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Good Quality Control 2005 PDF
Good Quality Control 2005 PDF
TABLE OF CONTENTS
Item
Page
1
2
4
7
Bitumen
Mix design
Compliance
10
11
Mixing plants
Batch plant mixing operation
12
14
Site preparation
17
Delivery of asphalt
21
Laying of asphalt
23
Hand casting
26
Compaction of asphalt
28
Construction joints
Joint preparation
Transverse joint construction
Longitudinal joint construction
31
32
35
37
39
Checklist
41
Page1
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 roadbase 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 affinitywith 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
Page 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.
Page 3
Aggregate stockpiles
Good separation of stockpiles.
Quality control of asphalt begins with
aggregate stockpiles. Different sizes of
aggregate should be kept separated.
Page 4
Aggregate 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.
Page 5
Aggregate 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 carryover may occur (refer to page 16).
No intermingling of aggregates.
Intermingling and overflow of aggregates in the cold bins should be avoided.
Page 6
Aggregates
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.
Page 7
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
MS 124 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 liquidify 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 MC-70.
Page 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-1K 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 slung 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-1 K.
Page 9
Mix design
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.
Cawangan Jalan, Ibu Pejabat JKR, K.L
Page 10
Compliance
Job mix formula. As a result 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.
Cawangan Jalan, Ibu Pejabat JKR, K.L
Page 11
Mixing plants
Mixing plant shall 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.
Page 12
Mixing plants
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Page 16
Site preparation
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.
Page 17
Site preparation
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 RS1K. The rate of application is usually
between 0.25 to 0.55 litres/sq.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.
Page 18
Site preparation
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.
Surface protection.
Traffic should be kept off the tack coat
at all times prior to the placement of
asphalt. Thus tack coat should only be
achieve a satisfactory degree of tackiness.
Page 19
Site preparation
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.
Page 20
Belivety 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.
Page 21
Delivery of 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.
Page 22
laying of 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 of the mat produced is determined by road forms upon which the paver
runs. The road forms also form the edge of the mat.
Slipforrn 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.
Page 23
Laying 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 personel and equipment from comming in contact with the stringline and disturbing it.
Page 24
Laying of 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).
Page 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.
Page 26
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.
Page 27
Compaction of asphalt
Compaction is the densification of asphalt by the application of pressure initially from the paver
tamper and subsequently from the rollers.
The performance and durability of the pavement depend largely on the degree of compaction
achieved. Good compaction improves structural strength and resilience of the pavement, increases
resistance to rutting and reduces moisture penetration and age hardening.
For each layer of mix, compaction by rolling should commence as soon after laying 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 to 135 C. It should not be less than 110 C as
per Clause 4.2.4.5 (i) of SPJ because even if the density is adequate, compaction at low temperatures could induce excessive strains in the binder film which result in hair-line cracks. Too high a
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 approved pneumatic tyre roller. The
final rolling should be carried out with an approved steel wheel roller to eliminate minor surface
irregularities or roller marks left by the pneumatic tyre roller.
All rollers should operate in a longitudinal direction with their driven wheels towards the paver.
Rolling should generally commence at the lower edge and progress uniformly to the higher edge
except where there is a longitudinal joint which should be rolled first.
If the rollers can not keep up with the speed of the paver, more rollers should be used or the
paving operation be slowed down.
Compaction should be carried out in such a mannerthat each section receives equal compactive
effort and that no roller marks are visible after final rolling.
Page 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.
Page 29
Compaction of asphalt
Taking core samples.
Within 24 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.
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.
Page 30
Construction 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 RS1K 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 jpints should be pffset from those in any immediately underlying layer by at least
100 mm for longitudinal joints and 500 mm for fransverse joints as per Clouse 4.2.4.5 (h) of SPJ.
Page 31
Joint preparation
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.
Page 32
Joint preparation
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.
Shoddy practice.
The aftermath of spraying the cut joint
faces with tack coat material at an uncontrollable rate.
Page 33
Joint preparation
Page 34
Page 35
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.
Page 36
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 roller should continue to operate
along this line, its position being shifted
gradually across the joint until a thoroughly compacted neat joint is obtained.
Page 37
Page 38
Page 39
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.
Page 40
CHECKLIST
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