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SEPTEMBER, 2022
Volume: 50 § Number: 09 § Total Pages: 84
A View of Costal Highway on Dwarka - Probandar section of NH-51, in Gujarat
https://www.irc.nic.in
INDIAN HIGHWAYS
Volume : 50 § Number : 9 § SEPTEMBER 2022 § ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934
CONTENTS
Ø From the Editor’s Desk 4-5
Ø Letter to Editor 6
Ø Important Announcement 6
Ø IRC Technical Committees Meeting Schedule for the Month of September 2022 81
Ø Advertisements 2, 7-17, 45, 83 & 84
Technical Papers
Ø Precast Reinforced Concrete three Radius Arch Pipe Culvert Bridges 18
By Aswathy S Nair & Dr. R. K. Ingle
Ø A Rational Approach for the Analysis and Design of Jointed Plain Concrete Pavement with Non-Standard Dimensions 28
By Swati Roy Maitra & Atasi Das
Ø Design of Reinforced Earth Retaining Wall in Submerged Condition 36
By Dr. S. K. Bagui, Dr. A.K. Sahu, Vishal Rathore, Saurabh Kumar & Satyabroto Mitra
Ø Notifications 46-81
Ø MoRT&H Circular 82
FEEDBACK
Suggestion/Observation on editorial and Technical Papers are welcome and may be sent to IRC Secretariat on
Email-indhighways@gmail.com/dd.irc-morth@gov.in
Publisher & Editor: Sanjay Kumar Nirmal, Secretary General, IRC

E-mail: secygen.irc@gov.in
Headquarter: IRC Bhawan, Kama Koti Marg, Sector-6, R.K. Puram, New Delhi-110 022.
Phone Nos.: +91-11-26171548 (Admn.), 23387140 & 23384543 (Membership, Tech. Papers and Indian Highways),
23387759 (Sale), 26185273 (Tech. Committees)
No part of this publication may be reproduced by any means without prior written permission from the Secretary General, IRC.
The responsibility of the contents and the opinions expressed in Indian Highways is exclusively of the author(s) concerned. IRC and the Editor
disclaim responsibility and liability for any statements or opinion, originality of contents and of any copyright violations by the authors. The
opinion expressed in the papers and contents published in the Indian Highways do not necessarily represent the views of the Editor or IRC.
Printed at: M/s B. M. Printing & Writing Papers Pvt. Ltd, (H-37, Sector-63, Noida), (UP) ` 20
GATI SHAKTI: THE NATIONAL MASTER PLAN
We are celebrating the Azadi Ka Amrit Mahotsav commemorating 75 years of independence
and the glorious history of Indian people, culture and achievements. This Mahotsav is dedicated
to the people of India who have not only been instrumental in bringing India thus far in its
evolutionary journey but also hold within them the power and potential to enable Prime
Minister's vision of activating India 2.0, fuelled by the spirit of Aatmanirbhar Bharat. Our
Hon'ble Prime Minister last year launched the Gati Shakti – National Master Plan for Multi-
modal Connectivity on 13th October, 2021 with aim to bring 16 Ministries including Ministry of
Road, Transport & Highways and Railways together for integrated planning and coordinated
implementation of infrastructure connectivity projects. Under this plan all 16 Ministries instead
of planning & designing domain areas infrastructure scheme like Bharatmala, Sagarmala,
inland waterways, dry/land ports, UDAN etc. and economic Zones like textile clusters,
pharmaceutical clusters, defence corridors, electronic parks, industrial corridors, fishing
clusters, agri zones separately in silos, they have to design and execute it with a common vision
to improve connectivity & make Indian businesses more competitive. The Gati Shakti Master
Plan is designed to enhance efficiency and have an integrated approach by use of latest satellite
imagery for visual understanding, coordination among all the stakeholders; synchronization in
implementation of projects; planning tools for route planning, land acquisition, permissions and
congestion reduction and dashboard based periodic monitoring for progress. The Gati Shakti is
ensuring that in coming years country does not waste money or time due to lack of coordination
in infrastructure projects. Everything, from roads to railways, from aviation to agriculture,
various ministries and departments would be linked.
We know that Resilient Transport infrastructure is critical for peoples' well-being, quality of
life, and economic prospects. Transportation is one of the most effective drivers for propelling
economic development. Various modes of transport are being used for movement of people and
goods. Our transport sector is large and diverse, with road transport contributing the major
share. In India, since beginning, in all “The Five Year Plans” Transport sector is accorded
importance. This is evident from budgetary allocations and stress given to have a systematically
planned Transportation System in the country.
The present focus of the government is to bring about efficiency in transportation of goods and
passengers. At the national level, efficient movement of cargo is gaining importance to reduce
the cost of transportation – currently the logistic cost in India is almost 14% of GDP as against
the global average of 8% of GDP. For Indian products to become competitive in the international
market, the logistic cost needs to be brought down significantly. This can be done by using the
most optimal mix of various modes of transport along with locating the Inland Container
Depots, Container Freight Stations and Air Freight Stations at optimal locations. These together
would reduce the logistic cost, thus bringing down the cost of products. Quality of infrastructure
is among the biggest hurdles facing the Indian government's ambitious programme, called
4 INDIAN HIGHWAYS SEPTEMBER 2022
“Make in India,” which aims to improve the nation's manufacturing capabilities and support
higher growth for generating employment.
Gati Shakti is different from the already announced national infrastructure pipeline and national
monetisation pipeline projects. Gati Shakti master plan is more about bringing the coordination
for the planning of all infrastructure connectivity projects that have been announced under the
national infrastructure pipeline. The Gati Shakti master plan will bring maximum planning and
coordination and minimise delays between the various ministries. The master plan would be
focusing more on ending inter-ministerial silos. Gati Shakti master pÏan will lead to optimum
utilisation of resources. It not only brings together the government process and its various
stakeholders but also helps to integrate different modes of transportation which is an extension
of holistic governance. The Rs. 100 lakh crore Gati Shakti plan envisages a centralised portal
comprising all existing and planned infrastructure initiatives of as many as 16 Central Ministries
and Departments for integrated planning and coordinated implementation of infra connectivity
projects. With the development of quality infrastructure, India can realize the dream of
becoming the business capital of the world.
The Gati Shakti programme marks a paradigm shift in decision making to break the silos of
departmentalism. In the proposed Plan, all the existing and proposed economic zones have been
mapped along with the multimodal connectivity infrastructure in a single platform. Individual
projects of different line Ministries would be examined and sanctioned in future within the
parameters of the overall Plan, leading to synchronisation of efforts. Gati Shakti will bring
synergy to create a world class, seamless multi-modal transport network in India. The National
Master Plan will employ modern technology and the latest IT tools for coordinated planning of
infrastructure. A GIS-based Enterprise Resource Planning system with 200+ layers for
evidence-based decision-making is one example. The use of satellite imagery for monitoring is
another. Digitisation will play a big role in ensuring timely clearances and flagging potential
issues, and in project monitoring as well. MoRT&H is implementing several initiatives to
improve the logistics efficiency and promote multi-modal connectivity across the nation.
Our country needs to develop quality, reliable, sustainable and resilient infrastructure, including
regional and trans-border infrastructure to support economic development and human well-
being, with a focus on affordable and equitable access for all. The rapid growth in transport
infrastructure and services over the past decades has created new demands and challenges for
the transport sector. Fast economic growth contributed to high rates of urbanization, rising
traffic accident rates, new capacity constraints, and significant increase in asset preservation
requirements to meet the fast expansion of transport assets.
(Sanjay Kumar Nirmal)

Secretary General, IRC and
Director General (RD) & SS, MoRT&H
INDIAN HIGHWAYS SEPTEMBER 2022 5

LETTER TO EDITOR/ANNOUNCEMENT
Respected Secretary General IRC,
I am glad to inform you that I have completed fifty (50) years as a Member of the Indian Roads Congress
(IRC). My Membership with IRC was very rewarding and provided me up to date technical information
related to highway engineering, highway construction and related technical research in India.
For last almost 50 years I am settled in the United States (US). In those years I have engineered and managed
various mega projects in US and other countries. I always kept in touch with IRC thru IRC magazines and
highway engineering activities in India.
I am proud that I am a life member of the IRC for last fifty years who provided me technical information
related to the highway engineering, I sincerely thanks IRC for that.
I am looking forward to attend one of the IRC conference/meeting in near future and share my over 50 years
of engineering and management experience with IRC members.
Thanks
Sincerely
Uday A Kumthekar,
IRC Life Member No.- 5418
Email: ukumthekar@aol.com
US Mobile No.(513)739 7120
Liberty Township, Ohio, USA

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TECHNICAL PAPER
PRECAST REINFORCED CONCRETE THREE RADIUS

ARCH PIPE CULVERT BRIDGES
1 2
A SN D .RKI
ABSTRACT
Three radius arch pipe composite bridges or culverts are provided under a roadway or railway as a cross drainage system
carry over the stream or as an underground tunnel or as an animal pass structure. Three radius arch pipe culverts, a complex
shaped pipe having three radii are using nowadays as a substitute to conventional type of culverts such as circular culvert and
box culverts. In this study, the various geometrical and structural features of the arch pipe are investigated using the
international codes Swedish standards, CHBDC (2014) and AASHTO LRFD (2017) and ASTM C 506 specification. The
strength of pipe is evaluated by means of three edge bearing test. The three radius arch pipe is proven to the best owing to the
advantages of its geometrical shape and hydraulic benefits compared to circular pipe and box culverts.
1. INTRODUCTION performance of the arch pipe and its comparison is made

with circular pipes having equivalent size.
Three radius arch pipe bridges owing to its advantages are
getting used as all kinds of bridge crossings more often as 2. THREE RADIUS ARCH PIPE
an economic solution compared to the conventional steel
and concrete bridges. These are being used for small to Precast reinforced concrete arch pipe is started using now a
medium span cases up to 25 m and in locations where days as substitute to the conventional type of culverts such
construction time is less and continuity in traffic is as circular pipe culverts, box culverts and arch culverts.
required. Generally, rectangular or circular in shape, bridge Reinforced arch pipe can be used for highway culverts,
culverts are constructed on rivers and canals. railway culverts, short span highway bridges, storm drains,
utility tunnels etc. It is ideal for a variety of conditions such
Various shapes of culverts are being in use include circular as space constraints, limited fall and insufficient depth for
shape, elliptical shape, arch shape, pipe arch etc. Among circular pipe. A three radius arch pipe is a pipe with three
these, three radius arch pipe is now started gaining popularity radii and nearly flattened bottom. It consists of three radii,
as a substitute to circular or box shaped culverts. But there are top radius, bottom radius and corner radius. The bottom
no guidelines as per Indian codes of standards for the analysis radius is larger and the corner radius is the smallest. Fig. 1
and design of arch pipe. The minimum depth of cover above
shows the cross-section of a three radius arch pipe culvert
the conduit is determined using the guidelines provided in
Swedish, Canadian (CHBDC 2014) and American and Photo 1 shows precast reinforced concrete arch pipe.
(AASHTO LRFD 2017) codes for highway bridges.
3. GENERAL FEATURES
In this Paper, some guidelines and features of precast 3.1 Geometry
concrete three radius arch pipe are discussed. The
geometry of pipe is discussed with reference to ASTM C The dimensions of arch pipe can be taken from ASTM C
506 (2013). The minimum depth of cover above the 506 (2013 a) which is the standard specification for
conduit is determined, and the requirements and reinforced arch culvert and is given in Table 1. The culvert
construction guidelines of arch pipe are discussed. A three geometry can be modeled using the following expression
edge bearing test is conducted to evaluate the mechanical given in ASTM C506 (2013).
1 M.Tech Student, Email: aswathysnair23582@gmail.com

2 Professor, Email: rkingle@apm.vnit.ac.in } Department of Applied Mechanics, Visvesvaraya National
Institute of Technology, Nagpur, Maharashtra

TECHNICAL PAPER
Fig.1 Three Radius Arch Pipe Culvert Photo 1 Precast Concrete Arch Pipe
(https://line.17qq.com)
Table 1 Dimensions of Arch Pipe (ASTM C 506: 2013a.)
Approximate Span, Rise, Water R1, R2, R3, A, B, C,

