Blog "Asphalt For India" by Prof. Prithvi Singh Kandhal

New Blog, “Asphalt for India” by Prof.
Prithvi Singh Kandhal

https://asphaltforindia.blogspot.com/
16 January 2019
“American roads are good not because America is rich, but America is rich
because American roads are good.” - John F. Kennedy
“Never doubt that a small group of citizens can change the world. Indeed, it is
the only thing that ever has.” - Margaret Mead
“To improve is to change; to be perfect is to change often.” - Winston Churchill
BACKGROUND FOR BLOG, “ASPHALT FOR INDIA”
I have been very fortunate and feel proud as an Indian for a very satisfying career in
highway engineering in the US for over 30 years. I had the privilege of serving as
Chief Asphalt Road Engineer of the Pennsylvania Dept. of Transportation for 17
years. Pennsylvania State has the fourth largest highway network in the US. Then, I
served as Associate Director of the US National Center for Asphalt Technology
(NCAT) for 13 years. NCAT is the largest asphalt road research center in the world.
I authored over 120 asphalt related practical research papers (mostly as main author)
which were published in prestigious national and international journals. Of these 51
papers were published in the journals of the US Transportation Research Board
(TRB); 22 papers in the journals of Association of Asphalt Paving Technologists
(AAPT); and 12 papers in special technical publications of ASTM. I also had the
privilege of serving as chairman or president of four asphalt related prestigious
national and international organizations: TRB; AAPT; ASTM; and ASCE. So far, no
American has led all four of these organizations.
When I returned to India over 15 years ago, I resolved to share/use my US experience

to improve the quality of asphalt roads in India. Therefore, I did not accept any
employment here so that I can serve India without any bias or self-interest. I
developed many important standards for the Bureau of Indian Standards and the
Indian Roads Congress such as specifications for viscosity grade (VG) bitumen; dense
bituminous mixes; Stone Matrix Asphalt (SMA); and readymade pothole patching
mix. I was successful in single-handedly introducing the viscosity graded (VG)
bitumen in lieu of penetration graded bitumen in 2005.
I have been highly successful in introducing many changes in India. However, many
more changes still need to be made to improve the quality and durability of our
asphalt roads and also to save thousands of crores of rupees. This blog, “Asphalt For
India” has been created as a means to that goal. Readers are requested to make
contributions towards the implementation of the recommendations in this blog.
---- Prof. Prithvi Singh Kandhal
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IMPORTANT ASPHALT-RELATED ISSUES IN INDIA
There are several important asphalt-related issues in India, which need to be

addressed and/or implemented by the government, contractors, consultants, and
academia to ensure durable asphalt pavements without any premature distress and
potholes. A detailed discussion of the following issues follows.
[NOTE: If you would like to jump to the specific issue, please click on that item.]
1. Why roads in India fail prematurely especially during

monsoons?
2. Potholes, potholes and more potholes in India – how to repair
them especially during monsoons?
3. Use of wrong and expensive technology for bituminous
surfacing of rural roads resulting in wastage of thousands of
crores of rupees.
4. Applying tack coat over prime coat: fundamentally not
necessary and is gross waste of India’s resources!
5. Revision of 2013 MORTH Specifications - recommended
changes.
6. First ever textbook cum reference book on bituminous road
construction in India.
7. Video lectures on design, construction and maintenance of
bituminous pavements.
8. Kandhal Q and A on Asphalt in India
9. Kandhal technical literature on bituminous road technology
10.Are we really getting viscosity graded (VG) paving bitumen in
India?
11.Are we really getting quality modified paving bitumen in
India?
12.Do we need to add mineral filler in bituminous mixes? (Q and
A)
13.Need for mandatory recycling of asphalt pavements
14.Design, construction and maintenance of porous asphalt
pavements for rainwater harvesting
15.Need for increased use of Warm Mix Asphalt (WMA)
16.Need for introducing QC/QA (quality control/quality
assurance) in India
17.Asphalt related research in India
18.Dire need for training in asphalt technology in India, where is
the vision?
19.Need for national asphalt organization(s) in India
20.Need for new construction equipment and materials
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1. Why roads in India fail prematurely especially during
monsoons?
If somebody asks the “aam aadmi” (common man) in India this question, the majority
response would be: Indian highway engineers “intentionally” construct road in such a
way so that it keeps on failing prematurely and they keep on getting “fat” budget for
maintenance (pothole repair) and resurfacing year after year.
Whereas lack of quality control is a contributing factor, there is a major fundamental

engineering problem which the Indian public does not know. Of some ten types of
bituminous paving mixes used in India, seven are open graded (water-trapping)
mixes. Examples: Bituminous Macadam (BM); Semi Dense Bituminous Concrete
(SDBC); Dense Bituminous Macadam (DBM) Grading 1; Premix Carpet (PMC); and
Mixed Seal Surfacing (MSS). The Built-Up Spray Grout (BUSG) is no different. The
remaining three are dense graded (desirable) mixes. Examples are: Dense Bituminous
Macadam (DBM) Grading 2; Bituminous Concrete (BC) Grading 1; and Bituminous
Concrete (BC) Grading 2.
The water-trapping mixes also happen to be initially cheaper than the dense graded
mixes and therefore are used commonly. (It does not matter if they generally last for
1-2 years compared to dense graded mixes which may last for 7-8 years. In other
words, they are very expensive based on life cycle costs.) Water is enemy number one
of bitumen. That is why, water-trapping mixes fail prematurely especially during
monsoons. All across India, the deadly combination of BM and SDBC is being used
brazenly. Premix carpet (PMC) is also used extensively especially on rural roads.
Most developed countries in the world generally have three dense graded bituminous
mixes in their specifications: one each for base course, binder course and wearing
course. And they have good durable roads despite heavy rainfall sometimes
throughout the year. It is simply amazing as to why Indian highway engineers need
additional seven water-trapping, problematic bituminous mixes for road
construction/resurfacing?
Obviously, some engineers are technically ignorant about the fundamental principle
of highway engineering to keep the water away from bituminous mixes. Others keep
on using these water-trapping bituminous mixes knowing fully well about their
impending premature failure resulting in “fat” budgets for pothole repairs/resurfacing.
This is despite the fact that three technical papers have been presented on this topic
and discussed at the Indian Roads Congress (IRC) sessions after publication in IRC
journals. These three papers give comprehensive, easy to read, technical, and
economical justifications to ban the seven water-trapping mixes such as BM, SDBC
and PMC. Interested Indian highway engineers can access and download these three
IRC papers at the following links:
Kandhal, P.S., V.K. Sinha and A. Veeraragavan. A Critical Review of

Bituminous Mixes Used in India. Journal of the Indian Roads Congress, Volume
69-2, July-September 2008.
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http://www.scribd.com/doc/19380138/A-Critical-Review-of-Bituminous-Mixes-
Used-in-India
Kandhal, P.S., A. Veeraragavan, and R.K. Jain. Guidelines for Long Lasting
Bituminous Pavements. Journal of the Indian Roads Congress, Volume 71-3,
2010.
http://www.scribd.com/doc/44644959/Guidelines-for-Long-Lasting-Bituminous-
Pavements-in-India
Kandhal, P.S. and A. Veeraragavan. Review of Practices for Improving Ride

Quality and Periodical Renewal of Bituminous Pavements in India. Journal of
the Indian Roads Congress, Volume 77-3, October – December 2016.
https://www.scribd.com/document/371769366/Review-of-Practices-for-
Improving-Ride-Quality-and-Periodical-Renewal-of-Bituminous-Pavements-in-
India
All across India one sees numerous NITs (notice inviting tenders) in newspapers for
improving ride quality or periodical renewal of existing deteriorated bituminous
roads. As discussed in the third IRC paper above, most of these projects use
problematic water-trapping bituminous mixes, which fail prematurely again. This
cycle is repeated wasting taxpayers’ money.
The following link to a technical note explains how the open graded Premix Carpet
(PMC) is causing havoc on city streets and rural roads.
https://www.scribd.com/doc/37020149/Is-Premix-Carpet-really-good-for-roads-
in-India
Unfortunately, the continuation of these seven water-trapping bituminous mixes in

MORTH and IRC specifications gives them undesirable technical legitimacy and
excuse for continual use by highway engineers across India. Those responsible for
these specifications should either (a) delete these undesirable bituminous mixes or (b)
publish an IRC paper justifying the use of these seven mixes on technical grounds
(rebutting one by one all technical and economic arguments advanced in the
aforementioned two published IRC papers). Vague responses such as: these mixes are
“good” for India; India cannot afford “expensive” mixes (although the “cheap” mixes
may generally fail within 1-2 years and are really expensive based on life cycle costs);
there are “success stories” (if 80% projects fail prematurely and 20% survive, the
latter cannot be called “success story”); etc.; etc.
Recently, the Indian Roads Congress (IRC) has invited comments for revision of
MORTH Specifications (2013 edition). As presented later, comments have been sent
to IRC on 7 January 2018, which include deletion of problematic bituminous mixes.
4
However, based on past experience, there is not much hope such changes would be
made in the near future. Therefore, it is up to young, rational highway engineers of
India to challenge the old-timers who apparently have hijacked and sealed the fate of
bituminous roads in India.
[Note: Only the Jaipur Development Authority (JDA) which maintains some 6,000
km of roads has banned all 7 water-trapping bituminous mixes and has used only
dense graded bituminous mixes since 2010. JDA uses DBM Grading 2 for base
course; BC Grading 1 for binder course; and BC Grading 2 for wearing course in new
construction as well as resurfacing. This has resulted in smooth and durable roads,
which remain largely pothole free during monsoons. Example of the JDA needs to be
replicated across urban and rural India if good roads are desirable.]
Go to Top
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2. Potholes, potholes and more potholes in India – how to repair

them especially during monsoons?
Unfortunately, it has become an annual ritual when during the monsoons the Indian
media reports extensively about potholes on city streets and rural roads across India.
The coverage includes traffic jams and people dying or getting injured from potholes.
It appears highway engineers in India are downright insensitive to do something about
this yearly disgrace on their profession.
Again, just ask “aam aadmi” (common man) about this, who would say highway
engineers are purposely not filling potholes before and during the monsoon so that
potholes grow in numbers, in size, and in depth and they would get a “fat” budget
later for pothole patching with hot asphalt mix. The public has been brainwashed in
believing potholes are a natural phenomenon during rains (as if water in the Indian
monsoon has some chemical to dissolve the bituminous road!). Public is also told
potholes cannot be fixed during the three months of monsoon because the hot mix
plants are shut down and/or potholes are damp or wet. This is the situation after 70
years’ independence!
The above is happening despite the fact that an “idiot-proof”, unpatented,

economical, and effective readymade cold pothole patching mix was approved in
2014 by the Indian Roads Congress as IRC: 116 - 2014 Specifications for Readymade
Pothole Patching Mix Using Cutback Bitumen. This is the real answer to the pothole
problem across India. There is no other better, generic, economical and widely field-
proven product for this purpose in India. This mix which costs about Rs. 6 per kg can
be manufactured by local contractors using local materials. It is stored in 50-kg bags
which have a storage life of above 6 months. It can be used throughout the year
especially during monsoon and winter. There are some patented cold mixes such as
Shelmac and Roadbond which cost about three times more but are still being used in
India sparingly due to high costs. Cost of patching potholes with this readymade mix
which can be used throughout the year including summer is about the same as
patching with hot mix. This is because the latter is labour intensive (cutting and
squaring the pothole); material intensive (tack coat material); and equipment intensive
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(roller required for compaction). Life of the IRC approved readymade mix is equal or
more than that of the hot mix patch.
A technical paper describing this readymade pothole patching mix was published by
the Indian Roads Congress (IRC) and presented at the IRC session in 2008. This
paper can be accessed at the following link:
Kandhal, P.S. A Simple and Effective Method of Repairing Potholes in India.

Journal of the Indian Roads Congress, Volume 69-3, October-December 2008.
http://www.scribd.com/doc/19380290/A-Simple-and-Effective-Method-of-
Repairing-Potholes-in-India
The Jaipur Development Authority (JDA) has used this mix successfully since 2010
awarding contracts worth about one crore each year. What is needed is the
determination the highway engineers across India to implement this technology,
proven both in the US and India, in the interest of general public. All contract
documents for inviting tenders such as “G” Schedule, specifications and rate analyses
are available with other information on the performance of this mix at the following
link:
https://www.scribd.com/document/355059476/Use-readymade-idiotproof-
permanent-pothole-patching-mix-throughout-the-year
Recently, the Times of India reported on 16 July 2018 that potholes killed 3,597
people across India in 2017, claiming almost 10 lives daily. The following letter dated
19 July 2018 to highway colleagues which gives my interview with a retired IPS
officer, sums up the problem and solution. It can also be accessed at the following
link:
https://www.scribd.com/document/384209668/Potholes-killed-3-597-people-
across-India-in-2017-Who-is-responsible
A simple guide for producing and placing the readymade pothole patching mix in
accordance with the Indian Roads Congress Standard IRC:116-2014 can be accessed
at the following link:
https://www.scribd.com/document/388136056/A-Simple-Guide-for-Producing-
and-Placing-Readymade-Pothole-Patching-Mix-in-accordance-with-IRC-116-
2014
19 July 2018
Subject: Potholes killed 3,597 people across India in 2017; Who is responsible?
Dear Highway Colleagues:
6
The Times of India reported on 16 July 2018 that potholes killed 3,597 people across
India in 2017, claiming almost 10 lives daily; and more than 50% rise over the toll for
2016.
Being a highway engineer, I was questioned by a retired IPS officer in Jaipur. The
following Q and A ensued:
Q. Who is responsible for these tragic deaths from potholes in India, which are
increasing and not being addressed?
A. The entire highway fraternity including academia (both active and retired) are to
blame. It is a serious blot on us all. Most of us are acting like bystanders doing
nothing, just criticizing the government.
Q. Why potholes are not patched properly and promptly as and when they
develop throughout the year including cold winter and rainy season? What is the
main problem?
A. Engineers who are responsible for this do not have on hand a suitable pothole
patching mix which has the following attributes:
 Most economical to produce and apply

