Module IV

CONSTRUCTION TECHNIQUES,
SPECIFICATIONS AND PAVEMENT
EVALUATION
 STRUCTURAL AND
FUNCTIONAL REQUIREMENTS
OF A PAVEMENT
1. Sufficient thickness to distribute the wheel load stresses to a
safe value on the sub-grade soil,
2. Structurally strong to withstand all types of stresses imposed
upon it.
3. Adequate coefficient of friction to prevent skidding of vehicles.
4. Smooth surface to provide comfort to road users even at high
speed.
5. Produce least noise from moving vehicles.
6. Dust proof surface so that traffic safety is not impaired by
reducing visibility.
7. Impervious surface, so that sub-grade soil is well protected.
8. Long design life with low maintenance cost.
 QUALITY CONTROL TESTS FOR
HIGHWAY PAVEMENTS
• Samples of materials (soil, aggregate and
bitumen and mix) for pavement construction
are collected from site and their suitability is
checked by conducting relevant tests.
Before, after and during construction

• If the requirements are fulfilled or if the

values obtained from tests are within
allowable tolerance, the material is approved.
 • Liquid limit, plasticity index, gradation
• Presence of deleterious materials
• Moisture content at site before compaction
QUALITY • OMC & Maximum dry density (Compaction test)
• After rolling, field density achieved should not
CONTROL be less than 98% of lab density
• CBR value
CHECKS • Los Angeles abrasion value, impact value
• Combined flakiness and elongation index
• Finished surface levels of each layer is compared
with the drawings (longitudinal and transverse
profile)
• Tests on quality of bituminous binder
• The temperatures at mixing and laying are
properly monitored.
• VMA of dense graded aggregate mix is checked.
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BITUMINOUS SURFACE TREATMENTS
• (BST) refer to a range of techniques that can be
used
– To create a drivable surface,
– To provide a waterproof layer to protect the
underlying pavement.
– To rehabilitate an existing pavement.
• Usually, the term is used to describe a seal coat,
which is constructed by spraying a layer of
emulsified asphalt, and placing a layer of
aggregate on top.
Asphalt Emulsion
• Today, asphalt emulsions are more commonly used.
• An emulsion consists of an oil suspended in water.
• In this case, the asphalt is the oil component.
• A surfactant (also called an emulsifying agent) needs
to be added in order to make the oil and water mix.
• Having the asphalt suspended in water allows the
placing temperature for a BST to be significantly lower
than for a hot mix asphalt.
 Steps in construction
• Figure 1. Close-up of asphalt emulsion being
sprayed onto a prepared surface. at a time.
• Figure 2. The aggregate should be added to
the emulsion
• Figure 3. Close-up of chip distribution gates
• Figure 4. Rolling helps set the stone in the
emulsion.
 BST-types
• 1. Fog Seal (asphalt emulsion)
• 2. Seal Coat (asphalt emulsion + aggregate)
• 3. Double Chip Seal (2 layers)
• 4. Slurry Seal (+mineral filler)
• 5. Micro surfacing (chemically controlled )
• 6. Thin Hot-Mix Overlays (+ polymers )
 1. Fog Seal
• A fog seal is a rather inexpensive diluted asphalt
emulsion that does not include a cover aggregate.
• It is used to seal and enhance surfaces as well as to fix
minor cracks, reduce risks for raveling.
• Fog seals are commonly used on high-volume roads as
well as low-traffic roads. When used in high-traffic
locations the main purpose is to prevent raveling.
• this method is best applied during warmer weather, as
cooler temperatures will require longer curing times
and therefore roads must remain closed for longer.
• No traffic should enter the area until the emulsion has
completely cured.
 2. Seal Coat
• A seal coat includes a coat of asphalt followed by
an aggregate cover.
• Seal coats are used to waterproof surfaces, seal minor
cracks and rehabilitate surface friction.
• Pavement may be sealed with this type of treatment at
any time of its life, but this method is especially
beneficial for dry and raveled pavements.
• No vehicles can drive over roadways until the rolling is
completed and bituminous materials set, otherwise
materials will transfer to tyres.
• A seal coat should last between 3-6 years, depending
on levels of traffic a road gets.
 3. Double Chip Seal
• A double chip seal is similar to a seal coat, but it includes
two single seal coats.
• The second coat is applied directly following the first coat,
with 60% of the total asphalt binder applied first with
larger aggregate. The second coat includes 40% total
asphalt binder with aggregates half as large as the first
layer.
• Generally, this type of sealant is applied to older asphalt,
following previous applications of seal coat and fog seal.
• Prior to applying a double chip seal, all cracks and chips
must be fixed and pavement cleaned.
• All materials must completely set before traffic is allowed
back on the roadway. If loose chips are not properly
integrated with the asphalt membrane they could come
loose and damage vehicle glass.
 4. Slurry Seal
• A slurry seal contains a precise combination of aggregate,
asphalt emulsion, mineral filler (most commonly Portland
cement) and water.
• This type of sealant is commonly used to seal pavement,
reduce surface raveling, seal minor cracks and enhance
surface friction.

