Water bound macadam or पानी से बंधा हुआ मैकाडाम in Hindi is one of the most used materials in road construction in India and many other countries. The Scottish engineer John Loudon McAdam is credited with inventing the macadam method of road construction in the year 1820. This method involves the placement of crushed stone in shallow, convex layers that are then completely compacted. It is possible for a layer of stone dust to bond together, and this layer can then be covered with cement or bituminous binder after rolling in order to hold the dust and stones together. The strategy streamlined what had previously been regarded as the most recent and cutting-edge practices at that time. So, the abbreviation "WBM" refers to a road that is made of water-bound macadam. The last portion of its name comes from an engineer by the name of Macadam, who was responsible for conceiving of and designing the structure of this particular road segment. The second half of the term is very significant because this type of road is based on the principle of joining the numerous in-situ layers of boulders, stones, fine aggregates, and fillers such as Murrum, stone dust, sand, and other similar materials. 
The wearing course of a water-bound macadam road consists of clean crushed aggregates that are mechanically linked by rolling. This type of road is known as a water-bound macadam road. These aggregates, which were linked together with filler material and water, were placed down on top of a foundation course that had been thoroughly compacted. The water-bound macadam road has been the method of choice for road construction for more than 190 years. The water-bound macadam road is constructed in the first phase of the majority of road projects, and the surfacing is achieved with the premix carpet bituminous macadam or cement concrete. This method of road construction has been used extensively. The following components make up the fundamental structure of a typical WBM road section: Subgrade preparation: This involves removing the top soil, any vegetation, and any loose sub-surface material (if there is any) up to the amount of reduction that is desired. The subgrade needs to have a camber of either 1 in 60 or 1 in 48 after being adequately compacted and consolidated.
The preparation of the sub-base and base: This is the foundational course, and another name for it is soling. It is composed of a well-compacted base that is made out of rolling boulders, kankar, or overburnt brick ballast in three layers, namely, the larger-sized boulders (sized 63mm to 40mm) evenly placed as the bottom-most layer; the medium-sized aggregates (sized 40mm to 25mm) evenly placed as the middle layer; and the smaller sized aggregates (sized 25mm and down) evenly placed as filler material as the top layer. The layers should be well compacted longitudinally in predetermined parts using a 10-ton roller, with the final compacted layer having a thickness of approximately 125 mm. Over the first course that has been well compacted, the second course of such sub-base that is popularly known as base and that is comprised of a three-layer system should be provided so that the total thickness of the sub-base and base when compacted is approximately 250 millimeters. After the base has been compacted, it should first be rolled dry, then it should be thoroughly saturated with water, and finally, it should be rolled wet until the base becomes cohesive and is completely saturated. The finishing touches: Over the course of some time, the sub-base and the base are allowed to become completely bone dry. A combination of wire brushes, hard brush brooms, and soft brushes are used to remove the loosened dust and debris so that a clean metal surface can be exposed to a depth of 6mm to 12mm. This is done without causing the embedded stones to become dislodged, however.
Asphalting is the only stage required for temporary and semi-permanent roadways, which only involve the procedures outlined above. Asphalting, on the other hand, is done in order to make roads that are both all-weather and long-lasting. The procedure involves binding the surface with alternate bituminous tack coatings and laying a 40 mm layer of bituminous concrete, which is more generally referred to as "premix." The final layer is a bituminous mix of fine particles that is 25 millimeters thick, and a seal coat is applied on top of it. This layer serves as the wearing course, and it also makes the road watertight, which increases its durability. Performing Maintenance on the WBM Road The first step of the comprehensive plan to enhance the road surface is known as WBM. Heavy vehicle traffic and arid weather contribute significantly to the quick deterioration of WBM roads. The surface of the WBM suffers from wear and tear as a result of the bullock carts with steel-tired wheels. On WBM roads, dust is produced during periods of dry weather, while mud is produced during periods of wet weather. The loss of binding particles on the surface of the road is caused by fast-moving automobiles sucking up fine particles from the surface of the road.
During the wet season, the ground becomes more pliable as a result of the rain's absorption by the surface. The movement of cars in these kinds of settings causes the layer of the surface to become loose. Restoration of the WBM Road's Damage It is recommended that a thin layer of damp soil be spread over the surface on a regular basis, particularly towards the end of the rainy season, in order to prevent aggregate from becoming dislodged from the surface course. Providing a surface dressing of bituminous materials is an effective way to reduce the dust nuisance that has been caused. For more information on different kinds of pavement materials such as bitumen or other bituminous materials in all grades and specifications, feel free to contact us. Our professional sales experts are ready to give you all the necessary information and guide you through the way.
💰 Tenfold your income 💎