DEPARTMENT OF CIVIL ENGINEERING

ISO9002 Certified, NBA Accredited, NAAC Grade A Certified

BHILAI INSTITUTE OF TECHNOLOGY

Since 1986
SESSION
(2021-2022)

A MAJOR PROJECT ON
“DESIGN OF COMPOSITE

PAVEMENT”
GUIDED BY:- SUBMIITED BY:-

MRS MADHUMATI.K. YADAV SONAL CHANDRAKAR

SRIJAN SHARMA
STUTI CHANDRAKAR
RAVINDRA BAGHEL
KANKSHA VERMA
 ACKNOWLEDGMENT

History of all great works is to witness that no great work was

ever done without either the active or passive support of
person’s surrounding and one’s close quarters. Thus we would
like to share our sincere gratitude to all those who helped us
directly or indirectly in completion of this project work. We
express our heart full indebtedness and own a deep sense of
gratitude to our project coordinator Mrs. Madhumati K. Yadav
for her continuous guidance, stimulating suggestions and
encouragement at various stages of ours project work.
We are extremely thankful to Dr. S.K. Jaiswal, Head Of Civil
Engineering Department and all the faculty members of Bhilai
Institute Of Technology, Durg for their coordination and
cooperation and for their kind guidance and encouragement.
We would also like to acknowledge with much appreciation the
crucial role of the staff member in Civil Laboratory, who guide
and supervise us in various laboratory tests we carried out for
our project work.
Last but not the least, we would also like to thank all our
teammates who have contributed to the preparation of this
project.

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 CERTIFICATE:-

This is to certify that the minor project work entitled “DESIGN OF

COMPOSITE PAVEMENT” Submitted By SONAL CHANDRAKAR
,KANKSHA VERMA, STUTI CHANDRAKAR,SRIJAN SHARMA &
RAVINDRA BAGHEL in Fulfillment for the requirement of the award of
Bachelor of Engineering Degree in Civil Engineering at BIT DURG is an
authentic work carried out by them under my supervision and
guidance. To the best of the knowledge the matter embodied in the
minor project has not been submitted to any other University for the
award of any degree.

DR.S.K.JAISWAL MRS MADHUMATI .K.YADAV

(HOD OF CIVIL) (Asst Prof, CIVIL Engg)

SIGNATURE:- SIGNATURE:-

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 TABLE OF CONTENT:-

TITLE SUBTITLE PAGE NO

Certificate 3
Acknowledgement 4
Abstract 6
Chapter 1 Introduction 7-9
1.1introduction
1.2objective
Chapter 2 Review of Literature 10-14
2.1 Literature Review
Chapter 3 Problem identification 15-16
3.1 Research Significance
3.2 Experiment Requirement
3.3 Scope Of Research
Chapter 4 Methodology 17-56
4.1 Definition of Composite Pavement
4.2 Test On Composite Pavement
4.3 Traffic Study
4.4 Load Calculation
4.5 Cost Estimation
4.6 Advantages And Disadvantages
Chapter 5 Result and Discussion 57-58
5.1 Result
5.2 Discussion
Chapter 6 Conclusion 59-61

Chapter7 References 62-63

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 ABSTRACT :-

A good transportation system is very crucial part for the development of any
country. It connects different district, states and countries which improves the
industrial, socio-economic and cultural relationship of the country. Due to all
this human being developed three modes of transportation. In India there
are about 58 lakh KM of roads and due to theinadequate maintenance
of the road & choosing improper mode of construction technique &
design there will be the defect in the existing road.

Design of composite pavements is always considered as cost

effective in highway construction as compared to other traditional
road constructiontechniques. It reduces the cost by 30-40% in long
term maintenance cost estimation. Composite pavements always show
high potential in term of cost effectives and heavy traffic volume roads.
Composite pavements are always better than in terms of design either it is
structural or functional aspects.

Defects of pavements can be caused due to various reasons like using cheaper
material, less skilled labor, increase in road network and many more. The
purpose of this study is to discuss the cause of failure in flexiblepavements &
rigid pavements, suggest remedies for it and design a new type composite
pavement which helps us to overcome from it. So that we can provide better
road facilities in future for very smooth traffic flow withan efficient.

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 CHAPTER-1
INTRODUCTION

6
 INTRODUCTION :-
In transportation basically, there are only two types ofpavement i.e. rigid and
flexible pavements. We always consider these two pavements of construction
according to the traffic volume, economic of road and environmental condition of
that locality. But after the study of this pavements a new pavement comes in
studies which is known as composite pavements. Composite pavements always
have a potential to make road construction technique more cost effective with
smooth traffic flow.

A highway pavement is a structure consisting of

superimposed layers of processed materials above the natural soil sub-grade,
whose primary function is to distribute the applied vehicle
loads to the sub-grade. The pavement structure should
be able to provide a surface of acceptable riding quality,
adequate skid resistance, favorable light reflecting
characteristics, and low noise pollution. The ultimate
aim is to ensure that the transmitted stresses due to
wheel load are sufficiently reduced, so that it does not
exceed bearing capacity of the sub-grade. Two types of
pavements are generally recognized as serving this
purpose, namely flexible pavements and rigid pavements. This thesis gives an
overview of pavement types, layers, their functions, design of a new composite
pavement and pavement failures. Improper design of pavements leads to early
failure of pavements affecting the riding quality.

Composite pavement is also known as semi-rigid pavement. There is various

method to construct composite pavement like flexible layer over rigid, (e.g. dense-
graded hot-mix asphalt [HMA], stone matrix asphalt [SMA], open-graded friction
course [OGFC], etc.) provides a smooth, safe, and quiet driving surface, whereas
the rigid layer (e.g., cement-treated base [CTB], roller-compacted concrete [RCC],
continuously reinforced concrete pavement [CRCP], etc.) provides a stiff and strong
base. But what we are constructing gives a new perspective to composite design.

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 At the economic level, the results of the deterministic agency-cost LCCA suggest that
the use of a composite pavement with a cement-treated base (CTB) results in a cost-
effective alternative for a typical interstate traffic scenario.

Requirements of a pavement :-

An ideal pavement should meet the following requirements:

Sufficient thickness to distribute the wheel load stresses to a safe value on the sub-
grade soil,
 Structurally strong to withstand all types of stresses imposed upon it,

 Adequate coefficient of friction to prevent skidding of vehicles,

 Smooth surface to provide comfort to road users even at high speed,

 Produce least noise from moving vehicles,

 Dust proof surface so that traffic safety is not impaired by reducing visibility,

 Long design life with low maintenance cost.

OBJECTIVE: -

 To study the defects in pavements and suggest their remedies.

 To understand the design of composite pavements.
 To solve the defects in existing pavements and remedies.
 To study how these defect, affect the traffic flow.

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 CHAPTER-2
LITERATURE
REVIEW

9
S RESEARCH PAPER ABSTRACT
no

1 A STUDY ON RIGID This paper is a study about the construction of a rigid pavement,
PAVEMNET (ShagunChaddha , what are the different types of joint as well as the different
Ajay Singh Chauhan and design factor that we considered while constructing the rigid
Bhavika Chawla) -2017 pavement. The different types of cracks formed on rigid
pavement and how these cracks to be occurred on rigid
pavement. Recommendation has been given for design as per
IRC 15 2011 and IRC 62 2014 and also for joints.

2 IMPACT OF ASPHALT The article presents basic parameters of road pavements,

CONCRETE IN RIGID affecting performance of motor loads and traffic safety. Current
PAVEMENT ON THEIR design on the structure, peculiarities of their influence on the
PERFORMANCE AND TRAFFIC wearing course are given. Pavement repair technologies,
( Andrey Korochkin )- 2018 influence of various wearing course defects on the accident rate
are described.
3 FLEXIBLE PAVEMENT In this paper we study the loading behavior of flexible
DESIGN (PROF pavement. Basic concepts of flexible pavement design were
TOM.V.METHEW – IITB)- discussed. There are two main design procedures- empirical and
2019 mechanistic empirical design. For design purposes, equivalent
single wheel load and equivalent single axle load concepts are
used.

