WIDENING AND STRENGTHENING OF ROAD

ABSTRACT

The high growth number of vehicles will increase the movement and the
use of transport infrastructure. Road widening is one of the action that can
be used as the solution. However, this solution also increase the traffic
performance.

This is because people will switch to use the new road widened because
they believe this road can accommodate the existing traffic volume. For
finding out the effects of road widening towards the increasing of traffic
performance and road capacity, it is necessary to conduct a research and an
analysis.

The road network of any city is its lifeline and the evaluation of their
performance is very necessary for future traffic planning, design, operation
and maintenance, etc. Traffic flow in most cities of India is a mixed traffic
characteristics and also the traffic congestion is the common problem in
most major cities in India. In Bengaluru city, most of the roads are
congested and operate in Level of Service E or F. The objective of the
present study is to improve the performance operation of the urban road
network by proposing the proper alternatives to enhance the traffic
capacity.

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CONTENTS
1. INTRODUCTION
1.1. Site Overview ------------------------------------

1.2. Project Details -----------------------------------

2. MATERIALS ARE USED

2.1. Soil-------------------------------------------------
2.2. Stone Aggregate--------------------------------

2.3. Bituminous material---------------------------

2.4. Cement, cement mortar and cement concrete

3. GEOMETRIC DESIGN
3.1. Terrain Classification --------------------------

3.2. Design Speed ------------------------------------

3.3. Carriageway width -----------------------------

3.4. Camber -------------------------------------------

3.5. Horizontal Alignment -------------------------

4. COMPONENTS OF FLEXIBLE PAVEMENT

4.1. Granular Sub-Base (GSB) ---------------------

4.2. Wet Mix Macadam (WMM) -----------------

4.3. Prime Coat ---------------------------------------

4.4. Dense Bituminous Macadam (DBM) ------

4.5. Tack Coat -----------------------------------------

4.6. Bituminous Concrete (BC) --------------------

5. LAB TESTS
5.1. California Bearing Test (CBR) ----------------
5.2. Sand Replacement Method ------------------

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5.3. Proctors Test for Compaction of Soil ------

6.4. Sieve Analysis ------------------------------------

5.5. Penetration Value of Bitumen ---------------

5.6. Softening Point Test ----------------------------

5.7. Ductility Test -------------------------------------

6. CONSTRUCTION EQUIPMENTS
6.1. Excavators ----------------------------------------

6.2. Motor Grader ------------------------------------

6.3. Dozers ----------------------------------------------

6.4. Compacters ---------------------------------------

6.5. Sensor paver --------------------------------------
6.6. Bitumen Emulsion Sprayer --------------------

7. METHODOLOGY
7.1. Subgrade -------------------------------------------
7.2. Granular Sub-Base (GSB) -----------------------

7.3. Wet Mix Macadam (WMM) -------------------

7.4. Prime Coat -----------------------------------------

7.5. Dense Bituminous Macadam (DBM) ---------

7.6. Tack Coat -------------------------------------------

7.7. Bituminous Concrete (BC) ----------------------

8. CONCLUSION ---------------------------

9. REFERENCES ----------------------------

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1. INTRODUCTION

1.1 Site Overview

This project envisages widening of roads in Nandurbar district of Maharashtra.

Under this project single lane roads are modified as double lane roads. The
project includes the improvement roads connecting Molgi to Dab.

1.2 Project Details

Project type: SH- PROJECT (SH-3)

Civil contractor: Swastik Infrastructure PVT. Ltd

Company: R.R Construction PVT. Ltd

Project Guide: Memon Saad

Project cost: 10 crores

Location: Akkalkuwa Molgi road to Dab

Length of Road: 30 km

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2. MATERIALS ARE USED

2.1 Soil
Soils can be studied effectively if they are classified according to certain principles into a
definite system. A system is an ordered grouping of certain elements in a discipline
according to pre-defined principles. Just as classification or grouping is practised in
scientific disciplines such as chemistry, zoology and botany, it is used in Geotechnical
Engineering as well.
A soil classification system may be defined as a fundamental division of the various
types of soil into groups according to certain parameters such as its physical properties,
constituents or texture, field performance under load, presence of water and so on.
There are a few field identification tests have been developed for preliminary
identification in the field.

Need for Soil Classification:

Soil deposits in nature are never homogenous in character; wide variations are
observed in their properties and behaviour. Soils that exhibit similar average properties
may be grouped as a class. Classification of soil is necessary to obtain an appropriate
and fairly accurate idea of the properties and behaviour of a soil type.
A classification system is usually evolved with a view to assessing the suitability of a soil
for specific use as a construction material or as a foundation material. In view of the
wide variations in engineering properties of several soils, it is inevitable that in any
system of classification, there will be borderline cases which may fall into groups that
appear to be radically different under different systems of classification.
Hence, classification is taken only as a preliminary requirement to study the
engineering behaviour of a soil; special tests may become necessary in any project of
importance.

Requirements of a Soil Classification System:

The general requirements of an ideal soil classification system are:
(i) It should have a scientific basis.
(ii) It should be relatively simple and objective in approach.
(iii) The number of groupings and properties used as the criteria should be limited.
(iv) The properties considered should be relevant to the purpose of classification.
(v) A generally accepted uniform soil terminology should be used.
(vi) It should indicate the probable performance of the soil to a satisfactory degree of
accuracy.

