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CHAPTER 1
INTRODUCTION
The pavement carries wheel loads and transfers the load stress through a wider area on
the soil subgrade below. One of the objectives of a well designed and constructed
pavement is therefore to keep this elastic deformation of the pavement within the
• Rigid Pavement
• Flexible Pavement
Fig. 1.1
▪ RIGID PAVEMENT :
The cement concrete pavement slab can very well serve as a wearing surface as
well an effective base course. The rigid pavement is usually designed and the
stress are analysed using the elastic theory.
Fig. 1.2
▪ FLEXIBLE PAVEMENT :
The flexible pavement layers reflect the deformation of the lower layers on-to
the surface of the layer. The flexible pavement are built with number of layers. It
is to be ensured that under the application of load none of the layer is
overstressed. The pavement structure is subjected to excessive deformation to
form a localized depression.
The design of flexible pavement involves the interplay of several variables, such
as the wheel loads, traffic, climate, terrain and subgrade conditions. With a view
to have a unified approach for working out the design of flexible pavement in
the country, the IRC first brought out guideline in 1970. These were based on
CBR method. To handle large spectrum of axle load, these guidelines were
revised in 1984. Following the equivalent axle load concept. In this approach the
pavement thickness was related to the cumulative number of standard axles to be
carried out for different subgrade strengths.
With the rapid growth of traffic now, the pavements are required to be designed
for heavy volume of traffic of the order of 150 million standard axles in the
meanwhile, an in house software package was developed under MORT&H
research scheme R-56. This enabled mathematical modeling of the pavement
structure using multiple layer elastic theory. With this background and the
feedback on the performance of the existing designs, the flexible pavement
committee in 1997 set up a sub-group consisting of the following personnel to
review the existing guidelines for design of flexible pavements.
• Soil Subgrade
• Sub-base Course
• Base Course
• Surface Course
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Fig. 1.3
SOIL SUBGRADE:
The soil subgrade is a layer of natural soil prepared to receive the layers of pavement
materials placed over it. The loads on the pavement are ultimately received by the soil
subgrade for dispersion to the earth mass.
SUB-BASE COURSE:
Sub Base Course a layer of stabilized soil or selected granular soil. In some places
boulder stones or brick are also used as a sub-base or soling course. At the sub-base
course, it is desirable to use smaller size graded aggregates or soil-aggregate mixes.
BASE COURSE:
Base course are used under flexible pavement primarily to improve the load supporting
capacity by distributing the load through a finite thickness. The fundamental purpose of
base course is to provide a stress transmitting medium to spread the surface wheel loads
in such manner as to prevent shear and consolidation deformation.
SURFACE COURSE:
The purpose of the wearing course is to give a smooth riding surface. It resist pressure
exerted by tyres and takes up wear and tear due to the traffic. Surface course also offer a
water tight layer against the surface water infiltration.
For the design of pavement, the design life is defined in term of thee cumulative number
of standard Axles that can be carried before strengthening of the pavement is necessary.
It is recommended that pavement for national highways and state highways should be
1.3 OVERVIEW :
Indian roads congress has specified the design procedures for flexible pavements based
on CBR values. The Pavement designs given in the previous edition IRC:37-1984 were
applicable to design traffic up to only 30 million standard axles (msa).
The earlier code is empirical in nature which has limitations regarding applicability and
extrapolation. This guideline follows analytical designs and developed new set of
designs up to 150 msa.
1.4 OBJECTIVE :
Flexible pavement has following objectives :
1. The surface of the roadway should be stable and non-yielding, to allow the
heavy wheel loads of road traffic to move with least possible rolling
resistance.
2. The road surface should also be even along the longitudinal profile to enable
the fast vehicles to move safely and comfortably at the design speed.
3. The pavement carries the wheel loads and transfer the load stresses through a
wider area on the soil subgrade blow.
4. The vertical alignment and the environment condition of the site, the
pavement may be constructed over an embankment, cut at the ground level
itself. It is always desirable to construct the pavement well above the
maximum level of the groundwater.
Flexible pavements are considered to include the pavements which have bituminous
surfacing and granular base and subbase courses conforming to IRC standards. These
guidelines apply to new pavements.
The survey should be augmented with existing soil and geological maps. Both natural
and subsurface drainage of the subgrade must be considered.
In the Uttar Pradesh Road Development Policy 1998, one of the objectives is “to keep
the roads free of potholes and patches all the time by continuously maintaining and
repairing them”, and another, “to ensure quality in construction and maintenance of
roads.” Furthermore, one of the salient features of the Policy is that, “latest techniques
will be used for construction of roads and bridges.” However, an examination of these
objectives indicates that these are far from being realised and that in many instances the
necessary policy and procedures are lacking.
➢ Site is situated at bijnor, road starts at bijnor chauraha and ends at scooter india
gate chauraha on National Highway 25.
➢ Total length of road is 4.6 km.
➢ Category of road is ODR (Other District road) having 2 lane traffic capacities.
➢ Existing flexible pavement having 7m width & 4.2% of CBR value with total
crust thickness of 600 mm.
TABLE 1.1
TABLE 1.2
TRAFFIC SURVEY
Date : from 19.03.2017 to 20.03.2017
Car/Jeep/ Animal
Two Tracto
Day three Bus Truck Cycle drawn
Wheeler r
wheeler vehicle
Factor
0.5 1 3 3 0.5 3 4
PCU
TABLE 1.4
DESIGNING
➢ WATER CONTENT OF SOIL =11.86%
➢ LIQUID LIMIT =32.53%
➢ PLASTIC LIMIT =11.53%
➢ PLASTICITY INDEX =21%
➢ BULK DENSITY =1.40
➢ DRY DENSITY =1.25
➢ OPTIMUM MOISTURE CONTENT =13.5%
➢ MAX DRY DENSITY =2.25
● Plasticity index of soil sample of this road is more than 6% i.e 21%. Hence
catred earth of required plasticity index shall be used for construction of
embankment and shoulder.
