Proposed Revisions to MORTH Specifications for Road and Bridge Works

(Fifth Revision) 2013

By Prof. Prithvi Singh Kandhal
7 January 2018
NOTE: See the summary at the end (added on 30 March 2020).

SECTION 406 WET MIX MACADAM

Section 406.2.1.2 General Requirements
Add the following sentence after Table 400-13:
The percentage passing the 0.075 mm sieve shall be less than 60% of the percentage passing the
0.6 mm sieve to ensure that interlocking of aggregate particles in the WMM is not adversely
affected.
[WMM may lose its stability if this requirement is not met. On my recommendation, IRC has
already inserted it in the revised IRC:109 Wet Mix Macadam.]

SECTION 500 BASES AND SURFACE COURSES (BITUMINOUS)

Section 501.6 Compaction Para 2
Add the following sentence after the third sentence, “Rolling of the longitudinal joints ………….
operation”:
The first pass of the vibratory roller shall be made with the roller wheel on the hot mat with 150
mm overlap on the cold mat.
[The most extensive research in the US by Prof. Kandhal on longitudinal joint construction has
resulted in this recommendation and is used by most highway agencies there.]

SECTION 502 PRIME COAT OVER GRANULAR BASE

Section 502.2 Materials
Add the following sentence to Section 502.2.1
“Slow setting bituminous emulsions conforming to ASTM D 2397 shall not be permitted.”
[ASTM D 2397 is being used by some unscrupulous contractors because it was mistakenly
included in IRC: 16-2008 along with IS: 8887. It is cheaper and can be diluted with water. It is a

1
useless emulsion for prime coat because it hardly penetrates. Only SS-1 emulsion meeting
IS:8887 should be used.]
[If we need the best prime material in India we need to specify that only MC-30 and MC-70 be
used as prime. These are already specified in MORTH book. These are even better than SS-1
meeting IS:8887, which is inverted cutback. Many states in the US specify these MC grades only.
We should do too.]
SECTION 503 TACK COAT
Section 503.1 Scope
Insert the following sentence after the first sentence:
“Tack coat shall be applied to the primed granular surface only if it will receive a surface
treatment (such as surface dressing) or bituminous mix 30 mm or less in thickness.”
[NHAI has already implemented it through a recent circular because applying tack coat over
prime coat is useless and wastage of public funds. The IRC Flexible Pavement Committee has
also approved this change.]

SECTION 504 BITUMINOUS MACADAM

Delete this section completely.
[This is an outdated, open graded water-trapping bituminous mix which fails prematurely.
Fundamentals of highway engineering and documented evidence in the field do not support the
use of this mix at all in India. Both of these factors are explained in detail in three IRC papers,
the last one being IRC Paper No. 662 on Critical Review of Practices for Improving Ride
Quality and Periodical Renewal of Bituminous Pavements in India published in IRC Journal
Volume 78-1, April – June 2017. Such mixes are not used elsewhere in the world. Why should
we? For larger interest of Indian roads and streets, we should not maintain the undesirable
status quo; rather move on progressively.]

SECTION 505 DENSE BITUMINOUS MACADAM

Revise the title to read: “Dense Bituminous Macadam Base Course”.
[DBM should be used only as a base course and not as a binder course. BC Grading 1 is
recommended as a binder course later. Again, this is explained in IRC Paper 662 mentioned
above.]

Section 505.2.5 Aggregate Grading and Bitumen Content

Delete DBM Grading 1 from Section 505.2.5.1 and Tables 500-10 and 500-12.

2
[DBM Grading 1 has failed on numerous National Highways because it has segregation
problems. Intact cores cannot always be obtained in case of DBM Grading 1. Fundamentals of
highway engineering and documented evidence in the field do not support the use of this mix at
all in India. Both of these factors are explained in detail in three IRC papers, the last one being
IRC Paper No. 662 published in IRC Journal Volume 78-1, April – June 2017 mentioned above.
Such mixes are not used elsewhere in the world.]

