Journal of The IRC April-June-2017 78 Part-1 Pages 1-56 + Cover

Journal
of the
Indian Roads Congress
Volume : 78 - 1 ● april - June, 2017 ● ISSN 0258 - 0500
Indian Roads Congress

Founded : On 10th December, 1934
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Paper No. 662
A Critical Review of Practices for Improving Ride

Quality and Periodical Renewal of Bituminous
Pavements in India
Prof. Prithvi Singh Kandhal1 Prof. A. Veeraragavan2

ABSTRACT
Improving ride quality and periodical renewal are the two major components of rehabilitation
of existing bituminous pavements, which are generally practiced across India. The Ministry of
Road Transport and Highways (MORTH) has provided guidelines through circulars on how to
improve ride quality and practices for periodical renewal of bituminous pavements on national
highway stretches. However, these practices are also generally followed on other highways across
India. It has been observed that bituminous mixes/applications currently used in the so-called
Improving Ride Quality Programme (IRQP) and Periodical Renewal (PR) do not generally produce
durable bituminous pavements, which result in unsatisfactory condition of roads especially during
monsoons. This paper gives a critical review of all practices currently used in IRPQ and PR across
India. Detailed guidelines have been given in this paper for selection of acceptable bituminous
mixes/applications based on durability and economics in case of IRQP and PR. Primarily,
recommendations have been made not to use open graded, permeable bituminous mixes and use
only dense graded bituminous mixes. Use of surface dressing in lieu of premix carpet has also been
recommended for low volume traffic roads based on economics and durability.
1. INTRODUCTION brittle resulting in raveling and subsequent
Two major components of rehabilitation of disintegration. Bituminous wearing courses can
bituminous pavements generally practiced across also develop top down cracking under intense
India are: improving ride quality and periodical traffic loads.
renewal. (Unfortunately, recycling has not The Ministry of Road Transport and Highways
made much headway in India as a means for (MORTH) has provided guidelines through
rehabilitating bituminous pavements.) Ride circulars on how to improve ride quality and
quality of bituminous pavements can deteriorate practices for periodical renewal of bituminous
prematurely due to several factors such as uneven pavements on national highway stretches. However,
consolidation of subgrade and/or subbase; these practices are also generally followed on other
substandard granular subbase (GSB) and/or wet highways across India. State highway agencies and
mix macadam (WMM); and stripping, rutting other agencies such as Border Roads Organization
and/or fatigue cracking of bituminous courses. (BRO) have their own practices in addition to those
Periodical renewal of bituminous wearing courses recommended by MORTH.
is required because bitumen being exposed to It has been observed that bituminous mixes/
sun and air gets oxidized with time and becomes applications used in the so-called Improving
1
Associate Director Emeritus, National Center for Asphalt Technology (NCAT), Auburn University, USA
(Currently Jaipur), E-mail: [email protected]
2
Professor of Civil Engineering, Indian Institute of Technology Madras, Chennai, E-mail: [email protected]
Journal of the indian Roads Congress, April - June, 2017 3

Paper No. 662
Ride Quality Programme (IRQP) and Periodical (PR)” in September 2002 (1). Although these
Renewal (PR) do not generally produce guidelines are meant for national highways, other
durable bituminous pavements which result in organizations like state highway agencies, Border
unsatisfactory condition of roads especially Roads Organization, also use similar guidelines
during monsoons. This has resulted in general for other highways across India. Some agencies
dissatisfaction of the motoring public at large with also use other variations of bituminous mixes/
roads in rural and urban India. applications. So there is a significant proliferation
of practices used in the IRQP and PR of bituminous
2. CURRENT PRACTICES pavements across India.
As mentioned earlier in introduction, MORTH Table 1 gives MORTH guidelines for IRQP in
issued “Revised Guidelines for Selection of terms of various unbound and bound pavement
National Highway Stretches for Improving Ride courses/applications depending on the thickness of
Quality Programme (IRQP) and Periodic Renewals existing pavement.
Table 1 Various MORTH Options in Improving Ride Quality Programme (IRQP)
Existing Pavement Thickness Options

Less than 200 mm 225 mm WMM + 20 mm PMC with sand seal coat
Less than 200 mm 225 mm WMM + 20 mm MSS
Between 200 and 250 mm 150 mm WMM + 20 mm PMC with sand seal coat
Between 200 and 250 mm 150 mm WMM + 20 mm MSS
Between 250 and 300 mm 75 mm BUSG + 25 mm SDBC
Between 250 and 300 mm 75 mm BUSG + 25 mm MSS
More than 300 mm 50 mm BM + 25 mm SDBC
More than 300 mm 75 mm BM + 25 mm SDBC
Primarily, six courses/applications are included Table 2 gives MORTH guidelines for PR in terms
in Table 1: Wet Mix Macadam (WMM), of bituminous courses/applications depending on
Bituminous Macadam (BM), Semi Dense daily number of commercial vehicles. Primarily,
Bituminous Concrete (SDBC), Built Up Spray the following courses/applications are included
Grout (BUSG), Mixed Seal Surfacing (MSS), and in this table: Semi Dense Bituminous Concrete
Premix Carpet (PMC). These courses/applications (SDBC), Mixed Seal Surfacing (MSS), and Premix
have been reviewed in the next section of this Carpet (PMC). These are also reviewed in the next
paper. section.
Table 2 MORTH Guidelines for Periodical Renewal (PR)
Number of Commercial Vehicles per Day Option

Less than 1500 20 mm PMC with sand seal coat
Less than 1500 20 mm MSS
More than 1500 25 mm SDBC
More than 1500 25 mm BC*
* Only if existing surface is also BC.
3. REVIEW OF BITUMINOUS MIXES/ The following have been reviewed: Bituminous
APPLICATIONS FOR IRQP AND PR Macadam (BM), Semi Dense Bituminous Concrete
This section gives a critical review of all (SDBC), Dense Bituminous Macadam (DBM),
bituminous mixes/applications currently used and Bituminous Concrete (BC), Premix Carpet (PMC),
proposed to be used for IRQP and PR across India. Surface Dressing (SD), Mixed Seal Surfacing
4 Journal of the indian Roads Congress, April - June, 2017

Paper No. 662
(MSS), and Built Up Spray Grout (BUSG). and densely graded DBM used instead in all cases?
The fundamental suitability of these mixes/ To answer that question BM and DBM should
applications in flexible pavement has been be compared both from the engineering aspect
examined (2,3). (primary) and economical aspect (secondary). This
3.1 Bituminous Macadam (BM) has been done considering the following factors
(2).
Bituminous Macadam (BM) is an open graded,
permeable, and recipe type mix produced without Permeability: It has been acknowledged in many
any quality control on its volumetrics or strength IRC and MORTH publications that BM is a much
(stability). The primary problem with the BM mix is more open mix compared to the densely graded
that being very open graded, it is highly permeable DBM. The MORTH Manual for Construction and
and therefore will trap moisture or water. BM and Supervision of Bituminous Works (4) states on
SDBC were developed several years ago, when page 52, “Because of the open-graded aggregate
conventional hot mix plants were not common. At matrix, the voids content (in the BM) can be as
that time, hot mixing was done in small portable high as 20-25 percent.”
plants or concrete mixers in which much fine Fig. 3 shows the open texture of compacted BM
aggregate could not be used due to limitations of Grading 1. When these specimens were placed
the available heating and mixing equipment. Now, under a water tap, the water readily passed through
good hot mix plants are normally available almost them indicating very high permeability.
all across India.
Figs. 1 and 2 show cross-sections where BM has
been used as a base, binder or Profile Corrective
Course (PCC) with no outlet for water thus creating
a “bath tub” situation within the pavement.
Fig. 3 Open Surface Texture of

Compacted BM Grading 1
Fig. 1 Flexible Pavement with BM as a So there cannot be any argument about the fact that
Base Course or PCC the BM is a highly permeable mix compared to the
dense graded DBM. It has been said, three things
are important in highway construction – drainage,
drainage, and drainage. No permeable asphalt layer
is desirable within the pavement structure (unless
it is specifically for drainage with proper outlets)
whether it is a PCC, base course, binder course
or whatever. If this fundamental requirement is
disregarded, the potential for premature pavement
distress is increased. A permeable layer always
attracts and traps water, moisture or moisture
Fig. 2 Flexible Pavement with BM as a vapour. Water can come from the top, from the
Base/Binder Course sides, or from the unbound courses underneath
The fundamental question thus boils down to BM (5,6). This leads to stripping of bitumen in the
versus DBM. Should open graded BM be deleted permeable layer as well as in the adjacent layers

Paper No. 662
overlying or underlying it due to traffic action Rs. 4,796 per cu m. That is a saving of Rs. 558
thereby resulting in premature failure of the road per cu m or about 10 percent, when DBM is used
(Fig. 4). in lieu of BM. That is a lot of savings on a road
project. The preceding cost analyses have clearly
established that DBM is much cheaper than the
BM on equivalency cost basis. This fact should not
be ignored by pavement designers.
Traffic Conditions: According to some highway
engineers, BM is intended for low-traffic roads
only, although it is being used indiscriminately on
national highways and state highways. However,
the fact remains that any layer, which traps water,
should not be used whether it is a low-volume
Fig. 4 Premature Failure of a Road in Eastern India or high-volume road. The concept of perpetual
due to Presence of Water in the BM pavement or long lasting pavements is relevant
even for less traffic roads.
Structural Strength: Many highway agencies
across the world give structural value to a BM type Even the Central Road Research Institute
mix (used for drainage with proper outlets) of 50% (CRRI) has stated in 2008 the following in their
of dense graded DBM type mix. IRC Publications investigational report (7) on premature failure of
37 and 81 on flexible pavement design state that 7 NH-91 in Uttar Pradesh: “For ensuring long term
mm of DBM is equal to 10 mm of BM. In either pavement performance, focus now must shift to
case, the DBM is far superior to the BM in terms the use of dense graded bituminous mixes (such
of structural strength and fatigue life. as DBM and BC) rather than the open graded and
semi dense bituminous mixes (such as BM and
Use as a PCC: It has Been Surmised that BM is a
SDBC)…….Bituminous Macadam is a highly
good material for Profile Corrective Course (PCC)
permeable mix which is prone to rutting and water
because it resists reflection cracking. It does not
induced damage. Bituminous Macadam, though is
appear that this conclusion is based on any research.
widely used at present, but needs to be gradually
No other country is using a permeable, water-
replaced with DBM in the coming years, because
trapping type mix for PCC. Only dense graded
it is not cost effective in the long run and does not
mixes such as DBM or BC are used for transverse
perform better during the design life of a pavement
or longitudinal profile correction in other countries
subjected to heavy traffic. Similarly, the use of
(8) in courses called scratch courses, levelling
Semi-Dense Bituminous Concrete is also needed
courses or wedge courses, which are same as
to be discouraged as it suffers from "pessimism"
India’s PCC.
voids, which have potential to trap water resulting
Cost Considerations: The use of BM is quite often into damage due to moisture. It should be substituted
made on the premise that BM is cheaper than DBM by Bituminous Concrete as it is a better performing
and, therefore, it is suitable for use in developing mix and is also cost effective in the long run.”
country like India. That is simply not correct as
It is evident from the preceding discussion that BM
discussed below.
should not be used at all in flexible pavement.
Comparative cost analysis of BM and DBM has
been done based on the 2013 Basic Schedule of 3.2 Semi Dense Bituminous Concrete (SDBC)
Rates (BSR) of BM and DBM obtained from There is no engineering logic in using a “semi-
the Rajasthan PWD Circle in Jaipur. The cost of dense” mix when only dense, continuously graded
BM Grading 2 in place is Rs 5,354 per cu m and mixes are technically desirable. In most developed
the cost of DBM Grading 2 in place is Rs. 6,851 countries (8) either dense mixes (HMA) are
per cu m. Considering that 100 mm thick BM is provided or the open graded asphalt friction course
equal to 70 mm thick DBM as per IRC guidelines, (OGFC) is provided as wearing course. Semi-dense
the actual cost of DBM in place comes out to be mixes which are neither dense graded nor open

Paper No. 662
graded, contain the so-called “pessimum” voids used at the present time because it is still in the
when constructed. Terrel and Shute (9) advanced IRC Specification. SDBC should not be used at all
the concept of “pessimum” voids for stripping. in flexible pavement.
Pessimum represents opposite of optimum. The
objective is to stay out of the “pessimum” void
range. A “semi-dense” mix, which has a potential
for having “pessimum” voids in it, is likely to trap
moisture/water and cause stripping. As mentioned
earlier, this also has been acknowledged by the
CRRI while investigating NH-91 in Uttar Pradesh
(7).
Unfortunately, the use of SDBC has been
advertently promoted to some extent because only
SDBC Grading 2 has been specified by MORTH
Fig. 5 Shallow Potholes (Scaling) on SDBC on
for a thin layer of 25 mm. However, the fact Highway in South India
remains that thin 25 mm mat cools rapidly after
lay down and it is not possible to compact it to 3.3 Dense Bituminous Macadam (DBM)
the desired level. This results in high permeability At the present time the dense bituminous macadam
and reduced life. It should also be noted that BC is (DBM) is specified for use as a base course and/
only 10 percent more expensive than the SDBC as or binder course. Two gradations of the DBM
is evident from the following prices obtained from are specified in Section 505 of 2013 MORTH
the 2013 Schedule of Rates of Rajasthan PWD, specifications: Grading 1 has a NMAS (nominal
Jaipur Circle. maximum aggregate size) of 37.5 mm and Grading
Semi-Dense Bituminous Rs. 7,758 per cu m 2 has a NMAS of 25 mm.
Concrete (SDBC) Grading 2 Table 3 gives the existing MORTH composition
Bituminous Concrete (BC) Rs. 8,553 per cu m of DBM Gradings 1 and 2. The specified
Grading 2 percentage of fine aggregate is the same in both
gradings (28-42 percent), the main difference
Unfortunately across India the extremely undesirable
is just some large size aggregate particles
combination of BM and SDBC continues to be
(25-45 mm size) are contained in Grading 1. Use
used even in heavy rain areas like northeast India.
of large stone mix (NMAS of 37.5 mm or larger)
It is simply unacceptable. Rainwater permeates
has several disadvantages such as segregation
through the semi dense SDBC (or its cracks) and is (Fig. 6) and high permeability (2). These
stored in the underlying BM “bath tub”. The water disadvantages outweigh the “marginal” gain in
or moisture vapor from the BM can cause stripping stability, if any, over a 25 mm NMAS mix. Since
in the BM as well as in the overlying SDBC, Grading 1 is highly permeable, it has to be sealed
quite often also causing debonding (scaling) of or overlaid before rainy season otherwise water
the SDBC from the BM. This scaling results in will penetrate it and damage the underlying WMM
numerous “shallow potholes” on the road as shown course. Experienced Indian highway engineers
in Fig. 5. These shallow potholes are sometimes advise this but the solution is to simply ban the
repaired with premix carpet (PMC) mix which can problematic DBM Grading 1 altogether and use only
perpetuate the problem. the DBM Grading 2. On many national highways
Although MORTH has rightly deleted SDBC in its in India deteriorated DBM Grading 1 in the lower
revised 2013 Specification (10), no circular was lift of the total DBM, which was disintegrated due
issued for the information of highway engineers as to stripping, could not be retrieved intact by coring.
to why it was deleted. Unfortunately, it is being One case is shown in Fig. 7.

