What is pavement ?

A structure consisting of superimposed layers of

processed materials above the natural soil sub-grade,
whose primary function is to distribute the applied
vehicle loads to the sub-grade.

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QUESTIONS!!!
Why do we need to provide pavements

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Requirements of a Pavement
Functional Requirement Road User
Structural Requirement Highway Engineer

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Functional Requirement
Should have good riding quality
Should be firm and non yielding under the wheel load
Should not be slippery

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Structural Requirement
Designed, constructed and maintained by Highway
engineer
Designed to sustain heavy wheel load and their repeated
application
Structural design is carried out considering various
design factors such as traffic, soil type, etc.

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Objects of highway pavement design
For Flexible Pavement
To limit the recoverable deformation of the pavement within
permissible limit so that pavement can sustain large no of
repeated load application during the design life without
resulting in structural damage due to fatigue failure of
pavement layers
To restrict the vertical strains on the subgrade layer and other
layers within the permissible limit so that the accumulated non
recoverable deformation in the form of rutting is also within
the permissible limit during its design life

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Objects of highway pavement design
For Rigid Pavement
Design is based on flexural strength and stresses of CC
pavement
The application of anticipated wheel loads
The climatic variables in the region

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Types of Pavement

PAVEMENT

COMPOSITE INTERLOCKING
FLEXIBLE PAVEMENT PAVEMENT PAVEMENT RIGID PAVEMENT

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Semi rigid or Composite pavement
Materials with rigidity in between Flexible and Rigid
pavement are used in subbase or base course layer(
pozzolanic concrete, lean CC, soil CC, chemical
stabilization of soil)
Not used as surface layer
Designed as flexible pavements with empirical
modifications

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Interlocking CC block pavement
Consist of CC blocks of specified strength, shape, size
properly laid over well compacted subgrade, sub-base
and/or base course layers and a layer bedding sand as
specified
Gaps filled with joint filler sand and vibrated so as to
provide adequate interlocking between the blocks
Adequate lateral confinement to be provided by edge
kerbs
It can be laid as a surface course for flexible pavement
layer system with appr GSB and base course layer

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Interlocking CC block pavement
Advantageous in the following circumstances
When utility lines are present underneath
When pavement is to be constructed in water logged areas
When pavement get submerged for prolonged duration

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Interlocking CC block pavement

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13
FLEXIBLE PAVEMENT RIGID PAVEMENT
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Types of Pavements

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15 Flexible Rigid
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 Jointed Plain Concrete Pavement (JPCP)

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 Properties Flexible Rigid
Design Empirical method Designed and analyzed by using the elastic
Principle Based on load distribution theory
characteristics of the
components
Material Granular material Made of Cement Concrete either plan,
reinforced or prestressed concrete
Flexural Low or negligible flexible Associated with rigidity or flexural strength
Strength strength or slab action so the load is distributed over
a wide area of subgrade soil.
Normal Elastic deformation Acts as beam or cantilever
Loading
Excessive Local depression Causes Cracks
Loading
Stress Transmits vertical and Tensile Stress and Temperature Increases
compressive stresses to the
lower layers

Design Constructed in number of Laid in slabs with steel reinforcement.

Practice layers.

Temperature No stress is produced Stress is produced

Force of Less. Deformation in the Friction force is High
Friction sub grade is not transferred
to the upper layers.
Opening to Road can be used for traffic Road cannot be used until 14 days of curing
Traffic within 24 hours
Surfacing
20
Rolling of the surfacing is Rolling of the surfacing
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in not needed.
needed
Flexible and Rigid Pavement
Properties Flexible Pavement Rigid Pavement
Stress Transfer Grain to grain Slab Action
Deformation Deformation of lower layer Bridging of minor
reflected in the upper layer variations
Thickness High less
Material Requirement High less
Material Bituminous mix Concrete
Layers Upper layer-Superior Uniform
Lower Layer-Inferior
Design life 15-20 years 30-40+years
Initial Cost Less High
Maintenance Cost High Less
Construction Stage by stage construction Monolithic
Critical Condition of Stress Due to distribution of Due to flexural strength
compressive stress due to wheel load stress
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and Temperature Stress
Properties Flexible Pavement Rigid Pavement
Fund Full fund not required Full fund required
Perviousness Pervious materials used Impervious except at joints