507 BITUMINOUS CONCRETE

Revise the title to read, “Bituminous Concrete Binder and Wearing Courses”
Revise Section 507.1 Scope to read as follows:
“This work shall consist of construction of bituminous concrete binder course and bituminous
concrete wearing course and profile corrective course. The binder course shall be at least 50 mm
thick and the wearing course shall be at least 40 mm thick.
[We have too much proliferation of base, binder, and wearing courses in the current MORTH
book. Please read IRC Paper No. 662 as mentioned earlier wherein it has been technically
justified that DBM Grading 2 should be used as base course; BC Grading 1 should be used as
binder course; and BC Grading 2 should be used as wearing course. This would be in
conformity with practices in most developed countries and would avoid utter confusion among
Indian engineers. One more wearing course with a nominal size of 9.5 mm has been added. Such
finer mixes are used in the US even on national highways. This finer mix (also based on
Marshall Mix Design) would be useful in India for city streets or roads carrying low to medium
traffic. This mix would also replace undesirable open or gap graded mixes such as premix
carpet (PMC), SDBC, and mixed seal surfacing (MSS). Moreover, PMC and MSS do not
contribute any structural strength to the flexible pavement; this finer 9.5 mm mix does.]

Section 507.2.5 Aggregate Grading and Bitumen Content

Revise Table 500-17: Composition of Bituminous Concrete Pavement Layers as follows:

SPECIFICATION BC BINDER AND WEARING COURSES

Grading BC BC BC
BINDER WEARING WEARING
COURSE COURSE 1 COURSE 2

Nominal maximum 19 mm 13.2 mm 9.5 mm

aggregate size
Layer thickness 50 -80 mm 40 -50 mm 30 - 40 mm
IS Sieve size (mm) Percent passing by weight
26.5 100

3
 19 90-100 100
13.2 59-79 90-100 100
9.5 52-72 70-88 90-100
4.75 35-55 53-71 55-75
2.36 28-44 42-58 40-55
1.18 20-34 34-48 29-44
0.6 15-27 26-38 21-33
0.3 10-20 18-28 14-25
0.15 5-13 12-20 7-15
0.075 2-8 4-10 4-7
Bitumen content (min.) 5.2% 5.4% 5.7%
Note: BC Binder Course should be used as binder course; BC Wearing Course Gradings 1 and 2
should be used for wearing courses. BC Grading 2 should be preferred over BC Grading 1 for
thin asphalt lifts and city streets.

SECTION 508 CLOSE-GRADED PREMIX SURFACING/MIXED SEAL SURFACING

Delete this section completely.
[These are semi open graded water-trapping bituminous mixes which tend to fail prematurely.
Fundamentals of highway engineering and documented evidence in the field do not support the
use of these mixes at all in India. Both of these factors are explained in detail in three IRC
papers, the last one being IRC Paper No. 662 on Critical Review of Practices for Improving
Ride Quality and Periodical Renewal of Bituminous Pavements in India published in IRC
Journal Volume 78-1, April – June 2017. Such mixes are not used elsewhere in the world. Why
should we use? For larger interest of Indian roads, we should not maintain the undesirable
status quo; rather move on progressively. Use the new BC Wearing Course 2 with 9.5 mm
nominal aggregate size with lift thickness 30-40 mm in lieu of this Section 508.]

SECTION 510 OPEN GRADED PREMIX SURFACING

Delete this section completely.
[This is an outdated, open graded water-trapping bituminous mix which fails prematurely.
Fundamentals of highway engineering and documented evidence in the field do not support the
use of this mix at all in India. Both of these factors are explained in detail in three IRC papers,
the last one being IRC Paper No. 662 on Critical Review of Practices for Improving Ride
Quality and Periodical Renewal of Bituminous Pavements in India published in IRC Journal
Volume 78-1, April – June 2017. Such mixes are not used elsewhere in the world. Why should we
use? For larger interest of India, we should not maintain the undesirable status quo; rather
move on progressively. Alternates to this Section 510 are: Surface dressing or new BC Wearing

4
Course 2 with 9.5 mm nominal aggregate size with lift thickness 30-40 mm as explained in the
IRC paper in detail.]

SECTION 511 SEAL COAT

Delete this section completely because Section 510 above which uses seal coat will be deleted.

