PAVEMENT ENGINEERING

(ECG524)

REVISION….
 PAVEMENT ENGINEERING
(ECG524)

CHAPTER 1
At the end of the lecture, students should be
able to:

 Describe the types and characteristics of road

pavements ( CO1-PO3)
 Explain the process of rock quarry and
aggregate production( CO1-PO3)
Quarry Operations and
Aggregate Production

3
 Aggregate Production

Excavation Transportation Crushing

Raw materials derived Transfer of overburden to Breaking or grinding by

from blasting on-site storage to mechanical means of
activities in the quarry processing plant for the rock, stone or recycled
primary crushing process materials, for direct use
or further processing

Sizing
The screening house will
grade the aggregates
according to specific size/
customer requirement
 1.Excavation
 Raw materials derived from blasting activities in the quarry
 dry or wet excavation from original source (blasting, secondary
blasting, drop balling, wet or dry excavation gravels/sand)
2. Transportation

Once materials are obtained, they are usually transported by land, rail, or barge
to a centrally located plant for separation into specific sizes.
 three stages:
3. Crushing •First Stage : The primary crusher
crushes the stones to size 6-9
 Crushing is the breaking or grinding inch.
by mechanical means of rock,
stone or recycled materials, for
•Second Stage : The 6-9 inc
direct use or further processing.
stones will be crushed by
secondary crusher to 3-5 inch
 The main objective of crushing in size.
aggregate production is to reduce the
material to a specified size range.
•Third Stage : The 3-5 inch size
stones will be crushed again to
 crushing to desirable size smaller size by the tertiary crusher
(compression or impact crusher) and transported to the screening
house
 The first step in preparing stockpiles for
specific uses is the crushing the
larger boulders and aggregates
into usable sizes
 Aggregate Quarry Production Process

Surge Pile (6-

Primary Crusher 9 inch)

Quarry Dust
Secondary
Crusher Run Crusher
14mm
Aggregate

Surge Pile (3-

20mm 5 inch)
Aggregate

28mm
Aggregate Grading/Screening
Tertiary Crusher
House
4. Sizing The screening house will grade the aggregates according to specific size/
customer requirement
 PAVEMENT ENGINEERING
(ECG524)

CHAPTER 2
At the end of the lecture, students should be
able to:

 Explain the test process of pavement materials

(aggregate and binder)(CO1-PO1)
 Select appropriate materials suitable for pavement
construction (CO1-PO3)
 Pavement Materials

AGGREGATE BINDER

11
 FUNCTION

SOURCES
AGGREGATE

SIZE

PROPERTIES

TESTS
 Aggregates Function
Traffic

Pavement
structure

providing interlocking
structure to cater
traffic load and
distribute to
underlying layer
 Aggregates Sources

Natural Aggregates Artificial

geologically originated from:
Aggregates

Igneous Metaphorfic can be manufactured or from

-granite -Quartzite industrial waste by-products
such as slag or waste concrete

Sedimentary
-limestone
Aggregates Size

Coarse ≥ 4.75 mm
Aggregate

Fine
≤ 4.75 mm
Aggregate

Filler ≤ 75μm
 Aggregates Characteristics
Strength

Good grade

Durable

Affinity
CHARACTERISTICS towards
bitumen
Good surface
texture and
shape
Low water
Cleanliness and absorption
purity
 Aggregates Characteristics
Strength To endure the action of construction machine and
traffic load.
Durable Hardly break, crack under adverse weather

Good surface To provide strength and stability through

texture and shape interlocking feature
Cleanliness and To preserve uniformity and quality of mixing
purity
Affinity towards To ensure the good ties with the binder
bitumen
Low water To ease drying and mixing task and to avoid
absorption binder from taken off
Good grade Appropriate size to provide good and strong
pavement
17
 Aggregates Test

Durability or
Particle size and resistance to
gradation weathering
Sieve analysis
Soundness test

Hardness and resistance to wear

Polish stone value
LA abrasion test
Aggregate impact value
Aggregate crushing value
WHY AGGREGATE TESTS ARE REQUIRED?

conformity to specification or standard

monitoring quarry product

monitoring quality of construction

assessing potential of new source

point of reference or database

for research
 FUNCTION

SOURCES
BINDER
COMPOSITION

TYPE

PROPERTIES

TESTS
 FUNCTION OF BINDER

Function as binder, to bind

aggregates resulting to
a stable firm and strong mix.

•UK; bitumen, mix of bitumen + aggregates called asphalt

US; asphalt, mix of bitumen + aggregate called asphaltic

concrete
 BINDER SOURCE

NATURAL PETROLEUM

In geological Strata waste product from

• Trinidad Lake refinery processing of
• Rock pores
crude oil

• Trinidad Lake petroleum refinery using crude oil

 Conventional
Binder

Road Tars Types of Binder Cutback

Emulsion
 1.CONVENTIONAL BINDER

The pure crude oil refinery produced material

Common use in
Strong and HMA
Durable

Black, sticky,
semisolid and
Strong as highly viscous
paving material
Become liquid at high
temperature, easily mixed with
aggregates to form Hot Mix
Asphalt
highly viscous
 2. CUTBACK

 Liquid binder; Mixture of binder (50-80%) and

petroleum solvent

 Reduce binder viscosity, used at lower temperature

 3 Type Cutback
 Rapid curing –binder + gasoline
 Medium curing – binder + kerosine
 Slow curing – binder +diesel
 3.EMULSION

Emulsion
 Liquid binder; Mixture of binder (40-75%), water (25 –
60%) and emulsifier(0.1-2.5%)
 Lower viscosity compared to conventional binder
 Commonly used emulsions:
 Anionic (-ve)- suitable with limestone aggregate
 Cationic (+ve)-suitable with sandstone aggregate
 Graded by setting rate
 Rapid set
 Medium Set
 Slow set, SS1K
 4. TAR

 Tar is produced by distillation of coal or wood

 Tar coats aggregates more easily and retains it better

in presence of water than binder
 Tar is more temperature susceptible, resulting in
great variation in viscosity with temperature but
binder are less susceptible
 The free carbon content is more in tar as seen from
the solubility test using carbon disulphide.
 The Desirable Properties of Binder
 The viscosity of the binder at the time of mixing and compaction
should be adequate. This is achieved by heating the binder and
aggregate prior to mixing or by use of cutbacks or emulsions of suitable
grade.

