A Study on suitability of aggregates of Kavre and Sindhuli district quarries for different layers of Flexible Pavement Padam Bahadur Madai Department of Civil Engineering Pulchowk Campus,Institute of Engineering, TU Lalitpur, Nepal [email protected]Gautam Bir Singh Tamrakar Department of Civil Engineering Pulchowk Campus,Institute of Engineering, TU Lalitpur, Nepal [email protected]Reeta Khadka Department of Civil Engineering Pulchowk Campus,Institute of Engineering, TU Lalitpur, Nepal [email protected]Abstract—This paper focuses on the measurement of quality and usability of road construction materials near the quarries of Kathmandu Valley (Kavre and Sindhuli Districts. We have conducted the standard test procedure for the analysis of materials of different Quarries. And the results shows the materials for base and sub-base from all of the three Quarries (Challal Ganesh- Kavre; Aapghari- Ghampyakhola; Bhyakur khola) meets the standard. Index Terms—Aggregate– Quarry–Flexible Pavement– Aggregate Test I. I NTRODUCTION A. Background Transportation contributes to the economic, indus- trial and cultural development of a country. It is considered as the backbone for the development of the nation. So every commodity needs transport facilities for both at the production stage as well as distribution stage. The nature of transport demand depends upon the stage of economic and social development, geo- graphic, topographical and demographic conditions of the country. [1] Since our country Nepal is a landlocked under- developing country, water transport is almost impossi- ble and air transport is very costly. Thus road transport is the major means of transportation. Road Network in Nepal consists of the Strategic Road Network (SRN) and the Local Road Network (LRN). SRN lies under the Ministry of Physical Infrastructure and Transport (MoPIT) and its Department of Roads (DoR) and LRN lies under the Ministry of Federal Affairs and General Administration and its department of Local Infrastruc- ture Development and Agricultural Roads (DoLIDAR) while the responsibility for the daily management lies with the local bodies (DCCs, Rural Municipalities and Municipalities). There is altogether 6823.43 km bituminous road, 2044.22 km gravel road, 4030.55 km earthen roads (SRN) according to 2015/16 report of DoR. Likewise there is altogether 2004 km bituminous road, 12823 km gravel road & 42805 km earthen roads (LRN) according to 2016 report of DoLIDAR. Basically in Nepal, flexible road pavements are con- structed. The basic components of flexible pavement are Sub grade, Sub-base course, Base course and Wearing course. Sub-grades are prepared either by cutting, filling, leveling and compacting the existing soil surface to 95 % Maximum Dry Density (MDD) or depositing soils from the approved borrow pits to the existing surface up to the designed formation level and compaction. In case of sub-base course, speci- fied graded granular river bed materials or granular materials of quarry sites or borrow pits are generally used. In base course, specified graded crushed stone materials with crushing ratio greater than 80% are used. For surface course, Surface dressing, Bitumi- nous macadam, Dense bituminous macadam, Asphalt concrete are generally used in our country. In Bitumi- nous macadam, Dense bituminous macadam, Asphalt concrete(for surface course) specified graded crushed stone aggregates are used as per standard specification for road and bridge work. The use of inferior construction materials and poor construction process deteriorates the pavement very fast. So, the use of good quality of materials is very essential for effective functioning of pavement throughout its life. The use of locally available good quality construction materials as per specification is very economic to the road construction project. There- fore, it necessary to assess the properties of locally available pavement construction materials to ensure quality of materials that comply the Standard Spec- ifications for Road and Bridge Works,2073. KEC Conference __________________________________________________________________________________________ 292 KECConference2019, Kantipur Engineering College, Dhapakhel Lalitpur
Transcript
[16] S. M. Abraham and G. D. R. N. Ransinchung, “Strength andpermeation characteristics of cement mortar with ReclaimedAsphalt Pavement Aggregates,” Construction and BuildingMaterials, vol. 167, pp. 700–706, 2018. [Online]. Available:https://doi.org/10.1016/j.conbuildmat.2018.02.075
[17] ASTM-D6926, “Standard practice for preparation of bitumi-nous specimens using Marshall apparatus,” Tech. Rep., 2010.
Abstract—This paper focuses on the measurement ofquality and usability of road construction materials nearthe quarries of Kathmandu Valley (Kavre and SindhuliDistricts. We have conducted the standard test procedurefor the analysis of materials of different Quarries. Andthe results shows the materials for base and sub-basefrom all of the three Quarries (Challal Ganesh- Kavre;Aapghari- Ghampyakhola; Bhyakur khola) meets thestandard.
