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TM 5-337
DEPARTMENT
OF
THE
ARMY
TECHNICAL
MANUAL
UNIVERSITY OF VIRGINIA
ALDERMAN LIBRARY
JAN
1991
GOVERNMENT DOCUMENTS
X004788989
HEADQUARTERS,
DEPARTMENT
FEBRUARY
1966
OF
THE
ARMY
This manual contains copyrighted information used with the permission of the following:
Barber-Greene Company
Aurora, Illinois
Portland Cement Association
33 West Grand Avenue
Chicago, Illinois
The Asphalt Institute
University of Maryland
College Park, Maryland
TM 5-337
CI
Change
NGE \
No 1
HEADQUARTERS
DEPARTMENT OF THE ARMY
CHAPTER 17
MATS
Section I. INTRODUCTION
317. Designation
New criteria have been set forth to aid in
the designation of various types of mats. Two
general categories, light mats and medium mats,
have been established.
a. Medium Mats. Medium mats must be able
to withstand 200 simulated coverages of a 25,000-pound single wheel load with a tire pres
sure of 250 psi on a subgrade with a CBR value
of 4 (airfield index of 6). These criteria must
be met without the occurrence of excessive de
flection under load and no more than 10 per
cent replacement of failed panels. Other re
quirements are that these mats must weigh
less than 4.5 pounds per square foot of usable
area and be in sections small enough to be
readily erected by hand.
318. Types
a. The limited standard M6, M8, M8Alyand
M9 mat may still be encountered in the field be
cause of past- inventories or limited newl pro
curement. Although M6, M8, and M9 mat do
TAGO 10001A
fe
e. Antiskid Coating. An antiskid compound
applied on the top surface of some mats to pro
vide a skid-resistant surface, especially during
inclement weather.
/. Replacement Panel. A special panel used
as replacement after damage to a regular mat
panel in the interior of a pavement.
g. Directional Panel. A special panel or de
vice used in making junctures at horizontal
curves, as from runway to taxiway.
h. Earth Anchors. A device used along the
sides and ends of the runway to hold the mat
in position.
i. Coverage. A coverage represents a suffi
cient number of passes of a wheel load in adja
cent parallel wheel paths to completely cover a
given lane within a pavement.
321. General Characteristics of Mats
The advantages and disadvantages of the
various mats are as follows :
a. Advantages.
AGO 10001 A
N* = IT
(17"1)
(17-2)
12 XL.
12 x 3000
Wp
=
48l
=
748.4 or 749 panels
AGO 10001A
/so'
1*9'
FU.LST
\
/
ISO'
A.t
FILLtT
\\ 31/
b
o
w
/
FILLCT
USC AfW MX/? AI4T
is'i:/
b
o
FILLST
.5?'.
CD
3333'
(D
Nw,f%a.ff
P6R FlUt-ST
I1.X too.
$.3
'4ft 1
Aft.1
^.!l|55e2.749
*4.l
TOTAL
NT.ffOX***
1. 1 so
GRAHD TOTA.U
fAVWM oV.\.OtttOMA^e)
31.14**11= 34 S 18 Pmetf
Figure 113 (Superseded) Sample calculation sheet for number of mat panel*
required for an airfield.
AGO 10001A
Table XVIII (Superseded) Typical Organization for MX19 Mat Laying Crew
M
DESIGNATION
PERSONNEL
FUNCTION
OFF
NCO
EM
Supervisory-
Layout Crew
Pallet Crew
32
(3 Req'd)
Placement Crew
Anchorage Crew
Pallet Spacing
(Feet)
(N^xfNJxCWp)
NM
where, (17-4)
f
AGO 10001 A
11
it
AGO 10001A
(17-4)
Pallet Spacing=
(3)x(32)x(4.1ft)
rjg\
(21.9 feet)
RIBS
END VIEWS SHOWING RECESS FOR OVERLAP
TABULATED HOLES
S|DE CONNECTOR
SLOTS
RECESSED END
/
END CONNECTO
37 SLOTS
BAYONET HOOKS
END OF PLANK SHOWING DETAILS
LOCKING LUG
PLAN VIEW
**v**.
VIEW OF LEFT END
0 O
a
o
c
1
~ LOCKING
7
LUG
^ y ) j
"" i
,(2
CtC(
'"'
ZZ2
>>*
SIDE CONNECTOR HOOKS
328. Placement
(NOMINAL DIMENSIONS)
1
1
O
O o
< " 3
O
a -*
Z m n
Sj Z
I1
I
9
I
So
31
z
< o
AGO 10001A
13
6. Placing M6 Mat.
(1) The method of laying M6 mat (fig
120) is similar to the procedure de
scribed for M8 and M9 except that
planks having bayonet lugs and con
nector slots along both edges can be
placed in either direction across the
runway. The undelap end has a longer
depressed end (left end of bottom
pannel in fig. 115) than the overlap
end (right end of bottom panel in fig.
115). In the field, it is simple to dis
cover that the three pronged end con
nectors can be driven into place only
when the end with the short depres
sion overlaps the end with the long
one. This means that when a crew
places from left to right across a
runway, the the underlap end must be
to the right or to the left if placing
from right to left, or in the direction
of placing. The end connectors are
fastened on after locking the three
prongs through both sets of end con
nector slots. A ball peen hammer is
the best tool for this fastening.
14
31
<
LENGTH OF RUNWAY
ONE CREW
ONE CREW
bOOOsOOOsOOOsOOOOO^0<^^
^^HALF POINT
1/O/Q/QOC
ONE CREW
ONE CREW
ONE CREW
ONE CREW
QUARTER-"-"^
POINT
ONE CREW
ONE CREW
ONE CREW
ONE CREW
/0/Q/CK)/0/a/<^/0/a/a<^^
ONE CREW
ONE CREW
ONE CREW
/O/O/OO/O/OdDOOOsOsOsOX^
ALTERNATE FOUR CREW METHOD
BAYONET
HOOK SIDE
DENOTES DIRECTION OF LAYING
.
CK
DENOTES WELD
DENOTES MAT SECTION
CONNECTOR/^
SLOT SIDE
Figure 119 (Superseded) Procedure for laying M8, M8A1, or M9 mats with multiple crews.
AGO 10001A
15
AGO 10001A
16
331. Stretching
#
placed,
332. Anchorage
Figure 121 (Superseded) Trench anchorage for mat at edge and end of runway.
AGO 10001A
17
FEMALE
HINGE
UNDERLAP
LOCK
OVERLAP
LOCK
FEMALE
HINGE
CONNECTORS
CONNECTORS
RLAN OF PANEL
NOMINAL DIMENSIONS
.a'-o^xa'-o^
OVERLAP
LOCK
MALE
HINGE
MALE
HINGE
UNDERLAP
LOCK
CONNECTORS
CONNECTORS
Figure lit (Superseded) AMt aluminum mat.
19
Figure 124 (Superseded) AM2 starter keylock placed at transverse centerline of runway.
^r
X >
a
(,
z
0
X
i-
e>
z
10
UJ
tO
_i
"rO
O
>.
-i
|
H
O
UJ
to
<
To
UJ
^
a.
>
H
-i
-i
o
"
u>
M
r*
CO
g
z f=
a
g H
UJ
T
O
to
8 a
"a.
!i2
(
tO
Z
I
hO
S
i0
UJ
to
o
UJ
CM
to
z
UJ
-J
<
-I
-I
i-
CO
u.
-J
<
"o>
AGO 10001A
21
i
a. ANCHOR
LUGS
24"
END OF RUNWftY
c. EARTH
ANCHOR
I
22
AGO 10001A
>,
.
I
1
o
AGO 10001A
TRANSVERSE CENTERUNE
RUNWAY
PARALLEL TAXIWAY
PARWNG
APRON
>USE EITHER
CONNECTOR
N b,c,d.
AR TO
dB
e. ANGULAR TAX WAY
TRANSITION
SECTION D-D
H CONNECTOR
SECTION
SECTION G-G
SECTION E-E
H CONNECTOR
Figure 1X8 (Superseded) Transition details for AMt and MX18 mat.
AGO 1OO01A
I M
AGO 10001A
26
AGO 10001A
EDGE OF
RUNWAY (REF)
HALF LENGTH
STARTER ADAPTER AT
EACH EDGE OF FIELD
FULL
LENGTH STARTER
ADAPTER
NOTE:
LOCK BARS FOR STARTER
ADAPTERS ARE INCLUDED
IN MAT PALLETS.
LOCK BAR
TYPICAL STARTER
ADAPTER ENGAGEMENT
VIEW A-A
AGO 10OOIA
27
tz
EDGE OF
TRANSVERSE
RUNWAY-
CENTER LINE
#
13
14
12
15
16
10
PLACEMENT
DIRECTION
10
17
5.f
18
19
13
a. PLACEMENT
-STARTER ADAPTER
SEQUENCE
PUNCH P
CLINCHING
RETAINERS
RETAINER
PRIOR TO
CLINCHING
LOCK BAR
RETAINER
DETAIL
ETAINER
AFTER
CLINCHING
c. RETAINER DETAIL
at
AGO 10001A
i
ft
rJ**H
-*m^
Figure lt8.lt (Added) Stairstep placement pattern of MX19 mat.
*
AGO 10001A
29
ADAPTER
. MAT
'LOCK BAR
SECTION A-A
Figure 1X8.5 (Added) MX19 Field aeeeu adapter detail
30
AGO 10001A
TURNDOWN
ADAPTER
LOCK BAR
IREQD FOR
EACH ADAPTER
ANCHOR EACH
ROW OF MATS
NOTE'
NUMBERS DENOTE
SEQUENCE OF INSTALLATION
LOCK BAR
ANCHOR FITTING
LOCK BAR. FORK
TINES ARE SPREAD
TO LOCK
TURNDOWN ADAPTER
EDGE
ANCHOR
VIEW A-A
>
AGO 10001A
31
LEGEND^
F= FEMALE EDGE
M= MALE EDGE
U= UNDERLAP EDGE
0= OVERLAP EDGE
laying
MALE-UNDERLAP
ADAPTER
"direction"
Laid
k
0FU
^M
T
LAYING
DIRECTION
^>
<>
i >
oFu
M
*F
LAYING
DIRECTION
MALE-OVERLAP
ADAPTER
-FEMALE-UNDERLAP
ADAPTER
MALE-OVERLAP
ADAPTER
MALE-UNDERLAP
ADAPTER
n-ii
LOCK BAR
RETAINER
EMALEUNDERLAP
ADAPTER
11
II
M
LOCK BAR
TURNING
ADAPTER
I
AGO 10M1A
a. Removal.
(1) Unlock the end-connector at both ends
of the panel to be removed.
(2) Remove the side-connector locking
lugs that hold the panel. (Break the
welds on the locking lugs of the M8).
(3) Drive the panel laterally (approx 1
in.) until the side-connector hooks
are centered in the side-connector
slots.
(4) Pry the side-connector hooks out of
the slots.
(5) Drive the panel laterally to clear the
end from the overlapping end of the
adjacent panel.
(6) Remove the panel from the runway.
6. Replacement.
(1) Remove the side-connector locking lugs
of a new panel (break the welds on
the M8) to allow the panel to slide
laterally when positioned properly.
Orient the new panel in all respects
so that it will be in the approximate
position in the run of the old panel.
(2) Drive the end of the new panel under
the end of the adjacent panel so that
the adjacent panel will overlap the
new panel. The panel will then be in
its approximate final position.
(3) Adjust the panel so as to aline the
side-connector hooks with the side-
AGO 10001A
S3
OVERLAP
">4*..
>
^D
ORDER OF CUTS
CUT NO.
DEPTH OF
MALE'
(?) THROUGH @ -
(i
FEMALE
i
A
\
G>
UNDERLAP-
<D
Figure 128.8 (Added) Cutting method for removing AMB and MX18 mat.
AGO 10001A
LU
GO
o
Z
so
-1
O
CO
tu
55
\^^3 o
^p ,B *
,-'
*
LiJ
>
Of UJ.tC
t- UJ _l UJ
Q. 0. 0
< 195
#
36
AGO 10OO1A
>
AGO 10001A
37
. EDGE OF
yr
OVERLAP
EDGEv
\^
/FEMALE
/EDGE
RUNWAi
X
.^
^
\.
^\
3
NOTE .
\^:
NUMBERS DENOTE X
SAW CUT SEQUENCE. \
\s.
JL
._ _J
jx |
5^ >
>^
'^^\
S^
*^
\.
\
UNDERLAP
^^
^X^
EDGE
MALE /^^^^
EDGEX
\.
t
BASE
OF SAW
SAW
BLADE
(/SAW BLADE
GUIDE \
.81"
1.06"
DEPTH OF
CUT
vZ...
DAMAGED
PANEL
CUT NO. I
SAW
BLADE
h-0.25
BASE OF
SAW
SAW BLADE
GUIDE\
'DAMAGED PANEL
CUT NO. 2
39
I
AGO 10001A
MALE EDGE
UNDERLAP
EDGE\^
2
FEMALE^>s^
EDGE -""^/^
1
^OVERLAP
EDGE
OVERLAP EDGE
LOCK BAR
SET SCREW
(3 PLACES)
SECTION 2
FEMALE EDGE
ACCESS HOLE
FOR LOCK BAR
(3 PLACES)
ACCESS HOLE
FOR LOCK BAR
(3 PLACES)
LOCK BAR
SET SCREW
(3 PLACES)
OVERLAP
EDGE
UNDERLAP
EDGE\
SECTION I
UNDERLAP
EDGE
MALE EDGE
LOCK BAR
SET SCREW
(3 PLACES)
ACCESS HOLE
FOR LOCK BAR
(3 PLACES)
AGO 10001A
39
342.5. MX18B,MX18C,andAM2Mat
342.6. MX19Mot
(Superseded)
a. Placement of the first section of membrane
should be initiated by removing approximately
3 feet of the folded surfacing from the crate and
placing it in the anchor ditch that was con
structed transversely across the runway (fig.
130). The vehicle should then be driven slowly
along the centerline of the runway, with the
membrane surfacing being played off the back
of the vehicle onto the ground. Care should be
taken by the driver of the vehicle to insure that
41
vehicle alinement is maintained with the centerline of the runway. Care should also be exer-.
cised by the placing screw to insure that the
surfacing is placed in a straight line and flat on
the ground, with all slack removed from the
surfacing. When the membrane is first placed
on the ground, it will consist of an accordionfolded surfacing approximately 50 to 60 inches
wide and 100 feet long. After the surfacing has
been unloaded from the vehicle, troops should
be stationed at equal intervals along the length
of the surfacing. Half of the surfacing should
be unfolded (fig. 131) to one side of the area
and its edge placed in the side anchor ditch. The
remaining half of the surfacing should then be
unfolded to the other side of the area and its
edge placed in the side anchor ditch. After the
membrane is alined and positioned, the initial
slack is removed from the surfacing.
6. Once the surfacing is positioned on the
area and most of the slack removed, steel an
chors will be driven through the seams in the
surfacing in the end anchor ditch on approxi
mately 9-foot centers and approximately 1 foot
from the outside edge of the surfacing (fig.
136.1). Additional slack will then be removed
from the surfacing by troops pulling on the free
end of the surfacing that has not been placed
in anchor ditches. As slack is removed, steel
anchors will be driven through every other run
of surfacing approximately 1 foot from the
outer edge of the free end of the surfacing. Steel
anchors will then be driven through the surfac
ing placed in the side anchor ditches on 15-foot
centers and approximately 1 foot from the
outer edge of the surfacing. After these an
chors are driven, place and compact backfill in
the ditches using a motor grader. Compaction
may be expedited by using other wheeled vehi
cles, such as those used to transport membrane
surfacing. Terminate the backfilling operation
approximately 6 feet from the free end of the
surfacing as room will be required to construct
the adhesive construction joint.
Page 219.
350. Placement of Succeeding Panels
(Superseded)
a. While the side ditches are being backfilled,
the second section of surfacing should be un
loaded on the area in the same manner as for
42
AGO 10001A
Figure 133.1 (Added) Reinforcing adhesive construction joint with 38-inch wide
strip of r,xembrane.
I
AGO 10001A
43
Nc . of personnel
8
4
12
Page 222.
351. Anchorage
(Superseded)
Anchorage methods are broken down into
two groups: perimeter and interior.
a. Perimeter Anchorage. Anchorage around
the edge (perimeter) of the landing strip is best
obtained by L-ditches (fig. 135). The depth of
the L-type ditches should be at least 2.5 feet and
preferably 3 or more feet. The ditches are con
structed in the same manner as drainage
Figure 138.1 (Added) Driving anchor through surfacing into end anchor ditch.
AGO 10001A
45
Supervisor
.Overall coordination
and supervision of
effort
Grader guide
-Guide grader during
opening up of an
chor ditches.
Tack anchor crew -Clean mud from membrane; pull tack an
chors and pull mem
brane edges from
ditch; cut off cover
strips as required
and pull out joint
tack anchors.
Panel drying crew_ -Cut panels free at
joints; spread wet
membrane to dry.
Patching crew
Patch membrane
panels.
Panel folding crew- -Fold panels length
wise.
Palletizing crew -Fold panels onto pal
lets.
Banding crew
Band panels on pal
lets.
Crating Crew
Collect pallets and
place in central location; secure
folded surfacing on
pallet with steel
straps and bolt on
tops; stencil crates..
Totals .-
OthT
EM
10
15
10
11
57
'Motor grader
Air compressor with sump
pump
AGO 10001A
47
>
AGO 10001A
49
*-
. i
.I
--. -
J .. .
.*.
..
50
I
AGO 10001A
..to:'*"Figure J38.5 (Added) Removing cover stripe and pulling tack anchors using
rough terrain forklift.
AGO 10001A
SI
Figure 1SS.6 (Added) Pulling anchor* using a cable and Vk-ton truck.
i
52
AGO 10001A
AGO 10001A
S3
I
54
AGO 1000 1 A
*..
Figure 1S8.9 (Added) Banding panel on pallet.
I
AGO 10001A
55
I
56
AGO 10001A
Official:
KENNETH G. WICKHAM,
Major General, United States Army,
The Adjutant General.
