UNIT-4

HIGHWAY MATERIALS AND CONSTRUCTION PRACTICE

Sub grade soil
Soil is an accumulation or deposit of earth material, derived
naturally from the disintegration of rocks or decay of
vegetation, that can be excavated readily with power
equipment in the field or disintegrated by gentle mechanical
means in the laboratory. The supporting soil beneath
pavement and its special under courses is called sub grade.
Undisturbed soil beneath the pavement is called natural sub
grade. Compacted sub grade is the soil compacted by
controlled movement of heavy compactors.
 SOIL TEST - CBR Test

1. The representative soil sample is sieved through 19 mm

sieve and retained on 4.75 mm sieve. About 5 kg of soil is
taken and mixed with optimum moisture content (OMC).
2. Clamp the mold to the base plate; attach the extension
collar and weight. Insert the spacer disk into the mold and
place a coarse filter paper on the top of the disk.
3. Compact the soil-water mixture into the mould in 3 equal
layers to give a height of 127 mm compact each layer in the
10 blows, 30 blows and 65 blows
for each sample.
4. Determine the water content of the soil mixture.
5. Remove the extension collar, and using on straight edge,
trim the compacted soil even with the top of the mold
surface. Remove the spacer disk and weigh the mold with
sample.
6. Place the mold with soil on the
CBR machine and place the
surcharge weight of 2.5kg. Seat the
penetration piston, set the dial
gauges for load and penetration.
7. Apply the loads to the
penetration piston at the rate of
1.25 mm/min and record the load
at 0.0, 0.5, 1.0, 1.5, 2.0, 2.5, 3.0,
4.0, 5.0, 7.5, 10.0 and 12.5 mm
penetration respectively.
8. Detach the mould from the
loading equipment. Take about 20
to 50 g of soil from the top 3 cm
layer and determine the moisture
content.
If the value of 2.5 mm is greater than that of 5.0 mm
penetration, the former is adopted. If the CBR value
obtained from test at 5.0 mm penetration is higher than
that at 2.5 mm, then the test is to be repeated for
checking. If the check test again gives similar results,
then higher value obtained at 5.0 mm penetration is
reported as the CBR value. The average CBR value of
three test specimens is reported as the CBR value of the
sample.
 FIELD DENSITY TEST
Calibration of the Cylinder
1. Fill the sand pouring cylinder with clean sand so that the level of
the sand in the cylinder is within about 10 mm from the top. Find
out the initial weight of the cylinder plus sand (W1) and this weight
should be maintained constant throughout the test for which the
calibration is used.
2. Allow the sand of volume equal to that of the calibrating
container to run out of the cylinder by opening the shutter, close the
shutter and place the cylinder on the glass sand takes place in the
cylinder close the shutter and remove the cylinder carefully. Weigh
the sand collected on the glass plate. Its weight(W2) gives the
weight of sand filling the cone portion of the sand pouring cylinder.
Repeat this step at least three times and take the mean weight (W2)
Put the sand back into the sand pouring cylinder to have the same
initial constant weight (W1)
Determination of Bulk Density of Soil
3. Determine the volume (V) of the container be filling it with
water to the brim. Check this volume by calculating from the
measured internal dimensions of the container.
4. Place the sand poring cylinder centrally on yhe of the
calibrating container making sure that constant weight (W1) is
maintained. Open the shutter and permit the sand to run into the
container. When no further movement of sand is seen close the
shutter, remove the pouring cylinder and find its weight (W3).

Determination of Dry Density of Soil In Place

5. Approximately 60 sq.cm of area of soil to be tested should be
trimmed down to a level surface, approximately of the size of the
container. Keep the metal tray on the level surface and excavate
a circular hole of volume equal to that of the calibrating
container.
Collect all the excavated soil in the tray and find out the weight of
the excavated soil (Ww). Remove the tray, and place the sand
pouring cylinder filled to constant weight so that the base of the
cylinder covers the hole concentrically. Open the shutter and permit
the sand to run into the hole. Close the shutter when no further
movement of the sand is seen. Remove the cylinder and determine
its weight (W3).
6. Keep a representative sample of the excavated sample of the soil
for water content determination.

