1.

0 Introduction

M/s Tata Steel Limited, Jamshedpur vide Indian Road Congress (IRC) letter no. IRC-24(12)/2014
(ACC-129) dated 26th June 2014 received product accreditation of “Processed Steel Slag” from the
IRC committee for Accreditation of New Materials and Techniques. A sponsored R&D project report
entitled “Laboratory Evaluation of BOF Steel Slag for Utilization in Flexible Pavement” submitted by
CSIR-CRRI to Ms. Tata Steel and subsequently submitted by Tata Steel to IRC for product
accreditation, acted as precursor for product accreditation of steel slag as pavement construction
material. This project report outlined the benefits of utilization of BOF steel slag as substitution of
natural aggregates in Flexible Pavement. Corroboration of these laboratory findings on the field was
necessary for successful utilization of steel slag aggregates in various layers of flexible pavement.
IRC product accreditation also desire that the client/user department shall use the
material/technique/equipment accredited by IRC on a trial basis and shall monitor the performance
for its compatibility and durability in Indian environment and furnish first detailed performance report
to IRC indicating their experience and satisfactory/unsatisfactory performance within one year from
the date of the issue of the accreditation letter.
Accordingly, M/s. Tata Steel Limited vide letter dated 27th May 2014, requested CRRI to undertake a
study entitled “Field Trials and Performance Evaluation of Test Sections Constructed on NH/SH by
Utilizing BOF Steel Slag in Different Layers of Flexible Pavement”. CRRI vide letter no.
CRRI/PEA/PM&CTG/Tata steel dated 7th July 2014 accepted the above mentioned R&D assignment
as sponsored research project and communicated the detailed scope of work along with institute
charges to Tata Steel to undertake this study. Field Trial of steel slag aggregate was proposed to be
carried out in three test sections on NH/SH as given below:
1. Test Section No.1 : Use of Steel Slag as Aggregate in Bituminous layer

2. Test Section No.2 : Use of Steel Slag as Aggregate in Granular Sub-base layer

3. Test Section No.3: Use of Steel Slag as Aggregates in Bituminous Layers and in Granular Sub-
base
Subsequently vide letter dated 04th September 2015, M/s Tata Steel Limited deposited 75% of
institute charges in CRRI as advance payment of institute fee and informed that Jamshedpur Utilities
and Services Company (JUSCO) an extended arm of Tata Steel, which manages road network,
power and water supply etc. in Jamshedpur town, laid a test section using 100 % steel slag as
aggregate in Jan. 2015, in road strengthening project of Dimna-Mango road. This test section
comprises a bituminous overlay of 50 mm thickness (having steel slag aggregate) on existing

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distressed bituminous pavement. This second interim report brings out the pavement performance
details of the test sections constructed on Dimna-Mango road by JUSCO in Jan. 2015 and evaluated
by technical team of CRRI on 06th May 2016 and 18th July, 2017 respectively. This second interim
report presents the data collected on second and third periodic performance evaluation of referred
test section and further interim findings in continuation to first interim report.

1.1 Details of the Test Section

Dimna- Mango road has six lane divided carriageway connecting Jamshedpur town to NH-33. Test
section with steel slag aggregate and control section with natural aggregates were laid on Mango to
Dimna side carriageway. Total length of the test section and control section is around 400 m, (200 m
each) covering entire width (10.5 m) of the carriageway. Test section comprises a Bituminous
Concrete (BC) overlay of 50 mm thickness with BOF/LD slag as aggregate on distressed bituminous
pavement, while control section considered for study comprises an overlay of same thickness with
natural aggregate on existing distressed bituminous pavement. Bituminous concrete overlay was laid
as per clause 507 of MoRTH “Specification for Road and Bridge Work” 5th revision. Figure 1 shows
the crust composition of the test section.

Fig. 1: Cross Section of Test Section (As provided by Tata steel)

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2.0 Field Investigation

2.1 Periodic Performance Evaluation

Periodic performance evaluation of steel slag test section and control section were carried out to
assess structural and functional condition of project road. Periodic performance evaluation
comprises numerous field activities to assess structural strength and riding quality of pavement on
site. Traffic volume surveys were carried out to assess the present traffic loading plying on the
pavement. The following field studies were undertaken to assess the condition in detail:-

 Visual Inspection of the project road

 Benkelman Beam Deflection measurements
 Classified Traffic Volume Survey
 Roughness Measurement
 Skid Resistance Measurement

The detailed methodology to carry out various field evaluations is given in the following sub-sections.