 More or less permanent (over 5 years’ service life)
 Should be readymade cold mix with a storage life of at least 6 months,
supplied in 50-kg bags for ease in handling and transportation
 Should be idiot-proof in application: potholes need not be dry; no spraying of
bitumen needed; compaction with a handheld rammer by a labourer only; and
opening to traffic right away. In other words, no other material or machinery
needed.
 Should not be patented; anybody should be able to make it using local
materials
 Pothole patching should be possible during lull in rain showers (just sweep the
excess water out of potholes)
 Pothole patching should be possible during extreme cold winter conditions and
hot summer conditions
Q. Is such an idiot-proof, economical, and highly effective pothole patching mix

available in India, which meets Indian Roads Congress (IRC) specifications?
A. Yes, the Indian Roads Congress issued IRC:116, “Specifications for Readymade
Pothole Patching Mix Using Cut-Back Bitumen” in 2014. It was drafted by me based
on a pothole patching mix I developed in the US while working as Chief Asphalt
Road Engineer of the Pennsylvania Department of Transportation. That mix was
adjudged as the best pothole patching mix in a 4-year US nationwide field research
study (documented by US Transportation Research Board). It has had excellent field
performance when used by the Rajasthan PWD and the Jaipur Development
Authority. That is why; IRC adopted it.
7
Q. What is your role concerning this patching mix: do you hold a patent; do you
produce it; and do you sell it?
A. None whatsoever you mentioned. I have zero self-interest. It is an unpatented,

generic mix produced in accordance with IRC specification by local contractors using
local materials. Although it is simple to produce, I can provide voluntary technical
assistance if there are any questions concerning its production and placement.
Q. Is there any other pothole patching mix available in India, which is more
economical and equally effective throughout the year?
A. None whatsoever to my knowledge. I have challenged my highway colleagues to

let me know if there is such a mix. If so, I will definitely publicize that mix.
Q. One can wonder as to why this “magical” pothole patching mix has not been
adopted across India, which is the need of the hour to prevent these unwarranted
tragic deaths resulting from potholes? These are only deaths; numerous serious
injuries also result as well. In India, for every death there are 15 serious injuries
such as loss of limb and reduced capacity to work.
A. I am really puzzled myself. For the last 8 years or so, I have been writing to my
highway colleagues (sometimes twice a year) like a “broken gramophone record”
about this amazing, simple pothole repair technology. Now, I have over 2000
highway engineers across India on my mailing list. I have provided to them all
necessary documents (such as IRC specification; nomenclature for this item for Basic
Schedule of Rates and Notice for inviting tenders). Unfortunately, no response so far
from them.
Q. You have persistently championed this cause for a number of years with no
self interest whatsoever. Don’t you get frustrated when there are no takers in the
highway fraternity?
A. Yes, as a senior citizen, retired highway engineer of India I do get frustrated. We

are killing people. To put it bluntly, we are no different than many people who simply
stand near road accident victims without providing any aid. Sometimes, I wonder
where is our “Atma” (soul)?
Q. Have you written to Hon. Nitin Gadkari and the Ministry of Road Transport
and Highways (MORTH) to encourage the states to implement this IRC
approved specification for pothole repair technology?
A. Yes, I have. MORTH refused to issue a circular to states for encouraging the use of
this IRC approved specification. I do not understand why?
8
Q. What the State PWD, CPWD, MES, BRO, City Governments, and Municipal
Engineers can do to implement this technology?
A. They can take the following simple actions TODAY:
 Include the items of supplying and applying this mix in potholes in their Basic
Schedule of Rates (BSR) for facilitating the tendering process. Necessary
nomenclature and rate analyses for inclusion in the BSR are given in attached
Annexure A, B, and C. IRC Specification is also attached. [I am offering
everything on a plate; they just have to eat it.]
 Estimate the quantities of the readymade mix required by them and issue
tenders today. Keep in mind, this mix has a shelf life of over 6 months and can
be used throughout the year. Their local contractors can make it using locally
available materials. They can order MC-800 Cutback Bitumen and
antistripping agent from their local bitumen suppliers. Right now, HINCOL
and Tiki Tar are supplying to Rajasthan contractors. Other can too. Patching
the pothole requires a laborer with a hand rammer only.
 Contact me via email if there is a need for voluntary technical assistance.
Q. This action is to be taken by the active highway engineers. What about those
who are retired?
A. It is the moral responsibility of the retired engineers to contact those who are in
office now (most likely one time their juniors) and apprise them about this technology
and what to do to implement it. They would be doing a great service to our nation. We
have to realize most government engineers are not technically savvy; some do not use
emails even (I may not be reaching them). They need advice and assistance.
Q. What about the Civil Engineering academia across India, how can they
contribute?
A. It is their moral responsibility to demonstrate the utility of this mix and provide
technical assistance to the government engineers (city and state) in the community
where they live. It can be difficult but can be done with persistence. I had the
privilege of motivating the students and faculty of the Malviya National Institute of
Technology (MNIT) in Jaipur where I live. Together, we made this amazing mix and
patched pothole of Jaipur roads. We got a lot of publicity and now the Jaipur
Development Authority is using it routinely since 2010. They are extremely happy
with its performance. I have prepared a 25-minute video clip of my lecture on it to
convince you about its unbelievable field performance. Please watch it at the
following link:
https://youtu.be/85yKlkxGsPU
Q. What is your future plan in promoting this amazing pothole repair

technology?
9
A. Although frustrated, I am not giving it up. I have approached concerned highway
authorities with no luck so far. The World Bank and the Asian Development Bank are
likely to stop financing road projects in India if the highway authorities cannot fix
these “death traps” on existing roads. Also, I am hoping may be one day, Hon. Prime
Minister Modi will come to know about this sordid affair and will put his foot down
to implement it immediately so that these unwarranted, preventable tragic deaths
resulting from potholes can be stopped. The question is: do we really need an
authoritative order to implement it?
Sincerely,
Prof. Prithvi Singh Kandhal

Jaipur, Rajasthan
pkandhal@gmail.com
Home page: www.eng.auburn.edu/users/kandhps
"Ask not what your country can do for you, ask what you can do for your
country." - John F. Kennedy
ABOUT THE WRITER
Prof. Prithvi Singh Kandhal is Associate Director Emeritus of the National Center for
Asphalt Technology (NCAT) based at Auburn University, Alabama, U.S.A. NCAT is
the largest asphalt (bitumen) road technology center in the world.
Prior to joining NCAT in 1988, Prof. Kandhal served as Chief Asphalt Road Engineer
of the Pennsylvania Department of Transportation for 17 years. He has been chairman
or president of many national and international very prestigious organizations in the
asphalt road technology area. He co-authored the first ever textbook on bitumen road
technology in the US. Recently, he has also authored the first ever textbook on
bituminous road construction technology in India.
Prof. Kandhal has been a practicing highway engineer in India for 20 years and in the
US for 30 years. Recently he has drafted many standards for the Indian Roads
Congress including specifications for dense graded bituminous mixes, stone matrix
asphalt and readymade pothole patching mix. He was also instrumental single-
handedly in introducing viscosity grading of bitumen in India in lieu of penetration
grading in 2005.
In August 2011, Prof. Kandhal was inducted on the “Wall of Honour” established at
the largest asphalt road research center in the United States. In April 2012, he
received the “Lifetime Achievement Award in Asphalt Road Technology” from the
International Association of Asphalt Paving Technologists during their annual
banquet held in Austin, Texas, USA.
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ANNEXURE A
Basic Schedule of Rates (BSR)

(Revised 6 April 2017)
Include the following 3 items in your agency’s BSR right now to facilitate the
production and use of the readymade cold pothole patching mix.
1. Supply of readymade cold bituminous pothole patching mix in accordance

with IRC:116-2014 Specifications in 50-kg plastic lined sturdy bags with 10-
km average lead. Mix shall contain at least 5.6% MC-800 Cut-back Bitumen
and suitable anti-stripping agent. Mix shall be workable and usable for at least
6 months. All 50-kg bags shall be transported to a storage facility designated
by the Engineer. Since the mix contains volatile kerosene, sealed bags shall
not be stored in a closed building or warehouse. No open flame or smoking
shall be permitted near the stored mix. Cost Rs. 370 per 50-kg bag
2. Placing and compacting readymade cold bituminous pothole patching mix in

potholes in accordance with IRC:116-2014 Specifications from 50-kg plastic
lined sturdy bags with 20-km average lead. Cost Rs. 23 per 50-kg
Supply, placing and compacting readymade cold bituminous pothole patching

mix in accordance with IRC:116-2014 Specifications in 50-kg plastic lined
sturdy bags with 10-km average lead for supply and 20-km average lead for
placement. Mix shall contain at least 5.6% MC-800 Cut-back Bitumen and
suitable anti-stripping agent. Mix shall be workable and usable for at least 6
months. All 50-kg bags shall be transported to a storage facility designated by
the Engineer. Since the mix contains volatile kerosene, sealed bags shall not
be stored in a closed building or warehouse. No open flame or smoking shall
be permitted near the stored mix. Cost Rs. 393 per 50-kg
Go to Top
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3. Use of wrong and expensive technology for bituminous

surfacing of rural roads resulting in wastage of thousands of
crores of rupees.
The following letter to Hon. PM Modi explains how we are wasting

thousands of crores of rupees on bituminous surfacing of rural roads. This
open letter is also available on the internet at the following link:
https://www.scribd.com/document/377284491/Open-Letter-to-Hon-Narendra-
Modi-on-Gross-Wastage-of-Public-Funds-on-Bituminous-Resurfacing-of-Rural-
Roads
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AN OPEN LETTER TO HON. PRIME MINISTER NARENDRA MODI
ABOUT GROSS WASTAGE OF PUBLIC FUNDS ON RESURFACING OF
RURAL ROADS
24 April 2018
Hon. Shri Narendra Modi (Personal Attention)
Prime Minister of India
7 Lok Kalyan Marg
New Delhi – 110 003
Subject: Over 4,400 crore rupees wasted every year in bituminous resurfacing of
rural roads in India
Honourable Prime Minister:

Sadly, it is true. We are wasting over 4,400 crore rupees every year by using a most
inappropriate and very expensive technology for bituminous surfacing (blacktopping)
of our rural roads. Now, that is 12 crores rupees every day! To put in perspective, we
can construct over 12,000 km of additional brand new rural roads per year with this
wastage if saved.
My name is Prof. Prithvi Singh Kandhal. This observation is based on my experience
in road construction (including rural roads) of over 30 years in the US and over 20
years in India. (My brief resume at the end of this letter.) Sir, I am appealing to you
directly because you are my (country’s) LAST HOPE. Over two months ago I wrote a
letter dated 19 February 2018 on this issue to Hon. Narendra Singh Tomar, Minister
of Rural Development. That letter has not been even acknowledged as yet.
I sincerely hope your eyes will get to see this letter and PMO will not forward
simply to the concerned ministry for “information and necessary action”. That would
be an exercise in futility. I will try to explain the blacktopping technologies to you in
simple, nontechnical language.
Two technologies (surface dressing and premix carpet) are specified in India’s Rural
Roads Manual for blacktopping (providing a bituminous surfacing) our rural roads
such as roads under Pradhan Mantri Gram Sadak Yojana (PMGSY). Either of these
two technologies are permitted. Both are also standardized by the Indian Roads
Congress (IRC). These two technologies are explained below:
1. Surface Dressing (SD)

Surface dressing (also called chip seal) consists of spraying a thick film of bitumen
over the compacted stone base layer (called water bound macadam) with the help of a
bitumen truck tank distributor at a specified rate. This is followed by spreading stone
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chips (aggregate) at a specified rate by a mechanized chip spreader (available from
many manufacturers in Gujarat costing less than Rs. 2.5 lakhs). Stone chips are then
compacted with a road roller so as to embed/fix them (about 70%) into the sprayed
thick bitumen layer. This completes the surface dressing operation as illustrated in
Figure 1.
Figure 1. Schematic of surface dressing

Prior to the introduction of the premix carpet (discussed later) by the IRC during the
1960s, surface dressing was very common across India. As an Executive Engineer
with the Rajasthan PWD during the mid-1960s, I had used it successfully for
construction and maintenance of rural roads, which hardly developed potholes.
Surface dressing was done manually at that time; now it is fully mechanized.
Surface dressing has the following advantages:
(a) It is very cheap, costing only Rs. 2.62 lakhs per km. If a black surface is
desired, stone chips can be precoated with 1% bitumen which would also
further increase the bond between the chips and bitumen. This results in
marginal cost increase of 0.34 lakh per km with a total of 2.96 lakhs per km
only.
(b) Due to thick sprayed film of bitumen, it is highly effective in waterproofing
the road. It is very well known that water is Enemy No. 1 of the bituminous
road and should be kept away from the road surface.
(c) Contractors cannot use lower bitumen application rate because it would be
obvious right after construction when the stone chips would be lost with the
movement of the traffic.
(d) Indian Roads Congress has an excellent standard for designing and ensuring
good quality surface dressing.
(e) Surface dressing is used successfully across the world both in developing and
developed countries (such as US, Europe and Australia) for blacktopping low
and medium trafficked roads. No other country besides India uses premix
carpet.
(f) Hundreds of research papers have been published on surface dressing across
the world to fine tune this technology (I have published two papers in
international journals).
2. Premix Carpet (PMC)
13
In this technology of the premix carpet, single size (about 12 mm) stone chips are
mixed with 3.5% bitumen by weight at a hot mix plant. This mix is laid in 20 mm
thickness manually or with a paver. When introduced in the 1960s, it was realized that
this PMC mix is extremely open (porous) and can be saturated with rainwater within
seconds. Therefore, a sand seal coat (mixture of sand and bitumen) is applied to seal
(rather unsuccessfully) the open PMC mix at the top. This seal coat is not always
effective and therefore allows water penetration into PMC (Figure 2). This
phenomenon has been verified by some field/laboratory tests conducted in recent
years at IIT Madras, IIT Guwahati, MNIT Jaipur, and NIT Silchar (Figure 3). Results
have been reported in two recent formal papers published by the Indian Roads
Congress (IRC). One IRC paper can also be accessed at the following link on the
internet:
https://www.scribd.com/document/371769366/Review-of-Practices-for-Improving-
Ride-Quality-and-Periodical-Renewal-of-Bituminous-Pavements-in-India
Figure 2. Schematic of premix carpet showing water penetrating it
Figure 3. Field steel ring test on premix carpet verifying its porosity to water
The premix carpet (PMC) has the following disadvantages:

(a) It is more expensive costing Rs. 7.88 lakhs per km compared to surface
dressing which costs only Rs. 2.62 lakhs per km. This is phenomenal increase
14
of about 300 percent (3 times). This is highly significant considering the cost
of blacktopping component of our rural roads is about 20% of the total new
project cost.
(b) Despite the sand seal at the surface, premix carpet can allow penetration of
rainwater readily, which not only damages it but also damages the underlying
layers of the road. This results in premature/early development of potholes.
(c) Because of the preceding two significant negative points, no other country in
the world has used the premix carpet ever for blacktopping any road including
rural roads. No road engineer in the right mind would use a bituminous mix
which can potentially soak up water thus destroying it. To put it bluntly, it can
happen only in India where we, the road engineers, sometimes use
“conventional wisdom” rather than fundamental road engineering principles.
This is primarily due to lack of formal education and training in the field of
road construction.
(d) Hardly any research has been done on premix carpet in India over the last 50
years. As mentioned earlier, recent research during the last 2 years has shown
negative results indicating that premix carpet can soak up rainwater, which is
highly undesirable.
Over the years, premix carpet has replaced surface dressing in most states in India.
Unfortunately for India, surface dressing is dying a slow death. It is estimated that the
ratio of premix carpet and surface dressing at the present time is about 80:20. No
figures are available from the Ministry of Rural Development on this.
Sir, if you seriously look at the comparison of surface dressing and premix carpet in
terms of their costs and performance as explained above, I believe you would decide
to discontinue the use of premix carpet. That would save us mindboggling thousands
of crores in constructing new roads and maintaining the existing ones. This very big
saving can rightly be used in building and upgrading more and more lengths of rural
roads in India.
Many of your engineers privately agree with me on this but they do not have the
education and incentive to speak out. We cannot blame individuals for this collective
“conventional wisdom” of using premix carpet for over 50 years despite the fact that
it is highly expensive and is an undesirable technology. However, some engineers
who “like” premix carpet would like to maintain the status quo and would make one
or more of the following misleading statements (my response is in parenthesis):
1. Premix carpet is “good” for India. (It is just an unfounded vague statement; if
it is good why we have not been able to convince and export this technology
to rest of the world.)
2. I have seen it perform well. (Not all jobs fail, but fundamentally it is water-
trapping and therefore premature potholing is highly likely.)
3. It provides structural strength to the road. (This is absolutely wrong. Both
surface dressing and premix carpet do not contribute to structural strength of
the road.)
4. It provides a black and shiny surface and is laid sometimes with a paver,
which pleases the public. (This seems to indicate public perception is more
15
important than proper engineering and the welfare of our country in terms of
costs and performance.)
5. Let’s undertake some research projects to compare the performance of premix
carpet versus surface dressing. (This is just a delaying tactic. Satisfactory
performance of surface dressing has been proven and reported worldwide.
Moreover, India’s Rural Roads Manual allows either one so why not use
surface dressing which costs only one-third of premix carpet. The Rural Roads
Manual also states surface dressing is an age-old technique which really seals
the road well.)
6. Let’s set up some demonstration project to “reintroduce” surface dressing.
(Again, it is just a delaying tactic. Why do it when we have an excellent and
easy to follow IRC Standard for surface dressing for our road engineer?)
Sir, the recurring estimated loss of Rs. 4,400 crores per year for maintenance of
existing PMGSY roads are based on the following assumptions:
 PMGSY roads constructed so far: 5,29,975 km
 Ratio of premix carpet and surface dressing – 80:20
 Cost of premix carpet and surface dressing per km: Rs. 7.88 lakhs and Rs. 2.62
lakhs, respectively (based on 2012 Rajasthan PWD Basic Schedule of Rates)
 5-year cycle of renewal of surface for existing roads
Sir, here is the brief summary of what I have stated above. India’s Rural Roads
Manual permits two technologies: surface dressing or premix carpet for blacktopping
our rural roads. Both have been standardized by the Indian Roads Congress. However,
premix carpet is highly expensive (three times the cost of surface dressing); generally,
soaks up water readily which results in early potholes; and not used anywhere in the
world. Surface dressing is cheap (only one-third the cost of premix carpet); makes the
road highly waterproof thus less potential for potholes; and is used successfully
throughout the world. Therefore, it is crystal clear that surface dressing has great
advantage over premix carpet in terms of life (performance) and cost.
It is my earnest request to put a stop on the use of premix carpet immediately for all
roads including urban and rural roads. I also urge you to listen to people like me
outside Government, who do not have to defend the status quo unnecessarily by
giving lame excuses or delaying tactics. If you can give me 30 minutes, I am 100%
confident I can convince you to take this action. Again. We are talking about a gross
loss of Rs. 4,400 crores per year (Rs. 12 crores every day!) Let’s not forget it can
fund building over 12,000 km of new rural roads per year. Hard to believe but a fact!
Sir, I am looking forward to your response to this highly important personal letter
which I am sharing via email with over 2000 road engineers across India.
Sincerely,
Karanpura House, 50 Raj Bhawan Rd.
Civil Lines, Jaipur 302 006
pkandhal@gmail.com
16
NOTE: Detailed technical justifications for the preceding open letter to Hon. Prime
Minister is given in my article, “Durable and Economical Technology for Bituminous
Surfacing of Rural Roads in India” published in September 2018 issue of the
NBM&CW magazine, New Delhi. This article can be accessed at the following link:
https://www.scribd.com/document/393762772/Durable-and-Economical-
Technology-for-Bituminous-Surfacing-of-Rural-Roads-in-India
Go to Top
************************************************************
4. Applying tack coat over prime coat: fundamentally not

