1

CHAPTER9
ReinstatementofPitsandTrencheswithin
RoadsCorridors

MaterialsEngineeringDirectorate

AsApprovedon
1332008

























Ref. : Dr Walaa E.I. Khogali

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Preface

This document is prepared by the Materials Engineering Directorate (MED) in response to a request
made by Roads Projects and Maintenance Directorate (RPMD) and Sanitary Engineering, Planning
and Projects Directorate (SEPPD) to modify current specifications used for reinstatement of pits and
trenches in roads corridors. The Specifications contained herein represents an updated version of
chapter 9 of the Code of Practice for Service Installation (COPSI), which was first produced in May
1986. Although the format and much of the content of the old chapter 9 was kept, significant additions
from a number of the Ministry of Works standards and other sources were utilized in updating the
specifications. The list of references include: General Specifications for Roadworks (revised
September 1997), Section B: Earthworks (1987), Ministerial Decree 194 (issued 2006), and the
Restoration Guide for Road Utility Cuts Project (issued by the National Research Council of Canada in
2004). Beside the information gathered from these references, the task also involved a series of
brainstorming sessions with members from RPMD, SEPPD and RPDD (Roads Planning and Design
Directorate) to identify current reinstatement problems and to address them using a unified approach.
The objectives of the new specifications were to update/modify current procedures used in the
reinstatement process and to consolidate the large number of specification documents currently in use
by various consultants/contractors into one universal specifications document. This is intended to
facilitate the role of the Ministry in administering projects and also to eliminate future confusion among
consultants/contractors related to use of the Ministrys specifications for reinstatement works.
The specifications document is organized into two parts: a main body text and three appendixes. The
main text consists of four sections: general, materials, workmanship and maintenance. The general
section states the scope of the chapter with some definitions. The materials section, together with
Appendix I, lists all types of materials that are used in backfilling and asphalt concrete reinstatement
operations, while the workmanship section provides all construction details related to restoring the
road to its original condition. The workmanship section is structured in order of work-flow, with
activities appearing in several places that correspond to the progression of the construction process. In
this regard, the workmanship section is divided into four sub-sections dealing with cutting and
excavation, backfilling, reinstatement of asphalt concrete layers and restoration of road furniture. The
maintenance section identifies responsibilities of consultants/contractors upon completion of works.
Appendix II contains two standard forms that are used by the Damage Prevention Control Unit (DPCU)
of RPMD to document reinstatement work. Appendix III contains information related to restoring traffic
devices that are disturbed during the excavation process.
It should be noted that as the new document represents only one chapter of the COPSI, the
implementation and interpretation of the specifications contained herein must be carried out in
conjunction with the remaining chapters of the COPSI.
To further the adoption of the new specifications for on-going and future projects, MED will submit the
current draft to H.E. the Minister for his approval. It is also planned that as the Ministrys STANDARD
SPECIFICATIONS FOR CONSTRUCTION WORKS, currently undertaken by Halcraw, is completed,
the newly developed reinstatement specifications will be incorporated as part of these Standards.
As part of the implementation phase of the new specifications, MED in conjunction with other
directorates of the Ministry of Works will organize educational seminars/workshops, which will be
directed towards the various professionals/stakeholders involved with the reinstatement process.
As a final note, MED would like to acknowledge the significant contributions made by all team
members from RPMD, RPDD and SEPPD towards reviewing this document and towards providing
good insights and constructive feedback during all stages of the specifications development process.
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Table of Contents
Preface 2
Table of Contents 3
9.1 GENERAL ................................................................................................................................. 5
9.1.1 Purpose .................................................................................................................................... 5
9.1.2 Definitions ................................................................................................................................ 5
9.1.3 Scope ........................................................................................................................................ 6
9.1.4 Quality control/Quality Assurance ......................................................................................... 6
9.2 MATERIALS .............................................................................................................................. 6
9.2.1 General ..................................................................................................................................... 6
9.2.2 Backfill Materials .................................................................................................................... 6
9.2.3 Tack Coat and Prime Coat ...................................................................................................... 6
9.2.4 Asphalt Concrete Surfacing Materials ................................................................................... 6
9.2.5 Portland Cement Concrete (PCC) Materials .......................................................................... 7
9.3 WORKMANSHIP ....................................................................................................................... 7
9.3.1 General ..................................................................................................................................... 7
9.3.2 Traffic Safety ............................................................................................................................ 7
9.3.3 Pavement Cutting and Excavation ......................................................................................... 7
9.3.3.1 General ..................................................................................................................................... 7
9.3.3.2 Support to Excavations ........................................................................................................... 8
9.3.3.3 Dealing with Ground Water ..................................................................................................... 8
9.3.3.4 Pavement Cutting Guidelines ................................................................................................. 9
9.3.3.5 Excavation Guidelines ............................................................................................................ 9
9.3.3.6 Trench/pit Inspection Prior to Backfilling ............................................................................ 10
9.3.4 Backfilling .............................................................................................................................. 12
9.3.4.1 General ................................................................................................................................... 12
9.3.4.2 Bedding, Laying and Surrounding of Pipes and Cables ..................................................... 12
9.3.4.3 Backfilling Procedure for Trenches in Major Roads (carriageways, hard shoulders and
street car parking) ................................................................................................................. 13
9.3.4.4 Backfilling Procedure for Trenches in Minor Roads .......................................................... 13
9.3.4.5 Testing of Backfill .................................................................................................................. 14
9.3.4.6 Special clause: Backfilling belowFormation level ............................................................. 14
9.3.4.7 Surface preparation prior to asphalting ........................................................................ 14
9.3.5 Reinstatement of Asphalt Concrete surface ....................................................................... 15
9.3.5.1 General ................................................................................................................................... 15
9.3.5.2 Laying and Compaction ........................................................................................................ 16
9.3.5.3 Joints ...................................................................................................................................... 17
9.3.5.4 Opening Road to Traffic ........................................................................................................ 17
9.3.5.5 Surface Finish ........................................................................................................................ 17
9.3.6 Reinstatement of Concrete Paving Blocks used in Footways, Medians and other Block
Paved Areas ........................................................................................................................... 17
9.3.7 Reinstatement of Kerb lines, Edging Kerbs, etc. ................................................................ 18
9.3.8 Reinstatement of Medians, Verges, Parks, Un-surfaced Graded Roads etc. ................... 19
9.3.9 Reinstatement of Embankment Side Slopes ........................................................................ 19
9.3.10 Reinstatement of Affected Traffic Signal Devices, Sensors, Chambers etc. ..................... 20
9.3.11 Completion of works ............................................................................................................. 20
9.4 NOTIFICATION OF COMPLETION TO ROADS DPCU ......................................................... 20
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9.5 MAINTENANCE ...................................................................................................................... 21
APPENDIX I: SPECIFICATIONS FOR REINSTATEMENT MATERIALS ............................................ 22
1. General ................................................................................................................................... 23
2. Backfill Materials ................................................................................................................... 23
2.1 Clean sand ............................................................................................................................. 23
2.2 Type A Fill (unbound road base material) ........................................................................... 23
2.3 Type B Fill .............................................................................................................................. 23
2.4 Excavated materials .............................................................................................................. 24
2.5 Geotextiles ............................................................................................................................. 24
2.6 Lean mix concrete ................................................................................................................. 26
3. Tack Coat and Prime Coat .................................................................................................... 27
4. Asphalt Concrete Surfacing Materials ................................................................................. 27
4.1 Aggregates General ............................................................................................................... 28
4.2 Coarse Aggregates (imported aggregates) ......................................................................... 28
4.3 Fine Aggregates .................................................................................................................... 28
4.4 Filler ........................................................................................................................................ 29
4.5 Bitumen .................................................................................................................................. 29
4.6 Asphalt Surfacing Mixtures .................................................................................................. 29
4.7 Permitted Variation fromJob Standard Mix ........................................................................ 30
4.8 Temperatures for Mixing and Laying ................................................................................... 31
4.9 Density of Compacted Materials .......................................................................................... 31
4.10 Sampling and Testing ........................................................................................................... 32
4.11 Transporting Mixed Materials ............................................................................................... 32
5. Portland Cement Concrete (PCC) Materials ........................................................................ 32
5.1 Cement ................................................................................................................................... 32
5.2 Aggregates for concrete ....................................................................................................... 33
5.3 Sand for concrete .................................................................................................................. 33
5.4 Sand for mortar ...................................................................................................................... 33
5.5 Concrete mixes ...................................................................................................................... 33
5.6 Cement mortar ....................................................................................................................... 33
5.7 Water for mixing and curingconcrete ................................................................................. 34
5.8 Admixtures ............................................................................................................................. 34
5.9 Reinforcement ....................................................................................................................... 34
5.10 Pre-cast Concrete Kerbs and Edgings ................................................................................ 35
5.11 Concrete Paving Blocks ........................................................................................................ 35

APPENDIX II: DPCU STANDARD REINSTATEMENT WORK FORMS .............................................. 36

APPENDIX III: REINSTATEMENT OF TRAFFIC DEVICES ................................................................ 40
1. Specifications for Installation of Traffic Signal Vehicle Detection Loops ......................... 41
2. Removal and Replacement of Traffic Signal Pole and Crash Barriers, Telephone Pillars,
Controller bases etc. .............................................................................................................. 46
3. Reinstatement of Traffic Signal Chambers and Joint Boxes .............................................. 48



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9.1 GENERAL

9.1.1 Purpose
The purpose of this chapter of the Code of Practice is to regulate the processes of excavation,
backfilling and reinstatement/resurfacing of pits and trenches within roadway corridors.

9.1.2 Definitions
The following definitions shall apply throughout this chapter. Terms not explicitly defined under
this clause would be ascribed the meanings common in Civil Engineering Practice.

Roadway:
The full extent of the road reservation including carriageways, shoulders, footways, verges,
medians, on-street car parking, embankment of elevated roads, approaches to bridge
structures and landscaped areas as defined by Royal Decree, by Roads and Highways Code,
by other relevant ordinances that may be adopted from time to time, or as limited by existing
property boundaries.

Major Road:
Major Roads are classified as those roads (Highways and Avenues) included in the most
updated version of the List of Roads not to be excavated without permission of H.E. The
Minister of Works. This list, which is amended regularly by Roads Projects and Maintenance
Directorate, also contains minor roads that are less than 5 years old.

Minor Road:
Any road not defined as a major road. It also includes un-surfaced graded roads.

Formation:
Formation refers to the existing natural sub-grade layer. In the current specifications, the top
level of formation represents the interface that separates the road structure from the natural
ground.

Road Structure:
Road structure refers to the total depth of the combined pavement layers that constitute the
road. In general, road structure is composed of one, or more, asphalt concrete layer, which is
underlain by an unbound road base layer and sometimes a sub-base layer.

NarrowCuts:
Any pit or trench that has width of less than 350mm is considered to be a narrow cut. Narrow
cuts require special reinstatement procedure as will be tackled in the current specifications.

Reinstatement:
The refilling and resurfacing of pits and trenches, carried out immediately on completion of
works for which they were excavated.

Wayleave:
Authority to proceed with works in the roadway, on receipt of approval from all the service
authorities through a procedure established by the Central Planning Unit of the Ministry of
Works. Throughout this specification the term "wayleave" would also mean GSN (General
Service Notifications) and/or EWN (Emergency Works Notifications).

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Roads Engineer:
The Director of the Roads Projects and Maintenance Directorate or his representative on site.
The Roads Engineer shall be responsible for clarification/interpretation of terms appearing in
this specification and also for approving/adopting works carried out during the reinstatement of
pits, trenches and roads furniture.

9.1.3 Scope
The scope of this chapter shall include all works carried out in the pit or trench, involving
cutting and excavation, backfilling and asphalt concrete resurfacing to restore the road to its
original condition. Reinstatement of roads furniture (e.g. pavement markings, kerb-line,
concrete paving blocks used in footways and other areas) also constitutes part of this scope.
Procedures and specifications provided herein shall exclude the method of installation of any
plant or utility. The promoter of excavation shall produce a detailed specification for the
excluded works, which shall cover all aspects affecting the structural integrity and operational
safety of the roadway. No part of the works at the site shall commence until that specification
has been approved by the Roads Engineer.

9.1.4 Quality control/Quality Assurance
It shall be noted that the successful implementation of the specifications set herein is
contingent upon exercising good quality control and quality assurance practices during
construction operations at site. Without this, the specifications will be rendered ineffective in
producing the desired performance of the completed works.

9.2 MATERIALS

9.2.1 General
Unless otherwise stated, material specification clauses refer to Appendix I Specifications for
Reinstatement Materials (attached).
Specifications contained in Appendix I, include materials' definitions, their physical, chemical
and engineering properties, and special handling requirements related to their use/placement
during construction.

9.2.2 Backfill Materials
In accordance with Clauses 2.1, 2.2, 2.3, 2.4, 2.5, and 2.6
Backfill materials are used in bedding and surround of the installed utility and also for filling
trenches/pits up to the level of the underside of the asphalt concrete surface.

