Indian Highways Feb 2014

The Indian Roads Congress
E-mail: secretarygen@irc.org.in/indianhighways@irc.org.in
Founded : December 1934
IRC Website: www.irc.org.in
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Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the
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VOLUME 42 NUMBER 2 FEBRUARY 2014
CONTENTS ISSN 0376-7256
INDIAN HIGHWAYS
A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT
Page
2-3 From the Editors Desk - Lets Avail Roads Economic Powerhouse Potential
4-51 Highlights of 74
th
Annual Session of Indian Roads Congress Held at Guwahati (Assam) from 18
th
to 22
nd
J anuary, 2014
52 J ust Released/Important Announcement
53 Finite Element Analysis of Flexible Pavement with Different Subbase Materials
Abdhesh K. Sinha, Satish Chandra and Praveen Kumar
64 Effect of Waste Plastics Utilization on Indirect Tensile Strength Properties of Semi Dense Bituminous Concrete Mixes
Archana M.R., Sathish H.S., Ashwin M and Hanamant Hunashikatti
74 Construction of Steel Bridge in Lieu of Conventional PSC Girder Bridge Across Tungabhadra River Near Mantralaya on State
Highway SH-13 of Karnataka Connecting Andhra Pradesh
R. Jaiprasad and Utpal Chakravarty
82 Performance Models for Rural Roads
Atul Bhatore and Mrs. Vandana Tare
89 Laboratory Study on Improvement of Low Quality Aggregates for Construction of Rural Roads
P.K. Jain
99 Amendment to IRC:6-2014
103 Errata to IRC:24-2010
108 Errata to IRC:112-2011
110 Amendment to IRC:SP:37-2010
110 Errata to IRC:SP:37-2010
111-118 Circular Issued by MORT&H
119-120 IRC Membership Form
2 INDIAN HIGHWAYS, FEBRUARY 2014
Usually the roads are considered as incidental to the developmental programmes and occasionally as
integral component of overall developmental projects. With the changing time, slowly and steadily
the road sector is gaining importance but still it is not given that economic importance as should
have been. Its tag of basic amenity, public utility, infrastructure sector, etc. may perhaps come
in the way of considering this sector as economic powerhouse. The strategic economic importance
of this sector needs a pragmatic approach to harness its true potential for a durable progress and
inclusive growth of a society and country.
No one may like to doubt that the road infrastructure plays a pivotal role in creating equilibrium in
opportunities as well as improves the scope of competitiveness in global market. Therefore, in the
era of globalization, due attention needs to be given in respect of strategically planned & integrated
investments in the road sector which can help in creation as well as improvement in logistics and
effcient connectivity. Simultaneously precaution may be taken to insulate the investment in the
infrastructure not to have a bearing due to downswing in the economic condition/situation of the
other countries. Absence of such an integrated planning of investment may result in bottlenecks in
channelizing the necessary investment in the road infrastructure thereby choking its growth.
Many a times arguments are forwarded that good roads result into rapid urbanization and the rapid
urbanization allures better opportunities for employment and desire for better standard of living
which puts tremendous strain on basic infrastructure especially the road sector. In the event of
delay in meeting the demand pressure, the growth potential gets compromised and this opens up
another opportunity of widening the economic activity i.e. pertaining to infrastructure delivery
system. The deliverance of the road infrastructure has a bearing on the deliverance as well as
success of other sectoral activities. The true potential of a world class airport cannot be achieved if
the road connectivity to the airport is inadequate or ineffcient. Similarly the industrial cluster may
not be able to achieve its full productivity potential if the road connectivity to it is inadequate or
ineffcient. This is applicable to all other segments of the economy, which only points towards the
need of having a different approach towards road sector now so as to allow it to perform its role of
economic powerhouse.
It is beyond doubt that the road can be considered as growth engine to boost employment, productivity
& balanced growth in a country. The same is visible from the road development activities taken
place in India since last more than a decade. In spite of repeated periods of economic uncertainty,
the resilience in economic growth in such diffcult situation witnessed in India is largely because
of spread of economic activities through the roads constructed during last more than a decade.
From the Editors Desk
LETS AVAIL ROADS ECONOMIC POWERHOUSE POTENTIAL
EDITORIAL
INDIAN HIGHWAYS, FEBRUARY 2014 3
The foundation is laid for a better growth rate in economy but to achieve higher growth, the true
economic potential of the road construction activities yet to be achieved.
A more focused and coherent action may be required for achieving sustainable development goal
through road infrastructure. For example little consideration is made for road segment in the skill
& livelihood development programmes. The road as such not only provides connectivity but also
helps in spreading prosperity coupled with progressive development in the region. Therefore, the
need is to have an increase in investment in terms of higher percentage of GDP in the road sector to
have higher rate of return to the society as a whole on sustainable basis. The time has come when
with the help of strategically planned & integrated investment, citizens may be provided Black
Spot Free Roads and also to move towards the system of Life Cycle Cost of the Facilities.
In addition there is a need to address the issue of asset liability mismatch in the road sector
keeping in view the current prevailing situation. Considering the same, perhaps it may not be
appropriate to mention that the country requires experts equipped with better Road Infrastructure
Project Appraisal Skills. Similarly, the fnancial institutions should have mandate and suffcient
skills to deal with take out fnancing, refnancing including takeover of projects, etc. for the road
sector. These are just few areas which indicate the opportunities thrown up by the road sector in
the areas of employment, skill development & fnancing. Similarly use of waste plastic in road
construction opens up new opportunities in the area of waste management and earning carbon
credits. Therefore, to harness the true economic power of the road sector, this aspect is required to
be given due consideration by all. The demand of time requires for managing the road sector in a
more proactive way to enable it to become a real game changer for betterment.
The end of wisdom is freedom; The end of culture is perfection;
The end of knowledge is love; The end of education is character.
His Holiness Sri Sathya Sai Baba Ji
Place : New Delhi Vishnu Shankar Prasad
Dated : 04
th
February, 2014 Secretary General
HIGHLIGHTS OF 74
th
ANNUAL SESSION OF INDIAN ROADS
CONGRESS HELD AT GUWAHATI (ASSAM) FROM
18
th
TO 22
nd
JANUARY, 2014
On the invitation of Government of Assam, the
74
th
Annual Session of Indian Roads Congress (IRC)
was held at Guwahati from 18
th
J anuary, 2014 to
22
nd
J anuary, 2014. This mega event is the biggest
road sector meet and was a grand success.
The Session was inaugurated by Shri Sarvey
Sathyanarayana ji, Honble Minister of State for
Road Transport & Highways, Government of India
on the 19
th
J anuary, 2014. The Inaugural Function
was graced by Smt. Ajanta Neog, Honble Minister
PWD, GDD & Urban Development and Housing,
Govt. of Assam. The Inaugural Function was also
graced by Shri Nilmani Sen Deka, Honble Minister
of Agriculture & Parliamentary Affairs, Govt.
of Assam and Shri Ajit Singh, Honble Minister
of State for Sports & Excise, Govt. of Assam;
Shri Monilal Goala, Parliamentry Secretary PWD,
Govt. of Assam; Shri V.K. Pipersenia, Addl. Chief
Secretary, Govt. of Assam; Shri C. Kandasamy, Director
General (Road Development) & Special Secretary,
MoRTH, Govt. of India & President, Indian Roads
Congress; Shri V.K. Gupta, Director General (Works),
C.P.W.D; Shri Vishnu Shankar Prasad, Secretary
General, Indian Roads Congress; Shri A.C. Bordoloi,
Commissioner & Special Secretary to the Govt. of
Assam, Public Works, Building & NH Department;
Shri P.N. J ain, Past President, IRC;
S/Shri S.B. Vasava, K.K.Y. Mahendrakar,
A. Samuel Ebenezar J ebarajan & Swatantra
Kumar, Vice Presidents IRC; Shri Ashok Basa,
President, Institution of Engineers (India); and
Shri Suryya Kumar Baruah, Local Organising
Secretary of 74
th
Annual Session of IRC. The
74
th
Annual Session was attended by more than 3000
Highway Sector Engineers/Professionals/Researchers
from various facets of this fraternity from all over the
country as well as from abroad also from multilateral
organizations like World Bank, J ICA etc.
The following innovative and some new concepts/
programmes were held frst time during the
74
th
Annual Session of IRC:
1. Inaugural & Valedictory Function of 74
th

