IH August 2015 PDF

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INDIAN HIGHWAYS AUGUST 2015
VOL: 43 Issue: 8 Total Pages 68 AUGUST 2015 Price ` 20
THE ISSUE IS DEDICATED TO THE 'TRUE SON OF BHARATMATA’
PM Modi's Mann ki Baat on 26.07.2015 touched road accidental

death of Vinay Jindal (20) BBA Student in Delhi on July 20, 2015
Edited and Published by Shri S.S. Nahar, Secretary General, Indian Roads Congress, Jamnagar House,
Shahjahan Road, New Delhi on behalf of the Indian Roads Congress. Printed by Shri S.S. Nahar on behalf of https://irc.gov.in
the Indian Roads Congress at India Offset Press, A-1, Mayapuri Industrial Area, New Delhi-110 064. 14000
The Indian Roads Congress Founded : December 1934
E-mail: secygen.irc@gov.in, publication.irc@gov.in
Volume 43 Number 8 August 2015

Contents ISSN 0376-7256
4-5 From the Editor’s Desk - An Attempt to Pay Tribute to An Intellectual of Rarest Caliber Endeavoured to Make India
A Global Power by 2020, Bharat Ratna Dr Apj Abdul Kalam, The People’s President
6-15 Highpoints of 206th Council Meeting of IRC
16-21 Jawahar Lal Nehuru Award
22 New Arrivals - New/Revised Publications of IRC
Page Technical Papers

23 Class-F Pond Ash A Potential Highway Construction Material - A Review
Manju Suthar Praveen Aggarwal

33 Present Scenario, Cost Effectiveness and Benefits of PPP Projects in the State of Maharashtra (India)
M.N. Dekate Dr. S.P. Pajgade
40 Analysis of Flexible Pavements for Viscoelastic Response
Girish Kumar Deepthi Mary Dilip G.L. Sivakumar Babu
50-55 MoRT&H Circulars
Jamnagar House, Shahjahan Road, Kama Koti Marg, Sector 6, R.K. Puram
New Delhi - 110 011 New Delhi - 110 022
Tel : Secretary General: +91 (11) 2338 4543 Tel : Secretary General : +91 (11) 2618 5303
Sectt. : (11) 2338 7140, 2338 7759 Sectt. : (11) 2618 5273, 2617 1548, 2618 5315,
Fax : +91 (11) 2338 1649 Fax : +91 (11) 2618 3669
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
Edited and Published by Shri S.S. Nahar on behalf of the Indian Roads Congress (IRC), New Delhi. The responsibility of the contents
and the opinions expressed in Indian Highways is exclusively of the author/s concerned. IRC and the Editor disclaim responsibility and
liability for any statement or opinion, originality of contents and of any copyright violations by the authors. The opinions expressed in
the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
From the Editor’s Desk
An Attempt to pay Tribute to an Intellectual of

Rarest Caliber endeavoured to make India
a Global Power by 2020, Bharat Ratna
Dr APJ Abdul Kalam, The People’s President
Dear Readers,
● Journey : 15.10.1931 (Rameswaram, Tamil Nadu) – 27.07.2015 (IIM,
Shillong, Meghalaya) named Avul Pakir Jainulabdeen Abdul
Kalam
● Edification : Aeronautical Engineer
● Academics/Vocation/ : Led ISRO’s indigenous Satellite Launch Vehicle Prog.
Eminent Scientist (SLV–III) which successfully injected the Rohini Satellite in the
near earth orbit in July, 1980 and made India an exclusive
member of Space Club.
As Chief Executive of IGMDP (Integrated Guided Missile
Development Programme) at DRDO responsible for developing
AGNI and PRITHVI Missiles indigenously.
● Scientific Advisor/ : Led mission Pokhran-II nuclear tests which made India
Principal Scientific a nuclear weapon State.
Advisor to Govt.
(1992-1999/2001)
● Vision/Dream : Piloted “India 2020 : A Vision for the New Millennium” a
road map for transforming India into a developed nation by
doubling the growth rate of GDP in integrated action on 5 core
areas namely, agriculture; infrastructure (solar power, the key);
education & health; IT and Strategic Technologies (nuclear/
space/defence) on construed strength of India’s core
competence, natural resources and talented manpower
(youth – missioned to igniting young minds by teaching and
meeting, did till last breath).
● Faculty : Having unique honour of receiving honorary doctorates
from 30 universities and institutions
● Literary Pursuit : Household names ‘India 2020 : A Vision for the New
Millennium’; ‘Wings of Fire’; ‘My Journey’ and ‘Ignited Minds
– Unleashing the Power within India’
4 INDIAN HIGHWAYS, August 2015

EDITORIAL
● Statesman : Dedication for Welfare of Motherland and its people, his
warmth humility, special love for children and youth made him
people’s President, common man image, ever inspiring to
people from all walk of life
● Last Wish : On his heavenly abode, no holiday rather to start working hard
● True Homage from IRC : In fulfillment of dream of the icon of nationalism read with the
Fraternity to the Role observations of Hon’ble Prime Minister Shri Narendra Modi
Model of Patriotism in his “Mann ki Baat” Radio programme relayed on 26.07.2015
(Sunday) on ‘Road Safety Scenario’ whereas Hon’ble PM
referring to remorseful situation of a scooter accident in Delhi
which was left unattended for over 10 minutes, expressed
serious concern over one fatality every four minutes and stated
that Govt in order to provide prompt medical care during
‘golden hours’ (first 50 hours) and save the precious lives, a
cashless treatment project with ambulance facility and a toll
free number 1033 round the clock has already been started on
‘GQ sections’ besides endeavoring for new ‘Road Transport
and Safety Bill’ coincidentally declaration of UN and GOI that
the decade (2011-2020) to be observed as ‘Action for Road
Safety’ and ‘innovations for inclusive growth’, respectively,
let us having right spirit pledge in endeavoring to ‘build road
safety capacity’ at par with developed countries like Japan and
China in turn to save avoidable and unaffordable
socio-economic loss due to road accidents causing huge loss of
GDP (reported @ 4%, actually estimated to be nearly double),
a dubious distinction.
Place : New Delhi Sajjan Singh Nahar

Dated : 28th July, 2015 Secretary General
E-mail: secygen.irc@gov.in
INDIAN HIGHWAYS, August 2015 5

Highpoints of 206th Council Meeting of IRC
HighPoints of the 206th IRC Council Meeting Held at
Srinagar (J&K) on 25th - 26th June, 2015
The 206th IRC Council Meeting was organized for Road Transport & Highways and Shipping
at the Sher-I-Kashmir International Conference inaugurated the meeting by lighting the
Centre (SKICC), Srinagar (J&K) with the traditional lamp. There after, Saraswathi
cooperation of State Govt. of Jammu & Kashmir. Vandana was sung by the Kashmiri kids in
Shri Nitin Gadkari, Hon’ble Union Minister traditional colourful dresses.
A view of the Dais
Shri Nitin Gadkari, Hon’ble Union Minister for Road A view of Singing Saraswathi Vandana
Transport & Highways and Shipping Inaugurated the by the Kashmiri Kids in Traditional Colourful Dresses
Meeting by Lighting the Traditional Lamp Along with
Shri Syed Mohammad Altaf Bukhari, Hon'ble Minister
for Public Works, Floriculture, Gardens & Parks, J&K

Shri Sajjan Singh Nahar, Secretary General,

IRC, welcomed the Chief Guest, Hon’ble
Union Minister for Road Transport and
Highways & Shipping, Shri Nitin Gadkari;
Hon'ble Minister for Public Works, Floriculture,
Gardens & Parks, J&K, Shri Syed Mohammad
Altaf Bukhari; Hon'ble Minister of State
for Public Works (R&B) & Revenue, J&K,
Shri Sunil Kumar Sharma and Dignitaries on
Dais and Delegates. Shri Nahar, highlighting
the breakthrough in the perception of
highway fraternity briefed about the ensuing
deliberations on “Innovative/Alternative
Construction Materials & Construction of
Hill Roads”; “Road Safety under PPP, Role of
Corporates” and “Skill Development of Workmen
and Training of Technicians in Highway Sector”
besides release of Souvenir (Platinum Jubilee
Edition) 2015, a historical document and thirteen
new IRC Codes under the auspicious blessings
of Hon’ble Union Minister for Road Transport
Shri Sajjan Singh Nahar, Secretary General, IRC
and Highways & Shipping. Delivering the Welcome Address
Shri Nitin Gadkari, Hon’ble Union Minister engineers and machine operators. Shri Gadkari,
for Road Transport and Highways & Shipping, in view of the benefits of maintenance-free long
in his inaugural address praising the efforts of life encouraged the preference of cement concrete
IRC in setting standards for overall development roads over the bituminous roads. He assured that
in road sector revealed his dream to provide IRC would be given requisite financial support
the best road infrastructure worth Rs 5,00,000 in her endeavours in promoting the use of clean
crores in five years which will generate technologies in road construction.
employment and bring the prosperity of our
farmers. He emphasized upon the role of apt
technology, innovations and entrepreneurship
in development of infrastructure and urged
proactive and development oriented approach.
He advised to concentrate on R&D activities of
applied nature for maximizing the use of locally
available materials for economic, environment-
friendly, durable and speedy construction of
roads, bridges, flyovers and tunnels, conforming
to cutting-edge technologies. He further
advised that IRC should take initiatives towards
skill development and training of unskilled Address by Shri Nitin Gadkari, Hon’ble Union Minister
construction workers and training of technicians/ for Road Transport and Highways & Shipping

Shri Syed Mohammad Altaf Bukhari, Hon'ble

Minister for Public Works, Floriculture, Gardens
& Parks, J&K, welcoming the Hon’ble Union
Minister for Road Transport and Highways &
Shipping, Shri Nitin Gadkari and Delegates
stated that an effective communication network is
essential for rapid socio-economic development
and directly responsible for the promotion of
tourism in J&K. He emphasized upon the long
association of J&K with IRC and her endeavours
in improvisation and setting of new standards in
road construction in J&K State, comprised of Address by Shri Syed Mohammad Altaf Bukhari, Hon'ble
harsh terrain and difficult climate. He stated Minister for Public Works, Floriculture, Gardens &
that the Directorate of Quality and Center of Parks, J&K
Excellence, J&K for the value addition in the including 65 a record number only in last
field of Engineering Research will continue to five years, he stated. The President, IRC
bank upon the continued support and guidance recommended the apt policy initiatives of the
of IRC. Government to create the confidence in the road
industry as private sector is asking exorbitant
Dr. Mahesh Kumar, President, IRC in his
rates for use of innovative technologies/
introductory address highlighting the profile of
materials and introduction of a system of
IRC and the commitment to promote the use of
incentives/disincentives besides inclusion
standard specifications for development of roads,
of social and environmental safeguard cost
bridges, tunnels, airfields and road transportation
as integral part of road projects. Dr Mahesh
stated that over 500 committed engineers are
Kumar acknowledged the hard work of over 300
working voluntarily without any remuneration in
engineers whose endeavours could make it to
more than 25 Technical Committees to achieve
get release 13 valuable documents of IRC by the
set objective and as a result of their tireless
Hon’ble Union Minister for Road Transport and
endeavours, so far as IRC could succeed in
Highways & Shipping.
publishing 229 IRC Codes including 106 Special
Publications and 37 publications on behalf
of MoRT&H (33 nos.)/NHAI (2 nos.)/MoRD
(2 nos.) besides 23 State-of the-Art Reports of
Highway Research. Elaborating the initiatives
of IRC towards promoting low cost green
technology, Dr. Kumar cautioned the potential
threat to human existence due to GHG emission
causing global worming resulting in melting of
polar snow/submergence of low-laying islands
consequential human migration and
accumulation of debris/waste from construction
industry which is expected to reach 12 to 14
million MT per year. IRC in her endeavours
published 95 documents during last ten years Address by Dr Mahesh Kumar, President, IRC

A view of Audience during Inaugural Function

Shri Satya Narayan Das, DG (RD) & SS in his the safe movement of heavy machinery all over
address highlighting the apt policy initiatives the country, he asserted. Shri Das, inviting the
of MoRT&H stated that in view of the benefits attention towards maintenance of bridges, stated
of maintenance-free long life, the preference of that the appointment of consultants has been
cement concrete roads over the bituminous roads finalized for inventorization and condition
would be the default mode for construction of survey of bridges on NHs and IAHE, Noida
roads which would not only increase the use of (UP) has been mandated to utilize the data and
natural resources as raw materials but also help suggest action plan.
in reviving the underutilized cement industry.
Shri Das informed that in facilitating the
standardization of rates of cement all over the
country, MoRT&H has designed a Web Portal
to monitor the supply of cement and he was
pleased to share that lowest quotation per 50 kg
bag has been received @ Rs.100/- to Rs 120/- for
OPC33; Rs.150/- for OPC43; Rs.157/- for OPC
53 and Rs.140/- for Portland Pozzolana Cement
(PPC) which is nearly half of the market rates.
Shri Das informed the landmark initiative that
in resolving the environmental issues, provision
for transplantation of trees and maintenance
thereof has been included in the model contract
Address by Shri Satya Narayan Das, DG (RD) & SS, MoRT&H
document. The DG (RD) & SS further informed
the major initiative that a MOU has been signed Shri Rohit Kansal, Secretary & Commissioner,
with the Ministry of Railways for replacing level J&K PWD asserted that the IRC Council
crossings with Rail Over/Under Bridges (ROBs/ delegates are the brand ambassadors to bring
RUBs) and simplifying the approval thereof on back the tourists to J&K. He thanked MoRT&H
a dedicated Web Portal. This would facilitate for generous financial support and technical

assistance in their efforts to create quality and Shri Nitin Gadkari, Hon’ble Union Minister
safe road assets. He wished that the outcome for Road Transport & Highways and Shipping
of the deliberations would benefit the State released the State-of the-Art Souvenir (Platinum
in mitigation of the specific problem of harsh Jubilee Edition), 2015 and following 13 numbers
terrain and difficult climate. of IRC Publication:
Address by Shri Rohit Kansal, Secretary & Release of State-of the-Art Souvenir (Platinum Jubilee
Commissioner, J&K PWD Edition), 2015 by Shri Nitin Gadkari, Hon’ble Union
Minister for Road Transport & Highways and Shipping
S. No. Title of the Document