2.2 Visual Inspection of the project road

Visual assessment of pavement surface condition of steel slag test section and control section was
carried out by a CRRI team through walk survey method. Complete project road was covered during
visual inspection and various surface distress such as fracture (cracks), disintegration (ravelling,
potholes), deformation was noted down. Surface distress is a measure or indicator of the structural
and functional state of a pavement section. The data was recorded by observing the different forms
of distress. Rain water drainage condition was also recorded along the test sections. Typical surface
conditions are shown in photo 1 to 3, while the summary of visual assessment of road conditions of
steel slag and natural aggregate test sections are given in table 1 and table 2 respectively. The data
was recorded by observing the different forms of distress. During visual observation it was observed
that structurally both test sections i.e. of natural aggregate and steel slag aggregate has performed
well as no load related cracks such as alligator cracks and deformation such as rutting/settlement
were found in both the test sections. Surface defects i.e. bleeding/fatty surface was found in isolated
locations in steel slag test section while no such surface defect was present in natural aggregate test
section.

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 Table-1: General Condition of Steel Slag Test Section

Assessment of surface condition by visual observation

Pavement Surface Condition Longitudinal Cross Terrain
Drainage,
Drainage
General Cracking Ravelling Deformation Pothole Bleeding Surface
Condition (Rutting) (Camber)

No
Fairly Good No Fair No Yes Good Good Rolling

Table-2: General Condition of Natural Aggregate Test Section

Assessment of surface condition by visual observation

Pavement Surface Condition Longitudinal Cross Terrain
Drainage,
Drainage
General Cracking Ravelling Deformation Pothole Bleeding Surface
Condition (Rutting) (Camber)

Good No No No No Good Good Plain

No

Photographs of Second Performance Evaluation (7th May 2016)

Photo 2.1: Early sign of bleeding on isolated location in steel slag test section

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 Photographs of Third Performance Evaluation (18th July 2017)

Photo2.2: Tyre marks due to Bleeding of

Photo 2.3: Glassy reflection from the
Bitumen on steel slag test
pavement surface due to bleeding of
section
Bitumen on steel slag test section

2.3 Benkelman Beam Deflection Measurements

Benkelman beam deflection test as stipulated in IRC: 81:1997, was carried out to assess the
structural condition of the steel slag test section and control section of natural aggregate. It’s a non-
destructive method of pavement evaluation which measures rebound deflection of pavement under
moving load. Benkelman Beam deflections were measured at staggered points with a standard truck
having rear axle load of 8.16 tonnes and tyre pressure of 5.6 kg/cm2. The measurements were taken
as per procedure laid down in IRC: 81-1997. Photo 2.4 shows the test in progress. Pavement
temperature was measured at regular intervals by a standard thermometer for applying needed
correction in observed deflection value, where ever the pavement temperature differed from the
standard temperature of 350C. Necessary corrections for temperature and moisture were applied to
the observed rebound deflections as per IRC: 81-1997 and characteristic deflections were
calculated, separately for each road section. The corrected characteristic deflection values are given
in Table 3. Necessary corrections for temperature and moisture were applied to the observed
rebound deflections as per IRC: 81-1997 and characteristic deflections were calculated, separately
for each road section. The corrected characteristic deflection values, of two performance evaluation,
are given in Table 2.

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 Photo 2.4: Benkelman beam deflection Photo 2.5: Benkelman beam deflection
test in progress during second test in progress in during third
performance evaluation performance evaluation

Table-3: Characteristic Deflection of test section and control section

Corrected Characteristic Deflection, mm

Location Natural Aggregate Test Steel Slag Aggregate Test
(0 to 2 km) Section Section
Second Performance 0.77 0.72
Evaluation
Third Performance 0.79 0.73
Evaluation

2.4 Traffic Volume Survey

The project road is subjected to mixed traffic conditions i.e. from Mini Bus to Multiple Axle Trucks.
But due to presence of steel industry in the vicinity of the project road, trucks are plying on road in
significant number. Information about the traffic volume and axle configuration which are using
project road is absolutely essential since it would form the basis for the evaluation of project road. To
find out the traffic volume including composition of heavy commercial vehicles (Vehicle of gross
leaden weight of 3 tons and more considered as commercial vehicles) plying on the project road, 48
hours round the clock, classified traffic volume survey was carried out at one location on project at
chainage 2250. Skilled enumerators were deputed to count the classified traffic volume. Table 3
gives the number of Commercial Vehicles per Day (CVPD) on the project road.

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 Table-4: Number of CVPD on the Project Road from Mango to Dimna

Direction of Traffic LGVs LPVs Truck Buses Multi- Total No. of

(Chainage) (Two Axle Commercial
Axle) Truck Vehicles Per
Day (CVPD)
Mango – Dimna 412 264 279 335 1325 2615
2250.00

Mango – Dimna 925 364 279 512 1527 3607

2250.00

Notes: LGVs –Light Goods Vehicle

LPVs – Light Passenger Vehicles

2.5 Roughness Measurement

Road roughness, or roughness, is the term used to describe the relative degree of comfort or
discomfort experienced by a road user when using a road.

Roughness is one of the most important aspects of a road network to monitor, since it directly relates
to the experience of road users. As such, roughness serves as a collective measure of several
aspects of road condition, including rutting, cracking, potholes, local failures and undulations. It is
very important maintain the road roughness within the limit.