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Advantages of Flexible Pavement
Designed and constructed for a design life of 15 years. If
fund is constrained, design can be done in two stages to
decrease the initial cost
A Standard design wheel load is made use for flexible
pavement design. The CSA is made use for finding the
combined effect
The functional evaluation studies can be carried out at
desired interval and deteriorated functional conditions
can be restored
Structural evaluation can be carried out periodically and
can be strengthen by appr designed overlay

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Advantages of Flexible Pavement
It is possible to resort to milling and recycling technique
to use substantial portion of damaged bituminous
pavement layers
The curing period is less than 24 hours

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Limitation of Flexible Pavement
Gets deteriorated due to exposed stagnant water due to
defective drainage
Routine and periodic maintenance required for pavement
and shoulder surface
Maintenance very difficult in rainy condition
Materials required are more compared to CC pavement
For longer service life, the life cycle cost are higher than
that CC pavement
Night visibility is poor

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Advantages of Rigid Pavement
Do not get deteriorated under wet conditions
Designed and constructed for 30 years hence service life
may be more than 30 years
Life cycle cost of CC are much lower
Materials required are more
Good night visibility

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Limitation of Rigid Pavement
Design of CC pavement is to be carried out for a life of
30 years or more to reduce life cycle cost
Proper design of CC pavement by fatigue analysis require
the determination of actual spectrum of axle loads, their
number and growth rate during the design period. The
design wheel load is not equal to standard wheel load, it
has to be determined using axle load distribution studies
It is not possible to restore a badly failed CC pavement
Surface likely to become smooth and slippery during the
long service life and retexturing- difficult and expensive

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Limitation of Rigid Pavement
Long curing period upto 28 days are required
Cross cutting is not possible

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Flexible pavement:

Flexible pavements are those which on a whole have low

or negligible flexural strength and rather flexible in their
structural action under load.

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Load transfer:

Load is transferred to the lower layer by grain to grain

distribution as shown in the figure given below;

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Load Transfer (continue )
The wheel load acting on the pavement will be
distributed to a wider area, and the stress decreases with
the depth. Flexible pavement layers reflect the
deformation of the lower layers on to the surface layer

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Airport and Highway pavements
Particulars Airport Pavement Highway Pavement
Parts Runway,Taxiway and Apron
Length Specified length Continuous
Width Depends on the type of Depends on the no of
flights using lanes single lane = 3.5m
Type of pavement used Flexible and Rigid Flexible and Rigid
No of load application 20000-30000/total life span 2000-3000/day
Tyre Pressure 400psi 60-90psi
Lateral placement Within 3-4 feet from edge Concentrated in the centre
Distress Severe Distress at pavement edges
where traffic follows a desi
gnated line along aprons

Effects of fuel spillage and h Yes No

eat
Flexible
33 Same with more load for Airport
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Particulars Airport Pavement Highway Pavement

Coverage On airport pavements, due the passage of one axle is

to the wander of aircraft, considered as one
several passages of a set of repetition.
gears are counted as one
repetition
The design of highway The design of airport
pavements is based on pavements is based on
moving loads with the moving loads in the
loading duration as an input interior of runways but
for viscoelastic behaviours stationary loads at the end
and the resilient modulus of runways. As a result,
under repeated loads for thicker pavements are used
elastic behaviours at the runway end than in
the interior.

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TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT :
Typical layers of a conventional flexible pavement includes
seal coat, surface course, tack coat, binder course, prime
coat, base course, sub-base course, compacted sub-grade,
and natural sub-grade.

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TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT

Seal coat is a thin surface treatment used to water-

proof the surface and to provide skid resistance.

Tack coat is a very light application of asphalt emulsion

diluted with water. And It provides bonding between two
layers of binder course.

Prime coat is an application of low viscous cutback

bitumen to an absorbent surface like granular bases on
which binder layer is placed and provides bonding
between two layers.

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TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT (Continue .)

