IRC : 8241982 CODE OF PRACTICE FOR MAINTENANCE OF BITUMINOUS SURFACES OF HIGHWAYS Published by THE INDIAN ROADS CONGRESS Jarmagar House, Shahjahan Road, ‘New Delli-110011 1982 Price Rs. NO {Plus packing & postage?IRC : 42-1982 First Published : January, 1982 Reprinted : September, 1989 Reprinted; March, 1999 Reprinted > April, 2001 Reprinted ; September, 2002 (The Rights of Publication and of Translation are reserved) Printed at Dee Kay Pritners, New Delhi 10 copies) IRC : #2982 CODE OF PRACTICE FOR MAINTENANCE OF BITUMINOUS SURFACES OF HIGHWAYS 1. INTRODUCTION A. Highway maintenance isan important activity of every Highway Department. The sfety and convenience of traffic using therond are governed to a large extent by the quality of mainte rece. The soperatioa-economics of road transport #3 influenced By the degree of mvintenance imparted to the road. The life of eee ct can be preserved and prolonged if adequate maintenance an asses ave undertaken in proper time. In developing countries, Stage. construction of pavements is, cflen resorted to, with lesser Savement thickness and lower specifications, than needed for a (ol Resigns The proper. maintenance of roads, therefore, assumes reine, significance. in such situations, |The financial resources at Simmsand of a maintenance engineer are always. short of Uenands and it becomes necess3ry to utilise the same in the most idicious, manner, applying the best engineering practices and ‘managerial skill 1.2. This Code of Practice deals with the maintenance of bitumijous surfaces of highways, This Code was prepared by the Bituminous Pavements Comittee (composition given below) and Paatised in ils meeting held en the 20th August, 1980. Prof. CG, Swaminathan Consevor N. Sivagura Memiber-Sceretary MEMBERS: Maj, Gen, $8. Ahluwalia PJ. Metra VK. Arora BS. Mathur SS. Mongia PAM. Nadgauda Col, Avtar Singh Dr. Arun Kumat Prof. $.P. Bindrs KP. Nair RR, Bendre TH. Peshori MK. Chatteriee Mababir Prasad BM Das Satish Prasad Y.C. Gokhale K.C. Reddy Guirar Singh AN. Sankaran. Sailapani Gupta RP. SikaIRC: 82 1982 D-P. Jain. g. Mal DN. Khurana Station, Madras NOW Keshwani f Si. Kolkarat 'S Natarajany Ditecior General (oad Developmen) & A: Secretiry to the Govt of TadiacEeetivio, SS Ik was approved by the Specific tee atits) meeting h 8 and Standards Commit eld on the 28th May, 1981. Commit Te was then approved by the Executive Committee through circulation and by the Couneit in its meeting held at Amritsar on the 28h December, 1981 ie held at Amritsar on 2, ScoPE 2.1, Maintenanee operations can be classifi e wom P be classified in three © Routine maintenance, embracing work items such 98 fli lolesand repaling if erashs which are tequired to becatied ok oy ee ata almost round the yeas, SATS OM EY ity Periadic maintenance, covering. mote extensive maint 7 tions such es applying a. seal’ or renewal coat which are required to be done periodically every few years; and Soe SSE Sis Nin tone sesee™ ono tleton ssisrence my. beimale ether IRC'3}-1990Guelines forte Gaile fee Sent or ete Ree Pekincree ate 2.3, Since several phases are involved in. th pera Sie, sever are involved in the maintenance i for bituminous’ surfaces, these are discussed separately 2 Re: 82.1982 in subsequent sections, In brief, Section 3 deals with the overall approach to the maintenance planning process and Section 4 with the symptoms, causes end treatment of the various types vf defects commonly met with the bituminous surfaces. Methods fur repair~ ing the defects have been discussed in Section 5, Requirements of periodic renewals are covered in detuil in Section 6 and some Epecial problems of maintenance, in Section 7. Last four Sections Pamely §, 9. 10 and 11, discuss te materials, tools and plants. arrangements for tealfic and overall organisation and management respectively 3. PLANNING OF M\INTENANCE OPERATIONS, 3.1. The first step to planning of maintenance operation is evaluation of the existing pavement in terms of its physical cond: tion, structural capacity, roughness etc. For this purpose, condition Surveys may be undertaken for the visual assessment of the pav ment, which would cover not only the type but also the magnitude Of the distress and its location, ‘Apart from visuel surveys, pavement surface evaluation ba on riding quality (ie. road roughness) and skid resistance should also. form the basis for taking maintenance decisions. 3.2, Necessary information about the routine maintenance needs will be readily available as the maintenance staff are expected to be continuously in touch with the physical condition Otthe road. However, for periodic renewal requirements or long term maintenance strategy, Condition surveys carried out at a fixed frequency are u must. Keeping this in view, itis desirable that at Teast two condition surveys are conducted on each stretch of road every year, one belore and the other after the monsoon. Generally the condition surveys are carried out from a vehicle travelling at at slow speed, supplemented by mspection of the more eritical spots on foot, The data collected should be recorded methodically kilow meterwise, It is desirable that these visual surveys are carried out by an experienced engineer at a responsible level 3.3, Based on the condition evaluation, the causes for the various defeets observed should be examined in detail us diseussed jn Section 4 and a decsion taken whether to initiate « particular main« tenance activity, ‘deler the same, or to go in for more detailed investigations to determine the rehabilitation needs precisely. Where distress on the pavement has reached the stage of the pothole which affecis the smooth operation of traffic, it should be Rectified sicaightaway, For other defects like cracking, ravelling ete.IRC: #21982 the optimal strategy should be determined having regard to the various factors involved including the finances available, and a decision taken whether to go infor temporary measures like seal Fenewal coat or to strengthen reconstruct the pavement, If the latter appears necessary, further investigations. about. structural deficiencies must be taken up zs mentioned 1 Clause 2.2, In other words the planning cf the Various maintenance perations should be correlated and looked upon ay « cola system rather than each activity being considered in isolation 3.4. Once the overall maintenance plan has been deawn up, attention should be given to the proper organisation and manage- ment of the whole programme including deployment of various resources, i.e. men, materials and equipment, in an efficient manner.’ For cach maintenance activity the work at site should be gateflly contofed so thatthe optimum “output and quality are achieved. 4. SYMPTOMS, CAUSES, AND TREATMENT OF DLEECTS 4.1. General 4.1.1, ‘The types of defects in bituminous surfacing are group- ed under four categories i) Surface defects which ipclade fatty surfaces, smooth surfaces 0 Aieakings nd gry soraces 7 : ) Cracks—under wich hi-tine cracks, alligator cracks, longitudinal racks, edge cracks shriatage cracks, and feflection eracke are dealt with (it) Deformartsn— under this ure grouped slippage, eating, cortugations, shoving. shallow depressions and setlemtente snd upheavels sand Gv) Disintegrarion—cosering, sxipping, loss of aggregates, ravelling, potcholes, and edge breaking. 4.1.2, This Section describes the symptoms and causes of these defects and indicates the possible types of treatment. The ext Section gives the details of specifications and construction methods for cnch type of treatment, 4.1.3. In euch euse of pavement distress, the cause or causes fof the distress should first be determined. It will be possible to provide suitible maintenance measures which will not only correct the damage but also prevent or delay ils recurrence, In many situations, lack of proper drainage is the principal cause for stripp- ing. loss of material from the pavement and shoulder, weakening of the pavement layers and subgrade, resulting in the failure of the 4 IRC: 8241982 pavement. In such situations, the cause should be completely Climinated before taking any maintenance measure, 4.2, Surface Defects 4.2.1. General : These are associated with the surfacing layers and may be due to excessive or deficient quantities of bitumen in these layers. 