NATIONAL HIGHWAYS AUTHORITY OF INDIA

(Ministry of Road Transport & Highways)

Construction of 6 lane Durg - Raipur bypass Section of NH-53 from Design ch. 0+000 (Tendesara) to Design Ch.
44+500 (Parsada) In the State of Chhattisgarh on EPC Mode Under Bharatmala (Package) A.

Authority Engineer: Bloom Companies, LLC JV with Almonds Global Infra Consultant Limited.
EPC Contrator : SMSL -MBPL (JV) Durg, Package-A.

METHOD STATEMENT FOR DENSE GRADED BITUMINOUS MACADAM

This method statement for DBM is as follows: -

1) Equipment Deployed.
2) Manpower Deployed.
3) Material supply.
4) The method of construction.

Equipment Deployed
.
The plant and equipment to be allocated to each team for carrying out the DBM works are: -

Pneumatic Tyred Roller - 1 No.

Smooth wheeled Tandem Roller - 2 Nos.
Compressor - 1 No.
Mechanical Broom - 01 No
Tipper Trucks - 12 - 15 Nos.
Water Tanker - 1 No.
Browser - 02 Nos
Mechanical Paver - 01 No

Manpower Deployed

Site Engineer - 2 Nos.

Site Supervisor - 2 Nos.
Land Surveyor - 2 Nos.
Lab. Technician - 01No

1.0 GENERAL

1.1 Dense Graded Bituminous Macadam (DBM) is a bituminous premix based on established Jobmix
formula in that the mix proportions are specified in accordance with the requirements of MORT&H
specification, section 507.

1.2 We propose to set up one 120 TPH DMI hot mix plant, for the production of dense bituminous
macadam for the project.

2.0 MIX DESIGN & TRIAL

2.1 For DBM, a plant trial mix based on the Jobmix formula prepared in the laboratory duly witnessed
and confirmed by the Engineer will be carried out. Sample from the plant mix will be tested for the
specified requirement of section 507.3 MORT&H which comprises of Gradation, Marshall Stability
& flow, Percentage of air voids, VMA, VFB and Binder content. These test results will become the
approved Job Mix formula with the identification reference code for the DBM.
 The approved Job mix formula will remain effective unless and until modified by the Engineer. In
the case change in the source of materials, a new job mix formula with the identification reference
code will be established and got approved by Engineer prior to using the materials in the trial lay.

2.2 A trial lay will also be carried out to establish the rolling pattern to produce the specified field density as
per the specification. Samples of the compacted DBM will be cored out to determine the thickness
and compacted density. A trial lay report will be prepared and submitted to Engineer for approval.
The approved rolling pattern will then be followed in the permanent DBM works. The laying and
rolling temperatures will comply with the specification and recorded accordingly.

3.0 LAYING METHOD

3.1 Laying 130mm thick of DBM in two layers will be commenced after sufficient length of the WMM
2nd layer has been laid.

3.2 The aggregate surface on which the material is to be laid will first be cleaned so that it is free from
loose material before being sprayed with prime coat. This is normally carried out with air compressor
blower and manually. Similarly, tack coat will only be sprayed on the lower premix layer after its
surface is cleaned. Prime coat and tack coat materials shall comply with the MORT&H specification,
section 502 & 503 respectively. Both the prime coat and tack coat will be sprayed at the respective
spray rate specified in the MORT&H for the sprayer to the required rate of spread. The spray rate of
a sprayer will be determined by “tray test”.

3.3 The area where prime coat or tack coat has been sprayed will be barricaded and no vehicle or worker
is allowed to move on top until the DBM has been laid. Normally DBM will be laid after the prime
coat and tack coat has been sprayed and cured.

3.4 The DBM will be transported to site by tipper lorries and supplied continuously to the paver and laid
with minimum delay. The number of lorries used will be varied depending on the distance between
the site and premix plant such that there is always a smooth supply of premix for the paver to lay at
site. Any soil or unsuitable materials attached to tyres and may be brought inside the paving area will
be cleaned and removed accordingly.

3.5 Communication between the site team and the Premix plant team will be by means of Mobile
phones. When there are any changes in weather condition, machine problem or plant breakdown etc,
site team must immediately inform the plant team or vice versa.

3.6 The premix will be laid by means of a self-propelled mechanical paver equipped with vibrating
screed, and tamping plates. Some of the premix pavers available are Vogele Super 2100-2 and
Vogele Super 1800-2. The width of the above pavers can be varied from 2.5 meter to 9.0 meter from
2.5 meter to 13.0 meter i.e. for carriageway width of 12.5m or less, the full width can be laid without
forming any longitudinal cold joint. Electronic sensor control system can be attached to the paver for
level control. The sensor devices can be installed with one grade sensor on each side of the paver.
The grade sensor will be guided by a base line set up with reference to the profile levels.

3.7 Each layer of the premix will be laid and compacted in one single layer to the required level and
thickness. Skilled operators will be deputed to control the paving operation to ensure that the premix
layer is laid in accordance to various requirements specified such as avoiding dragging cracks,
segregation, etc.

3.8 Temperatures of the premix on lorries, during laying and compaction will be observed and recorded
accordingly. The premix with temperature falling below the specified temperature will not be used.
Temperature will be strictly maintained during production and execution of premix works as
specified in section 507, MORT&H.
3.9 Compaction rolling will be commenced with 80 – 100 KN static weight smooth wheel Ingersoll
tandem roller to roll in longitudinal direction behind the paver when the premix has reached rolling
temperature. Soon after the smooth wheel roller has completed rolling, the intermediate rolling will
be done (in the same direction) with Ingersoll pneumatic tyred roller of 150 – 250 KN having the
tyre pressure of at least 0.7 Mpa. A finish roll will then be done on the surface using the smooth
wheeled Ingersoll tandem roller weighing 80 – 100 KN. The rolling patterns will be similar to that
carried out in the trial lay.

Care will be taken to ensure that no roller standing on the laid pavement which has not been fully
compacted and where temperature is still more than 900C.
Necessary precautions will be taken to prevent dropping of oil, grease, petrol or other foreign matter
on the pavement either when the rollers are operating or standing. The wheels of roller will be kept
moist to prevent the mix from sticking to them. The care will be taken to avoid excessive water
poured on wheels.

3.10 For each layer of premix, the laying pattern will be arranged such that cold transverse joint is
minimized. Transverse joints should be cut to vertical face by conventional cutter machine in
accordance to the specification.

3.11 In the event of adverse weather or rain, laying of the premix will be stopped immediately. The laying
works may be started again after rain has stopped by cleaning and drying the surface with an air
compressor. A layer of tack coat may be sprayed on the surface if required. If necessity arises, traffic
will be allowed after completion of final rolling when the mix has cooled down to the surrounding
temperature. However, preference will be given to lay bituminous concrete prior to open for traffic.

3.12 Regular quality control tests of the raw materials, the resultant mix and the laying will be carried out
by our Material Section in accordance to the MORT&H specification section 507 and Section 900.

3.13 As built survey will be conducted duly witnessed by Engineer and the survey report will be
submitted to Engineer for record purpose.

4 SAFETY

4.1 Provide warning signs and any other necessary signs and barricades, which shall be used to mark
work is in progress on the roads.

4.2 Provide men with flags to warn approaching traffic.

4.2 Provide flashing lamps, which shall be operational during the hours of darkness and situated in such
a manner as to clearly indicate the existence of the hazard.