A SIMPLE A

D EFFECTIVE METHOD OF REPAIRI G POTHOLES I I DIA

By

Prof. Prithvi Singh Kandhal*

[This paper was published as Paper o. 544 in the Journal of the Indian Roads Congress, Volume 69-3,
October-December 2008. Authors response to comments made on this paper are also given at the end.]

ABSTRACT

Development of potholes on roads and streets of India after the onset of monsoons is a
common phenomenon. Quite often, potholes are repaired with antiquated techniques such
as placing soil or bare aggregate in the pothole because no hot mix asphalt is available
during monsoons.

An economical, generic, readymade stockpile cold patching mix has been proposed, which
is manufactured in a batch type hot mix plant using local aggregates. This generic mix can
be placed without preparing the pothole such as drying, squaring the edges, cleaning, and
tack coating. This patching mix developed by the author was adjudged as the best
performer in the readymade bituminous patching mix category in a nationwide field
evaluation research project conducted under the US Strategic Highway Research Program
(SHRP). Since that study was conducted in regions with different climatic conditions
(including hot and wet), it is believed this patching mix will be equally successful in India.
Recent field trials of this mix in Rajasthan during monsoons have been highly successful.

The mix can be stockpiled and remains workable for at least 6 months and, therefore, it can
be used throughout the year including the rainy season. A detailed specification ready to be
used by highway agencies in India is given in the paper.

1. I TRODUCTIO

Development of potholes on Indian roads and streets after the onset of monsoons is a
common phenomenon. Every year there is a public outcry and newspapers are full of
pictures showing potholed road pavements. Hot mix asphalt plants are usually shut down
during monsoons and no hot bituminous mix is available for filling potholes. Therefore,
many potholes are either not repaired or repaired with antiquated techniques. It is quite
common for the government agencies to repair potholes as follows:

Fill the pothole with soil, which is usually washed away in the first rain.

______________________________________________________________________
* Associate Director Emeritus, National Center for Asphalt Technology (NCAT), Auburn
University, Alabama, USA (currently, Karanpura House, 50 Raj Bhawan Road, Civil
Lines, Jaipur 302 006) E-mail: pkandhal@eng.auburn.edu

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 Fill the pothole with bare stones (Photos 1 and 2). This not only provides a
rough riding surface especially for motorcycles but the stone particles start to

Photo 1. Pothole filled with soil and aggregate

Photo 2. Pothole filled with bare aggregate

ravel out of the pothole during subsequent rains. If the stones survive in the
potholes, these are not usually removed and pothole properly patched when the
road or street is overlaid with hot mix. This results in reappearance of the same
pothole during next years monsoon.

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 Very deep potholes are filled with cement bags full of sand, which is
undesirable.
Sometimes a penetration macadam type approach is used. A tack coat is applied
to the bottom of the pothole. A layer of large stone is spread in the pothole.
Bituminous binder is applied to the stone layer and then another layer of stone is
spread and compacted. This penetration macadam is extremely porous to water
and gets saturated with water when it rains. Even when the road is resurfaced
with hot mix, the pothole redevelops at the same place year after year. Photo 3
shows an example of the repeated failure of this technique in India.

Photo 3. Reappearance of pothole repaired with the penetration macadam technique

The following are the major disadvantages of potholes when they are not repaired at all or
repaired with the preceding improper techniques:

Inconvenience to motoring public

User delays which cost money in terms of their time
Extra fuel consumed when the vehicles have to stop or go very slow
Excessive wear and tear of the vehicles, which require frequent repairs
Increased air pollution caused by vehicle emission due to slow or stopped traffic
Accidents resulting from the tendency of the vehicles to go around the potholes

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 Increased real cost of repairing potholes in terms of labour because the government
agencies have to keep on repairing the same potholes several times during the
monsoon
Significant environmental impact due to most of the reasons mentioned above such
as increased fuel usage, increased air pollution, increased consumption of energy in
repairing the potholes with stopgap techniques.

There is a need to implement a simple and effective method of repairing potholes not only
during monsoons but also throughout the year. This can be achieved by using the latest
cold mix asphalt technology for producing and stockpiling readymade bituminous pothole
patching mix. A conventional batch type hot mix asphalt plant is used to produce a large
stockpile of patching mix prior to the onset of monsoons. A properly designed and
produced stockpile mix can maintain its workability (ease of handling), ease of placement,
and compaction at ambient temperatures for at least 6 months. In other words, this cold mix
can be used not only during monsoons but afterwards as well to repair isolated potholes and
utility cuts. A hot mix is not economical and suitable for repairing isolated potholes and
utility cuts because the hot mix keeps on cooling in the truck and therefore cannot be
compacted adequately to provide a durable patch.

Various manufacturers have promoted many proprietary pothole-patching products. These

mixes are usually tailor made with one stone type under strictly controlled conditions and
supplied in drums or bags. The cost of such materials is very high, which makes their use
prohibitive from the economic standpoint. Therefore, there is a need to specify a generic
patching mix, which can be produced by all hot mix asphalt plants in India using local
aggregates. Such a generic patching mix was developed by the author1 while serving as
Chief Asphalt Engineer of the Pennsylvania Department of Transportation (DOT) in the
US. Field trials of that patching mix were highly successful in Pennsylvania throughout the
year including hot, rainy summers. Therefore, this mix is considered suitable for Indian
climatic conditions as well. Recent field trials of this mix in Rajasthan during monsoons
have been highly successful as reported later.

2. CHALLE GES OF MIX DESIG

It is difficult to design stockpile patching mixtures because the properties required in

stockpiling and handling and after the material is placed in the pothole are contradictory.
Some of these contradictory requirements are as follows:
1. Aggregate gradation--For good mixture workability, an open gradation is
desired. After the mix is placed, however, a denser gradation is needed to improve
durability.
2. Aggregate shape--To obtain good workability, angular aggregate shape should
be avoided. However, once the mix is in place, a high degree of angularity is
desirable for better stability.
3. Binder viscosity--Lower binder viscosity is desired for storageability and
workability, but after placement higher viscosity is desirable as soon as possible for
better cohesion of the mixture.

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 4. Binder content--Greater residual bitumen content in the mixture is needed to
obtain thicker films on the aggregate for stickiness and durability, but there is a
potential binder drainage problem in the stockpile just after stockpiling while the
mix is hot.

Use of highly absorptive aggregates can also pose problems. High moisture content in such
aggregates often causes stripping and/or binder drainage problems in the stockpile.
Selective absorption of the lighter fractions of the bituminous binder by such aggregates
leaves a bituminous film that has undesirable characteristics and is significantly different
from the original bituminous binder used.

In case of cold patching mixtures, it is not possible to use conventional methods of mix
design generally used for hot bituminous mixes such as the Marshall method. Not only are
the specimen preparation and testing difficult, but also the desired design criteria for the
stockpile patching mixtures are unknown.

3. EW CO CEPTS

In the past, the use of larger-sized aggregate (12.5-19.0 mm) in the stockpile mixture was
promoted in the US to obtain higher stability. Such a mixture can be successful if the
patching technique is ideal (for example, making edges vertical, cleaning, applying tack
coat, and compacting adequately). However, ideal patching techniques are not always
used and mixtures that contain large aggregate start to ravel under traffic, which results in
premature failure of the patch. Another concept is to disregard the stability and make the
mixture finer and more pliable so that it will be more tolerant of abuse during placement
and perform under traffic. This finer mix, if placed less than 75 mm (3 in) deep in one lift
in a confined area, should be stable. For deeper and/or larger holes, the mixture has to be
compacted in layers.

The cohesive and adhesive qualities of a mix depend mainly on the composition of the
mortar (bituminous binder plus fines). If there are excessive fines or dust (material
passing a 0.075-mm or No. 200 sieve) in the mixture, the mortar will be lean, less tacky,
and friable. It is no coincidence that most of the expensive commercial patching products
are made from clean stone. Several extraction tests run on such products have revealed
that the fines (the minus 200 fraction) are usually less than 1 percent. In the absence of
excessive fines, mixtures are very tacky; therefore, tack coating of the pothole will not be
required. Many of the Pennsylvania DOT's earlier conventional stockpile patching
mixtures had not performed satisfactorily because of excessive fines. Such mixes are dull
and friable and lack cohesive and adhesive qualities.

4. RECOMME DED IMPROVED FORMULATIO

4.1 In view of the challenges of mix design and new concepts, the characteristics
discussed below appeared desirable to the author1 for development of a satisfactory and
economical stockpile patching mixture.

