ROADWORKS

Construction

History on roadwor
ks

Some of the oldest paved roads still in

existence were built by Roman Empire. The
first road of this type was opened on
september 21, 1924 in Italy, and connected
Milan with Como and Lake Como; it was 42.6
km long. Now it is officially designed as
Auyostrada A9 Autostada A9 Milano Laghi.

Introductio
n
Road construction is the pavement construction.
In its most general sense, a road is an open,
generally public way for the passage of vehicles,
people and animals.
Covering these road with a hard smooth surface
(pavement) helped make them durable to
withstand traffic + the environment. Road
pavements have a life expectancy of between 20
30 years.

F a c t o r s to be considered on pavement
construction

Due to physical conditions the selection on type of

pavement
are vary significantly from location to
location. The evaluation should be based on the most
appropriate and cost-effective pavement type to be used
during the planning and design phases of the project
together with a systematic consideration of the following
project specific conditions:
Pavement design life
Traffic considerations
Soils characteristics
Weather (climate zones)
Existing pavement type and condition
Availability of materials
Constructability
Cost comparisons (initial and life-cycle)

Purpose of pavement syst

em

1.. Smoothness
to provide a smooth surface over which vehicles may safely
pass under all climatic conditions for the specific
performance period of the pavement + helps improve ride
comfort + reduce vehicle operating costs.

2.. Load support.

to distribute imposed wheel loads over a large area+ to
reduce the high unit stresses imposed by vehicles on the surface
without any failure due to rutting, excessive settlement or other
type of distress.

3.. Drainage.
Pavement material and geometric design can affect quick and

efficient
drainage
thus
eliminating
problems such as mud and puddles.

moisture

Pavement
consideration

The major factors involved in design

of the pavement thickness are:

The magnitude of imposed loads

The strength of the sub-grade
soil
Method to estimate pavement
design load :
AADT average annual daily traffic
DTN design traffic number
(Average
daily number of equivalent 18,000
lb axle
loads)
Maximum wheel loads allowed
Number of trucks and buses using
the
pavements
EWL- equivalent wheel loads

Design

Difficultly
during loading
measurement due to the many
unknowns and variables such as
following:

Wheel loads, which vary from light

passenger cars to large transports
with many axles and the resulting
relative pavements damage is difficult
to estimate.
Load applications vary from a few
thousands to many millions per year
Growth in the amount and type of
traffic must be estimated fro the
design periods of the pavements.
The decrease in serviceability due to
age, climate and type of traffic must
be taken into account.

Pavement design

P h a s e s on pavement
construction

Road construction can be divided

into two distinct phases 1st phase - earthworks
2nd phase construction of pavement
which
overlies the
earthworks.

P h a s e s on pavement
earthworks
construction

1st phase > earthworks

1
2
3

Soil Investigation
Embankment slopes

Soil stabilization

Sub-grade layer

Formation layer

Soil
1
Investigation
2

P h a s e s on pavement
earthworks
construction

Embankment slopes

3
4
5

Soil stabilization
Sub-grade layer
Formation layer

Information
usually
required
in
soil
investigations
includes:
> Depth, thickness and properties of
each
soil layers. Test holes are drilled
approximately 300 mm apart to a
depth of 3
m (10 ft) below sub-grade level.
> Location of groundwater table
> Depth to bedrock

Soil Investigation

Embankment
2
slopes
3
4
5

P h a s e s on pavement
earthworks
construction

Soil stabilization
Sub-grade layer
Formation layer

The safe angle of any embankment slope

will depend on the fill material used and
the height of the bank- range from as much
as 45 for rock-waste fill down to as little as 20
for some clays.

Soil Investigation

Embankment
2
slopes
3
4
5

Soil stabilization
Sub-grade layer
Formation layer

P h a s e s on pavement
earthworks
construction
The preparation of the soil to bring it to -:
The correct level
Gradient
Profile
Strength required
Note : Most earthworks are formed by cut-andfill

Soil Investigation

Embankment
2
slopes
3
4
5

Soil stabilization

P h a s e s on pavement
earthworks
construction
In highway or road construction, cut
and fill refers to -

Sub-grade layer
Formation layer

Excavation in cutting down to formation

level for the new road, this excavated
material then being carted to adjacent
areas where the formation is to be above
the natural ground level and where fill is
required to form an embankment up to
the necessary formation level.

Soil Investigation

Embankment
2
slopes
3
4
5

Soil stabilization
Sub-grade layer
Formation layer

P h a s e s on pavement
earthworks
construction
The relevant considerations for cut-and-fill
methods :
1. Determining side slopes for cutting and
embankments.
2.Treatment of compressible subsoil which
may be removed or stabilized, depending
upon its quality.
3. For economic reasons, the excavated
earth in cutting (cut) should, if possible,
balance the amount needed to form
embankments (fill).
4. Disposing of surplus cut or importing fill
usually involves extra work and expense.
5. Care must be taken to ensure that the
excavated material is suitable for use in the
fill areas.

