Dr.

BABASAHEB AMBEDKAR TECHNOLOGICAL

UNIVERSITY

PROJECT REPORT

ON

“CONSTRUCTION OF FLEXIBLE PAVEMENT”

Submitted By:-

SHAIKH TOSIF IRSHAD

SHAIKH JAID SHAKILMIYAN

Under The Guidance of

Prof. SHINDE A.N.

Department of Civil Engineering

Sandipani Technical Campus, Kolpa, Nanded Road, Latur-413512
Maharashtra State, India
ACADEMIC YEAR 2020-21
 CERTIFICATE

Sandipani Technical Campus, Kolpa, Nanded Road, Latur-413512

This is to certify that, the project report “CONSTRUCTION OF FLEXIBLE

PAVEMENT”

Submitted By:-
SHAIKH TOSIF IRSHAD
SHAIKH JAID SHAKILMIYAN

Has been completed as per the requirements of Civil Engineering from

Sandipani Technical campus, Kolpa.
For the academic Year 2020-2021

Place:-

Date:-

Prof. Shinde A.N. Prof. Agarwal A.S. Prof. Nimbalkar V.S.

Guide
H.O.D. Principal
 ACKNOWLEDGEMENT

It is indeed a matter of great pleasure and proud privilege to be able to resent this
project report on “CONSTRUCTION OF FLEXIBLE PAVEMENT”. We expressed our
towards Civil Engineering department of SANDIPANI TECHNICAL CAMPUS, which
has given us the opportunity to work on this project. We are grateful to all resource personals
at various sites: Prof. Shinde A.N. and our H.O.D. Prof. Agarwal A.S. Who has been
instrumental in the successful completion of this synopsis report.
 PROJECT APPROVAL SHEET

SHAIKH TOSIF IRSHAD

[22252220171119110018]
SHAIKH JAID SHAKILMIYAN
[22252220171119110013]

have done the appropriate work for the award of B.tech in Civil Engineering of Sandipani
Technical Campus, Kolpa, Nanded Road, Latur-413512 affiliated to Dr. BABASAHEB
AMBEDKAR TECHNOLOGICAL UNIVERSITY , LONERE.

Guide: Prof. SHINDE A.N.

External Examiner:

Date:
Place: Sandipani Technical Campus, Kolpa, Nanded Road, Latur-413512
 A BSTRACT

Highway and pavement design plays an important role in the DPR projects.
Regarding the pavement design, it forms an important part of detailed engineering
study. The satisfactory performance of the pavement will result in higher savings in
terms of vehicle operating costs and travel time, which has a bearing on the overall
economic feasibility of the project. This project discusses about the design methods
that are traditionally being followed and examines the relative merits of flexible
pavement .Currently, majority of the Indian roads are flexible pavements, the ones
having bituminous layer/s. earlier, there used to be scarcity of cement and India went
for flexible pavements with bituminous toppings. Now, flexible pavement are
preferred over cement concrete roads as they have a great advantage that these can be
strengthened and improved in stages with the growth of traffic. Another major
advantage of these roads is that their surfaces can be milled and recycled for
rehabilitation. The flexible pavements are less expensive also with regard to initial
investment and maintenance. Organization and duties of each individual is framed in
this and the same is followed. This stands as the standards for the Quality Control
Team. Using this, existing practical conditions are checked and reached to a conclusion
about how the quality is maintained Main focus is on the Quality Control Management
in a construction activity. Thesis is to be prepared on how the Quality control
management exist and the way it is being functioned. It can be done by drawing
comparisons with the standard way and practical way.
 LIST OF CONTENTS

Sr.No. TITLE PAGE NO.

1. Introduction 1
 Flexible Pavement 1
 Rigid Pavement 2
 Functions Of Pavement Components 3
 Soil Sub grade 3
 Sub-Base And Base Course 4
 Wearing Course 4
 Design Factors 5

2. LITRETURE REVIEW 6

3. METHEDOLOGY 9

4. ROAD CONSTRUCTION ACTIVITY 10

 Earthwork Excavation 10

 Embankment Construction 12
 Sub grade Construction 13
 Granular Sub Base Construction 14
 Wet Mix Macadam Construction 15
 Application Of Prime Coat 17
 Application Of Tack Coat 18
 Dense Bituminous Macadam Construction 19
 Bituminous Concrete Construction 21

5. Laboratory Tests 24

 Grain Size Analysis 24

 Free Swell Index 26
 Field Density Test By Sand Replacement 26
 Modified Proctor Compaction Test 29
  Bitumen Extraction Test 31
 California Bearing Test33

6. Plant And Machinery 35

 Excavators 35

 Motor Grader 36

 Bulldozer 36

 Wheel Loader 37

 Stone Crusher 37

 WMM Plant 38

 Hot Mix Plant 38

 Dumpers 39

 Batching Plant 39

 Sensor Pavers 40

7. Conclusions 41

8. Reference 42
 ABRIVATIONS

 CBR-(California Bearing Ratio)

 MORTH –(Ministry of Road Transport & Highways)
 WMM- (WET MIX MACADAM)
 AASHTO –(The American Association of State Highway and
Transportation Officials)
 DBM- (Dense Bituminous Macadam)
 GSA- (Grain Size Analysis)
 FSI- (Free Swell Index)
 LIST OF PHOTOS

TITLE PAGE NO.

 Fig 1: A view of Flexible pavement components 2

 Fig 2: A view of rigid pavement 2

 Fig 3: The difference between flexible and rigid pavement 3

 Sieve 25
 Modified Proctor Compaction Test 30
 Excavators 35
 Motor Grader 36
 Bulldozer 36
 Wheel Loader 37
 Stone crusher 37
 WMM Plant 38
 Hot Mix Plant 38
 Dumpers 39
 Batching Plant 39
 Sensor Paver 40
 1. INTRODUCTION

Pavement is the durable surface material laid down on an area intended

to sustain vehicular or foot traffic, such as a road or walkway.
In the past cobblestones and granite sets were extensively used, but
these surfaces have mostly been replaced by asphalt or concrete
There are two types of pavements:

 Flexible pavement

 Rigid pavement

Flexible pavement:

Flexible pavements are those, which on the whole have low flexural
strength and are rather flexible in their structural action under the loads.
The flexible pavement layers reflect the deformation of the lower layers
on to the surface of the layer.
A typical Flexible pavement consists of four components:

 surface course

 base course

 sub base course

 soil sub grade

S.T.C. KOLPA, Page 1

LATUR
 Fig 1: A view of Flexible pavement components

Rigid Pavement:

Rigid pavements are those posses note worthy flexural strength. The
stresses are not transferred from grain to the lower layers as in case of
flexible pavement layers. The rigid pavements are made of Portland cement
concrete-either plain, reinforced or pre-stressed concrete. The plain cement
concrete slabs are expected to take up to about 40 kg/cm 2 flexural stress. The
rigid pavement has the slab action and is capable of transmitting the wheel
load stresses through a wide area below

Fig 2: A view of rigid pavement

 Fig 3: The difference between flexible and
rigid pavement

Functions of Pavement Components:

 Soil Sub grade

 Sub-base and Base Course

 Wearing Course

Soil Sub grade:

The soil sub grade is a layer of natural soil prepared to receive the layers of
pavement materials placed over it. The load on the pavement is ultimately
received by the soil sub grade for dispersion to the earth mass. It is essential
that at no time, the soil sub grade is overstressed. It means that the pressure
transmitted on the top of the sub grade is within the allowable limit, not to
cause excessive stress condition or to deform the same beyond the elastic
limit. It is necessary to evaluate the strength properties of a soil sub grade.
This helps to designer to adopt the suitable values of the strength parameters
for design purpose and in case this supporting layer does not cum up to the
expectations, the same is treated or stabilized to suit the requirements.
 Sub-base and Base Course:

These layers are made of broken stones, bound or unbound aggregate. Some
times in sub- base course a layer of stabilized soil or selected granular soil is
also used. In some places boulders stones or bricks are also used as sun-base
or soling course. When the sub grade consists of the grained soils and when
the pavement carries heavy wheel loads, there is a tendency for these
boulders stones or bricks to penetrate into the wet soil, resulting in the
formation of undulation and uneven pavement surface in flexible pavement.

Base course and Sub-base course are used under flexible pavement primarily
to improve the load supporting capacity by distributing the load through a
finite thickness. Base course are used in rigid pavement for:
 Preventing pumping

 Protecting the sub grade against frost action

Wearing course:

The purpose of wearing course is to give a smooth riding surface that is

dense. It resists pressure exerted by tyres and takes up wear and tear due to
the traffic. Wearing course also offers a water tight layer against the surface
water infiltration.

Design Factors

Factors to be considered in Design

of Pavements Pavement Design
consists of two parts:
 Mix design of materials to be used in each pavement components layer.

 Thickness design of the pavement and the component layers.

The various factors to be considers for the design of pavements are given below:

i. Design wheel load

ii. Sub grade soil

iii. Climatic factors

iv. Pavement component materials

v. Environmental factors

vi. Special factors in the design of different types of pavement.

 2. LITERATURE REVIEW

Transportation system takes a special role in the economical development of any

country. By the good transportation system means; comfortable, safe, rapid, and
convenient, the people communication becomes possible and which is fundamental for
various goods distribution in the country that is important and basic for its economic,
industry and environment. The good highway system is very significant for the developing
country to get the way to the modern society. In order to have good transportation system,
various factors of failure and deterioration of the highway or road should be taken in
consideration. Highway maintenance is very important for the traffic management as a
whole. The various defects in the roads resulted from weak maintenance of transportation
system are the main accident causes. Therefore a successful and good engineer is a person
whose is not only able to design the highway or roads, but also have sufficient skills to
maintain the highways and roads.

A flexible pavement (bituminous) failure and deterioration is defined by

consistence of ruts, cracks, potholes, settlements, localized depression, etc. normally the
localized depression is followed with rising in the proximity (vicinity). The sequence
creates waves in the surface of the pavement. The failure or deterioration of any one or
more of flexible pavement structure components creates the corrugation and waves on the
surface of the pavement or rutting and shoving. Unleveled (unevenness) flexible pavement
may itself consider as a failure and deterioration when it is excrescent. The flexible
pavement failure and deterioration subject is considered to be complicated as several
factors participate to its failure and deterioration. The oxidation and aging of asphalt
(bituminous) films cause the failure and deterioration of flexible pavement (bituminous
pavement). Destructive actions in flexible pavement are quickly increased when surplus
water is retained in the flexible pavement void spaces .

Flexible pavement failure and deterioration can be considered as functional,

structural, materials failure, and a combination of the mentioned factors.
Structural failure and deterioration is losing the ability of carrying load, when
the flexible pavement not any more able to absorb, transmit and distribute wheels load
through the road structure without causing extra or more failure and deterioration.
Functional failure is a boundary (border) term which may refer to the loss of any function
of the flexible pavement such as structural capacity, skid resistance, and serviceability or
passenger comfort. Material failure result from the loss or disintegration of material
characteristics of any of pavement component materials .
Flexible pavement deterioration and failure is defined as a decreasing in the
serviceability resulted from the development of surface failure and deterioration
such as rutting, cracking and potholes . It was reported that the highway engineers
should look into the causes of flexible pavement (bituminous pavement) before going
into the strategies of the maintenance. It was found that deterioration and failure of
flexible pavement are resulted from combination or many of reasons. It has been
noticed that only three factors; rutting, unevenness index and cracking are considered
while other failures have been neglected while going to maintenance .

