Comparison Between Marshall and Superpave
Comparison Between Marshall and Superpave
Comparison Between Marshall and Superpave
ABSTRACT
Roads in Iraq are performing poorly with pavement life much shorter than the expected. The
high traffic intensity in terms of commercial vehicles, the serious overloading of trucks and
significant variation in daily and seasonal temperature of the pavement have been responsible for
early development of distress like rutting, fatigue and thermal cracking on bituminous surfacing.
One of the advantages of the Marshall Mix Design method is that the performance of the mixes can
be expected for local materials and environmental impact.
The Superpave mix design method differs from the Marshall Mix design methods by using
performance-based and performance-related criteria to design the proper asphalt mix. This allows a
direct relationship to be drawn between the lab and field performance of the asphalt mix.
This technology has a tremendous potential to be implemented in Iraq, which will pay itself
with higher performance and longer lasting roads. Hence, there is need to have a comprehensive
study comparing the design of bituminous mixes using both Superpave and the Marshall method of
Mix Design.
The main objective of the study is the comparison between traditional Marshall Design
method and the Superpave system design method in the wearing course mixes in flexible
pavements. This process will be carried out by evaluating the volumetric, mechanical properties and
moisture susceptibility.
394
Israa F. Jasim
KEY WORDS: Super pave Mixes, Marshall Mixes, Optimum Asphalt Content, Superpave
Gyratory Compactor, Marshall Test.
NOMENELATURE
B
= Optimum Content.
B1
B2
B3
A.C
ASTM
V.F.A
V.M.A
A.V
ESAL
HMA
ISGC
OAC
SCRB
SHRP
INTRODUCTION
Virginia has used the Marshall method of asphalt mix design for many years. The method
subjects an asphalt-aggregate mixture to a specified comp active effort supplied by a dropping mass
and uses the void structure of the compacted specimen to determine the proper asphalt content. The
method has served users of asphalt hot mix well for several decades, but problems have developed
recently because of increased traffic loads. As traffic becomes heavier, the Marshall method may
not duplicate the kneading action of traffic, and achieving the ultimate purpose, the prediction of
mix voids after considerable traffic, becomes more difficult (Maupin,1998)..
The Superpave mix design method differs from the Marshall and Hveem mix design
methods by using performance-based and performance-related criteria to design the proper asphalt
mix. This allows a direct relationship to be drawn between the lab and field performance of the
asphalt mix [Asphalt Institute (1996)].
Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
395
396
B1
B2
B3
Israa F. Jasim
397
Mineral Filler
Ordinary Portland cement (from Badoush factory) has been used in this study. The chemical
composition and physical properties are shown in Table 3.
EXPERIMENTAL WORK
The main asphalt concrete mixture properties (Stability, unit weight, flow, volumetric
properties, stiffness, and permanent deformation) are obtained by performing the required
laboratory tests.
Marshall Specimen
Specimen Preparation and Compaction (Marshall Specimen)
The aggregate is first dried to constant weight at 110 C, separated into desired size and
recombined with mineral filler in order to meet the required gradation for each specimen .The
aggregates are heated to a temperature of 175 to 190 C [Kuwait Motorway specification (1998)],
the compaction moulds assembly and hammer are cleaned and kept pre-heating to a temperature of
100 to 145 C. The asphalt is heated to temperature of 121 to 138 C and the requirement amount of
first trail of asphalt is added to the heated aggregate and thoroughly mixed.
The mix is placed in a mould and compacted with standard number of blows (75) as
specified. The samples are taken out of the mould after few minutes using sample extractor.
Determining the Marshall Stability and Flow of Each Specimen (Marshall Specimen)
The Marshall Stability and flow test are performed on each specimen, which is tested
for bulk specific gravity, in accordance with procedure described by ASTM [D1559] for
"resistance to plastic flow of bituminous mixtures" using Marshall Apparatus.
In conducting the stability test, the specimen is immersed in bath water at temperature
60 1Cfor a period of 30 minuets .It is then placed in the Marshall Stability testing machine and
loaded at a constant deformation of 5 mm per minute until failure. The total maximum in KN (that
causes failure of specimen) is taken as Marshall Stability. The stability value so obtained is
corrected for volume .The total amount of deformation is units of 0.25 mm that occur at maximum
load recorded as Flow Value .The total time between removing the specimen from the bath and the
completion of the test should not exceed 30 seconds. In order to calculate the Marshall volumetric
properties, many procedures and Equations are used in determining these properties.
