Construction Material Testing

Bituminous Mix Design (BM, DBM, BC, SMA)

Marshall method mix design for all hot-mix asphalt layers per MoRTH Section 500

NABL TC-14144 · ISO/IEC 17025:2017 · NHAI / PWD / BRO Approved · 24-72h Mobilisation
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MS-2 (Asphalt Institute) MoRTH 5th Revision — Section 500 ASTM D6927

What are the full forms of DBM, BC, BM and SDBC?

DBM = Dense Bituminous Macadam, BC = Bituminous Concrete, BM = Bituminous Macadam, and SDBC = Semi-Dense Bituminous Concrete. These are bituminous pavement layers whose job-mix formula is designed by the Marshall method as per MoRTH Section 500. NKMPV prepares mix designs for DBM, BC, BM and SDBC in a NABL-accredited laboratory.

<strong>DBM mix design</strong> (Dense Bituminous Macadam) and BC, SDBC, BM mix design per MoRTH Section 500 and the Marshall method. NKMPV is NABL-accredited (TC-14144) for bituminous mix design testing across India for NHAI, state PWD, and concessionaire projects. Bituminous mix design determines the optimum proportion of aggregates and bitumen binder to produce a hot-mix asphalt (HMA) that meets strength, durability, and workability requirements. The Marshall method — the most widely used procedure in India — establishes the Optimum Binder Content (OBC) for each layer type: BM, DBM, BC, and SMA.

What Is Bituminous Mix Design?

Reviewed by NKMPV Technical Editorial Team, NABL Assessor, IS/IRC-Code Certified Engineers  ·  Last reviewed:

Every bituminous pavement layer has distinct performance requirements. Dense Bituminous Macadam (DBM) forms the structural binder course and must resist fatigue cracking. Bituminous Concrete (BC) serves as the wearing course and must provide skid resistance and impermeability. Stone Matrix Asphalt (SMA) is specified for high-traffic corridors where rut resistance is paramount. Bituminous Macadam (BM) is used as a profile corrective course on less critical routes. The Marshall mix design method, as per MS-2 (Asphalt Institute) and MoRTH Section 500, involves preparing specimens at five different binder contents, compacting each with 75 blows per face (for heavy traffic) using the Marshall hammer, and testing for stability, flow, bulk density, and air voids at 60 degrees C. The Optimum Binder Content is determined by balancing Marshall stability, air voids (3-5%), VMA, and VFB within MoRTH-specified limits. NKMPV performs Marshall mix design for all layer types. We test bitumen grade verification (VG-30, VG-40, modified binders), aggregate physical properties, and aggregate gradation as integral components of the mix design. Our reports are accepted by NHAI, state PWDs, and hot-mix plant operators across Punjab, Haryana, and Himachal Pradesh.

Test Parameters & Acceptance Criteria

The following parameters are evaluated during Marshall mix design. Acceptance values vary by layer type (BM, DBM, BC, SMA) and traffic category as specified in MoRTH Section 500 Tables 500-12 through 500-19.

Parameter Value / Range Unit Standard
Marshall Stability (at 60 degrees C) &ge; 9.0 kN (DBM/BC), &ge; 6.25 kN (SMA) kN MoRTH Cl. 500 / MS-2
Marshall Flow 2-4 mm (DBM/BC), 2-4 mm (SMA) mm MoRTH Cl. 500 / MS-2
Air Voids (Va) 3-5% (DBM/BC), 4% target (SMA) % MoRTH Table 500-18
Voids in Mineral Aggregate (VMA) &ge; 12-16% (depends on NMAS) % MS-2 Table 5.3 / MoRTH
Voids Filled with Bitumen (VFB) 65-75% (DBM/BC) % MoRTH Table 500-18
Optimum Binder Content (OBC) 4.5-6.5% (varies by layer and gradation) % MS-2 / MoRTH
Retained Stability (after 24-hr water immersion) &ge; 75% % MoRTH Cl. 500
Drain Down (SMA only) &le; 0.3% % MoRTH Table 500-19
Aggregate Gradation Within MoRTH grading envelope for specified NMAS MoRTH Tables 500-12 to 500-17
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Applicable Standards

MS-2 (Asphalt Institute)

Mix Design Methods for Asphalt Concrete and Other Hot-Mix Types (Marshall Method)

