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ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 21 APRIL, 2020 mAY, 2020
Indian Highways Advance Month, May, 2020
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Indian Highways
Volume : 48 Number : 5 Total Pages : 52

Adoption of Preventive Measures in Road Tunnel Construction work during COVID-19 Pandemic

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in
 Indian Highways
Volume : 48 Number : 05 ● MAY, 2020 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5
 New/Revised Publications of IRC 6
 Advertisements 7-9 & 48-50
Technical Papers
 Evaluation of Moisture Damage and Rut Resistance of Hot Mix Asphalt made with Recycled Concrete Aggregate 10
By Supriya Marik & G.D. Ransinchung R.N
 Planning and Development of Transport Network Connecting Potential Tourist Destinations 19
By V S Sanjay Kumar, Saleel K & Teena John
 Studies on Pavement Type Selection for Road Infrastructure in India 26
By Swapan Bagui, Atasi Das, Anukul Saxena & Renu Sharma
 How to Calculate Extension of Time (EoT) for Road Projects on Epc Mode 35
By Knsp Kamaraju
 Notification 34
 Tender Notice 43-44
 MoRT&H Circular 45
 IRC Accredited New Materials/Announcement 46-47

FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
Email-indhighways@gmail.com/dd.irc-morth@gov.in

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 2020 3
 FROM
TECHNICAL
THE EDITOR’S
PAPERDESK

ROAD TUNNELS
A tunnel is an underground passageway, dug through the surrounding soil/earth/rock and enclosed
except for entrance and exit, commonly at each end. A tunnel may be for foot or vehicular road traffic,
for rail traffic, or for both rail-road or for a canal or utility tunnel. Special tunnels, such as wildlife
crossings, are built to allow wildlife to cross human made barriers.
Modern tunnel construction in India has its origin mainly in the Nineteenth century when a number of
railway tunnels were constructed for extension of rail network in the various parts of the country for
crossing of hill ranges - in Western Ghats, Vindhayas and in the foothills of Himalayas for connecting
few hill stations like Shimla and Darjeeling. Barring few tunnels in the soft rock formations of
Himalayan foothills in the North, most of the tunnel were bored in hard rock strata in Peninsular
India.
As far as road sector is concerned, tunnels are generally introduced into the road system in mountainous
terrain to negotiate mountain range and reduce the road length. The tunnels may be also introduced to
avoid passage through snow bound areas or pass below sea, creeks and rivers or even to cross thickly
populated urban areas. A road tunnel may also be considered in open country on environmental ground
to protect areas of ecological interests. The fundamental objective of road tunnel is to ensure safe
transit of road traffic in difficult terrain.
The road tunnels have certain advantages compared with other alternate modes which include;
Reducing the cost of hauling and travel time due to easy gradient inside tunnel, to provide all weather
connectivity at time of snowfall, rain and also grant greater protection in aerial warfare and bombing
conditions, surface and air interference is restricted, to reduce Noise Pollution and maintains the
surface life or ground activities like transportation without disturbance when tunnelling work is in
progress.
The decision to introduce tunnel in road system largely depends upon the life-cycle cost, category of
road, aesthetics, environment & wild-life consideration, etc. For Expressways, National Highways
and high density corridors passing through mountain ranges the option of tunnel is generally more
economical considering life-cycle cost, environmental & wildlife consideration and overall saving for
the traffic using the shorter route. The planning, design, and construction of a road tunnel is a complex
inter disciplinary task and requires expertise in different fields. The planning and design involves site
investigation, physical planning, conceptual design and detailed design with due consideration for
construction methods. In addition to this focus is needed for safety during construction; ventilation &
lighting; operation & maintenance, etc.
Tunnels are dug in materials varying from soft clay to hard rock. The method of tunnel construction
depends on such factors as the ground conditions, the ground water conditions, the length and diameter
of the tunnel drive, the depth of the tunnel, the logistics of supporting the tunnel excavation, the final
use and shape of the tunnel and appropriate risk management. Construction activities inside the tunnel
are required to be carried out in restricted space. Due to space restriction and for working underground,

4 INDIAN HIGHWAYS APRIL 2020

 FROM
TECHNICAL
THE EDITOR’S
PAPERDESK

specially designed plant and equipment are required along with adequate artificial ventilation and
lighting arrangement.
Ventilation is one of the most important features for providing a functional, comfortable and safe
tunnel environment for road tunnel. The method for providing the required ventilation during normal,
congested or emergency operation depends on the actual condition (tunnel length, alignment, cross-
section, traffic condition, intermediate ventilation shafts, etc.) Ventilation should be precisely designed
as well as operated to make or provide a user friendly atmosphere inside the tunnel i.e. clean, healthy
and pleasant for the user keeping in mind that the surrounding of the tunnel should not be overlooked
and the environmental conditions near tunnel must be preserved.
For efficient traffic operation of road tunnels focus should be given to smart features such as an
Integrated Traffic Control System; Surveillance, Ventilation and Broadcast Systems; Fire Fighting
System; and SOS call-boxes, etc. Due to the enclosed space of a tunnel, fires can have very serious
effects on users. The main dangers are gas and smoke production, with even low concentrations of
carbon monoxide being highly toxic. Motor vehicle tunnels usually require ventilation shafts and
powered fans to remove toxic exhaust gases during routine operation.
Tunnels in Urban areas needs special requirement that the ground surface should not be disturbed.
At the planning stages issues w.r.t nearby existing tunnels, utility lines and deep foundations need to
be addressed. The project must accommodate measures to mitigate any detrimental effects to other
infrastructure. Subsidence is not the only problem when it comes to tunnelling in an urban environment.
Additional critical failure events such as face instability, collapse and large deformations of either or
both excavation or its lining can lead to undesirable consequences such as injuries or loss of life,
damage to third parties, additional costs, and delays in completion of the tunnel project.
Tunnelling is very complex & difficult mechanism with initial high cost requiring highly sophisticated
and specialized equipment. Now with the life-cycle cost approach adopted by Government departments,
highway tunnel construction is gaining increasing importance internationally.
India has recently completed Chenani-Nashri tunnel which is Asia’s longest bi-directional highway
tunnel spanning about 9.2 km. IRC has recently updated IRC:SP:91 “Guidelines for Road Tunnels”
incorporating the experience gained, latest advancements in technology used for Geophysical
investigation, ventilation, instrumentation and fire safety as well as best international practices. I hope
this document will be very useful for practising Tunnel Engineers.

(Sanjay Kumar Nirmal)

Secretary General

INDIAN HIGHWAYS APRIL 2020 5

 New/Revised
TENDER Publications
NOTICE of IRC

The IRC has brought out the following 15 New/Revised Publications. These prestigious publications will be quite
useful to the Highway Professionals. In order to give a face lift to our prestigious publications, most of these
publications have been printed in 4-colour with high quality paper and workmanship.

S. No. Title of the Document Price Packing

& Postage

1 IRC:52-2019 Guidelines for the Alignment Survey and Geometric 600.00 30.00
Design of Hill Roads (Third Revision)
2 IRC:79-2019 Recommended Practice for Road Delineators (First 300.00 20.00
Revision)
3 IRC:89-2019 Guidelines for Design and Construction of River Training 600.00 40.00
& Control Works for Road Bridges (Second Revision)
4 IRC:105-2019 Specifications for Dense Bituminous Macadam and 400.00 30.00
Bituminous Concrete for Airfield Pavements (First Revision)
5 IRC-128-2019 Guidelines on Training of Highway Professionals 400.00 20.00
6 IRC-129-2019 Specification for Open-Graded Friction Course 400.00 30.00
7 IRC:SP:16-2019 Guidelines on Measuring Road Roughness and 400.00 30.00
Norms (Second Revision)
8 IRC:SP:40-2019 Guidelines on Repair, Strengthening and 800.00 40.00
Rehabilitation of Concrete Bridges (First Revision)
9 IRC:SP:59-2019 Guidelines for Use of Geosynthetics in Road 900.00 40.00
Pavements and Associated Works (First Revision)
10 IRC:SP-84-2019 Manual of Specifications and Standards for Four 1500.00 50.00
Laning of Highways (Second Revision)
11 IRC:SP-87-2019 Manual of Specifications & Standards for Six Laning 1500.00 60.00
of Highways (Second Revision)
12 IRC:SP-88-2019 Manual on Road Safety Audit (First Revision) 1400.00 40.00
13 IRC:SP-101-2019 Guidelines for Warm Mix Asphalt 400.00 30.00

14 IRC:SP:124-2019 Model Contract for Maintenance of Roads (Based 800.00 40.00

on Single Percentage Rate)
15 IRC:SP:125-2019 Guidelines for Cement Grouted Bituminous Mix 500.00 30.00
Surfacing for Urban Roads

Copies of these publications can be obtained from IRC Office against cash payment. For more details
please contact + 91 11 23387759 and E-mail: ircsale1934@gmail.com.
The Indian Roads Congress had started all IRC Publications for Sale online to IRC Members and Non-Members of IRC
as PDF and Hardcopy. Please visit our website: www.irc.nic.in in the column of “Sale of Publications” or enquire at Phone
No. 011-23387759, Email: us1.irc@gov.in

6 INDIAN HIGHWAYS May 2020

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INDIAN HIGHWAYS May 2020 7

 ADVERTISEMENT

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INDIAN HIGHWAYS May 2020 9

 TECHNICAL PAPER

Evaluation of Moisture damage and Rut resistance of hot mix asphalt

made with Recycled Concrete aggregate

Supriya Marik 1 G.D. Ransinchung R.N 2

ABSTRACT
The reuse of construction and demolition Waste (CDW) as Recycled Concrete Aggregate (RCA) constitutes a significant step
in reducing the amount of materials requiring disposal and provide construction materials with significant saving of the virgin
materials from the last several decades. The incorporation of recycled concrete aggregate in bituminous mixes can be a viable
option in terms of costs and environmental considerations. Bituminous layers in pavement structure provided as bound base
course are used to distribute stresses caused by loading and protect the underlying layer from the effect of moisture. Moisture
damage in asphalt mixtures has been reported as one of the main forms of distress in asphalt mixtures since last several
decades. A variety of factors affect the performance of moisture sensitivity within pavement structure, type of aggregate
being recognized as one of the most important factors. This paper reports the results of a laboratory investigation on the use
of recycled concrete aggregate on the performance of moisture susceptibility of Dense Graded Bituminous Macadam Mixes
(DGBM). The incorporation of recycled concrete as a hot-mix Asphalt (HMA) aggregate can be a viable option in terms
of costs and environmental considerations. Conventional aggregates were partially or fully replaced by recycled aggregate
for bound base course. Percentages of 0% (control mixture, M1), 50% (M2) and 58% (M3) and 75% (M4) RCA were
used in place of natural aggregates. Two types of bitumen have also been used: a conventional VG30 grade bitumen and a
Crumb Rubber Modified Bitumen (CRMB 55) is used because of its because of its lower susceptibility to daily & seasonal
temperature variations, higher resistance to deformation at elevated pavement temperature, better age resistance properties.
Volumetric properties and performance test were determined by means of Marshall stability test, indirect tensile strength
test, Marshall retained stability test, rut test and boiling test. The results indicated that RCA is absorptive, and up to 50%
RCA can improve the stability, moisture susceptibility and resistance of mixtures to permanent deformation.

1 INTRODUCTION resulting material is either dumped in landfill sites or

Construction and Demolition Waste (C&DW) is rising recycled for new construction purposes. CDW are one of
worldwide due to the growth of population and increasing the most voluminous and heaviest residues generated in
construction activities. C&DW can be considered as the European as well as throughout the rest of the world.
renewable source of materials as a replacement of natural In particular, Recycled Concrete Aggregate (RCA) is the
resources reuse of construction and Demolition Waste most familiar recyclable material within the construction
(C&DW) as Recycled Concrete Aggregate (RCA) for industry. RCA can be found as the debris materials
the manufacture of hot-mix asphalt (HMA) in place of resulting from the construction, renovation or demolition
virgin aggregates is being increasingly encouraged to of structures such as commercial buildings, individual
be modifying into eco-friendly materials; every possible residences or civil engineering structures (Huang et al.,
cares has been taken to put them into constructive uses. 2002). Construction & Demolition Waste are generally not
In the last several decades, the construction industry has hazardous materials, and has heterogeneous composition.
experienced a notable growth that has caused the generation Therefore, not all of the sorting options (i.e., reusing,
of high Construction and Demolition Waste (CDW) (Ossa recycling and energy recovery) are necessary to each of
et al., 2016). Waste material can be found from various the materials which are a part of this type waste.
sources. After demolition or destruction of structure, the One practicable application for RCA is to use this material
1
Research Scholar, E-mail: spmrk3@gmail.com. Department of Civil Engineering, Indian Institute of Technology Roorkee.,
2 
Associate Professor, E-mail: gdranfce@iitr.ac.in. Roorkee., Uttarakhand.

10 INDIAN HIGHWAYS May 2020

 TECHNICAL PAPER
as a replacement of natural aggregate in road pavement
construction. However, as the attached mortar component
in RCA may weaken the performance in presence with
water, the applicability of RCA in the HMA surfacing
(bound layer in pavement structure) is useful. On the
aspect of asphalt-concrete mixture for the bituminous layer
of a road pavement is constructed of well-proportioned
aggregates as per different sizes, and asphalt cement
in the mixture as a bonding agent which improve the
strength of aggregate skeleton by binding the aggregates
together while providing durability to the overall HMA
mixture. However, granular or cement-treated materials
mixed with RCA may have problems with lixiviates. The
fine fraction of the RCA can be diluted with water and
cause an increase in pH that could be detrimental for the
surrounding environment [Lai D et al., 2007]. However,
in hot-mix asphalt (HMA), leachates are avoided because
the aggregates are coated with bitumen; thus, RCA are
suitable for usage in HMA for flexible pavements in road
construction [Lai D et al., 2007]. Nevertheless, the poor
quality of RCA results in different engineering properties
of HMA that include RCA compared to mixtures comprised
of only natural aggregates. Moisture susceptibility
or moisture induced damage’ is a phenomenon that
decreases asphalt layer performances and is defined as
the deterioration of mechanical’ properties’ of asphalt
aggregate mixing the presence’ of moisture. Moisture
can weaken the bituminous binder matrix, subsequently
lowering bituminous mixture stability and load carrying
capacity. Mills-Beale and You (2010) stated that as the
RCA percentage increases, the moisture susceptibility of
HMA also increases. Wen and Bhusal (2011) obtained an
increase in the moisture susceptibility of the mixture as
the RCA content grew. They attributed this performance
to the higher asphalt content of mixtures made with RCA
and to the crushing of RCA. Zhu et al. (2012), Wu et al.
(2013) also confirm that the use of RCA produces HMA
with lower moisture damage resistance. Ossa et al. (2016)
stated that up to 20% of RCA is suitable for use in the
wearing courses of urban road pavements. Percentages
up to 40% of RCA will be suitable only when using anti-
stripping additives. Qasrawi and Asi (2016) indicate
that RCA replacement up to 50% leads to mixtures that
comply with water resistance requirements. To improve
the water resistance of mixtures made with RCA, some
researchers applied various treatments. For example, Lee
et al. (2012) precoated the RCA with a slag cement paste.
Zhu et al. (2012) found that precoating the RCA with a
patented liquid silicon resin led to mixtures with higher
water resistance than mixtures made using untreated RCA.
Pasandín and Perez (2013, 2014) tested two treatments:
coat the RCA with 5% of bitumen emulsion prior to the
mixing process, then keep the loose mixture in an oven
for 4 h at 1700C after mixing and before compaction.
Both of them showed successful water resistance results.
The quality of the recycled aggregates has been improved
significantly during the last decade as a result of good
deconstruction practice and advances in stationary or
transportable crushing machinery, as well as the recycling
process itself i.e. screening and separation. As a result,
improved quality aggregates are available nowadays, at
prices competitive to natural aggregate. Recycled wastes
collected from construction sites consists of a huge
amounts of solid waste’ (Wong et al., 2008). Among
different categories of wastes materials, Concrete is the
most common element, and approximately’75%, 70%,
40% and 70% of waste possessed from construction’
site, demolition sites, general civil’ work and renovation’
work contains concrete, respectively (Li W.,2002). . In
Michigan Technological University researchers (You Z
at al., 2009) have invented faster and better techniques
to determine the specific gravity and water absorption
of special fine and coarse aggregates like RCA using
the SSDetect and Vacuum Saturation methods. Their
investigations have provided great potential to accelerate
to study the behaviour RCA and other innovative fine and
coarse aggregates. One study was conducted by Akbulut
and Gurer (2007), in which recycled aggregates produced
from homogeneous marble were compared with two other
aggregate specimens currently used in asphalt pavements
in Afyonkarahisar City, Turkey. Los Angeles abrasion,
aggregate impact value, freezing and thawing, flakiness
index, Marshall stability, and flow tests were carried out
on the specimens. The test results indicate that the physical
properties of the aggregates are within specified limits and
that these waste materials may be used as aggregates in
binder layers of asphalt pavements with light to medium
traffic. In another study, Karasahin and Terzi (2007)
assessed waste marble dust in the mixture of asphaltic
concrete. The samples with marble dust and limestone dust
filler were prepared, and the optimum binder content was
determined by the Marshall test procedure. Dynamic plastic
deformation tests were carried out by using the indirect
tensile test method. The test results showed that marble
waste in the form of dust could be used as filler material
in asphalt mixtures where available and that the cost of
transportation is lower than for ordinary filler materials.
Suhaibani et al. (1992) investigated the effect of filler type
and content on rutting potential of bituminous concrete.
Kandhal (1993) discussed laboratory and field evaluation
of several waste materials used in bituminous mixes. A
general overview of these waste materials, including
previous research on their potential for use in bituminous
pavements, is included in this study. Kandhal (1993)
INDIAN HIGHWAYS May 2020 11
 TECHNICAL PAPER
suggested that recycling of waste materials in highway
construction should be encouraged, and demonstration
projects should be undertaken to evaluate the performance
of bituminous pavements containing waste materials.
Hence, this study is aimed at relating the properties of
RCA and other constituent materials to moisture sensitivity
performance. The performance characteristics of the
mixtures containing RCA were evaluated by performing
various laboratory tests partially or fully with recycled
aggregates. However, this recycled aggregate cannot be
directly employed in the construction activities as physical,
chemical and mechanical properties of recycled aggregate
are quite different from virgin aggregates. Hence extensive
research is sought to verify its suitability as a sustainable
aggregate in hot mix asphalt or bituminous mix. These
laboratory tests can be associated’ with type of aggregate,
binder and the interaction ‘between the two ingredients.
2. Materials and methods:
The experimental programme included in this research
Fig. 1. Research Flow
2.1 Aggregates: In the present laboratory investigation,
RCA and natural aggregate were used. The RCA came
from the demolition of diverse residential housing in
Roorkee (India) and was collected from construction
site. The concrete was crushed to desirable sizes, coarse
12 INDIAN HIGHWAYS May 2020
was aim to study the influence of recycled coarse and fine
aggregate on the performance of Dense Graded Bituminous
Macadam (DGBM) mixes. In this endeavor, efforts have
been made to ascertain the Optimum Bitumen Content
(OBC) of the bituminous mix by conducting number of
trials mixing with partially or fully by recycled aggregate
and with natural aggregate. Demolished concrete slabs
and other concrete wastes were collected and recycled
aggregates were obtained by the way of sorting crushing and
sieving operations. Coarse aggregate and fine aggregates
were separated out and preserved separately. The physical
properties of coarse aggregates were ascertained in
accordance with relevant BIS standards. Considering the
physical properties of normal and recycled aggregates,
bituminous mix design was carried out in accordance with
Marshall Method in accordance with ASTM D 6926. In
addition to this test, rutting and moisture susceptibility
tests were also conducted to evaluate the performances of
bituminous mixes. The research flow is shown in Fig.1.
aggregate and fine aggregates were separated out and
preserved separately. Coarse RCA, aggregate passing 20
mm and 10 mm sizes were used for replacement of coarse
natural aggregate. River bed sand was chosen as fine
aggregate. In addition, recycled aggregate passing through
 TECHNICAL PAPER

