PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

PAVEMENT MATERIALS

Module-1
AGGREGATES: Origin, classification, requirements, properties and tests on road aggregates,
concepts of size and gradation - design gradation, maximum aggregate size, aggregate blending
by different methods to meet specification.

Introduction
Aggregates form the major portion of pavement structure and they form the prime materials used
in pavement construction. Aggregates have to bear stresses occurring due to the wheel loads on the
pavement and on the surface course they also have to resist wear due to abrasive action of traffic. These
are used in pavement construction in cement concrete, bituminous concrete and other bituminous
constructions and also as granular base course underlying the superior pavement layers. Therefore the
properties of the aggregates are of considerable significance to the highway engineers.
Origin
Most of the road aggregates are prepared from:
1) Natural rock.
2) Slags derived from metallurgical process (steel plants)

Gravel aggregates are small rounded stones of different sizes which are generally obtained as such
from some river beds. Sand is fine aggregate from weathering of rock. The properties of the rock, from
which the aggregates are formed, depend on the properties of constituent materials and the nature of bond
between them.
Based on the origin, natural rocks are classified as igneous, sedimentary and metamorphic rocks.

Igneous rocks

Predominantly crystalline and are formed by the cooling of molten rock magma.

Further igneous rocks are classified as below:

Classification based on grain size:

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a) Course (>2mm)
b) Medium (2mm to 0.2mm)
c) Fine (<0.2mm)

Classification based on composition:

a) Acid rocks (>66% silica, light in colour & specific gravity <2.75)
b) Intermediate rocks (55 to 66% silica)
c) Basic rocks (<55% silica, dark in colour & specific gravity >2.75)

Sedimentary rocks

Formed either from the deposition of insoluble granular material resulting from the disintegration
of pre-existing rocks, or form the inorganic remains of marine and animals which are deposited in great
quantities on the sea floor. Sedimentary rocks are deposited in layers, they have stratified or laminated
structure.

Classification based on predominating mineral:

a) Calcareous rock (chalk, lime stone & dolomite)

b) Siliceous rock (sand stone, flint & chert)
c) Argillaceous (clay & shale)

Metamorphic rock

These are sedimentary or igneous rocks that have been subjected to great heat or to great pressure
or both, that has resulted in the formation of minerals and in textures different from those of the original
rock.

Classification based on grain size:

a) Fine grain size (hornfels & schist)

b) Coarse grain size (gneiss & Granulite)
Based on the strength property, the coarse aggregates may be divided as hard aggregates and soft

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

aggregates. Generally for the bearing course of superior pavement types, hard aggregates are preferred to
resist the abrading and crushing effects of heavy traffic loads and to resist adverse weather conditions. In
the case of low-cost road construction for use in lower layers of pavement structures, soft aggregates can
also be used. The soft aggregates include moorum, kankar, laterite, brick aggregates and slag. A different
set of test specifications are adopted for soft aggregates.

Classification:
 The aggregates are specified based on their grain size, shape, texture and its gradation
and it is specified by various agencies like ASTM, BSI, ISI and IRC.

 Based on strength property, the coarse aggregates are divided into hard aggregates and
Soft aggregates.

Requirements:
 They must be crushed aggregate.
 They shall be clean, hard, durable and cubical in shape.
 They must be free from the dust, organic matter and other deleterious matter.
 They not be flakey or elongated.
 They must not consist of injurious or harmful materials such that they reduce the strength of
structure.
 They should resist wear due to abrasive action of traffic on the surface course.
Properties of aggregates:
The aggregate have three properties
1. Physical properties.
2. Mechanical properties.
3. Chemical properties.
Main desirable properties of aggregate are.

1) Strength

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1. The aggregates to be used in road construction should be sufficiently strong to withstand the
stresses due to traffic wheel loads.
2. The aggregates which are to be used in top layer of the pavements, particularly in the wearing course
have to be capable of withstanding high stresses in addition to wear and tear; hence they should
possess sufficient strength and resistance to crushing.

2) Hardness

1. The aggregates used in the surface course are subjected to constant rubbing or abrasion due to
moving traffic.
2. They should be hard enough to resist the wear due to abrasive action of traffic.
3. Abrasive action may be increased due to the presence of abrasive material like sand between the
tyres of moving vehicles and the aggregates exposed at the top surface.
4. This action may be severe in the case of steel tyred vehicles.
5. Heavy wheel loads can also cause deformations on some types of pavement resulting in relative
movement of aggregates and rubbing of aggregates with each other within the pavement layer.
6. The mutual rubbing of stones is called attrition, which also may cause a little wear in the aggregates;
however attrition will be negligible or absent in most of the pavement layers.

3) Toughness
1. Aggregates in the pavements are also subjected to impact due to moving wheel loads.
2. Severe impact like hammering is quite common when heavily loaded steel tyred vehicles move on
water bound macadam roads where stones protrude out especially after the monsoons.
3. Jumping of the steel tyred wheels from one stone to another at different levels causes severe impact
on the stones.
4. The magnitude of impact would increase with the roughness of the road surface, the speed of the
vehicle and other vehicular characteristics.
5. The resistance to impact or toughness is hence another desirable property of aggregates.

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4) Durability
1. The stone used in the pavement construction should be durable and should resist disintegration due
to the action of weather.
2. The property of the stones to withstand the adverse action of weather may be called soundness.
3. The aggregates are subjected to the physical and chemical action of rain and ground water, the
impurities there-in and that of atmosphere.
4. Hence it is desirable that the road stones used in the construction should be sound enough to
withstand the weathering action.

5) Shape of aggregates
1) The size of the aggregates is first qualified by the size of square sieve opening through which an
aggregate may pass, and not by shape.
2) Aggregates which happen to fall in a particular size range may have rounded, cubical, angular
flaky or elongated shape of particles.
3) It is evident that the flaky and elongated particles will have less strength and durability when
compared with cubical, angular or rounded particles of the same stone.
4) Hence too flaky and too much elongated aggregates should be avoided as far as possible.
5) The voids present in a compacted mix of coarse aggregates depend on the shape factors.
6) Highly angular, flaky and elongated aggregates have more voids in comparison with rounded
aggregates.
7) Based on the shape of the aggregate particle, stones may be classified as rounded, angular, flaky
and elongated.
8) Angular particles possess well-defined edges formed at the intersection of roughly plane faces and
are commonly found in aggregates prepared by crushing of rocks.
9) Flaky aggregates have lesser thickness when compared to the length and width.
10) Elongated aggregates have one of the dimensions or the length higher than the width and thickness.
11) The shape factors of aggregates depend on the source, properties of the rock and the type and
condition of the crushers.

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12) The shape of aggregates is generally described in terms of its shape factors such as flakiness index,
elongation index and angularity number.
13) Several researchers have indicated that in pavement construction flaky and elongated aggregates
are to be avoided, particularly in surface course.
14) If flaky and elongated aggregates are present in appreciable proportions, the strength of the
pavement layer would be adversely affected due to possibility of breaking down during compaction
and under loads.

6) Adhesion with Bitumen

The aggregates used in bituminous pavements should have less affinity with water when compared
with bituminous material; otherwise the bituminous coating on the aggregates will be stripped off in
presence of water.
Tests on Road Aggregates and Properties Evaluated
SL No. Type of test Required property
1 Aggregate impact test Toughness or resistance to impact
2 Los Angeles Abrasion Test Hardness or resistance to abrasion
3 Aggregate Crushing Test Strength or resistance to crushing
Soundness/Durability/ Accelerated
4 Durability or resistance to weathering
weathering test
Shape test: Flakiness Index,
Assessment of suitable shape or shape
5 Elongation Index and Angularity
factors of coarse aggregates
Number
To measure the quality or strength of
6 Specific gravity Test
material
7 Water absorption Test To measure the porosity

8 Bitumen adhesion/Stripping Test Adhesion of bitumen

Polished stone value test or

9 Resistance to getting smooth or polished
accelerated polishing test

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Aggregate Impact Test

Aim: To determine the impact value of the given aggregate

Apparatus:
Aggregate impact apparatus
IS sieves (12.5 mm, 10.0 mm and 2.36 mm)
Cylindrical measure and cylindrical cup
Weighing balance.
Tamping rod.
Theory:
Toughness is the property of a material to resist impact. Due to traffic loads the road stones are
subjected to the pounding action or impact and there is possibility of stones breaking into smaller
pieces. The road stones should therefore be tough enough to resist fracture under impact. A test
designed to evaluate the toughness of stones i.e. the resistance of the stones to fracture under repeated
impacts may be an impact test for road aggregate.
The aggregate impact value indicates a relative measure of the resistance of an aggregate to a
sudden shock or an impact, which in some aggregate differs from its resistance to a slow compressive
load. The method of tests specifies the procedure for determining the aggregate impact value of coarse
aggregate.

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Procedure
1. Take clean and dry aggregate and sieve on IS 12.5 mm and 10.00 mm sieve.
2. Collect the aggregate passing IS 12.5mm sieve and retained on IS 10.0 mm Sieve.
3. Find the weight of empty cylindrical measure. Let the weight be ‘a’ g.
4. Fill the aggregate in the cylindrical measure in three layers, tamping each layer 25 times with the
rounded end of the tamping rod.
5. Roll the tamping rod over aggregate surface and remove excess aggregate, if any.
6. Find the weight of the cylindrical measure with aggregate. Let the weight be ‘b’ g. Thus the weight
of aggregate = W1 = ( b-a )

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7. Transfer all the aggregate from the cylindrical measure to the test cylinder in one layer and tamp the
layer 25 times with the rounded end of the tamping rod.
8. Fix the test cylinder firmly to the base of the impact tester.
9. Adjust the height of fall of the plunger to 380+ 5mm and set the blow counter to zero.
10. Lift the plunger gently and allow it to drop. This is one blow. Give 15 such blows.
11. Take out the test cylinder and sieve the crushed material on IS 2.36 mm sieve. Find the weight
of material passing the sieve. Let weight be W2 g.
12. Find the weight of aggregate retained on this sieve. Let the weight be W3 g. Then,
Aggregate impact value = W2 / W1 * 100 %
And percentage of dust = W3 / W1* 100 %

Tabular Column
Weight of empty cylindrical measure = ‘a’ g.
Weight of cylindrical measure + Aggregate = ‘b’ g
Initial weight of aggregate = (b-a)= W1 g
Weight of aggregate passing IS 2.3 mm sieve after test = W2 g
Weight of aggregate retained on IS 2.36 mm sieve after test = W3 g
Aggregate impact value = W2 / W1 * 100 %
Percentage of dust = W3 / W1* 100 %

Result
The Impact value of given aggregate sample is = ………….. %
Desirable value
Various agencies have specified the maximum permissible aggregate impact values for the
different types of pavements, those recommended by the Indian Roads Congress are given below:

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Serial Aggregate impact

Types of pavement material/layer
No. value, maximum, %
1 Water bound macadam (WBM), sub-base course 50
2 Cement concrete, base course (as per ISI) 45
(i) WBM base course with bitumen surfacing
3 40
(ii)Built-up spray grout, base course
4 Bituminous macadam, base course 35
(i) WBM, surfacing course
(ii) Built-up spray grout, surfacing course
(iii) Bituminous penetration macadam
(iv) Bituminous macadam, binder course
5 30
(v) Bituminous surface dressing
(vi) Bituminous carpet
(vii) Bituminous/Asphalt concrete
(viii) Cement concrete, surface course

For deciding the suitability of soft aggregates in base course construction, this test has been
commonly used. A modified impact test is also often carried out in the case of soft aggregates to find
the wet impact value after soaking the test samples. The recommendations is given in the below table.

Maximum aggregate impact value, percent

Condition of sample
Sub-base and base Surface course
Dry 50 32
Wet 60 39

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Aggregate impact value is used to classify the stones in respect of their toughness property as
indicated below:
<10% Exceptionally strong
10-20% Strong
20-30% Satisfactory for road surfacing
>35% Weak for road surfacing
The aggregate impact value should not normally exceed 30% 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.

Aggregate Crushing Value

Aim: To determine the crushing value of the given sample of aggregate.

Apparatus
a) Steel cylinder with open ends and a square plate
b) Plunger with piston
c) Cylindrical measure
d) Weighing balance
e) IS sieves (12.5 mm, 10.0mm & 2.36 mm)
f) Compression testing machine
g) Steel Tamping Rod.

Theory
The Principal mechanical properties required in road stones are (i) Satisfactory resistance to
crushing under the roller during construction and (ii) adequate resistance to surface abrasion under
traffic. Also stresses under rigid tyre rims of heavily loaded animal drawn vehicles are high enough to
consider the crushing strength of road aggregate as an essential requirement in India.

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Crushing strength of road aggregate may be determined either on aggregate or on cylindrical specimens
cut out of rocks. These two tests are quite different is not only the approach but also is the expression
of the results.
Aggregate used in road construction, should be strong enough to resist crushing under traffic wheel
loads. If the aggregate are weak, the stability of the pavement stretches is likely to be adversely
affected, the strength of coarse aggregate is assessed by aggregate crushing test. The aggregate
crushing value provides a relative measure of resistance to crushing under gradually applied
compressive load. To achieve a high quality of pavement, aggregate possessing low aggregate value
should be preferred.

Procedure

1. Select clean and dry aggregate passing through IS 12.5 mm and retained on IS 10.0 mm sieve.
2. Weight the empty cylindrical measure. Let the weight be ‘a’ g
3. Fill the aggregate in the cylindrical measure in three layers, tamping each layer 25 times with the
rounded end of the tamping rod. Weigh the cylindrical measure with aggregate. Let the weight be
‘b’ grams. Thus the weight of aggregate = W1 g
4. Transfer the aggregate into the steel cylinder again in three layers tamping each layer 25 times

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5. Place the plunger in the steel cylinder such that the piston rests horizontally over the aggregate
surface.
6. Keep the assembly of steel cylinder with plunger in the compression testing machine.
7. Set the pointer to read zero and apply the compressive load of 40 tonnes.
8. Stop the machine. Take out the assembly.
9. Sieve the crushed material on IS 2.36 mm sieve and find he weight of material passing this sieve.
Let the weight be W2 g.
10. Then Aggregate crushing value=W2 / W1*100 %

Tabular Column

Weight of empty cylindrical measure = ‘a’ g

Weight of cylindrical measure with aggregate = ‘b’ g

Weight of aggregate taken in the cylinder before test =(b-a) = W1 g

Weight of crushed material Passing IS 2.36 mm sieve = W2 g

Aggregate crushing value = W2 / W1* 100 %

Result
The aggregate crushing value of the given aggregate Sample is ______
Desirable value
Strong aggregates give low aggregate crushing value. IRC and ISI have specified that the
aggregate crushing value of the coarse aggregate used for cement concrete pavement at surface should
not exceed 30 percent. For aggregates used for concrete other than for wearing surfaces, the aggregates
crushing value shall not exceed 45 percent, according to the ISS. However aggregate crushing values
have not been specified by the IRC for coarse aggregates to be used in bituminous pavement
construction methods.

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Los Angeles Abrasion Test

Aim: To determine the abrasion of the given aggregate sample.
Apparatus:
Los Angles Abrasion Machine
Steel balls-11no.
Weighing balance
IS Sieves: 20, 12.5, 10, 1.7mm.

Theory
Due to the movement of traffic, the road stones used in the surfacing course are subjected to
wearing action at the top. Resistance to wear or hardness is hence an essential property for road
aggregates especially when used in wearing course. Thus road stones should be hard enough to resist
the abrasion due to the traffic.

Procedure
1) Take the clean and dried aggregates in an oven at 105-110° C.
2) Sieve the given aggregates in sieve size 20-12.5mm and weigh that aggregate in 2.5kg.
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3) Again sieve the aggregate in sieve size is 12.5-10mm and take that aggregates in 2.5 k. i.e., W1 gm
(2.5+2.5=5kg)
4) Pour the given taking aggregates into the los angles abrasion machine.
5) Put the steel balls into the abrasion machine after pouring the aggregates.
6) Start the machine and rotating the drum for 100 revolutions and stop the machine.
7) After stopping the machine, take out the aggregates and sieve the aggregates in 1.7mm sieve size
and take the retained aggregates and note down its weight i.e, W2 gm.
8) Then, Los Angles Abrasion value= (W1-W2/W1)X100 %

Tabular Column
Original weight of aggregate = W1 g
Weight of aggregates retained on 1.7 mm IS sieve = W2 g
Loss in weight due to wear= (W1-W2) g
Los Angles Abrasion value= (W1-W2/W1)*100 %

Result
The Los Angles Abrasion Value of given aggregates is ______% at ______revolution.
Desirable value
The maximum allowable Los Angeles abrasion values of aggregates as specified by IRC for
different methods of construction are given in below table.

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Sl. Los Angeles abrasion

Types of pavement layer
No. value, Maximum %
1 Water bound macadam (WBM), sub-base course 60
(i) WBM base course with bituminous surfacing
2 (ii) Bituminous Macadam base course 50
(iii) Built-up spray grout base course
(i) WBM surfacing course
(ii) Bituminous Macadam binder course
3 40
(iii) Bituminous penetration Macadam
(iv) Built-up spray grout binder course
(i) Bituminous carpet surface course
(ii) Bituminous surface dressing, single or two coats
4 35
(iii) Bituminous surface dressing, using precoated aggregates
(iv) Cement concrete surface course (as per IRC)
(i) Bituminous/Asphaltic concrete surface course
5 30
(ii)Cement concrete pavement surface course (as per ISI)

The Los Angeles abrasion value of good aggregates acceptable for cement concrete, bituminous
concrete and other high quality pavement materials should be less than 30%. Values up to 50% are
allowed in base courses like water bound and bituminous macadam.

Shape Test
Aim
To determine the Flakiness Index, Elongation Index and Angularity Number of the given
sample of aggregate.
Theory
The particle shape of aggregate is determined by percentages of flaky and elongated particles
contained in it. In case of gravel it is determined by its angularity number. For base course and
construction of bituminous and cement concrete types, the presence of flaky and elongated particles
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are considered undesirable as they may cause inherent weakness with possibilities of breaking down
under heavy loads. Rounded aggregate are preferred in cement concrete road construction as the
workability of concrete improves. Angular shape of particles is desirable for granular base course due
to increased stability derived from the better interlocking. Thus evaluation of shape of the particles,
particularly with reference to flakiness, elongation and angularity is necessary.
1. Flakiness Index
The Flakiness index of aggregate is the percentage by weight of particles whose least dimension
[thickness] is less than three- fifths [0.6] times of their mean dimension. The test is not applicable to
aggregate size smaller than 6.3 mm
Apparatus
a) Thickness gauge
b) Weighing balance
c) IS Sieves of sizes
63 mm, 50 mm, 40 mm, 31.5 mm,25 mm,20 mm, 16 mm, 12.5 mm, 10 mm and 6.3 mm

Procedure
1. The sieves are arranged such that the largest size sieve (63 mm) is at the top and the smallest size
sieve (6.3 mm) is at the bottom.
2. The given aggregate are sieved. A minimum of 200 pieces of each fraction to be tested are taken
and weighed = W1 g.

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3. In order to separate flaky aggregate, each fraction is then gauged for thickness through the
respective opening on the thickness gauge. For example, if the aggregate is from 50 – 40 fraction,
it is gauged through the opening of 27.00 mm on the thickness gauge.
4. The flaky aggregate passing the respective openings are collected and accurately weighed = w1 g.
5. The procedure is repeated for other fractions having weights W2, W3, etc. and the flaky aggregate
in them having weights w2, w3 respectively are weighed.
6. Then
(w1+w2+w3+------)
Flakiness Index = ---------------------------- x 100
(W1+W2+W3+-------)

= …………….. %
Result
The flakiness Index of the given sample of aggregate is __________
2. Elongation Index
The elongation index of an aggregate is the percentage by weight of particles whose greatest
dimension (length) is greater than one and four fifth times [1. 8] times their mean dimension. The
elongation test is not applicable to size smaller than 6.3 mm.
Apparatus
a) Length gauge
b) Weighing balance
c) IS Sieve of size as in flakiness Index test.

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Procedure
1. The sample is sieved through the IS sieves specified and a minimum of 200 pieces of each fraction
are taken and weighed = W1 g.
2. In order to separate elongated aggregate , each fraction is then gauged individually for length
through the respective opening on the length gauge
3. In each fraction, the aggregate retained on the respective opening on the length gauge is collected
and weighed =X1 g.
4. The procedure is repeated for other fractions having weights W2, W3, etc, and the weights of
elongated aggregate in them X2, X 3 etc, are found.
5. Then
(X1+X2+X3 +--------------------------)
Elongation Index = x 100 %
(W1+W2+W3+---------------------------)

X
x 100 = …………… %
W
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Result
The elongation Index of the given sample of aggregate = __________ %
3. Angularity Number

The angularity number of an aggregate is the amount by which the percentage voids exceeds 33,
after being compacted in a prescribed manner. The angularity number is found from the expression (67
- 100 * W / CG, percent). Here the value 67 represents the percentage volume of solids of most
rounded gravel, which would have 33 percent voids
Apparatus
a) A metal cylinder closed at one end having 3 litre capacity, diameter and height approximately
equal
b) A metal tamping rod, 16 mm in diameter and 600 mm long.
c) Weighing balance
d) IS sieves 25, 20, 16,12.5, 10, 6.3 and 4.75 mm

Procedure
1) The sieves for each fraction (as specified) are arranged such as 25 - 20 mm, etc.
2) The given sample of aggregate is sieved so that sufficient pieces are obtained in each fraction.
3) The empty cylinder is accurately weighed = ‘ a’ g
4) Each aggregate fraction is separately filled in the cylinder in 3 (three) layers tamping each layer 100
(hundred) times with the rounded end of tamping rod. The excess aggregate are removed.
5) The cylinder along with aggregate is weights = ‘b’ g
6) The aggregate are removed from the cylinder. The cylinder is completely filled with water and after
wiping its outer sides it is weighed with water = ‘d’ g
7) Then Angularity number may be calculated from the expression,
Angularity number = 67 - 100 W / CG
Where, W= Mean weight of aggregate in the cylinder
C = Weight of water required to fill the cylinder
G= Average Specific gravity of aggregate

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Result
The angularity number of the given sample of aggregate = …………. %
Observations
Weight of empty cylinder = a g
Weight of cylinder +aggregate = b g
Weight of aggregate in the cylinder = (b-a) = W g
Weight of cylinder + water = d g
Weight of water in the cylinder = (d-a) = C g

Flakiness Index and Elongation Index Observations

Size of aggregate Weight of

Weight of the Length Weight of
Thickness aggregate in
Retained on fraction gauge size aggregate in
Passing through gauge size each fraction
IS sieve consisting of ‘mm’ each fraction
Sl. IS sieve ‘mm’ ‘mm’ passing
‘mm’ atleast 200 retained on
No thickness
pieces, length ‘g’
gauge
‘g’
[1] [4] ‘g’
[2] [3] [6] [7]
[5]
1 63 50 W1 = 33.90 w1= ---- ----
2 50 40 W2 = 27.00 w2= 81.0 X1=
3 40 31.5 W3 = 19.50 w3= 58.0 X2=
4 31.5 25 W4 = 16.95 w4= ---- ----
5 25 20 W5 = 13.50 w5= 40.5 X3=
6 20 16 W6 = 10.80 w6= 32.4 X4=
7 16 12.5 W7 = 8.55 w7= 25.6 X5=
8 12.5 10 W8 = 6.75 w8= 20.25 X6=
9 10 6.3 W9 = 4.89 w9= 14.7 X7=
Total ---- W= ---- w= ---- X=

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(w1+w2+w3+---------)
Flakiness Index = x 100 percent
(W1+W2+W3+---------)

[X1+X2+X3 -------- ]
Elongation Index = x 100 percent
(W1+W2+W3+---------)

Angularity Number = 67 – 100 W/ CG

Tabular Column

Weight of aggregate in the cylinder = W g

Weight of water in the cylinder =Cg

Angularity Number = 67 – 100 W/ CG [Take G=2.68]

Desirable value

IRC has recommended the maximum allowable limits of flakiness index values for various
types of construction are given below:

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Maximum limit of
Sl. No. Type of pavement construction
Flakiness Index, %
1 Bituminous carpet 30
(i) Bituminous/Asphaltic concrete
(ii) Bituminous surface dressing (single coat, two coats
2 and pre-coated) 25
(iii) Bituminous penetration macadam
(iv) Built-up spray grout
(i) Bituminous macadam
3 15
(ii) Water bound macadam, base and surfacing courses

Though elongated shape of the aggregates also affects the compaction and the construction of
pavements, there are no specified limits of elongation index values as in the case of flakiness index for
different methods of pavement construction.

