07.technical Specification

TECHNICAL SPECIFICATIONS
CONTENT PAGE
1. GENERAL SPECIFICATIONS ON FLEXIBLEPAVEMENT 2-3

MILLING WORKS
2. STONE MASTIC ASPHALT CHANGI (SMAC PG82) 4-30
3. HOT MIX ASPHALT CHANGI (HMAC PG82) 31-56
4. PRECAST REINFORCED CONCRETE PLINTHS 58
5. HIGH DENSITY POLYETHYLENE (HDPE) PIPES 58
6. CELLULOSE FIBRE PALLET 58
7. GENERAL SPECIFICATIONS ON FLEXIBLE 59

PAVEMENT REPAIR
8 AIRCRAFT AND NON-AIRCRAFT PAVEMENT 60-65

SUBGRADE PREPARATION
9. CEMENT TREATED GRADED STONE (CTGS) 66-67
10. AIRCRAFT PAVEMENT MARKINGS 68-83
11. AIRFIELD LIGHTING AND ELECTRICAL SYSTEMS 84-116
12. SPECIFICATION FOR RUNWAY GROOVING 117-122
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Technical Specifications 1
1 GENERAL SPECIFICATIONS ON FLEXIBLE PAVEMENT MILLING

WORKS
1 GENERAL
1.1 This specification is drawn for the milling of flexible aircraft pavements within
Changi Airport.
1.2 The depth of cut shall range from 50mm to 150mm thick (or more, depending on the
condition of the underlying layers) in a single pass across the areas of work as
indicated at the site by the Superintending Officer or his representatives.
1.3 The depth of cut shall be carried out in specified lifts for a single pass. Successive
passes of the equipment to remove material to the required depth shall not be paid for.
Depths or lifts of cut shall be determined and measured from the adjoining aircraft
pavement level.
2 EQUIPMENT AND PLANT
2.1 The equipment or plant used for the removal of defective flexible asphalt pavements
shall be a self-driven and power-operated cold milling machine.
2.2 The machine shall be capable of accurately establishing grades or depths of cut as
specified by references from a grade control system that can be operated
independently and controlled on both sides or on either side of the machine.
2.3 The machine shall be equipped with devices that enable the rapid adjustment of
blades to fine depth-of-cut settings while the machine is operating. The machine shall
also operate in a manner that results in a minimum of over-cutting and uniform
exposure of the aggregate, without shattering or otherwise damaging the asphalt
surface course.
2.4 The machine shall be able to mill down uneven bituminous materials of varying
depths up to 150mm in a single pass and the operating milling width shall be within
2.0m to 2.5m. The milled surface shall have a roughness of minimum 1 mm depth,
and contractor shall propose an equipment to measure the roughness of milled
surface.
2.5 The machine shall be equipped with an effective means for the removal of the milled
out bituminous material from the plane surface by mechanical means such as a
conveyor belt or any other loading system.
2.6 In the absence of such facilities, a self-powered force feed loader shall be provided.
2.7 The specific machine proposed by the Contractor to be used for this Contract shall be
approved by the S.O. The Contractor shall furnish the S.O. in advance with full
details of the machine to be used including average output capacity, type, age,
maintenance facilities and all other relevant particulars required by the S.O.
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2.8 One machine shall be maintained in good working order throughout the duration of
this Contract at the Contractor‟s expense. For cases of breakdowns, a „standby‟
machine must be available.
2.9 The Contractor shall provide experienced operators to operate his machines together
with the maintenance crew, material, tools, etc. necessary to maintain the plants in
good operating condition. Adequate full time mechanics shall also be provided on
site to immediately attend to any machine or equipment breakdown.
3 REMOVAL OF MILLED MATERIALS
3.1 All supporting equipment, plant, tools and operators shall be provided for the efficient
removal of the milled-out material. The milled-out material must be disposed off-site
by the Contractor.
3.2 Adequate air compressor and mechanical sweeper with suctioning power points shall
be provided to blow dry and clean the milled surface to the entire satisfaction of the
S.O.
3.3 Adequate manpower shall be provided to brush and thoroughly sweep the milled and
surrounding area to the entire satisfaction of the S.O.
3.4 Adequate fleet of tippers shall be provided to transport the “milled-out” or “cut out”
bituminous material from the various work sites to the Contractor‟s own dumping
grounds. The “milled-out” material shall become the property of the Contractor
unless instructed otherwise, by the S.O. The Contractor shall make such provision in
his tender. No cost or claims will be entertained by the S.O. for such arrangement.
3.5 During the transportation of the “milled-out material”, the Contractor shall comply
with the Government Regulations to cover the bituminous material to prevent littering
and dust from flying off into the surroundings.
3.6 After the removal of the “milled out” materials, if the milled surface is wet due to the
milling operation or due to rain, the Contractor shall provide labourers to effectively
remove all trapped water, blow dry using air compressors or other approved means to
dry up the milled surface to the complete satisfaction of the S.O. The Contractor shall
ensure that sufficient amount of rags or other absorbent material are provided on site
to mop-up and remove trapped water especially after rain. The Contractor shall also
be required to provide adequate number of gas burners on site to efficiently dry up the
wet pavement surface to facilitate asphalt paving. These dewatering and pavement
drying facilities shall be made available on site at all times failing which the
Contractor shall not be permitted to proceed with the milling and resurfacing works.
4 METHOD OF MEASUREMENT AND PAYMENT
4.1 The milling work shall be measured horizontally in square metres on the pavement
surface.
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2 STONE MIX ASPHALT CHANGI (SMAC PG82)
1. MATERIALS
1.1 AGGREGATES
Aggregates shall consist of crushed stone, crushed gravel or crushed slag with or without
sand or other inert finely divided mineral aggregate. The portion of material retained on the
No. 8 (2.36 mm) sieve is coarse aggregate. The portion of material passing the No. 8 (2.36
mm) sieve and retained on the No. 200 (0.075 mm) sieve is fine aggregate, and the portion
passing the No. 200 (0.075 mm) sieve is mineral filler.
1.1.1 COARSE AGGREGATES
Coarse aggregate shall consist of sound, tough, durable particles, free from adherent films of
material that would prevent thorough coating and bonding with the asphalt material and be
free from organic matter and other deleterious substances. The coarse aggregate shall meet
the following requirements:
a) The percentage of wear shall not be greater than 30 percent when tested in accordance
with ASTM C 131.
b) The sodium sulfate soundness loss shall not exceed 10 percent, or the magnesium sulfate
soundness loss shall not exceed 13 percent, after five cycles, when tested in accordance
with ASTM C 88.
c) The coarse aggregate shall contain at least 70 percent, by weight, of individual pieces
having two or more fractured faces and 85 percent, by weight, having at least one
fractured face when tested in accordance with ASTM D 5821. The area of each face shall
be equal to at least 75 percent of the smallest mid sectional area of the piece. When two
fractured faces are contiguous, the angle between the planes of fractures shall be at least
30 degrees to count as two fractured faces. Fractured faces shall be obtained by crushing.
d) The flakiness index and the elongation index of the coarse aggregate shall not exceed 20
percent and 30 percent respectively when tested in accordance with BS 812 – 105.
e) The crushing value of the coarse aggregate shall be not more than 30 percent when tested
in accordance with BS 812 – 110.
f) The impact value of the coarse aggregate shall be not more than 30 percent when tested in
accordance with BS 812 – 112.
g) The maximum absorption shall not be greater than 2 percent when tested in accordance
with ASTM C 127.
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1.1.2 FINE AGGREGATES
Fine aggregate shall consist of clean, sound, tough, durable, angular shaped particles
produced by crushing stone, gravel or slag. The aggregate particles shall be free from
coatings of clay, silt, or any objectionable material and shall contain no clay balls. The fine
aggregate shall meet the following requirements:
a) The fine aggregate shall meet the requirements for wear and soundness specified for the
coarse aggregate.
b) The fine aggregate, including any blended material for the fine aggregate, shall have a
plasticity index of not more than 6 and a liquid limit of not more than 25 when tested in
accordance with ASTM D 4318.
c) Natural (non-manufactured) sand may be used to obtain the desired gradation of the
aggregate blend or to improve the workability of the mix. The amount of sand to be added
shall be limited to 15 percent, by weight, of the total aggregates. If used, the natural sand
shall meet the requirements of ASTM D 1073 and shall have a plasticity index of not
more than 6 and a liquid limit of not more than 25 when tested in accordance with ASTM
D 4318.
d) The fine aggregate shall have a sand equivalent value of 45 or greater when tested in
e) The maximum absorption shall not be greater than 2 percent when tested in accordance
with ASTM C 128.
1.2 MINERAL FILLER
If mineral filler, in addition to that naturally present in the aggregate, is necessary, it shall
meet the requirements of ASTM D 242.
1.3 POLYMER MODIFIED BINDER
1.3.1 Polymer modified binder shall be styrene-butadiene-styrene (SBS) modified binder,

and shall conform to the properties given in Table 1.1. The contractor shall price in his tender
all cost pertaining to the test.
1.3.2 The Contractor shall submit certified test reports on the binder material to the S.O. for
approval.
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1.4 PRIME AND TACK COATS
1.4.1 Prime and tack coats shall meet the minimum shear strength of 3KN at 60 °C. The
tack coat shall meet the penetration 60-150dmm at 25°C when tested in accordance with
ASTM D 5-06 and a softening point of more than 55°C. The emulsion shall not be diluted
prior to application. (Specify strength only and tackless)
1.4.2 The Contractor may seek the approval of the S.O. for use of other types of emulsified
asphalt for prime coat and tack coat.
TABLE 1.1 SBS MODIFIED BINDER PROPERTIES
Property Requirement Test Method
Fresh Material
High Temperature Performance Grade (PG) PG 82 AASHTO M 320
Softening Point, °C (minimum) 80 ASTM D 36
Viscosity at 135 °C, Pa-s (maximum) 3 ASTM D 4402
Flash Point, °C (minimum) 230 ASTM D 92
Elastic Recovery of Asphalt Binder at 25 °C , 75 ASTM D 6084

10 cm elongation, percent (minimum)
Dynamic Shear, G*/sin δ, tested at 82 °C @ 1.0 AASHTO T315

10 rad/s, kPa (minimum)
After Rolling Thin Film Oven Test (RTFOT)
Mass Loss, percent (maximum) 1.0 ASTM D 2872
Dynamic Shear, G*/sin δ, tested at 82 °C @ 2.2 AASHTO T315

After Storage, 72 Hours at 180 °C
Difference (softening point top of sample 5 BS EN 13399

minus softening point bottom of sample), °C
(maximum)
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2. MIX DESIGN
2.1 COMPOSITION OF MIXTURE
The SMAC mix shall be composed of a mixture of well-graded coarse and fine aggregate,
mineral filler, polymer modifier and anti-stripping agent, if required, and asphalt cement
binder.
2.2 AGGREGATE GRADATION
The combined aggregate shall have a gradation within the limits designated in Table 2.1,
when tested in accordance with ASTM C 136 and ASTM C 117, and shall not vary from the
low limit on one sieve to the high limit on the adjacent sieve, or vice versa, but shall be well
graded from coarse to fine.
TABLE 2.1 AGGREGATE GRADATION
Sieve Size, mm Percentage by Weight Passing

Sieve
19.0 100
12.5 85 – 100
9.5 65 – 75
4.75 32 – 42
2.36 25 – 32
1.18 19 – 24
0.60 12 – 18
0.30 10 – 17
0.15 9 – 15
0.075 8 – 13
2.3 JOB MIX FORMULA
2.3.1 The SMAC mix shall be designed using procedures contained in Chapter 5, Marshall
Method of Mix Design, of the Asphalt Institute‟s Manual Series No. 2 (MS-2), Mix Design
Methods for Asphalt Concrete and Other Hot-Mix Types, sixth edition, and shall meet the
criteria given in Table 2.2. The contractor shall price in his tender all cost pertaining to the
test.
2.3.2 The job mix formula shall be submitted in writing by the Contractor to the S.O. for
approval at least 14 days prior to the start of paving operations and shall include as a
minimum:
a) Percent of wear of coarse and fine aggregate.

b) Percent of soundness loss of coarse and fine aggregate.
c) Percent by weight of particles with two or more fractured faces in coarse aggregate.
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d) Percent by weight of flat or elongated particles in coarse aggregate.

e) Liquid limit of fine aggregate.
f) Plasticity Index of fine aggregate.
g) Sand equivalent value of fine aggregate.
h) Percent natural sand, if used.
i) Specific gravity and absorption of each aggregate.
j) Percent of each aggregate and mineral filler to be used.
k) Percent passing each sieve size for total combined gradation.
l) Plot of the combined gradation on gradation chart, stating the nominal maximum size.
m) Percent of polymer modified asphalt.
n) Laboratory mixing temperature.
o) Lab compaction temperature.
p) Graphical plots of stability, flow, air voids, voids in the mineral aggregate, and unit
weight versus asphalt content as shown in the Asphalt Institute‟s Manual Series No. 2.
q) Tensile strength ratio (TSR).
r) Macrotexture depth of the asphalt mix.
s) Wheel-tracking rate and the rut depth of the asphalt mix.
TABLE 2.2 SMAC MIX DESIGN CRITERIA
Test Property Requirement Test Method
Number of Blows, on each face of specimen 50 ASTM D 1559
Stability, Newtons (minimum) 7000 ASTM D 1559
Flow, mm 2.5 – 4.0 ASTM D 1559
Asphalt Content, percent (minimum) 5-7 See note a)
Air Voids, percent 2.8 – 4.2 See note b)
Voids in Mineral Aggregate, percent 17 See note c)

(minimum)
Tensile Strength Ratio, percent 80 ASTM D 4867
Draindown, percent (maximum) 0.3 (1 hour reading) ASTM D 6390
Macrotexture Depth, mm (minimum) 1.0 ASTM E 965
Rut Depth, mm (maximum) at 60 degree C 8 AASHTO T324

(Hamburg )
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2.4 CELLULOSE FIBRE PELLET

2.4.1 Cellulose Fibres are added to asphalt mix to provide adequate stability of bitumen and
to form a cohesive mix during transport and placement. Its main use is for producing Stone
Mastic Asphalt (SMA).
2.4.2 SMA provides a deformation resistant and durable surfacing material; and is suitable
for heavily trafficked roads and highways.
2.4.3 SMA has a high proportion of coarse aggregate that interlocks to form a stone-on-
stone skeleton to resist permanent deformation. The stone skeleton is filled with a mastic of
bitumen and filler to which fibres are added to provide adequate stability of bitumen and to
prevent drainage of binder during transport and placement.
Specification:
Properties Value
Appearance Light Grey Cellulose Pellets
Fibre Length (mm) ≤6.0
Ash Content (%) 18±5
pH Value 7.5±1.0
Oil Adsorption Ratio ≥5.0
Water Content (%) ≤5.0
Dose Rate:
Typically, 0.3% (by mass) of the total mix.
Notes:
a) As an initial starting point, the Asphalt Institute recommends choosing the asphalt content
at the median of the percent air voids limits from the graph of percent air voids vs. asphalt
content prepared during the mix design process.
b) For air voids determination, the theoretical maximum specific gravity of the mixture and
asphalt cement absorption by the by the aggregate shall be measured in accordance with
ASTM D 2041, Type C, D or E container. With the asphalt cement absorption known, air
voids in the mixture shall be calculated in accordance with ASTM D 3203.
c) Voids in mineral aggregate shall be calculated on the basis of aggregate weight and the
bulk specific gravity determined in accordance with ASTM D 2726 or ASTM D 1188,
whichever is applicable.
d) A test temperature of 60 degrees C shall be used.
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2.4.4 Production of the asphalt mixture shall not begin until the job mix formula submitted
by the Contractor is approved in writing by the S.O.
3. PLANTS AND EQUIPMENT
3.1 ASPHALT MIXING PLANTS
3.1.1 The Contractor shall submit details of his asphalt mixing plant(s). The details shall
include:
a) Average output capacity in tonnes per hour.

b) Location of the plant(s).
c) State whether the location of the plant(s) is permanent and has been approved by the
relevant authorities.
d) If it is a temporary site, state the period during which the plant is allowed to operate.
e) Other relevant particulars required by the S.O.
3.1.2 The asphalt mixing plant can be either batch plant or continuous mix plant and shall
have an average output capacity of not less than 100 tonnes per hour.
3.1.3 Before mixing starts and during mixing, the weighing, measuring and recording
mechanism and temperature control gauges shall be checked by the manufacturer of the
mechanism and gauges, or by an independent testing authority. The Contractor shall submit
proofs certifying that each device is operating accurately or reporting deviation allowances
required in respect of each indicator to the S.O. for his information.
3.1.4 In addition, for continuous mix plant, the contractor shall make his own checks at a
frequency of at least once per week on the accuracy of calibration of the main belt weigher,
of the discharge recording mechanism for the cold feed hoppers and of the filler aggregate
scales. These checks shall be carried out to the satisfaction of the S.O. and, if requested, in
his presence.
3.1.5 All mixing plants shall be maintained in good working order and shall be subject to
inspection by the S.O. at any time without notification to the Contractor.
3.2 HAULING EQUIPMENT
3.2.1 The Contractor shall provide a sufficient number of trucks for transporting the asphalt
mixture to the site without any disruption.
3.2.2 Trucks used for hauling the asphalt mixture shall have tight, clean, and smooth metal
beds. To prevent the mixture from adhering to them, the truck beds shall be lightly coated
with a minimum amount of paraffin oil, lime solution, or other approved material. The use of
petroleum products, water, dust, sand or other fine particles for coating the truck beds is
prohibited. Each truck shall have a suitable cover to prevent loss of heat and contamination,
and to protect the asphalt mixture from adverse weather.
3.2.3 If the S.O. considers that contamination of the asphalt mixture is occurring, the truck
concerned shall be thoroughly cleaned out to his satisfaction before being used again.
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3.3 ASPHALT PAVERS
3.3.1 The Contractor shall submit to the S.O. full details of the asphalt pavers to be used,
including date of manufacture, model, whether tracked or wheeled, previous usage,
maintenance facilities, and other relevant particulars required by the S.O.
3.3.2 Asphalt pavers shall be self-propelled with an activated heated screed, capable of
spreading and finishing courses of asphalt mixture which will meet the specified thickness,
smoothness, and grade. The paver shall have sufficient power to propel itself and the hauling
equipment without adversely affecting the finished surface.
3.3.3 The paver shall have a receiving hopper of sufficient capacity to permit a uniform
spreading operation. The hopper shall be equipped with a distribution system to place the
mixture uniformly in front of the screed without segregation. The screed shall effectively
produce a finished surface of the required evenness and texture without tearing, shoving, or
gouging the mixture.
3.3.4 The pavers shall be equipped with level control system, eg. wire sensor, sensor shoe
or other approved level control system to effect a very precise control on the finished level of
the pavement.
3.3.5 If, during construction, it is found that the spreading and finishing equipment in use
leaves tracks or indented areas, or produces other blemishes in the pavement that are not
satisfactorily corrected by the scheduled operations, the use of such equipment shall be
discontinued and satisfactory equipment shall be provided by the Contractor.
3.4 ROLLERS
3.4.1 Rollers shall be self-propelled, in good condition, capable of operating at slow speeds
to avoid displacement of the asphalt mixture, and capable of reversing without backlash. The
use of equipment which causes excessive crushing of the aggregate shall not be permitted.
3.4.2 The Contractor shall provide the following types of rollers:
a) Self-propelled static three-steel-wheeled roller having a net weight of between 8 and 12

tonnes and providing a compression roll of between 55 and 70 N/mm of width.
b) Self-propelled static two-steel-wheeled tandem roller having a net weight of between 8

and 12 tonnes and providing a compression roll of between 35 and 70 N/mm of width.
c) Self-propelled vibratory or vibratory plus oscillatory steel-wheeled tandem roller having a

net weight of at least 10 tonnes and providing a minimum static compression roll of 30
N/mm of width. The roller shall be capable of transmitting vibration frequency of
between 2000 and 3000 vibrations per minute and producing an amplitude of between 0.6
and 1.0 mm.
d) Self-propelled pneumatic-tyred roller having a net weight of between 10 and 30 tonnes

