CONSTRUCTION OF FLEXIBLE PAVEMENT

SUBMITTED TO
NOIDA INSTITUTE OF ENGINERING & TECHNOLOGY
GREATER NOIDA

PROJECT REPORT
SUBMITTED BY
PRIYA AGARWAL
1213300121

Under the supervision of

Er. S.K MITTAL
(CIVIL ENGINEERING DEPARTMENT)

DECLARATION

I, PRIYA AGARWAL, STUDENT OF BACHELOR OF ENGINEERING, CIVIL

ENGINEERING, NIET GREATER NOIDA, HEREBY DECLARE THAT THE WORK
PRESENTED IN THIS THESIS IS OUTCOME OF OUR OWN WORK, IS BONAFIDE,
CORRECT TO THE BEST OF OUR KNOWLEDGE.
THIS WORK HAS BEEN CARRIED OUT TAKING CARE OF ENGINEERING ETHICS
AND KEEPING INDIAN IP LAWS INTO CONSIDERATIONS.

DATE

NAME:

22/08/2015

PRIYA AGARWAL
1213300121
CE (4th year)

TABLE OF CONTENTS
ACKNOWLEDGEMETS .......................................................................................................... 1
ABSTRACT............................................................................................................................... 2
LIST OF FIGURES ................................................................................................................... 3
LIST OF TABLES ..................................................................................................................... 4
ABBREVIATIONS ................................................................................................................... 5
PUBLIC WORKS DEPARTMENT: OVERVIEW................................................................... 6
1. INTRODUCTION ................................................................................................................. 7
WHAT IS ROAD OR PAVEMENT?.................................................................................... 9
TYPES OF PAVEMENTS .................................................................................................... 9
COMPOSITION AND STRUCTURE OF FLEXIBLE PAVEMENT ............................... 11
2. ASPHALTIC CONCRETE CONSTITUENT MATERIALS ............................................. 13
MINERALS USED .............................................................................................................. 13
AGGREGATE ..................................................................................................................... 14
INCIDENTAL MATERIALS ............................................................................................. 16
PROPORTIONING ............................................................................................................. 17
3. CONSTRUCTION METHODS .......................................................................................... 18
BASE PREPARATION ....................................................................................................... 18
PLACING ASPHALTIC CONCRETE PAVING MIXTURE ............................................ 19
4. SUPPLY OF ASPHALTIC CONCRETE PAVING MIX................................................... 20
MIXING PLANT ................................................................................................................. 20
BATCH MIX AND CONTINUOUS MIX PLANT OPERATIONS .................................. 20
DRUM MIX PLANT OPERATIONS ................................................................................. 21
TRANSPORTATION OF ASPHALTIC CONCRETE PAVING MIX .............................. 21
5. EXECUTION OF JOINTS .................................................................................................. 22
TRANSVERSE JOINTS ..................................................................................................... 22
LONGITUDINAL JOINTS ................................................................................................. 23
6. COMPACTION OF ASPHALTIC CONCRETE PAVING MIXTURE............................. 24
STATIC ROLLING ............................................................................................................. 24
VIBRATORY ROLLING.................................................................................................... 25
7. PROTECTION OF THE CONCRETE PAVEMENT ......................................................... 26
8. SPECIAL MEASURES ....................................................................................................... 27
9. OPENING TO TRAFFIC .................................................................................................... 28
ii

10. COST ANALYSIS OF FLEXIBLE PAVEMENTS.......................................................... 29

CONCLUSION ........................................................................................................................ 32
BIBLIOGRAPHY .................................................................................................................... 33

iii

ACKNOWLEDGEMETS

It is my privilege to complete the project work under the able guidance of Er. S.K Mittal,
Civil Engineering Department who provided the primary and valuable incentives in carrying
out the work.
I would also like to express our heartfelt thanks and gratitude to DR. N.R Chandak (H.O.D.
of Civil Engineering Department) for sparing their valuable time to encourage and help in
suggesting valuable ideas whenever required.
We are deeply thankful to our families and friends who are constant source of inspiration and
moral support.
Above all we are grateful to the Almighty God for the opportunities with which the blessed
us.

ABSTRACT
Institutional Strengthening Action Plan (ISAP) Formation of Road Safety wing in PWDOrders issued.
Various activities of institutional strengthening for PWD as part of ISAP have been taken up
and are in progress. The Road Safety Action Plan is also a component of ISAP. As part of
implementation, a suitable Road Safety wing has to be formed in PWD to bring effective and
visible improvement of road safety.
Chief Engineer (R&B and IT) has suggested launching a Road Safety Enforcement Unit. He
has recommended the following organizational structure for the Road Safety Enforcement
Unit.
i) An Assistant Executive Engineer as Road Safety Officer in the Division office under direct
control of Executive Engineer (Roads) who is the Highway Authority of that District.
ii) An Assistant Engineer to be the Road Safety Engineer of the district.
The duties and responsibilities of the Road Safety Unit would be as follows:
i) to consider and approve/deny approval for road cuttings for utilities and to fix condition
such as time of work, period of work, setting up of safety installations and related safety
aspects.
ii) to take immediate action to rectify any damage to the carriageway, which may affect road
safety, such as improperly restored road cutting for utilities
iii) to carryout by specifying time-limit action for eviction of encroachments removal of
materials from the road/road side.