4.75mm was used as fine material for the preparation of Table 3: Physical Properties of CRMB-55
various bituminous mixes. The main properties of the
RCA and natural aggregates were evaluated according Property Specified Results
to the MoRT&H Specification. Table 1 summarizes the Limits (as per
results of this characterization. IS 15462:2004)

Table1: Characterization of RCA and Natural Penetration at 25°C/100gm/5 <60 51

Aggregate sec, dmm

Aggregate Property RCA Natural Softening Point, °C 55 56

Tests Specifi Sizes of Aggregate Thin film oven tests and test 1.0 0.302
cation Aggregate on residue :
Specific IS: 2386 20 2.64 2.68 a. Loss in mass, %max
Gravity Part 3 10 2.66 2.71
6 - 2.73 3. Results and discussion:
Fine 2.72 2.78 3.1 Sample preparation:
Water IS: 2386 20 3.2 0.6
A proper selection of aggregate gradation during the
Absorption Part 3 10 3.6 0.82 primary stage of bituminous mix design plays a very
(%) 6 - 1.02 significant of road surface. In this study gradation of
Fine 4.62 1.12 different bituminous mixes was based upon the thickness
Crushing IS: 2386 - 25 13 of the bituminous layer. The HMA aggregate gradation is
Value Test Part 4 done by trial and error method for 50-75 mm thick layer
Los Angeles IS: 2386 - 28.5 19.3 (Grade –II) of Dense Graded Bituminous mixes (DGBM)
Abrasion Part 4 as per clause of MoRT&H specification. The volumetric
Value properties and the water resistance were evaluated on
Aggregate IS: 2386 - 29.5 17 Marshall specimens manufactured according to ASTM
Impact Part 4 D 6926 and Asphalt Institute Manual (MS-2). Details of
Value aggregate gradation for DBM mix is shown in Table 4.
As was expected, when comparing both aggregates, the Table: 4-Aggregate Gradation Details for BC mix
RCA presented a lower bulk specific gravity (AENOR,
Sieve Size Cumulative% passing by weight of total
2014) as well as higher water absorption (AENOR, 2014),
(mm) aggregate
particularly in the finest fraction. The attachment of mortar
Specific Adopted
onto the RCA surface and the higher mortar content in the
range M1mix M2mix M3mix M4mix
finest fractions (de Juan and Gutierrez, 2009) are mainly
(0% (50% (58% (75%
responsible for this low value.
RCA) RCA) RCA) RCA)
2.2 Binder: Bitumen binders, VG-30 and CRMB-55 were 26.5 9 0 - 100 100 100 100
tested to determine their physical properties and test values 100
19 91 79 93 77
satisfied all the requirements of paving grade bitumen as
71-95
specified by IS: 73- 2013, and IS:15462-2004 shown in 13.2 72 79 75 74
Table 2 and 3 respectively. 56-80
4,75 47 38 39 41
Table 2: Physical Properties of VG:30 38-54
2.36 29 31 34 36
Specified Results 28-42
0.3 10 12 15 15
Property' Limits (as per 7-21
0.075 3 4 4 4
IS-73: 2013)
2-8
Penetration at Bituminous mixes were designed as per Marshall method
50 – 70
25°C/100gm/5 sec, dmm 68.5 of mix design. The Marshall specimens were prepared
Softening Point, °C 40. – .55 48.5 and tested to obtain Marshall stability value and optimum
binder content. The mix design of the straight asphalt
Specific Gravity,(at 27°C) more than0.99 1.015
mixtures was achieved by using the standard Marshall

INDIAN HIGHWAYS May 2020 13

 TECHNICAL PAPER

mix design procedure with 75 blows on each side of established to meet design criteria as specified by Asphalt
cylindrical samples. Sixteen test specimens were prepared Institute Manual (MS-2). The Optimum Asphalt Content
(eight with VG-30 grade bitumen; eight with CRMB-55) (OAC) is provided in Table 5. Highest optimal bitumen
with a varying percentage of binder content of 3.5, 4, 4.5, content was observed for M4 followed by M3, M2, and M1
5. The results are provided in Table: 5 below. respectively. Higher demand of bitumen in M4 is due to
Table 5: Optimum asphalt content higher surface area of the mixture. Variation of OAC with
RCA (%) replacement is shown in Fig.2. As seen in this
Type of
VG:30 CRMB:55 figure, in general, OAC is higher in mixtures made with VG:
Binder
Aggregate 30 binder for all RCA percentages and all bitumen content.
M1 M2 M3 M4 M1 M2 M3 M4 Nevertheless, it must be noted that for mixtures made with
Mixes
Optimum 0% RCA and 50% RCA has not so much difference in
asphalt 4.4 4.55 4.5 4.58 4.35 4.39 4.46 4.55 OAC but it increases drastically for mixtures made with
content (%) 58% and 75% RCA. In this regard, the greater absorption
Air Voids of asphalt by the RCA compensates the greater difficulty
3.8 3.9 3.72 3.75 3.65 3.84 3.76 3.2 in compacting the mixtures and plays a crucial role. As
(%)
Voids in far as mechanical properties are concerned stability values
Mineral 11.9 11.5 10.3 10.6 13.88 13.68 12.25 11.5 observed are higher than 9kN for all the bitumen contents
aggregate irrespective of types of binder used. However, flow values
Voids are found to be out of specified range. Dramatic change in air
filled with 73.5 69.2367.8863.62 72.64 70.62 68.64 66.55 voids was observed with inclusion of recycled aggregates.
bitumen For mix M4 proper optimum bitumen content (OBC) could
Stability not be ascertained as air voids in mineral aggregate and
15.1915.3214.8513.13 15.65 16.25 14.06 14.55 voids filled with bitumen are observed. Highest stability
Value(kN)
Dust/asphalt value was observed for M1 followed by M2, M3 and M4
0.91 1.13 1.14 1.17 0.9 1.14 1.17 1.18 respectively irrespective types of bitumen used. Increasing
ratio
Effective the RCA in HMA decreases, voids in mineral aggregate
asphalt 4.29 4.33 4.39 4.43 4.23 4.26 4.28 4.34 (VMA) and voids filled with bitumen (VFB). The decrease
content, (%) in VMA and VFB is due to the asphalt absorption of RCA,
and due to the crushing of RCA by the Marshall compactor
during compaction.
3.2 Moisture Damage Resistance:
Presence of moisture in a bituminous mix is one of the
most important factors which leads to permanent failure
of asphalt pavement. Moisture sensitivity is one of the
key aspects in the analysis of HMA using RCA and
must be carefully evaluate for satisfactory durability and
performance of HMA mixtures. The performance depends
on several factors, on the percentage replacement of the
Fig. 2. Variation of Optimum Asphalt Content with RCA natural aggregate by RCA and the nature of both the RCA
(%) replacement and natural aggregate based on the origin of the material.
Additionally, the mineral filler has an important role in the
The optimum asphalt content for each mixture was sensitivity of the mixture.
Table. 6: Moisture Damage Resistance
Parameter RCA (%) Results Specified Conclusion
VG:30 CRMB:55 Value (Min)
Tensile 75% 75.16 76.22% 80% The addition of RCA increases the HMA
Strength Ratio moisture susceptibility. because of crushing of
0 81.11% 83.11%
Test RCA.
58 78.22% 74.42%
50 84.57% 85.43%

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 TECHNICAL PAPER

Retained 75% 81.6% 82.031% 80% As RCA percentage increases, the moisture
Stability Test 0 82.4% 89.56% susceptibility of HMA also increases because
58 81.904% 82.20% of poor adhesion of the RCA.
50 85.62 91.42%
Boiling test 75% Less than More than 95% All the mix shows good adhesive property
95% 95% with except mix contain RCA>75% failed to
0 More than More than satisfactory performance
95% 95%
58 More than More than
95% 95%
50 More than More than
95% 95%
due to traffic at high temperature. It has been a major
concern for asphalt pavement. The primary problem of
rutting arises from excessive traffic consolidation in the
upper layer of the pavement, plastic deformation due to
insufficient mixture stability and also instability caused by
stripping of asphalt binder below the riding surface of the
pavement. Generally, the pavements in India experience
high pavement temperatures around 550C and above for
most periods in a year necessitates considering rutting
in the bituminous layers also as a critical factor. Rutting
of individual layers and total rutting should be taken as
design criteria of flexible pavement. In this study, efforts
a have been made to evaluate rutting of dense graded Hot
Mix Asphalt (HMA).
In the present investigation, wheel tracking apparatus
fabricated by Indian Institute of Technology, Roorkee (IIT
Roorkee) was employed (According to AASHTO T 324).
A brief about this fabricated indigenous equipment is being
presented below. It is designed so as to serve the basic
purpose of imparting the required number of wheel passes
on the sample. The sample size is kept as 260mm (width)
X 320 (mm) X 40 mm (thick). The wheel is kept static and
the table, on which the sample was kept, was designed
to oscillate to and fro in a distance of 230 mm with a
b frequency of 53 +/- 2 oscillations per minute which loads
Fig. 3. a&b Samples before and after Boiling Test to 106 passes per minute. Thus the time required for 1000
cycles is nearly about 9.46 minutes and accordingly the
As seen in Table: 6. indicate that the moisture damage numbers of passes are fixed. For evaluating rut resistance
resistance of bituminous mixtures with varying percentage wheel tracking test is conducted and the potential of rut
of RCA. From this present laboratory study it is learnt depth is quantified. Fig. 4 and 5 show the rut resistance
that incorporation of 75% or more recycled aggregate performance irrespective of binder content. The least rut
affect the performance of bituminous mix considerably. depth was measured for M2 followed by M1, M3 and M4
However part replacement of conventional aggregates by respectively for all considered no. of passes (shown in
RCA (Upto 50% or less) could match the performance of Fig. 4 & 5). These experimental study clearly implies that
conventional bitumen mixes. this reduced resistance to permanent deformation could be
explained by more amount of asphalt content in the mixture
3.3 Rut Resistance:
as the RCA percentage increases because of the high test
Rut test is used to assess the liability of a bituminous temperatures, the expansion of the asphalt could lead to an
mix to deform under pressure experienced on the road increase in the effective binder content, which adversely

INDIAN HIGHWAYS May 2020 15

 TECHNICAL PAPER

affects the rutting performance of the mixture however
partial incorporation of recycled aggregates can produce
substantial amount of rut resistance at par with conventional
bituminous mix. This clearly implies that incorporation
of 100% recycled aggregates compromised with the
performance of the mix; however partial incorporation of
recycled aggregates can produce substantial amount of rut
resistance at par with conventional bituminous mix.
Fig.4: Wheel passes Vs Rutting Depth (VG-30)
pavements are best modeled as a linear layered elastic
system, consisting of different materials. The analysis was
performed by using the KENPAVE is a pavement design
software developed by Dr. Yang H. Huang (1993).
3.5 Evaluation of pavement damages
To quantify the performance of pavement with the
variation different DGBM layer at standard loading
condition. Damage analysis of pavement is performed
by KENPAVE software with the help of IRC: 37-2012.
The resilient modulus of asphalt mixtures, measured in
the indirect tensile mode (ASTM D4123), is the most
popular form of stress – strain measurement used to
evaluate elastic properties (Tayfur et al. 2007). Poisson
ratio is assumed to be 0.35 for HMA mix. The average
resilient modulus of HMA mixes for control mix M1(0%
RCA) was 1560MPa, M2(50% RCA) 1581MPa, M3(58%
RCA) 1490MPa, M4(75% RCA), 1427 MPa with VG-
30 grade bitumen. The value reached 1514MPa for M1
mix, 1533MPa for M2 mix, 1445Mpa and 1384MPa for
M4 mix with CRMB-55 binder. Least damage ratio and
highest design life is obtained by M2 mixes irrespective
of binder content (VG-30 & CRMB-55) and least design
life is obtained by M3 mix for both kinds of binder content
which contains fully recycled aggregate. This is because
M3 mix would not sustain much no of load repetitions and
its layer deflects more than the other mixes and transfer
much number of loads to the subgrade. The summary of
analysis is given in the Table 7.
Table 7: Summary of Damage Analysis

Binder Mix Maximum Design Life

Content Proportion Damage Ratio ( in Years)
M1 7.175 x 10-2 13.94
M2 7.045 x 10 -2
14.19
Fig.5: Wheel passes Vs Rutting Depth (CRMB-55) VG-30
M3 7.6 x 10-2 13.16
3.4 Mechanistic Computer Model:
M4 7.58 x 10-2 13.19
The basic principle for the design procedure is to select
a as an elastic multilayer structure. The stresses and M1 7.343 x 10-2 13.62
strain at critical locations are computed to limit cracking M2 6.793 x 10-2 14.72
and rutting in the bituminous layers and non-bituminous CRMB-
layers. Vertical compressive strains on the top of bottom 55 M3 7.928 x 10-2 12.61
layer and the horizontal tensile strains at the bottom of the M4 7.93 x 10-2 12.61
bituminous layer induced by traffic loads are considered
as critical locations to design the flexible pavement.
4. Conclusions:
The purpose is to prevent flexural cracking in the sub-
grade and longitudinal surface cracking depends on a HMA made with 0%, 50%, 58%, 75% RCA irrespective
number of factors including the properties of materials of binder content (VG-30 & CRMB-55) have been
used in different layers, traffic on the pavement and the studied. The following conclusions can be drawn from
environmental conditions. It is generally adopted that this laboratory study.

