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·APPENDIX I APPENDIX I. REPORT OF THE TECHNICAL SUB-COMMITTEE TO THE COUNCIL OF THE INDIAN ROADS CONGRESS FOR THE PERIOD December 1939 to January 1941 (Considered by the Council vide resolution No 29 of its Proceedings dated the 28th January 1941 and accepled with remarks at Annex VI page 233) 1 The Committee appointed by the Council at its Meeting in December 1939, consisted of the following members, with power to co-opt Mr KG Mitchell CIE (President) Mr J A Stein Mr W L Murrell, OBE Mr Ian A T Shannon Mr Syed Arifuddin Mr A Lakshminarayana Rao Mr H M Dunbar Mr KS Raghavachary (Secretary) 2 Meetings The Committee has met five times 10 Calcutta in April June, Septembea and December 1940 and in Delhi at intervals during the Council Session in January 1941 The meetings in Calcutta were convened sometimes at short notice, as the work on the Test Trach required A list of the members and co-opted members that attended the several meetings is attached Annex I. 3 Test Track at Niajerhat Calcutta (1) Progress so far las been slow, and no definite results can yet be pronounced, because of (a) initial difficulties with the equipment (b) the difficulties of testing surface treatments which on the road depend on traffic for their completion (c) the undue set erity of the tests first made and (d) the necessity of stopping work duriog the monsoon (2) The equipment designed by Mr Gilmore without pret tous experience of any similar installation in India and for a purpose somen hat different to that of test trachs elses here has on the whole proved remark ably efficient But unexpectedly severe stresses developed in certain parts which liad eventually to be replaced and adjustments have had to be made to the oscillating gear to give the pitch of the lateral " thron" found in practice to be the best Changes have also been made in the test carts-two of them having to be fitted with pneumatic tyres These initial difliculties now appear to have been otercome, but owing to the war demands on mechanical workshops, delays will be inevitable of further alterations or replacements are necessary (3) Surface treatments are, in practice, usually applied after the water bound macadam has been subjected to traffic for a fen veels, some TOT ·142 AUDIX 1 +1 final consolidation and closing of tlic jotea being due to this trallie Alter ticitment the <Iup driven intr tlic mer ud ti 071 "since tu! under traffic Virous Ivices huve facen tricol tlır test trach to reproduce the consolidation and ironing effect of trublic on the trat strips Che litter can now be done se konthly vell but tlx formes ( 1111101 o thuat 2 surfacr treitment 11 to be supposed to a noise opir! 111 10 than 10 often met with in frictic and the tret strip porabilily live lang Interil support thun thay woull 111 a ton1 We have lowever treinit to carry out 1 further set of tests of surface treatment, which is about to tym started because of the wide application of the form of construction au because it is better to sort the equipment preglected ani to obtain experience in its operation on the 1033 expansive specifications 1xforr attempting precise tests on the more expe1131VC (4) Thc cart tyre 1oul per inch with varies yrcitly there tout Indın from 1 few hundred pun ls to 1 5 11 11 rhic fotst tests 011 the track were mile with i lorofyn jun le q? Inele width riile, ugnllaviited by the insin, cffct of ligbilas traffic prerveil tr kvest and a7 ravitel lwy bravy rain broubt the first price of tests to su Ilen in line what in onclttive fulure Tim Jonon, 11s 1101 lean redure to stay funds per inch width (5) Surface treatm-it gnrticularly 75 reporo-luccil on the test track 19 not water proof 101 19 alrearly stated thin first set of trat lanythu fulla1 uddenly under test aftre hrnvy rain The won of the sun, yradrat this "ite is 117 tr byrcome water level and an elatetit drain system has been pruit in de sports which it was at one time frisert that failure of thor test lengths was due to yelling of the foundation Committer are atafiel that th13 was got th- cam to any xulxtant deprem I'ven after thir were test with 14 grands group inch with of tyre durin or after the rains the artimiant sling by a number of sweden cut actrt the track was trifliny What at those was, murrier, 10"/ nonym arrument for all practical fustan thive fummo final in lent, th-ndate ar arse suspicioni inverthrise surfare treatments ar mit waim yon! the hard Paktir sto gorjuires a comi-ral,- amint ri horgin Thomad cruit may I actes or aftas Jomavy rain, ani reliabletscar-ett-11 made (6) Teti carned ou! The fist yet of ter umirato in Dreamline 1929, th- test lengths frrakın, dron during tham nonummit 19 (y already pien The trte 117/177 11 Inne gre.calassas sro 956 The ark in semarylin atmyxrr. for * tim promerz a camisa wirtyy to Tot Track "A" (Valdurity Wing the Committee mat in Asl 19 gomas par grin I tr, ctry matroz the feet tmes with curtain //iPart ** مرا۳ (1) The primar94 iyulurkerri potrain as in that 250m2- thrup fait', sont relieve (11, (recarinmestark tornato postat 1artis of soroltys lopterftzin laat star inter) ardi-n cart to in (113, 111"' for ''spolu a zp! pre to Fm 10.

·APPENDIX I 193 (vv) The test strips to be ironed out before test by the use of pneuma tic tyres only The stones as before were Pakur Pathankot Delhi and Jhansi These tests were not concluded before tlie monsoon and work was frequently stopped after it broke There were donever considerable breaks when testing could be continued and the various lengths had been tested practically to destruction by the end of September 1980 when the Committee aspected the trach and recorded certain provisional findings (vide Vinutes of the Meeting on 30th September 1940) (Anger IV) The Committee decided to repeat another series of tests with certain further modifications and is not in the meantime prepared to report any provi sional conclusions They believe however tliat the mutial difficulties have been overcome and that valuable and reliable results should now be obtained At the date of the report the next set of tests which they recommend had not been commenced oniog to delay in the supply of new gearing to increase the pitch of the throw on the second track to 49 feet They hope that this will be supplied in time for this set of tests to be completed before the monsoon On completion the Committee will report the conclusions clutch they haie reached 4 Correlation between Test Track results and those of experiments on the road At one time the Committee recommended that the tests made on the Test Track should as a check be reproduced in a number of road trials throughout India On consideration they feel that the number of Tariables involved of truffic climate standard of workmanship and quantities of binder required by these local conditions would lead to more confusion than correlation and they propose to limit the control Toad tests to that already being laid down in Delhi and to one comparing the behaviour of the various primers and binders in combination with Delhi and Jhansı stones under conditions as nearly identical as possible wh ch Mr Mahabır Prasad Chief Engineer United Protioces has undertahen to carry out at some place where the cost of both the stones is approximately the same 5 Experimental z ork on the Great Northern Trunk Road Madras (+) An extensive series of test lengths consisting of cement coucrete premixes and surface dressings with tar and with Vexplalte and Socony Bitumen amounting it all to about 7 miles were lard 10 1937 38 and as part of the cost was defrayed by the Government of India the Committee was asked at its meeting in April 1940 to consider a report on these experiments and in particular the cause of failure of certain sections The Committee as handicapped by being unable to inspect the road and could only put fortyard (uide Vinutes of the Jeeting on Jith April 1940) (Annex II) certain Tery general propositions (1) The width of the carriagenay Saried between 20 and 23 feet Tlie traffic was of the order of I 400 tons per 24 hours with a lugh proportion of steel is red bullock carts Tracking by carts and consequent localised frear as prominent The lighter types of woth particularly surface dressing had generally failed by 1940 and the tar sections appeared to baie faired worst but the Comauttee were not in view of the success of tar elsewhere, ·194 APPENDIX I. prepared, on the information before them, to condemn that material and found in general terms - (a) The value of large-scale experimeats of this nature depends very largely upon the various surfaces being adequately maintained until abandoned as being too expensive At the end of a period of years, it would then be possible to estimate the total cost of each section in respect of first cost, maintenance over a period of years up to the time of replacement, and cost of replacement (6) In this it is intended to keep the records upto 1943, only but it is suggested that they should be kept for such longer period as might be necessary in order to furnish a reliable comparison between the different specification, (c) Inadequate maintenance and observation of and lach of careful attention to experimental surfaces, are too common They are due partly to lack of continuity in personnel, lack of systematised records and lack of funds for maintenance The latter difficulty is often due to budget technicalities The Committee recommend that, as a general rule, no experimental roads should be laid unless special arrangements are made to reserve funds at the disposal of the Chief Engineer or, if necessary, the Superintending Engineer to ensure that everything wbich is necessary is done promptly If after a year or two it appears that the maintenance of certain surface is too expensive, it can, on those grounds, be rejected and replaced by something else But it is not a fair trial of specifications of different strength and varying first cost under the same intense traffic, unless the weaker specifications are maintained at the cbviously higher cost necessarily involved in keeping them in repair (d) The Committee furtlier recommend that in such cases there should be prepared in advance an estimate of the annual expenditure necessary for maintenance and reneral of the various sectrons approsed before the experimental work is put in hand The sums necessary, and not those provided 11 the estimale, should be expended on maintenance and renen al as required and there should be an anoual report of the actual expenditure compared with the advance estimate. (4) Where any experimental length is Iud on a public toad to the specification or on the advice or suggestion of the supplier of the bituminous or other material the time and matter of treatment of the road in the course of maintenance and renewal should normally be decided in consultation with that supplier The latter is clearly interested in proving that lus material has stood a certain intensity of traffic over a period of years with the minimum myintenance expenditure and is the party inost interested in an olding, on one hand, Iru ish expenditure and, on the other, striation leading to the premature destruction of the surface ·AppEYDIY I 195 U) The Committee felt itself unable to offer defimte comments on the various failures e\cept that obviously suggested by the very low • Irench co-efficient" of the stone when wet which clearly requires constant attention and careful maintenance to protect the stone from direct action by the traffic during the monsoons Asa corollary the Committee remarhed that the possibility of developing the Chuhrayapuram quarry night well be further intestigated (11) As a general recommendation adopted at a subsequent meeting (25th January 1941)the Committee suggest (a) that 10 " binder" or "primer" should be described, in reference to any experimental or other worh, discussed by the Committee, by its trade name unless there is no record with the Congress an adequate specification of the nature of the material, and (b) that all bituminous materials (including tar) used in experimental work should be sampled and tested so as to ensure that the material satışfies the recorded specifications and that departures from that specification are brought to light. 6 The use of primers usth surface dressing The Committee is indebted to Vr Vurrell for reports on series of interesting tests with cold primers for the use before surface treatment of waterbound macadam particularly if in poor and ravelled condition The Committee believes that it is generally accepted that it is often advantageous to use a penetrating material which ainong other things, provides a • shaded adhesion between the surface of the macadam and the binder rather than a plane of cleavage But in view of the many hundreds of miles of unprimed surface treatment with a non penetrating material that have given good service the Committee is not prepared to say that the mechanical interlock between binder and macadam in those surfaces would in practice be improved by the addition of a primer Nor does the Committee at present believe that there is any merit, other than possible convenience of applica tion in cold primers as compared with those that have to be heated At the same time they consider that Mr Alurtells should be followed up and that the value of primers—hether cold or hot--should be further examined This they propose to do both on the Test Trach and on any "control" road tests made in correlation with the Test Track They have also accepted an offer by Vr Stein to device and carry out certain tests to this end on the JHENIDA CHU4DANGA road at present under construction in Bengal 7 Standard Specification of sizes of stone Vr Lakshminarayana Rao has pointed out to the Committee that the specifications adopted by the Congress do not reject 'needles and are in that respect defective Doubt has also been expressed whether the specifications sufficiently accord in other respects with accepted good practice The Committee (11de item 4 of the Vinutes of the Meeting on rith April 1940) (Annex II) are investigating these questions but are not yet in a position to make any recommendations 8 Proposals by Mr A K Dalta thal ceriaus lesls should be carried out at the Alpore Test House and at the Test Track. Mr Datta's proposats included the testing of ·196 APPENDIX I > (1) Bonded brick and boulder concrete as a substitute for all concrete in road slabs In this connection the Committee believe that the sating in cement that can be effected by the use of stone or brick "plums is often more than offset by the extra labour, cost of laying and by the risk of failure at planes of cleavage This type of work depends mainly on the ease, in practice, with which plum concrete can be laid in actual working conditions and that there is no precise problem for solution by test under laboratory or semi laboratory conditions (2) "Shaded concrete for road slabs (A neak mix below shaded to a rich mir above) In theory this proposal is sound In practice its success depends upon supervision and field working conditions. Small scale precise tests will not, in the view of the committee, help They anait a report from Mr Stein in due course when any conclusions can be drawn from the behaviour of such concrete laid on the Ranaghat-Jagali road in Bengal (3) Mr Datta also proposed that 'silica cement village cement". bamboo strip reinforcement, and pozzolona molasses lime concrete should also be tested The Committee cannot recommend that these questions should be investigated either at the Test House or on the Test Track 9 Soil Research At its meeting on the 25th January 1941, the Committee sitting with certain members, received a report separately presented to the Council-on the progress made to date with this matter The committee observe that it appears that, in this matter also, progress has been retarded because of the inability of the Consulting Engineer to find time to supervise and stimulate this work in person This matter is referred to below ΤΟ Need for more adequate Organisation (6) The Committee feel that throughout the field of research and experiment there is an unfortunate lag in progress Whether on the Test Track or in relation to Soil Research or in pursuing the various recommendations of the Committee or of the Council in a number of other directions the value of the work of the Committee and the value of the Congress itself is being impaired by lack of drie The Commutee feel that its mem bers give up much time and thought to the questions brought before it but that the translation of their recommendations into practical use is neglected They understand that the tine of the Consulting Engineer is already filled and that he can per Sonally do no more than he is doing They are, therefore of the opinion that it is necessary to have a whole time Officer added to the Office of the Consulting Engineer to assist him to conduct and control research and to co-ordinate the experiments being made in the different Provinces and to make the results readily available, if substantial progress is to be achieved (11) The Committee further consider that for this work it is more Important to select the right man than to pre-determine the ·Irroi I 197 grade an 1 scale of pay of the post I rom the Central Road Fund alone about it crores of rupees are provided annually for road construction and precise considerations of cost should not prejudice the important requirements of research and intell gence The qualifications necessary are adequate er perience of practicil road engineering in India (say 7 years) exceptional theoretical Ltion ledge and sound judgment The terms should le such as to attract and retain tlie best man atarlable (tri) The Committee recommend that long terni planning is in pre sent circumstances impracticable but they feel that whatever the future the results of research and esperiment properly conducted now conot fail to be valuable II The Vinutes of the Proceedings of the Committee at its various Veetings are appended Annex II to (with the exception of the proceedings at the meeting on the 24th and 25th January the substance of which has been incorporated in this report the minutes have already been circulated to members of the Coinmuttee They are not circulated to the Council at thus stage but will be printed with the Proceedings of the Council) AVNI I List of members who attended the meetings of the Technical Sub Committee (a) Heid on 11 4 40 I Vrh Mitchell CIC President) 2 JA Stein 3 WI Murrell 4 Ian A T Shannon 5 Syed Arifuddin 6 HM Dunbar 7 V e Lloyd 8 CJ I'ielder 9 TTG Gilmore Co opted members 10 N N Sen Gupta II Dr AN Chowdhary 13 Mr Jagdish Prasad (Sec elary) (6) Held on 8 6 40 V KG Vitchiell CIE President) JA Stein 3 Ian A T Shannon HM Dunbar 1 ·198 APPENDIX I J . 5 Mr M E Lloyd 6 W J Turnbull 7 J R Hannington 8 EF G Gilmore Co opted members 9 NN Sen Gupta IO Dr AN Choudhary (c) Held on 30 9 40 1 Mr K G Mitchell, cie (President) 2 JA Stein 3 WL Murrell 4 Ian A T Shannon 5 Syed Arifuddin 6 HM Dunbar 7 EFG Gilmore 8 N N Sen Gupta 9 Dr AN Chowdhary Co opted members IO Mr CJ Tielder II. IN Khanna I2 KS Raghavachary (Secrelary) (d) Held on 16 12 40 I Mr KG Mitchell CIE (President) 2 J A Stein 3 Ian A T Shannon 4 E F G Gilmore 5 Dr AN Chowdhary. 6 Col GE Sopwith 7 Mr N Das Gupta Co opted members 8 W K Ashmead 9 W J Turnbull IO CJ Fielder (e) Held on 25 1 41 I Mr KG Mitchell CIE (President) JA Stein 3 A Lakshminarayana Rao 4 VL Murrell. 5 Ian A T Shannon 6 Syed Arifuddin 7 Jagdish Prasad o SR Mehra Co opted members 9 J Vesugar HB Parikh II KS Ragharachary (Secretary) 2 P IO ·Afu y me disyu son the Committee recorded the following opinit) (1) The value of large scale experiments of this nature depends ey largely upon the various surfaces being adequately maintained of years it would then be possible to estimate the total costat each section in respect of a first cost (b) maintenance over a period of years upto the time of replacement and c) cost of (2) In this case it is intended to keep the records upto 1943 only but it is suggested that they should be kept for such longer period as might be necessary in order to furnish a reliable (3) Inadequate maintenance and observation of and lack of careful personnel lack of systema recommend that 1416 Herrl rule no experimental roads should he laid unless special arrangements jre made to reserve lunds at the disposal of the Chief Engineer or if necessary the Superintending Ingineer to ensure that everything wuch is that the initt 117ce of 1 cuitun surface is too expensive it can If after a year OT two it appears on those grounds he rejected and replaced by something else 4\\E11 Vinules of meetings of the Techrical Sub-Commer Roads Corgress held on the math fril 1949 and such, the Coorcil House Street Calcula Item 1 To consider a ne'e on the porking of the Tes! T Committee discussed the histor of the test track to date and position and adjourned further discuccion pending cxan ! track in the afternoon Item 2 To consider a nole reproduced at Annex I, page experim-nlal surfacings laid on the Great lorthern Trink host with notes thereon by ly Campiell Gray and Col Soproth, pages a respectrely Vi Dunbar mentioned that on certain sections where there is a strip of cement concrete on one side of the ra bulloch arts in bosh directions tend to use that strip and that the traffic figures for the remainder of the road are unreliat figures are of course affected in this way whenever a road is suide to permit of segregation of different types of vehicle er en its proper side of the road But the Congress has already reach clusion that taking all factors into consideration the most accu recording statistics 15 in total tonnage per 24 hours the width being stated) The Committee decided to ask the Chief Ingir to verify the fact until abandoned as being too expensive replacement comparison between the diffcrent specifications attention to experiment il - urf ices are too common due partly to lack of continuity tised records and lick «I funds for maintenance difficulty is often luctusct technicalities necessary is done promptly At the end of a period They are The latter The Committee But it is not 1 fuir trial of specifications of different strength ·200 APPENDIX I varying first cost under the same intense traffic, unless the weaker specifications are maintained at the obviously higher cost necessarily involved in keeping them in repair (4) The Committee further recommend that in such cases there should be prepared in ads ance an estimate of the anual expenditure necessary for maintenance and renewal of the various sections approsed before the experimental work is put jo hand The sums necessary, and not those provided in the estimate, should be expended on maintenance and renewal as required and there should be an annual report of the actual expenditure compared with the advance estimate (5) Where any experimental length is laid on a public road to the specification or on the advice or suggestion of the supplier of the bituminous or other material the time and manner of treatment of the road in the course of maintenance and renewal should normally be decided in consultation with that supplier The latter is clearly interested in proving that his material has stood a certain intensity of traffic over a period of years with the minimum maintenance expenditure and is the party most inter ested in avoiding on the one hand lavish expenditure and on the other, starvation leading to the premature destruction of the surface (6) The Committee would be grateful if the Chief Engineer, Madras could supply a few photographs of the failure of certain sections by rutting for comparison with failures elsewhere (7) The Committee ventured to suggest that, in conformity with its general recommendations above, the Chief Engineer, Madras, might be asked to see that the repairs necessary, however exten sive, are now carried out on the various sections of this experi ment, in order that, as far as may now be possible, comparable results on the basis of maintenance cost should be available (8) The Committee expressed great interest in these experiments but felt itself unable to offer definite comments on the various failures except that obviously suggested by the very low French co efficient of the stone when wet which clearly requires cons tant attention and careful maintenance to protect the stone from direct action by the traffic during the monsoons As 1 corollary the Committee remarked that the possibility of developing the Chihrayapuram quarry might well be further investigated (9) The Committee further decided that, if possible, its next meeting should be held at Madras as Members would welcome an oppor tunity of personal inspection and discussion of this important esperiment with local officers Item 3 To consider AT A K Dalla's proposals for certain tests to be carriel out at the Test House and on the Test Track Mr. Datta's proposals fall under the following heads ubsluhon of bonded brick and boulder concrete roads for thick cement concrete roads for the sake of economy The Compittee ·IF DI I 201 considered that in vetr of recent developments of thun concrete crusts on sound waterbound macadım bases, Yr Datti's propo- 21 had no application to that case which is at present the most common in which comment concrete is being used As regards laying of boulder concrete on an carth subgrade, Vr Vurrell stated that in Its opinion the volunie of plums used could not exceed 10 per cent of the total volume and that therefore the saving mas negligible in proportion to the difficulties Yr Syed Irfuddin also remarled that he had found great dificults in consolidating the boulder plums into the subgrade before laying the concrete and that failing such consolidation the boulders were liable to rock and lead to failures As regards brick bonded concrete Vr Dunbar reported that a length had been laid in Baroda State at Nat sant and, he believed on an earth subgrade The Committee decided to ask for particulars* of that experiment (2) Application of weak cement concrele hardene i al the surface The Committee considered that, for reasons above-stated, shaded concrete would have to application in the case of slabs laid over old macadam. As regards this specification laid over an earth subgrade Vr Stein promised to furnish information in due course about the behaviour of a section recently laid on the Rapaghat Joguli road Careful records of cost and specifications had been kept and when some records of behaviour were available particulars will be supplied to the Congress Io thus connection fr Hurrell mentioned the question of rolled concrete and the Committee decided after some discussion that there were other more important matters to be pursued at presort It was generally agreed that rolled concrete does not give a good riding surface and is more suitable for the founda tion of a two coat concrete road or in the case of a road to be covered with some black top (3) Application of silica ceme if and village cement The Committee considered the note by Mr Chowdhary which is reproduced at Annex B page 217 and decided that the quality of village cement must necessarily vary according to the quality of the local clay and that po centralised experiments with selected mate rials were likely to give any valuable indication as to the possibi lities of manufacturing village cement at different places The Committee was further of the opinion that any form of road surface is in India subjected to extremely hard and intense wear and that the variable nature of village cement would render it unreliable for use in a searing surface whereas as a foundation it might not have any definite advantage over seal cement or even rammed lime concrete As regards silica cement the Committee felt that the use of this would open the door to the adulteration of cement by the addition of silicious material and were not convinced that the manufacture of this material which is used in other countries "Thrse paruiculars have since been received and are reproduced at Annex 111 pares 233 and 234 ·202 APPENDIX I screens on with was mainly for marine purposes would be likely to contribute to the advance of road construction (4) Application of Bamboo sind reinforcenient - The Committee did not consider this matter which would require elaborate treat ment of bamboo to render it impervious to water and free from volume changes to be worth pursuing (5) Application of purzolana molasses lime concrete to road construc 11on – The Committee did not consider that lime concrete it any form woula furnish a suitable all purposes road surface and sere not prepared to recommend any investigation Item 4 --To consider an amendment to the Standard Specification* for sizes of stones vide memorandum at Annex C page 219 --It was pointed out that the normal method of screening stone on road work was by inclined A grading analysis made on such screens would depend considerably personal element and the thoroughness which the screening carried out The Committee decided that any standardization must be based on ordinary small scale sieving through a hand sieve shaken generalls horizontally and that this should be clearly stated After considerable discuss on the Committee further decided not to record any recommendation regarding the correlation of the standard sizes determined by this method and the results obtained from road side screening on inclined screens (2) The Committee were unanimously of the opinion that standardı zation of stone sizes in India is essential for the purposes of definition sc that all members of the Congress would refer to and understand references to stone sizes by a standard definition In attempting horvever to extend this elementary requirement to a standard specification including tolerances as to maximum length and minimum thickness difficulties at obce arise since any specifications which would result in the rejection of aggregates at present being used and successfully used (not so much on merits as in an attempt at standardization) would be ignored and be useless Subject therefore to further examination by the Committee at its next meeting and to tests to be carried out on samples in actual use both by the Test House and on works elsen here by local officers it was suggested that the following additions to the Congress specification be considered (a) The definition of sand should be deleted and the loner limit for $ inch standard size chip be changed from í inch to } inch (6) For all sizes not more than 20 per cent shall exceed in its greatest length it times the nominal size and no stone shall exceed in its greatest length tsice the nominal size (c) No stone shall be less along its shortest dimension for a width exceeding one third of the length or width measured at right angles to the shortest dimension than 04 times the nominal Size * Tile Inge: 1 6ad1 Proceed of the Ind an Roads Congress Tol II ·APPENDIX I 203 (d) The following Table of Comparison of round and square meshes to be added to the definitions for the purpose of reference Circular openings which correspond closely to square screen are given below Size of square screen as Size of circular screen corresponding specified approximately to sq screen specified 76 inch t iach 34 inch 7/8 inch 58 inch 3/4 inch 1/2 inch 5/8 inch 38 och 1/2 inch 14 inch 5/16 inch 3:6 inch 1/4 inch NOTE –These definitions will require vers careful consideration and ording The foregoing purports to express the intention of the Committee Item 5 Considered My Afurrell s Repurt on inal use of primers uide Annex E pige 221 (I) The Committee expressed their appreciation of the prompt ness with which Mir Murreli had carried out this investigation and expressed the opinion that the use of primers was likely to be most beneficial They noted that Mr Murrell intended to construct aine ratles of cold primed surface treatment and suggested that much useful informa tion would possibly be obtained if Mr Murrell were to lay as a control check on his different speci&cations and 10 different places throughout this length a number of short lengths using the binder without primer to the heretofore accepted specification with careful records It was also decided to try out these primers on the Test Track (2) The Committee accepted Mr Murrells further suggestion (Annex D page 220), that the Congress standard nomenclature should be further extended to include definitions of many more terms now in common use in road work Mr Murtell will make suggestions accordingly for reference to the Committee by correspondence Item 6 Test Track The Committee recommended as follows (I) The Bork on the Test Track should be continued (2) The difficulties in testing on the track surface treatments which rely in practice on completion by the ironing effects of distn buted traffic are much greater than those with other specifica tions which are finished by rolling Nevertheless the tests previously made-the object of hich is to determine the relatie behaviour of different types of chips with different types of bioder-should be repeated with the following modifications (a) To start with the tests should be ruu nith one cart of each set on the bulloch cart type wheels and the other on preumatic bulloch cart tyres The bullock cart wheels • Tile Specifications pag x 2 to 23 of Ippendix I Proceedinns of the Indian Poads Congress Yol v ·202 APPENDIX I screens On mainly for marine purposes would be likely to contribute to the advance of road construction (4) Application of Bamboo strip reinforcement —The Committee did not consider this matter which would require elaborate treat ment of bamboo to render it imperious to water and free from volume changes to be worth pursuing (5) Application of prazolana molasses lime concrete to road construc tron --The Committee did not consider that time concrete in any form would furnish a suitable all purposes road surface and were not prepared to recommend any investigation Item 4 –To consider an amendment to the Standard Specification* for sizes of stones vide memorandum at Annex C page 219 - It was pointed out that the normal inethod of screening stone on road work was by inclined A grading analysis made on such reens would de considerably on personal element and the thorougliness with which the screening was carried out The Committee decided that any standardization must be based ordinary small scale sieving through a hand sieve shaken generall horizontally and that this should be clearly stated After considerable discussion the Committee further decided not to record ans recommendation regarding the correlation of the standard sizes determined by this method and the results obtained from road side screening on inclined screens (2) The Committee were unanimously of the opinion that standardı zation of stone sizes in India is essential for the purposes of definition sc that all members of the Congress would refer to and understand references to stone sizes by a standard definition In attempting however to extend this elementary requirement to a standard specification including tolerances as to maximum length and minimumn thickness difficulties at ouce arise since any specifications which would result in the rejection of aggregates at present being used and successfully used (not so much on merits as in an attempt at standardization) would be ignored and be useless Subject therefore to further examination by the Committee at its dext meeting and to tests to be carried out on samples in actual use both by the Test House and on works elsen here by local officers it was suggested that the following additions to the Congress specification be considered (a) The definition of sand should be deleted and the lower limit for & inch standard size chip be changed from é inch to * inch (6) For alt sizes not more than 20 per cent shall exceed in its greatest length it times the nominal size and no stone shall exceed in its greatest length twice the nominal size (c) No stone shall be less along its shortest dimension for a width exceeding one third of the length or width measured at right angles to the shortest dimeasion than 04 times the nominal size Tile Inges 1C a d17 Proceedi! , of the It din Roids Congress, 1 ol II ·APPENDIT I 205 ANNEX (1) A Brief role on Experimental Surfacings laid on the Great Northern Trunk Road, Madras from M 4/5 600 to AI 12/0 1 Object of the Scheme —No reliable data as to the wearing qualities, first cost and cost of maintenance being available for the improved types of road surfaces previously laid in this Presidency, these experiments were carried out locally to have a reliable and comparable data 2 Selection of Road The Great Northern Trunk Road from V 4/5 600 to J 12/0 that was selected though maintained previously at a cost of about Rs 2 200 per mile was not up to the traffic requirements of about 1400 tons per 24 hours 3 Cost and how Financed - The scheme cost Rs 2 30 500/ Half the cost was met from the share of the Government of India and half from the share of the Madras Government in the Central Road Fund Location and Particulars of surfacings —*Chart R D No 18/38 shows the particulars of the different types of surfacings laid 5 Binder interests represented - The work was divided into four sections represented by the firms supplying the binder as mentioned below and was carried out under the joint supervision of the Public Works Department and the Road Engineers of the corresponding firms Socony Cut back Section-The Standard Vacuum Oil Co Contractors -V R Ranade & Sons Ltd I 2 3 Shalimar Tar Section-Shaliniar Tar Products (1935) Ltd Contractors-The Wardle Engineering Co Ltd Burmah Shell Asphalt Section-Burmah Shell Oil Company Contractors-Achenzies Ltd Concrete Section --The Concrete Association of India Ltd Contractors-Ganoon Dunlerley and Co Ltd 4 6 Preliminary work and alignment --The metal crust and founda tions were first examined by cutting trenches across the road for half width alternately and the follow og depths of new sub grade tere decided on and provided (a) 41" depth of metal for surface dressing (6) 3* depth of metal for bituminous carpets (14 to 3 thich) and bonded concrete (thin concrete 2 to 25 thick reinforced ) (C) il" depth of metal for all the remaining cement concrete (3) to 6") surfacings lot reproduced ·206 APPENDIX 1 The 3 asphalt carpet laid over the bridge at M 107 was directly laid on the Reinforced Concrete Deck The longitudinal and cross sections were first taken to enable the surface being made up to specified gradients and levels but during execu tion this was found costly and difficult to adopt The surfacings generally folloned the existing contour finished true to a straight edge about 10 feet long along the road the rise or fall not exceediog 1/4 in 10 feet The orig nal waterbound macadam not being straight in straight Teaches and not curved in berds the alignment of the new surfacing was set out neatly and the foundations and subgrade made up as neces sary with extra metal 7 Width and nature of sub grade (a) For surface dressings 23 o" width was generally adopted the idea being that the 1 6 extra on their side of the 20 vide surface would serve to prevent the edges breaking off (6) For bituminous carpets, the subgrade was 20 feet and carpets also 20 feet wide (c) For concrete the subgrade was made 21 feet and the pavement 20 feet the extra 6 on either side serving as a base for forms The subgrade in all cases was first class granite metal waterbound macadam blinded with gravel slurry The subgrade except in places where Cement Concrete sand insulated was provided was ironed out under traffic for 4 to 6 weeks for effective consolidation 8 Camber of Subgrade and Surface Che camber of the subgrade was generally the same as the surface except where varying thickness of surfacings were required The different cambers adopted are described in *Chart R D No 18/36 and connected drawiags* 9 Particulars and Cost of Surfacings *Cliart P N No 22 1940 read with *Chart R D No 18/38 furnishes full particulars regarding (a) Location length width and area (6) Depth of subgrade (c) Type of surfacings and section (d) Date of commencement and completion (1) Materials used Actual cost per 100 sq ft with and without leads (8) Average volume and intensity of traffic per 24 hours from April to September 1938 (1) Remarks regarding the present condition and repairs carried out etc • Not reproduced