Annual Session of IRC and Four Parallel
Technical Sessions were live webcasted through
internet. All these recordings were available
on IRC Website www.irc.org.in. (Please click
http://new.livestream.com/accounts/6786514/
events/2700337).
2. Technical Exhibition-cum-Buyer-Seller Meet;
This being attempted for the frst time in the
highway sector having the provisions of One-
O-One meet between the perspective buyers and
sellers of technology/material/expertise etc. The
Technical Exhibition-cum-Buyer-Seller Meet
was also made opened to the general public for
the frst time. More than 160 Exhibitors from
India and abroad participated in Technical
Exhibition-cum-Buyer-Seller Meet
3. Presentations by the Inventors & Researchers;
Under this session, presentations were made by
the Inventors & Researchers on new initiatives/
Innovative Works carried out by them for their
replications/adoption by others
4. Presentation by Expert from J apan International
Cooperation Agency on Mobile Maintenance
Management System.
5. Presentation by Expert from World Bank on
Road Safety Management Strategies.
6. Valedictory Session and Prize distribution
functions presided over by the Chief Minister
of Assam
In addition to the above, the main events during the
Session were:
1. 69
th
Meeting of the Highway Research Board;
2. 201
st
& 202
nd
Council Meetings of IRC;
3. Detailed presentations and discussions of the
papers published in J ournal of Indian Roads
Congress Volume-73 Part 4 and Volume-74-
Part 1, 2 & 3 published in the year 2013;
4. Presentation and discussions on the Road
Research Work Done in India during the year
2012-2013;
HIGHLIGHTS OF 74
th
ANNUAL SESSION OF IRC
5. Expert Talk by eminent speakers from India &
abroad;
6. Panel discussion on Asset Management and
Project Management in Road Sector;
7. Technical Presentations by Representatives of
various National & International Organizations
on Innovative materials/technologies/
equipment etc.
8. Presentation by Ph.D Scholars/M.Tech and
B.Tech Students of the Educational Institutions
and opportunities for them to mingle with
stalwarts of the highway sector as a step towards
equipping them to become better highway
professional.
9. Presentations by Representatives of Research
Organizations/Laboratories, Consultancy Firms
etc.
10. Meetings of Secretaries, Engineers-in-Chief
and Chief Engineers from Central and State
Govt. Departments.
11. 74
th
Annual General Body Meeting for
transacting business of the Indian Roads
Congress.
The Council of Indian Roads Congress passed the
resolution which read as:-
"IRC is to consider moving towards the concept of
life cycle cost of the facility, to optimize the existing
land and natural resources, coupled with sustainable
inclusive growth in the road sector. This will include
introduction of cutting edge technology and new
innovation through collaborative research".
Receiving and Welcoming Dignitaries
Shri Oscar Fernandes J i, Honble Minister for Road Transport & Highways, Govt. of India and Mrs. Fernandes are being welcomed at
the Venue during 74
th
Annual Session of IRC
Shri Oscar Fernandes J i, Honble Minister for Road Transport & Highways, Govt. of India meeting with the participants
HIGHLIGHTS OF 74
th
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th
Address by Shri Oscar Fernandes Ji, Honble Minister for Road, Transport & Highways,
Govt. of India during the 74
th
Shri Oscar Fernandes J i, Honble Minister for Road, Transport & Highways, Govt. of India delivering address
First of all I wish to all of you A Happy & Prosperous
New Year 2014.
It is a matter of great pleasure to be amongst the
galaxy of road sector experts gathered from all over
the country on the occasion of this Meeting under
the aegis of 74
th
Annual Session of IRC. As you all
know road infrastructure contributes not only to
the economic growth of the nation but also help in
poverty alleviation and generation of employment. It
is, therefore necessary for the Highway Engineers to
provide world class roads to our Citizens, facilitating
their access to education, health and well-being, within
the context of sustainable & inclusive development.
UPA Government has given a specifc thrust to all areas
of infrastructure in the country. It is no more a secret
that the highway sector in the country is witnessing a
signifcant increase in activities, in recent years. The
Government has made substantial efforts to tackle
the road and shortcomings of highways sector and
to reform its transportation institutions. Government
is continuously making efforts to create a conducive
environment to channelized the fnancing including
private sector as well as from multilateral agencies.
However, with the growing road construction industry,
environmental burdens are not far behind because of
the use of resources, the emission of pollutants and
global warming, which affect society at large. Roads
have signifcant impacts on both nearby communities
and the natural environment. New roads bring
development to previously underdeveloped areas,
sometimes causing signifcant effects on sensitive
environments and the lifestyles of indigenous
people. Our UPA Government is committed to an all-
round development of road network in the country.
Strategically, adding lanes to existing highway and
upgrading existing roads in initial phase will reduce
greenhouse gas emissions by easing congestion. This
strategy is paying by reducing the amount of fuel
that vehicles waste in stop-and-go traffc, leading
to lower releases of greenhouse gases from vehicles.
India is soon going to have one of the worlds most
extensive National highway networks through various
phases of the National Highways Development Project
planned by the Government.
HIGHLIGHTS OF 74
th
The one area of concern to which I would like to
draw the attention of all the Experts gathered here
is the conservation of the material. There is a need
to save scarce physical resource like aggregates,
sand, earth, cement, bitumen, etc. looking to huge
programme of construction of highways in the
country. Construction of roads require huge amount
of soil and a great part of it is drawn from fertile top
soil suitable for agriculture purposes. Here I feel that
we need a convergence of various segregated efforts
under different programmes. To my mind it is not our
department alone which should take up this task but
it requires a concerted & collective efforts from all
the similarly placed organizations and Ministries to
pool their efforts in optimized utilization of resources
and materials. Under UPA government a number of
extensive programme to provide employment to our
people have been initiated like Ministry of Rural
Development where we have launched the programme
of hundred days guaranteed employment in the country
for every household. Their main task is to create water
bodies. Whereas, in another government department
of water resources, we are planning to build 10,000
water bodies, and spending money to create water
bodies. While in the road construction, we are digging
out earth for use in road building. Here I would like
to ask you all as to why we should not utilize the soil
dug for creating water bodies etc. in road building and
conserve our resources. If we make sincere efforts in
this direction, then we will be conserving rather than
spending the money and preserve our resources. So,
my appeal would be that not only at the Central level
but at the level of States also, let us interlink various
departments.
One of our main concerns is to fnd money to
maintain the roads. Here I would like to ask
as to why the road sector authorities are not utilizing
the land in an optimized manner to generate enough
revenue which can cater to the maintenance funding.
One of the way which I would like to point out is that
along the highways we have plenty of land where
we can plant saplings & make them grow into trees.
Somebody had planted a tree & we are eating the
fruits. Why dont we plant trees and leave them there
till they will grow up. After twenty, thirty, forty, ffty
years you cut them and use that income for maintaining
the roads. Let us have thinking on these lines in a
constructive manner so that, we not only draw from
nature but we add to the wealth of the nature.
On the other hand, we have problem of the disposal &
storage of industrial waste like fly-ash, copper sl ag,
marble slurry, plastic waste, etc. I am happy to mention
that in November I had released the IRC Guidelines
on Use of Waste Plastic in Construction of Roads.
I understand that IRC is taking a number of pro-
active measures to introduce innovative techniques &
materials in road construction. I take this opportunity
to appeal to all the decision makers of the road sector
present here to take forward the good work being
done by the IRC. We should make sincere efforts
in utilizing these waste materials in construction of
roads through complete/partial replacement for sub-
grade, embankment construction to conserve the top
soil suitable for cultivation. Stabilization by use of
chemical, enzymes and modifers should be attempted
to utilize the otherwise unsuitable soil.
Another area which I would like to point out is the need
of not only promoting our research activities but also to
encourage and support the researchers & the research
output. It is rare that the organizations come forward
to support and promote the new innovations. We in the
government are generally become too conservative in
approach, thereby contributing towards continuous
backwardness in the system. I understand that in
the past the road sector had witnessed a number of
developments through the results obtained under the
pilot schemes and the research schemes. But the same
have taken a back seat during the last three/four years,
which is creating a total vacuum in introduction of
research based outputs for the betterment of road sector.
I would like to propose that time has come when new
techniques/technology/material should be introduced
in a big way under the concept of Experimental
Pilot Projects, the risk of which is jointly shared by
the government and the private sector. Moreover,
our research based activity should be conducted in
HIGHLIGHTS OF 74
th
such a manner that there is proper integration and
inter-linkages between laboratory research and feld
requirements/ implementations. I would like to give
the slogan feld to lab & lab to feld. Here I would
like to request that the road sector agencies should not
feel hesitate in associating and collaborating with the
research institutions/researchers to carry out people
oriented research activities in the road sector.
We are developing roads as a National asset at a huge
cost. These assets need to be preserved qualitatively
through asset management initiatives. I am happy
to note that during the IRC Session, a specifc
attention was made on Asset Management & Project
Management in the road sector. My compliments
to all. However, we need to work out appropriate
maintenance strategies keeping in view the available
budgetary resources and the demand pressure. This
concept is having high relevance, as the road sector
has high level of infuence on the well-being of other
sector of economy. It also opens up opportunity for
usage of new materials, techniques & technologies and
I urge upon all the senior offcers of the government
present here to develop suitable mechanism in
their own departments for adoption of the best on a
continuous basis. I will also like to suggest that they
should not hesitate in taking the advice & help of IRC
Experts. As a guiding principle I may suggest that the
system should be fexible enough for quick adoption
of the same but rigid enough to identify and quantify
the end product result / quality/durability.
Another area which I would like to point out is the
speed with which the execution work should be
accomplished. I would not hesitate to mention that a
large number of road projects are delayed and the delay
is of few years. No economy in the world can bear
the consequences due to the delayed projects without
incurring the loss & damages to the other sector of
economy including the social sector. This requires
due diligence in preparation of detailed project report
& here I would like to impress upon the offces of
my Ministry, NHAI & State PWDs to develop their
capabilities and capacities for preparation of the
correct DPRs. Even though Honble Prime Minster
had announced the preparation of Shelf of Projects
two year back, I fnd concept is yet not been given
its due attention. I understand that IRC is preparing
a Manual for Preparation of DPR for Rural Roads
which is being fnanced by NRRDA and I would like
to ask my Ministry, NHAI & Stare PWDs to take the
help of IRC in preparation of similar type of Manual
for National Highways & State Highways.
One area which is of concern to all is the road safety.
I would like to ask all of you as to why we should not
develop the roads which are black spot free. To me
it requires a dedicated & sincere effort at all stages
of projects namely, Project Conceptualization, Project
Preparation, Construction, Maintenance & Operation.
This also requires continuous skill building at all
levels as well as exposure of our offcers at all levels
to the best practices being practiced in India & abroad.
I would like to ask DG (RD) to pay due attention to
this aspect and come out with draft norms at an early
date.
Continuing with the road safety, another aspect is
the road safety audit. I am happy to learn that Indian
Roads Congress is taking pro-active measures in
association with the World Bank who have agreed to
take forward the action for creation of pool of road
safety auditors which is being fnanced by the Global
Road Safety Fund. My compliment to IRC for this
and I appeal to all the road sector agencies of Central
& State government to get associated with IRC in
getting maximum benefts out of this programme. As
all of you are aware, UPA government has launched
the frst ever cashless treatment of road sector victims
on Delhi-J aipur National Highways but it requires to
be expanded to other parts of the country for which I
would like to seek support of all the State government
and the road sector agencies. I may ask DG (RD) to
write to all the State governments for the same.
In the end, I would like to express my satisfaction
in sharing my few thoughts and I hope that moving
together we will be able to provide best roads to
our people. I would like to hear the constructive
suggestions from all of you to move forward on the
path of growth & prosperity.
J ai Hind
HIGHLIGHTS OF 74
th
Address by Shri Tarun Gogoi Ji, Honble Chief Minister of Assam during the 74
th
Shri Tarun Gogoi J i, Honble Chief Minister of Assam delivering address
I am really very happy to grace this valedictory function.
The conference has been very successful. I am very happy
and what has impressed me most is that we have been
talking about the latest technology and talking about the
materials. These days, we are facing a lot of competition,
not only competition but ecological imbalance and global
warming also. So, in this situation, we have to go for
them so that this economic development and anything
is a sustainable development. It is not a fact that our
natural resources are receding to the level that we de-
utilize our natural resources. But sometime, we have to
see that over-exploitation will also harm our ecological
balance and this is a reason today that the whole world
is facing the problem of global warming. You see that
climate change also affect the roads. So we have to build
roads, communication, everything in such a way that
it will maintain ecologically balanced and at the same
time, we must use natural resources judiciously. Today is
a scientifc world, new technology have been developed.
And I am very happy that Indian Roads Congress has
taken a lot of interest, doing lot of research, but we
have to consider more and more researches so that we
can also develop our own new technologies. Normally,
we are still depending on technologies coming from the
outside, whether it is Germany, France or any others
country. So we have to go our own ways, how can we
develop our own technologies also. So it is just possible
for our Indian scientists. We have to do a lot of more
researches. In fact, in feld of research, in every feld, I am
not talking about the roads, even in the medical science,
we are far behind in the research made and the result of
which sometimes, you see, we have to bear unnecessary
cost also. Even in medical science, they are giving lot
of emphasis on Allopathy. Whereas in China, they are
giving lot of emphasis on the traditional medicines.
Here we also see that the traditional methods are also
given due attention. Now we have to do lot of research.
Thousands kilometers of roads have been built. Yes, we
have to change with the changes in time also. We do not
have to just copy the pattern of any other country. Today
in a global scenario, we need also their technology and
our technologies. Defnitely, roads play a very important
role for integration of the country, bringing people to
people together. We have been talking about inclusive
growth. Yes it is the roads which will make inclusive
growth possible. How their rural economy will grow,
it is only through roads. So I have seen in Assam also
from the very beginning, we gave importance to the
roads. The Communication, the bridges, yes today in
the whole world, how it has become a global village
because of connectivity. May be your roads, may be
your sea, may be your air, may be your railways also.
HIGHLIGHTS OF 74
th
This is the only way, the way of connectivity. Whenever
we construct roads, your village and farmer gets a
better price, whether fsheries, whether dairies, they can
bring the product to the market because of better roads/
connectivity. The communication plays a very important
role, the main infrastructure of any development of any
country. I have facilities all around, you see, normally,
the roads dont get so much importance. According to
me the frst infrastructure for development is the roads.
Yes road means connectivity, thereafter railway, even
the waterways and subsequently we have airways also.
But the road is the best way, waterways also is a direct
way. So I am very happy that we have gathered here, the
response has been very encouraging. There are 2900
delegates coming to state of Assam from far away areas
like J ammu & Kashmir, Kanyakumari, Gujarat, Kerala
and from so many other places. It is just one corner, but
also we are not just today in a corner, we are also in a
main stream. You see, we are not only talking about
India today but we are also talking about the South East
Asia. So that you can play a very important role in this
region and it is possible also. Even the Govt. of India has
been talking about the look east policies, so this region
has a great potential in the roads and other development
activities. Yes, per capita roads is still less in North-East,
it is the fact that as a result of which it is lagging behind.
In fact yesterday, there was a conference on infrastructure
with the Prime Minister. I was talking about reasons for
the lack of connectivity and why this region is behind
in many respects. Now Govt. of India has given lot of
schemes for better connectivity and today we have to go
in a very big way by addressing the local conditions,
local weather, local material also. So the more emphasis
is on how to utilize our local material and the weather
conditions, as the working season here is very less. Even
in the whole of 12 months how we can go, this is my
concern. So the lot of works have been affected due to
our weather changes, long rainy season, etc. Our job
is to have new technology. It is there today, we must
develop technology that whether in the rains or to say, in
all weathers the work can continue.
Today I have seen lot of exhibits, lot of new machinery
also. I have been worrying over the fact for the last few
years regarding use of lot of stones in the construction of
road building affecting the ecology; how much queries
are available and how much it will affect our ecological
balance. Today I have seen in the exhibition that they
have developed new materials to make strong, effective
and also durable roads. All the machinery shown therein
is needed here also for the road construction. The better
roads built, with the new material and machinery
exhibited here in the exhibition, should also incorporate
all the road safety measures otherwise accidents may
occur very often. We should not forget the fact that the
roads are meant for all category of road users including
pedestrian and slow moving traffc like bullock carts,
rickshaws, etc. and the safety of the general public at
large remains the major concern. The other major concern
is the drainage problem. Sometimes we are constructing
more roads and in the process we are blocking the water
fow also which ultimately destroy the roads. I have
seen in Assam also that how the concrete bridge is just
destroyed /washed away in the fury of foods. What I mean
to convey is that the judicious planning of embankment
in road construction plays a very crucial role otherwise
there could be a catastrophe disastrous. So these are the
very important issues. However, it varies from state to
state. For example, Meghalaya does not require it, may
be Mizoram and in case of Assam we need it also. So it
varies from state to state may be what is applicable in
U.P. or Karnataka, it does not apply here also. I am very
happy that Indian Roads Congress has been taking lot
of emphasis and they are taking lot of emphasis for the
communication development of the whole of the North-
East. The Prime Minister himself took lot of interests
in the infrastructure development in last few years and
defnitely I have also seen construction of roads and
bridges in my own state covering miles and miles of
stretches. But still in the North East region we are far
away. Again we have to see about the maintenance
also. If you dont able to maintain it, then it will be
very costly affair to have it otherwise. Again, you build
roads if you dont maintain then it will create much more
problems instead. So, it will completely again slow down
the progress.
The good thing is that you have involved your students,
your Ph.D research scholars; I do feel the research you
do with more and more research institute. We have also
help to establish research Centre, regional Centre here
also so that our boys and girls can do lot of research
work also. In the world context, in Indian context and
the local context also, you can involve lot of people,
lot of youngsters who are quite innovative and we
need innovation also. Good thing, you already had lot
HIGHLIGHTS OF 74
th
of technical discussions & deliberations which would
prompt India to move ahead.
I am very happy that the conference has been very
successful and I must thank the Minister PWD. She is
a lady, a quiet lady. She just proved that how the lady
can be capable and effective. There are very few PWD
ladies Minister in the whole country, may be in the whole
history of India since independence, you may count on
fngers. It is known that PWD is normally not for a ladys
job but we have proved that a lady can perform and that
to better than a man. Then all the staff, with Bordoloi,
Pipersenia, the parliamentary Secretary, everybody have
seen they worked in a very team spirit. The team spirit
is very important. It is a team spirit and that is a quality
of a great leader, quality of leadership to inspire people,
involve people and that is the way you can develop.
Otherwise no individual can succeed, however one may be
powerful, howsoever he may be capable. It is all people,
everybody from top to the bottom, inspire them, give
them confdence. So that everybody will work with full
dedication, anybody can be successful and today I have
seen the same dedication in the Indian Roads Congress.
Our offcers, almost all the engineers, today I have seen
the changes in the outlook of our younger generation, as
a whole. They want to move faster. So everybody wants
to move faster, whether is on a road, whether is in air
whether in the water. So in the faster world, we also have
to move faster. India is moving faster. I must thank all
of you that you have come here all the way. I have been
told by the PWD Minister that some of you have come
with wife& children, so you can see the beautiful places
here, see the beauty of our hills, our rivers, people, nice
people here. Our roads also are as good as our people
and I hope with your full cooperation, Indian Roads
Congress joining hands together to make whole of the
North-East as one of the best place, so that we can attract
more people. With these words, I wish you all the best,
hope in future also better attempt we made, so that the
future of India is bright. With these words I thank all of
you. J ai Hind.
Address by Shri Sarvey Sathyanarayana Ji, Honble Minister of State for Road Transport & Highways,
Govt. of India during the 74
th
I feel privileged to be here today amongst the
dignitaries of Road sector on the occasion of Inaugural
function of the 74
th
Annual Session of Indian Roads
Congress in Guwahati. The city said to be the
legendary Pragjyotishpur-City of Eastern Light is
straddling on the banks of Brahmaputra and is the
most thriving metropolis of North East India. The
city is proud to have its rich ancient connections as
scripted in Kalika Purana and other ancient literatures
and presently it is termed as gate-way of North East
India and is emerging as a great hub of commercial
activities, academic institutions & cultural center.
I sincerely thank the Government of Assam for hosting
this important event and providing opportunity to
highway sector fraternity, who have gathered here
from all over the country and abroad, to deliberate
upon various technical issues pertaining to road
sector.
It is my proud privilege to be in the inaugural function
of IRC Council for the third time in a row, which I am
told is an unprecedented so far. I take this opportunity
to share my views on the UPAs Government
initiatives regarding infrastructure development
across the country. On this occasion I would like to
share my heartfelt perception also on the untiring
efforts & remarkable contribution of IRC in highway
development in the country.
Indian Roads Congress is a pivotal organization which
provides a common platform for pooling of wisdom
of highway engineers and practitioners from all over
the country which is being used in the development
of Standards, Specifcations, Code of Practices,
Guidelines, research based State of art Reports, etc.
on various aspects of road and bridges. IRC is working
tirelessly to incorporate the latest and best industry
practices in these Codes and has achieved many
milestones in this endeavor. Notably, IRC has done a
commendable job in ensuring common benchmark by
publishing Standards in road construction for ensuring
uniformity all over the country. The latest feather in its
HIGHLIGHTS OF 74
th
cap is the Manual of Specifcations and Standards for
Expressways, which has been prepared in the record
time of nine months.
The IRC has also kept its knowledge base broad and
updated to International Standards. These Standards are
of great help in planning, designing, implementation of
road construction and maintenance programmes both
on National Highways as well as for other categories
of Roads. It is on the strength of the IRC documents
that country could dream of massive initiatives of the
government, namely National Highways development
Program (NHDP), and PMGSY scheme for rural
roads.
I feel proud to state that during the UPA regime, the
infrastructure sector has received a huge face-lift
with improvement in road and railway networks,
power generation and teledensity, among others.
The UPA Government has expedited and cleared
293 large projects involving investment of Rs.5.7
lakh crore in the year 2013 alone. There has been a
phenomenal improvement in road sector during the
UPA tenure. During this period, the Central Govt. has
been instrumental in building/upgrading 17,394 km of
National Highways. More than 2 lakh km of new roads
have been added to rural road network under PMGSY
Scheme. The investment in rural roads has seen 10-
fold rise during the period of UPA governance, which
has facilitated small farmers to carry their produce to
market ensuring improved returns. In the last fscal
alone, huge investment has been made to build &
upgrade 21,000 km of all-weather roads. Likewise,
Railway network too got the big boost in the UPA
regime and the work has also begun on the Western
and Eastern Dedicated Freight corridors in order to
modernize the railway network and take it to a new
level.
The UPAs Government commitment towards
improvement of infrastructure and other developmental
policies have yielded good dividends. The average
GDP growth during the period of UPA government had
been about 7.0 percent despite two global slowdowns.
Per capita income has also grown three fold. I feel
pride to inform that growth rate in north-eastern is
higher than national average. Northeast growth rate
is 9.9 percent as compared to national average 7.4
percent. This could have been possible only due to
Shri Sarvey Sathyanarayana J i, Honble Minister of State for Road Transport & Highways, Govt. of India delivering Address
HIGHLIGHTS OF 74
th
UPAs multi-pronged strategies towards development
of North-east including improvement of internal
security, as a whole.
Road infrastructure contributes not only to the economic
growth of the nation and helps in poverty alleviation
and generation of employment. It is necessary that
all of us join hands with the Highway Engineers to
provide world class roads to our Citizens, thereby
facilitating safe and effcient access to education,
health and well-being, within the context of inclusive
and sustainable development. As mentioned earlier,
the UPA Government under the overall guidance of
Smt. Sonia ji, has given a specal thrust to all areas
of infrastructure in the country. It is no more a secret
that the highway sector in the country is witnessing a
signifcant increase in activities in recent years. The
Government has made substantial efforts to tackle the
constraints being faced by the road sector and through
continuous reform measures. The government has
set up Cabinet Committee on Investment (CCI)
and Project Monitoring Group (PMG) in order to
fast track stalled projects. Apart from government-
fnanced construction activities, there is now a policy
to encourage private-sector fnancing in roads through
Public Private Partnership (PPP) mode. In addition,
the World Bank, ADB and other multi-lateral agencies
are also fnancing the Indian road sector. But, with the
growing road construction industry, environmental
burdens are not far behind because of the use of
resources, the emission of pollutants and global
warming, which affect society at large. Roads have
signifcant impacts on both nearby communities and the
natural environment. New roads bring development to
previously under developed areas, sometimes causing
signifcant effects on sensitive environments and the
lifestyles of indigenous people. I am happy to note
that the IRC has recently brought out new guidelines
to conserve natural resources and on green technology
including use of plastic waste in road construction.
Today, in the context of large investments in the
road transport sector, the Indian Roads Congress
has assumed a much greater signifcance than ever
before. The Indian Roads Congress, therefore, has an
uphill task to come up to the expectations in evolving
more standards for innovative environment friendly
materials and processes in planning, design, operation,
construction and maintenance of roads and bridges in
the country. It is heartening to note that that to this end
the Indian Roads congress is promoting new materials
and techniques for use on our roads. I have been told
that these new materials and techniques are being
accredited, based on the research carried out in our
county and other foreign countries.
As you all know that our UPA Government is
committed to an all-round development of road
network in the country. Strategically, adding lanes
to existing highway and upgrading existing roads in
initial phase will reduce greenhouse gas emissions by
easing congestion. This strategy is paying by reducing
the amount of fuel that vehicles waste in stop-and-go
traffc, leading to lower releases of greenhouse gases
from vehicles. India is soon going to have one of the
worlds most extensive National highway networks
through various phases of the National Highways
Development Project, SARDP-NE and PMGSY
programme planned by the Government. With the
improvement in road conditions, the users are also
willing to pay for user fees (Toll), which is augmenting
the fnancial resources. The issue of setting up a
regulatory body is under active consideration of the
government, which will boost more investment in the
road sector. The UPA Government under the inspiring
leadership and guidance of Madame Sonia Gandhi J i,
and Rahul Gandhi J i, dynamic and energetic Honble
Prime Minister Dr. Manmohan Singh J i and Shri
Oscar Fernandes J i, Honble Union Minister of Road
Transport & Highways has been taking necessary
steps to address and resolve all important issue of the
road sector.
I now touch upon some of the major issues confronting
the roads sector in our country. They are a source of
great concern to us and I would like you to seriously
deliberate upon them during the course of this 74th
Annual Session and come out with some concrete
recommendations. Maintenance and rehabilitation
is one of the important areas for which availability
HIGHLIGHTS OF 74
th
of funds is not adequate as compared to the demand.
We are developing roads as National asset at a huge
cost. These assets need to be preserved qualitatively
through asset management initiatives. We need to
work out appropriate maintenance strategies keeping
in view the available budget and the required demand.
The Indian Roads Congress should pay attention to
this emerging concept of Asset Management and come
up with guidelines ensuring well-kept roads at an
optimized maintenance cost. I would like to mention
that appropriate maintenance strategies preserve the
national assets and road infrastructure is one of the
most valuable National Assets. I am happy to note
that during this Annual Session, a Panel Discussion
has been kept specifcally for Assets Management.
I would be eagerly looking for the recommendations
emerging out of the same.
The problem of over loading of vehicles is another
serious issue crippling the highways in the country. The
over-loaded axle of the trucks and category of heavy
vehicles cause severe damages to the roads and are
safety hazards. I urge upon all the Technocrats present
in this August Gathering to deliberate on this issue and
come out with concrete action plan to overcome this
menace. Besides the aforesaid issues, I also think that
provisions of proper and adequate wayside amenities,
pedestrians facilities, facilities for school children &
disabled peoples, proper & detailed DPR preparation,
road safety features, environmental and health safety
hazards, regular training to engineers, skilled and
unskilled personnel, capacity augmentation, etc.,
should also form an integral party of the designing
and construction process of road development works.
The one area of concern to which I would like to draw
the attention of all the Experts is the conservation of
the material. There is a need to save scarce physical
resource like aggregates, sand, earth, cement, bitumen,
etc. considering huge programme of construction of
highways in the country. Construction of road requires
large amounts of soil and a great part of it is drawn
from fertile top soil suitable for agriculture purposes.
On the other hand, we have problem of the disposal &
storage of industrial waste like fy-ash, copper slag,
marble slurry, etc. We should make sincere efforts
in utilizing these waste materials in construction of
roads through complete/partial replacement for sub-
grade, embankment construction to conserve the top
soil suitable for cultivation. Stabilization by use of
chemical, enzymes and modifers should be attempted
to utilize the otherwise unsuitable soil. Our research
based activities should be conducted in such a manner
that there is a proper integration and inter-linkages
between laboratory research and feld requirements/
implementations. Our Honble Minister for Road
Transport & Highways, Shri Oscar Fernandes J i has
given the slogan feld to lab & lab to feld which
should be practiced and even our private entrepreneurs
should not hesitate in associating and collaborating
with the Government Institutions to carry out people
oriented research activities in the road sector. Here, I
may like to mention that IRC has taken a very proactive
step of involving researchers and college students to
move forward in providing necessary bridge between
lab and the feld.
Another very important issue to which I would like
to draw the attention of Experts is the road safety.
During the year 2011, there were around 5 lakh road
accidents resulting in the deaths of over 1.42 lakh
people. Each day, nearly 390 people die on our roads.
In India more than half of road accident victims are
in the age group 20-65 years, the key wage earning
and child raising age group. The loss of the main
bread earner and head of household due to death or
disability can be catastrophic, leading to lower living
standards and poverty, in addition to the human cost
of bereavement. This is an unacceptable price to pay
for mobility. It is imperative that the Government
reaches out to the people to spread the message
of road safety. Education and awareness will go a
long way to bring about a change in the attitude and
behavior of our people. There is a need to address the
issue of road safety through not only multi- pronged
strategy but also through innovative approach. I am
told that World Bank have taken special interest and
initiatives to associate with IRC in road safety areas
and discussions are underway for associating the
HIGHLIGHTS OF 74
th
experts of World Bank and IRC in formulating new
guidelines/Code of Practices. Also, a programme is
being worked out in consultation with the World Bank
to create a pool of road safety auditors on Pan India
basis. This will go a long way in achieving the aim
of reducing the road accidents to 50 percent from the
current level by the year 2020.
Recently my Ministry also took a landmark initiative to
save lives of accident victims by providing prompt and
appropriate medical care during Golden Hour, and
thereby reduce fatalities in road accidents. A Toll free
No.1033 has been started for reporting of accidents.
A 24x7x365 Call Centre has been set up to receive
reports of accidents, deploy nearest ambulance and
alert local police authorities, hospital and Road Safety
Volunteers. Six Advance Life Support and fve Basic
Live Support Ambulances ftted with GPS device have
been deployed to transport accident victims to the
nearest hospital. 61 local youth nominated by Nehru
Yuva Kendra Sangathan (NYKS) have been enrolled as
Road Safety Volunteers to provide frst Aid to accident
victims, assist in their shifting to hospital and monitor
treatment. The Road Safety Volunteers were trained
in frst aid by All India Institute of Medical Sciences
(AIIMS). 44 private hospitals have been empaneled to
provide treatment at CGHS/AIIMS rates. In addition,
there are seven Government hospitals located on the
stretch. Cashless treatment for frst 48 hours within
overall ceiling of Rs.30,000/- will be provided if the
accident victim is admitted in a private empaneled
hospital. Ministry has recently launched this cashless
scheme as a pilot project on Delhi-J aipur Highway
to encourage road safety and for the convenience
of the general public. After successful launch of
the pilot project, a few more pilot projects on other
NH stretches are being considered by our Ministry.
Data from the Pilot Project(s) would be used for
formulating a pan-India scheme for cashless treatment
of road accident victims. Ministry of Heavy Industry
and Public Enterprises has also sanctioned a project
for crash investigation of serious accidents through
NATRIP and IIT, Delhi, for which they have allocated
funds from auto cess fund.
I am happy to learn that under new initiatives of IRC,
two Pan India Programmes are being planned one
for creating pool of Road Safety Auditors and other
being involving young school children under road
safety programme, which I am told will be reaching
to every household in the country. I send my heartfelt
compliments to IRC for the same.
In the end, I would like to stress that Proper
implementation of various road projects is the most
important aspect. This require higher professional
ethics and commitment to ensure that roads
constructed at such high cost are long lasting and
do not deteriorate prematurely. These are National
assets and they should be managed like other assets
so that we get good quality roads and they need to
be maintained effciently with proper strategy and
planning. We should consider proactive approach
in maintenance instead of attending to very badly
damaged roads, by way of crisis management, as is
the case so far. I, on this occasion, make an earnest
appeal to the entire highway engineers gathered here,
including representatives of contractors, consultants,
concessionaires, engineers from State PWDs and other
departments to take a pledge in not compromising on
the quality of construction besides completing the
road projects without time & cost over-run. Such a
commitment will go a long way in providing durable
roads, conserving scarce material like aggregates,
sand and earth requiring minimum maintenance.
I am sure that the deliberations during this Annual
Session would be quite useful for the highway
profession and they will enrich knowledge regarding
road construction & maintenance techniques without
compromising quality, durability, serviceability, safety,
health and environmental aspect. It will guide the
Government in deciding the future road infrastructure
needs of the country. I am happy to learn that IRC is
getting associated with the multilateral agencies like
World Bank, ADB, PIARC, J apan Road association,
etc. to achieve these objectives as well as bring out the
Guidelines, Standards and Specifcation comparable
to international standards.
With these words, I once again extend my heartiest
congratulations to the organizers and wish a grand
success for this Annual Session of IRC.
Thank You very much and J ai Hind.
HIGHLIGHTS OF 74
th
Address by Smt. Ajanta Neog Ji, Honble Minister PWD, GDD & Urban Development and Housing,
Govt. of Assam, during the 74
th
Smt. Ajanta Neog J i, Honble Minister PWD, GDD & Urban Development and Housing, Govt. of Assam delivering address.
It is a pleasure for the govt. of Assam to hold this
74
th
Annual Session of the Indian Roads Congress
at Guwahati. This gathering of eminent highway
engineers of the country and abroad with outstanding
technical ability and experience will give us an
opportunity to deliberate and exchange opinions to
address the challenges to road construction and allied
issues. Good road network is a key for development
in all other sectors like agriculture, tourism, education,
health etc. A sound, integrated road network will
pave the way for all round development, integration
of people and the activities associated with upliftment
of people and the country as a whole. In particular
reference to the geographical location and the terrain
conditions of the North Eastern region, the people
of all the North Eastern States largely dependent
on the road connectivity. Assam being located
centrally, the development of all North Eastern states
largely depend on the road network of Assam. Our
Honble Chief Minister Shri Tarun Gogoi J i, under
his leadership, the state has given emphasis on the
integrated development of the highways in our state.
Assam has nearly 3000 km of National Highways,
3000 km of State Highways along with more than
3000 km of rural and other roads but still we have
some major missing links which have been identifed
as major bottlenecks to uniform pace of development
within the state. I would like to draw attention of
Indian Road Congress to impress upon the Ministry
to look into the integrated road development and
formulate necessary policies for expeditious evolution
of the road projects. I would also like to emphasize
the experts in road construction assembled here to
give attention towards the specifc diffculties and
challenges for construction of road infrastructures in
this remote area of the country. Emphasis should also
be given for more use of indigenous materials and use
of technology suitable for this region. Due to prolong
monsoon, high rainfall, associated perennial foods
makes the working sessions in this region limited to
hardly 5 to 6 months in a year, therefore the projects
in North Eastern state, especially in my state should
be cleared before the month of August, so that the
limited working session can be effectively utilized.
HIGHLIGHTS OF 74
th
I hope the over concerns will be widely discussed
and deliberated in the Council meetings of the Indian
Roads Congress. I urge upon all the engineers present
here to reap the beneft of the Annual Session of the
Indian Roads Congress at Guwahati as this is a good
opportunity for them to exchange their views and
observations and enhance their technical capacities.
I also request all the local contracting agencies to use
this opportunity for their capacity building and make
interactions with experts of the companies who have
taken part in the technical exhibition of the session,
I wish all the dignitaries, distinguish delegates and
invitees, all IRC offcials, members participating in
technical exhibition in the 74
th
session of the IRC for
their pleasant stay in this historic city of Guwahati,
I wish all success of the 74
th
Annual Session of the
Indian Road Congress at Guwahati. With these words
I conclude my speech.
Thank you, J ai Hind.
Address by Shri Monilal Goala, Parliamentry
Secretary PWD, Govt. of Assam, during the
74
th
Shri Monilal Goala, Parliamentry Secretary PWD, Govt. of
Assam delivering address
It is indeed a proud privilege for me to have welcome
address to you all here at Guwahati. As already known
to all, Guwahati is a gateway for other six states hence
you can understand its importance, it is historically
known from age of Mahabharata also. IRC was setup
in 1937, its main objective was to construct road,
maintain it and to explore methods for better road
concepts and since then, IRC has been doing its job
perfectly well. This is the 74th Session that you are
attending here in Guwahati. You know India is a large
country, its climate, its weather varies from place to
place, its soil varies from place to place, in Assam
only we get 4 to 5 months to work other periods there
remains rain and rain, so the work can not be continued
at times. We should consider that point and evolve
such methods that can sustained here. This is also
seismic region as already told by our Commissioner
Bordoloi J i. It should also be taken into consideration.
Roads and bridges are to be constructed in such way
which can withstand in all the situations. Integrated
road development is essential. It is already in progress
but still many more villages are there to be connected,
you see how all these villages under PMGSY or by
any other road can be connected. Honble Minister
Shri Satyanarayana J i is here, I would like to invite
his attention to alternative Highway which is coming
from Silchar of Kachar district to Bajai via Dispur.
At present we have to cross through Meghalaya here.
Due to our internal disturbances many a time roads
remain closed. The condition of road is not good at all
so people of Barak Valley, people of Tripura, people
of Manipur, people of other states have to face many
diffculties, so I would request you to kindly look
into the matter. Honble PWD Minister had already
submitted DPR to your department Sir it is now upto
you to grant us approval. As Honble Minister is
bound to go back to Delhi by 6.50 fight, I would not
like to take more time but one thing what I understand
is that if bureaucrats, technocrats and politicians, put
their head together many more things can be done.
Here sir, I am proud to say that our Minister PWD is
a very sturdy lady, she runs so many departments and
she has organized the departments in such a way that
bureaucrats, politicians, technocrats without conficts,
without clash are doing their jobs, so I hope if the
central government already they are cooperating,
also cooperate more effectively, I think Assam will
HIGHLIGHTS OF 74
th
have a long march. Sir, here the dignitaries and other
invitees probably have faced many diffculties during
last few days, I request them forget all these things,
rather explore ways and means for the betterment of
roads and with these few words I again thank you all
and conclude my speech.
Thank You, J ai Hind.
Address by Shri C. Kandasamy, Director
General (Road Development) & Special
Secretary, MoRTH, Govt. of India &
President, Indian Roads Congress during the
74
th
Shri C Kandasamy, President IRC and DG(RD)&SS, MoRTH
Delivering Presidential Address
It is a matter of great honour and privilege for me to
welcome you all on behalf of myself and on behalf of
President of IRC on the occasion of the inauguration
of the 74
th
Annual Session of IRC. On behalf of entire
fraternity of IRC, I feel honoured to welcome Honble
Minister of State for Road Transport & Highways,
Shri Sarvey Sathyanarayana J i who had agreed to
spare his valuable time to be amongst us today and
bless the event. Sir we are indeed very grateful to
