PDHC PAPER SOLUTION (SUMMER 2021)

Q.1 (A) Compare between tar and bitumen 03

Ans.
1. There are many differences between bitumen and tar. Let us see
them in detail below. The major differences between bitumen and tar
are as follows:

2. Bitumen is derived from sources associated directly with coal and

oil, whereas tar is derived from sources like wood, petrol, and coal.

3. Bitumen is usually obtained in solid as well as semi-solid form,

whereas tar is obtained only in liquified form.

4. Bitumen is obtained naturally, whereas tar is occurred artificially

and needs distillation.

5. Bitumen is relatively costlier than tar, whereas tar is a cheaper

material.

6. Bitumen is less sensitive to temperature changes, whereas tar is

highly sensitive to temperature changes.

7. Bitumen has more resistant to weathering, whereas tar is less

resistant to weathering.

8. Bitumen has a moderate amount of carbon content, whereas tar

has a high amount of carbon content.

9. Bitumen is black or brownish-black in colour, whereas tar is jet-

black.
10. Bitumen is relatively less adhesive, whereas tar is highly adhesive
as it is in liquid form.

11. Bitumen is highly durable, whereas tar is relatively less durable.

12. Bitumen has relatively low specific gravity, whereas tar possesses
maximum specific gravity.

Q.1(B) What is modified emulsion? 04

Ans.

 A heavy roofing material employing multiple layers of asphalt

and reinforces around a core of plastic or rubber.
 Modifiers or composite sheets consisting of a polymer modified
bitumen often reinforced with various types of mats or films and
sometimes surfaced with films, foils or mineral granules.
 Modified emulsion is a premium grade of asphalt emulsion
produced by mixing the asphalt emulsion with polymer or other
appropriate materials to yield greater quality advantages over
normal asphalt emulsion, such as: High softening point. High
elastic recovery.
 Modified bitumen is thought of as the evolutionary cousin of the
built-up roofing systems (BUR) that have been used on low-slope
roofs for more than 100 years. It is made of asphalt combined
with polymerized rubber or plastic, then reinforced with
fiberglass to create a rugged-yet-flexible waterproof membrane.
Q.1(C) Explain concept of modulus of resilient of sub base
and base course as per IRC 37. 07

Ans.
Design Inputs Collected:
a) Subgrade CBR
b) Initial Traffic
c) Construction Period
d) Design Life
e) Traffic Growth rate
f) No of Lane
g) Vehicle Damage factor ( calculated form Axle load spectrum)
Design Steps
1. Calculate Effective resilience modulus (Mr) of Subgrade from
Subgrade CBR

2. Compute Design traffic N Using below equation

N = Design traffic
r = Traffic Growth rate
n = Design Life
A = Design traffic at the time of road opening
D = lane distribution factor
F = Vehicle damage factor

3. Select trial section from Given plates in IRC 37:2018 based on CBR
& Traffic in terms of msa

4. Calculate resilant modulus of granular layer Mr (GRAN) using

equation given in IRC37:2018

𝑴𝑹𝑮𝑹𝑨𝑵 = 𝟎. 𝟐 ∗ 𝒉𝟎.𝟒𝟓 ∗ 𝑴𝑹𝑺𝑼𝑷𝑷𝑶𝑹𝑻

h= height of granular layer in mm
𝑀𝑅𝐺𝑅𝐴𝑁 = Resilience modulus of granular layer
𝑀𝑅𝑆𝑈𝑃𝑃𝑂𝑅𝑇 = Effective Resilience modulus of Supportive layer (
Subgrade)
5. Calculate Allowable vertical compressive strain &Allowable
horizontal tensile strain at
bottom of bituminous layer & on top of subgrade for a design traffic
using performance
model for rutting & fatigue criteria for 80% & 90% reliability as per IRC
37:2018

6. Analyze the pavement using IITPAVE for given inputs of

Modulus of elasticity (Mr) of Bituminous layer, granular layer &
Subgrade
Poisson’s ratio of Bituminous layer, granular layer & Subgrade
Thickness of Bituminous layer, granular layer & Subgrade is
considered infinite thickness

7. Check for critical stresses & strains

8. Now compare as below

Condition 1
Computed Horizontal tensile strain < allowable Horizontal tensile
strain
Condition 2
Computed vertical compressive strain Shall be < allowable vertical
compressive strain
9. Otherwise select different thickness or different material with
improve module

Q.2(A) What are the factors affecting pavement design? 03

Ans.
1.Contact pressure:
 The tyre pressure is an important factor, as it determine the
contact area and the contact pressure between the wheel and
the pavement surface.
 Even though the shape of the contact area is elliptical, for sake
of simplicity in analysis, a circular area is often considered.

