1. BFC 31802 HIGHWAY ENGINEERING Lecturer: Mustafa Kamal bin Shamshuddin
MATERIALS

2. Materials which involved in highway industry: Soil Sand
BFC HIGHWAY ENGINEERING Lecturer: Mustafa Kamal bin Shamshuddin
Materials which involved in highway industry:
Soil
Sand
Crushed rock aggregates
Lime
Portland Cement
Bituminous materials

3. SOIL 2.1 Properties and testing of soils, aggregates, lime,
BFC HIGHWAY ENGINEERING Lecturer: Mustafa Kamal bin Shamshuddin
2.1 Properties and testing of soils, aggregates, lime,
Portland cement and Bituminous Materials
SOIL
Sub-grade is the part of embankment or natural soil under the sub-base or lower sub-base of road and road shoulder.
First part of the road constructed
The surface of sub-grade - formation level.

4. Sustain load from the top surfaces
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Formation level - soil surface after the earthwork, consolidation, compaction and stabilization works
Sustain load from the top surfaces
Selection of suitable soils is important

5. The strength of the sub-grade should remain along the design period.
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
PROPERTIES:
Good sub-grade
Should be stable under the varieties of vehicle load and climatic condition.
The strength of the sub-grade should remain along the design period.
The ability to drain water.
The Loss on Ignition Test is designed to measure the amount of moisture or impurities lost when the sample is ignited.

6. Not good (Unsuitable materials-USM)
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
PROPERTIES:
Not good (Unsuitable materials-USM)
Soils which consists of organic clays or silts.
The value of Liquid Limits (LL) > 80 % or Plasticity Index (PI) > 55 %
The value of Loss on Ignition (LOI) > 2.5 %
Soils consist of roots, grass or other plants, toxic, peat or
mud.
The Loss on Ignition Test is designed to measure the amount of moisture or impurities lost when the sample is ignited.

7. The tests which are usually conducted to the soils for sub
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
TESTING
The tests which are usually conducted to the soils for sub
grade and road embankment are listed as follows:
Loss On Ignition (LOI) – BS 1377: Part 3: 1990
Liquid Limit (LL) and Plastic Limit (PL) – BS 1377: Part 2: 1990
Compaction – BS 1377: Test 13: 1975 (Part 4: 1990)
California Bearing Ratio (CBR) – BS 1377: Test 16: 1975 (Part 4: 1990)
Field density test – sand replacement method – BS 1377

8. SAND 1. Used for the sub-base layer. 2. Features: Must drain readily.
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
SAND
1. Used for the sub-base layer.
2. Features:
Must drain readily.
Sustain smaller load pressure.
3. The functions:
To sustain road base layer and distribute load from
the vehicle.
Act as a drainage layer (if the materials used capable
to drain the water)

9. Can be used as a temporary road during the construction
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Can be used as a temporary road during the construction
To protect the sub-grade from the failure due to the climatic effect.
As a barrier layer to avoid the mixing of sub-grade and road base materials.

10. Have small proportion of plastic or non plastic fines
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
PROPERTIES:
Have small proportion of plastic or non plastic fines
Free from vegetative and other organic matter
Free from expansive clay minerals and lumps of clay
The liquid limit shall be not more than 25%.
The plasticity index shall be not more than 6%.
The aggregate crushing value shall be not more than 35%.
CBR value of 30 or more when compacted to 95% of the maximum dry density
The gradation shall conform to one of the envelopes shown in Table 1

11. Aggregate Crushing Value California Bearing Ratio
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
TESTING
Atterberg Limits
Aggregate Crushing Value
California Bearing Ratio
Gradation (Sieve test)

12. B.S.Sieve Size (mm) % Passing By Weight A B C D E F
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Table 1: Gradation Limits for Sub-base Material from Specification of Roadworks (Jabatan Kerja Raya, 1988)
B.S.Sieve Size (mm)
% Passing By Weight A B C D E F
50.0
25.0
9.5
4.75
2.0
425 μm
75 μm
100 -
25 – 55
15 – 40
8 – 20
2 – 8
79 – 95
40 – 75
30 – 60
20 – 45
15 – 30
5 – 20
50 – 85
35 – 65
25 – 50
60 – 100
40 – 70
25 – 45
55 – 100
40 – 100
20 – 50
6 – 20
70 – 100
30 – 70
8 – 25

