Voids In Mineral Aggregate Research Articles

Study on Vacuum Compaction of Asphalt Mixture and its Compaction Performance

In order to improve compactness of asphalt mixture, a novel vacuum compaction method is proposed and its process parameters are optimized. A simple compaction cylinder with a hole adjusting air pressure was designed and fabricated based on marshal compaction cylinder design. Common compaction and vacuum compaction were conducted separately by using compaction cylinder. The experimental results demonstrate that accumulative compaction depth with vacuum compaction was deeper compared to that of common compaction in the same compaction repetitions. In vacuum compaction, the effect of compaction at -0.08 Mpa presented the best performance. Accumulative compaction depth at - 0.08 Mpa is 3.41mm deeper than that in common compaction, increased 20.53%. Meanwhile, density, porosity, voids in mineral aggregate and percentage of asphalt volume also exhibits that vacuum degree of -0.08 Mpa is most efficient pressure value. These results indicate that vacuum compaction method can effectively improve compactness of asphalt mixture, which could provide a novel method for the enhancement of road quality and road lifespan.

Effect of Compaction Temperatures on Marshall Properties on Hot Rolled Sheet-Base mixture with the addition of plastic waste

This paper studies the effect of compaction temperatures on Marshall properties on a Hot Rolled Sheet-Base (HRS-Base) mixture with the addition of plastic waste. Polyethylene terephthalate (PET) type plastic waste from plastic bottle waste is used in this study as an additional material of HRS-Base mixture. The ‘wet method’ is used to mix the PET into HRS-Base mixture, in which the PET is pre-mixed with asphalt material at the temperatures between 160 °C to 170 °C to create modified asphalt before it is mixed with HRS-Base aggregates. The materials used in this study consist of PET from plastic bottle waste, 60/70 penetration asphalt, Portland cement, and aggregates. The aggregate composition used must meet HRS-Base specifications based on the Indonesian National Standard (SNI). The results showed that increasing the compaction temperature of the HRS-Base mixture had an impact on increasing density, Voids Filled with Asphalt (VFA), Marshall stability, and Marshall Quotient (MQ), while the values of Voids in Mix (VIM), Voids in Mineral Aggregates (VMA), and Flow decreased. In addition, HRS-Base without the addition of PET plastic (conventional HRS-Base) and HRS-Base with the addition of PET plastic (modified HRS-Base) were compared. Conventional HRS-Base has a density value, Voids Filled with Asphalt (VFA), and Flow higher than those of modified HRS-Base. While, the value of Voids in Mix (VIM), Voids in Mineral Aggregates (VMA), and Marshall stability of conventional HRS-Base are lower than those of modified HRS-Base.

Influence of short term oven aging on volumetric properties of asphalt concrete mixture containing modified Buton asphalt and limestone powder filler

In an effort to develop the use of modified Buton asphalt (MBA), this study designed a concrete asphalt mixture using the MBA as the main binding material and modified it with limestone powder fillers to produce concrete asphalt that has good resistance to aging. Short-term aging test was simulated in the laboratory on a loose mixture. The volumetric void in mixture (VIM), void in mineral aggregate (VMA) and void filled asphalt (VFB) values were evaluated on compacted specimens and had experienced STOA. Based on VIM, VMA and VFB values, it can be noted that mixture that only used MBA or mixture that combined MBA and limestone powder can provide resistance to bleeding or cracking, sufficient durability and stable interface adhesion between asphalt films and aggregate surfaces.