Paper No. 662
Fig. 7 Deteriorated DBM Grading 1 used in

Fig. 6 Segregation of DBM Grading 1 Lower DBM Lift Could Not Retrieved
(37.5 mm NMAS Mix) Resulting in Honeycombing Intact While Coring
Table 3 Existing Morth Gradations for Dense Bitumen Macadam (Dbm) (Ref. 10)
Grading 1 2
Nominal Aggregate Size 40 mm 25 mm
Lift Thickness 80-100 mm 50-75 mm
Sieve, mm Percent Passing
45 100
37.5 95-100 100
26.5 63-93 90-100
19 - 71-95
13.2 55-75 56-80
9.5 - -
4.75 38-54 38-54
2.36 28-42 28-42
1.18 - -
0.6 - -
0.3 7-21 7-21
0.15 - -
0.075 2-8 2-8
Bitumen Content, % Min. 4.0 Min. 4.5
Based on the preceding discussion, problematic As discussed earlier, DBM Grading 2 was selected
DBM Grading 1 should not be used in flexible as base course. Now, there is a need to select a
pavement. binder course and two wearing (surface) course.
BC Grading 1 with a NMAS of 19 mm is suitable
3.4 Bituminous Concrete (BC)
for a binder course because by definition it binds
Two gradings of the Bituminous Concrete (BC) the base course (NMAS of 25 mm) and the wearing
have been specified in Section 507 of the MORTH course (NMAS of 13 mm) with an intermediate
Specifications (2013). According to MORTH, BC (transition) NMAS of 19 mm. BC Grading 2
can be used for wearing and profile corrective with a NMAS of 13 mm is suitable for a wearing
courses. Grading 1 has a NMAS of 19 mm and course. Therefore, BC Grading 1 should be
Grading 2 has a NMAS of 13 mm. renamed as a binder course and used as such in the

Paper No. 662
pavement design in lieu of the upper lift of DBM. suitable for thin asphalt lifts and should be
This conforms to general practice in developed preferred over BC Grading 2. This BC gradation
countries. with a NMAS of 9.5 mm is being used
There is a need to add a new BC gradation with successfully across the US even on interstate
a NMAS of 9.5 mm, which can be used for light (national) highways. Such a gradation was
to medium traffic, and in urban areas to provide proposed in the IRC paper by Kandhal, Sinha and
smooth and highly impermeable and durable Veeraragavan (2). All three BC gradations are
bituminous road surface. BC Grading 3 is also shown in Table 4.
Table 4 Aggregate Grading for Bituminous Concrete (Bc) Gradings 1, 2 And 3
Specification Bc Grading Number*

Grading 1 2 3
Nominal maximum 19 mm 13.2 mm 9.5 mm
aggregate size
Layer thickness 50 mm 25/40 mm 25/40 mm
IS Sieve size (mm) Percent passing by weight
26.5 100
19 90-100 100
13.2 59-79 90-100 100
9.5 52-72 70-88 90-100
4.75 35-55 53-71 55-75
2.36 28-44 42-58 40-55
1.18 20-34 34-48 29-44
0.6 15-27 26-38 21-33
0.3 10-20 18-28 14-25
0.15 5-13 12-20 7-15
0.075 2-8 4-10 4-7
Bitumen content (min.) 5.2% 5.4% 5.7%
Note: BC Grading 1 should be used as binder course; BC Gradings 2 and 3 should be used for wearing courses.
Proposed BC Grading 3 should be preferred over BC Grading 2 for thin asphalt lifts and city streets.
3.5 Premix Carpet (PMC) tin cans. Spreading the surface aggregate (chips)
Before the premix carpet (PMC) is discussed, a by hand was an art learnt through practice, usually
little history is in order. When the first author was by swirling the basket containing aggregate.
serving as highway engineer in the Rajasthan PWD As is usual with surface dressing, chips were
during early 1960s, it was very common to use dislocated and became loose if the treated road
bituminous surface dressing (SD) or chip sealing was opened too soon to traffic or slow speeds were
on most types of roads. Surface dressing was very not maintained just after construction. The finished
effective in water-proofing the WBM roads because road surface was not black and therefore not too
of heavy bitumen application rate followed by chip
appealing to the public.
application. Surface dressing was scheduled once
in 3 or 4 years on all roads. Very potholes dotted the Too overcome these perceived “problems”, the
roads at that time. Traffic volumes were generally Premix Carpet (PMC) was introduced with the
less during that time period. Road construction was IRC publishing its specification for the first time
largely manual and hardly mechanized. Bitumen in 1962. As mentioned earlier, road construction
for surface dressing was applied with perforated was still manual. Single size chips (nominal size

Paper No. 662
12 mm) were either broken by labourers by hand The undesirable water-trapping characteristic of
or obtained from stone crusher plants (if available the PMC, which causes potholes due to increased
nearby). Hot bitumen was applied as tack coat hydraulic pressure under traffic, is discussed
through perforated tin cans. The mix containing below.
almost single size aggregate (11.2 mm to 13.2 mm)
To keep things in perspective, let’s compare
could easily be coated with about 3-3.5% bitumen
PMC with Open Graded Asphalt Friction Course
either by hand on flat pans placed over wooden
(OGFC), which is used in developed countries
log fire; or small drums rotated by hand; or small
primarily for road safety. Although OGFC is not
portable mixing plants. Under such circumstances
used in India, experience with OGFC is applicable
graded aggregate could not be used.
to PMC used in India in certain aspects. Both are
The mix was taken in hand carts and spread over highly water permeable (porous) mixes and are
tack coated road surface using hand rakes. After placed 20 mm thick. The OGFC is placed on dense
rolling the road surface appeared “shining” black, bituminous concrete (similar to BC Grading 2) to
no loose stone and impressive to public unlike provide a skid resistant wearing surface during
surface dressing. It was realized that the PMC was
rainfall or when the pavement is wet. The rainwater
highly permeable to rainwater due to single size
penetrates the open surface of the OGFC; goes to
aggregate being used in the mix. Therefore, the use
its bottom; then flows within 20 mm thick OGFC
of sand seal coat was warranted to seal the surface
towards the shoulders; and then exits from the
of the open graded mix. Sand was mixed with
exposed edge of the OGFC onto shoulders. Since
about 7% bitumen, applied on the open surface,
there is no rainwater on the surface of OGFC there
and rolled.
is no hydroplaning or skidding of motor vehicles
With the advent of the PMC, surface dressing on its surface. OGFC is highly permeable to water
started to die across India and is almost non- since it has over 18% air voids (12). The OGFC is
existent in many states such as Rajasthan. This durable despite high air voids because it has about
is ironical that surface dressing is still being 6% polymer modified bitumen content, which
used extensively and successfully on low to
provides thick bitumen film around the aggregate
medium-trafficked roads in developed countries
particles.
such as US, Australia, New Zealand and South
Africa. Some Indian engineers argue that surface The premix carpet (PMC) on the other hand is
dressing is successful in those countries because substantially more open graded and more porous
the construction (bitumen application and (permeable to water) than the OGFC because
chip spreading) is mechanized there. It is not the former uses very coarse aggregate (nominal
understood as to what is preventing the Indian size of 11.2 to 13.2 mm). Its air void content is
engineers in this day and age to require/mandate estimated to be over 25 percent. Although a sand
bitumen distributors (already available for tack seal coat is provided on the surface of the PMC,
coat work) and mechanized chip spreaders (being it is not completely effective in making the PMC
manufactured in Gujarat) (11). waterproof at the surface. Even if there is a small
The PMC has probably served India well for over patch where the PMC has lost its sand seal, the
50 years especially during the time mechanization surface water on the road can penetrate it at that
was almost not there. However, due to significant spot, flow side wards like in OGFC, and flood
increase in vehicular traffic and PMC’s inherent the entire PMC below the sand seal (Fig. 8). The
water-trapping characteristics its service life has hydraulic pressure induced by traffic in the water
decreased significantly in recent years. Time has trapped within the PMC below the seal coat is
come now to think out of the box and consider likely to cause stripping within the PMC and the
surface dressing in lieu of PMC for low to medium- underlying bituminous course. If the underlying
trafficked roads because it is highly economical course is WMM or WBM, it would get saturated
(as discussed later) as well as highly effective in and lose its strength especially if it contains some
water-proofing the road pavement. plastic material.

Paper No. 662
of 12.5 mm and timer is started. Time taken by

the water to penetrate and disappear from the
road surface is measured in seconds as measure of
relative water permeability.
Fig. 8 Surface Water Entering the Premix Carpet

(PMC) Through an Unsealed Area Saturating it
under the Seal as well, Causing
Stripping within PMC and the Underlying
Bituminous Course when Subjected to Traffic Loads.
Intrusion of water from the unsealed areas of PMC
Fig. 10 Free Water Oozing out of the OGFC
is analogous to porous 20 mm OGFC (PMC in Sandwiched between Two BC Courses.
our case) overlaid by dense BC which has cracks. It was Observed when a Section of the
Surface water can penetrate the OGFC through Road was Cut by Cold Milling
cracks and flood the entire OGFC (Fig. 9). The The first test (Fig. 11) was made on PMC without
first author has observed this phenomenon while any seal coat. It was not even possible to fill the
conducting forensic investigation in Australia ring with water because it was penetrating the
(Fig. 10). It was hard to believe the sight of water PMC as fast as it was poured. On filling rapidly,
oozing out of the OGFC although it had not rained water penetrated fully in about 5 seconds. The
for weeks. That is why; OGFC is always milled off second test (Fig. 12) was made on PMC with
before placing a dense bituminous surfacing. moderate amount of sand seal coat. The measured
field permeability was 105 seconds. The third test
(Fig. 13) was made on PMC with adequate amount
of sand seal coat. The measured field permeability
was 545 seconds. It is not uncommon to see non-
uniform application of sand seal coat on PMC
because it is usually spread manually (Fig. 14).
It is a matter of great concern. During a similar
test on BC wearing course, water remained at 12.5
mm level for hours and therefore the field water
permeability was almost zero (Fig. 15).
Fig. 9 Premix Carpet (or OGFC) Sandwiched
between Two BC Courses can be Saturated
with Surface Water Entering Through the Cracks
in the Top BC Course, Causing Stripping
in the PMC and Adjacent BC Courses
The surface water permeability of an in-service
PMC was determined recently with a grease
ring method. Although it is simple, crude,
falling head water permeability test, it does give
some relative permeability values. A ring about
225 mm in diameter and about 25 mm high is
made on the road surface to be tested using heavy
grease. Putty can also be used in lieu of heavy Fig. 11 Field Permeability of PMC without
grease. The ring is filled with water up to a depth any Sand Seal Coat

Paper No. 662
testing. Unlike BC, test data has indicated a very

wide range of water permeability from very high
permeability (60 seconds) to almost none. As
mentioned earlier, it appears to be a function of
variability in sand seal coat application in terms of
its quality, its quantity and its mode of application.
Practically, it is not possible to apply consistent
and adequate amount of sand seal coat throughout
a PMC project.
Fig. 12 Field Permeability of PMC with

Moderate Sand Seal Coat
Fig. 15 Field Permeability of BC Grading 2
Fig. 13 Field Permeability of PMC with Adequate

Sand Seal Coat
Fig. 16 Steel Ring Used for Field Permeability Test

It is quite evident from the preceding field
experiments that generally the PMC with sand seal
coat would easily take in and trap water during
rains in many cases. Once the PMC is saturated
Fig. 14 PMC Surface with Non-uniform Application
with water, the hydraulic pressure resulting from
of Sand Seal Coat
traffic above can loosen up the sand seal in other
More field permeability test data have been areas of the PMC. This phenomenon has been
obtained by students at Rasta, Bangalore; IIT observed on Jaipur streets (Fig. 17). As already
Guwahati; MNIT, Jaipur; and Kautilya College of mentioned, the hydraulic pressure also causes
Engineering, Jaipur. A steel ring (Fig. 16) rather stripping in the PMC as well as in the underlying
than grease or putty ring was used to expedite bituminous courses. That is why; PMC deteriorates

Paper No. 662
rather rapidly during monsoons especially in PMGSY engineers revealed its average life to be
towns and cities where streets usually get flooded. 2 years without significant distress such as
The average life of PMC in Jaipur is about 1-2 ravelling and potholes. This is not acceptable. If
years. Its bitumen content is about 3.5 percent. the PMC is a panacea for low to medium trafficked
roads in India, why this technology cannot be
used in developed countries in this global world?.
However, that would require fundamental,
sound engineering justification which is almost
nonexistent and hard to come by in case of the
PMC.
Therefore, time has come now to ban the PMC
altogether because its continued use cannot be
justified technically as well as economically
anywhere; be it city streets, low volume roads (such
as PMGSY), or medium to high volume roads.
Fig. 17 Failure of Premix Carpet (PMC) during the

So what are the alternatives for PMC in India? The
First Monsoon within Jaipur City discussion follows.
Obviously, there are cases where PMC with good, For low to medium-trafficked roads where PMC
uniform sand seal coat and/or very dry climate has is used right now, use single or double surface
endured well. However, fundamentally the question treatment. If ‘black” road surface is desirable for
is why to place a highly porous bituminous mix surface dressing to “impress” motoring public as
like PMC in the first place and then try to seal it. well as minimize chip loss, precoated chips can be
There is no available data as to what depth, if any; used. It should be noted all these alternatives are
the estimated 6 mm thick sand seal coat really much cheaper than the PMC as shown in Table 5.
penetrates the 20 mm thick PMC when rolled. Note that the cost of single coat surface dressing is
There are numerous other questions related to only 1/3 of the cost of PMC. It is not understood
PMC which need to be answered: total air voids in as to why it cannot be used on low volume roads
PMC; absolute volume of sand seal coat; unfilled such as PMGSY; that would save India thousands
voids in PMC; depth of sand seal penetration in of crores of rupees every year. Just imagine
PMC; etc. etc. It is surprising to note as to why no how many thousands of additional kilometres of
such research was conducted in India for the last PMGSY roads can be built with the savings. Even
60 years to answer these legitimate questions. On if double surface dressing with precoated chips is
the other hand, hundreds of research papers have used, its cost is only three-fourth (3/4) of the cost
been published across the world in case of surface of PMC.
dressing in terms of its rational design, construction Pandey and his associates have made the following
and performance. How come hardly any research observation recently, “While a wearing course of
has been conducted in India where PMC is surface dressing has been known for its durability
used, especially on its structure, volumetrics, all over the world on low volume roads, the wearing
performance and durability? It appears there is course of premix carpet and seal coat is very
conventional wisdom only that PMC does work common in India though frequent pothole repair
and is “good” for India and therefore there is no and patching well within five years of construction
need for any research on it. are not uncommon. The thick film of bitumen in
No published data on average life of PMC in the surface dressing oxidises slowly and retains
India could be found in the literature either. Some flexibility for a longer period.” (13).

Paper No. 662
Table 5 Comparison of Costs for PMC and Recommended Alternates (Base Year 2013)
No. Option Cost per sq m Cost per km

in Rupees lane in Rupees
1 20 mm PMC with sand seal coat 210 7.88 lacs
2 25 mm BC Grading 2 205 7.69 lacs
3 Surface dressing, single application with VG-10, nominal 70 2.62 lacs
chip size 13.2 mm, mechanical means
4 Surface dressing, single application with VG-10, nominal 79 2.96 lacs
chip size 13.2 mm, mechanical means with precoated chips
5 Surface dressing, double application with VG-10, chip size 140 5.24 lacs
13.2 mm, mechanical means
6 Surface dressing, double application with VG-10, chip size 149 5.58 lacs
13.2 mm, mechanical means with precoated chips
Notes: All options except surface dressing include one tack coat. Precoated chips coated with 1% VG-10 costs
Rupees 1,107 per cu m. In case of double surface dressing, only top application used precoated chips.
Lane width = 3.75 m
Section 7.3.3 on Type of Bituminous Surfacing of 1. Excellent sealing of road surface, which does
IRC:SP:72-2007, “Design of Flexible Pavements not allow ingress of rainwater into the lower
for Low Volume Rural Roads” (14) states the layers thus resulting in a durable pavement.
following. “For the low volume rural roads, when 2. Minimizes oxidation of bitumen because it
a bituminous surfacing needs to be provided, two exists in thick film and stone chips provide
alternatives viz, Surface Dressing and 20 mm protection from sun rays.
Premix Carpet are generally available. The recently 3. Higher resistance to skidding which reduces
revised and vastly improved IRC Specifications accident hazards.
for Surface Dressing (15) adopt the concept of
4. Retards reflection cracking because of flex-
Average Least Dimension (ALD) of stone chips
ible behaviour.
and take into account, the factors of traffic, climate
5. Environmental friendly because chips need
and type of chipping. A standardised chart is used
for the determination of design binder content not be heated.
and chipping application rate. The adoption of the Obviously, the highway agencies have to mandate
revised IRC specifications makes Surface Dressing the use of mechanized bitumen distributor and chip
both suitable and economical for low traffic volume spreader, which are already available in India, to
conditions, as borne out by its popularity in several ensure the functional success of surface dressing.
countries abroad.” For medium to heavy-trafficked roads and city
Therefore, now is the time to take this matter roads, use BC Grading 2 in lieu of the PMC.
seriously especially when the explanation that Although it is permissible to lay BC Grading 2
surface dressing is not completely mechanized is in 25-40 mm depth according to IRC:111-2009
no longer valid. The service life of surface dressing (16), it is preferable to use 40 mm depth to ensure
is not considered less than the service life of the adequate compaction during construction (thin
PMC. So there is no excuse now when most of lifts cool rapidly). It is ironical that the cost of
the world is using surface dressing with success 25 mm BC Grading 2 is lower than the cost of
and IRC has a very good standard specification for PMC (Table 5).
surface dressing. Although the initial cost of 40 mm BC Grading 2
Besides significantly lower construction cost, is about 50% more than the cost of 20 mm PMC,
surface dressing offers the following functional BC Grading 2 is actually 24.1% cheaper than the
advantages compared to PMC (11): PMC based on Life Cycle Cost Analysis (LCCA)