13. AGGREGATE Aggregates must be hard, durable, clean and essentially free
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
AGGREGATE
Aggregates must be hard, durable, clean and essentially free
from clay and other deleterious materials.
PROPERTIES:
The plasticity index shall be not more than 6.
The aggregate crushing value shall be not more than 30.
The flakiness index shall be not more than 30.
Not less than 80% of particles retained on the B.S 4.75mm
sieve shall have at least one fractured face.
The plastic limit (PL) is the water content where soil starts to exhibit plastic behavior.
The liquid limit (LL) is the water content where a soil changes from plastic to liquid behavior.
The plasticity index (PI) is a measure of the plasticity of a soil. The plasticity index is the size of the range of water contents where the soil exhibits plastic properties. The PI is difference between the liquid limit and the plastic limit (PI = LL-PL). Soils with a high PI tend to be clay, those with a lower PI tend to be silt, and those with a PI of 0 tend to have little or no silt or clay.

14. BFC 31802 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
The weighted average loss of weight in the sodium sulphate soundness test (5 cycles) shall be not more than 12%.
The material shall have a CBR value of not less than 80 when compacted to 95% of the maximum dry density.
The gradation shall comply with the envelope shown in Table 2 for type specified.

15. Aggregate Impact Value (AIV) Flakiness Index (FI) Soundness
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
TESTING
Aggregate Impact Value (AIV)
Flakiness Index (FI)
Soundness
California Bearing Ratio (CBR)
Sieve

16. B.S Sieve % Passing by Weight Type I Type II
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Table 2: Gradation limit for crushed aggregate road base from Spesification of Roadworks (Jabatan Kerja Raya, 1988)
B.S Sieve
% Passing by Weight
Type I
Type II
50.0 mm
37.5 mm
28.0 mm
20.0 mm
10.0 mm
5.00 mm
2.36 mm
2.00 mm
600 µm
425 µm
75 µm
100
95 – 100 -
60 – 80
40 – 60
25 – 40
15 – 30
8 – 22
0 – 8
85 – 100
70 – 100
60 – 90
40 – 65
30 – 55
20 – 40
10 – 25
2 – 10

17. LIME AND PORTLAND CEMENT
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
LIME AND
PORTLAND CEMENT
Mix with crushed rock aggregate for road base construction
Combined with aggregate for asphalt to serve an adhesion and anti stripping agent
Add for 2% by weight of combined aggregate (Jabatan Kerja Raya, 1988)

18. Properties shall conform to the requirements of MS 522
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
TESTING
Properties shall conform to the requirements of MS 522
Shall be dry, free flowing and free from agglomerations at the time of use
For anti stripping purposes, stripping test need to be conducted according to AASHTO T Coated area with bitumen at the end of the mixture’s period of immersion in water shall be not less than 95%.
The result will indicated that the effectiveness of the lime or Portland cement used as anti stripping agent.

19. Asphalt (Asphalt cement)
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
BITUMINOUS MATERIALS
Term of bitumen and tar
Term
USA
United Kingdom
Bitumen
Asphalt (Asphalt cement)
Bitumen + aggregate
Asphaltic concrete
Asphalt
p/s – Tar previously used as a binder to produce mixture. Sources from coal mine.

20. Withstanding high tyre pressure
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Bituminous surface layer which the combination of aggregates and binder.
The surface layer consists of two layers which known as the binder course and the wearing course.
Capable of:
Withstanding high tyre pressure
Resisting the abrasive force due to traffic
Providing a skid-resistance driving surface
Preventing the penetration of surface water

21. surface to construct the wearing course.
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Binder Course
This layer is used to distribute load to the road base and provide the flat
surface to construct the wearing course.
The maximum size of aggregate used is 28 mm and mixed with percentage
of bitumen ranging from 4 – 6 %.
Wearing Course
Top layer with the main function to the safety of the road users.
The other functions of wearing course are listed as follows:
Provide skid resistance
Protect the road surface
Provide a safe and comfortable riding surface
Sustain abrasion from traffic
As a drainage system by providing a waterproof layer, and drain surface run-off to the side drain.
The maximum size of aggregate is 20 mm and mixed with bitumen with the
percentage ranging from 4.5 – 7 %.

