PROJECT REPORT

(Internship Semester January-June 2023)

1.Construction of Road at Bheem Nagari, Agra (Sikandra)

Uttar Pradesh
2.Strengthening and widening of road at Devri Irat Nagar
Agra.

Submitted by
Utkarsh Singh Rathore
Student ID: 20102103

Under the Guidance of

Name: Prof. Kuldeep Soni Name: Er. Arun Kumar

Designation: Assistant Professor, Designation: Assistant Engineer,
Civil Engineering Department, PEC, Sub DIVN.II, PWD,
Chandigarh Agra

Department of Civil Engineering

Punjab Engineering College (Deemed to be University),
Chandigarh
January to June 2023
 DECLARATION

I hereby declare that the project work entitled Construction of wayside amenities at
Eastern Peripheral Expressway CH. 95+575 LHS/RHS is an authentic record of my
own work carried out at PATH India Pvt Ltd. as requirements of six months project
semester for the award of degree of B.E./B.Tech., Civil Engineering, Punjab Engineering
College (Deemed to be University), Chandigarh, under the guidance of Deputy Project
Manager Nikhil Yadav and Assistant Prof. Kuldeep Soni during January to July 2023.

Vanshdeep Kashyap
Student Id: 20102009
Date: 15 July 2023

Certified that the above statement made by the student is correct to the best of our
knowledge and belief.

(Signature of Faculty Coordinator) (Signature of Industry Coordinator)

Name: Prof. Kuldeep Soni Name: Sh. Nikhil yadav

Designation: Assistant professor, Civil Engineering Designation: Deputy Project

Department Manager, Path India Pvt Ltd

 ACKNOWLEDGMENT

I would like to express my gratitude to all those who allowed me to complete these 24 weeks
of industrial training. I am extremely grateful to my training and placement faculty mentor
Prof. Kuldeep Soni (Assistant Professor, Civil Engineering Department, PEC Chandigarh),
and the Department of Civil engineering for giving me such a great opportunity to commence
this training in the first instance.

I would like to express my gratitude to Er. Arun Kumar (Assistant Engineer) for his
invaluable suggestions, motivation, guidance, and support throughout the training. Also, I am
thankful to Er. Arun Yadav (Junior Engineer) and all the members of the Sub DIVN.II, PWD,
Agra for their kind support. Their continuous support, guidance, and vision have helped me a
lot and it has truly been a great pleasure working with them.

Working in this training has been a great learning experience and curtain-raiser to an
interesting and rewarding career. This exposure has enriched me with technical knowledge
and has also introduced me to the attributes of a successful professional. I would like to thank
my parents for their patience which enabled me to complete this work

Utkarsh Singh Rathore

Student ID-20102103
3rd Year, B.Tech. Civil Engineering
Punjab Engineering College (Deemed to be University)
Chandigarh
 Table Of Contents
Chapter Topic

DECLARATION................................................................................................................................................2
ACKNOWLEDGMENT....................................................................................................................................3
SUMMARY

INTRODUCTION

COMPOSITION AND STRUCTURE OF FLEXIBLE PAVEMENT................................................................................11

1. Surface Course.........................................................................................................................................12
2. Binder Course..........................................................................................................................................12
4. Subbase Course........................................................................................................................................13
5. Frost Protection Layer.............................................................................................................................14
6. Subgrade..................................................................................................................................................14
a. Seal Coat..................................................................................................................................................15
b. Tack Coat.................................................................................................................................................15
c. Prime Coat...............................................................................................................................................15
TYPES OF EMBANKMENT MATERIALS.............................................................................................................17
1. Fine-Grained Soil.....................................................................................................................................17
2. Coarse-Grained Soil................................................................................................................................17
3. Broadly Graded Soils...............................................................................................................................17
CHARACTERISTICS OF EMBANKMENT MATERIALS..........................................................................................18
1. Fine-Grained Soil.....................................................................................................................................18
2. Coarse-Grained Soils...............................................................................................................................18
MATERIAL PROPERTIES OF EMBANKMENT......................................................................................................18
1. Gradation.................................................................................................................................................18
2. Unit Weight and Specific Gravity............................................................................................................19
3. Shear Strength..........................................................................................................................................19
4. Compressibility........................................................................................................................................19
5. Permeability.............................................................................................................................................19
TEST PROCEDURE FOR EMBANKMENT MATERIALS PROPERTIES.....................................................................19
TYPES OF BITUMEN MIXES FOR PAVEMENT CONSTRUCTION AND THEIR APPLICATIONS................................44
Semi-Dense Bitumen Mixes..........................................................................................................................47
Open Graded Bitumen Mixes......................................................................................................................48
Gap Graded Bitumen Mixes.........................................................................................................................50
STABILIZERS/RECLAIMERS................................................................................................................................51
MILLING MACHINES........................................................................................................................................51
GRADERS...........................................................................................................................................................52
SWEEPERS........................................................................................................................................................52
BATCH PLANT.....................................................................................................................................................52
DRUM PLANT..................................................................................................................................................... 53
DUMP TRUCKS....................................................................................................................................................54
MATERIAL TRANSFER VEHICLES..............................................................................................................................55
ASPHALT PAVERS................................................................................................................................................ 56
COMPACTORS/ROLLERS........................................................................................................................................57
Paver Screed.................................................................................................................................................57
Steel Wheel Rollers.....................................................................................................................................58
Pneumatic Tire Rollers..................................................................................................................................59
Conclusion

References
 SUMMARY

Public Works Department, Uttar Pradesh is primarily responsible for operation, maintenance
and Construction of Road network in the State.

PWD DIVN.II is the Construction department of the Agra, Uttar Pradesh. Located in the
Head Office itself, this department is responsible for construction and sanctioning
engineering designs and feasibilities of all the structures under its ambit. This is the
department under which the project has been undertaken.

The project undertaken by PWD DIVN.II,Agra was to re-construct the Road at Bheem
Nagari and Strengthening and Widening of Road at Devari,Agra. This report contains the
detailed specifications of various activities carried out by the PWD DIVN.II,Agra . It
comprises of a brief summary of activities undertaken by me during internship semester.
Details about the organization and introduction to project are provided with detailed
specifications in the coming parts of this report. In the coming chapters, complete
information has been provided about the project undertaken during my internship.

. This report contains the details of the execution work which I have seen during my training
period. The contents of this report are theoretical as well as practical as per my site
experience. I did my training from PWD department.
 1.Construction of Road at Bheem Nagari
NAME OF THE PROJECT
2. Strengthening and widening of Road at
Devri

ISSUING AUTHORITY Public Works Department, Uttar Pradesh

LOCATION Rakabganj near Agrafort, Agra

DATE OF START OF TRAINING 03/01/2023

DATE OF END OF TRAINING 02/06/2023

WEEK OF TRAINING 20 weeks

 Introduction
1.1 About Public Work Department
AN OVERVIEW
Uttar Pradesh Public Works Department (PWD), under the Ministry of Public Works
Department, is the pioneer in the construction area of Uttar Pradesh. Over about four decades,
PWD could successfully set the trend and standard in the state's infrastructure development.
The Public Works Department has a glorious history in the development of the state since
pre-independence.