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·The two coat Tar Surface Dressings from 18/5 to 8/5 482 and For carpet Proposals are in M 11/6 hasing worn considerably are being repaired by patching the The 21" If and 2 Tar Macadams from M 66 to M 70 M 8/3 to APPENDIX I 27 Detailed Remarks IO (:) Socony Cut back Section M 4/5 600 to V 51 and !! 13 n to V 1312 The following cut backs were used (1) Liquid Asphalt No 2 (?) Socofir For surface dressing (3) Socofalt The surfacings laid from. I 4/5 600 to N 5/1 both surface dieseng and 1" Carpet os er granite metal subgrade have filed hand to relay this portion with 2 to 21" thick asphalt carpets The surfacings land from M 13/0 0 1.322. over laterite sul gra is using the above cut bach having prored total failure the reach from 13 0 to 13/2 has been handed back to District Board (11) Shalınar Tar Section 11.57 to 11 5/3, 41,64.0170 873 10 M 8/7 Left half 11 9/5 10 1015 and 11 11 4 to 11 116 The following tars were used (Heated to 250° to 270° I) Road Tar No I Tor surface dressing first Road Tar No 2 T'or surface dressing second coat Road Tar No 3 Road Tar No 3 A Tor carpets and sealing Hivis Road Tar Coal Tar Pitch Tor grouting The two coat surface dressings from M 5 to M 5/3 and 11 11/4 to pot holes and deep ruts with premised metal and sand and providing a wearing course of Hivis Tar at 22 lbs per 100 sq ft blinded sitli sana and chips The 2. Tar crete Carpet from M6 40 M 6 has been repaired with a seal coat of Tar No 3 A at 20 lbs per 100 sq ft blinded with sand M 8/5 and M 97 to M 10 I re pectively require patch repairs and materials liave been collected and repairs are in progress coat and groutig ·208 APPENDIX I M 8/6 to M 8/7. left half, have developed pot holes in wheel tracks Arrangements have been made to repair these also The Tar Pitch grout from M 9/3 to M 9/7 is not so durable as it originally appeared to be Arrangements have been made to patch repair this surface also The excess wear in Tar Carpets is due to the low attritive value of the Pallavaram stone, which does not wear in Asphalt carpets and concrete (112) Burmah Shell Asphalt Section M 5/3 to M 64 M 8/1 to M 8/3. Left half, N 9/1 to M 9/5. M 10/3 to M 10/7 165 and M 11/6 to M 12/0 The following binders were used – Mexphalte 10/20 Tor Hotmix 20/30 For Grouting Shelmac BS Tor Shelcrete Shelsheet and Shelmacadam Colas Tor Armour coat Surface Dressing and Sealing Colas Mix A Far Colastnix A Premix Spramex 80/100 For Surface Dressing and Sealing Shell Primer No I For Surface Dressing Shelmac S 110/150 For Sealing The Hotmix aspbaltic concrete from M 5/3 to M 5/4 is standing very well and is the best asphalt surface laid The costly plant required for this work makes it difficult to use this type except close to cities }" and 2" Shelcrete from M 5/4 to M1 614 Partiy due to excess of asphalt and the bad weather during execution wheel tracks and depressious had developed These have been repaired by cutting and re using the old materials adding necessary aggregates to utilise the excess asphalt The surface after repairs 15 in a fair condition Colas Armour coal from M1 9/110M 9/5 This surface though having the facility of using the emulsion in a cold state avoiding extensive plants is not as durable as the ; !" Shelsheet and costs more Repairs are being carried out to depressions and pot holes 3" Shelmacadam from M 10/3 to M 10/6 250 This is the best macadam laid, 34 Mexphalle gront and 3" Colasmı: "A' Premix over bridge and sls approaches from a 10/6 250 to M 1017 163 These carpets are standing well Spramex Surface Dressing on Primer froin M 71/6 to M 11/7 No advantage by using a primer, the surface being inferior to single coat surface dressing This surface bas been patch repaired ·M 10/7 165 to A1 11/4 Nilgiri and Shiit raglasila All concrete surfacings are standing well, except ilir rolled at No appreciable difference is seen between Nilgiri ordinary (rmert maintained by the respective contractors till the middle of November rull records of experiments are being kept in the standard particulars of traffic and other details will duly be recorded till March 1943. for comparing properly the ments of the different types and deciding APPENDIL L Spramex Surface Dressing Single coal, form 11.1171.!!11, best surface dressing laid on the road, though przystane Edging for Asphall and Tar Carpets AN 2!!" ""*: 1. been provided with suitable granite, cement". **** 11 1.1 edgings No edging is provided for Tar Cartats. 17 dome that Tar Carpets also require edging Gratit tip *. the material for edging carpets near Madras (10) Combined Shalımar Tar and Burmah Shell Aufhell ott mo M. 8/7 to 1 911 Left half The two coat fulfer 12017,fi coat with 'Tar and second coat with Spramız of Ciss, thumpho Lasten than two-coat Tar Surface Dressings, are not very fati•f34try (o) Concrete Section 17/0 to 8/1, M 8/7, 603, Split loll, and cements have been used for the pavements from M 7/2 to 7/3 330 which is wavy and Shahbad rapid hardening cement pavements The cement macadam surface from M 1/3 to 11/4 is not as unidos as the cement concrete surface hand tamped No difference is seen in behaviour between cement concreta base bonded and cement concrete sand insulated II Melal berms Metal berm, 5.0" wide generally, on either mile of surface has been provided to protect the edge of the surfacing and serve as a useful addition to the road width for occasional use Maintenance of records The works 1-7 37 and completed by about the middle of May 1938 31 3 1943 form recommended by the Indian Roads Congress 12 were commenced on The surfaces were The condition and which of them are suitable, considering their first cost and cost maintenance ·210 APPENDIX I NOTE BY MR T CAMPBELI-GRAY Summarised Notes on Experimental Seal Coats with Shalimar Tar after 9 months service. I These experimental surfaces were laid in March 1939 with the permission of the Madras Public Works Department at Mile 6 6 where the adjoining surfaces were 2" Tarcrete and 21" Tar Premix Carpet Reference to plan attached, page 212, will furnisi complete details of each experiment The cause of the unsatisfactory behaviour of the wearing course on certain tar sections, particularly those surface-dressed, having been examined constructively in detail, the purpose of the experiments was to investigate the behaviour of surfacings laid to specifications considered more likely to suit the local aggregates and existing conditions 2 The experimental stretches were 12 in number and comprised of the following (a) Premixed Sand Seal With and without spot priming Unit quantity of tar for premixing sand varied Five Experiments --'A', B', 'C, 'L', and 'M' (6) Liquid SealTar Sand and Tar Chip Sand Tno Experiments - D' and 'E' (c) Tar Mats-(Thin Tarcrele) Spot priming with varying unit quantity of tar, Grading of chips also varied Five Experiments -'F', 'G', 'H', 'I' and 'K' See page 212 for full Specifications 3. Results established at date. (1) There appears to be a marked advantage in using High Viscosity (Hivis) Tar for surfacings, over other grades (11) Spot priming with Hivis at not less than 6 lbs per 100 sq ft followed by premixed chips and sand, produces an excellent wearing course with the local aggregates wbich on Heavy and Light Traffic sides shows no wear at date (118) Specification 'F' is coosidered the most satisfactory The surface is mosaic but if a still smoother finish is required, other experiments indicate a slight increase in the upit quantity of spot priming will give this ·So far obtained will be maintained and we APPENDIX I 211 (sv) Specifications 'G*, 'H' and 'J' are also quite satisfactory at date as auglit be expected on account of their close similarity in Specification T shilst Speafication shons clearly by the surplus tar on surface and unever wear that 18 lbs tar per 100 sq ft for spot priming is too much (v) The Tar Sand Seal (Specification D) is exactly the same as given to the 2 furlongs of 2" Tarcrete and hailst satisfactory it must be borne in nund its application is limiteıl as it gives no facility to rectify unes enness in the road surface + Reasons attributed for successfuil results obtained Hivis Tar was not used for any of the wearing courses of the original surfaces because at the time these experimental surfaces were land its suitability during a Madras hot weather had not been established Since, it has been fot that even when used for a liquid seal with sand or sand and chips it has given good results The excessive wear on the second coat of the tar surface dressed sectious was undoubtedly mainly due to the chips having crushed badly and the provision of cushioning by means of mixing sand with chips as has been done in the present experiments and as recommended by the Ceneral Manager to this Compiny (Col G E Sopwiths Note* on Creat Northern Trunk Road Esperiments-- Shalimar Tar Section-of gth February 1939 ) has definitely proved advantageous It may be argued that the period the present experimental surfacings have been under traffic is insufficient to draw conclusions but it niust be recollected that the original wearing courses on the surface dressed sess tions are reported to have shown excessive wear within a short time of lasing The small areas constituting the experiments may also be consi dered insufficient to permit of reasonable judgınent being made but from the hnow ledge gained of the behaviour of the original surfacings on the Great Northern Trunk Road and from results obtained since to Speci ne believe the results recommend with confidence that a wearing course to Specification T with possible slight variations to suit local conditions will restore the surface of the tar sections and provide a lasting Bearing mat \ot reproduced ·2t2 APPENDIX 1 Experiniental Seal Coats with Shalimar Tar--Laid March 1939 Traffic allowed--I to 2 days after completion To Nellore North Per sft 3 lbs per cft 4 cft I cft G Tar Mat Spot Prime Hivis at 4 lbs to chips premixed with Hivis at 4 ibs per cft Sand premixed at 7 lbs per cft Spread at 6 cft per, sft Consolidated H Tar Mat Same as above but 10 lime filler added by vo lume J Tar Mat Spot Prime Hivis at 4 lbs per % sft to 1/16 chips premixed with Hivis at 46 lbs per cft Sand with lime filer premixed with Hivis at 7 lbs per cft Spread at 21 cft chips ruft sand and cft lime per % sft K Tar Mat Spot Prime Hivis at 18 lbs per sft to chips pre mixed with Hivis at 4 lbs per cft, and sand at 7 lbs per cft 4 cft premixed aggregate spread per % sft Consolidated L Premixed Sand Spot Prime Hivis at 4 lbs per sft Sand premixed with Hivis at 7 lbs per cft and spread at 4 cft, per sft Consolidated M Premixed Sand Spot Prime Hivis at 4 lbs per , sft Sand with 10" shell lime (by volume) pre mixed with Hivis at 7 lbs per cft and spread at 4 cft sft Consolidated Mat Tar Mat 21 feet Mat 21 feet 6 feet 4 feet 7 feet Tar Chip Mat Mat Sand 22 feet M Premixed Premixed | K Tar J Tar H Tari G Tar 12 feet Sand D Tar Sand 26 feet IO feet Sand 20 feet A Premix B Premix Premnix ed sand ( ed Sanded Sand 18 feet 14 feet F Tar Mat Spot Prime Hivis at 4 to 6 ibs per ", sſt i to chups premixed with Hivis at Sand premixed at 6 lbs chips and 2 cft sand sp read per sft Consolidat ed Finished with pre mixed sand at cft per sft E Tar Chip-Sand Hivis poured at 20 to 22 lbs per sft chips and it cft sand spread per 100 sft D Tar-Sand Hivis poured at 20 to 22 lbs per % sft Sand spread at 3 cft per , sft C Premixed Sand Sand premixed with Hivis at 3 lbs and spread at 4 cft per sft No priming Coat B Premixed Sand Sand premixed with Hivis at 7 lbs per cft and spread at 4 cft per sft A Premixed Sand Sand premixed with His is at 6 lbs per cft and spread at 4 cft per sft No priming coat per cft South Trom Madras Nole --The roller used for the above experiments was a one ton hand roller ·APPENDIY I. 213 NOTE BY COLONEL G. E SOPWITH Great Northern Trunk Road Experiments (I) Suggestions 11 1939 In a Note dated 8th February 1939, sitten after an inspection of the various experimental Road Tar Sections, I wt forth my personal views on the causes of partial failure of certain sections and the action which I considered would correct them The three methods I adı ocated were – (a, Sand and chips (instead of chips only) (6) Liquid Seal with sand blinding (c) Pre mixed sand mat The last named I wished done on a very small scale as an experiment pure and simple It was not successful since it rolled up under traffic I am not satisfied that a modified specification for this type of work would not be successful but in view of results, the Great Northern Trunk Road in present circumstances is not the place on which to continue experiments The other two suggestions, however, came very much into practical consideration The idea of chips and sand was to create cushioning as a guard against the obvious attrition and abrasion that was going on I expressed my opinion that, since attrition and abrasion appeared to be the greatest evils, the best solution of all was the application of a liquid seal with sand blinding to protect completely the surface of stone and chips fron direct contact with the iron tyres of bulloch carts The objection made to this was that some of the surfaces were not then even-ridiog and that sand alone would not level them up 1, therefore, advised a trial with both methods and was under the impression that it was agreed that, after visual examination of results for a month or two, the whole of those portions of the road surface which were showing stone or chip wear, would have a chip and sand or a liquid seal and sand treatment, as results of experiments might determine, applied and that any further surfaces, that might later on show wear of this type, would be similarly treated On inspecting the road in March 1940, I found however, that, though the experiments as suggested were carried out in March 1939 over a total length of 60 feet on one half and of 121 feet on the other half (tide page 212), dothing beyond patch repairs had been done to the section surfaces as a whole It is definitely unfortunate that I misunderstood the inteution, as I expected, n hen re-visiting the road, to find the whole surface treated, whereas naturalis much deterioration has also occurred in lesser or greater degree on certain otlier sections making the problem of overcoming the defects now more dificult and more expenske ·212 APPENDIX ) Experimental Seal Coats with Shalimar Tar-I ad March 1939 Traffic allowed-1 to 2 days after completion per cft G Tar Mat Spot Prime Hivis at 4 lbs pet sft to chips premixed with Hivis at 4 Ibs per cft Sand premixed at 7 lbs per cft Spread at 6 cft persft Consolidated H Tar Mat Same as above but 10% lime fillet added by to lume J Tar Mat Spot Prime Hivis at 4 lbs per sft 4 to 1/16 chips premixed with Hivis at 40 lbs per cft Sand with lime filler premixed with Hivis at 7 lbs per cft Spread at 24 cft clips rf cft sand and cft lime per sft K Tar Mat Spot Prime Hivis at 18 lbs per "sft to chips pre inixed with Hivis at 4 lbs per cft and sand at 7 lbs per cft 4 cft premixed aggregate spread per sft Consolidated L Premixed Sand Spot Prime Hivis at 4 lbs per sft Sand premixed with Huvis at 7 lbs per cft and spread at 4 cft per sft Consolidated M Premixed Sand Spot Prime Hivis at 4 lbs per", sft Sand with 10% shell lime (by volume) pre mixed with Hivis at 7 lbs per cft and spread at 4 cft sft Consolidated To Nellore North F 4 feet 7 feet Mat Mat Tar Mat 2r feet Mat 21 feet 6 feet Sand | E Tar Chip 22 feet M Premixed L Premixed K Tar J Tar H Tar G Tar Mat 12 feet Sand Tar Sand 26 feet zo feet Sand 20 feet A Premix B Premix C Premix ed sand /ed Sanded Sand 18 feet 14 feet Tar Mat Spot Prime Hivis at 4 to 6 lbs per sft to chups premixed with Hivis at 3 lbs Sand premixed at 6 lbs 4 cft chips and 2 cft sand sp read per sft Consolidat ed Finished with pre m xed sand at cít per sft E Tar Chip Sand Hivis poured at 20 to 22 lbs per sft i) cft chips and is oft sand spread per 100 sft D Tar-Sand Hivis poured at 20 to 22 Ibs pero sft Sand spread at 3 cft per sft C Premixed Saud Sand premixed with Hivis at 3 lbs and spread at 4 cft per %, sft No priming Coat B Premixed Sand Sand premixed with Hivis at 7 lbs per cft and spread at 4 cft per sft A Premixed Sand Sand premixed with His is at 6 lbs per cft and spread at 4 cft per % sft No priming coat per cft South From Madras Note -The roller used for the above experiments was a one ton hand roller ·APPENDIX I 213 NOTE BY COLONEL GF SOPWITH Great Northern Trunk Road Experiments (1) Suggestions th: 1939 In a Note dated 8th February 1939 written after an inspection of the sarious experimental Road Tar Sections I set forth nis personal views on the causes of partial failure of certain sections and the action which I considered would correct them The three methods I adı ocated were - (a, Sand and chips (instead of chips only) (6) Liquid Seal with sand blinding (c) Pre mixed sand mat I The last named I wished done on a very small scale as an experiment pure and simple It was not successful since it rolled up under traffic am not satisfied that a modified specification for this type of work would not be successful but in view of results the Great Northern Trunk Road in present circumstances is not the place on which to continue experiments The other two suggestions however came very much into practical consideration The idea of chips and sand was to create cushioning as a guard against the obvious attrition and abrasion that was going on I expressed my opinion that since attrition and abrasion appeared to be the greatest evils the best solution of all was the application of a liquid seal with sand blinding to protect completely the surface of stone and chips fronı direct contact with the iron tyres of bullock carts The objection made to this was that some of the surfaces were not then even riding and that sand alone would not level them up I therefore advised a trial with both methods and was under the impression that it was agreed that after visual examination of results for 1 month or two the whole of those portions of the road surface which were slowing stone or chip wear would have a chup and sand or a liquid seal and sand treatment as results of experiments tight deter mine applied and that any further surfaces that might later on show wear of this type would be similarly treated On inspecting the road in March 1940 I found bowever that though the experiments as suggested were carried out in March 1939 over a total length of 60 feet on one half and of 121 feet on the other half (urde page 212) nothing beyond patch repairs had been done to the section surfaces as a whole It is definitely unfortunate that I misunderstood the intention as I expected when re visiting the road to find the whole surface treated whereas naturally much deterioration bas also occurred in lesser or greater degree on certain other sections making the problem of overcoming the defects now more difficult and more expensite ·214 APPENDIX I (2) Cartses of parlial failure Before discussing remedies I should like to give my views on cuses They must necessarily be to soine extent hypothetical as certain data are indefinite (1) As regards surface treatment, the climatic conditions at the time tvere abnormal and very wet I understand that the time factor was regarded as pressing but this is no excuse for us if we allowed such work to proceed before the road was thoroughly dried out If this was a fact, sufficient penetration would not take place, the first coat instead of binding the crust into a solid mass would form httle niore than a film on the surface and the waterbound metal below would, under the heavy traffic, almost certainly be free to move and to disintegrate and lose mechanical interlock The surface would then break, dust get in and serious rutting occur Such rutting certainly occurred in mile 5 and the suggestion here given may be the explanation Be that as it may, it was visually obvious in February 1939 that the chips of the second coat and many of those of the first coat in the traffic lanes had crushed into sand, in other words, the chips needed support and protection against this tendency (11) As regards carpets I am of opinion that the specifications should have been modified I am not using this as an excuse but as one probable reason for any partial failure that has occurred and solely in order to clarify the position and so to see the best way to effect remedies When the draft specifications were made out, I understood wrongly as it turned out that the stone was of excellent quality and not brittle or unduly subject to abrasion or attrition Had I fully realised its real characteristics, I should have included filler in the premixing of the main body, sand with chips for the topping and a liquid seal with sand for the finnt surface treatinent But more serious than that is the probability that wrong tem peratures were at times worked to and that the mixing was not as scientific as it might have been Improvised apparatus instead of mechanical mixer was used and this led to a want of uniformity in batches of mix I am informed that on one occasion at least, the contractor sas not only heating the aggregate before beating the Tar, but pouring the Tar in cold on to the feated aggregate and then heating for 20 mioutes or more to get a thorough coating As this occurred with Iugh viscosity Tar, the result could not be satisfactory, and if it occurred often, it would account for many unsatisfactory signs wluch I found in disintegrated portions and 11 sections cut out of the road This seems to indicate that mechanical mixers are very desirable for large works of this type (3) Remedies Turtung to remedies for the existing state of affairs, the difficulties llave, as already stated, been greatly increased by large scale action not having been done before the last monsoon ·APPLNDI I 215 It is 10 aviom both witli surface treatment and carpets that inie diate action when rupair to elen the smullest area is visunlly necessary should be taketi rulure to do this certunly as far as thin carpets are concerned may lead to fairly rapid deterioration and even eventually to breaking up and the loss of the whole ini estment Ruts and pot holes are the first items to deal suth and these I found were being repaired correctly with premuned clups ind sand Thus having been done there remains the general surface itself Mr Campbell Gray advocates a spot prime coat with pre mixed chips and sand (Specification F de his note) I agree after inspection that the result has proved satisfactory after 12 months wear (it was laid in Varch 1939) but I noticed that the chups were definitely if slightis abrading and am sure that to get a lasturig result a liquid seal sath sand should also be applied This is oblously expensive I thiuk hon ever 1 such experiments that what is required is a solution for the future regardless of comparative costs If a solution is found it is easy to calculate what the cost would be were the work to be carried out de novo to a specification which would incorporate the methods proved successful and the cost of which would obviously be considerably less than that of a carpet completed to 1 spectfication faulty in the local conditions prevailing plus what amounts to an additional thin carpet If the surface of the road after filling the ruts and pot holes is sufficiently even then I consider that a liquid seal with sand blinding should be applied over the whole surface one fortnight after completion of the patch repirs and I believe that to be the solution If the surface is not sufficiently even then there appears no alternative to applying sand and chips to eren up and subsequently a liquid seal with sand That I believe to be the solution and I shall be surprised if any further treatment is necessary before the end of the period of observation in March 1943 I would however emphasize that I consider that whates er is done should be done now to prevent further deterioration (4) Grade of Tar for final surfacing A point of great importance is the grade of Tar to be used Mr Campbell Gray is in favour of Hilis for surface treatment in the climatic conditions of Madras I do not feel so confident as its composition lends itself to the possible et entual deve lopment of brittleness of in direct contact with the air and I personally advise Road Tar No 3 A Whether of chips and sand are used His could be confidently used with safety assumiog it not to be covered by a liquid seat I sliould like Mr Fielder to give bus opinion on (For tbe stope used on the Great Northern Trunk Road I bare in these Notes given my definite view that a liquid seal should be gren and it should be with Road Tan NO 3 A) ·216 APPENDIX I (5) Points in Annex A, page 205, placed before the Commillee ----There are one or two points which I wish to refer to On page 207, Coal Tar Pitch is named as the material for Grouting The inaterial is actually Pitch plus Tar This is of importance, as some engineer through misunderstanding, might order Pitch alone and endeavour to carry out work with it with disastrous results both for him and the manufacturer (This has actually occurred in the past on several occasions, because the Indian Stores Department, until I got them to alter the wording, used to put down in their contracts "Coal Tar Pitch for roads") At the bottom of page 208, it is stated that "Tar Carpets also require edging This is a fact but personally I am against stone sets, concrete or brick edging as it is very difficult to ensure that the top of the edging will always be at the level of or below the surface of the edge of the carpet If it is not, water will collect and, if it does not do great harm, it certainly is not an advantage If there is sound ground on which to bottom it. I prefer for Tar Carpets, a buttressed shoulder, with an outer slope of 45° which is intimately incorporated with the mass of the carpet itself and lucli from long experience I know to be completely satisfactory (6) General remarks –In conclusion, I should like to say that this Note has been written in an honest endeavour to find causes and remedies lo my opinion, there have beer mistakes 10 speci fications and in methods and no effort to conceal them, as thus Note proves, has been made Without the most intensive thought on every aspect, it is impossible to produce not only the remedies for present application but a specification which will not require sucli remedies for, failures, coniplete or partial, are due in 99 cases out of 100 to fault in methods of construction or application and not to the material itself Each one of the specifications used on the Great Northern Trunk Road have proved successful elsewhere and clearly, modification of the specifications to suit local material and climatic conditions is all that is necessary to ensure equal success in Madras Sections of the carpets and other samples are being obtained from Madras for Mr Fielder to examine and analyse If they arrive in time, Mr Tielder will no doubt be able to give the Sub Committee more scienti. fic views than mide on causes ·APPENDIX I. 217 ANNEX (I) B. Notes by Dr AN Choudhary on a paper* read by Mfr Dalla regarding "Village Cement" and "High Silica Cement" at the Sıxlh meeling of the Indian Roads Congress Bombay, 1939 Two kinds of cements are described in Mr. Datta's paper One of these he calls "Village Cement' and the other he calls "High Silica Portland Cement". My comments on these two cements are given below Village Cement The method of inanufacturing "Village Cement", as described by Mr Datta is not a new one This method was used in England by General Sir C Pasley for manufacturing a hydraulic cement from the blue alluvial clay from the river Medway near Chatham In India, a cheap cement was sought to be manufactured for use in connection with the construction of the Lloyd Barrage by a similar process but was found to be unsatisfactory A cement similarly manufactured and designated "Thistle Brand cement came into the Indian market some years ago, this cement was brown in colour and was for all practical purposes an artificial hydraulic lime having similar physical properties The chief drawback of burning such a cement at any required site would be the unknown characteristics of the clay and the quality of thic lime that would be locally available Moreover, manufacture would have to be carried out under crude and uncontrolled conditions with the assistance of inexperienced staff The result will be the production of cements which will be so un entform 10 quality as to be thoroughly unreliable for use in any engineering work In this connection it has to be remembered that the Cao and the Mgo contents of different limes vary widely and that there is an optinum temperature for brushing each clay in order to develop its best puzzolanic properties, when mixed with lime As much care, skill and teclinical work would be necessary to produce a reliable cement of the hand described above as in the case of ordinary Portland cement Such cement cinnot, therefore, be produced cheaply in competition with Portland cement, where the latter is readily available at a reasonable cost No useful purpose will be served by undertaking laboratory researchies to determine the physical properties of' Village Cement', wluch are brown to depend on the chemical characteristics of the ingredients used and the temperature of burning, so long as Portland cement is readily available at a reasonable cost High Sillea Cement From the description ghen by Mr Datta it appears that the "High Silica Cement" is nothing more or less than a Puzzolanic cement, whose characteristics have already been studied l'ide Proceedings of the Indian Roads Congress Vol II pages 1 (e) to 28 (e).