and providing a tyre pressure of between 550 and 820 kPa.
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3.4.3 The Contractor shall employ at least three rollers, one of each type as specified in the
preceding paragraph 3.4.2, at one paving site for the compaction of the asphalt mixture while
the work is in progress.
3.5 EMULSIFIED ASPHALT SPRAYERS
Emulsified asphalt sprayers shall be self-powered and shall be equipped with a suitable
nozzle to provide a uniform application at the specified rate without any disruption. The
allowable variation from the specified rate shall not exceed 10 percent.
3.6 TAMPERS
Power driven tampers for compacting the asphalt mixture on areas inaccessible to the paver
shall weigh not less than 125 kg, have a tamping plate width of not less than 380 mm, be
rated at not less than 4,200 vibrations per minute, and be equipped with a standard tamping
plate wetting device.
3.7 LIGHTING EQUIPMENT
3.7.1 If the laying of asphalt mixture is to be performed during night hours, the Contractor
shall provide sufficient lighting equipment to adequately illuminate the work area in order to
ensure a good quality of work. Elevated lights should be positioned to provide the most
natural colour illumination and contrast with a minimum of shadows.
3.7.2 All paving machines, rollers and other equipment should be equipped with artificial
illumination sufficient to safely complete the work.
4. CONSTRUCTION / EXECUTION
4.1 PREPARATION OF ASPHALT CEMENT BINDER
The asphalt cement binder shall be continuously supplied to the mixer at a uniform
temperature. The method of heating shall avoid local overheating of the asphalt material.
The temperature of modified asphalt cement binder supplied to the mixer shall be between
170-185 degrees C to provide a suitable viscosity for adequate coating of the aggregate
particles.
4.2 PREPARATION OF MINERAL AGGREGATE
4.2.1 The aggregate for the mixture shall be heated and dried prior to introduction into the
mixer. No damage shall occur to the aggregate due to the maximum temperature and rate of
heating used. The temperature of the aggregate and mineral filler shall be between 170-185
degrees C when the asphalt cement binder is added.
4.2.2 The difference in temperature between the aggregate and the asphalt cement binder
shall not be more than 5 degrees C.
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4.3 PREPARATION OF HOT ASPHALT MIXTURE
The aggregate and the asphalt cement binder shall be weighed or metered and introduced into
the mixer in the amount specified by the job mix formula. The combined materials shall be
mixed until the aggregate obtains a uniform coating of asphalt cement binder and is
thoroughly distributed throughout the mixture. Wet mixing time shall be the shortest time that
will produce a satisfactory mixture, but not less than 25 seconds for batch plants. The wet
mixing time for all plants shall be established by the Contractor, based on the procedure for
determining the percentage of coated particles described in ASTM D 2489, for each
individual plant and for each type of aggregate used. The wet mixing time will be set to
achieve a minimum of 95 percent of coated particles. For continuous mix plants, the
minimum mixing time shall be determined by dividing the weight of its contents at operating
level by the weight of the mixture delivered per second by the mixer. The moisture content
of all hot asphalt mixtures upon discharge shall not exceed 0.5 percent.
4.4 PREPARATION OF EXISTING AGGREGATE BASE COURSE SURFACES
4.4.1 Before applying a prime coat, the surface of the base course shall be thoroughly
cleaned and dried, and kept free from loose aggregate, dust or debris. Adherent patches of
foreign materials shall be removed from the surface by the use of a scraper or other suitable
tools.
4.4.2 Where the existing asphalt surface course is required to be completely removed, the
removal shall be carried out with an approved milling machine. The exposed surface of the
existing base course shall then be thoroughly cleaned, dried and free from loose aggregate
before a prime coat is applied.
4.5 PREPARATION OF EXISTING ASPHALT SURFACES
4.5.1 Prior to the application of a tack coat, an existing asphalt surface shall be thoroughly
swept, brushed, dried and cleared of all loose aggregate and foreign materials. Potholes shall
be repaired by removing all defective materials, applying a tack coat to the bottom and sides
of the holes, backfilling with the specified asphalt mixture and then compacting the mixture
with approved mechanical or hand tampers. The asphalt mixture used for patching works
shall be measured and paid by the SO.
4.5.2 Where the surface level of an existing asphalt surface course is required to be
reduced, thicknesses shall be removed with an approved milling machine. The new surface
of the asphalt surface course shall then be thoroughly cleaned and dried before a tack coat is
applied.
4.6 APPLICATION OF PRIME AND TACK COATS
4.6.1 Prime coat and tack coat shall be applied uniformly, free of streaks and blobs by
means of a mechanical sprayer at a rate of 1.15 litre/m2 and 0.55 litre/m2 for aggregate base
course surface and asphalt surface respectively.
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4.6.2 After the application, prime coat or tack coat shall be allowed a period of not more
than 10 minutes to „break‟ before laying of the asphalt mixture proceeds.
4.6.3 Airfield lighting units, gratings or manholes shall be adequately masked with an
approved protection during the application.
4.6.4 After the application, no traffic of any kind shall be allowed to run over the prime
coat or tack coat until laying of the asphalt mixture starts. When the laying starts, only the
minimum amount of traffic essential to the laying operations shall be permitted.
4.7 TRANSPORTING
4.7.1 The asphalt mixture shall be transported from the mixing plant to the site in vehicles
conforming to the specified requirements. Deliveries shall be scheduled so that placing and
compacting of mixture is uniform with minimum stopping and starting of the paver. Hauling
over freshly laid material shall not be permitted until the material has been compacted, as
specified, and allowed to cool to atmospheric temperature.
4.8 LAYING
4.8.1 The temperature of the asphalt mixture in the receiving hopper of the paver shall be
between 145-160 degrees C at the time of spreading. If the asphalt mixture upon arrival at
the laying site has a temperature above 160 degrees C, it shall be allowed to cool down to the
specified temperature before being discharged into the receiving hopper. However, if the
asphalt mixture upon arrival at the laying site has a temperature below 145 degrees C, it shall
be rejected at the Contractor‟s expense.
4.8.2 The maximum compacted thickness of each lift of the asphalt mixture shall not be
more than 75mm to achieve the required density and also to ensure the mixture is
impermeable. However, with justification, the Contractor may seek the approval of the S.O.
for increasing such thickness.
4.8.3 As soon as possible after arrival at the laying site, the asphalt mixture shall be
discharged continuously to the receiving hopper of the paver and shall thereupon be spread,
leveled, tampered and finished to obtain the required thickness and conform to the grade and
contour. The speed of the paver shall be regulated to eliminate pulling and tearing of the
asphalt mat. Unless otherwise permitted, laying of the mixture shall begin along the
centreline of a crowned section or on the high side of areas with a one-way slope. The
mixture shall be placed in consecutive adjacent lanes having a minimum width of 3 m except
where edge lanes require less width to complete the area.
4.8.4 On areas where irregularities or unavoidable obstacles make the use of the asphalt
paver impractical, the mixture may be spread by hand tools. Areas of segregation in the
asphalt layer, as determined by the S.O., shall be removed and replaced at the Contractor‟s
expense. The area shall be removed by saw cutting and milling a minimum of 50 mm deep.
The area to be removed and replaced shall be a minimum width of the paver and a minimum
of 3 m long.
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4.9 COMPACTION
4.9.1 After laying, the mixture shall be thoroughly and uniformly compacted by power
rollers. The surface shall be compacted as soon as possible when the mixture has attained
sufficient stability so that the rolling does not cause undue displacement, cracking or shoving.
The sequence of rolling operations for each type of the rollers shall be at the discretion of the
Contractor. The speed of the roller shall, at all times, be sufficiently slow to avoid
displacement of the hot mixture and be effective in compaction. Any displacement occurring
as a result of reversing the direction of the roller, or from any other cause, shall be corrected
at once. Rolling shall continue until the surface is of uniform texture, true to grade and cross
section, and the required field density is obtained. To prevent adhesion of the mixture to the
roller, the wheels shall be equipped with a scraper and kept properly moistened but excessive
water will not be permitted.
4.9.2 In areas not accessible to the roller, the mixture shall be thoroughly compacted with
approved power driven tampers. Any mixture that becomes loose and broken, mixed with
dirt, or is in any way defective shall be removed full width, replaced with fresh hot mixture
and immediately compacted to conform to the surrounding area. This work shall be done at
the Contractor's expense. Skin patching shall not be allowed.
4.10 LONGITUDINAL JOINTS
4.10.1 Longitudinal joints in one layer shall offset the longitudinal joints in the layer
immediately below by at least 500 mm; however, the joints in the surface top layer shall be at
the centre line of a crowned pavement. The longitudinal joints shall be vertical in straight
lines that are continuous for the full length of the pavement, or in smooth curves around
bends.
4.10.2 Longitudinal joints which are irregular, damaged, uncompacted or otherwise defective
shall be cut back a minimum of 50 mm from the edge with a cutting wheel to expose a clean,
sound surface for the full depth of the layer. All contact surfaces shall be given a tack coat of
asphalt material prior to laying any fresh mixture against the joint. The Contractor will be
allowed to use an alternate method if it can be demonstrated that density, smoothness, and
texture can be met.
4.11 TRANSVERSE JOINTS
4.11.1 Transverse joints are required at the end of a day‟s work and following any
interruption in laying that prevents continuity of rolling at, or above, the specified minimum
temperature. The transverse joints in one layer shall be offset by at least 2 m from the
transverse joints in the layer immediately below. The transverse joints shall also be formed at
right angles to the longitudinal joints and shall be vertical.
4.11.2 The roller shall not pass over the unprotected end of the freshly laid mixture except
when necessary to form a transverse joint. When necessary to form a transverse joint, it shall
be made by means of placing a bulkhead or by tapering the layer. The tapered edge shall be
cut back to its full depth and width on a straight line to expose a vertical face prior to laying
____________________________________________________________________________________________________________
the adjacent lane. In both methods, all contact surfaces shall be given a tack coat of asphalt
material before laying any fresh mixture against the joint.
4.12 TRAFFIC ON NEW ASPHALT SURFACING
4.12.1 No traffic is allowed on the newly laid asphalt layer until the layer has cooled to
required temperature for the asphalt to perform effectively.
4.13 WORKS INTERRUPTED BY WEATHER
4.13.1 All works affected by weather shall be expeditiously dewatered and cleaned, and the
pavement surface properly dried to receive the asphalt overlay. The Contractor shall
provide adequate amount of heavy duty canvas sheets (properly weighted down) to
cover and protect all exposed work areas from the harmful effects of rain). Sufficient
amount of rags, other absorbent materials, air compressors etc shall be provided on
site to mop-up and remove trapped water especially after rain. Adequate gas burners
shall also be provided to effectively dry up the wet pavement surface to facilitate
asphalt paving. These dewatering and pavement drying facilities shall be made
available on site at all times failing which the Contractor will not be permitted to
proceed with the works.
5. QUALITY CONTROL
5.1 QUALITY CONTROL AT MIXING PLANTS
The Contractor shall ensure that asphalt mixtures produced from the plant comply with all the
requirements for the proportioning and design of mixtures specified in Tables 2.1 and 2.2. A
quality control plan shall be developed and submitted to the S.O. for approval. All tests shall
be carried out at regular intervals and shall be performed by an approved accredited testing
laboratory at the Contractor‟s expense.
5.1.2 Aggregate Stockpiles
Aggregate gradations of the various stockpiles shall be determined in accordance with ASTM
C 136 and ASTM C 117 to ensure that there are no variations from those used in establishing
the job mix formula. If new aggregates with different gradations are supplied a new job mix
formula shall be established.
5.1.3 Temperatures of Mixture Materials
Temperatures shall be regularly measured to determine the temperatures of the aggregate at

the exit from the drier and in the storage bins, and the asphalt cement in the storage tanks.
5.1.4 Tests on Mixture Samples
____________________________________________________________________________________________________________
Mixture samples shall be taken regularly and shall be in sufficient quantity for the
determination of the properties of the asphalt mixture listed below. All tests shall be
performed in accordance with the testing methods specified in Table 2.2.
a) Extracted asphalt content.
b) Extracted aggregate gradation.
c) Marshall stability and flow.
d) Air voids.
e) Voids in mineral aggregate.
f) Tensile strength ratio.
g) Macrotexture depth.
h) Wheel-tracking rate and rut depth.
5.1.5 Checking and Monitoring
a) The S.O. or his representatives shall have access, at all times, to all areas of the asphalt
mixing plant for checking adequacy of equipment; inspecting operation of the plant, and
verifying weights and proportions.
b) The S.O. also reserves the right to monitor any or all of the above tests and if necessary
instruct the Contractor to undertake sampling and transport the materials to the approved
laboratory for determination of any of their properties.
5.2 QUALITY CONTROL AT LAYING SITES
The Contractor shall ensure that his construction processes are carried out in accordance with
the specified requirements. A quality control plan shall be developed for the control of the
temperature of the asphalt mixture delivered to the laying site as well as filed density, surface
texture, profile and cross section of the finished asphalt layers.
5.2.1 Mixture Temperatures
a) Temperature of the asphalt mixture on the delivery trucks upon arrival at the laying site
shall not be below 145 degrees C. If the temperature falls below the specified value, it
shall be rejected at the Contractor‟s expense.
b) The Contractor shall supply two small thermometers of minimum 100 mm length for
measuring the temperature of the newly laid asphalt mixture, and two large thermometers
for measuring the temperature of the asphalt mixture on the delivery trucks upon arrival at
the laying site. The large thermometers shall consist of a weather-proof reading dial head
of diameter not small than 60 mm and a stainless steel stem of minimum 600 mm length.
____________________________________________________________________________________________________________
The measurement shall be taken by the Contractor when directed by the S.O. or his
representatives.
5.2.2 Sampling
a) When directed by the S.O., fresh mixture samples shall be taken from the delivery trucks
at the rate of one per 50 tonnes of asphalt mixture laid, and at least three samples shall be
taken at each laying site in a day. Mixture samples shall be in sufficient quantity for
determination of asphalt content and aggregate gradation, and for Marshall tests.
b) A minimum of six 100 mm-diameter core samples shall be extracted from the finished
asphalt layers at each laying site and at locations determined by the S.O. on a random
basis. The core samples shall be used for the determination of field density of the
finished asphalt layers. Extraction of core samples shall be carried out not later than 3
days after the laying of the asphalt mixture.
c) All required tests shall be started within 2 working days of sampling and shall be carried
out by an approved testing laboratory in an expeditious manner.
d) The Contractor shall supply all necessary labour and equipment for collecting fresh
samples and extracting core samples, and shall provide approved type of containers for
keeping the samples on site prior to transporting them to the approved laboratory for
testing. For identification purpose, the type of mixture, date of laying, location of
sampling and the mixing plant reference shall be written on the containers. The
Contractor shall also undertake to supply sufficient quantity of asphalt mixture to backfill
the voids left by the extraction of core samples, and compact the mixture to achieve the
specified density.
Mixture samples taken on a particular day from each laying site shall be tested for the
properties listed below. The average results obtained from each of the required tests shall be
deemed to be representative of the properties of the asphalt mixtures laid at all laying sites on
that particular day.
 Extraction test shall be performed in accordance with ASTM D 6307 or ASTM D

2172 for determination of asphalt content.
 Aggregate gradation shall be determined from mechanical analysis of extracted

aggregate in accordance with ASTM D 5444.
 Marshall stability and flow shall be measured in accordance with ASTM D 1559.
d) Laboratory density
____________________________________________________________________________________________________________
 Marshall specimens shall be used for the determination of laboratory density in

accordance with ASTM D 2726 or ASTM D 1188, whichever is applicable. The
average value of the laboratory density shall then be used for computing the percent
compaction (density) achieved for the finished asphalt layers.
 The percent compaction is determined by dividing field density of the finished asphalt
layer by the laboratory density.
5.2.4 Tests on Core Samples
Core samples taken on a particular day from each laying site shall be tested for the properties
listed below. The average results obtained from each of the required tests shall be deemed to
be representative of the properties of the asphalt mixtures laid at all laying sites on that
particular day.
a) From core samples, Marshall stability and flow of the finished asphalt layers shall be
measured in accordance with ASTM D 1559.
b) Core samples shall also be used for the determination of field density of the finished
asphalt layers in accordance with ASTM D 2726 or ASTM D 1188, whichever is
applicable.
c) A nuclear gauge may be used to monitor density of the finished asphalt layers in
accordance with ASTM D 2950. The Contractor shall obtain the approval from the SO
prior to its use.
5.2.5 Pavement Roughness Evaluation on Final Runway Surface
The Contractor shall perform pavement roughness evaluation at the end of resurfacing to
ensure the final surface is fit for aircraft operations. The Contractor shall determine the
profile of the final resurfaced runway pavement and perform the following analysis.
a) Straightedge Analysis
The Contractor shall also perform the straightedge analysis on the final runway profile
in accordance to the standards stated in ICAO Annex 14 – Aerodromes (Runway
Surface Evenness) as shown in the table below.
____________________________________________________________________________________________________________
The Contractor shall meet the specified requirements as stated in ICAO Annex 14 -
Aerodromes; failing which, the Contractor will have to carry out rectification works for the
affected location.
5.2.6 Test Reports
The Contractor shall provide the SO with written copies of all test results at the first
reasonable opportunity but not later than 3 working days after completion of each required
test.
5.2.7 Reimbursement of Testing Fees
The Contractor shall bear the costs for all tests necessary to determine the conformity with
the specified requirements.
5.3 THICKNESS MEASUREMENTS
The S.O. may instruct the Contractor to extract core samples for thickness measurements.
The maximum allowable deficiency at any point of a finished asphalt layer shall not be more
than 5 mm less than the specified thickness for that layer. Where the thickness tolerances are
not met, the Contractor at his expense shall remove the deficient area and replace with new
asphalt layer.
5.4 SURFACE SMOOTHNESS
5.4.1 Except for the final surface, the finished surfaces of each asphalt layer of the
pavement shall not vary more than 5 mm longitudinally and transversely when evaluate with
a 3 metres straightedge.
5.4.2 The final asphalt surface shall be free from roller marks and shall not vary more than
3 mm longitudinally and transversely when evaluate with a 3 metres straightedge.
____________________________________________________________________________________________________________
6. MEASUREMENT AND CRITERIA FOR PAYMENT
6.1 CRITERIA FOR PAYMENT
6.1.1 For payment purpose, asphalt mixtures will be checked for compliance with
specifications for aggregate gradation, asphalt cement content and field density.
6.1.2 Payment will be made for asphalt mixtures which meet all the specified requirements.
6.1.3 However, a deduction of payment will be imposed on asphalt mixtures which do not
meet the requirements but are deemed by the S.O. to be suitable for use.
6.2 DEDUCTION OF PAYMENT
6.2.1 Failure of Asphalt Mixtures Within the Specified Deviation Limits
Where aggregate gradation and asphalt content (both are determined from extraction tests)
and field density fail to comply with the specifications, but are within the specified deviation
limits, a deduction of payment shall be imposed by the S.O. in accordance with the criteria
set in column E of Table 6.1 for all asphalt mixture laid and represented by the unsatisfactory
samples.
6.2.2 Failure of Asphalt Mixtures Outside the Specified Deviation Limits
a) Where aggregate gradation and asphalt content (both are determined from extraction
tests) and field density fail to comply with the specifications and are outside the specified
deviation limits, a deduction of payment shall be imposed by the S.O. in accordance with
the criteria set in column E of Table 6.1 plus additional deduction in accordance with the
criteria set in column F of Table 6.1 for all asphalt mixture laid and represented by the
unsatisfactory samples.
b) Notwithstanding the above, the S.O. reserves the right to reject the unsatisfactory asphalt
mixture without any payment to the Contractor if the failure of the mixture properties is
drastically outside the specified deviation limits and is deemed to impair the performance
of the mixture seriously. Any rejected mixture shall be removed from the site and
replaced with a new mixture which fully complies with the specifications at the
Contractor‟s expense.
____________________________________________________________________________________________________________
Table 6.1 PAYMENT DEDUCTION SCHEDULE FOR SMAC MIX WHICH FAIL TO MEET THE SPECIFIED
REQUIREMENTS
% Payment Deduction
Item Description of Test Requirements Deviation Within the Deviation Outside the Deviation Limits
Limits Limits (F)
(A) (B) (C) (E)
(D)
1 Extracted Aggregate
Gradation
% by Weight
Sieve
Passing Sieve
% payment deduction is
19.0 mm 100 0% computed for any of the
sieves whose grading falls
12.5 mm 85 - 100 ±8%
within the deviation limits as
9.5 mm 65 - 75 ±8% follows: Rejection will be considered
(% deviation ÷ maximum by the S.O. should the grading
4.75 mm 32 - 42 ±6% % deviation permitted) x 10 of any of the sieves fall outside
2.36 mm 25 - 32 ±6% the deviation limits. However,
The highest % payment if accepted, an extra 10%
1.18 mm 19 - 24 ±6% deduction among the various payment deduction will be
0.60 mm 12 - 18 ±4% sieves whose grading fall imposed resulting in a total
within the deviation limits payment deduction = 10 + 10 =
0.30 mm 10 - 17 ±4% shall be used for payment 20%.
0.15 mm 9 - 15 ±4% deduction.
0.075 mm 8 - 13 ±2% Maximum payment

deduction is 10%.
____________________________________________________________________________________________________________
% Payment Deduction
Item Description of Test Requirements Deviation Within the Deviation Outside the Deviation Limits
Limits Limits (F)
(A) (B) (C) (E)
(D)
3% payment deduction for Rejection will be considered
2 Extracted Asphalt Cement Minimum 6% -0.5% each 0.1% deviation. by the S.O. However, if
Content Maximum payment accepted, an extra 20%
deduction is 15%. payment deduction will be
imposed resulting in a total
payment deduction = 15 + 20 =
35%.
3 Field Density Minimum 98% of 92% to 98% of each 1% deviation. by the SO. However, if
Laboratory Density Laboratory Maximum payment accepted, an extra 20%
Density deduction is 12%. payment deduction will be
32%
Total % Payment Deduction = % Payment Deduction for Item (1) + % Payment Deduction for Item (2) + % Payment Deduction for
Item (3)
____________________________________________________________________________________________________________
6.2.3 Examples for Computing % Payment Deduction
a) Asphalt mixture properties fails to comply with the specifications but are within
the specified deviation limits.
Example 1
Test results:
 From sieve analysis, % by weight passing of four of the sieves are within the
deviation limits:
- % by weight passing 9.5 mm sieve = 78
 Asphalt content = 5.8%
 Field density = 96%
 Unit price of asphalt mixture = $A per tonne
 Tonnage of asphalt mixture laid as represented by samples taken for tests = B
tonnes
Computation of % payment deduction:
i) % Payment deduction for aggregate gradation:
9.5 mm sieve: deviation = 78 – 75 (specified upper limit) = 3%

2.36 mm sieve: deviation = 25 (specified lower limit) – 22 = 3%
9.5 mm sieve: payment deduction = (3 ÷ 8) x 10 = 3.75%

As the highest payment deduction of the four sieves is 5.0%, this percentage will
be used for payment deduction for aggregate gradation.
ii) % Payment deduction for asphalt content:
Deviation = 6.0 (specified minimum) – 5.8 = 0.2%
Payment deduction = (0.2 ÷ 0.1) x 3 = 6%
____________________________________________________________________________________________________________
iii) % Payment deduction for field density:
Deviation = 98 (specified minimum) – 96 = 2%
Payment deduction = 2 x 2 = 4%
Total payment deduction for items (i), (ii) and (iii) = 5 + 6 + 4 = 15%
Therefore, the amount to be deducted from payment = $(0.15 x A x B)
b) Asphalt mixture properties fails to comply with the specifications but some of its
properties are within the specified deviation limits and some are outside such
limits.
Example 2
Test results:
 From sieve analysis, % by weight passing of two of the sieves are within the
deviation limits and one is outside such limits:
tonnes

As the deviation of 9% of the 9.5 mm sieve is outside the deviation limits of ±8%,
the asphalt mixture is rejected.
However, if accepted, payment deduction = 10% (maximum penalty for grading

falling within the deviation limits) + extra 10% = 20%.
____________________________________________________________________________________________________________
As the deviation of 0.6% is outside the deviation limits of -0.5%, the asphalt
mixture is rejected.
However, if accepted, payment deduction = 15% (maximum penalty for asphalt

content falling within the deviation limits) + extra 20% = 35%.
Example 3
Test results:
deviation limits:
tonnes


As the highest payment deduction of the two sieves is 2.5%, this percentage will
____________________________________________________________________________________________________________
Payment deduction = (0.1 ÷ 0.1) x 3 = 3%
As field density of 90% is outside the deviation limits of 92% - 98%, the asphalt
However, if accepted, payment deduction = 10% (maximum penalty for field

density falling within the deviation limits) + extra 20% = 30%.
Total payment deduction for items (i), (ii) and (iii) = 2.5 + 3 + 30 = 35.5%
7. TESTING STANDARDS
AMERICAN SOCIETY FOR TESTING AND MATERIALS (ASTM)
ASTM C 29 Bulk Density (“Unit Weight”) and Voids in Aggregate
ASTM C 88 Soundness of Aggregates by Use of Sodium Sulfate or Magnesium

Sulfate
ASTM C 117 Materials Finer than 75-µm (No. 200) Sieve in Mineral Aggregates by
Washing
ASTM C 127 Specific Gravity and Absorption of Coarse Aggregate
ASTM C 128 Specific Gravity and Absorption of Fine Aggregate
ASTM C 131 Resistance to Degradation of Small-Size Coarse Aggregate by Abrasion

and Impact in the Los Angeles Machine
ASTM C 136 Sieve Analysis of Fine and Coarse Aggregates
ASTM C 183 Sampling and the Amount of Testing of Hydraulic Cement
ASTM C 566 Total Evaporable Moisture Content of Aggregate by Drying
ASTM C 1252 Uncompacted Void Content of Fine Aggregate (as Influenced by

Particle Shape, Surface Texture, and Grading)
____________________________________________________________________________________________________________
ASTM D 36 Softening Point of Bitumen (Ring-and-Ball Apparatus)
ASTM D 75 Sampling Aggregates
ASTM D 92 Flash and Fire Points by Cleveland Open Cub Tester
ASTM D 140 Sampling Bituminous Materials
ASTM D 242 Mineral Filler for Bituminous Paving Mixtures
ASTM D 979 Sampling Bituminous Paving Mixtures
ASTM D 995 Mixing Plants for Hot-Mixed, Hot-Laid Bituminous Paving Mixtures
ASTM D 1073 Fine Aggregate for Bituminous Paving Mixtures
ASTM D 1074 Compressive Strength of Bituminous Mixtures
ASTM D 1188 Bulk Specific Gravity and Density of Compacted Bituminous

Mixtures Using Parafin-Coated Specimens
ASTM D 1461 Moisture or Volatile Distillates in Bituminous Paving Mixtures
ASTM D 1559 Resistance to Plastic Flow of Bituminous Mixtures Using Marshall

Apparatus
ASTM D 2041 Theoretical Maximum Specific Gravity and Density of Bituminous

Paving Mixtures
ASTM D 2172 Quantitative Extraction of Bitumen from Bituminous Paving

Mixtures
ASTM D 2872 Effect of Heat and Air on a Moving Film of Asphalt (Rolling Thin-
Film Oven Test)
ASTM D 2419 Sand Equivalent Value of Soils and Fine Aggregate
ASTM D 2397 Cationic Emulsified Asphalt
ASTM D 2489 Estimating Degree of Particle Coating of Bituminous-Aggregate

Mixtures
ASTM D 2726 Bulk Specific Gravity and Density of Non-Absorptive Compacted

Bituminous Mixture
ASTM D 2950 Density of Bituminous Concrete in Place by Nuclear Method
ASTM D 3203 Percent Air Voids in Compacted Dense and Open Bituminous Paving
Mixtures
____________________________________________________________________________________________________________
ASTM D 3665 Random Sampling of Construction Materials
ASTM D 3666 Minimum Requirements for Agencies Testing and Inspecting

Bituminous Paving Materials
ASTM D 4125 Asphalt Content of Bituminous Mixtures by the Nuclear Method
ASTM D 4318 Liquid Limit, Plastic Limit, and Plasticity Index of Soils
ASTM D 4402 Viscosity Determination of Asphalt at Elevated Temperatures Using

a Rotational Viscometer
ASTM D 4552 Classifying Hot-Mix Recycling Agents
ASTM D 4867 Effect of Moisture on Asphalt Concrete Paving Mixtures
ASTM D 5444 Mechanical Size Analysis of Extracted Aggregate
ASTM D 5821 Determining the Percentage of Fractured Particles in Coarse

Aggregate
ASTM D 6084 Elastic Recovery of Bituminous Materials by Ductilometer
ASTM D 6307 Asphalt Content of Hot-Mix Asphalt by Ignition Method
ASTM D 6390 Determination of Draindown Characteristics in Uncompacted Asphalt

Mixtures
ASTM E 965 Measuring Pavement Macrotexture Depth Using a Volumetric

Technique
ASTM E 1926-98 (2003) Standard Practice for Computing International Roughness

Index of Roads from Longitudinal Profile Measurements
ASTM STP 844 (1985) Measuring Road Roughness and Its Effects
AMERICAN ASSOCIATION OF STATE HIGHWAY

