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KAW 3612 HIGHWAY ENGINEERING

ACKNOWLEDGMENT
First of all, we wish to express our heartiest gratitude and appreciation to our lecturer, Mr.
Ratnasamy Muniandy for his precious time, patience, guidance, motivation and advice on
carrying out all the laboratory tests. Without him, this project would not turn out to be successful
one.
Beside that, we would also lie to express our sincere appreciation to the technician, Mr.
!"ry #amber and Mr. #eh $ian #ec, a Master student for providing all the e%uipment, relevant
suggestion and valuable aids during the process of this project.
&pecial thans also to our classmates for their indness and co'operation, contributions
throughout this study and help us while doing this project to mae it successful.
#han (ou
)
KAW 3612 HIGHWAY ENGINEERING
Physical Properties of asphalt and Aggregate
A Aggregate Tests
#he term *!ggregate+ refers to granular mineral particles that are widely used for highway
bases, subbases, and bacfill. !ggregates are also used in combination with a cementing material
to form concretes for bases, subbases, wearing surfaces, and drainage structures. &ources of
aggregates include natural deposits of sand and gravel, pulveri"ed concrete and asphalt
pavements, crushed stone and blast furnace slag. #he Aggregates Test is carrying out to now the
properties of aggregates and the suitable of the aggregates used in highway construction. #he
aggregate tests that carry out in this lab are as below,
1! Gradation Analysis " #MA Gradation En$elop
11 %ntrod&ction
!ggregate is the main property of the performance of the pavement layers. #he gradation
of aggregate is the blend of particle si"e of the mix that affects the density, strength and economy
of the pavement structure. #here is various si"e of sieve to design the proportion in a mineral
aggregate mix.
1' O()ecti$e
!ggregate grading is carried out to determine the proportion of aggregate re%uired from each
stocpile to fit into the given specification.
1* Apparat&s
&ieves - ./ mm, )0mm, )/mm, 1mm, 2.21mm, ).)3mm, /.0.1mm, /.)1, /./41mm5
&ieve &haer
Balance machine
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KAW 3612 HIGHWAY ENGINEERING
1+ Proced&re
). !pproximately 1 g aggregate from each stocpile are sieved in the specified sieve si"e.
.. !fter allocating the aggregate in the sieve, then the mechanical sieve shaer is used to
sieve it.
2. #he percent passing the sieve aggregate through the selective si"e are determined by
taing the weight retained on each individual sieves over the original weight of the
aggregate.
0. #he passing percent then is plotted on a /.01 power gradation chart.
1. 6n highway projects, the material that gain the no.0 sieve is called the coarse aggregate
meanwhile the material that passes the no.0 sieve but retained in the no..// sieve is nown as
the fine aggregate.
1, -es&lt
Example Calculati!s
#he percent retained and passing on sieve si"e )0 mm is calculated as below,
7ercent retained -85 9
)// x
"eig#t Ttal
sie$e particular t#e ! retai!e% Weig#t
.ie$e
si/e
0112
Weight
retain
0g2
Passing
Weight 0g2
Percent
retained
032
Percent
passing
032
.pecification
LL 032 4L 032
././// / / / )// )// )//
)0./// )1/ )/1/ )..1 34.1 3/ :1
)/./// )/. :03 3.1 4: ;3 :/
1./// ./0 400 )4 ;. 1. 4.
2.21/ )/. ;0. 3.1 12.1 01 ;.
).)3/ ):. 01/ ); 24.1 2/ 01
/.0.1 );3 .3. )0 .2.1 )4 2/
/.)1/ )00 )23 ). )).1 4 );
/./41 30 10 0.1 4 0 )/
7an 10 / 4
#otal 1'!! 1!!
2
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9
)//
).//
)1/
x
9 1', 3
7ercent passing -85 9 <7ercent passing the sieve si"e higher than the particular sieve= >
<7ercent retained on the particular sieve?
9 )// 8 > )..1 8
9 56, 3
17 Disc&ssion
From the result above, we have found that the percentage retained is )..1 8 while the
percentage passing is 34.1 8. @enerally, we find that the percentage passing the bigger sieves
such as the )/mm si"es and above are higher while the percentage passing the small sieves is
lower. #his gradation of aggregates is very important for the pavement structure because it
affects the density and strength. For the aggregate material that is retained on a Ao. 0 sieve -for
particles larger than . mm5 is nown as coarse aggregate. Materials that passes the Ao.0 sieve
but is retained on a Ao. .// sieve - particles larger than /./41 mm5 is nown as fine aggregates
while the materials that passes a Ao. .// sieve is referred as fines. #he grain si"e analysis data
are usually plotted on an aggregate grading chart to aid engineers to determine a preferred
aggregate gradation and re%uire the gradation of aggregates used for highway projects to
conform to the limits of a specification band. From what we can see from the results, the results
conform to the specification band as set by !!&B#C.
16 Concl&sion
6n conclusion, we can now that the result conform to the !!&B#C specifications and
therefore is suitable for usage in pavement design. #he gradation analysis is very important to
analy"e the correct gradation mix so that it can provide ade%uate density and strength for the
usage on the road pavement design.
0
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1
KAW 3612 HIGHWAY ENGINEERING
'! Los Angeles A(rasion Test
'1 %ntrod&ction
#he test is done in accordance with !&#M D)2).#he Eos !ngeles test is a measure of
degradation of mineral aggregates of standard grading resulting from a combination of action
including abrasion and grinding in a rotating steel drum containing a specified number of steel
spheres. #he number steel charges depend upon he amount and grading of the test sample. !s the
drum rotates s self plates pics up the sample and the steel spheres, carrying them until they are
dropped to the opposite site of the drum creating an impact'crushing effect. #he content s the roll
within the drum with an abrading and grinding action until the self plate impacts and the cycle is
repeated. !fter the prescribe number of revolutions, the contents are removed from the drum and
the aggregate portion is sieved to measure the degradation as percent loss.
'' O()ecti$e
#he objective of this test is to ascertain the degradation of aggregates by abrasion and impact.
'* Apparat&s
Eos !ngeles abrasion machine
&ieve -):mm, )..1mm, ).4mm and pan5
&ieve &haer
Balance machine
'+ Proced&re
). #he sample is washed and dried and later the weight is obtained.
.. #he sample is place in E! !brasion machine.
2. Fleven steel balls are added in the machine.
0. #he drum is rotated for about 1// revolutions at 2/'22rpm.
1. !fter being rotated, the sample is removed from the drum and is sieved on no. ). sieve. Eater
the sample that is retained on the sieve on dried at the temperature of )/1 to ))/GD.#he
weight of the sample is taes after the sample is cooling down.
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', -es&lt
Aggregate si/e
0112
Weight of sa1ple
0g2 (efore
Weight of sa1ple
0g2 after
Loss 0g2
): > )..1 .1//
231/ ))1/
)..1 > :.1 .1//
Weight loss 9 -Weight of sample before abrasion5 > -Weight of sample after abrasion5
9 1/// > 231/
9 11,! g
7ercent loss 9
sample & Weig#t Ttal
lss Weig#t
x )//
9
1///
))1/
x )//
9 '* 3
#his result is fulfilling the H$R re%uirement of 2/8 and it is suitable to be used for road wors.
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KAW 3612 HIGHWAY ENGINEERING
'7 Disc&ssion
From this experiment, the abrasion value for aggregates have been tested and determined.
#his value is given by the percent of wearing or percent loss for the aggregates. #he abrasion
value is important since it gives the measurement of hardness for aggregates that are going to be
used in highway projects. Furthermore it also used to determine the %uality of the aggregates
itself. 6n order to ensure that the aggregates play its role effectively, the aggregates must possess
sufficient strength to retain load acting by heavy machinery such as roller during construction
project and also to retain traffic loading once the roads is complete. #hese aggregates should not
crush, degrade and disintegrate when subjected to this loading. !ggregates that lac ade%uate
toughness and abrasion resistance also may cause construction and performance problems.
Iegradation occurring during production can affect the overall gradation and, thus, widen the
gap between properties of the laboratory'designed mix and the field'produced mix. #he change
in the E.!. !brasion value can be brought about by changing the specific surface of the
aggregate sample, i.e., the more e%ual dimensional or cubical the aggregate sample starts off, the
more abrasion resistant the aggregate will seem. #heoretically, the lower the abrasion value, the
more abrasion resistant for the aggregate is. #he soft aggregates will be %uicly ground to dust,
whilst the hard aggregates are %uite resistant to crushing affects.
#he value of percent loss calculated is .2 8.#his value represented the abrasion resistant
for the given aggregates sample. #here are several steps of precautions that need to be
considering during the test in order to minimi"e errors and to get more desirable results as stated
below,
). Mae sure that the aggregates sample is washed and dried properly -not interrupted5
.. Mae sure that the aggregates are sieve accordingly follow the specification. -change in
si"e will change the properties of aggregates itself and at the same time effect the
performance5
2. Mae sure there is no human error when handling the test -i.e. measure weight5 or try to
minimi"e it by taing several readings.
0. Mae sure that the sample is dried under the temperature of )/1GD to ))/GD after it is
removed from drum. -change in temperature will affect the cooling process and also the
sample weight5

