Copyright Dynapac Compaction Equipment AB, Sweden 2007
Produced by MM Communications AB, Sweden
Illustrations Magnus Eriksson, Ulf Johansson, ke Nilsson, Sweden Printed by MixiPrint, Sweden Compaction and Paving THEORI AND PRACTICE 4 5 Dynapac has been at the forefront of vibratory compaction and paving technology for many years. Its growth as an international organisation has been based on the solid foundation of its research and technical expertise. This experience, now gathered under the banner of its International High Comp Centre (IHCC), has provided the company with the knowledge and tools to design and manufacture compaction and paving equipment that en- sure a job is done satisfactorily. And that the equipment remains on the job. Compaction and paving theory and practice Through the IHCC, Dynapac has developed CompBase, a unique tool to predict the most suitable choice of equipment for a given job with given specifcations. It is built from a bank of compaction and equipment-rela- ted data, compiled during full-scale tests carried out under controlled conditions on Dynapac compaction equipment wor- king on various soil types. The test ma- terial comprises hundreds of thousands of measurements. For given conditions, CompBase suggests the optimum type of equipment and the suitable number of machines required. In practice, Com- pBase has proven to offer a high degree of accuracy. The IHCC has developed an equivalent program for asphalt paving applications, PaveComp. It helps asphalt contractors and others involved in the surfacing bu- siness select not only the right machines for a given lay-downrate and given type of asphalt mix. PaveComp also gives users the combination of pavers and rollers that achieve the specifcations using the best asphalt surfacing practices most cost ef- fciently. Dynapac offers the market a complete range of vibratory rollers for soil and asphalt compaction. They range from the largest rollers to small walkbehind rol- lers. The roller range also comprises sta- tic smooth drum rollers and pneumatic tyred rollers. Compaction equipment for minor jobs and applications includes vibratory plates, tampers, walk-behind rollers and trench compactors. Dynapac compaction equipment is supplemented by a range of tracked and wheeled asphalt pavers,which includes Dynapac and Svedala Demag machines as well as a full range of screeds to handle all paving applications. Dynapac has compaction and paving equipment manufacturing facilities in Sweden, France, Germany, Brazil, China and the United States; as well as local as- sembly in a number of other countries. The Dynapac and Svedala Demag pro- ducts are sold through distributors and dealers in all major areas of the world. The Dynapac world-wide network runs a fully functioning parts and service back- up to maintain product integrity over a long productive life. 6 This handbook presents a gene- ral overview of soil and asphalt materials, as well as suitable met- hods and equipment for their compaction. It covers asphalt paving techniques and equip- ment, too. The principal purpose of the book is to assist that im- portant group of authority em- ployees, contractors and consul- tants who are concerned with com- paction and paving. It should also be useful to anyone looking for an introduction to these subjects. 7 Applications for compaction and paving techniques 8-11 Soil compaction Type of soil 12 - 16 Compaction methods for soil and rock ll materials 17 - 19 Compaction equipment 20 - 21 Compaction properties of different soils and rock ll materials 22 - 24 Special applications 25 Compaction of minor jobs 26 - 27 Specications and led control methods for soil 28 Field control methods 29 - 30 Asphalt paving and compaction Asphalt paving and compaction 31 Quality and functional requirements for asphalt pavements 32 Type of surfacing 33 - 40 Paving operations 41 - 43 Asphalt compaction 44 - 50 Choice of asphalt compactors 51 Specications and eld control methods for asphalt 52 - 53 What to look for In a vibratory roller 55 - 61 In a static smooth drum roller 62 - 64 In a pneumatic tyred roller 65 - 67 In light compaction equipment 68 - 72 In asphalt paving equipment 73 - 79 Total Compaction and Paving Technology Total Compaction and Paving Technology 80 - 84 Conversion tables 86 - 87 Index 88 - 89
TABLE OF CONTENTS 8 Applications for compaction and paving techniques Compaction is dened as the process of increasing the den- sity and load-bearing properties of a material through the application of either static or dynamic external forces. It is required in many areas of the construction industry. The following pages describe the most common applica- tions, namely: roads, streets, motorways, airelds, earth and rock ll dams, railway embankments and foundations for buildings. Other applications include: parking areas, storage yards, sports areas, industrial and residential areas, harbour constructions, reservoirs and canals. In the construction feld, the bearing capa- city and stability of rock fll, soil and asp- halt, their impermeability and their ability to withstand loads are all correlated to an adequate compaction of the material. To illustrate the importance of compaction, a one-percent increase in density normally corresponds to at least a 10-15% increase in bearing capacity. Although compaction may only account for some 1-4% of the total construction costs, its role in the quality and life span of a fnished project is immeasurable. If compaction is inadequate or incorrectly performed, settlement and other failures are likely to occur, with resultant high re- habilitation and/or maintenance costs. In a number of the above applications, principally roads, airfelds and parking and storage areas, the life span of the construc- tion is also dependent on the quality of the surfacing. For asphalt, the degree of com- paction is decisive to strength, wearing resistance, impermeability and durability. In addition, correct surface evenness, uni- form layer thickness and the correct gra- des and cross-slopes are all necessary for a long, low-maintenance service life. As a consequence, the performance of the pa- ving equipment is in many aspects crucial to the quality of the fnished surfacing. Soil and asphalt structures The design of a soil and asphalt structure has to be based on a number of factors such as foundation conditions, loads ac- ting on the structure, available materials, climate, risk for earth quakes and to in- creasing extent also on environmental factors. The loads may vary depending on the type of structure, but the main aim is to distribute them down through the struc- ture. The most common types of loads are traffc loads, buildings and water pres- sure. In a road, for example, the load is dist- ributed through the asphalt layers, a base and then a subbase layer down to the embankment. The great stresses in the asphalt, base and subbase layers put high demands on the properties and quality of the materials as well as on their compac- tion. In many countries, the cold climate necessitates a frost resistant subbase, in cold regions of considerable thickness. Any structure has an effect on and is affected by its environment, and this must be taken into consideration. If fll materi- als are not obtained from soil or rock fll excavations included in the project, careful investigations are necessary to fnd suita- ble borrow pits. Today, we even try to use recycled material. In cold climates, consideration must also be given to the risk of low temperature cracking in asphalt. In hot climate, on the other hand due consideration should be given to the stability of the asphalt layers to minimise the risk of deformation. The climate, especially the intensity and seasonal distribution of the rainfall is a very important factor for the planning and operation of a soil compaction work. APPLICATIONS 9 Roads There are many types of roads, from small secondary country roads to large multi-lane motorways. Whatever the type of road, com- paction is always required to ensure adequate bearing capacity to carry the traffc loads, av- oid settlements, increase lifetime and reduce maintenance costs. A road is built on an embankment or in a cut and is made up of a number of layers: embankment, subbase, base course, binder and wearing course. The quality of the fnished surface, ensur- ing surface evenness and friction, is directly dependent on the standard of the paving operation and performance of the paving equipment. Railways APPLICATIONS Cut Asphalt wearing course Asphalt binder course Asphalt base course Base Subbase Embankment Shoulder Ground Filter Core/Lining Ballast 10 Railways are still a major form of trans- portation for goods and passengers. For mass transportation of heavy materials such as ore, coal and other minerals rail- ways are in many cases the only possible alternative. Railways are built according to the same principle as a road except for the upper layers. A well compacted ballast bed sup- port the sleepers. With the advent of high speed trains in a number of countries, considerably stricter requirements are being imposed on rail- way embankments and ballast beds. Airelds Runways, taxiways and aprons are all ex- posed to heavy loads in airport complexes. They are built up in the same ways as ro- ads, but compaction and paving specifca- tions are generally higher than for most other projects. Foundations Strict demands must be placed on flls which shall be used as foundations for buildings and industrial areas. Frost resis- tance, uniform load bearing capacity and freedom of settlements are required. Canals Canals require impermeable linings cove- ring bottom and side slopes withstanding erosion of the water in the canal. The linings can consists of compacted fne- grained soil, alternatively asphalt or con- crete. Filters and embankment construc- tions of considerable volumes are often included in canal works. APPLICATIONS Cut 11 APPLICATIONS Earth and rock ll dams Earth and rock fll dams are made up of va- rious sections. In most cases the dams have a core of impermeable soil. Also asphalt cores are used. The main body of the dam is formed by supporting shoulder flls of soil or rock fll. Filter layers provide the required drainage and transition between the different material zones. Earth and rock fll dams with an impermeable upstream facing of asphalt or concrete are beco- ming increasingly common. Asphalt wearing course Asphalt binder course Asphalt base course Base Subbase Embankment Shoulder Ground Filter Core/Lining Ballast 12 Origin of soils The composition of a soil and the way that it was formed affect its suitability for use as a construction material. Soils can be split into two main categories: mineral and organic. Soil structures use only mineral soils. Organic soils such as earth, peat and mud/sludge are not really suitable because they are constantly decomposing and their load bearing capacity is low. Mineral soils are formed through weathe- ring and natural mechanicalfect. They can also be formed artifcially by blasting and Soils may be divided into a number of different categories depending on their composition, geological history and physical properties. The basic factors that determine compaction result in soils are: the type of soil, its water content, its physical properties, the compaction method and applied energy. It is thus essential to know what kind of soil is present on the project when selecting compaction equipment. A soil material consists of three elements: soil particles, water and air. SOIL COMPACTION S7 Type of soil Soil Air Water 1 3 5 4 6 7 8 9 10 crushing. Their durability depends upon the mineral composition as well as how the soil and also the rock were formed. Particle shape The shape of the particle has a certain infuence on the compactability and load bearing capacity of the soil in question. The particle shape is related to the way in which the rock was formed and how it has been affected over the years. Particle shape can be divided into three categories: roun- ded, angular and shaped. Rounded partic- les have been formed by grinding under 1 In some literature water content is expressed as moisture content. the infuence of water and wind. This type of soil is most commonly found in, for example, river deposits, lake sediment, dunes, loess and glacifuvial deposits. The whole range of particle sizes are present. Angular particles are formed by me- chanical infuence on the rock by glaciers. Moraine is typical of soils with this par- ticle shape, although the whole range of particle sizes are present. Shaped particles are artifcially manu- factured by the blasting and mechanical crushing processes. 13 SOIL COMPACTION 1) Aeolian deposits Wind deposits, such as dune sand and loess. 2) Alluvial soils A ne-grained soil consisting of mud, silt and sand deposited by owing water on ood plains and in estuaries. 3) Fluvial deposits Deposits in a river. 4) Glacial deposits Moraines formed by the action of the ice sheets. 5) Glaciuvial deposits Soils transported and deposited by owing melt water from ice sheets. Coarse material is deposited rst and ne particles last. 6) Lake sediments Vary from ne sand to clay. 7) Residual soils Formed by the weathering of pre-existing rocks. 8) Wave-washed sediments Soils which have been re-deposited by wave action in lake and sea-bed sediments. 9) Organic soils Consist of decomposed vegetation. They appear as peat, organic silt and clay. Organic soils are with a few exceptions not used as ll materials. 10) Man-made soils Blasting and crushing of rock. Igneous rock Igneous rock types are formed from the cooling process of magma, a natural solution of high temperature, rock-forming constituents under high pressure. Some examples of igneous rock are granite, gabbro, basalt, etc. Sedimentary rock In time, rock, when exposed to the atmosphere, will be broken or dissolved by weathering and erosion. The material is redeposited by water and wind and builds into sedimentary rocks. The most distinctive characteristic of sedimentary rock is its layering or stratication. The most abundant types of sedimentary rock are shale, sandstone and limestone. The material can either be very soft ornearly as hard as some of the igneous rock types. Metamorphic rock Metamorphic rock results from the changes in texture and/or mineral composition of igneous or sedimentary rock caused by increased heat and/or pressure. The transition from one stage to another is gradual so that all intermediate stages are represented. Eventually the metamorp- hism may be thorough enough to destroy all evidence of the original state. Metamorphic rock is usually harder than the original rock type. Gneiss is one example transited from granite and marble is another one transited from limestone. 1 2 Determination of soil characteristics Grain size distribution Soil is categorised into different fractions according to particle size as follows (from the smallest to the largest): clay, silt, sand, gravel, cobbles and boulders. The different fractions rarely occur individually in nature. They usually occur in combinations of two or more different fractions, for example: sandy gravel, silty sand, silty clay, silty-clayey sand, etc. Grain size distribution is of great importance for the mechanical properties for a soil and for the selection of compaction equip- ment. The grain size distribution is determined by a sieve test and a sedimentation test if necessary. Ocular analysis can also be used to categorise coarse-grained soil. Gradation Gradation is an important factor for bearing capacity and for com- paction. It is determined from the grain size distribution curve. Above, are the particle diameters corresponding to values of 60 and 10 percent on the grain size distribution curve. If Cu is less than 5 the soil is considered uniformly graded and if Cu is greater than 15 the soil is considered well-graded. In between these two, the soil is medium-graded. The limits differ somewhat from one classifcation system to another. In well-graded material, repre- sented by a curve covering a full range of grain sizes, the voids left by the large particles are flled by the smaller ones. This results in a dense structure and good load bearing capacity. A curve showing particles of more or less the same size indicates a uniformly graded material. In this case, there are no smaller par- ticles to fll the voids. Consequently, it is harder to achieve a high density and bearing capacity in uniformly-graded material than in well-graded material. d 60 d 10 C u = 10 0,0001 0,001 0,01 0,1 1 10 100 20 30 40 50 60 70 80 90 100 200 100 50 40 30 16 10 8 4 3 8 1 3" 6" 12" 3 4 1 2 " " " Clay Passing, % U.S. standard sieves Particle size, mm Silt Well graded sand Road base material Uniformly graded sand 14 SOIL COMPACTION Boulders Silt Sand Gravel Cobbles Consistency Consistency is important in a fne-grained soil. The consistency of any fne-grained (plastic) soil may be soft, frm, or hard de- pending on the water content. As the soil changes consistency, so do its mechanical properties. Fine-grained soils are often classifed through standardised laboratory com- paction tests, determining liquid limit (LL), plastic limit (PL) and shrinkage li- mit (SL). Plasticity index (PI) is defned as the difference between liquid and plastic limit. The plasticity index determines if the soil is low or high plastic. A soil with low plasticity index, low plastic soil, is very sensitive to changes in its water content. Sieve test The dried soil sample is passed through a number of standard sieves which differ in mesh size. The amount of material remaining on each sieve is calculated as a percentage of the total weight of the sample. The gures are plotted on a graph in a cumulative curve showing the grain size distribution of the material. Sedimentation test A sedimentation test should be performed if the amount of clay and silt exceeds a certain level, for example, 15%. In a sedimenta- tion test, the soil sample is mixed with water and chemicals. After careful mixing, the density of the solution is measured using a hydrometer. Afterwards, the grain size distribution can be calcula- ted and plotted. Clay 0,002 0,006 0,02 0,06 0,2 0,6 2,0 6,0 20 60 200 600 200 100 50 30 16 8 4 3 8 1 3" 6" 12" 3 4 1 2 " " " U K Clay Silt Sand Gravel Cobbles Boulders USA Clay and silt Sand Gravel Cobbles Boulders France Argile Limon Sable Gravier Cailloux Blocs Germany Ton Schluff Sand Kies Steine Blcke Scandinavia Lera Silt Sand Grus Sten Block U.S. standard sieves Particle size, mm 15 SOIL COMPACTION Classication of soil Soils are classifed by grain-size distribution. Grain size classif- cation systems vary somewhat from country to country. The clas- sifcation of cohesive soils also involves determining their con- sistency. One of the most common soil classifcation systems was esta- blished in USA and is called the Unifed Soil Classifcation System (USCS). It categorises soils in 15 groups identifed by name and letter symbols. The AASHTO Classifcation System (American Association of Highway and Transportation Offcials) is intended for road construction. It was developed in the USA, too. Soils can also be generally classifed in larger groups, for ex- ample, as coarse-grained or fne-grained, granular or nongranular and friction or cohesive soils. A coarse-grained soil is generally regarded as free-draining if it contains a maximum of 5-10% fnes (silt and clay). In connection with compaction an important borderline can be drawn between free-draining and not free-draining soils. Resistance to compaction There are three types of resistance to compaction in a soil: friction, cohesion and apparent cohesion. Friction is caused by the interaction between the particles and is the main resistance in a coarse-grained soil. Cohesion is caused by molecular forces between the smallest par- ticles and constitutes the main source of resistance in a fnegrained soil. Apparent cohesion is caused by the capillary forces of the water in the soil and occurs more or less in all soils. Most soils attain their highest density at a certain optimum water content for a given compaction effort. In simple terms, a dry soil is frmer and more resistant to compaction, whereas a wet soil is easier to compact. However, the higher the water content, the lower the density of the material. The highest density is obtained at a certain optimum water content between the wet and dry states. The most common method for determining this state is the Proctor test. Clean sand and gravel, as well as other free-draining coarse ma- terials, are less sensitive to variations in water content, and can attain maximum density in a completely dry or in a water-saturated state. Lower densities at water contents between the dry and water- saturated state are a result of the apparent cohesion. Apparent cohesion occurs as a result of the capillary forces that are created by the water in the partly lled small voids which keep the particles together with elastic ties. The smaller the particle size, the greater the apparent cohesion. Real cohesion as opposed to apparent cohesion (see below) occurs in clay owing to the molecular forces acting between the minuscule particles. The stronger this cohesion, the greater the compaction effort required. Internal friction in a soil is a result of the forces acting at the contact points between the particles. 16 SOIL COMPACTION Standard Proctor 2,5 kg rammer dropped from a height of 305 mm. 25 blows per layer (Mould diamater 10 cm) 56 blows per layer (Mould diamater 15 cm) Laboratory compaction tests The optimum water content can be de- termined in a laboratory compaction test. The most common method is the Proctor test which relies on a falling weight. The test establishes the optimum water con- tent for a soil as well as the reference den- sity. The density is expressed as dry den- sity, which is the ratio between the weight of the dried soil particles and the volume of the sample. Standardized laboratory compaction tests using vibratory com- paction are also available. They are used for coarse-grained soils, especially free- draining soils. The vibratory compaction tests uses a larger mould than Proctor test and are suitable for soil containing larger particles. Proctor test A sample of the soil to be tested is pla- ced in a cylindrical mould and compacted with a falling weight. Maximum particle size is limited to one-tenth of the diameter of the mould. If there is a low percentage of large particles, the maximum particle size is limited to one ffth of the diameter of the mould. The size of the mould is 10 cm and 15 cm for larger particles. The Proctor test consists of two dif- ferent energy inputs known as Standard and Modifed Proctor. The compaction effort is 4,5 times greater for Modifed Proctor than Standard. The Standard Proctor test uses a 5,5 lb. (approx. 2,5 kg) rammer with a fall height of 12 (305 mm). The soil sample is com- pacted in three layers. The Modifed Proctor test uses a 10 lb. (approx. 4,5 kg) rammer with a fall height of 18 (457 mm). The soil sample is com- pacted in fve layers. Results of Proctor tests on different types of soils. 