AND TRANSPORTATION OFFICIALS (AASHTO)
AASHTO M 320 Performance Graded Asphalt Binder
AASHTO TP 5 Method for Determining the Shear Modulus and Phase Angle of
Asphalt Binders
ASPHALT INSTITUTE
Manual Series No. 2 (MS-2) Mix Design Methods for Asphalt Concrete and Other
Hot-Mix Types
____________________________________________________________________________________________________________
BRITISH STANDARDS INSTITUTION
BS 598 - 110 Determinations of Wheel-Tracking Rate and Depth
BS 812 – 105 Methods for Determination of Particle Shape
BS 812 – 110 Methods for Determination of Aggregate Crushing Value
BS 812 – 112 Methods for Determination of Aggregate Impact Value
____________________________________________________________________________________________________________
3 HOT MIX ASPHALT CHANGI (HMAC PG82)
1. MATERIALS
1.1 AGGREGATES
Aggregates shall consist of crushed stone, crushed gravel or crushed slag with or
without sand or other inert finely divided mineral aggregate. The portion of material
retained on the No. 8 (2.36 mm) sieve is coarse aggregate. The portion of material
passing the No. 8 (2.36 mm) sieve and retained on the No. 200 (0.075 mm) sieve is
fine aggregate, and the portion passing the No. 200 (0.075 mm) sieve is mineral filler.
1.1.1 Coarse Aggregate
Coarse aggregate shall consist of sound, tough, durable particles, free from adherent
films of material that would prevent thorough coating and bonding with the asphalt
material and be free from organic matter and other deleterious substances. The coarse
aggregate shall meet the following requirements:
a) The percentage of wear shall not be greater than 30 percent when tested in
accordance with ASTM C 131.
b) The sodium sulfate soundness loss shall not exceed 10 percent, or the magnesium
sulfate soundness loss shall not exceed 13 percent, after five cycles, when tested in
c) The coarse aggregate shall contain at least 70 percent, by weight, of individual

pieces having two or more fractured faces and 85 percent, by weight, having at
least one fractured face when tested in accordance with ASTM D 5821. The area
of each face shall be equal to at least 75 percent of the smallest midsectional area
of the piece. When two fractured faces are contiguous, the angle between the
planes of fractures shall be at least 30 degrees to count as two fractured faces.
Fractured faces shall be obtained by crushing.
d) Both the flakiness index and the elongation index of the coarse aggregate shall not
exceed 30 percent when tested in accordance with BS 812 – 105.
e) The crushing value of the coarse aggregate shall be not more than 30% when tested
f) The impact value of the coarse aggregate shall be not more than 30% when tested
g) The maximum absorption shall not be greater than 2 percent when tested in
____________________________________________________________________________________________________________
1.1.2 Fine Aggregate
Fine aggregate shall consist of clean, sound, tough, durable, angular shaped particles
produced by crushing stone, gravel or slag. The aggregate particles shall be free from
coatings of clay, silt, or any objectionable material and shall contain no clay balls. The
fine aggregate shall meet the following requirements:
a) The fine aggregate shall meet the requirements for wear and soundness specified
for the coarse aggregate.
b) The fine aggregate, including any blended material for the fine aggregate, shall
have a plasticity index of not more than 6 and a liquid limit of not more than 25
when tested in accordance with ASTM D 4318.
c) Natural (non-manufactured) sand may be used to obtain the desired gradation of

the aggregate blend or to improve the workability of the mix. The amount of sand
to be added shall be limited to 15 percent, by weight, of the total aggregates. If
used, the natural sand shall meet the requirements of ASTM D 1073 and shall have
a plasticity index of not more than 6 and a liquid limit of not more than 25 when
tested in accordance with ASTM D 4318.
d) The fine aggregate shall have a sand equivalent value of 45 or greater when tested
in accordance with ASTM D 2419.
e) The maximum absorption shall not be greater than 2 percent when tested in
1.2 MINERAL FILLER
If mineral filler, in addition to that naturally present in the aggregate, is necessary, it

shall meet the requirements of ASTM D 242.
1.3 POLYMER MODIFIED BINDER
1.3.1 Polymer modified asphalt shall be styrene-butadiene-styrene (SBS) modified

binder, and shall conform to the properties given in Table 1.1. The contractor shall
price in his tender all cost pertaining to the test.
1.3.2 The Contractor shall submit certified test reports on the binder material to the
S.O. for approval.
1.4 PRIME AND TACK COATS
1.4.1 Prime and tack coats shall meet the minimum shear strength of 3KN at 60 °C.
The tack coat shall meet the penetration 60-150dmm at 25°C when tested in
accordance with ASTM D 5-06 and a softening point of more than 55°C. The
emulsion shall not be diluted prior to application. (Specify strength only and tackless)
____________________________________________________________________________________________________________
1.4.2 The Contractor may seek the approval of the S.O. for use of other types of
emulsified asphalt for prime coat and tack coat.
TABLE 1.1 SBS MODIFIED BINDER PROPERTIES
Property Requirement Test Method
Fresh Material
High Temperature Performance Grade PG 82 AASHTO M 320

(PG)
Softening Point, °C (minimum) 80 ASTM D 36
Viscosity at 135 °C, Pa-s (maximum) 3 ASTM D 4402
Flash Point, °C (minimum) 230 ASTM D 92
Elastic Recovery of Asphalt Binder at 25 75 ASTM D 6084

°C ,
10 cm elongation, percent (minimum)
Dynamic Shear, G*/sin δ, tested at 82 °C 1.0 AASHTO T315

@
After Rolling Thin Film Oven Test

(RTFOT)
Mass Loss, percent (maximum) 1.0 ASTM D 2872
Dynamic Shear, G*/sin δ, tested at 82 °C 2.2 AASHTO T315

@
After Storage, 72 Hours at 180 °C
Difference (softening point top of sample 5 BS EN 13399

minus softening point bottom of sample),
°C (maximum)
____________________________________________________________________________________________________________
2. MIX DESIGN
2.1 COMPOSITION OF MIXTURE
The HMAC mix shall be composed of a mixture of well-graded coarse and fine
aggregate, mineral filler, polymer modifier and anti-stripping agent, if required, and
asphalt cement binder.
2.2 AGGREGATE GRADATION
The combined aggregate shall have a gradation within the limits designated in Table
2.1, when tested in accordance with ASTM C 136 and ASTM C 117, and shall not
vary from the low limit on one sieve to the high limit on the adjacent sieve, or vice
versa, but shall be well graded from coarse to fine.
TABLE 2.1 AGGREGATE GRADATION
Sieve Size, mm Percentage by Weight Passing Sieve
19.0 100
12.5 79 – 99
9.5 68 – 88
4.75 48 – 68
2.36 33 – 53
1.18 20 – 40
0.60 14 – 30
0.30 9 – 21
0.15 6 – 16
0.075 3–6
2.3 JOB MIX FORMULA
2.3.1 The HMAC mix shall be designed using procedures contained in Chapter 5,
Marshall Method of Mix Design, of the Asphalt Institute‟s Manual Series No. 2 (MS-
2), Mix Design Methods for Asphalt Concrete and Other Hot-Mix Types, sixth edition,
and shall meet the criteria given in Table 2.2. The contractor shall price in his tender
all cost pertaining to the test.
2.3.2 The job mix formula shall be submitted in writing by the Contractor to the S.O.
for approval at least 14 days prior to the start of paving operations and shall include as
a minimum:
a) Percent of wear of coarse and fine aggregate.

b) Percent of soundness loss of coarse and fine aggregate.
c) Percent by weight of particles with two or more fractured faces in coarse
aggregate.
____________________________________________________________________________________________________________
d) Percent by weight of flat or elongated particles in coarse aggregate.

e) Liquid limit of fine aggregate.
f) Plasticity Index of fine aggregate.
g) Sand equivalent value of fine aggregate.
h) Percent natural sand, if used.
i) Specific gravity and absorption of each aggregate.
j) Percent of each aggregates and mineral filler to be used.
k) Percent passing each sieve size for total combined gradation.
l) Plot of the combined gradation on gradation chart, stating the nominal maximum
size.
m) Percent of polymer modified asphalt.
n) Laboratory mixing temperature.
o) Lab compaction temperature.
p) Graphical plots of stability, flow, air voids, voids in the mineral aggregate, and unit
weight versus asphalt content as shown in the Asphalt Institute‟s Manual Series
No. 2.
q) Tensile strength ratio (TSR).
r) Macro-texture depth of the asphalt mix.
s) Wheel-tracking rate and the rut depth of the asphalt mix.
TABLE 2.2 HMAC MIX DESIGN CRITERIA
Test Property Requirement Test Method
Number of Blows, on each face of specimen 75 ASTM D 1559
Stability, Newtons (minimum) 9600 ASTM D 1559
Flow, mm 2.5 – 3.5 ASTM D 1559
Asphalt Content, percent 5.0 – 7.5 See note a)
Air Voids, percent 2.8 – 4.2 See note b)
Voids in Mineral Aggregate, percent 15 See note c)

(minimum)
Tensile Strength Ratio, percent 80 ASTM D 4867
Rut Depth, mm (maximum) at 60 degree C 8 AASHTO T324

(Hamburg test )
____________________________________________________________________________________________________________
Notes:
a) As an initial starting point, the Asphalt Institute recommends choosing the asphalt
content at the median of the percent air voids limits from the graph of percent air
voids vs. asphalt content prepared during the mix design process.
b) For air voids determination, the theoretical maximum specific gravity of the
mixture and asphalt cement absorption by the by the aggregate shall be measured
in accordance with ASTM D 2041, Type C, D or E container. With the asphalt
cement absorption known, air voids in the mixture shall be calculated in
c) Voids in mineral aggregate shall be calculated on the basis of aggregate weight and
the bulk specific gravity determined in accordance with ASTM D 2726 or ASTM
D 1188, whichever is applicable.
d) A test temperature of 60 degrees C shall be used.
2.3.3 Production of the asphalt mixture shall not begin until the job mix formula
submitted by the Contractor is approved in writing by the S.O.
3. PLANTS AND EQUIPMENT
3.1 ASPHALT MIXING PLANTS
3.1.1 The Contractor shall submit to the S.O. details of his asphalt mixing plant(s).
The details shall include:
a) Average output capacity in tonnes per hour.

b) Location of the plant(s).
c) State whether the location of the plant(s) is permanent and has been approved by
the relevant authorities.
d) If it is a temporary site, state the period during which the plant is allowed to
operate.
e) Other relevant particulars required by the S.O.
3.1.2 The asphalt mixing plant can be either batch plant or continuous mix plant and
shall have an average output capacity of not less than 100 ton per hour.
3.1.3 Before mixing starts and during mixing, the weighing, measuring and
recording mechanism and temperature control gauges shall be checked by the
manufacturer of the mechanism and gauges, or by an independent testing authority.
The Contractor shall submit proofs certifying that each device is operating accurately
or reporting deviation allowances required in respect of each indicator to the S.O. for
his information.
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3.1.4 In addition, for continuous mix plant, the contractor shall make his own checks
at a frequency of at least once per week on the accuracy of calibration of the main belt
weigher, of the discharge recording mechanism for the cold feed hoppers and of the
filler aggregate scales. These checks shall be carried out to the satisfaction of the S.O.
and, if requested, in his presence.
3.1.5 All mixing plants shall be maintained in good working order and shall be
subject to inspection by the S.O. at any time without notification to the Contractor.
3.2 HAULING EQUIPMENT
3.2.1 The Contractor shall provide a sufficient number of trucks for transporting the
asphalt mixture to the site without any disruption.
3.2.2 Trucks used for hauling the asphalt mixture shall have tight, clean, and smooth
metal beds. To prevent the mixture from adhering to them, the truck beds shall be
lightly coated with a minimum amount of paraffin oil, lime solution, or other approved
material. The use of petroleum products, water, dust, sand or other fine particles for
coating the truck beds is prohibited. Each truck shall have a suitable cover to prevent
loss of heat and contamination, and to protect the asphalt mixture from adverse
weather.
3.2.3 If the S.O. considers that contamination of the asphalt mixture is occurring, the
truck concerned shall be thoroughly cleaned out to his satisfaction before being used
again.
3.3 ASPHALT PAVERS
3.3.1 The Contractor shall submit to the S.O. full details of the asphalt pavers to be
used, including date of manufacture, model, whether tracked or wheeled, previous
usage, maintenance facilities, and other relevant particulars required by the S.O.
3.3.2 Asphalt pavers shall be self-propelled with an activated heated screed, capable
of spreading and finishing courses of asphalt mixture which will meet the specified
thickness, smoothness, and grade. The paver shall have sufficient power to propel
itself and the hauling equipment without adversely affecting the finished surface.
3.3.3 The paver shall have a receiving hopper of sufficient capacity to permit a
uniform spreading operation. The hopper shall be equipped with a distribution system
to place the mixture uniformly in front of the screed without segregation. The screed
shall effectively produce a finished surface of the required evenness and texture
without tearing, shoving, or gouging the mixture.
3.3.4 The pavers shall be equipped with level control system, eg. wire sensor, sensor
shoe or other approved level control system to effect a very precise control on the
finished level of the pavement.
3.3.5 If, during construction, it is found that the spreading and finishing equipment in
use leaves tracks or indented areas, or produces other blemishes in the pavement that
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are not satisfactorily corrected by the scheduled operations, the use of such equipment
shall be discontinued and satisfactory equipment shall be provided by the Contractor.
3.4 ROLLERS
3.4.1 Rollers shall be self-propelled, in good condition, capable of operating at slow

speeds to avoid displacement of the asphalt mixture, and capable of reversing without
backlash. The use of equipment which causes excessive crushing of the aggregate
shall not be permitted.
3.4.2 The Contractor shall provide the following types of rollers:
a) Self-propelled static three-steel-wheeled roller having a net weight of between 8

and 12 tonnes and providing a compression roll of between 55 and 70 N/mm of
width.
b) Self-propelled static two-steel-wheeled tandem roller having a net weight of

between 8 and 12 tonnes and providing a compression roll of between 35 and 70
N/mm of width.
c) Self-propelled vibratory or vibratory plus oscillatory steel-wheeled tandem roller

having a net weight of at least 10 tonnes and providing a minimum static
compression roll of 30 N/mm of width. The roller shall be capable of transmitting
vibration frequency of between 2000 and 3000 vibrations per minute and
producing an amplitude of between 0.6 and 1.0 mm.
d) Self-propelled pneumatic-tyred roller having a net weight of between 10 and 30

tonnes and providing a tyre pressure of between 550 and 820 kPa.
3.4.3 The Contractor shall employ at least three rollers, one of each type as specified
in the preceding paragraph 3.4.2, at one paving site for the compaction of the asphalt
mixture while the work is in progress.
3.5 EMULSIFIED ASPHALT SPRAYERS
Emulsified asphalt sprayers shall be self-powered and shall be equipped with a suitable
nozzle to provide a uniform application at the specified rate without any disruption.
The allowable variation from the specified rate shall not exceed 10 percent.
3.6 TAMPERS
Power driven tampers for compacting the asphalt mixture on areas inaccessible to the
paver shall weigh not less than 125 kg, have a tamping plate width of not less than 380
mm, be rated at not less than 4,200 vibrations per minute, and be equipped with a
standard tamping plate wetting device.
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3.7 LIGHTING EQUIPMENT
3.7.1 If the laying of asphalt mixture is to be performed during night hours, the
Contractor shall provide sufficient lighting equipment to adequately illuminate the
work area in order to ensure a good quality of work. Elevated lights should be
positioned to provide the most natural colour illumination and contrast with a
minimum of shadows.
3.7.2 All paving machines, rollers and other equipment should be equipped with
artificial illumination sufficient to safely complete the work.
4. CONSTRUCTION EXECUTION
4.1 PREPARATION OF ASPHALT CEMENT BINDER
The asphalt cement binder shall be continuously supplied to the mixer at a uniform
temperature. The method of heating shall avoid local overheating of the asphalt
material. The temperature of modified asphalt cement binder supplied to the mixer
shall be between 170-185 degrees C to provide a suitable viscosity for adequate
coating of the aggregate particles.
4.2 PREPARATION OF MINERAL AGGREGATE
4.2.1 The aggregate for the mixture shall be heated and dried prior to introduction
into the mixer. No damage shall occur to the aggregate due to the maximum
temperature and rate of heating used. The temperature of the aggregate and mineral
filler shall be between 170-185 degrees C when the asphalt cement binder is added.
4.2.2 The difference in temperature between the aggregate and the asphalt cement
binder shall not be more than 5 degrees C.
4.3 PREPARATION OF HOT ASPHALT MIXTURE
The aggregate and the asphalt cement binder shall be weighed or metered and
introduced into the mixer in the amount specified by the job mix formula. The
combined materials shall be mixed until the aggregate obtains a uniform coating of
asphalt cement binder and is thoroughly distributed throughout the mixture. Wet
mixing time shall be the shortest time that will produce a satisfactory mixture, but not
less than 25 seconds for batch plants. The wet mixing time for all plants shall be
established by the Contractor, based on the procedure for determining the percentage
of coated particles described in ASTM D 2489, for each individual plant and for each
type of aggregate used. The wet mixing time will be set to achieve a minimum of 95
percent of coated particles. For continuous mix plants, the minimum mixing time shall
be determined by dividing the weight of its contents at operating level by the weight of
the mixture delivered per second by the mixer. The moisture content of all hot mix
asphalt mixtures upon discharge shall not exceed 0.5 percent.
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4.4 PREPARATION OF EXISTING AGGREGATE BASE COURSE

SURFACES
4.4.1 Before applying a prime coat, the surface of the base course shall be
thoroughly cleaned and dried, and kept free from loose aggregate, dust or debris.
Adherent patches of foreign materials shall be removed from the surface by the use of
a scraper or other suitable tools.
4.4.2 Where the existing asphalt surface course is required to be completely removed,
the removal shall be carried out with an approved milling machine. The exposed
surface of the existing base course shall then be thoroughly cleaned, dried and free
from loose aggregate before a prime coat is applied.
4.5 PREPARATION OF EXISTING ASPHALT SURFACES
4.5.1 Prior to the application of a tack coat, an existing asphalt surface shall be
thoroughly swept, brushed, dried and cleared of all loose aggregate and foreign
materials. Potholes shall be repaired by removing all defective materials, applying a
tack coat to the bottom and sides of the holes, backfilling with the specified asphalt
mixture and then compact the mixture with approved mechanical or hand tampers.
The asphalt mixture used for patching works shall be measured and paid by the SO.
4.5.2 Where the surface level of an existing asphalt surface course is required to be
reduced, thicknesses shall be removed with an approved milling machine. The new
surface of the asphalt surface course shall then be thoroughly cleaned and dried before
a tack coat is applied.
4.6 APPLICATION OF PRIME AND TACK COATS
4.6.1 Prime coat and tack coat shall be applied uniformly, free of streaks and blobs
by means of a mechanical sprayer at a rate of 1.15 litre/m2 and 0.55 litre/m2 for
aggregate base course surface and asphalt surface respectively.
4.6.2 After the application, prime coat or tack coat shall be allowed a period of not
more than 10 minutes to „break‟ before laying of the asphalt mixture proceeds.
4.6.3 Airfield lighting units, gratings or manholes shall be adequately masked with
an approved protection during the application.
4.6.4 After the application, no traffic of any kind shall be allowed to run over the
prime coat or tack coat until laying of the asphalt mixture starts. When the laying
starts, only the minimum amount of traffic essential to the laying operations shall be
permitted.
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4.7 TRANSPORTING
4.7.1 The asphalt mixture shall be transported from the mixing plant to the site in
vehicles conforming to the specified requirements. Deliveries shall be scheduled so
that placing and compacting of mixture is uniform with minimum stopping and
starting of the paver. Hauling over freshly laid material shall not be permitted until the
material has been compacted, as specified, and allowed to cool to atmospheric
temperature.
4.8 LAYING
4.8.1 The temperature of the asphalt mixture in the receiving hopper of the paver
shall be between 145-160 degrees C at the time of spreading. If the asphalt mixture
upon arrival at the laying site has a temperature above 160 degrees C, it shall be
allowed to cool down to the specified temperature before being discharged into the
receiving hopper. However, if the asphalt mixture upon arrival at the laying site has a
temperature below 145 degrees C, it shall be rejected at the Contractor‟s expense.
4.8.2 The maximum compacted thickness of each lift of the asphalt mixture shall not
be more than 75 mm to achieve the required density and also to ensure the mixture is
impermeable. However, with justification, the Contractor may seek the approval of
the S.O. for increasing such thickness.
4.8.3 As soon as possible after arrival at the laying site, the asphalt mixture shall be
discharged continuously to the receiving hopper of the paver and shall thereupon be
spread, levelled, tampered and finished to obtain the required thickness and conform to
the grade and contour. The speed of the paver shall be regulated to eliminate pulling
and tearing of the asphalt mat. Unless otherwise permitted, laying of the mixture shall
begin along the centreline of a crowned section or on the high side of areas with a one-
way slope. The mixture shall be placed in consecutive adjacent lanes having a
minimum width of 3 m except where edge lanes require less width to complete the
area.
4.8.4 On areas where irregularities or unavoidable obstacles make the use of the
asphalt paver impractical, the mixture may be spread by hand tools. Areas of
segregation in the asphalt layer, as determined by the S.O., shall be removed and
replaced at the Contractor‟s expense. The area shall be removed by saw cutting and
milling a minimum of 50 mm deep. The area to be removed and replaced shall be a
minimum width of the paver and a minimum of 3 m long.
4.8.5 The contractor shall embed thermal wire within the newly laid asphalt to
monitor the temperature until it reaches 60 degree C. After laying the asphalt the
contractor is required to expedite the cooling of the premix using blowers and
mechanical fans, until it reaches 60 degree C and the pavement is ready to receive
traffic.
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4.9 COMPACTION
4.9.1 After laying, the mixture shall be thoroughly and uniformly compacted by
power rollers. The surface shall be compacted as soon as possible when the mixture
has attained sufficient stability so that the rolling does not cause undue displacement,
cracking or shoving. The sequence of rolling operations for each type of the rollers
shall be at the discretion of the Contractor. The speed of the roller shall, at all times,
be sufficiently slow to avoid displacement of the hot mixture and be effective in
compaction. Any displacement occurring as a result of reversing the direction of the
roller, or from any other cause, shall be corrected at once. Rolling shall continue until
the surface is of uniform texture, true to grade and cross section, and the required field
density is obtained. To prevent adhesion of the mixture to the roller, the wheels shall
be equipped with a scraper and kept properly moistened but excessive water will not
be permitted.
4.9.2 In areas not accessible to the roller, the mixture shall be thoroughly compacted
with approved power driven tampers. Any mixture that becomes loose and broken,
mixed with dirt, or is in any way defective shall be removed full width, replaced with
fresh hot mixture and immediately compacted to conform to the surrounding area.
This work shall be done at the Contractor's expense. Skin patching shall not be
allowed.
4.10 LONGITUDINAL JOINTS
4.10.1 Longitudinal joints in one layer shall offset the longitudinal joints in the layer
immediately below by at least 500 mm; however, the joints in the surface top layer
shall be at the centre line of a crowned pavement. The longitudinal joints shall be
vertical in straight lines that are continuous for the full length of the pavement, or in
smooth curves around bends.
4.10.2 Longitudinal joints which are irregular, damaged, uncompacted or otherwise

defective shall be cut back a minimum of 50 mm from the edge with a cutting wheel to
expose a clean, sound surface for the full depth of the layer. All contact surfaces shall
be given a tack coat of asphalt material prior to laying any fresh mixture against the
joint. The Contractor will be allowed to use an alternate method if it can be
demonstrated that density, smoothness, and texture can be met.
4.11 TRANSVERSE JOINTS
4.11.1 Transverse joints are required at the end of a day‟s work and following any
interruption in laying that prevents continuity of rolling at, or above, the specified
minimum temperature. The transverse joints in one layer shall be offset by at least 2 m
from the transverse joints in the layer immediately below. The transverse joints shall
also be formed at right angles to the longitudinal joints and shall be vertical.
4.11.2 The roller shall not pass over the unprotected end of the freshly laid mixture
except when necessary to form a transverse joint. When necessary to form a
transverse joint, it shall be made by means of placing a bulkhead or by tapering the
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layer. The tapered edge shall be cut back to its full depth and width on a straight line
to expose a vertical face prior to laying the adjacent lane. In both methods, all contact
surfaces shall be given a tack coat of asphalt material before laying any fresh mixture
against the joint.
4.12 TRAFFIC ON NEW ASPHALT SURFACING
No traffic is allowed on the newly laid asphalt layer until the layer has cooled to
required temperature for the asphalt to perform effectively.
5. QUALITY CONTROL
5.1 QUALITY CONTROL AT MIXING PLANTS
The Contractor shall ensure that asphalt mixtures produced from the plant comply with
all the requirements for the proportioning and design of mixtures specified in Tables
2.1 and 2.2. A quality control plan shall be developed and submitted to the S.O. for
approval. All tests shall be carried out at regular intervals and shall be performed by
an approved accredited testing laboratory at the Contractor‟s expense.
Bitumen binder shall tested for chemical composition. During construction progress
samples of the bitumen will be tested.
5.1.2 Aggregate Stockpiles
Aggregate gradations of the various stockpiles shall be determined in accordance with

