COURSE: Infrastructure System

MODULO 2:
Urban road mobility design and maintenance

Road pavement

Ing. Claudio Lantieri

AULA 5.4 16-05-2022, 12:00 - 14:00 Dott. Ing. Claudio Lantieri

 OUTLINE

1. ROAD SECTIONs
2. SUBGRADE: materials, design parameters and tests
3. FOUNDATION or SUB-BASE: materials and tests
4. BASE LAYER: traditional materials and tests
5. BINDER LAYER: traditional materials and tests
6. SURFACE LAYER: traditional materials and tests

2
 Road pavements: an overview
A road section is formed by overlapping layers, needed to spread the traffic
loads into the subgrade.

ROMAN ROAD STRUCTURE (600 B.C.)

The idea of built layers with different materials dates back to the Romans,
then move on to the Telford and Macadam era, then into the first 150 years of
asphalt and Portland cement concrete pavements.

3
 Road pavements: an overview
TELFORD ROAD STRUCTURE (1700s)

MACADAM ROAD STRUCTURE (1800s)

The Macadam structure

was kept almost
unchanged during the
19th and 20th century,
but different materials
were used as binders (tar,
asphalt and cement).

4
 Functions of a road section
• BEARING CAPACITY
• SKID RESISTANCE
• ROUGHNESS OF THE PAVEMENT SURFACE
• DRAINABILITY
• VISIBILITY FOR THE DRIVER
EDGE CARRIAGEWAY EDGE

SHOULDER LANE LANE SHOULDER

DITCH DITCH

From the 50s, new materials and design criteria have been developed to ensure
suitable travel and security standards to drivers. Today it is possible to project
the road section according to the weather, subgrade, traffic and surrounding
landscape conditions.
5
 Road section classification
Basically, all hard surfaced pavement types can be categorized into two main
groups: flexible and rigid. The main differences between the two groups are
related to:
• Number of layers;
• Materials;
• Thickness;
• Distribution of loads over the subgrade.

6
 Road section classification

According to the traditional Italian

classification, a road section can
be classified as:

• FLEXIBLE;
• SEMI-FLEXIBLE;
• RIGID;
• SEMI-RIGID;
• MODULAR PAVEMENTS.

7
 FLEXIBLE ROAD SECTION
Flexible pavements are surfaced with bituminous materials. These can be
either in the form of pavement surface treatments or asphalt mixtures. These
pavements are called “flexible” since the total pavement structure “bends” or
“deflects” due to traffic loads.

3-5 cm, WITHSTAND

SURFACE SHEARING STRESS
6-8 cm, REGULARIZE
ASPHALT CONCRETE BINDER INTERFACE AND SUPPORT
THE SURFACE LAYER
13-20 cm; SPREAD
BASE THE NORMAL AND
FOUNDATION SHEARING STRESSESS IN
THE DEEP LAYERS

25-35 cm; BOUND or

SUBGRADE FOUNDATION UNBOUND GRANULAR
LAYER

8
 FLEXIBLE ROAD SECTION

PROs:
• Stress reduction in the lower layers;
• Lack of joints;
• Rapid completion and re-opening of areas to
traffic;
• Roughness and high skid resistance.

CONs:
• Limited resistance to permanent deformations;
• Visual impact;
• Costs (?).

9
 RIGID ROAD SECTION

Rigid pavements are composed of a Portland Cement surface course. Such

pavements are “stiffer” than flexible pavements due to the presence of a
concrete slab.

15-28 cm, THE CONCRETE SLAB CAN HAVE

CONCRETE PAVEMENT REINFORCING STEEL OR BE REINFORCED WITH
FIBERS
CEMENT BOUND LAYER 13-20 cm, SPREAD THE TRAFFIC LOAD INTO
THE DEEP LAYERS

FOUNDATION 25-35 cm; BOUND or UNBOUND GRANULAR

LAYER

10
 RIGID ROAD SECTION

PROs:
• High mechanical performances;
• High resistance to permanent
deformations;
• Low visual impact.

CONs:
• Time for constructions;
• Presence of joints (roughness and
comfort for the driver);
• Costs and time for maintenance.