NEW SECTION ………READYMADE BITUMINOUS POTHOLE PATCHING MIX

USING CUT-BACK BITUMEN
Add this important new section in MORTH book based on IRC:116-2014.
[The Indian Roads Congress has adopted IRC:116-2014 Specifications for Readymade
Bituminous Pothole Patching Mix Using Cut-back Bitumen. This is the “only” unpatented
readymade pothole patching mix which produces permanent, durable, economical pothole
patches. Proprietary mixes such as Shelmac and RoadBond are very expensive. This unpatented
mix which has over 6 months storage life can be made with locally available materials by local
contractors. It uses MC-800 cutback bitumen conforming to IS Standard 217, which is available
from most bitumen suppliers. Its performance in India by highway government agencies has
been documented well. There is no other such material in India. Its use was recommended last
month in the editorial of IRC Indian Highways magazine. Adopt the draft given in IRC:116-2014
for MORTH book.]

SECTION 519 RECYCLING OF BITUMINOUS PAVEMENT

Incorporate the following two attached specifications especially prepared for the IRC in Section
519.
1. SPECIFICATIONS FOR COLD MILLING OF EXISTING BITUMINOUS
PAVEMENTS

[This specifies the cold milling of existing bituminous pavements in great detail which can be
used by highway agencies for tendering purposes.]
2. SPECIFICATIONS FOR HOT RECYCLED PLANT-MIXED DENSE GRADED
BITUMINOUS MIXES

[The existing Section 519 is based on recovered penetration whereas we are on the viscosity
grading system in India. Moreover, there is no guidance on selection of virgin VG grade for hot
mix recycling based on aged bitumen in the RAP.]

5
[Mention in Section 519 that use of RAP shall not be permissible in GSB and WMM because it is
not only detrimental to their functions but also does not utilize the full cost of bitumen in the
RAP.]

Submitted by
Prof. Prithvi Singh Kandhal
Life Member of Indian Roads Congress
7 January 2018

**********************************************************************
ATTACHMENTS

SPECIFICATIONS FOR COLD MILLING OF EXISTING BITUMINOUS PAVEMENTS

1. INTRODUCTION

Cold milling of existing asphalt pavement is required (a) to improve the rideability and cross
slope of the existing pavement, (b) to lower the finished grade adjacent to existing curb or
shoulder prior to resurfacing, and (c) to completely partially remove the existing bituminous
pavement. This specification would also facilitate reuse of milled, reclaimed asphalt pavement
(RAP) material through appropriate recycling processes.

2. SCOPE

This specification covers the work of milling an existing asphalt pavement. Cold milling may be
necessitated to improve the rideability and cross slope of the existing pavement; to lower the
finished grade adjacent to existing kerb or shoulder prior to resurfacing; and to completely
remove the existing asphalt pavement. The work specified herein also includes the transporting,
stockpiling, or otherwise disposing of the removed pavement material. The removed material
shall become the property of the Contractor unless otherwise specified.

3. EQUIPMENT

The equipment for this operation shall be a milling machine capable of maintaining a depth of
cut and cross slope which shall achieve the results specified herein. The varying depth of cut and
variable speed of operation should ensure the desired cut size of the RAP used for recycling.

6
The machine shall have a minimum overall length (out to out excluding the conveyor) of 5 m
and minimum cutting width of 2 m. The milling machine shall be self-propelled with suitable
power drive and should be equipped with four wheels with all-wheel drive or equipped with four
independently operated tracks fitted with track pads eliminating any damage to asphalt surface.
The machine should be equipped with loading conveyor belt to load the milled material on to
tippers.

