INTRODUCTION

The transportation by road is the only road which could give maximum service to one all.
This mode has also the maximum flexibility for travel with is possible to provide door to door
service only by the road transport. Concrete pavement a large number of advantages such as long
life span negligible maintenance, user and environment friendly and lower cost. Keeping in this
view the whole life cycle cost analysis for the black topping and white topping have been done
on various conditions such as type of lane as single lane, two lane, four lane different traffic
categories deterioration of road three categories.
The objectives of the pavement design process are to guide the district pavement engineer
to select a pavement type and design the pavement with an approved method using all the
information needed to provide a structure that is capable of carrying traffic loads with minimum
physical deterioration, maximum safety, and maximum ride comfort. The designer should
document the pavement design process in a report format as discussed in Pavement Design
Reports.
The main objective of this study is to develop strategy to select the most cost efficient
pavement design method to carry out for a section of a highway network and also to identify the
cost analysis of different pavement design method. Moreover, to facilitate residents Segamat way
to the future is in accordance with the objectives of the RMK10 th. And in order to provide better
road safety for motorists. To replace the old road to the new one on. Because the roads are severe
old as there are many holes and not flat ground.

TYPES OF WORK

Bitumen is derived from petroleum crude, which is in shortly supply globally and the

price of which has been rising steeply.

Besides the easy available of cement, concrete roads have a long life and are practically

maintenance-free.
Another major of advantages of concrete roads is the saving in fuel by commercial
vehicles to an extent of 14-20%. The fuel savings themselves can support a large

programme of concreting.
Cement concrete roads save a substantial quantity of stone aggregates and this factor

must be considered when choice pavements are made.

Concrete roads can withstand extreme weather conditions wide - ranging temperature,

heavy rainfall and water logging.

Through cement concrete roads may cost slightly more than a flexible pavement initially,
they are economical when whole-life-costing is considered.

PROCEDURE TO CONSTRUCT PAVEMENTS

During construction of a cement concrete pavement, various steps are taken as below:

Survey of proposed work is done by experienced engineers or by any expert of survey,

site survey includes geographical details, soil properties and site investigation.
After survey, a team of experienced engineers and architecture prepare detailed plan of
work with the help of various soft wares.

After that an engineer prepares detailed estimate of proposed work and also prepares an

estimate regarding equipment required and labors requirements.

Now excavation is done with the help of automatic machines and then an equipment is

used to cut nearby trees and root removal process.

And after these construction of soil sub grade, base coarse and then construction of
concrete slab is done.

PREPARATION OF THE SUB- GRADE OR BASE COARSE

The road sub grade has to be prepared carefully, in order to realize everywhere a pavement
structure of an adequate and uniform thickness. This allows to provide a homogeneous bond
between the concrete slab and its foundation which is important for the later behavior of the
pavement structure. For roads with a base, drainage of the water must be provided. Mud, leaves,
etc. have to be removed. When the base is permeable, it should be sprayed with water in order to
prevent the mixing water from being sucked out of the concrete. However, if the base is
impermeable (e.g. if the concrete is placed on a watertight asphalt concrete interlayer) it can be
necessary under warm weather conditions to cool down this layer by spraying water on the
surface. The following points are important for roads without a foundation:

Drainage of all surface water;

Good compaction of the sub grade;
Filling and compaction of any ruts caused by construction traffic;
It is forbidden to level the sub grade by means of a course of sand. If the sub grade has to
be leveled, it is advisable to do this by using a granular material: either slag or coarse

aggregate e.g. with a grain size 0/20;

Provide an additional width of the sub grade for more lateral support.
It must always be avoided that water is sucked from the cement paste into the
substructure or the base. This can be accomplished by either moderately moistening the
sub grade, or by applying a plastic sheet on the substructure of the pavement. The latter
work must be done with care, to prevent the sheet from tearing or being pulled loose by
the wind.

MIXING AND TRANSPORT OF CONCRETE MIXING PLANT

The concrete mixing plant must have a sufficient capacity in order to be able to
continuously supply concrete to the paving machines. The mix constituents and admixtures have
to be dosed very accurately. The number of aggregate feed bins has to equal at least the number
of different aggregate fractions. The bins shall have raised edges to prevent contamination of the
aggregate fractions. The equipment for loading the materials shall be in good condition and shall
have sufficient capacity to be able to continuously feed the bins. The bucket of the loaders shall
not be wider than the bins. The content of the cement silos and the water tank are in proportion to
the production rates. For small works, permanent concrete mixing plants are often called on. In
that case, mixing plants that are inspected and that can deliver Indian quality certification
concrete should be used. Furthermore it is useful and even essential to have a communication
system between the concrete mixing plant and the construction site in order to coordinate the
batching and paving operations.

TRANSPORT OF THE CONCRETE

Sufficient trucks must be available to continuously supply the paving machines. The
number depends on the yield at the construction site, the loading capacity of the trucks and the
cycle time (i.e. the transport time plus the time required to load and unload a truck). The loading
capacity and the type of truck to be used depend on the nature of the work, the haul roads and the
concrete paving machines. Usually, the specifications prescribe that the concrete has to be
transported in dump trucks as paving concrete consists of a relatively dry mix having a
consistency that makes transport and unloading in truck mixers difficult. Furthermore, dump
trucks can discharge the concrete faster. For small works and in urban areas, the use of truck
mixers is increasingly accepted. Under these circumstances an admixture (e.g. a super
plastisizer) can be mixed in just before discharging the concrete. The necessary measures have to
be taken to prevent changes of the water content and temperature of the concrete during
transport. To this end, the specifications prescribe to cover the dump trucks by means of a
tarpaulin.

