Академический Документы
Профессиональный Документы
Культура Документы
that dense graded DBM should be used in lieu of open graded, undrained BM especially
to obtain long lasting pavements. Numerous positive comments have been received on
this paper, which made a strong case of drastically reducing the number of bituminous
mixes in the orange book by deleting some mixes such as Bituminous Macadam (BM)
and Semi-Dense Bituminous Concrete (SDBC), which are fundamentally flawed and are
not cost effective.
However, despite many fundamental, technical flaws associated with BM as mentioned in
the paper, some engineers still advocate to retain it in the specifications. This is probably
due to the following misconceptions:
Dense graded DBM is not flexible enough to be placed directly on WMM and
therefore a flexible BM course is necessary between the WMM and DBM. If the
DBM was not flexible it would not rut at all. But that is not the case. If there is
uneven settlement /consolidation of WMM, the DBM is flexible enough to deform
and adjust similar to BM if that is what is desired. It is a common practice in most
countries of the world to place DBM type bituminous base course directly on
crushed stone base course (we call it WMM). That practice has resulted in durable
long lasting pavements without any problems.
BM is cheaper than DBM and that is why it is good for a developing country like
India. A detailed, comparative cost analysis given in the paper shows that the
DBM is cheaper than the BM by 15 to 21% if the relative structural strengths are
considered. Only when the BM is used as PCC to correct camber/super elevation
it is cheaper than the DBM. But the problem still remains that the undrained BM
PCC would trap moisture/water creating a bath tub within the pavement and
thus will be potentially detrimental to the pavement.
Some engineers have suggested retaining the BM but providing outlet for the water
trapped in the open graded BM. To do this, the BM has to be extended all the way to the
edge of the embankment (that is, day lighted) or pavement edge drains have to be
constructed to drain the BM. Both of these configurations which are shown in Figs. 2(a)
and 2(b) of the paper to drain a permeable asphalt treated base (PATB) are very expensive
propositions. Even developed countries use the PATB as a drainage layer only on selected
heavy duty roads. It should also be mentioned here that if we must use a drainage layer in
India in exceptional circumstances, we should use PATB rather than the BM because the
former with 2-3% bitumen content and coarser gradation is not only cheaper but also
more permeable.
If BM is used as PCC for correcting camber, it may not be possible to drain the BM
wedge (triangle) especially if it is towards a raised median. Moreover, rainwater falling in
the raised median may also enter sideways into the open graded BM wedge and cause
stripping and potholes. Such a case has been observed on a national highway in India.
As mentioned in the paper, it is time to move on from open graded cheaper mixes to
dense graded, durable mixes if our objective is to have long lasting pavements both for
low-volume and high-volume roads. Time is of essence. There is no need to conduct any
research, as some might say, and wait for the results. That will simply delay this change,
which is based on common sense, is already practiced in the world, and is now long
overdue in India.
There is a trend in the world to use only dense-graded bituminous mixes both for low and
high traffic roads so that long lasting pavements, which require minimal maintenance, can
be constructed. (Obviously, use of premix carpet directly on WBM for rural roads is
acceptable.) The revised Section 509, Dense Graded Bituminous Mixes recommends
only 4 mixes: one for base course, one for binder course, and two for wearing course.
If the dense graded 9.5 mm NMAS wearing course as recommended in proposed Clause
509 is adopted, there is no need for the semi-dense SDBC, which is technically flawed
due to pessimum voids as explained in the IRC paper. The recommended dense graded
mix (which can also be used in thin 25 mm applications) will be more durable and cost
effective than the SDBC, because the former is only about 5% costlier than the latter.
Two new Clauses 423 and 424 have been added to include specifications for cold,
stockpileable pothole repair mix and stone matrix asphalt (SMA), respectively.
This memorandum along with my recommended revisions to Section 500 (Bituminous
Pavements), the entire small orange book, is being shared with over 600 highway
engineers (government, contractors, consultants, and academia) all across India. I believe
they all are looking forward to a simpler (that is, less number of mixes by cutting the dead
wood and eliminating outdated and technically flawed mixes) and a progressive orange
book. Only an objective review (free of preconceived notions and misconceptions) can
accomplish this objective. I sincerely hope MORTH review and the final revisions will
not disappoint them.
My recommendations for revising Section 500 now follow.
Recommended Revisions to MORTH Specifications for Road and Bridge WorksSection 500 (Fourth Revision)
By
Prof. Prithvi S. Kandhal, Jaipur
(18 May 2009)
Note: My comments to support the suggested revisions are given in italics within
parenthesis.
[General comment for the entire orange book: In the revised orange book please do not
number the tables and figures in a sequence in the entire book. If we delete a clause from
the orange book, the whole sequence is disturbed and renumbering of the tables and
figures is required. I suggest to assign number to the tables within the clause. For
example, tables in clause 509 will be numbered as 509.1, 509.2, 509.3 and so forth. This
way, if Clause 509 is deleted in future it does not affect the numbers of other tables in the
orange book.]
as
follows:
Where
penetration
Bitumen
Temperature
Aggregate
Temperature
Laying
Temperature
*Rolling
Temperature
160-175
Mixed
Material
Temperature
160-170
160-170
150 Min
100 Min
VG-30
150-165
150-170
150-165
140 Min
90 Min
VG-20
VG-10
145-165
140-160
145-170
140-165
145-165
140-160
135 Min
130 Min
85 Min
80 Min
*Rolling must be completed before the mat cools to these minimum temperatures.