·218 APPENDIX I The important point about a puzzolanic cement is that, as stated by Mr Datta, the puzzolana in the cement combines with the free hy drated lime set free by the cement during setting, and forms a linie puzzolana compound its chief value lies in the fact that it has increased resistance Such a to attacks by chemical agencies and in particular by sea water cement is, therefore, more suitable for use 11 marine work than an ordinary Portland cement The various test results quoted by Mr Datta at the bottom of page 5 (c) of his paper should not ordinarily be comparable, as the tests described by Scott and Granville were obviously carried out in a colder country Moreover, such tests are usually carried out in a laboratory on mortars of dry consistencies, in which case unchanged or increased tensile strength may be obtained by substituting Portland cement by Puzzolana in small amounts The effect of such substitution of Portland cement by Puzzolana in small amounts on plastic mortars or coucretes as ordinarily used in engineering works is to decrease the strength at the early ages though the ultimate strength inay be higher Such a cement is, therefore unsuitable for use in making roads where a cement of the rapid hardening variety is required The name High Silica Cement is a misnomer The figures for silica contents of cement of this type, as shown in the last two columns of the table on page 5 (c) of Mr Datta's Paper, are misleading in that they include both soluble and it soluble silica, the former of which only takes an active part in combining with liberated liydrate of lime during the setting of a puzzolanic cement As a matter of fact, it is belteved that the activity of the puzzolana is due not only to its combination with what is known to analytical chemists as "soluble sılıca" but to the presence of alumina and also possible alkalies Although the total silica content of a puzzolanic cement is necessarily higher than that of an ordinary Portlaud cement, only a portion of this silica and other constituents of the puzzolana take an active part in giving it its characteristic qualities It is therefore, desirable to designate this material by its generally accepted name of Puzzoladic cement rather than "High Silica Cement the name given to it by Mr Datta We may, perhaps, in this country call this cement 'Surki cement' but I am not in favour of any change in the nomenclature to avoid confusion ·APPCYDIT I 219 ANNET (I) C It has been poivted out by Mr A Lakshminarayana R10 that a literal interpretation of the Standard Specifications for the sizes of broken stones as laid down by the Indian Roads Congress (l'ide page 377 Proceedings of the Indian Roads Congress Volume II) allors long stones being supplied by contractors and these cannot be rejected if they pass the appropriate square meshes He suggests that a proviso be added to the specifications that the stones used should be fairly cubical 18 size (2) In this connection a typical specification for gauges of broken stone may be quoted from the British Standırd Specification- 3 inch Gauge Broken Slone Broken stone specified as 3 inch gauge shall all pass through a 3 inch ring and shall consist of the following sizes expressed as percentages by weight Not more than 15 per cent passing through a 24 och ring in every direction Not less than 65 per cent over 24 inches and not exceeding 4 inches in greatest length by measurement Not more than 20 per cent over 4 inches in greatest length by measurement (3) The Technical Sub Committee when recommending the present Indian Roads Congress Specifications did consider the British Standard Specifications but thought that they were complicated by tolerances and not suitable for India bere stone was mainly hand broken and because in actual practice square mesh sieves were used for grading stones (4) It however appears as pointed out by Mr Rao that there is no check in the existing specifications to prevent long stones being supplied where fairly cubical ones are intended and therefore it is suggested that the following proviso be added under the said table in Volume II - Provided that (a) in the standard gauges of 2) 2 and it inches not more than 20 per cent of any sample shall exceed to its greatest length the standard size plus one inch apd (b) in the standard sizes 1 and 1 inch not more than 20 per cent of any sample shall exceed in its greatest length the standard size plus inch The Committee might consider bether this is lepiept too kerere Of ·220 APPENDIX I ANNEX (I) D Copy of letter No 3236 XLV M 57(1), dated Muzaffarpur, the 1st April 1940, from W L Murrell, Esquire, ISE, Superintending Engineer, North Bihar Circle, to the Secretary, Indian Roads Congress, New Delhi I have the honour to suggest that M E Lloyd, Esquire of Messrs Standard Vacuum Oil Company, of No 6, Church Lane Calcutta be co opted for any meeting of the Technical Sub Committee held for the dis cussion of bituminous work Mr Lloyd is really filling the place of Mr CDN Meares, a member of last year's Technical Sub Committee Both Mr Lloyd and Mr Shannon of Messrs Burmah Shell, assisted me in the primer experiments on which I submitted my report recently (Vide Annex E page 221) 2 I would like also to suggest that the Technical Sub Committee should draw up a glossary of terms for the guidance of members of the Indian Roads Congress € 8 - "Priming (cold)' -Treatment of a waterbound road, whether metalled gravelled, or stabilised earth, with thin binder, generally cold so that absorption is generally complete within 24 hours The object is to penetrate the finer materials and make them hold the larger more securely. The use of sand or other fine blotter exceptional rather than the rule Preparatory to other treatment • Tack coat' -A thin film of binder spread over a bituminous, portland cement or other higher type surface with a view to providing surface adhesion for immediate further treatment Penetration is not a function of the tack coat There are a good many people still ignorant of the real meaning of cut back, road oil, fluxing and cutting back oils cleaning oils binder, blinder, primer, body coat, flush seal surface treatment, premix, drag brooming, drag spreading, subgrade and so on Such a glossary is a logical necessity in any policy of standard isation ·was absent on war duty, and as the Standard Vacuuin (1UAY *** Technical Sub Committee collaborated also with Mr HU 1.Vyd 11. Mr Lloyd and Mr Shannon both attended tl. 211 Osving to being very busy in North Bihar, I could not you Cha but most fortunately there liappened to be an test 11 The portions of the Muzaffarpur District Roaril ons from Muzaffarpur to Sitamarhi were metalled as a Road Desclopinent Work The metal was of Pahur stone to Indian Roads Congress 8170 of all After dry rolling the metal was blinded with a 50 50 mixture of Tantly fine sand and Gorpa Mooram the latter itself a mixture of weak all mez! A: "F3. (1) SWALL NA TRIALS OF COLD AND $PA ITXIY 15,1), Extract." It was thought that for deity re*! 2%!-up. District Board roads a cold y?"" that it would, in all cases, hase u. 2477 it, application of the main paint dat is. MIT Murrell to get trials made in China ! are supplied through dlessts Shanno. 2:! Svim, sorrer to the Technical Sub Committee Report As Mr Meares who has always been a strong adual 497 Company and afforded the utmost assistance Nagpur within a mle or so of my headquarters on which to make trials consolidated to a depth of 41" on brick soling a gneiss Sery tough and hard, with no cementitious properties Chips could therefore not be used solely for finishing "Y Pakur stone is evidently gravel and clay The work was done in the monsoon of 1939 using a 10 ton steam road roller Almost as soon as the dry leather started, the surface began to loosen and the metal began to get thrown off the road though the traffic was by no means heavy Not only would the loss of the oth be serious, but the metal cost Rs 43 per 100 cubic feet and it must not be lost So far, the District Board have been minimising the disruption of the waterbound by spreadsug. etery, few weeks, *" to !" of soil (North Cangetic silt) oser the waterbound metalled surface The metal is so ·222 APPENDIX I loose that one can move many pieces slightly between thumb and forefinger By pushing pieces of metal from above with a small screw driver, first on one end and then on the other, one can make most of the metal see-saw or rock In the tests described, this is called the rocking test' This road, therefore, is quite a good example of road which is scarcely suitable for a direct surface treatment of hot tar or bitumen, and stone chips A great thing about this investigation is that the results, if any can be arrived at should be of considerable interest to any engineer looking for an earth stabiliser for kutcha roads, aerodromes, etc A stabiliser of this type would have considerable recuperative properties compared with rigid stabilisers like cement The whole series of 13 tests has been described on the chart attached to this report, page 225 Except where otherwise stated, the observations are my own Babu Gauri Shanker Rana, Overseer of the Muzaffarpur District Board gave much assistance with the work and with later observations We are looking for a preparation that will sink into the waterbound surface within 24 hours or so, so that no blotting with sand or other fine material will have to be done-to any extent-before the main work of surface treatment with chips, carpetting, or other work can be proceeded with The primer must also be such that absorption of it must make the waterbound material below much tougher and more resistant to disturbance or disruption by traffic A little of the primer should remain on the upper surfaces of the pieces of metal to act as a tack coat The prices at which Shell Experimental Cold Primer, and Shalimar Tar Primers Nos 1 and 2 could be put on the market are not yet known In no case do the firm interested divulge the recipe for any of the primers This is an unsatisfactory condition of affairs as engineers can scarcely be expected to place orders unless they are enabled to give a definite specification so that they may, if necessary, check deliveries against contract specification General Observations as a Result of the Experiments. (1) Covering capacity :-The rate of application was chosen arbitrarily Most of the application was done from a Lerasıne tin with the top half of one side perforated the opposite side having a handle Complete spreading was effected with brooms It seems certain that, for the thinner primers, Shell Experimental Cold Primer, Liquid Asphalt No 2, and Socofix Primer, Tar Primer No 1, and perhaps Shell Primer No 2 and Tar Prinier No 2, could be put on at between 15 to 20 lbs per 100 sq ft The lower limit is possible if moistening the dry road be done, also if the earth blinder is not swept out from betneen the pieces of road metal too thoroughly when cleaning (not more ·APPENDIX 1 223 than what is enough to prevent the primer running off the waterbound surface oning to camber) Voistening the surface first as in G, I, and I, seemed to have no effect on the ultimate absorption and strength except in the case of the tar I., and even in this case the deleterious effect is very slight, if it does actually exist (2) Blolting or sandıng resorted to on account of delayed absorption This was done only in the case of Liquid Asphalt No 2, tests Gand H Subsequent observations show that Liquid Asphalt is too long in being absorbed to fulfil one of the main qualifications of a good primer (3) Absorption Quich and satisfactory results followed with Shell Experimental Cold Primer even with heavy applications, also with Socofix Primer and Tar Primer No I In this connection, however, it may be pointed out that the parti cular binder used, sand and mooram in this case --will probably have a good deal of influence There had been rain a day or two before the experiment and it may be that the clay in the mooram had not fully dried out Further experiments are really required where chips or fines only are added during wet rolling as in Chota Nagpur Public Works Department if it is decided to gne up No 1 Hot Road far and Sand Priming as has been in force there for a good many years The substitution of 15 to 20 lbs of cold primer for 28 32 lbs of No I Road Tar may lead to saving 10 material costs also the cost of heating and maintenance of boilers (4) The general appearance of the surface --The dislodging of stones by traffic is a sign of lack of requisite toughness of the primed surface This was noticed only in sections A and B It almost seemed that the crude kerosine or whatever cut back oil was used was acting as a lubricant like water rather than as a viscous hindrance to disruption like bitumen This is showu also in the rocking test and by the depth to which the prinner crept along the surface of the metal-more than it penetrated the sand clay blinder It is also shown in the lack of stickiness of the surface materials This is a great pity as this is a good quick primer (5) Rocking test - This is of course 1 very approximate criterion and one might easily be 10 out in a comparative test Except for A and B, it gives fairly uniform results CD and I give the best results Evidently quick absorption and a good tough surface are not quite compatible ·224 APPENDIX I (6) Penetration - This also is a very approximaate quantity as observed In one and the same surface the depth of penetration varies from, say, I/4 to 1/2 inch It depends on the grouping of the metal and sand clay binder on whether the primer lodged for a long or a short time and on the depth of primer Observations were taken half way between the crown and the edge and what was evidently the average depth over 30 to 50 square inches was taken (7) Depth to which primer crept along the surface of the metal, even below the level to which the sand clay was penetrated This is taken as a measure of the wetting power of the primer on stone with such a smooth surface as thus Pakur metal presents It will be seen that the low grade kerosine or other cut back used in A, B and to a less extent in E and F and in I and J. gives the primer high penetrating power, though whether it takes a proper share of bitumen with it to effective depths below the surface remains uncertain Evidently not much was taken to a good depth in the case of A and B, atleast The cut back oil in the tar primer, however, does not seem to act in this way Two pieces of road metal from each section to slow this creeping or wetting action, are kept with the records (8) Smell -The low grade kerosine in the cut back primer, and the diesel or similar oil in the other primers using it as a Aux are typical Both the Bitumen Companies are apparently using the same fluxing oil (9) The stickiness of the tar sections is easily superior to the others, but it is really not all necessary Any of the other surfaces could receive further treatment without a tack coat Final Conclusion The work has been very successful For this particular type of waterbound surface it can be said, even with such small areas under observation, that Socofix Primer, Shell Experimental Cold Primer, and Shalimar Tar Primer No. I are all reasonably effective primers Shell Primer No 2 and Shalimar Tar Primer No 2 are possible if traffic requirements allow of delay, and if the use of sand for blotting purposes is not objected to I would like to see Liquid Asphalt No 2 on a waterbound surface with different blinders

