STEPS FOR BETTER QUALITY CONTROL

OF ROAD WORKS

Rajib Chattaraj
Astt. Chief Engineer
NH Wings, PW(R)D

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 CROSS SECTION & STRUCTURAL
COMPONENTS OF A FLEXIBLE PAVEMENT
 NON-BITUMINOUS WORKS
 A. Sub-grade/Embankment.
i) Maximum dry density requirements of embankment
and sub-grade materials (as per table 300-1 of 5th
Revision) are as follows:
Sl. Type of Work Maximum laboratory dry
no. unit weight tested as per IS:
2720 (modified proctor
method) (part-8)
1. Embankments up to 3 mt. height, not Not less than 1.52 gm./c.c.
subjected to expensive flooding
2. Embankments exceeding 3 mt. height or Not less than 1.6 gm./c.c.
embankments of any height subject to
long period of inundation.
3. Sub-grade and earthen shoulders/ Not less than 1.75 gm./c.c.
verges/backfill.

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 Apart from that, the required CBR value, as specified in
design, if any, should also be achieved.
 If the soil is unsuitable to satisfy the above criteria, it should be
replaced by suitable soil or modified by suitable methods.
 ii) After excavation, before putting on the subsequent layers,
compaction of ground supporting sub-grade or embankment
has to be done in accordance to cl. no. 305.3.4 of 5th.
Revision.
 iii) Field density has to be checked in accordance with IS:
2720 (part 28, Sand replacement method) as per clause
903.2.2 of 5th revision. Degree of compaction compared with
laboratory maximum dry density for sub-grade and earthen
shoulders should not be less than 97% and for
embankment it should not be less than 95%. (Table 300-2
of 5th Revision).
 According to clause no. 903.2.2 of 5th revision, the acceptance
criteria for tests on density is as follows :

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IV)
TOLERANCE OF SURFACE LEVELS OF SUB-GRADE IS + 20
MM (AS PER TABLE 900-1 OF 5TH REVISION).

Picture of rolled and levelled subgrade

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 B. Granular Sub-Base (GSB)
 (i) When GSB layer is comprised of two layers- upper &
lower, the upper GSB layer should be treated as
drainage layer and the lower GSB layer should be
treated as separating/ filler layer.
 [As per cl. 7.2.1.3 of IRC: 37 (2012)]

 (ii) The materials chosen for GSB should be such that

physical requirements as per table 400-2 of 5th
Revision are satisfied.

Aggregate Impact IS: 2386 (Part 4) or IS: 40 Maximum

Value (AIV) 5640
Liquid Limit IS: 2720 (Part 5) Maximum 25

Plasticity Index IS: 2720 (Part 5) Maximum 6

CBR at 98% dry IS: 2720 (Part 16) Minimum 30 unless

density (at IS: 2720- otherwise specified in
Part 8) Continued .............. the Contract
 The required CBR value as specified in design should
also be achieved with the minimum value of 30%.
Material passing through sieve size 425 micron has to be
taken for testing of liquid limit and plasticity index.
 (iii) For all important roads, use of laterite, moorum type
of material in GSB should be avoided even if these
materials would meet the required criteria of liquid limit
and plasticity index after mixing some amount of sand. It
is experienced that chances of these material forming
cake are much more and thereby blocking the drainage
of pavement which would result in
cracks/settlement/failure of the much costlier upper
layers of the pavement.

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 Field checking of Sub-grade layer done with laterite-moorum-sand
mixture which was discarded.
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 (iv) Design mix of GSB layer has to be prepared and
approved by competent authority which should comprise of
mix proportion of different ingredients, their physical
characteristics, combined gradation (i.e. Job mix formula),
Laboratory density (Modified Proctor maximum dry density
as per IS: 2720 Part: 8) and optimum moisture content.
 (v) Field checking of GSB would include gradation analysis
which should be close to the job mix formula and also within
the range of upper and lower limit, LL and p.i value for the
material passing 425 micron should be within specified limit,
the field density checked in accordance with IS: 2720 (part 28,
Sand replacement method) has to be achieved upto at least
98% of the laboratory density. [To test the layers
exceeding 150 mm but not exceeding 250mm in thickness and
for fine, medium & coarse grained soil, large pouring
cylinder method has to be adopted.]
 For control of compaction, same clause 903.2.2 of 5th.
revision as stated above shall be applied. The
frequency of the tests to be carried out will be as per
table 900-3 of 5th. revision.

