Elements of Roads and Highways Refraction Seismic Method A. geophysical method used for sub-surface exploration called refraction seismic method relies on the principle that, the speed of shock travelling through the earth surface varies, de- pending upon the kind of materials. Shock waves travel through light loose soils at approximately 180 meters per second, and 6,000 meter per second on dense and solid rock. If the earth's crust is of uniform material for some depth, these time intervals are proportional to the distance from the origin of explosion. If the surface layer is of harder denser ma- tral, the time interval to a distant point is shortened. The shock ‘waves travel beneath the denser material along its upper mar- fin, and then returned to the recording instrument. ‘The records for the time of wave travel against the shooting distance, the number and thickness of the: different underlying layers, including the depth to bedrock can be predicted. This test is useful in determining the depth of the rock but could be ‘deceiving on roughly tilted stratified materials The refraction method was developed for exploration of underground conditions of roadway cuts. The shock wave is obtained by striking a 6 inches square steel plate with 4 kilo- grams sledged hammer. The test is done by applying direct cur- Tent to flow through the soil between two other supply elec- trodes placed immediately at the third points, The resistivity changes where depth is produced, recording the results at vari- ous electrode spacing, This method is somewhat reliable although sometimes it can not be totally depended on regarding the information as to the presence of solid rock. It is useful in area exploration when it is used to find localized sand and gravel deposits 122 CHAPTER & ROAD MATERIALS 5-1 Aggregates ‘Aggregates intended for either Bituminous (asphalt) or Port- land cement concrete pavement, should be of good quality in accordance with the requirements of AASHTO standard or Item -103 of the Department of Public Works and Highways specifi- ‘eations which generally provides that: “The aggregates shall consist of hard durable particles or fragments of crushed stone, crushed slag, or crushed rock or | natural gravel.” Aggregates to be classified as good quality, must undergo "various test enumerated as follows: Test for strength. Test for soundness. Test for affinity and swell. Test for shape and texture, Test for resistance to polishing, Degradation test. auUsen ‘Test for strength ‘The criterion for aggregate strength test is the Los Angeles Rattler Test (AASHTO T-96) briefly conducted as follows: 1. Rattler test is done in a hollow cylinder closed at both ends, The cylinder measures 70 centimeters inside diame- ter by 50 centimeters long provided with steel shelf pro- jecting radially inward 3% inches mounted with its axis horizontally on stub shaft and fastened at the ends. 123Elements of Roads and Highways 2. The cylinder is'rotated 500 revolutions at speed of 30 to 33 rounds per minute. 3. After testing, the sample is passed on to No.12 sieve, ‘Those that passes through it are set aside, the amount of loss is the difference between the original and final ‘weight expressed in percent. 4. The FHWA recommended that aggregates for a dense sraded mixture shall have 50 or less coefficient of wear. ‘Test for Soundness Soundness refers to the resistance of materials to deteriora- tion from the effect of action like freezing and thawing. The ‘common test for soundness is the application with sodium or magnesium sulfate, (See AASHTO T -104 ). A sample of fine or coarse aggregate is dried, and then, immersed in a saturated solution of sodium or magnesium sulfate, followed by draining, and oven drying. 2. The: application of liquid solutions will cause spliting, crumbling, cracking or flaking of the particles surface. ee ane eee lay area aa aoe eee wane ee particle sizes. The result is recorded as percentage loss. 4. Some road agencies do not require soundness test for ag- sregate intended for asphalt pavement particularly in ar- eas where temperature of the pavement does not fall be- low freezing point. Test for Affinity and Swell Strong and durable pavement must have binder that adhere or stick firmly to the aggregate particles. Ifthe binder separates “124 Road Materials ‘or strip’s-off from the aggregate, the pavement will disintegrate ‘under traffic, Another reaction of the pavement is to pit when aggregates are pulled-off caused by running wheels, In the event that pavement mixture swells, the interlock and friction between the Particles are destroyed resulting to collapse of the pavement stability. 1, Hydrophilic is the term used when the aggregate has ‘greater affinity for water than asphalt. Meaning, they like water than asphalt in contrast to hydrophobic which ‘means fear, or against,water. 2. If an aggregate is hydrophilic, the chemical bond between the aggregates and water is much stronger than those be- Sen args ed spat On the contrary, if the og sgzegate is hydrophobic, pirholes will develop on the as- phalt and water penetrate the surface until it reaches the aggregates. 3. Such water aggregate interferences may develop at the sharp edge of crushed particles and in due time, water vill destroy the aggregate and asphalt bond, 4. Sometimes, the stripped asphalt flushes to the surface of the pavement making it slicky, and after stripping, fine ‘aggregates that are susceptible to swelling will expand ‘when moistened, then disrupt the pavement structure, 5. The immersion compression test (AASHTO T-165) indi- rectly measure the tendency of aggregate to strip or swell under the effects of water. The stripping problem of ag- sgregate has long been perennial problem, although, many experienced engineers knows which of the aggregates be- ing used will o will not be affected. ‘Shape and Texture of Aggregates A relatively rounded smooth aggregate particles like natural gravel is recommended for Portland cement concrete pavement 125Elements of Roads and Highways ‘because the mixture is workable. Meaning, easily man- aged and consolidated inside the forms. 2. The angular or cubical shape and rough surface texture ‘aggregate has been proven excellent material for asphalt pavement because it has stronger interlocking action and ‘well aiherence of asphalt binder to the particles. 3. A thin or elongated piece of dirt is considered undesirable material for either asphalt or concrete pavement. 4, The AASHTO Standard Specifications for asphalt pave- ‘ment aggregate has no specific stipulation as to the con- tol ofthe shape or surface texture. Test for Resistance to Polishing ne good criterion for pavement design is the high coeffi- cicnt of friction between the tire and the road surface. ‘A good asphalt or concrete road.design is when “the rub- ber tire is in direct contact with the aggregate and not with the binder” measured under the following considerations: 1. If in so short a time, the aggregate surface of the road be~ ‘comes polished and sticky, the coefficient of friction be- tween the road surface and the tire will be dangerously low. 2, The skid resistance has bearing relation with the polishing of the aggregate, prompting the road agency to consider the skid resistance measurement on existing road to be in- ‘cluded and part of the road inventory. 