The department is mainly entrusted with construction and maintenance of Roads, Bridges and
Govt. buildings. The department also acts as Technical Advisor to the State Government in
these matters. Initially, Irrigation, Public Health engineering were units of PWD.
Subsequently these units were given separate entities to handle increased scope of work in the
respective field. Since the inception of the Department, it has strived through its continuous
quest for excellence and putting milestones in the feat of Engineering
It is this time that the Department is treading into a new era of information technology to
keep pace with the modernization. The Public Works Department being the oldest
engineering department of the State, has its well woven network even below tensile level
which enables the P.W.D. to ensure the execution of a variety of jobs/tasks anywhere in the
state. Total road length being maintained by the department is more than 201064 KM. The
Department also maintains State buildings all over Uttar Pradesh & outside. The current
annual budget allocation to the department for construction & maintenance activities is over
Rs 1000 Crores.
1.2 Main Functions of P.W.D:
Design, Construction, Maintenance & Repair of Government buildings.
Design, Construction, Maintenance & Repair of Roads & Bridges.
Undertaking Deposit Contribution works of various Departments, Local Bodies & other
• Relief works in the event of Natural calamities like famine, flood, earthquake set al.
D.R.D.A. Works like Employment Assurance Scheme (EAS) etc.
Assessments of rent of private premises requisitioned for housing Govt. offices.
Design, construction, maintenance and repairs of the runway relating to the State
Government.
Development and maintenance of Public Parks and Gardens in important Public Buildings.
Up keeping of Govt. Rest House and Circuit Houses.
To permit construction of approaches on both sides of roads to private individuals, other
institutions, factories, Petrol Pumps etc.
2.Flexible Pavement
2.1 General
● The pavement has lower or negligible flexural strength.
● It consists of four components.

➔ Soil subgrade

➔ Sub-base course

➔ Base course

➔ Surface course
● The layers in flexible pavement transmits the vertical or compressive stress to the lower
layers by grain-to-grain transfer.
● The stress distribution is in the shape of truncated cone and get decreased at the lower
layer.
● The top layer has to be the strongest as highest compressive stress are to be sustained
by this layer.
● There is no direct wearing action due to wheel load on the lower layers, hence lesser
magnitude of stresses acts upon it.
● Flexible pavements are commonly designed using empirical design charts or equations,
semi empirical and theoretical design methods.
2.2 Explanation
Flexible pavement is composed of a bituminous material surface course and underlying base
and subbase courses. The bituminous material is more often asphalt whose viscous nature
allows significant plastic deformation. Most asphalt surfaces are built on a gravel base,
although some 'full depth' asphalt surfaces are built directly on the subgrade. Depending on
the temperature at which it is applied, asphalt is categorized as hot mix asphalt (HMA), warm
mix asphalt, or cold mix asphalt. Flexible Pavement is so named as the pavement surface
reflects the total deflection of all subsequent layers due to the traffic load acting upon it. The
flexible pavement design is based on the load distributing characteristics of a layered system.

It transmits load to the subgrade through a combination of layers. Flexible pavement

distributes load over a relatively smaller area of the subgrade beneath. The initial installation
cost of a flexible pavement is quite low which is why this type of pavement is more
commonly seen universally. However, the flexible pavement requires maintenance and
routine repairs every few years. In addition flexible pavement deteriorates rapidly; cracks and
potholes are likely to appear due to poor drainage and heavy vehicular traffic.
2.3 Layer of Flexible Pavement
The composition and structure of flexible pavement consists of surface course, binder course,
base course, subbase course, frost protection course, subgrade. Flexible pavements contain
bitumen or asphalt layer as wearing course and supports loads through bearing. They have low
flexural strength.

Composition and Structure of Flexible Pavement

Fig 1: Layers of Flexible Pavement

1. Surface Course
Surface course or wearing course is the top most layer of flexible pavement which has direct
contact with the vehicular loads. Since it is directly in contact with traffic, good quality
aggregates and high dense bitumen or asphalt is recommended for the construction of surface
course. The main function of surface course is to provide skid-resistance surface, friction and
drainage for the pavement. It should be water tight against surface water infiltration. The
thickness of surface course generally provided is 25 to 50 mm.

Fig 2: Surface Course

2. Binder Course
Binder course is also constructed using aggregates and bitumen but with less quality than
materials used for surface course. In general, its thickness is about 50 to 100 mm. If economy is
not a problem, binder course and surface course can be constructed monotonically using good
quality materials with 100 to 150 mm thickness. The function of binder course is to transfer the
loads coming from surface course to the base course.

Fig 3: Binder Course

3. Base Course
The base course is important layer of pavement structure and it distributes the loads from top
layers to the underneath Subbase and sub-grade layers. It provides structural support for the
pavement surface. It is constructed with hard and durable aggregates which may either stabilized
or granular or both. The thickness of base course must be great enough to reduce the load
capacity on sub-grade and Subbase courses. The minimum base course thickness recommended is
100 mm. sub surface drainage system can be provided with in the base course.

Fig 4: Laying Base Course

4. Subbase Course
The Sub-base course is provided beneath the base course and it also functions as same as base
course. If the sub-grade soil is strong and stiff, then there is no need to sub-base course.
Granular aggregates are used to construct sub-base course. If sub-grade is weak minimum
100 mm thick sub-base course should be provided.

Fig 5: Laying Sub-base Course

5. Frost Protection Layer

Frost protection layer is provided for the pavements in colder regions where temperatures are
very low.  It is generally provided between Subbase and sub-grade soil. The function of frost
protection layer is to prevent damage of pavement from frost heaves, which are formed by
freezing of groundwater. A good quality base course and Sub-base courses provided can also
serves frost protection layer.
6. Subgrade
Subgrade is the bottom most layer which is nothing but natural soil layer compacted up to
required depth generally about 150 to 300 mm to receive the loads coming from top layers.
This layer is termed as foundation for the pavement system. The sub-grade should be strong
enough to take the stresses and also it is important to keep the stresses coming from top
layers should be within the limit of sub-grade capacity. To reduce the amount of stress on soil
sub-grade, provide thick layers of base course, Sub-base course and surface course.

Fig 6: Compacting Sub-grade

Apart from the above layers, three types of coats or finishes are provided in flexible
pavement system which are as follows

 Seal Coat
 Tack Coat
 Prime Coat

a. Seal Coat
Seal coat is provided directly on the top of surface course to make it watertight and to provide
skid resistance to the surface. Mixture of Emulsified asphalt, mineral fillers and water is used
as seal coat material.

Fig 7: Seal Coat

b. Tack Coat
Tack coat is provided on the top of binder course to develop strong bond between the binder
course and surface course. Asphalt emulsion diluted with water is used as tack coat material.

c. Prime Coat
Prime coat is provided between base course and binder course to develop strong and water
tight bong between them. Low viscous cutback bitumen is sprayed on the top of base course
as prime coat material.

3. Embankment
3.1 General
An embankment is an artificial mound constructed using earthen materials such as stone and
soil, properly compacted, to support the raising of roadway or railways above the level of the
existing surrounding ground surface.

