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7~ State of Wisconsin \ D E P A R T M E N T O F T RA N SP O R T A T I ON
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COMPACTI.ON

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I WisDOT Library
4802 Sheboygan Ave.

I Room 100
P.O. Box 7910
Madison. WI 53707

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 COMPACTION OF BITUMINOUS PAVEMENTS

CONTENTS
PAGE
INTRODUCTION 1

IMPORTANCE OF COMPACTION 2

REQUIRED LEVEL OF COMPACTION 4

THE COMPACTION PROCESS , , ~·. 4 .

I - ~ ;; ' .: ,

FACTORS AFFECTING COMPACTIBILITY OF MIXTU~fS · 6"

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AGGREGATE PROPERTIES I

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ASPHALT QUANTITY ' 7

ASPHALT VISCOSITY ·· •
..
•·
_-. s··: ;_., :_
. ~ .

'. 11
MIXTURE PROPERTIES . j

PAVEMENT COURSE THICKNESS 12 I I

'-. l
AMBIENT TEMPERATURES ., 12 (
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BASE SUPPORT 12

PAVEMENT
' .
COMPACTION 14

ROLLING EQUIPMENT 14

MECHANICS OF ROLLING ACTION 14

ROLLING TEMPERATURE · -16

NUMBER OF ROLLERS : 16

ROLLING PATTERNS 16

WHEN REQUIRED DENSITY APPEARS DI~FICULT

TO ACHifzVE , 17

SUMMARY· ANo ·coNCLUSION 18

REFERENCES 20
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1 COMPACTION OF BITUMINOUS PAVEMENTS
By
G. H. Zuehlke*

INTRODUCTION
A successful bituminous concrete pavement is defined as one that provides
adequate and safe service, is durable and is economical to build and maintain.
Such success depends on many factors, including:

I-structural design,
2-properties of materials,
3-proper mixture proportions, and
~.-proper construction practices, including compaction.

Proper compaction of bituminous paving mixtures on the roadway is a very

important but often neglected factor in assuring a successful bituminous
pavement. Because of the many vagaries and imponderables involved in the
properties of bituminous paving mixtures and because of the infinite number
of variable conditions encountered in the construction process, bituminous
pavement compaction tends to be relegated to being an "art". While art may
have a place and should not be entirely derogated, we must appreciate that
most of these vagaries and variables can be quantified, or at least characterized,
so as to be able to transfer many of the facets of compac_tion from the nebulous
area of art to the predictable area of s~ience, based on proven facts,
theoretical considerations, documented observations and experience.

This material is designed to develop this thesis and to describe those factors
which affect pavement compaction, in the hope that a better understanding
of the subject will lead to more successful bituminous pavements. Most of
the included data, information, and recommendations is gleaned from an existing
plethora of published reports by eminently qualified authorities on bituminous
paving, so one can accept the included material as being quite valid.

Nothing included herein is intended to represent a departure from existing

Division policy nor to contradict or abridge any existing standards or
specifications.

* Chief Materials Engineer - Wisconsin Department of Transportation

 -2-

IMPORTANCE OF COMPACTION
Adequate and uniform compaction of a bituminous paving mixture is necessary to:

the necessary h sical or mechanical ro erties of the mixture.

ne sue property 1s its st1 ness w ic 1s nesessary to assure the · load
distribution or load spreading ability of the course so that stresses
in underlying courses will not exceed those assumed in the design process.
Another property is fatigue resistance which relates to the course's
ability to accept repeated flexing without cracking. A third may be
called its creep properties which determine the course's ability to
resist rutting, shoving and other similar.distress (12) (13).

All of these properties are improved by increasing the shear strength

or stability of the mixtures by forcing the aggregate particles into
intimate . contact with each other, thus increasing the internal friction.
Figure 1 illustrates typical relationships between Marshall stability
and compacted densfty for two different asphalts (2).

LL 1600 PAVING -MIXTURES CONTAINING

0
0
~ PENETRATION ASPHALT
;: 1400
<t
(/)
~ 1200
:::, MECHANICAL COMPACTOR
0
~ 1000
>-
I-
:J 800
CD
~
(/) 600
.J
...J
<t
:::c 400
(/)
LOW VISCOSITY
Q: ASPHALT
<t 2 BLO
~ 200

_ -9;::-;s=----;:9-::;1--n':9e;;--~9i'o9:--7 1inoo
o L - -...l-----:9~2-~9=-3---=9::l--:4:---:\f-=.99L:: -5-+
90 91
% LABORATORY COMPAG-TED DENSITY (60 BLOWS)

Figure 1-- Marshall stability vs percent laboratory compacted density for identical mixes containing
low viscosity and high viscosity asphalt-cements. .