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·ArTCYDIS I 225 (a) ANE () r Afinules of a meeting held at the Goterament Test House Alpore on the 16th January 1940 Present Mr E T G Gilmore Indian Stores Department 2 sir AN Sen Gupta Superintendent (oi crnment Test House 3 Dr A Cliow dhary Physicist Government Test llouse Colonel Gr. Sopwith Co Messrs Turner Morrison and Co Ltd 5 Mr Ian A T Shannon Burmah Shell Company Calcutta 6 Mr J A Stein Special Officer Road I und II orhs Calcutta 7 Mr KG Mitchell Consulting Engineer to the Governmeot of India (Roads) It was decided that the work on the track should now proceed 15 follows (1) Loosen old surface between tracks spread metal to the original depth as before and consolidate (2) Consolidate over the ruts before the paint cont is applied with 6 inch iron tread wheels of about 3 feet diameter fitted to an under carriage under tro of the existing to ving carts the wheels being so staggered as to sweep out a track of approximately 10 inches each The cart to be loaded to 6 000 pounds giving an intensity of pressure on the wheels of 500 pounds per toch width (3) Apply paint coats as before but using chips only in the strips which will come under test apply say 18 inch wide over earh strip Blind the rest of the paint coat with sand and brush off surplus sand and after a few days (4) Surface up the chips and paint coat with 6 inch rron tread rollers as before starting with lighter load and gradually increasing to 500 pounds per inch width the carts are to be towed straight without any side throws NB-In both cases (2) and (4) in using the 6 inch rron tread wheels (5) Provide for use if possible on undercarriage 6 och rubber tyred wheels for finals surfacing up of the trachs to be tested In this case it will probably be necessary to provide a little side throw (6) if it is possible in time re arrange the gearing so as to lengthen the pitch of the side throw of the carts to about 40 feet (7) Chamfer the tyres on the test carts at the edges inch by inch and round the edges also ·226 APPENDIX I ANNEX III Proceedings of an informal meeting of the Members of the Technical Sub Committee of the Council of the Indian Roads Congress present 111 Calcutta, held at ihe Test Track on Saturday the 8th June, 1940 The Committee carefully examined the general condition of the Track which was promising of more definite results and information than was obtained from the previous tests A number of samples of the surface dressing were cut out in the presence of the Committee for subsequent extraction and sieve analysis of the mineral content The Committee further noted that (1) the latest detailed report on all sections would shortly be ready for their information, (2) the rainfall had been negligible throughout most of the tests up to the sixth instant when there had been a heavy shower From the beginning of the month the rubber tyres had been taken off of the test carts on both tracks and iron tyres substi. tuted with loading of 500 pounds per inch width On or about the fourth instant, the load on tbe test carts had further been increased from 500 to 750 pounds per inch width and movement of the surface dressing and the formation of cracks in it had commenced With the exception of the Delht stone, the waterbound macadam appeared, from the places where the samples of surface dressing bad been cut, to be sound and not moving. (3) owing to this cracking in the surface dressing water had penetrated after the rain on the sixth and the macadam below was definitely wet Where primers had not been used this appeared, at least wit the bitumens to have somewhat broken the bond or adhesion between the main body of the stone macadam course and the surface dressing-thus probably accentuating the tendency to movement in the surface dressing The bond in the primed sections appeared to be better, but this was cancelled by the apparent shortage of binder, (4) in the case of Delhi stone, tlie waterbound macadam had failed completely in several places This was attrbuted to (a) the use, osing to shortage of full size stone at site of 20 per cent of 1 inch and 80 per cent of inch stone instead of the standard of 75 and 25 per cent respectively, (6) excessive rolling of the waterbound macadam resulting in the rounding of the stones, and possibly (c) the use of excess amount of hoggın (although large proporti of the finer material appea to be one crushings) ·APPENDIX I 227 Unprimed Sechons (5) Subject to the analysis of the samples cut out, it appeared that there was so far little to choose in the beliaviour of the different binders with Pathankot and Jhansı stones In both cases, there was an appearance of considerable dust from the crushing of the chips but no signs on opening up the surface of the binder having been overloaded with the resulting filler the surface dressing showed surface cracks and, in some, a slight local sloughing off of thin films of binder overloaded tvith filler Movement of the surface dressing appeared to be more marked with bitumens that with tar, (6) In the case of the Pakur (Bengal) stone the chip being very hard and tough and not easily crushed the surface still presented in the main an open appearance and it appeared that for the binder used the chup was excessively large or excessive in quantity In both cases, Primed Sections (7) The appearance of the sections which had been primed was defi mitely inferior to those which had not been primed and showed general siges of failure This was attributed not to any defective qualities in the primers but to the fact that where primers had been used the quantity of binder in the surface dressing had been considerably reduced, and the tentative conclusion of the Committee was that, as far as the Test Track showed the use of a primer did not enable the quantity of binder to be reduced to any great extent General (8) On the outer track the width swept out by each wheel svas considerably less (71 inches) than on the ioner (15 inches) The outer track had not been tested for an equivalent number of revolutions to give the same amount of sear per superficial area as had the inner and its appearance was generally better 2 The Committee decided to continue the tests on both tracks but to replace the iron tyres by rubber tyres on one cart on each trich loaded to about 6 000 pounds giving a wheel load of 3 000 pounds or about if tons hich is less than that of an ordinary 25 seater bus 3 The Committee decided that after completion of this set of tests, a further similar set of tests should be carried out after the monsoon on surface dressiogs as before bit (1) it no longer appeared to be necessary to use each different kind of chip with its owu stone in the macadam and that the aearest available stone namely Palur should be used for the whole perimeter, the top or macadam coat being relaid after stripping the existing one, to the full midth and thout camber, ·228 APPENDIX I (2) in view of the slight difference between the behaviour of different binders it would suffice to test only two types of chips represen tative of the bard and tough and the brittle that is to say the Pakur stone and the Jhansi stone (3) one trach would be primed and the other upprimed the quantı ties of primer and binder being determined as before upon the advice of the suppliers after the completion of the existing tests This would give longer lengths for test than before Nole ---Aſr Mitchell wishes to reserve two short lengths of track of about 25 feet each partly on curve and partly on straight for certain special tests which he proposes to specify (A plan of the track showing these and allocating the remainder to the different tests will be prepared and circulated in due course) The tests to be commenced in October and run continually to deg. truction with one rubber tysed and one irop tyred cart on each set Nole - In view of the lighter tractive effort which is required than was estimated it would be possible and probably desirable to add a third cart and to use a train of tsvo trou tyred and one rubber tyred on each track The loading of the rubber tyred cart is less than actual loading of a normal 25 seater bus or an equivalent lorry and this proportion would be nearer actual road conditions Addendum The Track tas taspected by Messrs Mitchell and Stein on the after noon of Vonday the Joth June when one of the carts on each track had been fitted with rubber tyres loaded to 3 000 pounds each and had been run for a relatively small number of turns The effect of the rainfall of the previous week hnd disappeared and this combined with the effect of the rubber tyre had castly improved the sections and gave the impression that they sould last very much longer than appeared to be probable on Saturday It may not codeed be possible to complete this series of tests to destruction before the monsoon and they may therefore have to be hept for completion of the test thereafter The Members of the Committee present in Calcutta will doubtless visit the track from time to time and form their own impressions ·APPENDIX I 229 ANNEX IV Proceedings of the meeting of the Technical Sub Committee of the Indian Roads Congress held in the office of the Director of Industrial Research Bureau Alipore, Calcutla on the 30th September 1940 al 12 noon I The Committee first inspected the Test Track Majherat and examined the condition of the tracks which had been tested practically to complete failure The top coat in the outer track for a width of one foot was removed in section 7 where Pathankot metal had been used Alexphalte section No material subsidence of the intermediate metal coat was observed In section 15 where a simular examination was made the Delhi stone had been driven into the intermediate coat and no line of cleavage was apparent The whole was stripped to the brich soling which was found to be in perfect condition The Committee then adjourned to II-B Judges Court Road and sat from It a m to i pm and from 2 30 p mn to 6.00 pm The minutes of the discussions are - The Minutes of the previous meeting on the rith April 1940 (Annex II page 199) and of the informal meeting of certain members on the 8th June 1940 (Aages III page 226) sere confirmed 2 The Committee were of the opinion that the foundation of the Test Track is sound and that no further apprehensions need be entertained on this score They desired however that the top coat be stripped in two or three more places and that where the intermediate coat is found to be depressed or damaged the latter should be stripped to the brick soling This would set the matter beyond doubt (This was subsequently done in two more places in section 3 tbe soling was found to be perfect In section 20 the intermediate coat was practically perfect the maximum depression measured being 3/8 inch) 3 The Committee considered the suggestions made by Mr Dunbar that 1 tell tale layer of paper or light hessian should be inserted in future tests between the intermediate and top coats felt that any layer sufficiently strong to survive sufficiently well to give ans indication would be liable to impede the bond between the two coats As a trial two or three strips of tarred hessian should be laid from side to side of the track in different places for subsequent examination 4 The Committee considered and accepted principle Mr Murrell s suggestion that the results of the tests should be plotted to scale of numbers of non trips giving for any particular stone or binder or primer a series of points the majority of hich could be expected to fall within a definable area the centre of which would giie a general relatke evaluation Dr Chowdhary agreed to draw up the necessary charts for future tests At the same time the Comsuttee agreed that basty con clusions should be avoided It was 10 ·230 APPENDIX I 5 Upon the completion of the present set of tests in a few days it may be possible to find some correlation between the rate of wear of the 71 inch and 15 inch wide test strips This if possible may throw light on the correlation between future tests on the 15 inch strips and the total tonnage of traffic on a to-foot road The Committee decided that it would be desirable if possible to exhibit future results in terms of the approximate equivalent tonnage per 24 hours plus the unit weight of carts 6 The Committee having read Dr Chondhary s very informative report* for the period 6 7 40 to 3 9 40 remarked (a) that in future copies of these periodic reports should be supplied by the Congress office to the members of the Com mittee as soon as possible after receipt (b) that with reference to the failure of the Delhi stone test lengths (sub paragraph (1) under tentative conclusions ) the Committee wished to add after smaller sized the words and partly rounded (worn) (c) that the results so far obtained reveal qualitatively and in the climate of Calcutta no difference in the behaviour of different stones with different binders 7 Future Tests –These should be continued for one trial more on surface treatment as follows — (a) Both tracks should be swept to identical sidths on the long 48 foot wave (b) As before the specifications will be laid for the test strips only with margin the remainder being merely sealed (c) The test strips to be surfaced up by preliminary ruoning of the rubber ty red and ordinary iron tyred carts lightly loaded to 15 inches or 18 inches if possible When sur facrog up is deemed to be satisfactory, the width swept will be reduced to 13 inches or 10 inches and the tests commenced (d) Half the test strips to be primed and half unprimed on each set of tracks With the exception of the slight differ ence in length the outer tracks (A and B) are to be an exact replica of the inner (C and D) as a control (e) The running of the tractors should be adjusted so that the total ton trips over each set of tracks shall be identical over any period not exceeding one week (The outer tractor will have to be started up first and continted longer each day) The wearing coat will be all Pahur stone The chips used will be Palur and Jhansı only (8) On the inside of the end curved sections consolidation of the wearing coat will be against a brick-on edge kerb After consolidation this will be removed and replaced by a pre cast cement concrete Lerb 12 inches deep and 6 inches mide cast in convenient say 3 feet lengths well punned and supported bebind "Tot ru prol teel ·APPENDIX I 231 (h) The tearing coat will be laid without caber The inter mediate coat will have to be picked up on the haunches and metal added to bring it up to a flat section Where there are grool es as under the Delhi stone the same will be necessar (Note should be kept of the places where the intermediate coat has been wholly relaid or extensively repaired) (1) The quantities of materials per 100 square feet to be used are as follows 1 Primer 23 lbs + 1 lbs 2 Bioders the same both with and without primer 55 lbs £ 2 lbs VB-The above ne ghts of yr mer and b nder refer to b tumen correction to be n ade the ca.e of tar according to specific gravity at air temperature to get the same rolume 3 Chips 5 cu I 0 25 cu ft vis regards the blinding tith sand I feet on the curve of the 50 feet resersed for My Vstchell to be placed at Bir Shannon s disposal for a test of sand blinding to be laid to his own specification which be will record (k) The use of one iroa tyred and one pneumatic tyred cart to be continued in each track The pneumatic tyred cart 18 to be loaded to 3000 pounds on each heel (total 6 000 pounds) and the iron tyred cart to be loaded to 500 pounds per inch width of tyre (total approximately 1 790 pounds) Lighter loadings may be used if necessary for the prelimi nary surfacing referred to in sub-para (c) abore Provided that the surfaces hold out the tests at this load (6 000 pounds and 1 750 pounds) are to be contiqued up to a total of 10 000 ton trips (1) \r Stein will consene periodical meetings of the local members of the Committee to examine and report progress lienes er the Superintendent of the Test House wishes for advice 8 The Commuttee recensed Vr Vurrell s suggested glosars of addı tios al road terms and decided that indi. idual members should submit their comments to the Secretary of the Indian Roads Congress so that a summan can be prepared for the pext meet ing Vo Shannon undertook to obtain a copt of the Glossary recenth issued by the British Standards Institution and to refer to this in his comments. 9 The Committee informally discussed the question of holding th> next Indian Roads Congress regarding which the Secretary 15 shortly addressing the Council The Committee faroured holding the Council meeting only possibls at Rancı due to congestion in Delhi ·232 APPENDIX I ANNEX V. Minutes of Informal Meeting of certain Members of the Technical Sub-Committee of the Indian Roads Congress and co-opled members, held al Calcutta on the rolk December 1940 al the Test Track. I Size and proportion of chips for set of tests now to be carried out. Decided for all test lengths two thirds of go and one third of 1", applied separately 2 Parallel or control tests on roads. Decided : 2 lbs (3) The tests at Delhi to be proceeded with (or) The tests at Cawapore and elsewhere not to be proceeded with (101) To get controlled tests under identical road conditions with same standards of consolidation, etc, Chief Engineer, United Provinces, to be asked to carry out the following on the Agra- Delhi road near Agra (or some similar road where both Jhansı and Delhi stones are about equi distant for lead) The work to be under the supervision of the suppliers of the binders Half furlong each of Delhi and Jhansı stones with and without primer-hot or cold- using Tar, Mexphalte and Socony Metalling to be same as chips and road to be newly metnlled with at least a 21-10ch loose measurement, graft coat Quantitles -(a) Unprimed sections Binders 50 lbs. + Chips 5 to 6 cft. 2/3rds of 5/8" and frd of 1". (6) Prmed seclions Primer 22 lbs + 2 lbs Binder 2 lbs. Chips---5 to 6 cubic feet of grading as above but this quantity can be departed from if the supplier of the binder considers necessary. The standard records of experimental work already specified by the Congress and regular traffic counts to be made. The length will be 3 binders x 2 stones x 2 sections (primed and unprimed) =12 lengths of 1 furlong each 6 furlongs Consolidatiou to be to ordinary United Provinces ist Class specifcation. 40 lbs. The road to be closed to traffic from the commencement of consolidation until the uliole is faushed and dried, the consolidatioa work being ·Extract from the Minutes of the Serenteenth Meclino ( the Indian Roads Congress held at Delhi on the 28th January 1911 Consideralion of the Reporl* of the Techncal Sul (ime Mite After some discussion the Council accepted tlie Rejort alt for Sub Committee subject to the deletion of tle Words (ty 7 412 Report regarding Brick Borded Concrete Road constructel al Navsari developed pot holes under modern inired trfhc of bullock caits an! motors hich required thorough repairs etery second or third your In order to niaintain the surface in a satisfactory condition 11 WAS decided to treat a section of this road about 1730 feet in length in Details of brick bonded concrete road work - The old metal APPED'ZI Lept watered so as to ensure as far as Importi: content when opened to trafic The road should be opened to trafic teria (the officer in charge till use his judgment) and i'mase it.., IDE All will be opened to traffic at once Work to be done so that painting is dort utlet... of temperature ANNCA VI 29 occurring on page 197 paragraph 10 (11) of the Report ANNEX VII The old metalled road was observed 16 feet wide on the road froin Tata A V Bridge with brich bonded. Concrete surface to obtain a modern surface for The work was done in October 1937 3 road surface had no proper alignment nor grade nor camber nico Tutted and the surface was was At certain places the thickness Inte Page 191 to l'a 199 to rut very, ba lly and School to Poorna River It was ·234 APPENDIX I. of metal was not enough but the subgrade on the whole was found to be unyielding Re sectioning work with gravel and metal, therefore, had to be done to bring the surface to a camber of 1 in 72 The thickness of brick bonded road was 4 inches Bricks 9' by 41 by 3 were laid flat after applying thick cement wash to the prepared subgrade, with r}" wide joints alround each brick This cement wash was discontinued further as expansion joints were decided to be kept at every 30 feet The bricks were thoroughly soaked 10 water before use About 220 bricks were required for every 100 square feet including wastage at ro per cent The proportion of concrete used for filling up joints was I 36, and mixture of gravel and stone keplch was used as coarse aggregate The top I thick concrete was made of I 2 4 with coarse aggregate as above Transverse expansion joints inch thick, which were provided at every 30 feet, were subsequently filled with sand and bitumen No longitudinal jouat was kept as the width of the road so treated was only 16 feet Tamping screeding, finishing and curing were done as per standard practices for roads The surface was finally treated with 3 coats of silicate of soda, 1 to 5, after the curing period was over Cost -The cost of the re sectioning work, including the cost of materials required, was Rs 2/12/- per 100 square feet The cost of 41 wuches brick bonded road surface was Rs 26/4/- per 200 square feet 5 Nature of Trafic -The traffic on this road is of mixed type with bullock carts, as well as motor lorries and buses, etc The intensity of traffic 24 hours is about 600 tons This brick bonded road surface behaved quite satisfactorily in the beginning under this traffic, but subsequently pot holes and cracks were developed No particular reasons can be attributed to these cracks but probably they may be due to the soft subgrade or due to not allowing one monsoon to pass over the re sectioned subgrade for proper consolidation and settlement under traffic The development of pot-holes may be due to the part use of gravel as coarse aggregate as experience shows that gravel is most unsuitable for wearing surfaces Anyhow, the surface became rather bad after about 2 years from its construction, and, therefore, it had to be treated with 1-10cb asphalt carpet, which tvork was executed in rebruary 1940 The asphali carpet is observed to wear well under the traffic per day of ·API ENDIT II 235 APPENDIX II TOURS AND OTHCR TUNCTIONS HI LD DURING THE COUNCIL VIECTING OF THE I\DIAN ROADS CONGRESS DELHI JANUARY 1941 CSI Thursday January 23 1941 After the group photograph with the Hon ble Sir A G Clow C.IL ICS and the Hon ble Yr S N Roy CSI CIE, ICS and other guests the delegates assenbled at the New Delhi lown Hall at II oo a mi shen Vr A i ! Dean ac ED Superintending Engineer Delhi Province briefly introduced the Notes on works to be visited in Delhi Province He was folloned by Vr Mahabir Prasad Officiating Chief Engineer United Provinces who introduced the portion of the notes relating to Ghaziabad Bulandsliahr road At It 30 a m the delegates proceeded in taxis to inspect the following works I ICH PREVIT SOCOMI MACADAM ON PARI IAMENT STRCET (1) PORTION 11 2 TO O 4 This i inch carpet of Socony Asphalt grade 1or was laid in June 1934 at a cost of Rs 98 por hundred square feet (vide IRC I roceedings Colume I page 33) In 1937 it was noticed that the stone aggregate of carpet was A seal coat with exposed and was getting porn anat by trafic liquid ası halt was therefore provided in 1938 1 lus is done at a cost of Rs II? per hundred square feet using Liquid Asphalt at Traffic pounds and Badarpur sand The road is in good order consists mostly of rubber ty red vehicles (1) CIRCUS H 2 This Circus received the same treatment as the portion referred Subse to above the treatment was also given at the same time quent treatment was found necessary in 1939 when te paiatiog was done using Hot Socony Grade 105 at 25 pounds sith stone chips The cost was Rs 2 4/ per hundred square feet 0 ELPERIMENT Or SVOOTHENING COAT WITH DRAG SCREED Repairs to road surface by appplication of re parating coats does not improve the surface so far as the elepness is concerned In fact if the surface has beconie wary or corrugated the defects are if anything accentuated by re painting If a carpet is laid on such a road the undulations repeat themselies in course of time It has therefore been the practice to re-metal the road when the curre had herme ·236 APPENDIX II urieven This process is not only expensive, as nothing less than two coats of painting on the new waterbound surface are satisfactory, but also causes a great deal of inconvenience to the public, as the road has to remain closed to traffic for a long time This applies specially to roads in a town It has, therefore, been attempted to repair uneven road surfaces without Tecourse to the renewal of its metalling Experiments for applying smoothening coats have been performed on Irwin Road New Delhi (see plan on page 237) The road surface had become quite uneven having been painted and re painted four times since 1929 The experiment was carried out as below Painted road surface was cleaned as is done for ordinary work of surface dressing A tack coat of Bitumen (Colasmıx Indospra or Shelspra) nas given using 8 to zo pounds of material per hundred square feet Stone grit of size 5 inch downwards was premixed in hand operated revolving drums using 5 to 7 pounds of Colasmıx per cubic foot of grit or 3 pounds of Shelspra or Indospra per cubic foot of grit Shelspra was heated to 250 degrees Fahrenheit and Indospra to 225 degrees Fahrenheit before premixing The pre coated grit was laid on road surface by the help of a Drag Screed, in which the blade was adjusted so that it just cleared the high spots The pre coated grit was loaded in the space in front of the blade and the screed was pulled forward by about 8 men The grit was thus spread to form ap even surface as shown below The surface so prepared was then rolled with a light roller In the case of Colasmix, the rolling was done 3 hours after laying in order to let the emulsion break In case of Shelspra and Indospra rolling was done soon after laying The road was kept closed for 48 hours after roiling, so that the surface could become hard It was obserzed that the first smoothedrag coat formed slight de pressions after beiog opened to traffic for a few days The depressions appeared where the thickness of grit was more as that thickness compacted further under traffic A second smoothening coat was therefore, applied in certain sections to see the effect The work was done exactly in the same way as in the case of the first coat except that the tack coat was lighter, consisting of 4 pounds of Colasmix per hundred square feet, diluted with an equal quantity of water The treatment as described above was done in 12 sections, each 15 feet by 50 feet The details for each section given in the statements facing page 238

·INDEX PLAN SHOWING SMOOTHENING COAT TREATMENTS CARRIED
OUT ON IRWIN ROAD, NEW DELHI.
APPENDIX II.
TO CONNAUGNT LACL
RUM POT prricL AT
WZ
ALLXANDRA
LACE
ve HRVHU ROD
+ + +
Band
Natt
Vos DETAL OF TOMO
NV 7. SEE STATALUT
ATTACKED
a2e51 PS
23

·238 APPENDIX 11 2) INCH SOCONY CARPET CONNAUGHT PLACE PORTIOV FROY IRWIN ROAD TO CHCLMSFORD ROAD This 2 inch carpet was laid in 1936 using Socony Asphalt Grade IOI The work ivas done in two coats The following materials were used per hundred square feet in the first coat - 2 to 4 stone chips 15 cubic feet Socony 37 45 pounds Socosol 6 per cent of asphalt In the second coat the following materials were used per hundred square feet Stone Chips (X-") Io cubic feet Binder (a) Socony Grade IOI 30-- 35 pounds (6) Socosol 6 per cent of asphalt Blinding Stone Dust 2 cubic feet The cost was Rs 16 per hundred square feet Light re painting was found necessary in 1940 and this was done with Socony Asphalt Grade 105 at 20 pounds per hundred square feet and stone ch ps The cost was Rs 2/6/ per hundred square feet Thº condition of the road is good botu motor vehicles and bullock carts Traffic is heavy and consists of 24 INCH SHELCRETE QUTAB ROAD TROS CONNAUGHT PLACE TO ITS JUNCTION WITH PAHARGUNJ (ABOUT 3 MIILE) This was laid in October 1934 at 1 cost of Rs 21/ per hundred square feet (vide I RC Proceedings Volume I page 24) The surface was given a senl coat with F 70 10 June 1937 (vide I R C Proceedings Volume III page 48) Traffic is heavy specially village carts The following experimental seal coats have since been applied on three sections of this length (1) Irom Connaught Place Junclion to office of the Dressional Superinten dent North IVeslern Railway Seal coat sith r 70 at 20 pounds blinded mith Badarpur sand at 2 cubic feet This was applied in Vay 1910 at a cost of Rs 2/6/, per hundred square feet The central portion of the road is exposed and cracks are shoning (2) Trom ofice of the Dirisional Superintendent Vorth 11 estern Railway to Ent of Indian Raili ay Conference Association in June 1990 with Digboi Indospra (400—500) at 20 pounds with Bilirpur sand at 2 cubic fect at a cost of Rs 2/14/ per The surface is in good condition

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·238 APPENDIX 11. 2-INCH SOCONY CARPET, CONNAUGHT PLACE PORTION FROJI IRVIN ROAD TO CHELSTORD ROAD . ..6 This 2!-inch carpet was laid in 1936 using Socony Asphalt, Grade vor. The work was done in two coats The following materials were used per hundred square feet in the first coat 2" to !" stone chips..... I5 cubic feet Socony.... .....37-45 pounds Socosol.. per cent of asphalt In the second coat the following materials were used per hundred square feet - Stone Chips (3*- "). .......10 cubic feet Binder (a) Socony, Grade 101.. ·30-35 pounds (0) Socosol .6 per cent of asphalt Blinding, Stoue Dust ...2 cubic feet The cost was Rs 16/- per hundred square feet Light re-painting was found necessary in 1940, and this was done with Socony Asphalt, Grade 105, at 20 pounds per hundred square feet, and stone chips The cost was Rs 2/6/ per hundred square feet The condition of the road is good both inotor vehicles and bullock casts Traffic is heavy, and consists of 2} INCH SHELCRETE, QUTAB ROAD FROM COVVAUGHT PLACE TO ITS JUNCTION WITH PAYARGUNJ (ABOUT | MILE). This was laid in October 1934 at a cost of Rs 21/- per hundred square feet (ride I R C Proceedings, Volume I, page 24) The surface was given a senl coat with r 70 in June 1937 (vide R c Proceedings, Volume III, page 48) Traffic is heavy, specially village carts The following experimental seal coats have since been applied on three sections of this length (1) From Connaught Place Junction to office of the Divisional Superintendent, North Il'estern Railway. Scal coat with T 70 at 20 pounds, blinded with Badarpur sand at 2 cubic feet This was applied 18 May 19to at a cost of Rs 2/6/-, per hundred square feet The central portion of the road is exposed and crachs are showing (2) From ofice of the Dil isional Superintendent, North Western Railway lo Lxil of Indian Railu ay Conference Associa/101 Scaled in June 1910 with Digboi Indospra (400—500) at 20 pounds nod blinded with Balarpur sand at 2 cubic feet at a cost of Rs 2/14/- per hundred square feet The surface is in good condition.

