B.L.

RAWAT
B.E.(HONS.), M.E.(HONS.),MBA EXECUTIVE ENGINEER (BUILDING CELL) PWD, CE OFFICE, JAIPUR

SECTION 1: DESIGN IRC GUIDELINES

IRC: 37-2001 GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS
IRC: 81-1997 GUIDELINES FOR STRENGTHENING OF FLEXIBLE ROAD PAVEMENTS USING BENKELMAN BEAM DEFLECTION TECHNIQUE

IRC: 37-2001 GUIDELINES FOR THE DESIGN OF FLEXIBLE PAVEMENTS

Scope It apply to design flexible pavement for Expressways, NH, SH, MDR and ODRs. Flexible Pavements includes bituminous surfacing, granular base and sub-base course conforming to IRC standards (section 400 and 500). These guidelines apply to new pavements.

 Recommended Method of Design IRC:37-1984 were applicable to design traffic upto 30 million standard axles (msa). Empirical methods have limitations regarding their applicability and extrapolation. IRC:37-2001 analytical method of design has been used to reanalyze the existing designs and develop a new set of designs for design traffic upto 150 msa.

 Design Approach and Criteria The flexible pavement has been modelled as a three layer structure and stresses and strains at critical locations have been computed using the linear elastic model FPAVE developed under the MORT&H Research Scheme R-56 Analytical Design of Flexible Pavements. 3 types of pavement distress

Vertical Compressive Strain at the top of the subgrade (Permanent Deformation). Horizontal Tensile Strain at the bottom of the bituminous layer (Fracture in bituminous layer). Pavement Deformation within the bituminous layer.

 Based on the performance of existing designs and using

analytical approach, simple design charts (Figs. 1 and 2) and a catalogue of pavement designs (Plates 1 and 2) have been added for use of field engineers.

Plate 1: Subgrade CBR value 2% to 10% and design traffic range from 1 msa to 10 msa for an average annual pavement temperature of 35 degree Celsius. Plate 2: Subgrade CBR value 2% to 10% and design traffic range from 10 msa to 150 msa for an average annual pavement temperature of 35 degree Celsius.

 Traffic Standard Axle Load: 8160 kgs. Initial traffic after construction CVPD (gross weight: 3 ton or more). Traffic growth rate during the design life in percentage by traffic survey or as per IRC:108 (if adequate data not available, take 7.5%). Design life in number of years (NH and SH: 15 yrs, Expressway: 20 yrs, other roads: 10-15 yrs). Vehicle damage factor VDF (for new roads: by axle load survey). Distribution of commercial traffic over the carriageway.

Indicative VDF values

Initial Traffic Volume CVPD
0-150 150-1500 More than 1500

Rolling/ Plain Terrain

1.5 3.5 4.5

Hilly Terrain
0.5 1.5 2.5

Distribution Factor
Carriageway Width Single-lane roads Two-lane single carriageway roads Four-lane single carriageway roads Dual two-lane carriageway roads Distribution Factor Total number of commercial vehicles in both directions 75% of total number of commercial vehicles in both directions 40% of total number of commercial vehicles in both directions 75% of the number of commercial vehicles in each direction

Dual three-lane carriageway roads

Dual four-lane carriageway roads

60% of the number of commercial vehicles in each direction

45% of the number of commercial vehicles in each direction

Computation of Design Traffic

n

N = 365X[(1+r)

- 1] X (A X D X F) /r

where, N= Cumulative number of standard axles in msa A= Initial traffic (CVPD) in the yr of completion of construction D= Lane distribution factor F= Vehicle damage factor n= Design life in years r= Annual growth rate of commercial vehicle in %age
x

A= P(1+r) P= Number of commercial vehicles as per last count x= Number of yrs between the last count and yr of completion of construction

 Subgrade
As per MORT&H Specifications for Expressway, NH, SH and

MDR: 97% compaction (modified proctor density as per IS:2720 Part 8). As per MORT&H Specifications for ODR and VR: 97% compaction(standard proctor density as per IS:2720Part 7). IRC:36 Recommended Practice for the Construction of Earth Embankments for Road Works should be followed. For Expressway, NH and SH, the material used for subgrade should have the dry density of not less than 1.75 gm/cc. Four day soaked CBR value should be determined as per IS:2720 Part 16 Methods of Test for Soils. Design should be based on the CBR value of the weakest soil type proposed to be used for subgrade.