PLACING THE CONCRETE

Usually the concrete is placed using slip form paving machines which applies for all
categories of roads. This equipment meets both the requirements for quality and for the
envisaged rate of production. Conventional concreting trains riding on set up rails, are hardly
used any more for road works in our country. For this reason this manner of execution will not be
dealt with here. However, the technique of manually placing the concrete using forms is still
applied in certain cases, such as for the construction of roundabouts with a small diameter, at
intersections, for repair work or when the execution conditions are such that slip form pavers
cannot be utilized. This occurs increasingly often in urban areas for the construction of pavement
surfaces of exposed aggregate and possibly colored concrete.

SLIP FORM CONCRETE PAVING PREPARATION OF THE TRACK RUNWAY

The quality of the runway for the tracks of the paving equipment [10] is undoubtedly one of
the most important factors that contribute to the realization of a smooth pavement surface. In
connection therewith, the following criteria have to be met:

sufficient bearing capacity, so that the slip form paver can proceed without causing

deformations;
good skid resistance to prevent the tracks from slipping, especially when paving on a

slope;
Good evenness to avoid that the self-levelling systems have to compensate for excessive
differences in height. The track runway is a determining factor for the steering and
consequently its surface has to at least as smooth as the concrete paving surface itself.
The runway surface has to be permanently cleaned prior to the passage of the tracks. The

track runway has to be wide enough taking into account:

the greatest width of the paving machine plus an extra width (especially on

embankments);
the necessary space for placing the sensor lines.

EXECUTION

The supply of the concrete has to be arranged in such a way that a continuous placement can
be guaranteed without detrimental interruptions as each standstill can cause unevenness's. This
implies a sufficient capacity of the concrete mixing plant and of the means of transportation of
the concrete. The concrete is discharged:

Either directly in front of the machine, using dump trucks. The concrete must be
discharged gradually, in order to limit the drop height. A crane is often
necessary,bespecially for larger working widths, in order to adequately spread the

concrete mix;
or in the bin of a side feeder, for example if transport by dump trucks on the foundation is

impossible because of the presence of dowel chairs or reinforcement steel;

Or in a supply container, from which the concrete is scooped with a crane. It cannot be
overemphasized that properly spreading the concrete in front of the slip form paving
machine is very important for the final quality of the work, especially with regard to the
smoothness. It is of great importance that in front of the slip form paver, a constant and
sufficient amount of concrete is available at all times so that a continuous paving process
can be guaranteed. The paver should never be used to push the concrete forward. For
large casting widths the concrete is preferably spread either by means of a placer/spreader
machine that operates in front of the paver or, by the slip form paver itself (side feeder,
Spreading augers, wagon). The use of a placer/spreader, allows the slip form paver to

proceed more steadily.

The distance between the placer/spreader and the slip form machine has to be kept small
enough to limit changes in the water content of the concrete mix. The paving rate has to
match the concrete delivery rate, but the consistency of the concrete and the evenness of
the track runways must also be taken into consideration. In practice, the optimum speed
of the paving machine lies between 0.75 and 1 m/min. A steady progress of the paving
operations without detrimental interruptions guarantees quality, whatever type of machine

is used.
All regulating devices of the paving machine have to be tuned before any paving is
started. However, this regulation should also be monitored during the entire course of the
paving process and adjusted if necessary, so that the concrete pavement is executed
correctly: thickness, flawless edges, and surface smoothness. Some machines are
equipped with a dowel bar inserter or an anchor bar (also called tie-bar) inserter. Dowel

bars are inserted in the fresh concrete down to the correct elevation after the vibrator but

before the tamper bar.

The dowel bar inserter preferably operates in a continuous operation. Every precaution
must be taken to place the dowels correctly and not to disrupt the evenness of the
concrete surface (composition of the concrete, paving speed, etc.). The use of a 'super
smoother' (longitudinal floating tool) is highly recommended and in some specifications
it is even made compulsory whenever a slip form paver is used and especially for

pavements for high speed roads.

The super smoother is a beam float suspended from the backside of the slip form machine
and that moves back and forth in the longitudinal direction while simultaneously
traversing the freshly finished concrete surface. It allows to eliminate small finishing
errors or any remaining high and low spots behind the slip form paver. This improves the
driving comfort and limits the nuisance caused by unevenness's with a short wave length
(noise, vibrations). Small traces of cement slurry produced after the passage of the super
smoother, are subsequently removed by dragging a section of burlap or a drag plate. The
super smoother can also be used for other road categories, including bicycle paths.

MEASURES TO OBTAIN A GOOD EVENNESS

A good evenness depends primarily on the following factors:

a concrete mix with an uniform consistency, adapted to the paving machines and the

working circumstances,
a regular supply of concrete and a uniform spreading in front of the paver,
correct operation of the paving machines, which in turn depends on the setting of the
forms or the sensor lines, the quality of the track runways, the regulation of the sensors,

etc.,
Steady progress of the paver, without interruptions and with a speed compatible with the
consistency of the concrete and the working circumstances, use of specific tools or
equipment to eliminate small bumps after the paving machines: correction beam, super
smoother, etc.

EXECUTION OF JOINTS

All the equipment that is necessary to make joints in the fresh or hardened concrete must
be present at the construction site. The saw blades have to be suitable to the quality of the
concrete, i.e. to the hardness and the abrasion resistance of the aggregates. It is useful to have
spare equipment available in case of a defect. The beam for making a construction joint shall be
rigid and shall allow the realization of a straight joint perpendicular to the axis of the road. This
beam has to be adapted to the type of pavement (jointed pavement, continuously reinforced
concrete pavement).

