· A guide to good quality control practices on asphalt production and construction

Cawa.ca. Jala.

Ibu Pejabat JKR Malaysia Kuala Lumpur

JKR 20401-0037_0

A guide to

good quality control practices on asphalt production

and construction

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IJKR

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Cawangan Jalan

Ibu Pejabat JKR Malaysia Kuala Lumpur

Foreword

Many contractors tend to believe that asphalt hot mix production and pavement construction is a straight forward task. Consequently, the quality of the materials produced and subsequent construction are often taken for granted without realising that such practices are bound to create undesirable premature pavement failures.

Based on a study carried out jointly by Jabatan Kerja Raya Malaysia (JKR) and Transport Research Laboratory, United Kingdom on the performance of asphaltic concrete overlays in Malaysia that were designed and constructed to the specification of JKR, it was found that the performance, in terms of cracking and rutting, had been dominated by the properties of the wearing course material rather than the overall structural strength of the road. This implies that substantial savings could have been made if diligent quality control had been practised during mix production and construction of the overlays.

It is my pleasure to introduce this document titled 'A Guide To Good Quality Control Practices On Asphalt Production And Construction'.

The objective of this guideline is to illustrate some good quality control practices on asphalt production and construction which is intended to assist project supervisory personnel,in particular in comprehending the Specification For Road Works (JKRlSPJ/88) as well as to guide them in executing their work at site. The guideline shall be read in conjunction with JKRlSPJ/88 and JKR Guidelines For Inspection & Testing Of Road Works (JKR 20407-0001-90).

I sincerely hope that this guideline will assist all personnel which are involved in road construction in keeping more effective surveillance on the quality of the construction works thus ensuring enhanced durability of the road surfacing.

j. Zaini bin QJnar ngarah..Kefja Raya Malaysia

Acknowledgement

This guideline is prepared by Mohd Hizam bin Harun of Pusat Khidmat Pa~ Jabatan Kerja Raya Malaysia.

The guideline was reviewed by the following committees;

• Maintenance Unit Committee, Roads Branch

Head: Ir. Rohani binti Abdul Razak

Members: Dr. Azmi bin Hassan Sulaiman bin Mohd Ali lulakmal bin Sufian

Razali bin Che Embi

laini binti Amir

Mohd Jasni bin Othman

• Design Technical Committee, Roads Branch

Head: Dato' Mohamad Othman bin Zainal Azim

Members:Abu Harith bin Hj. Shamsuddin

Dr. Ahmad Nadzri bin Hussein

Aishah binti Othman

Aznam bin Mohd Rahim

Baharanuddin bin Che lain

Jamilah binti Mohd Marjan

Kamil Puat bin Nil

Baharuddin bin Mat Nor

Johari bin Embi

Wan Suraya binti Mustaffa Radziah binti Wahab Sujatiah binti Tamrin Rohana binti Yaakob

The guideline was also presented in the Assistant Directors (Road) Meetin~ February 2000 and 4th Malaysian Road Conference in October 2000, as wei in numerous hours of lecture session to JKR personnel in the 'Back To Bas training programme.

The author thanks the Director General of Public Works Malaysia for permission to publish the guideline.

TABLE OF CONTENTS

Item Page
Rocks and aggregates 1
Classification of rocks 2
Aggregate stockpiles 4
Aggregates 7
Bitumen 8
Mix design 10
Compliance 11
Mixing plants 12
Batch plant mixing operation 14
Site preparation 17
Delivery of asphalt 21
Laying of asphalt 23
Hand casting 26
Compaction of asphalt 28
Construction joints 31
Joint preparation 32
Transverse joint construction 35
Longitudinal joint construction 37
Surface waves and roughness 39
Checklist 41 Rocks and aggregates

• Rocks are classified relative to their geological origins and these are termed igneous, sedimentary and metamorphic.

• Igneous rocks - formed from hot liquid or magma, cooling either above or beneath the earth's surface. Typical examples are granite and basalt.

• Sedimentary rocks - the action of wind or-water on a rock's surface results in the formation of smaller particles. These particles are deposited on river or sea beds or depressions in the earth's surface. This sediment accumulates and is buried - compaction and cementation over the years removes the air and water to form sedimentary rocks. A typical example is limestone.

• Metamorphic rocks - heat, pressure and chemical substances deep beneath the earth's surface act on existing igneous and sedimentary rocks to form a new type called metamorphic rocks, ego marble.

• In the tropics, the minerals in surface deposits of igneous rocks are always likely to be weathered. High temperatures and high humidity can produce physical and chemical changes to a considerable depth. The weathering may only be slight as in the brown staining often evident in spots on granite masonry. In more humid areas, chemical weathering may proceed quite rapidly and many of the rock minerals will be found to be at least partially weathered towards their ultimate clayey form. Such deterioration may not be obvious by hand inspection but the consequences of using such weathered rocks in roads may be disastrous.

• There are relatively simple laboratory tests which can be used to indicate whether the aggregate contains particles of suspect hardness and durability. The best known of these is the soundness test as per BS S12 or ASTM CSS. This test will identify aggregates which are weak and porous. However, its use to identify aggregates that are partially weathered is less certain since some of the aggregates may not be porous. Magnesium sulphate is preferred to sodium sulphate because of the greater penetrating power of the saturated solution.

• Aggregates must have certain properties to withstand the stresses imposed on the road surface and sub-surface layers. For every stockpile that produces 2,500 tonnes of mix, all coarse and fine aggregates should conform to the physical and mechanical quality requirements as per Clause 4.2.4.2 (a) of SPJ.

1

Classification of rocks

Typical types of rock.

Pic, from left weathered granite, basalt and unweathered granite. In tropical region, high temperatures and humidity can produce physical and chemical decomposition as evident by brown discolouration on the surface.

Weathered and unweathered rocks. Weathered rocks should not be used in roads, neither as coarse and fine aggregates nor as road base crusher run. Aggregates suspected of weathering should undergo soundness test as per Clause 4.2.4.2 (a) of SPJ.

Typical aggregates.

Granite (pic), a coarse grained igneous rock, is siliceous and susceptible to stripping. Bitumen stripping test should be regularly carried out if granite is used as aggregate. Basalt, a fine grained igneous rock, contains less silica and has better affinity with bitumen but can be brittle and splintery. Limestone, a calcerous sedimentary rock, is softer than igneous rock but usually has adequate strength for use in roads. However, the material is susceptible to polishing under traffic and therefore should not be permitted for use in wearing course as per Clause 4.2.4.2 (a) of SPJ.

2

Classification of rocks

Weathered granite.

The brown staining on the surface gives an indication that some degree of weathering may have taken place on this granite.

Weathered granite.

This granite is obviously porous, an indication that the weathering may have been substantial.

Weathered rocks.

Weathered rocks should not be used in any of the pavement layers.

3

Aggregate stockpiles

Good separation of stockpiles. Quality control of asphalt begins with aggregate stockpiles. Different sizes of aggregate should be kept separated.

Clean and stable stockpile base. Aggregates should be stockpiled on a clean surface. Paved pads should be used to facilitate drainage and to avoid contamination with soil. Stockpiles of fine aggregates shall be kept dry using waterproof covers and other means as necessary as per Clause 4.2.4.5 (c) of SPJ.

Building aggregate stockpiles. Stockpiles should be built in horizontal or gently sloping layers to minimise segregation. Conical stockpiles will cause the coarser aggregates to roll down the sides resulting in seg regation.

4

AIIaregate stockpiles

Contaminated stockpile.

This aggregate stockpile has been severely contaminated and should be discarded.

Contaminated stockpile.

No foreign objects should be dumped on to aggregate stockpiles.

Contaminated stockpile.

Without proper foundation and drainage, this stockpile is susceptible to contamination by the surface water.

5

Aluregate stockpiles

Feeding the cold bins.

