A.

BLENDING OF AGGREGATES

Graphical Method
Two graphical methods in common use for proportioning of aggregates are, Triangular
chart method and Roch’s method. The former is used when only three materials are to be mixed.

Inspection of the blended gradation shows that the percentage passing 0.075mm sieve is
close to the lower specification limit.To move toward the middle of specification limit increase
the proportion of aggregates B, say to 0.52.
 Graphical Method ( Two Aggregates)
1. The percent passing the various sizes for aggregate A are plotted on the right hand
vertical scale ( representing 100% of aggregate A.)
2. The percents passing the various sizes of aggregate B are plotted on the left hand vertical
scale ( representing 100% of aggregate B.)
3. Connect the points common to the same size with a straight lines and label.
4. For a particular size, indicate on the straight line when the line crosses the specification
limits measured on the vertical.
5. That portion of the line between two points represents the proportions of aggregates A
and B, measured on the horizontal scale, that will not exceed specification limits for that
particular size.
6. The proportion of the horizontal scale designated by two vertical lines, when projected
vertically, is within specification limits for all sizes and represents the limits of
proportions possible for all satisfactory blends. In this case 43 to 54 percent aggregate B
will meet specification when blended. From the fig below, we can see that the percent of
blended material passing the 0.60mm and 0.075mm sieves will be controlling values for
keeping the blend with specifications limits.
7. For blending, usually midpoint of that horizontal scale is selected for the blend. In this
case 48 percent aggregate A and 52percent aggregate B.
 B. EARTHWORK
ITEM 100 - CLEARING AND GRUBBING
100.1 Description
This Section shall consist of clearing, grubbing, removing and disposing all vegetation and
debris as designated in the Contract, except those objects that are designated to remain in place
or are to be removed in consonance with other provisions of this Specification. The work shall
also include the preservation from injury or defacement of all objects designated to remain.
100.2 Construction Requirements
100.2.1 General

The Engineer will establish the limits of work and designated all trees, shrubs, plants and
other things to remain. The Contractor shall preserve all objects designated to remain. Paint
required for cut or scarred surface of trees or shrubs selected for retention shall be an approved
asphaltum base paint prepared especially for tree surgery.
100.2.2 Clearing and Grubbing
All surface objects and all trees, stumps, roots and other protruding obstructions, not
designated to remain, shall be cleared and/or grubbed, including moving as required, except as
provided below:
a. Removal of undisturbed stumps and roots and nonperishable solid objects with a minimum
of 1 meter below subgrade or slope of embankments will not be required.
b. In areas outside of the grading limits of cut and embankment, stumps and nonperishable
solid objects shall be cut off not more than 150 mm (6 inches) above the ground line or low
water level.
c. In areas to be rounded at the top of cut slopes, stumps shall be cut off flush with or below
the surface of the final slope line.
d. Grubbing of pits, channel changes and ditches will be required only to the depth
necessitated by the proposed excavation within such areas.
e. In areas covered by cogon, wild grass and other vegetations, top soil shall be cut to a be cut
to a maximum depth of 150 mm below the original ground surface or as designated by the
Engineer, and disposed outside the clearing and grubbing limits as indicated in the typical
roadway section.
Except in areas to be excavated, stump holes and other holes from which obstructions are
removed shall be backfilled with suitable material and compacted to the required density.
If perishable material is burned, it shall be burned under the constant care of component
watchmen at such times and in such a manner that the surrounding vegetation, other adjacent
property, or anything designated to remain on the right of way will not be jeopardized. If
permitted, burning shall be done in accordance with applicable laws, ordinances, and regulation.
 The Contractor shall use high intensity burning procedures, (i.e., incinerators, high stacking
or pit and ditch burning with forced air supplements) that produce intense burning with little or
no visible smoke emission during the burning process. At the conclusion of each burning session,
the fire shall be completely extinguished so that no smoldering debris remains.
In the event that the Contractor is directed by the Engineer not to start burning operations or
to suspend such operations because of hazardous weather conditions, material to be burned
which interferes with subsequent construction operations shall be moved by the Contractor to
temporary locations clear of construction operations and later, if directed by the Engineer, shall
be placed on a designated spot and burned.
Materials and debris which cannot be burned and perishable materials may be disposed off
by methods and at locations approved by the Engineer, on or off the project. If disposal is by
burying, the debris shall be placed in layers with the material so disturbed to avoid nesting. Each
layer shall be covered or mixed with earth material by the land-fill method to fill all voids. The
top layer of material buried shall be covered with at least 300 mm (12 inches) of earth or other
approved material and shall be graded, shaped and compacted to present a pleasing appearance.
If the disposal location is off the project, the Contractor shall make all necessary arrangements
with property owners in writing for obtaining suitable disposal locations which are outside the
limits of view from the project. The cost involved shall be included in the unit bid price. A copy
of such agreement shall be furnished to the Engineer. The disposal areas shall be seeded,
fertilized and mulched at the Contractor‟s expense.
Woody material may be disposed off by chipping. The wood chips may be used for mulch,
slope erosion control or may be uniformly spread over selected areas as directed by the Engineer.
Wood chips used as mulch for slope erosion control shall have a maximum thickness of 12 mm
(1/2 inch) and faces not exceeding 3900 mm2 (6 square inches) on any individual surface area.
Wood chips not designated for use under other sections shall be spread over the designated areas
in layers not to exceed 75 mm (3 inches) loose thickness. Diseased trees shall be buried or
disposed off as directed by the Engineer.
All merchantable timber in the clearing area which has not been removed from the right of
way prior to the beginning of construction, shall become the property of the Contractor, unless
otherwise provided.
Low hanging branches and unsound or unsightly branches on trees or shrubs designated to
remain shall be trimmed as directed. Branches of trees extending over the roadbed shall be
trimmed to give a clear height of 6 m (20 feet) above the roadbed surface.

