15 September 2019

Subject: Kandhal Q and A Series on “Asphalt in India” (Part 6) – Marshall Mix Design

Dear Highway Colleagues:

I had solicited questions from you on “Asphalt in India” so that I can attempt to answer them.
This is Kandhal Q and A Series on “Asphalt in India” (Part 6) – Marshall Mix Design
Marshall Mix Design procedure is widely used in most countries of the world including India.
Some engineers have questions or doubts about specific procedures/interpretations in this
method, which are discussed below.

1. Bulk Specific Gravity of Fine Aggregate

As per MORTH Specifications, dense graded bituminous mixes should be designed by the
Marshall Method given in the Asphalt Institute Manual MS-2. The mix design requires
determination of bulk specific gravity of both coarse aggregate and fine aggregate, which
involves achievement of saturated surface dry (SSD) condition so that volume of the aggregate
particles can be determined. Whereas it can be done easily in case of coarse aggregate particles
by using an absorbent cloth (ASTM C 127), it is difficult to do so in case of fine aggregate
particles. MS-2 requires that ASTM C 128 be used to determine the bulk specific gravity of fine
aggregate. [Many contractors and academia do not use ASTM C128.] This method uses the sand
cone method to establish the SSD condition of the fine aggregate. A colorimetric method
developed by this writer has been recommended in ASTM C 128 as a referee test but the sand
cone method is simpler and more practical.
Use of any other method for determining the specific gravity of fine aggregate can give
erroneous void parameters such as air voids and therefore significantly impact the optimum
binder content obtained by the Marshall Mix Design.

2. Aggregate Blending
In aggregate blending calculations, the objective is that the combined gradation is within the
master range given in MORTH Specification. The main focus should be on two important sieve
sizes (2.36 mm and 0.075 mm). The former determines the relative proportions of coarse and
fine aggregates and the latter is important as a mineral filler. Attempt should be made to keep
these two sizes near the midpoint of the master range. The other sieve sizes can be away from the
mid points as long as they are within the master range. After application of gradation tolerances,
it is acceptable if the gradation during mix production goes outside the master range.

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 3. Actual Amount of Material Passing 0.075 mm sieve (dust)
Wet sieve analysis should be conducted on the combined gradation to determine the actual
amount of the 0.075 mm material (dust). Dry sieving gives a false test result because the coarser
particles are usually coated with dust, which is not accounted for in the combined gradation. As
an example, dry gradation may show 5.2% passing 0.075 mm sieve but actually it may be 5.9%
when wet sieving is done.

4. Maximum Specific Gravity of Voidless Mix (Gmm)

Maximum specific gravity of voidless mix (Gmm) should not be obtained by calculation using
bulk specific gravity values of coarse aggregate, fine aggregate and dust; and their respective
proportions. It is wrong. MS-2 requires actual determination of Gmm by ASTM D 2041 Test
Method which involves determination of actual volume of the loose mix after displacing trapped
air by vacuuming. An outline of ASTM D 2041 is given in the annexure of IRC:111
Specification for Dense Graded Bituminous Mixes drafted by this writer.
Care muse be taken to regulate the vacuum level. Excessive vacuum level would suck the air out
of the aggregate pores (despite bitumen coating) and water would rush in the aggregate pores
giving erroneous test results. If this happens, the supplementary procedure given in ASTM D
2041 has to be conducted. When testing mix from the core, heat and remix the mix so that all
uncoated particles are coated well.

5. Mixes with High VMA Values

Most specifications (including MORTH) specify a minimum VMA (voids in mineral aggregate)
value corresponding to nominal maximum size of the mix and percent air voids. For example, a
minimum VMA of 14% is specified for mix with a nominal maximum size of 13.2 mm (or 12.5
mm) and 4% air voids. This is to ensure that an adequately minimum amount of bituminous
binder is incorporated in the designed mix to ensure mix durability. However, too high a VMA
can make the mix highly susceptible to rutting in the field despite adequate Marshall stability in
the laboratory.
As a guide, the mix design VMA should not be more than 2% above the minimum specified. In
the preceding example, VMA should not be allowed to exceed 16 percent. If it does, change the
gradation and/or incorporate more fines in the mix.
Fortunately, the specified range of VFB (voids filled with bitumen) generally (not always)
indirectly controls the maximum VMA as shown in the following example.
Nominal maximum size of mix = 13.2 mm
Air voids (Va) = 4.0%
Specified VMA = 14% minimum

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Actual VMA of a designed mix = 16.0% (2% above the specified VMA)
VFB = 100(VMA-Va)/VMA = 100(16-4)/16 = 75% (barely meets the specified range for VFB)
Since VFB is simply calculated from VMA and Va values both of which are specified, some
engineers believe VFB need not be specified. However, the preceding example shows the role of
VFB in controlling the excessive VMA values. In any case, do not accept any mix design with
VMA value more than 2% above the minimum specified value.