2.Wheel load:

 The next important factor is the wheel load which determines

the depth of the pavement required to ensure that the subgrade
soil is not failed. Wheel configuration affect the stress
distribution and deflection within a pavement.
 Many commercial vehicles have dual rear wheels which ensure
that the contact pressure is within the limits.
 The normal practice is to convert dual wheel into an equivalent
single wheel load so that the analysis is made simpler.

3.Axle configuration:

 The load carrying capacity of the commercial vehicle is further

enhanced by the introduction of multiple axles.
4.Moving loads:

 The damage to the pavement is much higher if the vehicle is

moving at creep speed. Many studies show that when the speed
is increased from 2 km/hr to 24 km/hr, the stresses and
deflection reduced by 40 per cent.

5.Repetition of Loads:

 The influence of traffic on pavement not only depend on the

magnitude of the wheel load, but also on the frequency of the
load applications.
 Each load application causes some deformation and the total
deformation is the summation of all these.
 Although the pavement deformation due to single axle load is
very small, the cumulative effect of number of load repetition is
significant.
 Therefore, modern design is based on total number of standard
axle load (usually 80 kN single axle).

6.Structural models:

 The structural models are various analysis approaches to

determine the pavement responses (stresses, strains, and
deflections) at various locations in a pavement due to the
application of wheel load.
 The most common structural models are layered elastic model
and visco-elastic models.

7.Layered elastic model:

 A layered elastic model can compute stresses, strains, and

deflections at any point in a pavement structure resulting from
the application of a surface load.
 Layered elastic models assume that each pavement structural
layer is homogeneous, isotropic, and linearly elastic.
  In other words, the material properties are same at every point
in a given layer and the layer will rebound to its original form
once the load is removed.

8.Material characterization:

 The following material properties are important for both flexible

and rigid pavements.

 When pavements are considered as linear elastic, the elastic

moduli and poisson ratio of subgrade and each component layer
must be specified.
 If the elastic modulus of a material varies with the time of
loading, then the resilient modulus, which is elastic modulus
under repeated loads, must be selected in accordance with a
load duration corresponding to the vehicle speed.
 When a material is considered non-linear elastic, the
constitutive equation relating the resilient modulus to the state
of the stress must be provided.

 However, many of these material properties are used in visco-

elastic models which are very complex and in the development
stage. This book covers the layered elastic model which require
the modulus of elasticity and poisson ratio only.

9.Environmental factors:

 Environmental factors affect the performance of the pavement

materials and cause various damages.

10.Temperature:

 The effect of temperature on asphalt pavements is different

from that of concrete pavements.
 Temperature affects the resilient modulus of asphalt layers,
while it induces curling of concrete slab.
  In rigid pavements, due to difference in temperatures of top and
bottom of slab, temperature stresses or frictional stresses are
developed.
 While in flexible pavement, dynamic modulus of asphaltic
concrete varies with temperature.

11.Precipitation:

 The precipitation from rain and snow affects the quantity of

surface water infiltrating into the subgrade and the depth of
ground water table.
 Poor drainage may bring lack of shear strength, pumping, loss of
support, etc.

12.Summary:

 Several factors affecting pavement design were discussed, the

most important being wheel load.
 Since pavements are designed to take moving loads, slow
moving loads and static loads can be detrimental to the
pavement.
 Temperature also influences pavement design especially the
frost action which is very important in cold countries.

Q.2(B) What is the difference between ESWL & EWLF? 04

Ans.
❖ ESWL:
⮚ Equivalent single wheel load (ESWL) is the single wheel load
having the same contact pressure, which produces same value of
maximum stress, deflection, tensile stress or contact pressure at
the desired depth.
d = Space between two tyre ~ 3.5 cm
S = c/c Spacing between two tyre ~31 cm
P= Wheel load, standard =40/2=20 kN

❖ EWLF:
⮚ Equivalent wheel load factor (EWLF): Damage per pass of the axle
considerd to the damage per pass of standard axle.
⮚ Equivalent Wheel Load Factor = (given wheel load/standard
wheel load)4
= (given axle load/standard axle load)4= (P1/P)4
⮚ Legal axle load: The maximum allowed axle load on the roads is
called legal axle load.
⮚ Standard axle load: It is a single axle load with dual wheel
carrying 80 kN (8170 Kg) load and the design of pavement is
based on the standard axle load.
Q.2(C) Enlist various tests carried out on bitumen emulsion.
Explain any one in detail. 07
Ans.
Testing of Bitumen :
1. Penetration test
2. Ductility test
3. Viscosity test
4. Softening point test
5. Specific Gravity test
6. Flash and Fire point test
7. Loss on heating test
8. Solubility test

 Ductility test :
AIM:
1. To measure the ductility of a given sample of bitumen
2. To determine the suitability of bitumen for its use in road
construction
THEORY:
The property of bitumen which allows it to undergo deformation or
elongation is called ductility of bitumen. The ductility of bitumen is
measured by the distance in Cm (centimeter), to which the bitumen
sample will elongate before breaking when it is pulled by standard
specimen at specified speed and temperature.

