Binder Course Research Articles

Verifying Moisture Damage Impact in Asphalt Concrete with the Aid of Nondestructive Test NDT

One of the major concerns of pavement durability is its susceptibility to moisture damage. In this investigation, non-destructive test NDT has been implemented to detect the moisture damage issue. Asphalt concrete specimens were prepared using the traditional Marshall method for wearing, binder and asphalt stabilized base course. Specimens were traversed by ultrasound pulse velocity before and after practicing the moisture damage procedure. The variation of dynamic and elastic modulus before and after the moisture damage was considered and related to tensile strength ratio TSR. It was noted that the pulse velocity decline by (11, 11.2 and 16.4) % and the dynamic modulus declines by (28, 6.6 and 28.5) % for asphalt concrete wearing, binder and base courses respectively after moisture damage. The elastic modulus exhibits no significant variation after moisture damage for wearing course while it declines by (9 and 11.7) % for binder and base courses respectively after moisture damage. It was concluded that the elastic and dynamic moduli were unable to clearly distinguish the impact of moisture damage, whereas the Seismic modulus calculated from the Ultrasonic Pulse Velocity test was effective in distinguishing such impact. The linear equation obtained with good coefficient of determination can explain 74 % of the variation in the seismic modulus after moisture damage.

Analisis Karakteristik Marshall pada Beton Aspal Lapis Pengikat (Asphalt Concrete-Binder Course) menggunakan Aspal Modifikasi Serbuk Serat Pelepah Batang Pisang

Asphalt modification by adding fiber powder of banana stem can be implemented to improve the performance of pure asphalt. Asphalt concrete binder course AC-BC is a flexible pavement layer that functions to distribute the load towards the foundation layer. So it really needs strength, durability and stability of the materials. For that, it is necessary to use asphalt modification with fiber powder of banana stem which is used as a binding material in AC-BC asphalt concrete mixture. The proper percentage of modified asphalt level will determine the optimum quality of an asphalt mixture. Asphalt concrete specimens were made in 3 (three) samples for each variation of asphalt level by 5%; 5.5%; 6%; 6.5%; and 7%. The asphalt optimum level in the mixture is carried out through volumetric investigation in the form of VMA, VIM, and VFB values and mechanical assessment in the form of stability, flow and Marshall Quetient. The results of data analysis found that the value of VIM, stability and MQ tend to decrease with increasing levels of modified asphalt. On the other hand the value of VMA, VFB and flow tend to rise with increasing levels of modified asphalt. However, from the five variations of asphalt levels obtained asphalt levels of 5% and 5.5% which meet all the specifications of AC-BC asphalt concrete specification. To determine the asphalt optimum level, the average of qualified asphalt level is taken. So that the asphalt concrete AC-BC will produce a better structural performance at 5.25% asphalt level with banana stem fiber powder on asphalt by 0.1%.

Laboratory Characterization of Asphalt Mixtures Containing Steel Slag

The use of industrial by-products needs better understanding of their characteristics and behavior when subjected to traffic loading and environmental conditions. This paper presents a comprehensive laboratory characterization testing of asphalt mixtures containing steel slag. Electric Arc Furnace Steel Slag (EAFS) products were chosen as one of the most significant types of non-hazardous metallurgical waste, which were sourced from a steel factory in Egypt. The routine tests were conducted on EAFS materials to examine the physical, mechanical, and chemical properties, which were compared with the virgin aggregate (limestone). Blends of limestone aggregates/EAFS with percentages of 100/0, 80/20, 60/40, and 0/100% were selected to be employed as binder course layer. Asphalt mixtures were designed by Marshall method to find the optimum binder content. Test results showed that as the EAFS percentage in the mix increased, both the stability and density of the mixes increased. In addition, the flow and voids in mineral aggregates (VMA) were found to decrease with an increase in the EAFS content.

Wind Speed Effect on the Time Available for Compaction of Warm Mix Asphalt (WMA)

High demand for new asphalt pavements often requires that paving is to be done in an unfavourable condition such as low air temperatures, high wind speeds, and night construction that will affect the Time Available for Compaction (TAC). In local practice, the asphalt paving compaction control mechanisms quoted from the locally used specifications are normally based on the limits of the delivery and laying completion temperatures. This study was conducted which aim to determine the appropriate TAC of Warm Mix Asphalt (WMA) with the effect of different wind velocity using laboratory tests. It focused on WMA Asphaltic Concrete (AC)14 of mix type for wearing course and AC28 of mix type for binder course. Sample of WMA was prepared in a slab mould instead of typical round mould, which was used to resemble the shape of actual pavement. The different wind velocity was simulated by the fan located at different distance from the sample. The results indicated that the cooling rate of WMA is significantly affected by the wind velocity thus influencing the Time Available for Compaction (TAC), which decrease in average by 10-50% during windy days.