11
 SEMI-RIGID ROAD SECTION
The semi-rigid road section is a mix between a flexible pavement (upper
layers) and a rigid section (bottom layers). It is generally designed for high-
traffic areas.

3-5 cm, WITHSTAND

ASPHALT CONCRETE SURFACE SHEARING STRESS
6-8 cm, REGULARIZE
BINDER INTERFACE AND SUPPORT
THE SURFACE LAYER
CEMENT BOUND LAYER
CEMENT 13-20 cm; ENHANCE THE
BEARING PROPERTIES OF
BOUND LAYER THE STRUCTURE
FOUNDATION
25-35 cm; BOUND or
FOUNDATION UNBOUND GRANULAR
SUBGRADE
LAYER

12
 SEMI-RIGID ROAD SECTION

PROs:
• High resistance to loads;
• Increased fatigue resistance;
• Smoothness and high skid resistance.

CONs:
• Excessive stiffness of the base layer
(development of cracking);
• Visual impact;
• Costs (?).

13
 SEMI-FLEXIBLE ROAD SECTION

The semi-flexible road section is a semi-rigid or semi-flexible pavement with

a grouted asphalt mixture as surface layer.

GROUTED 5 cm, HIGH

ASPHALT CONCRETE MACADAM RESISTANCE TO
SHEAR STRESS
6-8 cm, REGULARIZE INTERFACE
BINDER
CEMENT BOUND LAYER or AND SUPPORT THE SURFACE
ASPHALT CONCRETE BASE LAYER
13-20 cm; ENHANCE THE BEARING
BASE LAYER PROPERTIES OF THE STRUCTURE
(AC, CBM)
FOUNDATION

FOUNDATION 25-35 cm; BOUND or UNBOUND

SUBGRADE GRANULAR LAYER

14
 SEMI-FLEXIBLE ROAD SECTION

PROs:
• High resistance to heavy loads and
shear stresses;
• Increased fatigue resistance;
• Possibility of surface treatments;
• Rapid re-opening to traffic (compared to
rigid pavement).

CONs:
• Time for construction (compared to semi-
rigid pavements);
• Costs (?).

15
 MODULAR ROAD SECTION
Modular pavements are used in urban areas for special lanes, walking
paths or parking or pedestrian areas.

MODULAR ELEMENTS MODULAR DIFFERENT SHAPE, DIMENSION

SAND
ELEMENTS AND MATERIALS

SAND 4-6 cm, SAND 6/8 mm

BASE LAYER
10-20 cm; ENHANCE THE BEARING
BASE LAYER PROPERTIES OF THE STRUCTURE
FOUNDATION FOU (Concrete slab, AC or CBM)
NDAT
SUBGROUND ION 25-35 cm; BOUND or
FOUNDATION UNBOUND GRANULAR
LAYER

16
 MODULAR ROAD SECTION

PROs:
• Visual impact;
• Easy maintenance;
• Possibility of create porous surfaces.

CONs:
• Smoothness;
• Structure not suitable for heavy traffic
or loads.

17
 SUBGRADE (Existing soil)
The subgrade must be able to support the loads transmitted from the pavement structure. The
bearing capacity is often affected by the level of compaction, moisture content, and soil
type. The soil can be tested and classified according to the UNI EN ISO 14688 (particle size
distribution and Atterberg limits).
The Italian standard UNI EN 11532 indicates the type of construction or layer in which the existing
soil can be used, according to its classification.

18
 SUBGRADE (Existing soil)
GRANULOMETRIC CURVE (UNI EN 933-1,2)

CLAY
Argilla LIME
Limo SAND
Sabbia GRAVEL
Ghiaia
100
90
80
in peso, p (%)

70
PASSING

60
50
GRAVEL d > 2mm
passante

40 SAND 2mm > d > 0.06mm

30 LIME 0.06mm > d >
MATERIAL

0.002mm
20
CLAY d < 0.002mm
10
0
0.0001 0.001 0.01 0.1 1 10 100
DIAMETER OFdiametro,
SIEVEd (mm)

19
 SUBGRADE (Existing soil)
PROCTOR TEST (UNI EN 13286 – 2)

secco

w1% w2% w3% w4% w5%

Ɣ max

wopt w%
20
 SUBGRADE (Existing soil)
Laboratory tests are available to characterize the mechanical parameters of the
subgrade soils including the Resistance value (R-value), California Bearing Ratio
(CBR), and repeated load triaxial tests.