3. Aggregates produced from limestone are practically sus- ceptible to polishing. On the other hand, if the parent rocks are sandstone or fine grain igneous type, polishing is not severe. 4. Limestone coarse aggregate containing larger amount of sand that are insoluble in diluted hydrochloric acid, are found to be resistance to polishing, 126 Road Materials 5. Likewise, the friction factor between the tire and the road surface will increase substantially if silica sand is in- cluded in the mixture. Degradation Test Some aggregates degrade in the presence of water. This is measured through mechanical agitation in water under designa- tion test T-210 of AASHTO. 1. About 2.5 kilograms of coarse aggregate that is retained ‘on No. 4 sieve are washed thoroughly and agitated for 10 minutes, 2. Sedimentation test like the sand equivalent test for soil is ‘done on the sample passing the 0.075 mm (no. 200) parti- cles generated .The durability index result ranges from 0 to 100, but the FHWA specifications set a minimum valve of 35, 3, For fine aggregate that passes the 4.75 mm (no.4) sieve, test is the same as the above procedures except that the sample size is only 1/2 kilogram. 4. The sand equivalent test is performed after 10 minutes to establish durability Index of 35. Particle Size 1. For dense graded pavement. - The particle size of ag- agregate ranges from coarse to dust. 2. For open graded pavement. ~ One or more layer of the coarse rock of uniform size is used. 3. For sheet asphalt, - The mineral aggregate is a carefully graded sand and mineral dust. For aggregates, the inherent variance in the materials, the erosion in sampling and testing, the segregation in the sample and in handling aggregate of large volume will mean that = 127Elements of Roads and Highways “the sieve analysis may not be the true representative of the material actually incorporated.” 5-2 Aggregate for Bituminous Pavement Generally, for bituminous or asphalt pavement, the agere- gates constitute 88% to 96% by weight or more than 75% by volume, AASHTO standard specifications provides that: “The aggregates shall consist of hard, durable particles of fragments of stone or gravel and sand or other fine mineral ‘particles free from vegetable matter and lumps or balls of clay ‘and of such nature that it can be compacted readily to form a firm, stable layer. It shall conform to the grading requirements shown in table 5-1 when tested by AASHTO T-1] and 27”. TABLE S-1 GRADING REQUIREMENTS SIEVE DESIGNATION [PERCENT PA’ ‘Standard | Alterute | Grading | Grading | Grading | Grading nm_| us.sa | a B c D 2 r 100 100 | 100 | 100 10 ae | soss | 60-100 5 No.4 | 3565 | oss | ss-100 | 70-100 2 ‘No. 10 25-50 40-70 | 40-100 | 55-100 os | No4o | 1530 | 2545 | 20-50 | 30-70 oo7s | No20 | $20 $20 | 620 | sas The following materials are classified under item 300 of the DPWH standard specifications. 1. Coarse aggregate materials retained on 2.00 mm No.10 sieve shall have a mass percent of wear by the Los Ange- Jes Abrasion Test (AASHT T-96) of not more than 45 128 Road Materials 2. When crushed aggregate is specified, not less than 50 mass percent of the particles retained on the 4.75 mm. (No. 4) sieve shall have at least one fractured face. 3. The fraction passing the 0.75 mm (No.200) sieve should not be greater than 2/3 of the fraction passing the 0.425 mm (No.40) sieve, 4. The fraction passing 0.425 mm (No.4) sieve shall have a liquid limit not greater than 35 and a plasticity index range of 4 to 9 when tested by AASHTO T-89 and T-90 respectively. 5-3 Aggregate for Portland Cement Concrete Pavement In order to obtain high quality concrete, road agencies have imposed almost without exception that all aggregates shall pass appropriate tests for strength, soundness, wear or the combina~ tion of these three. 1, The presence of organic impurities in the aggregates in- tended for concreting road pavement may cause slow or non-hardening of the concrete. Under AASHTO T-21 standard test, the aggregate is treated with a mixture of sodium hydrochloride solution, and when the treated ag- agregate tums dark, organic materials are said to be pre- sent in the aggregate. 2. The strength of fine aggregate is measured by the com- pression tests of sand-cement mortar. 3. Soundness of fine aggregate is measured by the resistance to deterioration under the action of Sodium or Magne- sium Sulfate. The sodium sulfate test is five cycles. The maximum loss under AASHTO specification is 10%. 4. For Coarse aggregate the requirement consists of crushed stone, gravel, blast furnace, slag, or approved inert mate- rials of similar characteristics or combination thereof 129Elements of Roads and Highways Road Materials having hard, strong durable pieces free from adherent coatings, AASHTO Fine Aggregate grading By Weight 3/8 22 330. 3 2 g 3/8” sieve 100 Slates es No. 4 sieve 9- 100 No. 16 sieve 45-80 g 8 9 No. 50 sieve 10-30 s\3° Bod No. 100 sieve 2-10 ‘TABLE 5-2 MAXIMUM AMOUNT OF DELETERIOUS MATERIALS PERMITTED IN COARSE AGGREGATES FOR CONCRETE ‘AASHTO M-80 1 100 95-100 35-70 os 90-100 | 20-55 Highway Construction AASHTO Designation M3 ‘Percentage by Weight Passing Laboratory Sieves Having Square Openings 34 100 90-100 35-70 os Materials Pavements | Bridge Deck 2 8 & F Sg ls CChert (2.40 specific gravity ) 3.0% 3.0% 3 2 Coal and Lignite os 0s ik (uae seus Clay Lumps 30 20 a7 8 Materials Passing No. 200 sieve 10 10 Bi Sodium Sulfate Soundness 2 n eae snes wate 8 Magnesium Sulfate 18 18 m HT e SRS Re aZ ‘The Department of Public Works and highways Standard Specifications classify aggregate under item 703 and specifi- cally provides that: ‘TABLES SELECTED GRADING OF COARSE AGGREGATE FOR CONCRETE* to No.4 1, Ageregate shall consist of hard, durable particles or frag- ‘ments of crushed stone, crush slug or crushed or natural gravel. Material that breaks up when altemately wetted and dried shall he discarded. "too. 4 3/4" to No, 4 Ir Nod 2 * AASHTO Designation M-80 + Based on Standard Sizes of Coarse Agaregate for # Note more than 5% shall pass a No. 8 sieve. 1-172" to No.4 130 131Elements of Roads and Highways 2. Coarse Aggregate is the material retained on the 2.00 mm (No.10) sieve and shall have a percentage of water not more than 50 for sub-base and not more than 45 for ‘base and surface courses as determined by AASHTO des- ignation test T-96. 3. Fine Aggregate is the material passing the No.10 sieve (2.00 mm) consisting of natural, crushed sand, and fine mineral particles. The fraction passing the 0.075 mm. (No.200) sieve should not be greater than 0.66 (2/3) of the fraction passing the 0.425mm (No.40) sieve. 4. For Base Course, the fraction passing the 0.425 mm (No.40) sieve shall have a liquid limit of not more than 25 and a plastic Index (PI) not greater than 6. For sub-base ‘course, the liquid limit should not be greater than 35, and Plastic Index not greater than 12. 5. For Surface Coarse the fraction passing the 0.425 mm (No. 40 ) sieve shall have a liquid limit not more than 35 and Plasticity Index not less than 4 nor exceed 9. 