Fig 1: Embankment Construction.

In dams, embankment refers to successive layers of the earth such as soil, sand, clay, or rock,
using the most impervious materials to form a core and placing more permeable substances
on the upstream and downstream sides.

3.2 Explanation
materials We will discuss the characteristics, properties, types, and tests on embankment.
Types of Embankment Materials
1. Fine-Grained Soil
Fine-grained soil used in the embankment has a low permeability, low shear strength, and
high compressibility. The pore pressure in this type of material is more due to rapid
construction activities which result in reduced shear strength and potentially unstable
conditions during construction.

Compressibility of fine-grained soil for embankments depends on the soil properties and the
placement conditions. Dams and bunds constructed using fine-grained soil material have been
proven to be highly resistant to earthquake damage.

2. Coarse-Grained Soil
Coarse-grained soils are used in structural fill zones, or shells, and in specialty filter and drain
zones within embankments. Coarse-grained soils which usually consist of sand and gravel are
also used in core zones, especially when the fines content is greater than 20 percent.

Sands and gravels that have less than about 5 percent fines by dry weight are pervious, easy
to compact, and are minimally affected by changes in moisture. Coarse-grained soil tends to
be highly vulnerable to surface erosion under wave action and surface runoff.

3. Broadly Graded Soils

Broadly graded soil deposits comprise a large range of particle sizes, and their engineering
behaviour is intermediate between fine-grained and coarse-grained soils. These types of soils
typically exhibit properties of lower hydraulic conductivity, high shear strength, and lower
compressibility in comparison with fine-grained soils.
Colluvial and boulder alluvial deposits are also significant sources of broadly graded soils
that are used as embankment material. Embankments constructed of broadly graded soils are,
in general, highly resistant to earthquake damage.

Characteristics of Embankment Materials

The following characteristics of embankment material used in the construction of
embankments.

1. Fine-Grained Soil
1. The material must be formed into an essentially homogeneous mass, free from any
potential paths of percolation through the zone or along with the contacts with the
abutments or concrete structures.
2. The soil mass must be sufficiently impervious to preclude excessive water loss
through the dam.
3. The material must not consolidate excessively under the weight of superimposed
embankments.
4. The soil must develop and maintain its maximum practicable shear strength.
5. The material must not consolidate or soften excessively on saturation by water from
the reservoir.

2. Coarse-Grained Soils
1. The material must be formed into a homogeneous mass free from large voids.
2. The soil mass must be free draining.
3. The material must not consolidate excessively under the weight of superimposed fill.
4. The soil must have a high angle of internal friction (i.e., high shear strength).

Material Properties of Embankment

1. Gradation
A well-graded material consists of two or more soil types, usually a mixture of granular and
fine-grained soils. There is no universally recommended range of gradation for fill materials,
although the maximum particle size should be less than 100 mm.

2. Unit Weight and Specific Gravity

Materials that are relatively low in unit weight offer the advantage of transmitting the less
dead load to the underlying soil that supports an embankment. Anyhow, there are no
specified requirements for a minimum or maximum unit weight, either before or after
compaction.

3. Shear Strength
Shear strength characteristics are not always specified for earthen fill materials, but
are determined by triaxial compression or direct shear testing and are used to compute
the slope stability of an embankment.

4. Compressibility
The compressibility of an embankment material is related to its shear strength, degree of
compaction, void ratio, permeability, and degree of saturation.

5. Permeability
This property of embankment material is indicative of the ability of compacted fill material to
provide drainage for excessive moisture.

Test Procedure for Embankment Materials Properties

The table below provides the list of standard test methods usually used to assess the
properties of embankment materials used in embankment construction as per ASTM Codes.

Property Test Method Reference

Gradation Particle Size Analysis of Soils ASTM D422

Sieve Analysis of Fine and Coarse Aggregate ASTM D136

Unit Weight and Unit Weight and Voids in Aggregate ASTM D29
Specific Gravity

Specific Gravity of Soils ASTM D854

Relative Density of Cohesionless Soils ASTM D2049

Maximum Index Density of Soils Using a

ASTM D4253
Vibratory Table

Moisture-Density Relations of Soils and Soil-

Moisture Density ASTM D698
Aggregate Mixtures Using 5.5 lb (2.49 kg)
Characteristics (Standard)
Rammer and 12 in. (305 mm) Drop

Moisture-Density Relations of Soils and Soil-

ASTM
Aggregate Mixtures Using 10 lb (4.54 kg)
D1557(Modified)
Rammer and 18 in. (457 mm) Drop

Compacted Density Density of Soil in Place by the Sand-Cone

ASTM D1556
(In-Place Density) Method

Density and Unit Weight of Soil in Place by

ASTM D2167
the Rubber Balloon Method

Density of Soil and Soil-Aggregate in Place

ASTM D2922
by Nuclear Methods (Shallow-Depth)

Density of Soil in Place by the Sleeve Method ASTM D4564

Unconsolidated Undrained Compressive

Shear Strength Strength of Cohesive Soils in Triaxial ASTM D2850
Compression

Direct Shear Test of Soils Under Consolidated

ASTM D3080
Drained Conditions

Consolidated-Undrained Triaxial
ASTM D4767
Compression Test on Cohesive Soils

One-Dimensional Consolidation Properties of

Compressibility ASTM D2435
Soils
 One-Dimensional Consolidation Properties of
ASTM D4186
Soils Using Controlled-Strain Loading

One-Dimensional Swell or Settlement

ASTM D4546
Potential of Cohesive Soils

California Bearing Ratio (CBR) of

Bearing Capacity ASTM D1883
Laboratory-Compacted Soils

Bearing Ratio of Soils in Place ASTM D4429

Permeability of Granular Soils by Constant

Permeability ASTM D2434
Head

Corrosion Resistance pH of Soil for Use in Corrosion Testing ASTM G51

Field Measurement of Soil Resistivity Using

ASTM G57
the Wenner Four-Electrode Method

Pore Water Extraction and Determination of

the Soluble Salt Content of Soils by ASTM D4542
Refractometer

4. Subgrade
4.1 General
It is an integral part of the road pavement structure.
● Provides adequate support to the pavement.
● Should possess sufficient stability under adverse climatic and loading conditions.
● Stability or resistance to permanent deformation under loads.
● Should possess resistance to weathering.
● Minimum variation in volume and stability under adverse climatic condition and load, thus
to ensure minimum variation in differential expansion and differential strength values.
● Good drainage to avoid excessive moisture retention.
● Ease of compaction to ensure higher dry density and strength under particular type.
● Incompressibility.

4.2 Explanation
Soils are divided into seven groups A-1 to A-7.
● A-1 soils are well grained graded mixture of stone fragments, gravel, coarse sand, fine sand
and non-plastic or slightly plastic soil binder.
● A-2 group of soil included wide range of granular soils.
● A-3 soils consist mainly uniformly graded medium or fine sand similar to beach sand or
desert blown sand.
● A-4 soils are generally silty soils, non-plastic or moderately plastic in nature with liquid
limit and plasticity index values less than 40 and 10 respectively.
● A-5 soils are also silty soils, highly elastic or compressible with plasticity index less than
10% but with liquid limit value exceeding 40%.
● A-6 group of soils are plastic clays having high values of plasticity index exceeding 10%
and low values of liquid limit below 40%, having high volume change properties with
variation in moisture content.
● A-7 soils are also clayey soils, low permeability and high-volume change properties, liquid
limit and plasticity index exceeding 40% and 10 respectively.