1. IRC:43-2015 “Recommended Practice for Plants, Tools and Equipment Required for
Construction and Maintenance of Concrete Roads” (First Revision)
2. IRC:75-2015 “Guidelines for the Design of High Embankments” (First Revision)
3 IRC:SP:72-2015 “Guidelines for the Design of Flexible Pavements for Low Volume Rural
Roads” (First Revision)
4 IRC:82-2015 “Code of Practice for Maintenance of Bituminous Surface of Roads” First
Revision
5. IRC:SP:12-2015 “Guidelines for Parking Facilities in Urban Areas” (First Revision)
6. IRC:SP:76-2015 “Tentative Guidelines for Conventional and Thin White Topping” (First
Revision)
7. IRC:58-2015 “Guidelines for the Design of Plain Jointed Rigid Pavements for Highways”
(Fourth Revision)
8. IRC:SP:107-2015 “Guidelines for Gap Graded Wearing Course with Rubberised Bitumen-
Rubber”
9. IRC:120-2015 “Recommended Practice for Recycling of Bituminous Pavements”
10. IRC:5-2015 “Standard Specifications and Code of Practice for Road Bridges, Section-I –
General Features of Design” (Eighth Revision)
11. IRC:SP:109-2015 “Guidelines for Design and Construction of Small Diameter Piles for
Road Bridges”
12. IRC:SP:73-2015 “Manual of Specifications & Standards for Two Laning of Highways”
(First Revision)
13. IRC:SP:108-2015 “Guidelines on Preparation and Implementation of Environment
Management Plan”

Shri Anil Kumar, Vice-President, IRC proposed

Vote-of-Thanks and Inaugural Session declared
closed with the singing of National Anthem
by the Kashmiri kids in traditional colourful
dresses.
A view of the Dais During Singing of National Anthem Vote-of-Thanks by Shri Anil Kumar, Vice-President, IRC
The IRC Council in its 206th Meeting held on

25.06.2015 discussed and approved the following
Guidelines for long awaited IRC Lifetime
Award recommended by 3 Member Committee
comprised of Shri Sajjan Singh Nahar, SG, IRC
(Convenor), Shri O.P. Goel, DG (Retd.), CPWD
& Shri R.S. Sharma, Former SG, IRC, with the
amendment of IRC life membership for at least
ten years instead of five years recommended by
the Committee as eligibility criteria: A view of the dais during 206th Council Meeting of IRC
Item Guidelines
Purpose of the Award To recognize life time contribution in highway engineering* made by
eminent persons associated with IRC
Eligibility A life member of IRC atleast 10 years
Criteria An eminent Indian citizen who has made outstanding contributions in the
field of highway engineering/engineering research/engineering education/
technology/engineering management related thereof which have been
regarded as landmarks of technological development and brought prestige
to the highway engineering profession.
Number of Awards Upto maximum two Awards. May be given accompanied by a citation, a
Plaque and Shawl etc. However IRC reserve the right not to recommend
an award in a year

Nominations There will be a Search Committee consisting minimum three members,

appointed by the Executive Committee to suggest names of proposed
Selection for the Award
professionals to be finally considered by the EC, whose decision shall be
final. The nominations shall also include names posthumously.
Value of the Award The award shall consist of a Citation, a Plaque and a Shawl etc.
Presentation of the The award shall be presented at the Annual Session. The awardees will
Awards be requested to deliver a public lecture on an appropriate subject of
their choice in any field of Highway Engineering/Engineering Research/
Engineering Education/Technology/Engineering Management thereof
about her/his outstanding achievements at the IRC Annual Session. The
text of the Award Lectures will be published in the Annals of IRC
* Includes road/bridge/tunnel and road transportation including related field of R&D, Academic,
consultancy, construction, environmental issue, LA and arbitration thereof etc in highway
engineering
The Council, appreciating the endeavours of by Shri Sajjan Singh Nahar, SG, IRC in order
the IRC Secretariat towards green initiatives, to enlarge the membership base in facilitation
approved the following new affordable structure of digital India, the flagship program of the
of membership fees “online” only recommended Government:
New Membership Fee
1 India & SAARC Countries
*E-Life Membership Rs.5000/-
**Non E-Life Membership Rs.10000/- (upto age of 45 years)
Rs.7500/- (above age of 45 years)
Foreign Countries
*E-Life Membership US $ 150
** Non E-Life Membership US $ 500
2 E-Student Membership Rs.500/- per annum
3 Individual Associate E-Membership
(All professionals other than eligible for Membership)
Rs.5000/- (for E-Life Membership)
Rs.15000/- (for non E-Life-membership)
4 Corporate E-Membership
Rs.21000/- (annual turnout upto Rs.5 cr )
Rs.51000/- (annual turnout upto Rs.5 cr and upto Rs10 cr)
Rs.100000/- (annual turnout above Rs.10 crupto 25 cr)
Rs.500000/- (annual turnout above Rs.25 crupto 100 cr)
Rs.1000000/- (annual turnout above Rs.100 cr)
5 Corporate E-Membership (Foreign Countries)
US $ 350
* For e-membership periodical materials and correspondence by e-mail only
** For non e-membership periodical materials and correspondence by post

The Council appreciated the offer from constructed in 2 to 3 years stated that apt policy
Shri Chandra Prakash Agrawal, Secretary, support including tax exemption on use of clean
PWD, MP to facilitate the Sale Counter of technology is inevitable to boost the confidence
IRC Publications at Bhopal. In response to in the road industry. Shri Sharan mentioned
the suggestion put forwarded by Shri Pratap the announcement by the Prime Minister for
Singh Raizada, Past Vice-President, IRC for development of 100 smart cities based on
review the old Guidelines for appointment green and brown technology which would
of Arbitrators, the Council approved the provide opportunity to the corporate sector
proposal of Shri Sajjan Singh Nahar, SG, IRC for construction of skywalk. Shri Pawan
for constitution of a three Member Committee Kumar Singh, Vice-President, IRC showing
comprised of Dr. Mahesh Kumar, President, concern for 80% people awaiting the benefit
IRC, Shri Satya Narayan Das, DG (RD) & SS of development appreciated the initiative of
and Shri Sajjan Singh Nahar, SG, IRC to examine M/s L&T under CSR which has adopted 5 to 7
the matter and suggest the way forward. villages near Panipat (Haryana) and constructed
The first Technical Session held on the toilets. DrIndresh Kumar Pateriya, Director
25.06.2015 (AN) on “Innovative/Alternative (Tech.), NRRDA/MoRD made a presentation
Construction Materials & Construction highlighting the initiatives taken by MoRD on
of Hill Roads” under the Chairmanship of use of new/clean technologies/locally available
Shri Satya Narayan Das, DG (RD) & SS. The materials in PMGSY, which was highly
Key Speaker Shri A.V. Sinha, DG (RD) &SS appreciated. Shri Sajjan Singh Nahar, SG,
(Retd.) highlighting the mandate of Kyoto IRC requested Dr. Pateriya to prepare the
Protocol (1998) advocated the indispensability concept Paper in response to his observations
of green technology in reduction of Carbon of overheating/burning of plastic/bitumen in
Footprint (GHG Emissions) and earning carbon the mixing process provided in the IRC:SP:98,
credit by adopting Clean Development for appropriate rectification. Shri Rajnandan
Mechanism (CDM) mandated for developing Kumar Singh, CE (Standards & Research),
countries. The earned carbon credit should MoRT&H informed about the constitution of an
be sold out to the developed countries to earn expert committee to review the best practices
money/incentives. Shri Sinha emphasized upon for construction of roads, bridges, tunnels, etc.
the apt government policy and institutional Shri Singh stated that the Committee is headed
mechanism to ensure the application of clean by Shri S.R. Tambe, former Secretary, PWD,
technologies. Shri Satander Kumar, Sr. Scientist Maharashtra to which he is appointed as
(Retd.), CRRI made the presentation Member-Secretary and requested to forward
highlighting the initiatives of IRC, emphasized comments, if any. Shri Naresh Sharma, E-in-C,
upon the choice of clean technology in design Himachal Pradesh PWD highlighting the
of concrete structures including limit state difficulties being faced in keeping road through
design and CRCP (Continuously Reinforced during heavy snowfalls, shared the experience
Concrete Pavement) in order to economize that since snow cutting is very costly, the use
the consumption of two most polluting of coastal sand and effective sub-surface
manufactured inputs in road/bridge construction drainage besides unilateral surface camber
i.e. Cement and Steel. Shri G. Sharan, DG in thickly built up area are the sustainable
(RD) & SS (Retd.) citing example of China measures. Shri M.S. Thakur, E-in-C (Design
where 15 to 20 cable stayed bridges are being & Quality Control), Himachal Pradesh PWD

informed that sodium chloride is one of the other at about twice the length of landslide slip
options to remove the snow and disapproved besides providing effective sub-surface
the use of bulldozers to avoid tracking formation. drainage suggested the similar treatment in
Shri Thakur citing the experience of mitigation mitigation landslide problems in Srinagar
of landslide problems in Chamba (H.P) where region under proper instrumentation and
water is being channelized in deep channels monitoring.
A view of the Dais during 1st Dr. I.K. Pateriya making Presentation during 1st
Technical Session Technical Session
The second Technical Session was held on empowerment of the weaker/marginalized

26.06.2015 (FN) on “Road Safety under PPP, section of society.
Role of Corporates” under the Chairmanship
of Dr. Mahesh Kumar, President, IRC. The
Key Speaker, Shri Sajjan Singh Nahar, SG, IRC
highlighting the Mandate of Corporates under
the Companies Act, 2013 stated that with a net
worth of Rs.500 crores or minimum turnover
of Rs.1000 crores or net profit of Rs.5 crore
in a year, the company has to spend 2% of the
average profit of the last three years on CSR
(Corporate Social Responsibility). He informed
that since Govt. has decided to allow 100%
tax exemption on contributions towards road
safety, it will boost the potential to mobilize
over 5000 qualified industries covering
auto/tyre/liquor manufacturers; insurance/
oil companies; commercial/taxi transporters;
financial institutions besides contractors/
concessionaires, etc. under PPP mode
(as win-win situation) in building capacity in
ensuring road safety/furniture based on clean
technology like, solar operated waterless toilets Dr. Mahesh Kumar, President, IRC chairing the 2nd
in ensuring socio-economic development in Technical Session

The third and concluding Technical Session less than 2%, he informed. Among the key Govt.
held on 26.06.2015 (FN) on “Skill Development initiatives, through the nodal implementing
of Workmen and Training of Technicians in agency, NSDC (National Skill Development
Highway Sector” under the Chairmanship Corporation) towards capacity building in close
of Shri A.V. Sinha, DG (RD) & SS (Retd.). cooperation of States and investing in skills
The Key Speaker, Shri Sajjan Singh Nahar, through CSR besides the agreements have been
SG, IRC highlighting the key initiatives of entered into with UK, USA, Australia, France,
the Govt. (newly created Ministry for Skill Germany and Canada with the purpose of
Development and Entrepreneurship, MSDE) technology transfer in vocational training.
to make India “the skill capital” of the world
stated that construction industry is the third
largest employer (over 4.22 crore workers) after
agriculture and manufacturing in India. Even
marginal increase in skill level is expected to
yield improved output and quality of highways
leading to saving initial cost, maintenance cost,
safety and fuel efficiency, he asserted. Skill
Shri Sajjan Singh Nahar, Secretary General, IRC

delivering Key Note Address on “Road Safety under PPP,
Role of Corporates” & “Skill Development of Workmen
and Training of Technicians in Highway Sector”
The Council meeting declared closed applauding
A view of the Dais during 3rd Technical Session the concerted efforts of Shri Sajjan Singh Nahar,
development level in UK is 70%; Germany 75%; SG, IRC and his team in making the event
Japan 80%; Korea 96% (staggered) and India memorable.
A view of the dais during the Closing Session of 206th Council Meeting

Jawahar lal Nehru Award
Nominations (in three hard copies alongwith a soft copy on secygen.irc@gov.in) are invited in the
prescribed proforma (Annex-1) for the IRC Pt. Jawaharlal Nehru Birth Centenary Award for the year
2012. The last date for receipt of nominations is 30.09.2015.
1. PREAMBLE
The award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year to
encourage young (age less than 45 years as on 31.05.2013) and upcoming outstanding professionals
engaged in the field of Road Transportation/Highway/Bridge Engineering and related applied/
fundamental fields thereof (herein after, ‘the said field’).
2. NATURE OF AWARD
The Award will be in the form of Medal/Citation certificate and will be made for significant and
outstanding contribution in ‘the said field’.
3. ELIGIBILITY AND SELECTION OF THE AWARDEE

(i) Any young (age less than 45 years as on 31.05.2013) Engineer/Scientist or any
citizen of India engaged in ‘the said field’ and a Life Member/Ordinary Member/
Student Member/Individual Associate Member/Associate Member of IRC, who
has made conspicuously significant and outstanding contribution in ‘the said field’
in India during the preceding 5 years of the nomination for the award i.e. between
31.5.2008 and 31.5.2013.
(ii) The basis of selection criteria will comprise the significant contribution by way
of new innovative approach or methodology for utilization of indigenously
developed new technology/techniques in resolving statutory issues like
environmental related/non-renewable reserve of construction material(s) and or
present day knowledge of physical phenomenon or behaviour of relevance to the
professional approach and or addition, modification or improvement to extant
design made in either of the fields (a) Investigation Methods (b) R&D
Management (c) Standardization (d) Software Development (e) Planning
(f) Maintenance (g) Repairs & Rehabilitation (h) Environment (i) Highway
Safety (j) Construction & Management (k) Protective Works and (l) Traffic
Engineering.
4. NOMINATIONS
Nominations shall be proposed duly filled in the prescribed proforma by either of the IRC Council
Member during the year 2015.

