Indian Highways Journal Feb-2014 PDF

INDIAN HIGHWAYS
A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT
Volume 42 Number 2 February 2014

Contents ISSN 0376-7256
Page
2-3 From the Editor’s Desk - “Lets Avail Road’s Economic Powerhouse Potential”
4-51 Highlights of 74th Annual Session of Indian Roads Congress Held at Guwahati (Assam) from 18th to 22nd January, 2014
52 Just Released/Important Announcement
53 Finite Element Analysis of Flexible Pavement with Different Subbase Materials
Abdhesh K. Sinha, Satish Chandra and Praveen Kumar
64 Effect of Waste Plastics Utilization on Indirect Tensile Strength Properties of Semi Dense Bituminous Concrete Mixes
Archana M.R., Sathish H.S., Ashwin M and Hanamant Hunashikatti
74 Construction of Steel Bridge in Lieu of Conventional PSC Girder Bridge Across Tungabhadra River Near Mantralaya on State
Highway SH-13 of Karnataka Connecting Andhra Pradesh
R. Jaiprasad and Utpal Chakravarty
82 Performance Models for Rural Roads

Atul Bhatore and Mrs. Vandana Tare
89 Laboratory Study on Improvement of Low Quality Aggregates for Construction of Rural Roads
P.K. Jain
99 Amendment to IRC:6-2014
103 Errata to IRC:24-2010
108 Errata to IRC:112-2011
110 Amendment to IRC:SP:37-2010
110 Errata to IRC:SP:37-2010
111-118 Circular Issued by MORT&H
119-120 IRC Membership Form
The Indian Roads Congress Founded : December 1934

E-mail: secretarygen@irc.org.in/indianhighways@irc.org.in IRC Website: www.irc.org.in
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Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the
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 statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the
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From the Editor’s Desk
LETS AVAIL ROAD’S ECONOMIC POWERHOUSE POTENTIAL
Usually the roads are considered as incidental to the developmental programmes and occasionally as
integral component of overall developmental projects. With the changing time, slowly and steadily
the road sector is gaining importance but still it is not given that economic importance as should
have been. Its tag of ‘basic amenity’, ‘public utility’, ‘infrastructure sector’, etc. may perhaps come
in the way of considering this sector as economic powerhouse. The strategic economic importance
of this sector needs a pragmatic approach to harness its true potential for a durable progress and
inclusive growth of a society and country.
No one may like to doubt that the road infrastructure plays a pivotal role in creating equilibrium in
opportunities as well as improves the scope of competitiveness in global market. Therefore, in the
era of globalization, due attention needs to be given in respect of strategically planned & integrated
investments in the road sector which can help in creation as well as improvement in logistics and
efficient connectivity. Simultaneously precaution may be taken to insulate the investment in the
infrastructure not to have a bearing due to downswing in the economic condition/situation of the
other countries. Absence of such an integrated planning of investment may result in bottlenecks in
channelizing the necessary investment in the road infrastructure thereby choking its growth.
Many a times arguments are forwarded that good roads result into rapid urbanization and the rapid
urbanization allures better opportunities for employment and desire for better standard of living
which puts tremendous strain on basic infrastructure especially the road sector. In the event of
delay in meeting the demand pressure, the growth potential gets compromised and this opens up
another opportunity of widening the economic activity i.e. pertaining to infrastructure delivery
system. The deliverance of the road infrastructure has a bearing on the deliverance as well as
success of other sectoral activities. The true potential of a world class airport cannot be achieved if
the road connectivity to the airport is inadequate or inefficient. Similarly the industrial cluster may
not be able to achieve its full productivity potential if the road connectivity to it is inadequate or
inefficient. This is applicable to all other segments of the economy, which only points towards the
need of having a different approach towards road sector now so as to allow it to perform its role of
economic powerhouse.
It is beyond doubt that the road can be considered as growth engine to boost employment, productivity
& balanced growth in a country. The same is visible from the road development activities taken
place in India since last more than a decade. In spite of repeated periods of economic uncertainty,
the resilience in economic growth in such difficult situation witnessed in India is largely because
of spread of economic activities through the roads constructed during last more than a decade.
2 INDIAN HIGHWAYS, February 2014

EDITORIAL
The foundation is laid for a better growth rate in economy but to achieve higher growth, the true
economic potential of the road construction activities yet to be achieved.
A more focused and coherent action may be required for achieving sustainable development goal
through road infrastructure. For example little consideration is made for road segment in the skill
& livelihood development programmes. The road as such not only provides connectivity but also
helps in spreading prosperity coupled with progressive development in the region. Therefore, the
need is to have an increase in investment in terms of higher percentage of GDP in the road sector to
have higher rate of return to the society as a whole on sustainable basis. The time has come when
with the help of strategically planned & integrated investment, citizens may be provided “Black
Spot Free Roads” and also to move towards the system of “Life Cycle Cost of the Facilities”.
In addition there is a need to address the issue of asset – liability mismatch in the road sector
keeping in view the current prevailing situation. Considering the same, perhaps it may not be
appropriate to mention that the country requires experts equipped with better “Road Infrastructure
Project Appraisal Skills”. Similarly, the financial institutions should have mandate and sufficient
skills to deal with “take out financing”, refinancing including takeover of projects, etc. for the road
sector. These are just few areas which indicate the opportunities thrown up by the road sector in
the areas of employment, skill development & financing. Similarly use of waste plastic in road
construction opens up new opportunities in the area of waste management and earning carbon
credits. Therefore, to harness the true economic power of the road sector, this aspect is required to
be given due consideration by all. The demand of time requires for managing the road sector in a
more proactive way to enable it to become a real game changer for betterment.
“The end of wisdom is freedom; The end of culture is perfection;
The end of knowledge is love; The end of education is character”.
“His Holiness Sri Sathya Sai Baba Ji”
Place : New Delhi Vishnu Shankar Prasad

Dated : 04th February, 2014 Secretary General
INDIAN HIGHWAYS, February 2014 3

Highlights of 74th Annual Session of Indian Roads
Congress held at Guwahati (Assam) from
18th to 22nd January, 2014
On the invitation of Government of Assam, the 1. Inaugural & Valedictory Function of 74th
74th Annual Session of Indian Roads Congress (IRC) Annual Session of IRC and Four Parallel
was held at Guwahati from 18th January, 2014 to Technical Sessions were live webcasted through
22nd January, 2014. This mega event is the biggest internet. All these recordings were available
road sector meet and was a grand success. on IRC Website www.irc.org.in. (Please click
http://new.livestream.com/accounts/6786514/
The Session was inaugurated by Shri Sarvey
events/2700337).
Sathyanarayana ji, Hon’ble Minister of State for
Road Transport & Highways, Government of India 2. Technical Exhibition-cum-Buyer-Seller Meet;
on the 19th January, 2014. The Inaugural Function This being attempted for the first time in the
was graced by Smt. Ajanta Neog, Hon’ble Minister highway sector having the provisions of One-
PWD, GDD & Urban Development and Housing, O-One meet between the perspective buyers and
Govt. of Assam. The Inaugural Function was also sellers of technology/material/expertise etc. The
graced by Shri Nilmani Sen Deka, Hon’ble Minister Technical Exhibition-cum-Buyer-Seller Meet
of Agriculture & Parliamentary Affairs, Govt. was also made opened to the general public for
of Assam and Shri Ajit Singh, Hon’ble Minister the first time. More than 160 Exhibitors from
of State for Sports & Excise, Govt. of Assam; India and abroad participated in Technical
Exhibition-cum-Buyer-Seller Meet
Shri Monilal Goala, Parliamentry Secretary PWD,
Govt. of Assam; Shri V.K. Pipersenia, Addl. Chief 3. Presentations by the Inventors & Researchers;
Secretary, Govt. of Assam; Shri C. Kandasamy, Director Under this session, presentations were made by
General (Road Development) & Special Secretary, the Inventors & Researchers on “new initiatives/
MoRTH, Govt. of India & President, Indian Roads Innovative Works carried out by them for their
Congress; Shri V.K. Gupta, Director General (Works), replications/adoption by others”
C.P.W.D; Shri Vishnu Shankar Prasad, Secretary 4. Presentation by Expert from Japan International
General, Indian Roads Congress; Shri A.C. Bordoloi, Cooperation Agency on Mobile Maintenance
Commissioner & Special Secretary to the Govt. of Management System.
Assam, Public Works, Building & NH Department; 5. Presentation by Expert from World Bank on
Shri P.N. Jain, Past President, IRC; Road Safety Management Strategies.
S/Shri S.B. Vasava, K.K.Y. Mahendrakar, 6. Valedictory Session and Prize distribution
A. Samuel Ebenezar Jebarajan & Swatantra functions presided over by the Chief Minister
Kumar, Vice Presidents IRC; Shri Ashok Basa, of Assam
President, Institution of Engineers (India); and In addition to the above, the main events during the
Shri Suryya Kumar Baruah, Local Organising Session were:
Secretary of 74th Annual Session of IRC. The 1. 69th Meeting of the Highway Research Board;
74th Annual Session was attended by more than 3000 2. 201st & 202nd Council Meetings of IRC;
Highway Sector Engineers/Professionals/Researchers
3. Detailed presentations and discussions of the
from various facets of this fraternity from all over the
papers published in Journal of Indian Roads
country as well as from abroad also from multilateral
Congress Volume-73 Part 4 and Volume-74-
organizations like World Bank, JICA etc.
Part 1, 2 & 3 published in the year 2013;
The following innovative and some new concepts/ 4. Presentation and discussions on the Road
programmes were held first time during the Research Work Done in India during the year
74th Annual Session of IRC: 2012-2013;

Highlights of 74th Annual Session of IRC
5. Expert Talk by eminent speakers from India & 10. Meetings of Secretaries, Engineers-in-Chief
abroad; and Chief Engineers from Central and State
6. Panel discussion on Asset Management and Govt. Departments.
Project Management in Road Sector;
11. 74th Annual General Body Meeting for
7. Technical Presentations by Representatives of
various National & International Organizations transacting business of the Indian Roads
on Innovative materials/technologies/ Congress.
equipment etc. The Council of Indian Roads Congress passed the
8. Presentation by Ph.D Scholars/M.Tech and resolution which read as:-
B.Tech Students of the Educational Institutions
and opportunities for them to mingle with "IRC is to consider moving towards the concept of
stalwarts of the highway sector as a step towards life cycle cost of the facility, to optimize the existing
equipping them to become better highway land and natural resources, coupled with sustainable
professional. inclusive growth in the road sector. This will include
9. Presentations by Representatives of Research
introduction of cutting edge technology and new
Organizations/Laboratories, Consultancy Firms
etc. innovation through collaborative research".
Receiving and Welcoming Dignitaries
Shri Oscar Fernandes Ji, Hon’ble Minister for Road Transport & Highways, Govt. of India and Mrs. Fernandes are being welcomed at
the Venue during 74th Annual Session of IRC
Shri Oscar Fernandes Ji, Hon’ble Minister for Road Transport & Highways, Govt. of India meeting with the participants

6
Shri Tarun Gogoi Ji, Hon’ble Chief Minister of Assam is being welcomed at the Venue during 74th Annual Session
Shri Sarvey Sathyanarayana ji, Hon’ble Minister of State for Road Transport & Highways, Government of India and Smt. Ajanta Neog, Hon’ble Minister PWD, GDD
& Urban Development and Housing, Govt. of Assam, Shri Nilmani Sen Deka, Hon’ble Minister of Agriculture & Parliamentary Affairs, Govt. of Assam and Shri
Arjit Singh, Hon’ble Minister of State for Sports & Excise, Govt. of Assam are being welcomed at the Venue during 74th Annual Session
INDIAN HIGHWAYS, February 2014

Address by Shri Oscar Fernandes Ji, Hon’ble Minister for Road, Transport & Highways,
Govt. of India during the 74th Annual Session of IRC
Shri Oscar Fernandes Ji, Hon’ble Minister for Road, Transport & Highways, Govt. of India delivering address
“First of all I wish to all of you A Happy & Prosperous private sector as well as from multilateral agencies.
New Year 2014.
However, with the growing road construction industry,
It is a matter of great pleasure to be amongst the environmental burdens are not far behind because of
galaxy of road sector experts gathered from all over the use of resources, the emission of pollutants and
the country on the occasion of this Meeting under global warming, which affect society at large. Roads
the aegis of 74th Annual Session of IRC. As you all have significant impacts on both nearby communities
know road infrastructure contributes not only to and the natural environment. New roads bring
the economic growth of the nation but also help in development to previously underdeveloped areas,
poverty alleviation and generation of employment. It sometimes causing significant effects on sensitive
is, therefore necessary for the Highway Engineers to environments and the lifestyles of indigenous
provide world class roads to our Citizens, facilitating people. Our UPA Government is committed to an all-
their access to education, health and well-being, within round development of road network in the country.
the context of sustainable & inclusive development. Strategically, adding lanes to existing highway and
UPA Government has given a specific thrust to all areas upgrading existing roads in initial phase will reduce
of infrastructure in the country. It is no more a secret greenhouse gas emissions by easing congestion. This
that the highway sector in the country is witnessing a strategy is paying by reducing the amount of fuel
significant increase in activities, in recent years. The that vehicles waste in “stop-and-go” traffic, leading
Government has made substantial efforts to tackle to lower releases of greenhouse gases from vehicles.
the road and shortcomings of highways sector and India is soon going to have one of the world’s most
to reform its transportation institutions. Government extensive National highway networks through various
is continuously making efforts to create a conducive phases of the National Highways Development Project
environment to channelized the financing including planned by the Government.

The one area of concern to which I would like to fruits. Why don’t we plant trees and leave them there
draw the attention of all the Experts gathered here till they will grow up. After twenty, thirty, forty, fifty
is the conservation of the material. There is a need years you cut them and use that income for maintaining
to save scarce physical resource like aggregates, the roads. Let us have thinking on these lines in a
sand, earth, cement, bitumen, etc. looking to huge constructive manner so that, we not only draw from
programme of construction of highways in the nature but we add to the wealth of the nature.
country. Construction of roads require huge amount
On the other hand, we have problem of the disposal &
of soil and a great part of it is drawn from fertile top
storage of industrial waste like fly-ash, copper s l a g ,
soil suitable for agriculture purposes. Here I feel that
marble slurry, plastic waste, etc. I am happy to mention
we need a convergence of various segregated efforts
that in November I had released the IRC Guidelines
under different programmes. To my mind it is not our
on “Use of Waste Plastic in Construction of Roads”.
department alone which should take up this task but
I understand that IRC is taking a number of pro-
it requires a concerted & collective efforts from all
active measures to introduce innovative techniques &
the similarly placed organizations and Ministries to
materials in road construction. I take this opportunity
pool their efforts in optimized utilization of resources
to appeal to all the decision makers of the road sector
and materials. Under UPA government a number of
present here to take forward the good work being
extensive programme to provide employment to our
done by the IRC. We should make sincere efforts
people have been initiated like Ministry of Rural
in utilizing these waste materials in construction of
Development where we have launched the programme
roads through complete/partial replacement for sub-
of hundred days guaranteed employment in the country
grade, embankment construction to conserve the top
for every household. Their main task is to create water
soil suitable for cultivation. Stabilization by use of
bodies. Whereas, in another government department
chemical, enzymes and modifiers should be attempted
of water resources, we are planning to build 10,000
to utilize the otherwise unsuitable soil.
water bodies, and spending money to create water
bodies. While in the road construction, we are digging Another area which I would like to point out is the need
out earth for use in road building. Here I would like of not only promoting our research activities but also to
to ask you all as to why we should not utilize the soil encourage and support the researchers & the research
dug for creating water bodies etc. in road building and output. It is rare that the organizations come forward
conserve our resources. If we make sincere efforts in to support and promote the new innovations. We in the
this direction, then we will be conserving rather than government are generally become too conservative in
spending the money and preserve our resources. So, approach, thereby contributing towards continuous
my appeal would be that not only at the Central level backwardness in the system. I understand that in
but at the level of States also, let us interlink various the past the road sector had witnessed a number of
departments. developments through the results obtained under the
pilot schemes and the research schemes. But the same
One of our main concerns is to find money to
have taken a back seat during the last three/four years,
maintain the roads. Here I would like to ask
which is creating a total vacuum in introduction of
as to why the road sector authorities are not utilizing
research based outputs for the betterment of road sector.
the land in an optimized manner to generate enough
I would like to propose that time has come when new
revenue which can cater to the maintenance funding.
techniques/technology/material should be introduced
One of the way which I would like to point out is that
in a big way under the concept of “Experimental
along the highways we have plenty of land where
Pilot Projects, the risk of which is jointly shared by
we can plant saplings & make them grow into trees.
the government and the private sector”. Moreover,
Somebody had planted a tree & we are eating the our research based activity should be conducted in

such a manner that there is proper integration and its due attention. I understand that IRC is preparing
inter-linkages between laboratory research and field a “Manual for Preparation of DPR for Rural Roads”
requirements/ implementations. I would like to give which is being financed by NRRDA and I would like
the slogan “field to lab & lab to field”. Here I would to ask my Ministry, NHAI & Stare PWDs to take the
like to request that the road sector agencies should not help of IRC in preparation of similar type of Manual
feel hesitate in associating and collaborating with the for National Highways & State Highways.
research institutions/researchers to carry out people
oriented research activities in the road sector. One area which is of concern to all is the road safety.
I would like to ask all of you as to why we should not
We are developing roads as a National asset at a huge
develop the roads which are “black spot free”. To me
cost. These assets need to be preserved qualitatively
it requires a dedicated & sincere effort at all stages
through asset management initiatives. I am happy
of projects namely, Project Conceptualization, Project
to note that during the IRC Session, a specific
Preparation, Construction, Maintenance & Operation.
attention was made on Asset Management & Project
Management in the road sector. My compliments This also requires continuous skill building at all
to all. However, we need to work out appropriate levels as well as exposure of our officers at all levels
maintenance strategies keeping in view the available to the best practices being practiced in India & abroad.
budgetary resources and the demand pressure. This I would like to ask DG (RD) to pay due attention to
concept is having high relevance, as the road sector this aspect and come out with draft norms at an early
has high level of influence on the well-being of other date.
sector of economy. It also opens up opportunity for Continuing with the road safety, another aspect is
usage of new materials, techniques & technologies and
the road safety audit. I am happy to learn that Indian
I urge upon all the senior officers of the government
Roads Congress is taking pro-active measures in
present here to develop suitable mechanism in
association with the World Bank who have agreed to
their own departments for adoption of the best on a
take forward the action for creation of pool of road
continuous basis. I will also like to suggest that they
should not hesitate in taking the advice & help of IRC safety auditors which is being financed by the Global
Experts. As a guiding principle I may suggest that the Road Safety Fund. My compliment to IRC for this
system should be flexible enough for quick adoption and I appeal to all the road sector agencies of Central
of the same but rigid enough to identify and quantify & State government to get associated with IRC in
the end product result / quality/durability. getting maximum benefits out of this programme. As
all of you are aware, UPA government has launched
Another area which I would like to point out is the
the first ever cashless treatment of road sector victims
speed with which the execution work should be
on Delhi-Jaipur National Highways but it requires to
accomplished. I would not hesitate to mention that a
large number of road projects are delayed and the delay be expanded to other parts of the country for which I
is of few years. No economy in the world can bear would like to seek support of all the State government
the consequences due to the delayed projects without and the road sector agencies. I may ask DG (RD) to
incurring the loss & damages to the other sector of write to all the State governments for the same.
economy including the social sector. This requires In the end, I would like to express my satisfaction
due diligence in preparation of detailed project report in sharing my few thoughts and I hope that moving
& here I would like to impress upon the offices of together we will be able to provide best roads to
my Ministry, NHAI & State PWD’s to develop their
our people. I would like to hear the constructive
capabilities and capacities for preparation of the
suggestions from all of you to move forward on the
correct DPRs. Even though Hon’ble Prime Minster
path of growth & prosperity.
had announced the preparation of Shelf of Projects
two year back, I find concept is yet not been given Jai Hind”

Address by Shri Tarun Gogoi Ji, Hon’ble Chief Minister of Assam during the 74th Annual Session of IRC
Shri Tarun Gogoi Ji, Hon’ble Chief Minister of Assam delivering address
“I am really very happy to grace this valedictory function. develop our own technologies also. So it is just possible
The conference has been very successful. I am very happy for our Indian scientists. We have to do a lot of more
and what has impressed me most is that we have been researches. In fact, in field of research, in every field, I am
talking about the latest technology and talking about the not talking about the roads, even in the medical science,
materials. These days, we are facing a lot of competition, we are far behind in the research made and the result of
not only competition but ecological imbalance and global which sometimes, you see, we have to bear unnecessary
warming also. So, in this situation, we have to go for cost also. Even in medical science, they are giving lot
them so that this economic development and anything of emphasis on Allopathy. Whereas in China, they are
is a sustainable development. It is not a fact that our giving lot of emphasis on the traditional medicines.
natural resources are receding to the level that we de- Here we also see that the traditional methods are also
utilize our natural resources. But sometime, we have to given due attention. Now we have to do lot of research.
see that over-exploitation will also harm our ecological Thousands kilometers of roads have been built. Yes, we
balance and this is a reason today that the whole world have to change with the changes in time also. We do not
is facing the problem of global warming. You see that have to just copy the pattern of any other country. Today
climate change also affect the roads. So we have to build in a global scenario, we need also their technology and
roads, communication, everything in such a way that our technologies. Definitely, roads play a very important
it will maintain ecologically balanced and at the same role for integration of the country, bringing people to
time, we must use natural resources judiciously. Today is people together. We have been talking about inclusive
a scientific world, new technology have been developed. growth. Yes it is the roads which will make inclusive
And I am very happy that Indian Roads Congress has growth possible. How their rural economy will grow,
taken a lot of interest, doing lot of research, but we it is only through roads. So I have seen in Assam also
have to consider more and more researches so that we from the very beginning, we gave importance to the
can also develop our own new technologies. Normally, roads. The Communication, the bridges, yes today in
we are still depending on technologies coming from the the whole world, how it has become a global village
outside, whether it is Germany, France or any others because of connectivity. May be your roads, may be
country. So we have to go our own ways, how can we your sea, may be your air, may be your railways also.

This is the only way, the way of connectivity. Whenever have developed new materials to make strong, effective
we construct roads, your village and farmer gets a and also durable roads. All the machinery shown therein
better price, whether fisheries, whether dairies, they can is needed here also for the road construction. The better
bring the product to the market because of better roads/ roads built, with the new material and machinery
connectivity. The communication plays a very important exhibited here in the exhibition, should also incorporate
role, the main infrastructure of any development of any all the road safety measures otherwise accidents may
country. I have facilities all around, you see, normally, occur very often. We should not forget the fact that the
the roads don’t get so much importance. According to roads are meant for all category of road users including
me the first infrastructure for development is the roads. pedestrian and slow moving traffic like bullock carts,
Yes road means connectivity, thereafter railway, even rickshaws, etc. and the safety of the general public at
the waterways and subsequently we have airways also. large remains the major concern. The other major concern
But the road is the best way, waterways also is a direct is the drainage problem. Sometimes we are constructing
way. So I am very happy that we have gathered here, the more roads and in the process we are blocking the water
response has been very encouraging. There are 2900 flow also which ultimately destroy the roads. I have
delegates coming to state of Assam from far away areas seen in Assam also that how the concrete bridge is just
like Jammu & Kashmir, Kanyakumari, Gujarat, Kerala destroyed /washed away in the fury of floods. What I mean
and from so many other places. It is just one corner, but to convey is that the judicious planning of embankment
also we are not just today in a corner, we are also in a in road construction plays a very crucial role otherwise
main stream. You see, we are not only talking about there could be a catastrophe disastrous. So these are the
India today but we are also talking about the South East very important issues. However, it varies from state to
Asia. So that you can play a very important role in this state. For example, Meghalaya does not require it, may
region and it is possible also. Even the Govt. of India has be Mizoram and in case of Assam we need it also. So it
been talking about the look east policies, so this region varies from state to state may be what is applicable in
has a great potential in the roads and other development U.P. or Karnataka, it does not apply here also. I am very
activities. Yes, per capita roads is still less in North-East, happy that Indian Roads Congress has been taking lot
it is the fact that as a result of which it is lagging behind. of emphasis and they are taking lot of emphasis for the
In fact yesterday, there was a conference on infrastructure communication development of the whole of the North-
with the Prime Minister. I was talking about reasons for East. The Prime Minister himself took lot of interests
the lack of connectivity and why this region is behind in the infrastructure development in last few years and
in many respects. Now Govt. of India has given lot of definitely I have also seen construction of roads and
schemes for better connectivity and today we have to go bridges in my own state covering miles and miles of
in a very big way by addressing the local conditions, stretches. But still in the North East region we are far
local weather, local material also. So the more emphasis away. Again we have to see about the maintenance
is on how to utilize our local material and the weather also. If you don’t able to maintain it, then it will be
conditions, as the working season here is very less. Even very costly affair to have it otherwise. Again, you build
in the whole of 12 months how we can go, this is my roads if you don’t maintain then it will create much more
concern. So the lot of works have been affected due to problems instead. So, it will completely again slow down
our weather changes, long rainy season, etc. Our job the progress.
is to have new technology. It is there today, we must
The good thing is that you have involved your students,
develop technology that whether in the rains or to say, in
your Ph.D research scholars; I do feel the research you
all weathers the work can continue.
do with more and more research institute. We have also
Today I have seen lot of exhibits, lot of new machinery help to establish research Centre, regional Centre here
also. I have been worrying over the fact for the last few also so that our boys and girls can do lot of research
years regarding use of lot of stones in the construction of work also. In the world context, in Indian context and
road building affecting the ecology; how much queries the local context also, you can involve lot of people,
are available and how much it will affect our ecological lot of youngsters who are quite innovative and we
balance. Today I have seen in the exhibition that they need innovation also. Good thing, you already had lot

of technical discussions & deliberations which would dedication, anybody can be successful and today I have
prompt India to move ahead. seen the same dedication in the Indian Roads Congress.
I am very happy that the conference has been very Our officers, almost all the engineers, today I have seen
successful and I must thank the Minister PWD. She is the changes in the outlook of our younger generation, as
a lady, a quiet lady. She just proved that how the lady a whole. They want to move faster. So everybody wants
can be capable and effective. There are very few PWD to move faster, whether is on a road, whether is in air
ladies Minister in the whole country, may be in the whole whether in the water. So in the faster world, we also have
history of India since independence, you may count on to move faster. India is moving faster. I must thank all
fingers. It is known that PWD is normally not for a lady’s of you that you have come here all the way. I have been
job but we have proved that a lady can perform and that told by the PWD Minister that some of you have come
to better than a man. Then all the staff, with Bordoloi, with wife& children, so you can see the beautiful places
Pipersenia, the parliamentary Secretary, everybody have here, see the beauty of our hills, our rivers, people, nice
seen they worked in a very team spirit. The team spirit people here. Our roads also are as good as our people
is very important. It is a team spirit and that is a quality and I hope with your full cooperation, Indian Roads
of a great leader, quality of leadership to inspire people, Congress joining hands together to make whole of the
involve people and that is the way you can develop. North-East as one of the best place, so that we can attract
Otherwise no individual can succeed, however one may be more people. With these words, I wish you all the best,
powerful, howsoever he may be capable. It is all people, hope in future also better attempt we made, so that the
everybody from top to the bottom, inspire them, give future of India is bright. With these words I thank all of
them confidence. So that everybody will work with full you. Jai Hind”.
Address by Shri Sarvey Sathyanarayana Ji, Hon’ble Minister of State for Road Transport & Highways,
Govt. of India during the 74th Annual Session of IRC
“I feel privileged to be here today amongst the told is an unprecedented so far. I take this opportunity
dignitaries of Road sector on the occasion of Inaugural to share my views on the UPA’s Government
function of the 74th Annual Session of Indian Roads initiatives regarding infrastructure development
Congress in Guwahati. The city said to be the across the country. On this occasion I would like to
legendary “Pragjyotishpur-City of Eastern Light” is share my heartfelt perception also on the untiring
straddling on the banks of Brahmaputra and is the efforts & remarkable contribution of IRC in highway
most thriving metropolis of North East India. The development in the country.
city is proud to have its rich ancient connections as Indian Roads Congress is a pivotal organization which
scripted in Kalika Purana and other ancient literatures provides a common platform for pooling of wisdom
and presently it is termed as gate-way of North East of highway engineers and practitioners from all over
India and is emerging as a great hub of commercial the country which is being used in the development
activities, academic institutions & cultural center. of Standards, Specifications, Code of Practices,
I sincerely thank the Government of Assam for hosting Guidelines, research based State of art Reports, etc.
this important event and providing opportunity to on various aspects of road and bridges. IRC is working
highway sector fraternity, who have gathered here tirelessly to incorporate the latest and best industry
from all over the country and abroad, to deliberate practices in these Codes and has achieved many
upon various technical issues pertaining to road milestones in this endeavor. Notably, IRC has done a
sector. commendable job in ensuring common benchmark by
publishing Standards in road construction for ensuring
It is my proud privilege to be in the inaugural function
uniformity all over the country. The latest feather in its
of IRC Council for the third time in a row, which I am

Shri Sarvey Sathyanarayana Ji, Hon’ble Minister of State for Road Transport & Highways, Govt. of India delivering Address
cap is the Manual of Specifications and Standards for National Highways. More than 2 lakh km of new roads
Expressways, which has been prepared in the record have been added to rural road network under PMGSY
time of nine months. Scheme. The investment in rural roads has seen 10-
The IRC has also kept its knowledge base broad and fold rise during the period of UPA governance, which
updated to International Standards. These Standards are has facilitated small farmers to carry their produce to
of great help in planning, designing, implementation of market ensuring improved returns. In the last fiscal
road construction and maintenance programmes both alone, huge investment has been made to build &
on National Highways as well as for other categories upgrade 21,000 km of all-weather roads. Likewise,
of Roads. It is on the strength of the IRC documents Railway network too got the big boost in the UPA
that country could dream of massive initiatives of the regime and the work has also begun on the Western
government, namely National Highways development and Eastern Dedicated Freight corridors in order to
Program (NHDP), and PMGSY scheme for rural modernize the railway network and take it to a new
roads. level.
I feel proud to state that during the UPA regime, the The UPA’s Government commitment towards
infrastructure sector has received a huge face-lift improvement of infrastructure and other developmental
with improvement in road and railway networks, policies have yielded good dividends. The average
power generation and teledensity, among others. GDP growth during the period of UPA government had
The UPA Government has expedited and cleared been about 7.0 percent despite two global slowdowns.
293 large projects involving investment of Rs.5.7 Per capita income has also grown three fold. I feel
lakh crore in the year 2013 alone. There has been a pride to inform that growth rate in north-eastern is
phenomenal improvement in road sector during the higher than national average. Northeast growth rate
UPA tenure. During this period, the Central Govt. has is 9.9 percent as compared to national average 7.4
been instrumental in building/upgrading 17,394 km of percent. This could have been possible only due to