necessary and is gross waste of India’s resources!
Are you applying tack coat over prime coat? If so, it is fundamentally not necessary
and it is a sheer waste of India’s resources. Unfortunately, MORTH orange book
(2013) Section 503 Tack Coat and Indian Roads Congress IRC: 16-2008 Code for
Prime Coat and Tack Coat require tack coat over prime coat.
About 57 crores of rupees are wasted each year by unnecessarily applying tack coat
over prime coat. If this useless practice is stopped, India would also need to import
less petroleum crude oil because bitumen in the emulsion is obtained from crude oil.
Detailed technical justifications for eliminating the need for tack coat over prime coat
and the associated extent of wastage of taxpayers’ money and India’s resources can be
accessed and downloaded at the following link:
https://www.scribd.com/doc/179318013/Applying-tack-coat-over-prime-coat-
fundamentally-not-necessary-and-gross-waste-of-India-s-resources
After about 4 years of persistent efforts by Prof. Kandhal, the National Highway
Authority of India (NHAI) finally banned the use of tack coat over prime coat by
issuing a circular on 13 July 2017. However, MORTH has not. This means continued
use of this practice by state highway agencies.
MORTH should immediately issue a corrigendum to the 2013 Orange Book

“Specifications for Road and Bridge Works” eliminating the requirement of tack coat
over prime coat. Time is of essence. In the meantime, project engineers must use
common sense, show their guts, and eliminate this requirement from the project
to realize savings in the interest of country.
Concerning the prime coat, many bitumen suppliers in India are supplying a third
class, wrong type of emulsion (CSS-1 meeting ASTM D 2397) which can be diluted
easily with water and does not penetrate WMM well. They should be supplying
emulsion SS-1 meeting IS: 8887, which is “water in oil” type and therefore penetrates
17
deeper into WMM and cannot be diluted with water. For more details refer to my
letter written to highway colleagues at the following link:
https://www.scribd.com/document/366711085/Letter-to-Highway-Colleagues-in-
India-on-Use-of-Third-Class-Bitumen-Emulsion-for-Prime-Coat
Go to Top
********************************************************************
5. Revision of 2013 MORTH Specifications - recommended

changes.
The following letter dated 7 January 2018 to Secretary General of the Indian Roads
Congress gives the recommendations for revising the 2013 Edition of MORTH
Specifications. Proposed revisions to be made include: (a) additional requirement for
WMM gradation; (b) type of bituminous material to be used for prime coat; (c) no
tack coat over primed WMM; (d) delete semi dense and open bituminous mixes
altogether such as SDBC (already done), BM, DBM Grading 1, premix carpet (PMC),
and MSS; (e) use BC Grading 1 as BC Binder Course and BC Grading 2 as BC
Wearing Course 1, (f) include BC Wearing Course 2 (9.5 mm NMAS) as wearing
course for low-traffic and urban roads; (g) include readymade pothole patching mix as
per IRC:116-2014; (h) include specification for cold milling (draft suggested); and (i)
include specification for design and construction of hot recycled bituminous mixes at
plant (draft suggested).
*************************************************
7 January 2018
Shri Sanjay Nirmal
Secretary General
Indian Roads Congress
Sector-6, R K Puram
Kama Koti Marg, New Delhi-110 020
Subject: Revision of MORTH Specifications for Road and Bridge Works (Fifth
Revision) – 2013
Dear Sanjay:
You have requested the readers of “Indian Highways” magazine to send suggestions
to revise the subject MORTH publication, which is being undertaken by the Indian
Roads Congress.
Attached are the proposed revisions of MORTH Specifications for Road and Bridge
Works (Fifth Revision) – 2013 for your consideration.
18
You already have a copy of IRC:116-2014 Specifications for Readymade Bituminous
Pothole Patching Mix Using Cut-back Bitumen. This has been proposed to be
included.
Many of the major revisions are based on three published 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. The committee responsible for revising this
MORTH specification book must read the entire IRC paper to clearly understand the
fundamentals as well as documented premature failure of the bituminous mixes which
have been proposed to be deleted from the MORTH specifications. It is high time we
do this to improve the overall quality of our roads in India. A status quo attitude on
our part would be utterly regressive for Indian roads.
This mail is being shared with over 2000 highway engineers across India who may
also send their suggestions to you. Please let me know if you need additional
information/clarifications.
Regards,
Karanpura House
50 Raj Bhawan Road
Civil Lines, Jaipur 302006
pkandhal@gmail.com
Attachment
Proposed Revisions to MORTH Specifications for Road and Bridge Works

(Fifth Revision) 2013
By Prof. Prithvi Singh Kandhal
7 January 2018
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.]
19
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 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.
20
[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.
[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
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
21
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
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
[These are semi open graded water-trapping bituminous mixes which tend to fail
22
field do not support the use of these mixes at all in India. Both of these factors are
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.]
SECTION 510 OPEN GRADED PREMIX SURFACING

[This is an outdated, open graded water-trapping bituminous mix which fails
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. Surface dressing or BC is the best alternate 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.]
23
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.]
[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.]
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
24
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.
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.
25
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 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.
26
6. METHOD OF MEASUREMENT
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
27
aggregate material (RAM) and reclaimed asphalt pavement (RAP) material in
hot mix plant. At least 10 % of RAP material 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).
28
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

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
29
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 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
30
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
Go to Top
****************************************************
6. First ever textbook cum reference book on bituminous road

construction in India.
A most ambitious highway construction programme ever is underway in India. At the

present time, over 95% of roads in India like most other countries of the world have
bituminous surface.
Unfortunately, thousands of highway engineers who are engaged in the current

construction activities have not been trained formally in bituminous road construction.
Most of their supervisors primarily are knowledgeable about the codes and
specifications but do not know much about the fundamentals of bituminous (asphalt)
engineering which led to the development of these documents. Quality construction
cannot be achieved without proper knowledge. The latter comes from education and
training.
We cannot expect our universities and colleges to include all aspects of bituminous
road construction in their curriculum. Based on my experience in the US, it likely
happens when there is no suitable textbook on this subject.
I realized that there is not a proper textbook cum reference book on bituminous road
construction in India. This was badly needed both for academia and practicing
engineers. Since I had the privilege of co-authoring the first ever textbook on this
subject in the US, I used that experience to author the first ever textbook, “Bituminous
Road Construction in India” incorporating the IRC and BIS codes and specifications.
This book was published by Prentice Hall of India (PHI) in July 2016. I believe every
practicing highway engineer should have this book at his/her disposal because it will
provide significant assistance to them for dealing with day-to-day problems
concerning design, construction, and maintenance of bituminous pavements. Just go
to the index of the book and find the page where the topic is discussed.
The book has 10 chapters on topics such as paving bitumen; aggregates; hot mix
asphalt mix design; bituminous paving mixes; structural design of flexible pavements;
hot mix asphalt production and construction; asphalt pavement distresses; asphalt
pavement maintenance and rehabilitation; recycling of asphalt pavements; and case
histories of investigation of premature failure of asphalt pavements by the author
across the world.
31
Details of this book published by Prentice Hall of India (PHI) are as under.
Kandhal, Prithvi Singh. Bituminous Road Construction in India. PHI Learning

Private Limited, Delhi-110092, 2016.
The book is priced Rs. 420 (after 20% discount) if you place order on line
at www.phindia.com. You can also call Mr. Balamurugan of PHI Learning at 93136-
53324 to place order. This book is also available on www.amazon.in
Go to Top
***************************************************
7. Video lectures on design, construction and maintenance of

bituminous pavements.
As mentioned earlier, thousands of highway engineers who are engaged in the current
construction activities have not been trained formally in bituminous road construction.
It is the responsibility of the employers (such as MORTH, NHAI, PWDs, contractors
and consultants) to arrange training for serving as well as new highway engineers.
Sadly, MORTH and NHAI have no vision to institute such a training programme on a
large scale through IITs and NITs by providing them with training funds. That is not a
big price to pay to ensure quality.
I have conducted training in bituminous road construction as a sole instructor for

major construction companies such as L&T, GMR, RAMKY, IJM, and GR Infra. To
outreach all highway engineers across India, I have uploaded the following 11
tutorials on YouTube, which cover A to Z of bituminous road construction in India.
These all are free to download or watch. Since we all very busy, we must make a
point to set aside some time and watch these tutorials. My lectures in the tutorials may
32
not be perfect, but we always learn something new. Besides, there is no other detailed
training programme for highway engineers in India at the present time.
For construction companies and road organizations, I suggest that their highway
engineers watch these tutorials as group on a big screen and then discuss the topic. If
any point is not clear in the tutorial or the textbook, feel free to ask me questions
which I will attempt to answer.
The first link for each lecture takes you to the video lecture. The second link can be
used to download and print all the slide handouts used in the video lecture for your
reference and record. It would be better if you have the handouts with you while
watching the video lecture.
Kandhal Lecture 1 on Bitumen: Refining, Types and Conventional Properties
https://www.youtube.com/watch?v=b1TfbMSACc4
https://www.scribd.com/document/352258107/Kandhal-Lecture-1-on-Bitumen-
Refining-Types-and-Conventional-Properties-Handouts
Kandhal Lecture 2 on Grading of Bitumen and Polymer Modified Bitumen
https://www.youtube.com/watch?v=MDYa0XTdnlU
https://www.scribd.com/document/356597410/Kandhal-Lecture-2-on-Grading-of-
Bitumen-and-Polymer-Modified-Bitumen-PMB-Handouts-only
Kandhal Lecture 3 on Aggregate for Bituminous Road Construction
https://youtu.be/jE9lFG4cSHg
https://www.scribd.com/document/356598070/Kandhal-Lecture-3-on-Aggregate-for-
Bituminous-Road-Construction-Handouts-only
Kandhal Lecture 4 on Marshall Mix Design
https://www.youtube.com/watch?v=DfGJswKbJfM
https://www.scribd.com/document/356598568/Kandhal-Lecture-4-on-Marshall-Mix-
Design-Handouts-only
Kandhal Lecture 5 on Bituminous Mix Production
https://www.youtube.com/watch?v=kTwZmswAnhM&feature=youtu.be
33
https://www.scribd.com/document/352260157/Kandhal-Lecture-5-on-Bituminous-
Mix-Production-Batch-and-Drum-Plants-Handouts
Kandhal Lecture 6 on Bituminous Mix Laydown and Field Inspection
https://www.youtube.com/watch?v=godUOH-ZxOE&feature=youtu.be
Mix-Laydown-and-Field-Inspection-Handouts
Kandhal Lecture 7 on Bituminous Mix Compaction and Field Inspection
https://youtu.be/VzCZqR0bLQc
Mix-Compaction-and-Field-Inspection-Handouts
Kandhal Lecture 8 on Quality Control (QC) and Quality Assurance (QA) in

Bituminous Road Construction
https://youtu.be/4LfYczyH_rY
https://www.scribd.com/document/352349550/Kandhal-Lecture-8-on-Quality-
Control-and-Quality-Assurance-in-Bituminous-Construction-Handouts
Kandhal Lecture 9 on Bituminous Pavement Distresses: Causes and Cures
https://youtu.be/mIfO0lzEZXw
Pavement-Distresses-Causes-and-Cures-Handouts
Kandhal Lecture 10 on Maintenance of Bituminous Pavements
https://youtu.be/_r3tKRsj7ek
https://www.scribd.com/document/352352163/Kandhal-Lecture-10-on-Maintenance-
of-Bituminous-Pavements-Handouts
Kandhal Lecture on Readymade Idiotproof Durable Pothole Patching Mix
https://youtu.be/85yKlkxGsPU
34
You can also access these lectures by typing “Kandhal Lecture” in the search box of
www.youtube.com
TRAFFIC VIDEO
There is also a short video on “Jungle Raj on India’s Killer National Highways”
which shows that there is no lane driving discipline and trucks have hijacked our
national highways. The video also shows the simple traffic signs which should be
placed every 5 km about the lane discipline. This traffic video can be watched at the
following link:
https://youtu.be/brUiousM79k
Go to Top
******************************************************
8. Kandhal Q and A on Asphalt in India
I had solicited questions on asphalt road technology from highway colleagues in India
so that I could attempt to answer them. Questioned were lumped together for the same
topic. At the present time, the following Q and A are available at the links provided
below. Subject is in the title of the link.
https://www.scribd.com/document/356435923/Kandhal-Q-and-A-Part-1-on-
Confusion-From-Overlapping-Viscosity-Ranges-of-VG-30-and-VG-40-Bitumen-
16-August-2017
Why-We-Have-Potholes-on-Bituminous-Roads-Especially-During-Monsoons-
With-Picture-23-November-2017
Quality-of-bitumen-emulsions-supplied-on-highway-projects-in-India
Bitumen-Content-of-Bituminous-Paving-Mixes-in-India-Letter-to-Highway-
Colleagues-9-August-2018
Aggregates-in-Bituminous-Mixes-in-India-Letter-to-Highway-Colleagues-27-
November-2018
More Kandhal Q and A which would be posted in the future can be accessed by
searching on Google with “Kandhal Q and A” as keywords.
Go to Top
***************************************************************
35
9. Kandhal Technical Literature on Bituminous Road Technology
Kandhal Asphalt Literature
Dear Highway Colleagues:
Over the last 48 years, I had the opportunity and privilege of authoring/co-authoring
(mostly as main author) over 120 practical, technical papers on asphalt paving
technology. These papers have been published in prestigious journals such as those of
the US Transportation Research Board (TRB) (51 papers); Association of Asphalt
Paving Technologists (AAPT) (22 papers); American Society for Testing Materials
(ASTM) Special Technical Publications (12 papers); and Indian Roads Congress
(IRC) (13 papers). The topics for these papers have ranged from materials (asphalt
binder, aggregate and mineral filler) to mix design (Marshall and Superpave) to mix
characterization (resistance to rutting, fatigue cracking, low-temperature cracking and
moisture susceptibility) to different asphalt mixture types (such as Superpave, stone
matrix asphalt, warm mix asphalt, open graded friction course, large stone mixes, and
sulphur extended asphalt) to asphalt construction (QC/QA, mix production,
compaction, and longitudinal joint construction) to asphalt pavement maintenance
(pothole repair, seal coat) to asphalt pavement rehabilitation (full depth reclamation)
to recycling (hot/cold, plant/in-place) and to pavement investigations.
Since most highway engineers and researchers in India do not have access to
international journals, I have attempted to make my practical papers (in most cases
full text) available on line to facilitate advancement of asphalt paving technology in
India. Since there is no formal training in asphalt technology in India, I encourage our
highway engineers to find time to read papers of their interest to broaden their
knowledge. Please select the topic of your interest from the following subject index.
The paper number(s) pertaining to that topic is given in parenthesis [ ]. Then, go down
the list of papers arranged in chronological order (from most recent to older). Click or
CTRL plus click on the internet link (or copy and paste in URL) of the desired
numbered paper. You can then download the paper from these links free of any cost.
Sincerely,
Associate Director Emeritus
National Center for Asphalt Technology
Auburn University, Alabama USA
Homepage: www.eng.auburn.edu/users/kandhps
Currently in Jaipur, India
Revised 3 January 2019
This Kandhal Asphalt Literature can also be downloaded at the following link for
future use:
https://www.scribd.com/document/396724757/Kandhal-Asphalt-Literature-for-
India-Rev-3-January-2019
36
Topics of Kandhal Asphalt Literature
A. Materials
(a) Asphalt Binder (Bitumen)

