Indian Highways

INDIAN HIGHWAYS
A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

Volume 41
Number 9
September 2013
Contents
ISSN 0376-7256
Page
2-3
From the Editors Desk
4-23
Highlights of the 200th Council Meeting
24

Texture Depth Determination for Sand Mix Asphalt Modified with Sulphur, Slurry and Flyash
M. Satyakumar, R. Satheeshchandran and K.C. Wilson
29

Performance of Warm Mix Asphalt for Indian Conditions

Arun Gaur and Sunil Bose
40

Evaluation of Stripseal for Use in Expansion Joints

Parameshwaran Lakshmy, Rana R., Singh Y.K. and Sharma S.K.
49

A Study on Lateral Placement and Speed of Vehicles on Two-Lane Roads

K. Balaji, M.R.K. Bharadwaj and Partha Pratim Dey
54

Selection of RS Walls' Facia : A View Point

Goel Rajiv
63

Experimental Investigation to Predict PBT, UCS & CBR Values from DCP Test for Cement-Flyash Stabilished Soil
Mukesh A. Patel and H.S. Patel
72

A Comparative Study on the Laboratory and Field CBR Values of Granular Sub-Base Material for Pavement Construction
Kaushik Bandyopadhyay and Sunanda Bhattacharjee
82-86 Circular Issued by MORT&H

87
Tender Notice of NH Circle Lucknow
88
Important Announcement - Forthcoming International Seminar
The Indian Roads Congress

E-mail: secretarygen@irc.org.in/indianhighways@irc.org.in
Founded : December 1934

IRC Website: www.irc.org.in
Jamnagar House, Shahjahan Road,

New Delhi - 110 011
Tel : Secretary General: +91 (11) 2338 6486
Sectt. : (11) 2338 5395, 2338 7140, 2338 4543, 2338 6274
Fax : +91 (11) 2338 1649
Kama Koti Marg, Sector 6, R.K. Puram

New Delhi - 110 022
Tel : Secretary General : +91 (11) 2618 5303
Sectt. : (11) 2618 5273, 2617 1548, 2671 6778,
2618 5315, 2618 5319, Fax : +91 (11) 2618 3669
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri Vishnu Shankar Prasad on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the
contents and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility
and liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in the
papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
From the Editors Desk
ROADS STRATEGIC ECONOMIC INFRASTRUCTURE

(Economy Salvation through Road Sector)
Dear Readers,
To what extent strength of road sector is harnessed in an economy also points towards the resilience embedded
strength of that economy. Normally, the road sector is also clubbed with other sectors of infrastructure but
the time has come when this sector should be given its due important place.
Not very often the road and road transport sector is considered to be an indicator for health of an economy, an
indicator which can be closely monitored to ascertain and assess the direction in which economy is moving
i.e. on the path of growth or towards negative side. This is inspite of the fact that most of the other sectors of
economy are dependent on this sector some to a larger extent and some to lesser extent for survival. This
may be a debatable issue but requires a deeper thinking from all.
During the last few months indications were made about the impending direction of economy based on the
available symptoms and the positive role which road sector can play to upturn the economy. It is not out
of place to mention that road sector persay has immense potential to influence the rise of every sector in
the country, provided the bottlenecks afflicting it are addressed at the earliest. This requires multi-pronged
strategy. In a simplistic way to arrive at such strategy there is a need to view the issues in three manner
from inside, from outside and with a holistic view. The inside view will provide an opportunity to assess
internal constraints, weaknesses and strengths. View from outside will help in assessing the coordination
and cooperation, inter-linkages and interdependency. The holistic view will help in assessing the growth
potential & influencing factors to harness the true potential alongwith optimization of resources and meeting
the challenges with a futuristic view.
The assessment of impact on the economy at local level or at regional level or at national level on account
of inadequate road connectivity or due to poor roads or good roads or efficient road connectivity have not
been quantified due to which it is very difficult to precisely indicate the extent of negative and positive
accruals to respective economies. Further the positive impact on the economic growth on account of good
road and efficient connectivity are visible and a large number of examples are available all over the world.
The stress and attention which have been given by the Government in our country since mid-80s to the road
sector has been one of the factor of pushing Indias economy towards one of the fastest growing economy
category. In the current economic scenario the need of the hour is to have a review and re-look on the issues
and implementation strategy in the road sector. The economics of road sector calls for collaborative action
to build upon the success already achieved.
In the present scenario when there is an air of despair about health of economy, one may also look at the
positive signals which needs to be grabbed to turn around the economic scenario. The monsoon this year is
good which should set to yield a good harvest and, therefore, there may be a resultant spurt in consumption.
Thanks to the governments initiative and efforts some stalled projects in infrastructure are gaining traction.
The world economy is also turning towards betterment especially as per the signals coming from USA and
parts of the Europe. This coupled with the falling rupee should augur well for export oriented industry. The
INDIAN HIGHWAYS, September 2013
EDITORIAL
Current Account Deficit (CAD), high rate of inflation and the pace at which the rupee is depreciating are the
matters of concern which are contributing towards investors dis-interest in undertaking big tickets projects
with private sector financing.
The Indian currency (Rupee) is highly under-valued at this point of time and the current speed of depreciation/
hammering of Indian currency may not be on account of real reasons depicting the strength of the economy.
As per the available indicators, it may go up to a level of 67-68 (for US $) in the short term but the Indian
currency may regain some of its lost value in short to medium term and may settle in a range of 57-60
(for US $). In such a period of uncertainty and high currency fluctuation, the sector which are dependence on
import of material/technology, etc. the negative impact may be more visible. However, road sector may play
a very big role in strengthening Indian currency. The contribution in GDP terms, in financial terms and in
economic terms by the road sector both in direct terms and indirect terms needs to be optimized and proper
harnessing methodologies needs to be put in place. The good thing is that it is not very difficult to achieve.
The road sector can be a savior to the sagging Indian economy at this juncture. The requirement is to tap the local
and indigenous strength, to take steps to boost growth by creating the environment conducive to investment
by fast-tracking of road infrastructure projects, to encourage bilateral financing as well as technology transfer
in road sector. In addition more pronounced results may be available by undertaking innovative but much
needed steps for 'Innovation in Budgeting, Crowd Sourcing and most importantly Technical Audit of the
existing implementation process as well as financial & administrative impediments.
The road sector is perhaps the only sector which can create robust demand in semi-urban/semi-rural/rural
areas in the scenario of static or contracting demand in urban areas by fast tracking the road implementation
system. A large amount of foreign currency inflow in the tourism sector, health care sector, consumer sector,
etc. can be achieved provided the message of good, safe and efficient road network is emitted from the
foreign travellers on the Indian roads. This period also throws open excellent opportunity for capital good
sector to come with cutting edge indigenous road construction machinery & equipments. The slogan of
Self-reliance given earlier by Indias Prime Minister Late Smt. Indira Gandhi Ji has gained much more
importance today and the same should be adopted both in short and long term measures.
The aspects of current economic crisis may not have any parallel in the recent history. It needs careful
diagnosis for effectively managing the same. However, time tested solutions lying within to boost investment
in basic infra sectors coupled with faster delivery mechanism needs immediate attention. Among all sectors,
road infrastructure sector has the highest potential to arrest the economic slowdown. It is a force multiplier
for Indias trade, tourism, economy and inclusive growth leading to peoples welfare at large. Therefore, the
game changer capability of the road sector demands for granting it a separate category Strategic Economic
Infrastructure to make available adequate resources in all terms on priority basis to allow it to play its due
role in growth, growth and growth of Indian economy. Lets adopt Road Technomics.
We shall require a substantially new manner of thinking if human kind is to survive

Place: New Delhi

Dated: 21st August, 2013
Albert Einstein
Vishnu Shankar Prasad

Secretary General
3
th
Highlights of 200
Council Meeting
HIGHLIGHTS
OF THE 200th Council
Meeting OF THE
INDIAN ROADS CONGRESS HELD AT New Delhi
From 11th to 13th August, 2013
Some Pictorial Glimpses of 200th Council Meeting
Honble Minister of Road Transport & Highways,

Shri Oscar Fernandes being received by President, IRC,
Shri C. Kandasamy, Director General (Road Development)
& Special Secretary, MORT&H

Shri Oscar Fernandes being welcomed by Secretary General,
IRC, Shri Vishnu Shankar Prasad

Shri Oscar Fernandes meeting the members of the Reception
Committee

Shri Oscar Fernandes on way to the Council Meeting Hall
Honble Minister of Road Transport & Highways, Shri Oscar Fernandes on way to the Council Meeting Hall
Highlights of 200th Council Meeting
Honble Minister of Road Transport & Highways, Shri Oscar Fernandes visiting the IRC Books Stall at India Habitat Centre
Honble Minister of Road Transport & Highways, Shri Oscar Fernandes meeting the Executive Committee Members of IRC

Shri Oscar Fernandes being welcomed in traditional manner with
shawl by President, IRC, Shri C. Kandasamy, Director General
(Road Development) & Special Secretary, MORT&H at the
200th Council Meeting
A view of the dais during the 200th Council Meeting
Lighting of Traditional Lamp during the Council Meeting
Honble Minister of Road Transport & Highways, Shri Oscar Fernandes

addressing the Council of IRC during its 200th Meeting A history is made

Shri Oscar Fernandes addressing the Council of IRC

Shri Oscar Fernandes being presented Memento by
Secretary General, IRC, Shri Vishnu Shankar Prasad
Honble Minister of State for Road Transport & Highways,

Shri Sarvey Sathyanarayana being received by President, IRC
Honble Minister of State for Road Transport & Highways

Shri Sarvey Sathyanarayana being welcomed by Secretary
General, IRC, Shri Vishnu Shankar Prasad
Honble Minister of State for Road Transport & Highways, Shri Sarvey Sathyanarayana on way to the Council Meeting Hall

Shri Sarvey Sathyanarayana visiting the IRC Books Stall
at India Habitat Centre
A view of the dais during Inaugural Function of the

Lighting of Traditional Lamp during the

Honble Minister of State for Road Transport & Highways,

Shri Sarvey Sathyanarayana being welcomed in traditional
manner with shawl by President, IRC, Shri C. Kandasamy,
Director General (Road Development) & Special Secretary,
MORT&H at the 200th Council Meeting
Honble Minister of State for Road Transport & Highways, Shri Sarvey Sathyanarayana during
the Inaugural Function of the 200th Council Meeting

Honble Minister of State for Road Transport & Highways, Shri Sarvey Sathyanarayana Releasing new
IRC publications during the Inaugural Function of 200th Council Meeting
Release of IRC:113-2013 Guidelines for the Design and

Construction of Geosynthetic Reinforced Embankment on Soft
Subsoils during the 200th Council Meeting
First copy of IRC:113-2012 being presented to Guest of Honour

Lt. Gen A.T. Parnaik, SM, VSM, Director General Border Roads
Release of IRC:114-2013 Guidelines for Use of

Silica Fume in Rigid Pavements
First copy of IRC:114-2013 being presented to Guest of Honour

Shri V.K. Gupta, Director General (Works), CPWD
Release of IRC:SP:46-2013 Guidelines for Design and

Construction of Fiber Reinforced Concrete Pavements
First copy of IRC:SP:46-2013 being presented to Shri P.N Jain,

Immediate Past-President, IRC
Release of IRC:SP:50-2013 Guidelines on Urban Drainage
First copy of IRC:SP:50-2013 being presented to

Shri V.K. Gupta, DG (W), CPWD
Release of IRC:SP:97-2013 Guidelines on Compaction

Equipment for Roads Works
First copy of IRC:SP:97-2013 being presented to

Lt. Gen. A.T. Parnaik, SM, VSM, DGBR

being presented memento by President, IRC,
A view of the dais during National Anthem
10
Honble Minister of State for Road Transport and Highways,

Shri Sarvey Sathyanarayana delivering Inaugural Address
during the 200th Council Meeting
President, IRC, Shri C. Kandasamy, Director General

(Road Development) & Special Secretary, MORT&H
delivering Presidential Address
Vice President, IRC, Shri K.K.Y Mahindrakar, VSM,

delivering Welcome Address
Guest of Honour, Lt. Gen. A.T. Parnaik, SM, VSM,

Director General Border Roads, delivering his Address
Guest of Honour, Shri V.K. Gupta, Director General,

CPWD, delivering his Address
Secretary General, IRC, Shri Vishnu Shankar Prasad,

proposing the Vote-of-Thanks
11

Address by Honble Minister of Road Transport & Highways, Shri Oscar Fernandes Ji
during 200th Council Meeting of Indian Roads Congress
Shri Oscar Fernandes addressed the IRC Council during
the second day of 200th Council Meeting held at India
Habitat Centre, New Delhi from 11th to 13th August,
2013. A history has been created by this address, as
it was the first occasion when Honble Minister for
Road Transport & Highways ever addressed the IRC
Council while the Council meeting was in progress.
In his address, Honble Minister emphasized on use
of apt system of maintenance of roads, so that no rain
water stagnates on the surface of the road. Highlighting
the need of adequate drainage system both along &
across the roads, he gave the slogan of Rain-Drain,
Rain-Drain, which should be adopted to ensure that
the rain water flows into the drain.
The Honble Minister mentioned that ironically the
stagnation of water on the road surface is one of
the major causes of potholes as the stagnated water
ruptures the bituminous road surface at a faster pace.
He also emphasized upon the need for carrying out
immediate repairs to keep the roads potholes free and
impressed upon the concept of A stitch in time saves
nine. While appreciating the release of new Codes of
Practices, Guidelines and Specification by Indian Roads
Congress, Honble Minister advocated for regular
updation of the same to keep the road professionals
abreast with emerging/cutting edge technology, new
materials, equipment and methodologies.
Honble Minister stressed upon the need of not only
full use of working season but to complete the road
works at least one month before the onset of monsoon
so that people should be able to experience smooth
ride during monsoon period instead of bumpy ride.
The need to undertake protective and preventive
maintenance including thin overlay to timely seal
the ruptures/cracks in the road surfaces should be
12
practiced as was done earlier. Honble Minister

also mentioned that the Ministry of Road Transport
& Highways will soon issue the direction to all
road owning organizations for use of non-working
season for project preparation and relevant necessary
approvals. Highlighting the need for value for money,
Honble Minister touched upon the judicious usage
of resources while confirming enough availability of
funds to cater to the need of all roads.
Speaking on the occasion, Honble Minister gave an
innovative concept of containing road rage & bringing
sanctity on the roads and gave the slogan of Aap
Pehle. This shifting of mindset of the road users from
the concept of Main Pehle to Aap Pehle may help
in avoiding a number of accidents and will contribute
immensely towards enhancing the road safety.
On the need of structures on the road including
superstructure/underpasses, Honble Minister pointed
that proper assessment may be carried out before hand
to meet the aspirations of the people and they should
be so provided so that the sufferings of the people can
be alleviated. Highlighting the development taken
place under the Pradhan Mantri Gram Sadak Yojana
(PMGSY), Honble Minister supported the need
of providing connectivity to every house and home
through durable roads. The concrete roads provide an
alternative methodology but simultaneously Honble
Minister cautioned to keep in view the soil condition
and the climatic condition. Stressing the necessity
to examine and assess the reasons for carrying out
repeated repairing of any stretch of road, Honble
Minister highlighted the need of bringing research
from lab to practice/application in the field. Honble
Minister opined that dedicated funds may be raised
by levying a Cess under CSR for launching applied
research program on mission mode in the road sector

keeping in view that technologies are advancing fast
and the scenario for resources/materials is changing
every day. It may not be feasible in next few years to
make available sand and gravel as easily as is available
now and todays scenario is much worse than what was
existed few years ago. Therefore, the good things of the
past, good practices of the past and the good experience
of the past should be recorded and disseminated for
the benefits of the people. Highlighting this concept
of pooling of experience, Honble Minister impressed
upon the need of obtaining suggestions and ideas

from all involved with the project to achieve inclusive
participation and finding optimal solutions besides
faster execution of the work.
Ending the address on a positive note, Honble Minister
appreciated the role being played by IRC in furthering
the efforts of the Government in the road sector and
desire to have regular interactions with fraternity of
IRC on both formal and informal basis.
Address by Hon'ble Minister of State for Road Transport & Highways Shri Sarvey Sathyanarayana Ji
during Inauguration of 200th Council Meeting of Indian Roads Congress held at New Delhi from
11th to 13th August, 2013
Its my privilege and honour to be here today amongst
the stalwarts of Road sector on the occasion of
Inaugural function of the 200th Mid Term Council
meeting of Indian Roads Congress in New Delhi.
This is my 2nd opportunity to inaugurate the Council
meeting of IRC, first one was the 73rd Annual Session
of IRC at Coimbatore on 8th January this year, which
I am told was a grand success. I would like to share
my heartfelt appreciation on the working of this
organization and its unrelenting efforts for Highway
development in the country. Indian Roads Congress
(IRC) is a pivotal organization which provides a
common platform for pooling of wisdom of highway
engineers and practitioners from all over the country
which is being used in development of Standards,
Specifications, Code of Practices, Guidelines,
research based State of art Reports, etc. on various
aspects of road and bridges. IRC is tirelessly
working to incorporate the latest and best industry
practices in these Codes and has achieved many a
milestone in this endeavour. Notably, IRC has done
a commendable job in ensuring common benchmark
by publishing Standards in road construction for
ensuring uniformity all over the country. It has
also kept the knowledge base broad and updated to

International Standards. These Standards are of great
help in planning, designing, implementation of road
construction and maintenance programmes both on
National Highways as well as for other categories of
Roads. It is on the strength of the IRC documents that
country could dream of taking massive initiatives in
road sector. Today Indians can take pride of witnessing
the World biggest road development programs which
are being undertaken in this country under the UPA
Governments initiatives which includes National
Highways development Programme (NHDP), Special
Accelerated Road Development Programme in North
Eastern Region (SARDP-NE) and PMGSY scheme
for rural roads.
Road infrastructure contributes not only to the
economic growth of the nation but also helps in
poverty alleviation and generation of employment. It
is necessary that all of us join hands with the Highway
Engineers to provide world class roads to our Citizens,
thereby facilitating safe & efficient access to education,
health and well-being, within the context of inclusive
and sustainable development. UPA Government has
given a thrust to all areas of infrastructure in the
13

country. It is no more a secret that the highway sector
in the country is witnessing a significant increase in
activities, in recent years. The Government has made
substantial efforts to tackle the constraints being faced
by the road sector and through continuous reform
measures the same are being addressed. Apart from
government-financed construction activities, there is
a policy to encourage private-sector financing in roads
through Public Private Partnership (PPP) mode. In
addition the World Bank, ADB & other multi-lateral
agencies are also financing the Indian road sector.
But, with the growing road construction industry,
environmental burdens are not far behind because of
the use of resources, the emission of pollutants and
global warming, which affect society at large. Roads
have significant impacts on both nearby communities
and the natural environment. New roads bring
development to previously underdeveloped areas,
sometimes causing significant effects on sensitive
environments and the lifestyles of indigenous people.
strategy is paying by reducing the amount of fuel that

vehicles waste in stop-and-go traffic, leading to lower
releases of greenhouse gases from vehicles. India is
soon going to have one of the worlds most extensive
road networks through various phases of the National
Highways Development Project, SARDP-NE and
PMGSY program planned by the Government.
With the improvement in road conditions, the users
are also willing to pay for user fees (Toll) which
is augmenting the financial resources. The issue
of setting up a regulatory body is under active
consideration of the government which will boost
more investment in the sector. Thus UPA Government
under the inspiring leadership and guidance of Madam
Sonia Gandhi Ji, dynamic and energetic Honble
Prime Minister of India Dr. Manmohan Singh Ji and
Shri Oscar Fernandes Ji, Honble Union Minister
of Road Transport & Highways has been taking all
necessary steps to address and resolve all important
issues of the road sector.
Today, in the context of large investments in the

road transport sector, the Indian Roads Congress
has assumed a much greater significance than ever
before. The Indian Roads Congress, therefore,
has an uphill task to come up to the expectations
in evolving standards for innovative environment
friendly materials and processes in planning, design,
operation, construction and maintenance of roads and
bridges in the country. It is heartening to note that to
this end the Indian Roads Congress is promoting new
materials and techniques for use on our roads. I have
been told that these new materials and techniques are
being accredited, based on the research carried out in
our county and other foreign countries.
The perception of the people regarding maintenance

and upkeep plays an important role in any sector
and the road sector is also not an exception. The
maintenance and that too effective maintenance of
the roads especially during the monsoon period is an
important issue which requires putting in place a cost
effective maintenance & rehabilitation framework
and guidelines. I am told that Indian Roads Congress
have brought out a number of Guidelines covering
different aspects of maintenances and new Guidelines
are being framed to improve the performance and
durability of the treatment/interventions measures.
Our Government will eagerly await the publication
of these new Guidelines. I would like to mention
that appropriate maintenance strategies preserve the
national assets and the road infrastructure is one of the
most valuable National assets.
Our UPA Government is committed to an allround development of road network in the country.
Strategically, adding lanes to existing highway and
upgrading existing roads in initial phase will reduce
greenhouse gas emissions by easing congestion. This
14
Proper implementation of various road projects

is the most important aspect. This requires higher

professional ethics and commitment to ensure that
roads constructed at such high cost are long lasting
and do not deteriorate prematurely. These are National
assets and they should be managed like other assets
so that we get good quality roads and they need to
be maintained efficiently with proper strategy and
planning. We should consider proactive approach
in maintenance instead of attending to very badly
damaged roads, by way of crisis management, as is
the case so far. I, on this occasion, make an earnest
appeal to the entire highway engineers gathered here,
including representatives of Contractors, consultants,
Concessionaires, engineers from State PWDs and other
departments to take a pledge in not compromising on
the quality of construction besides completing the
road projects without time & cost over-run. Such a
commitment will go a long way in providing durable
roads, conserving scarce material like aggregates,
sand, earth, requiring minimum maintenance.
I am told that IRC is developing the Manual for
Expressway, Manual for Six-Laning, Rural Road
Guidelines, etc. which will be discussed and finalized
during this Council Meeting. Such documents of
IRC will provide the much needed support to the
governments initiative in the road sector and my
government duly recognizes the contribution of
IRC in the National building programmes of UPAs
government.
Another very important issue to which I would like
to draw the attention of Experts is the road safety.
During the year 2011, there were around 5.0 lakh road
accidents resulting in the deaths of over 1.42 lakh
people. Each day, nearly 390 people die on our roads.
In India, more than half of road accident victims are
in the age group 20-65 years, the key wage earning
and child raising age group. The loss of the main
bread earner and head of household due to death or
disability can be catastrophic, leading to lower living
standards and poverty, in addition to the human cost
of bereavement. This is an unacceptable price to pay

for mobility. It is imperative that the Government
reaches out to the people to spread the message of road
safety. Education and awareness will go a long way
to bring about a change in the attitude and behavior
of our people. There is a need to address the issue of
road safety through not only multi pronged strategy
but also through innovative approach. Recently our
Ministry took a landmark initiative to save lives of
accident victims by providing prompt and appropriate
medical care during Golden Hour, and thereby
reduce fatalities in road accidents. A Toll free
No.1033 has been started for reporting of accidents.
A 24x7x365 Call Centre has been set up to receive
reports of accidents, deploy nearest ambulance and
alert local police authorities, hospital and Road Safety
Volunteers. Six Advance Life Support and five Basic
Live Support Ambulances fitted with GPS device
have been deployed to transport accident victims to
the nearest hospital. 61 local youth nominated by
Nehru Yuva Kendra Sangathan (NYKS) have been
enrolled as Road Safety Volunteers to provide First
Aid to accident victims, assist in their shifting to
hospital and monitor treatment. The Road Safety
Volunteers were trained in first aid by All India Institute
of Medical Sciences (AIIMS). 44 private hospitals
have been empaneled to provide treatment at CGHS/
AIIMS rates. In addition, there are seven Government
hospitals located on the stretch. Cashless treatment
for first 48 hours within overall ceiling of Rs.30,000/will be provided if the accident victim is admitted in
a private, empaneled hospital. Ministry has recently
launched this cashless scheme as a pilot project on
Delhi-Jaipur Highway to encourage road safety and
for the convenience of the general public. After
successful launch of the pilot project, a few more pilot
projects on other NH stretches are being considered by
our Ministry. Data from the Pilot Project(s) would be
used for formulating a pan-India scheme for cashless
treatment of road accident victims.
15

Ministry of Heavy Industry and Public Enterprises
has sanctioned a project for crash investigation of
serious accidents through NATRIP and IIT, Delhi, for
which they have allocated Rs.1.19 crore from auto
cess fund.
I am happy to learn that under new initiatives of IRC,
two Pan India Programmes are being planned one for
creating pool of Road Safety Auditors and other being
involving young school children under road safety
programme, which I am told will be reaching to every
household in the country. My compliments to IRC for
the same.
I am sure that the deliberations during this Council

Meeting would be quite useful for the highway
profession and they will enrich knowledge regarding
road construction & maintenance techniques without
compromising quality, durability, serviceability, safety,
health and environment. It will guide the Government
in deciding the future road infrastructure needs of
the country. I am told that to achieve this objective
IRC is getting some assistance & help from the
World Bank revise/up-date Guidelines, Standards and
Specifications comparable to international standards.
This effort of IRC is really commendable.
Presidential Address by Shri C. Kandasamy, Director General (Road Development) &

Special Secretary, Ministry of Road Transport and Highways
It is a matter of great honour and privilege for me
to welcome you all as President of IRC on the
occasion of 200th Council Meeting of this Apex
organization in the road sector. On behalf of entire
fraternity of IRC, I feel honoured to welcome Honble
Minister of State for Road Transport & Highways,
Shri Sarvey Sathyanarayana Ji who had agreed to spare
his valuable time to be amongst us today and bless the
event. Sir we are indeed very grateful to you.
As you all know very well that Indian Roads Congress
is instrumental in bringing uniformity in planning,
design, construction, maintenance and operation of
all categories of roads and road infrastructure in the
Country. During its journey spread over 79 years
(since 1934), the role and responsibilities of IRC have
increased manifold. I am happy to mention that IRC
has stood all demands and pressures and with each
passing day it is striving to achieve higher levels of
excellence.
Since the last Council Meeting, IRC have made many
more strides in spreading its reach. I am happy to
mention that the student fraternity is being associated
by IRC, and in this direction a national event Transport
16
Infrastructure Congress & Expo-2013 was organized

at MNIT, Jaipur as a collaborative endeavor with the
educational institutions. I am told that in this event,
students from 25 engineering colleges and universities
from various States had participated and showcased
their talent and capabilities through working models
and posters on real life issues in the road and road
transport sector. The event was so successful that
MNIT Jaipur, I am told, have planned to organize it
on an annual basis.
The IRC is also collaborating with research institutions
at regional level, with intent to pool experience and
expertise to provide various optimal solutions, to
address road infrastructure related issues. In this
series, a Workshop-cum-Seminar was organized in
collaboration with Highway Research Station (HRS),
Chennai on 26th April, 2013 on the topic Possible
Solutions in the City Transport System, including
Pedestrian Segregation and Automated Parking
Facilities
For the last two decades, India has been witnessing
exponential growth in registered vehicles. This is
resulting in greater demands from various segments

of the vehicle users. The improvement in per capita
income has also resulted in higher aspirations of the
road users. To cater to the needs and demands of the
road users, Government has launched the biggest road
development programme in the Country, and I am
happy to mention that Indian Roads Congress fraternity,
is contributing to this nation building efforts of the
Government, by bringing out the Code of Practices,
Guidelines and Manuals, adapting the cutting edge
techniques/technologies and new materials.
I take this opportunity to mention, that today IRC can
claim to be a global organization with whom some
of the highly reputed road organizations in the World
are getting associated. In November an International
Seminar is being organized in association with the
Government of France & PIARC at New Delhi on
the theme of Experience gained in PPP Projects.
The Japan Road Association (JRA) have shown keen
interest in associating with Indian Roads Congress,
and have proposed a Memorandum of Understanding,
which may allow access to the best techniques and
technologies of Japan in the road sector.
We all know that the present decade is the decade
of innovation as declared by Govt. of India. No
Organization and sector can move on sustainable basis
unless the concept of innovations and research are
given due attention. I am happy to mention that Indian
Roads Congress is moving on the path of growth and
development in this niche area as well. Initiatives are
being taken towards innovative concepts of skywalks
and to use municipal waste/mining and industrial
waste, etc. in road construction. The green initiative
being taken by IRC which includes techniques for
material conservation, will go a long way in providing
sustainable solutions to road owning organizations in
the Country. The use of waste by-products may help
in freeing the landfills to benefit the people at large,
thereby creating win-win situation for both the civic
agencies and the road sector.
It is my pleasure to mention that for the first time

the Indian Roads Congress is bringing such a large
number of documents before its Council for approval.
This has become possible only because of the
unprecedented and tireless efforts made by all the
Technical Committees of IRC and IRC Secretariat.
This is also due to the greater faith reposed by road
owning agencies, and the government organizations
including Planning Commission, Ministry of Rural
Development and Ministry of Road Transport &
Highways.
I am also happy to mention that the Manual for
Specifications & Standards for Expressways has been
prepared in a record time of just six months and on
behalf of IRC, I extend my compliments to the Expert
Group, G-1 Committee & H-7 Committee, without
whose efforts this could not have been possible.
During this Council meeting, important documents which
will be discussed also includes revision of Six Laning
Manual in which the concept of pedestrian segregation
through pedestrian pathways is getting introduced.
Toilets on lay-bye areas are also being considered to
enhance road safety. The present decade is the decade of
action for road safety as declared by United Nations, and
the segregation of vulnerable pedestrians will be a major
initiative in achieving road safety.
Today during this 200th Council Meeting, we will be
witnessing a rare event with 5 Codes/Guidelines being
released at the hands of Honble Minister. Sir, these
Guidelines & Codes which are covering the crucial
areas of this important segment of infrastructure,
would help the road sector professionals to create
better road facilities.
I am happy to mention that World Bank have taken
special interest and initiatives to associate with IRC
in road safety areas, and discussions are under way
for associating the experts of World Bank and IRC in
17

formulating new Guidelines/Code of Practices. Also
a programme is being worked out in consultation
with the World Bank to create a pool of road safety
auditors on Pan India basis. These will go a long way

in achieving the aim of reducing the road accidents to
50% from the current level by the year 2020.
Address by Guest of Honour Lt. Gen. A.T. Parnaik, Director General Border Roads Organization,
SM, VSM during Inauguration of 200th Council Meeting of Indian Roads Congress held at
New Delhi from 11th to 13th August, 2013
Speaking on the occasion, Lt. Gen. A.T. Parnaik,
SM, VSM highlighted the need to learn lessons from
unprecedented devastation taken place in Uttarakhand
due to natural calamity on account of cloud burst
coupled with landslides and floods. During this
tragedy severe damages to the road network have
taken place and a number of bridges have washed out.
The changes in the climatic conditions are required
to be assessed and addressed. The impact assessment
of cloud burst and melting glaciers in the Himalayan
region is utmost priority now. To serve our people in
a better way there is an urgent requirement for better
early warning systems which can be based on the
sophisticated radar/equipment India is already having.
He also highlighted the need of a single organization
to plan the road network especially in the hilly terrain
instead of multiple agency system existing at present.
Such a single agency may be provided with all the
required support viz. trained manpower, engineers
& professionals, cutting edge technology and clear
goals with due coordination & cooperation from other
organizations so as to enable such organization to
meet the challenges on sustainable basis.
He impressed upon the importance of maintenance
of ecological balance in the fragile terrain especially
in the hilly region. Towards this, close coordination
and cooperation between the research agencies and
other organizations including irrigation departments
constructing the dams is required to develop appropriate
strategy and methodology. The challenges being posed
by global warming are emerging to be a significantly
18
important factors which are affecting the functioning

of environmental measures especially in Himalayan
region. The problem is not confined to India only but a
number of nations across the globe are facing similar
problems of unprecedented climatic changes leading
to heavy rainfall and floods. He further mentioned that
now the road research and technology have to raise
the bar to find solutions to this burning problem which
are assuming big proportion as time passes. Research
has to be a more meaningful and oriented towards
sustainable infrastructure. In this context he cited the
example of Korea which has launched a road which is
now charging electric driven buses. He cited similar
examples how the problems of pollution, safety,
speed reduction, etc. can be addressed by meaningful
research.
Another point he highlighted was sharing of research
among the academic and research organizations.
He stressed on the need for more coordination and
sharing of research activities which can save efforts of
research community and accelerate research activities
for the larger benefits of people around the world. The
policy guidelines should be guided by the strategic
environment and the research should be aligned to
develop specifications for construction, maintenance,
sustainability so that integrated approach could be
evolved to provide better infrastructure. He thanked
the IRC for its efforts in bringing out relevant
publications and offered his assistance in its endeavor
to achieve higher goals.

Address by Guest of Honour Shri V. K. Gupta, Director General (Works), CPWD during Inauguration
of 200th Council Meeting of Indian Roads Congress held at New Delhi from 11th to 13th August, 2013
Shri V. K. Gupta, DG (Works), CPWD applauded the
efforts of IRC in bringing together the vide gamut of
expertise in the road sector and pooling of experience
of the Experts from all over the country on a single
platform. The leadership of IRC in the road sector is
well known and road engineers take pride in associating
with IRC. He mentioned that the challenges before
the engineers on the issue of sustainability, economy,
efficiency and innovations are much more than before
and in addition the emerging global trends, climatic
changes and increased pressure for conservation of
natural resources or non-availability of traditional
materials are making these challenges much more
difficult.
He emphasized that the time has come that the
sustainability criteria should be considered as the
bedrock in the engineer practice rather than as an
option. To achieve this goal he expressed the need for
developing multi-disciplinary competencies to capture
the social environment parameters and dovetailing
them in engineering and economic decision making
as the call of the day. He also flagged the issue of

climatic change and global warming and its adverse
effect which at this stage is playing havoc with the
humanity specially in hills.
He stressed for the need of streamlining the process
and methodologies right from the stage of project
conceptualization DPR preparation, tendering
and timely execution so that the efficient delivery
mechanism is maintained throughout the project.
To this end, the use of latest technology like Digital
Terrain Modeling (DTM), Geometric techniques
for road construction in hill areas, etc. may also be
explored. He also expressed the need for harmonization
of synthetic and natural material such as Bamboo
and Jute for geosynthetic applications for control of
erosion in green field areas. The technology has to be
promoted by the domain experts who should shoulder
the responsibility for making the solution cheaper and
sustainable for the people. He expressed his thanks to
the IRC and urged the Council to also deliberate on
these important aspects.
Release of New Publications of IRC

Honble Minister of State for Road Transport &
Highways Shri Sarvey Sathyanarayan Ji released the
following five new Publications of IRC during the
200th Council Meeting of IRC held at New Delhi from
11th August to 13th August, 2013:1.
IRC:113-2013 Guidelines for the Design

and Construction of Geosynthetic Reinforced
Embankments on Soft Subsoils.
2.
IRC:114-2013 Guidelines for Use of Silica

Fume in Rigid Pavement.
3.
IRC:SP:97-2013 Guidelines on Compaction

Equipment for Road Works
4.
IRC:SP:46-2013 Guidelines for Design &

Construction of Fiber Reinforced Concrete
Pavements.
5.
IRC:SP:50-2013
Drainage.
Guidelines
on
Urban
Gist of Proceedings of 200th Council Meeting of IRC

The three day Council Meeting held from 11th to 13th
August, 2013 comprised of three events:- Council
Meeting of IRC on 11th 12th August, 2013; Highway
Research Board (HRB) Meeting on the forenoon of 13th

August, 2013 & Meeting of E-in-Cs/Chief Engineers
of all the States in the afternoon of 13th August, 2013.
19

During the Council Meeting the following amendments
and documents were considered. After detailed
deliberations the same have been approved.
1.
2.
Draft Amendment to Clause Nos. 219.5.1 And

219.9 (ii) of IRC: 6-2010 finalised by Loads
and Stresses Committee
Draft Amendment to Fig.13 of IRC:6-2010
finalised by Loads and Stresses Committee
3.
Draft "Manual on Specifications and Standards

for Expressways"
4.
Draft Amendment to IRC:112-2011 Code of

Practice for Concrete Road Bridges finalised
by Concrete (Plain, Reinforced and PreStressed) Structures Committee
5.
Draft Amendment to Table 3 of IRC:56-2011

Guidelines For Steel Pedestrian Bridges
(First Revision) finalised by Steel & Composite
Structures Committee
6.
Draft First Revision of IRC:SP:55-2001

Guidelines on Traffic Management in Work
Zones finalized by Transport Planning and
Traffic Engineering Committee
7.
Draft "Guidelines for Use of Cold Mix

Technology in Construction and Maintenance
of Roads using Bitumen Emulsion finalized
by Road Maintenance and Asset Management
Committee
8.
Draft "Guidelines for Structural Evaluation of

Flexible Road Pavements using Falling Weight
Deflectometer (FWD) Technique" finalized By
Flexible Pavement Committee
9.
Draft "Specifications for the use of Waste Plastic

in Hot Bituminous Mixes in Wearing Courses"
finalized by Flexible Pavement Committee
10.
Draft Revision of "Manual of Specifications and

Standards for Six Laning of Highways through
Public Private Partnership"
20
11.
Draft Revision
of
IRC:SP:62-2004
Guidelines for Design & Construction of
Cement Concrete Pavements for Rural Roads
finalized by Rigid Pavement Committee
12.
Draft Revision of IRC:107-1992 Specification

for Bitumen Mastic Wearing Courses finalized
by Flexible Pavement Committee (H-2)
During Council Meeting, the following Presentations

on New Material/New Technology/Techniques/
Equipment/New Initiatives, etc. were made:1.
Presentation on Eliminator mma resin based

cold spray applied bridge deck waterproofing
system and highway maintenance products by
Mr. James Hopper.
2.
Presentation on Secured Movement of

Pedestrian Along/Across Congested Roads
An Application of Skywalk Facility by
Prof. P.K. Sarkar, School of Planning &
Architecture, New Delhi
3.
Presentation on Modern Construction

Equipment for Road Building in India by
Shri Raghavendra Naik, M/s Volvo
4.
Presentation on New Initiatives on PMGSY

Programme by Shri P.K. Katare, Director,
NRRDA
5.
Presentation on Daft Guidelines for Design

& Construction of Mega Coastal Sea-links in
India by Dr. V.K. Raina
6.
Presentation on RBI 81 by M/s Alchemist

Touchnology Limited.
7.
Presentation on Study on Rutting Criteria

for Flexible Pavement Design APTF by
Shri M. N. Nagabhushana, CRRI
8.
The Council paid the tribute to the members of

IRC, who had departed for heavenly abode since
the last Council Meeting held at Coimbatore till
31st July, 2013.

Pictorial Glimpses of the Participants in the Event
Dr. Lakshmy Parameshwaran, Member Secretary,

B-2 Committee presenting Draft Amendments to IRC:6-2010
Shri Ninan Koshi, Convenor, B-4 Committee presenting the

Draft Amendments to IRC:112-2011 Code of Practice for
Concrete Road Bridges
Shri S.C. Sharma, Team Leader of the Expert Group presenting

the Draft Manual on Specifications and Standards for
Expressways
Shri A.P. Bahadur, Convenor of the Sub Group, H-1 Committee

presenting Draft Revision of IRC:SP-55 Guidelines on
Traffic Management in Work Zones
Dr. P.K. Jain, Convenor of the Sub Group, H-6 Committee

presenting Draft "Guidelines for Use of Cold Mix Technology
in Construction and Maintenance of Roads Using Bitumen
Emulsion
Mr. James Hopper, presenting on Eliminator" mma resin

based cold spray applied bridge deck waterproofing system and
highway maintenance products
21
Dr. K. Sudhakar Reddy, Member, H-2 Committee presenting the

Draft "Guidelines for Structural Evaluation of Flexible Road
Pavement using Falling Weight Deflectometer
(FWD) Technique"
Dr. Sunil Bose, Co-Convenor, H-2 Committee presenting

the Draft "Specifications for the Use of Waste Plastic in Hot
Bituminous Mixes in Wearing Courses"
Prof. P.K. Sarkar, Co-Convenor, H-8 Committee presenting the

document on "Secured Movement of Pedestrian Along/Across
Congested Roads An Application of Skywalk Facility"
Shri S.K. Puri, Convenor, G-1 Committee presenting the Draft

revision of IRC:SP:87-2010 "Manual of Specifications and
Standards for Six Laning of Highways through
Public Private Partnership"
Dr. B.B. Pandey, Convenor of the Sub Group, H-3 Committee

presenting the Draft Revision of IRC: SP:62 Guidelines for
Design & Construction of Cement Concrete Pavements
for Rural Roads"
Dr. P.K. Katare, Director, NRRDA presenting "New Initiatives

on PMGSY Programme"
22
Dr. V.K. Raina, International Expert presenting Draft "Guidelines

for Design & Construction of Mega Costal Sea Links in India"
A view of the Participants during the Council Meeting
View of the dais and the Participants during the 200th Council Meeting
View of the Participants during the 200th Council Meeting
View of the Participants of the 200th Council Meeting paying

tribute to the departed souls
23
TECHNICAL PAPERS
TEXTURE DEPTH DETERMINATION FOR SAND MIX ASPHALT

MODIFIED WITH SULPHUR, SLURRY AND FLYASH
M. Satyakumar*, R. Satheeshchandran** and K.C. Wilson***
ABSTRACT
The road surface characteristics that affect primarily the users are
safety and riding quality. These characteristics are in turn related to
surface texture (macro texture), which influences water dispersal
and ability of a tire to contact the road surface. This paper deals
mainly with texture depth contribution to tire pavement contact.
Three test stretches, each having a length of 275 m were made
for the study by adding mineral fillers such as flyash, slurry and
sulphur with beach sand and bitumen at different combination and
conduct skid and texture depth tests at two times in an year. A
stepwise regression analysis was used, to indicate the separate and
distinct effect of several mixture properties such as percentage
of airvoids, flow value and unit weight on the texture depth of
the experimental surface mixtures along with the skid resistance.
Based on this field studies and statistical analysis conclusions are
made.
INTRODUCTION
Flexible pavements are the most common pavement

structure in all over the world. The top layers of
the structure are bituminous mixtures. Apart from
the quality and performance of asphalt mixes it is
important to determine the resistance to skid and
surface evenness. In the early stages, surface evenness
maintenance work was confined to remedying potholes
and assessment of wet weather skid resistance. Since
then, in response to rapid growth, most countries have
been concerned with road traffic surface evenness,[6]
the skid resistance of highway pavements, particularly
when wet condition as a serious problem due to
continuous rise in traffic speeds and densities.
The surface texture of a pavement or runway is
important for the safety aspect of the running surface.
A good surface texture is necessary at high vehicle
speeds to facilitate rapid drainage of water from the
surface and to utilise the tyre tread rubber to absorb
some of the kinetic energy of the vehicle. There are
*
Professor,
**
Asst. Professor,
great numbers of road factors influencing the tire road

interaction in a variety of ways. These factors are related
to road geometric design, road surface factors (type
of binder, aggregate texture, roughness and microtopography)[2]. The three primary factors influencing
the skid resistance performance of bituminous
roadways are pavement distress, macro texture and
micro texture. Macro-texture is the result of the size,
shape, and arrangement of aggregate particles in the
mix. The material properties that have direct influence
on skid resistance are the type, size (gradation), shape,
wear state, and the resistance to polishing wear.
Goel et al. indicated that the co-efficient of friction
is significantly affected by the property of materials
used in the preparation of bituminous mixtures[4].
The mixture properties such as flow value, air voids
and unit weight are also affecting the skid resistance
of a flexible pavement. There are lot of studies so
far conducted by various agencies for exploring the
aggregate properties and gradation[3,5,8]. In this paper
an attempt is made to correlate the mixture properties
to the texture depth and skid resistance. The main
goal of this paper is to analyze the influence of road
surface texture of sand asphalt pavement modified
with various mineral fillers on skid resistance.
Skidding, i.e. loss of adhesion between a vehicles
tyres and the road surface occurs in many road
accidents whether or not it is the actual cause of the
accident. Over the years, tyre manufacturers have
done a lot of research into different types of rubber and
tread patterns to improve the safety of motor vehicles.
Many state governments have introduced regulations
concerning the tread depth and general condition of
the tyres. The tread rubber is a material capable of
Department of Civil Engineering, College of Engineering, Trivandrum
*** Former M. Tech Student,
24
TECHNICAL PAPERS
large, almost totally recoverable deformations. The
pavement surface is considered as completely rigid and
unyielding. Pavement surface micro asperities distort
tire rubber; this is the first component of tire pavement
friction-deformation (Hysterisis) component. Any
individual rubber surface particle goes through a
deformation cycle as it passes over pavement asperity.
The second component of tire pavement friction is
the adhesion developed between the rubber and the
extruded pavement surface material[1]. It has been
shown that adhesive component of friction is speed
dependent, whereas the hystresis component is
relatively independent of speed except at high speeds
where it decreases as the tire gains heat.
The physical characteristics such as Penetration,

Softening Point, Ductility and Specific Gravity
were evaluated in laboratory as per IS:1203-1978,
IS:1205-1978, IS:1208-1978 and IS 1202. The results
obtained are given in Table 1.
2 PRESENT STUDY
2.4 Mineral Fillers
In the present study surface texture of the sand asphalt

base course layer was explored using skid resistance
test and sand patch test. Three types of mineral fillers
such as slurry, a waste product obtained from the
production of manufactured sand, flyash and sulphur
are used in different combination along with beach
sand and ordinary bitumen to improve the properties
of mixture and explore the scope of beach sand as
an alternative to the aggregates. Three test stretches,
each having a length of 300 m were laid at Konni,
Pathanamthitta district, Kerala for best understanding
of the performance.
As the beach sand and bitumen mix alone are not

suitable for use because of its low stability, high air
voids and high bitumen requirement, three fillers such
as sulphur, fly ash and slurry were identified from the
laboratory experiments and used in this investigation.
The specific gravity and source of each filler material
used for the study is depicted in the Table 2.
2.1 Materials Used

