Special Repairs, Pavement Condition Surveys, Pavement Evaluation and Strengthening, Construction Materials, Mix Design, Types of Mix, Pavement Construction (B.C.), Tests, Project Details - Cost Estimate, Description of Work, Location Map, Reduced Levels (From M.B.), Future Scope

1. Special Repair of
Roads in Patiala City
Presented by
Emaan Sharma

2. Introduction
Rising traffic congestion is an inescapable condition in large towns and cities of
Punjab. Peak-hour traffic congestion is an inherent result of the way modern societies
operate. It stems from the widespread desires of the people to pursue certain goals
that inevitably overload existing roads and transit systems every day. But everyone
hates traffic congestion, and it keeps getting worse, in spite of attempted remedies. In
recent years, the traffic problems in the city Patiala has given rise to overloading on
existing pavements which resulted in development of various types of pavement
defects such as transverse cracking, alligator cracks, potholes, etc. Another reason
for poor condition of some roads in the city was that the roads were not re-laid for a
long time. The crude patchwork that has been carried out to fill potholes and broken
stretches does not last even for months due to poor quality of material used and lack
of proper supervision. Travelling on a road leading to the houses of the Chief Minister
Capt. Amarinder Singh and his cabinet colleague Brahm Mohindra makes for one
bumpy ride, thanks to potholed roads. Bad roads lead to wear and tear on the
vehicles and may also cause accidents. Keeping in view the above, the Government
of Punjab through Punjab Public Works Department, Building & Road, PWD
(B&R) has allotted different contractors for the Special Repair of the city road in
Patiala.

3. Project Details
 The contract included the 18 roads out of which
 5 roads come under Construction Division, PWD B&R (11.61
kms);
 9 roads come under Provisional Division No 1, PWD B&R,
Patiala (25.19 kms);
 1 road under Central Works Division, Mohali (3.25 kms) and
 3 roads under Central Works Department, Patiala (54.20 kms).
 The estimated cost of the project is Rs. 5958.78 Lacs.
 The date of bid was 28/11/2017.
 Approval by PIDB was given and funding of Rs. 5958.78 Lacs was
sanctioned.

4. Table 1: Details of funds required for maintenance of Roads in City
Patiala:
Sr.
No.
Name of the road Total length
(in Kms.)
Width
(in Mtrs.)
Total cost
including
signage
1 Sheesh Mahal to Ghalori gate bridge 1.81 5.50 61.77 Lacs
2 Sheesh Mahal to Patiala, Dakala road 0.77 5.50 29.72 Lacs
3 NIS Chowk to Bye-Pass (Patiala to Dakala road) 4.80 5.50 288.71 Lacs
4 Pehowa road to Ghalori gate Shamshan Ghat 0.63 5.50 24.97 Lacs
5 Patiala to Pehowa road upto Bye-Pass 3.60 10.00 589.51 Lacs
6 Northern Bye-Pass Patiala 4.73 7.00 320.03 Lacs
7 Upper Mall Road (Thikriwala Chowk to NIS chowk, Patiala) 2.52 8/10/15.85 482.96 Lacs
8 Internal road of Baradari Garden Patiala 3.17 8.50 323.11 Lacs
9 Leela Bhawan chowk to Gurudwara Dukhniwaran Sahib (Rajbaha
road)
1.56 21.00 328.18 Lacs
10 Bhupindra road (Sec. Thapar college to Leela Bhawan chowk to
Fountain Chowk, Patiala) 2.80 26/15.20 527.60 Lacs
11 Lower Mall Road (Sec. Fountain chowk to Mohindra College,
Patiala)
3.56 20/10/12.20 756.32 Lacs
12 Road around State College, Patiala 2.25 5.50 94.70 Lacs
13 Road from RlyX-ing no17 to Gurudwara Dukhniwaran Sahib 0.60 8.50 58.84 Lacs
14 Patiala-Sanaur Road 4.00 10.00 464.44 Lacs
15 Patiala Sirhind Road 3.25 428.46 Lacs
16 Bypass (Rajpura) to Bus stand 4.00 667.46 Lacs
17 Bus stand to BML road 8.75 454.00 Lacs
18 BML to new bypass Sangrur road 1.40 58.00 Lacs
G. Total 5958.78 Lacs