21
 SUBGRADE (Existing soil)

In-situ tests are also used to evaluate the subgrade properties.

These include: plate load test , falling weight deflectometer, in-situ
CBR (BEARING PROPERTIES) and in-situ density (LEVEL OF
COMPACTION).

22
 SUBGRADE – Best Practice
PLATE LOAD TEST

p
Md  D
w

Con:
DINAMIC TEST
D = plate diameter;
p = load increase= 0.1 MPa;
w = corresponding settlement increment
Md = Deformation moduli.

23
 SUBGRADE – Best Practice

1. Test pit excavation for

taking soil samples or drilling
for soil cores.

2. Lab analysis and

classification of the soil.
The material must be in
compliance with the
requirement of the UNI EN
11531 standard.

If the soil does not have suitable properties, it can be replaced, mixed with
aggregates and/or binders (cement, lime…), injected whit different mixtures
(cementitious, resinous or chemical).

24
 SUBGRADE – Best Practice

3. The subgrade must be compacted with proper machines (rollers) in order

to achieve the maximum density. The moisture content is fundamental (the
reference density (95-100 %) is given by Proctor test, EN 13286-2).

4. The bearing capacity of the subgrade is generally evaluated through the

Plate Load Test. The obtained deformation moduli must be in compliance
with the requirement imposed by the reference standard or the technical
specifications.

25
 SUBGRADE – Soil stabilization
The soil stabilization is the alteration of soil to enhance its physical and
mechanical properties (increase the shear strength, control the shrink-
swell properties), improving its bearing capacity.
The stabilization is generally accomplished using lime and/or and
Portland cement, depending on the properties of the soil (plasticity, pH…).

The mix design and lab tests are fundamental in any stabilization project.
The stabilization can be performed in situ or in traditional cement concrete plants.

26
 SUBGRADE – Soil stabilization
IN SITU SOIL STABILIZATION

1st MIXING

2nd MIXING

3rd MIXING
1 2 3 3

1. Soil preparation;
2. Lime or cement laying;
3. Mixing with cold recycling machine
(pulvimixer);
4. Soil compaction (sheepfoot drum + 5 4
smooth wheeled/rubber tired roller);
5. Soil protection (foundation or upper layer).

The evaluation of the moisture content is important during the whole process!

27
 FOUNDATION or SUB-BASE layer

A foundation or sub-base layer works by distributing the traffic load over a

larger area.
The interlock between adjacent particles of the constituent material ensures
that a relatively thin layer can significantly improve the ability of the ground to
withstand the loads.

28
 FOUNDATION or SUB-BASE layer
The layer is generally constituted by aggregates (natural and/or
recycled) that must be assorted according to a proper particles size
distribution (max size 63 mm). The mixture is carried to the yard, laid
with a grader and compacted by rollers.
Foundation layer gradation band
100
90
80
Passing material [%]

70
60
50
40
30
20
10
0
0,01 0,1 1 10 100
Sieve dimension [mm]

In order to improve the mechanical and structural properties of the layer,

the aggregates can be bond together adding lime or cement to the mixture
according to specific dosages.

29
 FOUNDATION or SUB-BASE layer
CEMENT or HIDRAULICALLY BOUND MIXTURE (CBM)

The mix design and lab tests are fundamental for the achievement of specific
performances.
The CBMs can be produced in situ or in traditional cement concrete plants where the
aggregates are mixed with cement (2 – 4 % by aggregates weight) and the obtained
mixture is laid down with the asphalt paver machine.
If compared to an unbound crushed aggregates layer for foundation, the CBM layer can be
reduced in thickness and the maximum aggregate size is 31 mm.
CBM gradation band
100
90
80
Passing material [%]

70
60
50
40
30
20
10
0
0,01 0,1 1 10 100
Sieve dimension [mm]

30
 FOUNDATION or SUB-BASE layer
CEMENT or HIDRAULICALLY BOUND MIXTURE (CBM)
1. Laboratory characterization and mix design:
• Grading distribution;
• Optimum water content (Proctor method);
• Amount of cement (2-4 % by aggregates weight);
• Mechanical tests on samples (Rc > 2.5 MPa, Rt> 0.30 MPa);
1

2. In plant production;
3. Laying with asphalt paver or grader;
2 3 4. Compaction with roller (smooth
wheeled roller and/or rubber tyred
roller);
5. Protection with specific bitumen
emulsion.