4 PAVEMENT DESIGN Pavements form the basic supporting structure in highway

(PROF TOM.V.METHEW)- transportation. Each layer of pavement has a multitude of
2009 functions to perform which has to be duly considered during the
design process. Different types of pavements can be adopted
depending upon the traffic requirements. Improper design of
pavements leads to early failure of pavements affecting the
riding quality also. Basically the pavement deals with the
different types of pavements their mode of construction and
failure.

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5 ASSESSMENT OF DOWEL BAR This report presents the latest technological gaps in dowel bar
RESEARCH (Robert J. research based upon completed and ongoing dowel bar
Guinn, Jr.)-2002 research from across the nation. In order to obtain this
collection of information about dowel bars, a search was
conducted on a nationwide level. The technological gaps and
duplications of the research were then determined. In addition,
this report also provides a brief annotated bibliography of all
sources used to determine the gaps in technology and
knowledge for dowel bar and alternative dowel bar topics as
applied to highway pavements.

6 IMPLEMENTATION OF New composite pavements—cosisting of either an HMA surface placed on a

COMPOSITE PAVEMENT new PCC pavement or a top lift of PCC placed on a bottom lift of PCC in a wet-
on-wet process—offer an intriguing solution to highway agencies in meeting
SYSTEM (Federal
today’s economic and environmental constraints. These designs can provide a
Highway Administration number of potential advantages and benefits, including:
USA)-April 2019 1. Sustainability. This includes a number of aspects, from increased use of
local and recycled materials (and the associated conservation of
resources), reduced transportation and hauling costs (for virgin materials),
reduced cement contents.
2. Long service life. Composite pavements can be designed for virtually
any traffic level and for any service life.
3. Optimized pavement surface. The use of multi-layer, composite pavement
systems allow for the optimization of the surface layer properties to meet the
frictional and noise demands of the specific project.

7 FILLING AND SEALING The difficulty of maintaining joints in a filled-and-sealed condition is due
OF JOINTS AND CRACKS primarily to the fact that with changes in slab temperature and moisture
content the joints undergo changes in width. The greater the joint spacing
IN CONCRETE
the greater the change in joint width. Even for the same spacing, the amount
PAVEMENTS(Highway of over-all seasonal change in joint width is not the same. For any given
Research Board)-1953 change in joint width, the narrower the joint space the greater the strain on
the sealing material and the more likely the material is to fail.

8 GUIDELINES FOR DOWEL Dowel bars are typically placed in the joints using either basket assemblies or
an automated dowel bar inserter (DBI). Dowel bar tolerances vary with
ALIGNMENT IN
respect to horizontal, longitudinal, and vertical translation, horizontal skew,
CONCRETE
vertical tilt, and embedment length. If the dowels are not placed accurately
PAVEMENT(NCHRP) in the wheel paths (i.e., there is horizontal translation), it reduces their
(Prepared by University of
Minnesota)- February
2009
11
12
 effectiveness and their ability to provide adequate joint load transfer
efficiency (LTE).

9 COMPOSITE PAVEMENT This study investigated the design and performance of composite pavement
structures composed of a flexible layer (top-most layer) over a rigid base.
SYSTEMS : SYNTHESIS OF
Composite pavements mitigate various structural and functional problems
DESIGN AND that typical flexible or rigid pavements tend to present, such as hot-mix
CONSTRUCTION PRACTICES asphalt (HMA) fatigue cracking, subgrade rutting, portland cement concrete
(VTRC) (PCC) erosion, and PCC loss of friction.

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

EVALUATION : A CASE consistence of ruts, cracks, potholes, settlements, localized depression, etc.
The failure creates corrugations and waves on the surface of pavements. The
STUDY ( SHAMIL AHMAD -
major types of flexible pavement failures are failure of surface texture or
AUGUST 2017) deterioration failure. The major causes of the failures and deteriorations in
the selected rural highway are: Additional traffic volume with high axel
loads which were not taken in consideration during designing the
pavement layers ,thicknesses of the selected rural highway , poor or absent
of drainage design, Unsuitable pavement layers thickness design.

11 DEFECTS AND Emphasized on the various defects which can occur on both flexible
MAINTENANCE OF pavement and rigid pavement. As per the study the pavement failure is
ROADS(OCTOBER-2018) caused due to the decrease in serviceability which can cause cracks and ruts
which if not taken in consideration will cause serious problem which leads to
the major damage of roads.

12 ASSESSMENT OF PAVEMENT This studies covers the failures such as cracking, potholes and raveling
SURFACE DEFECTS AND ITS failures which might have been caused by fatigue failures on pavement
MITIGATION MEASURES(JULY- structure due to the movement of heavily loaded truck - trailers.
2018)

13 DEVELOPMENT OF A This study involves the design of a composite pavement using Hot Mix
NEW DESIGN METHOD Asphalt/Plain Cement Concrete in which the maximum thickness of asphalt
FOR COMPOSITE concrete is designed according to the allowable permanent deformation, and
PAVEMENT the lower limit of the thickness of asphalt concrete is designed with the
allowable shear stress of bond layer as the index. The composite slab model
STRUCTURE(2019)
was used to design the thickness of concrete layer.

14 A REVIEW ON HIGHWAY This study involves the cause of road failure and to solve the problem of road
FAILURE AND THEIR and pavement failure. This paper helps us in understanding the cause of
MAINTENANCE(JULY-2021) failure in pavements.

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 CHAPTER-3
PROBLEM
IDENTIFICATION

14
 3.1 RESEARCH SIGNIFICANCE:-

 This will be cost effective in long term

road construction projects and in the field
of transportation engineering.
 This improves the traffic flow & reduces
the traffic congestion.
 This can reduce the accident rates.
 Flexible pavement requires lots of maintenance
in short period which is overcome by composite
pavement. It is best suited in places where
moderate rainfall occurs like Bhilai.

3.2 EXPERIMENT REQUIREMENT:-

Special attention and need of experiment is

required in joints. Testing the capacity of bars
(Tie & Dowel) and load bearing capacity at joint
of bituminous & concrete.
Specially the cover design over the dowel bar in
the zone of bitumen are need to consider for
increasing the life span of pavement.

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 3.3 SCOPE OF RESEARCH:-

This Project provide –

(a) a survey of composite pavement,
(b) economic factor of composite pavement,
(c) study the maintenance and improvement of
composite pavement.
(d) study the design and effectiveness of joints.

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 CHAPTER-4
METHODOLOGY

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DEFINITION OF COMPOSITE PAVEMENT: -

A composite pavement structure is defined as ‘’a structure comprising

two or more layers that combine different characteristics and that act as one composite
material’’.

 Basically the composite pavement is the combination of asphalt and PCC road design.
 The asphalt pavement can employ a variety of materials and design
options, including denseand porous hot-mix asphalt, stone matrix asphalt
(SMA), polymer-modified asphalt (PMA), and asphalt rubber friction course
(ARFC), among others.
 In general, the wearing course typically consists of a relatively thin, high-
quality asphalt concrete that can include one or more asphalt concrete
layers with or without special considerations to mitigate the potential for
reflection cracking from the underlying concretelayer.
 The concrete layer typically consists of either a jointed plain concrete
pavement (JPCP) or acontinuously reinforced concrete pavement
(CRCP).
 The underlying concrete pavement provides the load-carrying capacity
for the compositepavement system.

Composite pavement systems offer a number of potential advantages and

18
benefits, which can be broadly classified in terms of the following:

19
  Sustainability: -
This includes a number of aspects, from increased use of local and
recycled materials (and the associated conservation of resources), reduced
transportationand hauling costs (incurred for virgin materials), reduced cement
contents, and reduced disposal costs, all of which also provide reductions in
important environmental impacts such as emissions and energy usage.

• Economic savings: -

Reductions in virgin materials and the ability to use recycled products in the
lowerlayers of composite pavements without compromising performance can
yield significant life-cycle cost savings in addition to the environmental benefits.

• Extended service life: -

Composite pavements can be designed for virtually any traffic level and for any
service life, providing effective, long-term performance while requiring only
occasional surface renewal or texturing.