[Comment: Ranges of mix temperatures have been revised in view of the new viscosity
grades. The laying temperatures are 10 C less than the minimum mix production
temperatures, which will account for some cooling in the transport.]
Exact mixing and compaction temperatures for VG-30 and other viscosity grades will be
determined based on paving bitumen viscosities at 60 C and 135 C following the
procedure given in the Asphalt Institute Manual MS-2. Both viscosity values shall be
supplied by the bitumen supplier because the paving bitumen is based on viscosity
grading. In case of modified bitumen, the temperature of mixing and compaction shall be
higher than the mix with conventional bitumen as binder. The exact temperature depends
upon the type and amount of modifier used and shall be adopted as per the
recommendations of the manufacturer. In order to ensure uniform quality of mix the plant
shall be calibrated from time to time.
[Comment: Since viscosity grading has been adopted, it is possible to establish mixing
and compaction temperatures as per MS-2 of the Asphalt Institute.]
Clause 501.4 Transporting
Revise the second sentence as follows:
Subject to the approval of the Engineer, a thin coating of diesel or lubricating oil or an
asphalt release agent, which does not adversely affect the bituminous mix may be applied
to the interior of the vehicle to prevent sticking and to facilitate discharge of the
material.
[Comment: Most countries in the world do not allow application of diesel oil which can
affect the bituminous mix making it soft and causing flushing. These days, asphalt release
agents consisting of soap or limewater are available. We should be proactive and make
this change now to permit the use of such release agents.]
Clause 501.5.1 Weather and Seasonal Limitations
Revise the first sentence as follows:
Laying shall be suspended when rain is imminent, or during rain, fog and dust storm.
[Comment: Most highway departments stop paving when rain is imminent.]
509.2. Materials
509.2.1.
Bitumen: The bitumen for dense graded bituminous mixes shall comply
with Indian Standard Specification for viscosity-graded paving bitumen, IS: 73 or
modified bitumen complying with IS: 15462. Guidelines for selection of grade of
viscosity-graded paving bitumen and modified bitumen are given in Tables 509.1,
509.2, and 509.3.
The type and grade of modified bitumen to be used shall be specified in the
Contract. The use of polymer modified bitumen is recommended for very heavy
traffic roads in very hot climate.
Both the highest daily mean air temperature and the lowest daily mean air
temperatures mentioned in Tables 509.2 and 509.3 can be obtained for the weather
station nearest to the project site from the Indian Meteorological Organization
(IMO). The IMO has data on daily mean high temperature for all 365 days in a
year for all weather stations based on historical records of the last 30-40 or more
years. This daily mean high temperature on a specific day is the same as daily
normal high temperature for that day as usually reported in some newspapers.
The highest of the 365 daily mean high air temperatures (which usually occurs on
some day in May or June) is used in Tables 509.2 and 509.3. Likewise, the lowest
daily mean air temperature (which usually occurs on some day in January) can
also be obtained from the IMO. Since these are mean temperatures based on the
average of 30-40 years data, these temperatures are significantly lower than the
absolute maximum temperatures, which may have occurred in a specific year.
General Applications
VG-40
(40-60 penetration)
VG-30
(50-70 penetration)
Use for paving in most of India in lieu of old 60/70 penetration grade
VG-20
(60-80 penetration)
Use for paving in cold climatic, high altitude regions of North India
VG-10
(80-100 penetration)
10
VG-20
VG-10
VG-30
VG-20
The preceding 2 tables have been formulated in view of the above discussion, Indian
Meteorological Organization climatic data, and practical considerations such as
minimizing temperature ranges and viscosity grades.]
509.3.2.
Coarse aggregate
509.3.2.1 The coarse aggregate shall consist of crushed rock, crushed gravel or other
hard material retained on 2.36 mm sieve. It shall be clean, hard, durable and have cubical
shape, free from dust and soft organic and other deleterious substances. The aggregate
should preferably be of low porosity. The coarse aggregate shall satisfy the physical
requirements specified in Table 509.4.
509.3.2.2 Where crushed gravel is proposed for use as aggregate, not less than 90% by
weight of the crushed material retained on 4.75mm sieve shall have at least two fractured
faces.
TABLE 509.4. PHYSICAL PROPERTIES OF COARSE AGGREGATE
Property
Test
Cleanliness
Particle
Shape
Strength *
Requirement
Test method
BC -Max. 30%
DBM -Max 35%
BC - Max. 24%
DBM -Max. 27%
Min. 55
IS 2386 Part IV
IS 2386 Part IV
Polishing **
Durability
Water
Absorption
Stripping ***
IS 2386 Part IV
Magnesium Sulphate
Max. 18%
IS 2386 Part V
Water Absorption
Max. 2%
Notes:
* The aggregate may satisfy either of the two tests.
** Only for wearing courses
*** This test shall be conducted as a screening test for coarse aggregate only. It is
mandatory to conduct AASHTO T283 (Annexure I), which is conducted on the whole
bituminous mix as specified in Tables 509.7 and 509.8.