The cold bins must contain the nominal aggregate size for which they are intended, otherwise problems with unbalanced hot bins and excessive aggregate carry-over may occur (refer to page 16).

No intermingling of aggregates. Intermingling and overflow of aggregates in the cold bins should be avoided.

Aggregate feeder units.

Aggregate feeder units located beneath the cold bins should provide a uniform flow of aggregates to the elevator. The rate of feed shall be such that the screens at the hot bins shall never be overloaded.

6

Aggreuates

Contaminated aggregates.

Coarse aggregates should be screened hard rock, angular in shape and free from dust, clay, vegetative and other organic matter, and other deleterious substances. Cleanliness of aggregates is important for good bitumen adhesion. Impurities can cause incomplete bitumen films or weak bonding. Coarse aggregates should conform to physical and mechanical quality requirements as per Clause 4.2.4.2 (a) of SPJ.

Fine aggregates.

Fine aggregates should be screened quarry dust, or clean natural sand or mining sand. Mining sand should be thoroughly washed before use. Fine aggregates should conform to physical and mechanical quality requirements as per Clause 4.2.4.2 (a) of SPJ.

Anti-stripping agent.

Ordinary Portland cement or lime based product should be added to the combined aggregates to serve as an anti-stripping agent cum filler. This is to prevent stripping of aggregates by the action of traffic and water which can lead to disintegration of the surfacing as shown in pic.

1

Bitumen

Bitumen is a dark brown or black sticky substance which occur in nature or is obtained from the refining of crude oil. It is semi-solid at room temperatures but becomes fluid when heated. It is commercially available in several standard grades. For many years, grades of bitumen are designated by the penetration values. They are five standard grades: 40-50, 60-70, 80-100, 120-150 and 200-300 with the numerical grade indicating the allowable ranges of penetration for each grade. In Malaysia, grade 80-100 conforming to MS124 is used as per Clause 4.2.4.2 (c) of SPJ.

In the production of asphalt, both the bitumen and the aggregates are heated to relatively high temperatures to liquidity the bitumen and dry the aggregates before they are mixed together. For some processes, it is either not convenient or not possible to heat the bitumen and/or aggregates, for example, in surface dressing and in priming a surface. Therefore, cutback bitumen and bitumen emulsion are used.

Cutback bitumen is produced by fluxing bitumen with a lighter fraction oil. It can then be applied either at ambient temperature or heated to relatively low temperatures. It starts to harden by the volatilisation of the flux oil. The rate of hardening is determined by the volatility of the flux oil. Where rapid hardening is needed, as in surface dressing, a light oil such as kerosene is used. Where slow hardening is needed, as in patching materials and soil stabilisation, a less volatile oil such as diesel is used. Cold application cutback bitumen may contain up to 30 percent of flux oil where as cutback bitumen which is applied warm contains less.

Cutback bitumen is available by type and grade. The types (rapid-curing RC, medium-curing MC and slow-curing SC) indicate the relative speed of evaporation while the grades (30, 70,250 and 3000) indicate the minimum allowable kinematic viscosity in centistoke at 60 C. Cutback bitumen shall comply with MS 159. Clause 4.2.1.2 of SPJ stipulates that prime coat material shall be cutback bitumen of grade Me-70.

8

Bitumen

Bitumen emulsion is dispersion in water of minute drops of bitumen of average diameter about 2 microns. It provides a means of using bitumen at ambient temperature. The water evaporates shortly after the emulsion is exposed to the atmosphere. It is muddy brown in colour and the 'breaking' of the emulsion is indicated by the appearance of a glossy black film of bitumen on the surface to which the emulsion is applied. It can be divided into four classes of which the first two are the most widely used; anionic, cationic, non-ionic and clay-stabilised.

Bitumen emulsion shall comply with MS 161. The requirements for anionic bitumen emulsion are excluded from MS 161 as this type of emulsion is not used in road constructions. Cationic emulsion in general is more versatile. It can be used over a broader range of aggregate than the anionic emulsion.

Bitumen emulsion is classified into three types: rapid setting (RS), medium setting (MS) and slow setting (SS). Each type is classified into various grades, based largely on bitumen content and viscosity. RS-1 K and RS-2K are recommended for tack coating, RS-3K for surface dressing, MS-1K and MS-2K for penetration macadam, and SS-1K for slurry seal and prime coating. Clause 4.2.1.2 of SPJ stipulates that prime coat material shall be bitumen emulsion of grade SS-1K whereas Clause 4.2.2.2 of SPJ stipulates that tack coat material shall be bitumen emulsion of grade RS-1K.

9

Mix design

Laboratory mix design. Using the aggregate gradation and bitumen content as allowed for in Table 4.8 and Table 4.9 of SPJ respectively, five set of three Marshall specimens with bitumen content increasing at an increment of typically 0.5% shall be prepared as per Clause 4.2.4.3 of SPJ. The design bitumen content is the average bitumen content which gives the maximum stability and density, and the median flow, air voids in aggregate filled with bitumen and air voids in the mix as allowed for in Table 4.10 of SPJ.

Plant trials. A minimum of 10 tonnes of mix shall be placed in trial areas to demonstrate that the mixing, laying and compacting equipment conform to the requirements of SPJ and that the proposed mix is satisfactory. A comprehensive sampling and testing of the trial mix shall be carried out to check for satisfactory compliance with the job mix formula and satisfactory degree of compaction.

10

Clmpliance

Job mix fonnula. As a resuH of the plant trials, the mix shall be approved for full scale production. The gradation and bitumen content, with the allowable tolerances set forth in Table 4.11 of SPJ then becomes the job mix formula for use in full scale production. The mixing, laying and compacting temperatures, and the types of roller and number of roller passes should be consistent with the plant trials.

Sampling and testing. During the production of mix, It is required that a comprehensive Marshall method test and analysis as per Clause 4.2.4.3 (a) of SPJ together with aggregate gradation and bitumen content analysis be carried out for every 200 tonnes of mix produced and at least once for each plant operating session. Gradation analysis of aggregates from the hot bins should be carried out once for each bin per day of production.

11

Mixing plants

Mixing plant shan be either a batch plant, a continuous plant or a drum mix plant.

In a batch plant, aggregates are fed from the cold bins into a dryer in controlled amounts. After they are dried and heated, the aggregates are passed over a screening unit that segregates the material into different sizes and kept in hot bins. The aggregates and mineral filler are then fed into a pugmill in fixed proportions and mixed with a known quantity of hot bitumen as a batch. The mix is loaded into tip-trucks and delivered to the paving site.

In a continuous plant, the process is similar up to the hot bins but differs from the batch plant in the procedure for combining the materials for mixing. The plant uses a continuous flow of aggregates into the pugmill with the amount of each size fraction controlled by adjustable gate openings. Hot bitumen is sprayed into the pugmill continuously. Mixing is thus a continuous process. The tip-trucks are loaded by continuous discharge from the pugmill.

In a drum mix plant, aggregates with controlled gradation are stored in the cold bins from which they are continuously fed in exact proportions on to a conveyor. An automatic aggregate weighing system monitors the amount of aggregates flowing into the drum mixer. The weighing system is interlocked with the controls on the bitumen storage pump which draws bitumen from a storage tank and introduces into the drum mixer where bitumen and aggregates are thoroughly blended by the rotary motion of the drum. As the ingredients mix, they move slowly towards the discharge end of the drum. By the time they reach the end, they are thoroughly mixed. From the drum, the hot mix is transported by a conveyor to a surge silo from which it is loaded into tip-trucks.

12

Mixing planls

Schematic diagram of a batch or continuous plant.

Schematic diagram of a drum mix plant.

13

latch plant miXing operadon

Bitumen heating.

The temperature of bitumen should be in the range of 140 C to 160 C when delivered to the pugmill as per Clause 4.2.4.5 (d) of SPJ. ASTM D 3515 recommends that bitumen shall not be exposed during storage and mix production to temperatures of more than 350 F (177 C).

