Part-A

a. i. Width of vehicle
ii. Minimum side clearance
b. State highway
c. Traffic volume: It is the number of vehicles moving in a specified
direction on a given lane during specified unit time. It is expressed as
vehicles per hour or vehicles per day.
Traffic density: It is the number of vehicles occupying a unit length of
lane at a given instant. It is expressed in vehicles per km.
d. i. Chamber
ii. Width of carriageway
iii. kerbs
iv. Road margins
v. Sight distance
vi. Shoulders
e. Bitumen must form a thin film around the aggregates, which improves
interlocking of aggregate and binder mixes. Repeated deformation and
recoveries occur due to continuous traffic, the bitumen which does not
have ductility would crack and cause pervious pavement.
f. Abrasion is the rubbing action between two dissimilar materials. Los
angeles abrasion test can be performed to determine abrasion value.
g. i. Design wheel load
Maximum wheel load, contact pressure, repetition of loads and
equivalent single wheel laods.
ii. Subgrade soil
iii. Climatic factors.
iv. Environmental factors
v. Special factors
h. The main objective of providing chamber is to drain off rain water from
the road surface.
i. i. Crushing test
ii. Abrasion test
iii. Impact test
iv. Specific gravity
v. Shape test Flakiness index, Elongation index

vi. Soundness test

j. When sharp horizontal curve is to be introduced on a road which has
already the maximum permissible gradient, then the gradient should
be decreased to compensate for the loss of tractive effort due to the
curve. This reduction in gradient at the horizontal curve is called grade
compensation.
30+ R
Grade compensation =
percent
R

Part B
Unit-1

1. a. What is Indian Road Congress? What are its functions?

Discuss about classification of roads.
FUNCTIONS - 4MARKS
CLASSIFICATION OF ROADS - 4MARKS
As per recommendations of Jayakar committee Indian Road Congress
(IRC) a semi official technical body was formed in the year 1934.
Functions of IRC:
1. To recommend standard specifications on materials, design and
construction of roads and bridges.
2. It advices regarding education, experiment and research
connected with roads.
3. It played major role in the formulation of 20year road plans.
4.
IRC publishes journals, research publications, standard
guidelines
5. It holds periodical meetings to discuss technical matters
regarding roads.
Classification of roads:
Nagpur road plan classified the roads in India based on location and
function into following five types:

National highways: They are main highways running through the

length and breadth of India connecting major ports, foreign
highways, capitals of large states and large industrial and tourist
centers including roads required for strategic movements. All the
national highways are assigned the respective numbers.
State highways: They are the arterial roads of a state, connecting
up with the national highways of adjacent states, district head
quarters and important cities within the state. They also serve as
main arteries to and from district roads.
Major district roads: Important roads with in a district serving
areas of production and markets, connecting those with each other
or with the major highways.
Other district roads: Roads serving rural areas of production and
providing them with outlet to market centers or other important
roads like MDR or SH.
Village roads: They are roads connecting villages or group of
villages with each other or to the nearest road of a higher category
like ODR or MDR

b. Explain super elevation. What are the factors on which the design
of super elevation depends?
DEFINITION - 1MARK
EXPLANATION - 4MARKS
FACTORS - 2MARKS
Super-elevation is the transverse slope provided at horizontal curve to
counteract the centrifugal force, by raising the outer edge of the pavement
with respect to the inner edge, throughout the length of the horizontal curve.
When the outer edge is raised, a component of the curve weight will be
complimented in counteracting the effect of centrifugal force. In order to find
out how much this raising should be, the following analysis may be done. The
forces acting on a vehicle while taking a horizontal curve with superelevation
is shown in figure

Forces acting on a vehicle on horizontal curve of radius R mts at a speed

of v, m/sec2 are:
P the centrifugal force acting horizontally out-wards through the center of
gravity,
W the weight of the vehicle acting down-wards through the center of
gravity, and F the friction force between the wheels and the pavement, along
the surface inward.