Viscosity grading in India [104]
Viscosity testing [109]
Viscosity graded asphalt binder research [104, 24, 15, 14, 8, 7, 3]
Superpave performance graded binders [57, 55]
Polymer modified binders [115]
Crumb Rubber Modified Bitumen (CRMB) [115,103]
Absorption- Effect on asphalt properties [40]
Rheological properties of binder [26]
Durability of binder [24]
Low temperature cracking of binder [15, 13]
Low temperature ductility of binder [9]
Shear susceptibility of binder [6]
(b) Aggregates
Both coarse and fine aggregates [65, 63, 58, 42, 38, 2]
Coarse aggregate [80, 75, 72, 46]
Fine aggregate [78, 76, 67, 41, 37, 1]
Steel slag aggregate [62]
Bottom ash, fly ash, incinerator residue, waste glass, coal mine refuse [48]
(c) Mineral Filler [108, 74 Part I, 74 Part II, 70, 67, 17]
(d) Aggregate Gradation [98, 97, 90, 87, 84, 83, 44]
B. Mix Design
(a) Marshall mix design [84, 69, 58, 56, 55, 53, 45, 39, 35, 34, 33, 32, 31, 29,
25]
(b) Superpave mix design [98, 97, 90, 87, 84, 83, 71, 69, 60, 58, 56, 55]
(c) Porous Asphalt for Rainwater Harvesting [119, 117]
(d) Asphalt absorption in mix [38,2]
C. Mix Characterization
(a) Mix performance [65, 58, 55, 52, 50, 45, 43, 42, 30, 29, 13, 9, 7, 6, 3]
37
(b) Rutting [102, 101, 100, 98, 96, 95, 91, 90, 87, 84, 83, 82, 81, 77, 66, 65, 45,
42]
(c) Fatigue cracking [125,98, 87, 65]
(d) Low temperature cracking [57, 26. 15, 13]
(e) Moisture susceptibility (stripping) [85, 65, 50, 43, 30]
(f) Loaded wheel testers for rutting [102, 101, 100, 96, 95, 91, 84, 82, 81, 77]
D. Asphalt Mixture Types
(a) Mixes in India [121, 120, 112, 106]
(b) Mixes for long lasting pavements [112]
(c) Premix carpet [123, 121, 110]
(d) Stone matrix asphalt (SMA) [88]
(e) Warm mix asphalt (WMA) [111,105]
(f) Superpave mix [98, 97, 90]
(g) Large stone mix [35, 34, 33, 32, 31]
(h) Open graded asphalt friction course (OGFC) [89, 85, 79, 73, 11]
(i) Sulphur extended asphalt (SEA) [19, 18]
(j) Ultra thin asphalt pavement mix [68]
(k) Mixture for intersections [66]
(l) Cold emulsion mixes [28, 27]
D. Asphalt Construction
(a) Statistical specification for construction, QC/QA [124, 47, 44]
(b) General construction [112]
(c) Mix production [56, 44, 12, 5, 4]
(d) Compaction [22, 20]
(e) Longitudinal joint construction [93, 59, 54, 51, 49]
38
E. Asphalt Pavement Distresses
Stripping [125, 120, 106, 85, 67, 43, 30]
F. Asphalt Pavement Maintenance

(a) Pothole repair [122, 107, 16]
(b) Surface treatment or seal coat [123, 36, 21]
(c) Premix carpet [123, 110]
G. Asphalt Pavement Rehabilitation

Full depth reclamation (FDR) [94, 92, 86, 64]
H. Asphalt Pavement Recycling [116, 114, 113, 105, 71, 64, 61, 60, 52, 27, 23]
Manual on all types of recycling [64]
J. General Topics
(a) Noise from tire-pavement interaction [99]
(b) Skid resistance [46]
(d) Waste materials in hot mix asphalt [62, 48]
(e) How to write good asphalt related research paper [118]
(f) Pavement investigation [125, 85, 30]
Kandhal Asphalt Literature (Numbered)
TEXTBOOK 1
Brown, E.R., Prithvi S. Kandhal, F.L. Roberts, Y.R. Kim, D.Y. Lee and T.W.
Kennedy. Hot Mix Asphalt Materials, Mixture Design, and Construction. HMA
Textbook, Third Edition, 2009, NAPA Research and Education Foundation, Lanham,
Maryland, USA.
[This first-ever textbook on hot mix asphalt (HMA) technology is not only used in
several universities in the US, it is also a good reference book for practicing
engineers. It has chapters on asphalt refining, uses and properties; aggregates; hot mix
asphalt mix design; characterization of asphalt mixes; equipment and construction;
quality control/quality assurance; special mixtures such as OGFC, SMA and patching
39
mixes; hot mix recycling; performance and distress of HMA; and maintenance and
rehabilitation of asphalt pavements. This textbook is published by the NAPA
Research and Education Foundation who has the sole copyright for this book. The
book can be obtained on line for $150 plus shipping at www.asphaltpavement.org
TEXTBOOK 2
Prithvi Singh Kandhal. Bituminous Road Construction in India. Prentice Hall of

India, Revised Edition 2018, New Delhi, India.
[This is the first ever textbook cum reference book on bituminous road construction in
India, which incorporates the Indian Roads Congress and Bureau of Indian Standards
codes besides ASTM and AASHTO. The book has 10 chapters on topics such as
paving bitumen; aggregates; hot mix asphalt mix design; bituminous paving mixes;
structural design of flexible pavements; hot mix asphalt production and construction;
asphalt pavement distresses; asphalt pavement maintenance and rehabilitation;
recycling of asphalt pavements; and case histories of investigation of premature
failure of asphalt pavements by the author across the world. The book can be obtained
for Rs. 525 at www.phindia.com
125. Kandhal, P.S. and A. Veeraragavan. Investigation of Premature Pavement

Distresses on Typical National Highway Project. Journal of the Indian Roads
Congress, Volume 79-2, April-June 2018.
https://www.scribd.com/document/396714841/Investigation-of-Premature-
Pavement-Distresses-on-Typical-National-Highway-Project
124. Kandhal, P.S., Rajan Choudhary and Abhinay Kumar. Quality Control and
Quality Assurance in Bituminous Road Construction in India. Indian Roads Congress,
Indian Highways, Volume 46, October 2018.
https://www.scribd.com/document/396441857/Quality-Control-and-Quality-
Assurance-in-Bituminous-Road-Construction-in-India
123. Kandhal, P.S. Durable and Economical Technology for Surfacing of Rural
Roads. New Building Materials & Construction World Magazine, September 2018,
New Delhi.
https://www.scribd.com/document/393762772/Durable-and-Economical-
Technology-for-Bituminous-Surfacing-of-Rural-Roads-in-India
122. Kandhal, P.S. A Simple Guide for Producing and Placing Readymade Pothole
Patching Mix in Accordance with IRC:116-2014. Technical Note. Scribd Document
388136056, 2018.
40
https://www.scribd.com/document/388136056/A-Simple-Guide-for-Producing-
and-Placing-Readymade-Pothole-Patching-Mix-in-accordance-with-IRC-116-
2014
121. Kandhal, P.S. Why Do Many Roads Constructed in India Fail Prematurely?
New Building Materials & Construction World Magazine, March 2018, New Delhi.
https://www.scribd.com/document/396447263/Why-do-Many-Roads-
Constructed-in-India-Fail-Prematurely
120. Kandhal, P.S. and A. Veeraragavan. Review of Practices for Improving Ride
Quality and Periodical Renewal of Bituminous Pavements. Journal of the Indian
Roads Congress, Volume 78-1, April-June 2017.
https://www.scribd.com/document/348021492/Review-of-Practices-for-
Improving-Ride-Quality-and-Periodical-Renewal-of-Bituminous-Pavements-in-
India
119. Kandhal, P.S. and Sapan Mishra. Design, Construction and Performance of
Porous Asphalt Pavement for Rainwater Harvesting. Indian Roads Congress, Indian
Highways, March 2014.
http://www.scribd.com/doc/213838512/Design-Construction-and-Performance-
of-Porous-Asphalt-Pavement-in-India-for-Rainwater-Harvesting
118. Kandhal, P.S. and Rajib Mallick. Guidelines for Writing Good Asphalt Related
Research Papers. Indian Roads Congress, Highway Research Journal, July-December
2013.
http://www.scribd.com/doc/240668904/Guidelines-for-Writing-Good-Asphalt-
Related-Research-Papers
117. Kandhal, P.S. A Revolutionary Technique of Rainwater Harvesting Integrated

into the Design of Buildings Parking Lots and Streets. Technical Note. Scribd
Document 146533836, 2013.
https://www.scribd.com/document/146533836/A-Revolutionary-Technique-of-
Rainwater-Harvesting-Integrated-into-the-Design-of-Buildings-Parking-Lots-
and-Streets
116. Kandhal, P.S. Hot Mix Recycling of Asphalt Pavements. New Building
Materials & Construction World Magazine, March 2012, New Delhi.
41
https://www.scribd.com/document/396446664/Hot-Mix-Recycling-of-Asphalt-
Pavements-in-India-It-s-long-overdue
115. Kandhal, P.S. and M.P. Dhir. Use of Modified Bituminous Binders in India:
Current Imperatives. Journal of the Indian Roads Congress, Volume 72-3,
October-December 2011.
http://www.scribd.com/doc/81350307/Use-of-Modified-Bituminous-Binders-in-
India-Current-Imperatives
114. Kandhal, P.S. Recycling of Asphalt Pavements: An Overview. Indian Roads

Congress, Proceedings of International Seminar on “Innovations in Construction and
Maintenance of Flexible Pavements” held on September 2-4, 2006 at Agra.
http://www.scribd.com/doc/34629021/Recycling-of-Asphalt-Pavements-An-
Overview
113. Kandhal, P.S. Why are we losing black gold by not recycling asphalt
pavements? Technical Note. January 2011.
http://www.scribd.com/doc/47300504/Why-Are-We-Losing-Black-Gold-by-Not-
Recycling-Asphalt-Pavements
112. Kandhal, P.S., A. Veeraragavan, and R.K. Jain. Guidelines for Long Lasting
Bituminous Pavements. Journal of the Indian Roads Congress, Volume 71-3, 2010.
http://www.scribd.com/doc/44644959/Guidelines-for-Long-Lasting-Bituminous-
Pavements-in-India
111. Kandhal, P.S. Warm Mix Asphalt Technologies: An Overview. Journal of the
Indian Roads Congress, Volume 71-2, 2010.
http://www.scribd.com/doc/44644601/Warm-Mix-Asphalt-Technologies-An-
Overview
110. Kandhal, P.S. Premix Carpet is Killing our Roads in Towns and Cities.
Technical Note, 2010.
http://www.scribd.com/doc/37020149/Premix-Carpet-is-Killing-Our-Roads-in-
Towns-and-Cities
109. Kandhal, P.S. Bitumen Viscosity Testing Equipment and Test Procedures.
Technical Note, September 2009.
42
http://www.scribd.com/doc/19384126/Bitumen-Viscosity-Testing-Equipment-
and-Test-Procedures
108. Kandhal, P.S. Do We Need to Add Mineral Filler in Bituminous Mixtures?

Questions and Answers with Rajib Chattaraj, 2009.
http://www.scribd.com/doc/19420923/Do-we-need-to-add-mineral-filler-in-
bituminous-mixtures
107. Kandhal, P.S. A Simple and Effective Method of Repairing Potholes in India.
Journal of the Indian Roads Congress, Volume 69-3, October-December 2008.
http://www.scribd.com/doc/19380290/A-Simple-and-Effective-Method-of-
Repairing-Potholes-in-India
106. Kandhal, P.S., V.K. Sinha and A. Veeraragavan. A Critical Review of

Bituminous Mixes Used in India. Journal of the Indian Roads Congress, Volume 69-
2, July-September 2008.
http://www.scribd.com/doc/19380138/A-Critical-Review-of-Bituminous-Mixes-
Used-in-India
105. Mallick, R.B., P.S. Kandhal and R.L. Bradbury. Using Warm Mix Technology
to Incorporate High Percentages of Reclaimed Asphalt Pavement Material.
Transportation Research Board, Transportation Research Record 2051, 2008.
http://www.scribd.com/doc/47167271/Using-Warm-Mix-Asphalt-Technology-to-
Incorporate-High-Percentages-of-Recalimed-Asphalt-Pavement-Material-RAP
104. Kandhal, P.S. An Overview of the Viscosity Grading System Adopted in India.
Indian Roads Congress, Indian Highways, Volume 35, No. 4, April 2007.
http://www.scribd.com/doc/19380488/An-Overview-of-the-Viscosity-Grading-
System-Adopted-in-India-for-Paving-Bitumen
103. Kandhal, P. S. Quality Control Requirements for Using Crumb Rubber

Modified Bitumen (CRMB). Journal of the Indian Roads Congress, Volume 67-1,
April-June 2006.
43
http://www.scribd.com/doc/19383778/Quality-Control-Requirements-for-Using-
Crumb-Rubber-Modified-Bitumen-CRMB
102. Kandhal, P.S. and L.A. Cooley. Simulative Performance Test for Hot mix
Asphalt Using Asphalt Pavement Analyzer. Journal of the ASTM International, Vol.
3, No. 5, 2006.
http://www.scribd.com/doc/46960110/Simulative-Performance-Test-for-Hot-
Mix-Asphalt-Using-Asphalt-Pavement-Analyzer
101. Brown, E.R., P.S. Kandhal, and J. Zhang. Performance Testing for Hot-Mix
Asphalt. Transportation Research Board, E-Circular E-C068, September 2004.
http://www.scribd.com/doc/34486705/Performance-Testing-for-Hot-Mix-Asphalt
100. Kandhal, P.S. and L.A. Cooley Jr. Accelerated Laboratory Rutting Tests:
Evaluation of the Asphalt Pavement Analyzer. Transportation Research Board,
National Cooperative Highway Research Program Report 508, 2003.
http://www.scribd.com/doc/34980405/Accelerated-Laboratory-Rutting-Tests-
Evaluation-of-Asphalt-Pavement-Analyzer
99. Kandhal, P.S. How Asphalt Pavements Mitigate Tire/Pavement Noise. Better
Roads Magazine, November 2003.
http://www.scribd.com/doc/35093880/How-Asphalt-Pavements-Mitigate-Tire-
Pavement-Noise
98. Kandhal, P.S. and L.A. Cooley Jr. Investigation of the Restricted Zone in the
Superpave Aggregate Gradation Specifications. Asphalt Paving Technology, Volume
71, 2002.
http://www.scribd.com/doc/34541472/Investigation-of-the-Restricted-Zone-in-
the-Superpave-Aggregate-Gradation-Specifications
97. Cooley, LA. Jr., J. Zhang, P.S. Kandhal, A.J.Hand, and A.E. Martin. Significance
of Restricted Zone in Superpave Aggregate Gradation. Transportation Research
Board, E-Circular, September 2002.
44
http://www.scribd.com/doc/35094663/Significance-of-Restricted-Zone-in-
Superpave-Aggregate-Gradation-Specification
96. Cooley, L.A. Jr. and P.S. Kandhal. Evaluation of Asphalt Pavement Analyzer as
a Tool to Predict Rutting. Proceedings, Ninth International Conference on Asphalt
Pavements, International Society for Asphalt Pavements, Copenhagen, Denmark,
August 17-22, 2002.
http://www.scribd.com/doc/35100678/Evaluation-of-Asphalt-Pavement-
Analyzer-as-a-Tool-to-Predict-Rutting
95. Kandhal, P.S. and Allen Cooley. Evaluation of Permanent Deformation of