12
[Comment: The stripping test IS 6241, which is conducted on coarse aggregate only is
antiquated and proven to be inadequate based on past extensive research. Most mixtures
pass this easy static-immersion test and, therefore antistripping agents are not used when
actually needed resulting in stripping problems. In many cases, the fine aggregate is
hydrophilic and causes stripping which can be worse than that from the coarse
aggregate. Many of our stripping problems (especially potholes after monsoons) in India
are potentially due to reliance on this antiquated test. We should only use the Water
Sensitivity or Moisture Susceptibility test AASHTO T283, which is conducted on the
whole bituminous mix. See Annexure I for the outline of this test. This test, which is most
commonly called Moisture Susceptibility test is also used in the Superpave mix design.
This test is already in the MORTH specifications Section 800 as a water sensitivity test
and therefore has been proposed for the whole mix later in this specification. IS 6241 has
been retained only as a screening test for the coarse aggregate.]
509.3.3 Fine aggregate
509.3.3.1 Fine aggregate shall consist of crushed or naturally occurring mineral material,
or a combination of two, passing 2.36 mm sieve and retained on 0.075 mm sieve. No
more than 10 percent natural sand will be allowed in the binder and wearing courses and
no more than 50 percent natural sand will be allowed in the base courses. The fine
aggregate shall be clean, hard, durable, dry and free from dust and soft organic and other
deleterious substances. Fine aggregate shall have a sand equivalent value not less than 50
when tested in accordance with the requirement of IS 2720 Part 37. The plasticity index
of the fraction passing the 0.425 mm sieve shall not exceed 4 when tested in accordance
with IS 2720 Part 5.
[Comment: Many agencies in the world limit the amount of natural sand (which has
rounded particles) to 50 percent in the base courses and 10 percent in the binder and
wearing courses (layers within 100 mm of the road surface) to minimize rutting problem.
Right now our specification is vague and one can use 100 percent natural sand in all
courses, which may get us into rutting problems.]
509.3.4
Filler
509.3.4.1 Filler shall consist of finally divided mineral matter such as rock dust, or
hydrated lime or cement approved by the Engineer. The use of hydrated lime is
encouraged because of its very good antistripping and antioxidant properties. The filler
shall be graded within the limits indicated in Table 509.5.
TABLE 509.5. GRADING REQUIREMENT OF MINERAL FILLER
IS Sieve (mm)
0.6
0.3
0.075
509.3.4.2 The filler shall be inert material free from organic impurities and have plasticity
index not greater than 4. Plasticity index requirement will not apply if filler is hydrated
lime or cement. Where the complete bituminous mixture fails to satisfy requirement of
Moisture Susceptibility test (AASHTO T 283 with freeze & thaw option), 2% by total
weight of aggregate of hydrated lime shall be used and percentage of fine aggregate
reduced accordingly. See Annexure I for the outline of AASHTO T 283.
13
[Comment: Most highway agencies prefer the use of hydrated lime rather than cement
because the former not only is an antistripping agent but also retards the oxidation or
aging of bitumen during service. Cement does not have any advantage even over stone
dust, so why waste money unnecessarily. Moisture susceptibility test AASHTO T283 is
mandatory and is conducted on the entire mixture because both coarse and fine
aggregate and filler can cause stripping. This way we do not have to worry about the
coarse aggregate alone.]
509.3.4
Aggregate grading and bitumen content
509.3.4.1
The combined grading of the coarse aggregate, fine aggregate and filler,
when tested in accordance with IS 2386 Part 1, wet sieving method, shall confirm
to limits given in Table 509.6.
TABLE 509.6. GRADATION OF FOUR DENSE GRADED BITUMINOUS MIXES
Grading
DBM
Base BC
Binder BC
Wearing BC
Wearing
Course
Course
Course Grading 1 Course Grading 2
Nominal
25 mm
Aggregate
Size*
Lift Thickness
75-100 mm
Sieve
Size, Percent Passing
mm
37.5
26.5
19
13.2
9.5
4.75
2.36
1.18
0.6
0.3
0.15
0.075
Bitumen
Content
100
90-100
71-95
56-80
38-54
28-42
7-21
4-7
4.0-5.5
19 mm
12.5 mm
9.5 mm
50-75 mm
30-50 mm
25-40 mm
100
90-100
70-88
53-71
38-54
24-38
17-29
12-22
7-15
4-7
5.0-7.0
100
90-100
55-75
40-55
29-44
21-33
14-25
7-15
4-7
5.2-7.5
100
90-100
66-86
55-75
35-55
28-44
20-34
15-27
10-20
5-13
4-7
4.0-5.5
Note: Wearing course grading 1 is recommended for heavy traffic roads. Wearing course
grading 2 is recommended for light to medium traffic roads, in urban areas, and for thin
(25 mm) applications.
* nominal maximum aggregate size is one size larger than the first sieve, which retains
more than 10% material.
509.3.5.2 The combined aggregate grading shall not vary from the lower limit on one
sieve to the higher limit on the adjacent sieve to avoid gap grading.