Evaluating Asphalt Concrete Properties by the Implementation of Ultrasonic Pulse Velocity


 In past years, structural pavement solution has been combined with destructive testing; these destructive methods are being replaced by non-destructive testing methods (NDT). Because the destructive test causes damage due to coring conducted for testing and also the difficulty of adequately repairing the core position in the field. Ultrasonic pulse velocity was used to evaluate the strength and volumetric properties of asphalt concrete, of binder course. The impact of moisture damage and testing temperature on pulse velocity has also been studied. Data were analyzed and modeled. It was found that using non-destructive testing represented by pulse velocity could be useful to predict the quality of asphalt concrete, the good correlation between the pulse velocity and the volumetric and strength properties. The potential benefit of using the wave parameters is for condition assessment of asphalt concrete. The moisture damage exhibits a negative influence on pulse velocity by 13%, while the testing temperature shows an effect on the pulse velocity.

Environmental assessment of existing pavements asphalt layers for production of new asphalt mixtures

Road construction requires a large amount of construction materials. During asphalt pavement construction it is natural aggregate and asphalt binder in particular. Their ratio varies depending on whether they are applied in an asphalt pavement as a wearing, binder or base course. Nowadays, pressure of public opinion on responsible environmental behaviour and effective use of financial resources create an optimal space for assessment of building materials from pavement layers. According to the EAPA (European Asphalt Pavement Association) data from 2017 the wearing courses accounted for 90 % of all pavement layers in European Union. In Slovakia their representation is also dominant. While in Western Europe reassessment of existing asphalt layers by recycling technologies has been used to the maximum, in Slovakia the reassessment was out of interest of construction companies. With the arrival of new machinery, legislation amendment and social pressure on responsible environmental behaviour, the strategy of some construction companies in Slovakia is also changing. The reassessment of existing asphalt layers for production of new asphalt mixtures goes to the forefront of the interest. This article summarizes necessary steps to achieve an increase in the re-use rate of R-material by hot-mix asphalt recycling technology in asphalt mixing plants.

Micro-Structure of Hot Mix Asphalt Containing the 35/50 Bitumen Viewed in Terms of Excess Moisture in the Underlying Course of Pavement

Compaction of Hot Mix Asphalt (HMA) is a process aimed at obtaining the desired performance properties. Attainment of the required compaction can be hampered by external factors, which includes the presence of water. Water is known to cause quick lowering of the HMA temperature. The bottom face of the asphalt layers of a pavement is a sensitive point from the fatigue life point of view. In the site conditions, it is often difficult to obtain the required air void content at the bottom of an asphalt layer and excessive moisture content in the base course lying beneath the asphalt layer can be one of the causes. This article presents the results of tests carried out on a test section on which HMA was placed on an unbound aggregate base layer of varying moisture content. The material used for the binder course was asphalt concrete mixture composed of aggregate of minus 16 mm grading and 35/50 bitumen. Being relatively hard it is the most often specified bitumen for binder courses and also base courses. One of its characteristics is a considerable increase of viscosity with decreasing temperature, which hampers the process of compaction. The bulk specific gravity was measured to determine the variations in the air void content through the specimens. The complex modulus of elasticity and fatigue life were the other parameters which were determined on the specimens with different air void contents. The test results show worsening of the properties which have a decisive bearing on the service life of pavement.

