+

DEDAN KIMATHI UNIVERSITY OF TECHNOLOGY

PRIVATE BAG DEDAN KIMATHI, NYERI, KENYA

codcivilengineering@dkut.ac.ke, +254794773397

SCHOOL OF ENGINEERING

DEPARTMENT OF CIVIL ENGINEERING

Modelling Density Variation with Compaction Temperature and Compaction Effort

Requirements of Hot Mix Asphalt Concrete

STUDENTS:

KIPNGETICH EVANS E024-01-0841/2017

KIBET IAN KIRUI E024-01-0847/2017

SUPERVISOR: Dr. Kiplagat Chelelgo.

 A research proposal submitted in partial fulfillment of the requirements for the award of the
degree of Bachelor of Science in Civil Engineering of Dedan Kimathi University of
Technology

2021

DECLARATION
“We, Kipngetich Evans and Kibet Ian Kirui, declare that this project proposal entitled,
“Modelling with density variation and compaction effort requirements” submitted in partial
fulfillment of the degree of Bachelor of Science in Civil Engineering, is a record of original work
carried out by us under the guidance of Dr Kiplagat Chelelgo , and has not formed a basis for the
award of any other degree or diploma, in this or any other institution or university in line with
the ethical practice in reporting scientific information, due acknowledgements have been made
wherever the findings of others have been cited.”

Name: KIPNGETICH EVANS

Signature: ………………. Date: …………………………

Name: KIRUI IAN KIBET

Signature: ………………. Date: …………………………

LIST OF TABLES

Table 1: work Plan.........................................................................................................................17

Table 2: Proposed Budget.............................................................................................................................................17
ABBREVIATIONS

HMA-Hot Mix Asphalt

AC-Asphalt Concrete

VMA- Voids of Mineral Aggregates

VTM- Voids of Total Mixture

VFB- Voids Filed with Bitumen

RC-Relative Compaction

OBC-Optimum Binder Content

DOC-Degree of Compaction

IC- Intelligent Compaction

Gmm-Theoretical maximum specific gravity of the mix

Gmb-Bulk specific gravity of the Mix

Vv-Volume of voids
MSA- millions of standard axles
CHAPTER ONE: INTRODUCTION

Hot mix asphalt is a combination of approximately 95% stone aggregates bound together by
cement using a binder mostly bitumen(Martinho et al., 2018). Hot mix asphalt is being used in
the country due to their ability to carry heavy axial loads, durability and high resistance to wear
and tear. However, with increased traffic load and density has resulted in decreased pavement
life which is associated with problems such as fatigue life, rutting and cracking among
others(Mugume, 2020). In addition to mixture composition in asphalt mixture and its reduced
effects due to axial loads, inadequate compaction of the pavement layer may also bring about
pavement distress(Salam Al-Ammari et al., 2019).

Compaction is the process by which the volume of an asphalt mixture is reduced leading to an
increase in unit weight of the mixture and interlock between aggregates and particles(Zaltuom,
2018). The compaction process is influenced by many factors including the properties of the
mixture, environmental variables, condition at lay down site and method of compaction(Gao et
al., 2014). The compaction of asphalt mixtures has a major impact on their performance.
Insufficient compaction may lead to distress in pavement layers such as premature rutting,
moisture damage and excessive aging even if all the design characteristics are met(Karacasu &
Akalin, 2017). The pattern and method of compaction is also influencing the mechanical
properties of asphalt pavement performance(Kassem, Scullion, Masad, Chowdhury, et al., 2012).