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 (vi) Tolerances in surface levels is + 10 mm (in case of
flexible pavement) and + 6mm (in case o concrete
pavement) as per table 900-1 of 5th Rev.
 (vii) Grading III & IV of Table 400-1 of 5th. revision
being gap- graded is suitable for drainage layer. (Not
grading V & VI as mentioned in cl. no. 401.2.1 of 5th
revision, probably it is wrongly written there.)

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 (viii) During mixing, transporting & laying, upmost care
should be taken so that no foreign material specially
clay particles are mixed with GSB materials. If so,
during rolling and visual inspection such material should
be detected and removed.
 (ix) The tendency of stacking GSB materials at site for
days together should strictly be avoided. At the end of
each working day, no stack of GSB material should
be left at site without being laid.
 (x) GSB bed should be covered with subsequent upper
layer as early as possible soon after achieving desired
degree of compaction and level.

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 DRAINAGE LAYER AND SEPARATION LAYER
 There is a question here……. The drainage layer
should be the upper layer or the Separation layer ?

 Cl.7.2.1.3 of IRC 37 says that the sub-base should be

composed of two layers, the lower layer forms the
separation/ filter layer to prevent intrusion of
subgrade soil into the pavement and the upper
GSB forms the drainage layer to drain away
any water that may enter through surface
cracks. The drainage layer should be tested for
permeability and gradation may be altered to ensure
the required permeability. Filter and drainage layers
can be designed as per IRC: SP: 42-1994 and IRC: SP:
50-1999.
 The upper
GSB should be
drainage layer

Continued ..............
and lower GSB
should be the
separation
layer
 ROLLING OF GSB LAYER

Roller : Soil compactor with vibration facility on

front wheel, while the rear pneumatic tyres are
helping in getting good grip.
 Field Operation

Picture of Laying GSB material and the field testing of the

same

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CHECKING GRADATION OF WMM & GSB
MATERIAL IN FIELD LABORATORY
 C. Granular Base Course WBM/WMM.

 (i) WBM works are not generally been adopted in project

works, its use are more or less confined to maintenance
natured work only (deeper pot-holes mending). But
during maintenance natured work, wherever WBM is
done, it should be ensured that there is no
bituminous layer or any other impervious natured
layer underneath. In clause no.404.3.1 of 5th. revision
it is also stated in the same way. If so, even the deeper
pot-holes are also advised to be mended with bituminous
work. This is equally applicable in case of WMM too.

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 It is often experienced in site that WBM being a manual
operation, is not done following the proper norms. The coarse
aggregates are not rolled properly to ensure mechanical
interlocking, screening materials are stacked or dumped on
WBM bed blocking the voids to be properly filled up, the
grading of the screening material (type A & type B) and the
property of the binding material where ever required are not
as per specification etc. To avoid this, it is advised to follow
clause no 404 of 5th revision properly while executing this
item. In 5th. revision, grading-I of coarse aggregate(as that
was in 4th. revision) has been removed, only grading 2 and
grading 3 of 4th. revision has been retained. Changes have also
been made from 4th. revision to 5th. revision in grading of
type-B screening materials .
 (ii) Sand should be avoided to be used as fine aggregates with
stone chips as coarse aggregates, though it may result better
permeability but certainly at the cost of strength and stability
because the presence of natural sand will facilitate rutting.
 (iii) The materials chosen for WMM should satisfy the physical
properties as per table 400-12 of 5th rev.

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 (iv)The criteria of meeting the plasticity index value for the
material passing 425 micron is very important and crucial
for proper functioning of WMM. It is advisable to collect field
samples of WMM to test these criteria. By checking this, the
chances of mixing up clay particles/plastic fines with WMM
materials would be restricted. It is seen that mixing up of
clay particles or plastic fines with WMM materials is
one of the main ways of failure of WMM or more precisely
causes the failure of the bituminous layer laid over it. . Visual
inspection should also be done by experienced engineers to find
out the lumps if any, which are the sign of presence of plastic
fines. If such lumps are found on laid WMM bed, those should
be removed with surroundings and replaced by WMM
materials, not by stone dust or coarse aggregate alone. Then
proper rolling has to be done to achieve required degree of
compaction level so that by no chance, these spots remain as
weak spots. Regarding this, cl. 406.6 of 5th revision should be
followed.