Index Terms—Aggregate– Quarry–Flexible Pavement–Aggregate Test
I. INTRODUCTION
A. Background
Transportation contributes to the economic, indus-trial and cultural development of a country. It isconsidered as the backbone for the development of thenation. So every commodity needs transport facilitiesfor both at the production stage as well as distributionstage. The nature of transport demand depends uponthe stage of economic and social development, geo-graphic, topographical and demographic conditions ofthe country. [1]
Since our country Nepal is a landlocked under-developing country, water transport is almost impossi-ble and air transport is very costly. Thus road transportis the major means of transportation. Road Network inNepal consists of the Strategic Road Network (SRN)and the Local Road Network (LRN). SRN lies underthe Ministry of Physical Infrastructure and Transport(MoPIT) and its Department of Roads (DoR) and LRNlies under the Ministry of Federal Affairs and GeneralAdministration and its department of Local Infrastruc-ture Development and Agricultural Roads (DoLIDAR)while the responsibility for the daily management lieswith the local bodies (DCCs, Rural Municipalitiesand Municipalities). There is altogether 6823.43 km
bituminous road, 2044.22 km gravel road, 4030.55 kmearthen roads (SRN) according to 2015/16 report ofDoR. Likewise there is altogether 2004 km bituminousroad, 12823 km gravel road & 42805 km earthen roads(LRN) according to 2016 report of DoLIDAR.
Basically in Nepal, flexible road pavements are con-structed. The basic components of flexible pavementare Sub grade, Sub-base course, Base course andWearing course. Sub-grades are prepared either bycutting, filling, leveling and compacting the existingsoil surface to 95 % Maximum Dry Density (MDD)or depositing soils from the approved borrow pits tothe existing surface up to the designed formation leveland compaction. In case of sub-base course, speci-fied graded granular river bed materials or granularmaterials of quarry sites or borrow pits are generallyused. In base course, specified graded crushed stonematerials with crushing ratio greater than 80% areused. For surface course, Surface dressing, Bitumi-nous macadam, Dense bituminous macadam, Asphaltconcrete are generally used in our country. In Bitumi-nous macadam, Dense bituminous macadam, Asphaltconcrete(for surface course) specified graded crushedstone aggregates are used as per standard specificationfor road and bridge work.
The use of inferior construction materials and poorconstruction process deteriorates the pavement veryfast. So, the use of good quality of materials isvery essential for effective functioning of pavementthroughout its life. The use of locally available goodquality construction materials as per specification isvery economic to the road construction project. There-fore, it necessary to assess the properties of locallyavailable pavement construction materials to ensurequality of materials that comply the Standard Spec-ifications for Road and Bridge Works,2073.
A pavement may be defined as relatively stablelayer or crust constructed over the natural soil. Themain function of pavement is to support and distributethe heavy wheel loads of vehicles over a wide areaof the underlying sub-grade soil and permitting thedeformations within elastic or allowable range and toprovide an adequate surface. [1] The effective anddurable pavement surface is acquired through selectionof suitable road construction materials.
1) Materials used for road construction may beclassified into three broad groups:
Mineral materialsMineral materials such as sub-grade soil, sand/stone
dust (fine aggregate), stone chips, gravel/crushed ag-gregates (coarse aggregates), pit-run sand or river sand,screened materials, blast furnace slag, brick pebbles.These are either naturally occurring, semi processed orfully processed. Stone aggregates are used in pavementconstruction and road side construction.
Binding materialsBinding materials includes stone dust or cohesive
soil; cement, lime and other inorganic binding ma-terials and; bitumen, tar and other organic bindingmaterials.
Other materialsOther common road construction materials such as
reinforcement, timber, stones, bricks, boulders, cob-bles, gabion wires, geo-textiles, geo-grids, chemicaladditives, HDP pipes, Hume pipes, precast units etc.
Mineral aggregates make up 90 to 95% of a HMAmix by weight or approximately 75 to 85% by volume.Their physical characteristics are responsible for pro-viding a strong aggregate structure to resist deforma-tion due to repeated load applications. Aggregate min-eralogical and chemical makeup are important in eval-uating characteristics such as hardness (toughness),soundness (durability), shape, and stripping potential.[2] In ASTM D8 aggregate is defined as a granularmaterial of mineral composition such as sand, gravel,shell, slag, or crushed stone, used with cementingmedium to form mortars or concrete or alone as inbase courses, railroad ballasts, etc.
C. Desirable properties of Aggregates and their Tests
Aggregates must be strong, hard, tough, and durableand should have in proper shape and sizes, goodadhesion and cementation characteristics. The parame-ters like strength, hardness, toughness, durable, propershape, proper gradation and good adhesion or cemen-tation are used to determine whether the selected roadaggregates possess desirable properties or not. [3]
1) Tests on aggregates may be arbitrarily dividedinto different groups .: [3]
Crushing testThis test is done to determine the crushing strength
of aggregates.Abrasion test
Abrasion test is carried out to test the hardnessproperty of aggregates and to decide whether theyare suitable for different pavement construction works.Los-Angeles abrasion test is a preferred one for car-rying out the hardness property.
Impact testThe aggregate impact test is carried out to evaluate
the resistance to impact of aggregates.Soundness testSoundness test is intended to study the resistance
of aggregates to weathering action, by conductingaccelerated weathering test cycles
Shape testThe particle shape of the aggregate mass is de-
termined by the percentage of flaky and elongatedparticles in it. Aggregates which are flaky or elongatedare detrimental to higher work-ability and stability ofmixes.
Specific gravity and water absorption testThe specific gravity and water absorption of aggre-
gates are important properties that are required for thedesign of concrete and bituminous mixes. The specificgravity of a solid is the ratio of its mass to thatof an equal volume of distilled water at a specifiedtemperature.
Bitumen adhesion testBitumen adheres well to all normal types of road
aggregates provided they are dry and free from dust.This is done by Stripping value of aggregate.