9.2.3 Tack Coat and Prime Coat
In accordance with Clauses 3.1 & 3.2
Tack coat is applied between successive asphalt concrete surface layers to ensure proper
bondage between these layers. It is also applied to exposed asphalt concrete cut faces, kerb
surfaces and concrete surfaces receiving asphalt.
Prime coat is applied at the interface between the unbound road base layer and the first
asphalt concrete layer overlying the road base.
9.2.4 Asphalt Concrete Surfacing Materials
In accordance with Clauses 4.1, 4.2, 4.3, 4.4, 4.5, 4.6, 4.7, 4.8, 4.9, 4.10 and 4.11
Asphalt concrete materials include material constituents and mixes made out of these
constituents that are used to restore the asphalt concrete surface to its original condition.
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9.2.5 Portland Cement Concrete (PCC) Materials
In accordance with Clauses 5.1, 5.2, 5.3, 5.4, 5.5, 5.6, 5.7, 5.8, 5.9, 5.10 and 5.11
PCC materials include material components that are used in manufacturing pre-cast concrete
kerbs and edging and concrete paving blocks. These elements, and others of the like,
constitute part of the road furniture that need be restored upon completion of the road
reinstatement work.

9.3 WORKMANSHIP

9.3.1 General
Workmanship referred to in this chapter includes the set of procedures that must be followed
during cutting and excavation, backfilling, and reinstatement of pits and trenches that are
made in both paved and unpaved surfaces.
No work shall commence unless a valid "wayleave" approval exists and a copy is present on
site. The "wayleave" must be approved by all service authorities (this should also include
agencies that are not explicitly listed in the wayleave, such as Bapco, BDF, etc.) and must be
endorsed by both General Directorate for Traffic and Municipality, and all conditions must
have been met.

9.3.2 Traffic Safety
Work shall not commence until appropriate steps have been taken to warn and safeguard
vehicular and pedestrian traffic. Temporary signs, barriers etc. shall be in accordance with the
booklet Traffic Control at Roadworks published and regularly amended by the Ministry of
Works. All traffic Diversion schemes shall comply with clauses in Chapter 8 of COPSI.
Traffic signs, barriers etc. shall be maintained in good and clean condition throughout the
works. If continuing works require amended or extended signing, this shall be subject to the
provisions of this clause.
In the case of deep excavations, concrete barriers or a double set of plastic barriers shall be
placed in front of the sheet piles that are used to support the sides of the excavation.
Permanent road signs shall not be removed or covered without the specific permission of
Traffic Engineering Section of Roads Planning and Design Directorate (RPDD). Where such
permission is granted, the road signs shall, if required by RPDD, be temporarily re-sited in an
approved manner. On completion of the works, any temporarily re-sited signs shall be
restored to their original location unless the works render this impossible and is agreed to by
RPDD.

9.3.3 Pavement Cutting and Excavation

9.3.3.1 General
(i) Before an excavation is commenced, the Contractor shall prepare a record of the state of
the surface, which shall detail ground levels, all features that may require reinstatement
such as speed humps/tables, studs, bollards, sign boards, kerbs alignment, and as much
information as possible about surface and underground drainage. This record shall be kept
and updated as the excavation process progresses and hidden features unveiled. A DPCU
standard form, which shall be used to record this information, is attached in Appendix II.
Digital photographic records shall be taken where so required by the Roads Engineer,
especially to record any existing pre-excavation damages.
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(ii) Excavation may be carried out manually or, where services permit, mechanically. Where
mechanical excavators are used, precautions shall be taken to avoid damage to adjacent
asphalt surfaces by tracks, jacking plates, bucket teeth or any other means. Pits and
trenches should only be large enough to accommodate the installation under construction
together with adequate working space for backfilling/reinstatement operations. They should
not, however, have a width less than 500mm to allow for mechanical compaction of backfill.
(iii) For underground structures, there shall be a minimum clearance of 500mm all-around the
subject structure to allow for mechanical compaction of backfill.
(iv) Sides of excavation must be made and kept vertical; battering of sides would not be
permitted without the written permission of the Roads Engineer.
(v) Turf, topsoil, paving and other surfacing materials shall be stripped separately from the
subsoil and stored separately for re-use or disposal, as directed by the Roads Engineer.
(vi) Excavated subsoil materials required for re-use shall be stored, in such a manner, so as not
to interfere with the safe passage or amenity of the General Public. Excavated subsoil
materials not required for re-use must be removed from the site and disposed off
immediately.
(vii) Laying of services across major roads would not be permitted by open excavation (unless
technically judged as safe and endorsed by the Roads engineer). Non disruptive tunneling,
thrust boring or other suitable non destructive methods, as approved by the Roads Engineer
must be used in such cases.
(viii) Use of explosives for any purposes will not be permitted.

9.3.3.2 Support to Excavations
(i) Excavations shall be adequately supported at all times to the satisfaction of the Roads
Engineer to prevent any ground movement, which could diminish the width of the trench,
cause injury or delay or endanger adjacent services, structures or road surfaces.
(ii) Supports shall be properly maintained until the permanent work is sufficiently advanced to
permit their removal and shall be left in if specified or instructed by the Roads Engineer.
(iii) Trench supports shall be so arranged to permit withdrawal during the placing of the pipe
bedding so as to prevent voids.

9.3.3.3 Dealing with Ground Water
(i) All excavations shall be kept free from water. In this respect, the Contractor's attention is
drawn to the very high water table throughout much of Bahrain and the relatively high
permeability of much of the strata.
(ii) Arrangement for the disposal of water shall not jeopardize the stability of any structures.
(iii) Pumping of water into drainage or sewerage systems either directly or indirectly shall not be
carried out without the appropriate permit as described in Chapter 3 of the Code of Practice
for Service Installation. All procedures proposed by the Contractor to dispose of ground
water must be approved by the Roads Engineer prior to their use.
(iv) Dewatering methods may include temporary drains, intercepting ditches, cut-off drains, sub-
drains, sumps, wells pumps, well-points or other dewatering equipment and shall include all
other materials and equipment necessary to keep surface water and ground water out of the
excavation. The water table shall be maintained at least 300mm below formation level
continuously until construction therein has been completed to ensure that no damage due to
floatation, hydrostatic uplift or other causes.
(v) All necessary precautions shall be taken to prevent any adjacent ground from being
adversely affected by loss of fines through any dewatering process. Silt traps shall be
provided on pumped ground water discharges where directed by the Roads Engineer.
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(vi) Unless otherwise agreed by the Roads Engineer, all well-points, sub-drains, sumps and
similar temporary works shall be kept clear from the permanent works and when they cease
to be used shall be finally filled with compacted load bearing fill material, grout, or sealed
with concrete at intervals to the level of the underside of the permanent works. Particular
care should be taken to avoid undermining any part of the new or existing works due to the
method adopted for the removal and disposal of water.
(vii) No pipes or culverts in the new or existing works shall be used for the removal and disposal
of water without the written permission from the Roads Engineer. Should such permission
be given, the Contractor shall be responsible for cleaning out and removing all silt, etc. and
for making good any damage whatsoever resulting from such use.
(viii) The Contractor shall not allow water arising from his works to discharge on to areas of open
ground.

9.3.3.4 Pavement Cutting Guidelines
The objective of pavement cutting guidelines is to produce an aesthetic and sound cutting
procedure that will not adversely affect adjacent roadway sections.
Cutting process shall follow the guidelines given below:
(i) Pavement cutting shall be performed in straight lines whenever possible.
(ii) The approximate asphalt cutting area is to be demarcated and cut by saw cutter to unbound
base course level to prevent damage to adjacent asphalt during asphalt excavation and
lifting. In the case where such equipment is not available, cutting can be performed using a
pneumatic pavement breaker (jackhammer). In such case, however, extreme care should
be exercised in order to prevent damage to adjacent existing asphalt.
(iii) Saw cutting shall be stopped at or just short of the corners of the demarcated cut area to
avoid over-cutting, which may lead to propagating cracks in the future.
(iv) After cutting the edges of the trench, removal of asphalt concrete pieces from within the cut
area shall be performed with care to avoid lifting and breaking the roadway pavement
beyond the cut borders.
(v) Unless judged unfeasible, the excavated area shall have a maximum of four sides that are
parallel and perpendicular to the direction of traffic.
(vi) Whenever a side of a cut is parallel to and coincides with a wheel path, the pavement
should be cut back 300mm beyond the originally planned cut edge. Determination of the
location of the wheel path is left to the judgment of the Roads Engineer.
(vii) Whenever a side of a cut falls within 450mm of an existing joint, an isolated crack or an
enclosure (e.g. manhole) and the wheel path falls in between, the pavement cutting shall be
extended to that joint, crack or enclosure.
(viii) Whenever a side of a cut falls within 500mm from a kerb line/edge line of asphalt, pavement
cutting shall be extended to the kerb line.

9.3.3.5 Excavation Guidelines
(i) Excavation shall begin only after satisfying all pavement-cutting requirements (Clause
9.3.3.4).
(ii) Excavation shall be conducted in a manner so as to avoid lifting and damaging road
sections adjacent to the trench/pit. In the event lifting occurs, cutbacks shall be performed to
remove affected areas.
(iii) Pavement protection measures shall be properly deployed when excavating using
mechanical equipment such as backhoes. Wood or rubber shall be placed on the road
under stabilizers to prevent breaking or chipping of the road surface. The use of equipment
supported on steel tracks shall be avoided to prevent damage to the road caused by
movement of this type of equipment.


(iv)
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10

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11


Figure 1b: Stage 1 Backfill belowundercut

Figure 1c: Stage 2 Remove hanging AC part above undercut &continue backfill

(v) When the extent of sloughed area (dimension "e" shown in Figure 2a) exceeds 300mm, a
corrective measure is required depending on the depth of sloughed area (dimension "d" in
Figure 2a) below the road surface.
If sloughing is at a shallow depth (d 450mm), one of two alternatives is considered:
i. Alternative 1: Extend excavation to the road surface to remove material
above the sloughed location as shown in Figure 2b.
ii. Alternative 2: Use wet lean concrete mix to occupy the sloughed location
following the two steps shown in Figure 2c.
If sloughing is at a deep location (d > 450mm), no special action is required. However,
special attention shall be given to compaction of the material used to fill the sloughed
area.


Figure 2a: Sloughing


Figure 2b: Alternative 1 for rectifying sloughing
1
2
e
d
Step 2
Step 3
AC surface
12




Figure 2c: Alternative 2 for rectifying sloughing

9.3.4 Backfilling

9.3.4.1 General
(i) For verges, medians and graded (unpaved) roads, backfilling of trenches shall be brought
up to ground level. Where the ground surface on the line of the trench consists of sweet soil,
the upper section of the backfill shall be sweet soil of the thickness described, or the same
thickness and quality of soil as the surrounding ground.
(ii) For trenching in carriageways or other paved areas, backfilling operations involve the
refilling of the excavated cut from the level of pipe/cable bedding and surround to just below
the underside of the most bottom asphalt concrete layer (in the case of multi AC layers).
(iii) Backfilling, shall, wherever practical be undertaken immediately after the specified
operations preceding it have been completed. The materials specified in Appendix I
(clauses 2.1 to 2.6), shall be deposited in layers and compacted in accordance with the
procedures of refilling excavations detailed below. Care should be taken to compact the
material evenly without dislodging or damaging the installed pipes.
(iv) Procedures that govern backfilling of pits and trenches in roadway corridors are dictated by
two factors:
a. Category of road in which trenching was performed (major versus minor roads).
b. Size of cut/trench (wide versus narrow).

9.3.4.2 Bedding, Laying and Surrounding of Pipes and Cables
(i) Immediately following the inspection of the excavated trench/pit (as described in Clause
9.3.3.6), bedding material conforming to the specifications set in Appendix I: Clause 2.1
shall be laid and compacted to 95% maximum dry density (MDD) as determined in
accordance with method 3 of BS 1377: Part 4: 1990.
(ii) After the pipe/cable is being laid on the bed and the pipeline is tested, the completion of
bedding and surrounding of the pipe is to be carried out immediately. The bedding and
surround shall be brought up equally on both sides of the pipe, ensuring that it is in contact
with the underside of the pipe barrel, and be carefully compacted in layers not exceeding
150mm thickness. The material used in pipe/cable surround should comply with the
specifications set in Appendix I: Clause 2.1.
(iii) For rigid pipes, the compacted surround backfill shall be taken up to a height of 300mm
above the top of the pipe barrel. For flexible pipes, the surround shall extend to 150mm
above the top of the pipe barrel.