5. Table 2: Details of roads under the respected division of
P.W.D. (B&R)
Sr. No Division Total
Length
(In Kms.)
Total cost including
Signage
(in Lacs)
1,2,3,4,5 Const. Divn PWD B&R, Patiala 11.61 994.68
6,7,8,9,10,1
1,
12,13,14
Provl. Divn. No 1 PWD B&R, Patiala
25.19 3356.18
15 Central Works Division, Mohali 3.25 428.46
16,17,18 Central Works Division, Patiala 54.20 1179.46

6. Special Repair of Road around State College
(PODR-17), Patiala
 Endorsement no. 3610 Dt. 20/12/2017
 Bid Dated: 28/11/2017
 Estimated Cost: Rs. 42.82 Lacs
 Contractor: M/s Varinder Kumar Contractor (VKC), Barnala
 Contract Price: Rs. 4239597/-
 Security Money: Rs. 212000/-
 Technical Sanction: Rs. 42.82 Lacs
 Date of Expiry of the defect liability period: Upto 19/05/2019
 To commence work under: Sub Divisional Engineer, Provincial
Sub Division No. 6, Public Works Department B&R, Br. Patiala
 Time Limit: 4 months
 Project Status: In Progress

7. Description of Work
 Excavation in Soil (any type) using Hydraulic Excavator.
 Construction of granular Sub-base by providing graded material grading-III
Table-400-I, spreading in uniform layers with motor grader on prepared
surface, mixing by mix in place method with rotavator at OMC, and
compacting with vibratory roller to achieve the desired density, complete as
per technical clause 401 of MORT&H specifications.
 Providing, laying, spreading and compacting graded stone aggregate to wet
mix macadam specification including premixing the materials with water
OMC in mechanical mix plant, laying in uniform layers with paver in sub-
base/ base course on well prepared surface compacting with vibratory roller
to achieve the desired density as per technical clause 406 of MORT&H
specifications.
 Providing and applying of primer coat with bitumen emulsion SS (Packed)
on prepared surface of granular.

8. Cont.
 Providing and applying tack coat with penetration grade bitumen VG-10
using bitumen pressure distributor at the rate of 0.40 kg/sq m on the
prepared bituminous surface /granular surface treated with prime coat as
per technical clause 503 of MORT&H specifications.
 Providing and laying Bituminous macadam 75mm thick with hot mix plant
using crushed aggregates of specified grading premixed with bituminous
binder VG-30 laid over a previously prepared surface with paver finisher to
required grade, level and alignment and rolled to achieve the desired
compaction complete as per technical clause 504 of MORT&H
specifications.
 Providing and laying Bituminous concrete (Grade-II) 30mm thick with hot
mix plant using crushed aggregates of specified grading, premixed with
bituminous binder VG-30 @5.4%, laying with a hydrostatic paver finisher
with sensor control to the required grade, level and alignment, rolling with
smooth wheeled, vibratory and tandem rollers to achieve the desired
compaction as per technical clause 507 of MORT&H specifications.

9. Cont.
 Road marking with hot applied thermoplastic compound 2.5mm thick
including reflectorising glass beads @0.25 kg/sq m areas as per IRC:35
1997 complete as per technical clause 803 of MORT&H specifications.
 Providing and fixing of glow stud (cat eyes) with body made up of ABS
material. The road stud should be dynamically designed so that to bear
loads of 25 tonnes in accordance with ASTM D 4280. Load and its impact
strength should be more than 200 KN. The cat eyes should be in
Red/White/Yellow colour.