16 INDIAN HIGHWAYS May 2020

 TECHNICAL PAPER
i. The porous nature of the mortar attached to
the RCA surface, which provides the recycled
aggregates high water absorption. This porous
attached mortar is primarily responsible for RCA
display poor water resistance.
ii. Higher the percentage of RCA with the mixture
demands higher optimum Asphalt content because
of absorptive nature of RCA. OAC is higher in
mixtures made with VG: 30 binder for all RCA
percentages and all bitumen content.
iii. The tested mixtures shows notably good adhesive
performance on moisture sensitivity. HMA made
with 50% RCA coated with a bitumen emulsion
complied with standard specifications for use in
pavement base layers in road construction.
iv. The rut depth in mixes made with M2 has least rut
depth (1.18 mm-1.29 mm) after 7000 cycles than
the other mixes irrespective of binder content. Rut
resistance may increase due to more amount of
coarser particle in a mix which provides stronger
interlocking force to resist dislocation among
aggregates.
v. It was seen from Marshall Stability analysis that
if RCA (%) were to be increased more than 50%
based on the parameters of Marshall mix design
but increases the percentage of RCA more than
that decrease stability value. The voids in the
HMA were filled with proper amounts of binder,
the excessive asphalt content produced thicker
bitumen films around the aggregates. Hence, the
contacts between aggregates were significantly
reduced, which may lead to decrease in stability
values with increasing RCA content.
vi. From the damage analysis it is shown that M2
mixture has lowest permanent deformation (Sum
of damage ratio at bottom layer1 and top layer 3
are 6.793 x 10-2 and 7.045 x 10-2) and highest
design life among all the mixes. This indicates its
resistance to deformation under dynamic loading
condition.
References
i. Ossa, A., García, J.L., Botero, E., 2016. Use
of recycled construction and demolition waste
(CDW) aggregates: a sustainable alternative for
the pavement construction industry. J. Clean.
Prod. 135, 379 - 386.
ii. Huang WL, Lin DH, Chang NB, Lin KS.
Recycling of construction and demolition waste
via mechanical sorting process. Resour Conserv
Recy 2002;37:23–37.
iii. Wong YD, Sun DD, Lai D. Value-added utilisation
of recycled concrete in hot mix asphalt. Waste
Manage 2007;27:294–301.
iv. Wong YD, Sun DD, Lai D. Value-added utilization
of recycled concrete in hot mix asphalt. Waste
Manage 2007;27:294–301.
v. Mills-Beale, J., and You, Z. (2010). “The
mechanical properties of asphalt mixtures with
recycled concrete aggregates.” Constr. Build.
Mater., 24(3), 230–235.
vi. Wen Haifang, Bhusal Sushanta. “Evaluate
recycled concrete as hot mix asphalt aggregate.”
Transportation Northwest (TRANSNOW).
University of Washington, 2011.
vii. Zhu J, Wu S, Zhong J, Wang D. Investigation
of asphalt mixture containing demolition waste
obtained from earthquake-damaged buildings.
Construction and Building Materials 2012;
29:466–475.
viii. Wu Shaopeng, Zhong Jinjun, Zhu Jiqing, Wang
Dongming. Influence of demolition waste used
as recycled aggregate on performance of asphalt
mixture. Road Mater Pave 2013;14(3):679–688.
ix. Ossa, A., García, J.L., Botero, E., 2016. Use
of recycled construction and demolition waste
(CDW) aggregates: a sustainable alternative for
the pavement construction industry. J. Clean.
Prod. 135, 379-386.
x. Qasrawi, H., Asi, I., 2016. Effect of bitumen grade
on hot asphalt mixes properties prepared using
recycled coarse concrete aggregate. Construction
and Building Materials 121, 18-24.
xi. Lee, C.H., Du, J.C., Shen, D.H., 2012. Evaluation
of pre-coated recycled concrete aggregate for hot
mix asphalt. Construction and Building Materials.
28 (1), 66-71.
xii. Zhu, J., Wu, S., Zhong, J. and Wang,
D. (2012). Investigation of asphalt mixture
containing demolition waste obtained from
earthquake-damaged buildings. Construction and
Building Materials, 29, 466-475. http://dx.doi.
org/10.1016/j.conbuildmat.2011.09.023.
xiii. Pasandín, A.R., Perez, I., 2013. Laboratory
evaluation of hot-mix asphalt containing and
construction and demolition waste. Construction
and Building Materials.43, 497 – 505.
xiv. Pasandín, A.R., Perez, I., 2014. Mechanical
properties of hot-mix asphalt made with and
recycled concrete aggregates coated with bitumen
emulsion. Construction and Building Materials.
55, 350 -358.
INDIAN HIGHWAYS May 2020 17
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xv. Vivian WY, Tam K, Wang CM. “Assessing
relationships among properties of demolished
concrete, recycled aggregate and recycled
aggregate concrete using regression analysis.” J
Hazard Mater 2008;Vol.152 pp.703–14.
xvi. Li W. “Composition analysis of construction and
demolition waste and enhancing waste reduction
and recycling in construction industry in Hong
Kong.” Department of Building and Real Estate.
Hong Kong, China: The Hong Kong Polytechnic
University; 2002.
xvii. You Z, Mills-Beale J, Williams RC, Dai
Q. “Measuring the specific gravities of
fine aggregates in Michigan: an automated
procedure.” Int J Pavement Res Technology
2009;Vol.2(1):pp.1996–6814.
xviii. Akbulut, H., and Gurer, C. (2007). “Use of
aggregates produced from marble quarry waste
in asphalt pavements.” Build. Environ., 42(5),
pp.1921–1930.
xix. Karasahin, M., and Terzi, S. (2007). “Evaluation
of marble waste dust in the mixture of asphaltic
concrete.” Constr. Build. Mater., 21(3), pp.616–
620.
xx. Suhaibani, A. A., Mudaiheem, J. A., and Fozan,
A. F. (1992). “Effect of filler type and content on
properties of asphalt concrete mixes.” Effects of
aggregates and mineral fillers on asphalt mixtures
performance, ASTM STP 1147, ASTM, West
Conshohocken, PA, pp107–130.
xxi. Kandhal, P. S. (1993). “Waste materials in hot
mix asphalt—An overview.” Use of waste
materials in hot-mix asphalt, STP 1193, H. F.
Waller, ed., ASTM, Philadelphia, pp3–17.
xxviii. ASTM: D6926-10 Standard Practice for
Preparation of Bituminous Specimens Using
Marshall Apparatus.
xxix. Ministry of Road Transport and Highways -
Specifications for Road & Bridge Works (5th
Revision).
xxx. AENOR. Asociacion Espanola de Normalizaciony
Certificacion, 2014. UNE-EN 1097-6 “Tests for
Mechanical and Physical Properties of Aggregates.
Determination of Particle Density and Water
Absorption”. Madrid, Spain (in Spanish).
xxxi. De Juan, M.S., Gutierrez, P.A., 2009. Study
on the influence of attached mortar content on
the properties of recycled concrete aggregate.
Construction and Building Materials. 23 (2), 872-
877.
xxxii. Asphalt Institute “Guidance Notes Mix Design
of Bituminous Materials.” MS-2
xxxiii. IRC: 37-2012 “Guidelines for the Design of
Flexible Pavements.”
xxxiv. Huang, Y.H. (2004), ‘Pavement Analysis and
Design’ 2nd Ed. Pearson/education.
xxxv. Tayfur, S., Ozen, H., and Aksoy, A., 2007.
Investigation of rutting performance of asphalt
mixtures containing polymer modifiers.
Construction and Building Materials, 21 (2),
328–337

WITHDRAWAL OF PRINTING & PUBLISHING RIGHTS FROM

M/S JAIN BOOK AGENCY

It has been noticed that in gross violation of copyright Act, the publication entitled “Specification for Road
and Bridge Works” (Fifth Revision) and some other IRC publications are being unauthorisedly published and
sold to members of profession by M/s Jain Book Agency. It is pertinent to mention that all publication rights
have been withdrawn from M/s Jain Book Agency in September, 2017 and all printing rights are now with
Indian Roads Congress only. The copies of publication so published by M/s. Jain Book Agency are having
inferior quality of paper and cover and might have omitted some latest amendments.
Through this notice, all stakeholders are hereby requested that all IRC publications may be directly purchased
from IRC office (either at satellite office at Jamnagar House or Hq. Building at R.K. Puram).
This message may also be brought to the notice of other engineers. The copies of publication can also be
obtained through online & registered post by making advance payment to IRC. The details are available at
our website www.irc.nic.in.
Co-operation from all members are solicited in this regard.

18 INDIAN HIGHWAYS May 2020

 TECHNICAL PAPER

PLANNING AND DEVELOPMENT OF TRANSPORT NETWORK CONNECTING

POTENTIAL TOURIST DESTINATIONS

V S Sanjay Kumar1 Saleel K 2 Teena John 3

ABSTRACT
Kerala state in India, known as God’s Own Country, is blessed with all categories of tourism attractions, both man-made
and natural. Eventhough many locations in Kerala have high tourism potential, they are not projected out into the sight of
people as what it demands and subsequently results in the decrease in proportion of tourists. This paper investigates the
various factors affecting tourist inflow to a tourist location and evaluates the effect of connectivity issues on the willingness
of tourists to visit tourist destinations, both quantitatively and qualitatively, taking Kozhikode district as the study area. All
the known and unknown tourist places in the district were analyzed and an attempt is made to explore those unexplored
locations. Data were collected on the basis of questionnaire survey including how many tourists were already aware of each
tourist place, how many of them had visited, how many have not visited and the reason(s) for not visiting. Along with this,
data pertaining to existing condition and connectivity pattern of each of these locations were identified. The existing network
connecting the tourist destinations was studied to identify the improvements required. In areas where there are missing links,
suitable alternative modes were identified. Appropriate strategies were formulated for developing a tourist circuit which has
got a good inter-connectivity between the various destinations. By using these circuits/clusters, the tourists can plan to visit
many tourist sites within a short period of time in an efficient manner. The potential tourist demand to each of the identified
unexplored locations was calculated based on three aspects viz, base year tourists, recurring tourists and induced demand.
This demand is forecasted for the horizon year. It has been inferred that, after applying the rectification measures, the
present scenario was expected to change and the tourist inflow will increase by 300 to 700%.

1 INTRODUCTION powerful catalyst for economic development than the

Tourism is considered as a key sector which ensures
socio-economic development of a country. Transport
accessibility is most often the factor that influences the
choice of tourist destination. Transport is a key enabler
of tourism and plays a vital role in moving tourists from
their place of residence to their final destination and on
to various attractions. India has already made a place
on world’s tourism map because of its great potential to
attract tourists to the diversity of its tourist sites spread all
over the country.
The Kerala state in India, is a narrow fertile strip on the
south - west coast of India, sandwiched between the
Lakshadweep Sea and the Western Ghats. Kerala is one of
the most progressive, literate and highly educated states
of India. For the visitors, Kerala offers an intriguing blend
of cultures and some unusual ways of traveling around.
It offers some of the best and most picturesque beaches
in India. Kerala tourism has become a major contributor
to the state’s economy. Tourism has emerged as a more
1
Senior Scientist, Email: sanjayvs@gmail.com
2
Project Engineer KSCSTE -National Transportation Planning and Research Centre (NATPAC), Kerala,
3
Project Engineer
manufacturing, construction and service industries.
Kerala is a standout amongst the most prevalent visitor
centre arranged on the tropical Malabar Coast of south-
western India. Named as Gods Own Country, one among
the ten paradises of the world by National Geographic
Traveler, Kerala is very much prestigious for its one of
a kind culture and conventions took after by its common
excellence, combined with its ecotourism activities and
excellent backwaters.
The tourism business is a noteworthy supporter of the
state's economy offering a development rate of 13.31%.
BBC Travel overview has evaluated Kerala as the best
most loved tourist destination among outside tourists.
Foreign tourist arrivals increased by 6.23 percent during
2016 over 2015.
It is a matter of fact that, in order to have better coverage
and visibility, the tourism destinations should be accessible.
There are a lot of tourist destinations in the state of Kerala,

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 TECHNICAL PAPER
which lacks visibility/accessibility and hence only limited
number of tourists visit the place. In order to increase the
accessibility the destination should be connected well
with the major transport network by suitable mode. Also
there is a high prospect of developing a tourism circuit
which has got a good inter-connectivity which in turn will
attract more tourists at all seasons leading to an enhanced
development of the state.
Fig 1: Study area- Kozhikode District
A reconnaissance survey was conducted in the selected
study area to identify the major and unexplored tourist
destinations and to prepare a base map. As a part of
this, secondary data were collected from each tourist
locations. Secondary data include road inventory, ticket
charges, working time, average tourist inflow, etc. A
questionnaire was prepared to find out the opinion of
the tourist followed by a pilot survey for identifying the
existing connectivity to the various destinations. After
conducting the pilot survey, editing of this questionnaire
was done by adding a few more relevant questions and
by removing some insignificant questions. By using this
modified questionnaire, a detailed questionnaire survey
was conducted. On the basis of this detailed questionnaire
survey, the problems and associated suggestions faced by
the tourists and also the improvement measures required
20 INDIAN HIGHWAYS May 2020
2. STUDY AREA AND METHODOLOGY
Kozhikode district is in the south west shore of Indian
landmass with a long recorded history as a commercial hub
from antiquated time travel records. The whiff of history
keeps on saturating the paths, bazaars and business centres
of Kozhikode. Lavish green wide open, quiet shorelines,
historic sites, wildlife sanctuaries, rivers and hills make
Kozhikode a popular destination.
on each tourist location were tabulated.
After completing this survey, the next step was to
combine the information obtained from the detailed
questionnaire survey with the secondary data obtained
from the reconnaissance survey. This helped to prepare
the rectification measures required for exploring each of
these identified unexplored tourist location. The existing
network connecting the tourist destinations were studied
to identify the improvements required. In areas where
there are missing links, suitable alternative modes were
identified. A detailed base map of the region incorporating
the identified tourist destinations was prepared along with
the existing connectivity pattern. Suitable strategies were
formulated for developing a tourist circuit which has got a
good inter-connectivity between the various destinations.
 TECHNICAL PAPER

The increment in tourist inflow after providing sufficient awareness levels of the respondents about the unexplored
improvement measures and their associated increase locations and the various factors by virtue of which the
in traffic volume were calculated accordingly. As the existing inflow to these locations is affected.
provided improvement measures were applicable for
The sample size was 2025, corresponding to an accuracy
a long term basis, it is important to consider the future
level of 95% confidence interval at 1% significance
increase in traffic volume while implementing. All the
level for an infinite population. Preliminary analysis
identified unexplored locations were marked on the base
was done to obtain gender wise classification, age group
map and the connecting network was plotted including all
distribution and mode split. The mode split obtained from
these locations with the help of GIS software. By using
the questionnaire survey shows that most of those tourists
this network, the tourists can plan to visit many tourist
prefer their private vehicles to reach the destination spot,
sites within a short period of time in a maximum efficient
which emphasis a decrease in share of public transport.
manner.
3. DATA COLLECTION
3.1 Reconnaissance survey
A reconnaissance survey was conducted to identify the
various tourist locations in the study area. As part of
reconnaissance survey, a total of 56 tourist attractions
were recognized. Out of this, 15 locations were found
to be unexplored potential tourist destinations and are
listed in Table 1. These locations were categorized as
Refreshment/Relaxation, Scenic/Dam/Trekking/Waterfall
and Beaches/Marine.
Table 1: Identified Unexplored and Potential Tourist
Destinations Fig 2: Modal split of Existing Traffic
Refreshment/Relaxation
The major reasons for the inertness to these locations were
1 Janakikkad
listed as lack of poor accessibility/public transport, lack of
2 Kakkad Eco Tourism
3 Vanaparvam signs information, lack of basic infrastructure including
4 Kanayamkode safety issues
5 Vallikotukavu 4. RESULTS AND DISCUSSIONS
6 Payamkuttimala
Scenic/Dam/Trekking/Waterfall 4.1 Data Analysis
7 Arippara waterfalls An analysis was done which indicates the number of total
8 Peruvannamuzhi dam tourists who have heard and who have visited each of the
9 Nambikkulam identified unexplored locations. From Table 2, which
10 Kakkayam dam details the proportion of sample who has visited/heard
11 Vayalada of the potential locations, it can be seen that most of the
Beaches/Marine locations are remaining unexplored.
12 Kadalur light house
13 Sand banks beach A significant number of the visitors who went to traveller
14 Thikoti drive in beach regions were not intrigued to visit similar places again
15 Velliyamkallu inscriptions because of numerous reasons. In this examination we
have centered reasons like poor accessibility, insufficient
3.2 Questionnaire survey signs and data, security issues, absence of fundamental
After identifying potential tourist destinations, a pilot conveniences etc. The data got from the questionnaire
survey was conducted to finalize the questionnaire for survey uncovers those connectivity issues generally
the survey. Based on the feedback from the pilot survey, impacting the eagerness of travellers to visit a place. The
the questionnaire was finalized. A detailed questionnaire outcomes got from the study straightforwardly tell the
survey was conducted on both explored and unexplored inescapable part of accessibility in the improvement of
tourist locations. The questionnaire was structured in such tourism division. The main reasons for not revisiting and
a way as to get the demographic details of the visitors, the the responses given by tourists are tabulated in Table 3.