Asphalt Mixtures Using Loaded Wheel Tester. Journal of the Association of Asphalt
Paving Technologists, Asphalt Paving Technology, Volume 71, 2002
http://www.scribd.com/doc/34141101/Evaluation-of-Permanent-Deformation-of-
Asphalt-Paving-Mixtutes-Using-Loaded-Wheel-Tester
94. Mallick, R.B., P.S. Kandhal, et al. Laboratory Study of Full-Depth Reclamation
Mixes. Transportation Research Board, Transportation Research Record 1813, 2002.
http://www.scribd.com/doc/35102942/Laboratory-Study-of-Full-Depth-
Reclamation-Mixes
93. Kandhal, P.S., T. Ramirez, and P.M. Ingram. Evaluation of Eight Longitudinal
Joint Construction Techniques for Asphalt Pavements in Pennsylvania. Transportation
Research Board, Transportation Research Record 1813, 2002.
http://www.scribd.com/doc/34414629/Evaluation-of-Eight-Longitudinal-Joint-
Construction-Techniques-for-Asphalt-Pavements-in-Pennsylvania
92. Mallick, R.B., R.L. Bradbury, and P.S. Kandhal. Evaluation of Performance of
Full-Depth Reclamation Mixes. Transportation Research Board, Transportation
Research Record 1809, 2002.
http://www.scribd.com/doc/35103702/Evaluation-of-Performance-of-Full-Depth-
Reclamation-Mixes
45
91. Zhang, J., L.A. Cooley Jr., and P.S. Kandhal. Comparison of Fundamental and
Simulative Test Methods for Evaluating Permanent Deformation of Hot-Mix Asphalt.
http://www.scribd.com/doc/34142960/Comparison-of-Fundamental-and-
Simulative-Test-Methods-for-Evaluating-Permanent-Deformation-of-Hot-Mix-
Asphalt
90. Kandhal, P.S. and L.A. Cooley Jr. Coarse Versus Fine-Graded Superpave
Mixtures: Comparative Evaluation of Resistance to Rutting. Transportation Research
Board, Transportation Research Record 1789, 2002.
http://www.scribd.com/doc/34578420/Coarse-versus-Fine-Graded-Superpave-
Mixtures-Comparative-Evaluation-of-Resistance-to-Rutting
89. Kandhal, P.S. Design, Construction, and Maintenance of Open-Graded Asphalt

Friction Courses. National Asphalt Pavement Association Information Series 115,
May 2002.
http://www.scribd.com/doc/35055860/Design-Construction-and-Maintenance-of-
Open-Graded-Asphalt-Friction-Courses
88. Kandhal, P.S. and C. Hughes. Designing and Constructing Stone Matrix Asphalt
Mixtures State-of-the- Practice. National Asphalt Pavement Association Quality
Improvement Publication QIP-122 (Revised Edition), March 2002.
http://www.scribd.com/doc/35056525/Designing-and-Constructing-Stone-
Matrix-Asphalt-State-Of-The-Practice
87. Kandhal, P.S. and L.A. Cooley Jr. The Restricted Zone in the Superpave
Gradation Specification. Transportation Research Board, National Cooperative
Highway Research Program Report 464, 2001.
http://www.scribd.com/doc/34980238/The-Restricted-Zone-in-the-Superpave-
Gradation-Specification
86. Mallick, R.B., P.S. Kandhal, et al. Development of a Rational and Practical Mix
Design System for Full-Depth Reclamation (FDR). Asphalt Paving Technology,
Volume 70, 2001.
http://www.scribd.com/doc/35104647/Development-of-a-Rational-and-Practical-
Mix-Design-System-for-Full-Depth-Reclamation-FDR
46
85. Kandhal, P.S. and I. Rickards. Premature Failure of Asphalt Overlays from
Stripping: Case Histories. Asphalt Paving Technology, Volume 70, 2001.
http://www.scribd.com/doc/34151399/Premature-Failure-of-Asphalt-Overlays-
from-Stripping-Case-Histories
84. Kandhal, P.S. and R.B. Mallick. Effect of Mix Gradation on Rutting Potential of
Dense-Graded Asphalt Mixtures. Transportation Research Board, Transportation
http://www.scribd.com/doc/35105335/Effect-of-Mix-Gradation-on-Rutting-
Potential-of-Dense-Graded-Asphalt-Mixtures
83. Kandhal, P.S. and L.A. Cooley Jr. Effect of Restricted Zone on Permanent
Deformation of Dense-Graded Superpave Mixtures. ASTM Special Technical
Publication 1412, 2001.
http://www.scribd.com/doc/35106159/Effect-of-Restricted-Zone-on-Permanent-
Deformation-of-Dense-Graded-Superpave-Mixtures
82. Cooley, L.A. Jr., and P.S. Kandhal. Evaluation of Density Gradients in Loaded
Wheel Tester Samples. ASTM Journal of Testing and Evaluation, Volume 28, Issue 6,
2000.
http://www.scribd.com/doc/35113560/Evaluation-of-Density-Gradients-in-
Loaded-Wheel-Tester-Samples
81. Cooley, L.A. Jr., and P.S. Kandhal. Loaded Wheel Testers in the United States:
State of Practice. Transportation Research Board, Transportation Research Circular
Number E-C016, July 2000.
http://www.scribd.com/doc/34491844/Loaded-Wheel-Testers-in-the-United-
States-State-of-the-Practice
80. Hossain, M.S., F. Parker, and P.S. Kandhal. Uncompacted Voids and Particle
Index Tests for Evaluating Coarse Aggregates. Transportation Research Board,
Transportation Research Record 1721, 2000.
47
http://www.scribd.com/doc/35114109/Uncompacted-Voids-and-Particle-Index-
Tests-for-Evaluating-Coarse-Aggregate
79. Mallick, R.B., P.S. Kandhal, L.A. Cooley Jr., and D. Watson. Design,
Construction, and Performance of New-Generation Open-Graded Friction Courses.
Asphalt Paving Technology, Volume 69, 2000.
http://www.scribd.com/doc/34153310/Design-Construction-and-Performance-of-
New-Generation-Open-Graded-Friction-Course-OGFC
78. Kandhal, P.S., R.B. Mallick, and M. Huner. Measuring Bulk Specific Gravity of
Fine Aggregates: Development of a New Test Method. Transportation Research
http://www.scribd.com/doc/34492189/Development-of-a-New-Test-Method-for-
Measuring-Bulk-Specific-Gravity-of-Fine-Aggregate
77. Kandhal, P.S. and R.B. Mallick. Potential of Asphalt Pavement Analyzer (APA)
to Predict Rutting of Hot Mix Asphalt. Proceedings, 1999 International Conference on
Accelerated Pavement Testing, Reno, Nevada, October 18-20, 1999.
http://www.scribd.com/doc/34494347/Potential-of-Asphalt-Pavement-Analyzer-
to-Predict-Rutting-of-Hot-Mix-Asphalt
76. Hossain, M.S., F. Parker, and P.S. Kandhal. Tests for Evaluating Fine Aggregate
Particle Shape, Angularity, and Surface Texture. Transportation Research Board,
http://www.scribd.com/doc/35114599/Tests-for-Evaluating-Fine-Aggregate-
Particle-Shape-Angularity-and-Surface-Texture
75. Wu, T., F. Parker, and P.S. Kandhal. Evaluation of Tests for Toughness/Abrasion
Resistance and Durability/Soundness of Coarse Aggregates. Journal: Cement,
Concrete and Aggregates, Vol. 21, No. 1, 1999.
http://www.scribd.com/doc/35141515/Evaluation-of-Tests-for-Toughness-
Abrasion-Resistance-and-Durability-Soundness-of-Coarse-Aggregates
48
74. PART I. Kandhal, P.S. Evaluation of Baghouse Fines for Hot Mix Asphalt.
National Asphalt Pavement Association Information Series 127, February 1999.
http://www.scribd.com/doc/46961582/Evaluation-of-Baghouse-Fines-in-Hot-Mix-
Asphalt-Part-I
74. PART II. Kandhal, P.S. Evaluation of Baghouse Fines for Hot Mix Asphalt.
National Asphalt Pavement Association Information Series 127, February 1999.
http://www.scribd.com/doc/46962003/Evaluation-of-Baghouse-Fines-in-Hot-Mix-
Asphalt-Part-II
73. Kandhal, P.S. and R.B. Mallick. Open-Graded Friction Course: State of the
Practice. Transportation Research Board, Transportation Research Circular Number
E-C005, December 1998.
http://www.scribd.com/doc/34172767/Open-Graded-Asphalt-Friction-Course-
State-of-the-Practice
72. Wu, T., F. Parker, and P.S. Kandhal. Aggregate Toughness/Abrasion Resistance
and Durability/Soundness Tests Related to Asphalt Concrete Performance in
Pavements. Transportation Research Board, Transportation Research Record 1638,
1998.
http://www.scribd.com/doc/35142924/Aggregate-Toughness-Abrasion-
Resistance-and-Durabilty-Soundness-Tests-Related-to-Asphalt-Concrete-
Performance-in-Pavements
71. Kandhal, P.S. and K.Y. Foo. Adapting Superpave Technology to Design of Hot
Recycled Mixes. ASTM Journal of Testing and Evaluation, Vol. 26, No. 3, May,
1998.
http://www.scribd.com/doc/35144987/Adapting-Superpave-Technology-to-
Design-of-Hot-Recycled-Mixes
70. Kandhal, P.S., C.Y. Lynn, and F. Parker. Characterization Tests for Mineral
Fillers Related to Performance of Asphalt Paving Mixtures. Transportation Research
49
http://www.scribd.com/doc/34182685/Charactrization-Tests-for-Mineral-Fillers-
Related-to-Performance-of-Asphalt-Paving-Mixtures
69. Kandhal, P.S., K.Y. Foo, and R.B. Mallick. Critical Review of VMA
Requirements in Superpave. Transportation Research Board, Transportation Research
Record 1609, 1998.
http://www.scribd.com/doc/34183545/Critical-Review-of-VMA-Requirements-in-
Superpave
68. Kandhal, P.S. and L. Lockett. Construction and Performance of Ultrathin Asphalt
Friction Course. ASTM Special Technical Publication 1348, 1998.
http://www.scribd.com/doc/34487968/Construction-and-Performance-of-
Ultrathin-Asphalt-Friction-Course
67. Kandhal, P.S., C.Y. Lynn, and F. Parker. Tests for Plastic Fines in Aggregates
Related to Stripping in Asphalt Paving Mixtures. Asphalt Paving Technology, Vol.
67,1998.
http://www.scribd.com/doc/34173719/Tests-for-Plastic-Fines-in-Aggregates-
Related-to-Stripping-in-Asphalt-Paving-Mixtures
66. Kandhal, P.S., R.B. Mallick and E.R. Brown. Hot Mix Asphalt for Intersections
in Hot Climate. National Center for Asphalt Technology, Research Report 98-06,
March 1998.
http://www.scribd.com/doc/34494683/Hot-Mix-Asphalt-for-Intersections-for-
Hot-Climate
65. Kandhal, P.S. and F. Parker. Aggregate Tests Related to Asphalt Concrete
Performance in Pavements. Transportation Research Board, National Cooperative
Highway Research Program Report 405, 1998.
http://www.scribd.com/doc/34979857/Aggregate-Tests-Related-to-Asphalt-
Concrete-Performance-in-Pavements
50
64. Kandhal, P.S. and R.B. Mallick. Pavement Recycling Guidelines for State and
Local Governments. Federal Highway Administration Publication No. FHWA-SA-
98-042, December, 1997.
http://www.scribd.com/doc/47299513/Pavement-Recycling-Guidelines-for-State-
and-Local-Governments-Federal-Highway-Administration-Publication-No-
FHWA-SA-98-042-December-1997
63. Kandhal, P.S. Aggregate Tests for Hot Mix Asphalt: State of the Practice.
Transportation Research Board Circular No. 479, December, 1997.
http://www.scribd.com/doc/34184309/Aggregate-Tests-for-Hot-Mix-Asphalt-
State-of-the-Practice
62. Kandhal, P.S. and G.L. Hoffman. Evaluation of Steel Slag Fine Aggregate in Hot
Mix Asphalt Mixtures. Transportation Research Board, Transportation Research
Record 1583, 1997.
http://www.scribd.com/doc/34996773/Evaluation-of-Steel-Slag-Fine-Aggregate-
in-Hot-Asphalt-Mixtures
61. Kandhal, P.S. Recycling of Asphalt Pavements: An Overview. Asphalt Paving

Technology, Vol. 66, 1997.
http://www.scribd.com/doc/34629021/Recycling-of-Asphalt-Pavements-An-
Overview
60. Kandhal, P.S. and K.Y. Foo. Designing Recycled Hot Mix Asphalt Mixtures
Using Superpave Technology . ASTM Special Technical Publication 1322, 1997.
http://www.scribd.com/doc/34208922/Designing-Recycled-Hot-Mix-Asphalt-
using-Superpave-Technology
59. Kandhal, P.S. and R. B. Mallick. Longitudinal Joint Construction Techniques for
Asphalt Pavements. Proceedings of Eighth International Conference on Asphalt
Pavements, Vol. 1, University of Washington, Seattle, Washington, August 10-14,
1997.
http://www.scribd.com/doc/46966898/Longitudinal-Joint-Construction-
Techniques-for-Asphalt-Pavements
51
58. Kandhal, P.S. and S. Chakraborty. Evaluation of Voids in the Mineral Aggregate
for HMA Paving Mixtures. Proceedings, Canadian Technical Asphalt Association,
Vol. XLI, November, 1996.
http://www.scribd.com/doc/34209456/Evaluation-of-Voids-in-Mineral-
Aggregate-for-Hot-Mix-Asphalt
57. Kandhal, P.S., R. Dongre, and M.S. Malone. Prediction of Low-Temperature