UPA’s multi-pronged strategies towards development uphill task to come up to the expectations in evolving
of North-east including improvement of internal more standards for innovative environment friendly
security, as a whole. materials and processes in planning, design, operation,
construction and maintenance of roads and bridges in
Road infrastructure contributes not only to the economic
the country. It is heartening to note that that to this end
growth of the nation and helps in poverty alleviation
the Indian Roads congress is promoting new materials
and generation of employment. It is necessary that
and techniques for use on our roads. I have been told
all of us join hands with the Highway Engineers to
that these new materials and techniques are being
provide world class roads to our Citizens, thereby
accredited, based on the research carried out in our
facilitating safe and efficient access to education,
county and other foreign countries.
health and well-being, within the context of inclusive
and sustainable development. As mentioned earlier, As you all know that our UPA Government is
the UPA Government under the overall guidance of committed to an all-round development of road
Smt. Sonia ji, has given a specal thrust to all areas network in the country. Strategically, adding lanes
of infrastructure in the country. It is no more a secret to existing highway and upgrading existing roads in
that the highway sector in the country is witnessing a initial phase will reduce greenhouse gas emissions by
significant increase in activities in recent years. The easing congestion. This strategy is paying by reducing
Government has made substantial efforts to tackle the the amount of fuel that vehicles waste in stop-and-go
constraints being faced by the road sector and through traffic, leading to lower releases of greenhouse gases
continuous reform measures. The government has from vehicles. India is soon going to have one of the
set up Cabinet Committee on Investment (CCI) world’s most extensive National highway networks
and Project Monitoring Group (PMG) in order to through various phases of the National Highways
fast track stalled projects. Apart from government- Development Project, SARDP-NE and PMGSY
financed construction activities, there is now a policy programme planned by the Government. With the
to encourage private-sector financing in roads through improvement in road conditions, the users are also
Public Private Partnership (PPP) mode. In addition, willing to pay for user fees (Toll), which is augmenting
the World Bank, ADB and other multi-lateral agencies the financial resources. The issue of setting up a
are also financing the Indian road sector. But, with the regulatory body is under active consideration of the
growing road construction industry, environmental government, which will boost more investment in the
burdens are not far behind because of the use of road sector. The UPA Government under the inspiring
resources, the emission of pollutants and global leadership and guidance of Madame Sonia Gandhi Ji,
warming, which affect society at large. Roads have and Rahul Gandhi Ji, dynamic and energetic Hon’ble
significant impacts on both nearby communities and the Prime Minister Dr. Manmohan Singh Ji and Shri
natural environment. New roads bring development to Oscar Fernandes Ji, Hon’ble Union Minister of Road
previously under developed areas, sometimes causing Transport & Highways has been taking necessary
significant effects on sensitive environments and the steps to address and resolve all important issue of the
lifestyles of indigenous people. I am happy to note road sector.
that the IRC has recently brought out new guidelines
I now touch upon some of the major issues confronting
to conserve natural resources and on green technology
the roads sector in our country. They are a source of
including use of plastic waste in road construction.
great concern to us and I would like you to seriously
Today, in the context of large investments in the deliberate upon them during the course of this 74th
road transport sector, the Indian Roads Congress Annual Session and come out with some concrete
has assumed a much greater significance than ever recommendations. Maintenance and rehabilitation
before. The Indian Roads Congress, therefore, has an is one of the important areas for which availability

of funds is not adequate as compared to the demand. marble slurry, etc. We should make sincere efforts
We are developing roads as National asset at a huge in utilizing these waste materials in construction of
cost. These assets need to be preserved qualitatively roads through complete/partial replacement for sub-
through asset management initiatives. We need to grade, embankment construction to conserve the top
work out appropriate maintenance strategies keeping soil suitable for cultivation. Stabilization by use of
in view the available budget and the required demand. chemical, enzymes and modifiers should be attempted
The Indian Roads Congress should pay attention to to utilize the otherwise unsuitable soil. Our research
this emerging concept of Asset Management and come based activities should be conducted in such a manner
up with guidelines ensuring well-kept roads at an that there is a proper integration and inter-linkages
optimized maintenance cost. I would like to mention between laboratory research and field requirements/
that appropriate maintenance strategies preserve the implementations. Our Hon’ble Minister for Road
national assets and road infrastructure is one of the Transport & Highways, Shri Oscar Fernandes Ji has
most valuable National Assets. I am happy to note given the slogan “field to lab & lab to field” which
that during this Annual Session, a Panel Discussion should be practiced and even our private entrepreneurs
has been kept specifically for “Assets Management”. should not hesitate in associating and collaborating
I would be eagerly looking for the recommendations with the Government Institutions to carry out people
emerging out of the same. oriented research activities in the road sector. Here, I
may like to mention that IRC has taken a very proactive
The problem of over loading of vehicles is another
step of involving researchers and college students to
serious issue crippling the highways in the country. The
move forward in providing necessary bridge between
over-loaded axle of the trucks and category of heavy
lab and the field.
vehicles cause severe damages to the roads and are
safety hazards. I urge upon all the Technocrats present Another very important issue to which I would like
in this August Gathering to deliberate on this issue and to draw the attention of Experts is the road safety.
come out with concrete action plan to overcome this During the year 2011, there were around 5 lakh road
menace. Besides the aforesaid issues, I also think that accidents resulting in the deaths of over 1.42 lakh
provisions of proper and adequate wayside amenities, people. Each day, nearly 390 people die on our roads.
pedestrians facilities, facilities for school children & In India more than half of road accident victims are
disabled peoples, proper & detailed DPR preparation, in the age group 20-65 years, the key wage earning
road safety features, environmental and health safety and child raising age group. The loss of the main
hazards, regular training to engineers, skilled and bread earner and head of household due to death or
unskilled personnel, capacity augmentation, etc., disability can be catastrophic, leading to lower living
should also form an integral party of the designing standards and poverty, in addition to the human cost
and construction process of road development works. of bereavement. This is an unacceptable price to pay
for mobility. It is imperative that the Government
The one area of concern to which I would like to draw
reaches out to the people to spread the message
the attention of all the Experts is the conservation of
of road safety. Education and awareness will go a
the material. There is a need to save scarce physical
long way to bring about a change in the attitude and
resource like aggregates, sand, earth, cement, bitumen,
behavior of our people. There is a need to address the
etc. considering huge programme of construction of
issue of road safety through not only multi- pronged
highways in the country. Construction of road requires
strategy but also through innovative approach. I am
large amounts of soil and a great part of it is drawn
told that World Bank have taken special interest and
from fertile top soil suitable for agriculture purposes.
initiatives to associate with IRC in road safety areas
On the other hand, we have problem of the disposal &
and discussions are underway for associating the
storage of industrial waste like fly-ash, copper slag,

experts of World Bank and IRC in formulating new being involving young school children under road
guidelines/Code of Practices. Also, a programme is safety programme, which I am told will be reaching
being worked out in consultation with the World Bank to every household in the country. I send my heartfelt
to create a pool of road safety auditors on Pan India compliments to IRC for the same.
basis. This will go a long way in achieving the aim
of reducing the road accidents to 50 percent from the In the end, I would like to stress that Proper
current level by the year 2020. implementation of various road projects is the most
important aspect. This require higher professional
Recently my Ministry also took a landmark initiative to ethics and commitment to ensure that roads
save lives of accident victims by providing prompt and constructed at such high cost are long lasting and
appropriate medical care during “Golden Hour”, and do not deteriorate prematurely. These are National
thereby reduce fatalities in road accidents. A Toll free
assets and they should be managed like other assets
No.1033 has been started for reporting of accidents.
so that we get good quality roads and they need to
A 24x7x365 Call Centre has been set up to receive
be maintained efficiently with proper strategy and
reports of accidents, deploy nearest ambulance and
alert local police authorities, hospital and Road Safety planning. We should consider proactive approach
Volunteers. Six Advance Life Support and five Basic in maintenance instead of attending to very badly
Live Support Ambulances fitted with GPS device have damaged roads, by way of crisis management, as is
been deployed to transport accident victims to the the case so far. I, on this occasion, make an earnest
nearest hospital. 61 local youth nominated by Nehru appeal to the entire highway engineers gathered here,
Yuva Kendra Sangathan (NYKS) have been enrolled as including representatives of contractors, consultants,
Road Safety Volunteers to provide first Aid to accident concessionaires, engineers from State PWDs and other
victims, assist in their shifting to hospital and monitor departments to take a pledge in not compromising on
treatment. The Road Safety Volunteers were trained the quality of construction besides completing the
in first aid by All India Institute of Medical Sciences road projects without time & cost over-run. Such a
(AIIMS). 44 private hospitals have been empaneled to commitment will go a long way in providing durable
provide treatment at CGHS/AIIMS rates. In addition, roads, conserving scarce material like aggregates,
there are seven Government hospitals located on the sand and earth requiring minimum maintenance.
stretch. Cashless treatment for first 48 hours within
overall ceiling of Rs.30,000/- will be provided if the I am sure that the deliberations during this Annual
accident victim is admitted in a private empaneled Session would be quite useful for the highway
hospital. Ministry has recently launched this cashless profession and they will enrich knowledge regarding
scheme as a pilot project on Delhi-Jaipur Highway road construction & maintenance techniques without
to encourage road safety and for the convenience compromising quality, durability, serviceability, safety,
of the general public. After successful launch of health and environmental aspect. It will guide the
the pilot project, a few more pilot projects on other Government in deciding the future road infrastructure
NH stretches are being considered by our Ministry. needs of the country. I am happy to learn that IRC is
Data from the Pilot Project(s) would be used for getting associated with the multilateral agencies like
formulating a pan-India scheme for cashless treatment World Bank, ADB, PIARC, Japan Road association,
of road accident victims. Ministry of Heavy Industry etc. to achieve these objectives as well as bring out the
and Public Enterprises has also sanctioned a project Guidelines, Standards and Specification comparable
for crash investigation of serious accidents through to international standards.
NATRIP and IIT, Delhi, for which they have allocated
funds from auto cess fund. With these words, I once again extend my heartiest
congratulations to the organizers and wish a grand
I am happy to learn that under new initiatives of IRC, success for this Annual Session of IRC.
two Pan India Programmes are being planned one
for creating pool of Road Safety Auditors and other Thank You very much and Jai Hind”.

Address by Smt. Ajanta Neog Ji, Hon’ble Minister PWD, GDD & Urban Development and Housing,
Govt. of Assam, during the 74th Annual Session of IRC
Smt. Ajanta Neog Ji, Hon’ble Minister PWD, GDD & Urban Development and Housing, Govt. of Assam delivering address.
“It is a pleasure for the govt. of Assam to hold this Assam has nearly 3000 km of National Highways,
74th Annual Session of the Indian Roads Congress 3000 km of State Highways along with more than
at Guwahati. This gathering of eminent highway 3000 km of rural and other roads but still we have
engineers of the country and abroad with outstanding some major missing links which have been identified
technical ability and experience will give us an as major bottlenecks to uniform pace of development
opportunity to deliberate and exchange opinions to within the state. I would like to draw attention of
address the challenges to road construction and allied Indian Road Congress to impress upon the Ministry
issues. Good road network is a key for development to look into the integrated road development and
in all other sectors like agriculture, tourism, education, formulate necessary policies for expeditious evolution
health etc. A sound, integrated road network will of the road projects. I would also like to emphasize
pave the way for all round development, integration the experts in road construction assembled here to
of people and the activities associated with upliftment give attention towards the specific difficulties and
of people and the country as a whole. In particular challenges for construction of road infrastructures in
reference to the geographical location and the terrain this remote area of the country. Emphasis should also
conditions of the North Eastern region, the people be given for more use of indigenous materials and use
of all the North Eastern States largely dependent of technology suitable for this region. Due to prolong
on the road connectivity. Assam being located monsoon, high rainfall, associated perennial floods
centrally, the development of all North Eastern states makes the working sessions in this region limited to
largely depend on the road network of Assam. Our hardly 5 to 6 months in a year, therefore the projects
Hon’ble Chief Minister Shri Tarun Gogoi Ji, under in North Eastern state, especially in my state should
his leadership, the state has given emphasis on the be cleared before the month of August, so that the
integrated development of the highways in our state. limited working session can be effectively utilized.

I hope the over concerns will be widely discussed maintain it and to explore methods for better road
and deliberated in the Council meetings of the Indian concepts and since then, IRC has been doing its job
Roads Congress. I urge upon all the engineers present perfectly well. This is the 74th Session that you are
here to reap the benefit of the Annual Session of the attending here in Guwahati. You know India is a large
Indian Roads Congress at Guwahati as this is a good country, its climate, its weather varies from place to
opportunity for them to exchange their views and place, its soil varies from place to place, in Assam
observations and enhance their technical capacities. only we get 4 to 5 months to work other periods there
I also request all the local contracting agencies to use remains rain and rain, so the work can not be continued
this opportunity for their capacity building and make at times. We should consider that point and evolve
interactions with experts of the companies who have such methods that can sustained here. This is also
taken part in the technical exhibition of the session, seismic region as already told by our Commissioner
I wish all the dignitaries, distinguish delegates and Bordoloi Ji. It should also be taken into consideration.
invitees, all IRC officials, members participating in Roads and bridges are to be constructed in such way
technical exhibition in the 74th session of the IRC for which can withstand in all the situations. Integrated
their pleasant stay in this historic city of Guwahati, road development is essential. It is already in progress
I wish all success of the 74th Annual Session of the
but still many more villages are there to be connected,
Indian Road Congress at Guwahati. With these words
you see how all these villages under PMGSY or by
I conclude my speech.
any other road can be connected. Hon’ble Minister
Thank you, Jai Hind”. Shri Satyanarayana Ji is here, I would like to invite
Address by Shri Monilal Goala, Parliamentry his attention to alternative Highway which is coming
Secretary PWD, Govt. of Assam, during the from Silchar of Kachar district to Bajai via Dispur.
74th Annual Session of IRC At present we have to cross through Meghalaya here.
Due to our internal disturbances many a time roads
remain closed. The condition of road is not good at all
so people of Barak Valley, people of Tripura, people
of Manipur, people of other states have to face many
difficulties, so I would request you to kindly look
into the matter. Hon’ble PWD Minister had already
submitted DPR to your department Sir it is now upto
you to grant us approval. As Hon’ble Minister is
bound to go back to Delhi by 6.50 flight, I would not
like to take more time but one thing what I understand
is that if bureaucrats, technocrats and politicians, put
Shri Monilal Goala, Parliamentry Secretary PWD, Govt. of their head together many more things can be done.
Assam delivering address Here sir, I am proud to say that our Minister PWD is
“It is indeed a proud privilege for me to have welcome a very sturdy lady, she runs so many departments and
address to you all here at Guwahati. As already known she has organized the departments in such a way that
to all, Guwahati is a gateway for other six states hence bureaucrats, politicians, technocrats without conflicts,
you can understand its importance, it is historically without clash are doing their jobs, so I hope if the
known from age of Mahabharata also. IRC was setup central government already they are cooperating,
in 1937, its main objective was to construct road, also cooperate more effectively, I think Assam will

have a long march. Sir, here the dignitaries and other Hon’ble Minister, PWD &GDD Urban development
invitees probably have faced many difficulties during & Housing, Assam, Smt Ajanta Neog ji and Hon’ble
last few days, I request them forget all these things, Minister of State for Sports and Excise, Assam, Shri
rather explore ways and means for the betterment of Ajit Singh ji for their kind presence on this occasion.
roads and with these few words I again thank you all I am, indeed, indebted to Shri Monilal Goala ji,
and conclude my speech. Parliamentary Secretary to be amongst us and I also
offer my sincere thanks to Shri Jitesh Khosla, Chief
Thank You, Jai Hind”. Secretary, Assam for extending the support to this gala
Address by Shri C. Kandasamy, Director event of IRC. I also take this opportunity to welcome
General (Road Development) & Special Shri Vishnu Shankar Prasad, Secretary General, IRC
Secretary, MoRTH, Govt. of India & and other distinguished dignitaries on the Dais. I
President, Indian Roads Congress during the welcome all the learned Council Members, delegates,
74th Annual Session of IRC invitees and guests on this occasion.
As you all know very well that Indian Roads Congress
is instrumental in bringing uniformity in planning,
design, construction, maintenance and operation of
all categories of roads and road infrastructure in the
Country. During its journey spread over 79 years
(since 1934), the role and responsibilities of IRC
have increased manifold. I am happy to mention
that IRC has stood all demands and pressures and
with each passing day it is striving to achieve higher
levels of excellence. I am pleased to announce that
IRC has achieved unprecedented feat by publishing
Shri C Kandasamy, President IRC and DG(RD)&SS, MoRTH as many as 17 documents in a single year, which is
Delivering Presidential Address unparalleled in the history of IRC. This is also due
“It is a matter of great honour and privilege for me to to the greater faith reposed by road owning agencies,
welcome you all on behalf of myself and on behalf of and the government organizations including Planning
President of IRC on the occasion of the inauguration Commission, Ministry of Rural Development and
of the 74th Annual Session of IRC. On behalf of entire Ministry of Road Transport & Highways. All kudos
fraternity of IRC, I feel honoured to welcome Hon’ble and praises to the various Technical committees of IRC
Minister of State for Road Transport & Highways, and IRC secretariat for their untiring and continuing
Shri Sarvey Sathyanarayana Ji who had agreed to efforts. Even during this annual session also, six
spare his valuable time to be amongst us today and numbers of documents will be released including the
bless the event. Sir we are indeed very grateful to Specifications for Rural Roads (First Revision).
you. I also take this opportunity to welcome Hon’ble You will recall that during the 73rd Annual Session of
Minister for Rural Development, Shri Jairam Ramesh IRC held at Coimbatore in January 2013, IRC Council
ji. for sparing his valuable time to grace this occasion. had adopted a Resolution which lays emphasis on
I also extend my hearty welcome to Hon’ble Chief inclusive and sustainable growth in the country. I take
Minister of Assam Shri Tarun Gogoi ji for his valuable this opportunity to read out the Resolution, which is
presence at this occasion and showing keen interest in being followed as guiding principle in framing the
the activities of this august organisation, despite his Codes of Practices, Guidelines, Manuals, by IRC
busy schedule. I also express my sincere thanks to Technical Committees:-

“Roads should be considered as active infrastructure Roads help in socio-economic upliftment of the rural
facility for people, for safety and services, besides population, besides providing national integration.
a catalyst in development of economy in place of Roads are vital for hilly regions, as these provide
passive approach of exclusivity. The IRC will evolve the only means of accessibility and communication.
itself through synchronization and synergization Roads have special significance for the North-Eastern
with other sectors of the economy based on part of our country, as several areas of the region do
interdependent model, wherein the need of the safety not have adequate connectivity and railway links
of all stakeholders of highway sector is fulfilled cannot reach every nook and corner of the region.
through inclusive approach. Accordingly, the IRC Planning, design, construction and maintenance of
is to adopt multi-modal transport concept while hill roads require special attention, especially in view
developing guidelines and codal practices” of the environmental sensitivity and in preserving the
Since the last annual session of the Council, IRC have huge natural resources in these hilly regions. Scenic
made many more strides in spreading its reach. I am beauty of hills is required to be preserved. The Indian
happy to mention that the student fraternity is being Roads Congress has brought out a comprehensive
associated by IRC, and in this direction a national event Hill Roads Manual, which is quite helpful for the road
“Transport Infrastructure Congress & Expo-2013” was engineers of the State PWDs and the Border Roads.
organized at MNIT Jaipur as a collaborative endeavor IRC has a dedicated committee for the hill roads in
with the educational institutions. Students from 25 order to provide a special focus to revisit the standards
engineering colleges and universities from various and guidelines for development of roads in hill areas.
States had participated and showcased their talent and The Govt. has also undertaken Special Accelerated
capabilities through working models and posters on Road development programme for the North Eastern
real life issues in the road and road transport sector. I Region (SARDP-NE), which aims at improving road
am told that the event was very successful and MNIT connectivity of district headquarters and remote places
Jaipur has planned to organize it on an annual basis. of NE region with State Capitals.
The IRC is also collaborating with research institutions The IRC also formulates long term plans for the
at regional level, with intent to pool experience and road sector. Reference may be made to Nagpur Plan,
expertise to provide various optimal solutions, to Bombay Plan, Lucknow Plan and Road Development
address road infrastructure related issues. In this Plan: Vision 2021. The last Plan was published in
series, a Workshop-cum-Seminar was organized in 2001 by IRC for Ministry of Road Transport &
collaboration with Highway Research Station (HRS), Highways. Major thrust areas covered in this Vision
Chennai on 26th April, 2013 on the topic “Possible document related to mobility in respect of main roads
Solutions in the City Transport System, including and accessibility in respect of rural roads to connect
Pedestrian Segregation and Automated Parking all our villages in a time bound programme. Strategies
Facilities”. Again in the month of June, a Workshop for capacity augmentation and preservation of assets
was organized on road safety in HRS, Chennai along have been brought out together with measures to
with opening of Regional sale counter of IRC. Similar mobilize additional resources and capacity building
actions have been initiated to open new sales counter in the government organization, consultancy sector
in the States of Manipur and Mizoram. IRC has also and contracting industry to meet challenges facing
organized the first Regional Workshop at Bangalore the highway sector. Steps required meeting the
in the month of October 2013, in association with the needs of safety, energy conservation and protection
Govt. of Karnataka, which was attended by more than of environment have also been dealt within this
500 participants from the states of Karnataka, Kerala, Vision document. There is need to take a stock of
Goa and Maharashtra. achievements made in this sector and identify major

thrust areas for pursuit in the remaining years of this the costs of projects and saving time in transportation
Development Plan with a focus on 12th Five Year Plan. of materials involving long leads.
I do hope that the Ministry of Road Transport and
For the last two decades, India has been witnessing
Highways will take the lead in this exercise so that we
exponential growth in registered vehicles. This is
have balanced growth of all categories of roads and in
resulting in greater demands from various segments
all regions of our country.
of the vehicle users. The improvement in per capita
In this context, the initiatives of the Central income has also resulted in higher aspirations of the
Government in launching of NHDP in various road users. To cater to the needs and demands of the
phases and PMGSY and of the State Governments road users, Government has launched the biggest road
in undertaking development of State Highways and development programme in the Country, and I am
Major District Roads are changing the landscape happy to mention that Indian Roads Congress fraternity,
of the country leading to both social and economic is contributing to this nation building efforts of the
development. The MORTH is also laying stress on Government, by bringing out the Code of Practices,
implementation of access controlled expressway Guidelines and Manuals, adapting the cutting edge
network. This programme would help in both transport techniques/technologies and new materials. During
productivity and added safety. I am sure that Road this Council meeting also, IRC will be bringing 8
development planner at the top, have in their mind to important documents for discussions which have
implement these plans in a reasonable time frame. been, otherwise, approved by the erstwhile respective
esteemed committees Viz .Bridges Specifications &
With the establishment of an Accreditation Committee
Standards Committee (BSS), Highways Specifications
in the IRC under the Chairmanship of Director, Central
&Standards Committee (HSS) and General
Road Research Institute, a number of innovation
Specifications & Standards Committee (GSS).
materials, testing equipment and technologies have
been accredited in the last five years. There is a need Sir, I take this opportunity to mention, that today
to utilize these materials and technologies in the field IRC can claim to be a global organization with which
so as to monitor their performance. For this, support some of the highly reputed road organizations in the
of the government is essential to work out a suitable World are getting associated. In November 2013, an
protection mechanism in case of any unforeseen International Seminar was organized in association
failure despite due diligence by all concerned. This with the Government of France & PIARC at New Delhi
would help in upscaling the successful technologies on the theme of ‘Experience gained in PPP Projects’,
in day to day projects. which was a great success. The strong view that
emerged was that such event should make the annual
Another suggestion, I would like to make on this
feature of IRC. The Japan Road Association (JRA)
occasion is for our researchers to undertake exercise
have shown keen interest in associating with Indian
of mapping the strength characteristics of natural
Roads Congress, and have proposed a Memorandum
occurring materials for road construction available
of Understanding, which may allow access to the
locally and provide guidance in maximizing their
best techniques and technologies of Japan in the road
use with or without stabilization techniques. I need
sector.
not to elaborate on this area as our Hon’ble Minister
of State for Road Transport & highways, Shri Sarvey We all know that the present decade is the decade
Sathyanarayana ji has already stressed the need for of innovation as declared by Govt. of India. No
conservation of materials in his inaugural address. Organization and sector can move on sustainable basis
Otherwise also, it is extremely important for reducing unless the concept of innovations and research are
the carbon footprint in the sector and reducing both given due attention. I am happy to mention that Indian

Roads Congress is moving on the path of growth and in avoiding number of accidents substantially, thus
development in this niche area as well. Initiatives are contributing immensely towards enhancing the road
being taken towards innovative concepts of skywalks safety.
and to use municipal waste/mining and industrial I would like to highlight the need for stakeholder
waste, etc. in road construction. The green initiative participation. Road is an unique infrastructure that
being taken by IRC which includes techniques for triggers inclusive growth. The other sectors of
material conservation, will go a long way in providing economy get benefitted from good road facilities. As
sustainable solutions to road owning organizations in such, it should be the endeavor of the Corporates as
the Country. The use of waste by-products may help responsible stakeholders, to participate in road safety
in freeing the landfills to benefit the people at large, through their corporate social responsibility, by way of
thereby creating win-win situation for both the civic providing & sustaining Rest Lay-byes, crash barriers
agencies and the road sector. etc, for the safety and well-being of the road users at
After the 200th Council meeting, the IRC has released large.
four important documents including Manual of In the end, I would like to express my gratitude to the
Specification and Standards for expressways, which Government of Assam for their invitation for hosting
has been prepared in a record time of 9 months. The this Annual session. I also thank Shri Vishnu Shankar
another important release is the Manual of Specification Prasad, Secretary General, IRC and his dedicated team
and Standards for six Laning of Highways through of IRC Secretariat and Chairman of the State Steering
Public Private Partnership (First Revision) in which the Committee, Shri A.C. Bordoloi, Commissioner &
concept of pedestrian segregation through pedestrian Special Secretary, PWD (Bldg &Roads) and his
pathway is given essence. Toilets on lay-by areas have team of dedicated officials who have made excellent
also been considered for enhancing road safety. The arrangements for the success of this Annual Session.
present decade is the decade of action for road safety
Thank You
as declared by United Nations, and the segregation
of vulnerable pedestrians will be a major initiative in Jai Hind”
achieving road safety. Address by Shri V.K Pipersenia, Additional
I am happy to mention that World Bank have taken Chief Secretary, Govt. of Assam during the
special interest and initiatives to associate with IRC 74th Annual Session of IRC
in road safety areas, and discussions are under way
for associating the experts of World Bank and IRC in
formulating new Guidelines/Code of Practices. Also a
programme is being worked out in consultation with the
World Bank to create a pool of road safety auditors on
Pan India basis. These will go a long way in achieving
the aim of reducing the road accidents to 50% from
the current level by the year 2020. However, I would
like to remind this august gathering that our Hon’ble
Minister for Roads, Transport & Highways, Shri
Oscar Fenandes ji, during the last Council Meeting Shri V.K. Pipersenia, Additional Chief Secretary, Govt of Assam
held at New Delhi, has given us an innovative concept delivering address
of containing road rage and gave the slogan of “Aap
Pehle”. This Lucknowi Andaz of Pehle Aap would not “It is a matter of great honour for all of us in the govt.
only shift the mindset of road users from the concept of Assam to host 74th Session of the Indian Roads
of “Main Pehle” to “Aap pehle” but will also help Congress. This is the third session which is being held

in the city of Guwahati but I believe this is the largest This is a beautiful time in Assam you have brought
gathering of road related people that ever assembled sunshine and you have brought warmth and I also
in the state of Assam. It is indeed heartening for all of invite you to take the sometime off and see the other
us. The roads are important for any civilization & the wealth of Assam, the wildlife sanctuary is close by,
strength of any civilization is judged by the quality of who can afford time can go to the Kaziranga, this is
roads. When we talk about Indus Valley civilization or the best time to visit our National Parks. With these
any other civilization, we always think that what kind words I again welcome all of you. Thank you very
of roads they had. Roads are fundamental to human much”.
existence and communication. Assam and North East
Address by Shri V.K. Gupta, Director
is very crucial and that’s why we have lacked behind
General (Works), CPWD during the
in development of road network, which is not as strong
74th Annual Session of IRC
as elsewhere in the country. India, as such needs to go
a long way. When you go to Europe, America, Korea,
Japan or even anywhere abroad, when you come
back, the first thing which strikes back, when we will
be having that kind of roads. Now there are number
of issues. Roads cannot be constructed in a vacuum,
you need land, you need men, materials and you need
money and I think Road Congress like this will debate
all these issues and tell us as to how we can develope
roads at par with the rest of world and particularly
for the North East. What kind of technology we
should have, how to provide the required funds,
how to have the required manpower, how to develop Shri V.K.Gupta, Director General (Works), CPWD
the capacity of our engineers and how to have the delivering address
materials for road construction which will help us to
“It is my proud privilege to addressing the August
construct good quality roads without endangering the
gathering in the 74th Annual Sessions inaugural
environment. This is seismologically very sensitive
Session.
zone. We find the road construction sometime is done
in a manner without giving due emphasis to the fact The Indian Roads Congress had played a stellar role
even when an earthquake don’t occur, the landslide in providing a backbone to the Road and Bridge
may occurs. A lot of construction work have been Infrastructure sector. Most of you might be aware
done in a manner in which the hazard of land slide that we in CPWD have been associated with some
of the most challenging and hardest road projects
has been accentuated for us as we are sitting in the
in the country. We have numerous projects in our
city of Guwahati. We should give a particular attention
credit in North East, Kashmir Valley and even in
to this aspect. How should we construct roads which Nepal and Bhutan. It is also a matter of honour for
will not accentuate the problem of landslide in this us to be executing some of the high altitude roads in
region, which will not endanger the environmental Sikkim and Uttarakhand , the already difficult project
degradation. When we will have the materials which conditions have been made even more so by two of
are environmental friendly and built road with these the worst natural disasters to have hit the country.
without compromising the quality of roads? This is The Sikkim earthquake in 2011 and Uttarakhand
challenge which we all of us face and I am sure the cloudburst in 2013. Such vagaries of mother nature
Road Congress will address all these issues . Once makes life difficult for the engineers but as is often
again I extend a very hearty welcome to all of you. said tough gets going when the going gets tough. I am

sure the engineers working in the various government Guwahati- the Gateway of the North Eastern Region
departments will come back to the drawing board on the occasion of the 74th Annual Session of IRC.
with their experiences and come up with improved This is the third time that Guwahati has been holding
guidelines to make our asset more resilient to natural this prestigious event after 1957 and 2003.
disasters.
Guwahati formerly known as Pragjyotishpura - is
Since the time is short I would only talk about only one
an ancient urban area, largest city of Assam and
issue that is hesitating our mind as the policy makers.
Northeastern India. The name Guwahati is consists
Are we addressing sustainability issues while planning
for infrastructure specially in the environmentally of two Assamese words: ‘guwa’ (areca nut) and
vulnerable areas. I believe it is high time that a platform ‘haat’ (market place). The name used to be spelled
like IRC takes upon honours developing codes and as Gowhatty (pre-colonial and colonial) anglicized
guidelines that promote sustainable development and to Gauhati (colonial-British), which was then changed
bring socially economically and environment friendly to the present form in the late 1980s to conform to the
practices into work. I again thank the organizers for local pronunciation.
inviting me to this beautiful city of Guwahati and look
forward to enriching technical sessions in the coming There are many ancient Hindu temples in the city, so
days. Earlier I got an opportunity to serve in the Assam also known as the “The City of Temples”. The ancient
from 1984 to 1988 as an Executive Engineer. We sakti temple of Goddess Kamakhya in Nilachal hill is
started serving for border fencing at district Dhubri situated some 5 km from the City centre.
starting from try junction of Bangladesh, west Bengal The city is between the banks of the Brahmaputra river
and Assam that is Ramrai Kuti now. I am again visiting
and the foothills of the Shillong plateau, The Municipal
Guwahati after thirty years as Director General of
CPWD which is 159 years old department. area is 216 km², while new GMDA administered
area will be 2000km². It is the major commercial
Thanking You very much”. and educational hub of North-East India and is an
Welcome Address by Shri A.C. Bordoloi, important regional hub for transportation.
Commissioner & Spl. Secretary to the Govt. of
The city was the seat of the Borphukan, the civil
Assam during the 74th Annual Session of IRC
military authority of the Lower Assam region
appointed by the Ahom kings.
The gross domestic product of Guwahati metro was
estimated at $1 billion in 2010. Tourism and recreation,
education, research, cultural activities, real estate,
etc. are slowly increasing and contributing to city’s
economic growth.
Guwahati is connected with the rest of the Country by
Road, Railways and Airway and being situated on the
bank of Brahmaputra River, is connected to National
Shri A.C. Bordoloi, Commissioner & Spl. Secretary to the Govt.
Waterways No 2, which has a vast potential to develop
of Assam delivering address as main through fare for bulk transportation.
“It is a pleasure to hold the 74th Annual Session of The sporting infrastructures specially constructed for
Indian Roads Congress at Guwahati in the State of the 33rd National Games in 2007 at Sarusajai-the Indira
Assam. It is matter of great honour and privilege for Gandhi Athletic Stadium, is the venue of the present
me to welcome you all to this historic old City of Annual Session of IRC.