14
509.3.5.3 Bitumen content indicated in Table 509.6 is the minimum only. The exact
bitumen content required shall be determined following the Marshall Mix Design
procedure contained in the Asphalt Institute Manual MS-2 (Sixth Edition).
509.3.5.4 The fines to bitumen (F/B) ratio by weight of total mix shall range from 0.6 to
1.2 for all mixes in Table 509.6.
[Comment: Gradations given in the MORTH Section 500 (Orange Book) for DBM and
BC have been fine tuned to make them more rut resistant as detailed in the IRC paper by
Kandhal, Sinha and Veeraragavan mentioned earlier. The fine tuned gradations are given
in columns 2-4 of Table 509.6.]
509.4. DESIGN OF MIX
509.4.1 Mix Requirements
509.4.1.1 Besides conforming to the requirement of grading and quality for individual
ingredients the mix shall meet the requirement set out in Tables 509.7 and 509.8
depending upon the type of binder. Requirements set out in Table 509.7 correspond to
paving bitumen as per IS:73 and requirements set out in Table 509.8 correspond to
modified bitumen as per IS: 15462.
TABLE 509.7. REQUIREMENT OF THE DENSE GRADED BITUMINOUS MIX
WHEN USING UNMODIFIED BITUMEN
Specification
Compaction level
blows)
Requirements
(Number of 75 blows on each face of the specimen for heavy
traffic and 50 blows on each face for light to
medium traffic
o
Minimum stability (kN at 60 C) 9.0 for heavy traffic roads* (75-blow Marshall
AASHTO T 245
specimen)
5.3 for light to medium traffic roads (50-blow
Marshall specimen)
Minimum flow (mm)
2
AASHTO T 245
Maximum flow (mm)
4
AASHTO T 245
% Air Voids (MS-2 and ASTM
3 5
D 2041)
% Voids filled with bitumen (VFB) 65 75 for heavy traffic* (75-blow Marshall
Asphalt Institute MS-2
specimen)
65-78 for light to medium traffic (50-blow
Marshall specimen)
Marshall Quotient. kN /mm
2 to 5
(stability/flow)
Tensile Strength Ratio (minimum),
%, AASHTO T283
(with freeze & thaw option)(see
Annexure I for the outline of this
test method)
80
15
4
15
14
13
12
11
5
16
15
14
13
12
* Heavy traffic roads are those roads carrying more than 1500 commercial vehicles per
day (CVD).
** The nominal maximum particle size is one size larger than the first sieve, which
retains more than 10% material.
***For intermediate value of designed percentage air voids interpolate the VMA.
[Comment: This specification should be able to be used on all types of roads: NH, SH,
MDR, and ODR. So we must allow 50-blow Marshall Design for low to medium traffic
roads such as MDR or ODR. It is neither technically correct nor desirable to design all
roads with 75 blows because it will give undesirably low bitumen contents for low to
medium traffic roads, which will reduce the durability of such roads. We already have a
severe problem of unusually low road durability in India. Only high-volume roads should
use 75-blow Marshall Design like it is done in most countries of the world. Even in the
Superpave mix design there are 4 levels of compaction depending on traffic. In
Superpave, there is a compaction level in terms of gyrations, which is equivalent to 50blow Marshall and is used on most roads with light to medium traffic. If we want to
reduce the bitumen content in most of our roads by as much as 0.5 percent and can
tolerate lower life, then we can consider using only 75 blows for all roads in India.
However, it will not be possible to justify that move technically at all. Even if an ODR
becomes MDR or SH later after a few years, the bitumen will harden by that time due to
aging and that will overshadow the effect of slightly higher bitumen content in the mix.
The minimum stability, range of flow, and VFB values for both 50 and 75 blow Marshall
designs have been taken from the latest sixth edition of the Asphalt Institute MS-2 which
is widely used successfully worldwide and has been referred to in our specification at
several places. These values have been used in very hot climate areas such as in Arizona
in the US and other hot, tropical countries successfully.
Extensive research has shown that the air void range of 3 to 5 percent applies to all
courses, which is also reflected in the latest Asphalt Institute MS-2. In fact, some states in
the US specify even lower air voids 2 to 4 percent for the base courses, which do not get
further compaction from traffic. This is unlike past practice when higher air voids were
specified for base courses compared to binder and wearing courses.]
16
Properties
2
3
4
5
Requirement
Hot
Cold
Climate Climate
12
10
Method
of
AASHTO
T245
3.5 5
AASHTO
T245
Stability /flow
Marshall Quotient
2.5 5
kN /mm
Voids in Compacted mix 3 5
%
Tensile Strength Ratio 80
(minimum), %
MS-2
and
ASTM D2041
AASHTO
T283 (freeze
and
thaw
option)
(see
Annexure I for
outline of this
test)
Coating of
aggregate 95
particles with bitumen,
%, minimum
95
100
AASHTO
T 195
[Comment: The values in Table 509.8 are based on some research done in India. It had
also included criteria for heavy rainfall areas. There is no sound technical reason
whatsoever for having a different Marshall stability and flow criteria for heavy rainfall
areas. It is the pavement temperature and not the amount of rainfall, which affects these
properties. Therefore, rainfall has not been considered in Tables 509.7 and 509.8. High
rainfall can potentially increase the moisture damage in the mix. For that AASHTO T283
is enough with 80 % minimum tensile strength requirement. It has worked very well in hot
and heavy rainfall area of the US (rainfall significantly more than India). Since we have
AASHTO T 283 which also requires 60 C water bath conditioning, there is no need to
have Retained Marshall stability after 24 hours in water at 60 C, which is less severe
than AASHTO T 283.]