LIST OF FIGURES

1.1 Typical flexible pavement structure

2.1 standard specification for mineral filler for bituminous paving mixture

LIST OF TABLES

1.1 The road network in country is as under

2.1 grade asphalt cement shall conform to requirements specified
2.2 standard specification for highway and construction, current edition for fine aggregrates
2.3 standard specification for highway and construction, current edition for coarse aggregates
2.4 master limits of job mix for several grades
2.5 sand and water contents per cubic m of concrete for grades upto M35
6.1 Base coarse material and subbase shall be compacted to modified maximum dry density
10.1 cost analysis

ABBREVIATIONS

AE : Assistant Engineer
CBR : California Bearing Ratio
CD : Cross drainage
EE : Executive Engineer
g : Gram:
kg : Kilogram
km : Kilometre
KN : Kilo Newton
l : Litre
m : Metre
ml : Millilitre
mm : Millimetre
MORTH : Ministry of Road Transport & Highway
MPa : Mega Pascal
NRRDA : National Rural Roads Development Agency
OMC : Optimum Moisture Content
PMB : Polymer Modified Bitumen RS : Rapid Setting
sqm : Square metre
WBM : Water Bound Macadam
WMM : Wet Mix Macadam

PUBLIC WORKS DEPARTMENT: OVERVIEW

The Government of

Uttar Pradesh (GOUP), Public Works Department (PWD), is

implementing Uttar Pradesh State Road Project (UPSRP) with loan assistance from the World
Bank. In order to aid in the implementation of this project, PWD initiated a Technical
Assistance project for the implementation of reforms in the road sector as part of the effort on
Institutional Development and Strengthening (IDS) Services, in order to transform itself
into an agency equipped to meet present and future challenges. Towards this goal, both the
GoUP and the World Bank endorsed IDSP which is currently under implementation. Part of
this mandate includes the establishment of a dedicated PWD Road Safety, Planning and
Engineering Unit at headquarters which has already been endorsed by IDSP. This draft report
undertakes a review of the establishment of a Safety Planning and Engineering Unit.
The Public works Department has highly qualified and experienced professionals forming a
multi-disciplinary team of civil, electrical and mechanical engineers who work alongside
architects from the Department of Architecture. As a sister organization falling under the
administrative control of the Ministry of Public Works department, the latter works well with
the PWD in providing service to the nation. With its strong base of standards and
professionalism developed over the years, the PWD is the repository of expertise and hence
the first choices among discerning clients for any type of construction project in Bangladesh.
It is recognized as a leader and pacesetter in the construction industry because of its
consistently superior performances

1. INTRODUCTION
Development of a country depends on the connectivity of various places with adequate road
network. Roads are the major channel of transportation for carrying goods and passengers.
They play a significant role in improving the socio-economic standards of a region. Roads
constitute the most important mode of communication in areas where railways have not
developed much and form the basic infra-structure for the development and economic growth
of the country. The benefits from the investment in road sector are indirect, long-term and not
immediately visible. Roads are important assets for any nation. However, merely creating
these assets is not enough, it has to be planned carefully and a pavement which is not
designed properly deteriorates fast. India is a large country having huge resource of materials.
If these local materials are used properly, the cost of construction can be reduced. There are
various type of pavements which differ in their suitability in different environments. Each
type of pavement has its own merits and demerits. Despite a large number of seminars and
conference, still in India, 98% roads are having flexible pavements. A lot of research has been
made on use of Waste materials but the role of these materials is still limited. So there is need
to take a holistic approach and mark the areas where these are most suitable.
India has one of the largest road networks in the world (over 3 million km at present).For the
purpose of management and administration, roads in India are divided into the following five
categories:

National Highways (NH)

State Highways (SH)

Major District Roads (MDR)

Other District Roads (ODR)

Village Roads (VR)

The National Highways are intended to facilitate medium and long distance inter-city
passenger and freight traffic across the country.
The State Highways are supposed to carry the traffic along major centres within the State.
Other District Roads and Village Roads provide villages accessibility to meet their social
needs as also the means to transport agriculture produce from village to nearby markets.
7

Major District Roads provide the secondary function of linkage between main roads and rural
roads.
Point of view geographic and population of the state is the nation's largest state. State
Industrial, economic and social development of the state and the population of each village is
absolutely necessary to re-connect to the main roads. In addition to state important national
roads, state roads and district roads and their proper broad be made to improve the quality of
traffic point of view is of particular importance.