5-4 Mineral filler ‘The strength of road pavement will be increased if dust ad- ditives which dense the graded mixture is added. It is called ‘mineral filler that reduces the void contents in the mixture. This dust additive is not the ordinary dust that is being found in our floor or tables. Dust additive is classified into: Finely powdered limestone Slag Hydrated Lime Portland Cement Trap rock dust Fly ash 132° Road Materials ‘The DPWH Standard Specifications relative to mineral filler states that: “Mineral filler shail consist of finely divided mineral matter such as rock dust, slag dust, hydrated lime, hydraulic cement, fly ash or other suitable mineral matter. It shall be free from ‘organic impurities and at the time of use shall be sufficiently ry to flow freely and shall be essentially free from agglomera- tae AASHTO M-17 provides that; Percentage passing by weight shall be as follows: No, 30(0.66mm) sieve 50 No. 50(0.30mm) sieve 95-100 ‘No. 200(0.075mmm) sieve 70-100 AASHTO further stipulates that all minerals other than hy- drated lime or Portland cement, the Plastic Index (PI) value shall be 4 or less. 5-5 Bituminous Material Bituminous material or Asphalt in short, is a viscous liquid used as binder for aggregates in road construction, At normal temperature, asphalt is either slightly thicker than water or hard but brittle material that breaks under a hammer blow when cold. 1, Bituminous material is in liguid form when mixed or ‘combined with aggregates. This liquid form may be pro- duced cither by heating the hard asphalt, by dissolving in solvent or by emulsifying in water. However, there are bi- ‘tuminous liquid materials available and ready for use. 2. The action of asphalt binder depends on its type and the aggregate it is combined with, The purpose of the asphalt binder is to resist the abrasive force brought about by heavy traffic 133Elements of Roads and Highways F Road Materials TABLE S-4 SUGGESTED SPRAYING AND MIXING TEMP. (°C) 3. If road pavement is the open type, consisting entirely of FOR BITUMINOUS MATERIALS AND ROAD TARS = coarse particles and asphalt, heavy binder is needed re- il Temperature © Spraying Tempertu™ i quiring more asphalts, On the other hand, if aggregates in ‘Type and Grade of Asphat| [po caae fom eomaetel ca) eng the pavement contain fine particles, cohesion will be de- Kapha Cament veloped by surface tension in the thin asphalt film sur- 'AC25 115140 60-120 - 130+ rounding the fine particles. Hence, less viscous asphalt is aS 120-45 804120 = we required. aco ows sora | MOF 9-20 490-165 90-120 7 MBS E AC-40 190-170 80-120 r. wor 5-6 Bituminous Binders AR-1000 105-135, (80-120 a i ie , yates 801 + $ ‘ecco iris moto BE Asphalt cement is used as binder for almost all high types of ‘aR-2000 tis | ootz0 5 ‘bituminous pavement. Asphalt cement is a semi solid hydrocar- ‘AR 16000 qos otz0 bon retained after fuel and lubricating oils are removed from 200200 pan. t15150 oto = 1304 petroleum. The softest grade used for pavement is the:200-300 150, 120-155 80-120 - 13904 The 60-70 ‘e010 Beis: 7! | Penetration ‘penetrations is the hardest type. ozo Bere Seectaciai.s Sisk a0 Penetration refers to the consistencies of asphalt cement as eee ears described under AASHTO-T49, It is the distance that a standard ‘30(MC only) MC. eae. needle penetrates a sample under known conditions of loading ae eoson “+ 15+ time and temperature. Recently, the procedure used in grading ‘800 75-1000 ws Be asphalt cement is the Viscosity Test rather than the Penetra- 00 20-1504 Moe tion Test. (see AASHTO M-226 Specification forsTransporta- Emulate Aaphat Be tion Materials). 'RO-1, CRS-1 RS-2, CRS-2 me Ms-i.Ms-2,cMs-2 | 10-705 2070 Cutback or Liquid Asphalt MS-2h, €MS-2h 10-703 an sethese-th ons 20-70 1, Liquid asphalt is a petroleum product consisting of as- ‘eae phalt cement with a liquid distillate (diesel, kerosene or RIES ems as gasoline). The less viscous asphalt contains diluents as lit- 65-108 65-105 65-105 te as 15%. 0120 ~ 90120 80-120 2. The use of cutback is being frowned for two reasons: Resor | ‘a. Itis ausable fuel ose! apha ettefo apr Maine MSHTO Oui Seen b.. Itis an air pollutant, '§ Temp. ofthe emutified asphalt inthe pugmill mature. 3. Cutback or liquid asphalt is classified into: I Rapid curing RC grades ae not recommended for ot pug mixing a. Slow curing (SC) road soil + fn Temp. aophalt cemert and cutback aaphat shallbe below that Bb. Medium curing (MC) cutback asphalt at wbih fogging occur. ¢. Rapid Curing (RC) cutback asphalt 134 135Elements of Roads and Highways Emulsified Asphalt Emulsified asphalt is a kind of mixture wherein the minute Blobules of asphalt disperses in water. Asphalt content ranges from 55%-70% by weight. Emulsion could be applied or mixed at normal temperature, because when the water content evapo- rates, the asphalt remains. It has the following characteristics. 1, Emulsified asphalt is excellent with wet aggregate be- ‘cause the water medium carries the asphalt into a superior ‘contact with the particle surfaces. 2. Emulsified asphalt is an altemate tc cutback asphalt for energy and environmental objectives, It is an effective material in coating electropositive aggregate such as limestone but tend to strip from aggregates with high con- tent of silica for having, strong electronegative surface charges. 3, The Cationic Emulsion is very effective on high siliceous aggregates but may strip from high alkaline that carry strong positive surface changes. 4, Rejuvenating Agent is an emulsified petroleum resin sprayed over the surface of an old asphalt road that changes to asphaltenes causing the binder to harden and and softening the binder. Too much application however, produces a slick pavement surface. ‘Oxidized Asphalt and Road Tar Oxidized asphalt is suitable only for roofing and similar ap- plications. Highway used of oxidized asphalt is limited to water proofing of structures and filling joints of concrete pavement. Road tar is a by-product of the distillation process of coal ‘ars are produced from gashouse coal tar, cook oven tars and water gas tar. 136 Road Materials ‘The AASHTO classification of coal tars includes RT-1 to RT-12 and RCTB-5 to RTCB-6. RT-1 is suitable for application as Tack of Prime Coat at normal temperature. The DPWH Specifications Classify Bituminous Tack Under Item 302 which provides that: 1, Bituminous materials shail be either Rapid Curing Cut Back or Emulsified asphalt. 2. Tack Coat shall be appiied only to dry surfaces or slightly moist. No Tack Coat shall be applied when the weather is either foggy or rainy. 3, Immediately prior to the application of Tack Coat, the road surface is lightly sprayed with water, but not to be saturated 4. The rate of application of either the Rapid Curing, Cut Back or Emulsified asphalt is within the range of 0.2 to 0.7 liter per square meter: Any excess of this specified quantity should be blotted by sand or removed. 