4.3 Types of tests used in subgrade

Group Index Method
● To classify the fine-grained soils within one group and to analysis their suitability as
subgrade material.
● An indexing system has been introduced in HRB classification termed as Group Index
● It is given by

GI = 0.2a + 0.005 ac + 0.01 bd

Here,

➔ a= that portion of material passing 0.074 mm sieve, greater than 35 and not exceeding
75% (expressed as a whole number from 0 to 40)

➔ b= that portion of material passing 0.074 mm sieve greater than 15 and not exceeding 35%
(expressed as a whole number from 0 to 40)

➔ c= value of liquid limit in excess of 40 and less than 60 (expressed as a whole number
from 0 to 20)

➔ d= value of plasticity index exceeding 10 and not more than 30 (expressed as a whole
number from 0 to 20)
● The minimum value of group index is zero and maximum possible value is 20.
● The higher the value of group index, poorer is the soil as subgrade material.

Evaluation of Soil Strength

Shear Test
● Carried out on relatively small soil samples in the laboratory.
● A number of representative samples from different locations are tested.
● Commonly known shear test is direct shear test, triaxial compression test and unconfined
compression test.

Plate Bearing Test

● To evaluate the supporting power of subgrade for use in pavement design by using
relatively large diameters plates.
● To find Modulus of subgrade reaction in the Westergaard's Analysis for wheel load stress
in cement concrete pavements.
● The set up consist of

➔ Set of plates of diameter 75, 60, 45 and 30cm.

➔ A loading device consisting of jack and proving ring arrangement.

➔ A reaction frame against which the jack can give a thrust to the plate.
● Modulus of subgrade reaction (K) can be defined as the pressure sustained per unit
deformation of subgrade at specified deformation or pressure level, using specified plate size.
● The test site is levelled and the plate is properly seated on the prepared surface.
● The seating plates are arranged in decreasing diameters and jack and proving rings
assembly are fitted.
● Three or four dial gauges are fixed on the periphery of the plate apart from the independant
frame to measure the settlements.
● A seating load of 0.07 kg/cm2 is applied, sufficient to cause settlement of approximately
0.25 mm.
● The reading of the settlement dial gauge sear noted and load value from proving ring dial
readings.
● A graph is plotted with mean settlement versus mean bearing pressure.
● The pressure P corresponding to a settlement of 0.125 cm is noted and K value is calculated
by

Correction for plate size

Sometimes load capacity is not adequate to cause 75 cm plate to settle 0.175 cm, so a smaller
diameter plate is used (may be 30cm)
In such cases, K-value should be found by applying a suitable correction for plate size.

Correction for moisture content

● After the plate bearing test, two consolidated test specimens are prepared.
● On specimen is tested without soaking and test is carried out.
● Other specimen is soaked and consolidation test is carried out to produce the same
deformation.
● The modulus of subgrade reaction Ks, for the soaked condition is calculated from the
relation.

California Bearing Ratio

● A penetration test developed by California Division of Highway to evaluate the stability of
soil subgrade and other flexible pavement materials.
● Can be conducted in laboratory or in situ in the field.
● The laboratory apparatus consists of

➔ A mould 150 mm diameter with a base plate and a collar,

➔ A loading frame with the cylindrical plunger of 50mm diameter and

➔ Dial gauges for measuring the expansion on soaking and the penetration values.
● Cylindrical plunger of 50mm diameter is caused to penetrate a pavement component
material at 1.25 mm/minute.

● The load values causing 2.5 mm and 5.0 mm penetration are recorded
● The standard values obtained from the average of a large number of tests on crushed stones
are 1370 and 2055 kg respectively at 2.5mm and 5.0mm.
● The specimen is subjected to four days soaking and the swelling and water absorption
values are noted.
● Load is applied and values are noted corresponding to penetration values of 0.0, 0.5, 1.0
1.5, 2.0, 2.5, 3.0, 4.0, 5.0, 7.5, 10.0 and 12.5 mm and a graph is plotted.
● CBR value is given by:
● Generally, the CBR value at 2.5 mm penetration is higher than that at 5.0 mm and is
considered as CBR value of the subgrade.
● If above is not the case, then the test has to be repeated.

5. Granular Sub Base

5.1 General
Granular Sub Base (GSB) is a natural or designed construction material used as a
sub-base layer for road construction. Granular Sub Base is a layer in the road
foundation just above the compacted sub-grade layer. GSB or granular sub base
prevents capillary water from rising; its particle size is so designed that the
capillary action stops and cannot go beyond the GSB layer. Secondly, it works
like a drainage layer where water can pass without damaging other road layers.

5.2 Explanation
● Prime material used in pavement construction.

● Bear stresses occurring due to the wheel loads on the pavement.

● To resist wear due to abrasion on the surface.

Properties of Aggregates

Strength

● Should be sufficiently strong to withstand the stresses due to traffic wheel load

Hardness

● Should be hard enough to resist wear and tear due to continuous abrasive
action of the traffic.

● Abrasive action may be increased due to presence of abrasive material like

sand between the tyres of moving vehicles and the aggregates exposed at the
top surface.

Toughness

● Should be tough enough to withstand the impact due to moving wheel loads.

Durability

● Should be durable and strong resist disintegration due to the action of

weather, physical and chemical reaction of rain and groundwater

Shape of Aggregates
● Flaky and elongated particles have less strength and durability, so they should
be avoided as pavement material.

Adhesion with Bitumen

● Aggregates used in the bituminous pavements should have less affinity with
water as compared with bituminous material, else the bituminous coating on the
aggregate can be stripped off in presence of water.

5.3 Types of tests used in GSB

 Crushing Test
● Assess the strength of coarse aggregate.
● Provides a relative measure of resistance to crushing under gradually applied compressive
load.
● Consist of a steel cylinder 15.2 cm diameter with a base plate and a plunger, compression
testing machines, cylindrical measure of diameter 11.5 cm and height 18cm. Tamping rod
and sieves.

● Dry aggregate passing 12.5 mm IS sieve and retained on 10mm sieve is filled in three equal
layers.
● The test sample is weighed (W1 g).
● Each layer is being tamped 25 times by the tamper.
● Plunger is placed on the top of specimen and a load of 40 tonnes is applied at a rate of 4
tonnes per minute by the compression testing machine.
● Crushes aggregates removed and sieved on 2.36 mm IS sieve.
● The crushed material which passes the sieve is weighed equal to w2 g.
Aggregate crushing value = (W2 x 100) / (W1-W)
W2 =Weight of fraction passing through the appropriate sieve W1-W =Weight of surface dry
sample. The mean of two result to nearest whole number is the aggregate crushing value
● Strong aggregate gives low aggregate crushing value.
● The value should not exceed 45% for the aggregate to be used in base course.
● It should not exceed 30 % for the aggregate to be used in surface course.