MoRTH 5th Revision — Section 500

Specifications for Road and Bridge Works — Section 500 (Base, Surface, and Special Courses)

ASTM D6927

Standard Test Method for Marshall Stability and Flow of Asphalt Mixtures

ASTM D2726

Standard Test Method for Bulk Specific Gravity and Density of Non-Absorptive Compacted Asphalt Mixtures

ASTM D3203

Standard Test Method for Percent Air Voids in Compacted Asphalt Mixtures

IS 2386 Parts 1-5

Methods of Test for Aggregates for Concrete — Particle Size, Shape, Specific Gravity, Mechanical Properties

Equipment Used

Marshall Stability Testing Machine

AIMIL AIM-305

50 kN capacity with digital load and deformation readout

Calibrated

Marshall Compaction Pedestal & Hammer

Standard 4.54 kg hammer, 457 mm drop height

75 blows per face (heavy traffic) / 50 blows (medium traffic)

Calibrated

Thermostatically Controlled Water Bath

AIMIL / Humboldt

60 +/- 1 degrees C, accommodates 24 Marshall specimens

Calibrated

Bitumen Mixing and Heating Oven

Hot air oven, 50-200 degrees C range

Capacity for aggregate and binder heating to mixing temperature

Calibrated

Specific Gravity Apparatus

Pycnometer and vacuum setup

For Gmm (theoretical maximum specific gravity) per ASTM D2041

Calibrated

IS Sieve Set (for Aggregate Gradation)

Standard IS sieves 26.5 mm to 75 micron

Full set with mechanical shaker for JMF verification

Calibrated

Mix Design Process

1

Material Collection & Aggregate Characterisation

Day 1-2

Representative samples of all aggregate fractions (coarse, fine, and filler) are collected from the project hot-mix plant stockpiles — typically 50-60 kg total. Bitumen (VG-30, VG-40, or modified binder) is sampled as well. Aggregates are tested for gradation, specific gravity, water absorption, flakiness/elongation index, Los Angeles abrasion, aggregate impact value, and stripping resistance as per IS 2386 and MoRTH requirements.

2

Job Mix Formula (JMF) Development

Day 2-3

Individual aggregate fractions are proportioned using trial-and-error or graphical methods to achieve a combined gradation that falls within the MoRTH grading envelope for the specified layer type (BM/DBM/BC/SMA) and Nominal Maximum Aggregate Size (NMAS). For SMA, the coarse aggregate skeleton must satisfy the VCA (Voids in Coarse Aggregate) requirement. The proportioned blend becomes the Job Mix Formula (JMF).

3

Specimen Preparation at Varied Binder Contents

Day 3-4

Aggregates are heated to 150-170 degrees C and mixed with bitumen heated to the specified mixing temperature (based on viscosity-temperature chart). Five sets of Marshall specimens are prepared at binder contents of OBC-1.0%, OBC-0.5%, estimated OBC, OBC+0.5%, and OBC+1.0%. Each specimen is compacted with 75 blows per face using the Marshall hammer at the specified compaction temperature. Three specimens are prepared per binder content — a total of 15 specimens.

4

Volumetric Analysis

Day 4-5

Each compacted specimen is weighed in air and water to determine bulk specific gravity (Gmb) per ASTM D2726. Theoretical maximum specific gravity (Gmm) of the loose mix is measured at the estimated OBC using the rice method per ASTM D2041. Air voids (Va), VMA, and VFB are calculated for each binder content. These volumetric properties are plotted against binder content to assess compliance with MoRTH limits.

5

Marshall Stability & Flow Test

Day 5

Specimens are conditioned in a water bath at 60 +/- 1 degrees C for 30-40 minutes. Each specimen is then placed in the Marshall testing head and loaded at a deformation rate of 50.8 mm/min. The maximum load at failure is recorded as Marshall stability (kN), and the corresponding deformation is recorded as flow (mm). For MoRTH compliance, stability must be &ge; 9.0 kN and flow must be 2-4 mm for DBM and BC layers.

6

OBC Determination & Retained Stability

Day 5-6

Stability, flow, unit weight, air voids, VMA, and VFB are plotted against binder content. The Optimum Binder Content is selected as the binder percentage at 4% air voids (or the average of binder contents at maximum stability, maximum unit weight, and target air voids, per MS-2). A retained stability test is conducted by comparing the Marshall stability of specimens immersed in water at 60 degrees C for 24 hours against standard 30-minute conditioned specimens — the ratio must be &ge; 75%.

