Compaction - Asphalt

Compaction of
bituminous materials
Dipl. Ing. Hans-Josef Kloubert

BOMAG GmbH, Hellerwald, D-56154 Boppard
PRE 109006
[Revision 07/02]
Compaction of bituminous materials
Date :
4/93
Page :
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CONTENT
1.
Introduction ................................................................................................ 2
2.
Objectives of compaction ........................................................................... 3
3.
Factors influencing successful compaction................................................ 4
4.
Compaction characteristics of bituminous materials ............................... 5
5.
Cooling and compaction time..................................................................... 9
6.
Pre-compaction by paver ......................................................................... 10
7.
Primary compaction with rollers ............................................................. 12
8.
Compaction output ................................................................................... 18
9.
Rolling techniques..................................................................................... 21
10.
Literature ................................................................................................. 30
VMA/Kl-wi [Rev. 07/02]
1. Introduction
The volume of traffic on our roads has been steadily increasing over the past
few years. Increasing traffic density and higher permitted axle loads have
placed higher demands on the standard of road construction. Cost effective
reconstruction and repair and maintenance techniques are accordingly
becoming of increasing importance.
In addition to the design properties of materials the quality and durability of
the pavement structure is influenced by the choice of construction methods.
The use of bituminous materials requires an understanding of the
compaction characteristics of the mix for good quality assurance. It is then
necessary to employ the correct type of compaction equipment for each
construction stage to meet the required compaction standards in the most
economical way. Sound compaction techniques must be employed if the
desired results are to be achieved.
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2. Objectives of compaction
The laid bituminous mix is compacted to increase its density or to reduce
the air voids in the material.
This results in increased stability in the material and a higher resistance to
deformation. Good compaction also has a positive influence on the
durability under traffic of the wearing course. Additionally the risk of
failure to water penetration (frost damage), fretting and the embrittlement of
the binder is reduced.
At the same time the roller must produce an even riding surface to meet
todays requirements for driving comfort. Moreover the wearing course
must be sealed and uniform. It must also, however, have a surface texture
providing resistance to skidding.
A high level of density achieved during construction will reduce the
potential subsequent compaction under traffic. This is an essential
requirement for a durable and even road surface as well as for driving
comfort.
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3. Factors influencing successful compaction

Successful compaction is determined by the type of compaction equipment,
the compactibility of the mix and specific site conditions (table 1). Some of
the decisive influences are as follow:
Type
Mix
Application condition
Type of roller
Mineral substance
Quality of the subbase
stiffness
roughness
static roller
pneumatic roller
vibratory roller
combination roller
Design characteristics
weight
weight distribution
geometry and quantity
of drums or tyres resp.
Machine parameters
frequency
amplitude
tyre pressure
rolling speed
Table 1:
max. grain size

chip content
crushed/natural sand
type of filler and
content
Bituminous binder
type
quantity
Weather conditions
ambient temperature
sunshine
wind
Layer thickness
Compactibility
Precompaction by the paver
Compacting temperature
Number of passes
Factors influencing compaction
Rolling technique
4. Compaction characteristics of bituminous materials

The design of the mix will vary according to the anticipated traffic volumen
and local climatic conditions. Thus the compactibility will also differ from
mix to mix and depends upon the nature of the aggregate, on the type and
viscosity of the bitumen and on the temperature of the mix.
Bituminous mixes for roads with heavy traffic loadings are designed to
provide high resistance to deformation. These mixes are characterized by
their bulky stone structure, i.e. a high aggregate content, coarse grain, a high
proportion of crushed sand and stiff binder (Fig. 1). Due to the high internal
friction in the aggregate these mixes are highly stable following laying and
are therefore less sensitive to the action of compaction equipment. Rippling,
contraction or shoving of material should not occur even with the use of
heavy rollers as long as correct operating procedures are observed.
Fig. 1: Compaction characteristics of bituminous materials
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Bituminous mixes used with lightly trafficked roads offer different