Step1
Backfill

Step 2
Wet Lean
Concrete mix
13


9.3.4.3 Backfilling Procedure for Trenches in Major Roads (carriageways, hard shoulders and
street car parking)
Backfilling of trenches made in roads designated as major roads (see Clause 9.1.2:
Definitions) shall adhere to the following procedure:
(i) The first 600mm depth immediately below the underside of the asphalt surface shall be
backfilled with Dry Lean Mixed Concrete (as specified in Appendix I: Clause 2.6) placed in
layers not exceeding 150mm per layer and compacted to 95% of the Standard Wet Density
(as defined in clause 2.6.11 of Appendix I).
(ii) The next 300mm depth shall be backfilled with Type A Fill (as specified in Appendix I:
Clause 2.2) watered to its optimum water content and compacted in layers not exceeding
150mm per layer to achieve 98% MDD as determined in accordance with method 3 of BS
1377: Part 4: 1990.
(iii) The remaining depth up to the pipe/cable surround shall be backfilled with approved Type B
Fill (as specified in Appendix I: Clause 2.3), placed in layers not exceeding 200mm loose lift
thickness and compacted to achieve a final thickness of 150mm. Each compacted layer
shall achieve a field density equal to or greater than 95% MDD as determined in accordance
with method 3 of BS 1377: Part 4: 1990.
(iv) Compaction of all backfill layers shall be certified by a representative of the Utility Authority
originating the works. A copy of this certificate shall be presented to the inspecting Roads
Engineer prior to asphalt reinstatement.
(v) When working around manhole structures, adequate working space of a minimum 500mm
must be maintained at all times for ease of compaction operations. In the case when this is
not feasible, the whole area shall be backfilled with Wet Lean Mixed Concrete, which should
be watered to its optimum water content and then discharged at site as slurry that compact
under its own weight.

9.3.4.4 Backfilling Procedure for Trenches in Minor Roads
Backfilling of excavated pits and trenches in minor roads (see Clause 9.1.2: Definitions) shall
proceed as follows:
(i) The first 300mm depth immediately after the underside of asphalt surface shall be backfilled
with Type A Fill (Appendix I: Clause 2.2) watered to its optimum water content, placed in
layers not exceeding 200mm loose lift thickness and compacted to achieve a final thickness
of 150mm. Each compacted layer shall achieve a field density equal to or greater than 98%
MDD as determined in accordance with method 3 of BS 1377: Part 4: 1990.
(ii) The remaining depth up to the pipe/cable surround shall be backfilled with approved Type B
Fill (Appendix I: Clause 2.3) watered to its optimum water content, placed in layers not
exceeding 200mm loose lift thickness and compacted to achieve a final thickness of
150mm. Each compacted layer shall achieve a field density equal to or greater than 95%
MDD as determined in accordance with method 3 of BS 1377: Part 4: 1990.
(iii) Use of excavated materials in backfill operations will only be permitted as a substitute for
Type B Fill if the excavated material is tested and found to conform to the specifications set
for Type B Fill (Appendix I: Clause 2.3). In such case, the Contractor should submit to the
Roads Engineer records of test results showing conformance prior to the use of the
material.
(iv) Compaction of all backfill layers shall be certified by a representative of the Utility Authority
originating the works. A copy of this certificate shall be presented to the inspecting Roads
Engineer prior to asphalt reinstatement.
(v) When working around manhole structures, adequate working space of a minimum 500mm
must be maintained at all times for ease of compaction operations. In the case when this is
not feasible, the whole area shall be backfilled with Wet Lean Mixed Concrete, which should
14


be watered to its optimum water content and then discharged at site as slurry that compact
under its own weight.
(vi) For narrow trenches (width 350mm), the full depth of the trench shall be backfilled with
Wet Lean Mixed Concrete.

9.3.4.5 Testing of Backfill
(i) The Contractor shall provide testing apparatus and carry out tests as is necessary for the
monitoring of backfilled soil properties. He shall maintain a daily log of tests carried out and
provide the Roads Engineer with a copy of the log to be countersigned by the Roads
Engineer.
(ii) Tests to determine the dry density/moisture content relationship (as per method 3 of BS
1377: Part 4:1990) and in-situ density and moisture content (as per method 2.2 or 2.5 of BS
1377: Part 9: 1990) shall be carried out as directed on site by the Engineer. The frequency
of testing will depend on the consistency of material and test results but unless otherwise
instructed or agreed to shall be as follows:
(a) dry density/moisture content relationship - one test per 150m of trench
(b) dry density and moisture content of compacted soil - 10 tests per 150m of trench
per compacted layer of 150mm
(iii) When testing for field density for each compacted layer, at least 9 out of every 10 locations
tested shall achieve the target density (whether 98% or 95% MDD).
(iv) Prior to the commencement of excavation, the Contractor shall submit to the Roads
Engineer for approval a method statement for testing backfill. This statement shall include
details of:
(a) the methods and equipment proposed for measuring density/moisture content
relationship, in-situ density and moisture content (including sources of pouring sand
where required for the sand replacement method);
(b) the name and address of any proposed independent testing laboratory.

9.3.4.6 Special clause: Backfilling belowFormation level
(i) When excavation work extends below the top level of formation (i.e. bottom of road
structure), a geotextile filter fabric shall be used to separate the new backfilled material from
the material that naturally exists at that level.
(ii) The depth through which the use of the filter fabric is deployed shall extend from the bottom
of the trench and up to 300mm above the top level of formation.
(iii) The required physical, mechanical and hydraulic properties of filter fabrics shall be as
specified in Appendix I: Clause 2.5.
(iv) The geotextile material shall be supplied in roles to widths to suit the work.
(v) After excavation and trimming to the required profile, the filter fabric shall be unrolled over
the prepared formation and care should be taken to ensure that the material is dressed well
into the sides and bottom of the trench so that subsequent placement of the backfill material
does not impose a strain on the fabric or cause it either to tear of pull away from the trench
sides leaving voids. Joints or laps between successive sheets of the geotextile shall be
formed in accordance with the manufacturers instructions.
(vi) Continuation of backfilling above the depth at which the fabric filter is installed shall then
follow the procedures described in Clause 9.3.4.3 or Clause 9.3.4.4 as appropriate.

9.3.4.7 Surface preparation prior to asphalting
(i) Prior to reinstating the asphalt concrete surface, the edges of the existing surface shall be
cut back to give a regular shaped, straight sided area free of deformed or cracked surfacing
that was affected by trenching work. The cut back shall be at least 150mm outside all edges
of the excavation. The surfacing shall be cut by a saw or by pneumatic or hydraulic breaker
15


to give a vertical clean edge. The edges of reinstated areas are required to be either parallel
or perpendicular to the direction of traffic flow.
(ii) The area to be reinstated shall then be shaped and compacted to 98% MDD as determined
in accordance with method 3 of BS 1377: Part 4: 1990. Any excess fines, loose materials
and windblown dust shall be removed and the surface be made clean.
(iii) The prepared surface shall be treated with a prime coat of Road Oil (see Clause 3.2 in
Appendix I), sprayed at a rate of between 0.7 1.0 l/m
2
.

The Road oil is to be applied
uniformly by the use of a hand operated pump spray apparatus unless the use of vehicular
tank-spraying pressure unit complying with BS 1707 is specifically instructed by the Roads
Engineer in writing.
(iv) Care shall be taken to protect the surfaces of all structures such as kerbs from being marred
or defaced during the application of the prime coat.
(v) On completion of the spraying operation, the area primed shall be closed to traffic for a
period sufficient to allow for proper penetration and curing.
(vi) Exposed faces of existing asphalt surfacing and all exposed concrete surface within the
excavated trench shall be painted with hot bitumen or tack coat.

9.3.5 Reinstatement of Asphalt Concrete surface

9.3.5.1 General
(i) The asphalt pavement is to be reinstated to its original thickness as per the guidelines given
in Table 1 below and would include one layer of 50mm thick wearing course of TM5 and
appropriate number of base course layers of B28 mix (see Appendix I: Clause 4.6). Asphalt
should be obtained only from Ministry of Work's approved supplier(s). Mix type is subjected
to regular amendment and up to date mix design must be obtained from Roads Engineer
before start/tendering of projects.
Table 1: Reinstated asphalt concrete thicknesses
Original Thickness Reinstated thickness
Less than 50mm 50mm
Between 50mm to 75mm 75mm
Above 75mm (for major roads) Original thickness.
Above 75mm ( for minor roads) Original thickness to a maximum of 125mm

(ii) For major roads and minor roads less than five years old, the laying of the asphalt concrete
wearing course shall extend over the full width of all affected traffic lanes by cold milling the
additional pavement areas and placing asphalt using a mechanical paver.
(iii) For minor roads older than five years, irregular shaped (stepped or L-shaped) reinstatement
is not permitted unless the length of each step is not less than 15 meters and offset of each
step is not less than 300mm (except around manhole structures).
(iv) For minor roads older than five years, the reinstatement area should be located at a
minimum clearance of 500mm from the edge of kerb line/asphalt edge, building line, or
adjacent reinstatement. If minimum clearance cannot be maintained then the reinstatement
should be extended to the edge. All manholes to be constructed in the carriageway are
required to be reinstated full lane width or if the trench affects both lanes full road width
reinstatement is required. Manhole levels shall be kept flush with the road level.
(v) Trenches made in car park areas of major roads and minor roads less than 5 years old shall
be reinstated over the full width of the affected area and asphalt is required to be placed
using a mechanical paver machine only.
(vi) Trenches in footways shall be reinstated over the full width of the affected length of the
footway and by using paving blocks only if the length of excavation exceeds 10 meter. For
16


length less than 10 meters, full width reinstatement with asphaltic concrete matching with
existing thickness is required. Procedure for reinstating footways using paving blocks is
described in Clause 9.3.6.
(vii) All street furniture, including road marking and studs etc. removed during the course of
works are required to be replaced immediately following completion of the reinstatement.
(viii) Disturbed kerb-lines, edging kerbs etc. shall be reinstated using the procedure described in
Clause 9.3.7.
(ix) Disturbed medians, verges etc. shall be reinstated using the procedure outlined in Clause
9.3.8.

9.3.5.2 Laying and Compaction
(i) Asphalt surfacing shall be laid at a temperature in accordance with Clause 4.8.2 as
specified in Appendix I.
(ii) Asphalt mixes, prepared as per the specifications given in Clause 4 in Appendix I, shall be
placed in layers of thickness not exceeding those given in Table A-8 and shall be spread
using a mechanical paver. The use of manual methods (heated shovels and rakes) will only
be permitted for trenches made in minor roads older than five years and where the width of
the reinstatement is less than the full width of the traffic lane.
(iii) Where manual (hand) spreading and tamping is allowed in accordance with the foregoing
clause, the mixed material is to be dumped on delivery upon an existing hard clean surface
or on approved metal sheets outside the area where it is to be spread and it is to be
distributed into place immediately by means of a hot shovel. It is to be spread with hot rakes
in a uniformly loose layer to the full depth required. Raking shall be minimized to avoid
segregation of the asphalt mix constituents.
(iv) Each course of bituminous material is to be adequately and uniformly compacted at
temperatures not less than those specified in Clause 4.8.2 in Appendix I.
(v) Compaction of asphalt concrete layer courses shall be carried out using approved
compaction equipment which has been shown capable of obtaining density of not less than
98% of the "Job Standard Mix Density" defined as described in Clause 4.6 (Appendix I). The
use of Nuclear Density gauges (as per Method 2, Clause 2.5 in BS 1377: Part 9: 1990) shall
be adopted to ensure the achievement of the required density.
(vi) In multi-layer construction of asphalt concrete surfacing, tack coat is to be applied uniformly
by vehicular, mechanical, tank-spraying pressure units complying with BS 1707 as
appropriate, at a spread rate of 0.2 0.5 l/m
2
. Tack coat shall not form ponds in hollows and
shall be allowed to break before next layer of asphalt is laid.
Where the shape or size of the area of the reinstated trench precludes vehicular access
then, with the approval of the Roads Engineer, hand pressure spraying equipment will be
permitted.
(vii) With the exception of necessary construction vehicles, traffic is not to be allowed on the tack
coat.
(viii) Care shall be taken to protect the surfaces of all structures such as kerbs from being marred
or defaced during the application of the tack coat.
(ix) If instructed by the Roads Engineer, the Contractor shall submit for approval, a certificate of
test from an independent test authority not more than three months old, showing that the
uniformity of distribution from the spray bar of each vehicular mechanical tank-spraying unit
meets the requirements of the appropriate British Standard. If instructed by the Roads
Engineer, the distributor shall be checked at least once in every month to ensure consistent
rates of spread, and the certificates submitted to the Roads Engineer.

17


9.3.5.3 Joints
In reinstating trenches over the full-width of one or more traffic lane(s), treatment of
longitudinal and transverse joints should follow the procedure described below:
(i) The width of spread shall be such as to provide for the off-setting of longitudinal joints in
multi-layer construction by a minimum of 300mm.
(ii) Longitudinal joints of asphalt concrete base and wearing courses shall be trimmed as
vertical as possible by mechanical or manual means to be approved by the Engineer.
(iii) Transverse joints of both asphalt concrete base and wearing courses shall be cut back
sufficiently to ensure correct profile, thickness and compaction of the joint. This will also
apply to joints to existing pavements. Bases courses and wearing courses are to be laid to
break transverse joints by at least 600mm.
(iv) The exposed edges of the frames of manhole covers, gully gratings, kerbs and similar
projections against which the new pavement will abut, are to be thoroughly cleaned and
coated with bitumen. The new pavement is then to be tamped around and against the
projection to such a depth that, on completion of compaction, the finished surface of the
wearing course is level with the top of the projection. Paved areas are to be dished to the
frames of gully gratings, etc. with the dishing being formed in both courses of two-course
construction.

