KSCE Journal of Civil Engineering (2014) 18(5):1364-1371 Highway Engineering

Copyright ⓒ2014 Korean Society of Civil Engineers

DOI 10.1007/s12205-014-0516-0 pISSN 1226-7988, eISSN 1976-3808
www.springer.com/12205
TECHNICAL NOTE

Effect of Aggregate Shape on the Surface Properties of Flexible Pavement

Burak Sengoz*, Amir Onsori**, and Ali Topal***
Received October 22, 2012/Accepted September 2, 2013/Published Online March 15, 2014

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Abstract

One of the most important properties of flexible pavements in terms of tire-pavement interface is surface texture. The texture of a
pavement surface and its ability to resist polishing effect of traffic is of prime importance in providing skidding resistance. Pavement
surface texture greatly contributes to tire-pavement skid resistance which has a direct effect on traffic operation and safety
particularly at high speeds. Doubtless, there exists a close relationship between pavement surface texture and aggregate angularity
within the wearing course. This paper is aimed to determine the effect of aggregate shape on the surface properties of Hot Mix
Asphalt (HMA). Two different mineralogical types of aggregate (basalt and limestone) have been crushed with impact, jaw and roll
type of crushers. Various types of aggregate with different shapes have been mixed with 50/70 penetration grade bitumen to form
dense graded mixtures. Test methods related with the evaluation of shape and texture characteristics have been utilized to
characterize the geometrical properties of aggregates. The texture and friction properties of asphalt slabs have been evaluated by
means of sand patch test, 3D laser scanner and dynamic friction tester respectively. The results indicated that a relationship exists
between the shape characteristics of aggregate and the surface properties of HMA.
Keywords: aggregate shape, mineralogy, crusher, friction, surface texture
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1. Introduction surface from a true planar surface (PIARC, 1987). Macrotexture

Each year unacceptably large number of fatalities and
injuries resulting from accidents on highways make roadway
safety one of the most important international issue. With
continuous growth in the amount of highway traffic and
capacity, traffic crashes increase annually over the whole
world. Along this increase, a great demand and focus on the
need for safer roads and highways become prior in road
projects. In addition to security factors such as highway
geometry, operating speed driver dynamics, pavement surface
properties are also critical factor in highway safety. A proper
design to provide adequate pavement surface properties and
practically monitoring these properties has been high priority
in recent projects worldwide.
Many factors influence pavement surface properties such as:
age of the surface course, seasonal variations and rainfall, traffic
intensity, road geometry and aggregate mineralogy and shape
properties (Chelliah et al., 2003).
Among these categories, shape properties of aggregates gained
attention in the last decade. Investigation of a potential relationship
between pavement surface characteristics, such as friction and
texture, and shape characteristics of aggregate will help better
understand and mitigate the problem.
Pavement texture is defined as the deviations of the pavement
is characterized by wavelengths between 0.5 to 50 mm and peak
to peak amplitudes usually between 0.1 to 20 mm. Microtexture
is characterized by wavelengths shorter than 0.5 mm and with
peak to peak amplitudes usually between 0.001 and 0.5 mm
(PIARC, 1995; ISO, 2002). Texture wavelength is defined as the
minimum distance between periodically repeated parts of the
curve in its direction along the surface plane (ISO, 2002). Both
microtexture and macrotexture influence the skid resistance of a
pavement.
It is widely recognized that pavement surface texture influences
many different pavement-tire interactions. Fig. 1 illustrates the
ranges of texture wavelengths affecting various vehicle-road
interactions, including friction, interior and exterior noise, splash
and spray, rolling resistance, and tire wear.
Pavement friction is the force that resists the relative motion
between a vehicle tire and a pavement surface. This resistive
force is generated as the tire rolls or slides over the pavement
surface (Rado, 2006). Pavement friction plays a vital role in
keeping vehicles on the road, as it gives drivers the ability to
control/maneuver their vehicles in a safe manner, in both
longitudinal and lateral directions.
The surface properties of Hot Mix Asphalt (HMA) are also
affected substantially by the shape characteristics of aggregates.
The successful quantification of aggregate geometric irregularities