Weight of wet soil from hole Ww gm

Weight of sand + cylinder before pouring W1 gm
Weight of sand + cylinder after pouring W4 gm
Weight of sand in hole Wb = (W1-W2-W4) gm
Bulk density gb = (Ww /Wb) gs gm/cc
 TESTS ON AGGREGATES

Crushing test
The aggregate crushing value provides a relative measure of
resistance to crushing under gradually applied crushing load. The
test consists of subjecting the specimen of aggregate in standard
mould to a compression test under standard load conditions. Dry
aggregates passing through 12.5 mm sieves and retained 10 mm
sieves are filled in a cylindrical measure of 11.5 mm diameter and
18 cm height in three layers. Each layer is tampered 25 times with at
standard tamping rod. The test sample is weighed and placed in the
test cylinder in three layers each layer being tampered again. The
specimen is subjected to a compressive load of 40 tonnes gradually
applied at the rate of 4 tonnes per minute. Then crushed aggregates
are then sieved through 2.36 mm sieve and weight of passing
material (W2) is expressed as percentage of the weight of the total
sample (W1) which is the aggregate crushing value.
 Abrasion test

The principle of Los Angeles abrasion test is to find the percentage

wear due to relative rubbing action between the aggregate and steel
balls used as abrasive charge. Los Angeles machine consists of
circular drum of internal diameter 700 mm and length 520 mm
mounted on horizontal axis enabling it to be rotated. An abrasive
charge consisting of cast iron spherical balls of 48 mm diameters
and weight 340-445 g is placed in the cylinder along with the
aggregates. The number of the abrasive spheres varies according to
the grading of the sample. The quantity of aggregates to be used
depends upon the gradation and usually ranges from 5-10 kg. The
cylinder is then locked and rotated at the speed of 30-33 rpm for a
total of 500 -1000 revolutions depending upon the gradation of
aggregates.
After specified revolutions, the
material is sieved through 1.7 mm
sieve and passed fraction is
expressed as percentage total
weight of the sample. This value
is called Los Angeles abrasion
value. A maximum value of 40
percent is allowed for WBM base
course in Indian conditions. For
bituminous concrete, a maximum
value of 35 is specified.
 Impact test

The aggregate impact test is carried out to evaluate the

resistance to impact of aggregates. Aggregates passing
12.5 mm sieve and retained on 10 mm sieve is filled in a
cylindrical steel cup of internal dia 10.2 mm and depth
5 cm which is attached to a metal base of impact testing
machine. The material is filled in 3 layers where each
layer is tamped for 25 number of blows. Metal hammer of
weight 13.5 to 14 Kg is arranged to drop with a
free fall of 38.0 cm by vertical guides and the test specimen
is subjected to 15 number of blows. The crushed
aggregate is allowed to pass through 2.36 mm IS sieve.
And the impact value is
measured as percentage of
aggregates passing sieve (W2) to
the total weight of the sample
(W1). Aggregates to be used for
wearing course, the impact
value shouldn't exceed 30
percent. For bituminous
macadam the maximum
permissible value is 35 percent.
For Water bound macadam base
courses the maximum
permissible value defined by
IRC is 40 percent
 Shape tests
The particle shape of the
aggregate mass is determined by
the percentage of flaky and
elongated particles in it.
Aggregates which are flaky or
elongated are detrimental to
higher workability and stability
of mixes.
The flakiness index is defined as
the percentage by weight of
aggregate particles whose least
dimension is less than 0.6 times
their mean size.

