Voids may be increased in a number of ways. AS a general approach to obtaining higher voids in the mineral aggregate (and therefore providing sufficient void space for an adequate amount of asphalt and air voids) the aggregate grading should be adjusted by adding more coarse or more fine aggregate. Ifthe asphalt content is higher than normal and the excess is not required to replace that absorbed by the aggregate, the asphalt content may be lowered to increase the voids provided adequate VMA is retained. It must be remembered, however, that lowering the asphalt content may decrease the durability of the pavement. ‘Too much reduction in asphalt content may lead to brittleness, accelerated oxidation, and increased permeability. I the above adjustments do not produce a stable mix, the aggregate may have to be changed. p= 100(4/D/5 in whieh, p = wora percentage passing given sieve = size oi sieve opening = largest sie (sieve opening) in gradation 29 = 1OKayD AS “For provessod aggregate, the masinmum pastiele size in standart set of sieves listed in the applicable specfiction is 10 sizes larger than the ist sieve to retain more than 10 percent ofthe material, 14 Mix Design Practice Total Percent Passing of ee hor 5. We | | | “ | a Bra U.S. Standard Sieves—ASTM Designation E 11 006 008 Bt SIEVENO. Total Percent Passing toe scate Figure 2.4 — Fuller maximum density curves on standard semi-log grading chart 15 Ms-2 Percent Passing Tinos vO OL GWG SIZE SATS WeUD VOHEPEID 1emOg S¥'O UE 1uIupY KOMUBIH [e10pe4 Percent Passing Administration 0.45 power gradation chart Figure 2.5 - Maximum density curves on Federal Highway 16 Mix Design Pr Itusually is possible to improve the stability and increase the aggregate void content of the mix by increasing the amount of crushed materials and/or decreasing the amount of material passing the 75 jt m (No. 200) sieve. With some aggregates, however, the freshly-fractured faces are as smooth as the water-wor faces and an appreciable increase in stability isnot possible, Thisis generally true of quartz orsimilar rock types. By adding more manufactured sand, the void content can also be improved without sacrificing mix stability (b) Voids Low, Stability Satisfactory—Low void content may eventually result in instability duc to plastic flow or flushing after the pavement has been exposed to traffic for a period of time because of particle reorientation and additional compaction, Insufficient void space may also result because of the amount of asphalt required to obtain high durability in finer mixes, even though stability is initially satisfactory for the specific traffic. Degradation of a poor aggregate during mixture production and/orunder the action of traffic may also subsequently lead to instability and flushing if the void content of the mix is not sufficient. For these reasons, mixes low in voids should be adjusted by one of the methods given in (a) above, even though the stability may initially appear satisfactory. (©) Voids Satisfuctory, Stability Low—Low stability when voids and aggregate riding are satisfactory may indicate some deficiencies in the aggregate. Consider- ation should be given to improving the coarse aggregate particle shape by crushing, or increasing the percentage of coarse aggregate in the mixture, or possibly increasing the maximum aggregate size. Aggregate particles with rougher texture and less rounded surfaces will exhibit more stability while maintaining or increasing the void content. (d) Voids High, Stability Satisfactory—High void contents are frequently associated with mixes found to have high permeability. High permeability, by permitting circulation of air and water through the pavement, may lead to premature hardening of the asphalt, ravelling of aggregate, or possibly stripping ofthe asphalt off the aggregate. nn though stabilities are satisfactory, adjustments should be made to reduce the voids. Small reductions may be accomplished by increasing the mineral dust content of the mix. It may be necessary to select or combine aggregates to a gradation which is closer to the maximum density grading curve. (e) Voids High, Stability Low—Two steps may be necessary when the voids are| and the stability is low. First the voids are adjusted by the methods discussed above, If this adjustment does not also improve the stability, the second step should be a consideration of aggregate quality as discussed in (a) and (b) above. 2.06 QUALITY MANAGEMENT TESTING SYSTEM — Mix design testing forasphalt paving construetion is only the starting point of the process of producing a quality pavement, Field verification testing must be continually performed on the field-produced mixture to ensure that the criteria established and used in laboratory design for the particular mixture are being met on the job. Significant equipment and Ms.2 - _ 7 material differences exist between the small scale operation of the laboratory mixing bow! and an asphalt mixing facility. Field verification of hot mix asphalt is necessary to measure what differences exist and to determine what, if any, corrective measures need to be taken, It is important to note that mix design criteria apply equally to both field produced mixtures and laboratory mixed specimens. Normally, « total quality management system will have four important phases within the overall project: pre-production sampling and testing, initial job-mix formula verification, daily job-mix control testing during production, and in-place acceptance testing. The