10. Location Map - Satellite View

11. Pavement Condition Survey
 The pavement condition survey is the visual inspection of the travelway of a street/road system.
The survey provides measures to assess the magnitudes of various types of pavement distresses.
The rater is not to make evaluation on the basis of known or suspected sub-surface conditions. It
is necessary the rater only report in an objective manner what is seen. The types of distress
include- Alligator Cracking, Transverse Cracking, Rutting, Bleeding, Surface irregularities like
shoving, potholes, etc., for asphaltic concrete pavements.
Advantages of Pavement Condition Surveys
 There are many advantages of having a pavement or road surface condition survey. Some of
these are listed below:
 The responsible governmental agency will have a complete inventory of all paved streets/roads on
the system. The inventory will include information such as length, width, type of pavement
surface, shoulders and curbs, gutters/ manholes. Additional information such as sidewalks,
drainage, last resurfacing, utility information etc. may be included.
 The pavement condition survey provides an objective evaluation of the condition the road system.
Results of analysis show the types and amount of each pavement distress, an overall condition
rating number, the recommended maintenance or rehabilitation activity, and the estimated cost of
repair of each road section.
 The results of the survey help in prioritizing resurfacing and other maintenance activity.
 Roads in very poor structural condition can be identified by the pavement condition survey.

12. Existing road surface at Road around State
College, Patiala

13. Levelling
 Levelling is the measurement of geodetic height using an optical levelling
instrument and a levelling staff. A typical procedure is to set up the instrument
within 100 metres of a point of known or assumed elevation. A staff is held
vertical on that point and the instrument is used manually or automatically to
read the scale. This gives the height of the instrument above the starting
(back sight) point and allows the height of the instrument (H.O.I.) above the
datum to be computed.
 The staff is then held on an unknown point and a reading is taken in the same
manner, allowing the elevation of the new (foresight) point to be computed.
The procedure is repeated until the destination point is reached.

14. Dumpy Level
 The telescope of the dumpy level is rigidly attached to the vertical spindle. The
levelling of the instrument is done by means of three foot screws separating two
plates. The upper plate with the vertical spindle on which the telescope and bubble
tube are mounted has to be levelled (=set horizontal) with the foot screws.
 After ensuring that the instrument is firmly secured to the legs of the tripod and that
the legs and fittings are not loose, set up the instrument by spreading the legs evenly
at a comfortable and safe angle, thrusting two legs firmly home in the ground. Take
the third leg and move it with the foot on the ground, until the instrument is as level as
possible. Slide the leg in towards the instrument and press the third leg hard into the
ground.
 Commencing with the telescope and bubble parallel with one pair of screws, bring the
bubble to the centre of its run by equal opposite and simultaneous movement of both
screws.
 Turn the telescope through 90° to position 2, and centre the bubble using only the
one screw beneath the telescope, see Figure b. Repeat this process, with the
telescope pointing in the same direction for the same position, until no further
adjustment is required. Before using an "unknown" instrument, some checks should
be made to ensure that it is "road worthy"

15. Cont.
 The first adjustment required is that of eliminating parallax. This adjustment is to
ensure that the images of the sighted object and the centre cross hair are focused in
the same place.
 The second adjustment is to make the vertical axis of the instrument truly vertical
when the bubble is in the centre of its run, usually spoken of as making the level
"traverse". Level up the instrument as described and when the bubble is over two
screws needing no adjustment, turn the telescope through 180°. If the bubble
remains central, then the instrument is in adjustment. If not, bring the bubble half-way
back with the bubble adjusting nuts connecting the bubble tube to the telescope.
Level up with the foot screws and repeat until no adjustment is required.
 Staff reading
 It is necessary to bring the bubble to the centre before reading the staff. This is done
by adjusting the levelling screw nearest to the line of the telescope and staff. Do
collimation tests (check) before you commence. Make sure your staff man holds the
staff vertical. This can be done with the aid of a vertical bubble fixed to the staff or by
means of moving the staff very slowly forward and backward over its vertical position.
In latter case the surveyor should read the lowest value in sight.

16. Parts of Dumpy level

17. Levelling of the instrument with the
adjustment screws

18. Readings when staff is in vertical position

19. Differential levelling
Differential Levelling is performed when the distance between two points is
more. In this process, number of inter stations are located and instrument is
shifted to each station and observed the elevation of inter station points.
Finally difference between original two points is determined.