100.2.3 Individual Removal of Trees or Stumps

Individual trees or stumps designated by the Engineer for removal and located in areas other
than those established for clearing and grubbing and roadside cleanup shall be removed and
disposed of as specified under Subsection 3.2 except trees removed shall be cut as nearly flush
with the ground as practicable without removing stumps.
ITEM 101 - REMOVAL OF STRUCTURES AND OBSTRUCTIONS
PART 1 – GENERAL
100.1 Description
This Section shall consist of the removal, wholly or in part, and satisfactory disposal of any
obstructions which are not designated or permitted to remain, except for the obstruction to be
removed and disposed of under other Items in the Contract. It shall also include the salvaging of
designated materials and backfilling the resulting trenches, holes, and pits.
101.2 Construction Requirements
101.2.1 General
The Contractor shall perform the work described above, within and adjacent to the site and
the roadway, as shown on the Plans or as directed by the Engineer. All designated salvageable
material shall be removed, without unnecessary damage, in sections or pieces which may be
readily transported, and shall be stored by the Contractor at specified places on the project area.
Cavities left by structure removal shall be filled with acceptable materials to the level of the
surrounding ground and, if within the prism of construction, shall be compacted to the required
density.
101.2.2 Removal of Existing Bridges, Culverts, and other Drainage Structures
All existing bridges, culverts and other drainage structures in use by traffic shall not be
removed until satisfactory arrangements have been made to accommodate traffic. The removal of
existing culverts within embankment areas will be required only as necessary for the installation
of new structures. Abandoned culverts shall be broken down, crushed and sealed or plugged. All
retrieved culvert for future use as determined by the Engineer shall be carefully removed and all
precautions shall be employed to avoid breakage or structural damage to any of its part. All
sections of structures removed which are not designated for stockpiling or re-laying shall become
the property of the Government and be removed from the project or disposed off in a manner
approved by the Engineer.
Unless otherwise directed, the substructures of existing structures shall be removed down
to the natural stream bottom and those parts outside of the stream shall be removed down to at
least 300 mm (12 inches) below natural ground surface. Where such portions of existing
structures lie wholly or in part within the limits for a new structure, they shall be removed as
necessary to accommodate the construction of the proposed structure.
Steel bridges and wood bridges when specified to be salvaged shall be carefully
dismantled without damaged. Steel members shall be match marked unless such match marking
is waived by the Engineer. All salvaged material shall be stored as specified in Subsection
101.2.1. Structures designated to become the property of the Contractor shall be removed from
the right-of-way. Blasting or other operations necessary for the removal of an existing structure
or obstruction, which may damage new construction, shall be completed prior to placing the new
work, unless otherwise provided in the Special Provisions.
101.2.3 Removal of Pipes Other than Pipe Culverts
Unless otherwise provided, all pipes shall be carefully removed and every precaution taken to
avoid breakage or damaged. Pipes to be relaid shall be removed and stored when necessary so
that there will be no loss of damage before re-laying. The Contractor shall replace sections lost
from storage or damage by negligence, at his own expense.
101.2.4 Removal of Existing Pavement, Sidewalks, Curbs, etc.
All concrete pavement, base course, sidewalks, curbs, gutters, etc., designated for
removal, shall be:
(1) Broken into pieces and used for riprap on the project, or
(2) Broken into pieces, the size of which shall not exceed 300 mm (12 inches) in any
dimension and stockpiled at designated locations on the project for use by the Government, or 11
(3) Otherwise demolished and disposed off as directed by the Engineer. When specified,
ballast, gravel, bituminous materials or other surfacing or pavement materials shall be removed
and stockpiled as required in Subsection 101.2.1, otherwise such materials shall be disposed off
as directed.
There will be no separate payment for excavating for removal of structures and
obstructions or for backfilling and compacting the remaining cavity.
ITEM 102 – EXCAVATION
102.1 Description
This Section shall consist of roadway and borrow excavation, and the disposal of material in
accordance with this Specification and in conformity with the lines, grades and dimensions
shown on the Plans or established by the Engineer.
102.1.1 Roadway Excavation
Roadway excavation will include excavation and grading for roadways, parking areas,
intersections, approaches, slope rounding, benching, waterways and ditches; removal of
unsuitable material from the roadbed and beneath embankment areas; and excavating selected
material found in the roadway as ordered by the Engineer for specific use in the improvement.
102.1.2 Borrow Excavation
Borrow excavation shall consist of the excavation and utilization of approved material
required for the construction of embankments or for other portions of the work, and shall be
obtained from approved sources.
102.2 Construction Requirements
102.2.1 General
When there is evidence of discrepancies on the actual elevations and that shown on the Plans,
a pre-construction survey referred to the datum plane used in the approved Plan shall be
undertaken by the Contractor under the control of the Engineer to serve as basis for the
computation of the actual volume of the excavated materials.
All excavations shall be finished to reasonably smooth and uniform surfaces. No materials
shall be wasted without authority of the Engineer. Excavation operations shall be conducted so
that material outside of the limits of slopes will not be disturbed. Prior to excavation, all
necessary clearing and grubbing in that area shall have been performed in accordance with
Section 02000, "Clearing and Grubbing".