The major types of flexible pavement failures are failure of surface texture or
deformation failure. Deformation failures and deterioration include rutting, shoving,
depression, corrugation and potholes. These failures and deterioration may result
from traffic volume (load associated) or environmental influences (non-load associated).
It might reflect serious problems in materials or underlying structure that may cause
cracking. Failure in the surface texture includes polishing, bleeding, cracking, raveling and
stripping. These failures in the flexible pavement show that while the road pavement
could be structurally sound, the surface is not functionally performing which designed
for, which normally providing skid resistance, water tightness and smooth is running
surface. Other various types of flexible pavement failures and deterioration include
patching, edge defects and roughness .
The evaluation survey and assessment of the flexible pavement roads and
highways is advantageous for transportation engineers because the reasons in the
following:
1. It gives and provides accurate reason of flexible pavement failure and deterioration
which makes the maintenance works easy.
2. Will provide good knowledge about flexible pavement failure and deterioration,
which make the transportation engineers able to design and make high quality and
performance roads and highways flexible pavement.
3. Study the failure and deterioration of flexible pavement in specific area helps in
improving the design of flexible pavement which can be more effective in term of
safety, quality, and performance in the area.
The objective of current study can be summarized in the following:
1. Visual evaluation and inspection of existing flexible pavement conditions
including the failures and deterioration.
2. Determine and find out the actual causes of these failures and deterioration in the
flexible pavement.
3. Select the most proper and effective treatments and maintenance types.
 3. METHODOLGY
The deformation response of flexible pavements under traffic loading is
characterized by recoverable deformations and permanent deformations. The permanent
deformation is much smaller than the recoverable deformation and, as the number of load
repetitions increases, the plastic strain due to each load repetition decreases. The
deformation of materials is the result of three mechanisms: the consolidation mechanism
(the change in the shape and compressibility of particle assemblies); the distortion
mechanism characterized by bending, sliding, and rolling of the particles; and the crushing
and the breaking of the particles occur when the applied load exceeds the strength of
particles [9].
This study conducted to estimate and predict the flexible pavement road failure rate with
particular references to cracking and other types of failures and deteriorations using
available data. Data for the study was collected from related government departments
(data related to the history of the selected highway and its construction) and an
exploratory evaluation survey of the selected highway. The exploratory survey is a method
employed in road performance modeling and is chosen in this study in order to
scientifically evaluate the road.
The adopted methodology is as follows:
1. Identification and selecting the proposed study area.
2. Review of the performance, behavior, failure and deterioration of flexible
pavements exposed and subjected to traffic and local climatic conditions.
3. Collection of relevant data from related government departments.
4. Analyzing the collected data in order to create clear and scientific evaluation of the
selected highway.
5. Discuss the suitable and appropriate solutions based on the pavement failures and
deteriorations.
 4. ROAD CONSTRUCTION ACTIVITY

 EARTHWORK EXCAVATION:

This item of work deals with earthworks in excavation in all types of

soils is it for stacking of suitable soils or disposal of unsuitable soils inclusive
of necessary lead for transporting materials as per the terms in contract
documents.
Procedure:
1. These excavation works referred to herein shall be either pointing to the
trench cutting at the existing ground level in order to engage in sand
blanketing (in case of meeting with unsuitable soil) or this could be the
case of excavations necessary to trim down the excessive earth masses
in order to prepare the base for pavement layers. Or else this may be
the case of excavation necessary for construction of side drains &
waterways.
2. All the excavations shall be carried out in conformity with the
directions laid down herein under and in a manner as approved by the
Engineer. The work shall be so done that the suitable materials available
from excavation works are satisfactorily utilized as decided upon
beforehand.
3. Dealing generally herein with the trench excavation for sand blanketing
and applying generally the same mode of procedure in other forms of
excavation, we append hereunder the broad steps of construction in this
regard.
4. On completion of site clearance, necessary ground survey shall be done
in order to mark the lines of toe excavation.
5. This shall be followed further by laboratory tests with regards to the
samples of soil materials collected randomly (under the proximity of
Engineer’s representative) from the respective stretches. Existing
ground levels contours shall be jointly recorded in the form of cross
sections at 10 m intervals with the origin of base line being the proposed
center line of the road sector.

S.T.C. KOLPA, Page 10

LATUR
6. While the joint survey recording is being plotted the laboratory tests
shall be carried out and the results obtained thus submitted to the
Engineer for further instructions. On instructions by the Engineer,
necessary excavation works shall be commenced. Prior to such
commencement, however, necessary lines shall be marked and jointly
recorded for extension of excavation works.
7. Excavation shall be done with the help of excavators EX-200, EX-100 or
other suitable plants depending upon the stretches & quantum of work.
8. Excavated earth shall either be required to be disposed off or stacked at
site. This shall be done as per the directions of the Engineer. In case of
disposal of materials to other place, required number of tippers
compatible with the capacity of excavator & the haulage shall be
engaged to do the job.
9. Excavation shall be done up to the depths as detailed in the drawings or
as directed by the Engineer. However the works in normal course shall
conform to the lines, grades & slopes as specified.
10. While planning or executing excavations we will take adequate
precautions against causing of any water stagnation or soil erosion or
water pollution.
11. Under special circumstances, not in the case of excavation for sand
blanketing, where we require blasting of rocks for excavation works,
this shall be done only with the written permission of the Engineer after
complying with the necessary state formalities.
12. In the case of intercepting with water table, water pumps shall be
deployed immediately to pump out the excessive water for working
conditions. However no delay shall be caused in this regard for
obtaining further instructions from safety of works and plant
considerations.
13. As a necessary quality procedure, in order to record the instructions
and works and keep a regular documentation of inspections, checking,
approvals or disapprovals with necessary observations at all stages of the
work from commencement till completion of the excavation works.
  EMBANKMENT CONSTRUCTION:

This item of work deals with construction of road embankment with

approved materials as per the terms of contract agreement.

Procedure:

1. The toe line and centre line are marked and pegs will be driven.

2. The material shall be dumped in site at respective location.

3. The material shall be spread in layers of uniform thickness not

exceeding 200 mm compacted thicknesses over the entire width of the
embankment by mechanical means and will be graded with motor
grader to the requiredcamber.
4. Moisture content of the material shall be checked and extra required will be
added.
5. The moisture content of each layer shall be checked and it should be
within the range of OMC +1% to OMC -2 percent. If moisture content
is found out of these limits the same will be brought within limits by
addition of water or by aeration as the case may be.
6. The compaction shall be done with the help of vibratory roller of 8 to
10 ton static weight. Each layer shall be thoroughly compacted to the
densities specified in the specifications which are mentioned at the end
of this document for reference. The rolling pattern will be finalized in
trial stretch.
7. On compaction of the particular stretch, necessary field testing shall be
carried out Field density shall be done in the manner and frequency as
specified below.
8. If the required field density is not achieved, compaction shall be
continued till required density is achieved.
9. Loose pockets if any will be removed and replaced with approved material.