0 5 10 15 20 25 30 1,3 1,4 1,5 1,6 1,7 1,8 1,9 2,0 2,1 2,2 2,3 2,4 Gravel Sand Silt Clay Zero air voids Dry density, g/cm 3 Water content, per cent 5 10 15 20 25 1,4 1,5 1,6 1,7 Dry density, g/cm 3 Water content, per cent Max. density Optimum water content Modied Proctor 4,5 kg rammer dropped from a height of 457 mm. 25 blows per layer (Mould diamater 10 cm) 56 blows per layer (Mould diamater 15 cm) 17 SOIL COMPACTION 18 Static compaction Static compaction equipment uses the dead-weight of the machine to apply pressure on the surface to compress the fll material. As the static pressure in the soil rapidly decreases with increasing depth, the static compactors have a limited depth effect which makes it necessary to compact the fll material in relatively thin layers. In static compaction, the underlying surface is exposed to pressure only SOIL COMPACTION Compaction methods for soil and rock ll material Compaction equipment for soil and rock materials is based on three main principles: static load, vibration and impact. The factors that inuence the selection of compaction method and the compaction result include type of soil, water content, stiffness of layer underneath and time of compaction effort. 19 SOIL COMPACTION In static compaction, the underlying surface is exposed to pressure only Vibration combines static pressure and dynamic force The only way to vary the static pressure exerted on the surface is to alter the weight or the contact area of the equipment. The compaction result is also a function of the speed of the compactor and the number of passes applied. Conventional types of static com- pactors that have been used for many years include static three-wheel rollers, static tandem rollers and pneumatic tyred rollers (PTR). Vibratory compaction Vibratory compactors deliver a rapid succession of impacts against the surface. The impacts generate pressure waves which are transmitted down into the fll and set the particles in motion. This reduces or nearly eliminates the internal friction, and facilitates the rearrangement of the particles into denser positions. The increase in the number of contact points between the particles leads to increased load-bearing properties. Vibratory compaction has the greatest effect on coarse-grained soils. Medium- heavy and heavy vibratory compactors are able to compact coarse-grained soils with only a limited apparent cohesion in thick layers. Even though it has less effect on fne-grained flls, it still remains one of the most effcient methods for compaction. Vibratory compaction achieves higher densities and better depth effect than static compaction on all fll materials, and fnal density can be attained with fewer passes. All of which explains why vibratory equipment is more effcient and economical than heavy static equipment in almost all situations. Impact compaction Impact compaction relies on a high impact force. The force of the impact produces a pressure wave in the soil which generates high pressure at depth as well. A large impact force against the surface can be obtained by dropping a heavy weight lifted by a crane. Tampers work with relatively large stroke height and generate comparatively large impact forces giving a good depth effect and a better ability to compact cohesive soils than vibratory plates. Static tamping rollers used for compaction of cohesive soils operate at high speed at which the feet hit the soil with a certain impact effect. In certain cases, rollers with triangular, rectangular or pentagonal drums may be used with relative good depth effect. As this type of compactor will leave an non- compacted area between each impact, many passes are required to ensure uniform compaction. Impact rollers must be operated at signifcantly higher speeds than static or vibratory compactors to realise their full effect. They are most economical on large areas. In impact compaction, the great stroke height of the tamper creates a powerful downward force to achieve good compaction depth 20 Choice of compaction equipment must take into consideration the type of ll material, the layer thickness, compaction specications and the size of the job. The most important consideration is the ability of the machine to full the compaction specications in a cost-effective manner. There are a number of machine types in current use for soil compaction. The most common machines and their generally accepted designations are presented below. Self-propelled, single-drum vibratory rollers With one vibrating drum and pneumatic drive wheels. Used on rock ll and soil. Special padfoot versions are very effective on clay. Weight range: 4-25 tons. The most important compaction parameters are static linear load, amplitude, frequency and speed. A high static linear load gives a better compaction effect. The amplitude helps determine the compaction depth. The speed should not exceed 6 km/h, otherwise there will be a noticeable decrease in the compaction effect. Suitable on all kind of soils placed in relatively thick layers. On rock ll, only the heaviest smooth drum models are suitable. Vibratory tandem rollers Normally with vibration and drive on both drums. Used on soil (mainly subbases and bases) as well as asphalt. Weight range: 1-18 tons. The most important compaction parameters are the static linear load, amplitude, frequency and the speed. A higher static linear load gives a better compaction effect and the amplitude has the greatest effect on the compaction depth. The speed should not exceed 6 km/h otherwise there will be a noticeable decrease in the compaction effect. Most suitable on thin to medium layer thickness on coarse-grained soils. Vibratory plate compactors Self-propelling owing to vibratory motion of the machine. Forward and reversible plates available in most sizes. Weight range: 40-800 kg. The most important compaction parameters are the contact pressure, amplitude, frequency and speed. A higher contact pressure gives a better compaction effect. The amplitude has its greatest effect on the compaction depth. Low speed gives a better compaction effect. Compaction equipment SOIL COMPACTION 21 Walk-behind rollers/trench compactors Two drums with rigid or articulated frame. Common, well-accepted concept in light compaction equipment. Pad-foot or smooth drum versions available. Remote control facility on many models. Weight range: 400-2000 kg. The most important compaction parameters are the static linear load, amplitude, frequency and the speed. A higher static linear load gives a better compaction effect and the amplitude has the greatest effect on the compaction depth. The speed should not exceed 6 km/h, otherwise there will be a noticeable decrease in the compaction effect. Static three-wheel rollers Two driving steel drums and a steering drum with rigid frame, or three-wheel drive and an articulated frame. Compaction effort can be varied by ballasting. Weight range: 8-15 tons. The most important compaction parameters are the static linear load and the speed. A higher static linear load gives a better compaction effect. The speed should not exceed 6 km/h, otherwise there will be a noticeable decrease in the compac- tion effect. Most suitable on thin layers of coarse-grained soils. Tampers High impact force from foot-plate delivers high compaction effort on practically all types of soil. Weight range: 40-100 kg. The most important compaction parameters are the weight, foot- plate area, stroke height and speed. A higher weight gives a better compaction effect, with the same foot-plate area, while the stroke height has its largest effect on the compaction depth. Low speed gives a better compac- tion effect Pneumatic-tyred rollers Normally with 7-11 pneumatic tyres. Front and rear tyres overlap. Compaction effort can be varied by ballasting with water, sand or special cast-iron weights. Weight range: 10-35 tons. The most important compaction parameters are the wheel load, tyre ination pressure and speed. A higher wheel load gives a better compaction effect. The speed should not exceed 6 km/h, otherwise there will be a noticeable decrease in the com- paction effect. Most suitable on thin layers. SOIL COMPACTION Static tamping rollers Four padfoot drums. Articulated steering. Run at faster speeds than vibratory rollers. Used for impact compaction. Effective on cohesive soils. Weight range: 15-35 tons. The most important compaction parameters are the wheel load, width of wheel, shape of pads and the speed. A higher wheel load gives a better compaction effect. The speed should exceed 10 km/h otherwise there will be a noticeable decrease in the compaction effect. Most suitable on thin layers and large surfaces. 22 SOIL COMPACTION Rock ll (Boulders and Cobbles) Rock fll includes boulders and cobbles which vary in size from a chickens egg and upward. Rock fll can comprise blasted rock, crushed rock or natural material. Boulders and cobbles are the dominant fractions, although small fractions do occur. Compaction properties of different soil and rock ll materials The choice of compaction equipment must take into account a number of factors. These include: the type of work, size of work-site, type of soil, stiffness of the layer underneath, compaction specications, capacity requirements and the climatic conditions. The following section looks at different types of soils and their compaction properties. The maximum stone size and gradation of rock fll is determined by the type and quality of the rock and the rock blasting procedure. Primary rock, such as basalt, gneiss and granite, have a high strength, and blasted rock fll with a size of up to 1,0-1,5 m has a small amount of fnes. When rock fll consists of lime, sandstone, etc. the maximum stone size is smaller, and the amount of fnes is such that considerable settlement will occur if the fll is not adequately compacted. The maximum boulder size permitted is normally two-thirds of the layer thickness but, from a compaction point of view, it is advantageous if the maximum boulder size does not exceed one-third of the layer thickness, as there is less risk of rock crushing. Vibratory equipment has proved to be the most suitable and cost-effective method for compaction. Static and impact compaction are not really well suited to rock fll. Impact compaction can be used if a heavy falling weight is used. However, a heavy falling weight increases the risk of crushing. Heavy and medium-heavy vibratory equipment is required for rock fll to relocate the large boulders and achieve the necessary density and stability. The risk of crushing of the rock material must be observed and may infuence the choice of roller size and the number of passes. Rock fll compaction exerts extreme loads on the compaction equipment which is why it is important to select machines that are specifcally designed for this purpose. 23 SOIL COMPACTION Gravel and Sand Gravel and sand range in size from a chickens egg down to 0,06 mm or in some cases 0,075 mm. They can include fractions of other soil types which will affect their compaction properties. The compaction properties of gravel and sand are infuenced by the water content, compaction is most effective at optimum water content. If the fnes content is less than 5-10 %, the soil is classifed as free-draining. In free-draining gravel and sand, excess water is pressed out during compaction. That means that the compaction work can continue also when it is raining or when the surface is fooded. If the soil is not free-draining, problems are likely to occur if attempts are made to compact the material above the optimum water content. The soil will become elastic and springy, and it may be impossible to achieve the compaction specifcations as the soil will become water-saturated at a lower density than that specifed. When sand and gravel are uniformly graded it is often diffcult to attain high density close to the surface (the top 10- 15 cm) owing to the low shear strength of the materials. The material tends to get pressed up behind the roller drum, and the surface layer therefor attains comparatively low density. However, this has no great signifcance in practice. When compacting in layers, the top surface is compacted as the next layer is rolled. Nonetheless, the diffculty of compacting close to the surface should be taken into account when carrying out compaction tests. As a rule, all types and sizes of machines can be used to compact gravel and sand, but, naturally, the choice will depend on compaction and capacity requirements. Medium to heavy vibratory rollers will achieve compaction on thick layers. Light vibratory compactors give good compaction results on limited layer thicknesses. Dry compaction Normally all types of soil are compacted most effciently at optimum water content. However, in some areas such as arid or semi-arid areas, it may be impractical or too costly to water the soil. In such cases gravel and sand can be compacted in a dry state (water content < 1-2 %). It is important to take into account the saline content of the soil since a high content may be detrimental to the load bearing capacity of the material. Dry compaction has been applied with good results, on relatively thick layers, in road and airfeld constructions in desert areas. Silt Silt varies in grain size from 0,06 mm down to 0,002 mm, although these limits may vary slightly according to the soil classifcation system. It can include fractions of other soil types which will affect its compaction properties. The compaction resistance in silt comprises friction, cohesion and apparent cohesion all of which must be overcome by the compaction equip-ment. In pure silt or if the silt is largely mixed with other coarse-grained fractions, there is little cohesion. If the clay content increases, the cohesion will increase accordingly. As with all fne-grained soils, the compaction of silt is heavily dependent on water content. For good compaction effect, the water content should not diverge too much from the optimum. At optimum water content, silt is relatively easy to compact. At high water content, and under the infuence of vibration or traffc, silt is transformed into a more or less fuid state. Vibratory equipment is most effective to compact silt. Layer thickness can be almost the same as for gravel and sand if the clay content is very low. If the clay content exceeds 5%, large machines and thinner layers are required to overcome the cohesion in the material. In such cases, a padfoot drum may give better results than a smooth drum. In addition, vibratory plates and smooth drum rollers may have traction problems, especially when the water content is a little higher. Clay Clay consists of the smallest particles, from around 0,002 mm and downward. The particles are so small that they cannot be discerned by the human eye. A clay content of 15% is suffcient for the soil to display the properties of clay, where cohesion and apparent cohesion are the main resistance factors. The effect of cohesion depends on clay content, grain size, shape as well as the mineral composition of the clay. It can vary widely between two different clays with the same grain size distribution but with different grain shapes and mineral compositions. The water content has a considerable signifcance on the compaction resist- ance of the material. Compaction is most effective at, or just above, the optimum 24 SOIL COMPACTION water content. The consistency of the clay also affects compactability. Above the liquid limit, clay will lose its load bearing capacity, while if it is under the plasticity limit, an increased compaction effort is needed. Clay requires a relatively high com- paction effort (compared with coarse- grained soils). Vibratory padfoot rollers are very suitable for compaction of clay as they can transmit the high pressures and shear forces needed to compact clay at or below optimum water content when its compressive strength is highest. Layer thickness are normally restricted to 15- 40 cm. High-speed static tamping rollers are also suitable for compaction of clay. They are very economical on large clay flls. In such cases the clay are placed in 15-20 cm layers. Clay with a water content above the optimum has less compressive strength, and can be compacted using vibratory rollers with smooth drums or with pneumatic tyred rollers. Lime stabilisation It is not possible to compact wet cohesive soils with a high water content to high densities. Stabilising the fll, for example mixing lime into clayey soils, binds a part of the water. In time a chemical binding occurs which substantially increases the strength of the material. Vibratory padfoot rollers are often a good choice for compaction. Soil volume Soils have different densities depending on whether they are in situ, loose or compacted. The compacted layer thickness is always stated in the design of new structures. Soil volume can be dened under different conditions: in natural state (in situ) loose state (uncompacted) compacted Subbase and base course Subbase and base course are selected materials and should be within specifed limits of a gradation curve. The main fraction consists of gravel. In certain countries relatively high amounts of fnes are allowed in the subbase, but it then loses its free-draining properties. Subbases and base courses normally have high compaction specifcations and require a higher compaction effort than fll material for the same layer thickness. Vibratory equipment is the most effective on subbase and base course. Impact compaction is not suitable although a tamper may be used to compact areas inaccessible to larger machines. In some cases where the base course is thin (less than 10-15 cm), static rollers can be used especially if material loosening is to be avoided. A base course should always be fnished off with a couple of static passes before surfacing work can begin. Stabilisation Subbase and base courses may also consist of granular materials stabilised with cement, lime or bitumen to increase their strength. The importance of the stiffness of the surface underneath The compaction effect in the compacted layer is infuenced by the frmness of the underlying ground. Compaction can not be fully achieved if the underlying surface is soft. It is often impossible to achieve a high degree of compaction in a fll resting on an underlayer with low bearing capacity, for example, a fne-grained soil with a high water content. If the flling continues with more layers, successively higher densities are obtained. Another problem is that the use of a vibratory equipment on a wet fne-grained soil or a natural cohesive soil with a high ground level may cause migration of water to the surface and thus increase the plasticity of the material. In such cases, vibration should be avoided. Coarse-grained materials Relatively easy to compact, especially by vibration. High bearing capacity. Free-draining soils are not susceptible to soaking and frost. Fine-grained materials Water content, and thus weather conditions, are important to compaction results. To be compacted in relatively thin layers. Maximum permissible content of nes in free-draining soils: 5-10%. A summary of the compaction properties of ne-grained and coarse-grained soils. Compaction properties of soils Rock ll Sand and gravel Silt Clay 1,0 m 3 1,0 m 3 1,0 m 3 1,0 m 3 1,75 m 3 1,2 m 3 1,3 m 3 1,5 m 3 1,4 m 3 0,9 m 3 0,85 m 3 0,85 m 3 Volumes of different types of ll materials in natural, loose and compacted state. Gravel Sand Silt Clay Base course material 25 SOIL COMPACTION Test sections of different layer thickness Test areas At the start of a construction project, test strips are often set up to establish suitable compaction procedures which meet compaction specifcations. On large compaction jobs, for example the construction of a dam, a full scale compaction test may be carried out employing a number of different types of rollers to establish the best compaction practice. One way of setting up a test is to lay down a strip where the layer thickness increases from virtually zero to the thickest required. The specifed measurements can be made on the different thickness as the compaction process proceeds. In this way, the maximum layer thickness can be determined for the job in question. Roller Compacted Concrete Roller compacted concrete (RCC) is earth- moistened concrete with a 5-6% water content. RCC is pre-mixed, transported to the site and laid using standard hauling and spreading equipment. It is then compacted with vibratory rollers. RCC is sometimes used in concrete dams instead of ordinary concrete. The facings are covered with ordinary concrete. In dam construction the RCC has a low cement content and is normally spread in layers of 20-30 cm. Other applications include: industrial and port areas (where heavy vehicles travel and manoeuvre at low speeds) and paving of tunnels and mines. Slope compaction Slope compaction can be required for the construction of dams and canals. Dams with an impervious upstream surface of asphalt or concrete are one example where good slope compaction is especially desirable. A self-propelled single-drum vibratory roller is the most suitable type of machine for slope compaction. Whether the roller needs to be winch-aided or not depends on the incline. When compacting, the vibration should be switched on for the upward journey and off for the downward one. If the roller is winched a protection grid should be used to protect the operator and a safety wire should also be attached to the machine if the winch-wire breaks. Always use a roll over protection system (ROPS). Prior to using machines on slopes check with the manufacturer that the engines can operate continuously on the incline in question. Special applications There are a number of applications that require special approaches and methods. On these jobs, general guidelines do not apply. Volumes of different types of ll materials in natural, loose and compacted state. 26 COMPACTION ON MINOR JOBS Minor work on roads, streets, sidewalks, etc. Vibratory plate compactors and small vibratory rollers are suitable for the compaction of embankments, subbase and base courses as well as asphalt surfacings on minor projects, where the size of the job can vary from potholes to around a thousand square metres. The same types of machines are also used in confned areas and on reconstruction and repair work. Light vibratory plate compactors are suitable for coarse-grained soils com- pacted in thin layers. Thicker layers of coarse-grained soils require larger types of plates, as do semi-cohesive soils. When equipped with a sprinkler system, plates can be used to compact small areas of asphalt surfacing. Vibratory plate compactors with a round bottom plate are very easy to operate and are suitable for compaction in narrow areas. On larger areas like sidewalks and parking lots, double-drum walk behind rollers or light vibratory tandem rollers are widely used for both soil and asphalt compaction. Compaction on minor jobs There is a wide range of light compaction equipment available for use on minor jobs and in conned spaces. Vibratory plate compactors, tampers, double-drum walk behind rollers and trench compactors also complement larger types of rollers where these machines do not have full access. There are many examples of compaction work performed with small machines which have consider-able bearing on the safety, quality and durability of a structure. The requirements regarding materials and degree of compaction may be just as stringent as those for large-scale jobs. Fills under slabs, oors and along cellar walls Slabs and ground foors need an effectively compacted fll and base to avoid settlement. Where access is limited, forward and reverse vibratory plate compactors are normally the most appropriate machines for this type of work. Lighter machines are used on thin layers as well as for surface compaction and levelling. They are also normally employed to compact backfll materials along foundations and cellar walls.
