27 November 2018

Subject: Kandhal Q and A Series on “Asphalt in India” (Part 5) – Aggregates in

Bituminous Mixes in India

Dear Highway Colleagues:

I had solicited questions from you on “Asphalt in India” so that I can attempt to answer them.
This is Kandhal Q and A Series on “Asphalt in India” (Part 5) – Aggregates in Bituminous
Mixes in India.
Aggregates constitute 94-95 percent by weight of the bituminous paving mixes. Therefore, their
properties are very important to the performance of bituminous pavement. I had the privilege of
leading the most comprehensive ever research project on aggregates in the US, which was
published in the National Cooperative Highway Research Project (NCHRP) Report 405, 1998.
Many questions from you have been lumped together to make this Q and A comprehensive.

Question
The combined Flakiness and Elongation Index of an aggregate proposed for a highway
project exceeds 35%, the maximum specified in MORTH Specifications. How can it be
reduced?
Answer
You should consider changing the type of crusher in the quarry. Normally, impact type crusher
produces cubical particles and minimal flaky (flat) and elongated aggregate particles.

Question

Are two separate test samples are used in India to determine the flaky (flat) and elongated
particles in each aggregate size fraction?

Answer

No. A single test sample containing at least 200 aggregate particles form each size fraction is
used for both. First, the flaky particles are identified; removed from the test sample; and their
percentage by weight of total sample is determined. Then, the remaining test sample is
evaluated for elongated particles and their percentage determined. Both indices are then added
numerically to give the combined flakiness and elongation index. [Refer to IS:2386 (Part 1)].

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Question

Sand Equivalent Value of fine aggregate has been determined to be 26 percent, which is
significantly below 50 percent minimum specified by MORTH. How it can be increased?

Answer

Sand Equivalent Test evaluates the amount of detrimental, claylike material in the fine
aggregate. The presence of such material as coating around the aggregate particles can induce
stripping in the bituminous mix. This type of material is not produced when aggregate is crushed.
Most likely the origin of claylike type material is: (a) overburden in the quarry which has not
been removed fully or (b) presence of some undesirable vein(s) in the rock formation which
contains such claylike material. Obviously, the quarry should be examined for such potential
origins.

Question

Water absorption of an aggregate proposed for use in bituminous mix is 3.2 percent which
exceeds 2 percent maximum in MORTH Specifications. What is the problem in using this
aggregate?

Answer

If the other quality tests such as toughness and soundness are satisfactory and the increased
bitumen absorption is accounted for in the Marshall Mix Design, there is no technical problem in
using this aggregate in the bituminous mix. Specifications have to draw a line somewhere (2
percent in this case). However, project engineers can make exceptions based on economics and
logistics.

In the US, each state has its own specification for water absorption based on the aggregates
available in that state. About 30 percent states have aggregate water absorption requirement of 4
or 5 percent maximum. Some states have used water absorption specifications to prevent the use
of the so-called “undesirable” aggregate. However, no significant research data is available to
indicate any relationship between the water absorption and the performance of bituminous
pavement.

Take the example of blast furnace slag which can have water absorption close to 4 percent but
still produces acceptable bituminous mixes. No contractor would like to use absorptive
aggregates intentionally because it would increase the optimum bitumen content and therefore
the cost of bituminous mix; bitumen being very expensive at the present time.

Question

MORTH specifies one of the two tests for evaluating the strength of aggregate: Los Angles
Abrasion Value or Aggregate Impact Value. Which test you prefer and why?

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Answer

I prefer the Los Angles Abrasion Test which better simulates the handling and processing of
aggregates during production of bituminous mix in a hot mix plant. For example, in the rotating
dryer drum of the hot mix plant aggregate particles rub (abrade) against each other and impact
each other. This is what happens in the rotating LA Abrasion Machine with steel balls in it. On
the other hand, in the Aggregate Impact Test the aggregate sample in a mould is simply impacted
(shattered) by a falling hammer. This does not happen in real life. I believe the Aggregate Impact
Test should be deleted from the specifications.

Question

MORTH Specifications do not allow the Los Abrasion loss to exceed 30 percent for coarse
aggregate. What about an aggregate proposed for a project, which has LA loss of 42
percent?