 The bituminous material should not be highly temperature

susceptible. During the hottest weather of the region the bituminous
mix should not become too soft or unstable. During cold weather the
mix should not become too hard and brittle, causing cracking of surface.
The material should be durable.

 In presence of water the binder should not strip off from the aggregate.
There has to be adequate affinity and adhesion between the binder
and aggregate used in the mix.
 Binder Tests-to ensure the binder complies to the specification of usage:
Penetration Test (ASTM 5)
To measure the BINDER HARDNESS
Softening Point test (ASTM D5)
To determine the softening point of binder where the binder
start to flow
Ductility
to measure its elongation before breaking

Viscosity
To measure binder resistance to flow

Solubility
To evaluate the pureness of binder

Flash and Fire point test

to determine maximum operating temperature for binder

Loss of Heat
To evaluate the volatile of binder due to heat

Rolling Thin Film Oven Test (RTFOT)

To condition the binder samples under short term and
long term aging
29
Dynamic Shear Rheometer
is used to pressure the rheological properties of binder
 Pavement Engineering
ECG 524

AGGREGATE SPECIFIC GRAVITY

EKARIZAN SHAFFIE

FACULTY OF CIVIL ENGINEERING, UiTM

 Learning Outcomes
At the end of the lecture, students should be
able to:

Explain the test Select appropriate

process of pavement materials suitable for
materials(aggregate pavement construction
and binder) (CO1-PO3)
(CO1-PO1)

31
 1
Specific Gravities of to calculate the
blended aggregate
Aggregates specific gravity

2
Two tests are needed:
specific gravities of  Coarse aggregate
both coarse and fine (retained on the 4.75
mm sieve)
aggregates
 Fine aggregate (passing
the 4.75 mm sieve)
 1

Specific Gravities of to calculate the blended

Aggregates aggregate specific gravity

2
Two tests are needed:
 Coarse aggregate (retained
specific gravities of both coarse
on the 4.75 mm sieve)
and fine aggregates
 Fine aggregate (passing the
4.75 mm sieve)
 Apparent Specific Gravity

SGapparent = The ratio of weight oven dry aggregates to the volume of

aggregates plus volume of impermeable voids, at stated
temperature

Mass of oven dry aggregate

Gsa =
Vol of aggregate
 Bulk Specific Gravity

SGbulk = The ratio of weight oven dry aggregates to the volume of

aggregates plus permeable pores, at the stated
temperature

Surface Voids
Mass of oven dry aggregate
Gsb =
Vol of agg. + perm. pores

Vol. of water-permeable pores

 Effective Specific Gravity

SGeff = The ratio of weight oven dry aggregate to the volume

of aggregate plus permeable pores that not absorbed
with asphalt, at a stated temperature.

Mass oven dry agg

Gs, eff =
Vol of agg. + perm. pores not absorb. asphalt

Surface
Voids

Vol. of water-perm. voids

Solid Agg.
not filled with asphalt
Particle

Absorbed asphalt
EXERCISE 1
SOLUTION Specific Gravity, G

 Ratio of the mass to volume of an object to

that of water at the same temperature

SGapparent > SGeffective > SGbulk

Mass Solid
Volume
G=
Mass Water
Volume
1a
Apparent Specific Gravity

SGapparent = The ratio of weight oven dry aggregates to the volume of

aggregates plus volume of impermeable voids, at stated
temperature

Mass of oven dry aggregate

Gsa =
Vol of aggregate
1b

Bulk Specific Gravity

Surface Voids Mass of oven dry aggregate

Gsb =
Vol of agg. + perm. pores

Vol. of water-permeable pores

SGbulk = The ratio of weight oven dry aggregates to the

volume of aggregates plus permeable pores, at
the stated temperature
1c
Effective Specific Gravity
Mass oven dry agg
Gs, eff =
Vol of agg. + perm. pores not absorb. asphalt

Surface Voids SGeff = The ratio of weight oven dry aggregate

to the volume of aggregate plus
permeable pores that not absorbed
with asphalt, at a stated temperature.

Solid Agg. Vol. of water-perm. voids

Particle not filled with asphalt

Absorbed asphalt
 Coarse Aggregate Specific Gravity
Calculations

Gsb = A / (B - C)

Gsa = A / (A - C)

Water absorption, %
Absorption % = [(B - A) / A] * 100

where
A = mass oven dry
B = mass SSD
C = mass under water
 Coarse Aggregate Specific Gravity Calculations

Calculate the
(i) bulk specific gravity,
(ii) apparent specific gravity and
(iii)percentage absorption of the
following aggregate sample.

Aggregate Sample Test 1 Test 2

Weight in air (g) 485.9 499.5
Weight in water (g) 977.5 313.3
SSD weight (g) 495.3 501.1
Coarse Aggregate Specific Gravity Calculations
SOLUTIONS

Aggregate Sample Test 1 Test 2 Average

Gsa 2.714 2.682 2.698
Gsb 2.689 2.660 2.674
% Absoprtion 0.34 0.32 0.33
 Fine Aggregate Specific Gravity Calculations

Gsb = A / (B + D - C)

Bulk SSD = D/(B+D-C) Gsa = A / (B + A - C)

Water absorption, %
Absorption % = [(D - A) / A] * 100

 where
A = mass oven dry
B = mass of pycnometer filled with water
C = mass pycnometer, SSD aggregate and water
D = mass SSD aggregate
Fine Aggregate Specific Gravity Calculations

a) The following masses are recorded during the determination of the specific
gravity of a bituminous material by the pycnometer method. Calculate the
bulk specific gravity, the apparent specific gravity and the percentage
absorption of this substance.