27 COMPACTION ON MINOR JOBS Bridge abutments Ridges in the surface often occur where a road embankment joins a bridge deck, usually as a result of inadequate compaction. Forward and reverse vibratory plates weighing at least 400 kg are normally used to compact the fll material closest to the bridge abutment to required densities. Earth dams and foundations In dams, good compaction of the fll material just on top of the subgrade is vital to achieve an impervious structure. The subgrade may be somewhat uneven, which is why the material has to be placed in thin layers to smooth out the surface. As the fll materials are often semi-cohesive or cohesive, vibratory plate compactors weighing at least 400 kg or tampers are used. Light compaction equipment is also required for soil compaction, tight to sheet pile walls and concrete structures in the construction of dams and on foundation work. Trench work In trench work, the weight of an uncompacted backfll puts unnecessary pressure on pipes or culverts. Good, uniform compaction reduces this stress and prevents deformation. This is especially important around steel culverts. Light compaction equipment is widely used in trench work to compact the pipe bed. Trench compactors or vibratory plate compactors weighing more than 100 kg are the most suitable. The embedding must be flled and compacted alternately on both sides of the pipe or culvert. The compaction of backfll over pipes to prevent future settlement is particularly important in trenches across roads and streets and under buildings. Vibratory plate compactors and tampers are particularly suitable. The tampers are used where space is restricted and when working on cohesive materials. Special trench compactors are suitable for both granular and cohesive soils; remote-control is available. 28 SOIL COMPACTION Method specications Method specifcations stipulate the rules for the type of equipment to be used, number of passes, speed, layer thickness, type of soil and water content of the soil. End-result specications End-results are specifed for the majority of the compaction work involved in the construction of roads, railways, dams and foundations. The specifcation may include minimum densities or minimum bearing capacities. The trend towards end-result specifcations is universal. They offer more leeway in the choice of Specications and eld control methods for soil There are three main types of specication which can sometimes be combined: method, end result and function. Irrespective to the type of specication, there is a call from authorities, private owner-operators as well as contractors for effective quality assurance methods. equipment, and lend themselves to the most economical method of achieving specifed requirements. Often, vibratory equipment enables the contractor to work toward the best margins. Function specications A third type of specifcation is known as the function specifcation, where specifed functions (for example: the settlement, evenness and friction) have to be fulflled for a certain contractual period. As long as a specifed quality can be achieved, the contractor is free to use the materials, layer thickness and equipment of his choice. This type of contract is often linked to a Build Operate Transfer (BOT) contract, where the contractor assumes operation of the highway or other structure for a certain time (including maintenance and other work) before transferring it back to the local road authority. 29 SOIL COMPACTION Field control methods There are a number of methods for controlling specications on soil in the eld. Spot measurement methods include density tests, load bearing tests, levelling tests and others. Another method is the roller- mounted compaction meter linked to a documentation system which continuously controls the compaction process and the results. Replacement method The sand replacement and water balloon methods are used as replacement methods. A small hole is dug in the soil. The contents are weighed and the volume of the hole is determined by flling it with calibrated dry sand or with the water balloon. Tube sampling For fne-grained soils, especially clay, a tube is driven down into the material to remove a core sample for density tests. Nuclear gauge method A nuclear density gauge provides an immediate indication of the density of the compacted soil material. It also measures the water content. It works on the principle that radiation from a radioactive isotope through a material is attenuated in proportion to its density. Best results are obtained in homogeneous soils. Static load bearing test The static load bearing test is performed on the surface of the compacted material. By measuring the deformation under the plate (with a known area and load), it is possible to calculate the modulus of elasticity of the compacted soil. The bearing capacity of the under- lying layers will have an infuence on the measurement. The degree of infuence depends on the thickness of the com- pacted layer. Penetration test There are several types of penetration tests which represent an attempt to quantify the behaviour of a soil. One of the most common is the California Bearing Ratio (CBR) test. The CBR test is an arbitrary test. It does not attempt to measure directly any of the fundamental properties of the soil sample. In essence, it consists of driving a standard cylindrical plunger into the soil at a standard rate of penetration and measuring the resistance to penetration offered by the soil. This resistance is then compared with certain standard results. The ratio of the result for the soil to the standard result is reported as the CBR. The California Bearing Ratio test is mostly used on fne-grained soils. Falling-weight test Falling-weight test units are an effective and rapid way of measuring the bearing capacity of the surface of the construction layers on site. The test can normally be handled by one operator. The unit measures the surface defection caused by a falling weight and from that calculates a dynamic modulus of elasticity. There are both light and heavy falling weights. Levelling of surface settlement This method is mostly used on rock fll. The level of a number of reference points is checked with a levelling instrument before and after compaction. Proof rolling This is a test where a very heavy pneumatic- tyred roller is run over the compacted surface and the indentation may not exceed a certain depth. 30 A compaction meter is a very useful tool for optimising the use of a soil compactor. Continuous compaction control Many highway and other specifying agencies ask for documented proof that a contract has been completed as specifed over the entire surface in question and not only at a number of random sampling spots. The demand for quality assurance has led to the development of sophis- ticated documentation (control and monitoring) systems that plot and record the result from a compaction meter on board the roller. The instantaneous and continuous registration of the entire compacted surface gives valuable information regarding the quality and uniformity obtained. The method provides major benefts compared with conventional control methods, which may disrupt and delay the compaction work. In fact, conventional testing methods for soil compaction may in some cases result in costs which are greater than for the compaction job itself. The compaction meter has proven to be a very cost- effective control method. The use of the compaction meter and documentation system, in combination with a limited number of density/load-bearing tests, is included in specifcations in a number of countries. Compaction meter and documentation systems Principle and function A roller-mounted compaction meter consists of an accelerometer mounted on the vibrating drum connected to a processor and a dial on the control panel of the roller. The signals from the accelerometer are converted to a compaction meter value (CMV) giving a relative measure value that indicates a relative measure of the bearing capacity of the ground. The system records conditions to certain depths depending on the size of the roller and the amplitude selected. A computer documents and presents the measured values on a screen which can be placed in view of the roller operator. The documentation system displays the entire area that has been rolled on the screen. Use of colour and other graphics make it immediately apparent which areas require additional compaction. The documented result can then be transferred to a PC for fnal analysis and storage. Applications The compaction meter (with or without the documentation system) is most suitable on coarse-grained soil and rock flls. A soft, uncompacted soil gives little response while a hard, well compacted soil will give a better response. The stiffness increases in proportion to the bearing capacity. A successful procedure used in road and airfeld constructions has been to frst register the compaction meter values over the compacted areas, and then perform static load bearing tests in a limited number of points, selected where the lowest compaction meter values were measured. This procedure should give a good guarantee that a prescribed load bearing capacity is attained over the entire area of, for example a base course. On fne-grained soils the bearing capacity is, to a high degree, related to the water content. As the compaction meter indicates the load bearing capacity, no direct relationship exists between the compaction meter value and the soil density. The compaction meter can therefore not be used to directly guide the compaction work as on coarse-grained soil. Information given by the compaction meter on the level and uniformity of the load bearing capacity may, however be of great value. A useful application of the compaction meter is to detect soft and weak spots of fne-grained soils with a high water content. Such spots are found in fll materials as well as in natural ground. Rollers equipped with compaction meters have therefore, with good results, been used to survey the ground surfaces on which road and railway embankments shall be built. Even if the use of a compaction meter is not included in the specifcations, it will help operators to identify areas which need more roller passes, and, in general, to optimise the number of passes to avoid over-rolling. 31 Asphalt paving and compaction A road trafc system is multifaceted. It comprises roads, the people who use those roads and vehicles. How well the system functions as a whole depends on the characteristics of all individual components, how they interact and the impact of outside factors, such as climate, light conditions, etc. Road surfacing has a decisive impact on trafc. The type of wearing course and its condition affect the behaviour of the vehicles using the road and, thereby, road safety. They also affect the cost of travelling as well as the environment. 1 Asphalt refers to a mixture of bitumen binder with mineral aggregate and ller. ASPHALT PAVING AND COMPACTION to avoid excessive loading of the entire pavement. The binder course fulfls the same load distributing function and provides an even, level surface to carry the wearing course. The base course is the main component which provides the strength and load dist- ributing properties of the pavement. On roads with light traffc, it is usually made from well-graded crushed rock. On roads with heavy traffc, a fully bituminous road base or a cement stabilised granular base may be employed to achieve the required strength and durability. In the design of the pavement (the part of a road above the embankment), the choice of material and the thickness of each layer in the pavement are critical to a prolonged useful service life. Correct design requires knowledge of the different properties of the material, the expected load and the intensity of the traffc. In addition, it must take into ac- count local climatic conditions as well as the economic constraints. The majority of all paved roads are sur- faced with asphalt 1 . Concrete pavements are also used but are, in general, less com- monalthough there are some countries where concrete is the preferred material. Asphalt is used in the wearing, binder and base courses. The wearing course provides an even, weather-resistant and high-friction run- ning surface which can withstand abrasive forces. It makes the road safe and the ride comfortable. In combination with the other layers in the pavement, the wearing course helps to distribute the traffc load 32 Quality and functional requirements for asphalt pavements An asphalt surfacing is normally built to last for a certain period of time (for example, 20 years). Its durability and longevity will depend on the quality of the components, the mix design and the manufacturing process from asphalt mixing to nal compaction. The quality of the asphalt surfacing can be measured against a number of properties. The most important include: Resistance to plastic deformation, which can be expressed as stability Traffc and temperature related fatigue Load distribution (stiffness) Sensitivity to water Ageing Cracking at low temperatures 1) Evenness If a road is to function satisfactorily over a given pe- riod of time, the surface has to be even. Unevenness reduces trafc speed and prolongs journeys. It redu- ces riding quality and increases vehicle and tyre wear. It also increases the affect vehicles have on the road; which in turn accelerates road wear and thus shortens the service life. Transversal unevenness refers to rutting as a result of wear on the wearing course or deformation in one or more of the underly- ing layers. A measure of this is often the depths of the ruts. Longitudinal unevenness refers to lengthways unevenness of the road or road section. Different methods are used to measure its occurrence, such as the International Roughness Index (IRI). 2a) Texture Texture refers to the surface roughness. Texture is broken down into varying degrees: macro- (0.5-50 mm) and microtexture (<0.5 mm). Microtexture indica- tes the roughness of the stone in the layer. Macro- and microtextures both have an effect on tyre wear; the smoother the texture, the less the wear. The macrotexture has a signicant inuence on tyre noise and the friction between tyre and road surface. 2b) Friction Friction is measured as the quotient of a vertical and horizontal force of a wheel using a standardised formula. Good friction improves road safety through better skid resistance and enhances safety. ASPHALT PAVING AND COMPACTION There are a number of functional requirements that a road surface has to comply with to make it usable. 1 2 3 4 32 33 Dense asphalt displays good ageing resistance thanks to its low air- void content. Dense asphalt is suitable for all asphalt pavement applications. It is less abrasion resistant and less stable than SMA. The main characteristics of SMA are the gap in the fne end of the curve, a high content of coarse aggregate and the high fller content. The coarse material builds a skeleton of aggregate in the mix. The binder content in SMA is somewhat higher than in dense asphalt, which in turn has a higher binder content than porous asp- halt. Fibres are sometimes used as a carrier for the binder to ensure a suffcient high binder content in SMA and porous asphalt. The air void content in dense asphalt and SMA is usually 3-5% (asphalt base: 5-7%), while in porous asphalt it is considerably higher at around 15-20%. SMA is well suited to wearing courses on high volume roads owing to high stone content, which provides good resistance against abrasion as well as good stability. As the name implies, porous asphalt has good draining properties. This reduces the risk of water spray and aquaplaning. It has good retrorefective pro- perties in darkness and rain. Tyre noise is also lower than on other types of surfacing. If the surfacing is to function as intended, the various ingredients (binder, aggregate, fller) need to be selected carefully with a view to optimising the fnal mix. Good quality material and good design are not enough to guarantee a long service life. Just as vital are the way the material is manufactured and the way its is laid down and compacted. The benefts of frst-class material can quickly disap- pear if the quality in one of the stages in the production chain fails to come up to standard. The three main components in an asphalt surfacing are binder, aggregate and fller. In many cases, the binder will also contain additives. In practice, there are two main types of asphalt: mixed asphalt and different sur- face treatments. Mixed asphalt Although there is a wide variation of mixed asp- halt, there is no generally acknowledged classif- cation system. The most common way to categorise them is by mix temperature: Hot Mix Asphalt (HMA) and Cold Mix Asphalt (CMA). HMA is a mixture of heated aggregate, bitumen and fller. It is manufactured in batch or drum mix plants at high temperatures (i.e. 130-180 C). The penetration value of the bitumen is deter- mined by outside factors such as climate and traffc. Hot climates and heavy traffc require a low penetration value, for example. The binder can be modifed with different additives, such as polymers. In CMA, the aggregate is cold. It is mixed with a pre-heated binder, bitumen emulsion or cutback. The temperature of the binder is normally 75-85 C prior to mixing. Hot Mix Asphalt (HMA) There are four main types of HMA: dense, Stone Mastic Asphalt (SMA), porous asphalt and asphalt base. The aggregate in a dense mix or an asphalt base has a dense gradation while SMA and porous asphalt are both open graded. 3) Retroreection Retroreection is a measure of the brightness of the surface. High retroreection enhances visibility in darkness which permits higher speeds and shorter journey times. Better visibility should lead to better safety at night, but the ability to travel at higher speeds may counteract this. 4) Porosity Porosity is the ability of the surface to drain. A porous surface reduces tyre noise. Less water on the road signicantly reduces the dirt and water spray. Load bearing capacity The load bearing capacity of a road has a marked inuence on the roads service life. A reduced load bearing capability can force heavy trafc to choose other routes, which are often longer. Abrasion resistance The roads abrasion resistance is not only interesting for its service life. If the wear off from the surface is large, the dust that is worn off may cause pollution in the vicinity of the road. Type of surfacing The choice of surfacing and its qualities depend on the weight and intensity of trafc as well as the climatic conditions that the road is expected to be subjected to within the given period. ASPHALT PAVING AND COMPACTION 33 34 These benefts diminish relatively quickly as the pores in the surface get clogged with other particles and dirt. Owing to its structure, porous asphalt is more susceptible to climatic effects. This can have a negative effect on the water resistance and the ageing properties of the binder and can shorten the service life. Surface treatments Surface treatments is the process of laying binder and aggregate separately. Examples of surface treatments include surface sealing, penetration macadam and slurry seal. Surface sealing Surface sealing prevents water from penetrating the road. When surface sealing, the amount of binder is important to long service life. The aggregate needs to be uniform in size and washed to re- move the fnes to ensure good adhesion. Penetration macadam Penetration macadam is sometimes used as a base and wearing course. It comprises a layer of aggregate over which a layer of bi- tuminous binder is spread. If the binder is a bitumen emulsion, the viscosity and dispersion properties should be such that the binder does not penetrate more than 50% of the aggregates layer thick- ness. Slurry seal Slurry seal involves spreading a binder and then laying sand on top. A pre-prepared emulsion slurry can also be used. Slurry seal is used to fll cracks and other cavities to prevent water penetrating the road surface Mixed asphalt components Asphalt normally consists of three material components: the bin- der, the aggregate and the fller. Some surfacing material include additives, such as adhesives, polymers, fbres and waste products. Binders Bitumen The binder in an asphalt mix is referred to as bituminous, i.e. it con- tains bitumen in some form. Bitumen is a thermo-plastic material, which means that it becomes softer and more fuid when heated and hardens when cooled. The process is repeatable. It can also be described as a visco-elastic material, which means that its stiffness is a function of temperature as well as loading time. In the graph below you can see that the stiffness at a given loading time decreases when the temperature increases. The fgure also shows that at a gi- ven temperature stiffness decreases as the loading time increases. When the bitumen is mixed with aggregate, it must be suffciently viscous to cover the surface of the aggregate. However, it can- not be too fuid, otherwise the binder will run off the surface of the aggregate during storage or transportation. The viscosity must also facilitate the laydown and compaction processes. The binder should provide stability to avoid excessive deformation, but it must be fexible enough to avoid the risk of cracking. The adhesive qua- lities of the binder determine how much aggregate loosens from the surface (ravelling). Cutback and emulsion can also be used as binders. Cutback is a mixture of bitumen and solvent (for example naphtha), while emulsion is a mix of bitumen, an emulsifer and water. They both enhance the fuid properties of a mix at low temperatures. When the solvent or water evaporates, the bitumen retains its original properties. The properties of the binder in the road are mainly determined by the constituent bitumen. The use of cutback is on the decline (owing to environmental concerns) while the use of emulsion is increasing. The most common application areas include surface treatment, CMA, tack-coating, slurry sealing and penetration. ASPHALT PAVING AND COMPACTION Bitumen stiffness as a function of temperature and loading time for a 100 Pen bitumen. Loading time (s) S t i f f n e s s
m o d u l u s
( M P a ) 0 C 25 C 60 C 0.01 0.1 1 10 100 1000 10000 1 0.1 0.01 0.001 10 100 1000 10000 o o o 35 100 g 100 g This modied Bitumen Test Data Chart shows the maximum and minimum mixing and compaction temperatures for a 85 Pen bitumen with the softening point of 50C. 1 2 10 20 50 100 200 500 1000 100 10000 1000 50 20 10 5 2 1 0.5 0.2 0.1 250 225 200 175 150 125 100 75 50 25 0 -25 -50 5 100000 C Specications and test methods for bitumen In most countries bitumen is classifed according to viscosity or penetration. Ageing properties are determined by the measu- rement of one or several parameters (for example, penetration) before and after ageing in the laboratory according to stipulated methods. Bitumen Test Data Chart The Bitumen Test Data Chart (BTDC) is used to predict the tem- perature/viscosity relationship of the bitumen over a wide range of temperatures. It is very useful to ensure the appropriate visco- sity for any grade of bitumen. The BTDC consists of a horizontal temperature scale and two vertical scales for penetration and vis- cosity. The temperature scale is linear while the penetration scale is logarithmic. The viscosity scale has been designed so that pe- netration classifed bitumens with normal temperature suscepti- bility or penetration index will give straight-line relationships. There are optimum bitumen viscosities for the manufacturing and compaction of bituminous mixes. Excessive viscosity during mixing results in the aggregate not being coated properly. Con- versely if the viscosity is too low, the bitumen will easily coat the aggregate but may subsequently drain off the aggregate. If the viscosity is too low during compaction, the mix will be extremely soft and workable. This may result in shoving or transversal mo- vement of the mix. High viscosity will signifcantly reduce the workability of the mix-consequently making it more diffcult to compact. Performance Grade (PG) The United States uses Superpave to specify asphalt materials. Asphalt binders are specifed according to a performance based specifcation. The temperature of the pavement in which the bin- der is going to be used determines the choice of binder. A perfor- mance graded bitumen is classifed according to the highest and lowest pavement temperature at which the bitumen must have the ability to avoid rutting and low-temperature cracking. For ex- ample, a PG 64-22 (sixty-four minus twenty-two) is designed to prevent rutting on a hot summer day where the temperature is +64C 20 mm below the surface and to counteract low tempera- ture cracking in the winter at -22C at the surface. Aggregate Aggregate is a general term for all the mineral constituents of an asphalt mix. It includes crushed stone, gravel, sand, slag and fnes. In asphalt, the weight of the aggregate accounts for about 85% of the total weight of the mix. The quality of the aggregate is depen- dent on both the origin of the aggregate as well as the production method (natural or crushed material). The properties of an aggre- gate that directly or indirectly infuence the functional properties of the surface are grain size distribution, porosity, grain shape, durability, abrasion resistance, polish resistance and resistance to weathering. A number of these are interrelated. Mineral properties The most important physical properties of a mineral are strength and shape. The quality of a rock material can be partially impro- ved in the production stage. In principle, each crushing stage can improve the materials mechanical properties. Shaping, for ex- ample, increases the abrasion resistance of the aggregate as well as the stability of the mix in a wearing course and therefore pro- longs the service life of the road. Grain size distribution Grain size distribution is the basic property of an aggregate. The grain size distribution of a given sample is determined by a sieve test where the dried sample is passed through a number of sta dard sieves which differ in screen size. The grain size distribution is described graphically in the form of a gradation curve. The grain size distribution determines the type of mix. Varying the grain size distribution for a given mix type will infuence the fun- ctional properties of the asphalt. ASPHALT PAVING AND COMPACTION 5 sec Determination of penetration 25c mm x 10 36 Filler The fller is used to fll the voids between the coarse particles and to stiffen the binder. It thereby contributes to the stability of the asphalt mix. The fller (particles <0,074 mm) may be obtained from the dust collecting system at an asphalt plant or specially produced by crushing. Special fllers, such as slaked lime and cement, are so- metimes used to reduce the risk of stripping. Additives The increase in traffc in many countries has led to the need for hig- her, quality roads. The development of newer and better materials is one solution to the problem, and a large number of additives have been proposed for asphalt mixes. They can be generally classifed into two groups. The frst comprises commercial products designed to improve the function of the asphalt. They include polymers, ad- hesives, ageing inhibitors, softeners, stability enhancers (natural asp- halt, oxidation catalysts) and fbres to carry the binder. A number of polymers - elastomers and plastomers - have been used to modify bitumen to improve service life and the road surface function. They can be used to enhance stability at high temperatures or improve cracking resistance at low temperatures, for example. The second group comprises various types of waste or recycled products such as granulated rubber, fy ash, and sulphur. ASPHALT PAVING AND COMPACTION TENDER MIX Tendency to tender mix - unstable surfacings HARSH MIX Tendency to harsh mix - stable surfacings Crushed aggregate High stone content Large maximum stone size High ller content High viscosity bitumen Natural aggregate Low stone content Small maximum stone size Low ller content Low viscosity bitumen Tender mixes often contain natural (rounded) aggregate with a small amount of ller and low viscosity bitumen. They tend to be soft and require careful compaction to avoid lateral displacement and surface cracks. They tend to produce unstable surfacing. Harsh mixes are a result of the use of crusched aggregate containing a high percentage of coarse material and a sufcient amount of ller mixed with high viscosity bitumen. Resistance to compation is strong, and they require a large compaction effort to reach specied density. They tend to produce stable surfacings. Mix design Correct mix design is essential to a durable road. Design involves the choice of material (binder, aggregate, fller and additives) with properties suited to the fnal required results and the mixing of these ingredients in the correct proportions. Outside factors such as climate and traffc intensity and volumes must also be taken into consideration. The temperature span determines the choice of bi- tumen. The types of aggregate and binder must relate to the traffc loadthe greater the intensity, the greater these requirements are. The type and volume of traffc have a strong bearing on choice of aggregate and binder as well as the design of the mix. Weight, axle confgurations and tyre pressures should also be considered. Once the choice of ingredients has been made, aggregate with the required gradation must be produced. A number of aggregate samples are mixed with different amounts of the selected binder to give a variation of binder content within given limits. One of the samples should be the binder content recommended in the highway authoritys own technical specifcations. The binder content of the other samples should be in suitable intervals above and below this nominal content. The mixes are then compacted using a gyratory compactor or Marshall apparatus. The compacted samples are then analysed for air void content, strength, etc. Then the optimal mix is chosen. 37 Properties of asphalt mixes Asphalt and soil have a lot in common. However, a major distinc- tion between them lies in the adhesive properties of the bitumen used to bind the particles in an asphalt mix. Asphalt mixes show wide variations in composition and properties. Their properties and compactability are primarily a function of internal friction, adhe- sion and viscous resistance/temperature. Internal friction Internal friction is determined mainly by the aggregate properties and is more apparent in a well-graded mix than in an open-graded one. A mix containing natural round aggregate, where the particles can move past each other relatively easily under compaction, has far less internal friction than a mix with angular, crushed aggregate. The mix with crushed aggregate consequently needs a higher com- paction effort and also gives an asphalt surfacing of higher strength and stability. High stone content and large maximum stone size are other factors that result in stable mixes. Adhesion Adhesion is what makes the binder attach itself to the aggregate. Viscous resistance Viscous resistance is a function of the viscosity of the bitumen and the actual temperature of the mix. The viscous resistance works against the rearrangement of the particles under compactionthe lower the temperature, the greater the resistance. Gyratory compaction of asphalt sample Marshall compaction of asphalt sample Stone mastic asphalt Dense asphalt concrete ASPHALT PAVING AND COMPACTION Mix proportions of two different asphalt mixes with a maximum aggregate size of 16 mm. On the left is a dense asphalt concrete and on the right a stone mastic asphalt (SMA). Note the high content of large aggregate in the SMA. 38 A steep-sided pile will cause the mix to separate. The transport to the site must be well planned. If a paver has to stop to wait for a new load, the quality of the surfaced road will suffer. This can lead to unevenness and reduced compaction, both of which may shorten the service life of the road. On the other hand, a convoy of waiting lorries should be avoided at the site. The asphalt mix may cool off while waiting, which may lead to unsatisfactory compac- tion results or having to discard the mix. The unloading of the asphalt mass requi- res skill to avoid separation and to avoid stoppages. There are various mathematical for- mulae for determining the cost for the transportation of an asphalt mix. The overriding aim of any such calculation must naturally be to achieve costeffective transport and maintain the quality of the asphalt mix. Tack coating Tack coating is the use of an asphalt emul- sion or cutback to glue or bind together two asphalt layers; for instance, when ad- ding a new wearing course on a previously paved road. Tack coating is an important stage in road surfacing and is often requi- red in road-building specifcations. Correctly applied, tack coating prevents peeling and corrugation caused by traffc. It is also essential for bearing capacity that the layers bind well together. The impro- ved adhesion afforded by tack coating means there will be less tendency towards displacement of the mix or crack forma- tion when rolling. Manufacturing and transportation Mixing Asphalt mixes are normally manufactured in either continuous or batch-type asphalt works. The asphalt plant can be mobile or stationary. Capacity normally varies bet- ween about 100 and 300 tonnes per hour in batch plants while continuous asphalt plants are used for the production of larger volumes of the same type of mix. Here, capacity varies from 50 to 600 ton- nes per hour. Naturally, the components of an asp- halt mix all have a decisive infuence on the fnal quality of the mix. As more than 90% of the mix comprises aggregate, the quality of the mix is highly dependent on the quality of the aggregate, which is a function of the crushing process. It is also important to handle the aggregate in the correct manner to avoid deterioration of the gradation curve and exposure to moisture. A dry, wellgraded aggregate is the foundation of a good asphalt mix. In modern plants, the proportioning of the aggregate is largely governed by au- tomatic process controllers according to pre-programmed recipes. The aggregate is dried and heated in dryer drums. In the ac- tual manufacturing process, bitumen and fller are added to the aggregate to form the mix. There are different types of fl- ler according to the desired properties of the mix. Amines are added to improve adhesives qualities, fbres to allow higher volumes of bitumen, polymers to improve the binder properties. Colours can also be added, such as red for tennis courts. The constituents are mixed according to a set pattern to achieve a homogenous asp- halt mix. Mixing time will vary according to mix and type of mixer. It is important to fnal quality that the time is neither too short nor too long. Once ready, the mix is transported to insulated and/or heated storage silos to reduce the cool-off effect. Measures also have to be taken to ensure that the asphalt mix does not oxidise or separate. Transportation Transportation of the mix from the asp- halt works to the site goes through three stages before it is laid down on the road surface: loading at the asphalt works, transport to the site and tipping into the hopper of the paver. To avoid disruption, the transportation must be well planned and carried out correctly. During loading, it is important to minimi- se the risk of separation. Loading must be quick and the load should be distributed as evenly as possible over the whole trailer. ASPHALT PAVING AND COMPACTION 39 Material ow The asphalt mix is discharged into the receiving hopper of the pa- ver as it pushes the rear tyres of the haul truck. The mix is carried from the hopper to the rear of the machine by twin or single slat conveyors, and then on to the auger (screw conveyor) which distri- butes the mix laterally over the entire working width of the screed. The height of the auger is adjustable to allow for different layer thickness. The material fow is regulated by the speed of the slat conveyor and the auger. The conveyor speed is automatically correlated to the forward speed of the paver and the height of the material which is spread out ahead of the screed. This height has to be kept as constant as possible. Screed unit The screed levels and pre-compacts the asphalt mix to a specifed thickness, grade, cross-slope and crown profle. The self-levelling foating screed is attached to the tractor by side arms at tow points located on either side of the tractor near its central point. Here, the vertical movements caused by any surface unevenness are at a minimum. This allows the screed to produce an even surface even if the underlying base is somewhat irregular. As each successive asphalt layer is placed on top of another, irregularities become less and less apparent. The tow points are set to give the required thickness of the mat. Their position may then be continuously fnely adjusted by electro- nic systems. A grade controller automatically maintains the surface level against a reference surface such as a control ski or a string line, while a slope controller is used to maintain the transverse inclina- tion of the screed. Angle of attack The angle between the bottom plate of the screed and the surface being paved is known as the angle of attack. This varies from screed to screed according to screed weight, the contact area of the bottom plate and the shape of the front part of the screed.