D. Importance of road aggregates in the context ofNepal
Since Nepal has large geological variation, the ma-terials found inside the country will be beneficial forthe construction of road. This will finally results theutilization of locally produced materials and enhancesthe constructions works. Generally flexible pavementsare in practice in our country but nowadays rigidpavements are also in practice. In this thesis work, wehave done study about the properties of materials usedin different layers of the flexible pavements includingdifferent bituminous pavement surfaces.
E. Flexible Pavement
Flexible pavements are constructed of bituminousand granular materials. Flexible pavement are those,which on the whole have low or negligible flexuralstrength and rather flexible in their structural actionunder the loads. The flexible pavement layers reflectthe deformation of the lower layers on-to the surfaceof the layer. Thus if the lower layer of the pavementor soil sub-grade is undulated, the flexible pavementsurface also gets undulated. The flexible pavementlayers transmit the vertical or compressive stresses tothe lower layers by grain to grain transfer through thepoints of contact in the granular structure. A well com-pacted granular structure consisting of strong gradedaggregates (interlocked aggregates structure with or
without binder materials) can transfer the compressivestresses through a wider area and thus forms a goodflexible pavement layer. [4]
Fig. 1. Structure of Flexible Pavement
Structure of flexible pavement
Figure ?? represents the structure of figure of thestructure.
The Sub-grade:The entire load of the pavement including the load
of traffic transmitted though the pavement is ultimatelytaken up by the sub-grade. It is also worth mentioninghere that by the time the impact of the surface loadreaches the sub-grade, the load has spread over a con-siderably large area and hence the strength requirementof the strata in bearing are much less than that of theupper strata i.e. sub-base, base and wearing courses.A slight improvement in the bearing capacity of soilbrought about by proper compaction, stabilization anddrainage or combination thereof could be very effec-tive in reducing the thickness of the pavement therebyreducing the initial cost of construction of the road aswell as the cost of maintenance. [5]
Sub-base course:The sub-base also called as road-base is the main
structural layer whose main function is to withstandthe applied wheel stresses and strains incident on itand distribute them in such a manner that the materialsbeneath it do not become overloaded. [6]
Surfacing:The surfacing combines good riding quality with ad-
equate skidding resistance, while also minimizing theprobability of water infiltrating the pavement with con-sequent surface cracks. Texture and durability are vitalrequirements of a good pavement surface as are surfaceregularity and flexibility. For flexible pavements, thesurfacing is normally applied in two layers: base-course and wearing course; with the base-courseand extension of the road-base layer but providing aregulating course on which the final layer is applied.[6]
F. Problem identification
Kathmandu Valley is center for construction activi-ties. Ample amount of construction material is required
for different construction purposes .Undergoing con-struction activities in road around and in KathmanduValley demands higher amount of road aggregateswith varying standard properties. Thus proper sourceidentification for the road construction is proposed bythe study which will reduce the cost of transportationand aid for the good construction materials nearby thesite.
G. Site selection
In this study different quarries near Sindhuli andKavre district are chosen. Most of the aggregatesfor the construction purpose in the valley and aroundthe valleys are brought from these sites as well. Thequarries proposed for the study are:
Research objectiveThe general objective of this research is to study
the suitability of the various nearby local resourcesfor the use in different layers of road constructionin the valley or nearby. This will finally promote theutilization of local resources enhancing the promotionof the business and thus reducing the transportationcost.
The specific objective of this research is listed asbelow:
i. To compare the various aggregate sources ofKavre and Sindhuli district for road construction basedon different standard tests as per Standard Specifica-tion for Road and Bridge Works,2073.
ii. To recommend the best site for the constructionmaterials.
iii. To define suitability of different aggregatesources based on tests.
Assumption:The assumptions for the study are given below:i. The sample aggregate chosen will define the
source.ii. The limited tests performed for the aggregate
sources would represent the quality of the quarry.Limitation:i. The study is limited to only the quarries of Kavre
and Sindhuli district and its nearby areas.ii. Properties of materials like CBR, LL, PL, pol-
ished stone value and deleterious material & organicimpurities are not considered in this research.
II. LITERATURE REVIEW
A. Properties of the road construction materials andits importance
The performance of a pavement reflects the properfunctioning of the consecutive component layers ofa given pavement. The design period, life of thepavement, durability and maintenance cost can be
A pavement may be defined as relatively stablelayer or crust constructed over the natural soil. Themain function of pavement is to support and distributethe heavy wheel loads of vehicles over a wide areaof the underlying sub-grade soil and permitting thedeformations within elastic or allowable range and toprovide an adequate surface. [1] The effective anddurable pavement surface is acquired through selectionof suitable road construction materials.
1) Materials used for road construction may beclassified into three broad groups:
Mineral materialsMineral materials such as sub-grade soil, sand/stone
dust (fine aggregate), stone chips, gravel/crushed ag-gregates (coarse aggregates), pit-run sand or river sand,screened materials, blast furnace slag, brick pebbles.These are either naturally occurring, semi processed orfully processed. Stone aggregates are used in pavementconstruction and road side construction.
Binding materialsBinding materials includes stone dust or cohesive
soil; cement, lime and other inorganic binding ma-terials and; bitumen, tar and other organic bindingmaterials.