Equivalent Round mm mm Area, m2 mm mm mm mm mm mm
Size, mm
375 460 280 0.1 580 270 102 10 119 128
450 560 345 0.15 700 350 135 15 154 145
525 660 395 0.2 900 375 135 20 160 195
600 725 460 0.26 1035 370 115 90 151 248
750 920 570 0.41 1300 475 155 95 192 305
900 1110 675 0.59 1575 570 160 105 215 395
1050 1300 795 0.82 1855 665 190 130 248 460
1200 1485 915 1.06 2135 760 220 155 291 523
1350 1650 1015 1.33 2350 850 250 165 336 575
1500 1855 1145 1.64 2670 955 285 190 380 643
1800 2235 1370 2.38 3200 1145 320 225 436 798
2100 2590 1575 3.21 4130 1320 355 255 473 940
2250 2920 1830 4.13 4650 1500 490 330 611 970
2400 3100 1960 4.8 5535 1575 510 385 614 1040
2700 3505 2215 6.13 6835 1790 570 425 725 1183
3000 3910 2460 7.6 7655 1980 610 480 741 1345
3300 4285 2705 9.21 8355 2175 685 530 840 1458

TECHNICAL PAPER
......... changing as the depth of cover changes. The live load will
......... get distributed through the soil fill and as the depth
increases, the intensity of live load on the pipe decreases.
CHBDC (2014), AASHTO LRFD (2017) and Swedish
.........
Code provide formulae to determine the minimum soil
cover above the soil steel composite bridges. According to
......... CHBDC (2014), the minimum depth of cover (hc) above
the conduit should be maximum of the following.
.........
.........
Where R1, R2 and R3 are the bottom radius, top radius and where, hc is the depth of cover soil.
corner radius, H is the rise of pipe and A, B and C are the
dimensions marked in Fig. 1.
3.2 Soil Material Requirements

Since the three-radius arch pipe is using as a soil steel
composite bridge, the properties of soil and the interaction
between the structure and the soil plays an important role on
the performance or arch pipe. The arch pipe should be placed
on prepared bedding and it should be provided with
structural backfill on either side of the pipe and on the top of
the pipe. Fig. 2 shows the soil filling requirements as per
Lars Pettersson et.al (2014). Fig. 2 Soil Material Requirments
Table 2 Minimum Soil Cover Depth
i. The soil below the arch pipe should be prepared soil
and it should be filled more than 0.3 m in depth below Minimum depth of cover, m
the bottom most point and it should be placed with a SL Span Rise
No. (D) m (H) m CHBDC AASHTO Swedish
slope 1: n on either sides to a depth more than 0.2 times LFRD Design
the span of pipe.
1 1.485 0.915 1.054 0.300 ≥0.5
ii. On either sides of the pipe engineered soil should be
filled to a distance half of the span of pipe. The 2 1.65 1.015 1.057 0.300 ≥0.5
properties of soil should be same as 1. 3 1.855 1.145 1.050 0.300 ≥0.5
iii. The depth of soil backfill on the top of pipe should be
4 2.235 1.37 1.065 0.300 ≥0.5
more than minimum depth of cover as discussed in
section 3.1. The density of material provided as cover 5 2.59 1.575 1.082 0.324 ≥0.5
should be the average of densities of soil provided in
6 2.92 1.83 1.018 0.365 ≥0.5
the region 1, 2 and 4. The soil can be gravelly sand or
sandy silt or silty clay. 7 3.1 1.96 1.001 0.388 ≥0.5
iv. There should be minimum 0.3 m base course material 8 3.505 2.215 1.002 0.438 ≥0.5
above the soil filling on the top of pipe.
9 3.91 2.46 1.011 0.489 ≥0.5
v. All the soil in the region 1, 2, 3 and 4 should be
thoroughly compacted to the required standard 10 4.285 2.705 1.004 0.536 ≥0.5
proctor density. Dh is the horizontal dimension or span (D)
Dv is the vertical dimension or rise of structure.
3.3 Minimum Depth of Cover
As per AASHTO LRFD (2017), the minimum soil cover
The depth of soil backfill above the conduit is termed as depth above the conduit should be,
cover depth and there is a minimum value of soil cover for hc = D/8 ≥ 0.30 m (7)
each pipe depending on the shape, span and rise of these According to Swedish design standards, the minimum soil
structures. The pressure due to vehicle load will be cover depth above the pipe should be more than 0.5 m. The

TECHNICAL PAPER
calculated values of minimum soil cover depth for arch compared to circular pipe and box culvert. Table 3 shows
pipes of various spans and rise using the above formulae the dimensions of arch pipe and the equivalent circular pipe
are given in Table 2. and box culverts with the resultant water area. It is obtained
that arch pipe is suitable for limited headroom with
3.4 Hydraulic and Structural Benefits of Arch Pipe improved hydraulic capacity. In the case of sites having
depth constraints, the arch pipe can be provided instead of
Even though the shape of arch pipe is more complex providing multiple numbers of circular pipes and box
compared to circular pipe culvert and box culverts, the arch culverts having smaller section.
pipe has greater advantages in terms of hydraulic and
structural aspects. Fig. 3 and 4 shows the comparison of Fig. 5 shows the comparison of hydraulic radii of arch pipe
arch pipes, equivalent circular pipe and box culvert in having a span of 2.92 m and rise 1.83 m and equivalent
terms of water area. circular pipes and boxes at various depths. Arch pipes and
circular pipes have the maximum R value when the depth of
In Fig. 3a and 3b shows the arch pipe and the approximate
flow (y) is equal to the 75% rise (H) of the pipe. It is obtained
equivalent circular pipe. It is observed that same water way
that the equivalent circular pipes have slightly greater R
area which is obtained by using a circular pipe and box
culvert could be achieved with arch pipe having greater value compared to the arch pipes whereas in the case of box
span and less height. If circular pipe of same height as in the culverts, the arch pipes have greater R value. From the Fig.
case of arch pipe is provided, then only half of water way it is clear that arch pipes are having greater R value at low
area could be achieved. And hence multiple numbers of flow conditions compared to box culverts and circular
circular pipes should have to be provided in such case pipes.
which is shown in Fig. 4. Similarly if circular pipe of same
The hydraulic efficiency of pipes depends on the hydraulic
span as in the case of arch pipe is provided, then the water
area obtained can also be obtained with arch pipe of greater radius value and arch pipes are proven to have better
span and lesser depth. hydraulic efficiency at low flow conditions. For the sites
with limited fall conditions, arch pipes are more suitable
It can be obtained that for the same water area, arch pipes and economical instead of using multiple numbers of
are more suitable to cover more length with less height circular pipes and box culverts.
(b)
(a) (c)
Fig. 3 Water Area of Concrete Pipes (a) Arch Pipe of 2.235 m span (b) Circular Pipe Equivalent to
2.235 m Arch Pipe (c) Box Culvert Equivalent to 2.235 m Arch Pipe
Fig.4 Water Area of Circular and Arch Pipes

TECHNICAL PAPER
Table 3 Water Area of Arch Pipe and Equivalent Circular Pipe
Circular Pipe Arch Pipe Box Culvert
S. No. Diameter (m) Water area (m2) Span (m) Rise (m) Water area (m2) Size (m) Water area (m2)
1 1.2 1.13 1.49 0.92 1.06 1 1.00
2 1.35 1.43 1.65 1.02 1.33 1.2 1.44
3 1.5 1.77 1.86 1.15 1.64 1.25 1.56
4 1.8 2.54 2.24 1.37 2.38 1.5 2.25
5 2.1 3.46 2.6 1.68 3.21 1.8 3.24
6 2.25 3.97 2.92 1.83 4.13 2 4.00
7 2.4 4.52 3.1 1.96 4.8 2.2 4.84
8 2.7 5.72 3.51 2.22 6.13 2.5 6.25
9 3 7.07 3.91 2.46 7.6 2.8 7.84
10 3.3 8.55 4.29 2.71 9.13 3 9.00
a) y = H
b) y = 0.75 H
c) y = 0.5 H

TECHNICAL PAPER
d) y = 0.25 H
Fig. 5 (a-d) Comparison of Hydraulic Radii
Fig.6 Reinforcement Details Fig.7 Schematic Representation of Three Edge

Bearing Test of Arch Pipe
3.5 Reinforcement
The pipe arch can be designed as beam or column elements

depending upon the predominant force. It can be designed
as singly or doubly reinforced beam element as per
IRC:112-2020. Fig. 6 shows the layout of reinforcement to
be provided. Shear stirrups should be provided wherever
required.
4. STRENGTH TEST OF ARCH PIPE
The mechanical performance of precast concrete arch pipe

can be examined by means of Three Edge Bearing Test
which is an external load crushing strength test consists of a
diametral compression test which helps to classify the Photo 2a Arch Pipe Before Test
pipes under different classes. Fig. 7 shows the schematic
representation of three-edge bearing test of arch pipe. The The three-edge bearing test has conducted on four arch pipe
test procedures should be taken as per ASTM C 497(1998). specimens. Photo 3 shows the test setup for conducting
bearing test on arch pipes. From the test, it is seen that main
VNIT Nagpur has developed a model testing facility for cracks are appeared at the top of bottom flat portion and
conducting three edge bearing test of three radius arch outer sides of the arch pipe. And hence, to enhance the
pipes. Photos 2a and 2b shows photographs of arch pipe structural capacity of these pipes further, extra mesh of
specimens before conducting the test. reinforcement should be provided on these portions.

TECHNICAL PAPER
Photo 4a and 4b shows the photographs of deformed arch pipes.
Photo 2b Test Specimens of Three Edge Bearing Test Photo 4a Cracks Observed at Bottom Flat Portion
Photo 3 Test Setup of Three Edge Bearing Test Photo 4b Cracks Observed at Outer Sides
Fig. 8 shows the comparison of strength values of precast controls should be noted on the construction drawings.
concrete arch pipe of 2.235 m span and the equivalent Some of the important things to be considered as per
circular pipe of diameter 1.8 m. It was observed that the CHBDC (2014) and IRC:122-2017 are listed below.
strength of arch pipe is greater than that of equivalent
circular pipe. The three edge bearing strength value of arch 5.1 Foundation
pipe is almost 2 times that of circular pipe. For the specific case of the foundation of a pipe-arch, the
following is recommended:
5. CONSTRUCTION
Construction procedures are the most important factor i. When the foundation comprises dense to very dense
responsible for the structural integrity of a soil-steel bridge cohesionless material or stiff to hard cohesive
and hence appropriate construction procedures and material, no treatment is required.
Fig.8 Comparison of Strength Values of Arch Pipe and Equivalent Circular Pipe

TECHNICAL PAPER
ii. For soft to firm cohesive foundations, trench done in such a way that, there are no permanent set results
reinforcement should be provided. in any portion of the wall. If struts are used to support the
iii. For loose to compact cohesionless foundations, trench conduit wall during backfilling, they should be removed
reinforcement should be provided by in-situ before they start restricting the free downward movement
compaction. of the crown. Photo 7 shows the assembling and erection of
arch pipe at site.
5.2 Bedding
The bedding on which the bottom of pipe rests, should be

composed of stone free granular material and it should be
pre-shaped in both the longitudinal and transverse
directions to accommodate the conduit invert. The top
layer of bedding, up to 200 mm thickness should be kept
un-compacted so that the ridges and valleys of the bottom
part of the pipe maintain uniform contact with the bedding
material.
5.3 Transportation
Before transporting, it should be ensured that the precast

units have gained adequate strength.
Photo 6 Lifting of Precast Arch Pipe
(https://www.flickr.com)
Photo 5 Unloading of Precast Arch Pipe

It should be loaded and unloaded carefully to and from the
delivery vehicle, and it should be adequately secured and
supported to prevent them from overturning, shifting or
being damaged during transportation. Photo 5 shows the
unloading of precast arch pipe units from the delivery Photo 7 Assembly and Erection of Arch Pipe
vehicle. (https://www.flickr.com)
5.6 Engineered Backfill
5.4 Handling
The backfill should be placed in layers not more than 300 mm
The precast products should be stored, transported and
thickness and compacted to the required density before
handled in a manner to avoid damage. The handling
placing the next layer. On the either sides of the conduit, the
process includes demoulding of precast products, their
difference in levels of backfills the transverse direction should
storage, loading and unloading, transportation to storage
not exceed 600 mm. The degree of compaction should not be
spaces and site and erection. Care should be taken in order
less than 85% of the Standard Proctor density. The backfill
to avoid stresses and damage in the precast units. Photo 6
material should be free of stones exceeding 80 mm in size
shows the handling of precast arch pipe using mobile crane
within a distance of 300 mm of the pipe and heavy
lifting equipment.
compaction equipment should be avoided within 1.0 m of the
5.5 Assembly and Erection pipe. In the proximity of the pipe light compaction equipment
should be used. Photo 8a and 8b shows the compaction of soil
The assembling and erection of the conduit wall should be backfill above and on the sides of arch pipe in site.