Good Roads are essential infrastructural element to the main stream of Assam besides giving
to achieve overall socio economic growth & its access to the remote far Eastern Arunachal
upliftment. Growth of Industry, Trade & Commerce, Pradesh Bordering China.
easy movement of agricultural output to the market 2. Bogibeel Rail cum Road Bridge will provide
& more importantly improving the quality of life of much needed connectivity between the North
the citizen largely depend on the condition of the road Bank & South Bank in the Upper Assam area
network of the Region/Country. The North Eastern which will immensely benefit Arunachal
Region as a whole is still under - developed in road Pradesh.
connectivity. Lots of efforts have been made by both
Govt. of India & State Govt. of Assam during the last 3. Recent declaration of new National Highway
8 to 10 years. But still it lacks a uniform integrated 127B which includes an 11 km Bridge over
river Brahmaputra will provide much needed
Road network which has been identified as the main
connectivity between the North & South Bank
cause of backwardness of the region as a whole. Till
in the Lower Assam area which will be very
2005 except the 18 km of NH-37 (Guwahati Bypass –
much beneficial to the neighboring State of
Part of East West Corridor) not a single km of NH in
Meghalaya and remove the backwardness of
the State was developed to proper National Highway
the vast area in Lower Assam & Meghalaya.
standard. But due to continuous effort taken up for
developmental projects during the last 8 to 10 years, 4. Recent declaration of new National Highway
at present Assam has nearly 1700 km of NH developed 315A will provide much needed connectivity
to required standard. Some State Highways are also from Tinsukia to Hukanjuri via Naharkatiya in
being developed to 2-lane & above standard. Around the far Eastern corner of the State which will be
15,000 km of Rural Road has been converted to black very much beneficial to the South Eastern part
topped/ all-weather road under PMGSY. of neighboring State of Arunachal Pradesh and
remove the backwardness of the vast area so
Hon’ble Chief Minister, Assam has always given long was devoid of proper road connectivity.
much emphasis on the integrated developmental of
the Highway network in the region and because of his A number of State Highways have been taken up for
personal initiative it has been possible to hold the 74th Upgradation under ADB funded projects & also from
Annual Session of the IRC at Guwahati. He deserves MoRT&H.
strong applaud from the IRC. Problems in timely execution of projects in the North
In Assam there are many missing links which has East in quite different from those of the rest of the
Country –
retarded the development process in the region.
SARDP-NE, World Bank projects and also the (a) North – East is a high rain fall area,
projects under Ministry of DoNER has contributed (b) The working season in this part of the
substantially over the last few years and if the pace is Country is limited to 5-6 months only
continue it will take approximately 20 years to develop from end October to March.
and integrated Highway network of desired level.
(c) Limitation in use of Forest materials,
Due to emphasis given by the Govt. of India and
Govt. of Assam it has of late been possible to take (d) Absence of proper Railway connectivity
up construction of some of the major Missing links has lead to ribbon development along
like – the Highways which in turn has created
problems in land acquisition process
1. Construction of 9.15 km long Dhola – Sadiya associated with upgradation of Highways
Bridge which will bring the remote Sadiya area & roads in general.

Optimal/economic utilization of Forest materials indigenously developed technology i.e. Steel Piles
for road construction with the use of appropriate using Vibrohammer.
technology stands as a major challenge for the Stabilization of soil is a major challenge for the
Engineers of the region. Engineers of the North Eastern Region. Improving the
I hope, the deliberation proposed in this Annual bearing capacity of soil in the region can play a key
Session, will cover such challenges and try to address role toward economic utilization & consumption of
the bottlenecks. scares Forest materials. Use of Geo-textile & use of
suitable admixers need to be encouraged for improving
Being surrounded by the South East Asian Countries the CBR of embankment/ Sub grade layers.
like Bhutan, Myanmar, China, Bangladesh etc. the
North East stands as Gateway to the South East Asian Indigenously developed bamboo pilling/granular
piling and Vetiver have also been used successfully
Nations and as such North East has vast potential to
for prevention of sliding of slopes on a number of
contribute economic growth of the County through
Highway embankments.
foreign trades under India’s Look East Policy. With
proper integrated development of the Highway Protection of slope in the hilly regions particularly
network in the region and creating proper linkage with during monsoon is another challenging task for the
the South Asian neighbors, the Trade & Commerce of Engineers of the region.
the region can be enhanced considerably. Economic Use of Geo-textile along with Vetiver and bamboo
development of the North East will be manifold only piling may be a remedial solution for steep slope
when whole of the North East will have integrated protection.
developed Highway network.
Alongside the Session, One Exhibition cum Buyer
Hon’ble Minister PWD has also paid keen interest in Seller meet has been arranged where more than 150
successful holding of the 74th Annual Session of the Companies have participated. The Exhibition will
IRC. Hon’ble Chief Secretary of Assam who himself be very helpful to know the latest development of
is an Engineer encourages immensely to hold the 74th materials & machineries for efficient implementation
Session of IRC at Guwahati. of infrastructure projects. I urged upon our Engineers
I would also like to draw attention of the experts & to reap the benefit by exchanging knowledge and
Highway professionals to the fact that Assam has the views with experts participating in the 74th Annual
highest number of Bridges per km stretch of NHs. Session of IRC.
Most of these bridges are more than 50 years old. Hon’ble Union Minister of State for Road Transport
Rehabilitation & retrofitting in a number of bridges & Highways, Sri Sarvey Sathyanarayana Ji, has
is a big challenge for the State. Moreover Assam spared his valuable time out of his busy schedule to
falls in seismic Zone V and highly vulnerable to attend this Inaugural session. I offer my sincere thank
earth quake. Bridges being the weakest points on the to him.
Highway network I would like to call upon all the
I also thank all the Dignitaries, Distinguished
experts & highway professionals to give a serious
Delegates & Invitees, All IRC officials and members
thought about rehabilitation and or reconstruction of
for taking part in the 74th Annual session of the IRC.
such old & vulnerable bridges in the State and suggest
I wish their pleasant stay in this historic City of
appropriate measures to be adopted for maintaining
Guwahati. Also I take this opportunity to request the
communication in the event of a natural disaster.
Experts participating in the session to offer their kind
Ranganadi Bridge near North Lakhimpur which was
advices to our Engineers which will help us a lot in
washed away during 2008 has been rehabilitated using

their services to the Nation. I also thank the persons of economic growth and building-up of infrastructure at
Press and Electronic media for their presence in this an affordable cost by reducing the time of completion.
inaugural session. In this context I can site an example from Odisha.
Thank you”. The first Mahanadi Bridge near Cuttack with a length
of 2254 m long was constructed (1960-64) with a
Address by Shri Ashok Basa, President, Institution
completion time of 48 months. The second one near
of Engineers (India) during the 74th Annual Session
the same site took 43 months (during 1997-2001). The
of IRC
real saving in time was observed in the third bridge,
which took only 36 months to get completed. This is
the result of adoption of innovation in technology. I
am sure many such examples do exist in all parts of
the country today.
IRC & IEI are two old & important professional bodies
of our country. When National Building Code 2005
was published with a lot of changes, Civil Engineering
Division Board (CVDB) of IEI in collaboration with
Bureau of Indian Standards conducted workshop
throughout the country to make awareness of the code
Shri Ashok Basa, President, Institution of Engineers (India), among the engineers. IRC produces wonderful code
delivering address of practices. Particularly drastic changes have been
brought in the recent code on RCC, PSC and Steel
“It is a matter of great honour & privilege for me to
Structures. It is time that the users have to be made
stand before the renowned technocrats of the country
aware of these changes. I assure you on behalf of IEI
gathered on the grand occasion of the 74th Annual
that; we will join hands with IRC and popularize these
Session of Indian Roads Congress, being organized in
codes through our CVDB.
this beautiful city of Guwahati.
Someone has said that 21st century belong to Asia. If
Technology and economic development of a country
that be so India certainly is going to be in the center
share an umbilical relationship. Technological
stage and has to compete with China, Japan & South
innovation supported socio-political institutions
Korea. IRC being one of the oldest professional
are the key driver of long-term and sustained
bodies will definitely help our country to move in that
economic growth. There are basically two models
direction. In this task “let us see inward, look outward,
of technological advances - one is ‘Innovation’ i.e.
move onward, & together go fast forward” to build
developing indigenous technologies and the other is
a new India with inclusive growth and sustainable
‘Adoption’ i.e. retrofitting technologies that have been
development.
developed somewhere. The experience of third-world
countries shows that the follower economy that adopts In fine I am concluding with a prayer to the almighty,
technology without imparting stress on innovation on behalf of all of us –
tends to lag behind the innovators. Secondly, these “God grant me the serenity to accept things I can not
economies have to depend heavily on specialized change, the courage to change things I can,
institutions that would help in facilitating diffusion of
technologies. For a country like India, adoption of an & the wisdom to know the difference between them”
appropriate innovation strategy is needed to foster high Thank You”.

Vote of Thanks by Shri Vishnu Shankar Prasad, given, will be taken forward, especially in terms
Secretary General, IRC during the 74th Annual of introducing apt technology duly considering the
Session of IRC existing Indian practices combining with the most
advance technologies in the world. We will develop
specifically for the Indian conditions and the result
of the same may be visible in coming years. Sir,
this 74th Annual Session of IRC has achieved some
unprecedented feat which was not imagined earlier
like having four parallel technical sessions moreover
the proceedings of the same were live-web-casted
around the world. And it has happened only because
of inspiring guidance given by the Hon’ble PWD
Minister and dedicated effort made by the entire
Shri Vishnu Shankar Prasad, Secretary General IRC proposing organizing team led by Shri A.C. Bordoloi Ji. Sir, this
the Vote-of-Thanks
event has also opened new opportunities for North-
Hon’ble Chief Minister, State of Assam, Shri Tarun East region. We requested the World Bank to hire
Gogoi Ji; Hon’ble Minister PWD, GDD, Urban the services of the road safety expert and the World
Development and Housing, Smt. Ajanta Neog Ji; Bank was kind enough to agree our request and they
Hon’ble Parliamentary Secretary Shri Monilal hired the expert services of Shri Phillip Jorden. He
Goala Ji; Addl. Chief Secretary Assam, Shri V.K. is a known Road Safety Expert in the world. He has
Pipersenia Ji; Director General (Road Development) been here in Assam, visiting various roads for last 15
& Special Secretary, MoRT&H and President, days. He made a lively presentation yesterday and our
IRC Shri C. Kandasamy Ji; Commissioner and aim is develop a model safe road in Assam with the
Spl. Secretary, Govt. of Assam Shri A.C. Bordoloi help of World Bank which may be replicated in all
Ji; Past President IRC Shri P.N. Jain Ji; Vice- country. Sir, for all these things to happen, I express
President, IRC Shri Samuel Ji; Vice-President my gratitude to Dr. Ashok Kumar, World Bank and
IRC, Shri Mahendrakar Ji; Vice-President, IRC, Shri Phillip Jorden who are here with us today. I
Shri Swantantra Kumar Ji; other dignitaries on the dais expressed my gratitude to them as they had agreed at
and off the dais, distinguished guests from India and a very short time notice of just a month. Sir, you have
abroad, esteemed members of IRC, invitees, exhibitors mentioned that the roads are essential for inclusive
and friends from media, ladies and gentlemen, a very development. In IRC we are moving for a concept of
good evening to all. asset management in the road sector. We had dedicated
Today, IRC fraternity feel proud and privileged to the entire panel session just before this session and
have Hon’ble Chief Minister of Assam Shri Tarun the recommendations emerging out of it will be taken
Gogoi Ji amongst us in spite of his extreme busy forward. The two concepts which we are focusing on
schedule. Sir, we are highly highly privileged and in IRC, which are unique in themselves, one is the
I express our deep gratitude for the same. Sir, I concept of asset management of the facilities. Up till
assure you, on behalf of IRC, the guidance you have now we used to talk about the projects. Now we are

moving towards the concept of facility, it means that entire State Govt. support. I thank the entire dedicated
it has to be sustainable, durable and the life cycle cost team, led by Shri A.C. Bordoloi Ji, for their untiring
of the facility will be the lowest. So it will allow the effort, dedicated efforts, the pains taken by them. It is
road owning agencies as well as the entrepreneurs impossible to express in words, It is unprecedented.
to adopt the best of the technologies as he has to The way the things have been managed, in spite of
work out the cost of facilities over the life cycle. so many limitations. I express my deep gratitude
And the second concept which we are focusing is on to the entire team effort to the entire team led by
creating the safe roads. The safe roads without any Shri A.C. Bordoloi Ji. I express my gratitude to
black spot i.e. “Black Spot Free Safe Roads”. That the entire IRC fraternity, the members of technical
itself is a herculean task. It may require a dedicated Committees of IRC, the Apex Committees of IRC, for
team of road safety auditors, and in this direction also supporting the endeavors of IRC in moving forward
World Bank has came forward. From the global Road and helping IRC to achieve the new feats of releasing
Safety fund, they are financing our effort and their the highest number of publications, the codes of
mission is coming from Washington in February i.e. practices, specifications in a year. This 74th Annual
in next month. To workout further modalities. Our Session of IRC at Guwahati will be remembered
aim is to create 100 trainers in road safety auditing as historic event of releasing largest number of
which will be a unique thing as today we don’t have publications in a year. I express my deep gratitude to
any certified road safety auditor in our country. And all Committee Members. I also express my gratitude,
the first beneficiary of the same will be the Assam as well as expressing my happiness for the support
State and it will open the ways for the other States. given by the exhibitors. Sir, this session has seen the
I thank Hon’ble Minister, PWD, GDD and Urban highest number of exhibitors witnessed in the IRC.
Development & Housing for her inspiring guidance, It is more than 160. The media is helping us a lot and
she is giving us for the last 6 days. Every day she has I express my deep gratitude to friends of media both
been here, guiding us to move forward and the result electronic and print for their support they are giving,
is in front of us. Ma’am I express my deep gratitude the coverage they are giving to us and I am sure they
on behalf of the entire IRC fraternity. I also thank will continue to support us in future also. But I should
Shri Monilal Goala Ji, for his kind support he is giving not forget the IRC Secretariat also, Sir it may be
to us. I also thank Shri C. Kandasamy Ji, Director surprising that we were celebrating all our festivals
General (Road Development) & Special Secretary, in the IRC Secretariat. We were not celebrating any
MoRT&H and President IRC. He is being a guiding festivals at home for more than last one & a half
force for the IRC to move forward and achieving month. So I express my deep gratitude to each and
greater height every day, I express my gratitude to you every staff member of IRC Secretariat for the support
Sir. I also thank Shri V.K. Pipersenia Ji, representing they are giving to me, to the IRC for moving further
the Govt. of Assam, without their support it would be ahead. With this, Sir, I thank you for being with us.
difficult to even think about of holding this event in Jai Hind.
such a magnificent manner, I thank you Sir and the

Glimpses of Inauguration of Technical Exhibition-cum-Buyer-Seller Meet held on 18th January, 2014

Glimpses of Inaugural Function of 74th Annual Session of IRC held on 19th January, 2014
Shri Sarvey Sathyanarayana ji, Hon’ble Minister of State for Road Transport & Highways, Government of India
being welcomed in Traditional Manner
Smt. Ajanta Neog, Hon’ble Minister PWD, GDD & Urban Shri Nilmani Sen Deka, Hon’ble Minster Agriculture and
Development and Housing, Govt. of Assam being welcomed in Parliamentary Affairs Govt. of Assam being welcomed in
Traditional Manner Traditional Manner
Shri Ajit Singh, Hon’ble Minister of State for Sports & Excise, Shri Monilal Goala, Parliamentry Secretary PWD, Govt. of
Govt. of Assam being welcomed in Traditional Manner Assam being welcomed in Traditional Manner

Shri C. Kandasamy, President, Indian Roads Congress and Shri V.K. Pipersenia, Addl. Chief Secretary, Govt. of Assam
Director General (Road Development) & Special Secretary, being welcomed in Traditional Manner
MoRTH, Govt. of India being welcomed in Traditional Manner
Shri V.K. Gupta, Director General (Works), C.P.W.D, being Shri Vishnu Shankar Prasad, Secretary General, Indian Roads
welcomed in Traditional Manner Congress being welcomed in Traditional Manner
Shri Ashok Basa, President, Institution of Engineers (India) Shri P.N.Jain, Immediate Past President, IRC being welcomed in
being welcomed in Traditional Manner Traditional Manner

Shri A.C. Bordoloi, The Commissioner & Special Secretary to Shri A Samual Ebenezer Jabarajan, Vice President, IRC being
Govt. of Assam, being welcomed in Traditional Manner welcomed in Traditional Manner
Shri K.K.Y. Mahindrakar, Vice President, IRC being welcomed Shri Sandeep B. Vasava, Vice President, IRC being welcomed in
in Traditional Manner Traditional Manner
Shri Swatantra Kumar, Vice President, IRC being welcomed in View of the Dais during Inaugural Function of
Traditional Manner 74th Annual Session

Lighting of Traditional Lamp
Shri Sarvey Sathyanarayana ji, Hon’ble Minister of State for Road Transport & Highways, Government of India lighting Inaugural
Lamp along with Smt. Ajanta Neog, Hon’ble Minister PWD, GDD & Urban Development and Housing, Govt. of Assam;
Shri Nilmani Sen Deka, Hon’ble Minister of Agriculture & Parliamentary Affairs, Govt. of Assam; Shri Ajit Singh,
Hon’ble Minister of State for Sports & Excise, Govt. of Assam and other high dignitaries
Glimpses of Lighting of Traditional Lamp during & 74th Annual Session of IRC

Different Views of Participants
View of the audience during National Anthem

Release of New Publications of IRC and Souvenir 4. IRC:115-2014 “Guidelines for Structural
for 74th Annual Session of IRC: Evaluation and Strengthening of Flexible Road
Pavements Using Falling Weight Deflectometer
Hon’ble Minster of State for Road Transport &
(FWD) Technique”
Highways, Govt. of India Shri Sarvey Sathyanarayana
Ji released the following 7 publications of IRC. 5. Revision of IRC:78-2014 “Standard
Specifications and Code of Practice for
1. IRC:SP:55-2014 “Guidelines on Traffic Road Bridges, Section VII- Foundations and
Management in Work Zones” (First Revision) Substructures (Second Revision)
2. IRC:SP:62-2014 “Guidelines for Design & 6. Revision of IRC:6-2014 “Standard
Construction of Cement Concrete Pavements Specifications and Code of Practice for Road
for Low Volume Roads” (First Revision) Bridges, Section-II Loads and Stresses
3. IRC:SP:100-2014 “Use of Cold Mix Technology 7. HRB SR No. 23-2014 “State of Art Report:
in Construction and Maintenance of Roads Design and Construction of Rockfall Mitigation
Using Bitumen Emulsion” Systems”
Shri Sarvey Sathyanarayana Ji, Hon’ble Minster of State for Shri Sarvey Sathyanarayana Ji, Hon’ble Minster of State for
Road Transport & Highways, Govt. of India presenting first Road Transport & Highways, Govt. of India presenting first copy
copy of released IRC:SP:55-2014 to Smt. Ajanta Neog, Hon’ble of released IRC:SP:62-2014 to Shri Nilmani Sen Deka, Hon’ble
Minster PWD & GDD, Urban Development and Housing, Minister of Agriculture & Parliamentary Affairs, Govt. of Assam
Govt. of Assam
Road Transport & Highways, Govt. of India presenting first copy Road Transport & Highways, Govt. of India presenting first copy
of released HRB SOAR. No. 23-2014 to Shri Ajit Singh, Hon’ble of released IRC:SP:100-2014 to Shri V.K. Pipersenia, Addl.
Minster for Sports and Excise, Govt. of Assam Secretary to the Govt. of Assam

Road Transport & Highways, Govt. of India presenting first copy Road Transport & Highways, Govt. of India presenting first copy
of released IRC:6-2014 to Shri A.C.Bordoloi , Commissioner & of released IRC:78-2014 to Shri C. Kandasamy, President IRC
Special Secretary to Govt. of Assam, Public Works Building and DG(RD) & SS, MoRTH
and NH Deptt.
Shri Sarvey Sathyanarayana Ji, Hon’ble Minster of State for Road Transport & Highways, Govt. of India presenting first copy of
released IRC:115-2014 to Shri V.K.Gupta, Director General (Works), CPWD
Smt. Ajanta Neog Ji, Hon’ble Minster of PWD, GDD,Urban Development and Housing , Govt. of Assam releasing Souvenir brought
out by Govt. of Assam on the occasion of 74th Annual Session

Felicitation of Authors of Papers: Congress, Volume 73 Part 2 and awarded to S/

Hon’ble Minister of State for Road Transport Shri Rajesh Rohatgi, Arnab Bandyopadhyay and
& Highways, Govt. of India, Shri Sarvey D.P. Gupta for their Paper No. 581 “Capacity
Sathyanarayana Ji felicitated the Authors of the and Performance Indicator Framework for Road
Papers published in Journal of the IRC & Highway Agencies in India” printed in Journal of the Indian
Roads Congress, Volume 73 Part 3.
Research Journal in the year 2012. The following Awards
and Medals were given: iv) Commendation Certificates: Awarded to Paper
i) IRC Medal (for Best Paper discussed at the No. 575 “Mixed Traffic Flow Analysis on
Session): Awarded to Dr. A.G. Namjoshi for Roundabouts” by Dr. Satish Chandra and Dr.
his Paper No.579 “Disastrous Failure of A Major Rajat Rastogi printed in Journal of the Indian
Bridge during High Floods: A Case Study with Roads Congress, Volume 73 Part 1, Paper No.576
Critical Review of Some Basic Design Parameters” “Perpetual Flexible Pavements: Pavements of
printed in Journal of the Indian Roads Congress, Future” by Shri Sanjay Garg printed in Journal
of the Indian Roads Congress, Volume 73
Volume 73 Part 2.
Part 1, Paper No.580 “A Critical Review of
ii) Medal Instituted by Maharashtra PWD Concrete Road Construction Practices in India”
(for Best Paper on Construction): Awarded by Shri M.C. Venkatesha & Shri Nawraj Bhatta
to Shri D.D. Sharma, Dr. V.K. Yadav, printed in Journal of the Indian Roads Congress,
S/Shri Praveen Gupta, Alok Bhowmick & S.K. Volume 73 Part 3, Paper entitled “Reinforced
Chellani for their Paper No.583 “Construction Cement Concrete Pavement for Village Roads
of the Most Unbalanced Continuous Cantilever in Alluvial Region: A Sustainable Option”
P.S.C. Bridge Over River Munawar Tawi at by Dr. R.K. Srivastava, Prof. S.K. Duggal &
Beripattan, Jammu & Kashmir – A Success Story” Prof. K.K. Shukla printed in Highway Research
printed in Journal of the Indian Roads Congress, Journal Volume 5 No.2 and Paper entitled “A
Volume 73 Part 3. Laboratory Study of Construction and Demolition
Waste for Use in Road Works” by S/Shri U.K.
iii) Medal Instituted by Bihar PWD (For Best
Guru Vittal, Ms. Farhat Azad, J. Ganesh, Binod
Paper on Road Research): Awarded to
Kumar & Sudhir Mathur printed in Highway
Shri M. Vishwas, Shri Pradeep Kumar,
Research Journal Volume 5 No.1.
Ms. Sowjanya & Dr. L.R. Kadiyali for their Paper
No. 577 “Some Issues Pertaining to Sustainability v) Commendation Certificate is also awarded to Shri
of Road Transport Operations, Road Construction Kiyoshi Dachiku in recognition of his contribution
and Maintenance in India Over the Next Twenty to IRC in preparation of Guidelines and Manual for
Years” printed in Journal of the Indian Roads Expressways and other prestigious documents.
Maharashtra PWD Medal for Best Paper on Construction is Bihar PWD Medal for Best Paper on Road Research is awarded
awarded to Shri D.D. Sharma Author of Paper No.583 published to Shri M Vishwas Author of Paper No 577 published in Journal
in Journal of the Indian Roads Congress, Volume 73 Part 3 of the Indian Roads Congress, Volume 73 Part 2

Bihar PWD Medal for Best Paper on Road Research is awarded to Shri Rajesh Rohatagi and Shri D.P. Gupta Authors of Paper No 581
published in Journal of the Indian Roads Congress, Volume 73 Part 3
Commendation Certificates awarded to Shri M.C. Venkatesh Commendation Certificates awarded to Dr. R.K. Shrivastava
Author of Paper No.580 published in Journal of the Indian Roads Author of Paper published Highway Research Journal
Congress, Volume 73 Part 3 Volume 5 No.2
Commendation Certificates awarded to Shri Binod Kumar Commendation Certificate awarded to Shri Kiyoshi Dachiku
Author of Paper Published in Highway Research Journal in recognition of his contribution to IRC in preparation of
Volume 5 No.1. Guidelines and Manual for Expressways

Glimpses of Cultural Events held during the 74th Annual Sessions

201st Council Meeting of the Indian Roads 5. Interim Specifications for Warm Mix
Congress held on 19th January, 2014: Asphalt
The Council in its 201st meeting held on 19th January, 6. First Revision of IRC:SP:49 Guidelines
2014 transacted the administrative, financial and for the Use of Dry Lean Concrete as Sub-
general business of the IRC and also noted with Base for Rigid Pavement
satisfaction achievements of IRC during the year 2013
7. First Revision of IRC:SP:42 Guidelines
and New Initiatives taken. After detailed discussion,
of Road Drainage
the Council approved the following documents and
amendments for publishing: 8. Tentative Specifications for Readymade
Bituminous Pothole Patching Mix Using
A) Amendments and Errata Cut-Back Bitumen
1. New Clause on Special Vehicle for The Council also paid tribute to the members of IRC
carrying out overweight and over departed during the year 2013.
Dimension Consignment I.E. No. 204.5
to IRC:6 “Standard Specifications and Technical Sessions held on 19th January 2014.
Code of Practice for Road Bridges, These events were webcasted live to the entire
Section II – Loads and Stresses” world through internet through IRC Web Portal.
This initiative taken by IRC, has been appreciated
2. Amendments and Errata to IRC:112-2011 by all.
“Code of Practice for Concrete Road
Bridges” Morning Session
3. Amendments and Errata to IRC:24-2010 In the morning of 19th January, 2014 Technical
“Standard Specifications and Code of Sessions was held dedicated to presentations &
Practice for Road Bridges, Steel Road discussions on Technical Papers on bridges printed in
Bridges (Limit State Method) Journal of IRC in year 2013. This session was Chaired
by Shri S.R. Tambe, former Secretary PWD, Govt. of
4. Amendments and Errata to IRC:SP:37- Maharashtra and Past President, IRC and Co-Chaired
2010 “Guidelines for Evaluation of Load by Dr. C.V. Kand, Chief Engineer (Retd.) PWD,
Carrying Capacity of Bridges” (First Govt. of Madhya Pradesh and presently Consultant
Revision) in Madhya Pradesh. The following Papers were
presented and discussed during this Session:
B) Documents
1. Paper No.602 entitled: “Case Study
1. Guidelines for Design and Construction
of Reinforced Soil Walls on New Initiatives Taken on Caisson
Foundations and Cutting Edge
2. Standard Specification and Code of Construction at Bogibeel Bridge” by
Practice for Road Bridges Section: Shri Anupam Das
IX- Spherical and Cylindrical Bearings
2. Paper entitled “Problems of Bridge
3. Revision of IRC:SP:84:2009 “Manual Bearings on Sloping Spans and at
for Specification and Standards for Four Abutments” by Dr. C.V. Kand
Laning of Highways through Public
Private Partnership Pre-Lunch Session
4. Document on Material Testing Facilities After the Tea break two parallel Technical Sessions
for Highway Sector In India were held. First Technical Session dedicated to

presentations & discussions on Technical Papers Technical Session held on 20th January 2014
printed in IRC Journal in 2013. This Technical Session Morning Session
was Chaired by Shri G.C. Tallur, former Secretary,
PWD Karnataka and Co-Chaired by Shri S. Sathish, In the morning of 20th January, 2014 four parallel
Deputy Chief Engineer, Highway Research Station, Technical Sessions were held. Three Technical
Sessions were dedicated to presentations & discussions
Chennai. Following Technical Papers were Presented
on Papers printed in IRC Journal during the year 2013
and discussed during the Session:
and fourth session was dedicated to Presentations by
Paper No. 587 “Study of Composite Effect of Research Organizations and Consultants.
Concrete Base in Rigid Pavement for Village
First Technical Session was Chaired by Shri S.S.
Roads in alluvial Region” by Dr. R.K. Srivastava,
Porwal, Chief Engineer, Project Udayak, BRO and Co-
Prof. K.K. Shukla and Prof. S.K. Duggal.
Chaired by Mrs. Bibha Das Saikia, former Principal,
Paper No. 590 “Pavement Deterioration Modeling Assam Engineering College, Guwahati. Following
for Low Volume Roads” by Dr. Vandana Tare, Technical Papers were presented during the Session:
H.S. Golia, Atul Bhatore & Kundan Meshram. Paper No. 604 “Evaluation of Design of Geocell
Second Technical Session on Presentation and Reinforced Unpaved Roads” Authored by Jyothi P.
Discussion of Technical Papers on Roads and Traffic Menon & Dr. G.L. Shivakumar Babu
& Transportation published in Journal of IRC Paper No. 603 “ Landslide Hazard Database and
Volume 73 Part 4 and 74 Part 2 was Chaired by Shri Inventory – Focus on A Suitable Methodology for
C.C. Bhattacharya, former Director General (Road India” by Ms. Shanal Pradhan, Dr. Kishore Kumar &
Development) & Addl. Secretary, Ministry of Road Dr. S. Gangopadhyay
Transport and Highways and Co-Chaired by Shri
Second Parallel Session was Chaired by Shri R.K.
S.K. Mehta, Managing Director, Mehta Construction
Jain, Chief Engineer (Retd.), Haryana PWD and
Group, Gurgaon. The following Papers were presented
Co-Chaired by Shri K. Sitaramanjaneyulu, Head,
and discussed during this Session: Pavement Evaluation Division, CRRI, New Delhi.
1. Paper No.592 entitled: “Consistency The following Papers were presented and discussed
Evaluation of Horizontal Curves on Rural during this Session:
Highways” by Dr. A.U. Ravi Shankar, 1. Paper No.600 “Distresses in Cement
Dr. M.V.R. Anjaneyulu & Dr. N.J. Concrete Pavements – A Case Study”
Sowmya by Dr. A.K. Mishra, Dr. Renu Mathur,
2. Paper No.598 entitled: “Dynamic Vehicle Dr. Rakesh Kumar, Shri J.B. Sengupta
Equivalent Factors for Characterisation of and Shri Diniesh Ganvir
Mixed Traffic for Multilane Metropolitan 2. Paper No.601 “Rehabilitation and
Arterials in India” by Dr. Gaurag Joshi Upgradation of an Existing Airfield
and Shri Dinesh Vagadia Runway Pavement for Operation of Next
Generation Aircrafts” by Lt. Col. Rahul
All the above presentations were very informative
Oberoi and Dr. A. Veeraragavan
and effective and the same were appreciated by the
participants. Thereafter, session was summed up by Third Parallel Session was Chaired by Shri S.K. Puri,
the respective Co-Chairman and Chairman of the Former DG(RD) & SS, MORTH and Co-Chaired by
Session. Dr. Sunil Bose, Head Flexible Pavement Dn., CRRI

(Retd.). The following Papers were presented and Laboratories and fourth session was dedicated to
discussed during this Session: Presentations by Ph.D Scholars and IIT Students.
1. Paper No. 588 “Full Scale Field First Session was Chaired by Shri V.L. Patankar,
Performance Study on SBS Modified and Addl. Director General, MoRT&H and Co-Chaired by
Conventional Bitumen in Bituminous Shri Tawde, Chief General Manager, NHAI, Mumbai.
Concrete Surface Subjected to Heavy Following Papers were presented during the Session:
Traffic” by Dr. P.K. Jain, Chief Scientist
Paper NO. 605 “Analytical Design of Short Panelled
& Head, Flexible Pavement Division,
Concrete Pavements” by Shri M.V. Arun Chand and
CSIR-Central Road Research Institute.
Dr. B.B. Pandey.
2. Paper No. 591 “Study on Rutting
Paper No. 595 “Performance Evaluation of Stone
Characteristics of Bituminous Binders
and Mixes” by Prof. I. Srinivasa Reddy, Matrix Asphalt (SMA) Using Low Cost Fibers” by
Prof. & Head of the Civil Engg., NBKR Shri K.B. Raghuram & Dr. Venkaiah Chowdhary.
Institute of Technology Vidyanagar & Second Technical Session was Chaired by
Prof. M. Amaranatha Reddy, Associate Shri D.B. Deshpande, former Secretary PWD, Govt.
Prof. Civil Engg. Deptt. IIT Kharagpur. of Maharashtra & Past President, IRC and presently
Fourth Parallel Session dedicated to presentations by State Information Commissioner, Maharashtra and
Research Organisations/Consultants was Chaired by Co-Chaired by Shri Ashok Basa, President, Institution
Shri C. Kandasamy, D.G. (RD) & SS, MORTH and of Engineers (India). During this session following
Co-Chaired by Dr. S. Velmurugan, Principal Scientist, presentations were made:
CRRI. The following research presentations were 1) “Innovations/Innovative Techniques/
made: Procedures” by Shri K.S. Krishna Reddy,
1. “Comparative Study of Journey Time Managing Director, KRD CL, Bangaluru
and Journey Speed Characters on Urban, 2) Dissemination of Innovative Techniques/
Semi Urban & Rural Roads” by Shri S. Procedures Adopted by Ministry of Rural
Satheesh, Dy. Chief Engineer, Highway Development/NRRDA in PMGSY” by
Research Station, Chennai Dr. I.K. Pateriya, Director (Technical),
2. “Response of Rigid Pavements, with or NRRDA
without Steel Fibres, to Environmental 3) “Innovative Soil Stabilization
and Traffic Loadings” by Prof. Ravinder Techniques in Assam” by Shri Shantanoo
Bir Singh, SDD Global, Freelance Trainer Bhattacharya, Executive Engineer, PWD
& Consultant, Independent Consultants, Assam
Mohali Third Session was Chaired by Shri G. Sharan, Former,
Pre-lunch Session: D.G. (RD) & S.S., MoRT&H and Co-Chaired by
Shri Sunil Bhowmick, E-in-C, PWD Tripura. The
After the Tea break four parallel Technical Sessions
following Research Presentations ware made:
were held. First Technical Session was dedicated to
presentations & discussions on Papers printed in IRC 1. “In the design for Fatigue resistance of
Journal during the year 2013; second session was Fibre reinforced Concrete Pavements”
dedicated to innovative presentations by the officer by Sunitha K. Nayar, Doctoral Research
of State/Central Govt. department; third session was Scholar, IIT Madras, Chennai & Ravindra
dedicated to presentations by Research Organizations/ Gettu, IIT Madras, Chennai