Successful operation of various schemes for the Public Works Department engineers and
supervisory boards in different districts of the engineers office has been settled. Activities by
planning, execution, and quality control etc. remove impediments find joy in relation to the
supervision over the activities are focused. Various schemes operated by the Department of
the Office of the Regional Chief Engineers and Chief Engineers office.

WHAT IS ROAD OR PAVEMENT?

Pavement or Road is an open, generally public way for the passage of vehicles, people, and
animals.
Pavement is finished with a hard smooth surface. It helped make them durable and able to
withstand traffic and the environment. They have a life span of between 20 30 years.
Road pavements deteriorate over time due to- impact of traffic, particularly heavy vehicles.
Environmental factors such as weather, pollution..

FUNCTIONS

One of the primary functions is load distribution. It can be characterized by the tire
loads, tire configurations, repetition of loads, and distribution of traffic across the
pavement, and vehicle speed.

Pavement material and geometric design can affect quick and efficient drainage.
These eliminating moisture problems such as mud and pounding (puddles). Drainage
system consists of:
o Surface drainage: Removing all water present on the pavement surface,
sloping, cambers and kerbs.
o Subsurface drainage: Removing water that seep into or is contained in the
underlying sub-grade.

TYPES OF PAVEMENTS
There are various types of pavements depending upon the materials used; a briefs description
of all types is given here-

FLEXIBLE PAVEMENTS
Bitumen has been widely used in the construction of flexible pavements for a long time. This
is the most convenient and simple type of construction. The cost of construction of single
lane bituminous pavement varies from 20 to 30 lakhs per km in plain areas. In some
9

applications, however, the performance of conventional bitumen may not be considered

satisfactory because of the following reasons
In summer season, due to high temperature, bitumen becomes soft resulting in
bleeding, rutting and segregation finally leading to failure of pavement.
In winter season, due to low temperature, the bitumen becomes brittle resulting in
cracking, gravelling and unevenness which makes the pavement unsuitable for use.
In rainy season, water enters the pavement resulting into pot holes and sometimes
total removal of bituminous layer.
In hilly areas, due to sub-zero temperature, the freeze thaw and heave cycle takes
place. Due to freezing and melting of ice in bituminous voids, volume expansion and
contraction occur. This leads to pavements failure.
The cost of bitumen has been rising continuously. In near future, there will be scarcity
of bitumen and it will be impossible to procure bitumen at very high costs.
RIGID PAVEMENTS
Rigid pavements, though costly in initial investment, are cheap in long run because of low
maintenance costs. There are various merits in the use of Rigid pavements (Concrete
pavements) are summarized below:
Bitumen is derived from petroleum crude, which is in short supply globally and the
price of which has been rising steeply. India imports nearly 70% of the petroleum
crude. The demand for bitumen in the coming years is likely to grow steeply, far
outstripping the availability. Hence it will be in India's interest to explore alternative
binders. Cement is available in sufficient quantity in India, and its availability in the
future is also assured. Thus cement concrete roads should be the obvious choice in
future road programmes.
Besides the easy available of cement, concrete roads have a long life and are
practically maintenance-free.
Another major advantage of concrete roads is the savings in fuel by commercial
vehicles to an extent of 14-20%. The fuel savings themselves can support a large
programme of concreting.
Reduction in the cost of concrete pavements can be brought about by developing
semi-self-compacting concrete techniques and the use of closely spaced thin joints.
R&D efforts should be initiated in this area.
10

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 layers 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 or people; resists the stresses caused by aircraft loads; and supplies a skidresistant 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.
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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.

Fig 1: Typical flexible pavement structure

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2. ASPHALTIC CONCRETE CONSTITUENT MATERIALS

MINERALS USED
Concrete is widely used in domestic, commercial, recreational, rural and educational
construction. Communities around the world rely on concrete as a safe, strong and simple
building material.
It is used in all types of construction; from domestic work to multi-storey office blocks and
shopping complexes.Despite the common usage of concrete, few people are aware of the
considerations involved in designing strong, durable, high quality concrete.
There are mainly three materials used primarily

Cement

Sand

Aggregate

Fig.2.1 Standard Specification for Mineral Filler for Bituminous Paving Mixtures.