9.3.5.4 Opening Road to Traffic
(i) Asphalt layers shall not be opened to traffic until the asphalt temperature of the final layer,
measured at the surface is 40
0
C.
(ii) Traffic shall not be permitted on final layer of asphalt until the reinstallation of all road
markings that was disturbed due to trenching works, has been completed at the expense of
the promoter of the excavation.

9.3.5.5 Surface Finish
The completed surface of the asphalt reinstatement shall not deviate by more than 5mm from
a straight line between the edges of the adjacent existing asphalt.

9.3.6 Reinstatement of Concrete Paving Blocks used in Footways, Medians and other Block
Paved Areas
Where excavations are made in footways, medians and other block paved areas,
reinstatement of the affected paving blocks area shall be carried out as per the following
procedure (this is to be implemented after backfilling the trench as per clause 9.3.4.4, while
keeping the compacted thickness of Type A material as 150mm instead of 300mm):
(i) Care should be exercised not to damage any blocks while removing and any damaged one
is to be replaced with a new one of matching pattern, quality, size and color. The blocks
shall be removed by hand.
(ii) Each paving block shall be cleaned individually to remove sand and other foreign materials
deposited on its surface especially at the bottom surface before reusing. Sides of the
existing block paved surface at edges shall be cleaned thoroughly of any foreign materials,
sand etc.
(iii) Immediately prior to preparing the sand bed for the reinstatement of the blocks, two
additional rows of blocks shall be removed from the edge of the excavated area. The
remaining existing sand bed shall be cut back and carefully removed and the caked sand
shall be scraped from the exposed blocks' edges.
(iv) Fresh sand shall be laid to approximately two thirds of the target finished thickness and fully
compacted with a plate compactor to a level, which is below the adjacent existing
compacted sand. The plate compactor shall have a plate area of not less than 0.25m
2
and
18


be capable of transmitting an effective force of 75 kN/m of plate at a frequency of vibration
in the range 75 100 Hz.
Additional un-compacted sand shall then be spread over the area and trimmed to stand
slightly proud of the underside of the adjacent existing blocks. A notched screed board may
be used for this purpose. Where the blocks lie in the carriageway, a slightly cambered
profile shall be formed to counter any tendency for the laying course to settle with trafficking.
Generally, the loose sand will be higher by 6mm at the edges and 12mm at its centre where
a cambered profile is used.
(v) The blocks shall then be put into place in the bond pattern of the surrounding area ensuring
that the joints remain wide enough for sand filling. As a guideline, a space of 2mm between
each two adjacent blocks is to be left to enable penetration of the joint filling sand. The
blocks will be placed in position and not tamped down in any way except when the final
blocks are laid, when a rubber hammer may be used to lightly tap them into place. Only
whole blocks may be used. Cut blocks will not be permitted except adjacent to obstructions
or projections.
(vi) Where pavement areas abut to kerbs, edge restraints, iron works, road signs etc. the blocks
shall be cut to fit any resultant spaces. Any residual gap less than one third the plan area of
a whole block may be filled with matching masons mortar of matching color and with
chamfers shaped to suit. Cut edges of blocks shall have appropriate matching chamfers
formed prior to incorporation in the works.
(vii) When the blocks have been re-laid and bonded to the existing pavement on either side of
the trench, the surface course shall be fully compacted using a plate compactor as
described in Clause 9.3.6.iv above. The compaction must be carried out as soon as
possible after laying but not within one meter of any unrestrained edge of the pavement.
Apart from this edge strip, no paving block will remain un-compacted at the end of any day's
work.
(viii) After compaction of the surface course, dry silica sand complying with the grading for
jointing sand shall be spread over the surface and brushed into the joints. A material which
would stain the block must not be used. The block paving area shall then be re-vibrated
using the plate compactor and the surface sanding and vibration repeated until complete
filling of the block to block joints is achieved. Surplus sand shall only be removed prior to
trafficking.
(ix) The final surface shall be within 5mm of the true surface level when measured under a 3m
straight edge and the surface of the adjacent blocks shall not show any difference in level in
excess of 2mm.
(x) At suitable intervals during contract period, to be decided upon by the supervising engineer,
and also at the end of the defects liability period, extra sands shall be spread on the surface
and shall be vibrated so that the joints shall remain filled.

9.3.7 Reinstatement of Kerb lines, Edging Kerbs, etc.
Where excavations cross kerb lines the following procedures should be observed:
(i) Kerbs shall be removed carefully and stored for reuse.
(ii) Concrete backing and foundation shall be broken out over the extent of the works.
(iii) On completion of backfilling, the kerb foundation shall be recast using concrete class
C45/20 (see Appendix I: Clause 5.5), and incorporating 12 mm diameter dowel bars 200
mm long, equally spaced, two behind each kerb.
(iv) Kerbs shall be re-laid and bedded in a layer of Class 1 mortar, not less than 10mm and not
more than 40mm thick.
(v) Any expansion joint encountered should be made good as found and all other joints should
be pointed with Class 1 mortar if the existing kerbs were so pointed.
19


(vi) Kerbs shall be backed with concrete class C45/20.
(vii) For radii of 12m or less, precast radius kerbs as per BS7263 shall be used. i.e. 1m, 2m, 3m
, 4.5m, 6m, 7.5m, 9m, 10.5m & 12m. Use of half kerbs shall be at the discretion of Roads
Engineer if existing radius is non-standard or the pre-cast radius kerbs are unavailable.
(viii) Any unit of kerbs and edging deviating more than 3mm in 3m length from line and level shall
be made good by lifting and relaying correctly.
(ix) On completion of reinstatement of kerbs, all exposed rear surfaces shall be treated with two
coats of approved bituminous paint.
(x) Overall, the kerb reinstatement shall comply with the Standard Road Construction Drawings
SRCD 10.02 and 10.03.

9.3.8 Reinstatement of Medians, Verges, Parks, Un-surfaced Graded Roads etc.
(i) When part of the trenching work involves medians, verges, un-surfaced graded roads and/or
park areas, the excavation shall be backfilled up to the surface level/underside of sweet soil
level.
(ii) Each backfilled layer shall achieve a compacted field density equal to or greater than 95%
MDD as determined in accordance with method 3 of BS 1377: Part 4: 1990.
(iii) Where verges, medians etc. are cultivated, no plants, shrubs or trees shall be removed
without explicit permission of the Ministry of Municipalities and Agriculture.
(iv) In cultivated areas and parks, topsoil and sweet sand dug during excavation shall be
carefully laid aside to be reused upon completion of the reinstatement work. The surface to
be top soiled shall be loosened to a depth of 200mm and topsoil replaced on it to the
specified depth without compaction. The Contractor shall import additional topsoil required
to make up any deficiency.
(v) Areas where grass is to be sown, shall be worked to a fine tilt, leveled, graded and rolled
with a light roller. The seed shall be sown evenly at the specified rate of application in the
proper season and in suitable weather conditions. Restoration and re-seeding of any areas
where the new grass in unsatisfactory or inadequate shall be carried out by the Contractor
as instructed. Newly sown grass shall be regularly watered and shall receive at least one
cutting.

9.3.9 Reinstatement of Embankment Side Slopes
(i) Steep embankments are defined as those having side height equal or greater than 1.50 meters and
side slope of more than 45
0
.
(ii) Excavation on the side slope of steep embankment is generally not permitted. However, where such
situation is unavoidable, prior approval from the Roads Engineer must be obtained in writing. The
Roads Engineer, at his discretion, may approve the excavation based on analyzing the risk factor
that the excavation may pose to the stability of the embankment.
(iii) During backfilling of the approved excavation, the surface width of each backfilled layer is required to
be widened to provide a surface width on top of filled layers of not less than the width of the
compacting equipment or 350mm, whichever is greater. After completion of backfilling of all layers,
the surface of the embankment side slope is required to be trimmed to match with that of the existing
embankment slope. Each compacted layer shall achieve a field density equal to or greater than 95%
MDD as determined in accordance with method 3 of BS 1377: Part 4: 1990. The most top layer shall
achieve 98% MDD or greater.
(iv) The top most compacted layer of the reinstated surface of the side slope is required to be protected
by rock armor protection/cement sand mortared stone pitching as specified in Clause 622 of the
General Specification for Roadworks issued by the Ministry of Works (revised September 1997).


20


9.3.10 Reinstatement of Affected Traffic Signal Devices, Sensors, Chambers etc.
(i) When part of the trenching work affects existing traffic signal loops and sensors, the
affected items shall be removed and replaced as per the specifications given in Clause 1 in
Appendix III.
(ii) When part of the trenching work affects existing traffic signal poles and surrounding crash
barriers etc., the affected items shall be removed and replaced as per the specifications
given in Clause 2 in Appendix III.
(iii) When part of the trenching work affects existing traffic signal chambers and joint boxes, they
shall be rebuilt as per the standard drawing given in Clause 3 in Appendix III.

9.3.11 Completion of works
(i) All reinstatement works shall proceed expeditiously and immediately upon completion of
service installation. All reinstatement works including backfilling and final layer surfacing
must be completed within the time limits indicated in the following table:
Table 2: Permitted time for completion of reinstatement work
Length of the excavation Maximum time to be taken for
reinstatement
1 to 10 Meters One day
11 t0 50 Meters Three days
Above 50 Meters In stages with prior approval from Roads
DPCU

(ii) No part of the trench would be opened to traffic without completing final layer reinstatement.
Where this is unavoidable due to traffic movement, it may be opened to traffic provided that
the trench section would be covered with steel plates of sufficient thickness to safely bear
the traffic load. Steel plates shall firmly be fixed to the ground to prevent movement under
wheels and final layer reinstatement shall be completed within the time limits specified in
9.3.9. i.
(iii) Written permission from Roads Damage Prevention Control Unit (DPCU) would be required
for temporary opening of un-surfaced trenches to traffic.
(iv) The time limits listed in clause 9.3.9.i must be complied with for all excavation works in
public roads. The following punitive measures will be taken against violators of these
requirements:
a. Issuance of warning letter upon first violation.
b. Temporary suspension for a month from doing any excavation in public roads if
violation is repeated.
c. Recommendation to the concerned Utility to permanently suspend the contractor if
repeated violations are observed.

9.4 NOTIFICATION OF COMPLETION TO ROADS DPCU

(i) On completion of entire reinstatement work under a project, the promoter Utility shall notify
Roads Damage Prevention Control Unit by submitting a standard asphalt/block paved area
reinstatement form (Form 2 in Appendix II).
(ii) On submission of asphalt inspection form, work on that project would be deemed to be
complete and no further excavation/reinstatement work would be allowed under this
wayleave. Any further work including rectification would be presumed as a new work and
hence a new inspection form has to be issued.
(iii) No final payment shall be made without satisfactory initial inspection of the reinstatement by
the Roads Engineer.
21


9.5 MAINTENANCE

(v) The reinstatement work described in this Specification shall be placed under a defects
liability period as stated in Promoter Utility specifications starting from the day of completion
of the reinstatement. During this period, the Consultant/Contractor who performed the
original work will be retained as the sole party responsible for carrying out all maintenance
activities (at his own cost) related to the completed work. Upon satisfactory completion of
the defects liability period, Roads Projects and Maintenance Directorate would adopt the
reinstatement work and will take over any future maintenance responsibilities except for
large scale failures due to non adherence to specification in relation to materials and
workmanship.
(vi) No retention money at the end of the defects liability period shall be released without final
adoption of the reinstatement work by Roads Engineer.


22


















Appendix I: Specifications for Reinstatement Materials
23


1. General
Reinstatement materials referred to in this appendix include all materials used in backfilling
operations as well as materials used to restore the asphalt concrete road surface.
Specifications for these materials together with special handling requirements related to their
use/placement during construction are given in various sections of this appendix.

2. Backfill Materials
Backfill materials include materials used as bedding and surround to the installed utility and
materials used in filling trenches/pits up to the level of the underside of the asphalt concrete
surface/paved blocks surface. Various material types that are permitted for use in backfilling
are described in this appendix. The use of a particular material type depends on the road
category, in which the excavation is made, the depth of the excavated layer and constraints
existing on site. Specifications for backfill materials are contained in Clauses 2.1 to 2.6.

2.1 Clean sand
Clean sand shall be used as bedding and surround material around the installed utility. When
placed, this material should be properly compacted to specified field density. The material can
either be desert or marine sand and shall be thoroughly washed and screened to be free from
organic and other deleterious materials. The material shall be non-plastic, of maximum size
5mm and contains no more than 10% fines passing the 75 micron sieve. The soluble sulphate
content in the material shall not exceed 2 g of sulphate (as SO
3
) per litre when tested in
accordance with Method 5 (clause 5.3) of BS 1377: Part 3: 1990.

2.2 Type A Fill (unbound road base material)
2.2.1 Granular Type A fill material shall be good hard well graded material, screened and crushed
as necessary to lie within the grading envelope given in Table A-1 when tested in accordance
with Method 9 (clause 9.2) of BS 1377: Part 2: 1990. The material shall not have a plasticity
index (PI) of more than 6%.
Table A-1: Gradation specifications for Type A Fill
BS Sieve Size 37.5 mm 20 mm 5 mm 600
micron
75 micron
Percentage
passing by
weight

95 100

50 75

25 50

8 30

0 10
2.2.2 The CBR of the material when tested at field density and in accordance with Method 7 of BS
1377: Part 4: 1990 shall not be less than 80%.
2.2.3 The water soluble salt content shall not exceed 2% (or 2 g of sulphate per litre).
2.2.4 The material shall be delivered in trucks covered by heavy tarpaulin or other suitable covers
and must be securely fastened to prevent dust nuisance in transit.

