UNIFORM ASPHALT PAVEMENT AND PRODUCTION METHOD THEREFORE

Abstract: A uniform asphalt pavement of substantial area composed of aggregates of varying natural qualities produced by a systematic process of mix design, mix analysis, and plant control. The method uses a Riguez Index which is characteristic of the fine aggregate portion of the job mix formula, and a flexibility/stability function that is empirically derived from different combinations of crushed fine and blend sand. The Riguez Index is compared with volumetric representations of blended mixtures thereby to provide means for analyzing and controlling voidage variations in the mixture resulting from natural changes in aggregate quality. The Job Mix Formula is controlled by controlling the gradation over a single sieve size, controlling the quantity of asphalt cement, and/or controlling the quantity of mineral filler at the mixing plant.

Description: UNIFORM ASPHALT PAVEMENT AND PRODUCTION METHOD THEREFORE Background of the Invention This invention concerns asphalt pavements. It also 5 concerns systematic procedures for mix design, mix analysis, and job control for producing a uniform asphalt pavement of substantial area having uniform physical properties. In the plant-mix type pavement construction, a road Q bed and/or subgrade on which an asphaltic concrete mixture is laid generally are prepared by grading, compacting, and leveling. The asphaltic mixture is prepared at a remote plant site and is transported to the prepared road bed. The mixture is then dumped in place, 5 spread by a paving machine, and finally compacted in place by heavy steam rollers. Heretofore, pavements of substantial area having uniformity in physical properties cannot be produced because of, among other things, variations in natural 0 aggregate qualities occuring during excavation. Natural aggregate qualities which affect uniformity of pavements include asphalt cement absorption characteristics, particle shape of the finer aggregates, and specific gravities of the coarse and fine aggregates. Those 5 physical properties which are desirable to achieve and control in the compacted pavement include air voidage, voids in mineral aggregate (V.M.A.), and flexibility and stability values under Marshall test standards (or comparable value under similar test standards, such as 0 the Heemv method) . Plant-mix production consumes large quantities of materials, typically as much as 6000 tons per day, thus rapidly depleting any given single aggregate source, such as a rock quarry, sand pit, or other source of mineral 5 deposits. Aggregate materials " of pavements of several miles or more generally are gathered from several sources and accordingly nonuniform pavements result from source variations. Furthermore, during the initiation of a production run, several miles of pavement typically are laid before the materials engineer has acquired sufficient knowledge of aggregate qualities to establish consistent physical properties in the pavement. In many cases, consistent qualities may never be achieved either because the production job is completed before the material engineer has had the opportunity to correct for source variations, or the nature and quality of the aggregate changes too rapidly for the materials testing engineer to perform required tests and determine appropriate corrective action at the mixing plant. In many cases, the aggregate source intentionally is changed to shorten the distance between the aggregate source and the mixing plant whereupon attempts are then made to bring the new mixture within job specifications. At the mixing plant, the amount of asphalt cement injected into the mixing bin can be reasonably accurately controlled as a percentage by weight of the total mix, but the amount of effective asphalt cement cannot be controlled as this quantity is a function of aggregate quality. Effective asphalt cement governs the amount of ' air voids in the compacted mixture and varies as a function aggregate shape, absorption characteristics, and size. Attempts are made to regulate size by controlling gradation over a multitude of screen sizes, generally 8 to 10, ranging from coarse aggregates passing the 1" sieve down to mineral filler passing the no. 200 sieve. Gradation however is almost impossible to control at the mixing plant and at the lay-down site due to degradation and segregation of the larger aggregates. Plant control in accordance with changes in absorption characteristics, aggregate shapes, or other natural qualities are at best based upon trial-and-error techniques. No method previously exists for quickly measuring changes in the natural aggregate qualities at the mixing plant site to effect corrective action during production. Further, no method previously exists for quickly and accurately determining what corrective action is necessary for effecting such proper control of the production plant at the plant site. Thus uniform asphalt pavements of substantial area cannot be produced. Frictional qualities also are difficult to achieve for dense graded mixes. An open graded overlay, also called "chips", is now used for friction overlays. Frictional qualities are provided by the sharp edges of 1/2" to 1" aggregate particles protruding upwardly of the riding surface. The asphalt cement in the open graded frictional overlay is permeable to water and air penetration which causes the cement to age prematurely thereby resulting in deterioration of the pavement structure. The underlying surface of the friction overlay also deteriorates for the same reasons. One problem associated with attempts to lay dense graded friction courses is that the aggregate particles reorientate or are forced down into the underlying asphalt pavement upon application of load forces on the riding surface and thus frictional qualities disappear. Thus to prevent displacement and reorientation of aggregate particles, the present friction overlay is laid very open graded. The design of optimum asphaltic mixture today is at best a trial-and-error procedure. Good mixes generally result from knowledge of aggregates, experience, and luck. Many limitations in achieving optimum pavement properties exist, even with the expert design engineer using known aggregates. With some aggregates, present techniques cannot be used to determine a mix design that meets job specifications, such as stability, flexibility, density, or voidage. In an effort to produce uniform pavements, firstly mix design is performed by trial-and-error methods to determine what aggregate blendings and asphalt cement combination produces certain predesignated pavement qualities such as flexibility, stability, and OMPI air voidage; and secondly, crushing, mixing, and laydown operations are controlled to produce an asphalt pavement having the desired physical properties. The design of optimum asphaltic mixture today is at best a trial-and- error procedure. Good mixes generally result from knowledge of aggregates, experience, and luck. Many limitations in achieving optimum pavement properties exist, even with the expert design engineer using known aggregates. With some aggregates however, present techniques cannot be used to determine a mix design that meets job specifications, such as stability, flexibility, density, or voidage. The object is to produce a pavement so that the load is transmitted to the subgrade only through the rock while the mortar of fine aggegate and cement fill the interstices between the rock. The aggregates are proportioned according to a predesignated job mix formula which comprises prescribed proportions of different sized aggregates generally ranging from a maximum size of one and one-half inch in diameter to a minimum aggregate size that passes the no. 200 sieve. Two methods now in general use for mix design and quality testing are the Marshall and the Heev methods. - According to these methods, test specimens are prepared by compacting trial mixes within the limitations of predesignated job mix formula tolerances, and then tested in an effort to determine which blend possesses desired physical properties, such as flexibility, flowability, density, stability, etc. This procedure consumes as much time as two to three weeks in time to complete. It must be repeated when the natural qualities of