KAWALAN MUTU BAHAN DAN PEMBINAAN

JALAN RAYA

Mohd Yazip Hj Matori

Kumpulan Ikram Sdn.Bhd
yazip@ikram.com.my

“7 PETUA UNTUK JALAN TAHAN LAMA”

1. Jauhkan air dari jalan.
2. Jalan dibina diatas asas yang kukuh.
3. Guna bahan yang terbaik.
4. Lapisan jalan dipadat dengan
sempurna.
5. Jalan dibina berdasarkan beban dan
isipadu trafik.
6. Jalan diturap bila lapisan bawah telah
sempurna.
7. Jalan disenggara.

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 Constructing a flexible pavement involves four general focal points:
construction of sub grade, sub base, road base and asphalt pavement.

 Almost all of road agencies in Malaysia have adopted quality control/quality

assurance (QC/QA) specification programs for the construction of flexible
pavements. The specification is meant to improve the quality of the pavements
through frequent testing and monitoring throughout the production and
placement of pavement layers.

• Quality has become one of the most important consumer

decision factors in the selecting among competing products
and services.

• This is true not only for individual consumers but also for
large corporations, government organizations and the
taxpaying public as a group.

• In its broadest sense, quality is a degree of excellence: the

extent to which something is fit for its purpose.

• In the narrow sense, product or service quality is defined

as conformance with requirement, freedom from defects or
contamination, or simply a degree of customer satisfaction.

2
Quality assurance. All those planned and systematic actions necessary to provide
confidence that a product or facility will perform satisfactorily in service. Quality assurance
addresses the overall problem of obtaining the quality of a service, product, or facility in the
most efficient, economical, and satisfactory manner possible. Within this broad context,
quality assurance involves continued evaluation of the activities of planning, design,
development of plans and specifications, advertising and awarding of contracts,
construction, and maintenance, and the interactions of these activities.

Quality control. Those quality assurance actions and considerations necessary to

assess production and construction processes so as to control the level of quality being
produced in the end product. This concept of quality control typically includes sampling and
testing by the contractor to monitor the process but usually does not include acceptance
sampling and testing by the agency/owner. Also called process control.

Acceptance. Sampling, testing, and the assessment of test results to determine whether
or not the quality of produced material or construction is acceptable in terms of the
specifications.

Independent assurance. A management tool that requires a third party, not directly
responsible for process control or acceptance, to provide an independent assessment of the
product and/or the reliability of test results obtained from process control and acceptance
testing. The results of independent assurance tests should not be used as a basis of
product acceptance.

3
3 Phases of Contractor Quality Control – What is Involved?
•Preparatory Phase
•Review Plan & Specification.
•Verify submittal approval
•Check preliminary work

1 •Examine materials
•Discuss construction methods
•Review safety.

•Start-up Phase
•Establish quality required
•Resolve conflicts

2 •Ensure testing is performed

•Establish detailed testing schedule base on production schedule
•Review safety.

•Production Phase
•Ensure contract compliance
•Conduct intermittent or continuous inspections to identify and correct
deficiencies.

3 •Inspect completed phases before scheduled Client acceptance

•Ensure testing reports are submitted
•Ensure rework is completed.

Quality Control (QC)

Merangkumi segala aktiviti yang
berkaitan dengan kawalan proses. Ini
termasuk pemeriksaan secara visual,
ujian dan aktiviti kawalan lain yang perlu
dijalankan oleh Kontraktor untuk
memastikan bahan dan kerja binaan
mereka menepati spesifikasi kontrak.

4
Quality Assurance (QA)
Adalah program pemeriksaan dan ujian pengesahan
tambahan dan berasingan. Meliputi ujian dan analisis
yang dijalankan oleh JKR atau PBT. Program QA
semestinya dijalankan ke atas sampel yang berasingan
dari QC dan menggunakan peralatan ujian dan
kakitangan yang tidak bersangkut-paut dengan aktiviti
QC. Sijil pengesahan memenuhi spesifikasi dan
penerimaan ke atas sebarang bahagian kerja yang
telah disiapkan semestinya berdasarkan pada QA, dan
bukan QC.

QC/QA Specification

• The Contractor is responsible for the quality of the

pavement.
• The road agency is responsible for the acceptance,
rejection and/or price adjustment of that product.
• Construction and material quality is crucial to the
long-term pavement performance.
• Construction factors such as surface preparation,
placement, and compaction have an overwhelming
effect on pavement performance, which cannot be
ignored or compensated for in mix or structural
design. In real world, it is not an easy task for
anyone to convert the plan on paper into reality.

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 QA/QC BUKAN PERCUMA…

 Ia melibatkan kos..

RULE OF THUMB…..

Biasanya Syarikat yang prihatin

tentang QA/QC membelanjakan 3%
hingga 5% daripada kos projek untuk
QA/QC.

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 ANDA DIMANA……

PLUS –5%
JKR – 1-3%

CARA QA/QC DILAKSANAKAN.

Site Supervision ( Pengawasan

Di Tapak).
Ujian di tapak.
Ujian di makmal.

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WHAT IS PAVEMENT SUPERVISION WORK?

 “The acts of overseeing and confirming

the activities undertaken by the
contractor which shall focus on ensuring
the methods, materials, tools or
equipment and machinery used are in
accordance with the standard guidelines
or best practices and specifications, and
the output or performance is as per the
desired duration, quality and quantity.”

WHY EFFECTIVE PAVEMENT SUPERVISION ACTIVITIES

ARE CRUCIAL?

Mainly are to ensure the pavement is being constructed

as per the design and in accordance with the
Specifications as such
 the intended pavement design life is achievable
 eliminate, if possible, the unexpected
maintenance needs or unbudgeted maintenance
cost due to unforeseen defects repair works which
might cause operational disruption
 Realization of proposed maintenance budget
based on the projection of the pavement
behavior throughout the pavement life cycle is
more achievable and logical

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 WHY EFFECTIVE PAVEMENT SUPERVISION ACTIVITIES
ARE CRUCIAL?.....(CONT)

 QA/QC control – ensuring the policy is in

place and being
 implemented correctly and diligently
 To avoid redundant work due to non
compliance and
 rejection
(waste time, money, effort and
manpower).
 To ensure HSE requirements are being
complied with during work implementation.
 To get the value as per the money spent
 And customer safety and satisfaction

The responsibilities of the materials supervisory staff cover a wide

range of activities, including aspects such as:

• Knowledge of project requirements and specifications

• Evaluate of raw materials properties
• Materials selection and utilisation
• Assess of materials design properties and sensitivity to changes and
variations
• Suitability of construction plant
• Appropriateness and consistency of construction processes and
techniques
• Adhere to prescribed environmental limitations, e.g., weather and
temperature
• Visually inspect completed elements
• Test materials properties in place
• Level, width and layer thickness control
• Smoothness and surface finish
• Report results and final assessment of completed work
• Knowledge of SAMM/IEC/ISO/17025
• Knowledge of laboratory quality and auditing procedures
• Record as-built data

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JIKA TIADA KAWALAN…...

JIKA TIADA KAWALAN…...

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JIKA TIADA KAWALAN…...

JIKA TIADA KAWALAN…...

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 ADA KAWALAN…...TETAPI…

KESANNYA…..JALAN CEPAT ROSAK…

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KESANNYA…..JALAN CEPAT ROSAK…

Rugi
Money !

RM
KESANNYA….. …

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 TIPAH TERTIPU……
1.Ketebalan (Thickness)
10mm…
Contoh : 1 km panjang dan 7m lebar.
Subbase: 147 ton x15 =2610
Roadbase: 147 ton x15 = 2610 RM 101,505…
ACBC: 161 ton x 180 = 28980
ACWC: 161 ton.x 185 = 29785

2. Pemadatan.
Subbase - Density diperlukan, 2.1 – 2940 ton, tertipu..density 1.95 –
2730 ton, 210 ton.x 15 = 3150
Roadbase – 2.3 – 4830, tertipu..2.1 – 4410, 420 ton.x15=6300
ACBC – 2.2 – 924 ton, tertipu.. 2.0 – 840 ton, 84 ton.x180=15120
ACWC – 2.2 – 770 ton, tertipu..2.0 – 700 ton, 70 ton.x185=12950

2.3 Thickness Qty (ton) 200 195 190 185 180 175 170 165 160

0.050 0.1150 23.00 22.43 21.85 21.28 20.70 20.13 19.55 18.98 18.40
0.045 0.1035 20.70 20.18 19.67 19.15 18.63 18.11 17.60 17.08 16.56
0.040 0.0920 18.40 17.94 17.48 17.02 16.56 16.10 15.64 15.18 14.72
0.035 0.0805 16.10 15.70 15.30 14.89 14.49 14.09 13.69 13.28 12.88
0.030 0.0690 13.80 13.46 13.11 12.77 12.42 12.08 11.73 11.39 11.04
0.025 0.0575 11.50 11.21 10.93 10.64 10.35 10.06 9.78 9.49 9.20
0.020 0.0460 9.20 8.97 8.74 8.51 8.28 8.05 7.82 7.59 7.36

2.25 Thickness Qty (ton) 200 195 190 185 180 175 170 165 160

0.050 0.1125 22.50 21.94 21.38 20.81 20.25 19.69 19.13 18.56 18.00
0.045 0.1013 20.25 19.74 19.24 18.73 18.23 17.72 17.21 16.71 16.20
0.040 0.0900 18.00 17.55 17.10 16.65 16.20 15.75 15.30 14.85 14.40
0.035 0.0788 15.75 15.36 14.96 14.57 14.18 13.78 13.39 12.99 12.60
0.030 0.0675 13.50 13.16 12.83 12.49 12.15 11.81 11.48 11.14 10.80
0.025 0.0563 11.25 10.97 10.69 10.41 10.13 9.84 9.56 9.28 9.00
0.020 0.0450 9.00 8.78 8.55 8.33 8.10 7.88 7.65 7.43 7.20

2.2 Thickness Qty (ton) 200 195 190 185 180 175 170 165 160

0.050 0.1100 22.00 21.45 20.90 20.35 19.80 19.25 18.70 18.15 17.60
0.045 0.0990 19.80 19.31 18.81 18.32 17.82 17.33 16.83 16.34 15.84
0.040 0.0880 17.60 17.16 16.72 16.28 15.84 15.40 14.96 14.52 14.08
0.035 0.0770 15.40 15.02 14.63 14.25 13.86 13.48 13.09 12.71 12.32
0.030 0.0660 13.20 12.87 12.54 12.21 11.88 11.55 11.22 10.89 10.56
0.025 0.0550 11.00 10.73 10.45 10.18 9.90 9.63 9.35 9.08 8.80
0.020 0.0440 8.80 8.58 8.36 8.14 7.92 7.70 7.48 7.26 7.04

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 2.15 Thickness Qty (ton) 200 195 190 185 180 175 170 165 160

0.050 0.1075 21.50 20.96 20.43 19.89 19.35 18.81 18.28 17.74 17.20
0.045 0.0968 19.35 18.87 18.38 17.90 17.42 16.93 16.45 15.96 15.48
0.040 0.0860 17.20 16.77 16.34 15.91 15.48 15.05 14.62 14.19 13.76
0.035 0.0753 15.05 14.67 14.30 13.92 13.55 13.17 12.79 12.42 12.04
0.030 0.0645 12.90 12.58 12.26 11.93 11.61 11.29 10.97 10.64 10.32
0.025 0.0538 10.75 10.48 10.21 9.94 9.68 9.41 9.14 8.87 8.60
0.020 0.0430 8.60 8.39 8.17 7.96 7.74 7.53 7.31 7.10 6.88

2.1 Thickness Qty (ton) 200 195 190 185 180 175 170 165 160

0.050 0.1050 21.00 20.48 19.95 19.43 18.90 18.38 17.85 17.33 16.80
0.045 0.0945 18.90 18.43 17.96 17.48 17.01 16.54 16.07 15.59 15.12
0.040 0.0840 16.80 16.38 15.96 15.54 15.12 14.70 14.28 13.86 13.44
0.035 0.0735 14.70 14.33 13.97 13.60 13.23 12.86 12.50 12.13 11.76
0.030 0.0630 12.60 12.29 11.97 11.66 11.34 11.03 10.71 10.40 10.08
0.025 0.0525 10.50 10.24 9.98 9.71 9.45 9.19 8.93 8.66 8.40
0.020 0.0420 8.40 8.19 7.98 7.77 7.56 7.35 7.14 6.93 6.72

2.05 Thickness Qty (ton) 200 195 190 185 180 175 170 165 160

0.050 0.1025 20.50 19.99 19.48 18.96 18.45 17.94 17.43 16.91 16.40
0.045 0.0923 18.45 17.99 17.53 17.07 16.61 16.14 15.68 15.22 14.76
0.040 0.0820 16.40 15.99 15.58 15.17 14.76 14.35 13.94 13.53 13.12
0.035 0.0718 14.35 13.99 13.63 13.27 12.92 12.56 12.20 11.84 11.48
0.030 0.0615 12.30 11.99 11.69 11.38 11.07 10.76 10.46 10.15 9.84
0.025 0.0513 10.25 9.99 9.74 9.48 9.23 8.97 8.71 8.46 8.20
0.020 0.0410 8.20 8.00 7.79 7.59 7.38 7.18 6.97 6.77 6.56

SPESIFIKASI.

 JKR/SPJ/1988.

 JKR/SPJ/2008.

 SERIES 700, 800, 900 (PLUS)

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STRUKTUR LAPISAN JALANRAYA.

PLUS
JKR/PBT
1 PBT/J.KAMPUNG
2
1
3 2 1

4 4
4

5 5 5

6 6 6

1 Wearing Course (ACWC)

2 Binder Course (ACBC)
3 Dense Bituminous Macadam (DBM)
4 Road Base (Crusher Run)
5 Sub Base ( Sand)
6 Sub Grade

16
STRUKTUR JALANRAYA.

17
 PRE CONSTRUCTION
SUBGRADE
Unbound Material

Suitable and unsuitable

materials.(JKR /SPJ/2008)
Soaked CBR (4 Days) – 5%,
Maximum Dry Density (MDD) and
Optimum Moisture Content.(OMC)
Compaction – 95% of MDD.

The “subgrade” is the in situ material upon which the

pavement structure is placed. Although there is a tendency
to look at pavement performance in terms of pavement
structure and mix design alone, the subgrade can often be
the overriding factor in pavement performance.

Subgrade Performance
A subgrade’s performance generally depends on two interrelated
characteristics:
• Load bearing capacity. The subgrade must be able to support loads
transmitted from the pavement structure. This load bearing capacity is often
affected by degree of compaction, moisture content, and soil type. A
subgrade that can support a high amount of loading without excessive
deformation is considered good.
• Volume changes. Most soils undergo some amount of volume change
when exposed to excessive moisture or freezing conditions. Some clay
soils shrink and swell depending upon their moisture content

18
 Volume changes. Most soils undergo some amount of volume change
when exposed to excessive moisture or freezing conditions. Some clay
soils shrink and swell depending upon their moisture content

SUBGRADE SOILS A FIRM AND UNYIELDING SUBGRADE IS ESSENTIAL TO GOOD

PAVEMENT CONSTRUCTION.

For the designs recommended in this manual all soils are divided into three classes: Good,
Medium and Poor. California Bearing Ratio (CBR) design values are assigned for each class. It
is desirable to use laboratory tests to evaluate the load supporting characteristics of subgrade
soils. However, if laboratory test equipment is not available, designs may be made on the basis
of a careful field evaluation by an engineer who can assign the subgrade soils to one of the
following categories:

GOOD SUBGRADE SOILS—Good subgrade soils retain a substantial amount of their load
bearing capacity when wet. Included are the clean sands and sandy gravels and soils free of
detrimental amounts of plastic materials. A good subgrade will have a CBR value of 20 or
higher.

MEDIUM SUBGRADE SOILS—These retain a moderate degree of firmness under adverse

moisture conditions. Included are such soils as loams, silty sands and sandy gravels containing
moderate amounts of clay and fine silt. A medium classification will have a CBR value of 6
through 20.

POOR SUBGRADE SOILS—These soils become quite soft and plastic when wet. Included are
those soils having appreciable amounts of clay and fine silt. The coarser silts and sandy loams
also may exhibit poor bearing properties in areas where frost penetration into the subgrade is a
factor. A poor classification will have a CBR value of 5 or less. Soils with a CBR value of less
than 5 should be stabilized or removed and replaced using suitable material. A stable subgrade
is always required.

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WHY SOIL STABILIZER?

The addition of soil stabilizers such as

Portland Cement or lime to the
paving sub-grade alters the soil in
several ways.
• Reduction of plasticity of the soil
• Promotes immediate structural
changes in the soil
• Adjusts the moisture - density
relationship
• Promotes sub-grade soil strength
and increased CBR values
The end result is a sub-grade soil that
provides an enhanced platform for
placing new paving. California
Bearing Ratio (CBR) is a test used for
evaluating bases, subgrades and
sub bases for pavement thickness
design.

Effect of Subgrade & Base Support

• Good support critical to obtain proper density

• Spongy or unstable support
• Provides little resistance to the rollers
• Mixture not confined, energy dissipated
• Mixture moves & cracks rather than compacts.

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CRUSHED AGGREGATE

Igneous Rocks – Granite, Basalt

Sedimentary Rocks – Limestone
Metamorphic Rocks - Marble

21
 Jaw Crusher

Cross Section Through an Impact Crusher

22
Schematic Diagram of Cone Crusher

23
 SUBBASE
Test parameter Quality Requirement Remark
CBR Not less than 30% compacted to 95% of
MDD, soaked for 4
days.
Plasticity Index Not more than 12
10% Fines Value Not less than 30 KN
Sand Equivalent Not less than 45% aggregate fraction
passing the No. 4 (4.75
mm) sieve
If more than 10% of the material is retained on the BS 20.0 mm sieve,
the whole material can be assumed without test to have a CBR value
of 30% or more.

JKR/SPJ/2008

TABLE 4.2.2– GRADATION LIMITS FOR SUBBASE MATERIAL.

24
 CRUSHED AGGREGATE ROADBASE

Test Parameter Quality Requirement Remark

Plasticity Index Not more than 6.
Aggregate Not more than 25%.
Crushing Value
(ACV)
Flakiness ndex Not more than 25%.
Soundness Test Not more than 18%.
CBR Not less than 80% compacted to 95% of
MDD, soaked for 4
days.
Sand Equivalent Not less than fraction passing the
45%. No. 4 (4.75 mm) sieve

JKR/SPJ/2008

TABLE 4.2.3- GRADATION LIMITS FOR CRUSHED AGGREGATE ROADBASE

25
MAXIMUM DRY DENSITY(MDD) AND
OPTIMUM MOISTURE CONTENT(OMC)

Dry Density Vs Moisture Content

2.100

2.071
2.050
Dry Density (Mg/cm 3)

2.000

1.950 1.954
1.948

1.900
1.885

1.850
1.839

1.800
2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5
Moisture Content (%)

CALIFORNIA BEARING RATIO (CBR) TEST.

(KEUPAYAAN GALAS TANAH.)

The California Bearing Ratio(CBR) test was originally

devised by O.J.Porter of the California State Highways
Department.(1938)
The CBR test is normally carried out in the laboratory. The principle
underlying the test involves determining the relationship between force and
penetration when a cylindrical plunger of a standard cross-sectional area is
made to penetrate a compacted soil sample at a given rate.At certain values
of penetration the ratio of the applied force to a standard force, expressed
as a percentage, is defined as the California Bearing ratio (CBR)

An in-situ CBR test can also be carried out in the field, using a suitably-
rigged vehicle. In-situ CBR results can be significantly different from
laboratory-derived results. The in-situ CBR test is not normally used as
quality assurance measure to ensure specification implementation.

26
California Bearing Ratio (CBR) Test.
(Keupayaan Galas Tanah)

Most design methods use as

their fundamental basis, the
California Bearing Ratio(CBR)
method of determining the
strength of the soil in the
supporting subgrade and of any
granular base materials such as
crushed stone.
The CBR test is performed by
compacting a sample of the
subgrade soil to given moisture
content, density, and
compactive effort that are
expected to be applied under
fields conditions.

The laboratory CBR apparatus consists of a

mould of 150 mm diameter with a base plate
and a collar, a loading frame and dial gauges
for measuring the penetration values and the
expansion on soaking. If a soaked (wet)
measurement is desired, the specimen in the
mould is soaked in water for four days and
the swelling and water absorption values are
noted. The surcharge weight is placed on the
top of the specimen in the mould and the
assembly is placed under the plunger of the
loading frame.
The CBR value is expressed as a percentage
Load is applied on the sample by a standard of the actual load causing the penetrations of
plunger with diameter 50 mm at the rate of 2.5 mm or 5.0 mm to the standard loads
mentioned above.
1.25 mm/min. A load penetration curve is
The CBR can therefore be mathematically
drawn. The load values on standard crushed expressed as:
stones are 1,370 kgf (13.44 kN) and C B R = p/p s x 100%

2,055 kgf (20.15 kN) at 2.5 mm and 5.0 mm p = measured pressure for site soils [N/mm2]
p s = pressure to achieve equal penetration on
penetrations respectively. standard soil [N/mm2]

27
Aggregate Crushing Value (ACV)

Aggregate Impact Value (AIV)

28
 GRADING/SIEVE ANALYSIS

Saiz ayak BS 410 Saiz ASTM E11-70

Metrik(mm) Imperial(in) Saiz Piawai No.Ayak
Ayak ASTM (in)
76.20 3 75 3
63.50 2 1/2 63 2 1/2
37.50 1 1/2 38.1 1 1/2
20.00 3/4 19 3/4
10.00 3/8 9.5 3/8
5.00 3/16 4.76 No 4
2.36 No 7 2.38 No 8
1.70 No 10 1.7 No 12
1.18 No 14 1.19 No 16
0.600 No 25 0.595 No 30
0.300 No 52 0.297 No 50
0.150 No 100 0.149 No 100
0.075 No 200 0.074 No 200

GRADATION AND SIZE

The particle size distribution, or gradation, of an aggregate is one of the most influential
aggregate characteristics in determining how it will perform as a pavement material. In HMA,
gradation helps determine almost every important property including stiffness, stability,
durability, permeability, workability, fatigue resistance, frictional resistance and moisture
susceptibility (Roberts et al., 1996)

Maximum Aggregate Size

Maximum aggregate size can affect HMA, and base/subbase courses in several ways. In HMA,
instability may result from excessively small maximum sizes; and poor workability and/or
segregation may result from excessively large maximum sizes (Roberts et al., 1996) . ASTM C
125 defines the maximum aggregate size in one of two ways:

• Maximum size. The smallest sieve through which 100 percent of the aggregate
sample particles pass.

• Nominal maximum size. The largest sieve that retains some of the aggregate particles
but generally not more than 10 percent by weight.

Thus, it is important to specify whether “maximum size” or “nominal maximum size” is being
referenced.

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NOMINAL MAXIMUM SIZE AGGREGATE/MAXIMUM SIZE AGGREGATE.

Sieve Size % Passing

(mm) • Maximum size. The smallest
20 100 sieve through which 100
14 90-100 percent of the aggregate
10 76-86 sample particles pass.
5 50-62 • Nominal maximum size. The
3.35 40-54 largest sieve that retains some
1.18 18-34 of the aggregate particles but
0.425 12-24 generally not more than 10
0.150 6-14 percent by weight.
0.075 4-8

Nominal Max Size Agg. = 14mm.

Max.Size Agg = 20mm

FLAKINESS

30
SOUNDNESS TEST

Before After

Premix,
AGGREGATE Tack/Prime Coat

A mixture of coarse, fine and filler. Crushed

hard rock, angular in shape and free from dust,
clay and deleterious substances.
 ACV – not more than 30
 Soundness – not more than12%
 Flakiness Index – not more than 30
 Water absorption – not more than 2%
 PSV – not less than 40.
 Limestones aggregates shall not be permitted for
use in wearing course.
 Portland cement added.
 Gradation shall conform to envelope shown in
table 4.3.3.

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 JKR/SPJ/2008
TABLE 4.3.3– GRADATION LIMITS FOR ASPHALTIC CONCRETE.

BITUMINOUS MATERIAL
Bituminous binder for asphaltic concrete shall
be pen.grade bitumen of 60- 70 conforming to
M.S 124.
 Penetration – 60/70 dmm @( x 0.1mm )
 Softening point – 48 – 56 deg.celcius.
 Ductility - > 100cm.
 Solubility – 99%
 Flash point - > 250 deg.celcius.
 Loss on Heating – 0.5%
 Drop in penetration – 20 %.

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TYPICAL COMPOSITION OF SOME CRUDE OILS

Light crude oil Heavy Middle East Heavy Venezuelan

Crude Oil Crude Oil
10 – 20% bitumen
25 – 35% bitumen 65 – 75% bitumen

33
 SIRIM Specification for Penetration Grade Bitumen (MS 124)

Penetration Grade
40 - 50 60 - 70 80 - 100 120 - 150 200 - 300

min max min max min max min max min max
Penetration@77°F 25°C,
100g, 5 s , dmm
40 50 60 70 80 100 120 150 200 300

Softening Point, ° C 52 60 48 56 45 52 40 46 33 43
Flash Point, ° C 250 - 250 - 225 - 225 - 200 -
Ductility @ 25°C,
5 cm/minute, cm
100 - 100 - 100 - 100 - 100 -
Solubility in
trichloroethylene, % 99 - 99 - 99 - 99 - 99 -
Retained penetration
after TFOT, %
55 - 52 - 47 - 42 - 37 -

Loss on Heating, % wt - 0.2 - 0.2 - 0.5 - 0.5 - 1.0

Drop in penetration after
heating, % - 20 - 20 - 20 - 20 - 25

34
Prediction of PG grades for different crude oil blends.

Bitumen Emulsion
TACK COAT & PRIME COAT

35
 WHAT IS BITUMEN EMULSION..

• An emulsion can be defined as a

dispersion of small droplets of one
liquid in another liquid. Bitumen
emulsions are an oil-in-water type
emulsion where the bitumen
dispersed in water. The size of the
droplets is generally in the range
0.001 to 0.02mm. The bitumen
content depends on the intended
application of the emulsion, but
rarely lower than 40% or higher than
70%.

36
SIRIM Specification of Emulsion MS 161- Tack/Prime Coat
Properties RS- RS- MS- MS- SS-
Units Methods RS-1K RS-2K
0K 3K 1K 2K 1K
Saybolt Furol Viscosity
At 25°C min 20 20
sec D 244
max 25 50 70 100
At 50°C min 100 50 50
sec D 244
max 400 450 450
Storage
% D 244 1 1 1 1 1 1 1
Stability,24hrs,max
Sieve Test,max % D 244 0.1 0.1 0.1 0.1 0.1 0.1 0.1
Cement mixing,max % D 244 2 2 2 2 2 2 2
Particle Charge D 244 +ve +ve +ve +ve +ve +ve +ve
Bitumen
% D 244 38 50 60 65 60 65 57
Residual,min
Oil Distillate, max % D 244 3 3 3 3 20 12
Test on Residue
Pen @ 25°C, min 60 60 60 60 60 60 60
dmm D5
max 200 200 200 200 200 200 200
Solubility in TCE, min % D2042 97.5 97.5 97.5 97.5 97.5 97.5 97.5

Classification of BS

A2-50 A - Anionic emulsion

K - cationic emulsion
0 – 4 - Breaking Rate
K1-40 (e.g- 4 very stable)
50 - Bitumen content

37
Classification of SIRIM

RS-1K
RS – Rapid Setting
MS – Medium Setting
MS-1K SS – Slow Setting
1 – Breaking Rate
K - Cationic
SS-1K

Laboratory Mix Design

Objective
To establish the job mix formulae
satisfactory for quality control of
asphaltic concrete, this includes the
selection of the best blend of available
aggregates and the optimum
binder/asphalt content(OBC).

38
TABLE 4.3.3 – GRADATION LIMITS FOR ASPHALTIC CONCRETE.

Aggregate Grading

100

90

80

70
Percentage Passing

60

50

40

30

20

10

0
0.01 0.1 1 10 100
Sieve Size (m m )

combined C/L Upper Lower

Cement

Establish Aggregate
Proportion/Blend

39
 AGGREGATE PROPORTION - CALCULATOR
Bin Proportion %
Sieve B1 B2 B3 B4 B5 35 10 53 2 Specification
Combined C/L
Size(mm) 20mm 10mm Q/D Filler 20mm 10 mm Q/D Filler Upper Lower
25 100 100 100 100 35 10 53 2 100 100 100 100
20 91.3 100 100 100 31.955 10 53 2 96.96 88 100 76
14 42.5 100 100 100 14.875 10 53 2 79.875 76 89 64
10 19.8 96.3 99.6 100 6.93 9.63 52.79 2 71.35 68 81 56
5 0.1 3.6 94.8 100 0.04 0.36 50.24 2 52.64 58 71 46
3.35 0.09 0.5 79.4 100 0.03 0.05 42.08 2 44.16 45 58 32
1.18 0 0.2 43.1 100 0 0.02 22.84 2 24.86 31 42 20
0.425 0 21.3 100 0 0 11.289 2 13.289 20 28 12
0.15 0 8.6 100 0 0 4.558 2 6.558 11 16 6
0.075 0 4.6 96 0 0 2.438 1.92 4.358 6 8 4

100

Aggregate Grading

100
90
80
70
Percentage Passing

60
50
40
30
20
10
0
0.01 0.1 1 10 100
Sieve Size (mm)

combined C/L Upper Lower

LABORATORY MARSHALL MIX DESIGN

 Gradation within the limits.
 Design bitumen content:
 AC 10 = 5.0 – 7.0%
 AC 14 = 4.0 – 6.0 %
 AC 28 = 3.5 – 5.5 %
 Preparation of Marshall Specimen.
 Determination of Bulk Specific Gravity
 Determination of Max.Theoretical Density
 Stability & Flow Test
 Calculation of Air Voids.
 Void in Mineral Aggregate (VIM)
 Void filled with Bitumen (VFB)

40
Mixing temperature - 160ºC - 170ºC

Compaction temperature – 145 ºC

41
Marshall Compacter – 75 blows per side.

42
Marshall Stability & Flow

43
 TABULATING AND PLOTTING TEST RESULTS
• Tabulate the results from testing, correct the stability values for specimen height.
• Prepare the following plots:
– Asphalt content vs density
– Asphalt content vs Marshall stability
– Asphalt content vs flow
– Asphalt content vs air voids
– Asphalt content vs VMA
– Asphalt content vs VFA
• Review the plots for the following trends:
– Stability vs asphalt content can follow two trends:
• Stability increases with increasing asphalt content, reaches a peak, and
then decreases.
• Stability decreases with increasing asphalt content and does not show
a peak (recycled HMA mixtures)
– Flow should increase with increasing asphalt content.
– Density increases with increasing asphalt content, reaches a peak, and then
decreases. Peak density usually occurs at a higher asphalt content than
peak stability.
– Percent air voids should decrease with increasing asphalt content.
– Percent VMA decreases with increasing asphalt content, reaches a
minimum, and then increases.
– Percent VFA increases with increasing asphalt content.

After the completion of the stability and flow test, specific gravity and voids analysis shall be carried out for
each test specimen to determine the percentage air voids in the compacted aggregate filled with bitumen
(VFB) and the percentage air voids in the compacted mix (VIM).

44
AGGREGATE PROPORTION

40% + 20% + 38% + 2%

Aggregate Grading

100

90

80

70
Percentage Passing

60

50

40

30

20

10

0
0.01 0.1 1 10 100
Sieve Size (m m )

combined C/L Upper Lower

Aggregate + Bitumen

45
 Asphalt Production

MIX PRODUCTION COSTS

46
Batch Plant Layout

Drum Plant Layout

COVERED STOCKPILES

47
Asphalt Batch Mix Plant and its Components

Cold Feed Bins with Conveyer

48
PUGMILL MIXER

49
HOW CAN YOU TELL THAT A MIX IS PROPERLY
MIXED?
When all the aggregate particles are coated with asphalt. The large
aggregate particles are always the last to be coated. If the large
aggregate particles are completely coated, the mix is properly mixed.
Generally we see mixing problems only with batch plants. The producer is
trying to mix each batch as quickly as possible (probably in about 30
seconds) which may or may not be adequate mixing time. Typical
specifications set minimum coated particle percentages at 90 to 95
percent. Minimum mixing times to meet the specified requirement should
carefully adhered to in order to avoid excess oxidation of the asphalt films
on the aggregate particles as it is exposed to air (oxygen) during the
mixing process.
As a general rule we do not see this problem with drum mixes. The mix
remains in the mixing portion of the drum for much longer periods of time
(maybe 2 to 3 minutes) than in the pugmill of a batch plant, so the
aggregate particles get very well coated. Keep in mind that we are not as
concerned about oxidation in drum mixes as the mixing portion of the
drum mixer is essentially an oxygen-free atmosphere.

MIXING TOWER CUTAWAY

50
Load front first, back second and middle third

51
PLANT TRIAL
Contractor shall arrange to mix the
asphaltic concrete conforming to the
proposed formula.
Comprehensive sampling and testing.
Gradation
Bitumen Content
Marshall Properties.
Plant trial results

COMPLIANCE WITH THE JOB MIX FORMULA

Parameter Permissible Variation
% By Weight of Total Mix

Bitumen ± 0.2 %
Fraction of combined ± 5.0 %
aggregate passing 5.0 mm
and larger sieves
Fraction of combined ± 4.0 %
aggregate passing 3.35 mm
and 1.18mm sieves
Fraction of combined
aggregate passing 425 µm ± 3.0 %
and 150µm sieves
Fraction of combined ± 2.0 %
aggregate passing 75 µm
sieves

52
 TRIAL LAY
 Contractor shall arrange, lay and
compact asphaltic concrete conforming
to the proposed formula.
A minimum 10 tonnes shall be placed in
trial area;
 Thetrial areas shall not be part of the
contract works – contractor expense.
 Comprehensive sampling and testing.

Trial Sections
• The construction of trial sections is very valuable, and
allows any problems to be sorted out in advance of the
permanent construction.
• The trial section is generally part of the main construction,
done at the beginning of the section.
• A trial section is recommended for all pavement layers
constructed with problem or sensitive materials.
• A successful trial is the reference against which the
permanent works are compared, and ultimately accepted.

It is vitally important that the materials engineer is present

at the trial section.

53
• A trial section is usually constructed to enable the assessment and verification of
the proposed construction procedures for the particular construction process.
• A trial section is recommended for all pavement layers constructed with problem
or sensitive materials.
• Trial sections should be constructed using the same materials, plant, equipment
and procedures as will be used in the permanent works. Trial sections form a very
important part of a proactive approach to quality control.
• Any problems with mix sensitivity, constructability, uniformity of product properties
as well as surface and smoothness can be identified timeously, and corrected
prior to commencement of the permanent works.
• The successful trial is the reference against which the permanent works are
compared, and ultimately accepted. It is, therefore, important that a high level of
monitoring, including careful visual assessment, data recording and testing, is
carried out.
• It is vitally important that the design engineer is present at the trial section. Each
specific product type and/or layer has its own unique requirements for trial section
procedures and information.
• It is important to ensure that the condition and settings of equipment, as well as
construction procedure and techniques utilised for the construction of the
approved trial section, remain constant throughout construction of the permanent
works.

Purpose of Trial Lay/Section

The purpose of a trial section is to evaluate:

• The contractor’s ability to build the product according to

the approved design and required properties.
• Suitability of the contractors’ plant to place and process
the product.
• Suitability of the contractor’s construction techniques.
• Behaviour and relevant properties of the product
constructed at the limits of the allowable tolerances.

Quantity of Asphalt for Trial Section

A typical trial section should utilise around
100 tons, or construct about 150 lane
metres of a single asphalt mix. This is to
facilitate a thorough test of all equipment.

54
Important aspects to note during asphalt trial sections are:

1. Temperatures of the material:

• As placed in the truck at the batching plant
• As truck arrives on site
2. When placed in the paver
3. Uniformity of the temperature of the mix placed in the paver, and when extruded
out of the paver, should also be assessed using infra-red thermometers and/or
video cameras.
4. Temperature of the road surface on which the material is laid.
5. Record rolling temperature.
6. Rolling pattern to ensure complete coverages and proximity to the paver, as
well as any problems related to tender materials or roller pick-up.
7. Straightness of the edge of the paved layer.
8. Smoothness of the surface of the layer, and any stop starts that influence the
smoothness.
9. Uniformity of the surface of the layer.
10. Neatness of handwork and removal of any edge spillage and loose materials.
11. Number of roller passes to achieve required density.
12. Record un-compacted/compacted thickness.
13. Record compacted density of the mix.

55
 JOB MIX FORMULA
Aggregate Grading

100

90

80

70
Percentage Passing

60

50

40

30

20

10

0
0.01 0.1 1 10 100
Sieve Size (m m )

C/L Upper Lower

DURING CONSTRUCTION

SUBGRADE/SUBBASE/ROADBASE

 Each layer not exceeding 200mm

compacted thickness.
 95 % of the Maximum Dry Density (MDD).
 Moisture content - OMC
 Average thickness over any 100 metre
length shall be not less than the required
thickness.

56
 Road Formation

Single Drum Vibratory Roller Single wheel padfoot roller

Compaction of Subgrade

Impact Roller

57
OMC/MDD

58
 Compacted Subgrade

MOISTURE CONTENT

1. Speedy Meter
2. Oven Method
3. Frying Pan

59
FDT- SAND REPLACEMENT METHOD.

An in-situ CBR test can also be carried out in the field, using a suitably-
rigged vehicle. In-situ CBR results can be significantly different from
laboratory-derived results. The in-situ CBR test is not normally used as
quality assurance measure to ensure specification implementation.

60
 CONSTRUCTION - SUBBASE/ROADBASE
 Sub-base/Road-base material shall be transported, laid and
compacted at a moisture content within the range +1% to -2% of
the optimum moisture content without drying out or segregation.
 Sub-base/Road-base material shall be placed over the full width
of the formation to the required thickness in one layer or more,
each layer not exceeding 200 mm compacted thickness. Where
two or more layers are required, they shall be of approximately
equal thickness and none shall be less than 100 mm compacted
thickness.
 Compaction shall be carried out in a longitudinal direction along
the roadbed, and shall generally begin at the outer edge and
progress uniformly towards the crown on each side in such a
manner that each section receives equal compactive effort.
 The sub-base/Road-base shall be finished in a neat and
workmanlike manner, and shall have an average thickness over
any 100 metre length not less than the required thickness. The top
surface of the sub-base shall have the required shape, super-
elevation, levels and grades.

Roadbase layer

61
Finished layer of Road Base

62
 Well Knitted Crushed Stone Surface

After Completion..

After 6 Months…
Theme Park…free
ride Roller Coaster !!!

63
 Prime Coat
The main function of a prime is to penetrate the
layer to which it is applied, while leaving a small
residual amount of binder on the surface to:

– Assist in promoting adhesion between the base and

newly applied bituminous surfacing or layer.
– Inhibit the ingress of water from rain into the base,
while not hampering the migration of water in the
vapour phase out of the base.
– Limit the absorption of binder from the next spray
application into the base.
– Bind the finer particles in the upper zone of the base
to accommodate light construction traffic for a short
period, until the new surfacing is placed.

BITUMEN PRIME COAT

 Materials
 Cutback or emulsion
 Cutback - grade RC 70 or MC 70 ( MS 159)
 Emulsion grade SS-1 or SS-1k (MS 161)
 Equipment
 Power broom
 Compressed Air Blower
 Pressure Distributor for Bituminous Material
 Spraying Rate
 0.5 to 1.0 litre/sq.m ACBC
 Curing
GLUE
 24 hours
Roadbase

64
 YES X NO

65
IS A PRIME COAT NECESSARY?

At one time it was thought that a prime coat was an

essential element of good pavement construction.
However, in recent years some engineers have eliminated
the use of a prime, especially when asphalt layer(s)
(surface and/or base) is 4 inches or more in thickness. In
many instances, prime coats have not been used even
when surface thickness have been as thin as 2 inches.
Over the past 20 years, few, if any, pavement failures can
be attributed to the lack of prime coat.

??????????

Tack Coat
The function of a tack coat is to ensure bonding between the new
asphalt layer and the primed surface or old asphalt layer. The
tack coat is applied in a thin coat and uniformly covers the entire
surface, including all vertical joint surfaces. Too little tack coat
causes debonding, and too much tack coat can cause slippage
between the layers.

66
 BITUMINOUS TACK COAT
 Materials
 Emulsion grade RS-1 or RS-1k (MS 161)
 Equipment
 Power broom
 Compressed Air Blower
 Pressure Distributor for Bituminous Material
 Spraying Rate
 0.25 to 0.55 litre/sq.m
 Curing ACWC
GLUE
 45 minutes to one hours ACBC

 YES X NO

67
Tack coat….?????

68
69
Tack coat…to much!

70
 YES X NO

How to check spraying rate? Tray Test…

71
72
73
Not enough tack coat?

74
 Example of Milling Machine

To remove and clean loose material using power broom

75
 Mill and Pave.

Scabbing

76
DURING PRODUCTION AND LAYING

 Sampling for Testing

 Check temperature on site
 Samples to be sent for testing
 Marshall properties
Stability

Flow

Air Void
Void Filled with Bitumen (VFB)
Density

Stiffness ( Stability/Flow)
 Bitumen extraction
 Aggregate grading

Check percent bitumen content

Before extraction

After extraction

77
 CONSTRUCTION
 Asphalt Paver
 Must be Tip-TOP.
 Rollers
 Pneumatic tyre roller and two steel wheeled tandem rollers.
 Laying Asphaltic Concrete
 Temperature before unloading from the truck – 135 º C.
 compaction temperature – 120 º C.
 Tandem roller – 8 – 10 tonnes
 Tyred roller – 15 tonnes.
 Speed for tandem – 5 km/hr and tyred roller – 8 km/hr.
 Compaction – wearing course 98 – 100 % and Binder
Course 95- 100 %.

Laying of Asphaltic Concrete

78
 HMA Paver

PAVING TRAIN

MATERIAL TRANSFER DEVICE

79
WHAT SHOULD BE USED AS A MIX RELEASE AGENT
FOR TRUCK BEDS AND ROLLERS?
Far too often we still see diesel fuel used as a mix
release agent. Diesel fuel is a solvent. Any excess
amount will dissolve the asphalt films on the
aggregate particles, thus contaminating the mix.
Commercial mix release agents are readily
available and should be used. They generally are
soap or emulsified wax or other stick-resistant
materials that do not contaminate the mix.
A couple of suggestions are a bag of hydrated lime
mixed with 1000 gallons of water or a bottle of dish
soap (Joy) mixed with water. The portions depend
on the water with which it is mixed.

WHAT IS THE PROPER THICKNESS OR LIFT THAT SHOULD BE

USED?
Minimum lift thickness should be at least 3 times the nominal
max. aggregate size to ensure aggregate can align
themselves during compaction to achieve required density
and also to ensure mix is impermeable.
The maximum lift thickness is dependent also upon the type
of compaction equipment that is being used. When static
steel-wheeled rollers are used, the maximum lift thickness
that can be properly compacted is three (3) inches. When
pneumatic or vibratory rollers are used, the maximum
thickness of lift that can be compacted is almost unlimited.
Generally, lift thicknesses are limited to 6 or 8 inches. Proper
placement becomes a problem in lifts thicker than 8 or 8
inches. For open-graded mixes, compaction is not an issue
since it is intended that these types of mixes remain very
open. Therefore, the maximum size aggregate can be as
much as 80 percent of the lift thickness.

80
Loose versus Compacted Mat Thickness

The uncompacted mat behind the screed must be paved

thicker than the final required thickness, as compaction
reduces the loose thickness. Different asphalt mixes
have different compaction factors and the final paved
thickness thus depends on the type of asphalt mix.

Type of Mix Compaction Factor

Sub-base/Road-base 0.7 to 0.75

Continuously graded 0.7 to 0.80
Open graded 0.9 to 0.92

81
 WHAT IS A MINIMUM TEMPERATURE FOR ASPHALT MIXES?
Mixes must be placed and compacted before they cool to 90o C, so the
minimum temperature will depend on the temperature of the layer upon
which it is being placed as well as ambient conditions. Generally, agency
specifications will spell out a minimum acceptable temperature for the mix.
Some specifications will use 110o C, and others may use 120o C.

Should construction crew be allowed to pave in the rain

This common question can mean different things to different people because of the wide
range of precipitation encompassed by the word “rain.” On one end, occasional light sprinkles
should not be cause to shut down operations. However, a steady downpour, either light or
heavy, should result in cessation of paving activities. To avoid waste, some states have
verbiage in their specifications stating that trucks in route to the project when rain begins can
be laid at the contractor’s risk. Also keep in mind that the surface on which you are paving
may influence your decision. Paving on a firm, stable, well-draining crushed aggregate base
might be given more leeway than a thin asphalt overlay. Raining or not, new pavement must
be placed on a firm, unyielding base. Critical ideas to keep in mind when dealing with rain:

1. rain will cool the asphalt mix and could make obtaining proper compaction more difficult
2. the asphalt lifts must be able to properly bond together and moisture can be a hindrance
to that bond
3. puddles overlaid with HMA turn to steam, which may cause stripping (separation of the
asphalt binder from the aggregate) – never pave over puddles whether it is raining or not

If you temporarily suspend paving operations due to rain, don’t forget to:
1. keep all trucks tarped
2. construct a vertical-faced construction joint
3. properly dispose of all material left in the hopper
4. be careful not to track mud and dirt onto the project
5. Asphalt pavements are designed to last for many years, so don’t let a sense of urgency to
get the job done quickly allow you to make decisions which could strip years away from
the pavement life.

82
 No paving in the rain.

Paver shall be controlled by an automatic levelling device.

83
To minimize handwork/back casting….

Laying of asphaltic concrete

84
 Control Panel for Level Censor

 YES X NO

85
86
 Segregation

Hand casting shall be kept to practicable minimum

necessary for correcting blemishes and irregularities.

87
Excessive hand casting and manual addition or
removal of mix to correct levels will result in
poor surface texture and inadequate functional
performance of the layer.

88
89
 ONE OF THE
ESSENTIALS
FOR A
CONSISTENT
AND HIGH
QUALITY HOT
MIX ASPHALT
PAVEMENT IS TO
PROVIDE FOR A
CONTINUOUS
OPERATION

90
Temperature at the start of rolling > 110 C.

Thickness
Control

91
Good Paving Practices

COMPACTION

GOOD
COMPACTION
LEADS TO GOOD
PERFORMANCE

92
How many roller required?

Steel Tandem Roller Pneumatic Tire Roller

Wheel position of
PTR.
Both axles are
equipped with 4
compacter wheels
each. The wheel
overlap 40mm.

Three Wheel Roller

10 - 20 % air voids
behind paver

93
 Top 3 factors in pavement
construction…

1. Compaction
2. Compaction
3. Compaction.

Compaction is the process by which the volume of air in the

mixture is reduced by using external forces to reorient the
constituent aggregate particles into a more closely spaced
arrangement. This reduction of air volume in a mixture produces
a corresponding increase in unit weight, or density.

94
WHAT SHOULD COMPACTION REQUIREMENT BE?

Testing should be done on a random sampling basis with a

minimum of five tests per lot (agency requirements define a
“lot” as “A day’s or full day’s production”).

The average of the five density determinations should be

equal to or greater than:
• 96% of lab density with no test less than 94%
• 92% of maximum theoretical with no test less than 90%.
• 99% of the control strip density

Taking a Pavement Core for Density

Quality Control
Core method are obtained the day
following construction.

95
WHAT IS THE RECOMMENDED AIR VOID CONTENT FOR
COMPACTION OF ASPHALT PAVEMENT

Efforts should be made to control compacted air voids

between 8% and 3%. At 9% or higher, interconnected
voids which allow air and moisture to permeate the
pavement, reducing its durability. On the other hand, if air
voids fall below 3%, there will be inadequate room for
expansion of the asphalt binder in hot weather. When the
void content drops to 2% or less, the mix becomes plastic
and unstable.
DENSITY OF ASPHALT CONCRETE - HOW MUCH IS
NEEDED?
By
E. Ray Brown
Assistant Director
National Center for Asphalt Technology
Auburn University, Alabama
NCAT Report 90-03
January 1990

96
Factors Affecting Compaction

Environmental Factors Mix Property Factors Construction Factors

Temperature Aggregate Rollers

•Ground temperature •Gradation •Type

•Air temperature •Size •Number
•Wind speed •Shape •Speed and timing
•Solar flux •Fractured faces •Number of passes
•Volume •Lift thickness

Asphalt Binder Other

•Chemical properties •HMA production

•Physical properties temperature
•Amount •Haul distance
•Haul time
•Foundation support

The compaction operation is the most

important aspect of the paving process.
Compaction develops the strength and
stability of the mix, and closes the
interconnected voids through which
water and air could penetrate the mix in
the layer.

97
 Good Rolling Practices

To ensure full, uniform coverage of the paved mat, it is

essential that a regular rolling pattern is adopted. Rollers vary
in width, and a particular pattern does not apply to all rollers.
For this reason, the best rolling pattern for each roller used
must be established and followed to obtain the most uniform
compaction of the paved width.

98
Effect of Air Voids on Life

Temperature is critical

Suhu minima adalah 90ºC - pemadatan

99
 Typical Rolling Pattern

Compaction Stages
i. Breakdown Rolling (150 °C – 120 °C range)

2 passes of Steel Tandem Roller without vibration one passes

2 passes of Steel Tandem Roller with vibration

100
 1. Breakdown Rolling
• This stage takes place immediately behind the paver
where the mat temperature is highest.
• Most of the compaction is achieved during this stage, e.g.,
an increase in density from about 84% of Maximum
Theoretic Relative Density (MTRD) behind the screed, to
about 91% of MTRD.
• Rollers with the highest compactive effort are used to
reach adequate density rapidly on mats where the
temperature is typically in excess of 135 °C for
continuously graded asphalt. This is best accomplished by
static steel wheel rollers, especially three-wheel rollers.
• Vibratory rollers have a wider compaction temperature
range than static rollers, and achieve density in fewer
passes.
• Pneumatic tyred rollers can achieve the required density,
but on a very hot mat may give rise to rideability problems.

ii. Intermediate Rolling (120 °C – 90 °C range)

8 or 10 or 12 passes

101
 2. Intermediate Rolling
• This stage follows directly after breakdown rolling while the mat is still
plastic and at a temperature that permits further compaction. This stage
of compaction continues until the required compaction is achieved, and
the density is increased to the specified requirement, e.g., 93% to 95%
MTRD and the surface is well knit.
• This stage is best accomplished by rollers effective at lower
temperatures, i.e., generally in the range of 95 to 135 °C. Vibratory and
pneumatic tyred rollers are suitable for this stage, with pneumatic tyred
rollers effective at temperatures as low as 70 °C, and where knitting of
the surface is required.
• Heavy steel wheel static, or vibratory rollers at very low amplitude
vibration, are employed to iron out any roller marks. This stage should
be completed before the mat reaches a temperature of about 90 °C,
although evening out of the surface may be achieved at temperatures
as low as 70 °C, depending on the viscosity of the binder.
• Modified binders may have a marked influence on the compaction
temperatures. Workability of these mixes should be carefully
investigated during trial sections, and when any changes of binder and
additive sources occur, to set appropriate construction controls.

iii. Finishing rolling (90 °C – 70 °C range)

2 passes steel tandem without vibration

102
3. Finishing Rolling

• During this final stage, irregularities in the surface are

smoothed over to remove roller marks with little
further densification of the layer.
• Final kneading of the surface is achieved.