APPARATUS :
Briquette mould, (length – 75mm, distance between clips – 30mm,
width at mouth of clips – 20mm, cross section at minimum width –
10mm x 10mm), Ductility machine with water bath a pulling device at
a precaliberated rate, a putty knife, thermometer.
PROCEDURE:
1.Melt the bituminous test material completely at a temperature of
75oC to 100oC above the approximate softening point until it
becomes thoroughly fluid
2. Strain the fluid through IS sieve 30.
3. After stirring the fluid, pour it in the mould assembly and place it on
a brass plate
4. In order to prevent the material under test from sticking, coat the
surface of the plate and interior surface of the sides of the mould with
mercury or by a mixture of equal parts of glycerin and dextrin
5. After about 30 – 40 minutes, keep the plate assembly along with
the sample in a water bath. Maintain the temperature of the water
bath at 27oC for half an hour.
6. Remove the sample and mould assembly from the water bath and
trim the specimen by leveling the surface using a hot knife.
7. Replace the mould assembly in water bath maintained at 27oC for
80 to 90 minutes
8. Remove the sides of the moulds
9. Hook the clips carefully on the machine without causing any initial
strain
10. Adjust the pointer to read zero
11. Start the machine and pull two clips horizontally at a speed of
50mm per minute
12. Note the distance at which the bitumen thread of specimen
breaks.
13. Record the observations in the proforma and compute the
ductility value report the mean of two observations, rounded to
nearest whole number as the “Ductility Value”
OR

Q.2(C) What are requirements of expansion and contraction

joints in rigid pavements? 07
Ans.
 Longitudinal Joints
 Longitudinal joints are placed parallel to the center line, and
transverse joints are placed at right angles to the center line for the full
width of the pavement.
  Some longitudinal joints require the use of a keyway with no tie bars.
Keyways may be trapezoidal or semi-circular in shape. They are used
when an adjacent pavement is expected to moveindependently and the
two pavements cannot be tied together. The keyway, prevents any
differential settlement of either pavement.
 A longitudinal joint is required in all pavements wider than 16 feet. If
two adjacent lanes are poured at the same time, a longitudinal joint is
sawed.

 Transverse Joints
 The joints which are provided in the transverse direction or
perpendicular to the center line of road are known as Transverse
Joints.
 A transverse construction joint is used when the paving operation is
interrupted for longer than 30 minutes. These joints are commonly
used at the end of the paving operation each day and may be retro-
fitted to tie an existing slab into a new pavement.
 Transverse construction joints are required to be located at least 6 ft
from an adjacent D-1 contraction joint.
 Spacing of the tie bars in the construction joint is required to be 6 in.
from any longitudinal joint and 1 ft, center to center, thereafter.

Q.3 (A) Explain IITPAVE software for granular base and

granular sub base. 03

Ans.

 IITPAVE is the mechanistic empirical pavement design software

which is used for analyzing the pavement responses.
 It aims at determining the total thickness of the pavement
structure as well as the thickness of the individual structural
components required for carrying the estimated traffic loading
under the prevailing climatic conditions with satisfactory
pavement performance.
  The IITPAVE software was used to compute the stress/strain
values due to traffic loading and temperature variation at critical
locations assuming flexible pavement as a four-layer system
(overlay layer, existing surface, existing base/sub-base and
existing sub-grade layers).
 Thickness of the layers and corrected in situ elastic moduli were
used as the input values in the software.
 The thickness of overlay assumed must be such that the
developed stresses/strains are below the allowable stress/strain
values which was computed using linear layered elastic model in
IRC-37( 2012).

Q.3(B) State assumptions and limitations of Boussinesq’s

theory. 04

Ans.

 Assumptions :

 The soil mass is considered to be an elastic material with

constant elasticity E.

 The soil mass is considered to be homogeneous, which means

that it has the same qualities at different sites or the same soil
properties as depth increases.
 The soil mass is considered to be isotropic, which means it has
the same properties in all directions.
 The soil mass is considered semi infinite, which means it expands
in all directions beneath a level surface.
 The soil's self-weight is neglected.
 Initially, the soil is not stressed.

 Limitation:
  Boussinesq's equation was derived assuming the soil medium as
an elastic medium but the soil does not behave as an elastic
material.
 When stress decreases in soil, the relationship between stress
and strain is not as linear as assumed, hence Boussinesq's
equation is not strictly applicable to all conditions.
 Because the modulus of elasticity increases with depth in deep
sand deposits, Boussinesq's equation will not produce
satisfactory results.
 Because point loads applied below the ground surface create
slightly lesser stresses than surface loads, Boussinesq's equation
is not strictly applicable.

