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Indian Highways Advance Month, MARCH, 2019
INDIAN HIGHWAYS PUBLISHED ON 27 JANUARY 2017
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FEBRUARY 2017

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

stations, viaducts, architect design of stations and technical services.

Traffic & Transportation and intelligent Transport System - including

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

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Edited and Published by Shri S.S.Nahar, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K.Puram, Kama Koti Marg, New Delhi - 110 022.
Printed by Shri S.S.Nahar
Edited on behalf by
and Published of the
ShriIndian
S.K. Roads Congress
Nirmal, at M/s.
Secretary I G Printers
General, IndianPvtRoads
Ltd., 104, DSIDC Complex,
Congress, IRC HQ,Okhla Industrial
Sector-6, R.K.Area, Phase-I, New
Puram,
Delhi - 110 020. Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in
 

 

 

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 Indian Highways
Volume : 47 Number : 3 ● MARCH, 2019 ● ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

Contents
 From the Editor's Desk 4-5
 Advertisements 6, 7, 10 & 46
 Book Review 8
 New/Revised Publications of IRC 9
 Advertisement Tarrif For Indian Highways 10
 IRC Technical Committees Meeting Schedule 35

Technical Papers
 Waterway for A Bridge in Meandering and Braiding Flood Plain of A River-Some Case Studies 11
By SK Mazumder & Sunil Bagde
 Red Mud-Fly Ash Mix as an Embankment Fill Material 20
By Parvathi Geetha Sreekantan, Dr. Anil Kumar Sinha & Dr. Vasant G. Havangi
 Scour, Soil & Computation of Scour Depth as per Usa Standard 26
By Dr. B.P.Bagish
 Analysis of Dynamic Pile Load Test Results and Further its’ Uses 36
By Dr. Swapan Kr. Bagui, SK Puri, BC Dinesh & Atasi Das
 MoRT&H Circular 42
 Tender Notices 43-44
 Guidelines for Accreditation of New Materials and Techniques 45

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

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone No.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership), 23387759 (Sale),
26185273 (Tech. Papers, Indian Highways and Tech. Committees)

No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.

Printed at: M/s Aravali Printers & Publishers Pvt. Ltd., New Delhi-110020 `20

INDIAN HIGHWAYS MARCH 2019 3

 FROM THE EDITOR’S DESK

ROAD SAFETY: ROAD SIGNS, ROAD MARKINGS

Provision of proper Road Signs and Road markings is an important element of traffic management.
Presently in India these signs and Signals are governed by Motor Vehicle Act.1988 The decision to use a
particular sign/marking at a particular location should be made on the basis of traffic engineering study.

It is a big challenge, to assist the drivers in safe driving by informing the regulations and to provide
warning and guidance needed for safe, uniform and efficient operation. There are three types of road
signs; (i) Mandatory/Prohibitory (circular type), (ii) Cautionary (Triangular type) and (iii) Informatory
(rectangular type). Stop and Give way signs are two exceptions in shapes of signs. Our country being
signatory to Vienna Convention on Road Signs and Signals,1968 , the road signs with definite shape and
colour pattern as depicted in IRC:67 should be strictly followed on all roads. Road signs can be made
more effective by maintaining uniformity and consistency in signs provided in the entire network. Road
sign installation agencies are responsible for adhering to proper design and installation standards as per
IRC:67. The size of letters, sign boards and type of sheeting used needs co-relation with approaching
speed of traffic. For road signs, for National Highways Retro-Reflective type XI sheet is used.The font
size and pattern of directions information signs also shall be based on approaching speed. The required
information needs to be available to the driver in minimum possible space and drivers are not overloaded
with too many destination names to be read and to take decision while travelling at high speed or
approaching to junction. For road sign to be read and understood by a driver to take proper action there
shall be more than 2 to 3 second travel time between two consecutive signs.

Direction signs and turn directions arrows are examples of providing necessary information to drivers.
While approving the information on any sign board there is a need to satisfy that the sign board conveys
the information required by the driver and fonts/letters are big enough to be read by the driver at the
approach speed. The sign shall be positioned in terms of distance from the junction such that time for
taking appropriate action is available to road users.

Variable Message Signs (VMS): In absence of advance VMS, the road users waste time and petrol on
roads as necessary information for route selection and congestion on routes is not available to them.
Some road users make use of Google Maps on their mobiles for information about congestion on roads
and route location thereby saving time and fuel. Speed and volume of traffic on high density corridors
justifies installation of variable message signs. VMS messages are used to inform and direct motorists
of variable situations in a consistent and orderly manner. The messages are for the purpose of road users
and traffic control. It is high time that we start providing VMS on our NH’s. IRC:SP:85 can be used in
design, installation and operation of variable message signs.

Road Markings are provided to inform driver his/her position across the carriageway. Pavement markings
play an important role in the safety performance. Significance of marking is that driver cannot get rid of
pavement markings as he/she drives on road; hence a properly laid marking as per codal provisions would
give clear cut message and would definitely influence driver behavior. The IRC:35 gives templates for
pavement marking for all category of roads. Edge line marked on roads has tremendous bearing on road

4 INDIAN HIGHWAYS MARCH 2019

 FROM THE EDITOR’S DESK

safety. If edge line is placed very close to kerb, it is generally covered by soil, dirt and even stagnated
water. To address this issue, a distance of 0.5 m shall be provided from the vertical face of kerb/edge
and shall be kept clean for continued performance of edge line. By marking, it is possible to influence
behavior of drivers.

Road Markings have the advantage of conveying the required information to the road user without
distracting the attention of driver from the carriageway. Unlike road signs, the road markings are not
likely to be obscured and are not pruned to vandalism. Some road markings are provided in conjunction
with road signs. Road markings normally include longitudinal markings, transverse markings, texts and
symbols etc. on the road surface. Road markings must be clearly visible both during the day and at night.
Road markings become an important aid during foggy weather when visual cues on road sides are not
visible.

Retro-reflective studs are used to supplement longitudinal/transverse reflectorized road markings,

which would improve visibility in night time and in adverse weather conditions. Road studs can also
be used across the carriageway to serve for traffic calming due to rumbling sensation to a driver. Series
of such road reflectors studs can be laid before the road junction wherein road crashes are frequent
occurrence. Solar power studs functions automatically and do not rely on the vehicle head light. The
intense brightness of the light emitting diode makes them visible at distance upto 800 m in favourable
conditions.

Since the travel speed on all categories of roads has increased hence there is a need to judiciously make
use of road sign boards and road markings for the safety and safe mobility of road users. It is pertinent to
say that the road safety audit in detailed design, construction, pre-opening and operational stage would
address the provisions of road signs and pavement markings, which is carried out with a set of checklist
included in IRC:SP-88 “Manual for Road Safety Audit”, which has recently been updated by IRC and
likely to be released shortly.

(Sanjay Kumar Nirmal)

Secretary General

“Leave sooner, drive slower, live longer”

“Stop accidents before they stop you”

“Drive as if every child on the street were your own”

“Better to arrive late than never”

INDIAN HIGHWAYS MARCH 2019 5

 ADVERTISEMENT

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6 INDIAN HIGHWAYS MARCH 2019

ADVERTISEMENT

INDIAN HIGHWAYS MARCH 2019 7

 BOOK REVIEW

IRC:SP:73-2018 “MANUAL OF SPECIFICATIONS

AND STANDARDS FOR TWO LANING OF
HIGHWAYS WITH PAVBED SHOULDER (Second
Revision).

This Manual is divided into various sections each

dealing with a particular aspect of the project such
as Geometric Design, Pavement Design, Structures,
Drainage, Safety, Environment, Materials etc. These
provisions collectively intend to ensure delivery of
value through this procurement by completing the work
within the stipulated time and with quality, safety and
environmental safeguards. The Second Revision of this
Manual is brought out recently which is available for sale
in IRC. For more details please contact on Tel. No. 011
2338 7759, Email: ircsale1934@gmail.com.

IRC:37-2018 “GUDIDELINES FOR THE DESIGN

IRC:37-2018 OF FLEXIBLE PAVEMENTS (Fourth Revision).

The fourth revision of the Guidelines is based on the

gUIdELInEs FOR THE dEsIgn OF feedback received on the performance of bituminous
FLEXIBLE PaVEMEnTs pavements in general and that of bituminous layers
(Fourth Revision) in particular. Different provisions made in the third
revision of the guidelines have ben fine-tuned based on
the feedback. Some salient features of the fourth revision
are: recommendations of better performing bituminous
mixes and binders for surface and base/binder courses;
guidelines for selection of appropriate elastic moduli for
bituminous mixes used in the surface and other courses;
recommendation of minimum thickness of granular and
IndIan ROads COngREss
cement treated sub-bases and bases and bituminous layers
2018 from functional requirements etc. The fourth revision of
the guidelines is available for sale in IRC. For more
details please contact on Tel. No. 011 2338 7759, Email:
ircsale1934@gmail.com.

8 INDIAN HIGHWAYS MARCH 2019

 New/Revised Publications of IRC

New/Revised Publications of IRC – NEW ARRIVALS

The IRC has brought out the following 15 New/Revised Publications. These prestigious publications will be quite
useful to the Highway Professionals.

S. No. Title of the Document Price Packing &

Postage

1 IRC:37-2018 “Guidelines for Design of Flexible Pavement” (Fourth 1400.00 40.00

Revision)

2 IRC:57-2018 Recommended Practice for Sealing of Joints in Concrete 300.00 20.00

Pavements (Second Revision)

3 IRC:86-2018 Geometric Design Standards for Urban Roads and Streets 600.00 30.00
(First Revision)

4 IRC:87-2018 Guidelines for Formwork, Falsework and Temporary 800.00 40.00

Structures for Road Bridges (Second Revision)

5 IRC-127-2018 Guidelines on Skill Development of Workmen in Road 800.00 40.00

Sector

6 IRC:SP:36-2018 Guidelines for IRC Standards (First Revision) 100.00 20.00

7 IRC:SP:54-2018 Project Preparation Manual for Bridges (First 500.00 30.00

Revision)

8 IRC:SP:63-2018 Guidelines for the Use of Interlocking Concrete Block 500.00 30.00
Pavement (First Revision)

9 IRC:SP:73-2018 “Manual of Specifications and Standards for Two 1500.00 40.00

Laning of Highways with Paved Shoulder” (Second Revision)

10 IRC:SP:83-2018 Guidelines for Maintenance, Repairs & Rehabilitation 1000.00 60.00

of Cement Concrete Pavements (First Revision)

11 IRC:SP:117-2018 Manual on Universal Accessibility for Urban Roads 900.00 40.00

and Streets

12 IRC:SP:119-2018 “Manual of Planting and Landscaping of Urban 1200.00 40.00

Roads”

13 IRC:SP:120-2018 “Explanatory Handbook to IRC:22-2015 “Standard 1000.00 40.00

Specifications and Code of Practice for Road Bridges, Section VI-
Composite Construction”

14 IRC:SP:121-2018 Guidelines for Use of Iron, Steel and Copper Slag in 600.00 30.00
Construction of Rural Roads

15 IRC- Pocket Book for Road Construction Equipment 1200.00 50.00

Copies of these publications can be obtained from IRC Office against cash payment. For more details please contact
+ 91 11 2338 7759 and E-mail: ircsale1934@gmail.com

INDIAN HIGHWAYS MARCH 2019 9

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ADVERTISEMENT TARRIF FOR INDIAN HIGHWAYS

Sl. No. Position of Page Rates for regular issue (4-Color & Annual Charges for 12
Black & white) per page issue
1 Outside Back Cover Rs.40,000.00 Rs.4,80,000.00
2 Inside Front / Inside Back Covers Rs.35,000.00 Rs.4,20.000.00
3 Full Page (Color) Rs.30,000.00 Rs.3,60,000.00
4 Half Page (Color) Rs.20,000.00 Rs.2,40,000.00
5 Full Page (Black & White) Rs.15,000.00 Rs.1,80,000.00
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Advertisement Print Size:
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Contact Details:
Indian Roads Congress
Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110022
Tel. 011 26185273, Email: indhighways@gmail.com

10 INDIAN HIGHWAYS MARCH 2019

 TECHNICAL PAPER

WATERWAY FOR A BRIDGE IN MEANDERING AND BRAIDING FLOOD

PLAIN OF A RIVER-SOME CASE STUDIES

SK Mazumder1 Sunil Bagde2

Abstract
Sometimes a bridge engineer is compelled to construct bridges on the wide flood plain of meandering/braided rivers where
the flood plain width far exceeds Lacey’s regime width. Underestimation of waterway and scour may result in failure of a
bridge, loss of properties and outflanking of bridge. Overestimation of waterway, on the other hand, will not only increase
the cost of the bridge, it will also provide an opportunity to the river to play in its meandering/braiding belt under the bridge
resulting in non-uniformity of flow distribution which may result in high scour under some of the bridge spans and silting
in some others. After briefly discussing the fundamentals of meandering and braiding processes, authors have made an
attempt to develop some important hydraulic criteria as well as cost criteria for fixing the waterway of bridges constructed
in meandering/braiding flood plains. Waterway for three important bridges on rivers Ganga, Yamuna and Brahmaputra
have been illustrated under case study.

1. INTRODUCTION Where, Q is the design flood discharge in m3/s for a return

Large numbers of bridges are being constructed all over
India by the railways and roads authorities for better and
faster communication and connectivity to the different
parts of the country. Some of the roads and road bridges
are new; but a large numbers of existing bridges are being
widened from 2-lanes to 4/6-lanes. For safe design of a
bridge, hydrologic and hydraulic aspects of planning and
design is important in deciding the bridge location, its
waterway, afflux, scour, hydraulic forces, river training
measures etc. Computation of waterway under the bridge
has to be made very scientifically for its safety as well
as economy. Underestimation of waterway and scour
may result in failure of a bridge, loss of properties and
outflanking of bridge. Overestimation of waterway, on the
other hand, will not only increase the cost of the bridge,
it will also provide an opportunity to the river to play in
its meandering/braiding belt under the bridge resulting in
non-uniformity of flow distribution which may result in
high scour under some of the bridge spans and silting in
some others.
IRC:5-2015 recommends waterway equal to Lacey’s
regime width given by equation (1).
L=KQ0.5 (1)
1
Former AICTE Em. Prof. of Civil Engg., DCE (now DTU) (Former GM/Adviser, ICT Pvt. Ltd. New Delhi, E-mail: somendrak64@gmail.com
2
GM, ICT Pvt. Ltd., New Delhi, E-mail: sunil.bagde@ictonline.com
period of 100 years. K is a constant- value of which may
vary from 4.8 to 6.3 depending on flow in the river and its
morphology. There are other considerations for deciding
waterway e.g. road connectivity, past history of river in
the near and far field, confluence with other streams etc.
In an earlier paper, Mazumder (2009, 2017) discussed
how the waterway differed from Lacey’s waterway in
different terrains through which river travels.
Actual waterway provided for the bridge in the
meandering and braiding flood plain of a river may
be substantially different from Lacey’s waterway. In
meandering/braiding rivers, width of river is found to vary
along its course mainly due to bank conditions. Usually,
a bridge engineer looks for such locations where width
of the river is the minimum and river is found not to shift
from the location over a long period termed usually as
Fixed Point (Fig.1). But such ideal sites are gradually
diminishing with time. Sometimes, local circumstances
compel a bridge engineer to construct the bridge in the
wide flood plain- width of which may be many times
more (CBIP,1989) than Lacey’s regime waterway given
by Eq.(1).