• Optimized pavement surface:-

The use of multi-layer, composite pavement systems allows for the optimization
of the surface layer properties to meet the specific frictional demands and noise
level requirements of a given project.

CONSTRUCTION OF COMPOSITE PAVEMENT:-

The design of composite pavement consists of the following components: -

1. SUBGRADE
2. SUB BASE COURSE
3. BASE COURSE
4. BINDER COURSE AND PCC - PRIME COAT
5. SURFACE COURSE- TACK COAT
6. SEAL COAT

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1. COMPACTED SUBGRADE: - In transportation engineering, the subgrade
is the native material underneath a construction road, pavement, or railway
track, it is also called formation level, the subgrade may also refer to
imported material that has been used to build an embankment. The native
soil is compacted to resist its overload formed by any cutting, snatching, or
filling. This can be a natural, undisturbed material, although usually natural
soil will be compacted to uniformity.

Steps for Preparation of Subgrade:

 The road subgrade shall be prepared as per the MORTH specifications

if it is not mentioned in contract technical specifications.
 The limits of filling shall be marked by fixing batter pegs at regular
intervals on both sides of the layer and working line with a white
the help of lime powder.
 The layer shall be built 300mm wider than the designed and drawing
dimensions so that after proper compaction is achieved up to the toe,
the surplus materials shall be trimmed to get the properly compacted
slopes of the subgrade. Where the fill is to be deposited against an
existing subgrade, continuous horizontal benches of 300 mm wide
shall be cut into the old slope.

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  In the cutting section, where cutting is to be done up to subgrade top
its top layer, shall be loosened and re-compacted as per technical
specification.
 The topsoil in the borrow area shall be removed by grubbing or
stripping, so that earth without vegetation is excavated and loaded.
 Soil from approved borrow areas shall be excavated with Excavators
and loaded onto tippers or dumpers for transportation to the stretch
ready to receive fill Material.
 The material shall be dumped between the limiting lines marked
with lime powder.
 The material shall be spread in layers of a uniform thickness not
exceeding 250mm of compacted thickness. Grader or a combination
of dozer and grader can be used for this activity.

Subgrade performance depends on these basic characteristics:

1. Load-bearing capacity.
2. Moisture content.
3. Stabilization with cement or asphaltic binder.
4. Additional base layers.
5. Strength and stiffness of sub grade soil.

Thickness of Subgrade :- 150-300 mm

2. SUBBASE COURSE :
The layer between the base course and subgrade. It functions primarily as
structural support but it can also minimize the intrusion of fines from the
subgrade into the pavement structure and improve drainage. The subbase
generally consists of lower quality materials than the base course but better than
the subgrade soils. A subbase course is not always needed or used. Subbase
courses are generally constructed out of crushed aggregate or engineered fill.
Subbase is often the main load-bearing layer of the pavement. Its role is to spread
the load evenly over the subgrade. The subgrade or base course is properly
prepared for the required grade and camber of WBM road. The potholes and the
depressions on the surface of the road are properly filled up andcompacted. Low
quality subbase material, including large pieces of rock and concrete, which was
hardly acceptable heretofore, can now be re-used when

22
crushed in-situ with conventional milling machines to obtain a homogenous
grain size. It may then be treated normally with hydraulic binders, augmented by
specific polymer formulations.

Some of the most used subbase materials include:

 Recycled concrete
 Granular fill
 Manufactured aggregate
 Crushed rock
 Lean concrete
 Recycled materials, such as crushed concrete or brick.

Thickness of Subbase course:- 100-150 mm

3. BASE COURSE:- The base course is important layer of pavement structure

and it distributes the loads from top layers to the underneath Subbase and sub-
grade layers. It provides structural support for the pavement surface. It is
constructed with hard and durable aggregates which may either stabilized or
granular or both. The thickness of base course must be great enough to reduce
the load capacity on sub-grade and Subbase courses. The minimum base course
thickness recommended is 100 mm. sub surface drainage system can be
provided with in the base course.
The base is built of clean sand or rock. The base layer provides uniform support to
the pavement and allows water that penetrates any joints or cracks in
the pavement to move quickly to the sub-drain without saturating and softening
the sub-grade. It may be composed of crushed stone, crushed slug and other
untreated or stabilized materials.

Base courses are usually constructed out of:

1. Aggregate: Base courses are most typically constructed from durable

aggregates that will not be damaged by moisture or frost action such as dense
bitumen macadam (DBM).

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2. HMA: In certain situations where high base stiffness is desired, base courses can
be constructed using a variety of HMA mixes.

Thickness of Base course:- 100-300 mm

4.BINDER COURSE AND PCC :-

BINDER COURSE –
This layer provides the bulk of the asphalt concrete
structure. Its purpose is to distribute load to the base course. The binder course
generally consists of aggregates having less asphalt and doesn’t require quality as
high as the surface course. Nominal sized graded aggregates including a filler
coated with bitumen is laid hot and compacted to form a dense impervious layer.
Aggregate gradation and Bitumen content is established by site trials.
Rolling should be done till aggregates are embedded in bitumen. The mix consists
of well graded aggregate, filler and bitumen all mixed at hot mix plant. The
material is transported at about 150 degrees Celsius via dumpers which is then
emptied into paver.

THICKNESS OF BINDER COURSE – 50-100 mm

BINDER COURSE ADMIXTURES: –

1. CRMB (CRUMBED RUBBER MODIFIED BITUMEN)-

 Increase temperature resistance

 Increase overall performance

2. CEMENT / LIME –

 Stiffen the asphalt

 Resistance to fractures
 Moisture stability
 Increase durability of the road it is added 2-3% of weight of the mix

PCC- PLAIN CEMENT CONCRETE

A mixture of cement,fine,aggregate (sand), and coarse aggregate without reinforcement.

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The concrete slab is the top most layer of rigid pavement which is in direct
contact with the vehicular loads. M-40 cement concrete mix with a minimum
flexural strength of 45 kg/cm2 is recommended by the IRC for use in the CC-
pavements of highwayswith heavy to very heavy traffic loads. This is also called as
surface course. It is water resistant and prevents the water infiltration into the
base course. It offers friction to the vehicles to provide skid resistance. The
thickness of concrete slab is kept between 150 mm to 300 mm.
Its functions are as follows
1. To provide a smooth and uniform rigid surface.
2. To resist the abrasive forces of traffic.
3. To prevent dust nuisance.
4. To act as a structural part of the pavement.
The Binder Course and PCC are covered and sealed together with the help of
Prime Coat.

PRIME COAT: -
Prime coat typically is application of low viscosity Bitumen
over a granular base, preparing it for laying an asphalt mixture on it. A prime coat
performs several important functions. Coats and bonds loose material particles
on the surface of the base. Hardens or toughens the surface of the base. The
entire surface to be primed must be covered evenly by ensuring working of all the
spray nozzles. The entire surface to be primed must be covered evenly by
ensuring working of all the spray nozzles. No bituminous mixtures should be
placed before prime coat has dried

Generally, grade used is VG 40 -usually 0.7-1.0kg/m^2of application area

Waterproofs the surface of the base by plugging capillary or interconnected voids
provides adhesion or bond between the base and the asphalt mixture.

5. SURFACE COURSE /CARPET SURFACE: - Surface course or wearing course

is the top most layer of flexible pavement which has direct contact with the
vehicular loads. Since it is directly in contact with traffic, good quality aggregates
and high dense bitumen or asphalt is recommended for the construction of
surface course.

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The main function of surface course is to provide skid-resistance surface, friction
and drainage for the pavement. It should be water tight against surface water
infiltration. The thickness of surface course generally provided is 25 to 50 mm.
The mix must be designed to have a low percentage of air voids and good fatigue
behaviour.It consists of a mixture of aggregates typically less than 25mm upto
0.75mm.

