BFC 31802 HIGHWAY ENGINEERING

CHAPTER 2

HIGHWAY MATERIALS
2.1 Properties and Testing of Soil, Aggregates,
Lime, Portland Cement and bituminous
Materials

2.2 Soil stabilisation

2.3 Hot Mix Asphalt Concrete Mixture Design

 BFC 31802 HIGHWAY ENGINEERING

Typical Layers of flexible pavement

Tack coat Seal coat Prime coat

Binder course (50-100 mm)

Base course (100-300 mm)
Subbase course (100-300 mm)

Compacted subgrade150-300 mm)

Natural subgrade
 BFC 31802 HIGHWAY ENGINEERING

FUNCTION OF ROAD LAYERS

-
 BFC 31802 HIGHWAY ENGINEERING

Video
• https://youtu.be/wku7YFDqK9w
(GENERAL STEP ROAD LAYER
CONSTRUCTION)

• https://youtu.be/u0-oV5kluB4 (VIDEO
PEMBINAAN JALAN DI KAWASAN
SIBUK DI KL)
FUNCTION OF ROAD LAYERS

-
 BFC 31802 HIGHWAY ENGINEERING

GUIDELINE
SUBGRADE
 BFC 31802 HIGHWAY ENGINEERING

Subgrade soil
Ø Sub-grade is the part of embankment or natural soil under the sub-base
or lower sub-base of road and road shoulder.

Ø This layer is the first part of the road construction prior the other
structure.

Ø The surface of sub-grade is identified as a formation level.

Ø According to the definition, the formation level is the soil surface after
the earthwork, consolidation, compaction and stabilization works were
completed.

Ø Sub-grade is used as a layer which sustain load from the top surfaces.

Ø Selection of suitable soils to be used as the foundation for the highway

pavement surface is of primary importance in the design and
construction of any highway.
 BFC 31802 HIGHWAY ENGINEERING

Subgrade soil

q The good sub-grade should have the properties as follows:

Ø Should be stable under the varieties of vehicle load and climatic condition.
Ø The strength of the sub-grade should remain along the design period.
Ø The ability to drain water.

q There are some soils which are identified as unsuitable materials for the sub-
grade and road embankment. These materials are not capable to sustain load
from the above layer and traffic. These soils are listed as follows:

Ø Soils which consists of organic clays or silts.

Ø The value of Liquid Limits (LL) > 80 % or Plasticity Index (PI) > 55 %
Ø The value of Loss On Ignition (LOI) > 2.5 %
Ø Soils consist of roots, grass or other plants, toxic, peat or mud.
 BFC 31802 HIGHWAY ENGINEERING

Subgrade soil
Ø Material for the top 300 mm of sub-grade shall have a minimum California
Bearing Ratio (CBR) as required in the specification when compacted to 95% of
the maximum dry density determined in the B.S 1377 Compaction Test.

Ø Throughout the top 300 mm of sub-grade, the material shall be compacted to not
less than 95% (for cohesive material exp. clayey soil) or 100% (for cohesionless
material exp. Sandy soil) of the maximum dry density.

Ø In cut area, the top 300 mm of the sub-grade shall be scarified and recompacted
to 95% (for cohesive material) or 100% (for cohesionless material) of the
maximum dry density.

Ø However, for the sub-grade in its natural state possesses a density exceeding
the requirements, then the surface of the sub-grade shall be trimmed and rolled
to obtain smooth finish.

Ø If the material in cut area is found to be unsuitable for use in the top 300 mm of
sub-grade, it shall be removed and replaced with suitable material which shall be
compacted as indicated above.
 BFC 31802 HIGHWAY ENGINEERING

Subgrade soil
The factors which influence to the strength of the sub-grade are listed as follows:

Types of soils – The most suitable soil are granular soil and the most unsuitable
material for the sub-grade is the peat soils.

Water content – the suitable moisture content of soil is determined through the
laboratory compaction test.

The method and compaction effort – the strength of soil also depends on these
factors and at site the type of plant used for the compaction and the number of
repetition of compaction also been considered.

