Applications
Application Notes
Published: 01 Oct 2018 · Last updated: 03 Aug 2026
Asphalt shingles are one of the most prevalent roof coverings used in North America. They are a composite product, with a base layer of paper or fibreglass, which is impregnated or coated with an asphalt layer. This asphalt layer is itself a composite of asphalt (bitumen in British English) and finely divided mineral (often limestone) fillers. The performance and longevity of asphalt shingles is critically dependent on an accurate and consistent formulation of the asphalt layer.
Several methods are available to determine the filler content of asphalt. Perhaps the most commonly used is the loss-on-ignition method which involves measuring the weight loss of a bituminous mixture during combustion in a furnace. This test can take 40–60 minutes for ‘large’ samples, can be hazardous and costly, because of the temperatures used, and produces hazardous fumes that must be directed out of the facility.
By contrast, NMR requires little sample preparation and the measurement is fast, repeatable and accurate. This technique is a turn key solution and does not require special operator training.
Benchtop NMR indirectly measures the filler content in asphalt by measuring the NMR signal (per unit mass) from the asphalt and subtracting the asphalt content from the total mass, to give the filler content. (%Filler = 100% − %Asphalt)
The instrument is calibrated using a single sample of the asphalt thus can be easily recalibrated if the raw material regularly changes. The notional mass of the calibration sample is varied to give a range of filler contents and pure filler itself can be used as a 0% asphalt calibration point.
A sample vial is tared then filled to a given height with the sample. Each sample is then weighed before placing in a temperature conditioning block for 20 minutes. The conditioning temperature is usually 40°C, the same as the magnet, for optimum precision.

Filler in Asphalt calibration graph
Table 1 shows the excellent reproducibility obtained for artificially-created (50% filled) and real (originally unknown filler content) sub-samples.
| Sample | %Filler | ||||
| Sub-sample 1 | Sub-sample 2 | Sub-sample 3 | Average | Std Dev | |
| 50% filled | 49.94 | 49.98 | 50.19 | 50.04 | 0.13 |
| Real (Unknown) | 65.27 | 65.08 | 65.46 | 65.27 | 0.19 |
Table 1. Measurement reproducibility of different unfilled and filled coating samples
Table 2 shows the excellent repeatability obtained from multiple measurements of the filled sample. This reproducibility test on the same sample is only possible because NMR is a non-destructive technique, unlike the loss-on-ignition method, in which the test destroys the sample.
| Repeat | %Filler |
| 1 | 65.25 |
| 2 | 65.24 |
| 3 | 65.26 |
| 4 | 65.30 |
| 5 | 65.36 |
| 6 | 65.35 |
| 7 | 65.26 |
| 8 | 65.32 |
| 9 | 65.33 |
| 10 | 65.35 |
| Mean | 65.30 |
| SD | 0.05 |
A primary calibration can be produced using a single sample of asphalt.
* For optimal precision samples should be conditioned at 40°C for 20 minutes in a dry block heater prior to analysis.
The MQC+23 with a 0.55 Tesla (23 MHz) magnet, fitted with a 26 mm diameter (10 ml sample) probe is ideal for this application. The MQC+23 uniquely has the largest gap between magnet poles for a 0.5 (actually 0.55) Tesla magnet. This results in the desirable combination of largest sample size with the highest sensitivity. The Filler in Asphalt package comprises:
In addition you may require: