ASPHALT WORKS METHOD STATEMENT

1 INTRODUCTION
1.1 Purpose
The purpose of this method statement is to define the specific asphalt pavement works to be
performed, to set out the sequence of construction, work procedures and ensure a safe system of
work. This document complies with the approved shop drawings, Technical Specification of the
contract documents, Section 6 – Roadwork and Qatar Construction Specification (QCS 2010), Section
6 - roadwork
1.2 Scope of work
This method statement covers the methodology of the construction of asphalt pavement works,
equipment and materials to be used for all permanent roads and car park areas.
The asphalt pavement works comprise the placement, spreading and compaction of asphalt base
course and asphalt wearing course materials applied and compacted in layers onto the prepared
sub-base and base course material for the Roads.
2 ROLES AND RESPONSIBILITIES
2.1 Main Contractor
• Project Director - He will monitor & oversee the overall aspect of the operation. He is responsible
to ensure that all the approved related procedures and regulations are followed, and all any
necessary permits for the work should be initiated by him in advance.
• Project Manager (Construction) - Coordinating and controlling of all the Construction, logistics and
interface activities of the work. Ensures that works and their executions are in compliance with the
standards, specifications and as per approved method statement. He is Reporting to Project Director
• Construction Manager - Responsible for planning and implementing the activity including the
coordination and assignment of field personnel involved in the operation. He liaises the Engineer
staff with respect to the necessary inspection and approvals and he will be reporting to Project
Manager (Construction)
• Technical Manager - Responsible for managing and evaluating resources related to the
technical/engineering part of the Contract. Coordinating, supervising and controlling all of the
technical/engineering activities, namely the interface detection and reporting, technical document
control, preparation of shop drawings, work methodologies, design of temporary and permanent
structures, technical and engineering queries, as built drawings. Liaising with the Engineer’s
representative on all matters related to the technical/engineering issues of the works;
• QA/QC Manager – Shall coordinate and monitor all activities including the assignment of field
personnel involved in the QA/QC activities of the work. Will monitor all activities and make sure that
all required inspection & test are carried out for control of quality at site and all work shall be
operated and recorded in accordance with the approved Project Quality Plan. Will submit whole
material for PMC approval as per as testing result or necessary information regarding.
• H&S Manager – Provide full technical support for the implementation of this procedure and
monitor the implementation. Ensuring that the requirements of these procedures are consistently
met to adhered to preparing the HSE training plans, securing the approval of top management for
their implementation and for making all necessary arrangements.
• Environmental Manager – Responsible for the implementation of the CEMP. Will coordinate and
monitor all activities including the assignment of field personnel involved in the assurance of the
environmental aspects of the work activities.
• Lead Surveyor Manager – Responsible for the management of all PBM’s, topographical survey,
setting out of works, directs, trains, assigns and reviews work of surveyors in the field; gathers field
data for preparation of surveys drawing, engineering plans and designs; records field notes,
maintains files and indexes; interprets civil engineering field designs; performs construction layouts
when applicable; operates variety of electronic survey instruments and handheld data collectors;
maintains equipment and supplies; ensures safety of crew in the field coordinated with the H&S
Manager; coordinates and oversees work of surveyors; downloads collectors and field notes and
prepares survey drawings and computations.
• Project Engineer – Site work shall be under the overall supervision of Project Engineer and he will
be responsible for carrying out the duties assigned to him by the construction manager. Will
coordinate and monitor those activities including the assignment of field personnel to perform the
works.
• QA/QC Inspector – Undertakes inspections of the works in accordance with the approved ITP and
arranges inspection of the works with the Engineer’s representatives when ready.
• Safety officer – Check adequacy of all certification for plant, equipment and operatives prior to
works start and monitor thereafter. Ensure that safe working practices in accordance with the Risk
Assessment are being followed and that the correct PPE is being implemented while ensuring that
adequate welfare is in place.
• Site Engineer - Work directly at site with the foreman to ensure that all the required information,
construction method and materials are in accordance to project specification and approved method
statements and approved shop drawings. He liaises with the site inspector/s with respect to
inspection and approvals. He is reporting to Project Engineer.
• Surveyor – Shall be responsible for correct set out of works in terms of lines and levels. He will be
reporting to Lead Surveyor
• Laboratory Technician – Collects the daily inspection programme, attends all places where
materials testing are required in a timely manner, conducts the tests properly and records the
results accurately. Reviews and issues all relevant laboratory test reports to the QA/QC engineer in a
timely manner. Completes all required laboratory documentation.
• General Foreman - The General foreman will supervise all the activities on site and is responsible
for the coordination with all the foreman
• Foreman - He ensures that the work is carried out in full compliance as per approved Method
Statement, approved Shop drawings, Technical specifications, QCS 2010 and in manner that
conforms to the safety requirements and will coordinate with the Site Engineer for any work is
complete and ready for inspection.
• Equipment Operators – Operates the machinery and equipment and works under the instructions
of general foreman.
• Doctor- Provide full medical aid to the workers and staff. He will be the in –charge of the full
equipped Site clinic proposed. Sufficient number of first aiders and required number of nursing staff
shall be arranged under him.
• First Aider - have the role of immediately taking action rapidly in case of an accident and provide
first aid in case of emergency while waiting for outside emergency
2.2 Sub-Contractor (only when applicable)
• Testing Laboratory – The third party testing laboratory will be responsible for performing all the
test required as per approved ITP’s in order to verify the conformity of materials and works on site.
3 RESOURCES
3.1 Manpower
1. Site Engineer
2. Foremen
3. Survey Team
4. QA/QC Engineer
5. Site Supervisor
6. Operator and/or Drivers
7. Skilled and Unskilled Workers
8. First Aider
9. HSE Team
10. Lab technician
11. Asphalt Plant Manager
3.2 Plant and equipment
The following plant and equipment shall be used for the work
1. Asphalt batching Plant
2. Asphalt Paver with sensor (Sensor for maintaining the required elevations)
3. Vibrating Steel Roller (Weight minimum 10000 Kg for two axle roller. 2500 Kg small vibratory
roller also may be used)
4. Pneumatic Tyre Roller (The weight of the roller will be from 8000 Kg to 25000 Kg)
5. Double Drum Small Roller
6. Tri-axle Dump truck / Trailer
7. Plate Compactor
8. Asphalt Cutter
9. Survey Equipment
10. Hand Tools (3 meter aluminium straight edge, hand broom, shovel, etc.)
11. Plastic and Concrete Barrier
12. Nuclear Density Measurement test machine
13. Mechanical Sweeper
14. Power Blower
15. Mechanical Spraying Tanker
16. Bob cat or JCB or Wheel loader
17. Thermometer
18. Hand rollers/Plate compactors
Safety officer will only check the validity of registration, insurances and 3rd Party fitness certificates
of plant, operator and equipment and its physical condition.
Mechanical maintenance team should inspect thoroughly the plant or equipment (vehicles) before
their use on site ensuring that all are operational as per manufacturer’s specification and standards.
All vehicles used for this project are either complaint to Qatari Standards or have their Qatar
Registration less than 6 months old.
All equipment with combustion engines shall be subject to testing of the exhaust emissions every six
months to demonstrate compliance with the Qatari Standards.
Any nuclear density measurement tests undertaken shall be performed only by persons or
companies holding a valid Authorized User Certificate issued by the Materials Central Laboratory.
Each Nuclear Density Measurement device shall have a valid Calibration Certificate issued by an
approved laboratory.
3.3 Materials
The material requirements for the construction of the asphalt works will be as follows:
• Asphalt will be mixed in accordance with QCS2010 Section 6 Part 5 and delivered to the site in end
tipping trucks or trailers which have clean bodies that are free from contamination or debris.
• Anti-sticking agent may be used in small quantities (such as vegetable oil) to stop any asphalt
sticking to the truck body, The material used as anti-stick agent must comply with QCS 2010 Section
6, Part 5, Clause 5.5 Hauling Equipment.
Bituminous paving materials will be produced in the local asphalt batching plant, which have
sufficient capacity to supply, the installation meeting the specification in all aspects. Laboratory
testing facilities will be provided as required (any batch plants shall be submitted for the Engineer
approval prior to supply any materials to site)
The Engineer approval of the source and material shall be obtained before any delivery of the
asphalt materials to the site as per the project technical specification
The asphalt mix shall be submitted for the Engineer to obtain his approval following the specified
procedure QCS2010 Section 6 Part 5.
The materials generally using for asphalt concrete mentioned below
a) Fine aggregates
A fine aggregate is that portion of the mineral aggregate passing the 4.76mm BS sieve. Fine
aggregate shall consist of crushed hard durable rock and shall be of such gradation that when
combined with other aggregate in proper proportions, the resultant mixture will meet the required
gradation.
The use of wadi, beach or dune sand for asphalt works is not permitted. Fine aggregate shall be non-
plastic and chemically stable. The source of natural fine aggregate is considered to be the crusher
site at which it is produced. Crushed fine aggregate shall be produce by crushing clean course
aggregate and shall not be thin, flaky or elongated. Sampling of the aggregate shall be in accordance
with BS EN 12697.
Fine aggregate shall be clean and free from organic matter, clay, cemented particles and other
extraneous or detrimental materials. Individuals’ stockpiles of crushes fine aggregate shall have a
sand equivalent value of not less than 30. The loss by the magnesium sulphate soundness test, as
determined by ASTM C88, shall be a maximum of 18%.
Unless permitted elsewhere in the contract, the aggregate type for wearing, intermediate and base
courses shall be Gabbro. The maximum acid-soluble chloride content shall be 0.1% and the
maximum acid-soluble sulphate content shall be 0.5%. The fine aggregate shall have a maximum
plasticity index 4% when sampled from stockpiles and shall be non-plastic when sampled from hot
bins. Contractor shall ensure that the sources of all the fine aggregates have been approved by the
Municipality concerned.
b) Coarse aggregate
Coarse aggregate is that portion of the material aggregate retained on the 4.76mm BS sieve. Coarse
aggregate shall consist of natural stones and gravel. Crushed particles shall be cubic and angular in
shape and shall not be thin, flaky and elongated. The gradation shall be such that when combined
with other aggregate fraction in proper proportions, the resultant mixture will meet the required
gradation. Coarse aggregate shall be of uniform quality and free from decomposed stone, shale, etc.
Specific gravity of individual fraction (size) of approved aggregates shall not vary by more than ± 1%
The source of crushed aggregate is considered to be crushing site from which it is produced.
Sampling of coarse aggregate shall be in accordance with BS EN 12697
Coarse aggregate shall be clean and free from organic matter, clay, cemented particles and other
extraneous or detrimental material. The degree of crushing shall be such that a minimum of 99% by
weight of aggregate (of each stockpile) having at least one fractured face and 85% having at least
two fractured faces. No rounded or sub rounded particles shall be permitted. The flakiness index of
each stockpiles shall not exceed 25% for wearing course and 30% for intermediate and base courses,
and the elongation index of each stockpile shall not exceed 30% all courses, and the average of the
elongation index values of all stockpiles shall not exceed 25% for the wearing course.
The loss by magnesium sulphate soundness test, as determined by ASTMC88, shall be a maximum of
10% for aggregate used in wearing and intermediate courses and a maximum of 15% for aggregate
used in base course. The Los Angeles Abrasion Loss, as determined by ASTM C131/C535 shall be a
maximum of 25% for wearing course aggregate and 30% for intermediate and base courses
aggregate.
The aggregate crushing value, as determined by BS 812: Part 110 shall be a maximum of 20% for the
wearing course aggregate and maximum of 25% for the intermediate and base courses aggregate.
Unless permitted elsewhere in the contract, the aggregate type for wearing, intermediate and base
courses shall be Gabbro.
The average water absorption by the aggregate for all courses shall not exceed 1.5% except for base
course where it shall not exceed 2% when tested in accordance with BS 812. Contractor shall ensure
that the sources of all the fine aggregates have been approved by the Municipality concerned.
c) Mineral filler
Mineral filler shall be finely ground mineral matter such as rock dust, hydrated lime, cement or other
material which can satisfy the engineer will produce asphalt mixes. The material shall be free from
organic substances and clay. The material shall be thoroughly dry and free from agglomerations and
non-plastic. QCS 2010 section 6 part 5 clause 5.2.3 shall be followed.
d) Bitumen
The bitumen specified for use in the asphalt mixes shall be 60/70 penetration grade in accordance
with BS EN 12591 and shall only be obtained from approved sources. The bitumen shall be prepared
by the refining of petroleum. The bitumen shall be prepared by the refining of petroleum. It shall be
uniform in character and shall not foam when heated to 175°C.
e) Prime coat
The prime coat shall be cutback bitumen consisting of a 60/70 penetration grade bitumen and
kerosene. The residue from the distillation test, carried out to 360°C, shall be a minimum of 55% (by
volume), as determined by the difference method
f) Tack coat
Emulsified asphalt shall be used as tack coat shall comply with BS 434: Part 1 class K1-40.
Alternatively emulsified asphalt for use in asphalt works may be CSS lh or CRS-2 cationic emulsified
asphalt in accordance with AASHTO M 208 or SS lh anionic emulsified asphalt in accordance with
AASHTO M140 unless otherwise designated. Emulsified asphalt shall be of the slow-setting cationic
or anionic type of the CSS-lh or SS-lh
3.4 Quality
• Refer to approved Project Quality Plan and approved ITP.
• Staff will be given a toolbox talk on relevant quality / ITP requirements prior to start of each new
task.
4 SEQUENCE OF WORKS
4.1 Area of the works
4.2 Programme / Timeline of the works
4.3 Submittal
All permits to be submitted to the Engineer for approval.
Proposed material and source shall be submitted to the Engineer for their approval.
4.4 Inspection and Test Plan
• Refer to attached ITP;
• Inspection request of the work items identified on the ITP will be submitted to the Engineer
approval, 24 hours before the requested inspection date;
• IFC drawings or approved Shop Drawing will be provided along with the Inspection Request (IR)
which showing details and location;
• All the tests and inspection shall be as per QCS 2010 section 6 part 5.11 and technical specification
section 6 road works section 4.2.4 & 4.2.5.
4.5 Sequence of Work
Sequence of road works as mentioned below:
Earthwork & All Underground Utilities and Ducts Bank → Subgrade → Kerbs & Gullies → Road base
→ Asphalt Base Course → Lighting Poles Foundation/ Piles → Signboard → Asphalt Wearing Course
→ Road Marking
i. Mix Design
ii. Trial Batching & Laying
iii. Kerb stone (Separate method statement shall be submitted)
iv. Surface Preparation (Aggregate base course and sub base course)
v. Prime Coat
vi. Grade and Alignment Controls
vii. Inspection Before Paving
viii. Setting Out Thickness and Grade Control
ix. Asphalt Mix Delivery
x. Spreading and Levelling
xi. Compaction
xii. Joints and Edges
xiii. Evenness tests (Base course top layer and wearing course top layer)
xiv. Tack Coat (If subsequent layers are following and before wearing course)
xv. Wearing course (The processes from 9 to 12 repeat)
xvi. Road marking
xvii. Fixing of sign boards
4.6 Construction Methodology
1) Survey & Setting Out
• A series of accurately surveyed reference points will be checked and used as Benchmarks referred
to the method statement for setting out No NPP0050-SUR-MS-00001. These will be protected by
concrete pegs or warning tapes where necessary to ensure that the points are not knocked or moved
and are fixed.
• The benchmarks will be used to accurately set out reference pegs for dipping to be performed.
Alternatively calibrated electronic equipment can be employed that will guide the equipment.
• The setting out for road edges, centrelines, chevrons, road sign location, etc. will be done in
accordance with the approved shop drawings.
• Longitudinal grade control will be achieved using automatic levelling devices (sensor arm, sonic
tracer, levelling shoe, levelling ski and averaging beam) operating on either side of the paver and
which automatically adjust the height of the screed box. Pavers will also be equipped with automatic
super¬ elevation control for horizontal screed box grade control
• A continuous wire rope will be drawn across horizontal support arms attached to free standing
vertical steel pins. The wire rope will be tensioned and set 100 mm above the finished paved area.
The pins for wire ropes shall be in an interval of 5 m normally. If the pavement in a straight way and
elevations remain constant an interval of 10 m for the supporting pins shall be adopted.
• Spray paint will be used to mark the edge limits of the compacted layer on the primed base course
surface, to guide the line of the outer edge plates of the screed box during spreading of the material
• After spreading the material and before compaction, a string line will be drawn between
horizontally touching the two reference wires (or kerb) on both sides, i.e. at right angles to the
longitudinal alignment, and the vertical distance measured from the string line to the top of the un-
compacted material at points approximately 250mm inside the outer edges and at the approximate
centre point of the paver width of the freshly laid material. This is to ensure the non-compacted
layer thickness maintaining properly.
• These measurements or "dips" will be compared with the adjacent block-ups readings and used as
a reference for manual override adjustment or "fine tuning" of the screed box height and horizontal
grade control as necessary.
• The first paver width will be laid using a reference wire on one side only (if a kerb line available)
for longitudinal grade and level control, with horizontal grade control being achieved via automatic
super elevation adjustment of the screed box. If the laying starting not with kerb line on either side,
reference wires shall be fixed both sides at an interval of 5 m for wearing courses and 10 m for base
or binder layers.
• Prior to the commencement of delivery of the mix, QMJ shall erect and maintain an approved
reference guide wire for controlling the levels of the laid mix. The reference guide wire shall be
supported at intervals of not more than 5m.
2) Equipment Delivery to Working Front
• The equipment will be transported to the site on low bed trailers. The low bed trailers will be
parked for offloading in the vicinity of the working areas.
• Trained banks men will guide the truck drivers to a suitable parking spot (flat area, away from any
edges) where sufficient room for offloading is available. The offloading area will be barricaded off
with traffic cones and warning tapes.
• Once the trailer has parked in its designated area, the tail ramp plates of the trailer will be lowered.
Equipment securing chains will be disconnected from the trailer and the equipment will be driven
(reversed) down by certified driver whereby banks men will be guiding the equipment driver.
• After the offloading operation of the first trailer is completed and the trailer has left the site, the
following trailer will be offloaded. It shall be avoided that trailers will be offloaded at the same time
to avoid possible clashes.
3) Preparation Work
• Site supervisory staff must ensure that the drawings, method statement, risk assessment,
inspection and test plan have been approved with the Engineer before work starts. A 'Person in
Charge' (PIC) of each section of the works will be nominated and he will take overall charge of that
section.
• Ensure that the MOE approved CEMP and all required environmental mitigation measures will be
in place prior to the commencement of works.
• Identify access routes for light and heavy vehicles. Obtain transport permits from the relevant local
authorities (vehicles used for this project are either compliant to Qatari Standards or have their
Qatar Registration less than 6 months old) for low bed trailers, flat bed trailers, mobile cranes, tipper
trucks and other transports as required. Make sure all operatives have received safety induction and
security clearance.
• A detailed approved risk assessment is delivered together with this approved method statement
and this shall be briefed to the workforce, to include all the required safety precautions. Conduct
toolbox talks before commence any activities for both day shift and night shift (if approved by the
Engineer) operatives and labour.
• Make sure all personnel are wearing the correct PPE; Install temporary barriers/traffic cones,
reflectors and warning signs where applicable
• Ensure that flagmen are available when working on or near traffic area
• Prepare illumination setup arrangements for working at night and during extended hours after
obtaining approval from the Engineer.
• All equipment shall be checked in accordance with the specified procedures and process before
work commences. Materials supplies shall be readied and construction personnel available. Suitable
welfare shall be available at all work locations or access to welfare shall be provided
• The work area and the route shall be inspected and approved by the Engineer before starting to
work
4) Surface Preparation
• Upon confirmation of compliance of aggregate road base course with quality control and testing
requirements such as compaction and dipping, all loose dirt, earth (any loose soils) and other
objectionable materials shall be removed from the surface with power blower, compressed air or
mechanical brush.
• After that the area will be watered with a water tanker to moisten the surface, if necessary
• The surface to be paved shall be swept clean of loose dirt and other intolerable material by means
of a power broom, compressor and hand brush to achieve a clean surface. The surface shall be
sprayed with Prime or Tack Coat within the range of 0.45 – 0.75 kg/m2, as specified in project
specification and material from approved source will be used;
• Prime or tack coat shall only be applied when the weather is not foggy, rainy, windy, and stormy.
Ambient temperature shall not be below 13ºC;
• In case the surface to receive prime or tack coat is excessively dry, it shall be lightly and uniformly
sprinkled with water in advance of coating operation. Prime or tack coat shall not be applied unless
free surface moisture has disappeared;
• In case the surface to receive prime or tack coat is excessively dry, it shall be lightly and uniformly
sprinkled with water in advance of coating operation
• The application temperature for the prime or tack coat liquid asphalt shall be between 60oC and
85ºC as directed by the Engineer;
• After coat application, a minimum of 48 hrs is required before laying the asphalt course.
5) Prime Coat
• Details for prime coat work as per QCS 2010, Section 6 part 5 clause 5.12 – Prime Coat
• The work shall consist of furnishing and applying liquid asphalt and blotter material, if required to
a previously prepared and approved subgrade or granular base/sub-base course as designated and
to the full designated width.
• Prime coat shall not be applied when ambient temperature is less than 13 C ͦ nor during rain, fog,
dust storms or other unsuitable weather.
• The prime coat shall be cutback bitumen consisting of a 60/70 penetration grade bitumen and
kerosene. The residue from the distillation test, carried out to 360 C
ͦ , shall be a minimum of 55 % (by
volume), as determined by the different method
• Liquid asphalt for use in asphalt works shall be MC-70 medium curing cutback asphalt in
accordance with AASHTO M 82
• Details for liquid bitumen distributor to be used shall be as per QCS 2010, Section 6, Part 5, Clause
5.6.3 – Liquid Bitumen Distributor
• The application rate shall be between 0.45 to 0.75 kg/m2 or as directed by the Engineer.
Contractor shall ensure that the excessive application of prime coat is avoided. The rate of
application shall be checked at site itself. A 30 cm x 30 cm board shall be place at ground before
spray starts and once sprayed over this board the weight shall be checked and the rate of application
shall be adjusted accordingly.
• The application temperature for the MC-70 liquid asphalt shall be between 60 ͦC and 85 ͦC as
directed by the Engineer
• If the surface is covered in wind-blown dust or fine aggregate then a power broom shall be
provided. The power broom shall be self-propelled and equipped with a cylindrical, rotating nylon
bristle brush or not less than 760 mm in diameter and not less than 1800 mm in length. The brush
shall be capable of being angled to the right and left with adjustable ground pressure. Where
necessary for the proper preparation of the surface, motor graders, rollers and water truck shall also
be provided.
• Immediately before applying the prime coat, all loose dirt, earth and other objectionable material
shall be removed from the surface with a power broom of approved design and/or a power blower
as required, and any ruts, soft spots or unacceptable irregularities in the surface shall be repaired in
accordance with the instructions of the Engineer. If the Engineer so requires, the surface shall be
lightly bladed and rolled immediately before the application of the prime coat, in which case
brooming or blowing may not be required.
• The Engineer may direct that a light application of water be made just before the application of
liquid asphalt to facilitate penetration
• Priming will not be permitted when there is free water present on the surface.
• After preparing the road surface as above, the liquid asphalt shall be applied by means of the
distributor at the temperature and rate directed by the Engineer. Hand-spraying of restricted,
inaccessible area is permitted, subject to the approval of the Engineer.
• The surface of structure, kerbstones and other appurtenances adjacent to areas being treated shall
be protected in such a manner as to prevent their being spattered or marred.
• The prime coat shall usually be applied to 1/3 or ½ of the road width at a time. When applied in
two or more lanes, there shall be a slight overlap of asphalt material along adjoining edges of the
lanes. It should be noted that no overlapping is allowed at the transverse joints and that thick paper
shall be used at the joint to protect the previous application and the joining application shall begin
on the paper. The paper used shall be removed and satisfactorily disposed of by Contractor after use.
Care shall be taken that the application of bituminous material at the junctions of spread is not
excess of the specified amount. Excess bituminous material shall be removed from the surface.
• Traffic shall not be permitted on the primed surface until the asphaltic material has penetrated and
dried and, in the judgement of the Engineer, will not be picked up under traffic. If it becomes
necessary to permit traffic before that time, but in no case sooner than 48 hours after the application
of the asphaltic material, blotter material shall be applied as directed by the Engineer and traffic
shall be permitted to use the lanes so treated.
• Blotter material shall be spread from trucks operated backward so that the wheels will not travel
in uncovered wet asphaltic material. When applying blotter material to an asphalt treated lane that
adjoins a lane that has not been treated, a strip at least 200 mm wide along the adjoining edge shall
be left devoid of blotter material in order to permit an overlap of asphalt material.
• Contractor shall maintain the primed surface in good clean condition and before the application of
the next course, any surface irregularities shall be corrected and all excessive blotter material, dirt or
other objectionable materials shall be removed.