22. Bitumen – binder material which binds the aggregates to produce a
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
The materials used to construct this mixture are aggregates, bitumen and filler.
1. Aggregates – provide interlocking structure, sustain load and distribute to
the layer beneath.
Bitumen – binder material which binds the aggregates to produce a
strong and stable mixture.
Filler – to fill the voids in the mixture and improve the elasticity of the
bitumen to produce a durable mixture and to reduce bleeding
in bituminous mixture.

23. Percentage Content (%)
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
BITUMEN
In Malaysia, the term of bitumen refers to the binder material, which produces from refinery of crude oil.
The mixture of bitumen and aggregate is called asphaltic concrete.
The chemical compositions of bitumen (Table 3)
Table 3: Chemical composition of bitumen
Minerals
Percentage Content (%)
Carbon
80 – 85
Hydrogen 10
Sulfur
1 – 5
Nitrogen 1
Oxygen
< 1

24. Bitumen can be obtained from two main sources which are:
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Bitumen can be obtained from two main sources which are:
Natural sources – located in geological stratum and can be obtained in the
hard and soft form.
Petroleum bitumen – bitumen in colloidal obtained from refinery process of crude
oil and has been widely used in the road construction.
Bitumen can be classified into four types as listed as follows:
1. Penetration bitumen
2. Cutback bitumen
3. Emulsified bitumen
4. Blown bitumen

25. Solvent will be evaporated
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
1. Penetration Bitumen
The grade is classified according to the penetration test ranging from 40 – 300 while based on the viscosity test ranging from 5 – 40.
2. Cutback Bitumen
Produced based on the bitumen with the percentage ranging from 50 – 80 % mixed with the petroleum-based solvents.
Solvent will be evaporated
According to the rate of evaporation, this kind of bitumen can be classified into
three groups:
Rapid Curing (RC)
Medium Curing (MC)
Slow Curing (SC)

26. Produced by mixing the bitumen with petrol.
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Rapid Curing (RC)
Produced by mixing the bitumen with petrol.
Used for the tack coat and surface treatment.
Medium Curing (MC)
Produced by mixing the bitumen with kerosene.
Used for the prime coat and cold mix for the patching work.
Slow Curing
Produced by mixing the bitumen with the diesel.
Used especially for the prime coat, cold mix for patching work and dust control.

27. types of are as follows: 1. Anionic
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
3. Emulsified Bitumen
Produced by mixing the bitumen (55 – 65 %) with water and emulsifier in the
colloidal rotor.
This situation will reduce the viscosity of bitumen and allow them to be used at
the low temperature.
The type of bitumen depends to the emulsifying agent that is used. The two
types of are as follows:
1. Anionic
Contains the negative bitumen globule.
Produced with positive emulsifying agent is used - alkali.
Suitable to be used with the aggregates which have positive charge like
limestone.

28. Contains the positive bitumen globule.
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Cationic
Contains the positive bitumen globule.
Produced when negative emulsifying agent is used – acid.
It is suitable to be used with the aggregates which have negative charge like
sand, quartz and silica.

29. Emulsified bitumen can be classified into three groups:
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Emulsified bitumen can be classified into three groups:
1. Rapid Setting (RS)
Used for surface treatment and tack coat
2. Medium Setting (MS)
Used for Macadam penetration and open graded cold mix
3. Slow Setting (SS)
Used for tack coat, dense grade cold mix, crack patching and slurry mixture

30. the several factors as follows:
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Emulsified bitumen is most widely used compared to cutback bitumen due to
the several factors as follows:
1. Environmental regulation – emulsified bitumen contains water while
cutback bitumen contains materials which can evaporate and pollute the air when it has been used.
2. The wastage of petroleum – cutback bitumen uses petroleum solvents.
3. Safety – emulsified bitumen is safer to be used.
4. Low temperature of mixing – this situation can reduce the cost of fuel consumption. Besides that, emulsified bitumen can be used on damp surfaces while cutback bitumen needs dry condition.

