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Indian Highways
Volume : 47 Number : 4 ● APRIL, 2019 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
Contents
 From the Editor's Desk 4-5
 Meet the New DG (RD) & SS MoRT&H 6
 From the Desk of Guest Editor, DG (RD) & SS MoRT&H 7
 Advertisements 8, 9, 10 & 58
 IRC Technical Committees Meeting Schedule 10
 New/Revised Publications of IRC 39
Technical Papers
 Measurement of Aggregate-Bitumen Interface Bond Strength using Binder Bond Strength Test 11
By Nihit Nigam, Vinamra Mishra & Dharamveer Singh
 New Saraighat Bridge - A Vital Link to Gateway of North East 19

By V.N. Heggade & A.N. Singh
 Influence of the Ganga Sand on Subgrade Characteristics of Cohesive Soil 32

By Neeraj Kumar Yadav & S.K. Suman
 Cement Concrete Curing: Its Significance & Assurance at Project Site 40

By S S Joshi
 MoRT&H Circular 47-51
 Tender Notices 52-57
Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110 020 `20
INDIAN HIGHWAYS APRIL 2019 3

FROM THE EDITOR’S DESK
DISPUTE RESOLUTION IN ROAD PROJECTS

Road construction contracts are governed by the “substantive law” i.e. The Indian contract Act, 1872. Section
51 to 55 of the said Act provides for reciprocal promises. The construction contract as entered into between
the contractor and department is of reciprocal promises and sequence of performance of promise is in the
manner in which they are to be performed so that parties to contract can perform subject to conforming with
the contract requirements.
In Construction contracts a dispute arises when a claim is asserted by one party and denied by the other party
on whatever grounds. Mere failure or in action to pay dues does not lead to the inference of existence of
dispute. Dispute entails a positive element of assert and denying, not merely inaction to acceded to a claim
or a request. Whether in a particular case, a dispute has arisen or not, has to be found out from the fact and
circumstances of the case. In the event of any dispute between the parties, the first attempt should be to
resolve the dispute through Conciliation.
It has been observed that most Claims as raised by the Contractors under the Arbitration are invariably on
account of failure of department to hand over encumbrance free site, delay in acquisition of land, shifting of
utilities, forest clearance, delay in making of Interim payments or final payment under the Contract, delay
in decision on issues as sought for by the Contractor as required for execution of work, delay in approval
of drawings as submitted by the Contractor or delay in issue of drawings by the Department, dispute or
difference as regard interpretation of implementation of a clause or provision of Contract, a decision taken
by the Executive Engineer is beyond the provisions of Contract, Contractor not satisfied with the decision
of the Executive Engineer on any of the issue(s) raised by the Contractor, failure to issue a variation order
where required, dispute as regard any compensation event, idling of resources, machinery and equipment on
account of prolongation of stay at site for reasons attributable to the department.
In General Conditions of Contracts (GCC) there is a provision for settlement of disputes. The dispute shall be
referred to the Dispute Review Expert (DRE) within 14 days of the notification of dispute. DRE shall give a
decision in writing within 28 days of the receipt of notification of dispute. DRE is generally provided for works
costing upto Rs.50.00 Crore. Dispute Review Board of three members (one from employer, one from contractor
and one to be nominated by designated authority in contract, for works costing more than Rs.50.00 Crore. Data
and the cost shall be divided equally between the employer and the contractor. Whatever decision is reached
by the DRE/Dispute Review Board, either party if unsatisfied by the DRE decision may give notice to the other
and refer the decision of DRE to Arbitration within 28 days of the DRE’s written decision. If neither party refers
the dispute to arbitration within the next 28 days, the DRE’s decision shall be final and binding.
In case of dispute or differences arising between the employer and a domestic contractor relating to any matter
arising out of or connected with the contract agreement, is not settlement by DRE/Competent Authority then
it shall be settled through arbitration in accordance with the Arbitration and Reconciliation Act, 1996. The
Arbitration Tribunal shall be of Sole Arbitrator or 3 Arbitrators one of each to be appointed by the employer
and the contractor and the third arbitrator to be chosen by the two arbitrators appointed by the parties to act
as the Presiding Arbitrator. In case of failure of the two arbitrators appointed by the parties to reach upon
4 INDIAN HIGHWAYS APRIL 2019

FROM THE EDITOR’S DESK
a consensus for presiding arbitrator within a period of 30 days from the appointment of the Arbitrators, the
Presiding Arbitrator shall be appointed by the Executive committee of Indian Roads Congress or any other
designated authority mentioned in the contract.
The Arbitral Tribunal (AT) shall decide the dispute submitted to arbitration, in accordance with the substantive
laws for the time being in force in the country. The substantive law in the country are “The Indian Contract
Act, 1872, the Limitation Act, 1963, the Arbitration and Conciliation Act, 1996 as amended by the Arbitration
and Conciliation (Amendment) Act, 2015 and the rulings given by the Supreme Court of India etc. While
deciding and making an award, the AT shall, in all cases, take into account the terms of the contract and trade
under the present usages applicable in the transactions. Arbitration and Conciliation Act, 1996 in the matters
of arbitral proceedings with more than one arbitrator, any decision of the AT shall be made by a majority of
all its members.
In some contracts, in case any party fails to nominate their arbitrator within 30 days of intimation given
by other party, the IRC council is also authorized to nominate arbitrator on behalf of defaulting party. IRC
council is authorized to nominate presiding arbitrator if arbitrators from both the parties fail to select a
presiding arbitrator. The IRC registers and prepares a panel of retired Chief Engineers from Central and State
Governments as arbitrators. As and when there is a request for arbitrators from any employer/contractor, the
same is proposed for the work. In Highway contracts of NHAI, arbitration is to be carried out in accordance
with the rules of the arbitration of the SOCIETY FOR REDRESSAL OF DISPUTES (SAROD)
It has been observed that the General Condition and Special condition of contracts are not reviewed from
time to time by employers. The contract conditions need to be reviewed periodically so that these are in line
with the Substantive law of the country. Ambiguity left in the contract delays execution of works and leads
to disputes. These contract condition needs to be balanced for both the parties with simplified procedures for
decision making. In some States the official language is Hindi. The contract documents GCC, SCC are in
English language. There is a need to make General Condition of Contract, SCC in hindi language.
The Employer ought to be fully aware of the obligations under the contract and must be ready to perform the
same well in time. The major obligations of the employers are handing over encroachment free site, issue of
good for construction drawings, due and timely payment to the Contractor. The engineers need to be trained
in contract management.
IRC is in the process of revision of MoRTH Specifications for Road and Bridge Works. Ambiguity in
specifications sometimes leads to delay in execution of work and Arbitration. Readers are requested to send
feedback on specifications as well as other contract documents so that they can be addressed during their
revision and thus minimizing any scope of their misinterpretation for smooth implementation of projects.
(Sanjay Kumar Nirmal)

Secretary General

MEET THE TECHNICAL
NEW DG (RD)PAPER
& SS MoRT&H
Shri I.K. Pandey,

Director General (Road Development) &
Special Secretary, MoRT&H
Shri I.K. Pandey joined Ministry of Road Transport & Highways in September, 1984 as
Assistant Executive Engineer and rose to the position of Director General (Road Development)
& Special Secretary. He was graduated in the year 1982 in Civil Engineering and pursued
a course of Masters in Foundation Engineer in 1996. He has also successfully completed a
course in Environment Impact Assessment & Auditing (EIA&A) from University of Bradford,
United Kingdom and a course in Advanced Bridge Engineering at TIC (Tokyo International
Centre), Japan. He has worked in the Ministry in various capacities and also in National
Highway Authority of India (NHAI) as General Manager (Tech) and Chief General Manager
(Tech). During his career spanning over 35 years he had successfully got executed numbers
of prestigious Highways projects including major bridges. He has contributed in preparation
of specification and codal provision of IRC as Convenor/Member of various IRC Technical
Committees. He has also steered the work of ING-IABSE for disseminating knowledge in the
field of Bridge Engineering through workshops and seminars across the country.

From the Desk of Guest Editor, DG (RD) & SS MoRT&H
Quality Systems
Quality has been the main stay in construction industry since beginning of civilization however, quality
has been considered by various stakeholders in different manners and silos. What is required is to
understand the quality as a way of life and philosophy. Quality has to be ensured since beginning from
planning stage and continue to be observed through various stages of design, construction and there-
after during its service life for proper maintenance. All stake holders must shoulder their responsibility
for the role they have been assigned for ensuring quality of product and desired service during life time.
Having said that, attention has to be paid to achieve total quality management.
Infrastructure sector specially highway and bridge construction are being executed on EPC mode of
contract. Under the EPC mode of contracts responsibilities has been assigned to the EPC contractor
to design construct and maintain ensuring the quality. Expert Consultants are being engaged at every
stage i.e. for preparation of detailed project report, supervision of the contract during construction and
further during maintenance period to look into the quality aspect and ensure quality system and quality
assurance.
More often, it is observed that there has been laxity on the part of the client to leave everything to
the Authority engineer and the contractor to achieve the desired quality standards and completion of
works as per specifications. Provisions under the EPC contract has led to complacency on the part of
Authority engineer as well, who believe that the quality remains the responsibility of the contractor who
is responsible for design and proof checking through a reputed consultant or engineering institutions.
Authority Engineers have also misunderstood the EPC document to believe that their responsibility
lies with checking of only specified percentage of the quantity or number of test prescribed for each
category or type of test for qualifying category by the Contractor, whereas provisions are made to
randomly carryout test check everyday and any deficiency observed to be got rectified. However, during
recent inspection, it was observed that TL/Material Engineer of AE are not observing this test check
regularly and they failed to check and sign the Quality Register for years together. Such a callousness
has led to premature failure of cement concrete Pavement recently been constructed under various
projects. There has been failure of temporary works, which led to collapse of span during construction.
Safety during construction is a completely neglected subject.
This only indicates that the basic premise contained in EPC Contract and AE’s contract are not met. Had
it been there, recently observed failure would not have occurred. Here comes the duty of the client to
watch whether Contractor, AE/ IE and safety consultants are discharging their responsibilities diligently
and at required frequency and quality systems are followed scrupulously.
I would appeal to all the clients to pay attention on these matters to ensure quality of works to pre-empt
failure and ensure delivery of safe and durable infrastructure.
(I.K. Pandey)

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IRC Technical Committees Meeting Schedule for

April, 2019
Date Day Time Name of the Committee
06-04-19 Sat 11.00 AM Specialized Bridge Structures including Sealinks Committee (B-9)
12-04-19 Fri 11.00 AM Road Safety and Design Committee (H-7)
Flexible Pavement, Airfield & Runways Committee (H-2)

13-04-19 Sat 11.00 AM
Hill Roads & Tunnels Committee (H-10)
Reduction of Carbon Footprint in Road Construction and Environment

16-04-19 Tue 11.00 AM Committee (G-3)
20-04-19 Sat 11.00 AM Human Resource Development Committee (G-2)
11.00 AM Expert Group Meeting for National Bridge Code

27-04-19 Sat
02.00 PM Expert Group Meeting for National Road Code

TECHNICAL PAPER
Measurement of Aggregate-Bitumen Interface Bond

Strength using Binder Bond Strength Test
Nihit Nigam1 Vinamra Mishra2 Dharamveer Singh3
Abstract
The present study is focussed to examine the suitability of Binder Bond Strength (BBS) test to evaluate bonding failure at
aggregate-bitumen interface under different moisture conditioning regimes. Bonding failure in bituminous pavement due
to moisture is one of the prime reasons for failure of a pavement system. The BBS test can measure bond strength between
bitumen and aggregate before and after moisture conditioning. In this research work, bond strength of VG30 binder
and basalt aggregate was evaluated under different moisture conditioning regimes, namely, (a) standard conditioning
at 40°C for 24 h, (b) varying temperature conditioning at 25°C, 40°C and 60°C for 24 h, and (c) prolonged conditioning
for 96 h at 40°C and 60°C. In addition, comparison of bond strength of VG30 and VG10 with basalt aggregate was
studied. The study revealed that lower viscosity grade binder (i.e., VG10) will have reduced bond strength with aggregate.
It was observed that aggregate-bitumen bond strength decreases after moisture conditioning. In addition, prolonged
conditioning for 96 h significantly reduced the bond strength of VG30-basalt system compared with standard conditioning
for 24 h. Furthermore, decrease in bond strength with increase in conditioning temperature was observed, irrespective of
conditioning duration. Moreover, failure pattern was observed to be cohesive before and after moisture conditioning in
all the cases. Thus, it was concluded that, BBS test is suitable to quantify bond strength and identify failure mechanism
under varying conditioning regimes (i.e. conditioning temperature and duration). The BBS test may be helpful to estimate
bonding potential of aggregate and bitumen rather than stripping value test which is frequently used as a qualitative
approach in India.
1. Introduction (i.e. more than 50% bitumen remain adhered on

A strong bond between aggregate and bitumen is vital aggregate), or partly cohesive and partly adhesive as
for long service life of bituminous pavements. The shown in Fig. 1 (Moraes et al. 2011). Higher the bond
strength between aggregate and bitumen, lower the
presence of moisture can cause debonding of bitumen
chance of bonding failure. Hence, estimation of bond
from aggregate surface, also known as bonding failure,
strength may help in selecting quality of aggregate-
which may cause distresses like ravelling, cracking,
bitumen system to ensure better pavements.
stripping and potholes on pavement surface. Bonding
failure can be evaluated by determining the bond
strength between aggregate and bitumen. Adhesion
is the bonding force between aggregate and bitumen,
whereas, cohesion is the cohesive force within the
binder. Bonding failure at the interface of aggregate
and bitumen is termed as adhesive failure when Fig.1 Types of Bonding Failure
less than 50% binder remains adhered on aggregate Bonding failure in bituminous pavements due to moisture
surface. Likewise, bonding failure can be cohesive is generally evaluated using Tensile Strength Ratio
1
B. Tech, Civil Engineering Department, PEC University of Technology, Chandigarh, Email: nihitnigam.beciv14@pec.edu.in
2
Ph.D. Student, Email: vinamramishra89@gmail.com
3
Civil Engineering Department, Indian Institute of Technology Bombay
Assistant Professor, Email: dvsingh@civil.iitb.ac.in