Abrasion Test
● It tests the hardness property of the stones.
● The test gives the suitability of the aggregates for different road construction.
● The abrasion test on aggregate is carried out in one of the following three tests.

➔ Los Angeles abrasion test

➔ Deval abrasion test

➔ Dorry Abrasion test

● Los Angeles is the most preferred one.

Los Angeles abrasion test

● It calculates the percentage wear due to the relative rubbing action between the aggregates
and steel balls used as abrasive charge.
● Consist of cylinder with diameter 70 cm and length 50cm.
● Abraded aggregate is sieved through 1.7 mm IS sieve
● The weight of the aggregate passing through this sieve is found
● The value should be less than 30% for high quality road pavements

Impact Test
● To evaluate the toughness of stone or the resistance of the aggregates under repeated
impacts.
● Consist of a metal base and a cylindrical steel cup of internal diameter 10.2 cm and depth 5
cm.
● Metal hammer of weight 13.5 kg- 14.0 kg having a free fall from a height of 38 cm.
● Dry aggregate passing 12.5 mm IS sieve and retained on 10mm sieve is filled in three equal
layers.
● The test sample is weighed (W1 g).
● Each layer is being tamped 25 times by the tamper.
● The specimen is subjected to 15 blows of hammer sieved through 2.36 mm IS sieve.
● The value is expressed as the percentage of the fine formed in terms of the total weight of
the sample.

Aggregate impact value =

● The value should not exceed 35% for the aggregates to be used in base course.
● It should not exceed 30 % for the aggregates to be used in surface course/wearing course.
Soundness Test
● To study the resistance of aggregates to weathering action.
● Clean dry aggregates specimen of specified size range is weighed and counted.
● It is immersed in the saturated solution of sodium sulphate or magnesium sulphate for 16 to
18 hours.
● Specimen is dried in an oven at 105 to 110 C making one cycle of immersion and drying.
● Average loss in weight of aggregates to be used in pavement construction after 10 cycles
should not exceed 12% when test with sodium sulphate and 18% when tested with
magnesium sulphate.
Shape Test
Particle shape of aggregate is determined by the percentage of flaky and elongated particles
contained in it and by its angularity

Flakiness Index
● It is the percentage by weight of aggregates particles whose least dimension/ thickness is
less than three fifths or 0.6 their mean dimensions.
● The test is applicable to sizes larger than 6.3 mm.
● The sample of aggregates to be tested is sieved through a set of sieves and separated into
specified size ranges.
● The width of the particles less than 0.6 of their mean dimension are separated from the rest
of the sample particles, removed and gives the percentage of flaky particles.
● The flakiness index of aggregates used in road construction should be less than 15 % and
should not exceed 25%

Elongation Index
● It is the percentage by weight of aggregates particles whose greatest dimension/ thickness
is greater than one and fourth fifth or 1.8 times their mean dimensions.
● The test is applicable to sizes smaller than 6.3 mm.
● The sample of aggregates to be tested is sieved through a set of sieves and separated into
specified size ranges.
● The width of the particles more than 1.8 times of their mean dimension is separated from
the rest of the sample particles, removed and gives the percentage of elongated particles.
● The elongation index of aggregates used in road construction should be less than 15 % and
should not exceed 25%

Angularity Number
● It is used to give an indication of shape of aggregate.
● Angularity number test gives an idea of how angular the aggregate is.
● It is based on the percentage of voids in the aggregate after compaction in a specified
manner
● If the void content of the aggregate is 33% the angularity of such aggregate is considered 0.
If the void is 44%, the angularity number of such aggregate is considered 11.
● The normal aggregate which are suitable for making concrete may have angularity number
anything from 0 to 11.
Where, W = mean weight of the aggregates filling cylinder
C = weight of water required to completely fill the cylinder
Gs = Specific gravity of the aggregates

.
Specific Gravity
● It is a measure of the quality or strength of the material.
● The low value of specific gravity signifies weaker material.
● 2 kg of dry aggregate is taken and immersed in water for 24 hours.
● The sample is weighed and oven dried and dry weight is determined.
● The specific gravity is determined by dividing the dry weight of aggregate by weight of
equal volume of water.
● Specific gravity of rocks varies from 2.6 to 2.9

Water Absorption
● Stones having higher water absorption value are porous and weak
● 2 kg of dry aggregate is taken and immersed in water for 24 hours.
● The sample is weighed and oven dried and dry weight is determined.
● It is expressed as the % water absorbed in terms of oven dried weight of aggregates.
● The specimen should not have more than 0.6% water absorption.
Bitumen Adhesion Test
Several tests have been developed to determine the adhesion of bituminous binder.

➔ Static immersion test

➔ Dynamic immersion test

➔ Chemical immersion test

➔ Immersion mechanica test

➔ Immersion trafficking test

➔ Coating test
● The static test is very commonly used.
● The aggregate is immersed fully coated with the binder in water maintained at specified
temperature and by estimating the degree of stripping.
● The result is given as the % of stone surface that is stripped off after the specified time
periods.
● It should not exceed 25% for use in bituminous surface dressing, bituminous macadam,
penetration macadam.

6. Wet Mix Macadam

6.1 General
Wet Mix Macadam (WMM) work includes laying and compacting clean, crushed, graded
aggregate and granular material premixed with water to a dense mass on a prepared GSB
layer or existing pavement as per the requirement of the project. WMM can be laid in one
or more layers, but the thickness of the single compacted layer is not less than
75mm, and the maximum of 200mm when vibrating or other approved types of
compacting equipment are used.

6.2 Explanation
The following plants and equipment are necessary for wet mix macadam works
 WMM plant – 01 No
 Loader – 1 No
 WMM Paver (Sensor) – 01 No.
 Motor Grader – 01 No
 Vibratory Rollers, capacity 80-100KN static wt – 2 Nos.
 Tipper/Dumpers, Cap – 10T/20T (As per site requirement)
 Plate compactor (as per site requirement)
The above equipment deployment list is for a single WMM setup, whereas the
number of sets shall be mobilized per the program’s requirement.
6.3 Tests Used in Wet Mix Macadam

Impact Test
● To evaluate the toughness of stone or the resistance of the aggregates under repeated
impacts.
● Consist of a metal base and a cylindrical steel cup of internal diameter 10.2 cm and depth 5
cm.
● Metal hammer of weight 13.5 kg- 14.0 kg having a free fall from a height of 38 cm.

● Dry aggregate passing 12.5 mm IS sieve and retained on 10mm sieve is filled in three equal
layers.
● The test sample is weighed (W1 g).
● Each layer is being tamped 25 times by the tamper.
● The specimen is subjected to 15 blows of hammer sieved through 2.36 mm IS sieve.
● The value is expressed as the percentage of the fine formed in terms of the total weight of
the sample.
Aggregate impact value =
● The value should not exceed 35% for the aggregates to be used in base course.
● It should not exceed 30 % for the aggregates to be used in surface course/wearing course.