INDIAN HIGHWAYS May 2020 21

 TECHNICAL PAPER

Table 2: Results from Questionnaire Survey Payamkutti

% % % would % would 35 17 87 13
Destination mala
heard visited visit not visit
Janakikkad 32 9 71 29 It was observed that most of the tourists who visited these
Kanayamkode 28 15 61 39 unexplored tourist centres demand improvement on road
Kakkad Eco conditions along with basic amenities, placing sign boards
40 13 52 48
Tourism at major intersections and proper accessibility. So by
Vanaparvam 19 8 67 33 rectifying all these identified issues, tourist inflow to each
Vallikkatukavu 27 15 49 51 of these locations will get enhanced manifold.
Peruvannamuzhi
62 33 59 41 4.2 Estimation of tourist demand if improvements are
Dam
Nambikkulam 13 1 33 67 made
Arippara
49 27 38 62 It is anticipated that the tourist inflow to the identified
Waterfalls
Kakkayam unexplored destinations will increase manifold provided
70 48 70 30 improvements to the location are made, particularly
Dam
Vayalada 46 29 48 52 the connectivity aspect. The potential tourist demand is
Thikkoti Beach 51 27 47 53 calculated based on three aspects as follows,
Sand Banks
22 14 53 47 a. Base year tourists: This corresponds to the existing
Beach
Kadalur Light condition and considers the number of tourists who visit
27 16 49 51 the places in the base year
House
Velliyamkallu 17 3 55 45
Table 3: Reasons for Not Visiting Again
Reasons for not revisiting
Poor Inadequate Security/ Not of Far from O
Destination Lack of basic
accessibility signs & Safety interest other tourist Others
amenities (%)
(%) information (%) issues (%) (%) places (%) (%)
Janakikkad 8.8 53.4 3.5 5.2 3.7 5.8 8.4
Kanayamkode 2.5 54.1 1 2.5 8.6 3.4 6.9
Kakkad Eco Tourism 3.9 48.9 1.9 2.7 2.4 6 9.4
Vanaparvam 2.7 58.4 1.4 2.3 3.4 4.1 7.3
Vallikkatukavu 2.4 51.9 2.5 3.6 3.5 3.2 8.7
Peruvannamuzhi
6.9 37.3 6.3 8.9 1.9 5.2 8
dam
Nambikkulam 2.2 58.7 0.7 1.1 1.8 1.7 7
Arippara water fall 12.9 44 8.5 7.2 0.3 3.6 6.5
Kakkayam dam 7.4 32.5 4.8 6.1 0.6 4 7.1
Vayalada 9.6 41.4 6.8 6.6 1.4 4.2 7.4
Thikodi beach 2.7 42.7 2.6 6 1.4 3.6 9.6
Sand banks beach 7 53 1.8 5 1.7 2.6 9.7
Kadalur light house 2.7 50.7 1.7 1.5 1.4 2.2 8.3
Velliyamkallu 16.9 57.6 5.8 4 2.8 4 8.4
b. Recurring tourists: This category considers, those aware of the existence of such places were determined.
tourists, who have heard about these locations and who Based on the preference made by the corresponding
have already visited the location, but are not interested to sample, the induced tourist traffic to the unexplored places
visit again due to the reasons as per Table 3. It is assumed is determined.
that this proportion of tourists will visit the location again d. Total Demand: Total anticipated demand of tourists
with the rectification measures demanded. is obtained by adding these three categories for the base
c. Induced Demand: It is clear from the questionnaire year. This demand is forecasted for the year 2030. Tourist
survey that most of the tourists were not aware about the inflow towards individual unexplored tourist centres can be
unexplored tourist centres. From the responses obtained obtained by multiplying the total tourists with corresponding
from questionnaire survey, proportions of people who percentage of tourists obtained. The obtained values
have interested in the type of tourist location but were not are converted to vehicular traffic based on the base year

22 INDIAN HIGHWAYS May 2020

 TECHNICAL PAPER

mode split. Expected number of tourists after providing are briefly tabulated in Table 5.
improvement measures in the year 2018 is shown in Table 4. Table 5: Recommended Connectivity improvement
Table 4: Estimated Number of Tourists measures
Estimated Sl. Improvement measures in
% % Location
Tourist No connectivity
Tourists Tourist Estimated
Demand
Destination visited Demand after A road width of 5.5 m is recommended
after improve
at (in Nos) improve with bituminous surfacing
ment
present ment 1 Janakikkad Maintenance of the existing aqueduct
(in Nos)
Janakikkad 9.1 74377 31.5 257202 and constructing a new bridge having
a width of 7.5 m
Kanayamkode 14.8 120687 59.4 485332
Converting the vacant land near boat
Kakkad Eco 2 Kanayamkode
12.6 102911 38 309995 jetty for parking
Tourism Kakkad Eco- A road width of 7 m is
Vanaparvam 7.8 64086 44.3 362190 3
Tourism recommended
Vallikkatukavu 15.3 124897 64.6 527598 A road width of 7 m is
4 Vanaparvam
Peruvannamuzhi recommended
33.1 270377 67.1 547848
Dam Thikkoti drive Boating facilities to Velliyamkallu
5
Nambikkulam 1.3 10291 19.7 160540 in beach from Thikkoti beach
Arippara Probability of fibre gliding spans
27.2 222195 72.1 589219 across the confluence of the Kottakkal
Waterfalls
Kakkayam Dam 48 391999 82.7 675249 Sand banks River and the Arabian Sea
6
beach Implementing a speed boat
Vayalada 29.4 239971 79.5 649478
facility connecting Thikkoti and
Thikkoti Beach 27.4 224066 68 555487
Velliyamkallu
Sand Banks A bridge close to Azhithala Juma
14.4 117413 72.2 589526
Beach
masjid to associate National Highway
Kadalur Light and Vadakara railway station via
16.5 134720 70.5 576175
House
Cheeram veedu Juma Masjid
Velliyamkallu 3.4 28067 22 179881 Introducing a suspension bridge
Payamkuttimala 17.2 140480 51.5 420959 crosswise over Iruvanjippuzha
A road having 7 m width is
4.3 Forecasting of Tourists for the Horizon year Arippara recommended
7
Tourist inflow details were collected from District waterfalls A second entrance on the other
Tourism Promotion Council for a time period of 2008 banks of the river by connecting
to 2014. As per the data obtained, an anticipated number Arippara water falls to Pullurampara-
of tourist expected in 2018 and 2030 were forecasted by Nellippoyil road
using graphical method. It can be inferred from the table A proper connection road with a
that the number of tourists that will visit the unexplored 8 Vallikkatukavu minimum width of 5. 5 m from
destination will increase to the tune of 3 to 7 times. The Edakkara- Chelannur road
result will be an overall economic development of the area Introducing a rope way connecting
and in turn increasing the state’s revenue. two towers one at the base and other
at the top
5. CONNECTIVITY IMPROVEMENT
Providing a ropeway by connecting
5.1 Improvement of Connectivity Mullanpara to the hill which is
Data analysis revealed that a tremendous increase in 9 Vayalada located on the other side
tourists can be expected after implementing improvement Revised landscaping by providing
measures. So legitimate connectivity upgrades were proper paved steps/ramps with guard
suggested for every one of these unexplored areas. rails
Likewise the spots where the sign boards are to be put were Introducing a new road connecting
additionally recognized. These improvements measures Manicherimala and Koorachund

INDIAN HIGHWAYS May 2020 23

 TECHNICAL PAPER

Kakkayam Safety guard rails and signboards, It is better to begin vessel

10
dam especially at hairpin curves administration to Velliyamkallu
Provide a road having a width from all closest beaches
of 7m from Nambikkulam to 15 Velliyamkallu Only a restricted entry is
11 Nambikkulam Kannadipoyil encouraged
Introducing ropeways in between Berthing facilities of boats for easy
the vertical contours embarking of visitors
Introducing a road with 800 m length Along with these improvement measures appropriate
from Lokanarkavu actions should be taken to increase public transport
Payamkutt facilities, parking facilities and security/safety measures
12 Increase the road width with safety
imala for each identified unexplored locations. Appropriate sign
guard rails and signboards, especially
boards indicating direction and distance should be placed
at curves
at nearby junctions and nearby tourist centres.
Peruvanna •         Provide a parking slot having a
13
muzhi capacity of 50 cars 5.2 Connectivity Map
Kadalur light A road with width of 7m is Figure 3 shows the map of Kozhikode district showing
14 both the explored and unexplored tourism locations
house recommended

Fig 3: Explored and Unexplored Tourism Locations along with Connectivity Pattern

24 INDIAN HIGHWAYS May 2020

 TECHNICAL PAPER
along with connectivity pattern. Suitable sign boards are
to be placed at the explored locations so as to improve
the awareness level of unexplored places. As explained
in the preceding sections, accessibility improvement by
appropriate development strategy also need to be made,
which in turn will lead to enhanced tourism attraction.
5.3 Development of Tourist Circuits
From the detailed questionnaire survey, it is perceived
that there are a lot of tourist places in Kozhikode district
unknown to public. The main reason for this scenario is
the lack of planning in the implementation of tourism
promotions. Installing proper signboards at the important
transition junctions and at renowned tourist centres can make
an enormous contrast in the quantity of sightseer’s inflow
to the unexplored tourist destinations. For the assessment,
vacationer foci under Kozhikode area can be separated
into small clusters/circuits on which the inventory studies
were led and healing measures have been formulated.
Accordingly four clusters have been identified, using which
the tourists can plan to visit many tourist sites within a short
period of time in a maximum efficient manner.
If a tourist enters any of these circuits, he/she can visit
all the tourist areas in the close-by region within a day
by clustering these areas by avoiding one or two similar
categories.
6 SUMMARY AND CONCLUSION
Tourism sector is generally an influencing factor governing
the economic and social development of a nation. So all
legislatures are giving primary preference to develop
tourism sector. India is tremendously regarded with a
considerable measure of exceptionally tourism potential
zones. Even though many of the locations in the country
have high tourism potential, they are not projected out into
the sight of people as what it demands. There will be many
reasons for the same. Connectivity issues and lack of
awareness of tourist destinations are the significant issues
to get back to sightseers from going to those areas. This
paper examined such a scenario taking one of the districts
in Kerala, as a case study. It was observed that the tourists
who visited these unexplored locations were worried about
proper transport connectivity and signs and information.
Legitimate connectivity upgrades were suggested for every
one of these unexplored areas. Likewise the spots where
the sign boards are to be put were additionally recognized.
The analysis of data uncovered that the tourists inflow
will increment to the tune of three to seven times to these
unexplored areas once appropriate network enhancements
are made. Likewise base maps demonstrating all the tourist
destinations including unexplored and explored areas and
network between these areas with minimum separations
are distinguished. This base map will help travellers to
improve clustered tourism. The result will be an overall
economic and social development of the area and in turn
increasing the state’s revenue.
The main conclusions obtained from the study are as
follows:
• Most of the highly tourism potential locations
remain unaware to the public.
• The right way development and upliftment of these
unexplored places can influence the economy of
the state in a good manner.
• The major reason for the stagnation of the
development activities and the response from the
public is mainly due to poor accessibility and lack
of aware-ness.
• Among them, poor accessibility and poor
inadequacy of public transport re-mains a major
issue.
• While conducting the questionnaire survey, it was
inferred that the tourists who have already visited
the unexplored tourist centres were not willing
to visit again due to poor connectivity and poor
maintenance of basic amenities.
• After applying the rectification measures, this
present scenario was expected to change and the
increase in tourist inflow is found to be 300 to
700%.
7. Acknowledgement
The authors express their sincere gratitude to the Kerala
State Council for Science Technology and Environment,
Government of Kerala for providing necessary financial
assistance for the project. The services of the NATPAC
Project Engineer Ms. Navya A, is also gratefully
acknowledged.
References
i.  yung-Wook Wie, Dexter J.L.Choy (1993), “Traffic
B
Impact analysis of Tourism development”, Annals
of Tourism Research, Volume 20, Issue 3
ii. Chawdhary S (2014), “An overview of tourism
circuits – A case study of Jammu region”,
International Journal of Interdisciplinary Research,
Volume 1, Issue 1
iii. John Mang Muan Lian Zou, Dr. G.P Prasain (2017),
“North-Eastern states tourism : Exploring the
unexplored on earth”, IOSR Journal of Humanities
and Social Sciences, Volume 22,Issue 8,Ver 14
(August 2017)
iv. IRC: 64:1990, “Guidelines for Capacity of Roads in
Rural Areas”.
INDIAN HIGHWAYS May 2020 25
 TECHNICAL PAPER

Studies on Pavement Type Selection for Road Infrastructure in India

Swapan Bagui 1 Atasi Das 2 Anukul Saxena 3 Renu Sharma 4

ABSTRACT
This paper presents the design procedure for perpetual pavement as part of the pavement option study. Present IRC
codes recommend the design life of 20 years for bituminous pavement and 30 years for concrete pavement. IRC: 37-2018
recommends the long life pavement with a design life of 50 years and more and this pavement reduces the maintenance cost
during the operation period. This paper presents the development of Tables and graphs of perpetual pavement for Full depth
asphalt, deep strength asphalt, conventional and cement treated sub-base with Wet Mix Macadam (WMM) and recommend
the best option based on life cycle cost analysis keeping in mind the dearth of construction materials in Indian these days.
Life Cycle Cost Analyses (LCCA) for various options have been carried out and it is found that full depth asphalt consumes
least aggregate and cement treated sub-base with Wet Mix Macadam with asphalt consumes maximum aggregates. Also, full
depth asphalt pavement needs least time of construction owing to fewer number of layers in the pavement structure. Full
depth asphalt and cement treated sub-base option may be considered for trial analysis.

1 INTRODUCTION because of user delays and construction. Perpetual

A perpetual/long life pavement is defined as an asphalt
pavement designed and built to last 50 years or more
without requiring major structural rehabilitation or
reconstruction. With perpetual pavements, the potential
for traditional fatigue cracking is reduced, and pavement
distress is typically confined to the upper layer of the
structure (Walubita and Scullion 2007). Thus, when
surface distress reaches a critical level, an economical
solution is to remove and replace the top layer (Prowell
et al. 2006). The perpetual pavement concept can be
used for any pavement structure in which it is desirable
to minimize rehabilitation and reconstruction costs and
minimize closures to traffic. These considerations are
especially important on high-traffic volume freeways
where user delay costs are prominent. In particular, in
urban areas, where green-field roads are being built,
use of perpetual pavements may minimize future costs
asphalt pavement is a very appealing alternative to
concrete pavements, especially for large metropolitan
areas (Merrill et al. 2006).
United Kingdom (UK) has a published design procedure
for long-life asphalt pavements (Numm 1997, Austroads
2009). In the USA, a number of road authorities [Illinois
Department of Transportation, National Center for
Asphalt Technology Asphalt Pavement Alliance (APA)
and National Cooperative Highway Research Program
(NCHRP)] have constructed asphalt pavements that could
be classified as long-life pavements however, it appears
that none currently utilize the asphalt fatigue endurance
limit principle as a primary design concept and the fatigue
endurance limit principle is not currently included in the
NCHRP 1-37A Mechanistic Empirical Pavement Design
Guide (2004). The maximum stress level associated with
infinite fatigue life has been termed as the endurance limit
(Shen and Carpenter 2005).