6) Tack coat
• Details for tack coat work as per QCS 2010, Section 6 part 5 Clause 5.13 – Tack Coat
• This work shall consist of furnishing and applying diluted emulsified asphalt to a previously
prepared base or road surface, to provide bond for superimposed course to the full designated
width.
• Tack coat shall not be applied when the ambient temperature is less than 13 C ͦ nor during rain, fog,
dust storms or other unsuitable weather.
• Emulsified asphalt for use in asphalt works shall comply with BS 434: Part 1 Class K1-40
• Alternatively emulsified asphalt for use in asphalt works may be CSS lh or CRS-2 cationic
emulsified asphalt in accordance with AASHTO M208 or SS lh anionic emulsified asphalt in
accordance with AASHTO M140 unless otherwise designated.
• Emulsified asphalt shall be of the slow-setting cationic or anionic type of the CSS- lh or SS-lh grades
respectively and shall conform to the designated requirements.
• The equipment used by QMJ shall include an asphalt distributor as well as a power broom and a
power blower. Power broom shall be self-propelled and equipped with a cylindrical, rotating nylon
bristle brush of not less than 760 mm in diameter and not less than 1800 mm in length. The brush
shall be capable of being angled to the right and left with adjustable ground pressure. In addition,
QMJ shall supply and use efficient and approved equipment for diluting the emulsified asphalt with
water.
• The full width of the surface to be treated shall be cleaned with a power broom or power blower to
remove dust, dirt or other objectionable materials. All faulty or unsuitable patches, excess cracks or
joint filler and all surplus bituminous material shall be corrected in accordance with the instructions
of the Engineer. The surface shall be dry when treated.
• Immediately after cleaning the surface, the tack coat shall be applied by means of the distributor at
the temperature and rate directed by the Engineer. Hand spraying of restricted, inaccessible areas is
permitted, subject to the approval of the Engineer.
• The diluted emulsion shall be applied at a rate between 0.15 to 0.38 kg/m2 as specified by the
Engineer. Contractor shall ensure that excessive application of tack coat is avoided.
• The application temperature for the diluted emulsified asphalt shall be between 10 C ͦ and 60 ͦC as
directed by the Engineer.
• The surface of structures, kerbstones and other fixed objects adjacent to areas being treated shall
be protected in such a manner as to prevent their being spattered or marred.
• After application, the surface shall be allowed to dry until it is in a proper condition of tackiness to
receive the superimposed course. Tack coat shall be applied only so far in advance of the
superimposed course placement as is necessary to obtain this proper condition of tackiness. Until
the superimposed course is placed, Contractor shall protect the tack coat from damage.
• If the tack coat is unavoidably damaged by rain or dust, it shall be allowed to dry, shall be cleaned
again by a power broom or power blower and if required by the Engineer, a subsequent light
application of tack applied to the surface. Where in the opinion of the Engineer, a tack coat is not
necessary between layers of freshly placed courses, he may give instructions in writing to omit the
tack coat. Any cleaning required in these areas shall be carried out before the application of the next
course.
7) Grade and Alignment Control
• The paving width shall first be determined depending on the total width of the road. Steel pegs
with horizontal arms which allows & supports a taut string line for the elevation control shall be
fixed at 5m intervals and at an offset of 0.50 m to the paving width either side of the paving. When
paving adjacent to one lane, only outer side will be fix the steel peg and the other side will be top of
the previously paved surface. Surveyor will fix the elevation of wire at every steel peg as per the
approved elevations with necessary offsets.
• The sensor arms of the paver shall passes over the taut string line ensuring even surface.
Inspection before Paving
• Prior to laying operation, a thorough inspection of the paving equipment shall be carried out,
checking the condition and adjustment of the component parts of the paving machine and rollers at
the time of pre¬ heating.
9) Spreading
• Details for tack coat work as per QCS 2010, Section 6 part 5 Clause 5.6.1– Spreading and Finishing
Equipment and Clause 5.9.2 – Spreading and Finishing
• The asphalt mixture shall be fed to the paver by end tipping of the truck or by means of a window
elevator. The equipment for spreading and finishing the asphalt mixtures shall be an approved
mechanical, self-powered electronic controlled floating screed type, capable of spreading and
finishing the mixture true to line, grade and required crown.
• The paver shall be self-propelled and equipped with hoppers and distributing screws of the
reserving type to place the mixture uniformly in front of adjustable electronic controlled screeds.
The pavers shall be so designed to allow a minimum paving width of 2 m, although paving in widths
of less than 3 m will require the approval of the Engineer.
• Pavers shall be equipped with such provisions and attachments to suit paving widths specified for
road widening as well to as to suit paving on sloped sections. They shall be equipped with fast and
efficient steering devices and shall have reserve as well as forward travelling speeds. The
operational speed of the pavers shall be adjustable from 3 to 6 m/min in accordance with the
instructions of the Engineer.
• The paver shall employ mechanical devices as equalising runners, straight edge runners, evener
arms or other compensating devices to maintain trueness of grade and to confine the edges of the
pavement to true lines without the use of stationary side forms. The equipment shall include
blending or joint levelling devices for smoothing and adjusting longitudinal joints between lanes.
The assembly shall be designed and operated in such a manner that it will place the material at the
required compacted thickness.
• Electronic screeds shall include automatic, feed controls to maintain a constant level of material
along the full length of the screed, automatic grade control and automatic slope control. The grade
controller shall be activated by a travelling, articulated averaging beam not less than 9 m in length.
The automatic slope control shall be equipped with a proportioning manual override to enable
smooth transition of changing slope rate. Automatic screed controls shall be approved by the
Engineer before use.
• Screeds shall be provided with devices for heating the screeds to the temperature required for the
laying of the mixture without pulling or marring. Pavers shall also be provided with the standard
attachable screed extensions all screeds shall be of the vibrating type that permits material to be
tamped into position.
• The term “screed” includes any cutting, crowning or other physical action that is effective in
producing a finished surface or the evenness and texture specified, without tearing, shoving or
gouging.
• If during construction, it is found that the spreading and finishing equipment in operation leaves in
the pavement surface tracks or indented areas or other objectionable irregularities that are not
satisfactorily corrected by scheduled operations, the use of such equipment shall be discontinued
and other satisfactory spreading and finishing equipment shall be provided by Contractor.
