--

Indian Roads Congress

Special PubUcation 17

RECOMMENDATIONS
ABOUT OVERLAYS
ON CEMENT
CONCRETE
PAVEMENTS

<< New Deth~ ~977

 Indian Roads Congress
Special Publication 17

RECOMMENDATIONS
ABOUT OVERLAYS
ON CEMENT
CONCRETE
PAVEMENTS

Published by the Indian Roads Congress

Copies can be had by V.P.P. from the Secretary, Indian

Roads Congress, Jamnagar House, Shahjahan Road,
New De/hi-liGOll

NEW DELHI 1977 Price Rs

(plus packing & postage)

<<
 Published in April, 1977

(The Rights of Publication and Translation are reserwd)

Edited and Published by P.C. Bhasin, Secretary, Indian Roads Congress,

<< New Delhi, Printed at PRINTAID, New Delhi
 CONTENTS

Page
1. Introduction I

2. Information about Overlay Works on Cement

Concrete Pavements in India 3

3. Inspection of Selected Overlay Works by

the I.R.C. Working Group 4

4. Recommendations about Overlays on Cement

Concrete Pavements 12

5. Suggestions for Further Work 17

ANNEXURES

I. Details of Overlay Works collected

by the Working Group during the
Year 1971 19

II. Details of Overlay Works inspected

by the Working Group during the
Year 1971 25

<<
 MEMBERS OF THE SPECIFICATIONS & STANDARDS COMMITFEE
1. J.S.Marya Director General (Road Development) & Addl. Secretary
(Chairman) to the Govt. of India, Ministry of Shipping & Transport
2. R.P. Sikka Superintending Engineer (Stdsj, Ministry of Shipping &
(Member-Secretary) Transport
3. R.C. Arora Road Engineer, Hindustan Petroleum Corporation Ltd.
4. Qazi Mohd. Afzal Development Commissioner, Jammu & Kashmir
5. Maj. Geni. V.V. Bhide Director General, Border Roads Organisation
6. M.K. Chatterjee Chief Engineer, Calcutta Improvement Trust
7. E.C. Chandrasekharan Chief Engineer (National Highways), Tamil Nadu
8. M.G. Dandavate Engineer, Concrete Association of India
9. Dr. M.P. Dhir Head, Roads Division, Central Road Research
Institute
10. J. Datt Chief Engineer, C.A.I. (Reid.), Greater Kailash, New
Delhi-I 10048
11. Dr. R.K. Ghosh Head, Rigid Pavements Division, Central Road Research
Institute
12. BR. Govind Director of Design, Engineer-in-Chief Branch AHQ
13. IC. Gupta Chief Engineer, P.W.D., B & R, Haryana
14. Dr. V.N. Gunaji Chief Engineer (H) & Joint Secretary, Maharashtra PW&H
Department
15. S.A. Hoda Project Manager-cum-Managing Director, Bihar State
Bridge Construction Corporation Ltd
16. M.B. Jayawant Synthetic Asphalts, 13 Kant Wadi Road,
Bombay-400050
17. D.R. Kohli Bitumen & Consumer Manager, Bharat Refineries Ltd.
18. P.K. Lauria Superintending Engineer & Technical Assistant to Chief
Engineer, P.W.D., B & R, Rajasthan
19. H.C. Malhotra Chief Engineer (S), P.W.D., Himachal Pradesh
20. 0. Muthachen Poomkavil House, Punalur P.O. (Kerala).
21. K.K. Nambiar Chief Engineer, Cement Service Bureau, Alwarpet,
Madras-18
22. K. Sundar Naik Chief Engineer, C & B, P.W.D., Karnataka
23. T.K. Natarajan Head, Soil Mechanics Division, Central Road Rest.arch
Institute
24. M.D. Patel Secretary & Chief Engineer to the Govt. of Gujarat.
P.W.D.
25. Satish Prasad Manager, Indian Oil Corporation Ltd.
26. S.K. Samaddar Engineer-in-Chief & Ex-officio Secretary to the Govt. of
West Bengal, P.W.D.
27. Dr. O.S. Sahgal Principal, Punjab Engineering College, Chandigarh
28. N. Sen Chief Engineer (Roads), Ministry of Shipping &
Transport
29. Dr. N.S. Srinivasan Head, Traffic & Transportation Division, Central Road
Research Institute
30. D. Ajitha Simha Director, (Civil Engineering), Indian Standards.
Institution
31. Dr. Bh. Subbaraju Director, Central Road Research Institute
32. C.G. Swaminathan Deputy Director, Central Road Research Institute
33. S.N. Sinha 49-B, Sri Krishna Pun, Patna
34. Miss P.K. Thressia Chief Engineer & Ex-officio AddI. Secretary, P.W.D.~
Kerala
35. The Director Highways Research Station, Madras
(Prof. G.M. Andavan)

<<
 1. INTRODUCTION

LI. Subsequent to 1963, when the first I.R.C. recommendations

on overlays were issued, a fair amount of experimental and other re-
gular overlay construction of flexible and rigid type has been done
in different parts of the country. Major overlays on roads have been
laid in Maharashtra, U.P., Andhra Pradesh, Tamil Nadu, Karnataka
and Kerala. Some overlay works have also been done in Gujarat on
roads and by C.P.W.D. and M.E.S. on airfields. Therefore, the
Cement Concrete Road Surfacing Committee of I.R.C.. in their third
meeting held at Madras in December 1970 set up a Working Group
on Overlays on Cement Concrete Pavements, with the following per-
sonnel, for the purpose of collecting construction and performance
data of overlay works on all-India basis, making assessment of typi-
cal overlay works and preparing a report thereon, to suggest revision,
if any, of the earlier recommendations on overlays made by the Ad
hoc Committee of the Indian Roads Congress on overlays set up in
November, 1963:
AR. Satyanarayana Rao ... Convenor
Dr. R.K. Ghosh ... Member-Secretary
C.I..N. Iyengar ... Member
M.D.Kale
Mahabir Prasad
MR. Malya
R.P. Sikka

1 .2. As overlays of similar specifications in different parts of

the country were known to have behaved differently, the Working
Group selectively inspected overlay works in Andhra Pradesh, U. P.,
and Maharashtra and assessed their performance. In assessing the
performance and proposing revision of the existing recommendations,
besides the specifications and mode of construction adopted for the
overlay, the effect of existing slab condition,trafflc, rainfall, drainage,
temperature variation, sub-soil, base and sub-base conditions, and
shoulder treatment was kept in view. The assessment was made by
visual observation of the stretches and noting the surface condition
of the overlay (cracks, patches, ruts and other depressions, spahling,
ravelling, tendency to skidding, etc.). Repairs, if already carried out
on the overlay, and their frequency were also noted.
<<
 2

1.3. The report including the recommendations was approved

and recommended for publication as an I.R.C. document by the
Cement Concrete Road Surfacing Committee (personnel given below):

K.K. Nambiar ... Convenor

Dr. R.K. Ghosh ... Member-Secretary

MEMBERS

D.C. Chaturvedi K.C. Mittal

Dr. M.P. Dhir N.L. Patel
Brig. Gobindar Singh P.S. Sandhawalia
C.L.N. Iyengar A.R. Satyanarayana Rao
P.J. Jagus S.B.P. Sinha
M.D. Kale N. Sivaguru
Brig. R.K. Kaira Dr. H.C. Visvesvaraya
Dr. S.K. Khanna Director General (Road Dev.)

The report was processed by the Specifications & Standards

Committee in their nieeting held on the 22nd August, 1976 subject
to certain modifications which on the authorisation of the Commit-
tee, were carried out jointly by Dr. R.K. Ghosh, Dr. M.P. Dhir and
Shri R.P. Sikka. This report was subsequently approved by the
Executive Committee in their meeting held on the 18th November
1976 and the Council in their 88th meeting held at Bhopal on the
4th December 1976 for being brought out as a Special Publication
of the Indian Roads Congress.

