HMA Mix Design Procedures

HMA is composed of two basic ingredients aggregate &

asphalt binder.
The objective of the asphalt mix design is to achieve the
following qualities in the HMA:
1. Deformation resistance (stability)
2. Fatigue resistance.
3. Low temperature cracking resistance.
4. Durability
5. Moisture damage resistance
6. Skid resistance
7. Workability

These requirements may be conflicting and require

compromises to be made in the mix design process.

HMA Mix Design Procedures

HMA is composed of two basic ingredients aggregate &

asphalt binder.
In order to meet these demands, the mix designer can
manipulate all of three variables:
Aggregate. Items such as type (source), gradation and
size, toughness and abrasion resistance, durability and
soundness, shape and texture as well as cleanliness
can be measured, judged and altered to some degree.
Asphalt binder. Items such as type, durability,
rheology, purity as well as additional modifying agents
can be measured, judged and altered to some degree.
The ratio of asphalt binder to aggregate. Usually
expressed in terms of percent asphalt binder by total
weight of HMA, this ratio has a profound effect on HMA
pavement performance.
If binder content too low not all the aggregate particles
are coated resulting in reduced durability
If the binder content is too high the aggregate particles
have too much lubrication and may move relative to one
another

1. Deformation resistance (stability).

HMA should not distort (rut) or deform (shove) under traffic
loading. HMA deformation is related to one or more of the
following:
Aggregate surface and abrasion characteristics. Rounded
particles tend to slip by one another causing HMA distortion under
load while angular particles interlock with one another providing a
good deformation resistant structure. Brittle particles cause mix
distortion because they tend to break apart under agitation or load.
Tests for particle shape and texture as well as durability and
soundness can identify problem aggregate sources. These
sources can be avoided, or at a minimum, aggregate with good
surface and abrasion characteristics can be blended in to provide
better overall characteristics.
Aggregate gradation. Gradations with excessive fines (either
naturally occurring or caused by excessive abrasion) cause
distortion because the large amount of fine particles tend to push
the larger particles apart and act as lubricating ball-bearings
between these larger particles. A gradation resulting in low VMA
or excessive asphalt binder content can have the same effect.
Gradation specifications are used to ensure acceptable aggregate
gradation.
Asphalt binder content. Excess asphalt binder content tends to
lubricate and push aggregate particles apart making their
rearrangement under load easier. The optimum asphalt binder
content as determined by mix design should prevent this.
Asphalt binder viscosity at high temperatures. In the hot
summer months, asphalt binder viscosity is at its lowest and the
pavement will deform more easily under load. Specifying an
asphalt binder with a minimum high temperature viscosity (as can
be done in the Superpave asphalt binder selection process)
ensures adequate high temperature viscosity.

2. Fatigue resistance.
HMA should not crack when subjected to repeated loads over
time. HMA fatigue cracking is related to asphalt binder
content and stiffness.
Higher asphalt binder contents will result in a mix that has a
greater tendency to deform elastically (or at least deform)
rather than fracture under repeated load. The optimum
asphalt binder content as determined by mix design should
be high enough to prevent excessive fatigue cracking. The
use of an asphalt binder with a lower stiffness will increase a
mixture's fatigue life by providing greater flexibility. However,
the potential for rutting must also be considered in the
selection of an asphalt binder. Note that fatigue resistance is
also highly dependent upon the relationship between
structural layer thickness and loading. However, this section
only addresses mix design issues.
3. Low temperature cracking resistance.
HMA should not crack when subjected to low ambient
temperatures. Low temperature cracking is primarily a
function of the asphalt binder low temperature stiffness.
Specifying asphalt binder with adequate low temperature
properties (as can be done in the Superpave asphalt binder
selection process) should prevent, or at least limit, low
temperature cracking.

4. Durability
HMA should not suffer excessive aging during production and
service life. HMA durability is related to one or more of the
following:
The asphalt binder film thickness around each aggregate
particle. If the film thickness surrounding the aggregate
particles is insufficient, it is possible that the aggregate may
become accessible to water through holes in the film. If the
aggregate is hydrophilic, water will displace the asphalt film
and asphalt-aggregate cohesion will be lost. This process is
typically referred to as stripping. The optimum asphalt binder
content as determined by mix design should provide adequate
film thickness.
Air voids. Excessive air voids (on the order of 8 percent or
more) increase HMA permeability and allow oxygen easier
access to more asphalt binder thus accelerating oxidation and
volatilization. To address this, HMA mix design seeks to
adjust items such as asphalt content and aggregate gradation
to produce design air voids of about 4 percent. Excessive air
voids can be either a mix design or a construction problem
and this section only addresses the mix design problem.