The materials used in the preparation of sand asphalt
surface course include bitumen, beach sand and
mineral fillers.
2.2 Beach Sand
The beach sand which is free from debris was collected
from Kollam Beach, Kerala, for the preparation
of sand asphalt mixture. The specific gravity of the
beach sand was found out using Pycnometer method
and is obtained as 2.30 and uniformity coefficient is
obtained as 1.5.
2.3 Bitumen
Ordinary bitumen of grade 60-70 was collected from
Cochin Refinery was used for the mix preparation.
Table 1 Physical Properties of Asphalt

Test Description
Results
Standard Values as
per IRC
Penetration at 25C
(1/10 mm)
63
60 to 70
Softening Point C
53.5
40 to 55C
Ductility, cm
96 cm
>75 cm
Specific Gravity
1.012
0.97 to 1.02
Table 2 Specific Gravity and Source of Filler Materials

Sl. No.
Filler
Material
Specific
gravity
Sulphur
1.96
Local Market
Fly ash
2.45
Hindustan Newsprint,
Kottayam
Slurry
2.80
Poabs Group, Trivandrum
Material Source
2.5 Material Proportioning and Mix Design

Different combinations of fillers along with beach
sand and bitumen were tried in the laboratory and the
best combinations found out which have better mix
properties. Three types of mixes were considered in
the laboratory such as beach Sand-Slurry-Asphalt
(S-Sr-A), Sand-Asphalt-Sulphur (S-A-S) and
Sand-Fly ash-Asphalt-Sulphur (S-F-A-S) and explored
the properties by using the standard test conditions.
From this the best combination was selected and laid
in the field. The properties of the mix are depicted in
the Table 3.
25
TECHNICAL PAPERS
Table 3 The Properties of Mix
Sl. No.
1
2
3
Mix Combination
Sand -Slurry- Asphalt

Sand-Asphalt-Sulphur
Sand-Fly Ash-AsphaltSulphur
Mix
Proportion
70-20-6
85-4-11
42-42-4-12
Marshall
Stability
(kN)
4.15
9.00
13.20
2.6 Field Tests

The Sand Patch Method was used to determine the
texture depth of experimental test stretches. The tests
were carried out two time of an year, one immediately
after the compaction, i.e. in summer season and the
other after a season i.e. in rainy season. The test
is carried out as per the modified test method of
Tex- 436-A, Measurement of Texture Depth by Sand
Patch Method, Texas Highway Department[7]. The
texture depth was determined from the sand-patch
diameter obtained from the field test by using the
formula, T=4v/(d4) where, T is the texture depth, v
is the volume of sand and d is the average sand-patch
diameter. The pictorial representation of texture depth
determination is given in the Fig. 1.
Fig. 1 Pictorial Representation of Sand Patch Method
Load
Repetitions
Deformation
(mm)
395
636
828
12.58
9.94
6.67
Stiffness
Modulus
(Mpa)
425.2
792.3
1161.6
The skid resistance of the pavement was also tested by

using the BS Pendulum Skid Resistance Tester. The
tests are carried out in two times one is immediately
after the compaction and other one is on the next season
i.e. at the end of rainy season. The tests were done as
per the procedure adopted in TRRL1969 report.
3
DISCUSSION AND ANALYSIS OF THE

RESULTS
To indicate the separate and distinct effect of the

mixture properties on the skid resistance of the
experimental asphalt surface mixtures, the particle
and composition effect were analyzed statistically
in association with the Texture Depth (TD) obtained
from various mix compositions. In addition of skid
resistance, airvoids, flow value and unit weight were
also included as independent variables for possible
association with the TD. The analysis was facilitated
by the use of stepwise regression equation in stepwise
manner using the SPSS statistical software. The
texture depth and skid resistance obtained is depicted
in Table 4.
Table 4 Texture Depth of and Skid Resistance of Test Stretches
Sl. No. Mix Combination

1
S-Sr-A
2
S-A-S
S-F-A-S
26
Season
Summer
Rainy
Summer
Rainy
Summer
Rainy
Average Skid Resistance

68.17
53.33
70.33
56.42
71.42
59.50
Average Texture Depth (mm)

0.42
0.45
0.47
0.48
0.48
0.52
TECHNICAL PAPERS
From the table it is seen that the average skid resistance
values varies from 68.17 to 71.42 in summer season
and from 53.33 to 59.5 in rainy season and S-F-A-S
mix offers the maximum skid resistance in both
season. Texture depth data is varying from 0.42 to
0.48 mm in summer season and 0.45 to 0.52 in rainy
season. S-F-A-S mix offers the maximum texture
depth in both seasons. The variation of texture depth
in rainy season may be due to the raveling occurred
because of the heavy rains in Kerala region regardless
of composition of the mixture. The texture depth
variation with respect to the combination of mixes is
shown in the Fig. 2.
Fig.2 Comparison of Texture Depth
The texture depth resulted from sand patch test were

correlated with the skid resistance the relation is plotted
in Fig.3 and is seen to be linear with a correlation
coefficient of 0.804 for summer season and 0.902 for
rainy season.
3.1
Statistical Analysis of the Results
The data were analyzed statistically for association

with the skid resistance and texture depth units obtained
from various mix combinations. In addition of this the
percentage of air voids, unit weight and flow value of
mixes were also included as independent variables for
possible association with the skid resistance and texture
depth. In each case, the various independent variables
were inserted one at a time until the most significant
parameter was obtained. The order of insertion was
determined by using the partial correlation coefficient
as a measure of relative importance of the variables
not yet in the equation, as variables was entered
in the regression, the P-value for each variable in
the regression at any stage of the calculation were
evaluated and compared with preselected percentage
point of P-value. To indicate the separate and distinct
effects of aggregate factors on the skid resistance and
texture depth of the experimental asphalt mixtures,
cross tabulations on variables of interrelation were
also made to identify the relationship among variables
relevant to skid resistance and texture depth of filler
modified sand mix asphalt and contribution of particle
and composition indexes of paving mixture. All the
variables Air Voids in the total mix (AV), Flow Value
(FV) and Unit Weight (UW) were considered initially.
The value for each independent was systematically
checked at a confidence level of 95 percent, any
variable which is not significant were left out, and
analysis were carried out considering only the
significant variables. The analysis details are depicted
in the Table 4.
Table 4 Analysis of Variance of all Parameters
Model
1
Fig.3 Effect of Texture Depth on Skid Resistance
Sum of
Squares
df
Mean
Square
Sig.
Regression
0.021
0.007
24.017
0.040a
Residual
0.001
0.000
Total
0.022
Regression
0.021
0.011
45.500
0.006b
Residual
0.001
0.000
Total
0.022
a.
Predictors: (Constant), SR, AV, FV

27
TECHNICAL PAPERS

b.
Predictors: (Constant), AV, FV
c.
Dependent Variable: TD
The results indicated that the flow value and air voids
significantly affect the texture depth of mineral filler
modified sand mix asphalt mixture stretches tested
in this investigation. From the statistical analysis
shown in Table 5, it is clear that texture depth has
relatively considerable effect on skid resistance in the
sand asphalt mixture. From the analysis the following
models were developed
Model (i) TD = -0.004AV-0.002SR-0.290FV+1.532
sulphur, slurry and fly ash exhibits superior surface

characteristics compared to conventional dense mix.
The texture depth has not much significant effect
on skid resistance of sand asphalt mixes, which are
considered for the investigation.
REFERENCES
1.
Clapp, T. G., (1983), Special Correlation of the Surface

Profile in the Development of a Tire and Pavement
Interaction Force Model, MSc Thesis, North State
Carolina.
2.
Ludema, K.C and B.D Gujrati, (1973), An analysis of the

literature on tyre-road skid resistanc, American Society
for Testing and Materials Special Technical Publication
541, Philadelphia.
3.
Gallaway, B. M., Epps, J. A., and Tomita, H., (1971),

Effects of Pavement Surface Characteristics and Textures
on Skid Resistance, Research Report 138 4, Texas
Transportation Institute A&M University, College Station,
March.
4.
Goel, V. K., Gupta, A.K., Vasan, R. M. and Chauhan,

M.P.S. (1995), Effect of Pavement Materials on Skid
Resistance, Proceedings of International Conference
on Roads and Road Transport Problems (ICORT-95),
New Delhi, India, December, Volume 1 pp.399-411.
5.
Mohamed, A. A., (2001), Skid Resistance and texture

Depth Analysis of Stone Mastic Asphalt, MSc Thesis,
Universiti Putra Malaysia.
6.
OECD., (1984), Road Surface Characteristics, their

Interaction and their Optimization, Report Prepared by
OECD Scientific Expert Group.
7.
Tex-436-A, Measuring Texture Depth by the Sand Patch

Method.
8.
Stephens, J. E. and Geotz, W. H. (1967), Effect of Aggregate

Factors on Pavement Friction, Highway Research Bulletin
302, pp 1-17.
9.
MoRTH Specification for Road and Bridge Works,

Ministry of Road Transport and Highways, 2001.
10.
IRC:37-2001, IS:1203-1978, IS:1205-1978,

IS:1208-1978.
Model (ii) TD = -0.003AV-0.252FV+1.292.

That is also observed from the field experience that
relatively less texture depth was occurred in the
mixtures tried but they offer more skid resistance
compared to other mixes. This is due to the effect of
fillers added in the sand mix asphalt.
Table 5 Summary of the Results
Model
R Square
Adjusted R
Square
Std. Error of
the Estimate
0.986a
0.973
0.932
0.01721
0.968
0.947
0.01528
0.984
a.
Predictors: (Constant), SR, AV, FW
b.
Predictors: (Constant), AV, FW
c.
Dependent Variable: TD
CONCLUSIONS
The mixture properties like percentage of air voids,

unit weight of mixes and flow value has the significant
effect on the texture depth variation of a pavement.
The results of this investigation showed that sand
mix asphalt mix modified with mineral fillers such as
28
Performance of Warm Mix Asphalt

for Indian Conditions
Arun Gaur* and Sunil Bose**
ABSTRACT
Several new processes have been developed to reduce the mixing
and compaction temperatures of hot mix asphalt with the quality
of the resulting pavement. The European countries started using
technologies that appear to allow reduction in compaction
temperatures at which asphalt mixes are produced and placed.
These technologies have been termed as Warm Mix Asphalt
(WMA). WMA mixes can save money in the plant through reduced
energy costs. Warm mixes may permit trucking of loads of asphalt
over longer distances, without fear of critical loss of temperature,
allowing contractors to expand market areas.
A laboratory study was conducted to determine the applicability
of warm asphalt to typical paving operations and environmental
conditions commonly found in the India, including the
performance of the mixes in quick traffic turn-over situations and
high temperature conditions.
INTRODUCTION
1.1
General
All around the globe efforts are being put forward

to protect the environment. Currently emphasis is
on reducing CO2 emissions in view of reducing the
greenhouse effect. CO2 is the part of our natural
environment but as it is also created in the burning
of coal, gas, mankind and petroleum products. The
breathing of mankind alone causes more than half of
the current quantity of CO2. In 1995 approximately
23 billion tons of CO2 were emitted worldwide, of
which approximately 900 million tons of CO2. To
avoid significant impact of CO2 emissions in future on
our environment worldwide, efforts are being made
to reduce these emissions significantly. In India the
Supreme Court had banned the use of Hot Mix Asphalt
(HMA) plants in metropolitan cites like Delhi to
reduce CO2 emission. With environmental emissions
Asstt. Professor, Civil Engineering Department, MNIT, Jaipur
**
Head, Flexible Pavement Division, CRRI (Retd.), New Delhi
laws forever being tightened by time may be right for

India to tilt its way towards environmental friendly
technology.
1.2
Advantages of WMA
Warm asphalt mixes produce emissions at

a greatly reduced level from conventional
hot mix plants.
Warm asphalt mixes can save money in

the plant through reduced energy costs.
Warm mixes may permit trucking of loads

of asphalt over longer distances, without
fear of critical loss of temperature,
allowing contractors to expand market
areas.
Warm mixes allow construction of

pavements in colder weather, because
critical loss of temperature in the cold
will be less, resulting longer construction
season extending into the winter.
Warm mixes can allow faster construction

of pavements made up of deep lifts of
asphalt, for example intersections, which
need to be opened as soon as possible.
Another potential advantage is that

oxidative hardening of the asphalt will
be minimized with the lower operating
temperatures. This may result in changes
in pavement performance such as reduced
thermal cracking, block cracking, or may
cause the mix to be tender when placed.
Warm-mix asphalts are compatible with

super pave mix designs.
29
TECHNICAL PAPERS
2 Material Evaluation
2.1
Three types of materials namely mineral aggregates,

Bitumen (conventional 80/100) and Warm Asphalt
were used in this study for preparation of Bituminous
Concrete (BC) mix.
The mineral aggregates were obtained from the

local quarry. Representative samples of aggregates
were tested in the laboratory. Results are given in
Table 1.
Aggregates
Table 1 Physical Properties of Aggregate
Test
Impact Value
Flakiness Index
Elongation Index
Specific Gravity
Result
20.31%
14.1%
14.5%
Coarse Aggregates (20 mm)
Fine Aggregates (10 mm)
Stone Dust
Lime
2.2 Bitumen
80/100 penetration grade bitumen was used as base
bitumen for preparation of Warm Asphalt mix. The
bitumen was tested in the laboratory and results are
given in Table 2.
Warm Asphalt
Warm asphalt was prepared in laboratory by adding
Water Absorption
2.638
2.643
2.652
2.764
0.12
0.15
certain waxy product to 80/100 grade bitumen. The

bitumen was heated to a temperature of 150C and
blended for a period of 15 minutes to completely
blend the synthetic wax with bitumen. This product is
a propriety item developed by CRRI New Delhi. This
has a formulation which is different from Sasobit,
Aspha-Min and Asphaltan B. The basic properties of
warm asphalt are shown in Table 2
Table 2 Test Results of Conventional Bitumen and Warm Asphalt
Type of Test
Ductility (in cm)
Softening Point in C
Penetration at 25C,100 gm, 5 Sec, 1/10 mm
Specific Gravity at 27C
Elastic Recovery at 15C (in %)
2.2.1 Viscosity Temperature Relationship of Binders
At high temperatures bitumen behaves as a simple
Newtonian liquid, the ratio of shear stress to shear strain
is constant. At low temperature the ratio of shear stress
to shear strain is not constant and the binder behaves
as Non- Newtonian liquid. The degree of fluidity at
the application temperature greatly influences the
strength characteristics of the paving mixes. High or
low viscosity during mixing and/or compaction has
been observed to give lower stability value. Viscosity
of binder at 60C has significant influence on the
30
80/100 Bitumen
+90
50.7
85
1.025
20
Warm Asphalt
100+
74
44
1.03
30
performance of the bituminous pavements during

hot summer days. Thus the viscosity temperature
relationship is very vital for mixing and compaction
of the binder. The relationship between conventional
(80/100) and Warm Asphalt was obtained by using
Physical Rheo lab MC 1.
2.3 Mineral Aggregate Proportioning
Proportioning for bituminous concrete mixes was
finalized as per MoRTH and presented in Table 3.
The same proportions were used for warm and
conventional bitumen.
TECHNICAL PAPERS
Table 3 Final Proportioning of Mineral Aggregate
Sieve Size
(mm)
Cumulative % Passing of blended Aggregate

20 mm 10 mm (%) 6 mm (%)
(%)
MoRT&H LIMITS
Filler (Lime)
(%)
Combined
Grading
Lower
Limit
Upper Limit
38
26
35
100
26.5
38.00
26.00
35.00
1.0
100
100
100
19
37.56
26.00
35.00
1.0
99.56
79
100
13.2
10.6
26.00
35.00
1.0
72.60
59
79
9.5
0.63
24.3
35.00
1.0
60.93
52
72
4.75
7.74
34.86
1.0
43.60
35
55
2.36
0.53
32.51
1.0
34.03
28
44
1.18
26.43
1.0
27.43
20
34
0.6
20.87
1.0
21.87
15
27
0.3
11.73
1.0
12.73
10
20
0.15
6.58
1.0
7.58
13
0.075
3.07
1.0
4.07
Marshall Specimens were prepared with warm

mix asphalt and compacted at 105C, 125C and
155C. For comparison Marshall Specimens were
prepared with conventional bitumen and compacted

at same temperature. The results are given in
Table 4 to 9.
Table 4 Marshall Parameters with Warm Asphalt at Compaction Temperature 105C
Binder
Bulk Density, Specific Gravity Air Voids VMA (%) VFB (%) Stability Flow Value
Content, (%)
(gm/cc)
(gm/cc)
(%)
(kN)
(mm)
5.5
2.299
2.442
5.8
17.86
67.19
1327.38
3.9
6.0
2.344
2.427
3.4
16.70
79.65
1371.22
3.7
6.5
2.354
2.411
2.3
16.8
85.94
1048.58
3.8
Binder
Bulk Density,
Specific
Air Voids VMA (%) VFB (%) Stability Flow Value
Content, (%)
(gm/cc)
Gravity (gm/cc)
(%)
(kN)
(mm)
5.5
2.311
2.442
5.3
17.44
69.12
962
3.6
6.0
2.341
2.427
3.5
16.70
79.12
944
3.9
6.5
2.333
2.411
3.2
17.55
81.48
808
2.8
31
TECHNICAL PAPERS
Binder
Content, (%)
(gm/cc)
(gm/cc)
(%)
(kN)
(mm)
5.5
2.320
2.416
5.01
17.12
70.69
955
3.6
6.0
2.338
2.404
3.63
16.91
78.48
936
5.6
6.5
2.340
2.398
2.94
17.29
82.98
856
4.8
Table 7 Marshall Parameters with 80/100 binder at Compaction Temperature 105C
Binder
Bulk Density, Specific Gravity Air Voids VMA (%)
Content, (%)
(gm/cc)
(gm/cc)
(%)
VFB (%) Stability Flow Value

(kN)
(mm)
5.5
2.281
2.439
6.55
19.94
59.2
853
3.9
6.0
2.315
2.423
4.48
17.75
74.1
1202
3.8
6.5
2.351
2.407
2.36
16.91
86.0
972
3.4
Table 8 Marshall Parameters with 80/100 binder at Compaction Temperature 125C
Binder
Content, (%)
(gm/cc)
(gm/cc)
(%)
(kN)
(mm)
5.5
2.322
2.439
4.8
17.0
71.7
849
4.1
6.0
2.344
2.423
3.2
16.7
80.3
1042
4.6
6.5
2.357
2.407
2.2
16.7
87.3
1037
4.9
Table No 9 Marshall Parameters with 80/100 binder at Compaction Temperature 155C
Binder
Content, (%)
(gm/cc)
(gm/cc)
(%)
(kN)
(mm)
2.4
5.5
2.346
2.439
3.8
16.2
76.2
1425
3.6
6.0
2.365
2.423
2.4
15.9
84.8
1270
3.7
6.5
2.381
2.407
1.1
15.8
93.1
1213
3.8
Indirect Tension Test for Resilient Modulus

(ASTM D 4123-82)
The Marshall specimens were prepared with

conventional and warm binders and tested for Bulk
Density, Resilient modulus (MR) at a temperature
of 25C, 30C and 35C. Indirect Tension Test for
32
Resilient Modulus was carried out at a repetitive

load 1000 N, frequency 0.1 Hertz. The Specimens
were placed in the temperature control cabinet for
a minimum period of two hours for conditioning
the specimen before testing. Results are given in
Table 10.
TECHNICAL PAPERS
Table 10 Resilient Modulus for Marshall Specimens at Different Temperatures
Binder Type
Binder
Content
(%)
Bulk
Density
(gm/cc)
Average Resilient
Modulus at 25C,
(MPa)
Average Resilient
Modulus at 30C
(MPa)
Average Resilient
Modulus at 35C,
(MPa)
Conventional
Bitumen at
105C
5.5
2.316
6836
1110
1088
2.303
2621
1095
806
6.5
2.333
3235
1039
768
5.5
2.250
1487
2868
1034
2.296
3203
2096
1143
6.5
2.315
2501
2753
781
5.5
2.322
1807
1144
641
2.344
3539
1094
913
6.5
2.357
2050
1292
727
5.5
2.293
6308
1280
1887
2.324
7599
2103
1803
6.5
2.323
5113
965
897
5.5
2.308
5335
1923
1911
2.341
5196
1147
1100
6.5
2.347
4757
1007
1025
5.5
2.314
6828
4583
2066
2.302
3582
2222
1175
6.5
2.332
5810
3951
1003
WMA at 105C
Conventional
Bitumen at
125C
WMA at 125C
Conventional
Bitumen at
155C
WMA at 155C
2.5
Dynamic Creep Test
The Uni-axial creep test is effective in identifying the

sensitivity of asphalt concrete mixtures to permanent
deformation or rutting. The creep test should be
performed at a realistic testing temperature and at a
stress level approximating field stress conditions. The
creep test is shown to be sensitive to mixture variables
such as Grade of binder, Binder content, aggregate
type, Air void content, Temperature of testing and
Testing stress state.
Three parameters from the creep test are effective
indicators of mixture permanent deformation
sensitivity:
Total strain at 1 hour of loading, p;
The slope of the steady state portion of

the plot of total strain versus time of
loading, m;
And the creep stiffness, Sc
Specimens are placed in the temperature control

cabinet for a minimum of two hours.
The total load of 69 kPa was applied for 0.1 second
and rest period of 0.9 second at a frequency of
1 Hz. The load was applied for 3600 sec. The test was
carried out at 40C. The test was conducted under
unconfined conditions. Results are shown in
Table 11.
33
TECHNICAL PAPERS
Table 11 Dynamic Creep Test Result
S.No.
Mould Description
Creep Stiffness, Accumulated Design Resilient Remarks

(MPa)
Strain (%)
Modulus, (MPa)
5.5% of warm asphalt &

compaction temperature of 105C
8.9
0.649
237.77
No failure

5.5
1.22
183.37
No failure

5.6
1.14
205.77
No failure

6.2
1.04
262.99
No failure
6% of warm asphalt & compaction

temperature of 125C
8.0
1.11
184.17
No failure

13.10
2.23
237.14
No failure

5.0
1.09
311.14
No failure
6% of warm asphalt & compaction

temperature of 155C
4.8
1.33
286.57
No failure
4.6
2.11
240.59
No failure
10
5.5% of 80/100 binder &

8.3
0.65
225.69
No failure
11
6% of 80/100 binder & compaction

temperature of 155C
6.6
1.03
222.95
No failure
12
6.5% of 80/100 binder &

4.7
1.55
229.97
No failure
2.6
Indirect Tensile Test
The standard Marshall Specimens of 100 mm diameter

and 63.5 mm height were prepared for each binder. The
loading is such as to maintain a deformation rate of
2 inches/minute (50.8 mm/minute). The test
temperature was maintained at 25C and the specimens
were conditioned at 25C for 2 hours prior to the test.
A 0.5 - inch (12.7 mm) wide curved loading strips was
used to provide a uniform stress distribution.
34
The tensile strength ratio of the bituminous mixes is

used to determine the moisture susceptibility of the
mixes. The specimens were placed in the water bath
maintained at 60C for 24 hours and then immediately
placed in the environmental chamber maintained at
25C for two hours. The ratio of the wet to dry indirect
tensile strength is recorded as Tensile Strength Ratio
(TSR) of the bituminous mix.
The test results of bulk density, indirect tensile strength
and are presented in Table 12.
TECHNICAL PAPERS
Table 12 Indirect Tensile Strength Test Results for Marshall Specimen
Mould ID
Binder Content
(%)
Bulk Density
(gm/cc)
Average Bulk
Density (gm/cc)
Indirect Tensile
Strength (MPa)
Average ITS,
(MPa)
Conventional
Bitumen at
105C
5.5
2.259
2.316
371.1
409.7
2.326
6
2.324
448.2
2.303
2.281
6.5
2.327
5.5
2.208
2.294
2.250
2.307
2.296
5.5
2.311
2.315
2.345
2.322
2.353
2.344
5.5
2.28
2.324
2.328
5.5
2.291
554.42
2.333
2.347
2.324
5.5
2.313
2.323
2.278
2.308
2.329
2.335
506.2
371.67
476.2
458.63
438.7
449.88
444.4
438.89
2.341
397.15
413.8
430.45
2.347
346.32
365.1
383.85
2.314
636.31
585.1
533.93
2.302
2.325
6.5
360.7
418.74
2.314
6
446.2
580.64
2.346
WMA at 155C
439.8
457.98
2.349
6.5
407.7
367.5
2.325
6
445.8
2.293
2.318
Conventional
Bitumen at
155C
445.88
353.85
2.323
6.5
415.42
2.357
2.305
6
410.0
446.6
2.36
WMA at 125C
404.21
433.81
2.343
6.5
483.7
399.91
2.332
6
477.25
415.72
2.323
Conventional
Bitumen at
125C
370.8
490.12
2.297
6.5
304.6
436.94
2.291
6
427.4
363.99
2.333
2.338
WMA at 105C
490.9
303.56
443.7
583.79
2.332
603.39
621.3
639.14
35
TECHNICAL PAPERS
2.7 Wheel Tracking Test
The rutting in asphalt concrete layer is caused by
combination of densification (volume change) and
shear deformations, both resulting from repetitive
application of traffic loads. The rate of permanent
deformation accumulation increases rapidly at higher
temperatures; therefore the laboratory testing be
conducted at higher temperatures.
Wheel tracking apparatus consists of a loaded wheel
and a confined mould in which the 300x300x50 mm
specimen for BC is rigidly restrained on its four sides.
The loaded wheel (To apply a load to the wheel,
under Standard Test Conditions, of (5205) N a

weighed cantilever arm is provided) which bears on
a test specimen held on a reciprocating table. The
table moves to and fro beneath the wheel in the fixed
horizontal plane. The centre of the contact area of
the tyre shall describe simple harmonic motion with
respect to the centre of the top of the specimen, with
a frequency of (210.2) load cycles per minute and a
total distance to travel of (2305) mm.
Before testing begins, ensure that the specimen has
attained the test temperature + 1.0C. The results are
shown in Table 13.
Table 13 Outcomes of Wheel Tracking Test
No. of Cycles
50
100
150
200
250
500
750
1000
1500
2000
2500
3000
3500
4000
4500
5000
5500
6000
6500
7000
7500
8000
8500
9000
9500
10000
36
80/100 binder
0.7
1.05
1.35
1.54
1.75
2.49
3
3.55
4.4
5.1
5.75
6.3
6.75
7.28
7.69
8.05
8.35
8.75
9
9.3
9.56
9.59
10.15
10.25
10.29
10.35
Warm Asphalt
0.99
1.46
1.55
1.65
1.85
2.25
2.85
3.05
3.65
3.95
4.35
4.39
5.25
5.35
5.85
6.05
6.35
6.75
7.05
7.15
7.19
7.21
7.24
7.28
7.34
7.36
TECHNICAL PAPERS
2.8 Emission Test
current. The PID sensor with a standard 10.6eV lamp

detects a broad range of organic vapors. A lamp with
high photon energy will measure the more kinds of
compounds, whereas low photon energies are selective
for easily ionizable compounds such as aromatics. In
principle, any compound with ionization energy lower
than that of the lamp photons can be measured. With
this equipment the emission of benzene, toluene,
xylene, and styrene are tested. The results are shown
in Table 14.
While preparing the mix for the preparation of moulds,

the emission of gases were rested by the equipment
called Volatile Organic Analyzer (VOC Analyzer).
The min RAE 2000 monitor uses a newly developed
electrode less discharge UV lamp as the high energy
photon source for the PID (Photo lonization Detector).
As organic vapors pass by the lamp, they are photo
ionized and the ejected electrons are detected as a
Table 14 Emission Test Results
Gas
Name
Warm Asphalt
Warm Asphalt
At Compaction
At Compaction
Temperature of 105c Temperature of 125c
Min
Avg
Max
Min
Avg
Warm Asphalt
At Compaction
Temperature of 155c
Max
Min
Avg
Max
Conventional Asphalt
At Compaction
Temperature of 155c
Min
Avg
Max
Benzene 0.60
0.90
1.65
0.60
0.87
1.23
0.0
0.0
0.0
0.00
0.00
0.00
Xylene
0.00
0.00
0.00
0.00
0.00
0.00
0.0
0.0
0.0
0.00
0.00
0.00
Styrene
0.37
0.63
1.67
0.55
0.75
1.15
0.0
0.0
0.0
0.60
0.32
0.50
Toluene
58.5
75.6
241
53.6
77.9
102
76.0
90.0
105.9
22.78
26.90
31.00
Results and Analysis
3.1 Marshall Mix Design

3.1.1 Air Voids
Air voids of the Marshall specimens which were
prepared by warm asphalt were decreased as the
bitumen content increases and temperature increases.
At compaction temperature of 105C, we get air voids
of 5.8 where as in conventional binder at compaction
temperature of 155C, we get low air voids of 3.8.
Maximum air voids was observed in Marshall Moulds
prepared by warm asphalt at compaction temperature
of 105C. And also air voids of moulds prepared by
warm asphalt are compared with conventional binder
prepared at compaction temperature of 155C.
3.2
Resilient Modulus
It was observed from the Table 10 for warm asphalt

at compaction temperature of 105C and 155C
that the increase in binder content and increase in
temperature increased the MR but at higher binder
content and higher temperatures decreased the MR

and in case of compaction temperature of 125C it
was reversed. The maximum MR values observed
was 3203 MPa for moulds prepared at compaction
temperature of 105C, 7599 MPa for moulds prepared
at compaction temperature of 125C and 6828 MPa
for moulds prepared at compaction temperature of
155C. Similarly the maximum MR values observed
were 6836 MPa, 3539 MPa and 5335 MPa for moulds
prepared at compaction temperatures of 105C, 125C
and 155C respectively.
3.3
Indirect Tensile Strength
The ITS values were decreased and then increased

with increase in binder content in case of warm
asphalt where as in conventional it was reversed.
The maximum ITS observed in case of warm asphalt
moulds prepared at 105C was 483 kPa at 5.5% binder
content. In case of warm asphalt moulds prepared at
125C the maximum ITS observed was 506.2 kPa at
5.5% binder content. In case of warm asphalt moulds
37
TECHNICAL PAPERS
prepared at 155C the maximum ITS observed
was 621.3 kPa at 6.5% binder content. In case of
conventional binder moulds prepared at 155C the
maximum ITS was observed was 444.4 kPa.
3.
The results for Warm Asphalt at compaction

temperature 155C were erratic, where as at
compaction temperature 105C results were
reliable.
3.4
4.
WMA mix has slightly better water resistant

properties than conventional mix as obtained
from Tensile Strength results.
5.
WMA mix have indicated slightly higher

resilient modulus, at high compaction
temperatures and improved resistance to
permanent deformation as obtained from
dynamic creep and wheel tracking tests, as
compared to mix with neat bitumen.
6.
More Research on evaluating the emissions

of gases from warm asphalt is needed which
would help in quantifying the benefits before
and after paving the mixes and in designing the
environment friendly technology using warm
asphalt mixes.
7.
The warm asphalt technology has been

developed for the first time in the country. The
results were found to be promising and more
Research and Development is required before
it may be commercially utilized.
Wheel Tracking Test
Comparison of rutting depth between conventional

and WA mix is shown in Table 13. For this slab
was prepared with Warm Asphalt at compaction
temperature of 105C with optimum binder content
and for conventional binder slab was prepared at
compaction temperature of 155C. Result showed
that rutting was high in Conventional Bitumen Mix
whereas WA mix showed a significant improved
rutting resistance.
3.5 Emission Tests
In emission tests, for the mix prepared with warm
asphalt at 105C at the benzene ration was observed
0.6 ppm as minimum level and maximum level
1.65 ppm. At high temperatures (155C) the benzene
concentration was not observed in both the cases was
asphalt and conventional binder. It may be either
because of formation in to compound or Benzene
evaporation takes place at lower temperature (105C).
Toluene concentration was observed high in case of
warm asphalt mix at 105C. In no case xylene was
observed. In case of Styrene the maximum level is
observed for warm mix at 105C and at 155C there is
no styrene observed. Further studies are required and
results are inconclusive.
REFERENCES
1.
Newcomb, D. E. (2004), Warm Mix-the Next Hot Topic,

NAPA Report.
2.
Hurley, G.C. and Prowell, B. D. (2004), Evaluation of

Aspha-min (Zeolite) for use in Warm Mix Asphalt,
NCAT Report.
Based on the results from the lab testing, the following

conclusions are made:-
3.
Hurley, G.C. and Prowell, B. D. (2005), Evaluation of

Sasobit for use in Warm Mix Asphalt, NCA T report.
1.
4.
Warm Mix asphalt Pavements: Technology of the

future?, Asphalt Review Volume 24, No.1, June 2005.
5.
Warm Asphalt Mix Placed on Beltway, HMA ,

volume 10, No.6, November and December 2005.
6.
Hubbard, B. M. Aspha-Min Warm Mix Asphalt

Demonstration Project, Orlando. By Construction
Company, Orlando, FL, 2004.
7.
Hampton, T U.S. Studies Warm-Mix Asphalt Methods:

NAPA, European Producers to Sponsor Laboratory
Research Effort.
2.
38
Conclusions
From the above laboratory findings, it can be

concluded that WMA can be successful laid
at lower temperature (110C) as compared to
conventional mix.
There is no saving in bitumen content as
optimum bitumen content was same in mixes
prepared with neat bitumen at high temperature
(155C) and W A (1.1 lower temperature
(110C).
TECHNICAL PAPERS
8.
Arnold, J.C. (2005)Sasobit: Characterization of

Properties and Effects on Binder and Asphalt. Presented
in 41st Conference of the Association of Road and Traffic
Engineers, Saxonia, Leizig, Germany.
9.
AASHTO Standing Committee on Highways Technical

Meeting on Warm asphalt Technology at Nashville,
TN.
10.
IS 1201 to 1220-1978, Methods for Testing Tar and

Bituminous Materials, Indian Standard Institution,
New Delhi.
11.
IS:73-1992, Paving Bitumen Specifications, Indian

Standard Institution, New Delhi.
12.
Ministry of Road Transport and Highways (2001),

Specifications for Road and Bridge Works (Fourth
Revision), Indian Roads Congress, New Delhi.
13.
SHRP M009 (1992), Fatigue Life of Bituminous Mixes,

Strategic Highway Research Program, National Research
Council, Washington, D.C.
14.
Asphalt Institute Manual Series No.2 (MS-2), Sixth

Edition, Mix Design Methods.
15.
www.auburn.eng.edu; www.aspahltinstitute.org
39
EVALUATION OF STRIPSEAL FOR USE IN EXPANSION JOINTS

Parameswaran Lakshmy*, Rana R**, Singh Y.K** and Sharma S.K***
ABSTRACT
The expansion joints in the bridge deck are provided to
accommodate the structural movements due to number of internal
and external factors such as variations in temperature, imposition
of live loads, earthquake, and shrinkage. These expansion joints
malfunction due to various reasons and causes discomfort to
the users. The strip seal expansion joints are provided with a
special shaped seal of elastomeric material such as chloroprene
to span the joint opening. This important component of the
expansion joint assembly gets deteriorated with the age or due
to improper vulcanization of the rubber while its conversion to
chloroprene or due to the use of poor quality rubber to make it cost
effective. There are various tests that are required to be qualified
by the chloroprenestrip seal. This paper highlights the tests to
be performed on the raw material of strip seal to ascertain the
functional performance. Also, a comparison of physical properties
of chloroprene and ordinary rubber is presented for the benefit of
bridge engineers.
INTRODUCTION
Expansion joints are used to accommodate/allow

expansion and contraction of the bridge deck due to
temperature changes, creep and shrinkage of concrete,
imposition of live load, wind load and earthquake.
These joints also protect the edges of concrete deck
from vertical wheel loads and to seal the joint opening.
Depending upon the initiation factor, there may be
longitudinal, transverse movement or rotation about
a longitudinal or transverse axis. The superstructure
moves longitudinally in relation to the abutments as
a result of thermal movements, and due to vehicular
braking/tractive effort. Expansion joints are among
the smaller elements of the bridge structure, but when
they fail to function properly, may create problems
out of proportion to their size. Malfunctioning of the
joints can create serious structural problems such as
development of cracks due to restrained movements,
*
Chief Scientist, Bridges & Structures Division,
**
Technical Officer, B&S Division,
loss of water tightness leading to see page of water

resulting in corrosion of the expansion joint assembly,
bearing and other structural elements and also causes
riding discomfort to the road users. Earlier, repair/
replacement of the expansion joints was a problematic
phenomenon due to non-availability of the ready
made expansion joint assemblies, ready mix concrete
and concrete cutters. With the development of new
materials and technologies, at present, the expansions
joints are repaired or replaced at a faster pace. There
are different types of expansion joints that are used
depending upon the bridge movement like buried
joint, filler joint, asphaltic plug joint, compression
seal joints, strip seal joints and modular joints etc.
Among these, strip seal expansion joint is widely used
in concrete bridges.
This paper discusses in detail the significance
and methodology for evaluation of properties of
chloroprene seal used in expansion joints. Also, it
highlights the tests performed on the strip seal to
ascertain the functional performance and the results are
compared with that of ordinary rubber to understand
the difference in properties.
2
Strip Seal Joint
The strip seal expansion joints are provided with a

specially shaped elastomeric seal generally made of
chloroprene to span the joint opening as shown in
Fig. 1(a). The seal is mechanically locked into a pair
of edge beam that is in turn anchored to the edges
of the deck slab as shown in Fig. 1(b). These edge
beams serve two main functions, (i) to firmly hold the
seal in its housing during its expansion or contraction
CSIR-CRRI, New Delhi
*** Principal Technical Officer, B&S Division,
40
TECHNICAL PAPERS
depending upon the movement of the deck slab and
(ii) to protect the bridge deck edges adjacent to edge
beam from damage due to vehicular impact. This type
of joint is used for movements up to 80 mm and the
strip seals are available in different configurations
and shape depending upon the movement range. The
shape of the seal shall be such that it helps in selfremoval of debris collected during the normal joint
operation. These seals shall posses high tear strength,
high resistance to aging and be insensitive to oil, and
ozone. Though the chloroprene seals are supposed
to have a life of about 10 years, but in many bridges
they get deteriorated with time. The probable causes
for poor performance of strip seals are (i) improper
design and installation, (ii) debris accumulated in
the joint, (iii) large skew angle, and (iv) aging. The
deterioration of the seal leads to ingress of the water
and collection of debris in the joint opening and leads
to clogging of expansion joint. The strip seals can be
replaced with minimal traffic disruption. However,
it is essential to fulfil the pre-installation criteria to
achieve the expected service life of expansion joints. It
has been observed that in many bridges, the strip seals
fails prematurely just within 5 years. The premature
failure of strip seal may be caused mainly due to
(i) thermal movement of the bridge superstructure
greater than its predicted value used for design,
(ii) improper installation of expansion joint during
construction, and (iii) wheel loads transmitted to
seal by the deposited debris in the joint. During the
premature failure of the strip seal, the seal is either
torn or get pulled out from the steel edge beam. The
consequence of strip seal failure leads to distress in
bridge substructure due to the water ingress, which
can result in large repair/replacement cost. The
pre-installation criteria of these joints include routine
tests on raw materials used in strip seal joints such
as steel used in edge beam and chloroprene used in
seals as well as performance tests on expansion joint
assemblies. The details of these tests are specified in
IRC:SP:69-2011.
CSIR-Central Road Research Institute (CSIR-CRRI)
has taken up a Research Scheme sponsored by
Ministry of Road Transport and Highways (MoRT&H)

to create Expansion Joint Testing Facilities and the
setting up of various test facilities is in progress. In the
first phase of the project, testing facilities have been
created for chloroprene seal to evaluate the properties
of chloroprene seal as given in Table1.
(a) Strip Seal Joint
(b) Edge Beam

Fig.1 Strip Seal Type Expansion Joint
3 Evaluation of Properties
Chloroprene Seal
of
To evaluate the properties, tests were conducted on

three samples each of chloroprene seal and normal
rubber sheet. The thickness of the chloroprene seal
and rubber is 5.65 mm and 5.25 mm respectively.
The specimens of both materials were tested in the
laboratory to evaluate the properties as mentioned in
Table 1.
41
TECHNICAL PAPERS
Table 1 Properties of Chloroprene Seal as per IRC:SP:69-2011
S. No. Type of Material

A.
Chloroprene Seal
Property
Specified Value
Hardness
DIN 53505
ASTM D2240
63 +5 Shore A
55+ 5 Shore A
Tensile Strength
DIN 53504
ASTM D412
Min. 11 MPa
Min. 13.8 MPa
Elongation of Fracture
DIN 53504
ASTM D412
Min. 350%
Min. 250%
Tear Propagation Strength

Longitudinal
Transverse
DIN 53507
ASTM D 624 C (Die C)
Min.10 N/mm
Min. 10N/mm
Shock Elasticity
DIN 53512
Min. 25%
Abrasion
DIN 53516
Max. 220 mm3
Residual Compression Strain

(22h/70C/30% strain)
DIN 53517
ASTM D 395
(Method B)
Max. 28%
Ageing in hot air

(14 days/70C)
Change in hardness
Change in tensile strength
Change in elongation at fracture
DIN 53508
Aging in Ozone
DIN 53509
Swelling behaviour in oil

(168h/25C)
(ASTM Oil No. 1)
Volume Change
Change in hardness
ASTM oil No. 3
Volume Change
Change in hardness
DIN 53521
Cold hardening point
ASTM D 1043
Laboratory tests that need to be performed on the

raw material of the chloroprene seal as given in
Table 1 have been discussed in detail as follows:
42
Standard
+7 Shore A
Max. -20%
Max. -20%
No Cracks
Max. +5%
Max. -10%
Shore A
Max. +25%
Max.-20 Shore A
3.1
Min.-35C
Hardness
Hardness measurements are based on either initial

indentation or indentation after a specified period of
TECHNICAL PAPERS
time or both. The materials for determining indentation
hardness of substances are classified as thermoplastic
elastomers, vulcanized (thermoset) rubber, elastomeric
materials and plastic. The indentation hardness is
inversely related to the penetration and is dependent
on the elastic modulus and viscoelastic behavior of
the material. Both the test specimens were tested
using the durometer as specified in ASTM D 2240-5
and shown in Fig.2.
(a) Dumb-Bell Shaped Specimen
(b) Elongated State of Chloroprene Seal

Fig. 3 Tensile Testing of Chloroprene Seal
Fig. 2 Durometer (Shore A)
3.2
Tensile Strength and Elongation at Fracture
This test is used to evaluate tensile strength and

elongation at fracture properties of vulcanized
thermoset rubbers and thermoplastic elastomer. These
properties depend both on the material and exposure
conditions i.e., temperature, humidity and specimen
geometry such as extension rate. To conduct the test,
the specimens of chloroprene seal in dumb-bell type-1
shape of thickness 5.65 mm were prepared to meet
ASTM D412 requirement and shown in Fig. 3(a). The
tensile load on the specimen was applied through a
machine which is capable to produce a uniform rate of
grip separation of 500 mm 5 mm/min and as shown
in Fig. 3 (a) and (b).
3.3
Tear Propagation Strength - Longitudinal/

Transverse
This test is used to measure the force required to

cause a neck or cut in test specimen of chloroprene
seal. In this test, a mechanical process to rupture is
initiated and propagated at a location of high stress
concentration caused by a cut, defect or localized
deformation. The tear strength is measured according
to ASTM D624 on a specimen of different geometries
such type-A, type-B, type-C etc. with the use of a die.
The Type-C die is used to measure the tear strength
of chloroprene seal through a tensile testing machine
which is capable to produce a uniform rate of grip
separation of 500 mm 5 mm/min. To calculate the
tear strength (TS) in kN/m of thickness by Eq. 1.
43
TECHNICAL PAPERS

Ts = F/d
... 1
where,

= Maximum force in (N) recorded

during test.
= Mean thickness of test specimen.
3.4
Shock Elasticity
This property is used to determine the resilience,

expressed in terms of percentage resilience or rebound
resilience by a Schob Type rebound pendulum
apparatus as specified in ASTM D 7121-05 and shown
in Fig. 4. The shock elasticity is the ratio between the

rebounded and applied energy when a spherically
terminated mass impacts a test specimen. Rebound
resilience is determined by a freely falling pendulum
hammer that is dropped from a given height that
impacts a test specimen and imparts to it certain amount
of energy. A portion of that energy is returned by the
specimen to the pendulum and may be measured by
the extent to which the pendulum rebounds, whereby
the restoring force is determined by gravity. The angle
of fall of the hammer is 90. The rebound resilience in
percent is obtained from Eq. 2.
(a) Schob Rebound Pendulum Apparatus

Fig. 4 Shock Elasticity Test Setup
R = (1 cos)100
(b) Specimens Cutting Dies
... 2
where,

R is the resilience and is the angle of fall i.e.,

90.
3.5
Abrasion Test
This test is used to measure the abrasion resistance of

rubber subject to frictional wear in actual service. It
is measured by moving a test piece across the surface
of an abrasive sheet which is mounted on a revolving
drum as shown in the Fig 5. It is expressed as Abrasion
Resistance Index (ARI) in percent computed using the
Eq. 3.