compaction properties. These mixes contain a lower aggregate content, a
relatively high content of natural sand and soft binder. They are compactible
and do not therefore require high compactive effort. Due to their decreased
stability in hot conditions they may, however, be sensitive to the use of
heavy compaction equipment or when vibratory compaction is applied
prematurely (Fig. 2).
Fig. 2: Influence of mix stability on rolling procedure
Rippling and shoving of materials may occur very readily. The stability of
the mix can only be improved by the cooling which increases the adhesive
properties of the bitumen. Filler and bitumen (bituminous mortar) have a
strong influence on the stability of most bituminous mixes. The type and
quality of filler and bitumen determines whether the mix will react in a
stable or unstable manner under the influence of rolling. Relatively small
deviations in mix composition can cause difficulties during compaction.
It should therefore be noted that an understanding of the compaction
characteristics of different mixes and their behaviour during rolling
(together with the services of a well qualified and experienced roller
operator) are important ingredients for success in bituminous compaction
operation.
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The influences of aggregate composition on resistance to deformation,

which also serves as an indicator of compactibility, is illustrated in Fig. 3 for
readily compactible and difficult to compact mix designs.
Fig. 3: The influence of air voids on resistance to deformation
The temperature of the mix during the compaction process is of the utmost
importance for the given compaction effort. With high mix temperatures the
compaction produced by the use of rollers is assisted by the low viscosity of
the bitumen. The bitumen acts as a lubricant and reduces the internal friction
of the aggregate / filler mix.
Due to the increasing stiffness of the bitumen during cooling the required
compaction effort increases significantly at low temperatures. In addition to
the internal friction of the aggregate/filler mix it is now necessary to
overcome the adhesion of the bitumen.
Compaction should therefore generally be commenced as early as possible
(Fig. 4).
Compaction temperatures of 100-140 degrees C have been found to be most
suitable. Compaction should be completed at temperatures between 80 and
100 degrees C.
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Fig. 4: The influence of temperature on compaction
When using harder types of bitumen, compaction should be commended

near the upper temperature limit. Difficult to compact mixes require precise
observation temperature since compaction is sometimes unobtainable at low
temperatures even with a high compaction effort.
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5. Cooling and compaction time

The time available for compaction depends upon speed at which the asphalt
layer cools after laying. It is determined by the layer thickness, weather
conditions, application temperature and the minimum specified rolling
temperature.
Further loss of temperature in the layer is caused by heat exchange with the
subbase. Additional temperature loss on the surface is caused by the
evaporation of rain water or water from the sprinkler system of the roller.
The thickness of the layer is also very important. The thinner the layer, the
faster the material will cool due to its low heat retention. The compaction of
thin asphalt layers at ambient temperatures below 10 degrees C will very
often need to be completed after just a few minutes.
With a thick layer at summer ambient temperatures, it may be necessary to
delay compaction to avoid difficulties such as rippling or displacement of
the material.
Strong wind reduces the compaction time considerably whereas high
ambient temperatures and sunny weather extends the available time (Fig. 5).
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Cooling curve of a 4 cm bituminous layer at different conditions:

1. Summer afternoon, air temperature 22 C,
road surface temperature 35 C
2. Fall morning, air temperature 2 C,
road surface temperature 2 C
Fig. 5: Cooling curves for different weather conditions

Available compaction time for a bituminous material containing 200 pen
binder at an ambient temperature of 0 degrees C in relation to the laying
temperature LT and the layer thickness.
Bituminous material containing 200 pen binder
Ambient temperature 0 C
Laying temperature T1 = 160 C, T2 = 130 C
Fig. 6: Compaction time as a function of the layer thickness at various

laying temperatures
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6. Pre-compaction by paver
The level of pre-compaction is an important factor in the selection of the
roller to be used immediately behind the paver. Low paver pre-compaction
requires the use of a lightweight roller to pre-compact the material. Heavy
rollers tend to have a negative effect on the eveness of the layer and
depending upon the stability of the hot mix material, could cause
displacement of the material. In such cases, tandem vibratory rollers should
make the first two passes without vibration.
High pre-compaction by the paver plays an important part in establishing
uniform thickness of layer and provides the possibility of early compaction
at high mix temperatures. This assists the compaction effect of the rollers
and final compaction can be achieved in fewer passes. High pre-compaction
by the paver very often makes the use of a lightweight roller for precompaction purposes unnecessary.
High pre-compaction is therefore desirable and the development of the high
compaction screed is to be welcomed. However, the sole use of this screed
can assure full compaction only in rare instances such as on straight runs of
easy to compact material. In most instances final compaction can only be
achieved by using rollers with high compacting capabilities following on
from the use of high compaction screeds.
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7. Primary compaction with rollers