Utilization of Plastic Bottles Waste in Asphalt Concrete Mixture

This paper deals with the innovation of road construction materials by the use of polyethylene terephthalate (PET) as asphalt mixtures. The PET was obtained from plastic bottles waste. The purpose of this research is to investigate the effects of the PET on Marshall parameters on asphalt concrete pavement. The wet method is used in this research. It means that PET plastic material is directly mixed into asphalt when the asphalt is heated, then aggregates are added. In this research, asphalt with penetration of 60/70 is used. Its optimum asphalt content (OAC) is 5.7 percent while The percentages of the added PET are 3 percent, 4 percent, 5 percent, 6 percent, and 7 percent of the asphalt by weight. The results show that the addition of PET plastic waste into the mixture has a significant positive effect on the Marshall parameters of asphalt concrete pavement. The addition of PET waste has been able to increase the value of other Marshall parameters, including Voids in Mix (VIM), Voids in Mineral Aggregates (VMA), Voids Filled with Asphalt (VFA), Flow, and Marshall Quotient (MQ). This research result will contribute to a significant outcome in emerging a sustainable material for road infrastructure.

ALTERNATIF PENGGUNAAN KERIKIL GUNUNG PEGAT SEBAGAI BAHAN PERKERASAN JALAN RAYA

The road is one of the transportation infrastructures which is expected that the road condition has durability according to the ade of the plan. This study aims to determine in general the use of pegat mountain pebbles as highway pavement material (AC-WC).In this study using a mixture of asphalt laston type IX SNI 03-1737-1989 with variations of pegat mountain gravel mixture by 0%, 50%, 100%.From the research result obtained the highest marshall stability value of 1.214kg, highest plastic melt (flow) of 3,40mm, cavity in mixture (void in the mix) increased by 4,48%, cavity filled with asphalt (void filled with asphalt) highest increase of 0,83%, cavity in aggregate (void in mineral aggregate) increased by 22,23%, and marshall quotient (MQ) increased by 249% in the variation of pegat mountain gravel additives by 50%

Evaluation of the long-term performance of flexible pavements with respect to production and construction quality control indicators

This paper details the process to develop a framework for connecting pavement construction quality control indicators to long-term performance at the network level. The framework relies on creating a relational database using geo-referencing of individual quality data points collected from the Wisconsin Department of Transportation highway construction projects. This paper demonstrates the ability of the developed system to define the statistical correlation between quality during asphalt mix production and surface construction to in-service performance. The different sources of data relating to pavement design, mix production, asphalt concrete placement, quality control measurements, performance surveys were connected to build a holistic geo-relational database. Four types of distresses (transverse, longitudinal, alligator cracking and rutting) were isolated from the performance surveys to be used as performance indicators. The impact of these distresses on the pavement was calculated in the form of a Deterioration Index (DI). The statistical information in this paper showed that the proposed system could identify changes in the mix properties and assess their impacts on the existence and intensity of distresses. The potential correlations of quality indicators and the four distresses were investigated using linear regression analysis. Based on the results, rutting and alligator cracking are found to be sensitive to quality deviation in air voids (Va), voids in mineral aggregate (VMA), and in-place density. More importantly, the approach detailed in this paper provides the needed foundation for quantifying the dependency of pavement performance on quality control indicators.

Laboratory Investigation on the Likely Usage of Sub-base Course Dust: An Alternative Filler Material Ingredient for Marshall Design Mix