31. Produced by heating the bitumen at high temperature and air is allowed
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
4. Blown Bitumen
Produced by heating the bitumen at high temperature and air is allowed
through the bitumen and it makes the bitumen become harder.
Basically, this type of bitumen is used for building materials especially for
roofs.

32. BFC 31082 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
TESTING
In order to ensure the bitumen that be used fulfill the specification, series of
testing can be conducted as follows:
Penetration
Softening Point
Ductility
Flash and Fire Point
Viscosity
Loss on Heating
Thin Film Oven Test
Specific Gravity
Solubility

33. BFC 31082 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
AGGREGATES
Most of the aggregates used in the road construction were the natural
aggregates. However, there was also widely used the artificial aggregates such
as the waste material from the process of tin ore.
In road construction, the aggregates can be classified into three groups according
to the size as follows:
1. Coarse aggregates – retained on the sieve 2.36 mm.
2. Fine aggregates – passing sieve 2.36 mm and retained at 75 m sieve size.
3. Filler – the dust passing sieve size 75 m (eg. quarry dust and
Portland cement).

34. Coarse aggregates shall be: screened crushed hard rock
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Coarse aggregates shall be:
screened crushed hard rock
angular in shape
free from dust, clay, vegetative and other organic matter and other deleterious substances.
Quality requirements:
The aggregated crushing value shall be not more than 30.
The weighted average loss of weight in the sodium sulphates soundness test
(5 cycles) shall be not more than 12%.
The flakiness index shall be not more than 30
The water absorption shall be not more than 2%.
The polished stone value shall be not less than 40 (only applicable to
aggregates for wearing course)

35. Fine aggregates shall be: clean natural sands non-plastic
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Fine aggregates shall be:
clean natural sands
non-plastic
free from clay, loam, aggregations of material, vegetative and other organic matter and other deleterious substances.
screened quarry fines or mining sand. Mining sand shall be thoroughly washed before use.
Physical and mechanical quality requirements:
The weighted average loss of weight in the sodium sulphate soundness test
(5 cycles) shall be not more than 12%.
The water absorption shall be not more than 2%.
Notwithstanding compliance with the requirements, limestone aggregates shall
not be permitted for use in wearing course.

36. BFC 31082 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
The gradation of the combined course and fine aggregates, together with ordinary Portland cement added as an adhesion and anti-stripping agent and if necessary any other mineral filler shall conform to the appropriate envelope shown in Table 4.
Table 4: Gradation limit for surface layer mixture (after Jabatan Kerja Raya, 2008)
Mix Type
Wearing Course
Binder Course
Mix Designation
ACW 14
ACB 14
ACB 28
B.S. Sieve Size
% Passing By Weight
37.5 mm
28.0 mm
20.0 mm
14.0 mm
10.0 mm
5.0 mm
3.35 mm
1.18 mm
425 µm
150 µm
75 µm -
100
80 – 95
68 – 90
52 – 72
45 – 62
30 – 45
17 – 30
7 – 16
4 – 10
70 – 95
56 – 81
40 – 65
32 – 58
20 – 42
12 – 28
6 – 16
4 – 8
80 – 100
72 – 93
58 – 82
50 – 75
36 – 58
30 – 52
18 – 38
11 – 25
5 – 14
3 – 8

37. BFC 31082 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
SOIL STABILISATION
Soil for sub-grade which has CBR value < 2% need to be replaced with better import material
Increase construction cost
Stabilize in-situ to increase the strength – reduce the construction cost
Methods – chemical stabilisation and mechanical stabilization

38. HOT MIX ASPHALT CONCRETE MIX DESIGN
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
HOT MIX ASPHALT CONCRETE MIX DESIGN

39. Density & Voids Calculation STEP 4
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Aggregate Selection
determine physical properties
perform blending calculations to achieve aggregate gradation
STEP 1
STEP 2
Binder Selection
determine appropriate binder
Sample Preparation
5 blends with 3 samples each
mixing and compaction
STEP 3
Density & Voids Calculation
Bulk density, Theoretical Max. SG
VTM, VFB & VMA
STEP 4
STEP 5
Stability Determination
Marshall stability and flow test
Optimum Binder Content Selection
based on the combined results of Marshall stability and flow, density analysis and voids analysis
OBC is determined through graphical method
STEP 6