INDIAN HIGHWAYS MARCH 2019 11

 TECHNICAL PAPER
Fig.1 Illustrating Fixed Point in River Ganga Offering Ideal Sites for Bridges
Objective of the paper is to examine how the bridge
waterway is decided in a meandering/braided flood
plain of the river. Some of the major bridges constructed
recently in rivers like Ganga, Yamuna and Brahmaputra
where bridges are constructed in their meandering/
braided flood plains have been illustrated under case
study at the end of the paper. In some of the cases,
Lacey’s waterway has been provided but in some
others, waterway provided is found to be much more
than Lacey’s waterway.
2. MEANDERING AND BRAIDING PROCESSES
Interrelation between stream form and bed slope is
schematically illustrated in Fig. 2(a) and 2(b). Quantitative
relationships between channel bed slope (So) and mean
flows (Q) were developed by Lane (1957), Leopold
&Wolman (1964), Garde & Ranga Raju (2000). A non-
cohesive stream bed composed of silt and sand is predicted
Fig. 2(a) : Different Plan Forms of a Stream like,
Straight,Meandering and Braided (after Shen et al. 1981)
12 INDIAN HIGHWAYS MARCH 2019
to meander when
SoQ0.25 > 0.00070 (2)
and braided when
So Q0.25 > 0.0041 (3)
A typical straight river is rarely stable. As shown in
Fig. 2 (a), streams with very small sediment load, low
gradient and low velocity, low variability in flow and low
aspect ratio (width to depth ratio) may be stable for some
distances. Development of lateral instability associated
with erosion and deposition give rise to meandering
processes as illustrated in fig. 3 (a). A lot of research work
on meandering bends in a river have been carried out by
eminent river scientists like Oddgard (1986), Rozovsky
(1957), Zimmerman and Kennedy (1978), Engueland
(1973), Wang (1992), Yalin (1999), Chitale (1970), Garde
and Raju (2000), Schum (1980).
Fig. 2(b) : Lane’s Criteria for Finding River Regimes
(Lane,1957)
 TECHNICAL PAPER
Centrifugal effect of flow curvature in a river bend results
in the development of secondary current which when
superimposed with axial flow causes spiral motion in a
bend. Wang (1992) developed a mathematical model of
the meandering processes to prove that the typical cross-
slope as observed in a meander with lower bed elevation
on the outer side of the bend (due to erosion of outer bank)
and higher elevation of bed on the inner bank side (due
to deposition of the eroded materials on the inner bank)
provides stability to the stream. Hickin and Nanson (1984)
described the lateral migration rate (M) of a meandering
stream by the functional relation:
M = f (Ω, b, G, h, τ b) (4)
Where,
Ω is stream power (τ.v), τ is mean shear stress, v is mean
velocity, b is the channel width, G is a parameter expressing
plan form geometry of the stream, h is the height of outer
bank, M is migration rate (m/year),τb is the erosional
resistance offered by the outer concave bank undergoing
erosion. Hickin and Nanson (1984) plotted M-values
in a meandering river (Fig.3b) and concluded that the
Fig.3(a) Meandering Process in a River with
Gradual Development of its Cross-Section
2.1 Meandering/Braiding Belt
It is the flood plain width in which river is found to mender/
braide by lateral migration or by shifting its course. In
Fig.2(a) meander belt or meander width are indicated by
firm line-4 encompassing the outer side of consecutive
meanders. Firm line-5 in Fig.2(a) covering the braiding
channel is the braided width. It is the width in which river
is found to play in the flood plain due to meandering and
braiding process. Depending upon the type of banks, the
mender/braiding width of a river is found to generally vary
from 4 to 6 times (or even more) the regime waterway of
a river given by Eq.(1).
migration rate is maximum when meander stabilizes at an
approximate value of r/w =2.5 and got the relation
M2.5 (m/year) = ρg QS / τbh (5)
Migration of meander, as illustrated in fig. 3(a) occurs
on the outer bank side subjected to higher stream flow
concentration and consequent erosion of outer bank.
Lateral migration of meander due to uncontrolled erosion
of outer bank, as illustrated in fig. 3(a), results in the
development of meandering belt.
Ashmore (1991) and Lane (1957) studied plan forms of
several braided streams and concluded that there are two
primary causes of braiding, namely (i) overloading i.e.
stream is supplied with more sediment than that it can
carry and hence part of the sediments get deposited and
(ii) Steep slope causing a wide shallow stream in which
bars and islands may readily form. Garde (2006) described
different causes of braiding of rivers like Brahmaputra and
Kosi in India. Braiding process helps a stream to dissipate
its internal energy through dividing and impinging around
bars formed by deposition of sediments in the main
channel itself.
Fig. 3(b) Variation of Migration Rate, M (m/yr) with Relative
Curvature (r/w) in a Meander
3. WATERWAY FOR A BRIDGE IN MEANDERING/
BRAIDING BELT
When a bridge is to be constructed in meandering/
braided belt of a river, waterway for the bridge has to be
very carefully fixed so that the bridge is safe. Too much
contraction of the meandering/braiding flood plain of the
river may cause unforeseen problems like high afflux and
damages upstream, river instability, outflanking and wash
out of the bridge, high maintenance cost, high cost of river
training etc. Too long a waterway, on the other hand, will
not only escalate cost and time of construction, it may
lead to some hydraulic problems like non-uniform flow
INDIAN HIGHWAYS MARCH 2019 13
 TECHNICAL PAPER
distribution under the bridge resulting in high scour in
some spans and silting in some others. These are discussed
briefly in the following paragraphs. by Eq.(7) below.
3.1 Hydraulics of Channel Contraction
In a mild sloping channel where the flow is at sub-
critical stage, the normal waterway in the channel can be
contracted to an extent so that the flow under the bridge
is not choked. If B1 is the normal waterway and B0 is the
contracted waterway under the bridge, contraction ratio
(B0/B1) can be derived from the fundamental relation
given by equation (6).
Bo/B1 = (F1 / Fo) [ ( 2+F2o ) / ( 2+F12)]3/2 (6)
where F1 and F0 are the Froude’s number of flow at the
normal and the contracted sections respectively. Fig.4
shows the functional relation between B0/B1 and F0 for
different values of F1 for approaching normal flow. Flow
is choked (also called critical flow) when F0=1. It may
be seen from Fig.4 that higher the F1-value, less is the
opportunity of contracting. It also shows that there is hardly
any advantage/economy if contraction is made such that F0
exceeds approximately 0.70. Also, flow surface becomes
wavy when F0> 0.70, with highest degree of wave amp-
litude at critical flow at F0 = 1.
Fig.4 Variation of B0/B1 with F0 for Different F1-Values
Excessive contraction of sub-critical flow causes high loss in
head due to higher velocity of flow at the contracted section
resulting in higher afflux. Any contraction beyond a critical
limit (at F0=1) will result in the formation of hydraulic jump
downstream and there will be excessive afflux upstream.To
be on safe side, it will be wise not to contract a channel for
F0-value higher than 0.50.
3.2 Computation of Afflux and Its Harmful Effect
As stated under 3.1, contraction of normal flood plain
width of a river will always result in afflux upstream. In
case of a straight channel with uniform flow and firm bank
14 INDIAN HIGHWAYS MARCH 2019
without any flood plain, Molesworth formula prescribed
by IRC:5-2015 may be adopted to compute afflux given
h1 * = [V2 /17.88 + 0.015] [(A/A0) 2 –1 ] (7 )
where,
h1* is the afflux in m, V is the mean velocity of flow in the
river prior to bridge construction in m/s, A1 and A0 are the
areas (in m2) of flow section at design HFL in the approach
section and under the bridge respectively. Molesworth
equation (7) is not applicable for rivers with wide flood
plains and non-uniform approach flow for which Bradley
(1970) suggested equation (8) for finding an approximate
value of afflux.
h1* = 3( 1- M) Vn2/2 g (8)
where,
M = A0/A1 and Vn is the mean velocity of flow under the
bridge at design HFL. Eq.8 shows that with increase in
contraction, M will decrease and Vn will increase thereby
increasing afflux. As already stated, too high afflux will
result in submergence of flood plain of the river causing
damage to life and properties upstream. Excessive afflux
may cause overtopping and washing out of the bridge.
Due to loss of freeboard, debris will accumulate near the
piers and abutments leading to increase in scour near piers
and and abutments and consequent failure of the bridge.
IRC:5-2015 recommends that permissible maximum afflux
due to bridge should not exceed 15 cm. As per FHWA
(2012), afflux should be limited to a maximum value of
30cm where submergence of flood plain will not result in
any substantial damage upstream.
3.2.1 River instability upstream due to high afflux
Too high afflux may cause river instability both upstream
and downstream of a bridge. Afflux (h1*) results in decrease
of hydraulic gradient (Sw=dy/dx) as shown in Fig.5. In the
absence of bridge, the bed slope (S0) is the same as water
surface slope(Sw) and energy slope(Sf) i.e. S0=Sw=Sf as the
flow is normal. With afflux, both S­w and Sf reduces (Fig.5)
resulting in reduction of stream power (Ω) which can be
expressed as
Ω=γQSf (9)
Higher the afflux (h1*), lower is the hydraulic gradient(Sw)
and energy slope (Sf ) and lower will be stream power
(Ω) resulting in loss of sediment carrying capacity of
river. Sediments start depositing upstream resulting in
reduction in bed slope (S0). As propounded by Bharat
Singh (1964), Kennedy (1969), Lacey (1930) and other
research workers, regime width of a channel increases
with decrease in bed slope. Maximum increase in stream
width occurs near the bridge where the magnitude of
 TECHNICAL PAPER

afflux is the highest. Fig.6 illustrates widening of a river
upstream of a bridge on NH-6 in MP with wide flood
plain. The waterway provided was less resulting in high
afflux and consequent widening of the river upstream of
the bridge which is likely to be outflanked. Development
of eddies in the flood plain of the river upstream of bridge
results in flow instability and shifting of its main channel
either left or right of the bridge which is likely to be
outflanked on either side.
If the waterway is inadequate, similar instability may
occur downstream of the bridge also. The difference
between the high kinetic energy (K.E.) of flow (V02/2g)
at the contracted section and the normal K.E. of flow
(α2V22/2g) in tail channel i.e.(V02/2g- α2V22/2g) does not get
converted to potential energy unless the jet flow coming
out from the contracted section is provided with a very
long expanding transition with a total angle of expansion
not exceeding about 100 to 120 (Mazumder,1992 ). The
only way a stream, with a given flow, given tail water
depth (Y2) and a given mean velocity of flow(V2) in the tail
channel, can contain the excess K.E. (V02/2g- α2V22/2g) is
through distortion of flow resulting in flow non-uniformity
and jet type flow downstream (Fig.7). K.E. coefficient or
Corrioli’s coefficient (α2) given by Eq.(9) will be very
high in jet type flow compared to that in normal flow
where α2~1.0.Corrioli’s coefficient is defined by equation
(10).

Fig.5 Plan (a) and Sectional View (b) of a Chanel Constriction, Showing Afflux (h1*) and Backwater Profile
(Note the flattening of Hydraulic Gradient near the structure)

Fig.6 Showing Widening of a River Upstream of a Bridge on NH-6 in M.P.

INDIAN HIGHWAYS MARCH 2019 15

 TECHNICAL PAPER
α2 = 1/A2V23∑u3dA (10) production in the reach between contracted and normal
where, A2 is sectional area of flow, V2=Mean Velocity
of flow=Q/A2, and u is the local velocity normal to an
elementary area dA. When u=V2 i.e. for uniform flow,
α2=1;but α2 will be very high when flow is distorted and
u>>V2. The flow downstream of the contracted section
turns to jet type flow which gradually diffuses to normal
one far downstream where α2~1.0. The excess K.E.of
flow (V02/2g- V22/2g) is dissipated through turbulence
Fig.7 Showing Jet Flow with Same Velocity V2 as in Case of
Normal Flow
(Note: K.E. of Jet Flow is Much Higher
(α2>>1) than Normal Flow (α2~1.0) Apart from the hydraulic considerations discussed under
3.2.2 Experimental investigations on flow stability
Experimental investigations were carried out (Mazumder
and kumar, 2001) to determine flow regimes, hydraulic
efficiency and flow stability in sub-critical straight
expansion. It was noticed that flow stability downstream of
expansion is governed by both the parameters expansion
ratio (B2/B0) and rate of expansion 1/2(B2-B0)/L. Here
B2 is the normal width of channel downstream of bridge
and B0 is the contracted width of channel at bridge site,
L is the length of expansion. Since there is an abrupt
expansion of flow downstreamof all bridges, L=0 and
hence expansion ratio (B2/B0) alone governs stability.
Experiments were performed with three different values
of Froude’s number (F0) at the contracted section, namely,
F0= 0.3,0.5 and0.7 with different expansion ratio (B2/B0).
It was observed that in sub-critical stage, flow stability
downstream was primarily governed by expansion ratio.
Higher the expansion ratio, higher was the instability. The
flow was symmetric with symmetric eddies on either side
up to a critical value of expansion ratio (B2/B0) of about
1.5. When B2/B0 exceeds 1.5 or so, the side eddies become
asymmetric and central jet flow became unstable. others who are responsible for making decisions
16 INDIAN HIGHWAYS MARCH 2019
section downstream. Due to formation of eddies on either
side of the contracted section (Fig.5), the central jet flow
becomes unstable- wandering either to left or right within
the stream causing erosion of banks (Fig.6). Such unstable
stream may result in wild meandering as shown in Fig.8
which shows sharp bends upstream and downstream
of the bridge on NH-57 on river Bagmati. The bridge
was constructed on a wide meandering flood plain with
inadequate waterway.
Fig.8 Sharp Bend u/s and d/s of a Bridge on NH-57
4. COST ANALYSIS
sections 3.2, 3.2.1 and 3.2.2, overall cost of the bridge,
approach embankments and training works should be
considered while deciding waterway/length of a bridge in
a meandering/braiding flood plain of a river. Cost of bridge
structure will reduce if contraction is more; but the cost of
approach embankment, training measures will be more.
Afflux will increase with increase in design flood discharge
of higher return periods. A composite hydraulic design
curve was plotted by Bradley (1970) for a particular river
in USA with meandering flood plain as shown in Fig.9.
The designer can read from the figure the length of bridge
required to pass various flows with a given backwater. To
illustrate use of the resulting chart; suppose it is decided to
design the bridge for a 50-year recurrence interval. If 1.5
feet (45.7 cm) of backwater can be tolerated, the bridge
can be 780 feet(238m) long at a cost of $520,000. While
if the backwater must be limited to 0.6 foot (18.3cm) the
bridge lengthrequired would be 1,350 feet(412m) at a cost
of $870,000 i.e. $350,000 more. To stay within a certain
limiting rise of water surface can mean a relatively large
increase in the cost of a bridge. A hydraulic design figure
of this type is very useful for conveying information to
 TECHNICAL PAPER
Fig.9 Length and Cost of BridgesAgainst Design Flood
for Different Values of Afflux (Bradley,1978)
5. CASE STUDIES
Waterways provided for some important bridges built
recently in the meandering/braiding flood plains of some
major rivers are briefly mentioned below.
5.1 Bridge on Meandering Flood Plain of River
Ganga
Due to non availability of land, a new bridge (in red
color) is to be constructed at a site where the meandering
flood plain width of Ganga is about 4.5 km. As shown
in Fig.10, the river course is found to shift about 4.5
Fig.10 Shifting of the Main River Course of River Ganga During 2007-2015
km from left to right during the period 2007 to 2016.
Considering the change of its course, and the impact of
the proposed bridge on the existing bridges about 2 km
downstream, it was decided to provide a waterway of
3.7km (in red color) with approach embankments (in blue
color) on either side. Lacey’s waterway corresponding to
a design flood discharge of 18,000 cumec is about 550
m.Final decision regarding waterway will be taken after
physical model study.
5.2 Bridge on Meandering Flood Plain of River Yamuna
The bridge is constructed on the meandering flood plain
of river Yamuna about 15.25 km downstream of Okhla
barrage. Design flood discharge of 100 year return period
is 10,000 cumec, Bed slope- 1 in 5,300 and design HFL is
199.50m, Lacey’s waterway is 484m and total Length of
the bridge provided is 530 m with elliptical guide bundhs
on either side. as shown in Fig.11. Guide bundh lengths
are 350 m on left side and 300 m on right side. Approach
embankments of lengths 1960m on left side and 590 m on
right hand side are constructed in the flood plain of the river,
as shown in Fig.11. Width of the meander belt at the site is
about 3 km. Mean flow velocity under the bridge-3.57m/
sec.with an aflux of 0.30 m. Maximum water level u/s as
observed in Physical model study are found as 200.2 m
on right abutment side and 200.1mon left abutment side
upstream. Normal HFL at the bridge site at the design flood
is 199.5 m.
INDIAN HIGHWAYS MARCH 2019 17
 TECHNICAL PAPER

Fig.11 Bridge on Meandering flood Plain of River Yamuna

5.3 Bogibeel Bridge on River Brahmaputra The bridge was constructed by M/s Gammon India
Length of the bridge is about 4.9 km in the braided Pvt. Ltd.Two guide bunds were provided on either side
flood plain of river Brahmaputra with a flood plain of the bridge as shown in Fig.12(taken from Google
width of about8.4 km. Design discharge is not known. earth).