Cracking of Pennsylvania Project Using Superpave Binder Specifications. Asphalt
Paving Technology, Vol. 65, 1996.
http://www.scribd.com/doc/34544263/Prediction-of-Low-Temperature-
Cracking-Using-Superpave-Binder-Specifications
56. Kandhal, P.S., K.Y. Foo, and J.A. D'Angelo. Control of Volumetric Properties of
Hot-Mix Asphalt by Field Management. Transportation Research Board,
http://www.scribd.com/doc/34997247/Control-of-Volumetric-Properties-of-Hot-
Mix-Asphalt-by-Field-Management
55. Kandhal, P.S. and S.Chakraborty. Effect of Asphalt Film Thickness on Short-
and Long-Term Aging of Asphalt Paving Mixtures. Transportation Research Board,
http://www.scribd.com/doc/34224663/Effect-of-Asphalt-Film-Thickness-on-
Short-and-Long-Term-Aging-of-Asphalt-Paving-mixtures
54. Kandhal, P.S. and R.B. Mallick. Study of Longitudinal Joint Construction
Techniques in HMA Pavements. Transportation Research Board, Transportation
http://www.scribd.com/doc/34254447/Longitudinal-Joint-Construction-
Techniques-for-Asphalt-Pavements
53. Kandhal, P.S. and T. Wu. Precision of Marshall Stability and Flow Test Using 6-
inch (152.4- mm) Diameter Specimens. ASTM. Journal of Testing and Evaluation,
Vol. 24, No. 1, January, 1996.
52
http://www.scribd.com/doc/46967158/Precision-of-Marshall-Stability-and-Flow-
Test-Using-6-inch-diameter-Specimens
52. Kandhal, P.S., S.S. Rao, D.E. Watson, and B. Young. Performance of Recycled
Hot Mix Asphalt Mixtures in Georgia. Transportation Research Board, Transportation
http://www.scribd.com/doc/34255245/Performance-of-Recycled-Hot-Mix-
Asphalt-Mixtures
51. Kandhal, P.S. Comparative Evaluation of Various Longitudinal Joint

Construction Techniques. Proceedings, 9th AAPA International Asphalt Conference,
Surfers Paradise, Australia, November, 1994.
http://www.scribd.com/doc/35178923/Comparative-Evaluation-of-Various-
Longitudunal-Joint-Construction-Techniques
50. Kandhal, P.S. Field and Laboratory Evaluation of Stripping in Asphalt

Pavements: State of the Art Report. Transportation Research Board, Transportation
http://www.scribd.com/doc/35175852/Field-and-Laboratory-Investigation-of-
Stripping-in-Asphalt-Pavements-State-of-the-Art-Report
49. Kandhal, P.S. and S.S. Rao. Evaluation of Longitudinal Joint Construction
Techniques for Asphalt Pavements. Transportation Research Board, Transportation
http://www.scribd.com/doc/35177310/Evaluation-of-Longitudinal-Joint-
Construction-Techniques-for-Asphalt-Pavements
48. Kandhal, P.S. Waste Materials in Hot Mix Asphalt - An Overview. ASTM
Special Technical Publication 1193, 1993.
http://www.scribd.com/doc/34275415/Waste-Materials-in-Hot-Mix-Asphalt-An-
Overview
53
47. Kandhal, P.S., R.J. Cominsky, D. Maurer, and J.B. Motter. Development and
Implementation of Statistically-Based End Result Specifications for Hot Mix Asphalt
in Pennsylvania. Transportation Research Board, Transportation Research Record
1389, 1993.
http://www.scribd.com/doc/35037160/Development-and-Implementation-of-
Statistically-Based-End-Result-Specification-for-Hot-Mix-Asphalt-in-
Pennsylvania
46. Kandhal, P.S., F. Parker, and E.A. Bishara. Evaluation of Alabama Limestone
Aggregates for Asphalt Wearing Courses. Transportation Research Board,
Transportation Research Record, 1993.
http://www.scribd.com/doc/34997520/Evaluation-of-Alabama-Limestone-
Aggregates-for-Asphalt-Wearing-Courses
45. Kandhal, P.S., S.A. Cross, and E.R. Brown. Heavy Duty Asphalt Pavements in
Pennsylvania: An Evaluation for Rutting. Transportation Research Board,
http://www.scribd.com/doc/35145354/Heavy-Duty-Asphalt-Pavements-in-
Pennsylvania-Evaluation-for-Rutting
44. Kandhal, P.S. and S.A. Cross. Effect of Aggregate Gradation on Measured
Asphalt Content. Transportation Research Board, Transportation Research Record
1417, 1993.
http://www.scribd.com/doc/34256186/Effect-of-Aggregate-Gradation-on-
Measured-Asphalt-Content
43. Kandhal, P.S. Moisture Susceptibility of HMA Mixes: Identification of Problem

and Recommended Solutions. National Asphalt Pavement Association, Quality
Improvement Publication (QIP) No. 119, December 1992.
http://www.scribd.com/doc/34311948/Moisture-Susceptibility-of-Hot-mix-
Asphalt-Mixes-Identification-of-Problem-and-Recommended-Solutions
42. Kandhal, P.S., S.A. Cross, and E.R. Brown. Evaluation of Heavy Duty Asphalt
Pavements for Rutting. Proceedings, Seventh International Conference on Asphalt
Pavements, Nottingham, U.K.,Vol. 4 (Construction), 1992.
54
http://www.scribd.com/doc/34356952/Evaluation-of-Bituminous-Pavements-for-
High-Pressure-Truck-Tires
41. Kandhal, P.S., J.B. Motter, and M.A. Khatri. Evaluation of Particle Shape and
Texture of Mineral Aggregates and Their Blends. Asphalt Paving Technology, Vol.
61, 1992.
http://www.scribd.com/doc/34277044/Evaluation-of-Particle-Shape-and-Surface-
Texture-of-Mineral-Aggregates-and-Their-Blends
40. Kandhal, P.S. and M.A. Khatri. Relating Asphalt Absorption to Properties of
Asphalt Cement and Aggregate. Transportation Research Board, Transportation
http://www.scribd.com/doc/34259235/Relating-Asphalt-Absorption-to-
Properties-of-Asphalt-Cement-and-Aggregate
39. Kandhal, P.S. and M.A. Khatri. Improved Rice Method for Determining
Theoretical Maximum Specific Gravity of Asphalt Paving Mixtures. Transportation
Research Board, Transportation Research Record 1353, 1992.
http://www.scribd.com/doc/34278400/Improved-Rice-Method-for-Determining-
Theoritical-Maximum-Density-of-Asphalt-Paving-Mixtures
38. Kandhal, P.S. and M.A. Khatri. Evaluation of Asphalt Absorption by Mineral
Aggregates. Asphalt Paving Technology, Vol. 60, 1991.
http://www.scribd.com/doc/34312156/Evaluation-of-Asphalt-Absorption-by-
Mineral-Aggregates
37. Kandhal, P.S., J.B. Motter, and M.A. Khatri. Evaluation of Particle Shape and
Texture: Manufactured Versus Natural Sands. Transportation Research Board,
http://www.scribd.com/doc/34312520/Evaluation-of-Particle-Shape-and-Texture-
Manufactured-Sands-versus-Natural-Sands
55
36. Kandhal, P.S. and J.B. Motter. Criteria for Accepting Precoated Aggregates for
Seal Coats and Surface Treatments. Transportation Research Board, Transportation
http://www.scribd.com/doc/34328375/Criteria-for-Accepting-Precoated-
Aggregate-for-Seal-Coats-and-Surface-Treatments
35. Kandhal, P.S. Design of Large Stone Asphalt Mixes for Low-Volume Roads
Using 6-Inch-Diameter Marshall Specimens. Proceedings, Fifth International
Conference on Low Volume Roads, Transportation Research Board, Transportation
Research Record 1291, Volume 2, 1991.
http://www.scribd.com/doc/35146040/Design-of-Large-Stone-Asphalt-Mixes-for-
Low-Volume-Roads-Using-6-Inch-Diameter-Marshall-Specimens
34. Kandhal, P.S. Testing and Evaluation of Large Stone Mixes Using Marshall Mix
Design Procedures. National Asphalt Pavement Association Information Series 108,
1990.
http://www.scribd.com/doc/34357294/Testing-and-Evaluation-of-Large-Stone-
Mixes-using-Marshall-Mix-Design-Procedures
33. Kandhal, P.S. and E.R. Brown. Comparative Evaluation of 4-Inch and 6-Inch
Specimens for Testing Large Stone Asphalt Mixes. Proceedings, First Materials
Engineering Congress, American Society of Civil Engineers, Vol. 1, 1990.
http://www.scribd.com/doc/34329023/Comparative-Evaluation-of-4-Inch-and-6-
Inch-Diameter-Specimens-for-Testing-Large-Stone-Mixes
32. Kandhal, P.S. Large Stone Asphalt Mixes: Design and Construction.
Proceedings, Association of Asphalt Paving Technologists, Vol. 59, 1990.
http://www.scribd.com/doc/34328726/Large-Stone-Asphalt-Mixes-Design-and-
Construction
31. Kandhal, P.S. Design of Large Stone Asphalt Mixes to Minimize Rutting.
http://www.scribd.com/doc/35146355/Design-of-Large-Stone-Asphalt-Mixes-to-
Minimize-Rutting
56
30. Kandhal, P.S., C.W. Lubold, and F.L. Roberts. Water Damage to Asphalt
Overlays: Case Histories. Proceedings, Association of Asphalt Paving Technologists,
Vol. 58, l989.
http://www.scribd.com/doc/34360841/Water-Damage-to-Asphalt-Overlays-Case-
Histories
29. Kandhal, P.S. Changes in Mix Design to Improve Performance: Selected State
Experiences. Proceedings, Association of Asphalt Paving Technologists,.Vol. 57,
l988.
http://www.scribd.com/doc/34710106/Changes-in-Mix-Design-to-Improve-
Performance-Selectect-State-Experiences
28. Kandhal, P.S. and H.R. Basso. Development of a Mix Design Method for Open
Graded Moto- paver Mixes. Proceedings, Association of Asphalt Paving
Technologists, Vol. 57, l988.
http://www.scribd.com/doc/34694210/Development-of-a-Mix-Design-Method-for-
Open-Graded-Emulsion-Mixes
27. Kandhal, P.S. and W.C. Koehler. Cold Recycling of Asphalt Pavements on Low
Volume Roads. Proceedings, Fourth International Conference on Low Volume Roads,
Ithaca, New York, Transportation Research Board, Transportation Research Record
No. 1106, Vol. 2, 1987.
http://www.scribd.com/doc/34997826/Cold-Recycling-of-Asphalt-Pavements-on-
Low-Volume-Roads
26. Kandhal, P.S. and W.C. Koehler. Effect of Rheological Properties of Asphalts on
Pavement Cracking. American Society for Testing and Materials. Special Technical
Publication No. 941, 1987.
http://www.scribd.com/doc/34998027/Effect-of-Rheological-Properties-of-
Asphalts-on-Pavement-Cracking
25. Kandhal, P.S. and W.C. Koehler. Marshall Mix Design Methods: Current
Practices. Proceedings, Association of Asphalt Paving Technologists, Vol. 54, 1985.
57
http://www.scribd.com/doc/38624998/Marshall-Mix-Design-Current-Practices
24. Kandhal, P.S. and W.C. Koehler. Significant Studies on Asphalt Durability:
Pennsylvania Experience. Transportation Research Board, Transportation Research
Record No. 999, 1984.
http://www.scribd.com/doc/34998197/Significant-Studies-on-Asphalt-Durability-
Pennsylvania-Experience
23. Kandhal, P.S. Cold Mix Recycling in Pennsylvania. Proceedings, Association of

Asphalt Paving Technologists, Vol. 53, 1984.
http://www.scribd.com/doc/38624675/Cold-Mix-Recycling-in-Pennsylvania
22. Kandhal, P.S. Pennsylvania's Experience in Compaction of Asphalt Pavements.

American Society for Testing and Materials. Special Technical Publication No. 829,
1984.
http://www.scribd.com/doc/34998395/Pennsylvania-s-Experience-in-
Compaction-of-Asphalt-Pavements
21. Kandhal, P.S. Simplified Design Approach to Surface Treatments for Low-
Volume Roads. Transportation Research Board, Transportation Research Record No.
898, 1983.
http://www.scribd.com/doc/34998567/Simplified-Design-Approach-to-Surface-
Treatments-for-Low-Volume-Roads
20. Kandhal, P.S. Specifications for Compaction of Asphalt Pavements. Proceedings,

Association of Asphalt Paving Technologists, Vol 52, 1983.
http://www.scribd.com/doc/34631274/Specifications-for-Compaction-of-Asphalt-
Pavements
19. Kandhal, P.S., D.B. Mellott, and G.L. Hoffman. Laboratory and Field
Characterization of Sulphlex as a Paving Binder. American Society for Testing and
Materials. Special Technical Publication No. 807, 1983.
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http://www.scribd.com/doc/35178064/Laboratory-and-Field-Characterization-of-
Sulphlex-as-a-Paving-Binder
18. Kandhal, P.S. Evaluation of Sulphur Extended Asphalt in Bituminous Mixtures.

http://www.scribd.com/doc/34632959/Evaluation-of-Sulphur-Extended-Asphalt-
in-Bituminous-Mixtures
17. Kandhal, P.S. Evaluation of Baghouse Fines in Bituminous Paving Mixtures.

http://www.scribd.com/doc/34696616/Evaluation-of-Baghouse-Fines-in-
Bituminous-Paving-Mixtures
16. Kandhal, P.S. and D.B. Mellott. Rational Approach to Design of Bituminous
Stockpile Patching Mixtures. Transportation Research Board, Transportation Record
No. 821, 1981.
http://www.scribd.com/doc/34998752/Rational-Approach-to-Design-of-
Bituminous-Stockpile-Patching-Mixtures
15. Kandhal, P.S. Evaluation of Low-Temperature Pavement Cracking on Elk

County Research Project. Transportation Research Record No. 777, 1980.
http://www.scribd.com/doc/35030113/Evaluation-of-Low-Temperature-
Pavement-Cracking-on-Elk-County-Research-Project
14. Kandhal, P.S. Evaluation of Six AC-20 Asphalt Cements Using the Indirect
Tensile Test. Transportation Research Board, Transportation Research Record No.
712, 1979.
http://www.scribd.com/doc/35030423/Evaluation-of-Six-AC-20-Asphalt-
Cements-Using-Indirect-Tensile-Test
13. Kandhal, P.S. Low Temperature Shrinkage Cracking of Pavements in

Pennsylvania. Proceedings, Association of Asphalt Paving Technologists, Vol. 47,
1978.
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http://www.scribd.com/doc/34698017/Low-Temperature-Shrinkage-Cracking-of-
Asphalt-Pavements-in-Pennsylvania
12. Kandhal, P.S. and R.C. Klotz. Determination of Moisture Contents in

Bituminous Mixtures Using a Nuclear Method. Transportation Research Board,
Transportation Research Record No. 695, 1978.
http://www.scribd.com/doc/35037443/Determination-of-Moisture-Contents-in-
Bituminous-Mixtures-Using-a-Nuclear-Method
11. Kandhal, P.S., R.J. Brunner, and T.H. Nichols. Design, Construction and
Performance of Asphalt Friction Courses in Pennsylvania. Transportation Research
Board, Transportation Research Record No. 659, 1977.
http://www.scribd.com/doc/35037546/Design-Construction-and-Performance-of-
Asphalt-Friction-Courses-in-Pennsylvania
10. Kandhal, P.S. and D.B. Mellott. Pennsylvania's Experience with the Design,
Construction and Performance of Gussasphalt. Proceedings, Association of Asphalt
Paving Technologists, Vol. 46, 1977.
http://www.scribd.com/doc/34699733/Pennsylvania-s-Experience-With-the-
Design-Construction-and-Performance-of-Gussasphalt
9. Kandhal, P.S. Low Temperature Ductility of Asphalt in Relation to Pavement

Performance. American Society for Testing and Materials. Special Technical
Publication No. 628, June, 1977.
http://www.scribd.com/doc/35038112/Low-Temperature-Ductility-of-Asphalt-in-
Relation-to-Pavement-Performance
8. Kandhal, P.S. and M.E Wenger. Evaluation of Properties of AC-20 Asphalt

