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From the Editor's Desk
Indian Highways
`20
Volume : 45 Number : 9 ● September, 2017 ● ISSN 0376-2756
Indian Roads Congress
Founded : On 10th December, 1934
Contents
□ From the Editor's Desk 4-5
□ Important Announcement for Workshop and IRC Session 7-8
Technical Papers
□ Moisture Sensitivity of Asphalt Mixes Based on Surface Chemistry of Aggregates 11-17
and Asphalt Binders
Ayyanna Habal and Dharamveer Singh
□ Development of Concept and General Arrangement for 2nd Bridge Across River Kali on 19-25
NH 66 (Old NH 17), Near Karwar in Karnataka State, India
Dhananjay A Bhide and P.N.S.S. Sastry
□ Characteristics of Traffic Stream Under Composition of Different Types of Vehicles 27-33
and Varying Road Width
K.C. Varmora and P.J. Gundaliya
□ Mort&h Circular 34
□ Other Important Announcements 18, 26, 35-36
□ List of Accredited Products 37-38
□ Tender Notices 39-44
□ Registration Form for IRC Session 45-46
□ Irc Technical Committee Meetings Schedule For September, 2017 17
Publisher & Editor: S.K. Nirmal, Secretary General, IRC

E-mail: [email protected]
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
266185273 (Tech. Papers, Indian Highways and Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the
Editor disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the
authors. The opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the
Editor or IRC.
Printed at: M/S India Offset Press, New Delhi-110 064

INSPECTION AND MAINTENANCE OF HIGHWAY BRIDGES
Bridges are lifelines of a Nation's road infrastructure and massive investments are being made in the highway
sector every year in India. A bridge is an arrangement made to cross an obstacle in the form of a low ground or a
stream or a river without closing the way beneath. Some of the bridges across the country are over 50 years old
and a significant percentage of them are structurally or functionally deficient, which means they require costly
rehabilitation or replacement. The consequences of a bridge failure can vary from a minor disruption of traffic to
catastrophic collapse with injuries and loss of life. Both owners and users of bridges expect them to have a service
life of 50 to 100 years, with only routine maintenance. But demands on most of our bridges have been increasing
annually because of growing traffic volumes, higher loads, and harsher environments. These conditions, coupled with
the inadequate funding allocated for maintenance, have led to the accelerated aging and extensive deterioration of
these critical structures. This situation indicates the need not only for improved repair and rehabilitation techniques
but also for a comprehensive approach to bridge management.
Bridges, including those on roads are integral elements of our highway systems. Despite their importance,
however, they are often the most neglected components of the infrastructure. Demands on limited resources,
especially competing roadway priorities for increased capacity and improved riding surfaces, too often result
in deferred maintenance for bridges. The consequences are obvious i.e. bridges are deteriorating far faster than
they are being repaired. Without adequate attention, many require replacement or closure long before they are
really obsolete, further adding to the demand for limited funds, impacting safety, and discouraging both users and
transportation providers.
The need for proper inspection and adequate maintenance of our Highway Bridges has yet to be fully appreciated
by the engineers of our country and for highway engineers rehabilitation and maintenance become major issues
when it comes to implement excellent design of modern highway bridge engineering. We often read newspaper
reports of sudden collapse of bridges and of structures being washed away by floods. Such disasters not only
dislocate traffic but many a times take toll of human lives as well. A large number of our bridge existing over the
past few decades are very old and are designed for higher loads than that required by the present day traffic. Over
the past two decades the intensity and volume of traffic is having a tendency to gradually increase, rendering the
old structures all the more obsolete by present standards. However, these structures cannot be discarded overnight
as this will entail colossal investment. Coming to the more recent structures, the modern bridges are designed with
optimum sections and are constructed with the latest sophisticated techniques. The development of new materials,
technologies, Equipment and processes has been fully exploited in these new structures, and their behaviour over
the years needs to be watched with meticulous care. Further refinements can only be possible if the construction
already undertaken is well maintained and the behaviour exhaustively monitored over the years. It is in this context
that thorough inspection and adequate maintenance of bridges assumes great importance. There is simply no place
for unsafe bridges in our highway system, no matter how old or modern they are.
Current bridge inspections have resulted largely from responses to disasters. Many major 20th century collapses
resulted from materials or construction failures might have been identified by periodic inspection and maintenance.
With each failure, new facts were learned and new standards implemented. Inspection is an art requiring the inspecting
officer to be thoroughly conversant with the design and construction features of the bridge so as to correctly locate,
assess and interpret any structural deficiency. The functions and the role of the inspecting officer have thus increased
manifold with the advent of the modern structures employing techniques the maintenance engineer should have a
complete knowledge of the latest instruments to be used in the monitoring the behavior of components of the structure
through age. Often, by use of sophisticated instruments like, NDT equipments deficiencies that are not visible to the
naked eye can be detected and future disaster avoided. Periodic inspection of bridges is an essential pre-requisite
of a comprehensive plan for adequate maintenance. Such inspections not only enable the maintenance engineer to
keep a close watch on any progressive deterioration of bridge components through age, but also help in detecting
any sudden and unforeseen defects developing, which might have gone unnoticed. Inspection of bridges should
be such as to ensure overall safety of the structure and include items such as: evidence of any scouring, adequacy
or otherwise of waterway, high flood marks, condition of masonry, evidence of settlement, excessive deflection,
slippage in end anchorages, cracking in concrete bearings and expansion joints, expansion gap, etc. To be effective,
the inspection frequency, the items to be inspected and the rank of inspecting officers should be laid down; so that
4 INDIAN HIGHWAYS, September 2017

no aspects are missed, and proper attention of adequate level is received. Flowing from the inspection of bridges
is the need for maintenance of proper records. These records should provide for the complete history of the bridge
right from inception to completion, the present physical condition, and recommendations for strengthening/repairs,
with concurrent action that has to be taken based on there commendations. Such records in respect of our bridges
hardly exist today. The usefulness of accurate, concise and upto-date reports can be immense.
IRC as an apex body of Highway Engineers and mandated the task of framing Code, Guidelines, etc for Highway
Sector in the county had come with numerous publication w.r.t inspection, maintenance, repair and rehabilitation
of bridges viz, IRC:SP:80 “Guidelines for Corrosion Prevention, Monitoring and Remedial Measures for Concrete
Bridge Structures”; IRC:SP:75 “Guidelines for Retrofitting of Steel Bridges by Prestressing”; IRC:SP:74 “Guidelines
for Repair and Rehabilitation of Steel Bridges”; IRC:SP:18 “Manual for Highway Bridge Maintenance Inspection”;
IRC:SP:35 “Guidelines for Inspection and Maintenance of Bridges”; IRC:SP:37 “Guidelines for Evaluation of
Load Carrying Capacity of Bridges” (First Revision); IRC:SP:40 “Guidelines on Techniques for Strengthening
and Rehabilitation of Bridges”; IRC:SP:51 “Guidelines for Load Testing of Bridges” (First Revision); IRC:SP:52
“Bridge Inspector’s Reference Manual”; IRC:SP:60 “An Approach Document for Assessment of Remaining Life
of Concrete Bridges”, etc. All these code, guidelines are widely used and adopted by engineers from bridge owning
departments, contractors, consultants, etc for up keeping and serviceability of bridges.
Safety and functionality of the structure and the traffic should be the primary consideration, attempts should
immediately be made to classify our existing structures according to the load carrying capacity and limit the loads
plying on them; questionable bridges should be closed rather than risk collapse and immediate steps taken to
strengthen/replace them. The problem in respect of the modern bridges is more of keeping a close watch to ascertain
that they behave in the same manner as contemplated in the design. Equal emphasis needs to be laid on the role
of proper maintenance of highway bridges, both in respect of the old bridges, which are showing visible signs of
distress, and the newer bridges, which are being designed critically with optimum sections. Any defects that come
to light as a result of periodic inspections should be immediately rectified. Structures located in the coastal areas
and steel bridges undergoing constant atmospheric attack should be inspected periodically and suitable remedial
measures taken to keep them in sound condition.
Another important aspect is Bridge Maintenance Management System (BMMS) which consists of various components
viz. Inventory of bridges, Inspection and assessment of condition of bridges, bridge maintenance/ repair schemes,
Assessment of requirement of funds for each bridge and prioritization of rehabilitation/maintenance of bridges on
the basis of safety, cost and socio-economic benefits. Last year in October, 2016 MoRTH had piloted Indian Bridge
Management System (IBMS) study with aim of preparing a database of all bridges on National Highways network
in the country and detailing their structural condition so that timely action can be taken to repair the structures in
a scientific manner or build new ones in their place. In First phase IBMS has completed inspection and inventory
of all types of bridges, which comes about 1,60,000 of these 147 bridges were found to be dilapidated and calls
for immediate attention. The rating is done for each component of the structure like integral and non-integral deck,
superstructure, substructure, bank and channel, structural evaluation, deck geometry, vertical clearance, waterway
efficiency etc. In addition to the structural rating, the bridges are also being assigned socio-economic bridge rating
number, which will decide the importance of the structure in relation to its contribution to daily socio-economic
activity of the area.
The approach to bridge inspection and maintenance is increasingly influenced by emerging management systems
and advanced techniques. Other trends that probably will influence future developments and practices in this
field include increased attention to life-cycle cost analysis and the incorporation of user costs into maintenance
decisions. Bridge maintenance engineers will use an array of increasingly sophisticated instruments, procedures,
and systems to evaluate, repair, and rehabilitate structures. Research into materials also will continue, with an
emphasis on products such as non corroding reinforcements, more impermeable concrete, and superior coatings that
will drastically reduce maintenance requirements when used in new construction.
(S.K. Nirmal)
INDIAN HIGHWAYS, September 2017 5