ASTM C 136 and ASTM C 117 to ensure that there are no variations from those used
in establishing the job mix formula. If new aggregates with different gradations are
supplied a new job mix formula shall be established.
5.1.3 Temperatures of Mixture Materials
Temperatures shall be regularly measured to determine the temperatures of the

aggregate at the exit from the drier and in the storage bins, and the asphalt cement in
the storage tanks.
Mixture samples shall be taken regularly and shall be in sufficient quantity for the
determination of the properties of the asphalt mixture listed below. All tests shall be
performed in accordance with the testing methods specified in Table 2.2. The
contractor shall be deemed to have included the testing cost in his tender.
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d) Air voids.
e) Voids in mineral aggregate.
f) Tensile strength ratio.
g) Macrotexture depth.
h) Wheel-tracking rate and rut depth.
5.1.5 Checking and Monitoring
a) The S.O. or his representatives shall have access, at all times, to all areas of the
asphalt mixing plant for checking adequacy of equipment; inspecting operation of
the plant, and verifying weights and proportions.
b) The S.O. also reserves the right to monitor any or all of the above tests and if
necessary instruct the Contractor to undertake sampling and transport the materials
to the approved laboratory for determination of any of their properties.
5.2 QUALITY CONTROL AT LAYING SITES
The Contractor shall ensure that his construction processes are carried out in
accordance with the specified requirements. A quality control plan shall be developed
for the control of the temperature of the asphalt mixture delivered to the laying site as
well as filed density, surface texture, profile and cross section of the finished asphalt
layers.
5.2.1 Mixture Temperatures
a) Temperature of the asphalt mixture on the delivery trucks upon arrival at the laying
site shall not be below 145 degrees C. If the temperature falls below the specified
value, it shall be rejected at the Contractor‟s expense.
b) The Contractor shall supply two small thermometers of minimum 100 mm length
for measuring the temperature of the newly laid asphalt mixture, and two large
thermometers for measuring the temperature of the asphalt mixture on the delivery
trucks upon arrival at the laying site. The large thermometers shall consist of a
weather-proof reading dial head of diameter not small than 60 mm and a stainless
steel stem of minimum 600 mm length. The measurement shall be taken by the
Contractor when directed by the SO or his representatives.
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5.2.2 Sampling
a) When directed by the S.O., fresh mixture samples shall be taken from the delivery
trucks at the rate of one per 50 tonnes of asphalt mixture laid, and at least three
samples shall be taken at each laying site in a day. Mixture samples shall be in
sufficient quantity for determination of asphalt content and aggregate gradation,
and for Marshall tests.
b) A minimum of six 100 mm-diameter core samples shall be extracted from the
finished asphalt layers at each laying site and at locations determined by the S.O.
on a random basis. The core samples shall be used for the determination of field
density of the finished asphalt layers. Extraction of core samples shall be carried
out not later than 3 days after the laying of the asphalt mixture.
c) All required tests shall be started within 2 working days of sampling and shall be
carried out by an approved testing laboratory in an expeditious manner.
The Contractor shall supply all necessary labour and equipment for collecting fresh
samples and extracting core samples, and shall provide approved type of containers for
keeping the samples on site prior to transporting them to the approved laboratory for
testing. For identification purpose, the type of mixture, date of laying, location of
sampling and the mixing plant reference shall be written on the containers. The
Contractor shall also undertake to supply sufficient quantity of asphalt mixture to
backfill the voids left by the extraction of core samples, and compact the mixture to
achieve the specified density. The Contractor shall bear the costs for all tests
necessary to determine the conformity with the specified requirements.
Mixture samples taken on a particular day from each laying site shall be tested for the
properties listed below. The average results obtained from each of the required tests
shall be deemed to be representative of the properties of the asphalt mixtures laid at all
laying sites on that particular day. The Contractor shall bear the costs for all tests
necessary to determine the conformity with the specified requirements.
 Extraction test shall be performed in accordance with ASTM D 6307 or ASTM

D 2172 for determination of asphalt content.
 Aggregate gradation shall be determined from mechanical analysis of extracted

aggregate in accordance with ASTM D 5444.
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 Marshall stability and flow shall be measured in accordance with ASTM D

1559.
d) Laboratory density
 Marshall specimens shall be used for the determination of laboratory density in

accordance with ASTM D 2726 or ASTM D 1188, whichever is applicable.
The average value of the laboratory density shall then be used for computing
the percent compaction (density) achieved for the finished asphalt layers.
 The percent compaction is determined by dividing field density of the finished

asphalt layer by the laboratory density.
5.2.4 Tests on Core Samples
Core samples taken on a particular day from each laying site shall be tested for the
properties listed below. The average results obtained from each of the required tests
shall be deemed to be representative of the properties of the asphalt mixtures laid at all
laying sites on that particular day.
a) From core samples, Marshall stability and flow of the finished asphalt layers shall
be measured in accordance with ASTM D 1559.
b) Core samples shall also be used for the determination of field density of the
finished asphalt layers in accordance with ASTM D 2726 or ASTM D 1188,
whichever is applicable.
c) A nuclear gauge may be used to monitor density of the finished asphalt layers in
accordance with ASTM D 2950. The Contractor shall obtain the approval from the
SO prior to its use.
5.2.5 Pavement Roughness Evaluation on Final Runway Surface
The Contractor shall perform pavement roughness evaluation at the end of resurfacing
to ensure the final surface is fit for aircraft operations. The Contractor shall determine
the profile of the final resurfaced runway pavement and perform the following
analysis.
a) Straightedge Analysis
The Contractor shall also perform the straightedge analysis on the final runway
profile in accordance to the standards stated in ICAO Annex 14 – Aerodromes
(Runway Surface Evenness) as shown in the table below.
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The Contractor shall meet the specified requirements as stated in ICAO Annex 14 -
Aerodromes; failing which, the Contractor will have to carry out rectification works
for the affected location.
5.2.6 Test Reports
The Contractor shall provide the S.O. with written copies of all test results at the first
reasonable opportunity but not later than 3 working days after completion of each
required test.
5.2.7 Reimbursement of Testing Fees
The Contractor shall bear the costs for all tests necessary to determine the conformity
with the specified requirements.
5.3 THICKNESS MEASUREMENTS
The S.O. may instruct the Contractor to extract core samples for thickness
measurements. The maximum allowable deficiency at any point of a finished asphalt
layer shall not be more than 5 mm less than the specified thickness for the layer.
Where the thickness tolerances are not met, the Contractor at his expense shall remove
the deficient area and replace with new asphalt layer.
5.4 SURFACE SMOOTHNESS
5.4.1 Except for the final surface, the finished surfaces of each asphalt layer of the
pavement shall not vary more than 5 mm longitudinally and transversely when
evaluate with a 3 metres straightedge.
5.4.2 The final asphalt surface shall be free from roller marks and shall not vary
more than 3 mm longitudinally and transversely when evaluate with a 3 metres
straightedge.
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6. MEASUREMENT AND CRITERIA FOR PAYMENT
6.1 CRITERIA FOR PAYMENT
6.1.1 For payment purpose, asphalt mixtures will be checked for compliance with
specifications for aggregate gradation, asphalt cement content and field density.
6.1.2 Payment will be made for asphalt mixtures which meet all the specified
requirements.
6.1.3 However, a deduction of payment will be imposed on asphalt mixtures which

do not meet compliance requirements but are deemed by the S.O. to be suitable for
use.
6.2 DEDUCTION OF PAYMENT
6.2.1 Failure of Asphalt Mixtures Within the Specified Deviation Limits
Where aggregate gradation and asphalt content (both are determined from extraction
tests) and field density fail to comply with the specifications, but are within the
specified deviation limits, a deduction of payment shall be imposed by the S.O. in
accordance with the criteria set in column E of Table 6.1 for all asphalt mixture laid
and represented by the unsatisfactory samples.
6.2.2 Failure of Asphalt Mixtures Outside the Specified Deviation Limits
a) Where aggregate gradation and asphalt content (both are determined from
extraction tests) and field density fail to comply with the specifications and are
outside the specified deviation limits, a deduction of payment shall be imposed by
the S.O. in accordance with the criteria set in column E of Table 6.1 plus additional
deduction in accordance with the criteria set in column F of Table 6.1 for all
asphalt mixture laid and represented by the unsatisfactory samples.
b) Notwithstanding the above, the S.O. reserves the right to reject the unsatisfactory
asphalt mixture without any payment to the Contractor if the failure of the mixture
properties is drastically outside the specified deviation limits and is deemed to
impair the performance of the mixture seriously. Any rejected mixture shall be
removed from the site and replaced with a new mixture which fully complies with
the specifications at the Contractor‟s expense.
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Table 6.1 PAYMENT DEDUCTION SCHEDULE FOR HMAC MIX WHICH FAIL TO MEET THE SPECIFIED
REQUIREMENTS
% Payment Deduction
Item Description of Test Requirements Deviation Within the Deviation Limits Outside the Deviation Limits
Limits
(E) (F)
(A) (B) (C)
(D)
1 Extracted Aggregate
Gradation
% by Weight
Sieve
Passing Sieve
% payment deduction is
19.0 mm 100 0% computed for any of the
sieves whose grading falls
12.5 mm 79 - 99 ±8%
within the deviation limits as
9.5 mm 68 - 88 ±8% follows: Rejection will be considered
(% deviation ÷ maximum by the S.O. should the grading
4.75 mm 48 - 68 ±6% % deviation permitted) x 10 of any of the sieves fall outside
2.36 mm 33 - 53 ±6% the deviation limits. However,
The highest % payment if accepted, an extra 10%
1.18 mm 20 - 40 ±6% deduction among the various payment deduction will be
0.60 mm 14 - 30 ±4% sieves whose grading fall imposed resulting in a total
within the deviation limits payment deduction = 10 + 10 =
0.30 mm 9 - 21 ±4% shall be used for payment 20%.
0.15 mm 6 - 16 ±4% deduction.
0.075 mm 3-6 ±2% Maximum payment

deduction is 10%.
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% Payment Deduction
Item Description of Test Requirements Deviation Within the Deviation Limits Outside the Deviation Limits
Limits
(E) (F)
(A) (B) (C)
(D)
2.5% payment deduction Rejection will be considered
2 Extracted Asphalt Cement 5.0% to 7.5% ±1% for each 0.1% deviation. by the S.O. However, if
Content Maximum payment accepted, an extra 10%
deduction is 25%. payment deduction will be
35%.
3 Field Density Minimum 98% of 92% to 98% of each 1% deviation. by the S.O. However, if
Laboratory Density Laboratory Maximum payment accepted, an extra 20%
Density deduction is 12%. payment deduction will be
32%
Total % Payment Deduction = % Payment Deduction for Item (1) + % Payment Deduction for Item (2) + % Payment Deduction for Item (3)
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6.2.3 Examples for Computing % Payment Deduction
a) Asphalt mixture properties fails to comply with the specifications but are within the
specified deviation limits.
Example 1
Test results:
 From sieve analysis, % by weight passing of four of the sieves are within the
deviation limits:
tonnes


As the highest payment deduction of the four sieves is 5.0%, this percentage will
Deviation = 5.0 (specified lower limit) – 4.8 = 0.2%
Payment deduction = (0.2 ÷ 0.1) x 2.5 = 5.0%
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b) Asphalt mixture properties fails to comply with the specifications but some of its
properties are within the specified deviation limits and some are outside such limits.
Example 2
Test results:
deviation limits and one is outside such limits:
tonnes

As the deviation of 9% of the 9.5 mm sieve is outside the deviation limits of ±8%,
the asphalt mixture is rejected.
However, if accepted, payment deduction = 10% (maximum penalty for grading

falling within the deviation limits) + extra 10% = 20%.
Deviation = 5.0 (specified lower limit) – 3.9 = 1.1%
As the deviation of 1.1% is outside the deviation limits of ±1%, the asphalt
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However, if accepted, payment deduction = 25% (maximum penalty for asphalt

content falling within the deviation limits) + extra 10% = 35%.
Example 3
Test results:
deviation limits:
tonnes


As the highest payment deduction of the two sieves is 2.5%, this percentage will
Deviation = 7.6 – 7.5 (specified upper limit) = 0.1%
Payment deduction = (0.1 ÷ 0.1) x 2.5 = 2.5%
____________________________________________________________________________________________________________
As field density of 90% is outside the deviation limits of 92% - 98%, the asphalt
However, if accepted, payment deduction = 12% (maximum penalty for field

density falling within the deviation limits) + extra 20% = 32%.
Total payment deduction for items (i), (ii) and (iii) = 2.5 + 2.5 + 32 = 37%
7. TESTING STANDARDS
AMERICAN SOCIETY FOR TESTING AND MATERIALS (ASTM)
ASTM C 29 Bulk Density (“Unit Weight”) and Voids in Aggregate
ASTM C 88 Soundness of Aggregates by Use of Sodium Sulfate or

Magnesium Sulfate
ASTM C 117 Finer than 75-µm (No. 200) Sieve in Mineral Aggregates by
Washing
ASTM C 127 Specific Gravity and Absorption of Coarse Aggregate
ASTM C 128 Specific Gravity and Absorption of Fine Aggregate
ASTM C 131 Resistance to Degradation of Small-Size Coarse Aggregate by

Abrasion and Impact in the Los Angeles Machine
ASTM C 136 Sieve Analysis of Fine and Coarse Aggregates
ASTM C 183 Sampling and the Amount of Testing of Hydraulic Cement
ASTM C 566 Total Evaporable Moisture Content of Aggregate by Drying
ASTM C 1252 Uncompacted Void Content of Fine Aggregate (as Influenced by

Particle Shape, Surface Texture, and Grading)
ASTM D 36 Softening Point of Bitumen (Ring-and-Ball Apparatus)
ASTM D 75 Sampling Aggregates
ASTM D 92 Flash and Fire Points by Cleveland Open Cub Tester
____________________________________________________________________________________________________________
ASTM D 140 Sampling Bituminous Materials
ASTM D 242 Mineral Filler for Bituminous Paving Mixtures
ASTM D 979 Sampling Bituminous Paving Mixtures
ASTM D 995 Mixing Plants for Hot-Mixed, Hot-Laid Bituminous Paving

Mixtures
ASTM D 1073 Fine Aggregate for Bituminous Paving Mixtures
ASTM D 1074 Compressive Strength of Bituminous Mixtures
ASTM D 1188 Bulk Specific Gravity and Density of Compacted Bituminous

Mixtures Using Parafin-Coated Specimens
ASTM D 1461 Moisture or Volatile Distillates in Bituminous Paving Mixtures
ASTM D 1559 Resistance to Plastic Flow of Bituminous Mixtures Using

Marshall Apparatus
ASTM D 2041 Theoretical Maximum Specific Gravity and Density of

Bituminous Paving Mixtures
ASTM D 2172 Quantitative Extraction of Bitumen from Bituminous Paving

Mixtures
ASTM D 2872 Effect of Heat and Air on a Moving Film of Asphalt (Rolling
Thin-Film Oven Test)
ASTM D 2419 Sand Equivalent Value of Soils and Fine Aggregate
ASTM D 2397 Cationic Emulsified Asphalt
ASTM D 2489 Estimating Degree of Particle Coating of Bituminous-Aggregate

Mixtures
ASTM D 2726 Bulk Specific Gravity and Density of Non-Absorptive

Compacted Bituminous Mixture
ASTM D 2950 Density of Bituminous Concrete in Place by Nuclear Method
ASTM D 3203 Percent Air Voids in Compacted Dense and Open Bituminous
Paving Mixtures
ASTM D 3665 Random Sampling of Construction Materials
ASTM D 3666 Minimum Requirements for Agencies Testing and Inspecting

Bituminous Paving Materials
____________________________________________________________________________________________________________
ASTM D 4125 Asphalt Content of Bituminous Mixtures by the Nuclear Method
ASTM D 4318 Liquid Limit, Plastic Limit, and Plasticity Index of Soils
ASTM D 4402 Viscosity Determination of Asphalt at Elevated Temperatures

Using a Rotational Viscometer
ASTM D 4552 Classifying Hot-Mix Recycling Agents
ASTM D 4867 Effect of Moisture on Asphalt Concrete Paving Mixtures
ASTM D 5444 Mechanical Size Analysis of Extracted Aggregate
ASTM D 5821 Determining the Percentage of Fractured Particles in Coarse

Aggregate
ASTM D 6084 Elastic Recovery of Bituminous Materials by Ductilometer
ASTM D 6307 Asphalt Content of Hot-Mix Asphalt by Ignition Method
ASTM D 6390 Determination of Draindown Characteristics in Uncompacted

Asphalt Mixtures
ASTM E 965 Measuring Pavement Macrotexture Depth Using a Volumetric

Technique
ASTM E 1926-98 Practice for Computing International Roughness Index of Roads

from Longitudinal Profile Measurements
ASTM STP 844, 1985 Measuring Road Roughness and Its Effects
AMERICAN ASSOCIATION OF STATE HIGHWAY

AND TRANSPORTATION OFFICIALS (AASHTO)
AASHTO M 320 Performance Graded Asphalt Binder
AASHTO TP 5 Method for Determining the Shear Modulus and Phase Angle of
Asphalt Binders
ASPHALT INSTITUTE
Manual Series No. 2 (MS-2) Mix Design Methods for Asphalt Concrete and Other
Hot-Mix Types
____________________________________________________________________________________________________________
BRITISH STANDARDS INSTITUTION
BS 598 – 110 Determinations of Wheel-Tracking Rate and Depth
BS 812 – 105 Methods for Determination of Particle Shape
BS 812 – 110 Methods for Determination of Aggregate Crushing Value
BS 812 – 112 Methods for Determination of Aggregate Impact Value
____________________________________________________________________________________________________________
4 PRECAST REINFORCED CONCRETE PLINTHS
The concrete used for the Reinforced concrete plinths shall be Grade 30 concrete
complying with S.S. 289.
The steel reinforcement shall be welded mesh reinforcement of size B12 complying with
S.S 32.
5 HIGH DENSITY POLYETHYLENE (HDPE) PIPES
The HDPE pipes shall have outer diameter (OD) of 25mm with nominal pressure PN10
and that can withstand a temperature of at least 180 ºC without changing its physical and
chemical properties.
6 CELLULOSE FIBRE PALLET

Cellulose Fibres are added to asphalt mix to provide adequate stability of
bitumen and to form a cohesive mix during transport and placement. Its main use
is for producing Stone Mastic Asphalt (SMA).
SMA provides a deformation resistant and durable surfacing material; and is

suitable for heavily trafficked roads and highways.
SMA has a high proportion of coarse aggregate that interlocks to form a stone-
on-stone skeleton to resist permanent deformation. The stone skeleton is filled
with a mastic of bitumen and filler to which fibres are added to provide adequate
stability of bitumen and to prevent drainage of binder during transport and
placement.
Specification:
Properties Value
Appearance Light Grey Cellulose Pellets
Fibre Length (mm) ≤6.0
Ash Content (%) 18±5
pH Value 7.5±1.0
Oil Adsorption Ratio ≥5.0
Water Content (%) ≤5.0
Dose Rate:
Typically, 0.3% (by mass) of the total mix.
____________________________________________________________________________________________________________
7 GENERAL SPECIFICATIONS ON FLEXIBLE PAVEMENT REPAIR
1. For any flexible pavement repair, the Contractor shall comply with the
following:
1.1 After notifying and obtaining the instruction from the S.O. to proceed with the
repair, the Contractor shall prepare and formally submit the form “Closure
Programme for Airfield/Pavement Repair Works” to the S.O. for verification
and to the Apron Control & Management Services Unit and Control Tower for
approval at least seven days before the scheduled date of the repair.
1.2 Repair work can be carried out in the aircraft movement area only with
approved formal closure programme. After the approval has been sought, the
Contractor shall seek permission from the Control Tower to close the respective
section of the aircraft movement area via his R.T. set before closing the section
for repair work.
1.3 The Contractor should note, however, that approved closures of the aircraft
movement areas may be cancelled due to operational requirements. The
Contractor shall resubmit the form for approval and seek permission from the
Control Tower before proceeding with the repair works.
1.4 The Contractors shall indicate the extent of his closure by displaying clear
obstruction signs such as pavement closure markers (if applicable), chequered
flags and blinker lights at the boundaries of the closed section. At all times, the
Contractor must keep a listening watch to the Control Tower via his R.T. set for
any further enquiries and instructions.
1.5 The Contractor shall comply with the Airport Operational and Safety
Requirements. All drivers in the airfield must possess airfield driving permits.
Drivers without CAT 1 airfield driving permits must be escorted. All vehicles
and plants without the airfield vehicle permits need to display chequered flags
which should be mounted at the highest point of the said vehicles or plants.
1.6 The Contractor shall make use of the limited closure hours to carry out his
repair works and clean up the site areas and those adjacent areas before
reopening the movement area for traffic again. The Control Tower and/or the
Apron Tower shall be kept informed of the reopening of the affected movement
area by the Contractor via his R.T. set.
1.7 The Contractor shall provide sufficient manpower to ensure that proper repair is
carried out with adequate supervision.
1.8 Where it is necessary to carry out repairs at more than one locations, the
Contractor shall provide sufficient manpower and adequate resources (inclusive
of equipments or heavy plants) to achieve this in view of the limited closure
hours available.
____________________________________________________________________________________________________________
1.9 If the Contractor suspect that the recurrence of the defect is due to the condition
of the soil foundation, then the Contractor shall provide scientific prove to the
S.O. on the quality of their repair. Such test(s) may include the nuclear density
or any other tests as approved by the S.O.
8 AIRCRAFT AND NON-AIRCRAFT PAVEMENT SUBGRADE

PREPARATION
1. Building of Subgrade
1.1 General
Unless otherwise specified; the subgrade shall be built by cutting down the
ground to a required depth (of 1m below the proposed subgrade formation level
for aircraft pavement and of 0.5m below the proposed subgrade formation level
for road pavement work), building it up and compacting it with subgrade fill
materials (or subbase material when specified) obtained from Contractor own
source, in layer not more than 250 mm thick in accordance with specifications
shown herein.
1.2 Compaction Requirements
The dry density of the compacted subgrade layer, unless otherwise specified,
shall not be less than the specified dry density as stipulated in the Table 1,
before the next layer of fill could be placed above it.
Table 1 Subgrade Compaction Requirements
Depth below Specified Dry Density* of Compacted

Subgrade Finished Layer
Level Aircraft pavement Non-aircraft
pavement
0 to less than 500 mm min. 98 % min. 95 %
500 mm to less than min. 95 % min. 90 %

1000 mm
More than 1000 mm Min 90 % Min 90 %
* expressed as % of its Modified AASHTO Density
1.3 Modified AASHTO Density
____________________________________________________________________________________________________________
The modified AASHTO density of the compacted subgrade fill shall be the
maximum dry density of the fill material determined from its Dry
Density/Moisture Content relationship, derived from laboratory test using 4.5kg
rammer in accordance with BS 1377.
1.4 Field Density Test
Field density test using sand replacement method in accordance with BS 1377
on compacted subgrade shall be conducted in every layer of compaction to
ensure its compliance with the compaction specification stipulated above. Each
test sample shall cover a plan area not more than 2500 sq. m. Compacted
subgrade failing to fulfil the specification shall be re-compacted and re-tested.
1.5 Subgrade Material
Unless otherwise determined by the S.O., fill material acceptable for use in the
subgrade preparation works shall conform to the following requirements in
Table 2 below:
Table 2 Required Properties of Subgrade Fill
S/No. Properties Requirements
1 CBR (Soaked) At least 10
2 Percentage of Swell Not exceeding 2.5 %
3 Percentage of fines passing Not Exceeding 33 % of the

0.063 mm sieve fill by weight
4 For soil / fill with fine material Plasticity Index of the fines
content exceeding 33% but not shall not exceed 22
exceeding 40 %
1.6 Subbase Material
In the circumstances that the subbase or quarry dust is specified as the fill
material in the subgrade preparation works, the material shall also conform to
the following requirements:
1.6.1 Material Specification
The sub-base material shall be natural sand, crushed rock or crushed

concrete or other granular material approved by the S.O. The material
shall be well graded and lie within the grading limits of the Table 3
below. The particle size shall be determined in accordance with BS
1377.
____________________________________________________________________________________________________________
Table 3 Gradation of Sub-base Material
BS Sieve Size Required Tolerable Gradation

Gradation Envelope
Envelope (% by Weight
(% by Weight Passing)
Passing)
75mm 100 92 – 100
37.5mm 85 – 100 78 – 100
10mm 45 – 100 37 – 100
5mm 25 – 85 17 – 93
600 µm 8 – 45 20 – 51
75 µm 0 – 10 0 - 12
Material having gradation curve failing outside the Tolerable Gradation

Envelope will not be accepted in the works.
The material passing the 425 m sieve, when tested in accordance with
BS 1377, shall have the following properties as shown in the Table 4.
Table 4 Requirement on Material Fines
Properties Requirements
Liquid Limit not more than 35%
Plasticity Index not more than 9%
Linear Shrinkage not more than 4%
When quarry dust is used for the subgrade works, it shall consist of a
uniformly graded product from the crushing of clean sound rock and
shall comply with the grading limits of following Table 5.
Table 5. Gradation of Quarry Dust
BS Sieve Size % by Weight Passing

6.70 mm 100
4.75 mm 70 – 100
600 m 20 – 55
75 m 6 – 20
1.6.2 Sampling
____________________________________________________________________________________________________________
1 sample from every 750m3 of subbase or quarry dust material laid shall
be taken on site and sent to a approved engineering laboratory for
compliance tests. Samples representing the quantity of the subbase
material failing to comply to the above specification will not be
acceptable in the Contract and shall be removed from the works at the
Contractor‟s own expense.
1.6.3 Laying
Sub-base material shall be placed and spread evenly. Spreading shall be

undertaken immediately after placing material on site. The materials
shall be laid using a mechanical aggregate spreader. Other mechanical
equipment that can level off material to an even depth may be used
subject to the approval of the S.O.
1.6.4 Compaction
The sub-base material shall be compacted in layers as soon as possible

after deposition. The depth of each compacted layer shall not exceed
250mm and a suitable compaction plant shall be used.. Each layer shall
be tested and approved by the S.O. prior to the placing of the next layer.
The subbase layer shall be compacted to achieve the compaction
requirements of the Subgrade Preparation.
The surface of any material shall, on completion of compaction, be well

closed, free from movement under compaction plant and from
compaction planes, ridges, cracks or loose materials. All lose/segregated
or otherwise defective area shall be made good to the full thickness of
the layer and re-compacted.
2. Protection of Finished Subgrade
Once subgrade has been formed to finished level and approved by the S.O.,
subsequent pavement base construction shall be promptly continued so as to
protect the subgrade from disturbed by the weather.
In circumstances where the completed subgrade be unfortunately disturbed by

wet weather, it shall be re-constructed, re-compacted and re-tested for
conformity to the above subgrade compaction requirements before the
subsequent works can be allowed to proceed.
No subgrade compaction works shall be allowed during raining period. The