At equilibrium, by resolving the forces parallel to the surface of the

pavement we get,

where W is the weight of the vehicle, P is the centrifugal force, f is the

coefficient of friction, is the transverse slope due to superelevation.
Dividing by W cos , we get:

(1
)
We have already derived an expression for P/W. By substituting this in
equation 1, we get:
(2
)
This is an exact expression for superelevation. But normally, f=0.15 and
<4, 1-f tan 1 and for small , tan sin = E/B = e , then
equation 2 becomes:
(3
)
where, e is the rate of super elevation, f the coefficient of lateral
friction 0.15, v the speed of the vehicle in m/sec2, R the radius of the curve
in m and g=9.8 m/sec2.

Various factors governing design of super elevation:

1.
2.
3.
4.

Weight of Vehicle (W)

Design speed, kmph.
Radius of curve, mts.
Centrifugal force
5. Friction.

2. A. Briefly describe about highway cross section elements

ANY FOUR COMPONENTS OUT OF 7 = 7MARKS
1. Pavement surface characteristics: For safe and comfortable driving
four aspects of the pavement surface are important; the friction between
the wheels and the pavement surface, smoothness of the road surface,
the light reflection characteristics of the top of pavement surface, and
drainage to water.
a. Friction
b. Unevenness
c. Light reflection
d. Drainage
2. Camber:
Camber is the cross slope provided to raise middle of the road surface in
the transverse direction to drain off rain water from road surface. The
common types of camber are parabolic, straight, or combination.

3. Width of carriage way

Width of the carriage way or the width of the pavement depends on the
width of the traffic lane and number of lanes. Width of a traffic lane
depends on the width of the vehicle and the clearance. require minimum
of lane width of 3.75 m for a single lane road.

4. Kerbs
Kerbs indicate the boundary between the carriage way and the shoulder
or footpaths.
Low or mountable kerbs : This type of kerbs are provided such that
they encourage the traffic to remain in the through traffic lanes and also
allow the driver to enter the shoulder area with little difficulty. The height of
this kerb is about 10 cm above the pavement edge with a slope which allows
the vehicle to climb easily. This is usually provided at medians and
channelization schemes and also helps in longitudinal drainage.
Semi-barrier type kerbs : When the pedestrian traffic is high, these
kerbs are provided. Their height is 15 cm above the pavement edge. This
type of kerb prevents encroachment of parking vehicles, but at acute
emergency it is possible to drive over this kerb with some difficulty.
Barrier type kerbs : They are designed to discourage vehicles from
leaving the pavement. They are provided when there is considerable amount
of pedestrian traffic. They are placed at a height of 20 cm above the
pavement edge with a steep batter.
Submerged kerbs : They are used in rural roads. The kerbs are
provided at pavement edges between the pavement edge and shoulders.
They provide lateral confinement and stability to the pavement.

Figure 1: Different types of kerbs

5. Road margins The portion of the road beyond the carriageway and
on the roadway can be generally called road margins. Various elements
that form the road margins are shoulders, parking lanes, service roads,
footpath etc.,
6. Width of formation
Width of formation or roadway width is the sum of the widths of
pavements or carriage way including separators and shoulders
7. Right of way
Right of way (ROW) or land width is the width of land acquired for the
road, along its alignment. It should be adequate to accommodate all
the cross-sectional elements of the highway and may reasonably
provide for future development.
2.b. Describe about engineering surveys for highway alignment.
EACH SURVEY 2MARKS = 4*2 M= 8MARKS
Engineering Surveys:
a. Map Study
b. Reconnaissance Surveys
c. Preliminary Surveys
d. Location and detailed survey
Map Study:
This is the first step of the Engineering survey, using a topographic
map of the area under consideration, which can be availed from the Survey
of India, we can propose different alternatives of the road alignment. This
topographic map in general has a contour interval of around 30 m to 40 m.
We can get the details of the natural and artificial features of the area using

the topographic map, and accordingly we can suggest a numbers of

alternatives for the road alignment. These routes are further studied in the
Reconnaissance survey.
Reconnaissance Survey: So in the second phase/step a survey team
is headed to the area under study with the minor surveying instruments like
Abney level, Tangent Clinometer etc. to do a rough survey of the area under
study. The rough survey is done along the alternatives proposed in the map
study and feasibility of the road alignment is checked along the different
routes. Some of the routes may be cancelled out or they may be changed if
they appear to impossible in this study. So finally they will have a set of
routes which are to be further studies in the next step.
Preliminary Survey: In this step the alternative routes which are
proposed after a rough survey in the second step are surveyed in details
using some advanced instruments like levels, chain and theodolite. Aerial
Photogrammetry is best suited for this type of survey.
All the necessary details to carry out the comparative study of the
different routes are collected and then finally we have to decide one
alignment best suited for the alignment of the road. Here various details are
found out along the stretches of the routes, which can also be found using
the aerial techniques by taking photographs along the routes and then
further processed to find out the final details of the area.
Different kind of surveys like, Soil investigations, cross sectioning and
profiling, marine surveying, hydrology data collection, bligatory points,
industries and population surveys are necessary along the routes and only
then it is possible to have a fair comparison of the different routes. So finally
one among all of them is chose and drawings are prepared on the sheet
which will show its alignment to be shifted on to the ground.
Location Survey:
In this fourth phase of the Engineering Survey for the highway location,
we have a drawing of the alignment and we have to go through the further
two processes:
(a) Location
(b) Detailed Survey
Location:- Location of the center line of the road is done with very
much precise instrument like Theodolite and Chain using the drawing
prepared or the details gathered in the third step(i.e. Preliminary survey).
This is done by staking the ground with the stakes inserted at the intervals of

50 m to 100 m in the plain area, 50 m to 75 m in the rolling terrain and 30 m

to 50 m in the hills and steep terrain.
Pegs may driven at all the control points. At the curves control points,
starting of the transition curve, starting of the circular curve and terminal of
the circular curve and the terminal of the transition curve the pegs/stakes
are driven into the ground to firmly locate these control points. Bench marks
are located at and interval of 250 m and they are necessarily located at the
sites of the cross drainage works.
Detailed Survey: In this part we have carry out the detailed study of
the final route using some very precise instruments like Theodolite and Chain
to gather all the necessary data for the final estimation, design and
preparing drawings using which the construction can be started. A detailed
project report is to be prepared and all the necessary data is collected to
prepare that report.

Unit-2
3.a. explain the design procedure of thickness of a flexible
pavement by Group Index Method.
DATA REQUIRED: 2M
DESIGN STEPS: 4M
CROSS SECTION: 2M

a. Data required for design:

i. Group index value
ii. Daily volume of commercial vehicles cv/day
b. Design steps:
i. Using Group index design chart for a given group index of soil
subgrade and selecting appropriate traffic curve (thick curve) read the total
thickness of flexible pavement on x-axis. It is denoted as T cm.
ii. Using Group index design chart for a given group index of soil
subgrade and selecting appropriate traffic curve (dotted curve) read the
thickness of base course and surface course on x-axis.
iii. The difference of step1 and step2 will be the thickness of sub base
course.
Cross section

Surface course
Base course
Sub-base course

3.b. what are various tests carried out on bitumen? Briefly

mention the principle and uses of each test.
LIST OF TESTS: 2MARKS
EXPLANATION OF ANY 3 TESTS: 5MARKS
The following tests are usually conducted to evaluate different properties of
bituminous materials.
Penetration test
Ductility test
Softening point test
Viscosity test
Flash and Fire point test

Penetration test:
It measures the hardness or softness of bitumen by measuring the depth in
tenths of a millimeter to which a standard loaded needle will penetrate
vertically in 5 seconds. The penetrometer consists of a needle assembly with
a total weight of 100g and a device for releasing and locking in any position.
The bitumen is softened to a pouring consistency, stirred thoroughly and
poured into containers at a depth at least 15 mm in excess of the expected
penetration. The test should be conducted at a specified temperature of 25 o
C. It may be noted that penetration value is largely influenced by any
inaccuracy with regards to pouring temperature, size of the needle, weight
placed on the needle and the test temperature. A grade of 40/50 bitumen
means the penetration value is in the range 40 to 50 at standard test
conditions. In hot climates, a lower penetration grade is preferred. The Figure
23.4.1 shows a schematic Penetration Test setup.
Ductility test:
Ductility is the property of bitumen that permits it to undergo great
deformation or elongation. Ductility is defined as the distance in cm, to which
a standard sample or briquette of the material will be elongated without
breaking. Dimension of the briquette thus formed is exactly 1 cm square. The
bitumen sample is heated and poured in the mould assembly placed on a
plate. These samples with moulds are cooled in the air and then in water
bath at 27 oC temperature. The excess bitumen is cut and the surface is
leveled using a hot knife. Then the mould with assembly containing sample
is kept in water bath of the ductility machine for about 90 minutes. The sides
of the moulds are removed, the clips are hooked on the machine and the
machine is operated. The distance up to the point of breaking of thread is the
ductility value which is reported in cm.