MATERIAL FOR RIGID PAVEMENT

CONCRETE BASE

1. Cement and Fly ash

Cement shall be Type GP Portland cement complying with AS 3972. When
submitting details of the nominated mix in accordance with Clause 5.03.3 the Contractor
shall nominate the brand and source of the cement. On approval of a nominated mix by
the Superintendent, the Contractor shall use only the nominated cement in the work.
Documentary evidence of the quality and source of the cement shall be furnished by the
Contractor to the Superintendent upon request at any stage of the work. If the Contractor
proposes to use cement which has been stored for a period in excess of three months from
the time of manufacture, a re-test shall be required to ensure the cement still complies
with AS 3972, before the cement is used in the work. The cost of re-testing the cement
shall be borne by the Contractor and results of the testing forwarded to the
Superintendent.

Cement shall be transported in watertight containers and shall be protected from

moisture until used. Caked or lumpy cement shall not be used. The use and quality of
flyash shall comply with AS 3582.1. When submitting details of the nominated mix in
accordance with Clause 5.03.3, the Contractor shall nominate the powerhouse source of
the flyash. The Contractor shall use only flyash from the nominated powerhouse.
Documentary evidence of the quality and source of the flyash shall be furnished by the
Contractor to the Superintendent.

2. Aggregates

(i)

General
In addition to properties specified in AS 2758.1, the maximum soluble sulphate

salt content of aggregates, expressed as percentage SO3 by mass, shall not exceed 0.1 %.
Aggregates containing more than the maximum permissible amount of sulphates or with
visible encrustations of salts shall be washed and drained before being used in concrete.
The Superintendent may direct washing or rewashing of the aggregates until he is
satisfied that harmful quantities of salts are not present. At least 40 per cent by mass of
the total aggregates in the concrete mix shall be quartz sand. Quartz sand is aggregate
having a nominal size of less than 5mm and shall contain at least 70 per cent quartz, by
mass. Where present, chert fragments will be regarded as `quartz' for the purpose of this
specification, but the ratio of chert to quartz shall not exceed unity. Coarse and fine
aggregates shall be washed as necessary or directed to facilitate achievement of the
specified drying shrinkage.
(ii)

Fine Aggregates
Fine aggregate shall consist of clean, hard, tough, durable, uncoated grains

uniform in quality. Fine aggregate shall comply with AS 2758.1 in respect of bulk density
(1200 kg/m3 minimum), water absorption (maximum 5 per cent), material finer than 2

micrometers, and impurities and reactive materials. The sodium sulphate soundness,
determined by AS 1141.24.
The grading of the fine aggregate, determined by AS 1141.11. When submitting
details of the nominated mix the Contractor shall submit to the Superintendent a NATA
Certified Laboratory Test Report on the quality and grading of the fine aggregate
proposed to be used. The grading shall be known as the "proposed fine aggregate
grading".
(iii)

Course Aggregates
Coarse aggregate shall consist of clean, crushed, hard durable rock, metallurgical

furnace slag or gravel. Coarse aggregate shall comply with AS 2758.1 in respect of
particle density, bulk density, water absorption (maximum 2.5 per cent), material finer
than 75 micrometers, weak particles, light particles, impurities and reactive materials,
iron unsoundness and falling or dusting unsoundness. In all other respects, the coarse
aggregate shall comply with this Specification. If required, coarse aggregate shall be
washed to satisfy these requirements. The grading of the coarse aggregate, determined by
AS 1141.11. When submitting details of the nominated mix the Contractor shall submit to
the Superintendent a NATA Certified Laboratory Test Report on the quality and grading
of the coarse aggregate proposed to be used. The grading shall be known as the
proposed coarse aggregate grading.
The coarse aggregate shall also conform to the requirements of AS 1141.22 Wet
Strength shall not be less than 80 kN for any fraction and/or constituent AS 1141.22.
Wet/Dry Strength Variation (10 per cent Fines) shall not exceed 35 per cent for any
fraction and/or constituent AS 1141.24 Soundness The loss in mass when tested with
sodium sulphate shall not exceed 9 per cent for any constituent. AS 1141.14 Particle
Shape The proportion of misshapen particles (2:1ratio) shall not exceed 35 per cent. AS
1141.18 Fractured Faces At least 80 per cent by mass of the particles shall have two or
more fractured faces
3. Admixtures

Chemical admixtures and their use shall comply with AS 1478. Admixtures shall
not contain calcium chloride, calcium formate, or triethanolamine or any other
accelerator. Admixtures or combinations of admixtures other than specified below, shall
not be used. An air-entraining agent shall be included in the mix and the air content of the
concrete shall comply with Clause 5.03.4. During the warm season a lignin or ligninbased (`ligpol') set-retarding admixture (Type Re or Type WR Re) approved by the
Superintendent may be used to control slump within the limits stated in Clause 5.03.4.
The dosage shall be varied to account for air temperature and haul time in accordance
with the manufacturer's recommendations. A copy of the NATA endorsed Certificate of
Compliance with AS 1478 for Type Re or Type WR Re shall be submitted to the
Superintendent, together with the proposed `dosage chart' in accordance with Clause
5.03.4.
During the cool season a lignin or lignin based set-retarding admixture containing
not more than 6 per cent reducing sugars (Type WR Re complying with AS 1478) may be
used in the mix.
When submitting details of the nominated mix in accordance with Clause 5.03.4,
the Contractor shall nominate the proprietary source, type and name for each admixture
to be used. Documentary evidence of the quality shall be furnished by the Contractor to
the Superintendent upon request at any stage of the work.
4. Concrete
Mix design, manufacture, placing, compaction and finishing of concrete for concrete
base shall be the responsibility of the Contractor. Concrete shall have properties within
the limits below :
Characteristic flexural strength at 90 days - 4.0MPa.
Compressive Strength - 36 MPa at twenty eight (28) days.
Air Content - 4.7%.
Slump on delivery - 30-40mm.
Mechanically placed - 55- 65mm hand placed.