7

Report Generation & JMF Certification

Day 6-7

The final mix design report includes aggregate characterisation results, JMF with blending proportions, all volumetric and Marshall test data at each binder content, graphical plots, recommended OBC, and retained stability results. For SMA mixes, drain-down test results are also included. The test report serves as the Job Mix Formula for hot-mix plant production and is delivered in both hard copy and digital format.

Where Bituminous Mix Design Is Used

Bituminous mix design is mandatory for all hot-mix asphalt production on national highways, state highways, and urban roads governed by MoRTH specifications. Every hot-mix plant must have an approved JMF before production begins, and the mix design must be revalidated whenever aggregate sources or binder grades change. Bitumen grade verification (penetration, softening point, viscosity) is a prerequisite input. After laying, core cutting tests verify that the field mix matches the approved JMF in terms of binder content, air voids, and density. NKMPV also provides aggregate testing for all physical properties required by MoRTH Table 500-9 and Table 500-10.
DBM and BC mix design for national highway and expressway projects per MoRTH Section 500 SMA mix design for heavy-traffic corridors and toll plazas BM mix design for profile corrective courses on state highways JMF development and certification for hot-mix plant commissioning Mix design revalidation after aggregate source or binder grade change Quality control verification during large-scale paving operations Retained stability testing for moisture susceptibility evaluation Warm-mix and modified-binder mix designs for specialised applications

Detailed Information

This is the detailed report will provide an extensive analysis of the Bituminous Mix Design for Bituminous Macadam (BM), Dense Bituminous Macadam (DBM), Bituminous Concrete (BC), and Stone Matrix Asphalt (SMA) along with the tests conducted to evaluate their performance and ensure they meet the necessary specifications.

  1. Bituminous Macadam (BM)

1.1 Design Mix of BM
  • Bituminous Macadam (BM)is commonly used for the base course of road construction. It provides a stable foundation for the subsequent surface layers.
  • Components:
  • Bitumen: The bitumen used in BM typically has a penetration grade of 60/70. The content of bitumen in the mix generally ranges between 5% and 4.5%by weight of the total mix. The bitumen serves as the binder that holds the aggregates together.
  • Aggregates: The aggregates are usually a combination of coarse and fine aggregates. The coarse aggregates, typically ranging from 10mm to 20mm, provide strength and stability, while fine aggregates fill the gaps between larger particles.
  • Filler: Filler materials such as hydrated lime, cement, or fly ash may be added to enhance the stability of the mix, improve bonding, and reduce air voids.
Aggregate Gradation: The aggregate gradation should follow specific grading curves. A well-designed grading curve ensures the mix has the right proportions of coarse aggregates, fine aggregates, and filler material to achieve sufficient compaction and performance. 1.2 Tests for BM
  1. Marshall Stability Test:
  • Objective: To determine the stability (resistance to deformation) and flow (deformation under load) of bituminous mixtures.
  • Test Procedure: A compacted specimen of the bituminous mix is subjected to a standard load at 60°C. The stability is the maximum load that the specimen can withstand before failure. Flow measures the deformation that occurs under the load.
  • Criteria: A minimum stability of 8 kNand a flow value of 2 to 4 mm is typically considered ideal for BM mixes.
  • Reference: IS 1201 – 1978 (Methods for testing bituminous materials).
    1. Gradation Test:
  • Objective: To determine the size distribution of aggregates, which affects the compactness, stability, and durability of the mix.
  • Test Procedure: The sample of aggregates is passed through a series of sieves with known aperture sizes. The amount of material retained on each sieve is weighed, and the gradation curve is plotted.
  • Reference: IS 2386 (Part 1) – 1963 (Methods for testing aggregates).
  • Criteria: The aggregate grading must meet the prescribed limits for coarse and fine aggregates to ensure good performance and durability.
    1. Bitumen Content Test:
  • Objective: To determine the percentage of bitumen in the mix, which affects its workability, adhesion, and performance.
  • Test Procedure: The bitumen content is determined by heating a sample of the mix to remove the bitumen and calculating the percentage of bitumen by weight.
  • Reference: IS 1203 – 1978 (Methods for testing bitumen).
  • Criteria: The content of bitumen should fall within the range of 5% to 4.5%for BM.
    1. Bulk Density and Specific Gravity Test:
  • Objective: To determine the compactness and void content of the mix, as well as the specific gravity of the aggregates used.
  • Test Procedure: The compacted mix is weighed in both its dry state and submerged in water to calculate its bulk density and specific gravity.
  • Reference: IS 2386 (Part 3) – 1963 (Methods for testing aggregates).
  • Criteria: A high bulk density ensures the mix has good compaction, reducing voids and enhancing stability.