The measurement of road roughness can be classified into two basic types Response Type
Measurement and Profilometric Type Measurement. In general, the profilometric approach is more
modern and sophisticated, and provides more consistent data. Under profilometric approach, there
are various index for measuring the smoothness of pavements, one of the most common indices
used today is the International Roughness Index (IRI).

The international roughness index (IRI) was developed by the World Bank in the 1980s. IRI is used
to define a characteristic of the longitudinal profile of a travelled wheel track and constitutes a
standardized roughness measurement. The commonly recommended units are meters per kilometer
(m/km) or millimeters per meter (mm/m). The IRI is based on the average rectified slope (ARS),
which is a filtered ratio of a standard vehicle’s accumulated suspension motion (in mm, inches, etc.)
divided by the distance traveled by the vehicle during the measurement (km, mi, etc.). IRI is then
equal to ARS multiplied by 1,000. The open-ended IRI scale is shown in Figure 2.

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 Fig:2 IRI roughness scale (re-plotted from Sayers et al,1986)

Surface roughness of the steel slag test section and control section was measured using dipstick.
Profilometric approach is used for evaluation of surface roughness. Photo 2.7 shows surface
roughness measurement in progress during second and third periodic performance evaluation. In
order to assess the progress of roughness in natural aggregate and steel slag test section surface
roughness was measured on pre marked location. IRI value of both test sections is reported in table
3.

Second Visit Third Visit

Photo 2.6 : Roughness Measurement in Progress through Dipistick

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 Table: 5- Results of Roughness Measurement

Type of Test Section IRI

(m/km)
2nd 3rd
Evaluation Evaluation
Natural Aggregate Section
3.5 3.6

Steel Slag Section 3.5 3.3

2.6 Skid Resistance Measurement

Skid resistance is the force developed when a tire that is prevented from rotating slides along the
pavement surface. Skid resistance is an important pavement evaluation parameter because
inadequate skid resistance will lead to higher incidences of skid related accidents. A variety of
devices are available for the measurement of skid resistance such as skid trailor, Mu-meter, portable
skid resistance tester etc. Under this study portable skid resistance tester i.e. British Pendulum is
used to measure the skid resistance of the test sections. It is a dynamic pendulum impact type tester
for measuring the resistance offered by a surface under test. It is used for measuring spot values of
surface friction at representative locations. Skid resistance is measured in terms of energy loss when
a rubber slider edge is propelled over a test surface and final reading is presented in terms of Skid
Resistance Value (SRV).

The test was conducted as per ASTM-E303-1978. Table 4 presents the British Pendulum Skid
Resistance Number in wet and dry conditions of steel slag and natural aggregate test sections.

Photo 7 presents skid resistance measurement in progress during third performance evaluation
carried out by CRRI team. SRV values for test section are given in Table No. 4.

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 Photo: 2.7: Skid Resistance testing in Progress

Table: 6– Skid Resistance Value of Test Section

Type of Test Section (Chainage) Avg. Dry SRV Avg. Wet SRV
Natural Aggregate (2310) 87 62
Natural Aggregate (2320) 75 48

Steel Slag Aggregate (2300) 73 56

Non-Bleed Portion
Steel Slag Aggregate (2300) 58 40
Bleed Portion

As per the literature, the Minimum skid resistance (surface wet) for heavy traffic roads in urban areas
is 55. The average wet SRV value obtained in the field for steel slag portion with bleeding condition
and without bleeding condition is 40 and 56 respectively. Skid resistance which is less than the
required value. This may be due to bleeding of bitumen.

3.0 Interim Findings:

Following are the interim findings based on the second and third periodic performance evaluation
carried out by CRRI team in May, 2016 and July, 2017 of the steel slag test section laid on Dimna-
Mango road in Jamshedpur:

 Test section laid with steel slag aggregate is found to be structurally sound as no sign of distress
related to loading is present. Characteristic Deflection obtained for both steel slag and natural

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 aggregate test section are well within the permissible characteristic deflection on high duty road.
Deflection value of steel section is 8.2% less as compare to natural aggregate test section. This
also presents the higher structural integrity of road section made with steel slag.
 The roughness value for steel slag test section has been reduced from 3.4 m/km to 3.3 m/km.
Generally with passage of time and traffic, roughness generally increases but due to bleeding of
bitumen in steel slag test section, at isolated locations, it has reduced.
 Avg. wet SRV value of steel slag section with bleeding is 40 however minimum it should be 55.
Bleeding of bitumen has made the surface smooth due to which skid resistance has been
decreased.
 Bleeding of bitumen at isolated section in steel slag portion requires more investigation to
define the possible causes. However probable causes of bleeding in steel slag section could be
vesicular nature of steel aggregate, higher thermal conductivity in comparison to stone
aggregate, insufficient fines in the mix, use of inappropriate grade of bitumen binder etc.

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