Mix production temperatures.

The temperature of mix immediately after discharge from the pugmill may be as low as can be demonstrated to get good coating and compaction to reduce binder hardening. However, the temperature immediately before unloading from the tip-truck should not be less than 125 C and at the commencement of initial rolling should not be less than 110 C as per Clause 4.2.4.5 (f) and 4.2.4.5 (g) of SPJ respectively. On the upper limit, Asphalt Institute recommends that the temperature shall be not more than 325 F (163 C).

Dry and wet mixing times.

The dry mixing time of aggregate and filler in the pugmill should be minimal - usually not more than 10 seconds. The wet mixing time of bitumen, aggregate and filler should be no longer than needed to uniformly mix the aggregate and coat the aggregate with bitumen - usually about 30 to 35 seconds. Unnecessary long wet mixing time reduce plant output and promote additional age hardening of the mix.

14

Batch plant Dlixing aparadon

The pugmililive zone.

Aggregates, mineral finer and bitumen are mixed in the pugmill. It should be operated at or just below nominal capacity; overloading and underloading the pugmill will decrease the efficiency of the mixing process.

Overloading the pugmill.

Non-uniform mixing wilt occur if the pugmill is overloaded. M. maximum operating efficiency, the paddle tips should be barely visible in the material at the top during mixing. Material above this level tends to float above the paddle and is not mixed.

Undertoading the pugmill.

An insufficient batch will not be mixed properly because there is not enough material to carry around in the paths of the paddle tips.

15

Batch plant mixing oparadon

• In a batch plant, vibrating screens are used to separate hot and dry aggregates into fractions of specified sizes and deposit each into separate hot bins. The separation should be made so that the amount of material in each hot bin is in balance. Imbalance hot bins signal a need for corrective action elsewhere, usually in the cold aggregate feed.

• If screen openings are plugged or if too much aggregates are fed to the screens, carry-over ie. depositing of fine aggregates into larger aggregate bins will result. Varying carry-over will cause a lack of uniformity in the aggregate gradation. Excessive carry-over will result in a dry mix due to an increase in the amount of fine aggregates in the mix. Corrective measures include cleaning screens and adjusting the cold aggregate feed.

• If screens are excessively worn out, oversize aggregates will be deposited into fine aggregate bins.

• Each hot bin should be large enough to prevent depletion of aggregates during full capacity operation of the mixing plant. Each bin should have an overflow pipe to prevent aggregates from backing up into other bins and avoid overfilling to the point where the vibrating screen will ride on the aggregate. Should this happen, it will result in a heavy carry-over and damage to the screen.

• Worn gates at the bottom of the bins will allow leakage of aggregates into the weigh hopper and affect the specified aggregate gradation.

Segregation of materials in hot bins.

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.. 1 I 1 I .t I [J l,~l,_

T -. T T ~ 1 ill • -,r

Screen wear.

18

Site preparaUon

• Paving work should only be carried out on dry surface or if so specified, has received a bituminous tack coat which should have a satisfactory degree of tackiness.

• Immediately prior to applying bituminous tack coat, the full width of the surface to be treated should be swept using a power broom followed by a compressed air blower, and if necessary, scraped using hand tools to remove all dirt, dust and other objectionable materials.

• Bituminous tack coat should only be applied to a clean, dry, bituminous or bitumen primed surface. It should be applied as far in advance as is necessary to achieve a satisfactory degree of tackiness before the overlying material is placed.

• The rate of application of bituminous tack coat is typically in the range 0.25 to 0.55 litres/sq.m. It should be distributed uniformly over the surface without streaking (see pic below).

• Traffic should be kept off the tack coat at all times.

11

Site preparadon

Surface preparation and cleaning. Bituminous tack coat should be applied only to a clean and dry bituminous or bitumen primed surface. The surface should be thoroughly cleaned of all dirt, dust and other objectionable material including loosely scattered cold mix as per Clause 4.2.2.4 (b) of SPJ.

No loose materials.

Loosely scattered cold mix should be removed prior to the application of tack coat.

Tack coat.

Tack coat material should be rapid setting bitumen emulsion of grade RS-1 K. The rate of application is usually between 0.25 to 0.55 litresfsq.m, distributed uniformly over the surface without streaking (not as shown in pic) as per Clause 4.2.2.4 (c) of SPJ. Tack coat of inferior grade such as RS-OK or K1-40 should not be used.

18

Site praparadon

Too much tack coat.

Too much tack coat will promote slippage of the new layer on the old pavement or bleeding into the new layer.

Too little tack coat.

Too little tack coat or non-uniform distribution will not provide the needed bond between the old and new layers, and will promote slippage and cracking in the new layer.

Surface protection.

Traffic should be kept off the tack coat at all times prior to the placement of asphaH. Thus tack coat should only be applied as far in advance as is necessary to achieve a satisfactory degree of tackiness.

19

Sita praparadon

No paving in the rain. Paving work should only be carried out in dry weather. Rain will reduce mix temperatures and thus affect compaction. Cavities will also be formed once the trapped moisture eventually evaporates.

20

Delivery of asphalt

• The contractor should provide a suitable number of tip-trucks of a type approved by the S.O. for transporting asphalt from the mixing plant to the site.

• The trucks should have trays with smooth. flat beds and sides with tailgates.

• The truck bed should be free of material that may be detrimental to asphalt. Any debris in the bed from previous use of the truck should be removed.

• After being cleaned, the inside surface of truck bodies shall be treated with a thin coating of a non-petroleum based release agent such as soap or detergent solution to prevent asphalt from sticking. Petroleumbased materials such as diesel may change the properties of the asphalt.

• Each truck should be equipped with a tarpaulin which should be large enough to cover the bed and wrap over the sides and ends. This is to protect the asphalt from contamination by water, dust, dirt and other deleterious materials. and to maintain the temperature. The tarpaulin should be made of water repellent material and should be of sufficient strength and weight to resist tearing.

• Care should be taken in the truck loading, hauling and unloading to prevent segregation of the mix.

21

Deliverv .f asphalt

Loading the tip-truck.

The truck should be loaded in multiple drops of mix on to different parts of the truck bed. This method will minimise the distance that any coarse aggregates can roll and thus reduce segregation.

Delivering mix to paver.

In delivering mix to the paver, the tip-truck should be reversing and stop short of the paver. The paver then should move forward to pick up the truck. The truck should never back into and bump the paver.

Discharging mix into paver hopper. Only the rear wheels of the tip-truck should be in contact with the paver push rollers. The truck bed when raised should not be in contact with the hopper and should not press down the paver. The truck bed should be raised smoothly to reduce segregation.

22

laVing .f asphalt

• There are three main types of paver;

Fixed screed paver. Normally used for laying a concrete pavement. Have a screed which is fixed at the beginning of the paving operation and cannot be adjusted while the paver is in motion. The height of the screed and thus the thickness ofthe mat produced is determined by road forms upon which the paver runs. The road forms also form the edge of the mat.

Slipform paver. Also a concrete paver but does not need road forms to contain the material. The edge of the mat is contained by long forms which travel with the paver and are connected to the sides of the paver at its varying laying widths.

Floating screed paver. Most associated with the laying of asphalt pavement. The paver may be fitted with a fixed screed or a hydraulically extendable screed which can lay varying widths. The screed can be mounted on either wheels or tracks. There are three types of screed; vibrating screed, tamping screed, combination vibrating/tamping screed. The screed strikes off, partiaUy compacts and irons the surface of the mat as it is pulled forward.

• Generally, each paving layer should have a compacted thickness of not less than twice the nominal maximum aggregate size of the mix and not more than 100 mm.

• Laying should commence along the lower side of the carriageway and progress to the higher side.

• Laying should not be carried out in a downhill direction along any section of the road.