102.2.2 Conservation of Topsoil

Where provided for on the Plans, suitable topsoil encountered in excavation and on areas
where embankment is to be placed shall be removed to such extent and such depth as the
Engineer may direct. The removed topsoil shall be transported and deposited in storage piles at
locations approved by the Engineer. The topsoil shall be completely removed to the required
depth from any designated area prior to the beginning of regular excavation or embankment
work in the area and shall be kept separate from other excavated materials for later use.
102.2.3 Utilization of Excavated Materials
All suitable material removed from the excavation shall be used in the formation of the
embankment, subgrade, shoulders, slopes, bedding, and backfill for structures, and for other
purposes shown on the Plans or as directed.
102.2.4 Prewatering
Excavation areas and borrow pits may be prewatered before excavating the material. When
prewatering is used, the areas to be excavated shall be moistened to the full depth, from the
surface to the bottom of the excavation. The water shall be controlled so that the excavated
material will contain the proper moisture to permit compaction to the specified density with the
use of standard compacting equipment. Prewatering shall be supplemented where necessary,
truck watering units, to assure that the embankment material contains the proper moisture at the
time of compaction.
102.2.5 Presplitting
Unless otherwise provided in the Contract, rock excavation which requires drilling and
shooting shall be presplit.
Presplitting to obtain faces in the rock and shale formations shall be performed by: (1)
drilling holes at uniform intervals along the slope lines, (2) loading and stemming the holes with
appropriate explosives and stemming material, and (3) detonating the holes simultaneously.
Prior to starting drilling operations for presplitting, the Contractor shall furnish the Engineer
a plan outlining the position of all drill holes, depth of drilling, type of explosives to be used,
loading pattern and sequence of firing. The drilling and blasting plan is for record purposes only
and will not absolve the Contractor of his responsibility for using proper drilling and blasting
procedures. Controlled blasting shall begin with a short test section of a length approved by the
Engineer. The test section shall be presplit, production drilled and blasted and sufficient material
excavated whereby the Engineer can determine if the Contractor’s methods are satisfactory. The
Engineer may order discontinuance of the presplitting when he determines that the materials
encountered have become unsuitable for being presplit.
The holes shall be charged with explosives of the size, kind, strength, and at the spacing
suitable for the formations being presplit, and with stemming material which passes a 9.5 mm
(3/8 inch) standard sieve and which has the qualities for proper confinement of the explosives.
The finished presplit slope shall be reasonably uniform and free of loose rock. Variance from
the true plane of the excavated backslope shall not exceed 300 mm (12 inches); however,
localized irregularities or surface variations that do not constitute a safety hazard or an
impairment to drainage courses or facilities will be permitted.
A maximum offset of 600 mm (24 inches) will be permitted for a construction working
bench at the bottom of each lift for use in drilling the next lower presplitting pattern.
102.2.6 Excavation of Ditches, Gutters, etc.
All materials excavated from side ditches and gutters, channel changes, irrigation ditches,
inlet and outlet ditches, toe ditchers, furrow ditches, and such other ditches as may be designated
on the Plans or staked by the Engineer, shall be utilized as provided in Subsection 102.2.3.
Ditches shall conform to the slope, grade, and shape of the required cross-section, with no
projections of roots, stumps, rock, or similar matter. The Contractor shall maintain and keep
open and free from leaves, sticks, and other debris all ditches dug by him until final acceptance
of the work.
Furrow ditches shall be formed by plowing a continuous furrow along the line staked by the
Engineer. Methods other than plowing may be used if acceptable to the Engineer. The ditches
shall be cleaned out by hand shovel work, by ditcher, or by some other suitable method,
throwing all loose materials on the downhill side so that the bottom of the finished ditch shall be
approximately 450 mm (18 inches) below the crest of the loose material piled on the downhill
side. Hand finish will not be required, but the flow lines shall be in satisfactory shape to provide
drainage without overflow.
102.2.7 Excavation of Roadbed Level
Rock shall be excavated to a depth of 150 mm (6 inches) below subgrade within the limits of
the roadbed, and the excavation backfilled with material designated on the Plans or approved by
the Engineer and compacted to the required density.
When excavation methods employed by the Contractor leave undrained pockets in the rock
surface, the Contractor shall at his own expense, properly drain such depressions or when
permitted by the Engineer fill the depressions with approved impermeable material.
Material below subgrade, other than solid rock shall be thoroughly scarified to a depth of
150 mm (6 inches) and the moisture content increased or reduced, as necessary, to bring the
material throughout this 150 mm layer to the moisture content suitable for maximum
compaction. This layer shall then be compacted in accordance with Subsection 104.3.3.
102.2.8 Borrow Areas
The Contractor shall notify the Engineer sufficiently in advance of opening any borrow areas
so that cross-section elevations and measurements of the ground surface after stripping may be
taken, and the borrow material can be tested before being used. Sufficient time for testing the
borrow material shall be allowed.
All borrow areas shall be bladed and left in such shape as to permit accurate measurements
after excavation has been completed. The Contractor shall not excavate beyond the dimensions
and elevations established, and no material shall be removed prior to the staking out and cross-
sectioning of the site. The finished borrow areas shall be approximately true to line and grade
established and specified and shall be finished, as prescribed in Clause 61, Standard
Specifications for Public Works and Highways, Volume 1. When necessary to remove fencing,
the fencing shall be replaced in at least as good condition as it was originally. The Contractor
shall be responsible for the confinement of livestock when a portion of the fence is removed.
102.2.9 Removal of Unsuitable Material
Where the Plans show the top portion of the roadbed to be selected topping, all unsuitable
materials shall be excavated to the depth necessary for replacement of the selected topping to the
required compacted thickness.
Where excavation to the finished graded section results in a subgrade or slopes of
unsuitable soil, the Engineer may require the Contractor to remove the unsuitable material and
backfill to the finished graded section with approved material. The Contractor shall conduct his
16 operations in such a way that the Engineer can take the necessary cross-sectional
measurements before the backfill is placed.
The excavation of muck shall be handled in a manner that will not permit the entrapment
of muck within the backfill. The material used for backfilling up to the ground line or water
level, whichever is higher, shall be rock or other suitable granular material selected from the
roadway excavation, if available. If not available, suitable material shall be obtained from other
approved sources. Unsuitable material removed shall be disposed off in designated areas shown
on the Plans or approved by the Engineer.
 SUB-BASE AND BASE COURSE
ITEM 200 – AGGREGATE SUBBASE COURSE
200.1 Description
This item shall consist of furnishing, placing and compacting an aggregate subbase course on
a prepared subgrade in accordance with this Specification and the lines, grades and cross-
sections shown on the Plans, or as directed by the Engineer.
200.2 Material Requirements
Aggregate for subbase shall consist of hard, durable particles or fragments of crushed
stone, crushed slag, or crushed or natural gravel and filler of natural or crushed sand or other
finely divided mineral matter. The composite material shall be free from vegetable matter and
lumps or balls of clay, and shall be of such nature that it can be compacted readily to form a firm,
stable subbase.
The subbase material shall conform to Table 200.1, Grading Requirements
Table 200.1 – Grading Requirements