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KAW 3612 HIGHWAY ENGINEERING
'6 Concl&sion
From the test that had been done, we can say here that it had achieved the main objectives
that is to determine the degradation of aggregates by abrasion and impact. #he percent loss
calculated is .28 and this value measure the abrasion resistant for the aggregates sample tested.
#his value can be acceptable since it lies within the H$R re%uirements for E.! !brasion #est that
is below 2/8. #he value obtained indicated that this sample can sustain or resist the possible
abrasion and impact before or during the service period of road and it is suitable to be used for
road wor irrespective of other standard test of aggregates. More precise value can be obtained if
we consider the precaution steps that have been discussed.
:
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*! P.8 and .9id resistance
*1 %ntrod&ction
#he 7olished &tone Jalue -B& 3)., 7art ))J5 gives a measure of resistance of road stone
to the polishing action of the pneumatic tire. Knder conditions similar to those occurring on the
surface of the road where the surface of the roads consists largely of road stone, the state of
polish of the sample will be one of the major factors affecting the resistance of the surface to
sidding. #he actual relationship between 7olished'&tone Jalue and sidding resistance will
vary with the traffic condition, type of surfacing and others factors. !ll factors, together with the
reproducibility of the test, should be taen into account when drawing up specifications for
roadwor+s, which include test limit for 7olished >&tone Jalue.
*' O()ecti$e
#o measure the extent of aggregates in wearing course that would be polished under the traffic
flow.
** Apparat&s
!n accelerated polishing machine, which shall be rigidly mounted on a firm, level, and
resilient base of concrete.
Metal moulds for preparation of specimens
Friction test
British &tandard &ieve
Material consisting of no.2; corn emery and air'floated emery flour.
*+ Proced&re
). &pecimens are prepared as shown in the standard and the particle use shall pass the :.1. mm
and be retained on the 4.:0 mm British &tandard &ieve.
.. &pecimens are polished using the polishing machine. #emperature should be within .4
degree Delsius during the polishing period.
2. Water and no.2; corn emery are fed continuously on the road wheel within the period of 2
hours. #hen the machine and the specimens are washed to remove the trace of the corn
emery.
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0. &tep . is repeated with the air floated emery flour replacing Ao.2; corn emery but the rate of
feed of water must be twice that of emery flour.
1. #he specimens are store facing downwards under water at temperature of .1 degree Delsius
for duration of L to . hours.
;. Eater the specimens are removed from the water and tested on the friction tester.
4. Before the friction is done, the specimens and the rubber slider must be wetted. !fter doing
this the pendulum is released from its original position and the reading is taen from the
pointer.
*, -es&lt
.peci1en
No
P.8
Mean
1 ' * + ,
1 1. 1. 1) 1) 1/ 1)..
' 1) 1) 1/ 1/ 1/ 1/.0
* 1/ 1/ 1/ 0: 0: 0:.;
+ 1. 1. 1) 1) 1) 1).0
Mean ,!7,
Control
.peci1en
No
P.8
Mean
1 ' * + ,
) 1. 1. 1. 1. 1. 1.
. 1. 1. 1. 1) 1) 1).;
Mean ,15
Dalculation
7&J 9 & M 1..1 > D
9 1/.;1 M 1..1 > 1).3
9 51.35
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KAW 3612 HIGHWAY ENGINEERING
*7 Disc&ssion
From the test that had been conducted, a value that gives a measure of resistance between
the road stone and the polishing action by tire is determined. #his value is usually referred as the
polishing stone value -7&J5. Cne of the most major problems in the road traffic safety is
sidding. #he sidding resistance is mainly depends on friction force between tires and the road
surface and the main material that contributed in providing the resistance is the aggregates itself.
Iue to this, the main re%uirement in selecting the aggregates material for road wors is that it
can provide a certain level of friction when having contact with the tire to ensure there is no
sidding problem that may lead to an accident. #his test can be assumed to represent the actual
interaction between tires and the road surface. 6n this test, four specimens are made from each
test sample, and are split into pairs and polished on two separate polishing runs. #his is done in
order to improve the reproducibility and repeatability of the test. #he results are carefully
checed for consistency and are only accepted if set test criteria are met. #he higher the test
result, the more polish -or sid5 resistant the aggregate is. When the value is too small -N./5, it
indicated that the particular aggregate had no resistance to sidding. When designing a road, the
road engineer specifies the minimum 7&J value that the aggregate used in the surface course has
to have. #his minimum value re%uired depends on the volume and type of traffic using.
#he 7&J value also depends on the natural types of rocs itself. 7&J values of naturally
occurring rocs have been studied on a number of occasions. 6t has been found as a general rule
that roc types consisting of a variety of mineral grains of different hardness or si"e, or of harder
grains in a softer cementing matrix, give higher 7&J values than rocs composed of uniform
grains of uniform hardness in a similarly hard matrix. #he most polish resistant naturally
occurring roc type is grit stone. Flint, a hard siliceous roc, limestone -excepting an occasional
gritty type5 and granite tend to have low 7&J values and polish too %uicly to be used in surface
courses. Basalts and dolerites tend to fall between the low 7&J roc types and the grit stones.
#he value of 7&J calculated for the given aggregates sample tested is 1).21. From the
observation, we can listed down here several step of precautions that needs to be consider when
the test is done in order to achieve a desirable results and to minimi"e errors. #he steps are as
below,
).
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). Mae sure that the sample is polish in polishing machine is done under control temperature
of .4D -increased of temperature lead to the decrease of polishing value due to effect on
rubber resilience used for portable sid resistance5
.. Mae sure that the sample is sieve accordingly.
2. Mae sure no human error when handling the test -tae several readings5
*6 Concl&sion
#he test done on the aggregates sample had achieved it main objectives that is to measure
the extent of aggregates in wearing course that would be polished under the traffic flow. #he
7&J value for the tested sample is 1).21. #his value can be acceptable since it meet the H$R
re%uirements for 7&J #est that is over 0/. #his value indicated that the aggregates sample tested
is suitable in providing ade%uate resistance of potential sidding that might occur during the
service period of road and it is suitable to be used for road wor irrespective of other standard
test of aggregates. More precise value can be obtained if we consider the precaution steps that
have been discussed.
)2
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+! .pecific Gra$ity Test
+1 %ntrod&ction
#he specific gravity is important properties that are re%uired for the design of concrete
and bituminous. #he specific gravity of aggregate is the ratio of its mass to that of an e%ual
volume of distilled water at the specified temperature. #his test is carried out to determine the
specific gravity of aggregate from different source and type. 6t also helps to get the absorption
value.
+' O()ecti$e
#he test is to determine the specific gravity of aggregate.
+* Apparat&s
! balance to permit the baset containing the sample to be suspended from the beam and
weighed in water.
! well'ventilated oven.
! wire baset or perforated container.
! stout, watertight container in which the baset may be suspended.
Dloth.
! shallow tray
!n airtight container
++ Proced&re
). #he sample of ) g aggregate is thoroughly washed, drained and the placed in the wire
baset and immersed in distilled water.
.. #hen, the entrapped air is removed from the sample by lifting the baset containing it .1
mm above the base of the tan and allowing it to drop .1 times. #he baset and aggregate
remain completely immersed during this operation for a period of .0 hours afterwards.
2. #he baset and sample are then jolted again and the weighed in water.
0. #he baset and aggregate are removed from the water and emptied from the baset on to
the dry cloths.
)0
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1. #he aggregate placed on the dry cloth shall be gently surface >dried with the cloths. #he
aggregate then weighed.
;. #he aggregate is then placed in the oven in the shallow tray at a temperature of )/1GD O
1GD and maintained at this temperature for .0 hours.
4. #hen it will be removed from the oven, cooled in the airtight container, and weighed.
+, -es&lt
Weight of
sa1ple in air
0g2
Weight of
sa1ple in
:ater 0g2
.at&rated
:eight 0g2
Dried
:eight
A(sorption .pecific
gra$ity
)/// 1:;.; )//1 ::/ /.1 ..01
!bsorption 9
air i! sample & Weig#t
air i! sample & Weig#t sample & "eig#t saturate%
x )//
9
)///
)/// )//1
x )//
9 !,3
&pecific gravity 9
"ater i! sample & "eig#t sample & "eig#t 'aturate%
air i! sample & Weig#t