you. I also take this opportunity to welcome Honble
Minister for Rural Development, Shri J airam Ramesh
ji. for sparing his valuable time to grace this occasion.
I also extend my hearty welcome to Honble Chief
Minister of Assam Shri Tarun Gogoi ji for his valuable
presence at this occasion and showing keen interest in
the activities of this august organisation, despite his
busy schedule. I also express my sincere thanks to
Honble Minister, PWD &GDD Urban development
& Housing, Assam, Smt Ajanta Neog ji and Honble
Minister of State for Sports and Excise, Assam, Shri
Ajit Singh ji for their kind presence on this occasion.
I am, indeed, indebted to Shri Monilal Goala ji,
Parliamentary Secretary to be amongst us and I also
offer my sincere thanks to Shri J itesh Khosla, Chief
Secretary, Assam for extending the support to this gala
event of IRC. I also take this opportunity to welcome
Shri Vishnu Shankar Prasad, Secretary General, IRC
and other distinguished dignitaries on the Dais. I
welcome all the learned Council Members, delegates,
invitees and guests on this occasion.
As you all know very well that Indian Roads Congress
is instrumental in bringing uniformity in planning,
design, construction, maintenance and operation of
all categories of roads and road infrastructure in the
Country. During its journey spread over 79 years
(since 1934), the role and responsibilities of IRC
have increased manifold. I am happy to mention
that IRC has stood all demands and pressures and
with each passing day it is striving to achieve higher
levels of excellence. I am pleased to announce that
IRC has achieved unprecedented feat by publishing
as many as 17 documents in a single year, which is
unparalleled in the history of IRC. This is also due
to the greater faith reposed by road owning agencies,
and the government organizations including Planning
Commission, Ministry of Rural Development and
Ministry of Road Transport & Highways. All kudos
and praises to the various Technical committees of IRC
and IRC secretariat for their untiring and continuing
efforts. Even during this annual session also, six
numbers of documents will be released including the
Specifcations for Rural Roads (First Revision).
You will recall that during the 73
rd
Annual Session of
IRC held at Coimbatore in J anuary 2013, IRC Council
had adopted a Resolution which lays emphasis on
inclusive and sustainable growth in the country. I take
this opportunity to read out the Resolution, which is
being followed as guiding principle in framing the
Codes of Practices, Guidelines, Manuals, by IRC
Technical Committees:-
HIGHLIGHTS OF 74
th
Roads should be considered as active infrastructure
facility for people, for safety and services, besides
a catalyst in development of economy in place of
passive approach of exclusivity. The IRC will evolve
itself through synchronization and synergization
with other sectors of the economy based on
interdependent model, wherein the need of the safety
of all stakeholders of highway sector is fulflled
through inclusive approach. Accordingly, the IRC
is to adopt multi-modal transport concept while
developing guidelines and codal practices
Since the last annual session of the Council, IRC have
made many more strides in spreading its reach. I am
happy to mention that the student fraternity is being
associated by IRC, and in this direction a national event
Transport Infrastructure Congress & Expo-2013 was
organized at MNIT J aipur as a collaborative endeavor
with the educational institutions. Students from 25
engineering colleges and universities from various
States had participated and showcased their talent and
capabilities through working models and posters on
real life issues in the road and road transport sector. I
am told that the event was very successful and MNIT
J aipur has planned to organize it on an annual basis.
The IRC is also collaborating with research institutions
at regional level, with intent to pool experience and
expertise to provide various optimal solutions, to
address road infrastructure related issues. In this
series, a Workshop-cum-Seminar was organized in
collaboration with Highway Research Station (HRS),
Chennai on 26
th
April, 2013 on the topic Possible
Solutions in the City Transport System, including
Pedestrian Segregation and Automated Parking
Facilities. Again in the month of J une, a Workshop
was organized on road safety in HRS, Chennai along
with opening of Regional sale counter of IRC. Similar
actions have been initiated to open new sales counter
in the States of Manipur and Mizoram. IRC has also
organized the frst Regional Workshop at Bangalore
in the month of October 2013, in association with the
Govt. of Karnataka, which was attended by more than
500 participants from the states of Karnataka, Kerala,
Goa and Maharashtra.
Roads help in socio-economic upliftment of the rural
population, besides providing national integration.
Roads are vital for hilly regions, as these provide
the only means of accessibility and communication.
Roads have special signifcance for the North-Eastern
part of our country, as several areas of the region do
not have adequate connectivity and railway links
cannot reach every nook and corner of the region.
Planning, design, construction and maintenance of
hill roads require special attention, especially in view
of the environmental sensitivity and in preserving the
huge natural resources in these hilly regions. Scenic
beauty of hills is required to be preserved. The Indian
Roads Congress has brought out a comprehensive
Hill Roads Manual, which is quite helpful for the road
engineers of the State PWDs and the Border Roads.
IRC has a dedicated committee for the hill roads in
order to provide a special focus to revisit the standards
and guidelines for development of roads in hill areas.
The Govt. has also undertaken Special Accelerated
Road development programme for the North Eastern
Region (SARDP-NE), which aims at improving road
connectivity of district headquarters and remote places
of NE region with State Capitals.
The IRC also formulates long term plans for the
road sector. Reference may be made to Nagpur Plan,
Bombay Plan, Lucknow Plan and Road Development
Plan: Vision 2021. The last Plan was published in
2001 by IRC for Ministry of Road Transport &
Highways. Major thrust areas covered in this Vision
document related to mobility in respect of main roads
and accessibility in respect of rural roads to connect
all our villages in a time bound programme. Strategies
for capacity augmentation and preservation of assets
have been brought out together with measures to
mobilize additional resources and capacity building
in the government organization, consultancy sector
and contracting industry to meet challenges facing
the highway sector. Steps required meeting the
needs of safety, energy conservation and protection
of environment have also been dealt within this
Vision document. There is need to take a stock of
achievements made in this sector and identify major
HIGHLIGHTS OF 74
th
thrust areas for pursuit in the remaining years of this
Development Plan with a focus on 12
th
Five Year Plan.
I do hope that the Ministry of Road Transport and
Highways will take the lead in this exercise so that we
have balanced growth of all categories of roads and in
all regions of our country.
In this context, the initiatives of the Central
Government in launching of NHDP in various
phases and PMGSY and of the State Governments
in undertaking development of State Highways and
Major District Roads are changing the landscape
of the country leading to both social and economic
development. The MORTH is also laying stress on
implementation of access controlled expressway
network. This programme would help in both transport
productivity and added safety. I am sure that Road
development planner at the top, have in their mind to
implement these plans in a reasonable time frame.
With the establishment of an Accreditation Committee
in the IRC under the Chairmanship of Director, Central
Road Research Institute, a number of innovation
materials, testing equipment and technologies have
been accredited in the last fve years. There is a need
to utilize these materials and technologies in the feld
so as to monitor their performance. For this, support
of the government is essential to work out a suitable
protection mechanism in case of any unforeseen
failure despite due diligence by all concerned. This
would help in upscaling the successful technologies
in day to day projects.
Another suggestion, I would like to make on this
occasion is for our researchers to undertake exercise
of mapping the strength characteristics of natural
occurring materials for road construction available
locally and provide guidance in maximizing their
use with or without stabilization techniques. I need
not to elaborate on this area as our Honble Minister
of State for Road Transport & highways, Shri Sarvey
Sathyanarayana ji has already stressed the need for
conservation of materials in his inaugural address.
Otherwise also, it is extremely important for reducing
the carbon footprint in the sector and reducing both
the costs of projects and saving time in transportation
of materials involving long leads.
For the last two decades, India has been witnessing
exponential growth in registered vehicles. This is
resulting in greater demands from various segments
of the vehicle users. The improvement in per capita
income has also resulted in higher aspirations of the
road users. To cater to the needs and demands of the
road users, Government has launched the biggest road
development programme in the Country, and I am
happy to mention that Indian Roads Congress fraternity,
is contributing to this nation building efforts of the
Government, by bringing out the Code of Practices,
Guidelines and Manuals, adapting the cutting edge
techniques/technologies and new materials. During
this Council meeting also, IRC will be bringing 8
important documents for discussions which have
been, otherwise, approved by the erstwhile respective
esteemed committees Viz .Bridges Specifcations &
Standards Committee (BSS), Highways Specifcations
&Standards Committee (HSS) and General
Specifcations & Standards Committee (GSS).
Sir, I take this opportunity to mention, that today
IRC can claim to be a global organization with which
some of the highly reputed road organizations in the
World are getting associated. In November 2013, an
International Seminar was organized in association
with the Government of France & PIARC at New Delhi
on the theme of Experience gained in PPP Projects,
which was a great success. The strong view that
emerged was that such event should make the annual
feature of IRC. The J apan Road Association (J RA)
have shown keen interest in associating with Indian
Roads Congress, and have proposed a Memorandum
of Understanding, which may allow access to the
best techniques and technologies of J apan in the road
sector.
We all know that the present decade is the decade
of innovation as declared by Govt. of India. No
Organization and sector can move on sustainable basis
unless the concept of innovations and research are
given due attention. I am happy to mention that Indian
HIGHLIGHTS OF 74
th
Roads Congress is moving on the path of growth and
development in this niche area as well. Initiatives are
being taken towards innovative concepts of skywalks
and to use municipal waste/mining and industrial
waste, etc. in road construction. The green initiative
being taken by IRC which includes techniques for
material conservation, will go a long way in providing
sustainable solutions to road owning organizations in
the Country. The use of waste by-products may help
in freeing the landflls to beneft the people at large,
thereby creating win-win situation for both the civic
agencies and the road sector.
After the 200
th
Council meeting, the IRC has released
four important documents including Manual of
Specifcation and Standards for expressways, which
has been prepared in a record time of 9 months. The
another important release is the Manual of Specifcation
and Standards for six Laning of Highways through
Public Private Partnership (First Revision) in which the
concept of pedestrian segregation through pedestrian
pathway is given essence. Toilets on lay-by areas have
also been considered for enhancing road safety. The
present decade is the decade of action for road safety
as declared by United Nations, and the segregation
of vulnerable pedestrians will be a major initiative in
achieving road safety.
I am happy to mention that World Bank have taken
special interest and initiatives to associate with IRC
in road safety areas, and discussions are under way
for associating the experts of World Bank and IRC in
formulating new Guidelines/Code of Practices. Also a
programme is being worked out in consultation with the
World Bank to create a pool of road safety auditors on
Pan India basis. These will go a long way in achieving
the aim of reducing the road accidents to 50% from
the current level by the year 2020. However, I would
like to remind this august gathering that our Honble
Minister for Roads, Transport & Highways, Shri
Oscar Fenandes ji, during the last Council Meeting
held at New Delhi, has given us an innovative concept
of containing road rage and gave the slogan of Aap
Pehle. This Lucknowi Andaz of Pehle Aap would not
only shift the mindset of road users from the concept
of Main Pehle to Aap pehle but will also help
in avoiding number of accidents substantially, thus
contributing immensely towards enhancing the road
safety.
I would like to highlight the need for stakeholder
participation. Road is an unique infrastructure that
triggers inclusive growth. The other sectors of
economy get beneftted from good road facilities. As
such, it should be the endeavor of the Corporates as
responsible stakeholders, to participate in road safety
through their corporate social responsibility, by way of
providing & sustaining Rest Lay-byes, crash barriers
etc, for the safety and well-being of the road users at
large.
In the end, I would like to express my gratitude to the
Government of Assam for their invitation for hosting
this Annual session. I also thank Shri Vishnu Shankar
Prasad, Secretary General, IRC and his dedicated team
of IRC Secretariat and Chairman of the State Steering
Committee, Shri A.C. Bordoloi, Commissioner &
Special Secretary, PWD (Bldg &Roads) and his
team of dedicated offcials who have made excellent
arrangements for the success of this Annual Session.
Thank You
J ai Hind
Address by Shri V.K Pipersenia, Additional
Chief Secretary, Govt. of Assam during the
74
th
Shri V.K. Pipersenia, Additional Chief Secretary, Govt of Assam
delivering address
It is a matter of great honour for all of us in the govt.
of Assam to host 74
th
Session of the Indian Roads
Congress. This is the third session which is being held
HIGHLIGHTS OF 74
th
in the city of Guwahati but I believe this is the largest
gathering of road related people that ever assembled
in the state of Assam. It is indeed heartening for all of
us. The roads are important for any civilization & the
strength of any civilization is judged by the quality of
roads. When we talk about Indus Valley civilization or
any other civilization, we always think that what kind
of roads they had. Roads are fundamental to human
existence and communication. Assam and North East
is very crucial and thats why we have lacked behind
in development of road network, which is not as strong
as elsewhere in the country. India, as such needs to go
a long way. When you go to Europe, America, Korea,
J apan or even anywhere abroad, when you come
back, the frst thing which strikes back, when we will
be having that kind of roads. Now there are number
of issues. Roads cannot be constructed in a vacuum,
you need land, you need men, materials and you need
money and I think Road Congress like this will debate
all these issues and tell us as to how we can develope
roads at par with the rest of world and particularly
for the North East. What kind of technology we
should have, how to provide the required funds,
how to have the required manpower, how to develop
the capacity of our engineers and how to have the
materials for road construction which will help us to
construct good quality roads without endangering the
environment. This is seismologically very sensitive
zone. We fnd the road construction sometime is done
in a manner without giving due emphasis to the fact
even when an earthquake dont occur, the landslide
may occurs. A lot of construction work have been
done in a manner in which the hazard of land slide
has been accentuated for us as we are sitting in the
city of Guwahati. We should give a particular attention
to this aspect. How should we construct roads which
will not accentuate the problem of landslide in this
region, which will not endanger the environmental
degradation. When we will have the materials which
are environmental friendly and built road with these
without compromising the quality of roads? This is
challenge which we all of us face and I am sure the
Road Congress will address all these issues . Once
again I extend a very hearty welcome to all of you.
This is a beautiful time in Assam you have brought
sunshine and you have brought warmth and I also
invite you to take the sometime off and see the other
wealth of Assam, the wildlife sanctuary is close by,
who can afford time can go to the Kaziranga, this is
the best time to visit our National Parks. With these
words I again welcome all of you. Thank you very
much.
Address by Shri V.K. Gupta, Director
General (Works), CPWD during the
74
th
Shri V.K.Gupta, Director General (Works), CPWD
delivering address
It is my proud privilege to addressing the August
gathering in the 74
th
Annual Sessions inaugural
Session.
The Indian Roads Congress had played a stellar role
in providing a backbone to the Road and Bridge
Infrastructure sector. Most of you might be aware
that we in CPWD have been associated with some
of the most challenging and hardest road projects
in the country. We have numerous projects in our
credit in North East, Kashmir Valley and even in
Nepal and Bhutan. It is also a matter of honour for
us to be executing some of the high altitude roads in
Sikkim and Uttarakhand , the already diffcult project
conditions have been made even more so by two of
the worst natural disasters to have hit the country.
The Sikkim earthquake in 2011 and Uttarakhand
cloudburst in 2013. Such vagaries of mother nature
makes life diffcult for the engineers but as is often
said tough gets going when the going gets tough. I am
HIGHLIGHTS OF 74
th
sure the engineers working in the various government
departments will come back to the drawing board
with their experiences and come up with improved
guidelines to make our asset more resilient to natural
disasters.
Since the time is short I would only talk about only one
issue that is hesitating our mind as the policy makers.
Are we addressing sustainability issues while planning
for infrastructure specially in the environmentally
vulnerable areas. I believe it is high time that a platform
like IRC takes upon honours developing codes and
guidelines that promote sustainable development and
bring socially economically and environment friendly
practices into work. I again thank the organizers for
inviting me to this beautiful city of Guwahati and look
forward to enriching technical sessions in the coming
days. Earlier I got an opportunity to serve in the Assam
from 1984 to 1988 as an Executive Engineer. We
started serving for border fencing at district Dhubri
starting from try junction of Bangladesh, west Bengal
and Assam that is Ramrai Kuti now. I am again visiting
Guwahati after thirty years as Director General of
CPWD which is 159 years old department.
Thanking You very much.
Welcome Address by Shri A.C. Bordoloi,
Commissioner & Spl. Secretary to the Govt. of
Assam during the 74
th
Shri A.C. Bordoloi, Commissioner & Spl. Secretary to the Govt.
of Assam delivering address
It is a pleasure to hold the 74
th
Annual Session of
Indian Roads Congress at Guwahati in the State of
Assam. It is matter of great honour and privilege for
me to welcome you all to this historic old City of
Guwahati- the Gateway of the North Eastern Region
on the occasion of the 74
th
Annual Session of IRC.
This is the third time that Guwahati has been holding
this prestigious event after 1957 and 2003.
Guwahati formerly known as Pragjyotishpura - is
an ancient urban area, largest city of Assam and
Northeastern India. The name Guwahati is consists
of two Assamese words: guwa (areca nut) and
haat (market place). The name used to be spelled
as Gowhatty (pre-colonial and colonial) anglicized
to Gauhati (colonial-British), which was then changed
to the present form in the late 1980s to conform to the
local pronunciation.
There are many ancient Hindu temples in the city, so
also known as the The City of Temples. The ancient
sakti temple of Goddess Kamakhya in Nilachal hill is
situated some 5 km from the City centre.
The city is between the banks of the Brahmaputra river
and the foothills of the Shillong plateau, The Municipal
area is 216 km, while new GMDA administered
area will be 2000km. It is the major commercial
and educational hub of North-East India and is an
important regional hub for transportation.
The city was the seat of the Borphukan, the civil
military authority of the Lower Assam region
appointed by the Ahom kings.
The gross domestic product of Guwahati metro was
estimated at $1 billion in 2010. Tourism and recreation,
education, research, cultural activities, real estate,
etc. are slowly increasing and contributing to citys
economic growth.
Guwahati is connected with the rest of the Country by
Road, Railways and Airway and being situated on the
bank of Brahmaputra River, is connected to National
Waterways No 2, which has a vast potential to develop
as main through fare for bulk transportation.
The sporting infrastructures specially constructed for
the 33
rd
National Games in 2007 at Sarusajai-the Indira
Gandhi Athletic Stadium, is the venue of the present
Annual Session of IRC.
HIGHLIGHTS OF 74
th
Good Roads are essential infrastructural element
to achieve overall socio economic growth & its
upliftment. Growth of Industry, Trade & Commerce,
easy movement of agricultural output to the market
& more importantly improving the quality of life of
the citizen largely depend on the condition of the road
network of the Region/Country. The North Eastern
Region as a whole is still under - developed in road
connectivity. Lots of efforts have been made by both
Govt. of India & State Govt. of Assam during the last
8 to 10 years. But still it lacks a uniform integrated
Road network which has been identifed as the main
cause of backwardness of the region as a whole. Till
2005 except the 18 km of NH-37 (Guwahati Bypass
Part of East West Corridor) not a single km of NH in
the State was developed to proper National Highway
standard. But due to continuous effort taken up for
developmental projects during the last 8 to 10 years,
at present Assam has nearly 1700 km of NH developed
to required standard. Some State Highways are also
being developed to 2-lane & above standard. Around
15,000 km of Rural Road has been converted to black
topped/ all-weather road under PMGSY.
Honble Chief Minister, Assam has always given
much emphasis on the integrated developmental of
the Highway network in the region and because of his
personal initiative it has been possible to hold the 74th
Annual Session of the IRC at Guwahati. He deserves
strong applaud from the IRC.
In Assam there are many missing links which has
retarded the development process in the region.
SARDP-NE, World Bank projects and also the
projects under Ministry of DoNER has contributed
substantially over the last few years and if the pace is
continue it will take approximately 20 years to develop
and integrated Highway network of desired level.
Due to emphasis given by the Govt. of India and
Govt. of Assam it has of late been possible to take
up construction of some of the major Missing links
like
1. Construction of 9.15 km long Dhola Sadiya
Bridge which will bring the remote Sadiya area
to the main stream of Assam besides giving
access to the remote far Eastern Arunachal
Pradesh Bordering China.
2. Bogibeel Rail cum Road Bridge will provide
much needed connectivity between the North
Bank & South Bank in the Upper Assam area
which will immensely beneft Arunachal
Pradesh.
3. Recent declaration of new National Highway
127B which includes an 11 km Bridge over
river Brahmaputra will provide much needed
connectivity between the North & South Bank
in the Lower Assam area which will be very
much benefcial to the neighboring State of
Meghalaya and remove the backwardness of
the vast area in Lower Assam & Meghalaya.
4. Recent declaration of new National Highway
315A will provide much needed connectivity
from Tinsukia to Hukanjuri via Naharkatiya in
the far Eastern corner of the State which will be
very much benefcial to the South Eastern part
of neighboring State of Arunachal Pradesh and
remove the backwardness of the vast area so
long was devoid of proper road connectivity.
A number of State Highways have been taken up for
Upgradation under ADB funded projects & also from
MoRT&H.
Problems in timely execution of projects in the North
East in quite different from those of the rest of the
Country
(a) North East is a high rain fall area,
(b) The working season in this part of the
Country is limited to 5-6 months only
from end October to March.
(c) Limitation in use of Forest materials,
(d) Absence of proper Railway connectivity
has lead to ribbon development along
the Highways which in turn has created
problems in land acquisition process
associated with upgradation of Highways
& roads in general.
HIGHLIGHTS OF 74
th
Optimal/economic utilization of Forest materials
for road construction with the use of appropriate
technology stands as a major challenge for the
Engineers of the region.
I hope, the deliberation proposed in this Annual
Session, will cover such challenges and try to address
the bottlenecks.
Being surrounded by the South East Asian Countries
like Bhutan, Myanmar, China, Bangladesh etc. the
North East stands as Gateway to the South East Asian
Nations and as such North East has vast potential to
contribute economic growth of the County through
foreign trades under Indias Look East Policy. With
proper integrated development of the Highway
network in the region and creating proper linkage with
the South Asian neighbors, the Trade & Commerce of
the region can be enhanced considerably. Economic
development of the North East will be manifold only
when whole of the North East will have integrated
developed Highway network.
Honble Minister PWD has also paid keen interest in
successful holding of the 74th Annual Session of the
IRC. Honble Chief Secretary of Assam who himself
is an Engineer encourages immensely to hold the 74
th
Session of IRC at Guwahati.
I would also like to draw attention of the experts &
Highway professionals to the fact that Assam has the
highest number of Bridges per km stretch of NHs.
Most of these bridges are more than 50 years old.
Rehabilitation & retroftting in a number of bridges
is a big challenge for the State. Moreover Assam
falls in seismic Zone V and highly vulnerable to
earth quake. Bridges being the weakest points on the
Highway network I would like to call upon all the
experts & highway professionals to give a serious
thought about rehabilitation and or reconstruction of
such old & vulnerable bridges in the State and suggest
appropriate measures to be adopted for maintaining
communication in the event of a natural disaster.
Ranganadi Bridge near North Lakhimpur which was
washed away during 2008 has been rehabilitated using
indigenously developed technology i.e. Steel Piles
using Vibrohammer.
Stabilization of soil is a major challenge for the
Engineers of the North Eastern Region. Improving the
bearing capacity of soil in the region can play a key
role toward economic utilization & consumption of
scares Forest materials. Use of Geo-textile & use of
suitable admixers need to be encouraged for improving
the CBR of embankment/ Sub grade layers.
Indigenously developed bamboo pilling/granular
piling and Vetiver have also been used successfully
for prevention of sliding of slopes on a number of
Highway embankments.
Protection of slope in the hilly regions particularly
during monsoon is another challenging task for the
Engineers of the region.
Use of Geo-textile along with Vetiver and bamboo
piling may be a remedial solution for steep slope
protection.
Alongside the Session, One Exhibition cum Buyer
Seller meet has been arranged where more than 150
Companies have participated. The Exhibition will
be very helpful to know the latest development of
materials & machineries for effcient implementation
of infrastructure projects. I urged upon our Engineers
to reap the beneft by exchanging knowledge and
views with experts participating in the 74th Annual
Session of IRC.
Honble Union Minister of State for Road Transport
& Highways, Sri Sarvey Sathyanarayana J i, has
spared his valuable time out of his busy schedule to
attend this Inaugural session. I offer my sincere thank
to him.
I also thank all the Dignitaries, Distinguished
Delegates & Invitees, All IRC offcials and members
for taking part in the 74
th
Annual session of the IRC.
I wish their pleasant stay in this historic City of
Guwahati. Also I take this opportunity to request the
Experts participating in the session to offer their kind
advices to our Engineers which will help us a lot in
HIGHLIGHTS OF 74
th
their services to the Nation. I also thank the persons of
Press and Electronic media for their presence in this
inaugural session.
Thank you.
Address by Shri Ashok Basa, President, Institution
of Engineers (India) during the 74
th
Annual Session
of IRC
Shri Ashok Basa, President, Institution of Engineers (India),
delivering address
It is a matter of great honour & privilege for me to
stand before the renowned technocrats of the country
gathered on the grand occasion of the 74
th
Annual
Session of Indian Roads Congress, being organized in
this beautiful city of Guwahati.
Technology and economic development of a country
share an umbilical relationship. Technological
innovation supported socio-political institutions
are the key driver of long-term and sustained
economic growth. There are basically two models
of technological advances - one is Innovation i.e.
developing indigenous technologies and the other is
Adoption i.e. retroftting technologies that have been
developed somewhere. The experience of third-world
countries shows that the follower economy that adopts
technology without imparting stress on innovation
tends to lag behind the innovators. Secondly, these
economies have to depend heavily on specialized
institutions that would help in facilitating diffusion of
technologies. For a country like India, adoption of an
appropriate innovation strategy is needed to foster high
economic growth and building-up of infrastructure at
an affordable cost by reducing the time of completion.
In this context I can site an example from Odisha.
The frst Mahanadi Bridge near Cuttack with a length
of 2254 m long was constructed (1960-64) with a
completion time of 48 months. The second one near
the same site took 43 months (during 1997-2001). The
real saving in time was observed in the third bridge,
which took only 36 months to get completed. This is
the result of adoption of innovation in technology. I
am sure many such examples do exist in all parts of
the country today.
IRC & IEI are two old & important professional bodies
of our country. When National Building Code 2005
was published with a lot of changes, Civil Engineering
Division Board (CVDB) of IEI in collaboration with
Bureau of Indian Standards conducted workshop
throughout the country to make awareness of the code
among the engineers. IRC produces wonderful code
of practices. Particularly drastic changes have been
brought in the recent code on RCC, PSC and Steel
Structures. It is time that the users have to be made
aware of these changes. I assure you on behalf of IEI
that; we will join hands with IRC and popularize these
codes through our CVDB.
Someone has said that 21
st
century belong to Asia. If
that be so India certainly is going to be in the center
stage and has to compete with China, J apan & South
Korea. IRC being one of the oldest professional
bodies will defnitely help our country to move in that
direction. In this task let us see inward, look outward,
move onward, & together go fast forward to build
a new India with inclusive growth and sustainable
development.
In fne I am concluding with a prayer to the almighty,
on behalf of all of us
God grant me the serenity to accept things I can not
change, the courage to change things I can,
& the wisdom to know the difference between them
Thank You.
HIGHLIGHTS OF 74
th
Vote of Thanks by Shri Vishnu Shankar Prasad,
Secretary General, IRC during the 74
th
Annual
Session of IRC
Shri Vishnu Shankar Prasad, Secretary General IRC proposing
the Vote-of-Thanks
Honble Chief Minister, State of Assam, Shri Tarun
Gogoi J i; Honble Minister PWD, GDD, Urban
Development and Housing, Smt. Ajanta Neog J i;
Honble Parliamentary Secretary Shri Monilal
Goala J i; Addl. Chief Secretary Assam, Shri V.K.
Pipersenia J i; Director General (Road Development)
& Special Secretary, MoRT&H and President,
IRC Shri C. Kandasamy J i; Commissioner and
Spl. Secretary, Govt. of Assam Shri A.C. Bordoloi
J i; Past President IRC Shri P.N. J ain J i; Vice-
President, IRC Shri Samuel J i; Vice-President
IRC, Shri Mahendrakar J i; Vice-President, IRC,
Shri Swantantra Kumar J i; other dignitaries on the dais
and off the dais, distinguished guests from India and
abroad, esteemed members of IRC, invitees, exhibitors
and friends from media, ladies and gentlemen, a very
good evening to all.
Today, IRC fraternity feel proud and privileged to
have Honble Chief Minister of Assam Shri Tarun
Gogoi J i amongst us in spite of his extreme busy
schedule. Sir, we are highly highly privileged and
I express our deep gratitude for the same. Sir, I
assure you, on behalf of IRC, the guidance you have
given, will be taken forward, especially in terms
of introducing apt technology duly considering the
existing Indian practices combining with the most
advance technologies in the world. We will develop
specifcally for the Indian conditions and the result
of the same may be visible in coming years. Sir,
this 74
th
Annual Session of IRC has achieved some
unprecedented feat which was not imagined earlier
like having four parallel technical sessions moreover
the proceedings of the same were live-web-casted
around the world. And it has happened only because
of inspiring guidance given by the Honble PWD
Minister and dedicated effort made by the entire
organizing team led by Shri A.C. Bordoloi J i. Sir, this
event has also opened new opportunities for North-
East region. We requested the World Bank to hire
the services of the road safety expert and the World
Bank was kind enough to agree our request and they
hired the expert services of Shri Phillip J orden. He
is a known Road Safety Expert in the world. He has
been here in Assam, visiting various roads for last 15
days. He made a lively presentation yesterday and our
aim is develop a model safe road in Assam with the
help of World Bank which may be replicated in all
country. Sir, for all these things to happen, I express
my gratitude to Dr. Ashok Kumar, World Bank and
Shri Phillip J orden who are here with us today. I
expressed my gratitude to them as they had agreed at
a very short time notice of just a month. Sir, you have
mentioned that the roads are essential for inclusive
development. In IRC we are moving for a concept of
asset management in the road sector. We had dedicated
the entire panel session just before this session and
the recommendations emerging out of it will be taken
forward. The two concepts which we are focusing on
in IRC, which are unique in themselves, one is the
concept of asset management of the facilities. Up till
now we used to talk about the projects. Now we are
HIGHLIGHTS OF 74
th
moving towards the concept of facility, it means that
it has to be sustainable, durable and the life cycle cost
of the facility will be the lowest. So it will allow the
road owning agencies as well as the entrepreneurs
to adopt the best of the technologies as he has to
work out the cost of facilities over the life cycle.
And the second concept which we are focusing is on
creating the safe roads. The safe roads without any
black spot i.e. Black Spot Free Safe Roads. That
itself is a herculean task. It may require a dedicated
team of road safety auditors, and in this direction also
World Bank has came forward. From the global Road
Safety fund, they are fnancing our effort and their
mission is coming from Washington in February i.e.
in next month. To workout further modalities. Our
aim is to create 100 trainers in road safety auditing
which will be a unique thing as today we dont have
any certifed road safety auditor in our country. And
the frst benefciary of the same will be the Assam
State and it will open the ways for the other States.
I thank Honble Minister, PWD, GDD and Urban
Development & Housing for her inspiring guidance,
she is giving us for the last 6 days. Every day she has
been here, guiding us to move forward and the result
is in front of us. Maam I express my deep gratitude
on behalf of the entire IRC fraternity. I also thank
Shri Monilal Goala J i, for his kind support he is giving
to us. I also thank Shri C. Kandasamy J i, Director
General (Road Development) & Special Secretary,
MoRT&H and President IRC. He is being a guiding
force for the IRC to move forward and achieving
greater height every day, I express my gratitude to you
Sir. I also thank Shri V.K. Pipersenia J i, representing
the Govt. of Assam, without their support it would be
diffcult to even think about of holding this event in
such a magnifcent manner, I thank you Sir and the
entire State Govt. support. I thank the entire dedicated
team, led by Shri A.C. Bordoloi J i, for their untiring
effort, dedicated efforts, the pains taken by them. It is
impossible to express in words, It is unprecedented.
The way the things have been managed, in spite of
so many limitations. I express my deep gratitude
to the entire team effort to the entire team led by
Shri A.C. Bordoloi J i. I express my gratitude to
the entire IRC fraternity, the members of technical
Committees of IRC, the Apex Committees of IRC, for
supporting the endeavors of IRC in moving forward
and helping IRC to achieve the new feats of releasing
the highest number of publications, the codes of
practices, specifcations in a year. This 74
th
Annual
Session of IRC at Guwahati will be remembered
as historic event of releasing largest number of
publications in a year. I express my deep gratitude to
all Committee Members. I also express my gratitude,
as well as expressing my happiness for the support
given by the exhibitors. Sir, this session has seen the
highest number of exhibitors witnessed in the IRC.
It is more than 160. The media is helping us a lot and
I express my deep gratitude to friends of media both
electronic and print for their support they are giving,
the coverage they are giving to us and I am sure they
will continue to support us in future also. But I should
not forget the IRC Secretariat also, Sir it may be
surprising that we were celebrating all our festivals
in the IRC Secretariat. We were not celebrating any
festivals at home for more than last one & a half
month. So I express my deep gratitude to each and
every staff member of IRC Secretariat for the support
they are giving to me, to the IRC for moving further
ahead. With this, Sir, I thank you for being with us.
J ai Hind.
HIGHLIGHTS OF 74
th
Glimpses of Inauguration of Technical Exhibition-cum-Buyer-Seller Meet held on 18
th
January, 2014
HIGHLIGHTS OF 74
th
Glimpses of Inaugural Function of 74
th
Annual Session of IRC held on 19
th
January, 2014
Shri Sarvey Sathyanarayana ji, Honble Minister of State for Road Transport & Highways, Government of India
being welcomed in Traditional Manner
Smt. Ajanta Neog, Honble Minister PWD, GDD & Urban
Development and Housing, Govt. of Assam being welcomed in
Traditional Manner
Shri Ajit Singh, Honble Minister of State for Sports & Excise,
Govt. of Assam being welcomed in Traditional Manner
Shri Nilmani Sen Deka, Honble Minster Agriculture and
Parliamentary Affairs Govt. of Assam being welcomed in
Traditional Manner
Shri Monilal Goala, Parliamentry Secretary PWD, Govt. of
Assam being welcomed in Traditional Manner
HIGHLIGHTS OF 74
th
Shri C. Kandasamy, President, Indian Roads Congress and
Director General (Road Development) & Special Secretary,
MoRTH, Govt. of India being welcomed in Traditional Manner
Shri V.K. Gupta, Director General (Works), C.P.W.D, being
welcomed in Traditional Manner
Shri Ashok Basa, President, Institution of Engineers (India)
Shri V.K. Pipersenia, Addl. Chief Secretary, Govt. of Assam
Shri Vishnu Shankar Prasad, Secretary General, Indian Roads
Congress being welcomed in Traditional Manner
Shri P.N.J ain, Immediate Past President, IRC being welcomed in
Traditional Manner
HIGHLIGHTS OF 74
th
Shri K.K.Y. Mahindrakar, Vice President, IRC being welcomed
in Traditional Manner
Shri Swatantra Kumar, Vice President, IRC being welcomed in
Traditional Manner
Shri A.C. Bordoloi, The Commissioner & Special Secretary to
Govt. of Assam, being welcomed in Traditional Manner
Shri Sandeep B. Vasava, Vice President, IRC being welcomed in
Traditional Manner
View of the Dais during Inaugural Function of
74
th
Annual Session
Shri A Samual Ebenezer J abarajan, Vice President, IRC being
welcomed in Traditional Manner
HIGHLIGHTS OF 74
th
Lighting of Traditional Lamp
Shri Sarvey Sathyanarayana ji, Honble Minister of State for Road Transport & Highways, Government of India lighting Inaugural
Lamp along with Smt. Ajanta Neog, Honble Minister PWD, GDD & Urban Development and Housing, Govt. of Assam;
Shri Nilmani Sen Deka, Honble Minister of Agriculture & Parliamentary Affairs, Govt. of Assam; Shri Ajit Singh,
Honble Minister of State for Sports & Excise, Govt. of Assam and other high dignitaries
Glimpses of Lighting of Traditional Lamp during & 74
th
HIGHLIGHTS OF 74
th
Different Views of Participants
View of the audience during National Anthem
HIGHLIGHTS OF 74
th
Release of New Publications of IRC and Souvenir
for 74
th
Annual Session of IRC:
Honble Minster of State for Road Transport &
Highways, Govt. of India Shri Sarvey Sathyanarayana
J i released the following 7 publications of IRC.
1. IRC:SP:55-2014 Guidelines on Traffc
Management in Work Zones (First Revision)
2. IRC:SP:62-2014 Guidelines for Design &
Construction of Cement Concrete Pavements
for Low Volume Roads (First Revision)
3. IRC:SP:100-2014 Use of Cold Mix Technology
in Construction and Maintenance of Roads
Using Bitumen Emulsion
4. IRC:115-2014 Guidelines for Structural
Evaluation and Strengthening of Flexible Road
Pavements Using Falling Weight Defectometer
(FWD) Technique
5. Revision of IRC:78-2014 Standard
Specifcations and Code of Practice for
Road Bridges, Section VII- Foundations and
Substructures (Second Revision)
6. Revision of IRC:6-2014 Standard
Specifcations and Code of Practice for Road
Bridges, Section-II Loads and Stresses
7. HRB SR No. 23-2014 State of Art Report:
Design and Construction of Rockfall Mitigation
Systems
Shri Sarvey Sathyanarayana J i, Honble Minster of State for
Road Transport & Highways, Govt. of India presenting frst
copy of released IRC:SP:55-2014 to Smt. Ajanta Neog, Honble
Minster PWD & GDD, Urban Development and Housing,
Govt. of Assam
Road Transport & Highways, Govt. of India presenting frst copy
of released IRC:SP:62-2014 to Shri Nilmani Sen Deka, Honble
Minister of Agriculture & Parliamentary Affairs, Govt. of Assam
of released HRB SOAR. No. 23-2014 to Shri Ajit Singh, Honble
Minster for Sports and Excise, Govt. of Assam
of released IRC:SP:100-2014 to Shri V.K. Pipersenia, Addl.
Secretary to the Govt. of Assam
HIGHLIGHTS OF 74
th
of released IRC:6-2014 to Shri A.C.Bordoloi , Commissioner &
Special Secretary to Govt. of Assam, Public Works Building
and NH Deptt.
of released IRC:78-2014 to Shri C. Kandasamy, President IRC
and DG(RD) & SS, MoRTH
Shri Sarvey Sathyanarayana Ji, Honble Minster of State for Road Transport & Highways, Govt. of India presenting frst copy of
released IRC:115-2014 to Shri V.K.Gupta, Director General (Works), CPWD
Smt. Ajanta Neog J i, Honble Minster of PWD, GDD,Urban Development and Housing , Govt. of Assam releasing Souvenir brought
out by Govt. of Assam on the occasion of 74
th
Annual Session
HIGHLIGHTS OF 74
th
Felicitation of Authors of Papers:
Honble Minister of State for Road Transport
& Highways, Govt. of India, Shri Sarvey
Sathyanarayana J i felicitated the Authors of the
Papers published in J ournal of the IRC & Highway
Research J ournal in the year 2012. The following Awards
and Medals were given:
i) IRC Medal (for Best Paper discussed at the
Session): Awarded to Dr. A.G. Namjoshi for
his Paper No.579 Disastrous Failure of A Major
Bridge during High Floods: A Case Study with
Critical Review of Some Basic Design Parameters
printed in J ournal of the Indian Roads Congress,
Volume 73 Part 2.
ii) Medal Instituted by Maharashtra PWD
(for Best Paper on Construction): Awarded
to Shri D.D. Sharma, Dr. V.K. Yadav,
S/Shri Praveen Gupta, Alok Bhowmick & S.K.
Chellani for their Paper No.583 Construction
of the Most Unbalanced Continuous Cantilever
P.S.C. Bridge Over River Munawar Tawi at
Beripattan, J ammu & Kashmir A Success Story
Volume 73 Part 3.
iii) Medal Instituted by Bihar PWD (For Best
Paper on Road Research): Awarded to
Shri M. Vishwas, Shri Pradeep Kumar,
Ms. Sowjanya & Dr. L.R. Kadiyali for their Paper
No. 577 Some Issues Pertaining to Sustainability
of Road Transport Operations, Road Construction
and Maintenance in India Over the Next Twenty
Years printed in J ournal of the Indian Roads
Congress, Volume 73 Part 2 and awarded to S/
Shri Rajesh Rohatgi, Arnab Bandyopadhyay and
D.P. Gupta for their Paper No. 581 Capacity
and Performance Indicator Framework for Road
Agencies in India printed in J ournal of the Indian
Roads Congress, Volume 73 Part 3.
iv) Commendation Certifcates: Awarded to Paper
No. 575 Mixed Traffc Flow Analysis on
Roundabouts by Dr. Satish Chandra and Dr.
Rajat Rastogi printed in J ournal of the Indian
Roads Congress, Volume 73 Part 1, Paper No.576
Perpetual Flexible Pavements: Pavements of
Future by Shri Sanjay Garg printed in J ournal
of the Indian Roads Congress, Volume 73
Part 1, Paper No.580 A Critical Review of
Concrete Road Construction Practices in India
by Shri M.C. Venkatesha & Shri Nawraj Bhatta
Volume 73 Part 3, Paper entitled Reinforced
Cement Concrete Pavement for Village Roads
in Alluvial Region: A Sustainable Option
by Dr. R.K. Srivastava, Prof. S.K. Duggal &
Prof. K.K. Shukla printed in Highway Research
J ournal Volume 5 No.2 and Paper entitled A
Laboratory Study of Construction and Demolition
Waste for Use in Road Works by S/Shri U.K.
Guru Vittal, Ms. Farhat Azad, J . Ganesh, Binod
Kumar & Sudhir Mathur printed in Highway
Research J ournal Volume 5 No.1.
v) Commendation Certifcate is also awarded to Shri
Kiyoshi Dachiku in recognition of his contribution
to IRC in preparation of Guidelines and Manual for
Expressways and other prestigious documents.
Maharashtra PWD Medal for Best Paper on Construction is
awarded to Shri D.D. Sharma Author of Paper No.583 published
in J ournal of the Indian Roads Congress, Volume 73 Part 3
Bihar PWD Medal for Best Paper on Road Research is awarded
to Shri M Vishwas Author of Paper No 577 published in J ournal
of the Indian Roads Congress, Volume 73 Part 2
HIGHLIGHTS OF 74
th
Bihar PWD Medal for Best Paper on Road Research is awarded to Shri Rajesh Rohatagi and Shri D.P. Gupta Authors of Paper No 581
published in J ournal of the Indian Roads Congress, Volume 73 Part 3
Commendation Certifcates awarded to Shri M.C. Venkatesh
Author of Paper No.580 published in J ournal of the Indian Roads
Congress, Volume 73 Part 3
Commendation Certifcates awarded to Shri Binod Kumar
Author of Paper Published in Highway Research J ournal
Volume 5 No.1.
Commendation Certifcates awarded to Dr. R.K. Shrivastava
Author of Paper published Highway Research J ournal
Volume 5 No.2
Commendation Certifcate awarded to Shri Kiyoshi Dachiku
in recognition of his contribution to IRC in preparation of
Guidelines and Manual for Expressways
HIGHLIGHTS OF 74
th
Glimpses of Cultural Events held during the 74
th
Annual Sessions
HIGHLIGHTS OF 74
th
201
st
Council Meeting of the Indian Roads
Congress held on 19
th
January, 2014:
The Council in its 201
st
meeting held on 19
th
J anuary,
2014 transacted the administrative, fnancial and
general business of the IRC and also noted with
satisfaction achievements of IRC during the year 2013
and New Initiatives taken. After detailed discussion,
the Council approved the following documents and
amendments for publishing:
A) Amendments and Errata
1. New Clause on Special Vehicle for
carrying out overweight and over
Dimension Consignment I.E. No. 204.5
to IRC:6 Standard Specifcations and
Code of Practice for Road Bridges,
Section II Loads and Stresses
2. Amendments and Errata to IRC:112-2011
Code of Practice for Concrete Road
Bridges
3. Amendments and Errata to IRC:24-2010
Standard Specifcations and Code of
Practice for Road Bridges, Steel Road
Bridges (Limit State Method)
4. Amendments and Errata to IRC:SP:37-
2010 Guidelines for Evaluation of Load
Carrying Capacity of Bridges (First
Revision)
B) Documents
1. Guidelines for Design and Construction
of Reinforced Soil Walls
2. Standard Specifcation and Code of
Practice for Road Bridges Section:
IX- Spherical and Cylindrical Bearings
3. Revision of IRC:SP:84:2009 Manual