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(vii) Group boundaries should be drawn as closely as possible where significant changes
in soil properties occur.
(viii) It should be acceptable to all engineers.
These are rather ambitious requirements and cannot be expected to be met by any
system, primarily because of the complex nature of soil, which does not lend itself to a
simple classification. Therefore, a soil classification system is probably satisfactory only
for the specific engineering application for which it was developed.
Although several classification systems have been developed, some being
relatively more elaborate and exhaustive than others, the following systems only
will be considered:
(a) Textural classification
(b) PRA system of classification (Group index method)
(c) Unified soil classification System
(d) Indian Standard Soil classification system

(a) Textural Classification:

Textural or grain size classification of soil is based on the particle size of the soil. Terms
such as gravel, sand, silt and clay are used to indicate the ranges of grain size. Natural
soil is invariably a mixture of particles of various sizes.
Although several textural classifications have been proposed, including the PRA system,
the MIT classification and the IS textural classification are considered here in view of
their wider acceptance.

MIT Textural Classification:

This was developed by the Massachusetts Institute of Technology, USA. The ranges of
grain sizes in this scale, along with the soil designations, are given below

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IS Textural Classification:
The ranges of sizes in the IS textural classification scale, along with the soil designations,
are given below: -

Textural Classification

2.2. Bituminous Materials:

Bitumen was used as a bonding and water-proofing agent thousands of years ago.
However, the use of bitumen for road-making picked up only in the nineteenth century.
As The quest for fuels like petroleum to run automobiles grew and the distillation of
crude oil Emerged as a major refining industry, the residues known as bitumen and tar
found Increasing use in constructing bituminous surfaces, which provided superior
riding surface.
The definition for the term, bitumen, given by the American Society for Testing
Materials (ASTM) runs thus:
“Bitumen is a hydrocarbon material of natural or hydrogenous origin, which is in a
gaseous, liquid, semi-solid, or solid state, and which is completely soluble in carbon

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disulphide (CS2).” Of course, bitumen is found to be soluble to a large extent in carbon

tetrachloride (CCl4) also. Bitumen is a complex organic compound and occurs either as
such in nature or can be obtained during the distillation of petroleum; it is generally
non-volatile and resistant to most acids, alkalis and salts.

Bitumen occurring in nature as rock intrusions invariably contains inert inorganic

materials or minerals; in such a case it is called asphalt. It is also found in lakes (as in
Trinidad), in which case it is called lake asphalt. However, in American terminology,
bitumen itself is termed asphalt, irrespective of whether it contains inorganic/mineral
matter or not. In India, the British terminology is used for the terms bitumen and
asphalt.

Important Properties of Bitumen:

1. Predominantly hydrocarbons, with small quantities of sulphur, nitrogen and metals.
2. Mostly (up to 99.9%) soluble in carbon disulphide (CS2), and insoluble in water.
3. Softens on heating and gets hardened on cooling.
4. Highly impermeable to water.
5. Chemically inert and unaffected by most acids, alkalis and salts.
6. No specific boiling point, melting point or freezing point; a form of ‘softening point’ is
used in their characterisation.
7. Although generally hydrophobic (water repellent), they may be made hydrophilic
(water liking) by the addition of a small quantity of surface-active agent.
8. Most bitumen are colloidal in nature.

Desirable Properties of Bitumen as a Road Material:

1. Workability – Bitumen should be fluid enough at the time of mixing so that the
aggregates are fully coated by the binder. Fluidity is achieved either by heating or by
cutting back with a thin flux or by emulsifying the bitumen.
2. Durability – There should be little change in viscosity within the usual range of
temperatures in the locality.
3. Volatile constituents in bitumen should not be lost excessively at higher temperatures
to ensure durability.
4. It should have enough ductility to avoid brittleness and cracking.
5. Strength and adhesion – The bitumen should have good affinity to the aggregates and
should not be stripped off in the continued presence of water.

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6. Cost-effectiveness.

A few more terms relating to bitumen/asphalt are:

Straight-Run Bitumen:
Bitumen derived from the refining of petroleum for which the viscosity has not been
adjusted by blending with flux oil or by softening with any cut-back oil or by any other
treatment. It generally has high viscosity.

Asphalt Cement:
A binder consisting of bitumen, or a mixture of lake asphalt and bitumen or flux oils,
specially prepared as per prescribed quality and consistency for direct use in paving,
usually in the hot condition.

Oxidised or Blown Bitumen:

Bitumen obtained by further treatment of straight-run bitumen by running it, while hot,
into a vertical column and blowing air through it. In this process, it attains a rubbery
consistency with a higher softening point than before.
Cut-Back Bitumen:
Asphalt/bitumen dissolved in naphtha or kerosene to lower the viscosity and increase
the workability.
Emulsified Bitumen:
A mixture in which asphalt cement, in a finely dispersed state, is suspended in
chemically treated water.
Liquid Bitumen:
Include cut-backs in naphtha and kerosene, as also emulsified asphalts.
Flux-Oil:
A bituminous material, generally liquid, used for softening other bituminous materials.