The milling machine shall be equipped with automatic grade controls which operate by sensing
from one or more skis, wheels, or other type of mechanism moving along the pavement surface
and, if required, shall produce a skid resistant surface texture. The sensing device shall be of
sufficient design to significantly improve the longitudinal profile of the pavement surface.

A smaller milling machine may be used when milling adjacent to existing curb, around utilities,
or other areas where it is not practical to use the larger machine.

The machine shall be equipped with a means such as water spray system to effectively limit the
amount of dust escaping from the removal operations.

4. CONSTRUCTION

The existing pavement shall be milled to varying depths in a manner which will restore the
pavement surface to a uniform longitudinal profile and cross section as specified on the plans or
as directed by the Engineer.

The required milling depth at the centreline and at the edge of pavement may vary to obtain the
required cross slope. The approximate depths of required milling are shown on the plans for the
appropriate typical sections. In areas where the existing roadway does not have the required
crown and/or super elevation rate, the milling depths shall vary to provide the desired cross slope
and profile.

If a new bituminous course is to be laid after milling, at least 20 mm of the existing bituminous
course shall be left in place so that the existing bond between the bituminous course and the
underlying unbound course such as WMM is not disturbed and the unbound course is protected
in case there is rain.

The Contractor may elect to make multiple cuts to achieve the required pavement configuration
or depth of cut.

The milling machine shall be operated to effectively minimize the amount of dust being emitted
from the machine. Prewetting of the pavement may be required.

On resurfacing projects, the milling operations shall be limited to an area where the milled area
will be covered with a bituminous surface treatment or paving, whichever applicable, within 24

7
hours after milling has begun, unless otherwise noted on the plans. A positive drainage of the
milled surface and adjacent pavement shall be provided as soon as possible.

Prior to resurfacing or opening a milled area to traffic, where permitted, the milled surface shall
be thoroughly swept with a power broom or other approved equipment to remove, to the
greatest extent practicable, fine material and dust particles. This operation shall be conducted in
a manner so as to minimize the potential for creation of a traffic hazard and to minimize air
pollution.

Material removed by the milling machine, and material swept from the pavement, shall be
disposed of in locations approved by the Engineer.

If the reclaimed material is suitable for use in a recycled asphalt plant mix, and the Contractor
elects to use the material in such fashion, then the height of the stockpiles at the asphalt plant
should be limited to prevent moisture build-up or reconsolidation of the material. Conical RAP
stockpiles are preferred to shed off rainwater.

Note: The size of RAP can be controlled by using different cutters; varying the speed of the
milling machine; adjusting the speed to suit the prevailing ambient temperature, etc. Low speeds
provide RAP of relatively small size, which can be used readily in hot recycling without any
significant processing.

5. MILLED SURFACE

If the milled surface is to be the final surface of the pavement, it shall have either continuous or
intermittent striations or any other pre-approved pattern which will provide an acceptable level
of skid resistance. If the milled surface of the pavement is to be resurfaced or strengthened with
an overlay, it shall have a texture which will provide good bonding.

The finished milled surface shall have a reasonably uniform texture and shall be within 6 mm
of a true profile grade both in transverse and longitudinal directions, when measured with a 3-
m long straightedge.
Areas varying from a true surface in excess of the above stated tolerance may be accepted
without correction if the Engineer determines that they were caused by a pre-existing condition
which could not have reasonably been corrected by the milling operation. Any unsuitable texture
or profile, as determined by the Engineer, shall be corrected by the Contractor at no additional
compensation.

The Engineer may require remilling of any area where a surface delamination causes a non-
uniform texture to occur.