Flakiness gauge
For determining the flakiness index of
aggregate. It consists of a panel having
accurately cut slots of different standard
lengths and width.
Particle is elongated when its length
(longest dimension) is more than 1.8 of
the midsize of the sieve fraction.
Aggregate to be classified is separated
into seven sieve fractions from 63 to
6.3mm, and each fraction is examined
separately.
Six labeled openings between pairs of
metal pins measure particle from each of
the six sieve cuts below 50mm.
The mass of all elongated particles
(failing to pass between pins) as percent
of the sample is the elongation index.
Meets BS 812.
The elongation index of an aggregate is
defined as the percentage by weight of
particles whose greatest dimension (length)
is 1.8 times their mean dimension. This test
is applicable to aggregates larger than 6.3
mm.

Discard all aggregate retained on the Elongation gauge

50.0 mm BS test sieve and all
aggregate passing the 6.30 mm BS
test sieves

Select the length gauge appropriate to the size-fraction

under test and gauge each particle separately by hand.
Elongated particles are those whose greatest dimension
prevents them from passing through the gauge
From the sum of masses of the fractions in the trays(M1), calculate
the individual percentages retained on each of the various sieves.
Discard any fraction whose mass is 5% or less of mass M1 . Record
the mass remaining (M2)
Gauge each fraction as follows. Select the length gauge appropriate
to the size-fraction under test and gauge each particle separately by
hand.
Elongated particles are those whose greatest dimension prevents
them from passing through the gauge.
Combine and weigh all Elongated particles (M3).

Elongation index = M3 X 100

M2
 Water absorption

Water absorption is the difference between the apparent and bulk

specific gravities or water permeable voids of the aggregates. We
can measure the volume of such voids by weighing the aggregates
dry and in a saturated, surface dry condition, with all permeable
voids filled with water. The difference of the above two is MW.
MW is the weight of dry aggregates minus weight of aggregates
saturated surface
dry condition.

Water absorption values ranges from 0.1 to about 2.0

percent for aggregates normally used in road surfacing.
 Polished Stone Value
The Polished Stone Value of
aggregate gives a measure of
resistance to the polishing action
of vehicle tyres under conditions
similar to those occurring on the
surface of a road.

The action of road vehicle tyres

on road surfaces results in
polishing of the top, exposed
aggregate surface, and its state of
polish is one of the main factors
affecting the resistance to
skidding.
 Four curved test specimens are prepared from each sample
undergoing test. Each consists of 35 to 50 representative chippings of
carefully controlled size supported in a rigid matrix.

Fourteen specimens are clamped around the periphery of the 'road

wheel' and subjected to two phases of polishing by wheels with
rubber tyres.