The specified level of compaction can seldom be achieved only with
precompaction by the paver. In most cases additional compaction with
rollers is necessary whereby primary compaction is obtained with the use of
either static rollers, pneumatic tyred rollers, tandem vibratory rollers or
combination rollers.
Static rollers
Static rollers can be designed as three-wheel rollers or tandem rollers.
Three-wheel rollers are provided with two bigger driven rear wheels and
one smaller non-driven front wheel. The operating weight of three-wheel
rollers is approximately 4-16 tonnes.
Tandem rollers are fitted with two drums of almost similar size. On most of
these machines only one drum is driven. The operating weight of these
rollers is between 1 and 12 tonnes.
The compaction effect of static rollers is based on the influence of their
weight thereby inducing a predominantly vertical pressure onto the layer to
be compacted. This pressure overcomes the internal friction in the mix and
produces a higher density. The vertical pressure of a steel drum changes
with increasing compaction and cooling of the layer. At the commencement
of the compaction process the drum sinks slightly into the material so that a
bigger section of the drum circumference is in contact with the surface. This
results initially in a contact area of greater size and accordingly produces a
lower surface pressure. In the center of the contact area the pressure is
higher than at the periphery. The surface pressure increases compaction or
cooling of the layer as the penetration of the drum into the layer reduces.
The vertical pressure of the roller drum increases continuously throughout
the rolling process. This is a benefit in compaction terms but it is also the
reason that the surface pressure cannot be specified for a smooth drum. As
the vertical pressure depends upon the static linear load, the latter is a
commonly used indicator of the compaction potential of a static roller.
The effectiveness at depth of a dead-weight roller is relatively low and is
normally efficient to approximately 10 cm. The surface smoothness
produced by these rollers is generally good. The working speed is up to
5 km/h.
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Three-wheel rollers are suitable for pre-compaction and primary

compaction, for compaction of joints, for coated chipping work and for
surfaces rolling and finishing off. Heavy dead-weight tandem rollers are
used predominantly for primary compaction duties whereas light tandem
rollers are mainly used for pre-compaction and finishing work.
All tandem vibratory rollers can obviously be used without vibration as
static rollers.
Pneumatic tyres rollers

The operating weight of pneumatic tyred rollers lies between 5 and 25
tonnes (Fig. 7). Depending on their weight they are fitted with 5-11 smooth
tyres which are capable of oscillation.
The compaction effect is a function of the deadweight of the machine and
depends upon the wheel load, tyre pressure and the rolling speed. The
rubber tyres flatten on contact with the surface thereby producing low
surface pressure. Crushing or damage to aggregates near the surface is
virtually eliminated even with the use of heavy pneumatic tyred rollers.
Despite this low surface pressure effective compaction is achieved using
PTRs due to the combination of vertical pressure and horizontal forces
below the tyre which are directed multilaterally. The combination of forces
produced by the PTR produce on a number of material types a denser
aggregate structure than the predominantly vertical forces generated by a
static smooth drum roller.
The resulting compaction is confined mainly the upper part of the
bituminous layer. The penetration effect can be increased by ballasting the
PTR and increasing the tyre pressure. The tyre pressure must be adjusted so
that the wheel produces even surface contact over the entire width.
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Fig. 7: 24 t Pneumatic tyred roller
The combined action of vertical and horizontal forces causes a flexing and
kneading effect resulting in excellent sealing of the surface. Stress fractures
caused by other rollers can be closed by the use of pneumatic tyred rollers.
Pneumatic tyred rollers have advantages over rollers with smooth drums
when used on steep inclines due to the good adhesion between rubber tyres
and the mix material.
For the compaction of thick layers the rolling speed should lie between 3
and 4 km/h. On thin layers and for surfacing sealing the rolling speed may
be increased to 6 to 10 km/h.
Pneumatic tyred rollers are primarily used for pre-compaction and only very
rarely for primary compaction. When sealing high bitumen content road
surfaces at summer temperatures, too many passes can cause a concentration
of bitumen on the surface which leads to an initial lack of skid resistance.
Tandem vibratory rollers

