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Republic of the Philippines

Department of Public Works and Highways


Bureau of Research and Standards
EDSA, Dilliman Quezon City

1.3 ASPHALT OVERLAY ON EXISTING PAVEMENTS

Recognizing the transport problems, the Government resorted to low cost alternatives. One
such alternative is the asphalt overlay of the existing pavements. Existing pavements may be
improved by overlaying with asphalt surfacing or with a combination of asphalt surfacing and
asphalt base. Under some conditions a high quality non-asphalt base may be included in the
overlay. Overlay may be considered in two categories:

1. To provide smooth, skid and water resistant surfaces or to make improvements in grade or
cross-section.
2. To strengthen existing pavements to handle heavier loads or increase traffic

In the first case, the overlay is usually constructed entirely of asphalt concrete and the
design thickness is determined by factors other than an increase in pavement strength.

In the second case, where increased strength is required, the design procedure is based on
the concept that the old and new layers will form a composite pavement structure having the
strength and performance characteristics necessary for the condition.

For many types of defects in rigid pavements, an asphalt overlay is the most effective and
economical treatment. Asphalt overlays are used to restore distorted pavements to smoothness and
salvage and strengthen disintegrating pavements. Slippery pavements can be made skid resistant
with proper asphalt overlays. Generally this type of correction is considered construction rather
than maintenance. However, overlays can be used for short stretches as a maintenance operation.

Cracks 13mm (1/2 in) or more in width are usually sealed with an asphalt mix. Broken
areas of pavement should be removed and patched with asphalt concrete. Slabs or portion of slab
that have settled, or slabs where pumping is evident should be undersealed with asphalt. If the slab
is broken to the point where it cannot be undersealed, it should be further broken into pieces less
than 0.3m (12 in) in diameter, rolled and sealed with a heavy pneumatic roller then covered with
an asphalt leveling course. If breaking the slab into smaller pieces is impractical, it should be
rolled with a heavy proof roller before being covered with an asphalt leveling course. When the
pavement has pre-molded joints, these should be cleaned out to prevent bumps in the new asphalt
surface

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To minimize crack reflection, the total thickness of an asphalt overlay on rigid-type
pavements should be at least 115 mm (4-1/2 in.) Additional thickness may be required to provide
adequate strength to the composite pavement structure.

Overlays implementing the crack relief concept require three layers. First, the crack-relief
layer ( an open-graded mix), then a dense graded intermediate or leveling course ( ASTM D3515)
that will cover the open graded mix to provide a smooth foundation for the surface course, then a
conventional surface course.

1.4 EVALUATION OF EXISTING PAVEMENT

As part of the design process, a comprehensive evaluation of the existing pavement must be
made, including pavement condition survey, nondestructive deflection testing, and in-situ material
evaluation.

1.4.1 Pavement Condition Survey

The condition survey should identify the type, extent, and severity of pavement distress.
These distresses are described in figures 1.1 and 1.2. The pavement is divided into survey sections
base on the differences in design, construction, traffic and location. For small projects, the entire
length of each section should be surveyed. For larger projects, each section may be divided into
sample units consisting of about 10 to 20 slabs. Sample units from each section are then randomly
selected. The use of 25 to 50% of the sample is recommended. The exact sampling frequency
should be based on site conditions. For each sample unit, the type, severity and extent of distress
are recorded. For high severity distress, the cause of distress should be identified and corrective
measures taken prior to the overlay.

1.4.2 Nondestructive Testing

The need for deflection testing is based on site conditions and the information obtained
from the condition survey. If the condition survey indicates the existence of, or potential for, load-
associated distress, then deflection testing should be conducted to determine the severity of the
problem. Deflection measurements should be taken at joints and cracks to determine if loss of
support exists and if load transfer across the joints and crack is adequate. The test should be
performed using a NDT devise that delivers an 8000 to 10,000 lb (356 to 445 KN) load to the
pavement. The use of lighter loads is not recommended
TESTING OF DRILLED CORES FROM AN ASPHALT PAVEMENT
Significance and Use shall represent 100 LM of the asphalt
pavement. Averaging of the thickness
Core tests determine the thickness and and density of the cores should not be
density of compacted asphalt pavement. done.

