Resurfacing of Existing Runway at Sonari Airport

Item Wise Work Procedure & Quality Assurance

1:- Fog Seal

1.1 Objective
The work covers a very light application of low viscosity bitumen emulsion for purposes
of sealing cracks or disintegration in an existing bituminous surface.

1.2 Material
The emulsion shall be SS-1 complying with the requirements of IS:8887.

1.3 Weather and Seasonal Limitations

Spraying shall not take place when the temperature is below 10 0C, nor in windy or
dusty conditions, nor when it is raining or the surface to be sprayed is wet.

1.4 Equipment
The fog spray shall be applied by means of towed bitumen pressure sprayer complying
with requirements of the Manual for Construction and Supervision of Bituminous works.
The spray bar should be protected from gusts of wind by means of a hood.

1.5 Preparation of Surface

The surface on which the fog spray is to be applied shall be thoroughly cleaned with
compressed air, scrubbers etc. The cracks shall be cleaned with a pressure air jet to
remove all dirt, dust etc.

1.5 Application
The fog seal shall be applied at a rate of 0.5-1.0 litres/m 2, using equipment such as
pressure tank, flexible hose and spray bar or lance.

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1.6 Blinding
The fog spray shall be blinded with graded grit of 3 mm size and under, coated with
about 2 percent of the emulsion by weight. The pre coated grit shall be allowed to be
cured for at least one week or until they become non sticky and can be spread easily.

1.7 Quality Control of Work

For control of quality of materials and the works carried out, the relevant provisions of
MORT&H, Section 900 shall apply.

2. :- Glass Grid

2.1 Objective
This work shall consist of laying Glass Grid over bituminous surface, including preparation
of surface and joining, stitching or overlapping of geo synthetic fabrics etc., as part of
pavement strengthening in layers as directed by the Engineer.

2.2 Weather Limitations

The air and pavement temperatures shall be at least 10 0C for placement of hot bitumen
and at least 160 C for the pavement of asphalt emulsion. The asphalt tack coat or Glass
Grid shall not be placed when weather conditions are not suitable.

2.3 Surface Preparation

The pavement surface shall be dry and cleaned of all dirt and oil to the satisfaction of the
Engineer. Cracks wider than 3 mm shall be cleaned and filled with suitable bituminous
material approved by the Engineer. Potholes and locally failed and cracked pavement
sections shall be repaired as directed by the Engineer. If the existing pavement is rough or
has been milled, a levelling course shall be provided prior to installation of Glass Grid.

2.4 Glass Grid Placement

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Item Wise Work Procedure & Quality Assurance

The glass grid shall be placed on the surface provided by the tack coat using mechanical or
manual lay down equipment capable of providing a smooth installation with a minimum
amount of wrinkling of folding. On curves, the Glass Grid must be cut and realigned to
match the curvature.

Glass Grid shall not be installed in areas where the bituminous overlay tapers to a
compacted thickness of less than 40 mm. When emulsions are used, the emulsion shall be
allowed to cure properly such that no water/moisture remains prior to placing the glass grid.
Wrinkles severe enough to cause folds shall be slit and laid flat. Brooming and/or rubber-
tire rolling will be required to maximize glass grid contact with the pavement surface.
Additional hand-placed tack coat may be required at overlaps and repairs as required by
the Engineer. Turning and braking of paver and other vehicles shall be done gradually and
kept to a minimum to avoid movement and damage to glass grid. Damaged composite
shall be removed and replaced with the same type of composite and a tack coat.

All areas where glass grid has been placed shall be paved the same day. No traffic except
necessary construction traffic shall be allowed to drive on the glass grid.

Overlaps shall be shingle – lapped in the direction of paving. Additional tack coat shall be
placed between the overlap to satisfy saturation requirements of the fabric. Overlap shall
be sufficient to ensure full closure of the joint but not exceeding 150 mm.

2.5 Overlay Placement

Bituminous overlay construction shall closely follow the placement of paving fabric or glass
grid. Excess tack coat that bleeds through the paving fabric or glass grid shall be removed
by broadcasting hot mix or sand on the glass grid. Excess sand or hot mix shall be
removed before beginning the paving operation. In the event of rainfall prior to the
placement of the asphalt overlay, the fabric must be allowed to dry completely before the
overlay is placed. Overlay asphalt thickness shall meet the requirements of the contract

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Item Wise Work Procedure & Quality Assurance

drawings and documents. The minimum compacted thickness of the first lift of overlay
asphalt concrete shall not be less than 40 mm.