2.3 Type B Fill
2.3.1 Type B fill shall be clean, hard, granular material free from clay and deleterious substances.
The total soluble salts shall not exceed 2% and the grading of the fill shall lie within the
envelope given in Table A-2 when tested in accordance with Method 9 (clause 9.2) of BS
1377: Part 2: 1990. The fine portion of the material passing the 75 micron sieve shall not have
PI of more than 8%.

24


Table A-2: Gradation specifications for Type B Fill
BS Sieve Size 10 mm 5 mm 75 micron
Percentage
passing by
weight

100

15 50

0 15
2.3.2 The material shall have a CBR of not less than 20% when tested at field density and in
accordance with Method 7 of BS 1377: Part 4: 1990.

2.4 Excavated materials
2.4.1 Excavated materials dug out from trenches/pits are categorized as either suitable or
unsuitable for use as backfill materials.
2.4.2 Suitable excavated materials shall lie within the gradation envelope of Table A-2 and shall be
sorted out during digging operations to be free from asphalt chunks, concrete chunks, building
debris and/or organic matter.
2.4.3 Unsuitable excavated materials shall include, but not limited to:
(a) Materials from swamps, running silt, dark organic materials, logs, stumps, perishable
materials, slurry or mud; or
(b) Materials that are highly plastic clays; or
(c) Materials that are highly organic clay or silt; or
(d) Materials that contain an unacceptable quantity of soluble salts (> 2%); or
(e) Materials that have high moisture content (> 3% of material optimum moisture content).
2.4.4 All unsuitable excavated materials i.e. soft materials, asphaltic chunks, stones larger than
37.5mm, organic materials, metals, debris and plastic materials etc. shall not be used for
backfilling and shall be promptly removed from site.

2.5 Geotextiles
2.5.1 Geotextiles required as part of permanent works to separate unbound materials shall be
manufactured from synthetic fibers or other fibers as required therein and be in the form of thin
permeable membrane.
2.5.2 The Consultant/Contractor shall provide evidence to the Roads Engineer before the
geotextiles are incorporated in the permanent works, that the geotextiles will be sufficiently
durable, when installed in contact with the materials to be separated, as to maintain its
integrity.
2.5.3 Geotextiles shall be protected at all times against mechanical or chemical damages. Those
susceptible to damage by exposure to light shall not be uncovered before incorporated in the
permanent works at site.
2.5.4 Samples and test cut pieces shall be taken from delivered consignments of geotextiles, jointly
selected by the Roads Engineer and the Consultant/Contractor. Samples and test pieces cut
from geotextiles shall comply with Clause 2.5.7 of this Specification. Test pieces shall be
tested in a laboratory approved by the Roads Engineer to prove that the geotextiles meet the
following criteria:
(a) Sustain a tensile load of not less than 2.5kN/m at 5% axial strain determined in a "Wide
Strip" tensile test carried out in accordance with Clause 2.5.8;
(b) Allow water to flow through it, at right angle to its principal plane, in either direction, at a
rate of not less than 10 l/m/s

under a

constant head of water of 100mm, determined in
accordance with Clause 2.5.9;
(c) Have a size distribution of pore openings such that O
90
, as defined in Clause 2.5.10, is
between 100 m and 300 m, determined in accordance with Clause 2.5.10.
2.5.5 The geotextiles shall be laid and lapped as described in this clause and where lapping is
employed adjacent sheets or strips of geotextiles shall be overlapped by at least 300mm.
25


2.5.6 The layer of material on which the geotextiles is to be placed shall not have protrusions or
sharp projections, which are likely to damage the geotextiles during installation or while in
service. The method of installation shall ensure that the geotextiles is in continuous contact
with the surface on which it is to be placed and the geotextiles shall not be stretched or
bridged over hollows or humps. Operation of constructions plant directly on the installed
geotextiles will not be permitted and its covering with fill material shall take place immediately
after its laying.
2.5.7 All samples and test pieces cut from geotextiles shall be maintained in a clean and dry
condition, except for normal contamination and wetting during testing, and shall be retained by
the Contractor until the completion of the defects liability period when they shall be delivered
to the Roads Engineer. Prior to determination of pore size and tensile strength, test pieces
shall be conditioned and brought into equilibrium to a temperature of 20C 2C, and a
relative humidity of 65% 5%. The dry weight of the geotextiles tested shall be quoted in
g/m
2
.
2.5.8 The 'wide strip' tensile strength test shall be carried out as follows by a method approved by
the Roads Engineer:
(a) The test pieces shall be 200mm wide and have a gauge length of 100mm
(b) A minimum of five test specimens shall be taken and tested in each of the two principal
directions within the geotextiles relating to its mode of manufacture, in order to
determine the characteristic strength of the geotextiles.
(c) The rate of strain shall be 10% 3% per minute.
(d) The characteristic strength shall be taken as the value of the strength of the material
below which not more than 5% of the test result may be expected to fall. This
represents the strength at 1.64 standard deviations below the mean strength.
2.5.9 Flow rate of water shall be determined as follows:
(a) Geotextiles shall be tested in an unloaded condition under 100mm constant head water.
(b) Flow shall be in a single direction.
(c) The area to be tested shall be circular and of between 50mm and l00mm diameter.
(d) Before testing, the test piece shall be conditioned in clean water for one hour.
(e) The water used in the test shall:
(i) be as free of air as possible and the apparatus shall be supplied from still tank and
not directly from a mains supply;
(ii) not be contaminated with detergents or other substances and there shall be no
recycling of the water;
(iii) have a temperature not less than 10C or in excess of 25C. The flow rate
determined in the test shall be corrected to that applicable to a temperature of 15C
using published data on variation in viscosity of water with temperature.
(f) The quantity of flow to be collected shall be not less than 2 liters or alternatively the flow
shall be collected for a period of time in excess of 15 s.
(g) The number of test pieces shall be a minimum of 4 and the number of flow runs per test
piece shall be a minimum of 4.
(h) The flow shall be quoted in l/m/s. The standard deviation of the flow results shall be
stated together with the mean.
2.5.10 Pore size distribution and determination of O
90
shall be as follows:
(a) The pore size distribution shall be obtained by determining the percentages of each of a
number of different designated sizes of glass spheres complying with BS 6088 (chosen
so as to cover the range of pore sizes) which are retained on the geotextiles when
shaken through it employing the geotextiles as sieve.
(b) A cumulative frequency graph of percentage of spheres retained against designated
size shall be plotted and the size corresponding to 90% retained is the required O
90
.
26


(c) For each sieving, at least l00g of the glass spheres shall be shaken for 10 minutes on a
test piece of geotextiles supported and clamped in place on a sieve of frame diameter
300mm and aperture size greater than 10mm.
(d) The sieve apparatus shall have a vibration frequency of 50Hz and maximum vertical
amplitude of 0.75mm.
(e) Five test pieces having dimensions exceeding the dimensions of the sieve shall be
taken to provide a mean of O
90
pore size.
2.5.11 The maximum hole size determined by the Fall Cone test shall not be more 50mm.

2.6 Lean mix concrete
2.6.1 Lean mix concrete shall be supplied by an approved ready mixed concrete company. Site
mixing will not be permitted without the specific written permission from the Roads Engineer.
2.6.2 Batching and mixing of lean mix concrete shall be carried out in a static plant. The solid
materials shall be batched by mass. Liquid materials may be batched by volume.
2.6.3 When transporting lean mix concrete, the material shall be transported directly to the point of
use. It shall be properly protected from weather and against drying out during transport and
while awaiting discharge.
2.6.4 Aggregates:
Aggregates for lean mix concrete shall consist of coarse aggregates, having maximum
nominal size of 40mm, and sand batched separately. The overall grading shall be within the
limits established in Table A-3
Table A-3: Aggregate gradation for Lean Mix Concrete
B.S. Sieve size Percentage passing by weight
37.5 mm 95 100
20 mm 45 80
5 mm 30 40
600 micron 8 30
150 micron 0 6
2.6.5 Cement content:
Cement content shall be in the range of 85 kg/m
3
to 125 kg/m
3
. The ratio of cement to
aggregate by mass shall be sufficient to produce average 7-day strength of 3.5 N/mm
2
for
each batch of five test specimens.
2.6.6 Placement:
Lean concrete backfill shall be placed and spread evenly in such a way as to avoid
segregation or drying. Spreading shall take place without delay and sufficient surcharge shall
be allowed so that the final compacted thickness of any one layer shall not exceed 150mm.
Transverse joints shall be staggered by at least one meter. The material shall be placed at
optimum moisture content.
2.6.7 Compaction:
Compaction shall take place immediately after spreading is completed and shall be finished
within two hours of the addition of water to the mix. In no circumstances shall additional water
be added to the mix. Material which has dried out or has exceeded the time limitation before
compaction is completed shall be removed from the works and replaced with fresh material.
Compaction of lean mix concrete shall be carried out using suitable mechanical vibrating plant
(vibrating plates and/or rollers) and shall be continued until a density of 95% of the Standard
Wet Density is achieved.

27


2.6.8 Surface Finish:
The surface of the lean mix concrete after compaction shall be free from ridges, cracks, loose
material, potholes or other defects. It shall be well closed and free from movement under the
action of the compaction plant. All loose, segregated or otherwise defective areas shall be
removed to the full depth of the layer and new material laid and compacted.
2.6.9 Curing:
Immediately after completion of compaction and in no circumstances later than three hours
from mixing, curing of the lean mix concrete layer shall commence. Curing shall be achieved
by covering the exposed surface of the lean mix concrete with impermeable sheeting, such as
polythene. This sheeting shall have joints overlapping by at least 300mm and shall be
weighted at the edges and ends to prohibit the access of wind. This method of curing shall be
maintained until one of the following conditions has been met:
(a) The completion of the seven day curing period; or
(b) The placing of an additional layer of lean mix concrete; or
(c) The application of a prime coat or a tack coat prior to the laying of the asphalt surfacing.
2.6.10 Testing for Strength:
A sample shall be taken in accordance with the requirements of BS 1881: Part 108, from a
delivery of lean mix concrete. Five cubes shall be prepared from this sample by the method
described in BS 1881: Part 108 except that the cubes shall be compacted by means of a
vibrating hammer with the moulds placed on a level, rigid base. The vibrating hammer shall
have a square or rectangular foot having an area between 7500mm
2
and 14000mm
2
. The
compaction shall be uniformly applied for 60 5 seconds with a downward force of 300N to
400N onto each of the three layers of lean mix concrete placed into the mould. The surface of
each compacted layer shall be scarified before the addition of any subsequent layer. The
cubes shall be cured immediately after compaction and shall be tested at an age of seven
days.
2.6.11 Standard Wet Density:
The supplier shall prepare five moulds from a sample taken from the first truck supplied on
each and every day of supply. The moulds shall be weighed empty prior to making the cube
and reweighed immediately after completion of the compaction of the third layer of the cube.
These masses together with the nominal volume of the mould shall be used to calculate the
Standard Wet Density of the mix. The test results shall be supplied to the Contractor and the
Roads Engineer with the truck transporting the first load delivered.
2.6.12 In Situ Density:
In situ density testing shall be carried out using a nuclear densitometer or the Sand
Replacement Method described in Method 2 (Clauses 2.5 and 2.2, respectively) of BS 1377:
Part 9: 1990, at the rate instructed by the Roads Engineer.

3. Tack Coat and Prime Coat
3.1 Tack coat shall be bituminous emulsion complying with BS: 434, either anionic class A1-40 or
cationic class K1-40, or rapid curing cut back bitumen confirming to BS: 434 (Road Oil is not
to be used as tack coat).
3.2 Prime coat (or Road Oil) shall be medium cut back bitumen confirming to BS: 3690. All
references to M.C.I on any drawing shall mean Road Oil

4. Asphalt Concrete Surfacing Materials
Asphalt concrete surfacing materials include all material constituents and mixes made out of
these constituents that are used to reinstate the asphalt surface layer(s) to its original
condition prior to cutting and excavation. These materials and their placement/testing
requirements are specified in clauses 4.1 to 4.11 below.
28


4.1 Aggregates General
4.1.1 Aggregates are to be obtained from a source approved by the Roads Engineer.
4.1.2 Aggregates are to be free from vegetable or organic matter and are to be non plastic. They
are to be substantially free from dust or other materials which would prevent thorough coating
with binder or which would adversely affect the strength or durability of the asphalt concrete
mix.
4.1.3 Aggregates are to be substantially free from sulphates, chlorides and other materials which
would break down in the dryer during mixing or subsequently when exposed to the weather.
4.1.4 For all ASTM tests specified in this specification, the ASTM E11 sieves will be replaced by the
stated BS 410 sieves as listed in Table A-4 below.
Table A-4: BS 410 Sieves Equivalent to ASTME11
ASTM E11 Replaced by BS 410
No. 4 (4.75 mm) 5 mm
3/8 (9.5 mm) 10 mm
(12.5 mm)
14 mm
(19 mm)
20 mm
1 (25 mm) 28 mm
4.1.5 Aggregates shall be hard, durable, crushed and pre-screened rock, clean and free from dust.
All samples will be taken from cold feed to asphalt plant and shall be assessed as individual
cold bin samples.