following outlines the purpose of each phase of the quality assurance system, This outline is intended to show only the relationship of mix design testing to the overall program of job inspection and control. More discussion of quality management is contained in Chapter 8. The actual details of field inspection may be found in the Asphalt Institute’s Principles of Construction of Hot-Mix Asphalt Pavemems, Manual Series No. 22 (MS-22). (a) Pre-Production Sampling and Testing —The principal purpose of this phase is to determine that the prospective sources of aggregate and asphallt are of satisfactory quality and will produce a paving mix satisfying all of the physical requirements and mix design requirements contained in the specifications. (b) Job-Mix Formula Verification—In this phase, tests are performed at the start of plant production to compare field-produced mixture properties with the previously- established job-mix formula that was based on laboratory-mixed specimens, This is one of the key points of quality control for the paving construction since the job-mix formula establishes the actual gradation and asphalt content of the production mix. It may be necessary to make slight adjustments in the job-mix formula due to the characteristics of aggregate components. If the specifications are met, these results may then serve as the new adjusted job-mix formula and would then be the accepted target for all quality control testing that occurs. When a field laboratory is required by the contracting agency and used for the purpose of job mix control, it should meet the same requirements for test equipment and test procedures as a central labora- tory. (©) Daily Job-Control Testing —Quality control testin tion to ig is performed during produc- indicate if any of the mix properties deviate from the specifications. This testing is performed on an established schedule during the paving operation, Representative samples of the hot mix asphalt are obtained at the mixing facility and analyzed for design properties. (A random sampling method should be used to obtain HMA samples.) ‘The results are compared with the job-mix control specifications. When irregularities occur and the limits of the job-mix formula are exceeded, appropriate corrections may be required at the plant, Occasionally, situations may warrant re- evaluation and redesign of the paving mixture. 18 Mix Design Practice (a) In-Place Acceptance Testing—Acceptance sampling and testing of in-place HMA can be authorized by the specifying agency to assure that satisfactory quality control has been exercised to attain the proper specification compliance. Its impor- ince is emphasized by the fact that the results of these tests serve as a basis for the final acceptance of the paving construction by the owner. 2.07 AGGREGATE SIZE FRACTIONS — It is almost universal practice to specify the gradation of aggregates on the basis of the total aggregate gradation, i.e., total percent by weight passing the designated sieve sizes. The individual fractions of the total aggregate gradation, however. are typically designated in terms such as: Coarse Aggregate [retained of Fine As Mineral Filler [passing 36 mm (No. 8) sieve] ate [passing 2,36 mm (No. 8) sieve] 2m (No. 200) sieve] It is also important to note that the aggregate gradations and individual fractions are specified independently of the total mix composition or binder content; ie., the total aggregate equals 100 percent. ‘Aggregate materials often are also identified in broader terms such as rock, sand, and filler, or in terms of aggregate size designations as supplied by the aggregate producer, stich as 57s, 685, and 8s, These terms usually are applied to the stockpiled materials supplied to the job site. These definitions appear to have the greatest usage: Rock—Material that is predominantly coarse aggregate [retained on 2.36 mm (No. 8)] Sand—Material that is predominantly fine aggregate [passing 2.36 mm (No. 8)] Filler—Material that is predominantly mineral dust [passing 75 um (No. 200)] Chapter 3 presents further information on aggregate gradations and blending calcula tions. 2.08 PROPORTIONING AGGREGATE AND ASPHALT — When propor- tioning asphalt and aggregate it is important to note that the asphalt content may be expressed either as a percentage by weight of total mix or as a percentage by weight of dry aggregate, While expressing asphalt content as a percentage by weight of total mix is most common, each method of specifying asphalt has certain advantages and either method is acceptable provided it is clearly understood which method is being used. This example illustrates the two methods: Assume that a given mix contains aggregates and asphalt in the proportion of 45.36 kg (100 Ib.) of aggregate to 2.72 kg (6 Ib.) of asphalt. The asphalt content of such amix could be expressed as (2.72 + 45.36) 100 = 6.0 percent asphalt by weight of dry aggregate, Thisasphaltcontent may also be expressed as [2.72+ (45.36+2.72)] 100 = 5.7 percent asphalt by weight of total mix. MS2 19 2.09 TESTING METHODS — The material testing methods will normally be part of the contract and/or project specifications. These test methods are recommended if, others are not specified. (Test methods shall be the latest revision of methods adopted by the American Association of State Highway and Transportation Officials or the American Society for Testing and Materials.) ASTM AASHTO. nation Designation (a) Asphalt Cement Penetration Ds T49 Viscosity Absolute D271 