Construction of road asphalt pavement is always considered to be one of the very few challenging endeavors in implementing projects due to the type and content of the filler material ingredient and bitumen. This research study investigated the likely usage of natural Sub-base Course Dust (SCD) as alternative filler material and its effect in the Hot Mix Asphalt (HMA) through laboratory tests. There were forty-eight samples prepared according to ASTM D1559, of which out of fifteen samples used to determine the optimum bitumen content, while the remaining samples utilized to determine the effects of adding varying percentages of SCD to the asphalt mix. Five different bitumen percent contents applied, starting from 4%, 4.5%, 5%, 5.5% & 6%. The aggregate mixtures mixed and without Sub-base Course Dust (SCD) filler ingredients evaluated the Marshall properties of Hot Mix Asphalt (HMA). Likewise, four different contents of Sub-base Course Dust (SCD) filler materials considered, ranging from 2% to 8%, with an increment of 1%. On the other hand, the control mix established with 2% Hydrated Lime (HL), 2% Ordinary Portland Cement (OPC), and 4% marble dust ingredients. The Job mix formula used to obtain the percentage of material proportion for the laboratory experiment. The aggregate ratio applied for without filler in 3/4 size of 26%, 3/8 size of 23%, and fine of 51%, while for the aggregates Sub-base Course Dust (SCD) filler, 3/4 size of 26%, 3/8 size of 22%, fine sand of 46%, and mineral filler of 6%. Laboratory test results indicated the Optimum Bitumen Content (OBC) of about 5.1% of the total Hot Mix Asphalt (HMA), and the optimum percentage of Sub-base Course Dust (SCD) indicated 6%. The Marshall properties of the Hot Mix Asphalt (HMA), when the 6% Sub-base Course Dust (SCD) filler ingredient applied, it resulted in high stability, low flow, low Voids in Mineral Aggregates (VMA), low Voids Filled with Binder (VFB), and Low Air Voids. These results complied with the Standard Specifications. Therefore, Sub-base Course Dust (SCD) filler ingredient can likely be used as an alternative filler material in Hot Mix Asphalt (HMA) with an optimum filler content of 6%.

Effects of Mix Factors on the Mechanistic-Empirical Flexible Pavement Design

This study investigates the sensitivity of the mechanistic-empirical flexible pavement design performance parameters such as cracking, rutting, and smoothness to mix factors for 11 categories of hot-mix asphalt (HMA) mixtures. For each category of HMA mixture, the variations in the pavement performances for different effective binder content (Vbe), air void (Va), voids-in-mineral aggregates (VMA), voids-filled-with asphalt (VFA), and asphalt content (AC) are examined by the AASHTOWare Pavement Mechanistic-Empirical Design, simply the AASHTOWare software analysis. Five types of distresses: international roughness index (IRI), total rutting, rutting in the HMA layer, bottom-up fatigue cracking, and top-down longitudinal fatigue cracking are considered in the analysis. Results show that the prediction of distresses values after 20-year of service life using the AASHTOWare software may differ by up to 170% for different specimens of a certain mix design. All distresses, except rutting, increase in Va, VMA, and VFA. Rutting in HMA increases with an increase in VMA and VFA, and is insensitive to Vbe, Va, and AC in the study range of these parameters.

How the Mix Factors Affect the Dynamic Modulus of Hot-Mix Asphalt

Hot-mix asphalt (HMA) is a composite material consisting of stone-aggregates, sand, asphalt binder and additives. The properties of this combined material are dependent on the volumetric parameters used in the mix design. This study investigates the effects of volumetric mix factors on the dynamic moduli (E*) of eleven categories of HMAs. For each category of asphalt mixture, the variations in dynamic modulus for different contractors, binder types, effective binder content (Vbe), air void (Va), voids-in-mineral aggregates (VMA), voids-filled-with asphalt (VFA) and asphalt content (AC) are assessed statistically. Results show that the S(100) mixture (nominal size of 19 mm, 100 gyrations) with the Performance Grade (PG) binder of PG 64-22 has the highest value of E* at low temperature or high reduced frequency. At high temperature or lower reduced frequency, S(100) PG 76-28 has the highest E* value. The SX(75) mixture (nominal size of 12.5 mm, 75 gyrations) with the binder of PG 64-28 has the lowest E* value at high temperature or lower reduced frequency. At low temperature or high reduced frequency, SX(75) PG 58-34 has the lowest E* value. The Stone Mix Asphalt (SMA) mix has a lower E* compared to S(100) and SX(100) mixes ((nominal size of 12.5 mm, 100 gyrations) with the Performance Grade (PG) binder of) at low temperature. The E* increases with an increase in Vbe, Va, and VFA, and decreases with an increase in VMA and AC. The E* of a mix can vary from 200 ksi (1380 MPa) to about 1000 ksi (6900 MPa) for a particular frequency (10 Hz) and temperature (21.1 °C), even if samples are from the same contractor.