Pavers The task of a paver or asphalt fnisher is to provide an even sur- face layer and homogeneous precompaction to give suffcient mix stability so that the roller can start the compaction process. It also has to provide a homogeneous texture. The performance of the paver is the most important factor when it comes to achieving these requirements. All modern asphalt pavers consist of two main units: the tractor and the foating screed. The tractor unit is driven by either pneumatic-tyred wheels or craw- ler tracks. Wheeled pavers are easy to transport. Their high travel- ling speeds allow them to move about the work site rapidly and to move easily between different sites on public roads. The good traction of tracked pavers makes them suitable for use on unbound surfaces and when laying unbound or cementstabilised base materials. Tracked pavers are also required when laying extra wide sections and on steep inclinations. ASPHALT PAVING AND COMPACTION A smooth material ow throughout the paver - from the hopper (1), through the conveyors (2), past the auger (3) and to the screed (4) - is essential to good paving results. 40 Tamper The tamping mechanism uses a vertical, high-amplitude move- ment at comparatively low frequencies. The main purpose of the tamper is to facilitate the fow of material underneath the screed plate. The tamping unit is followed by a static or vibrating plate. The width of the tamper and the tamping frequency limits the maximum paving speed since no part of the mat must be left un- tamped. Vibrations The screed plate is equipped with a vibration unit. In addition to the compaction effect, the vibrations reduce the friction between screed plate and asphalt mix, letting the screed foat more easily over the material. The vibrations will also cause some of the bi- tumen to rise to the asphalt surface, providing additional lubrica- tion and enhancing the surface texture. Tamping and vibrating screeds A screed with both tamper and vibrator is very versatile. The systems can be used independently or in combination. The weight of the two systems also increases the total weight of the screed which in turn results in better pre-compaction. High compacting screeds For special applications such as cement-stabilised layers and base courses, special high-compaction screeds have been developed. These screeds are extra heavy and equipped with double tampers and vibration systems. Choice of screed and tractor unit The choice of paving unit starts with the screed. It has to be able to lay at the desired width. Choice of screed also depends on type of asphalt mix and layer thickness. The choice of tractor will depend on choice of screed. The tractor unit must be powerful enough to tow and support the screed at the specifed widths. It must also be able to cope with the required lay down capacity or tonnage available per hour. Choice of wheels or tracks will de- pend on the foundation type. Even if the underlying surface is somewhat uneven, modern electronic levelling systems automatically adjust the mat thick- ness to assure the correct cross-slope and grade, and to maintain a level surface. The desired surface evenness is obtained if all the forces acting on the screed are in equilibrium. Only then will the screed settle into its proper angle of attack. The angle of attack may be increased or decreased by raising or lowering the tow point level. Any movement of the tow points upsets the equilibrium and results in a rise or fall of the screed. Once the screed has attained the new level, the angle of attack is restored and the forces revert to a state of equilibrium. Heating of the screed bottom plates Screeds are heated with diesel-fred or propane gas burners or electricity to prevent the bottom plate picking up the hot mix. Fixed or variable paving width The most common type of screed is the telescopic screed, which has a hydraulically-variable working width. A fxed screed is the more economical and suitable choice for some applications. Compaction systems in screeds The main parameter affecting the screeds ability to pre-compact the asphalt mix is its weight. A heavier screed will result in a bet- ter pre-compaction than a lighter one. Compaction systems such as tampers and vibration units are often attached to assist in pre- compaction of the mix. They also improve the fow of material underneath the screed. The choice of a tamping and/or vibrating screed depends on the application as well as the mix type, maxi- mum stone size, layer thickness as well as local preferences and specifcations. ASPHALT PAVING AND COMPACTION The angle between the bottom plate of the screed and the surface being paved is known as the angle of attack. Any change in the level of the tow points results in a corresponding adjustment of this angle. The desired surface evenness is obtained if all the forces acting on the screed are in equilibrium. 41 Paving operations Careful planning of mix supply and transportation is crucial to maintaining a non-stop paving operation. Any stoppages in the operation will result in a pavement of inferior quality and a shorter lifespan. The paver speed should be kept constant and should correlate with the available mix tonnage, determined by the asphalt plant capacity and the number of available trucks. To achieve specifed results, a number of points need to be taken into considera- tion. First the required paving width has to be set and the screed must be heated to prevent the mix sticking to the bot- tom plate. The tow points need to be set to the height that corresponds to the desired mat thickness. If necessary, the screed must be adjusted to allow for a crown profle. The height of the auger is also crucial to the outcome. If it is set too low it will interfere with the material fow under the screed which will result in an open tex- ture and cause the mat to tear. If it is too high, the mix might not reach the outer edges of the screed. Ideally, the distance between the mat surface and the lower edge of the auger fights should be equi- valent to roughly fve times the maxi- mum stone size. There are a number of factors that need to be controlled during a paving opera- tion. They include: Head of material (in front of the screed) Paving speed Actual layer thickness Surface evenness Paving width Joints Laying temperature Mix segregation Head of material The head of material (the amount of ma- terial spread out in front of the screed) should be constant over the entire wor- king width. It has a decisive infuence on the vertical position of the screed. As mentioned on page nine, the levelling ac- tion of a screed relies on a state of equi- librium between all the forces acting on it. Any change in these forces causes the screed to move up or down accordingly. If the head of material is too high the re- sistance to forward travel increases, and, in an attempt to overcome this resistan- ce, the screed starts to rise. A ridge will then appear in the mat or the layer thick- ness will increase. Excessive material also accelerates the wear on the augers. If, on the other hand, the head of mate- rial is too low, the screed settles because there is not enough material to support it. An automatic system that monitors and controls the material fow through the and screed level will signifcantly re- duce these effects. How the head of material affects the height of the screed Head of material too high The screed rises Head of material too low The screed settles Head of material sufcient The total sum of forces acting on the screed are in equilibrium, and the screed is able to maintain a desired level. ASPHALT PAVING AND COMPACTION 42 Paving speed The paver speed should be as constant as possible. Variations in speed will result in an uneven surface. An automatic system to pre-set and maintain speeds under vary- ing load conditions is recommended. Stoppages are a problem, too. They may not only blemish the surface, they will also result in temperature segregation. Every time the paver stops, the screed tends to sink into the mat. The sections ahead of the screed and just behind the paver, which are not accessible to the rol- lers, then cool down. Meanwhile, the mix below the screed remains hot. When the paver starts again, the screed will lift slight- ly to overcome the cooler material ahead of the screed, leaving a ridge in the mat. If the paver is forced to stop, the screed can be locked in position with a special screed stop system which works off the hydraulic lift cylinders. This prevents the screed from sinking into the mat and re- duces the problems associated with paver stoppages. Normal paving speeds range from 4 to 20 m/min., depending on mix type and equipment performance. There is a mini- mum speed to keep the screed foating. If the paving speed drops below this level, the screed will settle. The layer will then be too thin. Speed should be kept at around 2-4 m/min to achieve very high densities when using higher compacting screeds. Layer thickness and surface evenness In order to achieve the specifed even- ness, normally expressed as a maximum permissible deviation in height measured over a certain distance, the layer thickness may vary to account for irregularities in the underlying surface. Where neces- sary, electronic levelling devices, such as grade controllers and/or slope controllers should be used to automatically adjust the mat thickness to maintain a level surface. If the paver is being operated manually the crew must try to avoid frequent correc- tions of the height of the screed. ASPHALT PAVING AND COMPACTION 43 a cold mat may tear as the fowability of asphalt diminishes with temperature. Mix segregation Mix segregation is primarily the segrega- tion of aggregate in an asphalt mix. It is one of the most common causes of da- mage in asphalt surfacings. Segregation may occur early in the truck-loading stage at the asphalt plant, especially if the mix is poured too slowly into the truck. It is always diffcult to avoid a certain stone concentration along the si- des of the truck bed. Once the asphalt is segregated, it may remain so right through the paver and, at worst, result in a non- uniform surface. Segregation at the edges of the lanes may be caused by stone segregation along the sides on the truck and incorrect mix distribution in front of the screed. For ex- ample, if the material level is too high, it will slope towards the outer edges where stones can separate. The height setting of the auger is another important factor in this respect. The segregated strip in the middle of the lane is caused by the auger drive unit located at the centre of the augers. Auger drives at the outer ends of the shafts will prevent this from occurring. Transversal segregation zones normally arise from the separation of materials at the front and back ends of the truck. Type of mix and laying temperature Stiff mixes require heavy screeds, whereas unstable mixes (such as hot rolled asphalt used in the UK), require relatively light ones. Stiff mixes tend to lift the screed above the required level while tender mixes very often do not have the resistance to adequately support the weight of the screed. The load of the screed on tender mixes can be reduced with the help of a screed unload system, which transfers the weight of the screed to the tractor. This not only allows heavy screeds to be used on tender mixes, it also improves traction and helps to obtain an even surface as well as an uniform degree of compaction. Another factor that affects the outcome of a paving operation is the laying tempe- rature of the mix. Variations in temperature cause variations in surface evenness and the compaction effect of the screed. A mix becomes more resistant to compaction as it cools. The tractor unit must be able to provide the traction force to overcome this resistance. Therefore, the laying of cold mixes requires pavers with good traction and relatively heavy screeds. Furthermore, Joints The paving and compaction procedures employed for longitudinal and transversal joints are important to the overall quality and appearance of an asphalt surfacing. When laying an asphalt lane beside an existing lane, the height of the screed above the surface must be carefully ad- justed to allow for the compaction effect of the following roller, i.e. the uncompac- ted layer should be some 15- 20% thicker. An automatic grade controller working off the adjacent lane is very useful for joint matching. The side overlap of the joint should be about 25 to 50 mm. There should be as little raking of the joints as possible, so laying must be precise. To create a smooth transverse joint, the paver screed should be placed on top of the previously placed mat just in front of the joint. As the forces on the screed need to be in equilibrium when the paver resumes its work, only enough asphalt to cover the auger shaft is brought in before the paver moves forward. In order to en- sure a good bond at joints, tack coating should be applied to the exposed surface. Segregation of the mix can occur across the mat, at its edges and at the centre. It is one of the most common causes of damage to asphalt surfacings. ASPHALT PAVING AND COMPACTION 44 ASPHALT PAVING AND COMPACTION 45 Asphalt compaction The compaction effort of a static steel wheel roller is primarily de- pendent on its static weight, but is also infuenced by the drum dia- meter. Pneumatic tyred rollers rely on static weight and tyre pressures for their compaction effort. They are often used in combination with static smooth-drum or vibratory rollers for fnish rolling to remove drum marks and for surface sealing. These benefts are primarily related to fnish rolling rather than compaction. Vibratory rollers combine the static load of the drum with dyna- mic loads. The vibration largely reduces the internal friction in the mix and improves compaction effect even when used with compa- ratively low static linear loads. A vibratory asphalt roller always has a higher capacity (expressed in tons of asphalt laid per hour) than a static roller of the same weight. On harsh mixes, this difference is even more pronounced. There is also a range of lightweight compaction equipment for asphalt applications comprising vibratory plate compactors, double- drum walk behind rollers and lightweight vibratory tandem rollers. There are a number of types of roller for asphalt compaction in current use. These include vibratory, static and pneumatictyred rollers. The actual choice of machine depends on the type and size of the job, and is often related to local preferences. ASPHALT PAVING AND COMPACTION 46 Static three-wheel rollers Modern types of three-wheel rollers have three large driven drums and articulated steering, as opposed to conventional models which have two driving steel drums and a smaller steering drum. Compaction effort can be varied by ballasting with water. Weight range: 8-15 tons Vibratory Tandem Rollers Normally with vibration and drive on both drums. Articulated steering. Weight range: 1-18 tons Double-drum walk-behind rollers Two vibrating drums in rigid frame. Weight range: 400-1000 kg ASPHALT PAVING AND COMPACTION 47 Static tandem rollers Static tandem rollers have one driving drum and one steering drum. Compaction effort can be varied by ballasting with water. Rigid or articulated frame. Weight range: 6-12 tons Pneumatic tyred rollers Normally with 7-11 pneumatic tyres. Compaction effort can be varied by ballasting usually with water or sand and varying the tyre pressure. Weight range: 10-35 tons Combination (Combi) rollers One vibrating drum and one axle with three or four pneumatic tyres. Rigid frame or articulated steering. Weight range: 4-15 tons Single drum asphalt compactors One vibrating drum and smooth pneumatic tyres on rear axle. Articulated frame. Weight :10 tons Vibratory plate compactors Vibratory plate compactors for asphalt have water sprinkling devices. Weight range: 40-200 kg ASPHALT PAVING AND COMPACTION 48 0 1 3 5 10 20 50 100 150 50 100 150 1.5 1 0.5 0 20 10 0 150 125 75 0 Rolling procedures The compactability of a hot mix asphalt is dependent on its temperature. The normal lay-down temperature is 130 to 160C. Within this range the mix is soft and plastic. As the temperature drops the viscosity of the bitumen and the resistan- ce to compaction increase. In general, compaction rolling should start as soon as possible after lay-down. With a vibratory roller, the compaction normally can start with vibrating passes. On tender and unstable mixes, it may be more suitable to start with two static pas- ses at low rolling speed, 1-2 km/h. The roller should follow as close as possible behind the paver so that the compaction can take place at temperatures above the minimum compaction temperature to ensure adequate degrees of compaction. However, if the roller is repeatedly run over the same area at very short intervals when the mix temperature is high, the surface may crack and it may result in a drop in density. The main purpose of fnish rolling (which is effective down to around 60C) is to remove roller marks and other sur- face blemishes. It also improves the tex- ture of the surface. Finish rolling may also increase density, especially if the mat is comparatively hot. Many countries use pneumatic-tyred rollers to seal the surface although traffc has a sealing effect on the asphalt surfa- cing on streets and roads. This is not the case on airport runways, which is why pneumatic-tyred rollers are often speci- fed for fnish rolling. The cooling pattern of an asphalt mix is a function of layer thickness, ambient temperature, ground temperature and weather conditions. For example, wind will have a pronounced cooling effect on the surface. A vibratory tandem roller will achieve uniform compaction over an entire paving area by following a simple pattern. To start with, all joints must be compacted: rst the transversal ones, then the longitudinal ones. The pattern is made up of parallel rolling lanes divided into rolling zones some 30-50 m long. Actual zone length is determined by the speed of the paver and time available for rolling before the mix cools down. The rst lane is started at the lowest edge of the asphalt surface. Passes are made forward and backward in the same rolling. Lane changes must always be made on a compacted area to avoid marking the mat. As a rule, the roller must keep as close to the paver as possible. In all rolling patterns it is important to try to maintain a constant rolling zone length. Landmarks or cones are helpful in this respect. ASPHALT PAVING AND COMPACTION Thickness, mm Thickness, mm Minutes Hours 0 C 0 C 49 a conventional static three-wheel roller often results in higher densities in the middle of a lane than along the edges. Joint compaction Effcient joint compaction is important to pavement quality. As illustrated below, there are two main alternatives to ensure adequate joint compaction. On thin layers and in unfavourable con- ditions, the time available for compaction may be as little as fve minutes. Under the same conditions, a thick layer will retain its temperature for up to several hours. The need for fast, effective compaction is therefore greater on thin layers than on thick ones. Roller input The number and size of rollers required on a job is determined by the lay down rate expressed in square metres per hour. A number of elements have to be taken into consideration to arrive at this fgure. Every paving job can be measured by the amount of tonnage of hot mix to be laid down per hour. On large jobs the ton- nage fgure is usually governed by the ca- pacity of the asphalt plant. Mix tonnage, the paving width and the layer thickness determine the speed of the paver. The speed multiplied by the paving width gives the lay down rate in square meters per hour. This then serves as a basis for the required roller input. Allowances should be made for temporary peaks in mix supply. Suitable rolling speeds range from 2 to 6 km/h. Low speeds are used on thick layers and when high degrees of compac- tion are specifed. The number of roller passes depends on a number of factors, primarily, the compaction properties of the mix and the specifed degree of com- paction. Static linear load and vibration characteristics also have a decisive infu- ence. Thin layers with a high stone con- tent are best compacted with a combina- tion of high frequency and low amplitude to reduce the risk of aggregate crushing. Stable mixes and thick layers are best compacted at high amplitude. It is advisable to run a test strip to de- termine a suitable rolling procedure to reach the specifed degree of compaction. A nuclear density gauge is a great asset as density values can be read off imme- diately. A professional roller manufacturer should be able to supply you with precise recommendations on roller selection, set- tings and rolling patterns. Rolling pattern A normal rolling pattern is shown in the main illustration. The paved width is divi- ded into roller lanes. The number of lanes depends on the drum width and paving width. The drum width should be related to the paving width so that, for example, three parallel roller lanes are suffcient to cover the paving width. Switches between lanes should be made on a previously compacted surface to av- oid marking the mat. In addition, the rol- ler should never be allowed to stand still on a hot mix. The rolling pattern is more complica- ted for conventional static three-wheel rollers than the one illustrated below. Thats because the two rear drums have a signifcantly different linear load than the front drum. In practice, rolling with ASPHALT PAVING AND COMPACTION Overlap 90 % There are two alternatives for joint compaction. The illustration above shows when the joint is compacted with the roller working on the cold lane with a 10 % overlap on the hot lane. The illustration below shows when the drum extends 90 % onto the nished lane while the rest of the drum passes over the newly laid mat. A rolling pattern that is best suited to constant and high paver speeds is illustrated above. The pat- tern is dependent on a constant length of roller stroke and longitudinal overlaps of constant lengths. The practical difculty of maintaining a constant stroke may be overcome if the rollers are equipped with appropriate length measuring instruments. 0 C 0 C Overlap 10 % 50 Harsh mixes The increase in traffc loads has led to the need for more stable asphalt surfacings. As a consequence, harsh asphalt mixes, containing high viscosity bitumen and crushed aggregate with high stone con- tent, are now becoming more and more common. Their high mechanical resist- ance to compaction requires effcient compaction methods. In this respect, vibratory rollers are the best choice to meet specifed densities. Tender mixes Soft tender mixes are prone to lateral displacement during compaction which may result in small transversal surface cracks (3 to 5 mm deep). They can nor- mally be closed by suitable fnish rolling or by subsequent traffc action. If longi- tudinal cracks appear they are often deep and very diffcult to close completely. The rolling of tender mixes requires special measures. Often they must be al- lowed to cool down before rolling starts. This means that the roller has to oper- ate relatively far behind the paver, and in many cases it may be best to work with long lanes (100 m or more). In order to stabilise the mix it is often suitable to start the compaction with two passes in a static mode or using a pneumatic tyred roller (PTR). A large drum diameter and a slow approach also help to prevent shoving or cracks. It is often a suitable to select a low amplitude and high fre- quency on these mixes. A PTR is suitable for fnishing the surface. Thin layers Thin layers normally result in fast paving speeds and high surface capacities, but they may put a strain on the rolling ca- pacity if allowances have not been made. If the roller has to increase its speed in order to keep up with the paver, there is a risk that density will not be achieved. In order to achieve suffcient compac- tion, more rollers will have to be used. To avoid crushing the aggregate, a low amplitude and a higher frequency should be used. In addition, thin layers cool rap- idly; which is why the rollers must be able to attain specifed densities fast and ef- fciently. Thick layers It is possible to achieve high densities on asphalt layers up to 20 cm thick. How- ever, rolling on very thick surfaces may create surface undulations. On thick lay- ers, rolling should start at some distance from the edge of the lane. The roller passes should then be made successively closer to the edge to prevent the edge from being displaced. A large drum di- ameter and a high amplitude setting is very suitable for these applications. The high amplitude will guarantee that effec- tive compaction is achieved throughout the layer. The main difculties working with harsh mixes are in overcoming the resistance to compaction, which is a result of the internal friction of the aggregate. Therefore, high compaction effort should be ap- pliednormally using vibratory rollers. Tender mixes are plastic in their hot state and may be pressed out under the drum during rolling, resulting in hairline cracks and the risk of lateral mix displacement. Adequate compaction may be reached if the mix is allowed to cool somewhat. ASPHALT PAVING AND COMPACTION 51 ASPHALT PAVING AND COMPACTION Choice of asphalt compactors When selecting a roller or a combination of rollers, consideration should be given to the ability of the machine to reach the specied densityas well as to the economics involved in doing so. In general, it can be said that the probability of a vibratory roller reaching target density is usually better than that of a static machine. This probability increases as layers get thicker, as density requirements become more stringent and when mixes become harsher. On tender mixes and when relatively low de- grees of compaction are specifed, for example, conventional static steel wheel rollers alone or in combination with PTRs have the same probability of reaching compaction as a vibra- tory roller. On the other hand, on harsh mixes requiring a high degree of compaction, the probability of success will defnitely favour vi- bratory rollers. A vibratory roller can handle both compac- tion and fnish rolling. During the compaction stage it should achieve fnal compaction. On small jobs the roller can then switch to stat- ic operation to fnish the surface. On larger jobs, the fnish rolling is performed by a static smooth drum roller or a PTR. As vibratory rollers have a higher produc- tion rate than their static counterparts, they are especially economical on large pavement con- structions. Light vibratory rollers have now cornered a large part of the market for small asphalt surfacings. Vibratory plate compactors with a sprinkling device to prevent pick-up are also common on minor asphalt jobs. Roller manufacturers should have the appro- priate tools to support you in selecting the right roller for the job. They should also be able to give recommendations on roller settings and expected capacity. 52 In an end result specifcation, an authori- ty sets a minimum degree of compaction which is then checked by laboratory and feld tests. End result specifcations are the most common for large projects. A method specifcation lists the type and size of rollers to be used, number of rollers to be used and sometimes the way in which they are to be used. End result specifcations based on Marshall tests are often applied for asp- halt pavement constructions. The density requirements normally fall in the range 95-98% Marshall (50 or 75 blows on the asphalt sample). Sometimes, require- ments also include a given range of air void content. Asphalt contracts often include penalty clauses which stipulate fnes to be deduc- ted from payment if the contractor fails to meet specifed densities. The normal method for feld density control is to remove a core sample with a diamond drill. Density and air void con- tent are determined on the sample cores in a laboratory. Nuclear density gauges can be used for rapid density testing on site. As mentio- ned earlier, they are very practical when establishing suitable rolling procedures at the start of a job. Modifed gauges have now been developed to give more accura- te density readings on thin asphalt layers. The fnal approval of the density level is, however, generally based on core drilling. Function specifcations normally involve the entire road design, not only the bitu- menous layers. However, special require- ments can be connected to the function of these layers, for instance: maximum rut depth after a defned period of time, surface evenness requirements, etc. Other quality controls of asphalt sur- facings include checking the surface evenness, texture depth and skid resist- ance. ASPHALT PAVING AND COMPACTION Specication and eld control methods for asphalt In general, an end result or a method specication is used for asphalt compaction. A combination of the two is also used. Drilling out core samples for laboratory analysis of compacted asphalt. 53 Measuring asphalt density with a nuclear density gauge. Measuring the evenness of the compacted asphalt surface. It is difcult to evaluate the performance of compaction and paving equipment wit- hout eld tests. These should preferably be carried out on different materials and under different conditions. This section denes and discusses the parameters and data which may be employed to evaluate and compare equipment from a speci- cation sheet. The Committee for European Construction Equipment (CECE) and the Construction Industry Manufacturing Association (CIMA) in the USA have established guidelines regarding which technical data and parameters are suitable for specifying compaction and paving equipment. As a result, equipment specication has become more structured, although there may still be differences in manufacturers product specications. What to look for in compaction & paving equipment 54 What to look for in a vibratory roller Vibratory rollers evolved from the original static rollers, which generated compaction by static weight only. The comparison of two vibratory rollers is a difcult task; in fact, it is im- possible to perform from a specication sheet only. However, different parameters have an impact on a rollers effect. So it is important to have a thorough understanding of the parameters involved. Compaction performance Vital data Static linear load [kg/cm] [kN/m] Amplitude (xed or variable) [mm] Frequency [Hz] [vpm] Ratio, static/vibrating mass Drum diameter [mm] Compaction performance is the differ- entiating factor in rollers. In this respect, compaction effort plays a major role: the higher the compaction effort, the greater depth effect and the fewer the number of passes required. Compaction effort is in- fuenced by: static linear load amplitude frequency the ratio between static/vibrating mass drum diameter Other factors include rolling speed and the number of vibrating drums. Centrifu- gal force is not a decisive factor in com- paction performance. Static linear load For a smooth-drum vibratory roller, the static linear load is the drum module weight divided by the rolling width of the drum expressed in kg/cm or kN/m. The static load is the weight of the drum assembly plus the parts of the frame carried by the drum (drum module weight). The CECE includes the weight of the operator and half-full fuel and water tanks in the sta- tic operating weight. A signifcant increase in the static linear load increases the compaction effort and reduces the number of passes required. The total weight of a self-propelled single- drum vibratory roller does not give a direct indication of the compaction effect. Com- parisons based on total weight can there- fore be misleading. A true picture emerges only by comparing the static linear loads of the vibrating drum modules.