1.4. The following abbreviations have been used in this report

to designate the different types of flexible layers used in overlay con-
struction, either singly or in conjunction with one another:

W.B.M. : Water Bound Macadam

B.U.S.G. : Built-Up Spray Grout
B.M. : Bituminous Macadam
A.C. : Asphaltic Concrete
P.S.C. : Premix with Seal Coat

Wherever these, and other pavement layers are referred to in the

recommendations of the Working Group given in para 4 for adoption
in overlay work, these should comply with the relevant IRC
Specifications
<<
 3
2. INFORMATION ABOUT OVERLAY WORKS ON CEMENT CONCRETE
PAVEMENTS IN INDIA
2.1. A questionnaire on overlays to include the different
aspects of information was issued to State PWDs., C.P.W,D., Research
Institutes, Border Roads Organisation, selected Municipal Corpora-
tions and M.E.S. The response to the questionnaire was very
encouraging.
2.2. Information on overlay works (excluding those inspected
by the Working Group) received from the different States, Union
Territories and Organisations, is summarised in Annexure I. This
covers Gujarat, Kerala, Karnataka and Tamil Nadu and parily U.P.
and Maharashtra. ‘Nil’ reports were received from Punjab, Bihar,
Hiniachal Pradesh, Orissa, J. & K., West Bengal, Rajasthan, Megha-
laya, Union Territories of Goa, Daman & Din, Delhi, Chandigarh
and Arunachal Pradesh and Border Roads Organ isation.
2.3. The salient points emanating from the reports of Gujarat,
Kerala, Karnataka, Tamil Nadu and Maharashtra are:
(I) In case of Gujarat, only 2 cm premix carpet was tried as
a maintenance measure for distressed cement concrete pavements of
10-11 cm thickness with a view to improving their riding quality.This
treatment was found to be unsatisfactory. Where the subgrade was
black cotton soil, the life of such carpet was found to be very short
and premix needed replacement every 2 years. The Gujarat P.W.D.
felt that the correct specification for flexible overlay would be
7.5 cm B.M. under 4 cm A.C. surfacing.
(2) In Kerala also, 2 cm premix carpet was tried over thick-
ened edge cement concrete pavement of 10 cm—7.5 cm—lO cm
thickness on N.H. 47. As this measure did not serve the desired
purpose, and very soon there was widespread reflection cracking, a
subsequent treatment of 5 cm Shelcrete with seal coat was adopted.
Performance of the second treatment (about 1~years old at the time
of gathering the information) was reported to be satisfactory.
(3) Karnataka adopted flexible overlay of 7.5—11 cm thick-
ness consisting of Shelmacadam and Shelcrete, over the distressed
163 km cement concrete stretch of Karwar-Hubli road. The thick-
ness of the concrete pavement was 10cm and it was laid in 1953-54.
The overlay performance was reported to be satisfactory after 6
years
<< of service.
 4

(4) In case of Tamil Nadu, 5—7.5 cm thick flexible overlays

of either bitumen coated macadam or asphaltic concrete were
adopted on about 48 km of old cement concrete pavement in
varying degrees of distress. The performance was reported to be
good. The age of the overlays was 2-6 years.

(5) In Bombay, many of the city roads had lean cement

concrete bases which were given either flexible or rigid overlays. For
example, on Annie Besant road, the first flexible overlay of 9cm
asphaltic concrete was laid in 1948-50. This performed satisfactorily
for about 10 years. The second overlay of 10 cm B.M. (2 layers)
4 cm A.C. was laid in 1971. Similarly, on Marine Drive, Jacob
Circle, Crawford Market Junction, King’s Circle etc. fully and
partially bonded rigid overlays of 6-20 cm thickness with and without
reinforcement were laid 6-10 years back. The performance of all
these overlays was reported to be fair to good.
On some roads in other parts of Maharashtra, because of
very heavy rainfall, weak subgrade. unfavourable drainage condition
and delay in adopting suitable strengthening measures, the concrete
pavement of inadequate thickness was very badly cracked and had
rocking. In such cases, the residual strength of the concrete pave-
ment could not be utilised by providing overlay thereon and the
slabs were broken up fully.

3. INSPECTION OF SELECTED OVERLAY WORKS BY THE I.R.C.

WORKING GROUP

3.1. During 1971, the Working Group inspected the following

overlay works of both flexible and rigid type in Andhra Pradesh,
U.P. and Maharashtra.
(1) Andhra Pradesh
N.H. 7
On N.H. 7, Hyderabad—Nagpur road section, different all-
bituminous experimental overlays as well as granular layers under
bituminous wearing courses were laid in km 18—18.8 over 10 cm
thick old cement concrete pavement. The overlays were about 8
years old. The traffic intensity was reported to be about 1250 corn-
mercial vehicles per day. The rainfall in the area was about 50 cm
annually. The sub-grade was sandy soil and there was good natural
<<
 5

drainage in the area. The annual air temperature variation was

high, being of the order of 25°C. In general, the overlays of different
specifications were in fair to very good condition. It was repor-
ted that no repairs were conducted on the overlays. Detailed parti-
culars arc given in Annexure 2.
The Working Group findings (limited to this inspection) were:
(1) A minimum thickness of 10 cm was necessary for all-bituminous flexible
overlays.
(ii) For flexible overlay composed of granular layer under thin bituminous
wearing course, a minimum of 15 cm for the granular layer was
necessary.
(iii) If 2 cm premix with seal coat was adopted as wearing course, the
renewal of the seal coat should be done at least every 5 years.
(iv) 4 cm asphaltic concrete was found to have performed better than 2 cm
premix with seal coat as wearing course.
(v) Meticulous sealing of cracks, and filling of depressions in the existing
cement concrete pavement before laying an overlay improved the over-
lay performance.

(2) Uttar Pradesh

(a) G. T. Road (around Kanpur)
On km 1005-1007 km 996-999 and km 995-997 of G.T. road,
both flexible and rigid overlays were laid. Old cement concrete
slabs were 10 cm thick in km 1006-1007 and km 996-998 and
7.5-6.5-7.5 cm in km 998-999. The slabs were 25-34 years old.
The traffic intensity was 800-1000 commercial vehicles per day.
In total, 27 overlay specifications, mostly of the flexible type,
were tried out. In the flexible type, both all-bituminous overlays
as well as granular layers under bituminous wearing course were
adopted. The rigid overlay was of fully bonded type and the
bonding medium used was epoxy resin formulation in one case and
cement sand slurry in the other. The age of the overlays varied
between 2 and 5~years. These overlays were laid as experimental
lengths and their performance was fair to very good.

(b) Kanpur-Hamirpur Road

Experimental flexible overlays were also laid in km 12-16 of
Kanpur-Hamirpur road over 9 cm thick cement concrete slabs
<<
 6

25—27 years old. Twenty one specifications were tried out. The
traffic intensity was about 340 commercial vehicles per day.
The overlays were 3-4 years old and the performance ranged from
good to very good.

(c) G. T. Road (Ghaziabad-Bulandshahar Section)

Km 1310—1392 of G.T. Road between Uhaziabad and Buland-
shahar were overlaid with different flexible specifications of W.B.M.
(with stone ballast), W.B.M. (with brick ballast), built-up spray
grout (B.U.S.G.) and B.M. under 2-2.5 cm premix carpet. The overlay
thickness varied between 9 and 26 cm. In some of the stretches,
the top course was provided after a gap of 9—11 years. The slab
thickness was Ii cm. The age of the top course varied from Ito 7
years in case of overlays having more than 15 cm thickness. In one
length, there was 7.5—9 cm thick W.B.M. with surface dressing at
the top. This length, laid some 12 years back, failed badly. Sec-
tions having overlay thickness of 15 cm or more performed very well
under traffic of 1000—1500 commercial vehicles per day.

(d) N.H. 24 (Hapur-Garhmukteshwar Section)

On Hapur-Garhmukteshwar Section of N.H. 24, there was an
experimental rigid overlay (km 67.9—68.1) of fully bonded type. The
old cement concrete pavement was 7.5—9 cm thick and was either
sound or showed initial cracking near slab corners and edges. The
concrete slabs were washed with detergent solution, treated with
dilute HCI and subsequently flushed clean with water. Cement
sand slurry was used as bonding medium. The thickness of cement
concrete overlay was 10 cm. In one portion, about 3.5 kg per
sq. m. of mild steel reinforcement was provided. The traffic was
about 700—1000 commercial vehicles per day. The overlay was
more than 10 years old. At this stage, the condition of the overlay
was such that some portion had cracked moderately, while the
rest was sound. Cracking in the overlay by and large related to
the condition of the existing concrete pavement. Mild steel rein-
forcement was found to have a salutary effect on prevention of
crack-widening.

(e) G.T. Road (km 1300-1301 near Aligarh)

The Section was visited by two members of the Working
<<
 7

Group, subsequent to the main inspection in U.P. The single—lane

3.6 m wide old concrete pavement of 7.5 cm thickness, laid in
1944-45 was overlaid with different experimental specifications of
flexible overlay in 1965. At the time of overlaying, concrete slabs
were in varying degree of distress, including some apparently sound
slabs as well.