Fig.12: 4.9km long Bridge on Braided Flood Plain of River Brahmaptra

6. SUMMARY AND CONCLUSIONS
Locating a bridge in the meandering/braided flood plain of a
river becomes inevitable sometimes due to non-availability
of ideal sites for one reason or the other. Waterway for the
bridge in meandering/braided flood plain has to be very
carefully decided since any underestimation of waterway
may lead to serious problems like excessive afflux and
flooding upstream of the bridge apart from likelihood of
outflanking and wash out of the bridge, high cost of river
training etc. Overestimation of waterway, on the other hand,
will not only increase the cost of bridge, it permits the river to
play under the bridge leading to objectionable silting in some
spans and excessive scouring in some others.In this paper,
authors have discussed about some important criteria for
fixing the waterway e.g. flow choking, afflux, flow stability
both upstream and downstream of the bridge and of course
the cost of the bridge. They have illustrated two important

18 INDIAN HIGHWAYS MARCH 2019

 TECHNICAL PAPER
bridges constructed recently on the meandering flood plain of
rivers Ganga and Yamuna.The third bridge is located on the
braided flood plain of river Brahmaputra. Except the bridge
on Yamuna river where the waterway is kept same as
Lacey’s waterway, the other two bridges have waterway far
exceeding the Lacey’s waterway. Except the bridge on river
Ganga where guide bundh is yet to be finalized after model
study report, the other two bridges are provided with long
guide bundhs on either side of the bridges.
7. ACKNOWLEDGEMENT
Authors wish to thank the ICT authorities for permitting access
to certain information in respect of the bridge on river Ganga.
REFERENCES
i. Ashmore,P.E.(1991) “How do Gravel –Bed Rivers
Braid?”, Canadian J. of Earth Sciences, Vol.28,
pp.326-341
ii. Bharat Singh(1964) “Self Adjustment of
Alluvial Streams”, Proc. 2nd Int. Sym. On River
Sedimentation, Nanjing, China, Vol.2Oct.
iii. Bradley, Joseph, N. (1970) “Hydraulics of Bridge
Waterways” Federal Highway Admn, Hydraulic
design Series No.1
iv. CBIP(1989) “River Bhaviour, Management and
Training, Vol.I”, Central Board of Irrigation and
Power, Malcha Marg, New Delhi
v. Chitale,S.V.(1970) “River Channel Patterns”,J. of
Hyd. Divn., Proc. ASCE, Vol.96, HY-1,Jan.PP.201-
222
vi. Chitale, S.V. (1981) “ Shape and Mobility of River
Meanders” Proc. XIX Congress of IAHR, Vol. 2, pp
281-286, New Delhi
vii. Engueland, F. and Skovgaard, O. (1973) “On the
origin of Meandering and Braiding in Alluvial
Streams”, J. of Fluid Mechanics,Vol.57, pp.289-
302
viii. FHWA(2012) “Hydraulic Design of Safe Bridges,”
U.S. Department of Transportation, Federal
Highway Administration, Publication Number
FHWA-HIF-12-018, April
ix. Garde,R.J. and Ranga Raju (2000)“Mechanics
of Sediment Transportation and Alluvial Stream
Problems”, New Age International (P) Ltd.,
New Delhi
x. Garde, R.J. (2006) “River Morphology”, New Age
International (P) Ltd., New Delhi
xi. Hickin, E.J. and Nanson, G.C.(1984) “Lateral
Migration of River Bends” J. of Hyd. Engg. ASCE,
Vol 110, No. 11, pp 1957-67
xii. IRC:5-2015 “Standard Specifications and Code of
Practice for Road Bridges-Section-I”, Indian Roads
Congress, New Delhi
xiii. Lacey, G. (1930), “Stable Channels in Alluvium”
Paper 4736, Proc. of Institution of Civil Engineers,
Vol. 229, William Clowes& Sons Ltd., London,
U.K.,P. 259-292.
xiv. Kennedy, J.F.(1969) “The Formation of Sediment
Ripples, Dunes and Antidunes” Annual Review of
Fluid Mechanics, Vol.I, 147-168.
xv. Lane,E.W.(1957) “A Study of the Slope of Channels
formed by Natural Stream flowing in “Erodible
material” U.S. Army Corps of Engineers, Missouri
River Division, Omaha, Sediment series- 9.
xvi. Leopold.L.B,Wolman, L.G.and Miller, J.P.”(1964)
“Fluvial Processes in Geo-Morphology”
pub.W.H.Freeman & Co., San Fransisco, USA
xvii. Mazumder, S.K.(1992), “River Erosion Downstream
of Barrages” paper pub in the Proc. of National
Workshop on River Scour by CBI & P at Varanasi,
28-29 April, P-72-74.
xviii. Mazumder, S.K. and Pramod Kumar March
(2001), “Sub-critical Flow Behaviour in a Straight
Expansion” ISH Journal of Hydraulic Engineering,
Indian Society for Hydraulics, Vol. –7, No. 1.
xix. Mazumder, S.K.(2009) “Determination of Waterway
Under a Bridge in Himalayan Region - Some Case
Studies” Journal of IRC, Vol.70-2, July-sept
xx. Mazumder,S.K.(2017) “Some Hydrologic and
Hydraulic Aspects of Planning and Design of Road
Bridges” Journal of ‘the Indian National Group of
the International Association For Bridge & Structural
Engineering’ B&SE_Volume 47_Number 1_March
2017 pp 103-111.
xxi. Oddgaard, A.J. (1986), “Meander Flow Model-1:
Development” J. of Hyd. Engg., ASCE, HY-12,
15.Rozovski, J.L. (1957) “Flow of Water in Bends
of Open Channels” Acadamy of Sciences of the
Ukranian SSR, Translated in English by Prushansky,
Y. Israel Programme of Scentific Translation.
16.Schumm, S.A. (1980) “Plan form of Alluvial
Rivers” Proc of the International Workshop on
Alluvial River Problems held at Univ. of Roorkee,
March 18-20
xxii. Rozovski, J.L. (1957) “Flow of Water in Bends
of Open Channels” Acadamy of Sciences of the
Ukranian SSR,. Translated in English by Prushansky,
Y. Israel Programme of Scentific Translation
xxiii. Schumm, S.A.(1980) ,“Plan form of Alluvial
Rivers” Proc of the International Workshop on
Alluvial River Problems held at Univ. of Roorkee,
March 18-20
xxiv. Wang, P. (1992) “Numerical Prediction of Transverse
Bed Slope and Bed Profiles in Curved Alluvial
Streams” Proc. of APD – IAHR VIII Congress at
CW&PRS, Pune, Vol. II, Oct 20-23
xxv. Zimmerman,C.and Kennedy,J.F.(1978)” Transverse
Bed Slope in Curved Alluvial streams” J. of Hyd.
Divn., Proc. ASCE,Vol.104,No.HY-1, Jan.PP33-
38.
INDIAN HIGHWAYS MARCH 2019 19
 TECHNICAL PAPER

Red Mud - Fly Ash Mix as an Embankment Fill Material

Parvathi Geetha Sreekantan1 Dr. Anil Kumar Sinha2 Dr. Vasant G. Havangi3
Abstract
Red mud is an industrial waste which is being generated by Bayer process of alumina production. It is generally dumped near
the plant in a pond without any usage, occupying costly land. However, it has the potential for application in the construction
of road embankment. It has also the potential for application in raising embankment height for the disposal of industrial waste
pond itself. Thus, capacity augmentation of waste pond is also possible by mass recycling of red mud which leads to conserve
the conventional soil. Considering this, red mud sample was collected from Hindalco, Muri, Jharkhand. Chemical and
geotechnical characterization was carried out for its application in embankment construction. As its natural moisture content
is very high due to disposal in a lean slurry form, with solid concentration in the range of 25% to 50%, it is very difficult to use
in the field for the construction of embankment. Accordingly, it was blended with fly ash in the different proportion varying
from 5 to 50% which is abundantly available near the plant. Detailed laboratory investigation was carried out on red mud-fly
ash mixes viz. Modified Proctor, permeability and triaxial shear tests. Suitability of red mud and its mixes as an embankment
material was derived as per Indian standard specifications. Paper presents the geotechnical characterization of red mud and
its mixes with fly ash. Design and stability analysis were also presented for a typical red mud embankment with or without fly
ash mix. It was inferred that red mud alone and mixes with fly ash are suitable for the embankment construction.

1. INTRODUCTION
Rapid growth of population and industrialisation during the
last few decades has resulted in generation of huge quantity
of industrial wastes all around the world. Geotechnical
engineers and researchers are in high demand for using these
industrial wastes in construction industry, as mass utilization
is possible through these uses, rather than commercial ones.
It is a great challenge to make quality construction products
out of these industrial wastes without compromising the
construction standards or living conditions of public. The
first step towards this is to check their basic feasibility as a
construction material. One of such challenge was to make
use of red mud to construct raising height of embankments
for the red mud pond itself.
Red mud is a waste formed from the refining of bauxite
that produces alumina as raw material for the production
of aluminium. There are two processes for alumina
production namely Bayer and Sintering processes. In
India, alumina is generally produced from Bayer process.
This process generates red mud with a very high water
content (about 50%), and is again mixed with water to
dispose off in lean slurry form to the ponds. This long-
1
Scientist, E-mail: parvathi.crri@nic.in
2
Principal Scientist, E-mail: sinha.crri@nic.in
3
Sr. Principal Scientist, E-mail: vasant.crri@nic.in
term dumping in ponds would not only occupy scarce land
resources, but also create pollution problems. Red mud
is composed of a mixture of solid and  metallic  oxides.
The  red  colour arises from  iron oxides, which comprise
up to 60% of the mass of the red mud (Wang and Liu,
2012). The mud is highly basic with a pH ranging from 10
to 13. In addition to iron, the other dominant components
include  silica, unleached residual alumina, and  titanium
oxide. A typical bauxite plant produces one to two times
as much red mud as alumina (Atun and Hisarli, 2000).
This ratio is dependent on the type of bauxite used in the
refining process and the extraction conditions.
Number of researchers had characterised the red mud for
various applications such as Barrow (1982); Kumar et al.
(1989); Atun and Hisarli (2000); Jiang and Ning (2003);
Zhang and Pan (2005) and Liu et. al (2011). It has been
observed from these studies that the characteristics of red
mud such as physical, chemical, mechanical performances,
particle, morphology and structure, vary widely and
depends on the bauxite ore quality and the process of
refining and extraction. There is no guideline available for
the utilization of red mud as construction material including
Geotechnical Engineering Department,
CSIR-Central Road Research Institute, New Delhi

20 INDIAN HIGHWAYS MARCH 2019

 TECHNICAL PAPER
FHWA (2012), due to its lack of proper characterization as
well as presence of heavy metals in some of the red mud.
Very limited basic study on geotechnical characterisation
as well as utilization of red mud in construction works has
been carried out; such as Wang and Liu (2012); Parvathi
and Ghosh (2016); Reddy and Rao (2016) and Kushwaha
and Kishan (2016).
Both the freshly dumped and old red mud contains very
high water content, practically it is very difficult to dry
it during embankment construction process. So fly ash,
which is another potential industrial waste, can be mixed
to it before compaction. This can be practically done by
spreading two materials in layers and then mixing using
soil mixing ploughs. Field trials of mixing and compaction
may be required to design the layer thickness and
frequency of plough. The paper presents the geotechnical
characterization of red mud, fly ash and their mixes as
well as design and stability analysis for a typical red mud
embankment with or without fly ash mix.
2. Materials and their Characteri-
zation- Physical and Chemical
The materials for the study, red mud and fly ash were collected
from Hindalco plant at Muri, Jharkhand and were investigated
for their basic physical and chemical characterisation. The
typical morphological characteristics of red mud and fly ash
were referred from the available literature. The SEM image
reported by Reddy and Rao (2016), taken in X100-200nm
at 5kV is shown in Fig 1 and that of fly ash, as reported by
Prasad (2013), taken in X500-50μm range at 15kV is shown
in Fig. 2. The SEM image of red mud reveals its irregular
size and shape-but largely circular shaped particles, closely
associated, non-porous microstructure of silt and clay sized
particles. The SEM image of fly ash reveals isotropic,
spherical shaped particles, even though some irregular shapes
particles are also present.
Fig. 1: SEM Image showing the irregular particle shape
(Ref: Reddy and Rao (2016))
Fig. 2: SEM Image of Fly Ash Samples Taken in X500-50μm
(Ref: Prasad (2013))
Different tests namely specific gravity, grain size analysis,
pH and salt contents were tested as per Bureau of Indian
Standards (IS 2720-Part 3, 2002; Part 4, 2006; Part 26,
1997 and Part 27, 2006 respectively). Specific gravity
value was obtained as 2.87 for red mud and 2.08 for fly
ash. From the grain size analysis, it was observed that
red mud and fly ash are fine grained materials. Red mud
has 27% clay and 70% silt sized particles, where as fly
ash has around 4% sand and 96% silt sized particles. The
estimated pH and salt contents of red mud and fly ash are
given in Table 1.
Table-1 Chemical Test Results
Property Red Mud Fly ash
pH at 32oC 10.5 8.37
Chloride (ppm) 395 -
Sulphate (ppm) 274 116
3. Geotechnical Characterization
The main parameters which govern the use of fill material are its
particle size distribution, plasticity characteristics and density.
But, if the material is to be used for high embankments or other
specialized constructions, undrained shear strength parameters
and permeability also becomes important. Different Geotechnical
tests namely Atterberg limits, permeability, modified proctor,
unconfined compressive strength and direct shear tests were
conducted on red mud and fly ash samples as per Bureau of
Indian Standards (IS 2720- Part 5, 2006; Part 17, 2002; Part 7,
2011; Part 10, 2006 and Part 13, 2002 respectively)
3.1 Red Mud
It was observed from the Atterberg test that the liquid limit
and plastic limit of red mud are 40% and 22% respectively.
As per Indian standards classification (IS: 1498, 2007)
red mud is classified as medium compressible clayey silt
(CI). The Maximum Dry Density (MDD) and Optimum
Moisture Content (OMC) of red mud were observed
INDIAN HIGHWAYS MARCH 2019 21
 TECHNICAL PAPER

to be 15.2 kN/m3 and 32% respectively. Unconfined

compressive test was conducted on red mud samples with
97% of MDD and OMC and the values were obtained as
72 KPa. Direct shear test and falling head permeability
tests were also conducted for the fully saturated specimen
at 97% of MDD and OMC and the results have been
summarized in Table 2.
3.2 Fly Ash
It was observed from the Atterberg test that Fly ash is a
non-plastic material. As per Indian Standards classification
(IS: 1498, 2007) fly ash is classified as sandy silt (ML).
The Maximum Dry Density (MDD) and Optimum
Moisture Content (OMC) of fly ash were observed to be
11.7 kN/m3 and 36% respectively. Direct shear test and
falling head permeability tests were also conducted for the Fig. 3 Variation of Dry Density with Respect to Moisture
fully saturated specimen at 97 % of MDD and OMC and Content of Different Red Mud-Fly Ash Mixes
the results have been summarized in Table 2.
Table-3 Modified Proctor Tests Results of Mixes
Table-2 Geotechnical Properties of Red Mud and
Fly Ash Material Fly ash Red mud OMC MDD
Content (%) Content (%) (%) (kN/m3)
Property Red Mud Fly Ash Mix 1 50 50 36.2 13.85
Liquid Limit (%) 40 - Mix 2 40 60 31.2 14.60
Plasticity Index (%) 22 NP Mix 3 20 80 32 15.20
Maximum dry density (kN/m3) 15.2 11.7 Mix 4 15 85 31.1 15.25
Optimum Moisture Content (%) 32 36 Mix 5 10 90 31.7 15.30
Unconfined compressive 72 - Mix 6 5 95 32 15.2
strength (kPa)
Red Mud 0 100 32 15.2
Shear strength C(kPa) 3.48 4.5
Parameters Φ(o) 32 33.77
-9
Permeability (m/s) 2.9x10 8.12x10-8
3.3 Red Mud-Fly Ash Mixes
Red mud contains very high water content which makes it
practically difficult for drying during construction process.
To overcome this problem, fly ash was mixed to red mud
for reducing the moisture and improve the engineering
properties of red mud. Accordingly, red mud was blended
with fly ash in the different proportion varying from 5 to
50%. Geotechnical characterization of different red mud
– fly ash mixes was studied to evaluate the suitability in
embankment construction, as detailed below.
3.3.1 Modified Proctor Test
Modified Proctor tests were conducted on red mud-fly
Percentage of Fly Ash in the Mix
ash mix with different proportions as per IS 2720- Part
7 (2011). The variation of dry density with respect to Fig. 4 Variation of Maximum Dry Density with Respect
moisture content of different red mud- fly ash mixes is to the Percentage of Fly Ash Added to the Mix
shown in the Fig.3. The results are tabulated in Table 3.
3.3.2 Triaxial test
The variation of maximum dry density with respect to the
percentage of fly ash added to the mix is shown in Fig.4. Consolidated undrained triaxial tests were conducted on