4 5

31
 BASE layer

The base course is immediately beneath the surface course. It provides for additional load
distribution and contributes to waterproof the foundation layer.
According to the design requirement, different materials can be suitable for the layer:
• Asphalt Concrete;
• Cold Mix Asphalt (recycled in situ or in plant);
• Cement Bound Mixture;
AC and CBM can be coupled for a double base layer in case of a semi-rigid road section.

32
 BASE layer
Asphalt Concrete
An AC is a mixture produced with:
• Selected aggregates;
• Filler;
• Bitumen;
• Additives (if needed).

Depending on the desired final performance of the mixture and the design
requirements, the following variables can be affected:
• Type of aggregates, particles size distribution and amount of filler;
• Type of bitumen (neat or modified) and dosage;
• Additives (chemical additives, fibers, rejuvenators, waxes…).

33
 BASE layer
Asphalt Concrete for Base layer: traditional Mix Design and Requirements
• Aggregate max size: 31.5 mm;
• Amount of filler: 2-4 %;
• Type of bitumen: neat bitumen 50-70 pen;
• Amount of bitumen: > 4 % on the weight of aggregates;
• Additives: rejuvenator if RAP is added, adhesion promoter.
AC BASE LAYER gradation band
100
90
80
Passing material [%]

70
60
50
40
30
20
10
0
0,01 0,1 1 10
Sieve dimension [mm]

34
 BASE layer
Asphalt Concrete for Base layer: Traditional Mechanical properties:
•Air voids content @ Ndes: 4-8 %
•ITS @ 25 °C: 0.80 - 1.40 MPa
•ITSM @ 20 °C: > 3000 MPa

35
 BASE layer
INDIRECT TENSIL TEST ITS (UNI EN 12697- 23)

P = Breaking load (N)

2P
ITS  1000
D = Diameter (mm)

 Dh h = thickness (mm)

ITS (kPa)

36
 BASE layer
INDIRECT TENSILE STIFFNESS MODULUS ITSM (UNI EN 12697- 26)

Load Peak (N) Poisson ratio

F(n+0.27)
|E*| = ITSM = (MPa)
P zh

e e Orizontal
deformation (mm)
Thickness (mm)

Carico, F

v
h
D= diametro

g th
len
l=

37
 BASE layer
Cold Mix Asphalt
The Cold Mix Asphalt (CMA) is traditionally classified as a sustainable technology considering the
possibility of recycling the old AC from the existing pavement (Reclaimed Asphalt Pavement, RAP).
The mixture is formed by:
• RAP up to 100 % on the weight of aggregates;
• Modified bitumen emulsion (3 - 5 % by the weight of aggregate);
• Cement (2 - 3 % by the weight of aggregate).

The mixture can be produced in:

Traditional cement concrete

Mobile plants specific for In-situ Cold Recycling
plants or asphalt plants
Cold recycling

38
 BASE layer
Cold Mix Asphalt in situ
When cold recycling in-situ, a cold recycler granulates the existing pavement material while
homogeneously mixing in binding agents and water at the same time. This method produces
a new construction material mix in just one single machine pass. Cold recyclers are
equipped with powerful milling and mixing rotors and with highly efficient injection systems.
Some machine models are additionally fitted with paving screeds for placing and pre-
compacting the new material mix. This method produces base layers of high bearing capacity.

Lime or cement spreader Water tank Bitumen emulsion tank

39
 BASE layer
Cold Mix Asphalt in situ

Bitumen emulsion tank Cold Recycler Roller (sheepsfoot or steel

wheel)

40
 BASE layer
Cold Mix Asphalt in situ

Grader Vibratory Steel wheel and tired roller

3.

The grader can be equipped with GPS in The rollers can be vibratory (in order to speed
order to obtain the desired slopes and height up the bitumen emulsion “breaking”) and
pneumatic tired to improve the compaction.