Q.3(C) List the different stresses induced in cement concrete

pavements. Discuss the critical combination of these stresses
07
Ans.
1. Temperature Stresses
 Due to the temperature differential between the top and
bottom of the slab, curling stresses (similar to bending stresses)
are induced at the bottom or top of the slab
 If the temperature of the upper surface of the slab is higher than
the bottom surface then top surface tends to expand and the
bottom surface tends to contract resulting in compressive stress
at the top, tensile stress at bottom and vice versa

2. Wheel Load Stresses

 CC slab is subjected to flexural stresses due to the wheel loads.

3.Frictional stresses
 Due to the contraction of slab due to shrinkage or due to drop in
temperature tensile stresses are induced at the middle portion
of the slab
  The following conditions are found to be critical
combinations

 Wheel load Critical location of stress computation……

1. Interior
2. Edge
3. Corner
 OR
Q.3(A)What is an equivalent single axle load? How can it be
determined? 03
Ans.
 Equivalent single wheel load of the dual wheel load assembly at
a depth (Z) may be defined as single wheel load replacement of
the dual wheel load assembly which will causes the same
magnitude of vertical deflection or same value of compressive
stresses at the depth (Z).
 The load dispersion is assumed to be at an angle of 45 degree. In
the dual wheel assembly,
Let,
d = clear gap between the two wheels,
S = spacing between centers of wheels,
a = radius of the circular contact area of each wheel

S = d + 2a
  Up to the depth d/2 each wheel load P acts independently and
below that the stress induced due to each wheel load begins to
overlap. At depth 2S and above, the stress induced are due to
the effect of both wheels as the are of overlap consider.

Q.3(B) Differentiate between WBM and WMM. 04

Ans.

Water Bound Macadam Wet Mix Macadam

Different gradation is used as per Single gradation is used

layer thickness of pavement

Water is added externally on site as Water is added during mixing in

per Optimum Moisture content plant as per Optimum Moisture
after laying content
 In is prepared on site by laying In is prepared in WMM plant with
coarse aggregate, screening a suggested gradation by MORTH
material and binding material specification

It is suitable for low volume road like It is preferable for High volume
Village road (VR) road like NH/SH

Maximum size of aggregate (MSA) is Maximum size of aggregate (MSA)

75 mm is 53 mm

Q.3(C) Write a short note on Westergaard’s stress analysis.

07
Ans.
 The design of rigid pavements by the Westergaard method is still
commonly used today for rigid pavements loaded by non-
highway vehicles.

 The Westergaard method for rigid pavement design involves a

calculation of the stresses acting in the pavement under the
wheel load.

 This stress is then compared to the strength of the pavement

slab to determine whether the slab is sufficiently strong to
accommodate the proposed loadings.

 The Westergaard analysis of the rigid pavement stress and

strength is often combined with a separate fatigue analysis
model to determine how many repetitions of this load the
pavement will be able to withstand.
 The Westergaard Method for Rigid Pavement Design
Spreadsheet completes the required calculations for a full
Westergaard analysis of the rigid pavement design.

 The spreadsheet allows the designer to complete a full

Westergaard analysis of the rigid pavement in seconds with only
a handful of simple inputs.

 The spreadsheet even presents a design graph showing exactly

where the design can be optimised.

 The CivilWeb Westergaard Method for Rigid Pavement Design

Spreadsheet can be purchased further down this page for only
£10.

 Alternatively the Westergaard analysis spreadsheet is included

in the CivilWeb Rigid Pavement Design Suite which includes 11
different pavement design methods along with a number of
other useful design tools including concrete flexural strength
calculators.

 The design of rigid pavements by Westergaard method was the

earliest attempt at an analytical solution to the problem of
concrete pavements supported by the ground being loaded by
wheeled vehicles.

 The Westergaard analysis of rigid pavements for calculating the

stresses under loading were developed in the 1920s and 1930s
and they still form the basis of many modern design methods.

 The Westergaard analysis equations can be used to calculate the

stresses produced in a rigid pavement under loading from a
 wheeled vehicle. There are a number of simplifications and
limitations inherent in this method as discussed below.

 The design of rigid pavements by the Westergaard method can

be used to analyse three different loading conditions, as shown
in the below diagram.

Q.4 (A) Explain construction of drainage layer in rigid

pavement. 03

Ans.

 The GSB course has to serve as an effective drainage layer

of the rigid pavement to prevent early failures due to
excessive moisture content in the subgrade soil.

 Crushed stone aggregate are preferred In the granular sub-

base course as this material has high permeability and
serves as a effective drainage layer.

 In rigid pavements the drainage layer will generally be

placed directly beneath the concrete slab.

 In this location, the drainage layer will intercept water

entering through cracks and joints, and permit rapid
drainage of the water away from the bottom of the
concrete slab.

 The construction of rigid pavement typically

involves pouring concrete slabs on top of a subgrade and
base layer.