The first phase is of abrasion by a corn emery for three hours,

followed by three hours of polishing with an emery flour.
Two of the fourteen samples are of Control stone.
The degree of polish of the specimens is then measured by means of the
portable skid resistance tester (using a special narrow slider, shorter test
length and supplementary scale) under carefully controlled conditions.
Control specimens are used to condition and check the slider before the test;
also a pair of control specimens is included in each test run of fourteen
specimens to check the entire procedure and to allow for adjustment of the
result to compensate for minor variations in the polishing and or friction
testing. Results are expressed as 'polished stone values' (PSVs), the mean of
the four test specimens of each aggregate.
 BITUMEN TESTS-Penetration test
It measures the hardness or softness of bitumen by
measuring the depth in tenths of a millimeter to Penetration Test Setup
which a standard loaded needle will penetrate
vertically in 5 seconds. BIS had standardized the
equipment and test procedure. In this test we
examine the consistency of a sample of bitumen.
1. The penetrometer consists of a needle
assembly with a total weight of 100g and
a device for releasing and locking in any
position.
2. The bitumen is heated and softened to a
pouring consistency, stirred thoroughly
and poured into a container to a depth of
atleast 15 mm in excess of the expected
penetration.
3. Allow it to cool in an atmospheric
temperature and this test should be
conducted at a specified temperature of
25o C
4. Use the water bath to maintain the
temperature of specimen.
5. Clean the needle and place a weight
above the needle.
6. Mount the needle on bitumen, such
that it should just touch the surface of
bitumen.
7. Then start the stop watch and allow
the penetration needle to penetrate
freely at same time for 5 seconds.
After 5 seconds stop the penetration.
8. Result will grade bitumen. A grade
of 40/50 bitumen means the
penetration value is in the range 40 to
50 at standard test conditions. In hot
climates, a lower penetration grade is
preferred.
9. Greater value of penetration
indicates softer consistency.
9. It may be noted that penetration
value is largely influenced by any
inaccuracy with regards to pouring
temperature, size of the needle, weight
placed on the needle and the test
temperature.
 Ductility test
Ductility is the property of bitumen that permits it Standard Briquette mould
to undergo great deformation or elongation.
Ductility is defined as the distance in cm, to which
a standard sample or briquette of the material will
be elongated without breaking when pulled apart.
1. Assemble the mould on a brass plate and coat
the surface of the plate and the interior surfaces
of the sides of the mould with a mixture of
equal parts of glycerine and dextrin in order to
prevent the material under test from sticking. Dimension of the briquette thus
2. Completely melt the bituminous material to be formed is exactly 1 cm square
tested by heating it to a temperature of 75 to
100oC above the approximate softening point
until it becomes thoroughly fluid.
3. Pour the bitumen into the mould assembly and
allow it to cool in air and then in water bath at
27o C temperature. The excess bitumen is cut
and the surface is leveled using a hot knife.
4. Then the mould with assembly containing
sample is kept in water bath of the ductility
machine for about 90 minutes.
 Ductility Test

5. The sides of the moulds are removed, the

clips are hooked on the machine and the
machine is operated.
6. The distance up to the point of breaking of
thread is the ductility value which is reported in
cm.
7. Ductility is defined as distance in cms to
which a standard briquette of bitumen can be
stretched before the thread breaks. The briquette
is stretched at a rate of 50mm/minute ±25mm
per minute at a temperature of 27ºC ± 0.5ºC.
8. The ductility value gets affected by factors
such as pouring temperature, test temperature,
rate of pulling etc. A minimum ductility value of
75 cm has been specified by the BIS.
9. While the test is being done, make sure that
the water in the tank of the testing machine
covers the specimen both above and below by at
least 25mm and the temperature is maintained
continuously within ± 0.5oC of the specified
temperature of 27o C
A minimum ductility value of 75 cm has been specified
by the BIS.
 Softening point test (Ring and ball test)
Softening point denotes the temperature at which the bitumen
attains a particular degree of softening under the specifications
of test. The test is conducted by using Ring and Ball apparatus.
1. The sample should be just sufficient to fill the ring. The excess sample should be
cut off by a knife
2. Heat the material between 75 and 100oC. Stir it to remove air bubbles and water,
and filter it through IS Sieve 30, if necessary
3. A brass ring containing test sample of bitumen is suspended in liquid like water
or glycerin at a given temperature.
4. Remove excess material with the help of a warmed, sharp knife.
5. Assemble the apparatus with the rings, thermometer and ball
guides in position.
6. A steel ball is placed upon the bitumen sample and the liquid
medium is heated at a rate of 5o C per minute.
6. Fill the beaker with boiled distilled water at a temperature
5.0 ± 0.5oC per minute. With the help of a stirrer, stir the liquid
and apply heat to the beaker at a temperature of 5.0 ± 0.5oC per
minute
7. Apply heat until the material softens and allow the ball to
pass through the ring.
8. Record the temperature at which the ball touches the bottom,
which is nothing but the softening point of that material.
9.Generally, higher softening point indicates lower temperature
susceptibility and is preferred in hot climates. Figure shows
Softening Point test setup
 Viscosity test