The introduction of vibratory rollers has led to a reduction in the use of
static rollers in the compaction of bituminous materials due to the greater
influence of vibratory compactors. The majority of modern tandem
vibratory rollers with an operating weight between 1 and 12 t are equipped
with hydrostatic travel and vibration drive to both drums (Fig. 9).These
rollers are provided with either articulated or pivot steering.
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Fig. 8: Medium weight tandem vibratory roller
The compaction effect of vibratory rollers is a function of the influence of

vibration on the material to be compacted. The vibration reduces the internal
friction in the material mix so that the combined action of basic weight and
dynamic load increases the density. Static linear load, vibrating mass and
frequency and amplitude are the main determinants of the compaction
result.
For the varying compaction requirements of different layer thicknesses the
larger size tandem vibratory rollers are usually equipped with two
amplitudes and two frequencies. For high compaction output on thin layers
or easy to compact mixes a low amplitude and high frequency (higher than
45 Hz) should be selected. A high amplitude and low frequency setting is
recommended for thick layers and difficult to compact mixes.
The rolling speed should be 3 to 6 km/h on thin layers and 2 to 4 km/h on
thick layers. When stopping or reversing automatic vibration control
switches off the vibration in time to avoid the formation of ruts or the
shoving of material.
Comparison with other types of roller show that tandem vibratory rollers
can achieve the required degree of compaction after fewer passes especially
on difficult to compact mixes. Better surface sealing is achieved by making
the last two passes without vibration.
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Too many passes, however, can have an adverse effect on density. This can
decrease stability and will probably cause loosening of aggregates and of the
material structure. Failures of this nature can also be caused by the use of
vibratory compaction on cool or already cold layers.
These risks should be taken into account when working on materials such as
high stone content hot rolled asphalt layers or previous macadam. Due to the
frequent presence of stabilizing additives, difficult to compact high stability
asphalts should be compacted with heavy vibratory rollers at high
temperatures. To avoid loosening of material and fatting up of binder at the
surface, the layer should only be compacted at low amplitude and a limited
number of vibrating passes applied. Where previous macadam is to be
compacted excessive vibratory compaction can lead to a reduction in design
air voids. The number of vibrating passes should also therefore be
moderated or lighter rollers employed (Table 2).
Tandem vibratory rollers are powerful compactors which are used for the
primary compaction of road bases, base courses and wearing courses.
Where all drum drive is available operation on gradients is practical.
Combination rollers
These rollers are a combination of pneumatic tyred rollers and vibratory
rollers consisting of one smooth drum and, in most cases, 4 smooth rubber
tyres (Fig. 10). They are manufactured in the operating weight range of 2-18
tonnes.
Compaction is achieved by the vibration of the roller drum. Its
characteristics are similar to those of drums on vibratory rollers. The
compaction effect of the rubber tyres is relatively low. As with pneumatic
tyred rollers, the tyre pressure is adjusted so that the tyre contacts the
bituminous layer evenly over the entire width.
Combination rollers combine the high compaction performance of vibratory
rollers and the kneading and flexing effect of pneumatic tyred rollers.
Combination rollers can be used on the same applications as tandem
vibratory rollers but with the advantages of increased gradeability, better
bonding of layers and improved surface sealing.
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Fig. 9: Combination roller with an operating weight of 9.2 t
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8. Compaction output
For bituminous road bases the logistics of mixing - transport - laying compaction - must be carefully co-ordinated to ensure a continuous supply
of material which is necessary to achieve a high quality pavement. Planning
of compaction procedures requires knowledge of the compaction output
required, selection of machine type number of rollers necessary and rolling
patterns to be employed etc.
Compaction output
For the compaction of bituminous materials output is expressed in area
terms as m/h or in volume terms as t/h and calculated by means of the
following formulae:
Area output:
QA = f x
Volume output:
Qv = f
b x v x 1000
z
b x v x h x 1000
z
[m/h]
A [t/h]
Where:
f = Efficiency factor
The efficiency factor is the ratio of actual average output and theoretic
basic output. The efficiency factor considers all significant influencing
factors arising from the condition and operation of the machine, the
organization and condition of the site as well as the weather
conditions. In asphalt construction an efficiency factor of f = 60 is
usually employed for calculation purposes.
b = Working width of the compaction machine in m
v = Working speed of the compaction machine in km/h
z = Number of passes
The number of passes can vary considerably. It depends primarily on
the compactibility of the mix, the precompaction by the paver, the
temperature of the mix during the compaction, the thickness and type
of layer and the characteristics of the roller (Table 2.)
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Experience shows that static rollers and pneumatic tyred rollers need 8
to 12 passes, whereas tandem rollers only need 4 to 8 passes to
achieve the required compaction. Combination rollers provide a
similar compaction output as tandem vibratory rollers.
h = Layer thickness of the material to be compacted in m
A = Density of the compacted asphalt mix in t/m
Thickness of asphalt
layer d (cm)
3t
Number of vibratory passes of various