• As the paver spreads its load, the mat should be frequently checked for thickness. The texture of the unrolled surface should be uniform. If it is not, screed adjustments may be necessary. The adjustment of the screed, tamping bars or vibrators, spreading screw hopper feed and other adjustments should be checked frequently to ensure uniform spreading of the mix.

• The paver screed is usually equipped with heaters to prevent the mix from sticking to the screed plate. They are used to heat the screed at the start of paving operation. They should never be used to heat the mix being delivered to the paver.

23

laVing of asphalt

• The amount of mix carried ahead of the screed should be kept uniform; variation may result in surface roughness. This will require maintaining sufficient material in the hopper to supply the spreading screws with enough mix to cover at least 2/3 of the depth of the screws out to their ends.

• When the next truck is ready to move into position, the hopper wings can be folded to prevent excessive build-up of cold mix in the hopper corners. If excessive, this cold material may result in a poor surface texture and an area prone to ravelling.

• When automatic screed controls are used to control the grade and slope of the pavement layer being constructed, all sensors should be checked regularly.

• If a stringline is used as the grade references, the line should be very taut. Every effort should be made to keep personnel and equipment from coming in contact with the string line and disturbing it.

24

laving 01 asphalt

Continuous paving.

The paver should be operated continuously at a uniform speed. The supply of bituminous mix should be regulated so as to enable continuous paving. Intermittent stopping and restarting of the paver should be avoided and transverse joints kept to a minimum (Clause 4.2.4.5 (g) of SPJ).

Constant feed of mix to screed. Substantial fluctuation of the quantity of mix in front of the paver screed will cause the screed to fall and rise in response to the change of forces acting on it. Uncontrolled falling and rising of the screed will cause a change in mat thickness and the formation of surface waves.

Operating hopper wings.

The hopper wings should be folded only when necessary to prevent excessive build up of cold mix in the hopper corners. The cold mix may result in poor surface texture and an area prone to ravelling. The paver hopper should be about one third to half full when the wings are folded. Dumping of mix from the wings into a relatively empty hopper promotes segregation and poor surface texture.

25

Hand casting

• As far as is practicable, laying should be carried out using a paver. Hand casting of mix on to the paver finished surface for correcting localised blemishes and irregularities should be kept to a practicable minimum. If the defects are substantial, paving should be stopped and mix composition, delivery and placement should be reviewed.

• If the paver is in good condition and properly adjusted, and if the paver is not spreading the mix at an excessive rate or speed, there should be little or no need for hand casting.

• Surplus mix should not be cast on to the mat surface as this will result in poor surface texture even after proper compaction is obtained. In addition, coarse aggregates on the surface tend to crack under the roller, will not bond properly with the mix placed by the paver and tend to be dislodged by traffic. The surplus mix shall be added back into the paver hopper.

• Only in areas inaccessible to the paver shall laying be carried out by hand methods using rakes, lutes and other approved hand tools.

28

Hand casting

Minimum hand casting.

The most uniform surface texture can be obtained by keeping hand casting behind the paver to a minimum as per Clause 4.2.4.5 (g) of SPJ. If the mat placed by the paver shows substantial blemishes and irregularities, mix composition, delivery and placement should be reviewed and corrected.

No excessive hand casting. Excessive hand casting and raking to correct blemishes and irregularities, and manual addition or removal of mix to correct levels will result in poor surface texture and inadequate functional performance of the pavement even after proper compaction is obtained.

Discard coarse aggregates.

If occasional hand casting of mix is required to correct localised blemishes and irregularities, coarse aggregates cast on top of the mat must be removed and discarded by a rake because they tend to crack under the roller and will not bond properly with the mix placed by the paver.

21

Compaction of asphalt

• Compaction is the densification of asphalt by the application of pressure initially fran the paver tamper and subsequently from the rollers.

• The performance and durability of the pavement depend largely on the degree a compaction achieved. Good compaction improves structural strength and resutencr of the pavement, increases resistance to rutting and reduces moisture penetranor and age hardening.

• For each layer of mix, compaction by rolling should commence as soon after layin! as the material will support the rollers without undue displacement. As a guide, thE temperature at which rolling begins for normal asphalt is usually between 125 C te 135 C. It should not be less than 110 C as per Clause 4.2.4.5 (i) of SPJ becaust even if the density is adequate, compaction at low temperatures could induct excessive strains in the binder film which result in hair-line cracks. Too high ; temperature is also not advisable as the mix will tend to flow under the rollers resulting in an uneven surface and many fine cracks.

• Initial or breakdown rolling should be carried out with an approved steel wheel roller The principal heavy rolling should then follow immediately with an approvee pneumatic tyre roller. The final rolling should be carried out with an approved stee wheel roller to eliminate minor surface irregularities or roller marks left by thE pneumatic tyre roller.

• All railers should operate in a longitudinal direction with their driven wheels toward: the paver. Rolling should generally commence at the lower edge and progres: uniformly to the higher edge except where there is a longitudinal joint which shoun be rolled first.

• If the rollers can not keep up with the speed of the paver, more rollers should bl used or the paving operation be slowed down.

• Compaction should be carried out in such a manner that each section receives equa compactive effort and that no roller marks are visible after final rolling.

28

Compaction of asphalt

Establishing compactive effort. Rolling temperatures, rolling pattern, and the type and weight of rollers should be established during the plant trial. As a guide, the temperature at the commencement of rolling for normal asphalt is usually between 125 C to 135 C. The rolling pattern should not only include the number of passes but also the location of the first pass, the sequence of succeeding passes and the overlapping between passes.

Steel wheel roller.

Steel wheel roller can be either two-axle tandem or three-wheeled. The operating weight should be in the range of 8 to 10 tonnes and its driven roller drum should exert a rolling force of not less than 3.5 tonnes per metre width of roller drum as per Clause 4.2.4.4 (e) of SPJ. The roller should be regularly checked for wear of the wheel rims.

Pneumatic tyre roller.

The operating weight ofpneumatictyre roller should be not less than 15 tonnes as per Clause 4.2.4.5 (i) of SPJ. All tyres must be inflated to an equal pressure and should be not less than 0.7 Mpa.

Also note that the speed of all types of roller should not exceed 5 km/h. Sharp turns and quick starts or stops should be avoided.

21

Compaction of asphalt

Taking core samples.

Within 2"4 hours after compaction, core samples should be obtained at a rate of 1 sample for every 500 sq.m of mix laid but not less than 2 samples for each paving session as per Clause 4.2.4.5 (i) of SPJ. The core samples should be used to determine the compacted thickness and density of the mix.

Density & thickness requirements. The required compacted density is 98-100%of the Marshall density for wearing course and 95-100% of the Marshall density for binder course as per Clause 4.2.4.5 (i) of SPJ. The average thickness over any 100 metre length should be not less than the required thickness and the minimum thickness at any point should be not less than the required thickness minus 5 mm as per Clause 4.2.4.5 0) of SPJ.

Opening to traffic.

Newly laid mix should not be opened to traffic until compaction has been completed and the material has thoroughly cooled and set This will usually be not less than 4 hours after the commencement of rolling as per Clause 4.2.4.5 (k) of SPJ. Premature opening to traffic will promote secondary compaction and thus deformation along the wheelpaths.

30

Consuuction joints

• Construction joints are generally the weakest part of a pavement; every effort should be made to keep the total number of longitudinal and transverse joints as low as practicable.

• Joints are typically constructed either as hot joints (longitudinal only) or cold joints.

• True hot joints are produced with pavers operating in echelon.

• Paving in echelon is often not feasible because of traffic restrictions and/or the plant is not capable of producing sufficient mix for more than one paver. In this case, a paver is operated on a lane over some distance before it is shifted back to pave an adjacent lane. This technique is called semi-hot joint construction.

• There are no firm rules on semi-hot joint construction. As a guide, lanes of approximately 300 m length (or about 2 hours paving time) have been constructed successfully without joint treatment.

