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Chapter 2

Design and Control of Bituminous Mixtures

Using a Modified Marshall Design Procedure

1. General Scope

The Department has established procedures for the design and control of bituminous concrete
based on Marshall Method for more than 30 years. Since the late 1990’s, the Department has
established a goal of implementing a newer mix design method, referred to as Superpave;
based on more current national research (SHRP). (See Chapter 2A). Until such time as full
implementation can be realized, the Department will continue to provide and publish for use
the Modified Marshall Method. However, it is important to recognize that the Department’s
ultimate goal is to use only one Hot-Mix Asphalt (HMA) design procedure. Therefore it is
anticipated that in the very near future, the Marshall Method will not be referenced for use by
the Department, in this context. The Modified Marshall Method will continue to be utilized
in its’ current context for Cold Bituminous Mixture Designs, until such time that another
method is proven more suitable.

The design of bituminous mixture by the Department’s Modified Marshall Method involves
the proportioning of the aggregates and asphalt to produce a mix that will have the optimum
qualities and properties. The purpose is to develop a design, by trial means, which will
contain an optimum amount of asphalt, have adequate voids, satisfactory flow properties and
possess a planned combination of stability, durability and flexibility, based on the climatic
condition, traffic density and loads it is intended to carry.

1.1 Definitions

Stability is a measure of resistance to deformation. It is necessary to have sufficient

stability to meet the requirements of traffic without mat distortion, or displacement.
There are two forms of resistance, frictional or interlocking and cohesive resistance.
Frictional or interlocking resistance is dependent on the aggregate framework. Cohesive
resistance develops in the asphalt binder portion of the mix. It depends on the rate of
loading, load and temperature. High stability is undesirable if it is due to low VMA
(voids in the mineral aggregate) or due to being deficient in asphalt binder. Such
surfaces have low resistance to cracking, are brittle in the winter, and tend to ravel
under traffic.

Durability is a measure of resistance to disintegration by weather or traffic conditions.

The most important factor with respect to durability is the amount of asphalt binder. A
bituminous mixture is resistant to action of air and water in direct proportion to the
degree that they are kept out of the mix. It is, however, desirable that the mix should
contain as high a asphalt binder content that is consistent with stability and voids. This
can be achieved with high VMA. This will give the pavement maximum durability and
prevent raveling because of a deficiency of asphalt binder. This asphalt binder content
is referred to as the optimum.

Flexibility is the ability of the bituminous mixture to bend repeatedly without cracking
and to conform to changes in the base course. To have flexibility, a mix must contain
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 the proper amount of asphalt binder. Open graded mixes are more flexible than dense
graded mixes.

Voids are the air spaces within the mixture. It is important that a mix contains sufficient
voids to provide spaces for expansion of asphalt binder and a slight amount of
additional densification (compaction) under traffic. Very high air voids are also
detrimental to the mixture because the hardening of asphalt will be accelerated resulting
in brittle pavement and reduced service life.

Voids in the Mineral Aggregate (VMA) is the intergranular space between the
aggregate particles in a compacted mixture. This space is partially filled with asphalt
binder, the remaining space is the unfilled air void. The VMA in a mixture should be
adequate to accommodate sufficient volume of asphalt binder for durability and
sufficient volume of air voids as explained earlier.

Flow is an index of plasticity or the resistance to distortion. The amount of asphalt

binder that fills the aggregate voids affects the flow. The flow value increases as the
asphalt content of the mixture increases. Flow values will increase rapidly with small
increases in asphalt in mixes which contain a large amount of filler.

Workability is the property that determines the efficient placement without segregation
and compaction of the mixture. Harsh or stiff mixtures can result from (a) excess of
coarse aggregate, (b) low VMA. (c) low asphalt content or (d) excess of minus 75 μm
(No. 200) fraction.

Friction Number is a measure of the sliding force exerted on a tire when the brakes are
locked. Bituminous wearing courses must have the highest possible friction number
obtainable with the combination of aggregates available in the area. The type of coarse
aggregate has the greatest effect on friction number. Aggregates which polish rapidly
and repeatedly produce low friction numbers before the normal service life is complete
should not be used. An excessive asphalt content can produce a flushed surface
resulting in low friction number.

Optimum Asphalt Content is the content determined by taking into consideration the
maximum specimen specific gravity and void requirements. This procedure is
explained later. This computed optimum asphalt content may be modified by such
specific requirements as climate, traffic density, absorptive aggregate, friction number,
workability and flexibility as explained in the procedure. The final recommended
optimum asphalt content shall meet all Marshall criteria.

1.2 Desirable Mix Properties. The final mix design should be workable and contain the
most suitable gradation and amount of asphalt binder to produce a mix that embodies
the best possible combination of all parameters.

Mixtures with high VMA are preferred because of the following advantages:

(a) More asphalt can be incorporated in the mixture to increase durability.

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 (b) Lower sensitivity to variation in asphalt content during production. Mixtures with
low VMA will flush if slightly excessive in asphalt content, and will be dry and
brittle if slightly deficient in asphalt content.

(c) More flexibility and increased resistance to low temperature shrinkage cracking.

