FINAL REPORT

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CONSTRUCTION OF BITUMINOUS
PAVEMENTS AND ESTIMATION OF
MATERIALS
Project report submitted to JNTU University
in partial fulfillment of the requirements
for the award of the Degree of Bachelor of Technology
in
Civil Engineering
SUBMITTED BY
C.SANDEEP REDDY
P.MAHARSHI
P.VANI
D.HARIKA
UNDER THE GUIDANCE OF
S.Srinivasulu
DEPARTMENT OF CIVIL ENGINEERING
KOMMURI PRATAP REDDY INSTITUTE OF TECHNOLOGY
JNTUH UNIVERSITY, HYDERABAD-500078

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CERTIFICATE
This is to certify that the project report “Construction of
Bituminous Pavements and Estimation of Materials” submitted is
the bonafide work completed in partial fulfillment of the requirements
for the award of the degree “Bachelor Degree in Civil Engineering” by
C. SANDEEP REDDY (10RA1A0107), P. MAHARSHI (10RA1A0126), P. VANI
(10RA1A0127) and D. HARIKA (10RA1A0111).
The results embodied in this report were not submitted to any
other university or institute for the award of any degree or diploma.
Prof. S. Srinivasulu
Project guide
Head of the Department
Department of Civil Engineering
Kommuri Pratap Reddy Institute of Technology
JNTUH University.

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ACKNOWLEDGEMENT
The satisfaction that accompanies the successful completion of any
task would be incomplete without the mention of the people who made it
possible and whose constant guidance and encouragement crown all effort
with success. This acknowledgement transcends the realm of formality when
we express our deep gratitude to all those who helped us for the completion
of this project work.
We wish to express our sincere thanks to our enlightened and learned
guide Mr. Sathish sir, Highway Engineer, NCC limited. We are indebted to him
for his deep involvement, expert guidance, constant inspiration and
encouragement throughout the project. Working under him has been a great
experience and a privilege.
We express our sincere thanks to Mr.Balaji sir, Material Engineer,
Nagarjuna Construction Company Limited for the keen interest in the project
results and his kind help whenever we approached him.
It gives us immense pleasure to record our deep sense of gratitude to
R V S Shiva Prasad Sir, Project incharge, ORR Package-2 ,NCC limited, for
providing us with the required data available in your company.
Finally, we thank all those in the Civil Engineering Department and
friends who have helped us in the course of our project, without which our
project work would not have been complete.

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CONTENTS
CHAPTER 1 INTRODUCTION 1
1.0 INTRODUCTION 2
CHAPTER 2 TYPES OF CONSTRUCTION 3
2.0 INTRODUCTION 3
2.1 INTERFACE TREATMENT 3
2.2 BITUMINOUS SURFACE DRESSING 4
2.3 SEAL COAT 5
2.4 PENETRATION MACADAM 5
2.5 BUILT-UP SPRAY GROUT 6
2.6 PREMIX METHODS 6
2.7 BITUMINOUS MACADAM 6
2.8 BITUMINOUS PREMIXED CARPET 7
2.9 BITUMINOUS CONCRETE 7
2.10 SHEET ASPHALT 7
2.11 MASTIC ASPHALT 8
CHAPTER 3 METHODS OF CONSTRUCTION 9
3.1 HOT-MIX METHOD 9
3.2 COLD-MIX METHOD 9

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CHAPTER 4 CONSTRUCTION STEPS OF BITUMINOUS
PAVEMENTS
4.0 INTRODUCTION 10
4.1 APPLICATION OF TACK COAT 10
4.2 PREPARATION AND PLACING OF PREMIX 10
4.3 ROLLING 11
4.4 QUALITY CONTROL OF BITUMINOUS CONCRETE 11
CONSTRUCTION
4.5 FINISHED SURFACE 12
CHAPTER 5 LAYERS OF FLEXIBLE PAVEMENTS
5.0 INTRODUCTION 13
5.1 SUBGRADE 14
5.2 GRANULAR BASE/SUB-BASE COURSE 15
5.3 WATER BOUND MACADAM 16
5.4 WET MIX MACADAM 16
5.5 BITUMINOUS BINDER COURSE 17
CHAPTER 6 PAVEMENT EXECUTION
6.0 EXECUTION OF SUBGRADE 20
6.1 EXECUTION OF GRANULAR SUB-BASE 21
6.2 EXECUTION OF WET MIX MACADAM 22
6.3 EXECUTION OF DENSE BITUMINOUS MACADAM 23