  1. Dense Bituminous Macadam (DBM)

2.1 Design Mix of DBM
  • Dense Bituminous Macadam (DBM)is an advanced mix compared to BM, offering better durability, higher stability, and superior performance under heavy traffic conditions.
  • Components:
  • Bitumen: DBM typically uses 0% to 5.0%bitumen by weight, often using higher penetration grade bitumen (60/70 or 80/100).
  • Aggregates: The aggregate grading is finer compared to BM. DBM requires a more uniform blend of coarse and fine aggregates, ensuring a dense mix with minimal air voids.
  • Filler: As with BM, fillers such as lime or cement are used to improve bonding and reduce voids in the mix.
Aggregate Gradation: The aggregate grading for DBM should conform to the grading limits specified by the relevant standards, ensuring that the aggregates are properly proportioned for enhanced compaction and durability. 2.2 Tests for DBM
  1. Marshall Stability and Flow Test:
  • Objective: To determine the stability and flow of DBM, similar to BM but with higher bitumen content and improved aggregate grading.
  • Reference: IS 1201 – 1978.
  • Criteria: Stability of 9 to 14 kNand flow value of 2 to 4 mm are generally acceptable for DBM.
    1. Aggregate Impact Value (AIV) Test:
  • Objective: To assess the toughness and resistance of the aggregates to impact.
  • Test Procedure: Aggregates are subjected to a standardized number of impacts, and the percentage of material that fails to pass through a sieve is calculated.
  • Reference: IS 2386 (Part 4) – 1963.
  • Criteria: Lower AIV indicates better resistance to crushing and impact, improving the overall durability of the mix.
    1. Skid Resistance Test:
  • Objective: To evaluate the ability of the surface to resist skidding and ensure road safety.
  • Test Procedure: A standardized vehicle tire is used to simulate vehicle movement on the road surface, and the skid resistance is measured.
  • Reference: IS 11059 – 1984.
  • Criteria: A minimum skid resistance value of 50 BPN (British Pendulum Number)is generally required.
    1. Void Content Test:
  • Objective: To determine the air voids in the compacted mix, which affects the durability, strength, and moisture resistance of the mix.
  • Test Procedure: The void content is measured by determining the volume of air pockets in a compacted sample.
  • Reference: IS 2386 (Part 3) – 1963.
  • Criteria: The void content should typically be in the range of 4% to 6%for optimum performance.

  1. Bituminous Concrete (BC)

3.1 Design Mix of BC
  • Bituminous Concrete (BC)is typically used for the wearing course due to its superior smoothness, strength, and durability.
  • Components:
  • Bitumen: BC requires higher bitumen content than BM or DBM, usually 0% to 6.0%by weight. Modified or polymerized bitumen is often used for superior performance.
  • Aggregates: A blend of coarse and fine aggregates with higher fine aggregates is used to provide a smooth, dense surface. The aggregate grading is carefully controlled to provide the required stability.
  • Filler: Filler materials, like hydrated lime or cement, are used to improve the cohesion between aggregates and reduce voids.
3.2 Tests for BC
  1. Marshall Stability and Flow Test:
  • Objective: To assess the stability and flow of BC under load.
  • Reference: IS 1201 – 1978.
  • Criteria: Stability should be 12 kN or higher, and the flow should fall within 2 to 4 mm.
    1. Wheel Tracking Test:
  • Objective: To measure the rutting resistance of the mix by simulating traffic loading.
  • Test Procedure: The specimen is subjected to repeated wheel loads at 60°Cto simulate the effect of traffic on the mix.
  • Reference: ASTM D 7240 (Standard Guide for Wheel Tracking).
  • Criteria: Low rut depth indicates higher resistance to deformation, with a rutting depth of less than 10 mmconsidered ideal.
    1. Density and Compaction Test:
  • Objective: To ensure proper compaction, which influences the durability and strength of the mix.
  • Test Procedure: The mix is compacted in a mold, and the density is measured to assess compaction.
  • Reference: IS 2386 (Part 3) – 1963.
  • Criteria: The density should be maximized to minimize air voids and improve resistance to wear.
    1. Water Sensitivity Test:
  • Objective: To assess the moisture susceptibility of the BC mix and determine how it behaves under wet conditions.
  • Test Procedure: Samples of BC are immersed in water, followed by a Marshall Stability test to evaluate the mix’s performance after water exposure.
  • Reference: IS 6241 – 1971.
  • Criteria: The mix should show minimal reduction in stability after immersion, demonstrating resistance to moisture-induced damage.