In recent times studies on the effect of compaction of asphalt pavement has focused on three
main sections that is the relationship between field compaction and lab compaction, the factors
affecting the uniformity of asphalt pavement compaction and the use of intelligent compaction
(IC) for the purposes of monitoring and controlling field compaction in real time.(Imran et al.,
2017)

The intelligent compaction (IC) process has drawn attention to researchers and engineers as it
can be used as a tool to control the degree of compaction of asphalt layer under different
temperatures(Hu et al., 2019). The concept of IC is based on using rollers that can adjust its
compactive effort to produced asphalt pavement with the desired stiffness(Aodah & Chandra,
2018). However, it had the limitation in that the thin asphalt overlays being compacted could
hinder the IC from applying its intelligent features of applying more compactive effort when
needed(Kassem, Scullion, Masad, & Chowdhury, 2012). Currently there is no relationship
linking the compaction effort to the pavement density as a result of differential temperature and
most of it is determined by trial and error which is erroneous, expensive and time
consuming(Kassem, Scullion, Masad, Chowdhury, et al., 2012). There is thus a need to develop
a model dissenting the relationship between the temperature differential and density of asphalt
mixture which will then dictate the amount of compaction force to be applied to the pavement
layer at varying temperature to achieve a uniform pavement layer with uniform density. This
then forms the basis of this research.

PROBLEM STATEMENT
The degree of compaction and its corresponding temperature difference has a significant effect
on the performance of the asphalt layer(Saedi, 2012a). Providing all the desired mixture
characteristics without adequate compaction could lead to a failure of the pavement
layer(Mugume, 2020). In actual practice the compaction to achieve a desirable density at
different temperature condition is achieved by trial and error. This has the disadvantage that it is
expensive and time consuming(Kassem, Scullion, Masad, Chowdhury, et al., 2012).Asphalt
mixture is also temperature sensitive material. Hence its operational performance and mechanical
properties will also change drastically with change in temperature(Zhao et al., 2018). Regarding
this, to improve the mechanical properties of asphalt pavement by controlling the compaction
effort to maintain the density at different temperature conditions will be key to a long-lasting
pavement surface especially during asphalt pavement compaction.

This study aims to provide a better understanding of the modelling aspects HMA and has the
potential to lead to the development of more general integrated approaches to performance
prediction and design improvement of pavements such as the IC systems.

JUSTIFICATION OF THE STUDY

Extensive network of roads of high quality is essential for trouble-free road transport, which is
the most widely-used mode of transport all over the world(Ivanová & Masárová, 2013) .The
construction of asphalt pavements is an expensive venture forming a substantial amount of the
total road construction cost. When a substantial cost of countries budget is spent on roads then
the roads must be durable to justify the economic investment(Oduola, 2010).Kenya has
continued to allocate more than 71B shillings annually for the purpose of road construction and
maintenance. This cost has been increasing rapidly from year to year due to fast depletion of
natural construction materials, high cost of land acquisition and increase in traffic
loading(Macharia & Paul, 2019)

As a way of improving the mechanical properties of asphalt mixtures the compaction

temperature and compaction effort are key for a uniform density asphalt layer. The compaction
temperature influences the workability of asphalt mixtures(Rahmat et al., 2019b). Compaction
below the compaction temperature may bring reverse effects on the HMA properties such as
stripping. This thus may cause cracking of the asphalt layer(Youness Ahmed, 2007).The density
of asphalt pavement is much related to the temperature characteristics of asphalt. According to
(Hall, 2010) temperature differentials can lead to 20 to 80% of pavement failure. The importance
of temperature effects play a significant role in asphalt road performance and the pavement
engineers therefore need to exercise tremendous care in taking into considerations all factors that
could result in untimely or premature failure and unsavory conditions to asphalt roads with its
attendant losses to road users, government, and other stakeholders, of which temperature is
paramount(Oduola, 2010).This then forms the basis of this study as it tries to identify a
mathematical model which shows a relationship between compaction temperature differential
and pavement density for optimum performance of asphalt pavement.

RESEARCH OBJECTIVES
GENERAL OBJECTIVES
The general objective of this study is to develop a mathematical model showing a relationship
between density variation with compaction temperature and compaction effort requirements.