Distribution :
Active Army:
DCSOPS (2)
DCSPER (2)
ACSI (2)
DCSLOG (2)
CORC (2)
CRD (1)
COA (1)
CINFO (1)
TIG (1)
TJAG (1)
CofCh (1)
ACSFOR (2)
USCONARC (6)
OPO (1)
CNGB (2)
CofEngrs (2)
OS Maj Comd (10) except
USAREUR (70)
USARAL (30)
USASETAF (5)
ARADCOM (2)
ARADCOM Rgn (1)
USACDC (2)
USADC Agcy (2) except
USACDCCEA (5)
MDW (2)
Armies (10) except
Eighth (30)
Corps (10)
Div (6)
Div Arty (1)
Bde (2)
Bn(l)
USA SF Tng Gp (2)
LOGCOMD (5)
USATC (2) except
USATC Engr (100)
Instl (2)
USMA (6)
Svc Colleges (10)
Br Svc Sch (5)
USA Arm Bd (5)
5-156
5-157
5-177
5-215
5-216
5-217
5-237
5-262
5-266
5-267
5-278
5-301
5-305
5-306
5-307
5-308
5-327
5-344
5-346
5-347
5-348
5-349
5-387
5-401
6-402
5-405
5-406
5-407
5-408
5-500
(5)
(1)
(15)
(5)
(2)
(1)
(1)
(1)
(1)
(5)
(15)
(5)
(1)
(1)
(1)
(1)
(1)
(1)
(5)
I
AGO 10001A
57
<
* TM S-337
ical
j^fcCHNIC
No. &-337
Manual]
. HEADQUARTERS
DEPARTMENT OF THE ARMY
Washington, D.C., tl February 1966
Paw Oni .
Chapter 1.
2.
Part Two .
Chapter 3.
Section I.
II.
Chapter 4.
Section I.
II.
III.
IV.
Chapter 5.
8ection I.
II.
Chapter 6.
Section I.
II.
III.
IV.
V.
VI.
VII.
VIII.
Chapter 7.
8.
9.
Section I.
II.
III.
IV.
Paw Three .
Chapter 10.
Section I.
II.
III.
IV.
V.
Chapter 11.
Section I.
II.
Chapter 12.
Section I.
n.
III.
BASIC CONSIDERATIONS
p.nrphi
INTRODUCTION
1-5
TYPES OF PAVEMENTS AND SURFACES
6-10
BITUMINOUS WEARING SURFACE8
BITUMINOUS MATERIALS
Bitumens
.
11-15
Aggregate
16-19
BITUMINOUS DESIGN
Bitumen selection
20-25
Aggregate gradation selection
26-29
Optimum bitumen co U at determination
30-32
Job mix formula
33,34
EQUIPMENT USED FOR BITUMINOUS OPERATIONS
Production equipment
36-43
Placement equipment
44-52
PRODUCTION AND LAYDOWN OF BITUMINOUS
MATERIALS
Introduction
53-56
Prime coat ..*
57-64
Tack coat
65-69
Surface treatment
70-80
Penetration macadam
81-98
Road-mix (mixed-in-place) pavement
99-112
Plant mix
113-134
Special mixes
135-139
FIELD MANUFACTURE OF ASPHALT CUTBACKS - 140-144
MATERIALS ESTIMATES
145-152
MAINTENANCE AND REPAIR OF BITUMINOUS
WEARING SURFACES
Introduction
153-165
Surface failure and repair
166-168
Bituminous patches
~
169-178
Repair of craters
179-181
PORTLAND CEMENT CONCRETE PAVEMENT8
MATERIALS
Portland cement
182-189
Water
T~
190-192
Aggregate
193-198
Admixtures
199-204
Materials handling and storage
205-207
CHARACTERISTICS OF CONCRETE
Desirable properties
208,209
Air-entrained concrete
210-216
MIX DESIGN
Design criteria
217-222
Book method
223-226
Trial batch method
227-233
p.g.
3
5
9
13
15
17
32
36
37
53
65
66
68
69
73
77
83
97
99
108
112
113
115
121
122
123
124
127
128
130
131
133
135
137
Paragraph!
Chapteb 13.
I.
II.
III.
Chapter 14.
Section I.
II.
Chapteb 15.
Section I.
II.
III.
IV.
V.
Part Four.
Chapter 16.
17.
8ection I.
II.
III.
IV.
Chapter 18.
Section I.
II.
III.
Chapter 19.
Section I.
II.
III.
IV.
Appendix I.
II.
III.
IV.
Index
CONCRETE EQUIPMENT
Standard equipment
Nonstandard equipment
Concrete plants
FORMS AND JOINTS
Forms
Joints CONCRETE PAVING OPERATIONS
Measuring materials and truck requirements
Procedure
Cold and hot weather techniques
Reinforced and prestressed concrete
Maintenance and repair
EXPEDIENT PAVING AND SURFACING OPERA
TIONS
INTRODUCTION
MATS
Introduction
M8 and M9 Mat
M6 Mat
Prototype mats
MEMBRANES
Introduction
Placement
Repair and recovery
EXPEDIENT ROADS AND REPAIR
Hasty roads
Sommerfeld Track
Heavy expedient roads and pioneer trails
Repair
REFERENCES
Pace
234-247
248-253
254-261
140
147
150
262-264
265-271
159
162
272-275
276-294
295-303
304-306
307-313
171
172
183
188
191
314-316
194
317-319
320-336
337-339
340-342
196
196
208
211
343-345
346-351
352-355
217
218
225
356-360
361-365
366-374
375,376
227
231
235
244
248
251
256
257
316
PART ONE
BASIC CONSIDERATIONS
CHAPTER 1
INTRODUCTION
5. Safety
Safety precautions must be rigidly observed W
paving operations, particularly in the use of in
flammables. Paragraph 142 calls particular atten
tion to the proper safety procedures for the heating
of bitumens. Paragraph 56 deals with proper traffic
maintenance procedures. Safety precautions will be
noted at other pertinent points throughout the text
CHAPTER 2
TYPES OF PAVEMENTS AND SURFACES
6. Introduction
Discussion in this manual is limited to three types
of paving and surfacing operations: bituminous,
Portland cement concrete, and expedient operations.
The term "concrete" as used herein means portland
cement concrete unless otherwise specified. Selec
tion of the types of pavements and surfaces is based
on traffic conditions, availability of equipment, men
and materials, time allotted, climatic and weather
conditions, expected subgrade deformations, and de
sign life. The end results of operations which con
tribute to the overall load-bearing capacity of the
structure are called pavements. Bituminous paveients are usually greater than 1 inch thick. Conpte pavements are usually more than 6 inches
ick. The reason for this differential in thickness
is discussed below. Bituminous surface treatments
and membranes do not contribute to the load-bear
ing capacity of the base and are usually less than
1 inch thick. The function of a surface is to retain
and waterproof the load-bearing courses.
7. Rigid and Flexible Pavements
There are two different types of pavements which
contribute to the bearing capacity of the base. These
pavements are either flexible or rigid. Flexible pave
ments give or flex under loading. Ideally, the load
is distributed over a surface area proportional to the
distance of the area from the surface. Rigid pave
ments, such as concrete, will deflect slightly under
a design load and distribute this loading over a
larger area, even bridging small weak spots in the
base. Figure 1 shows the difference between the load
distributions of rigid and flexible pavements.
8. Bituminous Surfaces and Pavements
a. Components. Bituminous surfaces and pave
ments are composed of compacted aggregate and
bitumen. The aggregate performs three functions.
m, transmits the load from the surface to the base
WHEEL
LOAD
WHEEL
LOAD
Weak base
Uniform Base
RIGID
Note bridging
actioni of ngi
ngW
pavement
PAVEMENT
WHEEL
LOAD
WHEEL
LOAD
Weak bote
r-'iiwi-m,
Uniform
Bate
FLEXIBLE
Figure 1.
PAVEMENT
6. Concrete is adaptable for paving roads, runays, taxiways, or other surfaces that will carry
ieavy volumes of traffic or heavy wheel loads.
Concrete, however, is not usually used for pavement
construction tn the theater of operations because
the mixing, placing, and curing of concrete usually
require more manpower and time than bituminous
surfacing operations. Concrete usually is used for
more permanent types of construction. An ade
quate subgrade and base are as important for con
crete pavements as for bituminous surfaces. Even
though concrete will bridge weak spots in the subgrade, repeated loading will lead to fatigue failures
at these points.
It
PART TWO
BITUMINOUS WEARING SURFACES
CHAPTER 3
BITUMINOUS MATERIALS
Section I. BITUMENS
11. Types of Bitumens
56
II II
5 3fg28S888
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METALLURGICAL COKE
DOMESTIC COKE
BENZENE TOLUENE
XYLENE. S0LVENT NAPHTHAS
COUMARONE RESINS. ETC.
ILLUMINATING GAS. FUEL GAS
SULFUR. CYANOGEN COMPOUNDS.
AOUA AMMONIA. ANHYDROUS AMMONIA
AMMONIUM SULFATE
FRACTIONATING
COLUMN
SATURANTS ROOFING
PAINTS
ELECTRODES
COATINGS ENAMELS
FUEL
BRIQUETTES
A SIMPLIFIED SCHEMATIC PRESENTATION OF ONLY ONE
OF A NUMBER OF PROCESSES FOR REFINING TAR
ELECTRODES
CORE COMPOUNDS
RUBBER
COMPOUNDS
Figure S. Simplified flow chart showing production of road tan from bituminov* coal.
Penetration grade
AP No.
40-50
*50-ao
00-70
70-85
7
6
5
4
85-100
100-120
120-150
3
2
1
Medium
150-200
200-300
0
00
Soft
Hard
*
11
TW
Viteotity Grade
Mixing Ability
Anionic
RS
MS
SS
Cationic
-Vole
RS-1, RS-2
MS-2
SS-1. SS-lh
Spraying
Mixing and spraying
Mixing and spraying
i
12
ROAD TARS
10
II
12
5
200300
ASPHALT CEMENT
RC.MC RC.MC
SC-0
SC-I
SC-2
RC.MC RC.MC
SC-3 SC4
RC.MC
a
SC-3
OLD GRADES
MC-30 RC. MC
SC-70
RC,
MC
SC 290
RC. MC
RC.MC
SC-800
30^3000
NEW GRADES
Figure 4. Viscosity companion* of bitumen*.
14
CHAPTER 4
BITUMINOUS DESIGN
Table I. Recommended Use of Bitumens for Bituminous Road Construction (Average Fair-Weather Construction)1
Qrade or Designation
CBAiphalt Cutback'
PurpoM or um
RC
Rapid curing
lie
Medium curing
8C
Slow curing
AO
Aiphalt cement
with a penetra
tion of
AS
Anionic and
catlonlc
aaphalt
emulsion
SS-l.lh
RC-70, 250
RC-250, 800,
3000
RT-1
RT-2
MC-30
RC-250, 800
MC-70
SC-70
MC-250
MC-250,800
SC-250
RT-3
200-300
MC-250, 800
MC-800
RS-1,2
RT-4
RT-4, 5, , 7, 8, 9
R8-l,2
120-150,
200-300
RT-6, 7, 8, 9, 10
.....
MC-250,800
MC-250
SC-800
SC-250
1 PrtY'llln temperature during construction also affects selection of bitumen and may be the determining factor rather than its* and gradation of
cIauTkION:
Do not overheat aggregate when outbacks are uade to produce hot mines. Conversion chart between old and new liquid grades ia
figure 4.
15
Table I. Recommended Ue o) Bitumen* for Bituminous Road Construction (Average Fair-Weather Construction)
Continued l
Grade or Designation
CB--Asphalt Outback'
P"rpoae or iw
RO
Rapid curing
Mixed-in-placeRoad mix
Open-graded aggregate:
Sand
Maximum diameter 1
in., high percentage
passing No. 10.
RC-70, 260
MO
Medium curing
BO
Slow curing
85-100
Penetration macadam:
Cold weather
Hot weataher
MS-2
MS-2
RT-7
MC-250
8C-250
8S-lh
RT-5, o, 7
MC-250, 800
SC-250, m
SS-1
RT-6, 7, 8, 0
MC-800
MC-250
SC-800
SC-250
MS-2
RT-5, 6, 7, 8, or
RTCB-5, .
RC-250, 800
MS-2
RC-800
RC-800,3000
--^_
SC-800
MS-2
--
MC-800
SC-800
SS-1
MC-800
SC-800
SS-1
MC-30
MC-3000
8C-70
SC-3000
RC-3000
ST-RTCB
Road tar and
road tar cutback
RT-
MC-800
RC-250
AR
Anionic and
cationic
asphalt
emulsion
MC-800
RC-250, 800
Dense-graded aggregate:
High percentage passing
No. 200
Maximum diameter 1 in.,
medium percentage pass
ing No. 200.
Premix or cold patch:
Open-graded aggregate
Dense-graded aggregate
Cold-laid plant mix :
Open-graded aggregate:
Sand
Maximum diameter 1 in.,
high percentage passing
No. 10.
Macadam aggregate
Dense-graded agagregate:
High percentage pass
ing No. 200
Maximum diametaer 1
in., medium percent
age passing No. 200
Aggregate precoating fol
lowed with asphalt.
AC
Asphalt cement
with a penetra
tion of
RC-800,3000
.
SC-3000
85-100,
120-150
120-150
85-100
RT-5, 6, 7, 8,0
RT-11, 12
RS-1
RS-1
RT-10, 11
RT-12
of bitumen and may be the determining factor rather than star and
produce hot mixes. Conversion chart betwwn old and new liquid grades
16
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100x12.5
= 44.7 or 45 percent
100-72
28
(5) The total of the "percent used" column
must always be 100 for all trials. If only
three aggregates are being blended, the
intermediate aggregate "percent used" may
be found by subtracting the two "percent
used" figures already determined from 100.
If more than three gradations are being
blended, the two predetermined "percent
used" figures are subtracted from 100 and
divided by the number of intermediate
gradations. This yields a trial "percent
used" for each gradation.
Example: The percent used for the coarse aggregate
is 48 and for the fine aggregate is 4.
There are two intermediate aggregates
(FA and FRBS)
Solution: Intermediate percent used = % (100-45T=100x
-f=
26
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Table 111. Criteria for Determination of Optimum Bitumen Content (Marshall Method)
Point on curve
Test
property
Stability
Unit weight ..
Flow
Percent void*
total mix.
Percent voids
filled with
bitumen.
Type of mix
Criteria
Peak of curve
Peak of curve *
Peak of curve
Peak of curve
Not used
Peak of curve
Not used
Not used
Not used
4
(3)
6
(4)
6
(5)
80
(86)
70
(76)
70
(76)
Peak of curve
Peak of curve *
500 lb or higher
600 lb or higher
600 lb or higher
Not used
Not used
Not used
20 or less
20 or less
20 or less
3-5
(2-4)
4-6
(3-6)
6-7
(4-6)
75-85 (80-90)
66-75 (70-80)
65-75 (70-80)
1800 lb or higher
1800 lb or higher
Peak of curve
Not used
Not used
Not used
Not used
4
(3)
0
(5)
(-)
76
60
(80)
(66)'
(-)
Not used
Not used
Not used
16 or less
16 or less
16 or less
3-5
(2-4)
5-7
(4-8)
...
(...)
70-80 (75-S5)
60-70 (65-75)
(
)
1 Flgurei In parentheses ire for use with bulk Impregnated specific gravity (water abaorptlon by aggregate greater than 1.6 percent).
'If
'It the Inclusion
Inclualon of aaphalt
asphalt contenta of these pointa In the average causes
cause* the voids
vi " total mix to' falToutaide the limits, then the optimum at|
content should be adjusted so that the volda total mil are within the limits.
*i
32
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00
Figure 9. Bituminous Mix Curvet {DD Form It19) , summary of design test properties.
35
Value
Tett property
Stability
Flow
Percent voids total mix
Percent voids filled with bitumen
Actual
Dtrirti ,
2020.
1800 -fl
16 -
IDS
4.2
3-5
72.3
70-80
Solution:
Percent of mix =
/ 100-percent of bitumen \
i ,
I
J00
J X percent of aggregate
100-percent of bitumen
100
100-5.5 _ 94.5
= 0.945
100
100
Component
CA
FA
FRBS
LSD
AC
Total
.Voir
40
30
25
5
Percent 0/
mix
x 0.945
x 0.945
x 0.945
x 0.945
37.8
28.4
23.6
47
--
55
100.0
<
36
4
CHAPTER 5
EQUIPMENT USED FOR BITUMINOUS OPERATIONS
NOTE COLLECTION
OF ASPHALT
VAPORS IN THE
PIT
LEVEL
LOCATION
WRONG WAY
c
t
NOTE VENTILATION
AND REMOVAL
OF ASPHALT VAPORS
FROM LOADING SITE
SIDEHILL
LOCATION
RIGHT WAY
Figure 10. Proper central plant location to avoid explosion hazard.
FRONT JACK
LEGS
39
>
41
Figure IS. Model 866 gradation control unit with Model 880 hot (second) elevator on right, 80- to 120-1TH set.
42
Figure 16. Model 848 mixer with Model 880 hot (third) elevator on right, 80- to 110-TPH *et.
0
43
fif
TM
0o-u1r0-1bin TM
used,
is
hopper
0TM
-3010-,0 -1,P
Related
manual
TM
0-000,
0-001,
0-1370.
TM
0-5043
this
include
Specs
asa of
dryer.
the
component
TM
0-3090-043-10
TM
0-100
TM
0-100
TB
0-0 0-1
'TM
3010-30 -0?
TM
0-30 -0 -10
TM
0-30 0-0 -10
incusereased
by
of
iThis
also
ncas
aluded of
dryer.
the
component Height
iThis
also
ncas
aluded of
dryer.
the
component
TM
0-1016
TM
0-1016
cbitumen
To
f3
ost3e
nop
tinued
and
To
tanks
bitumen
steam
con ect
models
plant.
have
models
Older
steama Newer
oil
hot
have
system.
a
asctaesndorairesd.
Remark*
ltO-TPH
Ike
Set.
Paving
C00IV.
Table
of
to
omponent*
of
Component Inter mediatetP
1.1
X
Hifh- type
1.1
X
feeder
from
To
deliver
to
ag regate
3,
heat
and
ag regate
to
To
from
amgor.etmugoravte , desired
fines
exhaust
dryer
reclaim
To
from
and
dryer
from
To
agmoveregate gradation
unit
control
dust
to
con
in
of
gradation
control
To
ag regates
31
the
and
unit
control
tion
grada
the
from
To
deliver
ag regate fines
iele
To
fines
third
the
nto
troduce
and
bitumen
combine
To
ag regate
various
heat
supply
To
the
units
to
eTo
first
feed
lto
aegvarteogra.te
dust
nreduce
uto
isgases;
ance.
of
plant
units
other
plant.
to
binto
mix.
hot
ituaminous
Purpose
plant.
asphalt
the
of
the
feeder
mixer.
to
plant.
of
eration
bmix.
ituminous
unit.
trol
dryer.
vator.
temp.