Paper No. 662
given in Annexure. This is a very conservative US interstate (national) highways with satisfactory
analysis in that the remaining service life, salvage performance.
value, maintenance expenses, and user operating Therefore, there is no need for MSS; rather it
costs were not even considered, which all favour should be deleted from the Indian specifications
BC. Therefore, savings will be much more than and replaced with a more densely graded, more
24.1 percent. More importantly, BC Grading 2 durable BC Grading 3.
provides significant structural strength to the road
pavement for future traffic growth whereas PMC 3.6 Built-up Spray Grout (BUSG)
has almost zero structural strength to offer. Built-up Spray Grout (BUSG) has been
recommended as a base course for flexible
Mixed Seal Surfacing (MSS) The Indian Roads
pavements. It is not a bituminous mix; rather a
Congress adopted the Mixed Seal Surfacing
two-layer composite construction of compacted,
(MSS) specification IRC:SP:78-2008 (17)
almost singe sized crushed aggregates with
probably as an alternate to the PMC; both are
application of hot bitumen after each layer. Single
applied in 20 mm thickness. Since hot mix asphalt
sized key aggregate is then applied at the top.
plants are now widely available across India, it
Obviously, this type of bituminous construction
was considered practical and easy to adopt a hot is highly permeable because the sprayed bitumen
mix which would encompass or incorporate both does not fill the voids in the coarse aggregate
the PMC and the sand seal in one mix rather than adequately. Therefore, this type of construction is
two different applications. This would also reduce considered water trapping. This has been proven
cost of construction. As shown in Table 6, two from the fact that potholes repaired with BUSG
gradations are specified for MSS: one is “closed” technique quite often reappear in a year or two.
gradation (Type A with NMAS of 9.5 mm) and the
other is “open” gradation (Type B with NMAS of Therefore, BUSG should not be used at all in India.
9.5 mm or 12.5 mm). Since the “closed” graded Although BUSG has been rightly deleted from
mix has NMAS of 9.5 mm it can be placed in recently revised 2013 MORTH Specification (10),
20 mm thick course similar to PMC. Both are no circular has been issued by MORTH as to why
recipe type mixes with no mix design requirements it was deleted and whether or not it should be used
by highway agencies.
such as Marshall required for BC.
Table 6 Aggregate Gradings for Mix Seal Surfacing 4. RECOMMENDATIONS FOR
IMPROVING RIDE QUALITY
IS Sieve Size, mm Type A Type B PROGRAMME (IRQP)
% Passing % Passing Improving Ride Quality Programme (IRQP) is
by Weight by Weight practiced across India for the implied purpose.
13.2 --- 100 As mentioned earlier, MORTH issued revised
11.2 100 88-100 guidelines for IRQP for national highway stretches
in September 2002 (1). The guidelines are also
5.6 52-88 31-52
used by the state highway agencies for roads other
2.8 14-38 5-25 than national highways with all kinds of variations
0.090 0-5 0-5 as noted from NITs published in newspapers.
Both MSS mixes are not really dense graded Table 7 gives various options for IRQP along
mixes similar to BC Grading 2. The question is: with costs based on 2013 Rajasthan PWD Basic
Schedule of Rates (BSR). The first seven options
why not adopt well designed dense graded BC
are listed in the MORTH circular of September
Grading 3 with NMAS of 9.5 mm proposed earlier
2002. Options 8 and 9 have been used by some
under BC to achieve the same purpose? Gradations
states. Option 10 has been proposed in this paper
of BC Grading 2 and proposed BC Grading 3 are
in lieu of Options 1 through 9 as discussed later.
included in Table 4 for comparison. That would
ensure an almost impermeable and durable Based on the preceding detailed technical
mix, also designed with the Marshall Method. discussion, BM, SDBC, PMC, MSS and BUSG
Grading 3 is even used as a wearing course on should be deleted from the Indian Specifications

Paper No. 662
(both MORTH and IRC) and therefore should be of bituminous course because that would mean
excluded from Table 7. Use of WMM (see options abandoning its structural contribution (in terms
1, 2, 3, and 4 in Table 7) is not advised if IRQP of tensile strength) to the rehabilitated pavement
is being conducted on an existing road consisting system.
Table 7 Comparison of Costs for Various Options in Improving Ride Quality Programme (IRQP)
No. Option Cost per sq m in Cost per km-lane

Rupees in Rupees
1 225 mm WMM + 20 mm PMC with sand seal coat 541.34 20.30 lacs
2 225 mm WMM + 20 mm MSS 511.34 19.18 lacs
3 150 mm WMM + 20 mm PMC with sand seal coat 446.22 16.73 lacs
4 150 mm WMM + 20 mm MSS 416.22 15.61 lacs
5 75 mm BUSG + 25 mm SDBC 461.00 17.29 lacs
6 50 mm BM + 25 mm SDBC 521.50 19.56 lacs
7 75 mm BM + 25 mm SDBC 684.25 25.66 lacs
8 50 mm BM + 20 mm MSS 518.50 19.44 lacs
9 50 mm BM + 20 mm PMC with sand seal coat 561.50 21.06 lacs
10 60 mm BC Grading 2 in two applications: 20 mm 525.20 19.70 lacs
(average) Scratch or leveling course + 40 mm wearing
course
Notes: All options except BUSG include two tack coats. Lane width = 3.75 m
Therefore, Option 10 consisting of 60 mm BC MORTH Circular also recommends use of
Grading 2 in two applications: 20 mm (average) CRMB or PMB in bituminous mixes used
scratch or leveling course applied with a paver to for IRQP. Whereas PMB with elastomers is
fill depressions followed by 40 mm uniform thick acceptable and should be used in courses within
wearing course in recommended. In developed 100-150 mm from the road surface; CRMB
countries, dense graded wearing course mix is used should not be used because of its inadequate
for leveling for practical purposes and also for ease specifications and lack of quality control in the
in feathering of mat thickness. It also provides a field (18, 19).
dense wearing course. Both leveling and wearing 5. RECOMMENDATIONS FOR
courses provide highest structural strength to the PERIDICAL RENEWAL (PR)
pavement compared to the first nine options. Periodical Renewal (PR) is also practiced across
Cost of Option 10 is very comparable to the other India for the implied purpose. MORTH also issued
9 options listed in Table 7 even without revised guidelines for PR for national highway
considering life-cycle costs. More importantly, stretches in September 2002 (1). The guidelines
Option 10 is also considered most durable and are also used by the state highway agencies for
would therefore revolutionize the conditions of roads other than national highways with all kinds
roads across India. There are hardly any logical of odd variations as noted from NITs published
technical and economical reasons to use Options in newspapers. Options 1, 2, 3, and 4 in Table 8
1 through 9 in lieu of Option 10. If so warranted are listed in the MORTH guidelines circular along
for the ride quality and/or pavement design, the with costs based on 2013 Rajasthan PWD Basic
thickness of BC Grading 2 scratch or leveling Schedule of Rates (BSR).
course can be increased from 20 mm to 30 mm in Based on the preceding detailed technical
Option 10. discussion, problematic SDBC, PMC, and MSS

Paper No. 662
should be deleted from the Indian Specifications For medium to heavy trafficked roads, BC Grading
(MORTH and IRC) and therefore should not be 2 listed as Option 9 should be used. Although the
used for PR as well. cost of 25 mm BC Grading 2 (NMAS of 12.5 mm) is
comparable to problematic SDBC, PMC and MSS,
As mentioned earlier, single or double surface
it would be better to use BC Grading 3 (NMAS
dressing with or without precoated chips (Options
of 9.5 mm) to facilitate thin lift paving. However,
5, 6, 7, and 8 in Table 8) should be used for low thin lifts do cool rapidly and it is difficult to obtain
to medium trafficked roads. Surface dressing adequate compaction. Therefore, use of 40 mm BC
would really waterproof the pavement structure Grading 2 should also be considered in terms of
compared to PMC and MSS. It is unbelievable constructability, structural strength, longevity, and
to note that the cost of PMC is about three lower life cycle costs. Budget constraints are used
times the cost of singe surface dressing. Even as excuse quite often to justify use of undesirable
double surface dressing with precoated chips is bituminous mixes/applications.
much cheaper than the PMC. It should be noted MORTH Circular also recommends use of CRMB
that surface dressing is used world wide with or PMB in bituminous mixes used for PR. Whereas
high degree of success. PMC is used only in PMB with elastomers is acceptable and should
India despite its high costs and unacceptable be used; CRMB should not be used as explained
durability. earlier.
Table 8 Comparison of Various Options for Bituminous Periodical Renewal (PR) with Costs
No. Option Cost per sq m in Cost per km lane

Rupees in Rupees
1 20 mm PMC with sand seal coat 210 7.88 lacs
2 20 mm MSS 180 6.75 lacs
3 25 mm SDBC 183 6.86 lacs
5 Surface dressing, single application with VG-10, 70 2.62 lacs
nominal chip size 13.2 mm, mechanical means
6 Surface dressing, single application with VG-10, 79 2.96 lacs
nominal chip size 13.2 mm, mechanical means with
precoated chips
7 Surface dressing, double application with VG-10, chip 140 5.24 lacs
size 13.2 mm, mechanical means
8 Surface dressing, double application with VG-10, chip 149 5.58 lacs
size 13.2 mm, mechanical means with precoated chips
Notes: All options except surface dressing include one tack coat. Precoated chips coated with 1% VG-10 costs
Rupees 1,107 per cu m. In case of double surface dressing, only top application used precoated chips.
Lane width = 3.75 m
6. MAIN CONCLUSIONS AND trapping) problematic mixes. Examples:

RECOMMENDATIONS Bituminous Macadam (BM) Gradings 1 and
Of some ten types of bituminous paving mixes 2; Semi Dense Bituminous Concrete (SDBC)
used in India, seven are open graded (water- Gradings 1 and 2; Dense Bituminous Macadam

Paper No. 662
(DBM) Grading 1; Premix Carpet (PMC); and dressing with or without precoated chips should be
Mixed Seal Surfacing (MSS). The Built-Up Spray used for low to medium trafficked roads. Surface
Grout (BUSG) is no different. Their use is simply dressing would really waterproof the pavement
unacceptable and results in poor performing roads structure compared to PMC and MSS. The cost of
in India. No technical paper(s) could be found PMC is about three times the cost of single surface
in the literature justifying the use of these seven dressing. Even double surface dressing with
mixes on technical grounds. The remaining three precoated chips is much cheaper than the PMC. It
are dense graded (and therefore desirable) mixes. should be noted that surface dressing is used world
These are: Dense Bituminous Macadam (DBM) wide with high success. PMC is used only in India
Grading 2; Bituminous Concrete (BC) Grading 1; despite lack of research on it, its high costs, its
and Bituminous Concrete (BC) Grading 2. generally high permeability, and its unacceptable
Therefore, these seven bituminous mixes should durability.
be deleted from the Indian specifications (both For medium to heavy trafficked roads and city
MORTH and IRC) and their use in new flexible streets, BC Grading 2 should be used. Proposed BC
pavement construction, in Improving Ride Quality Grading 3 (NMAS of 9.5 mm) can be considered
Programme (IRQP), and in Periodical Renewal for thin lift paving. However, thin lifts do cool
(PR) programme should not be permitted. rapidly and it is difficult to obtain adequate
Detailed guidelines have been given in this paper compaction. Therefore, use of 40 mm BC
for selection of acceptable bituminous mixes/ Grading 2 should also be considered in terms of
applications based on durability and economics in constructability, structural strength, longevity, and
case of IRQP and PR. They are given briefly as lower life cycle costs.
follows: The preceding recommendations have the potential
Improving Ride Quality Programme (IRQP). to obtain more durable flexible pavements in rural
Do not use PMC, MSS and SDBC as listed in and urban India regardless of traffic intensity.
MORTH Guidelines Circular dated 26 September
7. ACKNOWLEDGMENTS
2002. Do not use WMM if the existing road
consists of bituminous course(s). Use 60 mm BC Valuable comments/suggestions given by
Grading 2 in two applications: 20 mm (average) Dr. Mittar Dhir, former Director of Central Road
scratch or leveling course (with a paver) followed Research Institute (CRRI), R.S. Shukla, former
by a 40 mm wearing course. The thickness of the Head, Flexible Pavement Division of CRRI; Prof.
scratch or leveling course can be increased from A.N. Arora, Kautilya College of Engineering,
20 mm to 30 mm if so required. Of all the options Jaipur; Kirori Mal Modi, Paving Contractor; and
given in MORTH guidelines circular this is not Sanjay Garg, MORTH are acknowledged.
only economical but would also result in a highly REFERENCES
strong, durable, and smooth road pavement. In 1. MORTH. Revised Guidelines for Selection
other words, MORTH circular dated 26 September of National Highway Stretches for Improving
Ride Quality Programme (IRQP) and Periodic
2002 should be withdrawn and revised as
Renewals (PR). Circular No. RW/NH-33044
recommended. /10/2000-S&R dated 26 September 2002.
Periodical Renewal. Do not use PMC, MSS and 2. Kandhal, P.S., V.K. Sinha and A. Veeraragavan.
A Critical Review of Bituminous Mixes Used
SDBC as listed in MORTH Guidelines Circular
in India. Journal of the Indian Roads Congress,
dated 26 September 2002. Single or double surface Volume 69-2, July-September 2008.

Paper No. 662
3. Kandhal, P.S., A. Veeraragavan, and R.K. Jain. 11. Government of Gujarat. Roads and
Guidelines for Long Lasting Bituminous Buildings Department. Surface Dressing: An
Pavements. Journal of the Indian Roads Congress, Effective But Inexpensive Maintenance Tech-
Volume 71-3, 2010. nique. Accessed at: http://www.scribd.com/
doc/94645292/12-Final-Surface-Dressing-Raw-
4. Ministry of Road Transport & Highways.
al-Gujarat on 23 June 2014.
Manual for Construction and Supervision of
Flexible Pavement Works. Indian Roads 12. Kandhal, P.S. Design, Construction, and
Congress, New Delhi, November 2001. Maintenance of Open-Graded Asphalt
Friction Courses. National Asphalt
5. Kandhal, P.S. Moisture Susceptibility of
Pavement Association Information Series 115,
HMA Mixes: Identification of Problem and
May 2002.
Recommended Solutions. National Asphalt
Pavement Association, Quality Improvement 13. Saboo, N., M.A. Reddy and B.B. Pandey. Durable
Publication (QIP) No. 119, December 1992. Wearing Course for Bituminous Pavements.
Indian Roads Congress, Indian Highways, May
6. Kandhal, P.S., C.W. Lubold, and F.L. Roberts.
2014.
Water Damage to Asphalt Overlays: Case
Histories. Proceedings, Association of Asphalt 14. Indian Roads Congress. Guidelines for the Design
Paving Technologists, Vol. 58, l989. of Flexible Pavements for Low Volume Rural
Roads. IRC:SP:72-2007.
7. Central Road Research Institute. Investigation
of NH-91 in Uttar Pradesh. Indian Roads 15. Indian Roads Congress. Standard Specifications
Congress, Report on Road Research in India, and Code of Practice for Design and Construction
2008. of Surface Dressing. IRC: 110 -2005.
8. Roberts, F.L., P.S. Kandhal, E.R. Brown, D.Y. 16. Indian Roads Congress. Specifications for Dense
Lee, and T.W. Kennedy. Hot Mix Asphalt Graded Bituminous Mixes. IRC:111-2009.
Materials, Mixture Design and Construction. 17. Indian Roads Congress. Specifications for Mixed
NCAT Textbook, NAPA Education Foundation, Seal Surfacing (MSS). IRC:SP:78-2008.
Lanham, Maryland, Second Edition, 1996.
18. Kandhal, P. S. Quality Control Requirements for
9. Terrel, R. L. and J. W. Shute. Summary Report on Using Crumb Rubber Modified Bitumen (CRMB).
Water Sensitivity. SHRP Report SHRP-A/IR-89- Journal of the Indian Roads Congress, Volume
003, November 1989. 67-1, April-June 2006.
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Paper No. 662
ANNEXURE
Life cycle cost analysis (LCCA) of Premix Carpet (PMC) and Bituminous Concrete (BC) Grading
2 Analysis period = 6 years Assumptions:
● Average life of 20 mm PMC with sand seal coat = 3 years (real 2 years)
● Average life of 40 mm BC Grading 2 = 6 years (real 7-8 years)
[This means 20 mm PMC will be required for rehabilitation of the pavement after 3 years.]
● Cost of 20 mm PMC per km lane = 7.88 lacs
● Cost of 40 mm BC Grading 2 per km lane = 12.00 lacs
● Real discount rate = 4%
● Net present value (NPV) = Initial cost + Rehab cost (1/(1+r)n)
● Salvage value considered equal after the 6 years analysis period (although BC would have a
significantly higher structural strength whereas PMC strength is almost zero)
● Remaining service life after analysis period of 6 years considered equal (although BC would
have more service life because it is dense graded)
● No maintenance activity considered during 6 years period (although PMC is likely to require
some activity)
● User operating costs considered equal (although BC would provide a smoother ride and less
operating costs)
Deterministic Approach was used for LCCA, which is easy and is used traditionally. The Net Present
Value (NPV) was calculated for PMC and BC for the 6-year period as follows:
NPV of PMC = 14.89 lacs
NPV of BC Grading 2 = 12.00 lacs
This means, PMC is 24.1% more expensive than BC Grading 2.
If the remaining service life, salvage value, maintenance costs, and user operating costs are considered
(which all are in favour of BC), PMC would be much more expensive than 24.1 percent, which was
calculated with very conservative assumptions listed above.