The angularity number measures the percent voids in excess of 33 percent which is obtained in
the case of the most rounded gravel particles. The angularity number of aggregates generally ranges
from zero for highly rounded gravel to about 11 for freshly crushed angular aggregates. Slightly higher
values of angularity number also may be obtained in the case of highly angular and flaky aggregates.
Thus higher the angularity number, more angular and less workable is the aggregate mix.

It is desirable that the flakiness index of aggregates used in road construction is less than 15%
and normally does not exceed 25%.

Elongation index value in excess of 15% percent is considered undesirable, however no

recognized limits have been laid down for elongation index.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Specific Gravity and Water Absorption Test on Aggregates

Aim
To determine the specific gravity and water absorption of given sample of aggregates.

Apparatus

a) Density basket
b) Weighing balance
c) Water tank
d) Tray
e) IS sieves- 10mm and 20mm.
Theory

The specific gravity of an aggregate is considered to be a measure of strength or quality of the

material. Stones having low specific gravity are generally weaker than those with higher specific
gravity values. The specific gravity test helps in the identification of stone.

Water absorption gives an idea of strength of rock stones having more water absorption are
more porous in nature and are generally considered unsuitable unless they are found to be acceptable
based on strength, impact and hardness.

Procedure

1) Take about 2kg of given aggregates passing IS 20mm sieve and retained on 10mm sieve.
2) Keep the aggregate in density basket and then keep the basket in water.
3) Allow the aggregate and basket to be in water for 24 hours.
4) After 24 hours find the suspended weight of basket with aggregate.
5) Remove the basket out of water and remove the aggregate.
6) Keep the empty basket back in water and find the suspended weight.
7) Wipe the surface of aggregate using a cotton cloth to make them surface dry.
8) Find the weight of surface dry aggregate in air.
9) Keep the aggregate in oven at 110° C for 24 hours.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

10) Now find the weight of dried aggregate in air.

11) Then specific gravity and Water absorption is calculated from the relation:
W4
Specific gravity =
W3-(W1-W2)

Water absorption = W3-W4 * 100 %

W4

Observation
Weight of aggregate taken = 2000gm

I.S. sieve used 20mm and 10mm

Weight of saturated aggregate suspended in water + basket 'W1'gm

Weight of empty basket in water 'W2' gm
Weight of saturated aggregate in water 'Ws' = (W1-W2) gm
Weight of surface dry aggregate 'W3' gm

Weight of equal volume of water to the aggregate = W3-Ws gm

Weight of oven dry aggregate 'W4' gm

Specific gravity = W4
W3-(W1-W2)

Water absorption = W3-W4 * 100 %

W4

Result
The specific gravity of given aggregate sample = ………………….
The water absorption of given aggregate sample = ………………...%

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Desirable value

The specific gravity of aggregates normally used in road construction ranges from about 2.5 to 3.0 with
an average value of about 2.68. though high specific gravity of an aggregate is considered as an
indication of high strength, it is not possible to judge the suitability of a sample of road aggregate
without finding the mechanical properties such as aggregate crushing, impact and abrasion values.
Water absorption of an aggregate is accepted as measure of its porosity. Sometimes this value is even
considered as a measure of its resistance to frost action. Water absorption value ranges from 0.1 to
about 2.0 percent for aggregate normally used in road surfacing. Stones with water absorption upto 4.0
percent have been used in base courses. Generally a value of less than 0.6 percent is considered
desirable for surface course, though slightly higher values are allowed in bituminous constructions. IRC
has specified the maximum water absorption value as 1.0 percent for aggregates used in bituminous
surface dressing and built-up spray grout.

Soundness Test

Aim

To study the resistance of aggregates to weathering action, by conducting accelerated

weathering test cycle

Apparatus

a) Sodium sulphate or magnesium sulphate

b) Oven
c) Weighing balance
d) IS sieves.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Procedure
1) In order, to quicken the effects of weathering due to alternate wet-dry or freeze-thaw cycles in the
laboratory, the resistance to disintegration of aggregate is determined by using saturated solution of
sodium sulphate or magnesium sulphate.
2) Clean, dry aggregates of specified size is weighed and counted. Then immersed in the saturated
solution of sodium sulphate or magnesium sulphate for 16 to 18 hours.
3) Then the aggregates are dried in an oven at 105-110°C to a constant weight, thus making one cycle of
immersion and drying.
4) The number of such cycles is decided by prior agreement and then the specimens are tested. After
completing the final cycle, the sample is dried and each fraction of aggregate is examined visually to
see if there is any evidence of excessive splitting, crumbling or disintegration of the grains.
5) Sieve analysis is carried out to note the variation in gradation from original. The coarse aggregate
fraction of each size range is sieved on specified sieve sizes.

Desirable value

IRC has specified 12percent as the maximum permissible loss in soundness test after 5 cycles
with sodium sulphate, for the aggregate to be used in bituminous surface dressing, penetration macadam
and bituminous macadam constructions.

Bitumen Adhesion/Stripping Test

Several laboratory tests have been developed to determine the adhesion of bituminous binder to
an aggregate in presence of water. These tests may be classified into six types:
a) Static immersion test
b) Dynamic immersion test
c) Chemical immersion test
d) Immersion mechanical test
e) Immersion trafficking test and
f) Coating test

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

The static immersion test is very commonly used as it is quite easy and simple. The principle of this
type of test is by immersing aggregate fully coated with the binder in water maintained at specified
temperature and by estimating the degree of stripping. The result is reported as the percentage of stone
surface that is stripped off after the specified time periods.

Desirable value

IRC has specified the maximum stripping value as 25 percent for aggregate to be used in
bituminous construction like surface dressing, penetration macadam, bituminous macadam and carpet.

IRC has specified that stripping value of aggregates should not exceed 25percent for use in
bituminous surface dressing, penetration macadam, bituminous macadam and carpet constructions,
when aggregate coated with bitumen is immersed in water bath at 40°C for 24 hours.

Polished Stone Value Test or Accelerated Polishing Test

Aim: To determine polished stone value of the given aggregate sample.

Apparatus

Accelerated polishing machine

Pendulum type friction tester

Abrading material (sand and emery powder)

IS sieves: 10.8, 0.425, 0.3, 0.212 and 15mm

Mould of size 90.5 mm x 44.5 mm

Theory

The aggregates used in the surface course of pavements are subjected to abrasion and rubbing
action due to traffic movements and particulary during application of brakes. The presence of fine
particles of sand and dust between the pavement surface and tyres of vehicles accelerates the process of

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

the pavement surface getting smoothened along the wheel paths. The smoothened pavement surface
becomes slippery under wet conditions, resulting in skidding of high speed vehicles when brakes are
applied suddenly and the wheels are locked. Therefore the aggregates used in pavement surface course
should have resistance from getting polished or smooth rapidly under traffic movement in order to
prevent the pavement surface becoming too slippery resulting in accidents due to skidding of high
speed vehicles under wet weather condition.

The test is conducted in two stages:

In the first stage, the sample of aggregates are placed in a mould and subjected to accelerated
polishing action in machine, under standard test conditions.

In the second stage, the polished sample is subjected to friction test using a pendulum type skid
resistance tester to determine the coefficient of friction expressed as percentage or polished stone value.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

ACCELERATED POLISHING MACHINE

MOULD AND TEST SPECIMEN FOR ACCELERATED POLISHING

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

PENDULUM TYPE FRICTION TESTER

Procedure

Preparation of Test Specimen

About 3 kg of clean stone aggregate sample passing through 10 mm and retained on 8 mm IS

test sieves (not flaky or elongated) are collected for the preparation of test specimen. A stiff paste of
cement mortar is prepared using equal proportions of cement and sand, with required quantity of water.
A thin layer of this mortar is placed in the mould and each particle of aggregate sample is set in the
mortar in single layer by hand as closely as possible. The mortar is allowed to set so that the stone
aggregate are held firmly in position.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Accelerated polishing Test Procedure

The test specimens are clamped around the rim of the wheel with the help of strips of polythene sheet
beneath and in between the adjoining test specimens.

The rubber tyred test wheel is lowered until it rests on the surface of the test specimens fixed around
the road wheel. The required weight is added at end of lever such that total effective load of 40 kg is
applied on test wheel through the lever system.

The motor is switched on and the road wheel rotates at a speed of 320 to 325 rpm. Abrading sand and
water are released at the specified rate and these are uniformly spread over the surface of test specimen
and tyre of the test wheel where they are in contact.

The road wheel is continued to be rotated and the test specimens are subjected to abrading action or
polishing for a period of 3 hours. The machine is stopped and the test specimens are thoroughly cleaned
by washing with water to remove sand and other fine particles of stone.

The machine is operated for a further period of 3 hours after releasing emery powder and water at the
specified rates (instead of sand). After 3 hours, the machine is stopped and test specimens and machine
are cleaned.

Measurement of Friction of Polished Specimens

Machine used to determine the coefficient of friction or the skid resistance value is pendulum type
friction tester.

The friction tester is placed on a firm level surface and levelling screws are adjusted such that the
column is vertical. The pointer is set to zero.

One of the specimens of aggregate which was subjected to accelerated polishing is properly fixed in the
slot provided, with its longer side in the track of the pendulum swing.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

The surfaces of specimen and rubber shoe are wetted with clean water. The pendulum and pointer are
released from horizontal position by pressing the button. The pointer reading is noted as the skid
number or polished stone value from the graduated scale. Similarly the procedure is repeated using new
specimens until two values are within this limit.

Observations

Accelerated Polishing of Test Specimens

Sample No. of stone aggregate:

Name of the quarry:

Number of test samples prepared:

Type of abrading sand used:

Friction Measurement of Polished Specimens

Type of friction tester:

Type of rubber slider used:

Specimen Pointer reading: polished stone value or skid number or Mean

No. friction coefficient in percent value
1
2
3

Result
The polished stone value of the given aggregate sample is ____ %

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Desirable value

As per the MORTH specifications for road and bridge works, the polished stone value of
coarse aggregates used in bituminous concrete, semi dense bituminous concrete, open graded pre-mix
carpet and close graded premix surfacing of roads, should be not less than 55 and for the aggregate used
in surface dressing should be not less than 60.

Hydrophilic and Hydrophobic Aggregates

Most of the road stones have surfaces that are electrically charged. Silica, a common constituent of
igneous rocks posses a weak negative charge and hence these have greater attraction with the polar liquid
water than with bituminous binders having little polar activity. These aggregates which are
electronegative are water-linking and are hydrophilic.

Basic aggregates like lime-stones have a dislike for water and greater attraction to bitumen, as they have
positive surface charge. These aggregates are called hydrophobic.

Type of charge of aggregates used in road plays a vital role in bituminous construction. Bitumen is also
available as cationic or positive and anionic or negative and hence a suitable selection may be made
depending on aggregates available. Cationic (+) bitumen may be selected for electronegative aggregate
and anionic (-) bitumen for electropositive aggregates.

Concepts of Size and Gradation

The gradation analysis or sieve analysis of weight the coarse and the fine aggregates available is carried
out by sieving through the standard IS sieves.

Dry sieve analysis is generally used when aggregates contain fine slit or clay sticking to a coarser particle
used sieve analysis is carried out.

Design Gradation

It is the gradation or distribution of particles or aggregates specified by the designer. The design gradation

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

is obtained using a number of trials by mixing different size aggregate to satisfy the requirement of
density and CBR value.

When the available aggregate sample does not satisfy the design gradation, the aggregates of different
gradation are blended (mixed) using different trials or standard procedure suggested by Rothfuch’s
Method.

Maximum Aggregate Size

Maximum aggregate size is the sieve size or mean size of the smallest sieve through which 100% of
material will pass. The maximum size and the grading of the aggregate are controlled by the specification
which describes the distribution of particle sizes to be used of a particular work. The aggregates contain
finer fraction (75µ) liquid limit and plastic limit of the particles finer than 425µ are to be determined. The
aggregates containing more than 2% fines and greater than 5% fines can be used only for bituminous
courses.

Aggregate Blending

Aggregate blending is a method of mixing the aggregates of different sizes to obtain or to satisfy the
design gradation. There are several techniques used to blend the aggregates. The trial method is the one in
which the aggregates are blended by several trials to get the design gradation and to meet the required
specification.

Two graphical methods in common use for proportioning/blending are:

1) Triangular Chart
2) Rothfutch’s Method
Triangular Chart

This method is applicable when three materials are to be mixed together to achieve a desired gradation
(for maximum density). The materials may be conveniently divided on a triangular chart as shown in
figure.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Suppose three materials A, B and C are available which are respectively coarse, medium and fine grained
materials. Points A, B and C are plotted on the triangular chart knowing the grain size distribution (or
proportion of coarse aggregate, sand and fines) of the three materials. Next step is to obtain the desired
gradation D based on some gradation criteria or by using a gradation formula (Fuller equation). The point
D is also plotted in the triangular chart representing the desired gradation. Now the graphical construction
for obtaining the proportions A, B and C is made, by producing the line CD to meet the line AB at E. The
proportions of coarse aggregate, sand and fines are given by:

% coarse aggregate = EB x DC x 100

AB x EC

% Sand = AE x DC x 100
AB x EC

% Fines = ED x 100
EC

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Rothfuch’s Method

This method is used when a number of materials have to be mixed together for obtaining a desired or
design gradation. The desired gradation may be decided either based on recommended grain size
distribution charts or tables or using the below Fuller’s equation.

P= 100 (d/D) n

Where,

D = diameter of largest particle, mm

P = percent finer than diameter ‘d’ (mm) in the material

n = gradation index, which have values ranging from 0.5 to 0.3 depending upon the shape.

On a graph paper, with Y-axis representing percent passing and X-axis representing particle size, as
shown in figure. A diagonal line is drawn from point corresponding to (100 percent passing, maximum
particle size of the material) to a point corresponding to (zero percent passing, smallest particle size of the
materials).The different particle sizes are marked on X-axis corresponding to the mean values of
percentage finer taken on the Y-axis.

For different materials say A, B and C, sieve analysis has to be done and percentage finer has to be
calculated for each range of particle size for all the materials and grain size distribution curves of these
three materials are plotted as shown in fig and the balancing straight lines of A, B and C are obtained,
allowing only minimum of the areas on either sides of the balancing lines.

The opposite ends of the balancing straight lines of A and B are joined (i.e., zero percent passing of
materials A is joined with 100 percent passing of B). Similarly the opposite ends of balancing lines of B
and C are joined.

The points where these lines meet the desired gradation line represent the proportion in which the
materials A, B and C are to be mixed. These values may be read from the Y-axis by projecting the points

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

of intersection as shown in fig.

1. List the various tests conducted on road aggregates in order to ascertain its suitability and
indicate the desirable values of the test results.
2. Write a note on aggregate blending to meet the specified gradation.
3. Write short notes on Hydrophobic and Hydrophilic Aggregates
4.Indicate the suitability of the following tests on the selection of proper aggregates for
various bituminous surfacing:
i) Los angeles abrasion test ii) Aggregate impact test.
iii) Aggregate shape test
5.Explain briefly the desirable properties of aggregates used in road construction.
6 .Explain the desirable properties of road aggregates used in pavement construction.
7.Explain the Abrasion tests and soundness test on aggregates. Indicate the requirements as per IRC.
8. Explain the desirable properties of aggregates to be used in pavement construction.
9. List various tests to be carried out on aggregates used in road construction.
10. Distinguish between aggregate crushing value and aggregate impact value. Indicate the
permissible values for the aggregates to be used in pavement construction.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Classify the road aggregates based on petrology and origin.

11.List the different methods for aggregate blending to meet specified gradation .explain any one in
brief.
12.Classify the different types of aggregates.
13.Write a note on aggregate blending to meet the specified gradation.
14.Mention the desirable properties of load aggregates. Explain any one desirable property.
15.Classify different types of aggregates used in road construction. Mention at least one example of
each locally available material.
16.Indicate the suitability of the following test on the selection of proper aggregate for various
pavement surfacing :i)aggregate crushing test ii)aggregate impact test iii)aggregate shape test iv)loss
angles abrasion test v)water absorption test. Confirm the above test suitability with IS/IRC standards
value or limitation.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

Module-1
BITUMEN AND TAR: Origin, preparation, properties and chemical constitution of bituminous road
binders; requirements.

****************************************************************************
Introduction

Bituminous binders used in pavement construction works include both bitumen and tar. Both
bitumen and tar have similar appearance, black in colour though they have different characteristics.

Origin

Naturally occurring deposits of bitumen are formed from the remains of ancient, microscopic algae and
other once-living things. When these organisms died, their remains were deposited in the mud on the
bottom of the ocean or lake where they lived. Under the heat and pressure of burial deep in the earth,
the remains were transformed into materials such as bitumen, kerogen, or petroleum. Deposits at the La
Brea Tar Pitsare an example. There are structural similarities between bitumens and the organic matter
in carbonaceous meteorites. However, detailed studies have shown these materials to be distinct.
Asphalt or bitumen can sometimes be confused with "tar", which is a similar black, thermoplastic
material produced by the destructive distillation of coal. During the early and mid20th century when
town gas was produced, tar was a readily available product and extensively used as the binder for road
aggregates. The addition of tar to macadam roads led to the word tarmac, which is now used in
common parlance to refer to road-making materials. However, since the 1970s, when natural gas
succeeded town gas, asphalt (bitumen) has completely overtaken the use of tar in these applications.
BITUMEN is a petroleum product obtained by the distillation of petroleum crude.
TAR is a thermoplastic material obtained from the destructive distillation.
The grade of bitumen used for pavement construction work of roads and airfields are called paving
grades and used for water proofing of structures and industrial floors etc. are called industrial grades.
The paving bitumen available in India is classified into two categories

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

1) Paving bitumen from Assam petroleum denoted as A-type and designated as grades A35, A
90.etc.
2) Paving bitumen from other sources denoted as S-type and designated as grades S35, S90 etc.
The viscosity of bitumen is reduced some times by a volatile diluents this material is called Cutback.
The bitumen is suspended in a finely divided condition in an aqueous medium and stabilized with an
emulsifier; the material is known as Emulsion.

Difference between Bitumen and Tar

Sl. No. Bitumen Tar

Bitumen is found in black to brown in
1 Tar is usually found in brown colour
colour
Bitumen is obtained from fractional Tar is obtained by destructive distillation
2
distillation of crude oil of coal or wood
Bitumen is soluble in carbon disulphide
3 Tar is soluble in toluene
and carbon tetra chloride
Molecular weight range for road Molecular weight range for road tar is 150
4
bitumen is 400 to 5000 to 3000
Bitumen consists of large amount of Tar consist of large amount of oily matter
5
aromatic hydrocarbon with lower molecular weight
Bitumen show resistance to coating
Tar coats more easily and retain it better in
6 road aggregate and also does not retain
presence of water
in presence of water
7 Free carbon content is less Free carbon content is more
It shows more resistance to weathering It shows less resistance to weathering
8
action action
9 Less temperature susceptibility More temperature susceptibility
Bitumen
The source of road bitumen is either formed from petroleum or by natural processes as a result
of geological forces.

Different forms of bitumen

Cutback bitumen

Normal practice is to heat Bitumen to reduce its viscosity. In some situatio ns preference is given to
use liquid binders such as cutback bitumen. In cutback bitumen Suitable solvent is used to lower the

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

viscosity of the bitumen. From the environmental point of view also cutback bitumen is preferred.
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, kerosene, 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 With less quantity of fine aggregates.SC is used For premix with appreciable quantity of
fine aggregates.

Bitumen Emulsion

Bitumen emulsion is a liquid product in which bitumen is suspended in a finely divided condition in
an aqueous medium and stabilized by suitable material. Normally cationic type emulsions are used
in India. The bitumen content in the emulsion is around 60% and the remaining is water. When the
emulsion is applied on the road it breaks down resulting in release of water and the mix starts to set.
The time of setting depends upon the grade of bitumen. The viscosity of bituminous emulsions can
be measured as per IS:8887-1995.Threetypes 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.

Bituminous primers

In bituminous primer the distillate is absorbed by the road surface on which it is spread. The
absorption there for depends on the porosity of the surface. Bitumen primers are use full 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.

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Modified Bitumen

Certain additives or blend of additives called as bitumen modifiers can improve properties of
Bitumen and bituminous mixes. Bitumen treated with these modifiers is known as modified
bitumen. Polymer modified bitumen(PMB)/crumb rubber modified Bitumen (CRMB) should be
used only in wearing course depending upon the requirements of extreme climatic variations. The
detailed specifications for modified bitumen have been issued by IRC: SP: 53-1999. It must be noted
that the performance of PMB and CRMB is dependent on strict Control on Temperature during
construction.

The advantages of using modified bitumen are as follows:

1. Lower susceptibility to daily and seasonal temperature variations

2. Higher resistance to deformation at high pavement temperature

3. Better age resistance properties

4. Higher fatigue life for mixes

5. Better adhesion between aggregates and binder

6. Prevention of cracking and reflective cracking.

Types

1) Rock Asphalt

a) It consists of limestone, sand stone naturally impregnated with bitumen.

b) The mineral matter will be about 90% and bitumen content of 10%.

2) Lake Asphalt
a) Mineral matter will be finely divided and dispersed through the bitumen
b) The whole mass is capable of flow

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

c) Type of lake asphalt used in road making in United Kingdom is Trinidad lake asphalt.
d) It is used in flexible road construction and also in rolled asphalt wearing courses.

Preparation of Road Bitumen from Petroleum

The refining of petroleum is most complex procedure producing a tremendous range of products
from the simplest hydrocarbon gas methane to the hardest bitumen with constituents of
molecular weight of the order of several thousands.

The preparation of different forms of bitumen for road purposes from petroleum is illustrated in
the above figure.

PREPARATION OF ROAD BITUMEN

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

a) Distillation of Petroleum

Bitumen is produced from selected crude oils by a process of concentration by distillation.

The distillate is obtained in the desired boiling point ranges by condensation in a fractionating
column.

It is first to heat the crude oil to a temperature lower than 350°C under atmospheric pressure
to drive off light fractions such as gasoline, kerosene and gas oil.

Further heating above 400°C is necessary to drive off heavier oils.

Refining of the topped crude is carried out by use of reduced pressures and steam injection in
the fractionating column.

The incoming crude is pumped through a continuous pipe-still similar to that used in tar-
distillation plants, where it is raised to desired temperature (between 200 and 400° C)

It is then injected into a fractionating column where at the reduced pressure volatile
components flash into vapours.

The vapours are condensed into fractions of decreasing boiling point by condensation at
points at higher levels in the fractionating column.

A flow diagram representing the distillation of topped oil in a modern refinery is given in
figure below:

BITUMEN PRODUCTION

b) Air-Rectification of Refinery Bitumen

Bitumen produced by straight steam-refining from crude oils may be deficient in the
components of high molecular weight which are insoluble in heptanes, asphaltenes fractions.

It is common practice to increase the asphaltene content by oxidation of the hot straight-run
bitumen by a current of air blown through it.

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

These are bitumen of high softening point produced by an oxidation by air-blowing at high
temperatures.

The oxidation is more extensive and the blown bitumens have rubbery qualities required for
certain industrial purposes and not used as binders for road aggregates.

Chemical Constitution of Bitumen

Bitumen although formed from distillation process causes some changes which is closely
related in chemical nature to its primary source i.e., the crude petroleum oil.

Bitumen is completely soluble in carbon-di-sulphide but most of them divide the bitumen
soluble in carbon-di-sulphide into 3 fractions:

a) Carbenes: fraction insoluble in carbon tetrachloride.

b) Asphaltenes: fraction insoluble in light aliphatic hydrocarbon solvent such as petroleum
ether.
c) Maltenes: fraction soluble in light aliphatic hydrocarbon solvent

The molecular weight of asphaltene fraction is estimated between 1800 and 1,40,000 and
maltenes have molecular weight between 370 and 710.

The hydrocarbons in petroleum are of four basic forms:

a) Saturated aliphatic groups or paraffins

b) Naphthenic groups or cycloparaffins
c) Aromatic ring compounds
d) Aliphatic groups with olefin double bonds

Aliphatic group normally does not present in road bitumen. The approximate proportions of
the other three groups in the molten groups can be obtained from modified Waterman
analysis.

Many properties of bitumen, particularly the non-Newtonian flow properties suggest that
bitumen is a colloidal system. The colloidal nature of bitumen is due to the presence of
asphaltenes in association with high molecular weight material from the maltenes fraction,
form a disperse phase. This complex is normally referred as ‘micellar phase’.

