ROAD MATERIALS

BRAGA, CLARENZ S.
CAMACAM,PETER ANTHONY S.
DIAZ, MARJO
FERNANDEZ, JASPER KENNETH M.
OBJECTIVES:
 To know what is a pavement.
 Components of a pavement.
 Types of pavements.
 To know the different materials in road construction.
 Difference of aggregates for bituminous pavement and aggregates
for Portland Cement Concrete pavement.
 Five types of rocks used as sources of mineral fillers.
 Types of bituminous binders.
 To differentiate asphalt and concrete pavements.
 To have the knowledge of the different types of surface treatment.
PAVEMENT
DEFINITION

A pavement or road surface is a

structure that is made up of superimposed
layers of processed materials above the
natural soil sub-grade.
Its primary function is to distribute the
applied vehicle loads to the sub-grade
CHARACTERISTICS

The pavement structure must be able to

provide:
A surface of acceptable riding quality.
 Adequate skid resistance.
 Favorable light reflecting characteristics.
 Low noise pollution.
The ultimate aim is to ensure that the
transmitted stresses are sufficiently reduced so
that they will not exceed the load bearing
capacity of the sub-grade.
COMPONENTS

 The
following are the different
components of the pavement:
1. Sub-grade
2. Sub-base
3. Base course
4. Surface course or Wearing course
EMBANKMENT

 According to the IS, IRC, and IRS

guidelines; it refers to a volume
of earth that is placed and
compacted for the purpose of
raising the level of a roadway or
a railway above the ground
level.
CONSTRUCTION OF EMBANKMENT

 Clearing and Grubbing

 Marking of two lines
 Proof rolling
 Cut and Fill
 Layering and Compaction (checking of moisture content)
 Water spreading / Natural drying
 Construction of Subgrade
COMPONENTS: SUB-GRADE

 The native soil on which the

pavement is built.
 The foundation of the road.
 Bears all the load.
 Transfer load through grain to
grain contact.
 The materials used should be
strong, readily available and
cheap.
COMPONENTS: SUB-BASE

 Consists of : Upper Base Course and Sub/Lower Base

Course
 Constructed above the sub-grade
 Prevents the rise of capillary action
 Not needed if the sub-grade is of high strength
 Used in high volume roadways
 Lower Base Course is made up of cheaply available
materials while Upper Base Course is made up of
sand, gravel, and stone
 COMPONENTS: BASE COURSE

 Constructed above the sub-base and the layer immediately under

the wearing surface
 Due to quality of material used in the road base it is divided into:
a. Upper Road Base b. Lower Road Base

 Constructed to support and to avoid distortion of the wearing

course

 Types of base course are:

1. Granular Base Course 3. Treated Bases
2. Macadam Base 4. In-water bound Macadam
COMPONENTS: SURFACE/WEARING
COURSE
 It is the upper most layer of road cross section which is in direct
contact with the wheel of the vehicle.
 Usually made up of bituminous material as binder.
 For Flexible Pavement asphalt concrete is used while Rigid
Pavements, Reinforced Cement Concrete (RCC) is used.
 Usually constructed into two layers- Binder Course and
Wearing Course
 This layer prevent penetration of water in to the pavement
and saves the lower layers from abrasion and weathering
effects of the moving vehicles
TYPES OF PAVEMENT

 There are two types of pavement:

1. Rigid Pavement 2. Flexible Pavement

An example of Rigid pavement in San State Route 7 Northern Virginia

Jose, California District
TYPES OF PAVEMENT: RIGID
PAVEMENT
A rigid pavement is
constructed from cement
concrete or reinforced
concrete slabs.