The fraction passing the 0.075 mm (No. 200) sieve shall not be greater than 0.66 (two
thirds) of the fraction passing the 0.425 mm (No. 40) sieve.
The fraction passing the 0.425 mm (No. 40) sieve shall have a liquid limit not greater
than 35 and plasticity index not greater than 12 as determined by AASHTO T 89 and T 90,
respectively.
The coarse portion, retained on a 2.00 mm (No. 10) sieve, shall have a mass percent of
wear not exceeding 50 by the Los Angeles Abrasion Tests as determined by AASHTO T 96.
The material shall have a soaked CBR value of not less than 25% as determined by
AASHTO T 193. The CBR value shall be obtained at the maximum dry density and determined
by AASHTO T 180, Method D.
200.3 Construction Requirements
200.3.1 Preparation of Existing Surface
The existing surface shall be graded and finished as provided under Item 105, Subgrade
Preparation, before placing the subbase material.
200.3.2 Placing
 The aggregate subbase material shall be placed at a uniform mixture on a prepared
subgrade in a quantity which will provide the required compacted thickness. When more than
one layer is required, each layer shall be shaped and compacted before the succeeding layer is
placed.
The placing of material shall begin at the point designated by the Engineer. Placing shall
be from vehicles especially equipped to distribute the material in a continuous uniform layer or
windrow. The layer or windrow shall be of such size that when spread and compacted the
finished layer be in reasonably close conformity to the nominal thickness shown on the Plans.
When hauling is done over previously placed material, hauling equipment shall be
dispersed uniformly over the entire surface of the previously constructed layer, to minimize
rutting or uneven compaction.
200.3.3 Spreading and Compacting
When uniformly mixed, the mixture shall be spread to the plan thickness, for compaction.
Where the required thickness is 150 mm or less, the material may be spread and
compacted in one layer. Where the required thickness is more than 150 mm, the aggregate
subbase shall be spread and compacted in two or more layers of approximately equal thickness,
and the maximum compacted thickness of any layer shall not exceed 150 mm. All subsequent
layers shall be spread and compacted in a similar manner.
The moisture content of subbase material shall, if necessary, be adjusted prior to
compaction by watering with approved sprinklers mounted on trucks or by drying out, as
required in order to obtain the required compaction.
Immediately following final spreading and smoothening, each layer shall be compacted
to the full width by means of approved compaction equipment. Rolling shall progress gradually
from the sides to the center, parallel to the centerline of the road and shall continue until the
whole surface has been rolled. Any irregularities or depressions that develop shall be corrected
by loosening the material at these places and adding or removing material until surface is smooth
and uniform. Along curbs, headers, and walls, and at all places not accessible to the roller, the
subbase material shall be compacted thoroughly with approved tampers or compactors.
If the layer of subbase material, or part thereof, does not conform to the required finish,
the Contractor shall, at his own expense, make the necessary corrections. 40 Compaction of each
layer shall continue until a field density of at least 100 percent of the maximum dry density
determined in accordance with AASHTO T 180, Method D has been achieved. In-place density
determination shall be made in accordance with AASHTO T 191.
200.3.4 Trial Sections
Before subbase construction is started, the Contractor shall spread and compact trial sections as
directed by the Engineer. The purpose of the trial sections is to check the suitability of the
materials and the efficiency of the equipment and construction method which is proposed to be
used by the Contractor. Therefore, the Contractor must use the same material, equipment and
procedures that he proposes to use for the main work. One trial section of about 500 m2 shall be
made for every type of material and/or construction equipment/procedure proposed for use.
After final compaction of each trial section, the Contractor shall carry out such field
density tests and other tests required as directed by the Engineer.
If a trial section shows that the proposed materials, equipment or procedures in the
Engineer’s opinion are not suitable for subbase, the material shall be removed at the Contractor’s
expense, and a new trial section shall be constructed.
If the basic conditions regarding the type of material or procedure change during the
execution of the work, new trial sections shall be constructed.
200.3.5 Tolerances
Aggregate subbase shall be spread with equipment that will provide a uniform layer
which when compacted will conform to the designed level and transverse slopes as shown on the
Plans. The allowable tolerances shall be as specified hereunder:
ITEM 201 – AGGREGATE BASE COURSE
201.1 Description
This Item shall consist of furnishing, placing and compacting an aggregate base course on
a prepared subgrade/subbase in accordance with this Specificaton and the lines, grades, thickness
and typical cross-sections shown on the Plans, or as established by the Engineer.
201.2 Material Requirements
Aggregate for base course shall consist of hard, durable particles or fragments of crushed
stone, crushed slag or crushed or natural gravel and filler of natural or crushed sand or other
finely divided mineral matter. The composite material shall be free from vegetable matter and
lumps or balls of clay, and shall be of such nature that it can be compacted readily to form a firm,
stable base.
In some areas where the conventional base course materials are scarce or non-available,
the use of 40% weathered limestone blended with 60% crushed stones or gravel shall be allowed,
provided that the blended materials meet the requirements of this Item.
The base course material shall conform to Table 201.1, whichever is called for in the Bill
of Quantities

The fraction passing the 0.075 mm (No. 200) sieve shall not be greater than 0.66 (two
thirds) of the fraction passing the 0.425 mm (No. 40) sieve.
The fraction passing the 0.425 mm (No. 40) sieve shall have a liquid limit not greater
than 25 and plasticity index not greater than 6 as determined by AASHTO T 89 and T 90,
respectively.
The coarse portion, retained on a 2.00 mm (No. 10) sieve shall have a mass percent of
wear not exceeding 50 by the Los Angeles Abrasion test determined by AASHTO T 96.
 The material passing the 19 mm (3/4 inch) sieve shall have a soaked CBR value of not
less than 80% as determined by AASHTO T 193. The CBR value shall be obtained at the
maximum dry density (MDD) as determined by AASHTO T 180, Method D.
If filler, in addition to that naturally present, is necessary for meeting the grading
requirements or for satisfactory bonding, it shall be uniformly blended with the base course
material on the road or in a pugmill unless otherwise specified or approved. Filler shall be taken
from sources approved by the Engineer, shall be free from hard lumps and shall not contain more
than 15 percent of material retained on the 4.75 mm (No. 4) sieve.
201.3 Construction Requirements
201.3.1 Preparation of Existing Surface
The existing surface shall be graded and finished as provided under Item 105, Subgrade
Preparation, before placing the base material.
201.3.2 Placing
It shall be in accordance with all the requirements of Subsection 200.3.2, Placing. 43
201.3.3 Spreading and Compacting
It shall be in accordance with all the requirements of Subsection 200.3.3, Spreading and
Compacting.
201.3.4 Trial Sections
Trial sections shall conform in all respects to the requirements specified in Subsection
200.3.4.
201.3.5 Tolerances
The aggregate base course shall be laid to the designed level and transverse slopes shown
on the Plans. The allowable tolerances shall be in accordance with following:
ITEM 202 – CRUSHED AGGREGATE BASE COURSE
202.1 Description
This Item shall consist of furnishing, placing and compacting crushed gravel, crushed stone
or crushed rock on a prepared subgrade/subbase in one or more layers in accordance with this
Specification and lines, grades, thickness and typical cross-sections shown on the Plans or as
established by the Engineer.
202.2 Material Requirements
202.2.1 Crushed Aggregate
It shall consist of hard, durable particles or fragments of stone or gravel crushed to the size
and of the quality requirements of this Item. It shall be clean and free from vegetable matters,
lumps or balls of clay and other deleterious substances. The material shall be of such nature that
it can be compacted readily to form a firm, stable base.
The base material shall conform to the grading requirements of Table 202.1, whichever is
called for in the Bill of Quantities.