for Specifcation and Standards for Four
Laning of Highways through Public
Private Partnership
4. Document on Material Testing Facilities
for Highway Sector In India
5. Interim Specifcations for Warm Mix
Asphalt
6. First Revision of IRC:SP:49 Guidelines
for the Use of Dry Lean Concrete as Sub-
Base for Rigid Pavement
7. First Revision of IRC:SP:42 Guidelines
of Road Drainage
8. Tentative Specifcations for Readymade
Bituminous Pothole Patching Mix Using
Cut-Back Bitumen
The Council also paid tribute to the members of IRC
departed during the year 2013.
Technical Sessions held on 19
th
January 2014.
These events were webcasted live to the entire
world through internet through IRC Web Portal.
This initiative taken by IRC, has been appreciated
by all.
Morning Session
In the morning of 19
th
J anuary, 2014 Technical
Sessions was held dedicated to presentations &
discussions on Technical Papers on bridges printed in
J ournal of IRC in year 2013. This session was Chaired
by Shri S.R. Tambe, former Secretary PWD, Govt. of
Maharashtra and Past President, IRC and Co-Chaired
by Dr. C.V. Kand, Chief Engineer (Retd.) PWD,
Govt. of Madhya Pradesh and presently Consultant
in Madhya Pradesh. The following Papers were
presented and discussed during this Session:
1. Paper No.602 entitled: Case Study
on New Initiatives Taken on Caisson
Foundations and Cutting Edge
Construction at Bogibeel Bridge by
Shri Anupam Das
2. Paper entitled Problems of Bridge
Bearings on Sloping Spans and at
Abutments by Dr. C.V. Kand
Pre-Lunch Session
After the Tea break two parallel Technical Sessions
were held. First Technical Session dedicated to
HIGHLIGHTS OF 74
th
presentations & discussions on Technical Papers
printed in IRC J ournal in 2013. This Technical Session
was Chaired by Shri G.C. Tallur, former Secretary,
PWD Karnataka and Co-Chaired by Shri S. Sathish,
Deputy Chief Engineer, Highway Research Station,
Chennai. Following Technical Papers were Presented
and discussed during the Session:
Paper No. 587 Study of Composite Effect of
Concrete Base in Rigid Pavement for Village
Roads in alluvial Region by Dr. R.K. Srivastava,
Prof. K.K. Shukla and Prof. S.K. Duggal.
Paper No. 590 Pavement Deterioration Modeling
for Low Volume Roads by Dr. Vandana Tare,
H.S. Golia, Atul Bhatore & Kundan Meshram.
Second Technical Session on Presentation and
Discussion of Technical Papers on Roads and Traffc
& Transportation published in J ournal of IRC
Volume 73 Part 4 and 74 Part 2 was Chaired by Shri
C.C. Bhattacharya, former Director General (Road
Development) & Addl. Secretary, Ministry of Road
Transport and Highways and Co-Chaired by Shri
S.K. Mehta, Managing Director, Mehta Construction
Group, Gurgaon. The following Papers were presented
and discussed during this Session:
1. Paper No.592 entitled: Consistency
Evaluation of Horizontal Curves on Rural
Highways by Dr. A.U. Ravi Shankar,
Dr. M.V.R. Anjaneyulu & Dr. N.J .
Sowmya
2. Paper No.598 entitled: Dynamic Vehicle
Equivalent Factors for Characterisation of
Mixed Traffc for Multilane Metropolitan
Arterials in India by Dr. Gaurag J oshi
and Shri Dinesh Vagadia
All the above presentations were very informative
and effective and the same were appreciated by the
participants. Thereafter, session was summed up by
the respective Co-Chairman and Chairman of the
Session.
Technical Session held on 20
th
January 2014
Morning Session
In the morning of 20
th
J anuary, 2014 four parallel
Technical Sessions were held. Three Technical
Sessions were dedicated to presentations & discussions
on Papers printed in IRC J ournal during the year 2013
and fourth session was dedicated to Presentations by
Research Organizations and Consultants.
First Technical Session was Chaired by Shri S.S.
Porwal, Chief Engineer, Project Udayak, BRO and Co-
Chaired by Mrs. Bibha Das Saikia, former Principal,
Assam Engineering College, Guwahati. Following
Technical Papers were presented during the Session:
Paper No. 604 Evaluation of Design of Geocell
Reinforced Unpaved Roads Authored by J yothi P.
Menon & Dr. G.L. Shivakumar Babu
Paper No. 603 Landslide Hazard Database and
Inventory Focus on A Suitable Methodology for
India by Ms. Shanal Pradhan, Dr. Kishore Kumar &
Dr. S. Gangopadhyay
Second Parallel Session was Chaired by Shri R.K.
J ain, Chief Engineer (Retd.), Haryana PWD and
Co-Chaired by Shri K. Sitaramanjaneyulu, Head,
Pavement Evaluation Division, CRRI, New Delhi.
The following Papers were presented and discussed
during this Session:
1. Paper No.600 Distresses in Cement
Concrete Pavements A Case Study
by Dr. A.K. Mishra, Dr. Renu Mathur,
Dr. Rakesh Kumar, Shri J .B. Sengupta
and Shri Diniesh Ganvir
2. Paper No.601 Rehabilitation and
Upgradation of an Existing Airfeld
Runway Pavement for Operation of Next
Generation Aircrafts by Lt. Col. Rahul
Oberoi and Dr. A. Veeraragavan
Third Parallel Session was Chaired by Shri S.K. Puri,
Former DG(RD) & SS, MORTH and Co-Chaired by
Dr. Sunil Bose, Head Flexible Pavement Dn., CRRI
HIGHLIGHTS OF 74
th
(Retd.). The following Papers were presented and
discussed during this Session:
1. Paper No. 588 Full Scale Field
Performance Study on SBS Modifed and
Conventional Bitumen in Bituminous
Concrete Surface Subjected to Heavy
Traffc by Dr. P.K. Jain, Chief Scientist
& Head, Flexible Pavement Division,
CSIR-Central Road Research Institute.
2. Paper No. 591 Study on Rutting
Characteristics of Bituminous Binders
and Mixes by Prof. I. Srinivasa Reddy,
Prof. & Head of the Civil Engg., NBKR
Institute of Technology Vidyanagar &
Prof. M. Amaranatha Reddy, Associate
Prof. Civil Engg. Deptt. IIT Kharagpur.
Fourth Parallel Session dedicated to presentations by
Research Organisations/Consultants was Chaired by
Shri C. Kandasamy, D.G. (RD) & SS, MORTH and
Co-Chaired by Dr. S. Velmurugan, Principal Scientist,
CRRI. The following research presentations were
made:
1. Comparative Study of J ourney Time
and J ourney Speed Characters on Urban,
Semi Urban & Rural Roads by Shri S.
Satheesh, Dy. Chief Engineer, Highway
Research Station, Chennai
2. Response of Rigid Pavements, with or
without Steel Fibres, to Environmental
and Traffc Loadings by Prof. Ravinder
Bir Singh, SDD Global, Freelance Trainer
& Consultant, Independent Consultants,
Mohali
Pre-lunch Session:
After the Tea break four parallel Technical Sessions
were held. First Technical Session was dedicated to
presentations & discussions on Papers printed in IRC
J ournal during the year 2013; second session was
dedicated to innovative presentations by the offcer
of State/Central Govt. department; third session was
dedicated to presentations by Research Organizations/
Laboratories and fourth session was dedicated to
Presentations by Ph.D Scholars and IIT Students.
First Session was Chaired by Shri V.L. Patankar,
Addl. Director General, MoRT&H and Co-Chaired by
Shri Tawde, Chief General Manager, NHAI, Mumbai.
Following Papers were presented during the Session:
Paper NO. 605 Analytical Design of Short Panelled
Concrete Pavements by Shri M.V. Arun Chand and
Dr. B.B. Pandey.
Paper No. 595 Performance Evaluation of Stone
Matrix Asphalt (SMA) Using Low Cost Fibers by
Shri K.B. Raghuram & Dr. Venkaiah Chowdhary.
Second Technical Session was Chaired by
Shri D.B. Deshpande, former Secretary PWD, Govt.
of Maharashtra & Past President, IRC and presently
State Information Commissioner, Maharashtra and
Co-Chaired by Shri Ashok Basa, President, Institution
of Engineers (India). During this session following
presentations were made:
1) Innovations/Innovative Techniques/
Procedures by Shri K.S. Krishna Reddy,
Managing Director, KRD CL, Bangaluru
2) Dissemination of Innovative Techniques/
Procedures Adopted by Ministry of Rural
Development/NRRDA in PMGSY by
Dr. I.K. Pateriya, Director (Technical),
NRRDA
3) Innovative Soil Stabilization
Techniques in Assam by Shri Shantanoo
Bhattacharya, Executive Engineer, PWD
Assam
Third Session was Chaired by Shri G. Sharan, Former,
D.G. (RD) & S.S., MoRT&H and Co-Chaired by
Shri Sunil Bhowmick, E-in-C, PWD Tripura. The
following Research Presentations ware made:
1. In the design for Fatigue resistance of
Fibre reinforced Concrete Pavements
by Sunitha K. Nayar, Doctoral Research
Scholar, IIT Madras, Chennai & Ravindra
Gettu, IIT Madras, Chennai
HIGHLIGHTS OF 74
th
2. Performance Studies on Bituminous
Concrete Mixes Using Waster Plastics
by Prof. A.U. Ravi Shankar, & Shri
K. Kaushik and Shri Goutham Sarang
Research Scholar, Dept. of Civil
Engineering, National Institute of
Technology Karnataka.
Fourth Technical Session dedicated to presentation by
representative of Research Organizations/Consultants
was Chaired by Dr. V.K. Raina, Technical Director
ITNL (IL&FS), and Co-Chaired by Shri Pratap
S. Raizada, Vice-President (Corporate Affairs),
M/s. Gammon India Ltd. The following research
Presentation was made:
Accelerated Bridge Construction Technology by
Shri R.K. J aigopal, Managing Director, Struct Geotech
Research Laboratories (P) Ltd. Bangalore.
All the presentations were very informative and
effective and the same were appreciated by the
Session.
Post-Lunch Session:
In the afternoon excusive dedicated session for making
Technical Presentations by national/international
organizations for briefng their products/materials/
technology and Talk by Experts were held.
Technical Presentations by national/international
organizations
This session was chaired by Shri A.V. Sinha,
Former DG(RD)&SS, MORT&H and Co-chaired
Dr. Teiborlang Lyngdo Ryntathiang, Associate
Professor, Deptt. of Civil Engg., IIT Guwahati. The
following companies made presentations covering
details of their products/materials/technology,
application metrology, advantages, etc.
1. Use of Warm Ashpalt by Mr. Rolf
J enny, M/s. Ammann Apollo India Pvt.
Ltd.
2. Asset Management by Mr. J on Day,
M/s. Instrumentation Solutions Pvt. Ltd.
3. Warm Mix Asphalt-Performance,
Potential benefts & other Parameters
by Shri Ahmed Asif, M/s. Innovations
MeadWestvaco India Pvt. Ltd.
4. Mechanization Operation with
Innovative Techniques Practiced for
Integrated Complex Project of Multilevel
Flyover with River Bridge and ROB by
Shri J .S. J adhav & Shri K.B. Lawand,
M/s. B.G. Shirke Const. Tech. Pvt. Ltd.
5. Semi Rigid Pavements Sustainable
Directions to Green Roads by Mr.
Andreas Korytowski, M/s. CCL
International Ltd.
6. Designing Hill Road Alternatives Using
MXRoad (Powered by OpenRoads) by
Shri Sowmen Pradhan, M/s. Bentley
Systems India Pvt. Ltd.
7. Elvaloy Reactive Elastomeric Ter
Polymers Enhancing the Property
of Bitumen by Shri Ashok Bansal
M/s. DuPont Packaging & Industrial
Polymers
8. Evolution of EQR TMT Rebar
A Suitable Construction Material
particularly for Seismic Zones in India
by Shri Vikas Goel, M/s. Shyam Steel
India Ltd.
Session.
Expert Talk:
In the Evening, Expert Talk Session on following
topics were held in order to keep abreast with the
latest technical developments & solutions by highway
sector:
1. Mobile Maintenance Management
System by Shri Kiyoshi Dachiku, J ICA
Expert
HIGHLIGHTS OF 74
th
2. Road Safety Management Strategy by
Shri Philip J ordan, World Bank Expert
3. Low Cost Pavement Protective
Technique Collaborative Research by
Shri R.K. J ain, Chief Engineer (Retd.),
Haryana PWD and Rigid Pavement
Expert
4. Guidelines for Design and Construction
of Mega Coastal Sealinks in India and
Strategy for their Durability by Dr. V.K.
Raina, Technical Director ITNL (IL&FS)
and Bridge Expert
All the presentations made during the Session were
very informative and effective and the same ere
appreciated by the participants.
Technical Session held on 21
st
January 2014
Morning Session
On 21
st
J anuary, 2014 four parallel Technical Sessions
were held. Two Technical Sessions were dedicated to
innovative presentations by the offcer of State/Central
Govt. department; second session was dedicated
to presentations & discussions on Papers printed in
IRC J ournal during the year 2013; fourth session was
dedicated to presentations and discussion on General
Report on Road Research.
First Session was Chaired by Shri D.P. Gupta former
DG(RD), MoRT&H and Co-Chaired by Shri S.M.
Ramchandani, J oint Managing Director, MSRDC,
Mumbai. Following presentations were made during
the Session:
1. Use of Relonith as Soil Cement in High
Rainfall Areas of Arunachal Hills by
Shri G. Karbak, Asst. Engineer, RWD
Govt. of Arunachal Pradesh
2. Mitigating effects of linear
Infrastructure on wildlife survived in
India by Shri T.R. Shankar Raman of
World Wildlife Federation
3. Fibrous Road Concrete by Shri I.O.
Noronha
Second Technical Session was Chaired by Shri Mahesh
Kumar, Engineer-in-Chief, Haryana PWD (B&R) and
Co-Chaired by Shri J .S. J adhav, Chief Executive,
M/s. B.G.Shrike Const. Tech. Pvt. Ltd. The following
Paper and Presentations were presented and discussed
during this Session:
1. Paper No.606 Detailing Provisions of
IRC:112-2011 Compared with Previous
Codes (i.e. IRC:21 & IRC:18) Part 1:
General Detailing Requirements (Section
15 of IRC:112) by Shri Alok Bhowmick
2. Planning and Design of Bridges in
North East Practical Issues thereof by
Shri Atop Lego, Chief Engineer, PWD,
3. Waste Material Utilization in
Construction, Recycling of Concrete
Aggregate by Shri R.K. Kansal,
Executive Engineer, Haryana PWD,
B&R.
Third Technical Session Chaired by Shri K.K.Y.
Mahendrakar, Chief Engineer, DDG Pers Dte., and
Co-chaired by Shri T. Elangovan, Director, NATPAC.
The following Presentation were made:
1. Innovative Products and Techniques
by Shri Manv Prasad, S.E. B.R.O.
2. Issue Related to Rural Roads in Hill
Areas of NE Region by Shri K.C.
Dhimole, Resident Technical Advisor,
3. Sonapur Cut & Cover Structure: An
Innovative Approach to Solve 20 years
old Problem by Shri S.S. Porwal, VSM,
Chief Engineer, Project Swastik, BRO
Fourth parallel Session dedicated to presentation and
discussion on General Report on Road Research work
done in India was Chaired by Dr. S. Gangopadhyay,
Director, Central Road Research Institute, and Co-
Chaired by Dr. P.K. J ain, Chief Scientist & Head,
Flexible Pavement Division, CSIR-Central Road
Research Institute. The following Presentations were
made:
The following Scientists from CRRI made
presentations on various chapters of General Report
on Road Research work did in India.
HIGHLIGHTS OF 74
th
1. Pavement Engineering and Paving
Materials section of General Report on
Road Research work did in India by
Shri Vinod Kumar
2. Geotechnical Engineering section of
General Report on Road Research work
did in India by Shri P.S. Prasad
3. Bridge Engineering Pavement
Engineering and Paving Materials section
of General Report on Road Research
work did in India by Mrs. P. Lakshmy
Parmeshwaran
4. Traffc and Transportation Pavement
Engineering and Paving Materials section
of General Report on Road Research
work did in India by Dr. J . Nataraju
5. Automated Detection and Measurement
of Pavement Distresses Using Imaging
System by Shri Lokeshwar Singh
6. A Comparison of Historical and Future
Mobility Development in India by
Dr. S. Velmurugan
Pre-Lunch Session:
After tea Break dedicated session for making Technical
Presentations by national/international organizations
for briefng their products/materials/technology was
held. The following Presentation were made: The
following Presentation were made:
Use RAP by Mr. Rolf J enny, M/s. Ammann Apollo
India Pvt. Ltd.
Cost Effective & Energy Saving
Honeywell Titan for Bitumen Modifcation
& Additive to convert VG10/VG30 to EnhancedVG40
by Shri Vivek Ranjan, M/s. Honeywell International
India Pvt. Ltd.
Drainage Solutions Using Geocomposites and
Similar Flexible Materials for Hill Road Problems, by
Mrs. Mini Korulla, M/s. Maccaferri Environmental
Solutions Pvt. Ltd.
Active Road by Shri Santosh Arade, M/s. Active
Software Consultancy & Research Pvt. Ltd.
Geosynthetics for Tomorrow by Shri Rajeeva R.
Upadhyay, M/s. Flexituff International Ltd.
Session
Panel Discussion
In the afternoon, Panel Discussion Session was held
on Asset Management and Project Management in
Road Sector. This Session was chaired by Shri
V.L. Patankar, Additional Director General,
Ministry of Road Transport & Highways,
New Delhi and the Panelists were Dr. Ashok
Kumar, Shri Adesh J ain, Shri Mahesh Kumar,
Dr. G.V.S. Raju, Shri S.K. Puri, Shri Sunil Bhowmick
& Shri D.P. Gupta.
In this session by Dr. Ashok Kumar, Senior Highway
Engineer, The World Bank made detailed presentation
on topic Asset Management and Shri Adesh J ain,
National President, Project Management Associates
also made detailed presentation on topic Project
Management in Asset Management. Remaining
panelist briefed their views on topic Asset
Management and Project Management in Road Sector
and presentation by Shri Shishir Bansal, Project
Manager, Flyover Circle, F-12 Green Infrastructure
of Capital City Delhi.
All the presentations/ brief made by the panelist during
the Session were very informative and effective and the
same were appreciated by the participants. Thereafter,
Session was summed up by the respective Chairman.
Proceeding of the Paper Discussions, Technical
Presentations of Research Institutions, Central
and State Govt. Departments, Expert Talk, Panel
Discussion etc. are being printed in IRC periodicals
i.e. IRC J ournal and Highways Research J ournal.
HIGHLIGHTS OF 74
th
Valedictory Session
Valedictory Session held in the evening of
21
st
J anuary 2014 was Chaired by Shri Tarun Gogoi
ji, Honble Chief Minister of Assam and also graced
by Smt. Ajanta Neog, Honble Minister PWD, GDD
& Urban Development and Housing, Govt. of Assam;
Shri Monilal Goala, Parliamentry Secretary PWD,
Govt. of Assam, Shri C. Kandasamy, President,
Indian Roads Congress and Director General (Road
Development) & Special Secretary, MoRTH,
Govt. of India; Shri V.K. Pipersenai, Addl. Chief
Secretary, Govt. of Assam; Shri Vishnu Shankar
Prasad, Secretary General, Indian Roads Congress;
Shri A.C. Bordoloi, The Commissioner & Special
Secretary to Govt. of Assam, Public Works Building
& NH Department; Shri P.N. J ain, Past President,
IRC; Shri J ebarajan Samuel, Vice President, IRC;
Shri K.K.Y. Mahindrakar, Vice President IRC; Shri
Swatantra Kumar, Vice President, IRC and Shri
S.K. Barua, Local Organizing Secretary 74
th
Annual
Session of IRC.
During the Valedictory Session the Honble Chief
Minister of Assam released the Directory of the
Exhibitors participated in the Technical Exhibition
-cum - Buyer-Seller Meet.
Felicitation to the Presenters/Exhibitors:
The Honble Chief Minister of Assam felicitated the
presenters, Exhibitors, artists of Culture programme
performed during 74
th
Annual Session;
I) Commendation Certifcates to Shri
Shantanu Bhattacharya, Executive
Engineer (Mechanical), Assam PWD
for his best Technical Presentation from
Government Departments.
II) Memento to Dr. Prassano Gogoi for best
Choreography for Culture programme
III) Memento to Ms. Akriti Mehra, Budding
Singer
IV) Mementos were also presented to the
following Exhibitors for best display:
1
st
Prize M/s Writgen India Ltd. And M/s. CCL
International Ltd.
2
nd
Prize M/s Bentley Systems India Pvt. Ltd.
3
rd
Prize M/s. Sunvin Technologies, M/s Zydex
Industries and M/s. 3M India Ltd.
74
th
Annual General Body Meeting
The 74
th
Annual General body meeting of the Indian
Roads Congress was held on 21
st
J anuary, 2014.
The following Council Members were elected in the
meeting:
Under Rule -9-k(i) Five Representatives of Associate
Members (from Private Sector)
1. Shri Parampreet Singh
2. Shri J . Satish
3. Shri Pravin Kumar Chharia
4. Shri Prashant Kapani
5. Shri Mohit Verma
Under-9-k(ii) Three Representatives of Associate
Members (from Public Sector)
1. Shri Balbir Singh Yadav
2. Shri Rajendra Nath Mishra
3. Shri S.M. Ramchandani
Under Rule- 9-l One Representative of
Institutions primarily engaged in Roads and Road
Transport Research who are Associate Members
(from Public Sector/Private Sector)
Shri T. Elangovan - NATPAC
Under Rule- 9-m One Representative of
Engineering Universities/ I.I.Ts/ Engg. Colleges
who are Associate Members
Shri Balbir Singh Sheokand - Haryana
Under Rule- 9-n One Representative from Zilla
Parishads, Distt. Boards, Panchayat Samitis,
Panchayati Raj Departments, Rural Development
Departments, Rural Works Department, Rural
Engg. Organisations
Shri J oseph George - Kerala
HIGHLIGHTS OF 74
th
Under Rule- 9-o One Representative of Board of
Municipalities, Improvement Trusts, Development
Authorities and Cantonment Engineers
Col. Pradeep Gairola - Arunachal Pradesh
Under Rule- 9-p(i) The following ten members were
elected as Members of the Council by the General
Body under Rule 9-p(i):
1. Shri Kalyan Chandra Hazarika Assam
2. Dr. Pramod Kumar J ain Delhi
3. Shri Alok Nath Banerjee West Bengal
4. Shri Manoranjan Misra Orissa
5. Shri B. Muraleedharan Kerala
6. Shri Chinmay Debnath Tripura
7. Shri D.G. Malekar Maharashtra
8. Shri M. Nagaraj Karnataka
9. Shri Surendra Kumar Rajasthan
10. Shri V.D. Patel Gujarat
Under Rule-9-p(ii) Two Representatives below
35 years of age
1. Shri Vikas V. Thakkar - Maharashtra
2. Shri Abinash Mahanta - Assam
Under Rule-9-q One Representative of Mechanical
Engineers
Shri Anand Prakash Upadhyaya - Uttar Pradesh
Under Rule- 9-s Two Representatives of Lady
Members
1. Ms Shobha Khanna - Madhya Pradesh
2. Dr.(Mrs.) Lakshmy Parameshwaran - Delhi
The following were nominated by their respective
administrations as Members of the Council for the
next year under Rule 9-(a):
1. Andaman & Nicobar Nomination Awaited
2. Andhra Pradesh Dr. G.V.S. Suryanarayana
Raju
3. Arunachal Pradesh Nomination Awaited
4. Assam Shri A.C. Bordoloi
5. Bihar Nomination Awaited
6. Chandigarh Admn. Shri S.K. Chadha
7. Chhattisgarh Nomination Awaited
8. Daman & Diu Nomination Awaited
9. Delhi Admn Nomination Awaited
10. Goa Nomination Awaited
11. Gujarat Shri M.M. J ivani
12. Haryana Shri Mahesh Kumar
13. Himachal Pradesh Nomination Awaited
14. J harkhand Nomination Awaited
15. J ammu & Kashmir Nomination Awaited
16. Karnataka Shri K.S. Krishna Reddy
16. Kerala Nomination Awaited
17. Madhya Pradesh Nomination Awaited
18. Maharashtra Nomination Awaited
19. Manipur Nomination Awaited
20. Meghalaya Nomination Awaited
21. Mizoram Nomination Awaited
22. Nagaland Nomination Awaited
23. Orissa Shri N.K. Pradhan
24. Puducherry Nomination Awaited
25. Punjab Nomination Awaited
26. Rajasthan Nomination Awaited
27. Sikkim Nomination Awaited
28. Tamil Nadu Shri K. Ameerdeen
29. Tripura Shri Sunil Bhowmik
30. Uttarakhand Nomination Awaited
31. Uttar Pradesh Shri Arvind Kumar Gupta
32. West Bengal Nomination Awaited
In addition to the above, the following personnel
will be Council Members under the following
respective Rules:
Rule 9-b A Rep. of E-in-Cs Br., AHQ Nomination Awaited
Rule 9-c A Rep. of CPWD Shri V.K. Gupta
Rule 9-d Director General (Road Dev.) Nomination Awaited
Rule 9-e A Rep. of Director, CRRI Nomination Awaited
Rule 9-f A Rep. of DGBR Shri S.S. Porwal
Rule 9-g A Rep. of Bureau of Nomination Awaited
Indian Standards
Rule 9-h Past Presidents Shri D.B. Deshpande
Shri Liansanga
Dr. V.K. Yadav, VSM
Rule 9-i Immediate Past Secy. General Shri A.K. Sharma
Rule 9-j Local Organising Secretary Shri Surya Kr. Baruah
Rule 9-r A representative of National Nomination Awaited
Highways Authority of India
HIGHLIGHTS OF 74
th
Rule 9-t A representative of the Dr. I.K. Pateriya
National Rural Roads
Development Agency (NRRDA)
Rule 9-u A representative of the North Nomination Awaited
Eastern Council (NEC)
Rule 9-v A representative of the Indian Nomination Awaited
Academy of Highway
Engineers (IAHE)
Rule 9-w A representative of Nomination Awaited
IRF-Geneva
Rule 9-x A representative of IRF Nomination Awaited
India Chapter
Honouring the Oldest Member present in IRC
Session
As per the tradition, IRC honoured oldest members
present during the Annual General Body Meeting.
Accordingly, Dr. C.V. Kand and Shri D.P. Gupta were
honoured with the presentation of a bouquet, shawl
and memento by Shri C. Kandasamy, President, IRC
and Shri Vishnu Shankar Prasad, Secretary General,
IRC during 74
th
Business Meeting.
The Secretary General, IRC read out the following
Resolution of Thanks at the end of the Business
Meeting which was approved with acclamation by the
General Body.
1. The Indian Roads Congress thank Hon'ble
President of India for his greetings and good
wishes to the organizers for the success of the
Annual Session.
2. The Indian Roads Congress thank Hon'ble
Prime Minister of India for his greetings and
good wishes to the organizers for the success of
the Annual Session.
3. The Indian Roads Congress thank Honble
Union Minister for Road Transport & Highways
for his best wishes for the success of the
Session.
Union Minister for Heavy Industries & Public
Enterprises for his best wishes for the success
of the Session.
Union Minister for Textiles for his best wishes
for the success of the Session.
Minister of State for Road Transport &
Highways for kindly Inaugurating the 74th
Annual Session and we are thankful for his
illuminating Address.
Deputy Chairman of Planning Commission for
sending his best wishes for the success of the
Session.
Minister of State(I/C) for Parliamentary Affairs
for his best wishes for the success of the
Session.
Minister of State(I/C) for Tourism for his best
wishes for the success of the Session.
Minister of State(I/C) for Power for his best
wishes for the success of the Session.
11. The Indian Roads Congress thank Secretary,
Ministry of Road Transport & Highways for his
best wishes for the success of the Session.
12. The Indian Roads Congress thank Director
General (Road Development) & Special
Secretary to the Govt. of India, Ministry of
Road Transport & Highways for his best wishes
for the success of the Session.
13. The Indian Roads Congress thank The Governor,
Govt. of Assam for sending his best wishes for
the success of the Session.
14. The Indian Roads Congress thank The Chief
Minister of Assam for his Valedictory Address
and for his support and good wishes for the
success of the Session.
Minister PWD & GDD, Urban Development
and Housing, Assam for inaugurating the
Technical Exhibition cum Buyer Seller Meet
and for gracing the Inaugural Function.
Minister of Agriculture & Parliamentary Affairs,
Assam for gracing the Inaugural function.
HIGHLIGHTS OF 74
th
Minister of State for Sports & Excise, Assam
for gracing the Inaugural function.
18. The Indian Roads Congress thank the
Parliamentary Secretary, PWD, Guwahati for
gracing the Valedictory Session and for his
good wishes for the success of the Session.
19. The Indian Roads Congress thank the Chief
Secretary, Guwahati for sending message of
good wishes for the success of the Session.
20. The Indian Roads Congress thank Shri Ajoy
Chandra Bordoloi, Chairman & Commissioner
and Spl. Secretary, PWD (B&NH) and his
entire team for making excellent arrangements
for conducting the 74
th
Annual Session at
Guwahati and for making arrangements for the
comfortable stay of the delegates.
21. The Indian Roads Congress thank Shri Suryya
Kr. Baruah (Local Organising Secretary, 74
th
Annual Session), Superintending Engineer,
PWD & other members of Local Organizing
Committee for their untiring efforts in making
the Session a grand success.
22. The Indian Roads Congress thank
Shri P.K. Choudhury, Chairman and Chief
Engineer, PWD (Bldg.), Venue Committee;
Shri K. Hazarika, Chairman, Chief Engineer,
PWD (Roads), Finance Committee;
Shri N.N. Deka, Chairman, Chief Engineer
(NH), Accommodation Committee;
Shri Ranjit Das, Chairman, OSD (Bldg.),
Technical Seminar & Exhibition Committee;
Shri Biswadev Sarmah, Chairman, Addl. Chief
Engineer, PWD (Roads), Food Committee;
Shri B.K. Das, Chairman, Chief Engineer
(Border Roads & NEC (Works), Souvenir
Committee;
Shri S.M. Bakir, Chairman, Chief Engineer,
PWD (ARIASP), Computer & Website
Committee;
Shri Sarat Sarmah, Chairman, Superintending
Engineer (Bldg.), Reception and Registration
Committee;
Shri Biswanath Bhattcharjee, Chairman, Addl.
Chief Engineer (Roads), Press and Publicity
Committee;
Shri Naba Kr. Kalita, Chairman, Addl. CE
(Mech), Transport Committee;
Shri D. Bora, Chairman, Addl. CE (Electrical),
Cultural Committee; Shri M.M.I.M. Bora,
Chairman, Addl. CE (Bldg.), Tour Committee;
and
Shri Dilip Sarmah, Chairman, Dy. Secy. Budget
(Roads), Medical Committee and their dedicated
team of all these Committees for making all
efforts for the success of the Session
23. The Indian Roads Congress thank Mrs.
Madhuri Neog, Chairman of Ladies Programme
Committee for arranging programs for the
ladies accompanied the delegates.
24. The Indian Roads Congress thank the
Management of Sarusajai Sports Stadium,
Assam for providing their premises for
conducting various Technical Sessions.
25. The Indian Roads Congress thank the Police
Authorities, Assam for making adequate
arrangements for security in connection with
the Session.
26. The Indian Roads Congress thank the Assam
Municipal Corporation and Assam Development
Authority for making elaborate arrangements at
Guwahati.
27. The Indian Roads Congress thank the print and
electronic media for making wide coverage of
the proceedings of the Session.
28. The Indian Roads Congress thank the Assam
State Electricity Department, Guwahati and
other Organisations/Departments who have
helped in making the Session a grand success.
HIGHLIGHTS OF 74
th
29. The Indian Roads Congress thank the Directorate
of Medical Authorities, Govt. of Assam for
providing medical facilities to the delegates.
30. The Indian Roads Congress thank the District
Administration Guwahati for making adequate
arrangements and assistance for the success of
the Session.
31. The Indian Roads Congress express their sincere
thanks to the Govt. of Assam for inviting Indian
Roads Congress to hold the 74
th
Annual Session
at Guwahati and for the excellent arrangements
made for the success of the Session.
202
nd
Council Meeting of the IRC held on the
22
nd
January, 2014
The 202
nd
Council Meeting of the IRC was held on the
22
nd
January, 2014. The following Offce Bearers of
the Indian Roads Congress were elected for the next
term:
President, IRC - Shri Sunil Bhowmik
Immediate Past President, IRC - Shri C. Kandasamy
Secretary General, IRC - Shri Vishnu Shankar Prasad
Vice President, IRC - Shri A.C. Bordoloi
Vice President, IRC - Shri S.S. Porwal
Vice President, IRC - Shri Mohit Verma
Secretaries, Engineer-in-Chief and Chief Engineers
Meeting
The meeting of Secretaries, Engineer-in-Chief and
Chief Engineers from Central and State Government
Departments was also held on the 22
nd
J anuary, 2014.
The meeting was graced by Shri Oscar Fernandes
J i, Honble Union Minister of Road Transport and
Highways, Govt. of India; Shri Ajit Singh, Hon'ble
Minister for Sport and Excise; Shri Moni Lal Goala,
Parliamentary Secretary, Govt. of Aasam; Shri C.
Kandasamy Director General (Road Development)
& Special Secretary, MoRT&H; Shri A.C. Bordoloi,
Commissioner & Spl. Secretary to the Govt. of Assam;
Shri V.L. Patankar, Additional Director General,
MoRT&H; Shri Vishnu Shankar Prasad, Secretary
General IRC and Shri P.N. J ain, Past President,
IRC.
Cultural Programme
The Cultural Prgramme Committee of the 74
th
Annual
Session, organized variety of cultural programmes for
the entertainment of the delegates and their families
who rejoiced the evenings after the dayss long hectic
technical activities spread over different Sessions.
Ladies Programme
Alongside the annual Session, ladies programmes
were also organized throughout the day to entertain
the spouses and children of the delegates, which
provided an opportunity to the ladies to have an insight
in to the local culture, etc. A number of competitions
were conducted for the spouses who accompanied the
delegates. The family members especially children
enjoyed a lot and participated in large numbers in the
competitions.
Medical Facility during Session
During the Annual Session, a fee medical camp was
also arranged by the State Organizing Committee for
the beneft of the participants, Doctors and other para-
medical staff from leading local hospitals were present
to provide medical facilities. About 800 participants
availed this facilities and got benefted.
Post Session Tours
As a part of the recreation activity, conducted tour
programmes were arranged for the delegates and
participants at the end of the Session. The conducted
tour programmes were:
1. Guwahati- Shillong-Cherapunjee and back
2. Guwahati Kaziranga National Park and back
3. Guwhati Sibasagar Kaziranga National Park and back
4. Guwahati Manas Tiger Project and back
5. Guwahati Tezpur and back
6. Guwahati Pabitara and back
A large number of participants enjoyed the hospitality
provided by the Government of Assam during these
Post Session Tours.
JUST RELEASED
1. IRC:6-2014 - Standard Specifcations and Code of Practice for Road Bridges, Section-II Loads and
Stresses (Revised Edition) (Price Rs.700/- +Rs.40/- for postage & packing charges)
2. IRC:78-2014 - Standard Specifcations and Code of Practice for Road Bridges, Section VII- Foundations
and Substructures (Revised Edition) (Price Rs.700/- +Rs.40/- for postage & packing charges)
3. IRC:115-2014 - Guidelines for Structural Evaluation and Strengthening of Flexible Road Pavements
Using Falling Weight Defectometer (FWD) Technique (Price Rs.300/- + Rs.30/- for postage &
packing charges)
4. IRC:SP:55-2014 - Guidelines on Traffc Management in Work Zones (First Revision) (Price Rs.900/-
+Rs.40/- for postage & packing charges)
5. IRC:SP:62-2014 - Guidelines for Design and Construction of Cement Concrete Pavements for Low
Volume Roads (First Revision) (Price Rs.600/- +Rs.30/- for postage & packing charges)
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____________
FINITE ELEMENT ANALYSIS OF FLEXIBLE PAVEMENT WITH
DIFFERENT SUBBASE MATERIALS
ABDHESH K. SINHA*, SATISH CHANDRA** AND PRAVEEN KUMAR**
* Assistant Professor, Department of Civil Engineering, National Institute of Technology J amshedpur
** Professor, Department of Civil Engineering, Indian Institute of Technology Roorkee, Rookee Uttarakhand
ABSTRACT
The effect of quality of subbase material on life of a fexible
pavement is evaluated in this paper. Three types of naturally
occurring materials namely; coarse sand, Conventional Subbase
Material (CSM), stone dust and four types of industrial waste
materials; Blast Furnace Slag (BFS), Granulated Blast Furnace
Slag (GBFS), Linz-Donawitz (LD) slag and fy ash are used.
The fnite element analysis of the pavement is carried out by
employing multilinear isotropic elasto-plastic hardening model
in the ANSYS and the effect of type of subbase on life of the
pavement is evaluated. It is shown that the life of the pavement
is reduced to 60 to 83 percent when industrial waste is used in
its subbase layer. The different design options are suggested to
compensate this reduction in life of the pavement.
1 INTRODUCTION
The present fexible pavement design guidelines
in almost all countries including India rely largely
on use of stone aggregates in the different layers.
However, many parts of the country do not have good
quality aggregates within the economical lead. Thus
the road construction cost in these areas is very high.
Huge quantity of aggregates are also demanded in
other sectors of construction activities. Due to these
reasons, the highway engineers are forced to use
alternate or marginal materials in the lower layers of
a road. Naturally occurring materials like coarse sand,
Conventional Subbase Material (CSM), stone dust and
artifcial materials like fy ash, Granular Blast Furnace
Slag (GBFS), Blast Furnace Slag (BFS), Steel Making
Slag (SMS), LD slag etc., are available in abundance
in many parts of the country. Their utilization in road
construction will have several advantages including
environmental management due to reduced pollution
and conservation of land, which is presently being
used for disposal of these waste materials. The
present work was taken up to study the performance
of a fexible pavement with different types of local
materials in its subbase layer. The Finite Element (FE)
method is used to estimate vertical compressive strain
at top of subgrade to compare lives of the pavements
with different subbase materials.
2 BACKGROUND OF LITERATURE
The mechanistic response parameters of pavements
are required to develop damage prediction models.
These parameters include the vertical strain at the
top of subgrade, the tensile strain at the bottom of
the surface layer and the surface vertical defection.
The fnite element technique provides an almost
ideal approach to the problem of calculating
these parameters in complex pavement structures.
Clough and Rashid (1965) used an axisymmetric
Finite Element Analysis (FEA) to solve the stress
distribution in a semi-fnite elastic solid subjected to
a concentrated load at the surface. Their results were
in close agreement with the Boussinesqs equation.
Duncan et al. (1968) justifed the use of FEA in
solving axisymmetric loading of the pavement system
with anisotropic layers. Harichandran et al. (1989) and
Zaghloul and White (1993) have successfully used the
general- purpose fnite element program ABAQUS, to
simulate traditional fexible pavements. Dondi (1994)
also used ABAQUS FE code to simulate the granular
base layer by elastoplastic Drucker-Prager model and
the subgrade by elasto plastic strain hardening model.
Helwany et al. (1998) illustrated usefulness of the
fnite element technique in the analysis of three layer
pavement systems subjected to the different types of
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loadings. They found that fnite element modeling of
pavements once validated, could be used directly to
estimate the parameters of damage prediction models
of pavements without resorting to feld experiments,
which may be costly. Sukumaran et al. (2004) in their
FE analysis of a fexible pavement modeled material
properties by using the Mohr-Coulomb material
model, which is an elasto plastic model. Granular
materials were assumed to behave as elastic materials
for low stress levels. Perkins and Edens (2002)
developed a FE response model to describe stress
and strain response parameters for geosynthetic-
reinforced fexible pavements where the geosynthetic
is placed at the bottom of unbound aggregate layer.
Kamel et al. (2005) used FE model to quantify the
benefts of geogrid reinforcement in different layers
of a fexible pavement. Ravishankar et al. (2006) used
fnite element method to determine effect of change
in nonlinear properties of base layer and bituminous
surface layer on defection and stresses at subgrade
level.
The present study uses the ANSYS computer code to
predict the stress-strain distribution within the different
layers of a pavement. The vertical strain at top of the
subgrade is obtained through the analysis by ANSYS
and is taken as a damage prediction parameter to
compare the lives of fexible pavements with different
industrial waste materials in subbase layer.
3 MATERIALS AND EXPERIMENTAL
PROGRAM
Six materials were chosen for this study. These are
coarse sand, stone dust, fber reinforced fyash,
Granulated Blast Furnace Slag (GBFS), Blast
Furnace Slag (BFS) and LD slag. Conventional
Subbase Material (CSM), which is the mixture of
river bed material and crushed stone, was also taken
for comparison of results. Coarse sand and stone dust
are locally available materials and these may be used
in subbase layer as these materials have excellent
drainage properties. Fly ash was collected from Dadri
thermal power station in Ghaziabad (UP). The GBFS
and BFS are waste products of steel plant. India is
currently producing more than 73 million tons of steel
and production of every one ton steel generates about
55 kg of GBFS and 25 kg of BFS. Therefore, around
4 million tons of GBFS and 1.8 million tons of BFS
is being produced in India annually. GBFS is used by
cement industries also, but its disposal at the level
of steel plants is still a major problem. The physical
properties of these materials are given in Table 1. The
parameters C
u
and C
c
indicate the range of particle
sizes and shape of the gradation curve respectively.
Table 1 Physical Properties of Materials
Property CSM Coarse
Sand
Fly Ash GBFS BFS Stone
Dust
LD Slag
Proctor density (kg/m
3
) 2180 2150 1372* 1513 2228 2112 2310
Optimum moisture content
(%)
6.00 10.00 20.50* 5.40 7.50 6.13 11.50
Coeffcient of uniformity (C
u
) 68.42 8.75 3.69 5.67 34.09 14.90 12.36
Coeffcient of curvature (C
c
) 2.024 1.27 1.25 0.96 1.14 1.429 0.72
Specifc Gravity 2.67 2.36 2.16 2.58 2.65 2.28 3.32
* Reinforced fy ash
The grain size distribution of stone dust,
Granulated Blast Furnace Slag (GBFS) and other
materials is given in Table 2.
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Table 2 Grading of Stone Dust, GBFS and Coarse Sand
Sieve Size, mm Percent Passing for
LD Slag GBFS Coarse Sand Stone Dust
4.75 88.00 100 100 97.55
2.36 75.00 98.77 83.35 86.45
1.18 55.60 85.19 68.60 64.15
0.6 43.60 47.75 48.70 57.10
0.3 24.80 5.37 28.00 38.62
0.15 12.40 1.67 15.55 23.32
0.075 6.60 0.85 6.35 11.92
The subgrade soil was of A-3 type (fne sand) having
liquid limit of 14.2 % and soaked California Bearing
Ratio (CBR) of 4.15 percent. The Indian specifcations
stipulate that the soaked CBR of any material to be
used in subbase layer should be more than 30 percent
(MoRTH 2001). This criterion ensures that the strain
occurring in the subbase layer is within acceptable
range and the subbase material is able to support the
pavement structure without failure. Therefore, CBR
tests were conducted on all the subbase materials to
judge their suitability for use in the subbase layer. The
soaked CBR value of all materials except that of fy
ash was found to be larger than 30 percent. The CBR
of neat fy ash was 8.5 percent only and hence 0.5
percent polypropylene fber of diameter 0.3 mm and
aspect ratio 100 was added to the fy ash. It improved
its soaked CBR to 30.5 percent, just more than the
stipulated value of 30 percent. The fber content was
decided on the basis of several trials. The aspect ratio
was kept 100, because longer fbers were not uniformly
distributed during mixing and caused balling effects.
Water Bound Macadam (WBM) was used in the base
course.
The static triaxial tests were conducted on subgrade
soil, seven types of subbase materials and WBM
material to determine the stress strain behaviour,
modulus of elasticity, failure stress and failure
strain. The modulus of elasticity and stress-strain
curves are dependent on confning pressure and
deviatoric stress. Chandra and Mehndiratta (2002)
reported that confnement in the pavement due to
shoulders and surrounding soil is in the range of 26 to
40 kPa. Therefore, for the purpose of comparing the
performance of different subbase materials, the
confning pressure in all triaxial tests was kept 40 kPa.
The aggregate maximum size for laboratory tests was
limited to 20 mm and the grading corresponding to
0.45 power curve was taken for materials having
their actual size larger than 20 mm (Kamel et al.,
2005). Triaxial tests were conducted on cylindrical
specimens of size 100 mm diameter and 200 mm
height. The specimens were prepared in a split mold at
OMC and MDD as per ASTM D 2850 (ASTM 2003).
The modulus of elasticity is usually calculated from
the straight line portion of stress-strain curve. The
stress-strain curve for most non cohesive materials is
nonlinear since the onset of loading. Therefore, the
modulus of elasticity was calculated corresponding
to the initial tangent of the stress-strain curve. The
modulus of elasticity (E
i
) for subgrade soil was
18.0 MPa with failure stress of 245.2 kPa and failure
strain of 2.40 percent. Results for subbase materials
are given in Table 3.
Table 3 E
i
Values for Subgrade and Subbase Materials
CSM BFS Coarse Sand LD Slag Stone Dust GBFS Reinforced Fly Ash
E
i
(MPa) 100.0 83.2 82.9 78.4 75.4 67.2 60.0
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The base material used in the present study was of
Water Bound Macadam (WBM) type as this material
is the most commonly used for base courses in
India. Ministry of Road Transport and Highways
(MoRTH, 2001), Government of India, has specifed
the grading for coarse aggregates and screening
material for WBM, and the same was adopted in the
present study also.
Dense Bituminous Macadam (DBM) is the next layer
in the pavement laid immediately above the base
course, whereas Bituminous Concrete (BC) is the
wearing course provided above the DBM for smooth
riding surface. VG 30 binder was used in both the
layers and the optimum binder content in these two
mixes was decided based on Marshall method of mix
design. It was 4.5 and 5.5 percent by weight of total
mix in DBM and BC mixes respectively. The triaxial
tests were conducted on these mixes also. Grading
for DBM and BC mixes were taken as per MoRTH
Specifcations (midpoint of corresponding grading of
Type II) and tests were conducted at the same confning
pressure of 40 kPa as used for other layer materials.
The specimens of size 100 mm diameter and 200 mm
height were prepared as recommended in ASTM D
3496 (1999). Fig. 1 shows the variation in deviatoric
stress with axial strain for BC, DBM and WBM. The
values of initial tangent modulus as estimated from
these curves are presented in Table 4.
Fig. 1 Stress-Strain Curves for WBM and Bituminous Mixes
Table 4 Values of Initial Tangent Modulus for
Pavement Layers
Pavement Layer WBM DBM BC
E
i
(MPa) 167.6 750 1020
4 PAVEMENT SECTION
The pavement section is modeled as an axi-symmetric
solid to mechanistically solve the layered pavement
response to traffc loading and to investigate the effect
of type of subbase material on fexible pavement
design. Thickness of each layer above the subgrade
soil is decided as per Indian code of practice
(IRC:37-2001) for an assumed design traffc intensity
of 100 Million Standard Axles (MSA). This design is
based on the Conventional Subbase Material (CSM)
which is the mixture of river bed material and crushed
stones. The total thickness of the pavement was
800 mm consisting of 330 mm subbase layer, 250 mm
base layer, 170 mm DBM and 50 mm BC layer.
5 FINITE ELEMENT MODELING
5.1 Dimensions of Model
Dimensions of FE model should be suffciently large
so that constraints imposed at the boundaries have
very little infuence on the stress distribution in the
system. Duncan et al. (1968) observed that for a
layered system with linear elastic properties, depth to
the bottom rigid boundary in the FE model should be
larger than that required for a single layered system.
Chiyyarath and Lymon (1968) located the right
boundary of the model at a distance of 4a from the
axis of symmetry and bottom rigid boundary, at a
depth of 5a from the loaded area, a being the radius
of the loaded area. Helwany et al. (1998) discretized
a three layer pavement system with a right boundary
at a distance of about 8 times the loaded radius. In
the present study, the right boundary was placed at
110 cm from the outer edge of loaded area, which is
more than 7 times the radius 150 mm of the applied
load. Eight noded structural elements were used for
all the layers in the fexible pavement. A uniform
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pressure of 575 kPa was applied on a circular contact
area having a radius of 150 mm as shown in Fig. 2.
This uniform pressure will be caused by a single axle
wheel load of 40.8 kN (4080 kg). Since objective of
this research was to compare the response of different
subbase materials, static load is only considered
during the entire analysis.
Fig. 2 Finite Element Discretization of Pavement Section
5.2 Boundary Conditions
For application of FEM in pavement analysis, a fve-
layered system of infnite extent is reduced to fnite
dimensions. This reduction in size will, however have
little infuence on the stress distributions in the FE
model if the support conditions at its boundaries are
appropriately selected (Desai and Abel, 1972). The
boundaries of the FE continuum may be kept fxed
or free. Chiyyarath and Lymon (1968) assumed roller
supports for an elastic half space. Zaghloul and White
(1993) and Kuo et al. (1995) successfully used roller
support on vertical boundaries of mesh and fxed
support at the bottom of the mesh. Sukumaran et al.
(2004) used the boundary conditions as constrained at
the bottom and on the sides.
Fig. 2 shows a typical 2-D axisymmetric fnite
element model for the pavement resting on subgrade
soil. Roller supports were provided along the axis of
symmetry to achieve the condition that both the shear
stresses and radial displacements are equal to zero.
Also, the roller supports were provided along the right
boundary which was placed suffciently away from the
centre of loading so as to have a negligible defection
in the radial direction. At the bottom boundary, roller
supports were provided for permitting free movement
in the radial direction and a restraint to any movement
in the vertical direction.
5.3 Input Data
The fnite element analysis of the pavement system
was carried out by employing the multi-linear-
isotropic elasto-plastic hardening model. Properties
of the different layers required for carrying out the FE
analysis are the initial modulus of elasticity, Poissons
ratio () and the stress-strain data. The initial modulus
of elasticity (E
i
) is used initialize the program only.
For every subsequent load increment the actual stress-
strain curve is taken as input. The Poissons ratio for
subgrade soil was assumed 0.4 and for other layers it
was taken 0.35 uniformly (Chandra and Mehndiratta,
2002).
5.4 Mixed Incremental-Iterative Algorithm for
Nonlinear Analysis
This algorithm combines the advantages of both
incremental and the iterative schemes. External load is
applied incrementally and after each load increment,
successive iterations are performed to achieve
equilibrium. In general, for a j
th
load increment, the
state of deformation, stress and strain at the end of
(j 1)
th
load increment is known, i.e. {}
j 1
, {}
j 1
,
{}
j 1
are known. The general procedure is:
i) For the frst iteration of j
th
load
increment,