22 INDIAN HIGHWAYS MARCH 2019

 TECHNICAL PAPER
some of the red mud-fly ash mixes as per IS 2720-Part
12 (1981). The specimen was first consolidated at 200kPa
confining pressure before shearing. Pore pressures were
also measured to determine the effective stress parameters.
The stress-strain behavior for different mixes is shown in
Figs. 5-7. Shear strength Parameters were obtained from
the p-q failure envelope as shown in Fig. 8 and the results
for different mixes are summarized in Table 4.
Axial Strain
Fig. 5 Consolidated Undrained Test Results for the Mix 1
Axial strain
Fig. 6 Consolidated Undrained Test Results for the Mix 2
Axial Strain
Fig. 7 Consolidated Undrained Test Results for the Mix 3
p kPa
Fig. 8 Failure Envelope (total stresses) for Different mixes
Table-4 Shear Strength Parameters for Different Mixes
Parameters Mix 1 Mix 2 Mix 3
Total Stress Φ(o) 21 34 31
parameters C (kPa) 18 4 11
Effective stress Φ’(o) 20.6 35 34
parameters
C’ (kPa) 16 4 9
4. Discussions on Test Results
It was observed that the specific gravity values of red mud
and fly ash are higher and lower respectively compared to
conventional soil. This may be due to the different mineral
composition in these materials. It is also concluded that
red mud from Hindalco plant has much lower maximum
density compared to other red mud from most of other
plants in the country (Reddy and Rao (2016)).
Fly ash, which is a lighter material compared to red mud,
will improve the soil gradation, thus a slight improvement
in the density and shear strength. The results from
modified proctor tests show that when the percentage
of fly ash increases, the density also slightly improves
till 20% and then decreases rapidly. As per the MORTH
(2013), embankments up to 3m height can be constructed
with a material density of 15.2 kN/m3. Thus a mix having
a maximum percentage between 10% and 20% of fly ash
qualifies as an embankment material.
It is to be noted that the when the percentage of fly ash
increases, the failure occur at a smaller strain. The failure
curve of Mix 3 shows a brittle type of failure, thus denser
packing. This is complemented by the proctor test results as
well. From the Consolidated undrained shear test result, a
generalised conclusion for shear strength improvement cannot
be drawn, as both red mud and fly ash are having comparable
shear strength. But this data can be used for the design of
embankments which is provided in the next section.
INDIAN HIGHWAYS MARCH 2019 23
 TECHNICAL PAPER

5. Stability Analysis of a typical Table-6 Analysis Results

embankment
Embankment Factor of safety- Factor of safety-
The analysis and design of an embankment using Red Material Static Seismic
mud- Fly ash mixes has been done. A typical section of Silty Clay 2.3 1.72
embankment using local soil in the nearby area, Jharkhand
Red Mud 3.06 2.3
was also analysed for comparison. The subsoil profile
Mix 3 2.44 1.84
considered for the analysis is shown in Table 5. Typical
stability analysis of embankment made of Red mud and its Mix 2 1.9 1.41
mixes is shown in Fig. 9. The ground water table has been Mix 1 2.6 2.0
encountered on the site between 0.55 m and 7.5 m below
the ground level. A critical ground water level of 0.55 m
has been chosen for the analysis. Thus the total stress
shear strength properties of fully saturated embankment
material are considered. Stability analysis was carried out
using Bishops simplified method for static condition as
well as for seismic (pseudo-static) condition, considering
earthquake data for Zone 1V. Computer software was used
for this Limit Equilibrium analysis.
Table-5 Soil Profile Considered for the Analysis
Soil Layer Depth N ϒbulk Shear strength Fly Ash Percentage in the Mix
(m) (kN/ parameters (Total stress) Fig. 10 Variation of Factor of Safety with Respect to
m3) C (kPa) Φ (o) Percentage of Fly Ash in the Mix
Residual Soil 0 - 5 15-35 21 54 3 A typical cross-section for the construction of embankment
(Sandy Clay) as well as pavement layers is shown in Fig. 11. A cover soil
Sandy Silt 5-7 33-34 21 10 32 layer of 2m with locally available soil is recommended
Weathered Rock >7 >100 to avoid any erosion of underlying red mud and fly-ash
material. To aid sufficient permeability of the embankment
material an intermediate soil layer of 0.4 m thickness is
also recommended.

Fig. 9 Typical Stability Analysis of Embankment

Result of the stability analysis is given in table 6. The
variation of Factor of Safety with percentage of fly ash
content in the mix is shown in the Fig. 10.
It is observed that the factor of safety for static and seismic
condition keep on gradually decreases as the percentage
of fly ash increases till 40% and then increases. This is
because the net reduction in the weight of embankment.
The sudden dip in the curve is due to the fact that cohesion
intercept for mix 2 is very low. Thus, the red mud and
its mixes with fly ash, except mix 2, shows an improved
factor of safety compared to soil.
Fig.11: Typical Cross-Section of Road Embankment with Red
Mud-Fly Ash Mix
6. Conclusion
This paper presents the geotechnical characterization of
red mud, fly ash and their mixes in different proportions
obtained from Hindalco Plant, Jharkhand as well as the
stability analysis of a typical embankment made out of
those materials.
• Both the materials are fined grained soil like material,
with red mud having higher density compared to fly