10. The above stages shall be repeated till the top level of the embankment
is reached to the specified levels and grades. The top levels shall be
checked and shall be within+20mm and -25mm of designed level.
 11. All relevant QA and QC documents will be maintained for all stages of
Embankment Construction.
12. Where the ground supporting embankment is found to be unsuitable or
the original ground material is having free swell index greater than
50% the same will be removed up to 500mm and will be replaced with
approved material.

 SUBGRADE CONSTRUCTION:
This item of work deals with construction of Sub grade (minimum
10% CBR) with approved materials as per the terms of contract agreement.

Procedure:
1. The toe line and centre line are marked and pegs will be driven.

2. The material shall be dumped in site at respective location.

3. The material shall be spread in layers of uniform thickness not

exceeding 200 mm compacted thicknesses over the entire width of the
sub grade by mechanical means and will be graded with grader to the
required camber.
4. Moisture content of the material shall be checked and extra required will be
added.
5. The moisture content of each layer shall be checked and it should be
within the range of OMC +1% to OMC -2 percent. If moisture content
is found out of these limits the same will be brought within limits by
addition of water or by aeration as the case may be.
6. The compaction shall be done with the help of vibratory roller of 8 to 10
ton static weight. Each layer shall be thoroughly compacted to the
densities specified in the specifications which are mentioned at the end
of this document for reference. The rolling pattern will be finalized in
trial stretch.
7. On compaction of the particular stretch necessary field testing shall be
carried out Field density shall be done in the manner and frequency as
specified below.
 8. If the required field density is not achieved, compaction shall be
continued till required density is achieved.
9. Loose pockets if any will be removed and replaced with approved material.
10.The above stages shall be repeated till the top level of the sub grade is
reached to the specified levels and grades. The top levels shall be
checked and shall be within +20mm to - 25mm of designed level.
11. All relevant QA and QC documents will be maintained for all stages of
sub grade Construction.
12. In case the original ground is in sub grade level or is in cutting and if
the density after compaction is not 97% minimum the ground will be
loosened up to a depth of 500mm and will be compacted as per
MORTH .

 GRANULAR SUB BASE CONSTRUCTION:

This item of work deals with construction of Granular sub base with
approved materials as per the terms of contract agreement.

Procedure:

1. The toe line and centre line are marked and pegs
will be driven.

2. The material shall be dumped in site at

respective location.
3. The material shall be spread in layers of uniform thickness not
exceeding 200 mm compacted thicknesses over the entire width of the
sub grade by mechanical means and will be graded with grader to the
required camber.
4. Moisture content of the material shall be checked and extra required will be
added.

5. The moisture content of each layer shall be checked and it should be

 within the range of OMC +1% to OMC -2 percent. If moisture content is
found out of these limits the same will be brought within limits by
addition of water or by aeration as the case may be.
6. The compaction shall be done with the help of vibratory roller of 8 to 10
ton static weight. Layer shall be thoroughly compacted to the densities
specified in the specifications

7. which are mentioned at the end of this document for reference. The
rolling pattern will be finalized in trial stretch.
8. On compaction of the particular stretch necessary field testing shall be
carried out Field density shall be done in the manner and frequency as
specified below.
9. If the required field density is not achieved, compaction shall be
continued till required density is achieved.
10. Loose pockets and segregated area if any will be rectified/removed and
replaced with approved material. The top levels shall be checked and
shall be within +10mm to - 20mm of designed level.
11.All relevant QA and QC documents will be maintained for all stages of
Construction.

 WET MIX MACADAM CONSTRUCTION

This item of work deals with construction of Wet mix macadam with
approved materials as per the specifications of contract agreement.

Procedure:
 Preparation of Mix:

1. The individual materials gradation shall be checked combined, proportions

shall be fixed and combined gradation confirming to table 400-11 shall be
arrived.
2. The individual bins of wet mix plant shall be calibrated for the particular size of
material.
3. Material shall be fed to the mixing plant bins provided for individual sizes
of aggregates to meet the required gradation.
4. Mixing plant shall be of suitable capacity having provision for controlled
addition of water. While adding water, loss due to evaporation shall be
taken in account.
5. Water in the wet mix shall not vary from the optimum by more than in the
limits of +l/-2 of OMC.

 Preparation of Base:

1. The sub base shall be checked for proper lines and levels.

2. It shall be made free from dust. Before the laying starts it should be
made slightly wet and shall be given one plain pass.
3. The lateral confinement for wet mix shall be provided by placing
material before laying WMM in the adjoining shoulder portion.

 Laying of Wet Mix Macadam:

1. The wet mix shall be transported from the mixing plant to the site with
trippers.

2. The mix shall be laid with paver finisher. The paver shall have suitable
loading hoppers and distribution mechanism.
3. The mix shall be laid manually in places where the paver
movement is not possible. High or low spots shall be rectified.
4. The material shall be uniform and shall be free of pockets of fine material.
5. The compaction of wet mix shall be done as per clause 406.3.5. The rolling
shall be done with 80-100KN vibratory roller. The rolling pattern shall be
established in the trial stretch.
6. Care shall be given at every stage so that there will not be any segregation.
7. The finished layer shall be checked for compaction in accordance to the
specifications given below. The top shall be checked for level control and
shall be within +10mm and -10mm of designed level.
8. All relevant QA and QC documents will be maintained for all stages.
 APPLICATION OF PRIME COAT

The work is consisting of applying a single coat primer of approved

quality Produced by refinery, the primer used shall be bitumen emulsion
complying IS : 8887 & CSS1 grade confirming to ASTMD 2397 / AASHTO
M140, the particular grade to be used for the work shall be got approved by
the Engineer. The prime coat will be done only in good weather condition.

 Machinery:

For this primer distributor of capacity ‘4 MT’ shall be used. This distributing
unit, so called as primer tanker is facilitating pneumatic tyre and self-
propelled pressure distributor for spraying the material uniformly at the rate
of 6 to 9 Kg/10 Sq .m under normal temperature and pressures. Sometimes
few small patches near junctions, or narrow space where the primer tanker is
not reachable then for those areas spraying of primer shall be done manually,
after approval from the engineer.

 Preparation of Road Surface:

Make clean the top surface of wet mix macadam by engaging labours with
wire brush and all organic contents shall be blown up by using compressed
air. The surface to be primed will be swept clean, free form dust and will
remain dry.