the aggregates change during the production operation or when different degrees of segregation and degradation of aggregates occur during stockpiling, transporting and handling. An asphalt mixture containing a large amount of air voids is an "open graded mix". It is vulnerable to deterioration due to water seepage throughout the pavement. Water weakens the binding effect of the asphalt cement by stripping the cement from the surface of the aggregates. An open graded mix also is subject to aeration which shortens the pavement life due to oxidation of the asphalt cement. Aeration decreases the viscosity of the cement, causing it to become brittle and ultimate breakup of the pavement. Where prolonged road life is not important, an open graded mix, within certain limits, however is used to produce a high friction riding surface. Road pliability having resilient characteristics is sacrificed in open graded mixes. The nature of the coarse aggregates determine, among other things, the load bearing and riding characteristics of the pavement. Specific qualities of concern include hardness, shape, porosity, and other surface qualities. Coarse aggregate may consists of crushed limestone, volcanic ash, hydraulically tumbled stoned, or other mineral deposits. A pavement mixture having a small amount of air voids is known as a "dense graded mix". This mixture has a larger quantity of the fine aggregate/cement mortar. Present dense graded mixtures have poor stability and deform under load forces as the coarse aggregates do not properly transmit loads to the subgrade. Where load conditions permit, pavements comprising dense graded mixes are used when high pliability is desired. A "bulking point", as used in this specification, is defined as the gradation (percentage by weight of dry coarse aggregate with respect to total weight of dry aggregate blending) at which each coarse aggregate particle touches one another while the mortar of fine aggregate and asphalt, cement fill all interstitices between the coarse aggregate. The gradation at which the bulking point occurs essentially depends on the shape of the coarse aggregate. For example, the available volume of space between contiguous hydraulically tumbled stone is different than the available volume between contiguous crushed rock, and thus a mixture including one type of ϊ OMPI coarse aggregate may have a different bulking point than a mixture of another type of coarse aggregate. A mix at or above the bulking point mixture is open graded and generally is unacceptable because it lacks, among other things, sufficient flexibility, stability, and resistence to air and water penetration. Some presently specified job mix formulas completely ignore bulking point limitations in the specification. A "balance point" is defined herein as the gradation at which each coarse aggregate particle touches one another while the mortar of fine aggregate, asphalt cement, and desired dispersed air voids fill all interstitices between the coarse aggregate. There should be just enough asphalt cement in the mixture to cover the surfaces of all aggregates in the mixture, and just enough air voids to allow for proper expansion and contraction of the pavement under the climatic conditions without penetration of excessive water and air. Excessive asphalt cement reduces stability and too little asphalt cement generally reduces flexibility. The voidage control is difficult to achieve and maintain during the mixing operation because of myriad variables, some of which have been previously indicated, and accordingly, uniform pavement cannot be produced by present techniques. At least one procedure presently in use for designing a mixture having the desired quantity of air voids is the manipulation of the job mix formula of descrete sized aggregates over the entire gradation scale. Specifically, Fuller Maximum Density Curves and the Federal Highway Administration 0.45 Power Gradation Chart currently are in use. Their use is described in "Mix Design Methods for Asphaltic Concrete and other Hot- Mix Type" published by The Asphalt Institute, manual series no. 2, fourth edition, March, 1974. The basis for the FHA 0.45 power gradation chart is described in detail in volume 31, pages 176 through 207 of the "Proceedings of the Association of Asphalt Paving Technologist", O January 29, 1962. The theory of controlling voidage is based on the principle that a job mix formula that deviates from the maximum density curve will contain increased air voids. Thus some obscure relationship between job mix formula and voidage is developed for job control. It is rarely successful, particularly in view of segregation and degradation of aggregates when transported to and from the crushing plant, stock piles, mixing plant, and laydown site. Degradation between the crushing plant and the mixing plant alone may amount to as much as 30%. Another method for computing voids in the mineral aggregate is disclosed in volume 34, pages 574 through 594 of the "Proceedings of the Association of Asphalt Paving Technologist". The computations are based upon successive correlations of voids in discrete ranges of the gradation spectrum. Page 577 of the treatise illustrates eight gradation ranges between mineral filler and 3/8 to 3/4 inch aggregate. By summing the voidage contained in each aggregate group, and considering the correlation factors of aggregate voidage, a sum total is obtained which closely approximates the final aggregate - voidage. No clue however is given to how one might achieve this ideal combination of aggregates at the mixing plant nor is any consideration given to variation in effective asphalt cement. In any job, the use -of local indigenous materials is desired, if at all possible, because of expensive transportation cost in transporting aggregates across the country. Certain jobs however do not lend themselves to the use of such indigenous materials because of widely varying changes in natural aggregate qualities that render mixing plant control almost impossible. In that case, materials are imported from a distant source. Some conventions useful for describing pavement properties and mix qualities now are discussed. OΛ1PI Summary of the Invention In view of the foregoing, it is one objective to provide a uniform asphalt pavement of substantial area which pavement is produced from aggregates of varying natural quality. It is another objective of this invention to -provide an in situ plant control method for controlling gradation of the job mix formula thereby to produce a uniform ashpalt pavement. It is another objective of the invention to provide a systematic mix design and plant control method for producing a uniform pavment having predeteri ed physical properties such as flexibility, flowability, stability, workability, voids in mineral aggregates, voids filled, density, and air voids. In accordance with this invention, a uniform pavement of substantial area is produced by a systematic procedure of design, analysis, and plant control by firstly, empirically determining a Riguez Index by compacting a mortar comprising a mixture of a specified quantity of asphalt cement and the blend of fine aggregates to its upper limit of consolidation thereby to produce a Riguez specimen, measuring the bulk density of the specimen, comparing a volumetric representation of the compacted specimen with a mathematically computed volumetric representation of graded blendings of all aggregates as a function of gradation, varying the gradation over a single sieve or varying the quantity of asphalt cement at the mixing plant to correct for changes in the natural qualities of aggregates thereby to produce a substantial area of a uniform asphalt pavement. A further aspect of this invention comprises a systematic procedure for achieving a given flexibility value or stability value of an asphalt pavement mixture by varying the quantity of asphalt cement and crushed fine aggregates in the mixture. ^ΈΛ The advantages of this invention include the ability to produce uniform pavements of substantial area, reduction of testing procedures and time, and reduction of cost of design and construction. More importantly, my asphalt pavements can have a useful life exceeding 20-25 years, as opposed to six months to five years for