Number required
lset
4
Model number
010 01
013
037
007
A
00
00
00
control
Gradation
control
it
Dusti
fing,
our3-bin.
dryer
Ag regate
040
(cold
elevator
First
reciprocat
Feeder,
080
(hot
Third
elevator
equipment
Piping
elevat3
Second
e(hot
levator).
Asphalt
mixer
plant
Heating
feeder
Fines
Description
elevator).
tank'
St3age
4,00
elevator).
gallon.
unit.
Unit
03
10
o
- u
z I-
If
0
M
,*
as 1
n
*!
ll
ll
,S ?
Oa
- -
<o
0 K
<6 Z
OO
U
II
i
><
45
(OR
PORTABLE
BELT
CONVEYOR)
BIN
FEEDERS
0,
3
OAR
COLD
ELEVATOR
Figure
S19.
diagram
cof
the
h80ltO-TPH
eto
imntaetrmiedciate-lVPe
plant.
DRYER
{OR
PORTABLE
CONVEYOR)
HOT
ELEVATOR
OVER APRON
TRUCK
SURGE
HOPPER MOUNTED
FEEDER
MIXER
WITH
*M 6WCVATQP.
RECIPROCATING
49
Aggregate
elevator
(bucket loader).
Number
of unit*
PurpoM
Is
LU
at
O
c (
%
5
s
"5
|e
2
II
at
LU
I1 .aI
CX)
s
s
s
GO
o
3
50
En
043
043
040
040
040
040
040
040
040
040
040
040
040
040
040
040
040
040
040
040
a* tar 30
00
30
30
00
00
00
00
00
00
00
30
30
00
00
00
30
30
00
00
n* tar 30
30
30
30
30
30
30
30
x.Q
30
30
30
30
30
30
30
30
30
30
30
tar
tar
00
00
30
tar
000
00
30 00 30
30
00
30
000
30
00 300 00
30
00
30
000
00
00
00
00
00
00
00
00
30 00 30
30
30
30
30
30
30
30
30
30
30 00 30 00 30 00 30 00 30 00 30 00 30 00 30 00 30 00 30 00 30 30 30 00 30 30 30 00 30 00 30 00 30 00 30 00 30 00 30 00
00 10 03 10 03 10 03 10 03 10 03 10 03 10 03 10 03
10 03 10 03 10 03 10 00 10 00 10 03 10 03 10 00 10 00 10 00 10 03
w tar 10
tar
13 00 13 00 13 00 313 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00 13 00
tar
13 040 13 040 30 040. 13 040 30 040 30 040 30 040 13 040 30 040 30 040 13 040 13 040 13 040 13 040 13 040 13 040 30 040 13 040 30 040 30 040
ir tat 10 00 10 30 10 00 10 00 00 00 10 00 10 00 00 00 00 30 10 00 10 00 10 00 10 00 10 00 10 00 10 00 10 30 10 30 10 00 00 00
chart.
TFigure
atl.
chometer
it
tar
140 30 140 30 140 30 140 30 140 30 140 30 140 30 140 30 140 30 140 30 140 30 140 30 140 30
140 30 140 30 140 30 140 30 140 30 140 30
3 30
tar
03 30 30 30 00 30 00 30 00 30 00 30 30 30 00 30 30 30 30 30 00 30 00 30 00 30 30 30 30 190 30 30 30 30 30 30 30 30 00 30
tar
10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10
tat
3
tat
30 00 30 00 30 00 30 00 30 00 30 00 30 00 30 00 30 00
10 00 30 00 10 T0 30 00 10 00 30 00 10 00 30
30 00 10 00 10
10 10 00 00 00 10 00 10 00 10 00 10 00 10 00 00 00 00 00 10 00 10 00 10 00 10 00 10 00 10 00 10 00 00 00 10 00 00 00 10
130 3 10 3 10 3 10 3 10 3 10 3 10 3 10
r tar 3 10 3 10 3 10 3 10 3 10 3 10 3 10 3 10 3 10 3 10 3 10 3 10 3
r hi 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 10 0 10 80 10 0 10 0 10 0 10 0 10 0 10
000 100
X
*i
30 040
340 10 03 10 00 30 30 10 10 00 13 00 00 3 10 0 10 0 00 3 00 3 3 0 0
30 40 00
40 30
/J 3 0 0 30 40
1/0 303 1/0 303 1/0 303 1/0 303 1/0 303 00 303 1/0 303 1/0 303 08 303 1/0 303 1/0 303 00 303 1/0 303 00 303 1/0 303 1/0 303 1/0 3/3 1/8 303 00 303 1/0 303
.0 .10 .00 .0 .0 .0 .30 .30 .40 .40 .0 .00 .3 .3 .3 .3 .0 .0 .0 .0 .3 .3 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 0.0 0.00 0.0 0.00 3.0 3.0
. .
I
direction
ROLLERS PUStl
TRUCK TIRES
SPREADING
SCREWS
BURNER
^A
THICKNESS
CONTROL
ADJUSTABLE
GATES
RECEIVING
'HOPPER
PIN/SHED
PAVEMENT
\
CRAWLER
PIVOT
I
57
DIRECTION OF ROLLING!
PUSHING
NOTE DISPLACED MATERIAL'
WEIGHT
DIRECTION OF ROLLING
i
Figure 36. Typical motor grader.
60
>
V THIRD READING
FIRST READING
y//////////////////////M^^
FOURTH READING
SECOND READING
METHOD OF OVERLAPPING
STRAIGHTEDGE
v//mw^my/wmmmmmm//mmmw/w^
TRUE READING
Figure 41. Straightedge reading.
62
4
CHAPTER 6
PRODUCTION AND LAYDOWN
OF BITUMINOUS MATERIALS
Section I. INTRODUCTION
53. Bituminous Construction
A bituminous pavement (wearing surface) is a
compacted mass of bituminous material and aggre
gate. Bituminous pavement may be constructed in
one or more layers, with each layer usually 1 inch
or greater in thickness. However, the laying of a
thicker pavement in smaller lifts allows better com
paction and therefore greater densities in the entire
pavement mat. The layers distribute the load over
the base through the interlocking action of the
aggregate. Bituminous pavements are dependent
on the, base course for their load-carrying capac
ity. Bituminous pavements should be constructed
er suitable base and subbase courses that will
3t be subject to excessive settling or deformation.
The three types most widely used in the theater
of operations are penetration macadam, road mix
(mixed-in-place) , and plant mix (hot-mixed, hotlaid plant mixes, and hot-and-cold-mixed, coldlaid plant mixes) . This chapter discusses prime and
tack coats, surface treatments, and production and
laydown of bituminous pavements.
t ^ \"S
SWEEPING
TACK OR PRIME
APPLICATION
Figure 45. Sequence oj operation* for the application of prime and tack coat*.
(From "Bituminous Construction Handbook," courtesy of Barber-Greene Company.)
figure ifi. Applying a prime coat to an airfield runway with a bituminout dittribulor.
CURING
hour curing period indicates that the base is overprimed. This condition may be corrected by
spreading a light, uniform layer of clean, dry sand
over the prime coat to absorb the excess material.
Application of the sand is usually followed by light
rolling and brooming. Excess prime held in minor
depressions should be corrected by an application of
clean, dry sand. Any loose sand should be lightly
broomed from the surface before the wearing sur
face is laid.
63. Curing
The primed base should be adequately cured
before the surface course is laid. In general, a mini
64. Protection
The soil base that is to be covered by a bituminous
wearing .surface should be barricaded to prevent
traffic from carrying dust or mud onto the surface
both before and after priming. If it is necessary to
open the primed base course to traffic before it has
completely cured, a light sand may be used as
described in paragraph 62 to absorb the excess
material.
66. Materials
Bituminous materials usually used for tack coats
are given in table I. Rapid-curing cutbacks, road
tar cutbacks, rapid-setting emulsions, and medium
asphalt cements are generally suitable for a tack
coat. RC grades 250 or 800 are most satisfactory
because they become tacky rapidly. Because rapidcuring cutbacks are highly flammable, safety pre
cautions prescribed for handling bituminous mate
rials must be followed. Emulsions can be used in
warm weather. If facilities are available, 200 to
300 penetration grade asphalt cement may be used
with excellent results.
67. Application
a. Surface Preparation. The existing surface must
be swept clean to permit the tack coat to adhere
to it.
b. Method and Rate. The tack coat is applied
with a bituminous distributor as described in para-
68. Curing
The tack coat should be completely cured before
the surface course is laid. A few hours should be
sufficient for curing. A properly cured surface will
feel tacky to the touch; further curing is required
if the cutback or emulsion comes off easily under
light finger pressure. If the wearing surface is laid
before the tack coat has become tacky, the volatile
substances may act as a lubricant and prevent bond
ing with the wearing surface. If the tack coat hard
ens, the heat from a hot bituminous mix or the
cutterstock in asphalt cutback will usually soften
it enough for a bond to develop between the old
and the new surface. A tack coat that becomes
coated with dust will not bond with the wearing
surface unless the dust is broomed from the sur
face.
*
68
69. Protection
The existing surface that is to be covered by a
ituminous wearing surface should be barricaded
to prevent traffic from carrying dust or mud onto
the surface either before or after the tack coat is
applied. Should it become necessary for traffic to
>
^ ^ -\ -n
SWEEPING
,gasa
AND
CURING
PRIMING
BINDER
APPLICATION
&fea -gg.
uwjunmuii
AGGREGATE
APPLICATION
ROLLING
AND
BROOM
DRAGGING
76. Rolling
While drag brooming (fig. 49) is being performed
the surface is rolled with a 5- to 8-ton roller. A
heavier roller is likely to crush the aggregate rather
than embed the particles in the bitumen. Crushing
is to be avoided because crushed particles change
Table VI. Quantities of Aggregate and Bitumen for Single Surface Treatments
Material
Aggregate ...
Bitumen
Unit of
measurement
Lb per sq yd
Gal per sq yd
Oradatlon designations
No. tt-A
Mo. I-B
No. 16-A
No. SS-B
No. IS-A
85-45
038-0.45
35-45
035-0.45
35-35
035-035
35-35
035-035
15-25
0.15-035
No. J7-B
No. IT-0
10-15
0.10-0.15
10-20
0.10-030
4
70
71
Aggregate
(lb per q
yd). Ant
preading
No.23-A
No.25-A
0.45-0.55
45-55
No.24-A
No.26-A
0.40-0.50
40-50
No.25-A
No.27-A
0.35-0.45
35-45
Gradation
design*.
tioni
Bitumen
(gal per aq
v<i ), second
application
Aggregate
(lb per q
yd), second
preading
0.2-0.3
15-25
02-03
15-25
03-03
15-25
1
72
82. Materials
a. Bituminous Materials. Bituminous materials
that may be used for penetration macadam wear
ing surfaces are given in table I. Emulsions are
sometimes used for penetration macadam base
courses.
b. Aggregate. Three sizes of aggregates are used
in the construction of a penetration macadam:
Macadam aggregate (coarse) ; uniformly graded
keystone (intermediate aggregate) ; and uniformly
graded fine aggregate, or chokestone (stone chips
or clean, coarse sand). Coarse aggregate and key
stone should consist of clean, tough, durable par
ticles or fragments of stone or crushed slag.
Recommended gradations for penetration macadam
wearing surfaces are given in table II.
83. Construction Procedure
Penetration macadam surface courses must be
constructed on a dry base course when the aggre
gate is dry, the atmospheric temperature is about
60 F., and the weather is not foggy or rainy. The
method of constructing penetration macadam pave
ments is discussed in paragraphs 84 through 98.
Sequence of operations (fig. 50) is as follows:
a. Inspect the base, and recondition as necessary.
b. Prime the base if waterproofing or consolida
tion of the top of the base is necessary. (Use a
tack coat if penetration macadam is to be used
over an existing pavement as a base.)
c. Spread macadam aggregate.
d. Roll.
e. Apply first application of bitumen.
/. Apply keystone.
g. Drag broom and roll.
h. Apply second application of bitumen,
t. Apply chokestone.
;,. Drag broom, roll, and hand broom the surface.
k. Apply surface treatment when additional
waterproofing is necessary.
84. Reconditioning the Base Course
Inspect the base for criteria given in paragraph
58. Discrepancies of defective areas in the base
that may exist or develop during construction must
be corrected. Penetration macadam pavements must
be built over well-compacted, adequate bases. All
dust and debris must be swept from the surface of
the base so that the prime coat will be absorbed
by the base. A tack coat may be used when pene
tration macadam is constructed on an existing pave
ment, although it may not be necessary.
85. Edges of Wearing Surface
If time is of greater importance than materials
conservation and appearance, the procedures out
lined herein may be omitted. However, some type
of shoulders should be placed as soon as possible.
a. With Side Forms. Where no permanent edg
ings, curbs, or gutters are present, side forms,
securely staked and backed with earth or other ma
terial, may be installed in advance of the spreading
of coarse aggregate. Side forms may be either wood
or metal, constructed so that they can be securely
and rigidly fastened in place to the lines and grades
specified. The forms should be sufficient in num
ber and length to properly accommodate the con
trol construction. Ten-foot to twelve-foot lengths
should be used except on curves having a radius of
150 feet or less, where sections of 5 feet are accept
able. The depth of the forms should be Vi inch
less than the depth of the finished pavement. Side
forms should be backed with earth or other suit
able materials on the berm side to a width of not
less than 2 feet, and to such height .that, when
thoroughly compacted, the backing will be approxi
mately the same as the thickness of the compacted
wearing course.
b. Without Side Forms. If well -compacted shoul
ders of earth or other approved material are to be
constructed before the coarse aggregate is spread,
73
SWEEPING
o
FIRST
AGGREGATE
APPLICATION
FIRST
ROLLING
SECOND
AGGREGATE
APPLICATION
SECOND
ROLLING
FIRST
BINDER
APPLICATION
SECOND
BINDER
APPLICATION
%fao,
THIRD
AGGREGATE
APPLICATION
FINAL
ROLLING
AND
BROOM
DRAGGING
<
74
17-A
18-A
19-A
Percent bitumen
(by wright)
5.0-8.0*
5j0-85*
5.0-9.0*
77
SWEEPING
PRIMING
nw
*ab,
AND
CURING
AGGREGATE
APPLICATION
.'.An
**^Sa fea
*m.
AGGREGATE DRYING
MIXING
SPREADING MIX
ROLLING
Figure 61. Sequence of operation* for the construction of a typical road-mix pavement.
(From "Bituminous Construction Handbook," courtesy of Barber-Greene Company.)
Figvre St. Typical travel plant mixing a road-mix pavement at an airfield tite.
80
IAND
0
PLANTS
ITEMS
BATCH
TO
A24
ARE
PNCL.
LICABLE
ITEMS
T
0
IARE
AALL
TO
PLANTS.
TYPES
NCL.
PITEMS
1
LOICABLE
VOPLANTS
RLEUSMPECTRIVIECLY.
to s
a,o
e3 a.
|5"s- SS S
I
<4^&^^
SWEEPING
PRIMING OR
TACKING
>k
AND
CURING
*o
DELIVERY AND
SPREADING OF MIX
ROLLING
Ai i
.-
UfiBAUBBB
90
atly. If the condition is limited to surface checkg and if the checking persists in spite of mix
design changes, it may be corrected by scratching
the surface lightly. One method that has been suc
cessful is to fasten stiff-bristled push brooms on a
light timber, such as a 2 by 4, the length of the
lane width, and to drag the surface 2 or 3 feet
behind the spreader. The broom should be in
clined slightly to prevent the bristles from goug
ing the pavement.
126. Rolling
Rollers should be wet to prevent the mix from
sticking to them. A number of clean boards should
be used at the end of the lane of sufficient length
to support the roller to prevent contact with the
base. The boards should be as thick as the loose
depth of the pavement to be rolled or they should
be ramped to meet it. The wheels of the roller
should be completely clean before the roller moves
from the boards to the mix. Rolling freshly laid
pavement should be accomplished when the de
sired density can be obtained without raveling Or
blistering. Time periods required for rolling after
pavement is laid may vary greatly, depending on
^th
the thickness of pavement and weather conditions.
he following subparagraphs describe the method
of )llinghot mix:
a. Techniques of Rolling. Initial rolling (break
down rolling) should always be accomplished before
the surface has cooled to avoid surface checking,
which is difficult to correct. Initial rolling is usually
performed with the three-wheel roller. Rolling
should be performed with the power wheel for
ward or nearest the finisher (fig. 34)- This will cause
the mat to be tucked under the roller wheels in
stead of being pushed as when the tiller wheel is in
front. If the mat as a whole is too cold, proper
density cannot be secured. Ordinarily, the roller
should follow the spreader closely. If the mix is too
hot, the surface may blister as a result of the water
boiling off the wheels and the mix then sticking to
the dry wheels. Where this occurs, the mix should
be loosened with rakes to a depth of about % inch
over an area somewhat larger than the blister, and
raked smooth. For best results, rolling techniques
should be varied with mix characteristics and other
conditions. Hot mix is a sensitive material, and few
mixes react to the rollers in identical fashion. The
rear wheels of the three-wheel roller supply most
of the compaction, although when some mixes are
very hot, they will not take the rear wheels with
3
3
8
-S
I
1
I
g
is.
a
I
o
93
COMPACTED
NEW SURFACE
HO* PREVIOUS PASS
UNCOMPACTED
NEW SURFACE
JUST PLACED
CHAPTER 7
FIELD MANUFACTURE OF ASPHALT CUTBACKS
140. Introduction
Various types and grades of asphalt cutbacks can
be manufactured in the field with standard equip
ment, and thinner cutbacks can be produced from
the more viscous grades. Field manufacture of SC
and MC, however, is more practicable than field
manufacture of RC because of the rapid evapora
tion of gasoline from RC and because there is
greater danger of fire or explosion from the gaso
line.