The portion of the material passing the 0.075 mm (No. 200) sieve shall not be greater than
0.66 (two thirds) of the fraction passing the 0.425 mm (No. 40) sieve.
The portion of the material passing the 0.425 mm (No. 40) sieve shall have a liquid limit of
not more than 25 and a plasticity index of not more than 6 as determined by AASHTO T 89 and
T 90, respectively.
The coarse aggregate retained on a 2.00 mm (No. 10) sieve shall have a mass percent of wear
not exceeding 45 by the Los Angeles Abrasion Test as determined by AASHTO T 96, and not
less than 50 mass percent shall have at least one (1) fractured face.
The material passing the 19 mm (3/4 inch) sieve shall have a minimum soaked CBR-value of
80% tested according to AASHTO T 193. The CBR-value shall be obtained at the maximum dry
density determined according to AASHTO T 180, Method D.
 If filler, in addition to that naturally present, is necessary for meeting the grading
requirements or for satisfactory bonding, it shall be uniformly blended with the crushed base
course material on the road or in a pugmill unless otherwise specified or approved. Filler shall be
obtained from sources approved by the Engineer, free from hard lumps and not contain more
than 15 percent of material retained on the 4.75 mm (No. 4) sieve.
202.3 Construction Requirements
Same as Subsections 201.3.1 through 201.3.5.
 C. COMPACTION EQUIPMENT

RAMMERS VIBRATING PLATE COMPACTORS

VIBRO TAMPERS PAD FOOR/TAMPING ROLLERS

PNEUMATIC TYRED ROLLERS GRID ROLLERS

SHEEPSFOOT ROLLERS VIBRATING SMOOTH

WHEELED ROLLERS
STATIC SMOOTH WHEELED ROLLERS WALK-BEHIND ROLLER

DUPLEX AND TRENCH ROLLERS ASPHALT DOUBLE DRUM

VIBRATORY ROLLERS
 D. RIGID PAVEMENT
Joints In Rigid Pavements
Provisions of joints are necessitated due to:
1) Expansion, contraction and warping of concrete slabs resulting from temperature and moisture
changes;
2) Facilitate a break in the construction at the end of day’s work or for any unexpected
interruption to work progress; and
3) Construction of pavements in lanes of convenient width.
Joints are the discontinuities in the concrete pavement slab, and help to release stresses due to
temperature variation, subgrade moisture variation, shrinkage of concrete etc.
There are various types of joints in concrete pavement, e.g. contraction joint, construction joint,
expansion joint and warping joint. The functions of these joints are as follows:
Contraction joint: Contraction joints are provided along the transverse direction to take care of
the contraction of concrete slab due to its natural shrinkage.
Construction joint: Construction joints are provided whenever the construction work stops
temporarily. The joint direction could be either along the transverse or longitudinal direction.
Expansion joint: Expansion joints are provided along the transverse direction to allow movement
(expansion/ contraction) of the concrete slab due to temperature and subgrade moisture variation.
Warping joint: Warping joints are provided along the longitudinal direction to prevent warping
of the concrete slab due to temperature and subgrade moisture variation.
Quality Requirements for Joint Construction
1) All foreign material in the joints should be removed first. The manual cleaning of the joints is
done with a raker followed by coir brushing. The fine particles are removed with the help of air
compressor. After the joints have been cleaned, primer is used. The primer has very low viscosity
and penetrates in the pores of the concrete. This is followed by joint filler and finally sealing
compound is used. The primer used earlier helps to improve bond between sealing compound
and concrete
2) The joints should be sealed flush with the adjacent pavement surface on either side in summer
and should be filled to a depth of 3-4 mm below the surface in winter so that they may become
flush on expanding during hot weather.
3) Dowel bars are required for the transverse joints to
• Transfer part load across the adjacent slab
• Stresses becoming critical
• Assist in the event of loss of sub grade support at the location of joint
4) Dowel bars are generally mild steel round bars embedded and bonded into concrete on one
side of the joint and the other half length deliberately prevented from bonding with concrete on
that side. A recess is provided at the sliding end for free movement of slab when used in the
expansion joints.
5) The dowel bar should be supported on cradles/dowel chairs in pre-fabricated joint assemblies
positioned prior to the construction of the slabs or mechanically inserted with vibration into the
plastic concrete by method which ensures correct placement of the bars besides full
recompaction of the concrete around the dowel bars.
6) Dowel bars should be positioned at mid depth of the slab, and centered equally about intended
lines of the joint. They should be aligned parallel to the finished surface of the slab and to the
center line of the carriageway and to each other.
7) Dowel bars should be covered by a thin plastic sheath for at least two-thirds of the length from
one end for dowel bars in contraction joints or half the length plus 50 mm for expansion joints.
The sheath shall be tough, durable and of and average thickness not greater than 1.25 mm. The
sheathed bar shall comply with the specified pullout tests.
8) For expansion joints, a closely fitting cap 100 mm long consisting of waterproofed cardboard
or an approved synthetic material, like, PVC or GI pipe should be placed over the sheathed end
of each dowel bar. An expansion space at least equal in length to the thickness of the joint filler
board should be formed between the end of the cap and the end of the dowel bar by using
compressible sponge to block the entry of cement slurry between dowel and cap. It may be taped.
9) Tie bars are provided to prevent adjacent slabs from separating, particularly on curves or at
fills. The tie bars are not meant to add structural capacity of the slabs and are designed to
withstand only tensile stresses.
10) Tie bars in longitudinal joints should be deformed steel bars of strength 415 Mpa complying
with IS: 1786. vil Engg,BMSIT&M, Bangalore Page 10
11) Tie bars projecting across the longitudinal joint shall be protected from corrosion for 75 mm
on each side of the joint by a protective coating of bituminous paint.
12) Tie bars in longitudinal joints shall be made up into rigid assembles with adequate supports
and fixings to remain firmly in position during the construction of the slab. Alternatively, tie bars
at longitudinal joints may be mechanically or manually inserted into the plastic concrete from
above by vibration using a method which ensures correct placement of the bars and
recompaction of the concrete around the tie bars.
13) Tie bars shall be positioned to remain within the middle third of the slab depth approximately
parallel to the surface and perpendicular to the line of joint with a minimum cover of 30 mm
below the joint groove.
Specification of Materials
For concrete slabs cement, coarse aggregates, fine aggregates and water are required. If
reinforcement is provided, steel wire fabric are used & for construction of joints, joint filler &
sealer are used.
1. Cement – Ordinary Portland cement is used. In case of urgency rapid hardening cement is
used.
2. Coarse Aggregates – The max size should not exceed 1/4th slab thickness. The gradation may
range from 50 – 4.75 or 40 – 4.75. The aggregates should be free from iron, purities, cola, mica,
clay, alkali, etc., For Physical properties desire limits are –
a) Aggregate Crushing Value : 30% Max
b) Aggregate Impact Value : 30% Max
c) Los Angeles abrasion Value : 30% Max
d) Soundness for sodium sulphate : 12% Max
3. Fine aggregates – Natural sands, crushed stones etc., are used.
4. Proportioning of Concrete – It is proportioned so as to obtain a minimum modulus ofrupture
of 40Kg/cm2 on field or to develop minimum compressive strength of 280 Kg/cm2 at 28 days.
CONSTRUCTION PROCEDURE FOR PORTLAND CEMENT CONCRETE
PAVEMENT

