MEMORANDUM

To: Shri V. K. Sinha, Additional Director General Roads, MORTH

Shri R. P. Indoria, Secretary General, Indian Roads Congress

From: Prof. Prithvi Singh Kandhal, Jaipur

Subject: Revision of MORTH Orange Book Section 500 on Bituminous Pavements

Date: 18 May 2009

Gentlemen,

As requested by you, I have prepared draft revisions to the entire Section 500 of 2001
MORTH Specifications (Fourth Revision), that is, the so-called small orange book on
bituminous pavements. The recommended revisions follow this memorandum for your
consideration.

I am really glad MORTH has finally undertaken the revision of the orange book
earnestly. I hope the revised book will be published very soon.

I have recommended radical surgery of Section 500 (Bituminous Pavements) to remove

the unnecessary dead wood and to overhaul the total bituminous specifications to bring it
up to date. This action warrants the following general statement so that the MORTH
reviewers (who will finalize the revision of the orange book) are objective rather than
subjective in their judgment.

GENERAL STATEMENT

There is a proliferation of bituminous paving mixes in our orange book. It provides 6

types of bituminous base courses, 6 types of bituminous binder courses, and 6 types of
bituminous wearing courses (total 18 types). These also include Premix Carpet and
Mixed Seal Surfacing for wearing course and Bituminous Penetration Macadam (BPM)
and Built-Up Spray Grout (BUSG) for binder course. Too many options for a specific
bituminous course have created confusion in mix selection and are mainly responsible for
the poor performance of flexible pavements in India. What is so special about India when
most countries of the world including the US can build excellent roads (ranging from
rural to national highways) with only one bituminous mix for a specific bituminous
course such as base course, binder course, and wearing course? If the life of the roads in
India was equal or better than that in other countries, keep all these 18 mixes by all
means. However, we have a dismal record on road performance and durability. Most
highway engineers now agree that the life of bituminous surfaces in India is 3 to 5 years
compared to 8 to 10 years in most other countries.

The reviewers of the orange book should be requested to read the paper titled, “ A Critical
Review of Bituminous Mixes Used in India”, by P. S. Kandhal, V. K. Sinha, and A.

1
Veeraragavan recently published in the Journal of the Indian Roads Congress, Volume 69-
2, July-September 2008 and presented at the IRC Session in Kolkata. The authors have
made a detailed technical and economical comparison of BM with DBM in Section 5.1 of
the paper in terms of permeability, structural strength, use as PCC, cost considerations,
traffic conditions, and general statements. It was concluded with technical justifications
that dense graded DBM should be used in lieu of open graded, undrained BM especially
to obtain long lasting pavements. Numerous positive comments have been received on
this paper, which made a strong case of drastically reducing the number of bituminous
mixes in the orange book by deleting some mixes such as Bituminous Macadam (BM)
and Semi-Dense Bituminous Concrete (SDBC), which are fundamentally flawed and are
not cost effective.

However, despite many fundamental, technical flaws associated with BM as mentioned in

the paper, some engineers still advocate to retain it in the specifications. This is probably
due to the following misconceptions:

• Dense graded DBM is not flexible enough to be placed directly on WMM and
therefore a “flexible” BM course is necessary between the WMM and DBM. If the
DBM was not flexible it would not rut at all. But that is not the case. If there is
uneven settlement /consolidation of WMM, the DBM is flexible enough to
deform and adjust similar to BM if that is what is desired. It is a common practice
in most countries of the world to place DBM type bituminous base course directly
on crushed stone base course (we call it WMM). That practice has resulted in
durable long lasting pavements without any problems.
• BM is cheaper than DBM and that is why it is good for a developing country like
India. A detailed, comparative cost analysis given in the paper shows that the
DBM is cheaper than the BM by 15 to 21% if the relative structural strengths are
considered. Only when the BM is used as PCC to correct camber/super elevation
it is cheaper than the DBM. But the problem still remains that the undrained BM
PCC would trap moisture/water creating a “bath tub” within the pavement and
thus will be potentially detrimental to the pavement.

Some engineers have suggested retaining the BM but providing outlet for the water
trapped in the open graded BM. To do this, the BM has to be extended all the way to the
edge of the embankment (that is, day lighted) or pavement edge drains have to be
constructed to drain the BM. Both of these configurations which are shown in Figs. 2(a)
and 2(b) of the paper to drain a permeable asphalt treated base (PATB) are very expensive
propositions. Even developed countries use the PATB as a drainage layer only on selected
heavy duty roads. It should also be mentioned here that if we must use a drainage layer in
India in exceptional circumstances, we should use PATB rather than the BM because the
former with 2-3% bitumen content and coarser gradation is not only cheaper but also
more permeable.

If BM is used as PCC for correcting camber, it may not be possible to drain the BM
wedge (triangle) especially if it is towards a raised median. Moreover, rainwater falling in
the raised median may also enter sideways into the open graded BM wedge and cause

2
stripping and potholes. Such a case has been observed on a national highway in India.

As mentioned in the paper, it is time to move on from open graded “cheaper” mixes to
dense graded, durable mixes if our objective is to have long lasting pavements both for
low-volume and high-volume roads. Time is of essence. There is no need to conduct any
research, as some might say, and wait for the results. That will simply delay this change,
which is based on common sense, is already practiced in the world, and is now long
overdue in India.

There is a trend in the world to use only dense-graded bituminous mixes both for low and
high traffic roads so that long lasting pavements, which require minimal maintenance,
can be constructed. (Obviously, use of premix carpet directly on WBM for rural roads is
acceptable.) The revised Section 509, “Dense Graded Bituminous Mixes” recommends
only 4 mixes: one for base course, one for binder course, and two for wearing course.

If the dense graded 9.5 mm NMAS wearing course as recommended in proposed Clause
509 is adopted, there is no need for the “semi-dense” SDBC, which is technically flawed
due to pessimum voids as explained in the IRC paper. The recommended dense graded
mix (which can also be used in thin 25 mm applications) will be more durable and cost
effective than the SDBC, because the former is only about 5% costlier than the latter.

Two new Clauses 423 and 424 have been added to include specifications for cold,
stockpileable pothole repair mix and stone matrix asphalt (SMA), respectively.

This memorandum along with my recommended revisions to Section 500 (Bituminous

Pavements), the entire small orange book, is being shared with over 600 highway
engineers (government, contractors, consultants, and academia) all across India. I believe
they all are looking forward to a simpler (that is, less number of mixes by cutting the
dead wood and eliminating outdated and technically flawed mixes) and a progressive
orange book. Only an objective review (free of preconceived notions and
misconceptions) can accomplish this objective. I sincerely hope MORTH review and the
final revisions will not disappoint them.

My recommendations for revising Section 500 now follow.

3
 Recommended Revisions to MORTH Specifications for Road and Bridge Works-
Section 500 (Fourth Revision)
By
Prof. Prithvi S. Kandhal, Jaipur
(18 May 2009)

Note: My comments to support the suggested revisions are given in italics within
parenthesis.

[General comment for the entire orange book: In the revised orange book please do not
number the tables and figures in a sequence in the entire book. If we delete a clause from
the orange book, the whole sequence is disturbed and renumbering of the tables and
figures is required. I suggest to assign number to the tables within the clause. For
example, tables in clause 509 will be numbered as 509.1, 509.2, 509.3 and so forth. This
way, if Clause 509 is deleted in future it does not affect the numbers of other tables in the
orange book.]

501. GENERAL REQUIREMENTS FOR BITUMINOUS PAVEMENT LAYERS

Clause 501.2.1 Binder

Delete 2 sentences starting and ending as follows: “Where penetration grades…………
…..penetration range 30 to 40.”

Substitute the following in lieu of the deleted 2 sentences:

Where viscosity grades of bitumen are specified, they are referred as VG grades such as
VG-30 and VG-10 in accordance with IS:73:2006.

[Comment: The above revision is necessary in view of change in bitumen grading from
penetration to viscosity.]

Clause 501.2.3 Fine Aggregates

Insert the following sentence after the first sentence: “The amount of natural sand in the
total fine aggregate may be limited as set forth in the individual relevant clause for the
material in question.”

[Comment: We are allowing naturally occurring mineral material, which is essentially

natural rounded sand. Most agencies in the world limit the amount of natural sand to 50
percent in the base courses and 10 percent in the binder and wearing courses (layers
within 100 mm of the road surface) to minimize rutting problem. Right now our
specification is vague and one can use 100 percent natural sand, which will get us into
rutting problems.]

4
 Clause 501.3 Mixing
Delete Paragraph 1 and substitute the following two paragraphs and table instead:

Premixes bituminous materials shall be prepared with a hot mix plant of adequate
capacity and capability of yielding a mix of proper and uniform quality of thoroughly
coated aggregates. Bitumen content of the produced mix shall be determined by ASTM D
2171, “Standard Test Methods for Quantitative Extraction of Bitumen from Bituminous
Paving Mixtures”. The essential features of the hot mix plant are given in Appendix A.
Mixing, laying and rolling temperatures for dense graded bituminous mixtures are given
in Table 501.1.

[Comment: It is essential to refer to essential features of the mixing plant to be used.

Include Appendix A in orange book after copying from IRS:27 Specifications for Bitumen
Macadam because the BM specification may be deleted in due course.]

TABLE 501.1. MIXING, LAYING AND ROLLING TEMPARATURES FOR

DENSE MIXTURES (DEGREE CELCIUS)

Bitumen Bitumen Aggregate Mixed Laying *Rolling

Viscosity Temperature Temperature Material Temperature Temperature
Grade Temperature
VG-40 160-170 160-175 160-170 150 Min 100 Min
VG-30 150-165 150-170 150-165 140 Min 90 Min

VG-20 145-165 145-170 145-165 135 Min 85 Min

VG-10 140-160 140-165 140-160 130 Min 80 Min

*Rolling must be completed before the mat cools to these minimum temperatures.

[Comment: Ranges of mix temperatures have been revised in view of the new
viscosity grades. The laying temperatures are 10 C less than the minimum mix
production temperatures, which will account for some cooling in the transport.]

Exact mixing and compaction temperatures for VG-30 and other viscosity grades will be
determined based on paving bitumen viscosities at 60 C and 135 C following the
procedure given in the Asphalt Institute Manual MS-2. Both viscosity values shall be
supplied by the bitumen supplier because the paving bitumen is based on viscosity
grading. In case of modified bitumen, the temperature of mixing and compaction shall be
higher than the mix with conventional bitumen as binder. The exact temperature depends
upon the type and amount of modifier used and shall be adopted as per the
recommendations of the manufacturer. In order to ensure uniform quality of mix the plant
shall be calibrated from time to time.

[Comment: Since viscosity grading has been adopted, it is possible to establish mixing
and compaction temperatures as per MS-2 of the Asphalt Institute.]

5
Clause 501.4 Transporting
Revise the second sentence as follows:
“Subject to the approval of the Engineer, a thin coating of diesel or lubricating oil or an
asphalt release agent, which does not adversely affect the bituminous mix may be applied
to the interior of the vehicle to prevent sticking and to facilitate discharge of the
material.”