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6.4 EXECUTION OF BITUMINOUS CONCRETE SURFACE 25
CHAPTER 7 LABORATORY TESTS RESULTS
7.0 ATTERBERG LIMITS 27
7.1 FREE SWELL INDEX 28
7.2 GRAIN SIZE ANALYSIS 29
7.3 MODIFIED PROCTOR COMPACTION TEST 30
7.4 CBR TEST 31
7.5 FIELD DENSITY TEST BY SAND REPLACEMENT METHOD 32
7.6 AGGREGATE IMPACT VALUE TEST 33
7.7 COMPRESSIVE STRENGTH OF CONCRETE CUBES 34
7.8 SUMMARY OF CEMENT TEST RESULTS 35
CHAPTER 8 HOT-MIX PLANT
8.0 INTRODUCTION 36
CHAPTER 9 EQUIPMENTS USED IN HIGHWAY
CONSTRUCTION
9.0 EARTH MOVING EQUIPMENT 37
9.1 AGGREGATES SPREADERS 38
9.2 ROLLERS 38
9.3 NUCLEAR GAUGE 41
9.4 ROAD BROOMS 41
9.5 SPRAYERS OR BINDER DISTRIBUTORS 41

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9.6 PAVER FINISHER 42
CHAPTER 10 ESTIMATION OF MATERIALS 43
CHAPTER 11 CONCLUSIONS 48
CHAPTER 12 REFERENCES 49

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CHAPTER 1
INTRODUCTION
1.0 INTRODUCTION
Bituminous pavements are in common use in India and abroad. It is possible
to construct relatively thin bituminous pavement layers over an existing
pavement. Therefore, these are commonly adopted as wearing course.
Flexible pavement could be strengthened in stages by constructing
bituminous pavement layers one after another in a certain period of time.
There are a wide range of constructing materials (type, size and grading of
aggregates and type and grade of bituminous binder) and bituminous
pavement construction techniques in use. Variations in design and
construction types have given rise to the bituminous paving technology.
It is well realized that the excessive binder content over an optimum value for
a given mix is detrimental to the good performance of the black top
pavements. This is contrary to the role of cement as a binder in the cement
concrete mixes, where the excess of the binder does not decrease the
strength.
Therefore, based on the surface area of the aggregates, and the technique of
construction the optimum binder content may be determined. Another
problem associated with the construction of bituminous pavements is the
control of the proper viscosity of the bituminous-aggregate mixtures during
mixing and compaction operations.
In this country, the bituminous construction is by and large adopted on the
surface coarse. In fact till recent years the bituminous construction as a
wearing course or a surface course was considered as the main treatment.

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Bituminous constructions are also adopted for base and binder courses of
pavements on heavy-traffic roads. Different from the cement concrete
surfacing which would require very high cost of construction and a substantial
curing period before opening the road to traffic, the bituminous surfacing has
a distinct advantage in this respect.
The black top construction is in extensive use in developing nations like, India
where the cement as a construction material is in great demand for large
number of other engineering projects. Also stage development is possible in
the case of bituminous roads, depending on traffic demands.

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CHAPTER 2
TYPES OF CONSTRUCTION
2.0 INTRODUCTION
Number of types and methods are in use for bituminous pavement
construction. It is attempted to broadly classify them here based on the
methods of construction. The following construction techniques are in use:
2.1 INTERFACE TREATMENT
The surface of the existing pavement layer is to be cleaned to remove dust
and dirt and a thin layer of bituminous binder is to be sprayed before the
construction of any type of bituminous layer over this surface. This treatment
with bituminous material is called interface treatment.
The interface treatment may either be a prime coat or a tack coat and in some
cases, the prime coat followed by a tack coat.
(a) Prime coat: Prime coat is the first application of a low viscosity liquid
bituminous material over an existing porous or absorbant pavement surface
like the WBM base course.
The main object of priming is to plug in the capillary voids of the porous
surface and to bond the loose mineral particles on the existing surface, using
a binder of low viscosity which can penetrate into the voids.
The bituminous primer is sprayed uniformly using a mechanical sprayer at a
rate of 7.3 to 14.6 kg per 10 sq.m area, depending on the porosity of the
surface. The primed surface is allowed to cure for atleast 24 hrs, during which
no traffic is allowed.