 Rigid pavements have

sufficient flexural strength
to transmit the wheel
load stresses to a wider
area below.
TYPES OF PAVEMENT: RIGID
PAVEMENT
 Compared to flexible pavement, rigid
pavements are placed either directly on
the prepared sub-grade or on a single
layer of granular or stabilized material.
Since there is only one layer of material
between the concrete and the sub-
grade, this layer can be called as base or
sub-base course.
TYPES OF PAVEMENT: FLEXIBLE
PAVEMENT
TYPES OF PAVEMENT: FLEXIBLE
PAVEMENT
 Flexible pavements will transmit wheel load
stresses to the lower layers by grain-to-grain
transfer through the points of contact in the
granular structure
FLEXIBLE VS. RIGID PAVEMENT
FLEXIBLE
1. Deformation in the sub grade is
transferred to the upper layers
2. Design is based on load
distributing characteristics of the
component layers
3. Have low flexural strength
4. Load is transferred by grain to
grain contact
5. Have low completion cost but
repairing cost is high
RIGID
1. Deformation in the sub grade is
not transferred to subsequent
layers
2. Design is based on flexural
strength or slab action
3. Have high flexural strength
4. No such phenomenon of grain
to grain load transfer exists
5. Have low repairing cost but
completion cost is high
 FLEXIBLE
6. Have low life span
7. Surfacing cannot be laid directly
on the sub grade but a sub base is
needed
8. No thermal stresses are induced
(pavement have the ability to
contract and expand freely)
9. Expansion joints are not needed
10. Strength of the road is highly
dependent on the strength of the
sub grade
11. Rolling of the surfacing is needed
12. Road can be used for traffic within
24 hours
13. Force of friction is less.
RIGID
6. Long life span
7. Surfacing can be directly laid on
the sub grade
8. Thermal stresses are more
vulnerable to be induced
(concrete is less likely to contract
or expand)
9. Expansion joints are needed
10.Strength of the road is less
dependent on the strength of the
sub grade
11.Rolling of the surfacing in not
needed
12.Road cannot be used until 14 days
of curing
13.Force of friction is high
ROAD MATERIALS

AGGREGATES
MINERAL FILLERS
BITUMINOUS MATERIALS AND BINDERS
AGGREGATES
 DEFINITION
 Aggregate is a collective term for the mineral materials
such as sand, gravel, and crushed stone that are used
with a binding medium (such as water, bitumen, Portland
cement, lime, etc.) to form compound materials (such as
bituminous concrete and Portland cement concrete).
 By volume, aggregate generally accounts for 92 to 96
percent of Bituminous concrete and about 70 to 80
percent of Portland cement concrete.
 Aggregate is also used for base and sub-base courses for
both flexible and rigid pavements.
CLASSIFICATION (ORIGIN)

 Aggregates can either be natural or

manufactured.
 Natural aggregates are generally extracted from
larger rock formations through an open excavation
(quarry).
 Manufactured aggregate is often a bye product of
other manufacturing industries.

Manufactured Aggregate Natural Aggregate

 CLASSIFICATION (SIZE)
 Aggregates may also be classified as
fine or course aggregate
 Fine aggregates generally consist of
natural sand or crushed stone with
most particles passing through a
3/8-inch sieve.
 Coarse aggregates are any
particles greater than 0.19 inch, but
generally range between 3/8 and
1.5 inches in diameter. Gravels
constitute the majority of coarse
aggregate used in concrete with
crushed stone making up most of
the remainder.
PROPERTIES

 Strength - The aggregates should posses high resistance to crushing, and

to withstand the stresses due to traffic wheel load.
 Hardness - Aggregates should be hard enough to resist the abrasive
action caused by the movements of traffic.
 Toughness - resistance of the aggregates to impact. Aggregates used in
the pavement should be able to resist the effect caused by the jumping
of the steel tired wheels.
 Shape of aggregates - Too flaky and too much elongated aggregates
should be avoided as far as possible.
PROPERTIES

 Adhesion with bitumen - The aggregates used in bituminous

pavements should have less affinity with water when compared with
bituminous materials, otherwise the bituminous coating on the
aggregate will be stripped off in presence of water.
 Durability - The property of aggregates to withstand adverse action
of weather is called soundness. It is desirable that the road
aggregates used in the construction should be sound enough to
withstand the weathering action
 Freedom from deleterious particles
TESTS

 In order to decide the suitability of the

aggregate for use in pavement construction,
following tests are carried out:
1. Crushing test
2. Abrasion test
3. Impact test
4. Soundness test
5. Shape test
6. Specific gravity and water absorption test
7. Bitumen adhesion test
TESTS: CRUSHING TEST