present asphalt pavements. Because an analysis of any mixture of aggregates can be made by using this invention, aggregate material from existing pavements already in place can be crushed and recycled to produce new pavments thereby obviating the need to excavate and transport aggregate material from a distant source. Further, pavements of both high flexibility (12 to 16) and high stability (2000 psi to 3000 psi) not otherwise achievable can now be produced with exceptional frictional qualities. Such asphalt pavements can provide long-lasting safer operation of asphalt concrete airports runways and highways than conventional portland cement runways and highways with friction gratings. These and other aspects and advantages of the invention will become readily apparent upon review of the succeeding disclosure taken in connection with the accompanying drawings. The invention however is pointed out with particularity in the appended claims. Detailed Description of the Drawings Fig. 1 depicts volumetric relations of the aggregate blend as a function of gradation. Fig. 2 depicts an enlargement of a section of the chart of Fig. 1 that is useful for job control at the mixing plant, mix design, or analysis purposes. Fig. 3 depicts the density of aggregates of Fig. 2 as a function of gradation. Figs. 4 and 5 depict charts useful for mix design to determine structural strength of a mix. Figs. 6 and 7 depict charts useful for designing flexibility and stability properties by varying the ratio of blend sand and crushed fine aggregates in the mix. Description of Illustrative Embodiment In developing my invention, I made the following observations and discoveries: The nature and quality of the fine mineral aggregates passing the no. 4 sieve essentially determine all behavioral qualities, e.g. durability, flexibility, workability, and stability of the blended mixture because a change in its natural qualities affects air voids and effective asphalt cement to a significantly greater extent than the coarse aggregates. Voidage of a blended mixture can be mathematically modeled by determining maximum consolidation of the fine aggregates and asphalt cement which is based upon the specific gravities, particle shape, and absorption characteristics of all aggregates in the mixture. The composition of fine aggregates supplied to a mixing plant can easibly be controlled within close tolerance as its segregation and degradation is neglible. Plant control can be effected by controlling the quantity of fines relative to the quantity of rock. The nature and quality of the rock within the entire mixture determine only the load bearing strength and rigidity of the pavement. The composition, e.g. blend of different sized rock, does not have any significant effect of other qualities of the mixture. The degradation and segregation of the rock supplied to a mixing plant can be monitored and controlled within a high degree of accuracy thereby providing effective gradation control at the mixing plant for producing my uniform pavement. The amount of air voids remaining in a compacted mixture can be controlled by the varying the gradation of ϋ f O the aggregates over a single sieve size comparable to the no. 4 sieve, by varying the quantity of asphalt cement, or by varying the amount of mineral filler passing the 200 screen. The flexibility and stability of an asphalt pavement mixture can be designed and controlled by varying the ratio of crushed fine aggregates to blend sand (river sand) . Stability can be increased by including crushed fine aggregates which have been subjected to extended crushing. The best demarcation between coarse and fine aggregates for defining gradation and controlling the job mix formula at the mixing plant is a sieve size approximating the no. 4 sieve (0.187 inches or 4.75 mm.). The job mix formula specification can be maintained at the mixing plant by separately controlling and feeding controlled quantities of coarse aggregates and fine aggregates fed to the mixing plant. Blended aggregate samples are withdrawn approximately every two hours and examined for aggregate gradation over a single sieve size, such as the no. 4 sieve. Control of the blended mixture of aggregates over this single sieve size is obtained by regulating the feeding controls of the separate aggregate storage bins to control the mixture over all sieve sizes of the job mix formula. Similarly, the mineral filler of job mix formula passing the no. 200 sieve can also be maintained by monitoring and separtely feeding and controlling mineral filler material from a separate aggregate bin which contains mineral filler. Based upon the foregoing observations and discoveries, I have discovered an Index quantity herein called the Riguez Index to which graded blends of aggregates are compared on a volumetric basis thereby to design mixes, analyze mixes, and to provide a job control parameter for controlling the mixing plant. The composition of my uniform pavement comprises aggregate _ OiMPI mixtures within the following job mix formula specifications and natural aggregate qualities as determined by the indicated AASHTO test procedures, but are not limited to these ranges: Fine Aggregate Bulk Specific Gravity (T85-74) 2.676 (166.98#/CF) Absorption (ASSHTO T209-74) 1.07% Effective Specific Gravity 2.705 (168.79#/CF) Coarse Aggregate Bulk Specific Gravity (T85-74) 2.708 (168.98#/CF) Absorption (ASSHTO T209-74) 1.84% Effective Specific Gravity 2.758 (172.10#/CF) Asphalt Cement Specific Gravity (AR2000 Asphalt) 1.0146 (63.31#/CF) Job Specifications: Asphalt cement 5% by weight air void volume 5% in compacted mixture Job Mix Formula: ' Fine Aggregate Blend (% Passing) no. 4 100% no. 8 70% - 85% no. 16 46% - 62% no. 40 25% - 40% (not more than 7% passing no. 200) Combined Fine and Coarse Aggregate (% Passing) 3/4 inch 100% 1/2 inch 95% 3/8 inch 50% - 60% no. 4 44% - 54% no. 8 31% - 45% no. 16 20% - 34% no. 40 12% - 22% no. 200 2% - 6% By using the techniques of my invention, I am able to maintain air voidage, void filled, or voids in mineral aggregate (V.M.A.) constancy within less than 1/2% tolerance. Natural variation in absorption and particle shape normally contributes 2% to 5% error in designed air voidage. Natural variations in densities of aggregates normally fluctuate 5% to 15% for aggregates excavated OM from a single location. Since the quantity of asphalt cement injected in the mixture is based upon total weight of aggregates, and that naturally occurring density variations fluctuate 5% to 15% for aggregates excavated at a single source; the quantity of effective asphalt cement in the mix varies to such a degree causing fluctuations in air voidage of _+ 10% or more, flexibility to fluctuate +_ 5 points or more, and stability to decrease by more than 1000 psi or more. These errors are typical for aggregates generally used in asphalt pavement production. Occasionally, they are much worse due to radical changes in the formation of the earth material at the site of excavation of the aggregates. The worst errors though are brought about by the large tolerances allowed in the job mix formula and job specifications that are predesignated by the contracting authority. A typical gradation tolerance allowed between coarse and fine aggregate is 30% to 50% retained on no. 4 screen. It will be seen by the teachings of this invention that variations within that range could produce open graded, mixtures having more than 15% to 20% air voids, or a stability of more than 1000 psi under a predesignated Marshall specification, or a flexibility more than 10 points below specifications. DERIVING THE RIGUEZ INDEX The Riguez Index indicates the extent of compactibility of the mixture. It measures only the fines as the coarse rock does not compact. The Index, when periodically determined during production, measures natural variations in absorption, specific gravities, and particle shape of the fines thereby to allow the proper ' relationship between effective asphalt cement and aggregate to be maintained, and the air voidage to be maintained. When making the volumetric comparison, only the absorption and density of the aggregate are needed. The Riguez Index is empirically derived by mixing and compacting a mortar comprising a mixture of a representative sample only