Soil Investigation

Embankment
2
slopes
3
4
5

P h a s e s on pavement
earthworks
construction

Soil stabilization
Sub-grade layer

Cut and Fill

Plants and Equipment

Formation layer

Scraper

excavator

Bulldozer

Dump trucks /
lorries

Grader

Tractor shovels

Soil Investigation

Embankment
slopes
2

P h a s e s on pavement
earthworks
construction

Soil
3
stabilization
Stabilization is the method of increasing a soils
4
5

Sub-grade layer
Formation layer

natural
strength and a producing a soil that is not
affected by
changes in moisture content and so suitable
used as
sub soil or sub base.
There are various types of stabilization which
may be
used to increase the dry density:
> Stabilization by drainage
Drainage of the subsoil by land drains, wells,
vertical or horizontal sand filters. ( Sand
Wicks, Sand Drains, Pre-fabricated Band
shaped vertical
drains)

Soil Investigation

Embankment
slopes
2

P h a s e s on pavement
earthworks
construction

Soil
3
stabilization
4
5

Sub-grade layer
Formation layer

> Physical stabilization

The physical properties of a soil may be modified
by a
change of the soil grading, such as the addition
of sand
and gravel to clays or silts or the addition of a
cohesive
silt or clay to sands to sands or gravels, with the
object
of increasing the internal friction or cohesion of
the soil.
> Chemical stabilization
Addition of materials that reacts chemically with
the soil
constituents: calcium chloride, sodium chloride,
soluble

Soil Investigation

Embankment
slopes
2

Soil stabilization

Sub-grade
layer

Formation layer

P h a s e s on pavement
earthworks
construction
The suitability
depends on
Physical
Properties of Fill
Material

Methods of
compaction
Conditions of
road usage

The strength of a sub-grade determines the

thickness of the pavement needed------sub-grade
strength can be achieved by one of the following methods
including -

1. Removing poor material from a site

and replacing it with selected high
quality fill suitable for formation of
embankments.

2. Ensuring compaction of sub-grade to a

high dry density------Providing adequate

Soil Investigation

Embankment
slopes
2

P h a s e s on pavement
earthworks
construction

Soil stabilization

Sub-grade layer

Formation
layer

The final layer or earthwork is called the

formation level after the completed of the
sub-grade layer.
The surface of the ground in its final shape
after completion of the earthworks and of
consolidation, compaction, or stabilization
in situ.

ROADWORKS Construction

FLEXIBLE PAVEMENT

Introducti
on

Flexible pavement

Flexible

Flexible also known as Hot mix asphalt (HMA)

pavements @ "asphalt concrete" (AC or ACP),
"asphalt", "blacktop" or "bitumin or bituminous
pavements), which may or may not incorporate
underlying layers of stabilized or un-stabilized
granular materials on a prepared sub-grade.
Consists
of
four
layers
of
road
construction material, these being built up
on the formation as shown below-

Wearing course
Based course

Surface
course

Road-based
Sub-based
Sub-grade course ( soil )

Introducti
on

Flexible pavement

Flexible

Flexible pavements, which include asphalt

concrete, stabilized or bound granular the
material or granular material only distribute
the load over a cone shaped area under the
wheel, reducing the imposed unit stress as
depth increases
Flexible construction is so called because
it allows a small amount movement of the
road structure under load.

Flexible

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course

C on sFtl erx u
ctIon met
ible pavement
hod

Sub grade layer is the lowest layer in the road

pavement structure. The original soil is used for
sub-grade layer. After the excavation work reach
the required level, the surface need to be shape
and compact. Compaction would be modified the
mechanical properties of the soil. The strength of
the compacted soil would be increase and the
occurrence of the sedimentation can be reduced in
the future. The structure of the soil becomes more
stable to receive load.

Flexible

C on sFtl erx u
ctIon met
ible pavement
hod

It FUNCTION as :
Assists in load-spreading.

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course

Assists subsoil drainage (if a free

drainage material is used)
Acts as a temporary road for traffic
during construction.
It is customary to shape the formation
with a fall to the side, in order to assist
drainage of the surface.
If this not done, an overfill of 150mm is
needed to protect the formation prior to
final shaping.

Flexible

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course

C on sFtl erx u
ctIon met
ible pavement
hod
Material ;
inorganic soil, sand gravel and laterites. This
material had a maximum particle size or 75mm
less. It also had a CBR value more than that shown
in drawing when compacted to 95% of the
maximum dry density.
1. The imported sand transported by lorry and
dump to the work site.
2. The material is underlying in the excavated
ground
for
200mm
-210mm
thick
( depending on the soil condition. for
compacted purposes.
3. Then, it should be compacted using
compacted rollers to not less than 95%
maximum dry density.
4. Sub grade thickness would be increased after
compact the materials .
5. Since compaction had done, Field Density
Test would be carried out in order to achieve
the required compaction level according to
specification and drawing.
Compaction is important to ensure that the soil
have strong enough as soil particles are

Flexible

C on sFtl erx u
ctIon met
ible pavement
hod
Prior to placing any road base material, the
underlying subbase material should be
checked by supervisor to have appropriate
shaped and compacted in accordance to
the specifications.