*Associate Professor, Dept. of Civil Engineering, Dokuz Eylul University, 35160 Buca, Izmir, Turkey (Corresponding Author, E-mail: burak.sengoz@deu.edu.tr)
**MSc. Researcher, Graduate School of Natural and Applied Sciences, Dokuz Eylul University, 35160 Buca, Izmir, Turkey (E-mail: a.onsori@gmail.com)
***Associate Professor, Dept. of Civil Engineering, Dokuz Eylul University, 35160 Buca, Izmir, Turkey (E-mail: ali.topal@deu.edu.tr)

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 Effect of Aggregate Shape on the Surface Properties of Flexible Pavement
Fig. 1. Texture Wavelength Influence on Pavement Tire Interac-
tions
is essential for understanding their effects on pavement surface
properties and for selecting aggregates to produce pavements of
adequate quality. Thus, the quantification of the shape is important
as high-quality pavements are needed to meet increases in traffic
volume and load. A number of studies related skid resistance
with surface texture. Masad et al. studied the influence of texture
on tire and pavement surface friction. Skid numbers were
governed by six texture parameters. The three macrotexture
parameters and three microtexture parameters were expressed in
terms of texture size, spacing or distribution, and shape (Masad
et al., 2009). Do et al. (2007) defined three parameters for
characterizing a surface texture; size, interspace (or density) and
shape. Ergun et al. (2005) developed a friction-coefficient prediction
model which is based on texture profiles measured by using an
image capturing technique. Wu and King (2011) showed how
differences on texture of pavement surfaces influence peak brake
coefficients of a standard test tire. Gardiner et al. (2001) demonstrated
how skid resistance tests taken from different pavement surfaces
are different based on their texture.
This research aims to characterize the surface properties of
HMA slabs by means of texture and friction measurements. Two
different mineralogical types of aggregate (basalt and limestone)
were crushed with three different types of crushers (impact
crusher, jaw crusher and roll crusher) and screened with ASTM
E11 sieves. Grading of aggregate was chosen in conformity with
Table 1. Properties of Base Bitumen
Test Specification
Penetration (250°C; 0.1 mm) ASTM D5 EN 1426
Softening point (°C) ASTM D36 EN 1427
Viscosity at (135°C)-Pa.s ASTM D4402
TFOT (163°C; 5h) ASTM D1754 EN 12607-1
Change of mass (%)
Retained penetration (%) ASTM D5 EN 1426
Specific gravity ASTM D70
Vol. 18, No. 5 / July 2014 − 1365 −
the Type 1 wearing course of Turkish specifications. Various
types of aggregate with different shapes have been mixed with
50/70 penetration grade bitumen to form a dense graded mixture.
The shape characteristics of the aggregate have been determined
by ASTM C1252, modified ASTM C1252, EN 933-6, ASTM
D4791 and BS 812. The primary indices used to characterize
texture are Mean Texture Depth (MTD) determined by sand
patch test and Mean Profile Depth (MPD) determined by 3D
laser scanner. The friction measurements have been performed
by means of dynamic friction tester. The hypothesis behind this
experimental design is that it is possible to improve the frictional
performance of the pavement surface by the selection of aggregate
shape characteristics and mineralogical types of aggregates.
2. Experimental
2.1 Materials
The base bitumen with a 50/70 penetration grade was procured
from Aliaga/Izmir Oil Terminal of the Turkish Petroleum Refinery
Corporation. In order to characterize the properties of the base
bitumen, conventional test methods such as: penetration test,
softening point test, ductility were performed. These tests were
conducted in conformity with the relevant test methods that are
presented in Table 1.
The aggregate samples were prepared by limestone and basalt
type aggregate crushed with impact, jaw, and roll type crushers.
The general properties of aggregates are presented in Table 2.
Grading of aggregate was chosen in conformity with the Type 1
wearing course of Turkish Specifications. Table 3 presents the
aggregate gradation board.
2.2 Preparation of HMA Slabs
The aggregate type for producing HMA slabs are divided into
three main groups. Limestone and basalt aggregates (as coarse,
fine and filler fraction) constitute the first two group whereas
mix aggregate (basalt aggregate as coarse fraction and limestone
aggregate as fine fraction) constitute the third group. It should be
noted that both limestone and basalt aggregate was crushed with
different types of crushers. Table 4 presents the detailed description
of the slabs produced.
Related to the preparation of each slab, Marshall stability and
flow tests were carried out at various bitumen contents based on
ASTM D1559. The bitumen content corresponding to 4% air
Results Specification limits
55 50-70
49.1 46-54
412.5 -
137.5 -
0.04 0.5 (max)
51 50
1.030 -
 Burak Sengoz, Amir Onsori, and Ali Topal