509.4.2 Binder Content
509.4.2.1 The binder content shall be selected to obtain 4 percent air voids in the mix
design and shall meet all requirements given in Tables 509.7 and 509.8. The Marshall
Method for designing the mix shall be adopted as described in the sixth edition of the
Asphalt Institute Manual MS-2.
[Comment: This is in accordance with the latest (sixth edition) of the Asphalt Institute
Manual MS-2 as well as Superpave mix design wherein the design bitumen content is
selected to correspond with 4 percent air voids for all types of mixtures. The selected
binder content must satisfy all other Marshall and void properties.]
17
509.4.2.2 Where maximum size of the aggregate is more than 25 mm, modified Marshall
method using 6-inch diameter specimen described in the Asphalt Institute Manual MS-2
(Sixth Edition) and ASTM D 5581 shall be used. This test method requires modified
equipment and procedure. When the modified Marshall test is used, the specified
minimum stability values and the specified flow values given in Tables 509.7 and 509.8
shall be multiplied by 2.25 and 1.5, respectively.
509.4.3 Job mix formula
509.4.3.1 The laboratory mix design gives the proportion of the mineral aggregate
combination in terms of individual sieve sizes, for actual operational purpose in the field,
blending of the two or more sizes of aggregates (each size having within its range of
individual sieve size) would be necessary. This blending ratio is obtained on a weight
basis giving percent weight of the coarse aggregate, fine aggregate and filler needed to
give the ultimate gradation. This mineral aggregate combination together with the
corresponding optimum bitumen content as determined in the laboratory, constitute the
job mix formula for implementation during construction. The job mix formula proposed
for the use in the work shall give the following details:
1. Source and location of all materials
2. Proportions of all materials
3. Binder type and percentage by weight of total mixture
4. Coarse aggregate/ fine aggregates/ mineral filler as percentage by weight of total
aggregate including mineral filler.
5. A single definite percentage passing each sieve for the mix aggregate.
6. The individual grading of the individual aggregate fraction and the proportion of each
in the combined grading.
7. The test results of mix design such as maximum specific gravity of loose mix (Gmm),
compacted specimen densities, Marshall stability, flow, air voids, VMA, VFB and related
graphs, and test results of AASHTO T 283 Moisture Susceptibility Test.
7. In case of batch mixer, the individual weight of each type of aggregate and binder per
batch.
8. Test results of aggregates.
9. Mixing and compacting temperatures
509.4.3.2 Approval of the job mix formula shall be based on independent testing by the
Engineer on the samples furnished by the Contractor. It should be ensured that it is based
on the truly representative samples of the material that will be used for the work. New job
mix formula shall be got approved whenever there is change in the material used for the
work.
509.4.4 Plant trial
509.4.4.1 Plant trial shall be carried out to establish that the plant can produce uniform
mix conforming to the job mix formula. The permissible variation of the various
ingredients in the actual mix from the job mix formula shall be within the limits as given
in Table 509.9. These variations are intended to apply to individual specimen taken for
quality control test in accordance with Clause 509.6.
18
+
+
+
+
+
+
+
+
Permissible Variation
SDBC /BC
8%
7%
6%
5%
4%
2%
0.3%
10 o C
+
+
+
+
+
+
+
+
7%
6%
5%
4%
3%
1.5%
0.3%
10 o C
19
20
Bitumen
Temperature
Aggregate
Temperature
Laying
Temperature
*Rolling
Temperature
160-175
Mixed
Material
Temperature
160-170
160-170
150 Min
100 Min
VG-30
150-165
150-170
150-165
140 Min
90 Min
VG-20
VG-10
145-165
140-160
145-170
140-165
145-165
140-160
135 Min
130 Min
85 Min
80 Min
*Rolling must be completed before the mat cools to these minimum temperatures.
[Comment: Ranges of mix temperatures have been revised in view of the new viscosity
grades. The laying temperatures are 10 C less than the minimum mix production
temperatures, which will account for some cooling in the transport.]
509.5.4 Transportation
509.5.4.1 Bituminous material shall be transported in clean, insulated covered vehicles.
An asphalt release agent, which does not adversely affect the bituminous mix, may be
applied to the interior of the vehicle to prevent sticking and to facilitate discharge of the
material.
[Comment: Most countries in the world do not allow application of diesel oil which can
affect the bituminous mix making it soft and causing flushing. These days, asphalt release
agents consisting of soap or lime water are available. We should be proactive and make
this change now.]
509.5.5 Laying
509.5.5.1 Weather and seasonal limitations: Dense graded bituminous mixes shall not
be laid:
in presence of standing water on the surface,
when rain is imminent and during rains, fog, or dust storm
when the base/binder course is damp,
when the air temperature on the surface on which it is to be laid is less than 10 oC
for mix with conventional bitumen as binder and is less than 15 oC for mix with
modified bitumen as binder.