Paper No. 663
An Examination of Structural Safety of Concrete

Pavements with Wider Panels
Swarna Suryateja1 Prof. M. Amaranatha Reddy2 Prof. B. B. Pandey3

ABSTRACT
Construction of concrete pavements has gained momentum in India for reasons of durability,
maintenance free service and lower life cycle cost. Stress computation in the Guidelines for the
Design of Plain Jointed Rigid Pavements for Highways (IRC:58-2011 and IRC:58-2015) is given
for 3.5 m wide pavement with and without tied shoulder while slab widths of 4 m, 4.5 m and 5.0 m
are being adopted with a single longitudinal joint in a 9 m or 8.5 m wide pavement. It is, therefore,
necessary to examine the stresses for bottom-up and top-down cracking for the slab sizes of greater
widths adopted in practice. There is a possibility of Longitudinal Top - Down Cracking (LTDC)
during the night hours due to tandem and tridem axles. The paper presents analyses of pavements
of different widths using Finite Element Approach and it is found that stresses may not cause
bottom up cracking. However, there is a possibility of longitudinal cracking if load transfer across
the longitudinal joints is not ensured. Existing recommendation for lane addition in IRC:58-2015
needs to be amended to ensure load transfer at joints.
1. INTRODUCTION projects, a single longitudinal joint is provided in
Construction of Jointed Plain Concrete Pavements the mid slab with a width of the concrete slab being
(JPCP) has become a priority of the Ministry of 4.5 m on either side of the joint while in some
Road Transport and Highways for major highways others, a single longitudinal joint is provided 4 m
in spite of higher initial cost due to nagging from the median, the outer slab width being 5 m
maintenance problems of bituminous pavements with 1.5 m forming the part of the shoulder. While
and traffic disruption for maintenance. Four the longitudinal joints as per IRC:58-2015 lies on
lane divided carriageway with paved shoulder the lane marking, the widths of pavement slab are
has a pavement width of 9.0 m in each direction found to be 4.00 m, 4.50 m and 5.00 m in many
and transverse joints are provided at every projects as shown in Fig. 1. Wheel paths falling on
4.5 m while the longitudinal joints with tie bars the longitudinal joints may damage the pavements
are usually 3.5 m apart coinciding with the lane early if lane marking do not lie on the joint.
markings as outlined in IRC:58-2015. Tied In Fig. 1(a), two longitudinal joints, one is 1.5 m
concrete shoulder is 1.5 m wide while the total away from the left edge and other is in between
width of the inside concrete slab is 4.0 m including the two lanes. In Fig. 1(b), the width of slab on the
0.5 m of kerb side margin. In a number of 9 m wide left side is 4.5 m while lane marking is done 1.5 m
concrete pavements, the contractors have adopted from the left edge and again at 3.5 m from shoulder
a different pattern of longitudinal joints to reduce marking. It can be seen that distance between the
the cost of one longitudinal joint cutting. In some outer lane marking and the longitudinal joint is
1
Masters Student, E-mail: [email protected]; Tel: +91-7416801990
Department of Civil Engineering, Indian
2
Associate Professor, E-mail: [email protected]; Tel: +91-9434737788 Institute of Technology Kharagpur,
3
Advisor, Sponsored Research and Industrial Consultancy and former Professor, West Bengal,
E-mail: [email protected]; Tel: +91-9434054439

Paper No. 663
3.0 m and considering that the wheel path may must be checked for longitudinal cracks caused
be about 0.5 to 0.75 m away from the outer lane by the combined effect of temperature gradient
marking, most of the inner wheel path of heavy and single, tandem and tridem axle loads. A
commercial may fall on the longitudinal joint. survey of lateral placement of wheel path of HCV
Since the outer lane is assigned to Heavy (Fig. 2) was made on the four lane divided concrete
Commercial Vehicles (HCV), percent repetitions road,NH-60, between Balasore and Kharagpur and
of HCV in the outer lane for thickness design can the results, are shown in Fig. 3. It can be seen
be much larger than 25% assigned in IRC:58-2015. that with a single central longitudinal joint 4.0 m
In Fig. 1(c), the width of slab on the shoulder from the median, the wheel paths do not fall on
side is 5.0 m while lane marking is done 1.5 m the longitudinal joints while for the longitudinal
from the shoulder edge and again at 3.5 m from joints at mid slab, repetitions of wheel path are
shoulder marking which exactly come over the large. This paper presents an analysis of stresses
longitudinal joint. If the single longitudinal joint is in wider slabs considering the apprehension of the
4.0 m from the median, the wheel paths are away professionals that stresses in pavements may be
from the longitudinal joints. Wider slabs, however, too high leading premature failure of pavements.
Two longitudinal joints, one is 1.5 m away from the Single longitudinal joint in the middle
left edge and other is in between the two lanes
Single longitudinal joint at 4 m from the median

Fig. 1 Lane Marking and Location of Longitudinal Joints in Different Types of Jointed Concrete Pavements

Paper No. 663
Fig. 2 Markings on the Existing Concrete Pavement for Wheel Path Survey
Fig. 3 No. of Wheels Coming on to the Slab Throughout the Width of the Slab
Curling in day and night hours: While stresses by The FE modelling of the pavement is shown in
axle loads for wider slabs are not much different Fig. 5.
from 3.5 m wide slabs for edge loading during the
day hours during the curled condition shown in
Fig. 4, the night time curling and stresses due to
tandem and tridem axle loads need to be determined
during the curled condition.
2. THREE DIMENSIONAL FINITE
ELEMENT (3D FE) MODELLING
The 3D FE model of the slab was done in ANSYS
15.0, which is used to model the combination of
load and temperature effects on the pavement Fig. 4 Tridem Axle Load Over a Curled Concrete
slabs of dimensions mentioned above dimensions. Pavement during the Night Hours

Paper No. 663
IRC:58-2015. Rectangular tire imprints of size

240 mm x 160 mm corresponding to a single wheel
load with varying pressure were considered for the
stress analysis of the pavement slab. Subsequently,
the contact pressure was made to vary from 0.65
to 1.30 MPa corresponding to axle loads varying
from 10º kN to 20º kN for a given geometry.
Computed values of tensile stresses are presented
in the following.
Fig. 5 Finite Element Model of Concrete Pavement
Table 1 Properties Considered for Analysis
Unlike IRC:58-2015 method, DLC is considered
Properties PQC DLC
as a structural layer because of its high shear
strength. The pavement slab and the DLC Modulus of Elasticity (MPa) 30000 13600
were modelled as 8 noded solid brick elements Poisson’s Ratio 0.15 0.25
(SOLID185) with a plastic sheet at the interface. Coefficient of thermal expansion 1x10-5 1x10-5
A contact element was used to model the plastic (/ºC)
sheet. The granular subbase and subgrade were
Reference Temperature (ºC) 35 35
modeled as a set of linear discrete elastic springs
3
(COMBIN14) considered as Winkler foundation Density (kg/m ) 2400 2000
designated by the effective modulus of subgrade Three different critical conditions of Transverse
reaction k of value 62 MPa/m. Bottom Up Cracking (TBUC), Transverse Top
Finite element analysis was carried out to find Down Cracking (TTDC) and Longitudinal Top
out the effect of increased slab width. As per Down Cracking (LTDC) were considered for
IRC:58-2015, a three-layer Pavement system is analysis. Three different loading cases considered
considered with a subgrade of 10% CBR, granular for analysis are
Sub base and DLC thicknesses 150 mm and i) Single axle dual wheel loading at theedge of
150 mm respectively fora 250 mm thick PQC. the slab shown in Figs 6(a), 7(a) & 8(a).
Three different panel sizes namely 3.5 m × 4.5 m, ii) Front single axle single wheel and rear
4.5 m × 4.5 m and 5 m × 4.5 m are considered for single axle dual wheel on both ends of the
the analysis. Properties considered for analysis are slab represented by case 2 as shown in
shown in Table 1. Figs 6(b), 7(b) & 8(b).
Axle loads were applied to analyze the pavement iii) Tridem axle load near the dowelled joint
system for bottom- up cracking and top-down of slab represented by Case 3 as shown in
cracking as stated in IRC:58. For the location, Figs 6(c), 7(c) & 8(c). Three slab dimen-
Kharagpur, West Bengal, India, the maximum sions are considered with respect to “tied
daytime temperature differential of 15.8ºC shoulder” those are 3.5 m × 4.5 m, 4.5 m ×
and for night time is 15.8/2 + 5 = 12.9ºC as per 4.5 m and 5 m × 4.5 m panel sizes.
Fig. 6 Loading Positions Considered for Analysis of 3.5 m × 4.5 m Slab

Paper No. 663
Results of analysis of a concrete pavement with subgrade CBR = 10 % are given in Table 2. The
250 mm PQC + 150 mm DLC + 150 mm GSB and effective k-value above GSB is 62 MPa/m.
Table 2 Flexural Stresses (MPa) for Different Loadings with Change in Slab Dimension
Condition Loadings 3.5 m 4.5 m 5.0 m

Day Time Temperature + Load (100kN) 2.42 2.42 2.35
(21°C) Temperature + Load (120kN) 2.63 2.63 2.57
(TBUC) Temperature + Load (160kN) 3.14 3.14 3.08
Case 1 Temperature + Load (200kN) 3.52 3.52 3.46
Night Time Temperature + Load (100kN) 1.77 1.87 1.92
(TTDC) Temperature + Load (160kN) 2.76 2.82 2.86
(LTDC) Temperature + Load (160kN) 2.67 2.86 3.00
(LTDC) Temperature + Load (160kN) 2.96 3.17 3.32

Paper No. 663
Fig. 9 Variation of Stress Due to Change in Slab Dimension
3. DISCUSSION OF RESULTS  There is little change in stresses with the

Results for axle load of 100 kN, 120 kN, 160 kN increase in slab width. But wheel path survey
and 200 kN with a temperature differential of 21ºC shows that the wheel paths lie on the central
indicates that when width of the panel is increased longitudinal joint of the 9 m wide pavement.
from 3.5 m to 5 m , for an axle load of 200 kN, there  If the longitudinal joint in a 9 m slab is placed
is no increase in stresses for bottom up cracking at 5 m from the edge then the pavement could
while there is a marginal increase in stresses on perform better compared to all other slab
the top surface during the night. For lower axle sizes.
load (< 200 kN), the increase in flexural stresses in  As there is an increase in width of the
top surface during the night hours is much higher. pavement slabs, there is an increase of
Wider panels may, however, undergo longitudinal stresses in the longitudinal direction which
cracking due to non-uniformity of foundation may lead to longitudinal cracking for heavy
across the formation width though theoretically, loads.
the pavement is safe. When a lane is added for the REFERENCES
widening of a pavement from two lane to three
1. IRC:58-2011., Guidelines for the Design of
lane in each direction, wheel path may fall on the
Plain Jointed Rigid Pavements for Highways,
joint itself and only dowel bar can transfer the load
The Indian Roads Congress, New Delhi,
across the longitudinal joint for a long period of
India.
time.
2. IRC:58-2015, Guidelines for the Design of
CONCLUSIONS Plain Jointed Rigid Pavements for Highways,
From the analyses of pavements of different The Indian Roads Congress, New Delhi,
widths using Finite Element Approach, following India.
conclusions are drawn. 3. Lawrence KL., ANSYS workbench tutorial
 Stress computation in IRC:58-2015 is given release 14. SDC publications; 2012.
only for 3.5 m wide pavement while slab 4. Ministry of Road Transport and Highways,
widths of 4 m, 4.5 m and 5 m are being Specifications for Road and Bridge Works,
adopted with a single longitudinal joint in a MoRTH, 5th Revision, Indian Roads
9 meter wide pavement. Congress, New Delhi, India, 2013.

Paper No. 664
A COMPARATIVE STUDY OF DENSE AND GAP GRADED MIXES

PREPARED USING MODIFIED BINDERS
Prof. Praveen Kumar1 Nikhil Saboo2 Bhaskar Pratim Das3
ABSTRACT
This study focused on analysing ten type of mixes prepared using the combination of three
aggregate gradation: bituminous concrete (BC), Dense Bituminous Macadam (DBM) and stone
matrix asphalt (SMA) with four binder: two neat binder i.e. VG10, VG30 and two modified
binder i.e. PMB (S) and PMB (E) respectively. This mixes were then subjected to several test like
indirect tensile strength, tensile strength ratio, four point beam bending test, wheel rutting test
etc. at varying conditions to analysis their performance. Outcome from the tests clearly noted
the enhanced performance of mixes with modified binders. Both modified binders were able to
enhance the strength of the mixes significantly. PMB (E) produced more strength in the mixes than
PMB (S) but it showed higher sensitivity to change in strain amplitude. Amongst the mixes, SMA
showed far better fatigue and rutting performance than BC and DBM respectively.
1. INTRODUCTION found that at optimum polymer content the phase

India being a developing country, the growth in inversion process was initiated, i.e. the appearance
its traffic sector was significant during the past of continuous polymer rich phase within dispersed
decade, thereby demanding a superior quality asphaltene rich bitumen phase.[1]. PMB’s improved
pavement structure[14]. VG30, a neat binder of the pavement performance as indicated by higher
viscous grade is widely used for Indian road values of Marshall stability, indirect tensile
construction, had failed to deliver the expected strength, tensile strength ratio, retained stability
performance on certain occasion especially and better resistance to permanent deformation.
when there was heavy load and high temperature Benefits of the SBS modifier in the asphalt
involved. So researchers and development mixtures was seen from substantial improvement
chemists have found a way to reinforce bitumen in fatigue life and low temperature cracking
by incorporating compatible polymers to enhance resistance[1,5].
its performance. Two polymer namely, Styrene
2. Research Objective and Scope
Butadiene Styrene (SBS, an elastomer) and
Ethylene Vinylacetate (EVA, a plastomer) was This study focused on analysing ten type of mixes
extensively used for this purpose. Both SBS and prepared using two neat binder of viscosity grade:
EVA modified binder showed a decrease in its VG10 & VG30 and two modified binder: PMB (E)
penetration, ductility and specific gravity while and PMB(S); VG10 binder modified using SBS &
the softening point temperature and viscosity tend EVA, with three aggregate gradation: Bituminous
to increased[1, 5, 12, 13, 14, 15]. From the morphology Concrete (BC), Dense Bituminous Macadam
study of polymer modified bitumen (PMB) it was (DBM) and Stone Mastic Asphalt (SMA). First the
1
Professor & Coordinator, Transportation Engg. Group E-mail: [email protected], Transportation Engg Group,
2
Research Scholar, Dept. of Civil Engineering,
3
M.Tech Student, IIT Roorkee,