3 Tack Coat

3.1 Scope
The work shall consist of the application of a single coat of low viscosity liquid
bituminous material to existing bituminous surface preparatory to the superimposition of
a bituminous mix, as instructed by the Engineer. The work shall be carried out on a
prepared surface in accordance with MORT&T Clause 501.8.

3.2 Materials
The binder used for tack coat shall be either Cationic bitumen emulsion (RS1)
complying with IS:8887 or suitable low viscosity paving bitumen of VG-10 grade
conforming to IS:73.

3.3 Weather and Seasonal Limitations

Spraying shall not take place when the temperature is below 10 0C, nor in windy or
dusty conditions, nor when it is raining or the surface to be sprayed is wet.

3.4 Equipment
The tack coat shall be applied by means of towed bitumen pressure sprayer complying
with requirements of the Manual for Construction and Supervision of Bituminous works.
The spray bar should be protected from gusts of wind by means of a hood.

3.5 Preparation of Surface

The surface on which the tack coat is to be applied shall be thoroughly cleaned with
compressed air, scrubbers etc. and be otherwise prepared in accordance with the
requirements of MORT&H Clause 501.8. The cracks shall be cleaned with a pressure
air jet to remove all dirt, dust etc.

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3.5 Application
The application of tack coat shall be at the rate specified in below table 3.5.1 and it shall
be applied uniformly. No dilution or heating at site of RS1 bitumen emulsion shall be
permitted. The normal range of spraying temperature for a bituminous emulsion shall be
200C to 700C and for cutback, 500C to 800C.
Type of Surface Rate of spray of Binder in Kg per sq.m
Bituminous Surfaces 0.20-0.30
Granular Surfaces treated with primer 0.25-.030
Cement Concrete Pavement 0.30-0.35
Table 3.5.1

3.6 Curing of Tack Coat

The tack coat shall be left to cure until all the volatiles have evaporated before any
subsequent construction is started. No plant or vehicles shall be allowed on the tack
coat other than those essential for the construction.

3.7 Quality Control of Work

For control of the quality of material and the works carried out, the relevant provisions of
MORT&H Section 900 apply.

4. Bituminous pavement/wearing Course (DBM/BC)

4.1 Objective:-The work shall consist of laying bituminous base concrete of thickness 4-
100mm on previously prepared Bituminous course

4.2 Equipment Required:-

 Hot mix plant batch type/Drum mix type
 Sensor/mechanical Paver with screed heating arrangement,
 Two Tandem roller with water sprinkling arrangement on drums,
 Pneumatic Tyred Roller
 Tack Coat Bowser,
 Air compressor,
 Mechanical Broom,
 Tipper,

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Item Wise Work Procedure & Quality Assurance

 Gas cylinders & accessories for screed& Joint Heating,

 Jack Hammer for Joint cutting,
 Wheel loader for bin feeding at hot mix plant,
 Aggregate Crushing Plant
 Survey equipment

4.3 Materials:- Material will satisfy specification requirement of MORT&H & Bid
document of clause no. 504, 505 507, 508 & 509. Following Materials will be
used for construction of above layers. These materials will satisfy following
physical properties.
 Grading of the material :- For DBM mix Material will satisfy following grading
I.S.Sieve size
37.50 26.50 19.00 13.2 4.75 2.36 0.3 0.075
in mm
Percentage
100 90-100 71-95 56-80 38-54 28-42 7-21 2-8
Passing
For BC mix Material will satisfy following grading
I.S.Sieve
19.00 13.2 9.5 4.75 2.36 1.18 0.6 0.3 0.15 0.075
size in mm
Percentage 90- 26- 18-
100 70-88 53-71 42-58 34-48 12- 4-10
Passing 100 38 28 20

 The material should have Los angeles abrasion value less than 40% when tested as
per IS: 2386 part-4.
 The material should have Aggregate impact value less than 30% when tested as per
IS:2386 part-4.
 Combined flakiness and elongation indices will be less than 30% when tested as per
IS:2386 part-1.
 The water absorption value of the coarse aggregate should not be more than 2 %
when tested as per IS 2386 (part –3).
 Coating & stripping of bitumen aggregate mixture shall have minimum retained
coating 95% when tested as per AASHTO T 182.
 The Stone polishing value as measured by BS:812 part-114 shall not be less than
55 for SDBC & BC mix.
 The Bitumen shall be of paving bitumen of 60/70 grade as per specification of IS:73.