41
 BASE layer

Cold Mix Asphalt

The material should be carefully designed and verified through lab tests in
order to achieve final performances comparable to traditional ACs.
• The RAP (directly milled in situ or collected from production plants) must have
a specific grading distribution;
• It can be integrated with virgin aggregates;

ADVANTAGES:
• Recycling;
• Save virgin material;
• Reduction in energy consumption;
• No fumes and emissions.

42
 BASE layer
Cold Mix Asphalt
• The amount of modified bitumen emulsion and cement must be defined on the basis lab tests:
• Optimum water content (Proctor test);
• Compaction of samples with different amount of bitumen emulsion and cement;
• Physical (Density) and mechanical tests (Compressive Strength, Indirect Tensile
Strength and Indirect Tensile Stiffness Modulus).

43
 BASE layer
Cold recycling with foamed bitumen
The recycling technology with foamed bitumen is considered cold because the aggregates
don’t need to be heated.
Foamed bitumen is produced by injecting small quantities of water and air into hot
bitumen under high pressure. The water evaporates and makes the bitumen foam up
rapidly to between 15 and 20 times its original volume. The foam is then injected into a
mixer through injection nozzles and mixed with cold aggregates.

Hot Bitumen
(160-180 °C)

Water (5 bar)

Expansion chamber

44
 BASE layer
Cold recycling with foamed bitumen

Water tank

Hot bitumen

Vibrating steel
Cold Recycler wheel roller

45
 BASE layer
Cold recycling with foamed bitumen
ADVANTAGES:
• High mechanical properties of the final material;
• Lower moisture contents are required in comparison to bitumen emulsion stabilization and hence wet
spots are minimized;
• after construction, the pavement can tolerate heavy rainfall and hence is less susceptible to the effects
of weather than other methods of stabilization;

LIMITS:
• The mix design need to be carefully studied;
• Specific machines are needed to reproduce the technology in lab.
• The bitumen is hot, so the technology is less eco-friendly if compared to cold recycling with bitumen
emulsion.

46
 BINDER layer

The binder course is the layer directly below the surface course and it generally
consists of AC. This layer provides the bulk of the AC structure. Its chief
purpose is to distribute load.
According to the type of AC mixture, its thickness can range between 6 and 11
cm.

47
 BINDER layer

AC Mixture for BINDER course

An AC is a mixture produced with:
• Selected aggregates;
• Filler;
• Bitumen;
• Additives (if needed).

Compared to the mixtures used for base layers:

• The aggregates have higher physical and mechanical properties;
• The max aggregate size is 20 mm;
• The dosage of filler is up to 5 % on the weight of aggregates;
• The bitumen is often modified and its dosage is higher;
• Some additives are used (Rejuvenator, Waxes or Chemicals);
• Once compacted, the layer has lower air voids content.

48
 BINDER layer
Asphalt Concrete for Binder layer: traditional Mix Design and Requirements
• Aggregate max size: 20 mm;
• Amount of filler: 4-5 %;
• Type of bitumen: neat bitumen 50-70 pen or Hard PmB 45-80 pen;
• Amount of bitumen: > 4.8 % on the weight of aggregates;
• Additives: rejuvenator if RAP is added, adhesion promoter.
AC BINDER LAYER gradation band
100
90
80
Passing material [%]

70
60
50
40
30
20
10
0
0,01 0,1 1 10
Sieve dimension [mm]

49
 BINDER layer
Asphalt Concrete for Binder layer: Traditional Mechanical properties:
•Air voids content @ Ndes: 3-6 %
•ITS @ 25 °C: 0.95 - 1.50 MPa
•ITSM @ 20 °C: > 3500 MPa

50
 SPECIAL BINDER layer
High Modulus Binder layer

The High Modulus AC is a new material

produced for high performances binder
layers. The remarkable physical and
mechanical properties are conferred by:
• Dense graded particles size distribution;
• Selected aggregates (volcanic);
• Hard Polymer Modified Bitumen.

Considering the quality of the material and its

relatively high cost (if compared to common
AC for binder layers), HM AC for binder layers
are generally used for specialist pavements:
• Airports;
• Ports pavements;
• Storage yards;
• Industrial pavements
• High-traffic roads.