Sensitivity of the Flow Number to Mix Factors of Hot-Mix Asphalt

In the design of pavement infrastructure, the flow number is used to determine the suitability of a hot-mix asphalt mixture (HMA) to resist permanent deformation when used in flexible pavement. This study investigates the sensitivity of the flow numbers to the mix factors of eleven categories of HMAs used in flexible pavements. A total of 105 specimens were studied for these eleven categories of HMAs. For each category of asphalt mixture, the variations in flow number for different contractors, binder types, effective binder contents, air voids, voids in mineral aggregates, voids filled with asphalt, and asphalt contents were assessed statistically. The results show that the flow numbers for different types of HMA used in Colorado vary from 47 to 2272. The same mix may have statistically different flow numbers, regardless of the contractor. The flow number increases with increasing effective binder content, air voids, voids in mineral aggregates, voids filled with asphalt, and asphalt content in the study range of these parameters.

Performance Evaluation of Styrene-Butadiene-Styrene-Modified Stone Mastic Asphalt with Basalt Fiber Using Different Compaction Methods.

Superpave gyratory compaction (SGC) and Marshall compaction methods are essentially designed according to volumetric properties. In spite of the similarity, the optimum asphalt contents (OAC) of the two methods are greatly affected by the laboratory compaction process, which would further influence their performance. This study aims to evaluate the performance of styrene-butadiene-styrene (SBS)-modified stone mastic asphalt (SMA) with basalt fiber by using SGC and Marshall compaction methods. Basalt fiber was proved to improve and strength the basic properties of SBS-asphalt according to test results of asphalt binder. The effects of SGC and Marshall compaction methods on OAC and volumetric properties, i.e., density, air voids (VA), voids in mineral aggregates (VMA), and voids filled with asphalt (VFA), were evaluated in detail. Finally, the pavement performance of asphalt mixture prepared by SGC and Marshall compaction methods were compared in order to analyze the high-temperature creep, low-temperature splitting, and moisture stability performance. Results showed that the OAC of SGC (~5.70%) was slightly lower than that of Marshall method (5.80%). Furthermore, the pavement performance of SGC specimens were improved to a certain extent compared with Marshall specimens, indicating that SGC has a better compaction effect and mechanical performance.

Effect of rejuvenator types and mixing procedures on volumetric properties of asphalt mixtures with 50% RAP

The use of Reclaimed Asphalt Pavement (RAP) in asphalt mixtures has several benefits, such as reducing the consumption of virgin materials and protecting the environment. However, as high RAP content (e.g., 50%) is used, asphalt mixtures become brittle so that premature failure (cracking) may occur. To improve the cracking resistance of asphalt mixtures with high RAP contents, one of the approaches considered is the use of rejuvenators. Such rejuvenators, when used in high RAP asphalt mixtures, counteract the effects of the aged RAP binder and may have an impact on the volumetric properties of the mixtures. The objective of this study is to evaluate the effect of rejuvenator types and mixing procedures on the volumetric properties of asphalt mixtures prepared with high RAP content (i.e., 50%). To achieve this objective, three rejuvenators and three rejuvenator mixing procedures were utilized to prepare asphalt mixtures containing 50% RAP. Volumetric properties of the mixtures (air voids (AV), voids in mineral aggregate (VMA), and dust to binder ratio) were determined. Testing results indicate that some volumetric properties of mixtures (AV and VMA) could significantly change when different mixing procedures and rejuvenator types were used. Therefore, the mixing procedures and the rejuvenator types should be taken into considered when conducting mixture design.