Surface course is the layer directly in contact with

traffic loads and are constructed with dense graded
asphalt concrete.
Thin Bituminous binder course prevents the entry of
water into the pavement layers below. It serves as
wearing course for the traffic and provide dust free
pavement surface under dry weather. Surface dressing,
20mm thick bituminous carpet, pre

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 Base course or Granular Base course provides
additional load distribution and contributes to the sub-
surface drainage. Enhances load carrying capacity and
disperse through a larger area. Aggregate with low impact
value (<30) and low abrasion value (<40) to be used in
this layer.
Sub-base course or Granular sub base course or
Drainage layer; the primary functions are to provide
structural support, improve drainage, and reduce the
intrusion of fines from the sub-grade in the pavement
structure. Crushed stones are usually used in GSB layer.
CA with low %age of fines are used
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TYPICAL LAYERS OF A FLEXIBLE
PAVEMENT (Continue .)

Sub-grade The top soil or sub-grade is a layer of natural

soil prepared to receive the stresses from the layers
above.

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Classification of Flexible Pavement
The following types of construction have been used in
flexible pavement:
Conventional flexible pavements are layered systems
with high quality expensive materials are placed in the top
where stresses are high, and low quality cheap materials
are placed in lower layers.
Full - depth asphalt pavements are constructed by
placing bituminous layers directly on the soil sub-grade.
This is more suitable when there is high traffic and local
materials are not available.

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Full - depth asphalt pavements

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 Contained rock asphalt mats are constructed by
placing dense/open graded aggregate layers in between
two asphalt layers. Modified dense graded asphalt
concrete is placed above the sub-grade will significantly
reduce the vertical compressive strain on soil sub-grade
and protect from surface water.

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Types of Joints in CC pavement
Longitudinal
Transverse
Expansion
Contraction
Construction

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Typical layers in Rigid Pavement
Concrete pavement is, in general, consists of four layers,
subgrade, sub-base,base layer and the concrete slab.
Subbase layers are for drainage presence of excess of
silt in the subgrade can cause failure crushed stones
Generally bound base layers are used for concrete
pavement construction. As per Indian specification, some
example of such base layers are Dry Lean Concrete
(DLC), Roller Compacted Concrete (RCC) (IRC:15-
2002)
The concrete slab is generally of M40 to M50 grade of
concrete as per Indian specifications, and is called as
paving quality concrete (PQC) (IRC:15-2002).

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Types of Rigid Pavements
Rigid pavements can be classified into four types:
Jointed plain concrete pavement (JPCP),
Jointed reinforced concrete pavement (JRCP),
Continuous reinforced concrete pavement (CRCP), and
Pre-stressed concrete pavement (PCP).

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Jointed Plain Concrete Pavement:
Are plain cement concrete pavements constructed with
closely spaced contraction joints. Dowel bars or aggregate
interlocks are normally used for load transfer across joints.
They normally has a joint spacing of 5 to 10m.
Jointed Reinforced Concrete Pavement:
Although reinforcements do not improve the structural
capacity significantly, they can drastically increase the joint
spacing to 10 to 30m. Dowel bars are required for load
transfer. Reinforcements help to keep the slab together even
after cracks.
Continuous Reinforced Concrete Pavement:
Complete elimination of joints are achieved by reinforcement.

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 HIGHWAY MATERIALS

SOIL AND STONE AGGREGATES

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SOIL
Pavements are a conglomeration of materials. These
materials, their associated properties, and their
interactions determine the properties of the resultant
pavement. Thus, a good understanding of these materials,
how they are characterized, and how they perform is
fundamental to understanding pavement. The materials
which are used in the construction of highway are of
intense interest to the highway engineer. This requires not
only a thorough understanding of the soil and aggregate
properties which affect pavement stability and durability,
but also the binding materials which may be added to
improve these pavement features.
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Sub grade soil
Soil is an accumulation or deposit of earth material,
derived naturally from the disintegration of rocks or
decay of vegetation, that can be excavated readily with
power equipment in the field or disintegrated by gentle
mechanical means in the laboratory. The supporting soil
beneath pavement and its special under courses is called
sub grade. Undisturbed soil beneath the pavement is
called natural sub grade. Compacted sub grade is the soil
compacted by controlled movement of heavy
compactors.