Permissible Variation in CBR value

CBR (percent) 5 5-10 11-30 31 and above Maximum variation in CBR values (for 3 specimen) 1 2 3 5

Atleast 3 samples should be tested on each type of soil at the same density and moisture content. Where variation is more than the above, the design CBR value should be average of test results from atleast 6 samples and not 3.

Pavement Composition
Sub-base Course
Base Course Bituminous Surfacing

Sub-base Course
Plate 1: 1 to 10 msa and 2-10 CBR Plate 2: 10-150 msa and 2-10 CBR Sub-base course: natural sand, moorum, gravel, laterite, kankar, brick,

metal, crushed stone, crushed slag, crushed concrete or combination of materials. Granular sub-base course as per MORT&H Specifications Clause 401: 3 grading, passing 425 micron sieve, should have liquid limit and plasticity index not more than 25 and 6 respectively. The sub-base material should have minimum CBR of 20% upto 2 msa and 30% exceeding 2 msa. The thickness of sub-base should not be less than 150 mm for design traffic less than 10 msa and 200 mm for design traffic of 10 msa and above. The subgrade soil should have a minimum CBR of 2%. Where the CBR value is less than 2%, the design should be based on CBR value of 2% and a capping layer of 150 mm thickness of material with a minimum CBR of 10% should be provided in addition to sub-base. For stage construction, sub-base should be provided for ultimate pavement section for the full design life.

Base Course
Conventional Water Bound Macadam (WBM)
Wet Mix Macadam (WMM) Other equivalent granular construction

Minimum thickness: 225 mm for traffic upto 2 msa and 250 mm for traffic exceeding 2 msa.
Where WBM construction is adopted, for traffic

more than 10 msa, the thickness of WBM base should be increased from 250 to 300 mm (i.e. 4 layers of WBM grades II and III each of 75 mm).

Bituminous Surfacing
Wearing Courses: surface dressing, open-graded

premix carpet(PMC), mix seal surfacing(MSS), semidense bituminous concrete(SDBC) and bituminous concrete(BC). Binder Courses: Bituminous Macadam(BM)recommended upto 5 msa and Dense Bituminous Macadam(DBM)-recommended for more than 5 msa. For practical purposes 10 mm BM can be taken as equivalent to 7 mm DBM for modifying the thickness of DBM layer.

 Mastic Asphalt may be used at locations like bus-stop,

roundabouts, intersections and bridges. Where the wearing surface adopted is open graded PMC of thickness upto 25 mm, the thickness of surfacing should not be counted towards the total thickness of the pavement as such surfacing will be purely for wearing and will not add to the structural capacity of the pavement. For traffic exceeding 150 msa, the pavement design appropriate to 150 msa may be chosen and further strengthening carried out to extend the life at the appropriate time based on pavement deflection measurements as per IRC:81.

Substitution of DBM
180 mm DBM = 125 mm DBM + 75 mm BM
240 mm DBM = 185 mm DBM + 75 mm BM 75 mm of BM = 55.85 mm of DBM

Design of Pavements of Expansive Soils

Potentially expansive soils, such as, black cotton soils are

montmorillonite clays and are characterized by their extreme hardness and deep cracks when dry and with tendency for heaving during the process of wetting. Amount of volume change depends on:
The dry density of the compacted soil The moisture content Structure of soil and method of composition

Expansive soils swell very little when compacted at low

densities and high moisture content but swell gently when compacted at high densities and low moisture. A minimum density of 95% (standard proctor density) and 1-2% wet of OMC should be achieved in the field.

 Design CBR 4-day soaked CBR Buffer Layer Non-expansive cohesive soil cushion of 0.6-1.0 m thickness Blanket Course Where buffer layer is not economically feasible, atleast blanket course of 225 mm thickness and composed of coarse/medium sand or NP moorum having PI less then 5, should be provided on the expansive soil subgrade as sub-base over the entire formation width. Alternatively, lime-stabilised black cotton sub-base.

 Drainage Normal camber 1:40 for the black top surface. Cross slope of 1:20 for the berms. No standing water on either side. Minimum height of 1 m between subgrade level and highest water level. Bituminous Surfacing Desirably, 40 mm thick bituminous surfacing. Shoulders Impervious material. Lime stabilised black cotton soil shoulder of 150-200 mm thickness.

SECTION 2: CONSTRUCTION??????