 Application of Primer:

The primer will be sprayed uniformly over the dry surface using a self –
propelled sprayer with the distribution bar. The sprayer proposed to use is
having a self heating arrangement, with spraying bar with nozzles having
constant pressure system and is capable of supplying primer at 6 to 9 Kg / 10
Sq meter and at temperature 30 degree C to 60 degree C, so that distributor
will spray uniformly unbroken spread of primer. Some times during
summer we will come across the surface to be primed will found, so dry or
dusty in that case damp the surface with water lightly and uniformly
 because the dry or dusty surface will cause freckling of primer. All these
exercises prior to priming will be done as directed by the Engineer.
The primed surface will be allowed to cure for 24 hours minimum or even
more as directed by Engineer, so that the primer will penetrate in to the base
of wet mix macadam layer. In case the primer is not absorbed beyond 24-
hours after applying then we will spray sand over the surface to blot the
excess primer. We will take care that there will not be over priming or any
pools of excess primer left any part of the surface, which will be swept-out
over the adjacent surface before spreading sand.

 Curing:

The Primed surface will be allowed to cure for not less than 24 hours or as
directed by Engineer and during this period no vehicles of any kind will be
permitted.

 APPLICATION OF TACK COAT:

This work is consisting of application of a Single Coat Cationic emulsion of

rapid setting type confirming to IS 8887.

 Machinery:

For this tack coat distributor of capacity ‘4 MT’ shall be used. This distributing
unit, so called as tack coat tanker is facilitating pneumatic tyre and self-
propelled pressure distributor for spraying the material uniformly at the rate
of 2.0 to 3.0 Kg/10 Sq .m under normal temperature and pressures.
Sometimes few small patches near junctions, or narrow space where the
primer tanker is not reachable then for those areas spraying of primer shall be
done manually, after approval from the engineer.
  Preparation of Road Surface:
The surface on which the tack coat is to be applied will be cleaned, of dust
and extraneous material before the application of the binder.

 Application of Tack Coat:

The tack coat “bituminous emulsion” will be heated to the temperature 20

degrees C – 60 degrees C. This tack coat will be applied uniformly at the rate
of 0.25 to 0.30 Kg/Sq.m for granular surface and 0.20 to 0.25 kg/sq.m with
the help of self propelled emulsion pressure Sprayer with self heating
arrangement and spraying bar with nozzles having consistent volume or
pressure system, capable of spraying emulsion at specified rates and at 20 deg
C – 60 deg. C to provide unbroken spread of emulsion.

 DENSE BITUMINOUS MACADAM CONSTRUCTION

This item of work shall be dealt in compliance to the clause 507 of specifications.

The construction shall confirm to the specific alignment, lines and grades
given in the drawing.

Procedure:

 Mix Design:

1. The mix design shall be carried out according to MS-2 of Asphalt

Institute. The optimum bitumen content and job mix formula are
arrived. The physical requirements of the aggregate shall confirm to
table 500-8 and job mix shall confirm to grading 2 of table 500-10 of
technical specifications.
2. The mix properties shall confirm to table 500-11 of technical
specifications. The permissible variations from the job mix formula
shall be according to table 500-13.
  Preparation and Transportation of Mix:

1. The individual bins of hot mix plant shall be calibrated for the
particular size of material. Material shall be fed to the mixing plant
bins provided for individual sizes of aggregates to meet the required
gradation.
2. The temperature of binder at the time of mixing shall be in the range
of 150'C-165'C and the aggregate in the range 150'C to 170'C .The
difference between and the aggregate temperature shall not exceed
14'C any time.
3. The mix shall be transported to the site with trippers properly covered with
tarpaulins.

 Preparation of Base:

1. The sub base shall be checked for proper lines and levels.

2. The surface shall be swept free from dust with air compressor.

3. The tack coat shall be done if the WMM surface was primed and left for quite
some time.

 Laying of Dense Bituminous Macadam:

1. The mix shall be laid with paver finisher. The paver shall have
suitable loading hoppers and distribution mechanism. The paver shall
have electronic sensor paver and string wire shall be run on steel pegs
driven on both sides at 10m interval in straight portions and 5m
interval in curved portions.
2. The mix shall be laid manually in places where the paver movement is not
possible.
3. The compaction of DBM shall be done as per clause 501.6 and 501.7. The
rolling shall be done with 80-100KN smooth wheeled tandem roller, 12-15
tones pneumatic tired roller. The rolling pattern shall be established in the
trial stretch.

S.T.C. KOLPA, Page 20

LATUR
 4. The DBM shall be laid in 2 layers or as per the GFC drawings.
5. The finished layer shall be checked for compaction. The compaction shall be
checked by taking cores for every 250sq.m area and the degree of compaction
shall not be less than 98% of lab Marshall Density or as specified by technical
specification. The top shall be checked for level control and the levels shall be
within ±6mm of designed level.
6. All relevant QA and QC documents will be maintained for all stages of
Construction.

 BITUMINOUS CONCRETE CONSTRUCTION

This item of work deals with construction of Bituminous Concrete with

approved materials as per the specifications of contract agreement.

Procedure:

 Mix Design:

1. The mix design shall be carried out according to MS-2 of Asphalt

Institute. The optimum bitumen content and job mix formula are
arrived. The physical requirements of the aggregate shall confirm to
table 500-17 and job mix shall confirm to grading 1 of table 500-18 of
technical specifications. The mix properties shall confirm to table 500-
19 of technical specifications. The permissible variations from the job
mix formula shall be according to table 500-13.
2. In case of modified binders the mix shall be conformed as per IRC:SP:53-
2002.
  Preparation and Transportation of Mix:

1. The individual bins of hot mix plant shall be calibrated for the
particular size of material. Material shall be fed to the mixing plant
bins provided for individual sizes of aggregates to meet the required
gradation.
2. The temperature of binder at the time of mixing shall be in the range
of 150'C-165'C and the aggregate in the range 150'C to 170'C .The
difference between and the aggregate temperature shall not exceed
14'C any time. In case of modified binder the temperature shall be
maintained as per IRC:SP:53-2002.

