Jordan University Of Science And

Technology
. Civil Engineering Department
CE444 : Highway laboratory

.Exp#5 : Marshall Mix Design method

: Name
: 20110023172I.D
Due date : 2/ 8/ 2015
Submitted to : prof. Taisir Khedawi

Abstract
This is one of the most important experiments done in this
lab , the marshall mis desgn method is widely used in all
over the world , also ; stability and flow will be conducted
here , stability is the max. vertical load that a marshall
specimen can hold before failure under specific testing
conditions , while flow is the vertical deformation of the
specimen
Our predicted results is to have a stable mix , and an
ordinary relationships between asphalt content and
volumetric properities of the mix .

Introduction (-1
Asphalt mix design is a complex issue with a lot of variables involved.
However two methods of a mix design have become popular
worldwide. They are the Marshall Mix Design and the Hveem Mix
Design Method. In Jordan, the Marshall Method of mix design has
become the norm in the road industry.
Before any asphalt mixes can be placed and laid on the
road, the aggregate and the binder types are generally
screened for quality and requirement. Approximately 15
samples are required to be prepared to determine the
required Optimum Asphalt Content (OAC). The prepared
case samples are to be analyzed for bulk density, air void
and stability. By using the Asphalt Institute Method, the
Optimum Asphalt Content is determined from the
individual plots of bulk density, voids in total mix and
stability versus percent asphalt content. The average of
the 3 OAC values is taken for further sample preparation
and analysis.
The Optimum Asphalt Content, using UPMs method, was
adopted from Asphalt Institute by averaging the

percentage of asphalt at optimum value for Resilient

Modulus, Marshall Stability, Bulk Density and 4% VTM.
Some of the requirements of an asphalt concrete paving mix are:
Stability
Durability
Flexibility
Fatigue Resistance: Thick Layers; Thin Layers
Fracture Strength: Overload Conditions; Thermal Conditions.
Skid Resistance
Impermeability
Workability
The binder type and content govern most of these properties and to some
extend the degree of compaction, aggregate gradation and shape. It is
clearly impossible for one single test to cover all these factors but the
Marshall Test gives the engineer considerable help. The complete test
reveals:
Stability
Flow
Density
Voids in Total Mix (VTM)
Voids in the Mineral Aggregate (VMA)
Voids filled with binder (VFB)
Resilient Modulus (MR)
These parameters plotted against the binder content
enable the optimum to be obtained for specific
applications of the asphalt concrete or provide guidance
for a change in the aggregate composition.
Marshall Stability measures the maximum load sustained
by the bituminous material at a loading rate of 50.8

mm/minute. The test load is increased until it reaches a

maximum. Beyond that, when the load just starts to
decrease, the loading is ended and the maximum load (i.e.
Marshall Stability) is recorded. During the loading test, dial
gauge is attached which measures the specimens plastic
flow owing to the applied load. The flow value refers to the
vertical deformation when the maximum load is reached.
Marshall Stability is related to the resistance of bituminous
materials to distortion, displacement, rutting and shearing
stresses. The stability is derived mainly from internal
friction and cohesion. Cohesion is the binding force of
binder material while internal friction is the interlocking
and frictional resistance of aggregates. As bituminous
pavement is subjected to severe traffic loads from time to
time, it is necessary to adopt bituminous material with
good stability and flow.

2-)Objectives :
2.1 : To be familiar with Marshall design method for
HMA .
2.2 : To determine the asphalt contents for the
mixtures .
2.3 : To check the results with the specifications .

Procedures (-3
For the Marshall mix design :
1. The aggregate graded according to the ASTM or BS standard are overdried at 170-180oC and a sufficient amount is weighed about 1200g for
sample preparation that may give a height of 63.5mm when compacted in
the mould.
2. The required quantity of asphalt is weighed out and heated to a
temperature of about 160-165oC.