Other materialsOther common road construction materials such as
reinforcement, timber, stones, bricks, boulders, cob-bles, gabion wires, geo-textiles, geo-grids, chemicaladditives, HDP pipes, Hume pipes, precast units etc.
Mineral aggregates make up 90 to 95% of a HMAmix by weight or approximately 75 to 85% by volume.Their physical characteristics are responsible for pro-viding a strong aggregate structure to resist deforma-tion due to repeated load applications. Aggregate min-eralogical and chemical makeup are important in eval-uating characteristics such as hardness (toughness),soundness (durability), shape, and stripping potential.[2] In ASTM D8 aggregate is defined as a granularmaterial of mineral composition such as sand, gravel,shell, slag, or crushed stone, used with cementingmedium to form mortars or concrete or alone as inbase courses, railroad ballasts, etc.
C. Desirable properties of Aggregates and their Tests
Aggregates must be strong, hard, tough, and durableand should have in proper shape and sizes, goodadhesion and cementation characteristics. The parame-ters like strength, hardness, toughness, durable, propershape, proper gradation and good adhesion or cemen-tation are used to determine whether the selected roadaggregates possess desirable properties or not. [3]
1) Tests on aggregates may be arbitrarily dividedinto different groups .: [3]
Crushing testThis test is done to determine the crushing strength
of aggregates.Abrasion test
Abrasion test is carried out to test the hardnessproperty of aggregates and to decide whether theyare suitable for different pavement construction works.Los-Angeles abrasion test is a preferred one for car-rying out the hardness property.
Impact testThe aggregate impact test is carried out to evaluate
the resistance to impact of aggregates.Soundness testSoundness test is intended to study the resistance
of aggregates to weathering action, by conductingaccelerated weathering test cycles
Shape testThe particle shape of the aggregate mass is de-
termined by the percentage of flaky and elongatedparticles in it. Aggregates which are flaky or elongatedare detrimental to higher work-ability and stability ofmixes.
Specific gravity and water absorption testThe specific gravity and water absorption of aggre-
gates are important properties that are required for thedesign of concrete and bituminous mixes. The specificgravity of a solid is the ratio of its mass to thatof an equal volume of distilled water at a specifiedtemperature.
Bitumen adhesion testBitumen adheres well to all normal types of road
aggregates provided they are dry and free from dust.This is done by Stripping value of aggregate.
D. Importance of road aggregates in the context ofNepal
Since Nepal has large geological variation, the ma-terials found inside the country will be beneficial forthe construction of road. This will finally results theutilization of locally produced materials and enhancesthe constructions works. Generally flexible pavementsare in practice in our country but nowadays rigidpavements are also in practice. In this thesis work, wehave done study about the properties of materials usedin different layers of the flexible pavements includingdifferent bituminous pavement surfaces.
E. Flexible Pavement
Flexible pavements are constructed of bituminousand granular materials. Flexible pavement are those,which on the whole have low or negligible flexuralstrength and rather flexible in their structural actionunder the loads. The flexible pavement layers reflectthe deformation of the lower layers on-to the surfaceof the layer. Thus if the lower layer of the pavementor soil sub-grade is undulated, the flexible pavementsurface also gets undulated. The flexible pavementlayers transmit the vertical or compressive stresses tothe lower layers by grain to grain transfer through thepoints of contact in the granular structure. A well com-pacted granular structure consisting of strong gradedaggregates (interlocked aggregates structure with or
without binder materials) can transfer the compressivestresses through a wider area and thus forms a goodflexible pavement layer. [4]
Fig. 1. Structure of Flexible Pavement
Structure of flexible pavement
Figure ?? represents the structure of figure of thestructure.
The Sub-grade:The entire load of the pavement including the load
of traffic transmitted though the pavement is ultimatelytaken up by the sub-grade. It is also worth mentioninghere that by the time the impact of the surface loadreaches the sub-grade, the load has spread over a con-siderably large area and hence the strength requirementof the strata in bearing are much less than that of theupper strata i.e. sub-base, base and wearing courses.A slight improvement in the bearing capacity of soilbrought about by proper compaction, stabilization anddrainage or combination thereof could be very effec-tive in reducing the thickness of the pavement therebyreducing the initial cost of construction of the road aswell as the cost of maintenance. [5]
Sub-base course:The sub-base also called as road-base is the main
structural layer whose main function is to withstandthe applied wheel stresses and strains incident on itand distribute them in such a manner that the materialsbeneath it do not become overloaded. [6]
Surfacing:The surfacing combines good riding quality with ad-
equate skidding resistance, while also minimizing theprobability of water infiltrating the pavement with con-sequent surface cracks. Texture and durability are vitalrequirements of a good pavement surface as are surfaceregularity and flexibility. For flexible pavements, thesurfacing is normally applied in two layers: base-course and wearing course; with the base-courseand extension of the road-base layer but providing aregulating course on which the final layer is applied.[6]
F. Problem identification
Kathmandu Valley is center for construction activi-ties. Ample amount of construction material is required
for different construction purposes .Undergoing con-struction activities in road around and in KathmanduValley demands higher amount of road aggregateswith varying standard properties. Thus proper sourceidentification for the road construction is proposed bythe study which will reduce the cost of transportationand aid for the good construction materials nearby thesite.