ANNEX - 1
PROFORMA FOR PT. NEHRU AWARD
(NOMINATION FOR THE YEAR 2012)
1. Name of the Nominee:

2. Roll. No. as member of IRC and the year since she/he is member of IRC:
3. Discipline under which to be considered:
4. Date of Birth (Attach authenticated Proof):
5. Academic qualifications beginning with Bachelor’s Degree:
6. Upto date Employment details including positions:
7. (a) Outstanding achievements of the nominee (in about 500 words) during the last
5 years (i.e. between 31.5.2008 and 31.5.2013) (Attach separate sheet)
(b) Benefit derived/anticipated or measurable impact of the outstanding work/
contribution/achievement.
(c) Assessment by the sponsor about the importance of the contribution (not more
than 100 words)
(i) Whether these achievements/contributions have already been recognized
for awards by any other Body. If so, the name of the Body, the name of
award and the year of award may be given.
(ii) Other awards/honours already received including fellowships of
professional bodies.
8. Papers published, if any (reprints to be enclosed)/any work worthy to be mentioned in support of
claimed contribution(s).
9. Names & address of three renowned Indian experts in the areas of contribution:
(a)
(b)
(c)
10. Remarks (critical) of sponsoring Council Member in justification of her/his contribution of the
nominee (in about 100 words)
Date: _____________________ Signature _____________________
Place : __________________ Name & Designation of the Sponsor with Seal

(IRC Council Member during the year 2015)

1. PREAMBLE
2. NATURE OF AWARD
31.5.2009 and 31.5.2014.
(ii) The basis of selection criteria will comprise the significant contribution by way of
new innovative approach or methodology for utilization of indigenously developed
new technology/techniques in resolving statutory issues like environmental related/
non-renewable reserve of construction material(s) and or present day knowledge
of physical phenomenon or behaviour of relevance to the professional approach
and or addition, modification or improvement to extant design made in either of
the fields (a) Investigation Methods (b) R&D Management (c) Standardization
(d) Software Development (e) Planning (f) Maintenance (g) Repairs &
Rehabilitation (h) Environment (i) Highway Safety (j) Construction &
Management (k) Protective Works and (l) Traffic Engineering.
4. NOMINATIONS

ANNEX - 1

than 100 words)
(a)
(b)
(c)
10. Remarks (critical) of sponsoring Council Member in justification of her/his contribution of the
nominee (in about 100 words)
Date: _____________________ Signature _____________________


1. PREAMBLE
2. NATURE OF AWARD
31.5.2010 and 31.5.2015.
(ii) The basis of selection criteria will comprise the significant contribution by way of
new innovative approach or methodology for utilization of indigenously developed
new technology/techniques in resolving statutory issues like environmental related/
non-renewable reserve of construction material(s) and or present day knowledge
of physical phenomenon or behaviour of relevance to the professional approach
and or addition, modification or improvement to extant design made in either of
the fields (a) Investigation Methods (b) R&D Management (c) Standardization
(d) Software Development (e) Planning (f) Maintenance (g) Repairs & Rehabilitation
(h) Environment (i) Highway Safety (j) Construction & Management (k) Protec-
tive Works and (l) Traffic Engineering.
4. NOMINATIONS

ANNEX - 1
than 100 words)
(a)
(b)
(c)
10. Remarks (critical) of sponsoring Council Member in justification of her/his
contribution of the nominee (in about 100 words)
Date: _____________________ Signature _____________________


New Arrivals
New/Revised Publications of IRC

Class-F Pond Ash a Potential Highway Construction
Material - A Review
Manju Suthar* and Praveen Aggarwal**
ABSTRACT
All over the world, Coal based Thermal Power Plants (TPPs) produce huge quantity of ashes as a solid waste which
create environmental problems and occupy very large valuable land areas which can be used otherwise. This review
paper covers the physico-chemical properties of F class pond ash and their engineering properties like Maximum
Dry Density (MDD), Optimum Moisture Content (OMC), California Bearing Ratio (CBR), Unconfined Compressive
Strength (UCS), cyclic triaxial and liquefaction, durability, and leaching in alone or with different admixtures. Improved
engineering properties of pond ash, make it useful material for road/highway construction. Effective utilization of pond
ash in highway construction will not only reduce the problem of ash disposal with a sustainable solution and also ease
out the pressure on natural resources. Efforts have been made, to collect available information, to compile and present
them in such a manner that these are useful for the field engineers and researchers working in the area. Compiled review
shall also be useful for future research in the direction.
1 INTRODUCTION In India, TPPs generate nearly made for its proper disposal/
Huge quantity of fly ash and 130 MT ash during 2006-07 utilization. This unutilized pond
bottom ash are generated by which is likely to be increased ash occupies huge precious land
Thermal Power Plants (TPPs) as to 600 MT by 2031-32 as shown space for their disposal and also
in Fig. 1 (Chatterjee, 2011) creates environmental problems
a by-product. When these two
but no effective plan has been like leaching and dusting.
types of ash mixed thoroughly
with large quantity of water, are
transported in the form of slurry
and stored in the lagoons, the
deposit is called pond ash. In
India, unutilized million tonnes
of ash are usually disposed
off in ash pond. Due to ever
increasing demand of electricity
by human being and industries,
more number of thermal power
plants are being set up every
year and capacity of existing
Fig. 1 Generation of Fly Ash in India (Chatterjee, 2011)
plants are increased resulting
in exponential increase in Efforts are being made by many clay flooring and terracing tiles
production of ashes from TPPs. researchers from last several (Bhatnagar et al. 1988; Bou et
According to Ghosh (2010) the years to make effective use of al. 2009),as a subbase and base
volume of pond ash produced fly ash in bulk quantity in civil course layer (Sherwood and
by thermal power plants is very engineering applications as fill Ryley 1966; Leelavathamma et
large compared to that of the material (Gray and Lin 1972a; al. 2005; Ghosh and Subbarao
other two ashes viz fly ash and Joshi et al. 1975; Horiuchi et al. 2006; Kumar and Singh 2008;),
bottom ash. 2000), for the manufacture of in soil stabilization (Viskochil
* Research Scholar, E-mail: manju.manni4@gmail.com, ** Professor, E-mail: praveen_agg@hotmail.com,

Department of Civil Engineering, National Institute of Technology, Kurukshetra, Haryana

TECHNICAL PAPERS
et al. 1957; Vasquez and Alonso Bulk utilization of pond ash Stanmore, 1999). Therefore, it
1981), in lightweight aggregate in construction, such as is clear that water absorption
(Bin-Shafique et al. 2004; highway embankment and is a function of particle size
Gomathi and Sivakumar 2014). structural fill, is the solution and ashes containing higher
However, there are very of disposal problem. As amounts of fines possess lesser
limited number of studies on the per IRC:SP:58-2001 fly water absorption capacity.
pond ash and/or mixtures of fly ashes are acceptable for Kolay and Singh (2001); Mishra
ash and bottom ash (Kim et al., embankment with typical and Das (2010) studied scanning
2005), particularly pertaining values for different electron micrographs (SEM) on
to their strength characteristics geotechnical properties as pond ash from different thermal
under different loading given in Table 1. power plants and micrographs
conditions. reveal that the pond ash
Table 1 Typical Geotechnical Properties of Fly Ash (IRC:SP:58-2001) particles are almost regular
Parameter Range spherical in shape and highly
Specific Gravity 1.90-2.55 irregular in shape and porous in
Plasticity Non- Plastic nature shown in Figs. 2 and 3
Maximum Dry Density (gm/cc) 0.9-1.6 respectively.
Optimum Moisture Content (%) 38.0-18.0
Cohesion (kN/m2) Negligible
Angle of Internal Friction (φ) 30º-40º
Coefficient of Consolidation CV (cm2/sec) 1.75 × 10–5 - 2.01 × 10–3
Compression Index CC 0.05 - 0.4
Permeability (cm/sec) 8 × 10–6 - 7 × 10–4
Particle Size Distribution (% of materials)
Clay size friction 1 - 10
Silt size friction 8 - 85
Sand size friction 7 - 90 Fig. 2 SEM of Pond Ash Sample
(Kolay and Singh 2001)
Gravel size friction 0 - 10
Coefficient of Uniformity, Cu 3.1 - 10.7
A review of various studies essential to achieve effective

carried out in this regard during strength in the field.
last 20 years particularly in
2 PHYSICO-CHEMICAL
Indian context is presented in
PROPERTIES OF POND
this paper. This paper presents a
ASH
review on class F pond ash with
respect to its physico-chemical 2.1 Physical Properties
and engineering properties. Pond ash samples, which
For successful application of are comparatively coarser in Fig. 3 SEM of Pond Ash Sample
pond ash in civil engineering particle size than the fly ash (Mishra and Das 2010)
construction, understanding samples possess higher water Jakka et al., (2010) observed
of engineering properties is holding capacity (Iyer and that densities of compacted ash

TECHNICAL PAPERS
are lower than natural soil due by some authors regarding from grey to dark grey and its
to lower specific gravity and particle size, atterberg’s limit specific gravity varies from 2.18
higher intra-particle voids. and specific gravity are given in to 2.34.
Physical properties reported Table 2. Pond ash color varies
Table 2 Physical Properties of Indian Class-F Pond Ashes
Physical Property Bera et al. (2009) Havanagiet al. (2011)

Gravel size (%) 0.0 0.0
Sand size (%) 19.50-63.50 67
Silt size (%) 35.59-78.46 33
Clay size (%) 0.91-2.04 0
Cu 4.33-21.25 12.5
Cc 0.662-0.868 0.72
LL and PL Non- Plastic Non- Plastic
Specific gravity 2.18-2.34 2.29
Pond ash deposits are loosely (Pandian, 2004). Table 3 of alumina, sillimanite, mullite,
stratified and coarser than fly presents the values of and magnetite. However,
ash and its permeability is Permeability (k) for pond alumina is the most
higher due to high void ratio ashes. predominant mineral present
Table 3 Values of k for Indian F Class Pond Ash in the pond ash sample. Kolay
and Singh (2010) studied
k(cm/s) Reference
crystalline minerals in pond
5×10-5 - 9.62×10-4 (Pandian, 2004) ash sample and found quartz
5×10-5 - 9.63×10-4 Prakash and Sridharan (2009) and mullite are the most
Bera et al. (2009) predominant minerals but a
Note : k = Permeability. certain amount of hematite and
calcite are also present shown
Kolay and Singh (2001) reported in pond ashes cenosphere
in Fig. 5.
that the crystalline minerals sample. Fig. 4 shows presence
Fig. 4 X-Ray Diffraction Pattern for the Pond Ash Fig. 5 X-Ray Diffraction Pattern of Pond Ash Sample
Cenosphere Sample (Kolay and Singh 2001) (Kolay and Singh 2010)

TECHNICAL PAPERS
2.2 Chemical Properties various researchers is given in When the combined amount
Coal pond ash is mainly Table 4. of the oxides of silicon,
composed of silica, alumina, Based on the chemical aluminum and iron in fly
and iron with small amounts of composition, fly ash has been ash is 70% or above (by mass),
calcium, magnesium, sulfate, classified into two classes, it is described as a Class F
etc. Its chemical composition is i.e. Class F produced from fly ash. When this amount
depending on source of the coal. anthracite and bituminous coals is between 50 and 70%, the
Typical chemical composition and Class C produced from ash is called a Class C fly
of Pond ashes from different lignite and sub-bituminous ash.
sources of coal, reported by coals, as per ASTM C 618.
Table 4 Chemical Composition of Indian Class-F Pond Ashes
Composition (%) (Pandian, 2004) (Mishra and Das, 2010) Singh et al. (1995)
Pond Ash (%) Pond Ash (%) Pond Ash (%)
SiO2 37.7-75.1 59.89-61.85 49.6
Al2O3 11.7-53.3 30.48-31.69 22.0
TiO2 0.2-1.4 2.19-2.66 0.8
Fe2O3 3.5-34.6 3.01-3.54 4.5
MnO bd-0.6 0-0.53 -
MgO 0.1-0.8 0- 0.35 0.6
CaO 0.2-0.6 0.72-0.91 2.2
K 2O 0.1-0.7 0.76-0.90 1.0
Na2O 0.05-0.31 - 0.6
P 2O 5 - - 0.5
Sulphur - - 0.5
LOI 0.01-20.9 0.61-1.47 17.4
LOI : loss on ignition.
Coal ashes with sufficient agents such as cement and lime element; so many trace elements
amount of reactive silica and (Gray and Lin, 1972b). are also found in coal ash.
free lime develop considerable Subbarao and Ghosh (1997) Reijnders (2005) trace elements
strength without addition of advocated that although pond analyzed in the coal ash were
any lime (due to pozzolanic ash is less reactive and so least As, Ba, Cr, Hg, Mo, Ni, Pb,
reactions with the available preferred in cold climates but Se, V, Zn and Cu. These were
reactive silica). These ashes it can be put to use for high chosen because they represent
find extensive applications strength requirements, when a significant environmental
in civil engineering projects. stabilized with lime and cured at burden.
Fly ashes containing high atmospheric temperature 3 ENGINEERING PROPERTIES
adequate reactive silica and prevailing in tropical countries, OF POND ASH
insufficient free lime develop such as India. 3.1 Proctor Compaction Test
considerable strength only upon
addition of certain cementing Page et al. (1978) Coalcontains Bera et al., (2007) studied the
every naturally occurring