Performance evaluation of asphalt concrete mixes under varying replacement percentages of natural sand

Frequently, load associated mode of failure, rutting and fatigue, are the main failure types found in some newly constructed roads within Baghdad, the capital of Iraq, and some suburban areas. The use of excessive amount of natural sand in asphalt concrete mixes which is attractive to local contractors could be one of the possible causes to the lack of strength properties of the mixes resulting in frustration in the pavement performance. In this study, the performance properties of asphalt concrete mixes with two natural sand types, desert and river sands, were evaluated. Moreover, five replacement rates of 0, 25, 50, 75, and 100% by weight of the fine aggregate finer than 4.75 mm were used. The performance properties including moisture susceptibility, resilient modulus, permanent deformation, and fatigue characteristics were evaluated using indirect tensile strength, uniaxial repeated loading and repeated flexural beam tests. Also, as a part of the research objective, the laboratory tests result were used to predict the performance using VESYS computer software. Results showed that mixes with high natural sand content (NSC) are more susceptible to moisture damage and rutting, lower resilient modulus and some improvement in fatigue resistance. Based on the obtained results, the necessity has rise to revise the current local specification for asphalt concrete which specifies the limits of natural sand content in the mixes of wearing and binder courses with 25% whereas for base course mixes no limit exist yet.

Warm Mix Asphalt Surfacing Performance for Different Aggregate Gradations with Cecabase RT Additive

Hot mix asphalt (HMA) surface course normally consists of wearing and binder layers, with different aggregate gradations. Hot mix asphalt (HMA) mixtures are traditionally produced at relatively high temperatures of between 150°C to 180°C. Warm Mix Asphalt (WMA) offers a sustainable solution to the problem by lowering the production temperature and energy requirements. However, to be accepted as an alternative to HMA, the performance of WMA must be comparable or better than HMA. The objective of this research is to investigate the performance of WMA wearing and binder course in terms of stiffness and moisture resistance, using Cecabase RT as warm mix asphalt additive. Different concentrations of Cecabase RT were added to determine the optimum percentage Cecabase RT. Marshall method was used to produce all samples investigated and analysis as carried out on the samples. Stiffness and moisture resistance tests were carried out to measure the performance of the mixes. The stiffness modulus values obtained for WMA mixes are higher than HMA mixes, indicating better stiffness. In addition, all the mixes investigated achieved the required minimum TSR value of 80%. It can be concluded that warm mix asphalt using Cecabase RT is comparable in terms of stiffness and moisture resistance to conventional HMA and could be a sustainable alternative to the conventional HMA mix as it can be produced at lower temperatures.

Influence of Surface Texture on Interface Bond Shear Strength of Asphalt Concrete

The bonding strength provided by the tack coat between asphalt concrete layers at the interface is considered as an essential issue in the performance of the flexible pavement throughout its service life. However, the surface texture of the pavement surface exhibits another essential issue in the bond strength. In this investigation, three layers of asphalt concrete (base, binder and wearing) courses with (25, 19, and 12.5) mm of nominal maximum size of aggregates have been prepared using roller compactor. Rapid curing cutback RC-70 and cationic medium setting emulsion CMS have been implemented as tack coats with three application rates. The slab specimens were subjected to mean texture depth determination using sand patch method. Core specimens of 102 mm diameter were obtained from the prepared slab samples and subjected to interface bond strength test with the aid of a special manufactured mold. Test results were analyzed and compared. It was concluded that when RC-70 tack coat was implemented, asphalt concrete binder course laid on base course exhibited the highest shear strength of 1600 kPa at an application rate of 0.33 liter/m2 when compared to other application rates. Asphalt concrete wearing course laid on binder course exhibited the highest shear strength of 1515 kPa at an application rate of 0.15 liter/m2 when compared to other application rates. When CMS tack coat was implemented, asphalt concrete binder course laid on base course exhibited the highest shear strength of 1620 kPa at an application rate of 0.23 liter/m2 when compared to other application rates. Finally, the asphalt concrete wearing course laid on binder course exhibited the highest shear strength of 2272 kPa at an application rate of 0.23 liter/m2 when compared to other application rates.

Studi Pemanfaatan Limbah Beton Mutu Tinggi pada Campuran Asphalt Concrete Binder Course (AC-BC)