Shape Test
Particle shape of aggregate is determined by the percentage of flaky and elongated particles
contained in it and by its angularity

Flakiness Index
● It is the percentage by weight of aggregates particles whose least dimension/ thickness is
less than three fifths or 0.6 their mean dimensions.
● The test is applicable to sizes larger than 6.3 mm.
● The sample of aggregates to be tested is sieved through a set of sieves and separated into
specified size ranges.
● The width of the particles less than 0.6 of their mean dimension are separated from the rest
of the sample particles, removed and gives the percentage of flaky particles.

● The flakiness index of aggregates used in road construction should be less than 15 % and
should not exceed 25%
Elongation Index
● It is the percentage by weight of aggregates particles whose greatest
dimension/ thickness is greater than one and fourth fifth or 1.8 times their mean dimensions.
● The test is applicable to sizes smaller than 6.3 mm.
● The sample of aggregates to be tested is sieved through a set of sieves and separated into
specified size ranges.
● The width of the particles more than 1.8 times of their mean dimension is separated from
the rest of the sample particles, removed and gives the percentage of elongated particles.

● The elongation index of aggregates used in road construction should be less than 15 % and
should not exceed 25%

Angularity Number
● It is used to give an indication of shape of aggregate.
● Angularity number test gives an idea of how angular the aggregate is.
● It is based on the percentage of voids in the aggregate after compaction in a specified
manner
● If the void content of the aggregate is 33% the angularity of such aggregate is considered 0.
If the void is 44%, the angularity number of such aggregate is considered 11.
● The normal aggregate which are suitable for making concrete may have angularity number
anything from 0 to 11.

Where, W = mean weight of the aggregates filling cylinder

C = weight of water required to completely fill the cylinder
Gs = Specific gravity of the aggregates.

7. DBM and BC
7.1 General
There are various types of bitumen mixes with aggregates for pavement construction.
Applications of these bitumen mixes for pavements is discussed in this article.

Types of Bitumen Mixes for Pavement Construction and their

Applications

Based on the nature of gradation selected for the bitumen mixes, they can be classified into:

 Dense Graded Bitumen Mixes

 Semi-Dense Graded Bitumen Mixes
 Open Graded Bitumen Mixes
 Gap Graded Bitumen Mixes
7.2 Explanation
The bitumen mix that is densely graded has continuous gradation, say in the proximity of
maximum density line. The bitumen mix with a large amount of fine aggregate i.e. sand will
form open graded bitumen mix. When the mix lack materials of two or more sizes, it will
form gap graded bitumen mix. The semi-graded mix will have a gradation lying in between
the open graded and the gap graded.
These mixes possess continuous gradation of all primary aggregates. These particles are
packed together. Here inter-particle surface friction is the reason behind their property of
strength gain. All most all possible flexible pavements constructed in the world employ dense
graded bitumen mixes. There are two main types of dense graded mix used. They are:

 Dense Bitumen Macadam (DBM)

 Bituminous Concrete (BC)
Dense Bitumen Mixes
This mix is mainly employed for base course and the binder course. This itself consist of two
gradations; Grading-1 and Grading-2. Grading-1 has 37.5mm as the nominal maximum
aggregate size (NMAS). While Grading-2 have NMAS of 25mm. The fine aggregate
percentages in both the grading are same in a range of 28 to 42%. The main criteria that differ
both the grading are that the grading 1 consist of large size particles i.e. 25mm to
45mm. The grading-1 with NMAS of 37.5mm has many disadvantages like segregation. This
segregation will later result in honeycombing. At lower air-void levels, these mixes become
permeable compared to the grading 2, with NMAS of 25mm. Hence, the grading-1 causes
problems related to water exposure. With the increase of NMAS, the permeability will
increase the multi-fold at a present void level condition

The effect of the nominal maximum aggregate size on the permeability of the flexible
pavement is represented in the graph shown in figure-3. The grade-1, have the advantage of
rutting resistance compared to the grading-2. During the rainy season, the pavement made of
NMAS 37.5MM, Grade 1 must be sealed or overlaid. This will avoid penetration of the water
into the pavement and reach the Wet mix macadam. This is the WMM course also called as
crushed stone base source.

Bituminous Concrete Mixes (BC)

The bituminous concrete mix is used in two forms: Grade-1 and Grade-2. Grade-1 with
NMAS of 19mm. The Grade-2 of 13mm as the NMAS. From the above description about
dense bitumen mixes, it was clear that dense bitumen mix grade-2 have larger use as the base
course due to its fewer disadvantages compared to dense bitumen mix Grade-1. This hence
was necessary to determine a grade for the binder and the surface course. The bituminous
concrete grading-1 with nominal maximum aggregate size 19mm as the binder course binds
the base course (dense bitumen mix Grade-1) as well as the wearing course bituminous
concrete grade-2 of nominal maximum aggregate size 13mm, with NMAS 19 mm employed
as a transition. The bituminous concrete grading-2 is good to be used as a wearing course. To
facilitate medium and low traffic, a bituminous concrete grade of nominal maximum
aggregate size 9.5 mm was necessary to considered for the construction of smooth and
impermeable pavement in urban areas. To facilitate thin asphalt lifts, bituminous concrete
grading-3 is more suitable than grade-2. The bituminous concrete grade-2 of NMAS 9.5mm
has been efficiently used in the highway construction for the US. For higher traffic BC grade-
2 are recommended.

Semi-Dense Bitumen Mixes

The two types of semi-bituminous mixes used in the pavement construction in India are;

 Semi-Dense Bituminous Concrete (SDBC)

 Mixed Sealed Surfacing (MSS)

Semi-Dense Bituminous Concrete (SDBC)

The semi-dense bituminous concrete mixes have neither dense or open graded characteristics.
It consists of the so-called pessimism voids when they are fully constructed. The word is an
anonym of optimum. So, it is advised to make the mix get rid of pessimum voids. These tend
to capture moisture or water that will later cause stripping. When the semi dense bituminous
concrete is employed above the bitumen macadam (BM) layer, there is chances for the
penetration of rainwater through the SDBC and reach the BM. This will create the separation
of aggregate and the bitumen in the BM layer. This will cause stripping and the scaling of
SDBC. The scaling later with time will result in the potholes on the road.

Mixed Seal Surfacing (MSS)

The Mixed Seal Surfacing design mix is based on the IRC: SP:78-2008. This is an alternative
used for the premix carpet (PMC). Both the PMC and the MSS are employed in 20mm
thickness. There are two gradations that are specified for the mixed seal surfacing mix. They
are

 Type A - Closed Gradation with an NMAS value of 9.5mm

 Type B- Open Gradation with an NMAS value of 9.5mm or 12mm

Open Graded Bitumen Mixes
The open graded Bitumen Mixes have fine aggregates in a minimum amount; hence they are
very permeable to water. They are employed based on specific functions in the base and for
surface mixes.

Open Graded Bitumen Base Mixes

Three open graded mix types are employed as the base mixes. They are the

 Asphalt Treated Permeable Base (ATPB)

 Bituminous Macadam (BM)
 Built up Spray Grout (BUSG)

Asphalt Treated Permeable Base (ATPB) Permeable asphalt treated
base (PATB) is used extensively on major highway construction in the US. This system will
help to have sub surface drainage. The PATB is also called as the Asphalt Treated Permeable
Base (ATPB). The system consists of separate course for the subsurface drainage. The
thickness of the PATB ranges from 75mm to 100mm. The PATB is given between the
granular sub-base (GSB) and the bituminous course. The granular sub-base in flexible
pavement too has the intention to provide subsurface drainage. The GSB consist of large
quantity of fines that are passing through 0.075mm sieve, which will let in providing
excellent drainage system. A two-layer drainage system is implemented by this system. 