The overlay specifications used were of three broad types

(i) Allgranular Consisting of WBM with two coat surface dressing

(SD) or premix with seal coat (PSC).
(ii) omposile Consisting of partly WBM and partly (a) bituminous
macadam (BM) with PSCjashaltic concrete (AC)
or (b) AC.

(iii) il/i bituminous Consisting of BM and/or AC.

The overall thickness of different specifications ranged from

about 5 to 22.5 cm. A lack coat was given over the existing concrete
slabs before overlaying—at the rate of 9.1 kg per 10 m2 in case of
WBM and 6.8 kg per 10 m2 in case of BM or AC, as the first layer
immediately above the slab. In case of all-bituminous overlays,
use of expanded metal mesh at the rate of about 5.0 kg per m2 was
also tried on a few slabs. The overlays with two coat surface dressing
were given a renewal coat in 1968 after about 3 years of
construction.

The test track carried a daily traffic of about 1000

commercial vehicles in 1966, which rose to about 1400 commercial
vehicles per day by 1971.

At the tinie of the visit, the different sections of the test track
were in different conditions, some having stood quite well, while
the others showed such distress as reflection cracking, ravelling, pot
holes etc.

The subgrade in all the lengths had low plasticity soil with
P1 ranging between 4— 14. Drainage was good and there was no
evidence of mud pumping anywhere. The water table was at a
depth of more than 3 rn. The annual rainfall was about 80 cm
and air temperature variation very high, being around 40°C. The
particulars are given in Annexure 2.
<<
 8

The Working Group findings (limited to this inspection)

were
(i) A minimum of 15 cm granular layer under thin bituminous wearing
course such as 2 cm premix with seal coat or 10 cm all-bituminous
layer was necessary for flexible overlays in areas where the soil was of
low plasticity, base course satisfactory, drainage condition satisfac-
tory and rainfall of medium intensity (40—125 cm annually).
(ii) The following was generally agreed to in respect offlexible overlay:
(I) Slabs moderately to badly cracked
Where the traffic was 1000 commercial vehicles per day and above,
7.5 cm B.M. + 2.5 cm AC., or 15 cm granular layer + 2.5 cm A.C.
was required. Where traffic was less than 1000 commercial vehicles
pcr day, 7.5 cm B.M.+2 cm premix with seal coat, or 15cm granular
layer + 2cm premix with sealcoat was necessary.
Note: (a) 15 cm granular layer could be either wholly W.B.M., 7.5cm
W.BM. + 7.5 cm B.U.S.G., or wholly B.U S.G.
(b) The seal coat for the premix should be renewed at least every
5 years.
(II) Slabs very badly cracked (alligator type of cracking)
Steps should first be taken to prevent rocking, if any, by mud-jacking
or other means. All cracks should be sealed properly with suitable
bituminous materials.
This should be followed by placement ofcoated macadam (about
2.5 to 3 per cent bitumen) of required thickness with 5 cm as levelling
course. The overlay specifications to be adopted over the levelling
course should be the same as those for (I).
(III) Unless subgrade was poor, where there was pumping of the base
course under the slabs andfor the slabs were rocking and could not
be treated to prevent rocking, the slabs should not be broken into
pieces but their residual strength utilised to the fullest extent by
overlaying them.
(lY) Where W.B.M. as granular overlay was directly laid over the existing
concrete slabs, either a bituminous tack coat or 1 cm layer of non-
plastic soil should be incorporated in between to enable rolling and
proper compaction of the W.B.M.
(iii) The following was generally agreed to in respect of rigid overlay
(I) Fully bonded rigid overlay with conventional acid-etching treat-
ment and cement-sand slurry as bonding medium might be adopted
where the existing cement concrete pavement was almost sound.
(II) On slabs in different degrees of cracking, if rigid overlay was to be
adopted, it should be either partially bonded or unbonded and
designed accordingly. Partially bonded rigid overlay came in
<<
 9
question only when the slabs were not cracked beyond moderate
level.
(3) Maharashtra
(a) N.!!. 3 (Boinbay-Agra Section)
This section (km 38—181) was composed of 12.5 cm thick
cement concrete slabs laid sonic 23-3 1 years back and performed
well for many years. Because of phenomenal increase in traffic
(traffic intensity in 1971 being upto 4000 commercial vehicles per
day), inadequate slab thickness, heavy rainfall and poor sub-soil
conditions, they suffered distress and needed strengthening. The
different measures adopted for strengthening were
(i) Removing and breaking badly cracked concrete slabs into pieces (in
about 25 per cent of the area) and filling the gap with broken cement
concrete upto a depth of about 5 cm, the remaining depth of 7.5 cm
being filled with pre-coated metal using bitumen at the rate of 56 kg
per cubic metre of metal, followed by a bituminous seal using 9.8 kg
of binder per 10 sq.m. The entire surface was then overlaid with 6.25
cm B.M. and 3.75 ems thick asphattic concrete. A portion of this
length from km 50.6 to 52.2 was reported to have been opened to
traffic without laying the A.C. wearing coat. This was damaged
in monsoon and subsequently was covered with an additional
layer of 5 cm B.M. before laying the final 3.75 cm AC. wearing
coat, making a total thickness of 11.25cm B.M. and 3.75 cm A.C.
in this portion. This portion of the road had behaved quite
satisfactorily. The remaining portion viz, with 6.25 cm B.M. and
3.75cm A.C. showed signs of disiress and needed to be repaired.
(ii) Removing concrete slab completely, breaking it into pieces, laying the
concrete pieces in layer of 7.5 cm to 12.5 cm, followed by rolling and
grouting with asphalt at the rate of 29.3 kg per 10 sq,m. Some 32 km
portion of the road was done as per this specification completely. In
some portions, extra stone metal layer was added to make up for the
additional crust thickness required for CBR values of subgrade, before
grouting with bitumen and finally covering with 7.5 cm B.M. and 3.75
A.C. This had given satisfactory performance.

(b) N.H. 4 (Bombay-Poona Section)

On this road (section between km 36-173) also, thickness of the
concrete slab was 12.5 cm and was laid 27 to 31 years back. When
the cracks started appearing on the rigid pavement, the repairs were
first reported to have been carried out with 2 cm to 3.75 cm premix
carpet, some time in the year 1955. It was reported that these did
not stand well. (Traffic intensity in 1971 was about 4000 commercial
<<
 10
vehicles per day). The measures that were tried out thereafter were as
under:
(i) Experimental stretches : Between km 66 to 66.4 and km 72.2 to 76.4
overlaid in 1962; and in kms 135.2, 135.6, 135.8, 139.4, 141.0, 142.6
and 161.8 overiaid in 1967. It was reported that out of the various
experiments conducted in 1962, the specification found to be satis-
factory consisted of 7.5 cm thick bitumen coated metal, grouted with
bitumen at the rate of 39 kg per 10 sq. m., and covered with 2,5 cm
asphaltic concrete.
(ii) in a length of about 18.4 km, treatment had been done between the
years 1965 and 1968:
Removing the badly cracked slabs in about 25 per cent of total
area, re-filling these portions with broken pieces of concrete in about 5
cm thickness and remaining 7.5 cm thickness filled with bituminous
premixed metal, covering the full area with 6.25 cm B.M. and 4 cm
A.C. (similar to the specifications followed on Agra-Bombay Road).
(iii) Having regard to the excessive deterioration of concrete slabs in the
remaining kilometres, the following specification was followed:
Breaking the concrete slab completely in pieces, relaying the same,
grouting it with 29.3 kg asphalt per 10 sq,m. covering it with 7.5 cm
B.M. and,4 cm A.C. wearing coat.

Additional metal layer was reported to have been provided in

some lengths before grouting to compensate for deficiencies in crust
thickness wherever necessary as per C.B.R. requirement.
(iv) In km 135.2 with distressed concrete slabs, the following specification
was adopted:
Providing 10 cm metalling with 32 kg per 10 sq.m. bituminous
grout and 4 cm bituminous carpet followed by another layer of 4 cm
asphaltic concrete laid after monsoon.
The performance of this specification beyond the ghats towards
Poona laid some 5 years back was very satisfactory. The annual rain-
fall here was 225-250 cm and drainage good.