13

CEMENT
Cement is a binder, a substance that sets and hardens independently, and can bind other
materials together
The word "cement" traces to the Romans, who used the term caementicium to describe
masonry resembling modern concrete that was made from crushed rock with burnt lime as
binder. The volcanic ash and pulverized brick additives that were added to the burnt lime to
obtain a hydraulic binder were later referred to as cementum, cimentum, cement, and cement.
Asphalt Cement
The asphalt cement shall be prepared by the refining of petroleum, it shall be uniform in
character and shall not foam when heated to 175oC.
150 - 200(A) Grade asphalt cement shall conform to the requirements specified in the following table
Test Characteristics

A.S.T.M. TEST Methods

150-200 (A)

Kinematic Viscosity, 135C,

mm2 /s
Penetration, 25C, 100 g, 5 s in
dmm
Flash Point, Cleveland Open
Cup, min. C.
Solubility in Trichloroethylene,
min. %
Tests on Residue from ThinFilm Oven Test:
Ratio of Absolute Viscosity of
Residue from Thin-Film Oven
Test to Original Absolute
Viscosity, max.
Ductility, 25C, 5 cm/min., min.,
cm
15.56C, 5 cm/min., min., cm

D2171
D5
D92
D2042
D1754
D2171
D113

The viscosity and penetration

values must fall within the area
bounded by A to B to C to D to
A, plotted as straight lines on a
full logarithmic plot (log-log) as
shown on Fig. CW 3410.1-R5,
with the co-ordinates of the
points as follows:
Point Abs. Visc. Pen.
A 360 150
B 255 150
C 205 200
D 285 200
205
99.5
4.0
100
--

SAND
Sand is a naturally occurring granular material composed of finely divided rock and mineral
particles. The composition of sand is highly variable, depending on the local rock sources and
conditions, but the most common constituent of sand in inland continental settings and nontropical coastal settings is silica (silicon dioxide, or SiO2), usually in the form of quartz.

AGGREGATE
Aggregates are inert granular materials such as sand, gravel, or crushed stone that, along with
water and Portland cement, are an essential ingredient in concrete. For a good concrete mix,
14

aggregates need to be clean, hard, strong particles free of absorbed chemicals or coatings of
clay and other fine materials that could cause the deterioration of concrete. Aggregates,
which account for 60 to 75 percent of the total volume of concrete, are divided into two
distinct categories-fine and coarse. Fine aggregates generally consist of natural sand or
crushed stone with most particles passing through a 3/8-inch (9.5-mm) sieve. Coarse
aggregates are any particles greater than 0.19 inch (4.75 mm), but generally range between
3/8 and 1.5 inches (9.5 mm to 37.5 mm) in diameter.
Although some variation in aggregate properties is expected, characteristics that are
considered when selecting aggregate include:

grading

durability

particle shape and surface texture

abrasion and skid resistance

unit weights and voids

absorption and surface moisture

Grading refers to the determination of the particle-size distribution for aggregate. Grading
limits and maximum aggregate size are specified because grading and size affect the amount
of aggregate used as well as cement and water requirements, workability.
FINE AGGREGATE:
Fine aggregate shall consist of sand, or sand stone with similar characteristics, or
combination thereof. It shall meet requirements of the State Department of Transportation of
Uttar Pradesh.
Table 2.1 Std Specifications for Highway & Structure Construction, current edition.

15

COARSE AGGREGATE:
Coarse aggregate shall consist of clean, hard, durable gravel, crushed gravel, crushed
boulders, or crushed stone. It shall meet the requirements of the State Department of
Transportation of Uttar Pradesh.

Table 2.2 Standard Specifications for Highway and Structure Construction, current
edition

INCIDENTAL MATERIALS

Prime Coat
Prime coat shall consist of either an emulsified or cutback asphalt. Selection shall be based
upon existing field conditions and shall be subject to the approval of the Contract
Administrator. Method of application shall conform to manufacturer's recommendations.
Tack Coat
Tack coat shall consist of either an emulsified or cutback asphalt. Selection shall be based
upon existing field conditions and shall be subject to the approval of the Contract
Administrator. Method of application shall conform to manufacturer's recommendations.
Miscellaneous Materials
Miscellaneous materials shall be of the type specified on the Drawings or approved by the
Contract Administrator.
Reclaimed Asphalt Pavement
The reclaimed asphalt pavement (RAP) shall be processed hot mix asphaltic concrete
material recovered from planing or full depth removal.
16

PROPORTIONING
The following table sets forth the master limits of the job mix for the several grades of
concrete, and designates the quantities of materials and relative proportions for each grade of
concrete. For Air-Entrained High-Early-Strength Concrete, as required or permitted when
High-Early-Strength Cement is used, the proportions shall be as given in the table.
The quantities of aggregates set forth in the tabulations are for oven dry materials having a
bulk specific gravity of 2.65. For aggregates having a different specific gravity, the weights
shall be adjusted in the ratio that the specific gravity of the material used 2.65