● Compaction of earth work shall be carried out with optimum moisture content
13.5% to attain max dry density 2.25
DESIGNING OF WIDENING
PCU= 12483
➢ PCU of this road is more than 10,000, hence two lane that is 7m road shall be
required.
➢ Existing width of road is 7mt, hence there is no requirement of widening of this
road.
CBR = 4.2%
DBM = 50mm
BM = 40mm
A = 819 cvpd
D = Lane distribution factor for two lane single carriageway road = 75%
F = Vehicle damage factor for traffic ranging 150 to 1500 cvpd = 2.50
r = Annual growth = 5%
( )
N=
N = 17.69 msa.
BC = 2.5cm
GSB = 15cm
Fig 1.4
Provide
DBM = 3 cm
BC = 4 cm
Hence total thickness of crust after strengthening is 68 cm in which 4cm of BC & 3cm
of DBM are provided additional thickness in existing road of 61 cm crust.
Fig 1.5
Fig 1.6
Fig 1.7
Fig 1.8
CHAPTER 2
LITERATURE REVIEW
This is the initial stage of a project which can have an impact on every stage of the
project thereafter, such as overall cost of works, duration etc., and it is, therefore ,
important that the following steps are documented:
This chapter provides a detailed of the literature review. The review is organized
according to the following key areas:
▪ Stabilization,
▪ Pavement Edge drains and Subsurface Drainage,
▪ Longitudinal Construction Joints,
▪ Pavement Edge Drop-Offs,
▪ Construction Equipment, and
▪ Embankment Widening.
It should be noted that for the purposes of this literature review the units of measure
reflect the units used in the referenced reports and are not consistent throughout the
chapter.
2.2 STABILIZATION :
IRC Guidelines for Modification and Stabilization of Soils and Bases for Use in
Pavement. Structures offers a more uniform approach to selecting both the type and
According to the guidelines, the selection of the appropriate stabilizer for subgrades,
bases, and salvaged existing materials is dependent on factors, such as: soil mineralogy,
soil classification, goals of treatment, mechanisms of additives, desired engineering and
material properties, design life, environmental conditions, and engineering economics.
These specification shall apply to all such road are required to be executed under the
contract or otherwise directed by the Engineer-in-charge. The quality of materials,
processing of materials as may be needed at the site, salient features of the construction
work and quality of finished work shall comply with the requirement set forth in
succeeding sections. It shall be understood that only general terms, and not in complete
detail, it shall be understood that only the best quality are to be employed and
instructions of the engineer are to be fully complied with.
The work to be carried out under the contract shall consist of the various items as
generally described in the tender documents as well as in the bill of quantities furnished
in the tender documents.
The work to be performed shall also include all general work preparatory to the
construction of roads, bridges, canal crossings, drainage and all other related works. The
work shall include work of any kind necessary for the due and satisfactory construction,
completion and maintenance of the works to the intent and meaning of the drawing and
order that may be issued by the engineer from time to time.
The contractor shall ensure that all actions are taken to build in quality assurance in the
planning and execution works. The quality assurance shall cover all stages of work such
as setting out, selection of materials, selection of construction method, selection of
equipment and plant deployment of personnel and supervisory staff.
The quarry charts enclosed with the tender documents indicate the location of quarries
and other sources from which naturally occurring materials are available, for guidance
of the contractor.
Drawing scheduling the affected services like water pipes, sewers, oil pipelines, cables,
gas ducts etc. owned by various authorities including public undertakings and local
authorities included in the contract documents shall be verified by the contractor for the
accuracy of the information prior to the commencement of any work.
The final position of these services within the work shall be supposed to have been
indicated based on the information furnished by different bodies and to the extent the
bodies are familiar with the final proposals.
The work of temporarily supporting and protecting the public utility services during
execution of the works shall be deemed to be part of the contract and no extra payment
shall be made for the same. Such works shall be taken up by the contractor only after
obtaining clearance from the engineer and ensuring adequate safety measuring.
This is the process of recording, tracking, and analysing all the various costs incurred
during the execution of a highway project from inception to completion and handover,
including defect liability period.
In this case the costs of the individual elements that make up the project are summated.
Basically these costs are for labour, plant and equipment, and materials. For work to be
executed 'In-house' with the PWD's own labour force these individual costs will be, or
should be, known.
When external Contractors are engaged the PWD will only have access to the 'Selling'
rates, i.e. the rate given by the Contractor when pricing the Bill of Quantities.
Spread of the Contractor's preliminary items which are not listed in the Bill of
Quantities.
The total costs of these items are normally spread over the items listed in the Bill of
Quantities. As such they are additional to the elements of labour, plant and equipment,
and materials. But will not be known by the Client Head office overheads - these are the
costs borne by the Contractor for the running of is offices, and include the costs
associated with preparing bids. Most Contractors, and Consulting firms, do not win all
the projects for which they are bidding, but the costs of preparing such bids have to be
recovered from the „profit‟ made on those contracts which they do win.
CHAPTER 3
GENERAL SPECIFICATION
1) The Road & Bridge works should be properly integrated with the ongoing schemes
/sub-project of urban environment improvement project (i.e. Water supply, Sewerage,
Drainage etc.) under UPPWD. The detailed Project report shall be prepared as per the
IRC Guidelines.
2) The existing road network system of the city should be taken into account for
preparation of traffic master plan for 30 years design period i.e. year 2041 and
accordingly the proposed improvement scheme shall be planned.
The following activities have to be worked out for preparation of traffic master plan.