TECHNICAL PAPER
5.8 Joints
The joints and sealings should be done as per IS 15916:2010.

For precast reinforced concrete arch pipes, tongue and
groove joint can be provided. In tongue and groove joint, a
layer of cement paste or mortar is placed in the lower portion
of the groove and on the upper portion of the tongue of the
pipe. The tongue is then inserted into the groove of the
installed pipe until the sealant material is squeezed out onto
the interior or exterior surfaces. Fig. 9 shows an example of
section through the joint.
Photo 8a Compaction of Backfill around Arch Pipe

Photo 8b Compaction of Backfill around Arch Pipe

(https://www.flickr.com) Fig.9 Arch Pipe Joints (https://www.infolinks.com)
5.7 Headwalls and Appurtenances 5.9 Site Supervision and Control
The three radius arch pipe composite bridges are more The inspection and supervision of construction of the soil
susceptible to damage by hydraulic effect and hence it steel composite bridges should be provided as per
should be provided with headwalls and cut-off following.
appurtenances if it is designed for hydraulic purpose. When
a conduit wall at one of its ends is cut at a plane inclined to I. For three radius arch pipe composite bridges spanning
the vertical, the continuity of the ring is no longer between 3 m and 6m, an engineer should inspect the
maintained in the bevel, because of which the beveled ends work at the completion of foundation, bedding,
of the pipe should be designed as earth-retaining structures. assembly of pipe, and placement of backfill under the
Photo 9 shows the arch pipe with headwalls provided at site. haunches, up to the spring line, up to the crown, and up
to the level of minimum specified cover.
ii. For spans greater than 6 m but less than or equal to 8 m,
the inspection should be done as above and also daily
inspection under an engineer's supervision should be
made during the backfilling operations until a
minimum specified cover is attained.
iii. For structures with spans greater than 8 m continuous
inspection and supervision by an engineer should be
provided.
6. CONCLUSION
i. Precast reinforced concrete arch pipe with three radii

Photo 9 Arch Pipe with Head Wall Laid on Site and flat bottom are suitable for short span bridges and
(https://line.17qq.com) cross drainage structures.

TECHNICAL PAPER
ii. The arch pipe can be used as a superior alternative to Engineering.

multiple number of circular and arch pipes. The same 7. M., A., Perez, C., G., Butler, X., Fang. (2015). “Compute
water area can be achieved with relatively less height Critical and Normal Depths of Arch and Elliptical
compared to circular and box pipes. Pipes.” Journal of Irrigation and Drainage Engineering,
iii. Precast arch pipes are ideal for sites where space ASCE, ISSN 8, 0733-9437.
constraints and limited headroom are present. 8. George Abdel-Sayed, and Sameh, R. Salib. (2002).
iv. Precast arch pipes have hydraulic efficient cross Minimum Depth of Soil Cover above Soil Steel Bridges.
section with improved hydraulic capacity and it is
Journal of Geotechnical and Geoenvironmental
ideal for low flow conditions with less scouring.
v. From the three edge bearing test conducted on arch Engineering, ASCE, 128, 672-681.
9. A., P., Morser and Steve Folkman. (2008). Buried Pipe
pipe, it is observed that main cracks are obtaining at
the top of bottom flat portion and at the outer sides of Design. Third edition, Mc graw hill Publishing, Utah,
the pipe. An extra mesh of reinforcement shall be Logan.
provided for further enhancement of structural 10. Damian Beben. (2009). Numerical Analysis of A Soil-
capacity. Steel Bridge Structure. Journal of Road and Bridge
The arch pipes performed better than the equivalent Engineering. 4.13-21.
circular pipe in bearing test and the arch pipe yields 11. Damian Beben. (2020). Soil-Steel Bridges: Design,
greater strength. Maintenance and Durability. Geotechnical, Geological
and Earthquake Engineering, 49, 1872- 4671.
vi. The construction, handling, transportation, erection 12. Ece Erdogmus, Brian N. Skourup, and Maher Tadros.
and other related activities can be done as (2010). Recommendations for Design of Reinforced
conventional pipe culvert structures. Concrete Pipe. Journal of Pipeline Systems Engineering
and Practice, 1(1), 25-32.
REFERENCES
13. I., D., Moore. (2001). Buried Pipes and Culverts.
1. Canadian Highway Bridge Design Code. (2014) Geotechnical and Geoenvironmental Engineering
Guidelines for the Design, Evaluation and Structural Handbook, 541-567.
Rehabilitation Design of Fixed and Movable Highway 14. IRC:6-2017. Standard Specifications and Code of
Bridges, CSA International, Toronto. Practice for Concrete Road Bridges-Loads and Stresses,
2. AASHTO LRFD. (2017). American Association of Indian Road Congress, New Delhi.
State Highway and Transportation Officials. LRFD 15. IRC:112-2020. Code of Practice for Concrete Road
Design Specifications for Highway Bridges, Bridges, Indian Road Congress, New Delhi.
Washington, DC. 16. IRC:122-2017. Guidelines for Construction of Precast
3. ASTM C 506. (2020). Standard Specification for Concrete Segmental Box Culverts, Indian Road
Reinforced Concrete Arch Culvert, Storm Drain, and Congress, New Delhi.
Sewer Pipe. ASTM International, West Conshohocken, 17. IRC:SP:13-2004. Guidelines for the Design of Small
PA. Bridges and Culverts. Indian Road Congress, New
4. Bakht, B. and Mufti, A. (2015). Bridges – Analysis Delhi.
, D es ig n , S tr u ctu r al H ealth M o n ito r in g , an d 18. Indian Standard Code 783. (1985).Code of Practice for
Rehabilitation, Springer, Switzerland. Laying of Concrete Pipes, Bureau of Indian Standards,
5. Lars Pettersson, and Hakan Sundquist. (2007). Design New Delhi.
of Soil Steel Composite Bridges. Structural Design and 19. Indian Standard Code 458. (2003).Code of Practice for
Bridges, ISSN 1103-4289. P r e c a s t C o n c r e t e P i p e s ( Wi t h a n d Wi t h o u t
6. Lars Pettersson, Amer Wadi, and Kevin Williams. Reinforcement – Specification, Bureau of Indian
(2017). Structural Design of Flexible Culverts
Standards, New Delhi.
Development Trends. Archives of Institute of Civil

TECHNICAL PAPER
A RATIONAL APPROACH FOR THE ANALYSIS AND DESIGN

OF JOINTED PLAIN CONCRETE PAVEMENT WITH
NON-STANDARD DIMENSIONS
1 2
S R M A D
ABSTRACT
In Jointed Plain Concrete Pavement (JPCP), joints are provided in transverse and longitudinal directions by saw-cutting the slab up
to 1/3rd its depth to form rectangular slab panels. In India, the standard panel size for JPCP on highways is 3.5 m × 4.5 m. The 3.5 m
width of JPCP is provided considering the lane width. The lane markings are thus coinciding with the saw-cutting of longitudinal
joints. Some multi-lane highways, however, are constructed to have 8.5 m to 9.0 m wide carriageway with a single longitudinal joint
at the centre. The width of the panel thus becomes 4.25 m to 4.5 m. So, in this case, the lane markings are not coinciding with the
longitudinal joint. This results in a larger proportion of traffic being close to the central longitudinal joint as compared to the
situation where the lane markings match with the longitudinal joints for pavements with panel size of 3.5 m × 4.5 m. In India, the
design of rigid pavement is generally done considering a finite element based approach as given in IRC:58-2015, where stress charts
and equations are provided to determine the critical stresses. However, these stress charts and equation have been developed only
for a panel size of 3.5 m × 4.5 m, thus cannot be used for other panel sizes. Therefore, a separate finite element analysis is required to
estimate the critical stresses for pavements with non-standard dimensions. In the present work, a rational approach is considered
for the design of JPCP of non-standard dimensions. A three-dimensional finite element model has been developed for the analysis of
JPCP with panel dimension of 4.5 m × 4.5 m and the critical stresses are estimated. A traffic survey was carried out on a similar road
to assess the proportion of traffic near the central longitudinal joint, based on which the design traffic is estimated. Considering this
design traffic and the critical stresses obtained from the finite element analysis, the design of pavement has been done. The approach
has been utilized for design of rigid pavement on a road project in India.
1. INTRODUCTION panel width is kept as 3.5 m considering typical lane width.

For a standard two-lane highway with carriageway of 8.5 m to
In recent years, the development of road infrastructure has 9.0 m, generally two longitudinal joints are saw-cut at
become a priority area by the Government of India. Various distances of 1.5 m and 5.0 m from the left edge so that a 1.5 m
road development projects have been taken up for upgrading wide paved shoulder and two adjacent panels each having a
and widening the existing roads. In many of these projects, width of 3.5 m are formed. No joint is provided at the right
concrete pavements are constructed on several stretches of the end of the carriageway as there exists the median. The lane
highways. These pavements provide good riding quality and markings are provided to separate the 1.5 m wide shoulder
because of their high strength and rigidity, they can withstand and the two adjacent lanes of width 3.5 m each. The lane
heavy traffic with less deterioration, thus have less markings are thus coinciding with the longitudinal joints at
maintenance and longer service life. In India, Jointed Plain the side and also at the centre. Some multi-lane highways are,
Concrete Pavement (JPCP) is the most commonly however, constructed with 8.5 m to 9.0 m wide carriageway
constructed concrete pavement for highways. In JPCP, joints having a single longitudinal joint at the centre. The width of
are provided in transverse and longitudinal directions by saw- the panel thus becomes 4.25 m to 4.5 m, though the transverse
cutting the slab to form rectangular panels. The standard panel joint spacing generally remains the same as 4.5 m along the
size followed in India is 3.5 m × 4.5 m, with longer side along traffic direction (panel dimension thus formed is either 4.25 m
the direction of traffic (separated by transverse joints). The × 4.5 m or 4.5 m × 4.5 m). Lane markings are provided in such
1 Assistant Professor, Email: swati@infra.iitkgp.ac.in, Ranbir & Chitra Gupta School of Infrastructure Design and Management,
Indian Institute of Technology Kharagpur
2 Assistant Vice President– Design, Email: atasi.d@grinfra.com, GR Infraprojects Limited

TECHNICAL PAPER
a way that the standard lane width of 3.5 m is maintained. sections. The work is particularly relevant and highly
Since there is no other longitudinal joint except the central significant to the highway professionals as it provides a
one, the shoulder of width 1.5 m is also separated by lane rational basis for the design of JPCP of non-standard
markings only. Thus, in this case, the lane marking at the dimensions.
centre is not coinciding with the central longitudinal joint.
This practically causes the central longitudinal joint to 2. CONCRETE PAVEMENT IN INDIA
become the wheel path of vehicles which eventually results in
a larger proportion of traffic being close to the joint, as In India, a typical jointed plain concrete pavement consists
compared to the situation when the lane markings match with of plain cement concrete slab, Dry Lean Concrete (DLC)
the longitudinal joints for panel size of 3.5 m × 4.5 m. For the base, granular subbase over a well-compacted subgrade. A
design of pavement of such non-standard dimensions, it is 150-micron polythene sheet is also provided in between the
therefore, important to take into consideration this larger concrete slab and the DLC layer to make the interface
proportion of traffic while estimating the design traffic. smooth to account for thermal expansion and contraction
Though IRC:58–2015 has recognized this issue, however, no due to seasonal temperature variation. In JPCP, joints are
recommendation has been provided in the guideline for the provided in transverse and longitudinal directions by saw-
consideration of design traffic for such type of non-standard cutting the slab up to 1/3rd its depth within 8-24 hours of
pavements. casting. Rectangular panels are thus formed by these joints.
The standard panel size generally followed on Indian
Another important consideration is the estimation of highways is 3.5 m × 4.5 m. However, other panel sizes are
critical stresses for the design of pavement. In the design also used depending on the traffic, soil conditions and
guideline IRC:58–2015, a number of stress charts and available road width. Adjacent slab panels, along the width
equations have been developed to determine the critical of the pavement, are separated by longitudinal joints. A
stresses on the pavement based on a Finite Element (FE) 1.5-2.0 m wide shoulder is generally provided with the
analysis solely for the standard panel size of 3.5 m × 4.5 m. same Pavement Quality Concrete (PQC) on both sides of
Therefore, these charts and equations are not applicable for the pavement which may also be separated by longitudinal
determining the stresses for pavements other than the joints. Deformed tie bars are provided along the
standard dimensions. A separate FE analysis is therefore, longitudinal joints to hold the slab panels in their positions.
necessary for estimating the critical stresses for the design Perpendicular to the traffic direction, the panels are
of such non-standard pavements. separated by transverse joints, where a series of mild steel
dowel bars are provided for transferring the applied wheel
Realizing these issues, a rational approach has been load from one panel to the adjacent panel and also to
suggested in the present work for the design of JPCP of maintain the continuity of the pavement. For the design of
non-standard panel sizes. The present approach has been JPCP, the primary considerations are traffic characteristics
applied on a real life road project to design a rigid pavement which include number of commercial vehicles per day,
traffic growth rate, axle load spectrum, tyre pressure, wheel
of dimension 4.5 m × 4.5 m. This Paper describes the
base characteristics, lateral placement of axles and
application of this rational approach for the design of a
directional distribution; soil characteristics and
JPCP of dimension 4.5 m × 4.5 m for a project road stretch
temperature variations in the region. The effects of non-
on National Highway (NH) 151 in the State of Gujarat. To
linear temperature gradient during day time and linear
assess the proportion of traffic on the project road, a
temperature gradient during night time are considered in
specific traffic survey was carried out on a similar concrete design along with zero-stress temperature gradient
road. The results of the traffic survey provided the (IRC:58–2015). The standard grade of PQC is M40, with
necessary inputs in estimating the design traffic for the characteristics compressive strength of 40 MPa at 28 days.
project road in a judicious manner. For determining the Soil strength is expressed in terms of modulus of subgrade
critical stresses, a three-dimensional FE model has been reaction. The design is generally done for a period of 30
developed for a two-panel concrete pavement with panel years. The Indian Roads Congress guidelines followed are
size 4.5 m × 4.5 m separated by a longitudinal joint at its IRC:58-2015 for design and IRC:15-2017 for construction
centre. Analysis has been carried out for wheel loads of rigid pavement in the country.
placed at different locations combined with positive and
negative temperature gradients, and the flexural stresses 3. DETAILS OF THE PROJECT ROAD
are obtained for critical conditions. Considering the design
traffic and the maximum stresses obtained from the FE A road development project was taken up for up gradation of
analysis for different classes of single, tandem and tridem an existing pavement for four-laning with paved shoulder on
axles, the design of pavement is done based on critical a stretch of NH-151 in the State of Gujarat. The existing
stress criteria and cumulative Fatigue Damage Criteria carriageway had flexible pavement with two lanes and paved
(PCA, 1984). The details of the design approach along with shoulder. The upgradation was considered for the entire
the modelling technique are discussed in the following stretch with four-lane rigid pavement divided carriageway