Mass of pycnometer (g) 485.9

Mass of pycnometer and aggregate (g) 977.5
Mass oven dry (g) 495.3
Mass of pycnometer filled with water (g) 1517.2
Mass pycnometer,SSD aggregate and water (g) 1827.3
Mass SSD aggregate (g) 500.3
Fine Aggregate Specific Gravity Calculations
SOLUTIONS
 Pavement Engineering
ECG 524

AGGREGATE GRADATION

EKARIZAN SHAFFIE

FACULTY OF CIVIL ENGINEERING, UiTM

 Aggregate Gradation is
the Distribution of
Aggregate particle sizes expressed
Gradation as a percent of the total
weight.

It is determined by sieve
analysis that is by passing
Primary consideration in the material through of a
an asphalt mix design series stacked with
progressively smaller
openings from top to
bottom, and weighing the
It affects the most important material retained on each
properties of HMA which sieve.
includes stiffness, stability,
durability, permeability,
workability, fatigue resistance,
frictional resistance and
resistance to moisture damage.
 Sieve Weight % % Gradation
Size Retained(g) Retained Passing Limit
(mm) Lower Upper
20.0 0.0 100.0 100
14.0 17.1 90.0 100 %RETAINED
10.0 158.1 76.0 86
5 269.7 50.0 62
3.35 118.4 40.0 54
SIEVE ANALYSIS TEST (ASTM D422)

1.180 251.3 18.0 34

AGGREGATE GRADATION

0.425 138.2 12.0 24

0.15 90.8 6.0 14
0.075 45.7 4.0 8
Pan 59.3
%PASSING
Total 1148.60

PLOT
GRADATION
 Sieve Weight % % Gradation
Size Retained(g) Retained Passing Limit
(mm) Lower Upper
20.0 0.0 100 100.0 100
14.0 17.1 90.0 100
10.0 158.1 76.0 86
5 269.7 50.0 62
SIEVE ANALYSIS TEST (ASTM D422)

3.35 118.4 40.0 54

1.180 251.3 18.0 34
AGGREGATE GRADATION

0.425 138.2 12.0 24

0.15 90.8 6.0 14
0.075 45.7 4.0 8
Pan 59.3

Total 1148.60

%RETAINED = (WEIGHT RETAINED /TOTAL WEIGHT)*100

%PASSING = (%PASSING-%RETAINED)
PLOT GRAF
 Sieve Weight % % Gradation
Size Retained(g) Retained Passing Limit
(mm) Lower Upper
20.0 0.0 0.0 100.0 100.0 100
14.0 17.1 1.5 98.5 90.0 100
10.0 158.1 13.8 84.7 76.0 86
5 269.7 23.5 61.3 50.0 62
3.35 118.4 10.3 51.0 40.0 54
SIEVE ANALYSIS TEST (ASTM D422)

1.180 251.3 21.9 29.1 18.0 34

0.425 138.2 12.0 17.0 12.0 24
AGGREGATE GRADATION

0.15 90.8 7.9 9.1 6.0 14

0.075 45.7 4.0 5.2 4.0 8
Pan 59.3 5.2 0.0

Total 1148.60
 Pavement Engineering
ECG 524

AGGREGATE BLENDING

EKARIZAN SHAFFIE

FACULTY OF CIVIL ENGINEERING, UiTM

 AGGREGATE BLENDING

Aggregate blending is a process

that blends available aggregates
to create a blend that meets
gradation specifications while
minimizing the unit cost of the
blend.
AGGREGATE BLENDING
1
Select critical sieves in blend

2 Determine initial proportions which will meet critical

sieves

3 Check calc. blend against specification

Adjust if necessary and repeat above steps to ensure

4
blending meet the required gradation

5 Determine the new blended aggregate specific gravity

6 Basic Formula Step

 AGGREGATE BLENDING-BLENDING STEPS

Basic formula for combining stockpiles to achieve

a target gradation is:

p = Aa + Bb + Cc + ….Nn
where:
p = percent of material passing given sieve size
A, B, C, .. = percent passing given sieve for each agg.
a, b, c, … = proportions (in decimal fractions) of A, B,
C, …N to be used

a + b+….+n =1.00
2 Methods
2 STOCKPILE
 Blending of Aggregates

Material Agg. #1 Agg. #2

% Used Blend Target
% % % %
Sieve
Passing Batch Passing Batch
3/8 “ (A)100 (B)100
No. 4 90 100
No. 8 30 100
No. 16 7 88
No. 30 3 47
No. 50 1 32
No. 100 0 24
No. 200 0 10
 Blending of Aggregates
TARGET GRADATION
Stockpile A StockpileB
Gs= 2.561 Gs= 2.598

Material Agg. #1 Agg. #2

% Used 50% 50% Blend Target
% % % %
Sieve
Passing Batch Passing Batch
3/8 “ (A)100 (B)100 100
No. 4 90 100 80 - 100
No. 8 30 100 65 - 100
No. 16 7 88 40 - 80
No. 30 3 47 20 - 65
No. 50 1 32 7 - 40
No. 100 0 24 3 - 20
No. 200 0 10 2 - 10
 Blending of Aggregates
First Try
Stockpile A StockpileB (remember trial & error)
Material Gs= 2.561 Gs= 2.598
% Used 50 % 50 % Blend Target
% % % %
U.S. Sieve
Passing Batch Passing Batch
3/8 “ 100 50 100100 * 0.5 = 50 100
No. 4 90 45 10090 * 0.5 = 45 80 - 100
No. 8 30 15 10030 * 0.5 = 15 65 - 100
No. 16 7 3.5 88 7 * 0.5 = 3.5 40 - 80
No. 30 3 1.5 47 3 * 0.5 = 1.5 20 - 65
No. 50 1 0.5 32 1 * 0.5 = 0.5 7 - 40
No. 100 0 0 24 0 * 0.5 = 50 3 - 20
No. 200 0 0 10 0 * 0.5 = 0 2 - 10
 Blending of This worked but the No. 50 sieve
Aggregates and the No 100 sieve are low.