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Desirable properties of Soil
The desirable properties of sub grade soil as a highway
material are
Stability
Incompressibility
Permanency of strength
Minimum changes in volume and stability under adverse
conditions of weather and ground water
Good drainage, and
Ease of compaction

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Soil Types
The wide range of soil types available as highway
construction materials have made it obligatory on the
part of the highway engineer to identify and classify
different soils. A survey of locally available materials and
soil types conducted in India revealed wide variety of soil
types, gravel, moorum and naturally occurring soft
aggregates, which can be used in road construction.
Broadly, the soil types can be categorized as Laterite soil,
Moorum / red soil, Desert sands, Alluvial soil, Clay
including Black cotton soil

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 Indian standard grain size soil classification system

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 Gravel: These are coarse materials with particle size
under 2.36 mm with little or no fines contributing to
cohesion of materials.
Moorum: These are products of decomposition and
weathering of the pavement rock.Visually these are
similar to gravel except presence of higher content of
fines.
Silts: These are finer than sand, brighter in color as
compared to clay, and exhibit little cohesion. When a
lump of silty soil mixed with water, alternately squeezed
and tapped a shiny surface makes its appearance, thus
dilatancy is a specific property of such soil.

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 Clays: These are finer than silts. Clayey soils exhibit
stickiness, high strength when dry, and show no dilatancy.
Black cotton soil and other expansive clays exhibit
swelling and shrinkage properties. Paste of clay with
water when rubbed in between fingers leaves stain, which
is not observed for silts.

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Tests on soil
Sub grade soil is an integral part of the road pavement
structure as it provides the support to the pavement
from beneath. The sub grade soil and its properties are
important in the design of pavement structure. The main
function of the sub grade is to give adequate support to
the pavement and for this the sub grade should possess
sufficient stability under adverse climatic and loading
conditions. Therefore, it is very essential to evaluate the
sub grade by conducting tests.

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Tests on soil
The tests used to evaluate the strength properties of soils
may be broadly divided into three groups:

Shear tests
Bearing tests
Penetration tests

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Tests on soil
Shear tests are usually carried out on relatively small soil
samples in the laboratory. In order to find out the
strength properties of soil, a number of representative
samples from different locations are tested. Some of the
commonly known shear tests are direct shear test, tri-
axial compression test, and unconfined compression test.
Bearing tests are loading tests carried out on sub grade
soils in-situ with a load bearing area. The results of the
bearing tests are influenced by variations in the soil
properties within the stressed soil mass underneath and
hence the overall stability of the part of the soil mass
stressed could be studied.
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Tests on soil
Penetration tests may be considered as small scale
bearing tests in which the size of the loaded area is
relatively much smaller and ratio of the penetration to
the size of the loaded area is much greater than the ratios
in bearing tests. The penetration tests are carried out in
the field or in the laboratory.

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California Bearing Ratio Test
California Bearing Ratio (CBR) test was developed by the
California Division of Highway as a method of classifying
and evaluating soil-sub grade and base course materials
for flexible pavements. CBR test, an empirical test, has
been used to determine the material properties for
pavement design. Empirical tests measure the strength of
the material and are not a true representation of the
resilient modulus. It is a penetration test wherein a
standard piston, having an area of 3 in (or 50 mm
diameter), is used to penetrate the soil at a standard rate
of 1.25 mm/minute. The pressure up to a penetration of
12.5 mm and it's ratio to the bearing value of a standard
crushed rock is termed as the CBR.

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California Bearing Ratio Test
In most cases, CBR decreases as the penetration
increases. The ratio at 2.5 mm penetration is used as the
CBR. In some case, the ratio at 5 mm may be greater than
that at 2.5 mm. If this occurs, the ratio at 5 mm should be
used. The CBR is a measure of resistance of a material to
penetration of standard plunger under controlled density
and moisture conditions. The test procedure should be
strictly adhered if high degree of reproducibility is desired.
The CBR test may be conducted in re-moulded or
undisturbed specimen in the laboratory. The test is simple
and has been extensively investigated for field
correlations of flexible pavement thickness requirement.
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Test Procedure for CBR
The laboratory CBR apparatus consists of a mould 150
mm diameter with a base plate and a collar, a loading
frame and dial gauges for measuring the penetration
values and the expansion on soaking.
The specimen in the mould is soaked in water for four
days and the swelling and water absorption values are
noted. The surcharge weight is placed on the top of the
specimen in the mould and the assembly is placed under
the plunger of the loading frame.