Paper No. 664
physical properties of binders were determined. Table 3 Engineering Properties of Aggregates

Then the performance of the mixes were tested
and their suitability under varying conditions was
studied.
3. Material
3.1 Binder
In this study two viscous grade binder VG10 and
VG30 was used, physical properties of the same
is listed in Table 1. For preparing the modified
binder a plastomer EVA and an elastomer SBS was
used. EVA was blended with the base binder VG10
at a temperature of 180ºC for 40 minute at a shear
rate of 900 rpm and SBS at 180ºC for 60 minute * CA = coarse aggregate; ** FA = fine aggregate
at a shear rate of 1200 rpm respectively. The Table 4 Aggregate Gradation Adopted
optimum modifier content was determined from for this Study
storage stability test as per IRC:53-2010. In this
study the modified binder produced using SBS was
referred as PMB (S) and modified binder produced
using EVA as PMB (E) respectively. Properties of
modified binders is listed in Table 2.
Table 1 Properties of Neat Binder
Table 2 Properties of Modified Binder

4. Experimental Program
4.1 Temperature Susceptibility Test
In order to determine the temperature susceptibility
of a particular binder, its Penetration Index (PI)
was determined. PI measures the change in binder
consistency (viscosity) with temperature. PI was
calculated using the equation obtained from Shell
3.2 Aggregate Bitumen Handbook and its value ranged from –3
Aggregates used for preparing the mixes were for highly temperature susceptible binders to +7
first tested for their engineering properties and the for less susceptible bitumen.
results are shown in Table 3. Aggregate gradation
1952 − 500 ∗ log(pen 25) − 20 ∗ SP
adopted for three mixes i.e. BC, DBM and SMA PI = ... (1)
50 ∗ log(pen 25) − SP − 120
was as per MORT&H requirements and is listed
in Table 4. The mid value of the recommended Where “Pen 25” was the penetration value at 25ºC
gradation was used for preparing the mixes. and “SP” was the softening point temperature. PI

Paper No. 664
values of the binders are shown in Table 1 and softening point temperature should not be more
Table 2. than 3ºC for the binder under consideration to be
4.2 Dynamic Shear Rheometer storage stability.
Dynamic Shear Rheometer (DSR) was used for 4.4 Preparation of Samples (Marshall Stability
measuring the rheological properties of binders. and Flow Test)
In DSR test a parallel plate geometry was used First the mixing and compaction temperature
to measure the linear viscoelastic properties of of all the mixes were determined using Brook
the binder over a wide range of temperature and field viscometer. The mixing and compacting
loading time. In this study a 25 mm diameter plate temperature corresponded to a viscosity range of
with 1 mm gap was employed over a temperature 170 ± 20 cP and 280 ± 30 cP respectively and the
range of 40ºC to 90ºC in strain control mode to respective values were shown in Table 5. Optimum
determine the rheological properties of binder. binder content of the mixes were determined
Parameters like complex modulus (G*), phase following the asphalt institute MS 2 procedure.
angle (δ), G*/Sin(δ) and G*.Sin(δ) were measured. Three identical samples at each binder content
To determining performance grading of the and five binder contents for all the ten mixes were
binders, the parameter G*/Sin(δ) at 10 rad/sec prepared. A total of 150 Marshall samples were
was determined over a range of temperature. The tested for this purpose. Bitumen range selected
temperature at which it attains a values are 1 KPa was based on MoRTH suggestion. BC and DBM
for unaged binder was designated as the upper limit samples were compacted by applying 75 blows on
of performance grading in accordance with ASTM both faces of the cylindrical specimen while SMA
D6373 respectively. was compacted by applying 50 blows on each
face.
Table 5 Mixing and Compaction
Temperature of Mixes
Binder Mixing Compaction

Temperature (ºC) Temperature (ºC)
VG-10 151-157 138-144
VG-30 154-160 142-148
PMB-SBS 172-175 151-153
PMB-EVA 172-175 151-155
Fig. 1 Dynamic Shear Rheometer 4.5 Indirect Tensile Strength and Tensile
4.3 Storage Stability Test Strength Ratio Test
Storage stability test determines the amount of The Indirect Tensile Strength test (ITS) was
polymer content up to which the polymer phase conducted as per ASTM D6931 to study the
remains dispersed homogeneously in the asphalt behaviour of the paving mixes at low temperatures
after mixing. Storage stability test was performed (25ºC). Here a load was applied through a
as per IRC:SP:53-2010. Here an aluminium 12.7 mm wide loading strips to a Marshall
tube of 25.4 mm diameter and 136.7 mm height specimens along its vertical diametric plane at a
was filled with hot modified bitumen and kept in specified rate of deformation (51 mm/min). Peak
vertical position at 163 ± 5ºC for 48 ± 4 hours. load at failure is used to calculate the ITS of the
At the end of this period, tube was immediately specimen using the equation 2 as shown below.
transferred to a freezer having temperature of Tensile Strength Ratio (TSR) helps to determine
6.7 ± 5ºC and left for 4 hours to solidify in the exact the moisture susceptibility of the mixes. Here the
same vertical position. The tube was then cut into samples were conditioned for 24 h at 60ºC
three equal parts and ring and ball softening point followed by 2 h conditioning at 25ºC. Testing
test was conducted on the bitumen sample obtained procedure was same as that of ITS and TSR was
from the top and bottom parts. The difference in calculated using eqn. 3.

Paper No. 664
A = mass of empty wire basket, g; B = mass of

St = ... (2)
basket plus sample, g; C = mass of empty catch
Stm plate, g; D = mass of catch plate plus drained
TSR = ×100 ... (3) materials.
Std
Table 6 Test Conditions for Fatigue Testing
St = ITS strength, kPa; P = maximum load, N;
t = specimen height immediately before test,
mm; D = specimen diameter, mm; xt = Horizontal
deformation at peak load, mm; Stm = average tensile
strength of the moisture-conditioned subset, KPa;
Std = average tensile strength of the dry subset,
KPa; TSR = Tensile strength ratio, %.
4.6 Retained Marshall Stability
Retained Marshall Stability test was carried out
to determine the moisture susceptibility of the 4.8 Four-Point Bending Fatigue Tests
paving mixes. For each mix type 6 specimens Behaviour of bituminous mixtures under fatigue
were prepared and divided into two groups of loading was studied using four-point beam
three samples each such that the bulk specific bending test as per BS EN 12697-24:2012. Here
gravity of both groups of specimens were same. a prismatic rectangular beam of size 382 x 50 x
Specimens belonging to group 1 were conditioned 50 mm was subjected to strain controlled sinusoidal
by immersing them in water bath maintained at loading. Two samples per mix was tested and the
60ºC for 24 h and the group 2 specimens were test conditions are shown in Table 6. All the test
tested unconditioned and only immersing in water conditions were controlled using the computer
bath at 60ºC for 30 min. All samples were tested attached to the testing assembly. Fig. 2 shows the
in Marshall stability testing machine until failure testing equipment and operating interface.
by applying load at a constant deformation rate of
51 mm per minute. The average stability value of
each group was calculated and using equation 3
retained Marshall stability was determined.
Stability of group 1 specimen
Retained stability = × 100 ... (4)
Stability of group 2 specimen
4.7 Drain Down Test

(a) (b)
Gap graded mixes are susceptible to binder drain
Fig. 2(a) Four Point Bending Beam Test Equipment;
down from the aggregate surface during the storage (b) Software Interface
and transportation In order to determine the drain
down characteristics of the gap-graded used in 4.9 Wheel Tracking Test
this study (SMA), procedure recommended in Laboratory wheel-tracking device was used to
IRC:SP:79-2008 was followed. Here about 1200 ± measure pavement quality by running simulative
200 g of freshly prepared uncompacted bituminous tests on HMA samples. Testing assembly used in
sample was transferred to pre-weight wire basket this study is shown in Fig. 3 along with the samples
without consolidating the sample. The basket was prepared for the test. Here a small loaded wheel
then placed over an empty catch plate in an oven at was rolled repeatedly across a prepared HMA
175ºC for 1 hr. At the end of this period the basket specimen to determine its rutting resistance.
was removed from the oven and the drain down
Result of the test specimen can be correlated to
into the catch plate was weighed and expressed as
actual in-service pavement performance. Two
a percent of the original weight of the sample.
sample of size 300 mm x 300 mm x 50 mm
D−C was prepared for each mixture. A wheel load of
Drain down (%) = × 100 ... (5)
B−A 700 ± 5 N corresponding to a tyre pressure of about

Paper No. 664
0.56 MPa was applied on the sample. The loaded Table 7 Test Results of Storage Stability
wheel had a total travel distance of 230 ± 10 mm
Base Binder VG10
with a speed of 42 passes per minute. Each sample
was tested at 60ºC upto10,000 load cycle or Modifier
SBS EVA
25 mm rut depth whichever occurred earlier. LVDT Type
was used to continuously measure the vertical Modifier
1 2 3 4 1 3 5 7
content (%)
displacement of the slab specimen per cycle.
Difference
in Softening 1.3 1.6 2.6 3.5 0.8 2.2 2.5 3.6
point (ºC)
5.3 Dynamic Shear Rheometer
To determine the performance grading, PG of
binders, DSR test was performed as per ASTM
D6373. The temperature at which G*/Sin(δ) attains
(a) (b) (c)
a value of 1 KPa for unaged binder was considered
Fig. 3(a) Wheel Rut Tester; (b) Sample Before Testing; as the upper limit of PG grade. The PG of the
(c) Sample After Testing
binders is shown in Table 8.
5. Test Results and Discussion Table 8 Performance Grade of Binders
5.1 Temperature Susceptibility Test
A higher PI value indicates less temperature
susceptibility of the binder and vice versa. As seen
from Fig. 4, PI values improves upon modification
of binders. Test results showed that PMB (E) was
the least susceptible binder followed by PMB (S),
while VG10 was the most temperature susceptible
binder of all four binder compared.
5.4 Marshall Stability and Flow

Stability and flow test was performed on the mixes
at different binder. Stability-flow values at optimum
binder content of each mix is shown in Table 9
along with their volumetric properties. Among
the mixes, BC with PMB (E) had the highest
stability, followed by DBM with PMB (E). SMA
Fig. 4 Temperature Susceptibility of Binders mixes showed lower stability with both modified
binders. Fig. 5 shows a graphical representation of
5.2 Storage Stability Test the stability-flow values for all mixes.
Storage stability test was performed on the
modified binder to evaluate the compatibility of
the polymers and base binder and to determine the
optimum amount of modifier needed to achieve
the critical intermingled stage between polymer
phase and bitumen phase. Based on the storage
stability values, 3% SBS and 5% EVA was found
to be the optimum amount of polymer required
for modification of VG10 binder. The results are
shown in Table 7. Fig. 5 Marshall Stability and Flow of the Mixes

Paper No. 664
Table 9 Mix Design Results
5.5 Drain Down Test

Drain down test was only performed on gap graded
mixes. A limiting value of 0.3% was suggested in
IRC:SP:79-2008. For the purpose of this study
used of cellulose fiber for gap graded mix was not
considered. As evident from Table 10, the drain
down of SMA mix with VG30 was more than 0.3%
and so it was discarded. Only modified binders
were used for preparing SMA mix.
Fig. 6 Retained Stability of Mixes
Table 10 Drain Down Test Results
5.7 Indirect Tensile Strength and Tensile
Strength Ratio Test
The indirect tensile strength test was used to
determine the tensile strength of the bituminous
mixes which can be further related to the low
temperature cracking resistance of the mixes. A
higher tensile strength implies a stronger resistance
5.6 Retained Marshall Stability to low temperature cracking and vice-versa. Also
The susceptibility of asphalt mixtures to moisture larger tensile strength at failure would imply a
is another measure of the durability of an asphalt higher capacity to withstanding tensile strains prior
mixture. The loss of adhesion of bitumen with to cracking. As evident from Table 11 and Fig. 7,
aggregates in presence of moisture was studied by mixes prepared using PMB (E) had the highest ITS
utilising retained stability test. A higher percent value and also showed better TSR results. In case of
of retained stability indicates lower moisture BC, the ITS values for both PMB’s are comparable
susceptibility and vice-versa. Results clearly indicating similar resistant to low temperature
showed that mixes prepared using modified cracking. As per MoRT&H requirement, 80%
binders had better retain stability than neat binder TSR was considered the limiting value. Mixes
implying that mixes prepared using the modified that failed to meet the minimum 80% TRS criteria
binders were less susceptible to moisture. Retained were: DBM mix prepared using VG10 and VG30
stability values of all the mixes prepared using and BC mix with VG10, indicating higher moisture
neat binders were less than 80%, indicating higher susceptibility. Rest of the mixes were found to be
moisture susceptible. safe in terms of TSR.

Paper No. 664
5.9 Wheel Tracking Test

Wheel tracking test works on the principle that the
susceptibility of a bituminous material to deform
can be assessed by measuring the rut depth formed
by repeated passes of a loaded wheel at a fixed
temperature. To simulate a worst case scenario
samples were tested in a submerged condition by
placing in a water bath maintained at 60ºC for the
Fig. 7 ITS and TSR Results of all the Mixes entire duration of the test. Amongst the mixes,
SMA had the best rutting resistance, followed
Table 11 Indirect Tensile Strength of Mixes
by BC and then DBM for same type of binder.
Amongst binders as expected PMS (E) showed
better rutting resistance than the other three and
was closely followed by PMB (S). Performance of
the mixes is evident in Figs. 9 to 11.
Fig. 9 Rutting Performance of BC Mix

5.8 Asphalt Film Thickness
Several studies had claimed that asphalt mix
durability could be directly related to the film
thickness of the mix. Experimental investigation
suggested a minimum film thickness of 8 µ for
producing a durable pavement mixture. So as to
ascertain that the mixes prepared in this study
satisfy this film thickness requirement, asphalt
film of each type of mix was calculated following
method adopted by khandal et. al. in their
study[10, 11]. Variation of film thickness of the mixes
with change in binder content is shown in Fig. 8. Fig. 10 Rutting Performance of DBM Mix
Fig. 8 Variation of Asphalt Film Thickness (µ)

with Binder Content Fig. 11 Rutting Performance of SMA Mix

Paper No. 664
TR = 3rn + rn −1 − rn − 2 − 3rn − 2 ... (7)
w
WTR = 104 x TRm x ... (8)
L
Where,
WTS = Wheel tracking slope, mm/10,000 cycle;
d5000 = Rut depth after 5000 load cycles, mm; d10000 = Rut
depth after 10,000 load cycles, mm; TR = Mean rate of
increase of track depth, µm/cycle; ri = change in vertical
displacement from the initial value, r0 to the i relevant
reading, mm; n = The total number of readings taken
at 100 load cycle interval for up to 1000 load cycles;
Fig. 12 Rut Depth and WTS of the Mixes
TRm = Mean value of the determined TR, µm/cycle; w
Table 12 Wheel Tracking Test Results of the Mixes = Width of the tyre applying the load, mm; L = load
applied, N; WTR = Wheel tracking rate, µm/cycle.
5.10 Four Point Bending Fatigue Test
A comparative analysis of fatigue life of the mixes was
made and the results obtained from four point bending
beam test is presented in Figs. 13 to 16. All mixes at
200 micro strain exhibited fatigue life higher than 2 x
105 cycles, so the comparison of fatigue life was not
shown. Even at 400 micro strain SMA mixes prepared
using PMB (S) and PMB (E) had a fatigue life higher
than 2 x 105. It was evident that at all strain levels mixes
prepared using polymer modified binders had better
fatigue life than those prepared using conventional
binders. From binder point of view PMB (S) showed
far better fatigue performance especially at higher
In case of BC mix rut resistance of mix prepare strain (≥ 600 μm), followed PMB (E). But as the strain
with PMB (E) was 1.26 times of PMB (S), 2.11 times level increased, the fatigue life of PMB (E) reduced
of VG30 and 2.65 times of VG10. Similarly for DBM drastically, and at about 1000 µm it was almost close to
mix rut resistance of mix prepared using PMB (E) was conventional binders. At lower strain (< 600 μm) VG30
1.17 times of PMB (S), 1.59 times of VG30 and 2.02 showed better performance than VG10 but at higher
times that of VG10. Overall performance of SMA mix strain (> 600 μm) both showed similar performance.
with both modified binder was better than all the other Amongst the mixes, SMA exhibited the best fatigue
mix. Wheel Tracking Slope, WTS was used as an index performance, especially at higher strain (> 600 μm).
to determine rut susceptibility of the asphalt mixtures This may be because of the higher binder content of
while wheel tracking rate, WTR indicated the gradual SMA, a thicker film was produced, thus making it more
deformation of the sample per cycle. Smaller the value of durable to the induced strain. Figs. 17 to 19 shows the
WTS, less susceptible was the mixture. WTS and WTR change in fatigue life with respect to strain. It can be
was calculate using EN 12697-22:2003 procedure for seen that the slope of the curve for mixes prepared
small size devices and the equations used were shown using PMB (E) becomes very steep with increase in
below. As evident from table 5.12, SMA mix prepared strain level indicating high strain susceptibility. At
using PMB (E) was least susceptible and also had the lower strain level (≤ 400 μm) PMB (E) had fatigue life
lowest WTR. In case of BC both PMB (E) and PMB similar to PMB (S). But at higher strain (≥ 800 μm),
(S) showed almost similar WTR. While in case of DBM the fatigue life of PMB (E) was even lower than that
both unmodified binder showed similar WTR. Although of conventional binders in certain cases. The reason
the WTR of SMA with PMB (S) was more than of BC may lie in the modification process itself. In case of
with the same binder, final rut depth clears shows that PMB (E), a crystalline modification was observed
SMA performed almost twice better than BC. resulting in an increases of its stiffness. So it carried
d10000 − d5000 a larger number of load application at lower strain
WTS = ... (6) level but at higher strain (> 600 μm) it was not able
5 flex, resulting in damage, thus causing a decrease in its