Material Agg. #1 Agg. #2

% Used 50 % 50 % Blend Target
% % % %
U.S. Sieve
Passing Batch Passing Batch
3/8 “ 100 50 100 50 100 100
No. 4 90 45 100 50 95 80 - 100
No. 8 30 15 100 50 65 65 - 100
No. 16 7 3.5 88 44 47.5 40 - 80
No. 30 3 1.5 47 23.5 25 20 - 65
No. 50 1 0.5 32 16 16.5 7 - 40
No. 100 0 0 24 12 12 3 - 20
No. 200 0 0 10 5 5 2 - 10
 Blending of Aggregates

Material Agg. #1 Agg. #2

% Used 50 % 50 % Blend Target
% % % %
U.S. Sieve
Passing Batch Passing Batch
3/8 “ 100 50 100Let’s Try 50 100 100
No. 4 90 45 100 and get 50 95 80 - 100
No. 8 30 15 100a little closer
50 65 65 - 100
No. 16 7 3.5 to
88the middle44 of 47.5 40 - 80
the target values.
No. 30 3 1.5 47 23.5 25 20 - 65
No. 50 1 0.5 32 16 16.5 7 - 40
No. 100 0 0 24 12 12 3 - 20
No. 200 0 0 10 5 5 2 - 10
 Let’s Try
and get
a little closer
to the middle of
the target values.

Material Agg. #1 Agg. #2

% Used 30 % 70 % Blend
OK Target
% % % %
U.S. Sieve
Passing Batch Passing Batch
3/8 “ 100 30 100 70 100 100
No. 4 90 27 100 70 97 80 - 100
No. 8 30 9 100 70 79 65 - 100
No. 16 7 2.1 88 61.6 63.7 40 - 80
No. 30 3 0.9 47 32.9 33.8 20 - 65
No. 50 1 0.3 32 22.4 22.7 7 - 40
No. 100 0 0 24 16.8 16.8 3 - 20
No. 200 0 0 10 7 7 2 - 10
>3 STOCKPILE
 Aggregate Blending to Meet Specifications
Given the gradation of aggregates A, B and C, determine the required percent of
each to result in a blend meeting the required specification requirements
Aggregate Median of
Sieve Size Specifications Specifications
A B C
Desired
1 inch 100 100 100 94-100 97 material
larger than
½ inch 63 100 100 70-85 78 4.75mm
sieve is 52%
No.4 (4.75 mm or 3/8 inch) 19 100 100 40-55 48 must come
from Agg. A
No.8 (2.36 mm) 8 93 100 30-42 36

No.30 (0.6 mm) 5 55 100 20-30 25 Desired

material
No.100 (0.150 mm) 3 36 97 12-22 17 larger than
0.6 mm sieve
No.200 (0.075 mm) 2 3 88 5-11 8 is 75% must
come from
100%-48%=52% Agg. A and
100%-25%=75% B
52
percent of A = = 64 % percent of B = 75 – 0.64(95) = 14 %
81
100%- 5%=95%
100%-19%=81%
 Aggregate Median of
Sieve Size A B C Specifications Specifications
Desired
material
1 inch 100 100 100 94-100 97 larger than
4.75mm
½ inch 63 100 100 70-85 78 sieve is 52%
must come
No.4 (4.75 mm or 3/8 inch) 19 100 100 40-55 48 from Agg. A

No.8 (2.36 mm) 8 93 100 30-42 36

Desired
No.30 (0.6 mm) 5 55 100 20-30 25 material
larger than
No.100 (0.150 mm) 3 36 97 12-22 17 0.6 mm sieve
is 75% must
No.200 (0.075 mm) 2 3 88 5-11 8 come from
Agg. A and B
52
percent of A = = 64 % percent of B = 75 – 0.64(95) = 14 %
81
Based on these calculations, first estimate is :
Aggregate A : 64 %
Aggregate B : 14 %
Aggregate C : 22 %
 Aggregate % Sieve Size
Used 1 inch ½ inch No.4 No.8 No.30 No.100 No.200
A 64 64 40.3 12.2 5.1 3.2 1.9 1.3
B 14 14 8.8 2.6 1.1 0.7 0.4 0.3
C 22 22 13.8 4.2 1.7 1.1 0.7 0.4
Blend 100 100 62.9 19 7.9 5 3 2
Median spec. 97 78 48 36 25 17 8
Specification 94-100 70-85 40-55 30-42 20-30 12-22 5-11
FIRST TRIAL
A 71 71 44.7 13.5 5.7 3.6 2.1 1.4
B 21 21 21 21 19.5 11.6 7.6 0.6
C 8 8 8 8 8 8 7.8 7
Blend 100 100 73.7 42.5 23.2 23.2 17.5 9.0
SECOND TRIAL
A 66
B 28
C 6
Blend 100

Source : HMA Asphalt Materials, Mixture Design & Construction, NAPA

>3 STOCKPILE
 Blending of Aggregates
Stockpile A Stockpile B Stockpile C
Material Blend Target
Gs = 2.563 Gs = 2.578 Gs = 2.984

%
%Used % Pass % Blend % Pass % Blend % Pass Blend Total
Sieve
28 mm 100 100 100 100
20 mm 94 100 100 95-100
14 mm 53 89 100 65-85
10 mm 42 78 100 52-72
6.3 mm 23 59 100 39-55

3.35 mm 8 37 100 32-46

300 m 0 17 96 7.-21
75 m 0 0 75 2.-8
At sieve 75 m: 5 = 0a + 0b + 75c
c = 0.07

At sieve 300 m: 14 = 0a + 17b + 96c

14 = 0a + 17b + 96(0.07)
b = 0.46

Remember: a + b +…+ n = 1.00

a + 0.46 + 0.07 = 1.00

a = 0.47
 Stockpile A Stockpile B Stockpile C
Material Blend Target
Gs = 2.563 Gs = 2.578 Gs = 2.984

%
%Used % Pass % Blend % Pass % Blend % Pass Blend Total
Sieve 0.47 0.46 0.07
28 mm 100 47.0 100 46.0 100 7.0 100 100
20 mm 94 44.2 100 46.0 100 7.0 97 95-100
14 mm 53 24.9 89 40.9 100 7.0 73 65-85
10 mm 42 19.7 78 35.9 100 7.0 63 52-72
6.3 mm 23 10.8 59 27.1 100 7.0 45 39-55