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4.1.1 Finer and Predominantly One-sized Gradation

A gradation consisting of 100 percent passing the 9.5 mm or 4.75 mm sieve has the
following advantages:

1. The mix is pliable and workable.

2. Due to increased surface area, more bituminous binder can be incorporated into the
mix to improve its durability.
3. The mix remains pliable for a prolonged period of time and continues to densify
easily under traffic and will continue to adapt to the changing geometry of the pothole.
This characteristic enhances its chances of survival.

Normally, a finer dense gradation will not have good workability. However, if it is
made of predominantly one-sized aggregate (100 percent passing the 9.5 mm or 4.75
mm sieve and mostly retained on the 1.18 mm sieve), the following advantages result:
(a) the workability of the mixture is increased significantly, and (b) the mixture can
cure effectively.

4.1.2 Clean Aggregate

As discussed earlier, it is very important to keep the dust content (minus 200 fraction) in
the mixture as low as possible to impart tackiness. This would significantly improve the
adhesive and cohesive properties of the mixture.
4.1.3 Angular Aggregate Shape

Angular aggregate shape is desirable for better stability. Since a finer and predominantly
one-sized gradation is used, the effect of aggregate angularity on the workability of the mix
is minimal. Angular crushed stone aggregate is an ideal material.

4.1.4 Use of Least Absorptive Aggregate

Highly absorbent aggregates should be avoided. The aggregate water absorption should
preferably be limited to approximately 1 percent.

4.1.5 Adequate Binder Content

It has been determined that at least 4.5 percent residual bituminous binder (total binder
minus diluent) is required in a stockpile patching mixture made from an aggregate
whose water absorption is 1.0 percent or less. If the aggregate absorbs water in excess
of 1.0 percent, the residual binder content should be increased by a similar amount. For
example, an aggregate that absorbs 1.5 percent water should have 5.0 percent minimum
residual bituminous binder. The factor limiting the maximum amount of the bituminous
binder is drainage in the stockpile just after manufacture. The drainage can be
minimized or eliminated by using lower mix temperatures and limiting the stockpile
height to 1.2 m (4 ft) during the first 48 hours.

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4.1.6 Proper Type and Amount of Antistripping Agent

The antistripping agent is a very important part of the formulation of the stockpile mixture.
A mixture should retain its coating in the stockpile under adverse weather conditions,
during handling, and in the pothole after placement. A stockpile patching mixture, which
is more pervious than a densely graded hot mix, has to withstand by far the most severe
weather and traffic effects. It has to survive in conditions that led to the creation of the
pothole in the first place (such as poor base, inadequate drainage, and deteriorated adjacent
pavement). Rain or melting snow provides water. The pneumatic tires of vehicles provide
high pressures. This combination can emulsify the bituminous binder or displace it from
the aggregate. If sufficient stripping occurs as a result of this action, the traffic will dislodge
the aggregate particles.

There are many commercially available antistripping agents in the market for use with the
medium-curing (MC) cutback bitumens. Experience has shown that there is no single additive
that will work with all aggregate types. Therefore, it is essential that the type of antistripping
agent and its amount be selected after testing with the aggregate that is actually being used in
the mix. Pennsylvania DOT requires its bituminous suppliers to conduct the wet coating test,
static immersion test, and stripping test with the job aggregate.

4.2 Specifications

The salient features of Pennsylvania's stockpile patching material specifications are

discussed below. A detailed specification ready to be used by highway agencies in India
is given in the appendix.

4.2.1 Production
The stockpile patching mix must be produced using a conventional batch type hot mix
plant, which is operated at relatively low temperatures.

4.2.2 Bituminous Materials

Since it is a cold mix, medium curing cutback bitumen conforming to IS: 217 Specification
for Cutback Bitumen should be used as a binder. MC-800 grade cutback bitumen should be
used in production when the patching mix is intended to be used during most of the year.
MC-250 grade cutback bitumen should be used in production when the patching mix is
intended to be used during colder winter months or in high altitude places. This is because
MC-250 has relatively low viscosity at 60 C compared to MC-800 and therefore will
provide better workability at cold ambient temperatures. It is recommended that the
highway agencies try both MC grades and select the one, which gives better performance in
terms of stockpile workability and stability of the patch under local conditions. Recently
MC-800 was used by the author successfully in Rajasthan during monsoons.

Since MC cutback bitumen binders use kerosene as a diluent, it can be argued to

discourage their use considering loss of energy and environmental concerns. However, not
repairing the potholes (especially during monsoon season when hot mix plants are shut

7
down) or repairing the potholes with inappropriate materials which do not stay in place
would waste far more energy in terms of fuel and create far more air pollution when the
vehicles have to crawl or stop on potholed roads. Unfortunately, no pure emulsified
bitumens are available, which are as effective as medium curing cutbacks. It is of no use
using conventional emulsified bitumen, which will not perform as intended. This case is
similar to the use of MC-30 and MC-70 medium curing cutback bitumen grades, which are
very effective materials for use as a prime coat in road construction. Contrary to what some
suppliers might say, there are no emulsified bitumens, which are as effective. That is why;
many states in the US make exception and do allow medium curing cutback bitumens when
they are used for priming coat or producing stockpile patching mix.

Emulsified cutback bitumens (inverted emulsion with oil as a continuous phase) have been
tried for prime coat and stockpile patching mix, but they are not as effective as
conventional cutback bitumens. Moreover, emulsified cutback bitumens also contain
substantial amounts of diluent such as kerosene. More developmental work is needed in
producing effective emulsified cutback bitumens.

MC cutback bitumens should be treated with antistripping agents to meet the requirements
of the wet coating test, the static immersion test, and the stripping test performed with the
actual job aggregate. These tests are described in the annexure to the specifications given in
the appendix. The use of antistripping agents should be mandatory because the patching
mix should not be susceptible to moisture or water damage (stripping) so as to survive in a
hostile environment of a pothole.

Under no circumstances, MC cutback bitumen should be allowed to be made by contractors

or department by blending kerosene with paving bitumen. It should only be obtained from
approved manufactures, which are certified to produce MC cutback bitumen conforming to
all requirements of IS: 217 Specification for Cutback Bitumen.

4.2.3 Composition of Mixture

The patching mix should conform to the gradation given in Table 1.

Table 1. Gradation of Stockpile Patching Mix

Sieve size, mm Percent passing
9.5 100
4.75 40 100
2.36 10 40
1.18 0 - 10
0.075 02

It should be noted that the material passing 0.075 mm sieve is restricted to 2 % maximum
(based on washed gradation). This is very essential for the quality and durability of the
patching mix.

8
As far as possible, aggregate with 1.0 % or less water absorption should be used. If the
water absorption exceeds 1.0 %, the amount of residual bituminous material should be
increased as shown in Table 2.

Table 2. Minimum Residual Bitumen Content by Weight of Mix

Aggregate water absorption, Minimum residual bitumen content,
% %
1.0 or less 4.5
1.1 to 1.5 5.0
1.6 to 2.0 5.5

Example to explain the residual bitumen content: If the total amount of MC cutback
bitumen in the mix is 6.0 % and the cutback has 80 % bitumen (residual) and 20 % diluent
(such as kerosene), the residual bitumen content in the mix is 6.0 times 80 %, which is
equal to 4.8 %. The contractor must obtain the actual percentage of residual bitumen in the
MC cutback from the approved supplier.

4.2.4 Preparation of Mixture

As mentioned earlier, the stockpile patching mix should be produced in a conventional

batch hot mix plant.

The mix should be such that it can be stocked, handled, placed, and finished without
stripping of the bitumen from the aggregate. To help prevent stripping and avoid heat
buildup in a stockpile (which may burn the entire stockpile), the mixed material should not
be stockpiled no higher than 1.5 m for the first 48 hours.

The mineral aggregate should be clean and surface dry before mixing. The temperature of
aggregate and bituminous material should comply with those shown in Table 3.

Table 3. Temperature Ranges for Producing Stockpile Patching Mix

Bituminous material Aggregate temperature, C Bitumen temperature, C
MC-250 5 65 55 -80
MC-800 5 65 75 - 95

Since the range of aggregate temperature is rather low and the maximum aggregate
temperature is restricted to 65 C, it may not be possible to dry the aggregate within this
temperature range. Therefore, the aggregate is quite often processed in a dryer at high
temperatures and allowed to cool before the bituminous material is added. Drying the
aggregate at high temperatures will also help in reducing the fines (material passing 0.075
mm sieve), which will go into the baghouse. The resulting mix then would have fines less
than 2 % as required in the stringent gradation specifications.