5. Tack Coat shall be sprayed only as far in advance on the surface course as will permit it to dry in a tacky condi- tion. Traffic shall be kept off the Tack Coat until after fully dried. Bitumen — Rubber Mixture ‘The bitumen rubber mixture for road pavement was experi- mented in Holland in the year 1929. It was adopted in the United States in 1947 and later, in European countries. The as- sessments of the road states that: 1. Very little improvement gained as far as coefficient of friction on newly laid pavement but expect higher advan- tages after six months. The analysis of the Bureau of Pub- lic Roads states that: 137Elements of Roads and Highways “An appraisal of the real economic value of the addition of rubber to asphalt must wait on further observation of the behavior of experimental pavements under the influence of age, weathier and traffic”. 2. According to the report, powdered rubber foams added to bitumen has improved the stability of some but not all. Epoxy Resin as Binders Epoxy binders are produced in a cleat, dark, rigid and flexi- * ble form for application to either concrete or asphalt pavement. Hardening can be attained by mixing the resin and the catalyst hardener prior to application. The result is called thermosetting. ‘Meaning, it will not soften under the influence of heat or the ‘action of solvent like water or petroleum products. The high cost of resin has restricted its use to bridge surfacing and other special non-skid seal coating surface only. Test for Bituminous Binders 1. Test of consistency is subdivided into: “a. Kinematics Viscosity test AASHTO T-202 b. Saybolt-Fural test AASHTO T-72 cc. Engler specific gravity test. AASHTO T 54 4. The float test ‘AASHTO T-50 c. Penetration test AASHTO T-49 £ Softening point test AASHTO T-53 2. Test for durability AASHTO T-52 3. Test for solubility ‘AASHTO T-44 4. Distillation test ‘AASHTO T-78 5. Thin film oven test AASHTO T-179 6. Flashpoint AASHTO T-48%79 7. Test for homogeneity of petroleum asphalt AASHTO 102 8. Special test for Emulsion asphalt AASHTO T-59 138 5-7 Rond Materials Test for demulsibility Test for settlement Sieve test ‘Cement mixing test Particle charge and PH tests Miscibility and freezing test meas ee Problems Associated with Bituminous Binders ‘The thickness of asphalt film in the pavement, ranges from .005 to .010 mm. Test result showed that the thicker the asphalt film, the lesser is the process of aging. Where pavement has lower percentage of voids, aging is also relatively low. Mixtures that are too dry, cracks and breaks easily. Higher asphalt content and lower percentage of voids may cause instability of the pavement. Improper construction procedures can age asphalt prema- turely. One example is mixing asphalt with an overheated aggregate. Storing the mixed materials, or an extended period of mixing, the temperature produces substantial reduction of asphalt penetration. Climatic conditions can seriously affect the behavior of asphalt binders. Different brand or source has variability in behavior The viscosity of some asphalt varies wit paces ith temperature from ‘An asphalt mecting a specified penetration requirement at 77°F but with high viscosity temperature ratio will be- ‘come hard and brittle at lower temperature. 5-8 Bituminous Pavement The bituminous pavement is a combination of mineral ag- 139Elements of Roads and Highways gregate and binders. The, mixture of rock material particles with asphalt has created so many names to wit: 1, Asphalt macadam 6, Asphalt sheet 2. Asphaltic concrete 7. Road mix 3. Mastic 8. Armor coat 4, National paving 9. Oil mat ete. ‘5. Plant mix bituminous pave- though several names were affixed to a ‘esas thes ts only one tng rameter that It ts nous Foadways are nothing more than a mixture of mineral ag- gregates and asphalt, Meaning, asphalt road is virtually a Bi- tuminous Road. Qualities of Asphalt Road To consider an asphalt road in good service, it must posses {nits full life the following qualities: 1. The surface must be free from, cracks or raveling due to shrinkage and fatigue failure. 2, it must withstand weather condition, including the effect of surface water, heat, cold and oxidation. a 3. It must be resistant to internal moisture such as water ze able surface as Tt must posses a tight or porous impermeal the case may be stable to underlying base on sub-base. 5. emust be smooth riding and skid free surface 4 the ‘The success of an asphalt pavement lies or depends on construction quality of the sub-grade, and the base course, On the contrary, pavement failure would be considered as a fore ‘gone conclusion. ‘A satisfactory asphalt pavement could be attained under the following construction procedures 140 Road Materials 1. Viscous asphalt binder is heated to a fluid condition and mixed with heated agyregates. The mixture is then laid and compacted while still hot. 2. Mixing liquid or cmulsiow asphalt with aggregates at normal temperature is either by plant or road mixing The mixture is laid and compacted at normal tempera- ture before the solvent evaporates or the cmulsion breaks 3. Spread and compact the clean crushed stones, sprayed with heated or emulsified asphalt binder over it. Cover the sprayed pavement with fine aggregate. This process is referred to as the “penetration method.” 5-9 Asphalt Concrete Pavement The term Asphalt Concrete refers to a dense graded road surface made of hot mineral aggregates, mixed with hot asphalt and laid at high temperature of about 275°F to 300°F. Asphalt ‘concrete is the highest type of dense bituminous pavement suite able for the most heavily traveled roads. A prime coat is first applied over untreated and treated base before asphalt concrete laid. The purpose is to bind any loose particles of the base . and likewise act as bond between the base and the pavement to deter rising moisture from penetrating the pavement. The thickness of compacted asphalt concrete ranges ftom 2 inches for lightly traveled road to 6 inches or more for roads where traffic is considerably heavy. 5-10 Bituminous Pavement Failure Bituminous pavement failures are caused by excessive load. Heavy load creates deflection on the road surface, with insuffi- cient underlying strength. Repetitious application of excessive Joad will roughen and crack the road pavement that ultimately result to complete failure of the roadway. Deflection on the road ‘surface may be the effect of elastic deformation from the con- | solidation of the base and subsoil or from the combination of M41Elements of Roads and Highways clastic and plastic deformation. Repeated heavy wheel load on highly resilient soil causes deflection leading to fatigue failure of the asphalt surface. Alligator or map cracking of the surface ‘vill be substantially evident. Elastic deformations in the sub- grade penctrate to a dopth of 6.00 meters although mostly to 2 depth from the surface. ad ——— Te FIGURE $-1 PLASTIC DEFORMATION OF SURFACE BASE & SUBGRADE 5-11 Macadam Asphalt Mat Bituminous macadam road has large amount of voids in the lower part of the aggregate layers. ‘The road strength originates from the interlocking aggregates that hold the individual stone together. Under this condition, a strong well drain base that will not squeeze upward into the pavement voids is required ‘The Biturninous Mavadam base or surface is composed of ‘two or three layers of progressively smaller, clean, sharp angu- lar stones bonded by asphalt. Each layer is compacted by rolling then sprayed with asphalt. Usually, the surface course is sealed by spraying a binder and blotted with fine crushed stones. The pinder at the time of spraying is fluid enough to penetrate and coat the aggregate particles. 