Density Void Analysis

Percent (by weight) Aggregate Type
Passing Sieve Retained on Coarse Fine Mineral Filler

Designation Sieve Aggregate Aggregate
Designation
3/4 in. (19.0 mm) 1/2 in. 5
1/2 in. (12.5mm) 3/8 in 32
3/8 in. (9.5 mm) No.4. 37
No.4. (4.75 mm) No.10 22 7
No.10 (2.00 mm) No.40 4 28
No.40 (0.475 mm) No.80 39
No.80 (0.177 mm) No.200 24
No.200 (0.075 - 2 100
mm)
Total 100 100 100
Total
Coarse Fine Mineral
Sieve Size aggregate
aggregate aggregate Filler
(gm.)
percentage 52% 42% 6% -
1/2 in 5 - - 31.2
3/8in 32 - - 199.68
No.4 37 - - 230.88
No.10 22 7 - 172.56
No.40 4 28 - 166.08
No.80 - 39 - 196.56
No.200 - 26 - 131.04
Pan - - 6 72
Total 100 100 1200
Sieve size Wt. Wt. Cumulative wt. %

retained, retained retained (%) Finer
gm (%)
3/4"(19mm) 0 0 0 100
1/2"(12mm) 35.4 2.95 2.95 97.05
3/8”( 226.56 18.88 21.83 78.17
#4 261.96 21.83 43.66 56.34
#8 214.32 17.86 61.52 38.48
#40 181.44 15.12 76.64 23.36
#80 172.8 14.4 91.04 8.96
#200 47.52 3.96 95 5
#200(Retained) 60 5 100 0
Sum 1200 100 2.9764
Density Voids Analysis
After removing from the mold the specimens were weighted in air and measured the average
diameter & height to calculate the correction factor. Before weighing in water the specimens
were immersed in a water bath (25oC ) for 3 to 5 minutes. Then, the specimens were weighed in
water. With the help of three values, the bulk specific gravity of the compacted specimens was
determined. After that, the specimens were immersed in a water bath at 60oC for 30- 40 minutes.
Then, stability and flow tests were performed. Along with this, the theoretical maximum specific
gravity of asphalt concrete loose mixtures were determined. Then, the other parameters of
density void analysis were calculated with the help of equations. The details of these parameters
are given below.
 Bulk Specific Gravity (Density) of the Compacted Specimen (Gmb)

the bulk specific gravity of a mixture denotes to the specific gravity of a specimen of compacted
mixture, with the extent of air voids within the aggregate. It's far equal to the mass of a given
specimen in grams, divided by means of its total quantity in cubic centimeters. The photo views
of specimen weighing in air and water are shown in Figures 3.4 to 3.5.
Figure 1 Specimen Weighing in Air
Figure 2 Specimen Weighing in Water
The standard procedure for determining the bulk specific gravity of compacted asphalt concrete
includes weighing the specimen in air and water. Based on the absorption of the specimen, there
are two slightly different laboratory techniques are used to determine this. For low absorption
(less than 2.0%), saturated surface-dry specimens are used (AASHTO T 166). For specimens
having excessive absorption, paraffin-covered specimens need to be used in the specific gravity
dedication (AASHTO T 275).
The bulk specific gravity (density) of each compacted specimen (Gmb) is determined as per
(AASHTO T 166) and ASTM (D2726).
[ ( ) ] ( 10)
And
[ ] ( )
Where,
Wa = Mass of dry specimen in air
Ww = Sub merged mass of the specimen
Ws = SSD mass of the specimen
In this study, the equation 3.11 is used to determine Gmb.
 Theoretical Maximum Specific Gravity (Gmm) of loose Asphalt Concrete Mixtures

During calculating the theoretical maximum specific gravity the asphalt concrete mixture should
be contained zero percent air void. It is an important design parameter to design asphalt concrete.
it's miles one of the maximum difficult tests achieved in paving substances laboratories. Like
bulk precise gravity, theoretical maximum specific gravity in and of itself does no longer have an
effect on the overall performance of a paving combination. However, it is essential in
determining volumetric factors that are good signs of performance, such as air void content and
VMA. The photo view of loose asphalt concrete and air releasing from loose mixtures are shown
in figures 3.6 and 3.7.
Figure 3 Loose Asphalt Concrete
Maximum specific gravity is determined by means of measuring the specific gravity of the loose
paving combination, after eliminating all the air entrapped within the mixture through subjecting
the combination to a partial vacuum (vacuum saturation). The unfastened mix is prepared by
using gently heating the pattern in an oven till it may be without difficulty broken apart. The
mixture is then eliminated from the oven and occasionally stirred even as cooling, to ensure that
it stays broken up as a whole lot as feasible into separate debris of asphalt-coated aggregate.
After figuring out the load in air of the pattern, it's far placed in a tared, calibrated vacuum
container. The container is then related to a vacuum pump, and the strain inside the container
steadily decreased to 30 mm Hg or much less about 4% of ordinary atmospheric stress.
Figure 4 Air Releasing from Loose Mixtures

This partial vacuum is saved for 5 to 15 minutes, and the field is now and again tapped or rolled
to help release entrapped air from the loose combination. The vacuum is then carefully released,
the container topped off with water to the calibration mark, and the burden of the box, specimen,
and water determined. This partial vacuum is kept for five to fifteen minutes, and the container is
from time to time tapped or rolled to help release entrapped air from the free aggregate. The
vacuum is then cautiously launched, the container topped off with water to the calibration mark,
and the burden of the container, specimen, and water decided. The theoretical maximum specific
gravity of the specimen is calculated using the following formula:
[ ] ( )
Where,
A = Mass of dry specimen in air
D = Mass of pycnometer filled with water at test temperature
E = Mass of pycnometer filled with the specimen and water
 Bulk Specific Gravity of Aggregate (Gsb)