TECHNICAL PAPER
(TSR) (AASHTO T283), boiling water test (ASTM it can potentially be used as a replacement of stripping
D3625) and Hamburg Wheel-Track Device (HWTD) test value (IS: 6241-2008) test which is a subjective approach
(AASHTO T 324). In addition, surface free energy (SFE) and is widely used in India. Moreover, the BBS test may
of aggregate and bitumen can also be utilized to estimate provide practicing engineers a quick approach to identify
bonding potential between aggregate and bitumen (Habal inappropriate aggregate-bitumen combinations prior to
and Singh 2017, Singh and Mishra 2018). However, construction.
these test methods are not capable to directly report 2. Objectives and Scope of study
bond strength at failure surface (i.e. aggregate-bitumen
interface). Bonding failure at aggregate-bitumen interface The main objective of the present work was to study
can be quantified using Binder Bond Strength (BBS) test the feasibility of BBS test to measure bond strength of
introduced by Moraes et al. (2011) which is now widely bitumen with aggregates. Specifically, the following sub-
used by researchers (Moya et al. 2013, Huang and Lv objectives were outlined.
2016). It measures the force required to debond bitumen a) Evaluate bond strength between basalt and VG30
from aggregate surface in unconditioned (24 h at 25°C) binder under different moisture conditioning regimes,
state and moisture conditioned (24 h at 40°C) state namely:
(AASHTO T 361-16). Moraes et al. 2011 characterizes
i. Standard Conditioning: 24 h dry conditioning
moisture damage at aggregate-bitumen interface using
at 25°C, followed by 24 h moisture
BBS test method. It was concluded that bonding failure
conditioning at 40°C.
in dry condition is cohesive, whereas, failure may be
adhesive or cohesive after moisture conditioning. In ii. Varying conditioning temperature: 24 h dry
addition, bond strength was also found to be dependent conditioning, followed by 24 h moisture
on aggregate type and source. Similarly, Bahia et al. 2012 conditioning at 25°C, 40°C and 60°C.
found that moisture conditioning changes the failure iii. Prolonged conditioning: 24 h dry conditioning,
mode from cohesive to adhesive. They also reported that followed by 96 h moisture conditioning at
bonding failure is dependent on conditioning time. Ling 40°C and 60°C.
et al. 2016 studied the bond strength of cold mix asphalt
using BBS test approach to validate boiling water test. b) E
valuate effects of viscosity grade (VG10 versus
Huang and Lv et al. 2016 evaluated the bond strength VG30) binder type on bond strength with basalt.
of aggregate-bitumen system at different moisture 3. Background on Binder Bond
conditioning durations (1 h, 2 h, 4 h, 8 h, 24 h, 48 h Strength Test
and 96 h). Rapid decrease in bond strength was observed
The BBS test is a modified version of Pneumatic
for the first 24 h after which slight drop in strength was
Adhesion Tensile Testing Instrument (PATTI) developed
observed.
by Canestrari et al. 2010. It provides quick, repeatable
However, in Indian scenario, stripping value test (IS:6241- and reproducible results to evaluate bonding failure
2008) and TSR tests are frequently used methods to study between bitumen and aggregate (Moraes et al. 2011). It
moisture damage in bituminous pavement. As discussed, evaluates the pull-off tensile strength (POTS) required to
these test methods do not answer the failure mechanism cause failure at aggregate-bitumen interface by measuring
and do not represent actual field conditions (Ghabchi burst pressure (BP). BP is the force required to pull off
et al. 2013). Hence, the present study is motivated the metallic stub used to bond bitumen with substrate
to examine BBS test to investigate bond strength of surface as shown in Fig. 2. BP (kPa) is converted to POTS
aggregate-bitumen system and to quantify bonding (MPa) using Eq.1. The test is generally conducted after
failure. Bond strength of unmodified VG-30 binder with dry and wet conditioning as per AASHTO T 361-16. In
basalt aggregate was evaluated using standard BBS dry conditioning, samples are kept at room temperature
test approach (AASHTO T 361-16). Since, moisture for 24 h, while, in wet conditioning, the samples are
damage is a time dependent phenomenon, the effect of kept submerged under water at 40°C for 24 h. Usually,
prolonged moisture conditioning at 96 h was also studied. the ratio of POTS after wet conditioning (POTSwet) to
Moreover, the effect of conditioning temperature (25°C, POTS after dry conditioning (POTSdry), which is known
40°C and 60°C) and binder type on bond strength was as bond strength ratio (BSR) (Eq.2) is used to quantify
also studied. It was observed that the BBS can address bonding potential of aggregate-bitumen system. Higher
bonding failure under different conditioning regimes and BSR is desirable for higher bonding potential. Fig. 2

TECHNICAL PAPER
shows different parts of BBS test equipment consisting of

pneumatic adhesion tester, metallic pull-off stub, camera, (Eq. 2)
piston, and reaction plate.
Where, Ag is contact area of gasket with reaction plate
(Eq.1) in mm2; Aps is area of pull-off stub in mm2; C is piston
constant.
Fig. 2 BBS Test Set-up
4. Materials and Methodology aggregate and bitumen was evaluated using PATTI
In the present research work, VG-30 and VG-10 binder Quantum Gold Adhesion Tester (Fig. 2). Fig. 3 shows the
and basalt aggregate were used, which are commonly used detailed experimental layout showcasing different test
for road construction in India. The bond strength between conditions considered in the study.
Fig. 3 Detailed Experimental Methodology

TECHNICAL PAPER
Bond Strength evaluation using BBS test approach was stirred and poured in a silicon mold (Fig.5 (a)).
The bond strength (or POTS) between aggregate and Preparation of BBS test sample: The aggregate sample
bitumen was determined using BBS test in accordance was placed in oven maintained at 60°C to attain application
with AASHTO T 361-16. Determination of bond strength temperature and the stubs were placed in oven at 150°C
involves following procedure described below: for 30 min. Thereafter, bitumen from silicon mold was
transferred on top of heated stub surface (Fig.5 (b) & Fig.5
Aggregate preparation: It involved cutting of aggregate (c)). The binder was allowed to melt on stub for nearly
block samples into small levelled surface using a diamond 10 s, after which the stub was pressed against aggregate
saw cutter (Fig.4 (a)). Thereafter, levelled surface was surface without twisting. The samples were then allowed
polished using Silicon Carbide (SiC) grit powder (Fig.4 to conditioned dry (Fig.5 (d)) and wet (Fig.5 (e)).
(b)). The aggregate surface was polished using 1000
SiC grit powder. The sole purpose of aggregate surface Testing: The stub was then surrounded by piston and
polishing is to ensure uniformity in surface roughness reaction plate using a ring support (Fig.6). The reaction
plate was tightened in such a way that small gap between
throughout the aggregate. The polished aggregate
piston and reaction plate could be maintained. Using
surface was then cleaned using ultrasonic bath (Fig.4 (c))
adhesion testing device, maximum POTS and BSR was
maintained at temperature 60°C to remove residual dust
evaluated using Eq. 1 and Eq. 2, and failure pattern was
resulted due to polishing. To remove moisture, the clean
recorded. The failure is said to be cohesive if more than
and polished aggregates (Fig.4 (d)) were then kept in oven
50% bitumen remains adhered to the aggregate surface
at 110°C for 24 h. or otherwise it is adhesive. In addition, combined failure
Bitumen preparation: The binder sample was kept in oven (i.e. adhesive and cohesive) may be obtained if binder is
at 150°C to attain fluidity. The binder after attaining fluidity partially adhered to the aggregate surface.
Fig. 4 Aggregate preparation: (a) Saw cutter; (b) Aggregate polishing; (c) Ultrasonic bath; and (d) Polished aggregate
after cleaning

TECHNICAL PAPER
Fig. 5 (a) Bitumen in Silicon mold; (b) metallic stub; (c) stub filled with bitumen; (d) BBS sample in dry
condition; and (e) Moisture conditioned BBS sample
5. Results and Discussion

5.1 POTS under Standard moisture conditioning
POTS of VG30 binder with basalt aggregate under standard
conditioning method (AASHTO T 361-16) was evaluated.
Fig. 7 shows the average POTS value obtained from three
different basalt aggregates after dry and wet conditioning
with VG30 binder. The average POTSdry (Eq. 1) POTSwet
was observed to be 2.69 MPa and 2.47 MPa, respectively. It
indicates that presence of moisture leads to reduction in the
bonding potential of bitumen with aggregate. The reduction
in bond strength after conditioning is generally represented
by BSR (Eq. 2). Average BSR was found to be 0.92,
indicating 8% reduction in bond strength after standard
moisture conditioning. The reduction in bond strength may
be due to penetration of water inside aggregate-bitumen
interface by breaking binder film, which is termed as
displacement. This phenomenon was reflected in the form
Fig. 6 BBS Test Sample Arrangement of cohesive failure (Fig. 7) after moisture conditioning.

TECHNICAL PAPER
Maximum POTSwet (2.50 MPa) was observed when

conditioning temperature was 25°C, whereas, minimum
POTSwet (2.40 MPa) was observed for sample conditioned
at 60°C. Cohesion failure (Fig.8 (a)) was observed after
moisture conditioning. Fig.8 (a) shows the decrease in
wet POTS with increase in conditioning temperature
which follows linear trend (R2=0.95). Similarly, BSR was
observed to decrease linearly (R2=0.95) as shown in Fig.8
(b). It can be observed that, decrease in bond strength is
Fig. 7 POTS after Dry and Wet Conditioning marginal (0.93 to 0.92) when conditioning temperature
5.2 Bond Strength Evaluation under different increases from 25°C to 40°C (Fig.8 (b)). However, when
conditioning temperatures conditioning temperature increases from 25°C to 60°C,
BSR decreases from 0.93 to 0.89, which is 11% reduction
To evaluate bond strength under different moisture in BSR compared with 7% reduction in BSR for 40°C
conditioning regimes on aggregate-bitumen bonding, conditioned sample.
samples were subjected to following conditioning
temperatures: This indicates that increase in conditioning temperature
aggravates the bonding failure of aggregate-bitumen
a) 25°C in water bath for 24 h, system. This may be attributed to decrease in the surface
b) 40°C in water bath for 24 h, and tension of water with increase in conditioning temperature
c) 60°C in water bath for 24 h, which decreases the cohesion within the water molecules.
(a) (b)
Fig. 8 Variation of (a) wet POTS, and (b) BSR at
for 96 h was found to be 1.98 MPa (Fig. 9 (a)), which
Different Conditioning Temperature
in case of moisture conditioning at 60°C for 24 h was
5.3 Bond Strength Evaluation under Prolonged 2.40 MPa (Fig. 8). Hence, it was observed that presence
Conditioning of moisture for prolonged duration at aggregate-bitumen
Fig. 9 shows the POTSwet of basalt with VG30 binder interface jeopardize bonding failure. Similar to standard
subjected to 96 h moisture conditioning at 40°C and 60°C conditioning, cohesive failure pattern was observed.
for three samples. The average POTSwet at 40°C for 96 h Conditioning for prolonged duration may increase the
was found to be 2.37 MPa (Fig. 9 (a)). Hence, compared diffusion of water into binder (Varveri et al. 2016), which
with standard conditioning (average POTSwet=2.47 may exacerbate debonding of aggregate-bitumen interface
MPa), POTSwet decreases to 2.37 MPa after 96 h of as obtained in the present study.
conditioning at 40°C. Similarly, average POTSwet at 60°C In addition, when samples were conditioning at 40°C,

TECHNICAL PAPER
the percentage reduction in POTSwet after 96 h moisture that reduction in POTSwet is more prominent with increase
conditioning was found to be 4% (2.47 to 2.37 MPa) in conditioning temperature. The reduction in POTSwet
compared with sample conditioned for 24 h. However, decreases the bonding potential between basalt-VG30, as
when conditioning temperature increases to 60°C, the reflected by BSR (Fig.9 (b)). The average BSR decreases
percentage reduction in POTSwet was observed to be from 0.88 to 0.74 when the conditioning temperature
17.5% (2.40 to 1.98 MPa). Hence, it was also observed increases from 40°C to 60°C (Fig.9 (b)).
a b
Fig. 9 (a) Wet POTS, and (b) BSR after Prolonged Conditioning for 96 h at 40°C and 60°C
5.4 Effect of Binder Type on POTSdry behaviour with aggregate surface.
Fig. 10 shows the effect of binder type on POTSdry
with basalt aggregate. It was observed that average
POTSdry for VG10-basalt combination was found to be
1.18 MPa, which in case of VG30-basalt combination
was found to be 2.69 MPa. The reduction in POTS
was expected with a softer binder or lower viscosity
grade binder. Softer binder has open microstructure
(Varveri et al. 2016) compared with hard grade
binder, which may allow quick diffusion of water
into the binder resulting in decreased bonding with
Fig.10 Effect of binder type on POTS
aggregate. However, it is important to understand that
6. Concluding Remarks
binder with higher viscosity may not always improve
bonding with aggregates. Hence, detailed analysis The present study introduced recent approach for
evaluation of bond strength between aggregate-bitumen
with different binder types (modified and unmodified, system using BBS test. The BBS test at VG30-basalt
aged and unaged etc.) is required to examine bonding interface was conducted using standard test approach