SPECIFIC OBJECTIVES
1. To carry out Marshall mix design for asphalt concrete type 1 with 0/20 gradation
2. To determine engineering properties of asphalt concrete specimens molded using same
compaction effort at different compaction temperatures
3. To determine engineering properties of asphalt concrete specimens molded at varying
compaction effort at different temperatures.
4. To determine moisture absorption of the lab specimen molded at different compaction
temperature.
LIMITATION OF THE STUDY
The modelling of asphalt mixtures is rather extensive and complex. Thus, it will be too ambitious
to attempt to solve the issues of the whole field in a single research project. This research will be
limited to deducing results from a dense graded mixture. Isothermal conditions will also be
assumed in the laboratory compaction process. It is expected that the results will work for other
type of bituminous mixtures.

SIGNIFICANCE OF THE STUDY

Asphalt pavement materials which include aggregates and filler bounded together by a binder
have a role to play during the entire pavement life as they bear stresses from the environment and
the ever-increasing traffic load in terms of millions of standard axle MSA resulting from heavy
trucks

The service life of pavement greatly depends on the construction methodology as well as the
materials used for construction. In order to achieve a long lasting pavement asphalt binder needs
to maintain its engineering properties in a wide range of service temperatures (Shanbara et al.,
2020)

Other than the materials, the compaction is also one of the major issues in dense-graded mixture
production and an important criterion in producing a good quality of asphalt pavement(Rahmat
et al., 2019b). This is because a proper compaction temperature will produce better aggregates
coating or workability which aid in achieving well performed pavement. In addition, compaction
temperature affects the level of aging and influence the mixture structure and density(Lee et al.,
2008). With the development of a new model that dissents the relationship between temperature
differentials and pavement density that will enhance pavement performance in terms of its
resistance to fatigue, rutting, moisture susceptibility and creep will definitely be achieved. In
turn, these benefits will assure a durable and sustainable pavement thus reducing the frequency
of maintenance and rehabilitation thus reducing the associated cost(Reddy et al., 2019).
Similarly, with the adoption of this model into the civil engineering field will take control and
eliminate the usual practice of using trial and error method commonly used in the
field(Mirzanamadi et al., 2018)
CHAPTER TWO: -LITERATURE REVIEW
INTRODUCTION.
Asphalt mixes are used in the surface layer of road and airfield pavements. It consists of well
graded mixture of coarse aggregates, fine aggregates and filler bound together with straight-run
bitumen. The Asphalt mixture used in construction of pavements are classified either by their
methods of production or by their composition and characteristics. Based on the composition and
characteristics the asphalt concrete mix can be classified into two broad categories; hot mix
asphalt (HMA) and stone mastic asphalt (SMA). HMA can further be classifies as either dense
graded mix or open graded mix.

Dense graded HMA refers to the bituminous mixture that contains large variety of particle sizes
which enable them spread effectively through the asphalt concrete mix. They have relatively
lower void ratio after placement and compaction compared to that of open graded HMA mix.
Open graded HMA mix refers to the bituminous mixture with large amount of course aggregates
and very small amount of fine aggregates. They have relatively high air void after placement and
compaction as compared to dense graded HMA. They are used where high permeability is
desirable. Dense graded HMA is the most used type of asphalt concrete owing to its suitability
for many types of traffic conditions.

Hot Mix Asphalt (HMA) pavement is the most commonly constructed asphalt due to its high
durability, solid production, temperature control, moisture and quick provision for traffic
crossings(Saedi, 2012b). It is designed to support the traffic loads for 10 to 20 years (Rahmat et
al., 2019a; Zaltuom, 2018). However, these roads are not able to carry the load over the specified
design life due to severe pavement damage and major road maintenance works. Improper road
works practices have been identified as main causes of poor performance of asphalt pavements.
(Rahmat et al., 2019a) The quality control of constructed roads with this method is carried out by
measuring volumetric properties of HMA Marshall samples. Compaction temperature is one of
the most important parameters that has a critical role in changing these volumetric properties
(Saedi, 2012b). According to the ASTM D 6926, (standard practice for preparation of bituminous
specimens using Marshall Apparatus) the compaction temperature is defined as the temperature
in which bituminous should be heated to produce viscosities of 0.28 ± 0.03 Pa.s

There has been a lot of technological and qualitative problems arising in the use of asphalt
pavements attributed to high traffic density, high speed and heavy load traffic. One of the factors
that affect the pavement performance that is of great concern is pavement density and is
attributed to the construction methodology. Thus, proper construction methodology is critical in
achieving a durable pavement. One of the techniques employed to achieve a durable pavement
with longer service life is modifying construction methodology to achieve a uniform pavement
density over the entire span of the pavement.