Contractor shall however be required to immediately remove all the stagnant
water within the subgrade area once the rain stops. All disturbed subgrade shall
be rectified and re-tested for final acceptance.
3. Tolerances in Subgrade level
____________________________________________________________________________________________________________
The level of the finished subgrade surface at any point shall be within the
tolerance as stated in Table 6 below:
Table 6 - Tolerances in Subgrade Level
Pavement Type Deviation from Proposed Subgrade

Level
Non-aircraft Pavement between 0 to -25mm
Aircraft Pavement between 0 to -15mm
4. Geotextiles for Subgrade Preparation Works
4.1 General
Where geotextiles are used in the subgrade preparation works, it shall be non-
woven and shall be made of polypropylene, polyethylene, polyester or a
combination of these materials. Geotextiles shall not be susceptible to bacteria
and fungus attack and shall be resistant to chemical action and not affected by
exposure to ultra-violet light.
Where the geotextile serve a filtration function, class B geotextiles shall be

used. Where geotextile serve a separation or reinforcement function, class A
geotxtiles shall be used.
4.2 Specifications
The requirements for class A and class B geotextiles are given in Table 7
below. The Contractor shall submit his proposed geotextile for the S.O.‟s
approval.
____________________________________________________________________________________________________________
Table 7 Specifications of Geotextiles
Type
Specification /
Properties Class A Class B Test Method
(Filtration)
Minimum Unit weight (g/m2) 125 60 ASTM D-5361
Minimum Grab tensile 700 400 ASTM D-4632

Strength,
Type
Specification /
Properties Class A Class B Test Method
(Filtration)
Minimum Elongation to Break, 60 55 ASTM D-4632
N
Minimum Trapezoidal Tear 340 125 ASTM D-4533

Strength, N
Minimum Mullen burst 1.1 0.5 ASTM D-3786

Strength, N/mm2
Puncture, N 270 160 ASTM D-4833
UV resistance, %/hr 70/500 70/500 ASTM D-4355
Water Permeability 2 X 10-2 7 x 10-2 ASTM D-4491
____________________________________________________________________________________________________________
9 CEMENT TREATED GRADED STONE (CTGS)
1. Description
Cement treated graded stone (CTGS) shall consist of a combination of graded
granite aggregate base material and Portland cement material.
2. Aggregate
The base aggregate shall consist of graded, crushed, clean and hard angular
aggregate. The crushed or uncrushed aggregate shall consist of hard, durable
particles of accepted quality, free from an excess of soft, flat, elongated, or
disintegrated pieces, and objectionable matter. When recycled PCC is used as the
aggregate, it must meet the requirements for virgin aggregate. The aggregate shall
conform to the gradation shown in Table 1.
Table 1: Aggregate Gradation

BS Sieve Size % by Weight Passing
50 mm 100
37.5 mm 95-100
20 mm 60-80
10 mm 40-60
5 mm 25-45
2.36 mm 15-35
425 um 6-18
75 um 0-10
3. Cement
Ordinary Portland Cement shall be used.
4. Mix Design
The mix design shall use a cement content that, when tested in the laboratory
according to BS EN 12390-3:2009, produces a 8 hr, 72hr and 28-day compressive
strength meeting the requirements in Table 2. The mix design shall include a
complete list of materials, including type and amount of cement, fine aggregate,
coarse aggregate, water, and cementitious additives, if used. It shall also contain the
8 hr, 72hr and 28-day compressive strength test results. The Type 1 CTGS shall be
laid on site within 2 hrs after batching and before the initial setting time. The
contractor shall price in the tender for the testings.
Table 2: Compressive Strength

Type 1 Type 2 Type 1 and 2
8 hr after 72hr after 28-day after
batching batching batching
Compressive Strength BS Min 5.17 MPa Min 5.17MPa Max 12MPa

EN 12390-3:2009
5. Mixing Plant
The mixing plant of the batch or continuous type, capable of mixing granular
material, cement and water shall be used and shall be equipped with calibrated
____________________________________________________________________________________________________________
metering and feeding devices that introduce the aggregate, cement, water, and
cementitious additives (if used) into the mixer in the specified quantities. If
necessary, a screening device shall be used to remove oversized material greater
than 2 in (51 mm) from the raw aggregate feed prior to mixing.
6. Transporting
Mixed material shall be transported directly to the point where it is to be laid, and
shall be covered with canvas or other approved material to prevent loss of moisture
during transit from the mixer to the laying site and whilst waiting for tipping.
Transport vehicles shall be able to discharge or load mixed material into the
hoppers of spreading machines without spillage and in such a way that segregation
will be minimized.
7. Construction
The CTGS shall be deposited and spread in lanes in a uniform layer without
segregation of size to such loose depth that, when compacted, the thickness of the
compacted layer shall not exceed 150mm. The base material shall be spread by an
approved self-propelled mechanical spreader with an automatic tamping device.
After spreading, the base material shall be thoroughly compacted by rolling.

Rolling shall continue until the base material is compacted to a dry density of not
less than 98% of the maximum dry density as determined by BS 1377-4. The field
density shall be determined with a nuclear density gauge in accordance with ASTM
D 2950.
8. Quality Control
8.1 Aggregate Gradation
Two samples of CTGS aggregate without OPC cement shall be obtained from
the CTGS production plant and sent to an accredited laboratory to determine the
aggregate gradation as described in Section 2. The aggregate aggregation shall
be performed on every 500 tonnes of CTGS supplied for the project.
8.2 Six (6) samples of CTGS each for Type 1 and 2 shall be obtained on each day
of laying. The samples shall be taken from the batching plant. From each
sample, a 150mm cubical test samples shall be prepared, cured and tested using
the procedure given in BS EN 12390-3:2009. The results of the three samples
shall be averaged to give a representative figure for the area from which the
samples were taken. The average compressive strength of the samples taken
after batching shall be at least 5.17MPa at 8hr (Type 1) for Day/Night closure
and 5.17MPa at 48hr (Type 2) for Full closure. The 28 day Strength for Type 1
and 2 CTGS shall not exceed 12MPa.
8.3 Field Density

The field density shall be determined with a nuclear density gauge in
accordance with ASTM D 2950 for every layer of CTGS that is laid. The CTGS
shall be compacted to a dry density of not less than 98% of the maximum dry
density as determined according to BS 1377-4.
____________________________________________________________________________________________________________
10 AIRCRAFT PAVEMENT MARKING
Unless otherwise specified or shown in the drawings, the type and colour of pavement
marking material to be carried out at the various locations and types of pavement shall be
in accordance with Table 10-1 below and the specifications given herein.
Table 10-1 Specification on Application of Pavement Marking Paint

Location of Marking Type of Marking Paint Colour
Application
Runway and stopway Emulsion paint White

Taxiway Flexible pavement Thermoplastic paint Yellow
Taxiway Rigid (concrete) Enamel paint (with black Yellow
pavement contrast outlined marking)
All markings and lettering on Thermoplastic paint White
road pavement
Junction-Box Marking at road Thermoplastic paint Yellow
junction
Markings on temporary 2 coats (chlorinated rubber) White
roadway, diversion of roadway road marking paint.
Temporary erasure of markings On the flexible pavement Black
on pavement bituminous
erasing paint
On concrete surface Light grey paint
erasing paint
Permanent Erasure of By approved mechanical means
Markings on Pavement
(i) All removal marks left on concrete pavement
surface to be made good by the approved
modified acrylic polymer based cementitious
material.
(ii) Removal marks on the flexible payment shall

be carried out by milling and patching with
new asphalt mix.
____________________________________________________________________________________________________________
NORMAL MARKING FOR AIRCRAFT PAVEMENT
Material
All paints used for pavement marking shall be quick-drying, chlorinated

rubber based described in Table 10-2 and shall comply in all respects
with the requirements specified in SS 624. The material shall be white
or yellow.
Table 10-2 Chlorinated Rubber Based Paint

Composition Chlorinated Rubber-based
Method of application Brush or machine
Drying Time 15 minutes
Coverage capacity Approximately 12 m2/litre
Solvent / Cleaner Xylene
Specific Gravity 1.2 – 1.4 kg/litre
Flash Point 33 ℃
The paint shall meet the quantitative requirements specified in Table 10-
3.
Table 10-3 Quantitative Requirement of Paint
Requirement
Characteristic
Minimum Maximum
Pigment content, % by weight of
40 60
paint
Non-volatile matter, % by weight of
60
paint
Viscosity, Krebs unit 80 100
Specific gravity 1.22
Fineness of grind, microns 50
“ No pick-up “ drying time,
15
minute
Opacity ( contrast ratio), %
White 70
Yellow 60
Red 50
____________________________________________________________________________________________________________
Colour
The colour of yellow shall visually match with colour 356 of BS381C.
However, special arrangement between purchaser and vendor paints of
slightly different shades of the standard colour may be allowed.
The Contractor shall obtain test certificates from his marking paint
manufacturer that the colour specification of the various color types of
paints supplied in the works shall meet the chromaticity and luminous
factor requirements as spelled out below:-
The chromaticity and luminance factor of the marking materials should be

within the following boundaries enclosed by the corresponding CIE
Equations (CIE Publication No. 39-2 (TC-106), 1983) given in the table
when determined under standard conditions
TABLE 10-3a Chromaticity and Luminance Requirements
S/N Colour Colour Corresponding x-y

Boundary equation
1 Red Purple Y = 0.345 – 0.051x
White Y = 0.91 - x
Orange Y = 0.314 + 0.047x
0.07 (min)
2 Yellow Orange Y = 0.108 + 0.707x
White Y = 0.91 - x
Green Y = 1.35x - 0.093
0.45 (min)
3 White Purple Y = 0.01 + x
Blue Y = 0.61 - x
Green Y = 0.03 + x
Yellow Y = 0.71 - x
0.75 (min)
4 Black Purple Y = x - 0.03
Blue Y = 0.57 - x
Green Y = 0.05 + x
Yellow Y = 0.74 - x
0.03 (max)
____________________________________________________________________________________________________________
Condition in container
The paint shall not show excessive settling in freshly opened can
containing the specified quantity and shall be easily homogenized by
simple stirring with a spatula. The paint shall be free from lumps, skin
pieces and foreign matters.
Brushing properties
The paint when applied at wet film thickness of 200 microns on a glass
panel shall brush and flow satisfactorily. The resultant dry film shall have
a matt or eggshell appearance and shall be uniform and free from wrinkles
and other surface imperfections.
Spraying properties
The paint, when tested as in SS 624 shall spray satisfactorily in all
respects, and shall show no running sagging, streaking, or pronounced
orange peel. The dried film shall show no seeding, floating, hazing or
other film defects.
Skinning properties
The paint shall not skin within 48 hours in a three-quarter filled closed
container.
Flexibility and adhesion (Bend test)

A paint film as prepared and tested shall withstand bending without
cracking or flaking and remain firmly adherent to the test panel, with
no visible peeling off to be observed.
Scratch resistance
A paint film as prepared and tested shall withstand test load of 750g.
Resistance to bleeding
When the paint film is prepared and tested, the degree of bleeding shall
not be less than 4 when evaluated in accordance with the photographic
reference standard of ASTM D868.
Abrasion resistance
When the paint film is prepared and tested, shall not expose the
underlying surface over all area 2.5mm in diameter.
Dilution ability
The thinned paint shall be uniform and show no separation, curdling or
precipitation after dilution in the proportion of 8 parts of volume of paint
with not more than 1 part by volume of the appropriate thinner
recommended by the vendor.
Water Resistance
When the paint film is prepared and tested, it shall show no wrinkling,
blistering or loss of adhesion and not more than slight softening
immediately after removal from the water. After 2 hours recovery, the
____________________________________________________________________________________________________________
film shall have regained its hardness and shall show no appreciable
whitening.
Packaging
The paint shall be supplied in a clean and dry container with the quantity
as specified.
Labelling
The following information shall be legibly and durably marked on each
container:
 Name of the paint

 Type
 Colour
 Name of the manufacturer and/or recognized trade mark
 Batch or code number
 Quantity
The successful Tenderer shall be required to submit a certified “Statement

of Characteristics” on the prescribed form provided. This statement shall
be completed by the paint manufacturer whose paint the Contractor
proposes to use in the works. This statement shall be used to make
periodic assessment of the Contractor‟s paints as sampled from time to
time and is for the strict confidential use of the SO. The information in the
statement would not be revealed by the SO but will serve and assist in
identifying and testing the paint samples taken during the execution of the
works.
Equipment
Mechanisation in all aspects of painting of pavement line and pavement

markings shall be compulsory under this Contract. Therefore, it shall be
a prerequisite for the Contractor to own and make available the following
equipment for use under the Contract.
Pavement Marking Machine

The apparatus shall be self-propelled and constructed so as to apply or
spray paint under pressure in continuous uniformity to dimensions of the
markings. It shall be equipped with devices for agitation of the paint while
in operation.
The apparatus shall be capable of adjustment to provide a uniform spray

wet film thickness of between 200 to 500 microns and in this respect shall
be automatically self-driven and be capable of travel at uniform speed. It
shall be mobile and manoeuvrable to the extent that straight lines can be
followed and regular curves be prescribed in a true arc. The apparatus
shall have the capacity of selection of either automatic or manual skip
marking operations preferably to four pre-set programmes. The apparatus
shall also be capable of marking line widths varying from 100mm to
600mm with extended facilities of applying paint to symbolic signs and
____________________________________________________________________________________________________________
messages using templates.
The marking apparatus shall also be equipped with devices capable of

applying glass beads ballotini in such a manner that the ballotini dispersed
almost instantly upon the freshly painted surface at a rate of 0.72kg/litre
of paint or at the recommended rate of the paint manufacturer. The
ballotini depositor shall be synchronised with the cut off of the paint
application control. The ballotini shall be applied with sufficient velocity
to ensure retention in the surface of the paint.
Line Erasing and Thermoplastic Erasing Machine

The apparatus shall be mechanically propelled and be able to erase
pavement lines uniformly in cold state.
Flow Cups and Wet Film Gauges

All painting machines shall be provided with approved flow cups (ISO
Flow Cup or Equivalent) for measuring the consistency or viscosity of the
paint used and wet film gauges with a measuring range of 0 - 600 microns
having an accuracy of 25 microns for the determination of the wet film
thickness of paint laid. The Contractor shall also supply six aluminium
plates 200x200mm of 15 SWG (1.83mm) for the purpose of testing the
thickness of the road line paint.
Construction Method
All pavement line paints and pavement marking which include

pedestrian crossing box junctions, continuous broken lines, numerals,
bus zones, arrows, letterings, etc. must be fully mechanized and drawn or
spray painted by pavement line painting machine. On no account shall
paint be applied by brushes to pavement lines and markings and in the
event that such lines and markings are drawn no payment shall be
considered.
No painting shall be done on surfaces which are wet or damp from rain,
dew or another causes until they have been properly dried.
Sampling and Testing
The tests required shall be carried out in accordance with the appropriate
methods indicated in Table 10-4.
The SO shall be permitted to take samples of reasonable quantity of any

paint used in the works and despatch the same to PSB for testing. The
Contractor shall be advised of the results of testing by PSB through the
SO. The cost of all testing shall be borne by the Employer. If the paint
tested fails to meet the approved requirements on the corresponding
statement of characteristics, then all testing shall be borne by the
Contractor. Further all works represented by the paint sample or the
entire pavement painted on the same day where such paint was taken for
testing shall be rejected and no payment shall be made for such
____________________________________________________________________________________________________________
paintings.
Table 10-4 Tests for Normal Pavement Marking

Method of Test
No. Test
(refer to SS5)
1 Non-volatile matter Part 6
2 Colour Part 10
3 Flexible an Adhesion (Bend Test) Part 12
4 Scratch resistance Part 13
5 Condition in container Part 16
6 Skimming properties Part 17
7 Specific gravity Part 19
8 Dilution stability Part 20
9 Brushing properties Part 21
10 Spraying properties Part 22
11 Viscosity (Stormer viscosimeter) Part 23A
12 Fineness of grind Part 24
13 Pigment content Part 26
14 Opacity (Contrast ratio) Part 29
15 “No pick –up” drying time Part 39
16 Resistance to bleeding Part 40
17 Abrasion resistance Part 41
Wet Film Thickness

All paints for pavement marking shall be supplied ready-mixed by the
manufacturer and no thinning with any material to the already mixed
paints shall be permitted. The pavement marking shall be applied by
apparatus approved by the SO to a wet film thickness of 375 microns
subject to a tolerance of 50 microns.
The SO may request the Contractor to mark measurements with respect

to the thickness of wet paint film measuring with the appropriate gauge.
For this purpose, the Contractor shall supply at least five pieces of clean
aluminium plates each of size 200 x 200 x 1.83mm thick. The marking
apparatus with set settings shall run over one plate and the wet film
thickness measured expeditiously. If the paint fails to meet the wet film
thickness requirement, then the paint and all works represented by the
sample shall be rejected and no payment shall be made for such
paintings.
Viscosity
When determined on site with the ISO Flow Cup to DIN standards with
a diameter of 4mm, the time to empty the flow cup shall be from 60 to
70 seconds. If the paint fails to meet this viscosity requirement, then the
paint and all works represented by the test shall be rejected and no
payment shall be made for such paintings.
____________________________________________________________________________________________________________
Under no circumstances shall any oil or spirit be added to the paint. All
oil or spirit found in the possession of any painter or the presence on the
site of any tins, drums, kegs or other containers marked with the name of
a brand or material or manufacturer different from those which the SO
has selected to be used as receptacles for brushes, as paint kettles, etc.
shall be taken as evidence of adulteration.
At any time during the actual painting the SO shall have the right to take
samples of paint, or scrap or chip off actual painted work for the purpose
of laboratory testing. Where paint has been found to be adulterated, or
different from the original sample as tested under the Specification, the
cost of testing shall be borne by the Contractor.
If during the course of the work, any adulteration of paint is discovered

Contractor shall be required to erase off, and clean all the paint applied
up to that time and to repaint same at his own expense. Before any paint
is applied, the prepared surfaces must have been inspected and approved
by the SO.
After a coat has been applied, the succeeding coat shall not be applied
until the work has similarly been inspected and approved and not before
24 hours have lapsed after the first application.
Maintenance
The Contractor is required to maintain all pavement lines and markings
executed by him for three months. All paintings must have a durability
period of three months and the degree of visibility shall not be decreased
by more than 50% at any time during the maintenance period.
If the painting has faded below 50% visibility and the paint fails to meet
the stipulated requirements, the Contractor shall at his own expense,
repaint the entire works to the satisfaction of the SO. The decision of the
SO in determining the 50% visibility is final and binding.
THERMOPLASTIC MARKING FOR AIRCRAFT PAVEMENT
Material
The thermoplastic material to be used under this Specification shall

comply generally with BS3262. The material shall be able to resist
damage caused by the spillage of petroleum on the road. The material
shall be tough, durable, elastic and of heavy duty product formulated to
adhere excellently to pavement of all descriptions and to provide
superior resistance to abrasion. The material shall be able to withstand
the ravages of traffic impacts, staling and flaking.
____________________________________________________________________________________________________________
The thermoplastic material shall be of white and yellow thermoplastic

materials which are melted and applied hot to roads, by screeded or
sprayed application, as thin superimposed markings for centre lines,
edge lines, pedestrian crossing stripes and the like; it shall not apply to
thermoplastic materials intended to be inset into the road surface.
The material shall consist of a light coloured aggregate, pigment and

extender, bound together with a thermoplastic resin, plasticized as
necessary. Reflectorization with solid glass beads of a suitable grading
may be used to improve the visibility of road markings at night.
The various color of the marking materials used for aircraft pavement
works shall also comply with the chromaticity and luminance factor
requirements as given in TABLE 10-4a below.
The Contractor shall obtain test certificates from his marking paint
manufacturer to verify with SO that the colour of the various types of
paints supplied in the works meet these requirements.
TABLE 10-4a Chromaticity and Luminance Requirements for

Thermoplastic Marking Paints
S/N Colour Colour Corresponding x-y

Boundary equation
1 Red Purple Y = 0.345 – 0.051x
White Y = 0.91 - x
Orange Y = 0.314 + 0.047x
0.03 (min)
2 Yellow Orange Y = 0.16 + 0.54x
White Y = 0.91 - x
Green Y = 1.35x - 0.093
0.16 (min)
3 White Purple Y=x
Blue Y = 0.61 - x
Green Y = 0.04 + x
Yellow Y = 0.71 - x
0.27 (min)
Aggregate
The aggregate shall consist of light coloured silica sand, calcite, quartz
and calcined flint.
Pigment
White material shall be titanium dioxide complying with the
requirements of Type A (anatese) or Type R (rutile) of BS1851. Yellow
____________________________________________________________________________________________________________
material shall consist of sufficient yellow pigment or lead chromate of

sufficient heat stability when heated to temperature of 200ºC to
substitute part or all of the titanium dioxide.
Extender
The extender shall be whiting (calcium carbonate prepared from natural
chalk) complying with BS1795.
Binder
Binder shall consist of synthetic hydrocarbon resin plasticized with
mineral oil. Gum or wood resin shall be used only at the approval of the
SO.
Solid Glass Beads

The reflectorization shall be done by solid glass bead, of which the
following classes shall be appropriate for use:
Class Application
Incorporation in thermoplastic pavement marking
A
compounds.
Surface applied for thermoplastic pavement
B marking compounds and pavement marking
paints.
The solid glass bead shall be made from soda glass and not less than 70%
by mass shall be of transparent glass, reasonably spherical and free from
flaws. The gradation and defective requirements are indicated in Table
10-5 and Table 10-6.
Table 10-5 Class A Glass Beads
T Minimum % Maximum % of
abl spherical beads by defective beads
e % mass tested in tested in accordance
Sieve
10- retained accordance with with Appendix D of
6 Appendix C of BS3262
Cla BS3262
ss 1.18 mm 0 to 3
B
Gla 850 µm 0 to 10
70 30
ss
Bea 425 µm 90 to 100
ds
____________________________________________________________________________________________________________
N
Minimum % Maximum %
o
spherical beads by defective beads by
t
microscope tested microscope tested
e
Sieve % retained
in accordance with in accordance with
:
Appendix D of BS Appendix D of BS
3262 3262
T
850
h µm 0 to 5
e
600
s µm 5 to 20
e
300 µm 30 to 75
g 80 20
180
l µm 10 to 30
a
Below
s
180
s µm 0 to 15
beads may be applied by either gravity feed or air assisted feed and may
have a moisture proof coating or a flotation coating. Flotation coatings are
most useful for paint applications.
The solid glass bead used shall be of the qualities given in Table 10-7.
Table 10-7 Solid Glass Bead Chemical Composition

Chemical Composition Requirement
Silicon dioxide SiO2 not less than 70%
Calcium oxide CaO )
Magnesium oxide MgO ) together not less than 8%
Sodium oxide Na2O )
Potassium oxide K2O ]
Aluminium oxide Al2O3 ] together not more than 18%
Ferric oxide Fe2O3 ]
Composition of Mixture
The proportions of the constituents of the mixed materials shall comply
with the requirements of Table 10- 8.
____________________________________________________________________________________________________________
Table 10- 8 Composition of Mixture

% by mass of total
No. Constituent mixture
Minimum Maximum
1 Binder (resin and oil) 18 22
2 Solid glass beads 20+ -
*
Aggregate, pigment, extender and
3 78 82
W solid glass beads*
here specified
+ 20% will be maintained even in the case of material to which solid glass
beads are to be applied by pressure application.
The grading of the combined aggregates, pigment, extender and solid glass
beads as found on analysis shall comply with the requirements of Table
10-9.
Table 10-9 Sieve Requirement

Sieve Size % by mass passing
2.80mm 100
600 microns 75-95
Equipment
Mechanisation in all aspects of painting of road lines and carriageway

markings is compulsory. Therefore it shall be a pre-requisite for the
Contractor to own and make available the following equipment for use
under the Contract.
Carriageway Marking Machine

The equipment shall be self-propelled and constructed so as to apply
thermoplastic using screed/spray method. It shall be equipped with
devices to provide uniform heating, continuous mixing and agitation of
the material with solid glass beads while in operation.
The equipment shall be capable of adjustment to insure continuous

uniformity in the dimensions of the stripe. It shall be mobile and
manoeuvrable to the extent that straight lines can he followed and regular
curves can be prescribed in a true arc. It shall provide a means of clean
cutting-off square stripe ends upon the installed line. The finished lines
shall have well defined edges and be free of waviness.
The marking equipment shall also be equipped with devices capable of

applying solid glass beads in such a manner that the solid glass beads are
dispensed almost instantaneously upon the freshly painted surface. The
solid glass beads depositor shall be synchronised with the cut-off of the
____________________________________________________________________________________________________________
paint application control. The solid glass beads shall be applied with
sufficient velocity to ensure retention in the surface of the paint.
A special inciting kettle shall be provided for heating, melting and mixing
of the thermoplastic material. The kettle must be equipped with a correct
thermometer so as to provide positive temperature control and prevent
overheating of the thermoplastic material.
Road Line Erasing Machine

The apparatus shall be mechanically propelled and be able to erase
pavement lines uniformity in the cold state.
Construction Method
Preparation of Site
The pavement surface shall be clean and absolutely dry before
markings are placed over. The pavement surface shall be swept by a
hand sweeper, and any damp spot or grease stain must be burned off
with a gas burner.
An approved adhesive primer coat shall be applied at the rate of