TECHNICAL PAPER
and under different moisture conditioning regime (i.e. ii. Aguiar-Moya, J. P., Loría-Salazar, L. G., Salazar-
conditioning time and conditioning temperature). In Delgado, J., Corrales-Azofeifa, J. P., & Hajj, E. Y.
addition, the effect of binder type on bond strength was (2013). Evaluation of adhesion properties of costa
rican asphalt mixtures using the bitumen bond
studied. Based on limited study on selected aggregate and
strength (BBS) and contact angle measurement
bitumen, the following conclusions were drawn: tests.
i. The POTS of aggregate-bitumen system decreases iii. Bahia, H., Moraes, R., & Velasquez, R. (2012). The
after moisture conditioning, evaluated using BSR effect of bitumen stiffness on the adhesive strength
which indicated 8% reduction on bond strength. measured by the Bitumen Bond Strength test. In 5th
ii. The bond strength was found to decrease with Eurasphalt and Eurobitume Congress, Istanbul,
increase in conditioning temperature. Turkey.
iii. Compared with standard conditioning duration iv. Canestrari, F., Cardone, F., Graziani, A., Santagata,
(24 h), bond strength was also found to decrease F. A., & Bahia, H. U. (2010). Adhesive and cohesive
with increase in conditioning duration (96 h), properties of asphalt-aggregate systems subjected
implying detrimental effect on bond strength to moisture damage. Road Materials and Pavement
Design, 11(sup1), 11-32.
on aggregate-bitumen system after prolonged
moisture conditioning. v. Ghabchi, R., Singh, D., Zaman, M., & Tian, Q. (2013).
A laboratory study of warm mix asphalt for moisture
iv. Low viscosity binder (VG10) showed lower bond
damage potential using surface free energy method.
strength compared with higher viscosity grade In Airfield and Highway Pavement 2013: Sustainable
binder (VG30). A reduction of 56% in bond strength and Efficient Pavements (pp. 54-63).
was observed, which indicates that binder viscosity
may significantly affect the bond strength. vi. Habal, A., & Singh, D. (2017). Moisture Sensitivity
of Asphalt Mixes based on Surface Chemistry
At last, the BBS test method was found to quantifying of Aggregates and Asphalt Binders. Indian
bond strength between aggregate and bitumen under Highways, 45(9).
different conditioning regimes, indicating its suitability to vii. Huang, W., & Lv, Q. (2016). Investigation of Critical
determine bonding failure under different environmental Factors Determining the Accuracy of Binder Bond
conditions. Moreover, it addresses failure mechanism Strength Test to Evaluate Adhesion Properties of Asphalt
which may play vital role in selecting aggregate-bitumen Binders. Journal of Testing and Evaluation, 45(4),
system. Hence, it is recommended to use BBS test which is 1270-1279.
a quantitative approach. Further, bonding characteristics viii. IS:6241-2008, Method of Test for Determination of
also depends on the aggregate surface texture and type of Stripping Value of Road Aggregates
aggregate and bitumen used. Therefore, further research ix. Ling, C., Hanz, A., & Bahia, H. (2016). Measuring
work is required to understand debonding mechanism moisture susceptibility of Cold Mix Asphalt
considering effects of aggregate texture and different with a modified boiling test based on digital
types of aggregate-bitumen systems using BBS test imaging. Construction and Building Materials, 105,
approach. 391-399.
Acknowledgement: We would like to acknowledge x. Moraes, R., Velasquez, R., & Bahia, H. (2011).
Measuring the effect of moisture on asphalt-
the support of Department of Earth Science, IIT aggregate bond with the bitumen bond strength
Bombay for providing necessary tools required to test. Transportation Research Record: Journal of the
prepare aggregate samples. The authors would also Transportation Research Board, (2209), 70-81.
like to acknowledge to DST, India for funding project xi. Singh, D., & Mishra, V. (2018). Different methods of
No. DST/TSG/STS/2-15/76 through which BBS selecting probe liquids to measure the surface free
instrument was purchased. energy of asphalt binders. Construction and Building
Materials, 175, 448-457.
Reference
xii. Varveri, A., Avgerinopoulos, S., & Scarpas, A.
i. AASHTO. (2016). “Standard Method of Test for (2016). Experimental evaluation of long-and short-
Determining Asphalt Binder Bond Strength by Means term moisture damage characteristics of asphalt
of the Binder Bond Strength (BBS) Test” T361-16, mixtures. Road Materials and Pavement Design, 17(1),
Washington, D.C. 168-186.

TECHNICAL PAPER
NEW SARAIGHAT BRIDGE- A VITAL LINK TO GATEWAY OF NORTH EAST
V.N. Heggade 1 A.N. Singh 2

Abstract
The Brahmaputra River is the major International waterways of the North East. Due to its higher bed slope compared to
other major rivers in India, the river has a tendency to roll instead of flowing down as a sheet producing vertical eddies
culminating in huge siltation.
The new Saraighat bridge is a three-lane bridge across the river to connect Guwahati city with North Guwahati parallel to
1275 m long existing Saraighat Rail cum Road Bridge which was inaugurated by then Prime minister Pandit Jawaharlal
Nehru. The bridge consists of continuous spans of 105 m + 150 m + 8x122.948 m + 150 m + 105 m giving the overall length
as 1493.584 m between Expansion Joints.
The bridge superstructure was realised by cast-in-situ balanced cantilever method of construction. The deck section has a
9.0 m carriageway with 2.0 m wide footpath on one side and anti-crash barrier on both sides of carriageway, with the overall
deck-width of 13.875 m. The deck is supported on POT-fixed and POT/PTFE-sliding bearings, placed on hollow R.C. piers
with semicircular cut and ease waters, the latter resting on double-D caissons. The bridge is located in the highest seismic
zone V. A line of two Fixed POT bearings is provided on the central pier and the guided POT/PTFE-sliding bearings are
provided on all other supports. Shock Transmission Units (STUs) are provided to distribute the horizontal seismic forces
among the supports.
1. Introduction The state of Assam particularly Jalukbari junction is known

Guwahati's 'urban form' is somewhat like a starfish. With a as Gateway to North East (Fig 1) as this junction literally
core in the central areas, the city has tentacles extending in connects other part of India to north eastern states. While
the form of growth corridors towards south, north, east and towards the south of this junction Assam is connected
west. The most important corridor is along the Guwahati- to Arunachal Pradesh and Bhutan on Northern side
Shillong (GS) Road towards the south (almost 15 km from Meghalaya and Tripura could be reached. The Guwahati
the city-center). The GS Road is an important commercial city is extended towards west while on eastern side of the
area with retail, wholesale and offices developed along junction the Airport and North Bengal can be reached.
the main road. The city is having notable changes in its The old Saraighat bridge is the only bridge over the river
morphology with rapid expansion. Brahmaputra for about 100 km upstream and downstream.
Daily huge amount of highway traffic is forced to take
Saraighat Bridge in order to enter city and northeast
States, resulting in slow moving long queues, almost
choking the vehicular flow. This traffic jam on the way to
city is responsible for the further increment in travel time.
It takes about 75–90 min to reach city due to high level of
congestion.
The old Saraighat Bridge (Fig 2) was the first rail-cum-
road bridge constructed over the Brahmaputra River in
Guwahati. This bridge is a vital link and connects North
Fig.1: Gateway to North East, Jalukbari junction bank of Guwahati city to that of South bank as such
1
Sr. Vice President & Member Board of Management, Gammon India Ltd., Email: venkat.heggade@gammonengineers.com
Project Engineers, Gammon India Ltd.
2

TECHNICAL PAPER
has become a very important urban structure over the The traffic intersection at Jalukbari touches the approach of
period catering for ever increasing traffic intensity due to the bridge and the existing roads. The flyover is 244 metres
unremitting growth of the city. It was opened to traffic in long and have six lanes. Each three-lane carriageway has
April 1962 by then Prime Minister Jawaharlal Nehru. The separate foundations, substructure and superstructure.
Lachit Borphukan Park is situated on the south end and
Three numbers of loops and ramps each, an underpass and
Chilarai Park situated on the north end of the bridge. The
approach embankment made up of retaining walls touch
bridge was built for the North Frontier Railway.
the existing roads in all direction providing a signal free
intersection to majority of the North eastern states.
2. NEW SARAIGHAT BRIDGE
2.1 General
The Brahmaputra, is the longest river in Asia, having
a multi-channel river system having a high braiding
tendency.
The nature and behaviors of Brahmaputra is quite different
than that of other Indian rivers - its Flow concentration,
unpredictable shifting of main course, innumerable sand-
bars, deflected flow pattern coupled with high bed scour
Fig. 2: Old Saraighat Bridge on the Right & New Bridge tendency make difficult for successful constructions
on the Left. besides having inconsiderable suitable construction period
Guwahati is the largest city in Assam and one of the .
fastest developing cities in India. With the rapid growth The flood discharge of Brahmaputra (Fig 4) is 90400 M3/
of population in the city and ever-increasing traffic on old sec (4th in world) with an observed average velocity of
bridge which connects rest of India North East, the road 5.00 m/sec. reaction in terms of conservatism leading to
traffic problems were also increasing at an alarming rate huge financial drain on the country’s exchequer.
resulting in perennial traffic jams on the bridge. To ease
out this problem, NHAI (National Highway Authority Of
India) proposed new Saraighat bridge around 40 metres
south of the existing old Saraighat bridge in the year 2006.
The bridge, which will connect the city’s south and north
banks, is expected to reduce the pressure of traffic on old
Saraighat bridge, however the same necessitated later
Signal free elevated corridor at Jalukbari junction ( Fig 3 )
as a Gateway North East.
Fig. 4: Complexities of Bridging River Brahmaputra

It is one of the largest rivers in Asia with a total length
of about 2900 km, originating from China, out of which
a stretch of about 920 km lies in the northeast region of
Indian
Catchment area of about 1.80 lac Sq. km, keeping a width
of 10-16 km. Its annual sediment load is estimated to be
about 397 million ton. Extensive river training works
needed to establish works and it has been traditionally
considered as extremely difficult for bridging
Seasonal Change in the course of River and Water depth
Fig. 3: Jalukbari Elevated Corridor Decorated for at different locations, result in change in construction
Namani Assam

TECHNICAL PAPER
methodology and materials, plant & machineries Joints culminating in a longest single continuous girder
movement/ logistics to desired locations. bridge in India. The bridge superstructure is realised by
cast-in-situ balanced cantilever method of construction.
Early onset of monsoon, prolonged monsoon and The deck section has a 9.0 m carriageway with 2.0 m
unprecedented flash floods pose constant disruption in wide footpath on one side and anti-crash barrier on both
works. The peak working season is practically, reduced to sides of carriageway, with the overall deck-width of
4 months only i.e, from 15th Nov. to 15th March. 13.875 m. The deck is supported on POT-fixed and POT/
PTFE-sliding bearings, placed on hollow R.C. piers with
2.2 Salient Features of the Bridge
semi-circular cut and ease waters, the latter resting on
The vital urban transportation link new Saraighat bridge double-D caissons. The bridge is located in the highest
is a three-lane bridge across the river Brahmaputra to seismic zone V. A line of two Fixed POT bearings is
connect Guwahati city with North Guwahati parallel to provided on the central pier and the guided POT/PTFE-
1275 m long existing Saraighat Rail cum Road Bridge. sliding bearings are provided on all other supports.
The bridge consists of continuous spans of 105m + 150m Shock Transmission Units (STUs) are provided to
+ 8x122.948 m + 150 m + 105 m giving the total length better distribute the horizontal seismic forces among the
as overall length as 1493.584 m between Expansion supports.
Fig. 5: General Arrangement of New Saraighat Bridge
The main bridge (Fig 5) is flanked by viaducts on either 6631 t in superstructure of main bridge. The foundations
side. The northern end viaduct on Amingaon side has and substructure together has around 83600 cum of M35
6 spans of 24 m each with total length of 144 m. The grade of concrete embedded with 4550 t of reinforcement
southern end viaduct has on Guwahati side has 4 spans of steel.
27 m with total length of 108 m. This contract was an item rate contract with the complete
The main bridge superstructure has around 18500 cum of designs made available during tender stage itself. However,
M50 grade of concrete in combination with 9300 cum of original designer was not available during the execution after
M60 grade of concrete. While the High Tensile strands the award of the job for any clarifications on the designs and
was around 1500 t, the un tensioned steel accounted for drawings. The contract like this where the final design of the

TECHNICAL PAPER
structure is dictated by construction methodology to be used metres and in some cases up to 10m even.
is well suited for lumpsum contracting model where designs
3. FOUNDATIONS
are done by contractor himself. As that it may be, during
the construction of the viaduct the structural cracks appeared The main bridge has 11 numbers ( P7 to P17) of pier well
on the piers. It was quite apparent that the reinforcement foundations out of which 7 numbers are constructed by
provided in the piers were inadequate. Therefore the decision floating steel caissons while rest are constructed by island
was taken to get the entire design rechecked as such the job method. Generally well foundations are 16 m by 10 m size
was almost like a design build contract. double D wells being designed with the top of 3.0 m thick
well cap at RL 40.0 m and founding levels at RL -11.40 m.
While redesigning superstructure of main bridge it was
The design scour is around the RL 7.684 m providing the
found that depth of the girder needs to be increased but
grip of around 19.0 m. However, due to redesigning during
as viaducts were completed already, increasing the height
construction, the final founding levels are varying and for
of Girder was not possible. So for a short length Concrete
some foundations had to be taken down to the RL-21.10 m
strength had to be augmented to M60 grade from M50
making the total depth of double D well foundation to 61.0
grade.
m. Existing Saraighat Bridge is just 40m (upstream) away
All these designing activities have eaten up sufficient from new Bridge & under influence zone of foundation
working times which lead to the delay in completion of of existing Bridge. Special precaution has been taken
the project. Time cycle for casting of segments by CLC while execution of well foundation works of new Bridge
gantries has been increased due to increase in quantity of under high current of water and sand blow which could be
Reinforcement steel & H.T. Strands for Superstructure encountered during the sinking of new wells which may
while redesigning. jeopardise the old bridge.
The designed founding level of wells as per the tendered At some locations protruded Reinforcement steel were cut
design was found to be inadequate. The depths of the due to abrasive action of silt content in water coupled with
revised founding levels were generally increased by 5 high water current during the flood.
Fig.6: Details of Double D Wells for the New Saraighat Bridge

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To sink double D wells of 61 m deep & to keep tilts & shifts current. The short working season warranted additional
within a permissible limit, utmost caution has been taken precautions like, sinking of wells up to safe grip (below
by adopting pre-defined methodology of sinking. Well scour level), removing obstructions / dredged materials
foundations which were very near to crude oil pipeline accumulated near the well for clear water passage, if
at P7 & P17 locations were completed successfully plugging of well was not possible at the end of working
without diverting these pipelines. Special structures were season, covering of the at the top etc.
to be designed & constructed for support of these Oil Even in working season, it is very difficult for execution
Pipelines. of deep caisson foundations against heavy water current in
Brahmaputra river at this location has an annual River Brahmaputra because of the narrow passage way of
mean discharge of 46,100 m3/sec with the water at this location. As the bottom of Well cap is at LWL
of RL 40.0m additional coffer dam has been constructed to
maximum recorded discharge of 72,400 m3/sec. On
retain the water for executing the Well cap.
the alluvial soil bed, the river rolls at the maximum
mean velocity of 5m/sec. Early Flood / Flash Flood in When well foundations are chosen where the velocity
and depth of the water is low, sand islands or artificial
cofferdams (Fig. 8) are constructed, providing sand bags
to support the sand in the location of pitching of cutting
edge. The sand island or construction of cofferdam bund is
an ingenuous application, which is in practice in India for
many years. Here, the island is made to bring the ground
level above water level and wells are constructed on the
level surface. The four of the foundations near the banks
were constructed using this technology.
Fig.8: Well Sinking Within Balli Cofferdam.