Viscosity denotes the fluid property of bituminous material and it is a

measure of resistance to flow. At the application temperature, this
characteristic greatly influences the strength of resulting paving
mixes. Low or high viscosity during compaction or mixing has been
observed to result in lower stability values. At high viscosity, it resist
the compactive effort and thereby resulting mix is heterogeneous,
hence low stability values. And at low viscosity instead of providing
a uniform lm over aggregates, it will lubricate the aggregate particles.
Orifice type viscometers are used to indirectly find the viscosity of
liquid binders like cutbacks and emulsions. The viscosity expressed
in seconds is the time taken by the 50 ml bitumen material to pass
through the orifice of a cup, under standard test conditions and
specified temperature. Viscosity of a cutback can be measured
with either 4.0 mm orifice at 25o C or 10 mm orifice at 25 or 40o C.
 BINDER CONTENT

For each group of 3 of the 1500 g samples having the same

binder content, heat the aggregate and the asphalt binder to
275°F ± 9°F.
2. Place an aluminum disc in the bottom of each extraction
thimble and attach the screw-on bottom so that the aluminum
disc is firmly held in place.
3. Tare each extraction thimble with the bottom disc assembly
in place.
4. Preheat 3 extraction thimble assemblies, 3 top discs and 3
cylindrical steel blocks in an oven at 275°F ± 9°F for a
minimum of 15 min.
5. Mechanically mix or hand mix the 3 individual samples of
aggregate and asphalt binder for 2 min ± 5 s. Mix over a heat
source such as an infrared lamp or a hot plate to avoid loss of
temperature.
6. After mixing, immediately transfer each mix into a heated extraction
thimble assembly. Use a spatula to scrape clean the insides of the
mixing bowl or pan.
7. Place an aluminum disc on top of each mix (Figure 1).
8. Place a cylindrical steel block on top of each disc (Figure 1).
9. Place each of the 3 assembled samples into an oven maintained at a
temperature of 275°F ± 9°F for 30 min ± 15 s.
10. Remove the sample from the oven, remove the cylindrical steel
block and top disc, invert the thimble, and dump the test specimen into
a pan. Tap the bottom of the thimble assembly 10 times with the
spatula handle to dislodge any loose material. Remove aggregate
particles larger than No. 8 from the thimble assembly.
11. Allow the thimble and bottom disc assembly to cool to room
temperature for a minimum of 20 min.
12. Reweigh each thimble with the bottom disc assembly in place to
determine grams of asphalt drainage
 CONSTRUCTION PRACTICE
WATER BOUND MACADAM ROAD
Excavation

The box cutting shall be done in such a way, that the width of
cutting is exactly that of the sub-base width. The depth of cutting
shall be total thickness of sub-base, consolidated soling, road
metalling and bituminous wearing course. The formation
shall have the same profile and camber as shown on the drawings.
Preparation of the Subgrade
After the box cutting is completed the formation shall be
watered and rolled to a proper gradient and camber with a road
roller of 8 to 10 tonnes weight minimum, for thorough
compaction, care shall be taken to avoid excessive rolling of
the formation.
Preparation of the Sub-base

After rolling of the subgrade is completed, the granular sub-base

material shall be laid in two separate layers of 150mm and
200mm respectively and consecutively or as specified in the
drawing and as instructed by Engineer In Charge.
The first layer of 150mm, shall be laid over the compacted sub-
grade between the edges of box-cutting, watered and rolled to a
proper gradient and camber with a road roller of 8 tonnes weight
minimum for thorough compaction to achieve a CBR value
greater than 20%. Subsequently the second layer of 200mm shall
also be laid over the first layer, watered and rolled to a proper
gradient and camber with 8 tonnes road roller and thoroughly
compacted with a CBR valve of 10% is achieved. Excessive
rolling shall be avoided.
Base Course

The stones shall be laid closely packed to the profile of the

finished road surface in such a way that these shall not move
under pressure. A thin cushion of murrum shall be placed over
the sub-base and packed with the stone. The joints shall
preferably be staggered. Soling shall commence from edges
and proceed towards the center. The profile of the soling shall
frequently be checked with templates as the laying progresses.
When a sufficient length of soling has been laid this shall be
watered and packed with a power road roller of not less than 8
tonnes capacity and the surface shall be evened by blinding
with small pieces of stone and chipping during rolling. A final
thin cushioning with murrum shall be spread over the surface
and watered and lightly rolled. Rolling shall be continued till
the required compacted thickness is obtained
wearing course