Bitumen from Petroleum Refining:

The main source of bitumen is petroleum crude. Refining of petroleum crude involves
fractional distillation. The crude oil is heated in a tube-still to about 200°C to 400°C and

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injected into a fractionating column. As the pressure is suddenly reduced, the volatile
fractions with low boiling points get vaporised and go up the column, from where they
are carried through condensers. Gasoline, kerosene, diesel oil, and lubricating oils,
constituting the light, medium and heavy distillates with gradually increasing boiling
points, thus get collected. The heavy residue left at the bottom is collected as bitumen.
Steam is injected into the fractionating column to helping the separation process of the
fractions. The steam and vacuum distillation process is only a physical process and does
not involve any chemical changes. In modern refining processes, the distillation is
carried out in stages. In the first stage, the temperature in the tube-still is kept relatively
low (say 300°C to 350°C) and the light and medium fractions are separated in the
fractionating column operating at atmospheric pressure. The crude left is then passed
through another still for subsequent transfer to another column operating under
vacuum and injected with steam. The latest process dispenses with steam and relies on
dry vacuum only, thus enabling a wide range of bitumen to be produced. Paraffinic
crudes yield, on distillation, an undesirable wax-like residue. Naphthenic crudes yield
practically wax-free bitumen; crude from middle-east yields good bitumen. The heavy
residue may be blown with air at high temperature in a converter to produce air-blown
or oxidised bitumen.
They are stiff even at high atmospheric temperatures. Such bitumen are not used for
pavements, but are good as roofing materials and water-proof paints. It is also used as
filler material for cracks and joints in concrete pavements.

2.3 (Cement, cement mortar and cement concrete)

CEMENT
Cement, in general, adhesive substances of all kinds, but, in a narrower sense, the
binding materials used in building and civil engineering construction. Cements of this
kind are finely ground powders that, when mixed with water, set to a hard mass. Setting
and hardening result from hydration, which is a chemical combination of the
cement compounds with water that yields sub microscopic crystals or a gel-like
material with a high surface area. Because of their hydrating properties, constructional
cements, which will even set and harden under water, are often called hydraulic
cements. The most important of these is Portland cement.

This article surveys the historical development of cement, its manufacture from raw
materials, its composition and properties, and the testing of those properties. The focus
is on Portland cement, but attention also is given to other types, such as slag-containing
cement and high-alumina cement. Construction cements share certain
chemical constituents and processing techniques with ceramic products such as brick
and tile, abrasives, and refractories. For detailed description of one of the principal
applications of cement, see the article building construction.

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Applications of cement

Cements may be used alone (i.e., “neat,” as grouting materials), but the normal use is
in mortar and concrete in which the cement is mixed with inert material known
as aggregate. Mortar is cement mixed with sand or crushed stone that must be less than
approximately 5 mm (0.2 inch) in size. Concrete is a mixture of cement, sand or other
fine aggregate, and a coarse aggregate that for most purposes is up to 19 to 25 mm (0.75
to 1 inch) in size, but the coarse aggregate may also be as large as 150 mm (6 inches)
when concrete is placed in large masses such as dams. Mortars are used for binding
bricks, blocks, and stone in walls or as surface renderings. Concrete is used for a large
variety of constructional purposes. Mixtures of soil and Portland cement are used as a
base for roads. Portland cement also is used in the manufacture of bricks, tiles, shingles,
pipes, beams, railroad ties, and various extruded products. The products are
prefabricated in factories and supplied ready for installation.

CEMENT MORTAR

Mortar is applied as a thick paste which sets hard as it cures. It creates a tight seal
between bricks and blocks to prevent air and moisture entering into a construction. It can compensate
for variations in brick or block size to produce an aesthetically-pleasing and structurally-
sound construction. Generally, mortar is intentionally structurally weaker than
the blocks or bricks it bonds, creating a sacrificial layer that is more easily repaired than defects would be
in the bricks or blocks themselves.

Mortar is composed from a mixture of a fine aggregate (typically sand), a binder and water. The binder is
generally either lime or cement. If lime is used, mortar is described as ‘lime mortar’ whereas if cement is
used it is referred to as ‘cement mortar’ (a small amount of lime may also be also be used in cement
mortars). For more information see: Types of mortar.

Lime mortar tends to bind masonry more ‘gently’ than cement mortar, as it is more flexible and gives
earlier adhesion, but it gains strength more slowly. Where less flexible, dense mortars such as cement
mortar are used to bind softer masonry, such as soft sandstones, they can cause local stresses leading to
the deterioration of the masonry. For more information see: Lime mortar.

Cement mortar was invented by English cement manufacturer Joseph Aspdin in 1794 in order to create
a cement that was stronger than lime mortar.

Water and cement set and harden through a chemical reaction known as 'hydration'. The process of
hardening is described as 'curing', which requires particular conditions of temperature and humidity.

There are a number of different types of cement. Portland cement is the principal cement used in
most masonry mortars. It is manufactured by heating together limestone (or chalk) and clay (or shale) in
large rotary kilns. The chemistry of Portland cement largely consists of calcium silicate which reacts
with water to form a strong, durable cement paste. For more information see: Cement and Portland
cement.

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The ratio of cement to sand is typically in the ration of 1:2 to 1:6 depending on what the mortar is being
used for, with a higher proportion of sand producing a weaker mortar. Where lime is included, the ratio is
express as; cement: lime: sand.

Generally, the sand and cement are first mixed until uniform, and then water is slowly added while mixing
until the required consistency is achieved.

Soft sand (building sand) is generally used for bricklaying and pointing using thinner layers of mortar,
whereas Sharp sand is used where a thicker layer of mortar is required.

Premixed mortars are available to which water is added.

A range of different colours can be achieved depending on the type of sand used, or by the addition of
dyes. A number of admixtures can also be included to accelerate or retard drying, to make
the mortar easier to work, to improve waterproofing, to increase cohesion and so on.