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Important Announcement

(Registration Form for IRC Session is given on Last Pages)
Shri Anil Sharma

Section Officer
Mobile +91 9899417608


Technical Paper
Moisture Sensitivity of Asphalt Mixes Based on Surface

Chemistry of Aggregates and Asphalt Binders
Ayyanna Habal1 Dharamveer Singh2
ABSTRACT
In the present study, moisture sensitivity of different aggregates-asphalt binders was evaluated
using Surface Free Energy (SFE) approach. Three different asphalt binders: VG 30, PMB 40 and
CRMB 60, and two types of aggregates: granite and limestone were selected in this study. The SFE
components of the asphalt binders were measured using Wilhelmy plate method, while SFE of
granite and limestone aggregates were adopted from the literature. Thereafter, work of adhesion,
work of cohesion, work of debonding in presence of water, and energy ratio (ER) were calculated
to evaluate moisture sensitivity of asphalt-aggregate system. The results indicate that limestone
aggregate had a higher moisture resistant potential with all types of asphalt binders compared to
those of granite aggregate. Further, PMB 40 showed better bond with selected aggregates followed
by CRMB 60 and VG 30 asphalt binders. It was found that asphalt binder and aggregates types
can have a significant influence on moisture sensitivity of aggregates-asphalt binder system. It is
expected that the present study would be a positive step in direction of mechanistic evaluation of
moisture damage potential of asphalt mixes in India.
1. INTRODUCTION tests are developed to evaluate moisture damage
A flexible pavement is primarily constructed with of asphalt mixes. However; these tests provide a
bituminous mix composed of aggregates and gross estimate of cumulative effects of material
asphalt binders. This kind of pavement suffers and mixture properties on moisture sensitivity
different types of distresses such as stripping, of asphalt mixtures. None of these tests provide
raveling, moisture damage, cracking, rutting a better correlation with field performance of a
and pothole formation. The moisture damage is pavement. In addition, the tests are not adequate to
one of the primary reasons for premature failure explain mechanism which causes moisture damage
of most of flexible pavements. The moisture in asphalt mixes (Imad et al. 2014, Williams et al.
damage in asphalt mixes can be due to loss of 2010).
bond between aggregate and asphalt interface To overcome these shortcomings, recently many
known as adhesive failure or it can be a failure of researchers (Ghabchi et al 2013, Arbani et al. 2011,
bond between asphalt binder or mastic (mixture Bhasin et al. 2007, Little et al. 2007, Wasiuddin
of asphalt binder and aggregate fines passing et al. 2005, Hefer et al. 2005, Cheng et al. 2002,)
75 μm) known as cohesive failure (Little and Jones suggested Surface Free Energy (SFE) concept
2003). The surface chemistry of aggregate and to mechanistically evaluate moisture-induced
asphalt binders plays an important role to produce damage potential of asphalt mixes. The SFE approach
a moisture resistant mix. A number of laboratory is based on surface chemistry of materials, which
tests: Tensile Strength Ratio (TSR), Hamburg can be used to quantify bonding of aggregate-asphalt
Wheel Tracking (HWT), boiling and static water binder system. The SFE components of binders can
1
Ph.D. Student, Deptt of Civil Engg, I.I.T. Bombay, Mumbai-400 076, India E-mail: [email protected]
2
Assistant Professor, Deptt. Civil Engg, I.I.T. Bombay, Mumbai-400 076, India, E-mail: [email protected]

Technical Paper
be estimated based on contact angle measured using 2. OBJECTIVES

Wilhelmy plate method. While, for aggregates, SFE The objectives of this study were to:
components are determined using Universal sorption
(a) Measure contact angle of VG 30, PMB 40 and
device. Wasiuddin et al. (2005) measured the SFE of
CRMB 60 asphalt binders using Wilhelmy plate
PG 70-28 and PG 64-22 using Wilhelmy plate device
method, and estimate their SFE components.
and suggested that SFE concept can be used to
develop new test methods for identifying moisture (b) Evaluate moisture sensitivity of limestone
damage susceptible mixes during mix design and granite aggregates in combination with
stage. Similarly, Hefer et al. (2006) studied the SFE VG 30, PMB 40 and CRMB 60 asphalt
components of asphalt binders using Wilhelmy plate binders based SFE approach.
method and determined compatibility of aggregates 3. BACKGROUND ON SURFACE FREE
with asphalt binders. It was reported that the SFE ENERGY
concept can be used to select most compatible asphalt The SFE of a material is defined as the magnitude of
binder and aggregate combination. In another study, work required to create a unit area of a new surface
Arbani et al. (2012) evaluated moisture susceptibility in a vacuum. The SFE is commonly denoted by the
of warm mix binders using SFE concept. They reported Greek letter ‘γ’. The units of SFE are ergs/cm2 or mJ/
that warm mix additive reduces the adhesion between m2 (Oss et al. 1988). According to acid-base theory
asphalt and aggregate. In recent study Ghabchi (Oss et al. 1988), SFE of any material is divided
et al. (2013) evaluated the effects of a warm mix- into three components namely: Lifshitz-van der
additive, on the SFE components of PG 64-22 asphalt Waals component (γLW), Lewis acid component (γ+),
binder using Wilhelmy plate method and found that and Lewis base component (γˉ). These components
this increases the SFE of asphalt binder and work are used together to estimate total SFE (γ) as per
of adhesion of asphalt binder – aggregates system. Equations 1 and 2.
In another study, Tian et al. (2013) conducted shear
strength and boiled tests to validate adhesion properties γ = γ LW+ γAB ... (1)
of asphalt binder and aggregate and suggested that the Where,
SFE theory can be used as a quantitative evaluation
method on asphalt and aggregate adhesion. γAB = ... (2)
Currently, no study has been conducted in India to The work of cohesion (WBB) of asphalt binder can be
utilize the SFE approach for evaluating moisture calculated using Equation 3.
susceptibility of asphalt mixes. The literature showed
that same grade of bitumen or same type of aggregates WBB = 2γB ... (3)
from different sources may result in different surface Similarly work of adhesion between asphalt binder
free energy. Therefore, compatibility of aggregate- (B) and aggregate (A) is work required to separate
asphalt binder may change with source, chemical asphalt binder coating from aggregate surface at
composition, and type of aggregate/asphalt binder. their interface in vacuum (Little and Bhasin 2006)
Thus, the present study was undertaken to study expressed in Equation 4.
moisture sensitivity of VG 30, PMB 40 and CRMB
60 asphalt binders with different types of aggregates
(granite and limestone) using the SFE concept. The WAB = ... (4)
selected unmodified and modified (polymer and
crumb rubber) binders and limestone and basalt Where, γLW, γ+, and γˉ are Lifshitz-van der Waals
aggregates are commonly used for construction of component, Lewis acid component and Lewis base
flexible pavements in India. Also, limestone and components respectively. Subscripts A and B indicates
basalt aggregates have different surface chemistry and Aggregate and Asphalt binder respectively.
chemical composition, and hence they were selected Water tries to separate asphalt binder coating from
in this study. The moisture sensitivity of six different aggregate, due to this action the total SFE of the
combinations of aggregate-asphalt binders (3 asphalt system reduces. The reduction of system energy in
binders x 2 aggregates) were evaluated in this study presence of water is known as work of debonding
based on the SFE approach. It is expected that the as shown in Equation 5.
present study would be a positive step in direction of
... (5)
mechanistic evaluation of asphalt mixes in India.

Technical Paper
Where, γAW, γBW, and γAB are interfacial energy between angle (Hefer et al. 2006). In this method, a glass
aggregate-water, asphalt binder-water and aggregate- plate coated with asphalt binder is immersed into
asphalt binder respectively. a probe liquid and weight difference is measured
Bhasin et al (2006) suggested to estimate energy ratio with help of a high precision micro balance, which
(ER) of aggregate-asphalt binder system to evaluate is used to estimate dynamic contact angle (Hefer
moisture sensitivity. The ER is defined as ratio of et al. 2006). In this study, microscope cover glass
wettability (WAB-WBB) to the work of debonding plates of size 24 mm x 50 mm x No-1.5 were used
in presence of water as shown in Equation as substrates for preparing asphalt binder samples.
6. A higher value of ER, implies better moisture The glass plate was coated with selected asphalt
resistant mix and vice versa. binder (Fig. 3). Thickness of asphalt binder coating
over glass plate was measured using digital Vernier
ER = ... (6) caliper, the average thickness was approximately
0.15 ± 0.02 mm for VG 30 and PMB 40 binders and
4. MATERIALS AND TEST METHODOLOGY it was 0.6 ± 0.02 mm for CRMB 60. Four replicate
In this study three types of asphalt binders: VG 30, of samples for each probe liquids (water, formamide
polymer modified binder, PMB 40 and crumb rubber and glycerol) were prepared and tested. Based on
modified binder, CRMB 60 commonly used in India contact angles measured from three probe liquids, the
for construction of flexible pavements were selected. SFE components of asphalt binders were estimated
In addition, two types of aggregates: limestone and using Equation 7. The results of contact angle and
granite were selected to evaluate their compatibility SFE components of asphalt binders are presented in
with asphalt binders. The SFE components of asphalt results and discussion section.
binders were measured using Wilhelmy plate method
with three probe liquids namely: Distilled water,
glycerol and formamide. The SFE components of two
types of aggregates namely: granite, and limestone
were adopted from the literature (Little and Bhasin
2006). Fig. 1 shows experimental plan.
Fig. 2 Schematic of Wilhelmy Plate Device
... (7)
Where, subscript li indicates ith probe liquid and

subscript s refers to the solid surface.
Fig. 1 Experimental Methodology

4.1 SFE of Asphalt Binders Using Wilhelmy Plate
Method
Fig. 2 shows schematic of the Wilhelmy plate
device used in this study. The Wilhelmy plate method
is an indirect method to measure dynamic contact Fig. 3 a) Sample Preparation, b) DCA Test in Progress

Technical Paper
5. RESULTS AND DISCUSSION acidic in nature with γ+ component 4.96 mJ/m2.

5.1 Contact Angle of Asphalt Binders The CRMB 60 asphalt binder had nearly equal
γ+ (2.20 mJ/m2) and γ– (2.68 mJ/m2) components.
The measured dynamic contact angles of VG 30, The total SFE of VG 30, CRMB 60 and PMB 40
PMB 40 and CRMB 60 binders with different were 12.71, 11.00 and 9.05 mJ/m2, respectively,
probe liquids are presented in Fig. 4. It can be seen which is lesser than SFE of water (72.8 mJ/m2),
that the contact angle measured from water were and hence, water may have a high tendency to
highest for PMB 40 binder followed by CRMB 60, replace asphalt binder from aggregate surface.
and VG 30, however, a different trend was observed
for formamide and glycerol. It is important to note 5.3 Surface Free Energy Components of
that the measured contact angle may not give any Aggregates
idea of coating or spreading of asphalt binders on Usually, the SFE of aggregates is measured by USD
aggregates. The measured dynamic contact angles method using different probe vapors like, water,
are used to estimate the SFE components of asphalt n-hexane, and Methyl Propyl Ketone (MPK).
binder using Equation 7. In the present study, the SFE data of two types
of aggregates (limestone and granite) shown in
Table 1, were taken from the literature (Little and
Bhasin 2006). The granite aggregate had higher
γ– component (412.0 mJ/m2) compared limestone
(259.0 mJ/m2) aggregates. Both the aggregates
had negligible γ+ component (0.0 and 2.4 mJ/m2).
Generally the SFE of aggregates is relatively high
compared to asphalt binder.
Table 1 SFE Components of Aggregates
Aggregate Type SFE Components, mJ/m2
γLW γ+ γ– γAB γTotal
Fig. 4 Contact angle of Asphalt Binder Granite 48.8 0.0 412.0 0.0 48.80
Limestone 44.1 2.4 259.0 49.55 93.70
5.2 Surface Free Energy Components of Asphalt
Binders The γ+ and γ– components of aggregates and
asphalt binders have significant influence on
The SFE components of VG 30, PMB 40 and
their adhesion and debonding potential. Since
CRMB 60 asphalt binders were evaluated by
VG 30 asphalt binder had a high basic component
acid-base theory (Oss et al. 1988) and results are
(10.99 mJ/m2), it was expected that it might
presented in Fig. 5.
have a poor bond with granite aggregates which
also had a high base component. Since PMB 40
had high γ+ (acidic) component compared to
VG 30 and CRMB 60, it might create a better
bond with selected aggregates. It is important to
note that SFE components can give a primary idea
on bonding behaviour; however, it is important to
estimate work of adhesion, debonding, and energy
ratio to estimate a rational parameter to quantify
compatibility and moisture sensitivity of aggregate-
asphalt binder system.
5.4 Work of Adhesion
Fig. 5 SFE Components of Asphalt Binders
The work of adhesion indicates bonding between
The VG 30 asphalt binder was basic in nature aggregate and asphalt binder in dry state. A
with γ– component 10.99 mJ/m2 and PMB 40 was higher work of adhesion shows a good bond and