Frequency and amplitude Frequency is the number of drum impacts per time unit measured in Hz (vibrations per se- cond) or vpm (vibrations per minute). Amplitude is the maximum movement of the drum from the axis; it is usually expres- sed in mm. This means that the total drum movement corresponds to twice the nominal amplitude. The infuence of frequency and amp- litude on compaction effort has been the subject of discussion for many years. Labo- ratory and feld tests indicate that frequen- cies between 25 and 50 Hz (1500 and 3000 vpm) have maximum compaction effect on soil. A change in frequency within this range will not signifcantly affect the com- paction effort. However, a change in amplitude has a pronounced impact on compaction and depth effect. High amplitudes are especi- ally important on materials which require a high compaction effort, such as rock fll and dry clay soils. Vibratory rollers de- signed to compact large volumes of soil and rock fll in thick layers should have an amplitude of at least 1,6 mm. The static load is the weight of the drum as- sembly plus the parts of the frame carried by the drum (drum module weight). Frequency is the number of drum impacts per time unit measured in Hz or vibrations per minute. Amp- litude is the maximum movement of the drum from the axis and is usually expressed in mm. 55 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 56 The normal relationship between compaction effect, frequency and amplitude on soil. Amplitude has a signicant effect whereas frequency may vary within a given optimum range. On asphalt, frequencies between 50 and 70 Hz (3000 and 4200 vpm) have been found to produce the best results. Suitable amplitudes for asphalt should not exceed one millimetre. High frequencies result in small impact spacing (the distance between each drum impact), helping to prevent sur- face rippling. Impact spacing is a function of frequency and speed: low frequency at high speed gives wide impact spacing; high frequency at low speeds gives close impact spacing. Amplitude settings It is often a great advantage to be able to alter the vibratory force of the roller. The best way of doing this is by altering the amplitude. With adjustable amplitude set- tings, the compaction effort can be adjusted to suit different types of material and layer thickness. Some rollers have the ability to change the amplitude automatically during the compaction process and adapt it to the requirements of the underlying surface. Adjustable amplitude is essential in asp- halt compaction. When working on a ten- der mix or with thin lifts, best results are achieved from a low amplitude setting. This also reduces the risk of crushing weak ag- gregate. Conversely, hard mixes and thick layers require relatively high amplitudes. Adjustable amplitude settings result in a variable compaction effort. On soils, the operator can change the amplitude to suit different layer thickness. On asphalt, ad- justable amplitude can be used to adapt the roller to the different compaction needs of harsh and tender mixes and changes in layer thickness. When compacting thick layers to a high density, it is best to start at a high amp- litude. As the material increases in den- sity the drum often starts to bounce. This does not increase the density even if the number of passes are increased and, even worse, the material may be crushed and the machine may be damaged. The boun- cing can be prevented, and the density will increase by reverting to low amplitude. Automatic vibration control Modern asphalt rollers should be equipped with an automatic vibration control which cuts out vibrations at speeds below a cer- tain limit. This prevents vibrations acting on the surface when the roller is stationary or when it slows down to change direction of travel. Static/vibrating mass The ratio between static and vibrating mass must be balanced so that the frame is heavy enough to reduce the risk of boun- cing. However, a frame that is too heavy will attenuate the vibrations and reduce the compaction effect. A rough value is that the drum weight should be 75 - 100% to the weight of the frame. Rolling speed Rolling speed has a defnite infuence on compaction effect. To a certain extent, high rolling speeds can be compensated for by an increase in the number of passes. Howe- ver, optimum speeds for soil compaction lie in the 3-6 km/h range. The compaction of thick layers of soil and rock fll to high degrees of compaction requires speeds in the lower part of the range. Optimum speeds are somewhat higher for asphalt than for soil. Constant speed is important in obtaining a uniform degree of compac- tion, a speedometer on the roller is helpful this respect. Speed control is especially im- portant in asphalt compaction. Number of vibrating drums Two vibrating drums reduce the number of passes required, thereby increasing the rol- ler capacity. With only one vibrating drum, the roller will require about 80% more pas- ses than with a vibrating tandem roller of the same size. However, variations do exist depending on the types of material to be compacted. A vibratory tandem roller can have one or two vibrating drums. In general, double vibrating drums increase capacity by about 80% on soil and 50% on asphalt, as the roller does not have to make so many passes. Degree of compaction Low amplitude High amplitude Depth WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 57 Centrifugal force and total applied force It is incorrect to assume that a higher cen- trifugal force results in a higher compac- tion effort. The quadratic increase in cen- trifugal force with frequency contradicts the diagram showing the limited effect of frequency changes on the compaction effect. Total applied force (TAF) used to be regarded as a good yardstick for the measurement of compaction effort in the early days of vibratory compaction. It is the sum of the static weight and centrifu- gal force and, as with centrifugal force, it is easy to draw the wrong conclusions. Drum design Vital data: Drum width [mm] Drum diameter [mm] Drum shell thickness [mm] Drum width In soil compaction, the drum width gene- rally determines surface area capacity. A wider drum results in a greater surface co- verage per pass. However, the same does not apply to asphalt compaction, where the width of the asphalt paver also has to be taken into account. In asphalt sur- facing work, the drum width of the roller needs to be correlated to the paving width. There is an optimum drum width to cover the asphalt paver width using a minimum number of parallel rolling lanes. Drum diameter A large diameter reduces rolling resistance. This can be especially important in pre- venting shoving of asphalt mats and in minimising hair cracks when rolling ten- der, unstable asphalt mixes. A large drum diameter is always preferable. Drum shell thickness The drum of a roller is subject to wear. The compaction of fne-grained material causes less wear than the compaction of coarse rock fll. Very abrasive rock types may cause exceptional wear. The drum shell thickness and quality of the steel therefore determine the life- time as well as the ability of the drum to withstand deformation. Many manufactu- rers fail to mention drum shell thickness in their literature. Drum shell fnish is also decisive. For soil compaction, modern techniques for bending drum shells result in suffciently round and even drums. For asphalt rollers, the demands are higher. Therefore, their drums are normally machined. The result is a drum that will produce smooth and even asphalt surfaces. Split drums A split drum design allows the two drum halves to operate at different speeds. This reduces scuffng of the asphalt mat when operating on sharp curves. If a roller does not have split drums, the operator should follow the standard accepted rolling procedures on curves to ensure the job is done properly . Be ca- reful not to use split-drum rollers on soil applications. Rolling on stiff soils creates a forging effect on the drum shell. This will eventually widen the drum and bridge the gap between the two drum halves, de- stroying the intended purpose and bene- fts of a split drum. Sharp turns along the curve may result in tearing the surface when compacting asphalt. This can be avoided by rolling in two or more directions.
A roller with a drum width of 1450 mm covers the common paving width of 3,5 to 3,9 m in three parallel lanes. A roller with a drum width of 1600 mm still needs three parallel passes but the overlaps are unnecessarily large. There is no advantage in having an extra wide drum. In this particular example a 1600 mm wide drum would be oversized for the application. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 58 Weight distribution between the tractor and drum module Without drum drive, a ffty-ffty split bet- ween the weight of front and rear mo- dules indicates satisfactory traction. The heavier the tractor module is in relation to the drum module, the better the traction. Traction can be improved by ballasting the tyres or by opting for a model with drum drive (a standard feature on a number of soil compactors with heavy drums). The size and tread of the tyres The section width, section depth and rim diameter of the tyres on rollers with pneumatic drive wheels are all decisive to the grip the tyres exert on the underlying surface. Drive transmission The power and torque of the hydraulic motor, choice of gear ratio and axle cha- racteristics (planetary drive, anti-slip dif- ferential) are correlated to the ability of a roller to cope with inclines. Asphalt rollers with double drum drive have better traction than tandem rollers with only single drum drive. Another ad- vantage is that driven drums have less ten- dency to shove asphalt mats. Manoeuvrability Vital data Turning radius inner [mm] Turning radius outer [mm] Wheel base [mm] Lateral minimum overhang [mm] Curb clearance [mm] Speed range [km/h] With a small turning radius, the machine is relatively easy to handle in confned spaces. Minimal overhang improves the capability of the roller in tight quarter work. High ground clearance allows the machine to steer clear of obstacles. A 0-10 km/h speed range is adequate to cover all normal applications. High transport speed can be an advantage when the roller has to move from one site to another. Low reverse speed is of no importance for transport but can af- fect compaction capacity as passes are normally made in forward and reverse. Good all-round visibility is essential to manoeuvrability as rollers work in both for- ward and reverse modes. It is vital that the driver has a clear view of the drum edges, even with the drum at maximum offset. Some tandem rollers have the possibi- lity to offset one drum up to 500 mm to facilitate rolling alongside kerbstones and around curves. This gives an option to shift the centre of gravity in order to be able to work on weak shoulders. It also increases the surface capacity when per- forming fnish rolling. Traction Vital data Soil rollers Operating weight [kg] Tractor module weight [kg] Drum module weight [kg] Tyre size Gradeability [%] Asphalt rollers Operating weight [kg] Front drum module weight [kg] Rear drum module weight [kg] Gradeability [%] Many factors infuence traction, the fol- lowing are especially applicable to soil compactors. Drum drive Drum drive improves traction because it per- mits the entire weight of the roller to be used to develop the tractive effort. It is particularly suitable on thick layers and diffcult materials, for example: uniformlygraded dry sand (dry compaction). It may also help gradeability, i.e. the ability of the roller to work on inclines. Adding a fow-divider for the wheel and drum-drive hydraulics will also help im- prove traction. Drum diameter and static linear load A large drum diameter and low static li- near load result in a low angle of approach to the material being compacted the lar- ger the drum diameter and the lower the static linear load, the lower the angle of approach. Consequently, there is less re- sistance to rolling. The ability of a roller to run up a slope is termed gradeability. Figures for gradeability of different machines should be related to comparable procedures and conditions. W9 The angle of approach inuences the resistance to rolling. If the drum is small and heavy it will exert a horizontal force which in turn produces a higher rolling resistance which may increase the need for engine power. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 59 Sprinkler system An asphalt roller must have a satisfactory water sprinkler system to prevent pick-up on the drums. Modern asphalt rollers have a pump-driven system as opposed to gravity fed systems, which are especially prone to malfunction when the roller is working on inclines. Sprinkler timers are very useful for optimising the amount of water to be spray- ed onto the drums. Plastic tanks, pipes and hosing prevent corrosion of the system. It is very important to have a good fltering system as it is of- ten diffcult to fnd clean sprinkler water on some sites. The system should consist of at least two (and preferably three) flters, tank inlet, in-line flter at the pump and at each nozzle. It is desirable to have a back-up sys- tem which can spray both drums with water from any of the two water tanks. The tanks should be large enough for a normal eight hour working day. Engine Vital data Rated effect [kW] [hp] at ......[rpm] Fuel tank capacity [litres] Naturally, the engine has to have a large enough output to allow the roller to function properly. In addition, it must have adequate reserve power to counter any drop in power as the engine wears over the years, as well as a reserve for working at high altitudes. The sprinkler system is vital on an asphalt roller. Coverage of the total drum width is necessary to avoid asphalt sticking to the drum. A small turning radius is the rst step to good manoeuvrability in a roller. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 60 The noise level should be low to give the operator and those close to the machine a better environment in which to work. Low emission engines reduce environ- mental impact and low fuel consumption also helps reduce the polluting effect. Fuel tank capacity should permit work for at least one working shift. Transportation Vital data Shipping weight [kg] Overall width [mm] Overall length [mm] Overall height [mm] Overall length, width and height plus ship- ping weight have a direct bearing on trans- portation. Local haulage restrictions have to be taken into consideration, too. Other important factors The following information is rarely men- tioned in specifcation pamphlets and will require a detailed discussion with the manufacturers representative. Operator comfort The more comfortable an operator is, the better he performs. The operator station must promote comfort. The platform should be well insulated against vibrations and shocks to prevent excess fatigue. The ambient noise levels should not disturb the well-being or concentration of the opera- tor. Good all-round visibility is essential to be able to perform the job safely. In addition, all controls should be po- sitioned within easy reach of the seat in all seating positions. The operator panel should be logically sorted and easy to see and read. A movable swivel seat, integra- ted with the most vital controls improves driver comfort as it allows him to place the seat where it gives the best overview of the area to be rolled. Safety Safety is vital not only for the operator but for those working close to the roller too. The brake system must be active on both drums in tandem rollers and on both drum and drive-wheels on a single drum roller. This should also be backed up by an emergency system, either hand-applied or automatically applied as the hydraulic pressure drops. A fail-safe parking brake is also essential. Most accidents happen when the oper- ator is getting on or off the roller. This means attention should be paid to non-slip platforms, safety rails around the operator area and the provision of secure footholds up to the platform. Roll-Over Protection Systems (ROPS) or safety cabs must be on the list of optional equipment to enhance operator safety. A well-sorted, comfortable operator station simplies the operators job and thus contributes to better roller performance. ROPS that include a safety belt provide protection for the operator in the event of a roll-over. Combined with a Falling Object Protection System (FOPS), it also shields the operator from falling debris when opera- ting in a trench. Reverse alarms help increase safety when backing. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 61 Availability Stoppages in large earth-moving or as- phalt surfacing operations are extremely costly. Machine availability is therefore crucial. A roller that operates with very few stoppages due to breakdowns should prove to be an economical investment. The acquisition price is in no way decisive to the overall economy of the machine, a fact that should never be overlooked when buying a roller. Maintenance High machine availability is a decisive factor in determining the proftability of a roller. It not only depends on quality engineering. It also depends on good ser- viceability, which is a function of easy ac- cessibility to all vital components and an effcient spare parts supply. All of which help ensure that a machine stays up and running as often as possible. Service and maintenance instructions, operators instructions and workshop ma- nuals should be available in major langu- ages. Easy daily maintenance is essential on any machine. Ready access to lubrication points, flters, etc. will make life easier for an operator and help ensure that the job gets done. It is an advantage if the roller has central lubrication points. As a rule, easy access means easy maintenance which, in turn, means less downtime. Adaptability It is a signifcant beneft if the roller can operate over a wide range of feld condi- tions, for example: on different types of soil, terrain and at high altitudes. A rollers ability to do so will be of great value to the user. The adaptability of the equipment may also be a decisive factor. For example, vi- bratory tandem rollers are attractive becau- se they are suitable for both asphalt, base and sub-base compaction. Self-propelled vibratory rollers which can be switched from smooth to padfoot drums are also at a premium. With an inter-changeable drum, all the compaction work can be done by one unit. This cuts acquisition costs and will also help keep down maintenance and spare parts expenditure. Vibratory tandem rollers are equally suitable on granular sub-base and base work, as well as asphalt surfacing. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 62 What to look for in a static smooth drum roller Static smooth drum rollers were the rst type of mechanical equipment used for soil and asphalt compaction. Today, they are often used together with pneumatic tyred and/or vibratory rollers. There are two main types of static smooth drum rollers, the three-wheel version and the two-wheel tandem version. The conventional three-wheel model has two large driven rear drums and a smaller front drum that steers the roller. Modern three-wheel rollers have three large driven drums of equal diameter as well as articulated steering. This section denes the data used to compare static smooth drum rollers. It also serves as a basic guide to what to look for when selecting a roller of this type. two parallel passes. The three large driv- en drums ensure a smooth and effcient rolling action. The drum diameter of conventional static tandem rollers varies between 1,2 and 1,5 m while drum widths range from 1,1 to 1,4 m. Their static linear loads are somewhat lower than those of static three-wheel rol- lers of the same total weight. Compaction performance Vital data Static linear load [kg/cm] [kN/m] Drum diameter [mm] The compaction effort of a static smooth drum roller is primarily a function of sta- tic linear load (i.e. the weight of the drum module divided by drum width). The compaction effect also depends on the drum diameter and is further discussed later in this section. Static linear load. On conventional 10-15 ton static three- wheel rollers, the static linear load of the rear drums varies between 50 and 80 kg/ cm. For asphalt compaction, the static li- near load should exceed 50 kg/cm. The static linear load of the front drum is some 30% lower than that of the rear drums. Therefore, the rear drums must pass over the entire surface to achieve uniform com- paction. With modern types of static three-wheel rollers (with equally large diameter drums and articulated steering), the three drums have the same static linear load when the roller is correctly ballasted. This enables the roller to achieve uniform compaction across the entire roller width and therefore follow simpler rolling patterns. With a rol- ling width of 2,1 m, the roller can cover a width up to 4 m (allowing for overlap) in Articulated static roller with equal static linear load on all drums. This assures uniform compaction over the entire rolling width. Rigid frame three-wheel static roller. Rigid frame tandem roller. Drums of equal diameter provide uniform compaction effort across the entire machine width, which conventional three-wheel rollers do not. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 63 Ballast A 10-12 ton static roller normally requires two to three tons of ballast. Water is the most convenient and, consequently, the most common type of ballast. The main ballast is normally placed in the drums and improves the centre of gravity. Drum overlap There should be an overlap of at least 50 mm. Drums should overlap when turning. Drum diameter The larger the diameter of the drum, the lower the rolling resistance and angle of approach to the material being compac- ted. In general, when the static linear load exceeds 50 kg/cm, it is desirable if the drum diameter is 1500 mm or more. Drum arc and pressure The drum arc is the area in contact with the drum at a given penetration depth. This factor must be taken into account when determining the compaction effect and a rollers suitability on, for example, a tender (unstable) mix. These mixes are prone to excessive movement and cracks during rolling. A small contact area gives a large contact pressure. However, if a roller with a small drum diameter causes a bow wave and sur- face cracks, a roller with larger drums will give better rolling performance and com- paction effect. In general, the greater the drum diameter and contact area, the more suitable the roller is on unstable mixes. Articulated centre-pivot steering ensures proper drum overlap and equal force over the entire rolling width, even when turning or changing lanes. A conventional type of static roller is liable to rut the asphalt surface. Drive on all wheels provides better gradeability and eliminates shoving of the material, a problem associated with conventional three wheel rollers. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 64 The curves in the chart below show that contact pressure is lower at deeper penetration and increases as the drum rides out of the ma- terial while compaction increases. Larger diameter drums have a lower con- tact pressure than small diameter drums at the same penetration. Howe- ver, despite this, they may achieve better compaction effect than a smaller diame- ter drum (see previous ex- planation in this section). Speed As a rule, static smooth drum rollers achieve best compaction within the speed range 3 to 6 km/h. A two-speed gearbox or dou- ble capacity hydraulic motor will provide extra speed when moving around the site. Drum design The edge of the drums should be chamfered to reduce the risk of drum marks on the asphalt mat. The drums must be equipped with scrapers to allow the roller to work on a wide range of materials, too. Some manufacturers of static three-wheel rollers with articulated steering offer such options as fexible front drums and split rear drums. Flexible front drums allow the drums to incline or fex 1- 2 degrees from the upright position, which can be advantageous when compacting the road crown. Split drums are used to eliminate pushing the material when turning on sharp bends. However, the operator can modify his rolling pattern to eliminate the need for such an option. Sprinkler system The roller must have an effective sprinkler system to avoid pick up when compacting asphalt. Modern asphalt rollers have pump- driven sprinklers. An effcient system of flters (flling, pump and nozzle) will prevent stoppages due to clogged nozzles. Drive system Hydrostatic drive gives the operator full and easy control over speed, stopping and change of direction. With hydrostatic drive on all drums, the roller has good traction. It makes the roller more versatile and allows it to be used on unstable asphalt mixes; it also eliminates tendencies to shoving and lateral displacement. Brake system The brakes must be suffciently powerful to operate safely, even when the roller is fully ballasted. Fail-safe systems backed up by an emergency system are essential to operator and work site safety. General features Operator comfort The design of the machine should allow for maximum operator safety, comfort and visibility. Dual controls or swivel seat allow the operator to select the most comfortable position for best safety, visibility, and consequently productivity. Maintenance It is essential that the roller be supported by a reliable maintenance service. It is best to check that a full back-up service is available where the roller is intended to be used. This will ensure minimum downtime should periodic servicing or repair needs arise. Regular checks of wear parts and substances (i.e. water, oil, etc.) should be conducted. Maintenance must be easy to perform. Ea- sily accessible maintenance points and long service intervals are important. Dual controls allow the operator to select the most comfortable position for good all-round visibility. 0,5 0,45 0,40 0,35 0,30 0,25 0,20 0,15 0,10 0,05 3 6 9 12 15 18 Contact pressuer at 18 kg/cm Penetration depth, mm MPa 1040 mm Dia. 1750 mm Dia. A chamfered drum edge will reduce drum marks on the asphalt mat. 65 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT What to look for in a pneumatic-tyred roller Towed pneumatic-tyred rollers (PTR) have been used for many years. In the early days, rollers of up to 200 tons were not only used for compaction but also for identifying weak spots (proof rolling). These towed versions have almost disappeared with the evolution of vibratory rollers for soil compaction. Therefore, this section only covers self propelled PTRs. It does not cover all there is to know, for example, about tyre technology; rather it discusses fundamental compaction technology when using PTRs and the basic points to consider when selecting such a roller. Compaction performance Vital data Wheel load [kg] Tyre ground contact pressure [MPa] Tyre contact area [mm 2 ] The compaction effect of a PTR is prima- rily determined by two parameters: wheel load and the ground contact pressure of the tyre, which is correlated to the tyre in- fation pressure see the chart on the next page. On thick layers, a large tyre with a large contact area has a better compaction effect than a smaller tyre with the same ground contact pressure. This is especially important in soil compaction. Wheel load The number of wheels directly affects the wheel load. Pneumatic tyred rol- lers in the medium heavy class normally have between seven and nine wheels and a maximum wheel load of 3000 kg which is suffcient for most types of compaction. Authorities often specify the number of wheels and the minimum wheel load. Wheel load can be calculated by using the simple formula:
Ballast Large amounts of ballast are normally needed to reach the required operating weight. There are a number of different ways to ballast a PTR, for example iron bars, sand and water. Scrap iron is used as a permanent ballast. Scrap iron is used as a permanent ballast. However, it is time-consuming to load and remove. In some cases iron bars are ftted under the roller, but this adds to the ex- pense. Modern PTRs have modular ballast systems, where weight can be conveniently added. This simplifes ballasting procedu- res and makes it easier to keep track of the actual ballast weight. Normally 5 to 8 m 3 of sand is required but, as with iron bars, loading and unloading can be time-consuming. On the other hand, sand is easier to dispose of when the machine is to be transported without ballast. Sand also tends to dry out, so it has to be checked from time to time to ensure it is still wet.