▪ Mid-block traffic survey for different roads including parking survey, pedestrian
survey
▪ Traffic survey in junctions including pedestrian movement
▪ Analysis of traffic survey data
▪ Fixation of Planning Horizontal
▪ Collection of important features, socio economic data, right of way etc. and
Proposed Traffic Plan of the city to avoid traffic congestion in peak hours
including safety of traffic, provision of parking, safe movement of Pedestrian &
slow moving vehicles etc.
▪ Any development/expansion plan, tourism etc. shall also be taken into
consideration for preparation of traffic master plan.
▪ Projection of proposed traffic.
▪ Improvement schemes i.e. new road, widening of existing road, signalling
system, parking facilities, footpath, foot over bridge, Sub-way, Bridges etc have
to be finalized in line with the traffic master plan.
▪ Proposed improvement schemes shall be limited to existing right of way or
minimum acquisition.
▪ Preparation of guidelines for passing of utilities considering the minimum
damage/ obstruction of road for laying of new utilities & maintenance of
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utilities.
3) The Socio- Economic structure of the city shall be taken into consideration for future
prospects of the city as well as needs for development.
4) Based on Traffic & Socio-Economic analysis, the priority list of improvement
schemes shall be prepared to suit the traffic master plan.
5) From the above priority list of improvement. Scheme, the different works shall be
phased for 10/20/30 years for smooth traffic flow as well as minimum Environmental
hazards.
6) Immediate improvement scheme shall be selected to implement as per their merits
and budgetary allocation. The proposed improvement scheme shall be integrated.
7) Based on selection criteria to take up the works high level Bridges as the priority to
this sector. It is proposed that only very important / priority roads should be considered
in accordance to tentative allocation/identified list of works of the town. In general, the
construction of road shall be started after completion of works related to sewerage,
drainage, water supply etc. for the stretches of the road. As and when roads getting
damaged due to sewerage works; road restoration in complete width should be taken
under the sewerage packages; whereas, for water supply works the road restoration may
be limited to the width of excavation only.
8) Longitudinal Sections and Cross-Sections
▪ Levels- along the final centre line should be taken at all staked stations and at all
breaks in the ground.
▪ Cross-sections should be generally taken at 50 - 100 metre intervals in plain
terrain and 50 - 75 metre in rolling terrain depending on the nature of work.
Preferred distance for existing roads and built-up situations is 50 m. The interval
should be still less in hilly terrain, about 20 m. In addition, cross-sections should
be taken at points of beginning and end of spiral transition curves, at the
beginning, middle and end of circular curves, and at other critical locations. All
cross-sections should be with reference to the final centre line, extend normally
up to the right-of-way limit, and show levels at every 2 - 5 metre intervals and
all breaks in the profile.
▪ Centre line profile should normally be continued at least 200 metres beyond the
limits of the project. This is intended to ensure proper connecting grades at both
ends. With the same objective, profile along all intersecting roads should be
measured upto a distance of about 150 metre. Further, at railway level crossings,
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the level of the top of the rails, and in the case of subways, the level of the roof
should be noted. On existing roads, levels should be taken at all points of
intersection in order to help the final fixation of profile.
▪ While finalizing road, top level of manholes constructed for sewer line and
Water line should be considered. If it is not possible to flush the road with top of
Manholes then raising of level of these manholes should be accounted for in
Estimation.
▪ For new roads utility duct along road should be proposed in the city area to pass
water, power and other lines.
▪ Proper Plantation on both side of roads should be considered.
▪ Typical Longitudinal Sections and Cross-Sections appended
1) The Specifications for road works are based on the currents Indian Roads Congress
Specifications and recommended codes of practice, and ministry of Roads Transport
and highways as per IRC specifications.
2) Roads shall be planned for full width of Right of Way (ROW) available. In general,
space for utility services / utility corridor may be identified separately in accordance to
the future requirements so that the obstruction of road & damage of the pavement shall
not be occurred in future. If separate space for utility is not available, a suitable
planning for passing of utilities has to be prepared for laying of new utilities &
maintenance of utilities.
3) In general, the road pavement is designed for 20 years design period. However, to
minimize the initial cost, 10-15 years design period may be adopted for design of road
pavement and overlay of BC & DBM for every 5 years shall be recommended for
remaining design period. For this case, cost effective study shall be carried out for all
cases with proper analysis. In absence of actual traffic growth by suitable method, the
annual growth rate of traffic may be adopted as 7.5 percent.
4) The reconnaissance survey of the existing roads should be carried out. All available
information of the existing road i.e. year of construction, subgrade CBR, soil
characteristics pavement composition and specifications, traffic, pavement performance,
overlay history, climatic conditions, location of underground & overground utilities etc.
5) Land Acquisition plan for approved improvement proposal shall be prepared based
on collected revenue map & information.
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6) Normally median should not be less than 1.2 m except critical locations and this
should usually be unpaved in four or more than four lane carriageway except specific
cases due to the width of the right of way limitation.
7) Flexible pavement for new roads should be designed in accordance with IRC: 37-
2001. Strengthening requirements either by method provided in IRC: 37- 2001 or the
Benkelman Beam Deflection Technique described in IRC: 81-2001.
8) For the purpose of structural design only the number of commercial vehicle of weight
of 3 tonnes or more and their axle loading is considered.
9) Profile correction should be avoided as far as possible. If it is not possible to avoid
then it should be taken bare minimum.
10) Effort should be made to have useful cost effective designs. Quality of works is
more dependent on adhering to design parameters during construction rather than higher
design specification.
11) BC and DBM layers should be bare minimum and it should be designed with the
provision of overlay in future. Bitumen of Grade 60/70 or Crumb Rubber Modified
(CRM) shall be used for all bituminous work except for mastic asphalt for which 85/25
Grade of Bitumen.
12) Rigid pavement should be proposed where carriageway comes in submerges and
low lying area. The design shall be done in accordance with IRC Standard.