9
High aggregate temperature while mixing with the cutback bitumen will not only cause
excessive loss of diluent from the cutback but will also pose a safety hazard in the plant
pug mill. Proper and adequate venting of the pug mill is necessary.

4.2.5 Acceptance of Completed Mixture

The following two tests should be performed by the contractor (in presence of the
Department representative) on the mixture, freshly prepared or taken from a stockpile at
any time during its storage life (usually 6 months).

1. Water Resistance Test (See Annexure I, Test C)

2. Workability Test (See Annexure I, Test D)

The water resistance test will indicate whether the patching mix has a potential for
stripping in the pothole in presence of water. If the mix fails this test, it means a proper
type and/or amount of antis tripping agent has not been used in the mix.

If the mix fails in workability it could be due to improper bitumen type, low bitumen
content, excessive fines or improper gradation.

There is a general tendency in certain parts of India to consistently use bitumen content
significantly lower than the design bitumen content. This will simply not work in case of
cold stockpile mix, which will not last long in a pothole. Even one-half percent lower
bitumen content will make the mix unfit for use. Also, the washed gradation, especially the
percentage of material passing the 0.075 mm sieve (dust) should not exceed 2 percent in
any case to ensure its quality. Therefore, the user agency should invariably get the mix
composition of the produced mix tested by an approved independent testing laboratory
before acceptance.

5. PERFORMA CE HISTORY

5.1 Performance in the US

This bituminous stockpile mix was developed by the author in the late 1970s in
Pennsylvania1. This generic patching mix was placed side by side in many potholes with
other types of patching materials including some expensive, proprietary products to
compare its performance in the field (Photos 4 and 5). After its performance was found
very satisfactory, it was adopted as a standard cold patching mix in Section 485 of the
Pennsylvania DOT specification. That is why it is also called Section 485 material and has
been used up to this date.

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Photo 4. Different cold patching mixes being tried in the field

Photo 5. Same pothole filled with two types of cold patching mix

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A nationwide evaluation 2,3 of various bituminous stockpile patching mixture was
conducted in the US during 1991 and 1992 under the US Strategic Highway Research
Program (SHRP) Project H-106. Many states with different climate were involved in the
field evaluation. The H-106 field experiment was part of the most expensive field
experiment of its kind ever undertaken. Data were collected on the performance and cost
effectiveness of various cold mix materials and procedures for repairing potholes in
bituminous pavements. At the conclusion of this 4-year field study, this generic Section
485 material was adjudged first in ranking among all readymade cold patching materials
including many proprietary products. It had a survival rate of 78 % after about 4 years,
which is considered very high.

It is believed this readymade bituminous stockpile patching mix should be equally

successful in India when used throughout the year including the rainy season. During the
rainy season, there is no need to dry the pothole; just the water in the pothole needs to be
swept off before placing this mix (Photo 6).

One of the main advantages of cold stockpile patching mix is that crews can take needed
amount of the mix in truck (Photo 7) to the job site and return unused portion to the
stockpile.

The mix is placed in the pothole with a shovel (Photo 8) without any preparation and
compacted with truck tyres (Photo 9) if a roller is not readily available. In India, rammers
with long handles or equal can be used effectively. Photo 10 shows a view of some
completed patches.

For better performance it is recommended to place and compact this mix in 75-mm layers
in deep potholes.

It is quite normal for the patching mix stockpile to form a hard crust after some time
because the diluent is lost near the surface. However, this hard crust (usually about 150 mm
thick) protects the mix within it from losing diluent. The hard crust can be broken easily to
access the soft material inside. The hard crust also helps in shedding rainwater on a conical
stockpile. If possible, cold mix stockpiles should be kept under a shed (Photo 11).

12
Photo 6. Water in the pothole needs to be swept off before placing cold patching mix

Photo 7. Truck carrying cold patching mix

13
Photo 8. Cold patching mix being placed in the pothole with a shovel

Photo 9. Cold patching mix being rolled with truck tyre

14
Photo 10. Completed cold mix patches

Photo 11. Optional shed for cold patching mi x stockpile

15
5.2 Performance in India

This generic cold patching mix meeting the specification given in the Appendix was
produced on a limited scale in Rajasthan during the 2008 monsoons. Potholes on NH 11
(Jaipur-Agra Road) and some main streets of Jaipur were patched with this mix.

The gradation of the produced mix was: 100 % passing 9.5 mm; 73 % passing 4.75 mm; 12
% passing 2.36 mm; 3 % passing 1.18 mm; and 1 % passing 0.075 mm sieves. MC-800
cutback bitumen was obtained from an approved supplier. Since the quartzite aggregate
used in the mix is susceptible to stripping, it was necessary to use 2 % liquid antistripping
agent by weight of MC-800 to meet the requirements of wet coating test, static immersion
test, and stripping test (see annexure to Appendix). The residual bitumen content in the
patching mix was 4.5 percent.

Many potholes were completely wetted with water to simulate rainy season before the
patching mix was placed in them. All patches are intact and their performance has been
excellent under traffic and after subjected to rains. The edges of the patches have almost
blended with the existing road surface with no signs of raveling.

Photo 12 shows the repair of a pothole on NH 11 (Jaipur-Agra Road). Photo 12 (a) shows
the mix being placed in a pothole; Photo 12 (b) shows patching mix being compacted with
a hand rammer; Photo 12 (c) shows completed patch; Photo 12 (d) shows the same patch
after subjected to traffic on NH 11 and after rains; and Photo 12 (e) shows the close up of
the same patch in service.

Photo 13 shows the repair of a pothole on an important road in Jaipur. Photo 13 (a) shows
the pothole after wetting with water; Photo 13 (b) shows the mix being compacted with a
hand rammer in this wetted pothole; Photo 13 (c) shows the completed patch; Photo 13 (d)
shows the same patch after subjected to traffic and rains; and Photo 13 (e) shows the close
up of the same patch, which has completely blended with the existing road surface.

Research is continuing to develop test methods for laboratory evaluation of the

performance of cold patching mixes5. Once the use of such mixes becomes prevalent in
India, such test methods can be developed suited for Indian conditions.

5.3 Cost Analysis

The readymade stockpile patching material is expected to cost significantly more than a
typical hot mix. However, economical analyses have shown4 that premium mixes need only
extend the average service life by a modest amount to provide a lower annualized cost than
conventional mixes. For example, a $ 120/ton mix lasting 2 years provides substantial
savings compared to a $ 30/ton mix lasting 1 year.

Typically, the hot bituminous concrete (BC) mix with 5 % viscosity graded VG-30
(equivalent to old 60/70 penetration grade) costs about Rs. 2,700 per ton at the hot mix
plant. The cost of aggregate, mixing, etc. in a hot mix plant are expected to be about the

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Photo 12 (a). Mix being placed in a pothole on NH 11 (Jaipur-Agra Road)

Photo 12 (b). Mix being compacted with a hand rammer

17
Photo 12 (c). Completed patch on NH 11

Photo 12 (d). Same patch (circled) after subjected to traffic and rains

18
Photo 12 (e). Close up of the same patch under traffic on NH 11

Photo 13 (a). Pothole on Jaipur Road after wetting to simulate rain

19
Photo 13 (b). Mix being compacted in the wet pothole

Photo 13 (c). Completed patch of the wet pothole

20
Photo 13 (d). Same patch after subjected to traffic and rains (black patch behind the car)

Photo 13 (e). Close up of the black patch after traffic and rains (centre of picture)

21
same for BC and cold patching mix, although the later may incur less heating costs. The
increase cost of patching mix is primarily due to the higher cost of MC-800 cutback
bitumen (about Rs. 55,000 per ton) compared to the cost of VG-30 paving bitumen (about
Rs. 32,000 per ton). Assuming the cold mix contains 4.5 % residual bitumen (about 5.6 %
MC-800 cutback), its estimated cost should be about Rs. 4,175 per ton compared to BC
mix, which costs about Rs. 2,700 per ton. That is an increase of about 55 percent. This
increase is not significant considering that patching mix is durable, can be used during
monsoons, and can be used at isolated locations (including utility cuts) throughout the year.
Based on life cycle costs, the use of this cold mix is significantly economical than repeated,
labour intensive filling of potholes with soil and/or aggregate during the rainy season. Also,
consider that the potholes can remain unfilled during the rainy season (which usually is the
case) because no hot mix is available. The cost to the motoring public in such situations in
terms of user delays, excessive wastage of petrol/diesel due to slowing or stoppage by far
exceed multiple times the difference between the cost of BC and the cold mix.

