Emerging Methodologies & Technologies For Construction of Flexible Pavement

1/6/2020 Emerging Methodologies & Technologies for Construction of Flexible Pavement
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Emerging Methodologies & Technologies for

Construction of Flexible Pavement
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M.N.Nagabhushana, Senior Principal Scientist, Flexible
Pavements, Co-ordinator (APTF), Pavement Engineering Area,
CSIR-CRRI, New Delhi (/component/banners/click/180.htm
Introduction
While an e icient transport system is needed for growth of

economy, roads play an important role as most sought mode of (/component/banners/click/285.htm
transport. India has an extensive road network of 4.6 million kms
and number of vehicles are growing at almost 10% per annum in
last 5 years with overloading and growing tra ic stressed road
infrastructure. To cope up with increasing transportation demand,
in the immediate next following decades, newer and di erent
transportation systems will be greatly encouraged; however, road
transport will continue to play a major role. As this new regime
approaches and the earlier methods tend to become
unacceptable, labour and labour-intensive techniques will
experience shortages. In addition, the world is facing acute
shortage of naturally available ingredient materials and the cost of (/component/banners/click/244.htm
construction materials increasing every year; the situation is
forcing the agencies to find alternate sources and materials. Also,
design, materials, and workmanship, will have to provide a long-
lasting product to avoid the need for major tra ic disruptions for
maintenance and rehabilitation or reconstruction, keeping in
mind the health and safety issues as well. This scenario demands
new techniques, construction-automation and equipment, so that
equivalent work can be performed with fewer crew. The
automation is likely to prove more reliable, e icient, and cost-
e ective as well. Road pavements and allied structures, thus, are
expected to undergo significant changes in terms of materials and (/component/banners/click/14.html)
methods of construction operations.
A pavement structure, understandably, is interposed between the

wheel and ground (soil), in order to support and sustain the
repeated applications of wheel loads without undergoing undue (/component/banners/click/106.htm
deformation. The roadway structure is, thus, expected to be stable
and non yielding so as to generate only least possible rolling
resistance for the heavy wheel loads. The pavement is made of
https://www.nbmcw.com/tech-articles/roads-and-pavements/38001-emerging-methodologies-technologies-for-construction-of-flexible-pavement.html 1/20
higher quality materials, though, the strength of materials of

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di erent layers di er with a more specific functional attribute.
(/) Based on the composition, pavement structure is categorised as
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either flexible or rigid or composite. A typical flexible pavement is
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composed of layers as in the figure below.
Though, flexible pavements conventionally mean just granular

beds, with or without; thick or thin bitumen treated layers, new
technologies have been allowing materials which are otherwise
considered as non-conventional, and hence, it is pertinent to
review these technologies which o er specific roles.
Need for Advanced /High-Performance Materials and

Technologies
With natural materials getting depleted, e orts were on to find

succor in other methods and materials, but till recently, the
development of improved materials was mainly focused at
improving specific properties of locally available materials by
using additives (admixtures, extenders, modifiers). There had
been no strong impetus to seriously consider replacing
conventional construction materials with new materials. However,
by realising that the age of natural construction materials and the
use of conventional materials in their present form is coming to an
end at a faster pace. The new technologies need to be developed
fast to continue to support the construction activities including
rehabilitation and reconstruction of pavements along the road
network. Thus, concerns about limited availability and
sustainability are driving the search for new and advanced
materials for roadway construction.
The currently used materials for pavement construction can be

classified as follows:
1. Natural (Raw) Materials: Stone or brick aggregates, bitumen
and natural resins.
2. Manufactured (Processed) Materials. Metallic materials
(steel, aluminum, zinc), ceramic-based materials (portland
cement, natural pozzolans), industrial by-product materials
(fly ash, slag, silica fume), other waste products (crumb
rubber), polymers, fibers and fiber-reinforced polymers,
synthetic aggregates—typically, lightweight and slag
aggregates.
3. Composite Manufactured Materials like. PCC and clad steels.
Further, there is an array of identified materials under the above

classes of materials that show potential applications and these
advanced materials identified include the following:
1. Aggregate Materials: Synthetic Aggregates, Manufactured
Aggregate Using Captured CO2
2. Bituminous Binder Materials: Sulfur-Extended
Bitumen/Asphalt, Bio-Derived Bituminous/Asphalt Binders,
High Modified Asphalt Binders (HIMA)
3. Bituminous Mixes: Warm Asphalt Mixtures, Perpetual Asphalt
Pavement Systems, Porous Asphalt Pavement, Recycled
Asphalt Pavements (RAP).