TECHNICAL PAPER
having a total width of 18 m. This included 1.5 m wide paved actually falls within the carriageway, the lane markings are
shoulder on both sides and 500 mm shyness marking on not matching with the longitudinal joints for larger panel
either side of the median. Field surveys and material width. As a result, a greater proportion of traffic will move
investigations were carried out on the project stretch which along the central longitudinal joint leading to a higher
provided the required inputs for the design of pavement. design traffic as compared to that for JPCP with 3.5 m wide
Material investigations included evaluation of existing
panel. Therefore, for the design of such non-standard
subgrade soil, evaluation of alignment soil in widening areas
and evaluation of borrow earth materials. Based on the soil pavements, two major steps have been considered in the
test results, the effective CBR for subgrade was adopted as present work, which are (a) development of a finite element
10%. Pavement condition survey was carried out and the model for JPCP of panel size of 4.5 m × 4.5 m for the
pavement distresses in terms of cracking, potholes, ravelling, estimation of critical stresses on the pavement and (b)
rutting etc. were measured along with embankment and determination of the proportion of traffic on the road by
drainage conditions. Based on the survey, the condition of conducting a specific traffic survey for estimation of design
the existing pavement was found as fairly good. The existing traffic. The details of the design approach with finite
pavement composition survey was carried out by digging element modelling and the determination of design traffic
trial pits on the carriageway and at junctions of pavement are discussed in the following sub-sections.
and shoulder. The existing pavement had bituminous
surfacing of thickness ranging from 60 to 280 mm and
granular layers of thickness ranging from 220 to 585 mm. 4.1 Development of Finite Element Model
Traffic surveys were carried out which included origin-
destination survey, axle load survey and classified volume A three-dimensional (3D) finite element model has been
count survey. The axle load survey on the project road developed in the present work for the JPCP of the project
indicated that there was a wide range of traffic including bus, road using the commercial structural analysis software
light and few heavy commercial vehicles, with single, ANSYS (ANSYS, 2017). In developing the FE model, two
tandem and tridem axles. The highest load groups with adjacent slab panels of the pavement have been considered
single, tandem and tridem axles were 155-165 kN, 320-340 with a single longitudinal joint in between. Each panel has
kN and 440-470 kN, respectively and the lowest load groups the dimension of 4.5 m × 4.5 m with a thickness of 280 mm.
with single, tandem and tride max les were below 85 kN, Foundation is considered to be composed of 150 mm thick
below 180 kN and below 230 kN, respectively. The DLC base, 150 mm thick granular subbase and compacted
percentage of vehicles in the highest load groups were 0.2%, subgrade as used in the project stretch. For the subgrade
0.8% and 1.2% for single, tandem and tridem axles CBR of 10% as obtained from the soil investigation results,
respectively; whereas 90.2% of the single axle vehicles were the corresponding modulus of subgrade reaction is taken as
in the load group below 85 kN, 74.8% of the tandem axles 55 MPa/m (Refer Table 2 of IRC:58-2015). Considering a
were in the load group below 180 kN and 45.8% of the 150 mm thick DLC layer below the PQC, the effective
tridem axles were in the load group below 230 kN in the modulus of subgrade reaction (k) for the entire foundation
project road. The average number of axles per commercial is considered as 300 MPa/m for the analysis (Refer Table 4
vehicle was calculated as 2.89. Traffic growth rate on the of IRC:58-2015). The material properties for M40 grade of
project road was estimated using transport demand elasticity concrete have been taken as given in the design report,
method. For bus and truck, the growth rate was estimated as which are: elastic modulus (E) = 30,000 MPa, Poisson's
5% while for LCV it was 9% for the entire design period of ratio (μ) = 0.15, compressive strength (fck) at 28 days = 40
30 years. The number of commercial vehicles per day on the MPa, flexural strength (fcr) = 4.5 MPa, density (γ) = 24
project road was estimated as 2082 from the classified traffic kN/m3 and coefficient of thermal expansion (α)= 10×10-6/º
volume count survey and the total two-way commercial Centigrade.
vehicles during the design period was estimated as
59824270. In the FE model, concrete slab has been modelled using 8-
noded solid brick elements (Maitra et. al., 2009a). The brick
4. APPROACH OF WORK element has 3 degrees of freedom per node, which are
transactional displacements along the x, y and z directions.
In the present work, a rational approach has been followed PQC has been modelled as linear elastic and isotropic
material with the above-mentioned material properties. The
for the design of JPCP having non-standard dimensions of
combined foundation is modelled as Winkler foundation
4.5 m × 4.5 m for the above-mentioned project road. In (Westergaard, 1926), with the effective modulus of subgrade
IRC:58-2015, stress charts and equations are provided reaction (k) as 300 MPa/m. Winkler foundation assumes that
which are based on a finite element analysis for standard the soil is composed of a bed of linear springs and the contact
panel sizes of 3.5 m × 4.5 m only. Therefore, the same pressure at any point is proportional to the deflection of the
equations and stress charts are not applicable for other soil at that point and is independent of the deflections at other
panel sizes. Also, since the central longitudinal joint locations. Two-noded linear spring elements are used to

TECHNICAL PAPER
represent the Winkler foundation in the present work.The at critical locations on the pavement are obtained for different
spring elements are connected to the bottom node of the brick wheel load positions along with positive or negative temperature
elements of concrete slab at one end while the other end is differentials to check for BUC and TDC conditions.
kept fixed (Maitra et al., 2009). The spring constant is
estimated using the modulus of subgrade reaction with the The critical locations for bottom-up cracking condition are
corresponding effective bearing area of the spring. Mesh shown in Fig.2. Using the FE model, critical stresses at
convergence study has been carried out based on which an each of these locations have been found out when the wheel
element size of 80 mm ×80 mm ×80 mm has been finalized load is placed at that location along with maximum positive
for the concrete slab. Dowel bars are not modelled, however, temperature gradient of 19.2ºC. For bottom-up cracking,
continuity due to the presence of dowel bars have been the maximum stress occurs when one wheel of the dual
simulated by providing necessary boundary conditions along wheel assembly is placed touching the outer edge of the
the transverse joints, similar to that found in literature pavement midway between two transverse joints (load
(Chintankumar, 2010; Surya Teja et al., 2017). Likewise, tie position L1) along with positive temperature gradient.
bars are not modelled, but the connection between the When the wheel load is touching the inner edge/central
adjacent slab panels are simulated by aggregate interlocking
longitudinal joint of the pavement (load position L2), or
along the central longitudinal joint, as done in other research
works in literature (Maitra et al., 2015). The aggregate when one wheel is on the central longitudinal joint (load
interlocking is represented by a set of linear springs below the position L3), the stresses are marginally less as compared
saw-cut depth of the longitudinal joint (Maitra et al., 2010). to that at L1, as obtained from the FE analysis. The
Fig. 1 shows the FE representation of the jointed concrete reduction in stress near the joint is due to the continuity of
pavement supported on Winkler foundation. The FE pavement along the central longitudinal joint with some
modelling approach with aggregate interlocking joint was amount of load transfer due to aggregate interlocking. This
validated with experimental works reported in literature and is true for both single axle and tandem axle loads on the
also with the results of FWD testing (carried out by the first pavement.
author) on an in-service concrete pavement, which were
already published in earlier research works by the first author
(Maitra et al., 2010; Maitra et al., 2015) and, therefore, is not
repeated here.
Fig. 2 Axle Load Positions for BUC

Fig. 1 FE Model of Concrete Pavement with The critical locations for top-down cracking are shown in
Panel Size 4.5 m × 4.5 m Fig.3. In a similar way, using the FE model, critical stresses
4.2 Results of Finite Element Analysis at each of these locations are obtained when the wheel load
is placed at that location along with negative temperature
The modelled pavement has been analysed for axle loads at gradient of 14.6ºC. For top-down cracking, the maximum
different positions on the pavement along with temperature stress occurs when one wheel of the dual wheel assembly is
gradient through the slab depth.The maximum positive placed touching the outer edge of the pavement at its corner
temperature differential in the State of Gujarat is 15.8ºC while in (load position L4) along with negative temperature
the coastal areas it is 19.2ºC (Refer Table 1 of IRC:58 - 2015).
gradient. When the wheel load is touching the inner
Since the project stretch is near the coastal areas of Gujarat, the
maximum positive temperature gradient has been taken as edge/central longitudinal joint of the pavement (load
19.2ºC, whereas the maximum negative temperature gradient position L5) along with negative temperature gradient, the
has been taken as 14.6ºC. From the FE analysis, flexural stresses stress is little less as compared to that at L4. This is true for

TECHNICAL PAPER
single, tandem and tridem axle loads on the pavement, as Table 1 Flexural Stresses for the Highest Single and
observed from the FE analysis. The reduction in stress is Tandem Axle Loads Combined with the Maximum
due to the continuity of pavement along the longitudinal Temperature Gradients at Different Load Positions
joint with some amount of load transfer due to aggregate Load Axle Load Temperature Flexural Remarks
interlocking. Position Type (kN) Gradient Stress
(ºC) (MPa)
Single 160 +19.2 2.904
L1
Tandem 330 +19.2 2.348
Single 160 +19.2 2.575 BUC
L2
Tandem 330 +19.2 2.112
Single 160 +19.2 2.465
L3
Tandem 330 +19.2 2.022
Single 160 -14.6 2.455
L4
Tandem 330 -14.6 2.473
TDC
Single 160 -14.6 2.291
L5
Tandem 330 -14.6 2.203
Fig.3 Axle Load Positions for TDC