13) Thermo-plastic paints should be used for road marking.
14) Roadside drain should be designed as per IRC Standard. The intensity of rainfall
should be taken from the realistic past data. The design calculation for the intensity
should be furnished in details along with adopted design procedure.
15) Shifting of utility services should be avoided as far as possible. In case it is not
avoidable then effort should be made to minimize the cost by taking minimum required
shifting of utilities.
16) Environment & Social impact assessment shall be done to minimize environment &
social hazards.
17) Spacing of street light should be designed in accordance to the required width to be
illuminate and accordingly capacity of luminaries and height of poles should be
decided. Dark patches shall not been seen on the road surface.
18) Use of mechanical Grader for construction of embankment, subgrade and subbase
shall be mandatory. For WMM all the material used shall be crusher broken.
19) Bituminous layers shall be laid by paver finisher. Bitumen of Grade 60/70 or CRM
shall be used for all bituminous work.
20) Thermoplastic paint conforming shall be used.
21) Traffic signs, Bollards, Hazard markers, Raised pavement markers shall conform to
relevant IRC specification and provision should be kept in BOQ.
3.1.2.3 DRAINAGE :
The site engineer should have a clear understanding that performance of a road is
closely related to drainage, both surface and subsurface. The sources of water involved
may be the surface runoff, seepage flow through subterranean channels, ground water
movement and moisture transfer within the soil masses, etc. and surplus water should be
removed away from the roadway area quickly and effectively.
3.1.2.4 EARTHWORK :
Ensure that the specified cross fall for both pavement and shoulder is provided right
from sub grade level and maintained during the earth work and ensure that subgrade is
sufficiently above the HFL/ ground water table or the natural ground level and should
have minimum height 0.6 m.
1) The area for the roadway and drainage excavation should be cleared and grabbed. Set
out the limit of excavation to the line & levels. Providing of control pegs for alignments
fixation and embankment construction are to be done as per relevant Clause of
Ministry‟s specification.
2) During excavation different grades of materials may be met, best material should be
reserved for use in the top 0.5 m height of the embankment.
3) Excavated material which is useable in pavement construction should be stacked,
proper measurements and recorded in proper manner.
Cross – section of earthwork of road in banking or in cutting is usually in the form of
trapezium, and the quantity of earthwork may be calculated by the following method:
QUANTITY = (Bd+Sd2) X L
When the ground is in longitudinal slope, the height of bank or depth of cutting will be
different at the two ends of the section and mean height or depth may be taken for “d”
and sectional area at mid-section is taken out for mean height. Alternatively, sectional
area is taken out. Sectional area at the two ends may be calculated and the mean of two
sectional area is taken out. Sectional area at the mid-section or the mean sectional area,
multiplied by the length gives the quantity.
1) Cut formation requires very close inspection for the reason that it is for the first time
that the material gets exposed.
2) Check for suitability of the natural material. Some shale‟s may look hard- when dry
but get slushy in presence of water. If such unsuitable materials are met with, have these
removed to a depth of at least 0.5 m or as otherwise specified and replaced with suitable
material.
3) If density of sub-grade is lower than 97 per cent of the laboratory density determined
as per IS: 2720 (Part VIII), it shall be loosened to a depth of 500 mm, watered and re
compacted in 250 mm thick loose layers to a density not less than 97 per cent of the
maximum laboratory dry density.
4) In rock formation all dish shaped cavities left out by blasting should be cut out at
edges to facilitate drainage. Low areas should be filled up with sub-base material and
properly compacted.
5) Any seepage should be intercepted and properly drained.
1) When earth available from the excavation for the roadway formation and drainage
excavation falls short of the requirement of embankment construction in the remaining
reaches, this should be obtained from approved area(s) outside the land width identified
for the purpose.
2) Check for the location, size and depth of borrow pits, where payment is on the basis
of borrow measurement.
3) The volume of borrow excavation and of compacted embankment will be different if
there is variation in the respective dry densities. For example, if the in-situ DBD of
borrow soil is 1.6 gm/cc, and that of embankment 1.8 gm/cc, the quantity of borrow
excavation will be larger by 1.8/1.6 times.
4) On completion of all measurements for payment, have the borrow pits opened out
partly at either ends to facilitate easy drainage.
23) After the final compaction of WBM course, the pavement should be allowed to dry
overnight. Next morning hungry spots should be filled with screenings or binding
material, lightly sprinkled with water, if necessary and rolled.
3.5 COMPACTION
1. Each layer of the base and sub-base courses shall be uniformly compacted over its
entire area and depth.
2. On sections of pavement with one-way cross fall, compaction shall begin at the low
side of the pavement and progress to the high side. On crowned sections, compaction
shall begin at the sides of the pavement and progress towards the crown.
Each pass of the rollers shall be parallel with the centreline of the roadway and
uniformly overlap each preceding pass. The outer metre of both sides of the pavement
shall receive at least two more passes by the compaction plant than the remainder of the
pavement.
3. At locations where it would be impracticable to use self-propelled compaction plant,
the pavement material shall be compacted by alternative hand-operated plant approved
by the Superintendent.
4. Watering and compaction plant shall not be allowed to stand on the pavement being
compacted.
1. The relative compaction of pavement material at each location tested for field dry
density shall be calculated as follows:
2. The Superintendent may approve some or all of the field dry density testing to be
carried out with a single probe Nuclear Density Meter in the direct transmission mode.
Such approval is conditional upon the testing authority demonstrating calibration of the
device for the material being tested and samples being taken at each test location for
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moisture content determined.
3. Each day that material is produced for placement in a layer or layers, a sample of the
material shall be taken by the Contractor for maximum dry density testing to represent
that day's production. The Superintendent may direct the Contractor to undertake further
maximum dry density testing where the quality of the material supplied appears
inconsistent.