On the basis of flow properties, bitumen can be divided into two types, ‘sol’ type, in which
there is little interaction between micelles or a ‘gel’ type in which interaction of micelles are

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

great enough to cause a loose structure formation. Most of the distilled road bitumens are sol
type, blowing leads to gel type structures.

Requirements of Bitumen

The desirable properties of bitumen depend on the mix type and construction.

a) Mixing: type of materials used, construction method, temperature during mixing, etc.
b) Attainment of desired stability of the mix
c) To maintain the stability under adverse weather conditions
d) To maintain sufficient flexibility and thus avoid cracking of bituminous surface and
e) To have sufficient adhesion with the aggregates in the mix in presence of water

Desirable Properties of Bitumen

1) Viscosity
The viscosity of the bitumen at the time of mixing and compaction should be adequate. This
is achieved by heating the bitumen and aggregate prior to mixing or by use of cutbacks or
emulsions of suitable grade.

2) Temperature Susceptibility
The bituminous material should not be highly temperature susceptible. During the hottest
weather of the region the bituminous mix should not become too soft or unstable. During cold
weather the mix should not become too hard and brittle, causing cracking. The material
should be durable.

3) Adhesion Property
In presence of water the bitumen should not strip off from the aggregate. There has to be
adequate affinity and adhesion between the bitumen and aggregate used in the mix.

Tests on bitumen
There are a number of tests to assess the properties of bituminous materials. The following
tests are usually conducted to evaluate different properties of bituminous materials.
1. Penetration test
2. Softening point test
3. Ductility test
4. Viscosity test

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PAVEMENT MATERIALS AND CONSTRUCTION 18CV733

5. Specific gravity test

6. Heat stability test
a. Flash point test
b. Fire point test
c. Loss on heating test
7. Solubility test
8. Thin film oven test
9. Float test
10. Water content test

1. Penetration test:
An indirect method of measuring viscosity is the measure of penetration of a standard needle
under standard conditions of load, time & temperature. The test measures the hardness or
softness of bitumen in terms of penetration expressed in mm/10th of std needle.
Temperature= 250C [test to be performed after sample is kept for 1hr in H 2O bath at this
temperature]
Load on needle = 100 g
Time in which penetration is recorded = 5 s
The penetration is measured by a graduated dial.
Bitumen is softens to a poring consistency a depth more than 15mm in the container is
poured. The expected penetration sample is cooled in 60 min in air and 60 min in water
before testing. The standard needle is positioned to get a penetration value for 5sec and is
noted.

The penetration value obtained is represented in 80-100 or 80/100 grade bitumen at standard
consistence and it range from 20-225mm.
In cold region bitumen with High penetration value is used.
In warm region low penetration value is used ex. 30/40 grade.
The factors which affect the Penetration test is test temperature, needle size and weight and
period of cooling.

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1. Softening point:
The softening point is the temperature at which the substance attains a particular degree of
softening under specified condition of test. A viscosity material like bitumen or tar doesn’t
have a well defined softening point. However a std test determines the temperature at which a
std ball will pass through a disc of bitumen contained in ring. The test is known as ring & ball
test.
A brass ring of internal dia 17.5 mm at top and 15.9 mm at bottom and of depth 6.4mm.The
steel ball of 9.5mm dia and 2.5g. Support distance is 25mm between the bottom of the ring
and top surface of the bottom plate of support is provided. Glass container of 85mm dia and
120mm depth is used. The bitumen is heated to poring consistency and poured into ring and
cooled for half an hour before testing. A brass ring containing the bitumen sample is
suspended in H2O or glycerin at given temperature a steel ball is placed on the disc of
bitumen. The liquid medium is then heated at a rate of 5 0C increase per minute. Metal plate
placed at a specified bituminous material touches the bottom at the softening point. With
increase in temperature bitumen melts and come down with the weight of ball at particular
temperature it touches the bottom plate that point temperature is noted.
The softening point is range between 35 to 750C.
The liquid water is used for bitumen having softening point less than 80 0C and Glycerine is
for softening point more than 800C.
Higher softening point indicates lower temp. susceptibility and in warm climet.
The factors which affect the softening points are quality and type of liquid used, weight of
ball, distance between bottom of the ring and bottom base plate and rate of temperature.

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2. Ductility test:
In flexible pavement construction it is important that the binders form ductile thin film
around the aggregate. This serves as a satisfactory binder in improving the physical
interlocking of the aggregate bitumen mixes. Under traffic loads the bitumen layer is
subjected to repeated deformation and recoveries. The binder material which does not possess
sufficient ductility would crack and thus provide pervious pavement surface. The test is
believed to measure the adhesive property of bitumen and its ability to stretch. The ductility
of a binder is an indication of its elasticity & ability to deform under load & return to original
condition upon removal of the load. A material which doesn’t possess adequate ductility
would crack under a load.
This is unsatisfactory since water can penetrate into the surfacing through there cracks. The
property is determined by measuring the distance that a std briquette of bitumen, necked to a
cross section of 1 sq-cm will stretch without breaking when elongated at a rate of 5 cm/min at
270C. The ductility values should be a minimum of 50 as per IS.
The briquette mould is filled with bitumen and cool for 30 min in air and 30 min in water
before testing. Then it is fixed to expanding machine assembly which stretches the bitumen at
a rate of 5cm/min and expands till to break and the point is noted by scale.
The factors which affect the ductility is pouring and test temperature, dimension of briquette
mould, rate of pulling and period of cooling.

3. Viscosity Test:
Viscosity is the property of a fluid that determines the resistance offered by the fluid to a
shearing force under laminar flow conditions, it is thus the opposite of fluidity.

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The determination of viscosity is generally done by efflux viscometers. They work on

common principles, though they differ in detail. The liquid under test is poured to a specified
level into a container surround by water or oil bath providing temperature control at the base
of the container is a small orifice with a simple valve control on opening valve, the time in
seconds is recorded for a stated quantity of liquid to discharge into a measuring liquid below.
The different type of viscosity testing operator is there they are Efflux viscometer, Standard
tar viscometer (10mm dia orifice and 50ml fluid to discharge), Saybolt furol viscometer
(3mm dia orifice and 60ml fluid to discharge).
The bitumen is placed in to a standard tar viscometer or efflux viscometer and its temperature
is raised to test temperature specified (35, 40, 45, 55& 60 0C). When the temperature reaches
respective test temperature orifice valve is open time elapse is noted to collect the bitumen of
50ml. The time required to collect a bottom container of 50ml is five indirectly the viscosity
of bitumen. Then is specified in VG 10, VG20, VG 30 and VG 40.

4. Specific gravity test:

In most applications bitumen is weighed, but finally in use with aggregate the bitumen
content is converted on volume basis. Hence determine of specific gravity value is required
for conversion of weight to volume. Specific gravity of a binder doesn’t influence its
behavior but all the same, its value is needed for mix design.
Specific gravity of bitumen varies from 0.97 to 1.02.
Specific gravity of tar varies from 1.16 to 1.28.
There are two methods to test the specific gravity of bitumen
a. Pycnometer method
b. Balance method

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Generally balance method is used in that a cup of 50ml capacity is used and it is oiled before
using. The bitumen is poured in to cup and cooled and its weight e is noted and weight of cup
with bitumen when immersed in distilled water is weighed f. Specific gravity of bitumen is
the ratio of e to the difference between (e and f).

It is used to convert the weight in to volume. Determines Purity of bitumen if the impurity
present in the bitumen by showing high value of specific gravity.

5. Heat stability test:

When a bituminous binder is heated continuously it starts emitting volatile vapors above a
certain temperature and these volatile vapors can momentarily catch fire in form of flash and
continued heating get fired.

a. Flash point:
The flash point of bitumen is that temperature at which it gives off vapors, which ignites in
the pressure of a flame, but don’t continue to burn. The flame point is an induction of critical
temperature at & above which suitable precautions should be taken to eliminate fire hazards.
The ISI test describes the Penske-Martin method. The method involves a cup into which the
bitumen is filled. The bitumen sample is then heated at a rate of 5-60C/min stirring the
material continuously.
The test flame is applied at intervals. The flash point is taken at the temperature read on the
thermometer when flame causes a bright flash in the interior of cup in a closed system & at
the surface of material in open system. It is 2200c.
b. Fire point test:
If heating is continued beyond the flash point, the vapors ignite in the pressure of a flame &
continue to burn indicating the fire point temperature. There is no standard method to
determine the spontaneous ignition temperature, which can only broadly indicate.
c. Loss on heating test:
The effect of heat on a bituminous binder is the loss of volatile constituents. This loss causes
the binder to harden. Thus one method of testing the desirable property of a binder is to find
out the loss on heating. This is achieved by an accelerated heating test a 50gm sample is
weight is taken and maintained at a temperature of 1600c for 5hours. Then it expressed as
a percentage of loss in original weight is determined.

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6. Solubility test:
It has already been indicated that all bitumen are substantially soluble in CS2. This is one of
the points that define bitumen. Hence any impurity in bitumen in the form of inert minerals,
carbon, salts etc. could be quantitatively analyzed by dissolving the samples of bitumen in
any of the two solvents.
A sample of 2g of bitumen is dissolved in 100ml of solvent and filtered in soluble material is
washed, dried and weighed then it is expressed in percent of original sample. The Indian
specifications require 99% solubility.

7. Thin film oven test:

In this test, a sample of bitumen is subjected to hardening conditions as would be expected
during hot mixing operations. A 50ml sample of bitumen is placed in a flat bottomed sample
pan 140mm inside diameter & 10mm deep, the weighed sample & container are placed in a
shelf which rotates at 5 to 6 rpm for 5 hrs in a ventilated oven maintained at 163 0C. The loss
in weight of the sample is expressed as % of the original weight. This method is then used for
identify short term aging or hardening of bitumen.
Tar

Tar is the viscous liquid obtained when natural organic materials such as wood and coal
carbonized or destructively distilled in the absence of air. Based on the materials from which
tar is derived, it is referred to as wood tar or coal tar. It is more widely used for road work
because it is superior.

There are five grades of roads tar: RT-1, RT-2, RT-3, RT-4 and RT-5, based on their viscosity
and other properties.

RT-1 has the lowest viscosity and is used for surface painting under exceptionally cold weather
as this has very low viscosity.

RT-2 is recommended for standard surface painting under normal Indian climatic conditions.

RT-3 may be used for surface painting, renewal coats and premixing chips for top course and
light carpets.

RT-4 is generally used for premixing tar macadam in base course.

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RT-5 is adopted for grouting purposes, which has highest viscosity among the road tars.

The various tests carried out on road tars are:

a) Specific gravity test

b) Viscosity test on standard tar viscometer
c) Equiviscous temperature (EVT)
d) Softening point
e) Softening point of residue
f) Float test
g) Water content
h) Phenols, percent by volume
i) Naphthalene, percent by weight
j) Matter insoluble in toluene, percent by
weight
k) Distillation fraction on distillation upto
200°C, 200°C to 270°C and 270°C to
30°C

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The properties and requirements for five grades of road tars based on the above test results are
given by the ISI are given in below table.
Road Tar Grades
Sl. No. Property RT-2 RT-3 RT-4 RT-5
RT-1

Viscosity by standard tar

viscometer (10 mm)
1
(a) at temperature, °C 35 40 45 55 -
(b) viscosity range, seconds 33-55 30-55 35-60 40-60 -
Equiviscous temperature
2 32-36 37-41 43-46 53-57 63-67
(EVT) range, °C
3 Softening point, °C - - - - 45-50
Specific gravity range at
4 1.16-1.26 1.16-1.26 1.18-1.28 1.18-1.28 1.18-1.28
27°C
Softening point of residue,
5 48 50 52 54 56
°C Max.
Water content, percent by
6 0.5 0.5 0.5 0.5 0.5
weight, Max.
Phenols, percent by volume,
7 2 2 2 2 1
Max.
Naphthalene, percent by
8 4 3.5 3 2.5 2
weight, Max.
Matter insoluble in toluene,
9 22 22 24 24 24
percent by weight, Max.
Distillation fractions, percent
by weight (g per 100 g)
distilling:
(a) upto 200°C, Max. 0.5 0.5 0.5 0.5 0.5
10
(b) from 200° to 270°C 5-12 2-9 1-6 0.5-4 0-4
(c) from 270° to 300°C 4-10 4-8 3-6 2-7 1-5
Total distillation (b+c), Max. 16 14 12 10 7

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Preparation of Tar
There are three stages in the production of road tar:
1) Carbonization of coal to produce crude tar
2) Refining or distillation of crude tar
3) Blending of distillation residue with distillate oil fractions to give the desired road tar.

a) High-Temperature Carbonization of Coal

The carbonization or destructive distillation of coal consists essentially of heating a thin

layer of coal enclosed in a chamber of refractory brick-work for several hours at temperature
about 1000° C. Majority there are two major methods for carbonization, they are:
a) Carbonization in Coke-ovens
b) Carbonization in gas-works retorts
Carbonization in Coke-Ovens

A batch of about 16 tons of coal is loaded into a coke-oven.

Coke oven consists of large thin box lined with brick, 40 feet long, 14 feet high and 1 ½ feet
wide.

The charge of coal is heated for 18 hours at a temperature of 1200° C.

Each ton of coal yields 8 gallons of crude tar.

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b) Distillation of Crude Tar

The crude tar obtained by the condensation of the vapours emitted from coal in the course of
carbonization is subjected to distillation process.

The distillation or refining of tar is carried out by tar distillers.

The process consists, first heating the crude tar to remove water and some light oils (Benzole),
then heating further and condensing the heavier vapour in a fractionating column.

The operation is carried out in two stages:

In the first stage, the tar passes through the tubes in the cooler part of the furnace at a
temperature of 140°C.

It is then passed to a dehydration chamber where the pressure is released and water and light oil
is released.

The remaining tar is then passed to the second stage of the pipe-still at a temperature of 300°C.

From pipe-still, tar passes to a chamber at a lower pressure where vaporization takes place.

The vapours are condensed in a fractionating column which forms fractions of different boiling
point ranges.

The residue which is not distilled is base-tar or pitch.

In order of increasing boiling points they may be classified as light oil, carbolic oil, naphthalene
oil, wash oil, anthracene oil.

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c) Blending of Tar-Distillation Fractions to Produce Road Tar

It is evident from the above that a tar of a suitable viscosity for use on the roads could be left as
residue simply by stopping the distillation at the appropriate point.

Road tar 1 and 2, on the basis of viscosity, having viscosities of 10 to 40 and 40 to 125 seconds
at Standard Tar Viscosity (STV) at 30°C.

Type-A having high softening point is used for surface dressings and base courses. Type-B is
used for wearing courses and carpets.

PREPARATION OF ROAD TAR

Type A = Base tar + Naphthalene oil

Type B = Base tar + Wash oil + Anthracene oil

Chemical Constitution of Tar

It is estimated that there are over 10,000 compounds in tar. Out of this 300 have been
separated. The distillate oils consist largely of aromatic hydrocarbons, with one or more methyl
groups attached to the nucleus, with smaller quantities of aromatic hydroxy compounds,
paraffinic hydrocarbons and heterocyclic compounds with oxygen, nitrogen or sulphur in the
ring.

Dickinson developed a method called ‘solvent fractionation’ which uses n-hexane,

benzene and pyridine as solvents to give five fractions. He divided up in this way tars produced
from vertical-retort, horizontal-retort and coke-oven crudes and by measurement of mean

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

molecular weights. Typical structures for the solvent fractions haven been suggested by
spectroscopic examination on the basis of molecular weight and C/H ratio.

The differences in chemical structure between tars from different carbonization processes are
reflected in different in their properties. Tars produced by carbonization in coke-ovens or
horizontal retorts have more purely aromatic hydrocarbons compared to vertical retorts. Thus,
where as in coke-oven tar distillate oils over 90 percent may consist of aromatic hydrocardon of
benzene, naphthalene, anthracene and phenanthrene series, similar oils from vertical retort tars
contain up to 25% of phenolic material and the same amount of paraffins, this is because
temperature reached in coke-ovens and horizontal retorts will be higher than continuous vertical
retorts and the vapours evolved during carbonization are in contact with hot coke for a longer
period.

Vertical-retort tars are often referred as low-aromatic tars while coke-oven and horizontal-retort
tars as high-aromatic tars. In general, the high-aromatic class is distinguished by wider
molecular weight range, higher specific gravity, higher pitch content and low phenolic content.

1. What are the differences between bitumen and tar? How is asphalt produced?
2. What are the tests conducted on bitumen? Mention the importance of each.
3. Enumerate the properties of Bitumen and Tar
4. Write a note on Bitumen and Tar. Explain the chemical constituents of bituminous road
binders.
5. Explain the physical requirements of aggregates and bitumen.
6. What are the tests conducted on bitumen? Mention the importance of each.
7. Briefly explain the preparation of bitumen with neat figure.
8. Describe penetration test to be carried out on bitumen with standard values recommended for
construction.
9. Mention the various tests conducted on Bitumen. Explain any three tests with neat sketches.
10.Differentiate between Bitumen and Tar. How is asphalt produces?
11.What are the important requirements of test to be carried out on bitumen for road work
?explain important aspects or IS standard of each.
12.Explain briefly the procedure adopted in the laboratory along with neat sketch and limitations
to be considered as per IS/IRC standards for bitumen.
13.Explain in brief the preparation of bitumen with a flow chart.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

14.Explain the desirable properties of bitumen.

15.Describe the softening point test and thin film oven test and their significance.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Module-2
BITUMINOUS EMULSIONS AND CUTBACKS: Preparation, characteristics, uses and
tests. Adhesion of Bituminous Binders to Road Aggregates: Adhesion failure, mechanism of
stripping, tests and methods of improving adhesion.

*****************************************************************************
Emulsions

An emulsion is a two-phase system consisting of two immiscible liquids (un mixable or un

blend able). The dispersed or internal phase is the liquid that is broken up into globules and the
surrounding liquid is known as the continuous or external phase. Oil-in-water emulsions have
the oil as the dispersed phase and water as the continuous phase. The reverse occurs when the
emulsion is of water-in-oil type. Oil phase consisting of bitumen or tar.

In the preparation of emulsion of asphaltic bitumen or tar, emulsifiers have to be added in

small proportions both to facilitate the formation of dispersion and to keep the globules of
dispersed binder in permanent suspension.

If no emulsifier is present, a dispersion of oil droplets in water brought about by stirring

will rapidly separate into 2 layers. With emulsifier present, an adsorbed film of the emulsifier is
formed round each globule in the emulsion.

Emulsion are classified in to 3 types based on setting time

1. Rapid setting: If the bitumen emulsion is intended to break rapidly, the emulsion is said
to possess rapid-set quality and this type is used in surface dressing & penetration
macadam.
2. Medium setting: Emulsion which does not break spontaneously on contact with stone
but break during mixing or by fine mineral dust are MC. Used in premixing with coarse
aggregate.
3. Slow setting: When specified type of emulsifying agent is used to make the emulsion
relatively stable, they are called slow setting grade. Used in surface course along with the
coarse aggregate.
Emulsifiers for road emulsions may be divided into four main groups:

a) Anionic emulsifiers
b) Cationic emulsifiers

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

c) Non-ionic emulsifiers
d) Colloidal emulsifiers
Anionic Emulsifiers
It is characterised by having a large organic anion forming a salt with an alkali. A typical
example of sodium stearate CH3 (CH2)16COONa. When dissolved in water, this dissociates into
the (negative) stearate anion CH3(CH2)16COO – and the (positive) sodium cation Na+. The long-
chain fatty-acid stearate anion is soluble in bitumen, the carboxylic group (COO-) which carries
the negative charge being the least soluble part. Each bitumen globule is surrounded by stearate
ions with negative charge on the surface and it becomes much more difficult for the globules to
coalesce because all have surface negative charges and so tend to repel each other.

ANIONIC EMULSIFIERS

Cationic Emulsifiers
These are compounds in which it is the cation which is the large organic fraction soluble
in bitumen. Typical example is cetyl trimethyl-ammonium bromide C16H33(CH3)3NBr
dissociates in water into the (positive) cetyl trimethyl-ammonium cation and the (negative)
bromine anion Br -. The cation is soluble in bitumen and when this compound is present in a
system of globules of bitumen in water is established, so that each globule of bitumen is
surrounded by a positively charged layer.
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CATIONIC EMULSIFIERS

Non-Ionic Emulsifiers
The non-ionic emulsifiers do not ionise in aqueous solution, are limited in use. They
comprise esters and ethers of fatty acids and alcohols.

Colloidal Emulsifiers
It includes naturally occurring fine powders which are used for industrial purpose than
for road emulsions. Examples of these are casein and gelatine and fine powders such as clays
and bentonites.

Preparation of Emulsion

Materials

Almost all grades of bitumen can be emulsified, from hard penetration grades to softer
grades. Harder grades of bitumen are used for industrial purposes.

Methods of Making Road Emulsion

a) Colloid mill method

b) High-speed mixer method

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The main difference between the methods is that with the colloid mill the emulsion is
produced continuously where as with the high-speed mixer a number of separate batches are
produced.
a) Colloid Mill Method

The colloid millconsist of a high-speed rotor which revolves in a stator, the clearance
between the rotor and the stator being approximately 15 to 20 thousands of an inch.
A hot solution of the emulsifiers in water and the heated bitumen are fed separately at a
constant rate into the machine in the appropriate constant proportions so that an emulsion of
uniform binder content is continuously produced. It has been shown that the degree of hardness
of the water used has an influence on the degree of dispersion and water-softening plants may
need to be installed in areas of very hard water. Road emulsions can be continuously produced in
colloid mills at rates of up to 2500 gallons per hour.

b) High-Speed Mixer Method

This method is not widely used because it is a batch process and therefore more labour is
required.
The procedure is to run appropriate amount of water at hust below boiling point into a
200 or 300 gallon mixer, the diameter of which is equal to depth of liquid it is proposed to mix.
The mixer is fitted with a high speed propeller type. Stirrer mounted off-centre to avoid the
production of a vortex. Alkali is added to the water in the mixer and bitumen at about 100°C is
slowly run in with continous stirring.
Dispersions obtained by this method are not so uniform as those obtained in a colloidal
mill. After emulsification by either method, the material is pumped into storage tanks where it is
allowed to cool.

Properties of Emulsion

The following are the properties pertaining largely to the constitution of emulsion before use.

a) Residue on sieving
b) Stability to mixing with coarse-graded aggregate
c) Stability to mixing with cement
d) Water content

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

e) Viscosity
f) Coagulation at low temperature
g) Sedimentation
h) Stability on long-period storage

Residue on Sieving
Practically all road bitumen and tars are slightly heavier than water and the globules of
binder will tend to sediment in emulsion; the rate at which it sediments depends on the size of
the particle. Hence percentage of large particles should be controlled and hence is to ensure that
not more than 0.25% by weight of emulsion consists of particles greater than 0.006 inch in
diameter.

Stability to Mixing With Coarse-Graded Aggregate

When mixing bitumen emulsions with coarse aggregates, break down of the emulsion
and coating off the aggregates with bitumen should not take place too early in the mixing cycle.
Stable emulsions should have sufficient mechanical and chemical stability for all purposes
involving mixing with fines and cement.

Stability to Mixing With Cement

Stable emulsions should have sufficient mechanical and chemical stability for all
purposes involving mixing with aggregates including those containing large proportions of fines.
Cement is used as a standard fine aggregate.

Water Content
Road emulsions may contain up to 65% of water. It is essential to know this percentage if
the quantity of bituminous binder actually used in the surfacing is to be measured accurately.
The water content of an emulsion is often varied to suit particular forms of application.

Viscosity
It is determined by the proportion of bitumen or tar in the emulsion and by the particle-
size distribution. The viscosity of the emulsion should be low enough to spray through
conventional jets or to coat stone. It is measured by Engler out flow viscometer.

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Coagulation at Low Temperature

All emulsions contain water they are affected by extremes of heat and cold. Exposure to
temperatures below 0°C will result in freezing and the degree of recovery on thawing depends
on type of emulsion.

Sedimentation
Some sedimentation may occur when a drum of emulsion is left standing before use;
provided however the sediment redisperses on agitation, the emulsion can be used satisfactory.

Stability on Long-Period Storage

When stored in drums under normal atmospheric conditions, the emulsion should not
separate in a form which cannot be redispersed by agitation.

Classification of Emulsions
Bitumen emulsions are divided into 3 main classes depending on the rates at which they
break. The classes are sub-divided, depending on the bitumen contents and viscosity ranges of
the emulsions.
Class-1: Labile or Quick-Breaking
This class embraces emulsions characterized by rapid breakdown on application and
suitable for surface-dressing and grouting work. They are normally unsuitable for mixing with
aggregate and subdivided into following classes: 1A, 1B, 1C.
Class-2: Semi-Stable
These are emulsions of sufficient stability to permit mixing with certain grades of
aggregate before breakdown occurs. They contain more stabilizer than the labile emulsions and
are sub-divided as class 2A, 2B.
Class-3: Stable
These are emulsions with sufficient mechanical and chemical stability for all purposes
involving mixing with aggregates including fines like cement, hydrated lime, etc.

Uses of Emulsions:
*They are more tolerant than penetration grade bitumen, of the presence of dampness, although
they should not be used in the presence of free water on the road surface or on aggregate.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

* Because emulsion is of relatively low viscosity at normal temperature, they eliminate the need
to heat the aggregate and binder and thus they conserve energy.
* They can be used when the weather is relatively cold
*They are ideal for patching and repairing work, particularly they do not require heating before
use.
*They are used for surface dressing, grouting, pre-mixing, sealing, and soil stabilization with
cement.
Disadvantages
*Emulsions are however, costly.
* Since they contain a substantial quantity of water, the transportation coat is higher.
Tests for Road Emulsions
a) Determination of Water Content
Road emulsions may contain up to
65% of water and it is essential to know this
percentage. The determination is made by
Dean and Stark method.
The sample is placed in a round-
bottomed flask fitted with a graduated
receiver (Dean and Stark tube) and a
condenser. An organic liquid immiscible
with water. Ex: Benzene and xylene, white
spirit or solvent naphtha is added and the
flask is heated. The organic liquid distils
into the reciver, carrying with it, water
which then separates into lower layer. The
excess carrier liquid over flows into the
APPARATUS FOR DETERMINATIONN OF
flask.
WATER CONTENT
(Dean-and-Stark Method)

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b) Measurement of Viscosity
The viscosity of an emulsion is a measure of flow properties of emulsion itself and has no
relation to the viscosity of the bitumen or tar and it is determined by means of Engler viscometer.
Emulsions are available having viscosities in the range 5 to 20°Engler. The viscosity must
be chosen so that the emulsions is sufficiently fluid to flow and coat the stone but at the some
time is viscous enough not to drain from the stone.
It is first calibrated by filling to the level with distilled water which is adjusted to 20°C by
the surrounding water bath. The time in seconds for 200 ml to run out is recorded. The
viscometer is dried and the test is repeated using emulsion. The viscosity in Engler degrees is the
ratio of the times of flow for emulsion and water.

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ENGLER VISCOMETER

c) Determination of Residue on Sieving

This test determines the amount of binder present in a bituminous road emulsion in
particles large enough to be retained on a gauge of specified mesh. Emulsions must not give
more than 0.25 g of residue per 100 ml of emulsion when passed through appropriate sieve.
The appropriate sieve is washed, dried, weighed and moistened. 100 ml of emulsion are
poured through and the sieve is washed with distilled water, after drying in a vacuum desiccator,
the residue is weighed.
d) Coagulation on Storage (Short-Period Test)
This test indicates the tendency of the particles of binder in an emulsion to agglomerate
when the emulsion is stored or transported in ordinary commercial containers. Not more than 0.1
g of coagulain per 100 ml of emulsion should be produced under the conditions of test.
100 ml of sieved emulsion are allowed to stand for 7 days in a stoppered measuring
cylinder. At the end of this period the emulsion is again sieved and the residue weighed after
washing and drying. The weight of residue is reported as coagulated binder per 100 ml of
emulsion.

e) Long-period storage stability

This method indicates the tendency of the binder in a bituminous road emulsion stored in
drums to separate in a form which cannot be redispersed by agitation. An emulsion should not
posssess more than 2% of water content difference between before and after storage.
A drum of emulsion is selected and the water content is determined by Dean and Stark
method. The emulsion is transferred to a clean drum leaving 5% air space. The drum is sealed
and left for 3 months at temperature range 5 to 30°C. At the end of storage period, the test
portion is sieved and the water content determined. The difference between the water content of
the emulsion before and after storage is reported as storage stability.

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f) Coagulation at Low Temperature

This test is intended to show if any coagulation of the binder occurs on exposure to low
temperatures. This emulsion is first sieved and preheated to 60°C and it is then cooled in a series
of baths to a temperature of -3° to -4°C. After remaining quiescent for 30 minutes. The
temperature of the emulsion is allowed to regain air-temperature, when the emulsion is sieved.
Any coagulated binder will be retained, the emulsion fails the test if any coagulation occurs.

g) Sedimentation
Some sedimentation may occur when a drum of emulsion is left standing before use.
10 g of bitumen emulsion is weighed into a glass tube which is then centrifuged for five minutes
to sediment the emulsion. 30 ml of 1 % soft soap is added and tube is stoppered. The tube is then
rotated end-over-end at one complete inversion per second, after each five turns the table is
allowed to drain towards the stopper for ten seconds to observe if any sediment remains. The
number of inversions until the sediment disperses is noted and should not be less than 50 for the
emulsion.

Cutback Bitumen
Cutback bitumen is defined as the bitumen, the viscosity of which has been reduced by a
volatile diluents. For use in surface dressings, some type of bitumen macadam and soil-bitumen
stabilization, it is necessary to have a fluid binder which can be mixed relatively at low
temperatures. Hence to increase the fluidity of the bituminous binder at low temperatures the
binder is blended with volatile solvent. After the cutback mix is used in construction work, the
volatile gets evaporated and the cutback develops the binding properties. The viscosity of
cutback and rate of which it hardens on the road depend on the characteristics and quantity of
both bitumen and volatile oil used as the diluents.

Types of Cutback Bitumen and Uses

Cutback bitumen is available in three types, namely:
a) Rapid Curing (RC)
b) Medium Curing (MC)

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c) Slow Curing (SC)

This classification is based on the rate of curing or hardening after the application.

Rapid Curing Cutbacks (RC)

These are bitumens, fluxed or cutbacks with a petroleum distillate such as naphtha or
gasoline, which will rapidly evaporate after using in construction, leaving the bitumen binder.
The grade of the RC cutback is governed by the proportion of the solvent used. The penetration
value of residue from distillation upto 360°C of RC cutback bitumen 80 to 120.

Medium Curing Cutbacks (MC)

This bitumen fluxed to greater fluidity by blending with a intermediate boiling-point
solvent like kerosene or light diesel oil. MC cutbacks evaporate relatively at slow rate because
the kerosene-range solvents will not evaporate rapidly as the gasoline-range solvents used in the
manufacture of RC cutbacks.
MC products have good wetting properties and so satisfactory coating of fine grain
aggregate and sandy soils is possible.
Slow Curing Cutbacks (SC)
These are obtained either by blending bitumen with high-boiling-point gas, oil or by
controlling the rate of flow and temperature of the crude during the first cycle of refining. SC
cutbacks or wood soils hardens or set way slowly as it is a semi volatile material.

Tests on Cutback Bitumen

Various tests carried out on cutback bitumen are:
a) Viscosity test: Same as bitumen at specified temperature using specified size orifice.
b) Penetration test, ductility test and test for matter soluble in carbon-disulphide on residue
from distillation up to 360°C.
c) Flash point test on cutback using Pensky Martens’s closed type apparatus.
d) Distillation test to find distillation fractions, up to specified temperature and to find the
residue from distillation up to 360° C.

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CUT-BACK BITUMEN DISTILLATION APPARATUS

The apparatus is as shown in figure. 22 ml of cutback bitumen is introduced into flask and
the apparatus is assembled, note that the thermometer reaches almost to the bottom of flask. Heat
is applied so that the distillation commences in 5 to 15 minutes and the distillation is continued at
a rate of 50 to 70 drops per minute. The volume of distillate is observed at 175°C and at 25°C
intervals thereafter upto 325°C, the heat source is removed when the temperature reaches 360°C.
The total volume of oil is observed after draining the condenser. The bitumen residue is poured
immediately into an open tin and allowed to cool below its fuming point.

Adhesion of Bituminous Binders to Road Aggregates

Introduction
One of the principal functions of a bituminous binder is, as its name suggests, acting as
an adhesive either between road stones or between road stone and the underlying road surface.
Neither bitumen nor tar can be regarded as an ideal adhesive but in general when proper
precautions are exercised, both are adequate.
Road stones are wetted can lead to difficulties, either in the initial coating of damp road
stone in maintaining an adequate bond between the binder and stone. Failure of a bond already
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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

formed is commonly referred to as ‘stripping’ which is brought about by the displacement of the
bituminous binder from the stone surface by water. The greater the viscosity, the less readily and
the more slowly does the binder wet the stone. The problems with water mixing in two ways,
firstly due to aggregates being wet before laying, secondly due to effect of rain after it has been
laid.

Types of Adhesion Failure

a) Wet-Weather Damage to Surface Dressings
Wet chippings are frequently used for surface dressing. With untreated stone and binder,
adhesion will not take place until the stone dries out. In good weather, this process is rapid but
with high atmospheric humidity the chippings may remain wet for several hours or even days.
Rain may cause displacement of the binder from stone. Once the chippings have been removed,
the binder is carried by vehicle tyres and extensive damage may be expected.
In other words, under the higher atmospheric humidity condition, the surface dressing
materials will be generally in wet condition. These chips will be loosened under the wheel loads,
resulting in extensive damages.

b) Stripping in Pre-Mixed Bituminous Materials

The problem of stripping is experienced only with bituminous mixtures which are
permeable in water. If the material is really impermeable such as with rolled asphalt, then
stripping is most improbable.
Permeable bituminous surfacing materials are widely used and an average life of five or
six years is commonly obtained from bitumen-macadam wearing courses before surface
treatment of some kind is required. The binder displaced from the stone surface generally moves
upwards under the action of traffic and collects in the surface forming ‘fat patches’. If the
stripping becomes extensive, the strength of the bituminous mixture is impaired and deformation
takes place under traffic.
It is characteristic of stripping failures of pre-mixed surfacing that the stripping is found
only in those parts of the road subjected to medium or heavy traffic.

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In other words; it is the stripping of the bituminous mixtures which are permeable too
water. It is the displacement of the binder from aggregate. The process is popularly explained by
the theory or mechanism of stripping.

Mechanism of Stripping
Stripping is the displacement of the binder from the surface of aggregates by water. The
process of displacement depends on the viscosity of the binder. The binders of high viscosity
resist displacement by water than those of low viscosity.
It has been shown practically that water may penetrate through a film of binder and reach
the stone surface. The transfer of water to the stone surface may occur with water in liquid or
vapour form.
The speed with which water can penetrate and detach the binder depends on:
a) Type and viscosity of the binder
b) Thickness of binder film
c) Nature of road stone
Stripping was found throughout the length of the surface but failure was observed only on
the parts of the flexible base. If the failure occurs it may be due to the following ways:
a) The binder is undetached and hence unstripped
b) The binder is partially detached but unstrapped
c) The binder is attached but unstripped
d) The binder is detached and stripped leading to the disintegration and failure.

Fundamental Properties of Binder/Stone/Water System

The displacement of one liquid by another on a solid surface arises from the physic-
chemical forces acting in the system. Road stones have surfaces that are electrically charged. For
example, silica possesses weak negative surface charge. Constituents of bituminous binders have
little polar activity. The bond between bituminous binder and stone is therefore primarily due to
relatively weak ‘dispersion’ forces. The polar liquid water is strongly attracted to charged road
stone surfaces by ‘orientation’ forces.

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Both water and hydrocarbon such as bitumen or tar will adhere to a stone surface, the forces of
attraction are appreciably greater in the water. The stone surface possesses hydrophilic
properties. Two important conclusions follow from this at once:
a) If a stone is already coated with water, it is impossible for a normal bituminous binder to
displace the water and adhere to the stone.
b) Is a stone is already coated with a binder; it is possible for water to ‘strip’ the binder from
the stone.
The indication of strength of bond for heat of wetting between silica surface by water and by
benzene which which gives 600 and 150 ergs/sg.cm respectively. Shows that water is more
attracted to aggregates than a bitumen product. Again heat of wetting is an expression of
tendency of a liquid to wet a solid surface. Greater is the heat of wetting, greater is the energy
released and stronger is the bond between solid and liquid. Hence if a aggregate is already coated
by water it is impossible for a normal binder to displace the water where as if a aggregate is
already coated by bitumen is possible for water to strip binder from road stone.
If the angle of contact between the 3 phases is ‘θ’ and the energies of solid/binder,
solid/water and binder/water interfaces are γsb, γsw, γbw respectively, then the work displacing
water from unit area of stone is given by:
W = γsb + γbw – γsw -----------------------------(i)
For equilibrium, Young and Dupre’s equation
γsb = γsw + γbw cos θ ---------------------------------------(ii)
W = γbw (1+cos θ)

DIAGRAMMATIC ILLUSTRATION OFF A DROP OF BITUMINOUS BINDER PLACED ON A SOLID

SURFACE UNDER WATER

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Hence the work required to displace water by binder is directly proportional to interfacial
energy between binder and water and it is also related to the angle of contact.

Adhesion Test
Numerous tests have been described, most of which fall into 6 basic types. A sample of
aggregates is coated with a bituminous binder and then immersed in water under controlled
conditions. The degree of stripping of binder from the aggregate after a known period of time is
measured. Six types of tests are:
a) Static Immersion Test
b) Dynamic Immersion Test
c) Chemical Immersion Test
d) Immersion Mechanical Test
e) Coating Test

a) Static Immersion Test

i. In this type of test, aggregate coated with binder is immersed in water and the degree of
stripping is estimated.
ii. Single-sized chippings are coated with a constant quantity of binder under controlled
conditions.
iii. Coated stone is immersed in distilled water for 48 hours.
iv. The percentage of stripped surface is estimated visually.
v. One more approach is to measure the quantity of light reflected by sample of coated
aggregate before and after immersion in water.

b) Dynamic Immersion Test

i. It is similar to static immersion test but the sample is agitated mechanically by shaking or
kneading.
ii. Coated aggregates are shaken in water for a known time and then the amount of stripping is
estimated visually.

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c) Chemical Immersion Test

i. Stone coated with binder is boiled in distilled water and if necessary, solutions of sodium
carbonate is added.
ii. The strength of the solution of sodium carbonate in which stripping is first observed is used
as a measure of the adhesivity.
iii. Attempts have been made to improve this test, for example by reducing the temperature and
using larger stone or by measuring the amount off uncoated aggregate which separates from
coated mass.

d) Immersion Mechanical Test

i. Degree of stripping of the binder from aggregate is observed indirectly by measuring the
change in a specified mechanical property of a bituminous material after it has been
immersed in water.
ii. In this test, a number of identical cylindrical specimens of the bituminous mixture to be
tested are prepared.
iii. After few hours ‘curing’ some are used to determine the compressive strength under
constant rate of strain.
iv. The remainder are immersed in water for some days and then tested similarly.
v. The reduction in strength gives an indication of the extent of any damage by water that has
occurred.

e) Coating Test
i. In this test an attempt is made to obtain adhesion between an aggregate and binder when
water is also present.
ii. Test involves immersion of tray of binder in water and then the application of chippings to
the surface of the binder. It is known as Immersion tray test.
iii. No adhesion is obtained under these conditions with normal road stones and binders but the
test is helpful for examining how surface-active agents improve adhesion between binders
and aggregates in surface dressing under wet conditions.

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Immersion Trafficking Test

Traffic may plan an important role in stripping. A number of tests have been described in
which the bituminous sample is subjected not only to the action of water but also to stresses
produced by some form of traffic.
These tests may be carried out on circular track machines or on machines where traffic
simulated by reciprocating wheels which passes over the specimens while it is immersed in
water.
Wheel Tracking Test: This consist of three solid tyred wheels each 8 inch in diameter
and 2 inch wide which traverse three specimens of road material.
The wheels travel with a reciprocating motion of frequency 25 cycles/minute and stroke of about
11 inch. Each wheel is coated to give a total weight of 30 lb per sq. inch bearing on the
specimen.
The Specimens are contained in Perforated metal moulds 1½ inch deep, 12 inch long and 4 inch
wide, maintained horizontally in water level is well above the top of the specimens. The road
material is compacted in moulds under standardized conditions and cured for short time before
immersion. The temperature of the water bath is 40° C. The test machine is shown in diagram
below.

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TEST MACHINE FOR IMMERSION WHEEL-TRACKING TEST

The criterion which is adopted to measure stripping is that of the time necessary to
produce failure, if the depth of penetration of the wheels, in the specimen of road material is
recorded with time, it is found that, at first there is a small and steady compaction of the
specimen under the loaded wheels and then suddenly there is a sharp break in the curve where
the wheels penetrate into the Specimen at a greater rate.

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FAILURE RECORDS OBTAINED FROM IMMERSION WHEEL-TRACKING TEST

Methods of Improving Adhesion

1) Binder of high viscosity resists stripping more readily than those of low viscosity & hence
there is an advantage that the viscosity of the binder should be as high as possible.

2) It is usually necessary to compromise between the lower viscosity needed to give the best
initial coating on the aggregate & the higher viscosity desirable to give better protection
against stripping.

3) Addition of filler to a mixture increases the viscosity of the binder & hence it will control
the rate of stripping.

4) There are certain fillers, hydrated lime & portland cement which when added to bituminous
mixture in 1 to 2% weight of total mix will reduce or even completely prevent stripping.

5) Chemically active fillers are also used in the mixing of cold & wet aggregate with
bituminous binders.

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6) Organic acids present in binders react with filler to form calcium naphthanete or calcium
phenate to improve adhesion.

7) Addition of upto 10% of road tar to bitumen improves adhesion in some coated macadam
wearing courses.

8) By adding surface-active chemicals to the binder, it has been claimed that some soaps of
metals (Ca, Pb, Fe) may improve adhesion.

9) Additives which show cationic surface activity such as cetyl pyridinium bromide & cetyl
trimethyl ammonium bromide increases the adhesive bond.

10) Powerful agents like organic amines which have high molecular weight are sprinkled on the
surface dressing to increase adhesion.

1. What are emulsions and cutbacks? How are they prepared? Mentions under what conditions
these are used.
2. Explain the different tests conducted on bituminous emulsions.
3. Explain the common adhesion problem in bituminous construction. List the various lab tests to
determine the adhesion of bituminous binder to an aggregate and explain any one.
4. Briefly explain the mechanism of stripping of bituminous binder and the methods of
improving adhesion.
5. What are cutbacks? What are their characteristics?
6. Explain Anionic, cationic and non-ionic emulsions.
7.Write short notes on types of cutback Bitumen.
8.Explain the common adhesion problem in bituminous construction .list the various laboratory
tests to determine the adhesion of bituminous binder to an aggregate and explain any one.
9.Explain the constituents of a bituminous mix.
10.Explain the desirable properties of a bituminous mix.
11.What are emulsions? Discuss their merits and list out the various tests on emulsions.
12.Explain the mechanism of stripping of bituminous binder and method to improve adhesion.
13.List the different types of modifies binders used in construction and explain briefly the
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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

requirements of modified binders.

14.What are adhesion tests? Explain any one briefly.
15.Explain mechanism of its adhesion failure.
16.How do you improve the adhesion?
17.List difference adhesion tests. Explain immersion trafficking test with neat sketches.
18.Mention difference types of emulsions and cut backs. Under what conditions they are used.
19.What are bituminous emulsions? Mention the types of emulsions and advantages of
emulsions.
20.Mention the various laboratory tests to determine adhesion. Briefly explain any one test.
21.Write a note on the symptoms, causes and the treatment for stripping distress.
22.Explain proportioning of materials by rotfuch’s method with the help of a graph.
23.Define fuller’s curve equation .list different factor’s contributing mechanical strength in soil-
aggregate stabilization of well graded materials.
--------------------------------------------------------------------------------------------------------------------------------------------

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Module-3
BITUMINOUS MIXES: Mechanical properties, dense and open textured mixes, flexibility and
brittleness, (no Hveem Stabilometer & Hubbar - Field Tests) bituminous mix, design methods
using Rothfuch’s Method only and specification, Marshal mixed design criteria- voids in
mineral aggregates, voids in total mix, density, flow, stability, percentage voids filled with
bitumen. Problems on above

***************************************************************************

Requirements of Bituminous Mixes

The aim of mix design is to obtain an economical blend or mix using proper gradation of
coarse aggregates, fine aggregates, filler and adequate amount of bituminous binder to fulfil the
desirable properties of mix.

Mechanical/Desirable Properties
Desirable properties of a good bituminous mix are:
a) Stability
b) Durability
c) Flexibility
d) Skid resistance
e) Workability

a) Stability
Stability is the resistance of the paving mix to deformation under the load. It is the stress
to which specified strain is produced (load at which specified deformation). Depending upon the
specification or field condition, it is influenced by density of the mix or percentage voids in the
compacted mix or viscosity of bituminous binder. If the voids are less, stability will be more and
strength will be more. But there must be minimum voids which would provide space on
necessary densification which takes place under the traffic movement and expansion of bitumen
at high temperature in the atmosphere. If there are no sufficient voids, the bituminous binder
bleeds over the surface and causes skidding.

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b) Durability
It is the resistance of the mix against weathering and abrasive actions. Due to weathering
bituminous mix gets harden which is due to loss of volatiles and oxidation. The tensile strain is
induced due to heavy wheel loads and excessive strain may be developed which may cause
cracks or plastic failure.

c) Flexibility
It is the property of the mix that measures the level bending strength.

d) Skid Resistance
It is the resistance of the finished pavement against skidding which depends upon the
surface texture and bitumen content of mix. If the bitumen content is more, the surface of the
pavement is smoothen or slippery. Therefore the bitumen content must be optimum to have
better skid resistance.

e) Workability
It is the ease with which the mix can be laid and compacted to maximum density. It is the
function of gradation of aggregates, their shape and texture, bitumen content and its type.

Requirements of Bituminous mixes

Stability
Stability is defined as the resistance of the paving mix to deformation under traffic load.
Two examples of failure are (i) shoving - a transverse rigid deformation which occurs at areas
subject to severe acceleration and (ii) grooving - longitudinal ridging due to channelization of
traffic. Stability depends on the inter-particle friction, primarily of the aggregates and the
cohesion offered by the bitumen. Sufficient binder must be available to coat all the particles at
the same time should offer enough liquid friction. However, the stability decreases when the
binder content is high and when the particles are kept apart.

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Durability
Durability is defined as the resistance of the mix against weathering and abrasive actions.
Weathering causes hardening due to loss of volatiles in the bitumen. Abrasion is due to wheel
loads which causes tensile strains. Typical examples of failure are (i) pot-holes, - deterioration of
pavements locally and (ii) stripping, lost of binder from the aggregates and aggregates are
exposed. Disintegration is minimized by high binder content since they cause the mix to be air
and waterproof and the bitumen film is more resistant to hardening.

Flexibility
Flexibility is a measure of the level of bending strength needed to counteract traffic load
and prevent cracking of surface. Fracture is the cracks formed on the surface (hairline-cracks,
alligator cracks), main reasons are shrinkage and brittleness of the binder. Shrinkage cracks are
due to volume change in the binder due to aging. Brittleness is due to repeated bending of the
surface due to traffic loads. Higher bitumen content will give better flexibility and less fracture.

Skid Resistance
It is the resistance of the finished pavement against skidding which depends on the
surface texture and bitumen content. It is an important factor in high speed traffic. Normally, an
open graded coarse surface texture is desirable.

Workability
Workability is the ease with which the mix can be laid and compacted, and formed to the
required condition and shape. This depends on the gradation of aggregates, their shape and
texture, bitumen content and its type. Angular, flaky and elongated aggregates workability. On
the other hand, rounded aggregates improve workability.

Desirable Properties

The desirable properties of a bituminous mix can be summarized as follows:

 Stability to meet traffic demand
 Bitumen content to ensure proper binding and water proofing
 Voids to accommodate compaction due to traffic

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 Flexibility to meet traffic loads, especially in cold season

 Sufficient workability for construction
 Economical mix

Aim of Mix Design Method

Any mix design methods should aim at determining the properties of aggregates and
bituminous material and combination of both which would give a mix having the following
properties:
a) Sufficient stability to satisfy the service requirements of the pavement and the traffic
conditions, without undue displacements.
b) Sufficient bitumen to ensure a durable pavement by coating the aggregate and bonding them
together and also by water-proofing the mix.
c) Sufficient voids in the compacted mix as to provide a reservoir space for a slight amount of
additional compaction due to traffic and to avoid flushing, bleeding and loss of stability.
d) Sufficient flexibility even in the coldest season to prevent cracking due to repeated application
of traffic loads.
e) Sufficient workability while placing and compacting the mix.
f) The mix should be the most economical one that would produce a stable, durable and skid
resistant pavement.

Objectives of Mix Design

The objective of the mix design is to produce a bituminous mix by proportionating
various components so as to have:
 Sufficient bitumen to ensure a durable pavement
 Sufficient strength to resist shear deformation under traffic at higher temperature
 Sufficient air voids in the compacted bitumen to allow for additional compaction by traffic
 Sufficient workability to permit easy placement without segregation
 Sufficient flexibility to avoid premature cracking due to repeated bending by traffic, and
 Sufficient flexibility at low temperature to prevent shrinkage cracks.

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Constituents of a Mix

 Coarse aggregates: offer compressive and shear strength and shows good interlocking
properties. E.g.: Granite

 Fine aggregates: Fills the voids in the coarse aggregate and stiffens the binder. E.g. Sand,
Rock dust

 Filler: Fills the voids, stiffens the binder and offers permeability. E.g. Rock dust, cement,
lime

 Binder: Fills the voids, cause particle adhesion and offers impermeability. E.g. Bitumen,
Asphalt, Tar

Types of Mix

 Well-graded mix: Dense mix, bituminous concrete has good proportion of all constituents
and are called dense bituminous macadam, offers good compressive strength and some tensile
strength

 Gap-graded mix: Some large coarse aggregates are missing and has good fatigue and tensile
strength.

 Open-graded mix: Fine aggregate and filler are missing, it is porous and offers good friction,
low strength and for high speed.

 Unbounded: Binder is absent and behaves under loads as if its components were not linked
together, though good interlocking exists. Very low tensile strength and needs kerb protection.

Design of Bituminous Mixes/ Steps in Mix Design Method

The following steps may be followed for a rational design of a bituminous mix.
a) Selection of Aggregate

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Aggregates having sufficient strength, hardness, toughness, soundness are selected.

Crushed aggregates and sharp sands produce a mix of higher stability compare to natural gravel
and rounded sands.

b) Selection of Aggregate Grading

The density and stability of the mix depend on the gradation or grain size distribution of
aggregate. Generally densely textured aggregate (well graded) is specified instead of open
texture (poorly graded or gap graded). To attain higher stability, higher maximum size aggregate
is selected. However the max size of aggregate used depends on compacted thickness of
particular layer. Therefore gradation or max size is specified by the designer or user such as IRC.
For a proposed 40 mm thick bituminous concrete layer or bituminous concrete coarse. The
specified gradation of aggregate mix is shown in following table:
Percent passing, by weight
Sieve size, mm
Grade 1 Grade 2
20 - 100
12.5 100 80-100
10.0 80-100 70-90
4.75 55-75 50-70
2.36 35-50 35-50
0.6 18-29 18-29
0.3 13-23 13-23
0.15 8-16 8-16
0.075 4-10 4-10
Binder content, percent
5-7.5 5-7.5
by weight of mix

If the available gradation is not satisfying the specification or specified gradation proper
blending of different grades is to be adopted for this purpose, either by the method of trials or
Rothfuch’s method.

c) Determination of Specific Gravity

The specific gravity of aggregate mix is represented as bulk specific gravity or apparent
specific gravity or effective specific gravity of mix. If the overall volume of the aggregate mix is

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

considered, the bulk specific gravity is obtained in the apparent or effective specific gravity. The
volume of capillary which are filled by the water on 21 hours of soaking or immersion is
excluded. When the different aggregate are mixed to obtain required gradation, the specific
gravity of combined mixture denoted as ‘Ga’ is determined using equation:

100
Ga = -----------------------------------------------------
W1/G1 + W2/G2 + W3/G3 + W4/G4 +.....
Where,

W1, W2, W3, W4, .... = percent by weight of aggregates

G1, G2, G3, G4, ..... = specific gravity of each material used in mix

In the above equation, the total weight of aggregate mix is considered which will be in
the numerator then this equation gets modified.
W1 + W2 + W3 +.....
Ga = ------------------------------------------
W1/a1 + W2/a2 + W3/a3 +.....
Where,
W1, W2, W3, ... = actual weight of component used in the mix.

d) Proportioning of Aggregates
As a first step the design grading is selected based on the type of construction, thickness
of the layer and its specification if any. Then the available aggregate are analysed for gradation.
Using the graphical method suggested by Rothfuch’s or method of trial. The required method of
each component is to be determined to satisfy the design gradation.

e) Preparation of Specimen or Sample

The preparation of specimen depends on the stability test method employed. Hence the
size of the specimen, compaction and other specification should be followed as specified in the
stability test method. The stability test methods which are in common use for the design mix are
Marshall, Hubbard-Field and Hveem. Hence after deciding the test methods, the specimens are
moulded as per specification.

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f) Determination of Specific Gravity of Compacted Specimen

Knowing specific gravity of aggregate mix ‘Ga’ and that of bituminous binder ‘Gb’, the
theoretical maximum specific gravity of the sample or specimen is determined using the
equation:
100
Gt = --------------------------------------
(100 – Wb)/Ga + Wb/Gb

g) Stability Tests on Compacted Specimens

One of the stability tests is carried out based on the design method selected.

h) Selection of Optimum Bitumen Content

The optimum bitumen content is selected based on the test method adopted and the
design requirements considered.

Marshall Stability Test

Bruce Marshall, formely Bituminous Engineer with Mississipi State Highway
Department formulated Marshall Method for designing bituminous mixes.

In the Marshall test, the resistance to plastic deformation of cylindrical specimen of

bituminous mixture is measured when the specimen is loaded at the periphery at a rate of 5cm
per minute. This test procedure is used in designing and evaluating bituminous mixes. There two
major features of the Marshall method of designing the mixes namely,
i. density – voids analysis
ii. stability – flow tests

The Marshall stability of the mix is defined as the maximum load carried by a compacted
specimen at a standard test temperature of 60° C. The flow is measured as the deformation in
units of 0.25 mm between no load and maximum load carried by the specimen during stability
test. In this test an attempt is made to obtain Optimum Bitumen Content (OBC) for the type of
aggregate mix and traffic intensity.

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Aim

To determine the Marshall stability and Optimum bitumen content of the given mix.

Apparatus

a) Mould assembly: cylindrical mould of 10.16cm diameter and 6.35 cm height, with a base
plate and collar.
b) Sample extractor
c) Compaction pedestal and hammer, weight 4.54 kg with 45.7 cm height of fall.
d) Proving ring
e) Breaking head, to apply a load on its periphery perpendicular to its axis in a loading machine
of 5 tonnes capacity at a rate of 5 cm per minute.
f) Loading machine
g) Flow meter (dial gauge)

Procedure

a) Select the aggregate gradation from the specified ranges in the table. ( IRC or MOST )
b) Take approximately 1200g of aggregate and filler, if any, and heat to a temperature of 175 to
190°C.
c) Heat the compaction mould assembly and the rammer to a temperature of 138 to 149° C.
d) Heat the given bitumen to a temperature of 121 to 145°C.
e) Add the required quantity of trial bitumen content (say 3.5 % by weight of mineral
aggregate) and thoroughly mix using a trowel, maintaining a mixing temperature of
154 to 160° C.
f) Keep the pre-heated mould and collar on the compaction pedestal.
g) Transfer the mix in the pre-heated mould and compact it 75 times using the specified
rammer.
h) Invert the specimen and again compact 75 times.
i) Repeat the procedure with specimens having other trial bitumen contents.
j) Allow the specimens to cool in air for a few hours.
k) Now extract the specimens from the moulds using the sample extractor.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

l) Measure the mean diameter and height of the specimens.

m) Find the weight of specimens in air and then in water.
n) Keep the specimens in a water bath maintained at a temperature of 60° C for about 40
minutes.
o) Keep the specimen in the breaking head assembly in the Marshall apparatus.
p) Set the proving ring dial and flow dial to zero.
q) Load the specimen until it fails and record the load applied and flow readings at failure.
r) Repeat the process for other specimens.
Results

Marshall Stability of given mix at bitumen content -------- % = --------------

Optimum bitumen content for the given mix = --------------- %

Observations

The Marshall Test properties of any specimen can be calculated using the following
formulae:

1) Bulk Density of Compacted Specimen (Gb)

Wt. in air
Gb = in gm/cc
Wt. in air - Wt. in water

2) Theoretical Density of Specimen (Gt)

100
Gt = in gm/cc
W1/G1 + W2/G2 + W3/G3 + W4/G4

3) Volume of Air Voids (Vv)

Gt - Gb
Vv= x 100 %
Gt

4) Volume of Bitumen (Vb)

Vb = Gb x W4 %
G4

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Where, W4 = % wt of bitumen
G4 = Sp. Gravity of bitumen

5) Voids in Mineral Aggregate (VMA)

VMA = Vv + Vb %

6) Voids Filled with Bitumen (VFB)

100 Vb
VFB = x 100 %
VMA
7) Determination of Marshall Stability
Marshall Stability = Proving ring dial gauge reading x Correction factor for thickness of
specimen x Proving ring dial gauge constant.

NOTE: To obtain OBC, plot the graphs as shown and find the bitumen content at which there
is maximum stability, maximum bulk density and 5 % voids. Take the average of these
three bitumen contents as OBC.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

1. Explain the constituents of a bituminous mix.

2. Explain in detail flexibility and brittleness.

3. List and explain the desirable properties of a bituminous mix.

4. Explain the procedure of determining the optimum bitumen content, for a bituminous

mix, by the Marshall test.

5. List various tests conducted on bitumen and write a detailed explanatory note on the

following tests i) Ductility test ii) Flash and fire point test iii) Specific gravity test iv) Softening
point test

6. Explain proportioning of materials by Rothfuch’s method with the help of a graph.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Module-4
EQUIPMENT IN HIGHWAY CONSTRUCTION: Various types of equipment for
excavation,grading and compaction – their working principle, advantages and limitations.
Special equipment for bituminous and cement concrete pavement and stabilized soil road
construction.

INTRODUCTION
Highway engineering project involves different types of equipment for Earth Excavation, Earth
moving, and Earth cutting, grading, and hauling of excavated earth, aggregate spreader, roller,
binder sprayer and paver finisher etc.,.
1. EXCAVATION EQUIPMENT:
a. Dipper or Power shovel
b. Dragline
c. Clamshell
d. Hoe
2. COMPACTION EQUIPMENT:
a. Smooth wheel roller
b. Pneumatic type roller
c. Sheepsfoot roller
d. Vibratory roller
e. Hand operated vibratory roller
3. EARTH MOVING EQUIPMENT:
a. Dozer
b. Grading
c. Wheel Loader
d. Hydraulic Excavator
e. Scrapper

4. SPECIAL EQUIPMENT FOR CEMENT CONCRETE AND BITUMEN PAVEMENT:

a. Batching plant a. Paver finisher
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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

b. Mixers b. Hot mix plant or Bitumen mixer

c. Concrete Pumps c. Bitumen sprayer
d. Mini Mixers d. Bitumen storage equipment

TRACTORS
Tractor is a multipurpose machine. It includes light models used for agricultural and small
hauling works. It is versatile equipment having a variety of uses in road construction, such as
To pull rippers and rooters. To pull towed scrapers. To pull sheepsfoot rollers. To push load
scrapers. To pull towed pneumatic rollers
There are two main types of tractors:
1. Crawler type
2. Pneumatic wheel type
Crawler tractors have a low maximum speed, around 10kmph and are used primarily where high
speeds are sacrificed in order to obtain good traction and high draw-bar pull. They are also
preferred where the ground is not firm. Crawler mounted dozers have a digging and travelling
with load speed of about 2.5kmph.
Pneumatic wheeled tractors are used for moving at high speeds (up to 50kmph) on firm ground.
Pneumatic wheeled dozers have a digging and travelling with load speed of about 4 to 5 kmph.
Now a days wheeled tractor units are used commonly for all earth moving jobs.

TRACTOR DOZERS
A tractor dozer, popularly called bull-dozer, is a tractor with a 3-3.5m long, 0.9-1.2m height
blade mounted in front of it. If the blade of the equipment is set at angle, it is called an angle
dozer. The blade of some dozers can be tilted in the vertical plane to a tilt of about 1 in 10. The
equipment is versatile and can perform the following operations:
1. Clearing and grubbing land of vegetation and tree stumps.
2. Removing top soil from borrow areas.
3. Moving earth for short distances, say up to 100m.
4. Box- cutting a formation for laying pavement layers.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

5. Opening up pilot road formations in steep hill sides to such a width that other equipment can
move in and complete the work.
6. Spreading earth in layers.

Type of dozers:
Angle dozer: Meant to push its loads at an angle of approximately 300 to the direction of travel of
the tractor.
Specially useful in side-hill work where the material is to be piled in a long wind row to one side
of the line of travel.
Tilt dozer: Designed such that the blade can be tilted by raising one corner up to 10inches above
the other so that the machine can open up an excavation in hard ground or start excavation for a
ditch or a trench.
Tree dozer: It has a V-blade at the front end attachment so that trees can be pushed by the upper
frame of the blade while the lower edge is fitted with a stumper that can drive into the root.

SCRAPERS
Scrapers dig their own load, as they move forward. They combine the operations of digging,
loading, hauling and discharging. There are main three operators is there:
Bowl or Bucket- The bowl is the loading and carrying component of a scraper. It has a cutting
edge that extends horizontally across its front bottom edge. The bow is lowered for loading and
raised during travel.
Apron or Lip- the apron is the front wall of the bowl. It is independent of the bowl. It is raised
during the loading and dumping operations to enable the material to flow into or out of the bowl.
The apron is lowered during hauling to prevent material spillage.
Ejector or Tail gate- the ejector is the rear vertical wall of the bowl. The ejector is in the rear
position during and hauling. During spreading, the ejector is activated and moves forward,
providing positive discharge of the material in bowl.
The working principle of scraper is a cutting blade, which can be raised or lowered up to 20cm,
is pulled through the earth causing it to travel up the face of the blade into the bowl of the
scraper. Some of the earth falls forward into a carrying apron. When the bowl is full, the aprons

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

are lowered to prevent spillage and the cutting edge is raised. After hauling, the material is
dumped by lowering the cutting edge to the desired height above the fill and opening the front
apron. Two type of scrappers Towed and Motorized scrapers. Towed scrapers are available in
size of 7-12cum and used for short hauling, say 150-500m, at a maximum speed of 10kmph.
Motorized scrapers of size up to 25cum and haul for 500-1500m with 30kmph speed.

USES
1. Better loading ability in loose free flowing material
2.It can operated independently.
3.Additional of ripper teeth to cutting hard compacted mate.

GRADERS
It principally consist a blade below a framework. The blade be lowered, lifted or rotated. Graders
are used for a number of purposes:
1. For spreading heaped earth into layers.
2. For shaping the cross-section during construction.
3. For maintaining the cross-section of embankment.
4. For maintaining gravel surface.
Graders are of two types Towed and Motorized. The towed grader is by a tractor and is usually
made in small size.
Motor grader has a blade of about 3.5m, but its effective length during spreading becomes
2.75m.The blade can be set at any angle (3600 horizontal) and some time vertically tilted depend
upon work. A 100-110HP motor grader is a popular size. The normal grading speed is 3kmph.
The output of a grader for spreading the earth, which is achieved generally in 4 passes, is about
1300sqm per hour, assuming 65% operating efficiency and a 50min working hour. Assuming a
normal compacted thickness of layer of 15cm, the output in terms of compacted volume becomes
about 200cum per hour.

APPLICATION

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

1. used for leveling or finishing earth work, making and maintaining project roads, construction
of air fields and land reclamation.
2.the rollers can be attached to the rear, to compact the graded surface.
3.used in material mixing, hard surface cutting and snow clearance.
4.used particularly base course spreading, leveling bank cutting etc.

EXCAVATION EQUIPMENT

1. Dipper or Power shovel

These are used primarily to excavate earth & load into trucks or tractor pulled wagons. They are
capable of excavating all classes of earth, except solid rock without prior loosening. They are
mounted on crawlers tracks or mounted on rubber tyred wheel crawler mounted shovels have
very low speeds which permit them to operate on soft ground. Single engine self propelled units
are powered & operated from the excavator cab.

Working principle is digging above the machine base level to upwards. It consists of mounting
cab, boom, dipper stick & dipper. When shovel is in correct position near the earth, the dipper is
lowered to the floor of the pit, with the teeth pointing into the face. To start the machine a
crowding force is applied through the shipper shaft & at the sometime tension is applied to the
hoisting line to pull the dipper up the face of pit. If the depth of the face is deep considering the
type of soil & the size of the dipper the dipper will be filled as it reaches the top of the face. If
the depth of face is shallow it’ll not be possible to fill the dipper completely without excessive
crowding & hoisting tensions. This subjects the equipment to excessive strains & reduces the
output of the unit. If the depth of the face is greater than required to fill the dipper when
operating under favorable crowd & hoist. It’ll be necessary to reduce the depth of penetration of
the dipper into the face if the full face is to be excavated. The pit will be excavated after the
upper portion of the face is removed.

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APPLICATION
1.It can effectively operate from a lower level where it stands & depth of face to be excavated is
not too shallow.
2.It carry large load and loading effect is very good to truck.
3.If blasted rock is to be excavated the large size dipper will handle bigger rocks. If the material
to be excavated is hard & tough, the dipper of the large shovel which exists higher pressures will
handle the material more easily.

LIMITATIONS OF POWER SHOVEL

1.The cost of transporting a large shovel is higher than for a smaller one.
2.Not possible to excavate soil below ground.
3.distance b/w foot & digging is less and not well suitable for wet soil.
3.If high output rate is needed in the project a large shovel must be used.
4.more shovels rotation required.
5.more wears parts.

DRAGLINE:
In dragline, larger booms are provided, which allows digging & dumping over long distances as
compared to the power shovel. It in most suitable for excavating the channels & canal, can
handle wet material & suitable for excavation under water. One advantage of dragline is machine

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can be positioned on a higher elevation where trenches are excavated. It can dig materials below
its track level & can handle only soft material. Capacity of the dragline is indicated by the bucket
capacity measured in cum & generally available in 1 to15 cum capacities.
Working principle of dragline is by bucket is thrown out from the dragline on the top of the earth
to be excavated and then pulled back towards the base of the machine. Dragline consists of the
boom, bucket, hoist cable, dump cable & drag line. Excavating is accomplished by pulling the
bucket towards the machine while regulating the digging depth by means of the tension
maintained in the hoist cable. When the bucket is filled, the operator takes in on the hoist. The
bucket is so constructed that it’ll not dump its contents unit it is desired. Hoisting, swinging &
dumping of the loaded bucket follow in that order then the cycle is repeated. Dumping is
accomplished by releasing the drag cable.

Draglines have following types of buckets,

Light: These are suitable for loose, dry soils, sand & gravel.
Medium: These are used for clays & compacted gravel….etc. where bucket teeth penetrates with
difficulty.
Heavy: These buckets are used for handling hard materials & broken rocks.
It is necessary to consider the weight of the bucket, since weight of the bucket with weight of the
material in it is determined by the boom strength.

APPLICATION
1. Below ground level is excavated easily.
2.where close trimming is required.
3.it swing horizontally at any angle and loading process is quick.

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LIMITATIONS
1.keep bucket teeth sharp and built up to the proper size.
2.dig in layers, not in ditches.
3.keep digging surface sloped up towards shovel.
4.swing bucket unit with load cause twisted.

CLAM SHELL
It is a machine having most of the characteristics of dragline & crane in common. Clam shell
consists of a bucket of two halves or shell which is hinged together at top. The shells may be
attached to the shovel-crane units or at the boom of a drag line. The open clam-shell bucket is
thrown on the top of the loose material to be dug and as the bucket is lifted, the two halves close
entrapping the material into the bucket. This equipment is useful for excavation of soft to
medium materials and loose material at or below existing ground surface.

APPLICATION
1. Where digging or dumping in a vertical plane i.e., below at or above ground level is required.
2.For digging trenches.
3.Where materials relatively soft or medium hard.
4.For charging the materials in a bin or a stock pile.
5.Where accurate dumping is required.

HOE
This equipment also known as drag shovel or pull shovel. The equipment has ability to penetrate
even the toughest of material. Due to this ability these are commonly used in quarries which
have tough digging conditions & one prom to flooding. As the name itself indicates digging of
the earth is done by dragging or pulling of the earth is done by dragging or pulling of the bucket
towards machine whereas in power shovel bucket makes outward strokes while digging.
This shovel consists of bucket & stick, a jack boom, the stick in hoe is hinged by a pin with a
boom as shown in the figure & thus enables to take any desired turn best suited for digging or
dumping operations. The lower end of the stick carries the bucket, while the upper end comes a
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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

sheave having a hoist cable supported on a jack boom at the other end & passes on to the hoist
drum. Therefore when a pull is applied to a hoist cable, the reaction at the hinge enables boom
with stick to move up or down. Thus the boom can take any position in vertical plane.

APPLICATION
1. For digging the trenched, footings or basements.
2.To dig materials which is hard.
3.When excavation is required below the ground level & digging done at the short span.
4.When close trimming is required during excavation.

COMPARISON
Point of Dipper shovel Dragline Backhoe Clamshell
consideration
Operation in hard
good Poor Good good
soil or rock.
Operation in wet
poor Fair Poor fair
soil or mud.
Distance b/w
footing and small Long Small long
digging.
Loading
efficiency into Very good Fair Good Precise but slow
the vehicles.
At or above Below footing Below footing At or above
Digging level.
footing level level level footing level
Cycle time as
compared to - More Slightly more High
dipper shovel

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COMPACTION EQUIPMENT

1. Three-wheeled road roller

This is the most common rolling equipment and is versatile in applications. It is diesel powered;
the diameter of the front roll is around 105cm, its width being around 100cm. The diameter of
the rare roll is around 145cm, its width being around 50cm. The rolling width is around 2m. The
front roll gives a load of around 35-40 kg/cm width and the front roll gives a load of 70-80kg/cm
width. The speed of rolling is in the range 1.5-6.0kmph. The output of a three wheel roller, 8-10
T, for various jobs. The smooth wheel roller is suitable to roll a wide range of soil, preferably
granular soil and pavement materials for the various layers. Generally 6-12 passes are needed.

2. Pneumatic tyred roller

Pneumatic tyred rollers consist of a box mounted over two axle, the rear axle having one more
wheel than the front and the wheels of the front axles so arranged that they are located in plan in
b/w the rear wheels. Generally there are four wheel in front and five at rare. Weight is in the
range of 12-45 tonnes. The roller is suitable for compacting non-plastic soils and silty soils. The
optimum speed is 4kmph.
Pneumatic tyred rollers are also used for intermediate rolling of dense asphaltic concrete. Rolling
of 12-18 T is used. The tyre pressure should be a minimum of 0.5MN/m2. The no. of passes
required is about 8-12.

3. Sheepsfoot rollers
Sheepsfoot rollers consist of hollow circular drums of steel 1.2-1.5m long and 0.9-1.2m dia, with
legs or tamping feet on the circumferential area at the rate of 12-18 per square meter of area. The
tamping feet on the drums are staggered into rows. The rollers can be ballasted with water or wet
soil. The weight of a single drum is in the range 1200-1800kg when empty and 2200-2800kg
when ballasted. A tractor of 45HP can pull a single drum. A speed of 4kmph is common.
Sheepsfoot rollers are suitable for cohesive soil and the moisture content of the soils should be
preferably near their plastic limit. The no. of passes of sheepsfoot rollers depends upon the type
of soil, moisture content and density desired. Generally 8-16 passes are needed. Using a
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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

sheepsfoot compactor has one definite benefit. Because the top lift of soil is always being
fluffed, the process helps aerate and dry out wet clays and silts.

But the disadvantages of sheepsfoot compactors are numerous. The loose top-lift material can act
as a sponge when it rains and slow the compaction process. The loose material also slows
hauling units that deposit fill material, so haul cycle times are increased.

4. Vibratory rollers
Vibratory rollers have become very popular in highway engineering applications in recent years
with the growing need to compact pavement layers and subgrade to high density. Compacting to
such high density by static roller is very difficult and costly. Since vibratory rollers induce
oscillations, they are able to 1. Achieve break-down of internal friction between particles of road
construction materials and 2. Bring about better orientation of particles caused by cyclic
deformation. Both cohesive and non-cohesive materials can be compacted by vibratory rollers.
Vibratory rollers are used for compacting soils and granular layers, a frequency of 1500-2500
vibrations per minute and amplitude of 0.8-1.5mm are recommended.