200g/m2 on old polished surfaces of bituminous pavement, existing
pavement markings and on concrete before the markings are applied
to ensure optimum adhesion.
The thermoplastic material shall not be laid over loose debris, mud or
extraneous matter or over old flaking markings of pavement line
paint or thermoplastic material.
Preparation of Material on Site

To avoid discolouration and embrittlement of the material due to
heating at a temperature in excess of that laid down by the
manufacturer, the thermoplastic material shall be heated in
sufficient quantities in a heater flitted with a mechanical stirrer.
Once molten, the material shall be laid on expeditiously. It shall not
remain in a molten state for more than 6 hours for hydrocarbon resins
or 4 hours for wood or gum resins and shall not at any time be heated
above the manufacturer‟s declared safe heating temperature.
Laying of Thermoplastic Material

The application of the material to the pavement shall be by machines
using the screed/spraying method. The Contractor shall equip his
machine with various sizes of shoes or to employ a range of
machines that would enable him to mark the required lines in one
pass. The materials shall be laid within the temperature range
specified by the manufacturer. The thermoplastic markings shall be
uniform in texture and thickness and free from blisters, bubbles and
streaks. The finished lines shall be sharp and free of ragged edges.
____________________________________________________________________________________________________________
Templates shall be used for marking of arrows and lettering. The

thermoplastic material shall be applied at the specified thickness
excluding surface applied solid glass bead or otherwise specified.
The Contractor shall be responsible for pavement surface preparation
to ensure satisfactory adhesion of the thermoplastic material.
The material shall have minimum 20% (by weight) of solid glass
beads incorporated in the thermoplastic as specified in the
composition of mixture. To achieve immediate reflection, a further
quantity of glass beads shall be sprayed onto the hot material at the
time of application. The beads shall be applied by gravity at the rate
of approximately 300 ± 50g/m2, immediately after the thermoplastic
material has been deposited on the pavement but before it has
hardened so as to ensure retention on the surface of the line. The
solid glass beads so applied shall give uniform cover and immediate
reflectivity over the whole surface of the marking.
Thickness
Unless otherwise specified by the SO, the material shall be laid to the
following thickness:
i. For Synthetic Hydrocarbon Resin Binder

Screed Line – Not less than 2mm or more than 5mm.
Sprayed lines other than yellow – Not less than 1.5mm.
Sprayed yellow edge lines (no waiting etc.) – Not less than
0.8mm.
ii. For Gum or Wood Resin Binder

The minimum thicknesses specified are exclusive of surface
applied solid glass beads. The method of thickness
measurement shall be in accordance with Appendix H of
BS3262.
Sampling and Testing
Tenderers shall be at the time of tendering present the proposed grading

of the glass beads, aggregates and samples of the following materials
intended for use in this Specification to an approved Highway
Authority Material and Research Laboratory for test. The Authority
testing the material may be the same country where the product is
manufactured. Details of testing requirements and the test methods
shall conform to BS3262 of a method and standard acceptable to the
SO.
Table 10-10 Test Methods

Item Test Method of Test
BS3262
1 Softening Point Appendix C
2 Colour Luminance Appendix D
____________________________________________________________________________________________________________
3 Heat Stability Appendix E

4 Flow Resistance Appendix F
5 Skid Resistance Appendix G
6 Thickness Appendix H
7 Abrasive Resistance Appendix K
The Contractor shall be advised of the results of testing by PSB

through the SO. The cost of all testing shall be borne by the
Employer. If the paint tested fails to meet the approved requirements,
then testing shall be borne by the Contractor. Furthermore, all works
represented by the paint sample shall be rejected and no payment
shall be made for such paintings.
Warranty of Material
The thermoplastic pavement marking material furnished and installed
basing on this Specification shall be guaranteed by the Contractor
against failure due to poor adhesion resulting from defective
materials or method of application for a period of 12 months in
conjunction with the Defects Liability Period.
The Contractor shall submit certificates of the test reports of the

samples to the SO for consideration.
Sampling
The SO may establish that the material complies with this
Specification at these stages:
 At the manufacturer‟s plant or upon delivery from the

manufacturer; and
 After it has been remelted by the pavement application

contractor.
From any consignment or batch at the manufacturer‟s depot or

received from the manufacturer, three containers shall be selected at
random. The materials from all three shall be broken up and, from
visual examination, shall be uniform in texture and colour. A portion
of not less than 2kg shall be taken from the material near the centre
of each of the three containers and these portions shall then be
combined in a clean container clearly labelled with the relevant
details, e.g. supplier, batch number, type and date. Heat shall not be
applied at any stage of the sampling process.
Three portions each of not less than 2kg shall be taken from the
outlet of the laying apparatus at agreed intervals during application of
the marking material. The first and last 5% of the charge shall not be
used. Where the material is being screeded by hand the portions may
be taken from the outlet of the melter. The portions shall be
____________________________________________________________________________________________________________
combined in a clean container clearly labelled with the relevant

details, e.g. contractor, type of material, site and date. No heat shall
be applied at any stage of the sampling process once the material has
issued from the inciting or laying apparatus.
Testing
All material properties and their related test methods shall as far as
practicable conform to BS3262 as indicated in Table 10-10 unless
otherwise stated or approved by the SO. Testing will be carried out
by Accredited Testing Laboratory or an approved Highway Authority
Testing Laboratory to be selected by the SO whose decision shall be
final.
EMULSION PAINT MARKING
Material
The paint used for all markings must provide minimum frictional co-
efficient of 0.47 on the painted pavement surface. Both emulsion paint
with anti-skid powder and non-skid oil based paint can be used for
aircraft pavement markings, enamel paint is used for other markings.
The Contractor shall mechanized the painting process for the all the
painting works for the aircraft pavements. The technical specifications of
the materials are briefly given as in Table 10-11:
Table 10-11 Emulsion Paint (with Antiskid Powder)

Type Water Drying
Composition Co-polymer vinyl acetate latex/weather
resistant pigment, antiskid powder
Method of application Brush and Roller
Recommended wet film 93 microns
thickness
Recommended dry film 25 microns
thickness
Drying Time 20 minutes
Coverage capacity Approximately 9 m2/litre
Thinner Water
Cleaning Solvent Water
____________________________________________________________________________________________________________
11 AIRFIELD LIGHTING AND ELECTRICAL SYSTEMS

AIRFIELD OPERATIONAL LIGHTING
11.1 GENERAL
i. Types of Airfield light fittings :-
The following are the types of airfield light fittings involved under this Contract
shall cover all works associated with removal, surveying, re-installation, testing
and commissioning including servicing of the existing airfield light fittings and its
accessories. The accessories shall include connection of HDPE pipes into the light
fittings, new bottom boxes, new isolating transformers, new secondary cables,
plugs and receptacles, supporting structures, cable joints, conduits, adjusting
devices, fixing devices, lamps, optical assembly and etc. to make the complete
system functional.
a) Taxiway centre line lights;
b) Taxiway curve lights;
c) Taxiway stop bar lights;
d) Aircraft stand guidance manoeuvring lights;
e) Blue retro-reflective taxiway edge markers;
f) Others; and
i) All other related works.
ii. Climate
All fixtures used shall be suitable for tropical climate conditions with built-in
features to withstand the effects of blowing dust and sand, aircraft loads, heavy
tropical rainfalls and high humidity.
iii. Standard
All light fixtures and materials used for this installation shall be designed to meet
the latest requirements of ICAO Annex 14, Volume 1, Aerodrome Design Manual
Part 4 (Visual Aids) and 5 (Electrical Systems) and all other relevant specifications
and recommendations.
iv. Checking and Verifying The Light Fixtures Position and Layouts
____________________________________________________________________________________________________________
The Contractor shall be responsible for surveying, checking and verifying all the
light fixtures positions and layout arrangement to meet all the necessary
specifications and requirements.
11.2 AIRFIELD LIGHTING SPECIFICATION AND REQUIREMENTS
i) Taxiway centre line light
i) System Requirement
The taxiway centre line lights on a taxiway other than an exit taxiway and on
a runway forming part of a standard taxi-route shall be fixed lights showing
green with beam dimensions such that the light is visible only from
aeroplanes on or in the vicinity of the taxiway. The Contractor shall check
and verify that all light fixtures installation details (refer to typical
installation drawing detail) and tolerances comply with ICAO as well as the
manufacturer‟s recommendations.
ii) System Description
Taxiway centre line lights should normally be located on the taxiway

centre line marking, except that they may be offset by not more than 30 cm
where it is not practicable to locate them on marking. The light distribution
shall show green light.
Taxiway centre line lights on a straight section of a taxiway should be

spaced at longitudinal intervals of not more than 30 metre.
On a curve section of a taxiway should be placed at intervals of not greater

than 7.5 metres.
iii) Light Distribution
The photometric performance of the taxiway centre line and curve lights
shall meet the specifications of ICAO Annex 14, Volume 1, , Aerodrome
Design Manual Part 4, Appendix 2, Figure A2.14 and Figure A2.16 given
under Attachment A and FAA specification AC No 150/5345-46A/B for
use in Category I, II and III operations.
iv) Construction
The inset taxiway centre line lights shall be bi-directional fixture and semi-
flush type. The top fixture used for access to the optical system and
relamping purpose shall be completely watertight and designed such that it
will withstand the impact of the aircraft and the surface shall be designed
to minimise shock and high temperatures to the aircraft tyres and
suspension system.
____________________________________________________________________________________________________________
It shall be designed to withstand a uniform distributed vertical load of

4200 KN/m2 up to a maximum load of 4150 KN applied in any direction
in the horizontal plan and a shear load of 200 KN applied in any direction
in the horizontal plane. It shall be constructed of high tensile strength
material and shall be designed and fitted to withstanding all stresses due to
aircraft roll over and impact without damage to the light fixture or aircraft
tire.
The light fixtures shall have an upper surface forming a smooth slope face
projected not more than 12.7 mm above the paved surface so as to
minimise shock to aircraft tyres and suspension system for impact speed
up to 322km/h. There should be a shallow dully in front of the light to
avoid trapping dust and water. The temperature produced by conduction or
radiation at the interface between an installed inset light and an aircraft tire
shall not exceed 160 degrees Celsius during a 10-minute period of
exposure.
The light fixtures shall be constructed of weather-proof material and shall

consist of a simple and secure external mounting system to install the light
fixtures onto the bottom boxes. There should not be excessive
bolts/nuts/screws and other separate fixtures / parts on the external that
may become loose after continuous aircraft rollover. Minimum
maintenance time (5 minutes) is required to replace the light fixture and no
special tools shall be needed.
The light fixtures shall be completed with optical system, heat sink, heat
resistant glass lenses, LED light, etc. It shall be completely watertight. The
Contractor shall conduct verification of photometric performance and
water-tightness test during the installation and this cost shall be deemed to
be included in the tendered sum and installation rates. All light fixtures
openings shall be completely sealed type to ensure water-tightness and to
protect cable entry. The light fixture shall not require for any dark room
testing and shall be made of corrosion-resistant materials, light weight,
reliable and easy to maintain.
The bottom boxes shall come with engraved markings on the upper rim to
facilitate alignment and setting of light with survey points during
installation. The cable entries into the bottom boxes shall be completely
sealed type or cable gland to ensure water-tightness.
All components shall be corrosion proof without using environmentally

aggressive metal protective coatings.
The luminous sources shall be electro-luminescent diodes (LEDs).

It shall be possible to install the lights on existing 6.6A series circuits in
addition to, or in replacement of, conventional incandescent or halogen
lights without having to change any other element (CCR, primary and
secondary cabling, series transformer, etc.). Use of transformers of a
higher power rating than the light (provided the short-circuit current of
the transformer does not exceed 7.2A) shall not result in reduced life
____________________________________________________________________________________________________________
time nor in higher light output at full intensity. The light shall be directly
fed from the isolation transformer; separate power converters shall not
be accepted. A galvanic separation shall protect the electronics against
overvoltages and overcurrents (lightning strikes).
The lifetime of the LED assembly shall be at least 50,000 hours in

nominal conditions. In case of failure of one LED, all LEDs of the same
assembly shall turn off. In order to guarantee altogether the photometric
performances and the lifetime of the LEDs, special care shall be taken to
keep the temperature of the LEDs as low as possible.
A collimator shall shape the light beam from the LEDs before entering
the prism. One single version of the collimator shall be common to all
versions of the light.
The glass prisms shall be mechanically fastened in the cover, using

clamps and gaskets for the watertightness. They shall be user-
replaceable without need to apply sealing compound. The gasket shall
provide multiple lines of contact, avoiding a single failure to cause water
to enter the light. The access to the prism shall be easy, by simply
removing the LED assembly.
No optical adjustment shall be required after replacement of LEDs or

prism.
The power supply for the LED assemblies shall consist of an electronic
circuit supplied from the secondary current of the isolation transformer.
It transforms the said current into a PWM current of the required
characteristics to feed the LED assembly.
A galvanic insulation shall provide a protection against voltage surges

(lightning strikes), including discharge of the energy to the earth via the
body of the light and the base.
Photometry and colorimetry shall be in full compliance with above

mentioned requirements of ICAO Annex 14.
The evolution of the light output in function of the input current shall
match that of a halogen light. No "steps" in the light output shall be
visible when the current is increased progressively. For currents higher
than 6.6A, the light output shall remain stable at the same value as 6.6A.
When the current is turned on at any step of the CCR, the light output
shall come up within less than 0.3 sec, avoiding the long starting time of
halogen bulbs.
The required beam colour shall be obtained without use of any colour
filter. Colour coordinates for the 5 points of the primary beam shall
comply with ICAO Annex14, Appendix 1, § 2. There will be no
____________________________________________________________________________________________________________
modification of the colour when the light is powered at reduced intensity

or viewed from various angles.
Power consumption shall not be higher than using the halogen lamp,
with a minimum power factor of 0.75 at 6.6A.
The lights shall work satisfactorily when powered trough an isolation

transformer from any type of Constant Current Regulator (CCR)
complying with FAA AC 150/5345-10E and IEC 61822.
A measurement of the input current shall be used to determine the

current provided to the LEDs. The electronic circuit shall then use high
frequency pulse width modulation (PWM) to generate trough the LEDs
the current needed to provide a light output similar to that of a halogen
light.
For thyristor-type CCRs, the current is interrupted by the thyristors

during part of the cycles. This shall not cause LED lights to present
100Hz flickering. The condition is as follows: if, when powered at 6.6A,
the passing time of the thyristors is longer than 3msec, then the light
shall turn on and show no visible flickering when powered at any current
from 2.8 to 6.6A.
The light shall be able to sustain currents up to 8.25A RMS without

failure, with a maximum crest factor of 3.2. It shall withstand a peak
current of 40 A, non periodic (1 half cycle per minute).
The expected life of LED shall be at least 50,000 hours at full intensity and
shall require no adjustments at the time of replacement. An optional film
disc cut-out or bypass device shall be provided for multi cluster of LED
light.
Test reports showing in compliance to the standards and criteria specified

in ICAO Annex 14, Par 8.6 and Aerodrome Design Manual Part 4, chapter
15, FAA AC 150/5345-46A/B and FAA Engineering Brief N° 67. shall
be provided.
v) Circuitry
Each segment shall be supplied by a separate series circuit. Circuits

selector switch are used to minimise the number of CCRs required. The
circuits to be connected to the particular CCRs are shown on the Drawings.
ii) Taxiway stopbar Lights
Taxiway stopbar lights shall be located across the taxiway at the point where
it is desired that traffic stop as control movement of traffic through that
____________________________________________________________________________________________________________
runway and at taxiway intersection. These lights shall be located not less
than 3 metres from the taxiway edge. The Contractor shall check and verify
that all light fixtures installation details (refer to typical installation drawing
detail) and tolerances comply with ICAO as well as the manufacturer‟s
recommendations.
The light shall be uni-directional showing red in the direction of approach

to the intersection or runway holding position and spaced at intervals of 3
metres across the taxiway.
The photometric performance of taxiway stopbar lights and taxiway wide

angle stopbar lights shall meet the requirements of ICAO Annex 14,
Volume 1, , Aerodrome Design Manual Part 4, Appendix 2, Figure A2.15
under Attachment A and FAA specification AC No 150/5345-46A/B for
iv) Construction
Taxiway stopbar light shall be uni-directional and semi-flush type. The top
fixture used for access to the optical system and relamping purpose shall
be completely watertight and designed such that it will withstand the
impact of the aircraft and the surface shall be designed to minimise shock
and high temperatures to the aircraft tyres and suspension system.
It shall be designed to withstand a uniform distributed vertical load of 4200

KN/m² up to a maximum load of 4150 KN applied in any direction in the
horizontal plane and a shear load of 200KN applied in any direction in the
horizontal plane. It shall be constructed of high tensile strength material
and shall be designed and fitted to withstand all stresses due to aircraft roll
over and impact without damage to the light fixture or aircraft tire.
The light fixture shall have an upper surface forming a smooth sloped face
projected not more than 12.7mm above the paved surface so as to
minimise shock to aircraft tyres and suspension system for impact speed
up to 322km/h. There should be a shallow dully in front of the light to
avoid trapping of dust and water. The temperature produced by conduction
or radiation at the interface between an installed inset light and an aircraft
tire shall not exceed 160 degrees Celsius during a 10-minute period of
exposure.
The light fixture shall be constructed of weather-proof material and shall

consist of a simple and secure external mounting system to install the light
fixture onto the bottom box. There should not be excessive
bolts/nuts/screws and other separate fixtures/parts on the external that may
become loose after continuous aircraft rollover. Minimum maintenance
____________________________________________________________________________________________________________
time (5 minutes) is required to replace the light fixture and no special tools
shall be needed.
The light fixture shall be completed with bottom box, optical system, heat
sink, heat resistant glass lens, LED light, etc. It shall be completely
watertight. The Contractor shall conduct verification of photometric
performance and water-tightness test during the installation and this cost
shall be deemed to be included in the tendered sum and installation rates.
All light fixtures openings shall be completely sealed type to ensure water-
tightness and to protect cable entry. The light fixture shall not require any
dark room testing and shall be made of corrosion-resistant materials, light
weight, reliable and easy to maintain.
The top fixture used for access to the optical system and re-lamping
purpose shall be completely watertight and designed such that it will
withstand the impact of the aircraft and the surface shall be designed to
minimise shock and high temperatures to the aircraft tyres and suspension
system.
The bottom boxes shall come with engraved markings on the upper rim to
facilitate alignment and setting of light with survey points during
installation.
The cable entries into the bottom boxes shall be completely sealed type or
cable gland to ensure water-tightness.



A collimator shall shape the light beam from the LEDs before entering
the prism. One single version of the collimator shall be common to all
versions of the light.
____________________________________________________________________________________________________________
The glass prisms shall be mechanically fastened in the cover, using

clamps and gaskets for the watertightness. They shall be user-
replaceable without need to apply sealing compound. The gasket shall
provide multiple lines of contact, avoiding a single failure to cause water
to enter the light. The access to the prism shall be easy, by simply
removing the LED assembly.

prism.

(lightning strikes), including discharge of the energy to the earth via the
body of the light and the base.

visible when the current is increased progressively. For currents higher
halogen bulbs.


light.
____________________________________________________________________________________________________________

from 2.8 to 6.6A.

failure, with a maximum crest factor of 3.2. It shall withstand a peak
current of 40 A, non periodic (1 half cycle per minute).
disc cut-out or bypass device shall be provided for multi cluster of LED.
Test reports showing in compliance to the standards and criteria specified

in ICAO Annex 14, Par 8.6 and Aerodrome Design Manual Part 4, chapter
15 and FAA AC 150/5345-46A/B and FAA Engineering Brief N° 6 shall
be provided.
v) Circuitry
Each stopbar light shall be fed separately by a series circuit and complete
as shown in the relevant drawings. Control of the stopbars shall form part
of the taxiway guidance system except the runway entry taxiway stopbar.
The stopbar lights located across taxiway intended to be used as exist

taxiways shall be interlocked by Airfield Ground Lighting Control &
Monitoring System (AGLCMS) with the Rapid Exit light or lead-on lights
so that when stopbar is extinguished, the centre line lights beyond the
stopbar are illuminated and vice versa, When a stopbar is illuminated, any
taxiway centre line lights installed beyond the stopbar shall be
extinguished for a distance of at least 90 metres.
iii) Taxiway Inset/Elevated Edge Lights
Taxiway edge lights shall be provided on the taxiway straight section and
curved edges. The taxiway edge lights on a straight section of a taxiway
should be spaced at uniform longitudinal intervals of not more than 60
metres. The lights on a curve section should be spaced at closer intervals
of not more than 15 metres so that a clear indication of the curve is
provided. The Contractor shall check and verify that all light fixtures
installation details (refer to typical installation drawing detail) and tolerances
comply with ICAO as well as the manufacturer‟s recommendations.
____________________________________________________________________________________________________________
Taxiway edge lights shall be fixed omni-directional lights showing uniform blue up
to at least 30 degree above the horizontal and at all angles in azimuth
necessary to provide guidance to a pilot taxiing in either direction.
The photometric performance of taxiway edge lights shall meet the

specification of ICAO Annex 14, Volume 1, , Aerodrome Design
Manual Part 4 and FAA specification AC No 150/5345-46A for use in
Category I, II and III operations.
iv) Construction
Inset Type:-
The Inset taxiway edge lights shall be omni-directional. The light shall
be made of an upper cover and an inner cover. The upper cover shall
house the LED, the optical system and the glass dome. The inner cover
shall house the power supply unit for the LED.
The upper cover shall be made in high tensile strength aluminium alloy,
and shall resist all stresses imposed by impact, rollover and static loads
of present day aircraft without damage to the light or aircraft or vehicle
tires. With the glass dome, the projection above ground level shall not
exceed 6.35 mm.
The glass dome shall be mechanically fastened in the cover, using clamp
and gasket for the watertightness. It shall be user-replaceable without
need to apply sealing compound. The gasket shall provide multiple lines
of contact, avoiding a single failure to cause water to enter the light. The
access to the dome shall be easy.
No optical adjustment shall be required after replacement of LED or

glass dome.
The inner cover shall be made of aluminium alloy, and shall house the
electronic power adapter feeding the LED.
The gasket shall provide multiple lines of contact, avoiding a single

failure to cause water to enter the light. Mechanical stresses imposed by
aircraft rollover shall never be transmitted through the gasket but
through a direct metal-to-metal contact between light and base.
The power supply for the LED shall consist of an electronic circuit
supplied from the secondary current of the isolation transformer. It
transforms the said current into a PWM current of the required
characteristics to feed the LED.

(lightning strikes).
____________________________________________________________________________________________________________



assembly shall turn off.In order to guarantee altogether the photometric

prism.

(lightning strikes),.

visible when the current is increased progressively For currents higher
halogen bulbs.
____________________________________________________________________________________________________________


light.

from 2.8 to 6.6A.

failure, with a maximum crest factor of 3.2.
disc cut-out or bypass device shall be provided for multi cluster of LED.
Elevated Type:-
The elevated edge light fixture shall be completed with optical system,
heat sink, heat resistance glass lenses, etc. It shall be completely
watertight. The light fixture shall be made of corrosion-resistant materials,
light weight, reliable, easy for angular adjustment.
The body shall be made of cast aluminium, and shall house the LED and
the electronic power adapter feeding the LED It shall be mounted on the
1" EMT tube, with an adjustment system allowing for horizontal
levelling.
No optical adjustment shall be required after replacement of LED or

lens.
The power supply cable is made of two separate wires, equipped with a
L-823 plug for connection to the isolation transformer. The cable shall
enter the body through a cable stress reliever, and shall be user-
replaceable.
The power supply for the LED shall consist of an electronic circuit
supplied from the secondary current of the isolation transformer. It
____________________________________________________________________________________________________________
transforms the said current into a PWM current of the required

characteristics to feed the LED.