9
; . 1:; )//1
)///

9 '+,3
)1
KAW 3612 HIGHWAY ENGINEERING
+7 Disc&ssion
From the test that had been done, the specific gravity for the aggregates sample is
determined. #his test also is follow with the absorption test in determine the absorption value for
the sample. !bsorption for aggregates is important since it influence the performance of
aggregates due to the drying process. !ggregates with high absorption value will influence the
effectiveness of dry e%uipment to dry the aggregates before bring into mixing with asphalt.
Iifficulties in extracting the water from aggregates will produce mix that easily fails due to the
attac of water. #he balance of water left inside the mix will soon cause the aggregates to loose
inter particle bonding and spill out easily. 6t can be stated here that the greater the water
absorption percentage, the more liely that an aggregates will have from susceptibility problems
in cold climes -rainy day5.
Because the aggregates for road pavement usually measure by its weight, then the specific
gravity is the important factor in determining the desirable mix need. @radation specification
only authentic if the part of course and fine aggregates having the specific gravity nearly the
same. 6f the specific gravity for the fine part higher than the course part, then it resulted to mix
that having not enough of fine aggregates. 6n opposite, if the specific gravity for course part is
higher than the fine part, then the mix produced will consists too much of fine aggregates.
#he absorption value calculated in terms of percentage for the aggregates sample that had
been tested is /.18.&pecific gravity for the sample is ..018. #here are several steps of
precautions that need to be considered when the test is done. 6f one of these steps is neglected, it
may cause variation when the results obtained. #he steps are as below,
). Mae sure that the aggregates sample is wash thoroughly to remove possible existing
impurities material from the aggregates that might effects the performance later.
.. Mae sure that the sample is completely immersed in the water for about .0 hour before
weight is taen.
2. Mae sure that the sample is gently surface'dried before weight is taen to fulfill fully
saturated surface dry condition.
0. Mae sure that the entrapped air is removes completely after immersion. #he presence of
air will not allowing the water to absorb through aggregates and effects the weight taen.
);
KAW 3612 HIGHWAY ENGINEERING
1. Mae sure there is no human error occurs. #he error can be reduced by taing several
readings during test and find the average.
+6 Concl&sion
#his test achieved its main objective that is to determine the specific gravity of aggregates
from different source and type and also helps to get the absorption value. &pecific gravity for
sample tested is ..018 with absorption of /.18. #his value is consider small and can be
acceptable. From the results obtained, we conclude that these aggregates are suitable for
roadwor irrespective the other standards of tests re%uired. #his is because the low absorption
value for the sample indicate that the aggregates itself provide good resistance of failure due to
the possible attac of water before and during the service of the road. More accurate values can
be obtained if we consider the precautions steps that have been discussed.
)4
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,! ;la9iness and Elongation Test
%ntrod&ction
#he type of rocs and type of crushing machine highly determine the shape and si"e of the
aggregates produced. Flongated and flay stones are normally not very suitable for roadwor+s
since the shape and the mae them difficult to compact. !s such the flainess and elongation test
mush be carried out to determine the suitability of the material.
,1 ;la9iness %nde< Test
,11O()ecti$e
#his test is to determine the suitability of the material.
,1' Apparat&s
&ieve -1/mm, 24.1mm, .1mm, ./mm and pan5
&ieve &haer
Balance machine
! metal gauge plate.
,1* Proced&res
). #hree samples of aggregates weighing ..1g each is prepared, #te aggregates of the first
sample passing 1/mm B& sieve and retained on 24.1 mm B& sieve, those of the second
sample passing 24.1 mm B& sieve and retained on the ./ mm B& sieve.
.. Fach sample is gauged in turn of thicness on the metal gauge.
2. Finally, weighed the passing material of each sample.
)3
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,1+ -es&lt
Passing sie$e
0112
-etained sie$e
0112
.a1ple 0Nos2 Passing 0Nos2 ;la9iness
inde< 032
1/ 24.1 / / /
24.1 .1 :1 )) )).13
.1 ./ )0; ). 3...
!verage ;.; 8
Example calculati!
#he flainess index of aggregate passing sieve si"e 24.1mm and retained on sieve si"e .1mm
was calculated as follows,
Flainess index -85 9
)//
sin
x
aggregate !um(er Ttal
g pas aggreate & Num(er
=
)//
:1
))
x
= 11,53
!verage 9
&racti! & N
&rati!s all & 'ummati!
=
2
5 .. . 3 13 . )) / - + +
9 773
):
KAW 3612 HIGHWAY ENGINEERING
,1, Disc&ssion
Based on the result obtained, each sample collected has about less than )18 flay
aggregates. #his shows that the samples are %uite suitable to be used for bituminous mix. But,
the appropriate percentage of flay aggregates in each sample is determined by the specification
stated in respective manual used for different purpose. For sample passed 24.1mm and retained
on .1mm sieve has flainess index )).138 while sample, which passed .1mm and retained on
sieve ./mm has the flainess index about 3...8. #his maes the average flainess index
become ;.;8. !ggregates that flay could always lower the worability of concrete and also
affects its long'term durability. 6n bituminous mixtures, flay aggregates mae for a harsh mix
that can crac or brea up during the compaction process.
,17 Concl&sion
!fter carried out the test, the flainess index of the collected sample is determined. By
nowing the average index of about ;.;8, the sample collected is very suitable for bituminous
mix. But, different bituminous mix may re%uire different proportion of flay aggregates.
#herefore, appropriate manual should be referred in order to gain the right mixture of aggregates
for an accurate bituminous mix.