Paper No. 664
fatigue life. However in case of PMB (S) the polymers

formed a three dimensional cross linked network with
polystyrene end-blocks imparting strength and
butadiene mid-blocks imparting exceptional elasticity.
This made the binder more flexible and thereby
increasing its threshold to higher strains. Amongst all
the binder, PMB (S) was least susceptible to strain
variation.
Fig. 16 Fatigue Life of Mixes at 1000 µm
Fig. 17 Variation of Fatigue Life of BC Mix

with Strain Amplitude
Fig. 18 Variation of Fatigue Life of DBM Mix

with Strain Amplitude
Fig. 19 Variation of Fatigue Life of SMA Mix

Fig. 15 Fatigue Life of Mixes at 800 µm with Strain Amplitude

Paper No. 664
6. Conclusion both modified binders showed similar results. At

The analysis clearly states that the use of modified higher strain level (> 600 µm) performance of
binders has resulted in better performance of the mixes. PMB (E) degraded rapidly and was even close to
The main conclusion drawn from this study is presented unmodified binders at about 1000 µm strain. PMB
as follows: (S) showed far superior fatigue performance irre-
1. Use of PMB (E) had resulted in more increment spective of the mix or strain amplitude. Amongst
in Marshall stability and indirect tensile strength mixes SMA showed superior performance than
values of the mixes than PMB (S). PMB (E) re- BC and DBM, which can be attributed to its
sulted in an increase in stability value of 26% to higher binder content.
34% for BC and 23% to 35% for DBM. While References
PMB (S) resulted in an increase in stability val- 1. Airey, G.D. (2003). Rheological Properties of Styrene
ue of 18% to 26% for BC and 12% to 23% for Butadiene Styrene Polymer Modified Road Bitumens.
DBM. In case of SMA use of PBM (E) resulted in Fuel, Vol. 82, pp. 1709-1719.
a 17% increment of Marshall stability value w.r.t. 2. ASTM D6927. Standard Test Method for Marshall Sta-
PMB (S). For BC both modified binders showed bility and Flow of Bituminous Mixtures.
almost similar ITS values. For DBM, use of PMB
3. ASTM D6931. Standard Test Method for Indirect
(E) resulted up to 51% increment in ITS values Tensile (IDT) Strength of Bituminous Mixtures.
while PMB (S) resulted an increment up to 42%
4. BS EN 12697-24:2012.Bituminous Mixtures Test
respectively.
Methods For Hot Mix Asphalt, Part 24: Resistance to
2. Moisture susceptibility of the mixes were deter- fatigue.
mined using RS and TSR test. In terms of RS,
5. Chen, J.S., P.E., Liao, M.C. and Shiah, M.S. (2002).
mixes prepared using both neat binder: VG10 and Asphalt Modified by Styrene-Butadiene-Styrene Tri-
VG30 failed to meet the minimum 80% require- block Copolymer: Morphology and Model. Journal of
ment criteria while mixes prepared using both Materials in Civil Engineering, ASCE, May/June, pp.
PMB were safe. In terms of TSR, mix prepare 224-229.
using VG10 failed for both BC and DBM while 6. EN 12697-22:2003. Bituminous Mixtures Test
mixes prepared using VG30 failed only for DBM. Methods for hot Mix Asphalt, Part 22: Wheel
Here too mixes prepared using both PMB were Tracking.
safe. So, the mix prepared using neat binders 7. IRC:SP:53-2002. Guidelines on Use of Polymer and
were more susceptible to moisture damage, while Rubber Modified Bitumen in Road Construction. First
PMB’s showed satisfactory resistance to induces Revision, The Indian Roads Congress, New Delhi.
moisture. For modified binders use of PMB (E) 8. IRC:SP:79-2008. Tentative Specifications for Stone
resulted up to 5.48% more increment in RS and Matrix Asphalt. The Indian Roads Congress, New
8.1% more increment in TSR w.r.t. PBM (S). Delhi.
3. Asphalt film thickness of the mixes were 9. IS 73:2013. Paving Bitumen - Specification.
determined so as to ascertain that all the mixes
10. Kandhal, P.S. and Chakraborty, S. (1996). Evaluation
studied herein had a minimum film thickness of of Voids in the Mineral Aggregate for HMA Paving
8 μ, which was required for the durability of the Mixtures. National Center for Asphalt Technology
mixes. Evidently all the mixes had film thickness Report, No. 96-4.
above 8 μ, with BC around 9.6 μ, DBM around 11. Kandhal, P.S., Foo, K.Y. and Mallick, R.B. (1998). A
14 μ and SMA around 15 μ respectively. Critical Review of VMA Requirements in Superpave.
4. In terms of rutting resistance, wheel tracking test NCAT Report 98-01.
results clearly showed the superiority of SMA 12. Panda, M. and Mazumdar, M. (1999). Engineering
over BC and DBM. Use of modified binders properties of EVA-Modified Bitumen Binder for Paving
resulted in a decrease in rut depth up to 2.65 times Mixes. Journal of Materials in Civil Engineering/May,
for BC and 1.77 times for DBM. On an average pp. 131-137.
SMA showed 3.05 times better performance than 13. Read, J. and Whiteoak, D. (2003). The shell Bitumen
BC mix prepared with unmodified binders and Handbook Fifth Edition. Thomas Telford Ltd, London.
1.45 times for BC prepared with PMB’s. SMA 14. Saboo, N., Reddy, M.A. and Pandey, B.B. (2014).
showed 3.39 times better performance than DBM Durable Wearing Course For Bituminous Pavements.
mix prepared with unmodified binders and 2.05 Indian Highway, Indian Roads Congress, Vol. 42
times for DBM mix prepared with PMB’s. No. 5, pp. 15-23.
5. Fatigue result from four point bending beam test 15. Saoula. S., Mokhtar. K. A., Haddadi. S. and Ghorbel. E.
showed that at lower strain level (< 200 µm) (2009). Improvement of the Performances of Modified
all mixes had a fatigue life higher than 2x105 Bituminous Concrete with EVA and EVA-waste.
cycles. In case of DBM, up to 400 µm strain, Physics Procedia, Vol. 2, pp. 1319-1329.

Paper No. 665
DEOPANI BRIDGE – GATEWAY TO DIBANG VALLEY IN

ARUNACHAL PRADESH
M. Kishore Kumar1 D. Bhattacharyya2 Lt. Gen. S.K. Shrivastava3
ABSTRACT
Construction of 300 m long bridge on river Deopani (locally known as Eze river) in Eastern
Arunachal Pradesh has been herculean task going by the turbulent history of bridging on this
river gap. As many as half a dozen bridges got washed away at this location and the road leading
to Anini on the Chinese border remained out off, at times for months together. Coupled with the
technical challenges of construction in the bouldery strata on this furious river, the construction
was also riddled with legal hassles due to abandoning of work by previous contractor. The present
paper discusses at length various aspects related to bridge construction and an appropriate case
study for bridge engineers.
1. INTRODUCTION across this river is a testimony to the intensity

Dibang river is a tributary of the mighty of floods experienced in this river as shown at
Brahmaputra river that flows through the Figs. 1 & 2. Further the details on restoration
northeastern states of Arunachal Pradesh and works carried out so far at Table 1 presents the
Assam. The Dibang is also joined by a number of turbulent history of this river.
tributaries such as the Airipani, Ilupani, Imupani,
Ahi, Ashupani, Epipani and Deopani rivers during
its course. Most of these rivers join it in the upper
course in the hills giving it a wide fan shaped
catchment region, thus these rivers experience
flash floods even at slight rains. One has to cross
this turbulent Deopani river to enter into Dibang
Valley. The flow pattern of this perennial river
Deopani is quite fluctuating with 90% of its
discharge confined to mere one or two months of
the year and as a result found quite devastating with Fig. 1 Collapsed Bailey Bridge at Deopani due to
flash floods. The destruction of the bridges erected Flash Floods during Aug 2017
1
Commander 752 BRTF, Pin 930752, C/o 99 APO. E-mail: [email protected]
2
Chief Engineer (Retd), Border Roads Organisation, Min of Defence, Govt of India.
3
Director General Border Roads, Seema Sadak Bhawan, Ring Road, Delhi Cantt, Delhi - 110010

Paper No. 665
withst and the fury of Deopani river. However,

since the bridge on Deopani river is the life line to
Dibang Valley District, it is obligatory to maintain
the connectivity of road from Roing to Anini
via Hunli across Deopani bridge by incurring
expenditure for creating temporary solution
each year, which are of recurring nature due to
devastating nature of the river during monsoons.
In order to provide a long lasting solution, a
bridge scheme of 300 meter long major permanent
Fig. 2 Restoration of Road Communication by
Launching 110 Feet DSR BB at 100 m Downstream bridge of continuous type prestressed concrete
of Collapsed Bridge in Record 3 Days Time box girder with roller bearing over all piers and
Roing side abutment and rocker bearing on
It always remained a challenge to BRO Engineers Hunli side abutment with span arrangement of
to ford across this river due to vast areas of Dibang 50 m + 100 m + 100 m + 50 mwas approved based
Valley at stake across Deopani. Further, the area is on the hydraulic parameters & site conditions. The
also strategically important owing to its proximity final arrangement has been changed to fixed Pier
to international border with the neighboring China. P2 and Pot PTFE sliding bearings on balance piers
Thus both civil as well as military establishments P1 & P3 as well as both abutments. Construction of
were always pressing for maintaining the 230 odd 300 mtr major Pmt bridge over Deopani river was
km road link from Roing to Anini, and Deopani sanctioned on 02 Sep 2003 for Rs 105 million under
river at Roing was a dreadful bottleneck. Job No 803/236 and the work was commenced on
2. CONSTRUCTION OF PERMANENT 12 July 2004. The construction of said bridge was
BRIDGE proposed to be executed through contract and the
It is amply clear after looking at the history of contract was awarded to M/S Banka infrastructure
restoration works as shown at Table 1 that no Pvt Ltd. The salient features of the bridge are
temporary or semi permanent solution can tabulated at Table 2.
Table 1 Restoration Works Carried Out Since 1980 at Deopani River

● Initially 940 feet multi span Bailey Bridge (BB) was constructed over river Deopani during 1981.
The bridge was completely damaged due to washing out of piers during monsoon of 1988.
● Again 940 feet multi span BB was launched during Feb 1990. The BB was de-launched during
Jun 1995 due to tilting of Pier No 3.
● 230 feet bridge was launched on 15 Sep 1995 which was collapsed due to structural failure of BB
parts.
● During March 1999, 400 feet Bailey Suspension Bridge (BSB) was launched which was
de-launched on 8th July 2003 due to damages occurred to the one of the abutments. Subsequently
it was re-launched on same location by constructing new abutment. On 18th July 2004 this BSB was
washed away.
● Further 130 feet BB could be launched over the middle river channel to pass restricted traffic during
fare weather only. This bridge was also de-launched due to damage caused during heavy rains.
● Again 100 feet span BB was launched at this location which was collapsed due to over loaded
vehicle on 24 Dec 2011.
● 120 feet DSRBB was launched at mid stream main channel. Bridge de-launched on 20 Sep 2012
due to collapse of Hunli side abutment.
● To restore line of communication 130 feet DSRBB + 30 feet SSBB launched in Apr 2013.
● 110 feet DSR BB was launched in Aug 2017 at 100 m downstream of collapsed bridge launched in
2013.

Paper No. 665
Table 2 Salient Features of Deopani Bridge
Project/Task Force/State Udayak/752 BRTF/Arunachal Pradesh
District Lower Dibang Valley
Distance from NRS 118 Km from Tinsukia
Design discharge 1824 Cum/Sec
Design Highest Flood Level (HFL) 438.5 m (442.5 m observed in Aug 2017)
Name of Road and location Km 2.00 on Roing-Hunli road
Name of River Deopani
Length of Bridge 300 m
Span arrangement 02 X 50 m + 2 x 100 m (4 span)
Carriage way width 12.00 m
Soil classification in brief Soil mixed with Boulders
Scour depth considered in the design 9.10 m for Abutment & 14.38 m for Piers
Foundation Well foundation
Both Abutment 9 m and Piers P1 & P3 – 9 m,

Diameter of well Pier P2 – 11 m
A1 & A2 - 16.25 m, Piers P1 - 15.80 m,

Depth of well P2 - 16.28 m & P3 - 17.53 m
Shape/Type of well like circular single/double/ Both Abutment Double D and Piers Circular
double D Single
Type of bearing Longitudinal Guided/PTFE Bearing
Superstructure Balanced Cantilever
Type of expansion joints Rubber seal expansion Joints
Wearing coat RCC
Foot path Provided
M/s Banka Infrastructure (2004 to 2008)

Name of Contractor M/s Poddar Construction (2015 to 2017)
Date of commencement 12 Jul 2004
Date of Completion Sep 2017
Completion Cost Rs. 252 million
Load classification Class 70R

Paper No. 665
The construction of 300 m long balanced a tough job in this turbulent river noted for flash
cantilever pre-stressed concrete bridge over floods. The bridge superstructure is constructed
Deopani river started in 2004 but the contractor by Delhi based firm M/s Poddar Constructions by
abandoned the work in 2008 due to financial crisis. adopting state of art technology using Cantilever
It may be seen from the General Arrangement Construction Gantry. This bridge is going to be
Drawing (GAD) of the bridge depicting the works opened for traffic by end of September 2017,
executed by the contractor shown in Fig. 3 that almost two months before the scheduled
pier well P1 & P2 remained incomplete. Later completion date. The long awaited completion
on, BRO has to complete the balance foundations of Deopani bridge would provide great relief to
comprising of tedious process of sinking of wells the people of Dibang valley region in Arunachal
& substructure works departmentally which is Pradesh.
Fig. 3 GAD of Deopani Bridge
3. Project Delays The progress of works was just 36% at the time
Time over run can be stated to be the foremost of cancellation of contract in 2008, with both
concern in this bridge project. After a detailed abutment & Pier well P3 completed by the
contractor. A decision was taken at the highest
feasibility studies & site selection exercise, it was
level in BRO for completing the balance portion
decided to go in for 300 m long bridge based on
of foundation & substructure and there after
hydraulic data. Design & construction contract
concluding a risk & cost contract for superstructure
for construction of this bridge was awarded to work since it involved specialized construction
M/s Banka Infrastructure Corporation Ltd. Since equipment such as cantilever gantry etc. Contract
the same contractor was working on Lohit bridge for superstructure was awarded to M/s Poddar
in the near vicinity i.e., Parasuram Kund, it was Constructions, Delhi for an amount of Rs. 176
expected that project will progress smoothly. On million with date of commencement of work as
the contrary the contracting firm is said to have 13 Nov 2015 & completion period of 2 years.
experienced some financial hardships causing Even the departmental bridge construction
abandonment of work by the contractor. company of Border Roads Organisation took about