Therefore, testing need to be conducted to the soil to determine the suitability of soils
as a sub-grade. The tests which are usually conducted to the soils for sub-grade
and road embankment are listed as follows:

• Loss On Ignition (LOI) – BS 1377: Part 3: 1990

• Liquid Limit (LL) and Plastic Limit (PL) – BS 1377: Part 2: 1990
• Compaction – BS 1377: Test 13: 1975 (Part 4: 1990)
• California Bearing Ratio (CBR) – BS 1377: Test 16: 1975 (Part 4: 1990)
 BFC 31802 HIGHWAY ENGINEERING

The geomembrane was installed on a base of lime-stabilized subgrade and covered with crushed stone.
 BFC 31802 HIGHWAY ENGINEERING

The unbound pavement courses are listed as follows:

q In the road construction, one or more layers of material paced

immediately above the sub-grade or capping.
q Together with the capping, the unbound pavement course
comprises the road foundation, ensuring that the courses above are
adequately supported so that their full potential is achieved.
q Unbound pavement courses are extraordinarily strong when
properly compacted and confined.
q Generally subbase and base course consist of unbound material
 BFC 31802 HIGHWAY ENGINEERING

Subbase course
Ø Sub-base for flexible pavement must drain readily.

Ø Located immediately above the sub-grade, the sub-base component consists

of material of a superior quality to which is generally used for sub-grade
construction.

Ø It has better quality than subgrade

Ø The requirements for sub-base materials are usually given in terms of the
gradation, plastic characteristics and strength.

Ø The functions of sub-base are:

- To sustain road base layer and distribute load from the vehicle
- Act as a drainage layer ( if the materials used capable to drain the
water)
- Can be used as a temporary road during the construction
- To protect the sub-grade from the failure due to the climatic effect.
- As a barrier layer to avoid the mixing of sub-grade and road base
materials (separator)
 BFC 31802 HIGHWAY ENGINEERING

Materials Requirements for Subbase

q Gradation (size) shall follow Table 2.1 (BS 1377).
q California Bearing Ratio (CBR) shall be ≥ 30 % or as shown on
the drawing when compacted to 95 % of the Maximum Dry
Density (MDD)
q Maximum dry density (MDD) been determined based on
Compaction Test (4.5 kg rammer method) and soaked for 4
days under 4.5 kg surcharge (BS 1377)
q If > 10 % of material has size more than 20 mm, the whole
material can be assumed without test to have CBR value of 30
% or more.

stabilization.
Materials Requirements for Subbase
q Plasticity Index (PI) ≤ 12 (BS 1377)
q The 10 % Fines Value ≥ 30 kN (MS 30).
q The Sand Equivalent of aggregate fraction passing the No. 4
(4.75 mm) ≥ 45 % (ASTM D 2419).
 BFC 31802 HIGHWAY ENGINEERING

Materials Requirements for subbase (Cont)

Table 2.1: Gradation limit for Sub-base

BS Sieve Size (mm) Percentage Passing by Weight

100
37.5 85 – 100
20.0 65 – 100
10.0 45 – 100
5.0 25 – 85
0.600 8 – 45
0.075 0 - 10
The particle size shall be determined by the washing and sieving
method of BS 1377
 BFC 31802 HIGHWAY ENGINEERING

Construction Requirements for subbase

q Sub-grade must be ready accordingly.

q Lay the sub-base. Not exceeding 200 mm compacted thickness.
q If more than 1 layers, each layer must be approximately
equal. None shall be less than 100 mm compacted thickness.
q Compaction - ≥ 95 % of Maximum Dry Density (MDD). The
density should be determined by Compaction Test (4.5 kg
rammer method) according to BS 1377.
q Tolerance of the top surface is + 10 mm to – 20 mm.
 BFC 31802 HIGHWAY ENGINEERING

BASE COURSE
1) Base course in flexible pavements must help to distribute the load.
2) This ability of material in the base course also affects the rate of load
distribution to a certain extent, but depth is the main factor considered in
design.
3) While distributing the load, the base course itself must not be a cause of failure.
4) Therefore, it must be strong enough to carry the load without shear failure and
resultant rutting.
5) In order to ensure that its strength is maintained, the base course must allow
water drainages to the sides of the pavement structure.
6) If the base becomes saturated, high stresses may be created in the water
occupying the pore spaces, resulting in less frictional strength between
particles.
7) The materials must be durable, that is, resistant to degradation or breakdown
to smaller sizes from wear and weathering.
8) The base course must also prevent infiltration of sub-grade material.
 BFC 31802 HIGHWAY ENGINEERING