An increase in VMA can be achieved by one or more of the following steps:

(a) The gradation of the fine aggregate should be changed so that the combined mix
gradation is deliberately made to deviate further, preferably on the lower side,
from the maximum density line (plotted on TR-448A). This can be done by either
changing the percentage passing 2.36 mm (No. 8) sieve for the combined
aggregate and/or changing the blend proportions of the fine aggregates if more
than one are used.

(b) If the mix contains natural sand as the fine aggregate, incorporate some
manufactured angular sand or other crushed stone fine aggregate or slag sand so
that different particle shapes are mixed. Usually, 20-25 percent angular fine
aggregate is helpful to open up the mix.

(c) Reduce the Percent Passing 75 μm (No. 200) sieve in the mix.

2. Design Procedures

2.1 Review of Job-Mix Formula (JMF). The contractor will be solely responsible to
design a mix that meets all Department requirements. The contractor will submit the
required test results, the composition of the mixtures and the combined aggregate
gradation curves proposed for use in the production of the base, binder and wearing
courses, to the District Materials Manager/Engineer (DMM/DME) for review prior* to
the scheduled start of work. Submit mix designs to the DME/DMM for review
following the procedures outlined in Appendix J. The acceptability of the bituminous
concrete produced from any mix design is determined as specified in Publication 408,
Section 401.

*NOTE: As a standard practice it is recommended to allow up to three weeks lead

time to allow for resolution of problems concerning mixture acceptability.

Whenever the contractor's gradations and calculations do not check, the DMM/DME
shall request the contractor to do additional testing and/or recalculate and submit the
correct mathematical solutions. The DMM/DME may request, at his option, to observe
testing of a trial mix. He may also request that materials be submitted to the Materials
and Testing Division for evaluation of the mix.

2.2 Development of the Initial Design. For a design being developed from new sources of
materials, past experience shall be used in determining the starting formula, or one that
approaches the median of the specification limits. The following is the general outline
for development of the initial design:

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Step 1. Obtain representative samples of all materials.

(a) Determine Dry Bulk Specific Gravity of coarse and fine aggregates (AASHTO
T 85 and AASHTO T 84). At least five determinations should be made for each
aggregate type using five samples, and the average value used. If the aggregate
supplier has past historical test data, the average of those values can be obtained
and used instead.

(b) Determine the Apparent Specific Gravity of mineral filler, if added separately
(AASHTO T 133). At least three determinations should be made and the average
value used.

(c) Determine Specific Gravity of Asphalt @ 25 oC (77F)

(Specific Gravity @ 16 oC (60F) - 0.007). (AASHTO T228).

Step 2. Dry the aggregates and separate them into the specified individual sieve sizes.

Step 3. Make three mixtures using the combined gradation and the asphalt content of
the selected starting formula (Refer to Appendices A, B and D and PTM No.
705 for blending and mixing procedures). Extract these samples to determine if
the average extracted gradation conforms reasonably with the starting formula
gradation. If the aggregate particles are significantly coated with fines, the
extracted gradation is usually finer on the smaller sieves because the fines are
picked up. This would require appropriate adjustments to the weights of the
affected sieve size fractions.

Step 4. Determine the Maximum Specific Gravity for the completed mix (AASHTO
T209), and calculate total mass of mix ([490 ml] x [Maximum Specific
Gravity]) to produce a compacted specimen 63.5 mm (2-1/2 inches) high.

Step 5. Calculate the required amount of aggregate for the individual sieve sizes and the
required amount of asphalt binder to make 27 Marshall specimens ([9 mixture
types] x [3 replicates]) with the following variables:

(a) Passing 2.36 mm (No. 8) sieve - 3 to 5 percent less than the starting formula.

(b) Passing 2.36 mm (No. 8) sieve - at the starting formula.

(c) Passing 2.36 mm (No. 8) sieve - 3 to 5 percent more than the starting formula.

(d) Asphalt Content - 0.3 to 0.5 percent less than the starting formula.

(e) Asphalt Content - at the starting formula.

(f) Asphalt Content - 0.3 to 0.5 percent more than the starting formula.

The percent passing 75 μm (No. 200) sieve should be held constant in these mix
trials.

Step 6. Prepare these mixtures and compact Marshall specimens (PTM No. 705).
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Step 7. Test the specimens for thickness, specific gravity, voids, VMA, VFA, stability
and flow (Refer PTM No. 705, PTM No. 709 and PTM No. 715).

Step 8. Report the average test data for these nine mixture types on a summary sheet,
and plot them on the six graphs given in the Marshall Design Summary Form
(TR-448B).

Step 9. Review the summarized data carefully to establish the percentage passing 2.36
mm (No. 8) sieve to be used in further trials. Besides experience, this should be
based on the following considerations: (a) high VMA, (b) mix properties, such
as, voids, VMA, stability and flow that are least susceptible to variation in the
asphalt content, and (c) workability.

Step 10. If the VMA values are lower than desirable in these mix trials, change in the
combined aggregate gradation and/or source will be necessary to increase the
VMA as explained earlier. If the VMA values are satisfactory, Proceed to the
next step.

Step 11. Use the established percentage passing 2.36 mm (No. 8) and a asphalt content
corresponding approximately to 4 percent air voids in the further mix trails.
Keep the percentage passing 75 μm (No. 200) sieve same as starting formula.
This combination will be called second formula.