• Generally, this sealant takes between 2 and 8 hours to set,

based upon the heat and humidity that day.
• If the main problem is oxidation and hardening of surfaces, a
slurry seal is a great option. If pavement is covered in lots of
cracks, this type of sealant is not going to take as well. All
repairs should be conducted prior to applying slurry seal.
 5. Microsurfacing
• Microsurfacing is a rut-filling material used to
treat surfacing and rut filling on roads that get
moderate to heavy levels of traffic.
• This preventative maintenance technique is skid-
resistant and helps reduce water penetration.
• Microsurfacing is chemically controlled as
opposed to undergoing a thermal process.
• Microsurfacing takes less time to cure than slurry
seals, and roads may be reopened to traffic in as
little as one hour.
 6. Thin Hot-Mix Overlays
• This form of sealant is made from aggregate and asphalt
cement.
• This type of surface treatment is used to enhance
functional conditions of pavement, with thickness ranging
between ¾ to 1-1/2 inches.
• Mixes are often combined with polymers in order to
accommodate the need for higher performance. This
treatment is recommended before signs of fatigue-related
pavement distress sets in.
• Thin hot-mix overlays can be used on all types of roads, and
remain especially popular for high-traffic roads in
residential areas where longevity and decreased surface
noises are important.
 Pavement Distress (page 672)
• Surface distress is
• “Any indication of
– poor or unfavorable pavement performance
– or signs of impending failure
– or any unsatisfactory performance of a pavement.”
• Surface distress modes can be broadly classified
into the following three groups:
– Fracture
– Distortion.
– Disintegration.
 Fracture.
• This could be in the form of
• cracking or spalling (in flexible and rigid pavements)
• resulting from such things as
– excessive loading, fatigue,
– thermal changes,
– moisture damage,
– slippage or contraction.
Cracking
spalling
 Distortion.
• This is in the form of deformation
(e.g., rutting, corrugation and shoving), which can
result from such things as
• excessive loading,
• creep,
• densification,
• Poor consolidation,
• swelling,
• frost action.
• rutting
corrugation
 Disintegration.
• This is in the form
of stripping. raveling or spalling, which can result
from such things as
• loss of bonding,
• chemical reactivity,
• traffic abrasion,
• aggregate degradation,
• poor consolidation/compaction
• binder aging.
ravelling
• Stripping
BBD METHOD (654)
 Soil stabilisation
• DEFINITION
• PRINCIPLE
• Techniques
1. Proportioning technique
2. Cementing agents
3. Modifying agents
4. Water proofing agents
5. Water repelling agents
6. Water retaining agents
7. Heat treatment
8. Chemical stabilisation
• Stabilization methods which are in common use:
1. Mechanical Stabilization
2. Soil –lime Stabilization Principle, application,
3. Soil-cement Stabilization Factors affecting the
4. Soil-bitumen Stabilization properties of each method
Previous year’s (2004)university
question
 Overlays (page 670)
• Definition
• Types of overlays(671)
– Flexible overlay over flexible pavement
– Rigid/CC overlay over flexible pavement(types):
• Conventional white topping
• Thin white topping
• Ultra thin white topping
PAVING EQUIPMENT