Table 2. Properties of Aggregate Samples

Specific gravity
Specification Limestone Basalt Specification limits
(coarse aggregate)
Bulk 2.686 2.666
SSD ASTM C 127 2.701 2.810
Apparent 2.727 2.706
Specific gravity
(fine aggregate)
Bulk 2.687 2.652
SSD ASTM C 128 2.703 2.770
Apparent 2.732 2.688
Specific gravity (filler) 2.725 2.731 -
Los Angeles abrasion (%) ASTM C 131 22.600 14.200 Max 30
Sodium sulphate soundness (%) ASTM C 88 1.470 2.600 Max 10-20

Table 3. Aggregate Gradation Board of the fine aggregates (ASTM, 1998). This method estimates the
Gradation (%) Specification angularity, sphericity and surface texture of the aggregate having
Sieve Size/No. Specification
and results limits a given grading. There are three methods for running this test:
3/4'' 100 100 Methods A, B and C. The mass of the sample for all methods is
1/2'' 92 83-100 fixed at 190 g. Method A specifies a standard gradation ranging
3/8'' 80.5 70-90 from No. 8 (2.36 mm) sieve to No. 100 (0.15 mm). Method B
No. 4 47.3 40-55 specifies that the test be run on the three individual size fractions;
ASTM C 136
No. 10 33.0 25-38 No. 8-16 (2.36-1.18 mm), No. 16-30 (1.18-0.6 mm) and No. 30-
No. 40 13.5 10-20 50# (0.6-0.3 mm). Method C specifies that the test is run on the
No. 80 9.0 6-15 as received gradation. Since the aggregate samples were
No. 200 5.3 4-10 produced by mean of laboratory type crusher, method C is not
included in the scope of the study. Modified ASTM C1252
Table 4. Optimum Bitumen Content for Each of Specimens “Uncompacted Void Content of coarse Aggregate” (AASHTO
Slab Aggregate Crusher Optimum TP 56) was also used to determine the angularity, sphericity and
identification type type bitumen content
surface texture of the coarse aggregate. The mass needed to
LIP Limestone Impact 4.65
perform the test is 5000 g. Method A specifies a standard
LJP Limestone Jaw 4.60
gradation ranging from 19 mm sieve to 4.75 mm. Method B
LRP Limestone Roll 4.60
specifies that the test be run on the three individual size fractions;
BIP Basalt Impact 4.70
BJP Basalt Jaw 4.75
3/4''-1/2'' (19 mm-12.5 mm), 1/2''-3/8'' (12.5 mm-9.5 mm) and 3/
MIP Mix Impact 4.70
8''-No4 (9.5 mm-4.75 mm).
MJP Mix Jaw 4.65 The EN 933-6 ‘‘Geometrical properties of aggregates assessments
MRP Mix Roll 4.70 of surface characteristics, flow coefficient of aggregates’’ test
method was used to determine the flow coefficient of aggregates
(European standard tests, 2001). The test performed using
void in total mixture were taken as optimum bitumen content. Table 4 No.200-No.10 (0.08-2 mm) and No.200-No.5 (0.08-4 mm) sized
illustrates the optimum bitumen content related to each slab. sand samples.
Following the determination of optimum bitumen content, In addition to the above tests, the flat and elongated particles
approximately 50 mm thick asphalt slabs were produced (650 × 650) (ASTM D4791) and flakiness index of coarse aggregate (BS
using a kneading slab laboratory compactor. 812) characteristics were also determined on the aggregate
samples.
2.3 Test Methods
2.3.2 Test Methods Related to Surface Texture and Fric-
2.3.1 Test Methods Related to Aggregate Shape Charac- tion of HMA
teristics There are many methods developed to measure texture and
ASTM C1252, modified ASTM C1252, EN 933-6, ASTM friction properties of a pavement so far. Methods and the
D4791 and BS 812 were performed to evaluate the shape associated tests used in this study are mostly based on ASTM
characteristics of the limestone and basalt types of aggregates. standards. These methods are accordingly, the Sand patch test
The ASTM C1252 ‘‘Uncompacted void content of fine method (ASTM, 1998) to measure Mean Texture Depth (MTD),
aggregate’’ was used to determine the uncompacted unit weights a recent and more reliable Laser Scanner (ASTM E 1845-01,