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(b) Tack coat: Tack coat is the application of bituminous material over an
existing pavement surface which is relatively impervious like an existing
bituminous surface or a cement concrete pavement or a pervious surface like
the WBM which has already been treated by a prime coat.
Tack coat is usually applied by spraying bituminous material of higher
viscosity like the hot bitumen at the rate of 4.9 to 9.8 kg per 10 sq.m area
depending in the type of the surface. However in some special circumstance
a tack coat of bituminous emulsion may also be applied in cold state.
2.2 BITUMINOUS SURFACE DRESSING
Bituminous Surface Dressing (BSD) is provided over an existing pavement to
serve as thin wearing coat. The single coat surface dressing consists of a single
application of bituminous binder material followed by spreading of
aggregate cover and rolling. When the surface dressing is similarly done in
two layers, it is called ‘two coat bituminous surface dressing’.
Where better adhesion is required, aggregates precoated with bituminous
binder are used in lieu of conventional surface dressing and this technique is
called ‘Bituminous Surface Dressing with Precoated Aggregates’. The main
functions of BSD are:
(a) To serve as a thin wearing course of pavement and to protect the base
course.
(b) To water proof the pavement surface and to prevent infiltration of surface
water.
(c) To provide dust-free pavement surface in dry weather and mud-free
pavement in wet weather.

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2.3 SEAL COAT
Seal coat is usually recommended as a top coat over certain bituminous
pavements which are not impervious, such as open graded bituminous
constructions like premixed carpet and grouted macadam. The seal coat is a
very thin surface treatment or a single coat surface dressing which is usually
applied over an existing black top surface. A premixed sand bitumen (hot mix)
seal coat is also commonly used over the premixed carpet.
The main functions of seal coat are:
(a) To seal the surfacing against the ingress of water.
(b) To develop skid resistant texture.
(c) To enliven an existing dry or weathered bituminous surface.
2.4 PENETRATION MACADAM
Bituminous Penetration Macadam or Grouted Macadam is used as a base or
binder course. The coarse aggregates are first spread and well compacted in
dry state and after that hot bituminous binder of relatively high viscosity is
sprayed in fairly large quantity at the top. The bitumen penetrates into the
voids from the surface of the compacted aggregates, thus filling up a part of
the voids and binding some stone aggregates together.
Depending upon the quantity of bitumen spread and the extent of
penetration, it is called ‘full grout’ when bitumen penetrated to the full depth
of compacted aggregates and ‘semi-grout’ when it penetrates upto about half
the depth. Full grout is adopted in regions of heavy rain fall and semi-grout is
adopted in regions of moderate rain fall and traffic.

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2.5 BUILT-UP SPRAY GROUT
Built-up Spray Grout (BSG) consists of two-layers composite construction of
compacted crushed aggregates with application of bituminous binder after
each layer for bonding and finished with key aggregates at the top to provide
a total compacted thickness of 75 mm. This method is commonly used for
strengthening of existing bituminous pavements.
2.6 PREMIX METHODS
In this group of methods the aggregates and the bituminous binder are mixed
thoroughly before spreading and compacting. It is possible to coat each
particle of aggregate with the binder still the quantity of binder used may be
considerably lesser than penetration macadam type construction. In
premixed constructions, the quantity of bitumen used could be precisely
controlled and they offer increased stability of the mix even with lower
bitumen contents.
2.7 BITUMINOUS MACADAM
Bituminous Macadam (BM) or Bitumen Bound Macadam is a premixed
construction method consisting of one or more courses of compacted
crushed aggregates premixed with bituminous binder, laid immediately after
mixing. The BM is laid in compacted thickness of 75 mm or 50 mm and three
different gradations of aggregates have been suggested for each thickness to
provide open graded and semi-dense constructions.BM base course is
considered to be much superior than other types of base course materials
such as WBM with respect to load dispersion characteristics and durability.

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2.8 BITUMINOUS PREMIXED CARPET
Premixed Carpet (PC) consists of coarse aggregates of 12.5 and 10.0 mm sizes,
premixed with bitumen or tar binder are compacted to a thickness of 20 mm
to serve as a surface course of the pavement. The PC consists of all aggregates
passing 20 mm and retained on 6.3 mm sieve. When a fairly well graded
material as per specification is used for the construction of the bituminous
carpet of thickness 20 to 25 mm, the construction method is called Semi-
dense Carpet.
2.9 BITUMINOUS CONCRETE
Bituminous Concrete or Asphalt Concrete (AC) is a dense graded premixed
bituminous mix which is well compacted to form a high quality pavement
surface course. The AC consists of a carefully proportioned mixture of coarse
aggregates, fine aggregates, mineral filler and bitumen and the mix is
designed by an appropriate method such as the Marshall method to fulfil the
requirements of stability, density, flexibility and voids. The thickness of
bituminous concrete surface course layer usually ranges from 40 to 75 mm.
The IRC has provided specification for 40 mm thick AC surface course for
highway pavements.
2.10 SHEET ASPHALT
Sheet asphalt or rolled asphalt is a dense sand-bitumen premix of compacted
thickness 25 mm, used as a wearing course. The sheet asphalt consists of well
graded coarse to fine sand (without coarse aggregates) and a suitable
penetration grade bitumen to form a dense and impervious layer. This is laid
over cement concrete pavement to provide an excellent riding surface. The
sheet asphalt also protects the joints in cement concrete pavements and