4. For unbound layers, the sample shall be tested to determine the maximum dry density
and optimum moisture content(modified compactive effort) for the material.
5. For bound layers the sample shall be tested within two hours after the addition of
stabilising agent to the mix in accordance with RTA Test Method T130 to determine the
maximum dry density (standard compactive effort) for the material. This test method
shall also be used to determine the optimum moisture content.
6. The maximum dry density so determined shall be the assigned value used in relative
compaction calculations for all like material from that lot or day's Production placed in
a single layer of work, whichever is the lesser.
7. The use of assigned values of maximum dry density is not permitted for non-uniform
materials or any subgrade, except where the subgrade is constructed of uniform granular
materials.
(a) For unbound layers, the minimum value of all calculated relative compaction
for modified compactive effort is not less than 98 per cent within the lot or the
area of pavement being assessed. Each layer must meet both compaction and
stability under load criteria before the commencement of work on subsequent
courses.
(b) For bound layers, the minimum value of all calculated relative compaction
for standard compactive effort is not less than 100 per cent within the lot or the
area of pavement being assessed.
(c) In the case of bound layers of target final depth in excess of 250mm, the top
150mm shall meet the requirements whilst the bottom 150mm shall have a
relative compaction equal to or greater than 92 per cent.
FIG 3.1
1) Prime coat consists of application a single coat of low viscosity liquid bituminous
material to a pours granular surface preparatory to the superimposition of bituminous
treatment or mix. The choice of printer shall depend upon the porosity of the surface to
be printed. Details are available in Clauses 501.2 of this Ministry‟s Specifications.
2) Bituminous Printer should not be applied on a wet or dusty surface. At the time of
application temperature in the shade should not be less than 100C.
3) The primer distributor should be self-propelled or towed bitumen pressure sprayer
capable of spraying the material uniform ally at the specified rate and temperature.
Hand spraying should be resorted to only in small areas and areas inaccessible to the
pressure sprayer.
4) After application of cut back, the surface should be allowed to cure for at least 24
hours.
5) The quantity viscosity and temperature of lying should be as specified in table
3.7 TACK-COAT:
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1) The binder for tack coat should be a bituminous emulsion complying with IS: 8887
or cut-back as per IS: 217, to be used restrictively for site at sub-zero temperature or for
emergency application.
2) The binder should be applied uniformly with bitumen pressure sprayer capable of
spraying bitumen at specified rate and temperature to provide a uniform unbroken
spread of bitumen.
3) No more than the necessary tack coat for the day's operation should be placed.
4) The succeeding construction should be made only after curing of the tack coat.
3.8.1 GENERAL :
The Contractor must measure and record pavement surface temperature and wind
velocity at the point of asphalt laying. Measurements shall be recorded in a suitable
Asphalt Work Record Sheet. Asphalt layers less than 45 mm nominated or specified
thickness shall not be placed when:
(a) The pavement surface temperature is below 10° C for dense graded asphalt or below
15° C for open graded asphalt.
(b) The pavement surface temperature is below 25° C and the velocity of the wind
across the pavement exceeds 15 kilometres per hour. Asphalt layers less than 30 mm
nominated or specified thickness shall not be placed when the pavement surface
temperature is below 25° C and the velocity of the wind across the pavement exceeds 5
km/hr. Asphalt paving will not be permitted when the surface of the road is wet or when
cold winds chill the mix to such an extent that, in the opinion of the Superintendent,
spreading and compaction are adversely affected.
3.8.3 SPREADING :
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No layer of asphalt shall be spread until the Superintendent gives approval to proceed.
A course of Open Graded Asphalt or Stone Mastic Asphalt must comprise one layer
only.
The Contractor shall place and finish asphalt so as to:
(a) Produce a homogeneous product with a tightly bound surface;
(b) Achieve the specified in situ air voids for dense graded asphalt or the specified
compactive effort for open graded asphalt;
(c) Provide the specified thickness of asphalt; and
(d) Achieve the finished pavement properties, asphalt shall be placed by a self-propelled
mechanical spreader using automatic level control. Hand placement of asphalt shall be
used only for minor correction of the existing surface and in areas where placement with
a mechanical spreader is impracticable. Each layer shall be completed to a surface
parallel to the finished surface of the pavement and at a depth below it equal to the
compacted thickness of the subsequent layer or layers specified. Where a leveling beam
automatic level control device is used, it shall provide an average profile from a
minimum of 8 separate contact points evenly spaced over a length of at least
9m.Adjoining the edge of a lane which has been spread, tamped and rolled, the asphalt
shall be spread to a height such that after compaction the finished surface will match the
adjoining levels.
Adjoining a lane which has been spread and tamped but the outer edge of which has not
been compacted, asphalt shall be spread to the height of the unrolled material at that
edge.
Laying and consolidated shall be done during early rainy season, so that sufficient water
is available for consolidation, and during the later part of the rains the ballast gets fully
compacted. The surface shall be made to a camber of 1 in 60 or 1 in 48 as specified.
And two mud walls 20 cm wide and 15 cm high shall be made along the outer edges for
the metaling and ballast spread evenly hand packed to the required camber with
template and bigger pieces of metal placed at the bottom. The ballast shall first be dry
rolled longitudinally with 10 tonne roller commencing from the edges and working
towards the Centre and dry rolling continued until the metal thoroughly compacted and
no mark of roller left on the surface. Rolling should be done slowly without any jerk.
The surface shall then be thinly blinded with sandy earth and watered and rolled. Finally
the side and mud walls shall be rolled and pressed flush to the surface. The surface
should be brought to the required camber by placing template at regular intervals. The
road shall be opened to traffic when dry but still damp, and the traffic should be spread
over the full width by traffic divers.