a) Preparation of subgrade and sub base –

1.No soft pots are present in subgrade or sub base.
2.It should extent at least 30cm on either side of width to be connected.
3.Subgrade is properly drained; minimum modulus of subgrade reaction is 5.54Kg/Cm2 .
4.The layers should be kept moist when cement concrete is placed.
5.Water proof paper may also be used when CC is laid directly.
b) Placing of Forms –
1.The steel or wooden forms are used.
2.The steel forms are M.S. Channel sections and their depts. Is equal to thickness of
pavement and length atleast 3m except on curves < 45m radius.
3.Wooden forms are dressed on side, these have minimum base width of 100n for slab
thickness or 20cm.
4.The forms are jointed neatly and are set with exactness to the required grade and
alignment.
c) Batching of Material & Mixing –
1.The proportioned mixture is placed into holper in weigh batching plant.
2.All batching of material is done on the basis of one or more whole bags of cement, wt
of one bag is 50 kg or unit wt of cement is taken as 1440Kg/m3 .
3.The mixing of concrete is done in batch mixer. So that uniform distribution, uniform is
color and homogenous mix is obtained.
4.The batch of cement, fine aggregate and coarse aggregate is led together into the
mixer. Water for mixing is introduced into the drum within fifteen seconds of mixing.
d) Transportation & Placing of Concrete –
1.The cement concrete is mixed in quantities required for immediate use.
2.It should be seen that no segregation of materials results while transporting.
3.Spreading is done uniformly; certain amount of redistribution is done with shovels
e) Compaction & Finishing –
1.The surface of pavement is compacted either by means of power driven finishing
machine or by vibrating hand screed.
2.Areas where width of slab is small, hand consolidation and finishing is adopted.
3.The concrete is further compacted by longitudinal float. It is help parallel to carriage
way and passed gradually from one site to other.
4.The slab surface is tested for its grade and level with straight edge.
5.Just before the concrete becomes hard, the surface is belted with two ply canvas belt.
6.Broom finish is given with fibre broom brush and it is done perpendicular to centerline
of pavement.
7.Before concrete develop initial set, the edges of slab are carefully finished with an
edging tool.
f) Curing of cement concrete –
1.Initial curing – The surface of pavement is entirely covered with burlap cotton or jute
mats prior to placing it is saturated with water and wet side is placed on pavement.
2.Final curing – Curing with wet soil exposed edges of slabs are banked with soil berm.
A blanket of sandy soil free from stones is placed. The soils is thoroughly kept saturated
with water for 14 days.
In impervious membrane method, use of impervious membrane which does not impart a
slippery surface to the pavement is used. Liquid is applied under pressure with a spray
nozzle to cover the entire surface with a uniform film. It hardness within 30 minutes after
its application. The liquid applied immediately after surface finishing. When the concrete
attains the required strength or after 28days of curing the concrete road is opened to
traffic.
 E. BITUMINOUS PAVEMENT

BITUMINOUS PRIME COAT

Description

This work shall consist of the careful cleaning of the surface to be primed and furnishing
and applying bituminous material in accordance with these Specifications to the area shown on
the Drawings or as directed by the Engineer.

Materials

Bituminous Materials

Bituminous material shall be a MC 30 or MC 70 cut back bitumen and shall conform to

the requirements of Section 3.4. The bituminous material shall be approved by the Engineer and
may be prepared by cutting back 80/100 penetration bitumen with kerosene in the ratio of 100
parts by volume of bitumen to 40 – 60 parts by volume of kerosene depending on the porosity of
the surface.

Blotting Material

Blotting material shall be approved clean dry sand or stone screenings free from any
cohesive materials or organic matter. Not more than 10 per cent of the sand shall be finer than
the 75 micron sieve.

Construction Methods

Weather Limitations

Prime coat shall be applied at a time when the surface to be treated is dry or slightly
damp, when the ambient temperature is above 13ºC and rising, or above 16ºC if falling, and
when the weather is dry.