(c) Bombay City Roads

On Dr. Ambedkar Road and at King’s Circle, fully bonded
rigid overlays of l:1~:3concrete and 6-9 cm thickness were adopted.
M.S. reinforcement at the rate of 30 kg per 10 sq.m. was provided
in the overlay. The existing concrete pavement was 15 cm thick and
of 1:2:4 mix. At the time of overlaying, the condition of the existing
slabs was reported to be good. The condition of the overlay in 1917
<<
 11

under very heavy traffic and high rainfall (about 200 cm annually)
was fair to good after 6-9 years of service.
In Poibavdi junction, partially bonded rigid overlay was ad-
opted over existing lean concrete base, which was of good quality,
after removing the flexible crust. The overlay was of a total thick-
ness of 12.5 cm out of which 7.5 cm was of 1:2:4 mix and top 5 cm of
l:1J2:3 mix. M.S. reinforcement of 30kg per 10 sq.m. was provided in
the overlay. The overlay was about 10 years old and its performance
under very heavy traffic good.
The particulars of the roads inspected in Maharashtra given in
/Ilwexure 2 show that in contrast to the conditions to which the
overlays were subjected to in Andhra Pradesh and U.P. those in
Maharashtra were more severe, namely annual rainfall was of the
order of 200—400 cm; subgrade was weak in most of the areas
varying from black-cotton soil to marine clay to soft moorum having
high P.1. values; pavement shoulder was either inadequate or comple-
tely absent in many portions; and drainage in many areas was un-
favourable. In addition to these, the traffic on the overlaid sections
was very heavy with 2000-7000 commercial vehicles per day. Consi-
dering these aspects, the general findings (limited to this inspection)
were

(i) Where trafficwas heavy, but rainfall not very high (less than 200 cm
annually), existing concrete pavement slightly to moderately cracked,
and drainage satisfactory, 11.5cm all.bituminous overlay was neces-
sary, This might comprise 7.5 cm B.M. under 4 cm A.C.
(ii) Where rainfall was very high (250—400 cm annually) and drainage not
very satisfactory, a minimum thickness of 16.5 cm composed of coated
macadam (about 2.5-3 per cent bitumen) of not less than 5 cm+7.5
cm B.M.+4 cm A.C. might be provided br heavy traffic condition.

(iii) Under all circumstances, the locations of the rocking slabs and the
slabs through which mud-pumping had occurred, should first be identi-
tied and the same rectified using appropriate means. If rectification
could not be economically carried out, they should be removed, brok-
en to pieces and used as macadam layer with bituminous grouting at
the rate of 30 kg per 10 sq,m. Alternatively, the slabs could be removed
and grouted macadam layer laid with new stone metal, All cracks were
to be sealed properly before the overlay was laid.
(iv) For sections under heavy traffic and!or high rainfall, the surface course
of the flexible overlay should at least be 4cm AC.
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 12
(V) Suitable hard shoulders and adequate drainage should be provided, if
not already present, on both the sides of the overlaid sections.
(Vi) For slabs in sound or slightly cracked condition, either fully bonded
or partially bonded rigid overlay might be adopted.
(vii) For slabs in fairly to moderately cracked condition, partially bonded
rigid overlay might be considered.
(viii) For slabs in moderately to badly cracked condition, unbonded rigid
overlay with at least 5 cm of bituminous separation layer might be
considered,
4. RECOMMENDATIONS ABOUT OVERLAYS ON CEMENT
CONCRETE PAVEMENTS
4.1. The recommendations made herein are based on the
comprehensive information collected from different parts of the
country and inspection of typical road sections in the States of
Andhra Pradesh, Uttar Pradesh and Maharashtra. Since these
pertained to roads with slab thicknesses mostly in the range of
75-125 mm, even though some of the roads in the State of
Maharashtra had thickness in the range of 150-200 mm, these
recommendations may at this stage be deemed on a conservative
basis to apply particularly to existing slabs in the thickness range of
75-125 mm.

4.2. Classification of Traffic and Rainfall for Overlay Design

4.2.1. Traffic
For the purpose of these recommendations, the following
classifications of traffic and rainfall intensities have been adopted:
TraJjic (Commercial iehicles per day haring Category
laden weight exceeding 3 tomes)
0— 150 light
151— 450 medium heavy
451—1500 heavy
Exceeding 1500 very heavy

4.2.2. Rainfall Jntensity

Annual rainfall (cm) Category

Oto4O low
Exceeding 40 upto 125 medium
Exceeding 125 upto 200 high
Exceeding 200 very high
<<
 13
4.3. Condition of Existing Pavement
4,3.1. For the purpose of strengthening of concrete pavement
with an overlay, the condition of the concrete pavement may be
categorised in terms of total length of crack per unit area of the
pavement. For this purpose, the following criteria may be used for
guidance:

Length of crack in in per JO sq. in. Category

(i) 0 to 1.0 sound
(ii) Exceeding 1.0 upto 2,5 slightly cracked
(iii) Exceeding 2.5 upto 5.5 fairly cracked
(iv) Exceeding 5.5 upto 8.5 moderately cracked
(v) Exceeding 8.5 upto 12.0 badly cracked
(vi) Exceeding 12.0 very badly cracked
Notes : (a) Based on the above criteria, workable lengths with similar slab
condition should be identified for arriving at the overlay measures
needed. This classification should be done carefully to see that
limited portions with exceptional degree of distress do not result
in heavy overlays.
(b) ‘Badly’ cracked and ‘very badly’ cracked slabs which are rock-
ing should he sorted out and removed. The removed slab mater-
ial may be broken and the resulting aggregate used as base with
bituminous grouting at the rate of 30 kg per 10 m~or aiternatively
ritilised as granular material for sub-base in the widening portion
or for shoulders.

4.3.2. As far as possible, existing cement concrete pavements

requiring strengthening should be overlaid at first signs of distress,
while the condition of the slab is still ‘slightly’ cracked.

4.4. Choice of the Type of Treatment

Two alternative treatments, viz., rigid overlays and flexible
overlays are possible for strengthening existing cement concrete
pavements. In some cases, comp’ete removal of slab and recons-
truction might be found warranted. Different alternatives are avail-
able for each of the two main overlay types, viz., fully bonded,
partially bonded and unbonded in case of rigid overlays; and all bitu-
minous and composite (i.e. partly granular and partly bituminous)
in case of flexible overlays. Before making a choice in each case,
relative economics of the various alternatives should be studied in
detail taking into account their total costs i.e. the initial as well as
the recurring maintenance costs over the design life.
<<
 14

45. Rigid Overlays

4.5.1. For existing concrete pavement slabs in ‘sound’ and
‘slightly’ cracked condition, fully bonded and partially bonded rigid
overlay respectively may be adopted.

4.5.2. For slabs in ‘fairly’ to ‘moderately’ cracked condition,

partially bonded rigid overlay may be adopted.

4.5.3. For slabs in ‘moderately’ to ‘badly’ cracked condition,

unbonded overlay with at least 5 cm of bituminous separation layer
(B.M.) may be adopted.
Note : In all cases, before the overlay work is undertaken, the locations
of the rocking slabs and slabs affecled by mud-pumping should
first be identified and the same rectified using appropriate
means. If rectification cannot be carried out, they should be
removed, the exposed sub-base properly compacted and the gap
tilled with coated bituminous macadam having 2.5—3 per cent
binder content or aggregate derived from the broken slab com-
pacted as WBM and grouted with bitumen at the rate of 30
kg per tO m~,

4.5.4. Partially bonded and unbonded rigid overlays may be

designed as follows:
(I) Partially bonded overlay
1 .4 —Ch
9~4) lfl I

(ii) Unbonded
2
_ChOverlay
Ii~(h~ 62)~
where h0=thickness of overlay, h = thickness required for the mono-
lithic slab, /z~=thicknessof the existing concrete pavement and C=
pavement condition factor, the values of which might be taken as
follows:
Category of existing parement Value of C
slightly cracked 1.00
fairly cracked 0.75
moderately cracked 0.55
badly cracked 0.35

4.5.5. In case of unbonded overlay, a separation layer as

stated in para 4.5.3 is required to be provided after cracks are
cleaned and sealed properly with bituminous materials. For part-
ially bonded overlay, the concrete pavement should be generally
<< cleaned of any loose or extraneous matter, given a detergent wash
 15
2 of the
locally (using powdered soap at the rate of 1 kg per 10 m
pavement surface) along with scrubbing with wire brushes to remove
oily and greasy material and subsequently the whole surface flushed
with water to remove all traces of the solution and other dust
particles.