20. Construction Materials
 Aggregates: These are the inert or chemically inactive materials which
form the bulk of cement concrete.
Fine Aggregate: Aggregate most of which passes 4.75mm IS sieve. The
fine aggregate should be hard, strong, dense, and durable and clean with
uncoated grains. The sand should not contain any harmful material such as
Iron, Pyrites, Coal, Mica, Silt, alkalis etc.
Coarse Aggregate: Aggregate most of which is retained on 4.75mm IS
sieve. The aggregate should be hard, durable and clean. The aggregate
should be completely free from lumps of clay, organic and vegetable matter,
fine dust etc. The aggregate should be screened and washed.
 Filler: Fills the voids, stiffens the binder and offer permeability. Examples -
Rock Dust, Cement, Lime.
 Binder: Fills the voids, cause particle adhesion and gluing and offers
impermeability. Examples – Bitumen, Asphalt, Tar.

21. Bitumen
 Bitumen is a thermoplastic material and its stiffness is dependent on temperature. The
temperature-vs-stiffness relationship of bitumen is dependent on the source of crude oil
and the method of refining.
 As per the specifications of the Bureau of Indian Standards (BIS), there are four grades
VG-10, VG-20, VG-30 & VG-40. A few qualification tests like specific gravity, water content,
ductility, loss on heating & breaking point were removed from IS: 73-1992 specifications as
these tests do not have any relationship either with the quality or performance of the
product.
Different Grades of Bitumen marketed by Indian Oil :
 VG-10 BITUMEN: VG-10 is widely used in spraying applications such as surface-dressing
and paving in very cold climate in lieu of old 80/100 Penetration grade. It is also used to
manufacture Bitumen Emulsion and Modified Bitumen products.
 VG-20 BITUMEN: VG-20 is used for paving in cold climate & high altitude regions
 VG-30 BITUMEN: VG-30 is primarily used to construct extra heavy duty Bitumen
pavements that need to endure substantial traffic loads. It can be used in lieu of 60/70
Penetration grade.
 VG-40 BITUMEN: VG-40 is used in highly stressed areas such as intersections, near toll
booths and truck parking lots in lieu of old 30/40 Penetration grade. Due to its higher
viscosity, stiffer Bitumen mixes can be produced to improve resistance to shoving and
other problems associated with higher temperature and heavy traffic loads.

22. Mix Design
Bituminous mixes should be stable, durable, flexible, workable, and should offer
sufficient skid resistance. The mix consists of coarse and fine aggregates, fillers,
and binders. It may be well graded, open graded, gap graded or unbounded as
per the requirements. As far as possible, it should be economical also.
The objective of mix design is to produce a bituminous mix by proportionate
various components so as to have –
 Sufficient bitumen to ensure a durable pavement.
 Sufficient strength to resist shear deformation under traffic at higher
temperatures.
 Sufficient air voids in the compacted bitumen to allow for additional compaction
by traffic.
 Sufficient workability to permit easy placement without segregation.
 Sufficient flexibility to avoid premature cracking due to repeated bending by
traffic.
 Sufficient flexibility at low temperature to prevent shrinkage cracks.

23. Types of Mix
 Well Graded Mix: Dense mixes, Bituminous Concrete has good
proportion of all constituents and are called Dense Bituminous
Macadam (DBM).
 Gap Graded Mix: Some large coarse aggregates are missing
and have good fatigue and tensile strength.
 Open Graded Mix: Fine aggregates and filler are missing, it is
porous and offers good friction, low strength and for high speed.
 Unbounded: Binder is absent and behaves under loads as if its
components were not linked together, though good interlocking
exists, very low tensile strength and needs kerb protection.

24. Different Layers in a Pavement
 Bituminous Base Course: Consists of mineral aggregate such as
stone, gravel, or sand bonded together by a bituminous material and
used as a foundation upon which to place a binder or surface course.
 Bituminous Binder Course: A bituminous aggregate mixture used as
an intermediate course between the base and surface courses or as the
first bituminous layer in a two layer bituminous resurfacing. It is
sometimes called a levelling course.
 Bituminous Concrete: Bituminous concrete consists of a mixture of
aggregates continuously graded from maximum size, typically less than
25mm, through fine filler that is smaller than 0.075mm. Sufficient bitumen
is added to the mix so that the compacted mix is effectively impervious
and will have acceptable dissipative and elastic properties.