4.2 Coarse Aggregates (imported aggregates)
4.2.1 Coarse aggregates shall be retained on 5mm sieve and shall have the following properties
when tested in accordance with BS: 812 (Table A-5):
Table A-5: Properties of Coarse Aggregates
Property Value (%)
Aggregate crushing value (ACV) 25
Flakiness index 30
Water absorption 2.5
Polished stone value (applicable for wearing course only) 48
4.2.2 When tested in accordance with ASTM D1664, the estimated coated area shall be above
95%.
4.2.3 When tested in accordance with ASTM C 88, the loss of weight determined after 5 cycles shall
not exceed 4% using sodium sulphate solution or 6% using magnesium sulphate solution.
4.2.4 When tested in accordance with ASTM C 142, the clay lumps and friable particles content
shall not exceed 0.5% for any individual sieve size fraction.
4.2.5 At least 90% by weight of the aggregate in individual size fractions shall have three or more
crushed faces. Each crushed face shall have an area equal to or greater than 75% of the area
of the smallest mid-sectional area of the piece, and the angle between adjacent faces shall not
be less than 30.

4.3 Fine Aggregates
4.3.1 Fine aggregates shall constitute the fraction of aggregates passing the 5mm BS sieve and
retained on the 75 micron sieve. Fine aggregates shall consist of natural sand, quarry sand or
crushed rock produced in a secondary plant. It shall be non plastic and free from loosely
bonded aggregations, organic and other foreign matter. When tested in accordance with BS:
812 it shall have maximum water absorption of 3%. All samples will be taken from the cold
feed to asphalt plant and shall be assessed as individual cold bin samples.
29


4.3.2 The content of clay lumps and friable particles determined in accordance with ASTM C142
shall not exceed 3%.
4.3.3 When specified in the Contract, fine aggregates shall consist partially or totally of crushed
particles.

4.4 Filler
4.4.1 At least 60% of the amount of fines passing the 75 micron BS sieve, shown in Table A-8 in
Clause 4.6.6, is to be added to the asphalt concrete mix separately as filler.
4.4.2 Filler is to be either Portland cement complying with BS: 12 or rock flour having the grading
shown in Table A-6:
Table A-6: Gradation specifications for rock flour used as filler in asphalt concrete mix
B.S. Sieve size Percentage passing by weight
600 micron 100
300 micron 95 100
75 micron 70 100
4.4.3 The bulk density of filler in benzene shall be between 0.5 and 0.95 g/ml.

4.5 Bitumen
4.5.1 Bitumen supplied as binder shall meet the requirements shown in Table A-7.
Table A-7: Properties of bitumen used in asphalt concret mixes
Property Required specification(s)
Penetration at 25
0
C, 100g, 5 sec 60 70
Flash point (Cleaveland Open Cup),
0
C 250 minimum
Ductility at 25
0
C, 5 cm/min 100 minimum
Retained penetration after thin film penetration test 52 minimum
Ductility at 25
0
C, 5 cm/min after thin film oven test, % 50 minimum
Ring and Ball softening point,
0
C 50 58
Solubility in trichloroethylene, % 99% minimum
Foaming shall not occur when heated to 175
0
C minimum
Loss on heating for 5 hours at 163
0
C by mass, % 0.2 maximum
Loss on heating for 5 hours at 163
0
C as drop in penetration,
%
20 maximum
4.5.2 If directed by the Roads Engineer, a certificate shall be obtained from the supplier stating the
grade of bitumen and its relative density.
4.5.3 At least two weeks before any proposed mix trials, the Contractor shall furnish the Roads
Engineer with a graph showing the relationship between viscosity and temperature of bitumen.

4.6 Asphalt Surfacing Mixtures
4.6.1 The 'Laboratory Design Mix' procedure for asphalt concrete mixes shall be in accordance with
the Marshall method of mix design as laid out in the Asphalt Institute Manual series MS-2: 6
th

edition and shall comply with the requirements listed in this specification.
4.6.2 Design mixes for at least 5 specimens prepared using bitumen contents that are 0.5% apart
shall be prepared and tested and the following parameters determined:
- Mix density
- Voids in mineral aggregates
- Voids in mix (air voids)
- Flow
- Stability
30


When requested by the Roads Engineer, duplicate samples of all design mixes prepared shall
be supplied to the Material Engineering Directorate's laboratory.
4.6.3 Test results obtained shall be plotted as shown in figure 5.5 in MS-2: 6
th
edition
4.6.4 The bitumen content to be selected for the 'Job Standard Mix' shall be the average value
computed using bitumen contents determined for maximum mix density, maximum stability,
median of limits for voids in mix and minimum voids in mineral aggregates.
4.6.5 Values of the parameters, listed in Clause 4.6.2, at the bitumen content selected for the 'Job
Standard Mix' shall be interpolated and reported.
4.6.6 The requirements for aggregate gradations used in asphalt concrete mixes are given in Table
A-8. The grading curves of aggregates shall not vary from the low limit of one sieve size to the
high limit of an adjacent sieve or vice versa. The particle size distribution of the aggregates
when plotted shall give a smooth curve throughout the range of sieve sizes.
Table A-8: Aggregate gradations for various design mixes
BS sieve size Mix B28 Mix W20
(TM5)
Mix L10

37.5 mm 100
28 mm 84 100 100
20mm 70 92 96 100
14 mm 57 82 83 91 100
10 mm 48 74 73 81 88 100
5.0 mm 36 60 57 65 65 84
2.36 mm 26 47 42 48 40 65
1.18 mm 18 38 29 35 27 50
600 micron 13 30 20 26 17 40
300 micron 9 21 13 19 10 30
150 micron 6 16 7 13 7 20
75 micron 4 8 4.4 7.4 3 10
COMPACTED
THICKNESS, mm
50 90 40 75 50 max.
4.6.7 The Marshal Test criteria requirements for design mixes of Table A-8 are given in Table A-9.
Table A-9: Marshall Test criteria for asphalt concrete mixes
PROPERTY Mix B28 Mix W20
(TM5)
Mix L10
Marshall mould number of
blows
75 75 35
Index of retained strength*, % 75 min. 75 min. 75 min.
Optimum binder content, % 3 7 3.5 4.1 5 8
Stability minimum, kN 8.0 10.0 8.0
Flow, mm 2 4 2 4 2 4.5
Voids in mix (air voids), % 3 6 4 7 3 6
Voids in mineral aggregates, % 13 min. 14 min. 14 min.
* Index of retained strength, % = (S2/S1) x 100, where:
S2 is the Marshall stability determined after 45 5 minutes immersion in water at 60
0
C
S1 is the Marshall stability determined after 24 hours immersion in water at 60
0
C

4.7 Permitted Variation fromJob Standard Mix
4.7.1 Allowable variations from the "Job Standard Mix" specifications listed in Tables A-8 and A-9
are shown in Table A-10 below.
31


Table A-10: Permitted variations in the 'Job Standard Mix' for various mixes
BS sieve size Wearing Courses
W20, L10
Base Course
B28

37.5 mm 4% 5%
28 mm 4% 5%
20 mm 4% 5%
14 mm 4% 5%
10 mm 4% 5%
5.0 mm 4% 5%
2.36 mm 3% 4%
1.18 mm 3% 4%
600 micron 3% 4%
300 micron 3% 4%
150 micron 3% 4%
75 micron 1.5% 1.5%
Binder content 0.3% 0.3%
Voids in mix (air voids) 1% 1%
4.7.2 For the production of the approved "Job Standard Mix" the requirement for stability shall not
be less than 80% of the stability at optimum binder content determined as described in Clause
4.6.5.

4.8 Temperatures for Mixing and Laying
4.8.1 Temperatures for Mixing:
(i) Bitumen: Viscosity should be in the range of 150 300 centistokes with a maximum
temperature of 165
0
C.
(ii) Aggregates: Between 150
0
C and 175
0
C.
(iii) Mixtures at discharge: Between 150
0
C and 175
0
C.
4.8.2 Temperature for Laying etc.:
(i) Delivery: Minimum 140
0
C.
(ii) Laying: Minimum 130
0
C.
(iii) Rolling: As determined by rolling trials but minimum of 120
0
C.

4.9 Density of Compacted Materials
4.9.1 The density of compacted bituminous courses of all mixes is to be related to the "Job
Standard Mix Density".
4.9.2 When directed by the Roads Engineer, at least one pair of cores is to be taken from every
1000 m
2
of each course and their densities determined. The mean of the pair is to be
submitted as the field density for that area. The field density is to be such that for 75-blow
compaction mixes, no mean value is to be below 98% of the "Job Standard Mix Density". For
all other mixes, no mean value is to be below 97% of the "Job Standard Mix Density". Material
which does not meet this requirement is to be cut out and replaced.
4.9.3 The core samples may also be used to determine the course layer thickness.
4.9.4 All core holes are to be filled with a compatible bituminous mixture and compacted within 24
hours of cutting of the core.
4.9.5 At least 90% of the "Job Standard Mix Density" must be achieved by the paver before rolling
commences. The use of nuclear densitometer gauges may be used as a control.

32


4.10 Sampling and Testing
4.10.1 The sampling and testing of each asphalt concrete material/constituent is, if not otherwise
specified herein, to be in accordance with the following standards:
(i) Bitumen BS 2000, BS 4691, BS 4692, ASTM D1754
(ii) Aggregates, Sand and fillers BS 812, ASTM D1664, ASTM C88, ASTM C142
(iii) Mixed Materials BS 598
(iv) Mix Design Asphalt Institute Manual Series No. 2 (MS-2): 6
th
edition
4.10.2 The Consultant/Contractor shall supply the apparatus for all testing necessary to ensure strict
control of materials and mixtures and execute all testing required by this Specification. The
Consultant/Contractor shall employ the services of an experienced materials engineer,
together with experienced laboratory technicians capable of carrying out all the specified
testing requirements. All testing shall be subject to the scrutiny and approval of the Roads
Engineer. Full records shall be kept by the Consultant/Contractor and the results of all testing
shall be available for inspection by the Roads Engineer.
4.10.3 When requested by the Engineer, the Contractor shall supply copies of test results within 24
hours of completion of testing.
4.10.4 Whenever the Contractor takes samples for testing, he is to take duplicate samples if so
directed and deliver them to the Roads Engineer. Such samples are to be properly packed
and clearly labeled so as to be identifiable with the samples retained by the Contractor.
4.10.5 A certificate is to be obtained from the supplier with each consignment of bitumen delivered
stating the grade of the material being supplied, and such test results as are necessary to
ensure compliance with this Specification. These certificates are to be kept as records with the
Contractor (with a copy handed to the Roads Engineer).
4.10.6 In addition to the tests required for the initial approval of the materials, all aggregates and
fillers are to be sampled and tested for grading both at source and on delivery to the mixing
plants and the results of each test are to be submitted to the Roads Engineer within 24 hours.
The number of such tests is to be adequate for proper control of the materials and is not to be
limited to those made on specific instruction of the Roads Engineer.

4.11 Transporting Mixed Materials
4.11.1 The mixed materials are to be transported from the mixing plant to site in clean vehicles.
Every precaution is to be taken to avoid segregation of mixed materials and to ensure that
they do not become contaminated with dust, foreign matter or water.
4.11.2 In order to maintain satisfactory temperatures of materials while in transit and to prevent
undue loss of heat, adequate precautions are to be taken to ensure that the materials are
properly protected. Should any load arrive at site below the temperature specified, they will be
rejected by the Roads Engineer.
4.11.3 The number of vehicles arriving at site is to be adequate to ensure continuous operation of the
spreaders.

5. Portland Cement Concrete (PCC) Materials
5.1 Cement
5.1.1 Cement shall be sulphate resisting Portland cement complying with requirements of BS 4027.
5.1.2 All cement used in the work shall be low alkali content cement containing less than 0.6
percent alkalis (expressed as N
a2
O + 0.658K
2
O).
5.1.3 No cement shall be used, which has been manufactured more than 6 months before its
proposed date of use on site, or which has been stored on site for more than 3 months, unless
it is tested before use and found to comply with BS 4027.


33


5.2 Aggregates for concrete
5.2.1 Aggregates for concrete shall comply with BS 882 except as amended herein.
5.2.2 The nominal maximum size of the aggregate shall be as stated in Table A-11 of concrete
mixes, given in Clause 5.5.
5.2.3 Coarse aggregates for concrete shall be crushed, hard durable stone with at least 90% of the
particles having one or more fractured faces. Coarse aggregates shall be clean and free from
any deleterious materials which may detrimentally affect the concrete in its fresh or hardened
state. The maximum permitted content of chlorides and sulphates is 0.05% by weight of dry
aggregate ( expressed as acid soluble CI ion) and 0.4% by weight of dry aggregate (
expressed as acid soluble SO
3
) respectively. These limits may be exceeded provided that the
chloride and the sulphate content of the mix expressed as percentage by weight of cement
does not exceed 0.4% ( acid soluble CI ion) and 4.0% ( acid soluble SO
3
), respectively.
Coarse aggregates shall contain less than 1% by weight of friable particles.
5.3 Sand for concrete
5.3.1 Sand for concrete shall be washed and screened and shall comply with BS 882 except as
amended herein.
5.3.2 Sand for concrete shall be natural sand and shall not contain more than 5% voided shells. The
maximum permitted content of chloride and sulphate expressed as percentage by weight of
sand is 0.1% (as acid soluble CI ion) and 0.4% (as acid soluble SO
3
), respectively. These
limits may be exceeded provided that the chloride and the sulphate content of the mix
expressed as percentage by weight of cement does not exceed 0.4% ( acid soluble CI ion)
and 4.0% ( acid soluble SO
3
), respectively.