2-develop the cohesion necessary to bind the aggregate particles together

to prevent raveling, particularily at joints and edges and to reduce
scuffing by traffic. The asphalt produces this cohesion, but maximum
cohesion is developed when the aggregate particles are in intimate
contact with each other so that the asphalt coating films can be of
such thickness and ·•istribution as to be most effective in developing
cohesion.
 '
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3-make the pavement more durable by making it denser and less ~a~
to air and water. This is accomplished by reducing the number an~
7 distribution of inter-connected air voids. While a certain level of
air voids is necessary to accomodate further pavement densification
from traffic without flushing, it is important that the amounts of
J such voids be limited for sake of durabi Ii ty. Too many air voids,
particularily if inter-connected, leads to high permeability, both to
air and water.

Circulation of air through the mixture will result in oxidation of the

asphalt films and lead to early hardening and embrittlement of the
pavement and lead to premature or excessive cracking. Figure 2

, illustrates the rate of hardening of the asphalt as affected by the

initial level of air voids in a bituminous paving mixture.

It can be shown that for a mixture having a labora~ory density

corresponding to a void content of 2 percent, a pavement compacted to
95 percent of laboratory density, would have about 8 percent of voids.

I Data from the figure would indicate that after 4 years of service, the
asphalt's retained penetration would be about 60 percent of what it was
immediately after rolling. Any amount of hardening of the asphalt
beyond this could result in premature cracking of the pavement.

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6 8 10 12 14 16 18
AIR VOIDS IN PAVEMENT AS CONSTRUCTED-PERCENT
Figure f- Effect of initial air voids in pavement on change in penetration of asphalt ofter four years
of service. ( R4',C? j

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 -4-

High permeability resulting from excessive voids also will allow entrance
of water into the pavement, particularly when pumped through by wheel
loads, can lead to asphalt stripping from the aggregate, accelerated
oxidation and loss of cohesion.

Remember also that one purpose of the pavement surface is to act as a

roof to protect the base, subbase and subgrade from surface water.
Obviously, high permeability or porosity will allow surface water to
pass through the pavement to the underlying materials, cause them to
lose bearing strength and lead to premature structural failure of the
pavement.

4-produce an acceptable surface finish. The finished surface, after

compaction is completed, should be smooth and guiet_ riding, uniform
in texture and appearance, have satisfactory friction) properties and
be relatively free of blemishes, scuffs, roller -marks etc.

REQUIRED LEVEL OF COMPACTION

Standard mixture design procedures are used to establish mixture proportions,

for the proposed aggregate and asphalt, -which will meet certain criteria for
stability, voids, and flow, all considered to be important properties of the
mixtures. These same test procedures will also yield a value referred to
as "Laboratory Density", which is then used as a target density for the paving
mixtures compacted on the roadway. The Standard Specifications then require
that the attained compaction equal or exceed certain specified percentages
of this laboratory density, 95 percent in the case of bituminous concrete
surface courses. It is assumed that if the pavement courses are compacted
to these required levels, they will have and·retain certain minimum levels
of service. (15) Some authorities suggest that there is a strong case for
compaction to levels substantially greater than 95 percent, even as high as
100 percent of laboratory density, in order to assure maximum life expectancy
of the pavement. (2)

THE COMPACTION PROCESS

I

In general terms, compaction means to pack or concentrate in a limited space

or to closely unite or to join firmly. In the case of bituminous paving
mixtures, compaction means to consolidate the discrete aggregate particles and
their asphaltic films into a coherent, firm and solid mass having desired
strength, cohesiveness and permeability properties. The process involves
four distinctive phases:
I-Squeezing out of the air contained in the loose deposited mixture
and bringing the aggregate particles into contact with each other.
2-Further orientation of the individual aggregate particles by forcing
them to slide and readjust their postion, orientation and alignment
and to come into intimate contact with each other. At this stage, the
asphalt films are squeezed thin at the aggregate contact points and
other asphalt tends to fill remaining interstices to render the mixture
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l relatively impermeable and yet leave enough void space to accomodate
any possible densification by traffic without flushing.
i 3-Final and ultimate consolidation to assure a uniform equilibrium
or· balance of consolidation and to true up surface irregularities.
This final phase does not add greatly to total densification but is
important.
4-Further densification will occur due to vehicular traffic following
construction. The amounts will depend on several characteristics of
the mixture including the grading and.character of the aggregate, on
the viscosity characteristics of the asphalt, on the volume and
character of the traffic, on the amount of compaction achieved during
construction and on time. It is generally assumed that this additional
densification will be completed in about 3 to S years at which time the
mixture is expected to approach approximately 100 percent of laboratory
design density and still retain at le.ast 2 percent air voids and will
not likely have reached a flushed or potentially slippery condition.
While traffic does increase density slightly, it cannot be depended
upon to develop adequate density in a pavement that has not received
sufficient high-temperature rolling during construction.
Figure 3 illustrates the typical relative amounts of densification achieved
during these four compaction phases.