1
Chief General Manager, I.C.T Pvt. Ltd., New Delhi, Email: swapanbagui@gmail.com
2
General Manager, GR Infraprojects Ltd, Email: atasid@gmail.com
3
Deputy General Manager, Email: anukul.saxena@ictonline.com
4
Design Engineer, Email: renu.sharma@ictonline.com I.C.T Pvt. Ltd., New Delhi

26 INDIAN HIGHWAYS May 2020

 TECHNICAL PAPER

In Australia there is inadequate long-term performance

data on heavy-duty asphalt pavements to empirically
derive suitable fatigue endurance limits for local asphalt
mixes used in the wide range of Australian environments.
(Austroads 2009)
• Adopt a fatigue endurance limit of 70 micro-strain
at WMAPT (Weighted Mean Annual Pavement
Temperature)
• Adopt a fatigue endurance limit of 70 microstrain
at low pavement temperature (400C and below)
• Adopt a fatigue endurance limit of 120 micro strains Fig.1 Example AASHTO fatigue (S-N) curves for steel
at highest pavement temperature 550C and above). components
2. Structure of a Perpetual Pavement 4. Asphalt Fatigue Endurance Limit
A perpetual pavement has a wear-resistant and renewable The asphalt fatigue endurance limit premise is that when
top layer, a rut-resistant intermediate layer, and a fatigue- applied strain is sufficiently low, no damage occurs to the
resistant base layer (Asphalt Institute 2004; Haas et al. asphalt as the rate of asphalt healing exceeds the rate of
2006) overlying a treated subgrade and, a base layer. damage accumulatigon due to fatigue cracking at the base
The choice of the bituminous surface layer depends on of the asphalt pavement. (Carpenter et al. 2003). In such
the functional requirements, which can be a combination cases, fatigue distress of the pavement may be due to top-
of comfort, durability, stability, skid resistance, and noise down cracking mechanism and not traditional bottom-up
reduction. There may be additional requirements, such as fatigue cracking.
surface water drainage or very low water impermeability. The performance of a pavement where applied strains are
The use of a conventional dense-graded Superpave below the fatigue endurance limit is an integral part of what
mixture is adequate (Christopher and McGuffey 1997). In is variously described as long- life or perpetual pavement
very high-traffic areas, the use of Stone Matrix Asphalt and may be considered to have a long but indeterminate
(SMA) may be attractive. In other instances, an Open pavement life (Nunn et al. 1997). The terminology of
Graded Friction Course (OGFC) is used to reduce splash ‘long-life pavement’ is used in this report.
and spray and to provide better skid resistance during For the traditional fatigue analysis, due to time constraints,
rainstorms (Martin et al. 2001). the asphalt beams tested at 100 microstrain and 70
microstrain were stopped at 4 million cycles (Fig.2) using
3. Endurance Limit of Metals
asphalt mix and extrapolated to failure, 50% of initial
The first systematic investigation to characterize the stiffness, using a linear regression to the flat portion of the
fatigue behavior of materials was undertaken by Wöhler fatigue curve (Peterson et al. 2004).
(1867) and involved laboratory fatigue testing of metallic
samples.
The endurance limit concept has been widely applied in
design of steel structures and in particular to determine
maximum stress limits for welds subject to cyclical
loading. An example of fatigue curves for steel components
is shown in Fig.1 for different grades of steel A to E
types. The flat section of the curves shown represents the
Constant Amplitude Fatigue Limit (CAFL), which is an
equivalent concept to the endurance limit, and American
Association for State Highway Transportation Official
(AASHTO) 1998 includes CAFL for different weld details Fig. 2. Traditional fatigue analysis –
(Chen et al. 2005). cycles v stiffness (70µε),

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 TECHNICAL PAPER
5. Use of an Asphalt Fatigue Endurance
Limit in Overseas Design Processes
Development of the UK Design Procedure for Long-Life
Asphalt Pavements
The current UK asphalt design procedure for fully
bituminous pavements was established in 1984 and
revised in 1997 (Nunn 1997). The 1984 procedure was
established by considering the performance of a wide
range of experimental pavements constructed over 20
years starting in the early 1950s.
The 1997 revised design procedure utilised the original
1984 design curves up to the level of the threshold
strength and then regarded the design as long-life, with no
additional thickness required to extend life beyond this.
This design procedure based on the design chart is shown
in Fig. 3.
Fig.3 Perpetual Pavement use in United Kingdom (UK)
Legend: HDM-Heavy Duty Macadam, DBM-Dense Bituminous
Macadam
Michigan reportedly has a catalogue of structural sections
for use as long-life pavements which were developed by
Von Quintus (2001). The catalogue was developed using
a mechanistic approach to calculate stresses and strains
in the pavement structure and applying the concept of
cumulative damage to determine the appropriate section
for a design period of 40 years.
The National Center for Asphalt Technology (NCAT), in
conjunction with the Asphalt Pavement Alliance (APA)
developed a procedure (including a computer program
called PerRoad) for the mechanistic-based design of
bituminous long-life pavements (Asphalt Pavement
Alliance 2002).
28 INDIAN HIGHWAYS May 2020
6. Other Countries
In Israel, the design of asphalt layer thickness for long-term
pavements is determined as the minimum thickness obtained
from the following criteria (Siddess and Uzan 2008):
• Limiting the tensile strain at the bottom of the
asphalt layer to the fatigue endurance limit of 70
microstrain under the standard axle load (in this
case 130 KN)
• Limiting fatigue cracking of the asphalt pavement
using Finn et al. (1977) model for the crack
initiation phase.
7. Literature Review
Combinations of layer, stiffness, and thickness that
produce an optimal perpetual pavement are determined for
implementation on New Mexico State highways (Tarefder,
R. and Bateman, D.2012). Pavement performances are
determined and analyzed for a 50-year design life. The
required thickness of a perpetual pavement varies from
25.4 to 38.1 cm for moderate to high truck traffic in major
highways in New Mexico (AADT varies from 5000 to
10000). No top-down cracking is observed at the end of
50  years. Rutting in the intermediate layer is 1.27 mm
at the end of the 10-year maintenance cycle. Overall,
fatigue cracking is not a major concern in the design of
perpetual pavements. Bottom-up cracking also increases
significantly in a debonded environment (Tarefder, R and
Bateman, D 2012).
Perpetual pavements are considered by many pavement
experts to be the long-term solution to increasing traffic
volumes and related pavement rehabilitation costs and
user delay costs. The paper reviews the problems that
perpetual pavements are experiencing, such as moisture
infiltration/damage, and layer debonding. There is no
indication that the pavement design methods presented
in this paper account for moisture infiltration/damage or
debonding in their designs. This is primarily due to the
lack of an appropriate design method, which can include
infiltration/damage and de-bonding it its design. (Tarefder
and Bateman 2009).
Three representative methods were selected to analyze
the relationship between the threshold strain values and
the service life (Cui et.al. 2007). Then, the design criteria
were statistically analyzed according to the calculation of
the representative perpetual pavements of USA. Given the
dynamic modulus and the axle load of 80 kN, the average
tensile strain value at the bottom of the HMA was about
64 micro strains, and the average compressive strain value
at the top of the subgrade was about 170 micro strains.
 TECHNICAL PAPER
With static modulus parameters and 100 kN axle load
utilized, the Guangzhou to Shenzhen Freeway in China
with cement treated course was analyzed (Cui et. al.
2007). The calculations reveal that the strain is lower than
the threshold strain of USA perpetual pavements. Further,
the perpetual pavement structural design criteria for China
were put forward as follows (Cui, P., Sun, L., and Zhang, L.
2007): the tensile strain at the bottom of the HMA should
be less than 120 micro strains and the compressive strain
at the top of the subgrade should be less than 280 micro,
strains. A low stiffness is recommended for cement treated
sub base layer in a pavement. In the end, the perpetual
pavement trial sections constructed in 2003 were used for
checking calculations, which can satisfy the criterions of
perpetual pavement of China (Cui et.al. 2007).
The concept of perpetual pavements has been well
documented in Europe and North America for several
years. This paper (Zhang et.al. 2008) presents an
experiment to design and construct perpetual pavement
sections to carry very heavy loads with a design single
axle of 19 tonnes. The main objective is to construct
pavement sections designed using different methods, to
measure their response and predict performance. The
experiment has three objectives: 1. Evaluate structural
design methods. 2. Evaluate asphalt mix properties to carry
heavy loads. 3. Characterize traffic loads being applied
to the pavement. Five pavement sections were built on a
new motorway in Shandong Province, China. One section
was designed using a tensile strain criteria at the bottom
of the pavement of 70 microstrain under the design load.
Another was designed using the same principle except
125 microstrain was used as the limiting strain. A third
section also used 125 microstrain but was constructed with
mixtures that are more strain tolerant. The research work
presents the design and construction of the experiment and
the measured response of the pavements to known loads.
(Zhang et.al. 2008).
In order to model perpetual pavement response, the traffic
loads, pavement temperature and mechanics responses
collected from the Binzhou perpetual pavement test road
were used to develop axle load spectrums, temperature
probability functions and response regression models with
loads and temperature variables. The results showed that
the simulated mechanics response was in conformity with
the actual response and all followed approximate normal
distribution. Different pavement structures response was
also compared. The research proves that Monte Carlo
method can help to discover pavement mechanics response
under load and temperature coupling influence (Wei et. al.
2011).
Guidelines are being developed to help State Highway
Agencies (SHAs-California, Michigan, New Jersey, Ohio
etc.) in the selection and design of long life pavements
using existing in-place pavements, (Jackson et.al.
2011). There is currently very clear design guidance
and procedures for designing new long life pavements
in terms of new or reconstruction. Guidance that does
consider the use of existing pavement is typically directed
toward pavement rehabilitation with some determinate life
expectancy (ARA, 2004). Using the existing pavement in
the design and construction of long life pavements offers
numerous advantages both in facilitating rapid renewal of
the roadway and in the sustainability aspect of utilizing
existing materials. An overview of the form of the
guidelines and the detailed information contained in those
guidelines are presented, including project assessment,
design guidance, critical construction aspects, and guide
specifications (Jackson et.al. 2011)
In recent years, some long-life pavement structures
have been designed and constructed. This paper (Wang,
et.al. 2012) discusses the design and construction of an
expressway long-life bituminous pavement structure in
China. The project involved is a new 26.78 kilometre,
Da’an to Jiliao Section in Henan Province, of the
Erlianhaote to Guangzhou Expressway. Technical services
provided through integrated technology transfer activities
have presented a model for future expressway projects as
an option, and made the long-life bituminous pavement
structure the leading edge of national practice (Wang,
et.al. 2012).
Determination of the strain fatigue threshold of asphalt
mixtures is very important for the design of long-life
asphalt pavement. A new method to determine the strain
fatigue threshold of an asphalt mixture has been put forward
in this paper ( Zhu, et.al. 2010) by the establishment of
a three-parameter power function model based on the
conventional two—parameter model (ε-N). The strain
fatigue threshold was determined by the analyzing the
AC-25 and ATB-25 asphalt mixture test results of the
three-parameter power function model. This study has
shown that the strain fatigue threshold exists in low-strain
conditions. The strain fatigue threshold of AC-25 and
ATB-25 are 78μ and 59μ respectively, with 6% air voids.
The fatigue limit strain for AC-25 is between 78 and 95
micro-strain and for ATB-25 is between 59 and 75 micro-
strain which are recommended by Liaoning Shenyang in
China (Zhu, et.al. 2010).
8. Perpetual Pavement in Indian Scenario
One paragraph has been mentioned in IRC: 37-2012 on
Perpetual pavement. Only limiting strain of 70 and 200
INDIAN HIGHWAYS May 2020 29
 TECHNICAL PAPER

micro strain is mentioned for fatigue and rut life with an • Thickness using cement treated base, inter granular
example. IRC: 37-2018 recommends limiting strain to 80 interlayer with asphalt mix.
and 200 micro strain for fatigue and rut life respectively • Concrete Pavement
with an example. Perpetual pavement may be used for
Strain limiting values for rutting and fatigue are assumed
Full depth asphalt pavement, deep strength asphalt,
200 and 70 micro-strain or less and 81 micro-strain or less
conventional pavement, cement treated sub base and
for bituminous pavement. CBR values have been varied
cement treated base with intergranular interlayer case.
from 5 % to 15 %. E values of bituminous layers have
Pavement compositions are calculated based on both 70
been adopted 3000 MPa. IIT PAVE Software has been
micro-strain and 80 micro-strain and presented in this
used in developing charts and tables for unlimited design
present paper.
traffic in term of MSA.
9. Proposed Methodology 10. Perpetual Pavement for Full Depth
Based on the objective and scope of the present work, a Asphalt
flow chart has been developed and presented in Fig. 4. For the case of full depth asphalt, asphalt shall be placed
Initial pavement has been determined by trial and error directly over subgrade. Asphalt thickness has been
method using IIT Pave software. Initially, adopt different determined using IIT Pave Software considering two
thicknesses and check fatigue strain and rut strain. Trial layers theory and asphalt thickness and strain are presented
thickness will be finalsed when design strain values are in Fig.5a and Fig 5b There is a chance of damage of
achieved or less than design value. pavement due to absence of granular layer. Full Depth
Adopt Initial Total Asphalt Pavements on Moisture-sensitive Subgrades at
Pavement Thickness Material Property critical stages of full depth asphalt construction can cause
of Each Layer subgrade instability, resulting in excessive construction
Thicknesses
delays. As with permeable pavements, these delays can
Determine
be prevented, or at least reduced, by providing a subbase
strains using IIT Pave Software and (approximately 100 mm thick) of low permeability bound
Check Tensile Strain<= 70/80 Micro-Strain and or unbound granular material with permeability less than
Compressive Strain<= 200 Micro-strain 10-8 m/s as a working platform, or by stabilisation of the
top of the subgrade (Austroads 2017). Construction of full
depth asphalt pavements will generally be very difficult for
If Both Strain Values If Both Strain a pavement with a subgrade design CBR of less than 5%.
are not within Values are within An in situ subgrade CBR in excess of 10% is required at
Permissible Permissible Limits the time of construction to achieve adequate compaction of
the asphalt layers. It is recommended to provide geotextile,
Adopt Final
Thickness geo-membrane between subgrade top and asphalt bottom.
for Long Life Embankment with minimum embankment height of
Pavement 1.5 m may be provided and aggregate drainage layer at 5
m interval can also be provided.
Conduct LCCA & Find Best
Option

Fig.4 Flow Chart Perpetual Pavement Design

Pavement thicknesses have been determined for the
following four cases:
• Full depth Asphalt-Subgrade and Bituminous Layers
• Conventional thickness (deep strength asphalt
i.e., Granular sub base 300 mm + bituminous
surfacing);
• Thickness using cement treated subbase with
bituminous surfacing. Fig. 5 a Asphalt Thickness Vs. CBR for Full Depth
Asphalt

30 INDIAN HIGHWAYS May 2020

 TECHNICAL PAPER

Fig. 7 Perpetual Pavement for Cement Treated Sub Base

Fig. 5 b Strain Vs. CBR for Full Depth Asphalt 13 Perpetual Pavement for Cement
Treated Subbase with WMM Inter
11. Perpetual Pavement for Deep
Layer
Strength Asphalt
For the case of Cement Treated base and Subbase,
For the case of deep strength asphalt, asphalt shall be
asphalt thicknesses have been determined using IIT
placed directly over 300 mm granular sub base. Asphalt
Pave Software considering five layers theory and asphalt
thickness with E value 0f 3000 MPa has been determined
thickness is presented in Fig.8.
using IIT Pave Software considering three layers theory
and asphalt thickness are presented in Fig.6. Different
layers can also be used with different E Values.

Fig. 8 Perpetual Pavement for Cement Treated Sub Base

Fig. 6 Perpetual Pavement for Deep Strength Asphalt
Case
12. Perpetual Pavement for Cement
Treated Subbase
For the case of Cement Treated Subbase, asphalt shall
be placed directly over 300 mm cement treated sub base
(CTSB). E value CTSB is considered as 600 MPa. The
asphalt layer thickness has been determined using IIT
Pave Software considering three layers theory and asphalt
layer thickness is presented in Fig.7. CTSB is strong
support system and compressive strain achieves easily
whereas variation of bituminous thicknesses are noticed
due to strain values of 70 and 80 microstrain. Variation
increases with the increasing CBR of subgrade i.e., due to
strong support.
with WMM
14. Life Cycle Cost Analysis (LCCA)
LCCA is performed to evaluate the feasibility of these
design alternatives, in particular, to identify the one that
may be the most cost-effective to build and maintain. The
major costs that are considered in a LCCA are: initial
construction, maintenance, rehabilitation, salvage value,
user delay (during future maintenance or resurfacing),
and vehicle operating cost. The first four are agency costs
that typically have the most impact on strategy selection.
However, when considered, the last two user costs can
have major effects on the selection of a strategy that is
most cost-effective overall (Walls and Smith 1998).
LCCA program, Real Cost, is used to determine the most
economic design.
Design life of long life pavement is considered as 50