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 Effect of Aggregate Shape on the Surface Properties of Flexible Pavement
2003) to obtain Mean Profile Depth (MPD) (ASTM, 2003),
Dynamic Friction Tester (ASTM E 1911-98, 1999) used to
measure the friction coefficient of a surface at a regular speed (0
-80 Km/h) (ASTM, 1999).
2.3.2.1 Sand Patch Test Method
The test procedure used for the study follows the procedures
included in ASTM E965. It uses a volumetric approach of
measuring pavement macrotexture defined as mean texture
depth. The principle is fairly obvious that the greater the texture,
the more the sand will be taken up by it and the smaller the circle
that can be achieved from the standard quantity of sand. In this
study a known volume of glass spheres (24.6 mL) was spread
evenly over the pavement surface to form a circle, thus lling the
surface voids with glass beads. The diameter of the circle was
measured on four axes and the value averaged. This value was
used to calculate the Mean Texture Depth (MTD) in mm (Eq. 1).
4V
MTD = ---------------------
2
- (1)
Π.D avg
Where;
Davg = Average diameter of sand patch in, mm
V = Exact volume of glass spheres, mL
2.3.2.2 3D Laser Scanning
In this study, the Model Maker 3D laser scanner (class 2M)
including enhanced sensors was utilized to inspect full range of
colors and depths on the selected asphalt pavement surfaces. The
laser equipment was mounted on a portable vehicle attached to a
computer as presented in Fig. 2. The Model Maker D with true digital
camera technology includes several groundbreaking innovations
such as second generation Enhanced Sensor Performance (ESP2).
Fig. 2. 3D LASER Scanning Test Device
Vol. 18, No. 5 / July 2014 − 1367 −
This device provides a better tradeoff between resolution and
efficiency in texture data collection.
As shown in Fig. 2, the device measures texture by means of
laser light. Laser intensity output is controlled by the processing
unit to maintain a constant level of light on the detector. The
possible angle of incidence will depend on the measured material
and on the surface geometry. The sensor consists of a light
source and a detector integrated with optics and electronics. It is
insensitive to ambient light. When the light source projects a
beam to hit a pavement surface, a scattered reflection will occur.
This light spot on the surface is viewed by a camera mounted
inside the sensor. Depending on the distance between the laser
head and the measured spot, the image of the light spot will be
reflected to focus on a certain position on the detector. As the
resolution depends on the range to the object, in the field studies
the scanners enhanced sensor was established to provide an
optimum resolution of 15 µm in the lateral direction and an
optimum resolution of 10 µm in the vertical direction. For the 3D
laser scanner utilized, the accuracy is expressed in terms of
standard deviation of the ten measurements made on the same
test surface. The standard deviation related to the calibration
surface was found as 0.04 mm.
The Model Maker D is capable of sampling 1000 texture
elevation points across a 100 mm wide laser line at 150 Hz as it
scans the road surface at about 0.1 m/sec. More importantly, the
result is a 3D texture profile along a 100 mm wide swath of
pavement surface. The laser scanner adapts its laser power to suit
the surface characteristics of pavement through enhanced scanning
performance. During scanning process, laser device automatically
tracks changes based on the surface conditions (both color and
reflectivity of the bitumen as well as some minerals) parallel to
the direction of the moving traffic and adapts laser power and
Fig. 3. Scanning Process
 Burak Sengoz, Amir Onsori, and Ali Topal