,' Elongation %nde< Test
,'1 O()ecti$e
#his test is to determine the suitability of the material.
,'' Apparat&s
&ieve -1/mm, 24.1mm, .1mm, ./mm and pan5
&ieve &haer
Balance machine
! metal gauge plate.
./
KAW 3612 HIGHWAY ENGINEERING
,'* Proced&res
). #hree samples of aggregates weighing ..1g each is prepared, the aggregates of the first
sample passing 1/mm B& sieve and retained on 24.1 mm B& sieve, those of the second
sample passing 24.1 mm B& sieve and retained on the .3 mm B& sieve and the third sample
passing .3mm B& sieve and retained on the ./mm B& sieve.
.. Fach sample is gauged in turn of length on the metal gauge.
2. Finally, weighed the retained material of each sample.
,'+ -es&lt
Example calculati!
#he flainess index of aggregate passing sieve si"e 24.1mm and retained on sieve si"e .1mm
was calculated as follows,
Flainess index -85 9
aggregate !um(er Ttal
retai!e% aggregate & Num(er
x )//
=
)//
:1
)
x
= 1!,3
Passing
sie$e 0112
-etained sie$e
0112
.a1ple 0Nos2 -etained 0Nos2 Elongation
inde< 032
1/ 24.1 / / /
24.1 .1 :1 ) )./1
.1 ./ )0; ; 0.))
A$erage 16'3
.)
KAW 3612 HIGHWAY ENGINEERING
!verage 9
&racti! & N
&rati!s all & 'ummati!
=
2
5 )) . 0 /1 . ) / - + +
9 16'3
,', Disc&ssion
Based on the result obtained, each sample collected has about less than 18 elongated
aggregates. #his shows that the samples are %uite suitable to be used for bituminous mix. But,
the appropriate percentage of elongated aggregates in each sample is determined by the
specification stated in respective manual used for different purpose. For sample passed 24.1mm
and retained on .1mm sieve has flainess index )./18 while sample, which passed .1mm and
retained on sieve ./mm has the flainess index about 0.))8. #his maes the average flainess
index become ).4.8. !ggregates that elongated could always lower the worability of concrete
and also affects its long'term durability. 6n bituminous mixtures, flay aggregates mae for a
harsh mix that can crac or brea up during the compaction process.
,'7 Concl&sion
!fter carried out the test, the elongation index of the collected sample is determined. By
nowing the average index of about ).4.8, the sample collected is very suitable for bituminous
mix. But, different bituminous mix may re%uire different proportion of elongated aggregates.
#herefore, appropriate manual should be referred in order to gain the right mixture of aggregates
for an accurate bituminous mix.
..
KAW 3612 HIGHWAY ENGINEERING
7! .o&ndness Test
71 %ntrod&ction
#he soundness of aggregates or their resistance to the forces of weathering is undoubtedly
one of the most important considerations in the selection of a material for highway material
construction. #he primary exposure that one is concerned with is alternate free"ing and thawing.
&omewhat less fre%uently one may be concerned with resistance of materials to alternate heating
and cooling, wetting and drying, or the action of aggressive waters.
#he common soundness re%uirement for aggregates is based on a sodium or magnesium
sulfate soundness test.
#he method may be used for Pacceptance of material but rejection should be based on
other determinations such as free"ing and thawing testsQ. Free"ing and thawing tests of aggregate
are also commonly used as the basis for a soundness specification.
6n the particular case of aggregates for 7ortland cement concrete, soundness in free"ing
and thawing is something specified on the basis of results of tests in which concrete, made with
the aggregate, is exposed to alternate free"ing and thawing and the deterioration of the concrete
is noted.
&pecification based on this type of test appears to be better founded than those based on a
sulfate soundness test. 6t has been stated by 7owers, however, that such test are not capable of
giving reliable information about durability of concrete as most commonly used in the field. Be
suggests that a better approach would be measurement of the length of time that the concrete
remains immune to frost attac while it is exposed to moisture.
7' O()ecti$e
#o determine the resistance of aggregates to disintegration by saturated solution of sodium
sulphate.
#o measure the resistance of aggregates to cycle of free"ing and thawing.
#o judge the soundness of aggregates subject to weathering action.
.2
KAW 3612 HIGHWAY ENGINEERING
7* Apparat&s
Dontainers
Balance -accurate to /./)g5
B& &ieve with s%uare openings
Cven
7+ Proced&res
). #he sample of coarse aggregate is washed thoroughly and dried to constant weight at )/1'
))/RD and separated it into the different si"es by sieving to refusal. Weighted out the proper
weights of sample for each fraction are and placed it in separate containers for the test.
.. #hen, the samples is immerse in the prepared sodium sulphate solution for approximately )3
hours in such a manner that the solution covered the aggregates to a depth of at least L in. #he
container is covered to reduce evaporation and prevent the accidental addition of extraneous
substances. Maintained the samples immersed in the solution at a temperature of .) O )RD for
the immersing period.
2. #he aggregate sample from the solution is removed after the immersing period and the
permitted it to drain for )1 O 1 min, and the sample is placed in the drying oven -)/1 to
))/RD5. #he sample at specified temperature is dried until constant weight has been achieved.
Iuring the drying period, the samples is removed from the oven, then the sample is cooled to
room temperature, and weighed at time intervals of not less than 0hr and not more than )1 hr.
Donstant weight may be considered to have been achieved when successive weights for any
sample, made as described above, differed by less than )./g in the case of coarse aggregate
samples.
0. !fter constant weight has been achieved, cool the samples to room temperature, when they
shall again be immersed in the prepared solution.
1. #he process of alternate immersion is repeat and dried for 1 days.
;. !fter the completion of the final cycle and after the sample has cooled, the sampled is washed
to let it free from sodium sulphate.
4. When the sodium sulphate has been removed, the sample is dried at )/1 to ))/RD. #hen,
weighed each fraction of the sample.
3. Weighted average calculated from the percentage of loss for each fraction.
.0
KAW 3612 HIGHWAY ENGINEERING
7, -es&lt
Aggregate si/e Weight of sa1ple
1g 0(efore2
Weight of sa1ple
1g 0after2
Percent loss1+
)0 :::.0 ::0./ /.10
)/ )///.4 ::0.0 /.0)
1 1//.0 0:3.: /.2
7ercent loss 91.25%
77 Disc&ssion
Based on the result obtained, aggregates of si"e )0 have loss about /.108 after exposed to
long period of weathering process. For aggregates of si"e )/ and 1 have loss about /.0)8 and
/.28 respectively undergone the same process. #herefore, the total loss of the sample is about
)..18. Dertain aggregates may be unsuitable for a highway construction application because if
the aggregates unable to resist the weathering process happened. #his is because an aggregate
that is not durable is unstable physically and chemically. Drac may occur due to free"ing and
thawing process. #emperature may also affect its durability. For instance, water accumulated in
the crac of the aggregates may be fro"en when the temperature decrease and melted when vice
versa. #he free"ing and thawing process may lead to disintegration of the aggregates. !ggregates
used for roadway construction subject to plenty of chemical substances in the soil. #his chemical
sentences may be acidic or alalinity. #herefore, aggregates subjected to these chemical
substances can be weathered. #his will definitely affect the aggregates durability and strengths of
the aggregates will be reduced. Furthermore, the bonding effect between aggregates and
bituminous materials will affected too. #hen, the strength of the pavement will be affected at last.
&o, is important to determine the durability of aggregates by soundness test before it is used for
construction.
76 Concl&sion
.1
KAW 3612 HIGHWAY ENGINEERING
#he durability of aggregates is commonly measured by soundness test, as specified in the
manual. #his test measures the resistance of aggregates to disintegration in a saturated solution
of sodium or magnesium sulfate. 6t stimulates the weathering of aggregates that occur in nature.
From the result obtained, percentage of loss of the sample collected is )..18. therefore, the
sample is very durable and suitable for highway construction.
.;
KAW 3612 HIGHWAY ENGINEERING
6! %1pact Tests
61 %ntrod&ction
6mpact value of an aggregate is the percentage loss of weight of particles passing ..2;mm
sieve by the application of load by means of )1 blows of standard hammer and drop, under
specified test condition. #he aggregate impact value gives a relative measure of the resistance of
an aggregate to sudden shoc or impact, which in some aggregates differs from their resistance
to a slowly applied compressive load.
6' O()ecti$e
#o determine the aggregates impact value in the laboratory.
6* Apparat&s
6mpact testing machine
6t consists of a cylindrical hammer of )2.1g sliding freely between two vertical supports.
6ts fall is automatically adjusted to a height of 23 cm. #here is a brass plate over which an
open cylindrical steel cup of internal diameter )/.. cm and 1 cm depth is placed and fixed
to the brass plate.
Measure
! cylinder of internal diameter 4.1 cm and 1 cm deep for measuring aggregate.
#amping rod of ) cm diameter and .2 cm long rounded at one end and pointed at the other
end.
&ieve
)..1 mm, )/ mm and ..2; mm openings.
Balance
1///'g capacity
Eaboratory oven capable of maintaining a constant temperature up to ))/RD.
.4
KAW 3612 HIGHWAY ENGINEERING
6+ Proced&res
). #he aggregate is sieve to obtain the portion passing )..1 mm and retained on )/ mm sieve.
.. #hen, the aggregate obtained is washed and dried at a constant temperature of )/1R to ))/RDS
and the sample is cooled.
2. #he aggregate obtained in the cylindrical measure is filled in layers, tapped each layer .1
times with the tamping rod. Ksing the straight edge, the surface of tamping rod is leveled.
0. #hen the aggregate is weight in the measure. #his weight of the aggregate is used for the
duplicate test on the same material.
1. !fter that, the aggregate is transferred from the cylindrical measure to the cup in three layers
and each layer compacted by tamping in .1 stroes with the tamping rod.
;. #he hammer is release to fall freely on the aggregate. #he test sample is subjected to a total
of )1 blows.
4. #hen, the aggregate sample is removed from the cup and is sieved through ..2; mm sieve.
3. Finally, the fraction passing the sieve is weighed.
6, -es&lt
.a1ple A >
Weight of cylindrical measure, W
c
-g5 ..: ..:
Weight of cylindrical measure, W
c
M sample -g5 2.0; 2.04
Weight of pan,W
p
-g5 /.31 /.31
Weight of sieve si"e ..2;mm, W
s
-g5 ).0; ).0;
Weight of sieve si"e ..2;mm, W
s
M weight of sample retained -g5 ).:; ).:;
Weight of pan,W
p
M weight of sample passed -g5 /.3: /.33
.a1ple
No
Aggregate
si/e 0112
Weight (efore
0g2
Weight after
0g2
Weight passing '*7
11 sie$e 0g2
! )..1 ' )/ 1;/ 1// 0/
.3
KAW 3612 HIGHWAY ENGINEERING
B )..1 ' )/ 14/ 1// 2/
!verage )..1 ' )/ 1;1 1// 21
!ggregate impact Jalue, !6J 9
)//
2; . . sin
x
impact (e&re "eig#t A$erage
mm g pas aggregate & "eig#t A$erage
= )//
1;1
21
x
= 6.19%
67 Disc&ssion
Based on the result obtained, sample ! 4.)08 of aggregates impact value while sample B
has 1..;8 of aggregates impact value. #his maes up the average value of ;.):8. !ggregates
impact value is used to determine sustainability of aggregates due to dynamic loading or static
loading. !s we now, aggregates is an important material used for road construction, therefore,
traffic loading will be the chief loading for a roadway. !ggregates used for road construction
should be able to sustain heavy lading applied. #his parameter is measured by impact test. From
the test carried out, we now that the sample has low impact value. #his shows that percentage
of aggregates deformed and crashed into smaller particles is less. #herefore, this aggregates is
very sustainable to heavy loading. Fxperience has shown that in asphalt road construction, the
%uality of the courses -wearing course plus binder course5 is primarily dependent on the %uality
of the individual construction materials. #his is especially true for wearing courses, which are
made using the &tone Mastic !sphalt principle. Bere the choice and %uality of the aggregate
plays an exceptionally important role.
.:
KAW 3612 HIGHWAY ENGINEERING
66 Concl&sion
!fter carried out impact test, we can conclude hat the sample has an aggregate impact
value of ;.):8. #his shows that the aggregates are very sustainable and hard. #herefore, it is
very suitable to use for roadway construction. #he aggregates used for road construction should