[Comment: Most countries in the world do not allow application of diesel oil which can
affect the bituminous mix making it soft and causing flushing. These days, asphalt release
agents consisting of soap or limewater are available. We should be proactive and make
this change now to permit the use of such release agents.]

Clause 501.5.1 Weather and Seasonal Limitations

Revise the first sentence as follows:
“Laying shall be suspended when rain is imminent, or during rain, fog and dust storm.”

[Comment: Most highway departments stop paving when rain is imminent.]

Clause 501.5.4. Cleanliness and Overlaying

Delete Paragraph 2 except its last sentence, “If the surface of the base course……….
Engineer.”

[Comment: It is not always practical to keep the traffic away from the binder course
because it may not be possible to place the wearing course within 3 days. Surface
treatment will be expensive. This has been required because both DBM Gradings 1 and 2
have open surfaces which can absorb rainwater and are also affected adversely in terms
of raveling by traffic .However, we should be practical. Solution to this problem is
already provided in the IRC paper, “A Critical Review of Bituminous Mixtures Used in
India” by Kandhal, Sinha anf Veeraragavan published in the Journal of the Indian Roads
Congress, Vol. 69-2, July- September 2008. The recommendation is to use DBM Grading
2 as a base course, present BC Grading 1 as a binder course, and present BC Grading 2
as a wearing course, like it is done in other countries. With this arrangement traffic can
be allowed for a limited period of time on the binder course (BC Grading 2),which is
relatively impervious to water and also resistant to raveling under traffic.]

Clause 501.6 Compaction

Add the following sentence to the first paragraph:
“The compacted layers of Dense Graded Bituminous Macadam (DBM) and Bituminous
Concrete (BC) shall have a minimum field density equal to or more than 92% of the
average theoretical maximum specific gravity (Gmm) obtained on the day of compaction
in accordance with ASTM D2041.”

[Comment: Most countries in the world control field density not based on the percentage

6
of the lab density but based on the percentage of the theoretical maximum specific
gravity, Gmm, which directly controls the air voids in the compacted mat. In other words,
more than 92 percent of Gmm means no more than 8 percent air voids in the compacted
mat. Basing the field compaction on the daily lab density brings in one more variable
unnecessarily. If the mix is compacted in the lab when it is relatively cold, a lower lab
density results and the contractor has easy time achieving the compaction in the field if it
is based on lab density.]

Revise the last 3 sentences of Paragraph 2 as follows:

“The intial or breakdown rolling shall be done with a vibratory roller (8 to 10 tonnes dead
weight), unless the mix is tender requiring initial two passes in a static mode (vibration
turned off). The intermediate rolling shall be done with a pneumatic tyred roller of 12 to
15 tonnes weight having nine wheels with a tyre pressure of at least 5.6 kg/sq cm. The
finish rolling shall be done with 6 to 8 tonnes smooth wheeled tandem rollers.”

[It is a common practice in the US to use the vibratory roller in vibratory mode for initial
or breakdown rolling. This way, the best packing of aggregates and high density is
achieved with the vibrations. If a static mode is used first for initial or breakdown rolling,
it orients the aggregate particles in a certain manner but that orientation is disturbed
again due to vibrations applied later. The vibratory roller should be used in static mode
(vibrations turned off) for the first 2 passes only if the mix is tender and unstable to
sustain vibratory compaction. We have to change the mindset of the people to get
optimum compaction.]

Clause 501.7 Joints

Revise Item (iii) as follows:

“All joints shall be cut vertical to the full thickness of the previously laid mix. All
loosened material shall be discarded and the vertical face be coated with VG-30 or VG-
10 viscosity grade bitumen or cold applied emulsified bitumen or rubberized asphalt tack
coat (minimum thickness 3 mm). While spreading the material along the joint the
material spread shall overlap 25 mm to 30 mm on the previously laid mix beyond the
vertical face of the joint. The thickness of the loose overlap material should be
approximately a quarter more than the final compacted thickness. The overlapped mix
should be bumped back with a lute just across the joint so that the excess material on the
hot side can be pressed to obtain a high joint density.”

[Comment: The polymer modified adhesive bitumen tape is too expensive. Even countries
like the US cannot afford it. My extensive research on longitudinal joint construction has
revealed that rubberized bitumen tack coat gives the best result, so I have included it as
well. I have written a manual on longitudinal joint construction for airfield runways for
the US Federal Aviation Administration, which includes rubberized asphalt tack coat on
the vertical joint. -Kandhal]

7
Clause 501.8.2.4 Profile Corrective Course and Its Application
Add the following sentence at the end of the first paragraph:

“In no case, Bituminous Macadam shall be used as a profile corrective course.”

[Comment: Please refer to the IRC paper by Kandhal, Sinha and Veeraragavan for a
detailed discussion on why BM is detrimental to the pavement when used as PCC.]

502. PRIME COAT OVER GRANULAR BASE

Delete the existing specification and substitute the latest IRC:16-2008 on prime coat
recently developed by the Flexible Pavement Committee of IRC.

[Comment: IRC:16-2008 now permits the use of medium curing cutback bitumen such as
MC-30, MC-70 and MC-250. Numerous studies have shown even specialized, inverted
emulsions are not as good as medium curing cutback bitumens. Many emulsions do not
penetrate granular base enough and just form a skin at the surface contrary to what the
manufacturers of specialty emulsions may say. Moreover, the oil companies do not want
to supply cutbacks because it uses kerosene. The use of cutbacks is discouraged in the US
but cutbacks are permitted as a primer coat because of their superiority over emulsions.
Therefore, we must make an exception and not restrict the use of cutback as a primer.]

503. TACK COAT

Delete the existing specification and substitute the latest IRC:16-2008 on tack coat
recently developed by the Flexible Pavement Committee of IRC.

504. BITUMINOUS MACADAM

Delete this clause altogether at least from the orange book to obtain long lasting
pavements in India. See detailed explanation in the beginning general statement and in
Paper No. 541 by Kandhal, Sinha and Veeraragavan (published in the Journal of the
Indian Roads Congress, Vol. 69-2, July-September, 2008) referred earlier. If some
engineers are adamant and still want to use the technically flawed BM, they can refer to
IRC documents.

505. BITUMINOUS PENETRATION MACADAM

Delete this clause from the orange book. With the availability of portable hot mix plants

8
penetration macadam is probably not used substantially. With the high cost of bitumen, it
also may not be very cost effective. The MORTH should check whether the penetration
macadam is still used in the country. If not, it should be deleted. If it is used substantially,
then the following revisions should be made.

505.2.1 Bitumen
Substitute the following:

“The binder shall be paving bitumen of suitable Viscosity Grade within the range of VG-
40 to VG-10 as per Indian Standards Specifications for Paving Bitumen IS:73. The actual
grade of bitumen or cutback to be used shall be specified or as directed by the Engineer.”

[Comment: Penetration grades have been changed to viscosity grades and cutback has
been deleted.]

506. BUILT-UP SPRAY GROUT

Delete this clause from the orange book. With the availability of portable hot mix plants
BUSG is probably not used substantially. With the high cost of bitumen, it also may not
be very cost effective. The MORTH should check whether the BUSG is still used in the
country. If not, it should be deleted. If it is used substantially, then the following revisions
should be made.

Clause 506.2.1. Bitumen:

Revise as follows:

“The bitumen shall be paving bitumen of viscosity grade complying with latest revision
of IS:73. Where permitted by the Engineer, an appropriate grade of emulsion complying
with IS 8887 may be used.”

507. DENSE GRADED BITUMINOUS MACADAM

Delete this clause. DBM will now be included in Clause 509, “Dense Graded Bituminous
Mixes”. This is what the Flexible Pavement Committee of the IRC has done over the last
several years and we should not have any contradictions between the orange book and
IRC specification.

508. SEMI-DENSE BITUMINOUS CONCRETE

Delete Clause 508. Semi-Dense Bituminous Concrete (SDBC) completely, at least from

9
the orange boo, to obtain long lasting pavements in India. This mix has pessimum voids
and is technically flawed. The detailed explanation is given in the general statement made
in the beginning and the IRC paper by Kandhal, Sinha and Veeraragavan as referred
earlier. An alternate better, cost effective dense graded mix with 9.5 mm NMAS is
proposed in Clause 509 to take its place. This dense graded mix can also be used in thin
applications such as 25 mm.

509. DENSE GRADED BITUMINOUS MIXES

[Comment: This clause has been renamed from “Bituminous Concrete” to “Dense
Graded Bituminous Mixes”. It now includes existing DBM Grading 2 as a base course,
existing BC Grading 1 as a binder course, and existing BC Grading 2 as a wearing
course. A new BC Grading 3 has been added for use as a wearing course on low to
medium traffic roads, urban streets, and thin (25 mm) applications. This can be used in
lieu of SDBC which has been proposed to be deleted. This arrangement of 4 dense
graded mixes is explained in detail in the IRC paper by Kandhal, Sinha and
Veeraragavan. The gradations have also been revised slightly to make them more rut
resistant as explained in that paper. Overall, the specification has been copied from the
IRC draft on Specifications for Dense Graded Bituminous Mixes recently developed by
the Flexible Pavement Committee of the IRC except that SDBC has been deleted, an
additional wearing course mix has been added, and gradations have been fine tuned as
explained in detail in the IRC paper.]

509.1. Scope

This specification deals with the basic outline for the design, construction and controls
needed while laying dense graded bituminous mixes in base course, binder course and
wearing course for highways.

Dense graded bituminous mixes shall consist of mineral aggregate and appropriate
bituminous binder, mixed in a hot mix plant and laid with a mechanized paver. Dense
graded bituminous mixes such as binder and wearing courses are usually laid on a
previously prepared bituminous layer. Binder course is the intermediate layer between
bituminous base course and bituminous wearing course. Four different gradations for
dense graded bituminous mixes are available for use for highways.

509.2. Materials

509.2.1. Bitumen: The bitumen for dense graded bituminous mixes shall comply with
Indian Standard Specification for viscosity-graded paving bitumen, IS: 73 or
modified bitumen complying with IS: 15462. Guidelines for selection of grade of

10
 viscosity-graded paving bitumen and modified bitumen are given in Tables 509.1,
509.2, and 509.3.

The type and grade of modified bitumen to be used shall be specified in the
Contract. The use of polymer modified bitumen is recommended for very heavy
traffic roads in very hot climate.

Both the highest daily mean air temperature and the lowest daily mean air
temperatures mentioned in Tables 509.2 and 509.3 can be obtained for the
weather station nearest to the project site from the Indian Meteorological
Organization (IMO). The IMO has data on daily mean high temperature for all
365 days in a year for all weather stations based on historical records of the last
30-40 or more years. This daily mean high temperature on a specific day is the
same as daily “normal” high temperature for that day as usually reported in some
newspapers. The highest of the 365 daily mean high air temperatures (which
usually occurs on some day in May or June) is used in Tables 509.2 and 509.3.
Likewise, the lowest daily mean air temperature (which usually occurs on some
day in January) can also be obtained from the IMO. Since these are mean
temperatures based on the average of 30-40 years data, these temperatures are
significantly lower than the absolute maximum temperatures, which may have
occurred in a specific year.