6. Marshall Stability as Indicator of Mix Resistance to Rutting

Two bituminous mixes containing different aggregates have the following Marshall Stability
values at their respective optimum binder contents:
Mix A 10 kN
Mix B 12 kN
Is Mix B with higher stability more rut resistant to rutting in the field compared to Mix A? Not
necessarily. Marshall Stability cannot be used generally for comparing two different mixes. It is
useful though to determine the optimum binder content of a specific mix to ensure some
minimum rut resistance only. In recent years, simulated tests such as loaded wheel testers (for
example, Hamburg Wheel) have been found to be more reliable and are used to test-proof the
Marshall Mix Design. However, these are empirical methods based on field experience. If
fundamental, rational test method needs to be used to evaluate mix resistance to rutting then
“Flow Number” is the gold standard at the present time. Both loaded wheel testers and flow
number are discussed in detail in the Indian Textbook on bituminous road construction
mentioned next.
If you would like to learn a lot more about Marshall Mix Design, please read Chapter 3 on hot
mix design in the first ever textbook cum reference book, “Bituminous Road Construction in
India” authored by the writer and published by Prentice Hall of India (PHI) in 2016. Chapter 3
has the same nomenclature as MS-2 which is specified by MORTH. However, it gives much
more details on Marshall Mix Design (including mix design examples of Indian mixes)
compared to MS-2 which needs to be imported from the US and is highly expensive. MORTH
and Indian Roads Congress should specify Chapter 3 of this Indian book in lieu of MS-2 in the
specifications keeping in view the national interest and “make-in-India” policy of the
government.

The Indian textbook is priced Rs. 525 only. However, you can purchase it for Rs. 420 by availing
20% publishers’ discount on line at www.phindia.com. You can also call Mr. Balamurugan of
PHI Learning at 93136-53324 to place order. This book is also available on www.amazon.in at
reduced price.

The previous five (5) Q and A on bitumen viscosity; pothole repair; quality of bitumen emulsion;
bitumen content; and aggregates can be found in this writer’s blog, “Asphalt for India” at the
following link:
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https://www.scribd.com/document/397422087/Blog-Asphalt-for-India-by-Prof-Prithvi-Singh-
Kandhal

Regards,
Prof. Prithvi Singh Kandhal
Jaipur
pkandhal@gmail.com

“American roads are good not because America is rich, but America is rich because
American roads are good.” - John F. Kennedy

About the Writer

Prof. Prithvi Singh Kandhal is Associate Director Emeritus of the National Center for Asphalt
Technology (NCAT) based at Auburn University, Alabama, U.S.A. NCAT is the largest asphalt
(bitumen) road technology center in the world.

Prior to joining NCAT in 1988, Prof. Kandhal served as Chief Asphalt Road Engineer of the
Pennsylvania Department of Transportation for 17 years. He is the first person born outside
North America, who has held the following three national and international very prestigious
positions in the asphalt road technology area:

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  President, Association of Asphalt Paving Technologists (with members from all
continents in the world)
 Chairman, American Society for Testing and Materials (ASTM) International Committee
on Road Paving Standards (responsible for over 200 standards used worldwide)
 Chairman, US Transportation Research Board Committee on Asphalt Roads

Prof. Kandhal has published over 120 technical papers and has co-authored the first ever
textbook on asphalt road technology, which is used by more than 25 universities in the U.S. He
also developed the Modified Marshall Mix Design for testing large size aggregates. This method
is now included in the Asphalt Institute MS-2 and is used worldwide. He has travelled to various
countries in Europe, South America, Middle East, China, Vietnam, Japan, Singapore, and
Australia to provide training and consulting services in asphalt (bitumen) technology.

Prof. Kandhal has been a practicing highway engineer in India for over 20 years and in the US
for 30 years. Recently he has drafted many standards for the Indian Roads Congress including
specifications for dense graded bituminous mixes, stone matrix asphalt, and readymade pothole
patching mix. He was also instrumental single-handedly in introducing viscosity grading of
bitumen in India in lieu of penetration grading in 2005. He has now published in July 2016 the
first ever textbook cum reference book, “Bituminous Road Construction in India”.

In August 2011, Prof. Kandhal was inducted on the “Wall of Honour” established at the largest
asphalt road research center in the United States. In April 2012, he received the “Lifetime
Achievement Award in Asphalt Road Technology” from the International Association of Asphalt
Paving Technologists during their annual banquet held in Austin, Texas, USA.