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could cause a reduction in warping stresses due to a decrease in the
temperature variations between top and bottom of the concrete slab.
2.11 MASTIC ASPHALT
Mastic asphalt is a mixture of bitumen, fine aggregates and filler in suitable
proportions which yields a voidless and impermeable mass. The mastic
asphalts when cooled results in a hard, stable and durable layer suitable to
withstand heavy traffic. The filler, bitumen binder and aggregate are taken in
suitable proportion and they are heated in sequence, and cooked at a
temperature of 200 to 223 C according to the binder grade, for over 5 hrs in
a special cooker. At a temperature of about 200 C the mastic asphalt has such
a consistency that it can flow. But on cooling to atmospheric temperature, it
hardens to semi-solid or solid state. The mastic asphalt should be spread at a
temperature of about 200 C to a thickness between 2.5 to 5 cm. No rolling is
required.

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CHAPTER 3
METHODS OF CONSTRUCTION
3.0 INTRODUCTION
Premix types of bituminous constructions are generally carried out in the field
using appropriate plants. There are two types of mixing plant and travelling
plant.
The centre mixing plant consists of units for batching different materials,
separate heating units for mixed aggregates and bitumen and a mixing unit of
large capacity.
The aggregates, filler and bitumen are transported to the site of the mixing
plant which is stationed at a suitable location and the bituminous mix is again
transported from the plant to the construction site. Generally there is very
good control on the quality of the mix obtained from the central mixing plant.
The travelling plant is a smaller unit and can be shifted from time to time
along the road side as the bituminous construction progresses.
3.1 HOT-MIX METHOD
In hot mix constructions the heated aggregates are mixed with heated
bitumen in a central or travelling plant.
3.2 COLD-MIX METHOD
In cold mix method, the aggregates at atmospheric temperature are mixed
with bituminous material of low viscosity in cold state or after slight heating.

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CHAPTER 4
CONSTRUCTION STEPS OF BITUMINOUS PAVEMENTS
4.0 INTRODUCTION
The existing surface is prepared by removing the pot holes or ruts if any. The
irregularities are filled in with premix chippings at least a week before laying
surface course. If the existing pavement is extremely wavy, a bituminous
levelling course of adequate thickness is provided to lay a bituminous
concrete surface course on a binder course instead of directly laying it on a
WBM.
4.1 APPLICATION OF TACK COAT
It is desirable to lay AC layer over a bituminous base or binder course.
A tack coat of bitumen is applied at 6.0 to 7.5 kg per 10 sq.m area, this
quantity may be increased to 7.5 to 10 kg for non-bituminous base.
4.2 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 C and the
aggregate temperature should not differ by over 14 C from the binder
temperature. The hot mixed material is collected from the mixer by the
transporters, carried to the location and is spread by a mechanic paver at a
temperature of 121 to 163 C .The camber and the thickness of the layer are
accurately verified. The control of the temperature during the mixing and

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the compaction are of great significance in the strength of the resulting
pavement structure.
4.3 ROLLING
A mix after it is placed on the base course, is thoroughly compacted by rolling
at a speed not more than 5 km per hr. The initial or break down rolling is done
by 8 to 12 tonnes roller and the intermediate rolling is done with a fixed wheel
pneumatic roller of 15 to 30 tonnes having a tyre pressure of 7 kg per sq.cm.
The wheels of the roller are kept damp with water. The number of passes
required depends on the thickness of the layer. In warm weather rolling on
the next day helps to increase the density if the initial rolling was not
adequate. The final rolling or finishing is done by 8 to 12 tonnes tandem roller.
4.4 QUALITY CONTROL OF BITUMINOUS CONCRETE
CONSTRUCTION
The routine checks are carried out at site to ensure the quality of the resulting
pavement mixture and the pavement surface. Periodical checks are made for
(a) Aggregate grading
(b) Grade of bitumen
(c) Temperatures of aggregate
(d) Temperatures of paving mix during mixing and compaction.
Atleast one sample for every 100 tonnes of the mix discharged by the hot mix
plant is collected and tested for above requirements. Marshall tests are also
conducted. For every 100 sq.m of compacted surface, one test of the field
density is conducted to check whether it is at least 95% of the density

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obtained in the laboratory. The variation in thickness allowed is 6 mm per 4.5
m length of construction.
4.5 FINISHED SURFACE
The AC surface 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 undulation exceeding 4.0 mm.