• Prior to the commencement of delivery of the mix, Contractor shall erect and maintain an approved
reference guide wire for controlling the levels of the laid mix. The reference guide wire shall be
supported at intervals of not more than 5 m.
• The mix shall be laid upon an approved surface and only when weather conditions are suitable and
as designated. Upon arrival at the point of use, the asphalt mix shall be spread and struck off to the
grade, elevation and cross section shape intended, either over the entire width or over such partial
width as may be required. If the material does not conform to the requirements, it shall not be used
and shall be discarded.
• The laid material shall be compacted as soon as rolling can be effected without causing undue
displacement and while the temperature does not fall below 120 C ͦ . Materials still uncompacted and
below this temperature shall be rejected.
• QMJ shall supply accurate calibrated thermometers suitable for measuring the inner and surface
temperature of the material. The material temperature shall be checked immediately before rolling
and at least every 30 minutes thereafter during forward progress. A record of these temperatures
shall be passed to the Engineer at the end of each day’s work
• While paving in progress, the output of the batching plant shall be exclusively reserved for the
operations and no mixture shall be supplied to other sites or projects.
• If during laying, the paver is repeatedly delayed because of lack of mixture or if the paver stands at
one location for more than 30 minutes (for any reason), a transverse joint shall be constructed.
Paving shall not recommence until the Engineer is satisfied that paving will proceed uninterrupted
and until at least four loaded vehicles have arrived at the paving site.
• The asphalt course shall be constructed to proposed levels and shall be homogeneous, providing
after compaction an even surface free from undulations, rises or depressions and within the
tolerance stipulated.
• In no case shall construction of a new asphaltic concrete course begin until the previously laid
course has been tested and approved.
• When the same asphalt course is to be laid in more than one layers the second layer shall be placed
as soon as practicable after the first layer has been finished, rolled and cooled, and the Engineer may
at his discretion request cleaning of the first layer and the application of a tack coat thereon if he so
deems necessary.
• Transverse joints in succeeding layers shall be offset at least 2 m. longitudinal joints shall be offset
at least 300 mm.
• The use of motor grader or hand spreading of the asphalt mix shall not be permitted except in
places where it is impractical to use pavers and shall be only with the specific permission of the
Engineer. The asphalt mix shall comply with all conditions regarding trueness of level, thickness and
homogeneity of the mix.
• Automatic electronic screed controls shall be required on all pavers and shall be used with a 9 m
long articulated averaging beam or grade wire control as approved by the Engineer.
• The area of primed base course that will be covered by bituminous base course will be inspected
and cleaned. Any remedial works will be carried out, as necessary.
• The supervisor in-charge will be responsible for installing and maintaining the reference grade
wire and the surveyor will be responsible for the accuracy of setting out of line and levels.
• Prior to the commencement of laying any bituminous material and from time to time during the
operation, the supervisor will ensure that :
1) Setting-out and reference grade wire installation have been carried out satisfactory for laying
operations to proceed and to continue. The Supervisor will coordinate with the surveyor, as
necessary :
2) The ambient air temperature is at least 13°C
3) The existing surface is free from moisture
4) The weather conditions are not excessively foggy, dusty, or windy.
• The supervisor's decision to proceed and to continue laying material will be subject to the above
conditions being satisfactory and no objection is raised by the Engineer.
• The paver will be centrally positioned in the first lane with the automatic grade sensor arm resting
on the reference grade wire and the screed box extended to lay the material in accordance with the
layout drawings.
• The screed will be set to the required transverse cross fall slope and the calibrated sensor will be
adjusted to lay an un-compacted thickness of the material slightly higher (40 % of the compacted
thickness. However the exact loose layer thickness shall be determined while doing the trial paving)
than the previously compacted section of pavement. The height of the material above the previously
compacted edge of pavement shall be adjusted to get a uniform cross section after compaction. The
nominal layer thickness will be achieved after compaction.
• To begin paving operation with paver, the screed will be heated to minimum 90 degree centigrade
and grade controls set properly.
• The approved bituminous binder mix will be delivered from the onsite mixing plant in tipper
trucks, as previously described. Each tipper truck will deliver approximate 30 tons of mixed
material.
• Prior to discharging the material, delivery notes will be handed to the checker and all details will
be checked for correctness and compliance.
• The mixture at delivery to the paver shall be within 14 degree centigrade of the Job Mix Formula
temperature and above an absolute minimum temperature of 135 degree centigrade. Material which
has fallen below the minimum temperature of 135 degree centigrade before discharge shall be
rejected and immediately removed from site. Delivery temperature shall not exceed the maximum
temperature specified for mixing at the plant
• Shall any material been rejected, than it will be either disposed on spoil tips or in approved
temporary locations pending removal to spoil tip.
• Tipper truck will carefully reverse into the paver in readiness for discharging into the paver's
hopper.
• The accepted bituminous material will be evenly discharged into the paver hopper as the paver
continues to move forward spreading the material. The acceptance requirements for all types of
bituminous coated courses shall comply with the requirements given in Table 5.1 and Table 5.2 (QCS
2010, Section 6, Part 5 – Asphalt Works)
• The rate of delivery from the mixing plant and discharge of the material into the paver hopper will
be such to ensure that continuous paving is achieved. The speed of the paver shall be regulated by
the plant's production capacity and the number of trucks available. The paver speed shall be
maintained 3 to 6 m/Minute as per QCS 6.5.1.3
• Grade controls will be carefully checked to ensure good riding qualities and conforms to the
tolerance requirements before the paver continues. Particular care will be exercised in setting the
sensor device to ensure the required cross falls and elevations are achieved to comply with
tolerances as per project Specifications and QCS 2010.
• The sensor shall be adjusted to leave the material slightly higher than the previously compacted
section of pavement. The height of the material above the previously compacted edge of pavement
shall be adjusted to get a uniform cross section after compaction. The speed of the paver shall be
regulated by the plant's production capacity and the number of trucks available.
• The paving operation will be performed by pavers type VOGELE SUPER 1800 and/or VOGELE
SUPER 1900 having two types of screeds:
• Paver Screeds Selection:
a) AB Screeds which are telescopic screed, width ranging from 2.5 m up to 5 m.
b) SB Screeds which are fixed width screed, width ranging from 8.5 m up to11.0 m.
• Screed Width Selection:
a) The Paver’s screed width will be selected according to the width (W) of the road to be paved in
such a way to ensure that the joints created in the paved layer will be staggered with the ones in the
upper layer.
b) Where two pavers are needed to cover the paving width, the machine will be moving in echelon.