Moreover, the cost of this generic patching mix (which can be produced by all hot mix
plants using local materials) is less than one-third of some proprietary patching products
supplied in bags, which can cost as much as Rs.13,000 per ton.

[Addendum by the Author as of 25 July, 2010: Comparative cost analyses of hot mix versus
cold mix patching were made again considering the present Schedule of Rates of the
Rajasthan P.W.D. It was determined that the production cost of cold patching mix was
21.8% more than that of the hot mix FOB hot mix plant. This is due to higher cost of MC-
800 compared to VG-30, and higher amount of MC-800 (6%) required than VG-30 (5%).
However, the cost of in-place cold mix patching was only 5% more than that of in-place hot
mix patching, because the latter requires extra labour and tack coat material. Considering
that (a) hot mix cannot be used during rainy season during which period potholes grow
bigger and deeper requiring more hot mix eventually,(b) wastage of hot mix due to cooling,
(c) user delay costs, (d) wear and tear of motor vehicles, and (e) excessive wastage of
diesel/petrol by motor vehicles,etc., the cost of timely in-place cold patching is likely to be
less than half that of the in-place hot mix patching.]

5.4 Unwarranted Shutdown of Hot Mix Plants during Monsoons

For long stretches of repairs, which cannot be called potholes, it is recommended to use hot
mix because the cold patching mix is not expected to perform well. It is quite common that
the hot mix plants in the vicinity of metropolitan areas (for example, Jaipur) are completely
shut down during the monsoons. Therefore, potholes and long stretches of raveled roads
and streets (Photo 14 shows an example) remain unattended during the rainy season
causing a lot of discomfort to the motoring public. In many regions like Rajasthan it does
not rain every day during the monsoon season. There are always some days without any
rainfall during which hot mix can be produced for road repairs/resurfacing. There are many
countries in the world (including some states in the US) where rainfall is spread out
throughout the year and can occur on any day. If a similar policy of complete shutdown of
plants is followed there, no hot mix will be available there during the whole year. Two
arguments are offered to completely shut down hot mix asphalt plants in India. First, the

22
price of hot mix will be high and second, the hot mix will not stick to damp existing
surface. Both are largely fallacies based on experience in other countries. Due to
competition, there is no significant increase in the price of hot mix. Generally, road
surfaces dry out on the next day following rain. If not, an emulsion tack coat can be applied
to existing slightly damp road surfaces before placing the hot mix. In case of sudden rains,
most specifications in the US require plants to shut down immediately but allow the hot
mix in transit trucks to be placed on the roadway during the break in rain. The author has
not seen any significant road failures resulting from this practice; otherwise it would not be
permitted at all in the specifications. Therefore, the practice of shutting down all asphalt
mix plants during the monsoons needs to be discontinued.

Photo 14. Long stretch of a raveled bituminous street pavement

6. CO CLUSIO S A D RECOMME DATIO S

Development of potholes on Indian roads and streets after the onset of monsoons is
a common phenomenon. Unfortunately, there is no standard readymade cold
patching material available in India, which can be used during the rainy season
when hot mix plants are usually shut down.
It is difficult to design stockpile patching mixtures because the properties required in
stockpiling and handling and after the material is placed in the pothole are contradictory.

23
 Some of these contradictory requirements pertain to aggregate gradation, aggregate
shape, and binder viscosity.
New concepts have been postulated to meet the challenges of designing a stockpile
cold mix.
A generic cold patching mix was developed by the author in view of challenges of
mix design and new concepts. The desirable characteristics of such a mix are: fine
and predominantly one-sized aggregate, clean aggregate, angular aggregate, use of
least absorptive aggregate, adequate binder content, and proper type and amount of
antistripping agent.
This cold patching mix is manufactured in a batch type hot mix plant using local
aggregates. This mix can be placed without preparing the pothole such as drying,
squaring the edges, cleaning, and tack coating.
This patching mix was adjudged as the best performer in the readymade mix
category in a nationwide field evaluation research project conducted under the
Strategic Highway Research Program (SHRP) in the US. It had a 4-year survival
rate of 78 percent. Since that study was conducted in regions with different climatic
conditions (including hot and wet), it is believed this patching mix will be equally
successful in India. Recent field trials of this mix in Rajasthan by the author have
shown excellent performance when it was used during the monsoons.
The mix can be stockpiled and remains workable for at least 6 months and,
therefore, it can be used throughout the year including the rainy season.
Economical analyses of such mixes show they are cost effective despite their higher
cost compared to hot mix.
A detailed specification ready to be used by highway agencies in India is given in
the paper.
A case has been made not to shut down hot mix plants completely during the
monsoon season in India so that major repairs/resurfacing can be undertaken on
non-rainy days like other countries in the world.

7. ACK OWLEDGEME TS

The cold patching mix used in recent field trials in Rajasthan was prepared by R. V.
Murthy of IJM (India) and applied by their crew on NH 11 (Jaipur Agra Road). The
application of this cold patching mix on roads in Jaipur was made with the assistance of
Dr. A. N. Arora; faculty (Pawan Kalla) and engineering students of the Malviya
National Institute of Technology (MNIT), Jaipur, who will also continue to monitor and
document the long range performance of these patches.

8. REFERE CES

1. Kandhal, P. S. and D. B. Mellott. Rational Approach to Design of Bituminous

Stockpile Patching Mixtures. TRB, Transportation Research Record 821, 1981.

2. Wilson, T. P. Strategic Highway Research Program Pothole Repair Materials and

Procedures. TRB, Transportation Research Record 1392, 1993.

24
 3. Berlin, M. and E. Hunt. Asphalt Concrete Patching Material Evaluation. Oregon
DOT Report No. OR-RD-01-19, June 2001.

4. Thomas, H. R. and D. A. Anderson. Evaluation of Experimental Cold- Stockpiled

Patching Materials for Repairs in Cold and Wet Weather. TRB, Transportation
Research Record 1268, 1990.

5. Estakhri, C. J. and J. Button. Test Methods for Evaluation of Cold-Applied

Bituminous Patching Mixtures, TRB, Transportation Research Record 1590, 1997.

APPE DIX

Proposed Specification for Readymade Stockpile Bituminous Patching Mix

1. Scope

The material shall consist of plant mixed readymade stockpile patching bituminous
mixture composed of mineral aggregate coated with bituminous material. The material
shall be capable of being stocked for at least six months without stripping and shall be
workable at all times. This material is intended for patching holes up to 75 mm (3 inches)
deep.

2. Materials

2.1 Bitumen

Medium Curing Cutback Bitumen MC-800 or MC-250 conforming to Indian Standards

Specification IS: 217 Specification for Cutback Bitumen shall be used in preparing the
stockpile mix and shall be supplied by a certified manufacturer of this product. Unless
otherwise specified, MC-800 grade shall be used. MC-250 grade may be specified if the
stockpile is intended to be used during winter or at high altitude locations. For proper
mixing, the bitumen shall be heated as specified in Section 3.

MC Cutback Bitumen shall be treated with a proper type and amount of an antistripping
agent by the approved bitumen supplier so that when combined with the proposed job
aggregate the resulting mix shall pass the Wet Coating Test, Static Immersion Test and
Stripping Test as given in Annexure I. The contractor shall furnish the sample of the job
aggregate each year to the bitumen supplier for these coating and stripping tests and obtain
a certificate that the bitumen material has been treated to suit the job aggregate. This yearly
certificate must be on file and shall be available at the hot mix plant when required by the
Engineer. The contractor shall also forward a copy to the Engineer. Under no
circumstances, the contractor or the department shall be permitted to manufacture the MC
cutback by blending paving bitumen and kerosene.

25
2.2 Coarse Aggregate

2.2.1 The coarse aggregate shall consist of crushed rock, crushed gravel or other hard
material retained on 2.36 mm sieve. It shall be clean, hard, durable and cubical shape, free
from dust and soft organic and other deleterious substances. The aggregate shall satisfy the
physical requirements specified in Table 1.

2.2.2. Where crushed gravel is proposed for use as aggregate, not less than 90% by
weight of the crushed material retained on 4.75mm sieve shall have at least two fractured
faces resulting from crushing operation.

TABLE 1. Physical Properties of Coarse Aggregate

Property Test Requirement Test method

Cleanliness Grain size analysis Max. 2% passing IS 2386 Part I

0.075 micron
Particle shape Flakiness & Elongation Max. 40% IS 2386 Part I
Index (combined)
Strength * Los Angeles Abrasion Max. 40% IS 2386 Part IV
Value
Aggregate Impact Value Max. 30% IS 2386 Part IV

Durability Soundness (Sodium or Magnesium), 5 cycles

Sodium Sulphate Max. 12% IS 2386 Part V

Magnesium Sulphate Max. 18% IS 2386 Part V

Water absorption Water absorption Max. 2% IS 2386 Part III

* The coarse aggregate may satisfy either of the two strength tests.