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CHAPTER 5
LAYERS OF FLEXIBLE PAVEMENT
5.0 INTRODUCTION

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5.1 SUBGRADE
After the vegetation and organic dirt are removed from the earth surface, it
requires mild compaction (two passes of 80 – 100 kN smooth wheeled roller,
or equivalent, as per the recommendations).There should not be any soft spot
present in the subgrade. The figure shows the compaction equipment used in
the field.
Soil is spread in uniformly in layers with thickness not exceeding 200 mm and
is then compacted. Motor grader is used for maintaining a suitable grade
during construction. If the moisture content is low, requisite amount of water
is added uniformly with the help of a sprinkler system. If the roadbed material
is too wet, it should be dried through aeration and exposure to sun.

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5.2 GRANULAR BASE/SUB-BASE COURSE
Construction of granular base or sub-base consists of laying and compacting
suitably selected aggregate material over the formed subgrade. The materials
of construction can be natural sand, moorum, crushed stone, crushed
concrete, brick metal, crushed slag etc. As per IRC 37:2001, the sub-base
material, for bituminous pavement construction, should have CBR value 20%
for traffic up to 2 msa and 30% for traffic more than 2 msa.
Granular Sub-base: The name of this course is Granular Sub-base and is more
popularly known as GSB. The aggregates to be chosen should have 10% fines
value as 50 kN in soaked condition. The materials as per the specified
gradation with requisite water should be spread with the help of a motor
grader. Rolling should be done by a 80 – 100 kN static roller with plain drum,

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or by a 200 – 300 kN pneumatic roller whose speed should not exceed 5 kmph.
The above figure shows the dumping and spreading phase of GSB.
5.3 WATER BOUND MACADAM
Water Bound Macadam (WBM) is constituted with a compacted layer of
clean, crushed aggregates and screening material laid on a properly prepared
subgrade, base or sub-base course. Binding material is used wherever
necessary and water is added for proper compaction. Broken stones, crushed
slag, over burnt bricks, and any other naturally occurring aggregates
conforming to the physical requirement, can be used for WBM construction.
5.4 WET MIX MACADAM
The construction of Wet Mix Macadam (WMM) consists of laying and
compacting clean, crushed, and graded aggregates, premixed with water.
WMM is prepared in a mixing plant, in which aggregates and water with
suitable proportion are mixed together.
The optimum moisture content of the mix is determined in the laboratory.
The aggregates, immediately after mixing, are laid on the surface.
After the completion of the construction, setting time is given, during which
it is desirable that not even construction equipment should pass over the
surface.

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The figure shows the WMM work in the field
5.5 BITUMINOUS BINDER COURSE
The commonly used binder courses include Bituminous Macadam (BM) and
Dense graded Bituminous Macadam (DBM). BM has a high level of voids and
therefore it is pervious to water.
During the summer season, its stiffness becomes too low [60]. Thus,
guidelines restrict that it should be used only for the roads whose design life
is less than 5 msa [89]. DBM can also be used as a base course, or as a profile
corrective course [215].

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The figure shows the laying of DBM layer
Aggregates are mixed according to the specifications and the optimum
bitumen content (OBC) is found out from the Marshall requirement set in the
specification. For some mixes, such as BM, OBC is not determined by
Marshall.
Before laying, the surface should be thoroughly cleaned and any loose
materials removed. This can be done using mechanical brooms or high
pressure air jets.
After laying of bituminous mixes, compaction is immediately done. Vibratory
rollers of 80 – 100 kN dead weight and pneumatic tyred rollers of 120 – 150
kN with nine wheels are generally specified for this compaction. The finish
rolling is done using 60 – 80 kN smooth wheeled tandem rollers [215]. The

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level of compaction should be a specified fraction of the Marshall density
determined in the laboratory.
The figure shows the tandem roller and pneumatic tyre roller

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CHAPTER 6
PAVEMENT EXECUTION
6.0 EXECUTION OF SUBGRADE
The excavation has to be done first and then the soil tests has to be done for
every 10 sq.m. That may be either the grain size analysis test, atterberg limits,
free swell index, modified proctor compaction test, CBR test. All these tests
has to done before the execution of the subgrade layer. After the execution
has done the subgrade layer has to be compacted by using the earthwork
compaction roller. The following figure shows the execution of subgrade
layer.