• Paver Setting in Echelon Paving:
The below paver’s settings will be adjusted to meet the site requirements.
1- Paving Speed
2- Angle of Attack
3- Tampers and Vibration Setting
4- Head of Material
• Level control:
a) Level control will be maintained using NIVELTRONICS sensors:
1. Sonic Sensor
2. Mechanical sensor
3. Slope or grade Sensor
4. Averaging Beam or Ski (different size)
All types of sensors except the averaging beam will follow a wire reference system where the
finished level is the datum; wire reference @ 10 m c/c steel pin shall be used.
b) Sensor selection:
The Paving team will find the best selection of sensors in each paving width (W).
Where (W) m = (X) m + m
• The Paving Speed shall be determined at an optimum level consistent with the minimum number
of stoppages & according to the asphalt supply and meeting the paving speed requirement of project
specification;
• Manual Work is allowed only in restricted and/or inaccessible areas and where machine laying is
not possible. Plate compactor and double drum small roller will be used for compaction inaccessible
areas (around manholes, gullies, adjacent to the kerbs, etc.);
• The grade checking team will constantly monitor the level as work continues under supervision of
a full time surveyor.
10) Compaction
• Rolling equipment shall consist of vibratory steel-wheeled rollers, dead weight steel-wheeled
rollers and pneumatic-tyred roller as required for proper compaction and finishing of the asphalt
surface. Unless otherwise permitted, rollers shall be equipped with reversible or dual controls to
allow operation both forward and backward with the operator always facing in the direction of
movement.
• Steel-wheeled rollers shall be two-axle tandem rollers or three-axle tandem rollers. These rollers
shall be self-propelled and equipped with power units of not less than four cylinders and under
working conditions shall develop contact pressures under the compression wheel of 45 to 65 kg/cm
of width. Each two-axle roller shall have a minimum weight of 10,000 kg each and three-axle roller
shall have a minimum weight of 13,000 kg. Vibrating steel-wheeled rollers shall have dual drums
with a minimum weight of 7000 kg. Vibrating frequency shall be between 2000 and 3000 cycles per
minute with individual controls for each tandem drum. Rollers shall be in good working condition
and shall be equipped with a reversing clutch. Rollers shall be equipped with adjustable scrapers to
keep the wheel surface clean and with efficient means of keeping them wet to prevent mixes from
sticking. These surface shall have no flat areas or projections which will mark the surface of the
asphalt courses. The three-axle rollers shall be equipped with a centre axle which may be operated
either fixed or floating. The three-axle tandem roller shall be so constructed that when locked in a
position for all treads to be in one plane, the roller wheels are held with such rigidity that, if either
front or centre wheel is unsupported the other two wheels will not vary from the plane by more than
6 mm. All steel-wheeled rollers shall be in good condition and Contractor shall furnish to the
Engineer the manufacturer’s technical data for each roller and no roller shall be used except after
approval of the Engineer.
• Pneumatic-tyred rollers shall be self-propelled. The rollers shall be equipped with pneumatic tyres
of equal size and diameter which are capable of exerting varying average contact pressure.
Pneumatic-tyred rollers shall be in good condition and with enough ballast space to provide uniform
wheel loading as may be required. Contractor shall furnish to the Engineer charts or tabulations
showing the contact areas and contact pressures for the full range of tyre inflation pressures and for
the full range of tyre loading for each type and size compactor tyre furnished and used in pneumatic-
tyred rollers. The total operating weight and tyre pressure may be varied by the order of the
Engineer to obtain contact pressures which will result in the required asphalt course density.
• Breakdown rolling shall immediately follow the rolling of the longitudinal joints and edges. Rollers
shall be operated as close to the paver as possible to obtain adequate density without causing undue
displacement. In no case shall the mix temperature be allowed to drop below 120 ͦC before
breakdown rolling.
• If the breakdown roller is steel wheeled, it shall be operated with the drive wheel nearest the
finishing machine. Pneumatic-tyred rollers may be used as breakdown rollers.
• Pneumatic-tyred rollers or steel wheeled shall be used for the intermediate rolling.
• The intermediate rolling shall follow the breakdown rolling as closely as possible and while the
paving mix is still hot. Rollers shall be used continuously after the initial rolling until all of the mix
placed has been thoroughly compacted. Turning of rollers on the hot paving mix which causes undue
displacement shall not be permitted.
• The finish rolling shall be performed with three-axle tandem rollers unless otherwise permitted by
the Engineer. Finish rolling shall be accomplished while the material is still warm enough for the
removal of roller marks. All rolling operations shall be conducted in close sequence.
• In place inaccessible for the operation of standard rollers as specified, compaction shall be
performed by manual or mechanical tampers of such design as to give the desired density.
• After final rolling, the smoothness, levels, cross falls, density and thickness shall be checked and
any irregularity of the surface exceeding the specified limits and any areas defective in texture,
density or composition shall be corrected as directed by the Engineer, including removal and
replacement as directed by the engineer.
• The rolling pattern will be as follows:
11) Joints and Edges
• The number of longitudinal and transverse joints will be kept to a minimum
• Transverse and longitudinal joints in succeeding layers shall be offset as stated in QCS 2010
Section 6, Part 5, Clause 5.9.2 "Spreading and Finishing".
Traverse Joints:
• Traverse joints in succeeding layers shall be offset at least 2 meters;
• Transverse joints shall be carefully constructed and thoroughly compacted to provide a smooth
riding surface. Joints shall be checked with a straightedge to assure smoothness and true alignment.
Joints shall be formed with a bulkhead, such as a board, to provide a straight line and vertical face;
• If the joint has been distorted by traffic or by other means, it shall be trimmed to line and the face
shall be painted with thin coating of emulsified asphalt before the fresh material is placed against it.
To obtain thorough compaction of these joints the material placed against the joint shall be tightly
pushed against the vertical face with a steel-wheeled roller;
• The roller shall be placed on the previously compacted material transversely so that not more than
150 mm of the rear rolling wheel rides on the edge of the joint. The roller shall continue to roll along
this line, shifting its position gradually across the joint, in the 150 to 200 mm increments, until the
joint has been rolled with the entire width of the roller wheel. Rolling shall be continued until a
thoroughly compacted, neat joint is obtained.