COMPARISON
SL. Compaction equipment Applications
NO.
1 Smooth wheel roller 1. Earth rolling
2. Soil stabilization
3. Rolling granular base
4. Rolling surface dressing, premix carpet, mix
seal, bituminous macadam, built-up-spray grout.
2 Sheepsfoot roller 1. Rolling cohesive soils
3 Pneumatic tyred roller 1. Rolling non-plastic silty and silty soils
2. Intermediate rolling of asphaltic concrete
4 Vibratory roller 1. Compacting sand and cohesionless soil
2. Compacting all type of soils for obtaining high

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

densities
3. Compacting granular bases and sub-bases to
obtain high densities
4. Compacting bituminous bases and surfaces to
obtain high degree of compaction
5 Hand operated vibratory rollers 1. Compacting sand and cohesionless soil
2. Compacting in restricted space.

SPECIAL EQUIPMENT FOR BITUMEN AND CEMENT CONCRETE PAVEMENT

1. Bitumen storage equipment:

Bitumen is stored in drums or in special bulk handling depots. The capacity of one drum is 155-
162kg of bitumen. The bitumen tank-lorry has a capacity in the range of 6-12 T. A pump with a
capacity of about 200-300 liters per minute is provided. The tank is adequately insulated and
arrangement for heating and pumping is provided.
2. Bitumen boilers:
Bitumen boilers are needed for heating bitumen obtained in packed form. Boilers of a wide range
of capacity are available. 100-10,000 liters capacity boilers are standardized by ISI.

3. Bitumen pressure distributers:

A bitumen pressure distributer is a tank of capacity 5000-20,000 liters mounted on a lorry,
having oil-fired burners and a pump. Bitumen can be applied at a pressure on to the road surface
in connection with specifications like surface dressing, grouted macadam, built-up-spray grout,
seal coat, tack coat etc. The quantity of bitumen can be accurately controlled by a metering
device and also with speed at which vehicle operates.
4. Bituminous Hot-Mix Plants:
In a batch mixing plant, various sizes of hot aggregates in storage bins are withdrawn in pre-
determined quantities to make one ‘batch’ before mixing with a predetermined quantity of
bitumen. It comprises the following:

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

a. Cold aggregate storage bins of different aggregate sizes: These should be at least four in
number, with discharge gates to control the flow of aggregates of different sizes in the
desired amounts.
b. Conveyor and cold elevator: The cold aggregate feeding system discharges onto a
conveyor in pre-set quantities to give the required grading and then into the cold elevator
which discharges into the dryer.
c. Dryer: The main functions of a dryer are (i) removal of moisture from the aggregates, and
this vapour is drawn off by the draught (ii) to heat the aggregate so that they are of the
right temperature for mixing with bitumen in the pug mill.
d. Temperature measuring device: It is essential for the control of quality of the mix
e. Hot elevators: These consist of a system of bucket elevators housed within a covered
chamber.
f. Hot screening unit: The hot materials carried by the elevators are discharged over a multi-
deck vibrating table screen which separates the different aggregate fractions into the
different hot bins.
g. Hot aggregate bins: These are the temporary storage for the hot aggregates of different
sizes. They have discharge gates opening at the bottom.
h. Fill silo: Because of its fineness, the filler material is stored separately in a filler silo and,
after weighing, the hopper discharges the filler material into the mixer, generally after
bitumen has been admitted into the mixer.
i. Bitumen supply arrangement: bitumen is pumped into a special bucket of known weight
and weighed on a scale or it may be measured in volume by a meter.
j. Measuring and mixing of aggregate and bitumen: The aggregate is drawn from hot bins
in predetermined quantities and dropped into a pug mill mixer in batches; the required
amount of bitumen is added and mixed with aggregate. The hot aggregates and the hot
bitumen are thoroughly mixed in the pugmill mixer.
k. Discharge into truck or hot storage silo: After the mixing operation has been completed,
the final mixture is discharged from the bottom of the pug mill mixer directly to the
hauling truck below or taken to a hot storage silo for temporary storing the mix, before
hauling.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

5. Paver finisher:
A paver finisher is indispensable for laying hot-mix hot-laid bituminous specifications. The
equipment is self-propelled and is capable of laying the bituminous material to any desired
thickness and partially compact it by means of a vibrating screed. The paver has a hopper into
which the rear-dump trucks can discharge the mix. The paver may be crawler mounted (tracked)
or equipped with rubber tyres which permit a greater degree of freedom for movement. The
crawler-mounted machines are more stable and can support greater width of the screed. The
screed width can be adjusted, generally in the range 2 to 5m. The bituminous mix discharged for
a tipper lorry into the receiving hopper in the front portion of the paver is carried along the
conveyor through flow control gates to the augers which distribute the material in front of the
screed, to the full width of the screed. A strike of beam, which also tamps the mat, controls the
layer thickness. The paver finisher operates at speeds 1.5-10m/min. A speed of 3-5m/min will be
found generally acceptable. The width of the mat can be adjusted in the range 2-5m. The cross-
profile can be controlled by adjusting the screws of the srike-off beam. Paver finisher of capacity
45-75 T/hr are generally used for roadwork.

1. Batching and mixing plants:

The ingredients for concrete are always proportioned by weight in a weigh batching equipment.
Mixing of concrete is done by concrete mixers which are available in a variety of sizes, mixing is
continued for a period of not less than one and half minutes after all the materials are introduce.
Tilting drum type mixers are available in small sizes, whereas not-tilting drum type mixers are
available in large sizes.

2. Transportation, placing and compaction concrete:

Generally, 5 to 10 m3 tippers are ideal for transportation and placing concrete. Concrete
discharged on the carriageway is spread over the whole width with the help of screw spreader.
Concrete paver finisher consists of spreading, consolidating, screening, finishing, texturing and
curing operation. Slip form pavers are much heavier and more powerful equipments which move
on tracks compared to the fixed form machines. A typical slip form train consists of paver,

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

intended for spreading the mix over the width of the carriageway, a finisher which vibrates,
forms an appropriate mould and finishes the surface and lastly, a piece of equipment capable of
texturing and spraying the curing compound. Slip form paving is more popular than fixed form
paving.

STABILIZED SOIL ROAD CONSTRUCTION

The soil stabilization means the improvement of stability or bearing power of the soil by the use
of controlled compaction, proportioning and/or the addition of suitable admixture or stabilizers.

BASIC PRINCIPLES OF SOIL STABILIZATION

Evaluating the properties of given soil
Deciding the lacking property of soil and choose effective and economical method of soil
stabilization
NEED FOR SOIL STABILIZATION
1. Designing the Stabilized soil mix for intended stability and durability values
2.Limited Financial Resources to provide a complete network Road System to build in
conventional method
3.Effective utilization of locally available soils and other suitable stabilizing agents.
4.Encouraging the use of Industrial Wastages in building low cost construction of roads.

METHODS OF SOIL STABILIZATION

1. Mechanical Stabilization
2. Soil Cement Stabilization
3. Soil Lime Stabilization
4. Soil Bitumen Stabilization
5. Lime Fly ash Stabilization
6. Lime Fly ash Bound Macadam.

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1.Mechanical Stabilization
a. This method is suitable for low volume roads i.e. Village roads in low rainfall areas.
b. This method involves the correctly proportioning of aggregates and soil, adequately
compacted to get mechanically stable layer
c. The Basic Principles of Mechanical Stabilization are Correct Proportioning and Effective
Compaction.

Factors Affecting Mechanical Stabilization

1. Mechanical Strength of aggregates
2. Gradation
3. Properties of the Soil
4. Presence of Salts
5. Compaction

Mechanical Strength
When the soil is used in small proportion to fill up the voids the crushing strength of aggregates
is important
Gradation
A well graded aggregate soil mix results in a mix with high dry density and stability values
Properties of soil
A mix with Plasticity Index, results poor stability under soaking conditions. Hence it is desirable
to limit the plasticity index of the soil
Presence of Chemicals
Presence of Salts like Sulphates and mica are undesirable
Presence of Calcium Chloride is Beneficial
Compaction
Effective Compaction is desirable to produce high density and stability mix.

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2.Soil Cement Stabilization

1.Soil Cement is an intimate mix of soil, cement and water, compacted to form a strong base
course.
2.Cement treated or cements modified soil refers to the compacted mix when cement is used in
small proportions to impart some strength.
3.Soil Cement can be used as a sub-base or base course for all types of Pavements

Factors affecting soil cement stabilization

1.Soil
2.Cement
3.Pulverisation and Mixing
4.Compaction
5.Curing
6.Additives

3.Soil Lime Stabilization

1.Soil- Lime has been widely used as a modifier or a binder
2.Soil-Lime is used as modifier in high plasticity soils
3.Soil Lime also imparts some binding action even in granular soils

Factors affecting Properties of Soil-Lime

1.Generally increase in lime content causes slight change in liquid limit and considerable
increase in Plasticity index
2.The rate of increase is first rapid and then decreases beyond a certain limit
3.The point is often termed as lime fixation point
4.This is considered as design lime content

4.Soil- Bituminous Stabilization

1.The Basic Principles of this stabilization are Water Proofing and Binding
2.By Water Proofing inherent strength and other properties could be retained

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3. Most Commonly used materials are Cutback and Emulsion

4.Bitumen Stabilized layer may be used as
5.Sub-base or base course for all the roads

5.Lime fly ash stabilization

1.A mixture of fly ash and soil when stabilized using lime is called lime flyash stabilization.
2.This material can be used for constructing sub base or base course of rural roads.
3.This would be particularly attractive where fly ash is easily available.

6.Lime fly ash bound macadam

1.In conventional WBM, low plastic materials, with screenings are used as filler materials.
2.Filler is made up of a mixture of lime, fly ash and moorum in suitable proportion improves the
performance.
3.This is termed s LFBM
4.The load bearing capacity of LFBM will be superior to that of WBM.

1. Explain the procedure of the compacting equipment’s used for highway construction?
Mention its specific uses.
2. List any four types of equipment’s used for i) Grading ii) Compaction and explain any one
equipment for each.
3.Explain the working principle of i) Power shovel ii) Drag line with neat sketch iii)scrapers
iv)pavers.
4.Mention the equipment’s used for excavation in the construction of bituminous pavements.
Explain any two, with neat sketches. for wet mix macadam.
5.List various equipment s used for the road construction .state the merits and demerits of any
three sophisticated equipment.
6.Explain any one test procedure of quality control test used to evaluate adequacy of sub base
compaction.

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7.List and explain types of compacting equipment used for highway construction .bring out
advantages and disadvantages of sheep foot rollers.
8.Mention any four types of equipment’s used for i)excavation ii)cement concrete pavement
construction and explain any one equipment for each.
9.Describe the specification and working principle of a paver finisher.
10.Enumerate the steps in the preparation of subgrade .how is the adequacy of the compaction in
the field evaluate?

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Module-4
SUBGRADE: Earthwork grading and construction of embankments and cuts for roads.
Preparation of subgrade, quality control tests

Highway construction is generally preceded by detailed surveys and subgrade preparation. The
methods and technology for constructing highways has evolved over time and become
increasingly sophisticated. This advancement in technology has raised the level of skill sets
required to manage highway construction projects. This skill varies from project to project,
depending on factors such as the project's complexity and nature, the contrasts between new
construction and reconstruction, and differences between urban region and rural region projects.

There are a number of elements of highway construction which can be broken up into technical
and commercial elements of the system. Some examples of each are listed below:

Technical Elements
Materials
Material quality
Installation techniques
Traffic
Commercial Elements
Contract understanding
Environmental aspects
Political aspects
Legal aspects
Public concerns

Typically, construction begins at the lowest elevation of the site, regardless of the project type,
and moves upward. By reviewing the geotechnical specifications of the project, information is
given about:
Existing ground conditions

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Required equipment for excavation, grading, and material transportation to and from the site
Properties of materials to be excavated
Dewatering requirements necessary for below-grade work
Shoring requirements for excavation protection
Water quantities for compaction and dust control

Subbase course construction

A subbase course is a layer designed of carefully selected materials that is located between the
subgrade and base course of the pavement. The subbase thickness is generally in the range of 4
to 16 inches, and it is designed to withstand the required structural capacity of the pavement
section.Common materials used for a highway subbase include gravel, crushed stone, or
subgrade soil that is stabilized with cement, fly ash, or lime. Permeable subbase courses are
becoming more prevalent because of their ability to drain infiltrating water from the surface.
They also prevent subsurface water from reaching the pavement surface. When local material
costs are excessively expensively or the material requirements to increase the structural bearing
of the sub-base are not readily available, highway engineers can increase the bearing capacity of
the underlying soil by mixing in Portland cement, foamed asphalt, or with emerging technologies
such as the cross-linking styrene acrylic polymer that increases the California Bearing Ratio of
in-situ materials by a factor 4 – 6.
Base course construction
The base course is the region of the pavement section that is located directly under the surface
course. If there is a subbase course, the base course is constructed directly about this layer.
Otherwise, it is built directly on top of the subgrade. Typical base course thickness ranges from 4
to 6 inches and is governed by underlying layer properties. Heavy loads are continuously applied
to pavement surfaces, and the base layer absorbs the majority of these stresses. Generally, the
base course is constructed with an untreated crushed aggregate such as crushed stone, slag, or
gravel. The base course material will have stability under the construction traffic and good
drainage characteristics.

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The base course materials are often treated with cement, bitumen, calcium chloride, sodium
chloride, fly ash, or lime. These treatments provide improved support for heavy loads, frost
susceptibility, and serves as a moisture barrier between the base and surface layers.
Surface course construction
There are two most commonly used types of pavement surfaces used in highway construction:
hot-mix asphalt and Portland cement concrete. These pavement surface courses provide a smooth
and safe riding surface, while simultaneously transferring the heavy traffic loads through the
various base courses and into the underlying subgrade soils.
Road surface or pavement is the durable surface material laid down on an area intended to
sustain vehicular or foot traffic, such as a road or walkway. In the past, gravel road surfaces,
cobblestone and granite setts were extensively used, but these surfaces have mostly been
replaced by asphalt or concrete laid on a compacted base course. Road surfaces are frequently
marked to guide traffic. Today, permeable paving methods are beginning to be used for low-
impact roadways and walkways.
Asphalt (specifically, asphalt concrete), sometimes called flexible pavement due to the nature in
which it distributes loads, has been widely used since the 1920s. The viscous nature of the
bitumen binder allows asphalt concrete to sustain significant plastic deformation, although
fatigue from repeated loading over time is the most common failure mechanism. Most asphalt
surfaces are laid on a gravel base, which is generally at least as thick as the asphalt layer,
although some 'full depth' asphalt surfaces are laid directly on the native subgrade. In areas with
very soft or expansive subgrades such as clay or peat, thick gravel bases or stabilization of the
subgrade with Portland cement or lime may be required. Polypropylene and polyester
geosynthetics have also been used for this purpose and in some northern countries, a layer of
polystyrene boards have been used to delay and minimize frost penetration into the subgrade.
Depending on the temperature at which it is applied, asphalt is categorized as hot mix, warm
mix, or cold mix. Hot mix asphalt is applied at temperatures over 300 °F (150 °C) with a free
floating screed. Warm mix asphalt is applied at temperatures of 200–250 °F (95–120 °C),
resulting in reduced energy usage and emissions of volatile organic compounds.Cold mix asphalt
is often used on lower volume rural roads, where hot mix asphalt would cool too much on the
long trip from the asphalt plant to the construction site.

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An asphalt concrete surface will generally be constructed for high-volume primary highways
having an average annual daily traffic load greater than 1200 vehicles per day.[5] Advantages of
asphalt roadways include relatively low noise, relatively low cost compared with other paving
methods, and perceived ease of repair. Disadvantages include less durability than other paving
methods, less tensile strength than concrete, the tendency to become slick and soft in hot weather
and a certain amount of hydrocarbon pollution to soil and groundwater or waterways.

Hot-mix asphalt (HMA) layers

Hot-mix asphalt surface courses are referred to as flexible pavements. The Superpave System
was developed in the late 1980s and has offered changes to the design approach, mix design,
specifications, and quality testing of materials.
The construction of an effective, long-lasting asphalt pavement requires an experienced
construction crew, committed to their work quality and equipment control.

Construction issues:
Asphalt mix segregation
Laydown
Compaction
Joints

A prime coat is a low viscosity asphalt that is applied to the base course prior to laying the HMA
surface course. This coat bonds loose material, creating a cohesive layer between the base course
and asphalt surface.
A tack coat is a low viscosity asphalt emulsion that is used to create a bond between an existing
pavement surface and new asphalt overlay. Tack coats are typically applied on adjacent
pavements (curbs) to assist the bonding of the HMA and concrete.
Portland cement concrete (PCC)

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Portland cement concrete surface courses are referred to as rigid pavements, or concrete
pavements. There are three general classifications of concrete pavements - jointed plain, jointed
reinforced, and continuously reinforced.
Traffic loadings are transferred between sections when larger aggregates in the PCC mix inter-
lock together, or through load transfer devices in the transverse joints of the surface. Dowel bars
are used as load-transferring devices to efficiently transfer loads across transverse joints while
maintaining the joint's horizontal and vertical alignment. Tie-bars are deformed steel bars that are
placed along longitudinal joints to hold adjacent pavement sections in place.
Built up spray grout [BSG] – it consists of 2 layer composite construction of compacted
crushed aggregates with application of bituminous binder after each layer with key aggregates at
top to provide a total thickness, 75mm. It is used for strengthing of existing bituminous
pavement. A suitable wearing course is invariably provided over this & opened to traffic.
Subgrade is that portion of the earth roadbed which after having been constructed to reasonably
close conformance with the lines, grades, and cross-sections indicated on the plans, receives the
base or surface material. In a fill section, the subgrade is the top of the embankment or the fill. In
a cut section the subgrade is the bottom of the cut (Figure 1). The subgrade supports the sub base
and/or the pavement section. To ensure a stable, long-lasting, and maintenance free roadway, the
subgrade is required to be constructed using certain proven procedures that provide satisfactory
results.
After the rough grading is completed, the fine grade stakes are set and the final processing of the
subgrade may begin. The rough grade is the top grade of the embankment as built using the
information provided on the grade sheets. The grade is normally with in 2 in. at this point. The
finish grading operation consists of trimming the excess material down to the final grade. Filling
any low spots with thin lifts of materials tends to slide these lifts around if not properly worked
into the underlying materials.

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Construction Procedure –
Setting out – After the site has been cleared, the work should be setout. The limits of
embankment are marked by fixing batter pegs on both sides at regular intervals. The subgrade
should be wider than the design dimension so that surplus material may be trimmed.
Dewatering – If the foundation of the embankment is in area with stagnant water, it is feasible
to remove it by bailing out or pumping.
Stripping & Storing top soil – In localities where most of the available embankment materials
are not conductive to plant growth, the top soil from all areas of cutting shall be stripped to
specified depths not exceeding 150mm & stored in stock piles of height not exceeding 2m for
covering embankment slopes.
Compacting ground supporting embankment / subgrade – where necessary, the original
ground shall be leveled to facilitate placement of first layer of embankment, scarified, mixed
with water and then compacted by rolling so as to achieve minimum dry density as given in
table. In case difference in subgrade level and ground level is less than 0.5m & the ground does
not have 97% relative compaction, the ground shall be loosened upto a level 0.5m below the
subgrade level, watered & compacted in layers to not less than 97% of dry density.

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Spreading material in layers & bringing to appropriate moisture content –

1.The embankment & subgrade material shall be spread in layers of uniform

2. thickness not exceeding 200mm compacted thickness over the entire width of embankment by
mechanical means, finished by a motor grader & compacted.
3.Moisture content of the material shall be checked at this site of placement prior to
commencement of compaction, water shall be sprinkled from a water tanker filled with sprinkler
capable of applying water uniformly.
4.Moisture content of each layer should be checked with respect to table – 1 in accordance with
IS – 2720.
5.Clods or hard lumps of earth shall be broken to have max size of 75mm when placed in
embankment & max size of 50 mm when placed in subgrade.
6.Embankments & other areas of unsupported fills shall not be constructed with steeper side
slopes, or to greater widths.
7.Whenever fills is to be deposited against the face of a natural slope, steeper than 1 verticle on 4
horizontal, such faces shall be benched.
Compaction –
a. Smooth wheeled, vibratory, pneumatic tyred, sheep foot or pad foot rdlers of suitable size and
capacity should be used for different types & grades of materials.
b. Mostly compaction will be done with vibratory roller of 80 to 100KN static weight or heavy
pneumatic tyred roller.
c. Each layer of the material shall be thoroughly compacted to the densities in table – 1,
subsequent layers should be laid only after the finished layer has been tested.
d. The measurement of field dry density is recorded by nuclear moisture / density guage.
e. When density measurement revel any soft areas in embankment, further compaction is carried
out.
Drainage – The surface of embankment at all times during construction shall be maintained at
such across fall as will shed water and prevent pending.

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Repairing of damages caused by rain / spillage of water –

a. The soil in the affected portion shall be removed in such areas before next layer is laid &
refilled in layers & compacted using small vibratory roller, plate compactor or power rammer to
achieve the required density.
b. Tests shall be carried out to ascertain the density requirements of the repaired area.
Finishing operations –
a. It shall include the work of shaping & dressing the shoulders / verge / road bed & side slopes
to conform to alignment, levels, cross sections & dimensions.
b. Both the upper & lower ends of side slopes shall be rounded off & to merge the embankment
with adjacent terrain to improve appearances.
c. The top soil, removed & conserved earlier shall spread over the fill slopes, before spreading
the slopes should be roughened and moistened slightly to provide bond and is provided at a depth
of 75mm to 150mm for plant growth.
d. When earthwork is completed, the road area shall be cleared of all debris & ugly scars.
Fine Grading
Fine grade is required to be provided for the final trimming and checking of the cross section and
grade. Stakes are usually set at 50 ft intervals near each edge of the subgrade with a grade mark
established at some known distance above the actual finish subgrade elevation. A string line is
stretched across the grade marks on two adjoining stakes and the subgrade 7-3 elevation is
checked by measuring down the known offset distance from the stringline to the dirt grade. The
appropriate corrections for a crown in the typical cross section are used in calculating the correct
offset distance. The tolerance for finishing the earth subgrade is 1/2 in. from the true grade. Any
low areas in the grade requiring less than 3 in. additional fill material are scarified prior to
placing the fill material so the thin layer of fill is tied into the previous layer when compacted.
Fine Grading the subgrade for aggregate or asphalt base courses is usually conducted with a
motor grader and checked with a stringline, but may be conducted with an automatic grading
machine controlled from a stringline. The automatic grading machine is required to be used for
preparing the subgrade for concrete base and pavement. When underdrains are specified, special

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care is required to be taken to ensure that there is no damage to the drains and that the aggregate
backfill does not become contaminated with soil.
Drainage
Providing surface drainage for the undercut areas is usually not possible. The size of the undercut
areas is limited, and the undercutting schedule regulated so that an area is not left open when rain
is likely. Water ponding in the undercut area would likely worsen the excess moisture problems
that the undercut was designed to alleviate. The final moisture and density testing, and proof
rolling are conducted on the top 8 in. of the completed subgrade near the beginning of the paving
operation.
Grading in civil engineering and landscape architectural construction is the work of ensuring a
level base, or one with a specified slope, for a construction work such as a foundation, the base
course for a road or a railway, or landscape and garden improvements, or surface drainage. The
earthworks created for such a purpose are often called the sub-grade or finished contouring
Construction of Embankments
A road, railway line or canal is normally raised onto an embankment made of compacted soil
(typically clay or rock-based) to avoid a change in level required by the terrain, the alternatives
being either to have an unacceptable change in level or detour to follow a contour. A cutting is
used for the same purpose where the land is originally higher than required.

Materials

Embankments are often constructed using material obtained from a cutting. Embankments need
to be constructed using non-aerated and waterproofed, compacted (or entirely non-porous)
material to provide adequate support to the formation and a long-term level surface with
stability.
Intersection of embankments
To intersect an embankment without a high flyover, a series of tunnels can consist of a section of
high tensile strength viaduct (typically built of brick and/or metal) or pair of facing abutments for
a bridge.

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Cuts for roads :In civil engineering, a cut or cutting is where soil or rock material from a hill or
mountain is cut out to make way for a canal, road or railway line.In cut and fill construction it
keeps the route straight and/or flat, where the comparative cost or practicality of alternate
solutions (such as diversion) is prohibitive. Contrary to the general meaning of cutting, a cutting
in construction is mechanically excavated or blasted out with carefully placed explosives. The
cut may only be on one side of a slope, or directly through the middle or top of a hill. Generally,
a cut is open at the top (otherwise it is a tunnel). A cut is (in a sense) the opposite of an
embankment. When used in reference to transportation routes, it reduces the grade of the route.