Bituminous Macadam (BM) The BM mix is open graded and highly permeable in

nature. This is a recipe type mix produced that gain no kind of quality in terms of strength
and volumetric. The void content is 20 to 25% higher than the dense graded bitumen (DBM).
The DBM have a void content of 3 to 5%. The BM have high potential to attract water and
moisture. 

Built-up spray Grout (BUSG) For flexible pavements, BUSG has been

recommended as a base course. It is a two-layer composite construction with single size
aggregates, which are nicely compacted. This has a hot bitumen layer applied after each
layer. At the top, single sized key aggregate is applied. As the sprayed bitumen does not help
in filling the voids that are created by the coarse aggregate, these pavements behave to be
highly permeable in nature. This does have a property to attract moisture and water. The
application of BUSG as a remedy for the removal of potholes is stopped.

Open Graded Bitumen Surface Mixes

Three open graded mix types are employed as the surface mixes. They are:

 Open graded Friction course (OGFC)

 Premix Carpet (PMC)
 Surface Dressing
Open Graded Friction Course (OGFC) The OGFC system consists of
interconnected voids that help to improve the surface drainage property. Here the rainwater
will drain through the OGFC and reach the bituminous concrete grade 2 (BC), that will later
flow laterally within the OGFC. Which is later ended at the shoulder. The last OGFC layer
will have a thickness of 20mm. This system will have no trace of water on the surface. The
OGFC system was developed in 2002, by the US nationals. The safety and the environmental
features of OGFC are mentioned below:

 Improvement of frictional resistance of wet pavement

 Hydroplaning: Hydroplaning is the effect of skidding on ice and the loss of control
problems of the vehicles. This is due to the presence of water during and after rain.
The OGFC lets removal of water from the surface, letting no water trace on the
pavement.
 The splash and the spray are reduced: The high-speed movement of vehicles will
cause splashing and spraying of water to the nearby vehicles, which will cause
problems to the visibility. The OGFC results in no water flooding in the road hence no
splashing or spraying.
 Glare: The OGFC results in the reduction of glare from the headlights in the wet
conditions. This will help in better visibility and have reduced driver fatigue.
 Noise Reduction

Premix Carpet (PC) Here the PC is laid as a wearing course with a

thickness of 20mm. The mix will compose two single size aggregates.
One is the aggregate that is passing through 22.5mm and that will
retain in 11.2mm. The second aggregate type will pass through
13.2mm and retain on 5.6mm sieve. Here with respect to the climate
and the traffic intensities, the viscosity grade bitumen is employed. It
can be either VG-10 or VG-30. Based on the aggregate and aggregate
application rates that are specified in IRC: 14-2004, in
"Recommended Practice for Open Graded Premix Carpet", the
bitumen content by weight of mix is 3.3%.
Surface Dressing As per IRC:110 -2005, " Specification and Code of Practice for
Design AND Construction of Surface Dressing", the surface dressing has the following
significances and objectives:

 The surface dressing will provide a dust free wearing course over a granular base
course that act similar to a water bound macadam (WBM) or a wet mixed Macadam
(WMM).
 The surface Dressing will help in providing impermeability for water percolation for
the road surface
 Surface Dressing provide high friction for the riding surface
 This will provide a renewal coat for periodic maintenance of bituminous wearing
surfaces.
 The surface dressing work involves the process of spraying of proper grade paving
bitumen mainly VG-10 or the rapid setting cationic emulsion. This is applied over an
aggregate layer of appropriate size and gradation.
Surface dressing does not increase the structural strength and the riding quality of the
pavement constructed.

Gap Graded Bitumen Mixes

 The Stone Matrix Asphalt (SMA) is the most commonly used gap graded bituminous
mixes. With the increasing traffic and the high pressure of tires of the vehicles will
give large stresses to the road pavement. The roads are subjected to overloading
conditions in certain cases. The stone matrix asphalt mix is tough, highly stable in
structure and rut resistant asphalt mix. These systems rely on the stone-to-stone
contact that will facilitate in strength. The rich mortar used in the system will provide
better durability.

8. Equipment’s used in Flexible Pavements

Stabilizers/Reclaimers

A stabilizer/reclaimer is a vehicle with a dual purpose. These machines have a

large rotor blade which may be used to cut and pulverize damaged or
old pavement, but which also may be used to mix lime, fly ash, or cement into
the subbase in order to stabilize poor soils.

Milling Machines
A top layer is milled off the existing pavement to provide a relatively smooth surface on
which to pave. Milling is also commonly used to remove a distressed surface layer from an
existing pavement. Milling machines are the primary method for removing old HMA
pavement surface material prior to overlay. They can be fitted with automatic grade control to
restore both longitudinal and transverse grade and can remove most existing pavement
distortions. Milling also produces a rough, grooved surface, which will increase the existing
pavement’s surface area when compared to an ungrooved surface. The surface area increase
is dependent on the type, number, condition and spacing of cutting drum teeth but is typically
in the range of 20 to 30 percent, which requires a corresponding increase in tack coat (20 to
30 percent more) when compared to an unmilled surface. Milling is advantageous because it:

 Provides RAP for recycling operations.

 Efficiently removes deteriorated pavement that is unsuitable for retention in the
overlaid pavement.
 Provides a highly skid resistant surface suitable for temporary use by traffic until the
final surface can be placed.
 Allows curb and gutter lines to be maintained or re-established before HMA overlays.
 Provides an efficient removal technique for material near overhead structures in order
to maintain clearances for bridge structures, traffic signals and overhead utilities.

Figure 1: Side view of milling machine Figure 2: Cutting tips on rotary drum.

Graders
Graders may be used in place of milling machines if the base course is dirt or
gravel. They are vehicles with large blades that create a wide flat surface
for asphalt to be placed on.
Figure 3: A grader preparing the subgrade on a project

Sweepers
Sweepers clean the surface of the road after it has been milled or graded. This is necessary
because excessive dust and debris on the ground can prevent proper bonding between the
asphalt and the base course. Large pieces of debris can also cause non-uniform compaction of
the asphalt.

Figure 4: Sweeping Machine

Batch Plant
Batch plants, which produce HMA in individual batches, are the older of the two types of
HMA production facilities; it was not until the 1970s that drum plants became a popular
HMA production option. Typical batch quantities range from 1.5 to 5 tons of HMA and each
batch can take 15 – 45 seconds to make.
Figure 5: Batch plant

Drum Plant
Drum plants, which produce HMA in a continuous manner, generally offer higher production
rates than batch plants for comparable cost. Typical production rates for drum plants vary
between about 100 tons/hr up to over 900 tons/hr depending upon drum design.

Figure 6: A continuous or drum plant.