17

3. CONSTRUCTION METHODS

BASE PREPARATION

1.1 Preparation of Base for Asphaltic Concrete Pavement

The placing of the asphaltic concrete paving mixture shall not commence until the
construction of the sub-grade, sub-base and base course has been completed and the
installation of pavement and boulevard structures and appurtenances has been completed to
the satisfaction of the Contract Administrator.
1.2 Preparation of Existing Pavement for Asphaltic Concrete Overlay
(a) Existing Asphaltic Concrete Surface
A layer of the existing asphaltic concrete surface course shall be removed to such depth as is
specified on the Drawings or as directed by the Contract Administrator
If the existing asphaltic concrete overlay is removed down to the existing Portland cement
concrete pavement, the preparation of existing Portland cement concrete pavement for
asphaltic concrete overlay
If the surface remaining after the removal of the specified layer of asphaltic concrete surface
course is asphaltic concrete, the Contractor shall proceed to fill any remaining holes and
depressions with asphaltic concrete paving mixture and compact said areas with a steel wheel
roller. The asphaltic concrete surface upon which the asphaltic concrete overlay is to be
placed shall be as true to grade and cross-section as possible, as approved by the Contract
Administrator.
(b) Existing Portland Cement Concrete Pavement
At the locations designated on the Drawings and at any other locations designated by the
Contract Administrator, the Contractor shall make adjustments to the existing structures and
appurtenances, reconstruct sections of concrete pavement, reconstruct sections of curb, seal
all joints and cracks and do other repair works as required.

18

PLACING ASPHALTIC CONCRETE PAVING MIXTURE

The Contract Administrator shall approve the surface upon which new asphaltic concrete
paving mix is to be placed before the paving operations for that course may begin.
The first course shall be laid upon a surface which is dry, clean and free from standing water,
and only when weather conditions are suitable. The cleaning operation shall be done with a
mechanical street sweeper. The type and amount of Prime Coat/Tack Coat applied, and the
method of application, shall be as recommended by the manufacturer and shall be subject to
the approval of the Contract Administrator.
The mixture shall be delivered to the job and placed at a temperature optimum for proper
compaction, taking into consideration the weather conditions, the temperature of the surface
on which the mixture is to be placed, and the thickness of the lift. In no case shall the mixture
be placed at a temperature of less than 125C nor greater than 155C.
Pavers shall be equipped with hoppers and distributing screws of the reversing type to place
the mixture evenly in front of adjustable screeds. The mixture shall be dumped in the centre
of the hoppers and care exercised to avoid overloading and slopping over of the mixture upon
the base. When laying the mixture, pavers shall operate so as to provide as continuous an
operation as possible at a speed of between three metres and six metres per minute as may be
decided by the Contract Administrator.

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4. SUPPLY OF ASPHALTIC CONCRETE PAVING MIX

MIXING PLANT

The asphaltic concrete paving mix shall be supplied from an approved mixing plant. The
mixing plant shall be a batch mix plant, a continuous mix plant or a drum mix plant,
conforming to the requirements of ASTM Standard D995, Specifications for Requirements
for Mix Plants for Hot-Mixed, Hot-Laid, Bituminous Paving Mixtures

BATCH MIX AND CONTINUOUS MIX PLANT OPERATIONS

2.1 Aggregate Storage

The different sizes of aggregate used shall be kept separate and adequate provision shall be
made to keep them from becoming mixed or otherwise contaminated.
2.2 Preparation of Asphalt Cement
The asphalt cement shall be heated at the paving plant to a temperature of 135C to 160C
before mixing with the aggregates. The temperature of the asphalt cement and aggregates
immediately prior to mixing shall be approximately that of the completed batch. In no case
shall the temperature of the asphalt and aggregates differ by more than l5C when placed in
the pug mill. The penetration of the asphalt cement shall be maintained within the limits of
penetration specified.
2.3 Preparation of Mineral Aggregate
The coarse and fine aggregate shall be fed by feeders to the cold elevators in their proper
proportions and at a rate to permit correct and uniform temperature control of the heating and
drying operation. The aggregates shall be dried and delivered to the mixer at a temperature
between 135C and 160C. The temperature between these limits shall be regulated
according to the penetration grade of the asphalt, temperature of the atmosphere and
workability of the mixture, but shall be as low as possible consistent with proper mixing and
laying. Immediately after heating, the aggregates shall be screened into bins with separation
on such coarse sieves as the number of bins permits.
20

2.4 Preparation of Asphaltic Concrete Paving Mix

Each size of hot aggregate and the asphalt cement shall be measured separately and
accurately to the proportions in which they are to be mixed. When the mixture is prepared in
a twin pug mixer, the volume of mineral aggregate and asphalt cement shall not be so great as
to extend above the tips of the mixer blades when these blades are in a vertical position. For
batch mixing, the aggregates shall be mixed dry for a period of not less than 15 seconds, after
which the asphalt cement shall be added and the mixing continued for a period of at least 30
seconds or longer if necessary to produce a uniform homogeneous mixture in which all
particles of the mineral aggregate are thoroughly and uniformly coated. For continuous
mixing, the total mixing time shall be not less than 45 seconds when calculated by the
formula in Section 4.4 of ASTM Standard D995 or longer if necessary to produce a
homogeneous mixture.
2.5 Mixing Plant Inspection
The Contract Administrator shall have access at any time to all parts of the mixing plant in
order to ensure the manufacture of the mixture in strict accordance with this Specification.