G. Site selection
In this study different quarries near Sindhuli andKavre district are chosen. Most of the aggregatesfor the construction purpose in the valley and aroundthe valleys are brought from these sites as well. Thequarries proposed for the study are:
Research objectiveThe general objective of this research is to study
the suitability of the various nearby local resourcesfor the use in different layers of road constructionin the valley or nearby. This will finally promote theutilization of local resources enhancing the promotionof the business and thus reducing the transportationcost.
The specific objective of this research is listed asbelow:
i. To compare the various aggregate sources ofKavre and Sindhuli district for road construction basedon different standard tests as per Standard Specifica-tion for Road and Bridge Works,2073.
ii. To recommend the best site for the constructionmaterials.
iii. To define suitability of different aggregatesources based on tests.
Assumption:The assumptions for the study are given below:i. The sample aggregate chosen will define the
source.ii. The limited tests performed for the aggregate
sources would represent the quality of the quarry.Limitation:i. The study is limited to only the quarries of Kavre
and Sindhuli district and its nearby areas.ii. Properties of materials like CBR, LL, PL, pol-
ished stone value and deleterious material & organicimpurities are not considered in this research.
II. LITERATURE REVIEW
A. Properties of the road construction materials andits importance
The performance of a pavement reflects the properfunctioning of the consecutive component layers ofa given pavement. The design period, life of thepavement, durability and maintenance cost can be
explained by the selection of materials and their char-acteristics. [7]
The HMA stripping resistance was found to besignificantly affected by the type of aggregate usedin preparing the mix. HMA prepared using aggregategradation followed upper limits of ASTM specificationfor dense graded showed the highest resistance tostripping, followed by HMA prepared using aggregategradation followed mid-limits of ASTM specificationfor dense gradation. The work shows the importanceof gradation in defining aggregate properties. [8]
Considering the other parameter such as voids ratio,percentage voids and maximum dry densities into ac-count, it is identified that a dosage of 20-30% crusherdust make the gradation mixes dense and offer moreshear strength due to mobilization of friction resistanceunder compression. [7]
The aggregates age as a result of a physical and min-eralogical weathering process. Degradation of coarserocks and the production of detrimental clay mineralsconsidered as indications of weather ability of materi-als. [9] .
It was found that by reducing the air voids percent-age and voids in mineral aggregate up to the certainamount, resilient modulus of the mixture will be in-creased and therefore deformation and non-recoverablestrained will reduced. [10]
B. Codal Provision for Aggregate Tests and TheirSuitability
Standard Specification for Road and Bridge Works,2073 is a specification of different civil works requiredfor road and bridge construction activities which waspublished by Department of Road, Ministry of Physi-cal Infrastructure and Transport (MoPIT), Governmentof Nepal. The code has also provided standard testsinvolved in representation of the quality of aggregatesfor use in different layers of pavement. The tableshown below is referred from SSRBW, 2073 whichis also the basis for the further study of suitability ofquarries. [11]
C. Desirable properties of materials and tests fordifferent layers of flexible pavement.
Sub-grade Soil having the following properties issuitable for preparation of sub-grade.
Liquid limit (LL)less than 75% andPlasticity Index (PI) less than 40%Sub-base courseGranular sub-base should have following physical
properties as per SSRBW, 2073, table 12.2Base courseThe general physical properties of crusher run ag-
gregates for base course as per SSRBW, 2073 table12.9 is shown as follows
The general physical properties of BituminousMacadam (BM), Dense Bituminous Macadam (DBM)
TABLE IPHYSICAL PROPERTIES OF SUB-BASE MATERIALS
Physicalproperties
Test method Requirementfor Class I& II
Requirementfor ClassIII , IV andmaintenancework
AggregateImpact Value(AIV)
IS 2386-4 orIS 5640
Maximum40
Maximum45
Liquid Limit IS 2720-5 maximum 25 maximum 25
Plasticity In-dex
IS 2720-5 Maximum 6 Maximum 6
CBR at 95 %dry density (at IS 2720-part8)
IS 2720-5 Minimum 30unless spec-ified in theContract
Minimum 25unless spec-ified in theContract
TABLE IIPHYSICAL PROPERTIES OF BASE MATERIAL
Test Test method Requirements
Loss Angeles AbrasionValue(LAA)
IS: 2386 -4 40 max
orAggregate Impact Value (AIV)
30 max
Combined Flakiness &Elongation Index
IS: 2386 -1 35 max
Water Absorption IS: 1386 -3 2 % max
Liquid limit of materialpassing 425µ
IS: 2720- 5 25 max
Plasticity index of mate-rial passing 425µ
IS: 2720- 5 6 max
and Asphalt Concrete (AC) as per SSRBW, 2075 table13.24, 13.26 and 13.32 is shown as follows.