40. BFC 31082 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
MARSHALL MIX DESIGN
The most used method for hot mix asphaltic concrete mixture design is the Marshall Method (ASTM D 1559).
The objective of the Marshall design:
to determine the mixing ratio of aggregates and optimum bitumen content
produce the durable, stable and adequate of voids, workable, flexible, economy and quality.
The most common method used to determine the optimum bitumen content is the method proposed by the Asphalt Institute. The procedure of this method is given as follows:
a. Determine
- Bitumen content for the maximum stability
- Bitumen content for the maximum density
- Bitumen content at the median of the specification of VTM
- Bitumen content at the median of the specification of VFB

41. b. Calculate the mean value from these 4 values
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
b. Calculate the mean value from these 4 values
c. Based on this mean value, determine the values from the
Marshall properties curve as listed below:
Stability (S)
Flow (F)
Stiffness (S/F)
Void in Total Mix (VTM)
Void Filled with Bitumen (VFB)
Compare the values obtain from (c) with the specification values (Table 5).
IMPORTANT !!!
If it fulfills the specification, the bitumen can be considered as the optimum bitumen content.
If it does not fulfill the requirement, the mixture needs to be redesigned.

42. Typical curve of Marshall properties
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Typical curve of Marshall properties

43. Parameter Wearing Course Binder Course
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Table 5: Test and Analysis Parameters for Asphaltic Concrete
(after Jabatan Kerja Raya, 2008)
Parameter
Wearing Course
Binder Course
Stability
Flow
Stiffness
Air voids in mix (VTM)
Voids in aggregates filled with bitumen (VFB)
>500kg
>2.0mm
>250kg
3.0%-5.0%
75-85%
>450kg
>225kg
3.0%-7.0%
65-80%

44. For more information on Marshall Mix Design, visit this website:
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Conventional bitumen content ranges used for mix design
Wearing Course
ACW 14
5.0 – 7.0%
ACW 20
4.5 – 6.5%
Binder Course
ACB 14
ACB 20
4.0 – 6.0%
ACB 28
For more information on Marshall Mix Design, visit this website:

45. EXAMPLE % AC Density Stability Flow Stiffness VTM VFB 4.0 2.259 1339.2
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
EXAMPLE
% AC
Density
Stability
Flow
Stiffness
VTM
VFB
4.0
2.259
1339.2
2.62
511.8
6.49
57.96
4.5
2.270
1469.3
2.79
526.0
5.33
65.50
5.0
2.289
1551.0
3.19
486.2
3.86
74.59
5.5
2.272
1321.3
3.25
407.0
3.89
76.06
6.0
2.260
1196.7
3.70
323.1
78.40

46. BFC 31082 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin

47. BFC 31082 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Average = ( ) / 4 = 4.85 %

48.  Optimum Binder Content, OBC = 4.85%
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
Parameter
Results
Specification
(Binder course, JKR 1988)
Remarks
Stability
Flow
Stiffness
VTM
VFB
1530 kg
3.04 mm
495 kg/mm
4.42 %
71.1%
> 450 kg
> 2.0 mm
> 225 kg/mm
3.0 – 7.0%
65 – 80% OK
 Optimum Binder Content, OBC = 4.85%

49. COLD MIX ASPHALT CONCRETE MIXTURE DESIGN
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
COLD MIX ASPHALT CONCRETE MIXTURE DESIGN
Produced by emulsifying the asphalt in water with (essentially) soap prior to mixing with the aggregate.
While in its emulsified state the asphalt is less viscous and the mixture is easy to work and compact.
The emulsion will break after enough water evaporates and the cold mix will, ideally, take on the properties of cold HMAC.
Cold mix is commonly used as a patching material and on lesser trafficked service roads.

50. BFC 31082 HIGHWAY ENGINEERING Lecturer: Mr
BFC HIGHWAY ENGINEERING Lecturer: Mr. Mustafa Kamal bin Shamshuddin
The End