DRUM MIX PLANT OPERATIONS

Drum mix plants, as approved by the Contract Administrator, shall conform to the
requirements of Section 5.4 of Manitoba Highways and Transportation Specification Number
800 for Bituminous Pavement.

TRANSPORTATION OF ASPHALTIC CONCRETE PAVING MIX

The mixture shall be transported from the mixing plant to the work in tight vehicles with
metal bottoms previously cleaned of all foreign materials. The Contractor shall ensure that
the vehicles are suitably insulated, as required. Each vehicle shall be equipped with a
tarpaulin or other suitable covering material of sufficient size to overhang the truck box on
three sides when the vehicle is fully loaded. Such tarpaulins shall be on the truck at all times
and shall be used to cover the mixture completely as directed by the Contract Administrator.

21

5. EXECUTION OF JOINTS

All the equipment that is necessary to make joints in the fresh or hardened concrete must be
present at the construction site.The saw blades have to be suitable to the quality of the
concrete, i.e. to the hardness and the abrasion resistance of the aggregates. It is useful to have
spare equipment available in case of a defect.
The beam for making a construction joint shall be rigid and shall allow the realization of a
straight joint perpendicular to the axis of the road. This beam has to be adapted to the type of
pavement (jointed pavement, continuously reinforced concrete pavement).

TRANSVERSE JOINTS
1. CONTRACTION JOINTS
Crack onsets are executed to avoid uncontrolled (wild) cracking of the concrete by
shrinkage. Contraction joints have a crack onset which extends to a depth of one third of the
slab thickness and can be equipped with dowels.
On main roads, the contraction joints are usually made by sawing. The saw cutting should
occur as soon as possible, usually between 5 and 24 hours after placement of the concrete. It
is obvious that the concrete should have hardened sufficiently in order to prevent the edges of
the joint from being damaged. In case of high temperatures, special equipment is available to
execute saw cutting within 3 hours subsequent to the placement of the concrete. In that case,
light equipment is used to make saw cuts of about 2.5 cm deep. Every saw cut that has not
instigated a crack within 24 hours is deepened up to 1/3 of the slab thickness.
To make such a joint, a thin steel blade (no more than 6 mm thick) is vibrated into the fresh
concrete to a depth of 1/3 of the slab thickness.The joint can be made both with flexible and
with rigid joint strips. In the first method, a thin plastic strip twice as wide as the depth of the
crack point plus 2 cm is laid on the fresh concrete.
2. EXPANSION JOINTS
Expansion joints are only used exceptionally. In these rare cases, they have to meet the
necessary requirements so as not to cause difficulties later.The execution of expansion joints
requires special attention when using slip form paving machines.
22

Special attention shall be paid to the following:

the wooden joint filler board shall be firmly attached to the base by means of metal
stakes, so that it cannot move while the concrete is being placed.

the height of the joint filler board shall be slightly(2 to 3 cm) shallower than the
thickness of the concrete slab, in order not to hinder the placement of the concrete. As
soon as the slip form paving machine has passed, the concrete above the joint filler
board shall be removed over a width at least equal to the thickness of the board, so
that no concrete arch is made at the top of the joint; expansion joints shall always
be provided with dowels, even for roads with less intense traffic. At one end of each
dowel a cap filled with a compressible material accommodates the movements of the
concrete.

3. CONSTRUCTION JOINTS
Construction joints also called end-of-day or working joints - are made at the end of the daily
production or when the paving process is interrupted for at least 2 hours. The face of these
joints is plane, vertical and perpendicular to the axis of the pavement. They are always
doweled.
Upon resuming the paving the fresh concrete is placed against the concrete that has already
hardened. The concrete is consolidated on both sides of the joint with a separate manual
needle vibrator.

LONGITUDINAL JOINTS
Longitudinal joints run parallel to the axis of the road and are only necessary if the pavement
is wider than 4.5m. They can be provided with tie bars.
1. LONGITUDINAL CONTRACTION / BENDING JOINTS
These joints are realised between adjacent concrete lanes that are executed simultaneously.
They are saw cut in the hardened concrete, no later than 24 hours after the concrete has been
placed. The depth is at least 1/3 of the thickness of the slab.
2. LONGITUDINAL CONSTRUCTION JOINTS
These are joints between two adjacent concrete lanes that are executed successively.