42.2, Fatty surface ‘Symptoms Fatty surface, moves upward in th The binder so collects may be picked up and spr the surface is likely to be slippery an Photo 1 results when the bituminous binder ‘e surfacing and collects as a film on the surface. rd becomes generally soft in hot weather and ‘ead by the traffic. In cold or wet weather d this ean cause accidents, Causes ‘The causes for a fatty surface are : (i) Excessive binder in premix surfacing over-filing the voids (ii) Loss of cover aggregates in surface dressing (iy Non-uniform spreading of cover aggregates in surface dressing {ivy Excessive application of binder in surface dressing, (©) Poor quality of ageregates leading to their fracture, breakdown And eventual 105s with particles 90° small that they are (vi) Graded cover, angreatt covered by the bind (i) Too heavy a prime or a tack coat. sii) Excessively heavy axle Toads causing compression ofa suraci t forcing the titumen to the top. Treatment i) Ifthe Bleeding is fly wniform and the surface i fee fcom regu. 0 fae ion Stcover aggregates or sand. (sand-Ultting or lates fda) would be sucessful The aggrcmnte or sand ered sae ene ees clean and angular, and may De Deate, if necessary Gi) Am open-araded_ premix surfacing with a ow bitumen content can absorb the excess binder. ‘A. liquid seal coat, with special care taken to select the A ptiblion of the Binder and the quantity and size of cover a files, can eto be effective 5 of+ WD.1982 Gv) Special methods such as the burning of the excess binder. (0) In case of large ateas of fatty surface having ‘ofthe affected tayer in the atea and replacing 2 properly designed mis, may be necessary, ularities, removal with a layer haviog 4.2.3. Smooth surface Symptoms ‘A smooth surface, Photo 2 has a very low skid resistance value and becomes very slippery when wet, Such a condition invites hazards, especially om gradients, bends, and intersections. ‘Causes A primary cause for a smooth surface is the polishing of aggregates under traffic. Also excessive binder can result in 3 smooth surface. Treatment The rectification consists of resurfacing with a surface dress- ing course or a premix carpet, Care should be taken to select hard and angular aggregates. which have proven non-polishing character istics. “The carpet can bean open-graded mix. A slurry seal can also be used to impart anti-skidding texture. 424, Streaking Symptoms: Streaking is characterised by the appearance of alternate lean and heavy lines of bitumen either in longitudinal, Photo 3. or in transverse direction, Causes Longitudinal streaking results when altemate longitudinal strips of surface contain diffeceat quantities of bitumen due to non. uniform application of bitumen across the surface. Some of the moze common causes of this type of streaking are “mechsnicel ults, improper oF poor adjustment aad careless operation of bitumen distributors," These steeaks can also be formed asa result of applying the bituminous binder at too low a. temperature + temperature ot which Bitumen is mot fluid enough ofan out properly fron the nozzles on the speay bars. All these causes cam result in transverse streaking also. Transverse streaking may also be caused by spurts in. the Bitumen 6 Photo 1. Fatty surface Proto 2. Smooth surfaceFoR : 82-1982 IRE: 82 1982 9IRC : 82.4982 Photo § Bdge crack 10 spray from the distribution spray bar, These could be Tmechanical faults in the distributor. Transverse streaking may result in corrugation in the pavement surface. Treatment ‘The satisfactory repsir for Longitudinal and transverse streax- ing is to remove the streaked surface and apply a new surface treatment. Itis always desirable t prevent longitudinal and transverse streaking than to correct it, Whenever mecha equipment is used for spraying of bitumen, manufacturer's reco- fmendations of the bitumen distributor should be carefully adhered to. 4.2.8, Hungry Surface Symptoms Hungry surface is characterised by the loss of aggregates from the surface or the appearance of fine cracks. Photo 4. Causes One of the reasons for hungry surface is the use of lets bitmen in the surfacing. Sometimes this condition may also appear due to use of absorptive aggregates in the surfacit Treatment ‘A slurry seal may be used as a repair measure. It is applica in an average thickness of 2 — 5 mm. “Asan emergency repair, a fog seal may be used. 43, Cracks 4.41. General; A common defect in bituminous surfaces is the formation of cracks, The crack pattern cam, in many cases, indicate the cause of the defect. As soon as cracks are observed, it is necessary to study the pattern in detail so as to. arrive at the cause, Immediate remedial action should be taken thereafter because of the danger of ingress of water through the cracks and of the formation of potholes and ravelling. Cracks can hardly be observed from moving vehicles and inspection on foot is always desirable. The common types of cracks are discussed briefly in the following clauses. nIRC: 82.1982 4.3.2. Hair-line crack Symptoms ‘These appear as short and fine cracks at close intery the surface, Photo 5. ae ee Causes ‘These cracks are caused by : (0 Tosticien bitumen content Gi) Excessive filer atthe surface. Improper compaction—over-compaction, compaction when the Hupponing ayer war unstable, or Compaction oF 100 het iste 4.3.3. Alligator erack Symptoms ‘These appear as interconnected cracks forming a serie: small loss Phish resemble the skin ofan alligator Photo 6 Causes Alliguior cracks are due 19 one or mote of the followin factors cores 6) Excess destin ofthe surtse, over, uns, sabes, abe Elis hate efie pavement sailor the whee rack. The oF inadequate pavement (iy Rruteness ofthe baler eer dus co ageing of bindee or initia vcrsheating ight cause hing cracks of the ellsgator. patra, bil TESTERS eieton fhe siface, These eke re “ome: times eae craving 4.3.4. Longitudinal crack Symnproms These eracks appear, more or ess, on straight line, ton the rand, These erick may appear either at the joint between the pevcinent nthe shoulders at she joi Between to paving Couses (6) The cxnching atthe pavementshoulder joint may be due to. alter: inate welling aud urging pencath the shoulder sottace Owing to post 12 mee: 82 drainage oF due to depressions in the pavement edge which a!les scents sand and seep through the yont. SHoutdet vttleme ks pasting over tie pint, Mao cause these eracks weak joint Betwecw adunicy fn Differential feast es iy The lane joint crack i eavsed by spreads fa te layers oF the pas along the cemtee line ay als be 4.3.5. Edge crack ‘Symptons Edge cracks are formed parallel to the outer edge of the pavement usually 0.3 — 0.5 m inside from the edye, Photo 8. At Times some transverse eracks are seen to brinch out from the edze cracks towards the shoulder Causes ‘These cracks are caused by Lip Lack of fiteal support from the shoule Gy Settlement or yietting ofthe under ing snatri fitiy inadequate surface winage, especialy during Mooing send (Gx) Shrinkage de to desing out of the surrounding earthy ‘iy SMe fhoiwof teers or bunts lose 19. the pavement cde High Chane sve parelny prone 6 Svoge 86 to Frost heave {sip tnadoquate pavement width Forcing trafic too close to te ele the pavement. of (iy Non-provision of extea width of pavement on curve 4.3.6, Shrinkage erack Symptoms ‘These are cracks appearing in the transverse directinn, or as interconnected cracks farming a series of large blocks, Photo 9. The pavement itself appears to have suffered no detesioration oF deformation. but its the top surfacing that seems to have become fold and cracked Cause ‘The primary cause for such cracks is the shrinkuge of the bituminous layer itself with age. ‘The bituminous binder loses its ductility as it ages and becomes brittle. BIRC: 82: 1982 IRC: 82-1982 4.3.7. Reflection crack Srmiptoms Reficction cracks are the sympathetic cracks that appear in the bituminous surfacing over joints and cracks in the pavement underneath, Photo 10. The pattern may be longitudinal, transverse, dingonal or block, They occur most frequently in overlays on cement concrete pavements or on cement-soil bases. They may also oceur in overlays or surfacings on flexible pavements where cracks in the old pavement have not been properly repaired. Another condition under which reflection cracks can occur is when a pavements widened and the entire pavement is surfaced. The location of the rack will then be exactly on the junction between theold pavement and the widened strip. In some cases reflection cracks are merely unsightly, but frequently they ad the riding quality of road is uffected. These cracks can allow water ta. enter the underlyi paventent and the subgrade and cause further damage, Cause Reflection cracks are due to jointsand cracks in the pavement layer underneath 43.8, Treatment The treatment, for all types of cracks discussed above, would depend on ‘whether the pavement remains structurally sound, of has become distorted or unsound. In case the payement remains. structurally sound, then the cracks should be filled ‘with a biturninous binder having a tow viscosity so that it can be poured and worked into the cracks, Cut- back bitumen and emulsions are generally suitable. Ail loose materials are removed from the cracks with brooms and, if necessary, with compressed air jetting. The binder is poured with 4 pouring can and & hand squeegee is used to assist the penetration inder into the cracks. Light sanding of the eracks is then Sone to prevent trafic picking up the binder. If the cracks are wide enough # slurry sel or sand bituminous premix patching can be used to fil the cracks. If the cracks are fine (crazing) and extend over ‘back or an emulsified bitumen (fog seal) can be broomed " ‘Photo 10. Reflection erack | 18Photo II. Stiprase acs hor 12. Photo M4. Shoving Rotting ié 7RC: 42-1982 into the cracks and lightly sanded to prevent the picking up of the binder by the traffic. 