 The slabs are usually reinforced with steel or other

materials to improve their strength and joints are used to
 allow for expansion and contraction due to changes in
temperature.

Q.4(B) Explain Pavement quality concrete construction

requirements as per IRC: 15 and IRC: 58 and MORTH 04

Ans.

 Pavement Quality Concrete (PQC) is cement concrete made with

large size aggregates in accordance with IRC specifications and
laid over a dry lean concrete sub-base.
 Pavement quality concrete is that concrete which is used mostly
for highway and road constructionand it differs from normal
conventional concrete by using 31.5 mm size aggregate.
 It is suitable forheavy traffic volume and mostly for construction
of National Highway.
 PQC stands for Pavement Quality Concrete (PQC) Grade of PQC
is Generally M40 and it is designed asper IRC:15.
 PQC is used for the construction of Concrete roads as a top layer.
 Generally Top layer onthe highway having thickness of 300 mm.
it is called Rigid Pavement.The design of rigid pavement is based
on providing a structural cement concrete slab of
sufficientstrength to resists the loads from traffic.
 The rigid pavement has rigidity and high modulus of elasticityto
distribute the load over a relatively wide area of soil.
 Minor variations in subgrade strength have little influence on the
structural capacity of a rigidpavement.
 In the design of a rigid pavement, the flexural strength of
concrete is the major factor andnot the strength of subgrade.
 Due to this property of pavement, when the subgrade deflects
beneaththe rigid pavement, the concrete slab is able to bridge
over the localized failures and areas ofinadequate support from
subgrade because of slab action.
Q.4 (C) What is importance of joints and its provision
Interlocking Concrete Block Pavement (ICBP) and Its
procedure of laying. 07
Ans.

 Interlocking Concrete Block Pavement (ICBP) :

 Concrete block pavement was introduced in The Netherlands

in the early 1950s as a replacement for baked clay brick roads.
 Blocks were rectangular in shape and had more or less the
same size as the bricks. In earlier days non-interlocking bricks
were used but now interlocking bricks were used.
 ICBP gives excellent performance when applied at locations
where conventional systems have lower service life due to a
number of geological, traffic, environmental and operational
constraints.
 Many number of such applications for light, medium, heavy
and very heavy traffic conditions are currently in practice
around the world.

 Advantages of ICBP

1. Since the blocks are prepared in the factory, they are of a very
high quality thus avoiding the difficulties encountered in
quality control in the field.
2. Concrete block pavements restrict the speed of vehicles to
about 60 km per hour, which is an advantage in city streets
and intersections.
3. ICBP pavements are well skid resistant as it is having rough
surface.
4. The block pavements are ideal for intersections where speeds
have to be restricted and cornering stresses are high.
 5. The digging and re-installment of trenches for repairing is
easier in the case of block pavement.
6. These pavements are unaffected by the spillage of oil from
vehicles, and are ideal for bus stops, bus depots and parking
areas.

7. Since the concrete blocks are grey in colour, they reflect light
better then the black bituminous pavements, thus bringing
down the cost of street lighting.
8. They are preferred in heavily loaded areas like container
depots and ports as they can be very well designed to
withstand the high stresses induced there.
9. In India, the laying of concrete block pavements can be
achieved at a low cost because of the availability of cheap
labour.
10.The cost of maintenance is much lower than a bituminous
surface.

11.Block pavement does not need in-situ curing and so can be

opened to traffic soon after completion of construction.
12.Construction of block pavement is simple and labour
intensive and can be done using simple compaction
equipment.
13.Maintenance of block pavement is simple and easy. Also the
need for frequency of maintenance is low as compared to
bituminous pavement.
14.Structurally round blocks can be recycled many times over.
15.Unlike concrete pavements, block pavement does not exhibit
very deterioration effect due to thermal expansion and
contraction and are free from the cracking phenomenon.

 Limitations of ICBP
1. Quality control of blocks at the factory premises is a
prerequisite for durable "ICBP"
2. Any deviations of the base course profile will be reflected on
the "ICBP" surface. Hence extra care needs to be taken to fix
the same.
3. High quality and gradation of coarse bedding sand and joint
filling material are essential for good performance.
4. ICBP over an unbound granular base course is susceptible to
the adverse effects of poor drainage and will deteriorate faster.
5. ICBP is not suited for high speed roads (speed above 60 km/h)

OR

Q.4 (A) Write the steps for design of overlay in flexible pavement.
03

Ans.