142. Safety
141. Equipmont and Production Rate
Equipment used for field manufacture of asphalt
cutback is listed in table IX. Rate of production
*usually controlled by the speed with which asalt cement can be emptied from the drums and
ated in the asphalt kettles to suitable tempera
tures for pumping. Production rate for the 750gallon kettle is about 250 gallons per hour; for the
165-gallon kettle, about 40 gallons per hour. Sug
gested arrangements of equipment for use of 750-
Function
The 750-gallon kettle is used to heat bitumen for the field manufacture
of asphalt cutback.
The 165-gallon kettle is used to heat small quantities of bitumen.
I"
TOCX SHED
DRAINAGE OUTLET
DISTRIRUTOR OUTLETS
r cutterstock pwng
fuel supply
for rurners
JO-GPM PORTARU
GASOLINE-DISPENSING PUMP
ASPHALT KETTLE
750 GAL.
SKIDMOUNTED
PROPORTIONING TANK
730,GAL I,COMPARTMENT
1,000 GAL WATER DISTRIIUTOR
OR 750,GAL SKID TANK
SLOPE lOnOM OP TANK
J" TOWARD OUTUTT
3" STEAM-JACKETED PIPE
mi
^
ELEVATION
I
101
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pas
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juiof
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pjosasp p
as
i I
5 I
S3
I
109
104
Asphalt Outback
Penetration Grade
Type
Rapid
Curing
(RC)
Medium
Curing
(MC)
Slow
Curing
<8C)1
Grade
70
380
800
3000
30
70
250
800
3000
70
260
800
3000
Limit!
Preferred
00-160
85-100
86-200
120-160
120-300
200-300
Percent
of toul
volume
UmoIIim
or
naphtha
66
76
83
87
64
64
74
82
86
60
60
70
80
36
26
17
13
Kerotene
or
Jet fuel "
Fuel or
diesel oil
or similar
material
46
36
26
18
14
60
40
30
20
1 Percentages of cutterstock contained In the different trades of slow,curing oils may vary with the type of cutterstock or the method of manufacture.
'Jet fuel should be used as a field expedient for kerosene when the latter Is not available.
46x1,000
= 836 gal
55
10*
T.
Then
Y
3200
X= 100(46-14)
(100-14) =-86~
I
107
CHAPTER 8
MATERIALS ESTIMATES
145. Introduction
G = 13,860 gallons
B = Lx(W-r2)xR;,x(1.00-rHb)barreU
where:
360
where:
0= gallons of bitumen primer.
B= barrels of bitumen primer.
L= length of treated section in feet.
(Miles may be converted by multi
plying by 5,280.)
W= width of treated surface in feet.
G = gallons of bitumen.
B = barrels of bitumen.
L= length of treated section in feet.
W = width of treated section in feet.
Rb=rate of application of bitumen in
gallons per square yard.
Hb= handling loss factor for bitumen.
<
lOt
B_ (2x5,280x23x2.3x (1.0+0.05)
360
B= 1629.32, or 1630 barrels
.,10,560x23x3x1.5x1.10
324
V= 3710.7, or 3711 cubic yards
LxWxFPTxUW
tons if the unit weight of the
24,000
(8-8)
LxWxFPT
plant mix is known, or T=
w
T=
(8-9)
>
110
G,=
'
= 10.6 miles
Ill
CHAPTER 9
MAINTENANCE AND REPAIR OF BITUMINOUS WEARING SURFACES
Section I. INTRODUCTION
1 53. Need For Maintenance
a. Maintenance and repair of roads and airfields
are particularly important because of increased mo
bility in modern warfare. Damage caused by the
weight of heavy loads, by the abrasive action of
military traffic, and by combat conditions must be
repaired as quickly as possible. The repairs must
often be made under difficulties, such as shortages
of men, materials, and equipment; a lack of time;
and the possibility of continuing or imminent attack.
b. Continous maintenance cannot be overempha
sized. Small repairs made immediately are much
cheaper in all aspects to major repairs made at a
later date.
1 54. Principles of Maintenance and Repair
a. For effective results, the cause of failure must
be corrected. If surface repairs are undertaken
without correcting a defective subgrade or base,
the damage will reappear within a short time and
is likely to become more extensive. A minor main
tenance job that is postponed is likely to develop
into a major repair job involving subgrade, base
course, and wearing surface. Surface repair without
correction of the basic cause is justifiable only as
a temporary measure to meet immediate needs
under combat conditions or other urgency.
b. Maintenance and repair of existing surfaces
should conform as closely as possible to original
specifications for strength, appearance, texture, and
design. If the original specifications are disre
garded, recurring maintenance may be necessary on
areas that are below standard or differences in
wear and traffic impact may result from spot
strengthening.
c. Priority for maintenance and repair depends
on tactical requirements, traffic volume, and the
112
158. Disintegration
Disintegration, or decomposition of the surface,
may be the result of hardening of the bituminous
film, insufficient bitumen, or stripping of the bitu
men.
a. Hardening of Bituminous Film. The asphalt
film starts to harden at the time the bitumen is
applied, and the process continues during the entire
life of the surface. This process is usually referred
to as oxidation. Continuous exposure to the weather
slowly hardens the bitumen, which loses its resil
iency and becomes brittle. To anticipate failure
from oxidation, the yearly decrease in penetration
residue, or rate of oxidation, should be estimated
and checked periodically. Loss of penetration value
from oxidation for 3 years might be anticipated as
shown in the following example:
Example: Material with an initial penetration resi
due of 60 would be expected to harden
in a temperate climate as shown below.
If the rate of oxidation remains above
30, failure from oxidation is unlikely to
occur. A rate of less than 20 indicates
Placement
End of first year
End of second year
End of third year
Percent Ion
Rate of oxidation
(Penetration
reeidue)
30
10
10
5
48
42
36
33
141. Pothole*
Potholes are the most frequent type of failure
found in bituminous wearing surfaces. Potholes
may be caused by defective drainage, frost action
in the base, settlement of the base, or heavy traffic.
A small pothole may be surrounded by a large
area that is progressively failing. A pothole may be
repaired with a hot or cold premix patch or a pene
tration patch (paras. 169-177). If a large area has
many potholes, the paving system must be entirely
reworked or replaced, depending on the type of
bituminous material used in the original pavement.
162. Raveling
Raveling occurs when the bond breaks down
between the aggregate and the bitumen. Raveling
is disintegration of the surface, with the damage
starting at the top. Raveling is frequently caused
by a bitumen that becomes brittle and can no longer
bind the aggregate together. A scorched bitumen
or any of the factors that cause disintegration may
produce raveling. Raveling is repaired by applying
a skin patch or a seal coat (paras. 177 and 178).
1*3. Cracking
Surface cracking first appears as minute hairline
cracks visible only under careful scrutiny. The
cracks run lengthwise of the road and appear to be
more numerous toward the edges of the traveled
area. Surface water may seep through the cracks
to the base and cause serious base failure and the
formation of potholes. Cracks wider than y8 inch
are filled with a lean sand-asphalt mix of 2 to 3
percent MC-250, RC-250, or RT-4, and a finegraded sand. Cracks are cleaned with compressed
air. The sand-asphalt mix is broomed into the
cracks until they are full, and tamped with a spad
ing tool. The filled cracks are sealed with RC-70,
RC-250, or RT-6, and covered with sand. Infre
quent small cracks are also filled with RC-70,
RC-250, RT-6, RS-1, or RS-2. When surface
cracks and checks are so extensive that water seeps
through the cracks into the base course and endan
gers the pavement, a sand seal is applied. The
114
165. Corrugation
Corrugation of a bituminous wearing surface may
be caused by any of the conditions discussed in
the preceding paragraph and corrected in the samek
manner. Corrugation of a surface treatment fre-^
quently occurs when the bond has been broken
between the surface and the underlying course. To
repair this defect, the surface should be removed,
the base reconditioned and primed, and a new
surface treatment applied.
166. Burned Areas
Bituminous materials that have been burned or
overheated in processing the mix become brittle
and lifeless. The full depth of the pavement course
constructed from such material must be removed
and replaced.
167. Bleeding
Bituminous surfaces frequently bleed, or exude
bitumen, in hot weather. Bleeding causes a slippery
condition that is hazardous to traffic and may pos
sibly cause the surface to become rutted and
grooved. This condition should be remedied as
quickly as possible. If bleeding is caused by too
much bitumen or by inadequate curing, the wearing
surface must be replaced or reworked. As an expe
dient method for light bleeding, a light, uniform
Sieve
designation
II. Dense,graded
plant mixes
(short storage)
Gradation
1-1
1-inch
i-inch
1-inch
i-inch
No. 4
No. 8
No. 10
No. 200
100
86-95
76-86
50r70
40-40
35-60
5-10
I-S
100
86-96
75-90
66-76
40-60
36-60
5-12
I-t
100
86-90
66-76
46-66
36-60
6-10
1-4
II-l
100
85-95
60-80
60-70
40-65
5-13
100
80-85
66-76
36-50
25-90
20-35
2-7
li-
100
80-86
40-55
30-45
25-40
2-7
I1I-1
III-*
100
90-100
60-85
30-65
5-25
0-5
100
85-100
10-30
0-10
)
IIS
:,!.'.' '!'''..
.,."j.".,
**:
^: SURFACE]:^
.'.i*;.
.^SHOULDER
"fr&tt.v.ADD KEY IF FAILURE
##V#>:iS AT SHOULDER
ii.*:.i?f.y7.
f-rr*r
P&ttffft
v/A'.V.'.y.v.'.v.'V
*
119
53
I
<
2s-
3 Ml
SB
00
00
00
00
"?
<7
I 4 A 4
g
3,
-s
"to'-
IO
M
W>
f-4
S
-l
U>
S
<4
!
*5
S ! S
6
I
iton.
s.
8.
No.
4
to
|
iton.
No.
0
No.
16
No.
0
4 i 4
J. si
4
5
c
6
o .*
. o
*5
T?5
ifljn
i
120
A 79. Introduction
Bombs, shells, land mines, and cratering charges
may produce extensive craters in roads and air
fields. The use of brick for expedient repair of
craters is discussed in part four. Surface damage
presents no unusual repair problem, but the ex
plosion may displace large areas of subgrade or
cause instability. Drainage also may be disrupted
so that water penetrating the broken surface ac
cumulates and further softens the subgrade. Satis
factory repairs require the restoration of subgrade
stability to support the traffic and prevent undue
settling of the surface after repairs have been com
pleted.
180. Procedure
Procedures for repairing a crater are as follows:
a. All damaged surfacing around the edge of the
crater should be removed, as well as surfacing that
is not firmly bonded to the base course.
6. Surface and base course should be trimmed
to a sound vertical edge.
c. Water, mud, and debris should be removed
from the crater and its sides trimmed.
d. The crater should be filled with successive
6- to 8-inch layers up to the original level of the
subgrade. Each layer should be thoroughly tamped
and compacted with hand or pneumatic tamping
tools. A'+er the material has reached a suitable
level, compaction equipment can be pulled or driven
across the crater. Dozers may be used for com
pacting granular materials, but because they exert
low-unit pressures, they are not satisfactory for
general compaction.
e. Base course and surface should be repaired.
WEARING COURSE
/
X
w3a#$2w;^j&?gmQee5?ai*zz;
BASE COURSE
CRATER LINE
/
WEARING COURSE,
X
!&Eft7^^H5&<*3^
BASE COURSE
>
111
PART THREE
PORTLAND CEMENT CONCRETE PAVEMENTS
CHAPTER 10
MATERIALS
183. Hydration
When cement and water are combined, a chemi
cal reaction takes place in which heat is liberated.
This is known as hydration. Strength of the con
crete begins with hydration and continues to in
crease as long as hydration continues. At the end
of a 28-day period, the relative strength increase
tends to level off.
122
)
121
195. Characteristics
a. Requirements. To produce finished concrete
of high quality, aggregate should be clean, hard,
strong, durabje, and round or cubical in shape.
These characteristics are discussed below. Tests for
bulk specific gravity, (saturated-surface-dry) and
absorption of both fine and coarse aggregate, for
surface moisture of fine aggregate, and for organic
matter in sand are described in TM 5-530.
b. Cleanliness. Harmful ingredients, such as or
ganic rnatter, dirt, silt and clay, chemicals, or other
contaminating materials, may contribute to deteri
oration of the finished concrete by inhibiting the
bond between the cement paste and the aggregate
124
>
125
222
W w a '
ill
2ii< : i
12
fi S> Si 8 _ W
lei
!44
!80
!28
!8~
ll
8 : : : |8
! !
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I I
I I
I I
I I
II
I I
I I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I
I** * * * * * J i
11*
198. Blending
If the gradation of an aggregate does not meet
recommended limits due to the lack of certain par
and
id d(temped into each batch from a roadside platThe cement bags are stacked on a platform
W on dunnage and covered with canvas tarpaulins
or roofing paper. When available, tightly fitted can
vas covers for the truck bodies should be used to
prevent wind loss and to avoid damage from light
shown*. Length of haul and weather conditions
may make it advisable to dump unopened sacks
of oetaent into each batch, to be opened upon
arrival at the mixer. Platforms for loading the sacks
of cement onto trucks may be located at any point
along the route from batching plant to paver.
Hand trucks and roller conveyors are useful at ce
207. Water
Water should be stored near the mixer ia tasks
or water trailers. Water containers should be
and rust-free.
CHAPTER 11
CHARACTERISTICS OF CONCRETE
*
131
216. Durability
Air-entrained concrete is much more resistant to
weathering than nonair-entrained concrete. Air-en
trained concrete should be used whenever possible
for this reason. The reasons for this increase of
durability are beyond the scope of this manual.
c
132
CHAPTER 12
MIX DESIGN
Table XV. Water-Cemcnl Ratios Recommended for Durability for Various Rr)H>sures.
Pavement
sUna directly
on ground
,-.
Wearing slabs
Base slabs
sk)
Thin
Moderate
sMtlona
KtUlIlI
Mm
aectiona
Thin
aectiuna
Modi-rate
acctiona
Maaa
acctiona
0-8"
8" to 24"
Over 24"
0-8"
8" to 24"
Over 24"
6
7
6
7
5i
' New construction of roada or airfleldi will usually be under the wearing slab criteria.
133
PSI
PSI
900
900
V
.:::::::
.:::::::
800
800
700
N.
m
w, Pv s
s_
Sr
600
700
.'..:: '...:.
X.;-:
.mM
500 '.'.;.'-;
'".*..*.** ''*..'..
%$E$::
500
.<.
400
400
:*
300
300
iM.
200
100
200
1 DAY
" TYPE III PORTLAND
CEMENT
3 DAYS
TYPE III PORTLAND
CEMENT
"
84
7 DAYS
TYPE III PORTLAND "
CEMENT
"
84
28 DAYS
" TYPE III PORTLAND
CEMENT
i
" 100
0
84
800
800,
.'
''.^.
.- '
700
700
?\
600
600
ti-l ;,:.;-:.:.
>
lik
500
500
i;:jj
1 DAY
400 - TYPE 1 PORTLAND
c
CEMENT
M s
*.-i
&
400
:/:/;
$./ .
-,..
300
300
::..-.' .'..,
:'..;';."
200 ^
'^0!
v&
.,;-';;
<&'; :%
100
200
3 DAYS
TYPE 1 PORTLAND
7 DAYS
~~ TYPE 1 PORTLAND ~
28 DAYS
~ TYPE 1 PORTLAND ~~
~~
CEMENT
1
0
84
1
5
1
6
1
7
CEMENT
I
8 4
1
5
1
6
1
7
100
CEMENT
1
8 4
Figure 69. Age-flezwal-ttrength relationship* Jot Types 1 and III Portland cements.
From "Design and Control of Concrete Mixtures," courtesy of Portland Cement Association.
i
134
Cement
Sand
Gravel
Water
= 5.5
= 1,100
= 2,300
= 33 gal
. Yield = 1 cu yd
ill
3.00
3.8Z 4.00
3.01
4.03
3.0
4.ZZ
4.0
4.0 4.0
4.01
4.6
4.04
4.0
0.0
0.0
0.00
0.14 0.03
0.0
0.80
0.14
0.0 0.0
Z6
70
3
MtMui
J
FiMiOrni
TImi
u it!
00
i1
60
00
ill
200 00
Hiill
100
00 00
000 040
000
110
640
140
00
020
00
2040
200
00
00 00
00
040
00
040 00
00
00
09
600
140
00
600 100
00
140
00
00 140
1340 00
660
00
140
00 40 00 00 400 00 00
00 240 20 00 0 20 00 00 00 20 00 30 20 00 00
30 425 400
46 20 00*
(twit
With
00 00 00 00 00 00 100 00 240
20 20 20 20 20 20 00 00 20 20 20 00 00 00 00 360 340 00 340
41
40 42 0 0 48 43 6 6 40 0
6 6 0 40
0 0 0 42 6 0 40 43 40 0 48 0 41
3.00
***
00
00
00
ili
M1
00
00
3.8Z
3.01 4.03
3.0
4.00
000 00
040 100
4.01
4.20
4.0
4.0
4.6
4.0
000 00
00
00
4.04
0.40
4.0
0.0 0.0
0.0 0.0
100 020
00 000
100 000 00
0.14
0.0 0.0
0.0 0.0
00
000
0.80
0.14
0.Z3
0.6
5w<
Ma
tWiiti
Z
IMakn
fimmii
O,J.W
IIIill
00
040 00
040
06
it!
60
00 110
00
140 120
100
100
120
000
60
00 000
040
00
100
140 130
00
000
00
00
00
00
660
140
020
00
00
140
600
***
ill
ill
00 10 00 10 00 00 00 00 0 00 00 00 00 240 0
0 00 20 20 20 00 00 00 00 340 00 30 30
40 40 6 0 0 41 6 34 40 42
0 0 40 43 6 6 40 0 40 6 0 40 41 0 01 0 42 6
111
3.0Z
3.8Z
4.00 3.01
4.03
3.0
ill
4.0
4.01
4.20
4.0
4.6
00 030
000
4.04
4.0
4.0
00
000 000
0.0
0.40
0.14
0.0 0.0
0.03 0.80
0.0 0.0
0.14
0.6
Imt
WMi
hm
tMrim
Tiimii
I
MO
M
00
000
00 200
00
100 00
00
ill
100 000
00
000
000 000
080
000
200
00
00
00
100
040
000
200
00
00 00
340 400 40 00
00 20 20 00 300 20 00 00 400 20 00 00 430 00 00 40 400 00 300 40
40
ill
Hiill
0.00
0.0 0.0
00 00 00 00 100 00 00 00 00
26
00 200 240 0
00
20 20 00 00 200 20 300 20 20 20 30 00
36
43 '0 34 0
41
0 6 0 0 40 6 30 0 0
6 34 47 42 0 0 48 43 6 6 40 0 40 6
ill
Hi
0.0 0.4 0.0 0.0 0.0 6.0 6.4 0.0 0.3 0.2 0.8 0.0
0.0 0.4 0.1 0.4 0.3 0.0 4.0 0.1 4.0 4.0 4.4 4.8 4.0 4.4 4.1
0.?