Drying Shrinkage at 56 days (max.) - 450 microstrain (after 3 weeks air drying)
Where concrete is to be cast between fixed forms the nominal maximum size of the
mix shall be 40mm. Where the Superintendent has approved of the placement of concrete
by means of a self-propelled slip-form paving machine, the mix design, slump and
workability shall suit the machine proposed for use.
5. Reinforcement, Tie Bars and Dowels
Reinforcing steel for concrete pavements shall comply with the requirements of AS
1302, AS 1303, AS 1304 as appropriate. All steel shall be clean and free from mill scale,
loose rust or oil.
Tie bars shall be Grade 230S and dowels shall be Grade 230R steel, both complying
with AS 1302. Dowels shall be straight, one-piece and cut accurately to length. Ends of
dowels shall be square and free from burrs. Plastic bar chairs or plastic tipped wire chairs
shall be capable of withstanding a load of 200kg mass on the chair for one hour at 23
5oC without malfunction. The Contractor shall demonstrate that the proposed chairs
conform to these requirements.
6. Joint Sealers.

Types of Sealer
Joint sealers shall be of one of the following types as detailed:
preformed elastomeric strips;
preformed self-expanding cork strips; or
Silicone sealants
The use of hot or cold poured joint sealants will not be approved unless the Contractor can
demonstrate satisfactory installation techniques and adequate performance of the completed seal.
Prior to use of the nominated sealer the Contractor shall submit to the Superintendent a
Certificate of Compliance, from a NATA registered laboratory, showing that the sealant meets all
the requirements of this clause.

Materials for Concrete Subbase

Materials for concrete subbase shall conform to the requirements of Clause 5.03 except
that:
(a) Cement shall be Type GP Portland cement or Type GB blended cement complying
with AS 3972.
(b) The combined grading of aggregate used in the work shall not deviate from the
proposed grading bymore than the amounts.

EQUIPMENT USED

1. Spreaders

Concrete spreaders are required when the width of pavement being placed in one
operation is 3.6 meters (12 feet) or more and the area of any given width exceeds 8,300 square
meters (10,000square yards). They must be adjusted to leave the proper amount of concrete to
build the slab. The amount left is determined by the elevation of a strike off plate which is
located behind the screw, paddle or hopper which distributes the concrete. The elevation of the
bottom of the strike off in relation to the top of the forms is shown on an indicator that is visible
to the operator. The equipment should be checked to make sure that the indicator shows zero
when the bottom of the strike off is exactly even with the top of the forms.

2. Vibrators

When vibrators are used for full width vibration of concrete paving slabs, they shall be
internal type either with immersed tube or multiple spuds. They may be attached to the spreader
or the finishing machine, or may be mounted on a separate carriage. They should not come in
contact with the joint, load transfer devices, subgrade, or side forms. Multiple spuds should not
be spaced further apart than 0.76 m (2 1/2 feet). Therefore, a minimum of 10 are required for a
full 7.2 meter (24 feet) width paving. Internal vibrators shall operate at 7,000 to 11,000 impulses
per minute. The Contractor is required to provide the Engineer a method to verify ibrator
frequency. Vibration is required for all concrete pavement. Small irregular areas require vibration
by hand held or machine mounted equipment to assure that adequate consolidation for the full
depth and width is achieved without segregation 5. Vibrators shall be turned off when the
machine on which they are mounted is stopped.

3. Transverse Finishing Machines

A. Operating Condition

The transverse finishing machine first should be checked for its operating condition. The
bearings, especially those of the cranks actuating the oscillating screeds, should fit snugly so that
the screed will reverse direction without slap which would rack the forms.

B. End Plates and Screeds

The end plates which slide on the forms should be inspected for wear and reversed or
replaced if necessary. The screed should be checked for straightness or crown if one is required.
This is done by placing a block on the forms under each end of the screeds and stretching wires
at both front and back across from form to form. The crown then is checked by measuring the
offsets from the wire to the screed as outlined in 17.3. Adjusting bolts can be loosened or
tightened to secure proper adjustment. The exact tilt required in each screed cannot be
determined until construction begins. However, at the start of paving operations the front edge of
the forward screed should be titled about 5mm (3/16 inch) and the rear screed set level.
Adjustments can be made readily by end bolts provided for this purpose.

C. Stroke
Springs are used as shock absorbers to prevent slap at the end of the stroke. These should be
checked to insure that they are in compression at all times. The screed lift chains must be long
enough that they are not tight at the end of the stroke or the screed will be lifted off of the forms
at every oscillation. Finally, the wheel scrapers should be tightened so that they will be sure to
keep the wheels clean.