ARI = (m1 dt/mt d1)100
... 3
where,

44
m1 & d1 is the mass loss and density of the

standard test piece and mt and dt are the mass
loss and density of test specimen.
Fig. 5 Abrasion Tester
3.6
Residual Compression Strain or Compression

Set
Rubber deforms under the application of load and

rarely returns completely to its original dimension
TECHNICAL PAPERS
when the applied load is removed. The difference
between the original and final dimension is known
as compression set. This test is performed to measure
the ability of rubber compounds to retain elastic
properties after prolonged action of compressive
forces. The compression set of strip seal materials is
tested according to Method B, (i.e., under constant
deflection in air) of ASTM D 395 as the hardness
of the strip seals are well below 90. The standard
dimensions of the specimens are 12.5 0.5 mm thick,
29 mm diameter, 6.0 0.2 mm thick and 13 mm in
diameter. The specimens are conditioned at least for
three hours prior to testing. If the compression set is
likely to be affected by humidity, then the specimen
are conditioned at a relative humidity of 50 5 % for
at least 24 hours before the test is conducted.
The specimen are compressed up to 25% of the

thickness of the specimen under the compression set
apparatus as shown in Fig.6 to meet the requirements
of ASTM D 395-03. After this, the specimen in the
compression test set up is kept in the heating oven
at 100C for 40 hours. The compressive strain in the
specimen can be deduced from the Eq.4 as given
below:

C = [(to tf)/(to tn)]100
... 4
where,

to, tf are original thickness and final thickness

of the specimen after removal from the
compression set apparatus, and tn is the
thickness of the spacers of the compression set
apparatus as shown in Fig. 6(a) and (b).
(b)
(a)
Fig. 6 Compression Set Apparatus
3.7
Aging in Ozone
Strip seal material needs to be tested for ozone

resistance. This test is used to evaluate the resistance
of sealant materials to cracking when exposed to
an atmosphere containing ozone and the procedure
prescribed in ASTM D 1149 was followed. The
specimen qualifies, if the material exhibits no cracks
after the test, when the test is performed for 70 hours
at 300 ppm of ozone at 40C and test specimens are
subjected to 20% strain as per ASTM D 5973. It may
be noted that IRC:SP:69-2011 has specified that the
test shall conducted as per DIN 53508 for 24 hours

at 50 ppm of ozone at 25C, when test specimens are
subjected to 20% strain.
3.8 Oil Swell Test
This test is used to determine the ability of seal
material to withstand the effect of oils and generally is
performed in accordance with ASTM D 471. It may be
noted that ASTM specifies the test to be conducted for
70 hours at 100C, where as IRC:SP:69-2011 specifies
the test to be conducted using either ASTM oil No. 1
or ASTM oil No. 3 and has specified DIN 53521 as the
45
TECHNICAL PAPERS
reference standard . Further, DIN 53521 specifies the
test to be conducted for 168 hours and only at 25C.
The maximum volume change has been specified
as +5% and 25% when using ASTM oil No. 1 and
ASTM Oil No. 3 respectively, whereas ASTM O-471
specifies the maximum weight increase of specimen
as 45%, when tested for 70 hours at 100C.
3.9
Aging in Hot Air
The properties of an elastomer may change after

prolonged exposure to high temperature. Therefore,
tests are carried out to establish the changes in the
physical properties at elevated room temperature.
To understand aging in hot air, the tensile test in
accordance with ASTM D 412 and durometer hardness
tests in accordance with ASTM D 2240 are conducted
on specimen that are heated in an oven at 100C for
70 hours. For strip seal to qualify the tests the material
shall not lose more than 20% of its tensile strength
or elongation at break and hardness shall not exceed
10 points when compared to the results from the test
under normal conditions.
3.10 Cold Hardening Point
This test is used to measure the apparent modulus
of rigidity also known as apparent shear modulus
of elasticity at a specified range of temperature. It is
measured by the angular deflection occurring when the
specimen is subjected to an applied torque. This test
is also known as torsion test. The specimen deflected
beyond its elastic limit and the value obtained by
this test may be affected by the creep characteristics
of the material. To conduct this test, torsion
testing apparatus has been used which is shown in
Fig. 7, which is capable of exerting a torque sufficient
to deflect a test specimen in the range of 5 to 100
of arc that depends on the stiffness and span of the
specimen. The test specimen shall be of size 63.5 mm
in length and 6.35 mm width tolerance of 0.025 mm
in each dimension and its thickness varies from 1 to
3 mm which makes it possible to test the materials of
widely different stiffnesss. The apparent modulus of
rigidity of the specimen G, for each temperature can
be worked out using Eq. 5.
46
Fig. 7 Torsion Testing Apparatus
G = 917TL/ab3u
... 5
Where,

T is the applied torque (N-m), L, a, and b are

span, width and thickness of the specimen
respectively, is the angle of deflection of
torque pulley (degree) and u is the ratio of a/b.
3.11 Discussion of Test Results

The results of the tests that were conducted on
chloroprene seal and normal rubber are discussed
in this section. The hardness values of chloroprene
seal and normal rubber that obtained from tests has
been represented in Table 2. It is observed that the
chloroprene strip seal sample meets the requirement
while the normal rubber does not meet the permissible
values specified in Table 1. As the natural rubber
TECHNICAL PAPERS
exhibited a hardness value greater than specified value
of 55+5, it can be inferred that the natural rubber has
greater tendency towards tearing than chloroprene.
The stress-strain relationship obtained from tensile
test on both the chloroprene and normal rubber is

shown in Fig. 8 (a) and Fig. 8 (b) respectively. This
shows that the elongation of chloroprene is more than
normal rubber.
Table 2 Test Values of Hardness of Chloroprene Seal and Ordinary Rubber

S. No.
1.
2.
Type of Material
Chloroprene Seal
Thickness (mm)
5.66
5.66
5.63
6.12
6.15
6.12
Normal Rubber
Hardness (23C)
56
55
57
84
83
85
(a) Chloroprene
Hardness (100C, 20 hrs.)

56
56
55
82
83
82
(b) Normal Rubber
Fig. 8 Stress-Strain Relationship of (a) Chloroprene and (b) Normal Rubber
From Table 3, it is seen that the tensile strength and

percent elongation of chloroprene sample qualifies the
values of 13.8 MPa minimum and 250% elongation,
respectively as given in Table 1. Both the samples do
not exhibit significant changes in hardness, tensile
strength and % elongation due to aging in hot air as
can be seen from Table 2 and 3. The tested chloroprene
seal material meets the requirements from the point of

view of shock elasticity as well as the apparent torsion
rigidity (refer Table 3). However, the chloroprene strip
seal has exhibited about 15% residual compressive
strain than specified in Table 1. However, the normal
rubber exhibited almost double the specified value of
residual compressive strain.
Table 3 Comparison of Properties of Chloroprene Seal and Ordinary Rubber

Type of Material
Tensile Strength
(MPa)
% Elongation
at Room 100C for at Room 100C for

Temp.
20 hrs
Temp.
20 hrs
Shock
Compression Apparent Modulus of
Elasticity (%)
Set (%)
Rigidity (G) MPa
at Room
Temp.
at 100C,
40 hrs.
at Room
Temp.
-35C,
40 hrs
Chloroprene Seal
15.8
15.70
900
900
47
32.41
33.2
33.2
Normal rubber
2.8
2.80
192
192
38
57.33
121.3
131.4
47
TECHNICAL PAPERS
From this limited study, it is seen that there is a lot
of variation in the various properties of normal
rubber in comparison to chloroprene. Therefore, it
is advised that the proper care must be taken during
the vulcanization process to achieve the desired
performance parameters of chloroprene seal for use in
bridge expansion joints.
4
Conclusion
It is seen that the strip seals being imported and

proprietary items, IRC:SP:69-2011 has specified both
ASTM and DIN standards to be used for material
characterization depending on the source of supply
of the material under consideration as indicated in
Table 1. However, it is seen that both the standards
have not been specified for all the tests. Further, it is
important to note that the test conditions and limiting
values specified in these standards are different for
most of the tests. Based on the study, the following
conclusions have been made:
1.
2.
3.
48
From Table 1, it is seen that the temperature

at which some of the tests are to be conducted
as per DIN standards is much lower than the
temperature specified in ASTM standards.
Further, generally in the most part of India, the
bridges and expansion joints are subjected to
high temperature in summer than specified in
DIN standard, which is applicable to countries
with totally different meteorological conditions.
Therefore, adaptability of DIN standards for
qualifying the strip seals used in our country
needs to be logically assessed.
Detailed studies are required to evaluate the
effectiveness and accuracy of the specifications
and test methods specified in various standards
such as ASTM or DIN for specifying them in
IRC:SP:69-2011.
Currently all the chloroprene material used
in expansion joints is being imported to India
from various countries. However, if proper
care is taken during vulcanization, then the
chloroprene seal can be indigenously prepared
after proper testing and evaluation, for which

the required facilities being developed at CRRI
may be used, which may help in socio-economic
development of our country.
Acknowledgements
This limited study is an outcome of a Ministry of
Road Transport and Highways (MoRT&H) Research
Scheme (B-34) on Creation of Expansion Joint Testing
Facility at CRRI, New Delhi. CSIR-CRRI, New
Delhi acknowledges MoRT&H for partially funding
this project. Authors are grateful to Director, CSIRCentral Road Research Institute, New Delhi for
his guidance and encouragement. The paper has
been published with the permission of Director,
CSIR-CRRI, New Delhi. Thanks are also due to
Sh. Surender Kumar Verma, Sh. Vijay Kumar,
Sh. Rajveer Singh, and other staff of the Bridges and
Structures Division, CSIR-CRRI for their assistance
during the laboratory work.
References
1.
IRC:SP:69-2011, Guidelines & Specifications for

Expansion Joints, The Indian Roads Congress,
New Delhi.
2.
NCHRP Report 204, Bridge Deck Joint-Sealing

Systems for Evaluation and Performance Specification,
Transportation Research Board, Washington.
3.
ASTM D 412, Method for Vulcanized Rubber and

Thermoplastic Elastomers Tension, American Society
for Testing and Materials, United States.
4.
ASTM D 624, Method for Tear Strength Conventional

Vulcanized Rubber and Thermoplastic Elastomers,
American Society for Testing and Materials, United
States.
5.
ASTM D 7121, Method for Rubber Property Resilience

Using Schob Type Rebound Pendulum, American Society
for Testing and Materials, United States.
6.
ASTM D 395-03, Method for Rubber Property

Compression Set, American Society for Testing and
Materials, United States.
7.
ASTM D 1043-02, Method for Stiffness Properties of

Plastic as a Function of Temperature by means of a Torsion
Test, American Society for Testing and Materials, United
States.
A STUDY ON LATERAL PLACEMENT AND SPEED OF VEHICLES

ON TWO-LANE ROADS
K. Balaji*, M.R.K. Bharadwaj** and Partha Pratim Dey***
Synopsis
2 BACKGROUND LITERATURE
About 3000 data collected on lateral placement and speed of

different category of vehicles at various sections of two lane roads
are analyzed. For the collection of data the lane width was divided
into segments of 25 cm each and the placement of left rear wheel of
vehicles was noted along with the time taken to travel the trap length
(30 m) using a stop watch. Equations were developed between the
lateral placement and speed for all categories of vehicles from the
field data. The analysis shows that heavy vehicles (truck and bus),
3-wheelers, and slow moving vehicles (bicycles and man-pulled
cycle rickshaws) follow a linear relation, while 2-wheelers and
cars follow a second degree polynomial relation. The vehicles as
a whole follow a second degree polynomial relation. The results
of this study give a better insight to the variation in speed with
placement.
Bhardwaj et al.1 conducted a study on the position of

outer wheel path on Indian highways to determine
the most frequent position of the outer wheel for
the three categories of carriageway width; single,
intermediate and two lane. Data were collected at
sixteen sites manually by transversely dividing the
road into sections of 30 cm width. It was observed
that the lateral distribution is not as per normal
distribution relationship. They found that within the
fast moving vehicles, the heavy commercial vehicles
move closer towards the edge of the pavement as
compared to the lighter and fast moving vehicles such
as cars. As the carriageway width increased from
single lane to intermediate lane there was a shift in the
modal placement of all types of vehicles away from
the edge of the pavement. Nagraj et al.4 conducted
a study on linear and lateral placement of vehicles
to develop inter-relationship between speeds and
vehicular dimensions with linear and lateral spacing.
It was observed that the average lateral placement is
a function of stream speed. The average left spacing
increases with the increase in mean speed till an
optimal is reached, and then it decreases. Summalo
and Merisalo6 reported that with the decrease in speed
there is a greater shift towards the right (left in Indian
conditions), particularly during night driving. Chandra
and Dev Raj2 observed that for a 5.6 m wide pavement
and bad condition of shoulder heavy vehicles and car
avoided coming closer than 20 cm and 70 cm from
the pavement edge respectively. For good condition
of shoulders, heavy vehicles could travel up to
20 cm from the pavement edge. Taragin and Eckhardt9
found that the shoulder width does not influence the
1
INTRODUCTION
The term placement of vehicle indicates the position
of left rear wheel from the edge of the pavement
when the vehicle is in motion. The term speed of
vehicle indicates the ratio of the distance travelled to
the time taken to travel that distance by the vehicle.
Wheel load applications on the full carriageway width
are generally non-uniformly distributed, and most
trafficking is seen to occur along certain bands of
smaller width, called wheel path. The characteristics
of lateral placement of vehicles across the pavement
width are important to know whether the traffic is
channelized or distributed over the pavement width.
It is a path of maximum repetition that is distressed
more and cracking and pavement deformations are
confined mostly to this area having maximum wheel
load repetitions. In the simulation of mixed traffic
flow also it is required to assign the position of a
vehicle within a lane when it enters the test section.
The present study was undertaken to study the relation
of placement and speed of different vehicles on two
lane roads.
*
Flat No-201, 1-9-699&700, Eden Enclave, Vidya Nagar, Hyderabad, Andhra Pradesh
**
Plot No-117/A, New Marutinagar (East), Kothapet, Hyderabad, Andhra Pradesh
*** Assistant Professor, IIT Bhubaneswar,
49
TECHNICAL PAPERS
effective pavement width for moving vehicles when
there are no vertical obstructions immediately adjacent
to the shoulder. Taragin7 studied the effect of objects
parked on the shoulder in two lane and four lane
roads. It was observed that when object was placed on
the shoulder at the pavement edge, the effect on the
lateral placement of vehicles is greatest and decreases
rapidly as the distance of the object increases from the
pavement edge. Taragin8 further studied two lane rural
highways with 3.6 m traffic lanes carrying light to
moderate traffic volumes. Free moving passenger cars
maintained an average lateral position progressively
farther from the centre line of the highway as the
shoulder was increased in width and improved in
type. Reddy and Pandey5 studied the lateral placement
of commercial vehicles on Indian highways. It was
observed that for single-lane roads, about 80% of the
rear wheel paths of the commercial vehicles were
located within 0.5 m of the maximum repetitions
path. In case of two-lane roads, the maximum repetition
path was closer to the centre line of the carriageway
and about 50% of the rear wheel paths were playing
in the central 1.0 m strip. Dey et al.3 studied the lateral
position of vehicles under mixed traffic conditions.
They found that the placement of vehicles may follow
a unimodal or a bimodal curve depending upon the
percentage of slow and fast moving vehicles. They
introduced two parameters Placement Factor (PF) and
Skewness Range (SR) to describe the placement of
vehicles and they concluded that the placement data
follow a unimodal curve if PF and SR are less than
1.30 and 0.54 respectively.
3
FIELD
STUDIES
AND
DATA
COLLECTION
The data for this study were collected for about 3000
vehicles at various sections of different two lane
roads. The sections were two lane intercity roads with

7.0 m pavement width and 3.6 m wide almost
identical shoulders on either side. The data were
collected at different sections of SH-2 (Near
Tarakeswar), SH-7 (Near Burdwan), SH-8 (Near
Baliatore) and SH-9 (Near Durgapur). The test
sections were free from the effect of intersections,
bus stops, parked vehicles, curvature and pedestrians.
Traffic studies were designed to determine the lateral
position of different vehicles and their speeds at the
selected road sections. The sections were so chosen as
to have a wide variation in the percentage of motorized
and non-motorized traffic. A trap length of 30 m was
chosen for determining the speed of vehicles. At the
mid-length of section the width was divided into
segments of 25 cm each with self adhesive cloth tape,
and these were numbered serially from the pavement
edge to the center of the road. The placement of left
rear wheel of vehicles crossing the section was noted
along with the time taken to travel the trap length
using a stop watch of least count of 0.01s. Data were
collected for about six hours on each test location.
4
ANALYSIS AND DISCUSSION
The vehicular placement and the time taken to travel

the trap length for all categories of vehicles on a
section were noted. The data were sorted with respect
to the placement and the speed of the vehicles was then
calculated (km/h) from the time data. The placement
of left rear wheel of each vehicle from the left edge
of the pavement was converted in cm. The mean
speed and the standard deviation from the average
speed were calculated; also the mean placement and
standard deviation from the average placement for
each category of vehicles were calculated and are
given in Table 1.
Table 1 Statistics of Speed and Placement of Vehicles

Type of Vehicle
2-Wheelers
Car
3-Wheelers
Slow Moving Vehicles
Heavy Vehicles
All
50
Speed (km/h)
Mean
S.D.
42.53
3.11
52.54
2.9
42.60
2.61
17.08
0.39
42.52
1.25
42.86
6.63
Placement (cm)
MEAN
S.D.
159.94
53.46
169.60
52.87
63.28
45.26
61.00
29.14
137.79
52.33
151.20
58.64
Sample size
1133
419
568
150
725
2995
TECHNICAL PAPERS
The average speed corresponding to a particular
placement was taken and then graphs were drawn
between the respective placements (cm) and average
speeds (km/h). This exercise was done separately
for different types of vehicles (2-wheelers, cars,
3-wheelers, slow moving vehicles and heavy vehicles)
and graphs were plotted. The plot showed that the
speed of the vehicle increases as it shifts towards the
centre of the road. Regression analysis was done and
its goodness was checked by the value of coefficient
of correlation. The same was also done for the all
the vehicles as a whole. The equations, sample size
and the R squared value of respective vehicles are
shown in a Table 2. The graphs obtained are shown in
Figs. 1 to 6.
Fig. 3 Effect of Placement on Speed of 3-Wheelers
Fig. 4 Effect of Placement on Speed of SMVs
Fig. 1 Effect of Placement on Speed of 2-Wheelers
Fig. 5 Effect of Placement on Speed of Heavy Vehicles
Fig. 2 Effect of Placement on Speed of Cars

Fig. 6 Effect of Placement on Speed (All vehicles)
51
TECHNICAL PAPERS
Table 2 Equations and R2 Values of Different Vehicle Types
Vehicle Type
Equation*
R2
Sample Size
2-Wheelers
y = -0.00009x2 + 0.085x + 31.49
0.925
1133
Cars
y = -0.0003x2 + 0.156x + 36.41
0.640
419
3-Wheelers
y = 0.045x + 37.07
0.612
568
Heavy Vehicles
y = 0.022x + 39.48
0.842
725
Slow Moving Vehicles
y = 0.011x +16.35
0.769
150
All
y = -0.0006x2 + 0.296x + 14.93
0.936
2995
* x indicates placement in cm; y indicates average speed of vehicle in km/h
For the validation of the model the lateral placement

and speed data were collected separately at section
of a two-lane road (SH-9 of West Bengal) and test
sections were free from the effect of intersections,
bus stops, parked vehicles, curvature and pedestrians.
The predicted average speed values from the model
at different lateral positions were compared with the
average speed values observed from the field. It has
been observed that the average speed of 2-wheelers
are on the higher side as compared to the predicted

values from the model and this difference is maximum
(+14%) when the 2-wheelers shift towards the
centre line of the road. Similar trend was observed
in case of cars also. But, in case of 3-wheelers the
predicted (model) speed was higher than the field
values. The speed from the model is compared
with the observed speed in the field as tabulated in
Table 3.
Table 3 Comparison of Speed and Placement Data

Placement
from the
Edge of the
Pavement
(cm)
2-wheeler
Speed
from
the
Model
(km/h)
Cars
Speed
%
Speed
from Error from
Field
the
ObserModel
vations
(km/h)
(km/h)
HV
Speed
from
Field
Observations
(km/h)
%
Error
Speed
from
the
Model
(km/h)
Speed
from
Field
Observations
(km/h)
%
Error
Speed
from
the
Model
(km/h)
Speed
from
Field
Observations
(km/h)
%
Error
50
35.5
38.3
7.8
37.6
42.3
12.5
39.3
35.2
-10.5
39.7
43.6
9.9
100
39.1
43.3
10.8
38.1
41.7
9.6
41.6
37.6
-9.6
39.7
43.5
9.4
150
42.2
45.8
8.4
37.7
45.7
21.1
43.8
38.4
-12.3
39.7
41.5
4.6
200
44.9
46.2
2.8
36.8
46.3
25.7
46.1
40.5
-12.0
39.5
40.5
2.4
250
47.1
51.3
8.9
37.8
42.3
12.0
48.3
40.8
-15.5
--
--
--
300
48.9
55.8
14.1
38.5
45.2
17.3
0.0
--
--
--
--
---
CONCLUSION
Data collected for placement and speed of vehicles

at various sections of different two lane roads were
analyzed in this paper. The analysis of these data
across a lane under mixed traffic conditions indicates
52
3-W
that vehicular speed increases as the vehicle shifts

towards the centre of the road. However, this trend is
only followed for 3-wheelers, slow moving vehicles
and heavy vehicles, In case of 2-wheelers and cars
the vehicular speed initially increases up to a certain
extent and then it starts decreasing. The reason for
TECHNICAL PAPERS
this is as the vehicles shifts towards the centre of
the road it is affected by the vehicles coming from
opposite direction. This is not observed in the case of
heavy vehicles as their motion is not disturbed by the
presence of other vehicles. In case of 3-Wheelers and
Slow Moving Vehicles the relationship was linearly
increasing, it is obvious due to their lower average
speed as they have a tendency to travel near the edge
of the road. The analysis shows that, 3 wheelers, heavy
vehicles and slow moving vehicles follow a linear
relation, while 2-wheelers and cars follow a second
degree polynomial relation. The vehicles as a whole
followed a second degree polynomial relation.
3.
4.
5.
6.
7.
REFERENCES
1.
Bhardwaj, S., Chadha, R., Jhingan, J.K., and Nanda,

P. K. (1989). Position of outer wheel path on Indian
highways-a case study. Highway Research Bulletin, No.
39, Indian Roads Congress, New Delhi, 79-92.
2.
Chandra, S. and Raj, Dev. (1999). Role of shoulders

in traffic operations. Indian Highways, 27(11), Indian
Roads Congress, New Delhi, 31-38.
8.
9.
Dey, P.P., Chandra, S., and S., Gangopadhaya. (2006)

Lateral distribution of mixed traffic on two-lane roads,
Jr. of Transportation Engineering, ASCE, 132 (7),
597-600.
Nagraj, B. N., George, K. J., and John, P. K. (1990). A
study on linear and lateral placement of vehicles in mixed
traffic environment through video-recording. Highway
Research Bulletin, No. 42, Indian Roads Congress, New
Delhi, 105-36.
Reddy, K. S., and Pandey, B. B. (1995). Lateral placement
of commercial vehicles on highways. Highway Research
Bulletin, No. 53, Indian Roads Congress, New Delhi,
63-84.
Summalo, H., and Merisalo, A. (1978). Measuring
the lateral position of vehicles on the road-system and
preliminary results. Traffic Engg. and Control, 19(7),
328-30.
Taragin, A. (1955). Driver behaviour as affected by
objects on highway shoulders. HRB Proceedings,
Vol. 34, 453-72.
Taragin, A. (1958). Driver behaviour as related to
shoulder type and width on two-lane highways.
HRB 170, Highway Research Board, Washington, D. C.,
54-76.
Taragin, A. and Eckhardt, H. G. (1953). Effect of shoulders
on speed and lateral placement of motor vehicles.
HRB Proceedings, Vol. 32, 371-82.
53
Selection of RS Walls Facia : A View Point