Answer

As mentioned earlier, MORTH Specifications like any other specifications have to draw a line
somewhere. However, each state in the US has its own LA Abrasion Loss requirement based on
available aggregates and their performance in the field. LA Abrasion Loss requirements
generally range from 30 to 50 percent maximum for bituminous surface courses in the US. A few
states even specify 55 or 60 percent maximum. The State of Georgia specifies 60 percent
maximum for its granite, quartzite, gravel and slag aggregates. Georgia has one of the most
smooth and durable roads in the US. Although India is one-third in size compared to US, it is
still a very large country with all kinds of rocks available similar to US.

I believe we should increase the LA Abrasion Loss from 30 percent to 45 percent maximum.
Therefore, the aggregate with LA Abrasion Loss of 42 percent proposed for the project should be
acceptable if it meets all other quality requirements.

Question

Do we have to add mineral filler such as hydrated lime or Portland cement in all
bituminous mixes?

Answer

Not necessarily. Most hot mix plants (at least in the US) collect the stone dust in the baghouse.
This stone dust which is a good mineral filler, is added back to the mix. Usually, excessive stone
dust is collected in the baghouse, part of which has to be disposed off by suitable means. In such
cases, there is no need to procure any mineral filler such as hydrated lime and Portland cement.
However, if the designed bituminous mix fails the stripping test (in terms of tensile strength ratio
lower than 80 percent specified in MORTH Specifications), it is recommended to add about 2

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percent hydrated lime. This hydrated lime would substitute part of the stone dust being added to
the mix. Besides being a good anti-stripping agent with long-term effectiveness, hydrated lime
also acts an anti-oxidant (anti-aging) for bitumen. Hydrated lime is far better than Portland
cement which in turn is no better than stone dust.

If you would like to learn a lot more about aggregates in bituminous paving mixes, please read
Chapter 2 on aggregates in the first ever textbook cum reference book, “Bituminous Road
Construction in India” authored by me and published by Prentice Hall of India (PHI) in 2016.

The book is priced Rs. 525 only. However, you can purchase it for Rs. 367 by availing 30%
publishers’ discount on line at www.phindia.com. You can also call Mr. Balamurugan of PHI
Learning at 93136-53324 to place order. This book is also available on www.amazon.in at
reduced price.

Regards,
Prof. Prithvi Singh Kandhal
Jaipur
pkandhal@gmail.com

“American roads are good not because America is rich, but America is rich because
American roads are good.” - John F. Kennedy

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About the Writer
Prof. Prithvi Singh Kandhal is Associate Director Emeritus of the National Center for Asphalt
Technology (NCAT) based at Auburn University, Alabama, U.S.A. NCAT is the largest asphalt
(bitumen) road technology center in the world.

Prior to joining NCAT in 1988, Prof. Kandhal served as Chief Asphalt Road Engineer of the
Pennsylvania Department of Transportation for 17 years. He is the first person born outside
North America, who has held the following three national and international very prestigious
positions in the asphalt road technology area:

 President, Association of Asphalt Paving Technologists (with members from all

continents in the world)
 Chairman, American Society for Testing and Materials (ASTM) International Committee
on Road Paving Standards (responsible for over 200 standards used worldwide)
 Chairman, US Transportation Research Board Committee on Asphalt Roads

Prof. Kandhal has published over 120 technical papers and has co-authored the first ever
textbook on asphalt road technology, which is used by more than 25 universities in the U.S. He
has travelled to various countries in Europe, South America, Middle East, China, Vietnam,
Japan, Singapore, and Australia to provide training and consulting services in asphalt (bitumen)
technology.

Prof. Kandhal has been a practicing highway engineer in India for over 20 years and in the US
for 30 years. Recently he has drafted many standards for the Indian Roads Congress including
specifications for dense graded bituminous mixes, stone matrix asphalt, and readymade pothole
patching mix. He was also instrumental single-handedly in introducing viscosity grading of
bitumen in India in lieu of penetration grading in 2005. He has now published in July 2016 the
first ever textbook cum reference book, “Bituminous Road Construction in India”.

In August 2011, Prof. Kandhal was inducted on the “Wall of Honour” established at the largest
asphalt road research center in the United States. In April 2012, he received the “Lifetime
Achievement Award in Asphalt Road Technology” from the International Association of Asphalt
Paving Technologists during their annual banquet held in Austin, Texas, USA.