6. METHOD OF MEASUREMENT

8
The area over which milling is completed to the desired depth and accepted shall be measured in
square meters.

7. BASIS OF PAYMENT

The milling of pavement ordered and accepted, measured as noted above, will be paid for at the
contract unit price bid which shall be full compensation for the milling of the pavement, the
transporting and stockpiling of the removed surplus material, the removal and disposal of
pavement markers, the removal of grinding residue and the satisfactory disposal thereof, and the
cleaning of the pavement and for all materials, equipment, tools, labour, and incidentals
necessary to complete the work.

8. REFERENCES

Kandhal, P.S. and R.B. Mallick. Pavement Recycling Guidelines for State and Local
Governments. US Federal Highway Administration Publication No. FHWA-SA-98-042,
December 1997.

SPECIFICATIONS FOR HOT RECYCLED

PLANT-MIXED DENSE GRADED BITUMINOUS MIXES

1. INTRODUCTION

Recycling or reuse of existing bituminous materials to produce new bituminous materials results
in considerable savings of material, money, and energy besides helping to solve disposal
problems. Of the four different types of asphalt recycling methods, hot mix recycling is the
process in which reclaimed asphalt pavement (RAP) materials are combined in a hot mix plant
with new materials to produce recycled bituminous mixes. The RAP material can be obtained by
milling or ripping and crushing existing asphalt pavements.

2. SCOPE

1.1 This specification deals with the basic outline for the design, production, construction,
and controls needed while laying hot recycled, plant-mixed dense graded bituminous
mixes for base course, binder course, and wearing course. This recycling process
involves combining virgin and/or reclaimed aggregate material (RAM) and reclaimed
asphalt pavement (RAP) material in hot mix plant. At least 10 % of RAP material

9
 consisting of cold milled or crushed hot bituminous mix shall be used. Modification of
batch or drum plant is necessary for this process of hot recycling.
1.2 Specifications for Dense Graded Bituminous Mixes IRC: 111-2009 shall be followed to
produce and lay recycled hot bituminous mixes with the additional requirements noted in
this specification.
1.3 Types of dense graded bituminous mixes, their use, number of layers and layer
thicknesses shall be as shown in Table 1 of IRC: 111-2009.

3. MATERIALS

Same as IRC: 111-2009 except the following modified or additional requirements:

(a) Bitumen
If the amount of RAP in the recycled hot bituminous mix is 20% or less, the viscosity grade of
virgin bitumen shall be same as specified in Table 2 of IRC: 111-2009. If the amount of RAP in
the recycled mix is 21 to 30%, the viscosity grade of the virgin bitumen shall be one grade softer
than that normally specified for 100% virgin mix. For example, if VG-30 is specified for 100%
virgin mix, VG-20 grade shall be used in the recycled mix. If the amount of RAP exceeds 30%,
the viscosity grade of the virgin bitumen shall be established by using blending chart given in
ASTM D 4887 Preparation of Viscosity Blends for Hot Recycled Bituminous Materials. This
blending chart uses the viscosity of aged bitumen in the RAP and the proportion of virgin binder
in the total binder content of the recycled mix. Under no circumstances, the selected viscosity
grade shall be more than two grades softer than the grade normally used for the project.

(b) Reclaimed Asphalt Pavement (RAP) Material

The RAP shall be obtained from a uniform stockpile built by cold milling or crushing hot
bituminous mixes obtained from similar bituminous courses of existing bituminous pavements.
The RAP material shall be free of foreign materials and shall have minimal segregation.

The RAP shall be processed such that the final recycled mix meets all requirements of the
specific mix as laid down in IRC: 111-2009. The RAP shall readily break down and mix with the
virgin materials during the hot mixing process and shall not affect the paving operation. At least
95% of the RAP particles shall pass through a 50-mm sieve prior to mixing with the virgin
materials. Additional crushing and sizing may be required if the maximum size of the aggregate
in the RAP exceeds the maximum size of the aggregate in the specified recycled mix.

(c) Reclaimed Aggregate Material (RAM).

If used, the RAM shall meet all the applicable requirements of coarse and fine aggregates as
specified in IRC: 111-2009 Sections 3.2 and 3.3.