be hard enough to resist dynamic loading due to heavy traffic. &oft aggregates can easily turn
into smaller particles when subjected to loading. #herefore, the pavement constructed will not be
stiff and strong.
2/
KAW 3612 HIGHWAY ENGINEERING
B. Asphalt Tests
!sphalt have no odor, are more resistant to weathering and less susceptible to
temperature than tar. !sphalt will be dissolved in petroleum oils. ! large number of different
laboratory tests are performed on asphalt for the purpose of checing compliance with the
specification that is being used. #he Asp#alt Tests that carry out in this lab are as below,
1! Penetration Test
11 %ntrod&ction
#he penetration test is an empirical test used to measure the consistency of asphalt cement.
@enerally, the penetration of a bituminous substance may be defined as distance in hundredths to
which a standard needle penetrates the material under nown conditions of time, loading and
temperature.
#he various grades of asphalt cement are distinguished by their hardness, as
measured by a field penetration test. For purposes of field identification, the consistency of
asphalt cement maybe approximated at room temperature as hard -penetration 0/'315, medium
-penetration 31' )1/5, and soft -penetration )1/'2//5. #hese limitations are flexible, as complete
accuracy is not essential. (ou can mae an approximation of the hardness while in the field
by attempting to push a sharpened pencil or nail -in this lab, needle has been used5 into the
asphalt at 44GF with a firm pressure of approximately )/ pounds. When the pencil point
penetrates with difficulty or breas, the asphalt cement is hard. When it penetrates slowly with
little difficulty, the asphalt cement is medium. 6f the pencil penetrates easily, the asphalt cement
is a high penetration or soft grade.
T#er)
7enetration #est is used to determine the grade of asphalt cement. 6n performing the test,
the needle is carefully brought to contact with the surface of the sample, then released so as to
exert a pressure of )// grams. #he seconds after the needle is released, the distance it penetrated
the sample is read, to the nearest /./) centimeter, on the penetrometer dial. #he reported
penetration is the average of at least three tests on the same material whose values do not differ
more than four points between maximum and minimum. 6n addition to grade determination,
the penetration test is useful for other purposes, such as detecting overheating or
2)
KAW 3612 HIGHWAY ENGINEERING
prolonged heating of asphalts in storage tans. !lso, when the asphalt is extracted from a
pavement, the penetration test is useful in determining how the asphalt has changed with age
and weathering.
Penetration * ( R1 + R2 + R3 ) / 3
Where, R is the penetration reading at different locations
1' O()ecti$e
#o measure the penetration value of asphalt which is melted and cooled and ept at a room
temperature of .1
o
D -44 GF5.
1* Apparat&s
7enetration Aeedle
Water bath
#ime device
7enetration Dontainer
7enetrometer
#hermometers
1+ Proced&re
). #he asphalt is heated until it is fluid enough to pour. #hen asphalt is poured into appropriate
sample container which the container should be large enough such that sample depth is at
least )/ mm greater than maximum needle penetration depth and minimum lateral dimension
of 4/ mm.
.. #he sample container -)//g5 is place directly on the submerged stand into the penetrometer.
#hen the sample container is eep completely covered with water at temperature of
.1
o
/.1
o
D.
2. Aeedle holder is checed and guided to ensure that needle is cleaned and guided apparatus
was functioning properly. #he penetration needle is clean with toluene or other solvent and
dries it with a clean cloth. #hen insert the needle carefully in the penetrometer.
2.
KAW 3612 HIGHWAY ENGINEERING
0. #he needle slowly lowered into the water bath until the tip just maes contact with the
surface of the asphalt sample. #hen either note the penetrometer reading or set it to "ero.
1. Tuicly the needle holder is released and allowed the needle to move under its own weight
for a total of 1 seconds, then loced the position of the needle. @et the reading in units of /.)
mm. -6f the sample container moves during the test, that result should be discarded.5
;. #hree penetration measurements at points on the surface is mae not less than )/ mm from
the side of the container and not less than )/ mm apart.
1, -es&lt
N&1(er of penetration Penetration 0112
) ;:
. 42
2 ;1
A$erage 7?
7enetration 9
2
;1 42 ;: + +
9 7? 11
22
KAW 3612 HIGHWAY ENGINEERING
17 Disc&ssion
#he penetration of an asphalt substance may be defined as the distance -in hundredths of a
centimeter5 to which a standard needle penetrates the material under nown conditions of time,
loading and temperature. #he standard penetration test procedure involves use of the standard
needle under a load of )// g for 1 seconds at a temperature of .1 D -or 44 F5. #his test is
handled for the purpose of testing the consistency of asphaltic materialS asphalt exhibits high
surface tension and contain relatively large amount of carbon.
7enetration ranges such as 2/'0/, 0/'1/, 1/';/, ;/'4/, 4/'31, and 31')// may be used in
specifying the desired grades of asphalt cements prepared from petroleum. #he most common
used asphalt in road constructions in Malaysia is the asphalt with penetration within the range of
31')//.
From the result of penetration obtained, we can say that the penetration rate which
e%uivalent to ;: mm is acceptable since it fall in the penetration range of ;/'4/. #here is a
precaution step that we need to tae into account during handling this test. For example, the
asphalt specimen must be tested using standard needle under a load of )// g for 1 seconds at a
temperature of .1 D -or 44 F5. #hese precaution step must being practice to ensure the asphalt
prepared is suitable for mix design use.
16 Concl&sion
#he standard penetration test procedure involves use of the standard needle under a load of
)// g for 1 seconds at a temperature of .1 D -or 44F5. #he penetration of asphalt specimen
obtained from the test is ;: mm, and the result is acceptable.
20
KAW 3612 HIGHWAY ENGINEERING
'! .oftening Point Test
'1 %ntrod&ction
#he softening test is defined as the mean of the temperature at which the bitumen diss
often and sag downward a distance of .1 mm under the weight of a steel ball. 6n other word, it
can be simplified that it is -softening point5 the temperature at which bitumen becomes soft
enough to flow. #he softening point of asphalt is measured by the Uring'and'ballU test -!&#M
&tandard I .2:35. #he softening point of coal tar pitch is measured by the Ucube'in'waterU test
-!&#M &tandard I ;)5.
6n general, with material of those types, softening does not tae place at a definite
temperature. !s the temperature rises, those materials gradually and imperceptibly change from
brittle or exceeding slow > flowing materials to softer and less viscous li%uid. #his method is
useful 6 determining the consistency of bitumen in establish the uniformity of shipments or
sources of supply.
T#er)
#his test method covers the determination of the softening point of bitumen in the range
from 2/ to )14GD -3; to 2)1GF5 using the ring'and'ball apparatus immersed in distilled water -2/
to 3/GD5, K&7 glycerin -above 3/ to )14GD5, or ethylene glycol -2/ to ))/GD5.
Bitumen is warmed until it can no longer support 2.1 grams metal ball ' this temperature
is the softening point.
&oftening 7oint 9- R) M R. 5 V .
Where , R is temperature reading upon the ball touches the bottom plate
21
KAW 3612 HIGHWAY ENGINEERING
&oftening 7oint #est &et
!&#M I'2; !!&B#C #'12
For determining softening point of asphalt and tar using the ring and ball method
B6'.))
&houldered Ring
!ssembly
Machined brass, height adjustment ) &et
B6'.). &tandard Ball &teel ball, :.12 mm diameter. . 7ieces
B6'.)2 Flash &upport
Mesh wire gau"e variable height
adjustment
) &et
B6'.)0 &upport !ssembly
Metal, provided with thermometer
holder
) &et
@F'.2/ Bunsen Burner Beat resources ) 7iece
@F'.24 !sbestos Wire @au"e )1 x )1 cm ) 7iece
@F'0.0 Beaer @lass )/// ml capacity ) 7iece
@F'
;0;.)
#hermometer !&#M )1 D, . to 3/oD ) 7iece
'' O()ecti$e
#o determine the temperature at which a phase change occurs in the asphalt cement. 6t is
measured by ring and ball method in accordance with !&#M I2;
'* Apparat&s
&teel ball, :.12mm in diameter, weighing between 2.11g
Ring
Ball'centering guide
Ring Bolder
Bath
#hermometer
2;
KAW 3612 HIGHWAY ENGINEERING
'+ Proced&re
). #he hot asphalt is poured into the ring and cooled it to room temperature for about 2/
minutes. #hen, the sample is leveled.
.. #e ring is placed on the ring shoulder. the temperature in the water bath is maintained at 1
)
o
D for 0/ minutes and the sample is ept in the water bath at a level of not less than )/.
mm and not more than )/3 mm from the bottom of the bath.
2. 7lace the ball in each ball centering guide by using forceps. #hen the heat is applied at a rate
of 1
o
D per minute and mae sure it is increased uniformly.
0. #emperature of each ring and ball is recorded by using thermometer when the specimen
surrounding the ball touches the bottom plate .
', -es&lt
Test ) . !verage
.oftening Point 0
o
C2 01 0; 01.1
&oftening 7oint 9
.
0; 01 +
9 +,,
o
C
24
KAW 3612 HIGHWAY ENGINEERING
'7 Disc&ssion
&ince the softening point of asphalt material does not tae place at any definite
temperature, but involves a gradual change in consistency with increasing temperature, any
procedure that is adopted for determining the softening point must be arbitrary nature. #he
procedure in common use in highway materials laboratories is nown as the *ring'and'ball
method+ and may be applied to semisolid and solid materials. #he ring'and'ball method is also
used to determine the penetration index and in conjunction with penetration and loading time.
#he softening point is taen to be the temperature at which asphalt material touches the bottom
of the container.
From the result above, the temperature of the softening point is given as 01.1D. !s for
asphalt with penetration of ;/'4/, the temperature of softening point is in the range of 01 to
1.D. #hus, we can conclude that the temperature stated above is within the rangeS which is
acceptable
.!s precaution step, it is important to ensure that the water bath floated with ices is heated
gradually until its temperature increased. !sphalt will become softer as the temperature of water
bath rise, and thus, the temperature of when the asphalt become softer is noted.
'6 Concl&sion
#emperature of the softening point of the tested asphalt specimen is given as 01.1D.
23
KAW 3612 HIGHWAY ENGINEERING
*! 8iscosity Test
*1 %ntrod&ction
Jiscosity can simply be defined as resistance to flow of a fluid. Jiscosity grading of
asphalt is based on viscosity measurement at ;/
o
D. #his temperature was selected because it
approximates the average pavement surface temperature during hot weather. Jiscosity is also
measured at )4/
o
D where this temperature approximates the mixing temperature.
Broofield rotational viscometer is used accordance to !&#M I00/. to determine the
viscosity of the asphalt cement at different temperatures. Jiscosity can be adjusted by blowing
air through hot bitumen ' causing oxidation and an increase in molecular weight ' and leading to
more viscous Psemi'blownQ or PblownQ grades.
*' O()ecti$e
#o determine the viscosity of the asphalt cement at different temperature.
** Apparat&s
Broofield rotational Jiscometer
*+ Proced&re
). #he )/ ml of preheated asphalt cement is poured into the thermocel and heat the sample to
)4/
o
D. Dhec the temperature by using thermometer.
.. &elected the appropriate spindle and R7M to carry out the test.
2. Reported the result in centipoises.
2:
KAW 3612 HIGHWAY ENGINEERING
*, -es&lt
&hear rate -&R5 9 6.8
D7 9 1688 at 1!
"
#
#or%ue 9 15 %
&hear stress -&&5 9 13!.3
*7 Disc&ssion
#here are two types of viscosity, i.e. inematics viscosity and absolute viscosity. !bsolute
viscosity of asphalt cements, stated in poises, is measured by standard test procedure !!&B#C
Iesignation #./.. #his test is usually performed at a temperature of ;/D -)0/F5. #he test
involves the measuring of time re%uired for a fixed volume of the li%uid to be drawn through one
of several specially designed capillary tubes by means of a vacuum.
For li%uid asphalts, the inematics viscosity may be measured with a gravity'flow
viscometer -!!&B#C Iesignation #./)5. !s precaution, the time for the fluid to flow between
two points in a capillary tube under carefully controlled conditions of temperature and head is
measured. Ksing the measured time in seconds and the viscometer calibration constant, then