Step 12. Make twelve Marshall specimens ([4 mixture types] x [3 replicates]) with the
following variables:

(a) Passing 75 μm (No. 200) sieve -2 percent less than the second formula.

(b) Passing 75 μm (No. 200) sieve -2 percent more than the second formula.

(c) Asphalt Content -0.4 percent less than the second formula.

(d) Asphalt Content -0.4 percent more than the second formula.

Step 13. Repeat Step 7.

Step 14. Report the average test data for these four mixture types on a summary sheet
along with the data on the second formula for comparison.

Step 15. Review the summarized data carefully to establish the percentage passing 75
μm (No. 200) sieve based on the considerations given in
Step 9.

NOTE: If the contractor intends to use the same combination of aggregate for
which a reviewed job-mix formula (JMF) already exists, the number of trial
Marshall specimens can be reduced or eliminated at the discretion of the
DMM/DME, following a written request by the producer.

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2.3 Determination of Optimum Asphalt Content (Final Design). So far, the
development of the bituminous concrete design in the initial stages, using varying
percentages of aggregates passing 2.36 mm and 75 μm (No. 8 and No. 200) sieves, has
been outlined. After the percentages passing 2.36 mm and 75 mm (No. 8 and No. 200)
sieves have been established, there exists a range of asphalt content which can satisfy
the Marshall design criteria specified in Pub. 408. It is necessary to determine the
optimum asphalt content to strike a balance between density, stability, % air voids, and
% VMA. To have a uniform practice on the determination of optimum asphalt content,
the following procedure should be followed.

2.3.1 Procedure for Determining Optimum Asphalt Content.

Using the same combined gradation of the aggregates, prepare three Marshall
specimens each at five asphalt content levels in 0.5 percent increments. To ensure
a more uniform interpretation of the Marshall design, the mixing temperature
shall be the maximum temperature ± 3oC (± 5oF) stated on the bituminous
material provider’s Bill of Lading. The compaction temperature for Marshall
design shall be the minimum temperature ± 3oC (± 5oF) stated on the bituminous
material provider’s Bill of Lading. This is very important because discrepancies in
the values of specimen specific gravity (lab density) reported in the JMF Report
can vary significantly when these temperatures are varied. The compaction
equipment and procedure should be in strict accordance with PTM No. 705,
especially the compaction pedestal.

Determine the maximum specific gravity (AASHTO T209) in triplicate of the

mixture containing adequate asphalt content (at or slightly above the expected
design asphalt content). The maximum specific gravity of the remaining four
mixtures can then be calculated.

Determine the following properties (based upon the average of three specimens)
of the Marshall specimens at five asphalt content levels:

Specific Gravity of Marshall Specimen %VFA

% Air Voids Stability
% VMA Flow

The data on these properties should be plotted as points corresponding to the

asphalt contents used in trials on the six graphs given in the Marshall Design
Summary, Form TR-448B (See example). In each graphical plot connect the
plotted values with a smooth curve that obtains the "best fit" for all values.
Aggregate blends may be encountered that will furnish erratic data such that
plotting of the typical curves might be difficult especially in the binder course
mixtures. In a majority of these cases, an increase in the number of specimens
tested at each asphalt content will normally result in data that will plot as typical
curves. Test property curves, plotted as described above, have been found to
follow a reasonably consistent pattern. Trends generally noted are outlined in
subsection 2.3.2.

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2-8
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2.3.2 Property Trends.

Specific Gravity (specimen). The specific gravity of the compacted specimen

increases with increasing asphalt content up to a certain point, after which it
decreases. If no peak is obtained, attempt additional asphalt content(s) on the
higher side.

Stability. The stability value increases with increasing asphalt content up to a

maximum after which the stability decreases. The curve for stability is similar to
the curve for specific gravity except that the peak of the stability curve is
normally (but not always) at a slightly lower asphalt content than the peak of the
specific gravity curve. Cases are not uncommon where no stability peak is
obtained, the stability continues to increase as the asphalt content is increased. In
some cases, a relatively flat stability curve with no defined peak is obtained.

Flow. The flow value increases with increasing asphalt content at a progressive
rate except at very low asphalt contents. The curve is usually concave upwards.

Voids in Mineral Aggregate (VMA). The VMA generally decreases to a

minimum value then increases with increasing asphalt contents. The rate of
increase in VMA with increasing asphalt contents is comparatively higher in the
mixtures with inherently low VMA.

Voids Filled with Asphalt (VFA). The VFA increases with increasing asphalt
content. There is a maximum VFA for each aggregate blend and compaction
effort. The VFA cannot be increased above this maximum without increasing or
otherwise
changing the compaction effort. The VFA curve is usually convex upwards.

Air Voids. The percent of air voids decreases with increasing asphalt content,
ultimately approaching a minimum void content in much the same manner as the
VFA discussed above approaches a maximum value. The air voids curve is
usually concave upwards.

Optimum Asphalt Content. From the curves plotted on Form TR-448B read the
asphalt contents at maximum specific gravity and 4% air voids. The average of
these 2 asphalt contents read from the curves shall be the optimum.