BASE COURSE
Ø The base course lies immediately above the sub-base.
Ø If a sub-base course is not used, the base is placed immediately above
the sub-grade.
Ø This course usually consists of granular materials such as crushed stone,
crushed or uncrushed slag, crush or uncrushed gravel and sand, which is
hard, durable, clean and essentially free from clay and other deleterious
materials.
Ø The specifications for base course materials usually include stricter
requirements than those for sub-base materials, particularly with respect
to their plasticity, gradation and strength.
Ø Materials that do not have the required properties can be used as base
materials if they are properly stabilized with Portland cement, asphalt or
lime.
Ø In some cases, high-quality base course materials may also be treated
with asphalt or Portland cement to improve the stiffness characteristics of
heavy-duty pavements.
 BFC 31802 HIGHWAY ENGINEERING

Testing of aggregate for base course

q The materials used to construct this layer are consists of the
mixing of crushed aggregates with the size from 50 mm to
dust. All road base materials shall fulfill the testing listed
below:

Ø California Bearing Ratio (CBR)

Ø Plasticity Index (PI)

Ø Aggregate Impact Value (AIV)

Ø Flakiness Index (FI)

Ø Soundness

Ø Sieve
 BFC 31802 HIGHWAY ENGINEERING

Material Requirements for base course

q Shall hard, durable, clean and essentially free from clay and other
deleterious materials.
q Gradation (size) shall follow Table 2.2 (BS 1377).
q California Bearing Ratio (CBR) shall be ≥ 80 % when compacted to
95 % of the Maximum Dry Density (MDD) according to Compaction
Test (4.5 kg rammer method) and soaked for 4 days under 4.5 kg
surcharge (BS 1377)
q Aggregate Crushing Value ≤ 25 % (MS 30)
q Flakiness Index ≤ 25 % (MS 30)
q The Sand Equivalent of aggregate fraction passing the No. 4 (4.75
mm) ≥ 45 % (ASTM D 2419).

q Average loss of weight in the magnesium sulfate

(Soundness) for 5 cycles ≤ 18 % (AASHTO T
104)
q The Plasticity Index ≤ 6 (BS 1377).
 BFC 31802 HIGHWAY ENGINEERING

Material Requirements for base course (Cont)

Table 2.2: Gradation limit for Crushed Aggregate Road base

BS Sieve Size (mm) Percentage Passing by Weight
100
37.5 85 – 100
28.0 70 – 100
20.0 60 – 90
10.0 40 – 65
5.0 30 – 55
2.0 20 - 40
0.425 10 – 25
0.075 2 - 10
The particle size shall be determined by the washing and
sieving method of BS 1377
 BFC 31802 HIGHWAY ENGINEERING

Construction Requirements for roadbase

q Sub-base must be ready accordingly.

q Lay the road base. Not exceeding 200 mm compacted thickness.
q If more than 1 layers, each layer must be approximately equal. None
shall be less than 100 mm compacted thickness.
q Compaction – density ≥ 95 % of Maximum Dry Density (MDD). The
density should be determined by Compaction Test (4.5 kg rammer method)
according to BS 1377: Test 13.
q Complete compaction – protect well the road base surface before
placing bituminous surface.
q Tolerance of the top surface is + 0 mm to – 20 mm.
 BFC 31802 HIGHWAY ENGINEERING

WET MIX ROADBASE

q Shall hard, durable, clean and essentially free from clay and other
deleterious materials.
q Gradation (size) shall follow Table 2.3 (BS 1377).
q Aggregate Crushing Value ≤ 25 % (MS 30)
q Flakiness Index ≤ 25 % (MS 30)
q Average loss of weight in the magnesium sulfate (Soundness) for 5
cycles ≤ 18 % (AASHTO T 104)
qThe Sand Equivalent of aggregate fraction passing the No. 4 (4.75 mm)
≥ 45 % (ASTM D 2419).
 BFC 31802 HIGHWAY ENGINEERING

Gradation for Wet Mix Road Base (Cont)

Table 2.3: Gradation limit for Wet-Mix Road base

BS Sieve Size (mm) Percentage Passing by Weight

50.0 100
37.5 95 – 100
20.0 60 – 80
10.0 40 – 60
5.0 25 – 40
2.36 15 - 30
0.060 8 – 22
0.075 0-8
The particle size shall be determined by the washing and sieving method of BS
1377
Construction Requirements for Wet Mix Roadbase

q Sub-base must be ready accordingly.

q Lay the road base. Not exceeding 200 mm compacted
thickness.
q If more than 1 layers required, each layer must be
approximately equal thickness. None shall be less than 100
mm compacted thickness.
q Compaction – density ≥ 95 % of Maximum Dry Density
(MDD). The density should be determined by Compaction
Test (4.5 kg rammer method) according to BS 1377: Test 13.
q Minimum thickness measured at any pint shall be not less
20 mm of the specified thickness.
q Complete compaction – protect well the road base surface
before placing bituminous surface.
q Tolerance of the top surface is + 0 mm to – 20 mm.
 BFC 31802 HIGHWAY ENGINEERING