4.5.6. In case of fully bonded rigid overlay, the thickness of

the overlay may be taken as that required to make up the difference
between the monolithic thickness of cement concrete pavement
needed for the present day traffic and the existing pavement thick-
ness. The monolithic thickness may be designed as per IRC 58-
1974 “Guidelines for the Design of Rigid Pavements for Highways”.
During construction, adequate care should be taken to ensure good
bond between the overlay and the existing pavement. For this
purpose besides the treatment specified for partially bonded over-
lays in para 4.5.5, all bond-preventing materials such as joint seal-
ing compound, bituminous materials used for repair of cracks, paint
markings, greasy and oily marks, etc., should be meticulously re-
moved. Wherever necessary, light chisefling to scarify the surface
for effective bond and to remove loose material at the surface
should be done. These treatments should be followed by acid-etching
(1:1 dilute HC1 at the rate of 4 kg per 10 m2 of surface) in two appli-
cations. The surface should be finally flushed with water to remove
all traces of acid. On the saturated surface-dry-slabs, bonded rigid
overlay should be laid immediately after applying a thin layer (about
I mm thick) of 1:1 cement sand slurry as bonding medium.

4.5.7. In high rainfall areas, particularly where the drainage

is not satisfactory and/or on pavements carrying very heavy traffic
of more than 1 500 commercial vehicles per day, mild steel reinforce-
ment at the rate of 3 kg per ma should be provided in fully bonded
and partially bonded overlays. Mild steel reinforcement mesh at
the rate of 3 kg per ma should also be provided in the overlay across
cracks in the existing pavement, the width of the mesh being deter-
mined from consideration of bond length required on either side of
the crack. Such reinforcement may be provided as a general practice
for fully bonded and partially bonded rigid overlay irrespective of
rainfall, subgrade and climatic conditions.

4.5.8. Joints in the fully bonded and partially bonded overlays

<<
 16

should be matched with those in the existing cement concrete pave-

ment both in regard to location and type.

4.6. Flexible Overlay

4.6.1. The following specifications may be adopted in areas
where the annual rainfall is of medium intensity (exceeding 40 upto
125 cm) drainage condition favourable, and subgrade soil of low
plasticity (P.!. not exceeding 14).

(I) For very heavy traffic (exceeding 1500 commercial vehicles per day)
(1) 7.5cm B,M, under 4cm AC.
or
(2) 15cm granular ]ayer tinder 4cm A.C.
(ii) For heavy and medium heavy traffic (151—1500 commercial vehicles per
day)
(1) 7.5cm B.M. tinder 2 cm premix with seal coat
or
(2) 7.5 cm B.U.S.G. under 2 cm premix with seal coat (for medium
heavy traffic only)
or
(3) 15cm granular layer tinder 2cm premix with seal coat
or
(4) 7.5 cm granular layer tinder 4 cm AC.

Noles:(a) In case of very heavy traffic of more than 1500 commercial vehicles per
day, the 15cm granular layer should comprise 7.5cm W.BM. (lower
layer)+7.5 cm built-tip spray grout (B.U.S.G.). Instead of B.U,S.G.,
coated macadam consisting of more or less 40 mm single-size aggregate
mixed with 2.5-3 per cent bitumen may also be used.

(b) Where W.B.M, is directly laid over the existing concrete slabs, either a
bituminous tack coat or 1 cm layer of non-plastic soil may be provided
in between so as to enable rolling and proper compaction of W.B,M.

(c) In all cases, before the overlay work is undertaken, the locations of
the rocking slabs and slabs affected by mud-pumping should first be
identified and the same rectified using appropriate means. If rectification
cannot be carried out, the treatment should be as indicated in the Note
under para 4.5.3.
(d) The cracks in the existing cement concrete pavement should be cleaned
and sealed properly with bituminous materials before the flexible over-
lay is laid.
<<
 17

4.62. The follo~xiiig specifications may be adopted in areas

where the annual rainfall is of high intensity (exceeding 125 upto
200 cm ), drainage condition unfavourable, and subgrade of high
plasticity (P.1. 20 and above):
(i) For very heavy traffic (exceeding 1500 commercial vehicles per day)
10cm B.M. tinder 4cm A.C.
(ii) For heavy and medium heavy traffic (151—1500 commercial vehicles per
day)
7.5 cm B.M. under 4cm AC.
Note: Notes (c) and(d) under para 4.6.1 apply as regards treatment to existing
slabs prior to overlaying.

4.6.3. The following specifications may be adopted for very

heavy traffic (exceeding 1500 commercial vehicles per day) in areas
where the rainfall is of very high intensity (exceeding 200 cm
annually), drainage condition unfavourable, and subgrade of high
plasticity:
(i) 5 cm coated macadam consisting of more or less 40mm single size
aggregate mixed with 2.5-3 per cent bitumen tinder 7.5cm B.M. wit
4 cm A.C. as wearing course.
or
(ii) 11 cm B.M. with 4cm A.C. as wearing course.
Notes: (a) Where the existing Cement concrete pavement is in ‘sound’ to ‘fairly
cracked’ condition, the base course thickness of the overlay may be
reduced but limited to the values stipulated in para 4.6.2.
(b) Notes (C) and (d) tinder para 4.6.1 apply as regards treatment to
existing slabs prior to overlaying.

4.6.4. For conditions other than those stipulated in 4.6.1,

4.6.2 and 4.6.3, suitable intermediate or next higher specification
may he adopted at the discretion of the Engineer—in-Charge.

4.7. Drainage
The strengthened cement concrete pavement should be

with adequate drainage facilities for successful perform-

1~r~~k1ed
ance.

5. SUGCESTIONS FOR FtJRTHER WORK

5.1. It is suggested that experimental stretches of overlays of
<<
 18

both flexible and rigid type might be laid taking into consideration
the recommendations made herein.

5.2. it is further suggested that experiments with continuously

reinforced concrete and fibrous concrete as tigid overlay might
also be conducted similarly.

ACKNOWLEDGMENTS

Acknowledgments are due to Dr. Bh. Subbaraju, Director,

Central Road Research Institute, New Delhi, Shri H.G. Verma,
Chief Engineer, P.W.D., T..Jttar Pradesh; Dr. VN. Gunaji, Chief
Engineer and it. Secretary, B & C Dcptt., Maharashtra, Shri K.
Ramachandra Rao, Chief Engineer and it. Secretary, B & C Deptt.,
Maharashira and Shri D.R. Kohli, Bitumen and Consumer Manager,
Bharat Refineries Ltd., Bombay and Shri Y.K. Mehta, Regional
Engineer, Concrete Association of India, New Delhi who were
specially invited and ‘~ho guided the Working Group in its
d libe rat ion s.
The Working Group also thankfully acknowledges the assist-
ance rendered by Shri V.K. Arora, Superintending Engineer,
Ministry of Shipping and Transport (Roads Wing), Govt. of India
and Shri N.L. Patel. Deputy City Engineer, Municipal Corporation
of Bombay, who were co-opted as members for the Maharashtra
inspections and Bombay meeting. Thanks are also due to the
officers of the R & B Deptt., Andhra Pradesh, P.W.D., Uttar
Pradesh, B & C Deptt., Maharashtra and Central Road Research
Institute, New Delhi for the excellent arrangements made for
inspection of overlay works. The assistance rendered by Shri Y.R.
Phull, Scientist, Central Road Research Institute, in the preparation
of the report is also acknowledged with thanks.

The Working Group further wishes to record the assistance of

the State P.W.Ds. in readily supplying the data on overlay work
done by them.

<<
 19

Annexw’e I
DETAILS OF OVERLAY WORKS COLLECTED (OTHER THAN THOSE INSPECTED) BY THE WORKING GROUP DURING THE YEAR 1971

- Location Details of old concrete pavement Years of useful

service
Distress, type
and degree
II Sub-base
course under
Drainage Rainfall
cm
( Temperature
Variation
Type of over-
lay & year of
Design consi-
deration, if any
Details of over-
lay & pre-
Condition of
overlay and
Traffic intensity Condition of
in 24 hours shoulders
MaximumS
wheel load,
I Period or age
after constn.
Subsequent
treatment, if
Any other
details
~ ~ old cement °C overlaying treatment, if age at the (No. of Comm. kg upto which any, given to
(a)
(b)
Name of the Road
Lacation of overlay, km
(a) Year of Joint type and
constructionj spacing. m
IJ Mix propor-
lions and
concrete
pnvement
~
I
any time of report- Vehicles)
ing (a) at the time I
overlay per-
formed satis-
over’ay

(c) Length of overlay, km (b) Thickness, I compr. [ ~ ~ of overlay-

ing
factorily with-
(d) Width of Road, m cm strength,
2 I~ I ~
(b~present
out any major
treatment
I
~
(c~Slab
m width, kg~cm .