Fig. 4. The profile and a Cross Section Example of an Asphalt Pavement Surface

Fig. 5. Standard Method used for Calculating MPD

sensor settings. Fig. 3 depicts the scanning process by the 3D laser
scanner.
The surfaces scanned with the Model Maker D were also
captured by 12.1 Mp CCD camera as illustrated in Fig. 4. The
Model Maker D laser scanner are also supplied with a data
acquisition software (Kube®) which is integrated and specifically
designed for capturing and processing the laser stripe data.
Following the acquisition procedure of the set of surface (Fig.
4a) and cross-section (Fig. 4b) of pavement samples with Kube®
software, it is necessary to characterize them with appropriate
indicators such as mean profile depth (MPD).
Based on descriptions given in ASTM E 1845 standard, before
computing the MPD, the surface profile was filtered by applying
a low pass filter in order to remove wavelengths 2.5 mm followed
by suppressing the profile slope by subtracting a regression line
from the profile. The MPD was computed from a sample
baseline divided into two equal half as presented in Fig. 5. The
peak level in each half was determined and the average of the
two peaks was termed as MPD.
2.3.2.3 Dynamic Friction Tester
The Dynamic Friction Tester (DFT), as shown in Fig. 6, is a
portable device for measuring surface friction. The test procedures
are covered in ASTM E-1911. The fundamental principle is the
Coulomb’s friction law. This device consists of a horizontal
Fig. 6. Dynamic Friction Tester (DFT)
spinning disk fitted with three spring-mounted rubber sliders.
During testing, the disk is lowered so that the three sliders are in
contact with the test surface under a constant force perpendicular
to the test surface. The disk is driven by a motor and rotates at a
tangential speed varying from 0 to 80 km/h which is determined
from the rotary speed of the disk. Water is delivered to the test
surface by a water supply unit. The horizontal force required to
overcome the friction is measured by a transducer. The test result
is reported as the coefficient of friction and is plotted against the
speed. DFT measurement corresponding to 20 km/h is taken as
the friction value (PIARC, 1995).
3. Results and Discussion
3.1 Aggregate Characteristics
Figure 7 and Fig. 8 present the uncompacted void (U)
content (%) related to fine aggregate and coarse aggregate
respectively. In figures the first letter L and B are the
abbreviations of limestone and basalt aggregates respectively.
The second letter presents the type of crusher. As seen in Fig.
7, method B yields higher U content (which is an indicator of
higher angularity and aggregate surface texture) compared to