4. Mesh Installer
A. General

Pavement mesh may be installed by placing it on top of the full depth of concrete, then
vibrating it into position using an approved mesh installer. This method eliminates the need for
placing two courses of concrete and thereby eliminates the possibility of a plane of weakness
between two separately placed courses. Control of the placement of the mesh within the slab has
been found to be more accurate than when placed between courses, based on measurements of
cores removed for checking thickness requirements. Another advantage of this method is that a
bulkhead can be placed readily and quickly in the event of breakdown since the concrete is
placed full depth, and not in two separate courses.

B. Types
Two types of machines have been approved for use in vibrating the mesh into position.
One type consists of a grid of steel plates approximately 4.6 m (15 feet) in length and extending
the full width of pavement being placed. The machine which is self-propelled is positioned over
the mesh, stopped, the mesh depressed into the freshly placed concrete and moved ahead to
repeat the operation. The other type also is self-propelled and consists of long tapered
longitudinal runners across the width being placed. This machine gradually depresses the mesh
into position within the fresh concrete using an oscillating tamping motion while continuously
moving forward.

C. Tolerances
Since there is a forward movement during placing, the latter type of machine may cause
movement of the mesh across transverse contraction joints when not properly adjusted. When
using a machine of this type, periodic checks shall be made by uncovering the mesh at joint
assemblies to assure that the specified clearance of 305 51 mm (12 2 inches) is being
maintained on each side of the center of the joint. If the position of the mesh is found to be
outside of tolerance, it should be corrected and the machine adjusted at once, or its use
immediately discontinued.

Production may be continued without the mesh installer by changing to the two-course
method. Both types of machines can be adjusted to control the depth of the mesh. Therefore,
depth checks shall be made daily to assure control of the depth of mesh. Specifications require
the mesh to be placed between 64 mm (2 1/2 inches) and T/3 plus 25 mm (1 inch), T being the
thickness of the slab, below the surface of the pavement. When mesh is found to be outside of
tolerance, immediate adjustment shall be made. It may be necessary to use the two-course
method at expansion joints and at abutting pavements, if the machine with the long tapered
runners cannot position the mesh properly. The two-course method should be employed any time
satisfactory performance of the machine is not being obtained.

5. Combination Float Finisher

A. Types
The combination float finisher commonly is used to provide the final mechanical finish
on a pavement. The machine which consists of two screeds and a float is designed for use on a
7.2m (24 foot) pavement.

B. Adjustment
The front screed of the machine is a conventional reciprocating screed which rides the
forms. The rear screed and float, however, are suspended from an approximately 4.9m (16 foot)
beam platform and do not receive any support from the forms. The elevation of both the rear
screed and the float is determined by adjustment of the hangers which connect them to the
platform. As a result, variations in forms do not significantly affect the plane of operation of
either the rear screed or float.
The key to smooth finishing with this machine is the rear screed since it is the final
screeding tool and operates from a 4.9m (16 foot) straightedge essentially free from influence of
deviations in the forms. Spring loaded shoes are fastened to both ends of the rear screed to keep
the screed in contact with the forms. The springs are sufficiently strong so that the rails will be

kept clean, but not so strong that they will cause the screed to raise when an undetected highpoint
in the forms is being traversed. The float does not oscillate but moves forward with the machine
providing a smooth trowelled surface. It is approximately 0.7m (30 inches) in length and rides on
the slab between the forms. Both of the screeds and the float are provided with devices which
permit rapid changes in crown. These devices make it possible to change crown at super-elevated
sections without delay. Crown is checked as described in 4.5.2 and 17.3.

6. Transit Mix and

Central Mix Equipment
Before beginning paving operations and at regular intervals during paving, concrete
plants and hauling units shall be checked for proper condition. Water metering devices and
admixture metering devices should be checked to assure proper calibration within specified
tolerances.
A. Transit Mixers
Transit mixers should be checked to determine if the counters are functioning properly.
After having been mixed for not less than 70 revolutions at mixing speed, the mixer should
contain concrete of uniform consistency and be able to discharge the batch without segregation.
Since this determines acceptablility, mixers that do not perform in this manner should not be
approved, and, if encountered, their use should be discontinued. Sources of trouble are badly
worn blades and leaky valves which prevent mixers from producing uniform concrete. They
should not be used until corrected.

B. Central Mixers

Central mixers should be checked to see that the mixer is capable of mixing and
discharging the large volume of conrete with uniformity. During paving, the Contractor or ready
mix supplier must keep mixer blades free from concrete build up and excessive wear.

C. Hauling Units
When the concrete is to be transported to the paving site in dumptrucks or other nonagitating units, these bodies should be checked to see that they are water tight and free of
objectionable corners or internal ribs where concrete may accumulate. Canvass covers to shield
concrete from sun and wind shall be provided when required by the Engineer.

7. Slip Form Pavers

Slip form pavers are generally of two basic types. One has an extrusion meter which
shapes and extrudes the concrete pavement, while the other type has the same features as the
combination float finisher which shapes, consolidates and then finishes the pavement in a
manner similar to conventional methods.

A. Adjustment
The extrusion meters or screeds and the float should be checked for proper crown setting
before using. They should be adjusted if necessary to conform to the typical section.

B. Tampers and Vibrators

Slip form machines usually are equipped with both tampers and vibrators. Both should be
checked to assure they are in working order before paving starts. Vibrator frequency shall be
monitored periodically to assure the specified impulses per minute are being obtained.
EQUIPMENT USE IN RIGID PAVEMENT

Figure 1 :

QUALITY TEST
1. Aggregate tests

Equipment used at site.

In order to decide the suitability of the aggregate for use in pavement construction, following
tests are carried out:
A.
B.
C.
D.
E.
F.
G.