TABLE 509.1. VISCOSITY GRADED (VG) BITUMENS AND THEIR GENERAL

APPLICATIONS

Viscosity Grade General Applications

(VG)

VG-40 Use in highly stressed areas such as those in intersections, near toll
(40-60 penetration) booths, and truck parking lots in lieu of old 30/40 penetration grade

VG-30 Use for paving in most of India in lieu of old 60/70 penetration grade
(50-70 penetration)

VG-20 Use for paving in cold climatic, high altitude regions of North India
(60-80 penetration)

VG-10 Use in spraying applications and for paving in very cold climate in
(80-100 penetration) lieu of old 80/100 penetration grade

11
TABLE 509.2. SELECTION CRITERIA FOR VISCOSITY-GRADED (VG)
PAVING BITUMENS BASED ON CLIMATIC CONDITIONS

Highest Daily Mean Air Temperature, C

Lowest Daily Mean Less than 20 C 20 to 30 C More than 30 C
Air Temperature, C
More than –10 C VG-10 VG-20 VG-30
-10 C or lower VG-10 VG-10 VG-20

TABLE 509.3. SELECTION CRITERIA FOR GRADE OF MODIFIED BITUMEN

Highest Daily Mean Air Temperature, C

Less than 20 C 20 to 30 C More than 30 C
Lowest Daily
Mean Air Grade of Modified Bitumen
Temperature, C
More than -10 C PMB/NRMB 120 PMB/NRMB 70 PMB/NRMB 40
CRMB 50 CRMB 55 CRMB 60
-10 C or lower PMB/NRMB 120 PMB/NRMB 120 PMB/NRMB 70
CRMB 50 CRMB 50 CRMB 55

PMB = Polymer modified bitumen

NRMB= Natural rubber modified bitumen
CRMB= Crumb rubber modified bitumen

Note to reviewers: All italicized comments in parentheses as under are for your
information only to explain the revision and will not be part of this specification.
These comments have been made by Prof. Kandhal.

[Comment: Ideally, selection of bitumen grade should be based on high and low
pavement temperatures. However, it will be too complex for the field engineers to convert
air temperatures to pavement temperatures. Therefore, from practical considerations
selection should be based on air temperatures. In the Superpave performance grading
(PG) system for bitumen, the 7-day maximum pavement temperature (based on more than
20 years’ weather data) in the region is used for high temperature grade. The closest to
that approach which we can use in India is the highest daily mean air temperature in the
region. This data is available from the Indian Meteorological Organization. Fortunately,
the highest daily mean air temperature in India (usually in May-June) generally ranges
from 31 to 42 C only from Punjab to Kanya Kumari and from Gujrat to Assam. For this
range of high temperatures, a VG-30 grade is suitable based on experience in other
countries. Softer viscosity grades such as VG-20 and VG-10 are recommended for
regions with highest daily mean air temperatures of 30 C and lower (such as cold

12
climatic high altitude regions of North India). It is not advisable to use the highest air
temperature ever recorded because rutting is not caused during one hot day but during
sustained hot days.
The lowest daily mean air temperatures (which are also fairly close to pavement
temperature) occur in India in January. They range from –2 C to 21 C from Kashmir to
Kanya Kumari. Viscosity graded VG-30 bitumen is suitable down to –10 C (due to its
controlled temperature susceptibility). At temperatures lower than –10 C we can use
softer grades such as VG-20 and VG-10.
The preceding 2 tables have been formulated in view of the above discussion, Indian
Meteorological Organization climatic data, and practical considerations such as
minimizing temperature ranges and viscosity grades.]

509.3.2. Coarse aggregate

509.3.2.1 The coarse aggregate shall consist of crushed rock, crushed gravel or other
hard material retained on 2.36 mm sieve. It shall be clean, hard, durable and have cubical
shape, free from dust and soft organic and other deleterious substances. The aggregate
should preferably be of low porosity. The coarse aggregate shall satisfy the physical
requirements specified in Table 509.4.

509.3.2.2 Where crushed gravel is proposed for use as aggregate, not less than 90% by
weight of the crushed material retained on 4.75mm sieve shall have at least two fractured
faces.

TABLE 509.4. PHYSICAL PROPERTIES OF COARSE AGGREGATE

Property Test Requirement Test method

Cleanliness Grain size analysis Max. 5% passing IS 2386 Part I

0.075 mm
Particle Flakiness and Elongation Index IS 2386 Part I
Shape (combined)
Heavy traffic (more than 1500
commercial vehicles/day) Max. 35%
Light traffic (less than 1500
commercial vehicles/day) Max. 40%

Strength * Los Angeles Abrasion Value BC -Max. 30% IS 2386 Part IV

DBM -Max 35%
Aggregate Impact Value BC - Max. 24% IS 2386 Part IV
DBM -Max. 27%
Polishing ** Polished Stone Value Min. 55 IS 2386 Part IV

13
Durability Soundness (Either Sodium or Magnesium Sulphate) – 5 cycles
Sodium Sulphate Max. 12% IS 2386 Part V

Magnesium Sulphate Max. 18% IS 2386 Part V

Water Water Absorption Max. 2% IS 2386 Part III

Absorption
Coating and Stripping of Bitumen Min. Retained IS:6241
Stripping ***
Aggregate Mixtures Coating 95%

Notes:
* The aggregate may satisfy either of the two tests.
** Only for wearing courses
*** This test shall be conducted as a screening test for coarse aggregate only. It is
mandatory to conduct AASHTO T283 (Annexure I), which is conducted on the whole
bituminous mix as specified in Tables 509.7 and 509.8.

[Comment: The stripping test IS 6241, which is conducted on coarse aggregate only is
antiquated and proven to be inadequate based on past extensive research. Most mixtures
pass this easy static-immersion test and, therefore antistripping agents are not used when
actually needed resulting in stripping problems. In many cases, the fine aggregate is
hydrophilic and causes stripping which can be worse than that from the coarse
aggregate. Many of our stripping problems (especially potholes after monsoons) in India
are potentially due to reliance on this antiquated test. We should only use the Water
Sensitivity or Moisture Susceptibility test AASHTO T283, which is conducted on the
whole bituminous mix. See Annexure I for the outline of this test. This test, which is most
commonly called Moisture Susceptibility test is also used in the Superpave mix design.
This test is already in the MORTH specifications Section 800 as a “water sensitivity” test
and therefore has been proposed for the whole mix later in this specification. IS 6241 has
been retained only as a screening test for the coarse aggregate.]

509.3.3 Fine aggregate

509.3.3.1 Fine aggregate shall consist of crushed or naturally occurring mineral material,
or a combination of two, passing 2.36 mm sieve and retained on 0.075 mm sieve. No
more than 10 percent natural sand will be allowed in the binder and wearing courses and
no more than 50 percent natural sand will be allowed in the base courses. The fine
aggregate shall be clean, hard, durable, dry and free from dust and soft organic and other
deleterious substances. Fine aggregate shall have a sand equivalent value not less than 50
when tested in accordance with the requirement of IS 2720 Part 37. The plasticity index
of the fraction passing the 0.425 mm sieve shall not exceed 4 when tested in accordance
with IS 2720 Part 5.

[Comment: Many agencies in the world limit the amount of natural sand (which has
rounded particles) to 50 percent in the base courses and 10 percent in the binder and

14
wearing courses (layers within 100 mm of the road surface) to minimize rutting problem.
Right now our specification is vague and one can use 100 percent natural sand in all
courses, which may get us into rutting problems.]

509.3.4 Filler
509.3.4.1 Filler shall consist of finally divided mineral matter such as rock dust, or
hydrated lime or cement approved by the Engineer. The use of hydrated lime is
encouraged because of its very good antistripping and antioxidant properties. The filler
shall be graded within the limits indicated in Table 509.5.

TABLE 509.5. GRADING REQUIREMENT OF MINERAL FILLER

IS Sieve (mm) Cumulative % passing by weight of total

aggregate
0.6 100
0.3 95 - 100
0.075 85 - 100

509.3.4.2 The filler shall be inert material free from organic impurities and have plasticity
index not greater than 4. Plasticity index requirement will not apply if filler is hydrated
lime or cement. Where the complete bituminous mixture fails to satisfy requirement of
Moisture Susceptibility test (AASHTO T 283 with freeze & thaw option), 2% by total
weight of aggregate of hydrated lime shall be used and percentage of fine aggregate
reduced accordingly. See Annexure I for the outline of AASHTO T 283.

[Comment: Most highway agencies prefer the use of hydrated lime rather than cement
because the former not only is an antistripping agent but also retards the oxidation or
aging of bitumen during service. Cement does not have any advantage even over stone
dust, so why waste money unnecessarily. Moisture susceptibility test AASHTO T283 is
mandatory and is conducted on the entire mixture because both coarse and fine
aggregate and filler can cause stripping. This way we do not have to worry about the
coarse aggregate alone.]

509.3.4 Aggregate grading and bitumen content

509.3.4.1The combined grading of the coarse aggregate, fine aggregate and filler, when
tested in accordance with IS 2386 Part 1, wet sieving method, shall confirm to
limits given in Table 509.6.

15
TABLE 509.6. GRADATION OF FOUR DENSE GRADED BITUMINOUS MIXES
Grading DBM Base BC Binder BC Wearing BC Wearing
Course Course Course Grading 1 Course Grading 2

Nominal 25 mm 19 mm 12.5 mm 9.5 mm

Aggregate
Size*
Lift Thickness 75-100 mm 50-75 mm 30-50 mm 25-40 mm
Sieve Size, Percent Passing
mm

37.5 100 - - -
26.5 90-100 100 - -
19 71-95 90-100 100 -
13.2 56-80 66-86 90-100 100
9.5 - 55-75 70-88 90-100
4.75 38-54 35-55 53-71 55-75
2.36 28-42 28-44 38-54 40-55
1.18 - 20-34 24-38 29-44
0.6 - 15-27 17-29 21-33
0.3 7-21 10-20 12-22 14-25
0.15 - 5-13 7-15 7-15
0.075 4-7 4-7 4-7 4-7
Bitumen 4.0-5.5 4.0-5.5 5.0-7.0 5.2-7.5
Content

Note: Wearing course grading 1 is recommended for heavy traffic roads. Wearing course
grading 2 is recommended for light to medium traffic roads, in urban areas, and for thin
(25 mm) applications.
* nominal maximum aggregate size is one size larger than the first sieve, which retains
more than 10% material.

509.3.5.2 The combined aggregate grading shall not vary from the lower limit on one
sieve to the higher limit on the adjacent sieve to avoid gap grading.

16
509.3.5.3 Bitumen content indicated in Table 509.6 is the minimum only. The exact
bitumen content required shall be determined following the Marshall Mix Design
procedure contained in the Asphalt Institute Manual MS-2 (Sixth Edition).
509.3.5.4 The fines to bitumen (F/B) ratio by weight of total mix shall range from 0.6 to
1.2 for all mixes in Table 509.6.