III. COLLECTION OF AGGREGATES FROMQUARRIES FOR DIFFERENT LAYER AND THEIR
TESTS
A. Collection of aggregates from quarries for differentlayer
All quarries produce different quality material asper the road site construction activity needs. Differentstandards have set different limits for different layersin terms of its physical properties. Thus, collection ofmaterials would be performed for
i. Sub-base layers (SB)ii. Base layers (B)iii.Bituminous Macadam (BM)iv. Dense Bituminous Macadam (DBM)v. Asphalt Concrete (AC)The above mentioned layers are selected based
on its dominant use in the construction field hereinNepal. So, materials from three quarries namely Chal-lal Ganesh , Aapghari (Ghyampe Khola) and BhyakureKhola of Kavre and Sindhuli District are collected tocheck the suitability of these aggregates for differentlayers of flexible pavement.
After the collection, different experiment sets, asfrom recommendation of SSRBW, 2073, were per-formed. The test result of study are tabulated below:Test results of Sub- Base Course
The result of sub base is in usable range for boththe quarries Challal Ganesh and Aapghari. But we didnot get the material for sub-base from Bhyakure Kholaquary.
Test results of Base CourseGradation of Bhyakure Khola quarry meets the spec-
ification for base as per SSRBW 2073, gap gradingwas found in case of base material of Aapghari quarry.The material of Aapghari quary can be used as abase material by adding the aggregate of required size.Besides gradation requirement, other properties suchas LAA, AIV, MDD etc. meets the requirement as perspecification. The material from Bhyakura Khola canbe used as base material without any treatment. Thereseems to be addition of certain gap graded aggregatein the base material of Aapghari quary. We did not getthe material for base from Challal Ganesh quary.
Test results of Bituminous Macadam Gradationanalysis shows that none of the three quarries meetsthe specification ( passing through 0.075mm sieve isgreater than 5%). Except gradation other propertiesrequired for construction of Bituminous Macadamsuch as LAA, AIV, Water absorption etc. as shownin table meets the requirement as per specification.So the materials from these quarries can be used forBituminous Macadam by adding certain percentage ofcoarser aggregate.
Test results of Dense Bituminous MacadamGradation analysis shows that none of the three
quarries meets the specification ( passing through0.075mm sieve is greater than 5%). Except gradationother properties required for construction of Dense Bi-tuminous Macadam such as LAA, AIV, Water absorp-tion etc. as shown in table meets the requirement asper specification. So the materials from these quarriescan be used for Dense Bituminous Macadam by addingcertain percentage of coarser aggregate.
Test results of Asphalt ConcreteGradation analysis shows that none of the three
quarries meets the specification ( passing through0.075mm sieve is greater than 5%). Except gradationother properties required for construction of AsphaltConcrete such as LAA, AIV, Water absorption etc. asshown in table meets the requirement as per specifica-tion for two quarries Challal Ganesh and Aapghari.AIV of Bhyakure Khola quarry is found as 27%which is greater than standard (24%), the materialfrom this quarry is not suitable for Asphalt Concrete.So the materials from these quarries can be usedfor Asphalt Concrete by adding certain percentage ofcoarser aggregate.
explained by the selection of materials and their char-acteristics. [7]
The HMA stripping resistance was found to besignificantly affected by the type of aggregate usedin preparing the mix. HMA prepared using aggregategradation followed upper limits of ASTM specificationfor dense graded showed the highest resistance tostripping, followed by HMA prepared using aggregategradation followed mid-limits of ASTM specificationfor dense gradation. The work shows the importanceof gradation in defining aggregate properties. [8]
Considering the other parameter such as voids ratio,percentage voids and maximum dry densities into ac-count, it is identified that a dosage of 20-30% crusherdust make the gradation mixes dense and offer moreshear strength due to mobilization of friction resistanceunder compression. [7]
The aggregates age as a result of a physical and min-eralogical weathering process. Degradation of coarserocks and the production of detrimental clay mineralsconsidered as indications of weather ability of materi-als. [9] .
It was found that by reducing the air voids percent-age and voids in mineral aggregate up to the certainamount, resilient modulus of the mixture will be in-creased and therefore deformation and non-recoverablestrained will reduced. [10]
B. Codal Provision for Aggregate Tests and TheirSuitability
Standard Specification for Road and Bridge Works,2073 is a specification of different civil works requiredfor road and bridge construction activities which waspublished by Department of Road, Ministry of Physi-cal Infrastructure and Transport (MoPIT), Governmentof Nepal. The code has also provided standard testsinvolved in representation of the quality of aggregatesfor use in different layers of pavement. The tableshown below is referred from SSRBW, 2073 whichis also the basis for the further study of suitability ofquarries. [11]
C. Desirable properties of materials and tests fordifferent layers of flexible pavement.
Sub-grade Soil having the following properties issuitable for preparation of sub-grade.