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Item Wise Work Procedure & Quality Assurance

 Fine aggregate shall be clean, hard, durable, uncoated, dry and free from any
organic or deleterious substances.
 Filler will be either rock dust or hydrated lime for BM/DBM mix and Hydrated lime or
Cement for SDBC/BC mix as per mix design.
 If the coarse aggregate is having water absorption more than 2 % then it should
not have percentage loss of wt more than 12 % when tested with Sodium
sulphate solution for five cycles and not more than 18 % when tested with
Magnesium sulphate solution for five cycles for soundness test when tested in
accordance with IS 2386 (part-5).

4.4 Mixing
All plants used by the contractor for the preparation of DBM & BC should be equipped
with the following:
a) Means for accurately weighing or measuring each batch of aggregates.
b) Bitumen tanks with arrangement of heating the material under effective and
positive control at all times. In addition there should be satisfactory devices for
weighing, metering of volumetric measurement of the bitumen to be used.
c) A mixer unit capable of producing uniform mixture.

The hot aggregate and binder shall be thoroughly and intimately mixed together in the
correct proportion for at least 30 seconds or longer and until every particle of aggregates is
completely coated and homogenous mixer is obtained. The total mixing time may be
reduced but not less than 30 seconds in any case, if the Engineer-in-Charge is satisfied
that through mixing can be achieved in less time. In such cases the contractor shall obtain
prior written permission of the Engineer-in-charge.

4.5 Temperature
Following temperatures shall be adhered to at the different stages of work:
Bitumen Viscosity Bitumen Aggregate Mixed Material Laying *Rolling
Grade Temperature Temperature 0C Temperature 0C Temperature 0C Temperature
0
C 0
C
VG-40 160-170 160-175 160-170 150 Min. 100 Min.
VG-30 150-165 150-170 150-165 140 Min. 90 Min.
VG-20 145-165 145-170 145-165 135 Min. 85 Min.
VG-10 140-160 140-165 140-160 130 Min. 80 Min.

*Rolling must be completed before the mat cools to these minimum temperatures.

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Item Wise Work Procedure & Quality Assurance

At no time, shall the difference in temperature between the aggregates and the binder
exceed 140C, at no time shall bitumen or aggregates be overheated

4.6 Transportation of Hot Mix

The Hot Dense Asphaltic Concrete shall be transported from mixing plant to the site in
clean vehicle. Every precaution shall be taken to avoid segregation of the hot mix and to
ensure that they do not become contaminated with dust or foreign materials. In order to
maintain satisfactory temperature of mix in transit, particularly in cold weather and to
prevent undue loss of heat adequate precautions shall be taken by covering the material so
that the materials are well protected during transportation. The temperature of the mix in
every transporting vehicle shall be checked immediately prior to discharge of mix into the
spreader and shall be ensured that the temperature is within the limits as specified in
clause 4.5 above. If the temperature of mix in any transporting vehicle is not as per the
limits specified in clause 4.5 above, the mix shall be rejected and shall be removed from
site immediately.

4.7 Laying

Mix transported from the Hot Mix Plant to the site is spread by means of self-propelled
electronic paver with electronic sensor & hydraulic control with suitable screeds capable of
spreading, temping and finishing the mix true to the specified width and profile without
calling segregation, dragging, bringing irregularities or other surface defects. The paver
shall be capable of being operated at a speed consistent with a character of mix and the
thickness of the course being laid so as to produce a surface of having uniform density and
surface texture. The thickness of the single compacted layer shall not exceed 50mm. The
temperature of the mix at the time of laying shall be as per clause 4.5 above.

4.8 Weather Limitation

The bituminous mixture shall not be placed:

i) in presence of standing water on the surface
ii) When the rain is imminent and during rains, fog or dust storm.
iii) When the binder course is damp..
iv) When the air temperature on the surface on which it is to be laid is below 10 0C.

4.9 Rolling

After the mix being spread, rolling shall be carried in three consecutive stages as below:

a) Break down rolling

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Item Wise Work Procedure & Quality Assurance

b) Intermediate rolling
c) Finish rolling

4.9.1 The initial or Break down rolling shall be done with 8-10 tonne dead weight smooth
wheeled roller. The intermediate rolling will be done with smooth wheel pneumatic tyred
roller of 15 to 30 tonne capacity having tyre pressure 7 kg/cm 2 . Finish rolling shall be done
with 8 to 10 tonne steel wheel roller. Alternatively all the compaction operations i.e. break
down rolling, intermediate rolling and finished rolling can be accomplished by using
vibratory roller of 8 to 10 tonnes static weight. During the initial or breakdown rolling and
finished rolling, the vibratory system shall be switched off. The joints and edges shall be
rolled with 8 to 10 tonnes three wheeled static roller.