3.35 mm 8 3.8 37 17.0 100 7.0 28 32-46

300 m 0 0.0 17 7.8 96 6.7 15 7.-21
75 m 0 0.0 0 0.0 75 5.3 5 2.-8
 Stockpile A Stockpile B Stockpile C
Material Blend Target
Gs = 2.563 Gs = 2.578 Gs = 2.984

NOT OK
@3.35mm
%Used % Pass % Blend % Pass % Blend % Pass % Blend Total
Sieve 0.47 0.46 0.07
28 mm 100 47.0 100 46.0 100 7.0 100 100
20 mm 94 44.2 100 46.0 100 7.0 97 95-100
14 mm 53 24.9 89 40.9 100 7.0 73 65-85
10 mm 42 19.7 78 35.9 100 7.0 63 52-72
6.3 mm 23 10.8 59 27.1 100 7.0 45 39-55

3.35 mm 8 3.8 37 17.0 100 7.0 28 32-46

300 m 0 0.0 17 7.8 96 6.7 15 7.-21
75 m 0 0.0 0 0.0 75 5.3 5 2.-8
 Stockpile A Stockpile B Stockpile C
Material Blend Target
Gs = 2.563 Gs = 2.578 Gs = 2.984

% % % % %
%Used Pass Blend Pass % Blend Pass Blend Total
Sieve 0.470.45
0.45 0.46 0.090.09
0.07
28 mm 100 45.0 100 46.0 100 9.0 100 100
20 mm 94 42.3 100 46.0 100 9.0 97 95-100
14 mm 53 23.9 89 40.9 100 9.0 74 65-85
10 mm 42 18.9 78 35.9 100 9.0 64 52-72
6.3 mm 23 10.4 59 27.1 100 9.0 46 39-55
3.35 mm 8 3.6 37 17.0 100 9.0 30 32-46
300 m 0 0.0 17 7.8 96 8.6 16 7.-21
75 m 0 0.0 0 0.0 75 6.8 7 2.-8
 Stockpile A Stockpile B Stockpile C
Material Blend Target
Gs = 2.563 Gs = 2.578 Gs = 2.984

% % % % %
%Used Pass Blend Pass % Blend Pass Blend Total OK
Sieve 0.470.45
0.45 0.46 0.090.09
0.07
28 mm 100 45.0 100 46.0 100 9.0 100 100
20 mm 94 42.3 100 46.0 100 9.0 97 95-100
14 mm 53 23.9 89 40.9 100 9.0 74 65-85
10 mm 42 18.9 78 35.9 100 9.0 64 52-72
6.3 mm 23 10.4 59 27.1 100 9.0 46 39-55
3.35 mm 8 3.6 37 17.0 100 9.0 30 32-46
300 m 0 0.0 17 7.8 96 8.6 16 7.-21
75 m 0 0.0 0 0.0 75 6.8 7 2.-8
Combined Aggregate Specific Gravities
 Combined Aggregate Specific Gravities

Once the percentages of the stockpiles have been

established, the combined aggregate specific gravities
can also be calculated

Remember, two specific

gravity tests are needed

The results from these two tests need to

be combined to obtain the specific
gravity of the composite.
 Combined Aggregate Specific Gravities

Where :

P1, P2 & Pn = Percent by mass of each aggregate in

blend
G1, G2 & Gn = Bulk specific gravity of each aggregate
 Combined Aggregate Specific Gravities

100
Gsb =
45 + 46 + 9
2.563 2.578 2.984

Gsb = 2.603
 Exercise 1
Aggregates A, B, and C were combined with
proportions of 50, 45, and 5 percent,
respectively, to meet HMA specifications. The
bulk specific gravity of A, B, and C is
2.652, 2.681, and 2.920, respectively. Determine
the bulk specific gravity of the total blend.
 Exercise 2
The aggregates, No. 1 and 2, are to be blended to produce
a mix which will satisfy the specification limits. The
gradations of the two aggregates and the specification
limits are as follows. Determine the aggregate blend
proportions by trial and error.

Sieve Size Aggregate #1 Aggregate #2 Specification

(mm) Limits
14.0 100 100 100
10.0 90 100 80-100
5.0 30 100 65-90
3.35 7 88 40-80
1.18 3 47 20-65
0.425 1 32 7-40
0.15 0 24 3-20
0.075 0 9 2-10
 Pavement Engineering
ECG 524
TOPIC 2.0
ASPHALTIC CONCRETE PAVEMENT
DESIGN

EKARIZAN SHAFFIE

FACULTY OF CIVIL ENGINEERING, UiTM

 Learning Outcomes
At the end of the lecture, students should be
able to:

Perform design mix

according to either
Marshall or Superpave To understand the
Method(CO2-PO3, element of thickness
CO2-PO4) design, material
requirements, mixture
requirements, traffic
loading and JKR Design
Method.(C02-PO4)
85
Hot Mix Asphalt Mixture
Design Methodology

86 86
 Hot Mix Asphalt (HMA) Mix Design

Develop an economical blend of

Objective aggregates and asphalt binders that
meet design requirements

Historical mix
New
design methods

Use Impact
hammer Superpave
• Marshall gyratory
• Hveem
Use kneading
compactor Use gyratory compactor
 Requirements in Common

No matter which design procedure is going to be used the

HMA mixture that is placed on the roadway must meet
certain requirements.
•Sufficient asphalt binder to ensure a durable pavement
•Sufficient stability under traffic loads
•Sufficient air voids
• Upper limit to prevent excessive environmental
damage
• Lower limit to allow room for initial densification due
to traffic
•Sufficient workability
88
MARSHALL
MIX
DESIGN
Developed by Bruce
Marshall for the
Mississippi Highway
Department in the late
30’s

89
 Marshall Design Method

Advantages
• Attention on voids, strength, durability
• Inexpensive equipment
• Easy to use in process control/acceptance

Disadvantages
• Impact method of compaction
• Does not consider shear strength
• Load perpendicular to compaction axis
90
 Design Method Steps