INDIAN HIGHWAYS May 2020 31

 TECHNICAL PAPER

years. Routine maintenance, periodic surfacing of long

life pavement is considered at every 7th year for the
simplification of analysis. Climatic variation in India
varies widely and overloading vehicles are plying on roads
which are not fully controlled. No periodic maintenance
data are available in India. Hence, there is a chance of
damage of top 50 mm layer due rut and top down cracking
and a periodic maintenance is required at every 7th year.
Design life of perpetual life is in the range of 1000 – 3000
MSA, Damaging effect during application of load 7 years
is negligible Based on this assumption a case study has
been considered for new four lanes divided carriageways
with following data:
Cement treated sub base: 300 mm
WMM: 150 mm, E Value of WMM 350 MPa
E Value of BC and DBM: 3000 MPa
Rates of pavement compositions are taken from established
rates prevailing across the industry.
Following Pavement options are considered:
• Full depth asphalt
• Deep strength asphalt with 300 GSB
• Deep strength asphalt with 300 CTSB
• 300 mm CT subbase with 150 mm WMM with
Asphalt
• Concrete Pavement which needs full reconstruction
after 30 years and increases life cycle cost for the case
of concrete pavement. Concrete pavement option
is viable for the case of conventional bituminous
pavement where design life of conventional
pavement is taken 20 years and life may be extended
to 30 years after major rehabilitation at 20 th year.
An excel sheet has been developed and LCC and LCC is
calculated using this excel sheet and summarized LCC is
presented in Table 1.
Table 1 Life Cycle Cost for Various Pavement Options
Pavement Initial Life Cycle
Construction Cost Per km
Option
Cost Per km (Rs (Rs Million)
Million)
Full depth Asphalt 45.9 45.9 63.4 63.4
Deep strength 48.7 45.9 66.5 63.4
asphalt with 300
GSB
Deep strength 47.0 45.3 64.6 62.7
asphalt with 300
CTSB
300 mm CT 52.6 49.2 70.8 67.0
subbase with 150
mm WMM with
Asphalt
Note: User delay and vehicle operating cost are excluded in the
analysis
15. Performance Issues
Experience in long life pavement in India is very limited
and no performance results are available. Therefore, we
are dependent on the performance of other countries and
some review results as noted below.
There have been several state DOT, FHWA, and AASHTO
studies involving the design, construction, and testing of
existing perpetual pavements (Powers 2007). All state
DOTs were contacted to collect perpetual pavement data.
Such data included the number of pavement layers used,
their thickness and stiffness, design methods followed, and
their field performance. The mean layer thickness and the
range (standard deviation) of thickness is determined for
each asphalt layer. This information is used to determine
an optimal perpetual pavement structure based on layer
thickness, stiffness, and number of layers used. Polymer
modified binders (PMB) are more commonly used in
surface and intermediate layers, to prevent rutting. The
use of PMBs in base layers is rare. PG binders with
different lower temperatures were used. Similar concept
may be used to determined layer thicknesses of long life
pavement. This shows that different grades of bitumen
to be used in bottom layer, intermediate layer and top
layerses so that mix can sustain in extreme hot weather..
Softening point of mix gradually decreases with depth i.e.,
PMB / PG bitumen is required for top layer and softening
point of 55-60 degree is required trafor intermediate layer
and 55-60 0 is required for bottom layer and 0.5 % extra
bitumen is rewuired for bottom layer.
For the validation of long life pavement, it is recommended
to conduct trial stretches in India. National Highways
Authority of India. State Public Works Department will
construct trial stretches so that the performance of long
life pavement in Indian Condition can be established
easily in future.
16. Highlights of IRC: 37-2018
The use of Cement Treated Subbase (CTSB) is proposed.
The concept in perpetual pavement is that we do not

