TOPIC NO.

4 – ROAD MATERIALS

Aggregates which is intended for either bituminous or Portland concrete pavement should be of good
quality and in accordance with the requirement of AASHTO standard under ITEM -703 of the
department of Public Works and Highways specifications which generally provides that:

“the aggregates shall consist of hard durable particles or fragments of crushed stone, crushed slag or
crushed or natural gravel.”

Aggregates, in order to be classified as good quality, must undergo various tests such as:

1.) TEST FOR STRENGHT

The criterion for aggregate strength test is the LOS ANGELES Rattler Test (AASHTO T-96) briefly
conducted as follows:

a. The rattler test is done in a hollow cylinder closed at both ends. The cylinder measures 70 cm.
Inside diameter by 50 cm. Long provided with steel shelf which project radially inwards 3-1/2
inches mounted with its axis horizontally on stub shaft fastened at the ends.
b. The cylinder is rotated 500 revolutions at a speed of 30 to 33 rounds per minute.
c. After testing, the sample is passed on to No.12 sieve and those that passed through it are set
aside. The amount of loss is the difference between the original and the final weight expressed
in percent.
d. The FHWA recommend that aggregate for a dense graded mix shall have 50 or less coefficient
of wear.
e. For an open graded mixture, the requirement is 40 or less. However, percentage may be set in
cases where excellent aggregates are abundantly available.

2.) TEST FOR SOUNDNESS

Soundness refers to the resistance of the materials to deterioration from the effects of action like
freezing and thawing. The common test for soundness is the application with sodium or magnesium
sulphate(see AASHTO T-104).

a.) A sample of fine or coarse aggregate is dried then immersed in a saturated solution of sodium
or magnesium sulfate, followed by draining and oven drying.
b.) The liquid solution applied will cause splitting, crumbling, cracking or flaking of the particle
surface. The application is conducted in five immersion drying cycles.
c.) After washing and drying, the aggregate sample is examined carefully and sieved to determine
the changes in the particle sizes. The result is recorded as percentage loss.
d.) Some road agencies do not require soundness test for aggregate intended for asphalt
pavement particularly in areas where the temperature of the pavement does not fall below
freezing point.

3.) TEST FOR AFFINITY AND SWELL

A strong and durable pavement must have binder which adhere or stick firmly to the aggregate
particles, if the binder separates or strips off from the aggregate, the pavement will disintegrate under
traffic.

Another reaction of the pavement is to pit when aggregates are pulled off caused by running wheels.
In the event that pavement mixture swells, the interlock and friction between the particles are
destroyed resulting to the collapse of the pavement stability.

a.) HYDROPHILIC is the term used when the aggregate has greater affinity for water than asphalt.
Meaning, they like water.
b.) If an aggregate is hydrophilic, the chemical bond between the aggregates and water is much
stronger than those between aggregates and asphalt. On the contrary, if the aggregate is
hydrophobic, pinholes will develop in the asphalt and water penetrates the surface until it
reaches the aggregates.

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 c.) Such water-aggregate interferences may develop at the sharp edge of crushed particles in due
time, the water will destroy the aggregate and asphalt bond.
d.) Sometimes the stripped asphalt flushes to the surface of the pavement making it slickly, and
after stripping, fine aggregates which are susceptible to swelling will expand when moistened
then disrupt the pavement structure.
e.) The immersion compression test (AASHTO T-165) indirectly measures the tendency of aggregate
to strip or swell under the effects of water.

4) SHAPE AND TEXTURE OF AGGREGATES

a.) A relatively rounded smooth as aggregate particles like natural gravel is recommended to
Portland cement concrete pavement because the mixture is workable. Meaning easily managed
and consolidated inside the forms.
b.) The angular or cubical shape and rough surface texture aggregate has been proven excellent
material for asphalt pavement because it has stronger interlocking action plus the well
adherence of asphalt binder to the particles.
c.) A thin or elongated piece of dirt is considered as undesirable material for either asphalt or
concrete pavement
d.) The AASHTO standard specifications for asphalt pavement aggregate have no specific
stipulation as to the control of the shape or surface texture.