Technical Paper
vice versa. The Fig. 6 presents work of adhesion showed lower work of debonding with selected
between aggregates (limestone and granite) asphalt binders compared to granite aggregate,
and different types of asphalt binders (VG 30, indicating that limestone aggregate can provide
PMB 40, and CRMB 60). The PMB 40 provided the good moisture resistance. It can be noted that
highest work of adhesion followed by CRMB 60 work of adhesion showed granite as a stronger
and VG 30 for both type of aggregates. The results aggregates, however, this can be considered as
show that granite aggregate can have a better bond bond in a dry state of aggregate-asphalt binder
with PMB 40 and CRMB 60 asphalt binder except
system. The work of debonding shows energy in
VG 30, compared to those of limestone aggregate.
presence of water.
Fig. 6 Work of Adhesion Between Aggregates

and Asphalt Binders
Fig. 7 Work of Debonding for Aggregate-Asphalt
5.5 Work of Debonding
Binder System
The work of debonding indicates decrease in the SFE
of aggregate-asphalt system in presence of water. 5.6 Energy Ratio (ER)
A higher absolute value of work of debonding for a Since work of adhesion and work of debonding
mix shows more sensitive to moisture damage and alone may be used to estimate moisture damage
vice versa. Fig. 7 presents work of debonding for potential of asphalt mixes (Tian et al. 2013),
combination of aggregate-asphalt binder system. researchers have suggested to estimate a rational
It can be observed that PMB 40 provided lower parameter, Energy Ratio (ER) to consider both
magnitude of work of debonding followed by the parameters (work of adhesion and work
CRMB 60 and VG 30 for both type of aggregates. of debonding together). A higher value of ER
The results show PMB 40 provides good moisture indicates a better moisture resistant mix and vice
resistance followed by CRMB 60 and VG 30 with versa (Bhasin et al 2006). Table 2 summarizes
the selected aggregates. ER for different combinations of asphalt binder
While comparing work of debonding for both the and aggregate system and Fig. 8 gives a graphical
aggregates, it was found that limestone aggregate comparison.
Table 2 Energy Parameters for different Combination of Aggregate-Asphalt System
Aggregate- Asphalt Binder WAB Energy Ratio Ranking

System (mJ/m2) (mJ/m )2 (ER)
VG 30 - granite 58.64 -133.10 0.25 6
CRMB 60 - granite 94.83 -84.45 0.86 4
PMB 40 - granite 121.19 -56.02 1.84 2
VG 30 - limestone 63.86 -97.75 0.39 5
CRMB 60 - limestone 85.69 -63.45 1.00 3
PMB 40 - limestone 103.85 -43.23 1.98 1

Technical Paper
through laboratory tests and may also be correlated

with field performance of a pavement.
6. CONCLUSIONS
The present study evaluated moisture sensitivity
of three types of asphalt binders (VG 30, CRMB 60
and PMB 40) with two types of aggregates
(limestone and granite) based on surface free
energy approach. The following conclusions can
be drawn based on the results and discussion
presented above.
1) The surface chemistry of binders can be mea-
sured using SFE method. The results showed
Fig. 8 Energy Ratio for Different Combination of that VG 30 asphalt binder was basic in nature
Aggregate-Asphalt while PMB 40 was acidic in nature.
2) The granite aggregate had higher basic
The ER for limestone aggregate with VG 30,
component compared limestone aggregate. The
CRMB 60 and PMB 40 was found to be 0.39, 1.00
SFE of aggregates is relatively high compared
and 1.98, respectively (Table 2), indicating that to asphalt binder.
limestone aggregate may exhibit a better bonding
3) The work of adhesion indicates that in dry
with PMB 40, followed by CRMB 60 and VG 30.
state, granite can have a stronger bond, how-
Similarly, for granite aggregates, ER was found
ever, it may lose strength in presence of wa-
to be 0.25, 0.86 and 1.84 for VG 30, CRMB 60
ter, and in such situation limestone aggregate
and PMB 40, respectively, showing a strong bond
exhibited a better moisture resistant. Thus, the
of granite aggregates with PMB 40 followed by
work of adhesion and work of debonding alone
CRMB 60 and VG 30 asphalt binder. Overall, order may not indicate a ranking of the aggregate-
of bond between aggregate-asphalt binder systems asphalt binder system and hence it is always
was found to be highest for polymer modified advisable to estimate energy ratio.
binder, PMB 40 asphalt binder, and it was lowest
4) The ER shows that PMB 40 provides better
for unmodified binder, VG 30. A similar thought
bond with limestone and granite aggregate
was drawn based on individual components of the
followed by CRMB 60 and VG 30 asphalt
SFE for aggregates and asphalt binders. The result
binders.
shows that highly basic granite aggregate may
5) The ER ratio indicates that limestone
make a poor bond with basic binder (VG 30). The
aggregate can gives a better bond with all types
limestone aggregate showed a better bond with all
of asphalt binders compared with granite ag-
types of asphalt binders compared to the granite
gregate. The PMB 40- limestone aggregate was
aggregate. Based on ER, the ranking of aggregate-
found to be the highest rank (least moisture
asphalt binder system was found to be as follows:
sensitivity), while VG 30- granite was lowest
PMB 40-limestone > PMB 40-granite > CRMB 60-
in rank (high moisture sensitivity).
limestone > CRMB 60-granite > VG 30-limestone
The study is based on the limited dataset, and
> VG 30-granite. Overall, PMB4 40- limestone
it is recommended that the results presented
aggregate was found to be the highest rank (least
herein be validated through laboratory tests
moisture sensitivity), while VG 30- granite was
and through field performance of a pavement.
lowest in rank (high moisture sensitivity).
REFERENCES
It can be concluded that surface chemistry of
1. Arabani, M., and Hamedi. H., (2011) “Using
aggregate and asphalt binder can have a significant the Surface Free Energy Method to Evaluate the
impact on their bonding potential. The value of Effects of Polymeric Aggregate Treatment on
ER ratio may provide a good input to ensure a Moisture Damage in Hot Mix Asphalt”. Journal
moisture resistant pavement. It is recommended of Materials in Civil Engineering, ASCE, Vol. 23,
that the results presented in this study be validated No. 6, pp. 802-818.

Technical Paper
2. Arabani, M., Roshani. H., and Hamedi. H., (2012) Energy Method”. Airfield and Highway Pavement
“Estimating Moisture Sensitivity of Warm Mix 2013: pp. 54-63.
Asphalt Modified with Zycosoil as an Antistrip 7. Ghabchi. R., Singh. D., Zaman. M, Tian. Q. (2013)
Agent Using Surface Free Energy Method”. “Mechanistic evaluation of the effect of WMA
Journal of Materials in Civil Engineering, ASCE, Additives on Wettability and Moisture Susceptibil-
Vol. 24, No. 7, pp. 889-897.
ity Properties of Asphalt Mixes”. Journal of Testing
3. Bhasin. A., and Little, D. N., (2007). "Character- and Evaluation, ASTM Vol. 41, No. 6,
ization of Aggregate Surface Energy using the
8. Hefer, A.W., Bhasin, A., and Little, D.N., (2006).
Universal Sorption Device", Journal of
"Bitumen Surface Energy Characterization using
Materials in Civil Engineering, ASCE, Vol. 19,
No.8, pp-634-641. a Contact Angle Approach", Journal of Materials
in Civil Engineering, ASCE, Vol. 18, No.6,
4. C. Della Volpe & S. Siboni (2000) Acid–Base
pp. 759-767.
Surface Free Energies of Solids and the Definition
of Scales in the Good–Van Oss–Chaudhury Theory, 9. Imad L. Al-Qadi, Ibrahim M. Abuawad,
Journal of Adhesion Science and Technology, 14:2, Heena Dhasmana, Aaron R. Coenen, and James
235-272. S. Trepanier. (2014) “Effects of Various Asphalt
5. Cheng. D., Little. D. N., Lytton. R. L., and Holste. Binder Additives/Modifiers on Moisture-
J. (2002) “Use of Surface Free Energy Properties of Susceptible Asphaltic Mixtures”. Research Report
the Asphalt- Aggregate System to Predict Moisture FHWA-ICT-14-004, ISSN: 0197-9191 Illinois
Damage Potential”. Journal of the Association of Center for Transportation, Urbana, IL 61801.
Asphalt Paving Technologists, AAPT, Vol. 71, 10. Little, D. N., and David R. Jones IV. (2003)
pp. 59-88. “Chemical and Mechanical Processes of Mois-
6. Ghabchi. R., Singh. D., Zaman. M, Tian. Q. (2013) ture Damage in Hot-Mix Asphalt Pavements.”
“Laboratory Study of Warm Mix Asphalt for Moisture Sensitivity of Asphalt Pavements A
Moisture Damage Potential Using Surface Free National Seminar, San Diego, California.
IRC TECHNICAL COMMITTEE MEETINGS SCHEDULE FOR SEPTEMBER, 2017

DATE DAY TIME VENUE NAME OF COMMITTEE MEETING
01-09-17 11.00 AM Maintenance and Rehabilitation Committee(B-8)
Fri IRC, R.K.P
01-09-17 10.30 AM Loads and Stresses Committee(B-2)
08-09-17 Fri 11.00 AM IRC, R.K.P Formwork and Temporary Structures Committee(B-7)
Foundation, Sub-Structure, Protective Works and Masonry
09-09-17
Sat 11.00 AM IRC, R.K.P Structures Committee(B-3)
09-09-17 Rigid Pavement Committee (H-3)
09-09-17 Sat 2.30 PM Composite Pavement Committee (H-9)
13-09-17 Wed 10.00 AM IRC, R.K.P Sub-Group B-9.3
15-09-17 10.30 AM Loads and Stresses Committee (B-2)
Fri IRC, R.K.P
15-09-17 03.00 PM Bearings, Joints and Appurtenances Committee (B-6)
16-09-17 10.30 AM Bearings, Joints and Appurtenances Committee (B-6)
Sat IRC, R.K.P
16-09-17 02.30 PM Loads and Stresses Committee(B-2)
22-09-17 11.00 AM Steel and Composite Structures Committee (B-5)
Fri IRC, R.K.P
22-09-17 10.30 AM Loads and Stresses Committee (B-2)
23-09-17 Sat 10.30 AM IRC, R.K.P Urban Roads, Streets and Transport Committee(H-8)
General Design Features (Bridges and Grade Separated
25-09-17 Mon 03.00 IRC, R.K.P
Structures Committee (B-1)

GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA - CALL FOR

SUBMISSION OF REPORTS ON ROAD RESEARCH CARRIED OUT DURING
THE YEARS 2014-15, 2015-16 & 2016-17
One of the objectives of the Indian Roads Congress is to disseminate and propagate technical
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importance of research and make available all research related information under single publication,
IRC annually compiles research reports on Road & Bridge Research works being done in India,
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report the findings of Research & Development Projects carried out during the last three years 2014-
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CALL FOR TECHNICAL PAPERS

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Technical Paper
DEVELOPMENT OF CONCEPT AND GENERAL ARRANGEMENT FOR

2nd BRIDGE ACROSS RIVER KALI ON NH 66 (OLD NH 17),
NEAR KARWAR IN KARNATAKA STATE, INDIA
Mr. Dhananjay A Bhide1 Mr. P.N.S.S. Sastry2