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4. Cementitious Materials: Performance-Specified Cements,
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Next-Generation Sustainable Cements, Eco-Friendly
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Cements, Energetically Modified Cement.
5. Concrete Materials: Engineered Cement Composites (ECCs),
Titanium Dioxide–Modified Concrete, Pervious Concrete,
Self-Consolidating Concrete, Sulphur Concrete, Autoclaved
Aerated Concrete, Geopolymer Concrete, Hydrophobic
Concrete, Ductile Concrete.
6. Metallic and Polymer Materials: Vitreous Ceramic Coatings
for Reinforcing Steel, Fiber-Reinforced Polymer Bars for
CRCPs and Dowel Bars, Zinc-Clad Dowel Bars,
Microcomposite Steel for Dowels/Tie Bars.
However, the article is focused on the emerging and potential

materials and techniques that are more relevant to flexible
pavement only.
Factors Responsible for The Paradigm Shi
There is a strong need worldwide to optimise the use of materials

currently used for pavement construction and to seek advanced
materials that are cheaper, better performing, and less damaging
to the environment. The factors seeking advanced highway
construction materials include:
Conservation of resources—support national e orts to
create sustainable solutions to minimise the impact of
construction on the environment
Reduced ecological footprint
Reduced costs—get more lane-kilometers constructed or
rehabilitated for a given constrained budget
Extended service life
Optimised use of locally available materials
Achieving environmental benefits—reduced carbon
footprint, reduced congestion-related emissions
Reduced work zone–related tra ic delays and safety
concerns—use materials that reduce the potential for early
failures
Emerging Technology Specifications for Flexible Pavements
Presently, there is a necessity of extending our road network to all

terrains and environment and flexible pavement being preferred
pavement type, there is an immediate need of switching over to
high performance/new/alternate materials and technologies that
are applicable to flexible pavements and are able to provide
sustainable solutions. To exemplify, bitumen bound layers are
normally used in wearing, surfacing, base and binder courses.
They may be thick or thin, hot or cold, plant-mixed or site-mixed
and so on, but the binding constituent, bitumen has many
variants at this time and may include neat or straight run bitumen,
cutback bitumen, fluxed bitumen, bitumen emulsion, to name.
Likewise, there are other options with di erent materials to be
used in di erent layers of flexible pavements. The promising new
technologies are:
High performance materials (modified bitumen & multi-
grade bitumen)
Stone matrix asphalt (SMA)

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Warm mix technology
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Waste plastic in road construction
Self repairing roads
Micro surfacing
Recycling (RAP in bituminous and granular layers)
Sulphur extended bituminous base courses
Geo-cells and geo-textiles in pavement construction
New generation additives for soil stabilisation
Waste materials including industrial slags and fly ash
Some of these are discussed further.
Modified Bitumen
Though modified bitumen is not a very new concept, the regular

usage has been into practice in recent times only. Certain
additives or blend of additives called as bitumen modifiers can
improve properties of bitumen and bituminous mixes. Bitumen
treated with these modifiers is known as modified bitumen.
Modifier can be of the following categories:
Elastomers
Natural Latex Rubber
Synthetic Latex
Styrene-butadiene (SB)
Block Copolymer
Styrene-butadiene-styrene (SBS)
Reclaimed Rubber
Plastomers
Polyethylene
Polypropylene
Ethyl-vinyl-acetate (EVA)
Polyvinyl-chloride (PVC)
Combinations
Polymer modified bitumen (PMB)/ crumb rubber modified

bitumen (CRMB) should be used according to the specification
requirements of the job. The detailed specifications for modified
bitumen have been issued through IRC: SP: 53. It must be noted
that the performance of PMB and CRMB is dependent on strict
quality control, especially on temperature during construction.
The advantages of using modified bitumen are as follows:
Lower susceptibility to daily and seasonal temperature
variations
Higher resistance to deformation at high pavement
temperature
Better age resistance properties
Higher fatigue life for mixes
Better adhesion between aggregates and binder
Prevention of cracking and reflective cracking
Stone Matrix Asphalt (SMA)