TECHNICAL PAPERS
effects of different parameters, the OMC occurs within the modified compaction tests
such as molding moisture range of degree of saturation of the value is 12.30 kN/m3 and
content, compaction energy, 63-89%. 27.50% respectively. The values
mold area, tank size, and specific of MDD and OMC of the lime
Chand and Subbarao, (2007a)
gravity on the compaction stabilized pond ash (with 4.0,
pond ash was collected from
characteristics of pond ash. 6.0, and 10.0% lime), and lime
an ash pond of the Kolaghat
MDD and OMC of pond ash vary Thermal Power Station (KTPS)
along with (0.5 and 1.0%)
within the range of 8.40-12.25 phosphogypsum (PG) vary
in West Bengal, India. The value from 11.43 to 11.83 kN/m3 and
kN/m3 and 29-46% respectively
of MDD and OMC obtained 33.23 to 29.07%, respectively,
and the degree of saturation at
through Standard Proctor of for standard compaction. For
optimum moisture content of
pond ash has been found to vary
pond ash alone is 1.187 g/cm3 modified compaction tests the
and 30.2%, respectively. The values vary from 12.44 to 13.00
within the range of 63-89%.
value of MDD of the stabilized kN/m3 and 26.45 to 22.51%,
With increase in compaction
pond ash with 10 and 14% respectively are presented
energy from 71.1 to 2370.0 kJ/
lime is 1.142 and 1.155 g/cm3, in Table 5. Compaction of
m3, MDD of pond ash increases,
but at the same time OMC respectively and OMC is 32.8 stabilized pond ash does not
and 33.3%, respectively. show any appreciable change
decreases. They concluded that, in the nature of the compaction
specific gravity significantly Ghosh, (2010) conducted curve compared to that of un-
affects the dry density of pond proctor compaction tests on stabilized pond ash. This may
ash. For field compaction pond ash, collected from be due to (i) addition of lower
control, the specification may KTPS, West Bengal, India. The percentages of lime and PG and
be formulated based on basis value of MDD and OMC of a (ii) no time lapse for pozzolanic
of specific gravity. In case of class F pond ash is 11.50 kN/ reaction to take place, was
pond ash having specific gravity m3 and 31.14%, respectively, allowed during compaction
within the range of 2.16-2.23, for standard compaction. For tests.
Table 5 Maximum Dry Density and Optimum Moisture Content of Pond Ash
Lime PG Contents Standard Proctor Compaction Modified Proctor Compaction

(%) MDD (kN/m3) OMC (%) MDD (kN/m3) OMC (%)
0 0.0 11.50 31.14 12.30 27.50
4 0.0 11.63 30.67 12.44 26.45
6 0.0 11.74 30.26 12.73 23.79
10 0.0 11.43 32.65 12.74 22.70
4 0.5 11.45 33.23 12.74 23.00
6 0.5 11.62 30.96 12.95 22.51
10 0.5 11.83 29.52 12.82 22.81
4 1.0 11.65 30.09 12.84 22.93
6 1.0 11.61 31.27 12.82 23.74
10 1.0 11.65 29.07 13.00 22.65
Note : PG = phosphogypsum; MDD = maximum dry density; and OMC = optimum moisture content

TECHNICAL PAPERS
Sreedhar and Kunduru (2011) and pond ash is approximately varying the moulding water
collected Pond ash from NTPC, 0.3 to 0.4% of the dry unit content from 3.59 to 43.10%
Ramagundam, Andhra Pradesh. weight. for samples compacted at the
Modified compaction test is Sarkar et al., (2012) collected standard Proctor density (11.08
performed on un-stabilized and pond ashes from the sites of kN/m2) and from 2.83% to
lime stabilized pond ash. The Badarpur, Dadri and Rajghat 33.96% for samples compacted
value of MDD and OMC of at the modified Proctor density
thermal power stations in and
pond ash is 1.17 g/cc and 28.9% (12.40 kN/m2). From the results
around National Capital Region,
respectively. With increase in it is observed that the highest un-
Delhi. CBR tests were performed
quantity of lime, the values of soaked CBR value is found 7.5%
on compacted specimens of all
MDD of the stabilized pond and 45% at degree of saturation
the three pond ashes and pond
ash with lime (2.0, 5.0, 10, and of 7% and 8% for samples
ash mixed with 2, 5, 8 and 10%
20.0%) increases from 1.32 to compacted at standard Proctor
of lime by weight. The CBR
1.39 g/cc and OMC decreases density and modified Proctor
from 21.9 to 13.7, respectively. value for Badarpur, Dadri and
density respectively, presented
Rajghat pond ashes are 12.2%,
Singh and Sharan, (2014) in Fig. 6. Further, the maximum
10.4% and 11.2%, respectively.
collected class F pond ash sample normalized CBR value is found
From the results it is observed
from the ash pond of Rourkela to be 3.7 and 3.5 for samples
that CBR value increases with
Steel Plant (RSP) and studied the compacted to standard and
increase in lime content upto
effect of compaction energies modified proctor density with
8%. Further increase in lime
varying from 357 to 3488 kJ/m3. a degree of saturation of 7%
content decreases the CBR and 8% respectively. Both
The optimum moisture content
value, probably because of the degree of saturation and
and maximum dry densities
further increase in lime becomes compacted density play a major
corresponding to different
counter productive thereafter. role in the observed values of
compactive energies were
determined using conventional Singh and Sharan, (2014) strength parameters and authors
compaction test apparatus. studied the effect of degree of concluded that pond ash can be
MDD vary from 10.90-12.70 saturation on CBR value by used in constructions work.
kN/m3 corresponding to
compaction energy from 357–
3488 kJ/m3, whereas for the
same compactive efforts OMC
decrease from 38.82-28.09%.
3.2 California Bearing Ratio
Kumar et al., (1999)
investigated silty sand and pond
ash specimens reinforced with
randomly distributed polyester
fibers. The test results reveal
that the inclusion of fibers in
Fig. 6 Variation of CBR Value with Degree of Saturation
soils and pond ash increases the
CBR value of the specimens. It Ghosh, (2010) performed with varying percentages of
is observed that the optimum laboratory tests on Class F lime (4, 6and 10%) and PG
fibers content for both silty sand pond ash alone and stabilized (0.5 and 1.0) for potential use

TECHNICAL PAPERS
as road-base and subbase. The with 4% lime from 69.8 Swain (2012) collected Pond
soaked bearing ratio increases to 112.53% after 7 days of ash sample from NSPCL,
from 5.07% (for un-stabilized curing. Similar improvements Rourkela. Un-soaked CBR
pond ash) to 36.36, 85.07 are noticed for other mixes test were carried out on pond
and 99.7% by addition of 4, 6 at different curing periods. ash alone and stabilized
and 10% lime respectively. Bearing ratio of stabilized pond with varying percentages of
Further addition of small ash increases with increase Rrecron-3S fibre (0.2 to 1.0%).
percentage (0.5 or 1.0%) of in lime content up to 10%,
CBR test results at standard
PG to lime-pond ash mixes however the improvement is
and modified proctor
enhances the bearing ratio more pronounced at the lower
(after 7 days curing) of the percentage (4%) of lime. dry density with varying
stabilized pond ash presented Author concluded that pond percentage of fiber are shown
in Fig. 7. Addition of 1.0% PG ash-lime-PG mixes have in Fig. 8. Author concluded
increases the un-soaked bearing potential applications in road that fiber reinforced pond ash
ratio of pond ash stabilized construction. can be used for sub base.
3.3 Unconfined Compressive
Strength
As per DiGioa and Nuzzo,
(1972) coal ashes do not exhibit
any Unconfined Compressive
Strength (UCS) both in dry and
in fully saturated conditions due
to absence of cohesion in dry
coal ash and loss of apparent
cohesion upon total saturation.
Fig. 7 Soaked Bearing Ratio of Stabilized Pond Ash with Varying Lime and
Chand and Subbarao, (2007a)
PG Contents, after 7 Days of Curing reported UCS of pond ash
without any curing as low as
0.033 MPa only, which is taken
as the control value. The UCS
with 10 and 14% lime content,
immediately after preparation
(no curing) show slightly higher
strengths of 0.108 MPa and
0.120 MPa, respectively. Curing
for 180 days increases the UCS
values to 4.801 and 5.826 MPa
respectively. Samples with 14%
lime show greater strength than
Fig. 8 Un-Soaked CBR Values for Different Fiber Contents at Light and that with 10% lime, at all curing
Heavy Compaction MDD and OMC periods.

TECHNICAL PAPERS
Sharan (2011) studied the effect and modified dry density. It results reveal that all compacted
of Recron-3S fibre content on is observed that increase in pond ash samples exhibit good
the UCS value. Compacted fibre content from 0.2 to 1.0% liquefaction resistance, dynamic
reinforced pond ash samples increases the UCS value results properties, and degradation
were prepared at a standard are presented in Table 6. index. Authors concluded
Table 6 UCS of Reinforced Pond Ash (at Standard and Modified Proctor that these pond ashes can
Density Varying with Fibre Content) be effectively used for
Fiber Standard Proctor Density Modified Proctor Density embankment fill material.
Content (%) (11.08 kN/m2) (12.40 kN/m2) Mohanty et al. (2010) studied
6 mm 12 mm Fibre 6 mm Fibre 12 mm Fibre the strength and deformation
UCS (kn/m2) UCS (kn/m2) UCS (kn/m2) UCS (kn/m2) behavior of pond ash under
0% 2.8 2.8 14.55 14.55 cyclic loading. A series of
0.2% 3.2 4.5 15 22 stress controlled one-way cyclic
0.3% 3.4 5.5 16 23 compressive triaxial shear tests
0.4% 2.6 6.0 17 24 were conducted on reconstituted
0.5% 3.8 6.5 18 26
samples of pond ash. Tests were
conducted under undrained
0.75% 4.4 7.0 19 29
conditions with different
1.0% 5.4 7.5 21 35
Cyclic Stress Ratios (CSR)
3.4 Cyclic Behavior and embankments in India. Cyclic and relative densities shown in
Liquefaction triaxial tests were conducted on Fig. 9. Initial effective confining
Boominathan and Hari reconstituted pond ash samples pressure was kept at 200 kPa.
(2002); Horiuchi et al. (2000); at a relative compaction (RD) A uniform cyclic sinusoidal
Yoshimoto et al. (2006) stated varying from 94 to 99%. The loading at a frequency of 1.0
that very few researchers have cyclic test results indicate Hz was applied during shearing.
reported liquefaction resistance that liquefaction resistance Results indicate that there is
increases with decrease in an increase in the liquefaction
of different types of ash
loading frequencies and cyclic resistance with increase in
materials in different
shear strain amplitudes, and relative density. Failure was
applications. As per Datta et
increase in confining pressures considered at 5% of total axial
al. (1996) and Bross (1981), no
and relative compactions. Test strain for all the samples.
explicit study has been carried
out on pond ash which behaves
differently from both fly ash and
bottom ash, due to the process
of segregation during ash slurry
deposition into the ash ponds.
Mohanty and Patra (2014)
studied the cyclic behavior
and liquefaction potential of
pond ash as an embankment
fill in seismic zone III and
IV; sample collected from Fig. 9 Cyclic Stress Ratios to Cause Failure Versus Number of Uniform
Talcher, Panki and Panipat ash Loading Cycles at a Frequency of 1 Hz for Different Relative Densities

TECHNICAL PAPERS
Jakka et al. (2010) investigated durability classification and Chand and Subbarao (2007a)
liquefaction behavior of pond the durability index is denoted studied the effect of lime
ash by conducting cyclic triaxial by Id. According to Gamble’s stabilization on the durability
tests on inflow (coarse ash) and slake durability classification, aspect of a class F pond ash,
outflow (fine ash) ash samples the samples are classified as collected from Kolaghat
collected from the ash ponds very high durable, high durable, Thermal Power Station in West
of two different thermal power medium high durable, medium Bengal, India. The second cycle
plants in India: Indraprastha and durable, low durable and very slake durability index (SDI),
Badarpur. Both fine ash as well low durable having the values
Id(2), of all samples varies
as coarse ash samples exhibited from 89 to 99%, and are in the
of Id(1) in percentage as greater
the types of liquefaction range of medium to very high
than 99, and lying within the
phenomenon (i.e. flow type of durability as per Gamble’s
range of 98–99, 95–98, 85– slake durability classification.
liquefaction and cyclic mobility)
95, 60–85, and less than 60, Pond ash is stabilized with
under undrained cyclic loading.
respectively, whereas the above
The increase in confining 10 and 14% lime content. It
pressure decreases liquefaction classification suggested the is observed that SDI, Id(2)
resistance (expressed in terms of values of Id(2) in percentage increases with curing duration,
CSR) in all the cases, while the as greater than 98, and lying sharply up to first 45 days and
increase in initial shear stresses within the range of 95–98, 85– reaching a maximum as high as
increases liquefaction resistance 95, 60–85, 30–60, and less than 98 to 99%, results are shows in
in all the cases except for fine 30, respectively. Table 7.
ash in loose state. Though Table 7 SDI Values after First and Second Cycles for the
decrease in density for both the Lime Stabilized Pond Ash Samples
type of ash materials decreases
Cuuring Percentage of SDI Values after First SDI Values after Second
their liquefaction resistance Period (days) Lime (%) Cycle Id(1) (%) Cycle Id(2) (%)
similar to sandy soils, very 28 10 92.27 89.40
drastic reduction in resistance 28 14 95.07 92.96
is observed in case of fine ash 45 10 96.26 93.89
specimens. It is very essential 45 14 98.08 96.02
to assess liquefaction 90 10 97.25 95.56
susceptibility of ash samples 90 14 98.75 97.91
before their utilization in 180 10 98.83 98.19
earth work projects, because
180 14 99.21 99.03
their cyclic strengths vary
significantly within the 3.6 Leachate Behavior As per Dermatas and Meng
pond from inflow to outflow (2003) stabilization of solid
Coal ashes contain toxic and
point. Improper/non-uniform wastes by adding cementations
heavy metals (Sushil and Batra,
compaction of fine ash can binders like lime and cement is
2006). Though heavy metals
easily lead liquefaction related a promising technology through
are found in Indian coal ash,
disasters/failures. which toxic constitutes present
in detectable quantity but their
3.5 Durability concentration is less when in the waste are physically as
Goodman (1989) introduced compared to coal ash samples well as chemically fixed, thereby
the concept of Gamble’s slake from other countries. greatly reducing their mobility