2. “Performance Studies on Bituminous 3. “Warm Mix Asphalt-Performance,

Concrete Mixes Using Waster Plastics” Potential benefits & other Parameters”
by Prof. A.U. Ravi Shankar, & Shri by Shri Ahmed Asif, M/s. Innovations
K. Kaushik and Shri Goutham Sarang MeadWestvaco India Pvt. Ltd.
Research Scholar, Dept. of Civil
4. “Mechanization Operation with
Engineering, National Institute of
Innovative Techniques Practiced for
Technology Karnataka.
Integrated Complex Project of Multilevel
Fourth Technical Session dedicated to presentation by Flyover with River Bridge and ROB” by
representative of Research Organizations/Consultants” Shri J.S. Jadhav & Shri K.B. Lawand,
was Chaired by Dr. V.K. Raina, Technical Director M/s. B.G. Shirke Const. Tech. Pvt. Ltd.
ITNL (IL&FS), and Co-Chaired by Shri Pratap
5. “Semi Rigid Pavements – Sustainable
S. Raizada, Vice-President (Corporate Affairs),
Directions to Green Roads” by Mr.
M/s. Gammon India Ltd. The following research
Andreas Korytowski, M/s. CCL
Presentation was made:
International Ltd.
“Accelerated Bridge Construction Technology” by
6. “Designing Hill Road Alternatives Using
Shri R.K. Jaigopal, Managing Director, Struct Geotech
MXRoad (Powered by OpenRoads) by
Research Laboratories (P) Ltd. Bangalore.
Shri Sowmen Pradhan, M/s. Bentley
All the presentations were very informative and Systems India Pvt. Ltd.
effective and the same were appreciated by the
7. “Elvaloy® Reactive Elastomeric Ter
participants. Thereafter, session was summed up by
Polymers Enhancing the Property
the respective Co-Chairman and Chairman of the
of Bitumen” by Shri Ashok Bansal
Session.
M/s. DuPont Packaging & Industrial
Post-Lunch Session: Polymers
In the afternoon excusive dedicated session for making 8. “Evolution of EQR TMT Rebar –
Technical Presentations by national/international A Suitable Construction Material
organizations for briefing their products/materials/ particularly for Seismic Zones in India”
technology and Talk by Experts were held. by Shri Vikas Goel, M/s. Shyam Steel
India Ltd.
Technical Presentations by national/international
organizations All the presentations were very informative and
effective and the same were appreciated by the
This session was chaired by Shri A.V. Sinha,
participants. Thereafter, session was summed up by
Former DG(RD)&SS, MORT&H and Co-chaired
the respective Co-Chairman and Chairman of the
Dr. Teiborlang Lyngdo Ryntathiang, Associate
Session.
Professor, Deptt. of Civil Engg., IIT Guwahati. The
following companies made presentations covering Expert Talk:
details of their products/materials/technology,
In the Evening, Expert Talk Session on following
application metrology, advantages, etc.
topics were held in order to keep abreast with the
1. “Use of Warm Ashpalt” by Mr. Rolf latest technical developments & solutions by highway
Jenny, M/s. Ammann Apollo India Pvt. sector:
Ltd.
1. “Mobile Maintenance Management
2. “Asset Management “ by Mr. Jon Day, System” by Shri Kiyoshi Dachiku, JICA
M/s. Instrumentation Solutions Pvt. Ltd. Expert

2. “Road Safety Management Strategy ” by Co-Chaired by Shri J.S. Jadhav, Chief Executive,
Shri Philip Jordan, World Bank Expert M/s. B.G.Shrike Const. Tech. Pvt. Ltd. The following
Paper and Presentations were presented and discussed
3. “Low Cost Pavement Protective
during this Session:
Technique – Collaborative Research” by
Shri R.K. Jain, Chief Engineer (Retd.), 1. Paper No.606 “Detailing Provisions of
Haryana PWD and Rigid Pavement IRC:112-2011 Compared with Previous
Expert Codes (i.e. IRC:21 & IRC:18)” Part 1:
General Detailing Requirements (Section
4. “Guidelines for Design and Construction
15 of IRC:112) by Shri Alok Bhowmick
of Mega Coastal Sealinks in India and
Strategy for their Durability” by Dr. V.K. 2. “Planning and Design of Bridges in
Raina, Technical Director ITNL (IL&FS) North East Practical Issues thereof” by
and Bridge Expert Shri Atop Lego, Chief Engineer, PWD,
Govt. of Arunachal Pradesh
All the presentations made during the Session were
3. “Waste Material Utilization in
very informative and effective and the same ere
Construction, Recycling of Concrete
appreciated by the participants.
Aggregate” by Shri R.K. Kansal,
Technical Session held on 21st January 2014 Executive Engineer, Haryana PWD,
Morning Session B&R.
On 21st January, 2014 four parallel Technical Sessions Third Technical Session Chaired by Shri K.K.Y.
were held. Two Technical Sessions were dedicated to Mahendrakar, Chief Engineer, DDG Pers Dte., and
innovative presentations by the officer of State/Central Co-chaired by Shri T. Elangovan, Director, NATPAC.
Govt. department; second session was dedicated The following Presentation were made:
to presentations & discussions on Papers printed in 1. “Innovative Products and Techniques”
IRC Journal during the year 2013; fourth session was by Shri Manv Prasad, S.E. B.R.O.
dedicated to presentations and discussion on General
2. “Issue Related to Rural Roads in Hill
Report on Road Research.
Areas of NE Region” by Shri K.C.
First Session was Chaired by Shri D.P. Gupta former Dhimole, Resident Technical Advisor,
DG(RD), MoRT&H and Co-Chaired by Shri S.M. Govt. of Arunachal Pradesh
Ramchandani, Joint Managing Director, MSRDC,
3. “Sonapur Cut & Cover Structure: An
Mumbai. Following presentations were made during
Innovative Approach to Solve 20 years
the Session:
old Problem” by Shri S.S. Porwal, VSM,
1. Use of Relonith as Soil Cement in High Chief Engineer, Project Swastik, BRO
Rainfall Areas of Arunachal Hills” by
Shri G. Karbak, Asst. Engineer, RWD Fourth parallel Session dedicated to presentation and
Govt. of Arunachal Pradesh discussion on “General Report on Road Research work
done in India” was Chaired by Dr. S. Gangopadhyay,
2. “Mitigating effects of linear
Director, Central Road Research Institute, and Co-
Infrastructure on wildlife survived in
Chaired by Dr. P.K. Jain, Chief Scientist & Head,
India” by Shri T.R. Shankar Raman of
Flexible Pavement Division, CSIR-Central Road
World Wildlife Federation
Research Institute. The following Presentations were
3. “Fibrous Road Concrete” by Shri I.O. made:
Noronha
The following Scientists from CRRI made
Second Technical Session was Chaired by Shri Mahesh presentations on various chapters of General Report
Kumar, Engineer-in-Chief, Haryana PWD (B&R) and
on Road Research work did in India.

1. “Pavement Engineering and Paving “Active Road” by Shri Santosh Arade, M/s. Active
Materials section of General Report on Software Consultancy & Research Pvt. Ltd.
Road Research work did in India” by “Geosynthetics for Tomorrow” by Shri Rajeeva R.
Shri Vinod Kumar Upadhyay, M/s. Flexituff International Ltd.
2. “Geotechnical Engineering section of All the presentations were very informative and
General Report on Road Research work effective and the same were appreciated by the
did in India” by Shri P.S. Prasad participants. Thereafter, session was summed up by
3. “Bridge Engineering Pavement the respective Co-Chairman and Chairman of the
Engineering and Paving Materials section Session
of General Report on Road Research Panel Discussion
work did in India” by Mrs. P. Lakshmy
In the afternoon, Panel Discussion Session was held
Parmeshwaran
on “Asset Management and Project Management in
4. “Traffic and Transportation Pavement Road Sector”. This Session was chaired by Shri
Engineering and Paving Materials section V.L. Patankar, Additional Director General,
of General Report on Road Research Ministry of Road Transport & Highways,
work did in India” by Dr. J. Nataraju New Delhi and the Panelists were Dr. Ashok
5. “Automated Detection and Measurement Kumar, Shri Adesh Jain, Shri Mahesh Kumar,
of Pavement Distresses Using Imaging Dr. G.V.S. Raju, Shri S.K. Puri, Shri Sunil Bhowmick
System” by Shri Lokeshwar Singh & Shri D.P. Gupta.
6. “A Comparison of Historical and Future In this session by Dr. Ashok Kumar, Senior Highway
Mobility Development in India” by Engineer, The World Bank made detailed presentation
Dr. S. Velmurugan on topic “Asset Management” and Shri Adesh Jain,
Pre-Lunch Session: National President, Project Management Associates
also made detailed presentation on topic “Project
After tea Break dedicated session for making Technical
Management in Asset Management”. Remaining
Presentations by national/international organizations
panelist briefed their views on topic “Asset
for briefing their products/materials/technology was
Management and Project Management in Road Sector”
held. The following Presentation were made: The
and presentation by Shri Shishir Bansal, Project
following Presentation were made:
Manager, Flyover Circle, F-12 “Green Infrastructure
“ Use RAP” by Mr. Rolf Jenny, M/s. Ammann Apollo of Capital City Delhi”.
India Pvt. Ltd.
All the presentations/ brief made by the panelist during
“Cost Effective & Energy Saving the Session were very informative and effective and the
“Honeywell Titan” for Bitumen Modification same were appreciated by the participants. Thereafter,
& Additive to convert VG10/VG30 to EnhancedVG40”
Session was summed up by the respective Chairman.
by Shri Vivek Ranjan, M/s. Honeywell International
India Pvt. Ltd. Proceeding of the Paper Discussions, Technical
Presentations of Research Institutions, Central
“Drainage Solutions Using Geocomposites and
and State Govt. Departments, Expert Talk, Panel
Similar Flexible Materials for Hill Road Problems”, by
Discussion etc. are being printed in IRC periodicals
Mrs. Mini Korulla, M/s. Maccaferri Environmental
i.e. IRC Journal and Highways Research Journal.
Solutions Pvt. Ltd.

Valedictory Session 1st Prize M/s Writgen India Ltd. And M/s. CCL
International Ltd.
Valedictory Session held in the evening of
21st January 2014 was Chaired by Shri Tarun Gogoi 2nd Prize M/s Bentley Systems India Pvt. Ltd.
ji, Hon’ble Chief Minister of Assam and also graced 3rd Prize M/s. Sunvin Technologies, M/s Zydex
by Smt. Ajanta Neog, Hon’ble Minister PWD, GDD Industries and M/s. 3M India Ltd.
& Urban Development and Housing, Govt. of Assam;
Shri Monilal Goala, Parliamentry Secretary PWD, 74th Annual General Body Meeting
Govt. of Assam, Shri C. Kandasamy, President, The 74th Annual General body meeting of the Indian
Indian Roads Congress and Director General (Road Roads Congress was held on 21st January, 2014.
Development) & Special Secretary, MoRTH, The following Council Members were elected in the
Govt. of India; Shri V.K. Pipersenai, Addl. Chief meeting:
Secretary, Govt. of Assam; Shri Vishnu Shankar Under Rule -9-k(i) Five Representatives of Associate
Prasad, Secretary General, Indian Roads Congress; Members (from Private Sector)
Shri A.C. Bordoloi, The Commissioner & Special
1. Shri Parampreet Singh
Secretary to Govt. of Assam, Public Works Building
& NH Department; Shri P.N. Jain, Past President, 2. Shri J. Satish
IRC; Shri Jebarajan Samuel, Vice President, IRC; 3. Shri Pravin Kumar Chharia
Shri K.K.Y. Mahindrakar, Vice President IRC; Shri 4. Shri Prashant Kapani
Swatantra Kumar, Vice President, IRC and Shri 5. Shri Mohit Verma
S.K. Barua, Local Organizing Secretary 74th Annual
Session of IRC. Under-9-k(ii) Three Representatives of Associate
Members (from Public Sector)
During the Valedictory Session the Hon’ble Chief
1. Shri Balbir Singh Yadav
Minister of Assam released the Directory of the
Exhibitors participated in the Technical Exhibition 2. Shri Rajendra Nath Mishra
-cum - Buyer-Seller Meet. 3. Shri S.M. Ramchandani
Felicitation to the Presenters/Exhibitors: Under Rule- 9-l One Representative of
The Hon’ble Chief Minister of Assam felicitated the Institutions primarily engaged in Roads and Road
presenters, Exhibitors, artists of Culture programme Transport Research who are Associate Members
performed during 74th Annual Session; (from Public Sector/Private Sector)
I) Commendation Certificates to Shri Shri T. Elangovan - NATPAC
Shantanu Bhattacharya, Executive Under Rule- 9-m One Representative of
Engineer (Mechanical), Assam PWD Engineering Universities/ I.I.Ts/ Engg. Colleges
for his best Technical Presentation from who are Associate Members
Government Departments.
Shri Balbir Singh Sheokand - Haryana
II) Memento to Dr. Prassano Gogoi for best
Under Rule- 9-n One Representative from Zilla
Choreography for Culture programme
Parishads, Distt. Boards, Panchayat Samitis,
III) Memento to Ms. Akriti Mehra, Budding Panchayati Raj Departments, Rural Development
Singer Departments, Rural Works Department, Rural
IV) Mementos were also presented to the Engg. Organisations
following Exhibitors for best display: Shri Joseph George - Kerala

Under Rule- 9-o One Representative of Board of 7. Chhattisgarh Nomination Awaited

Municipalities, Improvement Trusts, Development 8. Daman & Diu Nomination Awaited
Authorities and Cantonment Engineers 9. Delhi Admn Nomination Awaited
10. Goa Nomination Awaited
Col. Pradeep Gairola - Arunachal Pradesh
11. Gujarat Shri M.M. Jivani
Under Rule- 9-p(i) The following ten members were 12. Haryana Shri Mahesh Kumar
elected as Members of the Council by the General 13. Himachal Pradesh Nomination Awaited
Body under Rule 9-p(i): 14. Jharkhand Nomination Awaited
1. Shri Kalyan Chandra Hazarika Assam 15. Jammu & Kashmir Nomination Awaited
16. Karnataka Shri K.S. Krishna Reddy
2. Dr. Pramod Kumar Jain Delhi
16. Kerala Nomination Awaited
3. Shri Alok Nath Banerjee West Bengal 17. Madhya Pradesh Nomination Awaited
4. Shri Manoranjan Misra Orissa 18. Maharashtra Nomination Awaited
5. Shri B. Muraleedharan Kerala 19. Manipur Nomination Awaited
20. Meghalaya Nomination Awaited
6. Shri Chinmay Debnath Tripura
21. Mizoram Nomination Awaited
7. Shri D.G. Malekar Maharashtra
22. Nagaland Nomination Awaited
8. Shri M. Nagaraj Karnataka 23. Orissa Shri N.K. Pradhan
9. Shri Surendra Kumar Rajasthan 24. Puducherry Nomination Awaited
10. Shri V.D. Patel Gujarat 25. Punjab Nomination Awaited
26. Rajasthan Nomination Awaited
Under Rule-9-p(ii) Two Representatives below
27. Sikkim Nomination Awaited
35 years of age
28. Tamil Nadu Shri K. Ameerdeen
1. Shri Vikas V. Thakkar - Maharashtra 29. Tripura Shri Sunil Bhowmik
30. Uttarakhand Nomination Awaited
2. Shri Abinash Mahanta - Assam
31. Uttar Pradesh Shri Arvind Kumar Gupta
Under Rule-9-q One Representative of Mechanical 32. West Bengal Nomination Awaited
Engineers
In addition to the above, the following personnel
Shri Anand Prakash Upadhyaya - Uttar Pradesh will be Council Members under the following
Under Rule- 9-s Two Representatives of Lady respective Rules:
Members Rule 9-b A Rep. of E-in-C’s Br., AHQ Nomination Awaited
Rule 9-c A Rep. of CPWD Shri V.K. Gupta
1. Ms Shobha Khanna - Madhya Pradesh
Rule 9-d Director General (Road Dev.) Nomination Awaited
2. Dr.(Mrs.) Lakshmy Parameshwaran - Delhi Rule 9-e A Rep. of Director, CRRI Nomination Awaited
The following were nominated by their respective Rule 9-f A Rep. of DGBR Shri S.S. Porwal
administrations as Members of the Council for the Rule 9-g A Rep. of Bureau of Nomination Awaited
next year under Rule 9-(a): Indian Standards
1. Andaman & Nicobar Nomination Awaited Rule 9-h Past Presidents Shri D.B. Deshpande
Shri Liansanga
2. Andhra Pradesh Dr. G.V.S. Suryanarayana
Dr. V.K. Yadav, VSM
Raju
3. Arunachal Pradesh Nomination Awaited Rule 9-i Immediate Past Secy. General Shri A.K. Sharma
4. Assam Shri A.C. Bordoloi Rule 9-j Local Organising Secretary Shri Surya Kr. Baruah
5. Bihar Nomination Awaited Rule 9-r A representative of National Nomination Awaited
6. Chandigarh Admn. Shri S.K. Chadha Highways Authority of India

Rule 9-t A representative of the Dr. I.K. Pateriya 6. The Indian Roads Congress thank Hon’ble
National Rural Roads Minister of State for Road Transport &
Development Agency (NRRDA)
Highways for kindly Inaugurating the 74th
Rule 9-u A representative of the North Nomination Awaited
Eastern Council (NEC) Annual Session and we are thankful for his
Rule 9-v A representative of the Indian Nomination Awaited
illuminating Address.
Academy of Highway 7. The Indian Roads Congress thank Hon’ble
Engineers (IAHE) Deputy Chairman of Planning Commission for
Rule 9-w A representative of Nomination Awaited sending his best wishes for the success of the
IRF-Geneva
Session.
Rule 9-x A representative of IRF Nomination Awaited
India Chapter 8. The Indian Roads Congress thank Hon’ble
Minister of State(I/C) for Parliamentary Affairs
Honouring the Oldest Member present in IRC
Session for his best wishes for the success of the
Session.
As per the tradition, IRC honoured oldest members
9. The Indian Roads Congress thank Hon’ble
present during the Annual General Body Meeting.
Accordingly, Dr. C.V. Kand and Shri D.P. Gupta were Minister of State(I/C) for Tourism for his best
honoured with the presentation of a bouquet, shawl wishes for the success of the Session.
and memento by Shri C. Kandasamy, President, IRC 10. The Indian Roads Congress thank Hon’ble
and Shri Vishnu Shankar Prasad, Secretary General, Minister of State(I/C) for Power for his best
IRC during 74th Business Meeting. wishes for the success of the Session.
The Secretary General, IRC read out the following 11. The Indian Roads Congress thank Secretary,
Resolution of Thanks at the end of the Business Ministry of Road Transport & Highways for his
Meeting which was approved with acclamation by the best wishes for the success of the Session.
General Body. 12. The Indian Roads Congress thank Director
1. The Indian Roads Congress thank Hon'ble General (Road Development) & Special
President of India for his greetings and good Secretary to the Govt. of India, Ministry of
wishes to the organizers for the success of the Road Transport & Highways for his best wishes
Annual Session. for the success of the Session.
2. The Indian Roads Congress thank Hon'ble 13. The Indian Roads Congress thank The Governor,
Prime Minister of India for his greetings and Govt. of Assam for sending his best wishes for
good wishes to the organizers for the success of the success of the Session.
the Annual Session. 14. The Indian Roads Congress thank The Chief
3. The Indian Roads Congress thank Hon’ble Minister of Assam for his Valedictory Address
Union Minister for Road Transport & Highways and for his support and good wishes for the
for his best wishes for the success of the success of the Session.
Session. 15. The Indian Roads Congress thank Hon’ble
4. The Indian Roads Congress thank Hon’ble Minister PWD & GDD, Urban Development
Union Minister for Heavy Industries & Public and Housing, Assam for inaugurating the
Enterprises for his best wishes for the success Technical Exhibition cum Buyer Seller Meet
of the Session. and for gracing the Inaugural Function.
5. The Indian Roads Congress thank Hon’ble 16. The Indian Roads Congress thank Hon’ble
Union Minister for Textiles for his best wishes Minister of Agriculture & Parliamentary Affairs,
for the success of the Session. Assam for gracing the Inaugural function.

17. The Indian Roads Congress thank Hon’ble Shri Sarat Sarmah, Chairman, Superintending
Minister of State for Sports & Excise, Assam Engineer (Bldg.), Reception and Registration
for gracing the Inaugural function. Committee;
18. The Indian Roads Congress thank the Shri Biswanath Bhattcharjee, Chairman, Addl.
Parliamentary Secretary, PWD, Guwahati for Chief Engineer (Roads), Press and Publicity
gracing the Valedictory Session and for his Committee;
good wishes for the success of the Session.
Shri Naba Kr. Kalita, Chairman, Addl. CE
19. The Indian Roads Congress thank the Chief (Mech), Transport Committee;
Secretary, Guwahati for sending message of
good wishes for the success of the Session. Shri D. Bora, Chairman, Addl. CE (Electrical),
Cultural Committee; Shri M.M.I.M. Bora,
20. The Indian Roads Congress thank Shri Ajoy
Chairman, Addl. CE (Bldg.), Tour Committee;
Chandra Bordoloi, Chairman & Commissioner
and
and Spl. Secretary, PWD (B&NH) and his
entire team for making excellent arrangements Shri Dilip Sarmah, Chairman, Dy. Secy. Budget
for conducting the 74th Annual Session at (Roads), Medical Committee and their dedicated
Guwahati and for making arrangements for the team of all these Committees for making all
comfortable stay of the delegates. efforts for the success of the Session
21. The Indian Roads Congress thank Shri Suryya 23. The Indian Roads Congress thank Mrs.
Kr. Baruah (Local Organising Secretary, 74th Madhuri Neog, Chairman of Ladies Programme
Annual Session), Superintending Engineer, Committee for arranging programs for the
PWD & other members of Local Organizing ladies accompanied the delegates.
Committee for their untiring efforts in making 24. The Indian Roads Congress thank the
the Session a grand success. Management of Sarusajai Sports Stadium,
22. The Indian Roads Congress thank Assam for providing their premises for
Shri P.K. Choudhury, Chairman and Chief conducting various Technical Sessions.
Engineer, PWD (Bldg.), Venue Committee; 25. The Indian Roads Congress thank the Police
Shri K. Hazarika, Chairman, Chief Engineer, Authorities, Assam for making adequate
PWD (Roads), Finance Committee; arrangements for security in connection with
Shri N.N. Deka, Chairman, Chief Engineer the Session.
(NH), Accommodation Committee; 26. The Indian Roads Congress thank the Assam
Shri Ranjit Das, Chairman, OSD (Bldg.), Municipal Corporation and Assam Development
Technical Seminar & Exhibition Committee; Authority for making elaborate arrangements at
Shri Biswadev Sarmah, Chairman, Addl. Chief Guwahati.
Engineer, PWD (Roads), Food Committee; 27. The Indian Roads Congress thank the print and
Shri B.K. Das, Chairman, Chief Engineer electronic media for making wide coverage of
(Border Roads & NEC (Works), Souvenir the proceedings of the Session.
Committee; 28. The Indian Roads Congress thank the Assam
Shri S.M. Bakir, Chairman, Chief Engineer, State Electricity Department, Guwahati and
PWD (ARIASP), Computer & Website other Organisations/Departments who have
Committee; helped in making the Session a grand success.

29. The Indian Roads Congress thank the Directorate General IRC and Shri P.N. Jain, Past President,
of Medical Authorities, Govt. of Assam for IRC.
providing medical facilities to the delegates.
Cultural Programme
30. The Indian Roads Congress thank the District
The Cultural Prgramme Committee of the 74th Annual
Administration Guwahati for making adequate
Session, organized variety of cultural programmes for
arrangements and assistance for the success of
the entertainment of the delegates and their families
the Session.
who rejoiced the evenings after the days’s long hectic
31. The Indian Roads Congress express their sincere technical activities spread over different Sessions.
thanks to the Govt. of Assam for inviting Indian
Ladies Programme
Roads Congress to hold the 74th Annual Session
at Guwahati and for the excellent arrangements Alongside the annual Session, ladies programmes
made for the success of the Session. were also organized throughout the day to entertain
the spouses and children of the delegates, which
202nd Council Meeting of the IRC held on the
provided an opportunity to the ladies to have an insight
22nd January, 2014
in to the local culture, etc. A number of competitions
The 202nd Council Meeting of the IRC was held on the were conducted for the spouses who accompanied the
22nd January, 2014. The following Office Bearers of delegates. The family members especially children
the Indian Roads Congress were elected for the next enjoyed a lot and participated in large numbers in the
term: competitions.
President, IRC - Shri Sunil Bhowmik Medical Facility during Session
Immediate Past President, IRC - Shri C. Kandasamy
During the Annual Session, a fee medical camp was
Secretary General, IRC - Shri Vishnu Shankar Prasad
also arranged by the State Organizing Committee for
Vice President, IRC - Shri A.C. Bordoloi
the benefit of the participants, Doctors and other para-
Vice President, IRC - Shri S.S. Porwal
medical staff from leading local hospitals were present
Vice President, IRC - Shri Mohit Verma to provide medical facilities. About 800 participants
Secretaries, Engineer-in-Chief and Chief Engineers availed this facilities and got benefited.
Meeting Post Session Tours
The meeting of Secretaries, Engineer-in-Chief and As a part of the recreation activity, conducted tour
Chief Engineers from Central and State Government programmes were arranged for the delegates and
Departments was also held on the 22nd January, 2014. participants at the end of the Session. The conducted
The meeting was graced by Shri Oscar Fernandes tour programmes were:
Ji, Hon’ble Union Minister of Road Transport and 1. Guwahati- Shillong-Cherapunjee and back
Highways, Govt. of India; Shri Ajit Singh, Hon'ble 2. Guwahati – Kaziranga National Park and back
Minister for Sport and Excise; Shri Moni Lal Goala, 3. Guwhati – Sibasagar – Kaziranga National Park and back
Parliamentary Secretary, Govt. of Aasam; Shri C. 4. Guwahati – Manas Tiger Project and back
5. Guwahati – Tezpur and back
Kandasamy Director General (Road Development)
& Special Secretary, MoRT&H; Shri A.C. Bordoloi, 6. Guwahati – Pabitara and back
Commissioner & Spl. Secretary to the Govt. of Assam; A large number of participants enjoyed the hospitality
Shri V.L. Patankar, Additional Director General, provided by the Government of Assam during these
MoRT&H; Shri Vishnu Shankar Prasad, Secretary Post Session Tours.

JUST RELEASED
1. IRC:6-2014 - “Standard Specifications and Code of Practice for Road Bridges, Section-II Loads and
Stresses” (Revised Edition) (Price Rs.700/- + Rs.40/- for postage & packing charges)
2. IRC:78-2014 - “Standard Specifications and Code of Practice for Road Bridges, Section VII- Foundations
and Substructures (Revised Edition) (Price Rs.700/- + Rs.40/- for postage & packing charges)
3. IRC:115-2014 - “Guidelines for Structural Evaluation and Strengthening of Flexible Road Pavements
Using Falling Weight Deflectometer (FWD) Technique” (Price Rs.300/- + Rs.30/- for postage &
packing charges)
4. IRC:SP:55-2014 - “Guidelines on Traffic Management in Work Zones” (First Revision) (Price Rs.900/-
+ Rs.40/- for postage & packing charges)
5. IRC:SP:62-2014 - “Guidelines for Design and Construction of Cement Concrete Pavements for Low
Volume Roads” (First Revision) (Price Rs.600/- + Rs.30/- for postage & packing charges)
6. IRC:SP:100-2014 - “Use of Cold Mix Technology in Construction and Maintenance of Roads Using
Bitumen Emulsion” (Price Rs.900/- + Rs.40/- for postage & packing charges)
7. HRB SR No.23-2014 – State-of-the-Art Report: Design and Construction of Rockfall Mitigation
Systems (Price Rs.900/- + Rs.40/- for postage & packing charges)
IMPORTANT ANNOUNCEMENT
VIT University Vellore will be organizing an International Civil Engineering Symposium (ICES) on
March 14-16, 2014. It is going to be a technical carnival consisting of civil engineering workshops, seminars,
modules, events and exhibitions. This gala will be a sanctum for more than 1500 civil engineers from all over
the continent giving it an aesthetic as well as a technical appeal. Guest lectures will be conducted by various
decorated personalities from various parts of India and the world for the awareness of the students of the VIT
University and the various participants and delegates from other colleges and institutions. For more details
please visit www.vit.ac.in or contact on telephone numbers 91-8124391112 and 91-9487013158
____________
The National Institute of Technology Rourkela will be organizing its fourth International Students meet
(ISM 2-14) during 7-9 March, 2014. For more details please contact Prof. Ramakar Jha Organizing
Committee, ISM NIT Rourkela, Odisha-769 008 Phone 91 (0661) 2462325, Mobile – 9439107366 and
E-mail: ramakarj@nitrkl.ac.in
____________
National Institute of Technology Warangal will be organizing a 3 day Transportation Young Researchers
Symposium during 27-29 March, 2014. This is exclusively for Post Docs, Scholars and M. Tech Students in
Transportation Engineering across India to bring them to a common platform and to give an opportunity for
them to present their research work. For more details please contact Prof. CSRK Prasad (Professor in Charge,
International Relations & Alumni affairs), Head, Transportation Division, Department of Civil Engineering
NIT, Warangal – 506 004 Voice:91 870 2462117 Cell: 91-9440347348, 9491065002 Fax: 91 870 2459547 and
E-mail: csrk@nitw.ac.in; csrk_prasad@yahoo.com
____________

Finite Element Analysis of Flexible Pavement with
Different Subbase Materials
Abdhesh K. Sinha*, Satish Chandra** and Praveen Kumar**
ABSTRACT present work was taken up to study the performance

The effect of quality of subbase material on life of a flexible of a flexible pavement with different types of local
pavement is evaluated in this paper. Three types of naturally materials in its subbase layer. The Finite Element (FE)
occurring materials namely; coarse sand, Conventional Subbase method is used to estimate vertical compressive strain
Material (CSM), stone dust and four types of industrial waste
materials; Blast Furnace Slag (BFS), Granulated Blast Furnace at top of subgrade to compare lives of the pavements
Slag (GBFS), Linz-Donawitz (LD) slag and fly ash are used. with different subbase materials.
The finite element analysis of the pavement is carried out by
employing multilinear isotropic elasto-plastic hardening model
in the ANSYS and the effect of type of subbase on life of the 2 BACKGROUND OF LITERATURE
pavement is evaluated. It is shown that the life of the pavement
The mechanistic response parameters of pavements
is reduced to 60 to 83 percent when industrial waste is used in
its subbase layer. The different design options are suggested to are required to develop damage prediction models.
compensate this reduction in life of the pavement. These parameters include the vertical strain at the
top of subgrade, the tensile strain at the bottom of
1 INTRODUCTION the surface layer and the surface vertical deflection.
The present flexible pavement design guidelines The finite element technique provides an almost
in almost all countries including India rely largely ideal approach to the problem of calculating
on use of stone aggregates in the different layers. these parameters in complex pavement structures.
However, many parts of the country do not have good Clough and Rashid (1965) used an axisymmetric
quality aggregates within the economical lead. Thus Finite Element Analysis (FEA) to solve the stress
the road construction cost in these areas is very high. distribution in a semi-finite elastic solid subjected to
Huge quantity of aggregates are also demanded in a concentrated load at the surface. Their results were
other sectors of construction activities. Due to these in close agreement with the Boussinesq’s equation.
reasons, the highway engineers are forced to use Duncan et al. (1968) justified the use of FEA in
alternate or marginal materials in the lower layers of solving axisymmetric loading of the pavement system
a road. Naturally occurring materials like coarse sand, with anisotropic layers. Harichandran et al. (1989) and
Conventional Subbase Material (CSM), stone dust and Zaghloul and White (1993) have successfully used the
artificial materials like fly ash, Granular Blast Furnace general- purpose finite element program ABAQUS, to
Slag (GBFS), Blast Furnace Slag (BFS), Steel Making simulate traditional flexible pavements. Dondi (1994)
Slag (SMS), LD slag etc., are available in abundance also used ABAQUS FE code to simulate the granular
in many parts of the country. Their utilization in road base layer by elastoplastic Drucker-Prager model and
construction will have several advantages including the subgrade by elasto plastic strain hardening model.
environmental management due to reduced pollution Helwany et al. (1998) illustrated usefulness of the
and conservation of land, which is presently being finite element technique in the analysis of three layer
used for disposal of these waste materials. The pavement systems subjected to the different types of
* Assistant Professor, Department of Civil Engineering, National Institute of Technology Jamshedpur

** Professor, Department of Civil Engineering, Indian Institute of Technology Roorkee, Rookee Uttarakhand

TECHNICAL PAPERS
loadings. They found that finite element modeling of compare the lives of flexible pavements with different
pavements once validated, could be used directly to industrial waste materials in subbase layer.
estimate the parameters of damage prediction models
of pavements without resorting to field experiments, 3 MATERIALS AND EXPERIMENTAL
which may be costly. Sukumaran et al. (2004) in their PROGRAM
FE analysis of a flexible pavement modeled material Six materials were chosen for this study. These are
properties by using the Mohr-Coulomb material coarse sand, stone dust, fiber reinforced flyash,
model, which is an elasto plastic model. Granular Granulated Blast Furnace Slag (GBFS), Blast
materials were assumed to behave as elastic materials Furnace Slag (BFS) and LD slag. Conventional
for low stress levels. Perkins and Edens (2002) Subbase Material (CSM), which is the mixture of
developed a FE response model to describe stress river bed material and crushed stone, was also taken
and strain response parameters for geosynthetic- for comparison of results. Coarse sand and stone dust
reinforced flexible pavements where the geosynthetic are locally available materials and these may be used
is placed at the bottom of unbound aggregate layer. in subbase layer as these materials have excellent
Kamel et al. (2005) used FE model to quantify the drainage properties. Fly ash was collected from Dadri
benefits of geogrid reinforcement in different layers thermal power station in Ghaziabad (UP). The GBFS
of a flexible pavement. Ravishankar et al. (2006) used and BFS are waste products of steel plant. India is
finite element method to determine effect of change currently producing more than 73 million tons of steel
in nonlinear properties of base layer and bituminous and production of every one ton steel generates about
surface layer on deflection and stresses at subgrade 55 kg of GBFS and 25 kg of BFS. Therefore, around
4 million tons of GBFS and 1.8 million tons of BFS
level.
is being produced in India annually. GBFS is used by
The present study uses the ANSYS computer code to cement industries also, but its disposal at the level
predict the stress-strain distribution within the different of steel plants is still a major problem. The physical
layers of a pavement. The vertical strain at top of the properties of these materials are given in Table 1. The
subgrade is obtained through the analysis by ANSYS parameters Cu and Cc indicate the range of particle
and is taken as a damage prediction parameter to sizes and shape of the gradation curve respectively.
Table 1 Physical Properties of Materials
Property CSM Coarse Fly Ash GBFS BFS Stone LD Slag

Sand Dust
Proctor density (kg/m3) 2180 2150 1372* 1513 2228 2112 2310
Optimum moisture content 6.00 10.00 20.50* 5.40 7.50 6.13 11.50
(%)
Coefficient of uniformity (Cu) 68.42 8.75 3.69 5.67 34.09 14.90 12.36
Coefficient of curvature (Cc) 2.024 1.27 1.25 0.96 1.14 1.429 0.72
Specific Gravity 2.67 2.36 2.16 2.58 2.65 2.28 3.32
* Reinforced fly ash
The grain size distribution of stone dust, materials is given in Table 2.