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 (v) WMM (and also GSB) is unbound materials. Thus, plying
of vehicles over GSB and WMM bed is prohibited. In case
of construction vehicles, plying in restricted speed has to be
allowed.
 To avoid stripping of the materials from WMM bed, soon after
achievement of desired degree of compaction, level and drying
of surface moisture, WMM bed should immediately be primed
and after the curing time of the priming coat, it should be
covered by bituminous layer with no further delay.
 (v) Design –mix of WMM has to be prepared and approved by
competent authority which should comprise of mix proportion
of different size of aggregates, their physical properties,
combined gradation (i.e., job-mix formula) as per table 400-13
of 5th. revision, laboratory density (Modified Proctor dry
density as per IS: 2720 Part-8) and optimum moisture content.

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THE GRADATION OF WMM HAS BEEN CHANGED
AS PER IRC:109(2015)

NB: This criteria has been imposed to control excessive fines,

(even if passing 0.075 mm aggregate is less than 8%) which
in turn will avoid undesirable situation arising out of
separating 0.6 mm aggregate.
 (vi) Field checking of WMM would include gradation analysis which
should be close to the job mix formula and also within the range of
upper and lower limit, plasticity index value for the material passing
425 micron should be within specified limit, the field density(MDD)
checked in accordance with IS: 2720 (part 28, Sand replacement
method) has to be achieved upto at least 98% of the laboratory
density. [To test the layers exceeding 150 mm but not exceeding
250mm in thickness and for fine, medium & Coarse grained soil, large
pouring cylinder method has to be adopted.]
 For control of compaction, same clause 903.2.2 of 5th. revision
as stated above shall be applied. The frequency of the tests to
be carried out will be as per table 900-3 of 5th. revision.
 (vii) Tolerances in surface levels is + 10 mm (in case of mechanically
laid WMM) and + 15mm. (in case of manually laid WMM) as per table
900-1 of 5th Rev. For any correction of level, method as per cl.
406.6 of 5th rev. has to be followed.
 (viii) During mixing, transporting & laying, utmost care should be
taken, so that no foreign material specially clay particles are mixed
with WMM materials. If so, during rolling and visual inspection such
material should be detected and removed.
 (ix) The tendency of stacking WMM materials at site for days together
should strictly be avoided. At the end of each working day, no stack of
WMM material should be left at site without being laid.

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Acceptance criteria for degree of
compaction :

Continued ..............
Ref: IRC:109(2015)
Picture showing formation of lumps in WMM layer due to
presence of plastic fines
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Picture showing removal of damaged WMM mixed with plastic
fines
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PROBLEM THAT MAY OCCUR IN BITUMINOUS
LAYER OVER FAULTY WMM
 PRIMING OF BASE COURSE
A good prime coat should meet the following requirements:
1.It should penetrate at least 8 to 10 mm into the WMM.
2.It should normally be absorbed within 48 hours.
3.It should not be excessive on the surface of WMM. No prime coat is
better than excessive prime coat because the latter is detrimental to the
flexible pavement.
Cationic bitumen emulsion SS-1 Grade conforming to IS:8887
only and not as per ASTM D 2397 shall be used as primer.

Courtesy : Prof P S Kandhal

 CHECK-LIST CUM GUIDELINE FOR
BITUMINOUS WORK (DENSE GRADED MIX
LIKE DBM, BC)

 A. Mix design and selection of material related

 (i) Mix design of dense graded bituminous mixes is very
important and should be very carefully done. It has to
address strength, stability, durability, rut resistance,
fatigue resistance, resistance to temperature cracking,
moisture damage etc. so many things out of which many
are conflicting to each other. The ranges for different
criteria for Marshall Method of bituminous mix design has
been laid down in section 500 of 5th revision and IRC: 111
(2009). However, details of the Marshall Mix design
procedure are laid down in MS-2 of Asphalt Institute,
USA which is followed internationally.