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--£~ \t'ft. ·"'
C.CW..ff.l~Oo\ \
P#A..rcZ P#l'ISG".3
FIGURE 3 - RELATIVE DENSIFICATION
J °"tf'Le.\ 60- l!.o/.
c.o""'f .. t.~1°"'
ACHIEVED IN VARIOUS STAGES OF COMPACTION

I
The first three phases correspond, in a general way, to the three phases of
J rolling used to compact a bituminous pavement course, namely: breakdown rolling,
intermediate rolling and finish rolling, respectively.

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 -6-

FACTORS AFFECTING COMPACTIBILITY OF MIXTURES

Many factors influence the compactibility of a given bituminous mixture. Some

of the more_ important ones are as follows:

AGGREGATE PROPERTIES
Several aggregate properties affect the compactibility of bituminous
paving mixtures:
1-its gradation or particle size distribution
2-shape of aggregate particles
3-surface texture of aggregate particles.

Regarding gradation, it can be shown that for any given aggregate,

there exists a theoretically ideal gradation which will produce a
maximum density and minimum voids. Fuller's Curve, defined by the
following expression, describes such an ideal gradation:

~ ) 0.5
p •( D (100) Where: P = percent passing any
particular sieve
d = size of the particular sieve
D = nominal maximum size of
aggregate

This can be plotted on linear/logrithmic chart but is rather awkward

to use. A better way tti illustrate such a maximum density curve is
by using a graph paper having scales shownin Figure 4. On this, the
maximum density gradation is described by a straight line connecting
the origin and a point on the 100 percent passing line representing
the nominal maximum size of the aggregate (10) (14) (21).

It should be noted however that while such an ideal gradation may result
in high density and high stability, in a practical sense, may be
undesirable for aggregate in bituminous paving mixtures (10) (14) (21).
For one thing, it assumes near perfect uniformity of distribution of
particle sizes, which is impossible to achieve and required levels of
compaction may be difficult to achieve. Secondly, if such maximum is
achieved, there will remain a minimum amount of void space in the
aggregate interstices to accomodate an amount of asphalt required to
make the pavement durable and also to provide an amount of remaining
void spacetoaccommodate subsequent pavement densification by traffic,
~ithout flushing.
A more appropriate gradation may result if the gradation curve were
fattened up in the sand sizes as shown by the dashed line in Figure 4.
These additional fines would tend to float or separate the larger size
particles and thus reduce the interlock between them, making compaction
easier and result in their being room for more asphalt which would
improve cohesion and result in a more durable pavement.
 -7-

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FIGURE 4 ·- TYPICAL MAXIMUM DENS ITY CURVE

I Regarding the sha e and surface texture of t he · aggregate particles, it
1
is obvious that i the particles were very angular and rough textured,
J the mixture would have high stability but compaction would be more
difficult to achieve. This is because such particles would have very
high internal friction and be lacking in mobility or ability to reorient
in the compaction process. The blending in of smoothe·r or more rounded
particles, could improve t he mobility of t he aggregate particles making
compaction ·easier to achieve and p_robabl y result in a more durable
pavement.

ASPHALT QUANTITY
The quantity of asphalt in a bituminous mixture will affect the densification
that can be obtained with a given compactive effort. · Figure 5 shows such
typical relationships and illustrates that for a given aggregate ; and with
a given compactive effort, there exists an optimum asphalt content that
will result in a maximum density for the mixture.
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FIGURE 5 - EFFECT OF ASPHALT CONTENT ON DENSITY

The shape of the curve is similar to the typical moisture - density curve
for compacted soils. Since asphalt acts like a lubricant for the aggregate
particles, as amount of asphalt increased, greater density is achieved.
Then at some given level, the amount of asphalt is such that, its films
actually retard the consolidation of the aggregate particles. Then
since the specific gravity of the asphalt is greatly less than that of
aggregate, the density actually decreases at asphalt contents above
optimum.

This relationship shown merely to illustrate a point. Extreme care must

be used in adjusting asphalt content in the field for the singular purpose
of making compacted density easier to attain, because other important
properties could be affected adversely.