51
 SPECIAL BINDER layer
HM AC Mix Design and Requirements
• Aggregate max size: 20 mm;
• Amount of filler: 5 %;
• Type of bitumen: Hard PmB 45-80 pen (Polymer Modified Bitumen);
• Amount of bitumen: > 4.5 % on the weight of aggregates;
• Additives: waxes, adhesion promoter.
HM AC BINDER LAYER gradation band
100
90
80
Passing material [%]

70
60
50
40
30
20
10
0
0,01 0,1 1 10
Sieve dimension [mm]

52
 SPECIAL BINDER layer

HM AC Traditional Mechanical properties:

•Air voids content before grouting @ Ndes: 4-6 %
•ITS @ 25 °C > 1.5 MPa
•ITSM @ 20°C: 7.000 MPa

53
 MODIFIED BITUMEN
Why to modify the neat binder?
Thermal cracking Fatigue Rutting Workability

Neat bitumen
Shear Modulus, G*

Ideal
bitumen

54
 MODIFIED BITUMEN
Polymer Modified Bitumen (PmB)
ADVANTAGES:
• Improve the rheological properties of the original neat bitumen;
• Improve the final performances of the AC.
LIMITI:
• Cost of the final product (according to the type of modification);
• Limitation for small plant productions;
• Environmental and energetic costs for the production.

Production temperature
between 180 and 200°C

Mixing time: 6 hours

55
 MODIFIED Asphalt Concrete
Modified AC
The modification of ACs with polymer is today the most suitable alternative to the
use of modified bitumen. The polymer compound and/or additives are added
directly in the mixer, using a traditional neat bitumen.

Polymer

Neat bitumen

56
 MODIFIED Asphalt Concrete
Polymer modified Asphalt (PmA)
ADVANTAGES:
• Improve the final performance of the AC;
• Relatively cheap;
• Possibility of tailoring the AC properties according to the design needs;
• Suitable for small productions;
• Possibility of use waste materials as additives (crumb rubber, etc.);
• Low environmental and energetic consumptions if compared to PmB production.

DOWNSIDES:
• Relatively new technology;
• Lack of reference in the Technical specifications (…on going);

• A4 Motorway;
• A7 Motorway;
• Roma municipality;
• Bologna municipality;
• ….

57
 SURFACE layer

The surface course is the layer in contact with traffic loads and normally
contains the highest quality materials. It provides:
• Friction and skid resistance;
• Roughness;
• Noise control;
• Rutting and raveling resistance;
• Drainage and waterproof the bottom layers.

58
 SURFACE layer

AC Mixture for SURFACE layer

An AC is a mixture produced with:
• Selected aggregates;
• Filler;
• Bitumen;
• Additives (always).

Compared to the mixtures used for binder layers:

• The aggregates have higher physical and mechanical properties;
• The max aggregate size is 12 mm;
• The dosage of filler is up to 7 % on the weight of aggregates;
• The bitumen is always modified and its dosage is higher;
• Additives are used (Rejuvenator, Waxes, Fibers or Chemicals);
• The compacted layer has a lower air voids content (depending on the grading
distribution).

59
 SURFACE layer
Asphalt Concrete for Surface layer: traditional Mix Design and Requirements
• Aggregate max size: 12.5 mm;
• Amount of filler: 5-6 %;
• Type of bitumen: Hard PmB 45-80 pen (Polymer Modified Bitumen);
• Amount of bitumen: > 5.0 % on the weight of aggregates;
• Additives: rejuvenator (RAP), waxes, adhesion promoter.
AC SURFACE LAYER gradation band
100
90
80
Passing material [%]

70
60
50
40
30
20
10
0
0,01 0,1 1 10
Sieve dimension [mm]

60
 SURFACE layer

Asphalt Concrete for Surface layer: Traditional Mechanical properties:

•Air voids content @ Ndes: 3-6 %
•ITS @ 25 °C: 0.90 - 1.20 MPa
•ITSM @ 20 °C: > 3500 MPa

61
 SPECIAL SURFACE layers

In order to address the design requirements, different asphalt mixtures can be

produced:
• Friction and skid resistance: Splittmastix Asphalt, Slurry Seals, Microsurfacing
• Noise control: Splittmastix Asphalt, Porous Asphalt Concrete
• Rutting and raveling resistance: Splittmastix Asphalt, Grouted Macadam
• Drainage: Splittmastix Asphalt, Porous Asphalt Concrete

62
 SPECIAL SURFACE layers

The particles size distribution, the type and amount of bitumen and
additives dramatically affect the final performance of the AC.