SECTION 3: MAINTENANCE
Part I

The Government has ordered that all potholes in Rajasthan will be filled within next 48 hours

KANDHAL

B. L. RAWAT

B. L. RAWAT

B.L. RAWAT

KANDHAL

KANDHAL

KANDHAL

What should have been done!

KANDHAL

KANDHAL

KANDHAL

IRC: 81-1997 GUIDELINES FOR STRENGTHENING OF FLEXIBLE ROAD PAVEMENTS USING BENKELMAN BEAM DEFLECTION TECHNIQUE
Scope To evaluate strengthening requirement of existing flexible road pavements using the Benkelman Beam Deflection Technique. The recommendations based on the finding of MOST Research study (R-6).

 Basic Principles of Deflection Method The deformation or elastic deflection under a given load depends on:

Subgrade soil type Moisture content and compaction Thickness and quality of the pavement courses Drainage conditions Pavement surface temperature

The deflection is measured by Benkelman Beam which

consists of a slender beam 3.66 m long pivoted at a distance of 2.44 m from the tip. Deflection may be rebound or residual.

Rebound deflection is related to pavement performance. Residual deflection is due to non-recoverable deflection.

 Procedure Pavement Condition Survey

Criteria for Classification of Pavement Sections
Classification Good Fair Poor Pavement Condition No cracking, rutting less than 10 mm No cracking or cracking confined to single crack in the wheel track with rutting between 10 mm and 20 mm Extensive cracking and/or rutting greater than 20 mm. Sections with cracking exceeding 20% shall be treated as failed.

 Actual Deflection Measurements

In each road section of uniform performance, minimum of 10 points should be marked at equal distance in each lane of traffic for making the deflection observation in the outer wheel path. The interval between the points should not be more than 50 m. For roads having more than 1 lane, the points marked on adjacent lanes should be staggered. For lane width less than 3.5 m, measurement points should be 60 cm from pavement edge. When lane width is more than 3.5 m, 90 cm from edge. For divided 4 lane highway, it should be 1.5 m from edge.

 Correction for Temperature Variation The standard temperature is recommended to be 35C. Correction = 0.01 mm per C change from standard temp. The correction will be positive for temperature lower than 35C and negative for temperature higher than 35C. The measurement should be made at a depth of 40 mm in a hole of about 45 mm deep and about 10 mm diameter, drilled in the pavement and filled with glycerol.

 Correction for Seasonal Variation The measurement should be taken during the season when the pavement is in its weakest condition, i.e. soon after the monsoon. When deflections are measured during the dry months, they will require a correction factor which is defined as the ratio of the maximum deflection immediately after monsoon to that of the minimum deflection in the dry months. The correction factor depends on:

Type of subgrade soil Moisture content Average annual rainfall

For this purpose, subgrade soil is divided into 3 categories: Sandy and gravel Clay with low plasticity (PI 15) Clay with high plasticity (PI > 15)

 Rainfall has been divided into 2 categories:

Low rainfall (Annual rainfall 1300 mm) High rainfall (Annual rainfall > 1300 mm)

Moisture content factors shall be obtained from charts

for given field moisture content, type of subgrade soil and annual rainfall. For field moisture content, sample should be taken from 15 cm below subgrade level and 0.6 to 0.9 m from the edge, in each km.

 Analysis of data for Overlay Design Characteristic Deflection

For NH and SH: Dc = X + 2 For other roads: Dc = X + Dc = Characteristic deflection, mm X = Individual Deflection, mm = Standard Deviation, mm

 Design of Overlay The overlay thickness design from Overlay Thickness Design Curves. It depends on:

Characteristic deflection Million Standard Axle (msa)

It gives the thickness in terms of Bituminous Macadam (BM)

Overlay in mm. Equivalency factor

1 cm BM = 1.5 cm WBM/ WMM/ BUSG 1 cm BM = 0.7 cm DBM/ AC/ SDC

From structural considerations, the recommended minimum

bituminous overlay thickness is 50 mm BM with an additional surfacing course of 50 mm DBM or 40 mm BC. Before implementing the overlay, the existing surface should be corrected and brought to proper profile by filling the cracks, pot holes, ruts and undulations. No part of the overlay design thickness should be used for correcting the surface irregularities.

SECTION 3: MAINTENANCE
Part 2

 High traffic/axle loads Inadequacies in initial design /specifications Inadequacies in construction standards Lack of support from underlying layers Environmental factors such as oxidation of binder,

ingress of water etc.