tandem vibratory rollers
6t
9t
2-4
1 - 2 (K)
1 - 2 (L)
4-6
2 - 4 (K)
2 - 4 (L)
4-8
4 - 6 (K)
2 - 4 (L)
10
6-8
4 - 8 (K, G)
4 - 6 (L, H)
14
--
6 - 8 (G)
4 - 6 (H)
18
--
6 - 8 (G)
4 - 8 (H)
d=2
d=4
---
1 - 2 (L) + stat. passes


Previous coated
macadam
d=4
--
Chip mastic
L = low amplitude; H = high amplitude;

3 t = Machine with only the amplitude
Table 2:
Assumption: Compaction temperature > 100 C
Reference values for the number of passes with tandem vibratory

rollers
The indications about the average compaction output of tandem vibratory

rollers and combination rollers in the tables 3 and 4 can be used as
guidelines for choosing the right machines.
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Roller type /
operating weight CECE
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Area output
Productivity [m/h] at specified layer thickness
(including ROPS + cabin)

t
Wearing course
2 - 4 cm
Binder course
6 - 8 cm
Base course
10 - 14 cm
BW 80 AD-2
BW 80 ADH-2
BW 90 AD-2
BW 100 ADM-2
BW 100 AD-3
BW 120 AD-3
BW 125 ADH
BW 135 AD
BW 138 AD
BW 141 AD-2
BW 144* AD-AM
BW 151 AD-2
BW 154* AD**-AM
BW 161 AD-2
BW 170 AD**
BW 174* AD**
BW 170 AD**-AM
BW 174* AD-AM
BW 202 AD-2
BW 180 AD**
BW 184* AD**
BW 184* AD**-AM
1.5
1.6
1.5
1.6
2.4
2.7
3.4
3.6
4.2
6.9
8.1
7.3
8.5
9.7
8.5
9.0
9.0
9.6
10.7
11.9
12.9
12.9
250 350
250 350
250 400
300 500
300 500
350 600
350 600
500 800
500 800
800 1200
800 1400
1000 1500
1000 1600
1200 1700
1100 1700
1100 1700
1100 1800
1100 1800
1400 2200
1300 1800
1300 1800
1300 2000
200 250
200 250
210 280
220 300
250 300
250 350
270 350
320 450
320 500
500 700
500 800
600 800
600 900
700 900
600 850
600 850
600 900
600 900
800 1000
800 1000
800 1000
800 1100
170 200
170 200
200 250
220 280
250 300
250 350
270 350
300 380
300 400
400 500
400 600
500 600
500 700
600 700
500 650
500 650
500 700
500 700
700 900
600 850
600 850
700 1000
BW 90 AC-2
BW 100 AC-3
BW 120 AC-3
BW 138 AC
BW 151 AC-2
BW 161 AC-2
BW 174* AC**
BW 174* AC**-AM
1.7
2.3
2.5
4.0
7.0
9.4
8.6
9.0
250 350
250 400
300 500
500 800
950 1400
1100 1500
1000 1500
1000 1600
200 250
220 300
250 350
320 500
550 700
600 800
600 800
600 900
170 200
200 250
220 280
250 370
450 550
550 650
500 700
500 700
AD =
AC =
AM =
Table 8:
Tandem vibratory roller