compute the viscosity of the material in fundamental units, stoes, or centistoes.
*6 Concl&sion
From the viscosity test that has been handled onto asphalt specimen, we found that the
shear rate is ;.3, D7 is e%uivalent to );33 at )/0
W
D, asphalt+ tor%ue is )18 and shear stress is
)20.2. !s for asphalt specimen being prepared, the results obtained are acceptable.
0/
KAW 3612 HIGHWAY ENGINEERING
+! D&ctility Test
+1 %ntrod&ction
Iuctility is a general meant that the property of the material that permits it to under go for a
greasy deformation without breaing. Iuctility may be further defined as a distance in
centimeters to which a standard sample of the material may be elongated without breaing. #his
test is applicable only to semisolid asphaltic material that is melted by gentle application of heat.
+' O()ecti$e
#o measure the cementing power of the asphaltic material.
+* Apparat&s
ductility machine
mold
++ Proced&re
). #he asphaltic material is melted by a gentle heat and poured into a standard mold.
.. #he minimum cross section of the mold is exactly ) cm ..
2. #he mold then is immersed in the water bath which the temperature is maintained about
44 F.
0. !fter the sample has attained the desired temperature, the sample is placed in the ductility
machine.
1. #he machine is set to the one end held in fixed position while the other end is pulled
hori"ontally at a standard rate.
;. #he behavior of the thread was recorded and the elongation until it starts to brea.
4. #hen the distance the machine has traveled is recorded which is the ductility of the
material.
0)
KAW 3612 HIGHWAY ENGINEERING
+, -es&lt
Iuctility 9 ).1 cm
+7 Disc&ssion
From the experiment, the ductility found is to be ).1 cm. #hus it is classified as
ductile because the minimum limit of ductility for the asphalt used should not be less than )//
mm and should be around ).1 mm. By getting the results above it also shows the ability of the
material to undergo great deformation -elongation5 without breaing. @enerally, it also measures
the cementing power of the asphaltic material and therefore the presence of ductility is desirable
in most applications. #he binding property is very important because of the pavement road has to
endure hard weather conditions such as heavy rain, acrid condition and strong wind. Bowever,
the value of ductility is not as important as the mere presence or the lac of ductility.
+6 Concl&sion
From the experiment, we can conclude that the sample tested is a very ductile material, thus
it can used to bind the aggregates well in the pavement mix design that is used for the road.
0.
KAW 3612 HIGHWAY ENGINEERING
,! Thin ;il1 O$en Test @Loss on #eating 0aging2 " &se T;OA
,1 %ntrod&ction
Eoss of heating is defined as the compound of the material which is volatile evaporate during
the heating process. #his volatile compound actually is the main substance that is important
which shows the behavior of the material -asphalt5.
,' O()ecti$e
#o determine the effect of heat and air on a film of semi'solid asphalt materials. #he effects of
this treatment are determined from measurements of selected asphalt properties before and after
the test.
,* Apparat&s
Cven
Rotating shelf
#hermometer
container
,+ Proced&re
). 1/ gram of the material is weighted carefully into a standard flat cylindrical container.
.. #he cylinder than is placed in a specially constructed oven and the temperature is
maintained at );2D for during 1 hours in the rotating direction.
2. #he oven actually is set leveled and rotating in the hori"ontal plane
0. !fter being inside for 1 hours the sample then is taen out from the oven, cooled, and
weighted.
1. #hen the loss of the sample can be determined, and converted to the percentage of loss of
heating base on the weight of the original sample
02
KAW 3612 HIGHWAY ENGINEERING
,, -es&lt
Pan 1 Pan '
Weight of pan -g5 33.. 34.1
Weight of pan M asphalt before heating -g5 )0;.3 )01./
Weight of pan M asphalt after heating -g5 )0;.2 )00.;
Eoss in weight -g5 /.1 /.0
7ercent loss -85 /.31 /.4
!verage percent loss !65
Example calculati!
7an ) ,
Criginal weight of asphalt 9 - Weight of pan M asphalt before heating5 > -Weight of pan5
9 )0;.3 > 33..
9 ,57 g
Eoss in weight 9 -Weight of pan M asphalt before heating 5 > -Weight of pan
M asphalt after heating5
9 )0;.3 > )0;.2
9 !,g
7ercentage loss in weight 9
( )
( )
)// x
"eig#t +rigi!al
"eig#t i! ,ss
9
; . 13
1 . /
x )//
9 !5, 3
!verage 7ecentage Eoss 9
( )
.
4 . / 31 . / +
9 !65 3
,7 Disc&ssion
For the two pans, we have an average percentage weight loss of /.43 8 which is small
by comparison and thus it also shows the percentage of volatile material that is in the asphaltic
00
KAW 3612 HIGHWAY ENGINEERING
material. 6ndirectly, it also shows the durability of the asphalt against heat and wind. Bigh
percentage of weight loss would also mean that the volatile material could be easily evaporated
and thus reducing the strength in the asphalt. Ksually, relatively high temperatures are used in
the plant mixing of asphalt cements and aggregates. Bowever, excessively high temperatures are
detrimental, hardening the mixture and reducing the pavement life. &pecifications usually
prescribe the minimum values for the percentage of retained penetrations for the various grades
of asphalt cement.
,6 Concl&sion
#he asphaltic material from both of the pans shows that it is durable to the high
temperature condition that may be imposedXYZY[\]^01
Z_YZ`Y[\CH01TH01o-01ah01010101bB0101 01]c
010101 01010101010101010101B01010101010101]01ng long pavement life.
01
KAW 3612 HIGHWAY ENGINEERING
Marshall Mi< Design
1! Preparation of speci1ens for Marshall Analysis
11 %ntrod&ction
!sphalt mix design is a complex issue with a lot of variables involved. Bowever two
methods of mix design have become popular worldwide. #hey are the Marshall Mix Iesign and
the Bveem Mix Iesign Method. 6n Malaysia the Marshall Method of mix design has become the
norm in the road industry.
Before any asphalt mixes can be replaced and laid on the road, the aggregate and the binder
types are generally screened for %uality and re%uirement. !pproximately )1 samples are re%uired
to be prepared to determine the re%uired Cptimum !sphalt Dontent -C!D5. #he prepared cahe
samples are to be analy"ed for bul density, air void and stability. By using the !sphalt 6nstitute
Method, the Cptimum !sphalt Dontent are determined from the individual plots of bul density,
voids in total mix, and stability versus parccant asphalt content. #he average of the 2 C!D
values is taen for further sample preparation and analysis.
!nother procedure developed in K7M is the inclusion of Resilient Modulus, which is
consider as the important parameter in the performance of pavement. !s the previous analysis, a
graph of resilient Modulus versus percentage of asphalt content id to be plotted. From the graph
the percentage of asphalt content is to be plotted. From the graph the percentage of asphalt at the
optimum Resilient Modulus will be determined.
#he Cptimum !sphalt Dontent, using K7M+s method, was adopted from asphalt 6nstitute by
averaging the percentage of !sphalt at optimum value for Resilient Modulus, Marshall &tability,
Bul Iensity and 08 J#M.
1' O()ecti$e
#o prepare standard specimens of asphaltic concrete for the determination of stability and flow in
the Marshall apparatus and to determine density, percentage air voids and percent of aggregate
voids filled with binder.
0;
KAW 3612 HIGHWAY ENGINEERING
1* Apparat&s
mould
filter paper
Marshall compaction pedestal
1+ Proced&res
). #he aggregate is graded according to the !&#M or B& standard, then the aggregate are over
dried at )4/')3/
o
D and a sufficient amount is weighed -about ).//g5 for sample preparation
that may give a height of ;2.1 mm when compacted in the mould
.. #he asphalt is weight and is heated to the a temperature of about );/');1
o
D.
2. #he aggregate is heated in the oven to a temperature not higher than .3
o
D about the binder
temperature.
0. ! crater is formed in the aggregates, the binder poured in and mixing carried out until all the
aggregate ate coated. #he mixing temperature shall be within the limit set for the binder
temperature. #he thoroughly cleaned mould is heated on a hot plate or in an oven to a
temperature between )0/ and )4/
o
D. #e mould is )/).; mm diameter by 4;.. mm high and
provided with a base plate and extension collar.
1. ! piece of filter paper is fitted in the bottom of the mould and the whole mix poured in the
three layers. #he mix is then vigorously trowelled )1 times round the perimeter and )/ times
in the centre leaving a slightly rounded surface.
;. #he mould is placed on the Marshall Dompaction pedestal and gives 1/ blows.
4. #e specimen is then carefully removed from the mould, transferred to a smooth flat surface
and allowed to cool to room temperature.
3. Finally, the specimen is measured and weighed in air and water -for volume determination5.
6f the asphalt mix has an open -porous5 texture, the weighing in water will lead to error in
the volume and so the specimen must be coated with a measured mass of paraffin mix. #he
specimen is then mared and stored for stability and flow measurement.
04
KAW 3612 HIGHWAY ENGINEERING
1, -es&lt
3 Asphalt
ce1ent
Weight of aggregate 0g2 Weight of asphalt 0g2 Total :eight 0g2
0./ ' ) ).// 1/.// ).1/.//
0./ ' . ).// 1/.// ).1/.//
0./ ' 2 ).// 1/.// ).1/.//
0.1 ' ) ).// 1;.10 ).1;.10
0.1 ' . ).// 1;.10 ).1;.10
0.1 ' 2 ).// 1;.10 ).1;.10
1./ ' ) ).// ;2.); ).;2.);
1./ ' . ).// ;2.); ).;2.);
1./ ' 2 ).// ;2.); ).;2.);
1.1 ' ) ).// ;:.30 ).;:.30
1.1 ' . ).// ;:.30 ).;:.30
1.1 ' 2 ).// ;:.30 ).;:.30
;./ ' ) ).// 4;.; ).4;.;/
;./ ' . ).// 4;.; ).4;.;/
;./ ' 2 ).// 4;.; ).4;.;/
Calculati!
Fxample calculation for the first sample with 08 !sphalt cements content.
-&ample 0 ./ > )5
8 !sphalt Dement 9
8 )// x
ceme!t asp#alt & "eig#t aggregate & "eig#t
ceme!t asp#alt & "eig#t
+
0./ 8 9
8 )//
).//
x
ceme!t asp#alt & "eig#t
ceme!t asp#alt & "eig#t
+
Weight of asphalt cement 9 ,! g
03
KAW 3612 HIGHWAY ENGINEERING
17 Disc&ssion
6n the preparation for the Marshall Mix Iesign, there are a lot of problems that we have
encountered. #he heating oven is a bit spoiled and the temperature inside is not consistent,
therefore leading to long wait for sample to be ready for mixing. #he aggregates must be at )3/
D while the asphalt must be at );1 D before the mix can be done. !nother problem is when
pouring the asphalt into the aggregates on the weighing scale. #his is a %uite hard to do
procedure because the asphalt is extremely hot and we have to pour exact amount calculated to
get the different mixtures. !nd if we over pour, we had to get some paper to %uicly wipe off
some of the asphalt before the asphalt hardens and the mixture can+t be done. #he third problem
is the compacting machines always give us a hard because it doesn+t wor properly. We had to
resort to manual compaction by using our hands. #he machines will have to be serviced
fre%uently in order for it to wor properly. #he jac also has a bit of problem while trying to get
sample out from the mold. &ome of the sample has honeycombing because it was not mixed well
enough during the mixing in the hot bowl.
16 Concl&sion
6n conclusion, we didn+t manage to get the sample done within a short period of time
because of all the problems encountered by us such as stated above. Bowever, as we go along,
the procedure becomes a routine and simpler and therefore, we are able to mae the sample
much faster than before.
0:
KAW 3612 HIGHWAY ENGINEERING
'! Density and 8oid Analysis
'1 %ntrod&ction
#he specific gravity and absorption of aggregates are important properties that are
re%uired for the design of concrete and bituminous mixes. #he specific gravity of a solid is the
ratio of its mass to that an e%ual volume of distilled water at a specified temperature. Because
aggregates may contain water'permeable voids, two measures of specific gravity of aggregates
are used, apparent specific gravity and bul specific gravity.
!ll mix design methods use density and voids to determine basic BM! physical
characteristics. #wo different measures of densities are typically taen,
Bul specific gravity -@
mb
5.
#heoretical maximum specific gravity -#MI, @
mm
5.
#hese densities are then used to calculate the volumetric parameters of the BM!.
Measured void expressions are usually,
!ir voids -J
a
5, sometimes expressed as voids in the total mix -J#M5
Joids in the mineral aggregate -JM!5
Joids filled with asphalt -JF!5
B$l% &ensit'
6f the specimen has a smooth compact surface, i.e. fairly impermeable, bul density is simply
determined by weighing in air and water. #hen,
Bul Iensity,d 9@
mb
x
w
@
mb
9< W
I
V - W
&&I
> W
&KB
5=
Where, d 9 bul density - g V cm
2
5
@
mb
9 bul specific gravity of the mix.