When the wind speed at any temperature exceed the 40 km/h at 2 meter height.
509.5.5.2 Preparation of the base: Base shall be prepared by carrying out all or some of
the operations as per Clause 509.5.1, depending upon the site conditions.
21
509.5.5.3 Spreading: Except in areas where paver cannot access bituminous material
shall be spread, leveled and tamped by self-propelled hydrostatic paver finisher preferably
with sensor. As soon as possible after arrival at site the material shall be supplied
continuously to the paver and laid without delay. The rate of delivery of material to the
paver shall be regulated to enable the paver to operate continuously. The travel rate of
paver and the method of operation shall be adjusted to ensure even and uniform flow of
bituminous material across the screed, free from dragging, tearing and segregation.
Restricted areas (such as confined space, footways, irregular shape and varying
thickness, approaches to expansion joints etc) where paver cannot be used, the material
shall be spread, raked and leveled with suitable hand tool by trained staff.
When laying dense graded bituminous mixes near expansion joint, the machine laying
shall be stopped about 300 mm short of joint. The reminder of the pavement up to the
joint and the corresponding area beyond it shall be laid manually. Table 11 gives the
minimum laying temperatures. Bituminous material, with temperature greater than 145OC
shall not be laid or deposited on bridge deck, waterproofing system unless precautions
against the heat damage have been taken.
509.5.6 Compaction
509.5.6.1 Compaction shall commence as soon as possible after laying and shall be
completed before the temperature falls below the minimum rolling temperatures given in
Table 509.10. Rolling of the longitudinal joints shall be done immediately behind the
paving operation. After this the rolling shall commence at the edge and progress towards
the center longitudinally except at sections with unidirectional camber, where it shall
progress from lower edge to upper edge parallel to centerline of the pavement.
509.5.6.2 All deficiencies in the surface after laying shall be made good by the attendant
behind the paver, before initial rolling is commenced. The initial or breakdown rolling
shall be done with a 8 to 10 tonnes dead weight vibratory steel wheel roller. If the mix is
tender, breakdown rolling can be done in static mode for the first two passes. The
intermediate rolling shall be done with a pneumatic roller of 12 to 15 tonnes, with a tire
pressure of at least 0.56 MPa. The finished rolling shall be done with 6 to 8 tonnes
smooth wheel roller. Rolling shall continue till all the roller marks are removed from the
surface and the minimum specified field density is achieved.
509.5.6.3
The dense graded bituminous mixes shall be rolled in the longitudinal
direction, with the roller as close as possible to the paver. The overlap on successive
passes should be at least one-third of the width of the rear roll or in the case of pneumatic
wheeled rollers, at least the nominal width of 300 mm. The roller should move at a speed
of no more than 5 km /hour. The roller shall not be permitted to stand on pavement, which
has not been fully compacted. All precautions shall be taken to prevent dropping of oil,
grease, petrol or other foreign material on the pavement. The wheel of the rollers shall be
kept moist with the water or spray system provided with the machine to prevent the
mixture from adhering to the wheels. Minimum moisture to prevent adhesion between
wheels and mixture shall be used and surplus water shall not be allowed to stand on the
partially completed pavement.
509.5.6.4 The density of the finished paving layer shall be determined by taking 150-mm
diameter cores .The density of finished paving layer shall not be less than the 92% nor
more than 97% of the average (sample size N=3) theoretical maximum specific gravity
of the loose mix (Gmm) obtained on that day in accordance with ASTM D 2041. See
22
23
Surface Evenness
509.6.2.1 The measurement and checking of surface evenness shall be done by a 3-m
straight edge in accordance with the procedures in IRC:SP:16-2004.
509.6.2.2 The maximum permissible surface evenness using longitudinal profile 3-m
straight edge shall 5 mm for BC wearing course. The maximum permissible unevenness
using transverse profile camber shall be 4 mm.
509.6.2.3 The maximum permissible frequency of surface evenness in 300 m length in
longitudinal profile shall be as per Table 509.11.
24
TABLE
509.11.
UNEVENNESS
MAXIMUM
PERMISSIBLE
Type of Surface
Unevenness, mm
Bituminous
Concrete
35
FREQUENCY
OF
509.6.2.4 Where the surface unevenness falls outside the tolerance, in either case i.e. the
surface is low or high, the full depth of the layer shall be removed and replaced with fresh
material and compacted to the specification.
509.6.2.5 In all cases of removal and replacement the area treated shall not be less than 5
m in length and 3.5 m in width.
509.7 Surface Roughness
509.7.1
TEST
Quality of binder
2
3
4
5
6
FREQUENCY
7
8
9
Plasticity Index
Polished stone value
Percent of fractured faces
10
Mix grading
11
12
13
14
15
16
[Comment: As discussed earlier, the inadequate stripping test has been deleted and the
Moisture Susceptibility test AASHTO T 283 has been retained. Also, the swell test is
antiquated, nobody uses it especially when there is a better test (AASHTO T283) to
replace it.]