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·the same The original treatment of 1} inches Armour Coat with Tar Bitumen Vixture (Vixture A Tat 70' and Bitumen 2 and Misture B Tar 70% Iraupir 11 (3) Tron Exit of Indian Hal y Confira! 111 ta'l barntre of Sealed in June 1940 with Diglo In lon1 (IV)-99) 11 ) Min la aud blinded with 2 cub c lectus 10 iritat 10'1:11 per hundred square feet The surface IS 11 Form] mn lition The remaining length fronti contre 1 In luin kuin couc Association to its junction with it, un fra* 13 *t fyren ticile ric curface is showing cracks nud pitch re111s cicatric nece SOCO\IO TI VI VORIVROID This treatment lies in the section from (1) l'oint tollic Lly Reading Health School The original surface was a re paint withi 11t conly one in 1935 36 at the rate of 2) poun ls and 3 cuba fect stone frit at a cost of Rs 3 3 per hundred sjuare feet The portion from (11 Point to idgahı was wi fened from 15 feet to 24 feet in 1937 38 using 6 inches stone soling and a 4 inchies wcaring coit of stone metal The widened portion was bien ? first coat of Socony Inquid Asphalt at 25 pounds and blinded with 2 cubic feet of Badarpur sand per hundred square feet This was followed by a second coat of Hot Socony at 30 pounds and 3! cubic feet stone grit per hundred square feet The cost of this two coat treatment was Rs 51. per hundred The central portion or original road width was treated at tlic same time with a single coat of painting of Hot Socony at 25 pounds and 3) cubic feet stone grit at a cost of Rs 2 14 per hundred square feet surface is rough and wavy and it is proposed to recondition it in 1941 42 using 44 inches new metal and double coat painting The length from the new Shidipura Circus which lies in the Vodel Basti is proposed for widening and improvement text year The road width increased to 32 feet The portion from the Lady Peading Health School to the junction with the Grand Trunl Road to Karnal is cement concrete (1 2 4) 7 5 7 section laid in 1938 Only minor repairs to pot holes liave been fouad necessary I! INCH BITUVEN ARVIOUR COAT ON GRAND TRUNK ROAD TO KARNAL L'urlong 2 4 to l'urlong 217 and Bitumen 30°.) nas laid in October 1934 at a cost of Rs 15 81 per hundred square feet (ride pages 30 31 of IRC Proceedings Volume IT The road is subject to all kinds of traffic, especially sillage carts aah tongas intensity being 237 tons per jard width sery unes en (ride page 40 IRC Proceedings Volumne square feet The will be The surface became and was ·240 APPENDIX II covered with 2! inch Shelcrete in October 1937 (vide pages 48 49, I RC Proceedings Volume III) Since this has done, the maintenance has been negligible The original treatment was a failure Turlong 2/8 and Furlong 3/1 The original treatment of 14 inches Armour Coat with Colas Emulsion was laid in September 1934 at a cost of Rs 12/- per hundred square feet (vide page 39, IRC Proceedings Volume I and page 41 IRC Proceedings Volume III) Furlong 218 was covered with 24-inch Shelcrete in October 1937 The original treatment was a comparative failure It gave less service than its cost warrants Furlong 3/1 has been re treated with it inches Bitumuls Armour Coat in June 1940 at a cost of Rs 12/-/- per hundred square feet Furlong 3/2 and Furlong 3/3 The original treatment 14 inches Armour Coat with Bitumuls was Jaid in October 1934 at a cost of Rs 14/ /- per hundred square feet (vide pages 28 and 29 IRC Proceedings Volume I and page 42 I RC Proceedings Volume III) It commenced to show signs of disintegration aud extensive patch repairs have been carried out Furlong 3/2 was re-treated in June 1940 with the same material at a cost of Rs 12/- per hundred square feet This is certainly better than any other 'Armour Coat type of service Turlong 3/4. It inches Tar Bitumuls Premix was laid in November 1934 (vide page 29 IRC Proceedings Volume I) Surface is Navy and extensive patch repairs are necessary Tulong 3/5 to Furlong 3/8 This is 2 inches Shelcrete done in October 1937 (vide pages 24 25 IRC Proceediogs, Volume I, and page 49 IRC Proceedings Volume III) TIVO COAT PAINTING AND SOCONY Il dened portion Grand Trunk Road to Karnal Thus extends from mile 7 to the border at mile 16 The road was widened throughout in 1937-38 from 12 feet to 16 feet with 6 inches stone soling and 41 inches nearing coat of stone metal The widened portion was treated with I iquid Asphalt late in 1937 38 usiog 25 pounds of bioder and 2 cubic feet of Badarpur sand at a cost of Rs 3/8 per hundred square feet This was followed early in 1938 39 (le after 5 months), by a second coat of Hot Socopy Asphalt over the full width of 16 feet using 25 pounds of binder and 3) cubic feet of stone grit at a cost of Rs 2/14/ per hundred The surface is standing up satisfactorily square feet TAR CARPET OPPOSITE MAIDENS HOTEL This 3 inch Tar Carpet Sealed with Tar was laid in March 1934 (vide pages 26-27. I RC Proceedings Volume I) The surface was found to require treatment and the length from Wall Street junction to Turlong 3 8 was re-painted with Shalimar Tar No 2 at the rate of 25 pounds, and 3 cubic feet stone grit in September 1940, at a cost of Rs 2/6 per fuadred square feet ·APPENDIX II. 241 At 13-30 p. m the delegates returned to their lodgings. The delegates re-assembled at Windsor Place at 14-30 p m. and proceeded to luttra road, to see the Drag Spreader and the Drag Broom' at work DRAG SPREADER AND DRAG BROOM (1) Specification for smoothening and laying of new wearing surface of inch pre coated chippings carpet with Cólasmix over a painted and deformed road surface by means of the "Drag Spreader" 2. I Smoothening calls for one or more application of a tack coat of Colasmıx at the rate of 10 pounds per lundred square feet The Colasnix should be applied ol er the previously cleaned painted surface inch size stone chippings pre coated with Colasmıx at 6 pounds per cubic foot should be spread evenly by means of the Drag Spreader over the tach coat The quantity of chippings to be used depends on the condition of the existing surface After laying and spreadıag, rollag should be done in the evening, not before. If the road is lo sufficiently bad condition to require a second smoothening course then the second operation would be to give a tack coat at 4 pounds per hundred square feet and, in order to do this, an equal quantity of water may be added to facilitate spreading after which inch pre coated stone chippings as above should be spread and consolidated After both or either of these operations, the road can be opened to traffic after 24 hours and it is of advantage to allow the traffic to use the smoothening coat for at least a week, as by doing so it can be seen, before the final wearing coat is given whether the defects in the original surface have been completely remedied Wearing Coat :-A light tack coat of Colasmıx is necessary and this should be grea as for operation 2 abore inch to inch size stone chippings pre coated with Colasmix at 6 pounds per cubic foot should be spread by means of the Drag Spreader and thus course should be rolled in the evening with an 8 to 10-ton roller. The road can be opened to trafic after 48 to 72 hours It Lould be noted that thus specification can also be carried out with 400-500 Sheispra B S () Specifications for Mix 113 Place Il'ork with Drag Brooin, (ocer a pretlously bitumemzed surface) General :--This specification is recommended for use in Jieu of ordinary re-painting on bitumenous surfaces sbich base become rough or upev en and require a certain degree of correction It can also be adopted for unpainted surfaces by increasing quantities and using large aggregates ·242 APPENDIX II Materials Aggregates -The mineral aggregate shall be Dellt stone chips and the various sizes required shall be stached separately after necessary screening to eliminate all dust and foreign matter before start ing the work for the preliminary mixing the aggregate shall pass a inch mesh and retained on a inch screen and for filling up the voids the aggregate passing inch screen and retained on inch screen shall be used Coarse saod or stone screenings shall be used for final filling up of the voids as Binder -The asphaltic material used as a binder shall be SOCONY SOCOFIX a cut back asphalt with about 80 per cent bitumen dissolved in light distillates innretted by Messrs Standard Tacuum 011 Company Procedure --The surfice to be treated shall be true to grade und camber and any depressions exceeding 1 inch in depth shall be repaired with a mixture of Socofix and chips at least 2–3 weeks in advance The surface shinil be cleined as for painting and Socofix applied through distributing tips at 15-17 pounds per hundred square feet and the binder brushed out uniformis and iminediately covered with ! inch chips at 5 cubic feet per hundred square feet The surface shall be rolled once or twice and then given a further application of Socofix at 13-16 pounds per hundred square feet Μο attempt shall be made to brusl out Drag brooming to and fro shall be continued until the chips present a uniform pepper and salt appearance Any light spots remaiong on the edges shall if necessary be mixed by coolics with band bass brooins The surface shall then be rolled and drag broomed simultaneously by using the roller to ton the drag broom and rolls hept damped to pre vent picking up Wherei er the drag is found not bearing on the surface it shall be touched up with a very liglit application of fresh chips and Socofis The surface shall be rolled without the drag broom and on bare patches inch chips pres tously premixed with Socofix sliall be sprinkled The whole surface shall then be covered with ach chips at 2 cubic feet for hundred square feet and rolliog and draggiog continued until the surface closes up The surface sliall be finished off with a final application of coarse sand or stone screeninns at cubic foot per fundred square feet rolled and opened to truffc the following day The delegates returned to their lodgings at 16.00 pm

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·244 APPENDIX II 29 INCH SHELCRETE MILE 2 PARTS OF PURLONGS 6 AND 7 AND MILE 4 TURLONGS 4 AND 5 2 inch Shelcrete was laid during November 1934 and 1935 at a cost of Rs 21/ per hundred square feet (vide pages 24 25 IRC Proceedings Volume I and page 50 Volume III) Minor patch repairs have had to be done During July 1937 a seal coat with F 70 was given to the surface (vide pnge 50 IRC Proceedings Volume I) Another seal coat with the same maternt has been given during June 1940 The surface is standing The traffic is leavy specially of four wheeled carts the intensity being 287 tons per yard width up well SOCONY PAINTING MILL 2 PART OF FURLONG 6 In March 1932 the road surface was given a paint coat with Socony (vide pages 21 22 IRC Proceedings Volume I and page 32 IRC Proceedings Volume III) The surface was re painted with Spramex during July 1937 and was re painted during July 1940 with the same mater ai using 25 pounds of binder and 3 cubic feet of stone grit at a cost of Rs 2/14 per hundred square feet The orig nal treatment was quite satisfactory 21 INCH HOT SOCONY PREMI BIILE 2 FURLONGS 2 AND 3 Thus treatment was laid during November 1934 at a cost of Rs 17/8/ per hundred square feet (vide page 46 IRC Proceedings Volume I and page 50 IRC Proceedings Volume III) Patch repairs have been carried out and the surfa is slightly wavy A re paint coat will be necessary in the near future 21 INCH GROUTING WITH MEXPIAI TE 30-40 BIILE 2 TURLONG I AND MILE 3 FURLONGS 2 TO 8 This is the orig nal treatment that was done in March 1933 (tode page 22 IRC Proceedings Volume I) Patch repairs have been carried out to this surface A re-paint coat will be necessary in the near future The treatment has stood Nell Traffic intensity is 287 tons per yard width - INCH GROUTING WITH HOT SOCONY MILE 3 FURLONG I AND BIILC 4 FURLONGS 6 7 AND 8 This is also the original treatment that was done in March 1933 (rde pages 22 23 I RC Proceediogs Volume 1) Pitch repairs has been carried out The treatment has stood sell Intensity of iraffic is 287 tons per yard width

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·RIMENTS.
M1
SOCONY
PRIX
CEMENT
Cott
SOCOWY PAINT
SHEL
CATE
DELKI.
for otome-to ton

·Re paint coat wilt Bricks could lioner er be manufactured at some distance from road and carted and it has been proposed to adopt brick trackways as an emergent Before adopting any particular specification for the brich track ways which have not so far been tried on any large scale it was considered desirable to have experimental stretches of these laid to different specifica tions on a road subjected only to motor traffic and see how these behave Delhi Meerut road between Delhi and Shahdara was specially sel•cted as on this stretch of road there is segregation of traffic the cement concrete road being reserved for cart and tonga traffic and the liere the specifications could be rigidly enforced under proper depart Two sections were chosen on the motor road one of 300 feet near Badshahi bridge and another of 600 feet near the canal During construction all motor traffic was diverted by means of ramps To make the experiments conform to the actual construction on earth Toads the metalling and soling on the Delht Veerut road were removed and the formation level brought up by earth filling dressed watered and consolidated in layers by sheeps foot rammers and rollers at optimuni frenches were then excavated to the required width All the track says have been completed by 3rd Jan The designs idopted are shown in the plans opposite Brick on edge laid with joints the joints to be sanded to within 245 21 INCH TRINIMAC MILE 4 TURLONG 3 This is the original surface done in November 1934 (ride page 47 IRC Proceedings Volume I and page 45 Voluine III) Surface Miasto to be patclied up at several places but has stood well be necessary in the near future Intensity of traffic is 287 tous per yard width EVPERIMENTAL BRICK TRACKIVAYS ON DELHI VEERUT ROAD Several miles of new roads to take occasional leasy motor traffic have to be constructed expeditiouslye is a consergent measure in places measure under traffic asphalt road for motor traffic only mental on to the concrete road now reserved for carts and longas moisture content and the bottom consolidated again with sheeps foot rammers Ways were then laid urry 1941 Traffic will be allowed over these after concrete is cured centre to centre and the specifications are detailed below – Experiment No I Turther the place is very near Delhi The track of the top and then grouted with as much as they will take of 1 lar No 2 50 feet length lierring bone bond -- Sketch NOI 50 feet length herriug bone bond (6) Bitumen (a) Tu Mo ? 2 25 feet Header and Stretcher band (b) Bitumen 25 feet ·246 APPENDIX If I Experiment No II Brick on edge laid with bricks half dipped in (a) Tar No 2 50 feet length Herring bone bond (6) Bitumen 50 feet length (a) Tar No 2 Header and Stretcher bond (0) Bitumen 2 25 feet 25 feet Experiment No III Cement concrete trackways with brick ballast (1 gauge) Badarpur sand and cement in the proportion of 42 : laid in 25 feet lengths joints staggered each joint with pre cast bituminous joint filler 1 75 feet 75 feet 75 feet 75 feet (a) 6 thuck with cantilever end reinforcement (6) 6 thick without any reinforcement 2 (a) 4' thuck with cantilever end reinforcement (6) 4 thick without any reinforcement Cantilever end reinforcement to consist of 4 nos 3/8 diameter mild steel rounds 2 6" long Experiment No IV Brick bonded brick ballast cement concrete (Sketch No 2) With flat bricks bonded with brick ballast cement concrete 124 Total thickness 6 (a) 50 feet length with cantilever end reinforcement (6) 50 feet length without any reinforcement Experiment No V Brick bonded brick ballast cement concrete (Sketch No 3) With bricks on edge bonded with brich ballzst cement concrete 1 2 4 thickness 1" (a) 50 feet length with cantilever end reinforcement (6) 50 feet length without any reinforcement Experiment No VI Brich bonded brich ballast cement concrete (Sketch No 4) iti specially burnt semi eliptical bricks with 124 brick ballast cement concrete thickness 6* (a) 50 (cct length sath cantilever end reinforcement (6) 50 ſect length without any reinforcement ·APPENDIX 11 247 Experiment No VII Dry Brick Track ways without any grouting (a) 50 feet length Herring bone bond (b) 50 feet length Header and Stretcher bond In experiments Nos III to VI half of each experimental length has been done with selected blue 'Jhama brick ballast and the remaining half with assorted brick ballaste, brick ballast from which only honey combed or under burnt material has been eliminated The work is estimated to cost Rs 3,200 Accurate records of all quantities have been kept for costing GRAND TRUNK ROAD The section of the Grand Trunk Road betreen Bulandshahr and Ghaziabad was upto the year 1933 in a very bad condition inspite of continued renewals and maintenance The life of the waterbound kankar surface was on an average only 2 years and the expenditure on maintenance high The proposal, first sanctioned, was for reconstruction with a 41 inch coat of Delhi stone metal and surface dressing with bitumen I he actual reconstruction was to be completed in two years and the contractor was inade responsible for maintenance for ten years after the completion length of the section was 30 miles and the contract was given on the basis of conipetitive tenders at a cost of Rs 3 52 710 and for the inaintenance for a period of ten years at a cost of Rs 293 250 The total cost of reconstruction and maintenance for ten years would thus have been Rs 6,45 960/ for 30 miles of road 1 e Rs 2,153/- per mile per year Inve miles were reconstructed according to these proposals but as the muntenance cost of the painted surface was expected to be lugler than that for a concrete pavement, the contractor offered to reconstruct the road with cement concrete for the same cost payable in ten years inclusnc of maintenance. This was made possible with the co operation of the Cement Marketing Conipany of India Limited who agreed to accept deferred payment for the cement supplied The result up to date has fully justified the change and it is expected that even after ten years we would be left with a satisfactory road and Government will have a saying on maintenance. The DETAILS OF COST As the work was done by contract on a lump sum basis exact details of materials etc , are not available The cost was Rs 3/- per square yard The slab is 13 feet we throughout and 51-31-5#" thick laid on an insulation layer of fine sand and cinders as nas available The paiement was laid on the alternate bay system without any expan sion joints The this was I 24 The concrete tras machine mixed and laid with the help of handworked templates and the surface was hardeded with a solution of sodium silicate The work was complet ·248 APPENDIX II 1935 37 Some interesting details were printed in the Indian Concrete Journal of February 1937, pages 43 48 and Proceedings of IRC Volume III, pages 237 and 238 TRAFFIC The intensity of traffic on the section varies greatly and is the greatest as we approach Ghaziabad In mile 851 which is practically in the middle of the section the intensity of the traffic is as follons — as in an angle Motor Non Motor 1934 1939 1934 1939 Tons Tous Tons Tons Mile 851 237 428 720 481 Mile 874 594 1268 329 385 It will be seen from the statistics given above that since the road was constructed the traffic of motor vehicles has gone up and that of the non motor traffic, i e bullock catts has a tendency to go dona FURTHER REMARKS While the surface of the pavement has been satisfactory some cracks which are considered up to the present to be due to expansion and contraction have occurred in this section Such cracks are not which have general on the otlier cement concrete roads been constructed in the United Provinces and it has not been possible yet to fully deterınıne the reasons of the cracks The siibs at a joint which is affected press against each other and gradually rise up The rise has been noticed to be muchas 6 inches and in one cise 18 inches As traffic passes over this raised portion tlie slabs get cracked transversely and beforc long the r. sed portions break into pieces Two photographs showing the risen slabs and the cracks are appended The rise in the ends of the slab in tlie case of mile 848 was 18 inches and the ends of two bays stood up for more than 60 hours and then ſell to pieces Several theories have been put forward for this phenoniena but it has not been possible to deter mmnc the causes correctly for the present it is considered that it is due to the expansion of the concrete stabs which are free to move due to the insulatiou laser which was seen between the slabs and the sub-grade There is no doubt that the cracks are due to the expansion but the curious eling is that it is only in a particular section ikat it happens 50 frequentis During the suminer of 1940 there were some lialf a dozen such cracks and thus has happeniei esery year since the construction of the road Observations have shown that the insulation layers in places where these cracks have occurred has been rather tluck and in some places it was found as much as I inch It may be that the thickness of the insulation layer las got something to do with the cracks To avoid such expansion crachs in future sorks the insulation layer has been omitted from the specifications for thin concrelc slibs It is consi lcret that the bonding of the thin slibs with the sub grade mall I tcscnt unusually high expansion or contraction Thic results up-to-date i asc licen satisfactory but the slabs laid on the new specifications 1171c not been in existence for a sufficiently long period to establish the ad santage of bopding oser the insulation system ·I igure 1 Showing the risen slabs in mile 851 ·I gure 2 Showing the cracked slabs in milc 851 ·APPENDIX II 249 4 PM 4 PM 1070 T This year the bursts have occurred amongst others in the following miles - Date Mile Furlong Bay No Temperature Time of occurrence 25 - 1940 855 7 27 Io6° г 29 4 1940 834 I 154 30 4 1940 848 89 and so 108 T 3 30 PM Rai Sahib Hari Chand, District Engineer, Concrete Association of India New Delhi circulated to the members of the Council the folloning note as a possible explanation of the bursts for their consideration at the time of inspection of Mile 851 • It has been mentioned on page 248 There is a o doubt that the cracks are due to expansio 1 but the carious thing is that it is only in particular section For research into the causes it might be mentioned that the conditions of road subgrade method of construction the cement water ratio and quality of materials was uniform in the whole length of the road, but with one exception The cement used in the length of the concrete road from inile 872 to 853 was stored for some time in the godown before use but in the section beyond mile 833 fresh cement, as it daily arrived from the factory, was cousumed This was probably done to save double transport charges and also perlaps due to shortage of stored cement Now, it is a well known fact that Freul cement contung a small amount of free or loosely combinedl lime, which does not slake freely like ordinary limes and causes aansion endingering the structure A moderate amount of seasoning in weather tight sheds however is often liripul to recure good results rule pige 491, REI\FORCLD CONCRFIC COV SIRUCTIO Volume 11 by HOOL The writer of this note is therefore, of the opinion that the cause of this extra-ordinary expansion is the use of fresh cement without allowing it to season by a moderate storage, otherwise there appears no other explanation for extra ordinary phenomenon It might be mentioned that otherwise the quality of the concrete is very good, its wering quality is perfect and the proportion of aggregates as determuined by the chemical analysis of a sample, is also exact The delegates were entertained to tea at Bulandshahr by Rai Salub Lala Munna I al Gosilla Engineer and Contractor, Benares City, and thereafter returned to Delhi reaching back their lodging at about 19-00 p ni