Overloaded Trucks

VEHICLE DAMAGE FACTOR

Liddles Definition The equivalence factor of axle is defined as the No. of passes of an axle carrying a standard load of 8160 kg. Which would do the damage to the road as on passes of the axle in consideration

VDF =

p [x/s]

X p S

= = = = =

Load on axle 4 6.00 tonne for single-wheel single axle 8.16 tonne for dual-wheel single axle 15.2 tonne for dual-wheel tandem axle

METHOD OF AXLE LOAD SURVEY

Static methods TRRL Portable Weigh Bridge.

Wheel Weighing Pad (IRD-WW-6100)

Dynamic methods WeighinMotion Technology (WIM)

Strain Guage (German Design) Hydraulic Displacemetn (German Design) Piezometric Quartz Crystal (French Design) Co-axial Cable Pressure Sensitive Piezo-Electric Meter (French Design)

LEGAL PROVISIONS

Motor vehicle Act: 1988 Sec.113 limits the driving of any vehicle which

exceeds the prescribed load

Sec. 114

empowered the transport deptt. To get

such vehicles weighted and requires the drivers to off-load the excess weight at his own risk

Sec. 194 Sec. 200

punishment to violate of sec. 114 compounding the fee

Inadequate drainage system

Inadequate design/drainage system

Cracking
Disintegration Distortion

Alligator cracking

Cracking

Edge cracking

Reflective cracking

Cracking

Longitudinal Cracking

Transverse cracking Block cracking

Slippage cracking

Alligator cracking
Closely spaced crack pattern similar to that pattern on an alligators back. Alligator cracking is well recognized as fatigue cracking.

Alligator cracking

Causes of Alligator Cracking

Pavement is stressed to the limit of fatigue life by repetitive

axle load repetitions.

Loads which are too heavy for pavement structure or more

number of repetitions of a given load than considered for the design

Inadequate pavement thickness, inadequate design and lack

of quality control

Causes of Alligator Cracking

Inadequate pavement drainage due to which the underlying

layers becomes saturated and lose strength.

High strains experienced by the bituminous layers when the

underlying layers are weakened by excess moisture and fail prematurely in fatigue

Slippage Cracking
Slippage

is the relative movement between the surface

layer and the layer beneath

They

show up first in the areas where vehicles brake, turn

and accelerate.
Slippage

cracks form a U-shape with top of the U pointing

in the direction in which force is applied.

Slippage cracking

Causes
Poor bonding between the surface bituminous layer and

the next underlying layer in the pavement structure.

Turning wheels can cause the pavement surface to slide

and deform.
High stress due to braking and acceleration movements.

Edge cracking

Cracking only located within 1 to 2 feet of the edge of

the pavement.

Failure begins at the edge of the pavement and

progresses toward the wheel path.

Pavement edge distress can worsen the wheel path

condition as it allow moisture to enter into the sub grade soils and base materials.

Edge cracking

Causes
Lack of lateral support from the shoulder. Excessive traffic loading at the pavement edge.

Inadequate surface drainage, especially during flooding conditions. Inadequate pavement width which forces traffic too

close to the pavement edge.

Pavement Crust Composition

Bituminous Surfacing

Base course
Subbase

Disintegration
Disintegration

is the break-up of the pavement structure.

It

involves loss of individual pieces or the separation of

the individual components of the bituminous from each

other.

Disintegration

typically takes the form of ravelling,

stripping and pot holes.

Ravelling

Dislodgement of aggregate particles. It begins with the blowing off of the fine aggregates

leaving behind pock marks on the surface.

Failure of binder to hold the aggregate shown up by

pock marks or eroded areas on the surface.

Ravelling

Ravelling

Causes of Ravelling
Poor adhesion of bitumen binder to aggregate particles due

to wet aggregate and also dust coating on the aggregates.

Inadequate compaction during construction does not permit

the development of sufficient cohesion in asphalt mixture.

Use of inferior quality aggregate resulting in fracture,

crushing and opening of new faces.

Stripping
Stripping

is the separation of asphalt films from aggregate surfaces primarily due to the action of water. loss of bond between aggregates and asphalt binder.

The

Stripping

begins at the bottom of the bituminous layer and progresses upward. stripping starts at the surface and progresses downwards it results in ravelling.