5.4 Sand for mortar
5.4.1 Sand for mortar shall comply with BS 1200 except as amended herein.
5.4.2 Sand for mortar shall comply with the requirements of Clause 5.3.

5.5 Concrete mixes
5.5.1 The grade of concrete shall be as described in BS 5328 with nominal maximum sizes of
aggregates as given in Table A-11 below.
Table A-11: Specifications for concrete mixes
Grade

Nominal
maximumsize of
aggregate
Characteristic
Compressive
strength
N/mm
2

Minimum
cement
content
kg/m
3

Maximum
water cement
ratio
C 45/20

C 35/20
20

20
45

35
370

350
0.42

0.42
5.5.2 Four test cubes, two for test at seven days and two for compliance assessment tested at 28
days, shall be prepared from each day production or 30 m
3
whichever is the smallest quantity.

5.6 Cement mortar
5.6.1 Class 1 mortar shall consist of one part by volume of cement and three parts by volume of
sand in accordance with Clause 5.4. The constituent materials shall be accurately gauged and
mixed in an approved manner.
5.6.2 Class 2 mortar shall consist of one part by volume of cement, one part by volume of lime and
six parts by volume of sand in accordance with Clause 5.4. The constituent materials shall be
accurately gauged and mixed in an approved manner.
34


5.6.3 Cement mortar shall be made in small quantities as and when required. Any mortar which has
begun to set or which has been mixed for a period of more than 45 minutes shall be disposed
of and not used in the works.

5.7 Water for mixing and curingconcrete
5.7.1 Water obtained from an approved source shall be clean and free from harmful matter in such
quantities as would affect the properties or appearance of the concrete, in the plastic or
hardened state, or affect the properties of the reinforcement.
In particular the following limits shall not be exceeded:
Chloride as NaCl 800 ppm
Sulphate as SO
3
1000 ppm
Alkali HCO
3
/CO
3
1000 ppm
Total dissolved solids 2000 ppm
Suspended solids 2000 ppm
5.7.2 Water shall be stored in approved clean containers, shaded from the sun and protected
against contamination by windblown dust or other materials.
5.7.3 Water shall be tested and comply with the requirements of BS 3148. All other testing shall be
by an approved standard analysis technique.

5.8 Admixtures
5.8.1 Admixtures may only be used with prior approval in writing from the Roads Engineer.
5.8.2 Only admixtures supplied and applied in a liquid form shall be permitted.
5.8.3 Approved admixtures shall be used in accordance to the manufacturer's recommendations,
shall be dispensed by approved equipment which provides a visible means to check each
dose, and shall comply with relevant British Standard.
5.8.4 The proposed doses, the manufacturer's technical information and results of trial mixes shall
be submitted to the Roads Engineer before approval for the admixture is given.
5.8.5 When more than one admixture is to be used in concrete, the compatibility of the various
admixtures shall have been ascertained by standard tests and certified by the
manufacturer(s).

5.9 Reinforcement
5.9.1 Reinforcement shall comply with the requirements of BS 4449 "Hot rolled steel bars for the
reinforcement of concrete", BS 4461 "Cold worked steel bars for the reinforcement of
concrete" or BS 4483 "Steel mesh fabric". High tensile bars shall be round formed or
equivalent. Reinforcement shall be cut and bent in accordance with BS 4466.
5.9.2 The Contractor shall furnish the Roads Engineer with manufacturer's certificates for the
reinforcing steels intended for use, including test results of the physical and chemical
properties as required in the relevant standard.
5.9.3 All reinforcement shall be clean and free from material that may cause corrosion of the
reinforcement or the disintegration of the concrete and form pitting, loose rust, mill scale,
paint, oil, grease and other material that may impair the bond between concrete and the
reinforcement.
5.9.4 Sheets of mesh fabric shall be flat unless specified as bent and any tendency to curve or twist
shall be corrected by the contractor before fixing. Mesh fabric shall not be supplied in rolls.
5.9.5 Reinforcement shall be stored on properly constructed racks at least 150 mm above ground
level. The storage, cutting and bending of steel reinforcement shall be carried out under cover
on an approved, free draining concrete platform. The method of storing shall be such as to
prevent contamination or damage by weather or accident. Steel shall be protected from
humidity when stored.
35


5.9.6 Dirt, rust, concrete, scale, paint, oil, grease, salts, etc. shall be removed from the
reinforcement by sand blasting or other approved technique.
5.9.7 Reinforcement shall be bent when cold by hand or by using an approved hand or power
operated bending machine. When bending, the reinforcement should be subjected to a
constant even load and not an impact load.
5.9.8 Welding of reinforcement will only be allowed with the specific written permission of the Roads
Engineer.
5.9.9 Bar types, sizes and placement shall be as shown on the drawings. Bending dimensions shall
be in accordance with BS 4466.

5.10 Pre-cast Concrete Kerbs and Edgings
5.10.1 Pre-cast concrete kerbs and edgings shall comply with BS 7263 and the requirements set in
clauses 5.1 5.9 of this specification except as amended herein.
5.10.2 Straight kerbs and edgings shall be hydraulically pressed by employing pressure, over the
entire surface receiving the press, of not less than 7 MPa.
5.10.3 The cement used in the manufacture of kerbs shall be sulphate-resisting Portland cement
complying with BS 4027. The minimum cement content shall be 370 kg/m
3
.
5.10.4 Coarse aggregates used in the manufacture of kerbs shall be obtained from Ras Al Khaimah
or other equal and approved source, and all aggregates shall meet the requirements of this
specification for aggregates for concrete (Clause 5.2) except in respect of grading.

5.11 Concrete Paving Blocks
5.11.1 Concrete paving blocks shall comply in all respects with the requirement of the " Standard
Specification for Concrete interlocking paving blocks 2001/01" issued by the Material
testing and Research, Ministry of Works (See also clause 1427 of General Specifications for
Roadworks, August 1978, revised September 1997, pp 71 74). In addition, only blocks
from manufacturers on the Ministry of Works approved list shall be used. Where colored
blocks are required, the color shall be indicated in the contract drawings.
5.11.2 The bedding layer shall consist of washed sand complying with the general requirements of
BS 882 (for fine aggregates) except that not more than 15% shall be retained on a 2.36mm
sieve. The sand shall be obtained from single source and shall have uniform moisture content.
If necessary, the sand shall be stockpiled and allowed to drain before use and sheeted to
allow moisture content to stabilize.


36


















Appendix II: DPCU Standard Reinstatement Work Forms

37









WAY-LEAVE NO:- BLOCK NO:- DATE:-
ROAD NO:- LOCATION FROM :_________________________ TO:_____________________________
CONTRACTOR:- SUPERVISOR:-
1 ROAD SURFACE CONDITION SURVEY
VERGE TYPE
CONDITON
T
F-WAY TYPE
F
CONDITON
E
KERB
L
TYPE
C-WAY CONDITION
CENTRE DISTANCE/CH.
REFERENCE
CENTRE MEDIAN SURFACE
KERBS
CONDITIONS
C-WAY TYPE
T
CONDITION
HF-WAY TYPE
GCONDITON
IKERB
RVERGE TYPE
CONDITON
2 ROAD FURNITURE RECORD
TYPE
SPEED HUMP, SIGN BOARD,STUDS
BARRIERS, FENCES,BOLLARDS
ROAD MARKINGS, ETC.
DISTANCE/REF/SPACE
LETF OR RIGHT
3 ADDITIONAL RECORDS SUCH AS PHOTOS , DRAWINGS
DIGITAL PHOTOS ATTACHED:- YES/NO DETAILS:
DRAWINGS :- YES/NO DETAILS:
SIGNED:
________________________ _______________________________ __________________
CONTRACTOR'S REP. UTILITY SUPERVISOR/ENGINEER ROAD'S DPCU
DATE DATE DATE
ROADS DAMAGE PREVENTION CONTROL UNIT (DPCU)
FORM1: PRE-EXCAVATION ROAD CONDITION SURVEY REPORT
38




Ref. No.: Date:
From: To:
A.
in accordance with the current code of practice, as per wayleave No.
Tel. Off.: Mobile:
Signed:
B.
by (RDPCU Technician)
Remarks (if any)
Singed: Roads Engineer
Singed: Roads Engineer
_,....,: ...s:.
_t....v .
_ei l,L::: ...
KINGDOM OF BAHRAIN
MINISTRY OF WORKS
CENTRAL PLANNING UNIT
FORM 2: INSPECTION FORM FOR ASPHALT/BLOCK PAVING REINSTATEMENT WORK WITHIN ROADS CORRIDOR
LOCATION:
The contractor who carried out this work was
Asphalt reinstatement took place on (date) at the location shown on the attached plan
Inspected on
For further information please contact our responsible officer
Action to be taken (if required, as a result of above comments)
(Roads ref. No. of any correspondence to the Utility on the above )
Initial comments by the Roads Dept.: (cc Utility if required)
39



Ref. No.: *
C.
on
joint inspection on at
Signed: Utility Engineer
D.
Date of joint inspection
(Roads)
(Utility)
(Contractor)
Comments (if any) by Roads Dept.
Following the joint inspection, the Dept. confirms its adoption of this Reinstatement.
Singed: Date
Cc: Utility
* Should be the same as that on the reverse
CPUFORM CF14
to agree a date and time for a joint inspection. This information should be recorded in Part "C" of the original form
(by Roads Department) and on the copy that is in the possession of the Utility (by the utility engineer).
If the reinstatement is deemed to be unacceptable to Roads Department at any time before the end of Defects
Liability Period the Roads Department will contact the Utility, describe the problem and specify the required action
in Part B of form. This initial contact may be followed up in writing by Roads Department
BEFORE END OF DEFECTS LIABILITY PERIOD
AFTER COMPLETION OF REINSTATEMENT
The utility engineer shall contact the senior engineer Road Maintenance before the end of the defects liability period
EXTRACTS FROM THE PROCEDURE:
Roads Engineer
ACTION BEFORE THE END OF THE DEFECTS LIABILITY PERIOD
The Utility notified Mr. at the Roads Dept.
that the end of the Defects Liability Period is approching and have agreed to a
.
Attended by
40



















Appendix III: Reinstatement of Traffic Devices

41


1. Specifications for Installation of Traffic Signal Vehicle Detection Loops

1.1 Details of Loop and Tail Slot
Loop and loop tail slots should be cut in the surface of the roadway with a motor driven saw.
The diameter of cable used to form the loops currently being used in Bahrain is 4 mm or 6 mm
and the number of turn varies from 1 to 4. Slot depth depends upon the size of the cable and
number of turns used for the loop. However most of the loops will be using 2 or 3 turns.
Minimum width of the slot is 8 mm and minimum depth is 57 mm (for 1 turn of 7-mm dia. loop
cable) considering that there need to be 50 mm compound fill on the top of the loop cable.
For every additional turn of loop cable apart from the first turn, an extra 7 mm depth (or as the
case may be) to be provided for the slot.
The dimension and position of the loops will be supplied before the actual commencement of
work in the form of signal installation drawing. The drawing will provide length and breadth of
the loop, the distance from a standard reference point and the number of turns.










L is the length of the loop, W is the width, D is the distance froma reference point
and N is the number of turns made with the loop cable.
Z 10, Y 20 etc. are the code numbers allocated to the loops.
When cutting the slots, the saw blade should be lowered to form a dip in the floor of the slots
at the point if the slots cross each other. This will allow the extra bulk of crossing cables to lie
in the dip while still maintaining the 50mm covering for the cable. The same rule applies to all
loops at the point if the feeder cables have to be joined with the loop cable inside the slots.
A slot must be cut at an angle of 45 degrees at slot crossover corners as shown in the
attached figure to ease the bend on loop cables by avoiding turn through an angle of 90
degrees. Care should be taken when the saw reaches the corners and the corners of the
rectangular slot are not to be cut away as a block. An alternative is to protect the cable from a
sharp corner by inserting a short length of 1-mm thick vinyl or plastic strip formed by bending
to fit the corner.
If the saw breaks through into hard-core bed, or metallic objects, work should be stopped for
that loop and the responsible engineer of Roads Directorate should be informed.
Loop slots should be kept a minimum of 1 meter clear of manhole covers, drain covers,
expansion joints and similar disturbances in the road surface. In case such disturbances are
observed the Roads Directorates engineer should be consulted before proceeding further on
the work of that particular loop.
Before starting to cut the loop tails, the position of the joint box into which the tails being
brought into should be checked. At some of the sites a 50-mm dia. PVC duct would have been
provided to lead the loop tail into the joint box. In such cases, the slot for loop tail should be
cut to the position of the entry into the duct.
N =2 N =2
W
D
L
Z 10
Y 20
42


A slightly wider slot of than 8-mm will be required for the loop tails to accommodate the
"twisted tails". This may be achieved by using a thicker blade or by cutting the slot in two
steps.
When adjacent loops are cut, their loop tails must be laid in different slots spaced 100 mm
apart, and care must be taken while cutting the slots that the adjacent loops are not damaged.
The extra water and dirt formed as a result of the loop cutting should not be allowed to collect
anywhere on the carriage way or elsewhere. This should be cleared immediately from the
road surface using additional clean water and brush and may be driven into the nearest storm
water drain inlet.