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6.1 EXECUTION OF GRANULAR SUB BASE
After laying the subgrade layer the granular sub-base layer takes place. Before
laying this layer, the aggregate tests has to be done i.e. the strength of the
aggregate, the hardness, the toughness, durability, shape of aggregates and
adhesion test has to be done and some tests for road aggregates like
aggregate crushing test, abrasion test, impact test, soundness test, shape
test, flakiness and elongation index test and specific gravity and water
absorption tests has to be done. After all these test has passed then the
particular aggregate is suitable for construction purpose, then the GSB layer
has to be layed. After laying the GSB the compaction has to be done by using
compaction rollers. The aggregate size used in this layer is 40 mm size. The
following figure shows the laying of GSB layer.

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6.2 EXECUTION OF WET MIX MACADAM
After laying the GSB layer the WMM layer has to be layed. In this layer the
dust material is used i.e. the size of dust particle is 10 mm in size. The same
tests has to be adopted as mentioned the GSB layer. For express ways two
layers of WMM has to be layed i.e. of size 125 mm of each layer after
compaction. After laying the two layers over WMM layer prime coat is done
and after that wait for 24 hrs to penetrate bitumen of 3 mm inside WMM
layer. The figure shows the WMM layer and over that prime coat is shown.

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6.3 EXECUTION OF DENSE BITUMINOUS MACADAM
Over the WMM layer the DBM layer has to be layed. The material used in
DBM is the bitumen, filler and different sizes of aggregates. Before the
execution some tests has to be done i.e. the penetration test, ductility test,
viscosity test, float test, specific gravity test, softening point test, flash and
fire point test, solubility test and water content test has to be done. After all
these tests has passed then we can approve these material for DBM layer.
The DBM has been prepared in the hot-mix plant as per specifications. The
prepared DBM has been carried to the field and layed over WMM layer and
compacted by using tandem rollers and pneumatic tire rollers. The thickness
of DBM layer would be 65 mm after the compaction.
The following figure shows the execution and compaction of DBM layer

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For paving DBM layer the temperature should be greater than 120 C. The
execution can be done by using a paver which is of 6.25 m width. Before using
the paver first set the grade sensors. After laying DBM layer the temperature
of DBM has been checked and it should not be less than 90 C. Thickness gauge
is used to measure DBM thickness. Over the WMM layer the prime coat is
applied and it the slow setting one. It is spread by a sprayer at a rate of 7.5 to
10 kg/10 sq.m. After 24 hrs if the prime coat is not set then the tack coat is
applied and it is a rapid setting one and it is spread by a sprayer at a rate of
2.5 to 3 kg/10 sq.m.

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The following figure the paver used at NCC
6.4 EXECUTION OF BITUMINOUS CONCRETE SURFACE
It is provided at the top of the pavement surface to
(a) Have adequate skid resistance,
(b) Have a waterproof surface,
(c) Prevent entry of air to the pavement, which causes aging of the bitumen,

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(d) Arrest disintegration of particles from the existing road surface, and
(e) Reduce hazards caused by limited visibility, poor night visibility, and dusty
surroundings, and so on.
The following figure shows the perfect flexible pavement surface

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CHAPTER 7
LABORATORY TEST RESULTS
7.0 ATTERBERG LIMITS

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7.3 MODIFIED PROCTOR COMPACTION TEST

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7.5 FIELD DENSITY TEST BY SAND REPLACEMENT METHOD

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7.6 AGGREGATE IMPACT VALUE TEST

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7.7 COMPRESSIVE STRENGTH OF CONCRETE CUBES

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CHAPTER 8
HOT-MIX PLANT
8.0 INTRODUCTION
The temperature required to start hot-mix plant is between 140 -160 C. The
DBM comes out from hot-mix plant with a temperature of 165 C. There will
be 3 sieves in hot-mix plant and 4 hot bins are present. For 1 batch, 2 tons of
DBM is released from hot-mix plant. 24 tons/dumper is carried out from hot-
mix plant. The process takes place like this:
Different sizes of aggregates will be present in cold bins, Through belts the
aggregates and dust is sent to the drier to dry the materials at 100 C, then the
materials is supplied to the hot-mix plant. There in the hot-mix plant the
aggregates of different sizes will pass through sieve and fall in a hot bins, there
in the hot bins the 1% of filler and 4.5% of bitumen is added to prepare 1 ton
of DBM and thoroughly mixed and then stored for a while and comes out from
a mixer. The following figure shows the HOT-MIX PLANT