When

Stripping

Stripping of aggregate

Causes
Stripping is a difficult distress to identify because the surface manifestations can take numerous forms: rutting shoving, corrugations, ravelling or cracking.

Inadequate Pavement Drainage Inadequate Compaction Excessive dust coating or inadequate drying of aggregate Use of Hydrophilic aggregates without anti-stripping agents

DEFINITION
STRIPPING THE DISPLACEMENT OF BINDER FROM THE

SURFACE OF AGGREGATES USUALLY BY THE ACTION OF WATER OR THE COMBINED ACTION OF WATER AND TRAFFIC.
IS:6241-1971 (SUBJECTIVE / VISUAL OBSERVATIONS)

Example of Stripping

Example of Stripping failure

Tonk road, Jaipur

Example of Stripping

STRIPPING TEST
As per IS : 6241-1971

Stripping test, without anti-stripping compound and with compound

DIFFERENT ADHESION TESTS

Static Immersion Test
24hrs temperature of 40 C

Dynamic Immersion Test

Chemical Immersion Test Mechanical Immersion Test Immersion Trafficking Test

Mechanically Agitated

Sodium Carbonate Immersion

Ratio of Properties after immersion 25 cycle/minute Solid-tyre wheels 20Kg weight temperature of 40 C

TEST RESULTS OF AGGREGATE AND STRIPPING VALUE WITH ANTI-STRIPPING COMPOUNDS

S. N. Name of Quarry/ Location (Aggregate) Sp.gr. (gm/cc) Water absorption (%) Impact Value Without (%) anti-strip Stripping value Anti-stripping agent 'C' (% by wt. of bitumen) 0.25 0.5 0.75 1 1.25 5 20 35 25 15 30 20 5 20 10 15 25 10 25 10 35 15 5 15 20 5 5 25 10 5 15 5 5 10 5 15 5 20 10 0 10 5 5 0 10 5 0 5 0 0 5 0 10 0 10 5 0 5 0 0 2 0 0 0 0 0 5 0 0 5 0 5 0 5 0 5 0 2 5 2 2 0 2 5 0 2 0 0 0 0

1 2 3 4 5 6 7 8 9

Gunawata Bagru, Chitroli Chandwaji Bassi (Hardi) Harmada Bassi (Jhar) Khertal, Alwar Moda Pahad, Jhunjhunu Ghad, Tonk Tolamal, KSG Nareli, Ajmer Palara, Ajmer Makreda, Ajmer Masuda, BSR Guhana, BWR Kalinjar, BWR Jawaja, Ajmer

2.58 2.54 2.61 2.64 2.65 2.69 2.60 2.65 2.64 2.65 2.65 2.62 2.6 2.69 2.78 2.7 2.73

(i) JAIPUR ZONE 0.4 20.58 0.77 21.97 0.24 18.23 0.09 20.8 0.14 23.02 0.32 21.78 0.17 14.59 0.53 11.5 0.27 24.37 (ii) AJMER ZONE 0.34 20.46 0.14 19.48 0.46 30.45 0.60 24.94 0.15 16.56 0.20 17.72 0.10 16.64 0.27 21.09

80% 98% 90% 90% 95% 95% 85% 45% 95% 50% 85% 90% 95% 70% 80% 80% 90%

10 11 12 13 14 15 16 17

S. Name of Quarry/ Sp.gr. Water Impact Stripping value N. Location (gm/cc) absorptio Value (%) Without Anti-stripping agent 'C' (% by wt. of (Aggregate) n anti-strip bitumen) (%) 0.25 0.5 0.75 1 1.25 18 Nagaur, HMP 2.70 0.62 18.99 70% 65 60 50 30 20 19 Balaji, NGR 2.71 0.67 19.41 70% 60 55 30 25 20 20 Jahajpur, Bhil. 2.79 0.29 19.9 40% 0 0 0 0 0 (iii) JODHPUR ZONE 21 Devari Mata 2.61 0.05 18.04 50% 10 5 0 0 5 22 Bhinmal-Jalore 2.59 0.34 15.94 45% 5 5 0 0 0 (iv) BIKANER ZONE 23 Randhisar 2.64 0.40 13.12 55% 10 5 0 0 0 24 Bhappi, BKR 2.57 1.45 19.88 40% 30 30 15 10 10 (v) UDAIPUR ZONE 25 Kanpura, UDR 2.81 0.16 22.39 40% 25 15 10 5 5 26 Rajnagar 2.81 0.05 24.79 80% 80 80 75 20 5 27 Manpur, CGH 2.65 0.19 18.48 40% 15 10 10 5 5 (vi) KOTA ZONE 28 S. Madhopur 2.65 0.60 19.00 60% 20 10 5 0 0 29 Basani, Bundi 2.67 0.50 16.95 80% 25 15 10 5 0 30 Satoor, Bundi 2.6 0.63 20.37 15% 0 0 0 0 2 31 Nanta, Kota 2.54 1.20 18.31 65% 15 10 5 0 0 32 Anantpura 2.56 1.00 21.71 75% 5 5 0 0 0 33 Baran quarry 2.56 0.77 19.15 70% 5 5 0 0 0 34 Baran (HMP) 2.6 0.75 22.22 80% 20 15 10 5 0 35 Jhalawar 2.5 1.56 19.96 70% 7 5 5 0 0 36 Teen-Dhar 2.51 1.2 14.75 85% 5 0 0 2 2 Jhalawar