32 INDIAN HIGHWAYS May 2020

 TECHNICAL PAPER
want any cracks from bottom up whether they are fatigue
cracks or reflection cracks anytime during its long life.
Based on the experience in other countries, CTSB will
crack at some point in the pavement’s life and therefore
produce reflection cracks. Besides, there is no precedent
or experience of using CTSB in perpetual pavements.
Thus, this option has to be used judiciously, if opted.
17. Discussion
It is observed during calculating strain for the case of
full depth asphalt, subgrade compressive strain is more
critical. Fatigue strain is noncritical due to adopting high
bituminous layer thickness. Hence variation of asphalt
thickness is less and is obtained same from Fig.5a From
Fig.5, it is found that variation of asphalt is only 0-10 mm
for adopted tensile strain 70 and 81 microstrain for the
case of provision of full depth asphalt.
Granular layer has been adopted for the case of deep
strength asphalt and it prepares strong base on subgade
i.e., subgrade compressive strain is non-critical and
asphalt thickness is critical. Hence it needs variation of
asphalt thickness for achieving 70 and 81 micro-strain at
the bottom of asphalt. Hence, from Fig.6, it is found that
variation of asphalt is only 25-30 mm for adopted tensile
strain 70 and 81 microstrain for the case of provision of
deep strength asphalt. Cost variation will be more in this
case.
Similarly, cement treated subbase is stronger than
conventional granular layer and prepares strong support
on subgrade. Therefore, there will be wide variation in
thickness for 70 and 81 micro-strain. Hence, from Fig.7,
it is found that variation of asphalt is only 0-35 mm for
adopted tensile strain 70 and 81 microstrain for the case
of provision of cement treated sub base with asphalt. Cost
variation will be more this case.
Similarly, from Fig.8, it is found that variation of asphalt
is only 30-35 mm for adopted tensile strain 70 and 81
microstrain for the case of provision of cement treated sub
base, WWM with asphalt which prepares strong support
on subgrade. Cost variation will be more in this case.
Design life of long life pavement is too high and
remaining life concept may not be applicable and therefore
not considered. Only schedule routine and periodic
maintenance is required during operation period.
From Table 1 for allowable 70 microstrain, it is noticed
that full depth asphalt is the best option for both initial
cost and life cycle cost. Second best option is cement
treated sub-base and third best option is deep strength
asphalt option and. Fourth one is cement treated sub-base
with WMM and concrete pavement is least preferable
option while comparing long life pavement with concrete
pavement.
From Table 1 for allowable 81 microstrain, it is noticed
that CT sub base is the best option for both initial cost
and life cycle cost. Second best option is both full depth
asphalt / asphalt with granular sub-base and third best
option is cement treated sub-base with WMM.
18. Conclusions
Perpetual concept is new to Indian condition. Various
research works is carrying out in India presently. Based on
this present paper following conclusions may be drawn:
Pavement design for long life pavement shall be considered
as an option for pavement design and it is the best viable
option and Government of India should encourage
construction of long life pavement at least on trial basis.
Fatigue and rut strain may be considered as 70 and 200
micro-strain or 81 micron strain and 225 microstrain in
place of 200 micro-strain as recommended by China to
reduce thickness/ construction cost.
Aggregate consumption is lowest for the case of full depth
asphalt. This option may be considered for reduction of
aggregate uses.
Generally bituminous thickness decreases linearly with
negative slope (Fig 5a and Fig.8) with increasing subgrade
CBR and it varies non-linearly for the case of perpetual
pavement with deep strength asphalt.
Life cycle cost shown in Table 1 shows that full depth
asphalt is lowest. It may be varied from case to case
depending on local material rate, labour rate etc.
Bitumen of different grades with different softening point
should be used at different depth of the pavement.
Design period of perpetual pavement is 50 years whereas
design period of CTB and CTSB lesser than 50 years and
there is a risk of propagation of crack and risk is more.
Hence, it is suggested to use granular layer in this type of
pavement.
19. References
i. Tarefder, R. and Bateman, D. (2012). “Design of
Optimal Perpetual Pavement Structure.” J. Transp.
Eng., 10.1061/(ASCE)TE.1943-5436.0000259,
157-175.
ii. Tarefder, R. and Bateman, D. (2009). Future Design
of Perpetual Pavements: Issues and Options.
Material Design, Construction, Maintenance, and
Testing of Pavements: pp. 177-186.
iii. Tarefder, R. and Bateman, D. (2009). Future Design
INDIAN HIGHWAYS May 2020 33
 TECHNICAL PAPER
of Perpetual Pavements: Issues and Options.
Material Design, Construction, Maintenance, and
Testing of Pavements: pp. 177-186.
iv. Cui, P., Sun, L., and Zhang, L. (2007). “Perpetual
Pavements Design Criterions”. International
Conference on Transportation Engineering 2007:
pp. 106-111.
v. Zhang, X., Huber, G., Timm, D. and Yongshun,
Y. (2008). Perpetual Pavements: Applying the
Approach to Very Heavy Loads. Plan, Build, and
Manage Transportation Infrastructure in China:
pp. 811-824.
vi. Wei, J., Wang, L., and Ma, S. (2011). Modeling
Mechanical Response of a Perpetual Pavement
Test Road. Pavements and Materials: pp. 97-105.
vii. Jackson, N., Mahoney, J., and Puccinelli, J.
(2011) SHRP 2 Project R23—Development of
Guidelines for the Design and Construction of
Long Life Pavements Using Existing Pavements.
T&DI Congress 2011: pp. 908-918.
viii. Wang, G., Wang, Y., Thompson, R., and Ahn,
Y. (2012). Long-Life Pavement Design and
Construction: A Case Study. Sustainable
Transportation Systems: pp. 574-582.
ix. Zhu, J., Fan, X., Zhang, M., and Gao, S. (2010).
Study on the Strain Fatigue Threshold of Asphalt
Mixture for Long-Life Asphalt Pavement. ICCTP
2010: pp. 3591-3599.
x. Hen, S & Carpenter, S H (2005).”Application of
the dissipated energy concept in fatigue endurance
limit testing”. Transportation Research Record,
no. 1929, pp.165 – 73.
xi. Nunn, N (1997). “Long-life flexible roads”.
International Conference on Asphalt Pavements,
8th, 1997, Seattle, Washington, USA, vol.
1, University of Washington, Seattle, USA,
pp. 3-16.
xii. Powers, D. (2007). “Material requirements to meet
perpetual pavement performance expectations.”
Oregon Office of Materials Management, Oregon
Notification No. 35
Sub: Withdrawal of Notification No. 28 dated 1st December, 2019
The IRC Notification No. 28 dated 1st December, 2019 published in December, 2019 issue
of Indian Highways stands withdrawn.
IRC:12-2016 “Unified Guidelines for Access Permission to Fuel Stations, Private Properties,
Rest Areas Complexes and Other Facilities Along National Highways (Fourth Revision) is
reinstated with effect from 27.02.2020.
34 INDIAN HIGHWAYS May 2020
Department of Transportation, (http:// www.
flexible.pavements.org/documents/Per Pavt
Powers_ 000. pdf, (Mar. 13, 2008.
xiii. Asphalt Institute. (2004). “Illinois I-70
technology showcase.” Asphalt Institute, (http://
www.asphaltinstitute.org/Upload/Illinois(I)-70
Technology-Showcase. (May 5, 2008).
xiv. Haas, R., Tighe, S., and Cowe, F. L. (2006).
“Return on investment analysis for long life
asphalt pavements.” Proc., 11th Int. Conf. on
Asphalt Pavements, Aug. 12–17, 2006, Québec
City, Canada, Vol. 2, 401–410.
xv. Walubita, L. F., and Scullion, T. (2007).
“Perpetual pavements in Texas: The Fort Worth
SH 114 project in Wise County.” Technical Rep.
0-4822-2, Texas Transportation Institute, College
Station, TX.
xvi. Austroads Technical Report (2009). Asphalt
Fatigue Endurance Limit, AP=T-131/09, ISBN
978-1-921551-73-4
xvii. Prowell, B., et al. (2006). “Endurance limit of hot
mix asphalt mixtures to prevent fatigue cracking
in flexible pavements.” NCHRP 9-38, Draft Final
Rep., National Center for Asphalt Technology
(NCAT), Auburn, AL.
xviii. Merrill, D., Dommelen, A. V., and Gaacutespaacuter,
L. (2006). “A review of practical experience
throughout Europe on deterioration in fully
flexible and semi-rigid long-life pavements.”
Int. J. Pavement Eng., 7(2), 101–109, Taylor and
Francis, Oxford, UK.
xix. Walls, J., and Smith, M. R. (1998). “Life cycle
cost analysis in pavement design.” FHWA-
SA-98-079, Federal Highway Administration,
Washington, DC.
xx. Austroads (2017).Guide to Pavement Technology
Part 2: Pavement Structural Design, Page 18.
 TECHNICAL PAPER
HOW TO CALCULATE EXTENSION OF TIME (EoT) FOR ROAD PROJECTS ON EPC MODE
Knsp Kamaraju *
1 INTRODUCTION
At present majority of road projects have been taken up
on EPC mode. Unfortunately most of them are running
behind schedule for various reasons. Majority of those
reasons are under nobody’s control. Therefore, every
project is vulnerable for EoT. Up to now there is no hard
& fast rule to calculate the EoT. Generally contractor
applies for 100, Authority Engineer (AE) recommends for
80 and Authority approves for 60 on pure discretion. Now,
the author has tried to make out some logical & arithmetic
calculation for the same based on the clauses of EPC
Contract Agreement (CA). This improves the calculation
of EoT for accuracy up to 90 % on contractual and logical
grounds.
Usefulness of the paper:
i. This paper will be useful to calculate EOT in
such a manner and cannot be questioned by the
contractor in future, that he was deprived of
EOT for the actual delays not attributable to the
contractor.
ii. The authority also will have the confidence while
recommending and approving the EOT exactly
to the extent as that of the contractor is actually
entitled.
iii. This paper will throw light on contract clauses
how they can be utilized while calculating EOT.
2. Contract Agreement (CA) Clauses
Related to EoT
Clause 3.8(a):- Unforeseeable difficulties.
Except as otherwise stated in the agreement, the contractor
accepts complete responsibility for having foreseen all
difficulties and costs of successfully completing the
works”
Clause 4.1.3 (b) & 4.1.4:- Obligations of the Authority.
It is the responsibility of the authority to get GAD approval
* Team Leader cum Sr Highway Engineer, Theme Engineering Services Pvt Ltd. Karnataka, Email: kamraj65@gmail.com
from Railways within 60 days from appointed date. If any
delay in providing Right of Way or approval of GAD as
the case may be, contractor is entitled to get EoT under
clause 4.1.4 and EoT should be calculated based on clause
10.5 of CA”.
Clause 6.1.6:- Disclaimer of CA.
Except as otherwise provided in this Agreement, all risks
relating to the Project shall be borne by the Contractor;
and the Authority shall not be liable in any manner for
such risks or the consequences thereof.
Clause8.3.3:-Not withstanding anything to the contrary
contained in this Agreement, the Authority may at any
time withdraw any works forming part of this Agreement,
subject to such works not exceeding an aggregate value,
such value to be determined in accordance with Schedule-H,
equal to 10(ten) percent of the Contract Price.
Provided that if any Works cannot be undertaken within
the municipal limits of a town or within any area falling
in a reserved forest or wildlife sanctuary, as the case
may be, because the requisite clearances or approvals
for commencing construction of works therein have not
been given within 240 (two hundred and forty) days of
appointed date, the affected works shall be deemed to be
withdrawn under the provisions of this clause 8.3.3 unless
the parties agree to the contrary, and such works shall not
be computed for the purposes of the aforesaid ceiling of
10% (ten percent) hereunder.
Clause8.3.4:-In the event of withdrawal of works under
clause 8.3.3, the contract price shall be reduced by an
amount equal to 90(ninety) percent of the value of the
works withdrawn and the contractor shall not be entitled
to any other compensations or damages for the withdrawal
of works.
Provided that if any works are withdrawn after
commencement of the construction of such works, the
Authority shall pay to the contractor 110% (one hundred
INDIAN HIGHWAYS May 2020 35
 TECHNICAL PAPER
and ten percent) of the fair value of the work done, as
assessed by the Authority Engineer.
Clause 9.2:- Shifting of obstructing utilities
The Contractor shall, in accordance with Applicable Laws
and with assistance of the Authority, cause shifting of any
utility (including electric lines, water pipes and telephone
cables) to an appropriate location or alignment, if such
utility or obstruction adversely affects the execution
of Works or Maintenance of the Project Highway in
accordance with this agreement. The actual cost of such
shifting, as approved and communicated by the entity
owning the utility, shall be paid by the Contractor and
reimbursed by the Authority to the Contractor. In the event
of any delay in such shifting by the entity owning the
utility beyond a period of 180 (one hundred and eighty)
days from the date of notice by the Contractor to the entity
owning the utility and to the Authority, the contractor shall
be entitled to damages in a sum calculated in accordance
with the formula specified in Clause 8.3.1 for the period
of delay, and to Time Extension in accordance with Clause
10.5 for and in respect of the part(s) of the works affected
by such delay; provided that if the delays involve any time
overlaps, the overlaps shall not be additive.
Clause 9.3.4:- In the event the construction of any
Works is affected by a new utility or works undertaken
in accordance with the Clause 9.3, the contractor shall be
entitled to a reasonable Time Extension as determined by
the Authority Engineer.
Clause 10.5.1:- Without prejudice to any other provision
of this Agreement for and in respect of extension of time,
the Contractor shall be entitled to extension of time in the
Project Completion Schedule (the “Time Extension”) to
the extent that completion of any Project Milestone is or
will be delayed by any of the following namely:
a) Delay in providing the Right of Way, environmental
clearances or approval of railway authorities,
specified in Clause 4.1.1;
b) Change of Scope (unless an adjustment to the
Scheduled Completion Date has been agreed
under Article 13);
c) Occurrence of a Force Majeure Event;
d) Any delay, impediment or prevention caused by
or attributable to the Authority, the Authority’s
personnel or the Authority’s other contractors on
the Site; and
e) Any other cause or delay which entitles the
Contractor to Time Extension in accordance with
the provisions of this Agreement.
36 INDIAN HIGHWAYS May 2020
Clause 13.2.2:- Upon receipt of a Change of Scope Notice,
the Contractor shall, with due diligence, provide to the
Authority and the Authority’s Engineer such information
as is necessary, together with preliminary documentation
in support of:
a) The impact, if any, which the Change of Scope is
likely to have on the Project Completion Schedule
if the works or services are required to be carried
out during the Construction Period and
b) The options for implementing the proposed
Change of Scope and the effect, if any, each such
option would have on the costs and time thereof
including the following details:
i. Break down of the quantities, unit rates and
cost for different items of work
ii. Proposed design for the Change of Scope
and
iii. Proposed modifications if any, to the
Project Completion Schedule of the Project
Highway.
Clause 21.6.3:- Upon the occurrence of any Force
Majeure Event during the Construction Period, the Period
Completion Schedule for and in respect of the affected
Works shall be extended on a day for day basis for such
period as performance of the Contractors obligations is
affected on account of the Force Majeure Event or its
subsisting effects.
Schedule F of CA:-
1.  Applicable Permits
1.1  The Contractor shall obtain, as required under the
Applicable Laws, the following Applicable Permits:
a) Permission of the State Government for extraction
of boulders and sand from quarry;
b) Permission of Village Panchayats and Pollution
Control Board for installation of crushers;
c) License for use of explosives;
d) Permission of the State Government for drawing
water from river/reservoir;
a) License from inspector of factories or other
component Authority for setting up batching
plant;
a) Clearance of Pollution Control Board for setting
up batching plant;
a) Clearance of Village Panchayats and Pollution
Control Board for setting up asphalt plant;
a) Permission of Village Panchayats and State
 TECHNICAL PAPER
Government for borrow earth;
a) Any other permits or clearances required under
Applicable Laws.
1.1 Applicable Permits, as required, relating to
environmental protection and conservation shall
have been procured by the Authority in accordance
with the provision of this Agreement
3. Advantages:
i. This will give you exact number of days to be
given as EoT.
ii. This tool helps in calculating the days of EoT for
entire project length for the obstacles/hindrances
happened in some part of the project.
4. Limitations:
i. This is a tool to calculate EoT arithmetically and
will not give any assistance in deciding the clause
of CA to be considered for calculation of EoT.
Use of particular clause is purely the discretion
of the user.
ii. This tool gives no direction in judging the EoT,
whether it is eligible under CA. So, proposer has
to apply his logic while recommending the EoT.
5. Calculation of EoT on the basis of
Length:
i) Case Study: To understand the concept of calculation
of EoT, author wants to take the practical case of EoT of
one of the project, where in contractor has submitted his
proposal on various grounds and EoT had been calculated
by the author explaining each head with respect to CA
clauses. Further, to understand the calculation of EoT
on the basis of other clauses, the author has taken some
imaginary issues too like ROB, Force majeure etc which
are not available in the case study or rather in project.
Authority Engineer has to examine the delay in the events
claimed by the Contractor for seeking extension of project
Milestones in accordance with the provisions of Contract
and accordingly recommendations have to be made for
various events of delays for the given Project Milestone
periods.
ii) Data of the Project:
Total length of project stretch =63.052 km
Total length of project stretch
handed over on agreement
date (Land available on
appointed date) and duration =58.212km----910 days
Land to be given after 150
days & duration for this stretch eligible Wirkotem at that point of time. The
=4.84km----760 days
Appointed date =28/03/2017
Date of 1st milestone as
per agreement =24/09/2017
period of 180 days.
Value of the contract (project) =821.08 Cr
Value of additional work
added to the scope as CoS =114.17 Cr
Note: EoT is calculated up to Ist Milestone since
contractor has applied up to that only.
iii) Wirkotem:
a) Definition: Wirkotem is a new word coined by the
author to understand the arithmetical calculation
of EoT just like man-months. It is derived from the
words work and time. Every road project is given
with some length in kms and with some duration
in days to complete the project. Wirkotem is a
product of land in Km and time in days and hence
the unit of Wirkotem is Km-days.
b) How to calculate Wirkotem: Generally all EPC
road projects are being issued with appointed
date after acquiring minimum of 90% land of the
project. Balance 10% will be issued after some
period. For example 100 km road project is being
handed over with a time period of 1000 days. But
on appointed date 90 km are handed over and
balance will be given after 200 days. That means
balance 10 km of land will be given with time
period of 800 days only. (Here, even though the
land is being acquired in Hectares, without having
full width of the land along the cross section of
road, one cannot work in that land. Hence, linear
unit km is considered for calculation.)
Now, the Wirkotem of this project is equal to
90*1000+10*800 = 98000 km-days.
c) Let us come to the case study (real situation) to
understand the EoT calculation. It is evident
that the contractor had been allotted a project of
58.212 km with 910 days duration and 4.84 km
with 760 days of duration as per the data given
above. That means the project Wirkotem available
to the contractor on the day of appointed date is
58.212*910 = 52973 km-days.................Eq 1
14.84*760 = 3678 km – days…
 (910-150=760)
Total = 56651 km-days.................Eq 2
Sometimes, it is easy to calculate Deprived
Wirkotem of the contractor instead of calculating
Deprived Wirkotem is the product of stretch
INDIAN HIGHWAYS May 2020 37
 TECHNICAL PAPER
in km and time in days for a particular problem
where contractor’s work is obstructed.
d) The Underlying philosophy: “At no
circumstances the Wirkotem of the contract
after issuance of EoT should not be more or
less than that of Wirkotem of the agreement on
Appointment Date”. In other words, due to non
availability of land, permissions etc the contractor
might have lost some working days. So that, he
will get less Wirkotem than the original project
Wirkotem available to contractor on Appointed
Date as per CA. At the same time contractor
may get more Wirkotem due to sanction of EoT,
if EoT is not properly calculated. To make exact
assessment of EoT, Wirkotem is coined.
e) Correction to be made: As of now, in the EPC
Contract, there is no mathematical equation to
calculate EOT. Therefore, Wirkotem gives proper
result in case of fairly bigger stretches. But in
case the project stretch is fairly small, the EOT
calculated through Wirkotem may not represent
real time. Therefore necessary correction has to be
made. In such case either it has to be increased
with pure discretion of the authority based on
the approved/revised construction program or
contractor will ask for the same.
6. Grounds on which contractor has
claimed EoT:
The contractor’s claim for EoT on various issues has been
discussed below. The new concept of Wirkotem has been
used to understand the EoT calculation properly and it is
elaborated in excel sheet as Wirkotem Table 1.
a: - Delay in according work permission in forest
stretches.
As per clause 10.5 of CA the authority has to provide
clearance to the contractor from forest department to work
in forest stretches. The substantial stretch of 20.165 kms
is the only available stretch to the contractor on the day
of appointed date even though 58.212 km are given to
him theoretically. Actually, the mentioned stretch was not
practically available to him till 18.05.2017. The total delay
in days from 28/03/2017 to 18/05/2017 is 52 days.
Actual Wirkotem of the project should be available to
the contractor within 150 days from appointed date is
(balance stretch as per agreement will be handed over to
contractor after 150 days and hence that portion Wirkotem
is not considered as we are calculating the EoT at 52nd
day) 58.212*910=52973 km-days.
38 INDIAN HIGHWAYS May 2020
Now, (58.212-20.165)= 38.047 km stretch could not
be taken up by the contractor due to non-availability of
permission from forest department for 52 days (Arranging
the permission from forest is the responsibility of the
authority as per clause 10.5.1.a) That means 20.165 km
stretch is only available to contractor for 910 days.
Therefore Wirkotem of the project available to the
contractor under this head at the 52nd day is 20.165*910
+ (58.212-20.165)*(910-52) =50994 km-days. Now the
contractor has deprived of Wirkotem (52973-50994) =
1979 km-days.
This can be calculated in other way also as Deprived
Wirkotem. It is the product of non available stretch in km
and unavailable days.
Therefore, deprived Wirkotem = 38.047*52=1979 km-
days.
This 1979 km-days of Wirkotem has to be compensated
to the contractor by giving EOT on full project length of
63.052 km for X days.
Therefore, Wirkotem to be given for 63.052 km is
63.052*X and is equal to 1979 km-days of Wirkotem as
above.
Eligible EoT X= 1979/63.052=31.39 days or 40 days.
The above calculation is illustrated in Row A of Table 1
(Wirkotem), where in you find the calculation of number of
days can be given as EoT for each item of difficulty posed
by the contractor. The contractual eligibility is discussed
separately under each item. Further, the recommendation
is given in remarks column of the table.
b: - Increase in standing water level at all times at
major bridge location at Nethravathi.
Contractor has asked for some EoT on the above issue,
showing that the Netravathi river storage level has been
increased after his appointment for this work. As per
clause 3.8(a), it is believed that contractor would have
foreseen all the difficulties going to arise in the project
before bidding itself and hence no EoT can be sanctioned
on this ground.
c: - N
 on availability of approval of GAD from
Railways.
Since, this case study is not having RoB and hence
an imaginary case has been taken to understand the
calculation. For example the contractor has not been
given approved GAD of ROB (1.5 km of approach road)
was stopped for about 200 days from appointed date and
hence his work was stopped for about 2.0 km including
approaches.(As per clause 4.1.4 of CA minimum of 2 km
 TECHNICAL PAPER
should be considered as an hindrance for RoB).
As per the clause 4.1.3(b) of CA60 days can be taken by
the authority after appointed date, but it was given to him
after 200days. The deprived Wirkotem is 2.0*(200-60) =
280 km-days.
Therefore EoT = 280/63.052 = 4.44 or 4 days.
d: - Non availability of quality coarse aggregate in near
vicinity.
Actually the project taken for case study is not having
any aggregate problem; Even then an imaginary case
has been taken to understand Clause 6.1.6. Let us assume
that the contractor has claimed that the quality aggregate
is not available in the near vicinity of the project as it
was assumed during the tender time. Now, therefore the
contractor is claiming extra time as the lead of procuring
aggregate is substantially increased. But no EoT can be
given under this head as this is against to Clause 6.1.6 of
CA.
e: - Deletion of scope of Kalladka flyover area road
portion
The value of Kalladka flyover area road portion = 27.3 cr.
The authority has conveyed the contractor that 2.1 km of
road to be descoped after 180 days. Since, the scope of the
project is reduced by 2.1 km and hence the working days
have to be reduced. But, as per article 8.3.3 & 8.3.4, if the
value of work is less than 10% no benefit is given to the
contractor including EoT both positive and negative.
f: - Delay in felling of trees and clearing of the felled
trees.
30.57 km of stretch is occupied with forest trees and
private trees and the permission has given after 150 days
of appointed date. As per clause 10.5, the contractor’s
claim towards delay in felling of trees (since trees are to
be cut by forest department only and it has to be facilitated
by the authority and hence the delay is not attributable to
the contractor) in the stretch of 30.57 km (stretch in which
trees are available) up to 28/08/2017 is 150 days.
The delay due to A is parallel activity in 20.165 km of the
stretch for 52 days with activity F. The stretch and days
are more than the values of A. Hence the EoT days due to
A are inclusive of F. So, the days of EoT under A shall not
be considered as per CA Clause 9.2.
Deprived Wirkotem =30.57*150 =4586 km-days
Eligible EoT = 4586/63.052 = 73 days
g: - Loss of working days due to laying of water pipeline
with in RoW.
This is also an imaginary event assumed to calculate EoT
under the 9.3.4. As per this clause contractor is entitled for
EoT as the RoW is being given to the some other agency
(water supply department, in this case) by the authority.
3.6 km of stretch was given to lay waterline for a period
of 72 days. So, contractor is entitled for EoT.
Deprived Wirkotem is 3.6*72 =259.2 km-days.
Eligible EoT = 259.2/63.052 = 4 days.
h: - Proposed CoS works by forest department in a
vicinity of 21 km length.
Contractor has asked for 310days of EoT for CoS works
of value 114.17 cr proposed by forest department. Actually
they are all structures to be constructed in 21 km reach here
and there. Therefore, it has been considered for calculation
in Costivity section at the end of the paper.
i: - P
 ending Permission for Usage of Excavated Rock
(Boulders) for Crushing.
One km of stretch is occupied with rock boulders and
permission has come after 52 days from forest department
to lift the crushed boulders. Since the above stretch is
included in the forest stretch in A, no separate EoT can
be considered.
j: - D
 elay in finalization of Wild Life Mitigation
Measures.
Work in 11.67 km of land area could not be taken up
for 180days due to finalization of Wild Life Mitigation
Measures. This portion of stretch is not included in the
portion of stretch in A&F. Since, after 150 days contractor
has to get 100 % land and hence the entitled Wirkotem is
56651 km-days as per eq 2 of V.3.c. (at 150th day balance
4.84 km also shall be given to contractor)
Available Wirkotem at 180th day is for stretch 1
[{58.212-11.67}*910]+[11.67*730]
=42353+8519=50872km-days.
Available Wirkotem at 180th day
is for stretch 2[4.84*(760-30)]
= 3533 km- days.
Therefore, deprived Wirkotem is
[52973+3678]-[50872+3533] = 2246 km-days.
Eligible EoT = 2246/63.052=35 days.
k:-Delayed communication of requirement of tunnel
v/s conventional construction along realignment.
Work in 0.7 km land is delayed for 180 days. But, this is
situated in forest land and also a parallel activity of forest
land which is already considered for EOT as per annexure
INDIAN HIGHWAYS May 2020 39
 TECHNICAL PAPER
F and hence no separate EoT can be sanctioned as per
clause 9.2 of CA.
l: -Delay in issuance of Form B – statutorily
requirements for installation of crusher at Rekhya
Narikombu.
Procumbent of pollution clearance is the responsibility
of the contractor as per the clause 1.2 of schedule F of
CA.Hence no EoT can be considered on this account.
m: - Delay in allocation of river sand blocks.
Procuring license for sand mining from state government is
the responsibility of the contractor as per the clause 1.1(a)
of schedule F of CA and it reads like this. “Permission of
the State Government for extraction of boulders and sand
from quarry”; Hence no EoT can be entertained on this
account.
n: -Pending Estimates’ Approval for Root Removal
and Filling.
The Contractor has cited various proceedings that 40.85km
of stretch was not available for work till end of Ist mile
stone. ie; 180 days. Through proceedings it is evident that
the Authority has instructed the Forest department for
felling of forest trees only and not the removal of roots/
stumps of forest trees. So, contractor has submitted his
claim towards root removal for the trees girth more than
300 mm and backfill the same. But, Authority has delayed
the same in communicating the approval of that claim. So,
Contractor has claimed the delay as EoT.
The approval of estimates have not come till up to first
mile stone (180 days). Therefore, the balance days are
180-52=128 days. 52 days are claimed under A.
Therefore,
(58.212*910)-(40.85*782+17.362*910)
= 5248 km-days.
Eligible EOT = 5248/63.052 = 83 days.
But contractor will not be eligible for the EoT, because
he can proceed with the work pending the approval of
estimate as a claim for payment.
o: - Additional ROW/Land requirement for slope
protection, project facilities etc.
As per the agreement 3 0m and 45 m RoW only to be given
to the contractor. That was given on appointed date itself.
Therefore, contractor will not be eligible for additional
land for slope protection. Further, the work was not started
anywhere in the project till the application of this EoT, the
contractor’s work was not delayed for want of additional
land. Hence, no EoT can be issued on this regard.
40 INDIAN HIGHWAYS May 2020
p: - Delay in issuance of form V and form VI labour
license.
As per the clause 1.1(i) of schedule F of CA, getting the
labour license is the duty of contractor. Hence no EoT can
be sanctioned on this ground.
q: - GTL mobile tower requiring relocation.
The tower is located at one place with max of 10m area
and cannot be considered for EoT as it is limited to very
meagre portion of road.
r: - D
 elay in land handing over and removal of
hindrances.
i) On Account of Non- Handing over of Land as per
CA even after 150 days.
By this time the authority has already issued letter
for descoping of kalladaka flyover area from the
project and hence the length of the project is 56.112
km now. As per schedule A of the agreement, 4.84
km of section should be handover by the authority
after 150 days. That length is 60.95 km after
descoping Kalladka flyover road portion of 2.1 km.
The delay happened in this is only 30 days till up
to 1st milestone (180 - 150 = 30 days). Therefore,
(4.84*760)-(4.84*730) =145km-days.
Eligible EoT = 145/60.95=2 days.
ii) On Account of Non Removal of Obstructions in
the Handed Over land:
Considering 6.935 km, in which the obstructions
have not been removed as on 1st Milestone date
(180days). Therefore,
(6.935*910)-(6.935*730) =1248 km-days.
Eligible EoT = 1248/63.052 =20 days.
iii) On Account of Objections by Private Owners
due to some discrepancies in payment etc, in the
identified workable stretches:
The third section is small obstructions like
buildings, temples etc. the Annexure PP is given
with all the obstruction details aggregate in length.
The Average of LHS & RHS obstructions have
come to a length of 2.818 km for 180 days.
Therefore,
(2.818*910)-(2.818*730) =507 km-days
Eligible EoT = 507/63.052=8 days.
s: - D ue to heavy cyclone for 15 days no work could
be taken up in 35 km stretch:
During the project construction period a heavy cyclone
was continued for 15 days and in 35 km stretch work has
come to halt. Hence, the contractor is entitled for EoT as
 TECHNICAL PAPER
per CA clause 21.6.3 under Force Majeure.
Therefore, (63.052*910)-(35*895+28.052*910)
=525 km-days.
Eligible EoT = 525/63.052=8 days.
t:-Due to some political event (Bandh, Hartaal etc) for
2 days of work was disturbed in 5 km length of road:
This is also an imaginary event assumed to calculate EoT
under the 21.5. For example contractor has reported to
AE/Authority under clause 21.5 about the loss of time for
3 days and length of road affected was 10 km. Then
submitted loss of time and length of road was affected due to
political event being wetted or corrected by the Authority/
AE by making a reply letter saying that the affected length
is 5km and loss of time is 2 days. This has to be countered
by the contractor as per contract. Otherwise, those details
will be considered for calculation of Wirkotem as explained
above to sanction EoT. Accordingly,
Eligible Wirkotem = (63.052*910)-(5*908+58.052*910) of the contract after issuance of EoT should not
= 10 km-days
Eligible EoT =10/63.052=0.16 days=>0days.
u:- Event in critical path is delayed for 30 days:
This is also an imaginary event assumed to calculate EoT
under the 21.5. Assume that an electrical line in 0.5 km
could not be shifted for 30 days by the contractor to ROW,
since land is not acquired. This activity in this stretch is
in critical path and hence some more works are affected
in another 15 km stretch including one major bridge
occupied in 2 km. In this case EoT should be calculated
in 2 categories. Wirkotem for 13.5 km (15-2+0.5) for
30 days has to be calculated.
Eligible Wirkotem = (63.052*910)-(13.5*880
+49.552* 910) = 405km-days
Eligible EoT =405/63.052=6 days.
The bridge work was affected for 30days and hence
suitable EoT can be given separately for the Major Bridge.
This EoT can be calculated as per the section VII and has
to be given to the specific structure only.
7. Calculation of EoT on the basis of
Cost of work:
a. Costivity: Costivity is one more new word coined
by the author to understand arithmetical calculation
of EoT just like productivity. It is derived from
the words cost and time. Every road project is
given with some value in Crores and with some
duration in days to complete the project. Costivity
is an item derived from cost in crores and time in
days and hence the unit of Costivity is crore/day.
This Costivity can be applied for the structures
like Major Bridges, Minor Bridges, VUPs, VOPs,
ROBs, RUBs, Flyovers, Toll Plazas, Rest Areas
etc where the work is confined to small place and
value of work is considerably more, where the
structure is located, compared to linear cost of the
project,
b. Where to apply Costivity: Let us assume a
project of 100 km length with a value of 1000 Cr.
So, value of one km road is 10 Cr. Cost of 1m
of road is 0.01 Cr. Let us assume a major bridge
of length 100 m is costing at 20 Cr. Cost of 1m
bridge is 0.2 Cr. Since road cost (where the bridge
is placed) is less than that of bridge, in such case
Costivity has to be applied.
c. The Underlying philosophy: “While giving EoT to
the Contractor, at no circumstances the Costivity
be more or less than that of Costivity at the time
of agreement”. Now, the total project Costivity
should not less than the original project Costivity
as calculated above due to non availability of land,
permissions etc to the contractor. At the same time
contractor should not be given more Costivity due
to some obstructions in completing the project.
d. How to calculate Costivity: Generally all road
projects are being issued appointed date with
some cost of the project. For example 900 Cr road
project is being issued with a time of 1000 days to
complete.
Now, the Costivity of this project is 900/1000=0.9
cr per day.
Now, let us assume that the contractor is asking
for EoT as he has been issued additional scope of
100cr (structures only).
So, additional days required
(EoT) is 100cr/0.9 cr =111.1 day. (Say Y).
If the contract is being reduced to 900 Cr. (descoped
for 100 cr) (structures only).
So, days to be reduced is 100/0.9 =111days.
e. Correction to be made: Generally, considering
the EoT on the basis of cost (Costivity) may give
fewer days than required at times. Because, the
structures have to be constructed in tiers (lifts of
concrete one over the other) and they take more
time to complete than calculated based on the
INDIAN HIGHWAYS May 2020 41
 TECHNICAL PAPER
Costivity described above. Therefore, one has to
consider the construction program “X” days which
was submitted by the contractor (Approved by
the Authority Engineer) at the start of the project
OR contractor might have submitted a program
for a particular structure under CoS “Y” days
(Approved by the Authority Engineer) to calculate
actual number of days.
EoT calculation:
Assume actual project duration
in days =P
Completed duration in days = Q\
Balance duration in days = R = (P-Q)
Duration as per program as
explained above in days = X
Duration as per CoS as
explained below in days
= Y (as per “d” above.)
Now, If R>X=>EoT = Y.
(Because, as per the agreement Contractor has
to complete the work given to him within the
stipulated period by enhancing resources, if the
additional work is not more than 10% as per
clause 13.4.2. So, still contactor had enough time
to complete the CoS work in the project schedule
time by enhancing resources, since R>X. But,
contractor is entitled for EoT as per 10.5.1(b) due
additional scope. Hence, EoT is equal to Y).
If R<X=>EoT= [(X-R) +Y]. (In this case also
contractor is entitled for EoT as per 10.5.1(b) for
the additional scope. Hence, EoT is equal to Y.
But, the actual CoS duration X is more than the
balance duration R. So, the COS work cannot be
completed within actual duration of the project.
Therefore EoT is equal to (X-R+Y).
Because of the above arrangement the contractor
will not lose required time to complete a structure
approved under CoS and also without disturbing
the schedule of Regular work program of the
project.
8. Numerous Change of scope issues
costing, Awaiting principal
approval:-
Additional structures works proposed
under CoS = 114.17 cr
Costivity of our project = 821.08/910=0.902cr/day.
42 INDIAN HIGHWAYS May 2020
Since this CoS is more than 10% of contract value, it has to
be considered for CoS and hence EoT too. The contractor
will not be entitled for EOT on COS as per clause 13.2.2
of CA until and unless Change of Scope (CoS) order
is issued. The proposals are yet to be approved by the
authority and hence no EOT can be given.
However, for understanding let us assume 114.17 Cr CoS
is given. Then, the eligible EoT is 114.17/0.902= 126.6
days or 127 days; Assume this as Y as explained above in
VII).e.
But, EoT for the structural work calculated through
Costivity may come less. Therefore, it has to be worked
out as per VII) e.
9. Inference
Total EoT recommended to contractor is 144 days as per
Wirkotem table leaving the imaginary problems. Generally,
EoT should come less than the mile stone period up to
which mile stone, we have calculated the EoT. If it comes
more value than mile stone, it may be, because of the
following reasons.
a. The arithmetical decimals calculated by formula
are rounded off to nearest higher side number.
b. All the activities considered for EoT may be
overlapped with each other up to some length.
So, recommended EoT should not be more than
180 days (up to which milestone EoT is being
calculated). If the calculated EoT has come more
than the milestone, then the recommended EoT
will be equal to mile stone days.
Actually, the Costivity has given 127 days EoT
due to additional scope as per the Table 2. This
has to be added to the above EoT in case the
positive CoS order is issued. In case there is no
positive CoS and only some EoT has come based
on VII and that EoT has to be given to the specific
structure only.
Further, if we calculate EoT for 2nd mile stone we
have to calculate EoT up to 2nd mile stone and
deduct the EoT of 1st milestone, if it is already
recommended.
TECHNICAL
TENDER NOTICE
PAPER