A surface course is typically composed of asphalt. Asphalt is made by mixing

aggregates such as sand, gravel or crushed rock with binder and filler. Bitumen is
most used as the binder in the formation of asphalt. There are a wide range of
asphalt types that can be utilized as a surface course. These include hot rolled
asphalt, asphalt concrete, soft asphalt, porous asphalt
The surface course is then topped up with the help of tack coat

TACK COAT –
Tack coat is also known as bitumen.
Tack coat is a thin layer of asphalt that ensures the bonding between old and
new asphalt layers. It is also used in construction or for renovation of roads to
achieve better strength.
Tack coat is sticky, which is very important for forming a secure bond between
the two layers of asphalt. The lack of tack coat may result in slippage and can
cause concentrated stresses leading to total pavement failure. It is applied prior
to surface course being applied to ensure proper binding the tack coat should be
sprayed immediately before the surface course is laid.

Common practice is to use VG-10 grade bitumen with 0.35-0.45 kg/m^2 of

application.

6. SEAL COAT :-

It is a mixture if asphalt, mineral fillers and various other mixtures applied

directly to top course. It is applied by rubber mop, broom or mechanical spray.
Seal coat is a thin surface treatment used to water-proof the surface and to
provide skid resistance.

Seal coat or pavement sealer is a coating for asphalt-based pavements. The top
ofthe asphalt pavement is said to oxidize and decay when left unprotected. The

26
sealcoat serves as the asphalt's protective barrier against wear, freezing, and
vehicle leaks.

Sealcoat is marketed as a protective coating that extends the life of asphalt

pavements. There is not any independent research that proves these claims.
Seal coating may also reduce the friction or anti-skid properties associated with
the exposed aggregates in asphalt.

Prior to application the surface must be completely clean and dry using sweeping
methods and/or blowers. If the surface is not clean and dry, then poor adhesion
will result. Pavement sealers are applied with either pressurized spray equipment,
or self-propelled squeegee machines or by hand with a brush.

Equipment must have continuous agitation to maintain consistency of the

sealcoat mix. The process is typically a two-coat application which requires 24
to 48 hours of curing before vehicles can be allowed back on the surface. Once
the surface is properly prepared, then properly mixed sealer will be applied at
about
1.5 square meters per liter per coat.

Bitumen grade of VG-10 for dosage 0.5kg/m^2

7. DOWEL BAR :- Dowel bar is a short

round, smooth steel rod used to provide
a
mechanical connection between slabs
without restricting horizontal joint
movement. These bars are mainly used in
jointed plain concrete movements (jpcp) to
carry out the additional stress and load
induced due to the moving vehicle.
The size of dowel bars depends upon the
thcikness of the pavement.Usually these bars are 18 inches(460mm)long,1.25 to
1.5 inches(32 to 38mm)in diameter, and spaced 12inches(305mm) apart.To
protect the roads from corrosion they are either stainless steel or epoxy coated.

PURPOSE :-

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Dowel bars are used to :-
1. To transfer the load from one slab to its adjacent slab such that two
consecutive slabs move together and reduce impact loading developed by
the slabs by their independent movement.
2.To reduce joint faulting and corner cracking.
3.To improve the performance of pavement joints .

ADVANTAGES OF DOWEL BARS:-

1. Reduces deflection and stresses.

2.It increases the load carrying capacity of
slabs 3.It increases the initial pavement life.

8. TIE BAR:-
Tie Bars are deformed steel bars, deformed epoxy coated steels,
or connectors that are used to hold faces of rigid slabs in contact, as per AASHTO,
1993. Not only are they used to decline transverse cracking but also avoid
separation and differential deflection of lanes.
Moreover, tie bars are not designed to act as a load transfer device and not
advised to be employed as a load
transfer means, but they might offer
some minimal amount of load transfer.
Additionally, they need to be protected
from corrosion.
Lastly, they are commonly utilized at
longitudinal joints or between an
edge joint and a curb or shoulder.
Typically, tie bars are 12.5mm or
16mm in diameter and between 0.6
and 1.0 m long.

FUNCTIONS:-
1. Tie bars are used for holding the faces of rigid slab in contact to keep
aggregate interlock. They are also used in plain jointed concrete pavement to
connect two lanes.
2. They are used to reduce transverse cracking.
3. Tie bars avoid separation and differential deflections in lanes.

28
4. They are not designed to work as load transfer
device. Advantages: -
1Tie bars improve the performance of pavement joints substantially.
2. They increase the initial cost but reduce life cycle cost.

Advantages of composite roads:-

 It is more durable and reliable for heavy traffic.

 It has low maintenance cost.
 Opening of traffic after 24 hours
 More wearing surface by providing asphalt coating.
 Overcome from the fault of both the pavement.

Disadvantages of composite pavement: -

 High initial cost.

 Complicated construction method.

TEST CONDUCTED ON COMPOSITE ROAD: -

TEST ON CEMENT CONCRETE ROAD: -

Test of Cement: -

1. Fineness of cement.
2. Soundness
test Test of
Aggregate: -

1. Abrasive test
2. Crushing value test
3. Impact value test
4. Specific gravity test

29
TEST ON SAND:-

30
 Bulking of sand

Test of Concrete: -

1. Compressive test
2. Flexural test

TEST OF BITUMEN ROAD: -

1 Durability test
2 Softening point
3 Viscosity test
4.Penetration test

TEST ON PAVEMENT: -

1. CBR test for pavement.

Test on cement:-
Fineness of cement:-

Fineness of Cement is measured by sieving cement on standard sieve. The

proportion of cement of which the cement particle sizes are greater than the 90
micron is determined.

Procedure: -

1. Take a sample of cement and rub the cement with your hands. The
test sample should be free of lumps.
2. Now Take 100g of cement and note it as W1.
3. Pour 100g of cement in 90 µm sieve and close it with the lid.
4. Now place the sieve in Sieve shaking machine for two minutes. You can also
shake the sieve with your hands by Agitating the sieve in planetary and
linear movements for 15 minutes.
5. Nextly, weight the residue retained on the 90 µm sieve as W2.
6. Then calculate the percentage of Wt of cement-retained on Sieve.

31
 7. Repeat the above experiment with three different samples of cement and
average the values for accurate results.
The fineness of Cement Formula:-

Percentage of cement retained=w2/w1 *100

FM = 4/100*100 = 4%

Result: - So the fineness of cement of UltraTech (PPC) is 4 percent

Type of cement %age of residue by weight

OPC 10

RHC 5

PPC 5

2. SOUNDNESS TEST: -

The change in volume of cement after setting or hardening is caused due to

the “unsoundness of cement.” The expansion of cement after setting causes
disruption of the hardened mass and create severe difficulties concerning
strength and durability of the structure.
Soundness test of cement is done to ensure that cement doesn’t show any
expansion after hardening and to find out the uncombined lime in cement (excess
lime). In simple words, this test is conducted to check “unsoundness of cement

Procedure: -

1. Before Performing the test, calculate the standard consistency of cement to

find out the water required to obtain the normal consistency(P).
2. Now add 0.78 times of water to the cement to give a paste of standard
consistency (0.78P).
3. Lightly apply oil to the Lechatelier mould and place it on a glass plate.

32
 4. Now pour the cement paste into mould and close the mould using lightly
oiled glass plate and to avoid misplacement place a weight on it.
5. Then, submerge the whole assembly for 24Hrs in water bath at a temperature
of 270C
6. Remove the entire apparatus from water and then calculate the distance
separating two indicator points using measuring scale and note it as L1.
7. Again submerge the whole assembly in a water bath at a temperature of
boiling point for 3hours.
8. After completion of 3 hours remove the assembly from the bath and measure
the distance between two indicator points and note it as L2.

FORMULA:

EXPANSION OF CEMENT = L1-L2

Consistency of cement = 29%

L1 = 15.20mm

L2 = 13.20mm

Expansion of cement = 15.20 – 13.20 = 2mm

TYPES OF CEMENT Expansion Limits

Ordinary Portland cement 10mm
[OPC] 33 Grade, 43 Grade, 53 grade
Portland Pozzolona Cement [PPC]10mm

Rapid Hardening cement 10mm

Low heat cement10mm

Super sulphated cement 5mm

Test on Aggregate: -
1. Impact value of Aggregate

33
 2. Abrasion value of Aggregate
3. Crushing value of Aggregate
4. Specific gravity of Aggregate

1. IMPACT VALUE OF AGGRAGATE: -

The property of a material to resist impact is known as toughness. Due to movement of

vehicles on the road the aggregates are subjected to impact resulting in their breaking
down into smaller pieces.