TEST RESULT OF STRIPPING VALUE ACCORDING TO TYPE OF STONE

SI No. Aggregate Antistripping Agent % (By wt. of Binder) 0.0 % 0.25 % 0.50 % 0.75 % 1.0 %

1.
2.

Basalt
Limestone

50 %
25 %

15 %
10 %

5%
2%

0%
0%

2%
5%

3.
4.

Sandstone
quartzite

35 %
80 %

15 %
45 %

3%
10 %

2%
5%

2%
5%

MoRTH SPECIFICATIONS FOR ANTI-STRIPPING COMPOUND

S. No.
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. Appearance Odour Specific gravity 270 C Pour Point 0C Maximum Flash point 0 (COC) minimum Water content per cent Vol. Maximum Solubility in diesel oil (HDO or LDO) in the ratio of 2:98 at 500 C Total base value mg KOH/g minimum Nitrogen content per cent Wt. Minimum Stripping value with bitumen containing 1 per cent Wt. Anti-stripping compound at 400 C 24 hours Under water coating test Thermal stability at 1630 C for 5 hours Boiling water test per cent minimum coating Retained Marshall stability per cent minimum

Test
Visual

Method
Smelling IS: 1202-1978 IS :1448 IS :1448 IS :1448 As given at clause 6.2.1 ASTM D 664 Elemental Analyzer IS: 6241. As given at clause 6.2.2 Clause 6.2.3 Clause 6.2.4 ASTM D 3625 As given at clause 6.2.5

Limit
Liquid/Solid Agreeable 0.860-1.03 42 150 1.0 Complete 200 7.0 No stripping Complete coating Should not lose its efficacy 95% 75%

TESTING OF ANTI- STRIPPING COMPOUNDS

S. No. Test Method Limit Anti stripping Compound Test results Compound Compound Compound "A" "B" "C" Liquid Semi-liquid Semi -liquid paste paste Agreeable Agreeable Agreeable Black Brown Dark Brown 16C 33C 36C 212 C 142 C 148C 100% 100% 100%

1.
2. 3. 4. 5. 6.

Appearance
Odour Colour Pour point C Maximum Flash point C Minimum Solubility in diesel oil (HDD or LDO) in the ratio of 2:98 at 50C) Stripping value with bitumen containing I% wt. Under water coating test Thermal stability at 163C 5 hours Retained Marshall stability % Mini mum

Visual
Smelling Visual IS:1448 IS: 1448 MoRTH specification IS:6241 MoRTH specification MoRTH specification MoRTH specification MoRTH specification

Liquid / Solid
Agreeable 42C 150C Complete

7.

No stripping

Table -5

Table -5

Table -5

8. 9.

10.

Complete coating Should not lose its efficiency 75%

95% 98%

90% 90%

100% 100%

80 .00%

93.39%

98 .57%

MoRTH CIRCULARS
1.

D.O. No. RW/PL-30(95)/77

Date- 15/4/85

Use of Anti-stripping chemicals for bituminous Road works ANSTRIP, HINUAT TR 100
2.

RW/NH/VI/50(8)/84-NH Std

Date- 19/8/87

Use of anti-stripping compounds in bituminous mixer-Guidelines there in

3.