5) TEST FOR RESISTANCE TO POLISHING

One good criterion for pavement design is the high coefficient of friction between the tire and the
road surface. A good asphalt or concrete road design is when “the rubber tire is in direct contact
with the aggregate and not with the binder” measured under the following considerations:

a.) If in so short a time, the aggregate surface of the road becomes polished and slicky, the
coefficient of friction between the road surface and the tire will be dangerously low.
b.) The skid resistance has a bearing relation with the polishing of the aggregate, prompting the
road agency to consider the skid resistance measurement on existing road to be included and
part of the road inventory.
c.) Aggregates that are produced from limestone are practically susceptible to polishing. On the
other hand, if the parent rocks are sandstone or fine grained igneous type, polishing is not
severe.
d.) Limestone coarse aggregate containing larger amount of sand that are insoluble in diluted
hydrochloric acid, are found to be resistant to polishing.
e.) Likewise, the friction factor between the tire and the road will be increased substantially if silica
sand is included in the mixture.

6.) DEGRADTION TEST

Some aggregates degrade in the presence of water. This is measured through mechanical agitation in
water under designation test T-210 AASHTO.

a.) About 2.5 kilograms of coarse aggregate that is retained on NO.4 sieve are washed thoroughly
and agitated for 10 minutes.
b.) A sedimentation test like the sand equivalent test for soil is done on the sample passing the
0.075mm (No.200) sieve to obtain a measure of the types and amount of fine particles
generated. The durability index result ranges from 0 to 100, but the FHWA specifications set a
minimum value of 35.
c.) For fine aggregates that passes the 4.75mm(No.4) sieve, test is the same as the above
procedures except that the sample size is only ½ kilograms.
d.) The sand equivalent test is performed after 10 minutes to establish a durability Index of 35.

7.)PARTICLE SIZE

a.) for dense graded pavement – the particle size of aggregate ranges from coarse to dust.

b.) for open graded pavement – one more layer of coarse rock of uniform size is used.

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c.) for sheet asphalt – the mineral aggregate is a carefully graded sand and mineral dust.

AGGREGATE FOR BITUMINOUS PAVEMENT

Generally, for bituminous or asphalt pavement, the aggregates constitute 88% to 96% by weight or
more than 75% by volume. The AASHTO standard specification provides that:

“the aggregate shall consist of hard, durable particles of fragments of stone or gravel and sand or
other fine mineral particles free from vegetable matter and lumps or ball of clay and of such nature
that it can be compacted readily to form a firm, stable layer. It shall conform to the grading
requirements shown in table 5-1 when tested by AASHTO T-11 AND 27”.

The following materials are classified under Item 300 of the DPWH standard specifications.

1.) The coarse aggregate material retained on the 2.00 mm (No.10) sieve shall have a mass
percent of wear by the Los Angeles Abrasion Test (AASHTO T-96) of not more than 45.
2.) When crushed aggregate is specified not less than 50 mass percent of the particles retained on
the 4.75 mm (No.4) sieve shall have at least one fractured face.
3.) The fraction passing the 0.75 mm (no.200) sieve should not be greater than two thirds of the
fraction passing the 0.425 mm(No.40) sieve.
4.) The fraction passing 0.425 mm (No.40) sieve shall have a liquid limit of not greater than 35 and
a plasticity index range of 4 to 9 when tested by AASHTO T-89 and T-90 respectively.

AGGREGATE FOR PORTLAND CEMENT PAVEMENT

In order to obtain highly quality concrete, road agencies have imposed almost without
exception that all aggregates shall pass appropriate tests for strength, soundness, wear or
combination of these three.

1. The presence of organic impurities in the aggregates intended for concreting road pavement may
cause slow or non-hardening of the concrete. Under AASHTO T-21 standard test, the aggregate is
treated with a mixture of Sodium Hydrochloride solution and when the treated aggregate turns dark,
organic materials are said to be present in aggregate.

2. The strength of fine aggregate is measured by the compression tests of sand-cement mortar.

3. Soundness of fine aggregate is measured by their resistance deterioration under the action of
solutions of Sodium or Magnesium Sulfate. The sulfate test is five cycle. The maximum loss under
AASHTO specifications is 10%.

4. For Coarse Aggregate the requirement consists of crushed stone, gravel, blast furnace, slag, or
approved inert materials of similar characteristics or combination thereof having hard, strong durable
pieces free from adherent coatings.