of the fine aggregate blending to be used in a job and the specified quantity of aspahlt cement. Mixing and compacting are performed by the Marshall or similar method. Prior to compacting, the Marshall method provides for heating and mixing the aggregates at 230 degrees Farenheit, plus or minum 10 degrees Farenheit, to ensure adequate homogenity of the mixture. The compactive effort applied is equivalent to 75 blows with a ten-pound hammer with an eighteen-inch drop on both sides of the hot mix, or an equivalent of 43,000 foot-pounds of pressure. Approximately 1100 grams of the loose mixture is used to produce the specimen of about 2 1/2 inches in height. After allowing the speciment to cool, the bulk density of this specimen is determined by weighing it in air to determine weight, and measuring its displacement in water to determine its volume. Several specimens are made to assure accuracy. This procedure can be completed within two hours. The flexibility and stability of the specimens are essentially equal to the flexibility and stability of a - blended balance point mixture of aggregates when compacted to the upper limits of consolidation. Mix design for flexibility (or flow) and stability is subsequently presented. The Riguez Index is computed by subtracting the known weight of asphalt cement from the bulk density of the speciment thereby to derive the weight of dry fine mineral agregate contained in a unit volume. This weight of dry fines is the Riguez Index O.D. (oven dried), defined herein as the WEIGHT OF THE DRY FINE MINERAL AGGREGATE PER CUBIC FOOT CONTAINED IN ITS OWN VOLUME PLUS THE VOLUME OF THE EFFECTIVE ASPHALT CEMENT. A Riguez Index S.S.D (saturated surface dried) is used for mix design, mix analysis and job control in my invention. It is determined by adding to the weight of dry aggregate per cubic foot, the weight of asphalt cement absorbed by the dry fine aggregate. The Riguez Index S.S.D. is herein called the Riguez Index. The Riguez Index quantity is somewhat less than the actual density of the fine aggregate because it accounts for the volume of the less dense asphalt cement, e.g. the effective asphalt cement. Different blendings of fine aggegates or fine aggregates from different sources have different characteristic Riguez Indexes due to change in effective asphalt cement. Thus any physical property of the Riguez specimen can be used as job control parameter to be monitored during production for producing uniform pavements of substantial length from aggregates of differing natural qualities. Typical variations in the Riguez Index during production may be two to three pounds per cubic foot. An average Riguez Index for the exemplary aggregates used herein was determined as follows: Bulk Density of Riquez Index specimens with 5% A.C. 2.247 Riguez Index computations: 2.247 x 62.4 = 140.211bs/CF x 95% = 133.20 Ibs/C.F. O.D. Absorption: 133.21bs x 1.07% = 1.421bs/166.981bs = 0.85% in Volume 0.85% x 63.311bs = 0.541bs A.C. Riquez Index SSD = 133.21bs + 0.541bs = 133.74 lbs/C.F. GENERATING VOLUMETRIC FUNCTIONAL RELATIONSHIPS Fig. 1 depicts the volumetric behavior of aggregate blendings as a function of gradation for my exemplary aggregates with the indicated job specifications. The curves are arithmetically computed using respective density values of rock and fines, respective absorption values of the rock and fines, and the specific gravity of the asphalt cement. Specifically, curve x represents the combined volume of the rock, fines, and effective asphalt cement as a function of gradation. The difference between curve x and 100% value represents the effective air voids that will be contained in a blended mixture as a function of gradation when the blended mixture is compacted with the same compacted effort of the Riguez Index specimen. Curve x is derived under the assumption that only the mortar of fines are compacted and that rock is incompressible. Curve y represents the combined volume of the rock : and fines as a function of gradation. Curve z represents the volume only of the rock as a function of gradation. Representations of aggregate behavior also can be made with quantity of asphalt cement, rather than gradation, as the varible without departing from the " spirt and scope of my invention. The Riguez Value Curve depicted in Fig. 1 shows the relationship between the mathematically computed volumes of the mortar of the fine aggregate portion of the graded mixture as a function of gradation, and the volume of the mortar of the fines of the Riguez Index specimen. For example, at the balance point (51.71% rock) indicated thereon, a unit volume of the mortar plus asphalt cement- plus five percent air contains the same quantity of fines as a unit volume of the Riguez Index specimen. That density allows for five percent compaction of the mortar to reach the Riguez density. Alternatively stated, at the balance point, the density of the fine portion of the blended mixture equals the density of the Riguez Index specimen expanded in volume by five percent. The gradation at which the balance point is reached is a function of the natural qualities of the aggregates. The natural qualities of the fine aggregates have a greater effect on the location of the balance point than the coarse aggregate. Thus only the fine aggregates of the mixture need be monitored at the mixing plant. As soon as its natural qualities change, so does the balance point. Thus the mixing plant can be adjusted if a change in the Riguez specimen is noted during the operation of the mixing plant. If the change is small, only the gradation is altered to compensate for change in voidage. The quantity of asphalt cement also can be altered to correct for voidage changes resulting from changes in the volume of the Riguez Index specimen. If the change is great, a new set of curves are computed to determine the new balance point of the mixture for more accurate compensation of air voidage at the mixing plant. Since the Riguez Index in indicative of maximum consolidation of the fine particles, the Riguez Values show the extent consolidation of particles of the blended mixture including five percent air voids. The Riguez Value curve indicates the percent error as the gradation moves away from the balance point. It is seen that the Riguez Value curve is nearly constant with respect to gradation at the balance point. Thus a range within a few percentage points of the balance point is used for job contol at the mixing plant. it is interesting to note that at some gradation greater the balance point, the Riguez Value curve intersects curve x. Experimentally conducted tests shows- the gradation at which the Riguez Value curve intersects curve x is the "bulking point" of the mixture. Thus, in accordance with another aspect of my invention, the bulking point of a blended mixture can be arithmeticaly calculated. That infomation is useful for establishing gradation limits or job mix formula limitations for mix design purposes. For the aggregate used herein, the theoretical bulking point was empirically proven by laboratory test to be*.85 pounds of rock per cubic foot or 58.8%. To illustrate the exact procedure for computing the x, y, z, and Riguez Value curves as a function of gradation, I performed step-by-step calculations at three gradation points on the gradation scale, beginning at and descending from the bulking point. As previously indicated, mixtures above the bulking point do not produce good pavements as the air voids becomes uncontrollable. Accordingly, my analysis is not used for aggregate mixtures above the bulking point. These computation can be performed by a digital computer. The graphical presentation resulting these curves is useful for controlling the mixing plant. TUR OM - 18A - POINT A - CALCULATIONS OF VOLUMETRIC VALUES OF MIX WITH 85* OF ROCK 1. 854/168.981 CF Dry Rock 50.30% 2. Program 5% desired effectiver air 5.00% 3. Volume occupied by Rock plus 5% Effective Air 55.30% 4. Volume available for Fines plus Asphalt Cement (100-55.30) 44.70% 5. Dry Weight of Fines to 1 CF: 133.2* x 44.70% 59.54* 6. Combined Dry Weight of Aggregates 85# plus 59.54* 144.54* 7. Percentage Rock Dry Weight of Aggregate 85*/144.54* 58.80% 8. Total Weight of mix without absorption factors 144.54*/95% 152.15* 9. Absorption: 85* x 1.841 - 1.56*/168.98*CF 0.92% 59.54* X 1.07% - 0.64*/166.98*CF 0.38% Absorption on the basis of combination 1.30% 10. Asphalt Cement Absorbed 1.30% x 63.31*C 0.82# 11. 