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(/) SMA is a gap graded aggregate bitumen mix that maximize the
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bitumen content and coarse aggregate fraction. SMA provides a
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stable stone on stone skeleton that is held together by a rich
mixture of bitumen, filler and stabilizing additive. Cellulose fibers
prevent draining of excess bitumen and help in forming a matrix to
hold the high bitumen in SMA. SMA is high performance mix for
heavy tra ic roads prone to rutting.
Warm Mix Asphalt
Warm mix technology is emerging technology, which allows the

mixing, lay down, and compaction of bituminous mixes at lower
temperatures compared to hot mix. Further, low temperature
mixes are classified as Warm Mix Asphalt(WMA) which is produced
in the temperature range of 120°C to 135°C and Half Warm Mix
Asphalt(HWMA) which is produced in the temperature range of
80°C to 100°C. These technologies have the advantages like:
Energy saving
Decreased emissions
Reduced fuel costs
Reduced aging of binder
Lower fumes and odor emissions
Cool weather paving
Compaction aid for sti mix
Extend paving window
Generation of carbon credit
Increase use of RAP
Several process have been developed to improve mixture

workability allowing lower range temperatures for production and
lay down. WMA technologies can be classified broadly as (a) those
that use water, (b) those that use organic additive or wax (c) those
that use chemical additives or surfactants.
Cold Bituminous Mixes
In India, hot mixed bituminous materials and mixes are generally

used for the construction of base course, binder course and
wearing course of a flexible pavement. The paving bitumen (VG-
10, VG-20, VG-30 and VG-40; as per IS:73), is used as a binder. It is
either solid or semi solid at ambient temperature and converted
into fluid state by either heating or by the addition of petroleum
solvent or by emulsifying bitumen in water. High amount of
energy is consumed for heating of aggregates and bitumen for
construction of roads using traditional hot mix technology.
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The following are some of the disadvantages of hot mix

technologies:
High level of noise and air pollution
Emission of green house gases
Compromise with the durability of bitumen due to aging
during heating
High energy consumption
Unsafe for maintenance crew
Lately, Bitumen emulsion has also been used in half warm mixes,
micro surfacing and in cold recycling; more especially in full depth
reclamation works. Several factors that have lead to the increasing
use of bitumen emulsion in road construction and maintenance
are listed below:
The energy scarcity and crisis.
Bitumen emulsions do not require petroleum solvent to
make it liquid.
Bitumen emulsions can generally be used without additional
heating.
Concerns about reducing atmospheric pollution.
The ability of certain types of bitumen emulsions to coat a
damp aggregate surface which eventually reduces the fuel
requirements for heating and drying aggregates.
Availability of a variety of emulsion types which have led to
development of new formulations and improved laboratory
procedures in order to satisfy the design and construction
requirements.
The ability to use cold bituminous materials at remote sites.
The applicability of emulsions for use in preventive
maintenance so as to increase the service life of existing
distressed pavements.
Health of construction workers
Bitumen emulsion based mixes include:
(A) Cold Mixes (CM): These mixes are normally produced with
unheated aggregates and bitumen emulsion.
(B) Half Warm Asphalt Mixes (HWAM): These mixes are produced
by mixing bitumen emulsion, or foamed bitumen, with warm
aggregates (110+10ºC), laid and compacted at a temperature
between 80-90ºC.
The cold emulsions based mixes, thus, may be conveniently used

in the specified conditions and as per the guidelines given in
IRC:SP 100 -2014.
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The uses of emulsion in major construction and maintenance
(/) applications covered in the guidelines are given below:
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Surface Treatment Maintenance Including Other