In practice, the established job-mix formula may not specify a single

value of asphalt content corresponding to the maximwn density, but rather
may indicate a range of asphalt contents which will yield mixtures meeting
certain design criteria. The project engineer will then specify an ·
asphalt content within that range which best suits existing conditions.
The target density then should be represented by the density on the curve
corresponding to the actual specified asphalt content. (8)

ASPHALT VISCOSITY
The viscosity of the asphalt at the time of mixture compaction also
affects the level of densification attained by a given compactive effort.
Each particular type, grade and source of asphalt has unique viscosity
properties and it is important to note that these viscosity properties
are affected greatly by the temperature of the asphalt. · Table 1 shows
such relationship of viscosity versus temperature. These are composite
data gleaned from several sources.
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TALBE 1 - EFFECTS OF TEMPERATURE ON VISCOSITY

i TEMPERATURE VISCOS TY

J (F)

300
(C. S.)

200
250 600
i 200
150 .
6,000
100,000
100 6,000,000

I Figure 6 shows the effects of compaction temperature on attained densities

for two asphalts having different viscosity characteristics (2).

151-------.----r--- ,-----,---,--,. 2·42

LOW VISCOSITY ASPHALT 2·41
PENETRATION AT 77°F. 94 _ _.__ _-t-----t
150 VISCOSITY AT 275°F. S.F. 120 SECS

Figure 6. Influence of asphalt viscosity on ease of compaction of paving mixtures. {/2/fF Z)

Thes7 effects of ternp:rature of bituminOUS ,J}t1v~! uz es, on the atta~ned

I density, can be explained by reference to 'Fa-Me-=; and understanding that
at high temperatures, the asphalt's viscosity is lower, thus resulting
in lower cohesion and greater lubrication properties~ Regarding the
J effects of the unique viscosity propertie~ of the two asphalts illustrated,
it is noted that while the penetrations at 77F are similar, their
viscosities, measured at 275F are quite different, resulting in different
levels of attained density for given compactive effort.

These data were obtained in laboratory tests but similar relationships

have been illustrated in the field.
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MIXTIJRE PROPERTIES
The above-described factors affecting compaction manifest themselves
collectvely in the laboratory Marshall mixture design properties which
can be used to predict the compactibility of paving mixtures. One such
property, derived from Marshall test data, called "compactibility", is
derived as follows . (6):
I I

(Flow) (1000)
Compactibility = - - - - - - - - -
(Voids) (Stability)
From laboratory test data we find that this value of "compactibility"
may range from a low value of about 1.0 for certain crushed stone aggregate
mixtures, to about 3.0 for mixtures having properly-graded, smooth and
well-rounded aggregates. Figure 7 shows a typical relationship between
such compactibility values and amount of compaction that can be achieved
with given compactive efforts.

~---------=-----,
) lo~ ........
~
~ fq •-----+----+---+-------:-

\ ,~.--,;__-+-----+---
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~ f//, ___

re~ 95...___ _..,___ _...;..__ _ _ _ ___,

O / 2 3 4
C°OMP~7/.B/L /TY A/blA?BE~
FIGURE 7 - EFFECT OF COMPACTIBILITY NUMBER
ON PERCENT COMPACTION (Ref. 6)

Another interesting measure of compactibility, describes the bearing

capacity of a bituminous mixture under rolling action, using laboratory
Marshall test data (5). It is derived as follows:
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Stability (-~ - flow)
Bearing Capacity=
Flow (100)
For mixtures, common for bituminous surfaces in our work, these bearing
capacity values can be expected to vary from extremes of about 90 to
about 450.
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On, one extreme, a mixture may have a very high bearing strength which
would result in a given roller riding high on the mixture, resulting
7 in very low shearing action and in very low compaction being accomplished.
Such a mixture may be described as being under stressed and increases
in compactive effort will be required to achieve any increase in density.
J One the other extreme, a mixture may have very low bearing strength
which would result in a given roller sinking into the mixture causing

i the mixture to bow ·Wave excessively and to spread out laterally beneath
the roller, perhaps even causing a reduction in densification. In this
case the mixture may be termed over stressed. This would indicate that
lighter rollers would be appropr iate and/or the mixture is yet too hot
I
, to roll. The f~ &! owing Figure 8 may help to illustrate extremes of these
two conditions:

1/NDERST/lF.JJED OVfAST/eESSED

:,·o_-~: ? . . . ~SHOVING
OF THE MIX
Fig . B-Ty pcs o f M ixes Uncl e r Co mpr1c ti o n .(RcF- 7)