INDIAN HIGHWAYS May 2020 43

 TECHNICAL PAPER
TENDER NOTICE

44 INDIAN HIGHWAYS May 2020

 TECHNICAL
MoRT&H PAPER
CIRCULAR

RW/NH-37010/4/2010-EAP (Printing) Vo. IV

Government of India
Ministry of Road Transport & Highway (EAP Section)
Transport Bhawan, 1, parliament Street, New Delhi-110001

Dated: 30/04/2020

Subject: Standard Request for Proposal (RFP) for National Highways and centrally sponsored road
works proposed to be implemented on EPC mode - Amendment No. 2 to RFP- regarding.

Ref: (i) Ministry’s letter No. RW/NH-37010/4/2010/PIC-EAP (Printing) dated 05.03.2019

(ii) Ministry’s letter No. RW/NH-37010/4/2010-EAP (Printing) Vol. IV dated 07.10.2019

Sir

This is in continuation to Ministry’s circulars referred above.

2. It is mentioned that due to COVID-19, there is lockdown status in most of States/UTs. It has been observed
that bidders are not able to produce or submit the various original documents referred at various clauses in the
RFP like Copy of online receipt/ original Demand Draft towards payment of cost of Bid document, Original
Power of Attorney for signing the BID as per format at Appendix-III, Original Joint Bidding Agreement as
well as Power of Attorney (POA) on behalf of Joint Venture, Integrity Pact and an undertaking from the
person having POA that they agree and abide by the Bid documents uploaded by Authority and amendments
uploaded, if any on due date of submission of bids.

3. Keeping in view the above circumstances and to ease the tendering process, it has been decided that the
bidder shall submit the scanned copy of the original documents as stated in para 2 above alongwith the bid
on or before due date of submission. Evaluation of bids can be carried out with the available scanned copy
of Original documents as per RFP requirement. However, the successful bidder has to submit the original
documents physically with the concerned authority before issue of LOA.

4. Evaluation of Bids: The Evaluation/ Screening Committee as per existing guidelines shall evaluate bids
using VC. Minutes of meeting of the committee may be finalized through e-mail and e-office. The Final
Minutes of Meeting shall be signed by the chairman of the Committee and need not be signed by all other
members. The other members shall sign the Minutes of Meeting and send scanned copy of the same to the
Chairman of Committee of record and reference.

5. It shall be ensured that the due date of submission of bid should be atleast seven days from the date of issue
of corrigendum in regards to the above amendments, if required the due date of submission of the bid shall
be extended accordingly.

6. The above mentioned mechanism will be applicable till further orders.

7. Contents of this circular may be brought out to the notice of all the concerned for immediate compliance.

8. This circular will effective from the date of its issue.

9. This issues with the approval of the competent authority

INDIAN HIGHWAYS May 2020 45

 IRC ACCREDITED
TECHNICAL
NEW
PAPER
MATERIALS

LIST OF IRC ACCREDITED NEW MATERIALS/ TECHNIQUES/EQUIPMENT/PRODUCTS

(valid as on 1st May, 2020)
The Committee for Accreditation of New Materials and Techniques formed under the aegis of Highway Research Board of Indian
Roads Congress (IRC) gives accreditation to patented or new materials / technologies / equipment, developed in India/ abroad for
being used on trial basis. These new materials are evaluated as per recognized National / International Specifications.
The list of IRC accredited new materials/techniques/equipment/products, valid as on 1st May, 2020 is as mentioned below:
S. Name of the New Material/ Technology/ Usage
No. Equipment/ Product
1 Kavassu Rainsta Patch Used for repair of potholes
2 Swareflex – Swaro Globe Marker Road Marking Stud (Raised Pavement Marker – RPM)
3 StabilRoad Used for construction of stabilized pavement
4 Hyperplas Polyester As waterproofing layer in bridges decks
5 Shalipatch EC For crack repairing concrete and bituminous roads
6 Superthermolay APP Membrane Used for bridge deck waterproofing applications.
7 Ferritic Stainless Steel Rebars - for use as Reinforcement in Civil Structures
enforcement in concrete
8 Tensar TriAx TX-160 Geogrid Subgrade Stabilizer for paved and unpaved road
9 ULTRAPLAST – Atactic Polypropylene Used for new construction and repair work and also used for
Membrane (4mm) waterproofing of foundations.
10 Avery Dennison Flexible Median Marker Used for high visibility of medians/ pavement in the night or rainy
condition
11 EN 2000 – Advanced Micro Surface Coating for Used to seal and prevent the oxidation of asphalt surfaces. It prevents
Rejuvenation of Asphalt Pavements the breakdown of asphalt surfaces and microscopic cracks.
12 Automatic Asphalt Content Tester Used to measure Bitumen Content in Asphalt Mix by Ignition
Method.
13 HMVG-40 - stiffer/ harder grade binder Use in roads carrying extreme traffic and under harsh environment to
resist spectrum of loading and traffic.
14 Ecogreen Probase Road System Soil Stabilized Pavement System Technology
15 STRESEAL Stress observing membrane interlayer system for use in flexible
pavements
16 Unbreakable Glare Screen To improve road safety and safeguard lives on roads
17 VIATOP PLUS FEP For use in modification of bitumen
18 Aqua Patch Used as High performance, quick setting pothole repair material
19 SUNCRYSTAL MIX Crystalline Admixture for reducing permeability of concrete
20 Avery Dennison Traffic Jet Print System Digital printing technology for durable traffic signs
21 ANT Stabilizer Used in road construction
22 ShaliSeal RSTC Tar base emulsion for enhancing road life by water ingress
23 Polyalk CP 293 Enhances the service life of the structures significantly and is
beneficial in corrosion prone zones.
24 “SUNEXT 8” – Aliphatic, Acrylic Based, Anti- Protection of exposed concrete structures
carbonation Coating
25 “vSAFE” (Advanced Polymer) New Gen Road To promote road safety and efficiency of road users
Signage
26 “Ultracure” - white pigmented wax based curing For use in concrete structures
compound for concrete
27 RoadCem As stabilizing material
28 Terrazyme Soil stabilizing material used in construction of roads
29 Corrkil E System For painting of Steel Bridges
30 Fluoro Polymer Based Coating System For painting of Steel Bridges

46 INDIAN HIGHWAYS May 2020

 IRC ACCREDITEDTECHNICAL
NEW MATERIALS/ANNOUNCEMENT
PAPER

S. Name of the New Material/ Technology/ Usage

No. Equipment/ Product
31 SikaBit T 130 SG Bridge Deck Waterproofing Membrane
32 Primeline Standard Thermoplastic Road Marking Material
33 IMS K100 Concrete Upgrading Admixture for Cementitious and Rigid
Pavement Construction
34 Roller Barrier Used to absorb shock, impact of the plying vehicle on the road and
ultimately minimize accidents/fatalities
35 Shaliplast LW++ Integral Waterproofing cum binder corrosion inhibitor for Bridges &
Reinforced Concrete
36 HMVG-50 Stiffer/harder grade binder to prevent pavement failure due to
increased loads
37 Portadeck Heavy Duty Composite Access Mats and Floors/Working Platforms
38 Automark- Thermoplastic Road Marking Material For use in safety of roads, bridges and structures
39 Asphaltoseal On concrete decks for waterproofing purpose in lieu of mastic
asphalt under BC overlay
40 Processed Steel Slag Alternate Aggregate for Flexible Pavements
41 Monopol 456 HB Anti-Carbonation Coating for Bridges and Concrete Structures
42 EPCO KP 200 Bipolar Concrete Penetrating Corrosion Inhibitor
43 Monopol Low Viscous Grout Material
44 RBI Grade-81 Stabilizer used in Road Construction
45 HZL Process Waste, Jarofix Used as filler material in road embankments
46 Imperial Smelting Furnace (ISF) Slag As fine and coarse aggregates & as filler for road embankment
47 Iter PPS 1000 CV Bitumen additive for use in flexible pavement
48 Superplast Bitumen additive for use in flexible pavement

ANNOUNCEMENT
GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA –
CALL FOR SUBMISSION OF REPORTS ON ROAD RESEARCH CARRIED OUT
DURING THE YEAR 2019-2020
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical knowledge and make Civil Engineers
aware about National/ International research studies. To propagate importance of research and make available all research related
information under single publication, IRC annually compiles research reports on Road & Bridge Research works being done in
India, from various organisations like, MORTH, NHAI, CPWD, BRO, NRIDA, NHIDCL, State PDWs, IITs, NITs, Engineering
Colleges, Contractors, Consultants and Researchers. With the help of Central Road Research Institute, the compiled data is published
by IRC as “General Report on Road Research Work Done in India” every year.

Organisations concerned with research and development, construction, monitoring and maintenance of Road & Bridge works,
Traffic, Transportation and Geotechnical Engineering, etc are requested to report the findings of Research & Development Projects
carried out during the year 2019-2020 (01 April, 2019 to 31 March, 2020) in the relevant proformae (available on IRC website :
www.irc.nic.in ) which will prove beneficial to the members of the highway profession.

The Reports are to be prepared in Word format and to be submitted in duplicate by post to the Secretary General, Indian Roads
Congress, IRC Bhavan, Kama Koti Marg, Sector 6, R.K. Puram, New Delhi – 110 022 and/or soft copy of these reports may be sent
at irchrb@gmail.com latest by 15th July, 2020.

*****

INDIAN HIGHWAYS May 2020 47

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48 INDIAN HIGHWAYS May 2020

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INDIAN HIGHWAYS May 2020 49

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50 INDIAN HIGHWAYS May 2020

Delhi Postal Registration No dl-sw-17/4194/19-21
under ‘u’ Number u(sw)-12/2019-2021
At Lodi Road, PSO on dated licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
published on 20 May, 2020 mAY, 2020
Indian Highways Advance Month, May, 2020
`20/-

Indian Highways
Volume : 48 Number : 5 Total Pages : 52

Adoption of Preventive Measures in Road Tunnel Construction work during COVID-19 Pandemic

Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in