SYNOPSIS
A new bridge across River Kali was required as part of widening of NH 66 to four lane. A new 2 lane
bridge was proposed on downstream side of existing bridge. The bridge length required was 665 m,
same as that of old one. Old bridge had central 4 spans of 122 m. Two spans of 69.5 m and 19.5 m
spans were on either ends. Foundations of old bridge are with single circular caisson foundations.
Construction of old bridge was with in-situ cantilever construction method. Foundations penetrated
through conglomerate stratum. The location had abounded twin circular caisson foundations for
proposal with 48.78 m spans. Standing water depth was about 9 m. The new bridge had to comply
with code specifications as that have changed over years and prevail now. Old bridge has pendulum
hinge bearings for main spans and suspended spans for penultimate spans. These are no longer
allowed. The paper describes how the final arrangement evolved after investigating probable
alternatives with due considerations to foundation and superstructure systems that would enabling
fast construction.
1. INTRODUCTION foundations from Kodibag end, from Ch. 12930’ to

NHAI has started widening of NH 66 (formerly 13570’ and two foundations on Sadashivgad end,
NH 17) from Panvel to Edapalli to four lanes. As i.e., at Ch.14530’ & 15010’ were tackled and left
a part of this, concession for stretch from Goa- unfinished. These foundations are seen at site. Only
Karnataka Border to Kundapura in Karnataka State one well foundation on Kodibag end, Ch. 12930’
is awarded to IRB Infrastructure Developers Ltd. was used for pier P1 of existing structure.
Kali Bridge, across river Kali, between villages This contract was foreclosed in early seventies
Sadashivgad and Kodibag, near Karwar is one and a fresh contract for bridge with typical 122 m
of the Major Bridges in this project stretch. For (400’) spans, to be constructed with balanced
widening, a new two lane bridge was proposed, cantilever method, was awarded. Old bridge is 666 m
parallel to existing old bridge. long with 4 main spans of 122 m. Conventional
For old (existing) bridge, initial contract was Plunger bearings are provided at center of each
awarded for simply supported bridge with of the main spans. It was completed in early
48.768 m (160’) simply supported spans. It was eighties. Since then specifications and practices
terminated when few well foundations were in has undergone substantial changes. Major changes
various stages of construction. These abandoned in specifications are neither plunger bearings nor
wells are between Ch. 12930 ft to 15010ft. Five suspended spans are acceptable anymore.
1
VP (Structure design), Modern Road Makers Pvt. Ltd. (Subsidiary of IRB Infrastructure Developers Ltd.);
E-mail: [email protected] ; [email protected]
2
Senior Project Consultant (Bridges and Metro Structures), L&T Infrastructure Engineering Ltd.; E-mail: [email protected]

Technical Paper
This called for a completely different structural proved to be vital in absence of any drawings or
form. The paper presents various considerations for details from state authorities.
development of concept and general arrangement The GAD of existing bridge showed provision
of 2nd bridge, in tune with current specifications of navigational clearance. However none of the
and practices. foundations were designed for any impact from
The design was also done as per the new limit barges or vessels plying in the river. The local
state Code of Practice for Concrete Road Bridges, inquiries indicated that except very small fishing
IRC:112-2011, just published at that instance. boats, no navigation exist in channel. The inquiries
This code allowed adopting a radically different with Karnataka Maritime Board, Karnataka PWD
structural form. The paper describes the etc. reveled that no plans for developing navigation
development and finalization of the general through this river exist. The foundations were not
arrangement only. required to be designed for any impact from vessels
plying in the river.
2. OLD (EXISTING) BRIDGE
The location of the bridge is sufficiently away
The old structure (Refer Fig. 1) has 8 spans with
from sea. The tidal variation in water is observed
arrangement of 63 ft 8 in. (19.4 m) + 228 ft (69.494 m)
but area does not have any waves. Wave action is
+ 4* 400 ft (4* 121.992 m) + 228 ft (69.494 m)
absent throughout the year. Neither the existing
+ 63 ft 8 in. (19.4 m). Length of the structure is
bridge was designed for any wave forces nor did
2183 ft 4 in (665.58 m).The spans A1-P1 & P7-
new bridge warrant the same.
A2 are simply supported, with 2 RCC girders and
deck slab. Balance spans are with cantilever T arms 4. GEOTECHNICAL EXPLORATION
from piers P2 to P6, 61 m long in between piers The GAD of the existing bridge indicated the
and 50 m each on outer sides of piers P1 and P6. bed stratum as sand mixed with shells for a depth
The outer cantilevers support 19.49 m long RCC of about 15 to 19 m, a layer of stiff clay for a
suspended spans with their other ends resting on depth of 2 to 5 m. Soft rock was indicated from
piers P1 & P7. The spans between piers P2 to P6 20 m to 22 m depth and hard rock below it. A
are connected with plunger bearings at center of program for carrying out boreholes in line with
each of the spans. A single circular well foundation existing foundation locations was drawn to start
is provided at A1, P2 to P7 locations. At A2 open the activity. Bores along main piers P2 to P6 of
foundation is provided. Abutments on both sides existing bridge were planned first. The additional
are spill through type. bores, as required, were planned after finalizing the
The general arrangement of old bridge is shown proposal. As it turned out the final foundations for
in Fig. 1. new bridge were in line with foundations A1, P2
to P6 and A2 of existing bridge. As such the bore
3. AVAILABLE AND COLLECTED DATA holes were taken at these seven locations only.
Concessionaire as well as their consultant checked
5. DEVELOPMENT OF THE PROPOSAL
for available data of the existing structure from
various authorities but were unable to get any details. The proposal, structural arrangement and
A copy of GAD submitted by the contractor with construction method have to be developed in
their tender was available from them. Topographic tandem for any project. The special features at the
maps were searched with local bodies like Nagar location were (a) standing water depth of around
Parishad, Jillha Parishad, and State PWD and 9 m, (b) typical 122 m span and (c) abandoned
were collected from them. The state plans for river foundations for the proposal with 48.768 m spans.
transport as well as plans from local port authorities Obvious options were to provide 122 m spans
were collected. Details of river discharge were not with foundations in line with existing foundations
available directly. The discharges from the dams or adopt 48.768 m spans in line with abandoned
on U/S side were collected. Various water levels foundations. Any proposal with central hinges, as
at the location, considered for existing bridge were existing or with suspended spans at center of the
available from the GAD. The design scour level spans was ruled out as halved joints (articulations)
was also available from GAD. This information are no longer permitted.

Technical Paper
Fig. 1 General Arrangement of Existing Bridge

Technical Paper
First option was to have 48.768 m long spans with require stabilizing dead load besides penultimate
precast girder spans and foundations in line with foundations and substructure.
those abandoned. The construction of superstructure Fourth option, a logical extension, was to provide
would be simple with this option. Resulting span 61 m long cantilever arms from each pier, delete
arrangement would be 19.4 m + 13*48.786 + penultimate foundations in line with existing piers
19.4 m. The proposal was with 15 foundations
and construct 27.8 m length from abutments in-situ
in river and essentially a sequential construction.
resulting in 88.8 m long end spans. The end spans
With past experience as a guide it was preferred
were 0.73 times penultimate spans, a more desirable
to reduce the number of foundations as both the
span configuration as with some adjustments in
abandoned as well as existing bridge were stuck for
concrete dimensions, uplift at abutments could be
long periods on account of difficulties in sinking
eliminated.
of wells. Any intermediate incomplete foundation
would have brought sequential activities to stand The final span arrangement was 88.9 + 4*122
still. Therefore this option was eliminated. + 88.9 m, with total length of 665.8 m long bridge.
The second option was with some foundations in The final arrangement is shown in Fig. 2.
line with existing foundations, namely for 6. CONSTRUCTION METHOD
navigation spans and some additional foundations The foundations were contemplated with pile
in line with those of initially proposed but not
foundations, instead of caisson foundations as
constructed. The span arrangement would be
the construction is faster and mitigation measures
2*59.5 + 92 +2*122 + 92 + 2*59.5 m. The option
would be easier, should any inaccuracy or
was thought with keeping navigational spans same
construction problem require the same. It was
as those existing, 2*122 m. The construction in
proposed to maintain pile cap bottom at HTL itself.
navigation spans essentially had to be by cantilever
This has three advantages, (a) the caps are always
construction. The cantilever arms beyond outer
accessible for periodic inspection, (b) visible to the
foundations of navigation spans were considered
around 92 m. Resulting central continuous unit fishing boats plying in the river and (c) pile caps
was 428 m. The end continuous unit on either side would be quite construction friendly. Disadvantage
would be of 119 m each. This length also was reduced pier heights and flexibility of structure.
was required to be constructed by cantilever However these were compensated with adjustment
construction with 59.5 m spans on either side. in vertical profile.
Cantilever construction was also required from The pier heights were still small, from construction
8 locations. Precast segments were ruled out as aspects. As such simple in-situ construction for
numbers of spans were relatively small. In-situ the same was obvious. The proposal required
cantilever construction at large locations was cantilever construction from all 5 intermediate
found to be more capital intensive as well as slow. foundations with 61 m long cantilever arms.
The proposal did not appear to be conducive to fast Since the number of spans were finite, cast in-
construction. situ construction with cantilever construction
The third option was to keep foundations same as equipment was most economic option. For each
existing bridge with cantilever construction from 5 of the end spans, the 27.9 m length towards
locations. For existing bridge the suspended spans abutments was to be bridged after construction of
and end spans were cast in-situ. Ground condition 61 m from penultimate piers. As explained earlier,
also confirmed possibility of casting of like length cast in –situ construction was simpler option and
in-situ, in alignment of new bridge. First trial was was proposed. The concessionaire had three sets
to make bridge of length, same as existing one with of cantilever construction equipment. As it was
end spans as simply supported and central 627 m mandatory to keep segment lengths and weight
as continuous unit. The end spans of continuous that were possible with said equipment. The
unit were then only 0.569 times of penultimate/ length of end span, beyond 61 m constructed by
intermediate spans. This would make end support cantilever construction method was contemplated
to be in tension under live load and end spans would over staging.