[Comment: Gradations given in the MORTH Section 500 (Orange Book) for DBM and
BC have been fine tuned to make them more rut resistant as detailed in the IRC paper by
Kandhal, Sinha and Veeraragavan mentioned earlier. The fine tuned gradations are given
in columns 2-4 of Table 509.6.]

509.4. DESIGN OF MIX

509.4.1 Mix Requirements

509.4.1.1 Besides conforming to the requirement of grading and quality for individual
ingredients the mix shall meet the requirement set out in Tables 509.7 and 509.8
depending upon the type of binder. Requirements set out in Table 509.7 correspond to
paving bitumen as per IS:73 and requirements set out in Table 509.8 correspond to
modified bitumen as per IS: 15462.

TABLE 509.7. REQUIREMENT OF THE DENSE GRADED BITUMINOUS MIX

WHEN USING UNMODIFIED BITUMEN

Specification Requirements
Compaction level (Number of 75 blows on each face of the specimen for heavy
blows) traffic and 50 blows on each face for light to
medium traffic
Minimum stability (kN at 60oC) 9.0 for heavy traffic roads* (75-blow Marshall
AASHTO T 245 specimen)
5.3 for light to medium traffic roads (50-blow
Marshall specimen)
Minimum flow (mm) 2
AASHTO T 245
Maximum flow (mm) 4
AASHTO T 245
% Air Voids (MS-2 and ASTM 3 –5
D 2041)
% Voids filled with bitumen (VFB) 65 – 75 for heavy traffic* (75-blow Marshall
Asphalt Institute MS-2 specimen)
65-78 for light to medium traffic (50-blow
Marshall specimen)

17
Marshall Quotient. kN /mm 2 to 5
(stability/flow)

Tensile Strength Ratio (minimum), 80

%, AASHTO T283
(with freeze & thaw option)(see
Annexure I for the outline of this
test method)

% Voids in Mineral aggregate VMA

Nominal Maximum Min % VMA related to designed % air voids***

Particle size (mm) **
3 4 5
9.5 14 15 16
13.2 13 14 15
19.0 12 13 14
26.5 11 12 13
37.5 10 11 12

* Heavy traffic roads are those roads carrying more than 1500 commercial vehicles per
day (CVD).
** The nominal maximum particle size is one size larger than the first sieve, which
retains more than 10% material.
***For intermediate value of designed percentage air voids interpolate the VMA.

[Comment: This specification should be able to be used on all types of roads: NH, SH,
MDR, and ODR. So we must allow 50-blow Marshall Design for low to medium traffic
roads such as MDR or ODR. It is neither technically correct nor desirable to design all
roads with 75 blows because it will give undesirably low bitumen contents for low to
medium traffic roads, which will reduce the durability of such roads. We already have a
severe problem of unusually low road durability in India. Only high-volume roads should
use 75-blow Marshall Design like it is done in most countries of the world. Even in the
Superpave mix design there are 4 levels of compaction depending on traffic. In
Superpave, there is a compaction level in terms of gyrations, which is equivalent to 50-
blow Marshall and is used on most roads with light to medium traffic. If we want to
reduce the bitumen content in most of our roads by as much as 0.5 percent and can
tolerate lower life, then we can consider using only 75 blows for all roads in India.
However, it will not be possible to justify that move technically at all. Even if an ODR
becomes MDR or SH later after a few years, the bitumen will harden by that time due to
aging and that will overshadow the effect of slightly higher bitumen content in the mix.

The minimum stability, range of flow, and VFB values for both 50 and 75 blow Marshall
designs have been taken from the latest sixth edition of the Asphalt Institute MS-2 which

18
is widely used successfully worldwide and has been referred to in our specification at
several places. These values have been used in very hot climate areas such as in Arizona
in the US and other hot, tropical countries successfully.

Extensive research has shown that the air void range of 3 to 5 percent applies to all
courses, which is also reflected in the latest Asphalt Institute MS-2. In fact, some states in
the US specify even lower air voids 2 to 4 percent for the base courses, which do not get
further compaction from traffic. This is unlike past practice when higher air voids were
specified for base courses compared to binder and wearing courses.]

TABLE 509.8. REQUIREMENT OF THE DENSE GRADED BITUMINOUS

MIXES WHEN USING MODIFIED BITUMEN

SN Properties Requirement Method of

Hot Cold Test
Climate Climate
1 Marshall stability (kN at 12 10 AASHTO
60oC) (minimum) 75 T245
blow
2 Marshall flow, mm 2.5 – 4 3.5 – 5 AASHTO
T245
3 Marshall Quotient 2.5 – 5 Stability /flow
kN /mm
4 Voids in Compacted mix 3–5 MS-2 and
% ASTM D2041
5 Tensile Strength Ratio 80 AASHTO
(minimum), % T283 (freeze
and thaw
option) (see
Annexure I for
outline of this
test)

6 Coating of aggregate 95 95 AASHTO

particles with bitumen, T 195
%, minimum

[Comment: The values in Table 509.8 are based on some research done in India. It had
also included criteria for heavy rainfall areas. There is no sound technical reason
whatsoever for having a different Marshall stability and flow criteria for heavy rainfall
areas. It is the pavement temperature and not the amount of rainfall, which affects these
properties. Therefore, rainfall has not been considered in Tables 509.7 and 509.8. High
rainfall can potentially increase the moisture damage in the mix. For that AASHTO T283
is enough with 80 % minimum tensile strength requirement. It has worked very well in
hot and heavy rainfall area of the US (rainfall significantly more than India). Since we

19
have AASHTO T 283 which also requires 60 C water bath conditioning, there is no need
to have Retained Marshall stability after 24 hours in water at 60 C, which is less severe
than AASHTO T 283.]

509.4.2 Binder Content

509.4.2.1 The binder content shall be selected to obtain 4 percent air voids in the mix
design and shall meet all requirements given in Tables 509.7 and 509.8. The Marshall
Method for designing the mix shall be adopted as described in the sixth edition of the
Asphalt Institute Manual MS-2.

[Comment: This is in accordance with the latest (sixth edition) of the Asphalt Institute
Manual MS-2 as well as Superpave mix design wherein the design bitumen content is
selected to correspond with 4 percent air voids for all types of mixtures. The selected
binder content must satisfy all other Marshall and void properties.]

509.4.2.2 Where maximum size of the aggregate is more than 25 mm, modified Marshall
method using 6-inch diameter specimen described in the Asphalt Institute Manual MS-2
(Sixth Edition) and ASTM D 5581 shall be used. This test method requires modified
equipment and procedure. When the modified Marshall test is used, the specified
minimum stability values and the specified flow values given in Tables 509.7 and 509.8
shall be multiplied by 2.25 and 1.5, respectively.

509.4.3 Job mix formula

509.4.3.1 The laboratory mix design gives the proportion of the mineral aggregate
combination in terms of individual sieve sizes, for actual operational purpose in the field,
blending of the two or more sizes of aggregates (each size having within its range of
individual sieve size) would be necessary. This blending ratio is obtained on a weight
basis giving percent weight of the coarse aggregate, fine aggregate and filler needed to
give the ultimate gradation. This mineral aggregate combination together with the
corresponding optimum bitumen content as determined in the laboratory, constitute the
job mix formula for implementation during construction. The job mix formula proposed
for the use in the work shall give the following details:

1. Source and location of all materials

2. Proportions of all materials
3. Binder type and percentage by weight of total mixture
4. Coarse aggregate/ fine aggregates/ mineral filler as percentage by weight of total
aggregate including mineral filler.
5. A single definite percentage passing each sieve for the mix aggregate.
6. The individual grading of the individual aggregate fraction and the proportion of each
in the combined grading.
7. The test results of mix design such as maximum specific gravity of loose mix (Gmm),
compacted specimen densities, Marshall stability, flow, air voids, VMA, VFB and related
graphs, and test results of AASHTO T 283 Moisture Susceptibility Test.
7. In case of batch mixer, the individual weight of each type of aggregate and binder per
batch.

20
8. Test results of aggregates.
9. Mixing and compacting temperatures

509.4.3.2 Approval of the job mix formula shall be based on independent testing by the
Engineer on the samples furnished by the Contractor. It should be ensured that it is based
on the truly representative samples of the material that will be used for the work. New job
mix formula shall be got approved whenever there is change in the material used for the
work.

509.4.4 Plant trial

509.4.4.1 Plant trial shall be carried out to establish that the plant can produce uniform
mix conforming to the job mix formula. The permissible variation of the various
ingredients in the actual mix from the job mix formula shall be within the limits as given
in Table 509.9. These variations are intended to apply to individual specimen taken for
quality control test in accordance with Clause 509.6.

TABLE 509.9. PERMISSIBLE VARIATION FROM THE JOB MIX FORMULA

Description Permissible Variation

DBM BC
Aggregate passing
+ +
19 mm or larger 8% 7%
+ +
13.2 mm/9.5 mm 7% 6%
+ +
4.75 mm 6% 5%
+ +
2.36 mm, 1.18 mm, 0.6 mm 5% 4%
+ +
0.3 mm, 0.15 mm 4% 3%
+ +
0.075 mm 2% 1.5%
+ +
Binder Content 0.3% 0.3%
+
Mixing Temperature 10 o C +
10 o C

509.4.5 Laying trials

509.4.5.1 Laying trials are carried out to establish that the proposed mix can be
successfully laid and compacted. The laying trial shall be carried out in an area, which
does not form a part of the work. The minimum area for laying trials shall be 100 square
meters. This shall be similar to the project area on which the bituminous layer is to be
laid. Methodology, equipment and mix shall also be similar to those proposed for the
project.

509.4.5.2 The trials establish that the proposed laying plan, compaction plan, and
methodology are capable of producing satisfactory results. The density of finished paving
layer should not be less than the 92% nor more than 97% of the average (Sample size
N=3) theoretical maximum specific gravity of the loose mix (Gmm) obtained on the day
of trial following ASTM D 2041. See Annexure II for the outline of ASTM D 2041.

21
[Comment: Most states in the US and many countries have changed the compaction
criteria from percentage of the lab density of the compacted specimen to percentage of
theoretical maximum specific gravity (Gmm) of the loose asphalt mixture. The former
criterion has caused all kinds of problems including a large day to day variation. The
later criteria gives air voids in the paved mat directly. No less than 92% of Gmm means
no more than 8 % air voids in the compacted mat. No more than 97% of Gmm means no
less than 3% air voids in the compacted mix, which may cause bleeding/rutting. More
and more agencies are moving towards Gmm, which is tested any way during the mix
design and daily Marshall Test. So we are not introducing a new test. Restricting percent
air voids in the mat also allows easy forensic analysis of compacted pavement later in its
life without looking for old records on lab compacted density in files. Durability of
bituminous pavement is directly related to air voids in the mat on the day of construction,
and only vaguely and indirectly related to lab density obtained by a technician on the day
of construction. This point has been debated extensively in the US for many years. There
is no need to beat a dead horse.