Liquid limit (LL)less than 75% andPlasticity Index (PI) less than 40%Sub-base courseGranular sub-base should have following physical
properties as per SSRBW, 2073, table 12.2Base courseThe general physical properties of crusher run ag-
gregates for base course as per SSRBW, 2073 table12.9 is shown as follows
The general physical properties of BituminousMacadam (BM), Dense Bituminous Macadam (DBM)
TABLE IPHYSICAL PROPERTIES OF SUB-BASE MATERIALS
Physicalproperties
Test method Requirementfor Class I& II
Requirementfor ClassIII , IV andmaintenancework
AggregateImpact Value(AIV)
IS 2386-4 orIS 5640
Maximum40
Maximum45
Liquid Limit IS 2720-5 maximum 25 maximum 25
Plasticity In-dex
IS 2720-5 Maximum 6 Maximum 6
CBR at 95 %dry density (at IS 2720-part8)
IS 2720-5 Minimum 30unless spec-ified in theContract
Minimum 25unless spec-ified in theContract
TABLE IIPHYSICAL PROPERTIES OF BASE MATERIAL
Test Test method Requirements
Loss Angeles AbrasionValue(LAA)
IS: 2386 -4 40 max
orAggregate Impact Value (AIV)
30 max
Combined Flakiness &Elongation Index
IS: 2386 -1 35 max
Water Absorption IS: 1386 -3 2 % max
Liquid limit of materialpassing 425µ
IS: 2720- 5 25 max
Plasticity index of mate-rial passing 425µ
IS: 2720- 5 6 max
and Asphalt Concrete (AC) as per SSRBW, 2075 table13.24, 13.26 and 13.32 is shown as follows.
III. COLLECTION OF AGGREGATES FROMQUARRIES FOR DIFFERENT LAYER AND THEIR
TESTS
A. Collection of aggregates from quarries for differentlayer
All quarries produce different quality material asper the road site construction activity needs. Differentstandards have set different limits for different layersin terms of its physical properties. Thus, collection ofmaterials would be performed for
i. Sub-base layers (SB)ii. Base layers (B)iii.Bituminous Macadam (BM)iv. Dense Bituminous Macadam (DBM)v. Asphalt Concrete (AC)The above mentioned layers are selected based
on its dominant use in the construction field hereinNepal. So, materials from three quarries namely Chal-lal Ganesh , Aapghari (Ghyampe Khola) and BhyakureKhola of Kavre and Sindhuli District are collected tocheck the suitability of these aggregates for differentlayers of flexible pavement.
After the collection, different experiment sets, asfrom recommendation of SSRBW, 2073, were per-formed. The test result of study are tabulated below:Test results of Sub- Base Course
The result of sub base is in usable range for boththe quarries Challal Ganesh and Aapghari. But we didnot get the material for sub-base from Bhyakure Kholaquary.
Test results of Base CourseGradation of Bhyakure Khola quarry meets the spec-
ification for base as per SSRBW 2073, gap gradingwas found in case of base material of Aapghari quarry.The material of Aapghari quary can be used as abase material by adding the aggregate of required size.Besides gradation requirement, other properties suchas LAA, AIV, MDD etc. meets the requirement as perspecification. The material from Bhyakura Khola canbe used as base material without any treatment. Thereseems to be addition of certain gap graded aggregatein the base material of Aapghari quary. We did not getthe material for base from Challal Ganesh quary.
Test results of Bituminous Macadam Gradationanalysis shows that none of the three quarries meetsthe specification ( passing through 0.075mm sieve isgreater than 5%). Except gradation other propertiesrequired for construction of Bituminous Macadamsuch as LAA, AIV, Water absorption etc. as shownin table meets the requirement as per specification.So the materials from these quarries can be used forBituminous Macadam by adding certain percentage ofcoarser aggregate.
Test results of Dense Bituminous MacadamGradation analysis shows that none of the three
quarries meets the specification ( passing through0.075mm sieve is greater than 5%). Except gradationother properties required for construction of Dense Bi-tuminous Macadam such as LAA, AIV, Water absorp-tion etc. as shown in table meets the requirement asper specification. So the materials from these quarriescan be used for Dense Bituminous Macadam by addingcertain percentage of coarser aggregate.
Test results of Asphalt ConcreteGradation analysis shows that none of the three
quarries meets the specification ( passing through0.075mm sieve is greater than 5%). Except gradationother properties required for construction of AsphaltConcrete such as LAA, AIV, Water absorption etc. asshown in table meets the requirement as per specifica-tion for two quarries Challal Ganesh and Aapghari.AIV of Bhyakure Khola quarry is found as 27%which is greater than standard (24%), the materialfrom this quarry is not suitable for Asphalt Concrete.So the materials from these quarries can be usedfor Asphalt Concrete by adding certain percentage ofcoarser aggregate.
In this paper, we conducted different experimentas per SSRBW-2073. The data for experiments arecollected in a standard sheet and we found that thematerials from different Quarries satisfies the standardfor base and sub-base layers of flexible pavement. Ma-terials from Quarries of Challal Ganesh and Aapgharisatisfies the standard for bituminous macadam, densebituminous macadam and asphalt concrete of surfacecourse of flexible pavement. Our experiment showsthat the material of Bhyakure Khola Quarry fails thestandard for asphalt concrete, yet it can be used forbituminous macadam, dense bituminous macadam.
V. RECOMMENDATION
- Based on the comparative analysis, Challal Ganeshquarry of Kavre Disrtict is the best and suitable quarryfor different layers of flexible pavement.
- The study can also identify the importance ofexperiments such as LAA, AIV, Specific gravity, Wa-ter contain, OMC,MDD,Gradation in representing thequality of aggregate from quarries of the selectedareas.
REFERENCES
[1] B.L. Gupta and Amit Gupta. Highway and Bridge Engineer-ing. Standard publishers distributors, 3rd editio edition, 2005.