At the location of the foundations Balli piles ( Fig 8 )were
driven almost to the diameter of 20 m to accommodate
Fig.7: Fnds 40 m D/S & Water Level Chart.
16m X 10m double D well and the Balli piled cofferdam
the river restricts the working season to a very short period walls were filled with sand bags to retain the sand island
of six months from November to April. In the Himalayan with in. After pitching the cutting edge the curb walls of
rivers, the available working season gets shifted due to 4.5m height are installed and the reinforcement inside
flash floods, unexpected rains etc. imposing challenges are fixed prior to the commencement of concreting. The
for planning and resource mobilisation. Due to very short material inside is gradually scooped out to facilitate the
working season available for construction, it demands sinking under its own weight. As the sinking proceeds,
huge mobilization & meticulous resource planning for the steining is built up in lifts of 2.325 m to further the
execution, transportation of concrete & other construction sinking due to increase in weight. The double D well is
materials by barge across the river under heavy water divided into two compartments, the drifting, i.e., shift

TECHNICAL PAPER
and the tilting, is controlled by dredging the appropriate with sand filling up to scour depth.
compartment. Normally, the tilt of 1 in 80 and shift of 150
mm is considered to be tolerance limits and the design
caters for the same.
Cranes and grabs were deployed for well sinking. It was
ensured that the could bite into the soil and be closed
when operated from top. The length and breadth in both
opened and closed condition was kept as small as possible,
yielding maximum quantum of earth carrying capacity.
The concrete grade of M35 was produced in the batching
plant installed on Guwahati side as well as at the crushing
plant on Amingaon side was transported by transit mixers.
In the river, transit mixers were mounted on the barges and
concrete placement (Fig. 9) was done either by pumping
Fig. 10: Fabrication, Slipping & Floating of Caissons
At depths more than 5.0 m, particularly for foundations P9
to P15 the bottom section of steel caisson (cofferdam) was
constructed in a fabrication yard (Fig. 14), brought to the
edge of the river on a rail track and slipped into river via a
judiciously designed tilting slipway and floated to the location.
The floating caissons were designed to achieve the desired
stability and the draught requirement during floatation. Then
the caisson was towed to the location by tugs and held in
position by tethering arrangement for concreting.
Once in position, the caisson was lowered by filling up the
annular space between the double wall with water to sink
and embed to the riverbed. Further the space was filled
Fig. 9: Concrete Transportation, Placement & Bottom
up with concrete due to which the sinking progressed.
Pluggin by Tremie.
As the caisson sank due to concreting of steining in lifts,
or by cranes. Once the founding levels were reached, the further formwork sections were added and the process
bottom plugging was completed using tremies followed continued.
Fig. 11: Steel caissons, slipway & tethering arrangement

TECHNICAL PAPER
4. SUBSTRUCTURE
The piers were hollow tapering from the top of well cap
with the size 14m x 7m to the bottom of pier cap to the
size of 12m x 5m.
In the direction of the water flow on both ends the circular
ease waters of radius 3.5m at bottom tapering to 2.5m at
top have been provided in piers with in the above size. The
thickness of hollow piers were 1.0m uniform from top to
bottom.
Fig. 13: Pier Cap, Bearing Pedestal & Bearing

In case of multi-span continuous bridges, the horizontal
forces due to seismic in longitudinal direction is mainly
absorbed by fixed pier as such there is no uniform distribution
of horizontal forces among the piers. One way of achieving
this is by integral bridge without bearings so that seismic
distribution is uniform on all piers. But this gives rise to
provision of very large expansion joints which may not be
feasible. The shock transmission units designed to connect
the superstructure with substructure to form a temporary
rigid link provides an opportunity to distribute the sudden
loads due to seismic and braking etc. uniformly on all piers
Fig. 12: Casting of Well Cap, Pier Reinforcements,
apart from allowing the movement for slowly induced
Casting of Pier in Lifts.
loads due to temperature, creep and shrinkage. Within the
The reinforcements for the piers were embedded in to cylinder provided in STU, viscous fluid passes from one
3.0m thick well before being cast and the tapering hollow compartment to another through a small designed passage.
pier (Fig. 12) of 15.0 m height was cast in 6 lifts. Under the sudden load like seismic and braking it gets
Heavy pier cap with 420 cum of concrete & 65 MT of locked as the fluid cannot pass from one compartment to
reinforcement steel was cast on cantilever brackets without another suddenly as such superstructure and substructure is
taking support from bottom. POT/PTFE bearings up to integrated for structural response. For other slowly applied
4410 MT used in this project. Pier head unit of 20.66 m loads like temperature, creep and shrinkage, there is little
length cast on cantilever brackets. Shock Transmission resistance for the passage of fluid as such the movement
Unit (STU) & Freezing Arrangement is provided due to is accommodated in STUs. The STU was first used by
seismic zone – 5. Steinman for Carquinez Bridge in California in 1927.
Fig. 14: STUs for Brahmaputra Bridge at Guwahati

TECHNICAL PAPER
In new Saraighat bridge STUs were very effectively used supports . There are 3 Nos. of STU’s installed in each pier
(Fig14). In this bridge, first time STUs have been adopted having max. capacity of load 4000 kn. In total 30 Nos. of
in such a large magnitude perhaps in India. The total STU has been installed on all piers except central Pier of
length of the main bridge of 1.50 km is conceptualized by the bridge which has fixed bearing. The approx. weight
a single girder between piers P6 to P18 having 12 spans of STU is around 3 MT and it is kept in position with the
(2*105+2*150+4*129.948). The expansion provision help of 12 Nos. vertical bolt of dia. 40 mm and grade 12.9,
at P6 & P18 locations being 450 mm, the construction the capacity of bolt is 60T. The STU’s are fixed to the pier
was done by cast in situ balanced cantilever construction cap with 10 Nos. of horizontal bolt of length 9.2 meter on
method. Shock Transmission Units (STU) are provided either side of base plate fixed on the vertical side of the
to distribute the horizontal seismic forces among the pier caps.
Fig. 15: Bearing Layout within Bridge System & their Forces, Translation and Rotation
The central pier P12 is equipped with fixed and the river sides by penultimate spans P7-P8 & P17-P16 of
longitudinally guided bearings without STUs, while the 150m lengths each. In the river portion there are 8 spans
other piers are provided with 3 numbers STUs of 4.5 MN of 122.948 m each. The cross section for both spans (L)
capacity and 2 numbers longitudinally guided bearings. 150 m and 122.948 m varied from root depth (h) of 8.0 m
As the structure is idealized to originate expansion and to mid span depth (t) of 3.5 m (Fig 16 ).
contraction from pier P12, on either side as the piers are moving
outwardly, longitudinal movement absorption capacity of
STUs as well as bearing keeps on increasing as can be seen
from the Fig 15.In the absence of STUs, the central pier
would have to be catered for approximately 80 MN instead
of 6.3 MN and the expansion provision requirement at P6
and P18 locations would have been unmanageable. Perhaps
the largest single girder bridge of 1.5 Km in India would not
have been possible without the provision of STUs.
5. SUPERSTRUCTURE
5.1 Design Aspects
As has been depicted in the Fig 5 the bridge is a continuous
bridge from P6 to P18 where the abutment spans P6-P7
& P17-P18 are 105m in length that are flanked towards Fig. 16: Cross Sectional Details of Superstructure

TECHNICAL PAPER
The charts of parametric studies conducted by José Diogo on lower side (2.28) compared to that of recommended
Honórioas as a part of master thesis titled Conceptual guidelines and practice for both 150 m and 123 m
design of long-span cantilever constructed concrete spans. In fact one of the challenges to designer was
bridges is produced in Fig 16. to mate 150 m penultimate spans with the adjacent
The ratio h/t values remain an average 3 to 4.2 for 123 m span and adhering to recommended parametric
various span lengths as per the conventional design dimensioning according to relationships depicted in
recommendations. In Brahmaputra bridge the same is Fig 17.
Fig. 17: Relationship b/n L,h & t in Cantilever Bridges

Ratios are plotted on the charts for 150m & 122.948m for Brahmaputra bridge
A closer look at Fig 16 allows us to know that almost all the L/h values are between 15 and 20. From the trend line traced
we can also see that the longer the span becomes, the closer L/h is to 20. The L/h values of 15.375 for 123 m span and
18.75 for 150m span is in line with this trend in new Saraighat bridge.
The greatest variations of values occur in the L/t ratio. and also all the foundations and later superstructure
Once again, the longer the span, the higher the L/t value, cannot be tackled simultaneously from all 11 piers due
as seen on the Fig 16. From this Fig we can say that for a to huge resource requirement, the time gap between the
span between 100 m and 150 m, the preferred L/t value is realisation of different spans is large and also erratic
around 45 and this value keeps on growing until 85 when depending upon the readiness of pier foundations. Since
it reaches the greatest span dimension ever – 301 m. the structure is continuous from P6 to P18, the balanced
There seem to be an almost perfect linear relation between cantilever determinate spans during construction are to
L/t and h/t in the parametric study of number of cantilever be mated following a sequence of construction (Fig.
bridges in the said thesis. For h/t of values around 4, 18) based on construction stage design rendering the
L/t is about 75. When the ratio is between 2.5 and 3 the structure to indeterminacy in 7 construction stages.
aesthetically recommended L/t has an average value of The penultimate spans of 150 m were to be connected
45. to its adjacent spans of 122.948 m (Fig. 16), the same
posed additional complexities in terms of design
5.1.1 Camber-Correction and construction for mating these asymmetrical
cantilevers.
There were overall 11 number of pier well foundations
from P7 to P17 from where the balanced cantilever Taking the above complexities in to considerations, the
construction was to be carried out. As the working camber corrections had to be carried out for following
season in Brahmaputra river is normally barely 6 months stages of deformations in Saraighat bridge.

TECHNICAL PAPER
• Deflections caused during cantilever construction • Deformations of the continuous system after
• Deformation of cantilever segment before closure closure at midspans, the stressing of continuity
due to dead load of cantilever segments, traveler tendons and placement of superimposed dead
and closure segment. load
Fig. 18: Construction Sequence Showing Seven Stages

During the cantilever construction, each addition of a the cantilever arm at the time considered, as well as on
new segment contributes to the deflection of cantilever environmental factors. Furthermore, the contribution from
arm as it exists at that time. The contribution may be the post tensioning will depend on the prestressing force
considered as consisting of deflection of the cantilever tip, and its losses over time.
rotation of the end section about a horizontal transverse
During cantilever segmental operation, the deflection
axis. The stressing of tendons anchored in the particular
will occur on a statically determinate system. The factors
segment will cause opposing deflection.
which effect the deflection can be:
The subsequent advancement of cantilever gantry will
• Dead load of the segment (concrete weight).
increase the bending moment in cantilever arm due to
weight of gantry, and therefore also contribute to the • Weight of the gantry or segment placing
deflection. This contribution, however, will exist only in equipment,
the construction phase. It is important, therefore, to predict • Cantilever pre stress, considering instantaneous
accurately the deflection curve of the various cantilevers and time dependent losses, and
so as to provide adequate camber adjustment of the form • The modulus of Elasticity of concrete E, creep, and
gantries for cast in situ construction. shrinkage.
The cantilever construction may be described as a cyclic Before the casting of continuity units, deflections of tip
operation where each cycle comprises placement of point occur in the time interval that begins immediately
concrete, stressing of cables and advancing gantries, all of after the form gantry has been removed from the tip of the
which cause deflections. The first two contribute the most, completed cantilever and ends after the stitch segment (m)
but in senses opposite to each other. has been cast. They are caused by following actions:
The deflection will comprise an elastic part, which becomes • Loss of prestress during the time interval
effective immediately, and a time dependent part which will • Creep during this time interval
develop due to reduction in the magnitude of the modulus • Self-weight of the closure segment.
of elasticity of concrete over the next few years.
After achieving continuity of cantilever arms, the
These deflections will depend on the age of concrete in structure becomes statically indeterminate and continues

TECHNICAL PAPER
to undergo additional deformations for the following within 65 cum embedded with steel reinforcement of 15 t.
reasons:
i. Residual plastic deformation due to self-weight
and cantilever prestressing,
ii. Residual loss of prestress in cantilever tendons
iii. Continuity prestress, including its losses,
iv. Removal of cantilever gantry (which is a reverse
loading on continuous structure),
v. Release of temporary bearing restraints if any
(which too is a reverse loading on continuous
structure),
vi. Superimposed dead load,
vii. Residual foundation settlement and column
deformation occurring after closure – if any. Fig. 20: Planned Movement of Gantries
The calculation of items (2) to (7) above is made for final Depending upon the sequence of construction, 5 numbers
continuous system. Item (1) is calculated for cantilevers, of form travellers were deployed for this project. The
taking in to account the redistribution of moment due to form travellers’ movement (Fig. 20) were planned
change of system. optimally to suit sequence of construction and speedy
5.2 Construction Aspects expedition of the project.
The entire superstructure was realised by cast in situ The each form traveller (Fig. 21) was indigenously
balanced cantilever method of construction (Fig18) designed and manufactured at site itself and finally load
tested before being put in to use. The travellers were
designed for the handling load of 160 t, live load of 360kg/
m^2 and self-weight of 80 t acting at 1.625 m eccentricity
from the edge of last cast segment.
Fig. 19: Top left: Casting of Pier Table, Top Right:

Erection of gantrise, Bot left: Cantilever construction in
progress, Bot right: Completed cantilever arm
except for the abutment spans 30 m (105 m-75 m) towards Fig. 21: Indigenously Designed, Manufactured and Load
the abutments which were cast on staging. Tested from Traveler
Irrespective of the span lengths (for both 150 m & 122.94), Concreting activities in the Brahmaputra River had been
the pier table unit of around 10.83 m length were cast on achieved with the use of high capacity concrete pump,
bearings. The pier table had 404 cum of concrete embedded transit mixer of 6 cum capacity, transit mixer mounted
with 105 t of steel reinforcement. After the casting of pier on the barge, tug boats, crawler crane mounted on barge
table, the cantilever gantries which are also called form capacity 80T & bucket of capacity 2 cum to 1.2 cum.
travellers were erected on either side of the pier table. In superstructure concreting, two concrete pumps were used,
There were around 22 segments having lengths of 2.925 m one concrete pump placed at bank loads the concrete in the
for initial segments and 3.725 m length for later segments transit mixer mounted on the barge which are later towed
of cantilever of 150 m span while for 122.948 m span with help of tug at the location. Crawler crane mounted on
cantilever there were 18 segments. The lengths of the cast in the barge with concrete bucket helped in lifting the concrete
situ segments were varied to keep the green concrete weight to the second concrete pump placed on the deck for the

TECHNICAL PAPER
further pumping. The whole cycle of concreting in the river

for the superstructure came to 8 cum per hour.
Fig. 22: Concreting by place boom at land & by barge

mounted crane and dual stage pumping at river lacation
On an average following time cycle was achieved for Fig. 23: Stabilising Cables, Sand Jacks & Freezing
realization of a segment : Arrangement for Bearings
1)
Gantry Unlocking : 1 Day When measured deflections were compared to the
predetermined ones, further corrections were to be introduced
2)
Gantry Movement : 0.5 Day
in consideration of circumstances like the following:
3)
Gantry Locking : 1 Day
4)
Gantry Alignment : 0.5 Day • Temperature difference due to solar radiation, heat
5)
Reinforcement fixing, of hydration, etc,

binding and fixing of shuttering : 5 Days • Any particular thermo-hygrometric condition e.g.
high humidity under bridge deck which passes at
6)
Cable Profiling : 1 Day
low height over a water surface,
7)
Stopper Fixing/checking : 1 Day • Settlement / rotation of foundation, and
8)
Concreting : 1 Day • Any additional load on the bridge, e.g. construction
9)
Cable threading/waiting period load, furnishing, etc.
of concrete for achieving 70% • The difference in the theoretical and actual creep
strength for post tensioning. : 5 Days and shrinkage losses.
Total = 16 days. During the cantilever operation, the cantilever is the system
During the construction as the cantilever progression takes in constant evolution as such no fixed level is available.
place, the deck had to be stabilised against the overturning The ‘difference’ between segment joints was not only in
and also had to be restrained against translation as most of level but also in slope.
the piers were supported on longitudinally guided POT/
PTFE bearings.
The 14 numbers of 19K15 stabilising (Fig. 23) cables were
anchored to pier cap from bottom of pier table in addition
to 4 numbers of sand jacks. The translation or sliding of
the deck during construction was restrained by freezing
the bearings through end stoppers anchored by PT bars.
In order to be able to follow the evolution of cantilever
deflections towards the goal as indicated above in the camber Fig. 24: Elements for Geometry Control of Cantilever
correction section, two survey points were placed in the top Arm During Construction
slab concrete of each new segment, one over the axis of each
The pre-pour survey check served to fine-tune the traveller
web, say 100 mm behind the front edge of the segment. The position in respect of the already built part of the cantilever
level of each point represented the level of segment next to the arm. The main concern was to set the traveller to the right
segment joint in subsequent survey checks. The longitudinal projection in respect of the previous segment. At this time
profile constituted by the points would be a polygon whose the deflection of the traveller proper had to be introduced
angles determine the final road profile. as an additional camber.

TECHNICAL PAPER
The post pour survey check served to determine the as- • Continuous superstructure of Single PSC Box
built shape of the longitudinal profile in respect of the Girder of 1494 m in length having an finger type
desired profile at that step, in particular the position of the expansion joints at the ends of capacity 500mm
newly poured segment with respect to the previous one. with overall deck width of 13.875.
• Successful completion of shoring to maintain stability
of approach road of existing Saraighat Bridge.
• The use of STUs in large magnitude for the first
time in the country. Perhaps the adoption of the
above STUs helped in withstanding earthquake
on 25th April’ 2015 in Nepal & North Eastern
part of India on 7.3 in Richter Scale. This Bridge
structure under construction sustained this massive
earthquake without any damage.
• Indigenously designed, manufactured and load
tested 5 numbers of gantries in use at a time.
• Specially designed stabilizing and bearing freezing
Fig. 25: New Saraighat bridge during & after construction arrangement for peculiar bearing layout provided
In order to achieve the desired longitudinal Deck-profile, with in bridge system.
the geometry control should focus on the difference of slope • Special attention to pre camber monitoring during
as-built between subsequent segments; this could be done superstructure construction.
graphically e.g. by drawing the longitudinal profile made
7. REFERENCES
up by the bolts in each web line. Whenever the discrepancy
was detected between the desired curve and as built curve, i. José Diogo Honório, Conceptual design of long-span
it had to be corrected over a few following segments. cantilever constructed concrete bridges, TRITA-
BKN. Master thesis 254, Structural Design & Bridges
6. CONCLUSIONS
2007 ISSN 1103-4297, ISRN KTH/BKN/EX-254-SE.
Bridging the mighty river Brahmaputra is one of the major ii. V N Heggade, Bearings & their configurations with
challenges for bridge engineers and could be done only by in bridge system, The bridge and Structural Engineer,
an experienced and techno savvy bridge builder. Vol 43/Number 4/December 2013, pp 23-35.
Some of the achievements while overcoming the challenges iii. Dr. V. K. Raina, Avinash Y. Mahendrakar, Amrendra
were : N. Singh, Philosophy of CAMBER-CORRECTION
• Successful completion of 11 numbers of Double to obtain correct deck-profile in cantilever
D type Well Foundations with 57m avg. depth construction…. Bhramaputra Bridge at Guwahati,
without any major problems of tilt & shift in the India, ING-IABSE seminar Mysore 2014 on Elevated
river Brahmaputra. transport corridors. Pp 160-169.
Indian Building Congress

“CALL FOR PAPERS”
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Tools, Modern Technologies and Materials in Built Environment” in June, 21-22, 2019 at Pune.
Authors are requested to contribute two hard copies of their Paper, alongwith CD in Microsoft Word. The Paper
should not exceed 3000 words and should also contain an abstract of about 200 words. Accompanying drawing and
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TECHNICAL PAPER
Influence of the Ganga Sand on Subgrade Characteristics

of Cohesive Soil
Neeraj Kumar Yadav 1 S.K. Suman 2
Abstract
Subgrade is an important layer of a pavement which provides the support to the pavement and possesses the sufficient
stability under adverse traffic and loading conditions. For safe and cost effective construction of pavement, the subgrade
should be constructed with a suitable filling material that may be locally available. The soil found in regions of Bihar is
mainly of cohesive in nature and have low strength. Therefore, it is required to go for stabilization using locally available
materials. An attempt has been taken to consider the use of Ganga sand as a stabilizer to existing soil. In this paper laboratory
investigations have been carried out to evaluate the properties of individual soils and their mix. The experimental results
shows that Atterberg’s limits decreases, MDD and CBR initially increases and then decreases with addition of Ganga sand
in increasing proportion. Maximum socked CBR has been found at optimum proportion of 40% soil and 60% Ganga sand.
Whereas, maximum UCS have been found at optimum proportion of 70% soil and 30% Ganga sand. Finally overall thickness
of the pavement has been computed and compared while considering pure soil as well as at the optimum proportion and
found thirty percent of saving in the thickness.
1. Introduction soil by using either chemical or mechanical stabilization

Subgrade is an integral part of the road pavement structure techniques. Mechanical stabilization of the soil includes
as it provides the support to pavement from beneath. The the alteration of the grading of soil particles (by changing
subgrade soil and its properties are important in design the composition of the soil mass) and compacting the soil
of pavement structure. The main function of subgrade to achieve the stability and strength of the soil. Ali Firat
is to give adequate support to pavement and for this the Cabalar, Waleed Sulaiman Mustafa (2015) investigated
subgrade should possess good load bearing capacity, the influence of sand grains content on the behavior of
consistency limits, good drainage and stability under sand–clay mixtures. The results of the tests showed a
adverse climate and loading condition. Conventional decrease in the UCS, and an increase the CBR values with
methods are the biggest handicap to provide a complete an increase in the amount of sand. An increase in dry unit
road network in India. Therefore, there is a need to resort weight and a decrease in respective moisture content by
one of the suitable methods of low cost road construction. an increase in the amount of sand were observed in the
The construction cost can be considerably decreased compaction tests.
by selecting local modifiers including local soil for Aravind Pedarla et al (2015) studied on a local soft clayey
construction of lower layers of road such as subgrade soil mixed with various fractions of a graded sandy soil,
and sub-base. As per IRC guidelines (IRC:37-2001), the and the stiffness behavior of the compounded material.
subgrade material may be classified on the basis of CBR Results show that the variation of sand content in soft soil
values as very poor for CBR value of 2, poor for CBR value considerably affects the strength and stiffness properties
of 3-4, fair for CBR value of 5-6, good for CBR value of of the subgrade. Bahia Louafi, Ramdane Bahar (2012)
7-9 and very good for CBR value of 10 -15. If the stability carried out an experimental program to understand the
of the soil is inadequate for supporting wheel loads, then physical mechanisms of stabilization of an expansive
it is required to improve the engineering properties of soil by adding an inert material (sand) at various forms;
1
P.G. Student, Email: vijayydv91@gmail.com
2
Department of Civil Engineering, National Institute of Technology Patna
Asst. Professor, Email: sksuman77@yahoo.co.in

TECHNICAL PAPER
mixing and intercalation layers of sand. It can be seen that 1.1 Need for Utilization of Ganga Sand
the addition of sand is capable of reducing the swelling
There are many road development programs are going
action. Kollaros G., Athanasopoulou A.(2016) carried
on related to road development in our country such as
out an experimental program to highlight the physical
PMGSY, NHDP etc. Generally for rural roads there
mechanisms of stabilization of an expansive soil by adding
are directive to use locally available materials for road
an inert material (sand). The findings of the laboratory
construction so that the transportation cost can be
testing procedures presented substantial improvement in
reduced. The Ganga sand is locally available in states
strength with the addition of sand percentages up to 60%
of Uttarakhand, Uttar Pradesh, Bihar and West Bengal
by weight of soil, as well a noticeable alteration in the
and it may also prove a good modifier. Therefore, as
moisture-density relation. Kumar Amrendra et al (2014)
locally available material for road construction in these
studied the effect of mixing different proportions of foundry
states the Ganga sand can be a very good alternative for
sand, fly ash and tile waste with clayey soil on compaction
reducing required thickness of pavement, quantity of
and California bearing ratio. The highest value of maximum
materials required and cost of construction. Apart from
dry density was achieved for clay-foundry sand-fly ash-
this, there are many other problems related to silting
tile waste mix of 54:36:10:2.25. The California bearing
of sediment in Ganga River such as meandering of the
ratio value of clayey soil improved significantly i.e. from
river, decreasing the discharge capacity, decreases in
2.43% to 7.35% with addition of foundry sand , fly ash
required effective depth for water transport and many
and tile waste in appropriate proportion.Likhitha. H et al
flood related problems. By utilizing the river Ganga
(2018) investigated the improvements in the properties of
sand these problems can also be minimized up to some
expansive soils, as road subgrade stabilized with cement,
extent. Therefore, the use of Ganga sand in subgrade
and M-sand (manufactured sand) in varying percentages.
construction of the roads is not only beneficial for road
The result shows that the stability of the Black cotton soil
construction but also for the river Ganga.
can be increased by making use of the stabilizers such as
cement and M-sand. Prasad C. R. V., Sharma R. K. (2014) 2. Scope and objective
assessed the effectiveness of clayey soil blended with Beas
In this paper, different engineering properties of the soil
sand and fly ash for soil stabilization. The results show
and the river Ganga sand have been studied. An attempt
substantial improvement in compaction and California
was made to study how the river Ganga sand may be
bearing ratio of composite containing clay, sand and fly
effectively utilized in combination with the soil to get
ash (70: 30: 10).Roy Tapas Kumar (2013) used of various
an improved soil material which may be used in road
types of sand with varying proportions ranging from 5%
construction. The objectives of the study are:
to 15% as admixture to cohesive soil and to evaluate their
different properties e.g. plastic properties, compaction i. To investigate the engineering properties of soil to
properties and strength properties in terms CBR of the be used as subgrade material and the river Ganga
mixtures. Results shows the better improvement in the sand.
compaction characteristics as well as in the CBR for ii. To investigate the engineering properties of soil
addition of fine sand up to 15% with the soil and identified mixed with the river Ganga sand in different
as cost effective mix proportion for the construction of proportions (soil: Ganga sand:: 90:10, 80:20,
70:30, 60:40, 50:50, 40:60, 30:70).
subgrade of flexible pavement. Sharma Ravi Kumar,
Kumar Amrendra (2013) showed with addition of foundry iii. To work out the most appropriate proportion of
sand and fly ash to clayey soil, its strength and compaction the soil and the Ganga sand mixes on the basis of
maximum MDD and CBR value.
characteristics are improved.
iv. To compare the required thickness of the pavement
Many researchers have been investigated the characteristics for unmodified soil and for most appropriate
of cohesive soil in addition of various sands along with proportion of the Soil-Ganga sand mixes.
other additives. Few papers are found where only various
3. ENGINEERING PROPERTIES OF THE
types of sand are used to stabilize the soil. However,
MATERIALS USED
Soil stabilization using Ganga sand for subgrade
characterization is not found. This paper deals with the The materials used in this study were locally available
utilization of Ganga sand in the stabilization of subgrade soil and the Ganga sand. The river Ganga sand is obtained
soil. A characteristic of soil was investigated using without from the river Ganga near NIT Patna campus. According
and with Ganga sand in different proportions and analysis to Indian standard soil classification system the soil was
was made for its suitability. classified as low plastic clay (CL) and the Ganga sand