0.82*/152.15# - 0.54% on the basis of Total Mix. 12. 0.54% x 95% ■> 0.51% on the basis of total aggregates. 13. Effective Asphalt Cement 5.00% - 0.51% 4.49% Absorption values within a range of the gradation scale will be practically the same. The analysis from this point will be on the mixture with absorption factors: 14. Volume of Rock 85*+1.56* - 86.56*/172.10* 50.30% 15. Program 5% Effective Air 5.00% 16. Volume occupied by Rock plus 5% Effective Air 55.30% 17. Volume available for Fines plus A.C. (100%-55.30) 44.70% 18. SSD Weight of Fines to 1CF «- 133.74* x 44.70% 59.781 19. SSD Weight of Aggregates 86.564 + 59.78* 146.34* 20. Total Weight of Mixture 146.34*/100-4.49% 153.22* 21. Weight of Effective Asphalt Cement 153.22* - 146.34*' 6.864 22. Final Volumetric Analysis: Total Weight 153.22* Effective Asphalt Cement 6.8S* SSD Weight of Aggregates 146.34* SSD Wt. Rock 86.56*/172.10* * 50.30% Volume of Rock SSD t. Fines • 59.78*/168.79* * 35.42% Volume of Fines 65.72% Volume of Aggr. 100-85.72% - 14.28% Voids in Mineral Aggregate 6.88*/63.31* « 10.87% Volume of Effective A.C. 3.41% Volume of Effective Voids 23. Percentage Voids Filled 10.87%/14.28% 76.12% 24. Calculated Voidless Mix 153.22#/100 - 3.41% 158.63*CF 25. Riguez Index 59.78*/35.42% plus 10.87% 129.14*CF 26. Riguez Value of original Index 129.14*/133.74* 96.56% - 18B - POINT B - CALCULATIONS OF VOLUMETRIC VALUES OF MIX WITH 80* ROCK These calculations with identical values of Riguez Index, Effective Air and Asphalt Cement, as were used for Point A. 1. 801/168.98* - CF Dry Rock 47.34% 2. Program 5% desired Effective Air 5.00% 3. Volume occupied by Rock plus Effective Air 52.34% 4. Volume available for Fines plus Asphalt Cement (100-52.34)«47.66% 5. Dry Weight of Fines to 1 CF 133.21x47.66% 63.48* 6. Combined Dry Weight of Aggregates 80* + 63.48* 143.48* 7. Percentage Rock Dry Weight of Aggregate 80*/143.48* 55.76% 8. Total Weight of mix without Absorption 143.48*/95% 151.03* 9. Absorption: 80* x 1.84% - 1.471/168. 8*CF 0.87% 63.48* x 1.07% « 0.68*/166.97*CF 0.41% Absorption on the basis of combination 1.26% 10. Asphalt Cement Absorbed 1.28% x 63.31* 0.81* 11. 0.81*/151.03* * 0.54% on the basis of Total Mix. 12. 0.54% x 95% * 0.51% on the basis of total aggregates. 13. Effective Asphalt Cement 5.00% - 0.51% 4.49% 14. Volume of Rock 80*+1.47* « 81.47*/172.10* 47.34% 15. Program 5% Effective Air 5.00% 16. Volume occupied by Rock plus 5% Effective Air 52.34% 17. Volume available for Fines plus A.C. (100%-53.34%) 47.66% 18. SSD Weight of Fines 133.74* x 47.66% 63.74* 19. SSD Weight of Aggregates 81.47* + 63.74* 145.21* 20. Total Weight of Mix 145.21*/100%-4.49% 152.04* 21. Weight of Effective Asphalt Cement 152.04* - 145.21* 6.83* 22. Final Volumetric Analysis: Total Weight 152.04* Effective Asphalt Cement 6.83^ SSD Weight of Aggregates TT5.21* SSD Wt. Rock 81.47*/172.10* 47.34% Volume of Rock SSD Wt. Fines 63.74*/168.79* 37.76% Volume of Fines 85.10% Volume of Aggr. 100%-85.10% * 14.90% Voids in Mineral Aggregates 6.83*/63.31* « 10.79% Volume of Asphalt Cement 4.11% Volume of Effective Voids 23. Percentage Voids Filled 10.79%/14.90% 72.42% 24. Calculated Voidless Mix 152.04*/100% - 4.11% 158.55* 25. Riguez Index 63.74*/37.76% - 10.79% * 131.29* 26. Riguez Value of original Index 131.29#/133.74 98.27% - 18C - POINT C - CALCULATIONS OF VOLUMETRIC VALUES OF MIX WITH 70* ROCK These calculations with identical values of Riguez Index, Effective Air and Asphalt as were used for Points A and B. 1. 70#/168.98* - CF Dry Rock 41.43% 2. Program 5% Desired Effective Air 5.00% 3. Volume occupied by Rock plus 5% Effective Air 46.43% 4. Volume available for Fines plus Asphalt Cement (100-46.43 53.57% 5. Dry Weight of Fines 133.2* x 53.57% 71.36* 6. Combined Dry Weight of Aggregates 70* + 71.36* 141.36* 7. Percentage Rock Dry Weight of Aggregate 70#/141.36* 49.52% 8. Total Weight of mix without Absorption 141.36*/95% 148.801 9. Absorption: 70* x 1.84% « 1.29*/168.98*CF 0.76% 71.36* x 1.07% • 0.76*/166.98*CF 0.46% Absorption on the basis of combination 1.22% 10. Asphalt Cement Absorbed 1.22% x 63.31* 0.77* 11. 0.771/148.80* - 0.52% on the basis of Total Mix. 12. 0.52% x 95% » 0.49% on the basis of total aggregates. 13. Effective Asphalt 5.00% - 0.49% 4.51% 14. Volume of Rock with Absorption 70*+1.29* + 71.29*/172.10 #=41.43% 15. Program 5% Effective Air 5.00% 16. Volume occupied by Rock plus 5% Effective Air 46.43% 17. Volume available for Fines plus A.C. 100%-46.43%) 53.57% 18. SSD Weight of Fines 133.74* x 53.57% 71.64* 19. SSD Weight of Aggregates 71.29* + 71.64* 142.93* 20. Total Weight of Mix 142.93*/100%-4.51% 149.68* 21. Effective Weight of Asphalt Cement 149.68* - 142.93* 6.75* 22. Final Volumetric Analysis: Total Weight 149.68* Weight of Effective Asphalt Cement 6.75* ^ SSD Weight of Aggregates 142.93* SSD t. Rock 71.29*/172.10* 41.42% Volume of Rock SSD t. Fines 71.64*/168.79* 42.44% Volume of Fines 83.86% Volume of Aggr. 100%-83.86% > 16.14% Voids in Mineral Aggregates 6.75*/63.31* '10.66% Volume of Effective A.C. 5.48% Volume of Effective Voids 23. Percentage Voids Filled 10.66%/16.14% 66.05% 24. Calculated Voidless Mix 149.68*/100% - 5.48% 158.35* 25. Riguez Index 71.64*/42.44% plus 10.66% 134.91* 26. Riguez Value of original Index 134.91*/133.74* 100.87% Some information about the physical properties of the mixture is readily ascertainable as illustrated in the following Table 1. The balance point information was derived by interpolation means. Total Vol. quantity represents combined volume of aggregates and effective asphalt cement. - 18D - TABLE 1 CALC. VALUE POINT A POINT B BALANCE POINT C NUMBER POINT 1 # Rock 85 80 73.48 70 7 % Rock 58.80 55.76 51.71 49.51 13 % Eff. A.C. 4.49 4.49 4.50 4.51 20 T.W. #*ε 153.22 152.04 150.49 149.68 22 Vol % Rock 50.30 47.34 43.49 41.42 22 Vol % Fines 35.42 37.76 40.82 42.44 22* Vol t Aggr. 85.72 85.10 84.31 83.86 22 % VMA(voids) 14.28 14.90 15.69 16.14 22* Vol Eff.A.C. 10.87% 10.79% 10.69% 10.66% 22 % Eff. Voids 3.41 4.11 5.00 5.48 * Total Vol. 96.59 95.89 95.00 94.52 23 % Voids Fill 76.12 72.42 68.13 66.05 - 70% Void Fill 95.72 95.53 95.29 95.16 - 65% Void Fill 95.00 94.74 94.51 94.36 26 Riguez Value 96.56 98.27 100.00 100.87 19 CONTROL OF VOIDAGE AT THE MIXING PLANT The voidage of a blended mixture having a balance point gradation contains the specified amount of air. To maintain continuity in the mixture, in I now explain how the voidage of the mixture can be accurately controlled by varying the quantity of asphalt cement or by varying the gradation over the no. 4 sieve or similar size sieve. Fig. 2 shows an expanded portion of Fig. 1 near the balance point and sets forth the 65% and 70% voids filled isogra s and a series of asphalt cement isograms ranging from 4.4% to 5.6% by weight asphalt cement. Using this chart, percent voids filled or percent effect air voids can be controlled by varying gradation or quantity of asphalt cement to produce a uniform pavement. Conversely, to analyze any mixture of aggregates and asphalt cement, the percent voids filled and the percent effective air voids and be readily ascertained by measuring its gradation over the no. 4 sieve and locating the corresponding point on the chart of Fig. 2. To illustrate a typical plant control use, assume that it is desired to alter an asphalt mixture of our exemplary aggregates from the balance point to a mixture having 70% voids filled at the specified five percent by weight asphalt cement. The gradation of the mix at the plant would then be increased to 53.4% (the intersection of the 5% asphalt cement isogram and the 70% voids filled isogram) . At the gradation of 53.4%, air void volume is readily ascertained as approximately 4.6%. If a 65% void fill value is desired, the gradation would be decreased to 48.8% and the air void volume changes to 5.6%. With the use of the asphalt cement isograms, the air void volume and the percentage of voids filled can be systematically and accurately controlled without the need to perform extended laboratory tests and analytical procedures now required in the paving industry. 