Cuts can be created by multiple passes of a shovel, grader, scraper or excavator, or by blasting.
One unusual means of creating a cut is to remove the roof of a tunnel through day lighting.
Material removed from cuts is ideally balanced by material needed for fills along the same route,
but this is not always the case when cut material is unsuitable for use as fill. The word is also
used in the same sense in mining, as in an open cut mine.

Quality Control Tests

Quality control tests for Embankment, Subgrade construction.

a) Compaction Control – At least one measurement of density for each 1000sqm of compacted
area, test locations should be chosen with random sampling techniques.

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Control should be based on the mean value of 5 – 10 density determinations. The number of tests
in one set of measurements shall be 6. For earth work in shoulders at least one density
measurement for every 500sqm for the compacted area should be made and the number of tests
in each set shall be at least 10.

1. Enumerate the steps in the preparation of sub grade. How is the adequacy of the compaction in
the field evaluated? What are the quality control tests or checks at the lab and in the field?

2. Explain the steps in the formation of an embankment.

3. Write a brief note on i) surface dressing ii) Mastic Asphalt iii) Built up Spray Grout.

4.Explain the evaluation of soil strength properties.

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Module-5
FLEXIBLE PAVEMENTS
Specifications of materials, construction method and field control checks for various types of
flexible pavement layers

Introduction

The science of highway engineering raises some fundamental questions as to what is a road or
highway, how is it planned and designed and lastly how is it built. By now in the preceding
chapters, depending upon the desired strength of the pavement, the aggregate gradations and the
type and proportion of binders are decided. These three basic binder medium give rise to a
number of construction methods.

One of the main purposes of pavement design is to produce a soil structure system that will carry
traffic smoothly and safely with minimum cost. The increase in axle load and phenomenal
growth of traffic warrant as much importance in design, construction and maintenance of roads.

COMPOSITION AND STRUCTURE OF FLEXIBLE PAVEMENT

Flexible pavements support loads through bearing rather than flexural action. They comprise
several layers of carefully selected materials designed to gradually distribute loads from the
pavement surface to the layers underneath. The design ensures the load transmitted to each
successive layer does not exceed the layer’s load-bearing capacity. A typical flexible pavement
section is shown in Figure 1. Figure 2 depicts the distribution of the imposed load to the
subgrade. The various layers composing a flexible pavement and the functions they perform are
described below:

a) Bituminous Surface (Wearing Course). The bituminous surface, or wearing course, is made
up of a mixture of various selected aggregates bound together with asphalt cement or other
bituminous binders. This surface prevents the penetration of surface water to the base course;
provides a smooth, well-bonded surface free from loose particles, which might endanger aircraft
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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

or people; resists the stresses caused by aircraft loads; and supplies a skid-resistant surface
without causing undue wear on tires.

b) Base Course. The base course serves as the principal structural component of the flexible
pavement. It distributes the imposed wheel load to the pavement foundation, the subbase, and/or
the subgrade. The base course must have sufficient quality and thickness to prevent failure in the
subgrade and/or subbase, withstand the stresses produced in the base itself, resist vertical
pressures that tend to produce consolidation and result in distortion of the surface course, and
resist volume changes caused by fluctuations in its moisture content. The materials composing
the base course are select hard and durable aggregates, which generally fall into two main
classes: stabilized and granular. The stabilized bases normally consist of crushed or uncrushed
aggregate bound with a stabilizer, such as Portland cement or bitumen. The quality of the base
course is a function of its composition, physical properties, and compaction of the material.

c) Subbase. This layer is used in areas where frost action is severe or the subgrade soil is
extremely weak. The subbase course functions like the base course. The material requirements
for the subbase are not as strict as those for the base course since the subbase is subjected to
lower load stresses. The subbase consists of stabilized or properly compacted granular material.

d) Frost Protection Layer. Some flexible pavements require a frost protection layer. This layer
functions the same way in either a flexible or a rigid pavement.

e) Subgrade. The subgrade is the compacted soil layer that forms the foundation of the
pavement system. Subgrade soils are subjected to lower stresses than the surface, base, and
subbase courses. Since load stresses decrease with depth, the controlling subgrade stress usually
lies at the top of the subgrade. The combined thickness of subbase, base, and wearing surface
must be great enough to reduce the stresses occurring in the subgrade to values that will not
cause excessive distortion or displacement of the subgrade soil layer.

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Fig 1: Typical flexible pavement structure

Fig 2: Distribution of load stress in flexible pavement

Types of Highway Construction

The highway types are classified as below:
(i) Earth road and gravel roads
(ii) Soil stabilized roads
(iii) Water bound macadam (WBM) road
(iv) Bituminous or black-top roads.

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Granular sub base layer:

INTRODUCTION

Aggregates are used in granular base and subbase layers below the driving surface layer(s) in
both asphalt concrete and Portland cement concrete pavement structures. The aggregate base
layers serve a variety of purposes, including reducing the stress applied to the subgrade layer and
providing drainage for the pavement structure. The granular base layer is directly below the
pavement surface and acts as the load bearing and strengthening component of the pavement
structure. The granular subbase forms the lowest (bottom) layer of the pavement structure, and
acts as the principal foundation for the subsequent road profile, provides drainage for the
pavement structure, and protects the structure from frost.

Granular bases are typically constructed by spreading the materials in thin layers of 150 mm (6
in) to 200 mm (8 in) and compacting each layer by rolling over it with heavy compaction
equipment.

MATERIALS

Aggregates used in granular base and subbase applications generally consist of sand and gravel,
crushed stone or quarry rock, slag, or other hard, durable material of mineral origin. The
gradation requirements vary with type (base or subbase).

Granular base materials typically contain a crushed stone content in excess of 50 percent of the
coarse aggregate particles. Cubical particles are desirable, with a limited amount of flat or thin
and elongated particles. The granular base is typically dense graded, with the amount of fines
limited to promote drainage. Granular subbase is also dense graded, but tends to be somewhat
more coarse than granular base. The requirement for crushed content for granular subbase is not
required by many agencies, although provision of 100 percent crushed aggregates for base and
subbase use is increasing in premium pavement structures to promote rutting resistance.

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Specification of material –
1.The materials to be used for the work shall be natural sand, moorum, gravel, crushed
stone or combination depending on grading requirement.
2.The materials shall be free from organic or deleterious constituents & should conform to
one of the three gradings given in table 400-1.
3.The gradings in Table 400 – 1 are in respect of close graded granular sub base materials,
& Table 400 – 2 for coarse graded materials.

Table 400 – 1 – Grading for close graded granular sub – base materials.

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Table 400 – 2 – Grading for coarse graded Granular sub – base materials.

MATERIAL PROPERTIES AND TESTING METHODS

The granular base and subbase generally make up the greatest thickness of the pavement
structure, and provide both bearing strength and drainage for the pavement structure. Hence,
proper size, grading, shape, and durability are important attributes to the overall performance of
the pavement structure. Granular base and subbase aggregates may consist of durable particles of
crushed stone, gravel or slag capable of withstanding the effects of handling, spreading, and
compacting without generation of deleterious fines.

Some of the more important properties of aggregates for granular base and subbase include:

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Gradation – a wide range of aggregate sizes and gradations are used depending on the pavement
type and the conditions to which the granular base and subbase will be subjected. The aggregate
grading markedly influences the base stability, drainage (permeability) and frost susceptibility.
Aggregates for use as granular base tend to be dense-graded with a maximum size of 50 mm (2
in) or less, while granular subbase can have a nominal maximum size commonly up to 100 mm
(4 in). The percentage of fines (minus 0.075 mm (No. 200 sieve)) in the granular base is limited,
for drainage and frost-susceptibility purposes, to a maximum of 8 percent, with up to 12 percent
permitted in granular subbase.

Particle Shape – the use of angular, nearly equidimensional aggregate with rough surface
texture is preferred over rounded, smooth aggregate particles. Thin or flat and elongated particles
have reduced strength when load is applied to the flat side of the aggregate or across its shortest
dimension and are also prone to segregation and breakdown during compaction, creating
additional fines.

Base Stability – granular base should have high stability, particularly in a flexible asphalt
pavement structure. Large, angular aggregate, dense-graded and consisting of hard, durable
particles, is preferred for stability. For maximum base stability, the granular base should have
sufficient fines to just fill the voids and the entire gradation should be close to its maximum
density. However, while base density is maximized at fines content between 6 and 20 percent,
load-carrying capacity decreases when the fines content exceeds about 9 percent. Stability also
increases with the percentage of crushed particles and increasing coarse aggregate size.

Permeability – since the granular subbase provides drainage for the pavement structure, its
grading and hydraulic conductivity are important. The fines content is usually limited to a
maximum of 10 percent for normal pavement construction, and 6 percent where free-draining
subbase is required.

Plasticity – the presence of plastic fines can significantly reduce the load-carrying strength of the
granular base and subbase.

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Abrasion Resistance – particles should have sufficient strength to resist degradation or

breakdown during construction, under compaction or under traffic.

Resilient Modulus – can assist in providing design coefficients for multi-layered pavements by
defining the relationship between stress and the deformation of granular base and subbase layers.

Physical requirements –
a) The material shall have 10% finer value of 50KN or more.
b) If the water absorption value for coarse aggregates exceeds 2%, soundness test is carried out.
c) The material passing 425 micron sieve for all 3 gradings shall have liquid limit & plasticity
Index not more than 25 & 6%.

Construction Operations –
a) Preparation of sub grade – Before laying sub base, the sub grade should be prepared by
removing vegetation & extraneous matter, lightly sprinkled with water if necessary & rolled with
two passes of 80 – 100KN smooth wheeler roller.
b) Spreading & Compacting – The sub base material should be spread on prepared sub grade
with help of motor grader,
its blades having controls for maintaining the required slope & grade.
1.When sub – base material have combination of materials, mixing is done mechanically.
Manual mixing is permitted where the width of laying is small for mechanical operations.
The equipment used for min – in place construction is rotavator.
2.Moisture control of loose material shall be checked with IS – 2720 & suitably adjusted by
sprinkling water from truck mounted or trailer mounted water tank.
3.At the time of compaction, water content should be from 1% above to 2% below the optimum
moisture content.
4.After adding water it is processed by horrows, rotavators until the layer is uniformly wet.
5.Immediately rolling will start, if the thickness of compacted layer does not exceed
100mm, a smooth wheeled roller is used. For a compacted single layer upto 225mm, vibratory
roller or heavy pneumatic tyred roller of min 200 to 300KN wt is used.

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6.Rolling will start from lower edge & proceed towards upper edge longitudinally to achieve
super elevation & unidirectional cross fall & should start at both edges & progress towards
centre for portions having cross fall on both sides.
7.Each pas of roller shall uniformly overlap not less than one third of track made in preceding
pass. The speed of roller shall not exceed 5km per hour.
8.Rolling is continued till the density is achieved at least 98% of MDD for the material
determined.
9.The surface of any layer of material on completion of compaction shall be will closed, free
from movement under compaction equipment & from compaction planes, ridges, cracks or loose
materials. If so happens it should be re – compacted.
Surface Finish & Quality control of work – The surface finish of construction & control on the
quality of materials & works shall be in accordance with section 900, the tests to be conducted
are as below –

QUALITY CONTROL TESTS ON GRANULAR SUB – BASE

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Table -Granular aggregates test procedures.

Property Test Method Reference

General Graded Aggregate Material for Bases or Subbases for Highways
ASTM D2940
Specifications or Airports
Sizes of Aggregate for Road and Bridge Construction ASTM D448/AASHTO M43
Gradation
Sieve Analysis of Fine and Coarse Aggregate ASTM C136/ AASHTO T27
Flat and Elongated Particles in Coarse Aggregate ASTM D4791
Uncompacted Voids Content of Fine Aggregate (As Influenced
Particle Shape AASHTO TP33
by Particle Shape, Surface Texture, and Grading
Index of Aggregate Particle Shape and Texture ASTM D3398
California Bearing Ratio ASTM D1883/AASHTO T193
Moisture-Density Relations of Soils Using a 5.5 lb (2.5 kg)
ASTM D698/AASHTO T99
Base Stability Rammer and a 12-in. (305 mm) Drop
Moisture- Density Relations of Soils Using a 10-lb (4.54 kg)
AASHTO T180
Rammer and an 18-in. (457 mm) Drop
Permeability Permeability of Granular Soils (Constant Head) ASTM D2434/AASHTO T215
Determining the Plastic Limit and Plasticity Index of Soils ASTM D4318/AASHTO T90
Plasticity Plastic Fines in Graded Aggregates and Soils by Use of the Sand
ASTM D2419/AASHTO T176
Equivalent Test
Resistance to Degradation of Large-Size Coarse Aggregate by
ASTM C535
Abrasion Abrasion and Impact in the Los Angeles Machine
Resistance Resistance to Degradation of Small-Size Coarse Aggregate by
ASTM C131/AASHTO T96
Abrasion and Impact in the Los Angeles Machine
Resilient Resilient Modulus of Unbound Granular Base/Subbase Materials
AASHTO T274
Modulus and Subgrade Soils - SHRP Protocol P46

Water Bound Macadam

WBM Stands for Water Bound Macadam which is the most commonly used road construction
procedure for over more than 190 years. Pioneered by Scottish Engineer John Loudon McAdam
around 1820 Macadam is a type of Road Construction. The broken stones of base and surface
course,if any are bound by the stone dust is presence of moisture is called WBM Roads.
Macadam means the pavement base course made of crushed or broken aggregate mechanically
interlocked by rolling and the voids filled with screening and binding material with the assistance

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of water.WBM may be used as a sub-base, base or a surface course. The thickness of each
compacted layer of WBM ranges from 10cm to 7.5cm depending on size and the gradation of
aggregate used.

Materials

The coarse aggregates used for WBM construction shall be anyone of the following:
a) Crushed or broken rock,
b) Crushed or broken slag,
c) Broken brick aggregate.
Specification of materials –
a) Coarse aggregates – It can be either crushed or broken stone, crushed slag, over burnt rick
aggregates or naturally occurring aggregates such as Kankar & Laterite. The aggregates shall
conform the physical requirements said in table 400 – 6. If the water absorption is greater than
2% the soundness test shall be carried out.
Table 400 – 6 physical requirements of coarse aggregates for water bound Macadam for sub base
/ base courses.

Crushed Slag – It is made from air cooled blast furnace slag. It should be angular shape,
reasonably uniform in quality & density. The weight of crushed slag shall not be less than 11.2
KN/m3 & percentage of glossy material shall not be more than 20 water absorption should not be
more than 10% sulphur content should not exceed 2%.
ii. Crushed or Broken Stone – It should be hard, durable & free from excess flat, elongated,
soft & disintegrated particles, dirt & other deleterious material.
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iii. Over burnt (Jhama) bick aggregates – It should be made from over burnt bricks or brick
bats & be free from dust & deleterious materials.
iv. Grading requirement of coarse aggregates – The coarse aggregates shall conform to one of
the gradings given in table 400 – 7, the use of Grading No – 1 shall be restricted to sub – base
courses only.

The compacted thickness for a layer with Grading – I shall be 100mm while for layer with other
gradings 2 & 3 should be 75mm.
v. Screenings – It is used to fill voids in coarse aggregates which consists of same material as
the coarse aggregate. Such as non plastic materials like moorum or gravel is used provided liquid
limit & plasticity Index are below 20 & 6 respectively & fraction passing 75 micron sieve does
not exceed 10%. Screenings should conform to the grading serial in table 400 – 8. It should be
omitted in case of soft aggregates such as brick metal, kankar, laterites etc as they get crushed
under rollers.

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Table 400 – 8 Grading for Screenings –

vi. Binding Material – It is used as a filler material for WBM having PI value less than 6, the
quantity of binding material to be used depend on type of screening. Generally, the quantity
required for 75mm compacted thickness will be 0.06 – 0.09m3/10m2 & for 100mm compacted
thickness it will be around 0.08 – 0.10m3/10m2.
II. Construction Operations –
a) Preparation of Base –
The surface of subgrade / sub base to receive WBM coarse shall be prepared to specified lines &
cross fall & made free of dust & other materials. Levelling course is used to correct the
irregularities in the profile. Laying of WBM over thick bituminous layer is avoided due to the
internal drainage of the pavement at the interface of 2 courses. Where the intensity of rain is low
& the interface drainage facility is efficient WBM can be laid over the existing thin bituminous
surface by cutting 50mm X 50mm furrows at an angle of 45o to the centre line at one metre
interval.
b) Invented Choke –
If WBM is to be land directly over subgrade, a 25mm coarse of screening B or coarse sand is
spread before application of aggregates. In case of find sand or silty or clayey subgrade, it is
advisable to lay 100mm of screening or coarse sand on top of fine grained soil. As an alternative
to inverted choke, geo synthesis are used for separation & drainage over the prepared subgrade.

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c) Spreading Coarse Aggregates –

The coarse aggregates shall be spread uniformly & evenly upon the prepared subgrade in
thickness not more than 100mm for Grading – I & 75mm for Grading – II & III. The spreading
shall be done from stockpiles along the side of road way ro directly from vehicles. No
segregation between aggregates is allowed & it must be of uniform gradation with no fine
material. The surface of the aggregates shall be checked carefully by removing or adding
aggregates at high or low spots & it is checked with a straight edge. The coarse aggregates
should not normally be spread more than 3 days.
d) Rolling –
Rolling is started immediately after spreading by three wheeled power rollers, or tandem or
vibratory rollers 80 to 100KN static weight. Except on super elevated portions where the rolling
will proceed from inner edge to outer & it begins from edges gradually progressing towards
centre. During rolling, slight sprinkling of water may be done if necessary. Rolling is not done
when subgrade is soft or yielding or when it cause a wave like motion in the subgrade or sub
base course.The rolled surface shall be checked transversely & longitudinally with templates &
corrected or re – rolled to derived camber & grade. Materials getting crushed during compaction
should be removed & replaced. Shoulders are built up simultaneously along with WBM courses.
e) Application of Screenings –
After the coarse aggregate has been rolled, screenings are applied to fill the voids. There shall
not be damp or wet at the time of application. Dry rolling shall be done while the screenings are
being spread so that it will settle into voids. The screenings are spread uniformly in thin layers by
hand shovels or by mechanical spreaders or from dipper.
The screening is applied at a slow & uniform rate so as to ensure filling of voids accompanied by
dry rolling & brooming with mechanical or hand brooms or both.These operations shall continue
until no more screenings fills voids of aggregates. The spreading, rolling & brooming of
screenings could be completed in one day.
f) Sprinkling of water and grouting –
After the screenings are applied, the surface should be sprinkled with water, swept & rolled.
Hand brooms are used to sweep & distribute wet screenings evenly. It is continued until coarse

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aggregate has been thoroughly keyed, well bonded & firmly set in full depth & a grout has been
formed of screenings.
g) Application of Binding Material –
After application of screening, binding material is applied in 2 or more thin layers at a slow &
uniform rate. After each application water is sprinkled & swept with brooms to fill the voids &
rolled. This is continued till a wave head of the wheels of the moving roller is formed on slurry.
h) Setting & drying –
After final compaction of WBM course, the pavement is allowed to dry overnight Next morning
spots be filled with screenings or binding materials & lightly sprinkled with water & rolled.
No traffic shall be allowed on the load until the macadam has set. The compacted WBM course
should be allowed to completely dry & set before the next pavement course is laid over it.
III. Quality control tests on Water Bound Macadam Course –

Wet Mix Macadam layer:

Specification of Materials –
a) Physical requirements of aggregates – Coarse aggregates shall be crushed stone & it
should conform to the physical requirements said in Table – 400 – 10.

If the water absorption value of aggregates is greater than 2%, soundness test is carried out.

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b) Grading requirements for WMM is given in table below 400 – II.

Materials finer than 425micron shall have plasticity Index not more than 6.

II. Construction Operations –

a) Preparation of base – It is done us the same as WBM layer as we have discussed earlier.

b) Provision of lateral confinement of aggregates – while constructing WMM, arrangement shall

be made for lateral confinement of wet mix. This shall be done by laying in adjoining shoulders
along with WMM.

c) Preparation of mix – WMM is prepared in mixing plant where pug mill or pan type mixer of
concrete batching plant is used. Optimum moisture for mixing is determined at the time of
compaction, water in the WMM should not vary from optimum value. The mixed material
should be uniformly wet & no segregation is permitted.

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d) Spreading of mix –

1.Immediately after mixing it is spread uniformly & evenly on prepared subgrade / subbase /
base. In no case it should be dumped in heaps.

2.The mix may be spread by paver finisher or motor grader.

3.The motor grader is cable of spreading the material uniformly so as to achieve the specified
slope & grade.
4.No segregation of large & fine particles should be allowed.
e) Compaction –
1.After the mix has been laid to required thickness, grade & cross fall the same shall be
compacted uniformly to the full depth by roller.
2.If the thickness is 100mm single layer, smooth wheel roller is used. For compacted single layer
upto 200mm vibratory roller is used.
3.Same kind off rolling as in WBM is done as we discussed before.
4.Along forms, kerbs, walls or other inaccessible places for rollers, mechanical tampers or plate
compactor is used.
5.Rolling should not be done when the subgrade in soft.
6.If irregularities develop during rolling which exceed 12mm when tested with 3m straight edge,
the surface should be loosened & premixed material added or removed.
7.Rolling shall be continued till the density achieved is atleast 98% of the max dry density for the
material.
8.After completion, the surface of any finished layer is well closed, free from movement under
compaction equipment or any compaction planes, ridges, cracks & loose material.
9.All loose, segregated area shall be made good to the full thickness of layer & recompacted.
10.Setting & Drying – After final compaction of wet mix macadam course, the rolad shall be
allowed to dry for 24 hours.
Opening to traffic – Preferably no vehicular traffic or any kind should be allowed on finished
WMM surface till it has dried & the wearing course is laid.

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Penetration Macadam and Built up Spray Grout

Penetration Macadam – Bituminous penetration macadam is used as base or binder course. The
course aggregates are first spread & compacted well. The hot bitumen is sprayed at top, it
penetrates in voids & binding some stone aggregates together. Depending on quantity of bitumen
spread & extent of penetration, it is called „full grout‟ & semigrout‟ when depth is full or half &
is adopted in heavy & moderate rain fall regions respectively.
Built up spray grout [BSG] – it consists of 2 layer composite construction of compacted
crushed aggregates with application of bituminous binder after each layer with key aggregates at
top to provide a total thickness, 75mm. It is used for strengthing of existing bituminous
pavement. A suitable wearing course is invariably provided over this & opened to traffic.
I.Construction procedure for penetration Macadam –
a) Preparation of existing surface – The underlying course is prepared to uniform grade & is
lightly scarified & prime coat may be applied if required.
b) Spreading the coarse aggregate –
1.It is spread with proper edge protection by mechanical spreader or hand.
2.A template cut to camber profile is used to achieve cross section.
c) Rolling –
1.Aggregates are dry rolled with 10 – tones roller.
2.Rolling is commence from edge & proceeded to centre, the overlap being 30cm.
3.Dry compacted aggregate are checked for desired profile using 3m straight edge.
d) Bitumen Application –
1.The binder is spread uniformly either with pressure distributor or mechanical hand sprayer.
2.The quantity of bitumen being 50 & 68kg per 10m2 for 50 & 7mm compacted thickness
respectively.
e) The key aggregates are spreaded & rolled & cross profile is checked.
f) Seal Coat – It is applied if another surfacing course is not constructed immediately & traffic is
to allowed. The pavement is again rolled.
g) Finishing – The constructed pavement section is checked for its cross profile with template &
longitudinal profile by straight edge.
h) Opening to traffic – The finished surface is opened to traffic after a period of 24 hours.

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II. Construction procedure for Built up spray grout –

a) Preparation of existing base – The depressions & pot holes are filled and the surface is brought
to required grade and prime coat may be applied.
b) Tack Coat – Heated bituminous binder is applied at a rate of 7.5 to 10 km on WMB surface &
6 to 8 kg on black top surface per 10m2 area.
c) Coarse aggregates are spread at a rate of 0.5m3 per 10m2 area.
d) The aggregates are rolled using 8 to 10 tonnes roller.
e) The second layer of coarse aggregates is spread at 0.5m3 per 10m2 & rolled thoroughly
stating from edges.
f) Second application of binder is done at 12.5 to 15kg per 10m2.
g) Key aggregates are applied & spread at 0.13m3 per 10m2 & rolled.
h) Surface Finish – The surface unevenness is checked with 3m straight edge. Longitudinal
profile should not have undulations exceeding 12mm. BSG should not be exposed to traffic
before providing surface.
Bituminous Macadam layer
I. Specification of Materials –
1.The grades of bitumen used 30/40, 60/70, 80/100 penetration. Road tar RT – 4, cutback &
emulsion are used. Binder content 3 – 4.5% by weight of mix is used.
2.Aggregates –
i. Los Angles abrasion value 50% Max
ii. Aggregate Impact value 30% Max
iii. Flakiness index 15% Max
iv. Stripping @ 40oC 25% Max
v. Loss with Sodium Sulphate 12% Max

For binder coarse, abrasion & impact value are 40 & 30% respectively.