Asphalt pavement materials

Aggregates in asphalt mixtures comprises about 95% by weight of the mix. Proper aggregate
gradation, strength, shape and toughness are necessary for mixture stability. The asphalt binder
component makes up about 5-6% of the total asphalt mixture. Its primary goal is to coat and bind
the aggregate particles together. It also consists of mineral filler which improve the density and
strength of an asphalt mixture. Typical composition in an asphalt is about 3% by weight of total
mix. At least 65% of the mineral filler particles should pass the 0.075m sieve and all should be
passing 0.060mm sieve.

COMPACTION OF ASPHALT PAVEMENTS.

Compaction is defined as the process by which the volume of an asphalt mixture is reduced,
leading to an increase in unit weight of the mixture and interlock between aggregate particles.
The level of compaction of asphalt mixtures influences their performance. Insufficient
compaction leads to several pavement distresses in asphalt mixtures, which include premature
permanent deformation or rutting, excessive aging, and moisture damage, even if all desirable
mixture design characteristics are met. Excessive compaction on the other hand can will to
fracturing of aggregates and thus increasing moisture damage
Compaction influences the performance of asphalt mixtures by affecting the number of voids
which has an effect on the pavement density. Increase in air voids reduces the pavement density
whereas the decrease in air voids has an effect on increasing the pavement density and reducing
permeability. Previous study by (Linden et al., 1989) showed that for every 1% increase in air
voids above the base air void level of 7% tends to produce about a 10% loss in pavement
life
(Zaltuom, 2018) investigated the effect of air voids on the asphalt pavement life and found that
the quality of compaction is important to the performance of asphalt pavement. It was observed
that high level of air voids results in a high expectations of moisture flow within mixtures. It was
also noted that increase of air voids in asphalt mixture by 1% than that of design causes 35%
decrease of pavement fatigue life and double the permeability.
THERMAL BEHAVIOR OF ASPHALT PAVEMENT DURING COMPACTION
Asphalt binder being a thermoplastic material is highly sensitive to temperature. High
temperatures make them fluid enough to coat aggregates and they need to remain hot enough to
minimize resistance as the asphalt-aggregate mixture is compacted in the lab or on the road.
Compaction is a densification process where the air voids are reduced by packing aggregates
closer to each other hence reducing permeability. It is affected by asphalt viscosity because
moving of aggregates requires flow of the asphalt binder films connecting the aggregates. Higher
viscosity results in more resistance to packing due to resistance to flow. Thus, compaction is a
function of temperature and appropriate mixing and compaction temperature are an aid in
achieving complete aggregate coating and adequate field density.
(Rahmat et al., 2019b) evaluated the effect of compaction temperature of the performance of
dense graded asphalt mixtures. Results from his study revealed that different compaction
temperatures affect the volumetric properties of dense-graded asphalt mixture. This can be seen
from the percentage of VTM and VMA that increased, while percentage of VFB decreased with
the increase in compaction temperature. In addition, it was noted that increase in compaction
temperature has an effect in increasing the density of the mix, Marshall Stability, resilient
modulus and creep modulus which describe the better performance of dense-graded asphalt
mixture.
(Luxman et al., 2019) conducted a similar study to evaluate the performance of porous asphalt
compacted at different temperatures. Based on the results of his study, it was concluded that the
different compaction temperature has consequences for the resulting density and mechanical
properties. The reduction in compaction temperature was found to increase the air void content
and reduced the density. The decrease in compaction temperature was also found to decrease the
resistance of the porous asphalt against abrasion loss, permanent deformation and moisture
susceptibility.
In a study conducted by (Kassem, Scullion, Masad, & Chowdhury, 2012) on Comprehensive
evaluation of compaction of asphalt pavements and a practical approach for density prediction, it
was revealed that compaction temperature had a great effect on compaction irrespective of
mixture type, HMA or WMA. On average, there was a 10% increase in the measured percent air
voids per 30°F reduction in the compaction temperature.
In a study by (Saedi, 2012b) on Mix Assessment of Compaction Temperatures on Hot Asphalt
(HMA) Properties, it was found that the temperature has significant impression on hot mix
asphalt properties. It was noted that increasing compaction temperature increases the density, but
there is a limitation for this increase and afterwards density will be decreased where the
limitation from his study was found to be 145 °C.
A study by (Delgadillo & Bahia, 2008) indicates that the field compaction processes for the
projects happened at temperatures between 125 and 60°C. The majority of densification was
achieved, however, at temperatures above the 70–80°C range. It is observed that when the
temperature is dropped from 135 to 90°C, the viscosity of the binder can increase between 20
and 30 times which then affects compaction.
A similar study by (Ismail et al., 2019) investigated the properties of dense-graded asphalt
mixture compacted at different temperatures. Based on the results of his study it was revealed
that the reduction in compaction temperature decreases the DOC, VFB, stability and stiffness.
On the other hand, compaction at higher temperature gives highest performance among all as
observed at 152°C. Based on the monitored cooling time, the compaction work according to this
study must be completed within 1 hour after the mixing process if exposed to the ambient
temperature.
A study by (Youness Ahmed, 2007) presented that the value OBC determined by Marshall
method is significantly affected by laboratory compaction temperature of asphalt mixtures. It
was found that at compaction temperature (80°C) OBC is higher with about 10 % than that
which compacted at (140°C), while asphalt mixture compacted at (110°C), is higher with about
2% only. It was further observed that VTM, RC and VMA are significantly affected by the
compaction temperature.
In a discussion by (Oduola, 2010) on the effect of temperature and pressure on hot mixed asphalt
compaction on both field and laboratory study they indicate the need for further investigations on
the effect of temperatures on various types of asphalt on both conventional asphalts or modified
asphalts to obtain a proper recommendation on compaction temperature that will guarantee the
specified density for optimum performance of asphalt pavement. This is intended to harmonize
the specifications on the effects of temperature requirements in compaction to ensure asphalt
density criteria and thus guarantee durable performance of asphalt roads.