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Test Procedure for CBR
Load is applied on the sample by a standard plunger with
dia of 50 mm at the rate of 1.25 mm/min. A load
penetration curve is drawn. The load values on standard
crushed stones are 1370 kg and 2055 kg at 2.5 mm and
5.0 mm penetrations respectively.
CBR value is expressed as a percentage of the actual load
causing the penetrations of 2.5 mm or 5.0 mm to the
standard loads mentioned above. Therefore,

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 Two values of CBR will be obtained. If the value of 2.5
mm is greater than that of 5.0 mm penetration, the
former is adopted. If the CBR value obtained from test at
5.0 mm penetration is higher than that at 2.5 mm, then
the test is to be repeated for checking. If the check test
again gives similar results, then higher value obtained at
5.0 mm penetration is reported as the CBR value. The
average CBR value of three test specimens is reported as
the CBR value of the sample.

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Plate Bearing Test
Plate bearing test is used to evaluate the support
capability of sub-grades, bases and in some cases,
complete pavement. Data from the tests are applicable for
the design of both flexible and rigid pavements. In plate
bearing test, a compressive stress is applied to the soil or
pavement layer through rigid plates relatively large size
and the deflections are measured for various stress
values. The deflection level is generally limited to a low
value, in the order of 1.25 to 5 mm and so the
deformation caused may be partly elastic and partly
plastic due to compaction of the stressed mass with
negligible plastic deformation.
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 The plate-bearing test has been devised to evaluate the
supporting power of sub grades or any other pavement
layer by using plates of larger diameter. The plate-bearing
test was originally meant to find the modulus of sub grade
reaction in the Westergaard's analysis for wheel load
stresses in cement concrete pavements

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Test Procedure for PBT
The test site is prepared and loose material is removed
so that the 75 cm diameter plate rests horizontally in full
contact with the soil sub-grade. The plate is seated
accurately and then a seating load equivalent to a
pressure of 0.07 kg/cm2 (320 kg for 75 cm diameter
plate) is applied and released after a few seconds. The
settlement dial gauge is now set corresponding to zero
load.

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 A load is applied by means of jack, sufficient to cause an
average settlement of about 0.25 cm. When there is no
perceptible increase in settlement or when the rate of
settlement is less than 0.025 mm per minute (in the case
of soils with high moisture content or in clayey soils) the
load dial reading and the settlement dial readings are
noted.
Deflection of the plate is measured by means of
deflection dials; placed usually at one-third points of the
plate near it's outer edge.
To minimize bending, a series of stacked plates should be
used.

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 Average of three or four settlement dial readings is taken as
the settlement of the plate corresponding to the applied load.
Load is then increased till the average settlement increase to a
further amount of about 0.25 mm, and the load and average
settlement readings are noted as before. The procedure is
repeated till the settlement is about 1.75 mm or more.
Allowance for worst subgrade moisture and correction for
small plate size should be dealt properly.
Calculation A graph is plotted with the mean settlement
versus bearing pressure as shown in Figure. The pressure
corresponding to a settlement is obtained from this graph. The
modulus of subgrade reaction is calculated from the relation.

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Stone Aggregates
Aggregate is a collective term for the mineral materials
such as sand, gravel, and crushed stone that are used with
a binding medium (such as water, bitumen, Portland
cement, lime, etc.) to form compound materials (such as
bituminous concrete and Portland cement concrete). By
volume, aggregate generally accounts for 92 to 96 percent
of Bituminous concrete and about 70 to 80 percent of
Portland cement concrete.