Softening point test:

Softening point denotes the temperature at which the bitumen attains a
particular degree of softening under the specifications of test. The test is
conducted by using Ring and Ball apparatus. A brass ring containing test
sample of bitumen is suspended in liquid like water or glycerin at a given
temperature. A steel ball is placed upon the bitumen sample and the liquid
medium is heated at a rate of 5 oC per minute. Temperature is noted when
the softened bitumen touches the metal plate which is at a specified
distance below. Generally, higher softening point indicates lower
temperature susceptibility and is preferred in hot climates.
Viscosity test:
Viscosity denotes the fluid property of bituminous material and it is a
measure of resistance to flow. At the application temperature, this
characteristic greatly influences the strength of resulting paving mixes. Low
or high viscosity during compaction or mixing has been observed to result in
lower stability values. At high viscosity, it resist the compactive effort and
thereby resulting mix is heterogeneous, hence low stability values. And at
low viscosity instead of providing a uniform film over aggregates, it will
lubricate the aggregate particles. Orifice type viscometers are used to
indirectly find the viscosity of liquid binders like cutbacks and emulsions. The
viscosity expressed in seconds is the time taken by the 50 ml bitumen
material to pass through the orifice of a cup, under standard test conditions
and specified temperature.
Flash and Fire point test:
At high temperatures depending upon the grades of bitumen materials leave
out volatiles. And these volatiles catch fire which is very hazardous and
therefore it is essential to qualify this temperature for each bitumen grade.
BIS defined the flash point as the temperature at which the vapour of
bitumen momentarily catches fire in the form of flash under specified test
conditions. The fire point is defined as the lowest temperature under
specified test conditions at which the bituminous material gets ignited and
burns.

4.a. Explain CBR and the test procedure for laboratory. How are the
results of the test obtained and interpreted?
APPARATUS DETAILS AND SPECIFICATIONS: 2MARKS
PROCEDURE: 4MARKS

FORMULA: 1MARK
Procedure

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.

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,

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.

4.b.Explain design procedure of thickness of a flexible pavement by

CBR method.
DATA REQUIRED: 2M
DESIGN STEPS: 4M
CROSS SECTION: 2M
a. Data required for design
i.CBR value of soil subgrade
ii. CBR value of sub base course

iii. CBR value of base course

Iv. Wheel load kg.
b. Design Steps:
i. Calculate the total thickness T by using CBR design charts for CBR
value of soil subgrade and selecting the traffic curve read the thickness of
pavement.
ii. Calculate the thickness of sub base course t sb by using CBR design
charts for CBR value of sub base course and corresponding traffic curve read
the thickness of pavement above sub base course denoted as Tsb
tsb = T - Tsb
iii. Calculate the thickness of base course tb by using CBR design charts for
CBR value of base course and corresponding traffic curve read the thickness
of pavement over base course denoted as ts.
tb=Tsb-ts

iv. Cross section

ts
T

Surface course
Base Course
Sub-base course

tb
tsb

Tsb

Unit-3
5a. briefly explain with neat sketches the method of construction of
i. contraction joints ii expansion joints
CONTRACTION JOINT CONSTRUCTION : 3MARKS
FIGURE: 1 MARK
EXPANSION JOINT CONSTRUCTION : 3MARKS
FIGURE : 1 MARK

Contraction joints
I.
II.
III.
IV.
V.

The purpose of the contraction joint is to allow the contraction of the slab
due to change in slab temperature below the construction temperature.
The movement is restricted by the sub-grade friction.
These are provided closer than expansion joints.
Load transfer is provided through physical interlocking of aggregates.
Dowel bars can also be used for added safety.

Expansion joints
I.

II.
III.
IV.

The purpose of the expansion joint is to allow the expansion of the

pavement due to rise in temperature with respect to construction
temperature.
Provided along the longitudinal direction.
Expansion joints also permits contraction of slabs.
As the joints are weakest portions of road, this can be strengthened by
providing dowel bars of varying diameter.