3. The mix shall be transported to the site with trippers properly covered with
tarpaulins.

 Preparation of Base:

1. The base shall be checked for proper lines and levels.

2. The surface shall be swept free from dust with air compressor.

3. The tack coat shall be done if the DBM surface was old for quite some time.

 Laying of Bituminous Concrete:

1. The mix shall be laid with paver finisher. The paver shall have suitable
loading hoppers and distribution mechanism. The paver shall be
electronic sensor paver and string wire shall be run on steel pegs driven
on both sides at 10m interval in straight portions and 5m interval in
curved portions.
2. The mix shall be laid manually in places where the paver movement is not
possible.
3. The compaction of BC shall be done as per clause 501.6 and 501.7. The rolling
shall be done with 80-100KN smooth wheeled tandem roller, 12-15 tones
pneumatic tyred roller. The rolling pattern shall be established in the trial
stretch.
4. The finished layer shall be checked for compaction. The compaction
shall be checked by taking cores for every 250sq.m area and the degree
of compaction shall not be less than 98% of lab Marshall Density or as
specified in technical specification. The top shall be checked for level
control and the levels shall be within ±6mm of designed level.
5. All relevant QA and QC documents will be maintained for all stages of
construction.
 5. LABORATORY TESTS

 Grain Size Analysis (GSA)

 Free Swell Index (FSI)

 Field Density Test by Sand Replacement Method

 Modified Proctor Compaction Test

 Bitumen Extraction Test

 California Bearing Ratio Test (CBR Test)

 Grain Size Analysis (GSA):

 Purpose:

This test is performed to determine the percentage of different grain

sizes contained within a soil. The mechanical or sieve analysis is performed
to determine the distribution of the coarser, larger-sized particles.

 Significance:

The distribution of different grain sizes affects the engineering properties

of soil. Grain size analysis provides the grain size distribution, and it is
required in classifying the soil.

 Equipment:

Balance, Set of sieves, Cleaning brush, Sieve shaker, Mixer (blender), 152H
Hydrometer, Sedimentation cylinder, Control cylinder, Thermometer, Beaker, Timing
device.
Test Procedure:
 Sieve Analysis:

1. Write down the weight of each sieve as well as the bottom pan to be
used in the analysis.
2. Record the weight of the given dry soil sample.

3. Make sure that all the sieves are clean, and assemble them in the
ascending order of sieve numbers (#4 sieve at top and #200 sieve at
bottom). Place the pan below #200 sieve. Carefully pour the soil
sample into the top sieve and place the cap over it.
4. Place the sieve stack in the mechanical shaker and shake for 10 minutes.

5. Remove the stack from the shaker and carefully weigh and record the
weight of each sieve with its retained soil. In addition, remember to
weigh and record the weight of the bottom pan with its retained fine
soil.
  Free Swell Index (FSI):
Object: To determine the free swell index of soils.

 Apparatus:

1) 425 micron IS sieve

2) Glass graduated cylinders – 2 nos. 100ml capacity

3) Distilled water and kerosene.

Procedure:

1. Take two 10 grams soil specimens of oven dry soil passing through 425-
micron IS sieve. Each soil specimen shall be poured in each of the two
glass graduated cylinders of 100ml capacity.
2. One cylinder shall then be filled with kerosene oil and the other with
distilled water up to the 100ml mark.
3. After removal of entrapped air the soils in both the cylinders shall be
allowed to settle. Sufficient time (not less than 24 hours) shall be allowed
for the soil sample to attain equilibrium state of volume without any
further change in the volume of the soils.
4. The final volume of soils in each of the cylinders shall be read out.

 Field Density Test by Sand Replacement Method:

OBJECTIVE: Determine the in situ density of natural or compacted soils using sand
pouring cylinders.

 NEED AND SCOPE:

The in situ density of natural soil is needed for the determination of bearing
capacity of soils, for the purpose of stability analysis of slopes, for the
determination of pressures on underlying strata for the calculation of
settlement and the design of underground structures. It is very quality control
test, where compaction is required, in the cases like embankment and
pavement construction.
  APPARATUS REQUIRED:

1. Sand pouring cylinder of 3 litre/16.5 litre capacity, mounted above a

pouring come and separated by a shutter cover plate.

2. Tools for excavating holes; suitable tools such as scraper tool to make a
level surface.

3. Cylindrical calibrating container with an internal diameter of 100

mm/200 mm and an internal depth of 150 mm/250 mm fitted with a
flange 50 mm/75 mm wide and about 5 mm surrounding the open end.
4. Balance to weigh unto an accuracy of 1g.

5. Metal containers to collect excavated soil.

6. Metal tray with 300 mm/450 mm square and 40 mm/50 mm deep with a
100 mm/200 mm diameter hole in the centre.
7. Glass plate about 450 mm/600 mm square and 10mm thick.

8. Clean, uniformly graded natural sand passing through 1.00 mm I.S.sieve

and retained on the 600micron I.S.sieve. It shall be free from organic
matter and shall have been oven dried and exposed to atmospheric
humidity.

9. Suitable non-corrodible airtight containers.

10. Thermostatically controlled oven with interior on non-corroding material to

maintain the temperature between 1050C to 1100C.
11. A dessicator with any desiccating agent other than sulphuric acid.

PROCEDURE:
 Calibration of the Cylinder
1. Fill the sand pouring cylinder with clean sand so that the level of the
sand in the cylinder is within about 10 mm from the top. Find out the
initial weight of the cylinder plus sand (W 1) and this weight should be
maintained constant throughout the test for which the calibration is
used.
2. Allow the sand of volume equal to that of the calibrating container to
run out of the cylinder by opening the shutter, close the shutter and
place the cylinder on the glass sand takes place in the cylinder close
the shutter and remove the cylinder carefully. Weigh the sand
collected on the glass plate. Its weight(W 2) gives the weight of sand
filling the cone portion of the sand pouring cylinder. Repeat this step
at least three times and take the mean weight (W 2) Put the sand back
into the sand pouring cylinder to have the same initial constant weight
(W1) Determination of Bulk Density of Soil
3. Determine the volume (V) of the container be filling it with water to
the brim. Check this volume by calculating from the measured internal
dimensions of the container.
4. Place the sand poring cylinder centrally on yhe of the calibrating
container making sure that constant weight (W 1) is maintained. Open
the shutter and permit the sand to run into the container. When no
further movement of sand is seen close the shutter, remove the
pouring cylinder and find its weight (W 3). Determination of Dry
Density of Soil In Place
5. Approximately 60 sqm of area of soil to be tested should be trimmed
down to a level surface, approximately of the size of the container.
Keep the metal tray on the level surface and excavate a circular hole
of volume equal to that of the calibrating container. Collect all the
excavated soil in the tray and find out the weight of the excavated soil
(Ww). Remove the tray, and place the sand pouring cylinder filled to
constant weight so that the base of the cylinder covers the hole
concentrically. Open the shutter and permit the sand to run into the
hole. Close the shutter when no further movement of the sand is seen.
Remove the cylinder and determine its weight (W3).
6. Keep a representative sample of the excavated sample of the soil for
water content determination.
 Modified Proctor Compaction Test:

 Equipment:

1. Proctor mould with a detachable collar assembly and base plate.

2. Manual rammer weighing 2.5 kg and equipped to provide a

height of drop to a free fall of 30 cm.
3. Sample Extruder.