• Where cold longitudinal or transverse joints are required, the material first laid and compacted should be cut back to a vertical face for the full thickness of the layer on a line satisfactory to the S.O. before the adjacent area is paved.

• At all construction joints, a thin uniform coating of bitumen emulsion of grade RS- 1 K should be brushed on to the vertically cut joint faces before laying the adjacent section to ensure good bonding. All contact surfaces of kerbs, manholes etc should also be treated similarly.

• Construction joints should be offset from those in any immediately underlying layer by at least 100 mm for longitudinal joints and 500 mm for transverse joints as per Clause 4.2.4.5 (h) of SPJ.

31

Joint preparadon

Cutting joints.

Where longitudinal or transverse joints are required, the material first laid and compacted shall be cut back to a vertical face for the full thickness of the layer as per Clause 4.2.4.5 (h) of SPJ, using saw cutting or wheel cutting, unless other satisfactory methods are used (refer to page 36). Avoid having longitudinal joints in the wheelpaths.

Determining cut back line.

The distance of the cut back line from the edge of the paved lane may vary - it should be sufficient to remove all loose and inadequately compacted material. If rounding down of the edge has occurred, a straight edge should be used to determine the location of the cut back line.

Unsatisfactory cut back line.

If the cut back line is too close to the edge, the relatively loose material in the compacted lane will form a weak zone which will readily crack.

32

Joint preparadon

Cut joint faces must be protected. Cutting and preparation of joints should be carried out only as far in advance of paving as is necessary. Cut joints must be adequately protected from construction machinery and traffic.

Applying tack coat to cut faces.

At all construction joints, a tack coat using RS-1K should be brushed or sprayed neatly on to the vertically cut joint faces. Vertical faces of existing pavement such as kerbs and manholes should also be treated similarly as per Clause 4.2.4.5 (h) of SPJ.

Shoddy practice.

The aftermath of spraying the cut joint faces with tack coat material at an uncontrollable rate.

33

Joint praparadon

An example of a neatly cut and prepared longitudinal joint.

34

Transverse joint construcdon

Starting blocks.

The screed of the paver must be set on starting blocks on the cold side of a transverse joint to provide space above the surface ofthe compacted lane and thus allow placement of mix of sufficient thickness. The excess material should be pushed back with an appropriate hand tool towards the joint. The thickness of the overlap should be about one-fourth of the desired compacted thickness. It is an improper and a very poor practice to set the screed directly on the cold mat.

No excessive hand work.

Placement of hot mix at the joint by hand and excessive raking to correct levels in the absence of starting blocks will result in poor [olnts,

Compacting transverse jOints. Ideally, a transverse joint should be compacted in a transverse direction with a roller. The roller should operate on the compacted lane and overlap the joint by about 150 mm over the uncompacted lane. The roller is gradually shifted across the joint until the entire roller drum is on the new mix.

35

Transverse joint conSUuction

Bond breakers.

To allow for easier removal of material downstream of a transverse butt joint, a bond breaker in the form of thick paper or sand shall be used, otherwise the material must be sawed. Alternatively, a bulkhead shall be inserted before the material is rolled (see pic). Unless the bulkhead is firmly placed, this method shall not be encouraged as it may be dislodged by traffic.

Surface roughness.

Poorly constructed transverse joints contribute towards surface roughness and riding quality of the pavement.

A bad joint.

An example of an unsatisfactorily

constructed transverse joint.

38

longitudinal joint consuDcUon

Constructing longitudinal joints. During the construction of longitudinal joints, the end plate of the screed should overlap the compacted lane by about 25 to 50 mm; the excess material should be pushed back with an appropriate hand tool towards the joint. The thickness of the overlap should be about one-fourth of the desired compacted thickness.

Compacting longitudinal joints. During the compaction of longitudinal joints, the roller should operate on the compacted lane and overlap the joint by about 150 mm over the uncompacted lane. The rollershould continue to operate along this line, its position being shifted gradually across the joint until a thoroughly compacted neat joint is obtained.

No excessive hand work.

Excessive raking during the construction of longitudinal joints should not be allowed except to push excess material towards the joint.

31

longitudinal joint consUuction

Roll the joint first.

Late compaction is detrimental to joints because at a cold joint, heat is transferred from the edge of the hot mat to the adjoining cold mat. This heat loss contributes to the lower densities at joints.

Roll in static mode.

A roller must not be operated in a vibratory mode if part of the roller drum is supported by the cold mat.

Cracking along joints.

Poorly co nstructed long itudi na I jo ints are weak zones in the newly laid layer which may duly succumb to even thermal stresses.

38

Surlace waves and roughness

• There are two primary types of waves in asphalt surfacing; short waves and long waves. Short waves are generally 0.5 to 1.0 m apart. Long waves are considerably further apart. A washboard effect is a defect which is typically caused by improper operation of the vibratory roller. The distance between this type of waves is generally small, typically less than 0.5 m.

• Clause 4.4.3 of SPJ terms surface roughness as longitudinal irregularity and is defined as a variation in profile of the road surface as measured by a rolling straight edge or a straight edge device and a wedge. The maximum permissible number of longitudinal irregularities over a traverse length of 300 m for depth exceeding 4 mm and 7 mm is given in Table 4.14 for three classes of surface regularity. The maximum permissible depth of transverse irregularities for three classes of surface regularity is also given in Table 4.14 of SPJ.

39

Surface waves and roughness

Short waves.

The waves are generally 0.5 to 1.0 m apart. Possible causes are;

• Fluctuating head of material in front of

paver screed.

• Frequent changes in paver speed.

• Poor mechanical condition of screed.

• Improper mounting or use of automatic

grade control devices.

• Bumping of paver by tip-trucks.

• Improper rolling technique.

• Excessive hand casting.

Long waves.

The waves are considerably further apart (greater than 3 m) and are frequently associated with overall lack of bearing capacity of the subgrade. They may also correspond to the distance between tip-truck loads of mix. Variation in mix composition or temperature may be the cause.

Washboard effect.

This defect is typically caused by improper operation of the vibratory roller. Overrolling, rolling when mix is too hot or roller travelling too fast may be the cause. The distance between waves is generally less than 0.5 m.

Impact SlUIcing

I! .

I'

I ' Proper SPIKing

I

Too far apart

•

-t+!')'!. .. ~..,. o...,..:.~ "'""~ .. :;4i;t

•• :-:~. .:"":' •• - I' t. "; I, ;.'L,

-: '. .' ,'':'

. . .

40

CHECKLIST

This Checklist shall be read in conjunction with:

1. JKR Specification For Road Works (JKRlSPJ)

2. JKR Guidelines For Inspection And Testing OJ Road Works (JKR Guidelines)

PRIME COAT Clause 4.2.1 JKRlSPJ

Purpose:

• To waterproof the surface of road base.

• To plug capillary voids.

• To coat and bond loose particles.

• To harden the surface of roadbase.

• To promote adhesion between roadbase and binder course.

Material: SS-IK conforming to MS 161 (refer to Attachment I) or MC-70 conforming to MS 159.

Rate of application: 0.5 - 1.0 litre/m/, uniformly distributed.

A tray test in which the ratio of the different in weight of the tray before and after spray (in g) to the area of the tray (in m2) is calculated, shall be carried out at random.

Surface preparation and protection: The surface to be primed shall be cleaned and dry. The primed surface shall be left undisturbed, normally for at least 24 hours after application, until the prime coat has penetrated the roadbase and cured sufficiently.

TACK COAT Clause 4.2.2 JKRlSPJ

Purpose: To promote adhesion between binder course and wearing course.

Material: RS-IK conforming to MS 161 (refer to Attachment 1).

Rate of application: 0.25 - 0.55 litre/m", uniformly distributed.

A tray test shall be carried out at random. Excess tack coat shall be removed while areas with insufficient tack coat shall be resprayed.