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CHAPTER 4
TESTING
1. Penetration test
2. Ductility test
3. Softening point test
4. Specific gravity test
5. Viscosity test
6. Flash and Fire point test
7. Float test
8. Water content test
9. Loss on heating test
Penetration
Fig 4.1
Softening point denotes the temperature at which the bitumen attains a particular degree
of softening under the specifications of test. The test is conducted by using Ring and
Ball apparatus. A brass ring containing test sample of bitumen is suspended in liquid
like water or glycerine at a given temperature. A steel ball is placed upon the bitumen
sample and the liquid medium is heated at a rate of 5oC per minute. Temperature is
noted when the softened bitumen touches the metal plate which is at a specified distance
below. Generally, higher softening point indicates lower temperature susceptibility.
Thermomete
Softenin
Bitum
Fig 4.2
OBSERVATION VALUE
Average 520C
Fig 4.3
At high temperatures depending upon the grades of bitumen materials leave out
volatiles. And these volatiles catch fire which is very hazardous and therefore it is
essential to qualify this temperature for each bitumen grade. BIS defined the ash point
as the temperature at which the vapour of bitumen momentarily catches fire in the form
of ash under specified test conditions. The _re point is defined as the lowest temperature
under specified test conditions at which the bituminous material gets ignited and burns.
Water Content of soil is the quantity of soil contained in a sample of soil. Generally this
is expressed in ratio. The water content (w) of a soil sample is equal to the mass of
water divided by the mass of solids.
Fig 4.4
4.1.5.1 PROCEDURE :
▪ Clean the container, dry it and weigh it with the lid (Weight 'W1').
▪ Take the required quantity of the wet soil specimen in the container and weigh
it with the lid (Weight 'W2').
▪ Place the container, with its lid removed, in the oven till its weight becomes
constant (Normally for 24hrs.).
▪ When the soil has dried, remove the container from the oven, using tongs.
▪ Find the weight 'W3' of the container with the lid and the dry soil sample.
OBSERVATIONS
CALCULATIONS
TABLE 4.1
4.1.5.3 RESULT :
Fig 4.5
Due to the movement of traffic the road stones used in the surface course are subjected
to wearing action at the top. Hence road stones should be hard enough to resist the
abrasion due to the traffic. Abrasion tests are carried out to test the hardness property of
stones and decide whether they are suitable for different road construction works.
The abrasion test on aggregate may be carried out using any one of the following three
tests:
The principle of Los Angeles abrasion test is to be find the percentage wear due to the
relative rubbing action between the aggregate and steel balls used as abrasive charge.
Pounding action of these ball also exist during the test and hence the resistance to wear
and impact is evaluated by this test. The Los Angeles machine consist of a hollow
cylinder closed at both ends, having inside diameter 70 cm and length 50 cm and
mounted so as to rotate about its horizontal axis.
The abrasive charge consist of cast iron spheres of approximate diameter 4.8 cm and
each of weight have 390 to 445 g. The number of spheres to be used as abrasive charge
and their total weight have been specified based on grading of the aggregate sample.
The test has been standardized by the ISI.
The result of the abrasion test expressed as the percentage wear or the percentage
passing. 1.7 mm sieve expressed in terms of the original weight of the sample. The Los
Angeles abrasion value of good aggregate acceptable for concrete, bituminous concrete
and other high quality pavement materials should be less than 30 percentage. Value up
to 50 percent is allowed in base courses like water bound bituminous macadam.
PARTICLE SAMPLE
Original Weight of the sample w1 5000 gm
Weight of aggregate retained on 1.77mm 3584 gm
LOSS OF WEIGHT 28.32%
TABLE 4.2
A test designed to evaluate the toughness of stone or the resistance of the aggregates to
feature under repeated impacts is called impact test. The aggregate impact test is
commonly carried out to evaluate the resistance to impact of aggregate and has been
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standardized by ISI.
Aggregate specimen is passing 12.5 mm sieve and retained on 10mm sieve is filled in
the cylindrical measure in 3 layers by tamping each layer by 25 blows. The sample is
transferred from the measure to the cup of the aggregate impact testing machine and
compacted by tamping 25 times. After subjecting the test specimen to 15 blows, the
crushed aggregate is sieved on 2.36mm sieve.
The aggregate impact value is expressed as the percentage of the fine formed in terms of
the total weight of the sample.
The aggregate impact value should not normally exceed 30 percent for aggregate to be
used in wearing course of pavements. The maximum permissible value is 35% for
bituminous macadam and 40% for water bound macadam base courses.
OBSERVATION SAMPLE
Total weight of dry sample w1g 34
Weight to portion passing 2.36mm sieve 4.5
IMPACT VALUE 13.20
(STRONG)
TABLE 4.3
About 100g of the specimen passing through 425 µm IS Sieve is mixed thoroughly with
distilled water in the evaporating dish and left for 24 hours for soaking.
▪ Place a portion of the paste in the cup of the liquid limit device.
▪ Draw the grooving tool through the sample along the symmetrical axis of the
cup, holding the tool perpendicular to the cup.
▪ For normal fine grained soil: The Casagrande‟s tool is used to cut a groove 2
mm wide at the bottom, 11 mm wide at the top and 8mm deep.
▪ For sandy soil: The ASTM tool is used to cut a groove 2mm wide at the bottom,
13.6 mm wide at the top and 10mm deep.
▪ After the soil pat has been cut by a proper grooving tool, the handle is rotated at
the rate of about 2 revolutions per second and the no. of blows counted, till the
two parts of the soil sample come into contact for about 12 mm length.
▪ Take about 10 g of soil near the closed groove and determine its water content
▪ The soil of the cup is transferred to the dish containing the soil paste and mixed
thoroughly after adding a little more water.