There is no technical reason whatsoever not to allow coring during the first 24 hours as
stipulated in the MORTH specifications. In fact many agencies in the US prefer taking
cores on the day of paving before the mat is opened to traffic. Cores are taken after the
mat has cooled below 60C after some hours. No problems of core distortion whatsoever
have been encountered.]

509.5. CONSTRUCTION OPERATION

509.5.1 Preparation of base

509.5.1.1 Cleaning of the surface: The surface shall be cleaned of all loose extraneous
matter by means of mechanical broom and high- pressure air jet from compressor or any
other approved equipment/method.

509.5.1.2 Filling up of potholes and sealing of cracks: Any potholes and/or cracks shall
be repaired and sealed.

509.5.1.3 Geosynthetics or stress absorbing layers: Where required layer of

geosynthetics/stress absorbing material shall be laid.

509.5.1.4 Profile correcting course: Depending upon requirement, profile-correcting

course for correcting the existing pavement profile shall be laid either as a separate layer
or as a composite layer with varying thickness. Where the maximum thickness of the
profile corrective course is less than 40 mm, the profile corrective course shall be laid as
an integral part of the overlaying layer. In other cases the profile corrective course shall
be constructed as a separate layer. When it is laid as a separate layer, type of material for
the use as the profile corrective course may differ. In no case BM shall be used as profile
corrective course.

509.5.2 Tack coat

22
 509.5.2.1 A bitumen emulsion complying with IS 8887 of a type and grade shall be
applied on the existing bituminous layer. Quantity of liquid bituminous material shall
vary from 0.20 to 0.35 kg / sq. meters depending upon the type of surface and its
porosity. The tack coat shall be applied by a self propelled or towed bitumen pressure
sprayer equipped for spraying the bitumen emulsion uniformly at a specified rate. The
tack coat shall be left to cure until all the volatiles have evaporated before laying of
subsequent layer. In this regard guidelines can be taken from the literature supplied by
the manufacturer.

509.5.3 Mixing
509.5.3.1 Dense graded bituminous mixes shall be prepared in a hot mix plant of
adequate capacity and capable of yielding a mix of proper and uniform quality with
thoroughly coated aggregate The essential features of the hot mix plant are given in
Appendix A. Table 509.10 gives the mixing, laying, and rolling temperatures for dense
graded mixtures. Exact mixing and compaction temperatures for VG-30 and other
viscosity grades shall be determined based on paving bitumen viscosities at 60 C and 135
C following the procedure given in the Asphalt Institute Manual MS-2. Both viscosity
values will be supplied by the bitumen supplier because the paving bitumen is based on
viscosity grading. In case of modified bitumen, the temperature of mixing and
compaction shall be higher than the mix with conventional bitumen as binder. The exact
temperature depends upon the type and amount of modifier used and shall be adopted as
per the recommendations of the manufacturer. In order to ensure uniform quality of mix
the plant shall be calibrated from time to time. Bitumen content of the produced mix shall
be determined by ASTM D 2171, “Standard Test Methods for Quantitative Extraction of
Bitumen from Bituminous Paving Mixtures”.

TABLE 509.10. MIXING, LAYING AND ROLLING TEMPARATURES

FOR DENSE MIXTURES (DEGREE CELCIUS)

Bitumen Bitumen Aggregate Mixed Laying *Rolling

Viscosity Temperature Temperature Material Temperature Temperature
Grade Temperature
VG-40 160-170 160-175 160-170 150 Min 100 Min
VG-30 150-165 150-170 150-165 140 Min 90 Min

VG-20 145-165 145-170 145-165 135 Min 85 Min

VG-10 140-160 140-165 140-160 130 Min 80 Min

*Rolling must be completed before the mat cools to these minimum temperatures.

[Comment: Ranges of mix temperatures have been revised in view of the new
viscosity grades. The laying temperatures are 10 C less than the minimum mix
production temperatures, which will account for some cooling in the transport.]

509.5.4 Transportation

23
509.5.4.1 Bituminous material shall be transported in clean, insulated covered vehicles.
An asphalt release agent, which does not adversely affect the bituminous mix, may be
applied to the interior of the vehicle to prevent sticking and to facilitate discharge of the
material.

[Comment: Most countries in the world do not allow application of diesel oil which can
affect the bituminous mix making it soft and causing flushing. These days, asphalt release
agents consisting of soap or lime water are available. We should be proactive and make
this change now.]

509.5.5 Laying
509.5.5.1 Weather and seasonal limitations: Dense graded bituminous mixes shall not
be laid:
• in presence of standing water on the surface,
• when rain is imminent and during rains, fog, or dust storm
• when the base/binder course is damp,
• when the air temperature on the surface on which it is to be laid is less than 10oC
for mix with conventional bitumen as binder and is less than 15oC for mix with
modified bitumen as binder.
• When the wind speed at any temperature exceed the 40 km/h at 2 meter height.

509.5.5.2 Preparation of the base: Base shall be prepared by carrying out all or some of
the operations as per Clause 509.5.1, depending upon the site conditions.

509.5.5.3 Spreading: Except in areas where paver cannot access bituminous material
shall be spread, leveled and tamped by self-propelled hydrostatic paver finisher
preferably with sensor. As soon as possible after arrival at site the material shall be
supplied continuously to the paver and laid without delay. The rate of delivery of material
to the paver shall be regulated to enable the paver to operate continuously. The travel rate
of paver and the method of operation shall be adjusted to ensure even and uniform flow
of bituminous material across the screed, free from dragging, tearing and segregation.

Restricted areas (such as confined space, footways, irregular shape and varying
thickness, approaches to expansion joints etc) where paver cannot be used, the material
shall be spread, raked and leveled with suitable hand tool by trained staff.

When laying dense graded bituminous mixes near expansion joint, the machine laying
shall be stopped about 300 mm short of joint. The reminder of the pavement up to the
joint and the corresponding area beyond it shall be laid manually. Table 11 gives the
minimum laying temperatures. Bituminous material, with temperature greater than 145OC
shall not be laid or deposited on bridge deck, waterproofing system unless precautions
against the heat damage have been taken.

509.5.6 Compaction

24
509.5.6.1 Compaction shall commence as soon as possible after laying and shall be
completed before the temperature falls below the minimum rolling temperatures given in
Table 509.10. Rolling of the longitudinal joints shall be done immediately behind the
paving operation. After this the rolling shall commence at the edge and progress towards
the center longitudinally except at sections with unidirectional camber, where it shall
progress from lower edge to upper edge parallel to centerline of the pavement.

509.5.6.2 All deficiencies in the surface after laying shall be made good by the attendant
behind the paver, before initial rolling is commenced. The initial or breakdown rolling
shall be done with a 8 to 10 tonnes dead weight vibratory steel wheel roller. If the mix is
tender, breakdown rolling can be done in static mode for the first two passes. The
intermediate rolling shall be done with a pneumatic roller of 12 to 15 tonnes, with a tire
pressure of at least 0.56 MPa. The finished rolling shall be done with 6 to 8 tonnes
smooth wheel roller. Rolling shall continue till all the roller marks are removed from the
surface and the minimum specified field density is achieved.

509.5.6.3 The dense graded bituminous mixes shall be rolled in the longitudinal
direction, with the roller as close as possible to the paver. The overlap on successive
passes should be at least one-third of the width of the rear roll or in the case of pneumatic
wheeled rollers, at least the nominal width of 300 mm. The roller should move at a speed
of no more than 5 km /hour. The roller shall not be permitted to stand on pavement,
which has not been fully compacted. All precautions shall be taken to prevent dropping of
oil, grease, petrol or other foreign material on the pavement. The wheel of the rollers
shall be kept moist with the water or spray system provided with the machine to prevent
the mixture from adhering to the wheels. Minimum moisture to prevent adhesion between
wheels and mixture shall be used and surplus water shall not be allowed to stand on the
partially completed pavement.
509.5.6.4 The density of the finished paving layer shall be determined by taking 150-mm
diameter cores .The density of finished paving layer shall not be less than the 92% nor
more than 97% of the average (sample size N=3) theoretical maximum specific gravity
of the loose mix (Gmm) obtained on that day in accordance with ASTM D 2041. See
Annexure II for the outline of ASTM D 2041.

[Comment: As mentioned earlier, most states in the US and many countries have changed
the compaction criteria from percentage of the lab density of the compacted specimen to
percentage of theoretical maximum specific gravity (Gmm) of the loose asphalt mixture.
The former criterion has caused all kinds of problems including a large day to day
variation. If the mix is compacted in the lab when it is relatively cold, a lower lab density
results and the contractor has easy time achieving the compaction in the field if it is
based on lab density. The later criterion gives air voids in the paved mat directly. No less
than 92% of Gmm means no more than 8 % air voids in the mat. More and more
agencies are moving towards Gmm, which is tested any way during the mix design and
daily Marshall Test as per MORTH specifications. So we are not introducing a new test.]

509.5.7 Joints

25
509.5.7.1 Where joints are made, the material shall be fully compacted and the joint made
flush in one of the following ways.

509.5.7.2 All joints shall be cut vertical to the full thickness of the previously laid mix.
All loosened material shall be discarded and the vertical face be coated with VG-30 or
VG-10 viscosity grade bitumen or cold applied emulsified bitumen or rubberized asphalt
tack coat (minimum thickness 3 mm), or polymer modified adhesive bitumen tape with
the minimum thickness of 2 mm, prior to laying the adjacent lane. While spreading the
material along the joint the material spread shall overlap 25 mm to 30 mm on the
previously laid mix beyond the vertical face of the joint. The thickness of the loose
overlap material should be approximately a quarter more than the final compacted
thickness. The overlapped mix should be bumped back with a lute just across the joint so
that the excess material on the hot side can be pressed to obtain a high joint density.

[Comment: The polymer modified adhesive bitumen tape is too expensive. Even countries
like the US cannot afford it. However, it has been retained in case somebody wants to use
it. Extensive research on longitudinal joint construction by Prof. Kandhal has revealed
that rubberized bitumen tack coat on the edge of the first paved lane gives the best result,
so it has been included as well. This practice is being adopted more widely in the US.]

509.5.7.3 By using two or more pavers in echelon, where this is practicable and in
sufficient proximity for adjacent width to be fully compacted by continuous rolling.

509.5.7.4 By heating the joints with an approved infrared joint heater when the adjacent
lane is being laid, but without cutting back or coating with the binder. The heater shall
raise the temperature of the full depth of material, to minimum rolling temperature for a
width of 75 mm. The temperature shall not exceed 175 C.

509.5.7.5 For transverse joints, the method suggested in Section 509.5.7.2 can be
adopted. In multi-layer construction the joint in one layer shall offset the joint in the
underlying layer by about 150 mm. However the joint in the top layer shall be along the
centre line of the pavement.

509.5.8 Arrangement for traffic

509.5.8.1 It shall be ensured that traffic is not allowed on the surface until the paved mat
has cooled below a temperature of 60 C in its entire depth.