Goel Rajiv*
India has undertaken large infrastructure up-gradation

projects and Reinforced Soil Walls are being widely
used for building high embankments due to various
reasons such as limited right of way, to minimize land
acquisition, poor founding soil conditions, economy
considerations & ease of construction etc.
alternates by evaluating economy, aesthetic, durability

and speed of construction. The reinforced soil wall
facia affects all the above factors and require special
attention. Reinforcing element and the type of backfill
also affects the economy but here the matter is limited
to the type of facia and their merits and demerits.
The quantum of work has increased many folds and

contractors have to choose from various available
For ease of understanding and presentation tabular

form has been adopted.
RS Walls Facia: Modular Blocks vis--vis Discrete Panels

Sr. No.
Modular Blocks
Discrete Panels
For modular blocks that are generally used as

facing for RS Walls, there is no positive connection
between the blocks and geogrid and the connection
strength is mobilized from the friction between
the geogrid and the blocks under the normal selfweight of the blocks stacked one above the other.
Some block systems also use friction of granular
fill between hollow block spaces. There are no
mechanical connections to connect the facing with
the soil reinforcing element.
Properly designed mechanical connection

between the reinforcing element and the discrete
panel facia exists. The connection of reinforcing
element with facia panels is achieved by using
loops/hooks and connectors, which provide full
connection strength.
54
MD Earthcon Systems India Pvt. Ltd., E-mail: rajiv@esipl.net
TECHNICAL PAPERS
Sr. No.
Modular Blocks
Discrete Panels
There is a limitation on the connection strength

that can be achieved between the geogrid and the
block by friction. This puts a limit on the maximum
height of RS wall that can be constructed with
modular blocks having a depth to height ratio of
upto 1.5 (i.e. depth 300 mm and height 200 mm).
Also, the block walls are constructed with a batter
of 3 to 6. This reduces the effective normal load
at block geogrid interface and thus further reduces
the connections strength.
The connection can be designed for the desired

level of force. Connection strength thus does not
put a limit on the height of RS wall that can be
constructed.
Blocks are manufactured by dry-cast process

using a block making machine, wherein zero
slump concrete is poured into the mould,
compacted and ejected immediately. The locally
available machines, which are either manual or
semi-automatic, produce inadequate vibration
and compaction. This results in inferior quality
of blocks, which lack strength and durability on
account of porosity.
Discrete panels are produced by pouring concrete

into the steel moulds and compacting using
needle/form vibrators. The concrete in the panels
is vibrated and hence required strength and
durability is achieved. M35 concrete strength is
achieved easily.
Although most specifications call for M35 grade

of facia concrete, in the opinion of the author
not more than M20 concrete is achieved in these
blocks.
55
TECHNICAL PAPERS
Sr. No.
Modular Blocks
Discrete Panels
The dry concrete requires higher content of fines

viz. cement, sand and 10 mm down aggregates in
order to get smooth surface finish, which otherwise
would be honeycombed. Also dry concrete has to
be produced using handi mixers as this cannot
be transported using Transit Mixers. This results
in higher cost of concrete and higher cost of
production.
The concrete can be produced and handled with

existing facilities and at a lower cost. No separate
arrangement like a handi mixer etc. is required.
Also the cost of concrete and its production is as
per standard norms. The panel finish is superior to
those of blocks.
The work of concrete production, block casting, The labor requirement is minimal. A light crane
de-moulding, shifting etc. is entirely manual. is required in addition to the existing facilities of
Labor availability in the festival and harvesting batching plant and transit mixers.
seasons affects the progress of work.
As mentioned above, block walls are constructed

with batter ranging from 3 to 6. In case of a 10 m
high wall, a block wall (with 6 batter) will require
2.1 m additional space beyond the carriageway
(both sides put together).
56
Panel Walls can be constructed with zero batter

(with steel strips and geo-strap/tie) or with
maximum nominal batter of 1.5 (i.e. 1 in 40),
thus minimal extra space is required beyond the
carriageway width.
TECHNICAL PAPERS
Sr. No.
Modular Blocks
Discrete Panels
The size of the blocks in elevation is about This area can be easily achieved using only 70
200 mm x 450 mm giving a frontal area of moulds.
0.09 sqm. Even if the production of blocks is
2000 nos. per day (which is a large no. to cast and
handle), one can achieve only 180 sqm of facia
area per day.
Block machines maintenance is generally

outsourced, resulting in higher breakdown time.
Also, even if one machine, out of the inventory
available at site, is down, the loss of production is
high. For example, if there are three machines at a
site and one is down, the production rate is down
to 67%.
For casting & stacking of Segmental blocks about Space requirement for casting and stacking of
40 to 50% extra space is required as compared panels is generally 50% as compared to blocks.
to the space required for casting and stacking of
panels for a given output of wall area per month.
10
Only one type of block is cast. Hence planning of Because of the different types of panels (in terms
casting and erection program is fairly simple and of panel sizes and spacing of fixtures embedded
straight forward.
in the panel) casting schedule has to be carefully
planned as per approved drawings and the erection
plan.
11
It is required to place a 600 mm wide filter media The filter media is only 300 mm and the textile is
behind the blocks, with a full layer of geotextile required only over panel joints in bands/ strips.
sandwiched between filter media and RE fill. The cost of glue is additional.
The cost of filter media and geotextile is higher.
Also the process of placement of textile is time
consuming.
As far as panel moulds are concerned, with one

damaged mould the effect on the progress is
minimal. Also the mould maintenance can be
done, one by one, without affecting the progress.
57
TECHNICAL PAPERS
Sr. No.
Modular Blocks
Discrete Panels
12
The blocks are unreinforced and hence save on the The concrete consumption for panels is about
cost of reinforcement. The average depth is about 0.14 to 0.18 m3/m2. The consumption of steel
300 mm, but the concrete consumption is about reinforcement is about 4.0 to 5.0 kg/m2.
0.2 m3/m2. The remaining 0.1 m3/m2 is hollow
space, which is filled with single size aggregates.
13
The speed of block placement in the walls is slow

on account of small size and manual operations.
This results in higher idling of the earthwork
equipment, which is a big cost. The entire economy
of block wall construction is lost in the erection
process.
Due to large size of facia panels, erection speed

of over 100 Sqm/day can be easily achieved with
one erection gang comprising of 8 to 10 workers
and one crane. Each panel is equivalent to about
25-36 nos. of blocks.
14
For wall heights more than 8 m, in order to satisfy

the connection strength at the bottom of the wall,
the spacing of the grids is reduced to 200 mm to
400 mm. The maximum spacing in any case is
600 mm. This results in frequent interruption to the
earthwork resulting in higher idling of earthwork
equipment.
Irrespective of the height (generally prevailing)

a constant spacing of 0.8 m can be adopted. This
result in uninterrupted fill of 800 mm (4 layers of
200 mm) before panel erection work restarts.
58
TECHNICAL PAPERS
Sr. No.
Modular Blocks
Discrete Panels
15
Blocks are handled manually and crane is not

required. Also any propping or any special T&P
is not required. The blocks are prone to move due
to vibration of the roller. Hence, the alignment of
the wall is likely to get disturbed. For high walls,
it becomes difficult to control the alignment of the
walls at site. After construction, it becomes really
difficult to accommodate precast crash barrier.
Therefore, block walls are not suited for high
approach walls.
A light crane/Hydra is required for handling

the panels. Propping of first layer of panels is
required. Clamps and wooden wedges required
for erection. Panels have a tendency to rotate
outwards during compaction depending on quality
of fill, compaction equipment etc. Sufficient initial
inward batter has to be provided, to compensate
for the outward movement.
16
Slow speed of construction and highly labour Overall economic benefits due to high speed of
intensive work can delay the project and thus construction are expected to be sizable for BOT
affect the overall economics.
projects, where even a days delay in completion
matters.
17
Due to small size of blocks, it is not possible to

provide good architectural finishes (except using
colour concrete) in the segmental block walls. It is
not possible to provide organization logos on the
segmental blocks.
Due to large size of facia panels it is possible to

provide very good architectural finishes to the
facia panels. Logos of the organizations can be
inscribed on the Facia panels.
59
TECHNICAL PAPERS
Sr. No.
Modular Blocks
Discrete Panels
18
The longitudinal facia flexibility is achieved using The longitudinal and transverse facia flexibility
block cracking. This means, in case there is more is achieved using pre-defined panel joints with
than acceptable differential ground settlement, it flexible packing/air gap.
shall result in block cracking, which will give a
false sense of failure to general public and client.
19
In the absence of flexible jointing material and The discrete panels allow differential settlements
opening between adjacent modular blocks (like up to 1.0% (1 in 100), which is double the block
those present in discrete panels), the longitudinal facia capacity.
differential settlement capacity is usually restricted
to below 0.5% (1 in 200).
20
With traffic on the service roads adjacent to the

RS walls, during an unfortunate accident it may
happen that a vehicle may hit the wall. The plain
concrete segmental blocks can get crushed and
may even lead to collapse of other blocks that sit
on top of each other. Also there is no available
methodology to repair a block wall locally from
outside.
In case of panel walls some panels may get

damaged, but due to positive connection between
the facing and reinforcing elements, the possibility
of panels falling off is ruled out. The damaged
panels can be repaired with the available methods
like soil nailing etc.
In fact, the code of practice written for block

walls design and followed by many suppliers viz.
NCMA is meant for landscaped walls only.
60
TECHNICAL PAPERS
Sr. No.
Modular Blocks
Discrete Panels
21
For block walls, good quality granular fill is to

be used to mitigate the consequences of potential
differential settlement between the block facing
and the reinforcement. This is on account of nil
transverse flexibility.
In case of panel-facia walls, commonly available

granular fill material can be used; however
intermediate fills can also be used for some
applications.
22
Under the seismic loading, the normal load shall further reduce resulting in corresponding reduction
in the connection strength. Hence, as per FHWA-NHI-00-043 document, frictional type connections
should NOT be used where seismic Peak Ground Acceleration (PGA) is > 0.19 g.
Thus block walls cannot be used for seismic zones IV (PGA 0.24 g) and V (PGA 0.36 g). Also it is
advisable to extend the restriction to the regions in zone III (PGA 0.16 g) which are abutting zone IV
and V.
23
Design philosophy is similar to those for panels

except that some additional checks are required
for connection strength at all grid layers. In brief,
the normal load at all grid levels is calculated
depending on the block dimensions, its weight and
wall batter. The normal load at any given grid level
dictates the maximum connection force allowed.
The maximum design grid load has to be within
this connection force with a given factor of safety.
The mechanical connection is designed for all

possible strengths of reinforcing elements used.
The method of evaluation of reinforcing element

design force is dependent on the type of reinforcing
element used. Two methods of analysis are used
viz. Tie Back Wedge Method (for extensible
reinforcements like geogrids, kactive used for earth
pressure evaluation) and Coherent Gravity Method
(for inextensible reinforcements like steel strips
While evaluating grid design loads, the relief due and geo-straps viz. Paraweb and Kolotie etc., k0
to wall batter can be considered but that due to used for earth pressure evaluation).
(angle of wall friction), as given in NCMA,
It is unfortunate that some of the suppliers using
should be ignored. It is worth mentioning here that
geo-straps design their walls using tie back wedge
the NCMA guidelines are meant for landscaped
method i.e. active earth pressure is assumed to
structures only, and their use for permanent
act upon walls. This practice of under-designing
highway structures is not justified.
requires correction.
61
TECHNICAL PAPERS
Hybrid Block-Panel Facia
In the recent times, the use of hybrid block-panel
system has become popular because of the inherent
economy. The size of the facing unit is in the range
of 1400 mm (L) x 600 mm (H) x 210 mm (D) and is
reinforced. The facia has no mechanical connectors for
the grids. The grids are spaced at a constant spacing
of 600 mm (equal to the height of the facia) and are
attached to the facia using frictional and/or shear key
connection. Laboratory tests have been conducted in
some reputed academic institutions to establish the
efficacy of the connection.
However, the fundamental principal of unreinforced

modular block wall behaviour under longitudinal
differential settlements has been ignored. The facia
has to tolerate longitudinal differential settlements
[as mentioned above, restricted to below 0.5%
(1 in 200) for unreinforced block walls], which is a
must for the facia stability. Under the longitudinal
differential settlements the unreinforced block can
crack (being unreinforced) or articulate (because of
their small dimensions), and hence are able to retain
the connection strength.
This behaviour is absent in the reinforced large sized
block-panel. Under the longitudinal differential
settlements the large sized reinforced block-panel
cannot crack or articulate, and hence cannot retain the
connection strength, required for facia stability. This is
also more prone to damage under a seismic activity.
Conclusions
Both the type of facia viz. large panel and modular
blocks are technically correct and have been adopted
successfully. However the construction practices
prevailing in India at present renders the modular
block type of facia less acceptable. Unless the quality
issues are addressed w.r.t. to production of modular
block facia, this type of facia may remain a second
choice.
Use of block walls under seismic zones IV and V
should be avoided. The concept of hybrid blockpanel
should be discouraged. Design of Geo-straps systems
should be performed using Coherent Gravity method
only.
There is therefore need of proper guidelines in
this matter and if it is not possible immediately,
intermediate guidelines in terms of dos and Donts
are required.
62
EXPERIMENTAL INVESTIGATION TO PREDICT PBT,

UCS & CBR VALUES FROM DCP TEST FOR
CEMENT- FLYASH STABILISED SOIL
Mukesh A. Patel* and H.S. Patel**
Abstract
Soil stabilisation is a process to treat a soil to maintain, alter or
improve the performance of the soil as a construction material
and very important to minimise the cost of earth work in case
of unavailability of good earth at nearby source. The use of
Stabilising agent, for sub-grade with weak soil, improves strength
parameter such as cohesion and improvement in cohesion leads to
strengthening of embankment. This will ultimately lower down
the road construction cost.
In this research fly-ash and cement are used as stabilizing agents
with the sandy soil to improve strength properties and also to
increase binding properties to prevent settlement of sub-grade
and rain cut of road shoulders. Improved strength of soil provides
stability to road embankment against soil erosion and settlement
during rainy seasons. The present paper describes outcome of
experimental investigation of effect stabilising agents such as
fly-ash and cement used with non-cohesive soil. The effects of
stabilizing agent on soil characteristics and strength parameters
are measured using tests like Sieve analysis, Liquid limit test,
Plastic limit test, Plate Bearing Test, Dynamic cone penetrometer
test, unconfined compressive strength and CBR test. Using
results of investigation, correlations are derived from multi
variable linear regression between simple, rapid and economical
Dynamic cone penetrometer test with CBR, UCS & K-value for
various proportion of cement and Fly-ash mixed with sandy soil.
Use of these correlations will prove cost-effective and reduce
considerable time.
INTRODUCTION
There is a need for highly stable and high strength

sub-grade to take care of present traffic. The soil
can be stabilized in situ, in case of unavailability of
suitable soil for sub-grade. For example sub-grade of
sandy non-cohesive soil, soil can easily slide or flow
out from sub-grade. This soil settles in water merging
with road and forms rain cut to the shoulder. There are
possibilities of erosion, settlement collapse, sliding of
saturated embankments, the durability of the roads or

runways depends to a large extent on shear strength
characteristics of sub-grade material. Sub-grade
soils are essential component of pavement structures
and their poor performance is the cause of many
premature pavement failures. Road engineers have
long been recognized long term benefits of increase
in strength of pavement sub-grade soil by mixing
in a cementitious binder during reconstruction. The
addition of such stabilizing agent improves strength
and resists softening action due to water intrusion.
To stabilize the soil, cement and fly ash were used in
different proportion. Fly ash is a bigger dump in India,
which can be reduce only by reusing in road sub-grade
in present infrastructure boom. It is very difficult to
find earth resources for road works, therefore use of
fly-ash reduce the demands of earth and also reduce
the cost of road.
To perform an effective and reliable pavement design,
an accurate and representative material characterization
technique is essential. Such technique would be more
acceptable if it is simple, rapid and economical.
The evaluation of sub-grade strength is an important
for the road pavement during design, execution and
performance stages. Hence here an attempt was made
to stabilize the sub-grade soil by adding flyash and
cement in various proportions. For these mixes,
soil characteristics and strength parameters were
evaluated and those were correlated with each other.
The use of CBR or K-Value is mandatory for flexible
or rigid pavement design respectively. To estimate the
CBR, UCS or K-value for the various proportion of
stabilizing agents and soil demands significant effort
Research Scholar, Ganpat University, Mehsana, Gujarat
**
Associate Professor Department of Applied Mechanics, L. D. College of Engineering Ahmedabad, Gujarat
63
TECHNICAL PAPERS
reflect on conducting an experimental investigation
on effect on strength parameters by adding stabilising
agents like cement and fly ash in subgrade soil. For the
purpose, sandy soil of near Dantiwada, Banaskantha,
North Gujarat were collected to performed various
necessary tests.
and time. But use of Dynamic cone penetrometer

is faster and easier way to estimate the strength
parameters.
In view of present pavement design procedures,
it reflects that there is a need of performing direct
monitoring of stiffness of stabilized subgrade, which
is used for design, during construction and operation
period. This job demands rapid & easy way to check
stabilized subgrade strength parameters. This can be
possible by using correlation between results of DCP
with other test results like PBT, UCS and CBR.
2
The CBR, PBT, UCS & DCP tests were conducted

on natural soil & stabilized soil by adding cement
(1 to 5% in increment of 1%) & Fly ash (10 to 50%
in increment of 10%). Maximum dry density and
Optimum moisture content were obtained for each
proportion by Modified Compaction test procedure.
CBR, PBT, UCS & DCP tests were conducted at
M.D.D. and O.M.C. three tests were conducted for
each trial.
SCOPE OF WORK
Soil of North Gujarat region, due to non-cohesive,

low plasticity and good seepage properties, water
enters in sub grade soil of road easily and soil get
settled, hence there is rise of rain cut at the shoulder.
Also settlement collapse and erosion will occur in the
embankment soil. As stated in introduction, to prevent
settlement collapse and rain cut, stabilization of soil
by cement and fly-ash is cost-effective option for
improvement of strength parameters. Present study
3 METHODOLOGY ADOPTED
3.1
Collection of Sample and Gradation
Silty sand were collected at location near Dantiwada,

Banaskantha District, Gujarat the index properties of
the silty sand were determined as shown in Table-1
and Grain Size analysis was as per Fig.1.
Table 1 Physical Properties of Soil and Fly Ash

Material Proportion
Grain Size analysis (%)
S:C:F
Atterbergs Limit (%)
Sand
Gravel
Coarse
Medium
Fine
Silt/Clay
Liquid
Limit
Plastic
Limit
Plasticity
Index
Specific
Gravity
Soil
100
19
48
33
26
21
2.65
Fly Ash
100
18
82
--
NP
NP
2.07
3.2
Chemical and Physical Analysis of Stabilizing

Agent
53 grade O.P.C cement & flyash were used to stabilize
the soil. The properties cement & flyash used are as
shown in Table-2 and Table 3.
Table 2 Chemical Analysis of 53 Grade O.P.C. Cement
Fig. 1 Grain Size Analysis of Soil
64
S.No.
1
2
3
4
5
6
7
Chemical Constituents
CaO
SiO2
Al2O3
Fe2O3
MgO
Alkalies (K2O,Na2O)
SO3
Percentage
64
22
4.5
3.5
1.4
0.7
2.4
TECHNICAL PAPERS
Table 3 Chemical Analysis of Fly Ash
Sr. No.
Chemical Constituents
Percentage
Silica as SiO2
69.50
Alumina as Al2O3
9.10
Oxide of iron as Fe2O3
1.60
Titanium Oxide as TiO2
NIL
Lime as CaO
0.30
Magnesia as MgO
0.15
Potash as K2O
0.005
Soda as Na2O
0.025
Sulphate as SO3
0.0605
10
Phosphate as P2O3
0.0002
11
Loss on Ignition
2.80
12
Others
0.012
4 EXPERIMENTAL INVESTIGATION
4.1 Plate Bearing Test (PBT)
The investigation was carried out on prototype test
cylindrical mould of 490 mm diameter and 490 mm
height made of 10 mm thick steel plate. The mould
is stiffened by 12 mm thick and 40 mm wide steel
ring at bottom and top. The photograph of mould and
Reaction frame are shown in Fig. 2A.
3.3 Laboratory Investigation of Trial Samples

Fig. 2A The Photograph of Mould and Reaction Frame
It was planned to perform the Plate Bearing Test (PBT),

California Bearing Ratio (CBR) test, Unconfined
Compressive Strength (UCS) & Dynamic Cone
Penetration (DCP) Test for 4 day soaked remolded
soil samples prepared at M.D.D. and O.M.C. using
modified proctor test procedure. The tests were
performed for following proportion.

a)
Only Soil
b)
Soil + Cement (1,2,3., 5 percent)
c)
Soil + Flyash (10,20,30.50 percent)

and
d)
Soil + Cement (1,2,3., 5 percent) +

flyash (10,20,30, ., 50 percent).
3.4
Results Analysis
Results obtained from Experimental Investigation are

used to evaluate strength parameter of subgrade from
stabilizing agent proportion and DCP by multiple
variable Regression which is faster and easier
determination strength parameters.
For soaking of the sample, 6 mm diameter holes

were drilled at uniform spacing at the bottom of
mould. During soaking top soil surface was closed by
perforated steel plate, which is properly clamped with
mould to prevent swelling or particles displacement of
soil. It was placed in steel water tank of larger size by
means of crane so that sample in mould got saturated
during soaking are as shown in Fig.2B.
Fig. 2B Mould with Saturation Tank
65
TECHNICAL PAPERS
The diameter of the test mould for the sample satisfies
the recommendation for the experimental set up and
the test procedure as per the Indian standard, that is
the per the Indian standard, that is the diameter of the
loading plate should be Approximately one fifth of
the diameter of the sample specimen mould in order
to overcome the effect due to the confining of the
boundary.
minute. This procedure was continued up to the total

settlement became 1.75 mm or more three tests were
performed and average of three results are presented
in Table-2 Similar tests were performed for the each
proportion at M.D.D and O.M.C.in soaked condition.
PBT were conducted on samples prepared in the test

mould. Weight of sample required to fill the mould of
an inner diameter of 490 mm and a sample depth of
400 mm was determined. Total soil was filled in five
equal layers by static efforts using compression testing
machine specially developed as shown in Fig. 3.
4.2
The K-Value was obtained from PBT and results are

presented in the Table 4.
Dynamic Cone Penetrometer (DCP)
DCP test were performed using cylindrical mould at

the same densities and moisture content in soaked
condition as were done in the case of test using PBT.
Fig. 4 shows test set up for DCP specially developed
with digital facilities for blows count and penetration
measurement and also mechanical arrangement for
hammer falling.
Fig. 4 Digital Dynamic Cone Penetrometer
Fig. 3 Compression Testing Machine for Static Compression of