1. Standard diagonal type tyre Particles are likely to move laterally. Pressure range 0,3 - 0,9 MPa 2. Radial tyre More evenly distributed with variable pressure. 3. Wide-base tyre Wide-base tyres cause less lateral movement of the particles than standard tyres. Pressure 0,4 MPa Mass of machine + ballast = Wheel load
Number of wheels General ground contact pressure pattern 1 2 3 66 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT Although easy to handle, the drawback of water is its low volumetric weight. In addition, the ballast tanks must be water- tight. In some cases a PTR equipped with a pump and nozzles may be used for water spreading. The pump, which is driven by the engine, flls and discharges the water. Tyres This section deals with some of the geo- metry of a tyre and a tyres compaction characteristics. There are three main types of tyre: diagonal tyres, radial tyres and low-profle, full fotation tyres (which also include wide- base tyres). All major manufacturers of industrial tyres produce diagonal and radial types, whereas only a couple offer wide- base versions. Diagonal and radial tyres are more versatile and can be used at different pressures from 0,3 - 0,9
MPa depending on the ply. They are suitable for both soil and asphalt compaction. However, a radial tyre has a more even pressure pattern than a diagonal tyre. This reduces the risk of tyre marks in the asphalt surface. Wide-base tyres are used at a fxed pressure of 0,4 MPa. They are suitable for surface sealing and fnish rolling on asphalt. They are also used on stabilised soil but are less suitable on soil as they do not have the same depth effect as diagonal and radial tyres. The contact pattern and pressure distribution for these types of tyres are shown above. As the pressure of a diagonal or radial tyre can be varied, there will be changes in the contact pattern. Ground contact area and ground contact pressure During compaction, the contact area of the tyre changes constantly as the mate- rial is compacted and, as a result, penetra- tion decreases with each pass. Values for ground contact area are thus only compa- rable when measured on a fat hard sur- face, such as a steel plate. At present, no gauges are available to indicate ground contact pressure, so it is left to the operator to judge the pressure. If he sees that the tyres sink into the material, he can use the tyre pressure control system (more commonly known as Air on the run or Air on the go) to reduce the tyre pressure. An increase in pressure will also increase the pressure against the ground. The advantage of a central air pressure control system is that it allows the operator to maintain a selected constant pressure on all tyres during all phases of rolling. In practice, it is impossible for the operator to continually adapt the tyre pressure to the prevailing surface stability of the mix. The above chart indicates the tyre contact area and ground contact pressure for dif- ferent wheel loads and tyre infation pres- sures. Overlap The front and rear tyres should overlap by at least 30-50 mm at normal pressure. In order to achieve uniform compaction ef- fect, and to avoid tyre marks on asphalt, the overlap between pressure contact are- as is more important. This overlap can be checked by running the roller on sand and checking the penetration of the front and rear tyres. The main parts of a tyre Bead wire Carcass Ply (number of layers) Tread Tyre inflation 240 kPa 350 kPa 480 kPa 620 kPa 720 kPa 830 kPa pressure
2480 lbs 29.0 34.8 39.2 43.5 47.1 49.3 WHEEL 3032 lbs 31.2 37.7 43.8 47.6 51.1 54.7 LOAD 4024 lbs 35.1 41.2 48.9 54.8 58.3 62.4 4961 lbs 36.7 44.7 52.2 59.5 63.8 68.9 6064 lbs 38.4 47.4 57.0 63.8 69.6 74.7 6615 lbs 39.2 47.9 58.9 66.3 71.1 77.6 Ground contact pressure chart 67 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT Tyre overlap General features Asphalt pick-up During the initial rolling, all PTRs will pick up asphalt unless special measures are taken. Diesel fuel prevents pick-up while the tyres are warming up. It will not damage the asphalt if used moderately. Ho- wever, the use of diesel fuel for these purposes is forbidden from an environmental point of view. It also dilutes the bituminous content of the asphalt. The surface may then quickly be damaged once the road is open to traffc. Special anti-sticking agents are, however, common and easily accessible. A common method to prevent pick-up is to preheat the tyres by running the roller on a surface that has already been compacted by steel wheel rollers and is still hot. Little or no pick-up will occur once the difference in temperature between the asphalt mat and the tyre is no more than 20 to 50 C. Water from the sprinkler system is then suffcient to prevent any pick-up. However, the amount of water must be reduced to an absolute minimum since it cools the tyres. Mats and scrapers also help minimise pick-up during the initial tyre warm-up period. Skirts around the rubber tyres is one way to keep the tyres hot. Tyre skirts are especially useful in windy conditions. Oscillating or pivoting wheels PTRs should have oscillating or pivoting wheels on at least one axle. Oscillating wheels give better results on soil compaction, but pivoting wheels are suffcient for asphalt. Normally the front or rear axle oscillates or pivots. Drive system A mechanical transmission is laborious to operate while modern transmission systems, such as power shift, hydrostatic drive and torque converter allow for quick stopping and starting and easy operation. A differential action on the rear wheels will prevent shoving of the material when turning. The front wheels, which are non-driving, have an automatic differential action. Brakes The net weight of the PTR is approximately one third of the maxi- mum ballasted weight. As the roller travels at relatively high speeds between job sites and when refuelling, the brakes must give ample stopping capacity, even when the PTR is fully ballasted. Pressure contact area overlap. The previously compacted areas support the soil being compacted and help achieve a better and more homogeneous compaction. 68 What to look for in light compaction equipment The following section addresses the main features of different types of vibratory plate compactors, vibratory tampers, double-drum walk behind rollers and trench compactors. In common with rollers, the Committee for European Construction Equipment (CECE) has established guidelines for technical terms and data that should be applied to vibratory plates and tampers. Availability and reliability are the main criteria used to judge the worthiness of light compaction equipment. But there are also a number of other features that should be considered before purchase, some of which include: safety, operator comfort, maintenance and versatility. Vibratory plate compactors Compaction performance Vital data Contact pressure [depending on static weight and size of the bottom plate, length and width] Amplitude [mm] Frequency [Hz] [vpm] Ratio static/vibrating mass The vibrations of a vibratory plate compactor are generated by one or two eccentric weights on a bottom plate. The vibrations also propel the machines forward or backward, allowing them to achieve speeds of 20-30 m/min. Forward moving vibratory plate compactors have one rotating eccentric weight at the front of the plate, whereas two or more eccentrics are employed for WHAT TO LOOK FOR IN COMPACTION EQUIPMENT forward and backward moving plates. Two eccentrics also allow stepless speed regulation. The engine and the handle are moun- ted on a separate plate that is insulated from the vibrating plate by rubber shock absorbers or steel coils. The compaction effort of a vibratory plate increases in relation to its weight. The importance of contact pressure (the equivalent of static linear load for plate compactors) and amplitude (particularly on depth effect) has earlier been pointed out in the section on vibratory rollers. Suitable frequencies range from 40 to 100 Hz (2400 to 6000 vpm); their corresponding amplitudes range from one to three millimeters. Light plate compactors normally operate at high frequencies and comparatively low amplitudes. They are primarily suitable for compacting sand and gravel in thin layers. When equipped with sprinkler systems, they are also suitable for asphalt surfaces. Heavy vibratory plate compactors (>400 kg) are also effective on semi- cohesive soils owing to their weight and larger amplitudes. As mentioned in the roller section, centrifugal force is not an essential parameter when assessing compaction performance. With two eccentric weights, the speed and depth effect of the plate can be adjusted from vibrating on the spot to maximum speed forward or reverse. This makes the plate highly versatile. 69 Plate design Bottom plate (asphalt) Plates for asphalt work must be smooth with rounded corners to avoid marking the asphalt mat. The plate must also protrude beyond the edge of the machine to allow it to do detail work, for example, close up to walls. For effcient watering, the front end should be wider than the back end. Bottom plate (soil) Marking the surface is less critical with plates working on soil; the main criteria are wear resistance and durability. High quality welded steel or high quality cast iron are suitable materials for bottom plates for soil. There are no weaknesses in the plate as there may be with standard quality cast iron or steel. Large plate compactors should be designed so that extension plates to increase the working width can be ftted. Plate mounting Rubber mountings effectively reduce vibrations and, in general, are easier to maintain than spring coils. However, spring coil mountings have proven effective on, for example, concrete block paving as they offer greater resistance to over-compaction. Vibration drive system The traditional belt drive system, which consists of a V-belt between the engine and the plate, is reliable and easy to service and maintain. The belt tensioner enables tension to be readily adjusted during the lifetime of the plate. Hydrostatic drive systems are more often used on vibratory plate compactors because they offer the possibility of using bio-degradable hydraulic oil. This reduces the harmful effects on the environment. Vibratory plate compactors are ideal for small jobs and as a back-up to larger compaction equipment. They are primarily suitable for coarse-grained materials with a limited amount of nes. Heavy plates can also be used on semi- cohesive materials. Light plates equipped with sprinkler systems are used on asphalt surfacings. Manoeuvrability Forward and reverse mechanisms incre- ase manoeuvrability, especially for large types of plates. Stepless speed adjust- ment increases manoeuvrability, which is important when compacting close to an abutment or similar structure. A forward plate will prove diffcult to manoeuvre if it weighs too much. Remote control Remote-controlled vibratory plates can en- hance operator comfort by entirely isolating him from vibrations. Remote control also promotes safety as an operator can compact a deep trench or other potentially hazardous or inaccessible areas without having to work in the trench. Traction Traction and gradeability need to be considered, especially if a plate is working on loose material or in trenches. They are primarily a function of the direction of amplitude and frequency as well as the design of the bottom plate. Transportation Vital data Net weight [kg] Size: length, width and height [mm] Transport wheels and lifting eyelets facilitate loading and unloading. Low weight also makes transportation easier, especially on a one-man operation. Sprinkler system On asphalt work, a sprinkler system must supply water to the entire width of the plate to stop any pick-up. Plastic tanks are an advantage because they do not corrode and because they are lighter. Corrosion- free nozzles also help reduce maintenance. A large volume water tank reduces the inconvenience of having to stop to refll too often; a large fller cap facilitates topping up and the cleaning of the tank. Engine Vital data Rated effect [kW] [hp] at ...... [rpm] Fuel tank capacity [litres] The rated power should cover all types of work, even at high altitudes. It is advisable to choose a plate with a well-known engine to secure easy access to spare parts. Other vital issues are emissions and noise. A quiet engine will give the operator a better working environment; low-emission engines have become more or less compulsory. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 70 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT An electric starter promotes easier operations of larger plates. If the machine is manually started, a safety crank handle stops kick-backs from the crank and reduces the risk of injury. Vibratory tampers generate a high impact force to deliver a high compaction effort to the surface of a ll. They are therefore suitable for granular, semi-cohesive and cohesive soils. Vibratory tampers Compaction performance Vital data Static weight [kg] Size of tamping shoe [mm] Frequency [Hz] [vpm] Amplitude [mm] Vibratory tampers normally work at frequencies of approximately 10 Hz while stroke height can reach 70-80 mm. The stroke height generates a large impact force and dynamic pressure in the material being compacted. Tampers are therefore capable of compacting semi-cohesive and cohesive soils to a high density in spite of their relatively low weight. Tamper design Tamping shoe A high density polyurethane plate with a sheet steel cover gives best compaction effort. Its inherent elasticity gives good travel and reduces noise and vibration when working on hard surfaces. Bellows The bellows should not be situated too close to the ground as it might get ripped by protruding rocks, for example. Traction Traction is function of the angle of inclination of the tamper and stroke height. In effect, a tamper should be self propelling and the operator should be able to guide it with minimum effort. Engine Vital data Rated effect [kW] [hp] at ...... [rpm] Speed [m/min] Fuel tank capacity [litres] There are special engines for tampers. Spares will always be readily available by selecting a tamper with a well-known engine. Modern engine technology enables the use of four-stroke engines using systems that prevent engine oil from spilling out during transport. The advantages of a four-stroke engine are better reliability, automatic mix ratio measurement, more environment-friendly engines, lower noise and a steady drive. Regardless to whether the tamper has a two- or four-stroke engine, it is important that it has a low noise level and that the engine is designed to keep emissions at the lowest possible level. The handle should act as protection for vital engine components if the tamper should fall over. It should be de-vibrated to enhance user comfort. Double-drum walk behind rollers Double-drum walk behind rollers (Duplex rollers) are ideal for compacting sand, gravel and asphalt in repair and maintenance work on streets, roads and parking lots. They are also well suited for small projects and work close to obstacles. Compaction performance Vital data Static linear load [kg/cm] [N/mm] Frequency [Hz] [vpm] Amplitude [mm] Ratio static/vibrating mass As duplex rollers are used on a number of different surfaces, frequency and amplitude should be selected to suit a wide range of applications. Frequencies around 65 Hz and amplitudes around 0,5 mm have the best overall effect. The infuence of different parameters on compaction performance is discussed in the section What to look for in a vibratory roller.