20 To illustrate another use of the chart of Fig. 2, the percentage air voids also can be altered at a fixed gradation by varying the quantity of asphalt cement. For example, suppose that it is desired to maintain a gradation of 50%. It is readily seen that the mixture will contain 5.5% air voids at five percent by weight asphalt cement. By increasing the quantity of asphalt cement to 5.4% by weight, the air voids will decrease to approximately 4.4%. Any quantity of air voids can be obtained merely by interpolation between the asphalt cement isograms depicted in Fig. 2. Thus it now is apparent that a paving contractor can now alter his mix within the predesignated job specifications to achieve uniformity in pavement. Likewise, the contracting authority can now accurately specify the optimum job specifications merely by examining the fine aggregates to be used in the job and with specific gravity value and absorption value of aggregates. Silmilary, the paving engineer can design a mix within given job specification to produce a pavement have predesignated physical parameters with the same knowledge about the aggregate qualities. Fig. 3 depicts density of the aggregate mixture as a function of gradation. Simply by using density of the compacted mixture at the laydown site as a job control parameter, the voidage parameters of the mixture can readily be ascertained upon correlation with the graph of Fig. 3. Of course, any parameter of the mixture that varies as function of gradation or effective asphalt cement can be selected as a job control parameter. The best job control para enters are those of the Riguez specimen as produced from the fine aggregate samples withdrawn from the mixing plant. The job control engineer may use voidage as determined by conventional testing methods as a job control parameter, but then the advantage of prompt results as provided by the Riguez ΪΌ .21 specimen or other measurements for plant control purposes is sacrificed. A functional relationship between voidage and quantity mineral filler contained the fine aggregate blend also can be used separtely or in combination with the above described procedures to control voidage at the mixing plant. The mixing plant would then include a mineral dust feeder for supplying controlled quantities thereof to the mixing bins of the mixing plant, and well as a fine aggregate feeder and coarse aggregate feeder for" supplying respective quantities of the aggregates at a controlled rate. The quantity of mineral filler should be at least two percent but less than eight percent of the total mix. As previously indicated, aggregates which are supplied to the paving plant can simply be controlled over a single screen size, such as the no. 4 sieve, for controlling job mix formula the mixture. Instead of using the chart of Fig. 2, other graphical parametric representations and comparisons of the mixture against the Riguez specimen can be used. It would be impractical however to present all such representations for mix design, mix analysis, or job control methods so the illustrations presented herein should be construed as illustrative, rather than as a limitation. FLEXIBILITY AND STABILITY MIX DESIGN PROCEDURES The degree of flexibility and stability of a compacted mixture can be designed by determining their respective values as a function of the ratio of crushed fine aggregate to blend sand in the mixture. The optimum proportion for voidage control of the blended mixture of fine aggregate and coarse aggregate can be determined by use of the Riguez Index method described method. The blending ratio of crushed fines to river sand determines stability and flexibility, as opposed to voidage. Once .22 designing the proper blend of fines, plant control also can be effected by the method set forth above. Accordingly, my uniform pavement also can be produced to be uniform both in flexibility and stability. Furthermore, once the flexibility and stability functions are determined, any mixture of aggregates deviating from the specific ratio of crushed fines to blend sand can be designed in accordance with predetermined relationships. Now, in designing a mixture having the desired flexibility and stability properties, I noted that with the use of the aggregates on hand, stability is increased as the percentage of crushed aggregate is increased and that flexibility (of flow) is increased as the percentage of asphalt cement is increased. These are two very important observations because now, a mix design engineer may proceed directly to the appropiate combination of crushed fines and blend sand to achieve the desired flexibility and stability. The procedure accordingly removes the guess work and trial-and-error procedures which previously were used in mix design practice. Flow and stability are inversely proportional, however, any set of values can be achieved by increasing or decreasing the extent of crushing of the crushed fine aggregates to produce greater or lesser stability for a given flexibility. I have prepared in Fig. 6 a Riguez Value function for each of the seven different blends of crushed fines and blend sand (river sand). Curves 2 and 3 are examined at a gradation of 57.0% (Point a) and 55.4% (Point b) , respectively. Both mixes have 5% asphalt cement, but the mix of Point (a) has 48.10% crushed fines and the mix of Point (b) has 57.45% crushed f : ines. Actual mixes at the selected gradation points were prepared. The mix of curve 2 had a stability of 3200 and flexibility of 5, while the mix of curve 3 had a stability of 2400 and flexibility of 10. Thus, it is seen that stability can be increased by adding more crushed fines in the blend of fine aggregate. ϋ 23 In examination of actual mixtures prepared at fine aggregate blends of curves 5 and 6 of Fig. 6, I note that at Point (d) and Point (f), stabilities of the samples were 3116 and 2590, respectively, and flexibilities were 9 and 9.5, respectively. Thus, flexibility can be increased by increasing the amount of asphalt cement. It also is interesting to note that for a higher percentage of crushed aggregate with a fixed quantity of asphalt cement, the stability increased to 3150 and flow decreased to 8.5 (Point e); and that at a lower percentage of crushed aggregate with a fixed quantity of asphalt cement the stability decreased to 2243 and flow increased to 13 (Point c) . This observation can be used generally to ascertain the appropriate combination blend sand, crushed fine aggregate and asphalt cement to desing a mix having any degree of flexibility, stability, air voidage or other comparable property. Further, I have been able to achieve mixes having a stability exceeding 3000 under the Marshall standards with flexibility values between 8 and 16. Present method only permit the at best may achieve flexiblity of 5 to 8 for stabilities over 2000 psi under Marshall standards. - * Controlled stability and flexibility of my illustrated magnitudes have never been attainable by prior art methods. Figs. 4 and 5 show how the Riguez Index and total volume of the mixture varies according the ratio of blend sand to crushed fines. The specific ratios are indicated in the corresponding examples set forth below. It is seen, from Fig. 5 that the Riguez Index increases as the amount of crushed fin s in the total mix increases. Thus a more dense mix with increase structural strength having a greater stability is attained with increased crushed fines. For seven different combinations of crushed fines and blend sand, I show how the Riguez Index changes in Fig. 5. In Fig. 6, I show the volu etic comparisons as a 24 function of gradation for each of the different combinations. I have produced several samples of mixtures within the constraints indicated below for illustrating the variation of physical properties of the mix and thereby provide a means to guide the design engineer directly to the desire mix combination for achieving any predesignated physical property without any guess work or trial-and-error process whatsoever. Several gradation points of some of the curves were selected to have mix parameters within a predesignated job specification (such as percent asphalt cement - 5%, - 5.5% percentage air voids 4%-5%, voids in mineral aggregate 15%-16%) and a mixture of the indicated blends were physically prepared. The physical parameters of