Technical Paper
Fig. 2 General Arrangement of Proposed Bridge

Technical Paper
Abutments were proposed as spill through seismic effect as well as very seismic high force
abutments to optimize the earth pressure effects. at pier P5. This was due to extremely small height
These were in line with earlier bridge. of pier at the location. As such it was decided to
use free bearing at this location, P5. In order to
7. STRUCTURAL ARRANGEMENT,
introduce symmetry in structure free bearing was
VERTICAL PROFILING
introduced at pier P1 as well. The central three pier
The box girder was obvious choice for structural locations i.e. piers P2, P3 and P4 were provided
from for 61 m long cantilevers. The soffit of the with monolithic twin plate piers. Analysis with this
box girder was proposed with parabolic profile. showed that horizontal forces at P4 location were
The available cantilever equipment was for section still significantly higher in comparison to same
with vertical webs. As such this was a mandatory at P2 and P3. In order to strike a balance in the
requirement. It was therefore decided to use the horizontal forces at all three fixed pier locations,
same configuration. The levels of soffit within height of pier P4 had to be increased. The optimum
navigation zone, between spans P2-P3 and P3- height of pier P4 was found to be around 4.5m.
P4 had to match with those of existing bridge. With this and levels at end of the bridge as near to
Similarly for initial trial it was decided to match existing levels as possible a profile was finalized.
the road levels at abutments as well. With these as The final height of pier P4 was 4.58 m. Levels at
control points and assessed depths along the spans ends of the bridge were 17.5 m and 8.75 m on S/S
the vertical profile was established. and K/S as against existing levels of 16.4 m and
For initial trial, fixed support was considered at 9.09 m, respectively.
pier P3, center of the bridge in longitudinal
8. BEARINGS
direction and free supports in longitudinal
direction at all other locations. Analysis was carried Bearings were required at piers P1 & P5 and at
out with this configuration. As expected, at fixed abutments. A bearing, below the junction of web and
support the horizontal forces were very high. This diaphragm was provided at each of the locations.
required very large number of piles with relatively All bearings were free in longitudinal direction and
small vertical load on each pile. fixed in transverse direction. Spherical bearings
were adopted as loads at pier locations were high.
In order to distribute the horizontal force at various
foundations, it was decided to provide fixity in 9. EXPANSION JOINTS
longitudinal direction at additional pier locations. The bridge as proposed had a continuous length of
Since the seismic force was critical parameter for 665.8 m. The free length on either side of outermost
optimal design various possibilities to minimize it integral piers was 210.9 m. The movement capacity
were investigated. One of the ways was to provide of the joints had to cater for this length plus length
flexible substructure as it would result in higher between integral piers and creep and shrinkage
time period of structure and consequently reduced effects form full bridge length. A small capacity
seismic forces. A pair of plate piers, monolithic was required from likely movement of structure
with super structure was most suitable alternative. under seismic condition. Estimated movement was
The clear height of plate pier has major effect 230 mm for each of the joint. As a conservative
on flexibility. The terrain at the location is very measure 4 seal modular strip seal joint was
peculiar, a high hill on one side (Sadashivgad proposed.
side, S/S) and ground almost at water level on the
10. TEMPORARY SUPPORTS AND
other Kodibag side (K/S). The present bridge had
RESTRAINTS DURING CONSTRUCTION
a level difference of 7.40 m between road levels
at abutments. Profile, same as existing bridge was The cantilever construction at piers P2 to P4
adopted for first trial. The clear heights of the pier was possible without any temporary supports
plates were reasonably good on S/S while those during construction as the twin plate pier and
on K/S were quite small. Providing monolithic pier head formed stable structural arrangement.
pier at all locations resulted in higher overall However at piers P1 and P5 this was not the case

Technical Paper
as superstructure at the locations was supported 2. Every bridge and its location have individual
on bearings. Conventional method of supporting features and situations that need to be careful-
is to tie down the superstructure with pier cap ly assessed and addressed in the concept and
through vertical prestressing cables. The height of detailing.
substructure at P1 was 1.11 m while at P5 it was 3. Construction method is a major consideration
7.01 m. Since these were relatively small heights for formulating any proposal. Resources and
use temporary columns was feasible, eliminating available or deployable equipment are impor-
pier cap altogether along with need of vertical tant considerations for any proposal. In present
prestressing for tying down the superstructure case segmental, in-situ cantilever construction
during construction. was almost dictated by adopted spans.
4. Ease of construction and simple construction
A pair of columns, below webs on either side of pier
procedure simplifies complexities in any pro-
was proposed with elastomeric bearing between
posal. In present case use of temporary column
column and superstructure. The loads on columns
supports for cantilever construction was an
for various stages of construction were analyzed
important consideration towards it.
and column and bearing details were decided
5. Safety of the structure, through all construc-
accordingly. Construction stages with equipment
tion stages as well as service is very important
on one side moved forward as well as casting
and needs to be in built feature of the proposal
of segment on one side only was accounted for with appropriate measures. Use of temporary
stability of the structure. The columns were located restraint for longitudinally free bearings was
as near to edge of pile cap as possible to optimize one such requirement for this structure.
the load on column. Stability of superstructure 6. Visualization of various construction stages,
was checked with factored loads as specified in support conditions, support reactions and
IRC:6 as well as the load of equipment and live structural configuration will render a smooth
load during construction. flowing design process with minimum
The construction was contemplated over iterations. It may be observed that various
permanent bearings. The permanent bearings at alternatives of each of the components of
these locations were fixed in transverse direction the structure were explored and best suitable
but were free in longitudinal direction. The alternative was adopted. This certainly leads to
construction periods as well as loads are high for a trouble free and safe construction as well.
any structure with cantilever spans of 61 m. As 7. Authors hope this illustrates a model procedure
such a temporary restraining arrangement during for formulation of most appropriate proposal
construction phase would be necessary to hold the for particular bridge.
structure against sliding in longitudinal direction. 8. A continuous integral structure should ideally
The same was contemplated to be detailed and be designed for fatigue considerations as well.
provided during design and construction phase, The present IRC code, IRC:6 provide for loads
respectively. and stresses provides for a fatigue vehicle.
However detailed provisions for design for
11. CONCLUSIONS fatigue are missing in IRC:112. If same were
1. The proposal of new bridge necessarily has to available, the detailed design would have been
follow the prevailing norms and various latest comprehensive, especially for contemplated
applicable code provisions. integral structure.

Withdrawal of IRC:SP:94-2011 “Material Testing Facilities for

Highway Sector in NCR”
The Indian Roads Congress had published IRC:SP:94-2011- “Material Testing Facilities
for Highway Sector in NCR” in year 2011. This document contains list of laboratories and
available testing facilities in NCR.
Recently feedback was received from some user agencies that this document does not
convey correct information, as there are frequent changes in NABL accreditation &also
cancellation of some testing laboratories from the panel of NABL and as such IRC should
withdraw this document as it contains static information only whereas correct updated data
in respect of testing laboratories/facilities is available on NABL website. This was also
generally agreed in General Specifications & Standards Committee meeting of IRC held on
24.06.2017.
All the user agencies/stakeholders in the Highway Sector are requested to send their
comments, if any to IRC latest by 30th September, 2017.
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Technical Paper
CHARACTERISTICS OF TRAFFIC STREAM UNDER COMPOSITION

OF DIFFERENT TYPES OF VEHICLES AND VARYING ROAD WIDTH
K.C. VARMORA1 DR. P.J. GUNDALIYA2

ABSTRACT
The growth rate of vehicles in India is about 7.7% per annum as against a population increase
of 3.8% per annum during the last few decades. In urban area the growth of vehicles is quite
more and the roadway width available is also less. So the problems occurred due to this situation
have also become more and more complex. The objective of this research work was to study the
Characteristics of Traffic Stream under composition of different types of vehicles and varying
road width. In this respect a traffic survey was conducted at mid-block sections on selected urban
roads of Ahmedabad city. VISSIM was used for the Simulation of field data. The output from
the Simulation of VISSIM was compared with observed data and validated using statistical test.
Thereafter the parameters such as composition of vehicles and road width were changed and
observed from the output of simulation that the speed values as well as the flow values varied
significantly as the vehicle composition and roadway width were changed. The results are very
useful for the similar urban roads of other cities of India.
1. INTRODUCTION analysis of the characteristics of individual vehicles

During the last few decades, the prosperity and in traffic stream. The important parameters of
vehicle ownership of urban population in India has particular interest are speed, flow and density. All
grown up abruptly which caused sudden increase these parameters together describe the quality of
in traffic on urban roads. There is also a wide service for a particular traffic stream. For analytical
variation in the income of urban people which approach the field data is required to be collected on
directly affect the ownership of different types of a large scale. To understand the complexity of the
vehicles. As the traffic has increased rapidly the heterogeneous traffic flow on urban roads, real life
problems due to this have also become more and observations will have to be conducted on all types
more complex. The urban roads of India generally of roads on a full range of vehicle type composition
carry the heterogeneous traffic (i.e., Cars, Buses, in the traffic and a full coverage of traffic volume
Trucks, Motor cycles, Light goods vehicles, Auto and speed. Such a procedure is extremely tedious,
Rickshaws, Pedal Cycles, Hand drawn carts, time consuming and expensive. Under this
Animal drawn carts etc.). These vehicles have situation, Computer simulation models can play an
different speeds, sizes, load carrying capacities/ important role in the analysis and assessment of the
passenger capacities etc. which affect the behaviour urban road transport system and its components.
of heterogeneous traffic flow. In present situation, Also these Models are very useful to predict the
the heterogeneous traffic flow in Indian cities behavior of urban traffic stream while the existing
makes the use of same road as well as same lane. analytical models cannot be used to predict the flow
Due to this a wide variation in driver behavior is behaviour on such roads. As a result the simulation
also observed. A Study of traffic flow involves the models are to be considered only after analytical
1
Lecturer in Civil Engineering, Government Polytechnic, Ahmedabad. E-mail: [email protected]
2
Professor in Civil Engineering, L.D. College of Engineering, Ahmedabad E-mail: [email protected]

Technical Paper
techniques have not been found appropriate. The width on traffic stream behaviour, at mid-block of
simulation reduces the complexity with respect an urban road stretch and tested using VISSIM.
to the vehicular traffic flow. The Simulation tools
2. METHODOLOGY
like VISSIM, CARSIM, HETEROSIM etc. give
better solution to this challenge. Such models run Ahmedabad is the seventh largest city of India
faster on computers and allow both quick testing of having an area of 464 sq.km. The total population
different approaches as well as extensive analysis. of the city is 55.77 lakh as per 2011 census. The
Also these models are simple for the purpose of city is presently suffering from the problems
analytical treatment. caused due to abrupt growth in traffic. The tasks
involved in this study included selection of
Many researchers have carried out the study on study area, survey of traffic flow characteristics
traffic simulation using VISSIM. Fellendorf and and roadway characteristics, Data collection,
Vortisch (2001) presented the possibilities of Development of simulation scenario, calibration
validating the microscopic traffic flow simulation and validation of developed model. The flow chart
model in VISSIM, both on microscopic and of the methodology is shown in Fig. 1.
macroscopic level. They illustrated how the
parameters can be adjusted to reflect different
traffic situations. Park and Schneeberger (2013)
used Latin Hypercube Design Algorithm, a general
calibration procedure based on a linear regression
model and tried to solve for obtaining the travel
time in field and simulation, however they did not
consider the correlations among the parameters
and solved to obtain the travel times in field and
simulation. Kim and Rillet (2003) illustrated a
GA based approach to traffic simulation model
calibration using ITS data. Menenni et. al used
Evolutionary Algorithm (EA) to calibrate VISSIM
based on speed- flow relationship. Park and
QI (2005) proposed a general methodology to
calibrate micro simulation models for isolated
intersections using VISSIM as well as CORSIM
as an example. In their study Latin Hyper cube
method was used to generate and the solution
parameters set was obtained by use of GA. The
same methodology was tested on a large scale
network of coordinated signals by Park and
Schneeberger. Mathew and Radhakrishnan (2010)
carried out Study on calibration of VISSIM with
respect to heterogeneous traffic. Lownes and
Machemehl conducted experiments with six
different combinations of car following parameters
of the Wiedmann 99 model in VISSIM. Manjunath, Fig. 1 Flow Chart Showing the Methodology
P et. al (2013) proposed a methodology for
calibrating a micro simulation model for mixed 2.1 Selection of Study Area
traffic. In that study the calibration parameters The area selected for this study was two lane/three
were obtained by minimizing the error between the lane (one directional) urban road of Ahmedabad
simulated and field delay using a genetic algorithm. city. For this study the Mid-block was selected.
In this study an attempt has been made to find out The selected stretches were: (1) Jaymangal to
effect of traffic composition and varying road Pallav, (2) Naranpura AEC to Sola road, (3) Girish