A vibration element located in the frame, as opposed to one in each drum, generates sufcient vibration energy for both drums and gives adequate compaction effect on soil and asphalt. 71 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT Frame and drum design Drum design should be as basic as pos- sible. A vibration element located in the frame, as opposed to one in each drum, generates suffcient vibration energy for both drums and gives suffcient compac- tion effect on soil and asphalt. A simpler design also makes the machine easier to service. The frame needs to be robust and made of high-grade steel to stand up to the often harsh environment that these machines work in and to reduce the risk of the frame becoming twisted. If the roller is to be used on coarse- grained materials, drums of high-grade, wear-resistant steel will be required. Traction In common with larger rollers, there are many factors that infuence traction. In general, hydrostatic drive is reliable as long as the hydraulic system has suffcient capacity. It allows the operator to effortlessly and steplessly adjust the speed and direction of the roller. Manoeuvrability Stepless speed control is essential for good manoeuvrability, especially when approaching or working close to obstacles. Small overhang, smooth sides and high curb clearance also affect the machines suitability for close quarter work. Sprinkler system Plastic water tanks and sprinkler tubes are preferable as they do not corrode. Large water tanks allow the machine to work in long shifts. Large fller caps simplify the task of topping up. Engine Vital data Rated effect [kW] [hp] at ...... [rpm] Fuel tank capacity [litres] The engine must have enough reserve for tough conditions and high altitude work. Start-up is easier if the engine is disengaged from the hydraulic system. To minimise the effect on the surrounding environment, a low-emission engine is important. Since the whole job site is affected by a noisy machine, a quiet engine is preferable. Vibratory trench compactor Vital data Static linear load [kg/cm] [N/mm] Amplitude [mm] Frequency [Hz] [vpm] Ratio static/vibrating mass Vibratory trench compactors are used in a number of different applications, such as: confned areas, backflls and trenches on both course and fne grained materials. The infuence of different parameters on compaction performance is discussed in the section What to look for in a vibratory roller. Frame and drum design A rigid frame with the vibrating element located between the drums generates suffcient compaction effort. The hydraulic hoses should be well protected to reduce the risk of damage and maintenance costs. A clean cut design will give the operator good visibility. Padfoot drums are needed to provide suffcient traction and also to increase the compaction effect. High profle pads are used for cohesive materials and low profle pads for coarse grained soil applications. Traction and manoeuvrability The hydraulic motors in each drum should enable the operator to effortlessly manoeuvre the machine using the forward and reverse motion of the drums independently. They also allow for stepless adjustment of speed and direction. The eccentric elements direction of rotation should be able to be controlled in order to provide traction on slopes and diffcult materials. Hill-climbing Maintenance Easy access should be provided to all check points so that routine maintenance can be quickly and simply carried out. Steering Both manual and remote control are available. The remote control facilitates the use of the roller in confned spaces and enhances operator safety for use in trench applications. 90 degree trench 72 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT Operator comfort and convenience Some forward and reversing plates weigh up to 750 kg, so they must be easy to operate if they are to be used to their full potential. A hydraulic servo-control system allows the plate to move smoothly and helps the operator to feel what he is doing. Short levers on the handle are convenient. Stepless speed adjustment helps in close quarter work. It allows the operator to get right up to the edge of foundations, bridge abutments, etc.ensuring a good, uniform compaction effect. Low overall height is important when working with plates, especially in trench work where the plate might have to go under cross-stays in the trench. It also lowers the centre of gravity to make a plate more stable and thus easier to use. Working with hand-held equipment is often tiring. Vibrations are probably the greatest source of discomfort. The equipment must therefore be adequately de-vibrated. In tampers, a well-balanced machine is easier to operate than one that jumps all over the place. In effect, it should be able to be steered with the minimum of effort. Low noise is also important for operator safety and comfort. General features applicable to all light compaction equipment Maintenance All parts requiring daily maintenance must be readily accessible, as should all serviceable parts (such as flters, carburettors, etc.), since maintenance may not be carried out if it is too time-consuming. Permanently greased bearings on small plates reduce the need for maintenance and eliminate the risk of oil leaks. Safety The safety of a piece of light equipment is a function of the way it handles. If it is diffcult to operate, it may be diffcult to control. Stepless control of speed and direction enhances safety. Well-distributed weight is also important, especially in plates and tampers. A top-heavy machine is likely to tip over and may cause injury. On vibratory plates, straps between the engine plate and bottom plate are an advisable safety measure should the normal rubber mountings fail when the plate is lifted from the ground. One parameter that determines the efciency of a roller is its capacity. The main factors to be taken into consideration are: Drum width, [W] [m] Roller speed, [v] [km/h] Layer thickness (after compaction), [H] [m] Number of passes, [n] Efciency is factor c (i.e. the practical capacity divided by theoretical capacity). It depends on required overlap, the effective time of operation, etc. In practice, the value of c can be set at 0,5 - 0,6 for asphalt and 0,75 for soil. The following formula is used to calculate surface capacity (A) during soil and asphalt compaction:
The corresponding volume capacity for soils is: Asphalt compaction is measured in tons per hour and is calculated by the following formula: Here, is the asphalt mix density in tons/m 3 . (Average value for is 2,3 tons/m 3 .) As drum width is a non-variable for a given roller, the capacity can only be affected by the number of passes, roller speed and lift thickness. For plate compactors or tampers, simply use the bottom plate or shoe width instead of drum width. To recalculate the speed from m/s to km/h, use the following formula: A= m 2 /h c x W x v x 1000 n v (km/h)= 60 x v (m/s) 1000 Compaction capacity for compaction equipment QA= c x W x v x H x 1000 x n t/h QS= c x W x v x H x 1000 n m 3 /h 73 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT out on all surfaces and varying weight load conditions. Surface If the asphalt paver is to work on unbound materials, tracks are better than wheels as they provide greater traction. A wheeled asphalt paver is faster and easier to transport than a tracked one and is often preferred for work on hard surfaces. Working width On wide working widths, traction is important owing to the large forces acting on the screed. In general, crawlers provide better traction than wheels. Assuming that the asphalt paver is working under normal conditions, machines with two drive wheels can be used for widths up to about 6-7 m, machines with four-drive wheels for widths up to eight meters (depending on screed weight) and tracked machines for all widths. Above eight meters, only tracked pavers are recommended. The paving width is limited for wheeled asphalt pavers. Pavers with a single drive axle can pave widths of up to 6-7 m, whereas in models with double drive axle widths increase to 8 m. What to look for in asphalt paving equipment Selecting the right asphalt paver is the cornerstone of a successful paving operation. The choice is primarily based on parameters such as working width, surface conditions, required manoeuvrability, type of material to be paved, etc. The overall quality of the asphalt paver and its performance are equally important. The design and effectiveness of the major assemblies and systemsfor example: the screed, the material distribution and drive systemsshould be carefully evaluated. That is because these will ultimately determine the asphalt pavers capabilities and productivity. The following section provides a basic guide to what to look for when choosing paving equipment. Tracked asphalt pavers are used for laying large widths, up to 16 m or more. Paved material The type of material also has an effect on traction. While bituminous materials at high temperatures have a comparatively high fow-ability, cold asphalt mixes and stabilised or unbound gravel bases have a higher internal resistance to movement and will thus require greater traction. Screed type As heavy screeds require more traction than light screeds, the screed type (tele- scopic, fxed, tamper, vibration, etc.) should be selected prior to choosing the tractor unit. Transportation Vital Data Shipping weight [kg] Overall width [mm] Overall length [mm] Overall height [mm] Travelling speed [km/h] Low-bed trailers are needed to move tracked asphalt pavers between job sites, whereas wheeled asphalt pavers can travel under their own power, provided that the site is within reasonable distance and that they have relatively high transportation speeds. Tractor unit Vital Data Tracked Asphalt Pavers Operating weight [kg] Weight tractor [kg] Weight screed [kg] Track dimensions (length x width) [mm] Wheeled Asphalt Pavers Operating weight [kg] Weight tractor [kg] Weight screed [kg] Number of drive wheels Tyre sizes An asphalt paver must be able to cope with the conditions it is likely to encounter on site. Its ability to do so will largely depend on whether the tractor has crawler tracks or pneumatic rubber tyre wheels. The choice between these two rests on a number of factors. Undercarriage Tracked asphalt pavers Asphalt pavers should have separate track drives for good manoeuvrability and electronic synchronising systems to enable the machine to run straight. (The need will depend on track length.) Wheeled asphalt pavers Two front axles on a common centre bearing increase the self-levelling properties of the tractor unit. Good traction relies on a well proportioned weight distribution and ground pressure. Additional front-wheel drive can increase the traction by up to 25%. Anti-Spin Control avoids spinning 74 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT If a trailer transporter is not required costs can be kept down. Wheeled asphalt pavers reach speeds of around 20 km/h, whereas most tracked machines travel at signifcantly lower speeds. This means that wheeled asphalt pavers are faster around the site, and can move quickly from one end of the mat to the other to start laying again. A wheeled paver moves easily from site to site on public roads. Engine Vital data Rated effect [kW] [hp] at ...... [rpm] Fuel tank capacity [litres] Cooling system [water/air] As with any piece of construction machi- nery, the engine should provide power with economy. It should be a recognised brand so spare parts are easy and fast to obtain. High tonnage work requires an engine big enough to withstand the pressures of long hours of paving. Air-cooled engines may require less maintenance of their cooling systems than water-cooled engines. However, water-cooled engines are less noisy owing to their water jacket. Furthermore, they meet environmental requirements for low emission engines better. Material Distribution System Vital data Hopper capacity [tons] Number of conveyors Auger diameter [mm] Flow-through capacity [t/h] Material ow A smooth, uninterrupted material fow through the asphalt paver is a prerequisite to effective paving. The material distribution system must provide a constant supply from the truck to the screed. Three major assemblies need to be considered: hopper, conveyor system and auger system. Hopper The size of the hopper is important. Large hoppers can accept large quantities of mix, helping to prolong the cool-off time of the mix. In addition, a large hopper enables the asphalt paver to continue to work while the feeder trucks are being interchanged. The hopper should be carefully designed to allow an easy fow of material down to the conveyors. Cold corners must be avoided since the cold lumps of asphalt may destroy the asphalt mat if they leave the hopper and enter the conveyor system. The sides must fold upward and inward to help the exchange of material in the hopper. Independently folding sides must permit paving in restricted areas, along walls, etc. Conveyors The purpose of the conveyors (bar feeders) is to transfer the mix from the hopper to the rear of the machine ahead of the screed. An asphalt paver has one or two conveyors depending on its size. Large asphalt pavers working at high lay-down rates require two conveyors. The speed and size of the conveyors as well as the cross section of the channel govern the capacity of an asphalt paver. The fow-through capacity is defned as the maximum quantity of material transferred from the hopper to the rear of the asphalt paver within a given time. A common measurement for this fgure is the lay-down rate expressed in tons per hour. In modern material feed systems, the two conveyors work independently of each other. They also work independently of the auger system. There is therefore a separate drive system for each conveyor. As the conveying speed is monitored and proportionally controlled by an automated system, discharge gates (fow gates) are not necessary. Auger system The auger system (spiral screw con-veyor) distributes the mix evenly and continuously in front of the screed. There are essentially two types of auger system: the conventio- nal type driven by a central gear unit and a more sophisticated type which has separate drive units at the outer ends of the auger. Both systems have advantages. The material supply system consists of three major units: the hopper, conveyors and auger. 75 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT The centrally-driven auger is easier to maintain. In the end-driven auger, there is no obstacle to the free fow of material as the drives are placed at the end. Both systems give good results. The speed of the auger should be able to be proportionally controlled and automatically adjusted by material limit switches or touch-free ultrasonic sensors, which are increasingly used for auger speed control. The capacity of the auger is governed by its diameter, the pitch of the fights and its maximum rpm. The auger system should be easy to raise and lower to allow for optimum material fow for different layer thickness. Correct height is a precondition of constant and stable screed position when it comes to evenness and height level. The lowest point of the auger should be at a distance above the screed plate equal to approximately fve times the maximum particle size. Adjustment should be quick and simple. Ratchets or hydraulic systems are both suitable. Capacity Capacity is ultimately a question of the supply of asphalt to the asphalt paver. A continuous supply of material means that large amounts of material can be laid down. The capacity of an asphalt paver is determined by the paving width, the layer thickness and the average speed of the asphalt paver. Screeds Vital data Screed type - Tamping - Vibrating - Tamping and vibrating - Fixed/Telescopic Screed weight [tons] Heating system The screed is the most important part of the paving machine. It is, in effect, the main tool of the asphalt paver. Major quality aspects in a screed are rigidity and high quality wear parts, for example, tampers (1), bottom plate (2) and deector/strike-off plate (3). Wear parts All components that come into contact with the mix during the laying process are subject to wear and should therefore be made of high grade materials. The bottom plates and the tamper assembly, the conveyor chains and bars as well as the auger fights are fast wearing as they are constantly exposed to the material. The speed with which they wear out depends on the quality of the steel and, of course, the type and amounts of material passing through the asphalt paver. Heating systems There are three principal heating systems for screeds: diesel burners, gas burners and electrical heaters. Gas is cleaner than diesel and requires less sophisticated technology. Gas systems should incorporate a fail-safe device to protect the crew against the risk of explosion. Electrical heating systems require an extra generator, which entails an extra cost. However, electrical heating is clean and nearly as fast as other heating systems. It is also easy to thermostatically control the temperature. The choice of system may ultimately rest on the supply of fuel. Gas is often not readily available, whereas there will invariably be a supply of diesel to run the asphalt paver. The temperature settings are infnitely variable. However, to prevent the risk of overheating, the screed heater should be thermostatically controlled within a limited range. Fixed screeds As their name implies, fxed screeds cannot be hydraulically extended; they require bolt-on extension boxes for widths wider than the basic one. The attaching and aligning of the extensions takes time. However, a fxed screed is normally set up for one working width and kept there. If you work on a wide variety of widths, a telescopic screed is a better choice. The auger should be able to convey the material in different directions to match any conditions the asphalt paver may encounter while working. 1 2 3 76 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT Telescopic screeds Telescopic screeds allow the operator to change the paving width at the fick of a switch during the laying process, thus avoiding time- consuming boxing out. Today, the majority of asphalt pavers are equipped with telescopic screeds. The extended screeds must be rigid enough to ensure correct levels over the entire paving width. Wide-width paving (up to 9,0 m) requires an effective guide and support system for the hydraulically operated extensions. The adjustment to align the telescopic extensions with the main screed should be quick and simple, require no special tools and should be able to be performed while laying. Paving performance Vital data a) Tamping screed Screed weight [kg] Contact area of tamping elements [cm x cm] Amplitude (tamper stroke) [mm] Frequency [Hz] [vpm] b) Vibrating screed Screed weight [kg] Contact area of bottom plate [cm x cm] Amplitude [mm] Frequency [Hz] [vpm] A tamper working at high amplitude combined with a vibrating screed plate. Screeds can be equipped with a tamping mechanism, a vibratory system or a combination of the two. The paving performance of a screed is primarily determined by: Screed weight (large infuence on pre-compaction) Paving speed compared to contact area of tamping elements Frequency and amplitude of tamping and/or vibrating elements The state of the tamping elements (tamper contour and dimensions) The state of the screed plate Screed weight and contact area Harsh mixes and stabilised or unbound gravel require relatively heavy screeds to obtain the desired pre-compaction and a uniform, even surface. Conversely, relatively light screeds should be used on unstable, tender asphalt mixes where there is a risk of the screed sinking into the mat. Paving speed The paving speed has an infuence on the paver pre-compaction. The higher the speed, the lower the density achieved. The narrow contact area of tampers precludes fast paving speeds. As the speed of the asphalt paver increases, the number of tamper impacts per unit area decreases, and consequently the material feeding effect of the tamper also decreases. If the speed is too high compared with the tamper activity, it may result in an uneven surface with poor texture. The actual speed limit depends on the width of the tampers and the frequency at which they operate (compare with impact spacing, page 56). Vibrating screeds with a large contact area allow the fastest paving speeds. However, when using new types of higher compacting screeds, speeds have to be kept down to 2-4 m/min to achieve a high compaction effect. Frequency and amplitude Tamping units work with an inclined or straight vertical stroke (double amplitude) of 4-6 mm and an operating frequency in the range 1400-1600 rpm. Screed vibrations have a lower amplitude but work with a higher frequency. State of tampers and vibrating elements New tampers or vibratory mechanisms together with new screed plates will naturally produce the best overall pre-compaction and surface evenness. For instance, the material feed will vary over the working width and might result in drag marks or an open textured mat if the tamper blades are worn. The rigidity of the extended screed is crucial to paving results. Without a robust telescopic system the screed sags, especially at the ends 77 WHAT TO LOOK FOR IN COMPACTION EQUIPMENT Screed levelling systems Level control The screed side arms are attached to hydraulic levelling cylinders which control the level of the screed. The cylinders can be extended or retracted at the fick of a switch. The tow-point position determines the layer thickness. Screed stop system The screed should always be able to be locked in position to stop it sinking into the mat when the asphalt paver stops. Modern machines have a hydraulic screed-stop system. This automatically locks the screed lift rams when the asphalt paver stops during a paving operation. When the asphalt paver restarts, it automatically releases the rams. Screed unload system A screed unload system should be provided to prevent the screed from sinking when laying extremely soft materials. The system transfers part of the screeds weight via the screeds lift rams to the tractor unit. The rams give the screed additional support and allow it to maintain the desired level. Screed load system A screed load system can also be useful in some cases. The system transfers part of the weight of the tractor unit via the screed lift rams to the screed. This provides additional load to the screed and enables it to maintain the desired level after a long stoppage. Loss of mat temperature would otherwise decrease the compactability of the mix and raise the screed. The result would be an un-even asphalt surface. Integrated tack coating An asphalt paver with an integrated bitumen tank can provide tack coating and asphalt paving in one step. These types of asphalt pavers are suitable for road maintenance applications on thin layers (1,5 times the maximum stone size) for wearing courses. Automatic levelling systems Precision laying requires modern electronic systems that automatically control the material thickness. There are two main systems: 1) the grade controller, which helps to maintain laying thickness (i.e. the surface evenness) and 2) the slope controller, which checks the cross-slope of a layer. Electronic grade controller A grade controller, working off a reference surface, automatically maintains the height of the screed and the layer thickness of the material. For best results the reference surface needs to be as level as possible. Touch-free ultrasonic sensors that scan the reference surface are the most common type. Where there is a level surface, such as a kerbstone, a short control ski (approximately 30 cm) can be used to sense the variations in height. Short skis are also used as a joint matcher when laying a new lane parallel to the one that is already in place. Long control skis (between 3-9 m) are used when the existing surface is not fully even. They ride over bumps and dips, averaging out the longitudinal errors of the surface being paved. That is why they are also known as averaging beams. The grade controller can also work off string lines. These are rigged up when no accurate surface is available to work off, such as on new road constructions. Laser systems may be used to control the screed level in open areas, such as parking lots, playgrounds or runways. Electronic slope controller The slope controller maintains the specifed left and right-hand cross-slope of the mat during the laying procedure. It detects any deviation of the screed from a pre-set cross-slope and generates the necessary signals to restore the original setting. The slope controller works off the screed itself and is attached by a mechanical link system connected to the left and right side of the screed. Computerised levelling systems Computerised levelling systems are also available under various brand names. Their use requires qualifed people on the paving team and good understanding between job-site management and the surveyor personnel. Computerised systems use the ground surface as the reference for the grade sensor. The layer thickness is calculated from specifed height reference points on the ground and the planned top surface of the wearing course. Before starting, agreement has to be reached where the height points have to be surveyed relative to the centre of the road. String line systems are used in conjunction with a grade controller to ensure the longitu- dinal evenness of the mat where there is no other appropriate surface to work off. An electronic slope controller mounted on a beam in front of the driver allows the screed operator to set and maintain the desired inclination percentage, for example, to achieve a crown prole on wide sections (left) or super-elevated curves (right). 