24 INDIAN HIGHWAYS MARCH 2019

 TECHNICAL PAPER
ash. Red mud is a plastic soil with Plasticity Index of
22%, while fly ash is a non plastic material.
• Red mud from Hindalco plant has much lower
maximum density compared to other red mud from
most of other plants in the country
• Red mud and fly ash were mixed at different
proportions varying from 5% to 50 % and the result
shows that the maximum dry density of mixes
having percentage between 10% and 20% exhibit
higher densities.
• The shear strength and permeability of red mud and
fly ash have comparable values.
• There is no significant improvement in shear strength
parameters of red mud after adding fly ash.
• A typical embankment stability analysis shows that
the factor of safety for static and seismic condition
shows that the red mud and all it mixes with fly ash,
except mix 2, shows an improved factor of safety
compared to soil.
• Considering the maximum dry density and shear
strength characteristics, red mud- fly ash mix
(80:20) may be the best suited for embankment
construction.
7. Acknowledgement
The authors are thankful to the Director, CSIR-Central Road
Research Institute for giving permission to publish this paper.
References
i. ASTM D4767 (2011), Standard Test Method for
Consolidated-Undrained Triaxial Compression Test on
Cohesive Soils, ASTM International
ii. Atun G. and Hisarli G. (2000) A study of surface
properties of red mud by potentiometric method, J.
Colloids Interf. Sci., 228, pp. 40–45.
iii. Barrow N.J. (1982) Possibility of using caustic
residue from bauxite for improving the chemical and
physical properties of sandy soils. Aust. J. Agric. Res.,
33, 275–285.
iv. FHWA-RD-97-148 (2012), User Guidelines for Waste
and Byproduct Materials in Pavement Construction,
Federal Highway Administration, U.S. Department of
Transportation
v. Gangadhara Reddy N. and Hanumantha Rao B. (2016)
Evaluation of the Compaction Characteristics of
Untreated and Treated red mud, Geo-Chicago Chicago,
Illinois, U.S.
vi. IS 1498 (2007) Classification and identification of
soils for general engineering purposes, Bureau of
Indian Standards (BIS)
vii. IS 2720- Part 3 (2002) Methods of Test for Soils - Part 3
Determination of specific gravity Section 1: fine grained
soils, Bureau of Indian Standards (BIS)
viii. IS 2720- Part 4 (2006) Methods of Test for Soils - Part
4: Grain Size Analysis, Bureau of Indian Standards
(BIS)
ix. IS 2720- Part 5 (2006) Methods of Test for Soils - Part
5: Determination of liquid and plastic limit, Bureau
of Indian Standards (BIS)
x. IS 2720- Part 7 (2011) Methods of Test for Soils -
Part 7: Determination of Water Content-Dry Density
Relation Using Light Compaction, Bureau of Indian
Standards (BIS)
xi. IS 2720- Part 10 (2006) Methods of Test for Soils -
Part 10: Determination of unconfined compressive
strength, Bureau of Indian Standards (BIS)
xii. IS 2720- Part 12 (1981) Methods of test for soils: Part
12 Determination of shear strength parameters of soil
from consolidated undrained triaxial compression
test with measurement of pore water pressure, Bureau
of Indian Standards (BIS)
xiii. IS 2720- Part 13 (2002) Methods of Test for Soils -
Part 13: Direct Shear Test, Bureau of Indian Standards
(BIS)
xiv. IS 2720- Part 17 (2002) Methods of Test for Soils - Part
17: Laboratory Determination of Permeability, Bureau
of Indian Standards (BIS)
xv. IS 2720 -Part 26 (1997), Determination of pH Value,
Bureau of Indian Standards (BIS)
xvi. IS 2720 -Part 27 (2006), Determination of total soluble
sulphates, Bureau of Indian Standards (BIS)
xvii. Jiang Y. and Ning P. (2003) Comprehensive utilization
of red mud from alumina plant. Environ. Sci.
Technol., 26, pp. 40–44.
xviii. Kumar V.; Nautiyal B.D.and K Jha A. (1989) Use of
neutralized red mud in concrete. Indian Concr. J., 4,
pp.505–507.
xix. Liu W.; Zhang, X. and Jiang W. (2011) Study on
particle- size separation pretreatment of Bayer red
mud, Chin. J. Environ. Eng., 5, pp. 921–924.
xx. MORTH (2013), Specification for road and Bridge
works, MoRT&H, Indian Roads Congress, New
Delhi.
xxi. Kushwaha S. S. and Kishan D. (2016) Stabilization of
Red Mud by Lime and Gypsum and Investigating Its
Possible Use in Geoenvironmental Engineering, Geo-
Chicago, Chicago, Illinois, U.S.
xxii. Parvathi G. S. and Ghosh A. (2016) Capacity
Augmentation of Red Mud Pond Using Industrial Waste,
International Geotechnical Engineering Conference on
Sustainability in Geotechnical Engineering Practices
and Related Urban Issues, Mumbai, India
xxiii. Prasad A. (2013) Production and Utilization of Fly Ash
Based Biofertillizers in Plant Growth, B.Tech thesis
report, National Institute of Technology, Rourkela
xxiv. Ping Wang and Dong-Yan Liu (2012) Physical and
Chemical Properties of Sintering Red Mud and Bayer
Red Mud and the Implications for Beneficial Utilization,
Materials, 5, pp. 1800-1810
xxv. Zhang Y. and Pan Z. (2005) Characterization of Red
Mud Thermally Treated at Different Temperatures. J.
Jinan Univ. Sci. Tech., 19, pp. 293–297.
INDIAN HIGHWAYS MARCH 2019 25
 TECHNICAL PAPER
SCOUR, SOIL & COMPUTATION OF SCOUR DEPTH AS PER
USA STANDARD
Dr. B.P.Bagish1
1. Introduction
The purpose of the paper is to provide or give an account
of the latest and existing guidelines in USA in determining
the scour in different soil or channel conditions and
possible adoption in case of Indian rivers.
The most common cause of failure is from floods scouring
bed materials from around foundations of bridge and CD
structures. In USA alone FHWA in study reported failure
of huge number of bridges from 1973 to 1993 and came
out with HEC-18, HEC-20, HEC-20, HEC-23, and HEC-
25 etc. and likewise manuals to be used as a set for (i)
in designing new structures capable to resist scour (ii)
modifying in case of replacement of existing ones (iii)
evaluating existing for vulnerability to scour (iv) in proper
inspection of bridges for scour (v) improving state of
practice in estimating scour.
Since HEC-18 of 2001 edition significant advances have
been made in the state of practice for estimating scour of/
for bridges. NCHRP sponsored research and publications
with FHWA and DOT and texts are available in various
segments of NCHRP 24. Based on updated policy
guidance manual came out with 11 chapters covering
even the references. For the sake of brevity the same is
not reproduced/repeated here.
After detailing different type of soil basic concept of
scour and evaluation and computation of scour depth with
examples in USA case and with examples of Indian rivers
in USA formulations have been presented.
2. SOIL
As per clause 102.1.4.2 under Clause 102 “Collection of
Data” of IRC:5 complete details about nature of existing
surface soil in bed banks and approaches and location and
depth are to be procured and documented for complete
appreciation of bridge project and protective works.
As per IS:1498 soil, for general engineering purposes, has
1
Freelance Cousultant, New Delhi, E-mail: bpbagish@hotmail.com
26 INDIAN HIGHWAYS MARCH 2019
the following classifications :
Silt: A fine grained soil with little or no plasticity. If
shaken in the palm of hand, a part of saturated inorganic
silt expels enough water to make its surface appear glossy.
If the pat is pressed or squeezed between the fingers, its
surface again becomes dull.
Clay: An aggregate of microscopic or sub-microscopic
particles derived from the chemical decomposition and
disintegration of rock constituents. It is plastic within a
moderate to wide range of water content.
Sand & Gravel: Cohesionless aggregates of angular, sub-
angular, sub-rounded, rounded, flaky or flat fragments of
more or less unaltered rocks or minerals.
These are further classified and divided broadly in to 3
divisions.
Coarse-Grained Soils: More than 50% of the total
material by weight is larger than 75 micron IS Sieve size.
These are subdivided in GRAVEL and SAND. In gravel
and gravelly soils more than 50% the coarse fraction (+ 75
micron) is larger than 4.75 mm IS Sieve size. In sand and
sandy soils more than 50% the coarse fraction is smaller
than 4.75 mm IS Sieve size.
Fine-Grained Soils: More than 50% of the material by
weight is smaller than 75 micron IS Sieve size. These are
subdivided in (a) Silts and clay of low compressibility
having liquid limit less than 35 (b) Silts and clay of medium
compressibility having liquid limit more than 35 but less
than 50 and (c) Silts and clay of high compressibility
having liquid limit more than 50.
Highly Organic soils and other Miscellaneous soils:
These contain large percentages of fibrous organic matters
such as peat and parts of decomposed vegetation. In
addition cinders shells and other non soil are also grouped
in this type.
 TECHNICAL PAPER
So Gravel ranges from 80 mm to 4.75 mm, Sand ranges
from 4.75 mm to 75 micron and Silt including Clay ranges
smaller than 75 micron IS sieve size.
Basic soil components described above classifying soil as
boulder, cobble, gravel, sand, silt, clay and organic have
been given in Table 1 of IS:1498 and are reproduced as
Annexure A. IS values are very near to the values and
classification identified in USCS and AASHTO.
3. SCOUR
Scour is the result of erosive action of flowing water,
excavating and carrying away material from the bed and
banks of streams/channels and from around the obstruction
like pier and abutments of bridges.
Different materials scour at different rates. Loose granular
soils are rapidly eroded by flowing water, while cohesive
or cemented soils are more scour resistant. However
ultimate scour in this case may be as deep as scour in sand
bed streams. Under constant flow conditions, scour will
reach maximum depth in sand/gravel material in hours,
cohesive bed in days, sandstones and shale in months lime
stone in years and granite in many years. However, several
floods may be needed to attain maximum scour.
To determine magnitude of scour is complicated by cyclic
nature of some scour processes. It is deepest near the
peak but after it recede scour holes refill with sediments.
Therefore, there is need to carefully study
the site specific subsurface information in order to evaluate
scour potential. For example rock formations with few
discontinuities are generally highly resistant to scour even
during the life time of structure.
Total scour in bridge structures thus have three primary
components:
i. Degradation of river bed (General Scour) - It
including aggradation is long term stream bed
elevation changes due to natural or man induced
causes which can affect the reach of the river
on which structure is/is proposed. Deposition of
material eroded is there but lowering or scouring
of the bed over the reaches due to deficit in
sediment supply from upstream.
ii. Contraction scour- It is lowering of the bed near
the structure which may be uniform or non-
uniform making the depth of scour deeper in some
parts. It is different from 1 above since it occurs in
the vicinity of the structure.
iii. Local scour- It involves removal of material from
around pier/abutments. Spurs and embankments
mainly caused by acceleration of flow and vortices
resulting and inducing from obstruction of flow.
Contraction and Local scour have clear-water and live-
bed scour factors, the conditions/cases of which need to
be considered.
Clear water occurs when there is no movement of bed
materials in the flow u/s of the crossing or bed materials
being transported in the u/s is transported in suspension
through in the scour holes at less than the capacity of
the flow. Because of pier or similar obstruction flow or
vortices cause the bed material around to leave.
Live-bed scour occurs when there is transport of bed
material from u/s reach into the crossing. It is cyclic in
nature so the scour holes developed during the rising stage
of flood refills during the falling stage.
During a flood event, bridges over streams with coarse
bed material are subjected to clear water scour at low
discharges, live bed scour at higher discharges and then
clear water scour at lower discharges on the falling stages.
Clear water scour reaches its maximum over a longer
period of time than live bed scour. It is influenced by
coarse bed materials, flat gradient during low flow, local
deposit of larger bed materials, armored stream beds and
flood plain over bank areas.
The above three scour components are added together
to obtain Total Scour though addition brings an input of
some conservatism to design.
Scour near bend, scour at confluences, scour due to lateral
mitigation migration add to total scour apart from length
width and shape of piers.
Due to CONTRACTION there is a decrease in flow area
resulting in an increase in average velocity and bed shear
stresses. So there is an increase in erosive forces and more
bed material is from transported or removed from the
contracted reach than is transported into the reach. This
increase in transport of bed material from the reach lowers
the natural bed elevation.
There are other factors like natural stream constriction, long
highway approaches over the flood plain, the formations
or jams, natural berms due to sediment deposits, debris
and vegetative growth including pressure flow.
Live bed contraction scour is therefore typically cyclic
as during the rising stage bed is scoured and during the
falling it gets filled. So contracted section increases until
the transport of sediment out of the contracted section
equals the sediment transported in.
Contraction caused by approaches can cause clear water
scour on a set- back portion of bridge because it does
not normally transport significant part of bed materials
sediments. Clear water picks up additional sediment from
INDIAN HIGHWAYS MARCH 2019 27
 TECHNICAL PAPER
bed reaching the bridge opening. In such cases local scour
at abutments may well be greater due to the clear water
flood plain flow returning to the main channel at the end
of abutments.
The basic mechanism causing LOCAL SCOUR at piers/
abutments is the formation of vortices at their base.
The vortex results from pileup of water on the upstream
surface of the obstruction and subsequent acceleration of
the flow around the nose of the pier. Its action removes
bed material from around the base of the pier. The
transport rate of sediment away from the base region is
more than the transport rate into the region developing the
scour holes. As the depth of scour increases the strength
of vortex is reduced.
Eventually for live bed local scour equilibrium is re-
established between inflow and outflow and scouring
ceases. For clear water scour scouring ceases when shear
stress caused by vortex equals the critical shear stress of
the sediment particles at the bottom of the scour hole. So
the Magnitude of local scour depth at piers/abutments
are affected by (i) velocity of approach flow, (ii) depth
of flow, (iii) width of pier, (iv) discharge intercepted by
the abutment and returned to the main channel, (v) length
of the pier, (vi) size and gradation of bed material, (vii)
angle of attack, (viii) shape of pier/abutment, (ix) bed
configuration and (x) jams/debris.
4. EVALUATION AND COMPUTATION OF
SCOUR DEPTH IN DIFFERENT TYPE OF
SOIL
4.1 Scour Process
Cohesionless soils: These are eroded particle by particle
and scour occurs rapidly such that maximum is reached
within a time period few hours to few days often within
the duration of a single flood event. This therefore occurs
instantaneously once the threshold hydraulic condition for
particle motion is exceeded.
Cohesive soils: Erosion in cohesive soil can take particle
by particle but also block of particles by block of particles.
The boundaries of these blocks are formed naturally in the
soil matrix by micro-fissures which result from various
phenomena, such as compression and extension. Resistance
to erosion os influenced by a combination of weight and
more importantly electromagnetic and electrostatic inter-
particle forces that are the source of cohesive properties
of these soils. Unit weight water content, PI, swell, void
ratio, un-drained shear strength, mean grain size and a few
more influence the erodibility of this type of soils.
The major difference between these two is the rate of
erosion beyond critical shear stress. In cohesive this rate
28 INDIAN HIGHWAYS MARCH 2019
increases slowly and so is time dependent and so the effects
of many flood events rather to consider single event.
Scour in Rock can occur by dissolution of soluble rocks,
cavitation, quarrying and plucking of durable jointed rock
and abrasion and plucking of degradable rock.
Channel/river/stream Waterway required and Proposed:
A channel is a natural or artificial water course. It may
be non meandering channel with alluvial bed with well
defined banks, natural channel in alluvial bed having
undefined bank , river of flashy nature with bed non
submitting to scouring effects, unstable meandering river
flowing through a number of sub channels separated
by land or shallow section of nearly stagnant water and
having width much in excess of regime width.
In rocky bed, L the clear waterway is generally fixed bank
to bank with practically no constriction so L effective = L.
In natural channel in alluvial beds the effective linear
waterway is based on design discharge using any accepted
or rational formula. One such is W= C (Q) ^0.5 where W
is Lacey’s regime width in meter and Q, the discharge in
cumecs and C a constant generally taken as 4.8 although
C as per IRC:5 varying from 4.5 to 6.3 according to local
conditions.
In case of river stream with silty soil bed, clayey soil bed or
quasi alluvial soil bed also, waterway is fixed/determined
by the same formula although it will have different/varying
scour depth depending on the type of soil bed.
Sometimes it is taken as width between khadir to khadir
irrespective of nature of bed.
4.2 Scour Depth
As stated earlier total scour depth includes (i) general
scour (ii) contraction scour guiding between clear water
scour and live bed scour cases (iii) local scour guiding
between clear water scour or live bed scour cases.
For the sake of computation apart from data to be
collected mentioned in IRC:5 and IRC:78 the following
data should be collected for computation of scour depth as
per American Norm.
a. Approach flow depth
b. Mean velocity of flow
c. Critical flow corresponding to d50
d. Armour velocity corresponding to dmax
e. d16, d84, d50, dmax and non uniformity coefficient
and ( d84 /d16 )^ 0.5 of sediments f)size of pier/
abutment
f. Skewness of flow
g. Amount of contraction
 TECHNICAL PAPER

h. River bed-forms ripple, dune, antidune Average velocity= 56.6/( 9.7x3.7)= 1.5 m/s Critical Velocity
i. Morphology of river- aggrading, degrading, = 6.19x (3.7)^1/6 x (1.25x15/1000)^1/3= 1.8 m/s
meandering, poised etc. Critical velocity is more than fall velocity so Clear Water
Contraction Scour: It can be either of the two cases – Live Condition exists.
bed condition and Clear water condition. Example 3: how bed material matters in deciding live bed
To specify the type, it is first necessary to know the channel and clear water condition.
flow approaching the point of contraction in transferring Q= 56.6 cumec, width= 12.2 m, depth= 3m Velocity=
the bed material from upstream to downstream and the 56.6/(12.2x3)= 1.5 m/s
Critical velocity of the flow approaching the reference
point. The critical velocity depends on D50 type of bed Case-When D50=15mm Vc=6.19x(3^1/6)
material of the channel in the near vicinity of the bridge/ x(1.25x15/1000)^1/3= 1.8m/s
point of contraction and the average depth of flow. Critical velocity is more than mean velocity so Clear
As per HEC-18 Water Condition exists.
Critical velocity Vc = 6.19 y^1/6 D^1/3 in m/s for bed Case-When D50=1.0 mmVc= 6.19x(3^1/6)x(1/1000)^1/3=
material D and smaller to be transported where, 0.74 m/s
y= average depth of flow just on the u/s in m Since Critical velocity is less than mean velocity Live bed
Condition prevails.
D= particle size for Vc in m
4.3 Scour in Live Bed Condition
 50 = a mixture of particle size of which 50 percent is
D
smaller, in m Assumption is that the bed material is transported from
u/s section only then live bed contraction scour occurs at
Mean velocity above the critical velocity will transport the
bridge site.
bed material of D size or smaller and then it is Clear Water
Case. Laursen (adopted by FHWA) derived that the scour in
relation to u/s(y1) and d/s depth (y2 ) in contracted portion,
If Mean velocity is less than or equal to critical velocity
in m, u/s width (W1) in m and d/s width (W2), in m, u/s
then it is not Live Bed but clear water case occurs.
discharge (Q1 ) in cumec and d/s discharge
If Mean velocity is more than critical velocity then live
(Q2), in cumec, and Manning’s value n1 in u/s and n2 in
bed case occurs.
d/s contracted part of channel transporting the sediment
Example 1: U/S width = 98.2 m, depth= 2.62 m, discharge= has following relation:-
773 cumec, width= 37.2 m, bed type D50= 0.31 up to 0.9
y2/y1 = (Q2 /Q1)^(6/7) (W1 / W2)^k1 (n2/n1)^k2
m depth and
Average Scour Depth (ys), in m = y2-yo where yo is
D50= 0.70 mm beyond 0.9 m depth, fall velocity= 0.10
existing depth in channel before scour in m
m/s, bed depth in u/s = 2.16 m
Where k1 and k2 are exponents depending on mode of bed
Waterway as per IRC:5 = Cx(Q)^0.5, C varying from 4.6 to
transport characterized by V/T shown in Table below.
6.3. Taking value of C=4.6, Q= 4.6x(773)^0.5 = 128 m.
V in m/s = (9.81x y1 x S)^0.5 where S is slope of energy
Average velocity= Discharge/Area = 773/(2.62x98.2) = 3m/
grade and T in m/s = fall velocity based on D50
sec Velocity being large Live bed condition should exist.
Check: Critical Velocity = 6.19 x (2.62)^1/6 x V/T k1 k2 Mode
(0.70/1000)^1/3 = 0.65 m/s <0.50 0.590 0.066 Mostly contact bed material
Critical Velocity is less than the fall velocity so Live Bed 0.50 to 0.640 0.210 Some suspended bed
Scour Condition exists.
2.00 material
Example 2: U/S width = 9.7 m, depth= 3.7 m, Total
> 2.00 0.690 0.370 Mostly suspended bed
discharge= 79.3 cumec, D50 = 15mm, U/S channel
material
discharge = 56.6 cumec
(Note : Because D50 is not the largest particle in the bed Since the ratio of n2 and n1 is significant only in Dune /
material scour section may/can be slightly armored so Dm Anti dune case so for general case FHWA modified and
is taken as 1.25xD50.) decided to take the ratio as 1.