[2] T F Fwa. The Handbook of Highway Engineering. Taylor andFrancis Group, 2006.
[3] K V Krishna Rao and Tom V. Mathew. Pavement materials:Aggregates. Introduction to Transportation Engineering, pages1–8, 2007.
[4] S.K Khanna and C.E.G Justo. Highway Engineering. NemChand and Bros, 7th editio edition, 1998.
[5] V.N. Vazirani and S.P. Chandola. Highway and Soil Engineer-ing. Khanna Publishers, 3rd editio edition, 1998.
[6] Martin Rogers. Highway Engineering. Blackwell Science, 1steditio edition, 2003.
[7] P V V Satyanarayana, R Prem Teja, T Harshanandan, andK Lewis Chandra. a Study on the Use of Crushed Stone Ag-gregate and. International Journal of Scientific & EngineeringResearch, 4(11):1126–1136, 2013.
[8] Saad Abo-Qudais and Haider Al-Shweily. Effect of aggregateproperties on asphalt mixtures stripping and creep behavior.Construction and Building Materials, 21(9):1886–1898, 2007.
[9] Ebrahim Sangsefidi, Douglas J Wilson, Thomas J Larkin, andPhilippa M Black. Weatherability of Road Aggregates withinEngineering Time Weatherability of Road Aggregates withinEngineering Time. In Australasian Transport Research Forum2017 Proccedings, number November, pages 1–13, 2017.
[10] Amir Golalipour, Ehsan Jamshidi, Yunus Niazi, Zahra Af-sharikia, and Mahmood Khadem. Effect of Aggregate Gra-dation on Rutting of Asphalt Pavements, 2012.
[11] DoR. Standard specification for road and bridge works.Technical report, 2015.
This study was conducted during the period from January 2019 to July 2019. The questionnaire survey, field observation, in-depth interview, and focus group discussion tools were used in the study. The study found that the mean of regular maintenance work as 3.22 which is slightly higher than fair value. It indicates work carried out is just sufficient as per road engineers. Mean of regular maintenance job worked out 1.90 lies between the good and very good. As per regular road users, overall regular maintenance work carried out thus is found satisfactory. Evaluating the response of both ‘regular road users’ and ‘road engineers’, overall regular maintenance works performance is fair only and that should be improved. The overall reactive maintenance response from road engineers is 3.34 slightly more but very near to fair value. It indicates that overall reactive/recurrent maintenance work is found acceptable. The response evaluation regarding reactive maintenance is 2.16 slightly more than poor but less than good as per ‘regular road users’. Evaluating both’ Road engineers’ and ‘Regular Road Users’ responses, reactive maintenance work has found fair in condition and thus it needs improvement. Regular maintenance workers training provided by the Division Road Offices once in year is found to be deficient for carrying out effective maintenance activities. ‘Length Workers’ and their supervisors are looking up for more trainings. The study would like to suggest that the separate and special branch of maintenance division should be established to conduct and regulate the maintenance work. In addition to this, workers should be in sufficient numbers as specified by the Department of Road Norms in rainy as well as in dry season. Keywords- Strategic roads network, regular maintenance, reactive maintenance, strengthened maintenance divisions program, annual road maintenance program
I. INTRODUCTION Roadway is one of the major components of the
nation, which makes a vital contribution to overall economic and social development in any country. Well- designed and maintained road decreases of vehicle operation cost, road accident rates and constrain of mobility [1]. After the Second World War, transport planning, management and maintenance was based on modernization pattern, and afterward it happened the agenda of industrialized society, set the pace for accelerated investment in road infrastructure development [2]. The Highway Design and Maintenance Standards Model (HDM-III), developed by the World Bank has been used for over two decades to combine technical
and economic appraisals of road investment projects, and to analyze strategies and standards. An international study has been carried out to extend the scope of the HDM-III model, and to provide a harmonized systems approach to road maintenance and management, with adaptable and user-friendly software tools. This has resulted in the development of the Highway Development and Management Tool“HDM-4” [3]. Road accessibility study has shown that currently about 35 percent of people are outside the minimum accessibility (two hours in the Terai and four hour in the hills) from the nearest road head [4]. Despite that Nepal’s rural road network grew by an annual of 11 percent, the country’s road network and density is the lowest in the region. Nepal has a very low road density of 6.39 Km per 10 Sq. Km. thus indicating poor accessibility to various parts of the country especially in hilly and mountainous region of the country. Even though there has been some progress especially since 1990, the level of progress has been uneven. The connectivity of roads in the mid-western and far-western regions of the country has been far less than in the eastern and central regions [5]. The first long-term planning (twenty-year highway plan) was introduced in late sixties and subsequently nationwide economic and technical feasibility for roads was conducted under the assistance of United Nations Development Program. In the twenty-year highway plan the concept of East West Highway developed in early sixties was integrated with several north-south roads visualized by the Road Transport Organization (RTO). This plan had given thought to some extent towards prevailing regional and geo-political situation. The decade of 1960-1970 witnessed a considerable expansion in road network with significant assistance from bilateral donor and governments like People's Republic of China, India, USA, UK, and the former USSR [6].
With the increase in length of road, Government of Nepal (GON) decided to establish one separate body to construct and maintain the road surface. As a result