509.9 Acceptance criteria
509.9.1. The acceptance criteria for test on density (N = 3 minimum) and Marshall
stability (N = 3 minimum) shall be subjected to the condition that the mean value of N
samples is not less than the specified value plus
[1.65 1.65/(No of samples) 0.5 ] X standard deviation
509.9.2 Table 509.9 will govern the permissible variation in the mix and temperature.
26
3.
4.
5.
6.
7.
8.
applied on each side of the specimen by trial and error (start at about 10
blows as a starting point). Air void content must be calculated from the
bulk specific gravity of the compacted specimen (determined by saturated
surface dry method as per procedure given in the Asphalt Institute MS-2)
and the maximum theoretical specific gravity of the loose bituminous
mixture obtained by ASTM D 2041.
Separate the 6 specimens into 2 subsets so that the average air voids of the
two subsets are approximately equal.
One set will be tested dry. Keep it at room temperature and then place in a
25 C +/- 0.5 C water bath for 2 hours prior to determining their indirect
tensile strength.
The other subset will be conditioned as follows:
(a). Place and submerge the 3 specimens in the vacuum container filled
with water at room temperature. Apply a vacuum of 13-67 kPa absolute
pressure (10-26 inches Hg partial pressure) for 30 minutes. Remove the
vacuum and leave the specimens submerged in water for 5 to 10 minutes.
[Note: The water saturation procedure noted above deviates from
AASHTO T 283, which obtains a specified degree of saturation. The
above procedure keeps the time of saturation constant.]
(b). Wrap a plastic film around each saturated specimen and place the
wrapped specimen in a plastic bag containing 10 ml of water and seal the
plastic bag. Place the plastic bag in a freezer at temperature of 18 C +/- 3
C for a minimum of 16 hours. Remove the specimens from the freezer.
(c). Place the specimens in a water bath maintained at 60 C +/- 1 C for 24
hours. Remove the plastic bag and the plastic film from each specimen
after placing the specimens under water.
(d). Remove the specimens from hot water bath and place in a water bath
maintained at 25 C +/- 0.5 C for 2 hours.
(e). Remove the conditioned specimens and test for indirect tensile
strength.
Determine the indirect tensile strength of the 3 dry and 3 conditioned
specimens at 25 C +/- 0.5 C after removing from water bath. First,
measure their mean thicknesses (t). Then place the two steel loading strips
on the bottom and top of the specimens across diameter and place in the
Marshall testing machine or a compression-testing machine. Apply load to
the specimens diametrally at a vertical rate of 50 mm (2 inches) per
minute.
Record the maximum compressive strength noted on the testing machine
and continue loading until a vertical crack appears in the specimen.
Remove the cracked specimen from the machine and visually estimate the
approximate degree of moisture damage (extent of stripped or bare
aggregate) on the fractured faces of the specimen on a scale of 0 to 5 (5
being the most stripping).
Calculate the tensile strength of each specimen as follows in SI units:
St = 2000 P/ t d
Where, St = tensile strength, kPa
P = maximum loads, N
t = specimen thickness, mm
d = specimen diameter, mm
28
29
with the lid in place from the water bath. Dry the bowl and lid
with a dry cloth. Determine the mass of the bowl, sample, and lid
and designate it as E.
(b) Flask Fill the flask slowly with water ensuring not to introduce
any air into the sample. Place the flask in water bath for 10 +/- 1
minutes to stabilize the temperature at 25 C without submerging
the top of the flask. Completely fill the flask with water using a
cover plate without entrapping air beneath the cover plate. Wipe
the exterior of the flask and cover plate. Determine the mass of
the flask, plate and its contents completely filled with water.
Designate this mass as E.
6. Calculations
Calculate the maximum specific gravity of the sample of loose paving
mixture as follows:
(a) Bowls Used Under Water Determination:
Gmm = A / [A-(C-B)]
Where:
Gmm = maximum specific gravity of the mixture
A = mass of the dry sample in air, g
B = mass of bowl under water, g
C = mass of bowl and sample under water, g
(b) Bowls in Air Determination:
Gmm = A / (A+D-E)
Where:
Gmm = maximum specific gravity of the mixture
A = mass of dry sample in air, g
D = mass of lid and bowl with water at 25 C, g
E = mass of lid, bowl, sample and water at 25 C, g
(c) Flask Determination
Gmm = A /(A+D-E)
Where;
Gmm = maximum specific gravity of the mixture
A = mass of dry sample in air, g
D = mass of cover plate and flask filled with water at 25 C, g
E = mass of flask, cover plate, sample, and water at 25 C, g
31
VG-10
Rapid
Setting
Emulsion
Cationic
Min. C
Slot jets
Max. C
100
200
165
175
68
80
50
70
[Comment: The above table has been revised in accordance with the latest IRC:1102005 Surface Dressing revised recently. Also, viscosity grade has replaced
penetration grade.]
32
33
VG-40
27
VG-30
36
VG-10
54
[Comment: The above table is based on minimum 60% retained penetration of the mean
penetration for the corresponding VG grade.]
520. SAND ASPHALT BASE COURSE
520.2.1 Bitumen
Revise as follows:
The bitumen shall be paving bitumen of Viscosity Grade VG-40, as specified in the
Contract, both as per Indian Standard Specifications for Paving Bitumen IS:73.