142 Road Materials Constructing the Macadam Asphalt Road 1. Spread the coarsest aggregate to the roadway. Compact With either smooth wheeled roller or vibratory devices. 2. ‘Smoothness of the surface is checked after compaction Low spots are corrected by removing, replacing and re- ‘compacting the stones until smooth surface is attained 3. Apply asphalt by spreading the right amount of bitume at specified temperature. The lower stone layer will not be ‘coated if the asphalt binder is too thick. On the ottier hand, too fluid mixture will cause running of the binder down the underlying layers. 4, In placing the keystone base course, sufficient amount of smaller stone is med and spread on top to fill the inter- locking voids, followed by compaction then spraying with asphalt binder. 5. Sealing of the surface is applied to seal the pavement against moisture. These involve spreading of sclected binder, spraying and rolling of the cover ageregates. 6. During construction, the weather must be dry and warm. If not, it is better to used emulsified asphalt as binder. 7, Before the application of asphalt binder, coarse aggregate is first chocked with smaller stone to seal the remaining ‘op voids, followed by spraying emulsified asphalt binder. 5-12 Surface Treatment Road surface treatment method is applied to upgrade un- treated surface and to rejuvenate an existing pavement. The in- verted penetration method is applied wherein the binder asphalt is first prayed over a prepared surface then covered with fine aggregates. This procedure is in contrast with the penetration ‘method wherein the spraying of asphalt binder is done after the placement of the aggregates. ‘On the basis of purpose to be accomplished, surface treat- ment is subdivided as follows: 143Elements of Roads and Highways Dust palliatives to control dust. Prime coat or tack coat treating the surface to provide new wearing coarse, ‘Armor coats to provide protection for untreated surfaces. Seal coats and retreads Sheet asphalts Tack coats. Slurry seals. ‘Asphalt overlay. oe Dust Palliative Dust Palliative is a surface treatment or application of as~ phalt to control dust and fine sand along the highway. 1, The road surface is treated with the application of about 0.2 gallon per square meter of light slow curing oil. The ‘material commonly used is the MC-70 but occasionally the MC-30 or the MC-70. This oil penetrates the surface ‘to about ¥ inch and provides film that surrounds the par- ticles and bind together. 2. Slow curing oil is usually selected because it remains soft ‘and last for quit longer period of time. Satisfactory result ‘was also noticed when slow setting emulsions dituted in a mixture of 4 to 9 parts of water was used. 3. Cut-back or Emulsion asphalt is unsatisfactory material for surface treatment as dust palliative. It becomes harder asphalts producing brittle surface that easily cracks in a short time followed by fast disintegration 4. Used crankease motor oil is also considered as an effec ‘tive dust palliative. Purpose of the Prime Coat or Tack Coat. 1, To plug the capillary voids in the pavement in order to Stop the upward movement of moisture. 2, To improve adhesion between the base and surface course. 144 Road Material __ The lighter medium curing cutback oil is generally used for rime coats. It is fluid enough to penetrate into the base course ‘but retain viscous asphalt in the purses of the treated surface, ‘Surface to be applied with prime coat binder, should be uniform without variations, properly. shaped, moistened and rolled to have a plain uniform and solid surface. Light tars grade RT-1 to Rt-3 have been successfully used as prime coat. The amount of asphalt binder to be applied is from 0.3 to 0.8 gallons per square meter surface area depending ‘upon the tightness of the surface to be primed. ‘After the application of prime coat, vehicular traffic should be detoured until after the surface is no longer sticky. If traffic detour is not possible, a blotter of coarse sand should be applied ‘on top of the prime coat. Armor Coat __ Armor Coat is a surface treatment using a thin bituminous binder covered by mineral aggregate applied to an earth, gravel or water bound macadam surface orto stabilize the base. ‘Surface treatment applied in two or more lifts ts referred to 43 armor coats. ‘When fund is limited, armor coat is used as temporary ‘ment and protection of the base materials. beat 1, For two-course treatment, the maximum size of cover ma- terials for the first lift is % to 1 inch. 2. For three treatments, the maximum size of aggregate ‘cover is 1” to 1-1/4 inches. 3. The maximum size of aggregate for each subsequent lift should be reduced ‘The surface treatment, that follows the prime coat, could be as thin as % inch, or as thick as one inch. The thinner type is sometimes called, one shot type consisting of about 0.20 to 0.40 145Elements of Roads and Highways gallons per square meter of fairly heavy liquid asphalt materials ‘covered with 5 to 10 kilograms of clean screened stone, or fine screened gravel, or slag which are free of dust. Larger cover materials with maximum size up to ¥4” or 5/8” will require 15 to 20 kilograms per square meter surface area. ‘Surface treatment is applied on a clean, and dry surface, no ‘wind and in good weather condition. For heavy traffic highway, surface treatment only serve as palliative for it lack strength to sustain the traffic load. Seal Coat and Retread Seal coat is the application of asphalt binder to a pavement surface covered with aggregate. There is no specific distinction given between surface treatment and seal coat. However, seal coat is intended for temporary surface treatment with average life duration of about 10 years. Seal coat is also intended to: 1, Provide an abrasion and water resistant surface. 2. To improve the skid resistance of bleeding bituminous surface which had been polished under traffic. 3. To improve light reflection and no glare characteristics of pavement surface. 4, To provide lane shoulder or other demarcations. 5, To alert drivers that unusual dangerous condition is near ahead. 6. Sometimes the surface is sprayed with light coating of SS-1h Emulsified asphalt or Petroleum resin to rejuvenate for improve its appearance. This treatment is sometimes called, Black Seal or Color Coat. Sheet asphalt. Sheet asphalt is a mixture of sand fillers and asphalt cement. It is about 1 14" thick cover asphalt concrete or slab of Portland cement concrete having a characteristics of noiseless, easily cleaned surface extensively used as surface course on urban streets. 