0 6 0 0 0 30 0 0 0 6 0 0 0 6 0 0 0 6 0 0 0 6 0 33 0 6 0 0
!i
ill
0Vi
0V4 0W 0V4
0 0 J 0
0% 0 0 0 0 0tt 0% 0tt
0 0 0 0 0V4 0V4 0V4 0V4 8 8 8 8
%
j
*
2
to 2 %
i 0 2
* 1 IK 2 I IH 2 % 1 0
tt 1 IH 2
2
TmbU
XVI.
PTrial
AMixet
Cfor
Cement
oiVU*
Slump
3-inch
{roSCnatocuMlrnadtetin-dSueirfoacne-\Dry
M = -^ixAssd
(12-1)
A.=Assd + M
(12-2)
WA = WD-0.12M
(12-3)
where:
M = Surface (excess) moisture in pounds
SMC = Surface moisture content m pe/cent
Assd = Weight of saturated-surface-dry
aggregate, (design weight) in
pounds
Aw = Weight of wet aggregate required in
pounds
WA= Adjusted volume of water in gal
lons
WD = Design volume of water in gallons
Example:
SMC of fine aggregate = 4 percent
SMC of coarse aggregate = 1 percent
Solution:
(1) Fine aggregate
4
M = |qX X 1 ,100 = 44 pounds of water
(3) Water
WA= 33-0.12 (44+22)
= 338=25 gallons of water
Thus, the corrected mix for a cubic yard is 5.5 sacks
of cement, 1,144 pounds of sand, 2,222 pounds of
gravel, and 25 gallons of water.
5^= 1.04 cu yd
IV
the trial batch method of mix design. The watercement ratio also may be selected on a trial basis
or by experience.
229. Selecting Workability
Selection of the workability of the mix is dis
cussed in paragraph 221. In the absence of estab
lished slump criteria, which is usually specified in
the project specifications, the mix should be as stiff
as possible and, at the same time, maintain a homo
geneous voidlcss mass. For pavement, the mix is
usually quite stiff.
TheRCF=yol"Z{!niXVTClly) d2-5)
Yield (in cubic feet)
CF=^ = 4
4
b. With this method, total requirements for ce
ment, water, sand, and gravel for any project can
be obtained by multiplying the appropriate cement
factor by one-sack batch quantities.
233. Application of trial Batch Method
The following example illustrates the trial batch
method of mix design and calculation of yield. The
Chapman flask test for specific gravity of sand and
the pyenometer test for specific gravity of gravel
arc described in TM 5-530. The suspension method
for determining specific gravity of coarse aggre
gate is also discussed in TM 5-530.
Example: A concrete mix is to be designed for *
10-inch concrete pavement with a flex
ural strength of 550 psi at 28 days, using
Type I cement. The pavement will be
located in an area with a severe climate.
A standard 34E paver is to be used for
mixing. (Capacity of the 34E paver is
34 cubic feet). Specific gravities are as
sumed to be 3.15 for cement, 2.65 for
sand, and 2.66 for gravel.
Procedure:
a. Water-Cement Ratio.
(1) From figure 69, the water-cement ratio
for the specified flexural strength of 550
psi for Type I portland cement at 28
days is 61/, gallons per sack.
(2) For a 10-inch paving slab to be placed in
a severe climate, the water-cement ratio for
durability selected from table XV is 5Vfe
gallons per sack.
(3) The lowest water-cement ratio that will
satisfy requirements for both flexural
strength and durability is 5y2 gallons per
seek.
6. Slump. Required slump is between 1% and
2 inches.
K
138
941b
Cement =
=0.478 cu ft
3.15x62.4
5.5 gal
Water =
= .73cuft
7.5 gal per cu ft
1831b
Sand =
= 1.107 cu ft
2.65x62.4
3621b
Gravel =
=2.181 cu ft
2.66x62.4
=4.500 cu ft, or
Yield =
4.5 cu ft
^together
tO{
Cement 7
Water 7
Sand 7
Gravel 7
X
x
X
X
I
1J9
CHAPTER 13
CONCRETE EQUIPMENT
140
142
)
143
j.iMm,
K
146
Mr
Kr^
Figure 83. Longitudinal finisher.
.s
.
T
3
O
a
.8
00
I
ea
153
ia
u
I
s
-S
11
\
154
5 -TON DUMP
TRUCK BODY-
WEDGE
WEDGE
2"XIO" TIMBER
(INSERT 8 USE TO GUIDE
MATERIAL)
TAILGATE-
ASSEMBLY VIEW
NOTES' I) ALL PLATES f^OR ^-"sTEEL
2) WEDGES SPACED TO INSURE SNUG FIT
3) ALL JOINTS WELDED
*
\
nzaamnainnnnm.
12"
12"
I
iff
i
156
f
V3#
PLAN VIEW
I6S MIXER
CHUTE
ES^
SUPPORTS
5 TON DUMP
TRUCK
SAFETY RAIL
i*
20
RETAINING WALL
^SUMP
SECTION A- A
Figure 88. 168 mixer central mix plant.
I
157
PLAN VIEW
SECTION
AA
i
ist
#
CHAPTER 14
FORMS AND JOINTS
Section I. FORMS
262. Introduction
a. Function of Forms. The riding quality of con
crete pavement depends to a large extent upon the
quality of support which the forms give to the
form riding equipment. Good form alinement does
not, by itself, insure a good surface, as bent or
inadequately supported forms will contribute to
surface irregularities. Steel paving forms have two
functions. The first is to contain the concrete in a
specific area and the second is to provide a track
for the form riding equipment (fig. 90) .
b. Description. Steel forms are made in 10-foot
lengths and are held in position by three wedged
pins and end locks. The weight of the form varies
Am 204 pounds for 8-inch forms to 292 pounds
w 12-inch forms. All standard forms have three
pin holes in which pins are wedged to hold the
forms firmly in position (fig. 91) .
c. Pins. Pins of the proper length are inserted
>
159
RECEIVING KEY
I
LOCKING WEDGES
LOCKING PLATE
ANCHORING PIN
160
f
Figure 92. Expedient pin driver.
will keep the tool from vibrating off the head of the
pin. Not only does the pneumatic pin driver save
manhours (as opposed to the hand sledge method),
but it will cut down on the mushrooming effect on
the head of the pin that the sledge hammer will
produce. With the forms at the proper elevation,
wedges and end plates are driven in to hold them
firmly in position.
e. Rigidity of Forms. The rigidity of forms and
firmness of support should be such that the forms
do not deflect more than 14 inch when tested as a
simple beam carrying a load equal to that of the
heaviest equipment that will ride on them. The
LONGITUDINAL
EXPANSION
JOINTS.
^ WAftv^
REQUIRED
OCTAIl !>
CONTRACTION JOINTS
, BITUMINOUS
SEAL
LONGITUDINAL
TRANSVERSE 0/
FOR
DOWEL
SIZE
SEE
TABLE XVII
CONSTRUCTION JOINTS
BITUMINOUS
SEAL
LONGITUDINAL
FOR
X JOINT FILLER OF
TYPE
DOWEL
SIZE
SPECIFIED
SPECIFIED
EXPANSION JOINTS
2/
1/
>
Figure 96. Types of concrete joints.
163
164
Table XVII. Guide of Approved Size* of Dowels for Conttruction Dummy, and Transverse Expansion Joints
Pavement
thicknesa
Mini,
muni
dowel
length
Maxi
mum
dowel
rpacing
Diam
eter
of
dowel
16"
16"
20"
12"
12"
15"
1"
16" to 20"
20"
18"
ir
21" to 25"
24"
18"
2"
Over 25"
30"
18"
3"
3"
V
1"
Type
ot
dowel P
Steel bar
Steel bar
Steel bar or
Kxtra-strength pipe
Steel bar or
Kxtra steel pope
Kxtra-strcnRth pipe
or steel bar
Steel bar or
Kxtra-strennth pipe
When extrantrength pipe l used, the pipe will be filled with either
i ttiff mixture of aand,aaphalt or cement mortar or the endi of the pipe
will be plugged. If the emit of the pipe are plugged, the plug mutt fit
iimidr the pipe and he cut off fluri with the end of the pipe to that there
will he no protruding material to bond with the concrete and prevent
Ireo movement of the dowel.
169
*
170
CHAPTER 15
CONCRETE PAVING OPERATIONS
Figure 101. Checking subgrade with scratch template before placing concrete.
278. Mixing
a. Preparation. Mixing is one of the most impor
tant steps in producing high quality concrete that
will meet design specifications. For efficient pro
duction of concrete, the correct type of mixer
should be selected, the location of the mixer and
ingredients should be convenient to paving opera
tions, and the mixer should be operated properly.
The mixing of concrete may be done in stationary
mixers in a central plant combining the batching
and mixing operations or in pavers at the site of
the work. Regardless of the type of mixer used,
the materials should be blended into a uniform mix
throughout the batch with all aggregate particles
well coated with the paste and the mixed concrete
should be discharged without segregation or loss.
b. Inspection. All concrete mixing units should
be checked to see that they are clean and in good
operating condition. The mixing blades should not
be worn excessively. Blades worn down about %
inch or more should be replaced with new blades.
The water batching mechanism should show no
leakage of water when the valve is closed. It is
especially important to check for water leakage.
All devices for controlling the mixing of the con
crete should be checked for proper operation. Auto
matic equipment for batching and dispensing admix
tures should also be checked for satisfactory opera
tion if applicable.
)
173
&a ^a *
>
Figure lOt. Final sprinkling of subgrade.
174
. . . .;. .
'SM
175
171
ISO
<
*'. " ~= : -
182
J"
It*
*
297. Effect of Temperature
The rate at which concrete hardens and gains
strength is retarded by low temperatures and accel
erated by high temperatures. Near the freezing
point the rate is very slow and at temperatures
below freezing there is almost no increase in
strength. Concrete which has been kept at a low
temperature for a period will later gain strength
more rapidly when more favorable conditions are
provided. To secure good results, the temperature
of concrete when placed should be high enough
for the concrete to harden ; the concrete should then
be kept at a suitable temperature until it has gained
ample strength. These requirements may make it
necessary to heat the concrete ingredients and to
protect the concrete against low temperatures.
298. Heating Materials
If the aggregate is at a temperature above 50 F.,
it will usually be necessary to heat only the mix
ing water. If the mixing water is heated much
above 175 F., there is danger of flash setting.
>
its
_ (WgxTg+(WsxTs) + (WcxTc)
Wg + Ws + Wc
(15-2)
where: X= Weighted average temperature of ag
gregates and cement
T = Temperature of heated gravel (G),
sand (S), or cement (C) in degrees
W= Weight of gravel (G), sand (S), or ce
ment (C)
Temperatures must be increased until the concrete
temperature is at the desired point.
Example: Determine the amount of heating neces
sary to place concrete at a mix tempera
ture of 55F. under the following condi
tions:
Material
Wtight
Temperature
Gravel
Sand
Cement
2000
1200
27
27
40
600
X=
180
170
170
160
160
150
150
4
o
*5 140
o
9
140
\\
\
\
130
150
o*
I
120 |
1
i no
no I
\*
9
100
^
\"
Vo
x*
90
90
80
32
too
40
50
60
Weighted overage temperature (F)
of aggregates and cement = X
80
70
VV, ^oy
y y
V?)T ^^
INCORRECT
INCORRECT
CORRECT
Figure lit. Method 0/ placing welded wire fabric.
X
190
id
>
193
PART FOUR
EXPEDIENT PAVING AND SURFACING OPERATIONS
CHAPTER 16
INTRODUCTION
I
lfS
CHAPTER 17
MATS
Section I. INTRODUCTION
317. Types
The pierced plank types of mats are the only
types currently available through the Army supply
system. (These pierced planks should not be con
fused with the World War II PSP and PAP, which
are obsolete.) The M6, M8, and M9 mats are
limited standard as they do not meet present mat
criteria. Several new types of mats are now in the
advanced testing stages. Three of the new mats are
discussed in paragraphs 340 through 342, as present
engineering tests indicate that construction proce
dures will probably not be affected by any future
modifications.
318. Designation
New criteria have been set forth to aid in the
designation of various types of mats. Two general
categories, light mats and heavy mats, have been
established.
a. Heavy Mats. Heavy mats must be able to
withstand 200 simulated coverages of a 25,000pound single wheel load with a tire pressure of
250 psi on a subgrade with a CBR value of 4.
These criteria must be met without the occurrence
of excessive deflection under load and no more than
10 percent replacement of failed panels. Other re
FULL VIEW Of PANEL
(NOMINAL DIMENSIONS Y 7', x 11' 9 V )
u-
/""*.
/3""'
.-.>
<
<*.>
iiL^I 3
err
ecu
<
I
. 1
LOCKING
LUG
XCt00ll
.~,
4 ) ) D
1 {/Kw-
.^ .
. ;
? r Vr
t C C t
C(( ( .
322. Foundations
A detailed discussion of subgrade and base course
preparation is given in TM 5-330.
a. Subgrade Evaluation. The subgrade must be
evaluated to determine its CBR value. Even if
the subgrade meets the minimum CBR requirement,
it may be more economical to add a well-compacted
(high CBR) base course. This reduces the strength
requirement of the mat, allowing the utilization of
a lighter mat.
b. Grade and Alinement Considerations. Al
though no actual values are available, the grade
should be maintained as closely as possible. If
small depressions are not filled and compacted, the
maximum capacity of the panel will be reduced.
In any case the subgrade should be leveled to
practical limits and rolled with sheepsfoot, pneu
matic-tire, or steel-wheel rollers. Alinement is criti
cal with mats as correcting for errors will some
times result in difficulty in connecting the next run
(or row) of mats. Alinement corrections can be
made to some extent by actually dragging the mat
Into alinement with trucks or bulldozers. No ap
preciable alinement changes can be realized by at
tempting to stretch or bend each run back into line.
323. Sequence of Placement Operations
The general sequence of operations for placing
all types of mats is as follows :
a. Determining the material and manpower re
quirements.
b. Organizing the job and specific tasks.
c. Establishing original alinement.
d. Spotting bundles.
e. Spotting, carrying, and placing panels.
/. Locking joints, if necessary.
g. Checking alinement.
h. Stretching plank, if necessary.
t. Finishing sides and ends, if necessary.
;'. Forming junctures, if necessary.
k. Anchoring, if necessary.
I. Laying hardstands and fillets (airfields).
The placement procedures outlined in paragraphs
324 through 336 are specifically written for M8
and M9 mats. Deviation from these procedures will
be necessary when using other types of mats or
when unusual conditions dictate changes.
324. Material Requirements
Material requirements are most easily determined
in four steps: width determination, length determi
1ft
Total
iz.ors 1,RI
FaEt**)
Lo5%
ft(At*tm
D* * *
ZOO
o
030_.
0__
Total
6t*no
PmNttS
0*
10.
TOO
I3
I
.
rFlLLET
ItOrAHSLS piuMi
rt*
Esr/MATt
FiuETS
/50
0**4'*
21.770
t3040Ox/.05*
FtLL&T
Figure
c114.
Sample
sheet
afor
number
of
required
panels
limat
curlanfaiteolnd.
4,743
PaHBL*
F'"*^J
to
M
nil
ST9IPS
3
NLm!TSO%99
3kI7x93
Nf
-
ISO3
ToAioio
Joint
Hk!2ljgSL.,t S.
90.0'
PANtiS
t,92S
m
NI-tMA7
Ne-n
Uit
\
SSL.
4**4.3
Nn.
f&.4.2m4.S
N*
PamslS
I/Q7
Hj'Z*4.5r/T3
?ST*tP%
(D
FtLLBJ
<D
*i2,ozsp*h .%
tStl.tSO
Hj*
Personnel
I.egend
Laying crews
Unit
125 runway
50 runway
OFF NCO
1
EM
OFF NCO
1
EM
Supervisor
Pit Hq
Plank placers
Squad
10
12
Plank carriers
Squad
10
12
Other details
Squad
OFF
NCO
EM
e
6
-6-
Locking ends
Bundle spotters
Bundle openers
e
.o
Truck driver
CD
Total
Platoon
30
4-
36
*
201
RUNWAY, 50 FEET WIDE
53' 1H"
12
75T
SL
I
e
1ST TEAM
2ND TEAM
3RD TEAM
4TH TEAM
5TH TEAM
66666
eeeee
1 BUNDLE
EVERY
V 9"
1 BUNDLE
EVERY
V 9"
O -o
o o
CONTROL LINE
OFFSET
PANEL OR
2'- 11-7/ 16"
FROM t ON A
JOINT LINE
efEDe
J>
1114"
ir
T
T
X
X
I
I
T
I T
I
I
l
X
I
HI
1ST TEAM
2ND TEAM
ee
I i mun.il
3RD TEAM
4TH TEAM
eI e I!e eI
1 BUNDLE
EVERY
6' 9tt
1 BUNDLE
>o -o-
o\o-
5TH TEAM
31
6TH TEAM
eeee
I \ m KM I I
\ bUNSlE
EVERY
6' 9Vi"
6' 9W
o o
CONTROL LINE
ON A JOINT LINE
AND
i
202
LENGTH OF RUNWAY
-#H
ONE CREW
ONE CREW
^HALF POINT
ONE CREW
ONE CREW
ONE CREW
ONE CREW
ONE CREW
ONE CREW
/O/GOQ
<>aO/Q/Q^/0/Q/a^
V.A.R_TER
^HALF POINT^OUARTER
POINT
POINT
ONE CREW
ONE CREW
ONE CREW
/0/CKX}/0/0(i<)/0/CK^
ALTERNATE FOUR CREW METHOD
#+ONE CREW
ONE CREW
ONE CREW
ONE CREW
/0/0/0/0/0/CK)OnOOsC^
ALTERNATE FOUR CREW METHOD
<4m DENOTES DIRECTION OF LAYING
DENOTES WELD
BAYONET
HOOK SIDE
CONNECTOR /
SLOT SIDE
Figure 118. Procedure for laying M8 and M9 matt with multiple crews.