Sampling Procedure for Thickness Determination

1. Specimens shall be taken from the 1. Make four (4) measurements at


pavement with a core drill, diamond, or approximately quarter points on the
carborundum saw, or by other suitable periphery of cores or at the approximate
means. midpoint of each of the four sides of
2. Care shall be taken to avoid distortion, rectangular, sawed specimens.
bending or cracking of specimen during
and after removal from the pavement. 1 1
3. Specimens shall be free from foreign
materials such as seal coat, tack coat,
4 2 4 2 2
foundation material, soil, paper or foil.
4. Specimens for thickness and density
determination shall be at least 150mm x 3 3
150mm or 100 mm diameter full depth. Positions of Measurement
The diameter of core specimens shall be
at least equal to four times the maximum 2. The average of these measurements is the
size of the aggregate and thickness of thickness (t) of the specimen.
specimens shall be at least one and one
half times the maximum size of the Calculation of Density
aggregates. The density of the specimen is computed
as follows:
Obtaining of Core Specimens Density (d) = B.S.G x Density of water
Where:
Case 1: At least one, but not more than three B.S.G. = Bulk Specific Gravity
(3) core samples shall be taken for each Density of water = 1.0 gm/cm³
full day’s operation.
Method of Measurement
To ascertain the degree of compaction
of the asphalt pavement, more than one Bituminous mixture will be measured by
core sample but not greater than three the tonne. The quantity to be paid shall be the
(3) may be taken for each day’s number of tonnes of bituminous mixture in
operation. When 2 or 3 cores are taken, the accepted pavement, computed based on
each core should represent a specific the cores taken by applying the thicknesses
pavement area completed within a day. and densities of the cores obtained therein to
Averaging of the thickness and density the width and length of the pavement
of the 2 or 3 cores should not be done. represented by the core; otherwise, core
samples shall be taken from the completed
Case 2: If no core was taken at the end of pavement for every 100 LM per lane to
each day’s operation, and the project determine the corresponding thicknesses and
has already been completed, a core densities as in the above and made the basis
shall be taken for every 100 linear for computing or estimating the weight in
meters per lane or fraction thereof of tones of the mix used in the accepted
the completed pavement. Each core pavement
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W2= 14,000 (305)(5.1)2.311 = 50.33 tonnes
106
Batch weights will not be permitted as a method W3= 12,000 (305)(5)2.221 = 40.64 tonnes
of measurement. 106
WT= 134.85 tonnes
The quantity to be paid shall be computed as
follows: In the preceding case, only the quantity
corresponding to 134,85 tonnes shall be paid.
W= lwtd
106 Case 2 Illustration
Where:
w = weight of mixture, in tonne For the same stretch of road, no core test
l = pavement length represented by the was conducted at the end of each day’s operation.
core, in cm. Thus cores were taken for every 100 linear
w= pavement width represented by the meters of the completed pavement. Results of
core, in cm thickness and density tests are as follows:
t= pavement thickness, in cm
d= density of the core, in gm/cm³ PAVING LENGTH THICKNESS DENSITY
REPRESENTED, m cm gm/cm³
Note: The divisor 106 converts the unit of weight 100 5.3 2.262
from gram to tonne 100 5.1 2.311
100 5.1 2.225
80 5.0 2.226
Case 1 Illustration
The computation for the quantity of
In the construction of a 380-linear meter bituminous mixture that should be paid is as
asphalt road, with a designed thickness of 5 cm, a follows:
width requirement of 3.05m and a programmed Convert units of length and width to cm,
quantity for bituminous mix of 135 tonnes, an
asphalt core was taken after each full day’s W1 = 10000(305)(5.3)2.262 = 36.56 tonnes
operation. Results of thickness and density tests 106
are as follows: W2 = 10000(305)(5.1)2.311 = 35.95 tonnes
106
PAVING PAVING LENGTH THICKNESS DENSITY W3 = 10000(305)(5.1)2.225 = 34.61 tonnes
DATE REPRESENTED,m cm gm/cm³
Day 1 120 5.3 2.262 106
Day 2 140 5.1 2.311 W4 = 8,000(305)(5)2.226 = 27.16 tonnes
Day 3 120 5.0 2.221
106
WT = 134.28 tonnes
The computation for the quantity of
Only the quantity corresponding to 134.28 tonnes
bituminous mixture that should be paid is as
will be paid.
follows:
Convert units of length and width to cm,

W1= 12,000 (305)(5.3)2.262 = 43.88 tonnes


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Table 1- Recommended Minimum Compaction Requirements

Type of soil Compaction Requirements


(AASHTO (% of density obtained in the Standard Compaction Test)
classification) Embankments Embankments Subgrade (immediately
Under 50 ft (15m) Over 50 ft(15m) under pavement structure
A-1, A-2-4, A-2-5, A-
3 95 95 100
A-2-6, A-2-7, A-4,A- Use of these material 95 ( of optimum moisture
5, A-6 and A-7 95 requires special attention content)
to design and construction

Construction Methods

Embankment

Embankment shall deposited and compacted by one of the following methods:

1. Controlled Density Method - The material for the embankment shall be deposited and
spread in layers not more than 225 mm in depth, loose measure, and extending to the full
width of the embankment
2. Twelve –inch Layer Method – The material shall be deposited and spread in layers not
more than 300mm in depth, loose measure, parallel to the finished grade, and extending to
the full width of the embankment
3. Rock embankment - The shattered rock obtained in rock cuts shall be deposited on the fill
and push over the end of the fill by means of bulldozers. This method shall not be used in
fills less than 1.2m in depth and in no case, shall the rock embankment be placed within
600mm of the earth grade.
4. Hydraulic Fill Method - The material shall be taken from borrow locations and shall be
deposited as to form the grade and cross-section, and shall be thoroughly compacted.
5. Methods of Treatment of Peat Marshes - Embankment construction across peat marshes
consists of total or partial excavation of the peat using power shovels which is usually
carried on in conjunction with backfilling of the peat areas.
6. Placing and Removing Surcharge - Where unsuitable material is present under the
embankment, corrective work consists of placing a surcharge constructed to the full width
of the road bed. The surcharge shall remain in place until the embankment has reached
stability or the required settlement has taken place.
7. Hydraulic Consolidation - This involves the introduction of water into embankments to
accelerate consolidation.

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