·250
APPENDIX II.
INDEX MAP SHOWING
DELHI ROHTAK, GOHANA SONEPAT, GHAZIABAD & BULANDSHAHR
SCALE 1"=16 MILES
Pampot
TO TRIARANN
Echana
SOHEPAT
Meer
Rohtak
NEW
DELHI
Choriabod
Mayofford
Thajar
Gurgost
Bulandshahr .
Wherja
Rowan
Polrial
Nuh

·APPENDIX II 251 Monday 27th January 1941 The delegates assembled at the Tora Hall at 10 00 hen MIT SR Vehra gave an interesting talk on soil stabilization A summary of this talk is reproduced in Appendix III page 274 At II oo the delegates proceeded to the Asmanpur road near the Jumna bridge to see a field work demonstration of soil stabilization In order to illustrate the various stages in construction of a stabilized soil road a length of one furlong on this unmetalled road had been selected This road is subject to normally heavy traffic consisting mainly of bullock carts The length selected for demonstration was rather sandy and subject to quick disintegration in the dry weather under traffic The laboratory analysis of the sandy soil is as follows - Retained on No 40 sieve A S TM* o per cent Retained on No 200 sieve ASTM 749 per cent Passing through No 200 steve ASTM 25 I per cent Liquid Limit 257 Plastic Limit 19 5 Plasticity Index 62 The analysis showed that the soil had a large excess of fine cand and required an admixture of coarse sand and clay for the wearing course Both these materials were available near the selected site and were consequently used Clay was obtained from 1 deposit nearby and sand was collected from the bed of the Jumpa The laboratory anals sis of the admixture is as follows -- Clay Retained on No 40 sieve ASTM o per cent Retained on No 200 siete ASTM 172 per cent Passing through No 200 siete ASTM 82 6 per cent Liquid I imit 489 Plastic Limit 21 6 Plasticity Index 27 3 Coarse Sand Retained on No 40 siete ASTV 81 o per cent Retained on No 200 srere ASTM 124 per cent Passing through No 200 siese ASTI 66 per cent, The mixture selected for use in the searing course was as follows - Road soul Jumpa soil Clay Three parts One part Two parts Tor the foundation course the existing coil was considered to be suitable and was loosened to a depth of fise inches and compacted by Haerian Wils of Test: Mutenals ·252 APPENDIX II means of sheeps foot roller, after adding optimum moisture to the soul Cost The details of cost of the demonstration are not tvpical of this kind of work, as the work had to be done in abnormal circumstances and in a great rush These have therefore been left out Procedure - The details of procedure were the same as described for similar details in experiment I in Mir Mehra's paper entitled, The use of soil stabilization in unmetalled and metalled roads in India-II,' vide pages 141-145 of part of this volume The demonstration was divided into the following stages (a) Collection of clay (b) Drying of clay and breaking it by means of wooden thapis (c) Dry mixing of sapó, clay and soul (d) Addition of optimum moisture (e) Preparation of bed (f) Compaction of foundation course at optimum moisture (g) Spreading of wearing course material ready mixed at optimum moisture (h) Rolling the wearing course by power Roller (1) Finishing the surface (3) Curing the surface The members of the council were taken round the work stage by stage by Mr Mehra who explained the practical considerations involved and the difficulties met with 10 this experiment at each stage The delegates then proceeded in taxıs to inspect the Trackways on the Badli Railway Station Feeder Road The details of this work are given on page 48-50 of volume I (1934) of the Proceedings, and on pages 56 and 57 of part 1 of this volume The delegates then proceeded to the Sonepat Rest House and were entertained there to a picnic lunch by the President, After the lunch, they proceeded via Rohtak Road and Western Jumna Canal Roads to Gohana Trackways on the Sonepat Gohana Kalchha Road Particulars of these trackways are given from page 59 of Sir Kenneth Mitchell's paper appearing in part 1 of this volume. The delegates walked along the trackways for about a couple of miles and the subject was well discussed at stte The delegates then proceeded to Rohtak via Gohana where they sere entertained to tea by Sardar Bahadur Captain Dalpat Stogb, OBI, IOM, ILA (Central), Member of the Standing Committee for Roads and Chairman, District Board, Rohtak After the tea, the delegates returned to Delhi arriving at their lodgiogs at about 19 30 hours ·APPENDIX II 253 Tuesday, 28th January, 1941 The delegates assembled at Windsor Place at 9-30 hours and proceeded in taxis via Panchkuin Road and Mutiny Memorial Road to the New Rohtak Road to visit the test stretches laid there Experimental lengths, each a 100 feet long and 24 feet wide, had been laid with binders and primers supplied by each of the following three manufacturers (1) Messrs Burmah Shell Oil Storage and Distributiog Co (2) Messrs Standard Vacuum Oil Co, of New York (3) Messrs Shalimar Tar Products (1935) India Limited, Two lengths one with a primer and the other without had been laid with the materials of each of the above firms who sere also given the discretion to use such quantities of bioder and chips as they considered would give the best results The experimental stretches had been land in a continuous length on the New Rohtak Road with the same kind and size of stone chips and same standard of workmanship and each of these will obviously be subjected to the same intensity of traffic and similar climatic conditions Although therefore the tests were laid in exteremely cold weatber, 10 December 1910 (the temperatures in sun during laying varying from 72° to 76° Fahrenheit only) it is expected that they would yield fairly comparable results The following were the quantities of materials used in the different stretches and the cost per hundred square feet of treated surface – (1) Burmah Shell (a) Single coat painting Mexpbalte 80/100 F 535 pounds 38 stone grit 5 cubic feet Cost Rs 6/12/ (6) Double coat painting Shell Primer No 2 17 pounds Stone grit or sand Nil Mesphalte So 100 F 48 1 pounds 38 stone guit 47 cubic feet Cost Rs 7 13/ (2) Shalimar Tar (a) Single coat painting Shalimar Tar No I 47 9 pounds 3 8" stone grit 5 cubic feet Cost R$ 56/ (6) Double coat painting Shalımı Primer No 173 pounds Stone grit or cand Nil Shalimat Tar No 2 31 7 pounds 3/8" stope grit + cubic feet Cost Rs S 10 - I ·254 APPENDIX II Rs 5/10 (3) Socony (a) Single coat painting Socony Asphalt 105 J 39 7 pounds 3/8 stone grit 5 cubic feet Cost (b) Double coat painting Socofix Primer 216 pounds Stone grit or sand Nil Socony Asphalt 31 2 pounds 3/8 stone grit 4 cubic feet Cost Rs 7/- The work was too fresh for any conclusions to be drawn The delegates then proceeded to the old Rohtak Road and inspected the following road works CEVENT CONCRETE ON ROHTAK ROAD MILES 2 & 3 Mile 2 Furlongs 1 to 6 This cement concrete 6 4 6 section was laid in 1938 (for specifica tions see Indian Roads Congress Proceedings page 44 Volume 1 and page 58 Volume III) The surface was it good condition repairs were necessary near joints Vile 2 Portion of furlong 7 and half of Furlong 8 The original treatment was 2 inch Tar Carpet with seal coat applied at once material being Shal mar Tar No 2 laid in November 1934 (urde pages 25 26 Volume I and page 46 Volume III) It was subjected to heavy traffic especially village carts intensity being 486 tons per yard width The surface became very uneven was removed entirely in November 1937 and replaced by cement concrete (1 2 4) 7" 5" 7" (specifications on pages 37 44 Volume I) Hall of Furlong 8 Mile 2 and half of Furlong Mile 3 Cement concrete 6" 4" 6 was laid in October 1934 at a cost of Rs 34/ per hundred square feet using Bundi Cement Badarpur sand (Budhya' Naia) and Jhandewala aggregate (vide page 44 Volume I and page 51 Volume III) It is subjected to heavy traffic especially village carts intensity being 486 tons per yard width Some pot holes appeared and have been repaired Half of Turlong 1 Furlong 2 and half of Furlong 3 Cement concrete 7" 5 7" was laid 10 June 1934 at a cost of Rs 58/ per hundred square feet usiog Buzdı Cement Badarpur sand and Jhande wala aggregate (urde pages 37 44 Volume I and page 51 Volume III) Traffic intensity is 486 tons per yard width consisting of heavy and mostly village carts Some pot holes bad appeared and the surface had crached both longitudinally and across the slab ·APPENDIX II 255 Half of Furlong 3 and half of Furlong 4 The original treatment given in April 1934 was surface painting with Tar No 2 and Chandigarh ballast at Rs 6 per liundred square feet (vide page 29 Volume III) The surface became very bad and in 1937 after the meeting of the Roads Congress the treament was replaced by cement concrete (1 2 4) 7 5" 7 (for specifications see pages 37 44 Volume I) Very little maintenance has been fouod necessary since then and this has been confined to filling of expansion joints with bituinen Half of Furlong 4 and half of Furlong 5 The original treatment consisted of 2} joch water bound tar macadam (Shalimar Tar No 2) laid 18 April 1934 at a cost of Rs 6 81 per hundred square feet (zsde pages 45 46 Volume I and page 44 Volume II) The traffic intensity is 486 tons per yard vidth By 1937 the surface had become very bad and extensive patch repairs were carried out Lveni tually in November of that year cement concrete (1 2 +) 7 5" 7 laid (specifications on pages 37 44 Volume I) It is standing up very nell and requires practically no maintenance The original treatment was a complete failure Was Half of Furlong 5. Turlong 6 and Furlong 7 The initial treatment given in March 1933 was vir in Place the binders being (A) T 70 and Mexphalte 30/40 11 the proportion of 3 I 111 Furlong 5 and Furlong 7 and (B) Colas Emulsion in Furlong 6 (vrde pages 34 35 Volume I and page 34 Volume III) The cost of treatment was Rs 15/ per hundred square feet Traffic was heavy especially of village carts intensity being 486 tons per sard sidth The treatment pros ed a complete failure as the surface developed deep tuts and broke up badly Cement concrete (124) of 7 5" 7 section was laid in November 1937 (specifications on pages 37 44 Volume I) since which time the maintenance has been confined to joint filling only 21 INCH SHELCRETE MILES 3 & 4 ROHTAL ROAD MILE 3 FURLONG 8 BIILE 4 FURLONGSI & 2 This 21 inch Shelcrete was laid in April 1934 at a cost of Rs 21 per hundred square feet (vrde page 49 Volume III and pages 24 25 Volume 1) It is subject to the same intensity of traffic as the rest of this mule The surface cracked at a number of places and extensa e patch repairs liave been done The surface was gien a repaint in Vay 1940 with Spramer at 2 pounds, and stone grit at 3 cubic feet at a cost of Rs 2/14! per hundred square feet MILE 4 FROM FURLONG 4 TO FURLONG S Shelcrete 25 inch was laid in 1935 (page 4a Volume III) at the rate of Rs ISS per lundred square feet This is generalls in good condition and no repairs have been aecessari eter since it was laid ·256 APPENDIX II CEMENT CONCRETE SIDE WIDTHS, ROHTAK ROAD The side widths are 8 feet wide The mix used is I 24 laid to a 7'5"-7' section (specifications on pages 37-44 Volume I) The work was carried out in 1938 at Rs 38/ per hundred square feet Except for repairs to a few pot holes and breakages near joints, the surface has not required attention The junction of the Shelcrete and cement concrete has required levelling in spots where depressions had developed The delegates then returned to the junction of Rohtak and Najafgarh Roads and proceeded to visit the road berms in Mile 3/4 to Mile 3/8 of the Delhi Najafgarh Road, which had been Stabilized with Cement In the summer of 1910 this work was undertaken with preliminary laboratory study of soil compaction and the resistance of soil cement mixtures to repeated wetting and drying From these tests it was decided to use 7 per cent of cement by weight of soil This percentage included one per cent for a loss of cement in the various operations of placing and mixing in the execution of work Tests were also conducted to determine the moisture density relations of the raw soil The optimum moisture content of the soil was found to be 14 per cent of oven dry weight of the soil The work was started 12 April and completed in May 1940 Weather conditions in these months were far from satisfactory, the temperature rising to 109 and 110 degrees Fahrenheit and hot winds blowing away considerable amount of cement and moisture Field tests were carried out and an allowance was made for the loss of moisture Except for initial pulverizing, each section was constructed completely during one day This procedure was necessary because of the rapidity at which the cement hardened after water was applied and the necessity for compacting the mixture at the optimum moisture content before the cement had set The method consisted of mixing 10 place cement and soil, adding and mixing water, compaction of the damp mix and rolling to finished surface It was executed entirely by departmental labour. The treatment was carried out on the 6 feet wide berns on both sides of the road from Mile 3/4 to Mile 3/8 The total length treated was 2655 feet on both sides or 5310 feet of 6 feet width, of which 3255 feet was done to a depth of 6 inches and the balance of 2055 feet to a depth of 4 jaches 1 Preliminary Laboratory Tests The satisfactory percentage of cement as based on compacted oven. dry soil volume was found to be 7 per cent by weight The soil weighed a bundred pounds per cubic foot The soil density test gave the optimum Moisture Content of 13 77 per cent As the soil was found to contain 3 77 per cent troisture 18 its natural state this fixed the rtion of water to be added duriag consolidation at 10 per cent

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·Figure 2. Spotting cement bags, spreading cemeut and inising.

·APPENDIX II 257 11 Construction The construction is summarized below (1) Pulverızıng the soil The existing road berms were scarified to the required depths (4 inches and 6 inches) by means of the toothed scarı fier attached to the Caterpillar Tractor (vide Figure i opposite page 256) This was accomplished in three or four trips The bottom surface was brought to the required depth and camber by band using phaoras A11 clods were broken by repeated trips of the sheeps foot roller Foreign bodies such as stone ballast bricks etc were removed and only homogeneous soil passing through a No 10 steve was retained 2 Spreadıng Cement The pulverized soil was spread er enly on the berms to recente a layer of cement of uniform thickness The cement bags were then spotted in accordance with the area calculated to be covered by one bag of cement at the pre determined ratio of 7 per cent by weight of the cement to soil (vide Figure 2 opposite) 3 Mfixing cement with dry soil Each bag of cement was spread entirely in the area commanded by it and then mixed with the soil by meatis of phaoras until uniformity in colour was obtained (tide Figure 2 opposite) Special care was devoted to the mixing to ensure this desideratum before applying water The mis was then laid back on the berm to a uniform level 4 Application and mixing of water The quantity of water required for each section was calculated on the pre determined basis of ro per cent and this was controlled by means of hand watering cans each of 25 gallons capacity These cans were fitted with a rose The required quantity of water was applied and the mixing done in two equal batches to ensure uniformity When a uniform mix free from lumps had been obtained the sheeps foot roller was drawn over the surface at high speed by the tractor (rde Figure 3 opposite page 258) 5 Compaction and finishing The compaction was done with the sheeps foot roller pulled by a 30 borse poner grader The roller was ballasted by filling earth in the drum and was sorhed slonly at first (so that compaction could start from the bottom) and then speeded up so that the dynamic forces would assist in the compaction The roller was worked for 15 minutes over a length of about 300 feet and further rolling was stopped when it was found that except for a small quantity of materials on the surface (sinch remained loose) the entire thickness of the layer nas well compacted The final compaction and shapiog to the correct cross section was done Bith an S ton tandem roller (ude Figure 4 opposite page 259) 6 C Chiring The finısbed section was protected from the direct rays of the sun for 24 hours by covering it with date mats which were kept set This covering presented es aporation of moisture from the surface and permitted the road as to harden The work was kept natered for one complete week until the berm was hard set and fit to carry the traffic Traffic tras allowed to pass orer the surface after a fortaight of its completion After a fer dans shen the traffic sas on fine cracks and loose pochets were observed in the surface These were picked out and ·258 APPENDIX II Te treated with richer cement soil mixture (cement to per cent) separately prepared for the work The results were satisfactory 7 General obseruationis The treatment has stood well and is still hard ard capable of carrying traffic The section treated to 6 inches depth is standing up better than the 4 inch section The present indicat on is that the treatment of soils with Portland cement has special merits and is comparatively economical If the surface is treated with a bituminous treatment it will add to its life very considerably Four photographs depicting the various stages of the work are reproduced 0 8 Cost - A detailed statement of expenditure incurred is given below I FIXED CHARGES ON TOOLS AND PLANTS AND TESTING APPARATUS (a) Tools and Plant Sheeps foot Roller complete with Rs a P coupling arrangement 1663 0 Coupling arrangement on one side 38 8 0 Coupling arrangement on the other side found necessary in use 55 Templates water cans thermometer sieves lanterns etc 150 0 1906 8 (6) Testing Apparatus Testing Operations 40 4 Penetrometer for soil testing 108 Supplementary attachment for above II5 Soil Testing Apparatus 50 0 O 0 O 0 0 0 O 0 0 0 2 2055 feet 313 4 Total fixed charges Rs 2220 RECURRING CHARGES I Cost of Treatment to a depth of 4 inches Length Width = 6 feet Area 12 330 square feet (a) Materials Cement 260 bags 13 Tons @ Rs. 38 494 0 0 (Average rate inclusive of carting to site ) (6) Departmental Labour Mates 2 Nos X 15 days - 30 C /11/ per day 20 TO Beldars 345 Nos 17/6 each 16 12 Mason for fiorsbing 1 x 13 18 per diem 19 8 Blason s Beldar IX13 17/6 per diem 6 2 Bbisties for curiog and applying water 4X 15 days - 60 @ 7/6 per day 28 2 0 Total 236 2 OOOO 0 ·APPENDIX II 259 0 36 0 30 0 78 5 JO 0 0 60 0 (c) Recurring expenses of Caterpillar Hire charges 12 days @ 2/8/- per day. Driver's wages 12 days @ 3/-/- per day Assistant's wages 12 days @ "10)- per day. Chowbidar's sages 12 days @ 5/7/6 per day. Materials eg Diesel oil, Mobil 011, Petrol, Cotton Waste etc. Total (d) Recurring expenses of Tandem Roller Hire charges for 11 days @ Rs. 5/10/- per diem inclusive of pay of driver, chowkidar etc Materials eg Petrol, Kerosine Oil etc Total () Sundries e g mals etc for patch repairs. 139 2 0 . 61 14 0 бо о 0 I2I 14 0 80 0 TOTAL OF (a), (b), (c), (d) AND (e) = Rs. 1071/2/- say 1071 O 0 Therefore, rate for 4 inches depth - Rs 8/11/- per bundred square feet, (2) Cost of Treatment to a depth of 6 inches Length = 3255 feet. Width - 6 feet Area = 19.530 square feet. (a) .. 1159 0 0 Alaterials Cement 6ro bags – 30 5 tons @ Rs. 38/- per ton Departmental Labour Mates +2 Nos x 16 days=32 @ -/11/- per day Beldars =458 Nos -17 6 each. Mason for fuishing I XI6 days =16 @ 1/8/- per day Mason's Beldar IX16 = 16 @ - 7/6 per day Bhisties for curing and applying water =5x16=80 @ 17 6 per day. Total 22 0 0 214 II O 2.40 0 78 0 . 37 8 O 305 II 0 0 40 O 48 o per day. (c) Recurring erpenses of Calerpillar Hire charges - 16 days @ Rs 28 - per day. Driver's wages =I6 days @ Rs. 3 - - Assistant's wages = 16 days a · 10 - per das Chon hidar's wages for 16 days @ -17/6 per day, Materials, Diesel Oil etc Total ΙΟ O 0 S 0 7 So 0 185 8 tolo ·260 APPENDIX II o (d) Recurring Expenses of Tandemn Roller Hire charges including wages of driver and chowkıdar - 16 days @ Rs 5/10/- Materials eg Kerosine oil, Petrol etc, Total (e) Sundries Materials for curing, patch repairs etc go so 0 .. 170 O O • 100 0 O TOTAL Or (a), (b), (c), (d) AND (e) ..1920 30 Therefore, rate for 6 inches depth =9/14/- per hundred square feet The delegates then proceeded to Najnfgarh to see the new rural road from Najafgarh to Delhi Gurgaon Road via Basant This work was included in the Delhi Province Rural Road Programme General The construction of new rural roads in Delhi Province is designed to open up the rural areas to an extent which has, perhaps, not been attempted in other parts of India It is definitely believed that the correct treatment of a suburban rural area is to provide a really good system of communications which coupled with widespread consolidation of holdings, should enable the people to take the fullest advantage of the urban markets lying within a few miles of their villages There is no doubt that the work so far done 15 greatly appreciated and that the further extensions to the rural road programme will be valuable not only from the economic but also from the administrative point of vier For the construction of the new rural roads, the labour has been drawn largely from the surrounding villages The fact that the work being done was entirely for their benefit was quickly appreciated by the men employed and after a few weeks training they adapted themselves to the task, and offered the most willing .co operation With the exception of the construction of masonry and concrete works, the entire scheme was carried out by local labour and thus their interest has been maintained throughout The entire rural road programme vide Annex I opposite, has been financed from the Road Development Fund. Oning to the depression since 1932 ordinary revenues have suffered and large grants to local bodies, a feature of the previous decade, could not be made The Road Fuod came therefore, as a timely measure and the development of communications in Delhi Province is being fipanced from this fund Land Acquisition The new Roads have followed largely the alignment of the old District Board Roads (as noted belon), the nomenclature of the estimates being 'Raising and Metalling" of old District Board Roads 1. Najafgarh-Babadurgarh Road 2. Nangloi Dhandasa Road via Najafgarh 3 Chiragh Delhi Road ·Figure 4 Shaping to correct cross section and rolling

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·DELHI DISTRICT MAP.
Sea
اگه
علم
مد
دهه
مر
وعافيه
BUT TAKAPAR
مرتبط جمله
CMaer
قیام
مهم و امام
مقها الممحول
مد
هههه
ما سمعنا
سعود