 Design Inputs Collected:

a) Subgrade CBR
b) Initial Traffic
c) Construction Period
d) Design Life
e) Traffic Growth rate
f) No of Lane
g) Vehicle Damage factor ( calculated form Axle load spectrum)

 Design Steps
1. Calculate Effective resilience modulus (Mr) of Subgrade from
Subgrade CBR
2. Compute Design traffic N Using below equation
N = Design traffic
r = Traffic Growth rate
n = Design Life
A = Design traffic at the time of road opening
D = lane distribution factor
F = Vehicle damage factor
 Ns=365A[(1+r)^n−1]r ×F
r

3. Select trial section from Given plates in IRC 37:2018 based on CBR
& Traffic in terms of msa
4. Calculate resilant modulus of granular layer Mr (GRAN) using
equation given in IRC37:2018

𝑴𝑹𝑮𝑹𝑨𝑵 = 𝟎. 𝟐 ∗ 𝒉𝟎.𝟒𝟓 ∗ 𝑴𝑹𝑺𝑼𝑷𝑷𝑶𝑹𝑻

h= height of granular layer in mm

𝑀𝑅𝐺𝑅𝐴𝑁 = Resilience modulus of granular layer
𝑀𝑅𝑆𝑈𝑃𝑃𝑂𝑅𝑇 = Effective Resilience modulus of Supportive layer (
Subgrade)
5. Calculate Allowable vertical compressive strain &Allowable
horizontal tensile strain at
bottom of bituminous layer & on top of subgrade for a design traffic
using performance
model for rutting & fatigue criteria for 80% & 90% reliability as per IRC
37:2018

Q.4(B)Explain warm mix asphalt as per IRC SP 101. 04

Ans.

Warm Mix Asphalt (WMA) is the generic term for a variety of

technologies that enable Hot Mix Asphalt (HMA) pavement material
to be produced, placed and compacted at lower temperatures without
compromising quality or performance. It is a proven technology that
can:
 Reduce paving costs
 Extend the paving season
 Improve asphalt compaction
 Allow asphalt mix to be hauled longer distances
 Improve working conditions by reducing exposure to
fuel emissions, fumes, and odors
 Reduce greenhouse gas emissions
 WMA production methods use temperatures 30 to 120 degrees
Fahrenheit lower than traditional hot-mix asphalt (HMA).
Because less energy is needed to heat the asphalt mix, less fuel
is needed to produce WMA.
 Fuel consumption during WMA manufacturing is typically
reduced by Twenty percent (20%).
 In paving projects, the greater the temperature difference
between the asphalt mix and the outside temperature, the
faster the mix cools.
 Since faster cooling effects durability, cold ambient
temperatures adversely affect hot-mix asphalt. Relative to HMA,
WMA cools more slowly allowing WMA to be successfully placed
in lower temperatures. As a result, WMA extends the paving
season. It also makes night paving more feasible.
 Additionally, WMA saves time in production as well as in
surfacing roads. Because WMA makes compaction easier, cost
savings are achieved by reducing time and labor spent
compacting the mix.
 Lower temperatures also permit more asphalt mix to be hauled
for longer distances, reducing transportation costs.
Q.4(C) Explain in flexible pavement need of maintenance,
types, planning & system approach as per IRC-82. 07

Ans.

 Imortance of Pavement Maintenance :

 Reduction in rate of deterioration and improvement in life of

road
 Reduction in vehicle operating costa(VOC)
 Reduction in rate of accidents
 Keeping roads traffic worthy in all weathers
 Reduction in pollution due to reduced fuel consumption on well
maintained pavement surface
 Saving in budgetary expenditure of restoration/reconstruction

 Below, are three types of asphalt pavement maintenance:

1.Preventive Maintenance: This type of maintenance is the

most effective to extend pavement life in a cost effective way.
 Preventative maintenance is a strategy of surface treatments
when the asphalt is in relatively good condition.
 From crack sealing small cracks to sealcoating parking lots,
preventative maintenance addresses minor issues before they
become serious issues.

2.Corrective Maintenance: This type of maintenance is

performed when the pavement is in need of repair, and is usually
more costly. Repairs could be structural overlays, mill and
overlays, minor pothole repair, patching, rutting or extensive
cracking. Corrective maintenance is also referred to as
“reactive” maintenance.
 4. Emergency Maintenance: Performed during an
emergency situation, such as a blowout or severe
pothole that needs repair immediately for safety
reasons or to allow traffic to utilize the roadway or
parking lot. This also describes temporary treatments
designed to hold the surface together until more
permanent repairs can be performed.

Q.5 (a) Write a short note on micro surfacing. 03

Ans.

 Micro Surfacing is an eco-friendly surface treatment used to

restore and preserve the surface characteristics of the road.
 It is of two types (i) 4 mm to 6 mm thick (Type II) (ii) 6 mm to 8
mm thick (Type III).
 It is a mix of polymer modified asphalt emulsion, graded
aggregate, cement, water and additives.
 This mixture is applied in a semi-liquid condition with specialized
paving equipment.
 Upon application the mixture so designed changes chemically
and sets quickly to give a uniform coat of cold mix dense material
that allows resuming the traffic within two hours.
 It is to be applied over an existing pavement surface which is
structurally sound, but the surface is showing signs of premature
ageing, aggregate loss, high degree of polishing, oxidation /
hungry surface etc.