Technical Paper
cold drinks Cross road to Jade Blue Cross road 3.1 Overall Transportation Scenario of Selected
(C.G. road) and (4) State Transport (ST) bus stop Stretches
to Jamalpur Cross road. The total width of first The traffic in Ahmedabad is characterized by
stretch was 9.5 m, while the total width of second, significant presence of inter city traffic and its
third and fourth stretches were 6.2 m, 7.1 m and composition. The city is presently suffering from
11.1 m respectively. several transport problems like traffic congestion,
inadequate parking facility, insufficient road
2.2 Survey of Traffic Flow Characteristics and
width, and higher use of personalized mode
Road Way Characteristics
of transportation, high delay at signalized
The survey was divided into two parts as discussed intersection, road accidents and inadequate mass
below: transit facilities. It was observed that among the
(A) Traffic Flow Characteristics different vehicle types on selected road stretches in
As the traffic was of heterogeneous nature Ahmedabad; the predominant mode of transport on
all the test sections considered was two wheelers;
the speed as well as the size of these vehicles
accounting for 66 % in the traffic stream, which
was different. So the speed of each class of
is followed by four wheelers and three-wheelers
vehicle was measured separately. In this study
accounting for 21.90% and 6.90% respectively.
the Stop watch and videography methods Videography survey was carried on each of the road
were used. The markings on road pavement stretch covering the peak hours in the morning and
were spaced at 30 m apart and the time taken evening spanning for 2 ½ hours. After collecting the
to pass this distance was used to obtain the data, analysis was carried out for classified volume
speed values. The vehicles were counted for 5 counts and speed measurements. The number of
minute interval and each value was converted vehicles and their types were extracted at every
into veh/h. 5 minute interval. The travel time of different
(B) Roadway Characteristics vehicle during each minute interval was obtained
The roadway characteristics to be surveyed manually by using digital stop watch. However the
were: number of lanes, width of carriageway, average composition of traffic varied from location
to location.
etc. The width of each lane in the candidate
section varied from 3.00 m to 3.50 m. 3.2 Analysis
However the pavement condition was The relationship among traffic flow variables was
excellent for all the roads. No gradient was analyzed and then the same was used to apply
observed in any of the candidate road sections for measurement at different flow levels so as to
considered study coupled with absence of estimate the value of traffic flow and traffic stream
roadside friction and any encroachment. behaviour under given conditions. The widths and
flow values are given in Table 2.
3. DATA COLLECTION AND ANALYSIS
4 COMPARISON OF SIMULATION
The size of different vehicles were taken from the
RESULTS WITH OBSERVED DATA
actual measurements and presented in Table 1:
VISSIM was used for different analysis required
Table 1 Mean Size of Different Vehicles
for this study. The analysis involved number of
Category of Average Length Average Width tasks to be performed accurately before achieving
Vehicle (m) (m) the final simulation results. Data collection and
Two wheelers 1.90 0.68
its analysis were prior requirements before the
VISSIM analysis. While developing a VISSIM
Car/SUV 3.70 1.52 model for existing traffic scenario of selected
Auto Rickshaw 2.80 1.40 road stretches, it involved data input, model
Buses/Trucks 9.66 2.5
verification, calibration and validation. In VISSIM,
the road network is a combination of links and
LCV 4.10 1.72 connectors. Links are generally straight or follow

Technical Paper
the curvature of the road. The network in VISSIM performing Simulation in VISSIM are discussed as
model was constructed by graphical interface. below:
The study area included 2/3 lane road stretches ● The speed values were assigned to the particu-
(only one direction). By graphical editing of links lar vehicle class.
and connectors, their properties were modified
● The composition of the vehicles was changed
according to the field conditions (i.e. no. of lanes,
width of lanes, etc.). Minimum three test runs were to actual composition.
simulated for each stretch and average values were ● Numbers of lanes and width of each lane were
taken into consideration. The important steps for entered as per the field observations.
Table 2 Road Stretches with Maximum Flow Values
S. No. Name of Road Stretch No. of Lanes Total Width Maximum Flow
(m) Observed (veh/h)
1. Ring Road (Jaymangal to Pallav) 3 9.5 4164
2. Ring Road (Pallav to Jaymangal-Opposite) 3 9.5 3804
3. Naranpura AEC to Sola Road 2 6.2 3504
4. Sola Road to Naranpura AEC (Opposite) 2 6.2 3216
5. C.G. Road (Girish Cold Drink to Jade Blue) 2 7.1 2760
6. C.G. Road (Jade Blue to Girish Cold Drinks-Opposite) 2 7.1 2664
7. S.T. to Jamalpur Road 3 11.10 2772
8. Jamalpur to S.T. Road (Opposite) 3 11.10 2640
● The length and width of the vehicles were the model for speed values and flow values of all
edited as per the actual measurements taken. the stretches is presented in Tables 3 and 4. As
● In Weidman-99 (Driver behaviour) the lateral per Table 3, dmean = 1.01, Sd = 2.05 and to =1.39.
clearance and space headway were also edited As per Table 4 , dmean = 51.63, Sd = 156.10 and to
for obtaining real scenario. = 0.93. Hence the data sets were same for both the
After carrying out the analysis of collected data, tables and the critical value of t statistic for 0.05
the simulation scenario was examined with T-test level of significance and 7 degrees of freedom,
so as to compare the output of simulation with obtained from standard t-distribution table was
the observed data. The statistical validation of 2.365.
Table 3 Comparison of VISSIM Model with Observed Data for Speed Values on Different Stretches
S. No. Name of Stretch Observed Avg. Traffic Difference Square

Avg. Traffic Speed as per (Deviation) (Deviation)
Speed km/h Simulation
km/h
1. Jaymangal to Pallav (Ring Road) 35.76 31.67 4.09 16.73
2. Pallav to Jaymangal (Ring Road-Opp.) 34.52 34.32 0.20 0.04
3. S.T. to Jamalpur 27.49 28.37 -0.88 0.77
4. Jamalpur to S.T. (Opp.) 27.60 28.80 -1.20 1.44
5. Naranpura AEC to Sola Road 26.18 24.43 1.75 3.06
6. Sola Road to Naranpura AEC (Opp.) 27.13 24.87 2.26 5.11
7. Girish Cold drink to Jade Blue (C.G. Road) 29.19 28.71 0.48 0.23
8. Jade Blue to Girish Cold drinks (C.G. Road- 28.93 27.50 1.43 2.04
Opp.)

Technical Paper
Thus, the value of t statistic calculated based

on the observed data (to) was less than the
corresponding Table value. This implies that the
value for simulated speed as well as simulated
flow significantly represent the observed speed and
observed flow values. The composition is shown
in Fig. 3 (for observed and simulated flow values
in veh/h) and Fig. 4 (for observed and simulated
speed values in km/h). Fig. 2 Snap Shot of Simulation (Pallav to Jaymangal)
Table 4 Comparison of VISSIM Model with Observed Data for Flow Values on Different Stretches
S. No. Name of Stretch Observed Flow as per Difference Square

Flow veh/h Simulation (Deviation) (Deviation)
veh/h
1. Jaymangal to Pallav (Ring Road) 4164 4176 -12.00 144.00
2. Pallav to Jaymangal (Ring Road-Opp.) 3804 3942 -138.00 19044.00
3. S.T. to Jamalpur 2772 2812 -40.00 1600.00
4. Jamalpur to S.T. (Opp.) 2640 2472 168.00 28224.00
5. Naranpura AEC to Sola Road 3504 3306 198.00 39204.00
6. Sola to Naranpura AEC (Opp.) 3216 3110 106.00 11236.00
7. Girish Cold drink to Jade Blue (C.G. Road) 2760 2716 44.00 1936.00
8. Jade Blue to Girish Cold drinks (C.G. Road- 2664.00 2582.00 82.00 6724.00
Opp.)
413.00 170569
Fig. 3 Observed and Simulated Flow Values (veh/h) Fig. 4 Observed and Simulated Speed Values (km/h)
on Different Stretches on Different Stretches

Technical Paper
4.1 Effect of Composition of Different Types of Table 7 Output of Simulation (Composition-2)

Vehicles on Traffic Stream Behaviour Category of Relative Avg. Traffic Flow
After the statistical validation of the model, Vehicle Flow Stream (veh/h)
stretch-1 (Jaymangal to Pallav) was selected due Speed
to higher flow value of traffic. The maximum (km/h)
value of flow for this stretch was 4164 veh/h with Auto Rickshaw 0.05 (i.e.,
corresponding average traffic speed of 35.76 km/h, 5%)
while the simulated flow value was 4176 veh/h Car 0.07 35.41 4260
Truck (incl. LCV) 0.01
having average traffic speed of 31.67 km/h. The
Bus 0.01
results of simulation for both the flow and speed
Bike (Motor 0.86
values are tabulated as per Table 5 to 7. For each
Cycle+Scooter
composition, minimum three simulation runs were
tested. To find out the effect of traffic composition
on traffic stream behaviour, the values of flow and
speed were not changed, while the composition
of different vehicles was changed. The results
obtained from simulation as per field observation
were not varied considerably. Although the average
traffic stream and flow value reduced to 26.58 km/h
from 31.67 km/h and 3690 veh/h from 4176veh/h Fig. 5 Effect of Vehicle Composition on
respectively , while it increased to 35.41 km/h from Traffic Stream Speed
31.67 km/h respectively.
Table 5 Output of Simulation as per Actual
Composition
Category of Relative Avg. Traffic Flow
Vehicle Flow Stream (veh/h)
Speed
(km/h)
Auto Rickshaw 0.069 Fig. 6 Effect of Vehicle Composition on
(i.e., Traffic Flow
6.9%)
Car 0.219 31.67 4176
Bus 0.022
Bike (Motor 0.660
Cycle+Scooter
Table 6 Output of Simulation (Composition-1)
Category of Relative Avg. Traffic Flow Fig. 7 Effect of Varying Road Width on
Vehicle Flow Stream (veh/h) Traffic Stream Speed
Speed
(km/h)
Auto Rickshaw 0.06 (i.e.,
6%)
Car 0.30 26.58 3690
Bus 0.11
Bike (Motor 0.460 Fig. 8 Effect of Varying Road Width on
Cycle+Scooter Traffic Flow