25. Requirements of Bituminous Mixes
 Stability: Stability is defined as the resistance of the paving mix to deformation
under traffic load.
 Durability: Durability is defines as the resistance of the mix against weathering
and abrasive actions. Weathering causes hardening due to loss of violates in the
bitumen. Abrasion is due to wheel loads which causes tensile strains. Typical
examples of failure are potholes, stripping.
 Flexibility: Flexibility is a measure of the level of bending strength needed to
counteract traffic load and prevent cracking of the surface. Fracture is the crack
formed on the surface (hairline cracks, alligator cracks), main reasons are
shrinkage and brittleness of the binder. Higher bitumen content will give better
flexibility and less fracture.
 Skid Resistance: It is the resistance of the finished pavement against skidding
which depends on the surface texture and bitumen content. It is an important
factor in high speed traffic.
 Workability: It is the ease with which the mix can be laid and compacted and
formed to the required condition and shape. This depends on the gradation of the
aggregates, their shape and texture, bitumen content and its type.

26. Surface Treatments
 Prime Coat: This consist of application of a low viscosity cut back i.e. RC – 0, MC – 1 or Sc – 1 as
primers on existing base of previous texture like WBM base. The various functions of prime coat are:
It plugs capillary voids and waterproofs the existing base.
It coats and blends dust and loose particles thereby hardening and toughening the surface.
It provides adhesion between new and old surface.
 Tack Coat: It is a treatment which is given to the underside of a surface or some other course to bind the
previously prepared layer to the super imposed layer. It involves a simple single application of a
bituminous binder e.g., a bitumen emulsion, a cut back or a low viscosity tar to a previously prepared
surface.
 Surface Dressing: They normally consist of a layer of small aggregates such as chippings of stone, slag
or gravel on a thin layer of binder which is freshly applied to an existing road surface. A surface dressing
when provided on earth or gravel or WBM road provides non-skid surface, improves night visibility,
arrests disintegration, if any, and provides a clear demarcation between the carriageway and the
shoulders. It does not help in increasing the load carrying capacity but provides dust free and waterproof
surface..
 Seal Coat: It is a final thin coat over a previous bituminous pavement or over an existing worn out
bituminous pavement. The main purposes of the seal coat are (i) to waterproof the surface; (ii) to provide
a more desirable surface texture; (iii) to reduce slipperiness; (iv) to improve visibility; (v) to build up
pavement structure. The seal coat can be of following two types:
 Type I Seal Coat. It consists of an application of a layer of bituminous binder followed by a cover of
stone chipping.
 Type II Seal Coat. It consists of a premixed seal coat comprising of a thin application of aggregates
premixed with bituminous binder.

27. Construction Operations
 Application of Tack coat: It is desirable to lay AC over a
bituminous base or binder course.

28.  Preparation and placing of premix:
The premix is prepared in a hot mix plant
of a required capacity with the desired
quality control. The bitumen may be
heated upto 150-177 ⁰C and the
aggregate temperature should not differ
by over 14 ⁰C from the binder
temperature. The hot mix material is
collected from the mixer by the
transporters, carried to the location and
is spread by a mechanical paver at a
temperature of 121 to 163 ⁰C. The
camber and the thickness of the layer are
accurately verified. The control of the
temperatures during the mixing and the
compaction are of great significance in
strength of the resulting pavement
structure.

29.  Rolling: Soon after the spreading
of mix by paver the surface it
should be thoroughly compacted by
rolling with a set of rollers moving
at less than 5kmph speed. It is
always desirable that the initial
rolling should be done with 8-12
tonne three wheeled rollers. The
surface finishing should be carried
out only with 8-10 tonne tandem
roller or pneumatic rollers having a
tyre pressure of 7 kg/sq cm. The
wheels of the roller are kept damp
with water. The number of passes
required depends on the thickness
of the layer. The rolling should be
continued till the density achieved
is at least 95% of that of the
laboratory Marshall Specimen.