Granulated Blast Furnace Slag (GBFS) and other

TECHNICAL PAPERS
Table 2 Grading of Stone Dust, GBFS and Coarse Sand
Sieve Size, mm Percent Passing for

LD Slag GBFS Coarse Sand Stone Dust
4.75 88.00 100 100 97.55
2.36 75.00 98.77 83.35 86.45
1.18 55.60 85.19 68.60 64.15
0.6 43.60 47.75 48.70 57.10
0.3 24.80 5.37 28.00 38.62
0.15 12.40 1.67 15.55 23.32
0.075 6.60 0.85 6.35 11.92
The subgrade soil was of A-3 type (fine sand) having modulus of elasticity, failure stress and failure
liquid limit of 14.2 % and soaked California Bearing strain. The modulus of elasticity and stress-strain
Ratio (CBR) of 4.15 percent. The Indian specifications curves are dependent on confining pressure and
stipulate that the soaked CBR of any material to be deviatoric stress. Chandra and Mehndiratta (2002)
used in subbase layer should be more than 30 percent reported that confinement in the pavement due to
(MoRTH 2001). This criterion ensures that the strain shoulders and surrounding soil is in the range of 26 to
occurring in the subbase layer is within acceptable 40 kPa. Therefore, for the purpose of comparing the
range and the subbase material is able to support the performance of different subbase materials, the
pavement structure without failure. Therefore, CBR confining pressure in all triaxial tests was kept 40 kPa.
tests were conducted on all the subbase materials to The aggregate maximum size for laboratory tests was
judge their suitability for use in the subbase layer. The limited to 20 mm and the grading corresponding to
soaked CBR value of all materials except that of fly 0.45 power curve was taken for materials having
ash was found to be larger than 30 percent. The CBR their actual size larger than 20 mm (Kamel et al.,
of neat fly ash was 8.5 percent only and hence 0.5 2005). Triaxial tests were conducted on cylindrical
percent polypropylene fiber of diameter 0.3 mm and specimens of size 100 mm diameter and 200 mm
aspect ratio 100 was added to the fly ash. It improved height. The specimens were prepared in a split mold at
its soaked CBR to 30.5 percent, just more than the OMC and MDD as per ASTM D 2850 (ASTM 2003).
stipulated value of 30 percent. The fiber content was The modulus of elasticity is usually calculated from
decided on the basis of several trials. The aspect ratio the straight line portion of stress-strain curve. The
stress-strain curve for most non cohesive materials is
was kept 100, because longer fibers were not uniformly
nonlinear since the onset of loading. Therefore, the
distributed during mixing and caused balling effects.
modulus of elasticity was calculated corresponding
Water Bound Macadam (WBM) was used in the base
to the initial tangent of the stress-strain curve. The
course.
modulus of elasticity (Ei) for subgrade soil was
The static triaxial tests were conducted on subgrade 18.0 MPa with failure stress of 245.2 kPa and failure
soil, seven types of subbase materials and WBM strain of 2.40 percent. Results for subbase materials
material to determine the stress strain behaviour, are given in Table 3.
Table 3 Ei Values for Subgrade and Subbase Materials
CSM BFS Coarse Sand LD Slag Stone Dust GBFS Reinforced Fly Ash
Ei (MPa) 100.0 83.2 82.9 78.4 75.4 67.2 60.0

TECHNICAL PAPERS
The base material used in the present study was of Table 4 Values of Initial Tangent Modulus for
Water Bound Macadam (WBM) type as this material Pavement Layers
is the most commonly used for base courses in Pavement Layer WBM DBM BC
India. Ministry of Road Transport and Highways
Ei (MPa) 167.6 750 1020
(MoRTH, 2001), Government of India, has specified
the grading for coarse aggregates and screening
material for WBM, and the same was adopted in the 4 PAVEMENT SECTION
present study also. The pavement section is modeled as an axi-symmetric
Dense Bituminous Macadam (DBM) is the next layer solid to mechanistically solve the layered pavement
in the pavement laid immediately above the base response to traffic loading and to investigate the effect
course, whereas Bituminous Concrete (BC) is the of type of subbase material on flexible pavement
wearing course provided above the DBM for smooth design. Thickness of each layer above the subgrade
riding surface. VG 30 binder was used in both the soil is decided as per Indian code of practice
layers and the optimum binder content in these two (IRC:37-2001) for an assumed design traffic intensity
mixes was decided based on Marshall method of mix of 100 Million Standard Axles (MSA). This design is
design. It was 4.5 and 5.5 percent by weight of total based on the Conventional Subbase Material (CSM)
mix in DBM and BC mixes respectively. The triaxial which is the mixture of river bed material and crushed
tests were conducted on these mixes also. Grading stones. The total thickness of the pavement was
for DBM and BC mixes were taken as per MoRTH 800 mm consisting of 330 mm subbase layer, 250 mm
Specifications (midpoint of corresponding grading of base layer, 170 mm DBM and 50 mm BC layer.
Type II) and tests were conducted at the same confining
pressure of 40 kPa as used for other layer materials. 5 FINITE ELEMENT MODELING
The specimens of size 100 mm diameter and 200 mm
height were prepared as recommended in ASTM D 5.1 Dimensions of Model
3496 (1999). Fig. 1 shows the variation in deviatoric Dimensions of FE model should be sufficiently large
stress with axial strain for BC, DBM and WBM. The so that constraints imposed at the boundaries have
values of initial tangent modulus as estimated from very little influence on the stress distribution in the
these curves are presented in Table 4. system. Duncan et al. (1968) observed that for a
layered system with linear elastic properties, depth to
the bottom rigid boundary in the FE model should be
larger than that required for a single layered system.
Chiyyarath and Lymon (1968) located the right
boundary of the model at a distance of 4a from the
axis of symmetry and bottom rigid boundary, at a
depth of 5a from the loaded area, a being the radius
of the loaded area. Helwany et al. (1998) discretized
a three layer pavement system with a right boundary
at a distance of about 8 times the loaded radius. In
the present study, the right boundary was placed at
110 cm from the outer edge of loaded area, which is
more than 7 times the radius 150 mm of the applied
load. Eight noded structural elements were used for
Fig. 1 Stress-Strain Curves for WBM and Bituminous Mixes all the layers in the flexible pavement. A uniform

TECHNICAL PAPERS
pressure of 575 kPa was applied on a circular contact Fig. 2 shows a typical 2-D axisymmetric finite
area having a radius of 150 mm as shown in Fig. 2. element model for the pavement resting on subgrade
This uniform pressure will be caused by a single axle soil. Roller supports were provided along the axis of
wheel load of 40.8 kN (4080 kg). Since objective of symmetry to achieve the condition that both the shear
this research was to compare the response of different stresses and radial displacements are equal to zero.
subbase materials, static load is only considered Also, the roller supports were provided along the right
during the entire analysis. boundary which was placed sufficiently away from the
centre of loading so as to have a negligible deflection
in the radial direction. At the bottom boundary, roller
supports were provided for permitting free movement
in the radial direction and a restraint to any movement
in the vertical direction.
5.3 Input Data

The finite element analysis of the pavement system
was carried out by employing the multi-linear-
isotropic elasto-plastic hardening model. Properties
of the different layers required for carrying out the FE
analysis are the initial modulus of elasticity, Poisson’s
ratio (ν) and the stress-strain data. The initial modulus
of elasticity (Ei) is used initialize the program only.
For every subsequent load increment the actual stress-
strain curve is taken as input. The Poisson’s ratio for
subgrade soil was assumed 0.4 and for other layers it
was taken 0.35 uniformly (Chandra and Mehndiratta,
Fig. 2 Finite Element Discretization of Pavement Section 2002).
5.2 Boundary Conditions 5.4 Mixed Incremental-Iterative Algorithm for

Nonlinear Analysis
For application of FEM in pavement analysis, a five-
This algorithm combines the advantages of both
layered system of infinite extent is reduced to finite
incremental and the iterative schemes. External load is
dimensions. This reduction in size will, however have
applied incrementally and after each load increment,
little influence on the stress distributions in the FE
successive iterations are performed to achieve
model if the support conditions at its boundaries are equilibrium. In general, for a jth load increment, the
appropriately selected (Desai and Abel, 1972). The state of deformation, stress and strain at the end of
boundaries of the FE continuum may be kept fixed (j – 1)th load increment is known, i.e. {δ}j – 1, {ε}j – 1,
or free. Chiyyarath and Lymon (1968) assumed roller {σ}j – 1 are known. The general procedure is:
supports for an elastic half space. Zaghloul and White
i) For the first iteration of jth load
(1993) and Kuo et al. (1995) successfully used roller
increment,
support on vertical boundaries of mesh and fixed
j −1
{∆F }1 =  K  {∆δ}1
j j
support at the bottom of the mesh. Sukumaran et al. ... (1a)
(2004) used the boundary conditions as constrained at whereas for any i th iteration, force-displacement
the bottom and on the sides. relation is given by:

TECHNICAL PAPERS
j −1
{ψ}i −1 =  K  {∆δ}i
j j 0.5
... (1b)  ψj T ψj 
{ i } { i }
where [Kj – 1] is the constant stiffness matrix obtained
0.5
× 100 ≤ tolerance Limit ... (7)
 Fj T Fj 
{ i } { i }
from the state of stress and strain attained at the end of
the previous i.e. (j – 1)th load increment. This Eqn 1b
can be solved for obtaining incremental displacements Equilibrium and therefore the convergence for
of the i th iteration and these could be used to the j th load increment is considered to have been
obtain incremental strains and stresses as given in achieved when this force residual is below a certain
Equation 2. tolerance level otherwise iterations are continued till
j j the above criterion is satisfied. Once the convergence
{∆ε}i = [B ]{∆δ}i ... (2a) is achieved, next load increment, ∆F1 j +1 is applied
j j and the process is repeated till the final load level is
{∆σ}i = [D ]{∆δ}i ... (2b)
reached. In this method, equilibrium can be achieved
ii) Accumulated displacements, strains and at the end of every load increment. It makes use of a
stresses at the end of i th iteration are variable stiffness matrix for each new load increment
obtained as, and maintains a constant stiffness matrix within a
j j −1 j given load increment so as to achieve convergence
{δ}i = [δ] + {∆δ}i ... (3a) and therefore the equilibrium iteratively.
j j −1 j
{ε}i = [ε ] + {∆ε}i ... (3b)
6 LABORATORY VALIDATION OF ANSYS
j j −1 j
{σ}i = [σ] + {∆σ}i ... (3c) Before using the ANSYS program for determining the
response of pavement with different types of industrial
iii) Principal stresses and strains in i th
j wastes in subbase layer, it was validated by conducting
iteration are then computed as, {σ p } the plate load test on subgrade soil in the laboratory.
j i
and {ε p }i which can be used to obtain The purpose of this test was to determine the strain
stress and strain dependent modulii as distribution in the soil mass, which was used to
below. verify the correctness of finite element discretization,
j j
boundary conditions and applied load. Plate load
Ei j and vij = f ({σ p } ,{ε p } ) ... (4a) test was conducted in a test pit of size, 1500 mm x
i i
1500 mm. A 500 mm layer of soil was compacted at its
and [D] =  D (Ei j , vij ) ... (4b) maximum dry density and optimum moisture content.
  Strain gauges were used at different depth under the
iv) The equilibrated force vector is then be loaded area to measure the deflection.
given by, Fig. 3 shows the 2D axisymmetric finite element
j
{Feq }i = ∫ [B ]
T j model and boundary conditions for one layer soil mass.
[D ][B ]{δ}i dv ... (5)
v Figure 4 shows the variation of strains observed from
the semi-field model and also those obtained from the
and the residual force vector at the end of
commercial software, ANSYS. The results obtained by
i th iteration is given by,
elasto-plastic analysis by using ANSYS show a close
j j j
{ψ}i = ({F }i − {Feq }i ) ... (6) agreement (with maximum of 7.07 % error) with the
semi-field study. The above experiment demonstrates
vi) Check for convergence is then applied on that FE model simulate a flexible pavement quite
this force residual as, satisfactorily.

TECHNICAL PAPERS
Fig. 3 Finite Element Model for one Layered

Soil Section (ANSYS) Fig. 5 Vertical Compressive Strain at Top of
Subgrade Versus Subbase Thickness
7 RESULTS AND DISCUSSION
7.1 Effect of Subbase Materials on Pavement
Response
A sensitivity analysis of the mechanical behaviour
of the pavement is carried out to examine the effect
of subbase material. The following are the study
parameters:
i) Subbase material quality (weak and strong
as demonstrated by their E values)
ii) Subbase layer thickness (more than and
less than the design thickness)
iii) Base layer thickness (more than and less
than the design thickness) Fig. 6 Vertical Compressive Strain at Top of
Subgrade Versus Base Thickness
Figs. 5 to 7 show plots for variation in compressive
strain at the top of subgrade with subbase, base and It is observed that the magnitude of strain decreases
DBM thicknesses. with increase in the thickness of subbase (for constant
thickness of base) or with increase in the thickness of
base (for constant thickness of subbase). This is quite
understandable also. An important point to note is that
for any particular thickness of the subbase or base, the
magnitude of vertical compressive strain in different
subbase materials are different. The lesser value of
vertical compressive strain in subgrade indicates
lesser rutting in the pavement and hence more life of
the pavement structure.
The results shown in Figs. 5 to 7 reveal that the vertical
strain at top of the subgrade layer is maximum in the
case of reinforced fly ash followed by GBFS, stone
Fig. 4 Vertical Compressive Strain within the Soil Mass dust, LD slag, coarse sand, BFS and CSM. Table 5

TECHNICAL PAPERS
shows the values of vertical strain developed at the 4.5337

 1 
top of subgrade soil for standard section (sub base N20 = 4.1656*10 –8
  ... (8)
thickness equal to 330 mm for all materials).  εV 
where,
N20 = Number of cumulative standard axles to
produce a rutting of 20 mm
εv = Vertical compressive strain at top of
subgrade, micron
The pavement section was designed for traffic of
100 msa (million standard axles). The thickness
of the subbase was varied keeping the base and the
DBM constant. Again, thickness of the base layer was
varied keeping subbase thickness and DBM thickness
constant. Similarly, the DBM thickness was also
varied for a constant subbase and the base thickness.
Fig. 7 Vertical Compressive Strain at Top of
The vertical compressive strain at top of the subgrade
Subgrade Versus DBM Thickness
was evaluated for these alternatives. The plots given
Table 5 Pavement Response at Top of Subgrade in Figs. 5 to 7 are used to study the effect of subbase
material type on the service life of a pavement. The
Vertical Strain (Micron) at Subgrade Level for
Subbase Material
effect is quantified using Equation 9.
N1
CSM BFS Coarse LD Stone GBFS Reinforced Service Life Ratio (SLR) = ... (9)
Sand Slag Dust Fly Ash N2
347.55 362.48 362.78 367.29 370.57 379.87 389.16 where,
N1 and N2 are the number of traffic passes
7.2 Estimation of Pavement Life
required to produce allowable rutting in
The structural failures in a flexible pavement are of pavement with subbase material of type 1 and 2
two types namely, the surface cracking and rutting. respectively.
Cracking is due to fatigue caused by the repeated
applications of wheel load in the bounded layer Combining Equations 8 and 9,
generated by the traffic. Rutting is developed due to ε 
4.5337
accumulation of pavement deformation in various SLR =  v1  ... (10)

layers along the wheel path. Horizontal tensile strain  εv 2 
developed at the bottom of the bituminous layer or where,
the vertical compressive strain developed at the top of εv1 and εv2 are the vertical compressive strain at the
subgrade have been considered as indices of fatigue top of subgrade soil with subbase material 1 and 2
and rutting of the pavement structure respectively. respectively, which are obtained through FE analysis.
Since the scope of the present study is limited to
replacing the Conventional granular Subbase Material The laboratory results indicate that out of the seven
(CSM) by industrial wastes and other local materials, materials used in the present investigation, the CSM
rutting has been considered as a failure criterion. The is the strongest material and reinforced fly ash is the
IRC:37-2001 considers a rut depth of 20 mm as the weakest. If a pavement with CSM in its subbase is taken
failure criterion for flexible pavement and the rutting as a standard section, then the life of other pavement
equation proposed in the code is given below: sections with remaining six subbase materials can

TECHNICAL PAPERS
be estimated using Equation 10. For unit design life These coefficients are used to determine equivalent
of standard pavement, the predicted lives of other thicknesses of industrial waste materials in terms
pavement sections are given in Table 6. of CSM for equal service life of a pavement. For
instance, the thickness of Reinforced Fly Ash (RFA)
Table 6 Service Life Ratio (SLR) for Different for the same service life of the pavement as in the
Pavement Sections
case of standard pavement section can be estimated
Service Life Ratio with Subbase Material by keeping same value of vertical compressive strain
CSM BFS Coarse LD Stone GBFS Reinforced at the top of subgrade in two cases in Equation 11. In
Sand Slag Dust Fly Ash other words,
1.000 0.826 0.823 0.779 0.748 0.668 0.599
−0.534 −0.5203
7689.5 ∗ t CSM = 7952.6 ∗ t RFA ... (12)
7.3 Layer Thickness Ratio for Different Subbase
Materials ∴ t RFA =1.066797 ∗ t1.026331
CSM ... (13)
The data given in Table 6 suggest that the life of a
flexible pavement will reduce when industrial waste If, tCSM = 100 mm, then tRFA = 112.9 mm
materials are used in its subbase layer. It is due to low
strength of these materials as compared to CSM. The It means 113 mm thickness of reinforced fly ash will
effect of low strength of industrial waste materials on be equivalent to 100 mm thickness of CSM for the
life of a pavement can be compensated by increasing same service life of the pavement. Similar analysis
the thickness of subbase layers when these wastes are was done for other materials also and their equivalent
being used. For example, the graphical relationships thicknesses are shown in Fig. 8. The percentage
between vertical compressive strain at the top of increase in the thickness of subbase layer made of
subgrade (εv) and subbase thickness as shown in industrial wastes for same service life of pavement by
Figs. 5 to 7 can be mathematically written in the form keeping the base and DBM layer thickness constant is
given below: given in Table 8.
εv = a * t–b ... (11)
where,
t = thickness of subbase layer and a and b are
constants which would depend upon the type of
subbase material. The values of a and b as estimated
for different materials are given in Table 7.
Table 7 Values of Co-efficient of Equation 11
Material a b
CSM 7689.5 0.5340
Fig. 8 Equivalent Thickness of Different Subbase Materials
BFS 7840.6 0.5301 for Equal Service Life
Coarse Sand 7842.6 0.5300
7.4 Other Options
LD Slag 7875.8 0.5286
Stone Dust 7895.6 0.5275 The problem of thick pavements in cases when
industrial wastes are used can be overcome by
GBFS 7935.7 0.5241
keeping the subbase thickness 330 mm (as per design)
Reinforced fly ash 7952.6 0.5203
and compensating remaining thickness by increasing

TECHNICAL PAPERS
the thickness of either base layer or in some cases by (WBM) on vertical compressive strain at subgrade
DBM layer. Fig. 6 shows the effect of base thickness level for different subbase materials.
Table 8 Equivalent Thickness of Subbase for Equal Strain at Top of Subgrade
CSM BFS Coarse Sand LD slag Stone GBFS Reinforced

Dust Fly Ash
Subbase thickness (mm) 330 357 358 366 373 391 410
Percent increase - 8.26 8.43 11.02 12.93 18.49 24.28
Table 9 gives the percent increase in base thickness percent increase in DBM thickness for the same service
for different subbase materials for same life of the life of the pavement when thicknesses of subbase and
pavement when thickness of subbase and DBM layer base layer are kept constant as per design. These charts
is kept constant as per design. Similarly, Fig. 7 shows can be used to replace additional thickness of weaker
the effect of DBM thickness on vertical compressive materials in subbase layer by either base material or
strain at top of subgrade keeping base and subbase bituminous layer (DBM).
thicknesses constant as per design. Table 10 gives the
Table 9 Variation in Base Thickness for Design Subbase Thickness and Equal Life of Pavement
Subbase Materials
CSM BFS Coarse LD Slag Stone GBFS Reinforced
Sand Dust Fly Ash
Base thickness (mm) 250 275 276 283 289 305 322
Table 10 Variation in DBM Thickness for Design Subbase and Equal Life of Pavement
Subbase Materials
CSM BFS Coarse LD Slag Stone GBFS Reinforced
Sand Dust Fly Ash
DBM thickness (mm) 170 184 184 188 191 200 209
8 CONCLUSIONS top of the subgrade is evaluated. Rutting was used as

Seven types of materials available either as industrial the failure criterion to evaluate the effect of subbase
waste or naturally are studied for their behaviour material quality on life of the pavement. The elasto-
when used in subbase layer of a flexible pavement. A plastic analysis of flexible pavement showed that the
five layer flexible pavement was designed for assumed vertical compressive strain at the top of subgrade
design traffic of 100 msa. The finite element analysis is the maximum when reinforced fly ash is used in
of the pavement system is carried out by employing subbase layer of the pavement and it is minimum
the multilinear-isotropic elasto-plastic hardening when Conventional Subbase Material (CSM) is used.
model in ANSYS, and the effect of type of subbase It is quite obvious also as the fly ash is the weakest
and subbase material on vertical compressive train at and CSM is the strongest of all materials used in this

TECHNICAL PAPERS
study. The results presented in this paper demonstrate 8. Duncan, J. M., Monismith, C. L. and Wilson, E. L. (1968),
that industrial waste materials can be successfully used “Finite Element Analysis of Pavements”, HRR-228,
Highway Research Board, National Research Council,
in subbase layer of a flexible pavement. The effect of Washington, D.C.
low strength of these materials on life of a pavement
9. Harichandran, R. S., Baladi, G. Y. and Yeh, M. S. (1989),
can be compensated by increasing the thickness of
“Development of a Computer Program for Design of
subbase layer when these wastes are used. Equivalent Pavement Systems Consisting of Layers of Bound and
thickness charts are developed in this study for different Unbound Materials”, Report No. FHWA-MI-RD-89-02.
waste materials in terms of thickness of conventional Michigan Department of Transportation, Lansing, USA.
subbase material. Other options of compensating 10. Helwany, S., Dyer, J. and Leidy, J. (1998), “Finite
additional thickness of subbase layer due to its low Element Analysis of Flexible Pavements” Journal
of Transportation Engineering, ASCE, Vol. 124 (5),
strength either by base thickness or bituminous base
pp. 491-499.
thickness are also suggested to the designer.
11. IRC:37-2001, “Guideline for the Design of Flexible
The present study considers selected types of waste Pavements”, Indian Roads Congress, New Delhi.
materials for their use in subbase layer of a flexible
12. Kamel, M. A., Chandra Satish and Kumar Praveen, (2005),
pavement. Similar analysis can be made with other “Resilient Behaviour of Reinforced Subbase Material”,
industrial wastes also. Further, the effect of moisture Highway Research Bulletin, 72, Indian Roads Congress,
on behavior of these materials and cost of pavement New Delhi, pp.13-26.
construction when these materials are used should 13. Kuo, C. M., K. T., and Darter, M. I. (1995), “Three
also be investigated. Dimensional Finite Element Model for Analysis of
Concrete Pavement Support”, Transp. Res. Rec. 1505,
Transportation Research Board, Washington, D.C.,
REFERENCES pp. 119–127.
1. ASTM (2003), “Standard Test Method for Unconsolidated
Untrained Triaxial Compression Tests on Soils”, ASTM D 14. Ministry of Road Transport and Highways (MoRTH
2850. 2001), “Specifications for Road and Bridge Works”,
Indian Roads Congress, New Delhi.
2. ASTM (1999), Method for Preparation of Bituminous
Mixture Specimen for Dynamic Modulus Testing”, 15. Perkins, S. W. and Edens, M. Q. (2002), “Finite Element and
ASTM D 3496. Distress Models for Geosynthetic-Reinforced Pavements”,
3. Chandra, Satish and Mehndiratta, H. C. (2002), “Effect of International Journal of Pavement Engineering (4),
Shoulder on Life of Flexible Pavements” HRB-67, Indian pp. 239-250.
Roads Congress, New Delhi, pp 37- 46.
16. Ravishankar, A.U., Suresha, S.N. and Kashinath, B.
4. Chiyyarath, V.G. and Lymon, C.R. (1968), “Finite (2008), “Characterization of Lateritic Soil Modified with
Element Method for Problems in Soil Mechanics”, Pond Ash and Cement”, Indian Highways, 36 (6), Indian
J. Soil Mechanics and Foundation Division, ASCE, Roads Congress, New Delhi, pp. 21- 28.
Vol. 94, SM 2, pp. 473-495.
5. Clough, R. W. and Rashid, Y. (1965), “Finite Element 17. Sukumaran, B., Chamala, N., and Kyatham, V. (2004),
Analysis of Axisymmetric Solids”, Journal of Engineering “Three Dimensional Finite Element Modeling of Flexible
Mechanics Division, ASCE, pp. 71-86. Pavements”, Presented for the 2004 FAA worldwide
airport technology transfer conference, Atlantic city,
6. Desai, C. S. and Abel J. F. (1972), “Introduction to the
New Jersey, USA.
Finite Element Method”, Van Nostrand Reinhold Co.,
New York, USA. 18. Zaghloul, S. and White, T. (1993), “Use of A Three
7. Dondi, G. (1994), “Three Dimensional Finite Element Dimensional Dynamic Finite Element Program
Analysis of a Reinforced Paved Road”, Fifth International for Analysis of Flexible Pavement”, TRR-1388,
Conference on Geotextiles, Geomembranes and Related Transportation Research Board, National Research
Products, Vol. 1, Singapore, pp. 95-100. Council, Washington, D.C., USA, pp 60-69.

EFFECT OF WASTE PLASTICS UTILIZATION ON INDIRECT
TENSILE STRENGTH PROPERTIES OF SEMI DENSE
BITUMINOUS CONCRETE MIXES
Archana M.R.*, Sathish H.S.**, Ashwin M*** and Hanamant Hunashikatti****
ABSTRACT situation therefore calls for methods such as recycling

The steady increase in high traffic intensity in terms of commercial as alternative methods for waste management.
vehicles and significant variation in daily and seasonal temperature
Wastes can be defined as materials that are no longer
demand improved road characteristics, so an improvement in the
property of bituminous mix is required. needed and are thrown away. The use of waste materials
rather than disposal will decrease the amount of waste
Today the stability of waste plastic is enormous, as the plastic
materials have become part of daily life. They either get mixed with in circulation, thus relieving some of the burdens
municipal solid waste or thrown over land area. If not recycled, associated with disposal.
their present disposal is either by land filling or by incineration.
Both the processes have certain impact on the environment.
Some of the waste recyclable materials include glass,
Under this circumstance, an alternate use of the waste plastic is scrap tires, steel slag, plastics etc. Glass has been used
also needed. Thinner polyethylene carry bags are most abundantly effectively in highway construction. The ability to use
disposed of wastes, which do not attract the rag pickers for onward glass in highway construction depends on the types
recycling due to its lower value. These polyethylene bags are
of collection, methods, usage, cost, and other factors.
easily compatible with bituminous mixes at specified condition.
This paper calls for the use of plastic in bituminous concrete to Research conducted on scrap tires discovered that
get improved properties which can cater for the increasing traffic scrap tires and other waste rubber products could be
intensity, for the study semi dense bituminous concrete grading 2 as employed in various ways in highway construction.
per MoRT&H (IV Revision), 60/70 grade bitumen and 40 micron Use of tire chips as an insulating layer to limit the
sized plastic were used. Aggregate and binder were checked for
frost penetration beneath gravel surfaced road that
their suitability through various basic tests. Marshall test, Indirect
tensile strength test and degradation tests were conducted with experience severe deterioration during thawing. Steel
trial waste plastic content added along with aggregates to find the slag with significant quantities of iron in bituminous
influence of plastic addition to semi dense bituminous concrete mixes results in dense hard mixes.
mix.
1.2 Need for Modifying Bitumen and Waste
1 INTRODUCTION Plastic in Bituminous Mixes
Flexible pavements with bituminous surfacing are
1.1 General
widely used in India. The high traffic density in
Wastes can be defined as materials that are no longer terms of commercial vehicles, overloading of trucks
needed and are thrown away. What one person considers and significant variations in daily and seasonal
as waste may be useful to another. As the population temperature of pavements have been responsible for
grows, the amount of waste being generated also early development of distress symptoms like raveling,
grows. The creation of non decaying waste materials undulations, rutting, cracking, bleeding and pot holing
combined with a growing consumer population of bituminous surfacing. A factor which causes further
and the absence of adequate waste management concern in India is very low pavement temperatures
techniques is causing environment degradation. The in some parts of the country. Under these conditions,
* Asst., Professor, Department of Civil Engineering, RV College of Engineering., Bangalore

** Assoc., Professor, Department of Civil Engineering, BMS College of Engineering., Bangalore
***
Former Post Graduate Students, Highway Technology, Department of Civil Engineering, RV College of Engineering., Bangalore
****

TECHNICAL PAPERS
flexible pavements tend to become soft in summer ii) To study the Marshall properties of
and brittle in winter. Investigations in India and modified semi dense bituminous concrete
abroad have revealed that properties of pavements mix in comparison with neat semi dense
with the bituminous mixes can be improved to meet bituminous concrete mix.
requirements of pavement with the incorporation of iii) To arrive at optimum plastic content for
certain additives or blend of additives. These additives semi dense bituminous concrete mix.
are called bitumen modifiers and the bituminous mixes
premixed with these modifiers are known as modified iv) To study the effect of waste plastic
addition into aggregate at optimum
bituminous mixes. Modified bituminous mixes are
bitumen content of semi dense bituminous
expected to give higher life surfacing depending upon
concrete mix.
the degree of modifications and type of additives and
modification process adopted. v) To study the extent of degradation
of aggregates that takes place during
To achieve this improvement, it is necessary to add
compaction and while conducting the
natural or synthetic polymers to bituminous mixes
Marshall test.
in order to obtain modified bituminous mixes,
using several synthetic polymers like polyethylene,
2 Experimental Investigations
polythene, ethylene vinyl acetate or rubbers. Waste
plastic is added to enhance the property of the 2.1 General
bituminous mixes and improves the quality of the
road. Research work has been carried out on bituminous
mixes with addition of waste plastic in bitumen for
1.3 Disposal of Waste Plastics bitumen modification (wet process). However, limited
work is carried out to study the properties of semi
The present day disposal of plastic waste, especially
dense bituminous concrete mix when aggregates are
municipal solid waste containing plastic is carried
heated and mixed with plastics (dry process). An
out by land filling and incineration. Land filling is a attempt is made in the present investigation to study
process in which the waste materials are buried in a the improvement in the properties of semi dense
specific area away from the city. This type of disposal bituminous concrete mixes due to addition of waste
may result in contamination of water recharge and plastic with dry process.
reducing soil microbial activities. Other method
of disposal presently used is incineration, in this 2.2 Aggregates
method the waste plastic is burned at a temperature
Aggregates are usually categorized as coarse
of 700ºC. This will result in production of gases like aggregates, fine aggregates and filler. Coarse aggregate
carbon dioxide, carbon monoxide and other suspect is defined as mineral aggregate retained on 4.75 mm
carcinogenic and green house gases which cause sieve and above. Fine aggregate is material passing
global warming. This calls for an alternative method 4.75 mm sieve and retained on 0.075 mm sieve where
of disposal or an effective use of these materials for as filler is the one passing 0.075 mm sieve. All the
other purpose. basic tests on the aggregates were conducted and they
showed satisfactory results.
1.4 Objectives of Present Study
2.2.1 Mineral filler
i) To check for effective utilization of a
non- biodegradable material like plastic Filler may originate from fines in the aggregate or be
in road construction. added in the form of cement, lime or ground rock.