Equipment

The Engineer may approve Construction equipment and methods (including labour
intensive methods) other than those specified hereinafter provided that the contractor can
demonstrate his ability to carry out the work to a satisfactory standard using his proposed
equipment and methods to the complete satisfaction of the Engineer. Such approval shall be in
writing and may be withdrawn at any time if the work is found to be unsatisfactory in any
respect.
The Engineer may approve Construction equipment and methods (including labour
intensive methods) other than those specified hereinafter provided that the contractor can
demonstrate his ability to carry out the work to a satisfactory standard using his proposed
equipment and methods to the complete satisfaction of the Engineer. Such approval shall be in
writing and may be withdrawn at any time if the work is found to be unsatisfactory in any
respect.
The distributor shall have pneumatic tyres and shall be so designed, equipped, maintained
and operated that bituminous material at constant temperature may be applied uniformly on
variable widths of surface up to 4 metres at readily determined and controlled rates of from 0.2 to
2.0 litres per square metre with uniform pressure, and with an allowable variation from any
specified rate not to exceed 0.1 litre per square metre. Distribution equipment shall include an
instrument for measuring the speed of travel accurately at low speeds, and the temperature of the
contents of the tank.
The spray bar on the distributor shall be controlled by a man riding at the rear of the
distributor in such a position that operation of all sprays is in his full view
The tanks of distributors shall be fitted with accurately calibrated dipsticks or contents
gauges.
All measuring equipment on the distributor shall have been recently calibrated and an
accurate and satisfactory record of such calibration shall be supplied to the Engineer. If, after
beginning the work, the distribution of bituminous material is found to be in error, the distributor
shall be withdrawn from the work and calibrated to the satisfaction of the Engineer before any
further work is undertaken.
The Engineer may require such tests, as he considers necessary to check the performance
of the distributor. As and when directed by the Engineer, the Contractor, at his own expense,
shall make the distributor and its equipment available for field testing and shall supply any
assistance required for this purpose. Any distributor, which does not operate satisfactorily or
conform to the requirements of the Specifications in all respects, may be rejected by the Engineer
for further use on the Works.
Cleaning Surface
Immediately before applying the bituminous material, all loose dirt and other
objectionable material shall be removed from the surface with a power brush. When so ordered
by the Engineer, a light application of water shall be made just before the application of
bituminous material.
Application of Bituminous Material
Bituminous material shall be applied at the rate, or rates, either shown in the Contract
Documents or as directed by the Engineer. The rate sprayed can be verified using STP 10.12.
This will usually be from 1.0 to 2.5 litres per square metre, and at a temperature within the range
called for in Table 3.4-6 for the particular material being used. Any prescribed application shall
be divided into two applications when necessary to prevent bitumen flowing off the surface, and
additional bituminous material shall be applied where surface conditions indicate it to be
necessary, if the Engineer so directs. No further courses shall be applied until the prime coat has
dried and the solvent evaporated.
 When so directed, the prime coat shall be applied in lanes of approximately one-half or
less of the width of the completed surface. A lane of prime coat shall be applied, allowed to
penetrate for not less than 48 hours, then covered with blotting material if required, and opened
to traffic before bituminous material is applied to the adjacent lane. In covering the first primed
lane, a strip at least 200 mm wide shall be left uncovered where it joins the second traffic lane to
permit an overlap of the bituminous material.
The surface of structures and trees adjacent to the areas being treated shall be protected in
such manner as to prevent their being splashed or damaged. No bituminous material shall be
discharged into a borrow pit or gutter.
Maintenance and Opening to Traffic
Traffic shall not be permitted on the primed surface until the material has penetrated and
dried and, in the opinion of the Engineer, will not be picked up by traffic. Where the Engineer
deems it impracticable to detour traffic, the Contractor shall spread the minimum quantity as
determined by the Engineer, of blotting material necessary to avoid picking up, and traffic shall
be allowed to use areas so treated. Any areas containing an excess or deficiency of priming
material shall be corrected by the addition of sand or bitumen as directed by the Engineer. Such
corrections of faulty work shall be carried out at the Contractor’s expense.
BITUMINOUS TACK COAT

Description
This work shall consist of furnishing and applying bituminous material to a previously
prepared roadbed, in accordance with the Specifications and to the width and area required by
the Engineer.

Materials
Bituminous material shall be either cut back bitumen RC 30, RC 70, or rapid setting
emulsion conforming to the requirements of Section 3.4 of these Specifications. The bituminous
material shall be approved by the Engineer.

Construction Methods
Equipment
The Engineer may approve Construction equipment and methods (including labour
intensive methods) other than those specified hereinafter provided that the contractor can
demonstrate his ability to carry out the work to a satisfactory standard using his proposed
equipment and methods to the complete satisfaction of the Engineer. Such approval shall be in
writing and may be withdrawn at any time if the work is found to be unsatisfactory in any
respect. The equipment shall be as specified in Section 3.6, Bituminous Prime Coat.

Cleaning Surface
The full width of surface to be treated shall be cleaned with a power brush to remove
loose dirt, sand, dust and other objectionable material. The surface to be treated shall be dry.

Application of Bituminous Material

Immediately after cleaning the surface, bituminous material shall be applied at the rate
directed by the Engineer, but not to exceed 0.45 litres per square metre and at the temperature
within the range included in Table 3.4-6 for the particular material being used. The tack coat
shall be applied only when the surface is dry.
The tack coat material shall be uniformly distributed over the surface without streaking.
Quantities shall not deviate more than 10% from the quantity prescribed by the Engineer.
Quantities outside the specified tolerances shall be adjusted by the Contractor at his own
expense, to the satisfaction of the Engineer.
 The surfaces of structures and trees adjacent to the areas being treated shall be protected
in such manner as to prevent their being splashed or damaged. No bituminous material shall be
discharged into a borrow pit or gutter. The Engineer may direct that emulsions shall be diluted
with clean water in order to control the rate of spread. This shall be done at the Contractor’s
expense.
After the tack coat is applied the Contractor shall protect it from damage until the surface
course is placed. No surfacing layer will be permitted to be placed unless the tack coat is in a
satisfactory condition to receive it and as such the tack coat shall be applied only so far in
advance of surface course placement as is necessary for this to occur.
SURFACE DRESSING

INRTRODUCTION
Surface dressing is a simple, highly effective and inexpensive road surface treatment if
adequate care is taken in the planning and execution of the work. The process is used throughout
the world for surfacing both medium and lightlytrafficked roads, and also as a maintenance
treatment for roads of all kinds.
Surface dressing comprises a thin film of binder, generally bitumen or tar, which is
sprayed onto the road surface and then covered with a layer of stone chippings. The thin film of
binder acts as a waterproofing seal preventing the entry of surface water into the road structure.
The stone chippings protect this film of binder from damage by vehicle tyres, and form a
durable, skid-resistant and dust-free wearing surface. In some circumstances the process may be
repeated to provide double or triple layers of chippings.
Surface dressing is a very effective maintenance technique which is capable of greatly
extending the life of a structurally sound road pavement if the process is undertaken at the
optimum time.
2 Types of surface dressing

Single surface dressing

When applied as a maintenance operation to an existing bituminous road surface a single
surface dressing can fulfil the functions required of a maintenance re-seal, namely waterproofing
the road surface, arresting deterioration, and restoring skid resistance. A single surface dressing
would not normally be used on a new roadbase because of the risk that the film of bitumen will
not give complete coverage. It is also particularly important to minimise the need for future
maintenance and a double dressing should be considerably more durable than a single dressing.
However, a 'racked-in' dressing (see paragraph 2.7) may be suitable for use on a new roadbase
which has a tightly knit surface because of the heavier applications of binder which is used with
this type of single dressing.