▪ LL= ( )
OBSERVATIONS
1 No of blows(N) 32
TABLE 4.4
4.3.3 RESULT :
Take out 30g of air-dried soil from a thoroughly mixed sample of the soil passing
through 425µm IS Sieve. Mix the soil with distilled water in an evaporating dish and
leave the soil mass for naturing. This period may be upto 24hrs.
▪ Take about 10g of the soil and roll it with fingers on a glass plate. The rate of
rolling should be between 80 to 90 strokes per minute to form a 3 mm dia.
▪ If the dia. of the threads can be reduced to less than 3mm, without any cracks
appearing, it means that the water content is more than its plastic limit. Knead the
▪ Repeat the process of alternate rolling and kneading until the thread crumbles.
▪ Collect and keep the pieces of crumbled soil thread in the container used to
determine the moisture content.
Repeat the process at least twice more with fresh samples of plastic soil each time.
OBSERVATIONS
CALCULATIONS
TABLE 4.5
4.4.3 RESULT :
Plasticity index(PI) = LL - PL
= 32.53 - 11.53
= 21> 6
The results which are comes out from the soil test given below –
CHAPTER 5
OVERVIEW
Normal practice is heat bitumen to reduce its viscosity. In some case preference is given
to use liquid binders such as cutback bitumen. In cutback bitumen suitable solvent is
used to lower the viscosity of the bitumen. The solvent from the bituminous material
will evaporate and the bitumen will bind the aggregate. Cutback bitumen is used for
cold weather bituminous road construction and maintenance. The distillates used for
preparation of cutback bitumen are naphtha , diesel oil, and furnace oil. There are
different types of cutback bitumen like rapid curing (RC), medium curing (MC), and
slow curing (SC). RC is recommended for surface dressing and patchwork. MC is
recommended for premix. It is used for premix with appreciable quantity of the
aggregates.
Three types of bituminous emulsions are available, which are Rapid setting (RS),
Medium setting (MS), and Slow setting (SC). Bitumen emulsions are ideal binders for
hill road construction. Where heating of bitumen or aggregates are difficult. Rapid
setting emulsions are used for surface dressing work. Medium setting emulsions are
preferred for premix jobs and patch repairs work. Slow setting emulsions are preferred
in rainy season.
In bituminous primer the distillate is absorbed by the road surface on which it is spread.
The absorption therefore depends on the porosity of the surface. Bitumen primers are
useful on the stabilized surfaces and water bound macadam base courses. Bituminous
primers are generally prepared on road sites by mixing penetration bitumen with
petroleum distillate.
All the products of clearing and grubbing which , in the opinion of engineer cannot be
used shall be cleared away from the roadside in a suitable manner . care shall be taken
as that unsuitable waste materials are disposed of in such a manner that there is no
likelihood of these getting mixed up with the materials meant for embankment ,
subgrade and road construction.
TABLE 5.1
5.3.2 MATERIALS :
The material which is to be used in work shall be natural sand, moorum, gravel, crushed
sand, crushed slag, crushed concrete, or the combination of these materials depending
upon the grading required. the material shall be free from organic or other deleterious
constituents and conformed to one of the three gradings shown in the table below :
TABLE 5.2
Immediately thereafter rolling shall start. If the thickness of compacted layer does not
exceed 100 mm a smooth wheeled roller of 80 to 100 kN weight may be used. For a
compacted single layer up to 125 mm the compaction shall be done with help of
vibratory roller of minimum 80 – 100 KN static weight with plain drum or heavy tyred
roller of minimum 200 to 300 KN wt.
Rolling shall be continued till the density achieved is at least 98 per cent of maximum
dry density. The surface of any layer material on completion of compaction shall be
well closed free from movement.
All loose segregated or otherwise defective areas shall be made good to the full
thickness of the layer and recompacted.
5.5.2 PURPOSE :
The bituminous material used for prime coat should have high penetrating qualities such
that it can penetrate deep into the base coarse to about 10 mm depth. It should be of
such a nature that after curing it will leave a high viscosity residue in the void space of
treated surface. The material suitable for this is liquid asphalt or road tar of low
viscosity.
Up on the prepared surface, the primer is applied at the specified rate through a sprayer.
It is applied to a surface which is dry or slightly damp and at a temperature of not less
than 10 C. After application of the primer, at least 24 hr should elapse before applying
sand blindage.
Tack coat is a very light application of low viscosity liquid bituminous material on
surfaces which have previously been treated.
5.6.2 PURPOSE :
Simply to insure adhesion between existing surface and new bituminous surface.
5.6.3 MATERIAL :
The binder used for tack coat is either cationic Bituminous Emulsion (RS-1) or suitable
low viscosity paving bitumen of VG 10 i.e. 80-100.
TABLE 5.4
The mixture derives its main source of strength from the mechanical interlocking of the
aggregate particles and cohesion imparted by the binder.
5.7.2 MATERIALS :
5.7.2.1 AGGREGATES :
45 100 -
37.5 90-100 -
19 90-100
TABLE 5.5
Durability Soundness
Sodium Sulphate Max 12%
Magnesium Sulphate Max 18%
5.8 BINDER:
The binder content varies from 3 to 4 per cent. The binder used is straight run bitumen
of penetration grade S.35 , S.65 , or S.90 .
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The choice grade of bitumen depends upon the intensity of the traffic and season of the
year Binders of high viscosity are required in regions of heavy traffic or difficult site
condition and during summer season. A reduction in viscosity may be permitted during
winter season.
Bituminous macadam shall not be laid during rainy season or when the base course is
damp or wet.
Hot mix plant of adequate capacity is used for preparing the grade. The temperature of
binder at the time of mixing should be in the range of 150 to 165 C and that of
aggregate in the range of 125 to 150 C, provided that the difference in the temperature
between the binder and the aggregate at no time exceeds 25 C.