2.3.3 Final Checks. Refer back to the curves to see if this optimum asphalt content
meets all the Marshall design criteria as follows:

Stability 5300 N (1200 lbs.) minimum for wearing and binder

Flow 6-16 units

% Air Voids 3-5

% VMA 15 minimum for ID-2 Wearing, 14 minimum for ID-3

Wearing and 12 minimum for ID-2 Binder is recommended
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 If the computed optimum asphalt content does not meet the above Marshall
design criteria, decrease or increase the asphalt content just enough to get into the
specified range of Marshall properties such as percent air voids. A percent air
voids of 4.0 is considered optimum; however, no design submitted with less than
3.0 percent air voids will be acceptable to the Department.

The final design should meet the Marshall criteria in all respects. The Marshall
properties corresponding to the selected asphalt content can be determined from
the six curves and recorded on the JMF Report.

2.4 Undesirable Mix Characteristics. Although a mix may satisfy all Marshall design
criteria, it can be unacceptable because of the following considerations:

2.4.1. Brittleness. Mixes with abnormally high values of Marshall stability and
abnormally low flow values are undesirable because pavements of such mixes
tend to be more rigid or brittle and may crack under heavy volumes of traffic.
This is Particularly true where base and subgrade deflections are such as to permit
moderate to relatively high deflections of the pavement. The thickness of asphalt
film around the aggregate is very low in such mixes. Adjustments in the aggregate
gradation (particularly the percentages passing 2.36 mm and 75 μm (No. 8 and
No. 200 sieves) should be made to increase the VMA so that more asphalt can be
incorporated in the mix. This can be done by deviating further from the maximum
density curve (Fuller's curve). If the minus 75 μm (No. 200) content is high, a
reduction in this fraction will increase the aggregate voids.

2.4.2. Sensitivity. Mixes with aggregate gradation close to the maximum density curve
(Fuller's curve) are very sensitive to slight variations in asphalt content. The
appearance of such mixes can change from dry to gummy if the asphalt content is
increased by a slight amount (as low as 0.5 percent). These mixes may result in
pavements difficult to compact which may also ravel or flush. For these reasons,
such mixes should be adjusted by one of the methods previously given to increase
the VMA.

2.4.3. Tenderness. These mixes tend to pull and shove during the compaction
operations resulting hairline cracking, usually consisting of transverse hairline
cracks several inches apart, sometimes accompanied by longitudinal cracking. A
poor aggregate gradation often is a leading contributor to tender (slow-setting) or
unstable mixes. Tender mixes are frequently typified by:

(a) An excess of the middle-size fraction in the material passing 4.75 mm (No.
4) sieve. A hump in the grading curve caused by the excess sand could appear
on nearly any sieve below 4.75 mm (No. 4) and above 150 μm (No. 100). This
condition is most critical when occurring near 600 μm (No. 30) sieve. A change
in the gradation of the fine aggregate(s) is necessary to remove the hump.

(b) Close proximity of the aggregate gradation to the maximum density line
and/or major portion of gradation line relatively straight. These mixes have low
VMA. Some easily compatible gravel mixes attain the desired maximum
density (lowest possible VMA) with one or two passes of the roller, and then
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 start to decompact and deform. A change in the gradation of the mix is
necessary to alleviate this situation.

2.5 Stability. Although the asphalt content at peak stability is not utilized to calculate the
optimum asphalt percentage, stability criteria must still be met. Designs should not be
recommended with stabilities less than 6900 N (1550 lb) for wearing and binder to
allow for normal operational variation so that 90% of the time we may be assured of
being above the specification minimum of 5300 N (1200 lb).

If stability adjustments jeopardize other Marshall criteria in the design so that it does
not meet requirements, adjustments to the aggregate gradation may be in order.
Normally, incorporation of angular fine aggregates in the mixture increases the
stability.

2.6 Design of Mixtures with PG 58-28 Asphalt Cement.

(a) When PG 58-28 asphalt cement is to be used in lieu of PG 64-22 on one project
only or in patching operations, make three Marshall specimens at the JMF asphalt
content. If the properties, such as, stability, flow, air voids, and VMA meet the
specified Marshall design criteria, use this asphalt content. If not, proceed to the
following step (b).

(b) When PG 58-28 asphalt cement is to be used in lieu of PG 64-22 on more than one
project, optimum asphalt content must be determined using PG 58-28. Using the same
combined gradation of the aggregate, prepare three Marshall specimens each at five
asphalt content levels in 0.5 percent increments (a total of 15 Marshall specimens) and
follow the procedure given earlier to determine the optimum asphalt content.

3. Approved Job-Mix Formula

3.1 General. The JMF is developed specifically for the plant from the reviewed laboratory
design. This may require small adjustments to fit the plant and thus ensure production
within the tolerance limits. The selected laboratory design must be reproducible within
the tolerances specified in the applicable section of the specifications (Pub 408). This
design when proven in production can then be considered an approved JMF as long as
the material sources, aggregate gradations, asphalt content and test values remain
within the specifications and specified design tolerances.

If the approved JMF was developed with PG 64-22 asphalt cement and the source of
this asphalt is changed, it is not necessary to change the JMF. However, if some other
grade of asphalt cement, such as PG 58-28 is used it is necessary to re-determine the
optimum asphalt content only (15 Marshall specimens at five asphalt contents).