Combination roller
Asphalt Manager
* = split drums
** = pivot steered
Average output (m/h) of tandem vibratory and combination rollers
Roller type /
operating weight CECE
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Volume output
Productivity [t/h] at specified layer thickness
(including ROPS + cabin)

t
Wearing course
2 - 4 cm
Binder course
6 - 8 cm
Base course
10 - 14 cm
BW 80 AD-2
BW 80 ADH-2
BW 90 AD-2
BW 100 ADM-2
BW 100 AD-3
BW 120 AD-3
BW 125 ADH
BW 135 AD
BW 138 AD
BW 141 AD-2
BW 144* AD-AM
BW 151 AD-2
BW 154* AD**-AM
BW 161 AD-2
BW 170 AD**
BW 174* AD**
BW 170 AD**-AM
BW 174* AD-AM
BW 202 AD-2
BW 180 AD**
BW 184* AD**
BW 184* AD**-AM
1.5
1.6
1.5
1.6
2.4
2.7
3.4
3.6
4.2
6.9
8.1
7.3
8.5
9.7
8.5
9.0
9.0
9.6
10.7
11.9
12.9
12.9
10 30
10 30
15 30
15 40
15 40
20 45
20 45
30 55
30 55
35 65
35 70
40 75
40 80
50 90
40 90
40 90
50 100
50 110
70 145
65 120
65 120
65 130
25 45
25 45
30 50
35 60
40 60
40 65
40 65
50 85
50 90
70 130
70 150
80 150
80 170
100 180
90 165
90 165
90 180
90 180
120 250
110 210
110 210
110 230
35 70
35 70
40 80
50 90
60 100
70 110
70 110
75 130
75 135
100 170
100 180
120 190
120 200
150 210
130 190
130 190
140 210
140 210
190 320
190 300
190 300
190 320
BW 90 AC-2
BW 100 AC-3
BW 120 AC-3
BW 138 AC
BW 151 AC-2
BW 161 AC-2
BW 174* AC**
BW 174* AC**-AM
1.7
2.3
2.5
4.0
7.0
9.4
8.6
9.0
10 30
15 35
20 40
30 55
30 60
40 80
40 80
50 90
25 40
35 40
40 60
50 90
60 120
90 160
90 160
100 170
40 - 60
45 90
55 105
65 115
90 155
135 190
130 185
140 200
AD =
AC =
AM =
Table 9:
Tandem vibratory roller

Combination roller
Asphalt Manager
* = split drums
** = pivot steered
Average output (t/h) of tandem vibratory and combination rollers
9. Rolling techniques
At site level the compaction result is determined by the experience and skill
of the roller operator and the rolling pattern he chooses. Here are some basic
rules for compaction work and rolling patterns which have been shown to be
useful.
Basic rules for compaction
1.
Start compaction as early as possible. This also applies when using

heavy rollers immediately behind the paver. The eveness of the layer
produced by the paver must, however, not be jeopardized.
2.
Drive with the driven drum towards the paver to avoid the formation of
riples and cracks. Combination rollers should be used with the rubber
tyres towards the paver.
Exception: When working on steep gradients, the driven drum should
face downhill so that the high shear forces induced by the drum will be
absorbed by the pre-compacted layer without disturbance to the
material. When working downhill, the driven drum should trail uphill.
This problem does not arise when using modern rollers with all drum
drive.
3.
To avoid mix material sticking, drums and tyres must be lightly sprayed
with water. They should be moist but not wet.
The water is evaporated by the hot mix which loses heat. This reduces
the time available for compaction. Sprinkler systems with interval
control switches reduce the amount of water and additives in the water.
4.
Drive smoothly and do not change direction in jerky movements. The

use of an automatic speed control system can improve the rolling
quality.
5.
Do not use vibration when the machine is at standstill. This will avoid
the formation of waves.
6.
Switch the vibration on only when the machine is moving. When

reversing, stop the vibration in good time before the machine comes to
a halt (or use an automatic vibration control).
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7.
If the road is cambered start compaction from the lower edge and
overlap each pass towards the higher edge. In this way the compacted
mix works as a support for the machine.
8.
Steer and offset the machine only on compacted material to avoid