w
9 density of water 9 ) g V mm
2

W
I
9 mass of specimen in air - g 5
W
&KB
9 mass of specimen in water - g 5
1/
KAW 3612 HIGHWAY ENGINEERING
W
&&I
9 saturated surface dry mass - g 5
(oi) in Total *i+ ((T*)
#he percentage of air voids in the mix is determined by firstly calculating the maximum
theoretical density #MI -"ero voids5 and then expressing the difference between it and the
actual bul density, d as a percentage of total volume.
J#M9< ) > - d V #MI 5 = x )//
#MI9@
mm
x
w
@
mm
9d )V < -- )' 7
b
5 V @
se
5 M 7
b
V @
b
=?
Where, d9bul density - g V cm
2
5

w
9 density of water 9 ) g V mm
2

@
mm
9 maximum theoretical specific gravity of the mix.
#MI 9 maximum theoretical density - g V mm
2
5
7
b
9 asphalt content, 8 by weight of the mix.
@
se
9 effective specific gravity of the mix
@
b
9 specific gravity of asphalt cement
(oi)s in *ineral Aggregate ( (*A )
#he volume of void in mineral aggregate - JM! 5 is an important factor for the asphalt mixture
design.
JM!9)// x d< )' - @
mb
- )' 7
b
5 V @
sb
=?
Where, @
mb
9 bul specific gravity of the mix
7
b
9 asphalt content, percent by weight of the mix.
@
sb
9 bul specific gravity of the aggregate.
1)
KAW 3612 HIGHWAY ENGINEERING
(oi)s ,ille) -ith Asphalt ( (,A )
JF! 9< - JM! > J#M 5 V JM! = x )//
AB, #hese calculations involve the manipulation of small differences, therefore great precision is
needed for accurate results.
Typical Marshall Mini1&1 8MA 0fro1 Asphalt %nstit&teB 1?6?2
No1inal Ma<i1&1
Particle .i/e
Mini1&1
8MA
0percent2
0112 04.2
;2 ..1 inch ))
1/ ../ inch )).1
24.1 ).1 inch ).
.1./ )./ inch )2
):./ /.41 inch )0
)..1 /.1 inch )1
:.1 /.241 inch );
0.41 Ao. 0 sieve )3
..2; Ao. 3 sieve .)
).)3 Ao. ); sieve .2.1
'' O()ecti$e
#he test is to determine the Iensity and Joid for specimens
'* Apparat&s
! balance to permit the baset containing the sample to be suspended from the beam and
weighed in water.
! well'ventilated oven.
! wire baset or perforated container.
! stout, watertight container in which the baset may be suspended.
Dloth.
1.
KAW 3612 HIGHWAY ENGINEERING
! shallow tray
!n airtight container
'+ Proced&res
). !ll )1 specimens are measured and weighed in air and water for volume determination. 6f
the asphalt mix has an open - porous 5 texture, the weighing in water will lead to error in
the volume and so the specimens must be coated with a measured mass of paraffin wax
.. #he bul density, J#M, JM! and JF! for each specimen is calculated according to the
formulas given above. #hen, the optimum asphalt binder content for those specimens are
determined.
2. !fter completing those mentioned procedures as above, the specimens are mared and
stored for stability measurements.
'electi! & +ptimum Asp#alt -i!%er C!te!t
#he optimum asphalt binder content is finally selected based on the combined results of Marshall
&tability and flow, density analysis and void analysis. Cptimum asphalt binder content can be
arrived at in the following procedure -Roberts et al., )::;5,
). #he following graphs are plotted, !s
o !sphalt binder content vs. density. Iensity will generally increase with increasing
asphalt content, reach a maximum, and then decrease. 7ea density usually occurs at
higher asphalt binder content than pea stability.
o !sphalt binder content vs. Marshall &tability. #his should follow one of two trends,
&tability increases with increasing asphalt binder content, reaches a pea, then
decreases.
&tability decreases with increasing asphalt binder content and does not show a pea.
#his curve is common for some recycled BM! mixtures.
o !sphalt binder content vs. flow.
o !sphalt binder content vs. air voids. 7ercent air voids should decrease with
increasing asphalt binder content.
12
KAW 3612 HIGHWAY ENGINEERING
o !sphalt binder content vs. JM!. 7ercent JM! should decrease with increasing
asphalt binder content, reach a minimum, then increase.
o !sphalt binder content vs. JF!. 7ercent JF! increases with increasing asphalt
binder content.
.. #he asphalt binder content that corresponds to the specifications median air void content
-typically this is 0 percent5 is determined. #his is the optimum asphalt binder content.
2. #he properties at this optimum asphalt binder content are determined by referring to the
plots. Fach of these values are being compared against specification values and if all are
within specification, then the preceding optimum asphalt binder content is satisfactory.
Ctherwise, if any of these properties is outside the specification range the mixture should
be redesigned.
10
KAW 3612 HIGHWAY ENGINEERING
', -es&lt
3 Asphalt
ce1ent
Weight in
air 0g2
Weight in
:ater 0g2
..D >&l9
Density
TMD 8TM 8MA 032 8;A 032
0./ ' ) ).):.; ;41.; )...)0 ...201)3 ..0140/; :./4/) )4.13:3 03.0214
0./ ' . )):0.0 ;1:.; ).):01 ...2.:0) ..0140/; :.)20. )4.;04:3 03..0):;
0./ ' 2 )):..1 ;1;.: ).):00 e...)3;/1 ..0140/; :.4)4; )3.)4;4 0;.124::
A$erage ''**6* '+,6+!7 ?*!6* 165!+5* +66*5,,
0.1 ' ) )../.. ;4;.0 )...); ...23/43 ..02:4:; 3..;43 )4.33302 12.43)/4
0.1 ' . ).23.) ;:..2 )..2:2 ...;2024 ..02:4:; 4...30 );.:13/0 14.24010
0.1 ' 2 ).)::) ...1:312 ).):30 /.;;33 )4./3:12 1;.30.:2
A$erage '',*65? '+*?6?7 67'*? 16*1' ,,???,1
1./ ' ) )..3./ ;44.. )...:/ ....1000 ..0..024 3.)2. )3.44:0. 1;.;:4.1
1./ ' . ).01.1 4/2./ )..01: ...:0);) ..0..024 1..:12 );..4)1 ;4.01;0:
1./ ' 2 )):/.4 31.. ).):)2 e)./4;031 ..0..024 e11.1;. e;/.4)..2 e3.032):
A$erage '',?5!* '+''+*6 761*7, 16,',+7 7*!6756
1.1 ' ) ).0:.0 ;::.3 )..1/) ...4/2:3 ..0/12.. 1.;/:0 )4.14034 ;3./3.44
1.1 ' . )..2.2 ;3:.. )...0) ...3;:4 ..0/12.. 0.:./1 );.:42.1 4)./)/1.
1.1 ' 2 ).)../ ;33.. )..)0; ..2/.02. ..0/12.. 0..44; );.0)):) 42.:2132
A$erage ''577 '+!,*'' +?*,5 17?5775 61!!?61
;./ ' ) ).21.) /.4/3) )..211 ..20)3;; ..233003 ).:1/2 )1.02/)2 34.2;/.3
;./ ' . ).03.2 /.4)0: )..0:0 ..221010 ..233003 ...)33 )1.;;);3 31.322/.
;./ ' 2 )):/.0 /.;3)2 ).):)1 ..222./2 ..233003 ..2)2 )1.40.:4 31.2/41.
A$erage '**75+1 '*55++5 '17!6 1,711,? 57177?+
- e ' not consider5
11
KAW 3612 HIGHWAY ENGINEERING
Calculati!
Fxample calculation for the first sample with 08 !sphalt cements content. -&ample 0 ./ > )5
Bul density
@
mb
9
'.- ''/
/
W W
W

9
;41; . / ..)0 . )
.):; . )

9 ...201)3
Bul Iensity, d 9 @
mb
x f
w
9 ...21 x )gVmm
2
9 ''*+,15
#heoretical Maximum Iensity
@
mm
9
(
(
se
(
G
0
G
0
+
5 ) -
)
9 /2 . )
/0 . /
;/3 . .
/0 . / )
)
+