Including Periodic Treatments Applications
Preventive and
Corrective Cold Mixes Warm
Maintenance Mixes
Fog Seal Patching Semi- Prime Coat

Sand Seal Pothole Dense Tack Coat
Slurry Seal Repair Mixes Crack
Microsurfacing Cold Dense Sealing
Cape Seal Recycling Mixes Soil
Chip Seal Bituminous Stabilization
Macadam
Premix
Carpet
Mix Seal
Surfacing
Semi-
Dense
Bituminous
Concrete
Waste Plastic in Road Construction
Plastic, a toxic material is extensively used in di erent forms in

present day’s life and constitutes to almost 5% in municipal solid
waste. It is a common sight in India to find empty plastic bags and
other type of plastic packing material littering the roads and
choking the drains. Due to its impermeability clubbed with non-
biodegradability, it creates stagnation of water and associated
hygiene problems besides reducing the fertility of the land. In
order to reduce the accumulation of waste plastic and also use it
for betterment of structures like roads, research carried out has
indicated that the waste plastic, when added to hot aggregate will
form a fine coat of plastic over the aggregate and when mix is
produced with the binder, is found to give higher strength, higher
resistance to water and better performance over a period of time.
Therefore, it is pertinent to use waste plastic in the construction of
roads.
It has been observed that modification of bituminous mix with

shredded waste plastic may marginally increases the cost by
about Rs.3000 per tonne. However this marginal increase in the
cost is compensated by increase in the volume of the total mix,
thereby resulting in less overall bitumen content, better
performance and environmental conservation with usage of waste
plastic.
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Self Repairing Roads
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Since long the need has been felt to develop ‘Self Repairing
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Roads’through suitable technology inventions. This requires a
research that clubs the materials science and structural
engineering to create self-repairing roads that are cost e ective,
have greater longevity and are sustainable, though no such
success stories have been heard till now. Of late, it is reported that
researchers have developed this distinct technology by
formulating stabilised road structures. The regular cement
concrete roads have been replaced by this unique formulation
wherein about 60% of the cement is replaced with flyash, thus
curbing the usual carbon footprint, especially as cement
production releases greenhouse gases. It comes with built-in crack
healing, as high strength concrete is supplemented with fibre
reinforcement with nano-coating that makes it absorb water and
keeps the road hydrated. The mechanism, the researcher claims
have fibres which have a hydrophilic nano-coating on them. By
hydrophilia (means attract water) this water then becomes
available for crack healing. Every time a crack appears, there is
always this unhydrated cement supplemented by this water the
hydration capability, producing further silicates which actually
closes the crack in time.
Microsurfacing
Microsurfacing is mainly a cold mix technique which uses modified

bitumen based emulsion to produce a mix of relatively small sized
stone aggregates alongwith cement filler to produce and lay a
thinner surface coat. The technique, however, is useful to refresh
the surface of an otherwise structurally sound pavement since it
cannot provide any additional strength to the structure. It helps to
cover very minor undulations and improve skid resistance
properties. It is mostly used in urban roads where adding thick
layers leads to other problems like need to increase the footpaths
and drainage structures. It is, therefore, regarded as a cosmetic
bituminous treatment only.
The Microsurfacing shall consist of mixture of modified (Polymer

or Rubber Latex) bitumen emulsion, well graded mineral
aggregate, water, filler and additive (if needed) proportioned,
mixed and uniformly spread over a properly prepared urface.
There are two types of microsurfacing, by aggregate size and layer

thickness thereby, as per IRC:SP81-2008.
The finally laid microsurfacing shall have a homogeneous mat,
adhere firmly to the prepared surface and provide friction