Road metal from road side stacks shall be raked on to the

carriage way soling course directly. Spreading shall be done to
the specified camber and thickness, but never more than
100mm at a time to make a consolidated thickness of at least
75mm after rolling. Two such layers shall be spread and
consolidated separately but consequently to form a total
compacted thickness of 150mm. The surface so laid in each
layer shall be checked up by means of wooden templates and
spirit levels placed every 6 to 7 meters, the top surface being
dressed up and hand packed with smaller pieces of stone
between successive templates. Transition strips and curves shall
be checked up very carefully
Dry-Rolling
When spreading has been done for a sufficient length (not less than
15M) and checked up with templates, dry rolling shall be started
with a power road roller of 8 tonnes minimum weight, to obtain
perfect inter locking of the adjacent pieces of stones.
Adding Screenings
When the desired degree of compaction has been obtained by dry
rolling screenings of approved stone chippings shall be spread
uniformly over the surface by brooming and these shall be pushed
into the interstices by rolling, successive layers of screenings being
added till no more chippings are taken up by the surface. Any
unevenness observed shall be rectified by removing stones to a
depth of 50 to 75mm, refilling the same, hand packing and re-
rolling. No watering shall be done till the process is complete.
Spreading of blindage and wet rolling

Approved quality blindage such as murrum or sandy loam

shall then be spread uniformly over the surface to a thickness
of about 12mm, copiously watered and rolled. The roller
wheels as well as the road surface shall be constantly watered
during the wet rolling and nay stone piece picked up shall be
replaced by hand. The rolling shall be continued until a slurry
is formed over the entire surface and the same moves in a
wave in front of the roller wheels as it moves, when rolling
may be stopped and the surface allowed to dry. The finished
surface shall be smooth and uniform, free from waviness and
corrugations and as per specified profile and camber.
Finishing, curing and opening up the road to traffic
After 24 hours of wet rolling, the surface shall be covered with a
thin layer of sand (about 12mm thick) for curing. Ordinarily the
newly consolidated surface shall not be opened to traffic till it is dry
which may take 2 to 4 days depending on weather conditions. As
the surface dries up the road maybe opened to traffic
 BITUMINOUS ROAD
Preparation of Existing Water Bound Macadam Surface: The
existing water bound macadam surface shall be brushed, cleaned
properly with wire brushes and coir brooms, so as to free from
all loose materials, murrum, earth, silt and caked mud etc.
If during the process of cleaning the sub grade (water bound
macadam), soft spots and pockets, hollows etc. are found, such
spots/pockets will be filled with approved precoated bituminous
chips, consolidated and finished to proper level, rolled with
power roller if necessary. The pot holes shall be excavated
properly in a rectangular or rhomboidal shape with vertical
edges. The bottom and sides shall be cleaned as stated above.
The sides and bottom shall then be thoroughly painted with
heated 80/100 penetration bitumen. The pot hole shall thereafter
be filled with premixed bituminous chips so that after thorough
tamping and rolling, the surface is flush with surrounding road
surface.
 HOT MIXED HOTLAID BITUMINOUS ROAD:
Tack Coat: Bitumen of the grade as specified in the Schedule of
Quantities shall be heated to a temperature of 1630 C to 1770 C
(3250 F to 3500 F) in a bitumen boiler and the hot bitumen shall be
applied evenly to the thoroughly cleaned and prepared road surface
(as specified here-in-before) @ 8.5 kg. per 10 sqm. Leaving no part
of the surface unpainted. Application shall be done by a mechanical
pressure sprayer or if permitted, by perforated pouring cans. The
tack coat shall be applied just before the macadam is laid.
Application of tack coat shall be only slightly in advance of laying
premixed chips. In case of surface already asphalted application of
tack coat is not necessary.
Compaction : The base bituminous macadam course shall
be compacted thoroughly and evenly with 8 to 10 tonne
power roller immediately after it is laid. Compacted
thickness shall be as specified in schedule of quantity.
The surface shall be checked for correct grade during and
after rolling. Any irregularities shall be corrected by adding
precoated chips or removing the surplus. The disturbed
surface shall be well compacted again. If necessary,
the roller wheel shall be coated with oil to prevent the coated
chip from sticking to the wheels. Rolling shall be continued
till no wheel marks are left on the surface.
 CONCRETE ROAD
Preparing the grade, or roadbed