4.4. Deformation 4.4.1, General: Any change in the shape of the pavement from its original shape is a defrmation. Jt may be associated with slippage, rulting, etc, discussed below. The treatment measures aimat the removal of the cause, and bringing it to the original level by fill material or by removing the entire alfected part and repla- cing it with new material. 4.4.2. Slippage Symptoms Slippage is the relative movement between the surface andthe layer beneath. I is characterised by the formation of rescent-shaped cracks that point in the direction of the thrust of the wheels on the pavement surface, Photo 11, This does not mean that the eracks invariably point in the direction the traffic is going. Fer example, if brakes are applied on a vehicle going down S hil the thrust of the whects will be pointing wphill. The cracks im this ease will, Uaerefore, point uphill. Causes Slippage is caused by jy Unusual thrust of wheels in a particular direction, (Gi) Omission of inadequacy of tack coat or prime coat iily Lack of bond between the surface and the lower course caused by» fayer of fins dust moisture or Both, (ivy Failere of hor between two layers dae 10 excesive defection of the pavement Treainient Rectification cousists of remoxing the su layer around the area effected uplo the point where good bond between the Surfacing and the yer underneath exists and patching whe areu with premix material after a tack coat. 44a Re ‘Symptons Rutting is a longitudinal depression or groove inthe wheel tracks, Photo 12. The ruts are usually of the width of a wheel path. 9IRC: 82-1982 Swerving from a rutted wheel path at high speed ean be dangerous, Accumulation of water in the nase shidsling. 1 Felting is accompuined Oy a oP sub: gride movement or weik parenient Toataing, my Causes The causes of ruitine fi) Mass cin uvfase or inthe under Lidy Inadequate eomnpastiow of the ams at Iying wourses during can tration king in satiny oF the mi 10 support the ay Impeopee mis de ‘Shim hiwvally onder tries trafieaed eng trons by heasy ballockecast teal (vp Incidenee of sigh ites: cused (i Fossusion of subgrade clay into base course sil) Aggregates of surface Us ing bitounens fy Treatment The rectification consists of Riliny with premix open-zraded ot Pitaine materials and compwcting to the desired ritcelthe depression are first determined with a Tmnockee the surlace. .\uee applying 3 suitable J. Detailed procedure stein tuck coat, the premiy ie sprezd and compact foe prema pate en in Section 5. Situations indie tise of sheur failute er subgrade movement generally require excatatino, The job should be carefully usseysed Fic ares to be npene up should us far us possible be limited to that which can be comp eed ait made suf in a day's working deb, Corrugation Syrnptums S ‘ fez undaaions ripplodusdon the bituminous strface. Photo 13. They ate usual eee and te fren fom the epee depressions shatto Neukavee in the lower Isyers of the pavement oF the sub- cae! Pl yesspueing of the waves i arotie! 3 in. The sorvugntions Bee aboot dixcoinfort to the motorists aad can become a fiuzard it allowed 0 beortse see Corrugation is the 20 pmo: #21982 Causes Coreugations are due to the following causes iy Lack of stability in tue min cecessine Pander, higlh poesia of Jak Ploltoud or too smooth textured coarse oF fine sBENeENe to soft binder) iy Oscillations st up by the vchicle springs. am eause alternating valleys and ridges (iit) Faulty lasing of surave course Treatment Ir the surface is thin, the same is scarificd, inciuding some portions of the underlying water-bound macians base, wal the pearihed materiel is recompacted, — A ew su faciny layés oben laid. Cutting of high spots with a blade with or without hecting and addition of levelling course materials can also be resosted Spreading of sand bituminous premix, with ng spreader with te blade adjusted to just clear the high spots can ais be an Gective way to mcke up the corrugations. “The area i» then thoroughly rolled 445. Symptoms Shoving isa form of plastic movement within the layer resulting in localised bulging of the pavement suttuce, Photo 14 Shoving occurs charscteristieally at pounts where traffic starts and Slope tintersections, busy bus-stops), on hills where velucles acce- Teebte Or brake on grades and on sharp curves. The first indication UE shoving. isthe formation of slippage cracks which are crescent Shaped cracks with the apex of the crack pointing in the direction of the shove, Shoving Causes Shoving ean be caused by: {iy Lack of stability inthe mix (excessive binder, is! es coo softa binder) in the surface 0: base course diy Lack of boca betvcen bituminous surface and underlying layer, Giiy Heavy tatie movement of stat and stop type er iavolvin » Hepotiation of curves and gradients * : {xy Use of nonvolatile il on roller wheels. 2 proportion ofIRC : 8241982 Treatment ‘he rectification consists of removing the mterial ia affected area down to a firm bise patch. find. laying a stable premix 4.4.6. Shallow depression Symptoms Shallow depressions are localised low arcas of limited size, dipping about 25mm cr more below the desized profile, where Sipping cr norma'ly collect, Photo 15. ‘The depressions may, or Ray not be accompanied by cracking, “If not rectified in time, they nay lead to further deterioration of the surface and cause ciscom- fori to traffic Cause Shallow depressions are caused by the settlement of lower pavement layers due 10a pocket of inudeqlately compacted Subgrade or pavement layers Treatment Shatiow depressions ate made up by Ailing cath premix atom ered. or densegraded,” and. compacting to the Gensed prodle as the sursounding pavement 4.4.7. Settlement and upheaval Symptoms Setlements and upheavals are characterised by largs defor mations of the pavement, Phiotos 16 and. 17. They re extremely saat Mortable to traffic and cause serious reduction in speed. They ine Generally followed by extensive cracks in the pavement surfce in the affected region Causes The following are the cause» for settlements and upheaval 1 the il at locations betund bridge abut (i tmadequate compastion | iy Coaegave moistare in subgrade and pesmeable. layer of seb-hae (00) Ea pase caused by capillary action or poor drainage. Gi) Inadequate pavement thickness. {Gv) Frost heave conditions. 2 IRC: 82-1982 Treatment If settlements and upheavals indicate an inherent weakness in the fill, it may be necessary to excavate the defective All and do the embankment wiresh under properly controlled conditions, Material having good drainage qualities should be preferred Under-drains may become necessary in locations where lack of Grainage has been identified as the cause of failure. Where the cause of deformation is inadequate pavement thickness, then properly designed pivement shall be provided. Frost-affected Fegions may need thorough investigations and « complete recons- truction of the pavement 4.5. Disintegration 4.5.1. General: There are some defects which if not rectified immediately, result in the disintegration of the pavement into small, Tose fragments. Disintegration, if not arrested in the carly stages, may necessitate complete rebuilding of the pavement. 