This suggests that for a mixture having a given bearing strength, there
exists an optimum compactive effort which would achieve maximum density
with minimum effort. For more stable mixtures, heavier r ollers and
more roller passes may be needed to achieve required compaction, while
for mixtures having low bearing strength, fewer passes and/or lower
rolling pr essures may be more appropriate.
A review of some recent experiences where required compaction was difficult
to achieve, the bearing capacity ranged from about 160 to about 200
I though on some other jobs, with mixtures having similar bearing capacities,
required compaction was achieved. For mixtures using crushed gravel
mixtures having bearing capacities in the range of 120 to 150, compaction
J was rarely difficult to achieve.
It should be noted that as density increases , fur the r compaction becomes
more difficult to achieve with given levels of compactive effort. For
example, the paver itself may provide as much as 80-85 percent compaction
and the first s tages of breakdown or intermediate rolling may quite
easily increase dens i t y to per haps 90 percent, with the last 5 percent
requiring a great deal mor e compactive effort. Of particular impor tance

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 -12-

in this is the fact that a mixture that appears to be easily overstressed

in early stages of rolling, will become understressed in later stages,
thus allowing, or even requiring, heavier rollers to be used. Figure 9
may illustrate the effects of density on resistance to further compaction.
See also Figure 3.
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P.ER'C.E..-</7 OP LABClR#7t.::7~Y D..FAl'.r/TY

FIGURE 9 - EFFECT OF COMPACTED DENSITY ON

RESISTANCE TO COMPACTION (Ref. 2).

PAVEMENT COURSE THICKNESS

Generally, the thicker the course is, the more easily can required
densities be achieved. Figure 10 shows some typical tests data which
illustrates this. One reason for this relates to the thicker courses
being able to retain their heat longer, thus allowing more time for
rolling. We have already discussed the effects of temperature on the
asphalts viscosity and that effect on achieved densification. The
relationship between course thickness and maximum aggregate size is also
important. Obviously, if the maximum aggregate size approaches the
course thickness, the rollers will tend to ride on these larger particles
, and tend to bridge over the rest of the mixtures, making compaction more
difficult to achieve.

AMBIENT TEMPERATURES
We described earlier the effects of mixture temperature on its compactibility.
It is quite obvious that if the underlying course is cold and/or if the
air temperature is low, the mixtures will tend to lose their heat faster,
thus making adequate compaction more difficult to achieve. Figure 11 shows
some typical cooling rates for pavements of varied thicknesses.

BASE SUPPORT
It has been shown that the stiffness of supporting strength of the bases
or underlying pavement courses can greatly affect the compactibility of
the mixtures. The greater the deflection that occurs under rolling of
the surface course, the more difficult will it be to achieve required
compaction.
 -13-

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C C:JL,/I:?..rS- -rH /CA:"A/F S'J - / /41.
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l FIGURE 11 - EFFECTS OF MIXTURE COURSE THICKNESS
ON COOLING RATES. (q,F;: IO)
 II

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PAVEMENT COMPACTION
ROLLING EQUIPMENT
The compaction of bituminous paving mixtures on the roadway is accomplished by
applying compactive effort using a variety of compaction equipment, usually
rollers, though the paver itself, with it tamping bars or vibrating screed
plates may provide initial breakdown compaction of upwards to 80-85 percent of
the laboratory density. Four types of rollers, commonly used, are - as follows
(16):

I-Tandem steel-wheel rollers.

2-Three wheel steel rollers.
3-Pneumatic tire rollers, ei~her of the fixed tire pressure
type or having tires and equipment capable of rapidly adjusting
tire pressure from about 25 psi to 125 psi.
4-Vibrating rollers - generally a steel-wheel roller which can be
vibrated by motor-driven eccentric weights. Such rollers have
capability of rapidly changing both amplitude and frequency of
vibration, as well as running without vibration.

MECHA!~ICS OF ROLLING ACTION

For steel-wheeled rollers, the behavior of the bituminous mixtures under the
roller can be illustrated by Figure 12.

SURFACE.

:,-~-,,.------.:-- -- ,/' -~.-.~. t

~t~~i~c_:~~',___:_~~-:-~-~:1____-
--L----'----'------HO_T_M_I_Xi~~;¼:
' BA5E
' - - - - - - y - -· __ / ' - - - ~ ' - - ~ -
MINOR COMPACTION MAJOR ----L-.-
Dt.COMPACTION DE.COMPACTION

FIGURE 12 - ACTION OF MIXTURE UNDER

STEEL-WHEEL ROLLER (Ref. 3).