9 ..0140/;
#MI 9 @
mm
x f
w
9 ..0140/; x )gVmm
2
9 '+,6+!7
Joid in total Mix -J#M5
J#M 9
)//
)
x
T1/
%
9 ?!6!13
Joid in Mineral !ggregate -JM!5
1;
KAW 3612 HIGHWAY ENGINEERING
JM! 9
( )
s(
( m(
G
0 G
x
) )
)//
9
( )
;/2 . .
/0 . / ) .201)3 . . )
)//

x
9 16,5?53
Joid Filled with !sphalt -JF!5
JF! =
( )
)// x
21A
2T1 21A
=
( )
)//
13:3 . )4
/4/) . : 13:3 . )4
x

= +5+*,63
Where,
d 9 Bul density -gVcm
2
5
@
mb
9 Bul specific gravity of the mix
f
w
9 Iensity of water -)gVmm
2
5
#MI 9 Maximum theoretical density -gVmm
2
5
7
b
9 !sphalt content, percent by weight if the mix
@
se
9 Fffective specific gravity of the mix
@
b
9 &pecific @ravity of asphalt cement
W
I
9 mass of specimen in air -g5
W
&KB
9 Mass of specimen in water -g5
W
&&I
9 &utured surface dry mass -g5
@
sb
9 Bul specific gravity of the aggregate
14
KAW 3612 HIGHWAY ENGINEERING

Graph >&l9 density $ers&s percent asphalt
2.22
2.24
2.26
2.28
2.3
2.32
2.34
2.36
0 1 2 3 4 5 6 7
3 (inder
>
&
l
9

d
e
n
s
i
t
y

0
g
C
c
1
*
2
Graph Air 8oid 08TM2 8ers&s Percent Asphalt
0
2
4
6
8
10
12
0 1 2 3 4 5 6 7
3 (inder
8
T
M
13
KAW 3612 HIGHWAY ENGINEERING
'7 Disc&ssion
For the results obtained, we plotted two graphs. #he first graph is density plotted against
the percentage of binder while the second graph is Joid in total Mix -J#M5 plotted against
percentage of binder. #he first graph is supposed to be shaped lie a crest curve. Bowever, based
on our results, we plotted a different graph which is not acceptable. #here are a few possibilities
which could have lead to the difference in the graphs. 6t could be due to the sample may still
contains some voids that has water with it because it not fully dried, thus jeopardi"ing the results.
&econdly, the weighing scale also may give inaccurate results because it has the buoyant effect
of the water on the weighing scale.
Meanwhile, the graph for the J#M against the percentage of binder is acceptable against
the standard graph produced.

'6 Concl&sion
6n the results that we get, we can conclude that the results for the J#M against percentage
of binder is not acceptable due to some the mistaes that have been mentioned and therefore
should be rectified accordingly. Meanwhile the graph for J#M against the percentage of binder
can be accepted based on the standard graph produced in the guide boo.
1:
KAW 3612 HIGHWAY ENGINEERING
*! Marshall .ta(ility Test
*1 %ntrod&ction
#he most widely used method of asphaltic mix design is the Marshall method developed by
the K.&. Dorps of Fngineers. &tability and flow, together with density, voids and voids filled with
binder are determined at varying binder contents to determine an optimum for stability,
durability, flexibility and fatigue resistance.
#he mechanism of failure in the Marshall test apparatus is complex but it is essentially a type
of unconfined compression test. #his being so, it can only have limited correlation with
deformation in a pavement where the material is confined by the tires, the base and the
surrounding surfacing. Wheel tracing tests have shown that resistance to plastic flow increases
with reducing binder content whereas Marshall stability has an optimum, below which stability
decreases. 6mprovement on the assessment, based on stability, is possible by considering flow
and most agencies set minimum for stability and maximum for flow for various purposes such as
for roads, airports and other facilities.
6n addition to binder content, stability and flow being the prime variables in the performance of
an asphalt sample. #ype of binder, grading of aggregates, the particle shape, geological nature of
parent roc -most importantly, porosity5 and degree of compaction also play an important role in
the performance of the asphalt itself
*' O()ecti$e
#o measure the resistance to plastic flow of cylindrical specimens of an asphaltic paving
mixture loaded on the lateral surface by means of the Marshall !pparatus. #he method is
suitable for mixes containing aggregates up to .1mm maximum si"e.
** Apparat&s
Marshall apparatus
Water bath
#hermometer
Dloth
Watch
;/
KAW 3612 HIGHWAY ENGINEERING
*+ Proced&res
#he dimension and specification of the Marshall apparatus are explained in !&#M I)11:. #he
diameter of the specimen is )/).;mm and the nominal thicness is ;2.1mm. #able 2.), taen
from !&#M d)11:, gives a correlation ration for stability of specimens which are not ;2.1 thic.
). #hree specimens, prepared according to the standard, are immersed in a water bath for 2/ at
;/1.0C.
.. #he testing heads and guide rods are thoroughly cleaned. @uide rods are lubricated and the
head maintained at a temperature between .).) and 37.8C.
2. ! specimen is removed from the water bath or oven and placed in the lower jar and the
upper jar placed in position. #he complete assembly is then placed in the compression'
testing machine and the flow meter adjusted to "ero.
0. #he load is applied to the specimen at a constant strain rate of 1/.3 mmVmin until the
maximum load is reached. #he maximum force and flow at that force are read and
recorded. #he maximum time that is allowed between removal of the specimens from the
water bath and maximum load is 2/ second.
;)
KAW 3612 HIGHWAY ENGINEERING
*, -es&lt
3 Asphalt
ce1ent
A$erage
dia1eter
of sa1ple
0112
A$erage
height of
sa1ple
0112
#eight
Correlation
ratio
.ta(ility
0KN2
Corrected
Marshall
.ta(ility
0KN2
;lo: 0112
0./ ' ) )//.:2 ;3.34 /.343; ..3. ..044;1.e /..)
0./ ' . )//.30 ;4.11 /.:/341 0.4: 0.21.:)2 /.20
0./ ' 2 )//..2 4/.04 /.304023 ;./: 1.);/3:0e /..1
A$erage +*,'?1*D !'6
0.1 ' ) )//.:/ ;:..2 /.34)0 0.02 2.3;/2/. /.24
0.1 ' . )/).34 ;:.0/ /.3;3 0.12 2.:2./0/ /.04
0.1 ' 2 )//.)/ ;:.)4 /.34.; ..0/ ../:0.0e /.04
A$erage *5?7161 !++
1./ ' ) )/).)4 ;0.:4 /.:;2.1 ;..3 ;./0:.)e 2.04
1./ ' . )/).34 ;3.:2 /.3440 0.;: 0.))1//; /.12
1./ ' 2 )/).; ;3.04 /.33;; 2.24 ..:3430.e /.0)
A$erage +11,!!7 1+6
1.1 ' ) )/).24 4/.// /.31;.1 2.1; 2./03.1e /.12
1.1 ' . )/)../ ;4.3/ /.:/.1 ;.:3 ;..::01 /.1;
1.1 ' 2 )/).)2 ;4.)2 /.:):.1 4.2. ;.4.3:) /.1/
A$erage 7,1+15 !,*
;./ ' ) )/).. ;;.32 /.:)1;33 1./4 0.;0.12; /.10
;./ ' . )/)./4 ;4.1/ /.:/2).1 0.34 0.2:3.): /.0;
;./ ' 2 )/).// ;1./2 /.:;)41 2.1/ 2.2;;).1e /.1:
A$erage +,'!*66 !,*
- e ' not consider5
;.
KAW 3612 HIGHWAY ENGINEERING
Graph Marshall .ta(ility 8ers&s Percent Asphalt
y = -1.1706x
2
+ 12.661x - 27.301
0
1
2
3
4
5
6
7
8
0 1 2 3 4 5 6 7
Percent Asphalt 032
M
a
r
s
h
a
l
l

.
t
a
(
i
l
i
t
y

0
K
N
2
3 Asphalt
Marshall &tability 1.0
Joid in total mix -J#M5 1.;
A$erage ,,
e Bul density is not considered here.
#herefore, the Cptimum !sphalt Dontent for BM! Mix = ,,3
;2
KAW 3612 HIGHWAY ENGINEERING
*7 Disc&ssion
Based on the result obtained, 1.18 asphalt content is the most optimum content re%uired
fro BM! mix. #his shows clearly in the graph. But, due to the inconsistency of the reading, one
of the plots in the graph need to be ignored in order to obtain more accurate reading.
6nconsistency of the reading is due to,
). Frror of the machine. &illed personal is re%uired to monitor the machine.
.. Frror occurred during mixing of samples. #his is because the content of the asphalt
needed for each sample is very hard to the determined. #he excess asphalt is very
difficult to retrieve from the aggregates.
2. #emperature is very hard to control during mixing. #his is because the oven is not
functioning well.
0. #he compaction process needs to be carried out manually due the compactor fail to
wor mechanically.
#hese are all the errors occurred during the process of preparing the samples. !ll these errors
may lead to the imperfections of the reading. #herefore, some of the readings recorded are not
consistent. Based on the observation of the mix samples, samples with 08 of asphalt content
have many loose aggregates. #his is because the content of asphalt needed as binder is not
sufficient and the situation is vice versa when the asphalt content increased to ;8. #herefore, we
need to determine the optimum asphalt content re%uired in order to produce sample with the
optimum plastic flow.
*6 Concl&sion
!fter carried out the test, we can conclude that the optimum asphalt content needed is
1.18. But, this figure will be different if subjected to different condition. Factors affecting this
reading are temperature, percentage of aggregates, particles shape, and percentage of fillers.
#herefore, specification in the manual needs to be referred in order to achieve the re%uired
Marshall stability.
;0
KAW 3612 HIGHWAY ENGINEERING
-eference
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