 One of the model in which pavement material can fail is by crushing

under compressive stress. A test is standardized by IS:2386 part-IV and
used to determine the crushing strength of aggregates. The aggregate
crushing value provides a relative measure of resistance to crushing
under gradually applied crushing load. The test consists of subjecting the
specimen of aggregate in standard mold to a compression test under
standard load conditions.
 A value less than 10 signifies an exceptionally strong aggregate while
above 35 would normally be regarded as weak aggregates.
SET-UP FOR THE
CRUSHING TEST
TESTS: ABRASION TEST

 Abrasion test is carried out to test the hardness property of aggregates and to
decide whether they are suitable for different pavement construction works.
Los Angeles abrasion test is a preferred one for carrying out the hardness
property. The principle of Los Angeles abrasion test is to find the percentage
wear due to relative rubbing action between the aggregate and steel balls
used as abrasive charge.
 After specified revolutions, the material is sieved through 1.7 mm sieve and
passed fraction is expressed as percentage total weight of the sample. This
value is called Los Angeles abrasion value.
 A maximum value of 40 percent is allowed for WBM base course in Indian
conditions. For bituminous concrete, a maximum value of 35 is specified.
SET-UP FOR THE
ABRASION TEST
TESTS: IMPACT TEST
 The aggregate impact test is carried out to
evaluate the resistance to impact of
aggregates.
 The impact value is measured as percentage of
aggregates passing sieve to the total weight of
the sample.
 Aggregates to be used for wearing course, the
impact value shouldn't exceed 30 percent. For
bituminous macadam the maximum permissible
value is 35 percent. For Water bound macadam
base courses the maximum permissible value
defined by IRC is 40 percent.
SET-UP FOR THE
IMPACT TEST
TESTS: SOUNDNESS TEST

 Soundness test is intended to study the resistance of aggregates to weathering

action, by conducting accelerated weathering test cycles. The Porous aggregates
subjected to freezing and thawing are likely to disintegrate prematurely. To
ascertain the durability of such aggregates, they are subjected to an accelerated
soundness test as specified in IS:2386 part-V.
 Aggregates of specified size are subjected to cycles of alternate wetting in a
saturated solution of either sodium sulphate or magnesium sulphate for 16 - 18
hours and then dried in oven at 105 – 110 ℃ to a constant weight.
 The loss in weight should not exceed 12 percent when tested with sodium sulphate
and 18 percent with magnesium sulphate solution.
TESTS: SHAPE TEST

 The particle shape of the aggregate mass is determined by the

percentage of flaky and elongated particles in it. Aggregates which are
flaky or elongated are detrimental to higher workability and stability of
mixes.
 Flakiness Index - the percentage by weight of aggregate
particles whose least dimension is less than 0.6 times their mean
size.
 Elongation Index - the percentage by weight of particles whose
greatest dimension (length) is 1.8 times their mean dimension.
This test is applicable to aggregates larger than 6.3 mm.
However there are no recognized limits for the elongation index.
 FLAKINESS GAUGE

ELONGATION GAUGE
TESTS: SPECIFIC GRAVITY AND WATER
ABSORPTION TEST
 The specific gravity and water absorption of aggregates are important
properties that are required for the design of concrete and bituminous mixes.
Because the aggregates may contain water-permeable voids, so two
measures of specific gravity of aggregates are used: apparent specific gravity
and bulk specific gravity.
 The specific gravity of aggregates normally used in road construction ranges
from about 2.5 to 2.9. Water absorption values ranges from 0.1 to about 2.0
percent for aggregates normally used in road surfacing.
TESTS: BITUMEN ADHESION TEST

 Bitumen adheres well to all normal types of road aggregates provided they
are dry and free from dust. In the absence of water there is practically no
adhesion problem of bituminous construction. Adhesion problem occurs
when the aggregate is wet and cold. This problem can be dealt with by
removing moisture from the aggregate by drying and increasing the mixing
temperature.
 Static immersion test is one specified by IRC and is quite simple. The principle
of the test is by immersing aggregate fully coated with binder in water
maintained at 40℃ temperature for 24 hours. IRC has specified maximum
stripping value of aggregates should not exceed 5%.
AGGREGATES FOR BITUMINOUS
PAVEMENT
 Aggregates are the principal
load-supporting components of
an Asphalt Concrete pavement.
They total 90 to 95 percent of
the mixture by weight and 75 to
85 percent by volume.