Superpave Specimen
Preparation of HMA Mixtures
Once the aggregate blend is selected and the initial trial asphalt binder content is
calculated, the HMA mixtures are prepared [FHWA (2004)]. This phase consists of the following
main steps:
Heating the aggregates and asphalt binder to the mixing temperature (159 3C).
Mixing both components and short-term age mixture for 4 hours at
135C.
Compaction of the mixture at a temperature of 145 3C.
Compaction
All specimens are compacted using the Superpave Gyratory Compactor (SGC).
In Superpave, as with other mixture design procedures, asphalt mixtures are designed
using a specific compactive effort. Compactive effort is a function of the design number of
gyrations, N des . N des is used to vary the compactive effort of the design mixture as a function of
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Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
Israa F. Jasim
climate and traffic level. Two other compaction levels are of interest: the initial number of gyrations
(N ini ) and maximum number of gyrations (N max ) [FHWA (2004), and Yildirim et al. (2000)].
Log N ini = 0.45 Log N des
Log N max = 1.10 Log N des
(2)
(3)
Climate is represented by the average design for high air temperature. For Baghdad, Iraq,
it is >44 C. Selected traffic levels are 10-30 million ESALs for crushed gravel. For the selected
traffic levels, N ini , N des and N max are 9, 135, and 220 respectively. Specimens for the volumetric
analysis are compacted to N max .
OPTIMUM ASPHALT CONTENT CALCULATION
To calculate the optimum asphalt content, Marshall and Superpave mix designs are followed
as stated in the following articles.
Marshall Mix Design
The results of Marshall Tests show almost typical relationships between Marshall Properties
and asphalt content. Figure 3 Shows the above mentioned relationships for different mixtures. Five
different percentages (4.0, 4.5, 5.0, 5.5, and 6.0) % of Daurah (40-50) asphalt cement are used with
ordinary Portland cement (filler), and (12.5) mm nominal aggregate size is used for dense mix in
accordance with SCRB specification (R9), for wearing course [SCRB (2003)]..
The [SCRB (2003)] specification of mix design criteria for heavy traffic roads
recommends the following values for surface course, as shown in Table 4:
The Optimum Asphalt Content (O.A.C) of the various mixes is determined from the
following Marshall Curves; (Stability, Bulk density, and 4% of air voids) .As previously mentioned
in chapter three, the Optimum Asphalt Content of the origin mix is determined to be 4.7 %.
Superpave Mix Design
The aggregate and asphalt cement used for the Superpave level one mix design are the same
materials as those used in the Marshall Mix design. A (0.45) power gradation chart containing each
trial blend is displayed in Figure 2, which includes the Superpave mix design criteria. The criteria
are determined depending on a (12.5 mm) nominal aggregate size.
Climate is represented by the average design for high air temperature. For Baghdad, Iraq, it
is >44 C. Selected traffic levels are 10-30 million ESALs for crushed gravel. For the selected
traffic levels, N ini , N des and N max are 9, 135, and 220 respectively. Specimens for the volumetric
analysis are compacted to N max .
The estimated volumetric properties of the samples and the criteria used to select the
appropriate aggregate blend are also listed in Table 5. These criteria are also determined by
considering 10-30 million design ESALs.
The estimated volumetric properties found in Table 5 for the asphalt mix containing
aggregate blend A.R.Z at 4.0 percent air voids is used to estimate the optimum asphalt content.
This value is determined to be 4.3 percent. To determine the corrected optimum asphalt content,
four samples are made at the estimated optimum asphalt content, 3.8 percent, 4.8 percent, and
5.3 percent, asphalt contents. For the samples, the G mm and the average percent of G mm at N int .
and N max . are shown in Table 6. The volumetric properties of the compacted specimens used to
determine the optimum asphalt content are shown in Table 5-4. Plots showing the properties
Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
399
Role of modified asphalt to improve the asphalt-concrete mixture against rutting by using a
trial field section.
REFERANCES
Anderson, R.M., Turner, P.A., Peterson, R.L., Mallick, R.B. (2002), "Relationship of Superpave
Gyratory Compaction Properties to HMA Rutting Behavior", National Cooperative Highway
Research Program Report 478, National Academy of Sciences, Washington, DC.