CBR Test
1) Objective:
To determine the bearing capacity of soils as compared to
the strength of standard crushed aggregate.
2) Principles:
Relationship between loads and penetration is established
when plunger is forced to penetrate. Loads at 2.5 mm and
5.0 mm are then divided by the standard loads where the
results are in percentage known as CBR.
3) CBR test procedure involves 2 stages:
STAGE 1: Compaction test to determine maximum dry
density and optimum moisture content.
STAGE 2: CBR test to determine the CBR value at 95% of
MDD.
 BFC 31802 HIGHWAY ENGINEERING

CBR TEST

Ø CBR Test is carried out

Ø The stronger the material (the higher the

CBR reading ) the less thick it is necessary to
design and construct the road pavement, this
gives a considerable cost saving.

Ø Conversely if CBR testing indicates the material

is (a low CBR reading) we must
construct a suitable thicker road pavement to
spread the wheel load over a greater area of
the weak material.

Ø Alternatively, material improvements such as

chemical stabilization (use of lime, cement
and fly ash) may also be conducted.
31
 BFC 31802 HIGHWAY ENGINEERING

1) https://youtu.be/ChA8ffECh44 - CBR
ANIMATION

1) https://youtu.be/lQ-cyCB2-so - REAL LAB

PROCEDURE
 BFC 31802 HIGHWAY ENGINEERING

Testing for Soil :

CBR AND COMPACTION TEST COMPACTION TEST-
is carried out on subgrade soils
and roadbase aggregates to
Dry density determine the optimum water
content and maximum dry
density – for the purpose of
Max. dry adequate compaction at the
density site.

Water
Optimum content
water content 33
 BFC 31802 HIGHWAY ENGINEERING

COMPACTION & CBR TEST

Ø Compaction will be conducted to get higher strength, reduced
settlement and reduced permeability of layer materials.
Ø The effect of compaction energy is shown below:
Dry density

50 blows

20 blows

Water
content
34
 BFC 31802 HIGHWAY ENGINEERING

Load (kN)
CBR TEST
z
ANALYSIS

2.5 mm 5.0 mm Penetration

(mm)

@ 2.5 mm  CBR = y  100%

13.2 Choose the higher value as
the CBR for the material.
@ 5.0 mm  CBR = z  100%
20.0
35
BFC 31802 HIGHWAY ENGINEERING
 BFC 31802 HIGHWAY ENGINEERING

• If the CBR is not achieved, the existing surface is

need to be r

• For base or sub-base, can conduct the alteration or

improvement such as:
- mechanical or chemical method

• Mechanical improvement – pulverizing with

reclaimed asphalt pavement etc.

• Chemical improvement – use chemical stabilizer

(cement, lime, fly ash)
 BFC 31802 HIGHWAY ENGINEERING

Ø Using bound materials of Bituminous material.

Ø Bituminous pavement course is the combination of aggregates and binder.

Ø The surface layer consists of two layers which known as the binder course
and the wearing course.

Ø The surface course usually consists of a mixture of mineral aggregates and

asphaltic materials.

Ø It should be capable of withstanding high tyre pressure, resisting the

abrasive force due to traffic, providing a skid-resistance driving
surface and preventing the penetration of surface water depending on
the expected traffic on the pavement.

Ø Its quality depends on the mix design of the asphalt concrete used.

Ø The materials used to construct this layer are aggregates, bitumen and filler.
 BFC 31802 HIGHWAY ENGINEERING

Binder Course
q This layer is used to distribute load to the road base and provide the flat
surface to construct the wearing course. The maximum size of
aggregate used is 28 mm and mixed with percentage of bitumen
ranging from 4 – 6 %.

Wearing Course
q Basically, this is the top layer with the main function to the safety of the
road users. The other functions of wearing course are listed as
follows:

• Provide skid resistance

• Protect the road surface
• Provide a safe and comfortable riding surface
• Sustain abrasion from traffic
• As a drainage system by providing a waterproof layer, and drain
surface run-off to the side drain.

• The maximum size of aggregate is 20 mm and mixed with bitumen

with the percentage ranging from 4.5 – 7 %.
 BFC 31802 HIGHWAY ENGINEERING

Bitumen

q The term of bitumen refers to the binder material, which produces from
refinery of crude oil.
q The mixture of bitumen and aggregate is called asphaltic concrete.
q The chemical compositions of bitumen are listed as shown in Table.