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vi. Grading for 75mm compacted thickness for base coarse & binder coarse

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vii. Grading for 50mm compacted thickness for base course & binder

The quantity of aggregates required for 10m2 of BM are 0.60 to 0.75m3 & 0.9 to 1m3
respectively for 50 & 75mm compacted thickness.
II. Construction Procedure –
a) Preparation of existing layer – The existing layer is properly profiled & even & cleaned.
b) Tack Coat or Prime Coat application – A tack coat is applied of thin layer of bitumen binder
using sprayer or pouring can.
c) Premix Preparation – The bitumen binder & aggregates are separately heated and then placed
in mixer & is mixed till a homogenous mixture is formed & carried to site by transporter or
wheel borrow.
d) Placement – Paving mixture is placed in a desired location & is spread with rakes to pre –
determined thickness. The camber profile is checked with template.

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e) Rolling & finishing the Paving Mix – The rolling is done using tandem roller. The rolling is
commenced from edge of pavement to centre. The finished surface should not show separate
lines of markings the roller wheel are kept damp. A variation of 6mm over 3m length is allowed
in the cross profile. The number of undulations exceeding 10mm should not be less than 30 in
300m length of pavement.
Dense Bituminous Macadam layer
I. Specification of Materials –
a) Bitumen – Grade S65 or A65 (60 / 70), S90 (80 / 100) may be used.
b) Coarse aggregates –
1) Los Angles Abrasion Value-40% Max
2) Aggregates Impact Value-30% Max
3) FI & EI-30% Max
4) Stripping Minimum retained
5) Loss with sodium sulphate-12% Max
6) Water absorption-2w% Max

c) Fine Aggregates – should be the fraction passing 2.36mm sieve & retained on 75m sieve.
d) Filler - IS Sieve % Passing by weight
600M 100
300M 95 – 100
75M 85 – 100
e) Aggregate Gradation –
Sieve Size % Passing by weight
37.5mm 100
26.5mm 90 – 100
13.2mm 56 – 80
4.75mm 29 – 59

2.36mm 19 – 45
300micron 5 – 17
75micron 1–7

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Requirement of Mix –
a. Marshall stability 820Kg
b. Marshall flow 2 – 4
c. % air voids 3 – 5
d. VMA 10 – 12%
e. VFB 65 – 75
f. Binder Content Not less than 4%
Construction Procedure –
a. Preparation of Base – The surface should be swept clean using mechanical broom & is
prepared to uniform grade. Prime coat may be used & tack coat are applied over base.
Preparation of mix is same as BM as discussed earlier.
b. Spreading – It is spread by self-propelled paver for spreading, tamping & finishing the mix to
desired grade, lines. In restricted areas & narrow widths, manual laying of mix or mechanical
paver are used.
Temperature is 120o – 160oC at the time of laying.

c. Rolling –
1.It is compacted initially by smooth wheeled roller, intermediate rolling by vibratory roller or
pneumatic roller & finishing rolling is done by tandem roller.
2.The rollers shall not be allowed to stand on pavement which has not been full compacted &
temperature is more than 70oC.
3.The wheels of roller shall be kept moist to prevent adhesion.
4.Rolling with start from edge to centre line of pavement, both directions.
5.Each pass of roller shall overlap one by half the width of rear wheel.
6.Rolling shall be continued till the density achieved is atleast 98%.
7.It is completed in all respects before the temp of mix falls below 100oC.
d. Opening to traffic –
1.Traffic may be allowed after completion of the final rolling is done.
2.DBM is provided with proper wearing course before opening to normal traffic or rain.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Bituminous Concrete –
I Specification of Materials –
1) Bitumen – Same as DBM
Bitumen, Fine aggregates, Filler, Coarse aggregate are all same as DBM but Grading changes.

Mix Design –
1) Marshall Stability 820Kg (Min)
2) Marshall Flow 2 – 4
3) Air voids 3 – 5
4) VMA 11 – 13%
5) VFB 65 – 75

6) Binder Content Min 45

7) Water Sensitivity Min 75%
8) Swell Test 1.5% Max
II. Construction Operations –
1.Preparation of Base – The base on which bituminous concrete is to be laid shall be prepared,
shaped & conditioned to the specified levels, grade and crossfall (Camber).

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

2.The surface shall be thoroughly swept clean free from dust and other matter using mechanical
broom and dust removed by mechanical means or blown off by compressed air. In portions
where mechanical means cannot reach, other approved method is used.
3.Applying tack coat, preparation of mix, spreading, rolling are same as DBM layer as we have
discussed earlier.
4.Opening to Traffic – Traffic may be allowed immediately after completion of final rolling
when the mix has cooled down to surrounding temperature.
Semi Dense Bituminous Concrete –
I. Specification of Materials –
a) Bitumen – Same as BM (30/40 to 80/100) grade materials are almost same as BM &
DGBM course layers which we have discussed earlier.
b) Coarse aggregates, fine aggregates, filler same specification as dense grade bituminous
macadam.
c) Mix Design
1) Marshall Stability 820Kg
2) Marshall flow 2 – 4
3) # air voids in mix 3 – 5
4) VMA 13 – 15
5) VFB 65 – 75
6) Binder Content 44%

d) Grading –

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

II. Construction Operation –

Construction is similar to Dense BM as discussed earlier.
a) Preparation of Base – The base on which SDBC is to be laid shall be prepared, shaped &
conditioned to the specified lines, grades and cross sections. Tack Coat, prepration of mix,
rolling is same as DBM.
Opening to traffic – Traffic may be allowed after completion of final rolling when the mix has
cooled down to surrounding temperature.
Seal Coat
a) Scope – This work shall consist of application of seal coat for sealing the voids in bituminous
surface.
b) Specification of Materials –
1.Binder – Suitable grade appropriate to region, traffic, rain fall & other environmental
conditions.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

2.Stone chippings for type (A) & type (B) seal coat – It should consists of angular fragments of
clean, hard, durable, tough and free from dust, soft or flaky elongated material, organic matter. It
should be 6.7mm size and 0.18mm size respectively.
c) Purpose – a) To seal the surfacing against the ingress of water. b) To develop skid
resistance texture. c) To enliven an existing dry or weathered bituminous surface.
Surface Dressing –
a) Scope – This work shall consists of the application of one coat or 2 coats of surface dressing,
each coat consisting of a layer of bituminous binder sprayed on base followed by cover of
chippings rolled to form wearing course.
b) Specification of Materials -
Binder – It should be of suitable grade appropriate to region, traffic, rainfall.
Stone Chipping – The stone polishing value should not be less than 55 & water absorption
restricted to 1%.
Quantities of Materials – For single coat or the first coat of 2 coat surface dressing, 13.2mm size
where it passes 100% 22.4mm & retained on 11.2mm IS Sieve. For second coat, 11.2mm passing
100% 13.2mm Sieve & retained on 5.6mm Sieve.
c) Purpose –
1.To serve as a thin wearing course of pavement & to protect the base course.
2.To water proof the pavement surface and to prevent infiltration of water.
3.To provide dust – free pavement surface in dry weather & mud – free pavement in wet
weather.
Mastic Asphalt –
It is a mixture of bitumen, fine aggregates & filler in suitable proportions which yields a void
less & impermeable mass. Though the ingredients in mastic asphalt when cooled results in hard,
stable & durable layer suitable to withstand heavy traffic. This material also can absorb
vibrations and has a property of self – healing of cracks without bleeding. It is suitable surfacing
materials for bridge deck slap. The filler, bitumen binder & aggregate are taken in suitable
proportion & to make the mix.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

1.Explain the material specification, construction method and quality control checks
for wet mix macadam.
2. Discuss the materials required and construction steps for the construction of bituminous
concrete pavement.
3. Write a brief note on the construction of dense bituminous macadam pavement.

4. What are the different types of the flexible pavement layers? Mention their importance.
5. What are the functions of prime coat, tack coat and seal coat in bituminous construction?
Mention material specification of each.
6. Discuss the materials required and construction steps for the construction of bituminous
concrete pavement.
7. Explain the suitability of i) WBM pavement ii) Bituminous bound macadam
iii) Bituminous concrete pavement

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Module-5
CEMENT CONCRETE PAVEMENTS
Specifications and method of cement concrete pavement construction (PQC Importance of
providing DLC as sub-base and polythene thin layer between PQC and sub-base); Quality
control tests; Construction of various types of joints.

The rigid characteristic of the pavement are associated with rigidity or flexural strength or slab
action so the load is distributed over a wide area of subgrade soil. Rigid pavement is laid in slabs
with steel reinforcement.

1.The rigid pavements are made of cement concrete either plan, reinforced or prestressed
concrete.

2.Critical condition of stress in the rigid pavement is the maximum flexural stress occurring in
the slab due to wheel load and the temperature changes.

3.Rigid pavement is designed and analyzed by using the elastic theory.

Advantages of Rigid Pavement

1. Rigid lasts much, much longer i.e 30+ years compared to 5-10 years of flexible
pavements.
2. In the long run it is about half the cost to install and maintain. But the initial costs are
somewhat high.
3. Rigid pavement has the ability to bridge small imperfections in the subgrade.
4. Less Maintenance cost and Continuous Traffic and Flow.
5. High efficiency in terms of functionality

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Comparison of Flexible and Rigid Pavement

Flexible Pavements Rigid Pavements

1. Deformation in the sub grade is
transferred to the upper layers
1. Deformation in the subgrade is not
2. Design is based on load distributing
transferred to subsequent layers
characteristics of the component layers
2. Design is based on flexural strength or slab
3. Have low flexural strength
action
4. Load is transferred by grain to grain
3. Have high flexural strength
contact
4. No such phenomenon of grain to grain load
5. Have low completion cost but repairing
transfer exists
cost is high
5. Have low repairing cost but completion
6. Have low life span (High Maintenance
cost is high
Cost)
6. Life span is more as compare to flexible
7. Surfacing cannot be laid directly on the
(Low Maintenance Cost)
sub grade but a sub base is needed
7. Surfacing can be directly laid on the sub
8. No thermal stresses are induced as the
grade
pavement have the ability to contract and
8. Thermal stresses are more vulnerable to be
expand freely
induced as the ability to contract and
9. Thats why expansion joints are not
expand is very less in concrete
needed
9. Thats why expansion joints are needed
10. Strength of the road is highly dependent
10. Strength of the road is less dependent on
on the strength of the sub grade
the strength of the sub grade
11. Rolling of the surfacing is needed
11. Rolling of the surfacing in not needed
12. Road can be used for traffic within 24
12. Road cannot be used until 14 days of
hours
curing
13. Force of friction is less Deformation in
13. Force of friction is high
the sub grade is not transferred to the
14. No Damage by Oils and Greases
upper layers.
14. Damaged by Oils and Certain Chemicals

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

COMPOSITION AND STRUCTURE OF RIGID PAVEMENT

Rigid pavements normally use Portland cement concrete as the prime structural
element. Depending on conditions, engineers may design the pavement slab with
plain, lightly reinforced, continuously reinforced, prestressed, or fibrous concrete.
The concrete slab usually lies on a compacted granular or treated subbase, which is
supported, in turn, by a compacted subgrade. The subbase provides uniform stable
support and may provide subsurface drainage. The concrete slab has considerable
flexural strength and spreads the applied loads over a large area. Figure 1
illustrates a typical rigid pavement structure. Rigid pavements have a high degree
of rigidity. Figure 2 show how this rigidity and the resulting beam action enable
rigid pavements to distribute loads over large areas of the subgrade. Better
pavement performance requires that support for the concrete slab be uniform.
Rigid pavement strength is most economically built into the concrete slab itself
with optimum use of low-cost materials under the slab.

Fig 1: Typical rigid pavement structure

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Fig 2: Transfer of wheel load to foundation in rigid pavement structure

a) Concrete Slab (Surface Layer). The concrete slab provides structural support to the aircraft,
provides a skid-resistant surface, and prevents the infiltration of excess surface water into the
subbase.

b) Subbase. The subbase provides uniform stable support for the pavement slab. The subbase
also serves to control frost action, provide subsurface drainage, control swelling of subgrade
soils, provide a stable construction platform for rigid pavement construction, and prevent mud
pumping of fine-grained soils. Rigid pavements generally require a minimum subbase thickness
of 4 inches (100 mm).

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

c) Stabilized Subbase. All new rigid pavements designed to accommodate aircraft weighing
100,000 pounds (45,000 kg) or more must have a stabilized subbase. The structural benefit
imparted to a pavement section by a stabilized subbase is reflected in the modulus of subgrade
reaction assigned to the foundation.

d) Frost Protection Layer. In areas where freezing temperatures occur and where frost-
susceptible soil with a high ground water table exists, engineers must consider frost action when
designing pavements. Frost action includes both frost heave and loss of subgrade support during
the frost-melt period. Frost heave may cause a portion of the pavement to rise because of the
nonuniform formation of ice crystals in a frost-susceptible material (see Figure 3). Thawing of
the frozen soil and ice crystals may cause pavement damage under loads. The frost protection
layer functions as a barrier against frost action and frost penetration into the lower frost-
susceptible layers.

Fig 3: Formation of ice crystals in frost-susceptible soil

e) Subgrade. The subgrade is the compacted soil layer that forms the foundation of the
pavement system. Subgrade soils are subjected to lower stresses than the surface and subbase
courses. These stresses decrease with depth, and the controlling subgrade stress is usually at the
top of the subgrade unless unusual conditions exist. Unusual conditions, such as a layered
subgrade or sharply varying water content or densities, may change the locations of the
controlling stress. The soils investigation should check for these conditions. The pavement above

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

the subgrade must be capable of reducing stresses imposed on the subgrade to values that are low
enough to prevent excessive distortion or displacement of the subgrade soil layer.

Since subgrade soils vary considerably, the interrelationship of texture, density, moisture
content, and strength of subgrade material is complex. The ability of a particular soil to resist
shear and deformation will vary with its density and moisture content. In this regard, the soil
profile of the subgrade requires careful examination. The soil profile is the vertical arrangement
of layers of soils, each of which may possess different properties and conditions.

Soil conditions are related to the ground water level, presence of water-bearing strata, and the
properties of the soil, including soil density, particle size, moisture content, and frost penetration.
Since the subgrade soil supports the pavement and the loads imposed on the pavement surface, it
is critical to examine soil conditions to determine their effect on grading and paving operations
and the need for underdrains.

JOINTS IN RIGID PAVEMENT

Provisions of joints are necessitated due to:

1) Expansion, contraction and warping of concrete slabs resulting from temperature and moisture
changes;

2) Facilitate a break in the construction at the end of day’s work or for any unexpected
interruption to work progress; and

3) Construction of pavements in lanes of convenient width.

Joints are the discontinuities in the concrete pavement slab, and help to release stresses due to
temperature variation, subgrade moisture variation, shrinkage of concrete etc.

There are various types of joints in concrete pavement, e.g. contraction joint, construction joint,
expansion joint and warping joint. The functions of these joints are as follows:

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Contraction joint: Contraction joints are provided along the transverse direction to take care of
the contraction of concrete slab due to its natural shrinkage.

Construction joint: Construction joints are provided whenever the construction work stops
temporarily. The joint direction could be either along the transverse or longitudinal direction.

Expansion joint: Expansion joints are provided along the transverse direction to allow movement
(expansion/ contraction) of the concrete slab due to temperature and subgrade moisture variation.

Warping joint: Warping joints are provided along the longitudinal direction to prevent warping
of the concrete slab due to temperature and subgrade moisture variation.

Quality Requirements for Joint Construction

1) All foreign material in the joints should be removed first. The manual cleaning of the joints is
done with a raker followed by coir brushing. The fine particles are removed with the help of air
compressor. After the joints have been cleaned, primer is used.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

The primer has very low viscosity and penetrates in the pores of the concrete. This is followed by
joint filler and finally sealing compound is used. The primer used earlier helps to improve bond
between sealing compound and concrete

2) The joints should be sealed flush with the adjacent pavement surface on either side in summer
and should be filled to a depth of 3-4 mm below the surface in winter so that they may become
flush on expanding during hot weather.

3) Dowel bars are required for the transverse joints to

 Transfer part load across the adjacent slab

 Stresses becoming critical
 Assist in the event of loss of sub grade support at the location of joint

4) Dowel bars are generally mild steel round bars embedded and bonded into concrete on one
side of the joint and the other half length deliberately prevented from bonding with concrete on
that side. A recess is provided at the sliding end for free movement of slab when used in the
expansion joints.

5) The dowel bar should be supported on cradles/dowel chairs in pre-fabricated joint assemblies
positioned prior to the construction of the slabs or mechanically inserted with vibration into the
plastic concrete by method which ensures correct placement of the bars besides full re-
compaction of the concrete around the dowel bars.

6) Dowel bars should be positioned at mid depth of the slab, and centered equally about intended
lines of the joint. They should be aligned parallel to the finished surface of the slab and to the
center line of the carriageway and to each other.

7) Dowel bars should be covered by a thin plastic sheath for at least two-thirds of the length from
one end for dowel bars in contraction joints or half the length plus 50 mm for expansion joints.
The sheath shall be tough, durable and of and average thickness not greater than 1.25 mm. The
sheathed bar shall comply with the specified pullout tests.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Expansion Joints

8) For expansion joints, a closely fitting cap 100 mm long consisting of waterproofed cardboard
or an approved synthetic material, like, PVC or GI pipe should be placed over the sheathed end
of each dowel bar. An expansion space at least equal in length to the thickness of the joint filler
board should be formed between the end of the cap and the end of the dowel bar by using
compressible sponge to block the entry of cement slurry between dowel and cap. It may be taped.

9) Tie bars are provided to prevent adjacent slabs from separating, particularly on curves or at
fills. The tie bars are not meant to add structural capacity of the slabs and are designed to
withstand only tensile stresses.

10) Tie bars in longitudinal joints should be deformed steel bars of strength 415 Mpa complying
with IS: 1786.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

11) Tie bars projecting across the longitudinal joint shall be protected from corrosion for 75 mm
on each side of the joint by a protective coating of bituminous paint.

12) Tie bars in longitudinal joints shall be made up into rigid assembles with adequate supports
and fixings to remain firmly in position during the construction of the slab. Alternatively, tie bars
at longitudinal joints may be mechanically or manually inserted into the plastic concrete from
above by vibration using a method which ensures correct placement of the bars and re-
compaction of the concrete around the tie bars.

13) Tie bars shall be positioned to remain within the middle third of the slab depth approximately
parallel to the surface and perpendicular to the line of joint with a minimum cover of 30 mm
below the joint groove.

Specification of Materials
For concrete slabs cement, coarse aggregates, fine aggregates and water are required. If
reinforcement is provided, steel wire fabric are used & for construction of joints, joint filler &
sealer are used.
1. Cement – Ordinary Portland cement is used. In case of urgency rapid hardening cement is
used.
2. Coarse Aggregates – The max size should not exceed 1/4th slab thickness. The gradation
may range from 50 – 4.75 or 40 – 4.75. The aggregates should be free from iron, purities,
cola, mica, clay, alkali, etc., For Physical properties desire limits are –
a) Aggregate Crushing Value : 30% Max
b) Aggregate Impact Value : 30% Max
c) Los Angeles abrasion Value : 30% Max
d) Soundness for sodium sulphate : 12% Max
3. Fine aggregates – Natural sands, crushed stones etc., are used.
4. Proportioning of Concrete – It is proportioned so as to obtain a minimum modulus of
rupture of 40Kg/cm2 on field or to develop minimum compressive strength of 280 Kg/cm2 at 28
days.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Construction method

a) Preparation of subgrade and sub base –

1.No soft pots are present in subgrade or sub base.

2.It should extent at least 30cm on either side of width to be connected.

3.Subgrade is properly drained; minimum modulus of subgrade reaction is 5.54Kg/Cm2.

4.The layers should be kept moist when cement concrete is placed.

5.Water proof paper may also be used when CC is laid directly.

b) Placing of Forms –

1.The steel or wooden forms are used.

2.The steel forms are M.S. Channel sections and their depts. Is equal to thickness of pavement
and length atleast 3m except on curves < 45m radius.
3.Wooden forms are dressed on side, these have minimum base width of 100n for slab thickness
or 20cm.
4.The forms are jointed neatly and are set with exactness to the required grade and alignment.
c) Batching of Material & Mixing –
1.The proportioned mixture is placed into holper in weigh batching plant.
2.All batching of material is done on the basis of one or more whole bags of cement, wt of one
bag is 50 kg or unit wt of cement is taken as 1440Kg/m3.
3.The mixing of concrete is done in batch mixer. So that uniform distribution, uniform is color
and homogenous mix is obtained.
4.The batch of cement, fine aggregate and coarse aggregate is led together into the
mixer. Water for mixing is introduced into the drum within fifteen seconds of mixing.
d) Transportation & Placing of Concrete –
1.The cement concrete is mixed in quantities required for immediate use.
2.It should be seen that no segregation of materials results while transporting.
3.Spreading is done uniformly; certain amount of redistribution is done with shovels.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

e) Compaction & Finishing –

1.The surface of pavement is compacted either by means of power driven finishing machine or
by vibrating hand screed.
2.Areas where width of slab is small, hand consolidation and finishing is adopted.
3.The concrete is further compacted by longitudinal float. It is help parallel to carriage way and
passed gradually from one site to other.
4.The slab surface is tested for its grade and level with straight edge.
5.Just before the concrete becomes hard, the surface is belted with two ply canvas belt.
6.Broom finish is given with fibre broom brush and it is done perpendicular to centerline of
pavement.
7.Before concrete develop initial set, the edges of slab are carefully finished with an edging tool.
f) Curing of cement concrete –
1.Initial curing – The surface of pavement is entirely covered with burlap cotton or jute mats
prior to placing it is saturated with water and wet side is placed on pavement.
2.Final curing – Curing with wet soil exposed edges of slabs are banked with soil berm. A
blanket of sandy soil free from stones is placed. The soils is thoroughly kept saturated with water
for 14 days.
In impervious membrane method, use of impervious membrane which does not impart a slippery
surface to the pavement is used. Liquid is applied under pressure with a spray nozzle to cover the
entire surface with a uniform film. It hardness within 30 minutes after its application. The liquid
applied immediately after surface finishing. When the concrete attains the required strength or
after 28days of curing the concrete road is opened to traffic.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

Quality Control Tests:

A) Quality control tests for materials used –

B) Quality control tests for levels, alignment and texture –

Difference between Tie bars and Dowel bars in concrete carriageway:

Tie bars are deformed rebars or connectors used for holding faces of rigid slabs in contact to
maintain aggregate interlock. Tie bars are not load transferring device. For instance, tie bars are
used in longitudinal joints in concrete pavement.

Dowel bars are smooth round bars which mainly serve as load transfer device across concrete
joints. They are placed across transverse joints of concrete pavement to allow movement to take
place. Where movement is purposely designed for longitudinal joints, dowel bars can be adopted.

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PAVEMENT MATERIALS AND CONSTRUCTION 10CV763

1. Mention the specifications and method of cement concrete pavement construction.

2. Compare flexible and rigid pavements.
3. List the quality checks on cement concrete pavement, carried out both laboratory and on the
field.
4. Explain the various types of joints used in cement concrete road. Why are they provided?
5. Explain the necessity of providing i) Explain joint ii) Longitudinal joint.

TEXT BOOKS:

1. Highway Engineering- Khanna, S.K., and Justo, C.E.G., : Nem Chand and Bros. Roorkee

2. Construction Equipment and its Management- Sharma, S.C. : Khanna Publishers.

3. Hot Mix Asphalt Materials, Mixture Design and Construction- Freddy L. Roberts, Kandhal,
P.S. : University of Texas Austin, Texas. NAPA Education Foundation Lanham, Maryland.

REFERENCES BOOKS:

1. RRL, DSIR, ‘Bituminous Materials in Road Construction’, HMSO Publication.

2. RRL, DSIR, ‘Soil Mechanics for Road Engineers’, HMSO Publication.

3. Relevant IRC codes and MoRT & H specifications.

Vinod.B.R, Asst.Professor Department of Civil Engg,BMSIT&M, Bangalore Page 167