Double surface dressing

The quality of a double surface dressing will be greatly enhanced if traffic is allowed to
run on the first dressing for a minimum period of 2-3 weeks (and preferably longer) before the
second dressing is applied. This allows the chippings of the first dressing to adopt a stable
interlocking mosaic which provides a firm foundation for the second dressing. However, traffic
and animals may cause contamination of the surface with mud or soil during this period and this
must be thoroughly swept off before the second dressing is applied. Such cleaning is sometimes
difficult to achieve and the early application of the second seal to prevent such contamination
may give a better result.
Triple surface dressings

A triple surface dressing (not illustrated in Figure 1) may be used to advantage where a
new road is expected to carry high traffic volumes from the outset. The application of a small
chipping in the third seal will reduce noise generated by traffic and the additional binder will
ensure a longer maintenance-free service life

Racked-in surface dressing

This system is recommended for use where traffic is particularly heavy or fast (TRL,
1996). A heavy single application of binder is made and a layer of large chippings is spread to
give approximately 90 per cent coverage. This is followed immediately by the application of
smaller chippings which should ‘lock-in' the larger aggregate and form a stable mosaic

Other types of surface dressing

'Sandwich' surface dressings

are principally used on existing binder rich surfaces and sometimes on gradients to
reduce the tendency for the binder to flow down the slope.

'Pad coats' surface dressings

are used where the hardness of the existing road surface allows very little embedment of
the first layer of chippings, such as on a newly constructed cement stabilised roadbase or a dense
crushed rock base. A first layer of nominal 6mm chippings will adhere well to the hard surface
and will provide a 'key' for larger l0mm or l4mm chippings in the second layer of the dressing.
 CONSTRUCTION PROCEDURE OF ASPHALT CONCRETE PAVEMENTS

Step 1: Demolition and Removal

The first step in the asphalt installation process is to remove the existing surface, whether
it is asphalt, concrete or pavers.

• Demolition and removal is completed using heavy machinery, including small bobcats and
forklifts and when necessary, front loaders and large dump trucks.
• Debris is removed and in most instances, Wolf Paving recycles the old asphalt and concrete in
our asphalt plants, turning deteriorating waste into strong, usable new asphalt.
• In fact, Wolf Paving typically recycles nearly 100% of the materials removed from a job site,
making the choice to use Wolf Paving both green and environmentally friendly.

Step 2: Grading and Sloping

With a clean slate, technology helps Wolf Paving asphalt professionals prepare the
surface for appropriate water drainage.

• Using laser guided transits and automatic motor graders, the Wolf Paving team grades the
surface to be paved to ensure that water will run-off appropriately.
• Proper water drainage is vital to your asphalt, because water is a major cause of damage,
including potholes, cracks and heaving.

Step 3: Prepare the Sub Base

You’d never guess that the most important part of your new asphalt surface is actually
the sub base.

• The sub base provides a stable surface to support new pavement.

• The sub base is a frost barrier to help reduce winter damage due to freezing and thawing.
• During the installation, base thickness, base stability and compaction are important steps. If the
sub base is not appropriately compacted, the asphalt surface on top will not provide years of
durability.

Step 4: Proof Roll, Undercutting and Sub Base Repair

Once the sub base is fully graded and compacted, Wolf Paving completes an extra step,
called a proof roll, to ensure the underlying surface is strong and ready to support new asphalt.

• A Wolf Paving proof roll involves driving a quad-axle dump truck, loaded with 72,000 pounds,
row by row over the entire surface.
• If the gravel flexes more than an inch under the weight of the truck, it means that the base is not
properly supported.
 If the proof roll finds soft areas in the sub base, Wolf Paving makes the necessary repairs in
compromised areas to ensure the entire sub base is supportive.

• Undercutting can be used to repair soft spots. This process involves digging down below the
surface 2 or 3 feet and replacing the underlying soft clay or soil with stronger aggregate material.
• Wolf Paving also offers alternative options, like using geo-grid, instead of undercutting. Using
geo-grid involves digging only 16 inches below the surface and laying grid down to bridge base
materials together. This creates a solid support structure for new asphalt at a fraction of the cost
of traditional undercutting.
• Wolf Paving has also pioneered a new process called plowing. This process involves
undercutting the sub base, but instead of removing all of the soft clay and soil, it is instead mixed
with added aggregate to improve the strength of the compromised areas.

Step 5: Binder and Surface Course

Once the sub base is laid and any soft areas are identified and repaired, it is time to add
the binder.

• The binder layer is large aggregate mixed with oil, making it very strong and durable.
• The binder layer can be thought of as the strength of any new asphalt surface

Step 6: Install New Asphalt Surface

Once the supportive structures of a new asphalt surface are installed, the top layer of
fresh asphalt is added to provide a clean, smooth ride.

• Surface asphalt is made up of small aggregate, sand and oil.

• This combination of materials creates jet-black asphalt that when installed appropriately,
provides a smooth ride and a shiny, attractive finished surface.

Step 7: Butt Joints and Transitions

It is very rare to install an asphalt surface that does not connect to existing driveways,
roadways or parking lots. As such, asphalt-paving contractors must find a way to smooth the
transition from old surface to new.

• Butt joints are areas were old asphalt or concrete meets new asphalt pavement.
• These transitional areas require special attention to ensure that the grading and water run-off is
appropriate.
• Butt joints are important to ensure drivers and pedestrians don’t notice a difference in the
surfaces.
 To Complete the Project: Final Roll
Once the asphalt and butt joints have been laid, the entire surface is smoothed and
compacted.

• Using a roller truck, the new asphalt pavement surface is compacted and smoothed.
• This process step ensures that no small bumps of aggregate or stone are left poking through the
smooth new surface.

Your asphalt paving contractor should follow these installation steps to make sure your new
asphalt surface will provide years of durability and functionally for your home, business, city or
town.

But remember that installation process should only follow a proper surface inspection and a
complete estimate. Take a look at the articles below that explain those processes completely.
F.
ASPHALT CONCRETE BATCHING PLANT
PORTLAND CEMENT CONCRETE BATCHING PLANT
 G. EQUIPMENT USED FOR PAVEMENT CONSTRUCTION

FORKLIFT TRUCK WHEEL LOADER

MOTOR GRADER ROAD ROLLER MACHINE

CRAWLER EXCAVATOR ASPHALT MIXING PLANT

TRUCK CRANE Mechanical Paver

DUMPER TRUCKS MILLING MACHINE

BACKHOE LOADER PAVEMENT COMPACTOR