3. The aggregate is heated in the oven to a temperature not higher than 28

oC above the binder temperature.
4. A crater is formed in the aggregates, the binder poured in and mixing
carried out until all the aggregate are coated. The mixing temperature
shall be within the limit set for the binder temperature. The thoroughly
cleaned mould is heated on a hot plate or in an oven to a temperature
between 140-170 oC. The mould is 101.6mm diameter by 76.2 mm high
and provided with a base plate and extension collar.
5. A pieced of filter paper is fitted in the bottom of the mould and the
whole mix poured in three layers. The mix is then vigorously trowelled
15 times round the perimeter and 10 times in the centre leaving a slightly
rounded surface
6. The mould is placed on the Marshall Compaction pedestal and is given
50 blows.
7. The specimen is then carefully removed from the mould, transferred to
a smooth flat surface and allowed to cool at room temperature.
8. Finally, the specimen is measured and weighed in air and water (for
volume determination). If the asphalt mix has an open (porous) texture,
the weighing in water will lead to error in the volume and so the
specimen is then marked and stored for stability and flow measurements.
For the marshall stability and flow :
1. Three specimens, prepared according to the Standard, are immersed in
a water bath for 30 to 40 minutes or in an oven for 2 hours at 60 1.0C.
2. The testing heads and guide rods are thoroughly cleaned, guide rods
lubri-cated and head maintained at a temperature between 21.1 and
37.8C.
3. A specimen is removed from the water bath or oven, placed in the
lower jaw and the upper jaw placed in position (Fig. 3.2). The complete
assembly is then placed in the compression-testing machine and the flow
meter ad-justed to zero.
4. The load is applied to the specimen at a constant strain rate of 50.8
mm/min until the maximum load is reached. The maximum force and
flow at that force are read and recorded. The maximum time that s
allowed between removal of the specimens from the water bath and
maximum load is 30 s.

: Results and Data analysis (-4

Results :
Asphalt

Weight of

Weight of bottle

Weight of bottle +

content %

sample in air (g)

+ water (g)

water + sample (g)

4.5

500

1827.8

2121.8

2.427

5.0

500

1827.8

2119.3

2.398

5.5

500

1827.8

2117.8

2.381

6.0

500

1827.8

2115.0

2.349

*Gsb = 2.520

Gse = 2.593

Gb = 1.017

Gmm

Group

1
A.C=
4.5%

2
A.C=
5.0%

3
A.C=
5.5%

4
A.C=
6.0%

Wt. Of
the dry
specimen
in air = A
(g)
1201.6

Wt. of
the
specimen
SSD = B
(g)
1223.4

Wt. of the
specimen
submerged
in water =
C (g)
669.6

Specific
gravity
(Gmb)

Stability
(Kg)

Flow
(0.25
mm)