some of the mixtures are tabulated below. * Curve 1 Total Mix Coarse Rock 60% Crushed Fines 15% Blend Sand 25% % Crushed Fines 39.76 Bulk density of Fines 135.58 lbs/cubic foot Riguez Index 129.20 Sp. Gravity Fines (SSD) 2.7763 Bulk Density Total Mix 154.50 % Retained no. 4 screen 58.50 % Asphalt Cement 5.0 Volume of Rock 47.12% Volume of Fines 36.40% V.M.A. 16.48% Effective Air Voids 5.12% Voidless Mix 162.84 Riguez Value 101.6 Curve 2 Total Mix Coarse Rock 59% Crushed Fines 19 % Blend Sand 22% 25 % Crushed Fines 48.10 Bulk density of Fines 137.32 lbs/c :ubic foot Riguez Index 130.87 Sp. Gravity Fines (SSD) 2.7793 Bulk Density Total Mix 157.70 % Retained no. 4 screen 57.00 % Asphalt Cement 5.0 Volume of Rock 48.01% Volume of Fines 36.82% V.M.A. 15.17% Effective Air Voids 3.54% Voidless Mix 163.49 Riguez Value 101.0 Curve 3 Total Mix Coarse Rock 45% Crushed Fines 36% Blend Sand 19% % Crushed Fines 57.45 Bulk density of Fines 141.89 lbs/cubic foot Riguez Index 135.27 Sp. Gravity Fines (SSD) 2.7989 Bulk Density Total Mix 156.40 % Retained no. 4 screen 55.40 % Asphalt Cement 5.0 Volume of Rock 46.23% Volume of Fines 37.68% V.M.A. 16.09% Effective Air Voids 4.45% Voidless Mix 163.68 Riguez Value 98.85 Curve 4 Total Mix Coarse Rock 37% Crushed Fines 42% Blend Sand 21% % Crushed Fines 58.33 Bulk density of Fines 143. 13 lbs/cubic foot Riguez Index 135.90 Sp . Gr avity Fines ( SSD) 2. 8003 Bulk Density Total Mix 155.20 % Retained no . 4 screen 49 . 60 % Asphalt Cement 5.5 Volume of Rock 40. 86 % Volume of Fines 42.11 _OfΛPl " " , 26 V.M.A. 17.03% Effective Air Voids 4.35% Voidless Mix 162.26 Riguez Value 98.82 Curve 5 Total Mix Coarse Rock 40% Crushed Fines 44% Blend Sand 16% % Crushed Fines 71.16 Bulk density of Fines 149.49 lbs/cubic foot Riguez Index 142.97 Sp. Gravity Fines (SSD) 2.8253 Bulk Density Total Mix 156.90 % Retained no. 4 screen 44.50 % Asphalt Cement 5.0 Volume of Rock 37.20% Volume of Fines 46.78% V.M.A. 16.02% Effective Air Voids 4.41% Voidless Mix 164.14 Riguez Value 98.90 Curve 6 Total Mix Coarse Rock 41% Crushed Fines 42% Blend Sand 17% % Crushed Fines 69.30 Bulk density of Fines 148.15 lbs/cubic foot Riguez Index 140.52 Sp. Gravity Fines (SSD) 2.8242 Bulk Density Total Mix 156.12 % Retained no. 4 screen 44.60 % Asphalt Cement 5.5 Volume of Rock 36.96% Volume of Fines 46.21% V.M.A. 16.83% Effective Air Voids 4.02% Voidless Mix 162.66 Riguez Value 98.20 BU ,27 Curve 7 Total Mix Coarse Rock 23% Crushed Fines 62% Blend Sand 15% % Crushed Fines 75.92 Bulk density of Fines 152. 37 lbs/cubic foot Rigue z Index 144.54 Sp . Grav ity Fines ( SSD) 2. 8369 Bulk Density Total Mix 156.50 % Retained no . 4 screen 37.70 % Asphalt Cement 5.5 Volume of Rock 31. 32% Volume of Fines 51.96 % V. M.A. 16.72% Effective Air Voids 3.90% Voidless Mix 162.85 Riguez Value 98.24 FRICTION OVERLAYS USING RIGUEZ, STABILITY, & FLEXIBILITY DESIGN PROCEDURES A friction course for covering existing asphalt or Portland cement concrete surfaces also can be produced using the teachings of this invention. As previously indicated, present friction courses comprises open graded mixtures which subject the asphalt cement to water stripping and aeration. A friction surface is established by the corners and edges of the aggregated protruding upwardly of the riding surface. A low voidage dense graded friction course is preferred, but production of such mixes having high stability and flexibiliy have previously been impossible. Aggregate particles of prior art friction surface tend to reorientate or submerge into the underlying pavement, particularly when heated or subjected to impact forces, thereby losing their friction properties immediately after load applications. Friction courses of smaller particles are more susceptable to loss of friction quality because usual level of displacement and reorientation occuring with the permissable wide mix .28 tolerances generally given to paving contractors. Using the above teachings however, a uniform low voidage high strength and highly flexible dense graded friction course can now be produced using aggregates of any size because the stability, flexibility, and air voidage can be accurately designed in the laboratory and controlled at the mixing plant. Friction overlays using aggregates as small as one-fourth inch or one-half can now be produced. Such pavements have superior life and frictional qualities and can be revitalized decades after initial laying by using conventional emulsions or reclamite without stripping the asphalt cement from the aggregates. An overlay requires the overlay thickness to be at least twice the diameter of the larges particle. Since I now may use smaller particles for my friction overlay, I can produce a thin overlay, such as one-half to one inch thick thus resulting in substantial cost saving in production, excavation, transporting, and consumption of asphalt cement. To estabish mix design for friction overlays, it only is necessary to select the top screen aggregate size which renders the desired friction. Of course, larger crushed particles provide greater frictional qualities than smaller crushed particles. I provide a top size screen for crushed particles of three-fourth inch, one- half inch, three-eights inch, or the no. 4 screen. For highway application, the one-half inch top size screen is recommended. Airport landing and runway pavements require anti-skid frictional qualities depending on the size, speed, and weight of landing aircraft operating from the airfield. For landing speeds exceeding 140 knots for heavy jet aircraft, high impact resistence, stability, and friction is desirable at the point of landing and throughout the entire length of the runway for skid control and breaking. Flexibility exceeding 12 or 14 and stability exceeding 2500 or 3000 under Marshall standards can be designed and produced, as indicated above. 29 Separation of the pavment material must be minimize to prevent flying debris upon takeoff and landing. In any friction course, the quantity of mineral filler passing the no. 200 screen should be limited to eight percent maximum. Five percent to six percent is ideal. The proportion of blend sand should be selected to give the desire flexibility and stability for the overlay friction surface. Air voids should be minimized to two percent to three percent to minimize aeration and water seepage and to protect the underlay surface, flexibility should be designed between 8 and 16, and stability should be between 2000 and 3000 psi under the Marshall or comparable standards. Accordingly, the designer of a friction overlay should first identify the top screen size to select level of friction desired, then perform the flexibility and stability design procedure set forth above to select the desired mix proportions (noting that increased crushed fines increases stability and increased asphalt cement increases flexibility and that increases in degree of crushing of crushed fines increase stability for any loss in flexibility resulting from increases in quantity of crushed fines), and then perform the volumetric analysis to achieve voidage generally between 2% and 3%. This disclosure reveals the technical aspects of the Riguez Index method of design and stability and flexibility design. It is both a mix design method and plant control method and selects a particular gradation of aggregates or quantity of asphalt cement to render voidage values for producing uniform pavements. Thus substantial cost savings in construction are accorded. Further, the time required to perform the analysis and to ascertain corrective action at the mixing plant are much shorter so that results can be obtained within a couple of hours, instead of weeks. The principal design and control methods for selecting select proper combinations of aggregates are very easy to execute in the f .30 in the laboratory. The teachings of this invention will allow paving contractors to design their mixes, evaluate better sources of aggregates, give exact bids, and, more important, to have a very meaningful understanding of the proper design of their product by their own forces and control. It will now be apparent to those skilled in the art from the above teachings that substantially uniform pavement areas can be produced by mix design, mix analysis, and job control methods other than those specifically indicated in my disclosure. My inventions includes the product and the processes disclosed as well as those products and processes that come within the scope of any modifications, adaptations, or extensions of the above teachings. I claim:

Claims: AMENDED CLAIMS (received by the International Bureau on 18 August 1980 (18.08.80)) 1. An asphalt pavement structure of substantial area characterized by having a substantially constant volume of effective air voids under a standard compaction; the aggregates of said pavement being from a source wherein the qualities of the aggregates therefrom vary in absorption, specific gravity, particle shape, or size distribution and wherein compacted mixtures of aggregates therefrom vary in consolidation under said standard compaction; and wherein the proportion of coarse and fine aggregates as demarcated by a sieve size approximating the no. 4 sieve is below the bulking point. 2. An asphalt pavement structure as recited in claim 1 wherein the volume of effective air voids in the pavement is substantially constant between 2% and 8% by volume under said standard compaction. 3. An asphalt pavement structure as recited in claim 1 wherein said standard compaction is a compactive effort as defined by the Marshall method. 4. An asphalt pavement structure as recited in claim 2 wherein the volume of effective air voids is substantially constant within 1/2% tolerance. 5. An asphalt pavement structure as recited in claim 2 wherein the fine aggregates comprise 30% to 100% by weight of crushed aggregates and 0% to 70% by weight of fine mineral deposits. 6. An asphalt pavement structure as recited in claim 2 wherein the crushed aggregates comprise crushed limestone and the fine mineral deposits comprise sand. 7. An asphalt pavement structure as recited in claim 2 wherein 100% of the fine aggregates pass the no. 4 sieve and 2% to 8% of the fine aggregates pass the no. 200 screen. 8. An asphalt pavement structure as recited in claim 2 wherein the fine aggregates comprise the job mix formula: 100% pass no. 4 sieve 70% to 85% pass no. 8 sieve 46% to 62% pass no. 16 sieve 25% to 40% pass no. 40 sieve 2% to 8% pass no. 200 sieve 9. An asphalt pavement structure as recited in claim 3 wherein the coarse aggregates comprise basalt. 10. A highly stable dense graded asphalt friction overlay of substantial area for covering a pavement surface, said overlay being characterized by having a substantially constant volume of effective air voids of less than 3.5% under a standard compaction; the aggregates of said overlay being from a source wherein the qualities of the aggregates therefrom vary in absorption, specific gravity, particle shape, or size distribution and wherein compacted mixtures of aggregates therefrom vary in consolidation under said standard compaction; and wherein the proportion of coarse and fine aggregates as demarcated by a sieve size approximating the no. 4 sieve is below the bulking point. 11. A friction overlay as recited in claim 10 wherein said standard compaction is a compactive effort as defined by the Marshall method. 12. A friction overlay as recited in claim 10 having a stability exceeding 1500 psi under Marshall standards. 13. A friction overlay as recited in claim 12 wherein at least 50% of the fine aggregates comprise crushed aggregate. 14. A friction overlay as recited in claim 13 wherein the top size of the coarse aggregates is between one inch and the no. 4 sieve. 15. A friction overlay as recited in claim 14 having a uniform body wherein the size of substantially all of the coarse aggregates therein is similar, which size being a single size within the range of one inch mean diameter and the no. 4 sieve. 16. A method for determining a mix proportion for an asphalt paving mixture for producing an asphalt pavement having a predetermined volume of effective air voids under a standard compaction; said mixture including coarse aggregates, fine aggregates, and a predetermined quantity asphalt cement in relation to the quantity of the coarse and fine aggregates; said coarse aggregates and fine aggregates being demarcated by a sieve size approximating the no. 4 sieve, which method comprises: A. Separately determining the specific gravity of the coarse aggregates and fine aggregates, B. Separately determining the asphalt absorption characteristics of the coarse aggregates and fine aggregates, C. Compacting, under said standard compaction, a mortar comprising a mixture of said fine aggregates and a predetermined quantity of asphalt cement, D. Determining an index quantity as the weight of the fine aggregate contained in a unit volume, said unit volume being defined as the combined volume of the fine aggregates and effective asphalt cement consolidated in said compacted mortar, said index quantity representing the voidless mass per unit volume of said fine aggregate and free asphalt that can be contained in said compacted mortar under said standard compaction, E. Computing the relative volume of said index quantity in a unitary volume of a mixture of said asphalt cement, coarse aggregates, and fine aggregates as a function of differing proportions of said coarse and fine aggregates; said computation taking into account the functional variation of the volume of the effective asphalt cement due to the different absorptions and specific gravities of the coarse and fine aggregates, F. Computing the relative volume of said coarse aggregates in a unitary volume of a mixture of said asphalt cement, coarse aggregates, and fine aggregates as a function of differing proportions of coarse and fine aggregates, and G. Determining said mix proportion as the proportion of coarse and fine aggregates that, within a given tolerance, satisfies the volumetric relationship: V CA + Vi + VEA - 100% of said unitary volume, where V^ A represents the volume of the coarse aggregates, Vj represents the volume of the index quantity, and V EA represents said predetermined volume of air voids desired in the pavement. 17. A method as recited in claim 16 wherein said standard compaction is a compactive effort as defined by the Marshall method. 18. A method as recited in claim 16 wherein V £A e q Ua ι s a value between 2% and 8%. 19. An asphalt pavement comprising a mix proportion determined according to the method of claim 16. 20. An asphalt pavement comprising a mix proportion determined according to the method of claim 17. 21. An asphalt pavement comprising a mix proportion determined according to the method of claim 18. 22. A method of producing a substantial area of asphalt pavement from mix proportions determined according to the method of claim 16, which pavement being characterized as having a substantially constant volume of effective air voids under said standard compaction, the aggregates of said pavement being from a source wherein the qualities of the aggregates therefrom vary in absorption, specific gravity, particle shape, or size distribution and wherein compacted mixtures of aggregates therefrom vary in consolidation under said standard compaction; which method comprising: periodically determining a mix proportion so as to maintain a constant volume of effective air voids during the production of said pavement thereby to compensate for variations in absorption, specific gravity, particle shape, or size distribution of the aggregates and variations in consolidation of the mixture under said standard compaction. 23. A method as recited in claim 22 wherein the volume of effective air voids in the pavement is substantially constant between 2% and 8% by volume under said standard compaction. 24. A method as recited in claim 23 wherein said standard compaction is a compactive effort as defined by the Marshall method. 25. A method as recited in claim 23 wherein the volume of effective air voids is substantially constant within 1/2% tolerance. 26. An asphalt pavement produced according to the method of claim 22. 27. An asphalt pavement produced according to the method of claim 23. 28. An asphalt pavement produced according to the method of claim 24. 29. An asphalt pavement produced according to the method of claim 25. 30 (Cancelled)

Inventors: TRUJILLO J
Applicants: TRUJILLO J
Application year: 1980
Main classification: C08L95
IPC codes: C08L95, E01C7