(d) Composition of Mixtures

10
The composition (bitumen content and gradation) of the recycled bituminous mix after blending
with added materials shall comply with the composition of 100% virgin mix as specified in
Section 3.5 of IRC: 111-2009.

4. DESIGN OF RECYCLED MIXES

Design of hot recycled mix shall be conducted as per Section 4 of IRC: 111-2009 and the
Asphalt Institute MS-2 Appendix except as noted below.

The total amount of RAP in the recycled mix shall be limited to 20% in wearing courses and
50% in binder and base courses.

At least 5 random samples of RAP shall be obtained from the approved RAP stockpile for
conducting extraction tests to determine the average bitumen content and average gradation of
aggregate in the RAP. When determining the blending proportions of various aggregates, the
extracted aggregate shall be considered as one of the aggregates. The average bitumen content
extracted from RAP shall be considered to be effective and useful in the recycled mix. For
example, if RAP has 5.0% bitumen content and 20% RAP is used in the recycled mix, 1.0%
bitumen content in the recycled mix shall be considered to be contributed by the RAP during mix
design. If the desired bitumen content of trial mix is 5.5% then only 4.5% virgin bitumen shall be
added to the trial mix.

For preparing trial batches of recycled mix at different bitumen contents, RAP shall be heated in
an oven maintained at the desired mix temperature for no more than one hour.

The viscosity grade of the virgin bitumen to be used in designing and producing recycled mix
shall be as specified in Section 3 (a) of this specification.

If the amount of RAP in the recycled mix exceeds 30%, the viscosity grade of the virgin bitumen
shall be established by using blending chart given in ASTM D 4887 Preparation of Viscosity
Blends for Hot Recycled Bituminous Materials. This shall require extraction and recovery of the
aged bitumen from the RAP from at least three random samples of the RAP from the stockpile.
Bitumen shall be extracted as per ASTM D 2172 Quantitative extraction of Bitumen from
Bituminous Paving Mixtures Method A – Centrifuge and recovery of the bitumen from solvent
shall be conducted as per ASTM D 5404 Recovery of Asphalt from Solution Using the Rotary
Evaporator. The recovered aged bitumen shall be tested for viscosity at 60 C as per IS 1206 (Part
2). Blending chart in ASTM D 4887 Preparation of Viscosity Blends for Hot Recycled
Bituminous Materials uses viscosity of aged bitumen as well as target viscosity to be achieved in
the recycled mix. If the target is to obtain VG-30 bitumen in the recycled mix, the target
viscosity at 60 C shall be 3,000 poises. Similarly, if the target is to obtain VG-20 in the recycled
mix, the target viscosity shall be 2,000 poises. Under no circumstances the selected viscosity
grade shall be more than two grades softer than the grade normally used for 100% virgin mix.

The engineer may require during production that bitumen binder in the recycled mix be
extracted, recovered, and tested for viscosity at 60 C. The viscosity of the recovered bitumen

11
shall be within the range of 5,000 to 15,000 poises. If not, the Engineer may change the viscosity
grade of the virgin bitumen.

5. CONSTRUCTION OPERATION

The construction operation shall conform to Section 5 Construction Operation in IRC: 111-2009
except as noted below.

If hot recycling is done in a batch plant, it shall be modified to allow weighing the RAP material
prior to incorporating it in the pug mill. The modification shall also consist of a suitably designed
RAP cold feed bin (usually with steep sides); conveyor system; special surge bin above the
weigh hopper if needed; chute for discharging RAP into the weigh hopper without any
segregation and sticking of RAP material. The virgin aggregate shall be heated to a suitable
higher temperature than usual so that on combining with the RAP at ambient temperature the
resulting mix temperature is within the range specified in Section 5 of IRC: 111-2009. The
temperature of the superheated aggregate shall not exceed 315 C to avoid warping of the drier
drum or damage to the bags of the bag house system. RAP shall be added last in the weigh
hopper so that it can be heated through heat transfer from the superheated aggregate underneath.
Adequate venting for the weigh hopper and pug mill shall be provided as a safety precaution to
prevent build up of moisture/steam and dust emissions during mixing operation. A minimum dry
mixing time of 15 seconds shall be required for the virgin aggregate and RAP before introducing
the virgin asphalt binder in the pug mill.