Paper No. 665
7 years for completion of balance foundation for dewatering of wells & limited working season
& substructure which involved sinking of pier to operate in the river bed prolonged the project
wells in hard bouldery strata. The sinking work duration. Such was the condition encountered in
was hampered since it involved removal of huge 11 m diameter Pier well P2 that no sinking was
boulders under the cutting edge which sometimes observed even after dredging the well by more
required even blasting & consequently damaging than 2 m below the cutting edge due to prevalent
the well curb & steining too. The absence of skin friction with no activity on the well for the
adequate number of specialised submersible pumps past 2 years as shown at Figs. 4 & 5.
Fig. 4 Photo of Well Foundation at Pier P2
Fig. 5 Cutting Edge of well in Bouldery Strata

Paper No. 665
Innovative technique such as water jetting & depositing of muck including boulders & damages
ponding was employed for sinking the same. to machinery employed midstream owing to flash
It required enormous patience to sink the wells floods. The sinking of these pier wells went on
abandoned by the contractor. Sinking of well for years sometimes with no results as shown at
remained a time consuming activity due to Table 3. Pumping of logistics/construction stores
encountering of large boulders under the cutting required ferry crossing of loaded vehicles across the
edge and added to this, very short working season mighty Brahmaputra which again posed problems
escalated the efforts of work force employed. for the executives in this remote region. At times,
Many a time, all preparatory works for sinking works got delayed due to funding constraints in a
of well goes in vain due to frequent flooding, resource crunch economy like ours.
Table 3 Year Wise Stats on Sinking of Pier Wells P1 & P2
Financial Year Sinking Achieved in ‘m’ Remarks
Pier well P1 Pier well P2 Pier well P1 founding level revised

upward by 5.10 m from RL 418.9 m to
2008-09 - - 424 m.
2009-10 - -
2010-11 4.03 0.08

Pier well P2 founding level revised
2011-12 - - upward by 8.10 m from RL 415.9 m to
424 m.
2012-13 0.04 0.30
2013-14 1.30 0.15
2014-15 - 0.08
2015-16 - 0.55
2016-17 - 0.54
Total 5.37 1.70
4. UPWARD REVISION OF FOUNDING nature of aggradation has also been noticed in the
LEVEL OF PIER P1 & P2 nearby river i.e. Iphipani. The founding level of
The area experiences heavy rainfall during Pier P1 was revised in Jul 2011 from 418.900 m
monsoons. The river bed is on foot hills and to 424.00 m. Considering the scouring criteria of
water flows from the hill with landslides causing the Pier P2 as worked out at Table 4, it was found
deposition of muck on river bed. Hence the ground safe to plug the well at RL 424 m thus upward
level of river bed has got aggradation tendency. revision of founding level was carried out in
The lower bed level during the time of hydraulic Jan 2014 from RL 415.9 m to 424 m. The cutting
data collection was 432.03 m, which has further edge of Pier well P2 was at RL 425.30 mat that
aggraded up to 438.39 m during Sep 2013. This point of time.

Paper No. 665
Table 4 Calculation for Founding RL of Pier Well P2
Hydraulic Details
(a) Design Discharge - 1824 cum/sec
(b) Effective linear water way - L = 4.80 √Q = 4.80√1824 = 205 m
(c) Silt factor - 4
(d) HFL - 438.50 m (As per approved drawing)
Case-I : Calculation of foundation level considering Design HFL 438.5 m

Discharge per unit width = Db = 1824/205 = 8.90 cum/m
Mean scour depth = dsm = 1.34 (Db2/Ksf)1/3 = 1.34(8.902/4)1/3 = 3.63 m
Maximum scour depth = Df = 2 dsm = 2 x 3.63 = 7.26 m
Founding level = HFL-(Df + 1/3 D/f)
Founding RL = 438.50 - (7.26 + 7.26/3) = 428.82 m
Case-II : Calculation of foundation level considering Observed HFL 440 m

Founding RL = 440 - (7.26+7.26/3) = 430.32 m
The efforts required to sink the Pier well further offering spans up to 400 m can be one of the viable
were increasingly becoming difficult considering options which obviate the requirement of piers
the hard consolidated bouldery strata and very high mid stream. The successful completion of 300 m
rate of seepage. Any further well sinking would long Deopani bridge as shown at Fig. 6 provide
be uneconomical and unnecessary as safe design an uninterrupted all weather road to Dibang Valley
criteria are being met at this level. region of Arunachal Pradesh thus not connecting
the road communication requirement of civil
5. CONCLUSION
administration but also strengthening the country’s
Planning, design & construction of major defences at the border.
permanent bridges of such magnitude required
detailed survey during the initial hydraulic stage
itself so that executives are not caught unawares
during the construction stage as often happened in
the past. Despite elaborate preparations, all major
bridges such as Lohit Bridge at Parasuramkund,
Passighat bridge and Akhnoor bridge over
Chenab river near Jammu have taken decades for
completion and Deopani too falls in this category.
Upward revision of founding levels was one of
the sore factors during the execution stage and
the same needs to be deliberated taking into Fig. 6 View of Completed 300 m
Long Deopani Bridge
account the safe design parameters and ground
conditions, thus fine balance is required while Contract management of specialized structures
making judgment. Sinking of wells in bouldery also needs to be evolved owing to bad experiences
strata has become a trademark expertise with at all the major bridges as mentioned above. The
BRO engineers now. Cable stayed bridges situation becomes complex when contractor

Paper No. 665
abandons the worksite midway and conclusion 2. Kishore Kumar M., “An Overview of Bridging
of a risk & cost contract to complete the balance on National Highway NH-52 in the Upper
Reaches of Brahmaputra”, Indian Highways,
works is not only time consuming but involves Indian Road Congress (IRC), May 2005.
cost escalation. In the case of Deopani bridge, 3. Kishore Kumar M. & Ch Hanumantha Rao.,
the situation was gruelling since Pier well P1 & “Design and Constructional Aspects of
P2 in the river midstream were left incomplete Various Types of Bridges Constructed by BRO
when the contractor abandoned the work. It was in Arunachal Pradesh”, Oonchi Sadaken, Vol XVI,
Nov 2005.
an appropriate decision to complete the balance
4. Kishore Kumar M. & Ch Hanumantha Rao.,
foundation & substructure works departmentally “Economics of Alternative Structural Schemes
and to go for superstructure through contract. of Prestressed Concrete Bridges : Few Case
This has not only saved time but also addressed Studies”, International Journal of Civil &
the requirement of specialized equipment for Structural Engineering, pp 425-439, Vol. I,
No. 3, 2010.
superstructure.
5. Kishore Kumar M., “Construction of Cable
REFERENCES Stayed Bridge on Ravi River in J&K”, Civil Engg
1. “Dibang River”, From Wikipedia, the Free & Construction Review (CE&CR), Vol.28, No.2,
Encyclopedia. Feb 2015, pp 84-88.

Paper No. 666
PROCEDURE FOR GREEN HIGHWAYS

RATING SYSTEM IN INDIA (GHRSI)
Tamosi Bhattacharya1 Anuradha Shukla2
ABSTRACT
Green rating system for highways refers to rating of various components of highways in terms
of their concordance to environmental aspects. Green rating system would help in identifying
the degree of greener interventions to be made or made in a road project. The concept of green
encompasses the mechanism of conserving, enhancing and managing the quality and quantity of
natural resources. Getting green in other words is getting conducive to nature. Green highway is the
one which is designed, constructed and maintained with the ultimate aim of conserving, enhancing
and managing the quality and quantity of natural resources. The degree of greener interventions
however may differ from country to country as technologies required depend highly on their
economic feasibility, technical know how and availability of means to make use of a technology.
Even within a nation, the degree may differ based on site specific conditions for projects in different
climatic and bio-geographic regions. India is gradually moving towards greener interventions in
roads and is yet to adopt a comprehensive and Simultaneous Multi- Approach Solution. In such
a condition it is inevitable to have a system that can identify if a road can be termed greener in
terms of its interventions. This will allow the decision makers to incentivize and sensitize the idea
of greening the highways.
In the event of diversity of components and degree of greener interventions, a simple and
comprehensive procedure for green rating needs to be developed. Till date India does not have
a specific nationally accepted procedure for green rating of highways. This paper attempts to
formulate a procedure to carry out green rating of highways.
1. INTRODUCTION for National Highway Authority of India on Green

The idea of green highway rating system Guidelines and Green rating system for Indian
evolved from LEED (Leadership in Energy Highways.
and Environmental Design) standard for green Few existing green rating systems have been
buildings. LEED was introduced in 1998 by the referred that has acted as inspiration in formulating
U.S. Green Building Council (USGBC). The first the present guideline for green rating of highways
one to come-up with such an idea is Green roads. It in Indian perspective. A summary of few existing
has also been dealt in a study done by Nature First green rating systems is given in Table 1.
1
Environmental Planner, ICT Pvt. Ltd., A -8 Green Park, New Delhi, E-mail: [email protected]
2
Chief Scientist, CRRI, Mathura Road, New Delhi, E-mail: [email protected]

Paper No. 666
Table 1 Comparative Analysis of Existing Green Rating Systems
Rating System Attributes Criteria

Green LITES (Leadership in ● Developed by the New Project Design-20 criteria
Transportation Environmental York State Department of under 5 heads further sub
Sustainability) Transportation (NYSDOT) divided into many sub criteria.
after the LEED system The five heads are Sustainable
model. sites, Materials and resources,
● Self-evaluation tools with water quality, energy and
non-recognized awards atmosphere and innovation.
● Follows ‘triple bottom Operation - 16 categories
line’ principle of Economy, further subdivided into many.
Society and Environment Categories viz. Bridge,
● Primarily for the internal use Pavement, Drainage, Signal
at NYSDOT and lighting, snow and
● Two types of certification ice, facilities, Intelligent
program- Project Design & transport system, roadside
Operation environment, guide rails and
● Minimum point required for fencing, marking, signs, fleet
certification is 33%. administration, walls and
● No mandatory requirements rock slopes, communication
technology and emergency
● Less importance given
preparedness etc.
for pavement technology
and construction activities
including quality control.
Green Roads ● Developed by the University 11 Project Requirement (PR)
of Washington and CH2M criteria required for a project
HILL to qualify for getting rated viz.
● A rating system with third Environmental Review process,
party recognition and Life Cycle Cost Analysis,
awards Life cycle Inventory, quality
● Based on performance control plan, noise mitigation
matrix used to score points plan, waste management plan,
● Follows ‘triple bottom pollution prevention plan,
line’ principle of Economy, Low impact development,
Society and Environment pavement management system,
site maintenance plan and
● Minimum point required for
educational outreach.
certification is 27%.
● No provisions provided 6 main and 37 Voluntary credits
to select only the relevant (VC) used to score points. 6
criteria based on the type of main credits are Environment
project and Water, Access and equity,
● Can be applied for roadway Construction activities,
design and construction Materials and Resources,
pavement technologies and
custom credits. Final credit is a
sum of PR &VC.

Paper No. 666

Envision ● Developed by Institute of 60 sub criteria under 5 sections
Sustainable Infrastructure, - Quality of Life, Leadership,
USA Resource Allocation, Natural
● Self-assessment without World, and Climate.
awards.
● Subjective scoring based
upon levels of achievement
for each criteria
● Includes design, construc-
tion, and maintenance ele-
ments.
● Follows ‘triple bottom
line’ principle of Economy,
Society and Environment
STEED (Sustainable ● Developed by H.W Lochner 21 sub categories under
Transportation Engineering & Incorporated, USA Environmental quality, Social
Environmental Design) ● Self-evaluation tool without quality and economic viability
awards
● Voluntary in nature.
● Does not provide
certification levels
● Identify and incorporate
sustainable options at four
different stages - planning,
environmental, design and
construction.
● Less importance given to
pavement technology
● Criteria are based on broader
perspective and do not look
into finer details.
I-LAST (Illinois – Livable And ● Developed by the More than 150 sustainability
Sustainable Transportation Rating Sustainability Group of criteria divided into 9
System) the Illinois Department of categories- Planning, Design,
Transportation (IDOT), USA Environmental, water quality,
● Self-evaluation tool without transportation, lighting,
awards materials, construction and
● Voluntary in nature innovation.
● Based on point system
● Scoring process has 3 steps.
(1) Determining the
items applicable to a
project;

Paper No. 666

(2) evaluating the total
points for the achieved
items; and
(3) scoring by calculat-
ing the percentage of
achieved points to the
total available points.
● Applicable sustainable
practices would vary from
project to project. Flexible in
criteria selection.
Does not provide certifica-
tion levels
IN-VEST (Infrastructure Voluntary ● Developed by the Federal 68 criteria based on
Evaluation Sustainability Tool) Highway Administration, sustainability best practices
U.S Department of
Transportation
● Web based self-evaluation
tool with non-recognized
awards
● Voluntary in nature
● Measurement method similar
to LEED (Shepherd, 2010)
● Prepared referring Green
roads and Green LITES
certification is 30%
● Can be applied for planning,
operation and maintenance
stages
● No mandatory requirements
● No room for innovation or
unlisted items
LEED (Leadership in Energy and ● Developed by US Green Criteria under 9 broad
Environmental Design) Building Council for rating categories – Integrative
of green buildings Process, Location and
● Third party certification with Transportation, Sustainable
award site, Water efficiency, Energy
● Voluntary in nature and Atmosphere, Materials
● Deals on building design, and Resources, Indoor
construction, operation, Environmental quality,
interior design Innovation in Design and
Regional Parity.
● Adopts checklist approach

Paper No. 666

● Mandatory pre-requisite
credits required to achieve
certification at any level
● Points are allocated to
credits according to their
relative social,
environmental and economic
impacts in accordance
with their weighting
methodology
certification is 40%
BE2ST (Building Environmentally ● Developed by Recycled 2 criteria – Mandatory
and Economically Sustainable Material Resource Center screening and Judgment ; 10 sub
Transportation Infrastructure - and University of Wisconsin criteria- Social requirements
Highways) (Lee, 2013) - Madison, USA including regulation and local
● Emphasis on recycling, ordinances, GHG emission,
material use and energy use, waste reduction,
construction recycling, water consumption,
● Life cycle analysis hazardous waste, life cycle
techniques to provide cost, traffic noise, social carbon
quantitative assessment of cost saving (The social cost of
the impacts associated with carbon is the cost to recover
a highway construction damages caused by CO2 release
project to the atmosphere and can be
● Based on quantitative used by an agency to account
metrics with predefined for the social benefits)
targets for each criteria. The
targets were set based on
various literature findings
and practical arbitrary
numbers.
● Rates or scores for each
criteria are determined by
dividing the actual quantity
achieved by the target. Viz.
Total recycled material
content is equal to actual
volume of recycled material
in the project divided by
target volume of recycled
content.
These rating systems (Green LITES, Green roads, process. The rating procedures in these rating
Envision, STEED, I-LAST, and IN-VEST) have systems are not based on standardized metrics and
a common short coming as the LEED system hence the effect of meeting environmental targets
for buildings i.e these credit based systems lack in these rating systems cannot be quantified (Lee,
objectiveness in the criteria selection and weighting 2013). In addition some of these have defined too

Paper No. 666
many criteria those could have been clubbed into ● Unit of percentage has been used to provide a
lesser numbers. BE2ST is the only one that uses a common and easy base for rating
quantitative approach with predefined targets for ● EC and their weight ages may change on
each criterion. project to project basis but will be same for
Only Green roads amongst all the above highway all the scenarios of a particular project.
ratings system is award based. The main advantage 3. Procedure for green rating
of adopting an award based rating system is that of Highways
it can be used to demonstrate the sustainable
initiatives of an agency to the general public The guideline provides the various stages to be
(Abdul, 2012). adopted for green rating of a roadway/highway
based on comparison of improved scenario to that
Presently there are no universal standards set of existing scenario or conventional interventions
to assess the green aspects of a road based on a
scenario in terms of percentage. The steps are as
common platform applicable/amendable to site
follows.
specific condition. The use of standards/targets
would however assure reproduction of identical Step-1 Identify the criteria to qualify for
practices with similar results, so that classifications being assessed as a green or greener highway.
can be made with as little bias as possible. On A comprehensive list of criteria is given in
the other hand it is also realized that applying an Table 2. A project must have all these components
umbrella credit system to all highway projects may partially or fully for being qualified to be assessed
prove counterproductive (Bryce, 2008). for green rating.
Hence, road way projects shall be evaluated Step-2 List the criteria of evaluation and describe
based on its own project specific conditions. This each in a project specific context. A standard list
green rating guideline for highways has been of evaluating criteria is as mentioned in Table 3.
developed with an attempt to overcome the major Inclusion or exclusion of criteria would depend
shortcomings of the present rating systems, on project specific condition. Weight ages may
considering existing environmental legislations in be assigned to each criteria and sub criteria in the
India and overall Indian perspective. pattern given in 3rd column of Table 2. Weight age
Green rating takes account of environment for criteria increases from W1 to Wn in such a way
friendly, innovative techniques, recycling of that W1 + W2 + W3 +….. Wn = 100 or 1. Under each
materials, use of renewable resources etc. that criterion the sub criteria shall also be weighted
are not very much into practice in the present day increasing from W1 - 1 to W1 - n in such a way that
scenario. The system has 15 mandatory Qualifying W1 - 1 + W1 - 2 + W1 - 3 +…..W1 - n = W1.
Criteria (QC) and 8 Evaluating Criteria (EC) with Step-3 Creation of various scenario of a project
33 sub criteria. based on proposed conventional or greener
2. Defining Principles of the interventions when a particular project is to
Green Highways Rating System be rated. Interventions on each criteria shall be
In India represented in the form of percentage share of
The defining principles used for the formulation of improvement upon existing condition or total
GHRSI are as follows: improvement possible. For examples scarified
● Quantitative assessment of each EC bitumen is being used in 25 out of 60 km length of
the road. So the percentage will be 33%.
● Comparison of quantitative value achieved
with that of the ‘existing scenario’ or Step-4 Assign ranks to various criteria based
‘project road improvement with conventional on percentage. Standard list of ranks against
intervention scenario’ of the same project percentage are as given in Table 4. Percentage
road for a particular criteria. Comparison with from 0 to 100 has been assigned ranks from 0 to
standards or targets are not possible as there 7. As percentage share of improvement increases,
is no existing legislation on greener roads rank also increases. Ranks shall be assigned
guidelines for India specifying thresholds parameter wise.