TECHNICAL PAPER
was classified as poorly graded sand (SP). The Grain size shown in Fig. 1. The engineering properties of the soil and
distribution curves for the soil and the Ganga sand are the Ganga sand are shown in the Table-1.
Table 1: Engineering Properties of the Soil and the Ganga Sand
Particulars of the Test Soil Properties Ganga Sand Properties

Specific Gravity,
IS: 2720 (Part 3/Sec 2)-1980 2.48 2.66
Gravel = 4.84 Gravel = 0%
Sand = 18.19 Sand =97.3
Composition of the soil (%) Silt = 64.47 Silt =2.7
Clay = 12.5 Clay = 0%
Coefficient of Uniformity (Cu) - 2.06
Coefficient of Curvature (Cc) - 1.05
Liquid Limit (%), IS:2720 (Part 5)-1975 34.9 NP
Plastic limit (%), IS:2720 (Part 5)-1975 22.34 NP
Plasticity index (%) 12.56 NP
IS : Standard soil classification CL SP
Maximum dry density (g/cc)
1.73 1.671
IS:2720 (Part 7)-1980
Optimum moisture content (%)
18.5 13.82
IS:2720 (Part 7) 1980
Soaked CBR (%), IS:2720 (Part 16) -1987 2.33 15.72
Unsoaked CBR (%)
IS:2720 (Part 16) -1987 4.31 16.49
UCS (kg/cm2),
1.293 -
IS:2720 (Part 10)- 1991
4. RESULTS AND DISCUSSIONS
4.1 Atterberg’s Limits Characteristics
Atterberg’s limit test was performed to determine liquid
limit, plastic limit and finally plasticity index of low plastic
clayey soil and the Ganga sand individually but also in
different proportion of soil-ganga sand mix in accordance
to IS:2720 (Part-5)-1985.The results of the Atterberg’s
limit has been presented in the Table-2 for the same case.
It has been observed that the plasticity index of soil-
Ganga sand mix is decreasing with increasing proportions
of Ganga sand in soil sample. Similar findings have been
Fig. 1: Grain Size Distribution of the Soil and the reported in other experimental works on soil stabilization
Ganga Sand with sand (Bahia Louafi, 2012; Kollaros G., 2016).
Table 2: Atterberg’s Limits the Soil and Ganga Sand Mix
Type of soil-sand mix Liquid Limit Plastic Limit Plasticity Index

Soil: Ganga sand LL (%) PL (%) PI (%)
Soil: Ganga sand::100:0 34.9 22.34 12.56
Soil: Ganga sand::90:10 29.12 20.84 8.28

TECHNICAL PAPER
Soil: Ganga sand::80:20 25.55 19.92 5.63

Soil: Ganga sand::70:30 22.87 NP NP
Soil: Ganga sand::60:40 20.28 NP NP
Soil: Ganga sand::50:50 NP NP NP
*NP- Non plastic
The soil is found as medium plastic at zero and ten decreases due to decrease in compaction.
percentage of addition of Ganga sand but soil is low Fig. 5, shows that the variation in the optimum moisture
plastic at twenty percentage of addition of Ganga sand. content. On increasing the proportion of the Ganga sand
Afterwards soil becomes non plastic. and decreasing the proportion of the soil in mix, initially
4.2 Compaction Characteristics the optimum moisture content decreases. Similar findings
have been reported by (Ali Firat Cabalar (2015); Aravind
Indian standard light compaction tests were conducted
Pedarla et al, 2015).This may be due to the reason that,
as per IS: 2720 (Part 7)-1980, on different proportions of
initially on increasing the proportion of Ganga sand, the
the soil and the Ganga sand to determine the dry density
compaction increases. This results a decrease in void
and moisture content relationship. The compaction curves
ratio during compaction and hence decreasing optimum
of the soil, Ganga sand and their various composites
moisture content (OMC). The OMC is least for the
are shown in Fig.3. The dry density is maximum at the
mix having 40% soil and 60% Ganga sand. On further
minimum optimum moisture content for the combination
increasing the Ganga sand content, the optimum moisture
having 40% soil and 60% Ganga sand.
content gradually increases due to decrease in compaction
and increase in void ratio.
Fig. 3: Compaction Curves for Soil–Ganga Sand

Composites Fig. 4: Variation in MDD of Soil-Ganga Sand
Composites
Fig.4, shows that the variation in the maximum dry density
of the soil, with using different proportions of the soil
and the river Ganga sand. On addition of Ganga sand in
the soil with its increasing proportion, the maximum dry
density initially increases and it is attain maximum for the
mix having 40% soil and 60% Ganga sand. Maximum dry
density of the clay-sand mixture increased considerably
with sand inclusion and found maximum at 50% sand
admixture (Ali Firat Cabalar (2015); Aravind Pedarla
et al, 2015). This may be due to replacement of voids
in sand particles by soil particles and hence increasing
the compaction. On further addition of the Ganga sand
content in soil-Ganga sand mix, the maximum dry density Fig. 5: Variation in OMC of Soil-Ganga Sand Composites

TECHNICAL PAPER
4.3 Strength Characteristics 4.3.2 Unconfined compressive strength (UCS)

4.3.1 California bearing ratio (CBR) test characteristics characteristics
The CBR tests for soil, Ganga sand and their composites The unconfined compressive strengths of the soil, Ganga
were carried out as per IS: 2720)- 1987 (Part-16) in both sand and their composites were determined as per IS: 2720
soaked and unsoaked conditions to evaluate their load (Part 10)-1991. The variation in unconfined compressive
bearing capacities. The unsoaked CBR characteristics are strength of Soil-Ganga sand the mix is shown in the
shown in the Fig. 6 and soaked CBR characteristics are Fig.8.
shown in the Fig. 7.
Fig. 6, shows that the variation in soaked CBR. It is
observed that on increasing the proportion of the Ganga
sand and decreasing the proportion of the soil in the mix, the
soaked CBR increases. Similar trend is also found by (Ali
Firat Cabalar and Waleed Sulaiman Mustafa, 2015).The
increase in soaked CBR is due to increase in compaction
and the strength of the Ganga sand. The soaked CBR
is maximum for the mix containing 40% soil and 60%
Ganga sand and is equal to 18.78%. On further increasing
the Ganga sand content, the soaked CBR decreases as the
compaction of the Soil- Ganga sand decreases. Fig. 8: Variation in UCS of Soil-Ganga sand Composites
From the Fig. 8 it is obtained that the UCS of the
pure soil is 1.293 kg/cm2 .On replacing the soil with
the Ganga sand, initially the compaction of the mix
increases and the cohesion decreases. But initially the
UCS value increases due to the increase in compaction
is predominant. Therefore, on increasing the Ganga sand
content, initially the unconfined compressive strength
of the mix increases and it is maximum for the mix
containing 70% soil and 30% Ganga sand. On further
Figure 6: Variation in Soaked CBR of Soil-Ganga sand
increasing the proportion of the Ganga sand, the UCS of
Composites
the soil Ganga sand composite goes on decreasing. This
Fig. 7, shows that the variation in unsoaked CBR. It is is due to decrease in cohesion. As per Aravind Pedarla
observed that on increasing the proportion of the Ganga sand et al (2015), UCS values increases with increase of sand
and decreasing the proportion of the soil in the mix, initially content whereas as per Ali Firat Cabalar and Waleed
the unsoaked CBR increases. This may be due to increase in Sulaiman Mustafa (2015), UCS values decreases with
compaction and the strength of the Ganga sand. The unsoaked increase of sand content in clay.
CBR is highest for the mix containing 40% soil and 60%
4.4 Thickness Implications
Ganga sand and is equal to 26.37%. On further increasing
Ganga sand content, the unsoaked CBR decreases as the The soaked CBR of pure soil was 2.33 % and the maximum
compaction of the Soil and Ganga sand mix decreases. soaked CBR of the Soil-Ganga sand composite was 18.78%
for the composite having 40% soil and 60% Ganga sand.
The code (IRC:37-2012) has maximum limit for soaked
CBR as 15%. Therefore the thickness of the pavement
was evaluated by taking a maximum value of CBR of
soil-Ganga sand composite as 15%. Using IRC:37-2012
guidelines (Plate-8), the design thickness of pavement was
evaluated corresponding to 2, 5, 10, 20, 30, 50,100,150
msa (million standard axle) for both the pure soil and the
stabilized soil-Ganga sand composite. The comparison of
Fig. 7: Variation in Unsoaked CBR of the Soil-Ganga the thickness required for soil and the optimum soil-Ganga
sand Composites sand composite is shown in the Fig. 9.

TECHNICAL PAPER
ratio at optimum dosage of Ganga sand. The

optimum proportion is 40% soil and 60% Ganga
sand.
iii. With increase in Ganga sand content in the soil,
the unconfined compressive strength initially
increases and then decreases. A maximum value
is achieved at 70% soil and 30% Ganga sand.
iv. The thickness analysis shows that addition of
Ganga sand in the soil reduces the required
thickness of the pavement which in turn reduces
the cost of construction.
Fig. 9: Cumulative Traffic and Pavement Thickness v. On the basis of the above study it is concluded
Variation that the Ganga sand can be used for improving
Fig. 9, shows that on using the Soil-Ganga sand, the strength of subgrade and in reducing the
the required thickness for the pavement goes on thickness of above adjacent layers of the flexible
pavement.
decreasing. Fig. 10, shows that the percentage saving
in the required thickness of the pavement. It is observed vi. Further studies on more types of soils are suggested
that on increasing the traffic, initially the percentage for gaining an understanding of the durability and
saving in requires thickness of the pavement, decreases reliability of these mixtures. Inclusion of Ganga
sand particles in cohesive soil not only results in
and finally becomes constant nearly 30% saving in
higher strength and a reduction in total thickness
thickness. but also is a sustainable alternative because sand
particles are reliable, environmentally friendly,
and chemically neutral.
REFEReNCES
i. Ali Firat Cabalar, Waleed Sulaiman Mustafa (2015).
Behaviour of Sand–Clay mixtures for road pavement
Subgrade, International Journal of Pavement
Engineering, Taylor and Francis, pp. 1-13.
ii. Aravind Pedarla, Anand J. Puppala, Chatuphat
Savigamin, and Xinbao Yu (2015) Performance of
Sand-Treated Clay Subgrade Supporting a Low-Volume
Flexible Pavement, Transportation Research Record:
Journal of the Transportation Research Board, No.
Fig. 10: Saving in Pavement Thickness with Increases in 2473, Transportation Research Board of the National
Cumulative Traffic Academies, Washington, D.C, pp. 91–97.
5. CONCLUSIONS iii. Bahia Louafi, Ramdane Bahar (2012). SAND: An
Additive for Stabilization of Swelling Clay Soils,
On the basis of the present study following conclusions International Journal of Geosciences, Published Online
can be drawn: September 2012 (http://www.SciRP.org/journal/ijg), 3,
pp.719-725.
i. On addition of the Ganga sand in the low plastic
clayey soil, the liquid limit, plastic limit and iv. Kollaros G., Athanasopoulou A.(2016). Sand as a
soil stabilizer, Proceedings of the 14th International
plasticity index decreases with increase in the
Conference, Thessaloniki, May, Bulletin of the
proportion of Ganga sand. At or beyond seventy Geological Society of Greece, Vol. L, pp. 770-777.
and thirty percentage of soil and Ganga sand
respectively mix becomes non plastic soil. v. Kumar Amrendra, Sharma Ravi Kumar, Singh Babita
(2014). Compaction and Sub-grade Characteristics
ii. The value of maximum dry density and unsoacked of Clayey Soil Mixed with Foundry Sand and Fly
California bearing ratio increases and then Ash and Tile waste, IOSR Journal of Mechanical and
decreases with increasing proportion of Ganga Civil Engineering (IOSR-JMCE),e-ISSN: 2278-1684,
sand in soil sample. This means that a peak point p-ISSN 2320-334X ,pp 01-05.
is achieved which represents the highest value of vi. Likhitha. H, Raghavendra. H.N, Rakesh. K.P., Uday
maximum dry density and unsoacked California Shrihari.P (2018).Stabilization of Subgrade Black