4.5.2. Stripping ‘Symptoms This defect is characterised by the separation of bitumen adhering to the surfaces of the aggregate particles, in the presence of moisture, Photo 18, This may lead to loss of bond und suhse- quently to loss of strength and materials from the surface, Causes Stripping may be caused by the following (i) Use of hydrophilic aggregates. Gi) Inadequate mix composition. (iii) Continuous contact of water with the coated aggregate. ‘iv) Initial over-heating of the binder oF the aggregate or both () Presence of ust or moisture on aggregate when it comes in contact swith the bitumen, (oy In the case of surface dressin bow, day in spreading 4 (i) Oceurrence of rain or dust storm immediately after the construction (ili) Opening the coad to fast trai before the binder has set ix) Concentration of soil salt in rain water coming in contact with the oor bond with the surface existing Mover agarepte over the sprayed ifficient compaction. eacone pes 23IRC: 82-1982 (8) Use of improper grade of bitumen Ca Ageing of the bitumen leading tobe embrweetof the binder Treatment In the case of surface dressing, hot coarse sand heated to at east 150°C and spread over the affected areas, may be used to replace the lost aggregates. After spreading, it should be rolled Tnamediately so that it will be seated into the bitumen. If aggregates are only partially whipped off, a liquid seal may be the solution In other cases the existing bituminous mix should be removed | ang ese CASS pectoral ese ube tome tahould’ be Aided tothe bitumen, atthe time Sreomeucton | | 4.5.3. Loss of aggregate Symptoms Loss of aggregate occurs in surfaces which have been provided with surface dressing. The surface presents a rough appearance, With some. portions having aggregates intact and others where aggregates have been lost, Photo 19 Causes ‘The loss of aggregates can occur duc to the following (i) Ageing and hardening (oxidation) of the binder whereby its adhesive property istost iy Stripping of binder from aggreeates duc to cold or wet weather Before, daring or soon after surface dressing. (iti Wet or dusty aggregate to which binder has not adhered, (iv) Fosafcient binder for the size of the aggregate used or for the ‘existing sbsarptive surface. (0) Aggregate having 0 afinity to the binder. (i Tosulcsent rolling before opening to trafic (si) Fast traffic over new work whipping off the agzregates. i) Coldserayng of bitumen ox delaying the spreading of araser over sprayed bitumen, Treatment If the loss of aggregates is due to ageing and hardening of the binder, the condition may be rectified by applying Tiquid seal, fog seal or slurry seal. 24 Phoio I. UpheavalIRC : 32-1982 IRC: 82.1582 Photo 21. Potcnoles pre Wiad Photo 19. Loss of agaresate 26 aIRC : 82-1982 Edge breaking IRC: #24982 Ifthe lots of aggregates bas occurred over large isolated areas the best thing to do would be to provide another surface dressing layer, after carefully cleaning the surface. Tithe loss of aggregates has takea place in small isolated patehes a liquid seal would be sufficient. 4.5.4. Ravel Symptoms Ravelliog is generally associated with premixed bituminous layere, It is-characterised by the progressive disintegration of the titfiee due to the failure of the binder to hold the materials Together. The ravelling process generally storts from the surface egnwards of from edge inward. It usually begins with the blow- Sng off of the fine aggregates leaving behind pock marks on the Surface, When larger patticles are broken free, the surface xppears eroded, Photo 20. Couses Ravelling is due to-ane or more of the following reasans = {) Tosdequate compaction daring constraction luring wet weather leading (o stripping of binder ity Construction dating. cold weather resulting ia non-uniform tender len iv) Use of inferior quality aggregate resulting in fracture, crushing and opening of new faces (¥) Tavutficiene binder inthe mis, (si) Ageing of binder leading to britle frac pavement ration of (vip Excessively open graded ami. (iit) Poor compatibility of binder and aggresate, (ix) Over-heating of mix or the binder. (8) Improper coating of aggregates by binder. Treatment Raveled suraceiscoreeted by ating mare quantity of bidet he rate of application depending upon the condition of cin erace and depiee of hardsning occurred to the binder. GqiMUling, has. notdeyeloped too far, the condition may be Wine raeetieS simple application of a cucback bitumen covered corrected OY Sad bra alunry seal ‘can Be applied. Where the 2IRC: 82-1982 ravelling has progressed far, a renewal coat with premix material would be necessary. 455, Pot-hole ‘Symptoms Pot-holes are bowl-shaped holes of varying sizes in a surface layer or extending into the. base course eaused by localised. disinte- fration of material, Photo 21. They usvally appear after rain Rapper sp he, pavement also through the cracks in the Bia, ack of proper bond between the bituminous surfacing and the Lack of mens pound macadam base can also cause pot-holes underiving Wate Coaily_ supplied. by a tack coat, and any focalised The, boneea in these applications ean cause pot-holes wy Ci tose, bitamen content in Tocaied seas of the saci ayer can cause pot-holes. 1 Too thin a bituminous surface which i unable to withstand the 6) Foe thin es ease. potholes, when associated with impro- fer rinadegante camber sy lndensegraded mixtures, potholes can be caused by too much (©) Fines or bo fe fines. Treatment ‘The rectification consists of filling pot-holes with premix open- graded or dense-graded patching, or penetration patching, 4.5.6. Edge-breaking (Frayed edges) Symptoms aoorvran defest_ in bituminous surfaced roads 8 ed4e “eat nema SEE ee Gumus aeface gts broken oan breaking, THe G48, ung if nol femedied in te, the string wcegat 9 aig chunks at the CORES. 30 IRC : 82.1982 Causes ‘The following are the causes for edge breaking : @ tofilteation of svater which softens the foundation layers causing the pavement edges to Break, (ii) Worn out shoulders resulting in insufficient side support tothe pavement. (iiy Inadequate strength at the edge of the pavement due to inadequate compaction (iv) Lower layer of pavement not being wider than upper layer. Treatment ‘The shoulder and the pavement material in the affected area should be entirely removed to a regular section with vertical sides. ‘The pavement and the shoulders shouldbe built up simultaneously with thorough compaction, A bituminous surface similar to that in the adjacent reach should be laid. ‘The shoulder should have ade- quate slope to. drain away the water. A slope one per cent steeper than the camber of the bituminous surface should be found gene- rally necessary for earthen shoulders. In order to prevent the edges from getting broken again, the maintenance operations should inelude periodic inspection of the shoulder condition and replace- ment of worn out shoulder material with adequate compaction. In sandy areas where the soil is likely tobe eroded by wind and rain, it may be advantageous to have brick paving at least for some width to protect the edes, Surface and subsurface drainage, wherever deficient, should be improved. 5, METHODS FOR REPAIRING THE DEFECIS 5.1. General 5.1.1. The previous Sections have dealt with the identification of the affected are, type of defect and its cause. and the maintena- rnce measure to be taken in each case. This Section describes each Of the various maintenance operations which remain grouped under ‘Routine Maintenance’, in Section 2 of this Code of practice Maintenance operations of a periodic nature are discussed in Section 6. 5.1.2. ‘The repair methods discussed in this section fall under two categories: (i) Seal Cout. and (ii) Patching, seal coat, is a single, thin application of bitumen which may or may not be covered with aggregate, Patching is the application of bituminous materials either premixed or penetration macadam type, 31IRC: 821982 and is resorted to for filling pot-holes, shallow depressions, rutting and edge irregularities. Patching when used for filling the ruts and depressions, ca also be termed as “levelling”. 5.2. Liguid Seal 5.2.1, Description : Liquid. seal consists of an_ application or ng Desens tata gescucbsck or aa emulsion) and aoe ae ee sith agggtegate. This is applicable for the coven Pe tatty suracess stripping, loss. of aggregates, ond ravelling 5.2.2, Materials: Penetration grade biturnen should be of suitable grade. A.cold application cut-back such as RC-3 or MC-3 AOENG Suitable, Ttemulsion is to be used, it should be of the rapi Setting type. The quantity of binder shall be as follows : binder Quantity for 10 s4.m (ke) 1. Penetration grade bitumen 98 2. Cold application cat-back, RC-3 or MC3 8 (Quantity in terms of penetration grade bitumen) 3, Emulsion, RS 12 ‘The cover aggregates should be of a nominal size of 6.3 mm, viz, passing, through 10 mm IS Sieve and retained on, 2.36 mm IS Sieve. ‘The quantity of cover aggregate should be 0.09 eu. m. per 10 sq.m 5.2.3. Construction method : The area to be treated shall be thoroughly cleaned. If penetration grade or cut-back bitumen is te bevsed. the wet areas should be allowed to dry. However, if pe ised bitumen is to be used, the surface requires to be GTmpenes!, But such patcbing with emulsified bitumen should aot be one when itis raining. ‘The binder is applied either by a spray nozzle or. only where permitted, by povring pots at the appropriate temperature and rate, Caner aggregates are then spread at the specified rate and rolled fi position with a 6-8 tonne steel whee! roller. When penetration in postitumen is Used, the road can be opened to. traffic on the Following day or if required to be opened immediately, 9 speed Peitriction of 16. kmh shall be enforced till the following day, When cutback bitumen is used, the finished surface shall be closed 32 IRC: 82-1982 to wae un is sent care to Rld the sorey gmap tn positon, Hi emulsin fused, the toad can be opened to tale after 4-6 hours. " 5.3. Fog Seal 5.3.1. Description: Fog seal is light application of emulsi fied bitamcn, usually without a cover aggregate, [tis used 10 in- Grease the binder concent of bituminous surlices, rejuvenate oxide Sed'and old surfaces, fil in cracks and. prevent ravelling. can tho be ‘sed at an emergeney Weament merure fo Minty 5.3.2. Constraction method : The bituoninous binder is a stow setting emulsion. The emulsion is diluted with an equal amount of Water and sprayed at the rate of 0.5—1.0 litre’sq. m (of diluted naterial) depending upon the texture and dryness of the oid | pave- ment. The seal sets in about 30 minutes, The trafic can be allowed fon the area alter the seal has set to a firm condition s9 that it isnot picked-up by the traffic. 