Paper No. 666
Step-5 Multiply the weight of a criterion to its Where, r his the highest rank i.e. 7.
rank and then sumup to obtain total weighted Step-7 Deriving percentage share of weighted
rank achieved by the particular scenario using rank achieved by a particular scenario (as
formula-1. calculated in step-5) out of the maximum weighted
Total weighted rank of one scenario rank of the project (as calculated in step-6) using
(TWRS) = ... (1) formula 3.
Step-6 Calculation of Maximum total Weighted % of weighted rank = * 100 ... (3)
Ranking for the Project (MWRP) by assigning the
highest value rank to each criteria and multiplying Step-8 Rating a particular scenario as Certified,
them by corresponding weight ages assigned to Silver, Gold or evergreen based on the percentage
them and then summing up using formula No.2. calculated in step-7, as given in Table-5.
Maximum weighted rank of project A flowchart on summary of green rating system is
(MWRP) = ...(2) given in Fig. 1 below.
Fig. 1 Summarized Flowchart Green Rating System

Table 2 Standard Qualifying Criteria (QC) for Roads to be Considered for Green Rating
S. No. Qualifying Criteria Incorporated in Reference to

EIA or Design the Section of
Report (Yes/No) EIA or Design
Report
1. Extensive study with baseline of all environmental
parameters and Strength Weakness Opportunity Threat
(SWOT) analysis of identified issues
2. Storm water management measures
3. Noise attenuation measures
4. Liquid and solid Waste management measures
(solid waste includes all types of waste likely to be
generated)

Paper No. 666
S. No. Qualifying Criteria Incorporated in Reference to

EIA or Design the Section of
Report (Yes/No) EIA or Design
Report
5. Air pollution mitigation measures
6. Life cycle cost analysis of pavement material
7. Greenhouse gas emission assessment for Construction,
maintenance and Operation period
8. Life cycle inventory of pavement material
9. Use of Recycled material
10. Community awareness and participation plan
11. Formal Contractor Quality Control plan
12. Environment Monitoring plan for pre-construction,
construction and operation stage
13. Plantation plan as per NGHM Policy, 2015 &
IRC:SP:21-2009 and subsequent amendments, if any
14. Environmental management Plan for pre-
construction, construction and operation stage as per
IRC:SP-108 2015 and subsequent amendment, if any
15. Environment Health and Safety Plan for construction
period
Table 3 Standard List of Evaluating Criteria (EC) and Weight Ages for Highways
S. No. Criteria and Sub Criteria Weight Ages Description

1 Sustainable Design (SD) W5
SD-1 Alignment design W5-4 The design of road alignment is existing/
new; any innovative measure taken to curb
the main identified issues of road users
SD-2 Traffic flow improvement W5-2 Reduction in congestion or average speed
expected after improvement; use of weigh
–in- motion technology to avoid congestion;
Use of Intelligent Transportation system
(ITS) for better traffic management
SD-3 Traffic safety W5-3 Reduction in human- vehicle conflict;
vehicle- vehicle conflict; cattle vehicle
conflict; provisions for differently a bled
people; use of weigh –in-motion technology
to reduce overloading of vehicles and thus
ensure safety; use of ITS to ensure safety
SD-4 Long life pavement design W5-7 Life cycle (years); frequency of mandatory
maintenance
SD-5 Public input W5-1 Incorporation of users’ and local stakeholder’s
views and requirement into the design (no.
of interventions recommended out of the
requirements expressed by users)

Paper No. 666

SD-6 Habitat fragmentation W5-6 Fragmentation of human or animal habitat
and provisions for wildlife/animal/human
crossings.
SD-7 Cut & Fill W5-5 Kind of topography through which the
alignment is passing; amount of earthwork
required;
2 Materials & Resources W7
(MR) - Specific to
Construction Period
MR-1 Construction waste W7-1 Use of construction and demolition debris
management
MR-2 Reuse of pavement W7-4 Use of scarified bitumen in construction as
sub base
MR-3 Recycled content W7-3 Use of recycled material or industrial by
products / reduction in waste dumps
MR-4 Carbon footprint W7-6 Reduction in carbon emission during
construction (both embodied emission of
materials and direct emission due to fossil
fuel burning)
MR-5 Ambient air pollution W7-5 Reduction in vehicular air pollutants
MR-6 Regionally provided W7-2 Identification of material sources at minimum
material distance from project area
3 Storm Water Management W4
SM-1 Provision for management W4-6 Type of technology used and extent covered
practice
SM-2 Maintenance W4-1 In terms of maintenance requirement and
estimated life of the structure in comparison
with a conventional storm water drain
SM-3 Run off treatment W4-2 Amount of run off to be treated and pollutants
that could be removed
SM-4 Ground water recharge W4-4 Amount of water that could be recharged
SM-5 Permeable area W4-3 Share of permeable area to that of non-
permeable
SM-6 Integrated Storm water W4-5 Integration with landscaping and ground
management water recharge and pre separation from
sewage
4 Energy and Environment W6
EE-1 Cool pavement W6-6 Pavement with higher albedo
EE-2 Lighting efficiency W6-4 Use of renewable energy sources with low
electricity consuming fixtures
EE-3 Quiet pavement W6-5 Reduction in noise level due to on road and
off road interventions

Paper No. 666

EE-4 Carbon sequestration/ W6-9 Carbon footprint reduction during operation
reduction in emission
EE-5 Vehicular emission of W6-7 Improvement in ambient air quality during
ambient air pollutant operation due to improvement in pavement/
reduction in congestion leading to less wear
and tear of vehicles and in turn reducing air
pollution
EE-6 Aesthetics W6-1 Material used for rectification/ curtaining/
enhancing of identified eye soars along the
road
EE-7 Site Vegetation W6-8 Share of vegetation cover within the project
area
EE-8 Solid and liquid waste W6-3 Share of solid and liquid waste treatment both
management during construction (in camps) and operation
(in way side amenities and toll plazas) using
bio toilets, packaged sewage treatment
plant, organic waste convertors, recycling of
inorganic waste, oil interceptors etc.
EE-9 Environment, Health and W6-2 Share of provisions covered for hygienic,
safety safe and healthy environment in the EHS
plan with reference to World Bank Groups
EHS guideline.
5 Interventions as W3
Reparation Activities
RA-1 Rain water harvesting W3-2 Enhancement of ponds through improving
through ponds recharge rate and quality of water by
segregating it from liquid/ solid waste.
Evaluation in terms of share of used water
(for construction) compensated per year.
RA-2 Roof top rain water W3-1 Identifying and designing roof top rain
harvesting water harvesting on toll plazas and way side
amenities. Evaluation in terms of share of
used water (for construction) compensated
per year.
6 CSR Activity W2
CSR-1 Corporate social W2-1 Solid and liquid waste management of dhabas
responsibility to promote or infrastructure development of government
healthy/hygienic practices health/educational institutions along the
road etc. Evaluation can be on the basis of
coverage.
7 Project Identification W1 Identification is only 10% of the work
done.
PI-1 Solid waste management of W1-2 Planning for reducing the nuisance along
villages/towns the road. Evaluation can be on the basis of
coverage.

Paper No. 666

PI-2 Liquid waste management W1-1 Planning for reducing the nuisance along
for villages/ towns the road. Evaluation can be on the basis of
coverage.
PI-3 Potential Green belt W1-3 Vacant or barren area left along the road
development in patches under local authorities/ private
ownership can be identified for plantation as
per NGHM policies. Evaluation can be on
the basis of coverage.
8 Custom Criteria Any other project specific criteria or
innovations
Table 4 Standard Ranks Against Percentage Periodic monitoring shall be done during
Share of Various Interventions construction (say once a year)& operation period
(once in every 5 years for its design life) by
Percentage share Credits
supervision or project management consultants to
<0 0 ensure that the targets are met by the contractors.
15 1 The assessed values during design period may
15 - 30 2 be termed as targets for that particular project.
30 - 45 3 For example 8.43 lakh Mt out of 34.55 lakh Mt
construction material is recycled material i.e.
45 - 60 4
24.39%. This value shall be termed as target
60 -75 5 value and ensured that the target is met. In case of
75 - 90 6 deviation, justification shall be provided.
> 90 7 The green rating worked out during design period
and monitored during construction and operation
Table 5 Credits Assigned to the Total will be reviewed by the environment department of
Percentage of Weighted Ranks
NHAI or NGHM. If required, environmental experts
Certified If 30 to 40% of total credits achieved may be appointed with specific responsibility of
Silver If 40 to 50 % of total credits evaluating the EIA and monitoring reports for all
achieved projects.
Gold If 50 to 60% of total credits achieved This guideline shall be included in the Terms of
Reference of all highways / road projects under
Evergreen If 60% and above of total credit
the MoRTH, NHAI, IAHE, PWDs, State Highway
achieved
Authorities etc.
4. Continuous Monitoring
5. Award Based Rating System
While performing the green rating exercise during
To inspire consultants and contractors to follow the
design period a consultant will have to perform
green rating system and endeavor to implement it
all the quantitative assessments for each criterion
successfully, performing green rating for projects
and put them in a separate chapter on ‘Green
may be included as mandatory eligibility criteria in
Rating’ in the EIA report. Provisions having spatial
tender or contract documents in time to follow.
attributes like storm water management, rain water
harvesting, pavement configuration etc shall be 6. Conclusion
supported with relevant drawings (cross section, This is a simplified green rating system based on
top plan etc.). Basis of numerical values obtained quantitative assessments that can be applied to any
and equations used shall be mentioned clearly in road project in India. Based on site specific details
the chapter. Authentic literature/ documents can be criteria or sub criteria might get omitted or added
referred with citation. in case to case basis.

Paper No. 666
References 4. Lee, J. (2013). Building Environmentally and

1. Abdul, K. (2012). Applicability of a Road Economically Sustainable Transportation
Rating System to the City of Vancouver, Streets Infrastructure: Green Highway Rating System.
and Electrical Design, City of Vancouver. Journal of Construction Engineering and
Management. Retrieved august 19, 2017,
Retrieved August 19, 2017, from https://sustain.
from https://www.researchgate.net/
ubc.ca/sites/sustain.ubc.ca/files/Lighter%20Foot-
publication/273616159.
print%20%28green%20operations%29%20-%20
Kamal%20Abdul%20-%20Green%20Roads%20 5. Shepherd, G. (2010). FHWA’s Sustainable
Rating%20System.pdf Highways Self Evaluation Tool. Retrieved from
http://www.transportation.org/sites/aashto/docs/
2. Bryce, J. (2008). Developing Sustainable FHWA%20Sustainable %20Highways%20
Transportation Infrastructure- Exploring the Tool%20-%20AASHTO%2010-29-10%20
Development and Implementation of a Green v2%20(2)final.pdf.
Highway Rating System. ASTM International
6. Soderlund, m. (2007, Month 31). Green Roads:
Standards World Wide. A Sustainability Ratings System for Roadways.
3. Green Roads TM Manual v 1.5,(2011), University Masters’ Thesis. Seattle: University of
of Washington. Washington.

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Journal

Volume : 78 - 1 ● april - June, 2017 ● ISSN 0258 - 0500

Indian Roads Congress

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

A Critical Review of Practices for Improving Ride

Prof. Prithvi Singh Kandhal1 Prof. A. Veeraragavan2

Journal of the indian Roads Congress, April - June, 2017 3

Existing Pavement Thickness Options

Number of Commercial Vehicles per Day Option

4 Journal of the indian Roads Congress, April - June, 2017

Fig. 3 Open Surface Texture of

Journal of the indian Roads Congress, April - June, 2017 5

6 Journal of the indian Roads Congress, April - June, 2017

Journal of the indian Roads Congress, April - June, 2017 7

Fig. 7 Deteriorated DBM Grading 1 used in

8 Journal of the indian Roads Congress, April - June, 2017

Specification Bc Grading Number*

Journal of the indian Roads Congress, April - June, 2017 9

10 Journal of the indian Roads Congress, April - June, 2017

of 12.5 mm and timer is started. Time taken by

Fig. 8 Surface Water Entering the Premix Carpet

Journal of the indian Roads Congress, April - June, 2017 11

testing. Unlike BC, test data has indicated a very

Fig. 12 Field Permeability of PMC with

Fig. 15 Field Permeability of BC Grading 2

Fig. 13 Field Permeability of PMC with Adequate

Fig. 16 Steel Ring Used for Field Permeability Test

12 Journal of the indian Roads Congress, April - June, 2017

Fig. 17 Failure of Premix Carpet (PMC) during the

Journal of the indian Roads Congress, April - June, 2017 13

No. Option Cost per sq m Cost per km

14 Journal of the indian Roads Congress, April - June, 2017

Journal of the indian Roads Congress, April - June, 2017 15

No. Option Cost per sq m in Cost per km-lane

16 Journal of the indian Roads Congress, April - June, 2017

No. Option Cost per sq m in Cost per km lane

6. MAIN CONCLUSIONS AND trapping) problematic mixes. Examples:

Journal of the indian Roads Congress, April - June, 2017 17

18 Journal of the indian Roads Congress, April - June, 2017

Journal of the indian Roads Congress, April - June, 2017 19

20 Journal of the indian Roads Congress, April - June, 2017

An Examination of Structural Safety of Concrete

Swarna Suryateja1 Prof. M. Amaranatha Reddy2 Prof. B. B. Pandey3

Journal of the indian Roads Congress, April - June, 2017 21

Single longitudinal joint at 4 m from the median

22 Journal of the indian Roads Congress, April - June, 2017

Journal of the indian Roads Congress, April - June, 2017 23

IRC:58-2015. Rectangular tire imprints of size

Fig. 6 Loading Positions Considered for Analysis of 3.5 m × 4.5 m Slab

24 Journal of the indian Roads Congress, April - June, 2017

Fig. 7 Loading Positions Considered for Analysis of 4.5 m × 4.5 m Slab

Fig. 8 Loading Positions Considered for Analysis of 5.0 m × 4.5 m Slab

Condition Loadings 3.5 m 4.5 m 5.0 m

Journal of the indian Roads Congress, April - June, 2017 25

Fig. 9 Variation of Stress Due to Change in Slab Dimension

3. DISCUSSION OF RESULTS  There is little change in stresses with the

26 Journal of the indian Roads Congress, April - June, 2017

A COMPARATIVE STUDY OF DENSE AND GAP GRADED MIXES

Prof. Praveen Kumar1 Nikhil Saboo2 Bhaskar Pratim Das3

TR = 3rn + rn −1 − rn − 2 − 3rn − 2 ... (7)