TECHNICAL PAPERS
and subsequent threats to the direction during last two decades References
environment. are summarized as follows: 1. Bera A.K., Ghosh A and Ghosh A
Chand and Subbarao, (2007b) ● Pond ash particles (2009). “Shear Strength Response of
Reinforced Pond Ash” Construction
applied a technique of in- predominantly (33 to 78%) and Building Materials Volume 23,
place stabilization by hydrated consist of silt size, with pp 2386–2393.
lime columns on large-scale some fraction (20 to 67%) 2. Ghosh, A (2010). “Compaction
laboratory models of ash ponds. of sand size and 1 to 2% of Characteristics and Bearing Ratio
The effect of lime stabilization clay size. of Pond Ash Stabilized with Lime
on the leachate characteristics ● No appreciable change and Phosphogypsum” Journal of

Materials in Civil Engineering,
of class F pond ash is studied was found incompaction Volume 22, pp 343-351.
by considering the combined curve pattern of stabi-
3. Gomathi P and Sivakumar A
effects of hydraulic conductivity lized pond ash (with lime, (2014). “Fly Ash Based Lightweight
fiber and soil etc.) when Aggregates Incorporating Clay
and concentration of metals in
compared with un-stabilized Binders” Indian Journal of
leachate. The technique has also Engineering and Materials Sciences,
proved to be useful in reducing pond ash.
Volume 2, pp 227-232.
the contamination potential of ● Pond ash samples are sta-
4. Kolay P.K. and Singh D.N (2010).
the ash leachates, thus mitigating bilized with 2 to 20% of “Studies of Lagoon Ash from
the adverse environmental lime; however an apprecia- Sarawak to Assess the Impact on
effects of ash deposits. ble gain in strength (CBR- the Environment” Fuel, Volume 89,
>35%) is achieved with pp 346–351.
4 Conclusion
4% of lime after 7 days of 5. Mishra D.P and Das S.K (2010).
Ever increasing energy demand
curing. This is good enough “A Study of Physico-Chemical
put pressure on thermal power and Mineralogical Properties of
for a material to be used as
plants resulting in exponential subbase course as per IRC
Talcher Coal Fly Ash for Stowing in
Underground Coal Mines”
growth in production of pond guidelines. Elsevier, Materials Characterization,
ash exaggerating disposal Volume 61, pp 1252 – 1259.
● Inclusion of different stabi-
land and environmental lizing agents (lime, soil and 6. Mohanty, S., and Patra, N.R (2014).
problems. However, the fibers) in pond ash solely “Cyclic Behavior and Liquefaction
study of physiochemical, and or incombination generally Potential of Indian Pond Ash
engineering properties of pond Located in Seismic Zones III and
increases its bearing ratio, IV” Journal of Materials in Civil
ash shows that the pond ash UCS, and durability along Engineering, Volume 26, Issue 7,
is a potential raw materials with reduction in contami- 06014012.
from geotechnical engineering nation of ground water from 7. Sarkar R., Abbas S.M and Shahu J.T
point of view. Stabilized the leachate (freezing heavy (2012). “A Comparative Study of
pond ash can be utilized in Geotechnical Behavior of Lime
metals partially or fully).
Stabilized Pond Ashes from Delhi
highway construction projects. ● Resistance to liquefaction Region” International Journal of
Conclusions drawn from the increases with increase in Geomate, Volume 3, No, 1,
research carried out in this relative density. pp. 273-279.

Present scenario, cost effectiveness and benefits of PPP
Projects in the State of Maharashtra (India)
M.N. Dekate* and Dr. P.S. Pajgade**
1 INTRODUCTION and policy framework also 6) PPP Policy-2014 is

The prosperity of a country strengthen. latest and comprehensive
depends on its infrastructure 5) Policy on 27th June 2000 and considering all past
like modes of transportation, subsequently revised it on experience of implemented
communication etc. But 09th January 2003 and 30th projects and grievances of
financial requirement is huge July 2009. road users.
for the same which cannot be
covered through state budgetary
provisions hence strategy of
road development through
Private Participation (PPP) was
introduced as an alternative
for raising the resources for
accelerated development of
Road infrastructure.
Fig. 1 Target and Achievement of 3rd & 4th R.D. Plan
Government of Maharashtra -
Progress in PPP Sector
1) In 1989 GOM declared
Policy for Infrastructure
Development through PPP.
2) In 1992 completed first
project through PPP on
practical basis but couldn’t
recover capital cost through
user fee due to Public Fig. 2 Total Road Length Achieved – 243172 Km
unrest. Hence step taken to
strengthen PPP.
3) Model Concession
document published in 1996
(P-form) and revised in
2006.
4) After learning from past
experience of legal frame
work strengthen through
amendment in the motor
vehicle tax act 1958 sec. 20 Fig. 3 Road Length Achieved Under PPP- 5479 km (2.25%)
* Chief Engineer, Public Works Department, Govt. of Maharashtra, E-mail: mahesh9363@yahoo.in

** Professor in Civil Engineering, Prof. Ram Meghe Institute of Technology & Research, Badnera, Amravati,
E-mail: ppajgade@gmail.com

TECHNICAL PAPERS
Many of the state roads qualify

for development with two
laning with paved shoulders
and four laining in dense
traffic area at certain locations,
considering the present
traffic demand. Hence such
combination shall also have to be
Fig. 4 No. of Projects (193) & Total Project Cost (54366 Cr) considered through PPP with full
The Progress in PPP can be Meanwhile, as time passed, width carriage way development
summarized as below from the due to substantial increase in within town portion including
above Figs. 1, 2 & 3 Till now traffic on the same roads, need all required structure like ROB,
243172 Km road length has for Capacity Augmentation FOB, service lane etc. prior
been completed. Out of this of existing facilities and to implementation of project
7040 Km is NH, 31558 Km is hence larger projects such as Economic analysis is required
SH, 50256 Km is MDR, 47573 widening to 4-lanes, 6-lanes to observe cost benefit of PPP
Km is ODR and 106745 Km etc were implemented under Project.
is VR length. The road length PPP in the neighborhood of the Case study of Nagar Karmala is
tackled under PPP is 5479 Km existing projects. As a result,
is only about 2.25% of total discussed hereunder to decide
number of toll collection points the cost benefit of the project.
road length in the state of increased and it lead to public
Maharashtra. unrest and overall opposition to Selection of this case has been
From the above Fig. 4 toll projects. done specifically to represent
normally observed situation in
It can be seen that PWD Other points of public
Maharashtra State Highways.
implemented-132 projects, unrest are lack of facilities
This is a classic case of capacity
MSRDC-17 projects and at toll station, delay at toll
NHAI-44 projects, comprising augmentation by widening to
stations, rude behavior of toll
total projects cost of Rs.54366 4-lanes of existing two lane road
collecting staff, neglect in
Crores. passing through plain terrain.
maintenance of road etc. These
At present out of total 247 are now addressed in revised toll Benefits from highway
Toll, 128 Toll are closed and policy (PPP Policy-2014) and it improvement through
119 (PWD-38, MSRDC-43 and is expected that such operational Economic Analysis
NH-38) Tolls are in progress in issues will get resolved. IRC:SP:30-2009 is used for
the state of Maharashtra. Only four laning of roads economical analysis to decide
At early stage small projects through privatization will not cost and benefits of projects of
were undertaken through BOT. be financially viable projects. two lane over four lane road.
S. No. Road user Benefits Social Benefits

i) Vehicle operating cost (VOC) savings. Improvement in administration, law and defense.
ii) Value of travel time savings. Improvement in health and education.
iii) Value of saving in accident costs. Improvement in agriculture industry, trade and mining.
iv) Saving in maintenance costs. Improvement in environmental standard.
v) Saving in repair costs. Appreciation in value of land adjacent to roads.

TECHNICAL PAPERS
Factor Affecting
S. No. Roadway Factors Vehicles Factors Traffic Factors
i) Pavement width Type Traffic Volume
ii) Roughness index Age Traffic component
iii) Vertical profile Engine Horse power Speed
iv) Horizontal geometry Power weight ratio Congestion
v) Number of Junction per km.
Majority projects being taken is many times almost same instead of ‘Economic‘.
up on PPP basis are for capacity especially in State Highway. On the same grounds, instead
augmentation of existing roads. Hence it Rise and fall is assumed of updating cost using WPI,
Hence it is mostly widening of at “zero” for both existing current market prices are used
existing roads & providing and proposed. Similarly total for analysis.
grade separation structures. Due length of project in widening
to problems in land acquisition, of an existing road also remains For evaluating a project, saving
horizontal geometry is restricted almost same. is mainly due to reduction in
during construction while, fuel cost. In total VOC, the
Due to imbalanced taxation contribution of cost of tyre,
vertical geometry is followed rate against subsidies for same
almost as it is. These constraints engine oil, other oil, grease
items, the analysis needs to be
have a reflection on input data. etc. is very less/insignificant in
carried out ‘with taxes’ only.
for example a rise and fall of comparison with the fuel cost.
Hence analysis has been done
existing and proposed facility on ‘Financial costs and Benefits’ Other assumptions are as under:
Escalation factor Value of time 5% p.a.
Construction cost 5 % p.a.
Fuel price rise: 2% p.a. Fuel price rise more than this, EIRR will be better.
Vehicle maintenance cost 2% p.a. Due to new technology, rise in maintenance cost is low.
Car size proportion Small 70%, Big 30 %
Fuel type Cars petrol 70%, diesel 30 %
Commercial vehicles diesel 100%
Roughness Existing 3000 proposed 2001
Observations about IRC:SP-30 iii) Frequent opening in median fuel consumption at idle
While referring IRC:SP:30 for against ease due to situation.
this study, following points grade separated structures. Hence to account for this,
have been observed, which IRC Similarly advantages gained ‘speed band stretches’ have been
may consider while revising due to service roads. introduced while working-out
IRC:SP:30. iv) Encroachments along road economic feasibility of project
i) Mixed nature of traffic side such as hawkers, (cost benefits assessment).
especially fast and slow parking etc. and subsequent Salient features of Case
moving vehicles. reduction in speed. study of Nagar Karmala
ii) Cross movements of cross v) In case of traffic jams or road (Maharashtra State)
road traffic, pedestrians and dead speed travel including with special reference to
cattle. signals; time lost and IRC:SP-30-2009.

TECHNICAL PAPERS
Input Data for Economic Analysis
Sr. No. Parameter Value Unit
1 Existing road terrain plain
2 Proposed road terrain plain
3 Existing length 74 km
4 Proposed length 74 km
5 Existing number of lanes 2 no.
6 Existing carriageway width 7 m
7 Proposed number of lanes 4 no.
8 Proposed carriagaeway width 8.5 m
9 Existing roughness 3000 km/mm
10 Proposed roughness 2001 km
11 Rise Fall of project road 0 m / km
12 Existing rise 0 m
13 Proposed rise 0 m
14 Existing fall 0 m
15 Proposed fall 0 m
16 Design Service Volume-existing 15000 PCU per day
17 Design Capacity - existing 3000 PCU/Hr
18 Design Service Volume-proposed 40000 PCU per day
19 Design Capacity - proposed 8600 PUC/Hr
20 Car size proportion (small & big) 70% small
21 70% diesel
22 Avg. occupancy in cars 4 no.
23 Avg. travellers on two wheeler 2 no.
24 Avg. occupancy in ordinary bus 40 no.
25 Avg. occupancy in deluxe bus 40 no.
26 Cost of development 703.00 Cr
27 Current cost of maintenance 3.8 Cr
28 Future cost of maintenance (1%) 7.03 Cr
29 Current cost of renewal 38 Cr
30 Renewal frequency - current 7-10 Yr
31 Future cost of renewal (12%) 84.36 Cr
32 Renewal frequency - proposed 6 yr
33 Yearwise expense
First 25%
Second 45%
Third 30%
34 Civil Work rise 5% per annum
35 Fuel Price rise 2% per annum
36 Vehicle Maintenance rise 2% per annum
37 Time value rise 5% per annum
Identified Speed band Stretches

38 Speed Band & Stretches car lcv bus heavy trailer Length (km)
Blocked/speed < 30 kmph blocked 20 20 15 15 10 12
Congested/speed 30 to 50 kmph congested 40 25 20 20 15 20
Free flow/speed 50 to 80 kmph free 65 40 35 35 30 20
Undisturbed/speed > 80 kmph undisturbed 90 60 50 45 40 24
Existing Average Speed of each category 59.21 39.21 32.63 31.05 26.05 76