CEMENT COCRETE
It is a composite material where in a paste of cement, made with water, on solidification
binds firmly together the various particles of inert materials like sand and stone ballast.
The inert material called “aggregate” is well graded in size from fine sand to pebbles or
stone ballast or brick ballast.

Cement concrete is an extremely versatile material of construction which is used for a

variety of works ranging from small cottages to massive dams and bridges. Cement
concrete is quite strong in compression but not so in tension. To make good this
deficiency of concrete steel bars (reinforcement) are embedded in concrete. The
concrete then is known as reinforced concrete. The four materials go to make cement
concrete: (i) Cement; (ii) Sand (i.e. fine aggregate); (iii) Stone/Brick ballast (i.e., coarse
aggregate) and (iv) Water.

To get quality concrete due attention should be paid in choosing the constituents, in
mixing them in correct proportions, in mixing the concrete in correct manner and finally
in using it properly followed by proper curing.

Selection of materials.

Concrete forming materials shall be carefully selected so as to get quality concrete:

(i) Cement.
Normally ordinary Portland cement satisfying the requirements of the Indian Standards
Institution is used. However, for special conditions the type of cement suiting the
requirements is used.

Cement, being hygroscopic, attracts moisture quickly and sets, so storage of

cement should be carefully attended to and no set or even partially set cement should
be used.
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(ii)Fine aggregates.
Sand and crushed stone are the commonly used fine aggregates in cement
concrete.

(iii)Coarse aggregate.
Stone ballast, gravel, shingle and brick ballast are the usual coarse aggregates used in
making cement concrete. Size of aggregate shall depend upon the type of work and the
reinforcement. The size of aggregate should be less than the distance between two
consecutive steel bars in RCC.

Strength of concrete shall depend to a great extent on the voids in it. As such to have
lesser voids so as to get stronger concrete the aggregates should be well graded i.e., they
should have particles of various sizes so that the voids of bigger particles are filled up by
the particles of smaller sizes. Graded aggregates give solid and dense concrete (free
from holes or voids) which is stronger, more durable and water tight.

(iv)Water.

Only good clean water should be used for making concrete. It should be free from silt,
salts or any organic matter. Generally speaking, water that is good for drinking is good
enough for concrete work.

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3. GEOMETRIC DESIGN

3.1 Terrain Classification

The general slope of the country classifies the terrain across the area. The terrain is an
important parameter terrain short isolated stretches of varying terrain should not be
taken into consideration.

3.2 Design Speed

Design Speed is a basic criterion for determining all geometric features of horizontal
and vertical alignment. The design speeds for the rural roads should be taken as given in
table below:

Ruling design speed should be the guiding criterion for the purpose of geometric
design.

Minimum design speed may, however, be adopted where site condition and cost does
not permit a design based on “Ruling Design Speed”

3.3 Carriageway width

The Width of the carriage way depends on the

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1) Predicated traffic volume and

2) Traffic capacity of each lane.

3.4 Camber

The camber on straight of road should be as recommended in below table.

At super-elevated road section, the shoulder should normally have the slope of same
magnitude and direction as the pavement slope subject to the minimum cross-fall
allowable for shoulder. The camber for earth shoulder should be at least 0.5 % more
than that for the pavement subject to the minimum of 4 %. However, 1 % more slope
than the camber for pavement is desirable.

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3.5 Horizontal Alignment

3.5.1 Horizontal Curve
In general, Horizontal curve should consist of circular portion flanked by spiral
transition at both ends, design speed, super elevation and coefficient of side friction
affect the design of circular curves, length of transition curve is determined on the basis
of rate of change of centrifugal acceleration or the rate of change of super elevation.
3.5.3 Super elevation
Super elevation to be provided on curve is calculated from the following formula:

Where,
e = Super elevation in meter per meter

V= Design speed in m/s

R= Radius of the curve in meters

Table 5: Super elevation

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4. COMPONENTS OF FLEXIBLE PAVEMENT

Figure 1: Layers of the Road

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Subgrade – Compacted Soil

Sub-base course – Granular Sub-base (200 mm)
Base course – Wet mix macadam (250 mm)
Prime Coat – 0.7 Kg/m2
Surface course – Dense bitumen macadam (50 mm)
Tack Coat – 0.2 Kg/m2
Binder course – Bitumen concrete (30 mm)

4.1 Granular Sub-Base (GSB)

4.1.1 Introduction

Granular material for use in sub-base course shall be a naturally occurring gravel,
blended as necessary with fine or coarse material and screened to produce the specified
gradation. Crushing of natural granular material shall not normally be required, unless
for meeting the grading requirements, producing a higher quality sub-base with
improved mechanical stability or when shown on the Drawings.
Gravel shall consist of hard, durable and sound rock fragments, free from dirt, organic
matter, shale and other deleterious substances.

4.1.2 Physical Requirements

The material shall have a 10 % fines value of 50 KN or more (for absorption value of the
coarse aggregate shall be determined as per IS: 2386(part-3); if this value is greater
than 2%, the soundness test shall be carried out on the material delivered to site as per:
383. For Grading 2 and 3 materials the CBR shall be determined at the density and
moisture content likely to be developed in equilibrium conditions which be taken as
being the density relating to a uniform air voids content of 5 %.