5.4. Slurry Seal 5.1, Description: Slurry seal isa minture of fine agaregates miele a emacs bomen ih Rater added ee gchters Thun consistency. The ingredcats are mixed and. spread even UG tuminou surfaces te fll stacks, repair ravelled pavements, on setlor hungry surfaces retfy lows of aggregates, rejuvenate uees and epcntestued old bituminous surfaces, and to provide or akldvettant surface, 5.4.2. Materials: The aggregate gradation is very important The following grading is found suitable a ae Gradation of aggregates for slurry seal Sieve designation Per cent hy weight pasting the steve 4.75 mm 100 236mm 0.100 118 mm $0.50 300 meron 18:50 150 micron. 103s 78 micron 30 In order to obtain the above gradation, fine grit, sand and filler can he mixed in suitable proportions, oes 33ARC : 32-1982 ‘The binder is a slow-setting emulsified bitumen. The mix has to be designed to have a consistency such that the slurry when spread, would flow in « wave approximately half a metre “ahead of the. strike-off squeegee. This would ensure that the slurry would hot bridge over tiie cracks without filling them. About 18-20 per Gent emulsion and 10-12 per cent of water by weight of the aggre- gates would approximately make a satisfactory mix. 5.4.3. Construction method : The area is thoroughly cleaned after carrying out patebing where necessary, and a tack coat, con- fisting of 2 light application of bitumen emulsion diluted with three paris of water is applied ot the rate of 2.5—3.5 kg'l0 sq.m. The Flurry seal can be mixed by a continugts machine or a batch type Unit. For smaller works batch type unit is preferable. Measured quantity of aggregate is taken in the slurry mixer. Water for fore-wetiing i mixed with the aggregetes, Bitumen emulsion is RUded to the mixer and the slurry iy then spread on the road. The Slurry may be spread ans freed into vords by hand squeegees or spreader bores, Spresuer boxes are suitable Hor controlled laying. The slurry is laid at an approximate coverage rite of 200. sq. m. per tonne giving a thickness of about 2t0 Simm, No rolling is Pequired. ‘The trafic can be allowed on the area after the slurry Seal has set to a firm condition so that the mixture. is not picked-up by the traffic, 5.5, Sand Bituminous Premix Patching 5.5.1, Description: Sand bituminous premix patching. consists of laying. a 1ixture of fine aggregate and bituminous binder forectity cracks, slippuge, corrugations, shoving, shallow depre~ Kions aid ravelling. The fine aggregate shail be a medium coarse Sind (ineness modulus of more than 2.5) or fine grit passing 1'y0 mn 1S Sicve and retained on 180-micron 1S Sieve. The binder can be a paving bitumen of suitable penetration grade, rapid curing, Eituback ‘suchas RC-3, of a medium curing cutsback such a5 Mc: 5.5.2, Construction method: The area is thoroughly cleaned and a tack coat with penetration grade bitumen, RC-3 or MCB is applied at the rate of 7.5 kg per 10 sq.m. (quantity, in wists. of penetration grade bitumen). The min is prepared in seituble mechanical or hand-operated mixers by mixing binder and Sand, The quantity of sane and binder shall be 0.06 cu, m. and G8 ig (quantity of binder in terms of penetration grade bitumen) fer W0'sq.m. rca respectively. The mix is spread and laid Peferever required. “When smoothening a corrugated surface, it Jhay be expevient io use 8 crag spreader with its blade adjusted 34 aR: 92.1982 to clear the high spots. ‘The mixture is Jp tear the hgh spots, The miture is then roll! thoroughly tit 5.6, Premix Open-graded Patching Gonsiting of binder end azgregates. compacting and finishing 5.62. Materials: Stone aggresi one agaregites of the and al the quantiteceited Reet Sul be wed fer pin Quantity for 10 0% sea (Poraithishecs ot 0 (0 Cone aggrezuey 12.8 9 rs passing 0 mm 1S Sie and Foto Seiomm 1S Sie, ones (ih Conese aggregate coassing #8 Sn on 6.3mm 1S, ae 027 eu m, The binder can be poving bin of = Sich MC ors medi seting blames eas RCS er MC3 iQuantity im terme af seneteation pride bitumen) 3. Ennulsion, MS 1s reas The materials for seal © coat provided 3 fora ligad s S220 and for w prensivseal Coat I ‘at will depend onthe type of seu! it shall be as” per Chnise be as per Clause 5.5, 5.63, Construction method : The arca zo be py It he thoroughly cleaned." For rectifying unevenness ihe uneven 38IRC : 82.1982 area is first defined by a string line and marked : the area upto at least 0.3 m beyond the marked area on all sides is thoroughly Cleared, A tack coat is applied on the uneven area and then the patching material is applied. For rectifying potehole, the edges of the hole are squared and. the hole cut to solid material with Vertical edges, before applying the tack coat and patching material. The surface is allowed to dry if itis wet and the work is to be done by penciration grade bitumen or cut-back. If a bituminous emulsion 1s used, slight dampness is required. Patching of perma- ent nature should be allowed only when it is not raining. How- ever, if itis raining continuously, aS an emergency measure, pot- holes can be temporarily filled with stone or brick ballast laid and compacted to WBM specifications using non-plastic filler, till, such time when regular maintenance measures can be taken. I an femulsion is used the tack coat is not applied earlier than ten minutes before laying the premix. A mechanical mixer should be preferred. A drier unit for the aggregates will be anadged advant- fge.. For use with cold application cut-back and emulsion, a power mixer should be preferred. If no power mixers are avaliable. mixing for. small” size jobs can be done in hand operated drum mixers. For still smaller jobs, hand mixing by shovels on a plat form can be resorted to, When using cold application cut-back, the premix should be prepared at least 3 days in advance of use. Te necessary such a mixture ean be stock-piled and covered with a tarpaulin and stored for 2-3. weeks. The patch is filled with the prepared premix, care being taken to see that filing is done in Tayers not exceeding 40 mm thickness. Each layer is compacted thoroughly either by rolling using a roller or a truck wheel or by means of vibratory tampers, The final surface should be sealed With figuid seal coat us per Clause 5.2, in areas having Tainfall of over 150 cm per year or with a premix seal coat as per Clause $5. in areas having rainfall of under 150 cm per year. The resultant surface shall conform to the adjacent levels, Humping for compaction by traffic should not be allowed. 