If the hot recycling is done in a drum mix plant it shall be modified to prevent direct contact of
the RAP material with the burner flame and/or overheating of RAP material in the process. The
modification shall include a suitably designed RAP cold feed bin (usually with steep sides) and a
conveyor system to introduce RAP in the drum without any segregation and sticking of RAP
material. An interlocking system of feeder and conveyor that synchronizes the RAP flow with
the virgin aggregate flow into the drum shall be required during the continuous production.

6. CONTROLS

Same as IRC: 111-2009 with no additional requirements.

7. REFERENCE

Kandhal, P.S. and R.B. Mallick. Pavement Recycling Guidelines for State and Local
Governments. US Federal Highway Administration Publication No. FHWA-SA-98-042,
December 1997

12
 SUMMARY (ACTION PLAN)

Only the following dense graded bituminous courses shall be used on all Indian Roads (Table 1):

TABLE 1
Bituminous Pavement Course Option
Base Course Use present DBM Grading 2 with NMAS
(nominal maximum aggregate size) of 25 mm.
Now call it Bituminous Concrete Base
Course. Lift thickness 60 mm – 100 mm
Binder Course Use present BC Grading 1 with NMAS
(nominal maximum aggregate size) of 19 mm.
Now call it Bituminous Concrete Binder
Course. Lift thickness 50 mm – 80 mm
Wearing Course 1 Use present BC Grading 2 with NMAS
(nominal maximum aggregate size) of 13.2
mm. Now call it Bituminous Concrete
Wearing Course 1. Use it for heavy-traffic
roads. Lift thickness 40 mm - 50 mm
Wearing Course 2 Use the new BC Gradation with NMAS
(nominal maximum aggregate size) of 9.5
mm. Now call it Bituminous Concrete
Wearing Course 2. Use it for light to medium
traffic roads and urban streets. Lift thickness
30 mm – 40 mm
NOTES: Do not place Bituminous Concrete Wearing Courses directly over new Bituminous
Concrete Base Course; use new Bituminous Concrete Binder Course. Both new BC Wearing
Courses 1 and 2 can be placed directly over WMM or WBM. If the design overlay over WMM is
more than 40 mm, use both new BC binder course and new BC wearing course. Use new BC
Base Course below new BC Binder Course if the pavement design thickness allows all three
bituminous layers: base; binder; and wearing courses.

The following deletions and substitutions shall be made for all roads in India (Table 2).

TABLE 2
DELETE SUBSTITUTE
Bituminous Macadam (BM) If BM is used as base course, use new
Bituminous Concrete Base Course with
NMAS of 25 mm. If BM is used as binder
course, use new Bituminous Concrete Binder
Course with NMAS of 19 mm.
Semi Dense Bituminous Concrete (SDBC) Use new BC Wearing Course 2 with NMAS
of 9.5 mm. Lift thickness 30 mm – 40 mm
Mixed Seal Surfacing (MSS) Use new BC Wearing Course 2 with NMAS
of 9.5 mm. Lift thickness 30 mm – 40 mm

13
Premix Carpet (PMC) with Seal Coat
Delete tack coat over primed WMM
Use mechanized Surface Dressing with pre-
coated chips for all rural roads (including
PMGSY) and Other District Roads. Use new
BC Wearing Course 2 with NMAS of 9.5 mm
for Major District Roads and urban streets.
Lift thickness 30 mm – 40 mm
In all cases except where surface dressing is
applied or where the total thickness of the
bituminous course is 30 mm or less.

Summary (Action Plan) added on 30 March 2020.

14