Dump Trucks
Dump trucks move the hot asphalt from the plant to the jobsite. There are many kinds of
dump trucks:

 End dump: unload their payload by raising the front end and letting the payload slide
down the bottom of the bed and out the back through a tailgate. They are the most
popular transport vehicle type because they are plentiful, manoeuvrable and versatile.
 Bottom or belly dump: Bottom dump trucks unload their payload by opening gates on
the bottom of the bed. Internal bed walls are sloped to direct the entire payload out
through the opened gates. Discharge rates can be controlled by the degree of gate
opening and the discharge is usually placed in an elongated pile, called a windrow, in
front of the paver by driving the truck forward during discharge. Windrows require a
special MTV (material transfer vehicle) to feed the HMA into the paver.
 Live bottom or Flo-boy: Live bottom dump trucks have a conveyor system at the
bottom of their bed to unload their payload. HMA is discharged out the back of the
bed without raising the bed. Live bottom trucks are more expensive to use and
maintain because of the conveyor system but they also can reduce segregation
problems and can eliminate some detrimental types of truck bed – paver contact
(because the bed is not raised during discharge).

Figure 7: End dump truck placing WMA into a skip.

Material Transfer Vehicles
Material transfer vehicles (MTVs) are used to assist the paver in accepting HMA.
Most pavers are equipped to receive HMA directly from end dump or live
bottom trucks, however in certain situations it can be necessary or
advantageous to use an MTV. Paving using bottom dump trucks and windrows
requires a windrow elevator MTV, while other MTVs are used to provide
additional surge volume, which is advantageous because it allows the paver to
operate continuously without stopping, minimizes truck waiting time at the
paving site and may minimize aggregate segregation and temperature
differentials.

Figure 8: Material transfer vehicle, or shuttle buggy.

Asphalt Pavers
The asphalt paver is a self-propelled formless laydown machine with a floating screed. HMA
is loaded in the front, carried to the rear by a set of flight feeders (conveyor belts), spread out
by a set of augers, then levelled and compacted by a screed. This set of functions can be
divided into two main systems:
  Tractor: The tractor contains the material feed system, which accepts the HMA at the
front of the paver, moves it to the rear and spreads it out to the desired width in
preparation for screed levelling and compaction.
 Screed: The most critical feature of the paver is the self-levelling screed unit, which
determines the profile of the HMA being placed . The screed takes the head of HMA
from the material delivery system, strikes it off at the correct thickness and provides
initial mat compaction. Figure 5 shows screed components and the six basic forces
that act upon the screed to determine its height and, thus, pavement thickness.

The screed helps control the amount of material extruded onto the base course, flattening the
asphalt on the ground. It also assists in offering a level surface for compaction regardless of
the condition of the base course. However, the base course needs to be reasonably level in
order to prevent future cracking.

Figure 9: A typical asphalt paving machine.

Compactors/Rollers
There are three basic pieces of equipment available for HMA compaction: (1) the paver
screed, (2) the steel wheeled roller and (3) the pneumatic tire roller. Each piece of equipment
compacts the HMA by two principal means:

1. By applying its weight to the HMA surface and compressing the material underneath
the ground contact area. Since this compression will be greater for longer periods of
 contact, lower equipment speeds will produce more compression. Obviously, higher
equipment weight will also increase compression.
2. By creating a shear stress between the compressed material underneath the ground
contact area and the adjacent uncompressed material. When combined with
equipment speed, this produces a shear rate. Lowering equipment speed can decrease
the shear rate, which increases the shearing stress. Higher shearing stresses are more
capable of rearranging aggregate into more dense configurations.

These two means are of compacting HMA are often referred to collectively as “compactive
effort”.

Paver Screed
Approximately 75 to 85 percent of theoretical maximum density, or Rice density, will be
obtained when the mix passes out from under the screed.

Steel Wheel Rollers

Steel wheel rollers are self-propelled compaction devices that use steel drums to compress the
underlying HMA. They can have one, two or even three drums, although tandem (2 drum)
rollers are most often used. The drums can be either static or vibratory and usually range
from 35 to 85 inches in width and 20 to 60 inches in diameter. Roller weight is typically
between 1 and 20 tons.

Some steel wheel rollers are equipped with vibratory drums. Drum vibration adds a dynamic
load to the static roller weight to create a greater total compactive effort. Drum vibration also
reduces friction and aggregate interlock during compaction, which allows aggregate particles
to move into final positions that produce greater friction and interlock than could be achieved
without vibration. As a general rule-of-thumb, a combination of speed and frequency that
results in 10 – 12 impacts per foot is good. At 3000 vibrations/minute this results in a speed
of 2.8 – 3.4 mph.
Figure 10: A steel wheel roller

Pneumatic Tire Rollers

Pneumatic tire rollers are self-propelled compaction devices that uses pneumatic tires to
compact the underlying HMA. Pneumatic tire rollers employ a set of smooth (no tread) tires
on each axle; typically, four or five on one axle and five or six on the other. The tires on the
front axle are aligned with the gaps between tires on the rear axle to give complete and
uniform compaction coverage over the width of the roller. Compactive effort is controlled by
varying tire pressure, which is typically set between 60 and 120 psi. In addition to a static
compressive force, pneumatic tire rollers also develop a kneading action between the tires
that tends to realign aggregate within the HMA. Because asphalt binder tends to stick more to
cold tires than hot tires, the tire area is often insulated with rubber matting or plywood to
maintain the tires near mat temperature while rolling.
Figure 11: A pneumatic tire roller compacting chip seal.

9. Conclusion
Practical training is very advantageous for me. Theoretical as well as practical knowledge is
essential to enter in any industry. Generally, we read theories but keeping practical
knowledge is show of implementation on this theoretical knowledge. So, we were going for
practical training to learn many Things and our site engineer give best knowledge as he could
give according their knowledge. He taught us many things such as how to control labour,
right way of communication with labour so they give best result as they can give, how to take
level of road alignment, necessity of BIS/IRC Codes in road construction. Demand of
transportation, design of super elevation, etc.

As per the traffic of the road and its loading conditions value of cumulative number of
standard axles (N) is 1.05 msa. Also, the value from CBR test is 2.93%. So, the Flexible
Pavement thickness according to IRC 37-2012 for 1.05msa and CBR value up to 3%
is635mm. According to which the height of Sub Grade is 0.335m, Granular Sub Base
is0.225m, Base-course Bituminous Macadam is 0.05m and Surface-coarse Bituminous
Macadam is 0.025m.
10. Refrences
1. IRC 37:2012 - Guidelines for the Design of Flexible

2. IS: 20:2007 Codes for the rural roads & standard designing of a

pavement.

3. Khanna & Justo, Highway Engineering Provisions & general data

obtained for soil tests, designing of flexible pavement & traffic survey

study.

4. B.N Dutta, Cost Estimation, Estimation procedures & format obtained

by this book.

5. K R Arora, Soil Mechanics & Foundation Engineering Soil tests & their details are
obtained.

6. B.C Punmia, Soil Mechanics, Soil tests & their applications are

preferred from this book.

7. www.wikipedia.org

8. www.civil.org

9. www.civilworks.org

10. www.nptel.co.in