Surface preparation and protection: The surface to be tack-coated shall be clean and dry. Traffic shall be kept off the tack coat at all times. The placement of asphalt shall only proceed after the tack coat has cured sufficiently as may be indicated by the change in colour from brown to black.

-II

Comply

Yes D No D

Yes 0 No D

Yes D No D

Yes D No D

Yes D No D

Yes D No D

COARSE AGGREGATES Clause 4.2.4.2 (a) JKRlSPJ

Material: Crushed hard rock.

Quality requirements (refer to Attachment 2):

• Aggregate crushing value (MS 30) < 30%

• Loss of weight in sodium sulphate soundness test (AASHTO T

104) < 12%

• Flakiness index (MS 30) < 30%

• Water absorption (MS 30) < 2%

• Polished stone value (MS 30) > 40 (wearing course only)

Note: Limestone aggregates shall not be used in wearing course.

Test frequency: One test per stockpile for every 2,500 tons of premix produced (JKR Guidelines).

FINE AGGREGATES Clause 4.2.4.2 (a) JKRlSPJ

Material: Natural sand, mining sand or quarry fines.

Quality requirements (refer to Attachment 2):

• Loss of weight in sodium sulphate soundness test (AASHTO T 104) < 12%

• Water absorption (MS 30) < 2%

Test frequency: One test per stockpile for every 2,500 tons of premix produced (JKR Guidelines).

MINERAL FILLER Clause 4.2.4.2 (b) JKRlSPJ

Material: Rock dust, limestone dust, hydrated lime or hydraulic cement.

Grading: Not less than 70% by weight shall pass 75 urn sieve.

Test frequency: One gradation analysis per day of production (JKR Guidelines).

BITUMINOUS MATERIAL Clause 4.2.4.2 (e) JKRlSPJ

Material: Bitumen of penetration grade 80 - 100 conforming to MS 124 (refer to Attachment 3).

Note: The test frequency is not stipulated in JKR Guidelines or JKR/,S'P J Preferably one set of test for every delivery of bitumen to the mixing plant.

42

Comply

Yes D No D

Yes D No D

Yes D No D

Yes 0 No D

Yes D No D

Yes D No D

Yes D No D Yes 0 No D Yes D No D

Yes D No D

ANTI-STRIPPING AGENT Clause 4.2.4.2 (d) JKRlSPJ

Material: Ordinary Portland cement conforming to MS 522.

Quantity: 2% by weight of combined aggregates.

Note: The quantity of mineral filler and anti-stripping agent to be added in shall be limited such that the ratio of combined material passing 75 um sieve to bitumen by weight shall be in the range 0.6 - 1.2 (not stipulated in JKRlSPJ).

BITUMEN STRIPPING TEST Clause 4.2.4.2 (d) J.KRISPJ

Test method: AASHTO T 182 or equivalent (eg. ASTM D 1664).

Note: AASHTO T 1821ASTM D 1664 (refer to Attachment 2) was discontinued in April 1993. The 'Guidelines on the use of bitumen additives or anti-stripping agent in JKR road construction works' which was produced in January 1985 should be referred to. The gutdeline stipulates that the loss of Marshall stability after 24 hours and 72 hours at 60 C shall be not more than 15% and 25% respectively.

Note: The test frequency is not stipulated in JKR Guidelines or JKRlSPJ Preferably one test per 2,500 tons of premix produced

GRADATION OF COMBINED AGGREGATES Clause 4.2.4.2 (a) JKRlSPJ

The gradation of the combined coarse and fine aggregates, together with mineral filler and anti-stripping agent, for use in mix design shall conform to gradation limits as given in Table 4.8 JKRJSPJ.

37.5 100
28 85-100
20 100 100 72-93
14 80-95 70-95 58-82
10 68-90 56-81 50-75
5 52-72 40·65 36-58
3.35 45-62 32·58 30-52
1.18 30-45 20·42 18-38
0.425 17-30 12-28 11-25
0.150 7-16 6-16 5-14
0.075 4-10 4·8 3-8 -lj

Comply

Yes 0 No 0 Yes 0 No 0

Yes 0 No 0

Yes 0 No 0

Yes 0 No 0

Yes 0 No 0

BITUMEN CONTENT Clause 4.2.4.3 JKRlSPJ

Table 4.9 JKRlSPJ gives the normal range of bitumen content for use in mix design.

ACW20 ACB20 ACB28

JOB MIX FORMULA Clause 4.2.4.3 (a) JKRlSPJ

The job mix formula shall be established by testing several trial gradation within the limits in Table 4.8 at an appropriate range of bitumen content as given in Table 4.9. For each trial mix, the parameters given in Table 4.10 JKRlSPJ shall be met.

Stability, kg > 500 > 450
Flow, nun 2.0-4.0 2.0 - 4.0
Stiffness, kg/mm > 250 > 225
Air voids in mix, % 3.0 - 5.0 3.0 -7.0
Air voids in aggregate
filled with bitumen, % 75 -85 65 -80 MARSHALL METHOD OF MIX DESIGN Clause 4.2.4.3 JKRlSP J

Purpose: To establish an economical blend of aggregates and bitumen that produces a mix having adequate durability and stability.

Procedure:

• Prepare a series of Marshall specimens for a range of bitumen content as given in Table 4.9.

• Bitumen content should vary by 0.5% increments with at least two bitumen contents above the expected design value and at least two below this value.

• Prepare at least three Marshall specimens for each bitumen

content selected.

• Determine bulk specific gravity of the specimens.

• Determine Marshall stability and flow.

• Carry out voids analysis on the specimens (ie. voids filled with bitumen VFB and voids in mix VIM).

44

Comply

Yes D No D

Yes D No D

• Plot the following graphs;

# Stability vs Bitumen Content # Flow vs Bitumen Content

# Bulk specific gravity vs Bitumen Content # VFB vs Bitumen Content

# VIM vs Bitumen Content

The design bitumen content is usually determined by taking the mean of bitumen contents that give an optimum value of each five properties considered. Asphalt Institute, on the other hand, recommends choosing the bitumen content at the median of VIM limits (which is 4% for ACW20 and 5% for ACB20 and ACB28). All other mix properties at this bitumen content should then be evaluated by comparing them to the mix design criteria as given in Table 4.10. If the design criteria are not met, then some adjustment or compromise is necessary or the mix may need to be redesigned.

PLANT TRIAL Clause 4.2.4.3 (b) JKRlSPJ

Purpose: To demonstrate to the satisfaction of the S.O. that mixing, laying and compacting equipment conform to the requirements of the specification, and that the proposed mix is satisfactory.

Quantity of asphalt: Minimum 10 tons.

Tests: As directed by the S.O., comprehensive sampling and testing of asphalt shall be carried out to check for satisfactory compliance with job mix formula and satisfactory degree of compaction. It is recommended that the following inspection and tests be carried out:

• Record the type and weight of rollers. Check the tyre pressure of the pneumatic tyre roller. (Clause 4.2.4.4 (e) JKRlSPJ stipulates that one number pneumatic tyre roller and two numbers steel wheel rollers shall be provided. The operating weight of steel wheel rollers shall be in the range 8 - 10 tonnes and its driven roller drum shall exert a rolling force of not less than 3.5 tonnes per metre width of the drum. The operating weight of pneumatic roller shall be not less than 15 tonnes as per Clause 4.2.4.5 (i) JKRlSPJ. All tyres must be inflated to an equal pressure of not less than 0.7 MPa.)

• Record the type of paver (shall conform to Clause 4.2.4.4 (d) JKRlSPJ).

• Check that the trial site is suitable.

• Take sample of the premix and carry out the following tests; # Bitumen content and aggregate grading.

Test results shall comply with the design bitumen content and aggregate grading within the tolerances as in Table 4.11 JKRlSPJ.

Comply

Yes 0 No 0

Yes 0 No D

Yes 0 No D

Yes 0 No 0

# Theoretical maximum specific gravity. # Preparation of Marshall specimens.

# Bulk specific gravity of Marshall specimens. # Volumetric properties of Marshall specimens. # Marshall stability and flow.