[Comment: The current MORTH specification does not allow traffic for 24 hours after
compaction. There is no technical reason not to allow traffic for 24 hours. It defeats the
purpose of using hot mix asphalt, which lends itself to fast opening to traffic. Such
unreasonable requirement of 24 hours does not exist anywhere in the world. If we are
afraid the traffic will rut the pavement that means we have not rolled it enough. A
requirement of 60 C mat temperature throughout the depth is insurance enough.]

26
 509.6. CONTROLS

509.6.1 Surface Finish

509.6.1.1 The levels of the dense graded bituminous mixes shall not vary from those
calculated with reference to longitudinal and cross profile of the roads as per the Contract
beyond + 6 mm provided that the negative tolerance shall not be permitted in conjunction
with the positive tolerance for the base course if the thickness of the former is thereby
reduced by more than 6 mm.

509.6.1.2 For checking the compliance with the above requirement measurements of the
surface level shall be taken on a grid of points spaced 6.25 m along the length and 0.5 m
from the edges and at the centre of the pavement. The compliance shall be deemed to be
met for the final road surface only if the tolerance given above is satisfied for any point
on the surface.

509.6.1.3 In case where surface levels fall outside the specified tolerance, the Contractor
shall be liable to rectify these by replacing the full depth of layer. In all cases of
replacement the area treated shall not be less than 5m in length and not less than 3.5 m in
width.

509.6.2 Surface Evenness

509.6.2.1 The measurement and checking of surface evenness shall be done by a 3-m
straight edge in accordance with the procedures in IRC:SP:16-2004.

509.6.2.2 The maximum permissible surface evenness using longitudinal profile 3-m
straight edge shall 5 mm for BC wearing course. The maximum permissible unevenness
using transverse profile camber shall be 4 mm.

509.6.2.3 The maximum permissible frequency of surface evenness in 300 m length in

longitudinal profile shall be as per Table 509.11.

TABLE 509.11. MAXIMUM PERMISSIBLE FREQUENCY OF

UNEVENNESS

Maximum Number of Surface

Evenness
Type of Surface Unevenness, mm NH/SH MDR and Lower
Category
Bituminous 3–5 15 30
Concrete

509.6.2.4 Where the surface unevenness falls outside the tolerance, in either case i.e. the
surface is low or high, the full depth of the layer shall be removed and replaced with fresh

27
material and compacted to the specification.

509.6.2.5 In all cases of removal and replacement the area treated shall not be less than 5
m in length and 3.5 m in width.

509.7 Surface Roughness

509.7.1 Surface roughness shall be checked in accordance with procedures in IRC:SP:16

–2004.
509.7.2 The maximum permissible value of surface roughness measured with a bump
integrator are given in Table 509.12.

TABLE 509.12. MAXIMUM PERMISSIBLE VALUES OF ROUGHNESS

(mm/km) FOR SURFACE WITH DENSE GRADED BITUMINOUS MIXES

Type of Surface Condition of Road Surface (mm / km)

Good Average Poor
BC < 2000 2000 – 3000 > 3000

509.8 Quality Control during Construction

509.8.1. The material supplied and the work shall conform to the specifications
prescribed in the preceding Clauses. To ensure the quality of the material and the work,
control tests shall be conducted during the execution of the paving project. The tests and
minimum frequency for each test is indicated in Table 509.13.

TABLE 509.13. CONTROL TESTS FOR DENSE GRADED BITUMINOUS

MIXES AND THEIR MINIMUM FREQUENCY

SN TEST FREQUENCY

1 Quality of binder Number of samples per lot and tests as per IS

2 Aggregate impact value/ Los
Angeles Abrasion value
3 Flakiness index
4 Soundness test (Sodium and
Magnesium Sulphate test)
5 Water absorption of aggregate
6 Sand equivalent test
7 Plasticity Index
8 Polished stone value
9 Percent of fractured faces
10 Mix grading
73:2006 or IRC SP:53
One test per 50 m3 of aggregate
One test per 50 m3 of aggregate
1 test for each method for each source and
when ever there is change in the quality of
aggregate
1 test for each source and when ever there is
change in the quality of aggregate
1 test for each source
1 test for each source
1 test for each source
One test per 50 m3 of aggregate when
crushed gravel is used.
One set for individual constituent and mixed

28

11 Stability and voids analysis of
mix including theoretical
maximum specific gravity of
loose mix
12 Moisture Susceptibility of mix
(AASHTO T 283)
13 Temperature of binder in boiler,
aggregate in dryer and mix at the
time of laying and compaction
14 Binder content
15 Rate of spread of mix material
16 Density of compacted layer
aggregate from dryer for each 400 tonnes of
mix subject to minimum of two tests per day
per plant
3 tests for stability, flow value, density and
void contents for each 400 tonnes of mix
subject to minimum of two tests per day per
plant
1 test for each mix type whenever there is
change in the quality or source of coarse or
fine aggregate
At regular intervals
One set for each 400 tonnes of mix subject to
minimum of three tests per day per plant
After every 5th truck load
One test per 250 m2 area.

[Comment: As discussed earlier, the inadequate stripping test has been deleted and the
Moisture Susceptibility test AASHTO T 283 has been retained. Also, the swell test is
antiquated, nobody uses it especially when there is a better test (AASHTO T283) to
replace it.]

509.9 Acceptance criteria

509.9.1. The acceptance criteria for test on density (N = 3 minimum) and Marshall
stability (N = 3 minimum) shall be subjected to the condition that the mean value of N
samples is not less than the specified value plus

[1.65 – 1.65/(No of samples) 0.5 ] X standard deviation

509.9.2 Table 509.9 will govern the permissible variation in the mix and temperature.

Annexure I to Clause 509

Outline of AASHTO T 283, “Resistance of Compacted Asphalt Mixtures to

Moisture-Induced Damage”

A. Scope and Summary of Test Method

This method covers preparation of compacted bituminous mixtures and the measurement
of the change of diametral tensile strength resulting from the effects of water saturation
and laboratory accelerated stripping phenomenon with a freeze-thaw cycle. The result

29
may be used to predict long-term stripping susceptibility of bituminous mixtures and
evaluate liquid anti-stripping additives that are added to bitumen or pulverized mineral
materials such as hydrated lime, which are added to the mineral aggregate.

Each set of 6 compacted specimens is divided into two equal subsets. One subset is tested
in dry condition for indirect tensile strength. The other subset is subjected to vacuum
saturation and a freeze-thaw cycle (thawing in a hot water bath) before testing for indirect
tensile strength. Numerical indices of retained indirect tensile strength properties are
calculated from the test data obtained by testing the two subsets: dry and conditioned.

B. Testing Equipment

1. Vacuum container, vacuum pump, manometer, and other accessories as

specified in ASTM D2041, “Theoretical Maximum Specific Gravity and
Density of Bituminous Paving Mixtures”.
2. Balance or scale accurate to 0.1 percent of the test load
3. Two water baths capable of maintaining temperatures of 60 C +/- 1 C and
25 C +/- 0.5 C
4. Freezer maintained at –18 C +/- 3 C
5. 10-ml graduate cylinder
6. Loading jack and ring dynamometer (Marshall stability testing machine
can be used) to provide a vertical rate of deformation of 50 mm (2 inches)
per minute and capable of reading the maximum failure load
7. Steel loading strips with a concave surface having a radius equal to the
normal radius of the test specimen. The loading strips shall be 12.7 mm
(0.5 inch) wide for specimens 100 mm (4 inches) in diameter. The loading
strips for 150 mm (6 inches) diameter specimens shall be 19.05 mm (0.75
inch) wide. The length of the loading strips shall exceed the thickness of
the specimens. Steel strip are provided at the top and bottom of specimens
during indirect tensile testing.

C. Test Procedure

1. Make at least 6 compacted specimens for each mixture, 3 to be tested dry

and 3 to be tested after partial saturation and moisture conditioning with a
freeze-thaw cycle. Some extra specimens will need to be made to establish
compaction procedures in order to obtain specified air void contents in the
test specimens by trial and error.
2. Compact the 6 specimens with a Marshall compactor so that the
compacted specimens have air voids of 7.0 +/- 0.5 percent. This level of
high air voids can be obtained by adjusting the number of Marshall blows
applied on each side of the specimen by trial and error (start at about 10
blows as a starting point). Air void content must be calculated from the
bulk specific gravity of the compacted specimen (determined by saturated
surface dry method as per procedure given in the Asphalt Institute MS-2)

30
 and the maximum theoretical specific gravity of the loose bituminous
mixture obtained by ASTM D 2041.
3. Separate the 6 specimens into 2 subsets so that the average air voids of the
two subsets are approximately equal.
4. One set will be tested dry. Keep it at room temperature and then place in a
25 C +/- 0.5 C water bath for 2 hours prior to determining their indirect
tensile strength.
5. The other subset will be conditioned as follows:
(a). Place and submerge the 3 specimens in the vacuum container filled
with water at room temperature. Apply a vacuum of 13-67 kPa absolute
pressure (10-26 inches Hg partial pressure) for 30 minutes. Remove the
vacuum and leave the specimens submerged in water for 5 to 10 minutes.
[Note: The water saturation procedure noted above deviates from
AASHTO T 283, which obtains a specified degree of saturation. The
above procedure keeps the time of saturation constant.]
(b). Wrap a plastic film around each saturated specimen and place the
wrapped specimen in a plastic bag containing 10 ml of water and seal the
plastic bag. Place the plastic bag in a freezer at temperature of –18 C +/- 3
C for a minimum of 16 hours. Remove the specimens from the freezer.
(c). Place the specimens in a water bath maintained at 60 C +/- 1 C for 24
hours. Remove the plastic bag and the plastic film from each specimen
after placing the specimens under water.
(d). Remove the specimens from hot water bath and place in a water bath
maintained at 25 C +/- 0.5 C for 2 hours.
(e). Remove the conditioned specimens and test for indirect tensile
strength.
6. Determine the indirect tensile strength of the 3 dry and 3 conditioned
specimens at 25 C +/- 0.5 C after removing from water bath. First,
measure their mean thicknesses (t). Then place the two steel loading strips
on the bottom and top of the specimens across diameter and place in the
Marshall testing machine or a compression-testing machine. Apply load to
the specimens diametrally at a vertical rate of 50 mm (2 inches) per
minute.
7. Record the maximum compressive strength noted on the testing machine
and continue loading until a vertical crack appears in the specimen.
Remove the cracked specimen from the machine and visually estimate the
approximate degree of moisture damage (extent of stripped or bare
aggregate) on the fractured faces of the specimen on a scale of 0 to 5 (5
being the most stripping).
8. Calculate the tensile strength of each specimen as follows in SI units:

St = 2000 P/ π t d

Where, St = tensile strength, kPa

P = maximum loads, N

31
 t = specimen thickness, mm
d = specimen diameter, mm

9. Express the numerical index of resistance of bituminous mixture to the

detrimental effects of water as the ratio of the original strength that is retained
after accelerated moisture and freeze-thaw conditioning.