5b. Discuss the possible failures of flexible pavements

EXPLANATION OF ANY 4 FAILURES : 7MARKS
I.
II.
III.
IV.
V.
VI.
VII.
VIII.

Alligator (map) cracking.

Consolidation of pavement layers (Rutting)
Shear failure.
Longitudinal cracking.
Frost heaving.
Lack of binding (keying) to the lower course.
Reflection cracking.
Formation of waves and Corrugations.

Alligator Cracking:
This is the most common type of flexible pavement failure and occurs
due to relative movement of pavement layer materials.
This may be caused by repeated application of heavy wheel loads
resulting in fatigue failure or due to moisture vibrations resulting in
swelling and shrinkage of subgrade and other pavement materials.
Weakness in underlying course also causes a cracking of surface
course.

Consolidation of Pavement layers (Rutting):

Ruts are mainly formed due to consolidation of one or more layers of
pavement.
Repeated application of loads along the same wheel path cause
deformation resulting in consolidation deformation or longitudinal ruts.
Shallow ruts on surface course can also be caused due to wearing
along wheel path.
Depending on depth and width of ruts, it can be estimated whether the
consolidation deformation has been caused in subgrade or in
subsequent layers.

Shear failure and cracking:

Shear failures are caused due to inherent weakness of pavement
mixtures and shearing resistance being low due to inadequate stability
or excessive heavy loading.
Shear failure causes upheaval of pavement materials by forming a
fracture or cracking.

Longitudinal Cracking:
Due to frost action and differential volume changes in subgrade
longitudinal cracking is caused in pavement traversing the full
pavement thickness.

Settlement of fill and sliding of side slopes also would cause

longitudinal cracking.
Frost heaving:
Frost heaving is often misunderstood with shear or other types of
failures.
In shear failure, the upheavel of portion of pavement is followed with a
depression. In this case, there is mostly a localized heaving-up
pavement portion depending upon ground water and climatic
conditions.

Lack of binding with lower layers:

Slipping occurs when surface course is not keyed/bonded with the
underlying base. This results in opening up and loss of pavement
materials forming patches or pot holes.
This will occur when bituminous surfacing is provided over existing
concrete base course or soil-cement base course.
This can be caused when there is lack of prime/tack coat in between
two layers.

Reflection Cracking:
This type of failure is observed when bituminous overlays provided
over existing concrete pavements.
The crack pattern as existing cement concrete pavements are mostly
reflected on bituminous surfacing in the same pattern.
These allow surface water to seep through and cause damage to the
soil subgrade or result in mud pumping.
6a. Explain about the materials and construction procedure of
cement concrete pavements
MATERIALS USED: 2MARKS

STEPS IN CONSTRUCTION: 8MARKS

Materials used:
Cement: Ordinary Portland cement and High Strength Ordinary Portland
Cement are most widely used for concrete pavements.
Aggregates: There are two types of Aggregates are used during
construction of road i.e. Fine and Coarse Aggregate depending on
requirements. Maximum size of aggregate should not exceed 1/4th of the
pavement slab thickness.
Water: Water used in mixing or curing of concrete shall be clean and free
from injurious amounts of oil, salt, acid, vegetable matter or other
substances harmful to the finished concrete. Potable waters are generally
considered satisfactory for mixing or curing.
Concrete pavements can be constructed using two different methods:
Alternate Bay method: In alternate bay method, concrete pavement
slab are laid on whole width of pavement in alternate bays.
Continuous bay method: In continuous bay method, concrete
pavement slabs are laid continuously only on one bay and another bay is
open for the traffic.
Generally the second method of continuous bay, is preferred over alternate
bay method because, traffic movement is allowed while it is restricted in the
first. Also, the alternate empty spaces invite the rainwater collection and
create in-convenience to the construction work.
Steps in constructions:
1) Preparation of base
2) Form work
3) Material mix & placing
4) Compaction
5) Finishing of surface
a. Floating
b. Belting
c. Brooming
6) Curing
7) Joint filling
8) Edging
9) Open to traffic