The Asphalt Institute recommends the Bulk Specific gravity of Aggregate obtains using the
following equation:
( )
Where,
P1, P2, P3 = percentage by weight of coarse aggregate, fine aggregate, and mineral filler
respectively.
g1,g2, g3 = specific gravity of coarse aggregate, fine aggregate, and mineral filler respectively.
 Effective Specific gravity of Aggregate (Gse)

The Asphalt Institute recommends the Effective Specific gravity of Aggregate obtains using
the following equation:
(3.14)
Where, Pmm = total loose mixture (percentage by total weight of mixture = 100 percent)
Pb = asphalt (percentage by total weight of mixture)
Gb = specific gravity of asphalt
 Asphalt Absorption of the Aggregate (Pba)

It is the portion of the total asphalt content that remains as a coating on the outside of the
aggregate particles after a portion of asphalt is lost by absorption into aggregate particles The
Asphalt Institute recommends the effective asphalt absorption of the aggregate obtains using the
following equation:
( )
( )
 The Percentage of Voids in the Mineral Aggregate (VMA) in the compacted paving
mix
Voids in the mineral aggregate (VMA) denotes to area between combination particles in an
asphalt concrete aggregate. VMA is also often used to signify loose aggregate, but it's which
means is the same as the extent percentage of space between aggregate particles. VMA is
arithmetically identical to the air void content plus the effect binder content with the aid of
volume. Consequently, developing a single design air void content (including the 4.0% utilized
in outstanding-pave combinations) after which controlling VMA is the same as controlling
effective binder content. A few engineers and organizations have proposed that VMA have to be
described as a total binder content material plus air void content material, each with the aid of
quantity. The simplest gain to the use of this definition is that it makes aggregates with excessive
absorption appear to be more within your means than they're, considering that defining VMA on
this manner consists of the big quantity of binder absorbed by means of such aggregate.
The Asphalt Institute recommends VMA obtains using the following equation:
( )
Where, Ps = aggregate ( percentage by total weight of mixture)

 The Percentage of Air Voids in the Compacted Paving Mix
The small pockets of air that exist in the asphalt binder and among aggregate debris in asphalt
concrete. Air void is an important parameter to design HMA. Designing and preserving the right
air void content in HMA and different mix kinds are vital for several reasons. whilst air void
contents are too excessive, the pavement may be too permeable to air and water, resulting in
significant moisture damage and fast age hardening. while air void contents are too low, the
asphalt binder content material can be too excessive, resulting in a mixture susceptible to rutting
and shoving.
It should be underlined that the design range of air voids ( 3 to 5 percent) is the extent looked-for
after numerous years of traffic. This layout air void variety will typically be achieved if the mix
is designed at the correct compactive effort and the percent air voids after production are about 8
percent. A few consolidation with traffic is anticipated and favored. Issues can occur if the very
last air void content is above 5 percent or if the pavement is built with over eight percent air
voids to begin with. Brittleness, untimely cracking, raveling, and stripping are all viable beneath
those conditions.
The Percentage of air voids in a compacted paving mixture consists of the small air spaces
between the coated aggregate particles. The Asphalt Institute recommends Pa obtains using the
following equation:
( )
 The Percentage of Voids Filled with Asphalt (VFA)

The voids in the mixture are generally filled with asphalt and the term is defined as VFA. VFA
is directly related to the durability properties of aggregate. However, A few engineers have
proposed that fatigue resistance increases with increasing VFA.
The Asphalt Institute recommends the percentage of voids filled with asphalt (VFA) obtains
using the following equation:
( )
Where,
VMA = Voids in the Mineral Aggregate
Va = Air Void (%)
3.5.3 Stability-Flow Test (Marshall Method)
In Marshall technique uses wellknown test specimens of sixty four mm height and 102 mm in
diameter. The Marshall stability-flow test measures the most load resistance and corresponding
deformation (or flow) of a standard test specimen at 60 oC whilst subjected to a load by means
of a preferred take a look at method. It is meant to simulate pavement failure underneath the
worst situations expected in field conditions. Loading is accomplished with the specimen lying
on its side in a split loading head at a constant rate of deformation, 51 mm/min until failure
takes place. The full range of kilo-Newton’s (kN) required to provide failure is recorded as the
Marshall stability value. The deformation (or flow) at most load is recorded and expressed in
units of 1/100 in..
Figure 5 Specimen Testing in Stability Tester Machine

Density Void Analysis

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Percent (by weight) Aggregate Type

Passing Sieve Retained on Coarse Fine Mineral Filler

Sieve size Wt. Wt. Cumulative wt. %

Density Voids Analysis

 Bulk Specific Gravity (Density) of the Compacted Specimen (Gmb)

Figure 2 Specimen Weighing in Water

Wa = Mass of dry specimen in air

Ww = Sub merged mass of the specimen

Ws = SSD mass of the specimen

In this study, the equation 3.11 is used to determine Gmb.

 Theoretical Maximum Specific Gravity (Gmm) of loose Asphalt Concrete Mixtures

Figure 4 Air Releasing from Loose Mixtures

 Bulk Specific Gravity of Aggregate (Gsb)

 Effective Specific gravity of Aggregate (Gse)

Gb = specific gravity of asphalt

 Asphalt Absorption of the Aggregate (Pba)

Where, Ps = aggregate ( percentage by total weight of mixture)

 The Percentage of Voids Filled with Asphalt (VFA)

Va = Air Void (%)

3.5.3 Stability-Flow Test (Marshall Method)

Figure 5 Specimen Testing in Stability Tester Machine

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