Minerals Percentage Content (%)

Carbon 80 – 85
Hydrogen 10
Sulfur 1–5
Nitrogen 1
Oxygen <1
 BFC 31802 HIGHWAY ENGINEERING

Bitumen

Bitumen can be obtained from two main sources which are:

Natural sources – bitumen which is located in geological stratum and can

be obtained in the hard and soft form.

Petroleum bitumen – bitumen in colloidal form obtained from refinery

process of crude oil and has been widely used in the road construction.

Bitumen can be classified into four types as listed as follows:

• Penetration bitumen
• Cutback bitumen
• Emulsified bitumen
• Blown bitumen
BFC 31802 HIGHWAY ENGINEERING
BFC 31802 HIGHWAY ENGINEERING
 BFC 31802 HIGHWAY ENGINEERING

ASBUTON (INDONESIA) –
Natural Sources of bitumen
 BFC 31802 HIGHWAY ENGINEERING

Type of bitumen

1. Penetration Bitumen

q The grade of penetration bitumen classified according to the penetration

test ranging from 40 – 300 while based on the viscosity test ranging from 5
– 40.

2. Cutback Bitumen
q Cutback bitumen is produced based on the bitumen with the percentage
ranging from 50 – 80 % mixed with the petroleum-based solvents. When
it is mixed with aggregate, the petroleum will evaporate and it allows for
the bitumen to interlock with the aggregate.

q According to the rate of evaporation, this kind of bitumen can be

classified into three groups:

q Rapid Curing (RC)

q Medium Curing (MC)
q Slow Curing (SC)
 BFC
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BFC 31802
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HIGHWAYENGINEERING
ENGINEERING

2. Cutback Bitumen
q Rapid Curing (RC)
- It has been used for the tack coat and surface treatment.
- Produced by mixing the bitumen with petrol.

q Medium Curing (MC)

- Produced by mixing the bitumen with kerosene.
- It has been used for the prime coat and cold mix for the
patching work.

q Slow Curing
- Produced by mixing the bitumen with the diesel.
- It has been used especially for the prime coat, cold mix
for patching work and dust control.
 BFC 31802 HIGHWAY ENGINEERING

3. Emulsified Bitumen
q Emulsified bitumen is produced by mixing the bitumen (55 – 65 %) with
water and emulsifier in the colloidal rotor.

q This situation will reduce the viscosity of bitumen and allow them to
be used at the low temperature.

q Nowadays, the emulsified bitumen is most widely used compared to

cutback bitumen due to the several factors as follows:

ü Environmental regulation – emulsified bitumen contains water while

cutback bitumen contains materials which can evaporate and pollute the
air when it has been used.

ü The wastage of petroleum – cutback bitumen uses petroleum solvents.

ü Safety – emulsified bitumen is safer to be used.

ü Low temperature of mixing – this situation can reduce the cost of fuel
consumption. Besides that, emulsified bitumen can be used on damp
surfaces while cutback bitumen needs dry condition.
 BFC 31802 HIGHWAY ENGINEERING

3. Types and Clasification of Emulsified Bitumen

The type of bitumen depends to the emulsifying o Emulsified bitumen can be classified
agent that is used. The two types of are as into three groups:
follows:
o Rapid Setting (RS)
Anionic ü Used for surface treatment and
§ Contains the negative bitumen globule. tack coat.
§ This bitumen is produced when positive
emulsifying agent is used - alkali. o Medium Setting (MS)
§ It is suitable to be used with the aggregates ü Used for Macadam penetration
which have positive charge like limestone. and open graded cold mix.

Cationic o Slow Setting (SS)

§ Contains the positive bitumen globule. ü Used for tack coat, dense grade
§ This bitumen is produced when negative cold mix, crack patching and
emulsifying agent is used – acid. slurry mixture.
§ It is suitable to be used with the aggregates
which have negative charge like sand,
quartz and silica.
 BFC 31802 HIGHWAY ENGINEERING

4. Blown Bitumen
Ø Produced by heating the bitumen at
high temperature and air is allowed
through the bitumen and it makes
the bitumen become harder.