TECHNICAL PAPERS
VOC Comparison for 2L & 4L Road
Sr. No. Parameter On 2-Lane On 2-Lane On 4-Lane On 2-Lane On 2-Lane On 4-Lane On 2-Lane On 2-Lane On 4-Lane Unit
+ HMS + HMS + PVS + HMS + HMS + PVS + HMS + HMS + PVS
Road Road as per Road Road Road as per Road Road Road as per Road
as per Speed Band as per as per Speed Band as per as per Speed Band as per
Formula Stretches Formula Formula Stretches Formula Formula Stretches Formula
CAR BUS HCV -2A
1 Speed 71.43 59.21 78.58 53.25 32.63 60.32 52.38 31.05 55.53 km / hr
2 Average 17.81 16.62 5.93 5.70 5.59 5.54 km / lit
3 Fuel cost 4.60 4.674 4.93 10.62 17.60 11.05 11.28 18.51 11.38 Rs/km
4 Tyre cost 0.35 1.07 0.32 2.02 4.17 2.04 2.07 4.35 2.03 Rs/km
5 Engine oil 0.39 0.37 0.41 0.35 0.37 0.36 Rs/km
6 Other oil 0.10 0.08 0.14 0.09 0.24 0.23 Rs/km
7 Grease 0.04 0.04 0.11 0.12 0.04 0.03 Rs/km
8 Spare part cost 0.13 0.00 0.96 0.85 1.19 0.94 Rs/km
9 Maintenance 0.07 0.00 0.53 0.47 0.44 0.35 Rs/km
Labour
10 Total Distance 5.67 5.744 5.75 14.79 21.770 14.96 15.63 22.854 15.32 Rs/km
related VOC
11 Utilization 441.94 486.16 834.68 941.76 338.59 354.86 km/day
12 Fixed cost 0.84 1.00 0.76 1.09 1.36 0.96 2.17 2.69 2.07 Rs/km
13 Depreciation 0.16 0.15 0.27 0.24 0.53 0.50 Rs/km
14 Total Time 1.00 0.91 1.36 1.21 2.69 2.57 Rs/km
related VOC
15 TOTAL VOC 6.67 6.742 6.65 16.15 23.131 16.17 18.32 25.548 17.89 Rs/km
2 wheeler LCV MAV
1 Speed 44.86 48.65 56.39 39.21 62.85 44.00 26.05 46.65 km / hr
2 Average 40.01 39.39 7.55 6.81 3.20 3.14 km / lit
3 Fuel cost 2.05 2.05 2.08 8.34 9.98 9.25 19.71 27.67 20.05 Rs/km
4 Tyre cost 0.10 0.34 0.09 1.04 2.00 0.91 3.57 5.88 3.12 Rs/km
5 Engine oil 0.09 0.09 0.23 0.22 0.80 0.65 Rs/km
6 Other oil 0.00 0.00 0.09 0.09 0.24 0.23 Rs/km
7 Grease 0.00 0.00 0.02 0.01 0.04 0.03 Rs/km
8 Spare part cost 0.10 0.00 0.45 0.36 0.90 0.72 Rs/km
9 Maintenance 0.05 0.00 0.17 0.13 0.33 0.27 Rs/km
Labour
10 Total Distance 2.39 2.26 10.34 11.979 10.97 25.59 33.551 25.06 Rs/km
related VOC
11 Utilization 95.06 103.09 151.76 165.85 305.12 319.25 km/day
12 Fixed cost 0.24 0.30 0.22 3.80 4.59 3.47 3.36 4.33 3.21 Rs/km
13 Depreciation 0.06 0.05 0.79 0.73 0.97 0.93 Rs/km
14 Total Time 0.30 0.28 4.59 4.20 4.33 4.14 Rs/km
related VOC
15 TOTAL VOC 2.69 2.54 14.93 16.569 15.18 29.92 37.878 29.20 Rs/km
Yearly Saving of all Vehicles

TOTAL
YEARLY
Proposed LMV/car 2-Wheeler LCV H2A MAV SAVING
Year
2014 1.92 1.36 1.94 2.67 40.72 40.00 88.62
2015 2.13 1.49 2.21 3.12 43.61 45.10 97.64
2016 2.36 1.62 2.49 3.62 50.83 53.89 114.82
2017 2.63 1.77 2.81 4.20 54.60 60.73 126.76
2018 2.93 1.93 3.16 4.85 58.68 68.33 139.90

TECHNICAL PAPERS
2019 3.28 2.12 3.70 5.62 63.10 77.01 154.82

2020 3.67 2.32 4.17 6.48 67.85 86.74 171.24
2021 4.13 2.55 4.70 7.46 72.99 97.74 189.57
2022 4.65 2.81 5.32 8.58 78.54 110.10 210.00
2023 5.25 3.10 6.01 9.84 86.56 124.00 234.76
2024 5.95 3.43 6.76 11.28 96.39 138.81 262.62
2025 6.77 3.80 7.65 15.22 107.44 154.49 295.37
2026 7.72 4.23 8.63 17.35 119.80 171.91 329.64
2027 8.86 4.72 9.70 19.76 133.70 191.43 368.18
2028 10.22 5.29 10.95 22.50 149.30 213.27 411.53
2029 11.86 5.96 12.33 25.53 166.79 237.66 460.12
2030 13.86 6.75 13.92 28.95 186.44 265.09 515.00
2031 10.47 7.69 15.68 32.52 208.43 295.80 570.59
2032 11.00 6.49 17.70 36.26 233.03 330.27 634.75
2033 11.55 6.85 19.93 40.47 260.71 368.88 708.39
2034 12.13 7.21 22.39 45.19 292.01 394.02 772.94
2035 12.73 7.59 24.91 50.51 327.42 418.13 841.29
2036 13.37 7.98 27.78 56.49 367.68 443.77 917.08
2037 14.09 8.40 31.02 63.22 413.43 471.14 1001.31
2038 16.59 8.83 34.58 70.80 440.11 480.86 1051.78
2039 19.39 9.29 38.61 79.35 488.61 503.93 1139.19
Construction & maintenance of Road - Life cycle cost of Project

Year Year Yearly Renewal O&M Constn Yearly Renewal Net Sub- Infletion Current Total Total Net IRR
Count Maintn Cost Maintn O&M Total of Esc Esc Cost Benefit Benfit
Cost Index Costs
Existing Existing Existing Proposed Future Future Future Escalated
- exist
0 2014 3.8 3.8 175.7625 175.76 1.05 184.55 184.55 88.62 -95.93
1 2015 3.8 3.8 316.3725 316.37 1.10 348.80 348.80 97.64 -251.16 #NUM!
2 2016 3.8 3.8 210.915 210.92 1.16 244.16 244.16 114.82 -129.34 #NUM!
3 2017 3.8 3.8 0 7.03 3.23 10.26 1.22 12.47 12.47 126.76 114.28 -56%
4 2018 3.8 3.8 0 7.03 3.23 10.26 1.28 13.10 13.10 139.90 126.81 -24%
5 2019 3.8 3.8 0 7.03 3.23 10.26 1.34 13.75 13.75 154.82 141.07 -7.07%
6 2020 3.8 3.8 0 7.03 3.23 10.26 1.41 14.44 14.44 171.24 156.81 3.54%
7 2021 3.8 3.8 0 7.03 3.23 10.26 1.48 15.16 15.16 189.57 174.41 10.44%
8 2022 3.8 3.8 0 7.03 3.23 10.26 1.55 15.92 15.92 210.00 194.08 15.16%
9 2023 3.8 38 41.8 0 7.03 84.366 49.60 140.99 1.63 229.66 229.66 234.76 5.10 15.25%
10 2024 3.8 3.8 0 7.03 3.23 10.26 1.71 17.55 17.55 262.62 245.07 18.44%
11 2025 3.8 3.8 0 7.03 3.23 10.26 1.80 18.43 18.43 295.37 276.94 20.75%
12 2026 3.8 3.8 0 7.03 3.23 10.26 1.89 19.35 19.35 329.64 310.29 22.45%
13 2027 3.8 3.8 0 7.03 3.23 10.26 1.98 20.32 20.32 368.18 347.86 23.76%
14 2028 3.8 3.8 0 7.03 3.23 10.26 2.08 21.33 21.33 411.53 390.20 24.77%
15 2029 3.8 3.8 0 7.03 3.23 10.26 2.18 22.40 22.40 460.12 437.73 25.56%
16 2030 3.8 38 41.8 0 7.03 84.366 49.60 140.99 2.29 323.16 323.16 515.00 191.84 25.82%
17 2031 3.8 3.8 0 7.03 3.23 10.26 2.41 24.69 24.69 570.59 545.90 26.36%
18 2032 3.8 3.8 0 7.03 3.23 10.26 2.53 25.93 25.93 634.75 608.82 26.80%
19 2033 3.8 3.8 0 7.03 3.23 10.26 2.65 27.23 27.23 708.39 681.17 27.16%
20 2034 3.8 3.8 0 7.03 3.23 10.26 2.79 28.59 28.59 772.94 744.36 27.45%
21 2035 3.8 3.8 0 7.03 3.23 10.26 2.93 30.02 30.02 841.29 811.27 27.68%
22 2036 3.8 3.8 0 7.03 3.23 10.26 3.07 31.52 31.52 917.08 885.56 27.87%
23 2037 3.8 38 41.8 0 7.03 84.366 49.60 140.99 3.23 454.72 454.72 1001.31 546.59 27.96%
24 2038 3.8 3.8 0 7.03 3.23 10.26 3.39 34.75 34.75 1051.78 1017.03 28.08%
25 2039 3.8 3.8 0 7.03 3.23 10.26 3.56 36.48 36.48 1139.19 1102.70 28.18%
98.8 114.00 212.8 703.05 161.70 253.10 213.40 1331.25 53.67 2228.5 2228.458 11807.91 9579.454

TECHNICAL PAPERS
A) Summary of Economic Evaluation of 2 lane upgraded and 4 lane PPP Project (74.00 Km)
Including speed band stretches as per present site conditions and proposed facility.
VOC in Rs/km on VOC in Rs/km on
Sr. No. Type of Vehicle Saving in Rs/km.
2-Lane Road 4-Lane Road
CAR 0.089
1 6.742 6.650 1.415
+ time value saved 1.326
2 BUS 23.131 16.170 6.97
3 LCV 16.569 15.180 1.39
4 H2A (2 Axle truck & 3 Axle truck) 25.548 17.890 7.66
5 MAV 37.878 29.200 8.68
B) EIRR (Economic Internal Rate of Return)

Effective benefit of 4-lane project
1. Construction and O&M (effective) cost of 4-lane road in next 25 years with Rs.2228.45 Cr
escalation @5% p.a.
2014-2015 TPC-703.05 Cr.
2. Total benefit due to saving in VOC. Rs.11807.91 Cr
3. Hence effective benefit Rs.9579.46 Cr
4. EIRR achieved 28.18%
(far more than 12%)
Effective benefit after capacity good quality road is infrastructure network.

augmentation from 2 lane to available. 3) Learning from field
4 lane road is Rs.9579 crore  Time saving due to one way experience revision of
and EIRR is 28.18%. Hence movement on four lane PPP Policy is a continuous
the project is feasible for four roads. process to strengthen the PPP
laning. scheme.
 Petrol, Diesel saving due
4) PPP Scheme is one of the
PPP Benefits to unobstructed traffic
best alternative resources for
The widely perceived benefits movement.
Infrastructure development
are as follows:  Saving in vehicle of state through private
maintenance due to good sector financing.
 Privatsation relieves the
condition of roads. 5) Financial risk, Execution risk
Government from the
financial and Administrative  Decrease in Pollution due and market risk are transferred
burden in relation to the to dynamic movement of to private sector.
proposed works. vehicles. 6) User fee shall be levied out
 Privatisation accelerates  Decrease in Accident due to of saving from vehicle
central verge and one way operation cost.
growth in the economy
through the PPP projects and traffic and improvement of 7) Level of service needs to be
geometry of road. necessarily high during the
a ripple effect in the private
concession period.
sector. Concluding Remarks -
8) Economical evaluation shall
 Privatisation leads to 1) Boost to industrials and be carried out prior to
increase in efficiency agriculture development, agro implementation of project.
and productivity and the industry due to speedy traffic 9) General public should know
provision of a better service movement. the benefit of project for which
to the public. 2) Private participation will create it is essential to work out the
 Increase in traffic speed as value for money in the existing cost benefit of the project.