shoving of material.
9.
Never stop the roller on hot mix material since the machine will
probably cause deformation of the layer.
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10. Always park the machine at an oblique angle to the direction of work so
that any marks can be smoothed out later.
ROLLING PATTERN
As a general rule all rolling lanes should overlap by at least 15 cm in
transverse direction so that no uncompacted strips will remain. The number
of passes should be identical for all lanes to achieve a uniform compaction
over the entire width of the mat.
The roller must stay in lane until it reaches the cool and stable area where it
can manoeuvre (Fig. 10). If the road has a kerb, compaction should start at
the outer edge.
3
1
Fig. 10 Rolling pattern
4
2
;;;
;;;
;;;
;;;
;;;
If the road is unsupported with no kerb and the layers (base and wearing
courses) are thick, there is a risk that the roller will push the material
outwards when starting to compact at the edge. To avoid this, a strip of 3040 cm should be left uncompacted on each side to allow the material to cool
in order to provide a stable support for the roller (Fig. 11).
4
3
2
1
5
Fig. 11
4/93
Page :
24 of 31
;;;
;;;
;;;
;;;
;;;
;;;
Rolling pattern where there is a risk of lateral displacement of

material
Date :
When paving in echelon, rollers should compact from the outer edges
towards the middle leaving a 30 - 40 cm strip uncompacted at the middle
joint. This joint is compacted last with a roller to produce a tight bond
between both mats as shown in fig. 12.
1
2
3
4
Rolling pattern for echelon paving
Joints must be compacted to be closed and level. This requires special

attention by an experienced roller operator.
Longitudinal joints (hot on cold) can be compacted in two different ways.
Compaction can be started along the joint whereby the drum covers only
10 - 20 cm of the new layer whilst rest of the drum remains compacted and
cool asphalt (Fig. 13). The subsequent rolling lanes must then be offset from
the outer edge towards the longitudinal joint.
4/93
Page :
25 of 31
;;;;;;
;
;;;;;;
;
;;;;;;
;;;;
;
;;;;
;
;;;;
;
;;;;;
3
Fig. 12
Date :
1
4
3
2
Fig. 13
Date :
4/93
Page :
26 of 31
;;;
;;;
;;;
;;;
Rolling pattern for longitudinal joint hot on cold
The longitudinal joint can also be compacted by rolling with 10-20 cm on

the compacted layer with the rest of the drum on the uncompacted layer
(Fig. 14).
3
2
1
Fig. 14
;;;
;;;
;;;
;;;
Alternative rolling pattern for longitudinal joint hot on cold
Lateral joints should be rolled at right angles to the paving direction if

possible. The roller must therefore drive with 10 - 20 cm of the drum on the
hot and uncompacted material. The overlap should be gradually increased
until the roller is working completely on the new material (Fig. 15).
If the room to manoeuvre the machine is very limited, it is advantageous to
use a small and manoeuvrable roller. If the site situation does not permit any
manoeuvring the transverse joint may be rolled at an oblique angle. The
joint itself may even be cut at an oblique angle to the paving direction.
10 20 cm
hei
hot
Fig. 15
kalt
cold
Compacting a transverse joint
Around bends, compaction should be started at the lower inner side of the
curve by driving straight ahead as far as possible before starting to cut the
corner. The roller must be offset at a tangent to previously compacted
material. The steering speed must be adapted to the rolling speed, i.e. when
driving slowly the steering movement must also be slow. This reduces the
shear forces which are created when rolling around a bend.
The use of rollers with split drums and crab steering to both sides is
recommended.
Date :
4/93
Page :
27 of 31
;;;;
;;;;
;;;;
1
2
3
4
5
Fig. 16
Compacting on bends
The split drum halves the shear forces which are created between drum and
material when rolling on bends and reduces the risk of cracks near the outer
edge of the rolling lane. When compacting the edge of the road surface the
crab steering offers the facility to offset one drum away from the kerb of the
road surface so that the operator can monitor one drum with ease. This is a
particular benefit when working on bends or moving away from kerbs
(Fig. 16).
Date :
4/93
Page :
28 of 31
ROLLING CRACKS AND THEIR CAUSES