Test results shall comply with Table 4.10 JKRlSPJ.

• Record temperatures of premix on the lorry, at plant and site.

Refer to Clause 'Temperature of Asphalt' in this Checklist.

• Record laying temperatures.

• Record laying (uncompacted) thickness.

• Check texture of paved surface before rolling.

• Record temperatures immediately before rolling

(rolling temperatures).

• Record rolling pattern.

• Check texture of compacted surface.

• Cut core samples after the laid material has sufficiently hardened.

• Record compacted thickness and density from core samples.

Compacted thickness and density shall comply with Clause 4.2.4.5 (i) and U) JKRfSPJ.

COMPLIANCE WITH JOB MIX FORMULA Clause 4.2.4.3 (d JKRlSPJ

Once the job mix formula is approved by the S.O., the contractor is bound to produce asphalt which precisely meet the bitumen content and grading as specified in this formula within the tolerances set forth in Table 4.11 JKRfSPJ.

Bitumen content.

Fractions of combined aggregate;

i. passing 5.0 mm and larger sieves.

ii. passing 3.35 nun and 1.18 mm sieves. iii. passing 425 um and 150 um sieves.

IV. 75 mn sieve.

+/- 5.0% +/- 4.0% +/- 3.0% +/- 2.0%

.to

Comply

Yes D No D

Yes D No D

Yes D No D

Yes D No D

PRODUCTION OF ASPHALT

Gradation analysis of aggregates:

# Batch plant - 1 test per hot bin per day of production (JKR Guidelines).

# Drum mix plant - 1 test per cold bin per day of production (JKR Guidelines).

The following tests shall be carried out for every 200 tons of premix produced (JKR Guidelines);

• Bitumen content and aggregate grading (ASTM D 2172 or BS 598).

• Theoretical maximum specific gravity (ASTM D 2041).

• Preparation of Marshall specimens (ASTM D 1559 or AASHTO T 245).

• Bulk specific gravity of Marshall specimens (ASTM 2726 or

AASHTO T 166).

• Calculation of voids filled with bitumen (VFB).

• Voids in mix (VIM) (ASTM D 3023).

• Marshall stability and flow (ASTM D 1559 or AASHTO T 245).

SAMPLING OF ASPHALT BS 598

Sample quantity:

# Nominal size larger than 20 mm (eg. ACB28) - minimum 24 kg. # Nominal size 20 mm and smaller (eg. ACW20) - minimum 16 kg.

Samplingfram lorry (the most usual and acceptable practice): # Nominal size larger than 20 mm - take 4 increments.

# Nominal size 20 mm and smaller - take 3 increments.

# One increment weighs approximately 7 kg.

# Use size 2 square-mouth shovel (an average size 2 shoveful weighs approx. 7 kg).

# Increments shall be widely spaced but not closer than 300 mm from the edge of lorry.

# Scoop 100 mm below surface.

TEMPERA TURE OF BITUMEN Clause 4.2.4.5 (d) JKRlSPJ

The temperature of bitumen when delivered to pugmiIl: 140 - 160 C

Note: ASTM D 3515 recommends that bitumen should not be exposed, during storage and mix production, to temperatures of higher than 177 C (350 F).

47

Comply

Yes D No D

Yes D No D

Yes D No D

Yes D No D

Yes D No D

Yes D No D

TEMPERA TURE OF ASPHALT Clause 4.2.4.5 (0. (V. m JKRlSPJ

The temperature of asphalt immediately before unloading from the lorry into the paver hopper shall be not less than 125 C.

The temperature of asphalt at the start of rolling shall be not less than 110 C.

Note 1: On the upper limit, Asphalt institute recommends that the temperature of asphalt shall be not more than 163 C (325 F).

Note 2: The asphalt shall comply with the laying and rolling temperatures as established during the plant trial.

Use Check Card (as per Attachment 4 or equivalent) to monitor the temperatures of asphalt at plant and site, and during laying and rolling, as well as the movement of the lorries and laying chainages.

LAYING OF ASPHALT Clause 4.2.4.5 (g) JKRlSPJ

Range of allowable compacted thickness:

2 x nominal maximum aggregate size < thickness < 100 mm

On superelevated sections, laying shall start along the lower side of the carriageway and progress to the higher side.

On gradients in excess of 4%, laying shall not be carried out in downhill direction.

COMPACTION OF ASPHALT Clause 4.2.4.5 W. (j) JKRlSPJ

Rolling temperatures and pattern shall be as established during the plant trial.

Ifthere are joints, roll the joints first.

Speed of rollers: Maximum 5 km/h steel wheel roller, maximum 8 km/h pneumatic tyre roller.

Rate of cutting core samples: One core for every 500 m2 (but not less than 2 for each paving session).

Compacted density requirements:

• Wearing course, 98% - 100% of Marshall density.

• Binder course, 95% - 100% of Marshall density.

48

Comply

Yes D No D
Yes D No D
Yes D No D
Yes D No D
Yes D No D Yes D No 0

Yes D No D Yes D No D

Yes D No D
Yes D No D
Yes D No D
Yes D No D Yes 0 No D

Compacted thickness requirements:

The average thickness over any 100 metres length shall be not less than the required thickness, and the minimum thickness at any point shall be not less than the required thickness minus 5 nun.

CONSTRUCTION JOINTS Clause 4.2.4.5 (h) JKRlSPJ

Cold longitudinal or transverse joints shall be cut before the adjacent area is paved. Cut joint faces, contact surfaces of kerbs, manholes etc shall be brushed with RS-IK to ensure good bonding.

Construction joints should be offset from those in underlying layer by at least 100 mm for longitudinal joints and 500 mm for transverse joints.

Avoid having longitudinal joints in wheelpaths.

OPENING TO TRAFFIC Clause 4.2.4.5 (k) JKRlSPJ

Usually not less than 4 hours after the start of rolling. Restrict vehicle speed to 30 kmlh or less if earlier opening is necessary.

SURFACE REGULARITY Clause 4.4.3 JKRlSPJ

The regularity of pavement surfaces. as measured by the rolling straight edge or straight edge and wedge, shall be within the relevant limits as given in Table 4.14 JKRlSPJ. Longitudinal traverses shall be carried out for every 300 metres of completed sections. Measurements of transverse regularity shall be made using a straight edge and wedge at intervals of not more than 50 metres along completed sections and at any areas which appear uneven. At each measurement position, the full width profile of the carriageway and shoulders shall be checked.

Comply

Yes D No D

Yes D No D

Yes D No D Yes D No D

Yes D No D

Yes D No D

1.0 BITUMEN EMULSION TESTS

Attachmel

1.1 Saybolt Forol Viscosity (ASTM D 244)

The Saybolt Furol viscosity test measures and specifies the consistency of bitumen emulsion. For SS~H and RS~IK, the test is carried out at 25 C. In the test, the time required for 60 ml of sample to flow throi an orifice is determined and is termed Saybolt Furol viscosity in seconds.

Requirement: s.')- 1 K min 20 s, max lOO s, RS~ 1 K min 20 s, max

1.2 Storage Stability (ASTM D 244)

The storage stability test is used to determine the ability of bitumen emulsion to remain as a uniform dispersion during storage. In the test, the difference in percent residue of sample taken from the top and bottom of material placed in undisturbed simulated storage for 24 hours is determined.

Requirement: SS~IK max 1%, RS-IK max

1.3 Sieve (ASTM D 244)

The sieve test is used to determine quantitatively the percent of bitumen present in the form of relatively large globules. Such globules do not provide thin and uniform coatings of bitumen on aggregates. In the test, a sample is poured through a 850 um sieve and the amount of retained bitumen is determined.

Requirement: SS-IK max O.lO%, RS-IK max O.