2.3 Fine Aggregate

Fine aggregate shall consist of crushed mineral material passing 2.36 mm sieve and
retained on 75-micron sieve. It shall be clean, hard, durable, and free from dust and soft
organic and other deleterious substances. No natural sand shall be permitted.

2.4. Composition of Mixtures

When tested in accordance with IS:2386 Part 1 (wet sieving method), the combined
aggregate grading shall fall within the limits shown in Table 2. As far as possible an
aggregate with water absorption of 1.0 or less shall be used. The amount of residual
bitumen binder (total cutback bitumen minus diluent such as kerosene) in the mix shall be

26
as shown in Table 3. The stockpile mix shall be rejected if it does not meet the grading
(especially the 0.075 mm sieve) and the minimum residual bitumen content. The produced
mix shall be tested by an independent approved testing laboratory before its acceptance by
the Engineer.

Table 2. Gradation of Stockpile Patching Mix

Sieve size, mm Percent passing
9.5 100
4.75 40 100
2.36 10 40
1.18 0 - 10
0.075 02

Table 3. Minimum Residual Bitumen Content by Weight of Mix

Aggregate water absorption, Minimum residual bitumen content,
% %
Less than 1.0 4.5
1.1 to 1.5 5.0
1.6 to 2.0 5.5

Based on the characteristics of the aggregate and the performance of the mix, the Engineer
can specify amount of residual bitumen higher than that shown in Table 3.

3. Preparation of Mixture

The stockpile patching mix shall be produced in a conventional batch type hot mix plant.

The mix should be such that it can be stocked, handled, placed, and finished without
stripping of the bitumen from the aggregate. To help prevent stripping and avoid heat
buildup in a stockpile (which may burn the entire stockpile), the mixed material should not
be stockpiled no higher than 1.5 m for the first 48 hours. The stockpile then can be raised in
height and made conical in shape.

The mineral aggregate should be clean and surface dry before mixing. The temperature of
aggregate and bituminous material should comply with those shown in Table 4.

Table 4. Temperature Ranges for Producing Stockpile Patching Mix

Bituminous material Aggregate temperature, C Bitumen temperature, C
MC-250 5 65 55 -80
MC-800 5 65 75 - 95

Since the range of aggregate temperature is rather low and the maximum aggregate
temperature is restricted to 65 C, it may not be possible to dry the aggregate within this
temperature range. Therefore, the aggregate can be processed in a dryer at high

27
temperatures and allowed to cool before the bituminous binder is added. Pre-drying the
aggregate at high temperatures will also help in reducing the fines (material passing 0.075
mm sieve), which will go into the baghouse. The resulting mix then would have fines less
than 2 % as required in the stringent gradation specifications.

4. Acceptance of Mixture

The composition of the produced mix (gradation and bitumen content) shall be tested by an
independent, approved testing laboratory before acceptance by the Engineer.

The following two tests shall be performed by the contractor (in presence of a Department
representative) on the mixture, freshly prepared or taken from a stockpile at any time
during its storage life (usually 6 months).

Water Resistance Test (See Annexure I, Test C)

Workability Test (See Annexure I, Test D)

The water resistance test would indicate whether the patching mix has a potential for
stripping in the pothole in presence of water. If the mix fails this test, it means a proper
type and/or amount of an antistripping agent has not been used in the bituminous binder.

If the mix fails in workability it could be due to improper bitumen type, low bitumen
content, excessive fines or improper gradation.
Stocked patching material may be rejected, at any time during the six month period if, in
the opinion of the Engineer, the patching material has stripped (more than 10% uncoated
particles) or otherwise become unfit for use.

When the patching material has been delivered directly to a Department stockpile before
Department approval, it will be the contractor's responsibility to remove any unacceptable
material within two weeks of notification. Refusal by the contractor to remove
unacceptable material from the Department stocking area will be sufficient grounds to
suspend the contractor from the Department's bidding list for patching material, until such
time as the problem is resolved to the satisfaction of the Department.

5. Measurement for Payment

The tonnage of the readymade stockpile patching mix shall be measured and determined
from the actual plant batch reports as recorded by a representative of the Engineer assigned
to the work.

6. Rate

The readymade bituminous stockpile patching material shall be paid for at the contract unit
price per ton, FOB the hot mix plant, at the work site, or at other destination as specified in
the contract. A reasonable amount of earnest money will be kept by the Department for 6

28
months or on depletion of the stockpile, whichever is earlier, to ensure the product is
satisfactory for use and meets all tests specified earlier during the life of the product.

A EXURE I

A. Wet Coating Test

Heat the unwashed job aggregate, cutback bitumen and distilled water to 40 C in a suitable
oven. Weigh 100 g of dry aggregate into a suitable mixing container (such as seamless tin
can, 16 oz capacity). Add 3 ml of distilled water. Mix thoroughly with a spatula until the
aggregate particles are uniformly wetted. Add cutback bitumen equivalent to 5.0 +/ 0.2 g of
bitumen residue. Mix rigorously with the spatula until all aggregate is coated, but not more
than 5 minutes. Transfer the contents into a 400 ml beaker containing 150 ml of distilled
water (22 32 C). Let stand for 15 minutes and visually determine the percent of retained
coating, which should be at least 98 percent.

B. Static-Immersion Test

The coated aggregate as prepared in the preceding wet coating test shall remain immersed
in the beaker of distilled water (22 32 C) for 24 hours. At the end of this period, visually
determine the percent of retained coating while the sample remains immersed in water,
which should be at least 95 percent.

C. Water Resistance Test

Fifty grams of patching mix, whether freshly prepared or taken from the stockpile, shall be
heated at 120 C in a laboratory oven for 1 hour, cooled to 95 C in laboratory air, and then
placed in 400 ml of boiling water in a 600-ml glass beaker and stirred with a glass rod at
the rate of 1 revolution per second for 3 minutes. The water shall be decanted and the mix
shall be spread on an absorbent paper for visual observation of the coating. The aggregate
shall be at least 90 % coated with a bituminous film.

D. Workability Test

Approximately 2.5 kg of the patching mix shall be cooled to 7 C in a freezer. After

cooling, the mixture shall be capable of being broken up readily with a spatula that has a
blade length of approximately 200 mm. This test shall be performed when the mix is
produced and thereafter anytime during storage. If the mix is not workable at 7 C, it shall
be rejected and the composition of the mix shall be properly modified (for example, by
increasing the bitumen content and/or gradation changes). This test is also applicable in
areas with hot climate because it amplifies the workability characteristics of the mix by
using a lower test temperature.

****************************************************

29
 Response to Comments on Paper o. 544, A Simple and Effective
Method of Repairing Potholes in India by Author: Prof. Prithvi Singh
Kandhal

[The following response to comments made on the paper were published in the Journal of the Indian
Roads Congress, Volume 69-4, April June, 2009. ]

Shri Bhattacharya has asked if there is any effect if the pothole is cut in a regular shape
with vertical edge. The proposed cold mix is capable of being placed without any
preparation such as cutting to a regular shape and making a vertical edge. It has a 4-year
survival rate of 78% as mentioned in the paper, which is quite satisfactory considering that
the pothole does not require any preparation. No comparative performance studies have
been conducted on the use of this mix in potholes with and without vertical edges. Shri
Bhattacharya should try this mix first without any preparation. Concerning deep potholes, it
is mentioned in Section 5.1 of the paper that mix should be placed in about 75 mm thick
layers, each layer to be compacted with a hand rammer.

In response to Shri Biswas, if the mix is properly placed and compacted it can be and has
been used on high-speed highways based on experience in the US and NH 11 between
Jaipur and Agra. It should be ensured that the compacted mix is about 10 mm above the
existing road surface to allow for some additional compaction by traffic.

Shri Ghosh has asked whether the mix prepared with cutback bitumen will lose its binding
quality when stored for six months. If the mix is stored in sealed bags, there is no loss of
kerosene type solvent used in the medium curing cutback MC-800. In case the mix is
stockpiled under an open shed, the stockpile forms a thin, hard crust due to loss of solvent.
As mentioned in Section 5.1 of the paper, this hard crust prevents any further loss of
solvent in the cutback bitumen and the mix remains pliable for six months. This hard crust
is easily broken and used with the soft material. If possible, the mix should be kept under
an open shed to avoid direct sun.