TECHNICAL PAPERS
Filler has an important effect on the voids content and Table 2.1 Properties of Waste Plastics
the stiffness of the bitumen-fines matrix. The specific
Thickness 40 microns
gravity of filler must be taken into account. The filler
material used in the study is stone dust and cement. Density, gm/cc 0.92
Melting temperature 130-160ºC
2.3 Bitumen Size Passing 4.75 mm sieve
The bitumen used in the study is 60/70 grade bitumen. retained on 2.36 mm sieve
The desirable properties that a binder must possess are
2.4 Aggregate Gradation Adopted
as follows:
The gradation adopted for the study was Grade-2 of
i) Low temperature susceptibility-at least
Semi Dense Bituminous Concrete mix. MoRT&H
within range of temperatures prevalent
requirements for gradation were met.
on the road, it should posses uniform
viscosity characteristics. 2.5 Marshall Stability Test on Bituminous Mixes
ii) Good affinity with aggregates-it should The Marshall tests were conducted for the Semi Dense
not be stripped from aggregates surface Bituminous Concrete mixes. The tests were conducted
in continued presence of water. on the samples prepared with both neat and plastic
iii) Highly durable-it should not loose modified bituminous mixes.
volatiles excessively when subjected to The Marshall stability test was conducted on compacted
higher temperatures. cylindrical specimens of bituminous mix of diameter
iv) The binder must be sufficiently fluid to 101.6 mm and thickness of 63.5 mm. The load was
coat the aggregates uniformly during applied perpendicular to the axis of the cylindrical
mixing. specimen through a testing head consisting of a pair of
cylindrical segments, at a constant rate of deformation
v) The binder must be sufficiently viscous
of 51 mm per minute at the standard test temperature
not to drain off from the road surface and
of 60°C. The “Marshall stability” of the bituminous
strong enough to retain the aggregates
mix specimen was defined as the maximum load
when the road is opened to traffic.
carried at a standard test temperature of 60°C when
The conventional tests such as Penetration, Ductility, the load was applied under specified test conditions.
Softening point, Specific Gravity and Viscosity are The “flow value” is the total deformation of Marshall
carried out and found that the results were well within test specimen at the maximum load, expressed in mm
the permissible limit. units. The Marshall stability value of a compacted
2.3.1 Modifiers specimen of bituminous mix indicates its resistance
to deformation under applied incremental load and
The processed waste plastics from the garbage in the the flow value indicates the extent of deformation it
shredded form were used as modifiers. The waste undergoes due to loading or its flexibility. The test
plastics used in the present study were supplied by specimens are prepared with varying bitumen contents
M/s. K.K. Plastics, Bangalore. The shredded waste in 0.5% increments over a range that gives a well-
plastics were almost cut into pieces of uniform sizes defined maximum value for specimen density and
so that the process of mixing with aggregates was stability. To the incremental bitumen content, plastic
carried out with ease and there were no emissions at content of 2, 4, 6, 8 and 10% is added to check the
the time of mixing of waste plastics with aggregates. effect of plastic on the Marshall properties of the mix.
Table 2.1 shows the properties of the waste plastic. The Marshall test results for specimens prepared with

TECHNICAL PAPERS
neat semi dense bituminous concrete mixes are shown Marshall Properties with respect to bitumen content
in Table 2.2. Figs. 2.1 to 2.5 shows the variation in with addition of waste plastic.
Table 2.2 Comparison of Marshall Properties of Semi Dense Bituminous Concrete Mixes with
and without Plastic at Optimum Bitumen Content
S. No. % Bulk Air Volume of Voids in Voids Flow, Marshall %

Plastic Density, voids, Bitumen, Mineral Filled with mm Stability, Bitumen
gm/cc % % Aggregates, Bitumen, Kg
% %
1 0 2.37 3.7 11.72 15.66 74.84 2.5 2718 5.1
2 2 2.37 4.18 10.9 14.88 73.25 2.55 2791 4.56
3 4 2.37 3.79 11.43 15.52 73.64 2.75 2942 4.86
4 6 2.36 4.19 11.62 15.81 73.48 2.9 3035 4.96
5 8 2.35 4.1 11.73 15.83 74.05 3.05 3144 5.03
6 10 2.34 4..44 12 16.44 72.98 3.2 3073 5.18
Fig. 2.1 Marshall Stability Value for Semi Dense Bituminous

Concrete Mixes
Fig. 2.3 Unit Weight Value for Semi Dense Bituminous

Concrete Mixes
Fig. 2.2 Flow Value for Semi Dense Bituminous Concrete Mixes

TECHNICAL PAPERS
concrete mixes with 8% plastic content

showed 13.54%, 11.22%, 6.42%, 3.46%
and 2.25% higher stability as compared
to 0, 2, 4, 6 and 10% plastic content
respectively. Indicating that 8% is
optimum plastic content. This may be
due to better adhesion between aggregate
and binder.
2. Fig. 2.2 shows the variation of flow with
varying plastic content. It was found
that semi dense bituminous concrete
mixes with 8% plastic content showed
18.03%,16.39%, 9.83% and 4.91%
higher flow as compared to 0, 2, 4 and
6% plastic content respectively and with
addition of 10% plastic content flow
Fig. 2.4 Air Voids in Semi Dense Bituminous Concrete Mixes
lower by 4.68%.
3. Fig.2.3 shows the variation of bulk
density with varying plastic content. It
was found that semi dense bituminous
concrete mixes with 8% plastic content
showed 0.89%, 0.83%, 0.82%, 0.40%
lower bulk density as compared 0, 2, 4
and 6% plastic content respectively and
with addition of 10% plastic content bulk
density higher by 0.72%.
4. Fig. 2.4 shows the variation of air voids
with varying plastic content. Semi dense
bituminous concrete mixes with 8%
plastic content indicated 1.9%, 2.14%,
7.85% lower and 9.7%, 7.5% higher air
voids as compared to 2%, 6%, 10%, 0%
and 4% respectively and it was within
Fig. 2.5 Voids Filled with Bitumen in Semi Dense the limits as specified by MoRT&H
Bituminous Concrete Mixes
(3 to 5%).
2.6 Effect of Waste Plastic on the Marshall
5. From Fig. 2.5 shows Voids filled with
Properties
bitumen for neat and plastic modified
1. Fig. 2.1 shows the variation of Marshall semi dense bituminous mixes were
stability with varying plastic content. It within the limits specified by MoRT&H,
was found that semi dense bituminous fourth revision (65 to 78%) and voids

TECHNICAL PAPERS
in mineral aggregates for both neat and

modified mixes were within the limits
(i.e., above specified limit 15% for
semi dense bituminous concrete mixes
grade 2).
6. It was found that optimum bitumen
content for Semi Dense Bituminous
Concrete mixes with 8% waste plastic
showed 9.3%, 3.3% and 1.39% higher
bitumen content as compared to 2, 4 and
6% plastic content respectively and with
addition of 10% plastic content, optimum
bitumen content lower by 2.85% and
optimum bitumen content for neat Semi
Dense Bituminous Concrete was found
to be 5.1%.
2.7 Marshall Test Parameters and Plastic

Fig. 2.7 Relationship between Unit Weight with Plastic Content
Content
Figs. 2.6, 2.7, 2.8, 2.9, 2.10 show the relationship
between various Marshall properties with various
percentage of plastic content.
Fig. 2.8 Relationship between Flow Value with Plastic Content
Fig. 2.6 Relationship between Stability with Plastic Content

TECHNICAL PAPERS
Fig. 2.10 Relationship between Voids Filled with Bitumen with

Fig. 2.9 Relationship between Air Voids with Plastic Content Plastic Content
2.8 Extraction Test test was conducted as per ASTM D-2172. This test
In order to study the extent of degradation of was conducted to ascertain the extent of degradation
aggregates that takes place during compaction of in material occurred during compaction and while
the semi dense bituminous concrete mixes and while conducting the stability test. The results are tabulated
conducting the Marshall test. The bitumen extraction in Table 2.3.
Table 2.3 Comparison of Degradation Test Result for Neat and Modified SDBC
Sieve Size, Specified Limits for Semi % Passing % % Passing % Retained

mm Dense Bituminous Concrete without Retained with Plastic with Plastic
Grade 2 (IV-MoRT&H) Plastic without
Specified Adopted Mid Plastic
Range, % Gradation %
Passing
13.2 - 100 100 -- -- --
13.2-9.5 90-100 95 96.4 3.6 96 4
9.5-4.75 35-51 43 47.2 49.2 45.8 50.2
4.75-2.36 24-39 31.5 35.8 11.8 33.9 11.9
2.36-1.18 15-30 22.5 26.7 9.1 23.2 10.7
1.18-0.3 9-19 14 17.4 9.3 15.8 7.4
0.3-0.075 3-8 5.5 7.8 9.6 6.1 9.7
2.8.1 Effect of Waste Plastic on Aggregate concrete mixes. The crushing of aggregates is slightly
Degradation Test higher in neat semi dense bituminous concrete mixes
compared to specimens prepared with plastic modified
A portion of large size aggregates has crushed into
bituminous mixes. The extraction test results have
smaller size and filled the voids in the bituminous

TECHNICAL PAPERS
been summarized in Table 2.3. The Fig. 2.11 shows the Table 2.4 Results of Indirect Tensile Strength at
gradation curves for semi dense bituminous concrete Selected Temperatures
mixes with neat and plastic modified bituminous
Temperature, ºC Average Indirect Tensile
concrete mixes subjected to extraction test. Strength Test Value, N/mm2
without Plastic with Plastic
25 1.55 1.7
35 1.12 1.4
40 1.01 1.21
60 0.46 0.63
Table 2.5 shows the results tensile strength ratio of

with and without Plastic waste
Table 2.5 Results Tensile Strength Ratio of with and

without Plastic Waste
Indirect Tensile Tensile

Strength, N/mm2 Strength
Ratio, %
Dry Conditioned
Fig. 2.11 Comparison of Degradation of Aggregate Sample Sample
2.9 Indirect Tensile Strength Test Without 1.55 1.34 86.45

plastic
The indirect tensile test is one of the most popular
tests used for hot bituminous mixture characterization with plastic 1.7 1.51 88.82
in evaluating pavement structures. The indirect tensile
test has been extensively used in structural design
research for flexible pavements.
The indirect tensile test is performed by loading
a cylindrical specimen with a single or repeated
compressive load according to ASTM D 6931 test,
which acts parallel to and along the vertical diametric
plane. This loading configuration develops a relatively
uniform tensile stress perpendicular to the direction
of the applied load and along the vertical diametric
plane, which ultimately causes the specimen to fail by
splitting along the vertical diameter.
Table 2.4 shows results of indirect tensile strength
of plastic modified semi dense bituminous concrete Fig. 2.12 Comparison of Indirect Tensile Strength for
mixes at selected temperatures. Different Temperature

TECHNICAL PAPERS
4 CONCLUSIONS The semi dense bituminous concrete mixes with 8%

waste plastic exhibited better results for Marshall
1. The optimum bitumen content of the neat
and degradation as compared to neat semi dense
semi dense bituminous concrete mixes showed
bituminous concrete mixes. Hence use of waste
1.37% higher, when compared with modified
plastics may be recommended. However this has to
semi dense bituminous concrete mixes with
supported by further lab investigations and based on
waste plastic.
field performance investigations.
2. The Marshall stability of neat semi dense
bituminous concrete mixes at optimum bitumen 5 Scope for further study
content showed 13.5% lower, when compared
with modified semi dense bituminous concrete 1. Studies relating to fatigue tests may be
mixes with waste plastic. carried out to relate the field performance of
the utilization of waste plastic in semi dense
3. The bulk density of neat semi dense bituminous bituminous concrete mixes.
concrete mixes at optimum bitumen content
2. Trail/semi field test track studies need to
showed 0.89% higher, when compared with
be conducted to evaluate pavement field
modified semi dense bituminous concrete mixes
performance.
with waste plastic.
3. Long term field performance of such sections
4. The volume of air voids of neat semi dense
must be carried out at different loading and
bituminous mixes at optimum bitumen content
climatic conditions and suitability must be
showed 9.7% lower, when compared with
assessed based on costs and benefits obtained.
modified semi dense bituminous concrete mix
with waste plastic. 4. Rutting potential of semi dense bituminous
concrete mixes with and without waste plastic
5. Voids filled with bitumen for neat and plastic needs to be compared.
modified semi dense bituminous mixes were
within the limits specified by MoRT&H, and 5. The other innovative waste materials or
voids in mineral aggregates for both neat and marginal materials can be compared with semi
modified mixes were within the limits. dense bituminous concrete mixes.
6. It was observed that the extent of degradation

ACKNOWLEDGEMENTS
in semi dense bituminous concrete mixes at
optimum bitumen content was significantly Authors would like to thank Sri. Rasul Khan,
higher when compared with modified semi M/s K.K. Plastic, Bangalore for providing required
dense bituminous concrete mix with waste quantity of waste plastic used in this study.
plastic.
7. The indirect tensile strength for neat semi REFERENCES
dense bituminous concrete mixes at optimum 1. Ogunipe, O. Mand. Aribisala, J.O “Recycled Materials
in Highway Construction for Sustainable Development
bitumen content was lower when compared
Research” Journal of Applied Sciences (2007).
with modified semi dense bituminous concrete
2. Oscar Gonzalez uranga, “Rheological Properties of
mix with waste plastic.
Bitumen Modified with Polyethylene and Polyethylene
8. It was observed that tensile strength ratio of Based Blends”, San Sebastian, Spain.
specimens prepared with neat and waste plastic 3. Manjunath K R, “Design of DBM Mixes with and without
semi dense bituminous concrete mixes showed Using Waste Plastic Modified Binder”. Dissertation
Report, BMSCE , Bangalore (2009).
that all the mixes satisfies the condition.

TECHNICAL PAPERS
4. Esha Shah and Rajaram, “Plastic Recycling in Bangalore-

India”, Urban Waste Progamme (1997).
5. “Converting Waste Plastics into a Resource” Assessment
Guidelines.
6. Kajal , N.K.S. Pundhir, Sangita and A Chandra, “Use of
Waste Plastics and Copper Slag for Low Cost Bituminous
Roads” Journal of Scientific & Industrial Research
Vol. 66, November, pp. 938-944.(2007).
7. Subramanian, R.M. and Jeyapriya, S.R. “Study on Effect
of Waste Tyres in Flexible Pavement System”. Indian
Geotechnical Society(2009).
8. Hassan H. Jony, “Effect of Glass Powder Filler on Hot
Asphalt Concrete Mixture Properties” Eng. and Tech.
Journal, vol.29, No.1.(2008).
9. Huseyin, “Use of Aggregate Produced from Marbal
Quarry Waste in Asphalt Pavement”2007 Science direct.
10. Sabina, Tabrez, Sangita, A. Khan and Sharma,
“Performance Evaluation of Waste Plastic/Polymer
Modified Bituminous Concrete Mixes”, Journal of
Scientific and Industrial Research, vol 68, pp.975-979,
Nov.(2009).
____________

Construction of Steel Bridge in lieu of
conventional PSC Girder Bridge across
Tungabhadra River near Mantralaya on State
Highway SH-13 of Karnataka connecting
Andhra Pradesh
R. Jaiprasad* and Utpal Chakravarty**
ABSTRACT of Karnataka, decided to construct a new steel bridge at the same

location as the cost of rehabilitation was nearly 60% of the cost of
The high level PSC Bridge of 600 m length constructed across
new construction. Construction of steel bridge of 600 meters, for
Tungabhadra River in 1994 washed away on 2nd October 2009
the first time of its kind, was taken up, in the State.
and the traffic got disrupted between Karnataka & Andhra
Pradesh, specially the connectivity to famous holy place of
Sri Raghavendra Swamy Mutt which is in Andhra Pradesh. The 1 INTRODUCTION
bridge was damaged and 5 piers including 16 decks were washed
out and 1 pier was tilted. The flooding was so furious the holy
The earlier high level bridge comprised of 30 spans
mutt & its surroundings were flooded & submerged. of 20 meters center to center and covered a length of
600 meters between the faces of the abutments. In all
The alternative of rehabilitation and new construction were
examined and finally the Technical Committee of KRDCL 29 numbers of rectangular piers were constructed with
(Karnataka Road Development Corporation Limited), Government open foundation (Plate – 1).
Plate – 1
The super structure was with PSC-I girders and RCC 5 piers were washed away and 16 decks had toppled
deck slab. (Photo 1 & 2) & the water was flowing 2.5 m above the
FRL of the bridge. Out of the remaining 24 number of
There was sudden flood during October 2009 from
piers one was tilted and rest were intact. This resulted
the upstream of Tungabhadra dam situated 190 km
in disruption of traffic on State Highway-13 and also
upstream of the bridge site. Due to this flooding
communication from Karnataka, for the devotees
* Former Engineer-in-Chief (PWD) Govt. of Karnataka, Board of Directors and Member of Technical Committee, KRDCL.
** Vice President, M/s. S.N. Bhobe & Associates Pvt. Ltd., Navi Mumbai.

TECHNICAL PAPERS
to reach the famous Raghavendra Swamy Mutt in Considering the flood level of October 2009, the HFL
Mantralaya in Andhra Pradesh. was fixed at + 324.500 m instead of + 318.670 m,
earlier provided.
2 Project PROPOSAL
2.1 The DPR Consultants prepared Detailed Project
Report after thorough investigation at site and hard
rock was encountered at varying depth of 0.50 m to
2.0 m and as such, open foundation was proposed.
In order to minimize number of foundations, longer
span of 40 m was proposed and the entire bridge now
Photo – 1 comprises of 15 spans with a total length of 600 m.
In order to adhere to the directions of Government of
adopting fast track construction, Steel Superstructure
was proposed by the consultants for this project.
2.2 Salient Features

Abutment: Mass Concrete at both ends resting on
hard rock
Photo - 2
Pier: Solid RCC Piers 14 numbers resting on hard
The Government of Karnataka proposed the rock
construction of this bridge on fast track and KRDCL,
Superstructure: Structural Steel Truss of 40 m Span
a GoK undertaking was entrusted to take up the work.
(200 MT)
The preliminary feasibility study prepared through
Consultants and alternatives of rehabilitation and Deck: RCC Deck
reconstruction, were thoroughly examined by the
Grade of Concrete: M-35
Technical Committee based on comparison of time
and cost along with the residual life of the damaged Grade of Structural Steel: E250
structure. Width: Carriageway 7.5 m, Side Walk 1.5 m on either
Considering the cost of Rehabilitation being Rs.26.18 side.
Cr. & Reconstruction being Rs.40.00 Cr. it was decided Wearing Coat: 3 mm thick Asphaltoseal Sheets
by the Technical Committee to go for reconstruction of followed by B.C. 50 mm
the bridge. In view of the urgency and direction from
the Government to go for a fast track approach, the 2.3 Designs
Committee decided to propose Steel Bridge instead
A standard finite element package (STAAD Pro
of conventional PSC Girder Bridge and also adopt
Software) was utilized in the analysis. Main Girder,
longer span.
Cross Girder, Inclined Member & Vertical Members
M/s. S.N. Bhobe & Associates Pvt. Ltd. were appointed was modeled as beam elements. The concrete deck
as Consultants and were requested to prepare DPR, slab was modeled as four nodded plate elements. One
Detailed Designs, Estimates and Tender Documents. Lane of Class 70R or 2 Lanes of Class A vehicles were

TECHNICAL PAPERS
adopted for two Lane Bridge. The four loading cases Also, the cycle time of construction is higher in
considered in analyses & designs are: such arrangements.
a) Dead load only To avoid the same, Superstructure has been designed
with Pre-fabricated Steel Truss which can be fabricated
b) Dead load + live load off site and erected on approach and placed in position
c) Dead load + wind load by launching. The decking is Cast-in-situ concrete on
non retrievable steel plates laid on the steel frame.
d) Dead load + live load + wind load This arrangement of Open Steel Truss (Plate-2 & 3)
The conventional Slab on RCC/PSC Beam also ensures that during unexpected high floods the
Super-Structure calls for raising of Bridge F.R.L. super-structure will remain safe as obstruction to the
along with the approach roads to an extent of 5 m. water with high velocity is minimal.
Plate – 2
Plate – 3

TECHNICAL PAPERS
The length of bridge has been kept as 600 m keeping earth work was carried out as per guide lines and
the abutment locations same as in the earlier bridge. specifications. The top width of formation was kept
However, the span arrangement has been changed 14 m with side slopes as per design and drawings.
to 15 of 40 m as against 30 of 20 m of the earlier Extra width of formation was required to facilitate
bridge. movement of men and materials for assembling of
Rock strata were available at a maximum depth of girders.
2 m from the existing bed level. Accordingly, all the After completing Earth Work, RCC pedestals were
foundations have been designed as Open Foundation, cast 18 m apart on either side of centre line of bridge
resting on hard rock. There are 14 RCC Piers & alignment so that the two rows of pedestals are exactly
2 Abutments of mass concrete in the entire bridge under bottom chords of the Trusses to be assembled.
length. The top levels of pedestals were kept at the same level
of Abutment bed block.
3 Fabrication, Assembly &
Launching of Steel Truss Over the pedestals fixed roller bearings were to
be arranged to launch the girder longitudinally to
The fabrication yard was located about 200 m from
the various spans. Hydraulic jacks for pushing and
abutment No. A2 (Raichur End in Karnataka) along
pulling were arranged on RCC pedestal to launch the
the approach road of the bridge and 60 m away from
assembled Trusses longitudinally over the rollers fixed
the road.
on RCC pedestals.
The existing road level near fabrication yard is 6 to
7 m lower than the abutment bed block level and the 5 FABRICATION AND ASSEMBLY OF
adjacent ground level about 1m lower than the road GIRDERS
level. On the whole the ground level at fabrication
yard was lower by 7 to 8 m from bed block level. All the members of girders were fabricated with
extreme precision as per plan in the fabrication yard.
It was proposed to utilize the yard only for fabrication After fabrication, the members were taken on to the
of individual members of open Truss Girders. All the
road formation and assembled over pedestals. All the
required materials, tools and plants were kept at the
bolts and nuts were tightened applying correct pressure
yard with required power supply made available.
with TORQUE machine. Any slackness in tightening
of bolts could result in excessive deflection of girder
4 PRELIMINARY ARRANGEMENTS FOR
beyond tolerable limits especially while launching the
ASSEMBLY OF GIRDERS
girders by cantilever method.
As it was necessary to keep the bottom of assembled
The Structural Steel used for the Bridge was tailor
girders in level or slightly higher than bed block level
made by fabrication of Angles and Plates before
for launching the girders on to spans, it was proposed to
assembling in the site. It mainly consists of Diagonal
do earth work up to bed block level on the approaches
Bracings and Vertical Bracings connected to bottom
for a length of about 200 m.
and top Chords, with typical connection of joints and
This would act as formation for future approach road each bracing joints are connected with nuts and bolts
on completion of launching of girders. Accordingly, with proper welding.

TECHNICAL PAPERS
Plate – 4
The section has also sway bracings and portal

bracings (Plate-4). The various types of angles used
are:
ISA 130X130X10 : For Bottom Chord/Top
Chord.
ISA 90X90X10 : For Top Chord/Vertical
Bracing/Top Bracing.
ISA 100X100X10 : For Sway Bracing.
ISA 110X10X10 : For Portal Bracing.
The thickness of the plates used was 20 mm, 12 mm
and 10 mm at various sections. Typical fabrication and
joinery details are shown in Plate – 5. The hardware
used for bolts and nuts are of Grade 8.8 gr M20
(Conforming to IS:4000-1992).
As it was proposed to launch the girders by cantilever
method, three numbers of assembled girders over
pedestals were connected as one continuous unit
(i.e., 3 of 40 m = 120 m) by joining the top and
bottom chords of girders at two joints as shown in
Plate – 6, Photo – 3 & 4.
Plate – 5

TECHNICAL PAPERS
Plate – 6
cantilever position (Photo – 7). The deflection was

noted and checked with the permissible value of
deflection and after getting satisfied with the results,
the roller bearings were re-fixed on the pedestals to
continue launching.
6 LAUNCHING OF GIRDERS
The unit of 3 girders were then pulled and pushed
with the help of synchronized jacks mounted
on RCC pedestals. Controlled movement of the
Photo – 3
structure was carried out with the help of jacks and
rollers (Photo - 5 & 6). The unit was gradually
moved over roller bearings provided on bed blocks of
Abutment & Piers till the unit occupies the entire span
(Photo – 7 & 8).
Photo - 4
Roller bearings were inserted between bottom chords

and pedestals (Photo – 5) for the three girders unit.
Trial run was done by launching on ground up to
the Abutment. Three connected unit were tested for
joint strength and deflection in the cantilever position
while in the trial bay. To accomplish test results, the
front 40 m was made unsupported by removing roller
Photo – 5
supports on pedestals temporarily and was kept in

TECHNICAL PAPERS
After completion of launching operation, the temporary

connections provided for top & bottom chords
(Plate – 4) were removed and the individual girders
were seated on permanent Pot/Pot-PTFE bearings.
Alignment was corrected at every pier location with
the help of vertical and push pull jacks so that the truss
always move on the rollers in correct alignment. The
launching was carried out by a specialized agency,
M/s. Freight Wings (P) Ltd, Mumbai.
After the Steel Superstructure was seated on the
correct location, concreting of the deck slab was done
and the Strip Seal Expansion joints were fixed for the
designed movement.
Photo - 6
7 Contract Cost
The work was awarded to M/s. GVR Projects Limited,
Hyderabad at a contract cost of Rs. 43.15 Crores and
work was started on 12th July 2010. The breakdown of
cost components as follows:
a) Foundation : Rs.2.63 Cr.
b) Substructure : Rs.9.38 Cr.
c) Superstructure : Rs.26.17 Cr.
d) Approaches : Rs.1.23 Cr.
e) Others : Rs.3.74 Cr.
Though the work was proposed to be completed in
Photo - 7 12 months, the said work got completed in 24 months
& 20 days, the delay being due to flooding during
construction period and lack of skilled labour force
at times, transportation of materials and especially
machinery and structural steel sections to the
remote bridge location which is about 350 kms from
Bangalore.
The work was completed on 30th August 2012 & traffic
was allowed from 10th September 2012. In order to
save time, instead of conventional Mastic Asphalt,
Asphaltoseal sheet of 3 mm thick is provided.
8 CONCLUSION
Photo - 8
Most of the Railway Bridges and Road Bridges
To accomplish faster launching, same method have been constructed with Structural Steel during
was continued from either end of the bridge the pre-independence period. Subsequently, with
(i.e., Mantralaya end & Raichur end). the advancement in Concrete, PSC structures of

TECHNICAL PAPERS
longer span with PSC-I/Box Girder and Segmental Sq.m in comparison to Rs. 22,000/- & Rs. 30,000/- for
Construction have been adopted extensively. PSC I-Girder & Segmental Box Girder Superstructure
In the present bridge, the materials used is Structural respectively, which were from the various bridge
Steel and different stages such as casting of contracts executed in the state of Karnataka during
Girders including shuttering, Steel Caging, Pre- the same period. The additionality due to adopting
stressing Cables etc. were avoided and replaced of Structural Steel Superstructure is less than 15%
by Prefabricated Structural Steel Truss with in- and considering time saving and minimal materials
situ Concrete Deck (Photo – 9 & 10). The cost of compared to PSC segmental construction with RCC,
Structural Steel Superstructure was Rs. 36,000/- per cables, prestressing and other stages is compensated.
Photo – 9 Photo - 10
9 ACKNOWLEDGEMENT
The Authors are highly thankful to the inputs of Board
of Directors and Technical Committee of KRDCL,
Managing Director and all concerned of KRDCL,
M/s S.N. Bhobe & Associates Pvt. Ltd., Mumbai,
M/s GVR Projects Limited, Hyderabad, M/s Freight
Wings (P) Ltd, Mumbai.
References
1. IRC:6 – Standard Specifications and Code of Practice for
Road Bridges, Section-II Loads and Stresses
Road Bridges, Section III – Cement Concrete (Plain and
Reinforced)
Road Bridges, Steel Road Bridges (Limit State Method)
4. IRC:78 – Standard Specifications and Code of Practice
for Road Bridges, Section VII- Foundations and
Substructures
5. IS:875 Part-3 – Wind Loads
6. IS:800 – General Construction in steel
__________

PERFORMANCE MODELS FOR RURAL ROADS
Atul Bhatore* and Mrs. Vandana Tare**
ABSTRACT been carried out for developing the performance

In case of rural roads, the resources available for maintenance of equations for rural roads in Jhabua, Dhar and Indore
defective pavement sections are very limited. Thus there is a need districts of MP.
for developing an appropriate methodology to priotize the road
network for maintenance. The road performance equations predict
the performance of the pavement over time and under various traffic, 2 OBJECTIVES OF THE STUDY
surface and environmental conditions. Performance equations Following are the objectives of this study:
relating to the pavement distress condition like, drainage rating,
edge drop, rut depth, roughness & cracking have been developed 1. To identify various distresses in rural
in this paper on the basis of dependent variables on which the roads from detailed distress survey,
particular distress is mostly rely. Total six time data are collected destructive and non-destructive tests.
from April 07 to November 09, twice in a year, for rural roads, in
the districts Jhabua, Dhar and Indore of Madhya Pradesh (MP). 2. To define various performance
The performance models are developed using five time data. The parameters.
sixth time data is used for validation of the developed models.
3. To develop performance models for
rural road pavements with the available
1 INTRODUCTION parameters using conventional regression
Pavement condition assessment and deterioration technique.
estimation is an integral part of all pavements and 4. To validate the performance models
infrastructure management system. They are usually developed and check their reliability of
based on models which predict pavement performance prediction.
based on present conditions. However, many difficulties
are associated with the measurements and/or precise 3 DATA COLLECTION
estimation of the inputs involved in the performance
For data collection, roads from Jhabua, Dhar & Indore
models, such as traffic flows, environmental condition
districts have been selected depending upon their
etc. The uncertainty in the determination of these and
soil type & rainfall condition. The soil type includes
other factors contribute to the difficulties encountered
sandy, gravely soil, black cotton soil. Murrum, fine
while developing pavement performance models.
sand, silt etc. The rainfall ranges from: below 500 mm,
The implementing organizations have been pointing
500 mm - 1000 mm and above 1000 mm. Roads have
towards a need of developing an intelligent pavement
been designated as A1 to A10. Ten road stretches have
performance models that can priotize pavement
been selected from three districts. The details of roads
maintenance and rehabilitation works. Such models can
are as under:
forecast the pavement service life left and pavement
rehabilitation needs and can help in the formulation of 1. A1 – Bokadia Approach Road, 5 km
pavement maintenance and strengthening programs. bituminous road
Hence there is a need for development of performance 2. A2 – Akola Approach Road section I,
of pavement in terms of deterioration. This work has 8.65 km bituminous road
* Asst. Professor - J.I.T. Borawan, Khargone, E-mail: Bhatore_Atul01@yahoo.co.in