1.4 Cement Mixing (ASTM D 244)

The cement mixing test indicates the relative rate at which the colloidal bitumen globules will 'break' w spread in thin films. In the test, a sample is mixed with finely-ground Portland cement and the mixture washed over a 1.40 mm sieve. The amount of material that is retained on the sieve is expressed as the percentage by weight.

Requirement: S'S'-lK max 2%, RS-1K

1.5 Particle Charge (ASTM D 244)

The particle charge test is made to identity cationic emulsions. It is performed by immersing a positive electrode (anode) and a negative electrode (cathode) into a sample. Cationic bitumen emulsion will mig. toward the cathode.

Requirement: ,S;S'-IK Positive, RS'-lK Pas,

1.6 Residue From Distillation (ASTM D 244)

The distillation test provides a means for determining the relative proportion of bitumen and water in bitumen emulsion and the amount of oil distillate which is contained in some grades of bitumen emulsic The test also provides a bitumen residue on which additional tests may be made. The residue from distillation is expressed as the percentage by weight whereas the oil distillate by volume.

Requirement: Bitumen ss.n: min 57%, RS'~lK min 50%, Oil SS-lK NA, R,)-IK max

1. 7 Test on Residue From Distillation

1. 7.1 Penetration (ASTM D 5)

Refer to Attachment 3.

Requirement: S:S'-lK 60-200 xtl.lmm, RS'-l K 60-200 xO.l

1. 7.2 Solubility in Trichloroethylene (ASTM D 2042)

Refer to Attachment 3.

Requirement: S'l-IK min 97.5%. RS-IK min 97

so

2.0 AGGREGATE TESTS

Attachment 2

2.1 Aggregate Crushing Value (MS 30)

The aggregate crush.ing value gives a relative measure of the resistance of aggregates to crushing under a gradually applied compressive load. It is expressed as the percentage by weight of fines formed (passing 2.40 mm sieve) to the total weight of sample.

Requirement: Not more than 30%

2.2 Sodium Sulphate Soundness (AASHTO T 104 or ASTM C 88)

The test estimates the soundness of aggregates when subjected to weathering action in concrete or other applications. This is accomplished by repeated immersion in saturated solution of sodium sulphate for 16- 18 hours followed by oven drying at 110 C until constant weight is achieved, for 5 cycles. The result is expressed as the percentage of weighted average loss of weight for all the fractions being tested.

Requirement: Not more than 12%

2.3 Flakiness Index (MS 30)

The flakiness index is the percentage by weight of aggregates whose least dimension (thickness) is less than three fifths of their mean dimension.

Requirement: Not more than 30%

2.4 Water Absorption (MS 30)

Water absorption of aggregates is expressed as the percentage by weight of the absorbed water (the difference in weight between saturated surface dry aggregates and oven-dried aggregates after being immersed in distilled water at 27 C for 24 hours) to the weight of oven-dried aggregates (placed in oven at 105 C for 24 hours).

Requirement: Not more than 2%

2.5 Polished Stone Value (MS 30)

The polished stone value gives a relative measure of the extent to which different types of aggregate in the wearing course will polish under traffic. Aggregate samples are subjected to an accelerated polishing action in a special machine and the state of polish reached by each sample is measured by means of a suitable friction test.

Requirement: Not less than 40

BITUMEN STRIPPING TEST (ASTM D 1664)

This test method describes coating and static immersion procedures for determining the retention of bitumen film on aggregate surface in the presence of water. In the test, 100 g aggregates that pass 9.5 mm sieve and retained on 6.3 mm sieve are mixed with 5.5 g bitumen. The coated aggregates are then immersed in distilled water at 25 C for 16 - 18 hours. The percentage of the total visible area of aggregates which remains coated is estimated as 'above 95%' or 'below 95%' .

Requirement: Above 95%

51

3.0 BITUMEN TESTS

Attachmel

3.1 Penetration (ASTM D 5)

The test measures the consistency of bitumen so that it can be classified into standard grades. It is done. subjecting bitumen sample in a test cup 55 mm diameter and 35 mm deep to a penetration of a standard needle with a 100 g mass for 5 seconds at 25 C.

Requirement: 80-100 eo.:

3.2 Softening Point (ASTM D 36)

The test measures the temperature at which bitumen reaches a certain degree of softness. It is done by loading bitumen sample, which is confined in a brass ring, with a steel ball of diameter 9.5 mm and mas 3.5 g, in a gradually heated water. The water temperature in C at which the sample softens and the ball strikes a plate 25 nun below the ring is called the ring and ball softening point of the bitumen.

Requirement: 45 - j

3.3 Solubility in Trichloroethylene (ASTM D 2042)

The test measures the purity of bitumen. The portion of bitumen that is soluble in trichloroethylene represents the active cementing constituents. Only inert matter such as salts, free carbon or non-organic contaminants are insoluble. The test is done by allowing about 2 g of bitumen sample to dissolve in a 10 ml of the solvent and filtering the solution through a glass fibre pad. The weight of residue retained is determined and the percentage of soluble material is calculated by difference.

Requirement: Minimum 99

3.4 Ductility (ASTM D 113)

The test is intended to provide assurance that the bitumen is not too brittle to induce cracking in the bituminous road surfacing. Bitumen sample is subjected to elongation at a rate of 5 cm per minute at 25 The elongation in em at which the sample breaks is called the ductility of the bitumen.

Requirement: Minimum 10C

3.5 Flash Point (ASTM D 92)

The test is primarily a safety test. It indicates the maximum temperature to which the bi turnen can be saf heated. TIle flash point of bitumen is the temperature at which it evolves inflammable vapours which wi ignite on contact with open flames. The test is done by gradually heating bitumen sample in a brass cup periodically passing a small flame across its surface until a brief flash of blue flame is observed.

Requirement: Minimum 22

3.6 Retained Penetration after Thin Film Oven (ASTM D 1754/D 5)

The thin film oven test (TFOT) actually is not a test but a procedure intended to subject bitumen to hardening conditions approximating those that occur in normal hot-mix facility operations. The retained penetration determined after TFOT is considered to be a measure of the resistance of the bitumen to changes under conditions which produce hardening. The TFOT is done by placing a 50 ml bitumen samj in a flat-bottomed pan 140 mrn diameter and lO mm deep. The bitumen layer is about 3 rrun deep. The p is placed on a shelf which rotates approximately 5 to 6 revolutions per minute for 5 hours at 163 C in an ovett TIle effects of heat and air are evaluated from changes in the penetration values. Penetration chang is reported as the penetration of the residue expressed as a percentage of the original penetration.

Requirement: Minimum <I

3.7 Loss on Heating (ASTM D 6/D 5)

This test method provides a relative measurement of the volatility of bitumen under test conditions. A 5C sample is placed in a container of diameter 55 mm and heated in a revolving-shelf oven for 5 hours at 16 C. The loss in mass is expressed as a percentage of the original mass. The drop in penetration is expresse as a percentage of the original penetration.

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Requirement: Loss on heating - maximum O.

Drop in penetration after heating - maximum ~

1.0 Contract No. 2.0 Plant

3.0 Date

7.0 Sampling

7.1 At Plant: YES I NO

a. Type of Sample:

b. Tests (specify):

CHECK CARD

4.0 Type of Mix 5.0 Load No.

6.0 Tip-Truck Registration No.

Attachment 4

7.2 At Site: YES INO

a. Type of Sample:

b. Tests (specify):

8.0 Temperature of Mix on Tip-Truck

9.0 Time Leave Plant: 11.0 Time Arrive Site: 13.0 Time Start Laying: 15.0 Start Chainage:

17.0 Temperature At LayingIRolling

10.0 Weather At Plant: 12.0 Weather At Site:

14.0 Temperature of Mix in Paver Hopper: 16.0 End Chainage:

18.0 Remarks:

19.0 Reporting Officer 19.1 At Plant:

19.2 At Site:

53