146 Road Materials ‘The high binder content of 9% to 12% by weight makes the sheet asphalt very expensive as compared with other service- able types. When binder is excessively applied to what is being required, the result is unstable slickly surface which is danger- ous when wet. Coid Laid Asphalt Cold laid asphalt is a mixture of coarse and fine aggregates, and liquid asphalt or emulsion, The mixture can be prepared in ‘a central plant or field mixture. A content of 5% to 10% liquid asphalt is required to permit coating. This type of mixture is acceptable for low volume roadway only. Acration before spreading maybe required for evaporation of some solvent water, otherwise, the pavement might be over lubricated and become unstable. Slurry Seal Slurry seal is a combination of sand, crushed stone, emulsi- fied asphalt and water, It is an effective solution in filling cracks and rejuvenating the surface of badly deteriorated sur- face. The mixture contains a proportion of 1,350 kilograms fine sand, 1,350 kg. rock dust and 140 gallons SS-1 or SS-1h emul- sified asphalt diluted with about 80 gallons of water on heavy or light mixer. The purpose of the operation is to fill all cracks to produce coating of about 1/8 inch thick over the entire surface area of the road. If the seal is excessively asphalted, there is a danger that the road might be slicky under traffic. Asphalt Overlay Asphalt overlay is a layer of asphalt bound aggregate laid to an existing pavement. The purpose is to level out distorted sur- face or to cover cracks and joints of the pavement. If the pur- pose is to strengthen the existing pavement, the choice is not ‘overlay but Asphalt Concrete tightly bonded to the old pave- ‘ment with Tack Coat 187Elements of Roads and Highways {A thin asphalt overlay is normally specified to bridge deck and other structures that require lighter load, Overlay thickness ‘could be from 50 mm to 150 mm (2"to 6"). 5-13 Aggregate for Bituminous Concrete Coarse aggregate retained on a 2.36 (No.8) sieve should be cither crushed stone, crushed slag, crushed or normal gravel. ‘When crushed gravel is used, not less than 50 mass percent of the particles retained on a 4,75 mm (No.4) sieve shall have at least one fractured face. The coarse aggregate gradation when combined with other required aggregate fractions in proper pro~ portion, the resultant mixture shall meet the gradation required under the composition of mixture for the specific types speci- fied, Only one kind of aggregate shall be used on the project ex- cept by direction of the Supervising Engineer. Fine Aggregates Fine aggregates passing the 2.36 mm (No) sieve shall con- sist of natural sand, stone screening or slag screenings or a ‘combination thereof. The resultant mixture of fine aggregates ‘when combined with other required aggregate should meet the ‘gradation requirements under the composition of mixture for the specific type as specified Open Graded Asphalt Concrete Friction Coarse Relatively, pure carbonate ageregates or any aggregates known to be polishing should not be used as coarse aggregate. In addition, the coarse aggregate fraction shall have at least 75 ‘mass percent of particles by weight, with at least two fractured faces and 90 mass percent with one or more fractured faces ex- cept that lightweight aggregates need not meet this require- ‘ments, The abrasion loss shall not exceed 40.mass percent. 148 Road Materials Lightweight Aggregate Lightweight ageregate, (except slag) could be manufactured by the rotary kiln process if permitted by the special provisions of the specifications, ‘The materials shall consist of angular fiagments uniform in density and reasonably free from flat, elongated or other delete- tious substances. It shall also show an abrasion loss of less than 45 mass percent when tested in accordance with AASHTO T- 96. The mass per cubic meter shall not exceed 1080 kilograms after testing through 5 cycles of the magnesium sulfate sound- ness test. The loss shall not exceed 10 mass percent. Aggregates for Bituminous Plant-Mix Surfacing ‘The aggregate shiould be uniformly graded from coarse to fine. Target values for the intermediate sieve should be estab- lished within the limits given on Table 5-5. If the crushed gravel is used, not less than 50 mass percent of the material retained on the 4.75 mm (No.4) sieve shall be particles having at least one fractured face. That portion of the ‘composite material passing a 4,75 mm (No.4) sieve shall have a sand equivalent of not less than 35 as determined by AASHTO. 176 alternate method no.2. The aggregate shall be free of clay balls and adherent films of clay of other matter that would pre~ vent thorough coating with the bituminous materials. Aggregates for Hot-Plant-Mix Bituminous Pavement Various aggregates fraction for the mixture should be sized, ‘graded, and combined in such proportions that the resulting ‘composite blend meets one of the grading requirements as pre= soribed on Table 5-6. Bed Course Materials “ Bed Course materials for sidewalks, paved waterways and 149,Elements of Roads and Highways curbing shall consist of cinders, sand; slag, gravel, crushea stone or other approved materials having 37.5 mm (1-1/2") square openings. TABLE S-5 RANGE OF GRADATION TARGET VALUES Sieve] Mass Percent Square Mesh Sieve Designation AASHTO T-11 and T-27 mineral filler mm inches _| Range 25 inch 100 19% 100 475. No.4 50-60 236 No.8 38-48 0.075 No. 200 3-7 ‘The minimum sand equivalent is 35 ‘TABLE 5-6 GRADATION RANGES-HOT PLANT MIX ‘BITUMINOUS PAVEMENTS (ass percent passing square sieves, AASHTO 11 and T-27) Sieve GRADING Designation mm in. AU ORO eOre| Dine Bal BHO. sri | wey Poe Pee ye 2s ar) | 95100} 100 | 100 | - | - | - | - 20 Gury | 7595|9-100] 95-100] 100 | - |.100| - 2 GZ) + | 68-86 | 68-86 |95-100| 100 | - | 100 10 Gi) | 54-75 | 56-78 | 56-78 | 7492 | 95-100] - 475(No4) | 36-58| 36-60 | 38-60 | 48-70 | 75-90 | 45-65] 30-50 236008) | 25-45] 27-47 | 27-47 | 33-53 | 62-82 | 33-53 5-15 118.16 | - | 18:37 | 1837 | 22-40] 38-58] - 0.600 ¢¥030) | 11-28 | 11-28 | 13-28 | 1530] 22-42] 0300(No50) | - | 620 | 920 11-28 | 10-20) - 0075(No200)| 08 | 08 | 48 210 | 38 | 25 150 Road Materials Bed materials for slope protection should be porous and ef- fective draining materials consisting of sand, gravel, cinders, slag, crush stone or other approved free draining materials. It should be uniformly graded wherein 100 percent of the material will pass through a sieve having 37.5 mm square openings. ‘TABLE 5-7 GRADATION REQUIREMENTS -COLD PLANT MIX BITUMINOUS PAVEMENT (Mass percent passing square mesh sieve AASHTO T-27) Sieve Designation. Bottom (binder) | Wearing (surface) ‘Std. mm. | Alternate US Std. Course ‘Course 38 1 100 + 25 a 85-100 fg 20 wer 40-70 100 2 12 10-35 95-100 475 No.4 416 ‘15-40 236 No.8 0-5 10-25 0.600 | No. 30 3 413 0.300 No. 50 - os TABLE 5-8 GRADATION REQUIREMENTS FOR COVER COAT ‘(Mass percent passing square mesh sieves, AASHTO T-27) Sieve Grading designation corresponding size No. from Designation sHTO M-43 (ASTM D-448) modifi mm_ in. No.5 | No.6 | No.7 | No.8 | No.9 | NolO 12" 100 a wo} 10 | - | - _ * “ - | 90100] 10 | - 4 ¥ o10 | - |so100] - 3 . - | o1s | - | 85-100] 100 | 100 - - | ois] - | 85-100] 85-100 a : - | om | = o2 | o2 | 02] o2 | o2 | o10 151Elements of Roads and Highways Road Materials TABLE 5.9 GRADATION REQUIREMENTS FOR BITUMINOUS ‘SURFACE TREATMENT AASHTOT-27 ‘TABLE 5-12 GRADING REQUIREMENTS FOR AGGREGATE. SALT STABILIZED BASE COURSE. Sieve | Grading designation with corresponding size number iow Designation 5 Designation | from AASHTO M-43 (ASTM D-448) modified aig eee a aaroret ponyon ee mm In| NoS No6 No? No® Nod Nod at ea Se ae my eeeene eay pa 255 Ag TOE AGO SENT IBG ats eo aie pert 3) : : 20 se | 2025 010 1 | Fe somm 2 : 100 2m | eo 25s 10 m - - ne 70-100 10 a | 05 015 4070 5-100 100 100 3 or 100 bi 475 Nod | = OS O15 1030 85.100 85100 Bs uiaat aye Pie 236 Nos | - = 0S 010 1040 60-100 : prio BER Weta mae o>) 1 ow so-so 4070 pal sal 475 Nod | 3.45 30-60 | 200 No.0 2550 20.50 0425 No.40 1530 10-30 ‘TABLE £10 GRADATION REQUIREMENTS FOR BITUMINOUS 0078 No. 200 ras 7s PRESERVATIVE TREATMENT Sieve _ | Designation Grading A | GndingB : 20mm | 34° : 100 TABLE S13 GRADING REQUIREMENTS FOR AGGREGATES FOR 10" fe 00 si EMULSIFIED ASPHALT TREATED BASE. ae ed ek es (Mase percent passing square mesh sieves AASHTO. 