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 (ii) The basic concept as well as the trick of success of the
bituminous mix design is to compact the mix to a desired
air void, not to compact the mix to its maximum possible
density like it is done in case of soil, non-bituminous mixes
and also non-dense graded bituminous mix like BM. This
desired air-void range of the mix is 3-5% compared with the
mix with no air void which is called theoretical maximum
specific gravity of the mix. This 4% air void (mid of 3-5) of
the mix is desired to be achieved after attaining the
saturation level of compaction that is generally achieved after
1-2 years of plying of traffic on the finished work which is
called secondary compaction. As per MS-2, it is advisable not
to depend on single criteria of mix design, but it is also said
that if one criteria has the maximum influence on the overall
durability and performance of the mix with desired level of
services, it is the appropriate level of air void. It is
internationally established fact that 4% air void is that
appropriate level after secondary compaction.

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Picture of the laboratory equipment for determining Maximum
Theoretical Specific Gravity of bituminous mix as per ASTM D 2041

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VIDEO OF THEORETICAL MAXIMUM SPECIFIC
GRAVITY TEST AS PER ASTM D 2041

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 Therefore, the main aim of the Marshall Method of
mix design is to achieve such a mix, so that the mix
attains air void nearing 4% after secondary compaction
where as it also meets the specified range of the other
criteria like stability and flow and three volumetric
properties -the first one is the most important air void or
void in mix, (VIM), and the other two are voids in
mineral aggregate (VMA) and voids filled by bitumen
(VFB). The ranges of these criteria is laid down in table
500-11 of 5th. revision. Density of the mix is also
determined though there is no specific range mentioned
because it depends on specific gravity of the individual
ingredient which may vary from source to source.

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REPRESENTATION OF VOLUMETRIC
PROPERTIES OF BITUMINOUS MIX

Ref: MS-2
Picture of taking Marshall Moulds, Moulds and the Marshall stability
testing Machine
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 It is established by international research that
volumetric properties of the mix are much more
important than physically measured criteria like
stability & flow for durability and overall performance of
the mix.
 iii) The items of Job-mix formula of dense graded
bituminous mixes should be as specified in cl. 505.3.3 of
5th rev./ Cl. 4.3 of IRC: 111.

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 iv) Gradation of DBM Gr- I and DBM Gr-II should be as
per table 500-10 of 5th Revision and that of BC Gr.-I and
BC Gr.-II should be as per table 500-17 of 5th Revision.
The same is also laid down in table 7 of IRC: 111 (2009).

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 As such nothing in particular has been mentioned in 5th Revision or
IRC: 111 about how to choose and fix the combined gradation of DBM or
BC mix. But it is an important aspect of mix design. In absence of that,
many engineers follows the mid-point gradation (mean of upper and
lower limit of each sieve size). It is not the best idea. Out of some school
of thoughts, optimising "void in Mineral Aggregate, VMA" is one
established way by international research for choosing the combined
gradation. 3 to 4 gradation curves may be derived by varying the
proportion of different sizes of mineral aggregates being within the
range of upper and lower limit. As least 2 sets (each set comprises of 3
samples) of Marshall moulds have to be cast with bitumen content
nearing design bitumen content of the particular mix under
consideration e.g. DBM Gr.-I, BC Gr.-II etc. and different parameters
say stability, flow, density and volumetric properties have to be
determined . The gradation curve which gives higher VMA and at the
same time satisfies the range of other criteria may be chosen as the
design gradation curve. The combined gradation curve which gives the
maximum density, cannot be chosen as the design gradation curve
because the aim is not to get the densest mix.
 The implication of Air void, VMA and Voids filled by bitumen has been
discussed in details in MS-2.
 (v) The minimum VMA criteria laid down in table 500-12 of 5th
revision is incomplete. Table 8 of IRC: 111 (2009) should be followed
regarding this.