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4.2 Wet Mix Macadam (WMM)

4.2.1 Introduction
Aggregates used are of the smaller sizes, varies between the 4.75 mm to 20 mm sizes
and the binders(stone dust or quarry dust having PI(Plasticity Index) not less than 6%)
are premixed in a batching plant or in a mixing machine. Then they are brought to the
site for overlaying and compaction.
The PI (plasticity Index) of the binding material is kept low because it should be a sound
and non-plastic material. If the plasticity index is more then there are the chances of the
swelling and more water retention properties. So this value should be kept in mind.

4.2.2 Scope
Wet mix macadam shall consist of laying and compacting clean, crushed, graded
aggregate and granular material, pre mixed with water, to a dense mass on a prepared
sub grade/sub base/base or existing pavement as the case may be in accordance with
the requirements of these specifications. The material shall be laid in one or more layers
as necessary to lines, grades and cross sections shown on the approved drawings or as
direction by the engineer.

4.2.3 Physical Requirements

Coarse aggregate shall be crushed stone. If the crushed gravel/shingle is used, not less
than 90% by weight of gravel/shingle peace retained on 4.75mm sieve shall have at
least two fractured faces.

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If the water absorption value of the coarse aggregate is not less than 2%, the soundness
test shall be carried out on the material delivered to site.

To determine this combined proportion, the flaky stone from a representative sample
should first be separated out. Flakiness index is weight of flaky stone metal divide by
weight of stone sample only the elongated particles be separated out from the
remaining (non-flaky) stone metal. Elongation index is weight of elongated particles
divided by total non-flaky particles. The value of flakiness index and elongation index so
found are added up.

[Link] Test Test method Requirements

1) Los Angeles abrasion value or IS :2386(part-4) or 40%(max)
Aggregate impact value. IS: 5640
2) Combined flakiness and IS:2386(part-1) 30%(max)
elongation Indices.

Table 7: Grading requirements of aggregates for Wet Mix Macadam

IS Sieve % by weight passing through the IS sieve:

Designation: (mm)
53.00 100
45.00 95-100
26.50 -
22.40 60-80
11.20 40-60
4.75 25-40
2.36 15-30
0.60 8-22
0.075 0-8

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4.2.4 Preparation
WET MIX MACADAM PLANT
Soil stabilizing machinery as Wet Mix Macadam Plants is the Synonym for High quality
Top notch performance, Lower operating costs, Superb Service back up... translating
into productivity and return in turn High profits for the customer. Conforming to
international standards the WMM range of Wet Mix Plants also conforms fully to the
latest MORTH (Ministry of Road Transport & Highway) specification.
The Standard configuration of the plants comprise of the following units: Cold
Aggregates Bin Feeders – Over Size Removal Vibrating Screen - Slinger Conveyor – Pug
mill Mixing Unit – Load out Conveyor with anti-Segregation gob hopper – Water Storage
Tank – Fully Automatic Control Panel, Weather Proof Control Cabin.

Series

• WMM-100 (Capacity 100 Tons/Hour)

• WMM-160 (Capacity 160 Tons/Hour)
• WMM-200 (Capacity 200 Tons/Hour)
• WMM-250 (Capacity 250 Tons/Hour)

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4.3 Prime Coat

4.3.1 Scope:
This work shall consist of application of a single coat of low viscosity liquid
bituminous material to a porous granular surface preparatory to the superimposition of
bituminous treatment or mix .The work shall be carried out on a previously prepared
granular/stabilized surface.

4.3.2 Materials:
The primer shall be cationic bitumen emulsion SS1 grade conforming to IS:
8887 or medium curing cutback bitumen conforming to IS:217 or as specified in the
contract.
Quantity of SS1 grade bitumen emulsion for various types of granular surface shall
be given in table.

4.4 Dense Bituminous Macadam (DBM)

4.4.1 Introduction:
This work shall consist of construction in a single course of 50 to 100 mm thick
base/binder course to the following specifications on a previously prepared base.

4.4.2 Materials:
Bitumen:
The bitumen shall be viscosity grade paving bitumen complying with the Indian
standard specification IS: 73, modified bitumen complying with specified in contract.
Type and grade of bitumen to be used shall be specified in the contract.

Coarse aggregate:
The coarse aggregates shall consist of crushed stone, crushed gravel or other hard
material retained on 2.36mm sieve. They shall be clean, strong, and durable, of fairly
cubical

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Shape, free from disintegrated pieces, organic or other deleterious substances.

If crushed gravel is used not less than 90 % by weight of the gravel pieces retained on
4.75 mm sieve shall have at least two fractured faces.

Fine aggregates:
Fine aggregates shall be the fraction passing 2.36 mm sieve and retained on 75 micron
sieve, consisting of crusher run screening, gravel, sand or a mixture of both. These shall
be clean, hard, durable, uncoated, dry and free from dust, soft or flaky pieces and
organic or other deleterious matter. Natural sand shall not be allowed in binder courses.
However, natural sand up to 50 % of the fine aggregate may be allowed in base courses.

Filler:
Filler shall consist of finely divided mineral matter such as rock dust, cement as
approved by the engineer. The filler shall be graded within the following limits:

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IS Sieve designation % passing the sieve by weight

600 micron 100
300 micron 95-100
75 micron 85-100

Table 10: Grading requirements of Dense Bituminous Macadam (DBM)

4.4.3 Preparation
ASPHALT BATCH PLANT PROCESS

i. Plant Performance:

• 90 to 120 ton per hour (60 to 80 batches per hour)

• The capacity is based on mean density of 1.6 ton/m3 and hot mix temperature
of 160oC at mixer outlet.
• When density is less or hot mix temperature requirement is high or moisture
content is high, the production capacity drops proportionately.
• The plant capacity shall be 90 t/h when mean moisture content in aggregate is
6%, and 120 t/h when mean moisture content is 3%.
• Aggregate should be clean and should not be covered with dirt.
• Aggregate shall not contain oversized material, which may block the feeding
path.
• Filler shall contain less than 1% moisture and shall be free form
agglomeration.