Asphalt Paving Outside SM Cubao

AGGREGATES FOR
PORTLAND CEMENT
CONCRETE
Portland cement is the most
common type of cement in
general use around the world as a
basic ingredient
of concrete, mortar, stucco and
non-specialty grout.
HISTORY
-The invention of Portland Cement is
credited to an Englishman named Joseph
Aspdin
-It is a fine powder, produced by heating
limestone and clay minerals in a kiln to
form clinker, grinding the clinker, and
adding 2 to 3 percent of gypsum.
Gypsum is a soft sulfate mineral composed of
calcium sulfate dihydrate, with the chemical
formula CaSO.

GYPSUM ROTARY KILN CLINKER

USES OF PORTLAND CEMENT

-BUILDING
-PAVEMENTS
-BRIDGES
-CONCRETE BLOCK BUILDINGS
RAW MATERIALS NEEDED FOR
PORTLAND CEMENT MANUFACTURE
 Calcium
 Silica
 Alumina
 Iron
PRODUCTION STEPS
1.Raw materials are crushed, screened, and
stockpiled.

2. Raw materials are mixed with definite

proportion to obtain "raw mix". They are mixed
either dry mixing or wet mixing.

3. Prepared raw mix is fed into the rotary kiln

4. As the materials pass through the kiln their
temperature is rised up to 1300-1600°C.

5. Clinker is cooled and stored.

6. Clinker is ground with gypsum(3-6%)

7. Packing and marketing.

PHYSICAL PROPERTIES OF
PORTLAND CEMENT
 Fineness
 Soundness
 Consistency
 Setting Time
 Compressive Strength
 Heat of Hydration
 Loss of Ignition
TYPES OF PORTLAND CEMENT
Classification Applications

General construction (most

Type I General purpose buildings, bridges, pavements,
precast units, etc)

Structures exposed to soil or

Type II Moderate sulfate resistance
water containing sulfate ions

Rapid construction, cold weather

Type III High early strength
concreting

Low heat of hydration (slow Massive structures such as

Type IV reacting) dams. Now rare.

Structures exposed to high levels

Type V High sulfate resistance
of sulfate ions
MINERAL FILLERS
 A mineral filler is the smallest particles of aggregate
used in asphalt mixtures.

 Mineral filler is a fine aggregate or manufactured

material used to supply particle sizes where the mix
design is deficient in gradation.

 Mineral filler aggregates play an important role

in asphalt mixtures because they fill voids in paving mix
and improve the cohesion of asphalt binder.
Bituminous
MaterialS
Materials that are
bound together
with bitumen are
called bituminous
materials.
 Bitumen
• is a sticky, black, and highly
viscous liquid or semi-solid form
of petroleum.

• Bitumen is often mistakenly

used to describe asphalt.
A bitumen-sealed road has a
layer of bitumen sprayed and
then covered with an
aggregate.
https://www.alibaba.com/product-
detail/BAPCO-BITUMEN_147529741.html
 Bituminous
bindER

• Bitumen
• Cut-back Bitumen
• Emulsion Bitumen
• Tar

archiproducts.com
Cut BACK BITUMEN

 'cutback' by adding
controlled amounts of
petroleum distillates such as
kerosene.

 This is done to reduce the

viscosity of
the bitumen temporarily so it
can penetrate pavements
more effectively or to allow
spraying at temperatures that
are too cold for successful
sprayed sealing with
neat bitumen.
emubel.be
 Emulsion bitumen

 The bitumen content in the emulsion is around 60% and the

remaining is water.

 a bitumen emulsion is a liquid product consisting of three

things, (i.e. water + Emulsion + Bitumen)

 Bitumen emulsion is a liquid product in which bitumen is

suspended in a finely divided condition in an aqueous medium
and stabilised by suitable material.
 tar
• Tar is a dark brown or
black viscous liquid of
hydrocarbons and free
carbon, obtained from a
wide variety of organic
materials through
destructive distillation.