The purpose of this research is to find out whether the modification of asphalt used with high quality of concrete waste as coarse substitute aggregate of Asphalt Concrete - Binder Course (AC – BC). In this study, the researcher used high quality of concrete waste fc’ 42, fc’ 47, fc’ 50, each waste concrete quality will be mixed with asphalt bitumen contents 5%, 5.5 %, 6 %, 6.5, and 7%. This research used the Marshall test method to determine stability value, flow value, Void In Mix (VIM), Void In Mineral Aggregate (VMA), Void Filled With Asphalt (VFA). AC - BC with high quality of concrete waste fc'42 obtained for the best bitumen content obtained is 7%, with a stability value of 1491.705 kg, flow 4.264 mm, MQ 343.465, VIM 9.190%, VFA 34.425%, VMA 15.067%. AC - BC with high quality of concrete waste fc'47 was obtained for the best asphalt content obtained was 7%, with stability values ​​1551.715 kg / mm, flow 4.587 mm, MQ 339.122, VIM 5.530%, VFA 63.308%, VMA 14.235%.The best results of the Marshall test were obtained at the high quality of concrete waste fc'50, asphalt content obtained is 7%, with the stability of 1616.145 kg, flow 4.859 mm, MQ 333.720, VIM 5.116%, VFA 55.597%, VMA 13.226%. Referring to the obtained research test, the values of stability match with Bina Marga standard value, namely 800 kg, but VFA value, VIM, and flow are not of Bina Marga standard values. In addition, VMA vales fulfilling Bina Marga standard values are concrete waste fc’42 and fc’47 with the scale 14%. The researcher hopes that this research will be the guideline in making a mixture of asphalt concrete binder courses with the replacement of coarse aggregate using concrete waste and to inspire people in utilizing concrete waste in technical aspects.

Differences in The Spreading Temperature Between the Grained Buton Bitumen with the Penetration Asphalt 60/70

The need for asphalt in Indonesia is so high that every year it has to import asphalt oil around 600,000 tons. The amount of imported oil asphalt can certainly be reduced by the optimum utilization of asbutons. This research study was to determine the influence of temperature differences at the time of the finisher Asphalt Concrete mix asphalt - Binder Course (AC-BC) field with the use of grained Buton Asphalt and bitumen 60/70 penetration, using local aggregate in asphalt mixtures Asphalt Concrete - Binder Course (AC -BC). The method used is a survey of direct sampling to the field. Temperature measurement data is taken on asphalt mixture in asphalt finisher before compacted. Temperature data collection is done for Asphalt Buton Grain type 5/20 and asphalt penetration 60/70 then calculated decrease happened and long time required asphalt carrier vehicle from asphalt mixing plane to the location of an overlay. So we get the difference of temperature decrease. The result showed that the temperature decrease on the asphalt of grain buton was increased, compared to the asphalt mixture using liquid asphalt with approximate time ± 5 hour trip from asphalt mixing plane to location. So it needs special handling in the field implementation to cope with rapid temperature decline.

Laboratory study: durability characteristics of Asphalt concrete binder course utilizing Bantak and Clereng as aggregate and Asbuton Lawele as fine aggregate (using Marshall Methods)

Construction of roads and will continue and growing, while on the other side of the raw material reserves for the road less. Given this, the researchers tried to use the mining waste material at the bottom of Sabo Dam from Merapi which is bantak to substituted coarse aggregate and asbuton is substituted fine aggregate to tackle the lack of asphalt and to utilise local’s natural resources. This research carried out by using a mixture of 40% Bantak and 60% Clereng and substitute fine aggregate (substitution) with asbuton Lawele type 20/25 with the same amount. The asbuton concentrate variation that used in the test are (100%:0), (75%:25%), (50%:50%), (25%:75%), (0%:100%). All the specimens tested and analysed using Marshall Method as Public Work Department specification (2007), determined the optimum asphalt value of each specimen. All specimens with optimum value will immersed in water during half hour, 24 hours and 48 hours before Marshall test. Result of the test is used to know the asbuton substitution variation effects based on stability value, and residual strength index. The result shows that optimum asphalt value of asbuton specimens with percentage asbuton 0%, 25%, 50%, 75% and 100% are 6.2%; 5.6%; 5.25%; 5.1% and 5%. On standardise immersion asbuton variation of 0%, 25%, 50%, 75% and 100% the mix stability value are of 1498 kg, 1629 kg, 1405 kg, 1264 kg and 1258 kg respectively. While on 48 hour immersion, the residual strength indexs are 97.97%, 88.86%; 71.06%; 64.41% and 57%. In the conclusion optimum utilisation asbuton is 25% with optimum asphalt value 56% because has high stability, but has low durability.

Characterization of Classified Indian Reclaimed Asphalt Pavement (RAP): In-Situ and Lab Density, Bitumen Content and Gradation Characteristics.