The critical stresses at load positions L1, L2 and L3 for BUC
and at load positions L4 and L5 for TDC for all single axle,
tandem axle and tridem axle loads are obtained from the FE
analysis. Table 1 gives the maximum flexural stresses
developed due to the highest single and tandem axle loads
(160 kN and 330 kN), combined with maximum positive or
negative temperature gradients for all load positions L1 to
L5. Fig. 4 (a) and (b) show typical pictures of the top and
bottom surfaces of the stress contour for the highest single
axle load of 160 kN placed at L1 along with positive (a) Top Surface
temperature gradient of 19.2ºC for BUC condition. The slab
curls upward (as seen from Fig. 4(a)) and the maximum
stress of 2.904 MPa occurs at the bottom of the slab below
the load (Refer Fig. 4(b)). Similarly, for the highest tandem
axle load of 330 kN and positive temperature gradient of
19.2ºC, the critical stress value is 2.348 kN for BUC at load
position L1.Stress values for other axle loads, smaller than
the highest single and tandem axle loads, are obviously less
than these stresses for BUC. For TDC, the maximum stress
is found to be 2.455 MPa for the highest single axle load of
160 kNat L4 when combined with negative temperature
gradient of 14.6ºC. The stress is 2.473 MPa for the highest
tandem axle load of 330 kN at L4 when combined with the
same negative temperature gradient. It has been observed (b) Bottom Surface
that the flexural stresses at all load positions are less than the Fig. 4 Stress Contours due to Single Axle Load of
PQC flexural strength of 4.5 MPa and thus can be 160 kN Placed at Load Position L1 Combined
considered as safe from flexural stress consideration. with Positive Temperature Gradient of 19.2ºC

TECHNICAL PAPER
4.3 Determination of Design Traffic Line D was the inner lane marking while Line E was the
outer lane marking for the right lane near the median. The
In conventional multi-lane highways with concrete distance between these lines were decided keeping in mind
pavement, the panel dimension of 3.5 m is selected the centre line dimension between the two dual wheel
considering the typical lane width. So, in this case, the lane assemblies of 1.8 m for a typical axle (Maitra et al., 2009b).
markings coincide with the longitudinal joints at centre and Another consideration is the location of critical stresses due
also at the sides to segregate the lanes and the shoulder. to the placement of these dual wheels on the pavement. It is
When the axle load is placed at the outer longitudinal edge in to be noted that the flexural stress is maximum at load
between the two transverse joints (load position L1), the position L1 and little less at load positions L2 and L3.The
stress becomes critical. Since very few vehicles are actually flexural stress is significantly high even when the wheel is
moving along the edge of the pavement, therefore, the little away within a distance of about 150 mm from the
design traffic has been recommended as 25% of the total edge/joint. However, the stress is reduced substantially
when the wheel is moved beyond 150 mm (IRC: 58-2015).
two-way traffic in the design guideline IRC:58-2015.
Therefore, considering these conditions, it is decided to
Though this is much higher, however, this has been
estimate the proportion of vehicles which are moving with
considered to be on the safer side. In case of multilane one wheel either touching the inner edge or central joint or
highways with 9.0 m wide carriageway, there is a single placed within a distance of 150 mm of it on either side,
longitudinal joint at its centre. The panel size becomes 4.5 m which can produce higher stresses (but little less than the
× 4.5 m, and the lane markings are not matching with the maximum) on the pavement.
longitudinal joints (Refer Fig.5). So, in this case the inner
edge or the central longitudinal joint practically becomes the The wheel positions are now explained with respect to the
wheel path. As a result, a larger proportion of traffic (more lines on the carriageway. (a) When any one wheel of a dual
than 25% as mentioned in IRC:58-2015) need to be wheel assembly is placed between lines A and B, the dual
considered for design traffic. wheels on the other side will be at least 150 mm away from
the central longitudinal joint. (b) When one wheel of the
dual wheel assembly is placed between lines B and C, the
dual wheels on the other side will be either on the central
longitudinal joint or within a distance of 150 mm on either
side of the joint. (c) When one dual wheel assembly is
placed between lines C and D, the dual wheels on the other
side will be more than 150 mm away from the central
longitudinal joint. (d) When the wheels of the dual wheel
assembly are placed between lines D and E, the wheels are
more than 150 mm away from the central longitudinal joint
and also from the edge of the pavement. Based on the wheel
positions between lines A & B, B & C, C & D and D & E,
the number of vehicles were determined from the sample
traffic survey. The results obtained from the sample traffic
survey are shown in Table 2.
From the traffic survey, it was found that about 50% of the
vehicles (with at least one wheel of a dual wheel set) were
travelling between Lines B and C. For this position of the
vehicles, the other dual wheel will be either on the joint or
Fig. 5 Schematic of the Pavement Stretch for within a distance of 150 mm on either side of the
Estimation of Lateral Placement of Vehicles longitudinal joint. This confirms that the central
longitudinal joint is practically the wheel path location for
A 7-day sample traffic survey was carried out on a similar majority of the vehicles for this type of pavement.
road stretch with rigid pavement of dimension 4.5 m × 4.5 m Considering a distance of 150 mm on both sides of the
on both upstream and downstream. This was done to longitudinal joint, it has been estimated that about 50% of
understand the proportion of traffic moving along the central the total traffic in the predominant direction are actually
longitudinal joint. Few lines (line A, B, C, D and E) were moving along the central longitudinal joint and are thus
drawn on the carriage way to estimate the lateral placement responsible for fatigue damage. Therefore, the design
of the wheels of the moving vehicles (Fig. 5). Line A, which traffic has been considered here as 50% of the total traffic
was 1.5 m away from the edge of the pavement, actually in the predominant direction instead of 25% as given in
represented the outer lane marking of the left lane. Line B IRC:58–2015 for conventional pavement with standard
and line C were drawn on the carriage way parallel to line A. dimensions.

TECHNICAL PAPER
Based on the total two-way traffic of 59824270 during the in the predominant direction, the design traffic is,
design period, and the average number of axles of 2.89 per therefore, estimated as 43223035 for the project
commercial vehicles, the total number of axle load road.flexural strength.The critical flexural stresses are
repetitions is thus calculated as 86446070 in the estimated for load positions L2 and L5 for BUC and TDC
predominant direction. Considering 50% of the total traffic conditions, respectively.
Table 2 Results of Traffic Survey on a Jointed Concrete Pavement with Panel Dimension of 4.5 m × 4.5 m
LHS RHS
Sl. DATE
No. LINE LINE LINE LINE TOTAL LINE LINE LINE LINE TOTAL
D-E C-D B-C A-B D-E C-D B-C A-B
1 23-07-2020 8 19 28 2 57 12 12 30 2 56
2 24-07-2020 12 27 42 2 83 18 20 56 7 101
3 25-07-2020 8 36 35 4 83 14 28 41 5 88
4 26-07-2020 7 32 32 4 75 9 14 55 9 87
5 27-07-2020 10 28 22 6 66 14 24 32 4 74
6 28-07-2020 17 30 40 2 89 22 29 42 2 95
7 29-07-2020 11 17 18 1 47 12 8 18 2 40
TOTAL 73 189 217 21 500 101 135 274 31 541
15% 38% 43% 4% 100% 19% 25% 51% 6% 100%
PERCENTAGE
48% 52%
4.4 Design Considerations for JPCP based on the stress ratios. Stress ratios are estimated from the
critical flexural stresses for each axle load class and the PQC
Design of rigid pavement has been carried out considering
two criteria – critical stress criterion and fatigue criterion, The fatigue life consumed for each axle load class is
as per IRC: 58 - 2015. determined for both BUC and TDC conditions. The overall
fatigue damage is estimated by summing up the total fatigue
From the FE analysis, critical stresses are obtained for all
damages for BUC and TDC conditions and is obtained as
axle load classes with single and tandem axles in 0.951for a PQC thickness of 290 mm. Since the value of
combination with maximum positive temperature total fatigue damage consumed is less than 1.0, the assumed
differential for bottom-up cracking condition for the three PQC thickness of 290 mm is considered to besafe against
load positions L1, L2 and L3. Similarly, for top-down fatigue. Therefore, a thickness of 290 mm is adequate for
cracking condition, critical stresses are obtained for all axle the pavement of dimension 4.5 m × 4.5 m with the given
load classes with single, tandem and tridem axles in traffic and soil conditions. Considering an additional 10
combination with negative temperature differential for mm depth for texturing, the pavement thickness is
load positions L4 and L5.All the stresses are found to be recommended as 300 mm for the project road stretch.
less than the PQC flexural strength of 4.5 MPa as
mentioned in Section 4.2 of this Paper. Thus, the slab 5. CONSTRUCTION OF JPCP FOR THE
thickness of 280 mm is considered to be safe against PROJECT ROAD
flexural stress criterion. Based on the design, the rigid pavement is being
For checking the adequacy of the pavement thickness against constructed with panel size of 4.5 m × 4.5 m × 300 mm
fatigue, repetition of loads of each class of single and tandem thickness for the subject project road on NH 151 in the
axles has been considered. The design traffic is estimated as State of Gujarat. The construction is almost over
43223035, based on which the day time and night time axle (construction period 2021-22) with major stretches
load repetitions are obtained as per IRC:58-2015. From the recently opened to traffic. Fig. 6 shows a photograph of the
frequency of different axle loads on the road, the expected pavement during construction with saw-cutting of joints
number of their repetitions are calculated for the design after concreting and Fig. 7 shows a photograph of one
period of 30 years. Allowable repetitions are determined stretch of the project road after construction.

TECHNICAL PAPER
panel dimensions as 4.5 m × 4.5 m. It is to be noted that the

stress charts and equations given in IRC guidelines
(IRC:58–2015) for the design of rigid pavements is
applicable only when the panel dimension is 3.5 m × 4.5 m.
The present approach provides a rational basis for the design
of rigid pavements with non-standard dimensions which
maybe adopted in the IRC design guidelines.
REFERENCES
1. IRC:58-2015. Guidelines for the Design of Plain Jointed

Rigid Pavements for Highways, Indian Roads Congress,
Fig. 6 Pavement Construction in Progress for the New Delhi.
Project Road 2. PCA (1984). Thickness Design for Concrete Highway
and Street Pavements. Portland Cement Association.
3. IRC:15-2017. Standard Specifications and Code of
Practice for Construction of Concrete Roads, Indian
Roads Congress, New Delhi.
4. ANSYS Users' Manual, ANSYS Inc., Cannonsburg, PA,
2017.
5. Maitra, S. R., Reddy, K. S. and Ramachandra, L. S.
(2009a). “Experimental Evaluation of Interface Friction
and Study of its Influence on Concrete Pavement
response.” Journal of Transportation Engineering,
ASCE, Vol. 135(8), 563-571.
6. Westergaard, H.M. (1926). Stresses in Concrete
Pavements Computed by Theoretical Analysis, Public
Roads, Vol. 7, pp. 25-35.
7. Chintan Kumar, K. P.(2010). Theoretical Investigation
Fig. 7 A Stretch of Project Road after
of Crack in Concrete Pavement with Tied Concrete
Construction
Shoulder, M. Tech Thesis, Transportation Engineering
Section, Civil Engineering Department, IIT Kharagpur.
8. Surya Teja, S., Reddy, M. A. and Pandey, B. B. (2017).
Analysis and Design of Concrete Pavements: A New
6. CONCLUSION Approach, Indian Highways, Vol. 45, 12, pp. 37-42.
A rational approach has been suggested in the present work (2015). “A Comprehensive Three-Dimensional Finite
for the design of rigid pavement with non-standard Element Model for the Analysis of Jointed Concrete
dimensions. A finite element model has been developed for Pavement.” Journal of the Indian Roads Congress, Vol.
the pavement with a single longitudinal joint at its centre and 75(4), pp. 73-81.
analysis is carried out to obtain the critical flexural stresses 10. Maitra, S. R., Reddy, K. S. and Ramachandra, L. S.
for BUC and TDC conditions. A specific traffic survey has (2010). “Load Transfer Characteristics of Aggregate
been carried out which indicates that the central longitudinal Interlocking in Concrete Pavement.” Journal of
joint practically becomes the wheel path location of large Transportation Engineering, ASCE, Vol. 136 (3), 190-
195.
number of traffic. Based on the proportion of traffic, the
design traffic has been considered as 50% of the total traffic (2009b)., “Load Transfer Characteristics of Dowel Bar
in the predominant direction of the road. The critical stress System in Jointed Concrete Pavement,” Journal of
criterion and fatigue criterion have been checked and a Transportation Engineering, ASCE, Vol. 135(11), 813-
design thickness is recommended for the project road with 821.