 Why Micro Surfacing?

 A proven solution for resurfacing as a wearing course
 Cost effective as compared to Hot Mix treatment
 Smooth surface without disturbing existing profile
  Longer life:
 Arrests pavement deterioration due to oxidation on account of
polymer emulsion
 Retards progressive failures
 Reduces need for routine maintenance

 Less down time:

 Can be open for traffic in two hours
 No damage to existing road furniture
 No disturbance to drainage

 Quick application:
 Mixing and laying is done in one process
 Higher output

Q.5(B) Differentiate between Cold in place (CIP) and Hot in

place (HIP). 04

Ans.

 Hot In-place :
 In this method the existing pavement is heated and softened,
and then scarified or hot rotary mixed to a specified depth.
 New HMA or recycling agent may be added to the RAP material
during the recycling process
 The depth of treatment varies between 20 mm to 50 mm (3/4
inch to 2 inches)
 The Asphalt Recycling and Reclaiming Association (ARRA) have
identified three HIPR processes: (a) surface recycling, (b)
repaving, and (c) remixing
 The advantages of hot in-place recycling are that surface cracks
can be eliminated, ruts and shoves and bumps can be corrected,
aged asphalt binder is rejuvenated, aggregate gradation and
bitumen content can be modified, traffic interruption is
minimal, and hauling

 Cold In-place :

 In this method the existing pavement material is reused without

the application of heat No transportation of materials is usually
required, and therefore, haulage cost is very low
 Normally, an asphalt emulsion or foamed bitumen is added as
recycling asphalt binder
 The process includes pulverising the existing pavement, sizing of
the RAP, application of recycling agent, placement, and
compaction.
 The depth of treatment is typically from 75 mm to 100 mm (3
inches to 4 inches) Surface dressing or asphalt overlay needs to
be provided as a wearing surface.
 The advantages of cold in-place recycling include significant
structural improvement, treatment of most pavement distress,
improvement of ride quality, minimum hauling and air quality
 problems, and capability of pavement widening
Q.5(c) Explain maintenance and its methodology for rigid
pavement as per IRC: SP: 83. 07

Ans.

 The cement concrete roads, if they are well designed and

properly constructed, will require very little maintenance.
 Following are the four main items of maintenance in cement
concrete roads:
(1) Maintenance of joints
(2) Mud jacking
(3) Patch repairs
(4) Treatment of cracks.
 Maintenance of joints:
 The joints are the weakest parts of the cement concrete
pavement and hence, they should be checked periodically
and kept in proper order during routine maintenance work.
 The damaged joint sealer should preferably be replaced
before the start of monsoon. The expansion and
contraction joints are opened up and after cleaning with
brush, they are filled up with suitable material, preferably
by a rubber based asphalt sealer.
 Due to passage of time, the joint filler material may get
damaged or deteriorated. In such cases, the entire joint is
carefully newly constructed by removing the filler and
sealer materials and then filling up with new materials. The
opening of the joint is the widest in winter season and
hence, the replacement of a joint should preferably be
done during winter season only.

 Mud jacking:
 The term mud jacking is used to indicate the raising of a settled
cement concrete slab or filling a void beneath slab with cement
grout.
 The procedure for mud jacking is as follows:

 Themud jack holes of diameter varying from 40 mm to 60

mm are drilled at 1.5 m to 3 m apart in the slab.

 The holes are cleaned with compressed air.

 The grout is forced through these holes under pressure. The
grout is normally either 1:3.5 cement-sand mix or bitumen.
The pressure will depend on the experience of past
successfully conducted similar operations.

 Dueto pressure from bottom, the slab is raised and it is held in

position till the grout hardens.
 It is also possible to do mud jacking from the side and such a
method would eliminate the necessity of drilling holes in the
slab.
 A trench is made along the side of the pavement and a pipe is
driven under the slab at a sufficient distance to transport the
grouting material to the desired location.

 Patch repairs:
 The patching can be done for full depth or partial depth,
depending upon the condition of the damaged or deteriorated
surface area of the road.
 For shallow depressions, the treatment consists in scraping out
all the loose material from the depressed portion and it is
followed by a covering of neat cement grout over the surface.
The grouted portion is then covered up with stiff concrete mix.
 The use of epoxy can be made for successful patch repair work.
After applying the coat of epoxy, the surface is covered with sand
and then a layer of bituminous concrete is laid. The sand
prevents the slippage of the surface coat. The epoxy serves not
only as an adhesive but also as a barrier for moisture between
the bituminous concrete and previous surface.
 For deep depressions, the full depth of defective portion of
pavement is broken, removed and replaced by fresh cement
concrete. The surface is manually finished with floats, trowels
and edging tools. The concrete is covered with curing protection
and when the surface has become sufficiently hard, the traffic is
allowed to pass over the repaired pavement.
 If the defective area for full depth patch repair is more, the
precast slabs can be used instead of cast-in-situ concrete work.
After breaking and removing the damaged portion of road
surface, the precast slab is suitably placed with the help of a
 crane and it is then adjusted with the level of the existing road
surface.