Performance Evaluation of Bituminous Paving Mixes Containing Sisal Fiber as an Additive

Cellulose fibers are generally used as a stabilizer in bituminous mixes like stone matrix asphalt (SMA) mixes, to stop draindown of the binder from a mix, and are also helpful in reinforcing the cracked roadway. This present study investigates the potential use of naturally occurring fibers known as sisal fiber as a stabilizer in stone matrix asphalt as well as dense-graded bituminous mix namely bituminous concrete (BC). Marshall test is simple, economical, and commonly available to evaluate the optimum bitumen content (OBC) and optimum fiber content (OFC) of mixes and to predict various Marshall criteria: Marshall stability, flow value, air voids, voids in mineral aggregate, and voids filled with bitumen. In this study, VG 30 bitumen has been used as a binder and fly ash, a waste material which has been used as filler. Further, the paving mixes were investigated based on various laboratory tests such as draindown test, moisture susceptibility test, and dynamic modulus test where mixes are prepared at their respective OBC and OFC. The test results indicated that addition of 0.3% of sisal fiber to a mix with fly ash as filler remarkably improves the engineering properties of both mixes considered.

PENELITIAN CAMPURAN ASPAL BETON DENGAN MENGGUNAKAN FILLER BUNGA PINUS

AbstractThis study aims to determine the mixture of Pine Flowers using the Marshall method, and to determine the optimum asphalt content produced in concrete asphalt mixture with Pine Flower fillers, reviewed from the Marshall reserves, flow, VIM (voids In Mix), VMA (Void In Mineral ) Aggregate), VFB (Void Filled Bitumen), and Marshall quotient (MQ).The concrete asphalt mixture method in this study used AC 60/70 oil asphalt. This study consisted of 5 samples, each using different asphalt levels, namely: 5%, 5.5%, 6%, 6.5%, 7%. With each sample consisting of 3 variants of sample specimens. This research was conducted at the Technical Laboratory, the university attended. The stages of the study included coarse aggregate of the solid rock held by filter no. 8 (2.36mm), fine aggregate with brantas river sand passes the no. 8 (2.36mm), and fillers use pine ashes by passing filter no. 200 (0.075mm).The results of this study about Marshall characteristics obtained Optimal Asphalt levels of 6.5% with a mean Stability value of 1417, a mean Flow value of 3.6 mm, a mean value of VIM (voids In Mix) 4.11%, a mean value of VMA (Void In Mineral Aggregate 16.69%, VFB (Void Filled Bitumen) mean value 73.57%, and Marshall quotient (MQ) mean value 314 kg / mm. Keywords: Concrete Asphalt, Marshall Method, Pine Flowers

Influence of mix design parameters on asphalt concrete aging rate using I-FIT specimens

Aging is considered an important factor contributing to the deterioration of asphalt concrete (AC) pavements. As a result of aging, the resistance of AC pavements to various forms of cracking including fatigue, thermal, or block is reduced. Therefore, it is critical to understand the effect of aging on AC pavement cracking development and identify the effect of AC mix design parameters on the aging rate. A wide range of AC surface mixes was investigated in this study using the Illinois Flexibility Index Test (I-FIT) after the specimens were subjected to various lab-simulated aging conditions. The flexibility index (FI), an I-FIT outcome parameter, decreases consistently after long-term aging. This effect is primarily due to changes in the post-peak slope, which represents crack growth rate. The effect of mix design parameters on FI deduction rate (or aging rate) was analyzed using statistical methods. Single and multiple linear regression techniques were implemented to identify the significant of AC mix design parameters on the aging rate. The effect of voids in mineral aggregate (VMA), low-temperature true grade, asphalt binder replacement (ABR), mix type, and effective asphalt content was found to be significant. The increase of ABR, effective asphalt content, and VMA, and/or a decrease of low-temperature true grade induce a decrease in the aging rate of AC.