4. A sensitive balance.

5. Straight edge.

6. Squeeze bottle

7. Mixing tools such as mixing pan, spoon, trowel, spatula etc.

8. Moisture cans.

9. Drying Oven.

Test procedure:
1. Obtain approximately 10 lb (4.5 kg) of air-dried soil in the mixing pan,
break all the lumps so that it passes No. 4 sieve.
2. Add approximate amount of water to increase the moisture content by about
5%.
3. Determine the weight of empty proctor mould without the base
plate and the collar. W1, (lb).
4. Fix the collar and base plate
5. Place the first portion of the soil in the Proctor mould as explained in
the class and compact the layer applying 25 blows.
6. Scratch the layer with a spatula forming a grid to ensure uniformity in
distribution of compaction energy to the subsequent layer. Place the
second layer, apply 25 blows, place the last portion and apply 25 blows.
7. The final layer should ensure that the compacted soil is just above the
rim of the compaction mould when the collar is still attached.
8. Detach the collar carefully without disturbing the compacted soil inside
 the mould and using a straight edge trim the excess soil leveling to the
mould.
9. Determine the weight of the mould with the moist soil W2, (lb).
Extrude the sample and break it to collect the sample for water content
determination preferably from the middle of the specimen.
10. Weigh an empty moisture can, W3, (g) and weigh again with the moist
soil obtained from the extruded sample in step9, W4, (g). Keep this can
in the oven for water content determination.
11. Break the rest of the compacted soil with hand (visually ensure that it
passes US Sieve No.4). Add more water to increase the moisture
content by 2%.
12. Repeat steps 4 to 11. During this process the weight W2 increases for
some time with the increase in moisture and drops suddenly. Take two
moisture increments after the weights starts reducing. Obtain at least 4
points to plot the dry unit weight, moisture content variation.
13. After 24 hrs recover the sample in the oven and determine the weight W5, (g).

14. Fill out the following table completely; Calculate rows 9 and 10, these
two will give one point of the plot.

S.T.C. KOLPA, Page 30

LATUR
  Bitumen Extraction Test:

 Aim of the test:

The method described is a procedure used to determine the bitumen
content of bitumen aggregate mixtures.

 Units of Measure:

The bitumen content is expressed as a percent by dry weight of extracted aggregate.

 Apparatus And Materials:

 Equipment:

1. Centrifuge extractor with a bowl. The extractor must be capable of

rotating the bowl at controlled variable speeds up to 3600 rpm.
2. Paper or felt filter rings to be placed on the rim of the bowl and
beneath the bowl lid. Scale capable of weighing to 2500 g at a
0.1 gaccuracy.
3. Heating equipment such as electric stove. 500 ml cup or
beaker. Hand Tools - spatula, small brush, scoop, large pan
for collection of a representative bitumen mix sample, pan for
test sample.
 4. Container for collection of bitumen laden solvent thrown from
the bowl during extraction.

 Materials:
Solvents - suggested materials are benzene or Carbon Tetra chloride.
Procedure:

1. A representative sample about 400gm is exactly weighed and placed in

the bowl of the extraction apparatus and covered with commercial
grade of benzene. Sufficient time (not more than 1 hour) is allowed for
the solvent to disintegrate the sample before running the centrifuge.

2. The filter ring of the extractor is dried, weighed and then fitted around
the edge of the bowl. The cover of the bowl is clamped tightly. A beaker
is placed under to collect the extract.

3. The machine is revolved slowly and then gradually, the speed is

increased to a maximum of 3600 r.p.m. The speed is maintained till the
solvent ceases to flow from the drain. The machine is allowed to stop
and 200 ml. of the benzene is added and the above procedure is
repeated.

4. A number of 200 ml. solvent additions (not less than three) are used till
the extract is clear and not darker than a light straw colour.

5. The filter ring from the bowl is removed, dried in air and then in oven
to constant weight at 115o C and weighed. The fine materials that might
have passed through the filter paper are collected back from the extract
preferably by centrifuging. The material is washed and dried to constant
weight as before.
 California Bearing Ratio Test (CBR Test):

AIM: To find the bearing capacity of a material with that of well-graded crushed
stone.

 APPARATUS:

Mould
Steel
Cutting
collar
Spacer
Disc
Surcharge
weight Dial
gauges
IS Sieves
Penetration
Plunger
Loading
Machine
Miscellaneous Apparatus

PROCEDURE:

1. Normally 3 specimens each of about 7 kg must be compacted so

that their compacted densities range from 95% to 100%
generally with 10, 30 and 65 blows.
2. Weigh of empty mould

3. Add water to the first specimen (compact it in five layer by

giving 10 blows per layer) After compaction, remove the collar
and level the surface.