5.7, Premix Dense-graded Patching 5.7.1. Deseription : Premix dense-graded patching consists of making wp the sea’ to be pitebed by’ a dense-graded premix inate consisting ofa binder, aggregates and filler, sompactingand Faishing. This Gea high quality, thoroughly controlled Rot mixture fnwhine,, aneowe devgn ito. be. invariably got_-done_ before the Rircotthe work in’ suitsbly equipped Iaboratory. kor existing Sigtriue types af surfaces, the use oF this type of patching may be Mealered This ype of patching canbe used for repairing Sippuge. rutting, shoving, shallow depressions, oF pot-boles 36 IRC : 82-1982 5.7.2, Materials: The coarse aggregates, fine aggregates and filler shail be mixed in suitable proportions to obtain a final compo- sition satisfying any of the two gradings set forth below: Gradation of mineral oggregates (Per vent by weight passing the sieve) Sieve designation Grading Grading 1 A 20 mum 100 123 min 80.100 0.0m 70-90 475 mm 50-70 2336 man 35:50 600 micron 129 300 micron as 150 micron 6 45 micron 410 The binder shal be a paving vitomen of suitable penetration grade The guanty of binder by west of ft mn sal 3.73 fer cen 5.7.3, Design requrentents ; The design requirements of the mix shall be as under eee le Nuinber of compaction blows, on each end of Marshall specimen 30 Marshal stability i Io 20 Marshall Flow-0.01 in, 86 Per exnt voids in is as Per cent voids in mineral aggregates filed with bitumen 75.85 ‘The design criteria for repair materils should preferabiy be the same as for the earlier mix. ees 5.14, Construction method : The area to be patched should i sro Siac or ea unevenness, Tie uncten argu rat defined by "a" sting Inte und marked: the ured Upto at fest O.d'm beyond the marked area on ull ides ws thorousily Cleared. A tack coat is applied at the rate of 7.5 ky per 10 sq. m,on the tneven area und then the patching materi “upped,” Ror reat fying pothole, the edges of tne hole are. suuurcd” and the hols ea DS taidPmaterial wintcreal edges: betoce “applying ie, ack coat avd patching material ‘The. surface is allowed: todey. it wee Patching work of perwanent nuture shall be’ sllowed. vnly when 37IRC : 82.1982 gency measure, pot-holes can be temporarily filled with stone or Brick ballast laid and compacted to WBM. specifications using non plastic filler till such time when regular maintenance measures can Be taken, ‘The mixing shall be done in a hot mix plant. A small capacity portable hot mix plant will be very convenient for small pasting jobs,” The atch i ied with the prepared mix, care ing taken to see that filling is done in layers not exceeding 40 mm thickness. Each layer is compacted thoroughly either by rollers or by means of vibratory tampers before the mix cools below 100°C. The resultant surface shall conform to the adjacent levels. Humping for compaction dy traffic should not be allowed. Adequ- ate quality control shall be exercised at every stage of the work as per IRC:29-1968 and IRC Special Publication: 11-1977. 5.8. Penetration Patching 5.8.1, Description: Penetration patching consists of making up the area to be patched by 2 course of aggregates, compacting the same, applying bitumen and key aggregates and finishing off with, a seal oat. The patch is used for sutface disintegration over I2mm deep. The patching may be done in layers, but the depth of the individual layers should not exceed 50 mm. [Although it is known from experience that penetration patching does not produce as good a patch as premix material due to lack of Geourate control of the amount of bitumen to be used, emergency patches of this type may be necessary as a last resort in the absence Of premix material. Hence use of penetration patch should be very limited, 5.8.2. Materials: The coarse aggregates should conform to the following grading requirements: ‘Sieve designation Per cent by weight passing the sieve (for 50 mm compacted thickness) 50mm 100 25mm 35.70 125mm os 2.36 mm os ‘The key aggregates should conform to the following grading 38 IRC: 82.1982 requirements {foe $0 ni compacted thick am 109 3.78 mm ous The quantities of the thick - ness should be ss under - Qruatts for 19 p.m. area The binder shail be a ps 12 bitumen of sitible penetration grade, rapid curing cut back such as. RC-3, oF micdiint curing cute back such us MC-3. The quantities of binder are indicited below nce for 10 a.m. area Ch.) Tack cou Growing Alor 0mm compacted vbickass) 1. Penetration grade bitumen 75 0 2: Cold application cu-back, Kea Pes as 0 (Quantity in terra of pene- tation grade bites) The materials for seal coat vill depend on the type of seal coat provided for liguid seal oat it shall be per Clause 5.2.2 nd for'a premix seal cont, if shall be 3s per Clause 3.5, the gradation and quantities of the materia shall be modi fied depending on the thickness of the layers to be achiev: ed “ 5.8.3. Construction method: The aren tobe patched shouldbe oe eee-rsrr———r—rrcrc be squared and the Hole cut fo solid material with vertical edges Ait'Bove materials are removed. "The surface should. be. allowed Gary iit is wet, Patching of permanent nature shall be done Ship he weather ery at ae from Gt sor. Ho wevee be temporary led wih stone or brisk baat lnd'and compacted to WBM specifications using aon-plastic fille vil such time. when fegular maintonanee measures canbe taken, A tack coat with 39IRC : 8241982 and the itumen is applied over the sides and bottom of the he Churenrea Gis patted at the rate specifed. in Clouse 58.2 Coarse aerepates conforming to gradation and quant, speciied te citeer wheel woler et a vibttony compustt Biaminown Bader is then Applied at the appropiate. temperature either by 2 ovale of, only were permite, by pouring pots, atthe rate. spec fed in Clause 5.8.2. Immediately, theveatter key agpregites con fvming te gradation and quanties specie iy Chine 8.2. ave spread uniformly and rolled into position. The final suctsce should He sealed with a liquid seal cost as per Clause 5.2. in areas having fhinfall of over L3G'em per year oF witha premix seul cout as per Ciluse $.5\in areas having rainfall of under 130 em per year. The fcoultant surfuce shall conform to the adjacent levels,” Hump for compaction by traf should not be allowed by @ steel wheel ro sunt of bitumen Gis Ss bo snpsry wen te Abe to nll aun! of bamen wiefaagae ihe pul to vel, Penctum patch sould be cea Salhi founda be riven, Wey seste be vealed Fare eeding addon sca coat vggrest shuld be dim. “irdhey show signs of shoving they should be remove ad replaced th premix ctl 5.8.4, For penetration patching above $0 mm thickness and upto 7S mim thickness, built-up spray grout specifications eonform- ing to IRC : 47-1972 may be adopted. 6. PERIODIC RENEWALS 6.1, Need and Importance of Periodic Renewals the requived characteristics “tie paventeat aad offset the Shad tear caused. by. trafic, weathering, ete. In effect. periodic st inal qualities are Keptup fe the future requirements of trafie luring the design life of the pavement. Eun detection ash reps oiekaesble defects can prevent major Breakedowa Of the sr face. For example symptoms tke bungry surface, cavelling eto tre noticed at an early stige and suitable preveative ation by. way af renewal of surface 1 taken to artes further deterioration, the lie St the pavement cen Be prolonged 40 IRC: a2.1982 6.2, Planning and Programming of Renewal The general praccice in the country is to finalise renewal pro- gramme onan annual basis. {a order that necessary steps. leading to the laying of renewal layer on the road could be taken in proper time, the renewal programme for exch section of a road. should be decided well in advance. Once the programme is finalised, steps could be token to securs the required allocations and start the preliminary field action such as collection of materials ete, While the nomenclature “Periodic Renewal" would imply that the renewal treatment be cartied out at a fixed and. pre-deter- mined frequency, it would neither be practicable nor desirable to follow implicitly any specified requency irrespective of the condi. tion of the roac surface proposed to be renewed. The most effec tive way to plan a renewal programme is to earry out inspections of the road surface at suitable intecvals. Visual inspection of the road 8 detailed in Section 3 of this Code should be carried out In additinn, special inspections also are necessary before and after the rains so as (0 assess the need for patching and other remedial measures required! to be carried out either in advance or together with the renewal treatment 6.3. Identification of Length to be Renewed The lengths of the road showing signs of distress such as hungry surfuce;hair-line cracking, ravelling etc,, should invariably be included in the renewal programme. This’ would ensure. that the surface of the road and the pavement structure do not deterio- rate further. The lengths of the road which would be due for renewal treatment on the basis of the prescribed periodicity should be inspected closely and decision whether to include these in the renewal programme or to postpone the renewal for a specified period should be taken depending upon the conditiow of the road surface, In cases where the nature of distress/failure seen on the road is severe and of considerable extent and the ciuse may be deep-seated and where it is considered the pavement cannot. be improved with renewal treatment, detailed investigations should be carried out and special measures would have to be taken for correc: ting the same. 6.4, Types of Renewal The types of bituminous surfaces prevalent in India are surface dressing (one or two cous), thin premik chipping carpet,. thin mix seal carpet, hot mix semi-dense and dense carpets. These surfaces have different life spans depending upon traffic and environmental con- ditions. Periodic renewals in these cases would generally provide 41IRC: 82.1982 for the application of a surfacing layer upto 20mm thickness so that the superficial wear and