1 : Material Selection: Aggregate & Binder

2 : Select Gradation
3 : Develop Trial Blends
4 : Calculate blended specific gravity – SGagg blend
5 : Establish Temperature of Mixing & compaction
6 : Heat and mix aggregate and binder
7 : Compact sample (100 mm diameter)
8 : Marshall Stability and Flow Test
9 : Calculate volumetric properties of compacted samples
10 : Tabulating & Plotting Test Results
11 : Determine Optimum Binder Content (OBC)
EXERCISE
DETERMINATION
OPTIMUM BINDER
CONTENT
DETERMINATION
OPTIMUM BINDER
CONTENT
  
 
 100 
Gmm at specified of % AC  
 % Pb   100  % Pb  
      
  Gb   Gse  

 Gmb (1  Pb ) 
VMA  100 1  
 Gsb 

 VMA  VTM 
VFA  100  
 VMA 
  
 
 100 
Gmm at specified of % AC  
 % Pb   100  % Pb  
      
  Gb   Gse  
  Gmb (1  Pb ) 
VMA  100 1  
 Gsb 
  VMA  VTM 
VFA  100  
 VMA 
Asphalt Ave Gmb TMD Air Voids VMA (%) VFA (%) Ave Ave Flow
Stability AV 5.2
Content (Gmm) (%) (N) (mm)

5.0 2.303 2.416 4.7 15.4 69.7 12778 2.3

DENSITY 5.8
STABILTY 5.5
5.5 2.326 2.399 3.0 15.0 79.7 13710 2.9

VFA 5.4
6.0 2.346 2.382 1.5 14.7 89.7 12592 3.4
FLOW 5.6
6.5 2.316 2.366 2.1 16.3 87.1 11901 3.9
OBC 5.5

contoh
 DETERMINATION
OPTIMUM BINDER
CONTENT
if
Gmm-given
Gmb – not given
 PAVEMENT ENGINEERING
(ECG524)

CHAPTER 3
At the end of the lecture, students should be
able to:

 Explain the process of asphalt concrete pavement

construction (CO3-PO3)
 Undertake supervision work and ensure quality
control on materials and workmanship(CO1-PO3,
CO3-PO3, CO3-PO4)
 SURVEY AND ALIGNMENT
Road Construction

SITE CLEARING

EARTHWORK

DRAINAGE WORK

BRIDGE WORK

PAVEMENT WORK

FINISHING
 Compaction

What is compaction
• Is the process by which the volume of air in Hot Mix Asphalt (HMA) is reduced through the
application of external forces which is the compaction equipment.

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

Why is compaction important

The performance and durability of pavement depend largely on the degree of compaction
achieved.

Good compaction improves structural strength and resilience of the pavement, increases
resistance to rutting and reduces moisture penetration and age hardening.
 Compaction Process

The compacted mixture should have sufficient voids to allow asphalt cement to expand and contract
as temperature changes without filling the voids resulting in flushing.

The voids should be high enough to allow for some subsequent traffic induced densification during
the first few years of service without the void content failing below about 3-4 % for dense graded
mixtures.

Lower than 3% will result in significant permanent deformation of the asphalt mixture. The life of
pavement is reduced about 10% for each percent increase in air voids above 7%.

Compaction process is affected by the condition of confinement of the HMA being compacted.

Effectiveness of compaction can be determined by measuring the increase in density produced by the
compaction energy
 Compaction Equipment Used

Steel Wheeled Rollers

• typically are of the tandem and three wheel types and come in a variety
of weights and configurations.
• This roller is used as a breakdown roller during the initial part of the
rolling operation which occurs immediately behind the paver.
• These rollers are not widely used anymore.
• Advantage of this roller is the ability to apply large pressure, thus improve
the density of asphaltic mix
Pneumatic Tired Rollers
• usually called rubber tired rollers of PTR.
• The inflation pressure in the tires can be varied to produce the desired
contact pressure.
• The tires provide kneading action.
• The tires are smooth and vary in wheel weights.
• PTRs can be used in the breakdown or intermediate roller positions.

Vibratory Steel Wheeled Rollers

• require more operator discipline .
• Selecting the strong force level, rolling too fast and making too many
passes with the vibrator can cause problem.
• This roller have dynamic load component and are typically lighter
 Compaction Temperature

what is the acceptable range of temperature for the compaction process.

For each layer of mix, compaction by rolling should commence as soon after laying as the material will
support the rollers without undue replacement. Temperature should be 125oC-135oC

What happens if the compaction temperature is higher or lower than the

permissible compaction temperature?

If compaction temperature is less than 110oC, even if density is adequate, compaction at low
temperatures could induce excessive strains in the binder film which results in hair line cracks.

Too high temperature is also not advisable as the mix will tend to flow under the rollers, resulting in
an uneven surface and many fine cracks.
 Quality control (QC) and Quality assurance (QA)

is essential to obtain a satisfactory pavement and good long term pavement

performance.

QA & QC Activities

• site supervision,
• field testing and
• laboratory testing.

QA & QC –Parameter to be checked on the quality of asphalt

mixture
 Aggregate Gradation
 Asphalt Content
 Volumetric properties
 Density
 Aggregate Gradation  Asphalt Content
 Routine testing should be conducted  Asphalt Content Very
during construction limited to important to ensure
gradation only. satisfactory performance.
 For QA/QC, visual inspections and  A mixture with low AC is not
aggregates samples taken from durable, and high AC is not
stockpile, cold feeder belt, hot bins stable.
and extracted asphalt mixture.  AC affects mixture properties,
 Stockpile should be sampled and such as asphalt film thickness,
tested during the mix design process voids, stability and flow.
and approved for use.  Measured by extraction test or
 Combined aggregate fed into cold nuclear gauge.
feed bin gradation should be tested  Improper AC can be caused
Allows the engineer to trouble shoot by factors such as;
the gradation problem and quickly  inaccurate agg scales,
identify the location where it is  inaccurate asphalt cement
occurring. scales,
 For eg; if stockpile is ok, and  segregation,
cold feed bin gradation changes,  sampling,
then the problem areas are likely  improper calibration
to be segregation of mixture,
improper loading of cold feed
bins or sampling and testing
errors.
 Density  Volumetric properties
 One method for specifying  Volumetric properties of HMA
field density requires that the mix at site Includes VMA and
in place material be VTM.
compacted to some  Must conclude that a field mix
percentage of the laboratory verification of the material
density. produced at the HMA facility
 The material produced at the should be included as a second
HMA facility must be phase in the mix design process.
compacted in the field  Mix verification is defined as the
laboratory to establish a validation of a mix design within
reference density and to the first several hundred tons of
evaluate the amount of air HMA production.
voids in the mixture at the  Field management of HMA
reference density. provides a viable tool to identify
 If the air void content of the the differences between plant
laboratory compacted produced and lab designed HMA
material is not satisfactory, mixes.
the mix must be adjusted so
that an acceptable air void
level is obtained
 Common Types of
Recycling Methods