4. Take sample for determination of moisture content. Weight of

mould + compacted specimen.
5. Place the mold in the soaking tank for four days (ignore this
step in case of un-soaked CBR.
6. Take other samples and apply different blows and
repeat the whole process. After four days, measure the
swell reading and find %age swell.
7. Remove the mould from the tank and allow water to drain.
8. Then place the specimen under the penetration piston and place
surcharge load of 10lb.
9. Apply the load and note the penetration load values.
10. Draw the graphs between the penetration (in) and penetration
load (in) and find the value of CBR.
11. Draw the graph between the %age CBR and Dry Density, and
find CBR at required degree of compaction.
 6. Plant and Machinery

Excavators:

6. Excavators are heavy construction equipment consisting of a boom,

stick, bucket and cab on a rotating platform (known as the "house"). The
house sits atop an undercarriage with tracks or wheels. They are used for
many purposes:

 Digging of trenches, holes, foundations

 Material handling

 Brush cutting with hydraulic attachments

 Forestry Work

 Demolition

 General grading/landscaping

 Heavy lift, e.g. lifting and placing of pipes

Motor Grader:

A motor grader is a construction machine with a long blade used to

create a flat surface. The grader's purpose is to "finish grade" the "rough
grading" performed by heavy equipment such as scrapers and bulldozers.
Motor graders are commonly used in the construction and maintenance of
dirt roads and gravel roads. In the construction of paved roads they are used
to prepare the base course to create a wide flat surface for the asphalt or
bitumen to be placed on. Graders can produce inclined surfaces, to give cant
(camber) to roads.

Bulldozer:

A bulldozer is equipped with a substantial metal plate known as a blade

used to push large quantities of soil, sand, rubble, or other such material
during construction or conversion work and is also equipped at the rear with a
claw-like device known as a ripper to loosen densely- compacted materials.
Bulldozers are large and powerful tracked heavy equipment. The tracks give
them excellent ground hold and mobility through very rough terrain. Wide
tracks help distribute the bulldozer's weight over a large area (decreasing
pressure), thus preventing it from sinking in sandy or muddy ground.
Wheel Loader:
A wheel loader is a heavy equipment machine primarily used to
load material such as bitumen, demolition debris, dirt, gravel, logs, raw
minerals, recycled material, rock, sand, and woodchips into or onto another
type of machinery such as a dump truck, conveyor belt. A wheel loader has a
front-mounted square wide bucket connected to the end of two arms to scoop
up loose material from the ground, such as dirt, sand or gravel, and move it
from one place to another without pushing the material across the ground.

Stone crusher:

A crusher is a machine designed to reduce large rocks into smaller rocks,

gravel, or rock dust. Crushers may be used to reduce the size, or change the
form, of waste materials so they can be more easily disposed of or recycled,
or to reduce the size of a solid mix of raw materials (as in rock ore), so that
pieces of different composition can be differentiated.
WMM Plant:
This Central Mixing Plant for base and sub-base provides higher
production with close control on quality of mix and production cost. The Wet
Mix Plant is specially designed to suit the typical Indian site conditions.
Capacity Range from 60 to 250 TPH. The plant can be constructed to meet
tailor made requirements.

Hot Mix Plant:

A hot mix plant is a plant used for the manufacture of asphalt,
macadam and other forms of coated road stone, sometimes collectively
known as blacktop. The manufacture of coated road stone demands the
combination of a number of aggregates, sand and a filler (such as stone
dust), in the correct proportions, heated, and finally coated with a binder,
usually bitumen based or, in some cases, tar. The temperature of the finished
product must be sufficient to be workable after transport to the final
destination. A temperature in the range of 100 - 200 degrees Celsius is
normal.
Dumpers:
A dumper is a truck used for transporting loose material such
as sand, gravel, and dirt for construction. A typical dump truck is equipped
with a hydraulically operated open-box bed hinged at the rear, the front of
which can be lifted to allow the contents to be deposited on the ground
behind the truck at the site of delivery.

Batching Plant:

A batching plant, also known as a concrete plant, is a device that

combines various ingredients to form concrete. Some of these inputs include
sand, water, aggregate (rocks, gravel, etc.), fly ash, potash, and cement. There
are two types of concrete plants: ready mix plants and central mix plants. The
center of concrete batching plant is the mixer.
 Sensor Paver:

Trusted for its performance with precision, Sensor Paver Finisher is one
of the most reliable products by Shiv-Shakti Road Equipments. A mix of
power, sensibility and sharpness. This machine has been ultimate in its league
unfailingly living upto the requirements and needs of Road Constructing
Company over the years. Presenting a unique mix of technology,
functionality, and quality, Sensor Paver Finisher guarantees best operational
results.

S.T.C. KOLPA, Page 40

LATUR
 7. CONCLUSION

1. Most the types of the failures and deterioration were found along the Khanaqin-Kalar
rural highway.

2. The severity of the failures and deteriorations ranges from medium to high in the
pavement of the rural highway.

3. The major causes of the failures and deteriorations in the selected rural highway are:
o Additional traffic volume with high axel loads which were not taken in
consideration during designing the pavement layers thicknesses of the
selected rural highway.
o Poor or absent of drainage design.
o Unsuitable pavement layers thickness design.

o Improper pavement mix design and selected materials.

 The suggested maintenance or treatments are:

o The highway shoulder improvement.
o Removing the heavily damaged or structurally destroyed pavement and
patching its places.
o Overlying with new layer of asphalt pavement with adequate thickness.
8. REFERENCE

1. M. T. Highway, T. Engineering, C. Engineering, and J. National, “Bituminous

Pavement Failures Surajo Abubakar Wada,” vol. 6, no. 2, pp. 94– 100, 2016.

2. T. V Mathew and K. V. K. Rao, “Introduction to pavement design,” pp. 1–7, 2007.

3. N. G. Sorum, T. Guite, and N. Martina, “Pavement Distress : A Case Study,” vol.
3, no. 4, pp. 274–284, 2014.
4. S. S. Adlinge and P. A. K. Gupta, “Pavement Deterioration and its Causes,” pp. 9–
15.
5. M. M. E. Zumrawi, “Failures Survey and Evaluation of flexible Pavement
Failures,” no. January, 2015.
6. C. Engineering, “Study on Failures and Maintenance of Flexible Pavement ( Pyay-
Aunglan – Koepin Portion ),” vol. 3, no. 14, pp. 2984–2990, 2014.
7. W. R. Woods and J. W. A. Jr, “A General Characterization of Pavement System
Failures , with Emphasis on a Method for Selecting a Repair Process,” vol. 7, no.
1, pp. 58–62, 2002.
8. P. Kumar and A. Gupta, “Case Studies on Failure of Bituminous Pavements,”
2010.
9. G. Tchemou, “Prediction of Flexible Pavement Degradation : Application to
Rutting in Cameroonian Highways,” pp. 1301–1319, 2011.