T202 Kinematic D2170 T201 Flash Point pe TaR Thin Film Oven Test D754 T179 Rolling Thin Film Oven Test D 2872 7240 Ductility DIB TSI Solubility D 2042 Tas Specific Gravity D7 1228 (b) Mineral Aggregates Los Angeles Abrasion C131 or 796 C535 Unit Weight C29 r19 Sieve Analysis (Aggregates) C136 T27 Sieve Analysis (Filler) D546 Ty Specific Gravity (Coarse) C127 Tas Specific Gravity (Fine) C128 TS Specific Gravity (Filler) D854 or T 100 or C188 7133 Sulfate Soundness cas. T 104 Sand Equivalent D2419 7176 Particle Shape D4791 (©) Hot Mix Asphalt Paving Asphalt Content (extraction) D2172 T 164 Asphalt Content (nuclear) D4125 1287 Recovery of Asphalt D 1856 T170 Density and Voids Anal See Chapter 4 Maximum Specific Gravity of Paving Mixtures D 2041 T 209 Bulk Specifie Gravity D L188 or T 166 D2726 20 Mix Design Practice 2.10 MATERIAL SAMPLING AND TESTING — Prior to mix design testing, ample represeniative samples of aggregates and asphalt should be obtained to accomplish the required number of tests. These material quantities are suggested: Asphalt Cement sss Coarse Aggregate (or Rock) Fine Aggregate (or Sand) Filler (when required) . sowed liters (1 gal.) 25 kilograms (50 Ib.) .25 kilograms (50 Ib.) 10 kilograms (20 Ib.) Additional materials may be required if the above quantities result in appreciable waste when combining materials for the design gradation, or if several aggregate combinations are to be investigated, or if water sensitivity analysis of the asphalt mixture is to be performed. ial sample should be completely identified by source location, project location, and project number or job number. Each asphalt cement sample should be stored in clean, small metal containers with tight lids or covers to avoid the necessity of reheating the entire supply each time a mix is tested. Each aggregate sample should be placed in a tightly woven cloth sack, securely wired or tied, In advance of the mix design testing, a list or schedule of the tests to be performed should be made, Tests should be performed in proper and logical sequence. It is important that all material specification tests be completed before the mix design tests, are started. In this way sources of substandard aggregates are eliminated from the design studies. Chapter 3, Evaluation of Aggregate Gradation, suggests a schedule of aggregate analysis and testing. Each mal 2.11 PREPARATION OF TE MIXES — Detailed procedures used in the preparation of test mixes for each method of mix design are outlined later in this manual, In general, the procedures illustrated in Figures 2.6 through 2.9 are used. Ms-2 24 Figure 2.7 ~ Heating aggregate batches in oven 22 Mix Design Practice Figure 2.9 ~ Mechanical mixer for batch mixing of asphalt and aggregate MS-2 23 Cs Evaluation of Aggregate Gradation 3.01 GENERAL — Aggregate gradation analysis and the combining of aggregates to obtain the desired gradation are important steps in hot mix asphalt design. The aggregate gradation must meet the gradation requirements of the project specifications and yield a mix design that meets the criteria of the mix design method. The gradation should also be made up of the most economical aggregates available that are of suitable quality. Quality of aggregate particles in terms of physical characteristics is discussed in Chapter 7. This chapter outlines the recommended steps for analyzing aggregates for asphalt paving mix design. The methods illustrated by these examples are applicable to blending and adjusting the aggregate gradation in laboratory control of the mix, in production control of aggregates, and in plant control during construction, 3.02 ANALYZING AGGREGATE FOR PRELIMINARY MIX DESIGNS — For preliminary mix designs, aggregate analysis will be governed, to some extent, by the method of producing the gradation during construction. Different methods may be used, depending on the type of local aggregate sources and the project specifications. Insmaller operations, aggregates from local sources are sometimes produced either as, a single aggregate,” or as a “major aggregate” supplemented by minor additions of filler or “sized aggregates.” “Single aggregate” production operations will often require a certain amount of “waste” to obtain the desired grading. In larger operations, aggregates from commercial producers are usually supplied as “sized” aggregates, in which case all of the various required sizes are blended, with or without filler, to produce the aggregate gradation desired ‘The laboratory procedures below normally apply to the testing of aggregates for preliminary mix designs, It may be necessary to modify this plan to meet the testing requirements that arise during the progress of the mix design, (a) Dry all aggregate samples to constant weight at 105°C to 110°C (20°F to 230°F). Separate pans should be used for each aggregate sample. (b) Perform washed sieve analysis and specific gravity tests on representative samples including filler from each proposed aggregate source. (©) Compute a blend of aggregates to produce the desired mix gradation, using the gradation for each aggregate source (adjusted for waste if required). A starting point for preliminary mix designs would be an aggregate gradation that approaches the median of the specification limits. 