Procedure of Aggregate Impact Test

The test sample consists of aggregates sized 10.0 mm 12.5 mm. Aggregates may be
dried by heating at 100-110° C for a period of 4 hours and cooled.
(i) Sieve the material through 12.5 mm and 10.0mm IS sieves. The aggregates
passing through 12.5mm sieve and retained on 10.0mm sieve comprises the
test material.
(ii) Pour the aggregates to fill about just 1/3 rd depth of measuring cylinder.
(iii) Compact the material by giving 25 gentle blows with the rounded end of
the tamping rod.
(iv) Add two more layers in similar manner, so that cylinder is full.
(v) Strike off the surplus aggregates.
(vi) Determine the net weight of the aggregates to the nearest gram(W).
(vii) Bring the impact machine to rest without wedging or packing up on the
level plate, block or floor, so that it is rigid and the hammer guide columns
are vertical.
(viii) Fix the cup firmly in position on the base of machine and place whole of the
test sample in it and compact by giving 25 gentle strokes with tamping rod.
(ix) Raise the hammer until its lower face is 380 mm above the surface of
aggregate sample in the cup and allow it to fall freely on the aggregate sample.
Give 15 such blows at an interval of not less than one second between
successive falls.
(x) Remove the crushed aggregate from the cup and sieve it through 2.36 mm
IS sieves until no further significant amount passes in one minute. Weigh the
34
fraction passing the sieve to an accuracy of 1 gm. Also, weigh the fraction

35
 retained in the sieve. Compute the aggregate impact value. The mean of two
observations, rounded to nearest whole number is reported as the
Aggregate Impact Value.

Observations Sample 1 Sample 2

Total weight of dry sample (W1 gm) 344 351

Weight of portion passing 2.36 mm sieve (W2 gm) 298 300

Weight of sample after impact value test (w3) 46 51

Aggregate Impact Value (percent) = W3 / W1 X 100 13.37 14.43

Mean =14

Result of Impact Test

Aggregate Impact Value =14%

Classification of aggregates using Aggregate Impact Value is as given below:

Aggregate Impact Value Classification

<20% Exceptionally Strong

10 – 20% Strong

20-30% Satisfactory for road surfacing

36
 >35% Weak for road surfacing

Specified limits of percent aggregate impact value for different types of road
construction by Indian Roads Congress is given below.

Sl Aggregate impact value

Type of pavement
No not more than

1. Wearing Course

a) Bituminous surface dressing

b) Penetration macadam 30

c) Bituminous carpet concrete

d) Cement concrete

Bitumen bound macadam

2. 35
base course

WBM base course with

3. 40
bitumen surfacing

4 Cement concrete base course 45

37
2. AGGRAGATE ABRASION VALUE TEST: -
The abrasion value of an aggregate is the value that determines aggregate
toughness and abrasion resistance. It includes properties of aggregate such as
crushing value, degradation, and disintegration.

Procedure: -

1. According to the grading desire of our construction, grading is selected

from the table.
2. The sample from grading A, B, C, or D 5 kg of sample is taken and for grading
E, F, G 10 kg of sample is taken.
3. Abrasion charge according to our grading is selected from the given table
(2) below is taken.
4. The sample aggregates and steel balls are applied in the cylinder by
opening the cover of the LAA machine. after that cover is tighter.
5. After that, the Los Angeles abrasion test machine is uniformly rotated at
a speed of 20 to 33 revolution per minute.
6. For grading A, B, C, or D machine is run for 500 revolutions per minute and
for grading E, F, G 1000 revolution per minute after that the machine is
stopped.
7. After that, the machine cover is opened and material is taken out.
8. Steel all’s are separated from the crushed stone and sieve the material on 1.7
mm IS sieve.
9. The material coarser than 1.7 mm is washed and makes dry in the oven at
105 to 110 ⁰C and is weighted to the accuracy level of one gm.

The Los Angeles Abrasion Value is then calculated using the following formula:

Abrasion value = ((A-B)/A) * 100

Where,

A= weight in gm of oven-dried sample = 5000gm

B= weight in gm of the fraction of aggregate retained on 1.7mm sieve after

oven- dried =5000 -395 = 4606 gm

Abrasion value =5000- 4606/5000*100 = 7.88%

Suitable Abrasion Value for Pavements

38
Sr. Type of Pavement Max. permissible abrasion value in
No. %

1 Water bound macadam sub base course 60

2 WBM base course with bituminous surfacing 50

3 Bituminous bound macadam 50

4 WBM surfacing course 40

5 Bituminous penetration macadam 40

6 Bituminous surface dressing, rigid pavement 35

like cement concrete surface course

7 Bituminous concrete surface course 30

3. AGGREAGTE CRUSHING VALUE TEST: -

Aggregate crushing value test on coarse aggregates gives a relative measure of

the resistance of an aggregate crushing under gradually applied compressive
load.

PROCEDURE: -

1. Put the cylinder in position on the base plate and weigh it (W).
2. Put the sample in 3 layers, each layer being subjected to 25 strokes
using the tamping rod. Care being taken in the case of weak materials
not to break the particles and weigh it (W1).
3. Level the surface of aggregate carefully and insert the plunger so that
it rests horizontally on the surface. Care being taken to ensure that the
plunger does not jam in the cylinder.

39
 4. Place the cylinder with plunger on the loading platform of the
compression testing machine.
5. Apply load at a uniform rate so that a total load of 40T is applied in
10 minutes.
6. Release the load and remove the material from the cylinder.
7. Sieve the material with 2.36mm IS sieve, care being taken to avoid loss
of fines.
8. Weigh the fraction passing through the IS sieve
(W2). Calculation of Aggregate Crushing Value

The ratio of weight of fines formed to the weight of total sample in each test shall
be expressed as a percentage, the result being recorded to the first decimal place.

Aggregate crushing value = (W2 x 100) / (W1-W)

= 682/2534*100 = 26.9%

Aggregate Crushing Values for Roads and Pavement Construction

The table below shows limits of aggregate crushing value for different types of
road construction:

Types of Roads / Pavements Aggregate Crushing Value Limit

Flexible Pavements

Soling 50

Water bound macadam 40

Bituminous macadam 40

Bituminous surface dressing or thin premix carpet 30

40
 Dense mix carpet 30

Rigid Pavements

Other than wearing course 45

Surface or Wearing course 30

Specific gravity of Aggregate:-

Specific Gravity is the ratio of a Weight of Volume of material (Your testing material) to the same Weight
of Volume of water. If the material has a specific gravity greater than 1, then it sinks in water. We know
that specific gravity of cement or Density of cement is ranging between 3.1-3.16g/cc by this, cement is
3.16 times heavier than water of the same volume.

The specific gravity of Kerosene is 0.79 g/cc

The specific gravity of water is 1g/cc

Procedure for finding Specific gravity in cement:-

1. The Lechatlier flask should be free from moisture content, that mean flask is thoroughly dried.
2. Now, weigh the empty flask and note it as W1.
3. Take 50gm of cement and add it in Flask. Now weight the Flask with the stopper as W2
4. Now pour kerosene in the sample up to the neck of the bottle. Mix thoroughly and see that no
air bubbles left in the flask. Note down the weight as W3
5. Empty the flask and fill the bottle with kerosene up to the tip of the bottle and record the
weight as W4.

Formula: -

SPECIFIC GRAVITY OF CEMENT = (W2-W1)\(W2-W1)-(W3-W4)

where, Specific gravity of Kerosene = 0.79 g/cc.

41
A good cement should have the Specific gravity of 3.1-3.6 g/cc

TEST OF CONCRETE: -

1. Compressive test of concrete: -

The compression test measures concrete strength in the hardened state.