Preparation of base

o Rolling on sub grade by roller

o Filling the granular soil in the weak part and pot holes
o Correct the soil coat , Camber , longitudinal slop
Form work
o Wooden sheets, battens, plywood, fibre hard board, steel plates
o Before using form work, it should free from all type material like as
dust ,cement.
o To placing the concrete in appropriate depth used 2.5-5cm thick
and 3mtr long wooden sheeting
Material mix and placing
o Mixer is equipment that mix the concrete using distinct amount of
cement , concrete, sand and water. Concrete slab should have
more than 5-10cm thick cause of drying.
Used two type mixerBatch mixerat site, used for small road construction
Continuous mixer- Continuous mixer used for large construction, if
distance is more from site , mix concrete transported at site within
setting time
Compaction
o Purpose of compaction is that to pull out air from void and make
concrete harden.
o Compaction done by1 . Mechanically surface vibrator
2. Manually hand tempers
Finishing
o Floating- For levelling the surface use floating, scree-ding , power
trowel. So that there is no acceptable more than 3mm variation in
concrete level surface.
o Belting- For making surface clean used belting process. Belt is
nothing but a 15-30cm thick sheets of canvass which have more
length than road.
o Brooming- Brooming is the process in which we made rough
surface parallel to road by brush. It useful in avoiding slip &
comfortable travelling on road, the depth of line on road no more
than 1.5mm.

Curing: curing process done till 14-28days.

o Some method of curing are- Shading concrete works, Covering
with hessian & gunny bags, Sprinkling of water, By ponding,
Membrane curing, Steam curing

Joint filling: After drying road, clean the joints and fill the shelling
compound or hot bitumen, also bitumen fill road bank.
Edging: To protect damaging the sides of concrete pavements used
over burnt brick work. In place of brick, provided kerb of pre mix
concrete.
Open to traffic: Generally after a month, road should be open to traffic.
If used rapid hardening cements it take 7 days to open traffic.

6b. Outline the maintenance requirements in WBM roads

PROCEDURE 5MARKS
Various maintenance operations are:
I. Routine maintenance
II.
Periodic maintenance
III. Special maintenance
Procedure of maintenance:
1) WBM roads are damaged rapidly due to heavy mixed traffic and
adverse climatic conditions.
2) In dry weather dust is formed and during rains mud is formed.
3) Steel tyred bullock carts cause severe wear and tear to WBM surface.
4) The fast moving vehicles raise dust in dry weather and curm-up mud in
wet conditions.
5) Due to combined effects of traffic and rain water washing away of soil
binder from the surface, stone aggregates protrude out or get loose on
the surface layer.
6) Pot holes and ruts are also formed in localized spots of WBM roads.
7) To prevent aggregate from getting loosened from the surface course, it
is necessary to replace the soil binder periodically. This can be done by
spreading a thin layer of moist soil binder on the surface as a part of
periodic maintenance, particularly after monsoons.
8) Dust nuissance can be effectively prevented by providing bituminous
surface dressing course over WBM pavement. Temporary measures like
spraying of dust palliatives can be done.
9) Pot holes and ruts formed should be patched.
10)
Patch repair work is carried out by first cutting out a rectangular
shape of the defective area to remove the stone up to the affected
depth.
11)
After that coarse aggregates of same size are filled up and
compacted well by ramming such that the patched area is bout 1cm
above the general pavement surface.

12)
This allows further compaction of this portion under traffic. Wet
soil binder is applied on the surface of the patched area to fill up the
voids and the surface is rammed again.
13)
After the period of useful life of the WBM road or when the layer
fails extensively, a resurfacing should be done.
14)
If the thickness requirement of the old road was inadequate, the
thickness of the WBM pavement is increased during the resurfacing.

Unit-iv
7a. With a diagram, explain the working of Benkelman beam for
measurement of pavement deflection.
FIGURES : 3MARKS
PROCEDURE: 6MARKS
FORMULA: 1MARK

Principle of Benkelman beam method:

A well compacted pavement section deforms elastically under each wheel
load application such that when the load moves away, there is an elastic
recovery or rebound deflection of the deformed pavement surface.
Procedure:

The loading points are marked from the pavement edge of 0.9mts if
the width of pavement is 3.5mts.