3.2 Verification of the Job-Mix Formula. JMF verification is conducted according to

Publication 408 Section 401.2. If initial JMF verification is unsuccessful, the following
process is recommended for further evaluation of the JMF:

3.2.1. The contractor must verify the JMF with a minimum of three random samples
taken from the plant production using PTM No. 1.

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 3.2.2. Evaluate the mix composition (gradation and asphalt content) and all Marshall
test data, such as, voids, VMA, stability, flow, etc. If it checks with the previously
reviewed JMF mix, production may begin.

3.2.3. If the Marshall test data do not meet the design criteria because the mix
composition is substantially different than the JMF, corrective action must be
taken at the plant to obtain the desired mix composition and then re-evaluate the
Marshall test data.

3.2.4. If the mix composition conforms to the JMF but the Marshall Data do not meet
the design criteria, perform additional testing of each material component in the
mix for change in properties and/or verify all test equipment is in proper working
order, calibrated within specifications, and test procedures are performed
properly. Provide a summary report which includes findings and
recommendations to the DMM/DME for review prior to performing any work
with such a design.

4. Quality Control Requirements For Mix Designs During Production. Prepare and
Submit a QC Plan to the DMM/DME for review and approval as specified in Chapter 1,
Section 2.1 and Publication 408 Section 401.2. Perform all tests as required therein at the
specified frequencies. Control and documentation of mixture maximum specific gravity
(Gmm) during production shall be performed as specified in Appendix I.

5. HOT-MIX RECYCLING DESIGN PROCESS

STEP l - Obtain ten representative samples of the reclaimed asphalt pavement (RAP)
material or milled material from different locations in the stockpile. Remove at
least 150 mm (six inches) of the material from the surface of the stockpile before
obtaining the sample to minimize segregation effects. Scalp off and discard the
material retained on 50 mm (2 inch) sieve. Sample size at least 5 kg (10 lbs.) each
after scalping. Split each sample into two portions. Identify the samples (No. 1
thru 10). Save ten split samples [at least 2.5 kg (5 lbs.) each] for sending to the
Materials and Testing Division (Step 4). Retain the other ten split samples at the
plant for testing and designing the recycled mix.

STEP 2 - Run extraction on the retained ten samples of the RAP. Use 1.02 as the specific
gravity of the aged asphalt. Report the extraction results on Table 1. Save the
remaining portions of the retained samples for subsequent mix designs at the plant
(Step 6).

STEP 3 - Select the percentage of RAP to be recycled, and determine the percentages of
virgin aggregate(s) to meet the specification requirements. Determine typical
properties of all virgin asphalt cements (PG 58-28, PG 64-22, etc.) from the
asphalt supplier. Fill out Tables 2 and 3.

2-14 Change 1
STEP 4 - Submit the following to the Materials and Testing Division (Bituminous
Laboratory) for determining the grade of virgin asphalt cement to be used in
recycling:

1. Ten split samples of the RAP (at least 2.5 kg (5 lb) each) with Sample
Identification Form 447. Number the samples 1 through 10.

2. Tables 1, 2 and 3.

3. Current JMF for the mix using 100% virgin aggregates.

STEP 5 - The Materials and Testing Division (MTD) will evaluate the aged asphalt in the
RAP after Abson recovery, and using the data from Tables 1, 2 and 3 and the
current JMF, the MTD will recommend the grade of virgin asphalt for recycling.

NOTE: If 15 percent or less RAP is used in the BCBC and ID-2 Binder mixes, the
performance grade of neat asphalt binder specified in the current JMF can
be used and there is no need to submit the RAP samples to the MTD.

2-15 Change 1
2-16
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STEP 6 - Obtain a sample of the MTD recommended asphalt grade from the
asphalt supplier (it is advisable to keep these samples on hand in advance to save
time).

Prepare 15 Marshall specimens at five different asphalt contents (use half percent
increments) bracketing the current JMF asphalt content (based on 100% virgin
aggregates). To facilitate the mixing of the RAP, it should be heated in an oven
(for not more than 1+ hours) at 127 ± five oC (260 ± 10oF) unless directed
otherwise. Heat the virgin aggregate(s) to a suitable temperature so that the
resulting mix temperature is 127 ± 3 oC (260 ± 5oF). Compact the Marshall
specimens at 127 ± 3 oC (260 ± 5oF).

Obtain the Marshall design data and report in Table 4. Plot the data on the six
graphs (TR-448B) of the Marshall Design Summary.

Submit Table 4 and TR-448B to the District Materials Engineer for review of the
JMF.

It may not always be possible to establish the optimum asphalt content based on
the average of the two asphalt contents at maximum specimen specific gravity and
4% air voids. In such cases, it is recommended to select the asphalt content which
essentially gives the air voids content equal to the current JMF using 100% virgin
aggregates.

If it is intended to vary the percentage of the RAP during production, develop the
recycled mix designs using RAP in increments of five percentage points, such as,
10, 15, 20, 25 and 30 percent. If it is desired to use 12% RAP, the asphalt content
can be interpolated from the design values at l0 and 15% RAP.

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6. Mix Design Method for Cold Recycled Base Course, In-Place or Central Plant Mix
Recycling.