INDIAN HIGHWAYS MARCH 2019 29

 TECHNICAL PAPER
Example: with live bed case :- Total Discharge= 773
cumec U/S width= 98.2 m, depth= 2.62 m, D50 = 0.70
mm Slope= .004m/m
Fall velocity = 0.10 m/s
Average Velocity= 773/(98.2x2.62)= 3.0m/s
Critical Velocity Vc= 6.19x (2.62)^1/6x (0.70/1000)^1/3=
0.65 m/s
Since Vc<Average Velocity Live bed contraction exists.
V= (9.81x2.62x.004)^0.5 = 0.32 m/s T= 0.10 m/s V/T=
0.32/0.10= 3.2
Value from the Table given above k1= 0.69
Y2=2.62{ 98.2/(37.2-1.3#)}^0.69 =5.24 Where # is total
width of pier
Ys = 5.24-2.16@ = 3.08 m from original bed surface. @ is
estimated original depth of bridge.
Live bed contraction scour depth may be limited by
armoring of the bed by large sediment particles in the bed
material or by sediment transport of the bed material in the
bridge cross section. Under these conditions live case be
determined using both the cases and using the smaller of
the two depths.
In case of Clear water Contraction the recommendation
is –
Y2= [ {KuxQ^2}/{ (Dm^2/3xW^2 ]^(3/7)
Where Ku=.0077, W=bottom width less pier width,
Dm=1.25xD50, Q= discharge, Y2= average depth.
A reasonable lower limit of D50 equal to 0.2 mm is
applicable to this equation. When size is smaller than 0.2
mm will generally overestimate the clean water contraction
scour depth.
For stratified bed material the depth of scour can be
determined by using clear water equation, as given above
sequentially with successive Dm of the bed material
layer.
In Case of above example if Bed is Armored by
Sediment transport in to the Bridge cross section, then
for Clear water case the depth computed will be
Dm= 1.25x D50 = 1.25x 0.70= .0009 m
Y2 = {k4xQ^2/[Dm^(2/3)W^2]} ^(3/7) , taking k4 =
.0077
Y2={.0077x773^2/[(.0009)^2/3x35.9^2]}^(3/7)=21.12 m
Ys= 21.12-2.16 = 18.90 from original bed level.
Since this is more than live bed case sediment transport
30 INDIAN HIGHWAYS MARCH 2019
limits the contraction scour depth rather than the size of
the bed material. This example is for the sake of comparing
and understanding the difference in two cases.
In addition scour can occur in Erodible rock also. In rock
in addition to hydraulic forces rock materials may degrade
due to wetting and drying, freeze thaw abrasion chemical
reaction weakly connected sand stone and other friable
rock may be erodible as sand.
So above concept may be applied in erodible rock also.
5. LOCAL SCOUR
As stated earlier, this is a function of bed material
characteristic, bed configuration, flow characteristics, fluid
properties and the geometry of pier/footing. Velocity, depth
in upstream, angle of strike and shape of pier including
free surface of pressure flow are important where as fluid
properties and velocity
Surface tension etc. being not so significant may be ignored.
In USA, HEC and FHWA had recommended an equation–
Ys= 2( k1,k2,k3 ) a^0.65 x y1^0.35 x Fr^0.43 where
a is pier diameter or equivalent width ,
Ys is scour depth, y1 is flow depth in upstream,
Fr is Froude number and k1, k2, k3 are correction factors
for pier nose shape, angle of attack of flow and bed
condition respectively.
However for averaging k1 x k2 x k3 may be taken as 1.1
then Ys = 2 x 1.1 xa^0.65 x y1^ 0.35 x Fr^ 0.43. Froude’s
number Fr directly on u/s of pier is = v1/( 9.81xy1 )^0.5
where v1 is the mean velocity on u/s.
Example: a= 1.22 m L=18m with round nose y1 = 3.12
m v1= 3.36 m/s Fr= 3.36/( 9.81x3.12 )^0.50=0.61 Ys= 2 x
1.1 x 1.22^0.65 x 3.12^0.35 x 0.61 = 3.0 m Check Ys max
should be 2.4 x a = 2.4 x1.22 = 2.928 < 3m ok
FHWA differentiates scour in pier with angle of attack,
scour in complex piers ( like solid pier with exposed
foundation ) scour on piles with cap over piles and scour
in multiple columns.
FHWA differentiates in case of different bed materials. In
case of COARSE bed ( D50 > 20 mm) pier scour equation
involve only clear water condition as approach flow
velocity is less the than critical velocity for initiation of
bed material motion.
If Densimetric particle Froude’s number = H = V1/{ gx(
sediment sp. Gravity-1) D50 }^0.50
and Sediment gradation co efficient =A=D84/D50
>=1.5,then
 TECHNICAL PAPER
Pier Scour equation = 1.1xk1xk2xa^0.62xy1^0.38x tan h
{ H^2/[ 1.97xA^1.5]}
Example: D84= 255 mm, D50= 150 mm, Vc= 4, V1=3.36,
A= 255/150= 1.70, Sedt. Spg.= 2.65, a=1.22m
H= 3.36/{ 9.81x1.65x150/1000}0.50 =2.16
Ys= 1.1x1.1x1.1x1.22^0.62x3.12^0.38x tan h{2.16^2/
[1.97x1.70^1.5] = 1.51 m
This result compares with 3.0 m of pier scour in case of
smaller size sediments shown earlier.
FHWA defines that pier scour in COHESIVE material
generally progresses more slowly and is more dependent on
soil profile rather than for non-cohesive sediments. Scour
gets cumulative value after each additional flow periods.
Briand et all after lot of experimentation proposed an
equation which after simplification is
Ys = 2.2 x k1x k2x a^0.65 x { (2.6 V1- Vc)/g^0.5}^0.7
= 2.2x1.1x1.1x1.22^0.65x { ( 2.6x3.36-3.2 )/
9.81^0.5}^0.7
= 3.72 m
This result compares with 3.0 m applied to in non cohesive
sediment case. This value is the maximum and cumulative
value achieved after additional flow periods.
5.1 General Scour
General scour is given by the maximum depth of flow in
a river which may occur due to passage of design flood at
the proposed bridge site. It is which occurs irrespective of
the presence of bridge. It is due morphological behavior
of a river/channel namely the process of aggradation and
degradation of bed meandering braiding cut off formation
confluence of streams in upstream of location etc.
Degradation may cause rise in flood level. Major causes
of change is attributed to many reasons like encroachment
of flood plains, river training works, mining of river bed
erosion and landslides etc. Where river profile is known
this scour is computed as area of flow section (A) per
wetted perimeter (P) of the river/channel. This is General
Scour and may be computed by Garde’s theory.
As per Garde General Scour = 0.308 x d50x(Qn)^(1/3)
where, Qn= Q/ { d50^2x(gx (Ss-1)d50xS}^0.50} and Q is
design discharge, Ss is specific gravity of the sediment, g
is acceleration due to gravity in m/sec^2
6. EXAMPLE FOR EVALUATING TOTAL
SCOUR
6.1 Data
Medium size of sediment d50= 20 mm Maximum size
of river bed material = 100 mm, d84= 55 mm, d16 = 10
mm Design flood discharge = 3400 cumecs Width of the
river = 128mm, Clear waterway under the bridge = 85 mm
Approach flow depth = 7.23 m
6.2 Computation
( A ) General Scour
As per Garde’s
Discharge per unit= 3400/85 = 40 m2/s V= 40/depth=
40/7.23 = 5.53m/s Using Manning’s S= 5.53x0.03^2/
( 7.23 )^1.33 = 0.00197 Qn= Q/{ d50^2[ g(s-1) d50xS]
}^0.5 = 3400/{ .02^2[9.8(2.65-1).02x.00197}^0.5 =
3.42x10^8 D/d50=0.308 Qn^0.33 = 215 so D= 215x.02 =
4.3 m Since exact slope of bed is not known approach flow
depth of 7.23 m may be taken as guiding.
(B) Contraction Scour
Mean velocity = 5.53 m/s Since d50> 6mm Vc= 6.19
y^1/6 D^1/3 = 2.56 m/s Since Critical velocity is less than
mean velocity Live bed condition exists.
Now Y2/Y1 = (Q2/Q1)^(6/7) ( W1/W2)^k1 Y1=7.23
Taking k1=0.59 Y2/Y1 = {(128/85)^0.59} =1.27 Then
Y2=7.23x1.27=9.18 m Y2- Y1 = 9.18-7.23 = 1.95 m
below bed.
( C ) Local Scour
b=0.90 with round nose Y2= 9.18m/s Mean velocity
= 5.53 m/s Fr= 5.53/( 9.8x9.18)^0.43=0.79 Ys= 2.2x
0.9^0.65x9.18^0.35x 0.79 =2.52 m below bed level
Total Scour below Bed level = 7.23+ 1.95+2.52 = 11.70
m below HFL or 4.47 m below bed level during passage
of Design flood.
As per IRC guidelines General scour depth = 1.34 ( Db^1/
silt factor)^(1/3) =1.34((3400/85)^2/7.87)^(1/3) = 7.86 m
Total scour depth = 2x7.86= 15.72 m below HFL or 8.49
m below bed level.
Example of 5 rivers (big, medium and small catchment)
published in IRCJ is given in paper by Prof. Mazumdar
and Mr. Yaspal Singh and Mazumdar. Out of 4 relate
to gravelly soil and one not falling in this category is
discarded. The chart below shows comparision between
USA and IRC values and it matches well.
Sl. No. Name of River (N.H. no.) Local Scour Const. Scour
general Scour Total Scour Remarks
(IRC Scour)
1. Chambal NH-3 6.23 6.83 23.80 36.86 46.26
2. Sankosh NH-1C 5.46 0.15 5.86 11.47 13.71
3. Raidak 1 NH 31C 4.26 2.84 6.23 13.33 15.57
4. Raidak 2 NH 31C 4.75 3.41 5.97 14.13 16.43
INDIAN HIGHWAYS MARCH 2019 31
 TECHNICAL PAPER
6.3 Opinion
IRC guidelines on computation of scour depth around pier
as existing, may be adopted for silty, sandy and clayey
soil. In case of gravelly the computation as detailed above
being followed in USA may be adopted. IRC provisions
may be suitably modified.
6.4 Evaluation of Local Scour at ABUTMENTS.
Scour occurs at abutments when the abutment and roadway
embankment obstruct the flow. General cases of abutment
failures during post flood field inspections of bridge sites
have been because of -----
a. Overtopping of abutments or approach
embankments.
b. Lateral channel migration or stream widening
processes.
c. Contraction scour.
d. Local scour at one or both abutments.
Abutment damage is often caused by a combination of
these factors mentioned above. As a general rule, the
abutments most vulnerable to damage are those located at
or near the channel banks. Where abutments are set back
from the channel banks, especially on wide plains, large
local scour holes have been observed with scour depths of
as much as FOUR times the approach flow depth on the
flood plain.
The flow obstructed by the abutment and approach highway
embankment accelerates and often forms a vortex starting
at the upstream end of the abutment and running along the
toe of the abutment. Generally a wake vortex forms at the
downstream end of the abutment. The vortex that forms at
the downstream end of the abutment is similar to the wake
vortex that forms downstream of a pier.
Abutment scour depends on the interaction of the flow
obstructed by the abutment and roadway approach and the
flow in the main channel at the abutment. The discharge
returned to the main channel at the abutment is not simply
a function of the abutment and roadway length in the
field. It depends on shape of the abutment discharge in the
main channel at the abutment discharge intercepted and
returned to the main channel at the abutment, sediment
characteristics, cross sectional shape of the main channel
just before including depth and the depth of the overbank
flow and alignment. In addition field conditions may have
tree lined or vegetable bank, low velocities and shallow
depths upstream of the abutment.
Abutment can be set back from the natural stream bank
placed at the bank line or set in the channel itself. Common
design includes stub placed on spill through and vertical
32 INDIAN HIGHWAYS MARCH 2019
wall type with or without wing walls. These shapes have
varying angles to the flow. The scour depth is generally
double for vertical wall as compared to with spill through
abutments which is 0.55 approximately. Similarly scour
vertical wall with wing walls is 0.82 times of vertical
wall without wing wall case. In case of skewed abutments
angled downstream the scour depth is reduced where as
it increases in case angled upstream. This issue has been
taken care off in the Froehlich’sequation or HIRE equation
for computation of scour.
In estimation of potential depth in case of live bed
Froehlich or Hire equation is generally used but recently
NCHRP has come out with newly developed equation for
estimating scour.
While formulating these equations the following elements/
features are considered.
i. Factor for shape of abutment, K1
ii. Angle of embankment to flow (theta), K2 =
(theta/90)^0.13, theta<90 if towards downstream,
>90 u/s
iii. Length of active flow, L’ in ft(m)
iv. Flow area of approach cross section, Ae,
ft^2(m^2)
v. Froude’s Number of approach flow upstream of
the abutment
vi. Flow obstructed by the abutment and approach
embankment, Qs,ft^3/s(m^3/s)
vii. Length of embankment projected normal to the
flow, L,ft(m)
viii. Average depth of flow in flood plain, ya= (Ae/L),
(ft/m)
ix. Ve = Qe/Ae, ft/s (m/s)
6.5 Froehlich’s equation
After analyzing 170 live bed cases by regression analysis
it was obtained-
ys/ya = 2.27 K1 K2 Fr^0.61 {( L’/ya )^0.43} +1 where,
ys = Scour depth in ft(m), ya = Average depth as detailed
above in ft(m)
The above equation is not consistent with the fact that as
L’ tends to 0 ys also tends to 0 so 1 was to cover/envelope
98% of the data.
This equation shall be used only if L/ya is less than 25.
Also L’ length of active flow obstructed by the embankment
the stream velocity is increased depending on conveyance
versus distance across a representative cross-section
upstream of the bridge. If the relatively large portion is
 TECHNICAL PAPER

required to convey a known amount of discharge blocking Flow depth at tip of abutment, y1 = 6.2 ft. Velocity = 9.9
this flow should probably not be included when determining ft/s from HEC-RAS stream system.
the length of embankment for use in the abutment scour Inclined length is 790 ft. so L= 790 Cos(110-90) = 742 ft.
prediction relationship and also when it has very low
velocity because of length. Since the right conveyance L/y1= 742/6.2 = 120> 25 so Hire equation can be used.
occupies the majority of floodplain but conveys only one Fr= V1/{(gy1)^0.5} = 9.9/{ 32.2x6.2}^0.5 = 0.70
third of flood plain flow. From Laboratory investigation it is K1= 0.82, K2={110/90}^0.13 =1.03
found that it generally develops abutment scour equations
and one third is a good approximation. HES-RAS record ys/y1=4x(0.70)^0.33x1.03x0.82/0.55=5.46
ys=5.46x6.2=33.9 ft.
of USACE easily computes conveyance versus distance
across a cross section. For Velocity computation the Example 2.
reference is drawn to method detailed in Page 5 above. This is a straight spill through case. Left Embankment
Example L=1598 ft. y1=6.5 ft. V1= 1.37 L/y1= 1598/6.5 = 246>25.
Therefore HIRE equation is applicable. Fr=V1/{(gy1)^0.5}
Right approach embankment and abutment = 80 ft (24 m) = 1.37/{(32.2x6.5)^0.5 = 0.095 Ys= 4xy1xFr^0.33
at angle of 70 measured from downstream. 790 ft (240m) K1xK2/0.55 = 4x6.5x0.095^0.33x0.55x1.0/0.55 = 12.0
left approach embankment and abutment at angle 110. ft.
It has vertical abutment with wing walls. Obstructed flow in Right Embankment L= 2386 ft. y1= 4.9 ft. V1=0.9
right floodplain = 960 cuft./s ( 26.7 cumecs). Average depth Therefore HIRE equation is applicable. Fr = 0.9/
– 3.5 ft (1.06m) L= 80 Cos (90-70) = 75 ft or 22.8 m {(32.2x4.9)^0.5} = 0.072 ys= 4.0x4.9x(.072^0.33)
x0.55x1.0/0.55 = 8.2 ft.
L/ya = 75/3.5 = 21.4 which is less than 25 so FROEHLICH
7.1 NCHRP 24-20 Equation
equation can be adopted.
It developed 3 conditions – (a) Occurring when abutment
K1 = 0.82 for vertical wall with wing walls.
is in or close to main channel (b) Occurring when abutment
K2 = ( theta/90 )^0.13 = (70/90)^0.13 = 0.97 Ae = yaxL= is set back from the main channel and (c) Occurring when
3.5x75 = 262.5 sq.ft. the embankment breaches and abutment acts as a pier.
Ve= Qe/Ae= 960/262.5 = 3.65 ftpersec. It has advantages (1) not using effective length of
embankment L’ (2) equations are more physically
Froude Number Fr=Ve/{(gya)}^0.5 = 3.65/
effective and representative and (3) predicts total scour
{32.2x3.5}^0.5= 0.34
not like calculating component of scour and then adding
Modified velocity is almost 3.65x1.3= 4.6 ft/s or 1.4 m/s contraction scour.
Modified depth= 5ft.(1.5 m) Modified discharge = 4.6x5 = The scour equation in cases a and b above are -
23 cubicft/sec/ft So L’= 960/23 = 42 ft.
ymax= amp(a).yc or ymax=amp(b).yc, and
Ys= ya [2.27 K1 K2 {L’/ya^0.43} Fr^ 0.61}+1]= [2.27(0.82)
(0.97){42/3.5^0.43} 0.34^0.61 +1]3.5= 13ft.(3.9m) Ys=ymax-yo
Where, ymax=Maximum flow depth in ft. yc=flow depth
7. HIRE EQUATION
including live bed clear water contraction scour in ft. ys=
When the ratio of projected abutment length (L) to flow abutment scour depth in ft. yo= flow depth prior to scour
depth (y1) is greater than 25 HIRE equation is applicable in ft. amp (a)= amplification factor in live bed case in ft.
and scour depth ys is derived from= amp (b)= amplification factor in clear water case in ft.
Ys/y1= 4 Fr ^0.33 K1 K2/0.55 where, Live Bed Case Clear Water Case
Ratio of spill wing q2/q1 spill wing
Ys= Scour depth in ft. q2/q1 through wall case through wall
y1= depth of flow at abutment in the main channel in ft. case case case
1.0 1.2 1.2 1.0 1 1.1
Fr= Froude’s number based on depth and velocity just
1.3 1.7 1.75 1.3 2. 2.4
upstream of the abutment.
1.5 1.4 1.6 1.5 2.2 2.5
K1,K2 as for Froehich’s equation 2.0 1.15 1.25 2.0 2 2
Example 1. Left Embankment 3.0 1.1 1.1 3.0 1.5 1.5