Technical Paper
4.2 Effect of Road Width on Traffic Stream as well as traffic speed registered minor dip only.
Behaviour However in the case of reduced road width 6.50
The width of road stretch is very important as m from 9.50 m the quantum of traffic flow value
it provides the space for the movement of the catered decreased to 39.13 % and the corresponding
vehicles. If the width is more than enough, there is speed value to 26.85 %. The results obtained from
a free movement of all the vehicles. As the width this research work are very useful for similar urban
was minimized the behaviour of traffic stream also roads of other cities of India.
changed abruptly. To study the effect of traffic Table 8 Output of Simulation for
stream behaviour, stretch-1 was considered again Varying Road Widths
as earlier with same flow value and same traffic
Case Varying Road Widh Flow Average
composition but with different road widths. The
No. (veh/h) Traffic
total width of this three lane road stretch was 9.5 m. Stream
For each road width, the value of traffic composition Speed
and flow were kept as constant. For each stretch (km/h)
minimum three simulation runs were created and
1. Case - 1: 4176 31.67
the average value was adopted to minimize the
W = 9.50 (3.25+3.25+3)
errors. The results are presented in Table 8. It was
observed from the above results that flow values for 2. Case - 2: 3856 25.65
Width = 8.50 m
case 1 and 2 showed less variation due to decrease
(decrease of 1.0 m)
in road width of 1.0 m (i.e., 7.66%). However
there was noticeable decrease in average traffic 3. Case - 3: 3652 25.57
stream speed which was decreased to 25.65 km/h Width = 7.50 M
(i.e., 19%). Thus, further decrease in road width (decrease of 2.0 m)
decreased both flow value and traffic stream speed 4. Case - 4: 2542 23.23
value to 3652 veh/ h and 25.57 km/h respectively. Width = 6.50 m
The most noticeable variation was observed in (decrease of 3.0 m)
Case 4, when the road width was changed to 6.50 m 6. ACKNOWLEDGEMENT
from 9.50 m (i.e., total decrease of 3.00 m). When
It is a pleasure to convey our gratitude to all the
compared to Case-1 the flow value was reduced
to 2542 veh/h from 4176 veh/h(i.e., registering a students of M.E. (Transportation Engg.) of L.D.
decrease of 39.13 %)while average traffic stream college of Engineering, Ahmedabad for providing
speed value reduced to 23.23 km/h from 31.67 their valuable time to carry out the traffic survey
km/h (i.e., registering a total overall decrease of work.
26.85 %). REFERENCES
5. CONCLUSION 1. Arasan, V T and Krishnamurthy, K (2008), “Effect
of Traffic Volume and Road Width on PCU Values
This study was carried out to observe Characteristics of Vehicles using Microscopic Simulation” IRC
of Traffic Stream under Varying Road Width and Vol. 69-2 (page 133-149).
Composition of Different Types of Vehicles (i.e., 2. Arasan, V T and Koshy, R (2004) “Simulation of
variation in flow as well as traffic stream speed) Heterogeneous Traffic to Derive Capacity and
under the effect of different types of vehicles and Service Volume Standards for Urban Roads “. IRC
varying road width. As the composition of two paper no-500 (page 219-242).
wheelers was changed both the traffic speed and 3. Fellendorf, M and Vortisch, P (2001)”Validation
flow values were changed accordingly. This was of Microscopic Traffic Flow Model VISSIM in
due to the fact that the two wheelers occupy less Different World Situation”. Conference: Annual
space compared to four wheelers. Also two wheeler Meeting of the TRB, Washington, D.C.
riders tend to drive cutting across lane as compared 4. HCM (2000),”Highway Capacity Manual,”
to large size vehicles like cars present in the traffic Transportation Research Board, Washington, D.C.
stream. By changing the road width from 9.5 m 5. IRC 106-1990, “Guide Lines for Capacity of Urban
to 8.50 m number of vehicles in the traffic stream Roads in Plain Areas”.

MORT&H Circular
Original Circular & Annex-1 are available on MoRT&H Website www.morth.nic.in

Announcement
IRC PT. JAWAHARLAL NEHRU BIRTH CENTENARY

AWARD FOR THE YEAR 2016
Nominations are invited in prescribed proforma for the IRC Pt. Jawaharlal Nehru Birth Centenary Award
for the year2016. The last date for receipt of nominations is 7th October, 2017.
For the year 2016the nominee’s age should not be more than 45 years. The particulars about the award
are given below:
1. PREAMBLE
This award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year and will be
made each year for outstanding contribution in the field of Highway Engineering.
2 NATURE OF AWARD
Award will be in the form of medal/Citation certificate and will be made annually for notable and outstanding
contribution, applied or fundamental, in the field of Highway Engineering (including Bridges).
3 PURPOSE
For recognizing outstanding work in engineering technology, utilization, etc. in the highway sector and
encouraging young and upcoming engineers/scientists in the profession.
4 ELIGIBILITY AND SELECTION OF THE AWARD
a. Any Engineer/Scientist or any individual of India who is member/individual associate member of
IRC and is engaged in the field of highway engineering will be eligible for the award.
b. The award will be bestowed on a person who, in the opinion of the Selection Committee
constituted by the Executive Committee, has made conspicuously important and outstanding
contribution to Road Development of the country in the preceding 5 years of the nomination for
the award.
5. The age of nominee shall be less than 45 years on the 31st May of the year in which the nomination is
received.
6. The award will be made on the basis of contributions made primarily by work done in India. The
criteria for selection of the contribution for the award will be the following:
i) Important addition, modification or improvement to the available design criteria.
ii) Important contribution to present day knowledge of physical phenomenon or behaviour of rel-
evance to engineering practice.
iii) New approach or methodology for utilization of development of new technology or new tech-
niques for solving problems in applied engineering technology.
iv) Specific contribution made in the following fields:
(a) Investigation Methods (g) Repairs and Rehabilitation
(b) R&D Management (h) Environment
(c) Standardization (i) Highway Safety
(d) Software Development (j) Construction and Management
(e) Planning (k) Protective Works
(f) Maintenance (l) Traffic Engineering

Announcement
7. Nominations
a) Names of candidates may be proposed by or through any member of the IRC Council. Each
such nomination shall be on the basis of proforma, accompanied by detailed statement of work
and contribution of the nominee by the sponsor, and a critical assessment report bringing out the
importance of the significant contributions of the nominee made during the preceding five years.
The nominations alongwith copies of work assessment reports will be received by the Secretary
General, IRC on or before 7th October, 2017.
b) A candidate once nominated should be considered for a total period of 3 years, if otherwise
eligible, unless revised nomination is received. Once such nomination has been received, the
Secretary General, IRC may correspond directly with the candidate for supplementary informa-
tion, if necessary.
PROFORMA
IRC-PT. JAWAHARLAL NEHRU BIRTH CENTENARY AWARD
(NOMINATION FOR THE YEAR 2016)
1. Name of the Nominee.
2. Roll. No. as member of IRC and the year since he is member of IRC.
3. Discipline under which to be considered.
4. Date of Birth.
5. Academic qualifications beginning with Bachelor’s Degree.
6. Present employment and post held.
7. (a) Outstanding achievements of the nominee (in about 500 words) during the last 5 years
(Attach separate sheet)
(b) Benefit derived/anticipated or measurable impact of the work/contribution/achievement.
(c) Assessment by the sponsor of the importance of the contribution (not more than 100 words)
8. Whether these achievements/contributions have already been recognized for awards by any other body.
If so, the name of the body, the name of award and the year of award may be given.
9. Other awards/honours already received including fellowships of professional bodies.
10. Papers published, if any (reprints to be enclosed)
11. Names & address of three experts in the area (preferably in India) as possible reference.
(a)
(b)
(c)
Place : ______________________ Signature _______________________
Name & Designation of the Sponsor
(IRC Council Member)
___________________________________________________________________________________
NOTE: Ten copies of the Proforma along with ten copies of the detailed statement of achievement/
contribution neatly typed should be supplied along with reprints of relevant Papers.

Accredited Products
LIST OF IRC ACCREDITED NEW MATERIALS/TECHNIQUES/

EQUIPMENT/PRODUCTS
(valid as on 31st July, 2017)
The Committee for Accreditation of New Materials and Techniques formed under the aegis of Highway
Research Board of Indian Roads Congress (IRC) gives accreditation to patented or new materials/
technologies/equipment, developed in India/abroad. These new materials are evaluated as per recognized
National/International Specifications. The Committee has so far accredited (valid as on 31st July, 2017)
the following new materials/techniques for being used on trial basis:
S. No. Name of the New Material/ Technology/ Usage
Equipment/Product
1 SoilCrete Technology for design and construction of pavements
2 ZeoCrete Technology for design and construction of pavements
3 Hyperplas Polyester As waterproofing layer in bridges decks
4 ShaliSeal RSTC Tar base emulsion for enhancing road life by water ingress
5 STRESEAL Stress observing membrane interlayer system for use in flexible
pavements
6 Processed Steel Slag Alternate Aggregate for Flexible Pavements
7 Shalipatch EC For crack repairing concrete and bituminous roads
8 APP Double Layer Membrane Bituseal DR For flyover waterproofing and replacement of mastic wearing coat
Bridge Deck
9 GID Pavement Markers Safety device used on roads
10 Super Seal (PS) Used for sealing of expansion joints
11 Super Shield Bridgeprotek Used for sealing of expansion joints
12 Cold Plastic Road Marking Paint- Road marking material
PERMARK 2K
13 Terra firma Soil Stabilizer A cementatious polymer resin based compound(Soil Stabilizer).
14 Median Marker A retro reflective marker offers better visibility and enhances
illumination thereby curbing road accidents frequency
15 Reflective Delineator A retro reflective device offers better visibility and enhances
16 Aluminum Backed Flexible Prismatic A retro reflective sheeting offers better visibility and enhances
Sheeting illumination thereby curbing road accidents frequency
17 Raised Pavement Marker with Twin Molded A retro reflective marker offers better visibility and enhances
Shank illumination thereby curbing road accidents frequency
18 Solar Road Stud A solar based stud offers better visibility and enhances illumination
thereby curbing road accidents frequency
19 Flexible Median Marker A retro reflective marker offers better visibility and enhances
20 Solar Raised Pavement Marker A solar based marker offers better visibility and enhances illumination
thereby curbing road accidents frequency
21 Twin Molded Shank Raised Pavement A twin molded shank marker offers better visibility and enhances
Marker illumination thereby curbing road accidents frequency
22 Terrazyme Soil Stabilizing material used in construction of roads
23 Envirotac A non hazardous, environmental friendly acrylic –based co-polymer
soil stabilizer
24 EcogreenProbase Road System Soil Stabilized Pavement System Technology
25 Dr. Fixit Concrete Guard WB Anti-carbonation protective substance for concrete structures
26 Dr. Fixit Torchshield AP 3160 Bituminous water-proofing membrane for concrete structures
27 Dr. Fixit Torchshield AP 4160 Bituminous water-proofing membrane for concrete structures
28 Portadeck Heavy Duty Composite Access Mats and Floors/Working Platforms
29 Glass Fibre Reinforced Polymer Composite Corrosion resistant high tensile strength that of steel, electrically,
Rebars thermally non-conductive