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CHAPTER 9
EQUIPMENTS USED IN HIGHWAY COSNTRUCTION
9.0 EARTH MOVING EQUIPMENT
Tractor or crawler is the basic equipment used for earth moving activities, to
which various attachments may be fixed for specific purposes. Bulldozer is
another equipment where a movable steel blade is attached to the front of a
tractor. Bulldozers are used for clearing the way along the construction line
and also for moving earth. Another attachment to tractor is ‘loader’, in which
a bucket is used for picking up, transporting, and depositing soil. ‘Hoe’ is
another type of attachment used for digging pits or trenches. Rotary tiller is
an equipment meant for field pulverization of subgrade soil.

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9.1 AGGREGATE SPREADERS
Aggregates spreaders or gritters are used to ensure uniform spreading of
aggregates over the construction surface. Three types of aggregates
spreaders are there they are:
Truck-mounted spreaders: In a truck-mounted spreaders or a fantail
spreader, the aggregate carrier is hinged to the body of the truck. The
operator can change its slope and also the gate opening to control spread of
aggregates. Vertical fins are provided so as to ensure uniform spread of
aggregates over the pavement width. The uniformity of spread largely
depends on the skill of the operator-cum-driver.
Truck-propelled spreaders: In the truck-propelled spreaders, aggregates are
moved onto the rotating belt, and through an adjustable gate, aggregates are
spread uniformly over the surface. When the truck is empty, the spreader is
disconnected and attached to a loaded truck.
Self-propelled spreaders: Self-propelled spreaders consists of two hoppers,
attached at the front and rear of a pneumatic-tyred tractor. Aggregates are
fed to the hoppers through screw feed and the rate of spread can be
controlled through an adjustable gate.
9.2 ROLLERS
Five types of rollers are described namely the smooth-wheeled rollers,
pneumatic- tyred rollers, sheep foot rollers, grid rollers, and vibratory rollers.
Smooth-wheeled rollers: Smooth-wheeled rollers or drum rollers can
compact all types of soil, expect rocky soil. The disadvantages of a Smooth-
wheeled roller are that (1) the level of compaction is sometimes not
satisfactory, because of its large contact area and consequently low pressure
and (2) the weaker aggregates tend to be crushed during compaction.

46
Pneumatic-tyred rollers: In Pneumatic-tyred rollers a number of tyres are
placed close and parallel to each other. This is suitable for coarse grained soils
(with 4-8% passing IS75 micron sieve). Depending on the type of material, a
pneumatic-tyred roller can compact faster and with fewer passes than a
smooth-wheeled roller. Figure shows a pneumatic-tyred roller.

47
Sheep foot rollers: The sheep foot roller or padfoot roller has some
protrusions on its drum which penetrate into the soft soil and compact it by
kneading and tamping. The padfoot roller has relatively large footprints. The
weight of the roller can be adjusted by changing the amount of water poured
into the rolling drum. Successive passes of the sheepfoot roller decrease the
depth of penetration of the protrusions and this is known as ‘walk-out’. The
measure of walk-out gives some idea regarding the level of compaction
attained. Blending of materials is assisted by this compaction method, and it
also eases the moisture control.
Grid rollers: In grid rollers, the drum is covered with heavy steel grid. The grid
produces high contact pressure which helps to avoid situations, such as plastic
wave formation due to shear deformation of soil. Grid rollers are suitable for
compaction of granular particles and help in breaking and rearranging the
particles. However, grid rollers cannot work effectively on clayey soil as the
soil gets clogged within the grid.
Vibratory rollers: In these rollers, a vibratory motion along the vertical
direction is induced along with the rolling operation. The amplitude of
vibration is of the order of 1 or 2 mm. These vibratory drums are isolated by
means of shock absorbers from the frame on which the operator sits. This
vibratory effect helps in better compaction, specially that of granular
materials. The extent of compaction caused by the vibratory roller depends
on:
(1) Static weight
(2) Vibratory mass
(3) Frequency and amplitude of vibration
(4) Rolling speed