The performance and durability of polyethylene terephthalate and crumb rubber–modified road pavement surfaces

This research investigates the influence of waste polymeric polyethylene terephthalate (PET) materials obtained from waste plastic bottles and crumb rubber (CR) obtained from used automobile tyres on the performance (Marshall stability, flow and compression) and durability (weathering) characteristics of road-paving material made from Trinidad Petroleum Bitumen and the world-renowned Trinidad Lake Asphalt. Apart from possibly serving as additives to improve performance, incorporating waste PET and CR in asphaltic road-paving materials also offers a viable means of alleviating health and environmental problems associated with the waste disposal of PET and CR. The results of the Marshall testing found that the optimum dosage for polymer modification was 1.0% and 5.0% for PET and CR polymers, respectively. In comparison with a Marshall stability value for the unmodified asphalt sample of 10.2 kN with a corresponding flow value of 3.1 mm, the 5% PET modified sample had a Marshall stability value of 10.2 kN with a flow value of 3.2 mm, while the CR modified sample recorded the highest Marshall stability value of 10.7 kN at corresponding flow value of 2.8 mm. An undesirable trend of the gradual increasing of the voids in mineral aggregate (VMA) with incremental increases in the % of added PET and CR was observed; however, for all the modified specimens with the exception of the 5% PET modified sample, the VMA fell within the acceptable range of between 14% and 20%. The results of accelerated weathering and compression testing demonstrated that both the 1% PET and the 5% CR-modified samples had higher durability and compressive strength characteristics than the unmodified samples. Compressive stress values for the polymer-modified specimens were in excess of 45% compared to the unmodified ones. The relevance of the values obtained in this study cannot be ignored as it provides practical and essential data, especially of the optimal dosages of PET and CR required for the enhancement of the mechanical and durability properties of the Trinidad road-paving materials while simultaneously providing an environmentally desirable and sustainable method for reusing these waste polymers. Commercial application of the optimum formulation can be immediately implemented.

The Effect of Styrofoam Addition into HRS-Base on Marshall Characteristics

In this research, Styrofoam is added to the HRS-Base type of pavement to investigate the Marshall Parameter of its pavement mixture. Styrofoam is one type of waste that has characteristics that are nearly equal to asphalt, which are soften when heated and harden when temperatures return to normal. This study was conducted to determine the effect of Styrofoam on Hot Rolled Sheet-Base (HRS-Base) by varying the addition of Styrofoam in the mix. Based on the research, it can be concluded that the use of asphalt with the addition of Styrofoam as much as 0.5%, 1%, and 1.5% by weight of asphalt in an HRS-Base mixture improves the Stability of the mixture. The value of Flow is also increases when compared with asphalt mixture without Styrofoam. Asphalt mixture with the addition of Styrofoam as much as 1.5% has a maximum Stability above 1500 kg with optimum binder content is at 7.4%, and the value of Flow is above 3 mm. The 1.5% Styrofoam Asphalt ratio having the value of Voids in the Mixture is 4%, the Void in Mineral Aggregate is 19.2%, the Void Filled with Asphalt is 80%, and the Marshall Quotient is 260 kg/mm.

Effect of Mix Design Variables on Thermal Cracking Performance Parameters of Asphalt Mixtures

To address asphalt pavement thermal cracking, researchers have developed performance-based evaluation tools for asphalt mixtures. A minimum fracture energy obtained from a disc-shaped compact tension test and Black space parameters determined by the stiffness and relaxation properties of asphalt mixtures are two such methods to ensure good thermal cracking resistance. Mix specifiers and producers strive to meet the requirements set by these performance-based criteria by adjusting their mix designs. However, there is a lack of information and consensus on the effect of mix design variables (such as binder grade and mix volumetrics) on thermal cracking performance of mixtures as it relates to fracture energy and Black space location. This study strives to fill this gap by quantifying the effect of: (1) recycled asphalt content, (2) effective binder content, (3) air voids, (4) asphalt film thickness, (5) voids in mineral aggregates, and (6) PG low and high temperature grades on thermal cracking resistance. A large dataset, 90 mixtures from the Minnesota Department of Transportation and 81 mixtures from University of New Hampshire database, was used for the study. The results indicate a strong correlation between binder related properties (binder content, asphalt film thickness, PG spread) and fracture energy. The correlation coefficients obtained from this study for PG spread, effective binder content, and air void can be confidently employed to achieve targeted fracture energy thresholds. The same can be achieved for the Glower-Rowe parameter at 15ºC by employing the correlation coefficients obtained for PG low temperature, virgin asphalt content, and voids in the mineral aggregate.