F K
j
j
j
{ } =

{ }
1
1
1
... (1a)
whereas for any i th iteration, force-displacement
relation is given by:
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{ } =

{ }

i
j
j
i
j
K
1
1
... (1b)
where [K
j 1
] is the constant stiffness matrix obtained
from the state of stress and strain attained at the end of
the previous i.e. (j 1)
th
load increment. This Eqn 1b
can be solved for obtaining incremental displacements
of the i th iteration and these could be used to
obtain incremental strains and stresses as given in
Equation 2.
{ } =| |{ }
i
j
i
j
B ... (2a)

{ } =| |{ }
i
j
i
j
D
... (2b)
ii) Accumulated displacements, strains and
stresses at the end of i th iteration are
obtained as,
{ } =| | +{ }
i
j j
i
j 1
... (3a)

{ } =| | +{ }
i
j j
i
j 1
... (3b)

{ } =| | +{ }
i
j j
i
j 1
... (3c)
iii) Principal stresses and strains in i th
iteration are then computed as,
p
i
j
{ }

and
p
i
j
{ } which can be used to obtain
stress and strain dependent modulii as
below.

E
i
j
and
v f
i
j
p
i
j
p
i
j
=
{ } { }
( )
,
... (4a)
and [D] = D E v
i
j
i
j
,
( )
... (4b)
iv) The equilibrated force vector is then be
given by,

F B D B dv
eq
i
j
T
v
i
j
{ }
= | | | || |{ }

... (5)
and the residual force vector at the end of
i th iteration is given by,

{ } = { }
{ }
( )
i
j
i
j
eq
i
j
F F
... (6)
vi) Check for convergence is then applied on
this force residual as,

i
j
T
i
j
i
j
T
i
j
F F
{ }{ }
(
{ }{ }
(

05
05
100
.
.
tolerance Limit ... (7)
Equilibrium and therefore the convergence for
the j th load increment is considered to have been
achieved when this force residual is below a certain
tolerance level otherwise iterations are continued till
the above criterion is satisfed. Once the convergence
is achieved, next load increment, F
j
1
1 +
is applied
and the process is repeated till the fnal load level is
reached. In this method, equilibrium can be achieved
at the end of every load increment. It makes use of a
variable stiffness matrix for each new load increment
and maintains a constant stiffness matrix within a
given load increment so as to achieve convergence
and therefore the equilibrium iteratively.
6 LABORATORY VALIDATION OF ANSYS
Before using the ANSYS program for determining the
response of pavement with different types of industrial
wastes in subbase layer, it was validated by conducting
the plate load test on subgrade soil in the laboratory.
The purpose of this test was to determine the strain
distribution in the soil mass, which was used to
verify the correctness of fnite element discretization,
boundary conditions and applied load. Plate load
test was conducted in a test pit of size, 1500 mm x
1500 mm. A 500 mm layer of soil was compacted at its
maximum dry density and optimum moisture content.
Strain gauges were used at different depth under the
loaded area to measure the defection.
Fig. 3 shows the 2D axisymmetric fnite element
model and boundary conditions for one layer soil mass.
Figure 4 shows the variation of strains observed from
the semi-feld model and also those obtained from the
commercial software, ANSYS. The results obtained by
elasto-plastic analysis by using ANSYS show a close
agreement (with maximum of 7.07 % error) with the
semi-feld study. The above experiment demonstrates
that FE model simulate a fexible pavement quite
satisfactorily.
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Fig. 3 Finite Element Model for one Layered
Soil Section (ANSYS)
7 RESULTS AND DISCUSSION
7.1 Effect of Subbase Materials on Pavement
Response
A sensitivity analysis of the mechanical behaviour
of the pavement is carried out to examine the effect
of subbase material. The following are the study
parameters:
i) Subbase material quality (weak and strong
as demonstrated by their E values)
ii) Subbase layer thickness (more than and
less than the design thickness)
iii) Base layer thickness (more than and less
than the design thickness)
Figs. 5 to 7 show plots for variation in compressive
strain at the top of subgrade with subbase, base and
DBM thicknesses.
Fig. 4 Vertical Compressive Strain within the Soil Mass
Fig. 5 Vertical Compressive Strain at Top of
Subgrade Versus Subbase Thickness
Subgrade Versus Base Thickness
It is observed that the magnitude of strain decreases
with increase in the thickness of subbase (for constant
thickness of base) or with increase in the thickness of
base (for constant thickness of subbase). This is quite
understandable also. An important point to note is that
for any particular thickness of the subbase or base, the
magnitude of vertical compressive strain in different
subbase materials are different. The lesser value of
vertical compressive strain in subgrade indicates
lesser rutting in the pavement and hence more life of
the pavement structure.
The results shown in Figs. 5 to 7 reveal that the vertical
strain at top of the subgrade layer is maximum in the
case of reinforced fy ash followed by GBFS, stone
dust, LD slag, coarse sand, BFS and CSM. Table 5
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shows the values of vertical strain developed at the
top of subgrade soil for standard section (sub base
thickness equal to 330 mm for all materials).
Subgrade Versus DBM Thickness
Table 5 Pavement Response at Top of Subgrade
Vertical Strain (Micron) at Subgrade Level for
Subbase Material
CSM BFS Coarse
Sand
LD
Slag
Stone
Dust
GBFS Reinforced
Fly Ash
347.55 362.48 362.78 367.29 370.57 379.87 389.16
7.2 Estimation of Pavement Life
The structural failures in a fexible pavement are of
two types namely, the surface cracking and rutting.
Cracking is due to fatigue caused by the repeated
applications of wheel load in the bounded layer
generated by the traffc. Rutting is developed due to
accumulation of pavement deformation in various
layers along the wheel path. Horizontal tensile strain
developed at the bottom of the bituminous layer or
the vertical compressive strain developed at the top of
subgrade have been considered as indices of fatigue
and rutting of the pavement structure respectively.
Since the scope of the present study is limited to
replacing the Conventional granular Subbase Material
(CSM) by industrial wastes and other local materials,
rutting has been considered as a failure criterion. The
IRC:37-2001 considers a rut depth of 20 mm as the
failure criterion for fexible pavement and the rutting
equation proposed in the code is given below:
N
20
=4.1656*10
8

1
45337
V
|
\
|
.
|
.
... (8)
where,
N
20
=Number of cumulative standard axles to
produce a rutting of 20 mm

v
= Vertical compressive strain at top of
subgrade, micron
The pavement section was designed for traffc of
100 msa (million standard axles). The thickness
of the subbase was varied keeping the base and the
DBM constant. Again, thickness of the base layer was
varied keeping subbase thickness and DBM thickness
constant. Similarly, the DBM thickness was also
varied for a constant subbase and the base thickness.
The vertical compressive strain at top of the subgrade
was evaluated for these alternatives. The plots given
in Figs. 5 to 7 are used to study the effect of subbase
material type on the service life of a pavement. The
effect is quantifed using Equation 9.
Service Life Ratio (SLR) =
N
N
1
2
... (9)
where,
N
1
and N
2
are the number of traffc passes
required to produce allowable rutting in
pavement with subbase material of type 1 and 2
respectively.
Combining Equations 8 and 9,
SLR =
v
v
1
2
45337
|
\
|
.
|
.
... (10)
where,
v1
and
v2
are the vertical compressive strain at the
top of subgrade soil with subbase material 1 and 2
respectively, which are obtained through FE analysis.
The laboratory results indicate that out of the seven
materials used in the present investigation, the CSM
is the strongest material and reinforced fy ash is the
weakest. If a pavement with CSM in its subbase is taken
as a standard section, then the life of other pavement
sections with remaining six subbase materials can
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be estimated using Equation 10. For unit design life
of standard pavement, the predicted lives of other
pavement sections are given in Table 6.
Table 6 Service Life Ratio (SLR) for Different
Pavement Sections
Service Life Ratio with Subbase Material
CSM BFS Coarse
Sand
LD
Slag
Stone
Dust
GBFS Reinforced
Fly Ash
1.000 0.826 0.823 0.779 0.748 0.668 0.599
7.3 Layer Thickness Ratio for Different Subbase
Materials
The data given in Table 6 suggest that the life of a
fexible pavement will reduce when industrial waste
materials are used in its subbase layer. It is due to low
strength of these materials as compared to CSM. The
effect of low strength of industrial waste materials on
life of a pavement can be compensated by increasing
the thickness of subbase layers when these wastes are
being used. For example, the graphical relationships
between vertical compressive strain at the top of
subgrade (
v
) and subbase thickness as shown in
Figs. 5 to 7 can be mathematically written in the form
given below:

v
=a * t
b
... (11)
where,
t = thickness of subbase layer and a and b are
constants which would depend upon the type of
subbase material. The values of a and b as estimated
for different materials are given in Table 7.
Table 7 Values of Co-effcient of Equation 11
Material a b
CSM 7689.5 0.5340
BFS 7840.6 0.5301
Coarse Sand 7842.6 0.5300
LD Slag 7875.8 0.5286
Stone Dust 7895.6 0.5275
GBFS 7935.7 0.5241
Reinforced fy ash 7952.6 0.5203
These coeffcients are used to determine equivalent
thicknesses of industrial waste materials in terms
of CSM for equal service life of a pavement. For
instance, the thickness of Reinforced Fly Ash (RFA)
for the same service life of the pavement as in the
case of standard pavement section can be estimated
by keeping same value of vertical compressive strain
at the top of subgrade in two cases in Equation 11. In
other words,

0.534 0.5203
CSM RFA
7689.5 t 7952.6 t

=
... (12)

