The methodology of the research that was used to evaluate the comparative results of surface mixes with a nominal maximum aggregate size of 12.5mm is presented in this paper. Also presented are the recommended Ndes values for C-level and D-level mixes, which are designed to handle traffic levels of 3-30 Million and greater than 30 Million ESALs, respectively. In order to determine the amount of asphalt that was present, asphalt concrete mixes were fabricated utilizing the Superpave design process at Ndes levels of 50, 75, 100, and 125 gyrations. Using the Asphalt Mixture Performance Tester instrument, we were able to determine the dynamic modulus (E*) at the design asphalt content for a number of different gyration levels. The E* data and related binder properties were used as input in the AASHTO Darwin-ME software to anticipate the rutting and fatigue performance of the mixtures. This was accomplished by assuming a model pavement section and appropriate traffic levels. In order to determine which Ndes are most appropriate, relative performance indicators for rutting and fatigue have been developed and plotted against asphalt content. The Ndes value of 85 gyrations was found to be ideal for both surface mixes after extensive research.

Economic expansion is a positive side effect of national highway construction initiatives. So, the plan is to construct these projects rapidly. This calls for premium asphalt. As a result of aggregate gradation variation, numerous asphalt mixes have been rejected and rebuilt on-site in recent decades, resulting in the waste of valuable resources and valuable time. Consequently, the goal of this study was to examine the durability of asphalt mixes where the aggregate gradation ranged from +4% above to 2% below the standard range. The aggregate gradation is inconsistent throughout HMA manufacture. The aggregate is graded at 2, 4, and 6 percent over and below the allowed range. Case in point: the gradation of the control mix design. Marshall There was a quantitative evaluation of mixed properties throughout the design phase. HMA mix performance was evaluated via high temperature and water cycles by vehicle pressure observation and Indirect Tensile Strength (ITS) testing. In hot climates, asphalt with gradations above +4% and 2% of both the higher and lower standard values showed the greatest resilience to water damage and the least rutting. In warm regions, asphalt mixture design will be constrained by the higher aggregate gradation limits.

The purpose of this research was to assess the feasibility of constructing high-performance paving (Superpave) for Kazakhstan with only locally sourced ingredients. Similarly, a standard Marshall technique combination that meets the technical requirements of Kazakhstan was compared. One granite aggregate supplier, 2 aggregate grading, and 2 types of asphalt binder made up the test design. Consensus and source aggregate characteristics requirements met with the Superpave design mix method using locally manufactured granite aggregate. Also, the mixtures volumetric parameters indicated that the asphalt binder content of the superpave combination has shown lower than locally-traditionally Marshall mix. The combinations of Superpave fared better in rutting and moisture resistance tests than those made in the conventional manner. After the ITS values from both samples were averaged, the decrease in significance for the superpave mixtures was 9.1%. It was below the 20% loss level required by the Superpave guidelines. Also by rutting resistance results were significantly differences for 85.5% PG70 with 9.5mm NMAS. All of these results point to the superiority of new method Superpave over the Marshall method.