VMA %

A .V %

VFA %

2.17

1000

1.5

1216.6

1239.4

680.4

2.1763

1320

1.25

1175.4

1193.4

653

2.175

1470

1.75

2.1737

1263.33

1.5

10.44
2
-

40.744

1198

1212.9

668.2

2.1994

1200

1.75

17.62
27
-

1182.3

1195.1

667.6

2.2413

1310

1.5

1181.9

1194.3

660.5

2.2141

1620

1.75

2.2182

1376.67

1.6667

7.498

54.210

1186

1200.2

659.3

2.19264

1090

16.37
5
-

1237.3

1253.1

691.3

2.2023

1370

1.75

1196.6

1207.6

666.5

2.2114

1320

1.5

2.2021

1260

1.75

7.510

56.889

1172.3

1187.4

654

2.2198

1390

1.75

17.41
94
-

1214.8

1223.5

680.5

2.2372

1130

1.75

1190

1204.5

663.9

2.2013

1230

1.5

2.2121

1250

1.6667

17.48
6

5.854

66.523

asphalt content & stability

1400
1350
asphalt content &
stability

1300
1250
1200
1150
6.2 6 5.8 5.6 5.4 5.2 5 4.8 4.6 4.4

asphalt content & Gmm

2.44
2.42
asphalt content &
Gmm

2.4
2.38
2.36
2.34
2.32
2.3
6.2 6 5.8 5.6 5.4 5.2 5 4.8 4.6 4.4

asphalt content & VMA

18
17.5
asphalt content &
VMA

17
16.5
16
15.5
6.2 6 5.8 5.6 5.4 5.2 5 4.8 4.6 4.4

asphalt content & VFA

70
60
50
asphalt content & VFA

40
30
20
10
0
6.2 6 5.8 5.6 5.4 5.2 5 4.8 4.6 4.4

asphalt content & flow

1.8
1.75
1.7
1.65

asphalt content & flow

1.6
1.55
1.5
1.45
1.4
1.35
6.2 6 5.8 5.6 5.4 5.2 5 4.8 4.6 4.4

asphalt content & unit weight

21.9
21.8
21.7
21.6
21.5
21.4
21.3
21.2
21.1
21

4.5

5.5

6.5

asphalt content & VTM

12
10
8
6
4
2
0

4.5

5.5

6.5

Now we can compute the optimum asphalt content as

follow :
1-the asphalt content at the max. stability is obtained . ( =
5.1 )
2- the asphalt content at the max. unit weight is
obtained . ( = 5.9 )
3- the asphalt content at 4% air voids is obtained . ( 6.6 )

Take the average of the previous three values :

OAC = ( 5.1+5.9+6.6 ) / 3 = 5.867 % .

5-)Discussion
In the preparation for the Marshall Mix Design, there are a lot of
problems that we have encountered. The 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. The
aggregates must be at 180 C while the asphalt must be at 165 C
before the mix can be done. Another problem is when
pouring the asphalt into the aggregates on the weighing scale. This
is a quite hard to do procedure because the asphalt is extremely hot
and we have to pour exact amount calculated to get the different
mixtures. And if we over pour, we had to get some paper to quickly
wipe off some of the asphalt before the asphalt hardens and the
mixture cant be done. The third problem
is the compacting machines always give us a hard because it
doesnt work properly. We had to resort to manual compaction by
using our hands. The machines will have to be serviced frequently in
order for it to work properly. The jack also has a bit of problem while
trying to get sample out from the mold. Some of the sample has
honeycombing because it was not mixed well
enough during the mixing in the hot bowl.
For the results obtained, we plotted two graphs. The first graph is
density plotted against the percentage of binder while the second
graph is Void in total Mix (VTM) plotted against percentage of binder.
The first graph is supposed to be shaped like a crest curve.
However, based on our results, we plotted a different graph which is
not acceptable. There are a few possibilities
which could have lead to the difference in the graphs. It could be
due to the sample may still contains some voids that has water with
it because it not fully dried, thus jeopardizing the results. Secondly,
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 VTM against the percentage of binder is
acceptable against the standard graph produced.
Based on the result obtained, 5.0% asphalt content is the most
optimum content required for HMA mix. This 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. Inconsistency of the reading is due to:
1. Error of the machine. Skilled personal is required to monitor the
machine.
2. Error occurred during mixing of samples. This is because the
content of the asphalt

needed for each sample is very hard to the determined. The excess
asphalt is very difficult to retrieve from the aggregates.
3. Temperature is very hard to control during mixing. This is because
the oven is not functioning well.
4. The compaction process needs to be carried out manually due the
compactor fail to work mechanically.
These are all the errors occurred during the process of preparing the
samples. All these errors may lead to the imperfections of the
reading. Therefore, some of the readings recorded are not
consistent. Based on the observation of the mix samples, samples
with 4% of asphalt content have many loose aggregates. This is
because the content of asphalt needed as binder is not sufficient
and the situation is vice versa when the asphalt content increased
to 6%. Therefore, we need to determine the optimum asphalt
content required in order to produce sample with the optimum
plastic flow.

: Conclusions(-6
After carried out the test, we can conclude that the optimum asphalt
content needed is 5.87%. 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. Therefore, specification in the manual needs to
be referred in order to achieve the required Marshall stability.

we can find the optimum asphalt content for marshall mix

design by take the average for three values :
1- Optimum asphalt content for unit weight Vs AC
curve .
2- Optimum asphalt content for stability Vs AC curve .
3- Asphalt content at 4 % air void .
Finally ; we should to compare our values with the
specifications for Marshall mix HMA that obtained in this
table :

References:
*Highway Laboratory Manual .
*ASTM
*AASHTO
*Lab Notes .