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course

MATERIAL : crushed aggregate, blastfurnace slap, dry lean concrete,

cement-bound granular material and
bituminous-bound
material
from
approved sources
1. the material was compacted for every
200mm thickness need to be compacted as
son as laid the material.
2. The road base need to be compacted using
suitable compaction equipment approved
by the Engineer to not less than 95% of the
maximum dry density determined. The
motor-grader shall be taken care in
maintaining uniform gradation of the
materials and prevent its separation into

Flexible

C on sFtl erx u
ctIon met
ible pavement
hod
PRIME COAT
MATERIAL :

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course
>Prime coat
>Dense bituminous
macadam
>Tack coat
> Binder course &
wearing course

Prior to applying the prime coat, the road base

surface need to treated by swept using a power
broom and then followed by a compressed air
blower in order to remove all dirt, dust and other
objectionable.
Prime coat was sprayed and distributed uniformly
over the road base surface to be treated without
streaking.
FUCTION :
Prime coat act as a binder to bind the bituminous
to the road base surface. Prime coat work only
can be carried out in dry, warm weather when
the surface to be treated is essentially dry. When
the site experienced in rainy day, the prime coat

Flexible

C on sFtl erx u
ctIon met
ible pavement
hod
PRIME COAT

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

Course

4Formation of Surface
Course
>Prime coat
>Dense bituminous
macadam
>Tack coat
> Binder course &
wearing course

Prime coat should be left undisturbed for at least

24 hours after the application and not be opened
to traffic. The purpose is to allow the prime coat
to penetrated the road base and cure sufficiently
so that, it should not be picked up by the wheels
of vehicles + to achieve maximum penetration of
the roadbase. This is because the prime coat
material is made of slow setting

Flexible

C on sFtl erx u
ctIon met
ible pavement
hod
Dense bituminous macadam
Overlaying dense bituminous macadam can be apply
after 24 hours of the application of the prime coat,
where the surface condition is ready to receive the
dense bituminous macadam.

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course
>Prime coat
>Dense
bituminous
macadam
>Tack coat
> Binder course &
wearing course

Prior to applying the dense bituminous macadam,

leveling need to be carried out to set 100mm
required thickness of the dense bituminous
macadam to be laid. The leveling is done manually
by using peg and rope.
the temperature of the material must be within
104oC 106oC as required by specification. When
achieve the appropriate temperature the material is
pour into paver.

Flexible

C on sFtl erx u
ctIon met
ible pavement
hod
Dense bituminous macadam

The paver spread and distributed the material

uniformly over the road base that had sprayed with
prime coat.

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course
>Prime coat
>Dense
bituminous
macadam
>Tack coat
> Binder course &
wearing course

Then, the material is compacted with the

combination of tendom roller and continues with
tired roller. Although tired roller is capable due to the
strenght, however it is not able to produced the flat
surface. Therefore, the tandem roller are used to
construct the flat surface. For that reason, both
machinery are used.

Flexible

C on sFtl erx u
ctIon met
ible pavement
hod
Tack Coat
Tack coat act as a binder to bind the dense
bituminous macadam to the binder course. Tack
coat work only can be carried out in dry, warm
weather when the surface to be treated is
essentially dry. When the site experienced in
rainy day, the tack coat work need to stop until
the site condition is really dry.

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course
>Prime coat
>Dense bituminous
macadam
>Tack coat
> Binder course &
wearing course

1. Prior to applying tack coat, sweep the surface

clean so that the tack coat can hold on to it.
2. Tack coat was sprayed and distributed uniformly
over the dense bituminous macadam surface to
be treated without streaking.
3. Roll the surface lightly with a rubber-tired roller
for uniform distribution of bituminous materials.

Flexible

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course
>Prime coat
>Dense bituminous
macadam
>Tack coat
> Binder course &
wearing course

C on sFtl erx u
ctIon met
ible pavement
hod
Tack Coat

Ensure that the tack coat is completely cured

before laying the surface course. Binder course
can be lay after the application of tack coat.
Unlike prime coat that need 24 hours for curing.
This is because the material of tack coat is made
of rapid setting. A properly cured surface will feel
tacky to the touch. If the wearing surface is laid
before the tack coat becomes tacky, the volatile
substances may act as lubricants and prevent
bonding. Dust must be broomed from the tack
coat before it will bond with the binder course.

Flexible

1Formation of Sub-grade
2

Laying of Sub-Based
Course

Laying of Road -Based

3
Course

4Formation of Surface
Course
>Prime coat
>Dense bituminous
macadam
>Tack coat
> Binder course &
wearing course

C on sFtl erx u
ctIon met
ible pavement
hod
Binder Course & Wearing Course
1. After tack coat was sprayed over the dense
bituminous macadam, it can be continue with
overlying the binder course.
2. The binder course is placing, shaping and
compacting as previous layer procedure. Since
achieved the required compaction,
3. tack coat can be sprayed over the clean
surface as previous procedure.
4. Then, wearing course can be placing, shaping
and compacting as previous layer procedure.
Density testing should be carried out by taking
a pavement core.
5. After about one hour, when the bonding is
completed, the road surface is ready for use.

The end..