A minimum of 10 deflection points can be taken on each side of the

pavement.
The dual wheel of the truck is centered above the mark
The probe of the benkelman beam is placed between the dual tyres at

the marked position

Dial gauge is set at 1 cm.
Initial reading (Do) is recorded when rate of deformation is less than or

equal to .025 mm/min

Truck is slowly driven (at speed 8-10 m/s appr.) at a distance of 2.7 m.

and stopped.
Intermediate reading (Di) is recorded.
Truck is driven forward a further 9 m.
Final reading (Df) is recorded.
Pavement temperature is recorded atleast once in each hour.
Tyre pressure is checked at 2-3 hrs intervals during a day.
The temperatures of the pavement surface are recorded at intervals of

one hour during the study.

If Di Df 2.5 divisions of the dial guage or 0.025mm,
D = 2(Do-Df) divisions of 0.01 mm units = 0.02 (Do Df) mm
If Di Df 2.5 division, this indicates that correction is needed for the
vertical movement of the front legs, therefore D = 2 (Do Df) + 2K (Di-

Df)
K is to be determined for every make of the Benkelman beam and is
given by the relation
K =(3d-2e)/f
d = distance between the bearing of the beam and the rear adjusting
leg
e = distance between the dial guage and rear adjusting leg
f = distance between the front leg and rear legs.

7b. write short notes on functional evaluation of pavements by

unevenness index
DEFINITION: 1MARK
EQUIPMENT USED : 1MARK
DISCUSSION : 3MARKS
Any structure that is built will deteriorate with time when it is subjected to
loads and various climatic factors so all structures including pavements will

deteriorate with time. So it is necessary that pavements have to be

evaluated occasionally, periodically to assess their structural, functional
condition and also to assess the remaining life of the pavement and how
much more time the pavement can serve the users satisfactorily.
Functional performance is the ability of the pavement to provide
comfortable, safe, economical riding surface to the users. If the pavement is
in a position to give satisfactory service to the road user in terms of safe
comfortable ride the pavement continues to be in a functionally acceptable
condition. The functional performance can be measured in terms of the
present serviceability index, in terms of roughness, in terms of skid
resistance.
Surface

condition

of

flexible

pavement

may

be

evaluated

by

unevenness, ruts, patches and cracks. Surface conditions of rigid pavements

are assessed by the cracks developed, faulty joints which affect the riding
quality of pavement.
Pavement unevenness are measured by using unevenness integrator or
bump integrator, profilograph, MERLIN cycle, profilometer or roughometer. It
is measured in cm/km length of road.
If Unevenness index is below 95 cm/km then the pavement is set to have
excellent riding quality and if the index is above 240 cm/km then it is said
that the pavement is very poor.

8. Describe the construction procedure of roads in black cotton soils

and water logged areas.
WATER LOGGED AREAS STEPS 8 MARKS
BLACK COTTON SOILS STEPS 7MARKS
Construction of roads in water logged areas:
When the subgrade is subjected to soaking condition due to high subsoil
water and capillary rise, the area is considered as water logged. When the

problem of water logging is there following methods are adopted for

construction of roads:

Depressing the subsurface water level by suitable drainage system.

Raising the road level by constructing embankment
Providing a capillary cut off to arrest the capillary rise of water.
Providing sufficient pavement thickness in view of the subgrade
condition.
Providing vertical sand drains at suitable spacing and horizontal sand
blanket at the top to ensure rapid drainage of water from the
foundation soil.
When flooding is for prolonged periods, the road surface may be
provided with cement or bituminous concrete pavement and when
traffic is light, a bituminous surface with seal coat may be sufficient.

Construction of roads in black cotton soils:

Black cotton soils exhibit higher affinity towards water and has higher
liquid limit, higher shrinkage characteristics, lower density and
strength (CBR, bearing capacity)
Due to the poor properties of black cotton soil, it is not possible to use
black cotton soil directly for pavement construction.
The properties can be enhanced using various stabilization techniques,
by mixing with cement, lime, flyash, bitumen etc., depends on site
conditions and types of soil.
Fly ash embankments can be constructed; due to its cementatious
properties it will provide strength to foundation.
Cement, lime and other chemical admixtures can be mixed with black
cotton soil to improve its strength and various engineering properties.
After mixing, spreading can be done and compaction has to be carried
out up to desirable density as per specifications.