ANALYSIS OF FLEXIBLE PAVEMENTS FOR VISCOELASTIC RESPONSE
Girish Kumar*, Deepthi Mary Dilip** and G.L. Sivakumar Babu***
ABSTRACT
The theory of viscoelasticity and its application in the modelling of flexible pavement is well documented in
literature. This paper demonstrates the use of Burger model, a constitutive rheological model to investigate the Linear
Visco-Elastic (LVE) behaviour of bituminous layer. The effect of temperature on viscoelastic bituminous layer is also
studied. A simple pavement section as per the guidelines of IRC:37-2012, has been chosen to show the creep deformation
behaviour of bituminous layer. The pavement responses obtained from the computer program, KENLAYER shows three
stages in strain; an instantaneous elastic strain, a delayed elastic strain and viscous creep strain for various temperatures
from 20º to 40ºC. A comparison of the effect of temperature variation on the horizontal tensile strain at the bottom of the
bituminous layer is done by considering the bituminous layer as elastic and viscoelastic, separately. Results show that
the viscoelastic characterization of this layer yielded high rate of increase in tensile strain with increase in temperature,
when compared to elastic characterization. There is almost 60% decrease in fatigue life with the increase in temperature
from 20º to 40ºC.
1 INTRODUCTION considered to behave as an 2 OBJECTIVES OF THE

A flexible pavement typically elastic layer in pavement STUDY
consists of bituminous layer analysis, but omission of time The main objective of this
(AC), granular base (BS), dependency of bitumen binder study is to emphasis on the
granular sub-base (SB), and would lead to inappropriate importance of incorporating
subgrade (SG). The Bituminous analysis of pavement responses viscoelastic behaviour of
layer is a mixture of binder thereby causing various bituminous layer in design
(Bitumen) and aggregate distresses in pavements. Thus, of flexible pavements. This
satisfying certain gradation. if it is to determine pavement paper also aims to study the
Bitumen is regarded as a structural responses more effect of temperature variations
viscoelastic material and accurately in terms of stresses, on horizontal tensile strain
itexhibits both viscous and strains and displacements, at the bottom of bituminous
elastic characteristics while it is important that the layer and thereby the fatigue
undergoing deformation (Linear Visco-Elastic) LVE life of pavement section,
(Christensen 2003). In pavement nature of bituminous layer is when bituminous layer is
analysis and design, it is of incorporated in the analysis considered to behave elastic and
primary importance to acquire engine. The rheological models viscoelastic in nature,
as accurate as possible the are a better tool to characterize
separately.
profile of response in order to the viscoelastic nature of this
prevent the distress in pavement layer. In this study, Burger 3 LITERATURE REVIEW
in terms of fatigue cracking and model is used to characterize Many researchers have shown
rutting. Mechanistic-empirical the bituminous layer as that bitumen has viscoelastic
(M-E) method is currently being viscoelastic layer. The creep properties (Goodrich, 1991;
used for design of bituminous compliance values at different SHRP, 1994; Lee and Kim, 1998).
pavements (AI 1999; Austroads temperatures are fed into the It is found that at intermediate
2004, IRC:37-2012, Shell 1978). KENLAYER to obtain the temperatures (0ºC to 60ºC)
The bituminous layer is often strains at critical locations. bitumen possesses both elastic
* B.Tech Student, Department of Civil Engineering, National Institute of Technology, Surathkal, Karnataka,
E-mail: girish.karuti@gmail.com, ** Research Scholar, Department of Civil Engineering and Centre for Infrastructure,
Indian Institute of Science, Bangalore, E-mail: deeptidilip3@gmail.com, *** Professor, Department of
Civil Engineering, Indian Institute of Science, Bangalore, E-mail: glsivakumar@gmail.com

TECHNICAL PAPERS
and viscous properties, with modulus. The dynamic modulus 4 BURGER MODEL
the relative proportion of these test can provide complete LVE The viscoelastic behaviour can
two responses depending on information about bitumen be represented by a rheological
temperature and loading rate. At and has been widely used in
model. Primary models like
normal pavement temperatures, the characterization of the
Maxwell model and Kelvin model
the bitumen has properties that behaviour of the bituminous
layer. KENLAYER is a can represent the viscoelastic
are in the viscoelastic region
(Ducatz and Anderson, 1980). computer program developed behaviour to some extent. The
It is also reported that at these (Huang, 2004) for pavement former model consists of a linear
temperatures the bitumen engineering applications spring connected in series with a
displays a time dependent which considers LVE nature viscous dashpot; the latter
relationship between applied of bituminous layer. It is based consists of a linear spring
stress or strain and resultant on the quasi-elastic solutions connected in parallel with
strain or stress (Goodrich, obtained by collocation method a viscous dashpot. Both the
1988). Some studies have (Huang, 2004; Schapery, 1961). models individually cannot
shown that bituminous layer Nilson et al. (2002) showed predict the creep and the stress
exhibits nonlinear behaviour that Burger model can be relaxation of viscoelastic
and viscoplastic deformation used to characterize the LVE material. However, Burger
even at small strain levels behaviour of bituminous layer.
model is also a rheological
(Shields et al. 1998; Further findings in material
model represented by a
Levenberg 2009). Because characterization of bituminous
mixes and its complex nature combination of linear springs
of the complicated nature and dashpots. Fig. 2(a) shows
of the material behaviour, is still under research, and
programs are being developed the schematic sketch of the
linear viscoelastic (LVE)
to consider this nature to Burger model, wherein a
characterization of bitumen is
accurately determine the Maxwell Element (ME) is
usually preferred for
engineering applications pavement response in field. connected in series with a
(Levenberg 2011). It has been A representation of the Kelvin-Voigt (KV) element.
reported that the dynamic viscoelastic behaviour of For stresses remaining constant
modulus and the creep bitumen is shown in Fig. 1, with time, and in the absence of
compliance can characterize the where three regions of strain is any initial strain, the strain in the
LVE behaviour of bituminous observed, namely instantaneous Burger element at any instant of
layer. The absolute value of the elastic, delayed elastic and time due to a constant stress σ0
complex modulus is the dynamic viscous creep regions. is expressed as follows:
(1)
where, ta is the time period for

which the constant normal stress
σ is applied, t is the elapsed time,
E1 and E2 are the modulus of
elasticity of the elastic elements,
η1 and η2 are the coefficient
of normal viscosity of the
Fig. 1 The Viscoelastic behaviour, Showing Creep and Relaxation stages Newtonian viscous elements.

TECHNICAL PAPERS
The individual term of given indefinite period of time. Given The effect of variation in
equation (1) expresses the Fig. 2(b) depicts the stress-time temperature on the horizontal
relevant deformational and the corresponding strain- tensile strain at the bottom
properties of the element. time behaviour of the Burger of bituminous layer and
The first term expresses the model. the vertical compressive
elastic strain which appears strain at the top of subgrade
instantaneously after loading is examined by providing
and vanishes after the removal creep compliance values for
of the load. The second term bituminous layer at specific
represents the irreversible creep temperatures, 20ºC and 40ºC.
strain in the element once it is KENLAYER can characterize
subjected to a constant stress. the bituminous layerbased on
The third term expresses the creep compliance curve. The
delayed elastic strain which creep compliance equation for
increases under the applied the Burger model is given by
stress, and is recovered once equation (2). Derivation of the
the stress is removed and the Fig. 2(a) Burger Model with same has been illustrated in the
element is kept unloaded for an Mechanical Components, APPENDIX,
(2)
where, E1, E2, η1 and η2 are

model parameters.
The collocation method can be
used to obtain the viscoelastic
solutions from the elastic
solutions. The collocation
method is an approximate
method to collocate the
computed and actual responses
at a predetermined number of
Fig. 2(b) Stress-Strain Behaviour of Burger Model time durations. Several values
5 METHODOLOGY at various loading times as of Ti = ηi/Ei are arbitrarily
A simple pavement section as per specified by KENLAYER. The assumed, and the corresponding
the guide lines of IRC:37-2012 inverse of an elastic modulus is values are determined by
is chosen to obtain the response defined as creep compliance and solving a system of
for given loading conditions, it can be denoted as C(t), simultaneous equations. The
considering LVE theory. The solution so obtained by this
bituminous layer is considered method is quasi-elastic solution.
to be viscoelastic in nature. In KENLAYER, for a static load
The material characterization where, ε(t) is the time-dependent response of pavement, creep
of bituminous layer is given strain under a constant stress compliance values as obtained
in terms of creep compliances (σ0). from the experiments are given

TECHNICAL PAPERS
at time of 0.01, 0.03, 0.1, 0.3, intervals, the pavement Since this study is a comparative
1, 3, 10 seconds. A 1000s creep response is obtained. Detailed study between the elastic
test with compliances measured explanation about collocation and viscoelastic response
at 11 different time durations method can be found in [6, 14]. of a pavement section, the
(0.001, 0.003, 0.01, 0.03, 0.1, cumulative standard axles used
5.1 Analysis of a Flexible
0.3, 1, 3, 10, 30 and 100 s) is is a common entity for both
Pavement Section
recommended (FHWA, 1978) the responses and it is assumed
to cover all possible range of A flexible pavement section of to be 10 msa. The 60/70 grade
interest. This range from 0.001 5 layers is designed with the of bitumen is used in the
to100s should be able to take subgrade CBR of 5% as per bituminous mixes. The elastic
care of moving loads with both the guidelines of IRC:37-2012. modulus for granular layers
short and long duration as well The thickness of each layer and subgrade are calculated
as the change in creep as adopted from the plates using equations given in
compliances with temperature. in IRC:37-2012 are given in IRC:37-2012. The elastic
Thus using these creep Table 1 and the input parameters modulus value of granular
compliance values as an input to calculate the traffic over base (WMM), sub-base
for corresponding elastic design period are given in and subgrade are 300 MPa,
modulus at particular time Table 2. 250 MPa and 50 MPa
Table 1 Input Parameters for the Pavement Section as per IRC:37-2012 respectively. The elastic
modulus of Bituminous
S. No. Layer Type Layer Thickness
Concrete (BC) and Dense
(mm)
Bitumen Macadam (DBM)
1 Bituminous Concrete (BC) 40
together forming the bituminous
2 Dense Bitumen Macadam (DBM) 70 layer is given in terms of creep
3 Granular Base (WMM) 250 compliance values obtained
4 Granular Sub-base 300 using the creep compliance
Total pavement thickness above subgrade 660 equation of Burger model.
Equation (2) is the creep
Table 2 Input Parameters used to Calculate the Traffic during the Design compliance equation for Burger
Period model.
Input Parameters Table 3 Creep Compliance Values
Initial traffic (P) 169 CVPD at Test Temperatures
Growth rate (r) 5% Time Creep Compliance in per kPa

(Sec) 20ºC (x10-8) 40ºC (x10-8)
No. of years b/w last count and year of completion (x) 1
0.01 20.351 116.424
Lane Distribution factor (D) 1
0.03 25.108 136.979
Design period (n) 20
0.1 29.562 196.377
Vehicle Damage Factor (F) 3.5 0.3 33.553 365.868
Traffic in the year of completion of construction (A), 178 CVPD 1 46.924 959.088
A = P (1 + r)*x 3 85.129 2654
Cumulative standard axles during design period (msa) 7.5 msa 10 218.844 8586.21
N = 365*A*D*F*[{(1 + r)^n} - 1]/r
Table 4 shows the model
Traffic in first year (msa) 0.227 msa
parameters of Burger model

TECHNICAL PAPERS
at various test temperatures The standard test procedure The strain produced in a
obtained from complex modulus for dynamic modulus of viscoelastic material varies with
tests on 60/70 grade bitumen. bitumen mixes was adopted in time. It shows characteristic
The Poisson’s ratio of unbound determining the same [3]. creep behaviour with
layers is taken as 0.4. Further, the model parameters instantaneous elastic, a delayed
The burger model parameters are calculated by non-linear elastic and viscous strain. Fig.
used in this study are from a least squares regression 3 shows that the bituminous
validated research work [8]. analysis of a set of measured layer behaves viscoelastically
These model parameters were complex modulus and with the three stages of strain as
obtained by performing dynamic corresponding phase angles at shown by a viscoelastic material.
modulus tests on bitumen various frequencies and given The variation of tensile strain
mixture specimens, with temperature. These values of at the bottom of bituminous
sinusoidal stress-strain loading the parameters are used in the layer with time, at different test
suitable for linear viscoelastic present work to perform static temperatures are plotted and
material. In this test the load analysis on the pavement compared.
continuously graded bitumen section to know the tensile
mixture specimens were strains at the bottom of
subjected to sinusoidal loading bituminous layer. The
at different test temperatures illustration of the complex
and different loading modulus equation for burger
frequencies suitable to model is provided in the
describe short-term response. APPENDIX.
Table 4 Model Parameters and Material Properties of Bituminous Layer Fig. 3 Graphs Showing Variation of
Horizontal Tensile Strain at Bottom
Temperature (ºC) E1(MPa) η1(MPa.s) E2(MPa) η2(MPa.s) Poisson’s ratio
of Bituminous Layer with Time
20 6202 5235 8548 202 0.35 at 20º and 40ºC
40 1164 118 3888 20 0.5
5.3 Comparison between
Standard single axle dual wheel considering the bituminous Elastic and Viscoelastic
configuration is considered for layer as viscoelastic material. Strains at different
the analysis work. Only the KENLAYER is used to analyse Temperatures
outer set of wheels is considered the distress in the flexible Elastic nature of bituminous
to evaluate the pavement pavement layers. Key inputs layer does not consider the
responses. The legal single for linear viscoelastic analysis time dependency of strain.
axle load of 80 kN with dual are traffic loading, temperature It grossly under predicts the
tires having centre to centre and time dependent material strains that are obtained at high
spacing of 31 cm is considered properties. The stresses, strains temperatures. With the increase
for the study. The tire pressure and deformations are obtained
is assumed as 0.56 MPa. The in temperature, bituminous
at critical locations. The tensile layer being viscoelastic shows
contact radius is calculated for
strains are observed at the more of viscous nature. Thus,
above load and tire pressure
bottom of bituminous layer the tensile strains observed are
comes out to be 10.6 cm.
after 0.1 second of application higher at high temperatures for
5.2 Method of Analysis of stress. In the analysis the viscoelastic bituminous layer.
Analysis is carried out tolerance is kept as 0.1%. The horizontal tensile strains at

TECHNICAL PAPERS
the bottom of bituminous layer for variation of horizontal strain at the top of subgrade
at various temperatures tensile strain at the bottom of is also compared considering
are obtained considering bituminous layer is plotted bituminous layeras viscoelastic.
bituminous layer behaving against temperature for material Fig.6, shows the variation of
linearly elastic and linearly behaving elastically and these strain values with increase
viscoelastic separately using viscoelastically are shown in in temperature.
KENLAYER. The graphs Fig. 4.
Fig. 6 Comparison of Tensile Strain

at Bottom of Bituminous Layer with
the Vertical Compressive Strain at
the Top of Subgrade at Different
Temperatures
Fig. 4 Comparison of Elastic and Viscoelastic Strain at the Bottom
of Bituminous Layer with Variation of Temperature 6 RESULTS AND FUTURE
SCOPE
The increase in horizontal is provided by IRC:37-2012.
tensile strain at the bottom Fig. 5 shows the variation The effects of temperature
of bituminous layer has a of allowable number of load on strain at critical locations
great impact on the fatigue repetitions (Nf), before fatigue of a flexible pavement
life of bituminous layer. The cracking obtained from the with bituminous layer as
relation between allowable equation given for fatigue viscoelastic, has been addressed
number of load repetitions model in IRC:37-2012 for 80% in this paper. The following
for fatigue (cracking) failure reliability. conclusions are drawn from the
and horizontal tensile strain study.
● The horizontal tensile
strain at the bottom of
bituminous layer is found
to show three stages,
representing the character-
istic creep behaviour of a
viscoelastic material. It
shows an instantaneous
elastic response, a delayed
time-dependent strain and a
viscous strain.
Fig. 5 Comparison of Variation of Fatigue Life of Bituminous Layer with ● The effect of viscoelasticity
Temperature has a significant impact on
The effect of temperature on bottom of bituminous layer horizontal tensile strain at
horizontal tensile strain at the and the vertical compressive higher temperature of 40ºC.