4.9.2 Rolling shall commence longitudinally at the sides and proceed towards centre of the
pavement, overlapping on successive trips by at least half the width of the rear wheels.
Alternative trips of the roller shall be slightly of different lengths.

4.9.3 Break-down rolling shall preferably commence as soon as practicable after the mix is
spread. The maximum break down temperature at which rolling can commence shall be
determined by field trials. The attempt should be to obtain the maximum possible density.

4.9.4 The principal function of finish rolling is to remove roller marks. The surface shall be
carefully examined for residual marks which should be cleanly rolled out. A neat finished
appearance shall be obtained. Finish rolling shall be accomplished with tandem roller.

4.9.5 Cold Rolling

The final compaction will be carried out with a pneumatic tyred roller of 15 to 30 tonne
capacity having tyre pressure 7 kg/cm 2 after the entire paving operations are completed.
This should be done on bright sunny days such that entire airfield is rolled minimum five
times.
4.9.6 Speed of Rolling
The speed of rolling shall not exceed 4 - 5 km / hr to prevent adhesion of the mixture to
the roller. The wheels shall be kept moist but excess of water shall not be permitted. The
line of rolling shall not suddenly be changed, thereby displacing the mix. Roller shall not be
left standing on the new surfacing.

4.9.7 Rolling Temperature

The range of temperature during rolling shall be as per clause 4.5 above.

4.10 Joints

4.10.1 Longitudinal Joints

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Item Wise Work Procedure & Quality Assurance

Longitudinal joints and edges shall be constructed true to the delineating line parallel to
the centre line of runway. The longitudinal lane joints shall be truly vertical in straight lines
which shall be continuous for the full length of the pavement, or in smooth curves around
bends. The exposed vertical edges of the longitudinal lane joints shall be carefully cut back
and trimmed to firm material in the compacted lane, or for a minimum of one and a half
times the layer thickness, whichever is the greater. All debris/loose material arising from
this operation shall be removed from the pavement and the underlying surface cleaned and
painted with hot bitumen immediately before laying of the adjacent lane. Nothing extra
shall be paid on this account.

4.10.2 Transverse Joints

They shall be formed at right angles to the longitudinal joints, and shall be truly vertical.
The exposed vertical edges of the transverse joints shall be cut back and trimmed to firm
material or for a distance of not less than 1-1/2 times the thickness of layer whichever is
greater. All debris/loose material arising from this operation shall be removed from the
pavement and the underlying surface cleaned. The exposed joints shall then be cleaned
and painted with hot bitumen immediately before the laying of the lane continues. Nothing
extra shall be paid on this account.

4.11 Pavement Edges.

Pavement shall be laid to correct width and alignment. To achieve straight and vertical
edge, Contractor shall either use adequate side shuttering or cut back the edges to correct
width and alignment by removing extra mix spread. Nothing extra shall be paid on this
account.

4.11.1 Temporary Ramps

Temporary ramps at the end of each day work shall be made to allow smooth movement
of air traffic, as per direction of Engineer-in-charge. Nothing extra shall be paid on account
of provision of ramps and nothing shall be deducted in case ramps are not required to be
provided. The decision regarding provision of ramps or non-provision of ramps shall rest
with the Engineer-in-charge.

4.12 Acceptance Criteria

14.12.1 Field Density

The work shall be accepted as of quality, measured and paid in full if the field density does
not work out to be less than 98% of the Design Laboratory Density

When the field density achieved in the Field is between 95% and 98% of the Design
Laboratory Density, the work shall be accepted as not up to the standard and paid at

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reduced rate on pro-rata basis of Design Laboratory Density with full rate for 98% density
as base.

When the field density works out to be less than 95% of the Design Laboratory Density,
the surface shall be further consolidated till the required field density is achieved. If this is
not found possible, the work represented by the sample shall be dismantled and redone by
the Contractor at his own cost.

14.12.2 Surface Accuracy

The finished surface of Bituminous Concrete shall be true to level, grade and camber as
per the approved drawings and the directions of the Engineer-in-Charge. When a straight
edge of 3 metres length is placed longitudinally or transversely, the maximum deviation
shall not be more than 3 mm in longitudinal and transverse directions.