Cements. Transportation Research Board, Transportation Research Record No. 544,
1975.
http://www.scribd.com/doc/35037665/Evaluation-of-Properties-of-AC-20-
Asphalt-Cements
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7. Kandhal, P.S. and M.E Wenger. Asphalt Properties in Relation to Pavement
Performance. Transportation Research Board, Transportation Research Record No.
544, 1975.
http://www.scribd.com/doc/35038340/Asphalt-Properties-in-Relation-to-
Pavement-Performance
6. Kandhal, P.S., L.D. Sandvig, and M.E. Wenger. Shear Susceptibility of Asphalts
in Relation to Pavement Performance. Proceedings, Association of Asphalt Paving
Technologists, Vol. 42, 1973.
http://www.scribd.com/doc/34700730/Shear-Susceptibility-of-Asphalts-in-
Relation-to-Pavement-Performance
5. Kandhal, P.S. and M.E Wenger. Rapid Determination of Asphalt Content Using
Pennsylvania Pycnometer. Highway Research Board, Highway Research Record No.
468, 1973.
http://www.scribd.com/doc/35038726/Rapid-Determination-of-Asphalt-Content-
Using-Pennsylvania-Pycnometer
4. Kandhal, P.S. and M.E Wenger. Storage of Bituminous Concrete in Inert Gas.
Highway Research Board, Highway Research Record No. 468, 1973.
http://www.scribd.com/doc/35051493/Storage-of-Bituminous-Concrete-in-Inert-
Gas
3. Kandhal, P.S., L.D. Sandvig, and W.C. Koehler. Asphalt Viscosity Related
Properties of In- Service Pavements in Pennsylvania. American Society for Testing
and Materials, Special Technical Publication, No. 532, 1973.
http://www.scribd.com/doc/35051874/Asphalt-Viscosity-Related-Properties-of-
In-Service-Pavements-in-Pennsylvania
2. Kandhal, P.S. and D.Y Lee. Asphalt Absorption as Related to Pore Characteristics
of Aggregates. Highway Research Board, Highway Research Record No. 404, 1972.
http://www.scribd.com/doc/35052081/Asphalt-Absorption-as-Related-to-Pore-
Characteristics-of-Aggregate
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1. Kandhal, P.S. and D.Y Lee. An Evaluation of the Bulk Specific Gravity for
Granular Materials. Highway Research Board, Highway Research Record No. 307,
1970.
http://www.scribd.com/doc/35052296/Evaluation-of-the-Bulk-Specific-Gravity-
for-Granular-Materials
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10. Are we really getting viscosity graded (VG) paving bitumen in

India?
It is very unfortunate that many Indian highway engineers still do not know that it is
illegal and unethical to specify, produce, and use penetration graded paving bitumen
such as 60/70 and 80/100.
The Bureau of Indian Standards (BIS) revised IS:73 Specification for Paving bitumen
in July 2006. The revised specification IS:73:2006 outlawed the old (more than 100
year old) penetration grades such as 60/70 and 80/100 and adopted new viscosity
grades (VG) such as VG-30 in lieu of 60/70 and VG-10 in lieu of 80/100. [Prof.
Prithvi Singh Kandhal was instrumental in introducing the viscosity grading of paving
bitumen in India in 2005 with the assistance of 10 Jan Path, New Delhi.]
The Ministry of Road Transport and Highways (MORTH) issued Circular No.
RW/NH-33041/3/2001-S&R (R)-Vol. III on 04/08/2008 to all the state PWDs, NHAI
etc. reminding them to implement the new bitumen viscosity grades as soon as
possible. According to the circular, the user must substitute VG-30 in lieu of 60/70,
substitute VG-10 in lieu of 80/100, and substitute VG-40 in lieu of 30/40 or 40/50
grades. Just changing the nomenclature in the Basic Schedule of Rates (BSR); tender
notices; or project reports is not a rocket science!
If the user would like to know more about viscosity grades (VG), please read the
following IRC paper; it can also be downloaded at the link provided.
Kandhal, P.S. An Overview of the Viscosity Grading System Adopted in India

for Paving Bitumen. Indian Roads Congress, Indian Highways, April 2007
http://www.scribd.com/doc/19380488/An-Overview-of-the-Viscosity-Grading-
System-Adopted-in-India-for-Paving-Bitumen
The BIS has further revised IS:73 - 2006 Specification for Paving Bitumen in April
2013. The revised IS:73-2013 has the following significant changes. Instead of
specifying a penetration range for each VG grade, only minimum penetration values
have now been specified. For example: minimum penetration of 80 for VG-10 and 45
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for VG-30. Instead of specifying the minimum absolute viscosity at 60 C, viscosity
range has been specified for each VG grade. For example: 800-1200 poises for VG-10
and 2400-3600 poises for VG-30. These revisions were warranted and justified as
explained in the IRC paper above.
Progressive user agency (be it PWD, contractor, consultant, testing laboratory or

university) must purchase the viscosity testing equipment as soon as possible to
monitor the grade and quality of the VG bitumen supplied by the oil companies.
Research study completed by IIT Madras for BIS in 2011 determined that a
significant percentage of VG-30 bitumen samples obtained across India were actually
either VG-20 or VG-10; that is, softer viscosity grades which may cause premature
rutting/bleeding in the asphalt pavements. Therefore, the user agencies must test at
least the absolute viscosity at 60 C to ensure right VG grade is being supplied to the
project. Only the vacuum capillary viscometer (and not the Brookfield viscometer)
can be used for determining the absolute viscosity at 60 C. Brookfield viscometer can
be used to determine the kinematic viscosity at 135 C in addition to kinematic
capillary viscometer. Some agencies still use tar viscometers, which is not acceptable.
Recently, VG-40 grade bitumen has been recommended for high-trafficked roads. Be
aware of some suppliers who are manufacturing “jugaad” VG-40. Buy VG-40 from
approved refineries only who have been supplying VG-30 and VG-10 grades in the
past.
Click at the following link to access Prof. Kandhal’s technical note on equipment
details and testing procedure:
https://www.scribd.com/doc/19384126/Bitumen-Viscosity-Testing-Equipment-
and-Test-Procedures
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11. Are we really getting quality modified paving bitumen in

India?
In recent years, traffic loads and tyre pressures have increased, which has created a
situation for which modified bituminous binders are needed. In the past, the following
two specifications have been used by the highway agencies for specifying modified
binders.
1. Indian Roads Congress Publication SP:53-1999, “Tentative Guidelines on Use

of Polymer and Rubber Modified Bitumen in Road Construction”, December
1999.
2. Bureau of Indian Standards. IS 15462:2004, “Polymer and Rubber Modified
Bitumen – Specification, 2004.
Four types of modified binders are included in the preceding two publications:
Polymer Modified Bitumen or PMB (elastomer), PMB (plastomer), Crumb Rubber
Modified Bitumen (CRMB), and Natural Rubber Modified Bitumen (NRMB). Since
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these are different types of modified bitumen materials, separate specifications and
criteria in form of four tables are included as is the practice across the world.
These four modified binders are described briefly below.
Elastomers: Elastomeric polymers have the ability to resist permanent deformation

and cohesive failure in the bituminous mix by stretching and then recovering their
shape when the deforming force is removed similar to a rubber band. Therefore, PMB
(elastomer) is resistant to rutting as well as fatigue cracking.
Plastomers: Plastomeric polymers form a tough, rigid, three dimensional networks

within the bitumen. These plastomers give high initial strength to the bitumen to resist
heavy loads. However, plastomers may crack at high strains. Therefore, PMB
(plastomer) is primarily resistant to rutting.
CRMB: Rubber from discarded tyres is ground to a particulate or crumb prior to

adding it to bitumen to produce CRMB. CRMB is much more complex and least
understood compared to PMBs with elastomers. Because of the complex and varying
chemical composition of crumb rubber obtained from tread/side wall of truck and/or
car tyres, its compatibility with bitumen is always questionable. That is why; CRMB
has given mixed performance in the US.
The quality control requirements right from the production to the end use of CRMB
are too cumbersome because of two issues: (a) crumb rubber tends to separate and
settle down in the bitumen and (b) crumb rubber is prone to degradation
(devulcanization and depolymerization) if it is maintained at high temperatures for
more than 6-8 hours. These quality control requirements for CRMB, which are hardly
followed in India, are given in the following IRC paper which can be downloaded at
the link provided. Do read the amusing Q and A at the end of the paper.
Kandhal, P.S., “Quality Control Requirements for Using Crumb Rubber

Modified Bitumen (CRMB) in Bituminous mixtures”, Journal of the Indian
Roads Congress, Volume 67-1, 2006.
http://www.scribd.com/doc/19383778/Quality-Control-Requirements-for-Using-
Crumb-Rubber-Modified-Bitumen-CRMB
NRMB: Natural rubber modified bitumen is manufactured by adding natural rubber

(which is available in south India) to bitumen. However, NRMB should be used with
caution because like CRMB it has degradation problems if kept at high temperature
for too long.
However, the Flexible Pavement Committee (FPC) of the Indian Roads Congress
(IRC) pulled a surprise in 2010 by revising IRC:SP:53-1999. The revised IRC:SP:53-
2010 contains a “unified” single specification table for all four types of modified
binders, which is not technically possible unless the unified specification is
performance based which it is not. It was like mixing apples with oranges. The elastic
recovery requirement was arbitrarily lowered to accommodate the CRMB. This
IRC:SP:53-2010 has the following problems:
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(a) Lowering the requirements to the level where a weak modifier like crumb rubber
can also qualify, would lower the performance standard for all modifiers;
(b) Suppliers of better and more expensive products will tend to downgrade the quality
of their products so as to be more competitive price wise if that is the criterion for
decision making; and
(c) Lowering the quality will come in the way of producing still better products thus
having a negative effect on further R&D activities.
Therefore, the highway agencies (government and contractors) who believe in quality
should NOT specify the revised IRC:SP:53-2010. They should only specify: Bureau
of Indian Standards. IS 15462:2004, “Polymer and Rubber Modified Bitumen –
Specification, 2004 which remains unchanged in terms of four separate tables. PMB
(elastomer) only should be demanded in the specifications in clear terms.
Detailed information on all types of modified binders including their characteristics,

specifications and recommended uses in highway construction are given in the
following IRC paper which can also be downloaded at the given link.
Kandhal, P.S. and M.P. Dhir. Use of Modified Bituminous Binders in India:
Current Imperatives. Journal of the Indian Roads Congress, Volume 72-3,
October-December 2011.
http://www.scribd.com/doc/81350307/Use-of-Modified-Bituminous-Binders-in-
India-Current-Imperatives
The following salient recommendations have been made in the preceding IRC paper:
1. Polymer modified bitumen (PMB) with elastomers is most commonly used with
success on major highways in the developed countries because elasticity in this PMB
provides resistance to both rutting and fatigue cracking. Such PMBs are also
relatively more stable and maintain their integrity better compared to PMBs with
plastomers, CRMB, and NRMB (natural rubber modified bitumen). Superpave
performance grades have been made successfully with these PMBs. PMBs with
elastomers are therefore recommended for heavily trafficked roads in India.
2. Polymer modified bitumen with plastomers are hardly used in flexible pavements
in the developed countries because although they provide higher strength initially,
they are prone to cracking at high strains and do not rebound after deforming force is
removed. Therefore, there is no need to have a specification in India for PMBs with
plastomers to avoid its unnecessary and improper use, until proper technical
justification is provided.
3. Natural rubber modified bitumen (NRMB) has limited use to support the local
industry in southern India. It should not be used on heavily trafficked roads where
only PMBs with elastomers should be used as mentioned earlier. However, NRMB
should be used with caution because like CRMB it has degradation problems if kept at
high temperature for too long.
4. CRMB is much more complex and least understood compared to PMBs with
elastomers. Because of the complex and varying chemical composition of crumb
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rubber, its compatibility with bitumen is always questionable and therefore it has
given mixed field performance. Besides, it has potential settling and degradation
problems as mentioned earlier. Therefore, CRMB is not recommended for use in India
on heavily trafficked roads. It can be considered for use on medium trafficked roads
its elastic recovery is considerably lower than that of PMBs with elastomers.
However, it should be blended on site in close proximity of hot mix plants so that it
can be used within 6-8 hours after production. Claims that the so-called “chemically
modified” CRMB in India does not have settlement and/or degradation problems have
not been validated as yet with any reported meaningful field test data. Obviously, if
on-site blending is done, a fully equipped testing laboratory staffed with qualified
technicians should be mandatory at the blending terminal.
5. Use of any modified binder in bituminous mix on low volume rural roads such as
PMGSY is detrimental to their durability. The current practice of using CRMB in
such applications should be discontinued until proper technical justification is
provided.
The Bureau of Indian Standards (BIS) has recently (2017) decided to adopt
performance grading (PG) for polymer modified bitumen (PMB) binders. The final
draft for revised IS 15462 primarily prepared by Prof. Kandhal is under circulation by
the BIS. It is expected that this PG specification would be adopted by the end of
Spring 2019. This PMB specification does not include CRMB. The following PG
grades have been proposed: PG 64-10; PG 70-10; PG 76-10; PG 82-10; and PG 76-
22. PG 64-10 means the bitumen binder grade is adequate for a high pavement
temperature of 64 C during summer and a low pavement temperature of -10 C during
winter.
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12. Do we need to add mineral filler in bituminous mixes?

(Q and A)
It is not understood as to why some engineers in India are obsessed with adding some
sort of mineral filler (such as portland cement) when the baghouse fines (stone dust)
are abundantly available and are as good as those fillers. It is simply a waste of
money. The US has one of the best roads in the world, if stone dust works there, why
not in India? Hydrated lime can be added if moisture susceptibility is a problem based
on mix design test such as AASHTO T 283 as specified in the IRC standard:
IRC:111-2009.
There are many other issues related to mineral fillers including stone dust. Mr. Rajib
Chattaraj, Superintending Engineer P.W.D. West Bengal had asked Prof. Prithvi
Singh Kandhal some interesting and good questions about the use of mineral fillers in
bituminous mixes in India. Those Questions and Answers (Q and A) should be of
interest to the highway community in India and can be accessed and downloaded at
the following link:
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http://www.scribd.com/doc/19420923/Do-we-need-to-add-mineral-filler-in-
bituminous-mixtures
Prof. Kandhal had the privilege of leading the most comprehensive research on
mineral aggregates and fillers (including baghouse fines) at the national level in the
US. The latest Information Manual on Baghouse Fines currently in use in the US was
authored by him. Therefore, the responses to Mr. Chattaraj’s questions are based on
his opinions considering the latest research on this subject.
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13. Need for mandatory recycling of asphalt pavements

The National Highway Authority of India (NHAI) has been burying the existing
bituminous roads indiscriminately under highway soil embankments. It is especially
so on many six-laning highway projects where the road level is being raised by the
NHAI to build numerous ramps for overpasses which require soil embankments.
Using existing well-established asphalt reclaiming and recycling technology, which is
over 30 years old, the highly expensive existing bituminous road can be reclaimed and
recycled into a new road to be constructed over the soil embankments (asphalt is
100% recyclable). The bitumen and stone in the existing bituminous road are worth
crores of rupees. Bitumen is very expensive (moreover, the country has to import
more crude from which bitumen is distilled). Net savings of about one crore rupees
can be made if one km of an existing 4-lane bituminous road is reclaimed and
recycled rather than burying it. Unfortunately, NHAI is burying kilometres and
kilometres of roads every year. No civilized country in the world buries its bituminous
road; rather reclaims the costly bitumen and stone for recycling.
Although the NHAI has been “encouraging” the contractors through circulars for
some years now, only a few NHAI contractors are reclaiming and recycling the
bitumen (called “black gold” in the industry) and the stone; and are pocketing crores
of rupees on a typical NHAI project. A vast majority of contractors is simply and
brazenly burying this country’s “dharohar” (property) causing a great loss to the State
Exchequer.
Three open letters have been sent to the Chairman of NHAI since November 2011 to
make the reclaiming/recycling of the existing bituminous road mandatory to put a
stop to this great loss to the State Exchequer, which is estimated to be hundreds of
crores every year. However, the NHAI has not taken any action (they are still in the
“encouraging” mode). Therefore, this national loss is continuing due to NHAI’s
incompetence, indecisiveness and lack of accountability.
Copy of the third open letter to the NHAI Chairman can be accessed at the following
link:
67
http://www.scribd.com/doc/156792722/Third-Open-Letter-to-Chairman-
National-Highway-Authority-of-India-on-Recycling-of-Asphalt-Roads
Asphalt milling and recycling is a well-established technology as mentioned earlier

and has been used for over 30 years across the world. Asphalt pavement guidelines
prepared by Prof. Prithvi Kandhal and Dr. Rajib Mallick for the US Federal Highway
Administration (FHWA) can be accessed at the following link:
http://www.scribd.com/doc/47299513/Pavement-Recycling-Guidelines-for-State-
and-Local-Governments-Federal-Highway-Administration-Publication-No-
FHWA-SA-98-042-December-1997
Indian Roads Congress published Prof. Kandhal’s paper, “Recycling of Asphalt