TECHNICAL PAPER
Cotton Soil using Cement and M- Sand, International xi. Kumar P., Ransinchung R.N., Kumar B., Anupam K.A.,
Journal of Engineering Technology Science and Chauhan A.P. (2014). Laboratory Evaluation For the
Research (IJETSR),ISSN 2394 – 3386,Volume 5, Issue use of Moorum and Ganga Sand in Wet Mix Macadam
1,pp.40-48. Unbound Base Course, Indian Highways Vol. 42, No.4,
vii. Prasad C. R. V., Sharma R. K. (2014). Influence of April 2014, pp 33-39.
sand and fly ash on clayey soil stabilization, IOSR xii. Louafi B., Bahar R (2012).Sand: An Additive for
Journal of Mechanical and Civil Engineering (IOSR-
Stabilization of Swelling Clay soils. International
JMCE), e-ISSN: 2278-1684, p-ISSN: 2320-334X,pp
36-40. Journal of Geoscience, accessed from http://www.
SciRP.org/Journals/ijg on Oct 15, 2014, pp 719-725.
viii. Roy Tapas Kumar (2013). Influence of Sand on
Strength Characteristics of Cohesive Soil for using as xiii. Panwar P., Ameta N.K. (2013). Stabilization of Dune
Subgrade of road, 2nd Conference of Transportation Sand with Bentonite and Lime. EJGE accessed from
Research Group of India (2nd CTRG), Procedia Social www.ejge.com on Oct 15, 2014, Vol. 18. pp 2667-
and Behavioral Science, Science Direct, 104, pp 2 1 2674.
8-2 2 4.
xiv. Prasad C.R.V., Sharma R. K.(2014).Influence of Sand
ix. Sharma Ravi Kumar, Kumar Amrendra (2013). and Fly Ash on Clayey Soil Stabilization. IOSR Journal
Compaction and Sub-grade Characteristics of of Mechanical and Civil Engineering accessed from
Clayey Soil Mixed with Foundry Sand and Fly Ash, www.iosrjournal.org on Jan 15, 2015, pp 36-40.
International Journal of Engineering Research &
Technology (IJERT),Vol. 2 Issue 10, ISSN: 2278- xv. Ramteke N. B., Saxena A.K., Arora T. R.
0181,pp.1504-1509. (2014),Stabilization of Black Cotton Soil with Sand
and Cement as a Subgrade for Pavement. International
BIBLIOGRAPHY
Journal of Engineering Sciences and Research
i. Babu ,Shemi S., Nair S.M., Rohit P.B., Soman N., Technology accessed from www.ijesrt.com on Oct 15,
Kumar M., Gadha H (2012). Improvement of Clayey 2015, pp 688-692.
Sub-Grade Using Waste Sand from English Indian
Clay Limited. Indian Geotechnical Conference-2010, xvi. Roy T. Kumar (2013).Influence of Sand on Strength
GEOtrendz, Dec 16-18, 2010, pp 499-502. Characteristics of Cohesive Soil for using as Subgrade
of road, Presented on 2nd Conference of Transportation
ii. Gupta C., Sharma R.K. (2014). Influence of Marble Dust,
Research Group of India (2nd CTRG), pp 218-224.
Fly Ash and Beas Sand on Sub Grade Characteristics of
Expensive soil. IOSR Journal of Mechanical and Civil xvii. Satyanarayana P.V.V, Raghu P., Kumar R. Ashok,
Engineering accessed from www.iosrjournals.org on Pradeep N. (2013). Performance of Crusher Dust in High
Jan 14, 2015, pp13-18. Plastic Gravel Soils as Road Construction Material,
iii. IRC: 37-2001, Guidelines for the Design of Flexible IOSR Journals of Mechanical and Civil Engineering,
Pavements, Indian Road Congress, New Delhi. excessed from www.iosrjournals.org on Oct 15, 2014,
Vol 10, Issue 3 (Nov-Dec 2013), pp 01-05.
iv. IS: 2720 (Part 4)-1985, Grain size Analysis, Bureau of
Indian Standards, New Delhi. xviii. Sharma R.K. (2014 ). Subgrade Characteristics of Soil
v. IS: 2720 (Part III/Sec 2)-1980, Determination of Mixed with Foundry Sand and randomly distributed
Specific Gravity, Bureau of Indian Standards, New Steel Chips, Indian Highways Vol.42 , No.4, April
Delhi. 2014, pp 4-11.
vi. IS: 2720 (Part 5)-1985, Determination of Liquid Limit xix. Sharma R.K. (2014).Subgrade Characteristic of Sand
and Plastic Limit, Bureau of Indian Standards, New – Fly ash – Lime Composite, Indian Highways Vol.42
Delhi. No.10, Oct. 2014, pp 29-34.
vii. IS: 2720 (Part 7) - 1980, Determination of Water xx. Sharma R.K., Bandhu D., Maheshwari R., Kumar S.
Content-Dry Density Relation Using Light Compaction, (2013).Compaction and Subgrade Characteristics of
Bureau of Indian Standards, New Delhi. Clay Soil Blended with Beas Sand, Fly ash and Waste
viii. IS: 2720 (Part 16)-1987, Laboratory Determination of Plastic Strip.IRC journal Indian Highways Vol.41,
CBR, Bureau of Indian Standards, New Delhi. No.6, June 2013, pp 43-49.
ix. IS: 2720 (Part 10)-1991, Determination of Unconfined xxi. Sharma R. K., Kumar A. (2013). Compaction and
Compressive Strength, Bureau of Indian Standards, Sub-Grade Characteristics of Clayey Soil Mixed with
New Delhi. Foundry Sand and Fly Ash. International Journal
x. Khanna S.K. and Justo C.E.G.(2011).Soil Stabilized of Engineering Sciences and Research Technology,
Roads. Book on Highway Engineering, Ninth Edition, accessed from www.ijesrt.com on Oct 15, 2014, Vol.
Nem Chand & Bros, Roorkee. Chapter- 9, pp 463-487. 2, pp 1504-1509.

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TECHNICAL
TECHNICAL PAPER
PAPER
Cement Concrete Curing: Its significance & assurance

at Project Site
S S Joshi 1
Abstract
The curing of cement concrete plays a vital role in assisting gaining strength. But, at Project Site it is often relegated to
back seat while often and invariably by everyone expressed concern for. In this Technical paper while on one hand the
significance of ‘Curing’ of Cement concrete has been brought to the fore, a mechanism comprising of possible measures to
ensure adherence to this important activity without requiring much persuasion, has also been suggested.
1. Introduction 2. Effect of Curing of Cement Concrete

Curing is the process of controlling the rate and extent 2.1 Improved Durability of Cement Concrete
of moisture loss from concrete during cement hydration
Well cured concrete can minimize thermal, plastic &
stage. It may be either after it has been placed in position
dynamic shrinkage cracks, making concrete more water
(Secondary stage) or during the manufacture of concrete
tight, thus preventing moisture and water borne chemicals
products (Primary state), thereby providing time for the
from entering into the concrete and thereby increasing its
hydration of the cement to occur.
durability.
Curing is the process in which the concrete is protected
2.2 Enhanced Serviceability
from loss of moisture and kept within a reasonable
temperature range. This process results in concrete with Concrete that is allowed to dry quickly undergoes
increased strength and decreased permeability. Curing is considerable early age shrinkage. Inadequate Curing
also a key player in mitigating cracks, which can severely contributes to weak and dusty surface having a poor
affect durability. abrasion resistance. In other words suitable Curing
enhances serviceability.
When smart, suitable and practical curing is used, the
amount of cement required to achieve a given strength 2.3 Improved Microstructure
and durability can also be reduced by either omission or
Material properties are directly related to their
replacement with supplementary cementatious materials.
microstructure. Curing assists the cement hydration
Since the cement is the most expensive and energy
reaction to progress steadily and develops calcium-
intensive component of a concrete mixture, this (Curing)
silicate-hydrate gel, which binds the aggregate leading to
leads to a reduction in the cost as well as the absolute
a rock solid mass, makes the concrete denser, decreases
carbons foot print of the concrete mixture.
the porosity and enhances the physical and mechanical
Curing of concrete is seen essential in developing the properties of concrete:
microstructure and pore structure of concrete. Curing of
3. Right Time to Cure Concrete
concrete means maintaining moisture inside the body of
concrete during the early ages and beyond in order to After concrete has been poured in its final position, and
develop the desired properties in terms of strength and during the initial set, bleed water rises to the concrete
durability. surface as concrete advances to plastic stage. It is obvious
Tech Director & Team Leader, URS Scott Wilson India Private Limited, Email: ssjoshi70@rediffmail.com
1
40 INDIAN HIGHWAYS APRIL 2019 INDIAN HIGHWAYS APRIL 2019 40

TECHNICAL PAPER
that if during this stage, the evaporation rate of bleed 5. Significance of Concrete Curing
water is more than the rising water from within concrete It is well known to all, the importance of timely curing of
mass then shrinkage (Plastic shrinkage) is manifested. cement concrete. Strength in general goes southward in
It is here that the function of curing comes into play by absence of curing. At Project site, this fact has been verified/
maintaining the concrete surface from drying out and thus determined through/ by conducting tests on samples and
avoid plastic shrinkage. observing the compressive strength of cement concrete of
Between initial set and final set intermediate curing would various grades kept in different condition/ situation. The
be needed if the finishing is complete prior to final set. relation of degree of curing and corresponding impact
This may be in the form of barrier which prevents the loss on compressive strength noted/recorded and analyzed as
of moisture from the concrete surface e.g. covering the mentioned hereunder:
concrete surfaces with plastic sheet, water proof papers, 6. Experiment of testing (Compressive
etc. strength of concrete) done at
After final set, meticulous curing will have to be done Project site
as per procedure selected e.g. water curing, ponding, i. Apparatus/Appliances:-
wet covering, impermeable membrane curing, curing
●● Cube moulds of 150mm x 150mm x 150mm.
compound, etc.
●● CTM (– 2000 kN capacity)
4. CURING: - Types of Concrete Curing
ii. Material:-
a. Water Curing
●● Cement: OPC-53 grade
●● By Ponding ●● Aggregate: Source from Nangal, Rajasthan
●● Sprinkling, fogging & mist curing
●● Fine Aggregate: Source from Nangal, Rajsthan
●● Wet Covering
●● Curing compound: Source from Shalicure–
b. Impermeable membrane curing (Aluminum based)
●● Form work iii. M
ix design summary of M-15,M-20,M-25,M-30,M-
●● Plastic Sheeting 35,M-40,M-45 (Summary of material and mix design,
c. Membrane Curing/ Curing compound vide Table-1)
4.1 Caveat for Membrane curing Casting of Concrete Cubes: 150mmx150mmx150mm
cubes were cast with following concrete grades:
For concrete with low w/c ratio, the use of curing
compounds may not be suitable for curing. When hydration a. M-15 (3 sets of 6 cubes each)
takes place, the relative humidity of interior concrete b. M-20 (3 sets of 6 cubes each)
drops leading to self drying of concrete. Under such
c. M-25 (3 sets of 6 cubes each)
circumstances, wet curing provides an external source
of water to replenish the water utilized in the hydration d. M-30 (3 sets of 6 cubes each)
process. Curing compounds may also prevent the bond e. M-35 (3 sets of 6 cubes each)
between the hardened and the freshly placed concrete f. M-40 (3 sets of 6 cubes each)
overlay e.g. curing compounds should not be applied to two
lifts pavement construction. Similarly, curing compound g. M-45 (3 sets of 6 cubes each)
should not be applied to concrete surface which will be Now, concrete cubes, so cast-have been put under following
receiving plasters, decorative paints, etc. as it affects the different degree of curing/ curing condition/ situation:
adhesion.
i. Concrete cubes kept in site water tank @ (27±2)
d. Steam curing oC (normal water curing)
At times, we need to go in for steam curing to get the early ii. oncrete cubes were applied with curing
C
strength of concrete, etc. compound and kept in normal condition

TECHNICAL PAPER
iii. Concrete cubes were kept under direct Sun The ambient temperature and humidity also recorded.
Casting and testing of samples have been done from
March 14 to April 14. When temperature and humidity
range was “20.20C to 43.00C” and “20.00% to 82.00%
respectively.
Testing of concrete cubes:
Concrete cubes were tested for its compressive strength
in calibrated CTM machine (vide, Fig.1) for ‘7’days and
‘28’days. Comparison of average compressive strength
(average of 6 cubes test results) vis-à-vis, different
condition/ situation are tabulated in Table-2 & Table-3 for
M-45, M-40, M-35, M-30, M-25, M-20 & M-15 grades of
Fig. 1: Testing of Concrete Cube cement concrete.
Table-1
CONCRETE MIX DESIGN DATA
Admixture
Coarse Aggregate
(Kg/Cum)
Cement OPC 53 Fine Aggregate (kg/Cum)
Concrete Source:-Kunal
Grade (kg/Cum) Source:- Nangal
Conchem ( Kuna
Stone Quary
Plast Pc-100) Water (Kg/
Cum)
Crushed
River
Sand
Content Sand 20
Grade Type (Gwalior 10 mm Qty.
(kg/cum) (Banash mm
Stone
River)
Quarry)
M15 300 436 436 548 548 2.55 182
M20 327 423 423 550 550 2.78 181
M25 360 411 411 547 547 3.06 181

53
M30 grade 377 402 402 549 549 3.21 180
M35 400 393 393 547 547 3.40 181
M40 423 383 383 547 547 3.60 180
M45 448 374 374 547 547 3.81 179
Table-2
Compressive Strength of Cement Concrete in Different Condition of Curing
Minimum Maximum
Temperature Ranging during the month 20.20c 43.0 0c
Humidity Ranging during the month 20.00% 82.00%
Average 7 days Compressive Strength of Cement Concrete in Different Condition of Curing

TECHNICAL PAPER
Average Compressive strength (of 6 cubes)

% Strength
in 7 days
Grade of Concrete Under Direct

Water
with Curing Air Curing in Sun w.r.t. With Curing Compound
Curing @
Compound direct Sun Standard w.r.t. Standard water curing
(27±2)oC
water curing
M-45 46.12 44.42 35.76 77.53% 96.32%
M-40 44.63 44.17 28.93 64.82% 98.97%
M-35 43.30 43.21 27.09 62.57% 99.80%
M-30 30.46 29.03 23.87 78.36% 95.30%
M-25 29.38 28.24 20.85 70.98% 96.14%
M-20 21.01 19.48 15.38 73.19% 92.73%
M-15 18.81 17.56 16.72 88.88% 93.37%
Fig. 2: 7 days Compressive Strength (Mpa)

 Water Curing @ (27±2)oC Air Curing in direct Sun x With Curing Compound
Table-3
Compressive Strength of Cement Concrete in Different Condition of Curing
Minimum Maximum
Temperature Ranging during the month 20.20c 43.0 0c
Humidity Ranging during the month 20.00% 82.00%
Average 28 days Compressive Strength of Cement Concrete in Different Condition of Curing
Average Compressive strength (of 6
% Strength
cubes) in 28 days
Grade of Under Direct
Water
Concrete with Curing Air Curing in Sun w.r.t. With Curing Compound w.r.t.
Curing @
Compound direct Sun Standard water Standard water curing
(27±2)oC
curing
M-45 50.29 47.27 43.40 86.30% 94.00%