78 Global positioning systems Global positioning systems (GPS) have great potential in paving operations. GPS can be used to control the direction of an asphalt paver at work and assist ground levelling control systems. They can assist in establishing documentable quality assurance systems, too. General Features Safety Rails should be provided in all exposed areas to ensure that an operator cannot fall off. Safety guards should also be provided over the auger to stop anything from falling down into the system. The screed covers and platform should have good anti-skid protection. Fail-safe heating systems will prevent the risk of explosion and injury to the crew. On wheeled asphalt pavers, the main hydrostatic braking system must be backed up by a hand brake and an emergency foot brake. Operator comfort Paving can be arduous work. The more comfortable and relaxed the operator, the better he will do his job and the better the asphalt paver will perform. All controls must be within easy reach. The control console should slide easily across the platform to give the operator good all-round visibility. A clear view of the supply truck, augers and screed is essential to effective paving. Automatic feed control takes pressure off the operator and allows him to concentrate on steering and pushing the truck. It also provides for trouble-free truck changes. However, he must be able to switch to manual control, if required. Seats should be comfortable and easily adjusted to the height and build of the operator. A cab may be ftted to the paver. To avoid subjecting the driver to unnecessary contact with the asphalt fumes, air-cleaning flters must be ftted to the cab ventilation system. And, of course, since the cab is ftted with a lot of windows, there will most likely be a need for an air-conditioning system to control the temperature. The driver platform and other exposed areas must be adequately protected by rails. Protective shields over the full width of the augers are required to prevent anything from getting dragged into the feed system. Modern command units with Liquid Crystal Displays (LCD) and PLC control provide real-time status control, fail-safe protection and less downtime. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 79 Fold-up covers and removable side plates mean easy maintenance and decreased downtime. Availability The availability of an asphalt paver is a function of the integral quality of the machine. A high integral quality results from the wear resistance of the screed pla- te, auger and conveyor chains, the ability of the engine and hydraulics to withstand heavy tonnage as well as the proximity of good service back-up and spare parts. Av- ailability is enhanced if the manufacturer uses well-known, components throughout the asphalt paver. That is because easier access to replacement parts heightens av- ailability. Versatility Versatility depends on the type of screed used and the ability of the asphalt paver to cope with different materials. A telescopic screed, for example, is far more versatile than a fxed screed as it can pave around obstacles. A machine that can lay sub-base material one day and a smooth wearing course the next, and that can pave on a four-metre width on one site and a seven-metre one on another, will always be more benefcial. Maintenance and Service Daily maintenance is essential to keep a asphalt paver up and working. Greasing, checking of hydraulic fuid and oil levels as well as spraying with a cleaning agent* must all be as easy as possible to help ensure that the work is done. In this respect central lubrication systems, easily removable side panels and deck plates, easy access to oil drains and clearly visible level gauges are a great help. *Diesel is not recommended as a cleaning agent. It is toxic and can contaminate water courses. It is forbidden in many countries for cleaning purposes, especially where the ground surface is unprotected. WHAT TO LOOK FOR IN COMPACTION EQUIPMENT 80 TOTAL COMPACTION AND PAVING TECHNOLOGY Bild p en Lap -Top med en skrmbild p ex. CompBase (Bilden tagen i milj) NY BILD! Ensuring the optimum choice of equipment The conditions for compaction differ greatly from project to project and from job to job; there is no universal machine for all projects. Selecting a machine on hardware specifcations alone can have dire consequences. It may even result in costly penalties if the rollers constantly fails to compact the material to specifcations. It should be noted that on bound materials such as asphalt, a 1% increase in density may even result in as much as 10 to 15% increase in the service-life of the asphalt surfacing. On unbound materials, the load-bearing properties may increase by as much as 10% with a 1% increase in density. Selecting the correct equipment for the project or job requires a combination of full-scale tes- ting, knowledge of what actually happens in the material when it is subjected to different methods of compaction and paving and knowledge of the local materials and requirements. Total Compaction & Paving Technology This section covers the basic information required to help make the correct choice of equipment for the job or project in hand. This choice enables specications to be reached in the most cost-effective and operationally efcient manner. 81 Soil Compactability Rock ll Rock fll comprises fractions of material ranging from fnes up to 1 - 1,5 metre boulders. These large fractions call for the use of heavy- duty machines, not simply to provide the necessary effort to achieve suffcient compaction but also to enable the machines to withstand the signifcant stresses caused by the rock fll. Compaction is normally carried out by heavy vibratory rollers on thick layers. The maximum particle-size should not exceed two thirds of the layer thickness. Sand and gravel Since sand and gravel are free-drai- ning materials, they are not very sensitive to water content during compaction. It is normally pos- sible to achieve good results on materials ranging from comple- tely dry to fully saturated. If the amount of fnes exceeds 5- 10%, the water content becomes crucial and compaction should be carried out at or near the optimum. The most common way to com- pact these materials is to use vi- bratory equipment. These machi- nes achieve good results on thick layers and, consequently, can be expected to complete a job in an effective and economical way. Silt Silt is fne-grained soils that are very sensitive to water content during compaction. If the water content is too high, silt may transform into a more or less fuid state when vibrated. The cohesion in silt and silty sand is fairly low, which at suitable water content enables compaction in thick layers provided a piece of equipment with a suffcient depth effect, such as a vibratory roller is used. TOTAL COMPACTION AND PAVING TECHNOLOGY Clay The extremely fne particles of clay are very sensitive to water content. If the water content is too low, the clay becomes extre- mely hard; if the water content is too high, the material becomes extremely plastic. Adjusting the natural water content of clay out in the feld is diffcult. In a hot climate, disc harrows or pulvimixers are used to aerate and dry the soil. Lime stabilisation is another way to dry the soil and increase the load bearing properties. The water content can be increased by watering the clay but it may take months or even years to reach the desired water content. Clay has a high internal cohesive strength. Compaction normally requires the use of vibratory padfoot water as only they can trans- mit the high shear forces needed for compaction. Normally, layer thickness can range from 25 to 40 cm. High speed tamping rollers are also useful since they spread, level and compact the clay simul- taneously. In this case, however, layer thickness has to be reduced to about 20 cm. Subbase and base courses Subbase materials are generally granular, although a signifcant amount of fnes might be present. If the fnes content is high, the internal cohesive forces are larger and, consequently, there is a need for heavier compaction equipment. Subbases with a low content of fnes are free-draining, and on these types of material medium heavy machines will likely complete the job most satisfactorily. The base course distributes the loads subjected to the road. This means that the demands for compaction are high, up to 98-100% Modifed Proctor. Normally medium-heavy vibratory single drum and tandem rollers are suitable to compact these materials since layer thickness in general will not exceed 25 cm. When exceptionally high strength is required, cement or bitumen stabilised materials are selected. Compaction of these materials is normally carried out by the same types of machines as for base course compaction. 82 Amplitude The most suitable amplitude setting depends on the thickness of the layer to be compacted. As the layers get thicker there is an increased need for high amplitude to reach suffcient density at the bottom of the layer. At the end of the compaction work, when the material is more compacted, a lower amplitude is more suitable to prevent the machine bouncing and the surface loosening. Speed To ensure an adequate compaction result, the vibratory rolling speed should be within the 3-6 km/h range. For a plate compactor the speed range is 18-30 m/min. The same number of passes will be needed irrespective of speed, provided that the machines are operated within the above mentioned limits. A static tamping roller may not achieve suffcient compaction if the speed drops below 10 km/h. Frequency When it comes to soil compaction, frequency settings are not cri- tical, provided that they are within the range 25-50 Hz (1500-3000 vpm), the compaction result is largely the same. Below this range there is a risk of hitting a resonance frequency which may damage the machine and expose the operator to vibrations which may put his or hers health at risk. Static linear load The compaction effect of a vibratory roller depends largely on the static linear load. (defned as the drum module divided by the drum width). If you noticeably increase the static linear load (with all other parameters unchanged) the increase in pressure in the material is almost proportional to the increase in weight. Equipment parameters that inuence soil compaction Static linear load TOTAL COMPACTION AND PAVING TECHNOLOGY 83 Asphalt - mix compactability Asphalt mixes have many variations and even two mixes with the same gradation and bitumen content can vary so much that it is not possible to relate to these parameters alone to recommend suita- ble equipment. For example, some crushed aggregate will behave as natural smooth stones when subjected to compaction, or a mix classifed as harsh might react as a tender mix when compacted. The most important parameters affecting the asphalt mix behaviour during compaction are listed below. Gradation of aggregate Whether the mix is open or dense graded, the gradation of the ag- gregate affects the compactability. A dense-graded mix requires less compaction effort then an open-graded one. Maximum particle size (D max ) Aggregate shapes Binder content The binder acts as a lubricant as long as the mix is hot enough, helping the aggregate to relocate more easily. Therefore, the higher the binder content, the easier the mix is to compact (up to a certain limit) . Binder type The penetration value of the binder is crucial to how the mix beha- ves at different temperatures. A high penetration value means that the binder is comparatively soft even at low temperatures (75-80 C) and therefore still compactable. A binder with a low penetration value reaches its minimum compaction temperature at a higher tem- perature and cannot be compacted below 90-95 C. Layer thickness The importance of layer thickness when selecting the correct am- plitude settings for the machine has already been mentioned. The thickness of the asphalt mat also has a signifcant impact on the coo- ling time. A thick layer maintains its temperature considerably longer than a thin one. A difference of 10 mm in layer thickness affects the cooling time as much as 3-5 minutes (on layer thickness of 40-50 mm). Details are found in the software PaveComp from IHCC. Temperature The effect of temperature on asphalt mixes is crucial. It is especially important to bear in mind the damage that may be done to the as- phalt if the compaction process is not interrupted when the refusal temperature is reached. Some mixes are very soft when they are too warm and therefore need time to cool off and stabilise before the compaction process can be started. This can be especially important on thicker layers to avoid transversal movement and cracking. To be able to compare the compactibility of asphalt mixes, they can be divided into fve groups: Very soft Soft Medium Hard Very hard Elongated (left) and at (right) particles are unsuitable as aggregate due to the risk of breaking. The maximum particle size (in relation to layer thickness) is an impor- tant parameter to consider when selecting amplitude settings. In general, the Dmax should be less then one third of the layer thickness, and the layer thickness should be at least 50 mm when working at high amplitu- des, which minimises the risk of crushing the aggregate. Aggregate shape Flat and elongated particles are vulnerable to breaking and also increase the need for compaction effort. When it comes to strength and compac- tability, cuboid particles are the most suitable for asphalt mixes. suitable for asphalt mixes. TOTAL COMPACTION AND PAVING TECHNOLOGY 90 80 70 60 50 40 30 20 10 100 0.074 0.125 0.5 1.0 2 4 5.6 8 11.3 16 20 25 32 50 mm 0.25 dense open 84 Equipment parameters that inuence asphalt compaction Static Rollers The most important parameter that infuences the compaction effort of a static roller is the static linear load. Other factors include drum diameter, drum width and whether the roller has a rigid or articulated frame. The frame type affects the drum overlap during turns. Pneumatic tyred rollers (PTR) Important parameters are tyre load, tyre overlap and tyre pressure. Although the compaction effort of a PTR is limited, it has excellent surface sealing properties. Vibratory rollers Static linear load The weight of the drum module of the roller divided by the drum width is the static linear load. This parameter affects the compaction result signifcantly. Amplitude Compaction of thick layers requires a high amplitude setting to en- sure suffcient depth effect. Frequency On a thin layer, reduce the amplitude and increase the frequency to compensate for the loss of compaction effort. W 61 Drum diameter (Dd) The drum diameter affects the behaviour of the roller on softer mixes. If the drum is too small you may get transversal cracks and transversal displacement of the mix. Machine selection Equipment should be selected so that it achieves the required den- sity in no more than eight vibratory passes on the actual layer thic- kness. Although in some cases it is possible to obtain a higher den- sity with more passes, this will often result in poor economy and possible damage to the machine. It is recommended that two fnal static passes are made to ensure full surface compaction. Over compaction, owing to oversized machines or an excessive number of passes and unsuitable amplitude settings, will crush the material and eventually damage the compaction equipment. Finally, operator skills and experience, local knowledge, and refe- rences from previous jobs should play a large part in selecting the right equipment. Static roller Vibratory roller Bouncing When a roller goes into bouncing, the drum remains in the air during more than one revolution of the eccentric element. It then hits the surface with a high force which is detrimental to both the machine and the compacted material which may, at worst, be crushed. TOTAL COMPACTION AND PAVING TECHNOLOGY 85 86 Conversion tables 1000 800 600 400 300 200 100 80 60 40 30 20 10 8 6 4 300 200 100 80 60 40 30 20 10 8 6 4 3 2 1 100 80 60 40 30 20 10 8 6 4 3 2 1 0,8 0,6 0,4 2000 1000 800 600 400 300 200 100 80 60 40 30 20 10 1000 800 600 400 300 200 100 80 60 40 30 20 10 8 6 4 200 100 80 60 40 30 20 10 8 6 4 3 2 1 0,01 0,02 0,03 0,04 0,06 0,08 0,1 0,2 0,3 0,4 0,6 0,8 1 2 0,4 0,6 0,8 1 2 3 4 6 8 10 20 30 40 60 80 100 100 80 60 40 30 20 10 8 6 4 3 2 1 1000 800 600 400 300 200 100 80 60 40 30 20 10 1 2 3 4 6 8 10 20 30 40 60 80 100 0,1 0,2 0,3 0,4 0,6 0,8 1 2 3 4 6 8 10 1000 800 600 400 300 200 100 80 60 40 30 20 10 8 100 80 60 40 30 20 10 8 6 4 3 2 1 10 20 30 40 60 80 100 200 300 400 800 1000 0,08 0,1 0,2 0,3 0,4 0,6 0,8 1 2 3 4 6 8 10 1 2 3 4 6 8 10 20 30 40 60 100 80 10 20 30 40 60 80 100 200 300 400 600 1000 800 100 80 60 40 30 20 10 8 6 4 3 2 1 100 80 60 40 30 20 10 8 6 4 3 2 1 100 80 60 40 30 20 10 8 6 4 3 2 1 1000 800 600 400 300 200 100 80 60 40 30 20 10 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 LENGTH LENGTH VELOCITY (Speed) MASS (Weight) FORCE PRESSURE m ft mm in km/h m/s kg oz N kp MPa kg/cm 2 86 87 PRESSURE PRESSURE STRESS & PRESSURE MOMENT OF FORCE POWER TEMPERATURE 1000 800 600 400 300 200 100 80 60 40 30 20 10 8 6 4 300 200 100 80 60 40 30 20 10 8 6 4 3 2 1 100 80 60 40 30 20 10 8 6 4 3 2 1 0,8 0,6 0,4 2000 1000 800 600 400 300 200 100 80 60 40 30 20 10 1000 800 600 400 300 200 100 80 60 40 30 20 10 8 6 4 200 100 80 60 40 30 20 10 8 6 4 3 2 1 0,01 0,02 0,03 0,04 0,06 0,08 0,1 0,2 0,3 0,4 0,6 0,8 1 2 0,4 0,6 0,8 1 2 3 4 6 8 10 20 30 40 60 80 100 100 80 60 40 30 20 10 8 6 4 3 2 1 1000 800 600 400 300 200 100 80 60 40 30 20 10 1 2 3 4 6 8 10 20 30 40 60 80 100 0,1 0,2 0,3 0,4 0,6 0,8 1 2 3 4 6 8 10 1000 800 600 400 300 200 100 80 60 40 30 20 10 8 100 80 60 40 30 20 10 8 6 4 3 2 1 10 20 30 40 60 80 100 200 300 400 800 1000 0,08 0,1 0,2 0,3 0,4 0,6 0,8 1 2 3 4 6 8 10 1 2 3 4 6 8 10 20 30 40 60 100 80 10 20 30 40 60 80 100 200 300 400 600 1000 800 100 80 60 40 30 20 10 8 6 4 3 2 1 100 80 60 40 30 20 10 8 6 4 3 2 1 100 80 60 40 30 20 10 8 6 4 3 2 1 1000 800 600 400 300 200 100 80 60 40 30 20 10 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 kPa mm Hg MPa psi MPa kp/mm 2 Nm kpm kW hk F C 87 88 INDEX AASHTO 15 Additives 32,34,36 Accelerometer 30 Aggregate 31,33,34,35,36,37,38,43,49,50,56,83 Air void content 33,36,52 Air on the run 66 Airfeld 8,10,23,30 Alluvial soil 13 Ambient temperature 48 Amplitude 49,50,55,56,68,69,70,71,76,83,84 Angle of attack 39,50 Apparent cohesion 15,19,23 Arid 23 Articulated steering 46,47,62,64 Asphalt base 8,9,11,33,61 Asphalt 33 Asphalt compaction 5,26,45, 52,56,62,66,72,84,88 Asphalt mix design 32,36 Asphalt plant 36,38,41,43,49 Asphalt paving 31-52, 73,74,88,89 Asphalt surface 40,48,53,57, 63,66,68,88 Auger 39,41,43,74,75,78 Automatic vibration control 56 Base course 9,11,24,26,30,31,40,81 Base, stabilized Bearing capacity 8,9,10,12,12,23,24,29,30 Binder 9,11,31,33,34,35,36,37,38,83 Binder course 9,11,31 Bio-degradeable Oil 69 Bitumen 34,77,81,83 Bitumen content 83 Bituminous base 48-53 Bitumen Test Data Chart (BTDC) 35 Boulders 13,14,22 Bouncing 56,82,84 Bridge abutments 27,72 California bearing ratio test (CBR) 29 Canals 8,10,25 Capacity, asphalt mixing 32 Capacity, concrete 37 Capacity, rollers 32,56-59,64 Capacity, pavers 39,57,73,74,76,77,78 Capacity, calculations 13 Capillary force 15 Centrifugal force 57,68 Choice of asphalt compactor 51 Clay 13-16,20,23,24,29,55,81 Coarse-grained soils 13,15,16, 19,20,21,24,26,36 Cobbles 13,14,22 Cohesion 15,19,23,81 Cohesive soils 15,19,21,24,26,27,70 Cold climate 8 Cold Mix Asphalt (CMA) 33,35 Combi roller 47 Committee for European Construction Equipment (CECE) 54,55,68 Compaction capacity 58,72 Compaction control 30 Compaction effect 20,21,24, 40,43,45,55,56,57,62,63,64,65,70,71,76,82 Compaction effort 15,16,18,21,24,36,37,45, 46,47,50,55,56,57,62,68,70,71,83,84 Compaction equipment, soil 13,18,20 Compaction equipment, asphalt 7,45,46 Compaction meter 29,30 Compaction properties 7,22,23,24 Compaction systems in screeds 40 Compaction tests 14,16,23 Confned areas 26,71 Control ski 39,77 Conveyors 39,74 Cooling pattern 48 Cooling system, pavers 74 Cooling time 83 Core (dam) 11 Core drilling 52 Cracks 34,36,50,57,63,84 Cross-slope 8,39,40,77 Crushed aggregate 36,37,50,83 Crushed rock 22,31 Culverts 27 Cutback 33,34,38 C u 13 Degree of compaction 24,26,49,51,56 Dense graded material 33,83 Density 8,13,14,15,16,19,22,23,29,30,36 56,70,72,76,80 Density, dry 16 Disc harrow 81 Double-drum walk behind roller 26,45,46 Drum arc and pressure 63 Drum design 57,64,71 Drum diameter 45,50,55,57,58,62,63 Drum drive 58 Drum overlap 63,84 Drum module weight 55,58 Drum shell thickness 57 Drum width 49,57,62,72,84 Dry compaction 23 Duplex roller, see Double-drum walk behind roller 70 Durability 8,12,26,31,32,35,69 Earth dam 11,27 Eccentric weight 68 Effciency 72 Embankment 8,9,10,11,26,27,30,31 Emulsion 33,34,38 End result specifcation 28,52 Evenness 32,38,39,40,41,42,43,52,53,75,76,77,89 Falling-weight test 29 Field density 52 Filler 31,33,34,36,38,69,71 Fills under slabs 26 Fine-grained soils 14,23,29,30,81 Fines 15,22,23,24,34,35,52,54,62,69,81 Finish rolling 45,48,51,58 Fixed screed 40,75,79 Flowability 43 Foundations 8,10,26,27,28,72 Frame 21,46,47,55,56,62,70,71,84 Frequency 20,21,40,49,50,55,56,57,68,69,70,71,76 Friction 9,15,19,23,28,31,32,33,37,40,45,50 Front drum 49,58,62,64 Frost 8,10,24 Frost resistance 10 Global Positioning System (GPS) 77 Gradation 13,22,24,33,35,36,38,83 Grade controller 39,43,77 Gradebility 58 Grain size distribution, see Gradiation Grain size classifcation 15 Granular base 31 Gravel 13,14,15,16,23,24,35,68,70,73,76,81 Ground contact area 66 Ground contact pressure 65,66 Ground temperature 48 Gyratory 36,37 Harsh mix 36,45,50,51,76 Head of material 41 Hopper 38,39,74 Hot Mix Asphalt (HMA) 33,48 Hydrometer 14 Hydrostatic drive 64,67,69,71 Impact Compaction 19,21,22,24 Impermeability 8 Internal friction 15,19,37,45,50 Joint compaction 49 Laboratory compaction tests 14,16 Lane 9,43,48,49,50,57,58,63,77 Layer thickness 20,22,23,24,25,28,39,40, 41,42,48,49,56,72,75,76,77,81,83 88 89 Road design 36,52 Road base material10,13,15,31, see Base Course 24 Road section 32 Rock fll 7,8,11,18,20,22,24, 29,30,55,56,57,81 Roller compacter concrete Rolling speed 48,49,55,56,82 Rolling pattern 48,49,62,64 Rolling procedure 7,48,49,52,57 Round aggregate 37 Runway 10,48,77 Rutting 32,35 Sand 5,13,14,15,16,21,22,23,24,26,29 34,35,47,58,65,66,68,70,81 Sand replacement method 29 Screed 5,39,40,41,42,43,73,74,75,76,77,78,79 Screedheater 75 Screed levelling systems 76 Screed stop system 42,76 Screed unload system 77 Sedimentation 13,14 Segregation 41,42,43 Semi-cohesive soil 26 Shear strength 23 Sheet pile wall 27 Shrinkage Limit 14 Sidewalk 26 Sieve test 13,14 Silt 13,14,15,16,23,24,81 Skid resistance 33 Slope compaction 25 Slope controller 39,42,77 Soil classifcation system 15 Soil Volume 24 Specifcations 5,7,10,20,22,23,24,25 28,29,30,35,36,38,40,52,54,80 Split rear drum 64 Slurry seal 34,35 Sprinkler system 26,59,64,67,68,69,71 Stability 8,22,32,33,34,35,36,37,39,66 Stabilisation Standard Proctor 16 Static compaction 18,19 Static linear load 20,21,45,49,55,58,62 Static load-bearing test Static tamping roller 19,21,24,82 Static roller 24,45,51,55,62,63,84 Static tandem roller 19,47,62 Static three-wheel roller 19,21,46,49,64 Stone content 33,36,37,49,50 Stone size 22,36,37,40,41 Street 8,26,27,48,70 Subbase 8,9,11,20,24,26,81 89 Light vibratory roller 51 Lime 13,22,24,36,56,68,81 Lining 9,10,11 Liquid limit 14,24 Longitudinal cracks 50 Longitudinal evenness 77 Longitudinal joint 43,48,49 Longitudinal overlapping 49 Marshall test 52 Method specifcation 28,52 Minor jobs 26,27 Mix design 32,36 Modifed Proctor 16,81 Moisture content, see Water content Nominal amplitude 55,56 Nuclear density gauge 29,49,52,53 Number of passes 19,22,28,30,55,56,72,82,84 Number of vibrating drums 55,56 Open graded 33,37,83 Operating weight 55,58,73 Operator comfort 60,64,68,69,72,78 Optimum water content 15,16,23 Origin of soils 12 Over compaction 69,84 Oxidation 36 Parking lot 70,77 Particle shape 12 Pavement 31,32,33,35,41,49,51,52 Paver 5,7,38,39,41,42,43,48,49,50, 57,73,74,75,76,77,78,79 Paving procedures 7 Paving speed 40,41,42,50,76 Paving width 40,41,49,57,73,75,76 Penetration depth 63,64 Penetration value 33,35,83 Performance Grade (PG) 35 Pick-up 51,59,67,69 Plastic Limit 14 Plasticity Index 14 Plate compactor, see Vibratory plate compactor Pneumatic tyred roller 5,7,19,21,24,29,65 Porous asphalt 33,34 Proctor test 15,16 Proof rolling 29,65 Radioactive isotope 29 Railway embankment 8,10,30 Reference density 16 Remote control, plates 21,27,69,71 Repair work 26 Rippling 56 Subgrade 27 SuperPave 35 Surface capacity 58,72 Surface cracks 36,63 Surface evenness 8,9,40,41,42,43,52,76 Surface sealing 34,45,66,84 Surface treatment 33,34 Surface texture 40 Surfacings, see Asphalt surfacing Surfacing, concrete Tack coating 35,38,77 Tampers, see Vibratory tampers Tamping and vibrating screed Tamping screed 76 Technical data 54 Temperature, asphalt paving Telescopic screed 40,75,76,79 Tender mix 36,43,50,51,56,83 Texture 13,32,39,40,41,48,52,76 Theoretical capacity 72 Total Applied Force (TAF) 57 Tracked Paver 39,73 Traction, light equipment 69,70,71 Traction, pavers 39,43,73 Traction, rollers 58,64,71 Traffc intensity 36 Transverse inclination 39 Tyre infation pressure 21,65 Uniformly graded soil 13,23 Unstable mix 43,48,63 USCS 15 Vibratory compaction 5,16,19,57 Vibrating screed 40,76 Vibratory force 56 Vibratory plate compactor 20,26,27,45,47,51,68,69 Vibratory tandem roller 20,26,45,46,48,56,61 Vibratory tamper 68,70 Vibration 8,19,20,23,24,25,40,41,42,43,44,45, 46,49,55,56,60,68,70,71,72,73,76,82 Viscosity 34,35,36,37,48,50 Viscous resistance 37 Walk behind rollers 5,21,26,45,46,68,70 Water-balloon method 29 Water content 12,14,15,16,18,23,24, 25,28,29,30 Wearing course 9,11,31,33,35,38,77,79 Wearing resistance 8 Well graded soil 13 Wheeled Paver 74,39 Wheel load 21,65,66