Crushing test
Abrasion test
Impact test
Soundness test
Shape test
Specific gravity and water absorption test
Bitumen adhesion test

a. Crushing test
One of the model in which pavement material can fail is by crushing under compressive
stress. A test is standardized by IS:2386 part-IV and used to determine the crushing strength of
aggregates. The aggregate crushing value provides a relative measure of resistance to crushing
under gradually applied crushing load. The test consists of subjecting the specimen of aggregate
in standard mould to a compression test under standard load conditions (Figure 1). Dry
aggregates passing through 12.5 mm sieves and retained 10 mm sieves are filled in a cylindrical
measure of 11.5 mm diameter and 18 cm height in three layers. Each layer is tampered 25 times
with at standard tamping rod. The test sample is weighed and placed in the test cylinder in three
layers each layer being tampered again. The specimen is subjected to a compressive load of 40
tones gradually applied at the rate of 4 tonnes per minute. Then crushed aggregates are then
sieved through 2.36 mm sieve and weight of passing material (i) is expressed as percentage of
the weight of the total sample (ii ) which is the aggregate crushing value.
Aggregate Crushing Value = W1 / W2 x 100
A value less than 10 signifies an exceptionally strong aggregate while above 35 would normally
be regarded as weak aggregates.

Figure

2:

Crushing Test Set up.

b. Abrasion test.

Figure 3: Los Angeles

abrasion Test setup
Abrasion test is carried out to test the hardness property of aggregates and to decide whether
they are suitable for different pavement construction works. Los Angeles abrasion test is a
preferred one for carrying out the hardness property and has been standardized in India (IS:2386
part-IV). The principle of Los Angeles abrasion test is to find the percentage wear due to relative
rubbing action between the aggregate and steel balls used as abrasive charge.

Los Angeles machine consists of circular drum of internal diameter 700 mm and length 520
mm mounted on horizontal axis enabling it to be rotated (see Figure 2). An abrasive charge
consisting of cast iron spherical balls of 48 mm diameters and weight 340-445 g is placed in the
cylinder along with the aggregates. The number of the abrasive spheres varies according to the
grading of the sample. The quantity of aggregates to be used depends upon the gradation and
usually ranges from 5-10 kg. The cylinder is then locked and rotated at the speed of 30-33 rpm
for a total of 500 -1000 revolutions depending upon the gradation of aggregates.
After specified revolutions, the material is sieved through 1.7 mm sieve and passed fraction
is expressed as percentage total weight of the sample. This value is called Los Angeles abrasion
value. A maximum value of 40 percent is allowed for WBM base course in Indian conditions.
For bituminous concrete, a maximum value of 35 is specified.

c. Impact test

Figure 4: Impact Test Setup

The aggregate impact test is carried out to evaluate the resistance to impact of aggregates.
Aggregates passing 12.5 mm sieve and retained on 10 mm sieve is filled in a cylindrical steel cup
of internal dia 10.2 mm and depth 5 cm which is attached to a metal base of impact testing
machine. The material is filled in 3 layers where each layer is tamped for 25 number of blows.
Metal hammer of weight 13.5 to 14 Kg is arranged to drop with a free fall of 38.0 cm by vertical
guides and the test specimen is subjected to 15 number of blows. The crushed aggregate is

allowed to pass through 2.36 mm IS sieve. And the impact value is measured as percentage of
aggregates passing sieve (W1) to the total weight of the sample (W2).
Aggregate Impact Value = W1 / W2

100

d. Soundness test
Soundness test is intended to study the resistance of aggregates to weathering action, by
conducting accelerated weathering test cycles. The Porous aggregates subjected to freezing and
thawing are likely to disintegrate prematurely. To ascertain the durability of such aggregates,
they are subjected to an accelerated soundness test as specified in IS:2386 part-V. Aggregates of
specified size are subjected to cycles of alternate wetting in a saturated solution of either sodium
sulphate or magnesium sulphate for 16 - 18 hours and then dried in oven at to a constant weight.
After five cycles, the loss in weight of aggregates is determined by sieving out all undersized
particles and weighing. And the loss in weight should not exceed 12 percent when tested with
sodium sulphate and 18 percent with magnesium sulphate solution.

e. Shape tests
The particle shape of the aggregate mass is determined by the percentage of flaky and
elongated particles in it. Aggregates which are flaky or elongated are detrimental to higher
workability and stability of mixes. The flakiness index is defined as the percentage by weight of
aggregate particles whose least dimension is less than 0.6 times their mean size. Test procedure
had been standardized in India (IS:2386 part-I).

Figure 5: Flakiness gauge

The elongation index of an aggregate is defined as the percentage by weight of particles
whose greatest dimension (length) is 1.8 times their mean dimension. This test is applicable to
aggregates larger than 6.3 mm. This test is also specified in (IS:2386 Part-I). However there are
no recognized limits for the elongation index.

Figure 6: Elongation gauge

f. Specific Gravity and water absorption

The specific gravity and water absorption of aggregates are important properties that are
required for the design of concrete and bituminous mixes. The specific gravity of a solid is the
ratio of its mass to that of an equal volume of distilled water at a specified temperature. Because
the aggregates may contain water permeable voids, so two measures of specific gravity of
aggregates are used: apparent specific gravity and bulk specific gravity.
-

Apparent Specific Gravity, Gapp, is computed on the basis of the net volume of aggregates
i.e the volume excluding water permeable voids. Thus,

Gapp = (MD / Vn) / W

Where, is the dry mass of the aggregate, is the net volume of the aggregates excluding the
volume of the absorbed matter, W is the density of water.
-

Bulk Specific Gravity, Gbulk, is computed on the basis of the total volume of aggregates
including water permeable voids. Thus,
Gbulk = (MD / VB) / W
Where, is the total volume of the aggregates including the volume of absorbed water.