6.1 The following procedures shall be followed when cold recycling is to be done by
the Contractor or Department forces:

1. Obtain representative samples of the RAP material by one of the following

methods:
a. From Stockpile: If the material to be recycled is stockpiled, obtain five 2.2 kg
(twenty pound) bags of the milled material or RAP from different locations
on the stockpile. Remove at least six inches of the material from the stockpile
surface before obtaining the sample. Scalp off the material over a (2-inch
sieve).
b. By Milling: If cold recycling is to be done in place without stockpiling the
RAP, obtain five 2.2 kg (twenty pound) bags of RAP by milling a
representative portion of the project. Use a milling machine similar to the one
intended for use on that project.
c. Cores: Although milled material or RAP is preferred for designing the cold
recycled mixture, cores from the existing pavement are acceptable as an
alternate. Obtain fifteen 152 mm (6-inch) diameter cores from a
representative portion of the project. If the project has areas with different
pavement layers and/or thickness, obtain fifteen cores from each area.

Screen RAP on a one inch sieve. Reduce any material retained on the one inch
sieve to 100% passing. If cores are used, crush the cores and sieve
over a 25.0 mm (one inch) sieve. Determine the asphalt content based on an
average of four samples using either the extraction method or ignition furnace.
The correction factor for mass loss in the ignition oven shall be 0.5.

2. Run a minimum of three gradations on the RAP material. Determine if virgin

aggregate is needed by reviewing the sieves listed below and ensuring that the
RAP material meets the required range for % passing on these sieves. If the RAP
does not meet the % passing requirements below, virgin aggregate is needed.

Sieve Size % Passing

19 mm (¾”) 52 – 100
9.5 mm (3/8”) 36 – 70
4.75 mm (#4) 24 – 50

3. Prepare one thousand (1000) gram samples of RAP material passing the 25.0 mm
(1”) sieve and retained on the 12.5 mm (1/2”) sieve, material passing the 12.5 mm
(1/2”) sieve and retained on the 4.75 mm (#4) sieve, and material passing the 4.75
mm (#4) sieve and retained in the pan.

4. Keep the moisture content of the prepared RAP samples constant at three percent.

5. Select the grade of emulsion to be used from the following list:

MS-2 (E-4), CMS-2 (E-5), SS-1 (E-6A), CSS-1 (E-6C), SS-1h (E-8A),
CSS-1h (E-8C), HFMS-2h (E-11-60), HFMS-2 (E-11-90), HFMS-2S (E-11-150)

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 Any of these emulsions may be polymer modified. Evaluate the emulsion by a
coating test. The ability of the emulsion to coat the aggregate is critical.
Typically, compatible emulsions will achieve 80 percent or greater coating with
little or no wads. (Non-dispersed asphalt and fines).

6. Prepare three mixtures at four different emulsion contents using a three percent
moisture content. For mixing purposes, the RAP should be at ambient
temperature and the emulsion at 60 C (140°F). Normally, use 2.0%, 2.5%, 3.0%
and 3.5% emulsion content. If the RAP is rich in asphalt, start with 1.5%
emulsion content and vary by 0.5% increments. If RAP is blended with virgin
aggregate, start at 3.0% emulsion.

7. Cure the mixtures in an oven at 40C (105°F) for one hour. Remix for 30 seconds
and allow to cool to room temperature.

8. Compact the mixtures using a Marshall hammer with 75 blows on each side.
Extrude the compacted specimens the following day.

9. Prior to testing, cure the specimens to constant weight in an oven at 40C (105°F).
Lay samples on their side to maximize surface exposure during the curing
process. For this test method, constant weight is defined as a sample with a mass
loss of less than 0.5 grams when weighed at 15 minute intervals.

10. Record the specimen thickness and weight.

11. Determine the Bulk Specific Gravity for each specimen (five minutes in water
bath).

12. On the SSD conditioned specimens, determine the Marshall Stability at 25°C
(77°F) and at a flow of 10.

13. Determine the optimum emulsion content based on the averages for maximum
stability and specimen density.

6.2 Field Adjustments. Because RAP gradation and composition may vary, field
adjustments to the moisture content or emulsion content may be necessary. If the
coating of the surface dry mix is not satisfactory (less than 75%), adjust the moisture
content first. Cure the mixture if necessary before compaction. Adjust the emulsion
content based on mix behavior during and after compaction. Optimum compaction
should be achieved using nuclear gauge control strip techniques.

7. Full Depth Reclamation (Using Bituminous Stabilization Process)

7.1 General.
Full depth reclamation (FDR) is a method by which asphalt layers and underlying base,
and subbase layers may be treated to produce a stabilized base course. FDR is suitable
for pavements where inadequate asphalt pavement depth precludes the use of cold
recycling. Unlike cold recycling, FDR may incorporate suitable subgrade soil, making
it ideal for lower type roads, including roads with poor base conditions, ‘pie-crust’

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 roads consisting of multiple thin layers and surface treatments, or even unpaved roads.
See subsection 7.4 for specifications.

Different types of additives may be used to treat reclaimed materials. This section
provides mix design guidelines for FDR with asphalt emulsion stabilizers. Guidelines
for FDR using Portland cement, lime, and liquid calcium chloride are provided in
Strike-off-letter 420-00-19 dated April 26, 2000. Non-bituminous methods should be
considered if preliminary analysis of in-situ materials determines asphalt emulsions
are unsuitable for this process (See the following Guidelines for Selecting Asphalt
Emulsions for FDR).