24 Evaluation of Aggregate Gradation (a) Separate each dried aggregate into fractions (sizes) if necessary based on the results of (b). These sizes are generally recommended: plus 19.0 mm (3/4 in.) 19.0 mm (3/4 in.) to 9.5 mm (3/8 in.) 9.5 mm (3/8 in.) to 4.75 mm (No. 4) 475 mm (No. 4) to 2.36 mm (No. 8) ‘minus 2.36 mm (No. 8) ‘The size separations may vary depending on the amount of material in each fraction for a specific aggregate. Combine fractions if necessary. (e) Compute the blend proportions and batch weights (see Article 3.13) of the sized aggregates and filler required to produce batch mixes of the desired gradation, ‘AS a matter of practical convenience it is preferable to use the same weight of aggregate for each batch in the trial mixes. (8) Prepare mix design test specimens in accordance with the procedure prescribed for the particular mix design method being used. 3.03 AGGREGATE ANALYSIS FOR JOB-MIX FORMULA — To determine the job-mix formula, the aggregate analysis will be somewhat governed by the number of aggregate stockpiles and the type of hot mix asphalt mixing facility being used. This phase of mix design establishes the job-mix formula that defines the actual gradation and asphalt comtent to be obtained in the finished construction, ‘The procedures below normally apply to the testing of aggregates for establishing the job-mix formula at the mixing facility. More discussion on verification of the asphalt mixture at the mixing facility is found in Chapter 8. For the actual details of field sampling, plant calibration and control, refer to the Asphalt Institute's Principles of Construction of Hot Mix Asphalt Pavements (MS-22). Itmay be necessary tomodify this plan to suit the control features of the mixing facility. (a) Secure representative samples from each aggregate stockpile, including filler, tobe used in the production of the hot mix asphalt. (b) Dry all aggregate samples to constant weight at 105°C to 110°C (220°F to 230°F). Separate pans should be used for each aggregate sample. (©) Perform washed sieve analysis and specific gravity tests on representative samples from the respective stockpiles. (4) Compute the blend of aggregates required to produce the desired mix gradation, using the full gradation for each individual aggregate. (e) Adjust the cold aggregate feeder controls to obtain the desired aggregate blend and combined gradation. (f) Ina batch plant, perform a washed sieve analysis on a representative sample of cach aggregate size separation produced. ‘These samples should be obtained from the hot bins only after the gradation unit has reached normal operation. In a drum-mix plant, perform a washed sieve analysis on representative samples taken from the main cold-feed belt. 25 (g) Compute the blend proportions und batch weights of the sized aggregates (if a batch plant) of combined aggregate (if a drum plant) and filler required to produce one laboratory batch mix of the desired gradation. Iris preferable to use the same weight of aggregate for each batch in a trial mix se (h) Prepare test specimens of the design mix in accordance with the procedure prescribed for the mix design method being used. Analyze the test specimens to determine that the mixture has the same properties as that designed in the laboratory. i) Adjust plant controls to obtain the design asphalt content and blend proportions of aggregates desired in the final paving mix, (i) Verify the aggregate gradation in the plant mix by performing washed sieve analysis on representative samples of extracted aggregate, 3.4 BLENDING AGGREGATES BY W! — Determining the propor- tions of two or more aggregates to achieve a gradation within the specification limits is largely a matter of trial and error. Graphical and mathematical methods may sometimes be used to advantage. It is desirable to initially plot the sieve analyses for allaggregatesto be used as shown in Figures 3,1 and 3.2. Inthis way it is often possible to make @ visual estimate of the blend proportions required, depending on the experience with the local aggregates. 3.05 BASIC EQUATION — Regardless of the number of aggregates combined or of the method by which the proportions are determined, the basic equation expressing, the combination is: P=Aat+Bb+Cco+ wo where, the percentage of the combined aggregates passing a given sieve; percentage of material passing a given sieve for the individual aggregates; and proportions of individual aggregates used in the combination, where the total = 1,00. abe... = ‘The combined percentages (P in Eq. 1) for each of the different sieve sizes should closely agree with the desired percentages for the combined aggregate, None should fall outside the established grading spec mn limits, Obviously. there may be several acceptable combinations, An optimum combination would obviously be one in which the percentages of the blend are in as close agreement as possible to the original desired percentages. However, the desired percentages are difficult to define and could change with specific project circumstances. Mathematical procedures have been developed that will directly determine an “optimum” combination of aggregates. To accomplish this calculation, various optimization procedures have been used, such as the closest to the middle of the specification range. The speed of these methods varies with the number of stockpiles 00 Evaluation of Aggregate Gradation TI, Mm Total Percent Passing z go og ge eg eg gg 2 ae = $ 0 SQUARE OFENINGS, U.S. Standard Sieves—ASTM Designation E 11 4 @ 2 8 8 €¢ 8 R F © Total Percent Passing Figure 3.1 - Job aggregates and specification plotted on conventional aggregate grading chart Percent Passing Ms-2 seg 01g = ~

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