INDIAN HIGHWAYS MARCH 2019 33

 TECHNICAL PAPER
For higher ratio value shall be 1 in both the cases other components of the bridge. They are also designed
5.0 0.5 0.5
Intermediate value may be interpolated.
Yc= y1 ( q2/q1)^6/7 where y1 = upstream flow depth in
ft.,
q2= unit discharge in constricted portion in sq.ft./s, q1=
upstream unit discharge sq.ft./s
Example 1: Live-bed Scour-Abutment is wing wall type
and are set near the channel such that L/B1=0.85
Unit discharge u/s = 57 cu.ft/s Bridge unit discharge =
78.6 cu.ft/s
y1=10.0ft. q2c/qt = 78.6/57 = 1.4
yc= y1x {(q2c/qt)^6/7} = 10x{(78.6/57)^6/7}= 10x
(1.4)^6/7 = 13.3 From Table Amplification factor=1.7
ymax=1.7x13.3= 22.6 ft. ys= ymax-yo = 22.6-10.0 = 12.6
ft.
The clear water contraction scour also uses unit discharge
which can be estimated either by discharge per unit width
or by product of velocity and depth. Equation of is based
on grain size : yc= [q2f/{ Ku (D50^2/3)}]^(6/7) where,
yc= flow depth including clear water contraction scour in ft.
q2f= unit discharge in constricted opening because of non
uniform flow sq.ft./s
Ku= 11.17
D50= particle size ft.
Example 2.
Clear Water Scour – Spill through Abutment is set back
from the channel such that
L/Bt=0.6
U/S flood plain unit discharge = 5.7 sq.ft/s
Abutment unit discharge = 10.1 sq.ft/s
Abutment flow depth before scour yo= 3.5 ft.with
D50=.001 ft.
To compute abutment scour, 10.1/5.7 = 1.8 yc= [10.1 /
{11.17x (.001 ^.33)} ] ^(6/7) = 6.6 ft.
From Table Amplification factor= 2.1 ymax = 2.1x6.6 =
13.9 ft. ys = 13.9 – 3.5 = 10.4 ft.
There are other interpretations but not mentioned here as
not desired in limited scope and limited salient factors.
8. Conclusion and Acknowledgement
The design and construction of foundations of bridges are
linked to realistic assessment of scour depth, both general
and localised. The foundations are generally designed
to withstand the loads and moments transmitted by the
34 INDIAN HIGHWAYS MARCH 2019
to have a minimum grip length below the deepest
scour level, which is usually calculated based on various
parameters. Whereas any under estimation of scour will
result in bridge collapse, overestimation of scour leads to
escalation of cost. The best way of assessing the depth of
scour in a river is to observe the same during the passage
of highest flood. Real time scour has been measured at
bridge sites by USGS by deploying instruments like
fathometer/ADCP and other electronic devices. The
observed scour has been verified with predicted scour for
proving mathematical model e.g. HEC-18. Unfortunately,
with very little field data available, regarding bridge
scour together with corresponding flow and geometric
parameters governing scour, available in India, it has not
been possible to prove the various mathematical models
used for estimation of scour. Design engineer, therefore,
generally relies on the use of empirical formulae for
calculation of scour depth. While the various available
formulae used to estimate scour in sandy/silty strata need
to be verified /proved by observed scour, it is generally
felt that such formulae always over estimate scour in the
case of bouldery and gravelly strata. Formulae given in
IRC:5-2015 and also in IRC:78 are valid for d50<2 mm
and in case of d50>2mm it is not validated. So in case of
values d50>2 and r>1.3 mathematical models mentioned
above should be adopted.
Estimation of local scour in the vicinity of piers and
abutments poses a challenging problem to hydraulic
engineers. Obstruction of the flowing stream by a bridge
pier and abutment causes three-dimensional separation
of flow forming a vortex flow field. To be more explicit,
the flow separates at the upstream face of the pier/
abutment as it travels by the side of the pier/abutment,
creating a vortex trail (termed as horseshoe vortex) that
moves downstream. As a result of such vortices, local
scour takes place around the pier and abutment due to
removal of bed sediments. Local scour, however, is only
one component of the total scour comprising of general
scour, constriction scour and local scour.
An attempt has been made above to use the US systems
and approach its applicability in different type of soil
or varied profile of soil with d50<2mm or d50>2 and
respective r< or >1.3. Some examples and data/figures
of papers published in IRC Journal and Indian Highways
and US publications have been added or reproduced to
substantiate the authenticity of US system.
Author wishes to thank Mr. P L Bongirwar, Mr. N.K.Sinha
and Prof.Mazumdar in procurement of data available in
US and India and published examples in preparation of
paper.
 TECHNICAL PAPER

ANNEXURE A
Coarse grained components Boulder i. Rounded to angular, bulky, hard, rock particle,
ii Average diameter more than 300 mm
Cobble i. as above
ii. Average diameter smaller than 300 mm but retained on 80 mm IS
Sieve
Gravel i. as above
ii. Passing 80 mm IS Sieve but retained on 4.75 mm Coarse: - 80
mm to 20 mm IS Sieve Fine : - 20 mm to 4.75 mm IS Sieve
Sand i. as above
ii. Passing 4.75 mm but retained on 75 micron IS Sieve Coarse: -
4.75 mm to 2.00 mm IS Sieve Medium: - 2.00 mm to 425 micron
IS Sieve
Fine : - 425 micron to 75 micron IS Sieve
Fine grained components Silt Particles smaller than 75 micron IS Sieve identified by behaviour,
slightly plastic or non plastic regardless of moisture and exhibits
little or no strength when air dried.
Clay Particles smaller than 75 micron IS Sieve identified by behaviour,
can be made to exhibit plastic properties within a certain range of
moisture and exhibits considerable strength when air dried.
Organic matter Organic matter in various sizes and stages of decomposition.

IRC Technical Committees Meeting Schedule for March, 2019

Date Day Time Name of the Committee
11.00 AM Flexible Pavement, Airfield & Runways Committee (H-2)
11.00 AM Expert Group Meeting for Bridge Code of India
02-03-19 Sat
02.30 PM Expert Group Meeting for Road Code of India
02.30 PM Foundation, Sub-Structure, Protective Works and Masonry Structures Committee (B-3)
08-03-19 Fri 04.00 PM Sub-Group Road Maintenance and Asset Management Committee (H-6)
09-03-19 Sat 11.00 AM Embankment, Ground Improvement and Drainage Committee (H-4)
11.00 AM Hill Roads & Tunnels Committee (H-10)
11.00 AM Steel and Composite Structures Committee (B-5) at KOLKATA
15-03-19 Fri
02.00 PM Subgroup of Specialized Bridge Structures including Sea links Committee (B-9)
11.00 AM Concrete (Plain, Reinforced and Pre-Stressed) Structures Committee (B-4)
16-03-19 Sat
01.00 PM General Design Features (Bridges and Grade Separated Structures) Committee (B-1)
23-03-19 Sat 11.00 AM Bearings, Joints and Appurtenances Committee (B-6)
29-03-19 Fri 02.30 PM Road Maintenance and Asset Management Committee (H-6)
30-03-19 Sat 11.00 AM Loads and Stresses Committee (B-2)

INDIAN HIGHWAYS MARCH 2019 35

 TECHNICAL PAPER

Analysis of Dynamic Pile Load Test Results and

Further Its’ Uses

Dr. Swapan Kr. Bagui1 SK Puri2 BC Dinesh3 Atasi Das4

Abstract
Static pile load test is costly and time consuming test. Therefore, dynamic pile load test can be considered as alternative test.
Limitation of dynamic pile load test is that it cannot identify the actual capacity of the pile and use only for design capacity
verification during construction stage not Detailed Design Stage. Therefore, benefit from pile load test is not obtained
like reduction of pile length/number of piles in group. Extrapolation method presented in this paper and compared with
capacity obtained geotechnical report. Hyperbolic graph has been used for pile capacity. This paper presents preparation
of hyperbolic curve for load settlement and its uses for capacity evaluation and separation of skin friction and end bearing.
Projected capacity is also compared with one static pile load test near Pier P2 and found satisfactory co-relation. It is found
that It is found that capacity of piles are increased by about 37 % and factor of safety used capacity analysis can be reduced
by in the range of 20-30 %.

1. Introduction verify the design capacity adopted during construction

High strain dynamic test or dynamic pile testing is
conducted using two to four sets of sensors known as
accelerometer and transducer attached to the pile. The
basis for this testing is wave mechanics. The test requires
sensors, pile driving analyzer and the pile driving system.
On every impact of the driving system/ram, the sensors
capture the impact force and velocity. The captured signals
of strain and acceleration were conditioned and possessed
by the pile driving analyzer to produce plots of force and
velocity versus time. The ability to accurately predict static
capacity for dynamic pile testing has resulted in many
studies and has been the focus of dynamic pile tests on
many project sites. Standard practice requires performing
signal matching on the data to more accurately determine
capacity from the dynamic tests. CAPWAP (Case Pile
Wave Analysis Program) analysis is the most used
program to evaluation capacity from high strain dynamic
testing data. Previous studies have demonstrated generally
good correlation of CAPWAP signal matching results on
dynamically re-striked tests with that of static load tests.
Since, the usage of high strain dynamic test is rapid and
almost conducted in every site. This test is carried out to
time on working pile. This result does not interpret the
actual capacity of the pile. It is established dynamic load
can be converted into static load but limitation of the result
is that desired deflection is not achieved due to impact
load is only 1 to 2 % of load capacity. Therefore a method
is needed to extrapolate dynamic load to calculate actual
capacity and compare design capacity obtained based on
geotechnical investigation report.
A detail guideline for PDA Test is available in Appendix 7
of IRC:78-2014.The values of quake and damping factor
mentioned in Table 1. Similar value is adopted for analysis.
Testing load detail and weight of hammer is mentioned for
analysis and 1.5 % of testing load is adopted for the case
study.
Based on this objective literature review on past studies
are carried out. Literature review is presented here in.
2. Literature Review on the Use of
Dynamic Test Results
Dynamic tests are relatively inexpensive, because only
minor delay to the project, can be performed on any
accessible pile, and are now routinely used for both driven

1
Chief General Manager, E-mail: swapan.baguiictonline.com
2
Persident, E-mail: sk_puri2000@yahoo.co.in Intercontinental Consultants & Technocrats Pvt. Ltd., New Delhi
3
Senior Bridge Engineer,
4
GM GR Infra Projects Ltd. Gurugram, E-mail: atasi.d@gronfra.com

36 INDIAN HIGHWAYS MARCH 2019

 TECHNICAL PAPER
and drilled piles. An impact weight of only 1.5% of the
desired static resistance provides a low-cost alternative
when testing high-capacity piles. Multiple restrikes
allow the engineer to investigate changes in driven pile
resistance with time and improve the foundation design.
A refined wave equation analysis using the dynamic test
results provides reliable installation criteria. This paper
discusses the advantages of dynamic testing, with specific
examples to illustrate its value to verify static resistance, to
investigate time effects on resistance, to refine installation
criteria, and to address quality control issues (Bullock
2012).
Three bored piles were built and tested at the National
Geotechnical Experimentation Sites, at Texas A&M
University, to gather data on the reliability of large-strain
dynamic methods to predict the static capacity of bored
piles. The three piles had a nominal diameter of 0.915 m, a
nominal length of 10 m, and some planned and unplanned
defects. The piles were first subjected to a static load test
and then four companies were asked to perform dynamic
tests-namely, Statnamic and drop weight tests-and predict
the static load test results. The paper shows the comparison
between predicted and measured results (Briaud et. al.
2000).
Beim and Rosa (2004). A 457 mm diameter auger-cast pile
was drilled to a depth of 19.8 m on a site in Owensboro,
Kentucky. The pile was tested dynamically to evaluate
the static load capacity with further analysis by signal
matching software, CAPWAP. The test was carried out
using a 3 tons ram. Four
30 days later, the pile was tested statically using four
reaction piles. The test results from the static load test
compares well with the computed static load deflection
determined from CAPWAP analysis.
Likins and Rausche (1980) concluded that statistical
evaluation of previous studies and the current compilation
of results showed the CAPWAP analysis of dynamic pile
testing data for re-strikes to be very reliable in determination
of ultimate capacity. Comparison of CAPWAP results
with static load tests on the same piles shows excellent
agreement.
3. Summary of Literature Review
• Dynamic and static load tests were carried out on
same piles and test results are compared and found
good correlation.
• Static load tests were carried out first and dynamic
tests were carried out later. Test results are
compared.
From literature review, it is cleared that excellent
correlations are found between dynamic and static load
test analysis. Therefore, dynamic load test result can be
used to determine actual design capacity of the pile.
4. Limitations of PDA Test
• The input into the analytical methods may or may
not result in the dynamic evaluation matching static
load test data. It is necessary to cclibrate the result
of the dynamic analysis with those of a static pile
load test carried out according to I S 2911.
• Based on above, it can be said that it is difficult to
predict rock socket friction and actual end bearing
for rock socketed piles that do not show substantial
net displacement under the impacts.
• Unlike static testing, evaluation of dynamic
pile results requires an experienced engineer in
interpretation of results.
Based on the limitations, a case study is adopted to find out
correlation between static and dynamic load test results.
5. Objective and Scope
The objective of conducting this study is to compare the
results obtained in high strain dynamic tests and CAPWAP
analysis in terms of:
i. The load transfer mechanism through pile;
ii. The load and the corresponding settlement of the
pile; and
iii. The verification of design capacity of the pile and
determination of actual capacity by extrapolating
test result.
iv. Comparison actual capacity and design capacity
based on geotechnical investigation
v. Comparison economic aspect by changing length
of pile
vi. Updating pile design
A case study (Construction of main bridge and viaducts
on the southern part of Bangladesh at Lebukhali) has been
considered. PDA test tests and initial pile load test were
conducted and test results are used for analysis.
6. Proposed Methodology
The proposed methodology has been divided into three
stages:
First stage: This included identification of sites that used
bored pile as foundation for the structure. The data required
was from instrumented bored piles that were dynamically
load tested.
Second stage: Second stage study was to analysis the data
that was obtained sites. The pile load – settlement was
data obtained from the high strain dynamic load test. The
INDIAN HIGHWAYS MARCH 2019 37
 TECHNICAL PAPER

results obtained were further analyzed.
Third Stage: Load settlement graphs are collected.
Numerical values i.e., Load Vs. Settlement are collected.
Using these data, hyperbolic graph is prepared in Excel
sheet and presented in Table 1. Best fit non-linear
regression curves are plotted. Using regression equation,
the curve, the is extrapolated for settlement 18 mm / 2 %
diameter of the pile. The diameter of each pile 1.5 m. Load
at 18 mm settlement is taken as working load with a factor
of safety 1.5. Design load is calculated by dividing factor
of safety 1.5.
Numerical values of load and settlement are taken.
Hyperbolic curve is fitted using these data and regression
equation is developed and shown in Fig.1. Using this
Table 1 Proposed Methodology for Hyperbolic Curve
A B C D
regression equation, the curve is extrapolated for settlement
of 18 mm/ more. Indian Standard (IS 2911: Part 3-2010)
is adopted for pile capacity. Diameter of each pile is 1.5
m and allowable settlement of 18 mm produces lower
capacity than
that of 2%D, i.e., 30 mm settlement. Extrapolated graph
is shown in Fig.2. Summarized test result is shown in
Table 2. Total capacity has been divided into two parts
i.e., friction and end bearing as
methodology mentioned in IS 2911:Part 3-2010. First
a tangent has been drawn from the end of extrapolated
curves and a line is drawn passing through origin and
parallel to the tangent line. Portion in 18 mm settlement
on end bearing zone is adopted as end bearing capacity
and other one is skin friction.
E F G H I J

1/(Intercept,E2), F1

($F$8+Ax)Factor
1/Pile Movement
Gross Load (kN)

Pile Movement

Y'=$G$8*Ax/
Y=$G$8*Ax/
1/Gross Load

Intercept,E2

($F$8+Ax)
F2=F1*E1
Slope,E1
(mm)

0 0 0 0         0.000  
1000 0.3 0.00100 3.333         0.255 0.326
2000 1 0.00050 1.000 =Slope(D3:D9,       0.571 0.732
C3:C9)
3000 1.9 0.00033 0.526   =Intercept(D3:D9,     0.975 1.250
C3:C9)
5800 4 0.00017 0.250         3.080 3.948
7000 6 0.00014 0.167 3396.38 -0.33 -3.01 -10220.91 5.101 6.540
7900 8 0.00013 0.125         7.990 10.243
              Factor= B8/J8= 0.781

Fig. 1: Original Hyperbolic Graph Using Data Cell B and Cell Fig. 2: Extrapolated Hyperbolic Graph Using Regression
I of Table A1 Equation as Shown in Fig.1.