  1. Stone Matrix Asphalt (SMA)

4.1 Design Mix of SMA
  • Stone Matrix Asphalt (SMA)is designed for high-load, heavy-traffic roads due to its superior rutting resistance, durability, and high binder content.
  • Components:
  • Bitumen: SMA generally requires a high bitumen content, ranging from 0% to 7.5%by weight, often using polymer-modified bitumen for enhanced performance.
  • Aggregates: SMA requires a higher proportion of coarse aggregates, ensuring that the mix has a dense stone skeleton. A significant proportion of filler material is also used.
  • Filler: The higher proportion of filler ensures better binder retention, improving the mix's stability.
4.2 Tests for SMA
  1. Marshall Stability Test:
  • Objective: To evaluate the stability of SMA under heavy traffic loads.
  • Reference: IS 1201 – 1978.
  • Criteria: Stability values typically range from 16 kN to 18 kNor higher for SMA mixes.
    1. Rutting Test (Wheel Tracking Test):
  • Objective: To determine the rutting resistance under repeated traffic loads at high temperatures.
  • Test Procedure: The mix is subjected to repeated loading at a temperature of 60°C, and the rut depth is measured.
  • Reference: ASTM D 7240.
  • Criteria: The rut depth should be less than 5 mm, indicating good resistance to rutting.
    1. Void in Mineral Aggregate (VMA):
  • Objective: To determine the volume of air voids in the compacted mix, which impacts its durability.
  • Test Procedure: The VMA is calculated by measuring the volume of air voids and dividing it by the total volume of the sample.
  • Reference: ASTM D 3203.
  • Criteria: Higher VMA values are typically desired for SMA, contributing to better performance under heavy traffic.
    1. Moisture Susceptibility Test:
  • Objective: To assess the ability of the SMA mix to resist moisture damage and stripping.
  • Test Procedure: The sample is immersed in water and then tested for stability after exposure.
  • Reference: IS 6241 – 1971.
  • Criteria: Minimal loss in stability indicates high resistance to moisture damage, which is critical for SMA's performance.