Temperature differentials during placing and compaction has an effect of reducing the pavement
service life.(Muench & Willoughby, 2006) observed from the results of his study conducted at
identifying failures resulting from effects of temperature differentials on asphalt concrete that the
temperature differentials can lead to as much as 20 to 80% reduction in the pavement life. It was
further observed that the cooled areas of the asphalt mat had low density when compacted due to
higher concentrations of air voids and open surface textures making such areas susceptible to
early deterioration.
LITERATURE REVIEW SUMMARY AND RESEARCH GAP
Asphalt Concrete (AC) is a sensitive civil engineering material used in construction of asphalt
pavements.AC is an expensive composite material used extensively for the construction of
pavements all over the world. The service life of pavement greatly depends on the construction
methodology as well as on the materials used for construction.AC material do not have
warranties in performance and thus a need to develop a durable high-level flexible pavement that
can withstand the ever-increasing traffic axle loads. This has become the basis for efforts
towards enhancing the performance of AC mixtures by proper management of construction
works. One of the factors that affect the performance and is of great concern is the pavement
density. When the asphalt layer density is too low, several damaging phenomena may occur.
Previous studies indicate that low densities are correlated with high permeability which may lead
to other damaging problems such as moisture damage.
Compaction is one of the important steps in pavement construction that significantly affects the
quality and long-term performance of asphalt pavement. Several factors related to the
environment, construction works and the properties of asphalt mixture influence compaction of
asphalt pavement. Therefore, continuous control of compaction practice is needed in order to
obtain adequate density uniformly throughout the pavement. Efficient compaction leads to
reduction in pavement distresses, such as premature permanent deformation, excessive aging,
and moisture damage. Thus, there is correlation between the degree of compaction and the
performance of the asphalt concrete pavement.(Imran et al., 2017; Kassem, Scullion, Masad, &
Chowdhury, 2012; Kassem, Scullion, Masad, Chowdhury, et al., 2012; Linden et al., 1989)
Compaction of asphalt pavement is influenced by several factors related to the environment and
more importantly temperature during placing and compaction. It has been observed from
previous studies that the temperature during compaction has an effect on the binder viscosity of
the asphalt mixture which in turns affects the volumetric properties and compatibility of the
asphalt mixture. The compaction temperature was found to have a great effect on compaction
irrespective of mixture type.(Bode, 2012; Delgadillo & Bahia, 2008; Hayat et al., 2019; Hossain
et al., 2020; Ismail et al., 2019; Kassem, Scullion, Masad, Chowdhury, et al., 2012; Luxman et
al., 2019; Mahoney et al., 2018; Oduola, 2010; Qian et al., 2020; Rahmat et al., 2019b; Saedi,
2012b; Youness Ahmed, 2007)
The continuous fluctuation in mix temperature during placing and compaction is the primary
factor that makes prediction of the ultimate pavement density of the mix when rolling is
completed so difficult. This is because as HMA temperature decreases the asphalt binder
becomes more viscous and resistant to deformation resulting in smaller reduction of air voids.
Continuous control of compaction effort as well as compaction temperature is needed in order to
obtain adequate density uniformly throughout the pavement. Good construction practices may
eliminate damage due to temperature differentials.(Mahoney et al., 2018)
Previous studies indicate that there is limited understanding of compaction temperature dynamics
and lack of a computationally tractable mathematical model which hamper the development of
such continuous control technologies. It is therefore important to develop a relationship model
between the temperature differential and pavement density and achieve understanding of the
extent to which compaction effort can compensate for the effects arising thereof.
CHAPTER THREE: -METHODOLOGY
INTRODUCTION
The main objective of this study is to develop a mathematical model showing a relationship
between density variation with compaction temperature and compaction effort requirements of
hot mix asphalt concrete