1.2 Loop Cable
Loop detector cable used is as per the following specification:
Stranded circular annealed copper (number of strands: 30, strand diameter: 0.25 mm)
conductor to BS 6360. Single core EPR insulated loop detector cable rated at 300/500 Volts to
comply with BS 5467. Size 1.5 mm
2
. Overall diameter of cable 4 sq mm or 7 sq mm
(approximate) depending upon the number of insulations is one or two. If the supply of the
loop cable is specified in the scope of this contract, the cable should be bought from a reputed
manufacturer approved by Roads Directorate.
This technical specification is generally in line with the specification for NMCS (National
Motorway Communication System) Inductive Loop Detector Cable Ref: TR2029 of the
Department of Transport, UK. The technical regulation details materials to be used, the
construction and the performance requirements of inductive loop cables. This is to be read in
conjunction with TR 2149 NMCS Non Armored Cables Standard Materials and Procedures
which details the general requirements for all non-armored NMCS cables.
This cable is a single core multi-strand flexible cable sheathed with polychloroprene designed
for installation in a slot cut into the carriageway. Following installation, the cable is covered
with epoxy resin and the slot is back filled with hot pour bitumen or epoxy. The single tinned
copper conductor is insulated with Ethylene Propylene Rubber (EPR).

1.3 Loop Cable Laying
Slots must be cleared of stones, loose material and free water before cable laying. Drying out
can be assisted by using a compressor and air line. It is not acceptable to lay cables in a wet
slot as back filling materials do not bond to wet surfaces although the slightly damp surface
obtained after using the air line is acceptable. (Definition of a wet slot is a slot that contains
free-standing water.)
Loop cable must be dry and clean as back filling materials do not bond to wet plastic.
The loop cabling should start at the corner where the loop tails is cut from. Enough length of
cable should be left out for the loop tail to reach the joint box through the conduit and there
should be approximately 1500-mm length of cable left inside the joint box for connecting it to
the loop feeder cable. In certain cases, additional length of loop cable will have to be left
inside the junction box. However, the criteria for measurement of work will be the length of the
slot and not the length of the loop cable.
The loop cable should run inside the slot in a clockwise fashion. In case of rectangular loops,
to avoid damage to the cable, it should not be laid through the 90 degrees corners but through
the additional slot cut provided to smooth the corners of the slot as explained earlier. As the
loop cable is laid, it should be made sure that there is no kink or knots on the cable and should
43


be fully inside the slot. Each turn of cable should be laid on the top of the other. No twisting of
cable is allowed inside the loop slot.
Enough length should be accounted for the starting end of the loop tail before the laying of the
loop cable and once the cable is laid in the loop slot as per the number of turns specified,
enough length to match the length of starting end should be provided before cutting off the
cable. As specified earlier, an extra 1500 mm length of loop tail is to be left in the junction box
for making the connections.
The cable through the slot for the loop should be twisted approximately 10 twists per meter
loop and should be taped together at 100-mm spacing to retain the twists.
It is important to ensure that the wire is not damaged during installation (special care to be
taken at the corners) and is well surrounded with back filling material so as to give good
mechanical and electrical stability. It may be noted that if the loop cable is found damaged
after the installation is completed, there is no alternative other than to re-cut through the slot
and redo the whole process of installation.
The free end of the loop cable should be labeled with the loop identity as specified in the
construction drawing. The starting end and finishing end of the cable should be separately
marked as S and E respectively. Proper cable markers to be used in these identification
marks.

1.4 Material for Backfilling Slot
A cold pour, two-part epoxy resin or hot pour bitumen as specified. The cold pour or hot pour
compounds should be approved by the Roads Engineers before it is used.

1.5 Slot Backfilling Procedures
Slots must be back filled immediately following the lying of loop cables. The cold pour two-
part epoxy resin should be mixed as per the recommendations of manufacturer/s of the
product at site, just before the back filling process. The containers of the ingredients should be
opened only just before the mixing. Only the quantity required for the slot, which is being back
filled, should be mixed together at one time. Filling compound mixed earlier and stored should
not be used for back filling. Unused portion of the mixed compound, if any should be
discarded.
Hot pour compound should be heated and melted at site as recommended by the
manufacturer into a free flowing liquid. Only the quantity required for the slot, which is being
back filled, should be prepared at one time. Gas or oil burners with minimum smoke should be
used for the heating. Sufficient protection should be taken to avoid a fire hazard.
Before starting the back filling, it should be ensured that the loop cable is in position. If
necessary a piece of wood or plastic (not sharp) could be used to position the cable
temporarily. A uniform filling of the compound approximately 50 mm above the top of the loop
wire is necessary. Ensure that no foreign body is trapped in the filling compound.
The prepared compound cold pour or hot pour - should be poured directly into the slot
without spillage. A paper, wooden or plastic funnel should be used for pouring the compound
into the slot. In case a metallic funnel is used, special care should be taken to avoid damage
to the loop cable already laid inside the slot. Spillage, if any should be immediately cleaned.
As the filling compounds are costly, special care should be taken to avoid its wastage.
Vehicles can be allowed to move over the installation 15 minutes after the back filling is
completed.
44


Once the work is completed for the day, the site should be cleaned free of dirt, water, cable
wastes, empty cans etc.

1.6 Loop Cable Entry Through Kerb
In some locations 50-mm dia. PVC is already laid from the cable joint box at site to the outer
face of kerb. If such duct is available at the outer face of the concrete kerb, the slot for loop
tails can be cut to the duct position and once the loop is laid, the tail can be inserted to the
joint box through the duct.
If the 50 mm diameter PVC duct is not provided at site to the outer face of the kerb into the
carriage way, the concrete Kerb need to be cut to an approximate width of 50 mm and a 50
mm Flexible PVC conduit/galvanized MS pipe should be provided to the access of the joint
box before the slot for the loop tail is cut to the kerb.

1.7 Additional Information
The loop installation procedures should be done exactly as per the above specification and as
shown in Figure III-1. It is to be noted that in case of an error there is no way of repairing the
loops other than to redo the whole job again. The importance of ensuring a good installation
cannot be over emphasized; most failure of loops is attributed to a poor installation rather than
faults on the equipment connected to it.

45



Figure III-1: Details of traffic vehicle detection loop

46


2. Removal and Replacement of Traffic Signal Pole and Crash Barriers, Telephone Pillars,
Controller bases etc.

2.1 Description of Work
The work described in this clause comprises the civil work associated with repairing/replacing
of traffic signal street furniture like traffic signal poles, pole crash barrier, controller foundation,
telephone pillar etc. of the signalized junction.

2.2 Working Procedures
Traffic Signal system has to be switched off by the Ministrys electrician in the presence of a
traffic policeman who will control the traffic during the repair work. While replacing a pole
crash barrier or telephone pillar, it may not be necessary to switch OFF the traffic signal.

2.2.1 Replacing Traffic Signal Poles
Traffic Signal Poles are made of 118 mm dia. Steel Pipes with protective coating. The signal
pole stands between 3 to 3.50 meters above the ground. Stub Poles are smaller poles of 118
mm dia. and approximately 2 meters above ground level. Usually this is used to mount push
button boxes and no signal aspects are mounted on it.
Traffic Signal Poles are 3.75M, 4M or 6M in length with one to four signal heads mounted at
the top end of the signal poles with steel brackets. In some cases there may be a Pushbutton
box mounted in the middle. A signal head has a hollow body, the reflector & lamp assembly
and viewing hood & lens assembly and the bracket used to fix the assemblies to the poles.
Push Buttons Units are metallic or plastic molded boxes. The traffic signal poles are provided
with a steel rod at the bottom threaded horizontally to ensure good grouted stability.
Contractor has to dismantle and remove the signal aspects, cables etc. from the damaged
pole as directed by the Ministrys technician. The bricks around the traffic signal poles should
be removed to have an easy access to the cable beneath. Once the cable is disconnected
and removed from the damaged pole, the area around can be excavated to expose the
concrete foundation. The pole may be removed along with the concrete or the concrete may
be broken at site to release the pole. Care should be taken not to damage any cable or any
other item in the vicinity of the pole. Special care should be taken about other utilities like
electric and telephone cable, water lines, sewerage lines etc. A crow bar or jack hammer
could be used to remove the remaining concrete to make the site clear, but extreme care
should be taken while using the jack hammer near electric cables, water lines, telephone
cables etc. The site should be clear of all debris before the new pole is erected.
The signal pole will have one to four signal aspects of various configurations and may contain
one push button box and signs. The signal pole is erected after assembling and fixing all the
above items and inserting and terminating the necessary cable/s. The contractors staff
should assemble and fix the signal heads etc and insert the cable/s into the pole as directed
by the Ministrys technician. The completed assembly is raised and fixed into the previously
prepared pit and positioned properly so that the aspects and push-buttons face in the proper
direction and the cable entry matches with the duct available at site. The steel rod provided is
to be threaded through the pole before concreting. Once the pole is properly positioned, the
steel tripod is fixed to the pole and anchored firmly to the ground for support.
Site mix concrete can be used for installing the pole. The concrete mixture should be of
suitable quality so that it is firm and supports the pole fully when it is cured. Only clean and
washed sand and clean aggregate should be used for preparing the concrete. Care should be
taken while pouring the concrete that the cable or the cable entry on the pole is not blocked by
47


the concrete, so that if necessary the cable can be removed at a later stage without breaking
the concrete. Once the concreting completed, the pit dug can be back filled with the
excavated material, but free of stones, roots etc.
Any signs removed from the old pole should be fixed back and if they are damaged beyond
further use, should be returned to the traffic signal store.

2.2.2 Pole Crash Barrier and Telephone Pillars
Pole Crash Barriers fabricated with sheet metal surround the signal pole and are fixed to the
ground with the help of four posts. One or two sides of the crash barrier are provided with
reflective chevron plates. There are two types of Crash barriers in use, one large and one
small. Refer attached drawing for installation of Crash barrier.
The telephone pillar of length and breadth 150 mm stands 700 mm above the ground level.
These are steel fabricated, galvanized and painted. There is a flush door for the Telephone
pillar with aperture 500 x 150 mm. While installing the telephone pillar it should be ensured
that the finished ground level is at least 50 mm below the aperture.
Installation procedure for the Pole Crash Barrier and Telephone pillar is in similar lines with
that of the traffic signal poles. The old and damaged item should be removed without
damaging the cable and site should be prepared as in the case of traffic signal pole.
In case a crash barrier is damaged along with the pole, it may be installed along with the pole,
provided there is no difficulty in fixing the tripod for supporting the pole. Alternatively, the
tripod can be removed after 48 hours of installation of the pole and the crash barrier can be
installed.
The Crash Barrier should be placed in such a way so that it provides maximum protection
from the on-coming traffic. If the location is such that, it cannot accommodate a large crash
barrier, a small crash barrier could be used. The chevrons fixed to the crash barrier should be
of correct type and should be facing the traffic. All the four supporting poles of the crash
barrier should be firmly grouted to the ground.

2.2.3 Controller Foundation
There are two different types of controllers (small and large) generally mounted on these
concrete controller plinths. The controller boxes are metal fabricated and painted and have
one or two large doors and one small police window on one side. The measurements of the
controller boxes are as follows:
Small controller: Length 360 mm, width 465 mm, height 1220 mm.
Large controller: Length 400 mm, width 700 mm, height 1550 mm.
Traffic signal controllers are usually mounted on concrete plinths of Length 660 mm, breadth
900 mm and height above ground level 600 mm. The plinth may be painted or plain.
The contractors staff should remove the controller, associated equipments and cables from
the existing plinth under the supervision of Ministrys Technician. The existing foundation
should be dismantled without disturbing nearby cable chamber, cables etc. Suitable
foundation can be cast with the metallic shuttering available for the purpose. However, the
necessary long radius bends, plywood etc. should be brought by the contractor.
The external surface of the foundation should be finished smooth taking care to allow enough
slop for avoid water accumulation or getting into the controller. Once the foundation surface is
properly cured, it should be painted black with approved paint suitable for the exterior use.

48


3. Reinstatement of Traffic Signal Chambers and Joint Boxes
The reinstatement of traffic signal chambers and/or joint boxes shall be done in accordance
with the specifications (dimensions/locations) shown in the Figures III-2 and III-3 below.


Figure III-2: Typical locations of signal chambers / joint boxes
49



Figure III-3: Traffic control cable chamber and joint box details