(lightning strikes).
The lens is fastened to the housing, using an O-ring gasket for the
watertightness. It shall be easily replaceable by the maintenance team
without use of any tool nor sealing compound.
In order to increase the resistance against mechanical shocks, the lens

shall be made of thermoplastic resin, not glass. It shall be externally
smooth, and feature a blue dye even when the light is off.
The light shall be installed any mounting system featuring a female 2"
11TPI thread. It shall be possible to install the light on its support
without twisting the power supply cable.

visible when the current is increased progressively For currents higher
halogen bulbs.
filter. There will be no modification of the colour when the light is
powered at reduced intensity or viewed from various angles.



light.
____________________________________________________________________________________________________________

from 2.8 to 6.6A.

failure, with a maximum crest factor of 3.2.
The overall height of the fitting shall not exceed 350mm and it shall be
completed with mast supports, frangible couplings and ground mounting
plates. There shall be provisions for ease of levelling and alignment of the
installed elevated light fixture with simple adjustments in azimuthal and
horizontal plane.
The light fixture shall be completed with optical system, heat sink, heat
resistance glass lenses, etc. It shall be completely watertight. The light
fixture shall be made of corrosion-resistant materials, light weight, reliable,
easy for angular adjustment.
v) Circuitry
Taxiway edge lights shall be circuited such that group switching is

possible. A group of fittings around a junction shall be fed from a separate
series loop circuit. A number of taxiway LED edge lights can be series
connected to a single isolating transformer and shall be therefore
incorporate film disc cut-out or bypass device to ensure that operation of
the taxiway LED edge light will not be affected by the failure of the
taxiway edge light that connected in series.
iv) Blue Retro-Reflective Taxiway Edge Markers
To reduce the “sea of blue” effect, taxiway edge retro-reflective markers

shall be provided for straight taxiway edge sections as indicated in the
Drawings and specified herein.
The retro-reflective markers shall be of blue colour and strictly comply

with the latest ICAO Annex 14 requirements. The markers are to be
completely maintenance free.
ii) Light Distribution
____________________________________________________________________________________________________________
The photometric performance of taxiway edge retro-reflective markers

shall meet the specifications of ICAO Annex 14, Volume 1, , Aerodrome
Design Manual Part 4 and FAA specification AC No 150/5345-46A for
iii) Construction
The markers shall be made of corrosion proof UV rays resistant cylindrical

shape soft pliable plastic. The markers can be knocked over by vehicles or
other objects and shall return to original position without damage to either
vehicle wheels or markers thereby ensuring complete frangibility. The
plastic shall be sheathed over by a blue retro-reflective material of
diameter not less than 76mm. Reflection from aircraft landing or wing tip
lights shall produce a bright column of 3cm wide reflection from the
marker. The reflection shall be highly visible during day and night and in
all weather conditions and directions. The height of the markers shall be
350mm. The markers shall be fixed to a concrete base as illustrated in the
drawings.
ACCESSORIES
All the materials supplied by the Contractor shall be compatible and comparable
with or better than the materials used for the existing / new Airfield Lighting
System for all fittings and their associated accessories. The materials shall also be
comparable and interchangeable with the existing installation or materials.
Isolating Transformers for Series Circuits
i) General
The Contract includes the supply and installation of 1:1 isolating

transformers which shall be suitable for use on series circuits energised
with a current of 6.6 ampere. Isolating transformer shall have a double
windings enclosed in a watertight casing with one end of the secondary
winding bonded internally to the transformer core and brought out to an
external earthing terminal which shall be connected to the earthing
terminal provided in the transformer pit.
ii) Characteristics
All isolating transformers shall be designed to give a secondary full load

current similar to those on the primary winding with a variation of 1% at
50Hz rated frequency, i.e. with a primary current of 6.6A, the secondary
full load current shall be between 6.53 amp and 6.67 amp.
____________________________________________________________________________________________________________
Voltage ratings shall be 5000 volt and 600 volts for primary and secondary
respectively. The power factor shall not be less than 0.95 with efficiency
not less than 85%.
Isolating transformer shall be designed to operate indefinitely under load,

short-circuit or open circuit condition in the secondary with rated current
and rated frequency in the primary. The isolating transformer shall have
sufficient capacity to allow for lamp aging, secondary lead losses and
contact losses.
iii) Construction
a) General
The isolating transformer shall be constructed for continuous

outdoor operation under tropical climate. They shall operate
efficiently when directly buried in ground or enclosed in
transformer pits. The isolating transformer shall be designed and
constructed so that no parts will work loose in service. They shall
be built to withstand the strains, jars, vibration and other condition
incident to shipping, storage, installation and service.
b) Encapsulation
The windings shall be insulated from each other and the core. The
core, windings and lead wire shall be moulded into a permanently
sealed case of synthetic rubber compound in such a manner as to
produce a completely water-tight assembly. The case shall be free
of cracks, blisters, holes etc. which would be detrimental to
isolating transformer service life. The case shall be sufficiently
rugged to withstand rough handling and shall be capable of
withstanding exposure to sun, oil, gasoline, moisture, acid and
alkaline soils.
Junction of the case with the lead shall not crack or show evidence
of damage when the transformer is suspended from one lead or
when the leads are bent or twisted as they normally would be
subjected during testing or installation.
c) Leads
The isolating transformer shall be provided with a two connector

secondary lead and two single conductor primary lead, and all
these leads shall emerge from one end of the transformer. The
leads shall be securely fastened to the transformer in such a manner
that the electrical connection is not loosen or the water seal
affected when the unit is suspended from one of the leads.
The primary lead cables shall be single core 6mm² Butyl rubber
insulated, poly-chloroprene sheathed cable with a plug type
____________________________________________________________________________________________________________
connector at one lead and a receptacle on the other lead. The

primary cables shall be rated at 5,000 volts and extend 600mm +
75mm beyond the housing including the connector.
The secondary lead cables shall be rated 600 volts, single core
4mm² PVC insulation 85°C, polyamide (nylon) jacket, melting
point 185°C. Each secondary cable shall extend 1,200mm + 75mm
beyond the housing including the connector.
The plug and receptacle connector shall be designed such that it is

completely watertight when coupled together.
A watertight cap of rubber or rubber-like compound plug (or

receptacle) shall be placed on each connector to protect the mating
surfaces of the connector from moisture and dirt during shipment,
installation or storage.
d) Marking
The following information shall be marked on the surface of the

isolating transformer for identification purpose.
Transformer rating: voltage, watts, frequency, Manufacturer's Part

No Manufacturer's Name & Trade Mark, Primary and Secondary
amperes, the series circuit number shall also be marked on each
primary and secondary supply cable lead after installation for easy
identification.
iv) Sample and Test
Sample and detail characteristics of the transformer shall be submitted to

the S.O.. Test certificate shall be submitted for the factory tests carried out.
3.1 Plug and Receptacle Connector Kits
At each or a series of light fixture assembly, the series lighting cables shall
terminate in a plug or receptacle designed for direct connection to the
corresponding plug or receptacle moulded to the leads of each isolating
transformer.
Each primary plug and receptacle connector for screened series circuits shall be
moulded on site using a simple installation procedure. The moulded rubber plugs
or receptacles shall ensure complete watertightness and shall be current rated up to
20 amperes with the voltage across the connector not exceeding 30 milli-volts.
Complete insulation and adequate conductor joint contact pressure shall also be
ensured including continuity of the cable earthing shield across the joint. All
electrical contacts shall be properly cleaned and dried prior to making the joint.
____________________________________________________________________________________________________________
Where the heat of the light fixture is liable to affect the plug and receptacle, the
connector shall be made of heavy duty heat resistant insulated cable within the
light fixture. The secondary plugs for connecting the secondary cables to the
isolating transformer shall also be included as part of the secondary connector kit.
No water ingress shall be expended with the above plug and receptacle kits.
All connectors used shall be ICAO or FAA approved type suitable for single or
double core cables. Sample shall be submitted to S.O. for approval.
Accessories For Light Fixtures
i) Lamp
The Contract shall include the supply and installation of all lamps
necessary to complete the installation. Lamps shall be equivalent to
existing light fixtures or a lower rating to simplify replacement and
stock control and for lower power consumption.
ii) Lamp holder
Lamp holders shall have both poles insulated from each other and shall be
of a type suitable for prefocus lamps. The lamp holder position with
respect to the optical system shall be fixed and it shall not be possible to
alter inadvertently during installation, relamping or performing other
maintenance works.
All materials used in the construction of the lamp holder shall be capable
of withstanding indefinitely the worst conditions encountered without
deterioration.
iii) Lamp by-pass and ceramic holder
When a few lamps are to be series circuited before connecting to a single

isolating transformer as for rapid exits taxiway lights at W3, W4, W5 and
W6. An electrical by-pass device which immediately closed an auxiliary
circuit around the lamp on failure, shall be furnished with the light optical
assembly. Each device shall be furnished with a suitable holder.
Necessary wires or current carrying members shall be incorporated to
provide a path for the current to flow through the by-pass device when the
lamp filament opens. Details of this device shall be submitted with the
Tender. The by-pass device shall be rated to withstand 100% current
indefinitely without overheating.
iv) Light Distribution Diagrams & Test Certificates
Tenderers shall submit light distribution diagram of each light fixture

offered. Sample test results in respect of photometric data, thermal
durability, insulation, mechanical strength etc., shall also accompany the
tender and be included in the tendered sum.
____________________________________________________________________________________________________________
v) Reflectors
If plated metal reflectors are fitted, these shall be on non-ferrous metal not
less than 0.56mm thick with the periphery stiffened to prevent distortion,
and electroplated with nickel and coated with chromium. If aluminium
reflectors are fitted, these shall be of high purity aluminium electrolytically
brightened and anodised. Silvered glass reflectors will not be accepted.
vi) Colour Filters
All colour filters shall be of heat resisting glass and of dichroic or coloured
through type. Flashed or acrylic plastic filters will not be accepted.
The colour quality of the light emitted through each filter shall be within
the limits of the co-ordinates of the International Commission Illumination
(CIE) chromaticity diagram using an illuminant and unscreened tungsten
filament lamp operating at a colour temperature of 2854 degree in the
Kelvin scale at filter temperature of 20°C.
Recommendation described in Appendix 1 of Annex 14 to the convention

of ICAO shall be adopted.
vii) Finishing of the light fixtures
All parts (including bolt, nut, screw and thread contacts) except springs
shall be made of materials having good resistance to corrosion and suitable
precaution shall be taken to prevent electro-chemical corrosion occurring
between parts of different metals.
All openings and joints shall be weather proofed. Springs shall be

protected by cadmium plating or other effective means against rusting.
Aluminium parts shall be protected against corrosion by a zinc chromate
primer. Where steel is used for fixing brackets etc., it shall be heavy duty
galvanised with all holes drilled before galvanising.
All external parts and surfaces shall have a suitable surface finish to
withstand the effect of corrosion and tropical weather condition.
Identity of light fixture shall be factory curved on the top cover.
Elevated light fixture shall be finished over with aviation colour paint as
specified in ICAO Annex 14, Volume 1, , Aerodrome Design Manual
Part 4 and 5.
viii) Compatibility
The supplier of the airfield light fixture shall certify that all parts of each
type of light fixture and spare parts, including lamp, are interchangeable.
____________________________________________________________________________________________________________
The replacement of a lamp with any randomly selected lamp of the type
specified for the unit shall return the fixture's photometric output to a state
comparable to the performance of the originally tested lamp. Where
several types of similar light fixtures are offered (eg. runway centre line
lights, touchdown zone lights and threshold lights, etc.), preference would
be given to the range of light fixture with interchangeable parts.
ix) LED Light
The Contract shall include the supply and installation of all LEDs
necessary to complete the installation. The LED lights shall be suitable
for use under Category I, II and III conditions. LED technology being
still a recent introduction on airfield lighting, and the consequences of
potential early failures, it is required to prove the reliability of the
offered lights with the following proofs:
a. List of references of installed lights.

b. At least 3 sites featuring an experience of at least 2 years and
10,000 hours of operation.
c. References from other airports to proof and demonstrate the
capability of the proposed material to withstand environmental
conditions encountered on airports: weather, chemicals, heavy
traffic, lightning strikes, etc.
x) LED Assemblies
The LED assemblies shall consist of a cluster of LEDs per light beam,
housed in an aluminum support acting altogether as a prism holder. A
flat cable terminated by a connector shall allow for connection to the
power supply PCB.
There will be only three types of LED assemblies (green, yellow and
red) for the whole range of lights. The lifetime of the LED assembly
(before the first LED turns off) shall be at least 50,000 hours in nominal
conditions. In case of failure of one LED, all LEDs of the same
xi) Optical Assembly

prism.
xii) Light Distribution Diagrams & Test Certificates
Tenderers shall submit light distribution diagram of each light fixture

offered. Sample test results in respect of photometric data, thermal
____________________________________________________________________________________________________________
durability, insulation, mechanical strength etc., shall also accompany the

tender and be included in the tendered sum.

mentioned requirements of ICAO Annex 14
xiii) Finishing of the light fixtures
All parts (including bolt, nut, screw and thread contacts) except springs
shall be made of materials having good resistance to corrosion and suitable
precaution shall be taken to prevent electro-chemical corrosion occurring
between parts of different metals.
All openings and joints shall be weather proofed. Springs shall be

protected by cadmium plating or other effective means against rusting.
Aluminium parts shall be protected against corrosion by a zinc chromate
primer. Where steel is used for fixing brackets etc., it shall be heavy duty
galvanised with all holes drilled before galvanising.
All external parts and surfaces shall have a suitable surface finish to
withstand the effect of corrosion and tropical weather condition.
Identity of light fixture shall be factory curved on the top cover.
Elevated light fixture shall be finished over with aviation colour paint as
specified in ICAO Annex 14, Volume 1, , Aerodrome Design Manual
Part 4 and 5.
xiv) Compatibility
The supplier of the airfield light fixture shall certify that all parts of each
type of light fixture and spare parts, including LED light, are
interchangeable. The replacement of a LED light with any randomly
selected LED light of the type specified for the unit shall return the
fixture's photometric output to a state comparable to the performance of
the originally tested LED light
Transformer Pits
The transformer pits in general shall be installed approximately 2.5m from the
premix edge and shall be flushed with the surrounding turf.
The entire transformer pits shall be heavy duty type to withstand point load of up
to without any cracks or deformation. The transformer pit covers shall be of the
brand 'Non Roc' or approved equivalent and shall be of the heavy duty type B140
and B142.
The transformer pits shall be designed to house minimum 6 nos. of isolating

transformers and shall be strong enough to withstand the possible load of an
aircraft running over or resting on it.
____________________________________________________________________________________________________________
The Contractor is to ensure that proper drainage is provided by packing the bottom
of the hole with a 10cm thick layer of crusher run/graded stone before installing
the transformer pit on top.
In addition, to minimise water ingress, all cable entries shall be properly sealed to
achieve water tightness.
All isolating transformers shall be neatly placed within the transformer pits on bars
provided. The isolating transformers shall be installed with the leads arched
upwards such that all joints are located at the top.
The transformer pits shall be marked with the pit numbers and number of circuits
served by the transformer pit for easy identification. An aluminium plate engraved
with the circuit names and inter-pit cabling information shall be provided and cast
onto the transformer pit frame as shown in the relevant Drawings. The proposed
labelling convention shall be subject to S.O. approval before installation.
All isolating transformers, primary cables, power cables and secondary cables
shall be tagged with a label to identify the circuit served by the isolating
transformers. In addition to the circuit number, the number of lamps served by the
isolating transformer shall also be included in the labelling - this shall be recorded
in the corresponding as built plan.
The transformer pits shall be fitted with earthing terminals as shown in the
drawings. The earthing terminals are to be supplied and installed by the
Contractor. The 16mm² earth (counterpoise) bare copper wires laid along together
with the primary cable shall enter the transformer pit and be terminated on the
earthing terminals and tightened using appropriate screws and slots. The earthing
terminal block shall be robust non-corrosive type and the screws shall come with
retaining catch to prevent loosening out of the earthing block threads. Similar
earthing copper wires shall be connected to tie the earthing terminal on the
secondary of each isolating transformer to the pit earthing terminal.
All cables and connections in the transformer pit shall be arranged in a neat
fashion and the transformer pit shall be kept dry and clean at all times.
A thin layer of grease shall be applied between the transformer pit frame and cover
to facilitate easy of opening and ensuring a water-tight sealing.
Concrete Foundation
All the airfield light fittings shall be installed with concrete foundations.
Construction And Installation of Bottom Boxes
The bottom box shall be made of aluminium alloy and when installed onto the
pavement it must be able to withstand the weight of a fully loaded B747/A380
____________________________________________________________________________________________________________
aircraft resting on it while making a turn. There shall be provisions for cable entry
hole at the bottom or side of the bottom box as specified in the tender drawings.
These holes shall be pre-casted or drilled at the manufacturer's premises.
Unauthorised drilling of these holes by the Contractor will not be acceptable.
The side entry hole shall be threaded and provided with a cable gland suitable for
connecting a HDPE pipe/flexible conduit for water-tight sealing. Unused cable
entry holes shall be sealed with standard plugs or approved sealant to prevent
water or sealant ingress. The side entry hole with secondary connector completely
moulded in place is also acceptable.
The upper rim of the bottom boxes shall be provided with four (4) engraved
marks/ lines to facilitate precision alignment of the light fixture with survey
markings during installation.
On the outside of the bottom box there shall be grooves or slots to aid adhesion to
the pavement by means of approved sealant. The selected sealant shall firmly
secure the bottom box to the rigid or flexible pavement without any adverse
reaction to the bottom box or pavement. There shall be a gap of approximately
5mm between the bottom box and the surrounding pavement and these shall be
fully filled with the approved sealant. The amount of sealant poured in the core
hole must be sufficient to fill up all the void areas including the bottom and the
sides all around the bottom box. To ensure that this is so, the sealant must
overflow from the rim of the sidewalls of the bottom box when it is lowered into
the cored hole. The rim of the bottom box shall be flushed with the surrounding
pavement. The bottom boxes shall be aligned by manufacturer's recommended
method (i.e. using proper manufacturer's alignment kit). Two (2) brand new
complete set of the alignment kit for each type of fittings shall be provided for the
Authority for the purpose of future maintenance. The Contractor shall be
responsible to remove and reinstall unaligned, protruding, sunken or tilted bottom
boxes including loose bottom boxes that were not installed properly. Appropriate
methods shall be used to ensure that the sealant applied does not flow into and
block underground conduits and ducts installed for cable entry.
REMOVAL OF LIGHT FIXTURES
Removal of Inset Light Fixtures
Prior to removal of light fixtures, the primary cables shall be disconnected from
the constant current regulators. The affected light fixtures shall be removed from
the field as indicated in the relevant drawings. The optical system of inset light
fixture shall be untightened and removed from the bottom box at the field before
any removal of bottom box.
After which the bottom box may be hacked out together with the short length of
secondary cable from the premix by air-breaker or any other means. The
Contractor shall ensure minimum damage to the premix around the bottom box on
the runway and taxiway and shall seek S.O's approval on method of removal
before commencement of works.
____________________________________________________________________________________________________________
The Contractor shall ensure minimum damages to the light fixtures and bottom
boxes on removal. Any damages arises due to removal or as they are in the field
shall be borne by Contractor and it is deemed to be included in the tender price.
The secondary cables from light fixture to the isolating transformer shall be
removed by the Contractor. The void created by the removed bottom box shall be
filled with layer of fine premix and compacted to S.O.'s satisfaction.
SERVICING OF LIGHT FIXTURES AND TRANSFORMER PITS
Servicing Of Transformer Pits
Before installation of light fixtures and connection of secondary cables to isolating

transformers, the transformer pits shall be made clean and dry. The drainage hole
at the bottom of the pit shall be free of debris, mud, soil, etc. to allow proper
drainage of water. Isolating transformers, secondary cables, primary cables, joints
and all plugs and receptacles shall be properly arranged without criss-crossing
within the transformer pits. All isolating transformers shall be neatly placed within
the transformer pits on bars provided. The isolating transformers shall be installed
with the leads arched upwards such that all joints are located at the top. All cable
entries/exits holes at the transformer pits shall be sealed with sealant on both the
inside and the outside with approved sealant to prevent water ingress. Sealants
that can be easily dislodged will be rejected. A thin layer of grease shall be applied
between the transformer pit frame and cover to facilitate easy of opening and
ensuring a water tight sealing.
INSTALLATION OF LIGHT FIXTURES
General
Installation details as shown in the relevant drawings shall serve as a

recommended guide-line. The Contract shall include the surveying, marking and
positioning of the light fixtures at the designed location through a precise
surveying method under a charge of a qualified surveyor. The Contractor shall
hold full responsibility on the precision of the lights setting and positioning and
shall include the surveying cost in the Tender Price and Schedule of Rates.
Generally, isolating transformers shall be enclosed in the transformer pits, and

secondary cables running from the transformer pit to the light fixture shall be in
water tight HDPE pipes as shown in the relevant drawings (unless otherwise
specified) or through special wire-way on the pavement which shall be saw cut.
All light fixtures shall be identified by their circuit by having a cable tie tagged to
the secondary cable connected to the optical part of the fitting as well as at the
isolating transformers . Cable labels shall also be provided on the primary cables
as well as secondary cables in the Manholes/draw pits/transformer pits. These tags
shall be heat resistant and permanently engraved type subject to the S.O. approval.
____________________________________________________________________________________________________________
Shallow Inset Fitting (semi-flushed)
Installation of shallow inset light fixture shall be as recommended in the drawings

and as manufacturer's recommendation.
Secondary cables shall run in water tight HDPE pipes from the transformer pits to
the light fitting and between light fitting to light fitting.
Recesses or holes shall be cored in the pavement for the light fixture, and wire way
shall be saw-cut for the electrical conductors as required.
The equipment used for coring shall be those specially designed for this purpose.
Clearance of at least 5mm for sealant material between the sides and bottom of the
receptacle and the drilled recess shall be provided. Prior to the installation of the
wires in the pavement, rough vertical edges shall be rounded off. There shall not
be sharp bends of the saw-cut smaller than 120 degrees.
The secondary cables that run inside the HDPE pipes shall be at least 150mm
below the pavement surface. Prior to installation of the HDPE pipes in the wire-
way shall be sand blasted and cleaned to ensure proper bonding between the
pavement materials and the fine premix materials. The Contractor shall include in
his tender price the material and labour cost for refilling and compacting the wire-
ways.
The taxiway pavement is constructed of asphaltic concrete. Details of the

pavement composition may be obtained from the S.O.
Except for the recess of wire-ways which are cut for the purpose of installation of
light fixture and cables, no other cuttings shall be done to the pavement. The wire-
ways shall be kept straight between the taxiway edge and the light position.
CABLE INSULATION
All new AFL cables supplied by the Contractor shall be meggered on the
following occasions and witnessed by S.O or his representative.
i) On arrival at site - megger reading shall not be less than 2000

Mega-ohm
ii) Before and after

installation - megger reading shall not be less than 2000
Mega- ohm
iii) During testing and - The Contractor shall meggar and record the
commissioning insulation levels of new sections of secondary
cables laid on site prior to jointing to existing
circuits. The insulation levels of these new cable
____________________________________________________________________________________________________________
sections shall not be less than 2000 Mega-ohm.