** Professor - CE & AMD S.G.S.I.T.S. Indore, E-mail: vtare@rediffmail.com

TECHNICAL PAPERS
3. A3 – Akola Approach Road section II, 10. A10 – Lalbag to Dhani Approach Road,
8.65 km bituminous road 2 km bituminous road
4. A4 – Guda Approach Road, 3 km Pavement condition of these roads is determined and
bituminous road Traffic on these roads have also been taken. These are
5. A5 – Bilawali Approach Road, 1.8 km given in subsequent sections.
cement concrete road
6. A6 – Ahirkhedi Approach Road, 2 km 3.1 General Data
bituminous road General data of all the roads has been taken
7. A7 – Hansa Khedi Approach Road section which consist of effectiveness of surface drainage
I, 3.3 km bituminous road arrangement, roughness value in m/km, CBR of
8. A8 – Hansa Khedi Approach Road section shoulder, field dry density of shoulder, moisture
II, 3.3 km bituminous road content of subgrade etc. The data has been taken 6
9. A9 – Manawar to Pipliyakhoont Approach times that is Before Monsoon (BM) & After Monsoon
Road, 5.5 km bituminous road (AM) during the period from Apr.-07 to Nov.-09.
Table 1 General Details of Roads

Name of Road A1 A2 A3 A4 A5 A6 A7 A8 A9 A10
Chainage of Test 2.15 to 3.40 to 7.60 to 2.50 to 1.00 to 0.35 to 3.00 to 1.50 to 1.00 to 1.00 to
Section (in km) 2.65 3.90 8.10 3.00 1.50 0.85 2.50 2.00 1.50 1.50
Effectiveness of G F G G F F G G G G Apr-07
surface drainage G G G F F F G G G G Jan-08
arrangement
(Good/Fair/Poor) G G G F F F G G G G Jun-08
F F G F F F G G F G Nov-08
F F G F F F G F F G May-09
F F F F F F G F F G Nov-09
Subgrade 2 2.5 3 3 - 2.5 2.5 2.5 2.5 2.5
Moisture Content 3 3 3 3.5 - 3 2 2 3 2
(%)
3 2.5 3 4.5 - 3.5 2 2.5 3 3
4 4 2 5 - 5 3 2 3.5 2.7
4 4 2 6 - 5 2.7 2 3.5 2.3
4 4 3 6 - 5 2.5 2 3.7 2.5
CBR of Subgrade 8.6 7.5 7.8 10 2 2.0 7.5 3 3 8
7.5 8.2 8.0 11 2.11 2.3 7.8 2.1 2.9 7.5
8.2 8.5 7.9 9 2.14 1.9 8 2.9 3.2 9
8.0 8.0 8.1 11 1.9 2.5 5 4 2.8 10
8.2 7.2 7.5 10 3 2.45 6.8 3.1 2.7 8.5
8.6 7.5 7.9 11 2.13 2.31 6 3 3.1 11
MERLIN 12.368 12.370 11.018 11.018 12.368 12.943 12.368 12.368 12.368 12.368
roughness value, 12.368 13.070 11.018 11.768 12.980 12.719 12.368 12.403 12.523 12.603
in m/km.
12.368 13.450 11.018 12.185 13.310 13.518 12.603 12.509 12.603 12.744
12.744 14.860 11.351 14.354 14.252 13.894 12.603 12.556 12.839 12.791
13.215 16.600 12.811 14.562 16.602 14.129 12.839 12.744 13.074 12.933
13.404 17.550 13.220 14.979 16.70 14.364 12.980 13.074 13.310 13.215

TECHNICAL PAPERS
3.2 Survey for Various Distresses portion of each subsection, cracking of surface
Pavement Condition Survey of all the roads has layer, pot holes & edge drop. The data for these
also been done which consists of measuring distresses has been obtained in field and is given
rutting, longitudinal depression in the central in Table 2.
Table 2 Distress Observed in Various Roads

Rutting measured 12.1 12.6 13.1 14.1 NIL* 16.1 16.4 17.5 15 12.5 Apr-07
(mm)
13.8 14 13.9 14.9 NIL* 17.3 16.4 18.7 15.6 13.9 Jan-08
15.8 15.6 15.8 16.3 NIL* 20 18.9 23.2 19.6 17.7 Jun-08
17.8 17.1 17.1 17.5 NIL* 21.9 20.1 25.8 21.7 19.9 Nov-08
19.7 18.7 18.6 18.9 NIL* 23.9 25.4 28.4 24.3 22.5 May-09
20.2 20 19.8 21.5 NIL* 24.4 26 29.1 25 24.6 Nov-09
Longitudinal 10 10 10 10 NIL 11.7 13.2 11.7 10 10.8
Depression in the
11 10.6 10.3 10.6 NIL 12.9 13.2 13.2 11.3 11.7
central portion of
each subsection 12.6 12.2 12.4 12.4 NIL 14.9 14.4 16.4 13.3 14.1
(mm) 14.2 13.3 13.8 13.5 NIL 16.8 15.7 19.2 16.1 15.5
15.6 14.5 14.9 15 NIL 19.3 17.2 23.5 17.3 17.2
16 14.8 15.2 15.3 NIL 20 18.1 23.7 17.9 18
Cracking of Surface 0 0 0 0 0 0 0 0 0 0
layer (%)
0.3 0.1 0.3 0.2 0.1 0.1 0.1 0.1 0.1 0.2
0.3 0.4 0.4 0.2 0.2 0.3 0.5 0.2 0.2 0.2
0.8 0.8 0.5 0.8 0.2 0.3 0.4 0.2 0.2 0.2
1 0.8 0.5 0.9 0.3 0.3 0.4 0.2 0.2 0.2
1 0.9 0.5 1 0.4 0.3 0.4 0.3 0.3 0.3
Pot Holes (%) 0 0 0 0 0 0 0 0 0 0
0.2 0.2 0.1 0.1 0 0.1 0.1 0.2 0.1 0.1
0.3 0. 4 0.1 0.1 0.2 0.1 0.1 0. 3 0.1 0.2
0.4 0. 5 0.1 0.4 0.4 0.1 0.1 0. 5 0.1 0.2
0.4 0.7 0.1 0.5 0.6 0.1 0.1 0.7 0.1 0.2
0.4 0.9 0.2 0.5 0.6 0.2 0.1 0.7 0.1 0.2
Edge Drop (mm) 30.2 28.7 26.9 22.3 23.7 19.1 20.8 26.3 24.7 24.2
30.2 28.8 27.1 22.4 23.7 19.1 20.8 26.3 24.7 24.2
32.7 30.8 29.5 24.7 27.2 19.8 24.6 30.3 27.8 26.5
33.8 32.4 30.7 25.6 28.8 27.3 30.2 32.4 30.3 27.5
34.9 33.7 32.4 26.8 30.6 34.8 32.2 34.6 31.9 29.5
35.0 33.9 32.5 27.1 30.8 35.0 32.2 34.7 33.1 30.3
3.3 Traffic Survey Vans, Mini Truck/Minibus, Tractor-trailer, bicycle/

Traffic data of all the roads has been taken which rickshaw & animal drawn carts. The commercial
consists of average of 3 days traffic survey for different vehicle data for six times that is in peak period (P) &
vehicle class viz. Two-Wheelers, Three-Wheelers, in normal period (N), was observed and is presented in
Buses, Trucks (2-Axle & 3-Axle), Jeeps/Cars/ Table 3.

TECHNICAL PAPERS
Table 3 CVPD for Various Roads

Commercial 57 36 52 12 112 66 53 53 43 44 Apr-07
Vehicle per day
(CVPD) 62 53 81 22 129 100 75 86 44 55 Jan-08
67 61 87 45 134 123 85 90 49 65 Jun-08
68 69 94 67 113 147 95 96 58 65 Nov-08
70 75 99 69 120 139 102 106 62 77 May-09
75 77 101 73 132 144 115 132 77 79 Nov-09
4 PERFORMANCE PARAMETERS day, cracking, subgrade CBR and Subgrade Moisture

Performance parameters taken in this study are content are the factors on which Rut depth usually
drainage rating, edge drop, rut depth, roughness and depends.
cracking.
4.4 Roughness
4.1 Drainage Rating Roughness is also observed at all the road sections.
Drainage rating of road is taken as function of MERLIN (Machine for Evaluating Roughness using
Potholes, Shoulder CBR and Field dry density of Low cost Instrument) is used for determination of
shoulder. The six time data for these parameters are roughness. The MERLIN roughness is converted into
given in Table-1 & Table-2. Weight ages for drainage International Roughness Index (IRI) in m/km using
rating is given as: 3 for good condition, 2 for fair & 1 equation IRI = .0.593 + 0.0471D, where D is MERLIN
for poor condition. roughness in mm. Roughness generally depends on
CVPD, longitudinal depression and subgrade moisture
4.2 Edge Drop content.
An Edge drop is road geometry defect where the 4.5 Cracking

vertical distance from the edge to seal the adjacent
shoulder exceeds acceptable limit. Edge drop-offs Cracking is also observed a Severe distress. Cracking
generally occur when the road shoulders wornout or equation is formed with CVPD and drainage rating
there is inadequate strength of the pavement at the as input. Cracking depends upon Commercial vehicle
edge of the roadway Edge drop off is found major per day and drainage rating.
distress at all the road sections. During inspection
it was observed that rain fall, drainage rating and 5 DEVELOPMENT OF PERFORMANCE
Commercial Vehicle Per Day (CVPD) etc. are some EQUATIONS
of the factors which are responsible for edge drop. Performance equations have been developed for
various distress types by considering various factors
4.3 Rut Depth
on which a particular distress mostly depends.
Rutting is longitudinal depression or groove in the Multiple regression technique has been used for the
wheel track. The ruts are usually of the width of a development of performance equations. This will be
wheel path. Rutting is found nil at road stretch A5 as it helpful in the prediction of extent of various distress
is cement concrete pavement. Commercial vehicle per types on a particular road.

TECHNICAL PAPERS
Table 4 Performance Equations
Sr. No Name of Developed Equations

Road
1 A1 Drainage rating DR = 125.2 x (FDD Shdr)-3.82 x (SHCBR)-0.529 x (Ph)-0.223
Edge drop ED = 5.57 x (CVPD)0.432 x (DR)-1.41 x (RF)0.01
Rut depth RD = 0.061 x (CVPD)0.991 x (CR)0.147 x (Subg CBR)0.682 x (Subg MC)-0.283
Roughness Rg = 48.13 x (CVPD)-0.545 x (LD)0.366 x (Subg MC)0.008
Cracking CR = 5.875 x 10-3 x (CVPD)2.201 x (DR)-2.367
2 A2 Drainage rating DR = 27.35 x (FDD Shdr)-3.768 x (SHCBR)0.056 x (Ph)-0.187
Rut depth RD = 0.133 x (CVPD)1.155 x (CR)-0.044 x (Subg CBR)0.065 x (Subg MC)-0.034
3 A3 Drainage rating DR = 0.368 x (FDD Shdr)0.917 x (SHCBR)0.589 x (Ph)-0.123
Rut depth RD = 17 x 105 x (CVPD)0.482 x (CR)0.012 x (Subg CBR)-7.022 x (Subg MC)0.662
Roughness Rg = 7.308 x (CVPD)-0.053 x (LD)0.292 x (Subg MC)-0.050
Cracking CR = 38.93 x (CVPD)0.390 x (DR)-3.514
Edge drop ED = 17.496 x (CVPD)0.111 x (DR)0.072 x (RF)-0.017
Rut depth RD = 2.696 x (CVPD)-0.024 x (CR)-0.069 x (Subg CBR)0.386 x (Subg MC)0.641
Roughness Rg = 0.322 x (CVPD)0.106 x (LD)1.908 x (Subg MC)-1.013
Edge drop ED = 8.766 x 1012 x (CVPD)-0.725 x (DR)-1.845 x (RF)-3.230
Roughness Rg = 12.001 x (CVPD)-0.481 x (LD)0.944
6 A6 Drainage rating DR = 7.092 x (FDD Shdr)-0.131 x (SHCBR)-0.424 x (Ph)-0.266
Edge drop ED = 94.089 x 103 x (CVPD)-0.626 x (DR)-4.046 x (RF)0.451
Rut depth RD = 0.447 x (CVPD)0.856 x (CR)-0.438 x (Subg CBR)-1.465 x (Subg MC)1.102
Roughness Rg = 6.283 x (CVPD)0.060 x (LD)0.161 x (Subg MC)0.021
Edge drop ED = ED = 0.418 x (CVPD)0.470 x (DR)-2.782 x (RF)0.738
Rut depth RD = 0.RD = 0.092 x (CVPD)0.582 x (CR)0.066 x (Subg CBR)0.920 x (Subg MC)1.059
Roughness Rg = Rg = 8.671 x (CVPD)0.001 x (LD)0.136 x (Subg MC)-0.002
Cracking CR = CR = 3.189 x 10-5 x (CVPD)2.139 x (DR)2.002
8 A8 Drainage rating DR = 2.965 x (FDD Shdr)0.109 x (SHCBR)-0.021 x (Ph)-0.025
Rut depth RD = 8.42 x 10-3 x (CVPD)1.537 x(CR)-0.380 x (Subg CBR)0.676 x (Subg MC)0.863
Roughness Rg = 11.393 x (CVPD)-0.010 x (LD)0.050 x (Subg MC)-0.0004
Cracking CR = 3.391 x 103 x (CVPD)1.315 x (DR)-12.201

TECHNICAL PAPERS
Sr. No Name of Developed Equations

Road
9 A9 Drainage rating DR = 1.437 x (FDD Shdr)-0.441 x (SHCBR)0.406 x (Ph)-0.372
Edge drop ED = 6.049 x (CVPD)0.484 x (DR)-0.137 x (RF)-0.043
Rut depth RD = 4.039 x (CVPD)0.914 x (CR)0.320 x (Subg CBR)-0.932 x (Subg MC)-1.204
Cracking CR = 83.116 X 103 x (CVPD)-1.888 x (DR)-3.738
10 A10 Drainage rating DR = 3.133 x (FDD Shdr)0.112 x (SHCBR)-0.044 x (Ph)-0.045
Edge drop ED = 21.92 X 104 x (CVPD)0.114 x (DR)-1.700 x (RF)-1.256
Rut depth RD = 0.027 x (CVPD)1.483 x (CR)-0.169 x (Subg CBR)0.285 x (Subg MC)-0.091
Roughness Rg = 9.244 x (CVPD)0.079 x (LD)-0.002 x (Subg MC)-0.004
Where, Rg = Roughness (m/km)

DR = Drainage rating LD = Longitudinal Depression (mm)
FDD Shdr = Field Dry Density of the Shoulder Subg MC = Sub-grade Moisture Content
(gm/ cc)
Co-efficient of Correlations for the above equations
Ph = Pothole area (m2) are obtained between 0.72 to 0.99
SHCBR = California Bearing Ratio of Shoulder
ED = Edge Drop (mm) 5 VALIDATION OF PERFORMANCE
CVPD = Commercial Vehicle per Day EQUATIONS
RF = Rainfall (mm)
The validation of equations given in Table-4 has
CR = Surface Cracking (m2) also been done for the collected data. The results of
Subg CBR = Sub-grade California Bearing Ratio validation are shown in Table-5.
Table 5 Comparisons of Actual and Predicted Values
Stretch Drainage Rating Edge Drop (in mm) Rut Depth (in mm) Roughness (in m/km) Cracking (in m2)
ID Actual* Value Actual* Value Actual* Value Actual* Value using Actual* Value
Value using Value using Value using Value Developed Value using
Developed Developed Developed Regression Developed
Regression Regression Regression Equation Regression
Equation Equation Equation Equation
A1 2 2.14 35.00 33.98 20.20 19.97 13.40 12.75 19.00 25.10
A2 2 1.57 33.90 30.8 20.00 19.22 17.55 19.92 17.10 20.08
A3 2 2.65 32.50 38.98 21.50 17.44 13.22 12.21 11.40 20.48
A4 2 1.62 27.10 27.92 21.50 19.42 14.97 14.96 19.00 22.88
A5 2 1.60 30.80 35.11 22.30 19.60 16.70 15.92 7.60 8.15
A6 2 1.44 37.00 41.31 - - 14.36 14.18 5.80 6.17
A7 3 2.89 32.20 37.08 26.00 22.37 12.98 12.87 5.71 5.95
A8 2 2.81 34.70 36.65 29.10 29.55 13.07 12.68 7.60 11.14
A9 2 1.77 33.10 35.62 25.00 26.77 13.31 11.24 5.70 3.92
A10 3 2.79 30.30 31.74 24.60 23.86 13.21 12.92 5.70 8.43
* Actual values are taken in November 2009.

TECHNICAL PAPERS
6 CONCLUSIONS 2. Abdullah I., Al-Mansour, Kumares C. Sinha, Thomas

Kuczek, “Effects of Routine Maintenance on Flexible
Based on the study following conclusions have been Pavement Condition”, Journal of Transportation
drawn: Engineering, Vol. 120, No. 1, January/February, 1994.
1. The main distresses identified in the rural 3. Mr. D.T. Thube, Dr. M. Parida, Dr. S.S. Jain, “Application
of Artificial Neural Network (ANN) for Prediction of
roads are Rutting, Edge drop, Cracking and Pavement Deterioration for Low Volume Roads in India”,
Roughness. 22nd ARRB conference – Research into Practiec, Canberra
2. Ravelling was found to be absent on the selected Australia, 2006.
sections. A few numbers of potholes are 4. G. Morosuik, T. Toole, S. Mahmud, T. Dachlan, “Modelling
observed on some places of the road sections the Deterioration of Bituminous Pavements in Indonesia
within a HDM-4 Framework.
due to poor drainage and construction quality.
5. Alberto Garcia-Diaz, Michael Riggins, “Serviceability
3. MERLIN roughness is converted into and Distress Methodology for Predicting Pavement
International Roughness Index in m/km. For Performance, Transportation Research Record 997.
earth, gravel, surface dressed & asphaltic 6. The MERLIN Low-cost Road Roughness Measuring
concrete roads, the IRI value is minimum 2.4 to Machine, Overseas Unit of the Transport and Road
maximum 15.9. Stretches A2 & A5 is showing Research Laboratory, UK.
roughness more than higher range. 7. Nagaraja M. , Balabhaskara Reddy B. , Veeraragavan A.,
and Krishnamurthi “Development of Composite Ranking
4. Performance parameters such as drainage rating,
Methodology for Prioritization of Highway Pavement
edge drop, rut depth, roughness and cracking for Maintenance Work –A Case Study “Proceedings of
have been taken in the study, which mainly the National Seminar on Emerging Trends in Highway
depends upon drainage rating, field dry density Engineering, Banglore, March 1995.
of shoulder, pothole area, California Bearing 8. Al-Suleiman (obedient) and Azm. S Al-Homound
Ratio of shoulder & subgrade, edge drop, “A Model for Effect of Pavement Characteristics on
commercial vehicle per day, rainfall, surface Pavement Condition “Journal of Indian Roads Congress,
Vol. 57-1. September 1996.
cracking, roughness, longitudinal depression
9. Zi-Ping Chiang “The Study of Pavement Performance
and subgrade moisture content.
Index and Smoothness Prediction Model for Highway in
5. Validation of performance equations has also Taiwan” (2000).
been done for collected data which gives the 10. Prof. S.S. Jain, Dr. M. Parida and D. T. Thube “Optimal
validity of equations. Strategies for Maintenance of Rural Roads in Uttaranchal”
IRC International Seminar on Innovations in Construction
6. The Performance equations developed for
and Maintenance of Flexible Pavements. Agra, 2-4,
different distress types will be used in Pavement Sept. 2006, Pages 4-45 to 4-56.
Maintenance Management System which will 11. R. Venkateswara Rao, C.S.R.K. Prasad “Performance
be helpful in prioritization of maintenance Based Rural Roads Maintenance” IRC International
works. Seminar on Innovations in Construction and Maintenance
of Flexible Pavements. Agra, 2-4, sept.2006, Pages 4-67
7 AKNOWLEDGEMENT to 4-74.
12. L Udaykumar, R. Vivian Robert and M. S. Amarnath
Authors are extremely thankful to NRRDA, New
“Ranking Technique for Prioritization of Arterial and Sub
Delhi for sponsoring the project RRPPS (Rural Roads Arterial Roads for Maintenance Management” Journal of
Pavements Performance Study) to SGSITS Indore and Indian Roads Congress, Nov.2008, Pages 41 -52.
for giving financial support. 13. Prof. A. Veeraragavan “Maintenance and Preservation
of Rural Road Infrastructure Issues and Concerns” in
REFERENCES Monthly magazine GRAMEEN SAMPARK, Nov. 2008,
1. Binu Sara Methew, D.S. Reshmy & Kuncheria P. Isaac Pages 4-9.
“Performance Modeling of Rural Road Pavement using 14. Ankit Gupta, Rajat Rastogi and Praveen Kumar “Flexible
Artificial Neural Network”, Journal of Indian Roads Pavement Performance Models: A Review”. Journal of
Congress, January 2008, pages 31-39. Indian Roads Congress (2008).

Laboratory Study on Improvement of Low Quality
Aggregates for Construction of Rural Roads
P.K. Jain*
ABSTRACT Table 1 Limiting Values of Water Absorption and

Aggregate Impact on Aggregates
Locally available and marginal materials are normally
recommended for use in rural road construction. These potential Layer Water Absorption Wet Aggregate Impact
materials need to be evaluated in respect of their water absorption, Value (Percent) Value (Percent)
dry and wet aggregate impact values. It is well known that [IS-2786 (Part3)-1963] [IS-2386 (Part4)-1963]
aggregates which have greater water absorption values are likely
to show higher wet aggregate impact values. The specified limiting Sub-base 6.0 50
impact values for sub-base, base and surface courses of rural roads Base 3.0 40
are 50, 40 and 30 percent respectively. The corresponding specified
Surface 2.0 30
water absorption values are 6.0, 3.0 and 1.5 percent respectively.
There are instances when the locally available low quality Economical and labour oriented cost effective
aggregates have water absorption and aggregate impact values, in
excess of the specified values for rural road construction. Under techniques for construction of rural roads have been
these circumstances, it is felt desirable to explore possibilities evolved over the past several decades(2-10). However,
for improving these characteristics of aggregates by suitable not much attention has been paid to evaluation and
treatments. For laboratory investigation work, three typical low
quality aggregates viz. broken bricks, sand stone and shale were improvement of various available marginal aggregates.
selected and these were treated with bitumen, resin and sodium Use of lingo sulfonic acids and Iigno sulfonic acid
silicate. This paper gives details of laboratory study on evaluation polymers(10) has been reported for improvement of
of physical characteristics of these low quality aggregates and
the strength of dolomite limestone aggregates. It
then improvement achieved by treatment with bitumen resin and
sodium silicate. is reported(9) that performance of shale aggregate is
found to be poor due to rapid disintegration under
1 INTRODUCTION combined action of water and traffic. The extent of
In the context of extensive programme for construction degradation of shale aggregates used in Water Bound
of rural roads under various schemes like Pradhan Macadam (WBM) sub-base and base course just after
Mantri Gram Sadak Yojna, Bharat Nirman and World one rainy season is indicated in Table 2.
Bank, it is felt necessary to undertake research for
Table 2 Sieve Analysis of Shale Aggregates used in
evolving appropriate low cost techniques using Water-Bound Macadam Base Course
local aggregates. In the construction of rural roads,
use of locally available materials is advocated from Sieve Size Percent Passing
the economic and environment point of view. These (mm) Laid Observed (After Specified
materials includes soil, sand, gravel, moorum, (Grading) One Year)
marginal aggregates and broken bricks. According to 75 100 100 100
the Manual(1) on “Route Location, Design, Contraction
and Maintenance of Rural Roads” published by the 63 95 100 90-100
Indian Roads Congress, the limiting values of water 50 65 100 35-70
absorption and wet aggregate impact for aggregates 40 13 90 0-15
to be used in rural road construction are given in
20 4 69 0-5
Table 1.
* Chief Scientist, Flexible Pavement, CSIR-Central Road Research Institute, New Delhi and Coordinator,
Academy of Scientific and Innovative Research, New Delhi-110025

TECHNICAL PAPERS
There are several instances, when the locally available 2 Laboratory Study
aggregates do not meet specification requirements. 2.1 Literature survey(2-8) indicate that low quality
It is, therefore, considered desirable to explore aggregates can be used economically in rural road
in the laboratory the possibilities of improving construction. However, much laboratory work has
such aggregates by appropriate physico-chemical not been done towards evaluation of their physical
treatment(7). characteristics. Three typical low quality aggregates
available in North East such as broken brick, sand
The loss of impact value upon wetting is attributed stone and shale were selected for this study.
to higher water absorption through porous surface. a) Evaluation of physical characteristics.
This paper presents the results of the laboratory study
b) Improvement by treatment with bitumen,
on evaluation of physico-chemical characteristics of resin and sodium silicate.
selected low-quality aggregates, determination of
2.2 Physical Characteristics of Low Quality
their water absorption and strength characteristics,
Aggregates
and improvement by treatment with bitumen, resin and
The results of physical characteristics of three typical
sodium silicate. Three typical low quality aggregates
low quality aggregates and conventional aggregate like
available in North East such as broken brick, sand Delhi Quartzite in terms of water absorption, bitumen
stone and shale were selected for this laboratory study. absorption, apparent and bulk specific gravities,
These were selected due to their easy availability dry and wet aggregate impact values are given in
locally and lower cost. Table 3.
Table 3 Physical Characteristics of Aggregates
Aggregate Sample No. Apparent Bulk Specific Water Bitumen Dry Wet
Type Specific Gravity Gravity (g/cc) Absorption, Absorption, Aggregate Aggregate
(g/cc) Percent Percent Impact Impact
Value, Value,
Percent Percent
Broken I 2.63 2.02 12.1 6.6 37 43
bricks II 2.61 2.01 11.8 6.4 36 42
Sandstone I 2.63 2.22 8.1 4.8 33 50
II 2.75 2.42 4.8 1.2 28 30
III 2.76 2.44 5.8 2.1 36 53
Shale I 2.59 2.42 4.0 1.5 28 40
II 2.61 2.39 4.2 1.6 33 46
III 2.70 2.48 3.2 0.8 25 31
2.3 Improvement by Chemical Treatment low quality aggregates are described in the following
Three different materials such as bitumen (melted and paragraphs.
cutback), urea formaldehyde resin solution and sodium 2.3.1 Coating by 80/100 Penetration Grade Bitumen
silicate solution were selected for improvement of
The samples of low quality aggregates (63-25 and
water absorption and strength characteristics. All the
12.5-10.0 mm size) were heated to about 150ºC and
three materials are available commercially. The four
mixed with 1 and 2 percent 80/l00 penetration grade
laboratory processes adopted for improvement of
bitumen by weight. The mixing time was kept at 4 to

TECHNICAL PAPERS
5 minutes in order to facilitate thorough coating of The bitumen coated aggregates of both the sizes were
aggregates with bitumen. The coated aggregates were tested for water absorption and impact values. The
cooled and stored at room temperature for 24 hours. test results are given in Tables 4 and 5.
Table 4 Water Absorption Values of Bitumen Coated Aggregates
Aggregate Sample Water Absorption Water Absorption Percent Water Absorption Percent of
Type No. Percent of of Aggregates Coated by 1% Aggregates Coated by 2%
Untreated Bitumen Bitumen
Aggregates (63-25 mm) (12.5-10 mm) (63-25 mm) (12.5-10 mm)
(12.5-10 mm)
Broken I 12.1 6.9 10.1 12.1 6.9
bricks II 11.8 6.8 10.1 11.8 6.8
Sandstone I 8.1 3.1 4.7 8.1 3.1
II 4.8 1.7 2.1 4.8 1.7
III 5.8 2.6 3.8 5.8 2.6
Shale I 4.0 0.6 1.3 4.0 0.6
II 4.2 0.7 1.4 4.2 0.7
III 3.2 0.3 0.9 3.2 0.3
Table 5 Dry and Wet Aggregate Impact Test Values of Bitumen Coated Aggregates
Aggregate Sample Untreated Aggregates Aggregates Coated by 1% Aggregates Coated by 2%

Type No. Bitumen Bitumen
Dry Wet Dry Wet Dry Aggregate Wet
Aggregate Aggregate Aggregate Aggregate Impact Aggregate
Impact Impact Impact Impact Value, Impact
Value, Value, Value, Value, Percent Value,
Percent Percent Percent Percent Percent
Broken bricks I 37 43 30 37 25 29
II 35 40 30 36 24 28
Sandston I 33 50 29 35 21 26
II 28 39 16 29 15 22
III 36 53 30 44 28 35
Shale I 28 40 18 26 16 23
II 33 46 17 22 14 21
III 25 31 17 22 15 20
2.3.2 Soaking of Aggregates in Bitumen-Kerosene 24 hours. The soaked samples were cured in an oven
Oil Blend at 120°C for about fifteen minutes to expel kerosene
oil from the treated aggregates. The samples were
The samples of low-quality aggregates were
then tested for water absorption, dry and wet impact
immersed in bitumen-kerosene oil blend containing
values. The test results are given in Tables 6 and 7.
40:60 and 60:40 parts bitumen and kerosene oil for

TECHNICAL PAPERS
Table 6 Water Absorption Values of Aggregates After Soaking in Bitumen-Kerosene Oil Blends
Aggregate Sample Untreated Aggregates Soaked in Aggregates Soaked in

Type No. Aggregates 40:60 Bitumen-Kerosene 60:40 Bitumen-Kerosene
Oil Blend Oil Blend
63-25 mm 12.5-10 mm 63-25 mm 12.5-10 mm
Broken I 12.1 1.7 2.9 1.1 2.6
bricks II 11.8 1.6 2.8 1.2 2.4
Sandstone I 8.1 1.2 1.9 1.2 1.7
II 4.8 1.2 1.8 1.1 1.6
III 5.8 1.6 2.7 1.4 2.5
Shale I 4.0 1.0 1.6 0.7 1.0
II 4.2 1.0 2.5 0.9 2.2
III 3.2 0.9 1.1 0.3 0.7
Table 7 Dry and Wet Aggregate Impact Values of Aggregates after Soaking in Bitumen-Kerosene Oil Blends
Aggregate Sample Untreated Aggregates Aggregates Soaked in Aggregates Soaked in

Type No. 40:60 Bitumen Kerosene 60:40 Bitumen Kerosene
Oil Blends Oil Blends
Dry Wet Dry Wet Dry Wet
Aggregate Aggregate Aggregate Aggregate Aggregate Aggregate
Impact Impact Impact Impact Impact Impact
Value, Value, Value, Value, Value, Value,
Percent Percent Percent Percent Percent Percent
Broken I 37 43 15 30 10 20
bricks II 36 42 14 29 10 18
Sandstone I 33 50 22 29 19 26
II 28 39 19 26 21 24
III 36 53 31 40 18 30
Shale I 28 49 19 31 21 30
II 33 46 22 28 20 26
III 25 31 25 30 23 27
2.3.3 Soaking in Urea-Formaldehyde Resin of resin in water. The soaked samples were dried in an
oven for about one hour at 120°C to expel water from
The samples of low quality aggregates were immersed
the treated aggregates. The samples were then tested
for 24 hours in solutions of urea-formaldehyde resin
for water absorption, dry and wet aggregate impact
(specific gravity 1. 32) containing 25 and 50 percent
values. The test results are given in Tables 8 and 9.