Subgrade: earth that has been graded to the desired elevation. (In
county and municipal paving projects with low traffic volumes,
concrete is often placed directly on the prepared earth subgrade.)

Subbase: a course of material that is placed on the subgrade to

provide drainage and stability. Granular subbase is the most
drainable subbase. It is a mixture of granular material that is
uniformly shaped and minimally compacted. It does not provide
significant structural support; no construction traffic is allowed on
a granular subbase.
Placing dowel bars
Dowel bars transfer heavy loads across joints in the pavement,
preventing faulting at the joint that can lead to pavement
damage. Practices vary from state to state, but dowel bars are
typically required in eight-inch or thicker pavements. Dowels
must be positioned and aligned perfectly so that, as joints open
in winter and close in summer with contraction and expansion
of the concrete, the pavement on either side of the joints can
move in a straight line along the smooth dowels.
Wetting the grade:
A dry subbase draws water from the bottom of the concrete
mixture. This can produce stress due to differential moisture
levels throughout the slab, causing cracking. To help prevent
these stresses, thoroughly spray the subbase with water shortly
before

Placing the concrete:

Delivering the mix when transporting the mixture from plant to
construction site, the goal is to deliver well mixed, workable
concrete to the construction site. It is essential that the mixture
be uniform and consistent from batch to batch.
Placing the concrete
To prevent differential compaction that can interfere with good
drainage, haul trucks should not be driven on the subbase. If
the grade provides adequate space, delivery vehicles should
deliver the concrete from a haul road adjacent to the area to be
paved. The mix is deposited, from off the grade, in front of the
paver. It may be deposited by a belt placer or other method.

Setting header joints

Header joints are built at the end of a section of pavement
where, in the future, pavement construction will continue.
Header joints must be constructed at the end of a pour or a
day’s run, or if paving is delayed by 30 minutes or more.
Header construction
1. A header board is placed just beyond the line where
the paver has pulled away from the slab.
2. Tie-bars protruding through the header board are
placed into the fresh concrete and stick out beyond the
board. (The protruding ends will be incorporated into
the next pavement section.)
3. The header area is hand-poured, then vibrated,
finished, and cured. Concrete should be well
consolidated against the header board and finished with
an edging tool.
Placing tie-bars during construction
When two or more lanes are placed, tie-bars must be placed across
the centerline or lane lines to prevent movement along the line. If the
paver does not install tie bars mechanically, a crew member rides on
the paver and inserts them manually. In either case, a timing
device—usually a wheel of a specific circumference riding on the
paver track—is used to ensure the correct spacing.
Finishing
Immediately after the paver passes, the surface is normally
finished to close holes and create a tight surface. Crews standing
along the slab edge run finishing tools (floats and straightedges)
across the surface.
Curing
The importance of managing moisture in concrete immediately
after placement cannot be overemphasized. Concrete moisture is
managed primarily through proper curing—that is, by applying
curing compound uniformly to the entire surface and exposed
edges of the concrete to slow the evaporation of water from the
concrete. Curing preserves water for hydration, maximizing
pavement strength and durability. It also helps prevent the surface
from drying out more quickly than the rest of the slab, reducing
the possibility of surface damage due to differential shrinkage.