7.2 Guidelines for Selecting Asphalt Emulsions as Stabilizers for Full Depth
Reclamation (FDR)

Before using asphalt emulsion as a stabilizer for full depth reclamation, the reclaimed
pavement material must meet the following characteristics:

The material should consist of 100% RAP or a blend of RAP and underlying
granular base or non-plastic or low plasticity soils.

The maximum percent passing the 75 μm (No. 200) sieve should be less than 25%.
(AASHTO T11)

The plasticity index (AASHTO T 90) should be less than six or the sand equivalent
(AASHTO T 176) 30 or greater, or the product of multiplying the P.I. and the
percent passing the 75 μm (No. 200) sieve being less than 72.

Additionally, small amounts of hydrated lime or cement, typically 1.5 and 1.0 percent
respectively by weight, can be added with asphalt emulsion to produce reclaimed
mixtures with higher early strength and greater resistance to water damage.

If an asphalt emulsion is used for full depth reclamation, use the design procedure
outlined below in Section 7.3.

7.3 Design Process for Full Depth Reclamation (FDR) Using Emulsified Asphalts

1. Obtain representative samples of the material (full depth) to be reclaimed. Either

loose samples from milling or cores can be utilized. Screen millings on the 25
mm (one inch) sieve. Reduce in size any material retained on the 25 mm (one
inch) sieve to 100% passing. If cores are used, crush the cores and sieve over a
25 mm (one inch) sieve. Determine the asphalt content and gradation based on an
average of four samples using either the extraction method or ignition furnace.
The correction factor for mass loss in the ignition oven shall be 0.5.

2. Run a minimum of three gradations on the reclaimed material. Determine if

virgin aggregate is needed.

3. Prepare one thousand (1000) gram samples of material passing the 25 mm (one
inch) sieve and retained on the 12.5 mm (1/2 inch) sieve, material passing the

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 12.5 mm (1/2 inch) sieve and retained on the 4.75 mm (#4) sieve, and material
passing the 4.75 mm (#4) sieve and retained in the pan.

4. Keep the moisture content constant at three percent.

5. Select the grade of emulsion to be used from the following list:

MS-2 (E-4), CMS-2 (E-5), SS-1 (E-6A), CSS-1 (E-6C), SS-1h (E-8A),
CSS-1h (E-8C), HFMS-2h (E-11-60), HFMS-2 (E-11-90), HFMS-2S (E-11-150)

Any of these emulsions may be polymer modified. Evaluate the emulsion by a

coating test. The ability of the emulsion to coat the aggregate is critical.
Typically, compatible emulsions will achieve 80 percent or greater coating with
little or no wads. (Non-dispersed asphalt and fines).

6. Prepare three mixtures each with four different emulsion contents using a three
percent moisture content. For mixing purposes, the reclaimed material should be
at ambient temperature and the emulsion at 60°C (140°F). Normally, use 3.0%,
3.5%, 4.0% and 4.5% emulsion content with reclaimed material containing from
75% to 100% RAP by weight. If RAP is rich in asphalt, start with 1.5%
emulsion. For reclaimed materials with lesser quantities of RAP, some increase
in the emulsion content will probably be necessary, particularly when fine graded
soil material is present or virgin aggregate has been added.

7. Cure the mixtures in an oven at 40°C (105°F) for one hour. Remix for 30 seconds
and allow to cool to room temperature.

8. Using a Marshall apparatus, compact the mixtures with 75 blows on each side.
Extrude the compacted specimens the following day.

9. Prior to testing, cure the specimens to constant weight in an oven at 40°C (105°F).
Lay specimens on their side to maximize surface exposure during the curing
process. For this test method, constant weight is defined as a specimen with a
mass loss of less than 0.5 grams when weighed at 15 minute intervals.

10. Record the specimen thickness and weight.

11. Determine the Bulk Specific Gravity for each specimen (five minutes in water
bath).

12. On the SSD conditioned specimens, determine the Marshall Stability at 25°C
(77°F) and at a flow of 10.

13. Determine the optimum emulsion content based on the averages for maximum
stability and specimen density.

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7.4 Bituminous Stabilization Interim Specifications

SECTION 345 – BITUMINOUS STABILIZED SUBBASE

345.1 DESCRIPTION – This work is the construction of a bituminous stabilized subbase by

use of in-place equipment capable of pulverizing, blending, and mixing existing materials with
emulsified asphalt and aggregate as needed.

Do not place bituminous stabilized subbase from September 1 to April 30 in districts 1-0, 2-0,
3-0, 4-0, 9-0, and 10-0; and from October 1 to April 30 in all other districts. This provision may
be waived as local conditions permit only with the written approval of the Engineer. Construct
the bituminous stabilized subbase only when temperature remains above freezing for 24 hours
prior to paving and the ambient temperature on the project is 7 C (45F) and rising.

345.2 MATERIAL –

(a) Reclaimed Material. 95% of the material is required to pass through a 50 mm (2-
inch) sieve. Reduce oversize material as required. Incorporate all reclaimed material into the
stabilized subbase.