TECHNICAL PAPER
DESIGN OF REINFORCED EARTH RETAINING WALL IN

SUBMERGED CONDITION
DR. S. K. BAGUI1 DR. A.K. SAHU2 VISHAL RATHORE SAURABH KUMAR4 SATYABROTO MITRA5
3
ABSTRACT
IRC:SP:102-2014 is presently used for R E Wall design in India and this guideline is silent for the design of RE Wall in
submerged condition. Therefore, based on this consideration, the present Paper presented the design procedure of RE Wall in
submerged condition and specification for reinforced filled material up to submerged depth plus 0.5 m and requirement of geo-
fabric to avoid removal of reinforced material during certain drawdown of water to avoid failure of RE Wall in submerged
condition. Design procedure of RE Wall in submerged condition is presented in this Paper and recommended to use RE Wall in
submerged condition. Cost comparisons using RE Wall in submerged condition and RCC have been presented, Risk of using
RE wall submerged condition is also presented in this Paper. RE Wall in submerged condition can be designed and it is
technically viable but economically infeasible.
1. INTRODUCTION grained soil/ backfills.. To avoid the problems associated

with submergence, it is not compulsory to use completely
Overflow level is an important aspect for R E Wall design. If free draining (coarse) select backfill for such Reinforced
the construction element is partially or substantially flooded, Earth structures. This backfill material provides the
floating forces must be considered in the design of Reinforced additional advantage of high shear strength, increasing the
Earth Retaining Wall. In this situation, a RE Wall will apply design factors of safety for sliding and reinforcement
lesser earth force/pressure on the ground soil. Hence FoS pullout. Scour protection should be provided in front of the
against slipping and toppling will be decreased below the structure, based on design scour depth.
permissible value. Therefore, a submerged condition disturbs
the complete immovability of a Reinforced Earth structure 2. LITERATURE REVIEW
and same should be accounted for in design.
To basically assemble the water stockpiling cut-off of a
RE walls along rivers and canals need to be assessed for the repository, it is essential to extend the height of the genuine
supplementary force executed by hydrostatic force. This dam. This Paper depicts the arrangement method and
extra load is due to the differential head across the RE advancement challenges of a geosynthetic-strip-supported
facing, that is, the difference in elevation between the water precisely settled earth (MSE) divider used for the
external the wall and the water inside the coarse material in
augmentation of Los Vaqueros store dam in Contra Costa
the form of backfill of the structure. A lowest degree of
County, CA. The site is arranged in a high seismic district,
difference hydrostatic force equal to 10 cm of water is
generally adopted for design. The load is generally applied and with their exhibited show under such circumstances, a
at the high-water level. MSE divider with a most outrageous height of 15 m was
arranged and introduced to give a more broad dam top
In a certain drawdown condition, water in the short time while being fundamental for the barrier structure to extend
confined behind the RE wall panels can create an unstable the dam stature by 10.4 m. Evaluation of the divider was
head condition and decrease the factor of safety in fine- done utilizing AASHTO permissible burden Design
1 HOD, PMG Department, Intercontinental Consultants and Technocrats Pvt. Ltd, New Delhi, Email : swapan.bagui@ictonline.com
2 Professor, Department of Civil Engineering, D.T.U., New Delhi.
3 Deputy Manager,
4 Deputy Manager,
5 Assistant Manager,
} Intercontinental Consultants and Technocrats. Pvt. Ltd, New Delhi

TECHNICAL PAPER
procedure and concentrates completely overwhelmed and presentation of a supported earth divider. A movement of
fast drawdown conditions. The divider region estimation limit amicability based inclination sufficiency assessments
had a trapezoidal allocation using variable lengths of soil inside the construction of unsaturated shear strength,
backing to avoid conflicts with the dam mud focus and the joined with transient infiltration examinations considering
current stone back face. High constancy polyester genuine precipitation record were performed to assess the
GeoStrapTM (geosynthetic strip) was used for the dirt effect of precipitation on the display of the developed earth
support for the practical clarification of fortitude as divider to the extent that part of prosperity. A parametric
indicated by the variable soil support lengths introduced by report was in addition coordinated on the precipitation
site space limits. To restrict the hydrostatic strain applied to power. The results showed that the built up divider
the MSE divider, significantly penetrable rock trim was trustworthiness, to the extent that part of prosperity, could
used as select fill in the upheld volume. This paper be by and large reduced when subject to precipitation on
similarly analyzes advancement challenges related with account of reduction in shear strength of top off achieved
the use of rock refill, the presence of a stone back face and by the diminishing in matric attractions. Moreover shown
earth center behind the divider, the nonuniform lengths of is that there appears to exist an essential precipitation
soil backing and keeping a vertical divider standing up to volume past which no further colossal reducing in the
(Fransiscus et.al. 2013). variable of prosperity occurs. Practical ideas on the
disclosures of this audit will similarly be inspected (Yoo
Looking at the current circumstance of extension in people 2011).
and solicitation of present day lifestyle, attainable civil
strong waste (MSW) the board may reliably remain an A strategy for the inward plan of built up soil dividers
issue of concern. The critical objective of this audit is to use reliant upon working tensions is made and surveyed using
existing Pirana landfill MSW (Ahmedabad, Gujarat) as fill assessments from five full scale structures containing an
material for built up earth (RE) divider with uniaxial extent of help types. It is shown that, overall, the stiffer the
geogrid support and survey its heap relocation help structure and the higher the nerves started during
characteristics under nonstop steady loadings. To fulfill compaction, the higher are the pliable anxieties that ought
this objective, sand, MSW, sand sandwiched among MSW, to be gone against by the fortifications. Exceptional
and mix 1(sand) :3 (MSW) composites were used as top off components of this system, diverged from by and by used
material under dry condition. Sidelong movements were built up soil divider plan methods, are that it might be
assessed at 4 regions on going up against board (divider) applied to a wide scope of help structures, backing and soil
for each pile increments as 20%, 40%, of most prominent solidness properties are considered, and decorate
theoretical weight. For the most capable MSW composite, compaction stresses are thought about unequivocally. The
the effect of level of immersion and circulation of molecule method can be applied either experimentally or using
size was assessed and evaluated using movement and earth arrangement diagrams. An arrangement model is fused
pressure speculations. From results and examination it is (Mauricio and James 1994).
assumed that MSW can be feasibly used as top off material
in RE divider reliant upon MSW-support affiliation and For structures along streams and streams, a base
flexible strain closeness of help expecting part in load differential hydrostatic strain identical to 1.0 m of water
dispersing under most prominent loadings (Kinjal 2019). will be considered for plan. This heap will be applied at the
high-water level. Powerful unit loads will be affected by
The help life of precisely balanced out earth (MSE) tide or stream instabilities could require that the divider be
dividers depends upon the speed of utilization of the planned for quick drawdown conditions, which could
metallic fortresses used in their turn of events. A system achieve differential hydrostatic strain amazingly more
was expected to screen and check the consumption speed unmistakable used in the assessments for internal and
of invigorated steel in MSE dividers with a conductivity outside sufficiency beginning at levels just under the usage
sensor joined with lab electrochemical techniques. The of the differential hydrostatic pressure 1 m water
fluid conductivity of six coarse-grained top off soils going significance of course rapidly draining decorate material,
through either wet-dry cycles or under brought down for instance, shot stone or open assessed coarse stone can
conditions were assessed reliably for up to 120 weeks. The be used as top off. Decorate material assembling the
conductivity of the filter alcohol appears to be encouraging graduation essentials in the AASHTO LRFD Bridge
to screen the utilization rate in spite of the way that the Construction Specifications for MSE structure top off isn't
expected disintegrated thickness was not by and large the seen as speedy draining. (AASHTO LRFD 2017).
veritable dissolved thickness assessed with an analyzing
electron microscope (Arturo et.al. 2020). Starting around 1994, the Japan Railway has assembled
various full tallness going up against GRS range
This Paper presents the eventual outcomes of a numerical projections and docks Kanazawa et al., 1994; Tatsuoka et
assessment on the effect of precipitation on the al., 1997) using an unbendable standing up to GRS divider

TECHNICAL PAPER
structure made by Tatsuoka and his accomplices at the inflexibility of 70 kN/m in both machine and cross machine
University of Tokyo. These GRS span supporting direction at 18% strain, per ASTM D 4595 (Adams 1997).
constructions have been created in two stages. The
essential stage incorporates fostering a wrapped-shaded A full-scale length moor was created and load attempted at
GRS divider with the aide of gabions, and the ensuing stage the Turner-Fairbank Highway Research Center, FHWA, in
incorporates projecting set up a full-height upheld McLean, Virginia. The dock was 5.4 m high and 3.6 m by
significant investigating the wrapped face. Field 4.8 m at its base. The dock was maintained on an upheld soil
assessment has shown that these developments foundation (RSF). The RSF involved compacted road base
experienced little mutilation under help stacks and have and three layers of biaxial geogrid support, isolated 0.3 m
performed clearly better compared to normal upheld isolated. The RSF was 1.2 m significant, over a space of 7.3
concrete holding dividers and projections in the 1995 Japan m by 7.5 m. Figs. 2-9 shows the cross-portion of the GRS
Great Hansin seismic quake that purposeful 7.2 on the range wharf. The wharf was created with specific
Richter scale (Tatsuoka et al., 1997). Most lately, Tatsuoka significant squares as the standing up to and was upheld
and his accomplices encouraged a preload prestress with a polypropylene woven geotextile, Amoco 2044, at
procedure for additional created execution of the GRS vertical separating of 0.2 m. The decorate was designated
bridge supporting structures (Tatsuoka et al., 1997; an overall looked into rock. The best dry unit weight was 24
3
Uchimura et al., 1998). Despite their thriving, the rigid kN/m , per AASHTO T-99, with the ideal moistness
going up against GRS span supporting designs have content being 5.0 percent. The typical compaction in the
field was around 95% of the best dry density (Adams 1997).
tracked down applications simply in Japan, for the most
part because of their more prominent cost and longer 2.1 Summary of Literature Review
improvement time stood out and GRS dividers from i. In order to minimize the hydrostatic pressure applied
versatile facings.
to the MSE wall, highly permeable gravel backfill was
The six projections are the Vienna railroad dam in Austria, used as select fill in the reinforced volume for dam
the New South Wales GRS range projections in Australia embankment construction.
(Won et al., 1996), the Black Hawk length projections in ii. For the most efficient MSW composite, the effect of
Colorado (Wu et al., 2001), the Founders/Meadows length degree of saturation and particle size characterization
projections in Colorado (Abu-Hejleh et al., 2002), the was measured and evaluated using displacement and
Feather Falls Trail range projections in California (Keller earth pressure theories. It was established that MSW
and Devin, 2003), and the Alaska range projections in can be successfully recycled as fill material in
Alaska (Keller and Devin, 2003). Reinforced Earth.
Each GRS projection contained a two-level GRS mass with iii. For structures along rivers and streams, a minimum
two square footings on the lower level and a strip balance differential hydrostatic pressure equal to 1.0 m of
on the upper level. The square footings on the West water shall be considered for design and open graded
projection are implied as Footings #1 and #4, and the backfill was used for free draining condition.
square footings on the East projection are suggested as iv. A method for the internal design of reinforced soil
Footings #2 and #3. The GRS length projections were
walls based on working stresses is developed and
based on a solidified soil. The thicknesses of the lower level
evaluated using measurements from five full scale
developed soil mass under Footings #1 and #4 were,
independently, 4.5 m and 1.5 m; and 7.5 m and 1.5 m under structures containing a range of reinforcement types
Footings #2 and #3, separately. The lower part of the GRS
projection was embedded in the ground, while the upper 3. OBJECTIVE AND SCOPE OF THE PRESENT
part was over the ground. Simply the part over the ground STUDY
was created with rock going up against. The more than 14 IRC:SP:102-2014 is presently used for R E Wall design and
ground piece of the projection had different heights, this guideline is silent for the design of RE Wall for
fluctuating from 1.0 m to 2.7 m for the West projection; and submerged condition. Therefore, based on this consideration,
from 1.0 m to 5.4 m for the East projection. The thickness there is a need of study for the development of up gradation of
of the upper level upheld soil mass was 1.8 m for the two design procedure for submerged condition. Based on this
projections. The upper level upheld soil mass was objective, following scopes of the work have been finalized
attempted to assist the strip with adjusting and the system in this present study:
slant. The projections were created with the on the spot soil,
appointed SM-SC per ASTM D2487, and developed with i. Literature review of RE Wall design in partially
layers of a woven geotextile at vertical isolating of 0.3 m. submerged condition
The polypropylene woven geotextile had a wide width ii. Requirement of special grading of granular material