117-27 236 No.8 28-64 28.64 : ; ; -0075 | No.200 0-12 O12 ene aint) | one Spates Sexe wits 100 100 i Bs. i 95.100 95-100 ‘ ‘TABLE S-11 GRADING REQUIREMENTS-AGGREGATES 2» Me 5 ‘O85 FOR SUBGRADE MODIFICATION 2 in 4 “ 475 No.4 : 16-59 Sieve Designation] Mass Peocnt passing square mesh sieves - AASHTO T-27 200 No.10 os 48 " eats 0300 No. 50 : nas 38mm 1-1/2" 0.075 No. 200 0-2 210 312 25mm 475 No.4 0.075 No. 200 152Elements of Roads and Highways 5-14 DPWH Standard Specifications on Prime Coat, Tack Coat and Seal Coat. Item 301 Bituminous Prime Coat Materials Bituminous material is either Rapid Curing (RC) or medium Curing (MC) Cutback asphalt, whichever specified. Prime coat is applied only to dry or slightly moist surface. No prime coat will be applied during foggy or rainy days. Equipment 1 154 ‘The liquid bituminous material sprayed by a pressure dis- tributor with no less than 1000 liters capacity mounted on pneumatic tires of width and load produced on the road surface not to exceed 1000 kilograms per centimeter width of the tire. ‘The tank must have heating devices able to heat complete charge of bituminous liquid up to 180°C. The heating de- vice has automatic control that overheating will not occur. The flame should not touch the casing of the tank directly containing the bituminous liquid. The liquid should be in- sulated that when the tank is filled with bituminous liquid at 180°C, the temperature will not drop to less than 20°C per hour when the tank is not being heated. ‘A thermometer is fixed to the tank to measure the liquid temperature continuously. The tank is furnished with cali- brated dipstick to indicate its content. The pipes for filling the tank shall be furnished an easily changeable filter. ‘The distribution hit the capacity to vary the spray width of the bituminous liquid in maximum steps of 100 mm to 1a total width of 4 meters. The spraying bar must have nozzles from which the liquid is sprayed in fan-shaped over the road surface equally distributed over the total spraying width. Road Materials The pump is furnished with an indicator showing mn the of liquid flow. A thermometer is fixed to indicate the ‘temperature of the liquid immediately before it leaves the 7. The nia distribution is furnished with a Tachometer indicat~ ing its forward speed visible from the drivers seat, 8. The distributor shall be designed where the deviation a Seeks Tate of application does not exceed % equipped with a device for hand ae! spraying of the bi- Application of Bituminous Materials 1, The surface to be treated shall be cleaned with broom ee including the removal of all dirt and other objectionable materials before applying Prime Coat. 2. Prior to the application of Prime Coat, the surface is slightly sprayed with water but not saturated. 3. ‘The rate of bituminous material application is within the range of | to 2 liters per square meter. 4, Prime coat should be left undisturbed for a period of 24 hours, closed to traffic until it has penetrated and , and cured, sufficiently, so it will not be picked-up by the wheels aT -_ 5. The Prime Coat should not be in excess of the specified amount. Any excess is blotted with sand or removed. 6. Area not accessible by the distributor is sprayed manually. using the device for hand spraying 7. The surface of the road and trees adjacent to the arcas be ing treated shall be protected to preven being tered or marred by aphale. "= Mit being spat Item- 302 Bituminous Tack Coats ‘The standard specification for Tack Coat is the same as that suite Prime Coat. The difference will be enumerated as fol- 155Elements of Roads and Highways Road Materials send Curing |. The of application is either by the Rapid ++ Gack or the Enulied Asphalt pathin the range of 0.2 to 0.7 liter per square meter. ‘Tack coat is sprayed in advance on the surface course to 4 emit io dry info a “tacky” condition. The tack coat is maintained until the next course is applied ‘The aggregate shall have a mass percent of wear not ex- ceeding 40 when tested by AASHTO T-96 6. When crushed slag is used, it should be uniformed in den- sity and quality. A density of not less than 960 kilograms er square meter as determined by AASHTO T-96, Item 303- Bituminous Seal Coat Piles Gis baccpeenes Mass Percent Passing ‘This item consists of an application of bituminous materials Sieve Designation [~Type-2 Typed re ‘with or without the application of aggregate to a bituminous mm Inch Grading A Grading B surface cqurse. 2 i z 100 10 xe 100 100 85-1000 ials Required: 475 No.4 85-100 85-100 1030 Meer i for Seal 236 No.8 60-100 10-40 0-10 approximate amount of materials required 118 No. 16 0-10 os is Coat oe mama deg eyed ol Taboo 0300. No. $0 : os ie 0.150 No. 100 0-10 s 2. Bituminous material is the Asphalt Cement penetration ‘grade 120-150 Rapid Curing or Medium curing Cutback asphalt. aggregates of sand or Cover for Type 2 Seal Coat consists > Se srening fe for art or eter organic matter ate for Type-3 Seal Coat is crushed stone, 4“ Thated slag or crashed gravel. Only one type of aga gate shall be used in a project unless other alternative type is approved. Construction Requirements 1. Seal Coating should not be undertaken on fogey or rainy day or when the surface to be treated is wet. 2. Wet material Cover Coat, should not be used on the work and no Seal Coating work be continued at night unless provided with sufficient lighting 3. Seal Coating operation should not be started until the bituminous surface is thoroughly compacted by traffic and road roller. R 4. Seal Coating should not be placed on newly constructed ‘or reconditioned road surface in less than ten days after the surface is laid and opened to traffic. Road surface to receive bituminous tmaterial should be cleaned of dirt, sand, dust and objectionable materials ‘The cleaning should be effected by means of a rotary Power broom or power blower. ‘TABLE 5-14 QUANTITY OF MATERIALS FOR SEAL COAT Material Type-l | Type-2 | Type-3 Bituminous Material Lim] 20-50 | 50-1.00 | .85-1/50 Cover Aggregate Kg./m? | None |5.00-10.00 |8.00-14.00 156 2Elements of Roads and Highways Application Of Bituminous Materials 2 Bitumiuous material should be applied by means of pres- sure distributor at the rate of approximately 0.9 to 1.8 li- ters for Asphalt Cement and 1.5 to 3.0 liters for Cutback ‘Asphalt per square meter of surface in a uniform, unbro- keen spread over the section to be treated. The pressure distributor spocifications including its appurtenances are the same as that enumerated in item 301 Bituminous Prime Coats. Those that differ will be disapproved. Application of bituminous material at the junction