~ I (1971) I
~ I I I I ~ ‘ I
I

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 IS 19 20

GUJARAT
I. (a) Ahmedabad-Viramgam 1. (a) 1955 ‘1
road (b) 10
(c) 16.80 (c) 3.66

2. (a) Ahmedahad-Dhandhuka 2.
Gondal Porbandar road I
(c) 28.40 - Undowelled 1:2:4 by vol. — Wide cracks Average 25cm Good 75 to 80 About flexible Nil 2cm premix Not sails- 1. (b) 399 Good 4020 — — —

exp. it. © granular 40 with seal coat factory 2. (h) 292

3. (a) Nadiad Dakor Indore Jabalpur 3. (a) 194849 37 in sub-base as a mainten- 3. (h) 425
road (b) —. ance measure 4. (1) 416
(c1 17.60 (c) —
4. (a) Nadiad-Kapadwanj-Bibipura 4. (a) 1955
road (b) —
(c) 48.0 (4 —

5. (a) Nadiad-Kapadwanj Modasa road 5. —

(C) 45.40

6. (a) Harsol-Dhansura road 6, —

(c) 30,40 J

7. (a) Ankleshwar-Hansot-Sahol road 7, (a) 1955 — — 10 Cracking Black cotton — 75 — Flexible 1965-66 Nil —do— —do— (b) 203 — — ._. — —
(b) km 5.8 to 69.6 (b) 10 soil sub grade & 1967-68
(c) about 48 (c) 3.66
(d)3.66

8. (a) Ilaroda-Khartdewadi road 8. (a) 1953-55 — — 5 Cracking & —do--- — 75 — Flexible 1960-65 Nil —do— Not satis- ~(b)1020 Good — About 2 yrs. Renewal —

(c) 30 (b) 11.25 rocking of factory, exten- 1967-70

(ci) 6.30 (c) 3.66 slabs sive cracking

(Conid.)

<<
 20
Annexure I (Contt)

I 2, 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
9. (a) Godhra-HaIol.Bodefl road 9. (a) 1954-55
(b) km 0 to 38.4 8 Cracking of -do- 75-100 Flexible Nil 2cm thick Not satisfactory, (b~350
(b) 10 slabs — About 2 yrs. Renewal
(c) 3,66 1962 premix extensive after about 2
(c) 40 with seal coat cracking years
(d) 3.66

10. (a) Halol-Khandewadi road 10, (a) 195455

(b) km 33.8 to 41.6 8 -do- -do- -do- Flexible Nil -do- -do- (b) 725 -do- -do-
(b) 10 —

(c) 3.66 1963

(C) 8
(d) 3.66

II. (a) Sevalia-Codhra-flohad road 11. (a) 1954-55

(b) km 115.0 to 164S 8 Cracking Black cotton -do- Nil 2 cm premix Not satisfactory (b) 375 -do-
(b) 10 —

(C) 3,66 soil subgrade

(c) 52
(d) 3.66

12. (a) Sevalia-Goclhra-flohaij road 12. (a) 1952-54

(b) km 164.5 to 208.0 — S]ight cracking Moorum 80 Flexible Nil 2 cm premix Satisfactory (b) 318
(b) 10 —

(c) 3.66 1964-65

(c)43
(tI) 3.66

KERALA
4
(a) Trivandrum-Nagercoit road (NH 47) (a) 1939-41 Exp.jt. undo- 1:2:4 by vol.
~b) km 570 to 578 & 594 to 599 23 Fairly cracked Sandy-gravel Satisfactory ll2tolSO 20to42 Flexible Nil 2 cm premix Km 570-576, 0.9 m wide 4080 Scm A~C. Km 570-576,
(b) 10-7.5-10 welled butt type subgrade.
(c) 4,3 @10.1 in except at cut 1964-66, 1964-66 not satisfactory, shoulders with factory given occasional
(c) 13 15 cm soling portions 1969-70 (km 570-578), needed replace- 15cm WBM ljyrs. patch renewal
(d) 4,3 15-45 cm WBM
5 cm A.C, with ment in S yrs. followed by
seal coat Km 576-578, 2 cm
1969-70 reflection premix &
(km 594-599) cracking after 6 finally covered
yrs. km 594-599 with 5cm A.C.
satisfactory in 1969
after Ij yrs.

(Contd)

<<
 21

Annexure 1 (Coutd.)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

KARNATAKA
— Flexible For entire Satisfactory. (I,) 393 — — — — —

(a) Karwar-Hubli road (a) 1953-54 Exp. jt. undo- — 10 Badly cracked Varying — 75 to 375 length 3.75 cm 6 yrs.
(b) km 0 to 163-2 (b) 10 welled butt type ~ (varying) sheicrete.
(c) 163,2 (c) 3.66 @ 6.10m ~ AddI.
(d) 6,10 thickness in
~
some portions;
~ (a) 3.75 cm
-
shelmacadam .

(b) 7.5 cm ~
shelmacadam +
seal coat

TAMILNADU
1, (a) Tenkasi-Madhurai road (a) 1953-54 Exp. jt. 1:2:4 (0.5 wfc) 12 Badly cracked 15cm Fair 84 — Flexible Nil 7,5 cm coated Smooth in (b) 470 to Fnir; no 5400 Nil
(b) km 534 to 54,0, 54,4 to 54-6, 55.4 to (b) 10 @ 10.1 m 213 to 2.90 with rocking WBM over 1965-66 macadam+ genera); wheel 600 treatment : .
55.6, 56.0 to 56.4, 59.6 to 60.4, 61.8 to ~ slabs~ black cotton 3.5cm bit, tracks have ~
62.4. (c) 5.46 soil wearing coat started forming ~
- in some
(c) 2.813 sectioaL
(d)5.46 . 4years.

2. (a) Tenkasi-Madhurai road (a) 1953-54 -do- -do- 13 -do- -do. -do- -do- — Flexible Nil 7.5 cm A,C. -do- (I,) 1300 to Good; no -do- Nil — —
(b) km 59.0 to 59.6, 60.4 to 60.8. 6h4 to 62.2, (b) 10 -
1966-67 1500 treatment
68.2 to 68,4, 68.8 to 69.2 s
(c) 546 to 7,3 ~
(c) 2.210
(dl 5.46 to 7-3 ~
.

(a) 1951
3. (a) Grand Southern Trunk road -do- -do- Ii -do- 15cm Good 88 — Flexible Nil 6.25 cm A.C. Sm’ooth in (b) 1300 to Fair; no -do- Nil — —
(NH-45) (b) 10 WBM over 1963 general; some 4200 treatment
(b) km 304,2 to 311.8 stiffclay pot holes,
(0) 6.8 8 years
(c) 7.6
(d) 6.8

(Conic!.)

<<
22
Annexure I (CoMd.)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16fl1819
2o
4-
(a) Grand Southern Trunk road (a) 1951 Exp,jt, 1:2:4 (0.5 wjc); 17 Badly cracked 15 cm~WBM Good 88 — Flexible Nil 6.25cm Smooth in (b) l300to Fair; no 5400 Nil —
(NH-45) (b) 10 ® 10.1 in 213 to 290 with rocking over d~ayey 1968 coated macadam general. 4200 treatment
(b) km 303.8 to 304, slabs subgr4le with tack coat 3 years
306.8 to 307, 307.0 to 307.8 (c) 6.8
(c) 1,2
(d) 6.8
3cm -do- 84 — Flexible Nil 5cm A.C. Some pot (b) 2500 to -do- - -do- Nil — —

(b) Trichy-Salem
5. (a) km 121.4 to 122.8
road (N.H. 7) (b) 1956
(a) 10. -do- -do- 11 -do- gravelf 1210
~5to 1967 holes. 4280
20 cm WBM 4 years
(c) 1.6 (c) 6.8 overc tyev
(d) 6.8 subgri It
.—.