The Department of Public Works and Highways standard specifications classify aggregate
under Item 703. Specifically provides that:

1. Aggregate shall consist of hard, durable particles of fragments of crushed stone, crush slug or
crushed or natural gravel. Material that breaks up when alternately wetted and dried shall be
discarded.
2. Coarse Aggregate is the material retained on the 2.00mm (No. 10) sieve and shall have a
percentage of water not more than not more than 50 for sub-base and not more than 45 for
base and surface courses as determined by AASHTO designation test T-96.
3. Fine Aggregate is the material passing the no. 10 sieve (2.00mm) consisting of natural,
crushed sand, and fine mineral particles. The fraction passing the 0.075mm (No. 200) sieve
should not be greater than 0.66 (2/3) of the fraction passing the 0.425mm (No. 40) sieve.

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 4. For Base Corse, the fraction passing the 0.425mm (No. 40) sieve shall have a liquid limit of
not more than 25 and a plastic index (PI) not greater than 6. For sub-base course, the liquid
limit should not be greater than 35, and Plastic Index not greater than 12.
5. For Surface Coarse the fraction passing the 0.425mm (No. 40) sieve shall have a liquid limit
not more than 35 and Plasticity index not less than 4 nor exceed 9.

MINERAL FILLER
The strength of road pavement will be increased if dust additives which dense the graded mixture is
added. It is called mineral filler that reduces the void contents in the mixture. This is not an ordinary
dust.

Dust additive is classified into: finely powdered limestone, slag, hydrated lime, Portland
cement, trap rock dust, and fly ash.

BITUMINUOS MATERIALS AND BINDERS

Bituminous material or asphalt in short is a viscous liquid used as binder for aggregates in road
construction. It is thicker than water at normal temperature and brittle when cold.
 Bituminous material is in liquid form when mixed with aggregates. This liquid form may be
produced either by heating the hard asphalt, by dissolving in solvent, or emulsifying in water.
 The action of asphalt depends on its type and the aggregate it is combined with and to resist
the abrasive force brought about by heavy traffic.
 For road pavement consisting entirely of coarse particles and asphalt, heavy binder is needed
requiring more asphalts. If aggregates in the pavement contain fine particles, cohesion will be
developed by surface tension in the thin asphalt film surrounding the fine particles, less asphalt
is required.

READ ME:
Fine Aggregate
It is the aggregate most of which passes 4.75 mm sieve and contains only so much coarser as is
permitted by specification. According to source, fine aggregate may be described as:
 Natural Sand– it is the aggregate resulting from the natural disintegration of rock and which
has been deposited by streams or glacial agencies
 Crushed Stone Sand– it is the fine aggregate produced by crushing hard stone.
 Crushed Gravel Sand– it is the fine aggregate produced by crushing natural gravel.

Coarse Aggregate
It is the aggregate most of which is retained on 4.75 mm sieve and contains only so much finer
material as is permitted by specification. According to source, coarse aggregate may be described as:
 Uncrushed Gravel or Stone– it results from natural disintegration of rock
 Crushed Gravel or Stone– it results from crushing of gravel or hard stone.
 Partially Crushed Gravel or Stone– it is a product of the blending of the above two
aggregate.

Binder Materials
Asphalt cement is used as a binder for almost all high types of bituminous pavement. It is a semi –
solid hydrocarbon retained after fuel and lubricating oils are removed from petroleum. Viscosity test
is a procedure used in grading asphalt cement.

Cutback or liquid asphalt is a petroleum product consisting of asphalt cement with a liquid distillate
or concentrate (diesel, kerosene, or gasoline). The less viscous asphalt contains diluents as little as 15
per cent.
It is a usable fuel and air pollutant. Cutback or liquid asphalt is classified as slow curing (SC) road
soil, medium curing (MC) cutback asphalt and rapid curing (RC) cutback asphalt.

Emulsified Asphalt is a kind of mixture wherein the minute globules of asphalt disperses in water.
Emulsion could be applied or mixed at normal temperature, because when water content evaporates,

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the asphalt remains. It is excellent with wet aggregate because the water medium carries the asphalt
into a superior contact with the particle surfaces. It is an alternate to cutback asphalt.