·Or carefully freed from all extraneous matter The object of these bloding ma'erials is to ET APPENDIX II 261 4 Vaqbara Paik Auchandi Road 5 Xajafgarh Vehrauli Road tia Kapa Sera and Mehpalpur 6 Narela Banana Gheora Road The total width of land acquired was so feet throughout except where the road passed through villages or s here religious buildings came within the road width The cost of acquisition varied with the nature of the land and thus valuation was undertaken by the Land Acquisition Collector Tbe earth for the embankment was dog from land temporarily acquired outside the permanent land width of the road In co operation with the Anti Valaria and Health authorities, the maximum depth of these borrow pits was restricted to one foot. As soon as the bank was completed to the full height and section the land temporarily acquired was handed over to the cultus ators for ploughiog This resulted 10 its being levelled and obliterated the depressions or borrow pits so that no source of mosquito breeding remaid With few exceptions, the rural roads construc under construction pass through cultivated areas The land on which crops stood was not touched until they had been larvested and the bank in these reaches was built later Mode of Construction The actual mode of construction of these rural roads is dealt with in detail later Like most of India s ronds they have been built of stone and ballast consolidated bilst net, (water bound macadam as it is technically termed) The foundation soling for the rural roads was Delhi Quartzite hard stone procured from approved quarties The neariog coat consisted of it inch gauge ballast and was laid in two layers of 4! inches each the second coat being laid seterul months after the first After the bank had been consolidated with a heavy roller (to or 12 ton) and the surface graded longitudinally down the centre line with level and all undulations removed the soling coat was spread It carefully hand pached and the interstices filled in sith sinaller part of the same material The soling was then rolled On the complete the consolidation of the soling bunds about 12 inches in width and 6 Inchies ja height were first constructed along each edge of the width to be metalled to confine the edges of the metal and prevent its spreading out wards during consolidation These buods were made of damp cins. carefully aligned and compressed with rammers to present ang escape of the svater used in consolidation About 20 per cent of the metal was then spread between these clay fillets to the camber of the template-the metal before spreading Leing The steam roller was then passed over the whole curface drs starting from the edges and gradually working 10 tonards the centre The balance of the metal was later spread where necessary to correct the camber after which the whole surface was kept thoroughls satered and the rollio continued uniformly till this surface was hard and compact co that a light cast orde no supression After thorough consolidation the blinding materials were spread on These were moorum and bart lich, were evenly spread and watered and rolled the surface ·262 APPENDIX II the interstices between the metal and produce an even water-resistiog surface When complete, tbe surface was watered daily for 14 days and traffic kept off the road The earthen sides were then brought up to the required height, rammed and neatly finished off in straight lines at the junction with the metal and along the outer edge, with a slight outward slope The earth for these berms was burroned from the continuous side draias of the boundary of the road width and not from pits All these rural roads were being treated with surface dressiag In Annexes II to V, brief descriptions of the materials used and their specifications are given The firms carrying out the surface treatment supply all the tools and plant themselves The side slopes of the embankment have been kept at I in 5 throughout except where the bank was above five feet in height This slope was adopted as it has proved safe for cart traffic, and all fear of overturning of bullock carts has been entirely obviated The height of the embankment with few exceptions, has been kept at two feet above the adjoining field levels This was necessary to prevent the roundation of the roads during the monsoon The rain water now runs off the road into continuous storm water drain provided at the edge of the road boundaries and flows to the nearest drainage cut In the rare cuttiogs pucca brick pitched drains have been provided Kulcha earth drains have been found from experience to be useless in such cases as the earth from the sides of the cutting drops back and blocks the drain and necessitates constant clearing and maintenance at much expense Pitched drains have also been provided where the road passes through villages Culverts are built at suitable points and the drainage from the village passes under these to its previous outfall The beds of such culverts are pitched and provided with a small cement plastered cunnette for sullage nater It has been observed in the past that the heavily laden traffic coming on to the main roads from the villages tends to damage the edges of the pucca road To avoid this, in these rural roads the village road approaches were metalled within the road boundaries and a maximum gradient of one in 25 adopted These metailed portions are of great help to the draught animals in drawing theu loads up, on to the In cases where the road crosses irrigation channels or divides the fields of tde Zemundars, sypions have been provided under the roadway These are built of reinforced concrete "Hume" pipes with masonry chambers at each end, cement plastered inside The diameter of the 53 phon depends on the dischage it is required to carry The chambers are placed 40 feet apart where the einbankment is not very high, and the syphons are laid at an easy gradient Rural Roads constructed The roads which lase been built from the Road I und are detatled 10 Annex I facing page 260 All the roads are open to traffic but work on the second coat of metalling on the Narela Glieora Road has just been completed and surface dressing will now be taken in laud Ifrom the statemeat, it will be seen that the average cost per mile varies due to tbe following causes – pucca road ·APPENDIX II 263 (a) Vanation in the tendered rates (b) Value of the land acquired (c) The number of bridges culverts, and syphons necessary In surface dressing these macadım roads the first coat applied was a penetrative one Specifications of the meterials used for this work will be found 10 Anderes II to VI, pages 268 to 270 On the plan of Delhi Province facing page 261 the roads reviened in this note have been shown The total milage of the roads completed and under construction is 671 miles The following figures may be of some interest India as a wbole has one mile of metalled road for every twelve In both square miles or one mile for esery 3200 acres under cultivation these calculations urban roads have been excluded Delhi Province on the same basis had before this Rural Rond Programme was started one mile for every 1920 acres and with the roads now ready has one mile for every 1215 acres and on the completion of the whole scheme in 1947 the figure will be one mile for every 960 acres These statistics show a very encouraging improvement, but even so in the respect of ber roads India has far to go before she reaches the standard of Great Britain, which has at present one mile for every 135 acres Under the orders of the Chief Commissioner the District Board Works in the Delhi Province were transferred to the Public Works Department in about June 1938 Amongst these works were the upkeep and maintenance of village earth roads The length of District Board earth soads is 47 miles 2 fuslongs Besides these there are many miles of village approach roads Jaspections of these roads revealed that at all seasons of the year they were difficult for traffic and duriag the monsoon this difficulty was aggravated The low level of the roads and the deep cutting caused by heavily laden carts made them streams during the rains and the traffic problem for the villagers was one not capable of easy solution These difficulties have been lessened to a great extent by the use of CATERPILLAR DIESEL NO 10 AUTO PATROL MACHINE This Machine was purchased at the beginning of the financial year 1939 at a cost of Rs 18 022 by the District Board The purchase was made through the Indian Stores Department It was transferred to the Public Works Department for the maintenance and upheep of the District Board and village earth roads a The delegates saw the machine at work Carth Roads --The tendency of earth roads to detelop a wavy or Corrugated surface furnishes one of the most difficult problems that the engineer has to face When this Department took over the roads it was found that the roadways had been alloned to become deeply rutted and very valt under the action of traffic The surface bad therefore, to be scarified and bladed into proper shape ·264 APPENDIX II Generally speaking the term Maintenance refers to the work re quired to preserve something in its original condition Satisfactory maintenance of road surfaces especially of the earth type calls for smoothening operations at frequent intervals Tlus may be weekly or at more distant intervals depending upon the type of surface and the amount of traffic In this programme for the District Board roads the operator was assigned a definite length of roads which he patrolled at regular intervals Caterpillar Auto Patrol - A brief description of the performance of this machine now follows The Auto Patrol is a combidation of tractor and grader The advantage of the power controlled unit is that no great physical exertion is needed to operate the various controls of the cutting blade (turning lifting tilting) and the scarifier In all the operator has before bum five controls for the operation of the blade besides the usual controls for the engine gears clutch brake etc It is a fast machine and travels quickly from job to job Under the classis of the machine a cutting blade is fixed This is controlled by the operator and can be lifted and tilted at will to any augle within the range of the machine With the engine located over the driving wheels the operator has a clear view of the blade and the work being done The mechanical controls are simple trouble free positive and accurate in action If the road material is packed too hard for the blade to handle or the soil is excessively hard it can be loosened with the scarifier and then regraded and reshaped with the blade Briefly the scarifier consists of a number of teeth fitted into a holder fixed at an angle so that the po nts stuke the surface obliquely Its function is to tear up the hard surface prior to blading This scarifier is fitted to the chassis of the machine and the teetli are very important If they are to retain their cutting point for a reasonable length of time they must be made not only very hard but also very tougli They must neither bend nor break and to full these requirenients are made of special steel Establishment -The establishment with the machine is one mechanic operator and a capable fitter cleaner The latter helps to clean and on the machine daily for the operator who cannot be expected to do this in addition to his ordinary work Some extra beldars had to be engaged here resy deep rots were encountered as these had to be filled with earth prior to the passage of the Auto Patrol Cost of u orking - The machine commenced work on the 24th April 1939 The detailed expenditure from that date to the 31st March 1940 has been noted in Annex VII page 271 The machine was idle for 100 days in all for overhauling operator s absence on lease and on sundays The machine worked for 241 dave The total mulage of roads maintained was 34 miles aide Anner VIII page 272 Dividing the total expendi ture for this period by the number of miles of roads maintained se get Rs 10) as the cost per mile-a surprisiogly low figure It may be poted tint this should not be taken as the best performance of the annchune The comparatively slow progress wade in the first year was due to the sery bad condition of the roads It is loped that better rogress will be made during the current year ·APPENDIX II 265 Fuels and Lubricants - The following is a list of fuels und lubricants which used on the Auto Patrol haie giien satisfaction Tuel High Speed Diesel Oil Lubricating Oil Shell Ardol For the engine the firm recommends any good quality oil with a Viscosity of SAE 20 Castrol 0:1 was used For the gears Burmah Shell Oil was used The two serious disadvantages n bich have been observed in the working of this machine are the absence in the equipment as purchased of means of (a) Consolidating the road (b) Watering of the prepared surface It is intended when funds permit to purchase the additional equipment It has been found that unless there is a certain amount of moisture in the coil the working of the machine produces a somew bat dusty surface There is a roller attachment bich is a standard part and can be fitted to the Auto Patrol itself in place of the blade Such 1 roller filled with water neighs about 3340 pounds but the ground pressure obtained a ben using it is equivalent to about 10 000 pounds on account of the downward pressure from the machine itself This would make for extremely good rolling No standard watering attachment is manufactured but one can be built locally An ordinary watering cart device can be attached to and toned behind the Auto Patrol and water sprayed sbile the rolling is being done With this the dust nuisance sould be over come and better consolidation obtained in the eart soads thereby considerably improving them There is already an attachment at the back of the machine for the towing of a water tank device The delegates next inspected some esperiments with Digboi bitumen to the following specifications The material is straight bitumen supplied by Vecsts Burmah Shell Company and is an Indian product obtained 1n Assam Terdote (1) Specification for single coat Local Digbos Bitumen 60170 The work was started on 19 6 40 and completed on 20-6 40 The road surface was cleaned with soft brushes to the surface dust It was then cleaned with sire bru hes to loosen the mud and moorum from the interstices upto a depth of 1 inch surface as then cleaned with soft brushes to remove the dust produced by the above operations This nas afternards dusted by gupp bags and the edges of the road denned by means of inch thick rope 100 feet long Depressions on the road were made good by patching before the The ·266 APPENDIX II commepcement of work On this cleaned surface Digbor Bitumen 60/70 beated to 350 degrees Fahrenheit was applied by means of a spraying machine at the rate of 45 pounds per hundred square feet and blinded over with 5 cubic feet of 3 inch stone chips and rolled with a Io toa steatri road roller After this operation the road was opened to traffic (11) Specification for double coat Local Digboi Bilumen 60/70 The work was started on 20 6 40 and completed on 21 6 41 The road surface was cleated with soft brushes to remove the surface dust It was then cleaned with wire brushes so as to loosen tbe nud and moorum from the interstices to a depth of at least 10cb Then the road surface was cleaned with soft brushes so as to remove the dust produced by the above operations Th: was afterwards dusted by gunny bags and the edges of the road defined by means of inch thick rope 100 feet long Depressions on the road were made good by patching before commencement of the work On this clean surface Digboi Bitumen 60/70 heated to 350 degrees Fahrenheit at 35 pounds per huddred square feet was applied with a spraying machine and blinded with 3) cubic feet per hundred square feet of fine 8 inch hard blue stone ballast in the first coat and rolled with a ro ton steam road roller After thus the entire painted surface was again thoroughly cleaned and all sur plus loose material and dust etc removed The painted surface was again treated with hot Digboi Bitumen heated to 350 degrees Fahrenheit at 20 pounds per buodred square feet This was applied with a spraying machine and blinded with loch Delhi quartzite chips at the rate of 3 cubic feet per hundred square feet for the second coat and rolled with a to ton steam road roller The road was then opened finally to traffic (113) Specs ficalion for single coal Local Digboi Bitumen 80/100 The work was started on 22-6 40 and completed on 23 6-40 Specification and the procedure are the same as for (s) above except that Local Digboi Bitumen 80 100 nas used iostead of local Digboi Bitumen 60/70 (sv) Specification for double coat Local Digbo: Bitumen Soroo The work was started on 23 6 40 and completed on 24 6 40 The specifications aod procedure are the same as for (*) above except that Local Digboi Bitumen 80/100 was used iøstead of Local Digboi Bitumen 60/70 A census of traffic to which these treatments bave been subjected was taken for a period of about one month The results are attached

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·APPENDIY II 267 TRAFFIC COUNT 1.lage --\Iile 243 near Level Crossing on Mehrauli Najafgarh rond. Nature of Road Sher face - Painted with Digboi Bitumen I'idth of Road Surface --IO feet Il'idth of Formation --30 feet Totul waght in to Daring 24 hours ending Votor Others Count luglit in tons per vaid widtb of bird surf ice Motor Others Total 12 93 19 42 988 26 14 36 15 28 26 120 50 38 75 | 80 50 4 77 14 76 6 73 20 53 31 47 15 06 841 19 74 TO 44 8 40 4 17 8 26 II 62 25 II-40 26 II-40 27-11 10 28-II 40 29 II 40 30-II 40 I-I2 40 2 12 40 3-12 40 4 12 40 5-12 40 6 1240 7 12 42 8-12 40 9-12 40 IO I2 40 II I2 40 12 12 40 13 12 40 14-12 40 15-12-40 16 12 40 17 12 10 18-1240 19-12-40 20 12-0 - 816 4 66 3 15 5 61 4 68 13 20 3 21 441 5 05 4 90 10 69 4 50 418 IO 97 1 89 987 7 81 25 901 27 20 43 TO 49 20 15 55 64 75 22 45 | 10 50 32 95 68 45 18 70 87 15 104 90 15 60 50 20 44 00 94 20 28 05 10 70 65 80 14 34 80 16 51 65 28 00 16 35 44 35 13 90 35 65 49 55 27 55 15 00 42 55 21 55 13 95 | 35 50 31 60 36 55 68 15 22 45 28 75 28 80 32 GO 28 60 54 65 33 25 48 70 8195 33 30 18 30 41 60 24 85 19 601 44 45 23 70 45 40 35 00 37 25 27 00 4045 67 45 16 50 37 05 39 30 19 45 38 75 +6 65 24 15 15 49 13 30 14 86 12 76 10 65 20 45 8 62 18 51 6 47 9 48 6 30 673 8 64 61 70 26 05 658 16 39 9.97 14 61 6 99 24 58 12 48 13 03 21 70 12 25 745 6 51 1 367 13 62 549 5 58 7 II 7 50 2 13 6 16 5 83 810 II 17 2013 20 35 +95 11 79 15 35 28 30 II 21 17 12 13.69 5 50 8 49 Total for 26 days 8,8 70 600 60 1459 30 257 57 17984 437 41 Average per day 33 03 23 10 56 13 9 91 693 16 84 ·268 APPENDIX II ANNEX II STICITIOATION FOR TWO COAT PAINTING WITH BURMAT SIELT MATERIAL I The road surface will be thoroughly cleaned of all dung dust, etc by swiog wire brushes and country whips Material to be used per hundred square feet – First coat r 70 or Shelspru @ 20 pounds grit @ 2 cubic feet Second cont Spramer @ 30 pounds grit @ 4 cubic feet 3 The work to be rolled carefully with a poner roller 2 ANNEX III DOUBLE COAT SURFACE PAINTING PRIMING COAT WITII SOCONY LIQUID ASPHALT NO 2, AND SUBSEQUENT COAT WITH SOCONY HOT ASPITALTUM General - This speciacation covers the treatment of water bound surfaces with a primog coat of Socony Liquid Asphalt No 2, and retrentment with a subsequent cont of Socony Asphalt Afaterials - The primer used shall be Socony Liquid Asphalt No. 2 winch is a cutback Asphialt containing 70 per cent bitumen by tveight and is applied without heating The subsequent punt coat shall be Socony Asphalt, Grade 104 or 105 The cover coat for the primer shall be Badarpur sand, stone chips passing t" sieve blinding the hot asphalt coat Procedure -The surface to be treated must be in good condition true to grade and camber Any depressions shall be made good by patching before the commencement of work The surface shall be thoroughly cleaned with wire brushes bass brooms etc and the interstices opened up to a depth of at least 1 inch Forst Coat-On the cleaned surface, Socony Liquid Asphalt No.2, sliall be applied at from 20 to 25 pounds per 100 square feet This priming application shall preferably be alloned 24 hours to penetrate and shall afterwards be covered svith Badarpur sand at 2 to 3 cubic feet per hundred square feet No rolling is necessary and the road can then be opened to traffic Second Coal - After the priming coat bas been under traffic for a period of at least scs en days and not exceeding two months the surface shall bc clcracd of all surplus sand loose materials etc. and gisen an application of Socony Asphalt, Grade 104 and 105 lented to 375 degrees rihrenheit at 25 pounds per hundred square feet Tlus shall be blinded with stone chips (l' to 1") at from 3 to 31 cubic feet per bundred square fect, and after rolling shall be considered as complete and opened to traffic ·APPENDIX II 269 ANNEX IV. SPECIFICATIONS FOR TWO COAT PANTING OY WATER-BOUND MACADAM (IST PENETRATIVE COAT AND SECOND ORDINARY HOT PROCESS COAT) WITH SHALDIAR TAR NO 2 First Coat -The road surface shall be cleaned with ordinary brooms or soft brushes with long bandles to remove the surface dust shall then be cleaned with wire brushes so as to loosen the mud and moorum from the interstices of the road 1 ben the surface shall be cleaned with soft brushes so as to remove the dust produced in the above operation Finally the fine dust shall be removed with gunny bags When the surface has been thoroughly cleaned the edges of the road sball be defined by means of ! inch thick ropes each 50 to 100 feet long Shalimar Tar No 2 (heated to 200 to 220 degrees Fahrenheit) shall be ap plied at the rate of 36 pounds per hundred square feet and blinded with stone chips at the rate of 31 cubic feet per hundred square feet (10 two operations). Immediately after the chippings bave been spread the surface shall be rolled to set The traffic shall be opened 24 hours after the work has been completed Second Coat - Second coat shall be applied within 3 to 6 months after completion of the first coat (it depends on the census of the traffic) After cleaning the road surface thoroughly Shalimar Tar No 2 (heated to 200 to 220 degrees Fahrenheit) sball be applied at the rate of 24 pounds per hundred square feet and blinded with stone chips at the rate 2) cubic feet per bundred square feet Immediately after the choppings have been spread the surface shall be rolled to set The traffic shall be opened 24 hours after the work has been completed Total material to be used per hundred square feet Shalimar Tar No 2 60 pounds Store chips 6 cubic feet ANNEX V SPECIFICATIONS FOR PAINTING ROAD SURPACE COMPLETE WITH TWO COATS OY WATER BOUND HIACADAU (BOTY WITH HOT PROCESS) 1 The road surface rould be cleaned of all moorum and mud with mire and broom brushes in order to expose the stone metal When the surface is thoroughly dry and clean Hotfs beated to 360-400 degrees Fahreobert should be applied at the rate of 30 pounds per hundred <quare feet and covered with 3! cubic feet of ! och stone, chips and thoroughly rolled ·270 APPENDIX II 3 When sufficient length of road has thus been treated, a second coat of Hotfix should be sprayed over at 20 pounds per hundred square feet and topped with 2 cubic feet per hundred square feet of stone chips šunch and dowonards The surface should theu be lightly rolled and the road opened to traffic ANNEX VI, TWO COAT PAINTING ON WATER-BOUND MACADAV SURFACE (FIRST PENETRATIVE COAT AND THE OTHER ORDINARY SURFACING COAT) Bilamuls IVeaning Surface t-snch depth Clean the surface of the roadsay thoroughly Fue material should be removed from the interstices of the base inetal to a depth of at least inch for a water-bound macadam road Patch any holes or depressions with crushed metal and Bitumuls H Sprinkle Road Surface with water. Per too square feet 23 pounds 35 cubic feet. On the dampened surface, Spray Bitumuls II Immediately after spraying, spread -inch chips Wait 1 hour or longer, Dragbroom and roll fightly, Spray Bitumuls H. Immediately after spraying, spread--inch chips Wait 1 hour or longer, Dragbroom and roll to finish (27 pounds. (1 2 0 cubic feet. Total materials per hundred square feel .- Blue Delhi Stone grit Bitumuls HI. 55 cubic feet, 50 pounds. The above specification was follosed in a portion of Vile 1: Vajalgarlı Koal as an experimeatal measure in 1934 in the l'roi locul Division and has since been adopted on several folds in the Central Public Works Department. This is an ideal specilication for water-bound 10ads on huch there is heavy traffic.