The Contractor shall also meggar and record the
insulation levels of all existing secondary cable
sections before and after (whole circuit) they are
jointed to the new cables. These insulation
values shall serve as references for
benchmarking during the Defects Liability
Period.
iv) End of Defects

Liability Period - Secondary cables (whole circuit loop) – The
Contractor shall meggar the whole loop of
circuits were affected by resurfacing works.
The insulation levels of these new secondary
cables shall not be less than 2000 Mega-ohm.
The value after the existing and new cables
were jointed (with transformers, plugs and
receptacles, etc. connected). If the insulation
level falls below the recorded values the
Contractor shall be required to prove by all
mean possible, to the S.O. that the joints and
new secondary cables supplied and installed
did not cause the insulation deterioration or if
they did, the Contractor shall be required to
rectify them immediately (before end of DLP)
at no cost to CAG. If it is proven that the
deterioration in insulation was not due to the
new cables/joints supplied and installed, CAG
will reimburse only material costs for the cable
joints used by the Contractor to check the
circuit. Any labour costs are deemed to be
included in the Contract Sum.
LAYING OF UNDERGROUND CABLES (IN TURF)
General
Underground cables shall be laid 750mm below the finished ground level.
Where cables cross under other services, it shall be ramp down gradually and
rise up to the original level after it has gone under the service. Cable shall be
protected by PVC warning slabs. Under no circumstances shall cables be laid
within 500mm of the Public Utilities Board (PUB), water means and
electricity supply or Telecommunication Authorities of Singapore
(Telecoms) telephone cables without the prior written approval of the
Authorities concerned.
Nature of Sub-soil
____________________________________________________________________________________________________________
Before submitting his Tender, the Contractor shall satisfy himself as to the
nature of subsoil and in general shall obtain all the necessary information on
risks, contingencies and other important factors. No claims for difficult or
unforeseen conditions encountered after the Tender is submitted and accepted,
will be entertained.
Cable Route Record and Drawings
i) The Contractor shall at his own expense prepare cable route record and
drawings. These records shall include distance of cable from prominent
objects at site, depth of cable buried underground, circuit names,
quantity of cables .location of joints, etc.
ii) The Contractor shall measure the lengths of cables between the mid-
points of cable joints to an accuracy of 100mm for the purpose of
possible future cable fault location tests and calculations.
iii) The Contractor shall record the Manufacturer's order number and drum
number of each length of cable in the order of laying.
iv) The records of cable lengths and cable drum details and jointing reports
shall be forwarded to the S.O. fortnightly during the progress of the
Contract.
v) The records of circuits in each transformer pits shall be punched onto the
aluminium plate located on top of the pit.
Excavation of trenches
The exact location of each trench will be agreed on the site by S.O. or his
representative when the Contractor is ready to commence work. Trenches shall
be kept as straight as possible and shall be excavated to approved formation and
dimension. Trenches shall have vertical sides and shall be timbered and sheeted
where necessary to prevent subsidence. Timbering to sides of trenches where
necessary shall be made up with timber wall and struts of not less than 150mm
x 150mm in cross section and timber sheeting of not less than 50mm thick. The
Contractor shall allow for the supply of all materials and labour that may be
necessary for timbering to sides of trenches in his prices for excavation of
trenches. All cables shall be laid immediately after trenching to minimise need
for construction of shuttering to boost the trench side walls. All trenches dug
shall be backfilled on the same day. Warning plastic strips shall be used to
cordon off the work areas if works have to be carried over to the following day.
All trenches shall be of sufficient width to enable the following minimum
spacing between cables to be maintained as far as possible :
Between the following :

L V Cables 50 mm
Control Cables 50 mm
L V Cables and Control Cables 300 mm
____________________________________________________________________________________________________________
Primary Cables 25 mm
Primary Cables & Control Cables 300 mm
Before the cables are laid, the bottom of the trench shall be lined with soft sand,
rammed down to a thickness of 100mm to form a bed. No sharp object or stone
shall be allowed in the bed. The S.O. reserves the right to instruct the Contractor
to redo the trench if this requirement is not met. The airfield cables laid shall not
criss-cross each other in the trenches. Notwithstanding the dimensions
specified, the S.O. shall have the right to vary the cable trench dimensions and
or cable spacing at specified locations.
Backfilling And Reinstatement
After the cable has been laid, only selected soft sand shall be filled to a depth of
150mm over the cables, above which the necessary warning slabs shall be laid.
Thereafter the trench shall be filled in layer of not exceeding 450mm in depth,
each layer being thoroughly rammed before the next layer is placed over.
Surplus soil should be filled on top of the filling to allow for probable
subsidence, after which any excess soil must be removed by the Contractor, the
cost of which shall be included in the tender. If necessary mechanical ram shall
be used to reinstate the ground. All surface reinstatement shall be carried out to
the satisfaction of the S.O. or his representative.
Cable Protection Slabs
The Contractor shall use high impact PVC cable protection slabs for the
protection of underground cables against damages.
i) The cable slabs shall be made of high impact resistant hard PVC. Use of
regenerated PVC is strictly forbidden. It shall be bright yellow. Each
cover shall be 1m long and 250mm wide and embossed with the
wordings "DANGER-AFL HT CABLES Year 2015". The lettering shall
be of at least 4.5cm high and 3cm wide. Each cable slab shall be linked
to the adjacent slab at both ends to form a continuous chain, so that it
will not be possible to dig up a cover plate unnoticed as the whole chain
will be affected. Adjacent cover plates shall also be linked if two cover
plates are placed side by side to cover the width of the trench.
ii) Cable slabs laid side by side in a trench shall have a minimum overlaps
of 25mm.
iii) Cable slabs shall cover at least 50mm beyond the total width of cables
laid in any trench.
iv) Cable slabs used shall be brand new and with the approved warning
message only.
v) The cable slab shall be resistant to chemical influences likely to be

encountered when buried in the ground. It shall have a hardness of not
less than 40KV/mm, and elasticity the order of 200,OOON/cm2. It shall
____________________________________________________________________________________________________________
not soften at temperatures of up to 70°C. Sample of the slab shall be

submitted to the S.O. for approval prior to laying of slabs.
Underground Cable Identification
All cables installed shall be provided with heat shrinkable cable markers made
from extruded high strength silicone rubber compound. These cable markers
shall be suitable for installation in areas of temperature up to a maximum of
70°C and complying with BS G 198 Part 1 Type 4.Minimum insulation level
shall be 100 mega-ohms and the marker shall be resistant to moisture, ozone
alkalis, acids and ultra-violet radiation. Cable markers shall be yellow with
black letterings engraved indicating the circuit number. Manufacturer's
recommended tools for marking, sleeving and heat-shrinking cable markers
shall be used for all installation. No improvised tools shall be allowed.
Cable Warning Strips
After the cable protection slabs have been laid, the trench shall be further filled
with 300mm deep soil free from stones and lightly rammed. Continuous yellow
cable warning strips made of plastic shall be run along the full length of the
trench.
The cable warning strips shall have the warning message "DANGER - AFL HT
CABLES Year 2004" silk screen printed in Red over the full length of the strip
at one metre interval. The cable warning strips shall be of width 150mm and
thickness of 0.1mm.
Cable Markers
Cable position markers as shown in the relevant drawing shall be sited in the
ground at intervals of 30m along the straight routes, where cables change
direction and at other position approved by S.O. Marker shall also be provided
to locate the position of any straight through joints. Cable markers shall be
permanent materials and of approved.
AIRFIELD LIGHTING CABLES
Cable Types
The cables associated with airfield lighting circuits shall comprise of the
following:-
i) 6mm² single core, 10KV/5KV grade, XLPE insulated, lapped with

brass/copper tape, PE outer sheathed for the series circuit connecting the
constant current regulator and the isolating transformers and between the
isolating transformers.
ii) The secondary cable between each light fitting and its associated isolating
transformer/adjacent fitting shall be two (2) numbers of single-core 4mm²,
600V rated PVC insulated.
____________________________________________________________________________________________________________
iii) A 16mm² tinned copper earth wire shall be supplied and laid together with
the series airfield primary cables and cadwelded to each earth bar in the
AFL draw pits and the earthing inspection pits.
iv) A 16mm² tinned copper earth wire shall be supplied and laid along the
cable route (above the cable duct) and cadwelded to each earth bar in the
earthing inspection pits.
Cable Construction
i) Airfield Primary cables
a) Cable Conductor and Insulation
Conductor is of stranded type with annealed high conductivity

tinned copper wire c/w semi-conducting compound and the
insulation shall be of XLPE.
b) Semi-Conducting, Brass and Copper Tapes
The semi-conducting, brass and copper tapes shall be laid up on all

airfield lighting cables in such a manner that the outer layer half
laps the inner layer uniformly throughout the length of the cable.
c) Outer Sheath
The outer sheath is of PE.
d) All primary airfield cables shall be termite resistant.
ii) Secondary Cables
a) Conductor
Tinned annealed flexible copper conductor according to IEC 228

Class 5.
b) Insulation
Polyamide (nylon)
- insulating compound type according to IEC 245 S9
- insulation thickness according to IEC 245 S 16.9

(not less than 1.0mm)
c) Laying Up
The insulated cores are stranded together
____________________________________________________________________________________________________________
d) Overall Sheath
Extruded black weather, moisture, O-Zone, UV light and cold-

resistant thylene propylene rubber
- sheathing compound in accordance with Finnish standard

SFS 2090, type v04 and Swedish standard SEN 24 02 00,
type s4: tensile strength, minimum 10.0 N/mm² elongation
at break, minimum 300%.
- sheathing thickness (not less than 1.8mm).
Jointing and Jointing Accessories
All primary cable joints and primary connector kit joints shall only be carried out
by certified PUB cable jointers.
Pencilling of cable and insulation shall follow manufacturer's recommendation for

specific voltage rating.
The pencilled areas shall be smoothened with non-conductive abrasive tape before
cable jointing.
Jointing and terminating accessories shall comprise the cable manufacturer's

standard design and equipment which have been tested and proven in service.
Generally, all terminations and glands shall be of compression type and shall be
protected from moisture when buried in ground.
Jointing with isolating transformer and light fittings shall be by completely

watertight plug and receptacle kits.
No straight through joint is allowed between isolating transformers and between

the isolating transformer and the light fitting.
All other part of the cable shall be installed in the maximum possible length and
no straight through joints will be permitted without the prior written authority of
the S.O.
Full details of all straight through jointing accessories shall be submitted with the
Tender, details of any extra measure for ensuring the waterproofing and bonding
of sheath shall also be included.
Laying Of Secondary Cables for airfield light fixtures (Asphaltic Pavement)
Unless otherwise specified, all secondary cables shall be laid inside HDPE pipes
on wire-way (kerf) saw-cut on the pavement between the light fixtures or between
light fixtures and the transformer pits as shown in the relevant Drawings.
____________________________________________________________________________________________________________
The equipment used for saw-cutting the wire-way shall be those specially design
for this purpose. There shall be no wet saw cutting used in this Contract. The wire-
way shall be well compacted with the approved fine premix by mechanical means.
The secondary cables laid inside the HDPE pipes along the wire-way (kerf) shall
be at least 150mm below the pavement surface. Prior to installation of the cables,
rough vertical edges shall be rounded off. The wire-way shall be sand blasted
before laying of the HDPE pipes. The Contractor shall ensure that the wire-ways
are cleaned before premixing the wire-way. The wire-ways shall be straight and
no sharp bends smaller than 120 degrees is allowed.
HDPE pipes shall be used for cable run between the shoulder edge and the
transformer pit for installation of lights and where specified. The Contractor shall
ensure that the HDPE pipes are watertight.
Except for the recess of wire-ways which are cut for the purpose of installation of
fittings and cables, no other cutting shall be done to the pavement.
Earthing For Equipment In The Field
Secondary side of the isolating transformers and all equipment in the field shall be
properly earthed and shall bond to the 16mm2 tinned copper earth wire which is
running 100mm above the series cable. The earth wire shall be connected to the
earthing rods properly planted along its entire run and shall be completed with
inspection cover and the resistance to ground at any part of the ground system
shall not be more than 1 ohm. Each circuit shall have one earth wire running along
with the series cable. All light fittings, ground plates, transformers and transformer
pit metal frames shall be provided with purpose-made earthing studs for effective
earthing. Earthing studs shall be located for easy checking.
Testing
Insulation test of approved method shall be done upon delivery to site prior to
laying, after laying and after jointing of cables. Before the underground cable work
is energised, an insulation test following British standard or ICAO's
recommendation shall be carried out in the presence of the S.O. or his
representative.
The Contractor shall submit the testing method to S.O. for approval 7 days prior to
the test being carried out.
The proposed test method shall include a general description of the test to be
conducted, the instruments used and the proposed test record format.
Any tests carried out before the S.O. approval shall be deemed invalid.
Cutting of cable grooves (saw kerfs) on asphaltic pavement
____________________________________________________________________________________________________________
The Contractor shall use approved machinery for the cutting of the cable grooves.
All cable grooves shall be in a straight line. Sharp edges or bends must be
chamfered so as not to damage the cables being laid.
The Contractor shall ensure that all debris while cutting the grooves are
immediately collected in bags and disposed off.
EARTHING SYSTEM
The Contractor shall supply and install the earthing system for the equipment in the
field. The resistance to ground at any part of the ground system shall not be more
than one (1) ohm.
The Contractor shall supply and install earth bar in each AFL draw pit. A 16mm2
tinned earth cable shall also be laid along the cable route (in the cable duct) and
cadwelded to each earth bar in the AFL draw pits and the earthing inspection pits.
The Contractor shall lay 6mm2 tinned earth cable from the AFL draw pit to all the
isolating transformer/power converter in transformer pits served by the draw pits.
An earth bar shall also be installed in the transformer pit for the connection of the
6mmsq tinned earth cable.
All installation work of the earthing system including earth electrode system shall
comply with CP16 1991.
LIGHTNING PROTECTION SYSTEM
The Contractor shall ensure that there will be a continuous link for the lighting
protection within the island.
The Contractor shall supply and install 16mmsq. Tinned earth cable laid along the
cable route (above the cable duct) and cadwelded to each earth bar in the earthing
inspection pits.
The maximum earthing resistance for the completed lighting protection system
shall not exceed ten (10) ohm.
All installation work of the lighting protection system shall comply with CP33
1991.
____________________________________________________________________________________________________________
12 SPECIFICATION FOR RUNWAY GROOVING
12.1 The grooving machine proposed by the contractor for the runway grooving must
have proven track record and have been used in major airports in the last 5 years. The
specialist operator for the machine must also have at least 5 years experience and
involvement in major airport grooving works.
12.2 The specialist operator for the grooving works shall train 20 personnel,
consisting of personnel appointed by CAG for a period of at least 2 months on how to
operate the machine on site including the preventive maintenance of the grooving
machine. On completion of the training and the trainees are deemed competent to
operate the grooving machine independently, the contractor shall allow the trained
personnel to operate the grooving machine on the runway independently, supervised by
the specialist operator. The contractor shall submit a training programme and
methodology on the standard operating procedure of the grooving machine. Before
start of grooving work on runway, the contractor shall carry out a trial to groove either
a road or taxiway pavement, at a location to be determined by CAG to assess the
performance of the grooving machine and proficiency of the operator.
13.3 Grooving Guidelines
A. Description. This section consists of providing a skid resistant surface that

prevents hydroplaning during wet weather in accordance with these specifications and
at the locations shown on the plans, or as directed by SO.
B. Procedures. The Contractor shall submit to CAG the grooving sequence and
method of placing guide lines to control grooving operation. The trapezoidal-shaped
transverse grooves saw-cut in the pavement must form a 6.35 mm in depth (+/- 1.6
mm) by 6.35 mm (+/- 1.6 mm, -0 mm) in bottom width and 12.7 mm (+/- 1.6 mm, -0
mm) in top width by 57.15 mm (+/-3 mm, +0 mm) center to center spacing. The
grooves must be continuous for the entire runway length. They must be saw-cut
transversely (perpendicular to centerline) in the runway and high-speed taxiway
pavement to not less than 3 m from the runway pavement edge to allow adequate space
for equipment operation.
The saw-cut grooves must meet the following tolerances. The tolerances apply to each
day‟s production and to each piece of grooving equipment used for production. The
Contractor is responsible for all controls and process adjustments necessary to meet
these tolerances. The Contractor shall routinely spot check for compliance each time
the equipment aligns for a grooving pass.
i. Alignment tolerance. The grooves shall not vary more than ± 38 mm in

alignment for 23 m along the runway length, allowing for realignment every 150 m
along the runway length.
ii. Groove depth tolerance. The standard depth is 6.35 mm. At least
90% of the grooves must be at least 5 mm, at least 60% of the grooves must be at least
6 mm, and not more than 10% of the grooves may exceed 8 mm.
____________________________________________________________________________________________________________
iii. Top Width. The standard top width is 12.7 mm. At least 90% of the
grooves must be at least 11 mm, at least 60% of the grooves must be at least 12 mm,
and not more than 10% of the grooves may exceed 14 mm.
iv. Bottom Width. The standard width is 6.35 mm. At least 90% of the
grooves must be at least 5 mm, at least 60% of the grooves must be at least 6 mm, and
not more than 10% of the grooves may exceed 8 mm.
v. Center-to-center spacing. The standard spacing is 57.15 mm.

Minimum spacing 54 mm. Maximum spacing 60 mm.
Grooves must not be closer than 150 mm and no more 0.5 m from in-pavement light
fixtures. Grooves may be continued through longitudinal construction joints. Where
lighting cables are installed, grooving through longitudinal or diagonal saw kerfs shall
not be allowed.
C. Test section. Groove a test section in an area of the pavement outside

of the trafficked area, as approved by the SO. The area shall be 10 m long by two lanes
wide. Demonstrate the setup and alignment process, the grooving operation, and the
waste slurry disposal.
D. Existing pavements. Bumps, depressed areas, bad or faulted joints, and

badly cracked areas in the pavement shall not be grooved until such areas are
adequately repaired or replaced.
E. New pavements. New asphalt concrete pavements shall be allowed to cure

for a minimum of 50 days before grooving, to allow the material to become stable
enough to prevent closing of the grooves under normal use.
F. Grooving machine. Provide a grooving machine that is power driven,

self-propelled, specifically designed and manufactured for pavement grooving, and has
a self-contained and integrated continuous slurry vacuum system as the primary method
for removing waste slurry. The grooving machine shall be equipped with diamond-saw
cutting blades, and capable of making at least 0.5 m in width of multiple parallel
grooves in one pass of the machine. Thickness of the cutting blades shall be capable of
making the required width and depth of grooves in one pass of the machine. The cutting
head shall not contain a mixture of new and worn blades or blades of unequal wear or
diameter. Match the blade type and configuration with the hardness of the existing
airfield pavement. The wheels on the grooving machine shall be of a design that will
not scar or spall the pavement. Provide the machine with devices to control depth of
groove and alignment.
G. Water supply. Water for the grooving operation shall be provided by the
Contractor.
H. Clean-up. During and after installation of saw-cut grooves, the Contractor

must remove from the pavement all debris, waste, and by-products generated by the
operations to the satisfaction of the SO. Cleanup of waste material must be continuous
during the grooving operation. Flush debris produced by the machine to the edge of the
grooved area or pick it up as it forms. The dust coating remaining shall be picked up or
____________________________________________________________________________________________________________
flushed to the edge of the area if the resultant accumulation is not detrimental to the
vegetation or storm drainage system. Accomplish all flushing operations in a manner to
prevent erosion on the shoulders or damage to vegetation. Waste material must be
disposed of in an approved manner. Waste material must not be allowed to enter the
airport storm sewer system. The Contractor must dispose of these wastes in strict
compliance with all applicable government regulations.
I. Repair of damaged pavement. Grooving must be stopped and damaged

pavement repaired at the Contractor‟s expense when, in the opinion of CAG, the result
of the grooving operation will be detrimental to aircraft tires.
E. Grooving at Rapid Exit Taxiway (RET). Grooving shall be saw cut

in a step pattern. The step pattern width shall start at the projecting pavement edge, not
exceeding 102cm in width.
Trapezoidal Groove
____________________________________________________________________________________________________________
Grooving at RET
12.4. Acceptance
a. Acceptance testing. Grooves will be accepted based on results of zone testing.

All acceptance testing necessary to determine conformance with the groove tolerances
specified will be performed by the Contractor.
Instruments for measuring groove width and depth must have a range of at least 12 mm
and a resolution of at least 0.13 mm. Gauge blocks or gauges machined to standard
grooves width, depth, and spacing may be used.
Instruments for measuring center-to-center spacing must have a range of at least 8 cm

and a resolution of at least 0.5 mm.
The Contractor under the supervision of RTO will measure grooves in five zones across
the pavement width. Measurements will be made at least three(3) times during each
day‟s production. Measurements in all zones will be made for each cutting head on
each piece of grooving equipment used for each day‟s production.
____________________________________________________________________________________________________________
The five zones are as follows:
Zone 1 Centerline to 1.5 m left or right of the centerline.

Zone 2 1.5 m to 7.5 m left of the centerline.
Zone 3 1.5 m to 7.5 m right of the centerline.
Zone 4 7.5 m to edge of grooving left of the centerline.
Zone 5 7.5 m to edge of grooving right of the centerline.
At a random location within each zone, five consecutive grooves sawed by each cutting
head on each piece of grooving equipment will be measured for width, depth, and
spacing. The five consecutive measurements must be located about the middle blade of
each cutting head ±100 mm. Measurements will be made along a line perpendicular to
the grooves.
Width or depth measurements less than 4 mm shall be considered less than 5 mm.
Width or depth measurements more than 8 mm shall be considered more than 8 mm.
Width or depth measurements less than 10 mm shall be considered less than 11 mm.
Production must be adjusted when more than one groove on a cutting head fails to meet
the standard depth, width, or spacing in more than one zone.
12.5 Pre-Traffic Evaluation of Constructed Grooved Sections
After the grooves have been constructed and before opening to traffic, the following
measurements will be made for evaluation of the constructed grooves:
a. Dimensions of grooves – After each grooving operation and before opening of

the runway for operation, a joint visual inspection on the completed grooved area will
be carried out by CAG RTO and contractor to identify areas where grooves are less
than 3mm deep.
b. For each area where grooves are found to be deficient in depth, 4 points will be
taken to measure the depth of groove and if more than 2 points are found with its depth
less than 3mm deep, the area is deemed non compliance to the specification. The 4
points are to be selected by CAG RTO from a grid sampling plan defined by
longitudinal lines 3, 6 and 9m left and right of runway or RET centreline.
c. The area for the day's work is considered failed only if the failed areas totaled
up are more than 40% of the total area for the day's work.
____________________________________________________________________________________________________________
d. The Contractor shall submit proposal to The Superintending Officer on

rectification of grooved areas that failed and areas that do not meet the FAA
recommendation as stated in 10.4c.
e. Drainage capacity of grooved surface – This will be estimated for the

trapezoidal-grooved sections using k-permeameter by the contractor. The contractor
will conduct the drainage test at locations identified by CAG officer/RT0.
12.6 Post-Traffic Evaluation of Constructed Grooved Sections
After opening to traffic and for every 500m length of runway grooved, 10 points of
tests shall be performed for the following measurements for evaluation of the
constructed grooves at interval of 3, 6, 9 and 12 months:
a. Dimensional stability/durability of grooves under aircraft traffic –

Adopting the same grid sampling plan as the pre-traffic monitoring, the contractor will
measure the depths and widths at each point of the grid. The points selected shall be
similar location to the points where measurements have been carried out during the pre
traffic condition.
b. Survey of groove distresses – Distress condition survey will be conducted by

the Contractor.
c. Surface texture depth measurements – Equivalent mean texture depth will be

computed based on the groove dimensions and texture depth of the ungrooved sections.
d. Drainage capacity of grooved surface – This will be estimated for the

trapezoidal-grooved sections using k-permeameter by the contractor. The contractor
will conduct the drainage test at locations similar to the points where drainage tests
have been carried out during the pre traffic condition.
12.7 Rubber Deposit Surveys

After opening to traffic, rubber deposit surveys will be conducted at 1 monthly interval.
The surveys will cover rubber deposits from 10(ten) locations each from the following
pavement sections. Each survey will be conducted by the contractor to cover the
following items:
(a) Extent of rubber deposit coverage – For each type of pavement section, estimates
the areas (in square m) covered by rubber deposit in categories of light, medium and
heavy coverage, respectively. Areas of light coverage are those with signs of
intermittent rubber deposits, and areas of heavy coverage are those surface areas
completely covered with a continuous layer of rubber deposits. Medium coverage is for
areas intermediate between light and heavy coverage.
(b) Thickness of rubber deposit coverage -- Estimate the thickness of rubber deposits
at 10(ten) locations for each length of 500m of grooved area. At each location, weigh
the rubber deposit collected by the following procedure.
a. (i) For grooved pavement section, scrap and collect rubber deposit at three
grooves within the area of (200mm by200mm).
____________________________________________________________________________________________________________

07.technical Specification

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TECHNICAL SPECIFICATIONS

1. GENERAL SPECIFICATIONS ON FLEXIBLEPAVEMENT 2-3

2. STONE MASTIC ASPHALT CHANGI (SMAC PG82) 4-30

3. HOT MIX ASPHALT CHANGI (HMAC PG82) 31-56

4. PRECAST REINFORCED CONCRETE PLINTHS 58

5. HIGH DENSITY POLYETHYLENE (HDPE) PIPES 58

6. CELLULOSE FIBRE PALLET 58

7. GENERAL SPECIFICATIONS ON FLEXIBLE 59

8 AIRCRAFT AND NON-AIRCRAFT PAVEMENT 60-65

9. CEMENT TREATED GRADED STONE (CTGS) 66-67

10. AIRCRAFT PAVEMENT MARKINGS 68-83

11. AIRFIELD LIGHTING AND ELECTRICAL SYSTEMS 84-116

12. SPECIFICATION FOR RUNWAY GROOVING 117-122

1 GENERAL SPECIFICATIONS ON FLEXIBLE PAVEMENT MILLING

2 EQUIPMENT AND PLANT

3 REMOVAL OF MILLED MATERIALS

4 METHOD OF MEASUREMENT AND PAYMENT

2 STONE MIX ASPHALT CHANGI (SMAC PG82)

1.1.1 COARSE AGGREGATES

1.1.2 FINE AGGREGATES

1.2 MINERAL FILLER

1.3 POLYMER MODIFIED BINDER

1.3.1 Polymer modified binder shall be styrene-butadiene-styrene (SBS) modified binder,

1.4 PRIME AND TACK COATS

TABLE 1.1 SBS MODIFIED BINDER PROPERTIES

Property Requirement Test Method

High Temperature Performance Grade (PG) PG 82 AASHTO M 320

Softening Point, °C (minimum) 80 ASTM D 36

Viscosity at 135 °C, Pa-s (maximum) 3 ASTM D 4402

Flash Point, °C (minimum) 230 ASTM D 92

Elastic Recovery of Asphalt Binder at 25 °C , 75 ASTM D 6084

Dynamic Shear, G*/sin δ, tested at 82 °C @ 1.0 AASHTO T315

After Rolling Thin Film Oven Test (RTFOT)

Mass Loss, percent (maximum) 1.0 ASTM D 2872

Dynamic Shear, G*/sin δ, tested at 82 °C @ 2.2 AASHTO T315

After Storage, 72 Hours at 180 °C

Difference (softening point top of sample 5 BS EN 13399

2.1 COMPOSITION OF MIXTURE

2.2 AGGREGATE GRADATION

TABLE 2.1 AGGREGATE GRADATION

Sieve Size, mm Percentage by Weight Passing

2.3 JOB MIX FORMULA

a) Percent of wear of coarse and fine aggregate.

d) Percent by weight of flat or elongated particles in coarse aggregate.

TABLE 2.2 SMAC MIX DESIGN CRITERIA

Test Property Requirement Test Method

Number of Blows, on each face of specimen 50 ASTM D 1559

Stability, Newtons (minimum) 7000 ASTM D 1559

Flow, mm 2.5 – 4.0 ASTM D 1559

Asphalt Content, percent (minimum) 5-7 See note a)

Air Voids, percent 2.8 – 4.2 See note b)

Voids in Mineral Aggregate, percent 17 See note c)

Tensile Strength Ratio, percent 80 ASTM D 4867

Draindown, percent (maximum) 0.3 (1 hour reading) ASTM D 6390

Macrotexture Depth, mm (minimum) 1.0 ASTM E 965

Rut Depth, mm (maximum) at 60 degree C 8 AASHTO T324

2.4 CELLULOSE FIBRE PELLET

d) A test temperature of 60 degrees C shall be used.

3. PLANTS AND EQUIPMENT

3.1 ASPHALT MIXING PLANTS

a) Average output capacity in tonnes per hour.

3.2 HAULING EQUIPMENT

3.3 ASPHALT PAVERS