Shri Jain is referred to Section 5.3 of the paper, which gives a detailed, comparative cost
analysis of the cold pothole repair mix. Repairing potholes does require money, but it has
to be done to maintain the serviceability of our roads and streets for the convenience of
public.

The author agrees with Shri Mahajan that it was unfortunate no discussion was held on this
paper at the IRC session because the session started late. However, the author strongly
disagrees with his statement that the theory presented may not be applicable in all cases
and in all weather conditions. It is not a theory but a real mix which has been used
successfully in the US for several years under different climatic conditions (hot/cold,
dry/wet) more severe than those prevailing in India. Moreover, this mix has now been used
successfully during monsoons on NH 11 (Jaipur-Agra Section) and on Jaipur city streets.

30
All this is well documented in the paper. One can safely call for tenders for supply of this
mix today in India based on the specifications appended to the paper.

The author agrees with Shri Rao that our roads should be free of potholes. But why at least
once in three years, why not all the time? If a highway agency has a stock of this cold mix,
potholes can be repaired as and when they develop even during monsoons without waiting
for hot mix.

In response to Shri Sahay, it is stated that this pothole mix is also suitable for deep
potholes. However, as mentioned earlier, the mix should be placed and compacted in layers
not exceeding about 75 mm in thickness. For very deep potholes such as 0.3 to 0.5 m in
depth mentioned by Shri Sahay, it is recommended to fill the potholes with WMM first and
compact it and then fill the top 150 mm with this mix in two layers.

Shri Vakharia has stated that cold patching material is not popular for patch repairs in India
because it is costlier than a typical hot mix. As per detailed cost analyses given in Section
5.3 of the paper, this cold mix is about 55% more expensive than a conventional BC hot
mix FOB plant. However, it is still very cost effective considering that the mix is
stockpileable and can be used throughout the year including monsoons. Unlike hot mix,
there is no wastage because the unused mix can be brought back and redeposited on the
stockpile. It can also be used to repair a very few (say 2 or3) potholes for which sending a
truckload of hot mix is neither justified nor economical. Right now, our engineers usually
wait until a large number of potholes are developed to justify a truckload of hot mix. Even
then, by the time half truck load is used, the hot mix in the truck usually cools down and
the resulting hot mix patch repair is not durable. Also, unlike hot mix, placement of this
cold mix does not require pothole preparation such as squaring it, cleaning it, and applying
tack coat. All these operations cost money. Considering all these factors there is no
question this cold mix is highly cost effective compared with hot mix. As mentioned in the
paper, proprietary cold patching mix being sold in bags costs about Rs. 13,000 per ton,
which is more than 3 times the cost of this generic patching mix which can be made with
local materials.
[See the addendum to the paper by the author in Section 5.3, in which the most recent cost
analyses have been given as of July 2010. The cost of cold mix was determined to be 21.8%
higher than that of the hot mix FOB hot mix plant. The cost of in-place cold patching was
determined to be only 5% more than that of the in-place hot mix patching. If other factors
such as deterioration of potholes during monsoons, wastage of mix due to cooling, costs of
user delays, extra fuel wasted, etc. are considered, the cost of cold in-place patching is
estimated to be less than half of the cost of in-place hot mix patching.]

Shri Vakharia should please note that the medium curing cutback contains about 80%
bitumen and 20% kerosene type solvent, there is no water in it.

In closing, the author would like to add the following. Since the paper was published, there
is growing interest in this generic, cheap cold patching mix by some contractors who have
to maintain BOT and PMGSY roads during the concession or warranty period. As some
isolated potholes develop on these roads, a bag or two of this mix can be carried even in a

31
car and potholes repaired promptly and effectively. These contractors cannot afford to
procure small amounts of hot mix because of logistics, cost and/or unavailability. If there
are any questions/problems associated with the production and usage of this mix the author
can be contacted for voluntary assistance via e-mail kandhps@auburn.edu

It is a mix with proven performance only if it is produced strictly in conformance with the
specification appended to the paper. There are plenty of excuses for the people who do not
want to try and/or use this mix. Some will say it has to be evaluated by CRRI or it has to be
specified by the IRC. They do not see any problem in continuing to use soil, bare
aggregate, etc. to fill the potholes or doing nothing causing misery to public. What is
needed now is the will and determination of our young engineers to use it on our rural
roads and urban streets so that the highway community does not get a bad name every year
due to roads and streets dotted with potholes and also the motoring public is served. As a
start, they can use a small concrete mixer to make about ten 50-kg bags of this mix (it
would cost less than Rs. 1500) following the recommended specification and try the mix in
some potholes even when the potholes are wet.

********************************************

32
Post Script (25 September 2014)

After persistent efforts by the write for the last 6 years, the Indian Roads Congress
(IRC) has finally adopted the so-called Kandhal Mix as a standard readymade
pothole patching mix with cutback bitumen. Hon. Nitin Gadkari, Minister for Road
Transport and Highways officially released the IRC:116-2014 Standard Specification
on 19 August 2014 in New Delhi.

It is hoped this idiot-proof unpatented mix would now be used across India
throughout the year to tackle the menace of potholes. Specifications, rate analyses and
G Schedule used by the Jaipur Development Authority (JDA) for the past 4 years
are attached for including this mix in the Basic Schedule of Rates (BSR) and for
calling tenders.

Rate analyses indicate patches made with the Kandhal Mix are more economical than
those made with hot mix asphalt because the latter is labor intensive (squaring the
pothole), material intensive (use of binder for tack coat), and equipment intensive (use
of roller). Patches made with this mix are also more economical and faster than those
made with the so-called automatic patching machines called by fancy names such as
road ambulance and road doctor. These machines require capital outlay and are
also difficult to maintain. Also, the cost of Kandhal Mix is about one-third the cost of
many patented readymade mixes such as Shelmac.
 JAIPUR DEVELOPMENT AUTHORITY, JAIPUR

Name of Work: Production and Supply of Kandhal Readymade Bituminous

Pothole Patching Mix to Zone Area JDA at Location
(Godown) (Rate Contract)

Schedule-G
S.N. Particulars Qty. Unit Rate to be Amount
quoted
1. Producing and supply of Kandhal [No. 50-kg
readymade cold bituminous of 50- bag
patching mix in 50-kg plastic kg
lined, sturdy bags for repair of bags]
potholes in adverse climatic
conditions including the
bituminous mix with a minimum
of 5.6% MC-800 cutback bitumen
(containing a suitable anti-
stripping agent) by weight of mix
and in strict conformance to
gradation and other requirements
such as 6-month storage life as
per the enclosed specification
dated 1 February 2013; transfer
with all leads and lift complete in
all respects as per direction of
engineer-in-charge

Special conditions:
1. Specification for Kandhal readymade bituminous mix dated 1 February 2013
is enclosed. Its strict compliance is required in production and supply. The
contractor shall be solely responsible if the mix is not workable and is not
usable for a period of 6 months for making durable patches.
2. All 50-kg bags shall be transported to a storage facility designated by the
Executive Engineer. Since the mix contains volatile kerosene, sealed bags
shall not be stored in a closed building or warehouse. Storage shall be made
under an open shed or in a well ventilated warehouse. No open flame or
smoking shall be allowed in the vicinity of the stored mix.

Executive Engineer
JDA, Jaipur

I/we agree to do the above work on rate as quoted above.

1
 Indian Roads Congress Version as of
1 February 2013 for Rajasthan PWD and JDA

Specification for Kandhal Readymade Bituminous

Pothole Patching Mix

1. Scope

The material shall consist of plant mixed readymade pothole patching bituminous
mixture composed of mineral aggregate coated with bituminous material. The
material shall be capable of being stocked for at least six months without stripping
and shall be workable at all times. Unless specified otherwise, this mix shall be
supplied in 50-kg plastic lined, sturdy bags. This material is intended for patching
potholes up to 75 mm (3 inches) deep. For deeper potholes, patching mix shall be
placed and compacted in 75 mm thick layers.

2. Materials

2.1 Bitumen

Medium Curing Cutback Bitumen MC-800 conforming to Indian Standards

Specification IS: 217 Specification for Cutback Bitumen shall be used in preparing
the patching mix and shall be supplied by a certified manufacturer of this product. For
proper mixing, the bitumen shall be heated as specified in Section 3.