Sample in Mould
The load was applied on the circular plate of diameter

10.5 cm and thickness of 15 mm by manually operated
jack. The load is applied without impact, fluctuation
or eccentricity.
Initially a seating load of 0.007 MPa was applied
and released before the actual test was started. The
loads were applied in convenient increment and
measured by proving ring of capacity 50 kN and more
as needed and settlement of Plate for each increment
were measured by two nos. of dial gauge (0.01 mm
accuracy) placed at diametrically opposite ends of
the plate. The settlements were measured until the
rate of settlement becomes less than 0.025 mm per
66
In DCP test the 8 kg hammer was dropped through the

height of 575 mm on the anvil. Hammer was dropped
by mechanical pulling arrangement. The anvil was
connected with rod attached by 60 degree cone of
20 mm diameter. This was kept on the top of the soil
surface. In the DCP test, observation was made of
number of blows corresponding to penetration of cone
through digital display.
The penetration test using DCP was performed up
to 300 mm depth, The penetration resistance was
obtained that was the ratio of the total penetration to
the corresponding number of blows. Similar tests were
performed for the each at M.D.D and O.M.C. for each
proportion in soaked condition. The results of the test
were observed and are noted in the Table 4.
4.3
California Bearing Ratio Test (CBR)
CBR test were performed on soaked soil samples as

per the test procedure stipulated in Indian standard. In
the CBR test, load and penetration reading of 50 mm
TECHNICAL PAPERS
plunger were observed at a rate of 1.25 mm/minute,
the load for 2.5 mm and 5 mm were observed, the
load was expressed as a percentage of standard load
value at a respective deformation level. CBR test were
conducted at the same densities and moisture contents

for soaked sample as were performed using PBT and
DCP Test results of CBR are tabulated in Table 4
Table 4 Test Results

Trial No.
Soil
Cement
Fly Ash
M.D.D.
O.M.C
CBR
K-Value from
PBT
UCS
DCP
kN/m3
N/mm2/mm
N/mm2
mm/blow
T1
100
21.6
7.20
38
1.24
0.372
1.320
T2
99
21.7
7.40
95
2.28
0.889
0.600
T3
98
22.1
7.50
138
2.95
1.580
0.150
T4
97
22.3
7.70
158
3.55
1.900
0.090
T5
96
22.4
7.90
172
3.76
2.180
0.070
T6
95
22.5
8.00
179
3.94
2.340
0.040
T7
90
10
20.1
7.60
40
1.26
0.375
1.280
T8
80
20
19.9
7.90
42
1.29
0.382
1.270
T9
70
30
19.5
8.50
54
1.50
0.505
0.960
T10
60
40
18.8
9.50
50
1.42
0.500
1.060
T11
50
50
17.9
10.10
30
1.09
0.290
1.570
T12
89
10
21.0
7.80
44
1.36
0.421
1.200
T13
88
10
21.2
8.00
86
2.07
0.725
0.650
T14
87
10
21.4
8.20
98
2.32
0.898
0.530
T15
86
10
21.5
8.40
125
2.77
1.260
0.250
T16
85
10
21.6
8.50
132
2.85
1.420
0.190
T17
79
20
20.2
8.00
46
1.35
0.435
1.200
T18
78
20
20.4
8.50
56
1.62
0.515
0.980
T19
77
20
20.5
8.60
75
1.86
0.693
0.770
T20
76
20
20.7
8.77
87
2.15
0.819
0.680
T21
75
20
20.8
8.90
90
2.17
0.835
0.600
T22
70
30
19.9
8.90
69
1.78
0.663
0.830
T23
69
30
20.1
9.30
75
1.88
0.693
0.760
T24
68
30
20.2
9.80
89
2.13
0.835
0.600
T25
67
30
20.3
10.00
95
2.32
0.892
0.600
T26
66
30
20.4
10.20
102
2.35
0.950
0.520
T27
65
40
19.7
9.60
65
1.75
0.625
0.880
T28
59
40
19.9
9.90
72
1.82
0.665
0.830
T29
58
40
20.0
10.30
83
1.96
0.735
0.700
T30
57
40
20.2
10.40
113
2.62
1.100
0.400
T31
56
40
20.3
110.60
119
2.65
1.170
0.380
T32
55
50
19.3
10.50
34
1.14
0.328
1.380
T33
48
50
19.5
10.80
40
1.28
0.375
1.280
T34
47
50
19.7
10.90
43
1.38
0.425
1.220
T35
46
50
19.8
11.00
50
1.45
0.461
1.060
T36
45
50
20.0
11.20
63
1.70
0.568
0.870
67
TECHNICAL PAPERS
4.4
Unconfined Compressive Strength (UCS)
The maximum load that can be transmitted to the sub

soil depends upon the resistance of the underlying
soil. This ismeasure of the resistance of the soil by
compressibility or shearing deformation, so it is
prime important to find compression. Unconfined
compression test is the load required per unit area
to fail the unconfined soil specimen by application
of compressive pressure. UCS test were conducted
at the same densities and moisture contents as were
performed using PBT, CBR and DCP
5
DEVELOPMENT OF MULTIVARIABLE
LINEAR
REGRESSION
USING
EXPERIMENTAL RESULTS
5.2 Prediction of UCS From DCP For Soil

Stabilized With Cement And Fly Ash
A relation between UCS and penetration index
determined from DCP results for Soil stabilized
with fly ash and cement is expressed by
Equation No. 2.

UCS = -2.22621037410-3 Cement 3.89445874310-3 Fly Ash - 1.047421746 DCP

+ 1.739202047
... 2
A plot between actual and predicted value UCS values

is shown in Fig. 6.
5.1 Prediction of CBR From DCP For Soil

A relation between CBR and penetration index
determined from DCP results, for Soil stabilized
with cement and fly ash and is expressed by
Equation No. 1.

Cement
CBR
=
5.01261389910-1
0.193729457 Fly Ash - 87.7742487 DCP +
153.1592742
... 1
A plot between actual and predicted value CBR values

is shown in Fig. 5.
Fig. 6 Predicted and Actual UCS
5.3 Prediction of KPBT From DCP For Soil

A relation between KPBT and penetration index
determined from DCP results for Soil stabilized
with fly ash and cement is expressed by
Equation No. 3.

=
1.68774027610-2
Cement
KPBT
-3
4.39734329410 Fly Ash - 1.569462216
DCP + 3.306461346
... 3
A plot between actual and predicted value KPBT values

is shown in Fig. 7.
Fig. 5 Predicted and Actual CBR
68
TECHNICAL PAPERS
results of various tests like PBT, CBR and UCS with
DCP of soil. The correlations developed are very
useful rapid estimation of strength parameters of nonplasticsilty sand simply by conducting Dynamic Cone
Penetrometer test (DCP) at site. Based on experimental
results the following conclusions are drawn.
1.
The values of California Bearing Ratio (CBR),

Unconfined Compressive Strength (UCS) and
Modulus of subgrade reaction (KPBT) increase
with increase in cement content in soil.
2.

with increase in fly ash content maximum up
to 30 % in soil then after values decrease with
addition of fly ash.
3.

with addition of fly ash and cement content in
soil varied for fly ash content 10 to 50 % and
cement content 1 to 5 %. Results show that
increase in Shear parameters can help directly
to lay bituminous layer on stabilized subgrade.
This solution will economize the Pavement
construction.
4.
Selection of optimal content of stabilizing

agent is to determine the utility of the stabilized
product and the target level of strength required
on the utility of product. The purpose of using
stabilizing agent in soil be divided in two
categories (1) to achieve maximum strength for
the mix or (2) to target level of strength. Based on
project requirement by using above correlations
between various strength parameters, design
engineer can judge the appropriate proportion
of the stabilizing agent.
5.
A graph is plotted between actual and predicted

results obtained from multiple variable
regression analysis to get an idea about
feasibility of correlations.
Fig. 7 Predicted and Actual KPBT
5.4 Prediction of Maximum Dry Density From

DCP For Soil Stabilized With Cement and
Fly Ash
A relation between M.D.D. and penetration index
determined from DCP results for Soil stabilized with
fly ash and cement is expressed by Equation No. 4.

M.D.D.
=
1.72772790110-1 Cement
-2
- 4.68690053810 Fly Ash - 0.378485616
DCP + 21.51508609
... 4
A plot between actual and predicted value M.D.D.

values is shown in Fig. 8.
Fig. 8 Predicted and Actual MDD
CONCLUSION
The above experimental analysis was carried out to

develop the multiple variable co relations between
69
TECHNICAL PAPERS
6.
7.
These multiple variable correlations are helpful

for consultants/engineers in quick determination
of CBR, K-Value, UCS in non-plastic silty sand
stabilized with varying proportion of fly ash
and Cement.
Non-plastic silty sand stabilized with fly-Ash/
cement will prevent settlement of subgrade,
collapse of embankment and erosion of
shoulders.
7.
IS:2720 (Part-3, Section-1)-1980, Methods of Test For

Soils : Part-3 Determination of Specific Gravity, Section 1
Fine Grained Soils.
8.
IS:1498 -1970, Classification and Identification of Soils

for General Engineering Purposes.
9.
IS: 1888-1982, Method of Load Test on Soils
10.
IS:2720 (Part-4)-1985, Methods of Test for Soils: Part -4

Grain Size Analysis
11.
IS : 2720 (Part-16) -1983, Indian Standard Method of Test

for Soils, Laboratory Determination of CBR.
12.
IS : 2720 (Part-5)-1985, Method of test for Soils : Part-5

Determination of Liquid and Plastic Limit.
13.
IS:2720 (Part-8), Method of test of Soils : Part -8

Determination of Water Content-Dry Density Relation
using Heavy Compaction.
14.
IS : 9214- 1974, Method of Determination of Modules of

Subgrade Reaction ( K-Value) of Soils in Field.
15.
Jeffrey E., Harrick., and Tim L. Jones., (2002). A

dynamic Cone Penetrometer for Measuring Penetration
Resistance.
16.
Kleyn, E.G., (1975) , The Use of the Dynamic Cone

Penetrometer (DCP), Rep. No.-2/74. Transval Roads
Department, South Africa.
17.
Kleyn, E.G., and Savage, P.E.(1982). The Application of

the Pavement DCP to Determine the Bearing Properties
and Performance of the Road Pavements, International
Symposium on Bearing Capacity of Roads and Airfields,
Trodheim, Norway.
18.
Livneh, J., Ishai, I., and Livneh, N.A. (1992). Automated

DCP Device Versus Manual DCP Device, Rd. And
Transport Res. Vol. 1, No.4.
19.
Livneh, M. (1987). Validation of Correlation between a

Number of Penetration Test and In situ California Bearing
Ratio Tests, Transp. Res. Rec. 1219. Transportation
Research Board, Washington, D.C., pp. 56-67.
ACKNOWLEDGEMENT
We are deeply indebted to Mr. V.D. Patel

(IRC Council Member, Superintending Engineer
(R&B Dept., Govt. of Gujarat) and Present
Superintending Engineer (Q.C.), GIDC, Govt.
of Gujarat, whose help, stimulating suggestions,
knowledge, experience and encouragement helped us
in all the times of study and analysis of the project in
the pre and post research period.
REFERENCES
1.
Burnham, T. R. (1997), Application of Dynamic Cone

Penetrometer to Minnesota Department of Transportation
Pavement Assessment Procedures, Report No. MN/RC97/19, Minnesota Department of Transportation, St. Paul,
MN.
2.
D.Jones., & J.Harvey., (2005). Final Report for California

Department of Transporation., Relationship between DCP,
Stiffness, Shear Strength and R-Value.
3.
DeMello, V. (1971). The Standard Penetration Test A

State-of-the-Art Report, Fourth Pan-American Conference
on Soil Mechanics and Foundation Engineering, Vol. 1,
pp. 1-86.
4.
George, K. P., and Uddin, W, (2000), Subgrade

Characterization for Highway Pavement Design, Final
Report, Mississippi Department of Transportation Jackson,
MS.
20.
Livneh, M. (200). Friction Correction Equation for the

Dynamic Cone Pentrometer in Subsoil Strength Testing
Paper Presented at the 79th Transporation Research Board
Annual Meeting, Washington, D.C.
5.
Harison, J.R. (1983). Correlation between CBR and

DCP strength Measurements of Soils, Proc. Instn. of Civ.
Engrs. London, Part-2.
21.
6.
Harison, J.R. (1987). Correlation between California

Bearing Ratio and Dynamic Cone Penetrometer Strength
Measurement of Soils, Proc. Instn of Civ. Engrs., London,
Part-2, pp. 83-87.
Livneh, M., and Ishai, I. (1988). The Relationship

Between In situ CBR Test and the Various Penetration
Tests. Proc.First Int. Conf. On Penetration Testing,
Orlando, Fl, pp.445-452.
22.
Livneh, M., and Livneh, N.A. (1994). Subgrade

Strength Evaluation with the Extended Dynamic Cone
Penetrometer, Proc. 7th Int. IAEG Congress.
70
TECHNICAL PAPERS
32.
American Concrete Institute State-of-the Art Report

on soil Cement ACI 230.1R-90ACI Materials Journal
Vol-87 No. 4 (1990) pp. 23.
33.
American Coal Ash Association "Soil Stabilization and

payment Recycling with self Cementing coal Fly Ash
American Coal Ash Association Education Foundation
Colorado (2008).
34.
United Facilities Criteria(3-250-11)Soil Stabilization for

Payment TM-5-822-14/AFJMAN 32/1019(2004).
35.
Texas Department of Transportation Guidelines for

Modification and Stabilization of Soil and Base for Use in
Payment Structure.
36.
Rodrigo Salgadi., Sungmin Yoon., (2003). Final Report

on Dynamic Cone Penetration Test (DCPT) for Subgrade
assessment.
Joel H. Beeghly-Recent Experiences with Lime-Fly

Ash Stabilization of Payment Subgrade Soil, Base and
Recycled Asphalt.
37.
Dallas N.Little,Syamnair,(2009) Recommended practice

for stabilization of Subgrade soils and Base materials
Texas Transport Institute, Texas A & M University,
College Station, Texas.
A.U. Ravi Shankar & P. Srinivas Reddy (2004 ) -Study on

Load-Settlement Charaacteristics of Clayey Soil Stabilised
Using Lime and Pond Ash
38.
Manish Pal, Kaberi Majumdar, Manik Barman & Dipankar

Sarkar (2010 ) Study of Strength, CBR, Resistivity and
Conductivity of Soil Uute Mixture
29.
The Dept. of Army, Navy & Airforce, USA, (October1994), Soil Stabilisation for the pavaments,
39.
30.
IS-4332 (Part-1) 1967-Method of sampling

Preparation of stabilized soils for testing.
Lt. Gen. Mathew Mammen, V.K. Manglik & Lt. Col.

Yogender Singh (2005) Evaluation of Flexible
Pavement by Nondestructive Testing.
31.
IS-4332 (Part-5) 1970-Determination of Un confined

Compressive Strength of Stabilised soil.
40.
A.U. Ravi Shankar, S.N. Suresha & M.V.S. Phanikumar

Strength Behavior of Shedi Soil-Lime-Pond Ash Mixes
an Experimental Study.
23.
Livneh, M., Ishai, I., and Livneh, N.A. (1995). Effect

of Vertical Confinement on Dynamic Cone Penetrometer
Strength Values in Pavement and Subgrade Evaluation,
Transp. Res. RC. 1473, pp. 1-9.
24.
McElvaney, J., and Djatnika, I.(1991). Strength

Evaluation of Lime-Stabilized Pavement Foundation
Using the Dynamic Cone Pentrometer, Australian Rd.
Res., Volume 21, No. 1, pp. 40-52.
25.
Mohammadi., S.D., & Nikoudel, M.R., The Use of

Dynamic Cone Penetrometer (DCP), To Determine Some
useful Relationships fro Sandy and Clayey Soils.
26.
27.
28.
Puppala A. J., Acar, Y.B., and Tumay, M.T.(1995).

Cone Penetration in very Weakly Cemented Sand,
J.Of Geotechnical Engineering, ASCE, Vol. 121, No.8,
pp.589-600.
&
71
A COMPARATIVE STUDY ON THE LABORATORY AND FIELD

CBR VALUES OF GRANULAR SUB-BASE MATERIAL FOR
PAVEMENT CONSTRUCTION
Kaushik Bandyopadhyay* and Sunanda Bhattacharjee**
Abstract
California Bearing Ratio (CBR) test is a measurement of resistance
to penetration for evaluating the strength of material used in the
subgrade, subbase and base layers. In this present investigation
CBR of granular subbase materials (GSB) were tested for
pavement evaluation during construction at Bagjola Bridge
approaches near Rajarhat, New Town under Housing Directorate,
Government of West Bengal. In this study laboratory CBR was
performed on Jhama metal and Stone aggregate material collected
from Salt lake and Airport end sites respectively. Besides, field
CBR test as per IS:2720 (Part-31) & dynamic cone penetration
test were performed on same material bed at both ends. In this
paper comparison between CBR values i.e., field and laboratory
under different conditions including density and moisture content
were investigated.
INTRODUCTION
Accurate quality control tools are required for

monitoring construction and maintenance of good
quality roads. For meeting the structural requirement
of granular subbase it is required to possess specified
minimum value of CBR according to MORT&H.
The granular subbase (GSB) layers are used under
flexible pavement to provide a stress-transmitting
medium to spread the surface wheel load in a uniform
manner so as to prevent the shear failure and control
deformations. It also acts as a drainage medium and
helps prevent waterlogging. CBR test was conducted
in the laboratory on both remoulded and undisturbed
GSB specimens with soaked, unsoaked and in-situ
condition in the field. At the time of pavement design,
CBR is tested in the laboratory for the soil brought
from the field. Design of pavement is done on the
basis of worst condition. The various methods for
determination of in-situ CBR are quite labourious and
time consuming compared to laboratory CBR. The
CBR value is highly dependent on the condition e.g.

moisture, density etc. of the material at the time of
testing. After construction, field CBR determination is
necessary for comparing the in-situ strength vis--vis
similar laboratory tests.
2 OBJECTIVE AND SCOPE OF STUDY
This study is conducted in two phases. In the first
phase, difference between in-situ DCP and field insitu CBR (IS:2720, Part 31) test are done for both type
of GSB material like jhama metal and stone aggregate
respectively. The second phase consists of a series of
laboratory CBR tests under different conditions and
the scope of the study includes the following :
1.
To study the CBR values at various field

conditions with field dry densities for jhama
metal at Salt lake end and stone aggregate
towards Airport end.
2.
Secondly to determine the relationships between

unsoaked versus four days soaked laboratory
CBR at different conditions for jhama metal
and stone aggregate.
3.
To investigate the variation of laboratory CBR

values between 100% MDD and 98% MDD.
3 LOCATION DETAIL
Project sites are on both sides of approaches to Bagjola
bridge and are situated in the north eastern fringe of
Kolkata. Airport end is located at the northern side
and Saltlake end is on the eastern side of Ultadanga
junction. DCP, field CBR, field compaction, field
moisture content tests were carried out at five locations
on jhama metal layer at Salt Lake end and stone
aggregate layer at Airport end on staggered basis.
Associate Professor, E-mail: kb@const.jusl.ac.in
**
Research Scholar, E-mail: sunando_bhattacharjee2007@rediffmail.com
72
Department of Construction Engineering,

Jadavpur University (2nd Campus), Kolkata
TECHNICAL PAPERS
4 MATERIALS AND METHODS
4.1 Materials
In case of Airport end GSB material of upper layer
consisted of 150 mm thick with (65-43) mm size stone
aggregate. The lower GSB layer comprised of 100 mm
thick stone dust. Simultaneously for Salt Lake end
upper GSB material chosen was 150 mm thick jhama
metal. A 100 mm thick brick bats layer underlay the
jhama layer, which is called lower GSB. As the tests

were carried out on upper GSB layer for both sides
of bridge approaches, jhama and stone aggregate
samples were collected for laboratory testing from
same locations where the field tests had been done.
The different component layers provided for Salt Lake
end & Airport end are tabulated in Table 1 and typical
pavement cross sections of two ends are shown in
Fig. 1(a) & Fig. 1(b) .
Table 1 Component Layers from Base Course Towards Bottom at Salt Lake & Airport End
Sl. No. Portion of the Bridge Approach
Component Layers from Base course towards bottom
Salt Lake End
4 m high compacted sand (including embankment) + 100 mm

thick Brick bats consolidation + 150 mm thick jhama metal +
Two Layers WMM of each 125 mm thick.
Airport End
4 m high compacted sand (including embankment) + 100 mm

thick stone dust + 150 mm thick stone aggregate + Two Layers
WMM of each 125 mm thick.
Fig.1 (a) Typical Pavement Cross Section Towards

Salt Lake End
Fig.1 (b) Typical Pavement Cross Section Towards Airport End
73
TECHNICAL PAPERS
4.2
Test Procedure for DCP and Field CBR
Five test locations each for jhama metal bed of Salt

lake end and stone aggregate bed of Airport end, were
selected on staggered basis. Locations for DCP and
Field CBR test for same chainage were very close.
DCP tests were carried out as per ASTM D6951-031.
The apparatus and testing procedures are shown in
Fig. 2a & Photo 1.
was lowered, it passed through the hole of the annular

weight. Entire setup is shown Fig.2b & Photo 2.
Photo 1 Conducting Dynamic Cone Penetrometer (DCP)

Test in Progress
Fig. 2a Schematic of DCP Device

Source : ASTM D 6951-03
Field CBR tests were carried out as per

IS:2720-Part 31, 19902. For Field CBR testing the
surface area of selected spot for both sides of the
bridge approaches were exposed and properly levelled.
Total surcharge weight was equal to weight of base
material and pavement layer courses. Truck was used
and loaded suitably to give the necessary reaction.
The surcharge annular weight was kept in position
on the surface to be tested, so that when the piston
74
Fig. 2b Field CBR Apparatus