5. Moisture damage resistance

HMA should not degrade substantially from moisture
penetration into the mix. Moisture damage resistance is
related to one or more of the following:
Aggregate mineral and chemical properties. Some
aggregates attract moisture to their surfaces, which can
cause stripping. To address this, either strippingsusceptible aggregates can be avoided or an anti-stripping
asphalt binder modifier can be used.
Air voids. When HMA air voids exceed about 8 percent by
volume, they may become interconnected and allow water
to easily penetrate the HMA and cause moisture damage
through pore pressure or ice expansion. To address this,
HMA mix design adjusts asphalt binder content and
aggregate gradation to produce design air voids of about 4
percent. Excessive air voids can be either a mix design or
a construction problem and this section only addresses the
mix design problem.

6. Skid resistance.
HMA placed as a surface course should provide sufficient
friction when in contact with a vehicle's tire. Low skid
resistance is generally related to one or more of the
following:
Aggregate characteristics such as texture, shape, size and
resistance to polish. Smooth, rounded or polish-susceptible
aggregates are less skid resistant. Tests for particle shape
and texture can identify problem aggregate sources. These
sources can be avoided, or at a minimum, aggregate with
good surface and abrasion characteristics can be blended
in to provide better overall characteristics.
Asphalt binder content. Excessive asphalt binder can
cause HMA bleeding. Using the optimum asphalt binder
content as determined by mix design should prevent
bleeding.

7. Workability
HMA must be capable of being placed and compacted with
reasonable effort. Workability is generally related to one or
both of the following:
Aggregate texture, shape and size. Flat, elongated or angular
particles tend to interlock rather than slip by one another making
placement and compaction more difficult (notice that this is
almost in direct contrast with the desirable aggregate properties
for deformation resistance). Although no specific mix design
tests are available to quantify workability, tests for particle shape
and texture can identify possible workability problems.
Aggregate gradation. Gradations with excess fines (especially
in the 0.60 to 0.30 mm (No. 30 to 50) size range when using
natural, rounded sand) can cause a tender mix. A gradation
resulting in low VMA or excess asphalt binder content can have
the same effect. Gradation specifications are used to ensure
acceptable aggregate gradation.
Asphalt binder content. At laydown temperatures (above about
120 C (250 F)) asphalt binder works as a lubricant between
aggregate particles as they are compacted. Therefore, low
asphalt binder content reduces this lubrication resulting in a less
workable mix. Note that a higher asphalt binder content is
generally good for workability but generally bad for deformation
resistance.
Asphalt binder viscosity at mixing/laydown temperatures. If the
asphalt binder viscosity is too high at mixing and laydown
temperatures, the HMA becomes difficult to dump, spread and
compact. The Superpave rotational viscometer specifically tests
for mixing/laydown temperature asphalt binder viscosity.

3. Optimum
asphalt
binder content determination. Mix
Basic
Mix-Design
Procedure
design methods are generally distinguished by the
HMA
mix design
is the process
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method
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asphalt
binder
and whatasthe
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process
can to
beuse
subdivided
optimum
combination of these two ingredients ought to be.
follows:
Three common procedures used in North America:
Make several trial mixes with different asphalt
Hveem
binder contents.
Marshall
Compact these trial mixes in the laboratory. It is
Superpave
important to understand that this step is at best a
rough simulation of field conditions.
All mix design processes involve three basic steps:
Run several laboratory tests to determine key
sample characteristics. These tests represent a
starting
point forNo
defining
1. Aggregate
selection.
matterthe
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specificproperties
method,
but they
not comprehensive
nor with
are they
the overall
mixaredesign
procedure begins
evaluation
exact reproductions
actual
fieldbinder
conditions.
and selection
of aggregateofand
asphalt
sources.
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specify
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Pick the
asphaltauthorities
binder content
thatdifferent
best satisfies
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design objectives.
of aggregate
Typically, a battery of
aggregate physical tests is run periodically on each
particular aggregate source. Then, for each mix design,
gradation and size requirements are checked. Normally,
aggregate from more than one source is required to meet
gradation requirements.
2. Asphalt binder selection. Although different authorities
can and do specify different methods of asphalt binder
evaluation, the Superpave asphalt binder specification
has been or will be adopted by most State and Provincial
DOTs as the standard (NHI, 2000).