DENSE GRADED MIXTURE GAP GRADED MIXTURE OPEN GRADED MIXTURE

Dense Graded Gap Graded Open Graded

63
 SPECIAL SURFACE layers
Splittmastix Asphalt (SMA)

The Splittmaxit Asphalt (SMA) is a

mixture developed in late 60s in
Germany. It is today considered as one
of the best mixtures for surface layer in
terms of mechanical properties and
performances.

SMA features:
• High skid resistance and drainability;
• Gap graded particles distribution;
• Selected high quality aggregates
(Basalt or Porphyry);
• High fatigue and rutting resistance;
• Bituminous mastic rich in bitumen.

64
 SPECIAL SURFACE layers
SMA traditional Mix Design and Requirements
• Aggregate max size: 12.5 mm;
• Amount of filler: 6-7 %;
• Type of bitumen: Hard PmB 45-80 pen (Polymer Modified Bitumen);
• Amount of bitumen: > 6.0 % on the weight of aggregates;
• Additives: waxes, adhesion promoter, fibers.
SMA gradation band
100
90
80
Passing material [%]

70
60
50
40
30
20
10
0
0,01 0,1 1 10
Sieve dimension [mm]

65
 SPECIAL SURFACE layers
SMA Traditional Mechanical properties:
•Air voids content @ Ndes: 4-8 %
•ITS @ 25 °C: 0.90 - 1.30 MPa
•ITSM @ 20 °C: > 4000 MPa

66
 SPECIAL SURFACE layers
SMA properties, advantages and issue:

The presence of fibers (natural or mineral) is needed to avoid bitumen

draindown, considering its remarkable amount. If polymeric fibers are used,
these can have an active function in improving the performance of the mixture.

67
 SPECIAL SURFACE layers
SMA properties, advantages and issue:
The high dosage of modified bitumen, filler and the quality of aggregates
make the mixture expensive if compared to traditional ACs. However, the higher
initial cost must be balanced with the lower maintenance needed.

The surface texture of the SMA confers

high skid resistance, good drainability
and with a specific grading distribution
can contribute to control the noise
generated by pavement-tyre interaction.

If porphyryc aggregates are used, after

the initial bitumen film polishing the
pavement lowers its visual impact.

68
 SPECIAL SURFACE layers
Porous Asphalt (PA) concrete

A porous layer is designed to be water permeable

considering its air void content up to 25 %. In order to
achieve this porosity, the open-graded particles
distribution uses only crushed stone (or gravel) and a
small percentage of sand.

OPEN GRADED MIXTURE

69
 SPECIAL SURFACE layers
Porous Asphalt (PA) concrete

PA
PA layer layer

The drainage system allow the water flowing through the thickness of the
layer. In traditional ACs for surface layers the water moves to the edge of the
road by the pavement slope.

The layer below must be carefully waterproofed with a modified bituminous

emulsion or Stress Absorbing Membrane Interlayer (SAMI).

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 SPECIAL SURFACE layers
PA properties, advantage and issues:

• High drainability;
• Open graded particles distribution;
• Good acoustic properties;
• Fibers to avoid bitumen draindown;
• Relatively low mechanical properties.

71
 SPECIAL SURFACE layers
PA properties, advantage and issues:

The high dosage of modified bitumen and the maintenance needed to

ensure the water flowing, make the mixture expensive if compared to traditional
ACs. However the advantage in terms of safety for the drivers is remarkable.

The mixture is not suitable for urban and low traffic roads considering the
possibility of voids clogging.