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Stone Aggregates
Aggregate is also used for base and sub-base courses for
both flexible and rigid pavements. Aggregates can either
be natural or manufactured. Natural aggregates are
generally extracted from larger rock formations through
an open excavation (quarry). Extracted rock is typically
reduced to usable sizes by mechanical crushing.
Manufactured aggregate is often a bye product of other
manufacturing industries. The requirements of the
aggregates in pavement are also discussed in this chapt

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TYPES OF STONE AGGREGATES
Natural aggregates are from

Igneous Rocks
Sedimentary Rocks
Metamorphic Rocks

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Road Making Aggregates in India

Basalt - Good for base & Surface

Granite Very good for Bituminous courses & WBM
Lime Stone Good for base
Quartzite Good for base
Sand Stone Good for base

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 DESIRABLE PROPERTIES OF ROAD
AGGREGATES
Desirable Property Test
Resistance to crushing or strength Crushing test

Resistance to abrasion or hardness Los Angeles abrasion value

Resistance to impact or toughness Aggregate impact test

Good shape factors to avoid too flaky and Combined flakiness and
elongated particles elongation index
Resistance to weathering Soundness test
Good adhesion with bituminous materials Stripping test

Resistance to polishing action under traffic Polished stone value

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Laboratory Tests
Gradation Test
In order to have perfect degree of interlocking between
aggregate
Strength
I. Aggregate Crushing Test
Toughness
I. Aggregate impact Test
Hardness Los Angels Test
Specific gravity and Water absorption Tests
Shape Factors
I. Flakiness Test
II. Elongation Test
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GRADATION OF AGGREGATES

Aggregate gradation and size affect HMA volumetric

properties as well as mixture permeability and
workability.
Dry sieve analysis is generally suitable for gradation
Maximum size of an aggregate is the mesh size of
the smallest sieve through which 100% material will
pass.
There are two types of gradation of metal
Nominal Size Metal
Graded size Metal

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Grading requirements for Nominal size CA

Sl. Nominal 100% 100%

No Size Aggregate aggregate
should pass should
through retain on
1 75mm 106mm 63mm

2 63mm 90mm 53mm

3 45mm 53mm 26.5mm

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 Grade I
Size varying from 90mm to 45mm and to be laid for
minimum 100mm compacted thick (for Bottom
layer only)
Grade II
Size varying from 63mm to 45mm and to be laid for
both 100 and 75mm thick (For both Bottom and
Middle layer)
Grade III
Size Varying from 53mm to 22.4mm and to be laid for
75mm thick (For Top layer)

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GRADING REQUIREMENTS OF COARSE
AGGREGATES

Grade Range IS sieve Percent by

Designation Weight
(mm) passing

I 90mm to 45mm 125 100

90 90-100

63 25-60

45 0-15

22.4 0-5

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GRADING REQUIREMENTS OF COARSE
AGGREGATES

Grade Range IS sieve Percent by

Designation Weight
(mm) passing

II 63mm to 45mm 90 100

63 90-100

53 25-75

45 0-15

22.4 0-5
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GRADING REQUIREMENTS OF COARSE
AGGREGATES

Grade Range IS sieve Percent by

Designation Weight
(mm) passing

III 53mm to 22.4mm 63 100

53 95-100
45 65-90
22.4 0.10
11.2 0-5
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AGGREGATE CRUSHING VALUE TEST

Assess the strength of aggregate.

Resistance to crushing under roller during
construction
Low ACV - Stronger aggregates
High ACV - Soft aggregates

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 LOADING NATURE

Gradually applied compressive load

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APPARATUS
Steel Cylinder with open ends of 15.2 cm dia. (Internal)
on square base plate plunger with 15.0cm dia. piston.
Cylinder jar of 11.5cm dia. and height 18cm
Steel Tamping rod
Balance capacity 3 Kgs.
Compressive testing machine of capacity 40 tones @
uniform loading of 4 tones/Minute.

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CRUSHING TEST

Metal Measures and Tamping

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 PROCEDURE
Aggregate passing 12.5 sieve and retained on 10mm
sieve
Heated up to a temp.100o C to 110o C for a period
of 4 Hours and cooled to a room temp.
Cylindrical jar to be filled by aggregate in 3 layers
each layer should be tamped level of the jar by
tamping rod.
Weigh the sample nearly equal to 6.5 Kgs.
Pour the aggregate in cylinder test apparatus placed
in position on the base plate in three layers.