Conclusion of Bituminous Mix Design

The design mixes for Bituminous Macadam (BM), Dense Bituminous Macadam (DBM), Bituminous Concrete (BC), and Stone Matrix Asphalt (SMA) play a crucial role in modern pavement engineering. Each layer is meticulously designed to address specific functional requirements and environmental conditions, ensuring the longevity and safety of road infrastructure.
  • Bituminous Macadam (BM): Serves as a cost-effective base course with coarse aggregates and moderate bitumen content, designed to provide structural stability for roads with moderate traffic. However, it is less durable compared to other mixes and requires a proper surface course to protect it from weathering and wear.
  • Dense Bituminous Macadam (DBM): Acts as a durable base layer for high-traffic roads, offering enhanced resistance to deformation and cracking. Its denser composition minimizes voids, which reduces water ingress, a primary cause of road failure.
  • Bituminous Concrete (BC): Designed for surface layers, BC ensures smoothness, skid resistance, and durability. Its fine grading and high bitumen content provide superior performance under heavy traffic loads and adverse weather conditions.
  • Stone Matrix Asphalt (SMA): A premium mix that excels in rutting resistance and durability, SMA is particularly suitable for highways and roads experiencing heavy traffic and extreme conditions. Its stone skeleton structure, coupled with high binder content, offers exceptional performance in terms of stability and fatigue resistance.
Importance of Testing The rigorous testing of these mixes ensures their compliance with design specifications and performance requirements:
  • Marshall Stability and Flow Testsevaluate the load-bearing capacity and deformation characteristics.
  • Wheel Tracking Testsmeasure rutting resistance under simulated traffic conditions.
  • Aggregate Impact, Gradation, and Specific Gravity Testsensure the durability, quality, and compatibility of materials.
  • Moisture Susceptibility Testscheck the resistance of mixes to water damage, a critical factor for long-lasting pavements.
Broader Impacts The quality and durability of road infrastructure directly impact the economy, environment, and public safety. Properly designed and tested mixes:
  1. Enhance Pavement Life: Reduce maintenance costs by minimizing failures such as rutting, cracking, and potholing.
  2. Improve Traffic Safety: Provide skid-resistant surfaces and smooth rides, reducing accidents.
  3. Support Sustainability: Optimized material usage and the inclusion of reclaimed asphalt pavement (RAP) in mixes can reduce resource consumption and environmental impact.
Future Directions Innovations in mix design are evolving rapidly. Incorporating polymer-modified bitumen (PMB), rubberized asphalt, or other advanced binders can further enhance the performance of these mixes. The adoption of green technologies such as warm-mix asphalt (WMA) and additives like rejuvenators for recycling can improve sustainability while maintaining quality. In conclusion, the design and testing of bituminous mixes are not merely technical exercises but critical components of infrastructure development. The selection of appropriate materials, adherence to stringent testing protocols, and continuous research into innovative techniques ensure the construction of durable, cost-effective, and environmentally sustainable roads that cater to the ever-increasing demands of modern transportation networks. References:
  • IS 1201 – 1978 (Marshall Stability Test)
  • IS 2386 (Part 1-6) – 1963 (Aggregate Testing)
  • IS 6241 – 1971 (Moisture Susceptibility Test)
  • ASTM D 3203 (Void in Mineral Aggregate)
  • ASTM D 7240 (Wheel Tracking Test)
Contact us for Bituminous Mix Design for BM, DBM, BC & SMA.

Why Choose NKMPV for Bituminous Mix Design?

Reports from a NABL-Accredited Lab

Our Marshall mix design reports carry NABL accreditation (ISO/IEC 17025:2017), accepted by NHAI, state PWDs, independent engineers, and hot-mix plant auditors without additional verification.

All Layer Types Covered

We design mixes for BM, DBM (Grading 1 and 2), BC (Grading 1 and 2), and SMA in a single laboratory setup — no need to engage separate labs for different layer types on your project.

Complete Aggregate Characterisation

Every mix design includes full aggregate testing — gradation, specific gravity, Los Angeles abrasion, flakiness, elongation, stripping, and water absorption — eliminating the need for separate aggregate test orders.

24-Specimen Water Bath Capacity

Our thermostatically controlled water bath holds 24 specimens simultaneously, enabling us to test all binder content levels and retained stability specimens in a single conditioning cycle — faster results for your project.

Hot-Mix Plant Coordination

We work directly with hot-mix plant operators to ensure the laboratory JMF translates effectively to plant production, including mixing temperature, compaction temperature, and aggregate stockpile management recommendations.