MATERIALS
Materials required includes coarse aggregates, fine aggregates, bitumen binder and lime as
mineral filler.

TESTS
Two categories of test will be conducted. First, aggregates physical properties will be determined
by aggregate gradation and specific gravity tests conducted in accordance to ASTM C 136 and
ASTM C 127 respectively. Bitumen to be used will be of 80/100 penetration grade. Secondly are
the tests on prepared specimens of bituminous mixtures. These tests include Marshall Stability
and flow, and Marshall Immersion strength tests conducted in accordance to ASTM D1559 and
AASHTO T 283 respectively.

RESEARCH TASKS
The following tasks will be carried out in order to achieve our objectives: Construct a number lab
test specimens using same asphalt mixtures and same compaction method at different
compaction temperature; Construct a number lab test specimens using same asphalt mixtures,
same compaction method, same temperature but different compaction effort; Monitor and record
different volumetric and mechanical properties; Measure percent air voids in the specimens and
develop maps of air void distribution in the test specimens.
MARSHALL MIX DESIGN
Marshall mix design method will be used entirely for this study. Marshall mix design is chosen
owing to its relative simplicity, economical equipment and its proven record. Approximately
1200g of aggregates and filler are required to prepare a single specimen(Lv et al., 2018). OBC
will be determined from five specimens of conventional mix with binder contents at interval of
0.5% from 4.0% to 6.0%. The asphalt mixture specimens will be prepared by mixing aggregates,
mineral filler and bitumen 80/100 pen at temperature of 140℃ with OBC determined. This is
because 80/100 bitumen is softer and hence provide asphalt pavements with superior properties.
The penetration grade bitumen has a thermoplastic property which causes the material to soften
at high temperatures and to harden at lower temperatures. The samples will be compacted using
Marshall compactor at various temperatures i.e., 110℃, 120℃, 130℃, 140℃, 150℃ for 75
blows.