48
9.3 NUCLEAR GAUGE
Nuclear gauge are used for field density measurement. The scatter of gamma
rays and neutrons from the nuclear gauge give a measure of the bulk density
of soil and moisture content respectively. Calibration curves are used where
scatter level, bulk density, and moisture content are plotted for known values.
Nuclear gauges measure the compaction level quickly but adequate
precautions must be taken to avoid radiation hazards.
9.4 ROAD BROOMS
Road brooms are used for resurfacing on the existing surface. The road
brooms are used to remove dirt, mud, dust, and other deleterious particles
from the existing surface, such that the adherence of the surface to be laid
with the existing surface, becomes strong. In the rotary road broom, a circular
broom suspended from a frame rotates in a horizontal plane. The position of
the broom can be adjusted from the control installed in the vehicle on which
it is mounted. The bristles of the broom are made of steel, nylon, or fibres and
sometimes a high-pressure air jet is used to serve the same purpose.
9.5 SPRAYERS OR BINDER DISTRIBUTORS
Sprayers or binder distributors are used when a binder (cold or hot) is
required to be sprayed uniformly. Sprayers can be of hand-spray type or of
vehicle mounted multi-nozzle type. A sprayer can either be self-propelled or
towed. A good sprayer is expected to serve the following purposes:
(a) Uniformity in rate of application of the binder.

49
(b) Adjustable application rate depending on the requirement of a particular
type of construction.
(c) The area covered, in which the binder is sprayed, should be in accordance
with the area covered by the aggregate spreader.
Depending on the rate of application of the binder, a sprayer can be
categorized as:
(a) Constant rate of spread distributor
(b) Constant volume distributor
(c) Constant pressure distributor
The components of binder distributors are spray bar, spray jet (slotted jet or
whirling jet), binder pump, air compressor, binder tank, and burners.
9.6 PAVER FINISHER
Paver finishers have the arrangement for multipurpose jobs related to
pavement construction. The main components of the paver finisher are:
(a) A loading hopper and a suitable distribution mechanism
(b) A compaction and vibrating arrangement
(c) A mechanism for the construction of a smooth surface finish, free from
surface blemishes. The following figure shows a paver finisher in operation.

51
CHAPTER 10
ESTIMATION OF MATERIALS FOR 1 KM OF PAVEMENT
(1) Width of the pavement = 18.2 m
(2) Thickness of DBM = 0.065 m
(3) Total quantity of DBM required for 1 km of pavement = 1000*18.2*0.065
= 1183 cu.m
(4) Thickness of the BC layer = 0.050 m
(5) Total quantity of BC required for 1 km of pavement = 1000*18.2*0.050 =

52
910 cu.m
(6) Thickness of WMM = 0.125 m
(7) Total quantity of dust required for 1 km of pavement = 1000*18.2*0.125 =
2275 cu.m
(8) Thickness of GSB = 0.200 m
(9) Total quantity of GSB required for 1 km of pavement = 1000*18.2*0.200 =
3640 cu.m

53
(10) Thickness of sub grade = 0.500 m
(11) Total quantity of soil for sub grade required for 1 km of pavement =
1000*18.2*0.500 = 9100 cu.m

54
(12) Bitumen required for 1 km = 125 tons
(13) Tack coat required for 1 km = 5 tons

55
CHAPTER 11
CONCLUSIONS
Based on the above discussion, following conclusions are made:
(1) Flexible pavements are good roads but not cheaper roads.
(2) These roads should be considered only if sufficient funds are available.
(3) The thickness of the pavement should not be compromised.
(4) Bitumen is going to more costly in future.
(6) So it should be used very judiciously.
(7) Modification like CR, EVA and SBS may be used to reduce the susceptibility
of the bitumen.
(8) So, It will reduce the quantity of bitumen also.

56
CHAPTER 12
REFERENCES
(1) S. K. KHANNA and C. E. G. JUSTO, Highway Engineering, New Chand
&Bros, 2001.
(2) PARTHA CHAKROBORTY and ANIMESH DAS, Principles of
Transportation Engineering, Prentice-Hall of India Private
Limited, 2003.
(3) S. P. BINDRA, Highway Engineering, Dhanpat Rai & Sons
Publications, 4th
Edition, 1981.
(4) Data obtained from Nagarjuna Construction Company
Limited.
(5) Guidelines for the design of Flexible Pavements, Published
by, The Indian Roads Congress, 2007.
(6) MICHEAL SARGIOUS, Pavement and Surfacings for Highway,
Applied Science Publishers Limited.
(7) GEORGE KANELLAIDIS, Aspects of Bituminous Construction,
ASCE Journal of Transportation Engineering,
November/December 1999, pp 481-485.
(8) L. R. KADIYALI, Traffic Engineering and Transport Planning,
Khanna Publishers, 2004.

FINAL REPORT

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