Calculate the tensile strength ratio (TSR) as follows:

Tensile strength ratio (TSR) = S2 / S1

Where,
S1 = average tensile strength of the dry subset, kPa
S2 = average tensile strength of the conditioned subset, kPa

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

Annexure II to Clause 509

Outline of ASTM D 2041, “Theoretical Maximum Specific Gravity and Density of

Bituminous Paving Mixtures”

A. Scope and Summary of the Test Method

This test method covers the determination of the theoretical maximum specific gravity
and density of uncompacted bituminous paving mixtures at 25 C. The theoretical
maximum specific gravity (Gmm) is used: (a) to calculate air voids in compacted
bituminous mixtures, (b) to calculate the amount of bitumen absorbed by the aggregate,
and (c) to provide target value for the compaction of paving mixtures in the field.

A sample of loose paving mixture is placed in a tared vacuum vessel. Water at 25 C is

added to completely submerge the sample. A specified amount of vacuum is gradually
applied to remove the air bubbles entrapped between asphalt mix particles. After the
vacuum is released, the volume of the sample of the voidless paving mixture is obtained
by either immersing the vacuum container with the sample in a water bath and weighing
or by filling the calibrated vacuum container level full of water and weighing in air.

B. Testing Equipment

1. Container (either a or b below)

(a) Vacuum bowls – Either a metal or plastic bowl with a diameter
ranging from 180 to 260 mm and a bowl height of at least 160
mm. The bowl shall be equipped with a stiff, transparent cover
fitted with a rubber gasket and a connection for the vacuum line.

32
 The hose connection shall be covered with a small piece of fine
wire mesh to minimize loss of any fine material from the mix.
(b) Vacuum flask for weighing in air only – A thick-walled
volumetric glass flask with a capacity of approx. 4000 ml, fitted
with a rubber stopper with a connection for the vacuum line. The
hose connection shall be covered with a small piece of fine wire
mesh to minimize loss of any fine material from the mix.
2. Balance capable of being read to the nearest 0.1 gram. If weighing is to be
done under water, a suitable suspension arrangement shall be provided for
weighing the sample while suspended from the center of the balance
3. Vacuum pump, capable of evacuating air from the vacuum container to a
residual pressure of 4.0 kPa (30 mm of Hg) or less. Provide a suitable trap
between the pump and container to minimize water vapour entering the
vacuum pump.
4. Residual pressure manometer or calibrated absolute pressure gauge with a
bleed valve to adjust the vacuum level.
5. Water bath capable of maintaining a constant temperature of 25 +/- 1 C
and suitable for immersion of the suspended container.

C. Calibration of Containers

1. Bowls – Determine the mass (B) of the container immersed in water at 25

+/- 1 C. If the bowl is used for weighing in air, place the volumetric lid on
the bowl while under water. Remove the water-filled bowl with the lid in
place and dry prior to determining the combined mass of the bowl, lid and
water. Repeat 3 times and average the 3 masses. Designate the average
mass as D.
2. Flasks – Calibrate the volumetric flask by accurately determining the
mass of the flask filled with water at 25 +/- 1 C. Use a glass cover plate to
ensure the flask is completely full.

D. Test Procedure

1. Separate the particles of the loose paving mixture (while it is warm) by

hand so that the particles are not larger than about 6 mm. Don’t fracture
the aggregate. Place the mix sample directly into the tared bowl or flask.
Weigh the container with the sample and designate the net mass of the
sample only as A. [Note: The minimum sample size shall be 1500g for
mixes with nominal maximum aggregate sizes of 12.5 mm or smaller; and
shall be 2500g for mixes with nominal maximum aggregate sizes from 19
to 25 mm.]
2. Add sufficient water at 25 C to cover the sample completely. Place the
cover (bowels) or stopper (flasks) on the containers.
3. Place the container with the sample and water on a mechanical agitation
device or agitate manually at frequent intervals (2 to 3 minutes). Begin
removing entrapped air by gradually applying vacuum and increasing the

33
 vacuum pressure until the residual manometer reads 3.7 +/- 0.3 kPa (27.5
+/- 2.5 mm of Hg). After achieving this level within 2 minutes, continue
the vacuum and agitation for 15 +/- 2 minutes. Gradually release the
vacuum with the bleed valve.
4. Weighing in water – Suspend the bowl (without lid) and contents in water
for 10 +/- 1 minutes and then determine mass. Designate the mass under
water of the bowl and sample as C.
5. Weighing in air
(a) Bowl – Submerge the bowl and sample slowly in the 25 +/- 1 C
water bath. Keep it there for 10 +/- 1 minutes. Immerse the lid in
water and slide it onto the bowl without removing water from the
bowl so that no air is trapped inside the bowl. Remove the bowl
with the lid in place from the water bath. Dry the bowl and lid
with a dry cloth. Determine the mass of the bowl, sample, and lid
and designate it as E.
(b) Flask – Fill the flask slowly with water ensuring not to introduce
any air into the sample. Place the flask in water bath for 10 +/- 1
minutes to stabilize the temperature at 25 C without submerging
the top of the flask. Completely fill the flask with water using a
cover plate without entrapping air beneath the cover plate. Wipe
the exterior of the flask and cover plate. Determine the mass of
the flask, plate and its contents completely filled with water.
Designate this mass as E.
6. Calculations
Calculate the maximum specific gravity of the sample of loose paving
mixture as follows:

(a) Bowls Used Under Water Determination:

Gmm = A / [A-(C-B)]

Where:
Gmm = maximum specific gravity of the mixture
A = mass of the dry sample in air, g
B = mass of bowl under water, g
C = mass of bowl and sample under water, g

(b) Bowls in Air Determination:

Gmm = A / (A+D-E)

Where:
Gmm = maximum specific gravity of the mixture
A = mass of dry sample in air, g
D = mass of lid and bowl with water at 25 C, g

34
 E = mass of lid, bowl, sample and water at 25 C, g

(c) Flask Determination

Gmm = A /(A+D-E)

Where;
Gmm = maximum specific gravity of the mixture
A = mass of dry sample in air, g
D = mass of cover plate and flask filled with water at 25 C, g
E = mass of flask, cover plate, sample, and water at 25 C, g

510. SURFACE DRESSING

Delete and substitute “IRC:110-2005 Design and Construction of Surface Dressing”

because it has been published not long ago except the following change needs to be made
in IRC:110. [Clause numbers correspond to IRC:110.]

4.1.1. Binder General requirements

Substitute the following:
The type of binder to be used will be stated in the contract documents and shall comply
with one of the following:

Paving bitumen: Viscosity Grade VG-10 conforming to IS:73

Bitumen emulsion: Cationic Rapid Setting conforming to IS:8887

The selected binder shall be fluid enough to permit uniform spraying . After the cover
aggregates are rolled into position, binder shall be hard enough to hold the particles in
position against displacement by traffic.

[Comment: Viscosity grade VG-10 has been substituted for penetration grade 80-100.]

Clause 4.1.2. Paving Bitumen:

Substitute “viscosity” for “penetration” in this clause.

Tables 5 (a) and 5 (b). Approximate Rate of Application of ………..Aggregates

Substitute “Viscosity grade” in lieu of “Penetration grade” in column headings in both
tables.

35
Table 1(a). Spraying Temperatures for Binders
Revise the table as follows:

Binder Grades Whirling spray jet Slot jets

Min. C Max. C Min. C Max. C

VG-10 100 200 165 175

Rapid Setting Cationic 68 80 50 70
Emulsion

[Comment: The above table has been revised in accordance with the latest IRC:110-
2005 Surface Dressing revised recently. Also, viscosity grade has replaced
penetration grade.]

511. OPEN-GRADED PREMIX SURFACING

Delete and substitute IRC:14-2004 Open Graded Premix Carpet with the following
changes (Clause numbers correspond to IRC:14)

3.1.1. Binder
Revise as follows:
The binder shall be a viscosity grade bitumen of a suitable grade as specified in the
Contract or as directed by the Engineer and satisfying the requirements of IS:73.

Table 7
Change “Bitumen penetration” to “Bitumen Grade” in first column heading. Substitute
VG-40 for 30-40; VG-30 for 60-70; and VG-10 for 80-100 in the first column.

General
Since it is mix made in a hot mix plant, I do not understand why the aggregate and
bitumen quantities are given per square meter. I need to know the bitumen content by
weight of the aggregate or mix to make the mix in a plant. What is it?

512. CLOSE-GRADED PREMIX SURFACING/MIXED SEAL SURFACING

Delete it as per recommendations in IRC Paper by Kandhal, Sinha and Veeraragavan.

These surfacings may not be as cost effective and durable as 25 mm thick BC 9.5 mm
NMAS mix given in Section 509 earlier. We have unnecessarily created too many

36
surfacing.

513. SEAL COAT

513.2.1 Binder:
Revise the first paragraph as follows: “A VG-10 grade paving bitumen conforming to
IS:73 shall be used”.

515. MASTIC ASPHALT

515.1. Scope
Add the following: “Mastic asphalt shall not be used on road pavements with a speed
limit above 30 km per hour unless it is covered with aggregate exactly as specified in
Clause 515.4.7 Surface Finish.”

515.2.1 Binder
[Do not make any change to penetration grade bitumen specified in this clause. It is a
speciality penetration grade and we do not have exact equivalent viscosity grade.]

515.2.4 Filler:
Add the following to the first paragraph:
“The suitability of limestone powder shall be determined in a laboratory as follows: The
filler must meet the compatibility (miscibility) requirement, which is reported to be
essential for obtaining satisfactory mastic asphalt. At least 75 g of filler when mixed with
15 g of bitumen at 163 C should result in a homogeneous mixture to pass this test. The
heated filler is added in increments to the hot bitumen while mixing with a spatula.”

515.4.7 Surface Finish

In the 3rd sentence (line 9), substitute “VG-30 Viscosity Grade” in lieu of “S-65
penetration grade”.

516. SLURRY SEAL

Delete and substitute IRS:SP:81-2008 Specification for Slurry Seal and Microsurfacing
since it has been published only last year.

517. RECYCLING OF BITUMINOUS PAVEMENT

37
[Comment: There is a need to breakdown Clause 517 into 4 specifications: milling of
bituminous pavement; hot mix recycling (central plant); hot in-place recycling; and cold
in-place and central plant recycling. If you so desire, I can prepare the drafts for these 4
types of recycling. –Kandhal]

[If the present Clause 517 is retained, revise it as follows.]

Revise Table 500-34 as follows:

Specified Grade of Binder (Viscosity) Minimum Recovered Penetration Value
of Binder after Mixing
VG-40 27
VG-30 36
VG-10 54

[Comment: The above table is based on minimum 60% retained penetration of the mean
penetration for the corresponding VG grade.]

520. SAND ASPHALT BASE COURSE

520.2.1 Bitumen
Revise as follows:
The bitumen shall be paving bitumen of Viscosity Grade VG-40, as specified in the
Contract, both as per Indian Standard Specifications for Paving Bitumen IS:73.

[Comment: It is very important to use the hardest grade of bitumen available to impart
some reasonable stiffness to low-stability sand asphalt mix.]

Table 500-42
Delete the requirement for air voids.
[Comment: It is almost impossible to obtain air voids in the range of 3 to 5 percent.
Usually, air voids are very high in sand mixes based on my experience and research in
Rajasthan.]