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ii. Cold Aggregates Bin Feeder

iii. Burner
Complete Burner unit (300 - 1150 Ltrs/hr) Fully Automatic, Proportioning, High
Pressure, Fuel atomising type low noise burner suitable for Light diesel fuel oil. Fully
integrated low noise turbo blower powered by an 18.5 kW, 4 pole motor.
Remote operating control station, high pressure fuel oil pump together with flame
monitoring system, and with an electric igniters, interconnections, controls, safety
devices and interlocks, fuel line piping with necessary control valves, filters, structural
base, supports and complete internal wiring and connections into the control cabin.
Unique Air preheating system

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iv. Four Deck Vibrating Screen

Completely enclosed Four Deck vibrating screen (1200mm wide x 3600mm long),
sieves and stores four different aggregate sizes. The Inclined circulating, vibrating type
screen is provided with duplex spring absorbers, and is powered by a 7.5 kW four-pole
motor.
Supplied along with one set of Sieves with the following sieve sizes: 3 x 4 mm, 7 mm, 16
mm, 24 mm, 30 mm, and 40 mm.

v. Hot Aggregate Bin

Four compartment hot aggregates bin with 12 m3 storage capacity, over flow and over
size rejection chute, bin level indicators, pneumatic controlled cut off gates and a
sampling device on each compartment. Temperature measuring point on bin no.1.

vi. Weighing System

Automatic accumulating, weighing type Aggregate weigh hopper, with four point
suspension hopper and load cell transducer.
Automatic individual weighing type Asphalt and Filler weigh hopper with four points’
suspension hopper and load cell transducer.
All weighing hoppers are fitted with proper shock isolation device.

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vii. Asphalt pumping system comprising of :

5.5 kW, 450 Lpm, Jacketed, gear type Asphalt transfer pump for feeding asphalt from
the storage tank to the asphalt weigh hopper complete with skid and wiring.
7.5 kW, 800 Lpm, hot oil jacketed asphalt gear type Spray pump for spraying asphalt
into the pug mill mixer via spray bars. Complete unit with controls and wiring.

viii. Computerized Control Cabin comprising of

• Operator's Control Cabin

• Electrical Power control console
• Distribution switch board
• Temperature Indication
• Sequence Control panel
• Dryer & Burner control

ix. Pug Mill type Mixer Unit

Twin shaft, 1400 kg mixing capacity, jacketed pug mill with welded steel shell, lined
with replaceable wear resistant spiral liners. Provided with a wide opening slide gate
for quick discharge of hot mix.

4.5 Tack Coat

4.5.1 Scope
The work shall consist of the application of a single coat of low viscosity liquid
bituminous material to existing bituminous preparatory to the superimposition of a
bituminous mix, when specified in the contract or as instructed by the Engineer.
4.5.2 Materials
The binder used for tack coat shall be either Cationic bitumen emulsion or suitable low
viscosity paving bitumen of VG 10 grade.

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4.6 Bituminous Concrete

4.6.1 Introduction
This work shall consist of construction of Bituminous concrete, for use in wearing and
profile corrective courses. This work shall consist of construction in a single layer of
bituminous concrete on a previously prepared bituminous bound surface. A single layer
shall be 30 mm/ 40 mm/ 50mm thick.

4.6.2 Materials:
1. Bitumen
2. Coarse aggregates
3. Fine aggregates
4. Filler and
5. Aggregates Gradation
4.6.3 Aggregate Grading with Binder Content
When tested in accordance with IS:2386 (Part – I) , the combined grading of the coarse
and fine aggregates and filler shall fall within the limits shown in below Table 12.

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5. LAB TESTS:
5.1 California Bearing Test (CBR)
The California Bearing Ratio (CBR) test was developed by the California Division of
Highways as a method of classifying and evaluating soil- subgrade and base course
materials for flexible pavements. CBR is a measure of resistance of a material to
penetration of standard plunger under controlled density and moisture conditions. CBR
test may be conducted in remoulded or undisturbed sample. Test consists of causing a
cylindrical plunger of 50mm diameter to penetrate a pavement component material at
1.25mm/minute. The loads for 2.5mm and 5mm are recorded.
The CBR test is used for the evaluation of subgrade strength of roads and pavements.
The CBR value obtained by this test is used with the empirical curves to determine the
thickness of pavement and its component layers. This is the most widely used method
for the design of flexible pavement.
This load is expressed as a percentage of standard load value at a respective
deformation level to obtain CBR value.