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• Provided for laying hot-mix.
• Equipment is self propelled & capable of laying
mix to any desired thickness & partially
compacted by means of vibrating screed.
• Has a hopper into which rear-dump trucks
discharges mix.
• mix discharged from truck into hopper is carried
along conveyer through flow control gates to
augers which distribute material in front of
screed to the full width of screed.
• Strike off beam tamps the mat & controls layer
thickness.
• Speed of paver 3 – 5m/min.
• Capacity of paver finishers :4 – 7 T/hr.
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ROAD COMPACTION EQUIPMENTS

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1.THREE WHEELED ROAD ROLLER 8 – 10 T

• Most common rolling equipment &

versatile.
• Diesel powered.
• Diameter & width of front roll: 105cm & 50
cm.
• Diameter & width of rear roll: 145cm & 50
cm.
• Front roll gives load = 35-40kg/cm width.
• Rear roll gives load = 70-80kg/cm width.
• Speed of rolling: 1.5-6 kmph.
• Output of 3 wheeler roller = 8-10 T.

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 APPLICATIONS
• Earthwork rolling.

• Soil stabilization.

• Rolling granular bases.

• Rolling surface dressing, premix carpet, mix seal,

bituminous macadam.

• Break down rolling of asphaltic concrete.

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 2.SHEEPFOOT ROLLERS
• Consist of hollow circular drums of steel 1.2-
1.5m long & 0.9-1.2m diameter with legs or
tamping feet on circumferential area at rate
12-18per square meters of area.
• Assembled in units of 1,2,3 or 4 drums.
• Tamping feets are staggered in 2 rows.
• Length of feet is atleast sufficient to pass
through ¾ th of thickness of loose layer &
usually 15-20 cm.
• Rollers are ballasted with water.
• weight of single drum : 1200-1800kg.
• Suitable for cohesive soils.

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101
 3.PNEUMATIC TYRED ROLLER

• Consist of a box mounted over 2 axles, rear

axle having 1 more wheel than the front axle
• Generally there are 4 wheels in the front and 5
in rear
• The assembly is loaded to get pressure of 300
kg/linear meter measured along the axle
• Weight: 12-45 T are common
• Compacting soil: layer thickness= 10 to 20 cm
• Suitable for compacting non plastic soil and
silty soil
• Optimum speed is 4kmpr
• Also used for intermediate rolling
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 4.VIBRATORY ROLLER

• Compact pavement layer and subgrade to a

higher degree of densification
• It is economical if the subgrade and pavement
layers are compacted to high densities
• Since it induce oscilation ,they are able to;
i)Achieve break down of internal friction between
particle of road construction material
ii)Bring about better orientation particle caused
by cyclic deformation
• Achieve high compaction with few passes
• Both cohesive and non cohesive materials can
be compacted

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 Static roller Vibrating roller

soil 250 mm 1000 mm

•
Bituminous layer 50 mm 250 mm

Frequency(VPM) Amplitude(mm)

Compacting and 1500 to 2500 0.8 to 1.5

granular layer
Bituminous course 2000 to 3000 0.4 to 0.8

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CURB MACHINE

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• A curb machine is a piece of equipment
designed for curbing work and is intended for
use only as a concrete extruder that forms
concrete borders, edging and mower strips.
• This equipment can also create concrete
circles and over 500 feet of concrete curbs in
an hour, depending on the feeding rate. Here
is how the machine works.

108
 Working
• The curbing machine should be
positioned at the starting point of the
curb.
• As the engine starts, concrete mix should
be fed to the hopper by shovel.
• This means that the machine requires at
least two people working hand in hand in
order to make it work.
• One will steer the machine and guide it
on its path, while the other will feed the
hopper with concrete as needed.

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