weathering of the surface is covered upand the pavement lasts for the full intended life span. The specifica tions adopted for the renewal layer on a particular road would depend upon the type of the original surface and its condition at the time of renewal. ‘The specifications generally adopted for periodic renewals in this country are : i) Single coat of surface dressing as per IRC : 17-1968 (SD) iy 20 emo thick premix chipping carpet as per IRC : 14-1977 (PC), (ii) six seal surfacing as per Ministry of Shipping and Transport (tons Wing) Specifiation Tor Road and Bridge Works Clause S08 (MS ‘The specification and the thickness of the renewal course should be such that as far as possible the road surface is restored close to its original condition. For example, renewal over an_ original hot mix. dense carpet (asphaltic concrete) surface would have to be bot _mix paver-laid mix seal surfacing while on an original surface of premix chipping carpet, the renewal layer could either be single coat surface dressing or 30 mm thick premix carpet depending upon the condition of the worn-out surface 6.5. Periodicity of Renewal and Annual Budgetting Based on the experience in this country, the following broad guidelines are recommended for the type and. periodicity of rea- Ewals,. ‘This may be utilised as a guide for working out the require ment of funds for the annual renewal programme on different sections of roads. Traffic (Com. | Tyre of renewal and petiodicty Inercil Sehcles | of ve renew treatment for mrdss) Class of road Lane width | Low rain. | Medium | High rain: fallupio” | rainfall” | fall above 150cm peryear | cm per | peryear National Single (i) Less than 450 sp SD SD Highways and + 2 4 State Highways iy 450—1500 sb SDD “4 3 3 2 IRC: 82.1982 (iy More than 1500 PCP 3 5 OF MS oS oMs ' 7 $ Double () Lest than 450 sb sp 3 OF «iy 4301500 sb sD , oF (i) More tae 1500 PC Pe 3 3 iS oS Ms . ¥ 7 € aioe District tces- Less than | - $-__ £; ~~ Diistrct Roads of lane (iy 150-45 2 a Vissi wan oe - 3 2 Roads) ne iy More than 450 SD SDs 5 FOF Notes: (1) The treatment symbols Phe,tentoent ambols SD, PC and MS have bren explained @) The denominator refers to the periodicity of renewal in. years @) For areas subject to snowfall and Ege aro subject to snowfall and hilly areas wih tee Aids slopes and heavy rafal he oerosiityof renew may Be ) The periodicity of the renewal indica should only be taken asa general guideline fore serps of budgeting and determining the extent ef rensea areas Ef does not nda either the expected ie of the puctcua type oF wertmen or the inyperative need for tenewale ac the 6.6. Rectification of Profile at the Time of Renewal The camber and superetevation provi tend to get atened out due to wate. Before the renewal of sore face done. te cross rofl should be corrested by means o 4BIRC: 82 1982 7. SPECIAL PROBLEMS 7.1. Construction and Maintenance during Wet Weather Conditions 7.1. Nature of problem : Ic is well known that the chippings which are dampor wet due (0 storage in the open stacks, donot adhere to bituminous binder so long as the film of water persists on the stone. Also majority of wet weather failure of surface dressings fare caused by rain during or within a few days after construction. Even after the chippings have adhered to the binder there is a period varying from an hour or two to seven days or more when the Rahesive bond between the stone and the binder is susceptible to displacing action of water, This phenomenon is relevant not only to Surface cressing but also to open-graded surfacings as well, although the aggrceates in this case are heated and then coated with the bituminous binder. The effectof water manifests in the form of all Found ravelling of the affected area, loss of cover aggregate and development of pot-holes 7.1.2. Preventive Measures : The damage by wet weather can be prevented by the use of srface active agents (adhesion agents) TE uhesion “ogent promotes the adhesion of binder to wet Zapreuites or prevents the loss of adhesion under the influence of Sibsequent rains, Creoste oil, hydrated lime, turkey red il, or Uinel (mono, di or polyamine of fatty acids) can be usd a8 an auhesion agent, Under wet conditions, adhesion agents may be ‘deed at the rate of 1 t0 1.5 per cent By weight of binder. 7.1.3, Maintenance measures (A) Use of bitumen emulsions The bitumen emulsions not only flow well at atmospheric temperature but. can also be applied to damp road surfaces and tsed for coating damp aggregates. The presence of emulsifying agent helps in improving the adhesion characteristies of the binder. Two types of bitumen emulsion namely the anionic type and the eatonie ypevare generally used. The. base difference between INE tuo tes ethelr fetid of breaking, Anionic bituunicn cavule ne) bresk only ‘when sufficient. water has evaporated from the Sfotem to leave tre emulsion unstable. With eatfomie bitumen emul- Son the break is chemical, ie. the positively charged emulsifier is Semicaly atteaeted to negative surface on the aggregate, This 44 inc 1982 causes the emulsion to break and the emulsifer then acts as an ahesion agent The cationeemlsiers areespeciy weft with siliceous aggregate and may be effectively used in slurry sealing an: Preparation of patching mixtures, * " pea) (B) Storable bituminous mixes for maintenance during rainy season In bituminous pavements the mximum damage is cause water and. thit (ooduring the tiny season, “Stagnation of ates and movement of tafe induces sttipping and rupture the binder film on aggrezate ard eventuiliy”leade to ravelliog and pothol ently teads traveling and potholi on the oud. pavement. "For meeting such situation store buminous mitten stockpiled” ip advance offer a ready soluion uch mines may be sored for a week or ten days, The manulseten, ‘ing details of such mixes are as follows = ¥s: The manufacn (0 BINDER : Toe cutback bitumen. of the consistency of MC (Bitumen Mo i06 6 per cent Aay)ordslow eng chanson Gas be used” tn se the saintenance to be undertaken dang ay season the cul-back bitumen should be treated with one fer cant (i) AGGREGATE: The_ mineral aggregates shal be crushed cock, sand ‘oF mineral dust conforming to the required gradings. : (ii) PREPARATION OF THE MIXTURE: ‘oarse at e stall beled iio the plant faa proportion "canorn gees eRe srading requirements.” The cut-back bitumen or emuleog shal be Srp tyrant empertre a 0 erent By weight of tou smiX. “The eral aggregates and th bindet shall be eg ot all aggregates are thoroughly coated. ne “ : (is) STOCK PILING: The mitare shal be stored in aco and shal besa us and when seqiteg, St ® COO! dy lace 7.2. Road Cuts Resorted to for Installation of Main of Utilities fnstallation or Maintenance J.2:1. Nature ofthe problem : It often becomes necessar to cut the road pavenent to install an ullty (ecwer, Cane electric cable etc.) or repair it, This requirement is very frequent in urban streets, though rural roads also need such cuts. The number and frequeney ofthese cuts should be “Kept a ities by proper covruination with the. ities seriees_ ‘Seana In Some Highway Departments, the method of driving or heey fhe pipeline under the pavement B adopted wheretee eae Wherever these cuts are made, the important thingie te sees that they are restored properly.” Otherwise, they tent eee 45IRC : 82.1982 .e operations RC: 21982 Tye of Binder es tn Matten constant source of annoyance and danger to traffic, apart from the AL Penetration Grade recurring trouble to maintenance personnel. 1. 30140 Pen (i) Promis dense-graded patching, penetration 35 patching Tc opeeaada patching mice practices : The cut remix cape” sand” bituminous" prem practices : The cut Bremin seal cea, guid sels mb seal sarfoe- Ing and tom-dese Earp 7.2.2. Hints for better mainter should” be of rectangular shape with vertical sides, As far as possible, the accumulation of water in. the trenches should be (ii) Generally favoured in. regions with co voided: Collection of water renders it diffcultto dry the trenches EE high ane and is iso detrimental to the stability ofthe trench Bl ca hgsamowenempertre og The trench Gill material must be carefully selected and it Cy Reing harder grad, resomnended for hes should be thoroughly compacted. The use of mechanical rammers rate, bus stops: parking places; eign 8" and the control of moisture und. layer thickness should receive 2 won attention. The different layers of the pavement should similarly be earn (© Premix, dense graded patching, pencuation Duilt-up tinder controlled conditions, It is suggested that bituminous Premis carpet, Sand” biduminous premie, remis Sal doa tiga ee ke eat aa rs na ciniceat water Beanicuncadam here Maa rede eetelliae waterbound. macadamia x Lede They sbimmol the poverent should. prefeably be a fing aad semi-dense carpet The final surface should be of material similar to that in the (ity Being « reasonably hard grade, preferted for heavy trafic, Bus Stops, parking place, ete existing pavement, The final surface should be laid ina manner Similar to the restoration of a pot-hole. The resultant surface 3. 