− 1368 − KSCE Journal of Civil Engineering

 Effect of Aggregate Shape on the Surface Properties of Flexible Pavement
Fig. 7. Uncompacted Void Contents for Fine Aggregate (ASTM
C1252)
Fig. 8. Uncompacted Void Contents for Coarse Aggregate (Modi-
fied ASTM C1252)
Fig. 9. Flow Rates of Fine Aggregate Aamples by EN 933-6
method A. Since method B specifies the test be run on the
individual size fractions, the internal friction between the aggregate
particles is higher. As depicted in Fig. 7; basalt type aggregate has
higher U content compared to limestone aggregate for all type of
crushers. This is due to the mineralogical properties of the basalt
aggregate (Topal, 2008). Besides, based on the same mineralogical
type of aggregate, among the crushers utilized the sample crushed
with impact crusher yields the highest U content; whereas the
sample crushed with roll crusher yields the lowest U content. Also,
LR sample failed to satisfy the minimum requirement of U content.
Also similar conclusions can be made for Fig. 8.
The flow coefficients of fine aggregates passing both No.5-200
and No.10-200 are given in Fig. 9.
As seen in Fig. 9 the flow coefficients related to No.10-200
yield higher values (which are an indicator of higher angularity)
compared to No.5-200 which demonstrates the effect of gradation
on the flow coefficients of the samples. As expected regardless
of the crusher type, basalt aggregates depicts higher flow rate
than limestone aggregates.
As presented in Fig. 9, for all type of aggregate, impact crushers
Vol. 18, No. 5 / July 2014 − 1369 −
Fig. 10. Flat and Elongated Particle Results (ASTM D4791)
Fig. 11. Flakiness Index Values
yield highest flow rates. Unlike the results obtained from ASTM
C1252, aggregates crushed with jaw crushers yield lowest flow
rate. Flow rates for the samples crushed with roll crushers (R) are
higher than the flow rates related to the samples crushed with jaw
crusher (J). This is because the roll crushers produce more flat
and elongated particles than the other type of crushers. Irregular
aggregate particles lead blockages passing through the orifice of
the funnel and also the more irregular particles the more air space
under them. Similar conclusions can also be made based on Fig.
10 and 11.
As seen in Fig. 10 and 11 aggregates crushed with Roll crushers
have the highest flat and elongated particle values. Higher flat
and elongated particle value is not desirable since the aggregate
can be easily broken down during mixing with bitumen and in
compaction process.
3.2. Surface Characteristics
The calculated MTD values, MPD values analyzed with
MATLAB program, and DFT20 values obtained from DFT
performed on asphalt slabs involving only limestone, basalt
aggregate as well as combination of basalt and limestone aggregate
(mix type) can be seen in Fig. 12 and 13.
Fig. 12 MPD and MTD Values
 Burak Sengoz, Amir Onsori, and Ali Topal
Fig. 13. Measured Friction Coefficients at 20 km/h
As presented in Fig. 12 and Fig. 13, regardless of the crusher
type, the asphalt slab involving only basalt aggregate demonstrates
the highest surface texture (MTD and MPD) and friction values.
As expected the lowest texture and friction values are obtained
from the slab involving only limestone aggregate. As depicted in
figs, based on the slab involving the same type of aggregates, the
slab compacted with aggregates crushed with impact crusher
yields the highest texture and friction values. Besides, the LRP
slab, exhibited the lowest surface characteristics among the other
asphalt slabs.
4. Conclusions
One of the most important properties of the pavement is
surface texture which contributes to tire-pavement skid resistance.
Pavement surface texture mainly depends on the aggregate shape
and gradation. Based on the results obtained, the following
conclusions can be with drawn.
1. In the light of findings from laboratory investigations, EN
933-6 and ASTM C1252 clearly designates the type of
aggregate (whether basalt and limestone) and the type of
crusher (whether the aggregate crushed with impact, jaw or
roll crusher).
2. Basalt type aggregate exhibits higher angularity values com-
pared to limestone aggregate which is crushed with same
type of crusher. This is due to the mineral grain size and the
abrasion resistance of the basalt aggregate.
3. Regardless of the aggregate type, a clear distinction between
the crushers indicate that the aggregate crushed with impact
crusher exhibits the highest angularity value whereas roll
crusher displays the lowest angularity value. It is therefore
necessary to use an impact crusher in order to achieve cubi-
cal particle shape.
4. Sand patch and 3D laser scanner are used to evaluate the
texture properties of the flexible pavement types involving
different aggregate types produced with different crushers.
The slab prepared with basalt type aggregate yields higher
MTD and MPD values compared to slab prepared with
limestone aggregate. Besides, regardless of the aggregate
type, the slab prepared with aggregate crushed by using
impact crusher display the highest MTD and MPD values
since impact crushers produce aggregates that exhibit higher
angularity and more cubical particles compared to the other
− 1370 −
types of crushers. As a consequence, it is possible to con-
sider that, the sharp and angular particles produce deep tex-
ture and profile values as compared to more rounded
particles.
5. Dynamic friction tester is used to estimate the frictional
properties of flexible pavements. The sample exhibiting
higher texture and profile depth values also demonstrates
higher DFT20 values. Regardless of the crusher type, basalt
type aggregates display higher friction values compared to
limestone aggregates. Based on the findings from DFT it can
also be concluded that the aggregates crushed with impact
crusher yield the higher friction values.
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