• Tar can be produced

from coal, wood,
petroleum, or peat.

https://www.hostingadvice.com/how-
to/untar-file-linuxubuntu/
• Asphalt is produced in • Bitumen produced by refining crude
a plant that heats, dries oil. Used as a binder in road-building
and mixes products, it is a very viscous, black or
aggregate, bitumen and dark brown material.
sand into a composite mix.
• It contains 87% carbon, 11%
• Asphalt Asphalt hydrogen and 2% oxygen. The colour
concrete pavement mixes of bitumen is Dark with slight reddish
composed of 5% asphalt tinge.
cement and 95%
aggregates (stone, sand, • Bitumen is the liquid that holds
and gravel). asphalt together.

• Bitumen is cheaper. • A bitumen-sealed surface is a layer of

However, asphalt is bitumen sprayed and then covered
the most cost-effective with an aggregate.

• This is then repeated to give a two-

coat seal.
Asphalt Concrete
Pavement and
bituminous concrete
pavement
DIFFERENCE BETWEEN CONCRETE AND
ASPHALT

Image Credit: http://www.ecrea2010hamburg.eu/asphalt-vs-concrete-driveways-

difference.php
 Pavements can be constructed using hot mix, warm mix or cold mix asphalt.

 Hot Mix Asphalt

 Hot mixes are produced at a temperature between 150 and 190 °C.

 Warm Mix Asphalt

 A typical WMA is produced at a temperature around 20 – 40 °C lower than
an equivalent Hot Mix Asphalt.

 Cold Mix
 Cold mixes are produced without heating the aggregate. Cold mixes are
particularly recommendable for lightly trafficked roads.
Macadam Road
John Louden McAdam
(1756-1836)

 He was a pioneering
Scottish Engineer who
single-handedly
changed the way
roads were built
around the world.
 He was the Father of
the Modern Roads.
 He was the inventor of
“Macadam”.
Before
Before McAdam's
roads, large "flat"
rocks were laid
together to
approximate a level
surface. Not only did
John Loudon
McAdam's design
result in a smoother
surface and carriage
ride, but it was
cheaper to build and
lasted longer.
https://www.ancient.eu/image/9827/roman-road-in-
ambrussum/
 is a type of road
construction, pioneered by Macadam
Scottish engineer John
Loudon McAdam around
1820, in which single-
sized crushed stone layers
of small angular stones are
placed in shallow lifts and
compacted thoroughly. A
binding layer of stone dust
(crushed stone from the
original material) may
form; it may also, after
rolling, be covered with a
binder to keep dust and
stones together. The
method simplified what
had been considered
state of the art at that
point.
Photograph of macadam road, c. 1850s, Nicolaus, Califor
Macadam’s Road building theory
- stones no larger than
7.5 centimetres (3.0 in).
- The upper 5-centimetre
(2.0 in) layer of stones
was limited to 2
centimetres (0.79 in)
size.
- 30-foot-wide (9.1 m)
road required only a
rise of 3 inches (7.6 cm)
from the edges to the
centre.
Water Bound Macadam

Water Bound
Macadam (WBM) is a dense
and compact course of
a road pavement composed
of stone aggregates held
together by a film consisting
of gravel or screenings with
a minimum amount of water.
 Tar Bound Macadam
With the advent of motor vehicles, dust
became a serious problem on macadam
roads. The area of low air pressure
created under fast-moving vehicles
sucked dust from the road surface,
creating dust clouds and a gradual
unraveling of the road material.
Bituminous Macadam
 A crushed stone base or
wearing surface in which
fragments are bonded
together by bituminous
material; the aggregate
layer is compacted and
bituminous material is
applied to the surface.

 A macadam surface
course should consist of a
small, hard aggregate,
usually 6mm or 10mm, in
a bitumen or asphalt
binder.
BITUMINOUS
PAVEMENT
FAILURE
 Deterioration of constructed asphalt pavement is
natural. It’s natural because over time the
materials that make up asphalt begin to break
down and become affected by elements such as
rain, sunlight, and chemicals that come into
contact with the pavement surface.