Hot In-Place Recycling

(HIPR) Cold In-Place Recycling
Commonly used for preventive (CIPR)
maintenance operations – Commonly used for preventive maintenance
Functional Repairs operations – Structural Repairs

Full Depth Reclamation (FDR)

FDR generally used for structural failure
more environmentally friendly and sustainable method
Rehabilitation work
 Functional overlays (Thin overlays)
Typically used to address surface distresses or improve ride quality
Generally not designed and rely on past experience

Structural overlays (Thick overlays)

Correct structural deficiencies and are designed using the methods presented
(or other methods)

Thick Overlay
Thin Overlay

Surface Defects Structural Defects

WHAT?
WHEN?
WHERE?
BENEFITS OF USING THE CHOSEN TECHNIQUE.
 PAVEMENT ENGINEERING
(ECG524)

CHAPTER 4
At the end of the lecture, students should be
able to:

 Distinguish the different types of PCCP

 Explain the process of highway pavement
construction
 Design Reinforced Pavement
 PCC pavement types
(TYPES OF JOINTS)

• Jointed Plain Concrete

Pavement (JPCP)

• Jointed Reinforced Concrete

Pavement (JRCP)

• Continuous Reinforced
Concrete Pavement (CRCP)
 (1) Jointed Plain Concrete Pavement (JPCP)
 JPCP uses transverse joints
to control cracking and does
not use any reinforcing
steel.
 No steel mesh
 12-30’ joint spacing
• 6-10’’ slab
•stabilized base
• Got dowels at transverse
joints to assist in load transfer
•Problems
- Pumping & Faulting 118
(2) Jointed Reinforced Concrete Pavement (JRCP)

 JRCP uses transverse joints &

reinforcing steel to control cracking
 Steel mesh (0.1-0.2%)
• 30-100’ joint spacing
• 6-10’’ slab (longer than JPCP) ; use
reinforcing steel within each slab to
control within slab cracking
• Granular / stabilized base
• Got dowels at transverse joints to
assist in load transfer
• Problems
- Load transfer failure
119
- Large tensile strentgh
3) Continuously Reinforced Concrete Pavement (CRCP)
 (CRCP) does not require any
transverse joints.
 Steel mesh (0.5 – 0.7%) -high
amounts of temperature steel
(holds the cracks tightly closed)
 7-9’’ slab
• Granular / stabilized base
• Problems
- Punchout

120
AASHTO Design Procedure
(use design chart)

 Stage 1 input data: (Figure 21.13 pg1046)

 Effective modulus of subgrade reaction, k-
value
 Mean concrete modulus of rupture, S’
 Load transfer coefficient, J
 Drainage coefficient, C
 Output : match line value

 Stage 2 input data: (Figure21.14

page1047)
 Match line value deduced from stage1
 Design serviceability loss, ∆PSI
 Reliability, R%=95 (Z=1.645)
 Overall standard deviation,
 Cumulative ESAL
 Output: Required thickness of concrete
slab
A continuous reinforced concrete
pavement is subjected to 107 ESAL.Design
thickness of the concrete pavement.
Given;
 k =75 pci,
 Ec = 4 x 106 psi,
 Sc = 650 Psi,
 J =2.9,
 Cd = 1.05 ,
 ΔPSI =2.0,
 R =95%,
 SO = 0.3, and
 Wt =5.1 x 106,
 2 5

3 4 A

1
 6
B
A

9
 PAVEMENT ENGINEERING
(ECG524)

CHAPTER 5
At the end of the lecture, students should be
able to:

 Identify and explain the various types of pavement

distresses, their causes and simple evaluation. (CO3-
PO3)
 To analyse pavement condition and to select techniques
to maintain and rehabilitate pavements (CO3-PO4)
 Overview
Factors Affecting Pavement
Performance
i. Poor Mix Design
ii. Poor Construction
iii. Environmental Conditions

Pavement Distress
 Can be categorized as:
i. Cracks
ii. Surface Deformations
iii. Surface defects
 Cracks
Cracks could exist as various patterns of fissures. It
may appear as longitudinal crack, transverse crack, diagonal
crack, chicken-wire or fish-net crack, ladder or block crack,
crescent crack and etc.

Figure : Different Types of Cracks ( Road Branch of Public Road Department, 1992)
 Surface Deformation
•Deformation takes place when a road surface undergoes changes from
its original constructed profile.

•May occur after construction due to trafficking or environmental

influences.

Figure Different Types of Surface Deformations

Source: Road Branch of Public Road Department (1992)
Surface Defects

129
 Maintenance & Rehabilitation

The choice of maintenance and rehabilitation is

generally made on the basis of existing surface
and structural condition of the pavement
 PAVEMENT MAINTENANCE

• routine work to keep a pavement as close to its designed level of

serviceability as possible.

• describes all the methods and techniques used to prolong

pavement life by slowing its deterioration rate.

• includes preservation of existing pavement surfaces;

• resurfacing of less than the nominal overlay thickness;
• patching and repair of minor failures;
• crack sealing;
• fog seals, slurry seals, chip seals and microsurfacing.
 Why is it
important?