TECHNICAL PAPERS
Even at 35ºC which is the that LVE nature of HMA Rheology and Asphalt Concrete
Mix Properties”, Journal of the
mean temp adopted by IRC, is incorporated into the Association of Asphalt Paving
the increase in strain can be analysis program. Technologists, Vol. 60, p. 80-120.
observed from 254 to 340 ● Linear viscoelastic analysis 4. Huang, Y.H, “Pavement Analysis
micro strains for the chosen and Design” 2nd edition, Pearson
is considered in this Education Ltd., London, 2004.
pavement section. paper. The Non-linear 5. IRC:37-2012, “Guidelines for the
● The fatigue life of Viscoelastic analysis of Design of Flexible Pavements”,
bituminous layer decreases pavements can also be done Indian Roads Congress.
6. J.W. Maina, J Anochie-Boateng, K
by almost 60% as the at different temperatures. Matsui, (2011) “Application of
temperature increases from ● The validation of LVE Visco-Elastic Models to Flexible
20 to 40ºC. The allowable theory can further be done Pavement Analysis”, 10th Conference
on Asphalt Pavements for Southern
number of load repetitions by obtaining creep Africa. Paper No. 51.
on the pavement section compliance curve from the 7. Levenberg, E. (2009). “Viscoplastic
decreases considerably. creep tests on bituminous Response and Modelling of Asphalt
Aggregate Mixes.” Mater. Struct.,
● The increase in temperature mixtures and then 42(8), 1139–1151.
has much higher effect on comparing it with the creep 8. Nilson, R.N., Hopman, P.C., and
horizontal tensile strain at compliance obtained by the Isacsson, U., 2002. Influence of
Different Rheological Models on
the bottom of bituminous mathematical models. Predicted Pavement Responses in
layer when compared to the Flexible Pavements. International
7 REFERENCES
vertical compressive strain Journal of Road Materials and
1. ASTM. (2003), “Standard Test Pavement Design (RMPD), Vol. 3,
on the top of subgrade. Method for Dynamic Modulus of Issue 2.
● To determine pavement Asphalt Mixes”, ASTM D3497-79. 9. Schapery R. A (1961), “A Simple
structural responses more 2. Christensen, R.M (2003), “Theory of Collocation Method for Fitting
Viscoelasticity”, Dover Publications, Viscoelastic Models to Experimental
accurately in terms of Mineola, NY. Data” GALCIT SM 61-23A,
stresses, strains and 3. Goodrich, J.L., 1991. “Asphaltic California Institute of Technology,
displacement, it is important Binder Rheology, Asphalt Concrete Pasadena, CA.
8. APPENDIX
8.1 Dynamic Modulus Test
The creep compliance and the dynamic modulus are two fundamental linear viscoelastic properties.
Dynamic sinusoidal tests are more suitable to describe the short-term response. When a viscoelastic
material is subjected to a sinusoidally varying stress, a steady state is eventually reached in which the
resulting strain is also sinusoidal, having the same angular frequency but lagging in phase by an angle
δ. Phase angle is an indicator of the viscous (or elastic) properties of the viscoelastic material.
For one-dimensional case of a sinusoidal loading, the applied stress and the corresponding strain can
be expressed in a complex form by equations 4.0 and 4.1, respectively
... (4.0)
... (4.1)
where σ is the applied stress, σ0 is the stress amplitude, ε is the strain response, ε0 is the strain amplitude,
ω is angular frequency of loading, t is time, δ is the phase angle related to the time the strain lags
behind the stress.
From equations (4.0) and (4.1) the complex modulus, E*(i ω), is defined as the complex quantity in
equation (4.3),

TECHNICAL PAPERS
... (4.3)
The dynamic modulus, |E*| is the absolute value of the complex modulus given by equation (4.4) as,
... (4.4)
8.2 Complex Modulus Equation for Burger Model

Burger model is a rheological model which can show the viscoelastic nature mathematically. The strain
response for a constant stress applied shows a characteristic curve of viscoelastic material showing
creep deformation in three stages. It involves an instantaneous elastic response, a delayed elastic
response and a viscous creep response with constant rate.
Fig. 6 The Burger Model
The total strain in a Burger model can be written as:

ε = ε 1 + ε 2 + ε 3 ... (4.5)
Further, the stress-strain relationship for each component can be written as:
... (4.6)
From equation (4.5),

ε 3 = ε – ε 1 – ε 2 ... (4.7)
... (4.8)
Substituting equation (4.7) in (4.8),
... (4.9)
Differentiating equation (4.9) with respect to time, t

TECHNICAL PAPERS
Rearranging the like terms together we get,
... (5.0)
Multiplying equation (5.0) with we get,
... (5.1)
Equation (5.1) can be written in a simplified general form as:

... (5.2)
Writing equation (5.2) as a function of the differential operator D = , yields

Giving the complex modulus of Burger model, E(D) as,
... (5.3)
And the coefficients αi in equation (5.3) are,

By using the correspondence principle, it is possible to use the static analysis to obtain solutions in
viscoelastic problems. First, the method of Fourier transform is utilized to remove the time variable
from the complex modulus shown in equation (4.8), and thus transforming it into a frequency domain.
Thereafter the experimentally determined complex modulus of the asphalt concrete specimen is
equated with the complex modulus equation in frequency domain, which no longer contains differential
operator. These equations are solved using nonlinear least squares regression algorithm to obtain the
model parameters at various temperatures and for various loading frequencies.
8.3 Creep Compliance Equation for Burger Model
In static load analysis of pavement, the total strain of the Burger element is given by equation (4.5)
as,

ε3, is the resultant strain of the Kelvin element used in the Burger model. So, equation for ε3 is obtained
as follows:
We know that,

TECHNICAL PAPERS
Under the application of constant stress,

On rearranging we get,

Integrating with respect to t on both sides we get,

The term , is called as relaxation time (T). Finally equation (4.5) can be written as,
... (5.4)
Thus, creep compliance equation for Burger model can be written as equation (5.5),
... (5.5)
Obituary
The Indian Roads Congress express their profound sorrow on the sad demise of
Late Shri Kamal Prasad Alloy, BE, MIE, (LM--4206), Resident of Santa Bhawan, Near diesel
Power House, P.O. Gangtok, East Sikkim. Born on 14th March, 1938, Shri Alloy was enrolled as
member of Indian Roads Congress on 21st May, 1968. He was an active member IRC.
May his soul rest in peace.
The Indian Roads Congress express their profound sorrow on the sad demise of Late Shri R. Nagaraja,
BE ©, M.Tech, (LM-13773), Resident of 162/D, 3rd Cross, JP Nagar, 3rd Phase, Bangalore. Born on
7th January, 1935, Shri Nagraja was enrolled as member of Indian Roads Congress on 19-7-1985. He
was an active member IRC.
May his soul rest in peace.

Ministry of Road Transport & Highway’s Circular

Circulars and Annexures are available on Ministery’s Website (www.morth.nic.in) and same are also available in Ministery’s Library.




Obituary
With heavy heart it is regretfully informed that our illustrious colleague Shri C.R. Alimchandani, Chairman,
STUP Consultants Pvt. Ltd., Mumbai has left for his heavenly abode on 12th July, 2015 at his residence in
Mumbai. He graduated in Civil Engineering in 1957 from University of Pune and obtained PG Diploma in
Prestressed Concrete in 1959 from France. He associated with STUP Consultants Pvt. Ltd. since its inception
in 1963 and rose to the level of an institution in Structural Engineering, who enlightened battery of engineers
through his articles, lectures, workshops in national and international conferences and technical publications,
working in India and abroad. He had number of professional affiliations and awards in his credit including:
● Member, IRC Council for a very long period
● President, IE (India),1985
● Fellow INAE, since1987.
● VP, FIP for over a decade and Chairman, IMC-fib of IE (India)
● Member, TC, IABSE Zurich from 1995 to 2003
● Chairman of the Organizing Committee for the fib 2014.
● ACTIM Medal by the Government of France in 1967.
● FIP Medal in 1986
● Gold Medal in 2002 by the Japanese Constn. Industry at the 2002 fib Congress at Osaka.
● International Award of Merit in Structural Engineering by IABSE, Zurich in 2002 in recognition of his
lifetime contribution to the development of Prestressed Concrete in 36 countries of Asia, ex-USSR and
Africa.
● Silver Medal for the UKIERI for outstanding contributions to Concrete Science, Technology,
Design and Construction.
● Award for the tallest Natural Draught Cooling Tower in the World – 202 m high.
IRC Fraternity expresses heartfelt condolences to his wife, Smt. Nirmala Alimchandani, his two sons,
Shri Abhin Alimchandani and Shri Souren Alimchandani and their family members. May his soul rest
in peace.

Delhi Postal Registration No. DL(C)-01/1048/2015-2017
UNDER ‘U’ NUMBER U-(SE)/31/2015-2017
at N.D. PSO on dated 28-29.07.2015 LICENCE TO POST
Newspaper Regd No. 25597/73 WITHOUT PREPAYMENT
PUBLISHED ON 31 JULY 2015
INDIAN HIGHWAYS AUGUST 2015
VOL: 43 Issue: 8 Total Pages 68 AUGUST 2015 Price ` 20
THE ISSUE IS DEDICATED TO THE 'TRUE SON OF BHARATMATA’
PM Modi's Mann ki Baat on 26.07.2015 touched road accidental

death of Vinay Jindal (20) BBA Student in Delhi on July 20, 2015
Edited and Published by Shri S.S. Nahar, Secretary General, Indian Roads Congress, Jamnagar House,
Shahjahan Road, New Delhi on behalf of the Indian Roads Congress. Printed by Shri S.S. Nahar on behalf of https://irc.gov.in
the Indian Roads Congress at India Offset Press, A-1, Mayapuri Industrial Area, New Delhi-110 064. 14000

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Delhi Postal Registration No.

VOL: 43 Issue: 8 Total Pages 68 AUGUST 2015 Price ` 20

THE ISSUE IS DEDICATED TO THE 'TRUE SON OF BHARATMATA’

PM Modi's Mann ki Baat on 26.07.2015 touched road accidental

Volume 43 Number 8 August 2015

Page Technical Papers

Manju Suthar Praveen Aggarwal

M.N. Dekate Dr. S.P. Pajgade

40 Analysis of Flexible Pavements for Viscoelastic Response

Girish Kumar Deepthi Mary Dilip G.L. Sivakumar Babu

50-55 MoRT&H Circulars

An Attempt to pay Tribute to an Intellectual of

4 INDIAN HIGHWAYS, August 2015

Place : New Delhi Sajjan Singh Nahar

INDIAN HIGHWAYS, August 2015 5

A view of the Dais

6 INDIAN HIGHWAYS, August 2015

Shri Sajjan Singh Nahar, Secretary General,

INDIAN HIGHWAYS, August 2015 7

Shri Syed Mohammad Altaf Bukhari, Hon'ble

8 INDIAN HIGHWAYS, August 2015

A view of Audience during Inaugural Function

INDIAN HIGHWAYS, August 2015 9

S. No. Title of the Document

10 INDIAN HIGHWAYS, August 2015

Shri Anil Kumar, Vice-President, IRC proposed

The IRC Council in its 206th Meeting held on

INDIAN HIGHWAYS, August 2015 11

Nominations There will be a Search Committee consisting minimum three members,

12 INDIAN HIGHWAYS, August 2015

INDIAN HIGHWAYS, August 2015 13

The second Technical Session was held on empowerment of the weaker/marginalized

14 INDIAN HIGHWAYS, August 2015

Shri Sajjan Singh Nahar, Secretary General, IRC

INDIAN HIGHWAYS, August 2015 15

3. ELIGIBILITY AND SELECTION OF THE AWARDEE

16 INDIAN HIGHWAYS, August 2015

1. Name of the Nominee:

Date: _____________________ Signature _____________________

Place : __________________ Name & Designation of the Sponsor with Seal

INDIAN HIGHWAYS, August 2015 17

3. ELIGIBILITY AND SELECTION OF THE AWARDEE

18 INDIAN HIGHWAYS, August 2015

1. Name of the Nominee:

Place : __________________ Name & Designation of the Sponsor with Seal

INDIAN HIGHWAYS, August 2015 19

3. ELIGIBILITY AND SELECTION OF THE AWARDEE

20 INDIAN HIGHWAYS, August 2015

Date: _____________________ Signature _____________________

Place : __________________ Name & Designation of the Sponsor with Seal

INDIAN HIGHWAYS, August 2015 21

22 INDIAN HIGHWAYS, August 2015

* Research Scholar, E-mail: manju.manni4@gmail.com, ** Professor, E-mail: praveen_agg@hotmail.com,

INDIAN HIGHWAYS, August 2015 23

A review of various studies essential to achieve effective

24 INDIAN HIGHWAYS, August 2015

Physical Property Bera et al. (2009) Havanagiet al. (2011)

INDIAN HIGHWAYS, August 2015 25

26 INDIAN HIGHWAYS, August 2015

Lime PG Contents Standard Proctor Compaction Modified Proctor Compaction

INDIAN HIGHWAYS, August 2015 27

28 INDIAN HIGHWAYS, August 2015

INDIAN HIGHWAYS, August 2015 29

Place : New Delhi Sajjan Singh Nahar

Date: _ Signature _

Date: _ Signature _