of spreads should not exceed the specified quantity. Any ex- ‘cess should be removed from the surface by squeegee. If necessary to obtain proper junction of spreads, a trip of Manila paper approximately one meter wide and at least as long as the spray bar should be used at the beginning and end of each spread. The paper is removed immedi- ‘Any skipped areas or recognized deficiency should be corrected immediately by hand application of operated pressure device. Spreading of Cover Aggregates 1 158 Immediately after the application of asphalt, the cover aggregate should be spread evenly over the surface at the rate of approximately 0,004 to 0.007 cubic meters per square meter. Spreading of the Aggregate Cover is done through aggre- gate spreader, to obtain an even and accurate distribution, “The used of spreader board attached to the tailgate of the truck, should not be permitted Tires of the aggregate truck should not be allowed to ‘come in contact with the uncovered and newly applied asphalt. ‘After spreading the cover aggregate, the surface is broom lightly with an approved push or drag broom to insure an Road Materials even distribution then rolled with an approved power roller ne ee Item 304 ~ Bituminous Treatment ___ This item consist of either single application of bituminous material followed by a single spreading of aggregate (single surface treatment) ot two applications of bituminous material air by spreading of aggregate (double surface treat- meni) ‘TABLE 5.16 QUANTITY OF MATERIALS AND SEQUENCE OF ‘OPRATIONS USING CUT-BACK OR CEMENT ASPHALT Single [Double Aggregate Grading and Sequence Operation SI. FIRST COURSE: ‘Applying Bituminous Materials, ite/9.m. 136 | 136 Spread Aggregate: iss | 272 Applying Bituminous Materials, liter / sq. meter 1.58 Spread Aggregate Grading B, kg. sq, meter 1088 TOTAL Bituminous Material, iter/ 9. meter 136 | 294 Aggregate, kg. /sq. meter 13.60 | 380 Materials Requirements 1. The approximate amount of materials per square meter and sequence of operation for single and double surface ‘treatment is provided in table 5-16. 2. The quantities given in the table are those aggregates having a bulk specific gravity of 2.65 as determined by AASHTO T-84 and T-85. 159Elements of Roads and iighways 3. The supervising engineer may adjust the amount of as- phalt material per square meter if necessary, to fit into the prevailing condition But the total amount of aggregate er square meter after adjusting for specific gravity will not be changed. Bituminous Materials Bituminous material for surface treatment is either slag or crushed gravel. Only one type of aggregate should be used in the project uniess altemate type is approved. The aggregate shall have a mass percent of wear not exceeding 40 when tested vader AASHTO T-96. When crushed gravel is used, not less than 50 mass percent of the particles retained on the 4.75 mm (No.4) sieve shall have at least one fractured face. When crushed slag is used, it must be of uniform quality and density of not less than 960 kg. Per square meter (AASHTO T-19) ‘TABLE 5-17 QUANTITY OF MATERIALS AND SEQUENCE ‘OF OPERATIONS USING EMULSIFIED ASPHALT pag es. a aD ‘Aggregnte Grading and Sequence Operations FIRST COURSE, ‘Apply Bituminous Material, liter / sq. meter Spread Aggregate: Grading Bg. /9q. meter SECOND COURSE: ‘Apply Buin Material, er 9, ‘Spread Aggregate, Grading C, kg. / sq.m. TOTAL: ‘Bituminous Matra ite ag. meter ‘Aggregate kg/sq. meter 160 Road Materials TABLE 5-18 AGGREGATE GRADING REQUIREMENTS ‘Mass Percent Passing Sieve Designation | Grading Grading Grading am Inch A B c 25) a8 100 : - 2 out 90-100 : : now 2055 100 ; 10 ae os 85.100 100 475 No.4 os 1030 85.100 236 No.8 0.10 10-40 118 No.Is : os 010 030 No.0 “ : os Construction Requirements 1. The contractor or supplier shall furnish the engineer certi- fied certificate in duplicate of the asphalt materials deliv- ered to the site. 2. The contractor shall provide weighing equipment on the site to control the application of aggregate. It must have ‘an approved multiple beam type scale with indicator and other necessary dials protected by a weatherproof house ‘with floor area not less than 10 sq. meters. 3. A mechanical spreader is used for spreading the aggre- gate, capable of spreading the aggregate uniformly over the full width of the area being treated, and shall have a control to regulate the feed gates, the feed roll, the auger and truck hatch. Application of Bituminous Material 1. The appiication of bituminous material is done only when the weather condition is dry and favorable. Spraying should not be done unless the road temperature is above 20°C for at least one hour prior to the commencemerit of 161Elements of Roads and Highways spraying operation and the temperature is not less than 20°C during the spraying. 2. Asphalt material is applied to the surface at least 24 hours after it has been Prime-coated. 3. The asphalt material should be applied on dry surface whenever cutback or asphalt cement is used. The surface should be lightly. wetted with water when emulsion as- phalt is to be used. 4, The recommended application temperature for asphalt ‘cement is within the range that produces a viscosity of 10 +o 60 seconds saybolt fural. And for cutback Asphalt with the range given in item Bituminous Material, the ideal ‘temperature is when fogging occurs. Spreading the aggregates 1, Immediately after applying asphalt material, the dry ag- ‘gregate is uniformly and evenly distributed over the treated surface by an approved mechanical aggregate spreader. 2, Truck delivering aggregate shall move backward in spreading aggregate to prevent the tires and the mechani- . cal spreader from rolling directly over the newly sprayed asphalt. 3. No portion of the sprayed surface shall remain uncovered for a period of more than 2 minutes. Immediately after spreading the aggregate, treated surface is rolled with an approved pneumatic tire roller. 4. Asphalt materials that are exposed during rolling opera- tion, should be covered with additional aggregate and fur- ther rolled until an even surface is attained. 5. Traffic should be prohibited from passing at speed in ex- cess of 40 km, per hour before the asphalt material com- pletely set. 162 Road Materials Item 305 Bituminous Penetration Macadam Pavement This item consists of furnishing and placing one or more courses of graded aggregate and one or more application of bi- tuminous materials, followed by Seal Coat cover aggregate con structed on a prepared base. ‘TABLE 5-19 QUANTITY OF MATERIALS AND SEQUENCE ‘OF OPERATIONS ‘OF OPERATIONS |_Type of Bituminous Materials Type of Aggregate and Sequence [Asphalt Cement or | Emulsfied of Operations Rapid Curing (RC) | Asphalt FIRST LAYER: ‘Spresd Ageregate 3/4" Coarse Aggregate, kg. / sq.m. ” 0 ‘Choker Aggregate, kg./ sq.m. is 10 Apply Bituminous Material itr/ m 40 35 SECOND LAYER: ‘Spread Aggregate Key Aggregate, kg! sq, m.(1/2") 3 10 ‘Apply Bituminous matesal ite! m? 18 35 THIRDLAYER: ‘Spread Aggregate Key Aggregate, kg/q.m. u 8 “Apply Bituminous material, liter/m? 14 2 FOURTH LAYER: Spread Aggregate ‘Cover Aggregate, k/ sq.m. 8 8 TOTAL QUANTITIES: Bituminous materia, iter sq.m 12 u Aggregete, kg. / 3q. meter 122 126 163