Tests are carried out on natural or compacted soils in water soaked or un-soaked
conditions and the results so obtained are compared with the curves of standard test to
have an idea of the soil strength of the subgrade soil.
Generally, the CBR value at 2.50mm penetration will be greater than that at 5.00mm
penetration and in such case take the value at 2.50mm as the CBR value.
If the CBR value corresponding to a penetration of 5.00mm exceeds that of 2.50mm,
repeat the test. If the identical results follow, take the value corresponding to 5.00mm
as the CBR value.
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5.2 Sand Replacement Method

Determination of field density of cohesion less soil is not possible by core cutter
method, because it is not possible to obtain a core sample. In such situation, the sand
replacement method is employed to determine the unit weight. In sand replacement
method, a small cylindrical pit is excavated and the weight of the soil excavated from the
pit is measured. Sand whose density is known is filled into the pit. By measuring the
weight of sand required to fill the pit and knowing its density the volume of pit is
calculated. Knowing the weight of soil excavated from the pit and the volume of pit, the
density of soil is calculated. Therefore, in this experiment there are two stages, namely

1. Calibration of sand density

2. Measurement of soil density

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5.3 Proctor Test for Compaction of Soil

Determination of the relationship between the moisture content and density of soils
compacted in a mould of a given size with a 2.5 kg rammer dropped from a height of 30
cm. the results obtained from this test will be helpful in increasing the bearing capacity
of foundations, Decreasing the undesirable settlement of structures, Control undesirable
volume changes, Reduction in hydraulic conductivity, Increasing the stability of slopes
and so on.

Soil compaction is the process in which a stress applied to a soil causes densification as
air is displaced from the pores between the soil grains. It is an instantaneous process
and always takes place in partially saturated soil (three phase system). The Proctor
compaction test is a laboratory method of experimentally determining the optimal
moisture content at which a given soil type will become most dense and achieve its
maximum dry density.

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Diameter of the mould = 102 mm

Height of mould = 114 mm
Volume of the mould, V= 0.000931 m3

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Result of Proctor Test for Soil Compaction:

Maximum dry density (from plot) = 19.87 KN/m3
Optimum water content (from plot) = 8%

5.4 Sieve Analysis:

The grain size analysis is widely used in classification of soils. The data obtained from
grain size distribution curves is used in the design of filters for earth dams and to
determine suitability of soil for road construction, air field etc. Information obtained
from grain size analysis can be used to predict soil water movement although
permeability tests are more generally used.
Sieve analysis helps to determine the particle size distribution of the coarse and fine
aggregates. This is done by sieving the aggregates as per IS: 2386 (Part I) – 1963. In this
we use different sieves as standardized by the IS code and then pass aggregates through
them and thus collect different sized particles left over different sieves.

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The apparatus used are –

i) Sieves used are 45 mm, 37.5 mm, 26.5 mm, 19 mm, 13.2 mm, 9.5 mm, 4.75
mm, 2.36 mm, 1.18 mm, 0.6 mm, 0.3 mm, 0.15 mm, 0.075 mm and are
arranged according to the sizes with largest aperture sieve at the top and
smallest aperture sieve at the bottom.
ii) Balance or scale with an accuracy to measure 0.1 % of the weight of the test
sample.

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5.5 Penetration Value of Bitumen:

Penetration value is a measure of hardness or consistency of bituminous material. It is
the vertical distance traversed or penetrated by the point of a standard needle in to the
bituminous material under specific conditions of load, time and temperature. This
distance is measured in one tenths of a millimetre. This test is used for evaluating
consistency of bitumen. It is not regarded as suitable for use in connection with the
testing of road tar because of the high surface tension exhibited by these materials.

5.5.1 Scope & Significance

1. The penetration test is used as a measure of consistency. Higher values of

penetration indicate softer consistency.
2. The test is widely used all over the world for classifying bituminous materials
into different grades.
3. Depending upon the climatic conditions and type of construction, bitumen of
different penetration grade are used. Commonly used grades are 30/40, 60/70
and 80/100.
4. In warmer regions, lower penetration grades are preferred and in colder regions
bitumen with higher penetration values are used.
5. The test is not intended to estimate consistency of softer materials like cut back
which are usually graded by viscosity test.

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5.6 Softening Point Test

Softening point denotes the temperature at which the bitumen attains a particular
degree of softening under the specifications of test. The test is conducted by using Ring
and Ball apparatus. A brass ring containing test sample of bitumen is suspended in
liquid like water or glycerine at a given temperature. A steel ball is placed upon the
bitumen sample and the liquid medium is heated at a rate of 5 C per minute.

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Temperature is noted when the softened bitumen touches the metal plate which is at a
specified distance below. Generally, higher softening point indicates lower temperature
susceptibility and is preferred in hot climates.

5.6.1 Significance and Use

Bitumens are viscoelastic materials without sharply defined melting points; they
gradually become softer and less viscous as the temperature rises. For this reason,
softening points must be determined by an arbitrary and closely defined method if
results are to be reproducible.
The softening point is useful in the classification of bitumen, as one element in
establishing the uniformity of shipments or sources of supply, and is indicative of the
tendency of the material to flow at elevated temperatures encountered in service.

5.7 Ductility Test

Ductility is the property of bitumen that permits it to undergo great deformation or

elongation. Ductility is defined as the distance in cm, to which a standard sample or
briquette of the material will be elongated without breaking.
Dimension of the briquette thus formed is exactly 1 cm square. The bitumen sample is
heated and poured in the mould assembly placed on a plate. These samples with moulds
are cooled in the air and then in water bath at 27o C temperature. The excess bitumen is
cut and the surface is levelled using a hot knife. Then the mould with assembly
containing sample is kept in water bath of the ductility machine for about 90 minutes.
The sides of the moulds are removed, the clips are hooked on the machine and the

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machine is operated. The distance up to the point of breaking of thread is the ductility
value which is reported in cm. The ductility value gets affected by factors such as
pouring temperature, test temperature, rate of pulling etc. A minimum ductility value of
75 cm has been specified by the BIS.