Oxidized Asphalt and road tar. Oxidized asphalt is suitable only for roofing. Highway used of
oxidized asphalt is limited to water proofing of structures and filling joints of concrete pavement. Road
tar is a by – product of the distillation process of coal.

Bitumen – rubber mixture, powdered rubber foams added to bitumen has improved the stability of
some but not all. It was first experimented in Holland in 1929 and adopted in the United States in 1947
and later in European countries.

Epoxy resin as binders are produced in a clear, dark, rigid, and flexible form for application to either
concrete or asphalt pavement. Hardening can be attained by mixing the resin and the catalyst
hardener prior to application. The result is thermosetting which means it will not soften under the
influence of heat or the action of solvent like water or petroleum products.

Properties of Bituminous Materials:

The high demand of bituminous materials is owing to the number of their first-rate advantageous
properties listed below:
1. Adhesive: Binds together all the components without bringing about any positive or negative
changes in their properties.
2. Water proof: Bitumen is insoluble in water and can serve as an effective sealant
3. Strong: Though the coarse aggregates are the main load bearing component in a pavement,
bitumen or asphalt also play a vital role in distributing the traffic loads to the layers beneath.
4. Durable: Bitumen lives up to twenty years if maintained properly throughout the pavement life.
5. Versatile: Bitumen is a relatively easy to use material because of its thermoplastic property. It can
be spread easily along the underlying pavement layers as it liquefies when heated making the job
easier and hardens in a solid mass when cooled.
6. Economical: It is available in cheaper rates almost all over the world

BITUMINOUS PAVEMENT

Bituminous pavement is a combination of mineral aggregate and bituminous binders. The mixture of
rock material particles with asphalt has created so many name such as:

1. Asphalt macadam 6. Asphalt sheet

2. Asphaltic concrete 7. Road mix
3. Mastic 8. Armor coat
4. National paving 9. Oil mat etc.
5. Plant mix

One thing to remember, bituminous roadway is nothing more than a mixture of mineral
aggregates and asphalt. Meaning, asphalt road is virtually a bituminous road.

Qualities of an Asphalt Road

To consider an asphalt road in good service, it must possess in its full life the following
qualities:

1. The surface must free from cracks or raveling due to shrinkage and fatigue failure.
2. It must withstand weather condition, including the effect of surface water, heat, cold and
oxidation.
3. It must be resistant to internal moisture such as water vapor.
4. It must possess a tight or porous impermeable surface as the case may be suitable to
underlying base or sub-base.
5. It must be smooth riding and skid free surface.

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The success of the asphalt pavement lies or depends on the construction quality of the sub-grade and
the base course. On the contrary, pavement failure would be consider as a foregone conclusion.

ASPHALT CONCRETE PAVEMENT

The term asphalt concrete refers to a dense graded road surface made of hot mineral
aggregate plant mixer with hot asphalt normally laid at a high temperature of about 275°F to 300°F.
Asphalt concrete is the highest type of dense bituminous pavement suitable for the most
heavily travelled roads. A prime coat is first applied over untreated and treated base before asphalt
concrete is laid. The purpose is to bind any loose particles of the base and likewise act as a bond
between the base and the pavement. The thickness of compacted asphalt concrete ranges from 2
inches for lightly travelled road to 6 inches or more for roads where traffic is considerably
heavy.

BITUMINOUS PAVEMENT FAILURES

Bituminous pavement failures are caused by an excessive load. Heavy load creates deflection
on the road surface with insufficient underlying strength. Deflection on the road surface may be the
effect of elastic deformation from the consolidation of the base and subsoil or from the combination of
elastic and plastic deformation. Pavement failure can be categorized into three:

Asphalt concrete pavements are subject to a variety of types of pavement distress or failure. These
include:
1. Alligator cracks. A series of interconnected or
interlaced cracks caused by fatigue failure of asphalt
concrete surface under repeated traffic loading. Alligator
cracking is a load associated structural failure. The
failure can be due to weakness in the surface, base or
sub grade; a surface or base that is too thin; poor
drainage or the combination of all three. It often starts in
the wheel path as longitudinal cracking and ends up as
alligator cracking after severe distress.