MC Cutback Bitumen shall be treated with a proper type and amount of an anti-
stripping agent by the approved bitumen supplier so that when combined with the
proposed job aggregate the resulting mix shall pass the Wet Coating Test, Static
Immersion Test and Stripping Test as given in Annexure I. The antistripping agent
shall conform to IS 14982. The contractor shall furnish the sample of the job
aggregate each year to the bitumen supplier for these coating and stripping tests and
obtain a certificate that the bitumen material has been treated to suit the job aggregate.
This yearly certificate must be on file and shall be available at the asphalt mix plant
when required by the Engineer. The contractor shall also forward a copy to the
Engineer. Under no circumstances, the contractor or the department shall be permitted
to manufacture the MC cutback by blending paving bitumen and kerosene.

2.2 Coarse Aggregate

2.2.1 The coarse aggregate shall consist of crushed rock, crushed gravel or other
hard material retained on 2.36 mm sieve. It shall be clean, hard, durable and cubical
shape, free from dust and soft organic and other deleterious substances. The aggregate
shall satisfy the physical requirements specified in Table 1.

2.2.2. Where crushed gravel is proposed for use as aggregate, not less than 90%
by weight of the crushed material retained on 4.75mm sieve shall have at least two
fractured faces resulting from crushing operation.

2
TABLE 1. Physical Properties of Coarse Aggregate

Property Test Requirement Test method

Cleanliness Grain size analysis Max. 2% passing IS 2386 Part I

0.075 micron
Particle shape Flakiness & Elongation Max. 35% IS 2386 Part I
Index (combined)
Strength * Los Angeles Abrasion Max. 40% IS 2386 Part IV
Value
Aggregate Impact Value Max. 30% IS 2386 Part IV

Durability Soundness (Sodium or Magnesium), 5 cycles

Sodium Sulphate Max. 12% IS 2386 Part V

Magnesium Sulphate Max. 18% IS 2386 Part V

Water absorption Water absorption Max. 2% IS 2386 Part III

* The coarse aggregate may satisfy either of the two strength tests.

2.3 Fine Aggregate

Fine aggregate shall consist of crushed mineral material passing 2.36 mm sieve and
retained on 75-micron sieve. It shall be clean, hard, durable, and free from dust and
soft organic and other deleterious substances. No natural sand shall be permitted.

2.4. Composition of Mixtures

When tested in accordance with IS:2386 Part 1 (wet sieving method), the combined
aggregate grading shall fall within the limits shown in Table 2. As far as possible an
aggregate with water absorption of 1.0 or less shall be used. The amount of residual
bitumen binder (total cutback bitumen minus diluent such as kerosene) in the mix
shall be as shown in Table 3. The readymade patching mix shall be rejected if it does
not meet the grading (especially the 0.075 mm sieve) and the minimum residual
bitumen content. The produced mix shall be tested by an independent approved
testing laboratory before its acceptance by the Engineer.

Table 2. Gradation of Stockpile Patching Mix

Sieve size, mm Percent passing
9.5 100
4.75 40 100
2.36 10 40
1.18 0 - 10
0.075 02

3
Table 3. Minimum Residual Bitumen Content by Weight of Mix
Aggregate water absorption, Minimum residual bitumen content,
% %
Less than 1.0 4.5
1.1 to 1.5 5.0
1.6 to 2.0 5.5

Based on the characteristics of the aggregate and the performance of the mix, the
Engineer can specify amount of residual bitumen higher than that shown in Table 3.

The contractor shall ascertain from the supplier of MC-800 as to how much residual
bitumen it contains. For example, if the MC-800 contains 80% bitumen and 20%
kerosene and a total of 6.0% MC-800 is used by weight of the mix, the residual
bitumen content in the mix will be 4.8 percent.

3. Preparation and Storage of Mixture

The Kandhal readymade patching mix shall preferably be produced in a conventional

batch type hot mix plant. However, if a portable or stationary asphalt drum plant is
used, under no circumstances drying/heating of aggregates with a burner flame and
mixing with MC-800 shall be carried out simultaneously because MC-800 containing
volatile kerosene will catch fire and pose a safety hazard. The contractor and the
engineer shall ensure there is no open flame inside or outside the drum when
MC-800 is added for mixing.

The mix should be such that it can be stocked, handled, placed, and finished without
stripping of the bitumen from the aggregate. To help prevent stripping and avoid heat
buildup in a stockpile (which may burn the entire stockpile), the mixed material
should not be stockpiled no higher than 1.5 m for the first 48 hours. The stockpile
then can be raised in height and made conical in shape. Unless specified otherwise,
the readymade cold mix shall be placed and sealed in plastic lined, sturdy 50-kg bags
on cooling.

The mineral aggregate should be clean and surface dry before mixing. The
temperature of aggregate and bituminous material should comply with those shown in
Table 4.

Table 4. Temperature Ranges for Producing Stockpile Patching Mix

Bituminous material Aggregate temperature, C Bitumen temperature, C
MC-800 25 65 75 - 95

Since the range of aggregate temperature is rather low and the maximum aggregate
temperature is restricted to 65 C, it may not be possible to dry the aggregate within
this temperature range. Therefore, the aggregate can be processed in a dryer at high
temperatures and allowed to cool before the bituminous binder is added. Pre-drying
the aggregate at high temperatures will also help in reducing the fines (material

4
passing 0.075 mm sieve), which will go into the baghouse. The resulting mix then
would have fines less than 2 % as required in the stringent gradation specifications.

High aggregate temperature while mixing with the cutback bitumen will not only
cause excessive loss of kerosene from the cutback but will also pose a safety
hazard in the plant pug mill. Proper and adequate venting of the pug mill is
necessary. Under no circumstances there shall be any open flame in the vicinity
of MC-800 cutback because it contains volatile kerosene.

Since the mix contains volatile kerosene it is not safe to store the loose mix or
sealed bags in a closed building/warehouse. Store under an open shed or in a well
ventilated warehouse. No open flame or smoking shall be allowed in the vicinity
of the stored mix.

4. Quality Control and Acceptance of Mixture

The composition of the produced mix (gradation and bitumen content) shall be tested
by an independent, approved testing laboratory before acceptance by the Engineer.
Before conducting the bitumen extraction test to determine residual bitumen content
in the Kandhal patching mix, the sample shall be cured completely to remove all
kerosene. Curing shall be done as follows. Place the loose mix in an open metal
container and heat slowly on a hot plate with frequent stirring until a constant weight
is achieved.

The following two tests shall be performed by the contractor (in presence of a
Department representative) on the mixture, freshly prepared or taken from a stockpile
or sealed bag at any time during its storage life (usually 6 months).

Water Resistance Test (See Annexure I, Test C)

Workability Test (See Annexure I, Test D)

The water resistance test would indicate whether the patching mix has a potential for
stripping in the pothole in presence of water. If the mix fails this test, it means a
proper type and/or amount of an antistripping agent has not been used in the
bituminous binder.

If the mix fails in workability it could be due to improper bitumen type, low bitumen
content, excessive fines or improper gradation. Even one-half percent lower bitumen
content can make the patching mix unworkable and useless.

Stocked patching material may be rejected, at any time during the six month period if,
in the opinion of the Engineer, the patching material has stripped (more than 10%
uncoated particles) or otherwise become unfit or unworkable for use.

5. Measurement for Payment

The tonnage of the Kandhal readymade pothole patching mix shall be measured and
determined from the actual plant batch reports as recorded by a representative of the

5
Engineer assigned to the work. In case the Kandhal mix is supplied in plastic lined,
sturdy bags, each bag must weigh at least 50 kg and the number of bags shall be
counted for payment.

6. Rate

The Kandhal readymade bituminous patching material shall be paid for at the contract
unit price per ton or per 50-kg bag, FOB the asphalt mix plant, at the work site, or at
other destination as specified in the contract. A reasonable amount of earnest money
will be kept by the Department for 6 months or on depletion of the stockpile,
whichever is earlier, to ensure the product is satisfactory for use and meets all tests
specified earlier during the life of the product.

ANNEXURE I

A. Wet Coating Test

Heat the unwashed job aggregate, cutback bitumen and distilled water to 40 C in a
suitable oven. Weigh 100 g of dry aggregate into a suitable mixing container (such as
seamless tin can, 16 oz capacity). Add 3 ml of distilled water. Mix thoroughly with a
spatula until the aggregate particles are uniformly wetted. Add cutback bitumen
equivalent to 5.0 +/ 0.2 g of bitumen residue. Mix rigorously with the spatula until all
aggregate is coated, but not more than 5 minutes. Transfer the contents into a 400 ml
beaker containing 150 ml of distilled water (22 32 C). Let stand for 15 minutes and
visually determine the percent of retained coating, which should be at least 98
percent.