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 Place the cylinder along with plunger under
compressive testing machine
Load is applied up to 40 tonnes at the rate of 4
tonnes per minute.
Aggregate including the crushed portion should be
sieved on 2.36mm sieve
Weigh the material which passes the sieve.

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 CALCULATION

Totalweight of dry sample = W1 Grams

Weight of the crushed material passing 2.36mm =
W2
Aggregate crushing value = 100 x W2/W1

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 Aggregate Impact Test
APPARATUS
1. Impact Testing Machine
2. Measure : Metal Cylinder internal dia
7.5cm and depth 5cm
3. Tamping Road
4. Sieves : IS sieves 12.5mm,
10mm and 2.36mm
5. Balance : Capacity >500gms, up to
0.1gm accuracy
6. Oven

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IMPACT TEST

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 PROCEDURE
Test sample aggregates passing through 12.5mm sieve
and retained on 10mm
Sample over dried at 100 C for 4 hours
Fill the aggregates in three layers in the cylinder and
tamped for 25 times with tamping rod. Repeat it 3
times
Surplus aggregates trimmed off with tamping rod
Weigh the sample say W1 gms
Transfer the test sample to the cup and compact it
with 25 strokes.

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 Allow free fall of hammer from 38cm above the aggregates to a
total of 15 blows at an interval of 1 second between each blow.
Sieve it through 2.36mm sieve, and weigh the fraction passing
2.36m sieve (W2 gms)
Weight the fraction retained on 2.36m sieve (say W3 gms)
AIV = 100W2 %
W1

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CHECK

Weightof metal retained on 2.36mm sieve

(W3)+Weight of metal passing through 2.36mm
W2=W1(up to 1gms accuracy)

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RESULT
AIV < 10% Exceptionally strong
AIV 10% to 20% Strong
AIV 20% to 30% Satisfactory

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WATER ABSORPTION TEST AND SPECIFIC
GRAVITY

Concept:
In order to know the porosity of the metal.
If the metal is porous the water absorption will be
more, less strength of the metal.

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 APPARATUS

Balance of Capacity : 3 Kgs (Accuracy up

to 0.5gms)
1. Oven : 110c
2. Wire Basket : 6.3mm mesh
3. Container :Capacity- C
4. Air tight container of capacity - C
5. Shallow Tray, Clothes.

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SPECIFIC GRAVITY TEST

Buoyancy Balance
With Accessory

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 PROCEDURE
2 Kg of washed aggregate free from dust is weighed
In water with basket (say W1 gms)
Measure weight of basket suspended in water (Say
W2 gms)
Wt of aggregate in Water=W in water=(W1-W2)
gms.
Weight of Dry aggregates after removing its wetness
by cloth (Say W with Water, gms)

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 Place the aggregate in an oven at 110C for 24 hours
cool it (Dry Weight W gms)
Weight of water equal to the volume of aggregates=
(W with water-W in Water in gms)
Specific Gravity=Dry weight of aggregate/Weight of
equal volume of water
Water Absorption
=
W With water-Dry Wt.of Aggregate x 100
Dry Weight

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 RESULT
Sp Gravity of Aggregates Ranges from 2.5 to 3.0
High Sp. Gravity aggregate means High Strength.
Average Value 2.68
Water absorption is measure of its porosity of
aggregates
Water absorption Ranges from 0.1% to 2%
More absorption of water of aggregate, more
porous material less strength

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 SHAPE TEST
1. Flakiness Index
2. Elongation Index
3. Angularity Number

FLAKINESS INDEX
APPARATUS
1. Standard Thickness guage
2. I.S.Sieves 63,50,40,31.5,25,20,16,12,5, 10 & 6.3mm
3. Weighing balance, to an accuracy of 1 gms

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 PROCEDURE

Particles whose least dimension (thickness is less

than three fights (0.6) of their mean dimension.
Not applicable for sizes of metal smaller than
6.3mm
A minimum of 200 pieces of each fraction to be
tested are to be taken

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 FI = (w1+w2+w3+.) x 100
( W1+W2+W3)

Where w1, w2, w3 are weights of the materials

passing each of the specified gauge

Where W1, W2, W3 weight of the materials passing

& retained on the specified sieves.