·APPENDIX II 271 ANNEX VII. STATE OF EXPENDITURE INCURRED ON RUNNING EXPENSES OF AUTO PATROL MACHINE DURING THE PERIOD TROM 24 4 39 TO 31-340. (A) MATERIAL Serial No Description of material used Quantity Cost Remarks Rs I 2 3 4 5 6 Diesel Oil for bigh speed engines Vobil Oil Castrol C Sbell Ardol Kerosine Oil Petrol Grease Cotton Waste Country soap Petty purchases Sparhiog plugs 798 gallons 20 gallons go gallons 24 gallons 3 gallons 64 pounds 47 pounds 702 73 796 30 5 32 9 31 50 9 5 39 bars LS 4 Nos 9 IO II I2 Hand pump I No. Gear Oil B O C Burmah Shell Total 90 gallons 175 1317 (B) ESTABLISHMENT. 5x14x( 11+ 3) I Pay of Auto Patrol Driver, II months Rs from 24 4 39 to 31-340 & 7 dass @ Rs. 00/- PM - - 1011/- 2 Pay of Asstt Operator, II months from 24-4 39 to 31 3 10 & 7 days Rs 20/ PM - 225/- 3 Pay of fire beldars to work with the machine 7 Il months 30 & 7 days @ Rs 14 - PY - 786. Total expenditure for establishment = Rs 2022'. TOTAL EXPENDITURE (4) +(B) = 1317 + 2022 - Rs. 3339 - Say Rs 3310 - Expenditure incurred on running and maintenance of Auto Patrol Machite during 1933 40 R$ 3340 Number of miles dressed by the Auto Patrol Vachide=324 miles. 3310 EXPEDITURE I. CCRRED TEK MI1.E or Rs 10 5/ per mile 324 ·272 APPENDIX 11 ANNEX VIII. LIST OF ROADS MAINTAINED BY THE AUTO PATROL MACHINE DURING THE PERIOD FROM 24-4-39 TO 31.3.40. Serial No Name of Ronds dressed Th100 Approximate length of road in miles Number of tripa ench road Total miles dressed Remarks I I 1 2 2 6 3 to I I 4 I 5 I 2 6 I .. 2 3 8 9 10 II 12 I 13 3 15 14 Mehrault to Mehrauli Bund Mehrauli I Mehrault Gurgaon Road to Gadıpura Nebrault 3 Mehrauli Gurgaon Road Gbatorni Mehrault Mehrauli Gurgaon Road to Yahyanagar Mehrault Tughlakabad Encamping ground to Khırkee Mehrauli 2 Hauz Rani to Qutab Road via Begampur Mehrauli 2 Hauz Khas to Munirka village Mehrauli 3 Tughlakabad Kalka Road Mehrauli Badarpur Jaitpura Road Mebrault Rangpuri village Road Mebrauli Shamalka Rajoktı Road Mebrault 21 Delhi Gurgaon Road via Basant to Nangal Detvat Mehrault Palam Railway Station to Kakraula bridge Mebrauli 5 Najafgarh to Kichaun Kalan village Najafgarh 1. Najafgarh to Pindwala Kalan via Paprawat Najafgarh 5 Najafgath to Dhasa Road to Mundbels and Kair Najafgarh 4 Najafgarh to Ujua village Kilkapur Roata and Jhaptıkra Najafgarb Nangal Raya Palam Road Najafgarh Sbahdra Lon Road Shahdra Shabdra Gbonda via Batarpur.. Shahdra 4 Ghonda to Junina Bridge Shabdra Jhil Kulanja Kbureji Patpargunj Shabdra Patparguaj to Shabdra Shabdra Narela Banana Road Narela Narela Khankhoda Road Narela 4 Nangit Poona Khera Kalan & Khurd Varela 4 Khera Khurd to Ilulimbi Khurd Narela Darnala vlage to Khera Khurd Narela 3 Auchandı Rcal tail to Jaug. ashpur Narela I I! 15 2 10 16 1 4 17 27 18 19 20 21 22 23 24 25 26 10 нс ннн 1 I 27 25 29 NM 2 ·APPENDIX II 273 Serial Yo Yame of Ronds drecced Thina Approximate length of road in miles Number of trips done on each Total miles dressed road Remarks. 30 I I 9 I I 7 7 I I I 3 онн 2 8 3 24 41 1 I I 2 I 2 І I I 2 Daryapur Kalan to Nangal Thakran Narela 31 Mangeshpur to Jauntı village Narela 32 Nangloi Pembarı Bridge Road.. Naogloi 33 Mundka Rani, Khera and Karela Napglo: 31 Pembarı bridge to Punjab Khera | Nangloi 35 Gheora Bawana Road Naogloi 36 Tikri Kalan, Jbarauda Kalan Khair Nangioi 37 Approach road to Tekhand village 38 Approach road to village Ali 39 Deoli 40 Mehrauli Dera Mandi Road upto Punjab Boundry Approach road to Patwarkbana Mehpalpur 42 Approach road to Patwarkbana Kotla Mubarikpur 43 Approach road to Cemetery at Alipur 44 Approach road to Dispensary at Ojwa from Qazipur 45 Approach road from Dhasa road 46 Apprcach road from Mittroan mile 20/2 47 Approach road to Cemetery at Patparguns Approach road to Deoli Bund to Tughlakabad 49 Approach road to Khera Khurd 50 Chawla to Qazipur, Isapur 52 Pindwala Khurd to Pind sala Kalan 52 Narela Mandi to Hair-Rafiam High School 53 Alipur to Narela landı 54 Pindala Kalan to Shabpur vil. lage Mebpalpur to Rangpuri Mehram Nagar to Sehpalpur Old pucca bund 57 Doonda Heri to Rajkori 58 Kapa Sera to Rajkori 59 Palam road Tihar Bund 60 Mehrauli Pali road upto Asula Bund کا بد I I 3 H 3 2 8 48 насл 2 2 1 IO 6 8 2 16 NM Nw 55 56 7 2 2 HNNN нннн . 3 15 5 209 323 ·274 APPENDIX III APPENDIX III. A TALK ON SOIL STABILIZATION* BY S, R MEHRA, ASSOC W INST CE, Executire Engineer, III Lahore Provincial Division, Lahore I am very glad to have been asked today to address a representative gathering of Highway Eogiteers, on a subject which is not only gorog to occupy a very envious position in the science of Highway Engineering in the 'pear future, but which has also given me personally, a great deal of an xtous thought for over 3 Sears now I bare used the words "anxious thought' because every time I have tried to discuss the econotnic possibilities of soil stabilization with a Highway Engineer in this country, the engineer has given me the impression, that he talking to me with his mind already made up that it is impossible to economically improve a soil for use on roads 15 There are many reasons of course, for the existence of a general "bias" against soul stabilization, if I might use the word Firstly, the idea is not only new but is also revolutionary in character and is therefore subject to the general opposition that such ideas naturally get The revolutionary nature of the idea lies in the fact that whereas heretofore we have been cotisidering the actual road crust as the essential feature of the road design, and the sub grade or the natural soil has been considered in a very general and vague manner if at all 10 future, the entre design of a road » all have to be governed principally by the nature of the sub grade Many farlures of roads have in the past been attributed to poor workmanship and bad design of the paveinent, although they were directly due to unsuitable sub grades It is the sub grade, which is to ultimately carry the tramc loads Jf the sub-grade is firm and capable of uniformly good behaviour 10 changing moisture conditions a thin flexible pavement is all that is required over it If, on the other hand, the sub grade has a weak supporting power and is also subject to large volumetric changes with changing moisture conditions, it will probably be pecessary to have a fairly strong, rigid pavement over it, something I ke a thick reinforced concrete slab with a definite "beam strength" So that, before the pature or the thickness of the road crust can be determined, it is absolutely necessary to know what the sub grade is going to be This talk 28 gren by Mr Mehra at the New Delhi Town 1911 at 1000 on Monday 27th January 1941, and is referred to on 12 24 Appendix of ih book ·APPENDLY 111 275 The second reason for tlus bias is the complete failure of past esp riments on soil stabilizatiou Experiments have in the past been carried out br individual engiaeers who owing to insufficient knon ledge of the subject of soil science have had to depend entirely on the specifications gken by the various firms manufacturing stab lizing materials In their efforts to boost their own materials the firms seem to have unrisely advocated the use of one kind of stabilizer indiscriminately for all kinds of soils and their main concern seems to have been not the improvement of the soul but the u e of their products Th s short sighted policy naturally resulted in the treatments belog upnecessarily expensive and also in very discouraging failures Thudly there is a general scare of the bullock cart in this country and the impression seems to be that so long as all bullock carts do not use pneumatic tyres (bich is an impo sibility! it is to use tryitg to 10prove the unmetalled road because no unmetalled road will stand bullock cart traffic I bereas the bullock cart is certainly a menace to any kind of 1 glat pavement the problem is not so hopeless as it is generally considered to be To begin wirb the intensity of the bullock cart traffic on the road bas to be considered On the one hand there may be only 5 to ro bullock carts a day running on a road on the other hand there may be as many as 500 or more on another road Whereas it may not be possible to improve the soil sufficiently to take up the heavier traffic it may be worth vb le trying to do so for the 1 ghter one Again the bullock carts in all areas are not iron tyred About go per cest of the bullock carts in most Punjab districts have wide wooden tyres and there seems to be an increasing tendency to give up the uron tyre Taling the above two points into consideration It can be sately assumed I think that there is a large milage of roads immediately available which if provided with cheap stabil zed soil pavements can withstand prevailing traffic this milage will of course go on increasiog as the agriculturist and the engineer get a better comprebension of their respective respons bilities in the solution of the problem 10 Course of time Yet another reason for the bias is the lack of a common code of practice for soil stabilization in this coustry and the general confusion hich has been created in the minds of the road engineers by the various schools of thought The only system of «oil research which is both consistent and practicable is the one called The American System This system is used Bith modifications of course to suit local requiremeats 10 alt Western countries here soil science is the craze of the day I have been working on this syster myself for about five years DOS and it is my pleasant duty today to try and convince you of what I have just said about this system America was the first couatry many years ago to start a systematic study of soil and 18 1924 on the creation of the Central Research Bureau soil science was kept as one of its branches. non ·276 APPENDIX III research was originally based mainly on laboratory tests of the physical properties of the top soil The Russian attempts to establish scientific principles for sub grade investigations originated at a very much later date than the American ones The Russians made use of American experiences and improved on their methods It was in Russia where for the first time a systematic study was made of the intimate relations which exist between the soil the physiographic character of the landscape and the climatic conditions Present American research on soils recognizes this relationship Independent soil research is now being vigorously carried out, besides America and Russia in England, Germany, Switzerland Sweden, Norway Hollaod and Belgium, etc, where I was able to discuss soil stabilization problems at length, with soil physicists and soil engineers, both in the laboratories and out in the field during my 18 months' tour in 1936 and 1937, and it is universally accepted that a soll must be studied both ta the laboratory and in the field, before its behaviour under traffic can be anticipated to any degree of accuracy The time at my disposal being short, I shall today confine myself only to the technique of stabilized soil roads According to the American system a soil is a conglomerate of sand silt and clay 10 much the same way as cement concrete is a conglomerate of shingle, sand and cement A soil has its coarse material its filler and its binder in much the same way as concrete, and the grading of the mix has an important effect on the behaviour of tbe soul 10 the same way as the grading of materials affects the strength of concrete The sand provides internal friction to the soil in the presence of moisture, the silt provides embedment of the sand grains and the clay provides cohesion in the dry weather The very first thing to do when a soil road is to be improved, as to go out at site and to travel along the road, making field investigations The focal people or preferably the old road coalies and mates, etc, should be closely questioned about the behaviour under traffic in varying weather conditions in each "reach" where visual inspection shows a change of soil texture If a "reach" is reported to behave badly in the dry seather but improves in the wet weather, the field conclusion is that it is rich in sand but deficient in binder clay If on the other hand a reach behaves well in the dry weather but breaks down 10 the wet, it is too rich in clay and deficient in sand A road which bebaves badly both in the dry and the vet weather, consists of a soil which is predominant in cohesionless silt and is therefore deficient both in sand and binder clay The next step would paturally be to look for the deficient ingredients in the close vicinity of the site Pit sand or sand from the beds of irrigation channels having a bed width of more than 10 feet is generally suitable for soil stabilization work As regards clay, you will find many a time that your men will tell you that there is no possibility of gettiag any clay tear this vicinity that, but tale it as a tip from a man who can claim to bave a fairly wide experience in this matter, that those people should ·It is only fine sand which goes to make vy Clay may exist in a soil in a completely dispersed state or to vary degrees of flocculation and as such unless the degree of flocculation certain quantity of clay in a soil is governed by so many unknown factors The cohesis e property of a soil or, 10 other words the resultaat flocculation of the clay present in it is therefore determined from its plasticily APPENDIX III got be taken at their word and that you should personally try and Ink for clay deposits I have carried out detailed soil survey of over 700 miles of road the Punjab but I have not come across a single mile of road where a los deposit does not exist within economic distance The largest distapre 11 to go for clay was 2 miles, which is not too much, considerio, time ordinarily only small quantities of clay are required to be added Having collected samples in the field they are then brought down to the laboratory for analysis The sample basing been air dried, is burri up into small fragments and a representative fraction taken out of it sites mixing it up This fraction is then pounded with a pestle and a matar taking care not to break any roch fragments The pounded soil is elim passed through a nest of sieves, consisting of Nos 10 40 and 200 A ST1 (American Society for Testing Materials) the shaking being done for alr IO minutes or so The material retained on the No 10 sieve is the coarse material, existing in the soil that retained on No 40 stere is coarse end that retained on No 200 sieve is fine sand, and the material prasadas through the No 200 steve is a mixture of silt and clay So that, the sieve analysis gives us material, coarse sand and fine sand in the sample and also the total percentage of silt and clay the soil mortar This should be about 35 to 55 per cent of the tota fraction passing through the No 40 sieve up the grading of the granular material Now for binder clay there are various ways of separating the clay fraction from the mixture of silt and clay passing through No 200 €1-y? These methods are all very laborious but ignoring that fact, even if the exact percentage of clay in the soil sample is determined it is incapable also known in addition to the total percentage of clay its behaviour wis be indeterminate Further the binding properties of clay are als that it would serve no useful purpose to find out the percentage of clay as such the percentages of mator The coarse stuff goes to make effect of the quantity the quality the grading and the degree of index which is the numerical difference between the liquid limit apa plastic limit of a soul and represents the raoge of moisture contents Bithin thich a coil retains its cohesis e properties The liquid limit and the plastic limit of a soil are determined by means of simple laboratory esperiments which are described on page 36 of my paper entitled The use of Soil Stabilization in Metall vametalled Roads in India", read before the stb lod130 Roads Co ·278 APPENDIX III 1934 at Calcutta, and printed 10 the Proceedings of the Indian Roads Congress, Volume V For wearing courses which are not intended to be surface treated plasticity indices of about 8 to 14 are considered suitable, depending on the weather and traffic conditions of the locality, the lower number being used for wet places and the lugher number for dry ones For foundation courses, a plasticity index of 4 to 7 is considered sufficient as it is gecessary to prevent softening from below by capillary morsture In practical desigoing the plastıcıly index required is therefore first to be fixed upon, in consideration of the traffic and weatber conditions on tbe road The proportions of admixtures to be added to the road soil in the shape of sand silt or clay as the case may be, are then to be determined in the laboratory to give the required plasticity index Heretofore this has been done by the trial and error method But I have been tryiog to evolve a simple formula for correlating plasticity index with the percentages of ingredients of the soil mixture and this is calculated to make the designing of mixtures very straight forward I hope to publish in the near future a paper on the results of my investigations on these lines as soon as I have completed the work So much for laboratory design As regards the purpose of soil stabilization, it is to provide unmetalled roads with sufficient abrasive resistance and shear strength to accommodate prevailing traffic under changing weather conditions without detrimental deformation The shear strength is provided by the soul mortar viz , the fraction passing through che No 40 steve No stable soil however, is capable of withstandıog the abrasive action of traffic to any appreciable extent It is therefore necessary to add a small quantity of hard granular material in order to provide abrasive resistance to the soil About 30 to 40 per cent of such inaterial will generally be found sufficient and will also give additional shear strength to the road crust The materials suitable for use as granular material, are stone chips gravel or kaokar, if available at site, or fine brick ballast The granular material should be well graded and the following grading is recommended as a general guide Percentage by weight Retained on 1' screen per cent Passing r' screen but retained on screen 10 per cent Passing I' screen but retained on f' screen 50 per cent Passing *' screen but retained on No io sieve 30 per cent Passing No 10 sieve 10 per cent It will not always be possible to get this grading economically in actual practice and therefore this is to be used only as a general rough guide ·APPENDIX III 279 In most places, due to non availability of natural granular material at site, fine brick ballast is to be used The snag in the use of fine brick metal, however, is that the hand breakiog of it to the required size and grading is an expensie affair and further research in this direction in burning soil in the form of thin sticks which are easily breakable or in crushing brick bats with special mechanical crusbers, is necessary If means can be found of obtaining fine brick metal cheaply on the road side it will help the soil stabilization problem greatly The present average cost of such material is in the neighbourhood of Rs 14 per bundred cubic feet on the road side, but there is no reason why it should not be possible to produce it for Rs 7 - or Rs 8/- per hundred cubic feet In poorly graded soils such as silt, etc, in which it is not possible to provide the necessary grading due to inasailability of materials locally, the use of itsoluble binders like bitumens, tars bitumastic emulsions tar emulsions cement and the like is necessary for providiog them with shear strength T'or surface abrasion hou ever it would be necessary to give some kind of bituminous or tar surface treatment to a soil tbus stabilized. The addition of granular material in this case will not solve the problem, because the soul mortar bound with insoluble binder recuperative value an has no Coming down to actual construction the most important point is the moisture in the soil at the time of compaction For every soil mixture there is a definite moisture at which that particular toisture can recente the maximum possible compaction This moisture is called the Optimum Moisture for a soil mixture and should paturally be maintained as Dear as possible during compaction As regards compaction itself by far the best way of doing it is by means of a Sheeps Fooi Roller Whereas in the case of an ordinary flat roller the compaction is maximum at the top and falls rapidly with every inch of depth due to dispersion of lord with a Sheeps Foot Roller the compaction starts from the bottom upwards and the whole thich dess of the crust roceives uniform compaction lor a description of the theory and practice of optimum moisture its inethod of determination and the use and design of Sheeps Foot Roller you will please refer to pages of and tof of my paper entitled Stabilization of the Uometalled Berms of Setalled Roads read by me at the sixth Indian Roads Congress 1939 at Bombay printed in the Proceediogs of the Indian Roads Congress Volume VI The Sheeps Foot Rollers which are on the market are very espedie and have to be driven by a tractor and are, therefore, usable only on very big projects The design of a Sheeps Fool Roller gnen 10 the reference above is capable of local manufacture and will cost only about Rs 200/ Tbis roller is very suitable for small scattered projects and can be easil pulled by a pair of bullocks Tor the stabilization of narrow strips of Berms etc bere a Skerps Foot Roller cannot be used, a Sheeps Foot Rammer as showa at 161 of my paper referred to above (19de Proceedings, Volume VI useful ·280 APPENDIX III For compaction of mixtures containing a fair proportion of granular materials it is not pecessary to use the Sheeps Foot Roller The various steps in the construction of a stabilized soil crust are fully described in my paper entitled The use of Soul Stabilization ia the detalled and Uometaned Roads in India II * accepted for the present Indian Roads Congress It may be repeated boneser that the cunog of the crust for a fer dass and its final compaction under traffic both to be under controlled moisture conditious are extremely important and should be carefully done As regards the maintenance of stabilized soil roads a techoique will have to be evolved from actual experience So far it seems that it is necessary to give the crust a heavy sprinkling of water once a month but unless several hundred miles of road have been maintained for several years it sull not be possible to lay down any rules for maintenance of such roads The use of hygroscopic chemicals for maintenance purposes is e sentially a local problem The use of calcium chloride is prohibitire due to its high cost As regards common salt or sodium chloride which is not hygroscopic by itself but has certain hygroscopic impurities the chief one being magnesium chloride It could be suitably used in places which do not suffer from long spells of dry non humid weather The action of common salt is that it forms a hard thin layer of crystals on the road surface and as a result the rate of evaporation of moisture from the road crust is considerably retarded As it is now possible to obtain common salt free of duty it 15 for consideration whether in places which are not very dry and where water is not easily available on the road side common salt can be used economically for increasidig the intervals between periodical waterings of the road There is one aspect of unmetalled road construction that I must touch upon before I go on to the economical possibilities of soil stabilization Damely the presence of detrimental salts in the soul By far the most important of these salts is sodium sulphate which is generally recogaizable from the loose and fufiy condition of the soil 10 bich it exists The theory of this detrimental action and the remedies proposed are dealt with fully in the reports of the Punjab Irrigation Research Institute published in the special Soil Roads Number of the Indian Roadst 10 its April 1939 issue Before a soil is ever put on the road it is very necessary to be sure that it does not contain detrimental quantities of sodium sulphate For thus it is necessary to bave a simple method of finding the approximate Percentage of sodium sulphate 10 a soil I do this 10 my laboratory, by what I call the Barum Chloride Vethod and I find it very useful and simple Barruon chloride reacts with sodium sulphate forming a white precipitate of barium sulphate the thickness of the precipitate depending op the quantity of sodium sulphate present The soil is shaken for 1 couple of hours with water 100 CC of water being added for etery 10 grams of soil and filtered out Sufficient barium chloride is then added * Irinted in the I roceed ngs of the Indian Roads Corre a Volur e III part 1 + Indian Roads\o 1 pages 5 to 43 ·APPENDIX III 281 to the filtrate to precipitate out all the sodium sulphale The thickness of the precipitate is then compared with a series of precipitates produced with bona quantities of sodium sulphate and kept in a series of test tubes the percentage varying by 5 per cent from 5 to 5 per cent Ву comparison of the precipitates it is thus always possible to find the percentage of sodium sulphate present in a soil correct within o 25 per cent which is all that is required for practical purposes As regards the economic possibilities of soil stabilization whereas beretofore there has been only either the fair weather unmetalled road or the expensive metalled road you could now have a series of roads of varying costs between the two extremes all these roads being fit for use in all weathers The usefulness of this to the various local bodies who cannot afford to construct metalled roads in lengths which are not hearily trafficked and yet which must be provided with all weather roads to enable the agriculturist to get his produce to the market as soon as possible can better be imagined than described The diagram attached gives an idea of the various kinds of crusts that can be used for different traffic conditions along with their approximate costs Another use of coil stabilization is on the utmetalled berms of metalled roads The bulk of our metalled milage has a metalled width of 9 to 12 feet the rest of the formation being Lachh.. and with the increasing speeds of motor traffic the over taking or crossing of vehicles is becoming tacreasingly dangerous both so the dry and the net neather At a cost of about Rs 90/ per foot mile it is possible to provide a stabilized soul crust about 5 feet on each side of the metalled width for a small total cost of Rs 90o/ per mile as against Rs 12 000/ per mile for widening the metalling A detailed des ription of this kind of work is ghen on pages 149 to 151 of my paper* entitled Use of Soil Stabilization in the Metalled and Unmetalled Roads in India II accepted for the Seventh Indian Roads Congress 1940 beld at Derbi Stabilized soil could also sery economically be used as a foundation for metalled roads in place of ordinary brich soling at about 25 per cent of its cost and could give much better distribution of load Before I use I 2. guing to make 224 w appear ar 737 10'de a taggering statergent My feeling is that a stabilized coll road is not only many times cheaper than the water bound macadam road but also provides a better crust for surface treatment than does the water bound macadan un as much as it is much less liable in course of time to the formation of local depressions and resulting uneseaness of surface that is the water bound macadam The reason for this is obvious la water bound macadam the crust depends for its strength on tbe interlocking of the adjoining pieces of broken stone la course of time under the vibration of traffic the sharp corners of adjolaing stones by rubbing against each other gradually • Proceed is of the Ind an Roads Congress Tolime \ 11 Part 1 piges 145 ·282 APPENDIX III get worn add the crast belog cellular and full of voids, the pieces of metal with worn rounded corners, start seltling donn to new figurations, which cause slight depressions on the surface These depressions are in turn accentuated by virtue of the bumpides thev cause 10 the road 111 the case of stabilized soil, on the other band, the soil baving been compacted at optimum moisture to the maximum possible extent to start with and all pieces of granular material having a thin padding of soil round them, the phenomena of rubbing and consequent depression cannot possibly take place and the surface, therefore, stays comparatively much smoother Tbe day is therefore not far, when we shall replace our waterbound macadam entirely by stabılızed soil The surface treatment of stabilized soil is a fairly straightforward process, the only essential being the use of a tack coat of cold penetration bitumen or tar, over which the surfacing can be done in the ordinary way. Having already obtained to extensions through the kindness of the president, I am afraid I cannot enlarge upon the various aspects of soil stabilization as much as I should like to, but if so this short talk I have contraced some of you, gentlemen, that the American System of soil research, as applied to roads, is not just an empirical method but is a practical consistent system with a scientific background and that it is worth giviog a second thought, I shall feel that I have had a successful day Before we go on to my demonstration road under construction, to see the various stages in detail under actual execution, I would like you, gentlemen, to have a look at the cuttings taken out of my various experimental lengths, after these lengths have been under traffic for about 3 year The traffic on one of the roads is as high as 1350 tons per 24 tours cogststrog mainly of bullock carts and heavy motor trucks I thank you for a very patient hearing ·771107 100 sin15 li istino) 110$ 35001.5 311 di olimonin 111 TN TANTI? Xolim it, I torto#LY Cost Ls: Hoof PER MILL , Widt thuisie u to loo fous 4 losts TYPE I JINE IS ITL I Aut 18 WIDE ILITIC I to 100 tous Cost Rs 1000f PLL Mile TIPE 11 s loost so! Mixfull boy soil 10% GRAHULIR MATILL WIDL TRAFFIC HP to 300 ONS cost Rs 12501 PIL MILL TYL V (tuill) SAME IS THE 11 wis£ ELMS SIML is till I ILANTIC W to 750 tons Cost Rs 2000 Pil Mill. TT I CENILI ) Fouudatou Coulst s loost soll MurfuLL COMPACTED with $11!16 foot tollil WLALI COURALSIME IS 11!! + WIOL BELMS SAML AS fil ILIFIC WP to 1000 tous Cost L. s Sool PEL MILE 1 ITIL V 1171 3711785 499 X 7011 SY INTS 11977 NOMINAI! 10 911 lim 3101 eet 24111 u to

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