Water absorption, The difference between the apparent and bulk specific gravities is
nothing but the water-permeable voids of the aggregates. We can measure the volume of
such voids by weighing the aggregates dry and in a saturated, surface dry condition, with
all permeable voids filled with water. The difference of the above two is M W. MW

is

the

weight of dry aggregates minus weight of aggregates saturated surface dry condition.
Thus,
Water Absorption = (MW /MD) x 100
The specific gravity of aggregates normally used in road construction ranges from about
2.5 to 2.9. Water absorption values ranges from 0.1 to about 2.0 percent for aggregates normally
used in road surfacing

g. Bitumen adhesion test

Bitumen adheres well to all normal types of road aggregates provided they are dry and free
from dust. In the absence of water there is practically no adhesion problem of bituminous
construction. Adhesion problem occurs when the aggregate is wet and cold. This problem can be
dealt with by removing moisture from the aggregate by drying and increasing the mixing
temperature. Further, the presence of water causes stripping of binder from the coated
aggregates. This problems occur when bitumen mixture is permeable to water. Several laboratory
tests are conducted to arbitrarily determine the adhesion of bitumen binder to an aggregate in the
presence of water. Static immersion test is one specified by IRC and is quite simple. The

principle of the test is by immersing aggregate fully coated with binder in water maintained at
temperature for 24 hours. IRC has specified maximum stripping value of aggregates should not
exceed 5%.

Table 1: Test For aggregates with IS codes.

Aggregates influence, to a great extent, the load transfer of pavements. Hence it is essential
that they should be thoroughly tested before using for construction. Not only that aggregates
should be strong and durable, they should also possess proper shape and size to make the
pavement act monolithically. Aggregates are tested for strength, toughness, hardness, shape, and
water absorption.

ATTACHMENT.
1. Viscosity ASTM d271
SIGNIFICANCE AND USE
The viscosity at 60C [140F] characterizes flow behavior and may be used for
specification requirements for cutbacks and asphalt binders.
1. Scope
1.1 This test method covers procedures for the determination of viscosity of asphalt binder
(bitumen) by vacuum capillary viscometers at 60C [140F]. It is applicable to materials having
viscosities in the range from 0.0036 to over 20 000 Pa s [0.036 to over 200 000 P].
Note 1this test method is suitable for use at other temperatures, but the precision is based on
determinations on asphalt binders at 60C [140F].
1.2 The values stated in either SI units or inch-pound units are to be regarded separately as
standard. The values stated in each system may not be exact equivalents; therefore, each system
shall be used independently of the other. Combining values from the two systems may result in
non-conformance with the standard.
1.3 WarningMercury has been designated by the United States Environmental Protection
Agency (EPA) and many state agencies as a hazardous material that can cause central nervous
system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and
corrosive to materials. Caution should be taken when handling mercury and mercury containing
products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPAs
websitehttp://www.epa.gov/mercury/faq.htmfor additional information. Users should be aware
that selling mercury, mercury-containing products, or both, into your state may be prohibited by
state law.

1.4 This standard does not purport to address all of the safety concerns, if any, associated with its
use. It is the responsibility of the user of this standard to establish appropriate safety and
health practices and determine the applicability of regulatory limitations prior to use.

2. Ductility ASTM d113

SIGNIFICANCE AND USE
This test method provides one measure of tensile properties of bituminous materials and may
be used to measure ductility for specification requirements.
1. Scope
1.1 This test method describes the procedure for determining the ductility of a bituminous
material measured by the distance to which it will elongate before breaking when two ends of a
briquet specimen of the material, of the form described in Section 4, are pulled apart at a
specified speed and at a specified temperature. Unless otherwise specified, the test shall be made
at a temperature of 25 0.5C and with a speed of 5 cm/min 5.0 %. At other temperatures the
speed should be specified.
1.2 Because of the large number of methods for obtaining test samples, it is impractical to
discuss specific products in this test method. Refer to individual product specifications for
guidance in obtaining a test sample.
1.3 The values stated in SI units are to be regarded as the standard. Values in parenthesis in inchpound units are provided for informational purposes only.
1.4 WarningMercury has been designated by EPA and many state agencies as a hazardous
material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor,
may be hazardous to health and corrosive to materials. Caution should be taken when handling
mercury and mercury containing products. See the applicable product Material Safety Data Sheet
(MSDS) for details and EPAs website (http://www.epa.gov/mercury/faq.htm) for additional
information. Users should be aware that selling mercury or mercury containing products, or both,
in your state may be prohibited by state law.

1.5 This standard does not purport to address all of the safety concerns, if any, associated with its
use. It is the responsibility of the user of this standard to establish appropriate safety and
health practices and determine the applicability of regulatory limitations prior to use.