RW/NH/VI-50(8)/88/NH Std
RW/NH-VI-50(8)/84-NH(Std.) DO-II

Date- 9/10/87
Date- 15/4/88

Use of anti-stripping compounds in bituminous mixer-Guidelines

4.

Use of anti-stripping compounds in bituminous mixers Guidelines regarding P.W.D. Rajasthan

1.

F.11/meeting/OC/EE (D&T) D-483

Date- 1/8/2001

Potholes
Potholes

are relatively small hole that goes through the

bituminous surface and down in the base course.

Frequently

on pavements

having thin bituminous

courses (25-50 mm) and rarely occurs on pavements with thickness more than 100 mm

Pothole

Causes
Ravelling, stripping or cracking of the pavement surface.

Improper drainage facilities both surface and subsurface.

Freeze and thaw cycles. Engagement of pavements without renovation, even after

expiry of design period.

Distortion
Distortion is characterized by a permanent change in the

shape of the pavement or pavement layer. Different

forms of distortion in flexible pavements are:

1. 2. 3.

Rutting (rural highways) Corrugations (urban intersections) Shoving (urban sections)

Rutting

Ruts are depressions which occur in the wheel path Rutting in bituminous layers is generally not significant. Rutting is significant if the bituminous layers, underlying

layers or subgrade soil is overstressed and significant densification or shear failure occurs.

Rutting

Causes
Inadequate compaction of pavement layers. Improper Drainage

Most common causes of rutting in a bituminous layer are

High Asphalt Content Use of too many rounded particles in both coarse and

fine aggregate.
Use of excessive fines.

Conclusions
Adequate Design Adequate Specification Adequate Construction Standards Proper Drainage Quality Control Proper Maintenance

Open for Discussion

Recommended type and thickness of Bituminous wearing courses under different situations
Sl. No. Type of Base/Binder course Type of Bituminous Wearing Course Annual Rainfall L: <1500 mm M: 1500-3000 mm H: >3000 mm L and M Design traffic (msa)

1.

WBM,WMM, Crushed Macadam, Built up Spray Grout

20 mm PMC with sand seal coat 20 mm PMC with liquid seal coat 20 mm MSS Type A or B

<10.0

L, M and H L,M and H

<10.0 <10.0

2.

Bituminous Macadam base/binder course

25mm SDBC
20 mm PMC with liquid seal coat 20 mm MSS Type A or B

L,M and H
L,M and H L,M and H L,M and H L,M and H L,M and H

<10.0
<10.0 <10.0 >5<10 10 100

3.

Dense Bituminous Macadam

25mm Bituminous Concrete (BC) 40mm BC 50mm BC

In applying the above recommendations, the following points should be kept in view: In case where a pavement is decided to be developed in stages, the surfacing should correspond to that for the design stage. As far as possible, wearing course amenable to laying with paver-finisher should be adopted over paverfinished base/binder course. Expensive surfacing like, Bituminous Concrete should not be provided directly over manually laid granular bases.

Criteria for the selection of grade of Bitumen for Bituminous Courses (IRC:37-2001)
Climate Traffic(CVD) Bituminous Course BM, BPM, BUSG BM, BPM, BUSG DBM, SDBC, BC Grade of Bitumen to be used 60/70 80/100 60/70

Hot Moderate/Cold Any

Any Any Heavy Loads, Expressways, Urban Roads

Hot/ Moderate Cold

Hot/ Moderate Cold

Any Any
Any Any

Premix Carpet Premix Carpet

Mastic Asphalt Mastic Asphalt

50/60 or 60/70 80/100

155 30/ 40

Selection Criteria for Viscosity-Graded (VG) Paving Bitumen Based on Climatic Conditions (IRC:111:2009)
Lowest Daily Highest Daily Mean Air Temperature, C Mean Air 20 to 30C More than 30C Temperature, C Less than 20C More than -10 -10C or lower VG-10 VG- 10 VG- 20 VG- 10 VG- 30 VG- 20

Types of Dense Graded Bituminous Mixes, their Mixes, their Use, Number of Layers and Layer Thickness
Specification Dense Bituminous Macadam (DBM) Semi- Dense Bituminous Concrete (SDBC) Purpose Base/ Binder Course/ Overlay for Strengthening Wearing Course Number of Layers Single or Multiple Thickness of each Layer 50 mm 100 mm

Single

25 mm 40 mm

Bituminous Concrete (BC)

Wearing Course

Single

25 mm/ 40 mm/ 50 mm