Age Strength percent

1 day 16%
3 days 40%
7 days 65%
14 days 90%
28 days 99%

For this test mainly 150mm * 150 mm * 150 mm cubes are used

 Clean the mounds properly and apply oil inside the cube frame
 Fill the concrete in the molds in layers approximately 50mm thick
 Compact each layer with not less than 35 strokes per layer using a
tamping rod (steel bar 16mm diameter and 600 mm long, )
 Level the top surface and smoothen it with a trowel
 The concrete cubes are removed from the moulds between 16 to 72 hours,
usually this done after 24 hours. Remove the specimen from water after
specified curing time and wipe out excess water from the surface.Take the
dimension of the specimen to the nearest 0.2mm And then place the
specimen in the machine in such a manner that the load shall be applied to
the opposite sides of the cube cast.Align the specimen centrally on the
base plate of the machine.Rotate the movable portion gently by hand so
that it touches the top surface of the specimen.
 Apply the load gradually without shock and continuously at the rate of
140 kg/cm2/min. till the specimen fails
 Record the maximum load and note it

42
Calculations Format

Size of the cube =150mm x 150mm x

150mm Area of the specimen =22500 mm2

Sample 3 days 7 days 28 days

1 13 22 31
2 12 22.5 30
3 14 22 31

Compressive Strength of Different Grades of Concrete at 7 and 28 Days

Grade of concrete Min 7 days strength Min 28 days strength of

of concrete concrete

M15 10 N/mm2 15 N/mm2

M20 13.5 N/mm2 20 N/mm2

M25 17 N/mm2 25 N/mm2

M30 20 N/mm2 30 N/mm2

M35 23.5 N/mm2 35 N/mm2

M40 27 N/mm2 40 N/mm2

M45 30 N/mm2 45 N/mm2

2. FLEXURAL TEST OF CONCRETE:-

Flexural test evaluates the tensile strength of concrete indirectly. It tests the
ability of unreinforced concrete beam or slab to withstand failure in bending.
The

43
results of flexural test on concrete expressed as a modulus of rupture which
denotes as (MR) in MPa or psi.

Procedure of Flexural Test on Concrete

 The test should be conducted on the specimen immediately after taken

out of the curing condition so as to prevent surface drying which decline
flexural strength.
 Place the specimen on the loading points. The hand finished surface of
the specimen should not be in contact with loading points. This will
ensure an acceptable contact between the specimen and loading points.
 Center the loading system in relation to the applied force.
 Bring the block applying force in contact with the specimen surface at
the loading points.
 Applying loads between 2 to 6 percent of the computed ultimate load.
 Employing 0.10 mm and 0.38 mm leaf-type feeler gages, specify whether
any space between the specimen and the load-applying or support blocks
is greater or less than each of the gages over a length of 25 mm or more.
 Eliminate any gap greater than 0.10mm using leather shims (6.4mm thick
and 25 to 50mm long) and it should extend the full width of the
specimen.
 Capping or grinding should be considered to remove gaps in excess
of 0.38mm.
 Load the specimen continuously without shock till the point of failure at a
constant rate (Indian standard specified loading rate of 400 Kg/min for
150mm specimen and 180kg/min for 100mm specimen, stress increase
rate 0.06+/-0.04N/mm2.s according to British standard).

FORMULA:-

If ‘a’ is greater than the 20 cm for 15cm the specimen flexural strength =
P*L/BD2

If ‘a’ is less than 20 cm greater than 17cm for 15cm specimen flexural
strength = 3P*L/BD2

RESULT:-
44
 S.NO WEIGHT LENGTH DISTANCE BETWEEN THE LINE LOAD AT FLEXURAL AVERAGE
OF FRACTURE AND END NEAR FAILURE STRENGTH
gm mm THE SUPPORT ‘a’
KN N/mm2
1 41600 600 213 28 4.59 4.60
2 41600 600 200 26 4.62

TEST ON PAVEMENTS:-

CBR TEST:-
The California Bearing Ratio (CBR) is a measure of the strength of the subgrade
of a road or other paved area, and of the materials used in its construction. The
ratio is measured using a standardized penetration test first developed by the
California Division of Highways for highway engineering.

The Procedure Apparatus for CBR Test

1. Firstly, set the mould assembly with a test specimen on the lower plate of
the penetration testing machine.
2. For avoiding disruption of soil into the hole of the extra weights, 2.5
kg annular pressure shall be sited. Before setting out surcharge weight placed
on the soil surface, first to set the penetration plunger.
3. The penetration piston is set at the middle of the specimen with the nominal
possible load; however, in some cases, over 4 kg, thus full contact of the
piston on the pattern, is established.
4. Set the weight on it, so deformation gauges are to be read zero, by applying
the load on the piston hence the penetration rate is nearly 1.25 mm/min. Note
down all load readings at penetrations of 0.5, 1.0, 1.5, 2.0, 2.5, 4.0, 5.0, 7.5,
10 and 12.5 mm.
5. Pull up the plunger and separate the mould from the loading equipment.
6. Afterward, take out 20 to 50 g of soil from the top 30 mm layer and find
out the moisture content.

45
Formula of calculation

C.B.R. = (PT/PS) X 100

where,

PS = Standard load for the same penetration taken from the table above, and PT =
Corrected test load corresponding to the selected penetration from the load
penetration curve.

Penetration(mm) Standard Load(kg) Unit Standard Load(kg/cm2)

2.5 1370 70

5 2055 105

7.5 2630 134

10 3180 162

12.5 3600 183

Standard Load Values for CBR Test

 C.B.R. value at 2.5 mm penetration = 3.
 C.B.R. value at 5.0 mm penetration = 4.
The C.B.R. results are usually calculated for penetration of 2.5 mm and 5 mm. In
general, the C.B.R. value at 2.5 mm will be bigger than at 5 mm, and in such a
case/the previous shall be taken as C.B.R. for design point.

In case C.B.R. values on 5 mm cross that of 2.5 mm, the test should be done again.
If matching results pursue, the C.B.R.value corresponding to 5 mm penetration
should be in use for design.

46
TEST ON BITUMEN: -

1. DUCTLITY TEST (IS 1208-1978):-

Ductility measures the adhesive property of the bitumen too along with
its elasticity. It is the property of a material by virtue of which a material is able
to undergo plastic deformation when pull force is applied without rupture
or breaking.

The Procedure of Ductility Test of Bitumen:

The ductility test of bitumen is carried out in two steps:

Sample Preparation: In this step, the bitumen sample is filled in

the briquette mould after melting it.

Testing of the Specimen: In this step, the bitumen sample taken in the
mould is tested for its ductility in the ductility testing machine.

Sample Preparation: -

Take the bitumen sample in a beaker and heat it to a temperature of 75-

100°C- above its approximate softening point. Allow the bitumen to melt until it
is converted completely into a liquid state.

Prepare a mixture of glycerin and dextrin in equal proportions. Mix it well.

Then coat the surface of the brass plate and the interior of the sides of the
briquette mould. This prevents the bitumen from sticking to the mould.

Fix the sides, clip over the base plate, and tighten the screw of the clip with the
help of a screwdriver.

Prepare all the three briquette moulds in a similar manner.

Pour the melted bitumen into the briquette mould until they are full.

47
Allow the mould to cool at room temperature in the air for about 30 to 40
minutes.

Place the whole assembly with brass plate and mould in a water bath, which
is maintained at 27 °C for about 30 minutes.

Cut the excess bitumen on the surface with the help of a hot, straight–
edged putty knife or spatula and level the top surface. The dimension of the
briquette thus formed is exactly 1 sq cm.

Testing of the Specimen: -

Place the brass plate along with mould containing the specimen again in the water bath
at 27 °C for 85-95 minutes.

Remove the briquette from the base plate, unscrew the clips, and remove the sides of
the briquette mould.

Attach the assembly of bitumen sample with a base plate with the help of rings of the
clips to the pins or hooks in the ductility machine. One clip of the mould is attached to
the moving part while the other clip is attached to the fixed part of the ductility
machine.

Tighten the screw of the clips of the mould with the help of a screwdriver.

Check the pointer of the ductility machine is at zero. (Or note down the initial reading of
the ductility machine).

Switch on the ductility machine and adjust the gear so that the movable part moves at
the speed of 50 mm/minute. (The pull rate of the machine is to be maintained 50
mm/min).

Thus, the two clips are pulled apart horizontally at uniform speed until the briquette
specimen ruptures.

Measure the distance between the clips at the time of rupture of the specimen.