The surface accuracy shall be checked immediately after rolling. Surface irregularities
which fall outside specified tolerance limits as stipulated in above para shall be rectified by
removing to full depth the affected area which shall not be less than 10 Sqm and relaying
with fresh materials. In no case shall depressions be filled up with screenings or binding
material.

Procedure
Sl. Activity Respons Check by Records / File
no ibility remarks ref.
1 Trial mix will be carried out with QC
approved materials after engineer
proportioning of the different fraction
of aggregate as per relevant standard
to satisfy the requirement of
properties of mix as per specification.
2 Approval for the mix design will be Materials
obtained from the engineer. engineer

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Item Wise Work Procedure & Quality Assurance

3 The surface will be thoroughly swept Asphalt

clean free form dust and foreign
engineer
matter by means of Air-Compressor.
4 A single coat of tack coat will be Asphalt Single coat will be
applied on a bituminous layer. a bituminous
engineer
emulsion in the
normal spraying
temperature of
20C – 60C.
5 The Mix will be prepared in a batch Plant Mix Temp will be
maintained at
type hot mix plant/drum type plant to Engineer
Plant 140-1450C.
get proper & uniform quality mix &
transported to site using tippers &
covered by tarpaulins.
6 The mix transported from the hot mix Asphalt The mix will be
plant to the site will be spread by laid manually in
engineer
means of paver finisher to the the restricted
specified grade, lines and cross- locations and in
section. narrow widths.
6 The temperature of mix at the time of Engineer
laying will be in the range of 120 -
140C.

Sl. Procedure Respons Check by Records /

no ibility remarks
7 Longitudinal joints and edges will be Asphalt Engineer Longitudinal and
constructed true to the delineating transverse joints
engineer
lines parallel to the centerline of the will be
road. constructed by at
least 250mm
offset form those
in the lower
courses.
8 All transverse joints will be cut Asphalt Section In The joints on the
vertically to the full thickness of top most layer will
engineer charge
previously laid mix with asphalt not be allowed to
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cutter/pavement breaker and the fall within the

surface painted with hot bitumen wheel path.
before placing fresh material.
9 Longitudinal joints will be preferably Asphalt
hot joints. Cold longitudinal joints will
engineer
be properly heated with joint heater to
attain a temperature of about 80 C
before laying of adjacent material.
10 After the spreading of mix, rolling will Asphalt QCE Initial or break
be done immediately with speed not down rolling will
engineer
more than 5 km per hour. Rolling be done with
operations will be completed before roller 8 – 10 tons
the temperature of the mix falls below static weight
100C. smooth – wheeled
roller.
11 Rolling of the longitudinal joints will Asphalt Rolling will proceed
be done immediately behind the on fresh mix with
engineer rear or fixed wheel
paving operations. After this, the
rolling operations will be commenced leading to minimise
the pushing of the
longitudinally from the lower to upper
mix and each pass
edge parallel to the center line of the of the roller will be
pavement on superelevated and over lapping the
unidirectional cambered portions. preceding by 1/3rd
the width of the rear
wheel.

``
Sl. Activity Respons Check by Records / File
no ibility remarks ref.
12 Rolling will be continued till the Asphalt QCE / Test reports
density achieved at least 98% of that
engineer Consultant
of lab Marshall specimen.
13 Traffic will be allowed at least after 24 Asphalt
hrs & completion of the final
engineer
rolling/level checking when the mix
has cooled down to the surrounding
temperature.

Non Conformity: - Corrective action

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Item Wise Work Procedure & Quality Assurance

If approved mix from approved Only approved mix will be laid on main stretch.
sources of material is not
been used.
If temp of mix before placing to Reject that particular load.
paver hopper found less than
120oC.
Mean dry density of 10 test results Increase nos of passes, control the temperature of mix.
should not be less than
98% of lab density.
Standard deviation of atleast 10 In case SD is more than 0.08g/cc increase nos of tests and
test results should be belowidentify stretch showing wide variation from mean field dry
0.08g/cc density. Sort out problem by doing confirmatory tests for
sample collected from varying stretch area and confirm the
fill material test record & location.
If mix doesn’t satisfy the set out Do the redesign of mix..
requirement as per MOST
If The levels of top surface is Cut the affected area and replace the mix wth fresh mix
varying more than +/-6mm to with proper compaction and level. Patch area will be of
the specified level from minimum of size 5m x 2m.
drawings.

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