Pavements: An Overview” which discusses all types of asphalt recycling. This paper
can be accessed at the following link:
https://www.scribd.com/document/396291733/Recycling-of-Asphalt-Pavements-
An-Overview
Chapter 9 of the textbook, “Bituminous Road Construction in India” is exclusively for

recycling of asphalt pavements. For each type of recycling such as hot recycling, hot
in-place recycling, cold recycling and full depth reclamation, the chapter gives details
of materials, mix design, construction equipment, and construction operations.
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14. Design, Construction and Maintenance of Porous Asphalt

Pavement for Rainwater Harvesting
Porous asphalt pavement is one of the responses to plunging ground water table in
many regions of India. It can be integrated with the roof rainwater harvesting system
of adjacent buildings effectively and economically. According to experience in the
US, properly designed and constructed porous asphalt pavement can last more than 20
years. Such a pavement can be used for parking lots, recreational areas, and low-
volume roads and streets.
Government should encourage (and mandate in critical areas) construction of porous

asphalt pavements in urban areas. Town planners, architects and civil engineers
should be proactive by incorporating this unique rainwater harvesting system while
designing government buildings, residential buildings, commercial buildings, parking
lots and roads in new townships.
The first ever porous asphalt pavement in India for rainwater harvesting has been
constructed successfully by the Jaipur Development Authority in October 2012. Its
design, construction and performance have been described in detail in the paper
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authored by Prithvi Singh Kandhal and Sapan Mishra and published by the Indian
Roads Congress as follows. The paper also includes a detailed guide for porous
asphalt pavements.
Kandhal, P.S. and Sapan Mishra. Design, Construction and Performance of Porous
Asphalt Pavement for Rainwater Harvesting. Indian Roads Congress, Indian
Highways, March 2014.
http://www.scribd.com/doc/213838512/Design-Construction-and-Performance-
of-Porous-Asphalt-Pavement-in-India-for-Rainwater-Harvesting
Go to Top
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15. Need for Increased Use of Warm Mix Asphalt (WMA)
Warm mix asphalt (WMA) technology allows the mixing, lay down, and compaction
of asphalt mix at significantly lower temperatures compared to hot mix asphalt
(HMA). WMA mixes can be produced at temperature of 120 C or lower.
WMA offers many significant advantages such as (a) energy savings, (b) decreased
emissions and fumes, (c) decreased binder aging, and (d) extended paving season into
the cold winter months and at places located on high altitudes. The last advantage
should be very useful to the Indian Border Roads Organization. India can also earn
carbon credits under the Kyoto Protocol if WMA is implemented as a replacement for
HMA wherever possible, thereby reducing greenhouse gas.
The following paper authored by Prof. Prithvi Singh Kandhal and published by the
Indian Roads Congress describes the WMA technologies developed in Europe and the
US, such as synthetic zeolite, Sasobit, Evotherm, WAM Foam, LEA, Rediset WMX,
REVIX, and Double Green Barrel together with their laboratory evaluation, if
available. It has been recommended to construct many WMA demonstration projects
in India.
Kandhal, P.S. Warm Mix Asphalt Technologies: An Overview. Journal of the Indian
Roads Congress, Volume 71-2, 2010.
http://www.scribd.com/doc/44644601/Warm-Mix-Asphalt-Technologies-An-
Overview
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16. Need for Introducing QC/QA (Quality Control/Quality
Assurance) in India
Implementation of quality control and quality assurance (QC/QA) is necessary to

ensure consistent and quality bituminous road construction in India. It should replace
the present system of generally reporting “passing” test results only during
construction, which is unacceptable and leads to premature failures.
Quality control is the responsibility of the construction contractor who should prepare
and execute a QC plan for the bituminous paving project. Quality assurance is the
responsibility of the owner (such as NHAI, representative of NHAI, or a
concessionaire). For quality assurance paving project is first divided into lots and
sublots. Quality assurance is done with the help of percent within limits (PWL) and
pay factors (price adjustments), which are determined for each lot from test values of
sublots.
The following paper authored by Prithvi Singh Kandhal, Rajan Choudhary and
Abhinay Kumar and published by the Indian Roads Congress describes the QC/QA
system in detail and the way it should be implemented in India after some pilot
projects. For QA a computer software program based on Excel has been developed at
IIT Guwahati exclusively for this paper and is available online. With this program it is
quite easy to calculate the mean, standard deviation, and PWL once the five sublot
test results are entered along with the minimum and maximum specified limits for the
test parameter.
Kandhal, P.S., Rajan Choudhary and Abhinay Kumar. Quality Control and Quality
Assurance in Bituminous Road Construction in India. Indian Roads Congress, Indian
Highways, Volume 46, October 2018.
https://www.scribd.com/document/396441857/Quality-Control-and-Quality-
Assurance-in-Bituminous-Road-Construction-in-India
It is high time QC/QA is implemented in India as soon as possible. The following

paper authored by Prithvi Singh Kandhal and A. Veeraragavan and published in the
Journal of the Indian Roads Congress illustrates the example where test results as per
construction records were within the specifications yet the investigational test results
generally did not meet the specifications.
Kandhal, P.S. and A. Veeraragavan. Investigation of Premature Pavement Distresses
on Typical National Highway Project. Journal of the Indian Roads Congress, Volume
79-2, April-June 2018.
https://www.scribd.com/document/396714841/Investigation-of-Premature-Pavement-
Distresses-on-Typical-National-Highway-Project
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17.Asphalt Related Research in India
The following issues need attention:
Research Funding
In the US, a percentage of highway funds is earmarked for research and development.
This money is then given to universities and colleges to conduct highway related
research. This money also supports many M.Tech. and Ph.D. students. There is no
such mechanism in India, which needs to be established as soon as possible.
Topics for Research
Quite often research topics are selected which (a) do not have any direct utility in
India; (b) are possible only in the laboratory but cannot be replicated in the field; or
(c) highly theoretical with no possibility of implementation in the near future.
Some topics which come to mind and need to be researched are: (a) evaluation of
premix carpet in terms of its volumetrics, permeability and durability (read Item 3 of
this blog); (b) comparative study of bituminous mixes used in India (read Item 1 of
this blog); (c) rutting and fatigue resistance of bituminous mixes containing VG-30
and VG-40 paving bitumen; (d) re-evaluation of bituminous mixes containing waste
plastic using Flow Number for rut resistance to rutting and beam fatigue test for
resistance to fatigue; the real mechanism as to how the waste plastic beneficiates the
bituminous mix needs to be identified and explained properly; (e) evaluation of
aggregates with LA Abrasion Loss of more than 35; (f) evaluation of rich bitumen
DBM in the field for resistance to bottom up fatigue cracking; and (g) pilot field
projects for implementation of QC/QA in India.
Quality of Research and Technical Papers
It has been noted that many researchers do not formulate a research plan after detailed
review of literature. Statistical concepts are not often used in formulating the research
plan and analysis of research data. In many studies, outdated or empirical tests (such
as Marshall) are used which are not suitable for evaluating new materials or mixes.
For example, an increase in Marshall Stability is considered good when some additive
is used in the bituminous mix whereas just increasing the content of 0.075 mm
material may do the same. New fundamental tests such as Flow Number for resistance
to rutting and beam fatigue test for resistance to fatigue, should be used. These are
discussed in the first ever textbook, “Bituminous Road Construction in India”. That is
why; most research papers in India are not of international standard.
Based on research experience in the US, Prof. Kandhal and Prof. Rajib Mallick have
authored the following paper which was published by the Indian Roads Congress and
can be downloaded at the link given This paper should assist to conduct good asphalt
related research.
71
Kandhal, P.S. and Rajib Mallick. Guidelines for Writing Good Asphalt Related
Research Papers. Indian Roads Congress, Highway Research Journal, July-December
2013.
http://www.scribd.com/doc/240668904/Guidelines-for-Writing-Good-Asphalt-
Related-Research-Papers
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18. Dire need for training in asphalt technology in India, where
is the vision?
Just ask a typical highway engineer in India the following two questions:
(a) Which paving grades of bitumen are used in India? [Most engineers would say
60/70 and 80/100 although these penetration grades have been outlawed and
replaced with Viscosity Grades (VG): VG-30 and VG-10 since 2006.]
(b) How would you determine if part of the paving bitumen has been replaced
with marble dust during transport from refinery to the project site? [Most
engineers would not be able to answer. They do not know about the very
simple bitumen solubility test to determine the presence and amount of
insoluble like dust in the bitumen.]
The preceding two questions are about the paving bitumen only, which is the most
important and most expensive ingredient in bituminous mixes. There are other areas
such as aggregate; mix design; construction; maintenance; and recycling. Most
highway engineers in India are technically ignorant in those areas as well. The so-
called “smart” engineer’s knowledge is generally limited to the specification book
only.
Unfortunately, no quality road construction can be expected if the highway engineers

are technically ignorant. It is just common sense.
Now, who is responsible for this technical ignorance prevailing among most highway
engineers in India? The engineering institutions cannot be blamed because there is
hardly a course (if any) on highway engineering in the civil engineering curriculum. It
is the responsibility of the employers (such as MORTH, NHAI, State PWD, and
contractors) who hire the civil engineers for highway design and construction
activities to train them. Good example: Indian Railway gives extensive training to
civil engineers selected for railway engineering services.
India is spending at least 75,000 crores of rupees in highway construction per year. As
mentioned earlier, there cannot be quality without knowledge and training. There is
no question that MORTH and NHAI should have the vision (which has been lacking
so far) to initiate an ambitious program of training highway engineers across India. It
cannot be achieved through the Indian Academy of Highway Engineers (formerly
NITHE) in New Delhi, which is just a drop in the bucket. MORTH should engage a
competent engineering institution (through RFP based on technical competence) to
72
prepare a one-week course on asphalt technology with proper visual aids as a start.
Eleven video lectures by Prof. Kandhal available on YouTube are a good resource.
Then, that course can be offered continuously at several IITs and regional institutes of
technology across India to train both government and private highway engineers at
large. The capability of academia to do this job should not be underestimated (because
in some cases they can always learn, if necessary, and then teach). The first ever
textbook, “Bituminous Road Construction in India” published by Prentice Hall of
India as mentioned earlier can be used as a textbook for such courses.
Even a small percentage of Rs. 75,000 crores, say 0.1 percent or 75 crores spent per
year on this training will go a long way to achieve quality road construction across
India, which is the need of the day. That is hardly any price for quality. Helen Keller
has said, “The only thing worse than being blind is having sight but no vision.” The
question is: Does the MORTH and NHAI have the vision?
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19. Need for Private Asphalt Organization(s) in India
In the US, there are private asphalt organizations such as the Asphalt Institute and the
National Asphalt Pavement Association, which not only strive for training and quality
but also represent their members (suppliers, contractors and consultants) before the
highway authorities in policy matters. There is a need for such asphalt related
organizations in India right now. For example, there is a need in India to use life-cycle
cost analysis system to decide whether a specific road project should have asphalt
pavement or concrete pavement. Such advocacy can be successful if there is asphalt
organization(s).
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20. Need for new construction equipment and materials

Right now, the drum mix plants manufactured in India do not have any central entry
(collar) in the drum to facilitate adding RAP, plastic, etc. to the bituminous mix away
from the burner flame. In the US most drum plants have this central entry. There is an
urgent need to manufacture such drums so that hot mix recycling can be implemented
in India.
Also, we do not have suitable crack sealer for asphalt pavements. Asphalt-rubber has
been used effectively in the US for sealing cracks in asphalt pavements as a regular
maintenance operation. This material needs to be introduced in India so that our
pavements do not deteriorate due to intrusion of surface water into the pavement
system.
END. Revised 11 January 2019

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Blog "Asphalt For India" by Prof. Prithvi Singh Kandhal

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New Blog, “Asphalt for India” by Prof.

Prithvi Singh Kandhal

“To improve is to change; to be perfect is to change often.” - Winston Churchill

BACKGROUND FOR BLOG, “ASPHALT FOR INDIA”

When I returned to India over 15 years ago, I resolved to share/use my US experience

---- Prof. Prithvi Singh Kandhal

There are several important asphalt-related issues in India, which need to be

1. Why roads in India fail prematurely especially during

Whereas lack of quality control is a contributing factor, there is a major fundamental

Kandhal, P.S., V.K. Sinha and A. Veeraragavan. A Critical Review of

Kandhal, P.S. and A. Veeraragavan. Review of Practices for Improving Ride

Unfortunately, the continuation of these seven water-trapping bituminous mixes in

2. Potholes, potholes and more potholes in India – how to repair

The above is happening despite the fact that an “idiot-proof”, unpatented,

Kandhal, P.S. A Simple and Effective Method of Repairing Potholes in India.

Dear Highway Colleagues:

 Most economical to produce and apply

Q. Is such an idiot-proof, economical, and highly effective pothole patching mix

A. None whatsoever you mentioned. I have zero self-interest. It is an unpatented,

A. None whatsoever to my knowledge. I have challenged my highway colleagues to

A. Yes, as a senior citizen, retired highway engineer of India I do get frustrated. We

A. They can take the following simple actions TODAY:

Q. What is your future plan in promoting this amazing pothole repair

Prof. Prithvi Singh Kandhal

ABOUT THE WRITER

Basic Schedule of Rates (BSR)

1. Supply of readymade cold bituminous pothole patching mix in accordance

2. Placing and compacting readymade cold bituminous pothole patching mix in

Supply, placing and compacting readymade cold bituminous pothole patching

3. Use of wrong and expensive technology for bituminous

The following letter to Hon. PM Modi explains how we are wasting

Honourable Prime Minister:

1. Surface Dressing (SD)

Figure 1. Schematic of surface dressing

2. Premix Carpet (PMC)

Figure 2. Schematic of premix carpet showing water penetrating it

The premix carpet (PMC) has the following disadvantages:

4. Applying tack coat over prime coat: fundamentally not

MORTH should immediately issue a corrigendum to the 2013 Orange Book

5. Revision of 2013 MORTH Specifications - recommended

Proposed Revisions to MORTH Specifications for Road and Bridge Works

SECTION 406 WET MIX MACADAM

SECTION 502 PRIME COAT OVER GRANULAR BASE

SECTION 503 TACK COAT

SECTION 504 BITUMINOUS MACADAM

SECTION 505 DENSE BITUMINOUS MACADAM

Section 505.2.5 Aggregate Grading and Bitumen Content

507 BITUMINOUS CONCRETE

Section 507.2.5 Aggregate Grading and Bitumen Content

SPECIFICATION BC BINDER AND WEARING COURSES

Nominal maximum 19 mm 13.2 mm 9.5 mm

SECTION 508 CLOSE-GRADED PREMIX SURFACING/MIXED SEAL

SECTION 510 OPEN GRADED PREMIX SURFACING

SECTION 511 SEAL COAT

NEW SECTION ………READYMADE BITUMINOUS POTHOLE

SPECIFICATIONS FOR COLD MILLING OF EXISTING BITUMINOUS

If a new bituminous course is to be laid after milling, at least 20 mm of the existing

SPECIFICATIONS FOR HOT RECYCLED

Recycling or reuse of existing bituminous materials to produce new bituminous

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

(b) Reclaimed Asphalt Pavement (RAP) Material

(c) Reclaimed Aggregate Material (RAM).

(d) Composition of Mixtures