520.3.2 Binder Content

Revise as follows:
The binder content, which gives the highest stabiliy as well as thorough coating of sand
particles shall be selected.

[Comment: We cannot use MS-2 for selecting optimum binder content, the suggested
method is appropriate for sand asphalt mixes.]

38
520.4.5 Spreading
Delete the 3rd and 4th sentences: “The ideal mixing………………..shown in Table 500-5.”
Substitute the following in lieu of the deleted sentences:
For guidance, the range of acceptable mixing and rolling temperatures for viscosity grade
bitumen are given in Table 500-5.

521. MODIFIED BINDER

[Comment: Do we need this clause when we have IRC:SP:53? In case it is retained in the
orange book, revise as follows.]

521.1 Scope
Add the following to the scope at the end.
“The performance of different types of modified binders is not equal. Therefore, the
Engineer shall specify the type of modifier to be used on the project.”

[Comment: It will be naïve, unethical and highly untechnical if we think all modifiers
perform equally.]

521.2.2 Modifier:
Substitute IRC:SP:53 in lieu of IRC:SP:53-1999 since the latter is being revised right
now.

Tables 500-44 and 500-45

Delete these tables and make reference to IRC:SP:53, why repeat? Moreover, IRC:SP:53
is being revised.

522. CRACK PREVENTION COURSES

522.2.1 Binder
Substitute “VG-10 Viscosity Grade” in lieu of “80-100 penetration”.

523. READYMADE STOCKPILE BITUMINOUS PATCHING MIX

[Comment: This is a new clause based on specification appended to Paper No. 544, “A
Simple and Effective Method of Repairing Potholes in India” authored by Prof. P. S.
Kandhal and published in the Journal of Indian Roads Congress, Volume 69-3, October-
December 2008. This mix has been used successfully in the US and recently in India as

39
reported in the paper. Right now, our engineers do not have a suitable mix for repairing
potholes so they fill potholes with soil, bare aggregate, WMM, etc. which is
unacceptable. They cite a lack of specification for such mix in the orange book. This new
clause will fulfill that need. Add 523 before every clause number.]

1. Scope

The material shall consist of plant mixed readymade stockpile patching bituminous
mixture composed of mineral aggregate coated with bituminous material. The material
shall be capable of being stocked for at least six months without stripping and shall be
workable at all times. This material is intended for patching holes up to 75 mm (3 inches)
deep.

2. Materials

2.1 Bitumen

Medium Curing Cutback Bitumen MC-800 or MC-250 conforming to Indian Standards

Specification IS:217 Specification for Cutback Bitumen shall be used in preparing the
stockpile mix. Unless otherwise specified, MC-800 grade shall be used. MC-250 grade
may be specified if the stockpile is intended to be used during winter or at high altitude
locations. For proper mixing, the bitumen shall be heated as specified in Section 3.

MC Cutback Bitumen shall be treated with a proper type and amount of an antistripping
agent by the bitumen supplier so that when combined with the proposed job aggregate the
resulting mix shall pass the Wet Coating Test, Static Immersion Test and Stripping Test as
given in Annexure I. The contractor shall furnish the sample of the job aggregate each
year to the bitumen supplier for these coating and stripping tests and obtain a certificate
that the bitumen material has been treated to suit the job aggregate. This yearly certificate
must be on file and shall be available at the hot mix plant when required by the Engineer.
The contractor shall also forward a copy to the Engineer.

2.2 Coarse Aggregate

2.2.1 The coarse aggregate shall consist of crushed rock, crushed gravel or other hard
material retained on 2.36 mm sieve. It shall be clean, hard, durable and cubical shape,
free from dust and soft organic and other deleterious substances. The aggregate shall
satisfy the physical requirements specified in Table 1.

2.2.2. Where crushed gravel is proposed for use as aggregate, not less than 90% by
weight of the crushed material retained on 4.75mm sieve shall have at least two fractured
faces resulting from crushing operation.

40
TABLE 1. Physical Properties of Coarse Aggregate

Property Test Requirement Test method

Cleanliness Grain size analysis Max. 2% passing IS 2386 Part I

0.075 micron
Particle shape Flakiness & Elongation Max. 40% IS 2386 Part I
Index (combined)
Strength * Los Angeles Abrasion Max. 40% IS 2386 Part IV
Value
Aggregate Impact Value Max. 30% IS 2386 Part IV

Durability Soundness (Sodium or Magnesium), 5 cycles

Sodium Sulphate Max. 12% IS 2386 Part V

Magnesium Sulphate Max. 18% IS 2386 Part V

Water absorption Water absorption Max. 2% IS 2386 Part III

* The coarse aggregate may satisfy either of the two strength tests.

2.3 Fine Aggregate

Fine aggregate shall consist of crushed mineral material passing 2.36 mm sieve and
retained on 75-micron sieve. It shall be clean, hard, durable, and free from dust and soft
organic and other deleterious substances. No natural sand shall be permitted.

2.4. Composition of Mixtures

When tested in accordance with IS:2386 Part 1 (wet sieving method), the combined
aggregate grading shall fall within the limits shown in Table 2. As far as possible an
aggregate with water absorption of 1.0 or less shall be used. The amount of residual
bitumen binder (total cutback bitumen minus diluent such as kerosene) in the mix shall be
as shown in Table 3. The stockpile mix shall be rejected if it does not meet the grading
(especially the 0.075 mm sieve) and the minimum residual bitumen content.

Table 2. Gradation of Stockpile Patching Mix

Sieve size, mm Percent passing

41
 9.5 100
4.75 85 – 100
2.36 10 – 40
1.18 0 - 10
0.075 0–2

Table 3. Minimum Residual Bitumen Content by Weight of Mix

Aggregate water absorption, Minimum residual bitumen content,
% %
Less than 1.0 4.5
1.1 to 1.5 5.0
1.6 to 2.0 5.5

Based on the characteristics of the aggregate and the performance of the mix, the
Engineer can specify amount of residual bitumen higher than that shown in Table 3.

3. Preparation of Mixture

The stockpile patching mix shall be produced in a conventional batch type hot mix plant.

The mix should be such that it can be stocked, handled, placed, and finished without
stripping of the bitumen from the aggregate. To help prevent stripping and avoid heat
buildup in a stockpile (which may burn the entire stockpile), the mixed material should
not be stockpiled no higher than 1.5 m for the first 48 hours. The stockpile then can be
raised in height and made conical in shape.

The mineral aggregate should be clean and surface dry before mixing. The temperature of
aggregate and bituminous material should comply with those shown in Table 4.

Table 4. Temperature Ranges for Producing Stockpile Patching Mix

Bituminous material Aggregate temperature, C Bitumen temperature, C
MC-250 5 – 65 55 -80
MC-800 5 – 65 75 - 95

Since the range of aggregate temperature is rather low and the maximum aggregate
temperature is restricted to 65 C, it may not be possible to dry the aggregate within this
temperature range. Therefore, the aggregate can be processed in a dryer at high
temperatures and allowed to cool before the bituminous binder is added. Pre-drying the
aggregate at high temperatures will also help in reducing the fines (material passing 0.075
mm sieve), which will go into the baghouse. The resulting mix then would have fines less
than 2 % as required in the stringent gradation specifications.

42
4. Acceptance of Mixture

The following two tests shall be performed by the contractor (in presence of a
Department representative) on the mixture, freshly prepared or taken from a stockpile at
any time during its storage life (usually 6 months).

• Water Resistance Test (See Annexure I, Test C)

• Workability Test (See Annexure I, Test D)

The water resistance test would indicate whether the patching mix has a potential for
stripping in the pothole in presence of water. If the mix fails this test, it means a proper
type and/or amount of an antistripping agent has not been used in the bituminous binder.

If the mix fails in workability it could be due to improper bitumen type, low bitumen
content, excessive fines or improper gradation.
Stocked patching material may be rejected, at any time during the six month period if, in
the opinion of the Engineer, the patching material has stripped (more than 10% uncoated
particles) or otherwise become unfit for use.

When the patching material has been delivered directly to a Department stockpile before
Department approval, it will be the contractor's responsibility to remove any
unacceptable material within two weeks of notification. Refusal by the contractor to
remove unacceptable material from the Department stocking area will be sufficient
grounds to suspend the contractor from the Department's bidding list for patching
material, until such time as the problem is resolved to the satisfaction of the Department.

5. Measurement for Payment

The tonnage of the readymade stockpile patching mix shall be measured and determined
from the actual plant batch reports as recorded by a representative of the Engineer
assigned to the work.

6. Rate

The readymade bituminous stockpile patching material shall be paid for at the contract
unit price per ton, FOB the hot mix plant, at the work site, or at other destination as
specified in the contract.

ANNEXURE I

A. Wet Coating Test

43
 Heat the unwashed job aggregate, cutback bitumen and distilled water to 40 C in a
suitable oven. Weigh 100 g of dry aggregate into a suitable mixing container (such as
seamless tin can, 16 oz capacity). Add 3 ml of distilled water. Mix thoroughly with a
spatula until the aggregate particles are uniformly wetted. Add cutback bitumen
equivalent to 5.0 +/ 0.2 g of bitumen residue. Mix rigorously with the spatula until all
aggregate is coated, but not more than 5 minutes. Transfer the contents into a 400 ml
beaker containing 150 ml of distilled water (22 – 32 C). Let stand for 15 minutes and
visually determine the percent of retained coating, which should be at least 98 percent.

B. Static-Immersion Test

The coated aggregate as prepared in the preceding wet coating test shall remain immersed
in the beaker of distilled water (22 – 32 C) for 24 hours. At the end of this period,
visually determine the percent of retained coating while the sample remains immersed in
water, which should be at least 95 percent.

C. Water Resistance Test

Fifty grams of patching mix, whether freshly prepared or taken from the stockpile, shall
be heated at 120 C in a laboratory oven for 1 hour, cooled to 95 C in laboratory air, and
then placed in 400 ml of boiling water in a 600-ml glass beaker and stirred with a glass
rod at the rate of 1 revolution per second for 3 minutes. The water shall be decanted and
the mix shall be spread on an absorbent paper for visual observation of the coating. The
aggregate shall be at least 90 % coated with a bituminous film.

D. Workability Test

Approximately 2.5 kg of the patching mix shall be cooled to –7 C in a freezer. After

cooling, the mixture shall be capable of being broken up readily with a spatula that has a
blade length of approximately 200 mm. This test shall be performed when the mix is
produced and thereafter anytime during storage. If the mix is not workable at –7 C, it
shall be rejected and the composition of the mix shall be properly modified (for example,
by increasing the bitumen content and/or gradation changes). This test is also applicable
in areas with hot climate because it amplifies the workability characteristics of the mix by
using a lower test temperature.

524. STONE MATRIX ASPHALT

[There is an urgent need to include this SMA specification in the orange book because it
is needed on important heavy-traffic highways especially those carrying overloaded
trucks. Just copy the recent SMA specification published by the Indian Roads Congress in
IRC:SP:79-2008]

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