Frequently Asked Questions

Dense Bituminous Macadam (DBM) is the structural binder course laid beneath the wearing course. It uses a more open gradation with larger NMAS (typically 26.5 mm for Grading 1) and is designed primarily for load-bearing capacity. Bituminous Concrete (BC) is the wearing course with a denser gradation (NMAS 13.2 or 19 mm), designed for surface impermeability, smoothness, and skid resistance. Both follow the Marshall method, but MoRTH specifies different grading envelopes and volumetric criteria for each.
Optimum Binder Content (OBC) is the bitumen percentage that produces the best balance of stability, durability, and volumetric properties. Per the MS-2 method, specimens are prepared at five binder contents, and stability, flow, unit weight, air voids, VMA, and VFB are plotted against binder content. The OBC is typically selected at 4% air voids (MoRTH method) or as the average of binder contents corresponding to maximum stability, maximum unit weight, and median air voids (MS-2 method). OBC typically ranges from 4.5-6.5% depending on the layer type and aggregate gradation.
A minimum of 50-60 kg total aggregate is required, comprising all stockpile fractions used in the mix (coarse aggregates of different sizes, manufactured sand/crusher dust, and stone dust or lime as filler). Additionally, 5-10 kg of bitumen (VG-30, VG-40, or modified binder) is needed. Samples must be collected from the actual aggregate stockpiles at the hot-mix plant site, not from quarry face, to represent production material.
Stone Matrix Asphalt (SMA) is a gap-graded hot-mix asphalt designed for maximum rut resistance on high-traffic corridors. It features a stone-on-stone aggregate skeleton with high coarse aggregate content and a rich mastic of bitumen, filler, and stabilising fibres. SMA is specified by NHAI for expressways, toll plazas, climbing lanes, and intersections where channelised heavy traffic causes rutting. The mix design includes additional tests for VCA (Voids in Coarse Aggregate) and drain-down (maximum 0.3%) per MoRTH Table 500-19.
For heavy-traffic roads (national and state highways), MoRTH specifies a minimum Marshall stability of 9.0 kN at 60 degrees C for both DBM and BC layers. For SMA, the minimum is 6.25 kN. Marshall flow must be within 2-4 mm. These values apply when specimens are compacted with 75 blows per face. The retained stability after 24-hour water immersion must be at least 75% of the standard stability value.
A standard Marshall mix design for one layer type (e.g., DBM Grading 2) takes 5-7 working days, including aggregate characterisation (2 days), specimen preparation and compaction (1-2 days), stability and volumetric testing (1 day), and report generation (1-2 days). If multiple layer types (DBM + BC + SMA) are designed from the same aggregate source, NKMPV can complete all three within 8-10 days by running aggregate tests in parallel.

The bitumen content in Bituminous Macadam (BM) per MoRTH Specifications Section 504 (5th Revision) is 3.1% to 3.4% by weight of total mix, with the exact value determined by Marshall mix design for the specific aggregate gradation used. MoRTH allows a tolerance of ±0.3% on the design bitumen content in field production. The bitumen grade is typically VG-30 or VG-40 per IS 73, with VG-40 preferred for high-traffic corridors and warmer regions. BM is normally laid as a 50–75 mm thick base/binder course; design optimum bitumen content depends on aggregate absorption (1–3% typically) and the void requirements per MoRTH 504.

The MoRTH "Specifications for Road and Bridge Works" Section 500 series covers all bituminous courses used in Indian highway construction: Section 503 Prime/Tack Coat, Section 504 Bituminous Macadam (BM), Section 505 Built-up Spray Grout, Section 506 Dense Bituminous Macadam (DBM), Section 507 Semi-Dense Bituminous Concrete (SDBC), Section 508 Bituminous Concrete (BC), Section 509 Stone Matrix Asphalt (SMA), Section 510 Mastic Asphalt, Section 511 Open-Graded Premix Surfacing. Each section specifies aggregate gradation, bitumen content range, Marshall design parameters (stability, flow, voids), and acceptance criteria. NKMPV provides Marshall mix design for all 500-series mixes per MoRTH and the relevant IRC code (IRC SP 53, IRC SP 79, IRC 27).

Marshall mix design under MoRTH 500 series requires: (1) Aggregate gradation per IS 2386 — sieve analysis to confirm the mix conforms to specified envelope. (2) Aggregate impact value per IS 2386 Part 4 — limit 24% (BM/DBM), 18% (BC). (3) Aggregate water absorption per IS 2386 — limit 2%. (4) Marshall stability and flow per ASTM D1559/D6927 — minimum 900 kg stability, 2–4 mm flow for BC. (5) Voids analysis — VMA, VFA, Va per MS-2 procedure. (6) Bitumen grade tests per IS 73 (VG-30/40 typical) — penetration, softening point, ductility. (7) Stripping test per IS 6241 — minimum 95% coating retained. NKMPV performs the full mix design suite per MoRTH 500 with the full deliverables in 7–10 working days.

DBM (Dense Bituminous Macadam) mix design per MoRTH Section 500 (Clause 505) is the laboratory procedure to determine the optimum binder content (OBC) and aggregate gradation for the DBM base/binder course in flexible pavement construction. The Marshall method is used: aggregates graded per MoRTH Table 500-10 (Grading I or II by lift thickness), bitumen content varied in 0.5% steps from 4.0%-6.0%, Marshall stability and flow measured at 60°C, density/void parameters computed. The OBC is the bitumen content giving maximum stability while meeting MoRTH 500 acceptance criteria: stability ≥ 9 kN, flow 2-4 mm, air voids 3-5%, VMA per grading, VFB 65-75%.