Accredited Products
S. No. Name of the New Material/ Technology/ Usage

Equipment/Product
30 Evocrete Modifier – Hardening Accelerator Bionic binder for rigid concrete modification
for Modified Rigid Pavements
31 FORTA FI High tensile strength synthetic fibre reinforcement for asphalt
pavement / runway
32 Metalite Hitex Group Thermoplastic High Admixture for mixing in bituminous wearing courses to provide skid
Friction Surfacing Material resistance surface
33 Metalite Hitex Group Linear Crack and Admixture for mixing in bituminous wearing courses to provide skid
Joint Repair System resistance surface
34 Metalite Hitex Group Thermoplastic Type-I Admixture for mixing in bituminous wearing courses to provide skid
High Friction Surfacing Material resistance surface
35 High Pressure Water Mist Systems Highly suitable against fire in road/rail tunnels, underground facilities,
cable tunnels etc.
36 CASS Wire Rope Safety Barrier Highly strong to safeguard the vehicles prone to avoidable road
accidents
37 Impact Attenuators/Crash Cushions Highly strong to safeguard the vehicles prone to avoidable road
accidents
38 360 Degree Tempered Glass Road Studs Highly strong to safeguard the vehicles prone to avoidable road
accidents by channelizing the lane driving during night
39 Automark For use in safety of roads, bridges and structures
40 INSSTAPATTCH For road repairs
41 Asphaltoseal On concrete decks for waterproofing purpose in lieu of mastic asphalt
under BC overlay
42 Processed Steel Slag Alternate Aggregate for Flexible Pavements
43 Nanotac Technology New generation reactive silane technology for water resistant
chemically bonded tack coat
44 Penetron Admix®(Crystalline Used for making the concrete permanently sealed against the
Waterproofing Admixture) penetration of water or liquids.
45 Fastrack TM Water Based Road Marking Road Marking Paint
Paint
46 Polyalk CP 293 (Fourth Generation Enhances the service life of the structures significantly and is beneficial
Polydentate Bipolar Concrete Penetrating in corrosion prone zones.
Corrosion Inhibiting Admixture)
47 Asphalt Content Tester (AIM 590) It is used for hot mix asphalt paving mixtures and pavement samples.
48 Trolex NCAT NTO Apparatus to measure Asphalt content by the Ignition method.
49 GUJCON-CRF Nylone 6 Fibre Used as a secondary reinforcement in concrete roads and bridges.
50 i-lite Reflective Pavement Marker It is based on 100% indigenously developed technology whose
properties are in conformity with ASTM D 4280-94.
51 NANOADD C1,C2,C3 & NANOFILL For enhancing the performance for bituminous mixtures for road
C1,C2,C3 construction
52 Waelz Kiln (WK) Slag Used in embankment, sub-base and bituminous/concrete pavement
53 Evocrete®ST Acts as an enhancer for the hydration process and increases water
impermeability and resistance to thermal/salt/acid/frost submitted to
the committee
54 ZycoTherm Warm mix additive
55 Coir Geo Textile Used in construction and maintenance of roads and embankments
56 MMA Resin Based Bridge Deck Waterproofing System
Waterproofing System
57 Techgrid Geogrid System Used in RE walls/RE slopes and Soil stabilization purpose
58 Techglass Geogrids & Techglass Composite Used for rehabilitation & Preservation of pavements
59 TechGeo Nonwoven Geotextiles Used for filtration/separation and Soil stabilization purpose
60 Techfab Steel/Polymer Gabions Used for river training/ coastal and protection retaining walls
61 Techfab Woven Geotextiles Used for filtration/separation and Soil stabilization purpose
62 Techfab Geocomposites Used for soil reinforcement and Sub-grade stabilization
63 TechDrain PVD Used for soil consolidation purpose

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

Tender Notice

 Registration Form

Registration Form

Intercontinental Consultants and Technocrats Private Limited
Innovative, Creative & Technologically Sustainable Infrastructure Solutions
Affiliate
M/s. L. N. M. infra projects pvt. ltd (Bhopal)

Member
A-8, Green Park, New Delhi - 110 016
Phone: +91-11-40863000, E-mail: [email protected]
Website : www.ictonline.com
iso 9001:2008 Certified
We Provide Time and Cost-Effective Infrastructure Survey Solutions Using

Latest Technology in Line with MoRT&H and CPWD Specification. with
Vehicle Mounted LiDAR Survey Equipment
Latest Technology :-
1. Trimble TX 8 Terrestrial LiDAR System
2. Trimble MX2 (Vehicle Mounted) Mobile LiDAR System
3. Satellite Imagery
4. DGPS
5. Drone
Benefits:
• Capture Enhanced Data
• Increased Level of Accuracy
• Huge Saving of Time and Cost
Services Offered
• Structural and earthquake Engineers POSPAC and Trident imaging hub & factory,
• PMC, IE, AE, SQC for Civil Infrastructure work • Highways, Roads corridor mapping.
• Pereparation of DPR for all civil infrastructure • Railways corridor mapping.
work • Cadastral Surveys & Land Plan Surveys using Mobile LiDAR &
• Township and urban Planners DGPS
• Canals and distributaries system surveys
• Highway/Bridges/ROBs
• Volume Calculation for Earthworks & Mining Application
• Water Supply and Sewage Consultancy
• Historical Monuments/ Archeology
• Electrical, Mechanical & HVAC Consultant
• 3D City mapping, Smart City Mapping & Topographic Surveys
• Power Projects. • Master Plan / Development Plan Surveys.
• Surveys for Airport runways and adjacent areas.
LiDAR Work • Land Surveys for Telecommunication industry.
• 3D Point Cloud Data Collection using LiDAR • Water and Gas pipe lines.
MX 2 Survey System and Trident Capture Field • Topographical Survey and Contouring.
Software • Establishing High precision GCP’s (Ground Control Points) by
• Mobile LiDAR data pre-processing using Trident multi-frequency Trimble GNSS receivers.
Capture software and Post-Processing using • Flyover Bridge Surveys
• Utility Surveys: Electrical, Infrastructure, Pipeline
For Services Please Contact Us :-
Head Office :-
T-10, 3rd Floor City Centre Press Complex Zone-I, M P Nagar Bhopal-462011
Mobile. Mr. L. N. Malviya (M.D.) 9977828711, Tel/Fax: +917554295421 E [email protected],
Web. www.lninfra.com
Corporate Office :-
Plot No. 31, 2nd Floor Sector-12A, Dwarka, New Delhi 110078, E mail. [email protected]

Delhi Postal Registration No dl-sw-17/4194/16-18
under ‘u’ Number u(sw)-12/2016-2018
At Lodi Road, PSO on dated 28-29.08.2017 licence to post
ISSN 0376-7256 Newspaper Regd. No. 25597/73 without prepayment
september, 2017
dl-sw-17/4194/16-18
Indian Highways published on 28 august, 2017
`20/- september, 2017
sa infrastructure consultants pvt. ltd
Indian Highways
(An ISO 9001-2008 Certified Company)
smart innovative infra solutions - working towards better tomorrow
About saicpl
SA infrastructure Consultants Pvt. Ltd along with its subsidiary UPHAM International Corporation and QUEST
Engineers & Consultants are focused on delivering multi-disciplinary infra projects with innovative ideas of
International Standards. The Group forms an ambious consortium of consultancy firms with commitment to
provide high quality specialized consultation into the field of Highways, Structures and Design. Volume: 45 Number: 9 Total Pages: 48
Sectors
Highways Bridges Waterways Railways Sewage Treatment Plant
Services
SA Infrastructure synchronizes every aspect of engineering with imbibed commitment to deliver high quality infrastructure and development
consultation that glorifies a new world. We have successfully carried out numerous consultancy projects in Civil Infrastructure development
transportation, primary & secondary highway networks, Project Management under BOT/Annuity Model, Resource Management, Social aspects
including poverty alleviation and institutional support.
Highways : Including Access Controlled Expressway and upgradation of

existing 2/4 Lanes.
Projects
Bridges : Including VUP, Flyovers, rehabilitation, ROB and Inspection
Report and Conditional Survey.
Metro-Rail Services : Including design of underground and elevated metro

stations, viaducts, architect design of stations and technical services.
Traffic & Transportation and intelligent Transport System - Including

preparation of Urban and Regional Transportation Plans, Land-use
Transport Modeling for Policy Testing and Traffic Predictions. Traffic
Management Plans, Road Safety Audit, Public Transport Planning and
Management.
Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.
Water Resources : Including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.
BOT/Annuity : Including project identification, Detailed Survey, Feasibility Mahatma Gandhi Setu, Patna
Study, Detailed Engineering and Design, Economic and Financial Viability
analysis.
Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh India
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email - [email protected]
Edited and Published by Shri S.K. Nirmal, Secretary General, Indian Road Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 110 002. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. India Offset Press, New Delhi-110 064
https://www.irc.nic.in

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Delhi Postal Registration No dl-sw-17/4194/16-18

under ‘u’ Number u(sw)-12/2016-2018

sa infrastructure consultants pvt. ltd

smart innovative infra solutions - working towards better tomorrow

Highways Bridges Waterways Railways Sewage Treatment Plant

Highways : Including Access Controlled Expressway and upgradation of

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

Traffic & Transportation and intelligent Transport System - Including

Urban Infrastructure Development : Including preparation of Plans,

Water Resources : Including irrigation Flood Control, Ground water

M/s. L. N. M. infra projects pvt. ltd (Bhopal)

We Provide Time and Cost-Effective Infrastructure Survey Solutions Using

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

Printed at: M/S India Offset Press, New Delhi-110 064

INSPECTION AND MAINTENANCE OF HIGHWAY BRIDGES

4 INDIAN HIGHWAYS, September 2017

INDIAN HIGHWAYS, September 2017 5

6 INDIAN HIGHWAYS, September 2017

INDIAN HIGHWAYS, September 2017 7

(Registration Form for IRC Session is given on Last Pages)

Shri Anil Sharma

Mobile +91 9899417608

8 INDIAN HIGHWAYS, September 2017

INDIAN HIGHWAYS, September 2017 9

Moisture Sensitivity of Asphalt Mixes Based on Surface

Ayyanna Habal1 Dharamveer Singh2

INDIAN HIGHWAYS, September 2017 11

be estimated based on contact angle measured using 2. OBJECTIVES

12 INDIAN HIGHWAYS, September 2017

Fig. 2 Schematic of Wilhelmy Plate Device

Where, subscript li indicates ith probe liquid and

Fig. 1 Experimental Methodology

INDIAN HIGHWAYS, September 2017 13

5. RESULTS AND DISCUSSION acidic in nature with γ+ component 4.96 mJ/m2.

14 INDIAN HIGHWAYS, September 2017

Fig. 6 Work of Adhesion Between Aggregates

Aggregate- Asphalt Binder WAB Energy Ratio Ranking

INDIAN HIGHWAYS, September 2017 15

through laboratory tests and may also be correlated

16 INDIAN HIGHWAYS, September 2017

IRC TECHNICAL COMMITTEE MEETINGS SCHEDULE FOR SEPTEMBER, 2017

INDIAN HIGHWAYS, September 2017 17

GENERAL REPORT ON ROAD RESEARCH WORK DONE IN INDIA - CALL FOR

CALL FOR TECHNICAL PAPERS

18 INDIAN HIGHWAYS, September 2017

DEVELOPMENT OF CONCEPT AND GENERAL ARRANGEMENT FOR

Mr. Dhananjay A Bhide1 Mr. P.N.S.S. Sastry2

1. INTRODUCTION foundations from Kodibag end, from Ch. 12930’ to

INDIAN HIGHWAYS, September 2017 19

20 INDIAN HIGHWAYS, September 2017

Fig. 1 General Arrangement of Existing Bridge

INDIAN HIGHWAYS, September 2017 21

22 INDIAN HIGHWAYS, September 2017

Fig. 2 General Arrangement of Proposed Bridge

INDIAN HIGHWAYS, September 2017 23

24 INDIAN HIGHWAYS, September 2017

INDIAN HIGHWAYS, September 2017 25

Withdrawal of IRC:SP:94-2011 “Material Testing Facilities for

IMPORTANT ANNOUNCEMENT SPECIAL REBATE ON