TECHNICAL PAPER
for reinforced fill for submergence area and It is not generally possible to compact aggregate material,
requirement of geofabric for warping reinforced but can be properly oriented with compaction equipment.
material to avoid loss of the material during certain This is particularly important when using # 57 stone under
drawdown and draining time. flexi-pave surfaces.. Before placing the stone, a geotextile
fabric is often used as a soil separator between stone and
iii. Modification of theoretical design procedure of RE
layer below geo-fabric to reduce potential loss of the stone
Wall for partially submerged condition.
in future. The void between open graded #57 stone,
iv. Case study analysis aggregate allow air water to pass pass through the void.
v. Discussion and Conclusion Compaction testing using nuclear gauge is not possible. It
shall be compacted using plate compactor, jumping jack or
4. GRADING OF REINFORCED FILL MATERIAL other vibratory devices. Number of pass will be determined
IN SUBMERGED CONDITION based on trial and taking settlement after 7 days of
compaction. Grading is mentioned below (AASHTO M
In a rapid drawdown situation water temporarily trapped 43).
behind the wall panels can create an unbalanced head
condition and reduce the factor of safety in relatively fine- Table 1 Grading of Free Draining Material
grained (sandy to silty) backfills and there is a chance of Sieve Size (mm) Passing ( %)
removing fine soil in this condition. To avoid this problem
37.5 100
it is suggested to adopt fully permitted draining aggregate
material backfill for such Reinforced Earth structures. This 26.5 95-100
fill material has high shear strength parameters that give 13.2 25-80
higher design factors of safety for slipping and
reinforcement pullout. 4.75 0-10
75 micron 0-5
Alternately, No. 57 stone material, as specified in
AASHTO M 43, may be provided as reinforced filling 5. MODIFICATION OF R E WALL DESIGN
material for the entire reinforced zone of the wall upto the
maximum depth of submergence of the wall. A Generally bulk density is used to determine the pressure
geocomposite as filter media may be provided at the behind the RE Wall. In the case of submerged condition
interface of the No. 57 coarse aggregate and reinforced earth pressure will be designed considering two stages i.e.,
backfill above it, at the interface of the retained backfill contribution of bulk density and submerged density and
pressure diagram will be used to calculate for RE Wall
behind it, and at the interface of the coarse gravel and
analysis.
subgrade beneath it. The geotextile should meet the
filtration and survivability criteria as mentioned Section 6. CASE STUDY
700 of MORT&H 2013. Adjoining sections of geotextile For validate objectives and scopes of present study a
filter/separator shall be overlapped by a minimum of. 3 m. project has been considered for RE Wall Design. The input
An example detail is shown in Fig.1 [FHWA(Page 5-16).] is tabulated in Table 2.
Factor of Safety (FoS) for various cases(Loading
combinations A, B and C) are calculated using a standard
excel sheet and presented in Table 2. FoS for bearing,
overturning and sliding are calculated and these are
presented in in Fig. 2. Ground water table varies from 0.0 m
to 5.0 m above ground. FoS values are considered 1.4, 1.2
and 1.2 as per Section 5.1 of IRC:SP:102-2014 for the
cases of bearing and tilt failure, sliding and overturning
which are mostly effected RE Wall in submerged
condition.
Loading combinations A.B and C are mentioned in
IRC:SP:102-2014.
Form these three figures (Fig.2 a to Fig.2c); it is generally
observed that FoS values are reducing with increasing
Fig. 1 Typical RE Wall in Submerged Condition depth of water.

TECHNICAL PAPER
Table 2 Design Input of RE Wall

TECHNICAL PAPER
This is due to the partial Safety of factor values are lower and
higher as per Table 3 of IRC:SP:102-2014 (1.5 is considered
for, lateral pressure and traffic load and 1.0 for dead load).
From Fig.2c, it is observed that FoS values are decreased
with increasing depth of water but all values are above
limiting values of 1.4 and 1.2 except FoS internal stability
falls below 1.2 for water depth above 2.5 m. Therefore,
loading combination is critical for the case of internal
stability. This is due to the partial Safety of factor values are
lower and higher as per Table 3 of IRC:SP:102-2014 (1.0 is
considered for, lateral pressure , traffic load and dead load).
Fig. 2a Relationship between Ground Water Level Generally,75 micron passing 15% and it may be increased.
and FoS for Loading Combination A In submerged condition, there is a chance of removing fine
due submerged condition and case will be serious for
sudden draw down condition and causes of failure of RE
wall due to loss of friction force i.e., failure due to internal
stability will occur.
To avoid this situation, provision of granular aggregate
layer with grading as mentioned in Table 1 will be choice.
Density of this layer is more than that of soil. Depth of
aggregate layer will be equal to High Flood Level
(HFL)+0.3 m. This granular layer shall be warped with
geocomposite to avoid removing of granular material due
submerged and sudden draw down condition.
7. ANALYSIS USING GRANULAR BACKFILL
Fig. 2b Relationship between Ground Water Level
and FoS for Loading Combination B Assuming bulk density of granular layer 23kN/m3, analysis
has been carried out and FoS values recalculated and
graphs are prepared. In this case, reinforced is consisted of
two types i.e., soil and aggregate. Phai value of aggregate
in submerged condition will be around 350 or more. Similar
graph like Fig. 2 is found and Case B loading is critical as
shown in Fig. 3.
Fig. 2c Relationship between Ground Water Level

and FoS for Loading Combination C
From Fig. 2a, it is observed that FoS values are decreased
limiting values of 1.4 and 1.2.Therefore, loading combination
is not critical. This is due to the partial Safety of factor values
are higher as per Table 3 of IRC:SP:102-2014 (1.5 is
considered for dead load, lateral pressure and traffic load). Fig.3 Relationship Ground Water Level and FoS for
Loading Combination B
From Fig. 2b, it is observed that FoS values are decreased
It is found that strip length is increased to increase depth of
water. Variation of reinforcement is shown in Fig.4. Best fit
limiting values of 1.4 and 1.2 except FoS internal stability
curve has been plotted and presented in Equation 1.
falls below 1.2 for water depth above 2.0 m. Therefore,
loading combination is critical for the case of internal stability. Strip Length=0.9315*Water Depth+5.0 (1)

TECHNICAL PAPER
R2 value is calculated and found to be =0.973 which Mechanically Stabilized Earth (MSE) wall design analysis
indicated a good correlation between depth of water in RE has been carried out with the respective strength and length
Wall and strip length of RE Wall. Geo-strip without submergence condition and FOS is
found to be 1.31. In the second case analysis, the water
pressure effect included in the analysis considering the
water pressure 5m from bottom of RE wall and FOS is
found to be 0.96 which is unsafe in nature. Again analysis
has been carried out for stabilizing the wall by increasing
the strength and length as mentioned in Table 3 and FOS
value is 1.33. Hence it can be can concluded that increasing
the length and strength of Geostrips tends to stable the
MSE wall in submerged condition by conducting analysis
using Geo5 software.
Final output for different cases using Geo5 is shown in
Fig.4 Length of Reinforcement Vs Submerged Fig.5 to Fig.7.
Depth of RE Wall
Table 3 Without and With Submergence used Geostrap Properties in Software
Without submergance With submurgance with water effect 5m from bottom
Height from
bottom Length Type Strength Length Type Strength
0 7.7 Techstrap 50 50 13 Techstrap 150 150
0.8 7.1 Techstrap 40 40 13 Techstrap 150 150
4 7.1 Techstrap 30 30 10 Techstrap 100 100
5.6 7.1 Techstrap 30 30 7.1 Techstrap 30 30
8. COST COMPARISONS on cost comparisons, RE Wall in submerged case is not

economically /financially viable. Therefore, Conventional
RE Wall in submerged condition, RE Wall without
Retaining wall is preferable.
submerged condition and RCC Wall in replacement of RE
Wall is calculated per m2 and presented in Table 4. Based
Table 4 Comparisons of RE Wall Cost in Submerged Case
Depth of Water RE Wall without RE Wall with RCC(Rs) Remarks
(m) Granual Fill(Rs) Granual Fill(Rs)
2.75 4000 10070 12000
3.00 4000 10585 12000

It is observed that RE wall in submerged
4.00 4000 12650 12000 condition height 4 m or more is economically
unfeasible and RCC Retaining wall is
4.50 4000 13680 12000 recommended.
5.00 4000 14715 12000

TECHNICAL PAPER
Fig. 5 Slope Stability Verification without Submergence
Fig. 6 Slope Stability Verification with Submergence upto 5m from Bottom

TECHNICAL PAPER
Fig. 7 Slope Stability Verification with Submergence upto 5 m from Bottom after Increasing Geostrip Lengths.
9. ASSOCIATED RISK FOR SUBMERGED i. Granular fill shall be provide up to depth HFL+0.3 m.
CONDITION Grading of fill material as mentioned in Table 1 may
be used. Fill material shall be warped with geo-
Design and construction is very important for RE Wall in
composite to avoid removal of material.
submerged condition. Reinforced material for submerged
depth should be free from fine material (free from 75 micron ii. Design of RE Wall is complicated. Vertical Dead load
passing material). The compaction is important and and lateral pressure will be calculated accordingly.
impossible at 95 % MDD. Actual achieve able density shall Two types reinforced fill material will be used and
be considered for RE Wall design. Geofabric warping weighted k value may be used for loading calculation.
material should not be damaged so that no material will be iii. From Figs. 2 & 3, it is found that failure of RE Wall
removed. The system will be failed if any materiel removed occurs due to internal sliding and reinforcement length
during rapid drawdown case. Therefore, there will involve will be increased to avoid failure against sliding.
failure of risk of RE Wall. Cost for the provision of RCC
Wall shall be checked. Final proposal should be considered iv. From Fig.4, it is found that length of strip is increasing
based on cost comparison and involvement of risk. with increasing depth of submergence and it increases
cost of RE Wall.
10. DISCUSSIONS AND CONCLUSIONS v. From Table 2, it is generally observed that cost
comparison is required to adopt RE Wall in
This study is presented the technical consideration of RE Wall
submerged condition.
in submerged condition and cost comparison of RE Wall in
submerged condition. Based on case study, RE Wall failures vi. From Fig.1, it is found that scour protection is also
occurs in flooded situation due to reducing factor of safety required to avoid failure of RE Wall and it involves an
internal sliding. RE wall in submerged condition involves additional cost
huge cost involvement. This study presents a case study and vii. From Fig.2 and Fig.3, it is generally observed that
findings are specific and limited. Based on case study, factor of safety decreases with increasing depth of
following conclusions may be drawn as presented here in. submergence.

TECHNICAL PAPER
viii. Performance of RE Wall in submerged condition is 8. Kanazawa, Y., Ikeda, K., Murata, O., Tateyama, M, and Tatsuoka, F.,
required in Indian condition. A research project/ “Geosynthetic-Reinforced Soil Retaining Walls for Reconstructing
Railway Embankment at Amagasaki.” Recent Case Histories of
experimental/laboratory study is required to verify Permanent Geosynthetic-Reinforced Soil Retaining Wall (Tatsuoka
RE Wall theory in submerged condition. and Leshchinsky, editors) A. A. Balkema Publishers, Rotterdam, The
Netherlands (1994) pp. 233–242.
REFERENCES 9. Tatsuoka, F., Uchimura, T., and Tateyama, M., “Preloaded and
Prestressed Reinforced Soil.” Soils and Foundations, Vol. 37, No.
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David K. Hughes (2013). “Geosynthetic-Strip Reinforced MSE 10. Uchimura, T., Tatsuoka, F., Tateyama, M., and Koga, T.,
Wall for Dam Expansion”Geo-Congress 2013, March 3-7, 2013 | “PreloadedPrestressed Geogrid-Reinforced Soil Bridge Pier.”
San Diego, California, United States. Proceedings 6th International Conference on Geosynthetics,
2. Kanjal H. Gajjar; Manish V. Shahand Alpa J.Shah (2019).” Atlanta, Georgia, Vol. 2 (1998) pp. 565–572
Performance Evaluation of Municipal Solid Waste as a 11. Won, G.W., Hull, T., and De Ambrosis, L., “Performance of a
Sustainable Backfill Material in REWall”. Eighth International Geosynthetic Segmental Block Wall Structure to Support Bridge
Conference on Case Histories in Geotechnical Engineering, Abutments.” Earth Reinforcement (Ochiai, Yasufuku, and
March 24–27Philadelphia, Pennsylvania,PP328-335 Omine, editors) A. A. Balkema Publishers, Rotterdam, The
3. Arturo Bronson, Carlos Castillo, Jesus Hinojos; and Soheil nazarian. Netherlands, Vol. 1 (1996) pp. 543–548.
(2020). “Relating Corrosion of Mechanically Stabilized Earth 12. Wu, J.T.H., “Revising the AASHTO Guidelines for Design and
Reinforcements with Fluid Conductivity of Backfill Soils”Journal of Construction of GRS Walls,” Report No. CDOT-DTD-R-2001-
Materials in Civil Engineering, November 2020 Volume 32, Issue 16, Colorado DOT (2001) 148 pp.
11Online publication date: SEPTEMBER 26, 2020.
13. Keller, G. R. and Devin, S.C., “Geosynthetic-Reinforced Soil
4. C. Yoo,(2011). “Effect of Rainfall on Performance of Reinforced Bridge Abutments.” Transportation Research Record 1819, Vol. 2
Earth Wall “.Geo-Frontiers 2011: Advances in Geotechnical (2003) pp. 362–368
Engineering (1852 - 1861), Geo-Frontiers Congress 2011, March
13-16, 2011 | Dallas, Texas, United States,https://doi.org/10.1061 14. A b u - H e j l e h , N . , Z o r n b e r g , J . G . , Wa n g , T. , a n d
/41165(397)189. Watcharamonthein, J., “Monitored Displacements of Unique
5. Mauricio Ehrlich, and James K. Mitchell(1994). “Working Stress GeosyntheticReinforced Soil Bridge Abutments.” Geosynthetics
Design Method for Reinforced Soil Walls”.Journal of Geotechnical International, Vol. 9, No. 1 (2002) pp. 71–95.
Engineering April 1994 Volume 120, Issue 4 (625 - 645). 15. Adams, M.T., “Performance of a Prestrained Geosynthetic
6. AASHTO LRFD (2017). Bridge Design Specifications, Eighth Edition. Reinforced Soil Bridge Pier.” Mechanically Stabilized Backfill,
Wu, editor, A. A. Balkema Publishers, Rotterdam, The
7. Japan Railway (JR) Technical Research Institute, “Manual on Netherlands, (1997) pp. 35–53.
Design and Construction of Geosynthetic-Reinforced Soil
Retaining Wall.” (1998) 118 pp.