Source IS:2720 (Part 31)
TECHNICAL PAPERS
the degree of compaction. According to MORT&H
(4th revision), clause 401.3 field density of compacted
layer must be 98% of the maximum laboratory dry
density and four days soaked laboratory CBR at field
moisture content and field density should be ensured
to minimum 30%. Therefore field CBR values by
Dynamic cone penetrometer & IS 2720 (Part 31) 1990
methods should also be satisfied to minimum 30%.
4.5 Laboratory Testing
Photo 2 Conducting Field CBR Test in Progress
4.3
Field Moisture & Field Compaction
After completion of the Field CBR test, samples were

collected from near the test locations within 15cm of
the test point of both sides of the bridge approaches
for moisture content determination in accordance
with IS 2720 (Part-2) 19733. Field compaction (in-situ
density) was checked by Sand Replacement method in
accordance with IS 2720 (Part 28) 19744.
4.4
Compaction
construction
control
at
the
time
of
GSB material was spread, graded maintaining line and

levels and mixed with water near to optimum moisture
content and properly compacted. As per MORT&H5
specification maximum thickness upto 225 mm to
be compacted in single layer by vibratory roller.
Therefore for both sides 150 mm thick jhama metal &
stone aggregate layers were compacted by vibratory
roller in single layer. Every 500 m2 of finished area
of GSB, six density determinations were carried out
for getting representative mean value for assessing
Proctor compaction test, particle size distribution,

disturbed and undisturbed CBR tests were carried
out at four days soaked and unsoaked condition in
laboratory, Salt Lake. The disturbed CBR values
were obtained in laboratory by testing remoulded
samples at i)100% maximum dry density & optimum
moisture content, ii) field dry density & field moisture
content, iii) 98% maximum dry density and optimum
moisture content in accordance with IS 2720
(Part-16)6, 1979. Undisturbed samples were collected
by cutter at field moisture condition for jhama metal. For
stone aggregates at Airport end undisturbed samples
could not be collected due to coarseness of material.
This undisturbed CBR values in the laboratory were
correlated with those of field CBR. Modified proctor
compaction tests (as per IS2720 (Part-8) 19837 were
carried out for samples collected from both the end to
find out the relationship between the dry density and
the moisture content. As per AASHTO designation:
T 193-938 Clause 1.2 and AASHTO designation
: T 180 -939 (Method C, Clause 7, Note-8) ,when
materials having maximum particle size greater than
3/4 inch (19 mm) are to be tested, this test method
provides for modifying the gradation of the material
so that the material used for tests passes the 3/4 inch
(19 mm) sieve while the total gravel (No 4 to 3 inch)
fraction remains the same. This rule was followed for
preparation of samples for Modified Proctor density
and remoulded CBR at laboratory.
5
Results and Discussion
Typical graphical representation of DCP results for a

particular location C-S-1 (3rd Kerb Panel + 22.5 mt,
RHS) of jhama metal is shown in Fig. 3.
75
TECHNICAL PAPERS
From Table 3 & 4, it is observed that field compaction
achieves from 98.30 to 99.88 percent for jhama metal
and 98.50 to 99.81percent for stone aggregate.
Table 3 Comparison of Field Density & Field Moisture
Content with Laboratory Maximum Dry Density
& Optimum Moisture Content (IS:2720-Part-8) for
Jhama Metal at Salt Lake End
Chainage
FDD
(gm/cc)
FMC
(%)
MDD &
OMC
Compaction
Obtained (%)
C-S-1
C-S-2
1.628
1.623
10.00
11.00
MDD
=1.643
99.09
98.78
C-S-3
1.641
9.00
99.88
C-S-4
1.634
10.00
gm/cc
&
C-S-5
Fig.3 Number of Blow vs Incremental Penetration (mm) for a

Particular Chainage (C-S-1) for Jhama Metal of DCP Test
CBR is calculated using the equation:

log CBR = 2.48-1.057*log (DCP)
From Table 2 it is observed that CBR values at 100%

MDD are 1.13 and 1.06 times higher than CBR at
98% MDD for unsoaked and four days soaked jhama
metal samples respectively. Table 2 also indicates that
CBR values at 100% MDD are 1.13 and 1.17 times
higher than CBR at 98% MDD for unsoaked and four
days soaked stone aggregate samples respectively.
The reason for variation is due to change in degree of
compaction.
1.615
12.00
OMC
=18.30%
99.45
98.30
Table 4 Comparison of Field Density & Field Moisture

Content with Laboratory Maximum Dry Density &
Optimum Moisture Content (IS:2720-Part-8) for Stone
Aggregate at Airport End
Chainage
C-A-1
C-A-2
C-A-3
C-A-4
C-A-5
FDD
(gm/cc)
2.114
2.098
2.117
2.126
2.121
FMC
(%)
6.00
7.00
5.00
4.00
5.00
MDD &
OMC
MDD
= 2.13
gm/cc
& OMC
=8.32%
Compaction
Obtained (%)
99.25
98.50
99.39
99.81
99.58
Moisture density relations for jhama metal and stone

aggregate are shown in Fig.4 & 5 respectively.
Table 2 Laboratory Remoulded CBR at 100% MDD

& OMC and 98% MDD & OMC for Jhama Metal and
Stone Aggregate
Degree
of
Compaction
Unsoked CBR
(%)
4 Days soaked
CBR(%)
Jhama
Metal
Stone
Aggre
gate
Jhama
Metal
Stone
Aggre
gate
100% MDD &

OMC
43
71
35
61
98% MDD
& OMC
38
63
33
52
76
Fig. 4 Moisture Density Relation For Jhama Metal at

Salt Lake End
TECHNICAL PAPERS
Fig.6 Sieve Analysis For Jhama Metal & Stone Aggregate
Table 6 shows laboratory undisturbed (sample

collected from field) unsoaked and four days soaked
CBR and laboratory remoulded unsoaked and four days
soaked CBR at FDD & FMC for jhama metal. Table
7 furnishes laboratory remoulded unsoaked and four
days soaked CBR at FDD & FMC for stone aggregate.
It is observed from Table 6 that laboratory undisturbed
CBR (both unsoaked & soaked) collected from field
varied from 33 to 46% and laboratory remoulded CBR
(both unsoaked & soaked) at FDD & FMC varied from
35 to 51% for jhama metal. The variation between the
two methods at field condition is negligible. For stone
metal laboratory remoulded CBR (both unsoaked
& soaked) at FDD & FMC varies from 49 to 69%
(Table 7). Undisturbed sample for stone aggregate
was not collected due to coarseness.
Fig. 5 Moisture Density Relation For Stone Aggregate at

Airport End
Table 5 indicates sieve analysis results for both type

of materials at each end. From Fig.6, it is observed
that particle size distribution curves satisfy within the
limit as per MORT&H, Table2, Grading-1.
Table 5 Particle Size Distribution for Jhama Metal at
Salt Lake End & Stone Aggregate at Airport End
Sieve
Size
(mm)
% Passing
75.0
100
100
% Required as per
MORT&H Table
400-2
Grading-1
100
26.5
61.34
69.52
55-75
4.75
17 .42
15.23
10-30
0.075
4.65
2.94
<10
Jhama
Metal
Stone
Aggregate
Table 6 Comparison For Field CBR as Per IS 2720 (Part-31), DCP CBR, Unsoaked & 4 Days Soaked Remoulded
Laboratory CBR at FDD & FMC and Undisturbed Laboratory CBR Collected by Core from Different Chainage
Location For Jhama metal at Salt Lake End
Chainage
Field Dry
Density
(gm/cc)
FMC
(%)
Field
CBR as
per
IS:2720
(Part-31)
DCP
CBR
Unsoaked
Laboratory
CBR For
Undisturbed
Sample
4 Days Soaked
Laboratory
CBR For
Undisturbed
Sample
C-S-1
1.628
10.00
34
49
47
39
45
36
C-S-2
1.623
11.00
36
39
44
37
43
38
C-S-3
1.641
9.00
31
45
51
42
39
33
C-S-4
1.634
10.00
32
41
49
40
40
35
C-S-5
1.615
12.00
37
41
43
35
46
40
Unsoaked
4 Days Soaked
Laboratory
Laboratory
Remoulded
Remoulded CBR
CBR at FDD & at FDD & FMC
FMC
77
TECHNICAL PAPERS
Table 7 Comparison for Field CBR as Per IS 2720 (Part-31), DCP CBR, Unsoaked & 4 Days Soaked
Remoulded Laboratory CBR at FDD & FMC From Different Chainage Location For
Stone Aggregate at Airport End
Chainage
Field Dry
Density
(gm/cc)
FMC (%)
Field CBR
as per IS 2720
(Part-31)
DCP
CBR
Unsoaked
Laboratory
Remoulded CBR
at FDD & FMC
4 Days Soaked
Laboratory
Remoulded CBR at
FDD & FMC
C-A-1
2.114
6.00
57
60
61
52
C-A-2
2.098
7.00
53
57
58
49
C-A-3
2.117
5.00
58
59
66
57
C-A-4
2.126
4.00
62
63
69
59
C-A-5
2.121
5.00
63
55
67
55
Table 6 & 7 also indicates the field CBR by IS:2720

(Part 31) & DCP CBR values for jhama metal &
stone aggregate respectively. From Table 6, it is
observed that for jhama metal DCP CBR values are
1.26 to 1.32 times higher than field CBR by IS:2720
(Part 31) method. From Table 7, it is also observed
that for stone aggregate, variation between DCP CBR
and IS:2720 (Part 31) is less (maximum 1.07 times
higher) except for chainage C-A-5. DCP CBR values
are higher compared with field CBR by IS:2720
(Part 31) values because DCP CBR being a free
falling cone drive method whereas IS:2720 (Part 31)
is a method of penetration resistance of a plunger.
In field CBR IS:2720 (Part 31) method, the plunger
is penetrated into the GSB material. Therefore, we
get a measure of field undrained shear strength of
GSB material. But in case of DCP, 8 kg weight is
allowed to fall on the test surface through a height of
575 mm. It is actually the resistance of a material. DCP
is the indirect measure of stiffness of GSB material.
Therefore, stiffness versus undrained strength is
compared from DCP and field CBR study.
78
Fig.7 shows graphical representation of unsoaked and

four days soaked laboratory remoulded CBR at FDD
& FMC, laboratory unsoaked and four days soaked
undisturbed CBR (collected from field), field CBR by
IS:2720(Part31) & DCP CBR with field dry density of
jhama metal for different chainages. Fig.8 also shows
similar graphical representation except the case of
laboratory undisturbed CBR for stone aggregate at
different chainages.
Fig.7 Comparison of CBR Values at Various Field

Conditions with Field Dry Densities for
Jhama Metal Towards Salt Lake End
TECHNICAL PAPERS
Fig. 8 Comparison of CBR Values at Various Field

Conditions with Field Dry Densities for
Stone Aggregate Towards Airport End.
From Fig.7, it is observed that CBR values varies from

33 to 51% for jhama metal and from Fig. 8 variation is
observed in between 49 to 69% for stone aggregates.
Unsoaked remoulded laboratory CBR values at FDD
& FMC are maximum (43 to 51% for jhama metal
and 58 to 69% for stone aggregate compared to other
methods).The reason is mould tested at unsoaked
condition and dynamic compaction is applied to the
materials at 5 layers by 55 blows. In case of jhama
metal for all chainages, field CBR (by IS:2720 Part 31
method) values are found to be lower than laboratory
CBR values from different conditions. The reason is
in laboratory, the mould is compacted with proper
care at particular blows per layer in a confined area
(177 cm2). Hence dynamic compaction energy is
transmitted uniformly but in field compaction is done
by compactor and as such compaction is a function
of different parameters, like roller speed, number of
passes, frequency, duration of rolling etc. Therefore
100% laboratory compaction may not be achieved in
the field. Otherwise MORT&H directed that minimum
98% of laboratory maximum dry density should be
required in the field. Due to variation of compaction
energy between laboratory and field, field CBR value
is lower than laboratory CBR.
The relationships for unsoaked and four days soaked
CBR of jhama metal and stone aggregate at different
conditions are indicated in Fig.9 & Fig.10.
Fig. 9 Unsoaked Vs 4 Days Soaked CBR for Jhama Metal
Fig. 10 Unsoaked Vs 4 Days Soaked CBR For Stone Aggregate
Unsoaked CBR is 1.10 to 1.25 times and 1.14 to 1.22

times higher compared with four days soaked CBR
for jhama metal and stone aggregate respectively.
After four days soaking of CBR specimen, soaked
moisture content is higher than optimum moisture
content and moisture content of unsoaked specimen.
When moisture content increases from optimum,
CBR decreases. Yoder (1967)10 superimposed test
results of CBR of unsaturated specimen showing
higher strength at lower moisture content and there
is a rapid fall in strength with increased moisture
content. The comparison of test results obtained from
different tests under different conditions are shown in
Fig.11 to 14.
79
TECHNICAL PAPERS
6
CONCLUSIONS
For different chainages, DCP CBR values are higher

compared to field CBR by IS:2720 (Part 31) with
respect to field dry densities for jhama metal. Similar
trends are followed for almost every cases of stone
aggregate samples. For exceptional case at C-A-5
chainage, field CBR by IS:2720 (Part 31) value is
higher than DCP CBR value.
Fig. 11 Laboratory CBR Values for Jhama Metal at
Various Test Conditions
Fig.12 Laboratory CBR Values for Stone Aggregate at

Various Test Condition
In case of jhama metal for every chainages field CBR

values by IS:2720 (Part 31) are lower than laboratory
CBR values from different conditions with respect to
field dry densities.
It is observed that laboratory undisturbed CBR (both
unsoaked & soaked) collected from field varied from
33 to 46% and laboratory remoulded CBR (both
unsoaked & soaked) at FDD & FMC varied from 35 to
51% for jhama metal. For stone aggregate laboratory
remoulded CBR (both unsoaked & soaked) at FDD &
FMC varied from 49 to 69%. Undisturbed sample for
stone aggregate was not collected due to coarseness.
Unsoaked laboratory CBR values are 1.10 to 1.25 times
and 1.14 to1.22 times higher compared with four days
soaked laboratory CBR for jhama metal and stone
aggregate respectively from different conditions.
Fig. 13 Comparison of CBR Values for Jhama metal at Various

Field Conditions Towards Salt Lake End
CBR values at 100% MDD are 1.13 and 1.06 times

higher than CBR at 98% MDD for unsoaked and 4days
soaked jhama metal samples respectively. CBR values
at 100% MDD are 1.13 and 1.17 times higher than
CBR at 98% MDD for unsoaked and 4 days soaked
stone aggregate samples respectively.
Sieve analysis and Field compaction results
satisfy within the specified limit as per MORT&H
Specification for jhama metal and stone aggregate
respectively.
ACKNOWLEDGEMENT
Fig. 14 Comparison of CBR Values for Stone Aggregate at

Various Field Conditions Towards Air Port End
80
The authors greatly acknowledge the support of

Housing Directorate, New Town Construction Circle,
Kolkata, Government of West Bengal for giving
permission to use the Field and Laboratory test data
from the present investigation for publishing this
paper. The authors are obliged to M/s Mackintosh
TECHNICAL PAPERS
Burn Ltd. For the scope, time and assistance provided
by their team.
REFERENCES
1.
ASTM D 6951 (2003): Standard Test Method for Use of

the Dynamic Cone Penetrometer in Shallow Pavement
Applications.
2.
IS:2720: (Part 31): 1990, Method of Test for Soils Part

31. Field Determination of California bearing ratio (first
revision).
3.
IS:2720 (Part 2): 1973 Methods of test for soils. Part 2

Determination of Water Content (second Revision).
4.
IS: 2720 (Part 28): 1974- Methods of test for Soils: Part
28. Determination of Dry Density of Soils in place, by the
sand replacement method (first revision).
5.
MORT& H (2001), Specification for Road and Bridge

Works, 4th Edition, Ministry of Road Transport and
Highways, Indian Road Congress, New Delhi, India.
6.
IS:2720: (Part 16): 1987, Method of Test for Soils- Part

16: Laboratory Determination of CBR (second revision).
7.
IS: 2720: (Part 8):1983, Methods of Test for Soils, - Part-8:

Determination of water content -Dry Density Relation
using Heavy Compaction (second revision).
8.
AASHTO. T 193 (1993), The Califonia Bearing Ratio,

American Association of State Highway and Transportation
Officials.
9.
AASHTO. T 180 (1993),Moisture- Den-sity Relations

of Soils Using a 4.54-kg [10 lb] Rammer and a 457mm
[18-in.] Drop, American Association of State Highway
and Transportation Officials.
10.
Yoder, E.J. (1959), Principles of Pavement Design, John

Wiley and Sons. Inc., U.S.A.
Symbols and Notations

Chainage for Salt Lake End
1.
C-S-1 ------ Chainage: 3rd Kerb Panel +22.5 mt,
RHS
2.
C-S-2 ------ Chainage: 1st Kerb Panel +7.50 mt,
RHS
3.
C-S-3 ------ Chainage: 2nd Kerb Panel +1.50 mt,
LHS
4.
C-S-4 ------ Chainage: 4th Kerb Panel +3.50 mt,
LHS
5.
C-S-5 ------ Chainage: From closing wall after
2nd Kerb Panel, LHS
Chainage for Airport End
6.
C-A-1 ------ Chainage: 30 m from Bridge End
at right carriageway
7.

at left carriageway
8.
9.
at left carriageway
10. C-A-5 ------ Chainage: 150 m from Bridge End
Test Condition
11. TC-1 ------- FMC ( Unsoaked condition)
12. TC-2 ------- FMC (4 Days soaked condition)
13. TC-3 ------- OMC (Unsoaked condition)
14. TC-4 ------- OMC ( 4 Days soaked condition)
15. FDD ------- Field Dry Density (gm/cc)
16. FC-1 ------- Field CBR as per IS: 2720
(Part-31)
17. DCP -------Field CBR by Dynamic Cone
Penetro-meter Method
18. URF ------- Unsoaked Laboratory Remou-lded
CBR at FDD & FMC
19. SRF ------- 4 Days Soaked Laboratory
Remoulded CBR at FDD & FMC
20. UU --------Unsoaked Laboratory CBR For Undisturbed Sample.
21. SU --------- 4 Days soaked Laboratory CBR For
Undisturbed Sample
Unsoaked & 4 Days Soaked Condition
22.100J -------Unsoaked and 4 Days soaked CBR
at100% MDD for Jhama metal
23. 98J ------- Unsoaked and 4 Days soaked CBR at
98% MDD for Jhama metal
24. UJ ------- Unsoaked and 4 Days soaked CBR at
Undisturbed condition for Jhama metal
25. FDMJ ---- Unsoaked and 4 Days soaked CBR
at FDD& FMC for Jhama metal
26. 100S ----- Unsoaked and 4 Days soaked CBR
at100% MDD for Stone Conso-lidation
27. 98S ------- Unsoaked and 4 Days soaked CBR
at 98% MDD for Stone Consolidation
28. FDMS ----Unsoaked and 4 Days soaked CBR
at FDD & FMC for Stone consolidation
81
82
83
84
85
86
87
IMPORTANT ANNOUNCEMENT
INTERNATIONAL SEMINAR ON 11th 12th NOVEMBER, 2013 AT NEW DELHI
The Indian Roads Congress (IRC) is organizing an International Seminar on Experience Gained in PPP
Projects in Road Sector in association with Government of France and PIARC on 11th - 12th November, 2013
at New Delhi.
The Venue of the Seminar is Stein Hall, India Habitat Centre, Lodhi Road, New Delhi (India).
A Souvenir will be published on this occasion, for which Papers are invited from the Experts/Researchers
in this field. The details in respect of the format of the Papers and related Guidelines are available at
IRC Website : www.irc.org.in and the same may please be referred to. The Papers may be submitted to
Shri R.V. Patil, Assistant Director (Technical), IRC through e-mail at rahulpatil@irc.org.in latest by
7th October, 2013. For any clarification you may contact him at 09312849826.
Excellent opportunity is available for showcasing the strength/capabilities/product range through
advertisement in the Souvenir. The space will be available on first-cum-first basis for the advertisement
with tariff as under:
Position of Page
Black & White
Colour
Outside back cover (Print area 24 cm x 17 cm)
Rs.60,000.00
Inside Front & Inside Back Covers

(Print area 24 cm x 17 cm)
Rs.50,000.00
Full Page (Print area 24 cm x 17 cm)
Rs.20,000.00
Rs.30,000.00
Full page for Sponsors, Co-Sponsors & Donors
Rs.15,000.00
Rs.25,000.00
Half Page (Print area 11.5 cm x 17 cm)
Rs.10,000.00
Rs.15,000.00
For Sponsorship, the fees* is as under:

Sponsorship (with five delegates free)
Rs. 2,00,000.00
Co-sponsorship (with three delegates free)
Rs. 1,00,000.00
Donors fee (with one delegate free)
Rs. 50,000.00
* The names of the Sponsors, Co-sponsors & Donors will be displayed prominently during the event.
For more details you may contact Shri D. Sam Singh, Under Secretary, IRC at 09717711573
(samsingh@irc.org.in) & Shri S.K. Chadha, Under Secretary, IRC at 09899299959 (skcadmn@gmail.com).
*******
88

Indian Highways

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Indian Highways

Uploaded by

Copyright:

Available Formats

INDIAN HIGHWAYS

A REVIEW OF ROAD AND ROAD TRANSPORT DEVELOPMENT

From the Editors Desk

Highlights of the 200th Council Meeting

Performance of Warm Mix Asphalt for Indian Conditions

Evaluation of Stripseal for Use in Expansion Joints

A Study on Lateral Placement and Speed of Vehicles on Two-Lane Roads

Selection of RS Walls' Facia : A View Point

82-86 Circular Issued by MORT&H

Tender Notice of NH Circle Lucknow

Important Announcement - Forthcoming International Seminar

The Indian Roads Congress

Founded : December 1934

Jamnagar House, Shahjahan Road,

Kama Koti Marg, Sector 6, R.K. Puram

From the Editors Desk

ROADS STRATEGIC ECONOMIC INFRASTRUCTURE

INDIAN HIGHWAYS, September 2013

Place: New Delhi 

Vishnu Shankar Prasad

Honble Minister of Road Transport & Highways,

Honble Minister of Road Transport & Highways,

Honble Minister of Road Transport & Highways,

Honble Minister of Road Transport & Highways,

INDIAN HIGHWAYS, September 2013

Highlights of 200th Council Meeting

Honble Minister of Road Transport & Highways,

INDIAN HIGHWAYS, September 2013

A view of the dais during the 200th Council Meeting

Highlights of 200th Council Meeting

Lighting of Traditional Lamp during the Council Meeting

Honble Minister of Road Transport & Highways, Shri Oscar Fernandes

Honble Minister of Road Transport & Highways,

Honble Minister of Road Transport & Highways,

INDIAN HIGHWAYS, September 2013

Highlights of 200th Council Meeting

Honble Minister of State for Road Transport & Highways,

Honble Minister of State for Road Transport & Highways

Honble Minister of State for Road Transport & Highways

INDIAN HIGHWAYS, September 2013

A view of the dais during Inaugural Function of the

Highlights of 200th Council Meeting

Lighting of Traditional Lamp during the

Honble Minister of State for Road Transport & Highways,

INDIAN HIGHWAYS, September 2013

Highlights of 200th Council Meeting

Release of IRC:113-2013 Guidelines for the Design and

First copy of IRC:113-2012 being presented to Guest of Honour

Release of IRC:114-2013 Guidelines for Use of

First copy of IRC:114-2013 being presented to Guest of Honour

Release of IRC:SP:46-2013 Guidelines for Design and

First copy of IRC:SP:46-2013 being presented to Shri P.N Jain,

INDIAN HIGHWAYS, September 2013

Highlights of 200th Council Meeting

Release of IRC:SP:50-2013 Guidelines on Urban Drainage

First copy of IRC:SP:50-2013 being presented to

Release of IRC:SP:97-2013 Guidelines on Compaction

First copy of IRC:SP:97-2013 being presented to

Honble Minister of State for Road Transport & Highways

A view of the dais during National Anthem

INDIAN HIGHWAYS, September 2013

Highlights of 200th Council Meeting

Honble Minister of State for Road Transport and Highways,

President, IRC, Shri C. Kandasamy, Director General

Place: New Delhi