1.026331
RFA CSM
t 1.066797 t =
... (13)
If, t
CSM
=100 mm, then t
RFA
=112.9 mm
It means 113 mm thickness of reinforced fy ash will
be equivalent to 100 mm thickness of CSM for the
same service life of the pavement. Similar analysis
was done for other materials also and their equivalent
thicknesses are shown in Fig. 8. The percentage
increase in the thickness of subbase layer made of
industrial wastes for same service life of pavement by
keeping the base and DBM layer thickness constant is
given in Table 8.
Fig. 8 Equivalent Thickness of Different Subbase Materials
for Equal Service Life
7.4 Other Options
The problem of thick pavements in cases when
industrial wastes are used can be overcome by
keeping the subbase thickness 330 mm (as per design)
and compensating remaining thickness by increasing
TECHNICAL PAPERS
the thickness of either base layer or in some cases by
DBM layer. Fig. 6 shows the effect of base thickness
(WBM) on vertical compressive strain at subgrade
level for different subbase materials.
Table 8 Equivalent Thickness of Subbase for Equal Strain at Top of Subgrade
CSM BFS Coarse Sand LD slag Stone
Dust
GBFS Reinforced
Fly Ash
Subbase thickness (mm) 330 357 358 366 373 391 410
Percent increase - 8.26 8.43 11.02 12.93 18.49 24.28
Table 9 gives the percent increase in base thickness
for different subbase materials for same life of the
pavement when thickness of subbase and DBM layer
is kept constant as per design. Similarly, Fig. 7 shows
the effect of DBM thickness on vertical compressive
strain at top of subgrade keeping base and subbase
thicknesses constant as per design. Table 10 gives the
percent increase in DBM thickness for the same service
life of the pavement when thicknesses of subbase and
base layer are kept constant as per design. These charts
can be used to replace additional thickness of weaker
materials in subbase layer by either base material or
bituminous layer (DBM).
Table 9 Variation in Base Thickness for Design Subbase Thickness and Equal Life of Pavement
Subbase Materials
CSM BFS Coarse
Sand
LD Slag Stone
Dust
GBFS Reinforced
Fly Ash
Base thickness (mm) 250 275 276 283 289 305 322
Table 10 Variation in DBM Thickness for Design Subbase and Equal Life of Pavement
Subbase Materials
CSM BFS Coarse
Sand
LD Slag Stone
Dust
GBFS Reinforced
Fly Ash
DBM thickness (mm) 170 184 184 188 191 200 209
8 CONCLUSIONS
Seven types of materials available either as industrial
waste or naturally are studied for their behaviour
when used in subbase layer of a fexible pavement. A
fve layer fexible pavement was designed for assumed
design traffc of 100 msa. The fnite element analysis
of the pavement system is carried out by employing
the multilinear-isotropic elasto-plastic hardening
model in ANSYS, and the effect of type of subbase
and subbase material on vertical compressive train at
top of the subgrade is evaluated. Rutting was used as
the failure criterion to evaluate the effect of subbase
material quality on life of the pavement. The elasto-
plastic analysis of fexible pavement showed that the
vertical compressive strain at the top of subgrade
is the maximum when reinforced fy ash is used in
subbase layer of the pavement and it is minimum
when Conventional Subbase Material (CSM) is used.
It is quite obvious also as the fy ash is the weakest
and CSM is the strongest of all materials used in this
TECHNICAL PAPERS
study. The results presented in this paper demonstrate
that industrial waste materials can be successfully used
in subbase layer of a fexible pavement. The effect of
low strength of these materials on life of a pavement
can be compensated by increasing the thickness of
subbase layer when these wastes are used. Equivalent
thickness charts are developed in this study for different
waste materials in terms of thickness of conventional
subbase material. Other options of compensating
additional thickness of subbase layer due to its low
strength either by base thickness or bituminous base
thickness are also suggested to the designer.
The present study considers selected types of waste
materials for their use in subbase layer of a fexible
pavement. Similar analysis can be made with other
industrial wastes also. Further, the effect of moisture
on behavior of these materials and cost of pavement
construction when these materials are used should
also be investigated.
REFERENCES
1. ASTM (2003), Standard Test Method for Unconsolidated
Untrained Triaxial Compression Tests on Soils, ASTM D
2850.
2. ASTM (1999), Method for Preparation of Bituminous
Mixture Specimen for Dynamic Modulus Testing,
ASTM D 3496.
3. Chandra, Satish and Mehndiratta, H. C. (2002), Effect of
Shoulder on Life of Flexible Pavements HRB-67, Indian
Roads Congress, New Delhi, pp 37- 46.
4. Chiyyarath, V.G. and Lymon, C.R. (1968), Finite
Element Method for Problems in Soil Mechanics,
J . Soil Mechanics and Foundation Division, ASCE,
Vol. 94, SM 2, pp. 473-495.
5. Clough, R. W. and Rashid, Y. (1965), Finite Element
Analysis of Axisymmetric Solids, J ournal of Engineering
Mechanics Division, ASCE, pp. 71-86.
6. Desai, C. S. and Abel J . F. (1972), Introduction to the
Finite Element Method, Van Nostrand Reinhold Co.,
New York, USA.
7. Dondi, G. (1994), Three Dimensional Finite Element
Analysis of a Reinforced Paved Road, Fifth International
Conference on Geotextiles, Geomembranes and Related
Products, Vol. 1, Singapore, pp. 95-100.
8. Duncan, J . M., Monismith, C. L. and Wilson, E. L. (1968),
Finite Element Analysis of Pavements, HRR-228,
Highway Research Board, National Research Council,
Washington, D.C.
9. Harichandran, R. S., Baladi, G. Y. and Yeh, M. S. (1989),
Development of a Computer Program for Design of
Pavement Systems Consisting of Layers of Bound and
Unbound Materials, Report No. FHWA-MI-RD-89-02.
Michigan Department of Transportation, Lansing, USA.
10. Helwany, S., Dyer, J . and Leidy, J . (1998), Finite
Element Analysis of Flexible Pavements J ournal
of Transportation Engineering, ASCE, Vol. 124 (5),
pp. 491-499.
11. IRC:37-2001, Guideline for the Design of Flexible
Pavements, Indian Roads Congress, New Delhi.
12. Kamel, M. A., Chandra Satish and Kumar Praveen, (2005),
Resilient Behaviour of Reinforced Subbase Material,
Highway Research Bulletin, 72, Indian Roads Congress,
New Delhi, pp.13-26.
13. Kuo, C. M., K. T., and Darter, M. I. (1995), Three
Dimensional Finite Element Model for Analysis of
Concrete Pavement Support, Transp. Res. Rec. 1505,
Transportation Research Board, Washington, D.C.,
pp. 119127.
14. Ministry of Road Transport and Highways (MoRTH
2001), Specifcations for Road and Bridge Works,
Indian Roads Congress, New Delhi.
15. Perkins, S. W. and Edens, M. Q. (2002), Finite Element and
Distress Models for Geosynthetic-Reinforced Pavements,
International J ournal of Pavement Engineering (4),
pp. 239-250.
16. Ravishankar, A.U., Suresha, S.N. and Kashinath, B.
(2008), Characterization of Lateritic Soil Modifed with
Pond Ash and Cement, Indian Highways, 36 (6), Indian
Roads Congress, New Delhi, pp. 21- 28.
17. Sukumaran, B., Chamala, N., and Kyatham, V. (2004),
Three Dimensional Finite Element Modeling of Flexible
Pavements, Presented for the 2004 FAA worldwide
airport technology transfer conference, Atlantic city,
New J ersey, USA.
18. Zaghloul, S. and White, T. (1993), Use of A Three
Dimensional Dynamic Finite Element Program
for Analysis of Flexible Pavement, TRR-1388,
Transportation Research Board, National Research
Council, Washington, D.C., USA, pp 60-69.
EFFECT OF WASTE PLASTICS UTILIZATION ON INDIRECT
TENSILE STRENGTH PROPERTIES OF SEMI DENSE
BITUMINOUS CONCRETE MIXES
Archana M.R.*, Sathish H.S.**, Ashwin M*** and Hanamant Hunashikatti****
* Asst., Professor, Department of Civil Engineering, RV College of Engineering., Bangalore
** Assoc., Professor, Department of Civil Engineering, BMS College of Engineering., Bangalore
***
****
ABSTRACT
The steady increase in high traffc intensity in terms of commercial
vehicles and signifcant variation in daily and seasonal temperature
demand improved road characteristics, so an improvement in the
property of bituminous mix is required.
Today the stability of waste plastic is enormous, as the plastic
materials have become part of daily life. They either get mixed with
municipal solid waste or thrown over land area. If not recycled,
their present disposal is either by land flling or by incineration.
Both the processes have certain impact on the environment.
Under this circumstance, an alternate use of the waste plastic is
also needed. Thinner polyethylene carry bags are most abundantly
disposed of wastes, which do not attract the rag pickers for onward
recycling due to its lower value. These polyethylene bags are
easily compatible with bituminous mixes at specifed condition.
This paper calls for the use of plastic in bituminous concrete to
get improved properties which can cater for the increasing traffc
intensity, for the study semi dense bituminous concrete grading 2 as
per MoRT&H (IV Revision), 60/70 grade bitumen and 40 micron
sized plastic were used. Aggregate and binder were checked for
their suitability through various basic tests. Marshall test, Indirect
tensile strength test and degradation tests were conducted with
trial waste plastic content added along with aggregates to fnd the
infuence of plastic addition to semi dense bituminous concrete
mix.
1 INTRODUCTION
1.1 General
Wastes can be defned as materials that are no longer
needed and are thrown away. What one person considers
as waste may be useful to another. As the population
grows, the amount of waste being generated also
grows. The creation of non decaying waste materials
combined with a growing consumer population
and the absence of adequate waste management
techniques is causing environment degradation. The
situation therefore calls for methods such as recycling
as alternative methods for waste management.
Wastes can be defned as materials that are no longer
needed and are thrown away. The use of waste materials
rather than disposal will decrease the amount of waste
in circulation, thus relieving some of the burdens
associated with disposal.
Some of the waste recyclable materials include glass,
scrap tires, steel slag, plastics etc. Glass has been used
effectively in highway construction. The ability to use
glass in highway construction depends on the types
of collection, methods, usage, cost, and other factors.
Research conducted on scrap tires discovered that
scrap tires and other waste rubber products could be
employed in various ways in highway construction.
Use of tire chips as an insulating layer to limit the
frost penetration beneath gravel surfaced road that
experience severe deterioration during thawing. Steel
slag with signifcant quantities of iron in bituminous
mixes results in dense hard mixes.
1.2 Need for Modifying Bitumen and Waste
Plastic in Bituminous Mixes
Flexible pavements with bituminous surfacing are
widely used in India. The high traffc density in
terms of commercial vehicles, overloading of trucks
and signifcant variations in daily and seasonal
temperature of pavements have been responsible for
early development of distress symptoms like raveling,
undulations, rutting, cracking, bleeding and pot holing
of bituminous surfacing. A factor which causes further
concern in India is very low pavement temperatures
in some parts of the country. Under these conditions,
Former Post Graduate Students, Highway Technology, Department of Civil Engineering, RV College of Engineering., Bangalore
TECHNICAL PAPERS
fexible pavements tend to become soft in summer
and brittle in winter. Investigations in India and
abroad have revealed that properties of pavements
with the bituminous mixes can be improved to meet
requirements of pavement with the incorporation of
certain additives or blend of additives. These additives
are called bitumen modifers and the bituminous mixes
premixed with these modifers are known as modifed
bituminous mixes. Modifed bituminous mixes are
expected to give higher life surfacing depending upon
the degree of modifcations and type of additives and
modifcation process adopted.
To achieve this improvement, it is necessary to add
natural or synthetic polymers to bituminous mixes
in order to obtain modifed bituminous mixes,
using several synthetic polymers like polyethylene,
polythene, ethylene vinyl acetate or rubbers. Waste
plastic is added to enhance the property of the
bituminous mixes and improves the quality of the
road.
1.3 Disposal of Waste Plastics
The present day disposal of plastic waste, especially
municipal solid waste containing plastic is carried
out by land flling and incineration. Land flling is a
process in which the waste materials are buried in a
specifc area away from the city. This type of disposal
may result in contamination of water recharge and
reducing soil microbial activities. Other method
of disposal presently used is incineration, in this
method the waste plastic is burned at a temperature
of 700C. This will result in production of gases like
carbon dioxide, carbon monoxide and other suspect
carcinogenic and green house gases which cause
global warming. This calls for an alternative method
of disposal or an effective use of these materials for
other purpose.
1.4 Objectives of Present Study
i) To check for effective utilization of a
non- biodegradable material like plastic
in road construction.
ii) To study the Marshall properties of
modifed semi dense bituminous concrete
mix in comparison with neat semi dense
bituminous concrete mix.
iii) To arrive at optimum plastic content for
semi dense bituminous concrete mix.
iv) To study the effect of waste plastic
addition into aggregate at optimum
bitumen content of semi dense bituminous
concrete mix.
v) To study the extent of degradation
of aggregates that takes place during
compaction and while conducting the
Marshall test.
2 EXPERIMENTAL INVESTIGATIONS
2.1 General
Research work has been carried out on bituminous
mixes with addition of waste plastic in bitumen for
bitumen modifcation (wet process). However, limited
work is carried out to study the properties of semi
dense bituminous concrete mix when aggregates are
heated and mixed with plastics (dry process). An
attempt is made in the present investigation to study
the improvement in the properties of semi dense
bituminous concrete mixes due to addition of waste
plastic with dry process.
2.2 Aggregates
Aggregates are usually categorized as coarse
aggregates, fne aggregates and fller. Coarse aggregate
is defned as mineral aggregate retained on 4.75 mm
sieve and above. Fine aggregate is material passing
4.75 mm sieve and retained on 0.075 mm sieve where
as fller is the one passing 0.075 mm sieve. All the
basic tests on the aggregates were conducted and they
showed satisfactory results.
2.2.1 Mineral fller
Filler may originate from fnes in the aggregate or be
added in the form of cement, lime or ground rock.
TECHNICAL PAPERS
Filler has an important effect on the voids content and
the stiffness of the bitumen-fnes matrix. The specifc
gravity of fller must be taken into account. The fller
material used in the study is stone dust and cement.
2.3 Bitumen
The bitumen used in the study is 60/70 grade bitumen.
The desirable properties that a binder must possess are
as follows:
i) Low temperature susceptibility-at least
within range of temperatures prevalent
on the road, it should posses uniform
viscosity characteristics.
ii) Good affnity with aggregates-it should
not be stripped from aggregates surface
in continued presence of water.
iii) Highly durable-it should not loose
volatiles excessively when subjected to
higher temperatures.
iv) The binder must be suffciently fuid to
coat the aggregates uniformly during
mixing.
v) The binder must be suffciently viscous
not to drain off from the road surface and
strong enough to retain the aggregates
when the road is opened to traffc.
The conventional tests such as Penetration, Ductility,
Softening point, Specifc Gravity and Viscosity are
carried out and found that the results were well within
the permissible limit.
2.3.1 Modifers
The processed waste plastics from the garbage in the
shredded form were used as modifers. The waste
plastics used in the present study were supplied by
M/s. K.K. Plastics, Bangalore. The shredded waste
plastics were almost cut into pieces of uniform sizes
so that the process of mixing with aggregates was
carried out with ease and there were no emissions at
the time of mixing of waste plastics with aggregates.
Table 2.1 shows the properties of the waste plastic.
Table 2.1 Properties of Waste Plastics
Thickness 40 microns
Density, gm/cc 0.92
Melting temperature 130-160C
Size Passing 4.75 mm sieve
retained on 2.36 mm sieve
2.4 Aggregate Gradation Adopted
The gradation adopted for the study was Grade-2 of
Semi Dense Bituminous Concrete mix. MoRT&H
requirements for gradation were met.
2.5 Marshall Stability Test on Bituminous Mixes
The Marshall tests were conducted for the Semi Dense
Bituminous Concrete mixes. The tests were conducted
on the samples prepared with both neat and plastic
modifed bituminous mixes.
The Marshall stability test was conducted on compacted
cylindrical specimens of bituminous mix of diameter
101.6 mm and thickness of 63.5 mm. The load was
applied perpendicular to the axis of the cylindrical
specimen through a testing head consisting of a pair of
cylindrical segments, at a constant rate of deformation
of 51 mm per minute at the standard test temperature
of 60C. The Marshall stability of the bituminous
mix specimen was defned as the maximum load
carried at a standard test temperature of 60C when
the load was applied under specifed test conditions.
The fow value is the total deformation of Marshall
test specimen at the maximum load, expressed in mm
units. The Marshall stability value of a compacted
specimen of bituminous mix indicates its resistance
to deformation under applied incremental load and
the fow value indicates the extent of deformation it
undergoes due to loading or its fexibility. The test
specimens are prepared with varying bitumen contents
in 0.5% increments over a range that gives a well-
defned maximum value for specimen density and
stability. To the incremental bitumen content, plastic
content of 2, 4, 6, 8 and 10% is added to check the
effect of plastic on the Marshall properties of the mix.
The Marshall test results for specimens prepared with
TECHNICAL PAPERS
neat semi dense bituminous concrete mixes are shown
in Table 2.2. Figs. 2.1 to 2.5 shows the variation in
Marshall Properties with respect to bitumen content
with addition of waste plastic.
Table 2.2 Comparison of Marshall Properties of Semi Dense Bituminous Concrete Mixes with
and without Plastic at Optimum Bitumen Content
S. No. %
Plastic
Bulk
Density,
gm/cc
Air
voids,
%
Volume of
Bitumen,
%
Voids in
Mineral
Aggregates,
%
Voids
Filled with
Bitumen,
%
Flow,
mm
Marshall
Stability,
Kg
%
Bitumen
1 0 2.37 3.7 11.72 15.66 74.84 2.5 2718 5.1
2 2 2.37 4.18 10.9 14.88 73.25 2.55 2791 4.56
3 4 2.37 3.79 11.43 15.52 73.64 2.75 2942 4.86
4 6 2.36 4.19 11.62 15.81 73.48 2.9 3035 4.96
5 8 2.35 4.1 11.73 15.83 74.05 3.05 3144 5.03
6 10 2.34 4..44 12 16.44 72.98 3.2 3073 5.18
Fig. 2.1 Marshall Stability Value for Semi Dense Bituminous
Concrete Mixes
Fig. 2.2 Flow Value for Semi Dense Bituminous Concrete Mixes
Fig. 2.3 Unit Weight Value for Semi Dense Bituminous
Concrete Mixes
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2.6 Effect of Waste Plastic on the Marshall
Properties
1. Fig. 2.1 shows the variation of Marshall
stability with varying plastic content. It
was found that semi dense bituminous
concrete mixes with 8% plastic content
showed 13.54%, 11.22%, 6.42%, 3.46%
and 2.25% higher stability as compared
to 0, 2, 4, 6 and 10% plastic content
respectively. Indicating that 8% is
optimum plastic content. This may be
due to better adhesion between aggregate
and binder.
2. Fig. 2.2 shows the variation of fow with
varying plastic content. It was found
that semi dense bituminous concrete
mixes with 8% plastic content showed
18.03%,16.39%, 9.83% and 4.91%
higher fow as compared to 0, 2, 4 and
6% plastic content respectively and with
addition of 10% plastic content fow
lower by 4.68%.
3. Fig.2.3 shows the variation of bulk
density with varying plastic content. It
was found that semi dense bituminous
concrete mixes with 8% plastic content
showed 0.89%, 0.83%, 0.82%, 0.40%
lower bulk density as compared 0, 2, 4
and 6% plastic content respectively and
with addition of 10% plastic content bulk
density higher by 0.72%.
4. Fig. 2.4 shows the variation of air voids
with varying plastic content. Semi dense
bituminous concrete mixes with 8%
plastic content indicated 1.9%, 2.14%,
7.85% lower and 9.7%, 7.5% higher air
voids as compared to 2%, 6%, 10%, 0%
and 4% respectively and it was within
the limits as specifed by MoRT&H
(3 to 5%).
5. From Fig. 2.5 shows Voids flled with
bitumen for neat and plastic modifed
semi dense bituminous mixes were
within the limits specifed by MoRT&H,
fourth revision (65 to 78%) and voids
Fig. 2.4 Air Voids in Semi Dense Bituminous Concrete Mixes
Fig. 2.5 Voids Filled with Bitumen in Semi Dense
Bituminous Concrete Mixes
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in mineral aggregates for both neat and
modifed mixes were within the limits
(i.e., above specifed limit 15% for
semi dense bituminous concrete mixes
grade 2).
6. It was found that optimum bitumen
content for Semi Dense Bituminous
Concrete mixes with 8% waste plastic
showed 9.3%, 3.3% and 1.39% higher
bitumen content as compared to 2, 4 and
6% plastic content respectively and with
addition of 10% plastic content, optimum
bitumen content lower by 2.85% and
optimum bitumen content for neat Semi
Dense Bituminous Concrete was found
to be 5.1%.
2.7 Marshall Test Parameters and Plastic
Content
Figs. 2.6, 2.7, 2.8, 2.9, 2.10 show the relationship
between various Marshall properties with various
percentage of plastic content.
Fig. 2.6 Relationship between Stability with Plastic Content
Fig. 2.7 Relationship between Unit Weight with Plastic Content
Fig. 2.8 Relationship between Flow Value with Plastic Content
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Fig. 2.9 Relationship between Air Voids with Plastic Content
Fig. 2.10 Relationship between Voids Filled with Bitumen with
Plastic Content
2.8 Extraction Test
In order to study the extent of degradation of
aggregates that takes place during compaction of
the semi dense bituminous concrete mixes and while
conducting the Marshall test. The bitumen extraction
test was conducted as per ASTM D-2172. This test
was conducted to ascertain the extent of degradation
in material occurred during compaction and while
conducting the stability test. The results are tabulated
in Table 2.3.
Table 2.3 Comparison of Degradation Test Result for Neat and Modifed SDBC
Sieve Size,
mm
Specifed Limits for Semi
Dense Bituminous Concrete
Grade 2 (IV-MoRT&H)
% Passing
without
Plastic
%
Retained
without
Plastic
% Passing
with Plastic
% Retained
with Plastic
Specifed
Range, %
Adopted Mid
Gradation %
Passing
13.2 - 100 100 -- -- --
13.2-9.5 90-100 95 96.4 3.6 96 4
9.5-4.75 35-51 43 47.2 49.2 45.8 50.2
4.75-2.36 24-39 31.5 35.8 11.8 33.9 11.9
2.36-1.18 15-30 22.5 26.7 9.1 23.2 10.7
1.18-0.3 9-19 14 17.4 9.3 15.8 7.4
0.3-0.075 3-8 5.5 7.8 9.6 6.1 9.7
2.8.1 Effect of Waste Plastic on Aggregate
Degradation Test
A portion of large size aggregates has crushed into
smaller size and flled the voids in the bituminous
concrete mixes. The crushing of aggregates is slightly
higher in neat semi dense bituminous concrete mixes
compared to specimens prepared with plastic modifed
bituminous mixes. The extraction test results have
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been summarized in Table 2.3. The Fig. 2.11 shows the
gradation curves for semi dense bituminous concrete
mixes with neat and plastic modifed bituminous
concrete mixes subjected to extraction test.
Fig. 2.11 Comparison of Degradation of Aggregate
2.9 Indirect Tensile Strength Test
The indirect tensile test is one of the most popular
tests used for hot bituminous mixture characterization
in evaluating pavement structures. The indirect tensile
test has been extensively used in structural design
research for fexible pavements.
The indirect tensile test is performed by loading
a cylindrical specimen with a single or repeated
compressive load according to ASTM D 6931 test,
which acts parallel to and along the vertical diametric
plane. This loading confguration develops a relatively
uniform tensile stress perpendicular to the direction
of the applied load and along the vertical diametric
plane, which ultimately causes the specimen to fail by
splitting along the vertical diameter.
Table 2.4 shows results of indirect tensile strength
of plastic modifed semi dense bituminous concrete
mixes at selected temperatures.
Table 2.4 Results of Indirect Tensile Strength at
Selected Temperatures
Temperature, C Average Indirect Tensile
Strength Test Value, N/mm
2
without Plastic with Plastic
25 1.55 1.7
35 1.12 1.4
40 1.01 1.21
60 0.46 0.63
Table 2.5 shows the results tensile strength ratio of
with and without Plastic waste
Table 2.5 Results Tensile Strength Ratio of with and
without Plastic Waste
Indirect Tensile
Strength, N/mm
2
Tensile
Strength
Ratio, %
Dry
Sample
Conditioned
Sample
Without
plastic
1.55 1.34 86.45
with plastic 1.7 1.51 88.82
Fig. 2.12 Comparison of Indirect Tensile Strength for
Different Temperature
TECHNICAL PAPERS
4 CONCLUSIONS
1. The optimum bitumen content of the neat
semi dense bituminous concrete mixes showed
1.37% higher, when compared with modifed
semi dense bituminous concrete mixes with
waste plastic.
2. The Marshall stability of neat semi dense
bituminous concrete mixes at optimum bitumen
content showed 13.5% lower, when compared
with modifed semi dense bituminous concrete
mixes with waste plastic.
3. The bulk density of neat semi dense bituminous
concrete mixes at optimum bitumen content
showed 0.89% higher, when compared with
modifed semi dense bituminous concrete mixes
with waste plastic.
4. The volume of air voids of neat semi dense
bituminous mixes at optimum bitumen content
showed 9.7% lower, when compared with
modifed semi dense bituminous concrete mix
with waste plastic.
5. Voids flled with bitumen for neat and plastic
modifed semi dense bituminous mixes were
within the limits specifed by MoRT&H, and
voids in mineral aggregates for both neat and
modifed mixes were within the limits.
6. It was observed that the extent of degradation
in semi dense bituminous concrete mixes at
optimum bitumen content was signifcantly
higher when compared with modifed semi
dense bituminous concrete mix with waste
plastic.
7. The indirect tensile strength for neat semi
dense bituminous concrete mixes at optimum
bitumen content was lower when compared
with modifed semi dense bituminous concrete
mix with waste plastic.
8. It was observed that tensile strength ratio of
specimens prepared with neat and waste plastic
semi dense bituminous concrete mixes showed
that all the mixes satisfes the condition.
The semi dense bituminous concrete mixes with 8%
waste plastic exhibited better results for Marshall
and degradation as compared to neat semi dense
bituminous concrete mixes. Hence use of waste
plastics may be recommended. However this has to
supported by further lab investigations and based on
feld performance investigations.
5 SCOPE FOR FURTHER STUDY
1. Studies relating to fatigue tests may be
carried out to relate the feld performance of
the utilization of waste plastic in semi dense
bituminous concrete mixes.
2. Trail/semi feld test track studies need to
be conducted to evaluate pavement feld
performance.
3. Long term feld performance of such sections
must be carried out at different loading and
climatic conditions and suitability must be
assessed based on costs and benefts obtained.
4. Rutting potential of semi dense bituminous
concrete mixes with and without waste plastic
needs to be compared.
5. The other innovative waste materials or
marginal materials can be compared with semi
dense bituminous concrete mixes.
ACKNOWLEDGEMENTS
Authors would like to thank Sri. Rasul Khan,
M/s K.K. Plastic, Bangalore for providing required
quantity of waste plastic used in this study.
REFERENCES
1. Ogunipe, O. Mand. Aribisala, J .O Recycled Materials
in Highway Construction for Sustainable Development
Research J ournal of Applied Sciences (2007).
2. Oscar Gonzalez uranga, Rheological Properties of
Bitumen Modifed with Polyethylene and Polyethylene
Based Blends, San Sebastian, Spain.
3. Manjunath K R, Design of DBM Mixes with and without
Using Waste Plastic Modifed Binder. Dissertation
Report, BMSCE , Bangalore (2009).
TECHNICAL PAPERS
4. Esha Shah and Rajaram, Plastic Recycling in Bangalore-
India, Urban Waste Progamme (1997).
5. Converting Waste Plastics into a Resource Assessment
Guidelines.
6. Kajal , N.K.S. Pundhir, Sangita and A Chandra, Use of
Waste Plastics and Copper Slag for Low Cost Bituminous
Roads Journal of Scientifc & Industrial Research
Vol. 66, November, pp. 938-944.(2007).
7. Subramanian, R.M. and J eyapriya, S.R. Study on Effect
of Waste Tyres in Flexible Pavement System. Indian
Geotechnical Society(2009).
8. Hassan H. J ony, Effect of Glass Powder Filler on Hot
Asphalt Concrete Mixture Properties Eng. and Tech.
J ournal, vol.29, No.1.(2008).
9. Huseyin, Use of Aggregate Produced from Marbal
Quarry Waste in Asphalt Pavement2007 Science direct.
10. Sabina, Tabrez, Sangita, A. Khan and Sharma,
Performance Evaluation of Waste Plastic/Polymer
Modifed Bituminous Concrete Mixes, Journal of
Scientifc and Industrial Research, vol 68, pp.975-979,
Nov.(2009).
____________
CONSTRUCTION OF STEEL BRIDGE IN LIEU OF
CONVENTIONAL PSC GIRDER BRIDGE ACROSS
TUNGABHADRA RIVER NEAR MANTRALAYA ON STATE
HIGHWAY SH-13 OF KARNATAKA CONNECTING
ANDHRA PRADESH
R. JAIPRASAD* AND UTPAL CHAKRAVARTY**
* Former Engineer-in-Chief (PWD) Govt. of Karnataka, Board of Directors and Member of Technical Committee, KRDCL.
** Vice President, M/s. S.N. Bhobe & Associates Pvt. Ltd., Navi Mumbai.
ABSTRACT
The high level PSC Bridge of 600 m length constructed across
Tungabhadra River in 1994 washed away on 2
nd
October 2009
and the traffc got disrupted between Karnataka & Andhra
Pradesh, specially the connectivity to famous holy place of
Sri Raghavendra Swamy Mutt which is in Andhra Pradesh. The
bridge was damaged and 5 piers including 16 decks were washed
out and 1 pier was tilted. The fooding was so furious the holy
mutt & its surroundings were fooded & submerged.
The alternative of rehabilitation and new construction were
examined and fnally the Technical Committee of KRDCL
(Karnataka Road Development Corporation Limited), Government
of Karnataka, decided to construct a new steel bridge at the same
location as the cost of rehabilitation was nearly 60% of the cost of
new construction. Construction of steel bridge of 600 meters, for
the frst time of its kind, was taken up, in the State.
1 INTRODUCTION
The earlier high level bridge comprised of 30 spans
of 20 meters center to center and covered a length of
600 meters between the faces of the abutments. In all
29 numbers of rectangular piers were constructed with
open foundation (Plate 1).
The super structure was with PSC-I girders and RCC
deck slab.
There was sudden food during October 2009 from
the upstream of Tungabhadra dam situated 190 km
upstream of the bridge site. Due to this fooding
5 piers were washed away and 16 decks had toppled
(Photo 1 & 2) & the water was fowing 2.5 m above the
FRL of the bridge. Out of the remaining 24 number of
piers one was tilted and rest were intact. This resulted
in disruption of traffc on State Highway-13 and also
communication from Karnataka, for the devotees
Plate 1
TECHNICAL PAPERS
to reach the famous Raghavendra Swamy Mutt in
Mantralaya in Andhra Pradesh.
Photo 1
Photo - 2
The Government of Karnataka proposed the
construction of this bridge on fast track and KRDCL,
a GoK undertaking was entrusted to take up the work.
The preliminary feasibility study prepared through
Consultants and alternatives of rehabilitation and
reconstruction, were thoroughly examined by the
Technical Committee based on comparison of time
and cost along with the residual life of the damaged
structure.
Considering the cost of Rehabilitation being Rs.26.18
Cr. & Reconstruction being Rs.40.00 Cr. it was decided
by the Technical Committee to go for reconstruction of
the bridge. In view of the urgency and direction from
the Government to go for a fast track approach, the
Committee decided to propose Steel Bridge instead
of conventional PSC Girder Bridge and also adopt
longer span.
M/s. S.N. Bhobe & Associates Pvt. Ltd. were appointed
as Consultants and were requested to prepare DPR,
Detailed Designs, Estimates and Tender Documents.
Considering the food level of October 2009, the HFL
was fxed at + 324.500 m instead of + 318.670 m,
earlier provided.
2 PROJECT PROPOSAL
2.1 The DPR Consultants prepared Detailed Project
Report after thorough investigation at site and hard
rock was encountered at varying depth of 0.50 m to
2.0 m and as such, open foundation was proposed.
In order to minimize number of foundations, longer
span of 40 m was proposed and the entire bridge now
comprises of 15 spans with a total length of 600 m.
In order to adhere to the directions of Government of
adopting fast track construction, Steel Superstructure
was proposed by the consultants for this project.
2.2 Salient Features
Abutment: Mass Concrete at both ends resting on
hard rock
Pier: Solid RCC Piers 14 numbers resting on hard
rock
Superstructure: Structural Steel Truss of 40 m Span
(200 MT)
Deck: RCC Deck
Grade of Concrete: M-35
Grade of Structural Steel: E250
Width: Carriageway 7.5 m, Side Walk 1.5 m on either
side.
Wearing Coat: 3 mm thick Asphaltoseal Sheets
followed by B.C. 50 mm
2.3 Designs
A standard fnite element package (STAAD Pro
Software) was utilized in the analysis. Main Girder,
Cross Girder, Inclined Member & Vertical Members
was modeled as beam elements. The concrete deck
slab was modeled as four nodded plate elements. One
Lane of Class 70R or 2 Lanes of Class A vehicles were
TECHNICAL PAPERS
adopted for two Lane Bridge. The four loading cases
considered in analyses & designs are:
a) Dead load only
b) Dead load +live load
c) Dead load +wind load
d) Dead load +live load +wind load
The conventional Slab on RCC/PSC Beam
Super-Structure calls for raising of Bridge F.R.L.
along with the approach roads to an extent of 5 m.
Also, the cycle time of construction is higher in
such arrangements.
To avoid the same, Superstructure has been designed
with Pre-fabricated Steel Truss which can be fabricated
off site and erected on approach and placed in position
by launching. The decking is Cast-in-situ concrete on
non retrievable steel plates laid on the steel frame.
This arrangement of Open Steel Truss (Plate-2 & 3)
also ensures that during unexpected high foods the
super-structure will remain safe as obstruction to the
water with high velocity is minimal.
Plate 2
Plate 3
TECHNICAL PAPERS
The length of bridge has been kept as 600 m keeping
the abutment locations same as in the earlier bridge.
However, the span arrangement has been changed
to 15 of 40 m as against 30 of 20 m of the earlier
bridge.
Rock strata were available at a maximum depth of
2 m from the existing bed level. Accordingly, all the
foundations have been designed as Open Foundation,
resting on hard rock. There are 14 RCC Piers &
2 Abutments of mass concrete in the entire bridge
length.
3 FABRICATION, ASSEMBLY &
LAUNCHING OF STEEL TRUSS
The fabrication yard was located about 200 m from
abutment No. A2 (Raichur End in Karnataka) along
the approach road of the bridge and 60 m away from
the road.
The existing road level near fabrication yard is 6 to
7 m lower than the abutment bed block level and the
adjacent ground level about 1m lower than the road
level. On the whole the ground level at fabrication
yard was lower by 7 to 8 m from bed block level.
It was proposed to utilize the yard only for fabrication
of individual members of open Truss Girders. All the
required materials, tools and plants were kept at the
yard with required power supply made available.
4 PRELIMINARY ARRANGEMENTS FOR
ASSEMBLY OF GIRDERS
As it was necessary to keep the bottom of assembled
girders in level or slightly higher than bed block level
for launching the girders on to spans, it was proposed to
do earth work up to bed block level on the approaches
for a length of about 200 m.
This would act as formation for future approach road
on completion of launching of girders. Accordingly,
earth work was carried out as per guide lines and
specifcations. The top width of formation was kept
14 m with side slopes as per design and drawings.
Extra width of formation was required to facilitate
movement of men and materials for assembling of
girders.
After completing Earth Work, RCC pedestals were
cast 18 m apart on either side of centre line of bridge
alignment so that the two rows of pedestals are exactly
under bottom chords of the Trusses to be assembled.
The top levels of pedestals were kept at the same level
of Abutment bed block.
Over the pedestals fxed roller bearings were to
be arranged to launch the girder longitudinally to
the various spans. Hydraulic jacks for pushing and
pulling were arranged on RCC pedestal to launch the
assembled Trusses longitudinally over the rollers fxed
on RCC pedestals.
5 FABRICATION AND ASSEMBLY OF
GIRDERS
All the members of girders were fabricated with
extreme precision as per plan in the fabrication yard.
After fabrication, the members were taken on to the
road formation and assembled over pedestals. All the
bolts and nuts were tightened applying correct pressure
with TORQUE machine. Any slackness in tightening
of bolts could result in excessive defection of girder
beyond tolerable limits especially while launching the
girders by cantilever method.
The Structural Steel used for the Bridge was tailor
made by fabrication of Angles and Plates before
assembling in the site. It mainly consists of Diagonal
Bracings and Vertical Bracings connected to bottom
and top Chords, with typical connection of joints and
each bracing joints are connected with nuts and bolts
with proper welding.
TECHNICAL PAPERS
The section has also sway bracings and portal
bracings (Plate-4). The various types of angles used
are:
ISA 130X130X10 : For Bottom Chord/Top
Chord.
ISA 90X90X10 : For Top Chord/Vertical
Bracing/Top Bracing.
ISA 100X100X10 : For Sway Bracing.
ISA 110X10X10 : For Portal Bracing.
The thickness of the plates used was 20 mm, 12 mm
and 10 mm at various sections. Typical fabrication and
joinery details are shown in Plate 5. The hardware
used for bolts and nuts are of Grade 8.8 gr M20
(Conforming to IS:4000-1992).
As it was proposed to launch the girders by cantilever
method, three numbers of assembled girders over
pedestals were connected as one continuous unit
(i.e., 3 of 40 m =120 m) by joining the top and
bottom chords of girders at two joints as shown in
Plate 6, Photo 3 & 4.
Plate 5
Plate 4
TECHNICAL PAPERS
Photo 3
Photo - 4
Roller bearings were inserted between bottom chords
and pedestals (Photo 5) for the three girders unit.
Trial run was done by launching on ground up to
the Abutment. Three connected unit were tested for
joint strength and defection in the cantilever position
while in the trial bay. To accomplish test results, the
front 40 m was made unsupported by removing roller
supports on pedestals temporarily and was kept in
cantilever position (Photo 7). The defection was
noted and checked with the permissible value of
defection and after getting satisfed with the results,
the roller bearings were re-fxed on the pedestals to
continue launching.
6 LAUNCHING OF GIRDERS
The unit of 3 girders were then pulled and pushed
with the help of synchronized jacks mounted
on RCC pedestals. Controlled movement of the
structure was carried out with the help of jacks and
rollers (Photo - 5 & 6). The unit was gradually
moved over roller bearings provided on bed blocks of
Abutment & Piers till the unit occupies the entire span
(Photo 7 & 8).
Photo 5
Plate 6
TECHNICAL PAPERS
Photo - 6
Photo - 7
Photo - 8
To accomplish faster launching, same method
was continued from either end of the bridge
(i.e., Mantralaya end & Raichur end).
After completion of launching operation, the temporary
connections provided for top & bottom chords
(Plate 4) were removed and the individual girders
were seated on permanent Pot/Pot-PTFE bearings.
Alignment was corrected at every pier location with
the help of vertical and push pull jacks so that the truss
always move on the rollers in correct alignment. The
launching was carried out by a specialized agency,
M/s. Freight Wings (P) Ltd, Mumbai.
After the Steel Superstructure was seated on the
correct location, concreting of the deck slab was done
and the Strip Seal Expansion joints were fxed for the
designed movement.
7 CONTRACT COST
The work was awarded to M/s. GVR Projects Limited,
Hyderabad at a contract cost of Rs. 43.15 Crores and
work was started on 12
th
J uly 2010. The breakdown of
cost components as follows:
a) Foundation : Rs.2.63 Cr.
b) Substructure : Rs.9.38 Cr.
c) Superstructure : Rs.26.17 Cr.
d) Approaches : Rs.1.23 Cr.
e) Others : Rs.3.74 Cr.
Though the work was proposed to be completed in
12 months, the said work got completed in 24 months
& 20 days, the delay being due to fooding during
construction period and lack of skilled labour force
at times, transportation of materials and especially
machinery and structural steel sections to the
remote bridge location which is about 350 kms from
Bangalore.
The work was completed on 30
th
August 2012 & traffc
was allowed from 10
th
September 2012. In order to
save time, instead of conventional Mastic Asphalt,
Asphaltoseal sheet of 3 mm thick is provided.
8 CONCLUSION
Most of the Railway Bridges and Road Bridges
have been constructed with Structural Steel during
the pre-independence period. Subsequently, with
the advancement in Concrete, PSC structures of
TECHNICAL PAPERS
longer span with PSC-I/Box Girder and Segmental
Construction have been adopted extensively.
In the present bridge, the materials used is Structural
Steel and different stages such as casting of
Girders including shuttering, Steel Caging, Pre-
stressing Cables etc. were avoided and replaced
by Prefabricated Structural Steel Truss with in-
situ Concrete Deck (Photo 9 & 10). The cost of
Structural Steel Superstructure was Rs. 36,000/- per
Sq.m in comparison to Rs. 22,000/- & Rs. 30,000/- for
PSC I-Girder & Segmental Box Girder Superstructure
respectively, which were from the various bridge
contracts executed in the state of Karnataka during
the same period. The additionality due to adopting
of Structural Steel Superstructure is less than 15%
and considering time saving and minimal materials
compared to PSC segmental construction with RCC,
cables, prestressing and other stages is compensated.
9 ACKNOWLEDGEMENT
The Authors are highly thankful to the inputs of Board
of Directors and Technical Committee of KRDCL,
Managing Director and all concerned of KRDCL,
M/s S.N. Bhobe & Associates Pvt. Ltd., Mumbai,
M/s GVR Projects Limited, Hyderabad, M/s Freight
Wings (P) Ltd, Mumbai.
REFERENCES
1. IRC:6 Standard Specifcations and Code of Practice for
Road Bridges, Section-II Loads and Stresses
Road Bridges, Section III Cement Concrete (Plain and
Reinforced)
Road Bridges, Steel Road Bridges (Limit State Method)
4. IRC:78 Standard Specifcations and Code of Practice
for Road Bridges, Section VII- Foundations and
Substructures
5. IS:875 Part-3 Wind Loads
6. IS:800 General Construction in steel
__________
Photo 9 Photo - 10
PERFORMANCE MODELS FOR RURAL ROADS
Atul Bhatore* and Mrs. Vandana Tare**
* Asst. Professor - J .I.T. Borawan, Khargone, E-mail: Bhatore_Atul01@yahoo.co.in
** Professor - CE & AMD S.G.S.I.T.S. Indore, E-mail: vtare@rediffmail.com
ABSTRACT
In case of rural roads, the resources available for maintenance of
defective pavement sections are very limited. Thus there is a need
for developing an appropriate methodology to priotize the road
network for maintenance. The road performance equations predict
the performance of the pavement over time and under various traffc,
surface and environmental conditions. Performance equations
relating to the pavement distress condition like, drainage rating,
edge drop, rut depth, roughness & cracking have been developed
in this paper on the basis of dependent variables on which the
particular distress is mostly rely. Total six time data are collected
from April 07 to November 09, twice in a year, for rural roads, in
the districts J habua, Dhar and Indore of Madhya Pradesh (MP).
The performance models are developed using fve time data. The
sixth time data is used for validation of the developed models.
1 INTRODUCTION
Pavement condition assessment and deterioration
estimation is an integral part of all pavements and
infrastructure management system. They are usually
based on models which predict pavement performance
based on present conditions. However, many diffculties
are associated with the measurements and/or precise
estimation of the inputs involved in the performance
models, such as traffc fows, environmental condition
etc. The uncertainty in the determination of these and
other factors contribute to the diffculties encountered
while developing pavement performance models.
The implementing organizations have been pointing
towards a need of developing an intelligent pavement
performance models that can priotize pavement
maintenance and rehabilitation works. Such models can
forecast the pavement service life left and pavement
rehabilitation needs and can help in the formulation of
pavement maintenance and strengthening programs.
Hence there is a need for development of performance
of pavement in terms of deterioration. This work has
been carried out for developing the performance
equations for rural roads in J habua, Dhar and Indore
districts of MP.
2 OBJECTIVES OF THE STUDY
Following are the objectives of this study:
1. To identify various distresses in rural
roads from detailed distress survey,
destructive and non-destructive tests.
2. To defne various performance
parameters.
3. To develop performance models for
rural road pavements with the available
parameters using conventional regression
technique.
4. To validate the performance models
developed and check their reliability of
prediction.
3 DATA COLLECTION
For data collection, roads from J habua, Dhar & Indore
districts have been selected depending upon their
soil type & rainfall condition. The soil type includes
sandy, gravely soil, black cotton soil. Murrum, fne
sand, silt etc. The rainfall ranges from: below 500 mm,
500 mm - 1000 mm and above 1000 mm. Roads have
been designated as A1 to A10. Ten road stretches have
been selected from three districts. The details of roads
are as under:
1. A
1
Bokadia Approach Road, 5 km
bituminous road
2. A
2
Akola Approach Road section I,
8.65 km bituminous road
TECHNICAL PAPERS
3. A
3
Akola Approach Road section II,
8.65 km bituminous road
4. A
4
Guda Approach Road, 3 km
bituminous road
5. A
5
Bilawali Approach Road, 1.8 km
cement concrete road
6. A
6
Ahirkhedi Approach Road, 2 km
bituminous road
7. A
7
Hansa Khedi Approach Road section
I, 3.3 km bituminous road
8. A
8
Hansa Khedi Approach Road section
II, 3.3 km bituminous road
9. A
9
Manawar to Pipliyakhoont Approach
Road, 5.5 km bituminous road
10. A
10
Lalbag to Dhani Approach Road,
2 km bituminous road
Pavement condition of these roads is determined and
Traffc on these roads have also been taken. These are
given in subsequent sections.
3.1 General Data
General data of all the roads has been taken
which consist of effectiveness of surface drainage
arrangement, roughness value in m/km, CBR of
shoulder, feld dry density of shoulder, moisture
content of subgrade etc. The data has been taken 6
times that is Before Monsoon (BM) & After Monsoon
(AM) during the period from Apr.-07 to Nov.-09.
Table 1 General Details of Roads
Name of Road A
1
A
2
A
3
A
4
A
5
A
6
A
7
A
8
A
9
A
10
Chainage of Test
Section (in km)
2.15 to
2.65
3.40 to
3.90
7.60 to
8.10
2.50 to
3.00
1.00 to
1.50
0.35 to
0.85
3.00 to
2.50
1.50 to
2.00
1.00 to
1.50
1.00 to
1.50
Effectiveness of
surface drainage
arrangement
(Good/Fair/Poor)
G F G G F F G G G G Apr-07
G G G F F F G G G G J an-08
G G G F F F G G G G J un-08
F F G F F F G G F G Nov-08
F F G F F F G F F G May-09
F F F F F F G F F G Nov-09
Subgrade
Moisture Content
(%)
2 2.5 3 3 - 2.5 2.5 2.5 2.5 2.5
3 3 3 3.5 - 3 2 2 3 2
3 2.5 3 4.5 - 3.5 2 2.5 3 3
4 4 2 5 - 5 3 2 3.5 2.7
4 4 2 6 - 5 2.7 2 3.5 2.3
4 4 3 6 - 5 2.5 2 3.7 2.5
CBR of Subgrade 8.6 7.5 7.8 10 2 2.0 7.5 3 3 8
7.5 8.2 8.0 11 2.11 2.3 7.8 2.1 2.9 7.5
8.2 8.5 7.9 9 2.14 1.9 8 2.9 3.2 9
8.0 8.0 8.1 11 1.9 2.5 5 4 2.8 10
8.2 7.2 7.5 10 3 2.45 6.8 3.1 2.7 8.5
8.6 7.5 7.9 11 2.13 2.31 6 3 3.1 11
MERLIN
roughness value,
in m/km.
12.368 12.370 11.018 11.018 12.368 12.943 12.368 12.368 12.368 12.368
12.368 13.070 11.018 11.768 12.980 12.719 12.368 12.403 12.523 12.603
12.368 13.450 11.018 12.185 13.310 13.518 12.603 12.509 12.603 12.744
12.744 14.860 11.351 14.354 14.252 13.894 12.603 12.556 12.839 12.791
13.215 16.600 12.811 14.562 16.602 14.129 12.839 12.744 13.074 12.933
13.404 17.550 13.220 14.979 16.70 14.364 12.980 13.074 13.310 13.215
TECHNICAL PAPERS
3.2 Survey for Various Distresses
Pavement Condition Survey of all the roads has
also been done which consists of measuring
rutting, longitudinal depression in the central
portion of each subsection, cracking of surface
layer, pot holes & edge drop. The data for these
distresses has been obtained in feld and is given
in Table 2.
Table 2 Distress Observed in Various Roads
Name of Road A
1
A
2
A
3
A
4
A
5
A
6
A
7
A
8
A
9
A
10
Rutting measured
(mm)
12.1 12.6 13.1 14.1 NIL* 16.1 16.4 17.5 15 12.5 Apr-07
13.8 14 13.9 14.9 NIL* 17.3 16.4 18.7 15.6 13.9 J an-08
15.8 15.6 15.8 16.3 NIL* 20 18.9 23.2 19.6 17.7 J un-08
17.8 17.1 17.1 17.5 NIL* 21.9 20.1 25.8 21.7 19.9 Nov-08
19.7 18.7 18.6 18.9 NIL* 23.9 25.4 28.4 24.3 22.5 May-09
20.2 20 19.8 21.5 NIL* 24.4 26 29.1 25 24.6 Nov-09
Longitudinal
Depression in the
central portion of
each subsection
(mm)
10 10 10 10 NIL 11.7 13.2 11.7 10 10.8
11 10.6 10.3 10.6 NIL 12.9 13.2 13.2 11.3 11.7
12.6 12.2 12.4 12.4 NIL 14.9 14.4 16.4 13.3 14.1
14.2 13.3 13.8 13.5 NIL 16.8 15.7 19.2 16.1 15.5
15.6 14.5 14.9 15 NIL 19.3 17.2 23.5 17.3 17.2
16 14.8 15.2 15.3 NIL 20 18.1 23.7 17.9 18
Cracking of Surface
layer (%)
0 0 0 0 0 0 0 0 0 0
0.3 0.1 0.3 0.2 0.1 0.1 0.1 0.1 0.1 0.2
0.3 0.4 0.4 0.2 0.2 0.3 0.5 0.2 0.2 0.2
0.8 0.8 0.5 0.8 0.2 0.3 0.4 0.2 0.2 0.2
1 0.8 0.5 0.9 0.3 0.3 0.4 0.2 0.2 0.2
1 0.9 0.5 1 0.4 0.3 0.4 0.3 0.3 0.3
Pot Holes (%) 0 0 0 0 0 0 0 0 0 0
0.2 0.2 0.1 0.1 0 0.1 0.1 0.2 0.1 0.1
0.3 0. 4 0.1 0.1 0.2 0.1 0.1 0. 3 0.1 0.2
0.4 0. 5 0.1 0.4 0.4 0.1 0.1 0. 5 0.1 0.2
0.4 0.7 0.1 0.5 0.6 0.1 0.1 0.7 0.1 0.2
0.4 0.9 0.2 0.5 0.6 0.2 0.1 0.7 0.1 0.2
Edge Drop (mm) 30.2 28.7 26.9 22.3 23.7 19.1 20.8 26.3 24.7 24.2
30.2 28.8 27.1 22.4 23.7 19.1 20.8 26.3 24.7 24.2
32.7 30.8 29.5 24.7 27.2 19.8 24.6 30.3 27.8 26.5
33.8 32.4 30.7 25.6 28.8 27.3 30.2 32.4 30.3 27.5
34.9 33.7 32.4 26.8 30.6 34.8 32.2 34.6 31.9 29.5
35.0 33.9 32.5 27.1 30.8 35.0 32.2 34.7 33.1 30.3
3.3 Traffc Survey
Traffc data of all the roads has been taken which
consists of average of 3 days traffc survey for different
vehicle class viz. Two-Wheelers, Three-Wheelers,
Buses, Trucks (2-Axle & 3-Axle), J eeps/Cars/
Vans, Mini Truck/Minibus, Tractor-trailer, bicycle/
rickshaw & animal drawn carts. The commercial
vehicle data for six times that is in peak period (P) &
in normal period (N), was observed and is presented in
Table 3.
TECHNICAL PAPERS
Table 3 CVPD for Various Roads
Name of Road A
1
A
2
A
3
A
4
A
5
A
6
A
7
A
8
A
9
A
10
Commercial
Vehicle per day
(CVPD)
57 36 52 12 112 66 53 53 43 44 Apr-07
62 53 81 22 129 100 75 86 44 55 J an-08
67 61 87 45 134 123 85 90 49 65 J un-08
68 69 94 67 113 147 95 96 58 65 Nov-08
70 75 99 69 120 139 102 106 62 77 May-09
75 77 101 73 132 144 115 132 77 79 Nov-09
4 PERFORMANCE PARAMETERS
Performance parameters taken in this study are
drainage rating, edge drop, rut depth, roughness and
cracking.
4.1 Drainage Rating
Drainage rating of road is taken as function of
Potholes, Shoulder CBR and Field dry density of
shoulder. The six time data for these parameters are
given in Table-1 & Table-2. Weight ages for drainage
rating is given as: 3 for good condition, 2 for fair & 1
for poor condition.
4.2 Edge Drop
An Edge drop is road geometry defect where the
vertical distance from the edge to seal the adjacent
shoulder exceeds acceptable limit. Edge drop-offs
generally occur when the road shoulders wornout or
there is inadequate strength of the pavement at the
edge of the roadway Edge drop off is found major
distress at all the road sections. During inspection
it was observed that rain fall, drainage rating and
Commercial Vehicle Per Day (CVPD) etc. are some
of the factors which are responsible for edge drop.
4.3 Rut Depth
Rutting is longitudinal depression or groove in the
wheel track. The ruts are usually of the width of a
wheel path. Rutting is found nil at road stretch A
5
as it
is cement concrete pavement. Commercial vehicle per
day, cracking, subgrade CBR and Subgrade Moisture
content are the factors on which Rut depth usually
depends.
4.4 Roughness
Roughness is also observed at all the road sections.
MERLIN (Machine for Evaluating Roughness using
Low cost Instrument) is used for determination of
roughness. The MERLIN roughness is converted into
International Roughness Index (IRI) in m/km using
equation IRI =.0.593 +0.0471D, where D is MERLIN
roughness in mm. Roughness generally depends on
CVPD, longitudinal depression and subgrade moisture
content.
4.5 Cracking
Cracking is also observed a Severe distress. Cracking
equation is formed with CVPD and drainage rating
as input. Cracking depends upon Commercial vehicle
per day and drainage rating.
5 DEVELOPMENT OF PERFORMANCE
EQUATIONS
Performance equations have been developed for
various distress types by considering various factors
on which a particular distress mostly depends.
Multiple regression technique has been used for the
development of performance equations. This will be
helpful in the prediction of extent of various distress
types on a particular road.
TECHNICAL PAPERS
Table 4 Performance Equations
Sr. No Name of
Road
Developed Equations
1 A
1
Drainage rating DR =125.2 x (FDD Shdr)
-3.82
x (SHCBR)
-0.529
x (Ph)
-0.223
Edge drop ED =5.57 x (CVPD)
0.432
x (DR)
-1.41
x (RF)
0.01
Rut depth RD =0.061 x (CVPD)
0.991
x (CR)
0.147
x (Subg CBR)
0.682
x (Subg MC)
-0.283
Roughness Rg =48.13 x (CVPD)
-0.545
x (LD)
0.366
x (Subg MC)
0.008
Cracking CR =5.875 x 10
-3
x (CVPD)
2.201
x (DR)
-2.367
2 A
2
-3.768
x (SHCBR)
0.056
x (Ph)
-0.187
0.067
x (DR)
-0.213
x (RF)
0.019
1.155
x (CR)
-0.044
x (Subg CBR)
0.065
x (Subg MC)
-0.034
-0.074
x (LD)
0.650
x (Subg MC)
0.166
-3
x (CVPD)
2.270
x (DR)
-1.826
3 A
3
0.917
x (SHCBR)
0.589
x (Ph)
-0.123
0.042
x (DR)
-0.905
x (RF)
0.012
Rut depth RD =17 x 10
5
x (CVPD)
0.482
x (CR)
0.012
x (Subg CBR)
-7.022
x (Subg MC)
0.662
-0.053
x (LD)
0.292
x (Subg MC)
-0.050
Cracking CR =38.93 x (CVPD)
0.390
x (DR)
-3.514
4 A
4
0.170
x (SHCBR)
0.228
x (Ph)
-0.180
0.111
x (DR)
0.072
x (RF)
-0.017
-0.024
x (CR)
-0.069
x (Subg CBR)
0.386
x (Subg MC)
0.641
0.106
x (LD)
1.908
x (Subg MC)
-1.013
0.805
x (DR)
-2.566
5 A
5
1.771
x (SHCBR)
1.034
x (Ph)
-0.078
Edge drop ED =8.766 x 1012 x (CVPD)
-0.725
x (DR)
-1.845
x (RF)
-3.230
-0.481
x (LD)
0.944
-3
x (CVPD)
1.766
x (DR)
-3.297
6 A
6
-0.131
x (SHCBR)
-0.424
x (Ph)
-0.266
Edge drop ED =94.089 x 10
3
x (CVPD)
-0.626
x (DR)
-4.046
x (RF)
0.451
0.856
x (CR)
-0.438
x (Subg CBR)
-1.465
x (Subg MC)
1.102
0.060
x (LD)
0.161
x (Subg MC)
0.021
-3
x (CVPD)
1.851
x (DR)
-1.612
7 A
7
0.157
x (SHCBR)
0.138
x (Ph)
-0.021
Edge drop ED =ED =0.418 x (CVPD)
0.470
x (DR)
-2.782
x (RF)
0.738
Rut depth RD =0.RD =0.092 x (CVPD)
0.582
x (CR)
0.066
x (Subg CBR)
0.920
x (Subg MC)
1.059
Roughness Rg =Rg =8.671 x (CVPD)
0.001
x (LD)
0.136
x (Subg MC)
-0.002
Cracking CR =CR =3.189 x 10
-5
x (CVPD)
2.139
x (DR)
2.002
8 A
8
0.109
x (SHCBR)
-0.021
x (Ph)
-0.025
0.012
x (DR)
-3.542
x (RF)
0.217
Rut depth RD =8.42 x 10
-3
x (CVPD)
1.537
x(CR)
-0.380
x (Subg CBR)
0.676
x (Subg MC)
0.863
-0.010
x (LD)
0.050
x (Subg MC)
-0.0004
3
x (CVPD)
1.315
x (DR)
-12.201
TECHNICAL PAPERS
Sr. No Name of
Road
Developed Equations
9 A
9
-0.441
x (SHCBR)
0.406
x (Ph)
-0.372
0.484
x (DR)
-0.137
x (RF)
-0.043
0.914
x (CR)
0.320
x (Subg CBR)
-0.932
x (Subg MC)
-1.204
-0.477
x (LD)
0.292
x (Subg MC)
0.071
Cracking CR =83.116 X 10
3
x (CVPD)
-1.888
x (DR)
-3.738
10 A
10
0.112
x (SHCBR)
-0.044
x (Ph)
-0.045
Edge drop ED =21.92 X 10
4
x (CVPD)
0.114
x (DR)
-1.700
x (RF)
-1.256
1.483
x (CR)
-0.169
x (Subg CBR)
0.285
x (Subg MC)
-0.091
0.079
x (LD)
-0.002
x (Subg MC)
-0.004
2.003
x (DR)
-6.451
Where,
DR = Drainage rating
FDD Shdr = Field Dry Density of the Shoulder
(gm/ cc)
Ph = Pothole area (m
2
)
SHCBR = California Bearing Ratio of Shoulder
ED = Edge Drop (mm)
CVPD = Commercial Vehicle per Day
RF = Rainfall (mm)
CR = Surface Cracking (m
2
)
Subg CBR = Sub-grade California Bearing Ratio
Rg = Roughness (m/km)
LD = Longitudinal Depression (mm)
Subg MC = Sub-grade Moisture Content
Co-effcient of Correlations for the above equations
are obtained between 0.72 to 0.99
5 VALIDATION OF PERFORMANCE
EQUATIONS
The validation of equations given in Table-4 has
also been done for the collected data. The results of
validation are shown in Table-5.
Table 5 Comparisons of Actual and Predicted Values
Stretch
ID
Drainage Rating Edge Drop (in mm) Rut Depth (in mm) Roughness (in m/km) Cracking (in m
2
)
Actual*
Value
Value
using
Developed
Regression
Equation
Actual*
Value
Value
using
Developed
Regression
Equation
Actual*
Value
Value
using
Developed
Regression
Equation
Actual*
Value
Value using
Developed
Regression
Equation
Actual*
Value
Value
using
Developed
Regression
Equation
A
1
2 2.14 35.00 33.98 20.20 19.97 13.40 12.75 19.00 25.10
A
2
2 1.57 33.90 30.8 20.00 19.22 17.55 19.92 17.10 20.08
A
3
2 2.65 32.50 38.98 21.50 17.44 13.22 12.21 11.40 20.48
A
4
2 1.62 27.10 27.92 21.50 19.42 14.97 14.96 19.00 22.88
A
5
2 1.60 30.80 35.11 22.30 19.60 16.70 15.92 7.60 8.15
A
6
2 1.44 37.00 41.31 - - 14.36 14.18 5.80 6.17
A
7
3 2.89 32.20 37.08 26.00 22.37 12.98 12.87 5.71 5.95
A
8
2 2.81 34.70 36.65 29.10 29.55 13.07 12.68 7.60 11.14
A
9
2 1.77 33.10 35.62 25.00 26.77 13.31 11.24 5.70 3.92
A
10
3 2.79 30.30 31.74 24.60 23.86 13.21 12.92 5.70 8.43
* Actual values are taken in November 2009.
TECHNICAL PAPERS
6 CONCLUSIONS
Based on the study following conclusions have been
drawn:
1. The main distresses identifed in the rural
roads are Rutting, Edge drop, Cracking and
Roughness.
2. Ravelling was found to be absent on the selected
sections. A few numbers of potholes are
observed on some places of the road sections
due to poor drainage and construction quality.
3. MERLIN roughness is converted into
International Roughness Index in m/km. For
earth, gravel, surface dressed & asphaltic
concrete roads, the IRI value is minimum 2.4 to
maximum 15.9. Stretches A2 & A5 is showing
roughness more than higher range.
4. Performance parameters such as drainage rating,
edge drop, rut depth, roughness and cracking
have been taken in the study, which mainly
depends upon drainage rating, feld dry density
of shoulder, pothole area, California Bearing
Ratio of shoulder & subgrade, edge drop,
commercial vehicle per day, rainfall, surface
cracking, roughness, longitudinal depression
and subgrade moisture content.
5. Validation of performance equations has also
been done for collected data which gives the
validity of equations.
6. The Performance equations developed for
different distress types will be used in Pavement
Maintenance Management System which will
be helpful in prioritization of maintenance
works.
7 AKNOWLEDGEMENT
Authors are extremely thankful to NRRDA, New
Delhi for sponsoring the project RRPPS (Rural Roads
Pavements Performance Study) to SGSITS Indore and
for giving fnancial support.
REFERENCES
1. Binu Sara Methew, D.S. Reshmy & Kuncheria P. Isaac
Performance Modeling of Rural Road Pavement using
Artifcial Neural Network, Journal of Indian Roads
Congress, J anuary 2008, pages 31-39.
2. Abdullah I., Al-Mansour, Kumares C. Sinha, Thomas
Kuczek, Effects of Routine Maintenance on Flexible
Pavement Condition, J ournal of Transportation
Engineering, Vol. 120, No. 1, J anuary/February, 1994.
3. Mr. D.T. Thube, Dr. M. Parida, Dr. S.S. J ain, Application
of Artifcial Neural Network (ANN) for Prediction of
Pavement Deterioration for Low Volume Roads in India,
22
nd
ARRB conference Research into Practiec, Canberra
Australia, 2006.
4. G. Morosuik, T. Toole, S. Mahmud, T. Dachlan, Modelling
the Deterioration of Bituminous Pavements in Indonesia
within a HDM-4 Framework.
5. Alberto Garcia-Diaz, Michael Riggins, Serviceability
and Distress Methodology for Predicting Pavement
Performance, Transportation Research Record 997.
6. The MERLIN Low-cost Road Roughness Measuring
Machine, Overseas Unit of the Transport and Road
Research Laboratory, UK.
7. Nagaraja M. , Balabhaskara Reddy B. , Veeraragavan A.,
and Krishnamurthi Development of Composite Ranking
Methodology for Prioritization of Highway Pavement
for Maintenance Work A Case Study Proceedings of
the National Seminar on Emerging Trends in Highway
Engineering, Banglore, March 1995.
8. Al-Suleiman (obedient) and Azm. S Al-Homound
A Model for Effect of Pavement Characteristics on
Pavement Condition J ournal of Indian Roads Congress,
Vol. 57-1. September 1996.
9. Zi-Ping Chiang The Study of Pavement Performance
Index and Smoothness Prediction Model for Highway in
Taiwan (2000).
10. Prof. S.S. J ain, Dr. M. Parida and D. T. Thube Optimal
Strategies for Maintenance of Rural Roads in Uttaranchal
IRC International Seminar on Innovations in Construction
and Maintenance of Flexible Pavements. Agra, 2-4,
Sept. 2006, Pages 4-45 to 4-56.
11. R. Venkateswara Rao, C.S.R.K. Prasad Performance
Based Rural Roads Maintenance IRC International
Seminar on Innovations in Construction and Maintenance
of Flexible Pavements. Agra, 2-4, sept.2006, Pages 4-67
to 4-74.
12. L Udaykumar, R. Vivian Robert and M. S. Amarnath
Ranking Technique for Prioritization of Arterial and Sub
Arterial Roads for Maintenance Management J ournal of
Indian Roads Congress, Nov.2008, Pages 41 -52.
13. Prof. A. Veeraragavan Maintenance and Preservation
of Rural Road Infrastructure Issues and Concerns in
Monthly magazine GRAMEEN SAMPARK, Nov. 2008,
Pages 4-9.
14. Ankit Gupta, Rajat Rastogi and Praveen Kumar Flexible
Pavement Performance Models: A Review. J ournal of
Indian Roads Congress (2008).
LABORATORY STUDY ON IMPROVEMENT OF LOW QUALITY
AGGREGATES FOR CONSTRUCTION OF RURAL ROADS
P.K. J ain*
* Chief Scientist, Flexible Pavement, CSIR-Central Road Research Institute, New Delhi and Coordinator,
Academy of Scientifc and Innovative Research, New Delhi-110025
ABSTRACT
Locally available and marginal materials are normally
recommended for use in rural road construction. These potential
materials need to be evaluated in respect of their water absorption,
dry and wet aggregate impact values. It is well known that
aggregates which have greater water absorption values are likely
to show higher wet aggregate impact values. The specifed limiting
impact values for sub-base, base and surface courses of rural roads
are 50, 40 and 30 percent respectively. The corresponding specifed
water absorption values are 6.0, 3.0 and 1.5 percent respectively.
There are instances when the locally available low quality
aggregates have water absorption and aggregate impact values, in
excess of the specifed values for rural road construction. Under
these circumstances, it is felt desirable to explore possibilities
for improving these characteristics of aggregates by suitable
treatments. For laboratory investigation work, three typical low
quality aggregates viz. broken bricks, sand stone and shale were
selected and these were treated with bitumen, resin and sodium
silicate. This paper gives details of laboratory study on evaluation
of physical characteristics of these low quality aggregates and
then improvement achieved by treatment with bitumen resin and
sodium silicate.
1 INTRODUCTION
In the context of extensive programme for construction
of rural roads under various schemes like Pradhan
Mantri Gram Sadak Yojna, Bharat Nirman and World
Bank, it is felt necessary to undertake research for
evolving appropriate low cost techniques using
local aggregates. In the construction of rural roads,
use of locally available materials is advocated from
the economic and environment point of view. These
materials includes soil, sand, gravel, moorum,
marginal aggregates and broken bricks. According to
the Manual
(1)
on Route Location, Design, Contraction
and Maintenance of Rural Roads published by the
Indian Roads Congress, the limiting values of water
absorption and wet aggregate impact for aggregates
to be used in rural road construction are given in
Table 1.
Table 1 Limiting Values of Water Absorption and
Aggregate Impact on Aggregates
Layer Water Absorption
Value (Percent)
[IS-2786 (Part3)-1963]
Wet Aggregate Impact
Value (Percent)
[IS-2386 (Part4)-1963]
Sub-base 6.0 50
Base 3.0 40
Surface 2.0 30
Economical and labour oriented cost effective
techniques for construction of rural roads have been
evolved over the past several decades
(2-10)
. However,
not much attention has been paid to evaluation and
improvement of various available marginal aggregates.
Use of lingo sulfonic acids and Iigno sulfonic acid
polymers
(10)
has been reported for improvement of
the strength of dolomite limestone aggregates. It
is reported
(9)
that performance of shale aggregate is
found to be poor due to rapid disintegration under
combined action of water and traffc. The extent of
degradation of shale aggregates used in Water Bound
Macadam (WBM) sub-base and base course just after
one rainy season is indicated in Table 2.
Table 2 Sieve Analysis of Shale Aggregates used in
Water-Bound Macadam Base Course
Sieve Size
(mm)
Percent Passing
Laid
(Grading)
Observed (After
One Year)
Specifed
75 100 100 100
63 95 100 90-100
50 65 100 35-70
40 13 90 0-15
20 4 69 0-5
TECHNICAL PAPERS
There are several instances, when the locally available
aggregates do not meet specifcation requirements.
It is, therefore, considered desirable to explore
in the laboratory the possibilities of improving
such aggregates by appropriate physico-chemical
treatment
(7)
.
The loss of impact value upon wetting is attributed
to higher water absorption through porous surface.
This paper presents the results of the laboratory study
on evaluation of physico-chemical characteristics of
selected low-quality aggregates, determination of
their water absorption and strength characteristics,
and improvement by treatment with bitumen, resin and
sodium silicate. Three typical low quality aggregates
available in North East such as broken brick, sand
stone and shale were selected for this laboratory study.
These were selected due to their easy availability
locally and lower cost.
2 LABORATORY STUDY
2.1 Literature survey
(2-8)
indicate that low quality
aggregates can be used economically in rural road
construction. However, much laboratory work has
not been done towards evaluation of their physical
characteristics. Three typical low quality aggregates
available in North East such as broken brick, sand
stone and shale were selected for this study.
a) Evaluation of physical characteristics.
b) Improvement by treatment with bitumen,
resin and sodium silicate.
2.2 Physical Characteristics of Low Quality
Aggregates
The results of physical characteristics of three typical
low quality aggregates and conventional aggregate like
Delhi Quartzite in terms of water absorption, bitumen
absorption, apparent and bulk specifc gravities,
dry and wet aggregate impact values are given in
Table 3.
Table 3 Physical Characteristics of Aggregates
Aggregate
Type
Sample No. Apparent
Specifc Gravity
(g/cc)
Bulk Specifc
Gravity (g/cc)
Water
Absorption,
Percent
Bitumen
Absorption,
Percent
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Broken
bricks
I 2.63 2.02 12.1 6.6 37 43
II 2.61 2.01 11.8 6.4 36 42
Sandstone I 2.63 2.22 8.1 4.8 33 50
II 2.75 2.42 4.8 1.2 28 30
III 2.76 2.44 5.8 2.1 36 53
Shale I 2.59 2.42 4.0 1.5 28 40
II 2.61 2.39 4.2 1.6 33 46
III 2.70 2.48 3.2 0.8 25 31
2.3 Improvement by Chemical Treatment
Three different materials such as bitumen (melted and
cutback), urea formaldehyde resin solution and sodium
silicate solution were selected for improvement of
water absorption and strength characteristics. All the
three materials are available commercially. The four
laboratory processes adopted for improvement of
low quality aggregates are described in the following
paragraphs.
2.3.1 Coating by 80/100 Penetration Grade Bitumen
The samples of low quality aggregates (63-25 and
12.5-10.0 mm size) were heated to about 150C and
mixed with 1 and 2 percent 80/l00 penetration grade
bitumen by weight. The mixing time was kept at 4 to
TECHNICAL PAPERS
5 minutes in order to facilitate thorough coating of
aggregates with bitumen. The coated aggregates were
cooled and stored at room temperature for 24 hours.
The bitumen coated aggregates of both the sizes were
tested for water absorption and impact values. The
test results are given in Tables 4 and 5.
Table 4 Water Absorption Values of Bitumen Coated Aggregates
Aggregate
Type
Sample
No.
Water Absorption
Percent of
Untreated
Aggregates
(12.5-10 mm)
Water Absorption Percent
of Aggregates Coated by 1%
Bitumen
Water Absorption Percent of
Aggregates Coated by 2%
Bitumen
(63-25 mm) (12.5-10 mm) (63-25 mm) (12.5-10 mm)
Broken
bricks
I 12.1 6.9 10.1 12.1 6.9
II 11.8 6.8 10.1 11.8 6.8
Sandstone I 8.1 3.1 4.7 8.1 3.1
II 4.8 1.7 2.1 4.8 1.7
III 5.8 2.6 3.8 5.8 2.6
Shale I 4.0 0.6 1.3 4.0 0.6
II 4.2 0.7 1.4 4.2 0.7
III 3.2 0.3 0.9 3.2 0.3
Table 5 Dry and Wet Aggregate Impact Test Values of Bitumen Coated Aggregates
Aggregate
Type
Sample
No.
Untreated Aggregates Aggregates Coated by 1%
Bitumen
Aggregates Coated by 2%
Bitumen
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Dry Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Broken bricks I
II
37 43 30 37 25 29
35 40 30 36 24 28
Sandston I
II
III
33 50 29 35 21 26
28 39 16 29 15 22
36 53 30 44 28 35
Shale I
II
III
28 40 18 26 16 23
33 46 17 22 14 21
25 31 17 22 15 20
2.3.2 Soaking of Aggregates in Bitumen-Kerosene
Oil Blend
The samples of low-quality aggregates were
immersed in bitumen-kerosene oil blend containing
40:60 and 60:40 parts bitumen and kerosene oil for
24 hours. The soaked samples were cured in an oven
at 120C for about ffteen minutes to expel kerosene
oil from the treated aggregates. The samples were
then tested for water absorption, dry and wet impact
values. The test results are given in Tables 6 and 7.
TECHNICAL PAPERS
Table 6 Water Absorption Values of Aggregates After Soaking in Bitumen-Kerosene Oil Blends
Aggregate
Type
Sample
No.
Untreated
Aggregates
Aggregates Soaked in
40:60 Bitumen-Kerosene
Oil Blend
60:40 Bitumen-Kerosene
Oil Blend
63-25 mm 12.5-10 mm 63-25 mm 12.5-10 mm
Broken
bricks
I 12.1 1.7 2.9 1.1 2.6
II 11.8 1.6 2.8 1.2 2.4
Sandstone I 8.1 1.2 1.9 1.2 1.7
II 4.8 1.2 1.8 1.1 1.6
III 5.8 1.6 2.7 1.4 2.5
Shale