30. Finished surface: The AC surface should be checked by a 3.0 m straight
edge. The longitudinal undulations should not exceed 8.0 mm and the
number of undulations higher than 6.0 mm should not exceed 10 in a length
of 300 m. The cross profile should not have undulations exceeding 4.0 mm
Freshly laid DBM layer 50mm in thickness

31. Testing of Sample by the Quality Control
Department, PWD B&R
 The testing of pavements recently laid was done by the Quality Control Department,
PWD B&R. The official from the department performed aggregate testing in 50mm
DBM layer as well as for 30mm BC layer. The J.E., PWD B&R for the road was
present at the site along with the officials from the Quality Control Department. The
contractor was also present on the site where inspection officers were taking sample
for testing in laboratory for the bitumen content, etc. The sample carved out was
weighted and marked with location and road distance in a photograph for record.

32. Summary (Conclusion)
 Poor Roads in the city were a major issue with the residents claiming that development had come
to a standstill for the past decade. The condition of some roads in the city was so bad that
motorists are finding it difficult to commute. Interior roads in residential areas were in bad shape
and repair works need to be carried out at the earliest. The condition of other link roads and main
roads in and around the town were also not different.
 Patiala being one of the famous princely states of erstwhile Punjab, the roads in the city was
always well maintained. Poor roads and insufficient funds to meet the requirements delayed the
work for several months as the fundings for Patiala were always transferred to Bathinda in the
SAD-BJP tenure. The need of the hour was to repair and maintain the roads in the city at the
earliest. For the special repair of the roads in the city, the State Government through Public Works
Department – Roads and Bridges allotted the works to different contractors. The Sanction of Rs.
5958.78 lacs were approved by the Managing Director, Punjab Infrastructure Development Board
(PIDB), Chandigarh via Ref. No: PIDB/MD/2017/5676, dated 02/11/2017.
 Surveys on various roads were performed by the Sub Divisional Engineer and the Junior Engineer
in-charge of the road. The particulars were made ready on the basis of surveys and detailed
evaluation of the condition of the road. Plans were made and reduced levels for the roads need to
be calculated. The description of works was totally with respect to Indian Road Congress and
MORT&H specifications. It was clear that an overlay of Dense Bituminous Macadam, 50-75mm in
thickness to be laid. The wearing course of Bituminous Concrete laid over DBM to a thickness of
30 mm compacted to the work specifications. The PWD officials had strict controls over the
project so that there are no chances of corruption. The plans and reduced levels for roads were
made ready by the end of February 2018. The overlay work was started from 1 march 2018.

33.  The work was performed according to the specifications. The S.D.O. was present at
the time of laying of overlay along with the Junior Engineer and workers of
department keeping a check on the activities of the contractor. Special inspections by
the XEN, Chief Engineer were made on regular basis. They would check for overlaid
thickness, material composition, temperature of lay, equipments etc. The collecting of
mix samples from the site of work at different R.D.'s, (after 2-3 days of moving traffic)
is done for the testing in laboratory by the quality control department. Therefore
samples of one square foot area upto the depth of particular layer were extracted.
The testing of mix is also done at the time of lay to check the density of the mix. The
work is in progress. The date of commencement the project as shifted from
29/12/2017 to 1/3/2018, the contractor has 4 months time period to complete the
project with all works complete and to the satisfaction of the Engineer-in-charge.

34. Future Scope
 The basic role of transport infrastructure is to generate connections between
geographically separated locations for both commercial and individual needs. The
development of the transport road network plays an important role in the economic
development of a country and, therefore, the kilometre-age of paved roads existing in
a country is often used as an index to assess the extent of its development. The
proper development of the transport road network not only reduces the cost of
transportation, both in terms of money and time, but also helps in the integration of
various regions within the country and the better understanding of neighbouring
countries at the international level.
 The flexible overlay on the existing flexible pavements will result in strengthening of
the pavement, reduced risks of accidents due to irregularities on road. This is help in
faster movement of traffic and goods. The extra-widening done on various locations
will help in reducing the congestion and traffic bottlenecks in the city. Provision of cat
eyes and other preventive measurements will make the flow smooth and lesser
delays. Therefore, good road networks improve overall accessibility and reduce
transportation costs including travel time, vehicle operating costs, business activity,
road and parking facility cost, accident and pollution damages. A better pavement
increases a community's access to other areas. This may increase "economies of
scale" in production processes, which means higher productivity through lower costs
per unit of output.