48
 Observation:

As the ductility machine is allowed to run, one end of the machine remains fixed,
while the other end is pulled apart.

The distance at which the thread of the bitumen breaks is to be noted down for
all three samples.

If the specimen does not break even at 75 centimeters, the machine

is stopped and the ductility value is then mentioned as greater than 75 cm.

Observation Table for Ductility Test of Bitumen:

Observation Table for Ductility Test of Bitumen:

(A sample observation table is drawn below)

Description Sample- 1 Sample- 1

Initial Reading (a) in mm 0 0

Final Reading (b) in mm 710 730

Ductility (b-a) in mm 720

Grade of Bitumen Type-I Ductility (in cm)

S – 35 50

S – 55 75

S – 65 75

49
 S – 90 75

S – 200 75
Minimum ductility values standardized by the Bureau of Indian Standard for
Bitumen Type1 for different grades are tabulated below:

2. SOFTENING POINT OF BITUMEN: -

The softening point shows the temperature at which the bitumen gains a certain
degree of softening under the specifications of the test. This test is carried out by
using and Ball apparatus. The softening point help to determine the
temperature up to which bitumen can be heated for different road use
applications.

It is the degree of temperature at which a solid substance starts to convert into

a liquid state under certain specific conditions.

Following materials used in softening point test of bitumen-

 Bitumen to be tested
 Glycerin
 Dextrin
 Distilled water- for heating medium

Also softening point of various bitumen grades,

Paving Grades Softening Point

VG 10 40 °C

VG 20 45 °C

VG 30 47 °C

VG 40 50 °C

50
 Testing of the Specimen: -

1. Fill the water bath with freshly boiled distilled water to such a height
that the water level remains 50 mm above the upper surface of the
rings. Maintain this water bath at 5 °C temperature.
2. Fix the rings filled with bitumen to the ball guide. Assemble the rings in
the support frame.
3. Place the rings fixed in the support frame in the water bath at 5 °C for
15 minutes.
4. Cool the steel balls to a temperature of 5 °C.
5. Place a steel ball on the top of the ring guide of the rings attached to
the support with the help of forceps.
6. Place this assembly in a glass beaker filled with distilled water to such a
height that the water level is at least 50 mm above the top surface of
the ball.
7. Put the beaker on the hotplate and adjust the stirrer. Insert
the thermometer too.
8. Allow the beaker to be heated at a uniform rate of 5 ± 0.5 °C/min. The
rate can be adjusted with the help of the energy regulator.
9. Stir the water continuously to ensure that the water is heated uniformly.
10.Continue the heating till the bitumen filled in the ring softens and the
ball
placed on it starts to move down owing to its own weight.
11.Note the temperature when each of the balls touches the bottom plate
while sinking from the thermometer.
Observation Table: -

A sample observation table for softening point test is drawn below

Description Ball No. – 1 Ball No. – 1

The temperature when

the ball touches the 50.2 50.8
bottom plate °C

51
The softening point of Bitumen = Average value of softening point of 1 and 2 (to the
nearest 0.5 °C).

50.5°C

Result: -

The average of the softening point values to the nearest 0.5 °C obtained for the
two steel balls is the softening point of the given bitumen specimen.

The softening point value of the two readings should not exceed 1.0 °C for the
softening point of bitumen range 40-60 °C and 1.5 °C for the softening point
between 61-80 °C. Else the test is considered invalid and it is repeated.

Softening Point °C Repeatability °C

40-60 1.0

61-80 1.5

3. VISCOCITY TEST OF BITUMEN: -

Viscosity test of Bitumen is carried out to determine the viscosity of

bitumen specimen indirectly with the help of different viscometers
available.

Viscosity measures the degree of fluidity of the bitumen sample. It

ensures the quality of the bitumen used as a binder by giving a
measure of fluidity at a particular temperature.

PROCEDURE

 Preparation of apparatus:
a) Universal orifice for SUS and furol orifice for SFS is used.
b) The viscometer along with the bath should be setup in area where

52
 there is no rapid change in temperature.
c) The receiving flask is kept beneath the viscometer tube.
 The test temperature should be set in bath.
 The flask is immersed in boiling water for 30 min.
 It is mixed well; the sample is removed from the water bath and the
sample is strained through 75 μ wire cloth in the filter funnel directly into
the viscometer till the level is such that it I about to overflow.
 The sample is stirred in viscometer using an appropriate
viscosity thermometer.
 The receiving flask is checked to be in correct position. The cork is
then removed from viscometer and the timer is started.
 The timer is stopped as soon as the oil meniscus reached the
graduation mask on the receiving flask.
 The efflux time is repeated in seconds.
OBSERVATIONS AND RESULTS
i. Test temperature= 25o C
ii. Time taken to flow 50 c.c of binder=36
iii. Viscosity=1.02568*36
iv. The viscosity of bituminous material is 37 .
v. The kinematic viscosity of given sample is 1.02568 .

4. PENTRATION TEST OF BITUMEN: -

The penetration of bituminous material is its consistency expressed as

the distance in tenths of a millimeter that a standard needle penetrates
vertically into a specimen of the material under specified conditions of
temperature, load and duration of loading.

1. The bitumen is softened to a pouring consistency, stirred well, and poured

into the test containers. The depth of bitumen in the container is kept at least
15mm more than the expected penetration. (I.S. 1203-1958). Related:-
California Bearing Ratio(CBR Test) of Subgrade Soil -Procedure, apparatus, and
use for pavement Design

53
2. Now the sample containers are placed in a temperature-controlled water
bath at a temperature of 25 c for one hour.
3. Then at the end of one hour, the sample is taken out of water bath and the
needle is brought in contact with the surface of bitumen sample at that time
reading of dial is set at zero or the reading of dial noted, when the needle is
in contact with the surface of the sample.
4. After that, the needle is released and the needle is allowed to penetrate for
5 seconds and the final reading is recorded. On that sample at least three
penetration observations should be taken at distances at least 10
mm apart. After each test, the needle should be disengaged, wiped with
benzene, and dried. The amount of penetration is recorded.
5. The main value of the three measurements is reported is the penetration test.
6. The accuracy of the test depends upon pouring temperature, size of the
needle, the weight placed on the needle, and test temperature.
7. The grade of bitumen is specified in terms of penetration value. For
example, 30/40 grade bitumen indicates the penetration value of the
bitumen in the range of 30 to 40 at standard test conditions.

Actual test temperature (in °C) =25

Penetrometer Dial Reading Test 1

Initial Reading (a) 105

Final Reading (b) 149

Penetration Value (b-a) 44

Timing of penetration 05 sec

TRAFFIC STUDY OF COMPOSITE PAVEMENT:-

We design this composite by
IRC method using IRC CODE for
reference.

For flexible road design: - IRC 37-2001, IRC 37-2012 modified.

For Rigid road design: - IRC 15-2017

54
 The design as per IRC code is schematically presented in.For the known
value of traffic, the pavement design thickness values for the individual
layers can be read from the chart . the design chart is based on the
contemporary mechanistic empirical pavement design principle.in this
guideline design principle and provision have been made available for
design of pavement:-
 Granular base
 Granular sub base
 Cemented base
 Cemented sub base
 Formed bitumen base

PROCEDURE: -
For traffic study of a particular area (GREEN CHOWK TO RAJENDRA
PARK CHOWK) the following steps are need to considered toproceed.

1. INITIAL TRAFFIC FLOW (CVPD) DATA

2. TRAFFIC GROWTH RATE
3. VEHICLE DAMAGE FACTOR
4. LANE DISTRIBUTIO FACTOR
5. DESIGN PERIOD

1. INITIAL TRAFFIC FLOW :-

Initial traffic is determined in terms of commercial vehicle per day(CVPD).
For structural design of pavement any CVPD are considered.Estimate the
initial daily average traffic flow for any road should normally be based on
7 days 24- hours classified traffic counts(AADT).

2. TRAFFIC GROWTH RATE:-

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The traffic in the year of completion is estimated byusing the
following formula:-

A=P(1+r)x
Where,
P= the number of commercial vehicle as per last count
X= the number of year between the last count and year of completion

3. VEHICLE DAMAGE FACTOR:-

The vehicle damage factor VDF is a multiplier forconverting the number
of commercial vehicle of different axle and axle configuration to the
number of stimulated axle load repetition.