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resistant surface texture throughout its service life. The mix is to
(/) be a quick setting system i.e. it should be able to receive tra ic
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a er a short period of time preferably within about one hours of
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its laying depending upon weather conditions. It is applied on an
existing pavement surface which is structurally sound but is
showing the signs of functional distress such as loss of riding
quality, cracking and polishing. Generally, microsurfacing is laid in
single layer, but when the existing surface is highly polished and/
or cracked, it may be applied in two or more layers.
Ingredients Percent by weight of aggregate
Aggregate 100 %
Emulsion 13 %
Portland Cement 1.5 %
Additive 0.5%
Water 14 %
The uses and benefits of microsurfacing may be listed as

following.
Preventive and periodic maintenance and renewals on
structurally sound pavement
Surface defects like cracks and polished surface of various
types may be treated
Used for delay of reflection cracking
Improvement of skid resistance and rejuvenation of hungry
surface
Noise reduction on concrete pavement
Fastest construction technology
Pavement Recycling
The
process
involves:
Cold Milling and

Cold Recycling (CR)
In-plant
In-place (CIPR)
Full Depth Reclamation (FDR)
or
Hot Recycling
Central Plant Hot Mix Recycling
Hot In-place Recycling (HIPR)
Bitumen emulsions are most frequently used for Cold

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Recycling and Full Depth Reclamation (FDR)
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Fly...Ash in Pavements
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Fly ash is
a by-
product
of
burning
pulverized coal in an thermal power generating station

Considering the economic and environmental aspects,
industrial by-products like fly ash can be investigated for
their suitability as full or partial replacement of materials
As most of such industrial products are non-plastic, with the
use of stabilizing agents, these low-quality materials can be
economically upgraded
Geocells
Geocells are believed to provide solutions where the ultimate

bearing capacity of foundation soil is not adequate to withstand
the applied load, wherein notwithstanding the possibility of shear
failure, the anticipated long-term settlement is also high. The
simple technology is reported to provide a cost-e ective ground
improvement system with following features:
Geocells are normally filled-in with non-plastic granular

material, the conventional gravel-sand mix for flexible
pavements
Geocells, used as above improve the bearing capacity of so
strata and construction of the upper layers is possible
proceed immediately.
Geocell laying and filling is fast and an all-weather
installation solution. No skilled labour is required.
Installation is rapid and local non-plastic material could be
used as in-fill.
These features, when successfully achieved, result in substantial

savings in money and resources
Jute Geotextiles
Jute geotextiles are indigenously made and eco-friendly
JGT – Di erent strength characteristics & life span
Successfully used in geotechnical and highways engineering
projects, such as:
Road construction
Erosion control applications
Slope stabilisation and drainage

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(/) Usage is economical
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Antistripping Agents
Stone aggregates are either hydrophobic (water repelling) or

hydrophilic (water loving) in nature. Bitumen coating gets peeled
o in presence of water more easily in case of hydrophilic
aggregates. Also, bitumen-aggregate interactions in pavements
directly a ect the adhesion & bond strength. Chemistry of asphalt
& surface chemistry of aggregates particularly a ects the
interactions. In order to minimise the water related damage to
bituminous pavements, chemical additives called anti-stripping
agents are used in mix production. The additive, by its specific
mechanism, alleviates the problem of stripping or minimises it.
There are a variety of antistripping additives, like the following.
Organic Small Molecules
Amines, Silanes
Polyamines, Amidoamines
Inorganic Aggregate Treatments

Hydrated Lime
Portland Cement
Polymeric Agents
Functionalized Butadiene
Styrene-Butadiene
Related other Technologies
Inaddition to the pavement technologies, there are technologies

for monitoring, guiding and coordinating construction equipment
and robots, which include the following to name afew.
Inertial Navigation Systems
Active Beacon Systems
Global Positioning System
Ground-Based Radio Frequency Systems
Ultrasonic and Optical Systems
Radio Frequency Identification Systems
In addition, smart structures and modular construction and

advanced materials are also expected to be helpful.
Concluding Remarks
Large amounts of stone aggregate and manufactured materials

are being used to support highway construction and rehabilitation
in the country and worldwide. However, the poor availability of
good quality aggregates in many parts of the country and thereby
increasing financial and societal costs are creating a concern for
the policy makers, planners and engineers. It is, therefore,
imperative that new and improved sources of highway
construction materials be developed that will result in improved
performance of the highway system, be cost e ective, and
incorporate sustainable technologies.
These advanced/new/Innovative construction materials can be