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 (vi) There may be confusion in correctly interpreting the foot-note below
table 500-10 or table 500-17 of 5th revision, where in, it is stated that in
case aggregate have specific gravity more than 2.7, the minimum bitumen
content may be reduced proportionately. It is the minimum bitumen
content that may be reduced (i.e. 5.2% for BC gr-I, 5.4% for BC gr.-II like
that), but not the design bitumen content. The design bitumen
content as derived by proper design-mix cannot be reduced.
 vii) If the Water Sensitivity Criteria of the mineral aggregates used for
the mix are unable to satisfy the specified value as per table 500-8 of 5th.
revision, filler should be used (cl. 505.2.4 of 5th. revision). Hydrated
lime [Ca(OH)2] has been found by research to be the best filler in
bituminous mix. It is having the added advantage of anti-oxidant and anti-
stripping property. Cement as filler in bituminous mix has no role to play
as binding material (which is a result of chemical reaction with water in
cement-concrete structures) other than being a finely pulverised material
of a uniform range of size. Thus, cement as filler in bituminous mix
should be discouraged, being a costly material but its capacity not being
fully utilized in bituminous mix. Bag-house fines in Batch-Mix-Plant can
be a suitable alternative to be used as filler or more precisely saying as
fines. In that case, it should be appropriately taken into account of the
design-mix and rate analysis too.
 viii)As per cl. 505.3, F/B ratio should be from 0.6 to 1.2. Fines means
particles passing 75 micron and Bitumen here means effective bitumen
i.e., total bitumen added in the system minus the absorbed bitumen.
Construction Machinery: Paver & Tandem vibratory
roller
 Continued ..............
TANDEM VIBRATORY ROLLER
PNEUMATIC TYRE ROLLER
 Continued ..............
CHECKING CAMBER AT SITE
 viii) Selection of appropriate grade of binder i.e.,
bitumen is very important. Different criteria has been
laid down in different codes for this, which may create
confusion. However, the latest one regarding this issue has
been said in IS: 73 (2013)[ BIS code for paving grade
bitumen] after a lot of research [ in IIT, Madras]. It is as
per cl.5 of IS: 73 (2013), which may be followed.
It should be kept in mind
while deriving bituminous
layer thickness as per
IRC:37(2012) that the
plates showing the
thickness are all with VG-
40 above 30 Msa. So when
grade of bitumen is fixed
according to the
environmental condition,
the structural layer
thickness should be duly
taken care off.
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 ix) For modified bitumen, the designated IRC code is IRC:
SP: 53. But there is dispute whether to follow its 2002 version
as 2010 version. Therefore, it is advisable to follow BIS code for
modified bitumen i.e., IS: 15462 (2004).
 x) Wherever CRMB is used as modified bitumen, engineers
should be extra careful, so that the quality of CRMB reached at
site and before being consumed in HMP would meet the
required specifications as per codal provisions. Storage of
CRMB in storage tank in plant site for a longer duration is
strictly prohibited.
 xi) Wherever PMB is specified to be used, between elastomeric
and plastomeric variety of polymer modified bitumen, it is
advisable to use PMB (E) i.e., elastomeric variety.
 xii) The recommended grade of bitumen for Mastic Asphalt is
also different as laid dawn as per cl.516.2.1 of 5th. revision and
cl.3.1 of IRC: 107 (2013). It is advisable to use 85/25 grade of
industrial bitumen ( as per IS: 702) as recommended in IRC:
107 (2013) except in cold region where the temperature is
below 100C when paving grade bitumen VG-40 should be used
as recommended in 5th rev. [ Temperature should be the
guiding criteria, not altitude as it is stated in IRC: 107 (2013)].

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B. FIELD CHECKING OF BITUMINOUS WORK

 i) The range of temperature of dense graded

bituminous mix during different operations like
mixing, laying and rolling for different grade of
paving bitumen has been laid down in Table 10 of
IRC: 111 (2009) or table 500-2 of 5th. revision .
Maintaining correct temperature for different
operations is one of the key factor for the success of
bituminous pavement. So it should be strictly followed
and written record for temperature of the daily
bituminous work has to be maintained.

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 ii) For HPMs of batch mix type which is desired to be
employed for BC/DBM mix, the production of bituminous
mix have to be monitored by taking computer print outs
of at least first three batches, last batch and minimum
one print out of a batch per hour of production for
everyday's work.
 iii) For bituminous work of everyday, the print outs of the
consumption of aggregate and bitumen have to taken and
tallied with physical work at site and recorded in a
register which will time to time be checked by
departmental engineers and consultants wherever
employed.

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Picture of Batch type of Hot Mix Plant

The other variety of the HMP is Drum Mix type which is a

continuous process. It is desired to execute the dense
graded bituminous mix by Batch type Hot Mix Plant.