After mixing, the mixture is transported from mixing plant to the site in suitable
manner.
The rolling is commenced at the edges and progressed towards the centre longitudinally
except parallel that on super-elevated portion where the rolling is done from the lower
to upper edge parallel to the centre line of the pavement. The roller wheels and picked
up. The rolling operation shall be finished in every respect before the temperature of the
mix falls below 80 C.
It may be laid in the thickness varying from 50mm to 200mm. When the thickness is
greater than 100mm, laying is carried out in not less than two layers.
TABLE 5.6
The mixed contains dense grading of coarse aggregate and mineral filler coated with
bituminous concrete layer depends upon the traffic the quality of base course.
The specification of materials and the construction steps for bituminous concrete or
asphaltic surface are given below.
Bitumen of grade 30/40, 60/70, or 80/100 may be chosen depending upon the climatic
of the location.
The gradient of aggregates and filler should conform to those given in table.
This work is consist of the application of seal coat for filling the voids in a bituminous
surface laid to specific levels, grads and crossfall (camber). The seal coat is applied as a
final step in the construction of bituminous surface.
5.14.2 PURPOSE:
(a) To water proof or seal the surface and, thereby prevent the determine of the mix
from moisture and air.
(b) To increase resistance to skidding.
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(c) To improve night visibility.
(d) To protect the mat from abrasion caused by heavy traffic.
5.14.3 TYPES :
5.14.4.1 BINDERS:
The quantity of bitumen per 10 square meters shall be 9.8 kg. If bituminous emulsion is
used the quantity shall be 15 kg.
The stone chips shall be 100 % passing through 11.2 mm sieve and retained on 2.36 mm
sieve. The quantity used for spreading should be 0.09 Cum per 10 square meters.
5.14.4.3 AGGREGATES :
The aggregates shall pass through 2.36 mm sieve and be retained on 180 micron sieve.
The quantity used for this be 0.06 cubic meters per 10 square meters.
The seal coat is applied immediately after laying the bituminous course which is
required to be sealed.
Bituminous shall be heated to 150-163 C and sprayed at the specified rate with a self-
propelled mechanical sprayer.
Immediately after application of binder, clean and dry stone chips shall be spread
uniformly.
If necessary, the surface shall be brushed to ensure uniform spread of chips. After that
the surface is rolled with a 8-10 tonne smooth wheeled roller.
The rolling is continued until the aggregate particles are firmly embedded in the binder.
After that they are placed in mixer and are uniformly mixed. Immediately after mixing
the mix is transported to site and spread uniformly on the bituminous surface.
After that, the rolling is continued with a 8-10 tonne smooth wheeled rolled.
The rolling is continued until the premixed material completely fill the voids in the
bituminous course and a uniform surface is obtained.
CHAPTER 6
FINAL ESTIMATION
Providing and applying tack coat with VG-10 using bitumen distributor at the rate of
0.35 kg per sqm on the prepared surface cleaned with hydraulic broom
Unit=sqm
Providing and laying dense bituminous macadam with HMP using crushed aggregates
of specified grading, premixed with bituminous binder as per job mix, transporting the
hot mix to work site, laying with a hydrostatic paver finisher to the required grade, level
and alignment, rolling with smooth wheeled, vibratory and tandem rollers to achieve the
desired compaction as MoRT & H specifications Clause 507 complete in all respects.
Unit = cum
Providing and laying bituminous concrete with HMP using crushed aggregates of
specified grading, premixed with bituminous binder as per job mix, transporting the hot
mix to work site, laying with a hydrostatic paver finisher to the required grade, level and
alignment, rolling with smooth wheeled, vibratory and tandem rollers to achieve the
desired compaction as per MoRT&H Specifications Clause 509 complete in all respects.
Unit = cum
6.1.4 Construction of subgrade with material obtained from borrow pits(for local
earth work) –
Construction of subgrade and earthen shoulder with approved material obtained from
borrow pits with all lifts and leads, spreading, grading to required slope and compacted
to meet requirement of table 300-2
Unit = cum
The length of the road visible ahead to the driver at any instance is called sight distance.
The sight distance situations considered in the road are:
The minimum length of the road visible ahead to the driver is stopping sight distance. It
depends on:
The minimum distance open to the vision of the driver of a vehicle intending to
overtake slow vehicle with safety against the traffic of opposite direction is known as
1. Speeds of
(i) overtaking vehicle
(ii) overtaking vehicle end
(iii) the vehicle coming from opposite direction, if any.
The overtaking sight distance may be split up into three operation , thus dividing the
overtaking sight distance into three parts d1, d2, d3.
The design of sight distance at intersection may be based on the three possible conditions:
Side clearance improves operating speed and safety. The maximum permissible width
of a vehicle is 2.44 and the desirable side clearance for single lane road.
However , the side clearance required is about 0.53 m, on either side and 1.06 m in the
center. Therefore, a two lane required minimum of 3.5 meter for each lane.
TABLE 6.2
NOTE :
1 2 3 4 5 6 7 8
4 Construction of earthen
shoulder with approved
material obtained from
borrowpits with all lifts and
leads,spreading ,grading to
required slope and compected
to meet requirement of table
300-2
7191.50 Cum
Total
TABLE 6.3
1 2 3 4 5 6
Table 6.4
STRENGTHENING OF 64137284
BIJNOR CHAURAHA TO
SCOOTER INDIA GATE
1
4 TOTAL 65426443.41
SAY 654.26LAKHS
Table 6.5
BIBLIOGRAPHY :
▪ The content of the information provided has been taken from the following
sources :-
▪ Highway engineering by Dr S.K.Sharma
▪ Highway engineering by S.K.Khanna and C.E.G.Justo
▪ Traffic engineering and transport planning by Dr L.R.Kadiyali
▪ PWD LUCKNOW