 Treatment of cracks:
 The cracks in cement concrete roads can be divided in the
following two categories:

 Structural
cracks
 Temperature cracks.

 Structural cracks:
 The formation of structural cracks in cement concrete roads
should be considered as a serious phenomena. The reasons for
the development of such cracks should be properly investigated
and then only the remedial measures should be applied. The
maintenance expenditure incurred on the repairs of the
structural cracks will go to waste, if the root cause responsible
for such cracks is not attacked and removed.
 Temperature cracks:
 These cracks are in the form of fine cracks or hair cracks in the
initial stage and they widen out subsequently. The repair work
of temperature cracks is carried out as follows:
(a) The cracks are thoroughly cleaned of dirt, sand and other loose
particles. For this purpose, a sharp tool, a stiff brush and a pressure
blower are used.
(b) For facilitating proper bonding of the sealing material, the surface
of cleaned crack is coated with kerosene oil.
(c) The cracks are filled by bituminous sealing compound of suitable
grade after heating it to liquid consistency.
(d) The sealer is placed upto about 3 mm above the level of the slab
along the cracks,
 OR
Q.5 (a) Explain recycle aggregate pavement as per IRC: 120
(RAP). 03
Ans.
 Recycling of pavement is the process in which the existing
pavement materials are reclaimed and re-used after
reprocessing for either (a) resurfacing, or (b) repaving, or (c)
reconstruction of pavement depending upon the condition of
the existing pavement, the nature of the reclaimed materials,
the method of reprocessing, and the treatment that the
pavement requires.
 The justification for reclaiming the pavement materials,
consisting mainly of aggregates and bituminous binders, is both
environmental as well as economic.
 The aggregates existing in the pavement are part of natural
resources drawn from the environment and should not be
simply dumped at dump sites if a pavement fails or becomes
unserviceable because it will cause damage to the environment,
which will be further accentuated by extracting more virgin
aggregates from the environment in replacement of the wasted
materials.
 Economic justification comes from the utilization of the bitumen
already existing in the pavement, which reduces the
requirement of expensive virgin bitumen.
Q.5(B) Write a short note on Ultra-thin white topping as per
IRC SP-76. 04
Ans.
What is Whitetopping ?

 Whitetopping is defined as a Portland Cement Concrete (PCC)

overlay constructed on the top of an existing bituminous
pavement
 Whitetopping is thus PCC resurfacing (overlay) as a rehabilitation
or structural strengthening alternative on bituminous pavement

About Ultra-Thin White topping :

 PCC overlay of thickness equal to or less than 100 mm is classified

as Ultra-Thin White topping (UTWT).
 Bonding between underlying bituminous layer and overlaid PCC
layer is mandatory in case of Ultra Thin White topping. Milling the
existing bituminous surface to an average depth
of 25 mm is normally used to provide the bonding at the interface
between the existing bituminous surface and PCC overlay.
 Such bonding can be provided by some other methods also, but
milling is considered desirable because effective bond between the
existing and overlaid surface is absolutely essential for a better
performance of UTWT.
 High strength concrete with fibers is normally provided with closely
spaced joints (at interval of 0.6 to 1.25 m).
 Ultra thin white topping of 50 mm to 75 mm i.e. less than 100 mm
is generally not recommended for Indian condition
Q.5(C) Describe in detail stone matrix asphalt as per IRC SP-
79. 07
Ans.
 SMA is a gap graded aggregate asphalt hot mix that maximizes
the asphalt cement content and coarse aggregate fraction
 SMA provides a stable stone on stone skeleton that is held
together by a rich mixture of asphalt, cement, filler and
stabilizing additive

 The work shall consist of construction in a single or multiple layer

of fibre stabilized SMA for use as wearing course/binder course
on a previously prepared bituminous bound surface.
 The 13 mm SMA shall be used for wearing course with nominal
layer of thickness of 40 to 50 mm binder course the 19 mm SMA
shall be used for binder course with nominal layer thickness of
45-75 mm.
 The bitumen shall be viscosity grade paving bitumen conforming
to IS:73 or modified bitumen complying with IS:15462 and IRC:
SP:53 of appropriate type and grade capable of yielding the
specified design mix requirements.
 The coarse aggregate shall consist of crushed rock retained on
2.36 mm sieve. It shall be clean, hard, durable of cubical shape
and free from dust and soft organic and other deleterious
 substances. The aggregate shall satisfy the physical
requirements of SMA