Compaction with rollers can lead to the development of longitudinal and
transverse cracks as well as to displacement of material. These cracks can be
the result of several factors and are therefore very difficult to diagnose.
Transverse cracks
Transverse cracks are usually shallow. Possible causes are:
>
The roller pushes a bow wave ahead (pre-compaction by the paver too
low, application too early of rollers which are too heavy, the driven
drum of the roller does not face towards the paver).
>
Delayed rolling after laying thick layers (the surface has cooled down,
the core is still hot and the roller sinks into the surface).
>
Layer slippage: the roller displaces subbase material (subbase

contaminated or inadequately tack coated).
>
Surface saturation (rain or excessive water sprinkling).
>
Compaction of thick layers on gradients (the shear forces of the roller

cannot be absorbed).
>
Poor mix composition (e.g. high proportion of poorly graded natural

sand and a low bitumen content).
>
Over-compaction.
>
Segregation of aggregates in mix.
Longitudinal cracks
Longitudinal cracks tend to run through the entire depth of the layer.
They are generally caused by:
>
Defects in the subbase.
>
Shearing of the mix under heavy rolling (on thick layers, a heavy roller
must delay operations until surface cools: temperature sandwich occurs
and mix then shears on hot core during rolling).
>
Inadequate pre-compaction.
>
Over-compaction.
>
Unstable mix composition (especially with high sand content).
>
Temperature too high.
>
Poor layer bonding.
>
Binder content too high.
>
Segregation of mix.
Date :
4/93
Page :
29 of 31
Displacement of material
The most common reasons for displacement of material are:
>
Excessive delay before commencing compaction. Temperature

sandwich develops (cool surface skin, hot core). Roller penetrates
surface displacing hot material in direction of travel.
>
Roller too heavy.
Date :
4/93
Page :
30 of 31
LITERATURE
[1]
Dbner, R.:
Asphalt road construction - application and compaction of
asphalt mix, Arbit-Schriftenreihe Bitumen, Heft 31, 1982
[2]
Henrich, H.:
Handbook of asphalt technology for road construction,
technical publication of Bomag-Menck GmbH, 1982
[3]
Kirschner, R. and Kloubert, H.-J.:

Vibratory compaction in earth and asphalt construction,
technical publication of Bomag-Menck GmbH, 1988
[4]
Kirschner, R. and Kloubert, H.-J.:

Compaction with combination rollers, BOMAG-test reports
(not published), 1987
Date :
4/93
Page :
31 of 31

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Compaction - Asphalt

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Compaction of

Dipl. Ing. Hans-Josef Kloubert

Compaction of bituminous materials

Objectives of compaction ........................................................................... 3

Factors influencing successful compaction................................................ 4

Compaction characteristics of bituminous materials ............................... 5

Cooling and compaction time..................................................................... 9

Pre-compaction by paver ......................................................................... 10

Primary compaction with rollers ............................................................. 12

Compaction output ................................................................................... 18

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

3. Factors influencing successful compaction

Quality of the subbase

VMA/Kl-wi [Rev. 07/02]

max. grain size

Precompaction by the paver

Factors influencing compaction

Compaction of bituminous materials

4. Compaction characteristics of bituminous materials

Fig. 1: Compaction characteristics of bituminous materials

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

Bituminous mixes used with lightly trafficked roads offer different

Fig. 2: Influence of mix stability on rolling procedure

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

The influences of aggregate composition on resistance to deformation,

Fig. 3: The influence of air voids on resistance to deformation

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

Fig. 4: The influence of temperature on compaction

When using harder types of bitumen, compaction should be commended

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

5. Cooling and compaction time

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

Cooling curve of a 4 cm bituminous layer at different conditions:

Fig. 5: Cooling curves for different weather conditions

Fig. 6: Compaction time as a function of the layer thickness at various

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

7. Primary compaction with rollers

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

Three-wheel rollers are suitable for pre-compaction and primary

Pneumatic tyres rollers

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

Fig. 7: 24 t Pneumatic tyred roller

Tandem vibratory rollers

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials

Fig. 8: Medium weight tandem vibratory roller

The compaction effect of vibratory rollers is a function of the influence of

VMA/Kl-wi [Rev. 07/02]

Compaction of bituminous materials