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 iv) Bitumen content of the mix have to be checked at
random throughout the day's work. Generally centrifuge
extractor machine (as per ASTMD 2172) is engaged
for determination of bitumen content. To test the
correctness of this equipment, bitumen content of a mix of
known bitumen content (which may be prepared in
laboratory by mixing with weighed aggregate and
weighed bitumen) may be determined and check + error
(if any) in % bitumen content. It may be taken into
account while testing bitumen content of the mix
produced from HMP with that centrifuge extractor
testing equipment. The tolerable limit of the bitumen
content from the design bitumen content is + 0.3% as
per provision of table 500-13 or table 500-18 of 5th
revision.

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Picture of bitumen extractor machine
v) After bitumen extraction test, gradation test of the mineral
aggregates (if sufficient aggregates are not available after extraction of just
one sample, two/three mix materials sample would be extracted) have to be
done and tallied with the approved design mix -- Job Mix Formula(not
with the range). The variation should be within the tolerable limit for
different sieve size as per provision of table 500-13 (for DBM) & table 500-
18(for BC) of 5th revision as the case may be or as per table 9 of IRC: 111
(2009).
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Register page showing the gradation test after bitumen extraction of
DBM mix

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 vi) Testing of field density of the bituminous layer is important.
As per cl. 505.3.5 of 5th revision, both for DBM and BC layer,
the field density of the bituminous layer should be at least 92
% of the theoretical maximum specific gravity of the mix
(Gmm) in accordance with ASTM D2041, obtained on the day
of compaction just after compaction with the roller (compaction
plant). Previously it is said, for embankment the minimum
density achievement criteria is 95%, for sub-grade it is 97%, for
GSB and WMM it is 98%. These % are compared with
laboratory density. But for dense graded bituminous mix,
it is 92% because it is compared with the density with no
void which is called the theoretical maximum specific
gravity. It is presumed that after the effect of moving traffic on
the finished work (which is called secondary compaction) for 1
to 2 years, the degree of compaction of the bituminous would
settle to a saturation point nearing 96-97% of theoretical
maximum specific gravity (Gmm) leaving 4 to 3% air void. In
this level of air void, the mix would be stable. If it is below 3%,
plastic deformation in form of rutting in bituminous layer will
occur, if it is above 5%, the mix will have enough space for
moisture damage and accelerated oxidation of bitumen causing
early damage of the mix. Air void level more than 5%, means
the mix may be deficient in bitumen content which will affect
durability and cause stripping, ravelling etc too.
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ACCEPTANCE CRITERIA FOR TESTS ON DENSITY SHALL
BE AS PER CLAUSE 903.4.2 WHICH IS AS FOLLOWS:

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 vii) It is also said in cl. 505.3.5 that core has to be taken
after 24 hours of laying and compacting the bituminous
layer, because before 24 hrs, it may not be enough hard or
sound to drill the core with defined cylindrical shape. But at
the same time, after 24 hrs, if it is detected that the desired
level of density has not been achieved, no rectifying measures
can be taken because after 24 hrs, the temperature of the
bituminous layer would come down to ambient level and at
that time further compaction would just have no meaning.
Here the advantages of instant digital density gauge (like
nuclear density gauge, electrical density gauge or such
attachment fitted with sophisticated compaction machineries)
may be taken while rolling operation is in progress. These
gauges, if duly calibrated, can give the idea of level of
compaction to an accuracy level of 98-99%, from where the idea
can be obtained whether further rolling is required or not
instantly, i.e., when the mix is still hot. But the result from
these gauges cannot be taken as acceptance or rejection
criteria. It is only to be done by taking cores from the laid and
compacted bed.

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Picture of Nuclear density gauge

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 viii) The tolerance in surface level of bituminous
base/binder course is +- 6mm and for wearing course
it is +- 6mm for machine laid and +-10mm for
manually laid as per table 900-1 of 5th revision. Provided,
however, that the negative tolerance for wearing course
shall not be permitted in conjunction with the positive
tolerance for base course, if the thickness of the former is
thereby reduced by more than the following limits :
 4mm for bituminous wearing course of thickness 40mm or
more
 3mm for bituminous wearing course of thickness less than
40mm
 5mm for concrete pavement slab
 ix) The procedure of determination of theoretical maximum
specific gravity of the mix has been laid down in Annex B
for IRC: 111 (2009) which is also an important part of mix
design.
 x) The other routine test/checks as per section 900 of 5th
revision. have to be carried out for both non-
bituminous(table 900-3) and bituminous work (table 900-
4).
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THANK YOU