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 ELONGATION INDEX
APPRATUS
1. Length guage
2. Set of sieves as stated above
3. Weighing balance 0.1 gms accuracy
PROCEDURE
A minimum of 200 pieces of each fraction is taken
and Weighed
Particles whose greatest dimension (length) is greater
than one and four fifth times (1.8 times) their mean
dimensions
Not applicable to size smaller than 6.3mm.

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 Elongation Index=(X1+X2+X3+.) x100 =100X %
(W1+W2+W3+) W

Where X1+X2+X3 are weight of materials from each

fraction retained on the specified length

W1, W2, W3 Total weights of each fraction

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Angularity Number
The amount by which the % voids exceeds 33 after being
compacted in a prescribed manner.
Angularity Number
= 67 100W/CG
AN = 0 Highly rounded gravel
AN = 11 Freshly Crushed Angular Aggregate

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SHAPE TEST
Type of pavement Maximum combined
flakiness and
elongation index
MoRTH specifications
Bituminous layers 30%
WBM / WMM / CRM 30%
Rural Roads Manual
Sub-base course (Flakiness index) 40%
Base course (Flakiness index) 30%
Bituminous layers (Combined index) 35%

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Stripping Value of Road Aggregates

Adhesion of bituminous binder with aggregates

Bitumen adhere to all aggregates non dusty and dry
Coating depended on viscosity
Two problems faced during coating
Not possible to coat when agg are wet and cold
Stripping
Assesment of suitability of aggregates w.r.t adhesion
Six types of test
Static immersion test Stripping value test heated
aggregate(12.5-20mm) is coated with 5% bitumen 24 hours
submerged (40oC in water

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 Dynamic Immersion test
Chemical immersion test
Immersion mechanical test
Immersion trafficking test
Coating test

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Los Angels Abrasion Test

Abrasion rubbing action between different particles

Attrition rubbing action between similar particles

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LOS ANGELES ABRASION TEST

Los Angeles
Abrasion
Machine

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Los Angels Abrasion Test
Grading Sieve Range Sample Wt. Wt. Of Charge Revolutions

A 40mm-10mm 5 kg 12 spears 500

B 20mm10mm 5 kg 11 500

C 10mm-4.75mm 5 kg 8 500

D 4.75mm- 5kg 6 500

2.36mm

E 80mm-40mm 10kg 12 1000

F 50mm-25mm 10kg 12 1000

G 40mm-20mm 10kg 12 1000

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 PHYSICAL REQUIREMENTS OF AGGREGATES FOR SUB-
BASE, BASE COURSE AND BITUMINOUS SURFACING
LAYERS (As per Rural Roads Manual)
Layer Test Test Method Requirement
(Percent.
Max.)
Sub-base Aggregate Impact value IS: 2386 (Part 4) - 50
course 1963
Flakiness Index IS: 2386 (Part 1) - 40
1963
Moisture or water IS: 2386 (Part 3) - 06
absorption 1963

Base Aggregate Impact value IS: 2386 (Part 4) - 40

course 1963
Flakiness Index IS: 2386 (Part 1) - 30
1963
Moisture or water IS: 2386 (Part 3) - 03
absorption 1963

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 PHYSICAL REQUIREMENTS OF AGGREGATES FOR SUB-
BASE, BASE COURSE AND BITUMINOUS SURFACING
LAYERS (As per Rural Roads Manual)
Bituminou Los Angeles abrasion IS: 2386 (Part 4) - 40
s value 1963
Surfacing Aggregate Impact value IS: 2386 (Part 4) - 30
1963

Combined Flakiness and IS: 2386 (Part 1) - 35

Elongation Index 1963

Stripping value IS: 6241- 1971 15

Soundness Loss with IS: 2386 (Part 5) 12

Sodium Sulphate (5 1963
cycles) 18
Loss with Magnesium
Sulphate (5 cycles)

Water absorption IS:2386 (Part 3) 02

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Soundness test
Study the resistance of aggregates to weathering action
by conducting accelerated weathering test cycles
Weathering action due to wet-dry/ or freeze thaw cycle
in a laboratory the

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