As the roller progesses over the mixture, compaction is achieved directly

beneath the roller with decompaction occuring in the bow wave ahead of the
roller, and with some minor decompaction behind the roller. This word,
decompaction, may be misleading because the bow wave is the result of horizontal
shear .stresses which cause a shearing action which will provide for orientation
1
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I of aggregate particles which will allow easier compaction as the roller passes
these areas. With continued rolling, increased compaction is achieved until
a point is reached where the bearing capacity of the mixture is in equilibrium
with the weight of the roller and the roller appears to "walk out" of the
mixtures. Further compaction, if necessary, .must be accomplished by increased
compactive effort.

Care must be used in selection of such rollers, both as to wheel diameter and
weight so that the mixture will not be overstressed during rolling as would be
evidenced by the roller sinking too deeply into tne mixture and thus causing
excessive decompression bow waves. Such overstressing, not only would result
in poor compaction being accomplished, but also could result in excessive
tensile stresses beneath the roller, resulting in surface cracking or checking.
A solution to this problem would be to use a lighter roller and/or one having a
larger diameter until the mixture is densified enough to have developed enough
bearing strength to not be overstressed by a heavier or smaller diameter roller.

The mechanics of pneumatic rolling are slightly different. The distribution

of stresses beneath the tires tend to take the form of pressure bulbs which
result in shear stresses in two lateral directions as well as vertically. By
virtue of the tire spacings, the pressure bulbs tend to overlap 1 resulting in
the compaction stresses to be exerted laterally between the tires. These
stresses result in a kneading action which is very effective in densification
being achieved to greater depths in the mixture course. The total weight of
the pneumatic roller is not in its self a factor in determining the effectiveness
in accomplished densification. Rather, the effectiveness is dictated by the
tire pressure and the pressure contact area of the tires.

As with steel-wheeled rollers, a given mixture can be overstressed by a given

pneumatic tired roller. However, if the tire pressure is adjustable, such
pressure can be reduced to an appropriate level necessary to optimum effectiveness
of the roller in achieving densification. Weak or overstressed mixtures should
be compacted with low contact pressures (tire pressure) and then as the mixture~
compaction and bearing strength increase with rolling, the tire pressures can
be increased to appropriate levels necessary to provide added compactive effort.
Care must be used to assure that subsequent finish rolling can effectively
erase any remaining tire marks.
The mechanics of vibrator compactors are not thoroughly understood. They
provide a rolling action similar to that provided by a steel-wheeled roller,
but are capable of providing a pounding action with variable amplitude and
frequency. They do not densify a mixture by vibration , as is assumed by
I compacting a granular soil fill material, but rather by the pounding action.
There probably exists an optimum frequency and amplitude for a given mixture
and situation which may relate in part to the natural frequency of the total

J pavement system beneath the .roller. Manufacturers of such equipment do provide

instructional guidance in selection of proper settings and operations but in
the end it is the knowledge and skill of the operator that is essential. We
are aware of many applications when the use of vibrating rollers was very
effective in attaining density where such density was _difficult to attain with
other rollers, but we also know of some cases where vibrating rollers were
of questionable effectiveness.
 -16-

ROLLING TEMPERATURE
Applicable specification generally specify m1x1ng temperatures as well as
mixture temperatures as delivered to the paver (15). Rolling must then be
accomplished while the mixture temperatures are as high as possible without
causing undue displacement of the mixtures under the rollers, and such that the
required rolling can be completed before the mixture cools excessively (11).

Some authorities (1) say that breakdown rolling should be accomplished before
the mixtures cool below 220F and for best results, all rolling should be I

completed before 220F is reached. Others say that pneumatic tire rolling is I I

· most effective at temperatures below 200F, say in the lSOF to 180F range.
Others say that final rolling can be accomplished at temperatures between
100 and lSOF.

Obviously the correct rolling temperature depends on several factors including:

the properties of the mixtures, types of rollers used, etc.

NUMBER OF ROLLERS
Typically, the applicable specifications, will prescribe the m1n1mum number of
rollers of the several types and the minimum properties of such rollers. The
actual number needed in a particular situation will depend upon (18) (16) (15):

I-density requirements for the mixture

2-type, weight, and capability of available rollers

3-speed of the rollers

4-properties of the mixtures. That is: the amount of compaction effort

required to achieve required density. I I

5-rolling pa tterns used

6-paver speed in terms of area laid per unH of time (rather then tonnage
rate or actual pavers speed) .

7-mixture temperature thr oughout rolling period.

In a word, what is required, is the right amount of the right rolling equipment
at the right time.