[Comment: It is very important to use the hardest grade of bitumen available to impart
some reasonable stiffness to low-stability sand asphalt mix.]
Table 500-42
Delete the requirement for air voids.
[Comment: It is almost impossible to obtain air voids in the range of 3 to 5 percent.
Usually, air voids are very high in sand mixes based on my experience and research in
Rajasthan.]
520.3.2 Binder Content
Revise as follows:
The binder content, which gives the highest stabiliy as well as thorough coating of sand
particles shall be selected.
34
[Comment: We cannot use MS-2 for selecting optimum binder content, the suggested
method is appropriate for sand asphalt mixes.]
520.4.5 Spreading
Delete the 3rd and 4th sentences: The ideal mixing..shown in Table 500-5.
Substitute the following in lieu of the deleted sentences:
For guidance, the range of acceptable mixing and rolling temperatures for viscosity grade
bitumen are given in Table 500-5.
521. MODIFIED BINDER
[Comment: Do we need this clause when we have IRC:SP:53? In case it is retained in the
orange book, revise as follows.]
521.1 Scope
Add the following to the scope at the end.
The performance of different types of modified binders is not equal. Therefore, the
Engineer shall specify the type of modifier to be used on the project.
[Comment: It will be nave, unethical and highly untechnical if we think all modifiers
perform equally.]
521.2.2 Modifier:
Substitute IRC:SP:53 in lieu of IRC:SP:53-1999 since the latter is being revised right
now.
Tables 500-44 and 500-45
Delete these tables and make reference to IRC:SP:53, why repeat? Moreover, IRC:SP:53
is being revised.
522. CRACK PREVENTION COURSES
522.2.1 Binder
Substitute VG-10 Viscosity Grade in lieu of 80-100 penetration.
35
36
Test
Cleanliness
Particle shape
Strength *
Durability
Water absorption
Requirement
Test method
IS 2386 Part V
Magnesium Sulphate
Max. 18%
IS 2386 Part V
Water absorption
Max. 2%
* The coarse aggregate may satisfy either of the two strength tests.
2.3 Fine Aggregate
Fine aggregate shall consist of crushed mineral material passing 2.36 mm sieve and
retained on 75-micron sieve. It shall be clean, hard, durable, and free from dust and soft
organic and other deleterious substances. No natural sand shall be permitted.
2.4. Composition of Mixtures
When tested in accordance with IS:2386 Part 1 (wet sieving method), the combined
aggregate grading shall fall within the limits shown in Table 2. As far as possible an
aggregate with water absorption of 1.0 or less shall be used. The amount of residual
bitumen binder (total cutback bitumen minus diluent such as kerosene) in the mix shall be
as shown in Table 3. The stockpile mix shall be rejected if it does not meet the grading
(especially the 0.075 mm sieve) and the minimum residual bitumen content.
Table 2. Gradation of Stockpile Patching Mix
Sieve size, mm
Percent passing
9.5
100
4.75
85 100
2.36
10 40
1.18
0 - 10
0.075
02
37
The water resistance test would indicate whether the patching mix has a potential for
stripping in the pothole in presence of water. If the mix fails this test, it means a proper
type and/or amount of an antistripping agent has not been used in the bituminous binder.
38
If the mix fails in workability it could be due to improper bitumen type, low bitumen
content, excessive fines or improper gradation.
Stocked patching material may be rejected, at any time during the six month period if, in
the opinion of the Engineer, the patching material has stripped (more than 10% uncoated
particles) or otherwise become unfit for use.
When the patching material has been delivered directly to a Department stockpile before
Department approval, it will be the contractor's responsibility to remove any unacceptable
material within two weeks of notification. Refusal by the contractor to remove
unacceptable material from the Department stocking area will be sufficient grounds to
suspend the contractor from the Department's bidding list for patching material, until such
time as the problem is resolved to the satisfaction of the Department.
5. Measurement for Payment
The tonnage of the readymade stockpile patching mix shall be measured and determined
from the actual plant batch reports as recorded by a representative of the Engineer
assigned to the work.
6. Rate
The readymade bituminous stockpile patching material shall be paid for at the contract
unit price per ton, FOB the hot mix plant, at the work site, or at other destination as
specified in the contract.
ANNEXURE I
A. Wet Coating Test
Heat the unwashed job aggregate, cutback bitumen and distilled water to 40 C in a
suitable oven. Weigh 100 g of dry aggregate into a suitable mixing container (such as
seamless tin can, 16 oz capacity). Add 3 ml of distilled water. Mix thoroughly with a
spatula until the aggregate particles are uniformly wetted. Add cutback bitumen
equivalent to 5.0 +/ 0.2 g of bitumen residue. Mix rigorously with the spatula until all
aggregate is coated, but not more than 5 minutes. Transfer the contents into a 400 ml
beaker containing 150 ml of distilled water (22 32 C). Let stand for 15 minutes and
visually determine the percent of retained coating, which should be at least 98 percent.
B. Static-Immersion Test
The coated aggregate as prepared in the preceding wet coating test shall remain immersed
in the beaker of distilled water (22 32 C) for 24 hours. At the end of this period, visually
determine the percent of retained coating while the sample remains immersed in water,
which should be at least 95 percent.
39
40