103
Compacting seams and joints

Tranverse joint without traffic Longitudinal joint without traffic

104
 Compaction effort
End of compaction

Favourable compaction
temperature

Start of
compaction

Mix temperature in °C
Effect of the compaction temperature on
the compaction effort
85ºC

32ºC

150ºC

105
 85ºC 32ºC

135ºC
85ºC

32ºC

120ºC

106
 T(°C) = (T(°F) - 32) / 1.8

85ºC

32ºC

107ºC

Examples of Typical Non-Conformities and their Consequences

Parameter Non-Conformity Consequence

Binder content High binder content Reduction in rut resistance

Loss of skid resistance in surface course

Low binder content High permeability enables ingress of water and air
Reduces durability
Increases chance of cracking and stripping

Void content High void content High permeability enables ingress of water and air
Reduces durability
Increasing chance of stripping

Low void content Reduction in rut resistance

Loss of skid resistance in surface course

Compaction Low field compaction High permeability enables ingress of water and air
Reduces durability
Increasing chance of stripping

High field compaction Low voids with reduction in rut resistance

Filler content High filler content Low void content, stiff mix with reduced durability and
early flushing

Low filler content High void content, high permeability, reduction in rut
resistance

107
Tandem vibratory rollers should drive
the first two passes without vibration

Initial compaction by the finisher

Static compaction with tandem rollers Static compaction with pneumatic tired roller Contact pressure
0.20 - 0.80 MPa

Vibratory compaction using tandem rollers

108
109
110
  YES X NO

Rollers shall be equipped with water tanks, sprinkler

systems and scraper blades to keep all wheels evenly
wetted and clean during operation.

111
112
113
 Vertically cut joint faces shall be brushed or sprayed with
bitumen emulsion of grade RS-1K to ensure good bonding.

Shall not be opened to traffic until compaction has been

completed and the material has cooled and set (usually not less
than 4 hours after the start of rolling).

114
 COMPACTED ASPHALTIC CONCRETE
 A sample for every 500 m² of a.c. laid (obtained using
a core drill fitted with a diamond bit).
 To determine the thickness and bulk S.G.
 Extraction of bitumen and gradation if problems
occur during paving/material looks unsatisfactory or
perform poorly after paving.
 Other quality test which are appropriate to spec,
should be carried out at recognized/accredited lab.
 Other tests for unusually variable sources/quality:
 Soundness
 ACV
 Polished Stone Value
 Stripping test.

POST CONSTRUCTION
Core Samples

Thickness, Density (Compaction).

115
  YES X NO

Degree of Compaction – Wearing Course (98 – 100%)

Core sample Marshall cake

How to calculate % of compaction ?

(Density of Core/Density of Daily Marshall Density) * 100%

= 98% - 100%

116
 Completed project…to check the roughness index (IRI) !!

POST CONSTRUCTION
ROLLING STRAIGHT EDGE

Transverse

Longitudinal
When ?
Before opening to
traffic.

117
 JKR/SPJ/2008 – IRI = 2m/km
Tolerances for Surface Irregularity(RSE)-JKR/SPJ/1988
Transverse
Longitudinal Direction
Direction
Maximum Permissible Number of
Class of Surface Irregularities
Maximum
Surface Depth exceeding Depth exceeding
Permissible
Regularity 4 mm 7 mm
Depth of
Over Over Over Over Transverse
traverse traverse traverse traverse Irregularities
length length length length
of 300m of 75m of 300m of 75m
Class SR1 20 9 2 1 4 mm
Class SR2 40 18 4 2 8 mm
Class SR3 60 27 6 3 12 mm

RSE ANALYSED RESULT

15

10
Depth (mm)

0
0
0.03
0.04
0.08
0.1
0.13
0.13
0.16
0.16
0.18
0.19
0.2
0.2
0.2
0.22
0.23
0.26
0.29
0.3
0.31
0.32
0.34
0.37
0.4
0.41
0.43
0.43
0.45
0.46
0.48
0.49
0.5
0.5
0.59
0.59
0.59
0.6
0.61
0.66
0.66
0.7
0.74

-5

-10
Chainage

118
 INTERNATIONAL ROUGHNESS INDEX (IRI)

Parameter/ Roughness,
Condition IRI (m/km)
criteria

Good < 2.5

Fair 2.5 – 3.5

Poor > 3.5

Typical Laser Layout (13 lasers)

119
Profiler Components

Pavement Condition Criteria

120
121
Minimum value of 55 ( 50m interval)

122
123
 Road Marking Reflectometer.

Quick Facts
•Longest international highway: the Pan-American Highway, which connects many countries in the
Americas, is nearly 48,000 kilometres (29,826 mi) long as of 2005.

•Longest national highway: Australia's Highway 1 at over 20,000 km (12,427 mi). It runs almost the entire
way around the country’s coastline. With the exception of Canberra (which is inland) it links all the capital
cities, although Brisbane and Darwin are not directly connected. Also the route links all the major towns and
cities of the island state of Tasmania, Burnie, Devonport, Launceston and Hobart (the state’s capital).

•Longest national highway (Point to point): The Trans-Canada Highway (Known as TCH 1 in western
Canada) is 7,821 km (4,857 mi) long as of 2006. It runs across southern Canada and connects with several
major urban centres along its longitudinal route.[1]

•Largest national highway system: The United States of America has approximately 6,430,366 kilometres
(3,995,644 mi) of highway within its borders as of 2005.

•Busiest highway: Highway 401 in Ontario, Canada, has volumes surpassing an average of 500,000
vehicles per day in some sections of Toronto as of 2006.[2][3]

•Widest highway (maximum number of lanes): The Katy Freeway (part of Interstate 10) in Houston,
Texas, United States of America, has a total of 26 lanes in some sections as of 2007. However, they are
divided up into general use/frontage roads/HOV lanes, restricting traffic flow.

•Widest highway (number of maximum through lanes): Highway 401 through Mississauga, Ontario has
the most unrestricted free-flow lanes, at 18 (22 including restricted) as of 2006.

124
 Quote of the day…..

“Any fool can do a good job expensively, the good Engineer is

the man who can do a good job cheaply.”

Doing a good job cheaply implies the full and economic use of
the materials available. To use materials to the full it is
necessary to know as accurately as possible their properties.
To determine these properties tests must be performed.

To Inspectors; I would say, don’t waste the testing staff’s time

asking them to test material which is so bad that it must fail.
And to Testing Staff don’t be upset if tests show material is out
of specification but it is allowed to remain in the job.

Questions - ?

125
TERIMA KASIH…

126