This study will prepare AC type 1 binder course with 0/20 gradations conforming to the
specifications outlined in the Kenya Road Design Manual, Part III.This choice of AC is guided
by its suitability to all traffic classes

The mix parameters of interest for this study are specific gravity Gt, bulk specific gravity of the
mix Gm, percent volume of bitumen V b, percent air voids Vv, percent voids in mixed aggregate
VMA and percent voids filled with bitumen VFB. The compacted specimens will then be
measured for volumetric properties, Marshall stability and flow as standardized by the American
Society for Testing Materials (ASTM).

The stability portion of the test will measure the maximum load supported by each test
specimens at a constant rate of 50.8mm/minute. Load will be applied to the specimens till failure
and the maximum load will be designated as the stability. During the loading, an attached dial
gauge will measure the plastic flow or deformation of each specimen due to the loading. Stability
correction will also be considered. Results will be recorded for later analysis.

AIR VOIDS OF THE SPECIMENS AND PAVEMENT DENSITY DETERMINATION

Theoretical maximum specific gravity is needed to calculate air void content; Thus, it is involved
in in-place air void determination during HMA pavement construction. Air void measurements
are used as a measure of compaction because compaction reduces the volume of air in HMA.
The volume of air voids in the compacted asphalt is calculated by comparing a test specimen’s
bulk specific gravity (Gmb) with its theoretical maximum specific gravity (Gmm) and assuming
the difference is due to air. In this study it will be computed by:

100(Gmm−Gmb)
Vv ¿
Gmm

MOISTURE ABSORPTION OF THE SPECIMENS

Having obtained the specimens for each of the categories of the mixes, three sample specimens
will be prepared for soaked and unsoaked conditions each. Unsoaked specimens will act as
control as the will be tested without moisture conditioning. The specimens will then be tested for
indirect tensile strength by loading the specimens at a constant rate and measuring the force
required to break the specimen. The tensile strength of the conditioned specimens is compared to
the control specimens to determine the tensile strength ratio (TSR).

WORK PLAN.
TABLE 1: WORK PLAN

` Time (weeks)

1 2 3 4 5 6 7
Activity Sourcing of materials; aggregates,
bitumen and mineral filler
Tests on materials
Determination of physical
properties of aggregates, bitumen
Marshall mix design; specimen
preparations, stability and flow
tests.
Marshall Immersion test for
moisture susceptibility
Data analysis and Research
Report
Final presentation

BUDGET
TABLE 2: PROPOSED BUDGET

SN Item Description Unit Quantity Unit Price Amount

(Ksh) (Ksh)
1 Materials Aggregates kg 145 1.50 217.5
MC 30 Bitumen kg 10 105.00 1050
2 Associated Transport Cost 1500
3 Stationeries Writing pads, printing and -- -- -- 1500
 photocopying charges
Preliminary Total 4267.5
CHAPTER FOUR: -EXPECTED RESULTS AND EXPECTED OUTCOMES
EXPECTED RESULTS
1. AC Type I binder course mixtures prepared by Marshall Mix design.
2. Degree of moisture absorption of the test specimens prepared at optimum binder contents
(OBC) by Marshall immersion test for different compaction temperatures as well as test
specimens with same compaction temperature but varying compaction effort.
3. Percent air voids for test specimens compacted at different temperatures as well as those
compacted at same temperature but varying compaction effort

EXPECTED OUTCOMES
1. Observe a trend on the relationship between compaction temperature and pavement
density.
2. Obtain a trend on the effect of compaction effort on pavement density.
3. Develop a mathematical model that can be used to demonstrate the relationship between
compaction temperature, compaction effort and pavement density.
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