TECHNICAL PAPER
M-40 49.62 47.63 35.92 72.40% 96.00%

M-35 48.65 45.19 41.11 84.51% 92.90%
M-30 47.56 44.86 35.08 73.75% 94.32%
M-25 40.73 35.20 29.07 71.39% 86.43%
M-20 40.06 32.59 26.44 66.00% 81.35%
M-15 29.90 28.73 23.66 79.12% 96.06%
Fig. 3: 28 days Compressive Strength (Mpa)

Water Curing @ (27±2)oC Air Curing in direct Sun x With Curing Compound
Result and Analysis: d) D
rop of compressive strength 7 days and 28 days
(under direct Sun vis-à-vis normal water curing) is
Looking at the compressive strength results (vide Table-2
also seen influenced with the grade of concrete.
&3) by taking compressive strength of concretes with
adequate curing/ normal water curing (by means of putting e) Grade 7 days & 28 days
in a water tank) as bench mark, it is observed that: M-15 11.12% & 20.88%
a) 7 days compressive strength drops by 11.12% to M-20 26.81% & 34.00%
37.43% when there is no curing/ under direct Sun M-25 29.02% & 28.61%
vis-à-vis normal water curing. M-30 21.64% & 26.25% Vide Table-2 & Fig. 2
b) 28 days compressive strength drops by 13.7% to 2-7 days
34% when there is no curing/ under direct Sun vis-à- and Table 3 & Fig. 3 28 days
vis normal water curing. M-35 37.43% & 15.49%
c) E
ven Curing done with Curing compound has been M-40 35.18% & 27.60%
seen/ observed to be quite effective i.e. 7 days M-45 22.47% & 13.70%
compressive strength is observed to be 92.73% to
Thus it is seen that as we go for higher grade of concrete,
99.8% vis-à-vis normal standard water curing. (Vide
the drop in strength normally increases from M-15
Table-2). So also for 28 days, the compressive strength
to M-25 (for 7 days) and M-15 to M-20 (for 28 days)
with Curing compound is observed to be in the range and then rate of drop in strength varies as the grade of
of 81.35% to 96.06% vis-à-vis standard water curing. concrete goes up. (Due to sample size being small and
(Vide Table-3). (A slight drop in gaining strength in various variables including absence of required absolute
28 days compared to 7 days vis-à-vis standard water control, homogeneity and other unknown factors at
curing is seen). Project site level, the obtained trend is not showing any

TECHNICAL PAPER
systematic variation and cannot be termed as conclusive). Contractors/ Concessionaires are primarily concerned with
However, one thing is certain that the absence of curing progress (pouring of concrete) only and at every inspection/
causes the drop in strength and in our experiment the drop visit, the inadequate curing is often the point of discussion
in compressive strength of 28 days is seen to the extent and concern of all Project Site. Even putting checklist in
of 34% when no curing is done i.e. under direct Sun Vs the process/ system towards curing activity does not seem
Water curing @ (27±2)oC. to yield the desired result. There has been growing need to
Thus, while all possible effort has been made to adhere address the issue of curing compliance at site.
to maintain the uniform parameter while casting cubes, 8. Mechanism to ensure adherence
curing and testing, yet the utmost control available in
R&D labs was not possible at Project Site and statistical 8.1 To meet this perennial challenge it is considered to
limitation is also certainly a factor which may have further bring in a mechanism in the system itself which shall be
influenced the quality of result. capable of causing Contractor/ Concessionaire to doubly
ensure the curing of cement concrete at Project site.
It is also seen that if curing compound is properly used then
it also works and the Compressive strength is seen less It is a proven and time tested proposition to put in place a
than that with normal water curing by 3.94% to 13.57% punitive and deterrent measure against non observance of
(Hence generally water curing is also recommended to any requisite measure and thereby ensuring compliance. In
be supplemented over curing with Curing compound for EPC/ BOQ contract, it is worthwhile to insert/ introduce
important structures). a ‘sub-item’ of curing activity alongside concrete items as
As is evident in all graphs vide Fig 3 that the compressive a part component of concrete work. While, during bidding
strength in 28 days significantly (upto 34%) drops down the full Rate of concrete is required to be quoted by the
due to inadequate/absence of curing, vis-à-vis standard Contractor/ Bidders then its bifurcation, as under may
water curing. apportion the rate/ amount of corresponding curing/m3 of
concrete by a predetermined ratio. (The apportionment of
7. Curing at Project Site curing component may be put a bit more than maximum
It is generally observed that the curing at Project Site is often drop of 28 days strength % i.e. more than 34%, say 40%
one of the items which is mostly neglected. Majority of for all grades of cement concrete in the item itself)
For Example:
Item Quantity Total Rate INR Apportionment of rate Amount
INR INR
Concrete 60%
60,000/- 6,00,000/-
P/L RCC-M40 Total rate 100m3 10,000/-
Concrete 40% 40,000/- 4,00,000/-
Here, care has been taken to apportion disproportionately component respectively. (In Contract Agreement/ CA,
high rate towards curing component, e.g. if for concrete such provision may be included for the purpose of
(M-40) total Bid rate is @ INR 10,000/m3 then concrete ensuring enforcement of curing and for enforcement of
and curing shall be assigned say 60% and 40% of total punitive measures. Thus, monetary component of curing
rate in priced BOQ item itself. The bidder while bidding per cubic meter of concrete work shall be readily available
shall put total rate and also bifurcated rate as per already for enforcement).
fixed apportionment mentioned under respective item. No However, in the event of contractor’s inability or willful
contractor shall ever take a chance to neglect curing for non compliance, curing may be got done at his risk and
fear of losing disproportionately high sum. cost which may be easily got arranged with the kind of
In case of projects under PPP mode (any variants of PPP disproportionately high and lucrative rate associated with
mode, viz, BOT, DBFOT, etc.) the identical approach may the same. (Such provision of getting work done at the risk
be adopted. Applicable rate of concrete of any specified and cost, in the event of non compliance by the Contractor,
grade may be computed by means of applicable SOR and must also be incorporated in the Contract Agreement/ CA
updated to the reference year. Now further apportionment for EPC/ PPP works).
may be done 60% and 40% towards concrete and curing Thus, the ultimate aim of curing compliance, which is a

TECHNICAL PAPER
significant component imparting strength to the structure absence of it is immense. Generally at Project site it is
and other attributes, may be ensured to the great possible not appreciated to the extent it deserves and often on
extent. routine basis becomes a contentious issue in relation to its
Stringent Punitive measure for habitual defaulter (curing) implementation, amongst Client/ Consultant and
Contractor/ Concessionaire.
There may be stringent deterrent provision included
to be applied for the habitual delinquent Contractor/ In order to doubly ensure ‘curing’ at site it is considered
Concessionaire who is in habit of regularly violating, the prudent to tilt the balance a bit disproportionately on
concrete curing e.g. if in a month time the Contractor/ higher side towards curing by apportioning about ‘40%’
Concessionaire is found to be a defaulter on this count for cost component of concrete work. It looks quite justified
three times the recommendation for debarring in Projects in doing so as absence/ inadequate curing impairs the
involving structure works may be made to the competent compressive strength (and other associated strength)
Authority by the supervision Consultant/ IE. (Such permanently and irreversibly. Merely, imposing normal
enforcement provision must be incorporated in the terms damages by charging proportionate amount may not serve
of contract/ CA). the very purpose of ensuring Curing compliance at site. And
hence, by injecting punitive element, its apportionment is
8.2 Alternative to Curing hiked and in this paper a reasonable apportionment of 40%
R&D (Research & development wings) must also be considered to meet the objective. Delinquent and habitual
assigned a task to address this issue of curing by resorting defaulters (Contractors/ Concessionaire) may be debarred
to such alternative mechanism which is better and easier for bidding works/ Projects involving major structures for
in implementation. For example, we know that the need certain periods. So, also if our Scientist fraternity, in near
of curing of cement concrete is to effect/ compensate the future comes out with a magic economic additive solution
loss of moisture due to increase in temperature which is to be mixed during concrete mixing to dispense with the
attributed to exothermic reaction. If by some means, the need of curing itself as cited in 9(B) then it will be a great
reaction is allowed to happen but without exothermic day for all Stakeholders.
attributes by adding/ including certain additives in the
The existing punitive measure as mentioned in MoSRT&H
concrete mix then the whole “Curing” issue can be resolved
for acceptable sub standard Concrete work does not cover
by avoiding the need for “CURING “itself. This will be
Curing Component as mentioned below vide section 1700
the best possible redressal means of present day absence
of MoSRT&H:-
of curing menace, provided it is not cost prohibitive.
The discount to be offered for acceptable substandard
9. Conclusion
work, as defined in section 1700 (Sub-Section 1718-Rate)
Within restraint of sample size, concrete cubes cast and of MoSRT&H is as under
tested at Project site invariably reveals that role of “curing”
(Design Strength-Observed Strength)
of concrete is quite significant in developing compressive
strength (and hence other associated strength) of cement Reduction in Rate =
concrete. The indicative cube strength within limitation Design Strength
of sample size, Project site limitation and prevailing The observed strength is as per concrete cube strength,
temperature & humidity it is seen that the compressive which is cast during construction and normally kept in
strength drops to 34% (maximum) in 28 days under direct Curing tank. Thus, the reduction in strength, if any, does
Sun vis-à-vis normal water curing imparted by immersing not include Curing component, but improper material,
in a water tank which speaks volumes about the role of mixing, workmanship.
curing.
References
Similarly with curing compound also the concrete attains
i. IS: 10262-2009
the required strength though the compressive strength
obtained is a bit less (86.43% to 96.06%) than that with ii. IS: 516-1959
conventional water curing (In the instant case cube iii. Article on significance of Concrete Curing by Mr. SB
strength immersed in water tank). Thus, if water is easily Kulkarni & Mr. Clinton Pereira, Dy. Manager (Tech.)-
available then water curing is the best option. UltraTech
Though, the arrangement required to ensure curing at iv. Specifications for Road And Bridge Work (5th Version)
site does cost very little but the strength reduction in of MoRT&H

MoRT&H CIRCULAR

MoRT&H CIRCULAR

MoRT&H CIRCULAR

MoRT&H CIRCULAR

MoRT&H CIRCULAR

TENDER NOTICE

TENDER NOTICE

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Indian Highways Advance Month, APRIL, 2019
INDIAN HIGHWAYS PUBLISHED ON 27 JANUARY 2017
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FEBRUARY 2017
SA INFRASTRUCTURE CONSULTANTS PVT. LTD
About SAICPL
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SA INFRASTRUCTURE CONSULTANTS PVT. LTD

Highways Bridges Waterways Railways Sewage Treatment Plant

Highways : Including Access Controlled Expressway and upgradation of

Metro-Rail Services : Including design of underground and elevated metro

Traffic & Transportation and intelligent Transport System - including

Urban Infrastructure Development : Including preparation of Plans,

Water Resources including irrigation Flood Control, Ground water

94 2  0 # :#4 7/ *920:7,

3 1   94

 # 1  

 Meet the New DG (RD) & SS MoRT&H 6

 From the Desk of Guest Editor, DG (RD) & SS MoRT&H 7

 IRC Technical Committees Meeting Schedule 10

 New/Revised Publications of IRC 39

 New Saraighat Bridge - A Vital Link to Gateway of North East 19

 Influence of the Ganga Sand on Subgrade Characteristics of Cohesive Soil 32

 Cement Concrete Curing: Its Significance & Assurance at Project Site 40

 MoRT&H Circular 47-51

 Tender Notices 52-57

Publisher & Editor: S.K. Nirmal, Secretary General, IRC

INDIAN HIGHWAYS APRIL 2019 3

DISPUTE RESOLUTION IN ROAD PROJECTS

4 INDIAN HIGHWAYS APRIL 2019

(Sanjay Kumar Nirmal)

INDIAN HIGHWAYS APRIL 2019 5

Shri I.K. Pandey,

6 INDIAN HIGHWAYS APRIL 2019

INDIAN HIGHWAYS APRIL 2019 7

APRIL 8–14 2019, MUNICH

What else do you get with the AFT 500?

INDIAN HIGHWAYS APRIL 2019 8

9 INDIAN HIGHWAYS APRIL 2019

IRC Technical Committees Meeting Schedule for

12-04-19 Fri 11.00 AM Road Safety and Design Committee (H-7)

Flexible Pavement, Airfield & Runways Committee (H-2)

Reduction of Carbon Footprint in Road Construction and Environment

20-04-19 Sat 11.00 AM Human Resource Development Committee (G-2)

11.00 AM Expert Group Meeting for National Bridge Code

10 INDIAN HIGHWAYS APRIL 2019

Measurement of Aggregate-Bitumen Interface Bond

Nihit Nigam1 Vinamra Mishra2 Dharamveer Singh3

1. Introduction (i.e. more than 50% bitumen remain adhered on

INDIAN HIGHWAYS APRIL 2019 11

12 INDIAN HIGHWAYS APRIL 2019

shows different parts of BBS test equipment consisting of

Fig. 2 BBS Test Set-up

Fig. 3 Detailed Experimental Methodology

INDIAN HIGHWAYS APRIL 2019 13

14 INDIAN HIGHWAYS APRIL 2019

5. Results and Discussion

INDIAN HIGHWAYS APRIL 2019 15

Maximum POTSwet (2.50 MPa) was observed when

16 INDIAN HIGHWAYS APRIL 2019

INDIAN HIGHWAYS APRIL 2019 17

18 INDIAN HIGHWAYS APRIL 2019

NEW SARAIGHAT BRIDGE- A VITAL LINK TO GATEWAY OF NORTH EAST

V.N. Heggade 1 A.N. Singh 2

1. Introduction The state of Assam particularly Jalukbari junction is known

INDIAN HIGHWAYS APRIL 2019 19

Fig. 4: Complexities of Bridging River Brahmaputra

20 INDIAN HIGHWAYS APRIL 2019

Fig. 5: General Arrangement of New Saraighat Bridge

INDIAN HIGHWAYS APRIL 2019 21

94 2 0# :#4 7/ *920:7,

3 1 94

# 1

4.3 Strength Characteristics 4.3.2 Unconfined compressive strength (UCS)

1. Introduction 2. Effect of Curing of Cement Concrete