5. (a) Trichy-Salem road (N.H. 7) (a) 1956 Exp, ~t. @ 1:2:4 (0.5 w/c); -do- -do- 22 cm -do- -do- — -do- . Ni) 7.5 cm Generally (b) 2500 -do- 5400 — —

(b) km 120,8 to 121.2,122.8 to 123,2, 125.8 (b) 10 10.1 m 200 to 290 gravel + 12 to coated smooth; fine —

125.8 to 126.4 20cm BM macadam hair cracks on

(c) 5.5 to 6.8 overc yey close observa-
(c) 1.6 - subgr e tion.
(d) 5.5 to &8 4 years

7. (a) Trichy.Salem road (N.H. 7) (a) 1956 -do- -do- -do- -do- 1do- -do- -do- — -do- - Nil -do- Smooth. (b) 4o- -do- -d~ — —

(b) km 126.8 to 128.4 4(b) 10 . 4years

(c) 1.6 (c) 5.5
(d)5.5 F
- ---~ .

8~ (a) Trichy-Salem road (NH- 7) (a) 1956 -do- -do- -do- -do ~do- -do- -do- — -do- Nil -do- -do- -do- -do- do- — —

(1) km 128,4 to 130 & 120.0 to 120,8 (b) 10

(c) 2.8 (c) 6.8
(d) 6,8
.—~

(Conid.)

<<
 23

Annexure I (Could.)

3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
1 2

Expjt. @ 1:2:4(0.5 w/c); 13 Badly cracked Sandy loam sub- flit 84 — Flexible Nil 73 cm Smooth. (b) 2500 Fair; no 5400
9. (a) Varanasi-Cape Comorin road (N.I’l.7) (a) 1956 .
1968-69 coated mac- 2-3 yrs. treatment
(h) 10 10.1 in 200 to 290 with rocking grade undcr 15cm
(b) km 199.8 to 202.2 of slabs gravel±15cm adam
(c) 2.4 (c) 3,66
W.B.M.
(d) 3.66

(a) 1940-41 -do- -do- 25 -do- Soil gravel -do- 147 — Flexible Nil Scm AC. Smooth; refiec- (h) 1200 -do- -do- Further over-
10. (a) Salem-Cochin-Cape Comorin road subgrade 1964-65 to with seal tion cracking lay is needed
(N.H. 7) (b) 10 1967-68 coat & rutting
tc) 425 under 15 cm
(b) km 502 to 63.6, 66.8 to 67.0, 68.8 to stone so]ing-j-3O under wheel
69,0, 70,6 to 72.0 to 38cm .
tracks.
(c) 12.8 WBM Syrs.
(d) 6,8
‘p

-do- -do- -do- -do- -do- -do- — Flexible Nil 7.5 cm coat- Smooth. (b) -do- -do- -do-
11. (a) Salern~Cochin-CapeComorin road -do- -do- 1967-68 and ed macadam 3 yearS,
(N.H.7) 1968-69
(b) km 57.2 to 57.6, 58.6 to 58,8 & 59.0 to
59.2
(c) 0.8
(d) 6.8

UTTAR PRADESH
7 7.5 cm sections Good .—. — Flexible
1970 — 7.5 cm B.M. Very good. -.- Good 4080 Till date Nil —
1. (a) Delbi-Mathura road (N.H. 2) near (a) 1962-63 (a) Exp. its. ® 4-3.75 cm AC. 1 year.
(h) 7.5 & 10 30 m, cracked
Farrab (b) Coot. Jt. extensively;
(b) km 1225.6 to 1227.2 (c) 6,10
(c) 0,4 Dummy 10cm sections,
(d) 6.10 groove type corner & long.
@5~0m cracks only

MAHARASUTRA
Lean cement — 200cm — Rigid 1962 . — 16cm rigid Fair to good. Very high — -do- Till date — 28 days overlay
1. Bombay City roads (a) — —
(partiaNy overlay with 9 yrs. 9 years cone. comp.
(i) (a) Marine Drive (b) ISto 17 concrete
(c) 11,0 bonded) 1:2:4 mix. str. 286 kg/sq.
(b) — . cm. 9 cm AC,
(c) 1.8 .
over lean c-c.
(d) 11.0 laid earlier
. removed

(Coned.)

<<
 24
Annexure I (Conrd.)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

MAHARASHTRA
(ii) (a) Annie Besant road (a) — — Lean cement — — (a) Moorum of — 200cm — Flexible .—, 9 cm AC, Required Very high — 4080 10 years 2 layers of —

(b) 15 to 17 concrete CBR 6 1948-50 maintenance ThM. 5 cm

(c) — (b) no sub-base from 1960 each +4cm
onwards. AC. laid in
. Very good 1971
after 2nd
overlay in
1971

(iii) (a) jacob Circle (a) 1930 — —do— 32 — — .—. —do— — Rigid — 20cm cement Fair to good —do— — —do— Till date — Stone set
(b) 15 (partially concrete overlay after 9 years 9 yearS overlay over
(C) — bonded) consisting of lean cc.
. 1962 15cm of 1:2:4 removed
mix and top
5cm with
. 1:11:3 mix, .

(iv) (a) Shivaji Park Junction (at places) (a) 1927 — —do—- — — -_ — —do— — Rigid — 5,25-8.75cm — —do— — —do— — — 9-12.5 cm
(b) 20 (partially cement concrete A.C. overlay
bonded overlay with 1:1};3 removed
1970-71 mix; 30 kgfIO
. sq. m, mild steel
: • . reinforcement

(v) (a) Crawford Market Junction 4 (b) 15 — —do— — —‘ Rubble soling — —do— — Rigid — 12.5cm cement Fair to good —do— — —do— Till date Nil —

(at places) . and metal (partially concrete overlay after 10 years 10 years .

layer about bonded) consisting of

30-36cm as 1961 7.5cm of 1:2:4 .

sub-base ~ mix and top 5 cm -:

. ofl:I1:3mix;
. 30kg/ID sq.m.
mild steel
reinforcement

<<
 25

.4nnexurc 2
DETMLS OF’OVERLAT ‘%fOflS-INsnaED BY THIt WORKING GROUP DURING-THE YEAR 1971

Location Details of old concrete pavement

bLbäse Drainags - RainfalLcm- Tttnperature i Type -of over’ Design Detail~ofoverlayand ‘ Condition Traffic inlets- Condition of Maximum Period or age Subsequent Any other
. . . .
- -
course under .. .. variation, lay and year consideration, pretreatment, if any. of overlay sity in 24 hrs. shoulders wheel load, after const- treatment if, details
— old C.C. pave- ~ of overlaying if any and age at (No. of kg ruetion upto any, given
“~~‘
(a) Year of Distress type ment . the time of comm. vehi- - which over- to overlay
(a) Name of the road construe- Joint type and Mix proportions Years of and degree reporting * des) lay performed!
(b) Km tion spacing, m and eompr. useful service ~ . (a) At the satisfactorily
(c) Length of road, km (b) Thickness, strength, time of wuliout any
(d) Width of road, in 2 ~
cm kg/rn overlaying major treat-
(c) Slab width ~
! .
-. . . .
th) Present ment
m . (1971) ~
~
1 2 3 - 4:- 5 6 7 8 •. 9 ID 11 12 -.- 13 14 15 16 17 18 19 20

ANDHRA PRADESLI
(a) 1950 (a) Exp. jt, Good Nil Each specification 38 mx 4080 Till date Nil
1. (a) Hyderabad-Nagpur road (N.H. 7) (b) 10 undowelled 13 Slabs in dill. Sandy soil 50 25 Flexible Fair to good. (a) 661 about 8 yrs.
(b) Km 18 to 18.8 (c) 6.05 with ~ tOm stages of •subgrade. 1963 6.05 m laid over ‘good’ and Age 8 years (b) 1505
(c) 0.8 central long. (b) Full depth failure with Slabs laid on ‘bad’ sections
(d) 6.05 joiat - .. contraction long, and 15 cm granu- (I) 3.7ScmA.C.
jt. @3.33 in trans. cracks lar sub-base (Rs 3l,700/km)
and pot holes over low (2) 7.5 cm AC.
Some settle- embankment (its 60,000/km)
ments also -not compacted (3) ID cm A.C.
adequately (its 96,000/km)
(4) 12.5 cm A.C.
(Rs 1,09200fkm)
(5) 7.5cm B.M.+3.75cm
AC. (its 72,300/km)
(6) 7.5cm B.M.+2 cm
premix+seal coat
(Rs 59,000/kin)
(7) 7.5cm W.LM.+2 cm
premix+ seal coat
(its 39,600/km)
(8) 7.5 cm W.B.M.4-3.75 cm
A.C. (its 52,900/kin)
(9) 15cm W.l3.M.-i- 3.75cm
A.C. (its 71,900/km)
(ID) 15cm W.B.M. -]-2 cm
premix-f-seal coat
(Ks 58,700jkm)