332. Stretching
After every 60 to 70 feet of runway has been
placed, laying operations are suspended, and the
section is stretched tightly by using truck winches
or any other equipment available. Rebound can be
prevented by driving temporary pickets or stakes
through holes in the planks after each stretching
operation. This stretching is necessary to maintain
alinement and prevent buckling of panels.
>
205
o
z
or
5
2<
z
z
o
u
o
z
1
1
1
o
.a
J
5,
<
206
PLANK SURFACE
SLOPE 2:1
TRENCH FOR PLANK
NOT LESS THAN 2 FEET
Figure 118. Trench anchorage for mat at edge of runway.
)
207
335. Junctures
a. Use of M8 or M9. M9 may be welded if
aluminum welding equipment is available; but it is
advisable to use M8, if available, for the run on
each side of the juncture so that the juncture can
be formed by welding the steel planks together.
When crews laying plank from opposite directions
meet, the juncture must be welded. The welded
juncture may be formed by cutting the planks with
a torch and making a butt weld. It is more satis
factory to cut both planks to be welded in a rib
valley, if possible. The joint can be strengthened
by welding short pieces of strap iron at intervals
over the joint. The method used with M6 of flat
tening the bayonet hooks, overlapping the planks,
and welding the lap is not satisfactory for an M8
or M9 runway joint. The deep ribs of the M8 or
M9 give an appreciable bump to such a joint.
6. Formation of Angles. The M8 method of
forming angles is the recommended method where
using M9 welding presents a problem. The skew
panels are cut so that they butt up snugly against
the straight panels, and then they are butt welded
Disadvantages
of
*
RIBS
END VIEWS SHOWING RECESS EOR OVERLAP
SIDE CONNECTOR
SIOTS
RECESSED END
END CONNECTOR
71 SIOTS
BAYONET HOOKS
LOCKING LUG
wri-- i
WJJJJWX&Z?
3
PLAN VIEW
figure /0. WS Mat.
I
209
*
#
T3
1
oI
oI
210
MALE HINGE
UNDERLAP LOCK
CONNECTOR
PANEL NO 2
GOES HERE
211
212
>
<
214
215
>
216
CHAPTER 18
MEMBRANES
Section I. INTRODUCTION
343. Types
Membranes consist mainly of coated fabrics in
tended for use as airfield surfacing to dustproof and
waterproof soil subgrades (fig. 129). Currently,
there are four membranes that meet acceptable
standards. Two of these are considered to be
heavy duty and the other two as light duty mem
branes.
a. Heavy Duty Membranes. The WX17 is the
heaviest duty membrane, which is capable of with
standing repeated usage by all current Army air
craft and the Air Force C-130 transport. It u
manufactured from 2 ply, 5.1 ounce, neopreneMeooated, nylon material and weighs 3.0 pounds per
uare yard. Both surfaces are pebble-grained for
Hi
Figure lt9. WX16 surface after heavy rainfall. (Note relative conditi0n of membrane and uncovered turfacet.)
)
J17
344. Packaging
Table XIX shows the various sizes of panels and
rolls in which membranes have been procured.
The rolls are similar in appearance to tar paper
rolls. The crated membrane comes in cumbersome
Table XIX. Membrance Panel Sizes
Typr of
package
SIM
WX12
Roll
Crate
3 ft x 100 ft
30 ft x 56 ft
WX15
Crate
Crate
156 ft x 156 ft
56ftx606ft
Pad
Panel
WX16
Crate
Crate
156 ft x 156 ft
56 ft x 606 ft
WX17
Crate
Crate
Crate
56 ft x 100 ft
156 ft x 100 ft
78 ft x 100 ft
Pad
Panel
Panel/Pad
Panel/Pad '
Panel
Membrane
Principal ue 1
Repair2
Panel
Niimtxr
Equipment operators
2-motorired graders
3-truck drivers
1-jeep driver
18
Placement
Joint construction
Talk
2-pour adhesive
4-roll adhesive on joint.
KqiiiiHopnl
*
Motorized (trader
Truck *
Jeep
An)
2
3
1
irri-iitrr.
Jr
>
lit
4
220
221
A,'T
SPOIL
2.5ft MINIMUM
I PREFERABLY 3 TO 4ft
NOTE:
MEMBRANE STOPS AT BOTTOM OF DITCH
>
223
HEAD
2.0* TO 25'
#6 (3/4" d> REINF. BAR
4
224
353. Rutting
354. Holes
Holes are a serious problem with membranes as
they not only allow water to enter the subgrade.
but they also cause ballooning (fig. 138). Balloon
ing can damage both the membrane and the air
craft if the membrane becomes entangled in the
propeller. The area around the hole should be
thoroughly cleaned and the patch applied in the
same manner as joint construction (para 350) .
355. Recovery
Membranes may be recovered for future use by
two methods: deliberate and hasty.
4
12*
'
CHAPTER 19
EXPEDIENT ROADS AND REPAIR
3
227
t
4" X 4" OR 6" X 6" TIMBERS
APRX 9
t
\_zzzzzzzzz
W WIRE ROPE
Figure ISO. Army track.
228
*
229
1
230
SffiWft
SPLIT BAMBOO
4'-0"
ll'-O"
Figure HI. Construction details for a bamboo mat.
*
231
t
LINKING BAR OVERLAP 4"
1W x H" x 15'
24-GAUGE METAL
(6 PER JOINT)
WRAPPED AROUND
END-TRANSVERSE
BARS
fir*
/
TURNED-OVER
HEAD TYPE
PICKET
SOMMERFELD TRACK
10'7" WIDE IN 1216 YD
ROLL (350 LB PER ROLL)
SOMMERFELD PICKET
(ANGLE IRON WITH CAP)
2'-3' LONG
232
>
133
[.
TAVt
i-l+M
-*l I-
PANEL NO 1
'-Ik PANELS 2 TO 9
../
VA
PANEL NO 10
*j US'A"
7'-6" EACH
PLAN
SOCKET END
4
SPIGOT END
NOTE:
END PANELS MUST BE FOLDED UP
234
3' TO 4*
3' TO 4'
)
237
I
23S
I
239
4
Figure 150. Covering a corduroy road with an earth wearing surface.
PICKET
Figure 161. C
i
240
1 3'-0"
(I
10" TO 12"
*
GROUND SURFACE
FILL IN WITH
BRUSH AND EARTH
TRANSVERSE SECTION
t
POLE BINDERS
GROUND SURFACE
POLE SLEEPERS
BIND FASCINES,
SLEEPERS, AND BINDERS
TOGETHER WITH TIGHT
WIRE TIES
LONGITUDINAL SECTION
242
PUN
X 6" DECKING
FLOORING
2" OR 3" x 10" OR 12"
. '
~"~
'
"
I
243
----...-
'Si'/v- *-
fipurc /5tf. Affl mat rolled back for repair of runway lubgrade.
I
245
muff***
miimir.mg
>>^-.?^0". . . . >>>*""<w**
1#jj*j
BITUMINOUS FILLER
>
Mr
APPENDIX I
REFERENCES
1. DA Pamphlets
DA Pam 108-1
DA Pam 310-5
DA Pam 310-4
2. Army Regulations
AR 220-70
AR 320-5
AR 320-50
3. Supply Manuals
SM 5-4-3895-S01
SM 5-4-5180-S19
4. Technical Manuals
TM 5-302
Construction in the Theater of Operations
*
Planning, Site Selection, and Design of Roads, Airfields, and Heliports in the
TM 5-330
Theater of Operations.
TM 5-331
Management; Utilization of Engineer Construction Equipment.
TM 5-332
Pits and Quarries
TM 5-335
Drainage Structures, Subgrades and Base Courses.
TM 5-349
Arctic Construction
TM 5-530
Materials Testing
TM 5-541
Control of Soils in Military Construction
TM 5-545
Geology and Its Military Applications
Roads, Runways, and Miscellaneous Pavements; Repairs and Utilities.
TM 5-624
TM 5-704
Construction Print Reading in the Field
TM 5-742
Concrete and Masonry
Asphalt Finisher, Barber-Greene Model 879-B
TM 5-1008
TM 5-1010
Belt Conveyor, Styl" N, Barber-Greene Co.
TM 5-1011
Dryer, Aggregate, Barber-Greene Model 837, 3895-531-4056.
TM 5-1013
Grader, Road, Motorized, Warco, Model 4D-100.
TM 5-1016
Asphalt Plant (Piping Equip.) Barber-Greene Model, 3895-392-2724.
TM 5-1018
Grader, Road, Caterpillar Model 12
Grader, Road, Caterpillar Model 12
TM 5-1018A
Grader, Road, Austin-Western Model 99-H
TM 5-1027
Grader, Road, Galion Model 104 (Less Engine)
TM 5-1033
TM 5-1039-1
Grader, Road, Caterpillar Model 212
Grader, Road, Galion Model 118 (Less Engine)
TM 5-1041
Grader, Road, Rome Model 402
TM 5-1043
24S
.TM
WM
^TM
TM
TM
TM
TM
TM
TM
TM
CM
TM
TM
TM
TM
5-1046
5-1047
5-1049
5-1051
5-1057
5-1058
5-1065
5-1071
5-1078
5-1079
5-1081
5-1083
5-1092
5-1097
5-1118
TM 5-1127
TM 5-1130
rM
TM
TM
TM
TM
5-1131
5-1134
5-1143
5-1147
5-1149
TM
,fM
TM
TM
TM
TM
5-1157
5-1158
5-1161
5-1167
5-1177
5-1183
TM
TM
TM
TM
fM
TM
TM
TM
TM
TM
TM
5-1185
5-1281-1
5-1281-2
5-1376
5-1555
5-3805-208-10
5-3825-203-10
5-3895-200-15
5-3895-201-10
5-3895-203-15
5-3895-204-10
TM
TM
TM
TM
TM
TM
TM
TM
5-3895-205-10
6-3896-207-10
5-3895-208-10
5-3895-210-12
5-3895-215-15
5-3895-216-10
5-3895-217-10
5-3895-218-15
TM 5-3895-219-10
TM 5-3895-220-15
TM
TM
TM
TM
TM
TM
TM
TM
TM
TM
TM
TM
TM
5-4061
5-4062
5-4151
5-4152
5-4153
5-9009
5-9036
5-9585
5-9586
5-9594
5-9596
5-9597
5-9625
I
ISO
I
APPENDIX II
CONCRETE PAVING CHECKLIST
1. Preparation
A checklist covering the various construction op
erations should be prepared. Frequent reference will
assure the inspector that no important items are
overlooked. The following list is for a typical pav
ing project. It undoubtedly varies in some details
from the specification requirements and construction
procedures on any particular project. Nevertheless,
it will serve as an excellent guide in the preparation
of a list for any specific project.
5. Fine Grade
3. Subbase
6. Steel
2. Subgrade
4. Forms
251
9. Finishing
a. Concrete in front of screeds should be rolling,
not sliding. If it is not rolling, check air entrainment and slump.
b. First screed on first pass should carry a uni
form roll of concrete 6 to 8 inches in diameter and
leave the concrete surface slightly high.
c. The second screed on the first pass should carry
a unifonn roll of concrete 2 to 3 inches in diameter
and cut the concrete to slightly above the top of
the form with a small allowance for initial settle
ment.
d. Screeds should be lifted at joints when dowels
are used.
e. The surface after the transverse finishing ma
chine passes should be smooth and tight with
ripple marks. Two passes may be required at times.
Tearing can usually be eliminated by increasing
the speed of transverse motion in relation to the
forward speed.
/. The forward screed should be tilted slightlm
to provide compaction and surge. Stiff mixes re
quire somewhat greater tilt than mixer with more
slump. The rear screed should never be tilted. If
the finishing machine is to back up for an addi
tional pass, the forward motion should be continued
while the screed is raised. Thus, concrete in front
of the screeds is spread rather than left standing in
a pile.
g. Removable strips for forming a dummy groove
should be placed ahead of the longitudinal finishing
machine in a true line and perpendicular to the
forms.
h. The longitudinal finishing machine should be
held hack as far as possible and still permit finish
ing operations to be completed while the concrete
is still plastic.
i. The bull float should carry a small roll of con
crete ('/_. to 1 inch in diameter) at its forward end.
The roll should taper to nothing about 18 inches
from the rear end.
;,. The bull float must not cut the concrete. If it
does, check on the transverse finishing machine and
form surfacing and stability. (This assumes that
the longitudinal finishing machine is properly ad
justed.)
10. Joints
a. Sawed Joints.
(1) The location of joints should be marked in
such a manner that the marking will not be
lost; for example, with a pin or stake be
side the form and a stringline snapped
across the fresh concrete.
(2) If impressed material to be sawed out is
used (paper, plastic, asphalt, or cork
board) , it is placed following the longitudi
nal float and positioned to be square and
straight across the pavement and perpen
dicular to the surface.
(3) If a vibrating bar (to move large aggregate
from the line of the saw cut) is used
following the longitudinal float, it is in
serted in the concrete to the depth of the
saw cut and withdrawn before overvibration occurs in the concrete.
*
253
12. Curing
a. The curing process should be started as soon
as possible without marring the surface of the con
crete.
b. Burlap should be clean and wet when placed
and wet again after placement.
c. Paper rolls should be supported above the soft
pavement while they are being unrolled.
d. When paper or polyethylene sheets are used
for curing, it may be necessary to apply a mist
spray of water immediately ahead of the material
if it is placed on hot, dry, windy days.
e. When wet burlap is used for curing, it must
not be allowed to dry out but must be kept wet for
the specified period.
/. On hot days, it may be necessary to place the
curing before joint finishing is complete. It should
be placed over the joint. Short sections may be
uncovered to finish the joints.
g. The pavement should have a wet surface when
final curing is placed after initial burlap curing.
h. Membrane curing compounds should be agi
tated in the container during application. The
amount and uniformity of coverage should be
checked for compliance with specifications.
t. All types of curing material should uniformly
cover the top and sides of the slab and have at least
the specified thickness.
I
255
I
APPENDIX III
CONVERSION TABLES
KnflM) to Metric
Metric to Encliih
Multiply
centimeter*
meten
meten
kilometer
kilometer
"y
0.0394
338
1.094
0jS31
0.540
sq. centimetera
sq. meten
q. meten
0.1660
10.76
1.196
cu. centimeters
cu. meters
cu. meten
milliliters
liten
Uteri
0.0610
863
1308
0.0338
1367
0364
grams
kilograms
metric tons
metric tons
0.0353
230
1.102
0.984
To obUin
Multiply
LENGTH
inches
feet
yards
miles (stat.)
miles (naut.)
AREA
sq. inches
sq. inches
sq. feet
sq. feet
sq. yards
sq. yards
VOLUME
cu. inches
cu. inches
cu. feet
cu. feet
cu. yards
cu. yards
US. liq. ounces
US. liq. ounces
US. liq. quarts
US. liq. quarts
US. liq. gallons
US. liq. gallons
WEIGHT
ounces
ounces
pounds
pounds
short tons
short tons
long tons
long tons
inches
feet
yards
miles (stat.)
miles (naut.)
By
To obtain
234
0306
0.914
1.609
1363
centimetera
meters
meters
kilometers
kilometers
6.45
0.0929
0336
sq. centimeters
sq. meten
sq. meten
1639
0.0283
0.765
293
0.946
3.79
cu. centimeters
cu. meters
cu. meters
milliliters
liten
28.4
0.464
0.907
1316
grams
kilograms
metric tons
metric tons
liten
I
IS*
APPENDIX IV
GRADATION SPECIFICATION CURVES FOR
257
Ie
.2
C
t
3
ONISSVd !N3D3d
<
2M
ONISSVd JLN30U3d
259
ONISSVd !N33d3d
Figure 181. Gradation IB.
i
260
i
k.
ONISSVd !N30H3d
Ml
ONISSVd IN^Hld
Figure 163. Gradation tA.
(
262
o
<0
ONISSVd IN 33d 3d
Figure 164. Gradation IB.
I
263
ONISSVd !N33M3d
Figure 165. Gradation IC.
i
264
ONISSVd IN 3383d
Figure 166. Gradation SA.
I
MS
ONISSVd !N333d
Figure 167. Gradation SB.
i
2*6
ONISSVd !N3Db3d
figure 188. Gradation SC.
4
HT
ONISSVd lN3DM3d
^tjure /69. Gradation 4A.
ONISSVd lN3DU3d
Figure 170. Gradation Hi.
I
269
MOO
Size
Maximum
1/2"
Mixture
Asphalt
Course
Surface
Tires
psi
100
UC
GRADATION
J2 ?_S 2 .
Pavement
7
Oo
0o30
0?302
03301
0439
0737
090
30
0a
.50
30
?30
30
i.
Z.O
,30
300
f
3
Q .J
(I
ONISSVd lN3Dd3d
Figure lit. Gradation 5A.
271
ONlSSVd IN 33 3d
Figure 173. Gradation SB.
V
272
J
3?t
rn
<0
*8
/
a
/
3 VI VI
** L v E
LTl
Z O (- .O *J
C *-> o in
J-U Kit
B -C M-
> o. u o oo
io m 3 o v.
'
U 0.
/
/.
7
/
/
/
/
?<
a
2
z
/
/
/
I
u
7<"
*i
I
/
I
/
,<.
6
0
18
ONISSVd IN 33d 3d
^toure /74. Gradation 5C.
>
273
ONlSSVd !N3D3d
Figure 175. Oradation 6A.
<
274
233.
63
133
0
116
20
33
40
03
0
SCREEN
NUMBER
I
3300
1/0
4
00,0
ONISSVd LNlOUld
Figure 177. Gradation 8A.
k
17*
8*88
DNISSVd !N333d
/"tpure J7S. Gradation 8B.
I
277
0.,
OOStt
0O7
0M7
.01330
Of302
03301
.0469
0737
130
60
NUMBER
SCREEN
09300
03
40
33
23
16
10
B
4
30S
04
02
300
I
337
.25
.3075
SO
730
1J
'0
'5
30
.0
nrr
oor
3C
O
40
o Z03
^1
je
2a
Ia
t- z Id
3
a UQ.
Si
&
ft
St
8 .
ONISSVd !N33U3d
Figure 750. Gradation 9A.