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6. COMPACTION OF ASPHALTIC CONCRETE PAVING MIXTURE

Compaction of the mixture shall be obtained by the methods specified hereinafter. Base
course material and subbase material shall be compacted to the Modified maximum dry
density
Traffic Category
(from Table 4.1)
1

Minimum compaction for base

(MMDD)
100%

Minimum compaction for subbase (MMDD)

95%

2a

99%

95%

2b

99%

95%

2c

98%

95%

2d

98%

95%

Cycleways

97%

95%

A rolling pattern shall be established by the Contractor and approved by the Contract
Administrator. The Contract Administrator must approve any deviation from the rolling
pattern

STATIC ROLLING
A minimum of two approved rollers will be required on every contract. When the output of
the mixing plant exceeds 70 tons per hour an extra roller will be required for each additional
35 tonnes of mix produced per hour.
The speed of the roller shall not exceed five kms per hour and shall at all times be slow
enough to avoid displacement of the hot mixture. Any displacements occurring as a result of
reversing the direction of the roller or from any other cause shall at once be corrected.
Rolling shall proceed continuously until all roller marks are eliminated and no further
compression is possible. To prevent adhesion of the mixture to the roller, the wheels shall be
kept properly moistened by the use of water, limewater, or approved detergent. An excess of
moisture will not be permitted.
Compaction of the paving mixture shall consist of three (3) separate rolling operations as
follows:
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(a) Breakdown Rolling

Breakdown rolling with a tandem steel wheel roller weighing between seven and nine tonnes
shall commence as soon as possible after the mixture has been spread without causing undue
checking and displacement of the mixture. Delays in rolling freshly spread mixture will not
be tolerated. Rolling shall start longitudinally at the sides and proceed toward the center of
the pavement overlapping on successive trips by at least 150 mm. Breakdown rolling shall
consist of at least two complete coverages by the roller.
(b) Intermediate Rolling
The intermediate rolling shall be performed with a self-propelled pneumatic-tired roller
having a minimum wheel load of 1100 kilograms and minimum tire pressure of 450 kPa.
Intermediate rolling shall begin while the mix is still of a temperature that will result in the
maximum density from this operation.
(c) Final Rolling
The final rolling shall be performed with a tandem steel wheel roller weighing not less than
nine (9) tonnes, and shall be undertaken while the paving mixture is still warm enough for the
removal of roller marks. Where the width permits, the pavement shall be subjected to
diagonal rolling in two directions, the second diagonal rolling crossing the lines of the first.
Final rolling shall be carried on until there is no further evidence of consolidation.

VIBRATORY ROLLING
Vibratory rollers shall be of a type designed for asphalt finish rolling. They shall provide for
the adjustment of both amplitude and frequency of vibration, and shall be equipped with an
automatic device that positively prevents the drum from vibrating unless the roller is moving.
The optimum combination of amplitude, vibration frequency and roller speed shall be
determined by the Contractor and approved by the Contract Administrator except that the
maximum rolling speed in m/min. shall not exceed the vibration frequency per minute
divided by 40. Maximum rolling speed (m/min.) = vibration frequency (VPM)/40

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7. PROTECTION OF THE CONCRETE PAVEMENT

1. PROTECTION AGAINST DRYING OUT
The quality of hardened concrete, and in particular, the durability of the surface, depends
directly on the protection of the fresh concrete against drying out. It is detrimental both to the
strength and to the shrinkage (risk of cracks forming) and also to the durability when the fresh
concrete loses water. As a result of their large exposed areas, pavements are greatly subjected
to drying out. E.g. at an ambient temperature of 20C, a relative humidity of 60 %, a
temperature of the concrete of 25C and a wind speed of 25 km/h, 1 litre of water will
evaporate every hour from every m2of pavement surface. Note that the upper surface layer (a
few cm thick) of the concrete only contains about 4 litres of water per m2.The curing
compound has to be applied at a rate of at least 200 g/m2 and its effectiveness coefficient
shall be greater than 80%. Curing compounds are pigmented white or have a metallic gloss so
as to better reflect sunlight which limits the warming up of the concrete.
2. PROTECTION AGAINST RAIN
Concreting is stopped if it rains. Furthermore, the necessary measures have to be taken to
prevent that the concrete surface is washed out by rain. This applies both to freshly spread
concrete that has not been compacted yet and to smoothed concrete. Plastic sheets or mobile
shelters are suitable means of protection.
3. PROTECTION AGAINST FROST
When concrete is placed in cold weather (see also 8.4.1) the pavement surface has to be
effectively protected against frost in such a way that the temperature at the surface of the
concrete does not drop below + 1 C for 72 hours after placement. This protection can consist
of, for example, non-woven geotextile or polystyrene foam plates with ballast.
4. PROTECTIONAGAINSTMECHANICALINFLUENCES
(TRAFFIC SIGNPOSTING)
Every necessary measure shall be taken to protect the fresh concrete from damage due to all
kinds of mechanical influences (cars, bicycles, pedestrians, animals, etc.).
In urban areas these measures are even more necessary.
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8. SPECIAL MEASURES