(Could.)
“Pertains to the year 1971

<<
 26

Annexure 2 (Could.)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

2. (a) Hvderabad.Vijayawacla road (NJ-1.9~ (a) 1948-50

(h) Km 4.4 to 16.0 22 Slabs with long. (a) Sandy soil Good 50 25 Flexible Nil 7.5cm B,lvL+3.75 cm A.C. Current (1,) 300 to 400 4080
(b) lOto 11.25 and trans. sub-grade
(c) 1,6 (c) 6.05 1971
(4) 6.05 cracks (b) Granular
with central sub-base
long, it.
15-17cm
C’FTAR PRADESH
I. (a) Grand Trunk road in Kanpur DisH. (a) 1937 (a) Exp.it.
(1) Km 995.2 to 996.8 1:2:4 29 Badly cracked, (a) Soil type -do- 80 40 Flexible (1) 11cm B.U.S.G.-I-2.5 em Fair. 750 Brick on 4500 Till date Nil
(b~10 undowelled but no rocking
—

(c) 1.3 (c) 6 with ML & CL, 1966 premix Age 5 yrs, 1050 edge. about
(4) 6.0 @ 30 in P1 4 to (2) 11cm B.U.S.G.-I- 3.75 cm Good 5 years
central (b) Contraction
long. jt. it. @ 10 m 14 A-.C.
(I,) Sub-bases (3) 7.5 cm WM.+2.5 cm premix
10cm WBM (4) 7.5cm B.M.+ seal coat
over 10cm (5) 7.5cm A.C.i-seal coat
brick soling (6) 10cm A.C,+seal coat
over 17-23 (Cost Rs 12.50 to 16.40
cm kankar per sq. m.)
2. (a) Grand Trunk road in Kanpur Distt. (a) 1937
(hi Km 996.8 to 998.4 —-do— 1:2:4 32 Moderately to (a) Soil type Good 80 40 Flexible Select suitable 5.0 to 7.5 cm lean bit. Very good. (a) 1250 Good 4500 kg Till date Nil
(h) 7.5-6.25-7.5 badly cracked I to 2 years (b) 1375
(e) 1.6 (c; 6,0 with ML & CL. 1969-70 specification premix levelling course
(4) tO long, it. Fl 4 to 14 for flexible Specifications:
(Note: 2 kg/sq.m. (b) Sub-bases overlay and (1) 2.5cm A,C, -I’2.5 cm
reinforcement) 22.5-27.5cm also to mastic asphalt
WBM+ determine $2) 3.75cm A.C.+2.0 cm
kankar its mm, mastic asphalt
thickness (3) 5.0cm A.C
(4) 2.5cm AC.
(5) 5.0cm A.C.+seal coat
(6) 5.0 em B.M.+seal coat
(Cost Rs 11.30 to
16.47 per sq. m.)

(Could.)

<<
 27
Annexure 2 (Comd.)

1 2 3 4 5 6 7 8 9 10 II 12 13 14 15 16 17 18 19 20

3. (a) Grand Trunk road in Kanpur Distt. (a) 1944-46 -do- -do- 21 Moderately (a) Soil type -do- -do- -do’ Rigid & -do- Rigid Overlay Fair to very (a) 625 Brick on -do- Till date Nil Rigid over-
(b~Km 1005.8 to 1007.4 (b) 10 cracked ML&CL. Flexible 8.75 cm rigid overlay (joints good (h) 937 edge. 5 yin. lay conc.
(c) 1.6 (e) 3.65 P1 4 to 14 1965-66 matched) Good strength at
(d) 3.65 (b) 10-15 cm (a) acid etching treatment+ 28 days:
WBM±20- cement slurry bonding cornp. str.
30cm kankar media and =828 kg/sq.
sub-base (b) acid etching-I-epoxy resin cm. Flex. sIr.
as bonding media. =354 kg/
Flexible Overlay (OBBE- sq. cm.
overhurnt brick ballast)
(1) 7.5cm B.M,±sealcoat
(2) 7.5cm 13.M.+2.5 cat
premix
(3) 7.5cm shell Macadam-(-
seal coat
(4) 7.5cm shell Macadam+
2.5 em premix
(5) 7.5cm full grout+2.5 cm
premix
(6) 7.5cm full grout+seal
coat
(7) 7.5 cm AC. -F seal coat
(8) 15cm WBM+2 coat
S.D.
(9) 7.5cm WBM (OBBB)-j-
7.5cm WBM+2 coat S.D.
(10) Tack-coat+15 cm
WBM+2 coat S.D.
(11) 7.5cm WBM-I-
B.U.SG.i-2 coal S.D.
(12) ‘rack-coat-l-7.5 cm
WBM (OBBB) +
WBM-j-2 coat S.D.
(13) 11cm WI3M+2.Ocm
premix
(Cost Rs 11.1 to 22.6
per sqm.)

(Contd.)

<<
28
Annexure 2 (Could.)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20

4. (a) Kanpur-Hamirpur road (a) 1944-46 -do- -do- 23 Badly to very (a) Sell type -do- -do- -do- Flexible -do- (1) 7.5 em B.M.+seal coat Good to (a) 375 -do- -do- Nil
(h) Km 12.8 to 14.4 (b) 8.75 Contraction badly cracked ML & CL. 1967-68 (2) 7.5cm B.M.+2.5 cm AC. very good (b) 500
(c) 1.6 (e) 3.65 jts. skewed (b) 8.75 to 15cm (3) 2.5 cm AC.
(d) 3.65 at 700 to the WBM+10 (4) 2.5 cm premix
centre line 1o25 cm (5) 7.5cm B.U.S.G.+2.5 cm A.C,
kankar (6) 7,5 cm B.U.S.G.+2.Ocm
sub-base premix
(7) 7,5 cm BC.+2.5 cm AC.
(8) 7.5cm B.C.+seal coat
(9) 5,0cm A.C.+2.5 cm AC.
(10) 5.0cm +seal coat
(II) 5,0cm B,M.+seal coat
(12) 5,0cm B.M.+2.5 cm AC.
(Cost Rs 5.90 to 16.1
per sq.m.)

5. (a) Kanpur-Hamirpur road (a) 1944-46 Exp. jt. @ -do- -do- - -do- -do- -do- .de- -do- -do- -do- (I) 7.5cm A.C. Good. (a) 375 -do. -do- Nil
(b) Km 14.4 to 16.0 (h) 8.75 30 m. (2) 11,25cm B.M.±sealcoat 3 to 4 yrs. (b) 500
(c) 1.6 (c) 3.05 spacing (3) 11.25cm A.C.+seal coat
(d) 3.05 . (4) 7.5cm WBM+7,5 cm
B,M.1- seal coat
(5) 7.5cm WBM4-7.5 cm
A.C.+seal coat
(6) 15 em B.U,S.G.+2,0 em
premix
(7) 7,5cm WBM+7,Scm
B.U.S.G.+2.0 cm premix
(8) 7.5cm WBM-l-7.5 cm
B.IJ.S.G. +2 coat S.D.
(9) 7,5 cm WBM+7,Scrn
B.U.S G.-i-2.5 em A.C.
4
(Cost Rs 15.9 to 19,0
per sq.m.)

6, (a) Grand Trunk road near Bulandshahar (a) — — (a) Subgrade Good in general Flexible — Several flexible overlays Condition of (h) 1000- Good in —do- Second Second
(b) Km 1310.4 to 1392 (b) 11.25 silty soil (at places water— specifications of dill. second 1200 general (at overlay overlay
(c) 82 (c) 3,55 with low logging) combinations of WBM overlay after places water- satisfactory consisted of
(d) 3.65 plasticity (with stone ballast), WBM 1-7 yrs. Good logging) till daie. 17.5 em
(With brick ballast), B.U.S.G. to very good 1-7 yrs. WBMJ
(b) 15-20 cm and BM under 2-2.5cm 7.5cm B.U,S,G,
kankar premix carpet, The total under 2-2.5 c~
sub-base I.~~
overlay thickness varied premix.
between 9 and 26 cm.
In most of the sections the
overlay was laid in 2 instal-
nients, the second overlay
being laid after the first one
of 7.5 to 8.5 cm thick
granular material showed
distress. The second overlay
- was I to 7 yrs. old

(Could.)
<<