Longitudinal Joints:
• The longitudinal joints on successive layers shall be offset not less than thirty (30) centimetres;
• Longitudinal joints shall be rolled directly behind the paving operations. The first lane placed shall
be true to line and grade and have a vertical face. The material being placed in the abutting lane shall
be then tightly pushed against the face of the previously placed lane. Rolling shall be done with a
steel wheeled-roller;
• The roller shall be shifted on to the previously placed lane so that not more than 150 mm of the
roller wheel rides on the edge of the newly laid lane. The roller shall then be operated to pinch and
press the fine material gradually across the joint. Rolling shall be continued until a thoroughly
compacted, neat joint is obtained;
• When the abutting lane is not placed in the same day, or the joint is distorted during the day’s work
by traffic or by other means, the edge of the lane shall be carefully trimmed to line, cleaned and
painted with a thin coating of emulsified asphalt before the adjacent lane is placed.
• The longitudinal joints in the surface course shall be along the same line as the traffic lane markers
Paving Edges:
• The edges of the asphalt course shall be rolled concurrently with or immediately after rolling the
longitudinal joint
• Care shall be exercised in consolidating the course along the entire length of the edges. Before it is
compacted, the material along the unsupported edges shall be slightly elevated with hand tools. This
will permit the full weight of the roller wheel to the extreme edges of the mat.
Evenness of Surface:
a) Minor Roads & all other pavement layers except wearing course of major roads
• The Engineer shall test the evenness of surface for each course of various asphalt paving courses
and other pavement layers to determine compliance.
• Contractor shall put at the disposal of the Engineer a 3 m long straightedge and a crown template
of sturdy and approved design and enough labour to assist in the checking operations.
• Any layer containing deviations or variations exceeding the tolerances specified here shall be
corrected or removed and replaced in accordance with the instructions of the Engineer and to his
satisfaction.
• The longitudinal regularity of the surface of the wearing course shall be within the relevant limits
given in Table below:
• Any irregularity is a variation of not less than 4 mm or 7 mm of the profile of the road surface as
measured by a rolling straight edge. No irregularity exceeding 10 mm shall be permitted.
• Compliance with Table above shall be tested with a rolling straight edge along any line or lines
parallel to the centre of the pavement on sections of 300 m selected by the Engineer, whether or not
it is constructed in shorter lengths. Sections shorter than 300 m forming part of a longer pavement
shall be assessed using the number of irregularities for a 300 m length prorated to the nearest whole
number. Where the total length of pavement is less than 300 m the measurements shall be taken in
75 m lengths.
• Pavements shall also be measured transversely for irregularities at points decided by the Engineer
by a 3 m long straight edge placed at right angles to the centre line of the road. The maximum
allowable differences between the pavement surface and the straight edge shall be 3 mm.
b) Major Roads with design speed 80 kph or greater
The readability (roughness) of the finished wearing course when tested with a Laser Road Surface
testing machine shall have an IRI (International Roughness Index) not exceeding the following value
• New Construction – average value over a 400 m section less than 0.90 m/km
• Peak individual value over a 25 m section shall be less than 1.5 m/km (not more than 2 values per
400 m) – New Construction
• The amplitude of the longitudinal profile of the road, filtered between (a) 1 m and 3.3 m and 3.3 m
and 13 m shall not exceed the following values:
• All humps and depressions exceeding the specified tolerance shall be corrected by removing the
defective work and replacing it with new material as directed by the Engineer at the Contractor’s
cost.
• The minimum length of any pavement section to be tested shall be 500 m.
Directional ramps on bridges or interchanges and tunnels of minimum length of 500 m and with
widely spaced joints of more than 25 m should be tested, unless otherwise instructed by the
Engineer and shall have an IRI (International Roughness Index) not exceeding the following value
• Flexible Pavement Average value over a 400 m section less than 0.90 m/km
• Rigid Pavement: average value over a 400 m section less than 1.20 m/km
• Individual roughness readings at joints in rigid pavement shall be excluded during processing of
the roughness data and shall be ignored in the analysis. Pavement within 20 m of bridge decks or
railroad crossings shall be also excluded.
• Ramps, acceleration and deceleration lanes, loops, U turn lanes, shoulders, service roads, sides
street tie-ins, parking areas and other links (with a length less than the minimum length specified or
those constructed of closely spaced joints shall be excluded.
• The roughness measurements shall be undertaken at minimum 1 week before opening to the
traffic
• All rectified segments shall be re-tested following the completion of rectification work at no
additional cost to the client.
c) Surface Tolerance for Bituminous Surface
At final compaction, the finished surfaces of the individual layers shall fall within the following
maximum tolerances, measured with a 3 m straightedge laid in any direction.
12) Sampling, Testing and Acceptance
• Each completed asphalt concrete course shall be tested and approved in accordance with the
following requirements before placing any subsequent asphalt concrete course. If any asphalt
concrete course is laid in two or more layers, all the required testing shall be completed for each
layer before the commencement of asphalt laying for the subsequent layer(s).
• In addition to the following requirements one set of three laboratory-compacted specimens and
one uncompacted coated sample for each mix type and mixer plant for each day’s production shall
be delivered to the LSA no later than 12 h after compaction of the specimens. Details of compaction
date, time and temperature of mix shall be provided with the specimens together with mix type and
project details.
• Contractor shall cut samples from each completed asphalt course during the progress of the work
and before final acceptance as directed by the Engineer. The Engineer shall determine the location of
the samples.
• When testing for compaction at joints the edge of the core shall not be more than 50 mm or less
than 25 mm from the joint.
• Compacted samples shall be taken by coring in accordance with BS EN 12697, for testing by an
approved laboratory. The core diameter shall be 150 mm, where Contractor fails to provide cores as
required by the Engineer, the Engineer may arrange for the taking of cores on behalf of Contractor at
his cost. Samples shall be taken of the asphalt mix for the full sample per 100m run of road or
1000m2 of paving whichever is less. A sample shall comprise a pair of adjacent cores and the
average density of these shall be the density of the sample.
• Hot asphalt mix of the same type shall be placed and compacted in holes left by sampling. The
mixture shall be compacted to the % compaction required for the layer using a vibrating hammer
such as a Kango hammer.
• Contractor shall executed the work for compaction, mix composition, thickness & level and
pavement evaluation techniques as details stated on QCS 2010, Section 6, Part 5, Clause 5.11.3,
5.11.4, 5.11.5 and 5.11.7