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categorised as:
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Materials that replace currently used/conventional
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materials.
Materials that are less expensive.
Materials that result in longer service life.
Materials that result in sustainable solutions.
Materials that improve the properties of marginal materials.
Waste and recycled materials that are optimised for use.
The characteristics of the advanced construction materials,

however, need to be ascertained by field performance evaluations.
The road pavements are to be designed and constructed to

standards prescribed in the Indian Specifications, published
mainly by bodies like Indian Roads Congress(IRC), Ministry of Road
Transport(MoRT&H), Ministry of Rural Development(MoRD) etc. In
order to ensure the compliances, the agencies have published
design standards, construction specifications, manuals,
guidelines, quality control handbook etc. to encompass following
aspects to be taken up at various stages of the bitumen
incorporated pavement construction process.
Proper evaluation/ testing and recording is an essential feature of

pavement construction execution which believes that relentless
testing and meticulous quality control is the only way to build
good roads. Some mandatory tests are to be conducted to assure
the quality of the road works in general. More specific tests and
guidelines for the new technologies are available through
published specifications and standards.
NBM&CW March 2018
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Emerging Methodologies & Technologies For Construction of Flexible Pavement

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Emerging Methodologies & Technologies For Construction of Flexible Pavement

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1/6/2020 Emerging Methodologies & Technologies for Construction of Flexible Pavement

Emerging Methodologies & Technologies for

While an e icient transport system is needed for growth of

A pavement structure, understandably, is interposed between the

higher quality materials, though, the strength of materials of

Though, flexible pavements conventionally mean just granular

Need for Advanced /High-Performance Materials and

With natural materials getting depleted, e orts were on to find

The currently used materials for pavement construction can be

Further, there is an array of identified materials under the above

Asphalt Pavements (RAP).

However, the article is focused on the emerging and potential

Factors Responsible for The Paradigm Shi

There is a strong need worldwide to optimise the use of materials

Emerging Technology Specifications for Flexible Pavements

Presently, there is a necessity of extending our road network to all

Stone matrix asphalt (SMA)

Some of these are discussed further.

Though modified bitumen is not a very new concept, the regular

Polymer modified bitumen (PMB)/ crumb rubber modified

Stone Matrix Asphalt (SMA)

Warm Mix Asphalt

Warm mix technology is emerging technology, which allows the

Several process have been developed to improve mixture

Cold Bituminous Mixes

In India, hot mixed bituminous materials and mixes are generally

The following are some of the disadvantages of hot mix

Bitumen emulsion based mixes include:

The cold emulsions based mixes, thus, may be conveniently used

Surface Treatment Maintenance Including Other

Fog Seal Patching Semi- Prime Coat

Waste Plastic in Road Construction

Plastic, a toxic material is extensively used in di erent forms in

It has been observed that modification of bituminous mix with

Microsurfacing is mainly a cold mix technique which uses modified

The Microsurfacing shall consist of mixture of modified (Polymer

There are two types of microsurfacing, by aggregate size and layer

The finally laid microsurfacing shall have a homogeneous mat,

adhere firmly to the prepared surface and provide friction

Ingredients Percent by weight of aggregate

Portland Cement 1.5 %

The uses and benefits of microsurfacing may be listed as

Cold Milling and

Bitumen emulsions are most frequently used for Cold

pulverized coal in an thermal power generating station

Geocells are believed to provide solutions where the ultimate

Geocells are normally filled-in with non-plastic granular

These features, when successfully achieved, result in substantial

Slope stabilisation and drainage

Stone aggregates are either hydrophobic (water repelling) or

Inorganic Aggregate Treatments

Related other Technologies

Inaddition to the pavement technologies, there are technologies

In addition, smart structures and modular construction and

Large amounts of stone aggregate and manufactured materials

These advanced/new/Innovative con- struction materials can be

The characteristics of the advanced construction materials,

The road pavements are to be designed and constructed to

Proper evaluation/ testing and recording is an essential feature of

NBM&CW March 2018

Accelerated Pavement Testing

Accelerated Pavement Testing images/Road-Pavements/40594-

Pavement Maintenance Management System