ROLLING PATTERNS
The rolling patterns, including the number of roller passes, for breakdown,
intermediate and finish rolling, are important in assuring adequate, uniform
and efficient compaction. Such patterns will vary depending on several factors
such as: 1) types and number of roller used, 2) paving widths, 3) paver speeds,
4) existence of adjacent paving lanes or other construction, 5) ambient
temperatures, 6) properties of the bituminous mixtures, etc, with special
attention to transverse and longitudinal joints.

Further discussion of rolling patterns is not warranted here. Certain m1n1mum

requirements are dictated by appliable standard specifications (15) and other
guidance relating to accepted good practice is included in trade or association
publications (16) (17).
I
-17-
I Special attention must be given to uniformity of compaction. For example,
it has been shown that a roller operator tends to favor the center -of the
7 paving lane. It is common to find the center lane receiving twice as much
rolling as the lane edges (12). Where a surface is used to correct wheel path
rutting or badly worn wheel paths, such as caused by studded tire wear, the

J new mixture may be difficult to compact because the steel-wheel roller would
tend to bridge over the depressed areas.

One important thing to remember is that a typical roller operator may not
be a paving expert and can only follow specific instructions regarding how,
when and where to roll. It is important that he be given such specific
instructions by qualified people.

WHEN REQUIRED DENSITY APPEARS DIFFICULT TO ACHIEVE _

As discussed, many factors influence the compactibility of a given bituminous
paving mixture on the road. If difficulty is encountered in attaining the
specified minimum level of density, the following actions should be considered.
(3) (7) (9) (10):

For understressed mixtures:

I-increase weight of steel-wheeled rollers or the tire contact

pressure of pneumatic tire rollers.

2- decrease the diamater of the steel-wheeled rollers, but this

is not normally recommended because small diameter rollers are a
) common cause ·of surface checking.

3-increase number of roller passes. This may call for use of

more roller.sin order to keep up with paver ( or slow down the paver).
4-roll at higher temperature. Roll closer to the paver and use
more rollers if necessary to provide necessary compactive effort
before mixture cools excessively. Increase pugmill temperature
within limits of specifications, but note that higher .mixing temperatures
could result .in excessive hardening of the asphalt (20). Minimize
heat loss in trucks by assuring proper truck body insulation and covers.
Minimize delays between mixing and compaction. · If all this fails and
adequate rolling temperatures still cannot be maintained, cessation
of paving may be the only answer.
5- adjust aggregate composition or gradation to increase workability
and reduce stability, possibly by opening up the gradation, by
adding sand etc., but be careful to assure that resulting stability
still meets minimum requirements. Generally, a new laboratory mix
design and job-mix should be obtained if such changes are appreciable.

6-increase asphalt content, but be careful that it remains within

specified range limits, or other important properties may be adversely
affected. Also, be aware that even modest increases in asphalt
content can seriously affect surface friction properties.

7- review all rolling equipment and procedures, noting that excessive

rolling with heavy or otherwise inappropriate equipment or procedures,
particularily by finish rolling and particularily when mixtures have
J

-18-
cooled excessively, can lead to surface checking and actual decompaction.
Don't rely too much on finish rolling for increasing compaction because
by this time, mixtures may be too cool and excessive checking can result.

8-if only steel-wheeled rollers have been used, try pneumatic tire
rollers or a vibratory roller, particularily for intermediate r~liing.

For overstressed mixtures:

!-decrease weight of steel-wheeled rollers or the tire contact pressure
of pneumatic tire rollers.

2-increase the diameter of steel-wheeled rollers.

3-increase number of roller passes (along with No. 1 above).

4-let the mixture cool before rolling. However note that this could
lead to the mixture becoming too cool for subsequent rolling
effectiveness. Also note that, particularily in cooler weather,
the surface will cool faster than will the interior of the mixture,
so that the interior will remain unstable but the surface may be
too cool to resist rolling stresses and may check.

5-adjust aggregate composition or gradation to provide a denser

grading and higher stability by such as reducing sand content,
increasing filler content etc. A new laboratory mix design and
job-mix maybenecessary if such changes are appreciable.

6-decrease asphalt content within specified range, but be careful that

such reduction will not result in a sacrifice of mixture durability.

7-check plant mixing operation to be sure that the mixture contains

no moisture which can cause the mixture to appear tender and difficult
to compact under the roller (19) (7).

8-lower pugmill temperature but not below the specified · range because of
dangers of moisture remaining in the mixture.

9-if only steel-wheeled rollers have been used, try a proper pneumatic
roller or a vibratory roller, particularily for intermediate rolling.
10-as with understressed mixtures, if adequate rolling temperatures
cannot be maintained, such as in cold weather, cessation of paving
may be necessary.
I .