A Study on Use of Plastic Coated Aggregates (PCA) in Bituminous Concrete Mixes of Flexible Pavement

The continuous increase in road traffic and heavy loading in combination with insufficient maintenance due to paucity of funds has resulted in deterioration of road network in India. To improve this proper maintenance, effective and improved roadway design, use of better quality materials and use of effective and modern construction techniques should be put into practice. During last three decades in many countries around the world it has been tested that modification of the bituminous binder with plastic/polymer additives enhances the properties and life of bituminous concrete pavements. The present investigation was carried out to propose the use of plastic coated aggregate (PCA) in bituminous mix of flexible pavements in order to improve their performance and also to give a way for safe disposal of plastic wastes in order to counter environmental pollution as well. There are mainly two processes available for incorporation of waste plastic in bituminous concrete mixes namely wet and dry process. In this study the dry process was used for bituminous concrete mixes as it being simple and economical. Physical properties of conventional and plastic coated aggregates were compared. The Marshall method of mix design was adopted using VG-10 grade bitumen for conventional aggregates and plastic coated aggregates (PCA). Marshall Specimens were prepared at bitumen content ranging from 4% to 6% with a increment of 0.5% by weight of aggregates and with waste plastic content of 5%, 7%, 9%, 11%, 13% and 15% by weight of optimum bitumen content. Marshal stability, Flow value, Air voids (Vv), Voids in mineral aggregates (VMA), and Voids filled with bitumen(VFB) were determined and compared with conventional aggregates (without plastic) bituminous concrete mixes. It was found that there was a reduction in consumption of bitumen in bituminous concrete mix by use of plastic coated aggregates also a considerable improvement in the properties of aggregates and bituminous concrete mix leading to provide longer life and improved pavement performance.

Sensitivity of rutting and moisture resistance of asphalt mixes to gradation and design air void content

ABSTRACT Bituminous mixes are generally designed with gradation and air void content ranges adopted by different agencies. The selected gradation and binder content are permitted to vary within specified tolerance limits. This leads to the possibility of a wide range of mixes with varying mix performance. Thus, it is essential to understand the influence of variation in these parameters on the performance of mixes. The present study aims to examine the sensitivity of the mix performance to variation within the specified gradation and air void ranges. Five aggregate gradations were considered for designing mixes for the volumetric design criterion of 4% air voids. For three of the five gradations, mixes were also designed for two additional design air void contents, 3% and 5%. Rutting resistance of the mixes was measured using a rut tester and moisture resistance was evaluated in terms of Tensile Strength Ratio (TSR). The densification characteristics represented by voids in mineral aggregate (VMA) values of the mixes prepared using the five aggregate gradations are similar to those of the corresponding aggregate packing characteristics (dry aggregate air voids, DAAV). A good relationship was observed between mix rutting and minimum voids in mineral aggregate and DAAV. Sensitivity analysis carried out with different aggregate gradations, design air void contents and tolerances, indicated that rut depth as well as TSR vary over a wide range for the combinations of mixes considered (all within the gradation, air void content and tolerance limits).Compared to the design air void content, aggregate gradation is found to have significantly larger effect on rut depth whereas both gradation and design air void content have similar effect on the TSR value. Using the results obtained from the present investigation, the Indian Marshall mix design criteria (MoRTH 2013) for stability and flow were revisited and new criteria are proposed.