I
279
133
00
03
40
00
00
00
33
.0029
20C
23
High
and
Low
pTires
res ure
rsz
Nil
ggT
103
00
1-1/2"
Maximum
Size
Asphalt
Mixture
Binder
Course
G9B
RADATION
7
OH
OlttS
^2
03
43
33
20
13
0
16
Pavement
0B30I
.Oab9
.0737
090
NUMBER
SCREEN
_^o
5E
^
"T
i7J
0
in
.30
1.0
0
0
s
5:
3
X;
X
^EX
IX
_v\_
sX
s:0
X
=55
5
306
4
31/0
I
1/400
i*
2S
3
2
00
03
0
O Z03 \
a5.
00
43
70
z 111 O33 DC u Q.
IO
ONISSVd !N3^3d
Ft.pure /82. Grarfnfton 0C.
>
Ml
ONISSVd !N3Db3d
Figure 18S. Gradation IDA.
k
282
438
in
l/>
CD
O
Z
O 4->
if
8o
*.> IA
X L
3 -i e
Z O
3
o -a E
*J
c
J- a x
10 O
<o
j: -o -c 3:
I
I
Q. C
a a.
t "8
0)
i_
3 V
< 00 X r-
I
I
"1
I
I
fa
u
a
2
D
z
/
/
/
/
/
/
//
I
/
o
- CM
(M
o
<0
80
>*>
ONISSVd !N3D3d
Figure 184. Gradation 10B.
I
283
ONlSSVd IN 30b 3d
Figure 185. Gradation IOC.
i
284
800
ONISSVd !N3^M3d
/fyure 786. GWaJion 77,4.
I
MS
ONlSSVd IN 3383d
Figure 187. Gradation 11B
ONISSVd IN 33d 3d
fipme /S8. Gradation 11C.
I
2t7
0050
OPT
g"7
QMS
ft9
Ji
i
4300
in
1/4
*
Ss
'/0
Q2 o.a
53
ONISSVd lN3DU3d
A*t<nire 100. Gradation /B.
ONISSYd !N303d
Figure 191. Gradation ItC.
I
290
I
I
ONISSVd !N3DH3d
J'icure /02. Gradation ISA.
I
Ml
<
ONISSVd IN 30 3d
Figure 193. Gradation 1SB.
i
292
ONISSVd IN 33d 3d
Wpure /94. Gradation ISC.
I
293
ass
ONISSVd lN303d
figure 195. Gradation HA.
i
294
CI
8 08
ONISSVd IN 33b 3d
fio^re /06. Gradation UB.
i
5
ONISSVd !N3Db3d
Figure 197. Gradation HC.
4
296
ONJSSVd !N35M3d
Figure 198. Gradation 15A.
vn
ONISSVd lN3DM3d
Figure 199. Gradation 15B.
i
298
ONISSVd IN 33d 3d
M^ure *O0. Gradation 15C.
I
199
ONlSSVd IN 30b 3d
Figure 187. Gradation 11B
- ">
o
00
-7-J~%
i-
1.
</>
O
ON
i
Low
Pr
i
i
S
<mum
C 4->
C
1 o l- Q
< ID 0
(D
2:
q 0 -c -o jc
Mixture
11
0N
C
C0urse
Z
.00
1 >' '
L- A
/
4
<j a. < oa x
0
*
en
....
'
../.....J.
'
- L/_
_ /-
/
/
/
/
/ -
0 -
'
1
1
-_,
;/-"7'Z
*
..,,Z...FZ.......
1
?
/....
,..,>:
At::
m
0
-r
0
H~
__
*
^
ft.
0
"8
ONISSYd !N303d
A'tpurc /SS. Gradation llC.
I
2t7
ONISSVd !N3D3d
Figure 189. Gradation ItA.
i
288
ONISSVd IN 33d 3d
Fvure JflO Gradation lib
ONISSVd IN 30b 3d
Figure 191. Gradation ItC.
290
ONISSVd IN 33d 3d
J'isure /SJ. Gradation ISA.
I
291
ONISSVd !N3D3d
Figure IBS. Gradation 1SB.
292
*i
o
6
ft
'8
m
n
"FT
a a u
U O
o
<
<J
> U l_ 0
c2
C3
*0 "J 3 0
- I 01
3 O hC K V
El ig o.
<.
z^: T
I
/
-//
/
/
4
8
f
t
u
e
2
-/
/
/
z
s?z
L
/
/
/
/
y/
7
/-
/
/
/
CD
/
/
-/-
?'-
2-
-(M
"CM
8si
ONISSVd !N3Db3d
Figure /9^. Gradation ISC.
293
.1
0>
o
N
o
M
<
i_
3
4->
X
1o> z;
Ul
O
l/l
i_
T)
O
<_>
urg
in
O
i_
in
O.
a.
1- 0
T) C >
H- 00
E
X
Q
u-
L.
"
-3"
r,~v
ONISSVd !N30dld
figure ;S5. Gradati0n HA.
294
100
002Z
100
00
6
0
10
10
NUMBER
SCREEN
fiT~
22
3
3/8
4
302
I
04
>i
/
ONlSSVd IN 30b 3d
Figure 197. Qradation HC.
i
296
ONISSVd !N3Dd3d
ft,pure 798. Gradation 16A.
I
W7
Z*
ONISSVd lN3DM3d
Figure 199. Gradation 16B.
i
298
.1
o
a
QJ
N
/
/
LA
1_
E
3
E
1- O
3 O
0
4-14-1
oC -X o
u
O
>
B
L
/
0
0
O- t- to
UL. L.
m 3
ESQ
/
/
,t
/
//
/
0
/
~y
a
2
z
22
/
/
/
I
/
/
/
-r
N
V,
8$
8
ONISSVd !N3DH3d
ONISSVd IN 33d 3d
Figure SOI. Gradati0n 16A.
i
300
.828*28
fi
09
Mixture
u6
00
0
Size
urn
Cour6e
1N
7A
L-_i-__-8
^ -.--_
GRADA0
Surfa<
Bitum
1"
Ma;
Road
1
...
l /
7
-_-_
N
m
o
L.
1f
,i....
l~T
0 -
*
o
s _
.J"5
......
/
_
/r
iS
/
7
._
__
_L _
_,_
-.--,-'
mx
/
._>
/
/_'_
c..,/.
,^L.
"P"
.::-...
...
j
i-
s'---
-?*-:
o *C
Jf
o
1 -
Jf
-_
"8
Jl
ONISSVd IN 3 OB 3d
Figure tOl. Gradation 17A.
301
DNlSSVd !N3?U3d
Figure tOS. Gradation 18A .
<
902
ONISSVd JLN3!>Ulci
Figure t('i (Initiation 19 A
303
ONISSVd !N3DH3d
Figure 106. Gradation toA.
I
304
e
I
-o
<L
CM
o
c
^L
0
~
0
u
Q
O
<0
<0
>*-
S
c
o
3
i/>
</1
*j
fO
0
c
E
-i
F
<
C
a:
a>
MB
a.
CQ
ONISSVd !N3D3d
Figure 106. Gradation 11 A.
305
18
ONISSVd !N3?U3d
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306
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M?
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Figure S09. Gradation HA.
308
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30?
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311
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313
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INDEX
Paragraph!
Accelerators, concrete
301
Aggregate :
Batching plant, concrete
236
Bituminous. (See Bituminous structures,
aggregate.)
Portland cement concrete. (See Concrete. portland cement, aggregate.)
Spreader
. 49
Agitator truck, concrete
-. 248
Air content determination, concrete
213
Air entraining agents
200
Air entrainment :
Admixtures
.......
200
Strength correction .
226a
Yield adjustment
2266
Asphalt. (See Bitumen.)
Asphalt construction. (See Bituminous struc
tures.)
Automatic curing machines
252a
Batch plants :
Bituminous. (See Central mix plants,
asphalt.)
Concrete
257
Batch truck, concrete
257A
Bitumen :
Application rate :
Penetration macadam :
First
90
Second
94
Surface treatment
96
Prime coat
60
Road mix (table VIII)
100
Surface treatment :
Multiple (table VIII)
79
Single (table VI)
74
Tack coat
676
Asphalt 11a
Asphalt cement :
Dedrumming
1436, c
Pumping
143d, e
Asphalt cutback :
Composition, approximate (table
XI)
144
Flash point temperature (table X). 143a
Materials requirements
144
Dedrumming
1436, e
FieM manufacture of asphalt cutback.
(See Field manufacture of asphalt
cutback.)
Flash point temperature limits (table
X)
143a
Pas*
127
141
61
147
131
127
127
137
137
148
ISO
151
75
76
76
66
77
72
69
68
9
104
105
105
104
105
104
104
Paragraph!
Heating :
Limits (table X)
143a
Safety precautions
142
Job mix formula :
Adjustment
125
Determination
33
Field check
34
Marshall method :
Mix, satisfactoriness
326
Optimum bitumen content specifi
cations (table III)
32
Procedure, testing
30
Results :
Evaluation (table III)
32
Reporting
31
Satisfactoriness of the mix
326
Testing procedure
30
Trial optimum bitumen content
32a
Mixing temperature (table X)
143a
Optimum bitumen content
32
Penetration macadam :
Application method :
First coat
90
Second coat
94
Application rate
90
Selection (table I)
82a
Prime coat :
Application rate
60
Selection (table I)
59
Road mix :
Application rate (table VIII)
100
Selection (table I)
100a
Safety precautions, heating
142
Selection :
Asphalt cement
22
Asphalt cutback
23
Asphalt emulsion
24
Criteria (table I)
21
Method
20
Paving tar
25
Special mixes. (See Bituminous struc
tures, special mixes.)
Spraying temperatures (table X)
143a
Surface treatment :
Multiple:
Application rate (table VII).. 79
Selection (table I)
79
Single :
Application rate (table VI)
74
Selection
74
Tack coat :
Application rate
676
Selection (table I)
66
Pag.
104
99
90
36
36
32
32
32
32
32
32
32
32
104
32
3
75
73
66
66
77
77
99
16
16
17
15
15
17
104
72
72
69
\
316
Paragraph!
itumencontinued
Types :
Asphalt
Ua
Asphalt cement
12
Asphalt cutback
13
Asphalt emulsion
14
Coal tar
lib
Paving tar
15
Road tar
15a
Road tar cutbacks
156
Tar
lib
Water gas tar
lib
Use (table I)
21
Viscosity comparison
15c
Bituminous central mix plants. (See Central
mix plants, asphalt.)
Bituminous repair:
Craters :
Conditions
179
Materials
181
Procedure
.
180
Failures, types:
Asphalt oxidation
158a
Base
157
Bleeding
167
Burned area
165
Combat
160
Corrugation
165
Cracking
163
#
Decomposition, surface
158
Depression
168
Disintegration, surface
158
Hardening of bitumen
158a
Instability
159
Insufficient bitumen
158b
Overheated mix
165
Pothole
161
Raveling
162
Rutting
164
Settlement
168
Shoving
164
Stripping
158c
Subgrade
157
Surface
156,158
Inspection
155
Job management
153, 154
Necessity
.
153
Patches :
Cold mix, premixed
171
Dense-graded plant mix
171n, b
Modified penetration
176
Open-grnded plant mix
171c
Penetration
175
Plant mixes
171
Pothole ._
174
Premixed -170-173
Moisture content
172
Preparation
173
Seal coat
177
Skin
...
177
Types
169
Principles
154
Pagi
9
9
11
12
9
12
12
12
9
9
15
12
121
121
121
113
113
11
11
11
11
11
113
115
113
113
113
113
114
114
114
114
115
114
113
113
113
112
112
112
115
116
119
116
119
115
116
115
116
116
119
119
115
112
Paragraph!
Bituminous structures:
Advantages
8b
Aggregate :
Blending
19a, 29
Characteristics -.
18
Coarse
17a
Definition
16
Fine
17b
Function
16
Gradation :
Criteria
27,28d
Dense
19b(4)
Macadam
19b(2)
Mix
28
Open
19b(3)
Preliminary investigation
26
Specification limits (table II)-. 27
Types
196
Uniform
196(1)
Variables
284
Handling
55
Job mix formula
33,34,125
Kinds
16
Mineral filler
17c
Mix:
Dense-graded
28a
Gradation variables
28d
Open-graded
28b
Properties, desirable
18
Types
17
Stockpiling
55
Storage
55
Base preparation
58
Binder. (See Bitumen.)
Bitumen. (See Bitumen.)
Components
8a
Disadvantages
8c
Dust palliative
80
Field manufacture of asphalt cutbacks.
(See Field manufacture of asphalt
cutbacks.)
Hot mix:
Advantages
115a
Blade spreading
122a(2)
Compaction
126
Constituents
115a
Deficiencies :
Mix
115a
Pavement
127
Density :
Check
128
Low, correction
129
Test
128
Depth:
Loose, correction
123
Loose measurement
122c
Disadvantages
115a
Displacement
12M
Equipment
118
Final rolling
126/
Hand raking
124
Hand spreading
.
122a(l)
Pag!
5
14,23
13
13
13
13
13
17,22
14
14
22
14
17
17
14
14
22
65
36,90
13
13
22
22
22
13
13
65
65
66
5
5
72
84
88
91
84
84
92
92
94
92
90
89
84
92
87
92
90
317
Paracrapfai
Parifraph!
Bituminous StructuresContinued
Hot MixContinued
Imperfections :
Mix
115a
Pavement
127
Inspection
120,121
Insufficient fines
125a
Job mix formula
33,34,125
Joints
132-134
Loose depth :
Correction
123
Measurement
122c
Low density, correction..
129
Materials estimation
151
Mechanical spreading
122a(3),6
Overpriming
120a
Pavement imperfections
127
Placement
122
Preparation
._ 115a
Pulling
1266
Quality control
120c, 127
Raking, hand
124
Rejection, reasons
121
Rolling
120
Correction
1206
Displacement
12fld
Final
120/
Pneumatic-tired
120e
Procedure
120
Surface knitting
120e
Techniques
120a
Uniformity
120c
Sequence of operation
117
Spreading methods
122a
Surface knitting
126e
Surface smoothness corrections
1206
Temperature limits
119, 121
Types
115a
Uncompacted thickness
122c, 123
Uneven surface, correction
1206
Job mix formula :
Adjustment
125
Determination
33
Field check
34
Joints :
Cold longitudinal
1326
Hot and cold combination
-- 132c
Hot longitudinal
132a
Lane termination
1346
Longitudinal
132, 133
Pavement ends
134/
Raking
132a
Starting procedure
134c
Transverse
134
Limitations
8c
Maintenance. (See Bituminous repair.)
Materials:
Aggregate. (See Bituminous struc
tures, aggregate.)
Binder. (See Bitumen.)
Bitumen. (See Bitumen.)
318
84
92
87
90
30,90
95
90
89
94
110
88
91
92
88
84
90
91
90
87
91
91
92
92
92
91
92
91
91
80
88
92
91
87
84
89
91
90
30
30
95
96
95
96
95
97
96
90
90
5
*
36,90
76
76
76
75
73
73
75
76
73
76
76
73
73
76
73
77
109
77
73
76
i
75
73
77
76
73
75
86
86
84
83
86
84
110
86
84
06
06
68
108
66
67
Paragraph!
ituminous StructuresContinued
Raking, joint
132a
Repair. (See Bituminous repair.)
Road mix :
Aggregate :
Placement
104
Selection (table II).'.
1006
Windrowing
104, 106
Base criteria
. 103
Bitumen :
Applicate rate (table VIII)
100a
Selection (table I)
100a
Compaction
109
Constituents
99
Construction procedure
102
Edging 107,110
Materials :
Quantities estimation
150
Selection
100
Mixing
106
Quality control
101,111
Rolling
.
109
Sampling
111
Shaping
108
Spreading
108
Surface
112
Special mixes :
Asphalt :
Rock
139
Sand
136
Sand-tar
136
Sheet
137
Sheet, sand
-^
137
Stone-filled, sheet
138
Types
136
Surface treatment :
General :
Constituents
70
Criteria
70
Materials, quantities estima
tion
148
Multiple :
Application rate, materials (ta
ble VII)
79
Constituents
78
Laydown
79
Materials, application rate (ta
ble VII)
79
Materials, quantities estima
tion
148
Single :
Aggregate, application rate (ta
ble VI)
74
Aggregate, laydown
76
Aggregate, selection (table II)- 72
Bitumen, application rate (ta
ble VI)
74
Bitumen selection (table I)
73
Compaction
76
Materials, application rate (taJ^
bleVI)
74
p*
96
79
77
79
79
77
77
82
77
78
81, 82
HO
77
79
78, 82
82
82
82
82
83
97
97
97
97
97
97
97
09
go
IO9
72
72
72
72
109
69
70
69
69
69
70
69
Paragraph!
109
70
69
72
68
68
68
68
108
69
68
66
127
145
145
141
48
38
48
39
3,37
43
48
43
3,37
37
37,61
166
61
216
156
127
127
127
127
127
127
7
127
124
194
319
Paragraph!
ConcreteContinued
AdmixturesContinued
Gradation :
Desirable
Limits (table XIV) .
Handling
Measurement
Storage
Types
Air entrainment :
Admixture agents
Air content measurement
Composition
Durability
Limits
Mixing time
Production
Slump
Strength correction
Temperature
Vibration
Weight-strength relationships
Workability
Yield correction
Book method, mix design :
Air-entrainment adjustment
Mix proportions
Moisture adjustment ,
Slump adjustment
Trial mixes (table XVI)
Cement, portland :
Composition
Handling
.
High-early strength
Hydration
Low heat
Measurement
Modified
,
Normal
Repair, use in
Storage
8ulphateresistant
Types:
I
II
III
IV
V
Characteristics :
Air-entrained
Desirable properties
Cold weather operations :
Batch plant
Equipment, heating
Finishing
Frosen subgrade
Heating :
Equipment
Materials
Maintaining heat
Materials, heating
Placement
-
196
196
205
274
205
194
200
213
211
216
211
212c
212
2086,214
215,226a
2126
212d
210
2086,214
2266
Page
124
124
128
171
128
124
127
131
131
132
131
131
131
130,131
131,137
131
131
131
130,131
137
226
223
225
224
223
137
135
135
135
135
182
206
187
183
188
272
186
185
308
206
189
122
128
122
122
123
171
122
122
191
128
123
185
186
187
188
189
122
122
122
123
123
210-216
208,209
131
130
251t
299
301
296
148
186
187
184
299
298
300
298
301
186
185
187
185
187
Paragraph!