Ø Basically, this type of bitumen is

used for building materials
especially for roofs, fixation of
parquet floors due its water
resistance.
Roof insulation

Further details of blown bitumen

production:
https://rahabitumen.com/oxidized-bitumen/
 BFC 31802 HIGHWAY ENGINEERING

Laboratory Testing on bitumen

In order to ensure the

bitumen that be used fulfill
the specification, series of
testing can be conducted
Softening Point
as follows:
Penetration Solubility
q Penetration
q Softening Point
q Ductility
q Flash and Fire Point
q Viscosity Ductility Flash and Fire Point
q Loss on Heating
q Thin Film Oven Test
q Specific Gravity
q Solubility

Viscosity Thin Film Oven Test

 BFC 31802 HIGHWAY ENGINEERING

Test bitumen according to ms 124 specification for

penetration grade 80-100
Properties Methods Requirements
Penetration at 25oC, 100g
MS 541 80-100
5 sec, 0.1 mm
Softening Point in oC MS 687 45-52
Flash Point in oC
ASTM D92 Min. 225°C
(cleveland open cup)
Solubility in trichloroethylene % wt ASTM D2042 Min. 99.0
Ductility at 25°C 5 cm per min, cm ASTMD113 Min. 100
Retained penetration after thin-film oven
ASTMD5 Min 47
test, %
Loss on heating, % wt ASTM D6 Max. 0.5

Drop in penetration after heating, % ASTMD5 Max. 20

 BFC 31802 HIGHWAY ENGINEERING

Asphaltic concrete

q Bituminous pavement course is the combination of aggregates and

binder.

q The surface layer consists of two layers which known as the binder
course and the wearing course.

q The surface course usually consists of a mixture of mineral

aggregates and asphaltic materials.

q It should be capable of withstanding high tyre pressure, resisting

the abrasive force due to traffic, providing a skid-resistance
driving surface and preventing the penetration of surface water
depending on the expected traffic on the pavement.

q Its quality depends on the mix design of the asphalt concrete used.

q The materials used to construct this layer are aggregates, bitumen

and filler.
 BFC 31802 HIGHWAY ENGINEERING

Asphaltic concrete
q In general, the asphaltic concrete materials are considered as
follows:

q Aggregates – provide interlocking structure, sustain load and

distribute to the layer beneath.

q Bitumen – binder material which binds the aggregates to produce a

strong and stable mixture.

q Filler – to fill the voids in the mixture and improve the elasticity of
the bitumen to produce a durable mixture and to reduce bleeding in
bituminous mixture.
 BFC 31802 HIGHWAY ENGINEERING

Aggregates for Asphaltic concrete

q Most of the aggregates used in the road
construction were the natural aggregates.
However, there was also widely used the artificial
aggregates such as the waste material from the
process of tin ore.

q In road construction, the aggregates can be

classified into three groups according to the size as
follows:

q Coarse aggregates – retained on the sieve 2.36

mm.

q Fine aggregates – passing sieve 2.36 mm and

retained at 75 m sieve size.

q Filler – the dust passing sieve size 75 m (eg.

 BFC 31802 HIGHWAY ENGINEERING

Different definition of size!

 BFC 31802 HIGHWAY ENGINEERING

Aggregates for Asphaltic concrete

ü Coarse aggregates shall be screened crushed hard rock,
angular in shape and free from dust, clay, vegetative and
other organic matter and other deleterious substances.

ü Fine aggregates shall be clean natural sands, screened

quarry fines or mining sand. Mining sand shall be
thoroughly washed before use.

ü Other types of fine aggregate may be used depends on

the decision of the engineer. Fine aggregates shall be
non-plastic and free from clay, loam, aggregations of
material, vegetative and other organic matter and
other deleterious substances.

ü Notwithstanding compliance with the requirements,

limestone aggregates shall not be permitted for use in
wearing course.
 BFC 31802 HIGHWAY ENGINEERING

Aggregates for Asphaltic concrete

ü In order to ensure the properties of Coarse aggregate

fulfill the requirement of bituminous mixture, they
need to satisfy the following physical and mechanical
quality requirements:

ü The Los Angeles abrasion value whentested in

accordance with ASTM C 131 is shall be not
more than 25%.

ü The flakiness index shall be not more than 25

ü The polished stone value shall be not less

than 40 (only applicable to aggregates for Los Angeles abrasion value
wearing course)
 BFC 31802 HIGHWAY ENGINEERING

Aggregates for Asphaltic concrete

ü The sand equi v a l e n t o f a g g r e g a t e

fraction passing the size 4.75mm not
less than 45%

ü Fine aggregate angularity not less

than 45%

ü The weight average loss of weight in the

Aggregate angularity
magnesium sulphate soundness test (5
cycle) not more than 20%

ü The water absorption when tested

accordance to MS30 shall be not more
than 2%