WORKABILITY PERIOD
It must always be ensured that the concrete is processed as quickly as possible, certainly
within 2 hours after batching including the surface treatment Sand the protection measures. In
hot, dry weather an even shorter workability time has to be observed (maximum 90 minutes).
Unless special precautions are taken that have been approved by the manager of the works,
concrete can only be laid if the air temperature at 1.5 m above ground under thermometer
shelter does not exceed 25c.
PAVING INTERRUPTIONS
Whenever the supply of concrete is interrupted, the driver of the paving machine shall
immediately take the necessary measures to lower the speed of the paving train and to ensure
that the machine stops as little as possible.
To achieve a continuous profile, particular care is taken of the execution of the construction
joints, both at the end of the day and every time work is resumed. The concrete is compacted
preferably with a separate vibrating needle before the paving machine is passing in order to
obtain properly compacted concrete on both sides of the joint.
PLACEMENT OF CONCRETE ON A SLOPE
When placing concrete on a slope of less than 4 % it is recommended to work uphill, in order
to prevent tension cracks at the surface. Furthermore, the consistency of the concrete and the
working speed of the paver have to be adapted to the working conditions.
However, if the longitudinal slope is more than 4 %, unevenness can occur as concrete falls
back when the machines have passed. In that case, a suitable composition of the concrete mix
has to be realized and it is recommended to work downhill. It must be ensured that enough
concrete is deposited in front of the paving machine to prevent the concrete from sliding
down. Concrete pavements have been successfully executed on slopes of 10 to 12 %. At one
time the slope was even 18 %.

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9. OPENING TO TRAFFIC

Usually, a concrete pavement is only opened to traffic 7 days after the concrete has been laid
and after, in the presence of all parties, any possible cracks have been recorded. A concrete
pavement of less than 7 days old, can be opened to traffic if the contractor provides proof that
the concrete has reached the minimum compressive strength stipulated in the specifications.
Presently, special compositions of the concrete mix allow an early opening to traffic, i.e.
between 24 and 48 hours after placement. These mixes are used, for example, for pavement
repair works to reduce the nuisance to the public as much as possible. It is pointless to talk
about quality if not all employees, each at his own level, make a special effort to understand
the rules of good practice, upgrade their know-how and act accordingly.

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10. COST ANALYSIS OF FLEXIBLE PAVEMENTS

The selection criteria of type of pavement, flexible or rigid, should be based not only on the
life cycle cost but initial cost, which includes the maintenance and pavement strengthening
costs that are incurred during the design life of the pavement.
INITIAL COST
This is the cost of construction of the pavement which mainly depends upon the pavement
thickness, governed by the strength of sub grade soil and traffic loading, cost of materials and
cost of execution of the work. The above have a wide range of variability across the country
and is difficult to generalise.
MAINTENANCE COST
The maintenance cost includes the maintenance of pavement during the design life of
pavement to keep the pavement at the specified service level.In case of rural roads,
maintenance of these roads is to be done by the respective state government from its available
financial resources. most of the states have poor past performance record to maintain such
low volume roads through other schemes, mainly because of having inadequate funds for
maintenance of road infrastructure in the state.
LIFE CYCLE COST ANALYSIS
Life cycle cost analysis can be defined as a procedure by which a pavement design alternative
will be selected, which will provide a satisfactory level of service at the lowest cost design
life.
MAINTENANCE COST OF RIGID PAVEMENT
The average yearly maintenance cost of rigid pavement will be about Rs. 10000per km for a
single lane rural road to cover filling of sealing compound in the joints, requires of concrete
spalling etc.
LIFE CYCLE COST ANALYSIS OF RIGID PAVEMENT
Period of analysis has been considered as 20 years, being the design life of concrete pavement
in rural area. the discount rate of 10% has been taken. inflation rate of 5% has been
considered for future rise in prices of materials.
29

ASPHALT PAVEMENT V/S CEMENT CONCRETE PAVEMENT - A COST

ANALYSIS

30

3
1

CONCLUSION
Indias economical growth plan of over 6% per annum for the next 20 years will, to a great
extent, depend on an efficient road infrastructure, not only national highways but other roads
too, including link roads for rural connectivity, which can provide fast movement of goods
and people with safety and economical cost to the user.
Government of India has drawn up Pradhn Mantri gram Sarak Yojana(PMGSY) for
implementation of rural connectivity. it is estimated that in the next 7 years, road works under
PMGSY worth Rs. 1,20,000 crores are to be constructed .
Since road pavements are an important part of these projects, costing about 50% of the
investment , a careful evaluation of the alternatives is necessary to make the right choice on a
rational basis, which may be comparatively more beneficial to the nation.
Most road projects today involve modifications to existing roadways, and the planning,
operation, and maintenance of such projects often are opportunities for improving ecological
conditions. A growing body of information describes such practices for improving aquatic
and terrestrial habitats.

32

BIBLIOGRAPHY

Uttar Pradesh Road Safety Study

Proposals for Institutional Coordination and Institutional Capacity Building for Road
Safety in Uttar Pradesh
Road Safety Review of Past Efforts
Institutional Strengthening Action Plan (ISAP) Formation of Road Safety wing in
PWD
Indian Road Congress, IRC:37-2001
Khanna S.K. and Justo, Highway Engineering Published by NemChand & Bros.;
Roorkee (U.A.),2001

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