B. Static-Immersion Test

The coated aggregate as prepared in the preceding wet coating test shall remain
immersed in the beaker of distilled water (22 32 C) for 24 hours. At the end of this
period, visually determine the percent of retained coating while the sample remains
immersed in water, which should be at least 95 percent.

C. Water Resistance Test

Fifty grams of patching mix, whether freshly prepared or taken from the stockpile or a
sealed bag, shall be heated at 120 C in a laboratory oven for 1 hour, cooled to 95 C in
laboratory air, and then placed in 400 ml of boiling water in a 600-ml glass beaker
and stirred with a glass rod at the rate of 1 revolution per second for 3 minutes. The
water shall be decanted and the mix shall be spread on an absorbent paper for visual
observation of the coating. The aggregate shall be at least 90 % coated with a
bituminous film.

D. Workability Test

Approximately 2.5 kg of the patching mix shall be cooled to 7 C in a freezer. After

cooling, the mixture shall be capable of being broken up readily with a spatula that

6
has a blade length of approximately 200 mm. This test shall be performed when the
mix is produced and thereafter anytime during storage. If the mix is not workable at
7 C, it shall be rejected and the composition of the mix shall be properly modified (for
example, by increasing the bitumen content and/or gradation changes). This test is
also applicable in areas with hot climate because it amplifies the workability
characteristics of the mix by using a lower test temperature.

**************************************

7
 JAIPUR DEVELOPMENT AUTHORITY, JAIPUR
Name of Work: Placing and Compacting Kandhal Readymade
Bituminous Patching Mix in potholes on various roads in Zone..
Area JDA, Jaipur (Rate Contract)

Schedule-G

S.N. Particulars Qty. Unit Rate to be Amount

quoted

1. Placing and compacting Kandhal [No. 50-kg

readymade cold bituminous of 50- bag
patching mix in potholes in kg
adverse weather as per enclosed bags]
specifications including cleaning
of potholes; placing and
compacting the mix; sprinkling
sand to prevent pick up by traffic;
and documentation of patches,
with all leads and lifts complete in
all respects as per attached
specifications and direction of
engineer-in-charge.

Special conditions:
3. Specification for placing and compacting the Kandhal readymade bituminous
mix dated 1 February 2013 is enclosed. Its strict compliance is required.

Executive Engineer
JDA, Jaipur

I/we hereby agree to do the above work on rates as quoted above.

Signature of the Contractor

With full postal address and Mobile Number

8
 Indian Roads Congress Version as of 1 February 2013

Specifications for Placing and Compacting Kandhal Readymade

Cold Bituminous Mix in Potholes

1. Scope

These specifications cover placing and compacting the Kandhal readymade

patching mix in potholes including transportation of the mix from the designated
storage facility to road sites as directed by the engineer. The work involves
cleaning and preparation of potholes; placing and compacting the mix; applying
sand to prevent pick up by traffic; and documenting the number and sizes of the
patches. The Kandhal readymade cold patching mix is suitable for patching
potholes only and shall not be used for patching long stretches of deteriorated
road surface.

2. Preparation of Potholes

Pothole shall be cleaned with a stiff wire brush and all loose material including
dust shall be removed with a soft brush. Pothole need not be dry. However, excess
water shall be swept off the pothole.

If the pothole is deep and extends to WMM or granular base, it is recommended to

apply a prime coat consisting of MC-30 Cutback before placing the patching mix.
If angular aggregate (nominal size 25 mm) is used to partially fill deep potholes,
the aggregate should be compacted thoroughly and primed with MC-30 before
placing the patching mix. At least 50 mm thick pothole patching mix shall be
placed at the top.

3. Placing Kandhal mix in Potholes

The Kandhal mix is intended for patching potholes up to 75 mm (3 inches) deep.

For deeper potholes, patching mix shall be placed and compacted in 75 mm thick
layers.

Sufficient material shall be placed in the pothole so that after compaction the
patch is about 10 mm above the existing road surface.

4. Compacting the Kandhal mix

First the outside edge or periphery of the patch shall be compacted with a hand
rammer and then compaction shall proceed inwards. To prevent initial pick up of
the loose mix by the hand rammer either continue to wet the hand rammer with
water or place empty plastic lined bags on the loose mix.

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For deep potholes, place the patching mix and compact in 75 mm thick layers.
After compaction, the compacted patch shall be about 10 mm higher than the
existing road surface to allow for further compaction by traffic.

If there are numerous closely spaced patches, it is preferred to use a small roller
rather than a hand rammer.

5. Applying Sand to Prevent Pick up by Traffic

Before opening the compacted patch to traffic, sufficient amount of clean sand
shall be sprinkled on the patch to prevent pick up by traffic.

6. Documenting the Number and Sizes of Patches

The contractor shall document and the engineer shall verify the following on a
daily basis: (a) Number of 50-kg bags used; (b) Name of road and chainages
where patches were made; and (c) Average sizes of potholes patched by
measuring their average length, average width and average depth.

7. Measurement for Payment

The total number of 50-kg bags of Kandhal mix placed and compacted by the
contractor shall be recorded by the engineer for payment. Payment shall be made
at the contract price per 50-kg bag.

***********************************

10
 Cost Analysis of Supplying Kandhal Readymade Bituminous Pothole Patching
Mix to Department Godown
(Revised 16 March 2013)

Assume one ton (1000 kg) of the mix is to be made and filled in 20 bags of 50 kg
each, which will be supplied to Department Godown for use later.

A. Cost of Materials

1. Aggregate of specified gradation; rate of Rs. 300/ton;

Add extra cost 10% for special size; total rate is
Rs. 330/ton
Aggregate 940 kg @ Rs. 330 per ton.. 310.20

2. Bitumen MC-800 Cutback supplied in drums:

60 kg @ Rs. 60,000 per ton. 3600.00

3. Anti Stripping Agent @ 0.3 % by weight of MC-800

1.8 kg @ Rs. 165 per kg. 297.00

Total for A 4,207.20

B. Production Cost

1. Portable Mini Hot Mix Plant with capacity of 8 tons/day

Rent for one day = Rs. 1000. Rent to produce one ton will be
one-eighth of Rs. 1000, that is, Rs. 125 125.00

2. Fuel costs: 24 liters per day; 3 liters per hour

3 liters @ Rs. 50 per liter 150.00

3. Labour: 8 labourers needed per day to produce 8 tons

1 labourer needed per ton @ Rs. 300 per day. 300.00

Total for B 575.00

C. Packing, Handling and Transport to Department Godown

1. Cost of 50-kg empty bags

20 bags @ Rs. 12 per bag.. 240.00

2. Labour for filling, weighing and sealing bags;

3 labourers can fill 160 bags in one day (20 bags in one hour)
Cost of labourers for one day = 3 times Rs. 300 = Rs. 900
Cost of filling 20 bags in one hour = 900/8.. 112.50

3. Transport of bags from plant to department godown

(average 10 km lead) 1 ton@ Rs. 200 per ton . 200.00

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 Total for C 552.50

D. Total of A + B + C. 5,334.70

Contractors overhead @ 10% of D........................................................... 533.47

Royalties, sales tax, income tax etc. @ 4.5% of D....................................... 240.06

Total 6,108.23

Add 10% contractors margin 610.82

Total Cost per ton (20 bags of 50 kg each)..Rs. 6,719.05

Cost per kg..Rs. 6.72

Cost per 50-kg bag..Rs. 335.95

Revised 16 March 2013

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Cost Analysis of Laying Kandhal Readymade Bituminous Pothole Patching Mix
(As of 16 March 2013)

Assume Eight (8) tons of the Kandhal mix will be laid

in potholes in one day. Costs for one day operation are as follows:

1. 4 Labourers @ Rs. 300 each 1,200.00

2. Transportation of bags from Department Godown to

laying site (average one-way lead of 20 km)
(a) Rent of tractor = Rs. 600
(b) Cost of diesel = Rs. 400 (tractor will consume one liter
per 5 km; 8 liters for 40 km @ Rs. 50 per liter = Rs. 400
Total transportation cost = 600 + 400 = 1000 1,000.00

3. Sand bags for sprinkling sand on patches to avoid pickup:

2 sand bags @ Rs. 10 per bag20.00

Total 2,220.00

Add 10% contractor overhead... 222.00

Add 4.5% for royalty, sales tax, income tax, etc.. 99.90

Total 2,541.90

Add 10% contractor margin.. 254.19

Total 2,796.09

This is the cost for 8 tons.

Cost per ton = Rs. 349.51

Cost per kg = Rs. 0.35
Cost per 50-kg bag = Rs. 17.48

(As of 16 March 2013)

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