3. Thin film oven test ASTM d1754

SIGNIFICANCE AND USE
4.1 This method indicates approximate change in properties of asphalt during conventional hotmixing at about 150C [302F] as indicated by viscosity, penetration, or ductility measurements.
It yields a residue which approximates the asphalt condition as incorporated in the pavement. If
the mixing temperature differs appreciably from the 150C [302F] level, more or less effect on
properties will occur.
NOTE 1: The quality of the results produced by this standard are dependent on the competence
of the personnel performing the procedure and the capability, calibration, and maintenance of the
equipment used. Agencies that meet the criteria of Specification D3666 are generally considered
capable of competent and objective testing and sampling.
1. Scope
1.1 This test method covers the determination of the effects of heat and air on a film of semisolid
asphaltic materials. The effects of this treatment are determined from measurements of selected
asphalt properties before and after the test.
1.2 The values stated in either SI units or inch-pound units are to be regarded separately as
standard. The values stated in each system may not be exact equivalents; therefore, each system
shall be used independently of the other. Combining values from the two systems may result in
non-conformance with the standard.
1.3 WarningMercury has been designated by the United States Environmental Protection
Agency and many state agencies as a hazardous material that can cause central nervous system,
kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to
materials. Caution should be taken when handling mercury and mercury containing products. See

the applicable Material Safety Data Sheet (MSDS) for details and EPAs website
http://www.epa.gov/mercury/index.htmfor additional information. Users should be aware that
selling mercury and/or mercury containing products into your state may be prohibited by state
law.

4. Solubility ASTM d2042

SIGNIFICANCE AND USE
This test method is a measure of the solubility of asphalt in trichloroethylene. The portion that is
soluble in trichloroethylene represents the active cementing constituents.
Note 2The quality of the results produced by this standard are dependent on the competence of
the personnel performing the procedure and the capability, calibration, and maintenance of the
equipment used. Agencies that meet the criteria of Specification D 3666 are generally considered
capable of competent and objective testing/sampling/inspection/etc. Users of this standard are
cautioned that compliance with Specification D 3666 alone does not completely assure reliable
results. Reliable results depend on many factors; following the suggestions of Specification D
3666 or some similar acceptable guideline provides a means of evaluating and controlling some
of these factors.
1. Scope
1.1 This test method covers the determination of the degree of solubility in trichloroethylene of
asphalt materials having little or no mineral matter.
Note 1This method is not applicable to tars and their distillation residues or highly cracked
petroleum products. For methods covering tars, pitches, and other highly cracked petroleum
products, and the use of other solvents, see Test Methods D 4, D 2318, and D 2764.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement
are included in this standard.

1.3 The text of this standard references notes and footnotes which provide explanatory material.
These notes and footnotes (excluding those in tables and figures) shall not be considered as
requirements of the standard.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its
use. It is the responsibility of the user of this standard to establish appropriate safety and health
practices and determine the applicability of regulatory limitations prior to use. Specific
precaution statements are given in Section 7.

5. Flashpoint astm d92

SIGNIFICANCE AND USE
5.1 The flash point is one measure of the tendency of the test specimen to form a flammable
mixture with air under controlled laboratory conditions. It is only one of a number of properties
that should be considered in assessing the overall flammability hazard of a material.
5.2 Flash point is used in shipping and safety regulations to define flammable and combustible
materials. Consult the particular regulation involved for precise definitions of these
classifications.
5.3 Flash point can indicate the possible presence of highly volatile and flammable materials in a
relatively non-volatile or non-flammable material. For example, an abnormally low flash point
on a test specimen of engine oil can indicate gasoline contamination.
5.4 This test method shall be used to measure and describe the properties of materials, products,
or assemblies in response to heat and a test flame under controlled laboratory conditions and
shall not be used to describe or appraise the fire hazard or fire risk of materials, products, or
assemblies under actual fire conditions. However, results of this test method may be used as
elements of a fire risk assessment that takes into account all of the factors that are pertinent to an
assessment of the fire hazard of a particular end use.
5.5 The fire point is one measure of the tendency of the test specimen to support combustion.

1. Scope
1.1 This test method describes the determination of the flash point and fire point of petroleum
products by a manual Cleveland open cup apparatus or an automated Cleveland open cup
apparatus.
Note 1The precisions for fire point were not determined in the current interlaboratory
program. Fire point is a parameter that is not commonly specified, although in some cases,
knowledge of this flammability temperature may be desired.
1.2 This test method is applicable to all petroleum products with flash points above 79C (175F)
and below 400C (752F) except fuel oils.
Note 2This test method may occasionally be specified for the determination of the fire point of
a fuel oil. For the determination of the flash points of fuel oils, use Test Method D93. Test
Method D93 should also be used when it is desired to determine the possible presence of small,
but significant, concentrations of lower flash point substances that may escape detection by Test
Method D92. Test Method D1310 can be employed if the flash point is known to be below 79C
(175F).
1.3 The values stated in SI units are to be regarded as the standard. The values given in
parentheses are for information only.
1.4 WARNINGMercury has been designated by many regulatory agencies as a hazardous
material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor,
may be hazardous to health and corrosive to materials. Caution should be taken when handling
mercury and mercury containing products. See the applicable product Material Safety Data Sheet
(MSDS) for details and EPAs website http://www.epa.gov/mercury/faq.htm for additional
information. Users should be aware that selling mercury and/or mercury containing products into
your state or country may be prohibited by law.

REFERENCES
1. Highway engineering by S.K.Khanna and C.E.G.Justo Nem chand Publication2000.
2. Kadiyali L. R. Principles and practice of a highway engineering Khanna
Tech.Publications, Delhi, 1989.
3. Prasad ,Bageshwar (2007), Life Cycle Cost Analysis of Cement Concrete Roads Vs.
Bituminous Roads,Indian Highways, Vol.35, No.9,
4. http://www.civil.iitb.ac.in/tvm/1100_LnTse/411_lnTse/plain/plain.html
5. Tom V. Mathew and K V Krishna Rao, Introduction to Transportation Engineering
Rigid Pavement Design, NPTEL May 24, 2006.