The premature deterioration of asphalt pavement

is usually due to failures in construction – or human
error.

Image Credit:
http://www.pavemanpro.com/images/uploads/deterioration-asphalt.jpg
Water Sunlight

Chemical
s
 TYPES OF PAVEMENT FAILURES
Alligator Cracking Block Cracking
It often starts in the wheel path Block cracks look like large
as longitudinal cracking and interconnected rectangles.
ends up as alligator cracking
after severe distress.

Image Credit: Image Credit:

http://www.pavemanpro.com/images/uploads/alligat http://www.pavemanpro.com/images/uploads/alligat
or-crack.jpg or-crack.jpg
 Linear Cracking Transverse
Longitudinal cracking
are cracks that are Cracking
parallel to the Transverse cracks are
pavements centerline single cracks
and are most commonly perpendicular to the
caused by pavement pavement's centerline.
fatigue.

Image Credit:
http://www.pavemanpro.com/images/uploads/transv
erse-crack.jpg
Image Credit:
http://www.pavemanpro.com/images/uploads/longitu
dinal-crack.jpg
 Edge Cracking Slippage Cracks
Edge cracking forms Slippage cracks are
along the edge of a crescent-shaped cracks in
road. the surface layer(s) of
asphalt where the new
material has slipped over
the underlying course.

Image Credit:
http://www.pavemanpro.com/images/uploads/edge-
crack.jpg

Image Credit:
http://www.pavemanpro.com/images/uploads/slippage
_cracking.jpg
 Pot Holes

Small, bowl-shaped
depressions in the
pavement surface
that penetrate all the
way through the
asphalt layer down to
the base course.
Image Credit:
http://www.pavemanpro.com/images/uploads/pot-
hole(1).jpg
 Rutting

Ruts in asphalt
pavements are
channelized depressions
in the wheel-tracks.
Rutting results from
consolidation or lateral
movement of any of the
pavement layers or the
subgrade under traffic.

Image Credit:
http://www.pavemanpro.com/images/uploads/rutting.jpg
Surface Treatment
 What is surface treatment?
 A surface treatment is a process applied to the
surface of a material to make it better in some way,
for example by making it
more resistant to corrosion or wear.
  CRACK SEALING
Crack sealing where cracks are subject to
expansion and contraction is done using a specially
prepared hot-poured sealant.

Image Credit:
https://crafco.com/wp-content/uploads/2017/11/Sidewall- Image Credit:
composite-72dpi-300x200.jpg https://www.sami.com.au/wp-
content/uploads/2015/02/Crack-sealing-1.jpg
 PATCHING
Patching is the process of filling potholes or
excavated areas in the asphalt pavement. Quick
repair of potholes or other pavement disintegration
helps control further deterioration and expensive
repair of the pavement. Without timely patching,
water can enter the subgrade and cause larger
and more serious pavement failures.

Image Credit:
https://www.randrpavingnashville.com/img/img61.jpg
Surface Treatment in Road
Construction
 Fog Seal
 Seal Coat
 Chip Seal
 Micro surfacing
 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.
Slurry Seals
 A slurry seal is the
application of a
mixture of water,
asphalt emulsion,
aggregate (very small
crushed rock), and
additives to an existing
asphalt pavement
surface.
 Chip seal
 A chip seal, also known as
bituminous surface treatment is
a thin protective wearing
surface that is applied to a
pavement or base course.
Chip seal can provide all of the
following:
1. A waterproof layer to
protect the underlying
pavement.
2. Increased skid resistance.
3. A filler for existing cracks or
raveled surfaces.
4. An anti-glare surface
during wet weather and an
increased reflective surface for
night driving.
Microsurfacing
 Similar to painting a
house, microsurfacing
creates a protective layer
which preserves the
underlying structure and
prevents the need for
more expensive repairs in
the future.
 Material used: water,
asphalt emulsion,
aggregate (very small
crushed rock), and
chemical additives to an
existing asphalt concrete
pavement surface
END OF PRESENTATION
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