Reclaimed asphalt pavement (RAP) is the term given to removed and/or reprocessed pavement materials containing asphalt and aggregates. These materials are generated when asphalt pavements are removed for reconstruction, resurfacing, or to obtain access to buried utilities. When properly crushed and screened, RAP consists of high-quality, well-graded aggregates coated by asphalt cement. Process of utilization of reclaimed asphalt pavement (RAP) is called recycling of asphalt pavement. RAP material is generated when old, damaged pavement materials are milled and crushed for addition as a component to new mixtures placed in the pavement structure. Historically, old pavement material was removed and disposed of in landfills. As land filling these materials has become less practical and more expensive and the availability of quality virgin materials declines, the addition of RAP to pavement mixtures has become more and more prevalent. Recycling of pavement material can be done as an in-place process or a central plant process. The in-place process combines the reclamation, mixing, lay down, and compaction procedures into a single paving train in the field. In-place recycled materials are typically used for base or binder courses and are typically overlaid with a surface course. The central plant process involves stockpiling RAP at the asphalt plant, which is then mixed with virgin materials at the plant and trucked to the construction site for lay down and compaction. Use of RAP in road construction will reduce depletion of virgin aggregates resources and also overcome to disposal problem of bituminous wastes. It is required to access properties of RAP aggregate and recovered bitumen before using in actual road pavements. RAP samples collected and a series of tests are performed for characterization and performance evaluation of selected RAP samples of different groups. In this study characterization of RAP limited to in-situ and lab density along with bitumen content and gradation of RAP classified in different groups. Results of this study will be beneficial in job mix formula (JMF) design with varying percentage of RAP to be use in bituminous layer in flexible pavements. This study is a step towards sustainable developments with green road construction i.e. construction of flexible pavement with environmental protection and conservation of natural resources.

Study of the Simultaneous Utilization of Mechanical Water Foaming and Zeolites and Their Effects on the Properties of Warm Mix Asphalt Concrete.

The paper aimed at assessing the feasibility of using natural zeolites as a mineral filler substitute for asphalt mixtures produced at around 120 °C temperatures with a water foamed binder and compacted at 100 °C. The tests utilized the AC 16 asphalt concrete mixture intended for the binder and base course with the mineral filler fraction amounting to 4% by wt. comprising limestone dust and zeolites (when added). A reference hot mix and warm mix with foamed bitumen were compared to two mixes with zeolites, with one containing 0.4% of a water-modified (20% moisture content) zeolite and the second containing 1.0% of natural air-dried zeolite. The investigations included: assessment of campactability using a gyratory compactor, air void content, indirect tensile strength before and after conditioning with one freeze-thaw cycle, and the resulting resistance to moisture and frost damage. The mixtures with zeolites exhibited decreased compactability when compared to reference mixes, which the Marshall samples confirmed. The mechanical properties have also deteriorated in zeolite-bearing mixtures, which was partially accounted to the decreased compaction level. It was concluded that the temperature of the mixture production was too low for the zeolite water to significantly improve the compactablity of the asphalt mixture and its mechanical parameters.

Prediction of long-term volumetric parameters of asphalt concrete binder course mixture using artificial ageing test

Ageing of asphalt mixture occurs during the production and construction, and it will continue until the end of the pavement lifetime. Modified Butonic bitumen consists of petroleum bitumen and extracted bitumen from natural asphalt was used as a binding material to produce asphalt concrete binder course (AC-BC). This study purposed to predict the effect of long-term ageing on volumetric parameters of asphalt concrete binder course mixture using an artificial laboratory test. Three different treatments were conducted, the first treatment without the ageing process as the control specimen, the second and third treatments used oven heating as the artificial ageing process for 2 and 4 days 85°C. After ageing process completion, the volumetric parameters were determined by the value of the void in the mixture (VIM), void of mineral aggregates (VMA) and the void filled with asphalt binder (VFB).

Assessment of Palm Kernel Shells as Partial Replacement of Coarse Aggregates in Highway Pavements

This paper looked at the potentials of partially replacing palm kernel shells with coarse aggregates in road binder course with emphasis on strength of the asphalt concrete as given by the Marshal Stability and flow values. The aim of the study was to assess the suitability of replacing coarse aggregates with palm kernel shells in highway pavements. The following methodology was adopted in the research, Specified proportions of each material such as 4% filler of size 0.075mm, 35% quarry stone dust of maximum size 5mm, 6% river sand of maximum size 5mm also and 20% crushed stone of size 5-16mm, 35% crushed stone of size 16-20 mm with 6% bitumen of penetration grade 60/70 was mixed together at 163°C. The mixture was compacted with 50 blows both at the top and bottom to obtain cylindrical samples for the Marshall Stability tests. Palm kernel shells were partially replaced at 0%, 20%, 30%, 40%, 50%, 60%, 70%, 80%, and 100% by weight of total coarse aggregate in the mixture. The study found that palm kernel shells can be used to replace coarse aggregate up to 20% before drastic reductions become noticeable. It is therefore recommended that for heavily trafficked roads, palm kernel shells up to 10% can be used for the replacement while even above 70% replacement is possible for lightly trafficked roads in the rural settings.