6. CONSTRUCTION EQUIPMENTS
6.1 Excavators

• For earth work, the commonly used excavators are hydraulic excavators, which
work with great efficiency.
• They consist of a boom, stick (dipper arm), bucket and cab on a rotating platform
known as the house that sits atop an undercarriage with tracks or wheels.
• It can remove the big sized boulders. It is used in various types such as digging in
gravel banks, clay pits, digging cuts in road works and filling the shoulders.

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6.2 Motor Grader

• A motor grader is a huge productive earth-moving apparatus equipped with a

long blade which is used to level a surface of roads and construction sites.
• Graders can produce inclined surfaces to give cant (camber) to roads. At the end
it has a plow which stays close to the ground. A blade is situated under the cab to
spread and push gravel.

6.3 Dozers

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• Dozers equipped with hydraulic system are heavy machines used for clearing
and grading land, usually having continuous treads and a broad hydraulic blade
in front.

6.4 Compacters

Some types of Compacters

1. Earth Compactor
2. Asphalt Compactor

• It is used to compact the soil and gravel in the construction of roads.

• It is widely used for compress the surface.

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• After laying asphalt with paver and compacting it with asphalt compactors are
used for final smoothening purpose.

6.5 Sensor paver

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• Asphalt pavers are used for distribution, shaping and compaction of asphalt
layer.
• Normally the asphalt pavers are self-propelled but sometimes they are towed by
the dump trucks delivering the asphalt.
• The width of the screed is adjustable.

6.6 Bitumen Emulsion Sprayer

• This Emulsion sprayer is used for the spraying the Prime coat on the WMM and
Tack coat on the DBM.

7. METHODOLOGY

7.1 Subgrade
Actually that is a single lane road. The task is to make it into widen the road. One side is
excavated till a depth of 95 cm. The other side was not excavated and the vehicles are
allowed from that side. The plan is that, after completion of one side of construction
they will start constructing road on other side and allows the vehicles on to constructed
part.
Widen part of 1.92m width from the edge of existing road on one side cut a depth of
95cm and fill the soil like morum or clay and compact it by using soil compactors up to a
depth of 50cm.

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7.2 Granular Sub-Base (GSB)

The granular sub base is laid on the compacted Subgrade soil to a depth of 200 mm in
two layers as upper sub base and lower sub base, the thickness of each layer is 100 mm.
The mix proportions are:
40 mm Aggregates – 17%
20 mm Aggregates – 18%
12 mm Aggregates – 32%
Dust – 33%

Mixture of these aggregates and dust laid on sub grade with the help of grader. After
that compaction is done by using vibratory roller till to get the dry density 2.16 gr/cc
and OMC is 7%.

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7.3 Wet Mix Macadam (WMM)

The Wet Mix Macadam (WMM) is laid on the Granular sub-base with the thickness of
250 mm.
Mixed proportions:
40 mm Aggregates -18%
20 mm Aggregates -20%
12 mm Aggregates -30%
Dust – 32%

Wet Mix Macadam is prepared in mixing plant and immediately after mixing, it is spread
uniformly and evenly upon the prepared GSB. Then it is compacted properly to obtain
maximum dry density of 2.17 g/cc and OMC is 7%.

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7.4 Prime Coat

Prime coat is sprayed with the help of emulsion sprayer on the wet mix macadam with
the range of 0.7 kg/sq.m

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7.5 Dense Bituminous Macadam (DBM)

The mix proportions of DBM
20 mm aggregates – 21 %
12 mm aggregates – 15 %
6 mm aggregates – 25 %
Dust – 39 %
Bitumen – 4.5 %

The DBM is prepared with these proportions and it is laid with the help of sensor paver.
The levelling is done while laying for maintaining camber. It is laid for a thickness of 50
mm. Compaction is done by Roller.

7.6 Tack Coat

Tack coat is sprayed with the help of emulsion sprayer on the dense bituminous
macadam with the range of 0.2 kg/sq.m

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7.7 Bituminous Concrete (BC)

The mix proportions of BC

12 mm aggregates – 53 %
6 mm aggregates – 25 %
Dust – 22 %
Bitumen – 4.5 %
Bituminous concrete is laid on the dense bituminous macadam with the help of sensor
paver with a thickness of 53mm and it was compacted by asphalt compactor up to a
thickness of 30mm.

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8. CONCLUSION

As the population is increasing day by day we need to improve our roads for better
efficiency in transportation. And the roads are to be constructed by keeping in mind the
future aspects. This road is been constructing to full fill the requirements of road users.
All environmental effects, vehicular characteristics, human characteristics are taken
into account. All the lab tests and field tests are conducted as per IRC guidelines.
MORT&H specifications are used for laying out pavement.

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9. REFERENCES

1. Ministry of Road Transportation and Highways Maharashtra, “Specifications for

Road and Bridge Works”.
2. IRC: 37-2001 Guidelines for the design of flexible pavements.
3. Maharashtra State urban development department
4. Concrete technology by Pradeep Mohan Rao Ronge JSPM’s Bhagwant Institute of
technology barshi.
5. Highway Engineering Waibhao sonarkar, M.N Gangrade, Sikandar A rasal, U.S
Patil.
6. Geotechnical Engineering by Dr. Dinesh Kumar Gupta, Dr. Sikandar A Rasal.
7. PWD Maharashtra.

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