2. Block cracks. Block cracks look like large

interconnected rectangles or polygons. Block cracking is
not load-associated, but generally caused by shrinkage
of the asphalt pavement due to an inability of asphalt
binder to expand and contract with temperature cycles.
This can be because the mix was mixed and placed too
dry; Fine aggregate mix with low penetration asphalt &
absorptive aggregates; or poor choice of asphalt binder
in the mix design.

3. Transverse cracks. Cracks approximately at right

angles to the pavement centerline and caused by
shrinkage or differential thermal stress of the asphalt
concrete. Transverse cracks can be caused by reflective

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cracks from an underlying layer, daily temperature
cycles, and poor construction due to improper operation
of the paver.

4. Longitudinal (linear) cracks. Cracks approximately

parallel to the pavement centerline and caused by
poorly constructed construction joints and shrinkage of
the asphalt concrete surface. Joints are generally the
least dense areas of a pavement.  

5. Bleeding or flushing. The extruding of bitumen

onto the pavement surface, causing reduction in skid
resistance. Bleeding is generally caused by excessive
amounts of asphalt in the mix and/ or low air voids
content. It occurs when asphalt fills the voids in the mix
during hot weather and then exudes out onto the
surface of the pavement.

6. Pot Holes. Small, bowl-shaped depressions in the

pavement surface that penetrate all the way through the
asphalt layer down to the base course. They generally
have sharp edges and vertical sides near the top of the
hole. Potholes are the result of moisture infiltration and
usually the end result of untreated alligator cracking. As
alligator cracking becomes severe, the interconnected
cracks create small chunks of pavement, which can be
dislodged as vehicles drive over them. The remaining
hole after the pavement chunk is dislodged is called a
pothole.

7. Depressions (bird baths). Depressions are

localized pavement surface areas with slightly lower
elevations than the surrounding pavement. Depressions
are very noticeable after a rain when they fill with
water. 

8. Upheaval. Upheaval is a localized upward movement

in a pavement due to swelling of the subgrade. This can
be due to expansive soils that swell due to moisture or
frost heave (ice under the pavement).

9. Raveling (very porous asphalt). Raveling is the

on-going separation of aggregate particles in a
pavement from the surface downward or from the edges
inward. Usually, the fine aggregate wears away first and
then leaves little "pock marks" on the pavement surface.
As the erosion continues, larger and larger particles are
broken free and the pavement soon has the rough and
jagged appearance typical of surface erosion. 

MACADAM ASPHALT MAT

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 Has large amount of voids in the lower part of the aggregate layers. It’s Strength comes from
the interlocking aggregates that hold the individual stone together

The surface is composed of two or three layers of progressively smaller, clean, sharp angular
stones bonded by asphalt.

Constructing the Macadam Asphalt Road

1. Spread the coarsest aggregate to the roadway.

2. Smoothness of the surface is checked after compaction.
3. Apply asphalt by spreading the right amount of bitumen at specified temperature.
4. Placing the keystone base course, spread on top to fill the interlocking voids.
5. Sealing the surface is applied to seal the pavement against moisture
6. The weather must be dry and warm During construction
7. Before the application of asphalt binder, coarse aggregate is first chocked to the remaining top
voids.

Surface Treatment

Road surface treatment method is applied to upgrade untreated surface and to rejuvenate or restore
an existing pavement. The inverted penetration method is applied wherein the binder asphalt is first
prayed over a prepared surface then covered with fine aggregates.
On the basis of purpose to be accomplished, surface treatment is subdivided as follows:
1. Dust palliative is a surface treatment or application of asphalt to control dust and fine sand
along the highway.
2. Prime coat or tack coat, treating the surface to provide new wearing course.
3. Armor coat provides protection for untreated surfaces using thin bituminous binder covered
by mineral aggregate applied to an earth, gravel, or water bound macadam surface or to
stabilize the base.
4. Seal coats and retreads. Seal coat is the application of asphalt binder to a pavement surface
covered with aggregate.
5. Sheet asphalt is a mixture of sand fillers and asphalt cement.
6. Tack coat is the same as the prime coat. It is sprayed in advance on the surface course to
permit it to dry into a “tacky” or nasty condition.
7. Slurry seal is a combination of sand, crushed stone, emulsified asphalt and water.
8. Asphalt overlay is a layer of asphalt bound aggregate laid to an existing pavement.

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