Impact of reclaimed asphalt pavement (RAP) on low-temperature properties of asphalt concrete

Hot mix recycling is a practice which enables reusing materials from old asphalt pavements. Current Polish regulations allow usage of RAP only for binder and base courses, and its amount is limited. Asphalt mixtures with RAP material have to fulfil requirements stated for typical asphalt mixtures. The research presents low-temperature properties of twelve different asphalt concretes with RAP material, determined using three-point bending test. Mixtures differed in: type (for wearing, binder or base courses), content of RAP (from 0% up to 60%), quality of RAP material and application of rejuvenator. For all mixtures, RAP content strongly influences mechanical properties – critical strain and flexural strength. Their values decreased with an increase in the used amount of RAP. The greatest decrease was observed for wearing and binder courses. The changes were much smaller for base course mixtures, even with higher amounts of RAP.

The Effect of Various Paving Time on the Time Available for Compaction of Warm Mix Asphalt (WMA)

Warm Mix Asphalt (WMA) is a technology that allows significant lowering of the production and paving temperature of conventional Hot Mix Asphalt (HMA). By reducing the viscosity of bitumen and/or increasing the workability of mixture, some WMA technologies can reduce the temperature to even lower without compromising the performance of asphalt. High demand for new asphalt pavements often requires that paving is to be done in an unfavorable condition such as low air temperatures, high wind speeds, and night construction that will influence the cooling rate of asphalt pavements, affecting the Time Available for Compaction (TAC). TAC is a period taken by the asphalt mix to cool and stiff to the point where it can absorb the applied compaction energy without allowing the aggregate particles to move and avoid higher cooling rate which will reduce the TAC. In local practice, the asphalt paving compaction control mechanisms quoted from the locally used specifications are normally based on the limits of the delivery and laying completion temperatures. There are no items that can be used to predict these control elements and to be specifically related to the local conditions. This study was conducted with the aim to determine the appropriate TAC of WMA when paved at different time (day and night) through laboratory tests. It focused on WMA AC 14 of mix type for wearing course and AC 28 of mix type for binder course. The results indicated that the cooling rate of WMA is significantly affected by the amount of solar flux (on daytime), ambient and base temperature thus influencing the Time Available for Compaction (TAC). The TAC tends to increase during daytime at 1pm as compared to 9am, 5pm and during night time.

Use of Bottom Ash as a Partial Replacement of Fine Aggregates in Flexible Pavement

A survey of ongoing research on bottom ash appears to demonstrate it has the ability to improve asphalt pavement performance when used to supplant a segment of the aggregate in asphalt mixes. Bottom ash can be utilized as an aggregate substitution, giving a considerable reserve funds to both highway organizations and service organizations. Bottom ash has been utilized as fine aggregates in flexible pavements since the mid 1970's. The American Coal Ash Association detailed that, more than 17,200 metric huge amounts of bottom ash was utilized in flexible pavements clearing during 2006. The research is centered around examination of properties of bottom ash, which is the byproduct of Budgam coal power plant and attainability investigation of utilization of bottom ash in flexible pavements of indian roads. As indicated by the outcomes got, the best blends are delivered by mixing bottom ash with well-graded, angular, rough textured aggregate and restricting the level of bottom ash to 25% for wearing and 16% for binder course. Marshall Stability and flow values have been found to diminish as the level of Wet bottom ash is increased in the blend. Further, high level of bottom ash substitution increases ideal bitumen content, which primarily influences to high production cost. In spite of the fact that the expense per 1 Mt of bottom ash mixed blend is higher than the conventional mix for both surface courses, its low density increases overlay zone. In light of that the expense per 1 m2 is lower than the conventional mix. The fruitful utilization of bottom ash in black topped pavements in Jammu and kashmir would give huge monetary investment funds as well as an ecological inviting solution for a waste material.