Postponing road Without regular

maintenance results in maintenance, roads can
high direct and rapidly fall into disrepair,
indirect costs. preventing realization of
Delayed maintenance the longer term impacts
has indirect costs as of road improvements
well. on development.

Neglected roads steadily become more difficult to

use, resulting in increased vehicle operating
costs (more frequent repairs, more fuel use) and a
reluctance by transport operators to use the roads
 road
maintenance
categories

Routine maintenance Urgent maintenance

 small scale works conducted • undertaken for repairs that

regularly to prevent premature cannot be foreseen but require
deterioration of the road. immediate attention, such as:
 Typical activities include : • removal of fallen tress,
 roadside cleaning and grass cutting, • collapsed culverts or
cleaning of silted ditches and
• landslides that block a road.
 culvers, patching and
 pothole repair.

Periodic maintenance
 covers activities on a section of road at regular and relatively long intervals, aims
“to preserve the structural integrity of the road.
 Activities can be classified as :
 preventive, resurfacing, overlay, and pavement reconstruction.,
 PAVEMENT REHABILITATION

• Pavement Rehabilitation – the extension of a pavement structure’s

life when maintenance techniques are no longer viable to maintain
adequate serviceability.

• Maintenance can slow the pavement deterioration, but

cannot stop it.

• Effects of deterioration need rectifying by adding or

replacing material in the existing pavement structure by
rehabilitation.

• It requires structural evaluation , corrective action and at

least a nominal HMA overlay.
 1
Overview: Restoration: To restore
Several rehabilitation the surface to suitable
techniques condition and best
applied to pavement with
distress
limited to the surfacing.
3
Reconstruction: 2
Removal and rebuilding of Resurfacing: Involve
all part of the pavement placement of fresh
using new materials and material on
construction specification. an existing surfacing.

4
Recycling: Old pavement that is
reclaimed as a by product of pavement
rehabilitation and reconstruction.
 suggest the type of surfacing to be used
list advantages and disadvantages of using
the type of surface.

Stone Mastic
Porous
Dense Asphalt Asphalt
Asphalt
(SMA)
A number of accidents occurred due to the slippery road surface regarding
water ponding on a stretch of road along Jalan Platinum, Shah Alam.
A site inspection carried out by PWD found that :

• the road drainage is satisfactory

• there is a problem with the road surface.

 Porous asphalt is specifically designed to allow rainfall and runoff to

Porous flow into the through the pavement structure,
Asphalt
 porous asphalt can provide storm-water management systems that
promote infiltration, improve water quality
Advantages Disadvantages

• Reduction in splash and spray, • Aging and Stripping.

• Reduction in light reflection and headlight • Reduction in Porosity During service life,
• Noise Reduction • Shorter Service
• Improvement in Skid Resistance
• Rut-resistance
Pavement Condition Index (PCI)
PCI range between 50 to 65
indicates that the pavement
condition is FAIR.
 The road had potholes and has an average PCI value of 60.
The structural condition of the pavement was found to be satisfactory.

propose pavement rehabilitation techniques to

treat the road.
Give your justification for each technique chosen.

Pavement Condition Index (PCI) range between 50 to 65

indicates that the pavement condition is FAIR. The
pavement can be treated for maintenance work only by two
proposed method.

1) Thin overlay
2) Slurry Seal
3) ………………
4) ………………
 Type of Maintenance
i. Crack Seals
The purpose and application of crack sealing to HMA pavement
 Crack
seal products are used to fill individual pavement cracks to prevent entry of water or other
non-compressible substances such as sand, dirt, rocks or weeds.
 Crack sealant is typically used on early stage longitudinal cracks, transverse cracks, reflection cracks and block
cracks.

 In HMA pavements, non sealed or poorly sealed cracks allow moisture and debris to enter the
pavement structure which contributes to asphalt stripping, secondary cracking, depressed crack edges,
spalling, and lipping (elevated crack edges).

 In addition the presence of excess water in the pavement base or subgrade tends to reduce
the compressive and shear strengths of the supporting materials immediately below and adjacent to
the crack.

 As a result, applied traffic loads in the vicinity of the crack create greater pavement
deflections, additional cracking and eventually potholes.

 There is a general consensus among states experience that supports sealing cracks as a cost
effective rehabilitation or maintenance treatment
Crack sealant
Type of Maintenance (Cont…)
ii. Fog Seals
 A fog seal is a light application of a
diluted slow-setting asphalt emulsion
to the surface of an aged (oxidized)
pavement surface.

 Fog seals are low-cost and are used to

restore flexibility to an existing HMA
pavement surface.

 They may be able to temporarily

postpone the need for a BST or non-
structural overlay

Parking Lot Showing a Fog Seal on the Right Side

Type of Maintenance (Cont…)
iii. Slurry Seals
 A slurry seal is a mixture of emulsified
asphalt, water, well-graded fine
aggregate and mineral filler that has a
creamy fluid-like appearance when
applied.

 Slurry seals are used to fill existing

pavement surface defects as either
a preparatory treatment for other
maintenance treatments or as a
wearing course.
Type of Maintenance (Cont…)

iv. Bituminous Surface Treatments (BST)

 A bituminous surface treatment, also known as a chip

seal, is a thin protective wearing surface that is applied to a
pavement or base course. BSTs can provide all of the
following:

 A waterproof layer to protect the underlying

pavement.
 Increased skid resistance.
 A fill for existing cracks or raveled surfaces.
Type of Maintenance (Cont…)
v. Patches
 Patches are a common method of treating an
area of localized distress. Patches can be
either partial or full-depth, although typically
HMA pavement patches are full-depth.

 A high quality HMA patch can be

considered a permanent repair
although many patches are done as
emergency repairs in poor conditions.

 Patching material can be just about any HMA

or cold mix asphalt material as well as
certain types of slurries.
 Typically some form of HMA is used for
permanent patches, while cold mix is
often used for temporary emergency
repairs.
 TENDER MIX

WHAT IS TENDER
MIX?
WHY
TENDER MIX
problems
occur during
the
construction?
A tender mix is an internally
unstable mix that tends to
displace laterally and shove rather
than compact under roller loads.
 Thank You
All the best…