I 4.0 1.0 1.6 0.7 1.0
II 4.2 1.0 2.5 0.9 2.2
III 3.2 0.9 1.1 0.3 0.7
Table 7 Dry and Wet Aggregate Impact Values of Aggregates after Soaking in Bitumen-Kerosene Oil Blends
Aggregate
Type
Sample
No.
Untreated Aggregates Aggregates Soaked in
40:60 Bitumen Kerosene
Oil Blends
60:40 Bitumen Kerosene
Oil Blends
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Broken
bricks
I 37 43 15 30 10 20
II 36 42 14 29 10 18
Sandstone I
II
III
33 50 22 29 19 26
28 39 19 26 21 24
36 53 31 40 18 30
Shale I
II
III
28 49 19 31 21 30
33 46 22 28 20 26
25 31 25 30 23 27
2.3.3 Soaking in Urea-Formaldehyde Resin
The samples of low quality aggregates were immersed
for 24 hours in solutions of urea-formaldehyde resin
(specifc gravity 1. 32) containing 25 and 50 percent
of resin in water. The soaked samples were dried in an
oven for about one hour at 120C to expel water from
the treated aggregates. The samples were then tested
for water absorption, dry and wet aggregate impact
values. The test results are given in Tables 8 and 9.
TECHNICAL PAPERS
Table 8 Water Absorption Values of Aggregates after Soaking in Urea-Formaldehyde Resin
Aggregate
Type
Sample
No.
Water
Absorption,
Percent of
Untreated
Aggregate
Water Absorption, Percent,
of Aggregates Soaked in 25
Percent Solution of Urea-
Formaldehyde Resin
Water Absorption, Percent,
of Aggregates Soaked in 50
Percent Solution of Urea-
Formaldehyde Resin
63-25 mm 12.5-10 mm 63-25 mm 12.5-10 mm
Broken
bricks
I 12.1 4.5 5.6 3.9 4.8
II 11.8 4.4 5.4 3.8 4.7
Sandstone I 8.1 1.6 1.9 1.3 1.6
II 4.8 2.9 3.2 1.5 2.9
Shale I 4.0 1.7 1.9 0.8 1.5
II 4.2 1.3 2.1 0.6 1.4
Table 9 Dry and Wet Aggregate Impact Values of Aggregates after
Soaking in Urea-Formaldehyde Resin Solutions
Aggregate
Type
Sample
No.
Untreated Aggregates Water Absorption,
Percent, of Aggregates
Soaked in
25 Percent Solution of
Urea-Formaldehyde
Resin
Water Absorption,
Percent, of Aggregates
Soaked in
Urea-Formaldehyde
Resin
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Broken bricks I 37 43 20 25 11 19
II 36 42 19 24 10 18
Sandstone I 33 50 21 26 13 20
II 28 39 28 28 11 25
Shale I 28 40 15 26 10 22
II 33 46 17 27 9 21
2.3.4 Soaking in Sodium Silicate Solution
The samples of low quality aggregates were immersed
in 10 percent and 20 percent solutions of sodium
silicate in water for 24 hours. The samples of soaked
aggregates were then treated with 1 percent solution of
calicum chloride so as to render them water- insoluble
by transformation to calcium silicates on the surface.
The treated aggregates were then dried in an oven at
150C for 30 minutes to expel water. The samples
were then tested for water absorption and dry and wet
aggregate impact tests. The test results are given in
Tables 10 and 11.
TECHNICAL PAPERS
Table 10 Water Absorption Values of Aggregates after Treating with Sodium Silicate and Calcium Chloride
Aggregate
Type
Sample
No.
Water
Absorption,
Percent, of
Untreated
Aggregates
Water Absorption, Percent, of
10 Percent Solution of Sodium
Silicate.
Water Absorption, Percent, of
Aggregates Soaked
in 20 Percent Solution of
Sodium Silicate.
63-25 mm 12.5-10 mm 63-25 mm 12.5-10 mm
Broken
bricks
I 12.1 5.5 6.9 3.6 4.8
II 11.8 5.4 6.8 3.5 4.7
Sandstone I 8.1 1.9 3.2 1.6 2.2
II 4.8 1.9 3.3 1.4 2.3
III 5.8 1.9 3.5 1.6 2.4
Shale I 4.0 1.9 3.1 1.2 2.1
II 4.2 1.8 3.1 1.1 2.1
III 3.2 1.6 2.6 1.0 1.6
Table 11 Dry and Wet Aggregate Impact Values of Aggregates after Treating with
Sodium Silicate and Calcium Chloride
Aggregate
Type
Sample
No.
Untreated Aggregates Aggregates Soaked in
Sodium Silicate.
Sodium Silicate
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Dry
Aggregate
Impact
Value,
Percent
Wet
Aggregate
Impact
Value,
Percent
Broken bricks I 37 43 25 30 20 28
II 36 42 24 29 19 27
Sandstone I 33 50 15 32 13 29
II 28 39 17 28 12 26
III 36 53 19 27 16 25
Shale I 28 40 17 32 13 26
II 33 46 16 29 14 17
III 25 31 17 28 13 25
3 DISCUSSION OF TEST RESULTS
3.1 The study results of physical characteristics
of the low-quality aggregates such as broken brick,
sandstone, shale given in Table 3 brings out the
following fndings:
3.1.1 The values of water absorption of broken brick,
sandstone and shale aggregates (12.5 -10 mm) size are
of the order of 12, 5 to 8 and 3 to 4 percent respectively.
The values of bitumen absorption of broken brick,
sandstone and shale aggregates are observed 7, 1 to 5
TECHNICAL PAPERS
and 1 to 2 percent respectively. It can be inferred that
the values of bitumen absorption are approximately
half of their water absorption values. The difference
is attributed to difference in viscosity of bitumen
and water and cooling of bitumen into pores of
aggregates.
3.1.2 All the three low quality aggregates show
considerable loss of mechanical strength after wetting
as shown by wet impact values. The increase in
aggregate impact values after wetting is 16, 47 and 34
percent respectively for broken brick, sandstone and
shale aggregates respectively.
3.1.3 The water absorption and wet aggregate
impact values of broken brick, sandstone, and shale
aggregates show that broken brick aggregates cannot
be used in any course of rural roads. The sandstone
and shale aggregates can be used in their natural state
only in sub-base courses of rural roads.
3.2 The improvement brought about by coating
low-quality aggregates with 80/100 penetration grade
bitumen is summarized as follows based on the results
given in Tables 4 and 5.
3.2.1 The percent reduction in values of water
absorption after treatment with 1 and 2 percent
bitumen is of the order of 17 and 34 for brick
aggregates, 44 and 74 for sandstone and 32 and 92
for shale. It is obvious that the treatment with 1 to 2
percent of bitumen coating is relatively more effective
for sandstone and shale aggregates in reducing water
absorption values as compared to broken brick. It is
also more effective for coarser aggregates than for
fner aggregates.
3.2.2 The dry aggregate impact values of the these
aggregates undergo improvement with the coating
treatment, and the same phenomenon is observed in
respect of wet aggregate impact values. If the dry
and wet aggregate impact values obtained at 1 and 2
percent bitumen coating are compared, it can be seen
that proportional improvement in mechanical strength
characteristics with the increase in percentage of
bitumen coating in respect of broken brick and
sandstone aggregates is identical but not so in case
of shale aggregates. The reason for this differential
performance may be that the latter have relatively
low porosity as shown by water absorption values. It
means that for shale aggregates, the saturation point
of bitumen absorption is reached at 1 percent bitumen,
while the saturation point for broken brick and sand
stone aggregates is likely in excess of 2 percent.
3.2.3 With 1 percent bitumen coating, the wet
aggregate impact and water-absorption values of shale
aggregates are such that these can be used both in base
and surface courses of rural roads. For the other two
aggregates, 1 percent bitumen coating makes them
suitable in respect of wet aggregate impact values for
use in base courses, while for use in surface courses, 2
percent bitumen coating may be necessary. However,
from the view point of water-absorption, 2 percent
bitumen coating renders sandstone aggregates suitable
for base courses and broken brick aggregates still
remain unsuitable for use in rural road construction.
Perhaps with higher percentage of bitumen coating,
brick aggregates can be made suitable.
3.3 The improvements brought about by soaking of
low quality aggregates in bitumen-kerosene oil blends
are summarized as follows based on results given in
Tables 6 and 7.
absorption after soaking in 40:60 and 60:40 bitumen
kerosene oil blends is of the order of 76 and 79 for
broken brick, 54 and 57 for sand-stone and 40 and
48 for shale aggregates. It appears that these blends
of lower viscosity values as compared to penetration
grade bitumen have relatively greater penetrating
capabilities. The treatment is again more effective in
general in reducing water absorption characteristics
for coarser aggregates than for fner aggregates.
3.3.2 The dry aggregate impact values of the three
low quality aggregates has been improved with this
treatment. The same phenomenon is observed in
respect of wet aggregate impact values. The more
porous aggregate like broken brick is indicated by
TECHNICAL PAPERS
higher water absorption value. On the other hand,
the least porous aggregates like shale appear to be
benefted the least in terms of percent reduction in
water absorption values.
3.3.3 By soaking in 40:60 bitumen-kerosene oil
blend, the wet aggregate impact values of broken
brick, sandstone and shale aggregates are such that
these can be used in both base and surface courses of
rural roads. The improvement with respect to water
absorption value is such that they can be used only in
base course. The relatively costlier blend of 60: 40 does
further improve mechanical strength characteristics
of low-quality aggregates but does not contribute
towards reduction in water-absorption values.
3.4 The improvements brought about by soaking
low-quality aggregates in urea-formaldehyde resin are
summarized as follows based on the basis of results
absorption after soaking in 25 percent and 50 percent
solution of urea-formaldehyde is of the order of 54
and 63 for broken brick, 33 and 40 for sand stone
and 50 and 67 for shale. The treatment seems to be
more effective for broken brick and shale aggregates
and less effective for sand feature stone. Secondly,
increasing the concentration of resin solution does
not appear to infuence further improvement in water-
absorption characteristics.
3.4.2 The dry aggregate impact values of low quality
aggregate are considerably improved by soaking in
25 percent solution of urea formaldehyde resin. The
same phenomenon is observed in the case of wet
aggregate impact values. Both dry and wet aggregate
impact values are further improved by increasing
concentration of resin. By soaking in 25 percent
solution of urea formaldehyde resin, the wet aggregate
impact values of all the low quality aggregates are
such that these aggregates can be used in sub-base,
base and surface courses of rural road. However, the
values of water absorption indicate that broken brick
aggregates can be used for sub-base, while sandstone
and shale aggregates are suitable for both sub-base
and base courses respectively. After treatment with 50
percent solution of urea formaldehyde resin, the values
of wet aggregate impact and water absorption indicate
that sandstone aggregates are suitable for base course
construction, shale aggregates can be used even in
surface courses of rural roads.
3.5 The improvement brought about by soaking
low-quality aggregates in sodium silicate solution are
indicated in the following paragraph based on results
3.5.1 The percent reduction in values of water-
absorption after soaking in 10 percent and 20 percent
solution of sodium silicate are of the order of 43
and 60 for broken brick, 40 and 59 for sandstone
and 26 and 50 for shale aggregates. The treatment is
more effective for broken bricks and sandstone and
less effective for shale aggregates. The increase in
concentration of sodium silicate solution indicates
signifcant improvement in water-absorption
characteristics. As in the case of other treatments, this
treatment is more effective for coarser aggregates than
for fner aggregates.
3.5.2 The dry and wet aggregate impact values of
the low-quality aggregates are considerably improved
by soaking in 10 percent solution of sodium silicate.
With this concentration of sodium silicate solution, all
the low-quality aggregates can be used even in surface
courses of rural roads. However, the water-absorption
values restrict their use in all the layers. Sandstone
and shale aggregates can be used in base courses after
treatment with 10 percent solution. The broken brick
aggregates are suitable for use in sub-base courses and
shale aggregates for base courses of rural roads using
20% solution of sodium silicate.
3.6 The suitability of different treatments for
different low quality aggregates as brought out by
the laboratory study is summarized in Table 12. The
following fndings are derived.
TECHNICAL PAPERS
Table 12 Suitability of Different Treatments for Different Low-Quality Aggregates Based on
Water Absorption and Wet Aggregate-Impact Value
Aggregate
Type
Untreated
Aggregates
Treated Aggregates
Bitumen Coating 40:60
Bitumen
Kerosene Oil
Blends
Urea-Formal-
Dehyde Resin
Solution
Sodium Silicate
Solution
1% 2% 25% 50% 10% 20%
Broken bricks NS NS NS base subbase subbase NS subbase
Sandstone subbase base subbase base base base subbase base
Shale subbace surface surface base base surface subbase base
NS not suitable for any layer.
For broken brick aggregates, the best
treatment is soaking in bitumen/kerosene
oil blend.
For sand-stone aggregates, all the
treatments are effective to render them
suitable for use in sub base and base
courses.
For shale aggregates, treatment with 2
percent bitumen coating and 50 percent
resin solution make them suitable for use
in surface courses.
3.7 Table 13 is prepared on the basis of satisfaction
of the specifed requirements for water-absorption and
wet aggregate impact values for different courses of
rural roads. If the limits of water absorption values are
not considered as signifcant as those of wet aggregate
impact values, it is quite possible that some of the
treated aggregates can be considered suitable for
use in course superior to those indicated in Table 12.
The suitability of different treatment based only on
wet aggregate impact values of different low quality
aggregate for use in different course of rural roads is
indicated in Table 13.
Table 13 Suitability of Different Treatments for Different Low-Quality Aggregates Based Only on
Wet Aggregate Impact Values
Aggregate Type Untreated
Aggregates
Treated Aggregates
Bitumen Coating 40:60 Bitumen
Kerosene Oil
Blend
Urea-Formal-
Dehyde Resin
Solution
Sodium Silicate
Solution
1% 2% 25% 50% 10%
Broken bricks -- base surface surface surface surface
Sandstone subbase base surface surface surface surface
Shale subbase surface surface surface surface surface
4 CONCLUDING REMARKS
Three typical low-quality aggregates such as broken
brick, sandstone and shale show signifcantly high
water absorption and wet aggregate impact values
indicating the need for treatments, which can
render them suitable for use in different courses of
rural roads by controlling their water-absorption
characteristics and subsequently loss of strength
after wetting. Different treatments are found to be
suitable for different types of low-quality aggregates
for improvement of their water-absorption and wet
strength characteristics. Under the circumstances, no
single treatment can be recommended for all types of
low-quality aggregates, and for each type, a laboratory
study may be necessary to determine the appropriate
type of treatment. However, soaking in bitumen-
kerosene oil blend appears to be more acceptable.
ACKNOWLEDGEMENTS
Author is thankful to Dr.S. Gangopadhyay for kind
permission to publish this paper.
TECHNICAL PAPERS
REFERENCE
1. Indian Roads Congress, New Delhi Rural Road Manual
IRC Special Publication No. 20, 2002.
2. Pedersen T.A. Low Cost Road Construction Techniques
Proceedings, 2
nd
Conference of Road Engineering
Association of Asia and Australia (1978).
3. Swaminathan, C.G. and Lal N.B., Appropriate
Technologies for Rural Road Development Paper No.
329, J ournal of Indian Roads Congress, VoL.40-1, 1980.
4. Steven M. Bloser Commonly Used Aggregate Materials
and Placement Method J ournal of the Transportation
Research Board No.1989 (pp 178-185).
5. Stephen Moulux, and Michael Mitchell Chloride
Stabilization of Unpaved Road Aggregate Surfacing
J ournal of the Transportation Research Board No.1989
(pp 50-59).
6. Vasant G. Havangi, Sudhir Mathur, P.S.Prasad &
C.Kamraj Feasibility of Copper Slag Flyash Soil
Mix as a Road Construction Material J ournal of the
Transportation Research Board No.1989 (pp 13-20).
7. GokhaIe, Y. C.,Shukla, R. S. and Jain, P. K. Benefcation
of Shale Aggregate and Production of Artifcial Aggregate
International Symposium on Aggregates, Nice. France.
1984.
8. Stephen E, Geoff C and Ross K. Selection and Use of
Locally Available Pavement Materials for low volume
Roads in Western Australia J ournal of the Transportation
Research Board No.1989 (pp 194-204).
9. Swaminathan, C.G., Gokhale, Y.C., Prashar, B.L. and
Agya Ram Report on the Investigation of Silchar-Aizaj
Road in Mizoram Technical Report, Central Road
Research Institute, New Delhi, 1976.
10. Hong, H. and RacIer, L. K. Physical Properties of
Aggregates Stabilized with Paper Mill Wastes Highway
Research Record No. 52, 1964.
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri Nihar Kanti Sinha,
F.No. 1-B, B-Block, Vasudha Appartment, VIP Road, Naraya-Ntala (West), Baguiati, Kolkata (West Bengal).
He was also Past President of the Indian Roads Congress.
May his soul rest in peace.
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AMENDMENT TO IRC:6-2014
AMENDMENT NO. 1/IRC:6-2014/JANUARY 2014
TO
IRC:6-2014 STANDARD SPECIFICATIONS AND CODE OF PRACTICE FOR
ROAD BRIDGES, SECTION II LOADS AND STRESSES
(REVISED EDITION)
PROPOSED NEW CLAUSES
Under Clause 201 after IRC Class B Loading
IRC Class Special Vehicle (SV) Loading: This loading is to be adopted for design of new bridges in select
corridors where passage of trailer vehicles carrying stator units, turbines, heavy equipment and machinery
may occur occasionally. This loading represents a spectrum of special vehicles in the country and should be
considered for inclusion in the design wherever applicable.
AFTER CLAUSE 204.4
204.5 Special Vehicle (SV)
IRC Class SV Loading: Special Multi Axle Hydraulic Trailer Vehicle
(Prime Mover with 20 Axle Trailer - GVW =385 Tonnes)
204.5.1 The longitudinal axle arrangement of SV loading shall be as given in the sketch below:
204.5.2 The transverse wheel spacing and the axle arrangement of SV loading shall be as given in the sketch
below:

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204.5.3 The SV loading shall be considered to ply close to center of carriageway with a maximum eccentricity
of 300 mm for single carriageway bridges or for dual carriageway bridges, as shown below:
Note : Dimensions in all the above sketches are in millimetres:
204.5.4 During the passage of SV loading, no other vehicle shall be considered to ply on the bridge. No wind,
seismic, braking force and dynamic impact on the live load need to be considered as the SV shall move at a
speed not exceeding 5kmph over the bridge. For the load combination with special vehicle, the partial safety
factor for verifcation of equilibrium and structural strength under Ultimate Limit State and for verifcation of
Serviceability Limit State shall be taken as 1.0.
Note : The movement of Special Vehicle shall be regulated/monitored to ensure that it moves at a speed less than 5 kmph and also does
not ply on the bridge on a high wind condition.
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Amendment No. 1 / IRC:24-2010/ January 2014
To
IRC:24-2010 Standard Specifcations and Code of Practice for Road Bridges,
Section V
Steel Road Bridges (Limit State Method) (Third Revision)
Sl.No. Clause No. &
Page No.
For Read
1. 504.3
(Page 36)
The distance between centres of the main
girders shall be suffcient to resist overturning
or over stressing due to lateral forces and
loading conditions
Replace main girders by main outermost
girders
2. 504.4(b)
(Page 36)
For rolled steel joists and plate girders Replace plate girders by uniform depth plate
girders
3. 504.6.2(a)
(Page 37)
Beams and plate girders upto and including
35 m span need not be cambered
Substitute the following for the existing:
It is not mandatory to camber beams and plate
girders upto and including 35 m span
4. 507.5.1.2
(Page 63)
Loaded through one Leg
The fexural torsional buckling strength of
single angle loaded in compression through
one of its legs may be evaluated using the
equivalent slenderness ratio
e
as given
below:
Add the following at after the word below:
in place of in clause 507.1.2.1 and using
curve C ( = 0.49) of Fig. 5
5. 509.3.1
Table 12
(Page 86)
Second Column
Warping
Restraint Line
1
Both fanges fully restrained Substitute the following for the existing:
Both fanges partially restrained.
6. 509.3.1
Para 2
(Pages 86 & 87)
In simply supported beams with intermediate
lateral restraints against lateral torsional
buckling the effective length for lateral
torsional buckling to be used in Clause
509.2.2.1, L
LT
, shall be taken as the length of
the relevant segment in between the lateral
restraints. The effective length shall be
equal to 1.2 times the length of the relevant
segment in between the lateral restraints.
In simply supported beams with intermediate
lateral restraints against lateral torsional
buckling, the effective length for lateral torsional
buckling, L
LT
to be used in Clause 509.2.2.1
shall be taken as the length of the relevant
segment in between the lateral restraints. In
case of intermediate partial lateral restraints, the
effective length L
LT
shall be taken as equal to
1.2 times the length of the relevant segment in
between the partial lateral restraints.
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Sl.No. Clause No. &
Page No.
For Read
7. 509.4.2.2(b)
(Page 94)
tan
-1
(d/c) Substitute the following for the existing:
nearly tan
-1
5 . 1
|
.
|
\
|
c
d
8. 509.5.1
Fig.7 Note 2
(Page 95)
Panel B is designed without utilizing tension
fled action as given in Clause 509.4.2.2(a)
Panel B is designed using simple post-critical
method as given in Clause 509.4.2.2(a)
9. 514.4.5
(Page 170)
Erection scheme of the bridge shall be
checked to ensure the adequacy of the
affected components of the bridge structure
and safety of the bridge at all stages of
erection.
All components of the bridge structure shall
be checked against temporary forces, to which
these will be subjected to during various stages
of erection, to ensure safety during erection.
10. 514.5.9
(Page 171)
The method of erection, as also the drawing
of the temporary work and the use of erection
equipment, shall be subject to the approval
by the Engineer.
The Engineer shall approve the procedure of
erection, drawings of temporary works and use
of erection equipment, prior to commencement
of erection.
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ERRATA TO IRC:24-2010
Errata No. 1/ IRC:24-2010/January 2014
To
IRC:24-2010 Standard Specifcations and Code of Practice for Road Bridges
Section V
Steel Road Bridges (Limit State Method) (Third Revision)
Sl. No. Clause No. &
Page No.
For Read
1. Cl.501.5 Symbols
(Page 11)
C
my
, C
mz
Moment amplifcation
factor about respective axes
Delete
2. Cl.503.1.2(c)
Lines 4&5
(Page 28)
. appropriate choice of one or
more the following: ..
Insert of between more and the
3. Cl.503.2.2 Line 2
(Page 29)
. The limits states are classifed
as: ..
Replace limits states by limit states
4. Cl.503.5.2 Line 2
(Page 31)
. the partial safety factor for
loads (f) shall be..
Replace (f) by (
f
)
5. Table 2 Column 2
Against Stem of a
T-Section etc
(Page 33)
D/t
f
Replace by d/t
6. Table 2 Column 2
Against Circular
hollow tube etc.
(Page 33)
D/t
f
Replace by D/t
7. Fig. 1 Figure
for ROLLED
CHANNELS
(Page 35)
h Replace by d
8. Cl. 506.1.2.3
Line 6
(Page 41)
f
u
mo
/f
y
ml
Replace by 0.9f
u
mo
/f
y
ml
9. Fig. 5
(Page 50)
Existing fgure does not show
the title of the abscissa
Insert as the title of the abscissa (X-axis)
10. Cl.507.5.1.2
Line 7
(Page 63)

vv
=
l r
vv
/
/
( )

2
250
and
=
b b t
1 2
2
2
250
+ ( )/
/
vv
=

l
r
E
vv
|
\
|
.
|

2
250
and
=
b b t
E
1 2
2
2
250
+ ( )/

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Page No.
For Read
11. Cl.509.2.1.1
Line 3
(Page 78)
d/t
w
67 Replace by d/t
w
> 67
12. Table 11
(Page 84)
KL/r Replace by L
LT
/r
y
,
h/t
f
Replace by h
f
/ t
f
13. Table 13 Last row,
First Column:Free
(Page 88)
Existing fgure shows top
fange gusset
Delete top fange gusset from the fgure
14. Cl.509.4.2.1
(Page 92)
and f
y
Replace by
w
and f
yw
respectively wherever
appearing
15. Cl.509.4.2.2(b)
Line 12
(Page 93)
b
=buckling strength.
Clause 509.4.2.2(a)
Delete the Line
16. Cl.509.4.2.2 (b)
Line 18
(Page 94)
=d cos +(c-s
c
-s
t
) sin Replace by =d cos - (c-s
c
-s
t
) sin
17. Cl.509.6.1.1(a)
(Page 97)
Replace by
w
wherever appearing.
18. Cl.509.6.1.1(b)(iii)
(Page 98)
c <d Replace by c <0.74d
19. Cl.509.6.1.1(d)
(Page 98)
w
= 250/ f
yw
Add =yield stress ratio of web.
20. Cl.509.6.1.2(b)
(Page 99)
f
= 250/ f
yf
Add = yield stress ratio of fange
21. Cl.510.3.1.2(c)
(Page 113)
for n 0.2 M
ndy
=M
dy
for n >0.2 M
ndy
=1.56 M
dy
(1 n) (n +0.6)
M
ndz
=1.11 M
dz
(1 n) M
dz
M
ndz
=1.11 M
dz
(1-n) M
dz
For n 0.2, M
ndy
=M
dy
For n >0.2, M
ndy
= 1.56 M
dy
(1-n) (n+0.6)
22. Table 15
(Page 116)
Table 15 Replace existing Table 15 by revised Table
15 shown separately
23. Cl.511.6 Line 1
(Page 129)
No fatigue assessment is
necessary if any of the following
conditions are satisfed
Replace by :
No fatique assessment is required if the
following conditions are satisfed.
24. Cl.512.6.4 Line 8
(Page 149)
0.9 f
ub
A
n
f
yb
A
sb
(
mf
/
m
) Replace by 0.9 f
ub
A
n
f
yb
A
sb
(
mf
/
m0
)
25. Cl.C1.2 Line 3
(Page 177)
(L
LT
) Replace by (L
LT
)
2

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Page No.
For Read
26. Cl. C1.2 Line 19
(Page 177)
(z
2
- y
2
) Replace by (z
2
+y
2
)
27. Table C.1
(Page 178)
Existing Table incomplete Replace by complete Table shown separately
28. Table C1(contd..) :
Constants
(Page 179)
Under c
2
: Line 7 1.257 Replace by 1.267
Under c
3
: Line 5 : 1.780 Replace by 1.730
Under c
3
: Line 10 : 1.390 Replace by 1.890
29. Cl. C1.2
(Page 179)
I
t
=The torsion constant. Replace by I
t
=St Venants torsion
constant.
30. Cl. G4.6.2
Defnition of k
2

Line 4
(Page 222)
. Parallel to the axis of the
girder..
Replace by:
parallel to the yyaxix of the girder
Table 15 Equivalent Uniform Moment Factor (Cl. 510.3.2.2)
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Table 15 Equivalent Uniform Moment Factor (Cl. 510.3.2.2)
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Amendment No. 1/ IRC:112-2011 / January 2014
To
IRC:112-2011 Code of Practice for Concrete Road Bridges
S. No Clause No. &
Page No.
For Read
1 3.2.2
(Page 12)
f
pk
characteristic tensile strength of
prestressing steel
f
pk
characteristic tensile strength of
prestressing steel which is same as f
p

corresponding to breaking load given in the
relevant IS codes listed in Table 18.2
2 6.2.2 Note: (2)
Fig.6.2
(Page 30)
Value of
uk
shall be taken from the
standard governing the manufacture of
reinforcement.
Value of
uk
shall be taken as the uniform
elongation given in the standard governing
the manufacture of reinforcement.
3 10.4.4
(Page 103)
The design punching shear resistance
(MPa) of slab may be calculated as
follows:
The design punching shear resistance shall
be assessed at the basic control perimeter,
according to Clause 10.4.2. The design
punching shear resistance (MPa) of slab may
be calculated as follows:
4 15.3.1.2
(Page 163)
The minimum cover for post tensioned
ducts shall not be less than maximum
of the outer diameter of ducts or
75 mm.
(local reduction in spacing at
externally jointed locations of ducts is
acceptable).
The minimum cover for post tensioned ducts
shall not be less than 75 mm. Local reduction
in cover at externally jointed locations of
ducts is acceptable.
5 16.9 (1)
(Page 186)
Deep beams can be designed using
appropriate elastic models or by plastic
methods.
Deep beams (span/depth ratio less than 3)
can be designed using appropriate elastic
models or by plastic methods.
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Errata No. 1/IRC:112-2011/January 2014
To
IRC112-2011 Code of Practice for Concrete Road Bridges
S No. Clause No. &
Page No.
For Read
1. 10.3.4
(Page 95)
V
Edi
V
Rdi
V
Edi
is the interface shear stress
V
Rdi
is the resisting capacity at section
V
Edi
= V
Ed
/zb
i
v
Edi
v
Rdi
v
Edi
is the interface shear stress
v
Rdi
is the resisting capacity at section
v
Edi
= v
Ed
/zb
i
2. 13.5
(Page 136)
Requirements given in this Clause are in
addition to those given in Clause 16.11
Requirements given in this Clause are in
addition to those given in Clause 16.14
3. 15.2.6.1 (4)
(Page 159)
When large bars are used, adequate crack
control shall be ensured either by using
surface reinforcement as per Clause
16.2.4.2, or by calculation as per Section
12.
When large bars are used, adequate crack
control shall be ensured either by using
surface reinforcement as per Clause
16.5.4 (4), or by calculation as per
Section 12.
4. 15.11
(Page 166)
f
ctd
(t) is the design tensile strength at time
of release t (Refer Clause 6.4.3.3) taken
as 0.7 f
tm
(t)/
c
f
ctd
(t) is the design tensile strength at time
of release t (Refer Clause 6.4.2.3) taken
as 0.7 f
ctm
(t)/
c
5. 16.7.1 (3)
(Page 185)
16.7.1 (4)
(Page 185)
16.7.1 (4)
(Page 185)
Eq. 16.12

a
c
<0.5 h
c

In corbels with a
c
>h
c
A
s.stirrup
0.5 f
cd
/f
yd

a
c
0.5 h
c

In corbels with a
c
>0.5 h
c
A
s.stirrup
0.5 F
Ed
/f
yd
6. Annexure A2
Clause A2.9
Figure A2-4
(Page 243)
1. Fig A2-4 Rectangular Tensile
Strength
2. nf
cd
1. Fig A2-4 Rectangular Stress
Distribution
2.
fcd
7. Clause 16.7.1
(Page 186)
Figure shown below Corrected Figure shown below
I
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ERRATA NO. 1/IRC:112-2011/JANUARY 2014
As existing in the code
Note : Provide chamfer to avoid re-entrant corners in 16.7a) and 16.7 b)
Fig. 16.7 Reinforcement of a Corbel
As Amended:
Note : Provide chamfer to avoid re-entrant corners in 16.7a), 16.7 b) and 16.7 c).
Fig. 16.7 Reinforcement of a Corbel
a
c
a
c
a
c
I
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AMENDMENT TO IRC:SP:37-2010
Amendment No. 1/IRC:SP:37-2010/January, 2014
To
IRC:SP:37-2010 Guidelines for Evaluation of Load Carrying Capacity of Bridges
(First Revision)
S. No. Clause No.
&
Page No.
For Read
1. 8.5.8.
(Page 33)
(iii) last line
..Sub-clause
3.5 hereinbefore
(iii) last line
..Sub-clause 3.5 hereinbefore
(b) For Girder Bridges
(i) The defection or the percentage recovery of defection does
not satisfy the limits specifed in 8.6.2.
ii) Signs of distress in the shape of cracks with a width more
than 0.3 mm in the tensile zone of the girders for normal
cases and 0.2 mm for structures exposed to very severe and
adverse conditions or conspicuous diagonal cracks close to
support are observed.
__________
ERRATA TO IRC:SP:37-2010
Errata No. 1/ IRC: SP: 37-2010 /January, 2014
To
IRC:SP:37-2010 Guidelines for Evaluation of Load Carrying Capacity of Bridges
(First Revision)
S. No. Clause No.
&
Page No.
For Read
1.
2.
8.5.7.
(2
nd
para
on
Page 33)
8.5.8.
(Page 33)
The linearity . 24 hours.

Next stage..conditions.
8.5.8.(a) For arch Bridges
The linearity . 24 hours.

8.5.8
Next stage..conditions.
(a) For arch Bridges
___________

INDIAN ROADS CONGRESS
HQ Office : Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022 (India)
Phone. : Secy. Genl.:+91(11) 26185303, Sectt.:+91(11) 26185315, 26185319, 26185273, 26716778
Fax: +91(11) 26183669, E-mail : secretarygen@irc.org.in, director@irc.org.in Website : www.irc.org.in
Satellite Office : J amnagar House, Shahjahan Road, New Delhi-110011 (India)
Phone: Secy.Genl.: +91(11) 23386486, Sectt: +91(11) 23384543, 23385395, 23387140, 23386274
Fax: +91(11) 23381649 E-mail: membership@irc.org.in, Website : www.irc.org.in

FORM A-1, APPLICATION FOR MEMBERSHIP

I desire to become a Member/Student Member/Life Member/Individual Associate Member of the Indian Roads
Congress and agree that, if admitted, I will be subject to the Memorandum, Rules, Regulations and the Bye-Laws of the
Society for the time being in force or as they may hereafter be altered or added to according to Law, and I undertake to
promote the objects and interests of the Society so far as lie in my power, provided that whenever, I shall signify in writing to
the Secretary General that I am desirous of withdrawing from the Society, I shall, after the payment of any arrears which may
be due fromme, be free fromthe obligations above mentioned.
I give below full and accurate statement of my academic qualifications, experience, etc.:

(TO BE FILLED IN CAPITAL LETTERS)

1. NAME______________________________MIDDLE NAME_____________________LAST NAME___________________
(Dr./Mr./Mrs./Ms.)

2. DATE OF BIRTH (DAY)_________________(MONTH)____________________(YEAR) (attach proof)

3. PROFESSIONAL /EDUCATIONAL QUALIFICATIONS (Attach copy of Degree/Diploma certificates)

(i) (ii)

4. DESIGNATION_________________________________________________________________________________________

5. ORGANISATION________________________________________________________________________________________

6. PRESENT ADDRESS*
PIN CODE______________________
PERMANENT ADDRESS*________________________________________________________________________________
________________________________________________________________________PIN CODE______________________
(Mobile No.) (Phone No. with STD Code) (Off.) (Res.)___________________
(E-mail)_________________________________________________________________________________________________
(* Kindly mention where you wish to receive the correspondence. Member to intimate any change in address in future)
7. BRIEF OF RELEVANT EXPERIENCE
Period Post Held Field of Work
Exp.1.

Exp.2.

8. AREAS OF INTEREST __________________________________________________________________________________

9. TYPE OF MEMBERSHIP SOUGHT (Please tick ) Member (M) Student Member (SM) Life Member (LM)
Individual Associate Member (IAM) Individual Associate Life Member (IALM)

10. WHEATHER SEEKING CONVERSION OF STUDENT MEMBERSHIP TO REGULAR MEMBERSHIP
(APPLICABLE ONLY FOR M.TECH/RESEARCH SCHOLORS) (Y/N)
11. MEMBERSHIP OF OTHER PROFESSIONAL ORGANISATION / INSTITUTE__________________________________

12. AMOUNT TO BE REMITTED____________________________________________________________________________

(A) DD/CHEQUE
*
____________________________________ DATED_______________________________________
(*Subject to realization)
(B) ONLINE PAYMENT (if applying online) ____________________________________________________________

DATED_________________________________________________SIGNATURE____________________________________
------------------------------------------------------------------------------------------------------------------------------------------------------------------------
FOR USE IN THE IRC OFFICE Roll Number_____________________________________
Receipt No.______________________________________________________ Amount Received_________________________________
Date____________________________________________________________Collection No.____________________________________

1. QUALIFICATION REQUIRED FOR MEMBER/STUDENT MEMBER/ LIFE MEMBER / INDIVIDUAL
ASSOCIATE MEMBER & INDIVIDUAL ASSOCIATE LIFE MEMBER

1.1. Graduation in Engineering in relevant field.
1.2. Corporate Members of the Institution of Engineers (India)
1.3. Persons holding such qualifications as are acceptable by the Institution of Engineers (India) for election to Corporate
Membership.
1.4. Diploma holders with 20 years experience or 10 years experience and in the rank of SDO/AE.
1.5. Such qualified Engineers who are or have been connected with road sector and such other persons being Scientist of
eminence in or being engaged in a responsible capacity in the sciences allied to road sector including construction and
maintenance, as the case may be, can be elected member of the Society after the approval of the Executive Committee.
1.6. Such Persons, who, while not eligible to be Member/Life Members, are or have been in the opinion of the Executive
Committee, engaged in the administration of roads or road transport or so engaged in business connected with
construction and maintenance of roads or with the manufacture or sale of materials used in connection with the making or
repairing of roads or of road transport vehicles or the operation thereof for more than 5 years may be elected Individual
Associate Members of the Society.
1.7 (a) Students of Final Year of BE/B.Tech or M.Tech/Ph.D in engineering may be elected as Student Members (SM).
(b) Student Member can convert their Student Membership to Regular Membership by paying Rs.200/- after obtaining
B.E./B.Tech. degree
(c) Students of M.Tech/Ph.D can also become Life Member of IRC by paying a sumof Rs.17000/-.

2. FEE TO BE PAID ALONGWITH APPLICATION FORM A-1
Member Individual Associate Member
_______________________

India & SAARC Student Foreign
Countries Member Countries
Rs. Rs. US $ Rs.
Entrance fee 400 400 100 1500
Annual Subscription 1300 900 150 5000
Total 1700 1300 250 6500
Less:Rebate on 1
st
Subscription (-) 200 (-) 200 Nil (-) 500
Net amount payable(Mandatory) 1500* 1100 250 6000

NOTE: The rebate is also allowed on subsequent subscription if paid before the 30
th
June of every year.

Members can become Life Members. The compounding fees are given in the Age Table given below. Individual
Associate Members elected under Rule 5-f whose subscription are not in arrears may also compound their annual
subscriptions by a single payment depending upon their age at the time and which shall be 3.2 times of compounding fee for
members as given in the Age Table for compounding for Life Membership. Age shall be reckoned as that on the birthday
nearest 1
st
April of the year commuting annual subscriptions. Such members shall be called as Individual Associate Life
Members.
Members from foreign countries (other than SAARC countries) whose subscriptions are not in arrears may
compound their future annual subscriptions by a single payment of US $ 600.
Applicants for life membership applying directly are required to add Rs.1500/-* in addition to the fee payable as
per Age Table given below.
AGE TABLE FOR COMPOUNDING FOR LIFE MEMBERSHIP
_____________________________________________________________________________________________
Age Compounding Fee Age Compounding fee Age Compounding Fee
Years Rs. Years Rs. Years Rs.
_____________________________________________________________________________________________
21 17000 35 14000 49 9600
22 17000 36 14000 50 9600
23 17000 37 13400 51 8800
24 17000 38 13400 52 8800
25 16000 39 12800 53 8000
26 16000 40 12800 54 8000
27 15600 41 12200 55 7200
28 15600 42 12200 56 7200
29 15200 43 11600 57 6600
30 15200 44 11600 58 6600
31 14800 45 11000 59 6000
32 14800 46 11000 60 6000
33 14400 47 10400 and over
34 14400 48 10400
_______________________________________________________________________________________________
Demand Draft/Cheque, may be drawn in favour of Secretary General, Indian Roads Congress payable at New Delhi.

Indian Highways Feb 2014

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