The axle load equivalency factors are used to convert different axle load
repetition into equivalent axle load repetition.

LANE TYPE VEHICLE DISTRIBUTION FACTOR

Single lane roads 1

Two lane single carriageway road 0.75

Four lane single carriage width 0.40

Dual carriage width 0.75

Three lane 2 way 0.60-0.40

4. LANE DISTRIBUTION FACTOR:-

A realistic assessment of distribution of commercial traffic by direction and
by lane is necessary as it is directly affectsthe total equivalent standard axle
load application used in the direction of design.

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 Type of road Lane distribution factor

Single lane of road 1

Two lane single carriage width 0.5

Four lane single carriageway 0.4

Dual carriage way 0.75

5. DESIGN PERIOD OF PAVEMENT: -

The usual design period of flexible pavement is 15 years and the rigid
pavement is 30 years but we are designing compositen pavement which has
design period of 25-30 years.

4.5 LOAD CALCULATION OF PAVEMENT:-

For the calculation of load on a particular road we need certain data which we
discuss in previous definition. Now we are considering the location (GREEN
CHOWK TO RAJENDRA PARK CHOWK) and design for the 4 lane road with 2
lane single carriage width.

LOCATION:- Green chowk to Rajendra park chowk.

TOTAL VEHICLE AVERAGE 33*2=

CCVPD (COL 7+8+10) 66

VEHICLE MORE THAN 3

TONN
PCU 798

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 Date /Day SLOW MOVING FAST MOVING VEHICLE TOTAL
VEHICLE

CYCLE ANIMAL TWO CAR VAN/ BUS TRUCK LCV TRACTOR

WHEELER /
CARRY JEEP TEMPO 2/4/6/8

WHEEL

14/02/22 55 2 500 70 50 9 10 165 10 871

15/02/22 50 3 570 80 45 9 12 178 25 972

16/02/22 60 2 600 95 55 10 14 135 15 986

17/02/22 55 4 1000 65 60 10 15 146 20 1375

18/02/22 66 2 750 100 65 9 12 130 16 1150

19/02/22 75 5 600 70 35 8 14 135 10 952

20/02/22 50 8 400 50 40 4 15 142 15 724

TOTAL 411 26 4420 530 350 59 92 1031 93 7012

AADT 59 4 632 76 50 8 13 147 13 1002

PCU 0.5 1.5 0.5 1 1 2.2 2.2 1.5 4

FACTOR

PCU 30 6 316 76 50 18 29 221 52 798

DATA OBTAINED FROM CALCULATION:-

 Standard wheel load:- 80KN

 CVPD (A) = 66 = 100
 Traffic growth rate(r) = 7.5% per year
 Vehicle damage factor (F) =0.75

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 Lane distribution factor (D) =0.75
 Design period (n) =25 years

N= [365 X {(1+0.075)25-1]/0.075] X 100 X 0.75X 0.75

N=1395670.46
N=1.3msa

Assuming CBR = 4%

Thickness of pavement will be:-

Subgrade layer
thickness=300mmSubbase
layer thickness=300mm Base
course thickness=180mm
Surface course thickness=50mm with seal coat.

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 PROTOTYPE IMAGE OF COMPOSITE PAVEMENT OF BASE COURSE LAYER

4.6 Estimation and cost analysis:-

Flexible pavement:-

Item no Description Total cost

1 Sub base, road base 9,59,630.00
2 Bituminous surfacing 53,42,008.47
Cost per km 63,01,638.47

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 Rigid pavement:-

Item no Description Total cost

1 Sub base material 8,42,590.00
2 Concrete pavement 1,00,66,914.20
3 Texturing and curing 5,10,400.00
4 Joints 35,165.52
5. Reinforcement bars 33,32,671.15
6 Separation membrane 3,50,787.50
Cost per km 1,51.38,607.72

Composite pavement:-

Item no Description Total cost

1 Sub base material 8,89,406.00
2 Concrete pavement 60,40,148.52
3 Joints 21,099.312
4 Texturing and curing 306240.00
5 Separation membrane 2,10,472.50
6 Bituminous surfacing 53,42,008.47
Total cost 1,28,09,266.80

OTHER COST ESTIMATION AND FINAL COST:-

Item no Description cost Total cost

1 Maintenance cos 1642786.7
2 Contingencies cost 32855.734
3 Work charge establishment 30255.00
cost
4 Departmental cost 15678.00
Total cost 1721575.434

NOTE:- The Composite Pavement reduces the overall cost by 30-40% in the long term
calculation.

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 CHAPTER -5

RESULT AND

DISCUSSION

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EXPECTED OUTCOME:-

 Provide a better pavement design and transportation facility

in future.
 Providing a sustainable, cost effective and long service
life pavement.
 Combining both flexible and rigid pavement features so as to
exclude the disadvantages involved in both and include
benefits of both the pavement types.

DISCUSSION:-

After the study of traditional way of road constructed we found that

the road we use is not that much suitable for the transportation
facility as we need and study is conduct which desire a new name
known as composite pavement. This pavement has a potential to
make highway construct cost effective with smooth traffic flow and
reduces the chances of traffic congestions.

To Improve load carrying capacity of road there are more ways to

design composite pavement. But our main focus is defects occurs in
central portion of roads and remedies to overcome from it.
For making it more cost effective and also taking care of environment
we further replace the subgrade Or sub- base to industrials waste &
Constructional material as per MORTH or IRC.
Further research is need to done on joint of the bitumen and concrete.
As this also helps us to make it more cost effective.

63
CHAPTER-6
CONCLUSION

64
 CONCLUSION

 After going through number of researches we concluded that defects in flexible and rigid
pavement are a problem since long time and there is a need of identification of problems
and rectifying them. Thus it is concluded that a research needs to be done so as to see
the various alternatives which can be adopted.
 Composite pavement systems have made great strides in the last several years and they
hold the promise of imparting a number of economic, environmental, and societal
benefits in future paving projects.
 To help promote the continued use, development, and evolution of composite
pavement systems, general information on implementation efforts and critical research
needs are presented in the following sections.
 Proper design, regular inspection and maintenance of drainage system is of utmost
importance in preserving the investment made on highway system and in providing
comfort and safety to the road user. The classifications of all types of distresses have been
identified. The cause and treatment is different for different types.
 One new structural design method of HMA/PCC composite pavement is put forward, in
which the maximum thickness of asphalt concrete is designed according to the allowable
permanent deformation, and the lower limit of the thickness of asphalt concrete is designed
with the allowable shear stress of bond layer as the index.
 The composite slab model was used to design the thickness of concrete layer. The
example shows that the design method can meet the requirements of specification and
pavement performance.

65
CHAPTER-7
REFERENCES

66
 REFERENCES:-
 Lytton, R. L., F. L. Tsai, S. Lee, R. Luo, S. Hu, and F. Zhou. NCHRP
Report 669: Models for Predicting Reflection Cracking for Hot-
Mix Asphalt Overlays. Transportation Research Board of the
National Academies, Washington, D.C., 2011.
 Choubane, B., and M. Tia. Nonlinear Temperature Gradient
Effect on maximum Warping Stresses in Rigid Pavements. In
Transportation research Record 1370, TRB, National Research
Council, Washington,D.C., 1992, pp. 11–19.
 AASHTO. (1993). AASHTO Guide for Design of
Pavement Structures, American Association of State
Highway and Transportation Officials, Washington, D.C.
 IRC:37-2001 :-“Guidelines for the design of flexible pavement.
 MORTH Specification:-“Specifications for road and bridge works.
 Arora, K.R. (2003), Soil mechanics and Foundation
Engineering, Standard Publishers Distributors, Delhi.
 ] Matti Huhtala, “The effect of wheel loads on
pavement,” Technical research centre of Finland, 1995,
pp. 235-241.
 S. K. Khanna and C. E. G. Justo, “Highway engineering,”
Ninth edition. Vol. 3, Nem chand and brothers.

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