3$
183
185
179, 188
130
130
7
132
130
179
177
160
160
160
161
159
160
159
161
159
162
160
159
160
162,183
16
31
62W
161
176
188
188
185
188
162. 166
164. 167
165
162, 167
162
168
166
162
168
169, 183
162
167
162
7
127
124
122
%
320
Pansraphi
Pft
creteContinued
MaterialsContinued
Heating
298
Measurement
372-274
Portland cement
182-189
Repair, used in
308
Storage
205-207
Transportation
275,279
Water
190,192
Mix design :
Aggregate selection :
Coarse
220
Fine
219
Application
233
Book method. (See Concrete, book
method, mix design.)
Choice of method
222
Criteria
217-222
Slump
221
Trial batch method. (See Concrete,
trial batch method.)
Water-cement ratio
218
Workability
221
Mixing :
Inspection
9a, 2786
Method
278c-d
Preparation
.
278a
Time, air-entrained
212c
Uniformity
2080*
Moisture adjustment
226
Placement:
Handspreading
282
Joints, around
283
Method
281
Procedure
276-294
Sequence of operations
. .
276
Strength tests
294
Subgrade preparation
277
Successive layers
284
Surface tests
293
Transporting mix
279
Truck requirements
.
275
Vibration
286
Welded wire fabric
305
Plastic
208
Preatressed
306
Quality control
9a
Reinforced
304
Repair :
Breaks
311
Cracks
309
Joints
_
309
Materials
308
Scaling
310
Settlements :
Major
313
Minor
312
Spalling
310
Segregation
208c
81ump:
Adjustment
224
Air-entrained
214
185
171
122
191
128
172, 175
123
135
133
138
135
133
135
133
135
6.173
174
173
131
130
135
176
176
176
172
172
183
172
176
183
175
172
176
188
130
190
6
188
191
191
191
192
193
193
192
130
135
181
Parasrapha
Pan
Changes
2086
180
Determination
. ...
2086
130
Selection
221
135
Variations
2086
130
Straightedge :
Finishing
287e
178
Testing
293
188
Strength:
Correction, air-entrained
216
181
Flexural
r
2096,217
130,133
Testing
294
183
Temperature :
Consideration, air-entrained
212c
131
Effects
297
185
Trial batch method :
Cement factor
232
138
Mixing
230
138
Recording
227
137
Slump
229
138
Water-cement ratio
228
187
Workability
229
138
Yield
231
138
Vibration :
Air-entrained
2124
131
Nonair-entrained
286
176
Water:
Handling
207
129
Measurement
273
171
Requirements
190
128
8alt
191
123
Sea
191
123
Storage
207
129
Sulphur
192
123
Well
192
123
Water-cement ratio (table XV) 215,218,226a, 181, 133,
228,303
187,188
Welded wire fabric
306
188
Workability
2086,214,221,229 130,131,
Construction :
136,138
Military
.
.
3
8
Stage. (See Stage construction.)
Curing :
Prime coat
63
68
Tack coat
68
68
Curing machine, concrete ...
....... 262
148
Cutback, asphalt. (See Concrete, asphalt
cutback.)
Dedrumming asphalt cement
1426, e
100
Design, mix :
Bituminous. (See Bitumen, Marshall
method.)
Concrete. (See Concrete, mix design.)
Distributor, asphalt
44
63
Drag broom
62
63
Dust palliative, bituminous
80
72
Emulsion, asphalt. (See Bitumen, asphalt
emulsion.)
Entrained air concrete. (See Air entrap
ment.)
Equipment :
80- to 120-TPH paving set. (See Central
mix plant, bituminous.)
Wl
Paragraph!
Equipment Continued
Aggregate :
Batching plant, concrete
236
Spreader
49
Agitator truck, concrete
248
Batching plant:
Cement
237
Concrete
236
Bucket, concrete
.
244rf
Cement batching plant
_
237
Central mix plants. (Sec Central mix
plant.)
Chip spreader
49
Compaction
46
Concrete :
Mixer, 16S
238
Standard
234-245
Nonstandard
246-253
Curing machine, concrete :
Automatic
252a
Portable
2526
Distributor, bituminous :
Trailer mounted
446
Truck mounted
44a
Trag broom
52
"Dumpcrete" truck
249
Finisher :
Asphalt
45
Concrete :
Longitudinal
- 251
Transverse
242
Finishing bridge, concrete
243
Form, concrete
2626
Form pin, concrete
-- 262c
Form riding subgrader
- 236
Grader, motorized (patrol)
47
Handtools
48
Hauling, asphalt
42
Heater :
Bituminous, three-car
- 41a
Hot water, concrete
244c, 299
Liquids handling, bituminous
41-44
Melter, asphalt
41a
Mixer :
Bituminous, Model 848
37a(9)
Concrete :
16S
238
Transit; truck mounted.
248
Mixing plant :
Central, concrete
258-261
Pan driver, form, concrete.
263d
Paver:
Bituminous, Model 879-B
45
Concrete :
Dual drum, 34E
239
Slipform
250a
Triebatch, 34E
247
Pin puller, form, concrete
3446
Pa
141
61
147
141
141
145
141
61
53
141
140
147
148
149
53
53
63
147
53
148
145
145
159
159
140
60
61
52
51
145, 186
51
51
42
141
147
156
160
53
143
148
147
218
Paragraphs
Plants, concrete :
Batch
257
Types
254
Rollers
46
Rotary tiller
396
Saw, concrete
253
Shims, screed
486
Spreader :
Aggregate
49
Concrete :
Standard
240
Maxon
2526
Slipform
252a
Straightedge, bituminous, expedient
48c
Support:
Bituminous
43
Concrete
-245
Surface treatment combine
50
Triebatch paver, 34E
247
Truck :
Agitator .248
Dump, 5-ton
42
Vibrator, concrete
241
Windrow box
51
Expedient roads :
Army track
358
Bamboo mat
360
Chespaling mat
359
Corduroy
369
Corduroy and mat
373
Criteria for heavy roads
366
Cross country track
357
Fascine corduroy
370
Hasty roads 357-360
Heavy roads
366-373
Log-plank
372
Log-tread
372
Mat
367
Mat over corduroy
373
Materials 356a
Monkton pack
364
Pioneer roads and trails
374
Plank
368
Plank tread 371
Repair:
Brick
376
Mat
375
Sommerfeld track :
Description
361
Introduction
361
Laydown
362
Monkton pack
364
Sommerfeld sandwich
363
Types
3566
Wire mesh
365
Expedient surfaces :
Concept
- 10
Considerations
316
Drainage
316a
Landing mat. (See Mat.)
Mat. (See Mat.)
150
150
53
40
149
61
61
143
149
148
61
52
146
63
147
147
52
145
63
227
227
227
236
227*
241
227
235
244
244
235
244
227
233
244
236
241
246
244
231
231
231
233
233
227
233
7
194
194
Paragraph!
xpedirnt SurfacesContinued
Materials :
Choice
314
Definition
315
Manufactured
315a
Natural
3156
Nonstandard
3156
Membrane. (See Membrane.)
Method, choice of
314
Roads. (See Expedient roads.)
Soil stabilization
3166
Field manufacture of asphalt cutback :
Asphalt cement :
Dedrumming
1436, c
Pumping
143d, e
Bitumen heating:
Limits (table X)
143a
Safety precautions
142
Composition, approximate (table XI).- 144
Dedrumming
1436, c
Desired product
140
Equipment (table IX)
141
Heating :
Limits (table X)
143a
Safety precautions
142
Limitations
140
Materials, quantities estimation
144
Mixing:
Method
lA3e-h
Temperature
143a
Production rate
141
Pumping asphalt cement
143a", e
Safety precautions
142
Storage, final
143i
Temperature :
Flashpoint (table X)
143a
Mixing (table X)
143a
Fineness modulus of sand
197
Finisher :
Asphalt
45
Concrete :
Longitudinal
251
Transverse
242
Finishing bridge, concrete
243
Flashpoint temperature, bitumen (table X). 143a
Flexible pavement :
Bituminous. (See Bituminous struc
tures.)
Definition
7
Form, concrete pavement:
Description
2626
Function
262ci
Handling
264
Pins
262c
Storage
264
Utilization. (See Concrete, forms.)
Form riding subgrader
235
Grader, motorized (patrol)
47
Handtools, bituminous
48
gardened concrete properties
209
Pc
194
194
194
194
194
194
195
104
105
104
99
105
104
99
104
99
99
105
105
104
99
105
99
105
104
104
124
63
148
145
145
104
159
159
162
159
162
140
60
61
130
Paragraph!
Heater :
Bituminous, three-car capacity
Concrete, hot water
Hot water heater, concrete
Joints :
Bituminous. {See Bituminous structures,
joints.)
Concrete. (See Concrete, joints.)
Landing mat. (See Mat.)
Maintenance :
Bituminous. (See Bituminous repair.)
Concrete. (See Concrete, repair.)
Expedient surfaces. (See Expedient
roads, repair.)
Marshall method of bituminous mix design.
(See Bitumen, Marshall method.)
Mat:
Alinement considerations
Class 30 assault trackway
Design
Designation
Evaluation
Foundation
Grade considerations
Heavy
Laydown, M6
Laydown, M8 :
Alinement
Carrying plant
End anchorage
Fillets
Finishing ends
Finishing sides
Hardstands
Job organization (table XVIII)
Junctures
Locking ends
Placing plank
Side anchorage
Spotting bundles
Spotting planks
Stretching
Temperature adjustment
Laydown, M9. (See Mat, laydown, M8.)
Light
M6:
Advantages
Description
Disadvantages
Laydown
Fat
41a
244c
244c
51
145
145
3226
342
319
318
319
322
3226
318a
339
198
216
198
196
198
198
198
198
209
331
327
334
336
334
333
336
325
335
329
328
333
326
327
332
330
205
201
205
208
205
205
208
199
208
205
205
205
199
201
205
205
3186
196
338a
337
3386
339
208
308
209
209
Advantages
321a
Description
320a
Disadvantages
3216
Laydown. (See Mat, laydown, M8.)
197
198
197
M8:
M9:
Advantages
321a
Description
3206
Disadvantages
3216
Laydown. (See Mat, laydown, M8.)
197
197
197
323
Paragraphia
MatContinued
MX18B
341
MX18C
341
MX19
340
Material requirements
324
Prototypes
340-342
Quantity determination
324
Repair
375
Sequence of operations
323
Subgrade requirements
322
Types
317,318
Materials:
Bituminous structures :
Aggregate. (See Bituminous struc
tures, aggregate.)
Bitumen. (See Bitumen.)
Concrete. (See Concrete, materi
als.)
Expedient surfaces. (See Expedi
ent surfaces, materials.)
Materials, estimation of quantities:
Field manufacture of asphalt cutbacks.. 144
Hot mix
151
Materials conversation
145
Mileage requirements
152
Penetration macadam
140
Plant mix
151
Prime coat
- 146
Road mix
150
Surface treatment
148
Tack coat
147
Melter, asphalt
41a
Membrane:
Anchorage
351
Fabrication
345
Heavy duty
343a
Holes
354
Laydown. (.See Membrane, placement.)
Light duty
3436
Maintenance:
High CBR soil
3536
Holes
354
Inspection
352
Low CBR soil
353a
Patching
354
Rutting
353
Packaging
344
Patching
-.
354
Placement:
Anchorage
351
Equipment requirements
(table
XXI)
3466
First panel
349
Interior anchorage
3516
Job organisation
346
Manpower
requirements
(table
XX)
346n
324
Pag
212
212
211
108
211
108
244
108
108
106
105
110
108
111
100
110
108
110
100
108
51
222
218
217
217
225
226
225
225
226
225
218
226
222
218
219
224
218
218
Paragraph!
Perimeter anchorage
351o
Preliminary procedure
348
Site development
347
Suceeding panels
350
Recovery
355
Repair. (See Membrane, maintenance.)
Reuse
355
Rutting
353
Types
343
Membrane curing compound, concrete
290*
Military construction
3
Mineral filler. (See Bituminous structures,
aggregate.)
Mix design:
Bituminous. (See Bitumen, Marshall
method.)
Concrete :
Criterin
217-223
Flexural strength
217
Water-cement ratio
218
Mix plants. (See Central mix plants.)
Mixer:
Asphalt. (See Central mix plants, as
phalt.)
Concrete :
16S
238
34E (paver)
239
Transit
248
Mixing, asphalt cutbacks
143e-/i
Motor (patrol) grader
47
Optimum bitumen content determination.
(See Bitumen, Marshall method.)
Patrol (motor) grader
47
Pavements :
Bituminous. (See Bituminous struc
tures.)
Concrete. (See Concrete.)
Definition
6
Expedient. (See Expedient surfaces.)
Flexible
7
Portland cement concrete. (See Con
crete, Portland cement.)
Rigid
7
Types
6-10
Paver:
Bituminous
45
Concrete :
34E, Dual drum
- 239
34E, Triebatch
247
Slipform
250<.
Pin driver, concrete, form
263'/
Pin puller, concrete, form.
2446
Pins. form, concrete
-- 262c
Plants:
Concrete :
Airfield
Batch
Highway
Portable
Types
256
-- 257
256
255
254
218
219
226
226
225
217
181
3
133
133
133
141
143
147
105
"
60
5
5
5
5
53
143
147
148
160
145
159
150
150
150
150
150
PArifrtpht
Pig*
concrete characteristics
208
asticiters
203
^"Tr'ortal
'ortable concrete plants
256
Portable curing machine, concrete
2526
Portland cement. (See Concrete, portland
cement.)
Posxolans
204
Prestresaed concrete
306
P8P. (See Mat, 6.)
Reinforced concrete
304
Repair:
Bituminous. (See Bituminous repair.)
Concrete. (See Concrete repair.)
Expedient surfaces. (See Expedient
roads, repair.)
Retarder, concrete
202
Rigid pavement
7
Roller. (See Equipment, roller.)
Rotary tiller
-. 396
Safety :
Bitumen heating
142,143a
General
5,1326
Handtool cleaning, asphalt
48d
Heating, bitumen (table X)
142,143a
Traffic maintenance
56
Sand, fineness modulus
197
Saw, concrete
253
Shims, asphalt finisher screed
486
Spreader :
Aggregate
49
Bituminous
45
Chip
49
Concrete :
Maxon
2506
Standard
240
130
127
150
148
fast..
127
190
188
127
5
49
99.104
4.96
61
99,104
65
124
149
61
61
53
61
148
143
Paitcnpha
Stage construction :
Depth
4
Expedient considerations
10
Width
4b
Straightedge testing
48c
Subgrade, frosen
. 246
Supporting equipment, concrete
345
Surfaces :
Bituminous. (See Bituminous struc
tures.)
Definition
6
Expedient. (See Expedient surfaces.)
Types
6-10
Surface treatment combine
50
Tar. (See Bitumens, tar.)
Temperature, flash point, bitumen (table
X)
143a
Transit mixer, concrete
248
Travel plant, bituminous
39
Trial batch method. (See Concrete, mix de
sign.)
Triebatch paver, concrete, 34E
247
Truck :
Agitator, concrete
. 348
Batch, concrete
. 287*
Dump, 5-ton
.
42
"Dumpcrete"
349
Water. (See Concrete, water.)
Water-cement ratio
.
.
309b
Water gas tar. (See Bitumen, tar.)
Wearing surfaces. (See Surfaces.)
Welded wire fabric
306
Windrow box
....
St
Vibration, concrete
331b
Vibrator, concrete, pneumatic
347
Viscosity comparison, bitumen
.
341
I
7
4
61
17
146
5
63
104
147
49
147
147
160
S3
147
130
188
63
1X6
147
145
Offcial:
J. C. LAMBERT,
Major General, United States Army,
The Adjutant General.
HAROLD K. JOHNSON,
General, United States Army
Chief of Staff
Distribution :
Active Army:
DCSPER (2)
U8ATC (2) except
AC8I(3)
Engr (100)
DC8LOG (2)
Instl (3)
CORC (3)
USMA (5)
DC80PS(3)
8 vc Colleges (10)
Br Svc Sch (5)
CRD (1)
U8A Arm Bd (5)
COA (1)
PMS Sr Div Units (5)
CINFO (1)
TIO(l)
AM8 (3)
TJAG (1)
Army Pictorial Cen (3)
Div Engr (3)
CofCh (1)
AC8FOR (3)
Dist Engr (2)
U8CONARC (5)
Army Hoep (1)
U8A Tml Comd (5)
OPO(l)
Army Tmls (5)
CNGB (3)
CofEngrs (3)
Units org under fol TOE :
08 Maj Comd (10) except
5-25 (15)
U8AREUR (70)
5-26(5)
U8ARAL (30)
5-37(3)
U8A8ETAF (5)
5-35 (15)
5-30(5)
ARADCOM (3)
ARADCOM Rgn (1)
5-37 (3)
U8ACDC (3)
5-38(2)
5-48(2)
U8ACDC Agry (3) except
U8ACDCEA (5)
5-52(5)
MDW (3)
5-54 (8)
Armies (10) except
5-07(1)
5-77(5)
EU8A (30)
5-78 (5)
Corps (10)
Div(S)
5-90(5)
5-97(1)
Div Arty (1)
5-112 (5)
Bde(2)
Bb(1)
5-114 (10)
USA 8F Tng Gp (3)
5-115 (15)
5-116 (5)
LOGCOMD (5)
NO: State AG (3) ; unitssame as Active Army except allowance is one copy to each unit.
USAR: Same as Active Army except allowance is one copy to each unit
For explanation of abbreviations used, see AR 330-50.
5-117 (3)
5-118 (3)
5-124 (3)
5-127 (5)
5-129 (10)
5-137 (3)
5-145 (15)
5-146 (5)
5-147 (3)
5-148 (5)
5-155 (15)
5-156 (5)
5-157 (3)
5-177 (1)
5-315 (15)
5-216 (5)
5-217 (3)
5-237(2)
5-262(1)
5-266(1)
5-267 (1)
5-278 (1)
5-301 (5)
5-305(15)
5-306(5)
5-307(3)
5-308(3)
5-327 (1)
5-344 (1)
5-346(1)
5-347 (1)
5-348(1)
5-349(1)
5-387(5)
5-500(3)
6ra>)
PIN: 005212-000