100 Pen i) Premix dense-graded_ pat should be flush with the adjacent surface. Humping, for compaction (Son 1) rami dens graded paehing, pentaion arpet suttuce dessa. premin. sell cout by traffic, should not be allowed. Since many repaired road-cuts continue to give trouble for quite some. time, sustained attention is Hist eal coat, mix sel sdfacing “nau vem necessary. diy Generally favoured for areas with extremes fn summer and winter temperatures and here 8. MATERIALS: the diference between day” and night, tes. crature is large ; and also forthe" low tempe ature regions a high altitudes. S.l. Binder nor The bituminous binder should be one of the following Mca (i) Prema open-grades patching/premie. carpet (Paving. bitumen, penetration grade 3030, 60/70 or 80/100, (Mctum cuingy “semen trey std imino pe conforming to 1875196 Seat Srfale dressing, tnd iguld sel patching, iy Generally favoured. for maintensace opera- (2) Cut-back bitumen of the Rapid curing (RC-3) and Medium coring tions where cold-mising is am advantage (ME Type conforming to 15217-1984 and 454-196) (3) Biwmen emulsions of the Rapid setting (RS) oF Medivin setting ily Invended for immediate use after mixing as (SS) or Sow setting (8) Oe well as for nockpaing —__—S—C—té‘(‘<‘EeO_ONSNCtCi(C(C; é# Ga coring) (7 aul 2 mE epenarade, aching the maintenance specifications for which the binder is required, the Bituminous premix patching, penetration chimatic conditions, traffic and durability. The following broad pag ead nis ea Soe aaa coma pe icautelytobon ens genevel pide? fn 46iy Generally favoured for maintenance ope » ions where cold-mixing is an advantage, iy Intended for immediate use after mixing, . Emulsions may be the ee See eared one 1) ery useful for maintenance operations during rainy i Casi Mistal for marntenance operations. ring Fa) seasons). 8.2, Stone Aggregates Te sone sarepates shall sonst of used tne. crashed stags Siurgble and of wir quality. They shall be free of el : fal and organic Me incees soit and dsntegrated material and ore gated or JME Bus matte They sbould Satisfy the HlOWiDg Frr———COC=—C_—_C se poue macadam aod Mak 3%) 1S 286 (RAED ” asphalti¢ concrete >. sripriag Ve water tortion & Srundgess; Lot with ody Max. 20% 1852386 (Patt IV) Mas, 25%, 1S: 6241 Max. 205 1S: 2386 (Part tt) ap 18 22086 (Pat VD SOBRE LASES Sanco stag Maw 125) 1S = 286 nb Min, 1120 kg 18: 2586 (Part IM) Unevcigh or bulk density Gin ease Min 11 © Of sag only) pel 48 IRC : 82.1982 For general specifications for the different types of 1¢ following specifications may be referred to: work, t 1. IRC: 141977 Recommended Practice for 2em thick Bitumen and Tar Carpets 2. IRC: 17-1965 Tentative Specification for Single Coat Bitum- nous Surfase Dressing 3. IRC:19.1977 Standard Specifications and Code of Practice for Water Bound Macadam, 4 IRC:20.1965 Recommended Practice for Bituminous Penetra- tion Macadam (Full Grout) 5. IRC: 23.1966 Tentative Specification for Two Coat Bituminous Surface Dretsing 6. IRC:27.1967 Tentative Specification for Bituminous Macadam (Base and Blader Course) Tentative Specfcation for 4 em (14 in) Asphal tie Concrete Surface Courses” TF 8. IRC: 47.1972 Tentative Specification for Built-up Spray 7. ARC: 29.1968 Grout. 9. IRC Special Handbook of Quality Control for Construction Publication tt of Roads and Runways (Fist Revision) 10. Ministry of Shipp & Transport (Roads Wing) Specification for foad and Bridge Works (Ficst Revision) 9. TOOLS AND PLANT 9.1. A list of equipment that will be needed for various types of bituminous work is given in IRC: 72-1978 “Recommended Practice for use and upkeep of equipment, tools and appliances. for bituminous pavement construction” 9.2. In addition, it may be necessary to have mobile units located at key places so that the repair work may be centralised and handled expeditiously. For this purpose, a truck wherein a small hand operated drum mixer, vibratory tamping equipment, and some small essential tools are provided, can be very useful. 10. ARRANGEMENTS FOR TRAFFIC 10.1. Since maintenance operations involve considerable ship, inconvenience and hazard to traffic and also hazards 19 maintenance workmen, all le precautions should be taken to make safe arrangements for traffic. These include erection of bar riers, signs, red flags and lights. Efforts should be made to confine work in half the pavement width at a time, leaving the other half 49IRC: 821982 for use by the traffic. Where this isnot possible, diversion roads may have to be constructed or the traffic diverted to some other alternative routes. Tie maintenance operation itself can be conve- njently confined to a small length at a time, say 30m. 10.2. The appropriate warning sign to be used_is the “Man at _work” sign, vide Code of Practice for Road Signs (IRC: 67- 1977). I half the road, width alone is available for traffic, the “Narrow Road Ahead” sign should also be displayed. During night, there should be adequate lighting with a red lanternired reflectors. I ORGANISATION AND MANAGEMENT ILI Maintenance of « road requires proper supervision of skilled workmen who are adequately trained in various aspects of maintenance. The supervisocy staff, generally known as Road Inspectors in this country are, therefore, to be given training in various aspects of bituminous work. They should be conversant With the specifications for various types of repair works, the choice of binder for different types of cepslie work. the quality control Measures needed to wchieve good workmanship, use and upkeep of equipment and tools and sufety measures to be adopted during the maintenance operations 11.2. Rewtine maintenance work in this country. is generally carried out through gang labour. For National Highways and State Highways, itis customary to base the optimum requirement of labour at.a rite of 0.3 gingman per km in the case of single- Tane road and 0.45 ganginan per km in case of two lane road. A group of S-6 gangmen is supervised by a mate, In order to optimise the output of the Iahour employed and to ensure that the job carried out are vt focations fixed by the supervisory officer partial mechanisation of the maintenance operations is quite necessary. The system of making an individual gang. responsible for a particular scetion of the road should be adopted and. these gangs should be made mobile with the provision of a mechanical transport (truck/pich-up vans for longer beats, and trieycles for shorter beats) provided with necessary tools and equipment (see clause 9.2. of the Code), 11.3. Maintenance of bituminous pavement is a skilled operation. ‘The labour engaged for this job should be properly trained. Such trained labourers should move about’ in. the mechanical transport carrying essential tools, implements and materials while the premix material could be prepared and stored 50 IRC: 82-1982 at a central location, This would ensure required mobility of the labour force and result in timely and proper” completion of repair 11.4, The headquatters of one or more mobile gangs should be fixed at « convenieat location on the road. where the gecesoury sloressheds for tools, plants and ioaplements and. for. premis and ather matcrials should. be available together. with a remeshed, Preferably, these locations should. be “connected “with the head: quarters of the “Assistant” Engineer/Exccutive ‘Enginese either by means of a public telephone or. departmental teleplione line oo that in case Ot emergency, serious accidents onthe toad. dislocation of trafic ue ts flooding, damage to. structures._cte,, immediate contact could be established withthe concerned offer Tor inhisting the remedial meusures and. giving necessary pubhiity t the saad 11.5, _Plunning and scheduling of the maintenance operations should he given due importance. ‘The annual renewal. programms should be drawn up well in advance keeping. in view the condition ofthe sueface, prescribed Fenewsl cycle and. any. Improwemeat work carried out recently ov scheduled to be tiken up im” the nese future."IC is usetul for easy compretension tolspict the ‘tenceal Programme on a ar chart indicating the renewale carried out at the last eight years. The budgeting for maintenance, expenditure Should also he doge well in. advance "and. the allocation oF Fesourees to the ferent operations of ‘maintenance, should be finalised simultaneously. This would facilitate the eld. Seaiaeee fo'plan anc! implement his programme effectively. sl