URL: http://gulliver.trb.org/publications/nchrp/nchrp_rpt_478.pdf
Asphalt Institute, (1996),"Mix Design Methods for Asphalt Concrete and other Hot Mix type,"
Manual Serial No.2, sixth Edition, Lexington, KY.
ASTM, (1989)," American Society for Testing and Materials Annual Book of ASTM Standards",
Section 4, Vol, (04-03).
FHWA (2004),"V-Superpave Mixture Design Guide"
URL: http://www.nhi.fhwa.dot.gov./download/material/131053/RM/RML05.pdf
Garba,R.,(2000),"Permanent deformation Properties of asphalt Mixture ," Norwegian university of
science and technology ,department of civil and transportation engineering,(NVF) conference .
Khaled, K.,and Jason ,S.,(1998),"A Prelemnary Evaluation of Superpave Level One Mix Design
Procedure ," Department of civil and architectural Engineering ,University of Wyoming .
Maupin, G.W. (1998) "Compression of Several Asphalt Design Methods ", Virginia Transportation
Research Council.
SCRB (State Commission of Roads and Bridges), (2003) Hot Mix Asphalt Concrete Pavements
Section R9, Revision of Standard Specifications for Roads and Bridges, Ministry of Housing and
Construction, Department of Planning and Studies.
Troxler Electronic Laboratory, Inc., (2001)" Specimen preparation in superpave mix design,"
URL: www.traxlerlab.com
Yildirim, Y., Solaimanian, M., McGennis, R. B.,and Kennedy,T.W.,(2000), Comparative Analysis
of Volumetric Properties for Superpave Gyratory Compactors. In Transportation Research Record
1712, TRB, National Research Council, Washington, DC.
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Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
Israa F. Jasim
No.
1
2
3
4
5
6
7
8
9
10
* [SCRB 2004]
1/10 mm
Poise
cSt
cm
C
..
C
Penetration
grade (40-50)
49
2065
430
>100
48
1.034
330
1/10 mm
cm
%
25
>100
0.12
Units
Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
401
Portland
cement *
62.2
1.5
3.7
5.3
4.4
0.58
0.3
0.48
21.54
100
3.13
95
Trail A.C %
Estimated A.C
%
% air voids
% VMA
% VFA
Gmm @N=9
Gmm
@N=220
4.0
4.3
4.0
14.0
71.4
83.55
96.3
Criteria
402
4.0
14.0
65-75
Less than
89%
Less than
98%
Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
Israa F. Jasim
Table 6 G mm and Percent G mm for Trial Mixes at N int . , N des. , and N max . .
Percent G mm
Percent
AC
Max. Specific
Gravity (G mm )
N int .
N max .
3.8
4.3
4.8
5.3
2.49
2.472
2.454
2.436
83.0
84.6
85.0
84.5
96.1
97.5
97.7
98.9
Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
403
100.0
passing (%)
80.0
60.0
40.0
20.0
0.0
0.0
1.0
2.0
3.0
4.0
404
Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
Israa F. Jasim
14.0
100.0
13.5
13.0
VFA (%)
stabiolity (KN)
90.0
12.5
12.0
80.0
70.0
-A-
11.5
4.0
-B-
4.5
5.0
5.5
6.0
60.0
4.0
4.5
5.0
5.5
6.0
2.40
15.5
VMA (%)
G bulk (gm/cm )
15.0
14.5
14.0
2.36
2.32
13.5
-D-
-C-
13.0
4.0
4.5
5.0
5.5
2.28
4.0
6.0
5.0
4.5
5.0
5.5
6.0
3.60
4.0
Flow (%)
3.20
3.0
2.80
2.0
-F-
-E-
1.0
4.0
4.5
5.0
5.5
Asphalt content (%)
6.0
2.40
4.0
4.5
5.0
5.5
Asphalt content (%)
6.0
Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012
405
16.0
15.5
74
15.0
%VFA
% VMA
73
14.5
72
14.0
71
13.5
70
13.0
3.5
4.0
4.5
5.0
% Asphalt content
5.5
3.5
4.0
4.5
5.0
% Asphalt content
5.5
3.5
4.0
4.5
5.0
% Asphalt content
5.5
6.0
5.5
% Air voids
5.0
4.5
4.0
3.5
3.0
Figure 4 Volumetric Properties versus Asphalt Content for Superpave Level One Mix Design.
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Al-Qadisiya Journal For Engineering Sciences, Vol. 5, No. 4, 394-406, Year 2012