TECHNICAL PAPERS
Table 8 Water Absorption Values of Aggregates after Soaking in Urea-Formaldehyde Resin
Aggregate Sample Water Water Absorption, Percent, Water Absorption, Percent,

Type No. Absorption, of Aggregates Soaked in 25 of Aggregates Soaked in 50
Percent of Percent Solution of Urea- Percent Solution of Urea-
Untreated Formaldehyde Resin Formaldehyde Resin
Aggregate 63-25 mm 12.5-10 mm 63-25 mm 12.5-10 mm
Broken I 12.1 4.5 5.6 3.9 4.8
bricks II 11.8 4.4 5.4 3.8 4.7
Sandstone I 8.1 1.6 1.9 1.3 1.6
II 4.8 2.9 3.2 1.5 2.9
Shale I 4.0 1.7 1.9 0.8 1.5
II 4.2 1.3 2.1 0.6 1.4
Table 9 Dry and Wet Aggregate Impact Values of Aggregates after

Soaking in Urea-Formaldehyde Resin Solutions
Aggregate Sample Untreated Aggregates Water Absorption, Water Absorption,

Type No. Percent, of Aggregates Percent, of Aggregates
Soaked in Soaked in
25 Percent Solution of 50 Percent Solution of
Urea-Formaldehyde Urea-Formaldehyde
Resin Resin
Broken bricks I 37 43 20 25 11 19
II 36 42 19 24 10 18
Sandstone I 33 50 21 26 13 20
II 28 39 28 28 11 25
Shale I 28 40 15 26 10 22
II 33 46 17 27 9 21
2.3.4 Soaking in Sodium Silicate Solution by transformation to calcium silicates on the surface.
The treated aggregates were then dried in an oven at
The samples of low quality aggregates were immersed
150°C for 30 minutes to expel water. The samples
in 10 percent and 20 percent solutions of sodium
were then tested for water absorption and dry and wet
silicate in water for 24 hours. The samples of soaked
aggregate impact tests. The test results are given in
aggregates were then treated with 1 percent solution of
Tables 10 and 11.
calicum chloride so as to render them water- insoluble

TECHNICAL PAPERS
Table 10 Water Absorption Values of Aggregates after Treating with Sodium Silicate and Calcium Chloride
Aggregate Sample Water Water Absorption, Percent, of Water Absorption, Percent, of

Type No. Absorption, Aggregates Soaked in Aggregates Soaked
Percent, of 10 Percent Solution of Sodium
in 20 Percent Solution of
Untreated Silicate.
Sodium Silicate.
Aggregates
63-25 mm 12.5-10 mm 63-25 mm 12.5-10 mm
Broken I 12.1 5.5 6.9 3.6 4.8
bricks II 11.8 5.4 6.8 3.5 4.7
Sandstone I 8.1 1.9 3.2 1.6 2.2
II 4.8 1.9 3.3 1.4 2.3
III 5.8 1.9 3.5 1.6 2.4
Shale I 4.0 1.9 3.1 1.2 2.1
II 4.2 1.8 3.1 1.1 2.1
III 3.2 1.6 2.6 1.0 1.6
Table 11 Dry and Wet Aggregate Impact Values of Aggregates after Treating with
Sodium Silicate and Calcium Chloride
Aggregate Sample Untreated Aggregates Aggregates Soaked in Aggregates Soaked in

Type No. 10 Percent Solution of 20 Percent Solution of
Sodium Silicate. Sodium Silicate

Broken bricks I 37 43 25 30 20 28
II 36 42 24 29 19 27
Sandstone I 33 50 15 32 13 29
II 28 39 17 28 12 26
III 36 53 19 27 16 25
Shale I 28 40 17 32 13 26
II 33 46 16 29 14 17
III 25 31 17 28 13 25
3 Discussion of Test Results 3.1.1 The values of water absorption of broken brick,
3.1 The study results of physical characteristics sandstone and shale aggregates (12.5 -10 mm) size are
of the low-quality aggregates such as broken brick, of the order of 12, 5 to 8 and 3 to 4 percent respectively.
sandstone, shale given in Table 3 brings out the The values of bitumen absorption of broken brick,
following findings: sandstone and shale aggregates are observed 7, 1 to 5

TECHNICAL PAPERS
and 1 to 2 percent respectively. It can be inferred that sandstone aggregates is identical but not so in case
the values of bitumen absorption are approximately of shale aggregates. The reason for this differential
half of their water absorption values. The difference performance may be that the latter have relatively
is attributed to difference in viscosity of bitumen low porosity as shown by water absorption values. It
and water and cooling of bitumen into pores of means that for shale aggregates, the saturation point
aggregates. of bitumen absorption is reached at 1 percent bitumen,
3.1.2 All the three low quality aggregates show while the saturation point for broken brick and sand
considerable loss of mechanical strength after wetting stone aggregates is likely in excess of 2 percent.
as shown by wet impact values. The increase in 3.2.3 With 1 percent bitumen coating, the wet
aggregate impact values after wetting is 16, 47 and 34 aggregate impact and water-absorption values of shale
percent respectively for broken brick, sandstone and aggregates are such that these can be used both in base
shale aggregates respectively. and surface courses of rural roads. For the other two
3.1.3 The water absorption and wet aggregate aggregates, 1 percent bitumen coating makes them
impact values of broken brick, sandstone, and shale suitable in respect of wet aggregate impact values for
aggregates show that broken brick aggregates cannot use in base courses, while for use in surface courses, 2
be used in any course of rural roads. The sandstone percent bitumen coating may be necessary. However,
and shale aggregates can be used in their natural state from the view point of water-absorption, 2 percent
only in sub-base courses of rural roads. bitumen coating renders sandstone aggregates suitable
for base courses and broken brick aggregates still
3.2 The improvement brought about by coating remain unsuitable for use in rural road construction.
low-quality aggregates with 80/100 penetration grade Perhaps with higher percentage of bitumen coating,
bitumen is summarized as follows based on the results brick aggregates can be made suitable.
given in Tables 4 and 5.
3.3 The improvements brought about by soaking of
3.2.1 The percent reduction in values of water low quality aggregates in bitumen-kerosene oil blends
absorption after treatment with 1 and 2 percent are summarized as follows based on results given in
bitumen is of the order of 17 and 34 for brick Tables 6 and 7.
aggregates, 44 and 74 for sandstone and 32 and 92
for shale. It is obvious that the treatment with 1 to 2 3.3.1 The percent reduction in values of water
percent of bitumen coating is relatively more effective absorption after soaking in 40:60 and 60:40 bitumen
for sandstone and shale aggregates in reducing water kerosene oil blends is of the order of 76 and 79 for
absorption values as compared to broken brick. It is broken brick, 54 and 57 for sand-stone and 40 and
also more effective for coarser aggregates than for 48 for shale aggregates. It appears that these blends
finer aggregates. of lower viscosity values as compared to penetration
grade bitumen have relatively greater penetrating
3.2.2 The dry aggregate impact values of the these
capabilities. The treatment is again more effective in
aggregates undergo improvement with the coating
general in reducing water absorption characteristics
treatment, and the same phenomenon is observed in
for coarser aggregates than for finer aggregates.
respect of wet aggregate impact values. If the dry
and wet aggregate impact values obtained at 1 and 2 3.3.2 The dry aggregate impact values of the three
percent bitumen coating are compared, it can be seen low quality aggregates has been improved with this
that proportional improvement in mechanical strength treatment. The same phenomenon is observed in
characteristics with the increase in percentage of respect of wet aggregate impact values. The more
bitumen coating in respect of broken brick and porous aggregate like broken brick is indicated by

TECHNICAL PAPERS
higher water absorption value. On the other hand, aggregates can be used for sub-base, while sandstone
the least porous aggregates like shale appear to be and shale aggregates are suitable for both sub-base
benefited the least in terms of percent reduction in and base courses respectively. After treatment with 50
water absorption values. percent solution of urea formaldehyde resin, the values
of wet aggregate impact and water absorption indicate
3.3.3 By soaking in 40:60 bitumen-kerosene oil
that sandstone aggregates are suitable for base course
blend, the wet aggregate impact values of broken
construction, shale aggregates can be used even in
brick, sandstone and shale aggregates are such that
surface courses of rural roads.
these can be used in both base and surface courses of
rural roads. The improvement with respect to water 3.5 The improvement brought about by soaking
absorption value is such that they can be used only in low-quality aggregates in sodium silicate solution are
base course. The relatively costlier blend of 60: 40 does indicated in the following paragraph based on results
further improve mechanical strength characteristics given in Tables 10 and 11.
of low-quality aggregates but does not contribute
3.5.1 The percent reduction in values of water-
towards reduction in water-absorption values.
absorption after soaking in 10 percent and 20 percent
3.4 The improvements brought about by soaking solution of sodium silicate are of the order of 43
low-quality aggregates in urea-formaldehyde resin are and 60 for broken brick, 40 and 59 for sandstone
summarized as follows based on the basis of results and 26 and 50 for shale aggregates. The treatment is
given in Tables 8 and 9. more effective for broken bricks and sandstone and
less effective for shale aggregates. The increase in
3.4.1 The percent reduction in values of water
concentration of sodium silicate solution indicates
absorption after soaking in 25 percent and 50 percent
significant improvement in water-absorption
solution of urea-formaldehyde is of the order of 54
characteristics. As in the case of other treatments, this
and 63 for broken brick, 33 and 40 for sand stone
treatment is more effective for coarser aggregates than
and 50 and 67 for shale. The treatment seems to be
for finer aggregates.
more effective for broken brick and shale aggregates
and less effective for sand feature stone. Secondly, 3.5.2 The dry and wet aggregate impact values of
increasing the concentration of resin solution does the low-quality aggregates are considerably improved
not appear to influence further improvement in water- by soaking in 10 percent solution of sodium silicate.
absorption characteristics. With this concentration of sodium silicate solution, all
the low-quality aggregates can be used even in surface
3.4.2 The dry aggregate impact values of low quality
courses of rural roads. However, the water-absorption
aggregate are considerably improved by soaking in
values restrict their use in all the layers. Sandstone
25 percent solution of urea formaldehyde resin. The
and shale aggregates can be used in base courses after
same phenomenon is observed in the case of wet
treatment with 10 percent solution. The broken brick
aggregate impact values. Both dry and wet aggregate
aggregates are suitable for use in sub-base courses and
impact values are further improved by increasing
shale aggregates for base courses of rural roads using
concentration of resin. By soaking in 25 percent
20% solution of sodium silicate.
solution of urea formaldehyde resin, the wet aggregate
impact values of all the low quality aggregates are 3.6 The suitability of different treatments for
such that these aggregates can be used in sub-base, different low quality aggregates as brought out by
base and surface courses of rural road. However, the the laboratory study is summarized in Table 12. The
values of water absorption indicate that broken brick following findings are derived.

TECHNICAL PAPERS
Table 12 Suitability of Different Treatments for Different Low-Quality Aggregates Based on

Water Absorption and Wet Aggregate-Impact Value
Aggregate Untreated Treated Aggregates
Type Aggregates Bitumen Coating 40:60 Urea-Formal- Sodium Silicate
Bitumen Dehyde Resin Solution
Kerosene Oil Solution
Blends
1% 2% 25% 50% 10% 20%
Broken bricks NS NS NS base subbase subbase NS subbase
Sandstone subbase base subbase base base base subbase base
Shale subbace surface surface base base surface subbase base
NS – not suitable for any layer. 3.7 Table 13 is prepared on the basis of satisfaction
● For broken brick aggregates, the best of the specified requirements for water-absorption and
treatment is soaking in bitumen/kerosene wet aggregate impact values for different courses of
oil blend. rural roads. If the limits of water absorption values are
● For sand-stone aggregates, all the not considered as significant as those of wet aggregate
treatments are effective to render them impact values, it is quite possible that some of the
suitable for use in sub base and base treated aggregates can be considered suitable for
courses. use in course superior to those indicated in Table 12.
● For shale aggregates, treatment with 2 The suitability of different treatment based only on
percent bitumen coating and 50 percent wet aggregate impact values of different low quality
resin solution make them suitable for use aggregate for use in different course of rural roads is
in surface courses. indicated in Table 13.
Table 13 Suitability of Different Treatments for Different Low-Quality Aggregates Based Only on
Wet Aggregate Impact Values
Aggregate Type Untreated Treated Aggregates
Aggregates Bitumen Coating 40:60 Bitumen Urea-Formal- Sodium Silicate
Kerosene Oil Dehyde Resin Solution
Blend Solution
1% 2% 25% 50% 10%
Broken bricks -- base surface surface surface surface
Sandstone subbase base surface surface surface surface
Shale subbase surface surface surface surface surface
4 Concluding Remarks for improvement of their water-absorption and wet
strength characteristics. Under the circumstances, no
Three typical low-quality aggregates such as broken
single treatment can be recommended for all types of
brick, sandstone and shale show significantly high
low-quality aggregates, and for each type, a laboratory
water absorption and wet aggregate impact values study may be necessary to determine the appropriate
indicating the need for treatments, which can type of treatment. However, soaking in bitumen-
render them suitable for use in different courses of kerosene oil blend appears to be more acceptable.
rural roads by controlling their water-absorption
characteristics and subsequently loss of strength Acknowledgements
after wetting. Different treatments are found to be Author is thankful to Dr.S. Gangopadhyay for kind
suitable for different types of low-quality aggregates permission to publish this paper.

TECHNICAL PAPERS
Reference Mix as a Road Construction Material” Journal of the

1. Indian Roads Congress, New Delhi “Rural Road Manual” Transportation Research Board No.1989 (pp 13-20).
IRC Special Publication No. 20, 2002. 7. GokhaIe, Y. C.,Shukla, R. S. and Jain, P. K. “Benefication
2. Pedersen T.A. “Low Cost Road Construction Techniques of Shale Aggregate and Production of Artificial Aggregate”
Proceedings, 2nd Conference of Road Engineering International Symposium on Aggregates, Nice. France.
Association of Asia and Australia (1978). 1984.
3. Swaminathan, C.G. and Lal N.B., “Appropriate 8. Stephen E, Geoff C and Ross K. “Selection and Use of
Technologies for Rural Road Development” Paper No. Locally Available Pavement Materials for low volume
329, Journal of Indian Roads Congress, VoL.40-1, 1980.
Roads in Western Australia” Journal of the Transportation
4. Steven M. Bloser “Commonly Used Aggregate Materials Research Board No.1989 (pp 194-204).
and Placement Method” Journal of the Transportation
Research Board No.1989 (pp 178-185). 9. Swaminathan, C.G., Gokhale, Y.C., Prashar, B.L. and
5. Stephen Moulux, and Michael Mitchell “Chloride Agya Ram “Report on the Investigation of Silchar-Aizaj
Stabilization of Unpaved Road Aggregate Surfacing” Road in Mizoram” Technical Report, Central Road
Journal of the Transportation Research Board No.1989 Research Institute, New Delhi, 1976.
(pp 50-59). 10. Hong, H. and RacIer, L. K. “Physical Properties of
6. Vasant G. Havangi, Sudhir Mathur, P.S.Prasad & Aggregates Stabilized with Paper Mill Wastes” Highway
C.Kamraj “Feasibility of Copper Slag – Flyash – Soil Research Record No. 52, 1964.
OBITUARY
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri Nihar Kanti Sinha,
F.No. 1-B, B-Block, Vasudha Appartment, VIP Road, Naraya-Ntala (West), Baguiati, Kolkata (West Bengal).
He was also Past President of the Indian Roads Congress.
May his soul rest in peace.

Amendment to IRC:6-2014
Amendment No. 1/IRC:6-2014/January 2014

To
IRC:6-2014 “Standard Specifications and Code of Practice for
Road Bridges, Section II – Loads and Stresses”
(Revised Edition)
Proposed New Clauses

Under Clause 201 after IRC Class B Loading
IRC Class Special Vehicle (SV) Loading: This loading is to be adopted for design of new bridges in select
corridors where passage of trailer vehicles carrying stator units, turbines, heavy equipment and machinery
may occur occasionally. This loading represents a spectrum of special vehicles in the country and should be
considered for inclusion in the design wherever applicable.
After Clause 204.4
204.5 Special Vehicle (SV)
C
IRC Class SV Loading: Special Multi Axle Hydraulic Trailer Vehicle
(Prime Mover with 20 Axle Trailer - GVW = 385 Tonnes)
204.5.1 The longitudinal axle arrangement of SV loading shall be as given in the sketch below:
IR
204.5.2 The transverse wheel spacing and the axle arrangement of SV loading shall be as given in the sketch
below:

204.5.3 The SV loading shall be considered to ply close to center of carriageway with a maximum eccentricity
of 300 mm for single carriageway bridges or for dual carriageway bridges, as shown below:
Note : Dimensions in all the above sketches are in millimetres:
C
204.5.4 During the passage of SV loading, no other vehicle shall be considered to ply on the bridge. No wind,
seismic, braking force and dynamic impact on the live load need to be considered as the SV shall move at a
speed not exceeding 5kmph over the bridge. For the load combination with special vehicle, the partial safety
factor for verification of equilibrium and structural strength under Ultimate Limit State and for verification of
Serviceability Limit State shall be taken as 1.0.
Note : The movement of Special Vehicle shall be regulated/monitored to ensure that it moves at a speed less than 5 kmph and also does
not ply on the bridge on a high wind condition.
IR

Amendment No. 1 / IRC:24-2010/ January 2014

To
IRC:24-2010 “Standard Specifications and Code of Practice for Road Bridges,
Section V
Steel Road Bridges (Limit State Method) (Third Revision)
Sl.No. Clause No. & For Read
Page No.
1. 504.3 The distance between centres of the main Replace “main girders” by “main outermost
girders shall be sufficient to resist overturning girders”
(Page 36)
or over stressing due to lateral forces and
loading conditions
2. 504.4(b) For rolled steel joists and plate girders Replace “plate girders” by “uniform depth plate
girders”
(Page 36)
3. 504.6.2(a) Beams and plate girders upto and including Substitute the following for the existing:
4.
(Page 37)
507.5.1.2
(Page 63)
C
35 m span need not be cambered
Loaded through one Leg –

“It is not mandatory to camber beams and plate
girders upto and including 35 m span”
Add the following at after the word ‘below’:

The flexural torsional buckling strength of “in place of λ in clause 507.1.2.1 and using
single angle loaded in compression through curve ‘C’ (α = 0.49) of Fig. 5”
one of its legs may be evaluated using the
equivalent slenderness ratio λe as given
below:
IR
5. 509.3.1 Both flanges fully restrained Substitute the following for the existing:
Table 12 “Both flanges partially restrained”.
(Page 86)
Second Column
“Warping
Restraint” Line
1
6. 509.3.1 In simply supported beams with intermediate Substitute the following for the existing:
lateral restraints against lateral torsional
Para 2 “In simply supported beams with intermediate
buckling the effective length for lateral
lateral restraints against lateral torsional
(Pages 86 & 87) torsional buckling to be used in Clause
buckling, the effective length for lateral torsional
509.2.2.1, LLT, shall be taken as the length of
buckling, LLT to be used in Clause 509.2.2.1
the relevant segment in between the lateral
shall be taken as the length of the relevant
restraints. The effective length shall be
segment in between the lateral restraints. In
equal to 1.2 times the length of the relevant
case of intermediate partial lateral restraints, the
segment in between the lateral restraints.
effective length LLT shall be taken as equal to
1.2 times the length of the relevant segment in
between the partial lateral restraints.

Sl.No. Clause No. & For Read

Page No.
7. 509.4.2.2(b) tan-1(d/c) Substitute the following for the existing:

(Page 94) d 
 
-1  c 
“nearly tan ”
1.5
8. 509.5.1 Panel B is designed without utilizing tension Substitute the following for the existing:
filed action as given in Clause 509.4.2.2(a)
Fig.7 Note 2 “Panel B is designed using simple post-critical
method as given in Clause 509.4.2.2(a)”
(Page 95)
9. 514.4.5 Erection scheme of the bridge shall be Substitute the following for the existing:
checked to ensure the adequacy of the
(Page 170) “All components of the bridge structure shall
affected components of the bridge structure
10. 514.5.9
(Page 171)
erection.
C
and safety of the bridge at all stages of
be checked against temporary forces, to which
these will be subjected to during various stages
of erection, to ensure safety during erection”.
The method of erection, as also the drawing Substitute the following for the existing:
of the temporary work and the use of erection
equipment, shall be subject to the approval
by the Engineer.
“The Engineer shall approve the procedure of
erection, drawings of temporary works and use
of erection equipment, prior to commencement
of erection”.
IR

Errata to IRC:24-2010
Errata No. 1/ IRC:24-2010/January 2014

To
IRC:24-2010 “Standard Specifications and Code of Practice for Road Bridges”
Section V
Steel Road Bridges (Limit State Method) (Third Revision)
Sl. No. Clause No. & For Read
Page No.
1. Cl.501.5 Symbols Cmy, Cmz Moment amplification Delete
(Page 11) factor about respective axes
2. Cl.503.1.2(c) …. appropriate choice of one or Insert ‘of’ between ‘more’ and ‘the’
Lines 4&5 more the following: …..
(Page 28)
3. Cl.503.2.2 Line 2 …. The limits states are classified Replace ‘limits states’ by ‘limit states’
(Page 29) as: …..
4. Cl.503.5.2 Line 2 …. the partial safety factor for Replace ‘(f)’ by ‘(γf)’
5.
6.
(Page 31)
Table 2 Column 2 ‘D/tf ’
Against ‘Stem of a
T-Section etc’
(Page 33)
Table 2 Column 2 ‘D/tf ’
Against ‘Circular
hollow tube etc.’
C
loads (f) shall be…..
Replace by ‘d/t’
Replace by ‘D/t’
IR
(Page 33)
7. Fig. 1 Figure ‘h’ Replace by ‘d’
for ‘ROLLED
CHANNELS’
(Page 35)
8. Cl. 506.1.2.3 “fuγmo/fyγml” Replace by “0.9fuγmo/fyγml
Line 6
(Page 41)
9. Fig. 5 Existing figure does not show Insert λ as the title of the abscissa (X-axis)
(Page 50) the title of the abscissa
10. Cl.507.5.1.2 (l / rvv )  l 
Line 7 λvv = and  
ε π2 ε / 250 λvv =  vv  and
r
(Page 63)
(b1 + b2 )/ 2t π2 E
λφ = ε
250
ε π2 ε / 250
(b1 + b2 )/ 2t
λφ =
π2 E
ε
250


Page No.
11. Cl.509.2.1.1 d/tw ≤ 67ε Replace by d/tw > 67ε
Line 3
(Page 78)
12. Table 11 KL/r Replace by LLT/ry,
(Page 84) h/tf Replace by hf / tf
13. Table 13 Last row, Existing ‘figure’ shows top Delete top flange gusset from the ‘figure’
First Column:Free flange gusset
(Page 88)
14. Cl.509.4.2.1 ε and fy Replace by εw and fyw respectively wherever
(Page 92) appearing
15. Cl.509.4.2.2(b) τb = buckling strength……. Delete the Line
Line 12 Clause 509.4.2.2(a)
(Page 93)
16.
17.
18.
19.
Cl.509.4.2.2 (b)
Line 18
(Page 94)
Cl.509.6.1.1(a)
(Page 97)
‘ε’
Cl.509.6.1.1(b)(iii) c < d
(Page 98)
Cl.509.6.1.1(d)
εw =
C
= d cos φ + (c-sc-st) sin φ
250 / f yw
Replace by = d cos φ - (c-sc-st) sin φ
Replace by ‘εw’ wherever appearing.
Replace by c < 0.74d
Add “ = yield stress ratio of web”.

IR
(Page 98)
20. Cl.509.6.1.2(b) εf = 250 / f yf Add “= yield stress ratio of flange”
(Page 99)
21. Cl.510.3.1.2(c) for n ≤ 0.2 Mndy = Mdy
(Page 113) for n > 0.2 Mndy = 1.56 Mdy Mndz = 1.11 Mdz (1-n) ≤Mdz
(1 – n) (n + 0.6) For n ≤ 0.2, Mndy = Mdy
Mndz = 1.11 Mdz (1 – n) ≤ Mdz For n > 0.2, Mndy = 1.56 Mdy (1-n) (n+0.6)’
22. Table 15 Table 15 Replace existing Table 15 by revised Table
(Page 116) 15 shown separately
23. Cl.511.6 Line 1 No fatigue assessment is Replace by :
(Page 129) necessary if any of the following No fatique assessment is required if the
conditions are satisfied following conditions are satisfied.
24. Cl.512.6.4 Line 8 ‘0.9 fub An ≤ fyb Asb(ϒmf/ϒm)’ Replace by ‘0.9 fub An ≤ fybAsb(ϒmf /ϒm0)’
(Page 149)
25. Cl.C1.2 Line 3 ‘(LLT)’ Replace by ‘(LLT)2’
(Page 177)


Page No.
26. Cl. C1.2 Line 19 (z2 - y2) Replace by (z2 + y2)
(Page 177)
27. Table C.1 Existing Table incomplete Replace by complete Table shown separately
(Page 178)
28. Table C1(contd..) : Under c2 : Line 7 “1.257” Replace by “1.267”
Constants Under c3 : Line 5 : “1.780” Replace by “1.730”
(Page 179) Under c3 : Line 10 : “1.390” Replace by “1.890”
29. Cl. C1.2 “It = The torsion constant….” Replace by “It = St Venant’s torsion
(Page 179) constant….”
30. Cl. G4.6.2 “…. Parallel to the axis of the Replace by:
Definition of k2 girder…..” “……parallel to the yyaxix of the girder”
Line 4
(Page 222)
C
Table 15 Equivalent Uniform Moment Factor (Cl. 510.3.2.2)
IR

Table 15 Equivalent Uniform Moment Factor (Cl. 510.3.2.2)
C
IR

Amendment No. 1/ IRC:112-2011 / January 2014

To
IRC:112-2011 “Code of Practice for Concrete Road Bridges”
S. No Clause No. & For Read

Page No.
1 3.2.2 fpk characteristic tensile strength of fpk characteristic tensile strength of

prestressing steel prestressing steel which is same as fp
(Page 12)
corresponding to breaking load given in the
relevant IS codes listed in Table 18.2
2 6.2.2 Note: (2) Value of εuk shall be taken from the Value of εuk shall be taken as the uniform
Fig.6.2 standard governing the manufacture of elongation given in the standard governing
reinforcement. the manufacture of reinforcement.
3
(Page 30)
10.4.4
(Page 103)
C
The design punching shear resistance The design punching shear resistance shall
(MPa) of slab may be calculated as be assessed at the basic control perimeter,
follows: according to Clause 10.4.2. The design
punching shear resistance (MPa) of slab may
be calculated as follows:
IR
4 15.3.1.2 The minimum cover for post tensioned The minimum cover for post tensioned ducts
ducts shall not be less than maximum shall not be less than 75 mm. Local reduction
(Page 163)
of the outer diameter of ducts or in cover at externally jointed locations of
75 mm. ducts is acceptable.
(local reduction in spacing at
externally jointed locations of ducts is
acceptable).
5 16.9 (1) Deep beams can be designed using Deep beams (span/depth ratio less than 3)
appropriate elastic models or by plastic can be designed using appropriate elastic
(Page 186)
methods. models or by plastic methods.

Errata No. 1/IRC:112-2011/January 2014

To
IRC112-2011 “Code of Practice for Concrete Road Bridges”
S No. Clause No. & For Read

Page No.
1. 10.3.4 VEdi ≤ VRdi vEdi ≤ vRdi

(Page 95) VEdi is the interface shear stress vEdi is the interface shear stress
VRdi is the resisting capacity at section vRdi is the resisting capacity at section
VEdi = β VEd /zbi vEdi = β vEd /zbi
2. 13.5 Requirements given in this Clause are in Requirements given in this Clause are in
(Page 136) addition to those given in Clause 16.11 addition to those given in Clause 16.14
3. 15.2.6.1 (4) When large bars are used, adequate crack When large bars are used, adequate crack
4.
(Page 159)
15.11
(Page 166)
12.
C
control shall be ensured either by using
surface reinforcement as per Clause
16.2.4.2, or by calculation as per Section
control shall be ensured either by using
surface reinforcement as per Clause
16.5.4 (4), or by calculation as per
Section 12.
fctd (t) is the design tensile strength at time fctd (t) is the design tensile strength at time
of release ‘t’ (Refer Clause 6.4.3.3) taken of release ‘t’ (Refer Clause 6.4.2.3) taken
as 0.7 ftm (t)/γc as 0.7 fctm (t)/γc
IR
5. 16.7.1 (3)
(Page 185) ac < 0.5 hc ac ≤ 0.5 hc
16.7.1 (4)
(Page 185) In corbels with ac > hc In corbels with ac > 0.5 hc
16.7.1 (4) As.stirrup ≥ 0.5 fcd/fyd As.stirrup ≥ 0.5 FEd /fyd

(Page 185)
Eq. 16.12
6. Annexure A2 1. Fig A2-4 Rectangular Tensile 1. Fig A2-4 Rectangular Stress

Clause A2.9 Strength Distribution
Figure A2-4 2. nfcd 2. η fcd
(Page 243)
7. Clause 16.7.1 Figure shown below Corrected Figure shown below

(Page 186)

Errata No. 1/IRC:112-2011/January 2014
As existing in the code

ac ac ac
Note : Provide chamfer to avoid re-entrant corners in 16.7a) and 16.7 b)
As Amended:
C Fig. 16.7 Reinforcement of a Corbel

IR
Note : Provide chamfer to avoid re-entrant corners in 16.7a), 16.7 b) and 16.7 c).
Fig. 16.7 Reinforcement of a Corbel

Amendment to IRC:SP:37-2010
Amendment No. 1/IRC:SP:37-2010/January, 2014

To
IRC:SP:37-2010 “Guidelines for Evaluation of Load Carrying Capacity of Bridges”
(First Revision)
S. No. Clause No. For Read
&
Page No.
1. 8.5.8. (iii) last line (iii) last line
(Page 33) …..Sub-clause …..Sub-clause 3.5 hereinbefore
3.5 hereinbefore (b) For Girder Bridges
(i) The deflection or the percentage recovery of deflection does
not satisfy the limits specified in 8.6.2.
ii) Signs of distress in the shape of cracks with a width more
than 0.3 mm in the tensile zone of the girders for normal
C cases and 0.2 mm for structures exposed to very severe and

adverse conditions or conspicuous diagonal cracks close to
support are observed.
__________
Errata to IRC:SP:37-2010
IR
Errata No. 1/ IRC: SP: 37-2010 /January, 2014
To
IRC:SP:37-2010 “Guidelines for Evaluation of Load Carrying Capacity of Bridges”
(First Revision)
S. No. Clause No. For Read
&
Page No.
1. 8.5.7. “The linearity ….……… 24 hours.” “The linearity ….……… 24 hours.”
(2nd para
on 8.5.8
Page 33) “Next stage…..conditions.” “Next stage…..conditions.”
2.
8.5.8. 8.5.8.(a) For arch Bridges (a) For arch Bridges
(Page 33)
___________


INDIaN RoaDs CoNGRess

HQ office : Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022 (India)
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I give below full and accurate statement of my academic qualifications, experience, etc.:
(To be FIlleD IN CaPITal leTTeRs)
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(Dr./mr./mrs./ms.)
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(aPPlICable oNly FoR m.TeCH/ReseaRCH sCHoloRs) (y/N)
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assoCIaTe membeR & INDIVIDual assoCIaTe lIFe membeR
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1.6. Such Persons, who, while not eligible to be Member/Life Members, are or have been in the opinion of the Executive
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Member Individual Associate Member
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_____________________________________________________________________________________________
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INDIAN HIGHWAYS

A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

Volume 42 Number 2 February 2014

82 Performance Models for Rural Roads

The Indian Roads Congress Founded : December 1934

LETS AVAIL ROAD’S ECONOMIC POWERHOUSE POTENTIAL

2 INDIAN HIGHWAYS, February 2014

“The end of wisdom is freedom; The end of culture is perfection;

The end of knowledge is love; The end of education is character”.

“His Holiness Sri Sathya Sai Baba Ji”

Place : New Delhi  Vishnu Shankar Prasad

INDIAN HIGHWAYS, February 2014 3

4 INDIAN HIGHWAYS, February 2014

Receiving and Welcoming Dignitaries

INDIAN HIGHWAYS, February 2014 5

INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 7

8 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 9

10 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 11

12 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 13

14 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 15

16 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 17

18 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 19

20 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 21

22 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 23

24 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 25

26 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 27

28 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 29

Glimpses of Inauguration of Technical Exhibition-cum-Buyer-Seller Meet held on 18th January, 2014

30 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 31

32 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 33

Lighting of Traditional Lamp

34 INDIAN HIGHWAYS, February 2014

Different Views of Participants

View of the audience during National Anthem

INDIAN HIGHWAYS, February 2014 35

36 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 37

Felicitation of Authors of Papers: Congress, Volume 73 Part 2 and awarded to S/

38 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 39

Glimpses of Cultural Events held during the 74th Annual Sessions

40 INDIAN HIGHWAYS, February 2014

INDIAN HIGHWAYS, February 2014 41

42 INDIAN HIGHWAYS, February 2014

Place : New Delhi Vishnu Shankar Prasad

accumulation of pavement deformation in various SLR =  v1  ... (10)