SUMMARY AND CONCLUSIONS

Proper compaction of bituminous concrete paving mixtures is extremely important

if the resulting pavements are to have and retain required stability, durability,
safety and ride qualities. Such pavements will have d~ strably greater
service life and will require minimum maintenance during that service life.
 -19-

The bituminous mixture desi n recesses are designed to establish· pro er

mixture pro ortions which will yield mixtures which will perform satisfactorily
7 throughout the expected life of the pavements. All of these P.ro erties are
predicated on the mixtures being cornp~ cted uniformly to the established minimum
levels of density.

Since the job-mix formula and the required minimum density are based on
laboratory tests on the specific materials proposed for use in the work, it
can be presumed that the reguired minimum densities are attainable durin
12avernent construction. However, the amount a,nd type of cornpactive effort
required to achieve the minimum amounts of density tend to vary, depending
on a number of factors including the intrinsic properties of the mixtures
themselves. By observing and accurately quantifying and characterizing the
variables, proper amounts and type of rolling equipment can be determined
which will provide adequate compaction. Proper corn action ~ attainable.

There exists no economic constraints relating to providing adequate compactions.

While good supportive quantitative data is not available, it can be demonstrated
that the total cost of rollin may be in the order of about 1 to 3 ~ercent of
the avement. One can extend this to the conclusion that the difference of
cost between proper compaction and inadequate compaction is minimal. Considering
the stated importance of proper compaction, the benefit-cost ratio for _ro er
com action is very favorable.

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 -20-
REFERENCES
I I

1 - McMahon, T.F., "Quality Assurance in Highway Construction", Public Roads

Vol. 35, Nos. 6-11.

2 - McLeod, N. W., "Influence of Viscosity of Asphalt Cements on Compaction

of Paving Mixtures in the Field", HRB Record No. 158. I I

I
3 - Schmidt, R. J., Kari, Bower, Hein, "Behavior of Hot Asphaltic Concrete
Under Steel-Wheel Rollers", HRB Bulletin No. 251.

4 - Gartner, W., Cobb, Lindley, "Field Compaction Studies on Asphaltic Concrete",

HRB Bulletin No. 358.

5 - Metcalf, C. T., "Use of Marshall Stability Test in Asphalt Paving Mix

Design", HRB Bulletin No. 234

6 - Fromm, H. J., "The Compaction of Asphaltic Concrete on the Road", Proc.

AAPT, Vol. 33, 1964.

7 - Kari, W. .J., "Compaction of Asphaltic Concrete - Part B", Proc. AAPT, I I

Vol. 36, 1967.

8 - Wisconsin Division of Highways, "Construction and Materials Manual".

9 - Powell, W. D., "Review of Literature on Compaction of Bituminous Materials",

Road Research Laboratory Report LR 405, 1971.
I ,

10 - Hinderman, W. L., "Compaction of Asphalt Pavements", Asphalt Institute

Publication.

11 - Hills, J. F. and Finey, "The Compaction of Bituminous Materials", Civil

Engineering, April 1976.

12 - Kilpatrick, M. J. and McQuate, "Bituminous Pavement Construction", Bureau

of Public Roads Staff Report, June 1967.

13 - Lovering, W. R., "The Need for Compaction of Asphalt Concrete", Asphalt

Institute Publication, 1969

14 - Goode, J. F., Lufsey, "Voids, Permeability, Film Thickness vs. Asphalt

Hardening", Proc. AAPT Vol. 34, 1965.

15 - Wisconsin Division of Highways, "Standard Specifications for Road and Bridge

Construction", 1975, Section 405.

16 - Asphalt Institute, ''Asphalt Paving Manual", Second Edition, 1965. I

I I
17 - Asphalt Institute, "The Asphalt Hand Book", Third Printing, 1961.

18 - Foster, C. R., "The Effect of Paver Speed on Roller Requirements",

Highway Research Record No. 316.
 t►

7 • 1 • ' ""'

- 21-

l REFERENCES

19 - Parr, W. K., "Field Observations of the Behavior of Bituminous Pavements

1 as Influenced by Moisture", ASTM STP No. 240, "Symposium oJi Effect of
Water on Bituminous Paving Mixture".

~ 20 - Bright, R. and Reynolds, "Effect of Mixing Temperature on Hardening of

Asphaltic Binder in Hot Bituminous Concrete", HRB Bulletin No. 333.
21 - Goode, J. F., Lufsey, "A New Graphical Chart for Evaluating Aggregate
Gradation", Proc. AAPT, Vol. 31, 1962.

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