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 SPECIAL SURFACE layers
PA traditional Mix Design and Requirements
• Aggregate max size: 14 mm;
• Amount of filler: 5 %;
• Type of bitumen: Hard PmB 45-80 pen (Polymer Modified Bitumen);
• Amount of bitumen: > 5.0 % on the weight of aggregates;
• Additives: waxes, adhesion promoter, fibers.
PA gradation band
100
90
Passing material [%]

80
70
60
50
40
30
20
10
0
0,01 0,1 1 10
Sieve dimension [mm]

73
 SPECIAL SURFACE layers
PA Traditional Mechanical properties:
•Air voids content @ Ndes: ≥ 20 %
•ITS @ 25 °C: 0.35 – 0.90 MPa
•Vertical drainability: > 1 ·10-3m/s

74
 SPECIAL SURFACE layers
Grouted Macadam
The Grouted Macadam (GM) is an hybrid surface asphalt mixture for semi-
flexible pavement. The final material is a open-graded asphalt mixture which is
grouted with a specific cementitious slurry.

Considering the complexity of the

technology, GM has generally been
relegated to specialist pavements:
• Airports;
• Ports pavements; GROUTED MACADAM
• Storage yards;
• Industrial pavements.

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 SPECIAL SURFACE layers
GM Mix Design and Requirements
• Aggregate max size: 14 mm;
• Amount of filler: 4 %;
• Type of bitumen: PmB;
• Amount of bitumen: > 4.5 % on the weight of aggregates;
• Additives: waxes, adhesion promoter, fibers, GROUTING MORTAR.
GM gradation band
100
90
80
Passing material [%]

70
60
50
40
30
20
10
0
0,01 0,1 1 10
Sieve dimension [mm]

76
 SPECIAL SURFACE layers
GM Traditional Mechanical properties:
•Air voids content before grouting @ Ndes: ≥ 20 %
•ITS @ 25 °C > 0.9 MPa
•ITSM @ 20°C: 10.000 MPa

77
 SURFACE layer for Rigid Pavements
CEMENT CONCRETE PAVEMENT
1
In order to maximize the bearing properties of a road section,
the wearing course can be produced with Cement Concrete.

There are different types of concrete pavement:

1. Concrete slabs that use dowels to provide load
transfer and prevent cracking;
2
2. Concrete slabs without dowels, in which aggregate
interlock transfers loads across joints and prevents
cracking;

3. Reinforced concrete pavements that contain steel

reinforcement and use dowels in contraction joints;

4. Continuously reinforced concrete 3 4

pavements that have no contraction joints
and are reinforced with continuous
longitudinal steel.

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 SURFACE layer for Rigid Pavements
CEMENT CONCRETE PAVEMENT

Different Cement Concrete can be produced, in terms of:

• Mechanical and physical properties;
• Exposure classes;
• Presence, amount and type of reinforcing fibers or not.

According to the type of cement concrete

pavement, the most important design
parameter are:
• Thickness of the slab;
• Joints spacing (contraction and
expansions joints).

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 SURFACE layer for Rigid Pavements
There are two methods for paving with concrete: slipform and fixed form.

SLIPFORM PAVER
The fresh concrete is deposited in front of the paver, which
spreads, shapes, consolidates, screeds, and float finishes
the cement concrete in a continuous operation.
The pavement construction is rapid and the quality of the
final product is high. As downside, the construction costs
are higher if compared to traditional paving operations.

FIXED FORM PAVER

The metal forms are set and aligned on the foundation and
oiled to ensure a rapid release during the concrete hardening.
The concrete is deposited near its final position and spread by
a mechanical spreader riding on top of the preset forms.
The spreading machine is followed by one or more machines
that shape, consolidate, and float finish the concrete. After the
concrete has reached a required strength, the forms are
removed.

80
 SURFACE layer for Rigid Pavements
CEMENT CONCRETE PAVEMENT construction:

1. Dowels, tiebars, or reinforcing steel are placed

and properly aligned in preparation for paving on
the sub-base. A polyethylene sheet under the 1
concrete slab can be used as as vapor retarder.

2. The cement concrete is placed, spread, shaped,

consolidated and finished by slipform or fixed
form technology.
2
3. Joints are created to control cracking and
concrete expansion.

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 SURFACE layer for Rigid Pavements
4. The surface is textured to obtain the desired skid resistance.

5. Curing begins immediately after finishing using chemical compound or plastic

membranes.

6. After concrete hardening, the joints are cleaned and sealed with polymeric
sealants.

4 5 6

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Grazie per l’attenzione

Università di Bologna
DICAM – Settore Strade
Viale del Risorgimento 2, Bologna
e-mail:
[email protected]

83