1. Reclaimed Aggregate Material (RAM). In situ aggregate material which is

incorporated in the stabilization.

2. Reclaimed Asphalt Pavement (RAP). Processed paving material containing

asphalt cement and aggregates.

(b) Bituminous Material. Add to the mix the type and quantity of bituminous material
as determined by the approved mix design. Use bituminous material conforming to the
applicable requirements of Bulletin 25. Use one of the following:

Emulsified Asphalt – MS-2(E-4), CMS-2(E-5), SS-1(E6A) CSS-1(E6-C), SS-

1h(E-8A), CSS-1h(E-8C), HFMS-2h(E-11-60), HFMS-2(E-11-90), HFMS-
2s(E-11-150). Polymer modified versions of the above materials can be used
as necessary, conforming to the requirements in Publication 242, Chapter 5.

(c) Aggregate. Section 703.2 (Type A), No. 8, 10, 57, and 67. Add the gradation and
quantity to the mix as required.

(d) Mix Design. Remove samples of RAP and RAM to the specified depth and perform
the appropriate testing to establish the mix design. Design in accordance with the requirements
of this Bulletin and submit to the DMM/DME for review at least three weeks prior to
commencement of work on the project.

(e) Mixture. Combine the reclaimed material, aggregates (if necessary), and bitumen, in
such proportions that the total aggregate and bitumen in the reclaimed mix conform to the
requirements and composition specified in the mix design with the recommended optimum
moisture and emulsion content. When composition varies sufficiently, make field adjustments as
recommended in the design to obtain completed bituminous stabilized subbase, with satisfactory
particle coating and optimum compaction.

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345.3 CONSTRUCTION –

(a) Equipment. Use equipment that will produce the completed bituminous stabilized
subbase as follows:

1. Use equipment capable of automatically metering liquids with a variation of

not more than 2% by mass (weight) of liquids.

2. Maintain all equipment in a satisfactory operating condition as specified in

Section 108.05(c).

(b) Mixing. Maintain adequate total liquids to ensure total mixing of the reclaimed
material and aggregate (if required) with the bituminous material. Add water to the surface by a
calibrated meter as necessary to aid in mixing and compaction.

Measure the milling depth at the time of pulverization. Make at least one measurement
for each 2500 square meters (3000 square yards) of work done and record the measurements to
ensure that the specified milling depth is met. Correct or satisfactorily replace any section
deficient 13 mm (1/2-inch) or more from the specified depth at no expense to the Department.

(c) Compaction. Shape, grade, and compact to the lines, grades, and depth shown on the
plans and cross sections after the material has been processed. Roll with rollers meeting the
requirements of Section 108.05(c). Allow the mixture to cure as necessary prior to rolling.
Commence rolling at the low side of the course. Leave 80 to 150 mm (3 to 6 inches) from any
unsupported edge(s) unrolled initially to prevent distortion.

Determine in-place density requirements by the construction of at least one control strip
under the guidance of a nuclear gauge operator. After each pass of the compaction equipment,
take a nuclear density reading in accordance with PTM No. 402. Continue compaction with each
piece of equipment until no appreciable increase in density is obtained by additional passes.
Upon completion of compaction, make a minimum of ten tests at random locations to determine
the average in-place density of the control strip.

Compact the bituminous stabilized subbase to a target density of at least 96% of the
average in-place density of the control strip. Determine the in-place density in accordance with
PTM No. 402 for each 2500 square meters (3000 square yards) area. When less than 96% of the
average in-place density of the control strip is determined for any area and additional compaction
cannot produce acceptable results, rescarify and adjust moisture content to achieve optimum
compaction conditions and recompact. If the minimum density still is not achieved but the
completed bituminous stabilized subbase is uniform in texture, stable and acceptable in all other
respects, define as a new control strip making a minimum of ten tests at random locations to
determine a new target in-place density. However, if the completed bituminous stabilized
subbase is unacceptable for any reason, do not continue construction until the cause of the
deficiency(ies) is determined.

(d) Finishing. Complete all portions of the bituminous stabilized subbase during daylight
hours, unless otherwise permitted.

(e) Protection. Protect any finished portion of the bituminous stabilized subbase upon
which any construction equipment is required to travel to prevent marring, distortion or damage
of any kind. Immediately and satisfactorily correct any such damage.
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 (f) Surface Tolerance. When directed by the Engineer, test the completed bituminous
stabilized subbase for smoothness and accuracy of grade, both transversely and longitudinally
using suitable templates and straightedges. Satisfactorily correct any 2500 square meter (3000
square yard) area where the average surface irregularity exceeds 25 mm (1 inch) under a
template or straightedge, based on a minimum of at least three measurements.

(g) Maintenance and Traffic. Maintain the completed bituminous stabilized subbase
and control traffic as specified in Section 401.3.

(h) Curing. Allow the bituminous stabilized subbase to cure for at least one week after
final compaction has been completed. Protect the surface from drying. Apply a bituminous seal
coat if excessive raveling is present.

345.4 MEASUREMENT AND PAYMENT –

(a) Bituminous Stabilized Subbase. Square Meter (Square Yard).

(b) Aggregate. Tonne (Ton).

(c) Bituminous Material. Liter (Gallon).

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