38 INDIAN HIGHWAYS MARCH 2019

 Table 2 Comparison of Summarized Test Results of Dynamic Pile Load Test and Capacity Based on Geotechnical Report.

Sl 1 2 3 4 5 6 7 8 9 10 11
A1 Pier P1- Pier P2- Pier 3-P8 Pier 4-P9 Pier 5-P3 Pier 6-P5 Pier 7-P7 Pier 8-P4 Pier 9-P8 A2
Pier No P2 P5
Skin Friction (kN) 3675.3 4439.4 5583.1 7085.8 7622.1 7969.5 7165.6 5239 6942.7 7224 6837.2
End Bearing (kN) 4180.5 3480.6 2656.9 3387 1828.2 2396.6 3205.2 4415.3 2034.3 2632.2 3444.6
Total Load (kN) 7855.8 7920 8240 10472.8 9450.3 10366.1 10370.8 9654.3 8977 9856.2 10281.8
Maximum Settlement 10.4 8.4 8.9 9.41 10.4 11.1 9.99 13 8.3 10.5 9.7
(mm)
Settlement at Design 4.02 2.65 2.237 1.93 3 2.02 2.68 2.26 3.1 2.55 2.57
Load (mm)
BTA 1 1 1 .86-.87 .43-.57 0.88 0.9 .89-.92 0.78 0.8 0.78
Maximum 9.1 7.2 9.2 6.9 12.6 10.7 8.6 8.9 12 12 13.1
Compression (Mpa)
Summary of the dynamic test results are presented in Table 2.

Maximum Tension 2.1 2.1 3.04 1.68 2.08 2.97 1.54 2.8 2.04 3.1 3.19
(Mpa)
- - - 5-10 2-13 8-10,46- 6-'11 2-8,15-18 5-7 5-7 5-7
TECHNICAL PAPER

Pile Defect Location 49

- - - Bulging Bulging Bulging Bulging Necking, Bulging Bulging Bulging
and Bulging
Type of Defect necking
Daming Factor at Toe 0.288 0.251 0.388 0.272 0.396 0.21 0.323 0.097 0.738 0.256 0.312

INDIAN HIGHWAYS
Bottom
0.367 0.326 0.304 0.611 1.33 0.655 0.716 0.208 0.188 0.721 0.681
Daming Factor Skin

MARCH 2019
39
 TECHNICAL PAPER

A comparison of design capacity based on geotechnical

Pier 8-P7 6660 7867 1.18
investigation and dynamic load test is prepared and
presented in Table 3. Pier 9-P4 6936 11333 1.63

Table 3 Comparison of Design Capacity Pier 10-P8 6237 8467 1.36

A2 7454 10233 1.37
Pier No Design Design Dynamic
Capacity Capacity from Load/ Theoretical capacity has been determined based
from Dynamic Geotechnical geotechnical report and projected design capacity has
Geotechnical Load Test Report been computed by projecting extrapolating static capacity
Report (kN) (kN) obtained from dynamic test results. Ratio of these
A1 6979 7867 1.13 two capacities varies from 1.03 to 1.69 with average
value 1.37 (Standard deviation 0.23 and Coefficient
Pier P2-P2 6614 6800 1.03
of variation(COV), 0.17).The data are statically good
Pier P3-P5 6691 9067 1.36 significant since COV is lesser than 0.25.It is found that
Pier 4-P8 11514 13333 1.16 capacity of piles are increased by about 37 % which is
closed to 30 % which are reported by different researchers.
Pier 5-P9 5930 10000 1.69 This dynamic test result overestimate capacity of pile.
Pier 6-P3 6334 10667 1.68 Theoretical skin friction and end bearing capacity are
compared with the values obtained from dynamic test
Pier 7-P5 7815 11333 1.45 and presented in Table 4.
Table 4 Comparison of Skin Friction and End Bearing Components

Pier No Based on Geotechnical Report Based on Dynamic Load Test Skin End
Friction Bearing
Skin Friction End Bearing Skin Friction End Bearing Ratio Ratio
(kN) (kN) (kN) (kN)
Pier A1 12446 2646 5000 6800 1.83 0.53
Pier P2-P2 11446 3116 1000 9200 1.24 3.12
Pier P3-P5 10486 5067 7000 6600 1.59 0.72
Pier 4-P8 16111 12103 10000 10000 1.61 1.21
Pier 5-P9 9212 4635 7000 8000 1.15 0.66
Pier 6-P3 10888 3116 8400 7600 1.43 0.37
Pier 7-P5 14739 1558 6700 10300 1.43 0.23
Pier 8-P7 10290 5302 4800 7000 1.47 1.10
Pier 9-P4 12809 1862 12000 5000 2.56 0.16
Pier 10-P8 11231 2176 1000 11700 0.96 2.18
A2 12074 4959 5500 9850 1.23 0.90
Average 1.50 1.02
Minimum 0.96 0.16
Maximum 2.56 3.12
Standard Deviation 0.43 0.90
COV 0.28 0.88

40 INDIAN HIGHWAYS MARCH 2019

 TECHNICAL PAPER
It should be noted that the load considered in this
comparison was based on estimation made based on the
ultimate capacity of a pile obtained from geotechnical
report and capacity obtained from dynamic load test.
This ultimate capacity is contributed by the shaft and
end bearing. However, it is possible to subtract the
contribution of shaft friction or end bearing from the total
capacity obtained from dynamic pile load test using the
guideline mentioned in IS :2911: Part 3:2010. Comparing
of end bearing and skin friction has been carried out. From
Table 4, it is noticed that average theoretical skin friction
is 1.5 times more than that of skin friction obtained from
dynamic pile load testing. This may be due consideration
of factor of safety 2 in Theoretical calculations and 1.5 for
dynamic load calculation. If friction ratio is divided by
2/1.5=1.333, then factor is only 1.13. Although average
variation of end bearing is closed to 1.02 but coefficient
of variation is too high. It indicates that reliability of
achieving end bearing is uncertain and factor safety to be
more than that of skin friction.
Static pile load test was carried out near Pier 2 and capacity
is found 6650 kN and capacity obtained from dynamic
load test is found to be 6800 kN.
7. Conclusions
Based on the present study, following conclusions can be
drawn:
• Static pile load test is costly and time consuming
test. Therefore, dynamic pile load test can be
considered as alternative test. Limitation of
dynamic pile load test is that it cannot identify the
actual capacity of the pile. It is used only verify the
design capacity during construction stage. Benefit
of testing dynamic is not fully achieved by reducing
number of pile or length of pile. Therefore, it is
suggested to conduct pile load test during design
stage and test pile diameter can be reduced to half
of the actual proposed pile which is recommended
in AASHTO LRFD 2012
• Extrapolation method presented in this paper may
be used for pile capacity.
• Hyperbolic graph may be used for pile capacity.
The proposed method for preparation of hyperbolic
curve using Excel may be used.
• Separation of skin friction and end bearing as
shown in Fig.2 can be used as recommended in IS
2911 Part 3.
• Design capacity based on dynamic pile load test
is more than 37 % of design capacity obtained
based on geotechnical report. Factor of safety
may be reduced for design capacity based on the
geotechnical report.
• Static Pile load test result near Pier P2 is compared
with dynamic results at Pier P2 and good correlation
is noticed.
REFERENCES
i. Garland Likins, Frank Rausche (2004). Correlation of
CAPWAP with Static Load Test. Proceedings of The
Seventh International Conference on the Application
of Stresswave Theory to Piles 2004, The Institute of
Engineers Malaysia.
ii. Jorge William Beim, Reynaldo Luiz De Rosa (2004).
Comparison of Static and Dynamic Load Tests Results.
Proceedings of The Seventh International Conference
on the Application of Stresswave Theory to Piles, The
Institute of Engineers Malaysia.
iii. Limin Zhang, and Wilson H. Tang (2002). “Use of
Load Tests for Reducing Pile Length”. International
Deep Foundations Congress 2002.
iv. Jinsong Huang, Richard Kelly, Dianqinq Li ,
Chuangbing Zhou and Scott Sloan (2016). “Updating
Single Pile Capacity by Load Tests”. Computers and
Geotechnics 73 (2016) 221–230.
v. Paul J. Bullock (2012). “Advantages of Dynamic Pile
Testing”. International Conference, GeoCongress
2012, https://doi.org/10.1061/9780784412084.0048.
vi. Jean-Louis Briaud; Marc Ballouz; and George
Nasr,Static(2000). “Capacity Prediction by
DynamicMethods for Three Bored Piles”. Journal of
Geotechnical and Geoenvironmental Engineering,
Vol. 126, Issue 7 (July 2000),https://doi.org/10.1061/
(ASCE)1090-0241(2000)126:7(640).
INDIAN HIGHWAYS MARCH 2019 41
 MoRT&H CIRCULAR

42 INDIAN HIGHWAYS MARCH 2019

 TENDER NOTICE

PUNJAB ROADS AND BRIDGES DEVELOPMENT BOARD

RE-INVITATION FOR SUBMITTING ON-LINE PROPOSALS

CONSULTING SERVICES FOR MONITORING OF OUTPUT AND PERFORMANCE BASED

ROAD CONTRACT IN SANGRUR–MANSA–BATHINDA AREA OF PUNJAB

RFP NO. PRBDB/2/2018

Government of Punjab/ Punjab Roads and Bridges Development Board (PRBDB) is implementing an Output and
Performance based Road contract in Sangrur – Mansa – Bathinda area of Punjab. The OPRC Contract is upto 4th
Dec. 2022. For effective Monitoring of the contract, PRBDB plans to engage a Consultancy firm to carry out the
monitoring services as per the detailed Terms of Reference of this RFP. Eligible consulting firms are requested
to submit their proposals for the consultancy services on-line on www.eproc.punjab.gov.in as per the following
schedule:-

Availability of RFP document Last date & time for Date & time of opening of
submission of proposals Technical proposals
From To

21th February, 2019 4th April, 2019 4th April, 2019 4th April, 2019
(1500Hrs, IST)
(0900Hrs, IST) (1500Hrs, IST) (1530Hrs, IST)

The Detailed Notice and RFP document including forms can also be downloaded from www.eproc.punjab.gov.in &
http://prbdb.gov.in. The addendum/corrigendum, if any, shall be published only on the websites.

(Mukesh Kumar Goel)

Joint Secretary, PRBDB
Punjab Roads and Bridges Development Board
SCF 61-62, Phase -2, Sector 54, Mohali-160054
Tel: 91- 172-5134620, Fax: 91-172 5134640

INDIAN HIGHWAYS MARCH 2019 43

 TENDER NOTICE

44 INDIAN HIGHWAYS MARCH 2019

 GUIDELINES FOR ACCREDITATION OF NEW MATERIALS AND TECHNIQUES

Highway Research Board of Indian Roads Congress operates Accreditation of New Materials and Techniques to
manufacturers/promoters covering planning, design, construction and maintenance of Highways and Bridges. The
‘Committee for Accreditation of New Materials and Techniques’ is composed of road and bridge Experts from Central
Road Research Institute (CRRI); Ministry of Road Transport & Highways (MORTH); National Highways Authority
of India (NHAI); National Rural Road Development Agency (NRRDA), Central Public Works Department (CPWD),
Border Roads Organization (BRO), Military Engineering Services (MES), State PWDs; Highways Research Station
(HRS), Chennai; Gujarat Engineering Research Institute (GERI), Vadodara, IIT Delhi, IIT Roorkee, National Highways
Builders Association (NHBF) and Consulting Engineering Association of India (CEAI).

The Committee accords accreditation to new materials or techniques after review of technical details, test details and
other information furnished about the product or technique.

The applicant has to pay an advance processing fee of ` 2,00,000/- (including GST) for each product by Demand
Draft drawn in favour of Secretary General, IRC payable at New Delhi and has to submit the following reports (one set)
relating to the new material/technique:

a. Evaluation Report

b. Physical and Chemical Composition

c. Location and availability in India and abroad

d. Projects where used in India or abroad

e. Product Specifications in line with National/International Specifications

f. Laboratory Test Reports from Central Road Research Institute (CRRI) / Government approved laboratories/
Indian Institute of Technologies (IITs)*

g. Cost Comparison under Indian Conditions

The technical representative of the manufacturer/promoter is required to make a Presentation before the above said
Committee for about 20 minutes. 30 sets of documents at Para 3 above are required on the day of meeting for circulation
amongst the members of the Committee.

The Accreditation Certificate is granted to the applicant on trial basis for a period of three years, if the Committee is
satisfied about the cost performance effectiveness of the new material/technique.

The manufacturer/promoter has to furnish first detailed performance report of the accredited product from client/user
Department to IRC within one year from the date of issue of Accreditation Certificate. Subsequent performance reports
should be furnished every six months, failing which the accreditation may get cancelled.

For renewal of already accredited materials/techniques after three years, the manufacturer/promoter will have to apply
afresh to IRC alongwith all the performance reports available till that date. A processing fee of ` 2,00,000/- (including
GST) for each product by Demand Draft drawn in favour of Secretary General, IRC payable at New Delhi has to be
submitted alongwith the application for renewal of Accreditation Certificate.

The Renewal of Accreditation Certificate is granted for a period of two years and such renewals are allowed two
times only.

* In case test reports / testing facility in Indian condition is not available, reports from Govt. departments of developed country could
be considered by the Committee and accepted.

INDIAN HIGHWAYS MARCH 2019 45

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46 INDIAN HIGHWAYS MARCH 2019

 

 

 

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and Conditional Survey.

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

stations, viaducts, architect design of stations and technical services.

Traffic & Transportation and intelligent Transport System - including

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

Urban Infrastructure Development : Including preparation of Plans,

development of townships, infra corridors, water supply, sanitation and
power supply etc.

Water Resources including irrigation Flood Control, Ground water

exploration, Environmental and Social Aspects.
Our Prestigious Clients
BOT/Annuity : including project identification, Detailed Survey, Feasibility
Study, Detailed Engineering and Design, Economic and Financial viability
analysis

Corporate Address : 1101, 11th Floor, Tower A-II, Ansal Corporate Park, Sector 142, Noida - 201 301, Uttar Pradesh, INDIA
Tel : +91-120-6148000 / Fax : +91-120-6148090 www.sainfra.com Email : info@sainfra.com

Edited and Published by Shri S.S.Nahar, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K.Puram, Kama Koti Marg, New Delhi - 110 022.
Printed by Shri S.S.Nahar
Edited on behalf by
and Published of the
ShriIndian
S.K. Roads Congress
Nirmal, at M/s.
Secretary I G Printers
General, IndianPvtRoads
Ltd., 104, DSIDC Complex,
Congress, IRC HQ,Okhla Industrial
Sector-6, R.K.Area, Phase-I, New
Puram,
Delhi - 110 020. Kama Koti Marg, New Delhi - 110 022. Printed by Shri S.K. Nirmal on behalf of the Indian Roads Congress
at M/s. Aravali Printers & Publishers Pvt. Ltd. https://www.irc.nic.in