MoRTH Section 500 Table 500-10 specifies bitumen content for DBM as typically 4.0-5.0% by weight of total mix for Grading I (40 mm lift) and 4.5-5.5% for Grading II (50-100 mm lift). The exact value is determined by the Marshall mix design process for each specific aggregate source — the optimum binder content varies with aggregate gradation, specific gravity, and absorption. Typical OBC for VG-30 grade bitumen in Indian DBM mixes is 4.5-5.0%. Higher percentages (toward 5.5%) are used in fatigue-prone segments; lower (toward 4.0%) for high-stability base courses.

DBM (Dense Bituminous Macadam) is a binder/intermediate course in flexible pavement — coarser aggregate gradation (max 25-40 mm), lower bitumen content (4.0-5.0%), and Marshall stability ≥ 9 kN per MoRTH 505. BC (Bituminous Concrete) is the wearing/surface course — finer aggregate (max 13 or 19 mm), higher bitumen content (5.0-6.0%), and Marshall stability ≥ 9 kN per MoRTH 507. DBM provides structural capacity at lower cost; BC provides skid resistance, durability, and ride quality at higher cost. A typical NH pavement has DBM as the intermediate layer (50-100 mm) topped with BC as the wearing course (30-50 mm).

Coverage

Bituminous Mix Design Across India

Wherever your project is, there are two ways to work with NKMPV on Bituminous Mix Design.

Standard MS-2 (Asphalt Institute)
Field work On site, across India
Laboratory Pinjore, Haryana
Service area Pan-India

Our team travels to your site

For field work, our engineers and instruments mobilise anywhere in India — highway corridors, bridges, plants and greenfield alignments included.

Or courier samples to our lab

Distance is not a constraint for laboratory testing. Send samples to our Pinjore laboratory and receive the digital report on completion — the route most of our out-of-region clients use.

Where NKMPV has delivered projects

  • Chandigarh
  • Panchkula
  • Mohali
  • Ambala
  • Karnal
  • Kurukshetra
  • Yamunanagar
  • Hisar
  • Gurugram
  • Faridabad
  • Ludhiana
  • Jalandhar
  • Patiala
  • Shimla
  • Solan
  • Haryana
  • Punjab
  • Himachal Pradesh

These are locations where we have completed projects — not the boundary of our service area. We mobilise across India on request. See full coverage & project locations →

Which standards does NKMPV follow for Bituminous Mix Design?

Bituminous Mix Design is carried out to MS-2 (Asphalt Institute), MoRTH 5th Revision — Section 500, ASTM D6927 and ASTM D2726, as listed in the Applicable Standards section of this page. Tell us the specification your project must comply with and the quotation will state the standard the work follows.

Is there a Bituminous Mix Design lab near me?

Our laboratory is at Pinjore, Haryana, within same-day reach of Chandigarh, Panchkula, Mohali, Ambala and the wider Tri-City. If you are further away, distance is not a constraint: our field team travels to site anywhere in India for on-site work, and for laboratory tests you can courier samples to the Pinjore lab and receive the report digitally. Clients across Punjab, Haryana, Himachal Pradesh, Delhi-NCR, Uttarakhand, Rajasthan, Uttar Pradesh, Jammu and Kashmir and Ladakh already work with us this way.

Do you carry out Bituminous Mix Design outside your home region?

Yes. NKMPV operates pan-India. We have delivered projects across Chandigarh, Panchkula, Mohali, Ambala, Karnal, Kurukshetra, Yamunanagar, Hisar and beyond, and we mobilise to greenfield and remote corridors on request. The 18 locations listed on our site are the places we have already worked — not the limit of where we go.

How do I book Bituminous Mix Design and what does it cost?

Send us the project details — location, quantity, and the standard you need to comply with — and you get a written quotation, usually within one working day. Pricing depends on sample count, site access and mobilisation distance, so we quote per project rather than publishing a fixed rate. Call +91-82953-60108 or use the quote form; every quotation states the applicable IS/IRC standard.

Need Bituminous Mix Design for your project?

Get a written quotation Call +91-82953-60108

Bituminous Mix Design: Guides & Lab Equipment

Equipment in our laboratory

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