NOTIFICATION
Notification No. 48
Amendment No. 1/IRC:SP:59-2019/June, 2022 (Effective from 1st September, 2022)
To
IRC:SP:59-2019 “Guidelines for Use of Geosynthetics in Road Pavements and Associated Works” (First Revision)
S. Clause No. For Read

No. Page No.
1 Annexure IV Annexure IV Worked-out Examples Annexure IV Worked-out Examples Illustrating

Example 1 Illustrating the Design Methods the Design Methods
(Page No. 85) Example 1: Design the Geosynthetics Reinforced
Example 1: Design the pavement for
Flexible Pavement using LCR and MIF Methods
construction of a new flexible pavement
with the following data:
with the following data:
Input data:
Input data:
Design traffic: 100 msa
Design traffic: 50 msa
Effective Subgrade CBR = 5%
Subgrade CBR = 6%
2 Example 1 Solution: Solution:
(Page No. 85) New Section Added
Section A- Design of Conventional Pavement
Section using IRC 37: 2018
Design Traffic = 100 msa
Effective Subgrade CBR = 5%
By iteration, the following thicknesses are
arrived at by using IITPave (IRC:37-2018)
Bituminous Concrete (BC) = 50 mm
Dense Bituminous Macadam (DBM) = 150 mm
Base (WMM) = 250 mm
Granular Sub-Base (GSB) = 250 mm
3 Example 1 i. Design resilient modulus of the i. Determination of Resilient Modulus of the
(Page No. 85) compacted subgrade compacted subgrade as per IRC 37: 2018
MR (MPa) = 10 × CBR ; for CBR 5 Resilient Modulus of subgrade (in MPa)
= 17.6 × (CBR)0.64 ; for CBR > 5 MRS = 10 x CBR (For CBR< 5%)
Where M R = Resilient modulus of (Equation 6.1 of IRC 37: 2018)
subgrade soil Where MRS = Resilient Modulus of subgrade
MR subgrade =17.6×60.64= 55.4 MPa soil
ii. Thickness of unreinforced granular MRS subgrade = 10 x 5 = 50 MPa
layers: For design traffic of 50 msa and
ii. Thickness of unreinforced granular layers:
obtained CBR of 6 per cent, the thickness
For design traffic of 100 msa and effective
values are taken as below with reference
to design plates (Assume Plate 4) from CBR of 5 per cent, the thickness values have
IRC: 37. been arrived by iteration as given below with
reference to design from IRC: 37.
Thickness of granular base (D2) = 250 mm,
Thickness of granular sub-base (D3) = 260 mm Bituminous Concrete (BC) = 50 mm
MR_G =0.2 x h 0.45 x MR_subgrade Dense Bituminous Macadam (DBM) = 150 mm
Where h= thickness of granular base and sub-
Thickness of Granular Base, WMM (D2) = 250 mm,
base layers, mm
The thickness of granular sub-base (GSB)
Therefore, resilient modulus of granular layer
(D 3)=250 mm
= 0.2 × (510)0.45 × 55.4= 183.20 MPa

NOTIFICATION

No. Page No.
Thickness of proposed bituminous layer with iii. Resilient Modulus of Granular Layers -
VG 40 bitumen with bottom DBM layer GSB+GB(WMM) (in MPa)
having air void of 3 per cent (0.5 per cent to MRGRAN = 0.2 x HGRAN0.45 x MRS
0.6 per cent additional bitumen over OBC) = 0.2 x (250+250)0.45 x 50
over WMM and GSB mm at reliability of 90 MRGRAN = 163.88 MPa
per cent.
VG 40 grade Bitumen shall be considered in the
design with the following properties as per clause
no. 9.2 of IRC 37: 2018.
Va = 3 % (volume of air void in the mix used in the
bottom bituminous layer)
Vbe = 10.2 % (volume of effective bitumen in the
mix used in the bottom bituminous layer),
Reliability of 90 %
iv. Resilient Modulus of Bituminous Layers -
BC+DBM (in MPa)
MRM = 3000 MPa
Determination of permissible strains

1. Determination of permissible rutting strains
(εV):
2 Determination of permissible fatigue strain

(εt):
Based on these permissible strains, the

thicknesses of the conventional and reinforced
pavement shall be determined and the procedure
for the same is given below.
Analysis of Conventional Flexible Pavement
Section-
By entering the above thicknesses and MR values of
pavement layers in IITPave software for wheel load
of 20000 N, tyre pressure of 0.56 MPa and dual
wheel set, the induced horizontal tensile strain is
determined beneath the bituminous layer (BC+DBM)
and vertical compressive strain is determined over the
subgrade as per the procedure given in IRC 37: 2018.

NOTIFICATION

No. Page No.
Fig. IV-1 Screenshot of IIT Pave for

Horizontal tensile strains and vertical
compressive strains induced in pavement
layers for unreinforced section
From the above output of IIT Pave, it is observed

that the induced strains are less than the
permissible strains as shown below.
The induced maximum horizontal tensile strain
148.8 x 10-6 < 151.7 x 10-6
The induced maximum vertical compressive
strains= 261.3 x 10-6 < 319.0 x 10-6
Thus the Conventional flexible pavement design
is safe from rutting and fatigue strain criteria.
4 Example 1 (A) Design calculations of bitumen Section B- Design calculations Flexible
(Page No. 85) pavement with geogrid reinforced granular Pavement with Geogrid reinforced granular
base and subbase layers using LCR of base layer using Layer Coefficient Ratio (LCR)
geogrid Method
5 Example 1 Reducing thickness of pavement section Deleted
(Page No. In this case the effect of reinforcement is
85 & 86) shown as the reduction in the pavement
section thickness.
i. Design Traffic = 50 msa
ii. Subgrade CBR = 6 per cent
iii. Reliability = 90 per cent
iv. Resilient Modulus of Subgrade (MR):
MR (MPa) = 17.6×60.64= 55.40 MPa
Resilient modulus of Subbase and Base
layers:
Granular sub-base thickness (MR_GSB) = 260 mm
MR_GSB = 0.2 x h0.45 x MR_subgrade
Where h= thickness of granular sub-base
layer, mm
MR of unreinforced subbase layer = 0.2 ×
(260)0.45 × 55.4 = 136 MPa = 19724.624Psi
Granular Base thickness = 250 mm
MR_GB = 0.2 x h0.45 x MR_GSB
Where h= thickness of a granular base
layer, mm

NOTIFICATION

No. Page No.
MR of unreinforced base layer = 0.2 × (250)0.45

× 136 = 327MPa = 47426.118Psi
Resilient modulus of Bituminous Mixes =
3000 MPa = 435102 Psi
v. Structural layer coefficient of each layer:
Layer coefficient for bituminous layer (a1)
= 0.171 x (LN (MR))-1.784
= 0.171 x (LN (435102))-1.784=0.436
(a) Structural Layer coefficient for base
layer shall be taken from the equations
given in AASHTO 1993.
Structural layer coefficient for base layer
a2 = 0.249× (log10MR_BC) – 0.977 = 0.249 ×
(log10 47426.118)-0.977 =0.188
(b) Structural layer coefficient for subbase
layer
a3 = 0.227(log10MR_SB) – 0.839 = 0.227 × (log10
19724.624)-0.839 = 0.136
Therefore,
Layer coefficient for base layer (a 2 )
= 0.188
Layer coefficient for sub base layer (a3) = 0.136
vi. Layer Coefficient Ratio: Layer coefficient
for geogrid is taken on the basis on the
laboratory tests/filed tests; or it can be
provided by the manufacturer.
(LCRbase) for geogrid used in base layer = 1.4
(LCRSubbase) for geogrid used in sub-base
layer = 1.61
6 Example 1 (B) Modified layer thickness values for By iteration, the following thicknesses are arrived
(Page No. 86) reinforced sections by IITPAVE: by using IITPave software
Thickness of sub-base layer =180 mm Bituminous Concrete (BC) = 50 mm
Thickness of base layer = 160 mm Dense Bituminous Macadam (DBM) = 115 mm
Granular Base (WMM) = 200 mm
For pavement design with Geogrid using LCR
method, the Base and GSB layers are
considered separately for calculation of MR
values as per Section 8.1 of IRC 37:2018, unlike
conventional method where both GSB and Base
are considered together.
7 Example 1 Resilient modulus of reinforced Subbase Determination of Resilient Modulus as per
Page No. 86 and Base layers IRC 37: 2018
Granular sub-base thickness = 180 mm Resilient Modulus of subgrade (in MPa)

NOTIFICATION

No. Page No.
MR_GSB = 0.2 x h0.45 x MR_subgrade MRS = 10 x CBR (For CBR< 5%)

Where h = thickness of granular sub-base (Equation 6.1 of IRC 37: 2018)
layer, mm MRS = 10 x 5 = 50 MPa
MR of reinforced subbase layer = 0.2 × In the LCR method of design, Resilient Modulus
(180)0.45 × 55.40 = 115 MPa = 16678.91Psi of the Geogrid reinforced layers improves. The
Granular Base thickness = 160 mm layer within which the Geogrid is placed, the
corresponding structural layer coefficient(s)
MR_GB = 0.2 x h0.45 x MR_GSB is/are modified by multiplying it by the
Where h = thickness of a granular base layer, corresponding layer coefficient ratios. Resilient
mm Modulus is determined in terms of PSI. The
calculations for structural layer coefficients are
MR of reinforced base layer = 0.2 × (160)0.45 × given after the Resilient Modulus computations.
115= 225 MPa = 32632.65 Psi Resilient Modulus of Granular Sub-Base (in PSI)
MRGSB = 0.2 x HGSB0.45 x MRS
0.45
= 0.2 x 300 x 50= 130.22 MPa
= 130.22 x *145.038 PSI = 18888.01 PSI
(*Note: MPa to PSI Conversion factor: I MPa =
145.038 PSI)
Resilient Modulus of Granular Base (in PSI)
MRGB = 0.2 x HGB.45 x MRSUPPORT
Here, MRSUPPORT = effective MR of GSB and
subgrade (Section 8.1 of IRC 37: 2018)
Effective MR of GSB and subgrade has been
determined by the procedure given in Annex II.I of
IRC 37:2018. The MR of GSB and effective Subgrade
are entered into IIT Pave with 2 layered system, with
single wheel load of 40000 N, tyre pressure of 0.56
MPa and the displacement at the top of GSB is
determined using IITPave software as shown below.
Fig. IV-2 Screenshot of IIT Pave for Deflection

induced in pavement layers
From the above output of IIT Pave software, the
displacement works out as 1.631 mm and
corresponding MR value is determined as per
Equation 6.3 of IRC 37:2018
Based on MRSUPPORT, the value of MR of Base is

determined as shown below.
Resilient Modulus of Bituminous Layers -

BC+DBM (in MPa)
MRM = 3000 MPa

NOTIFICATION

No. Page No.
8 Example 1 Layer coefficient for bituminous layer (a1) = Calculation of structural layer coefficients for
(Page No. 0.436 Base and Sub base Layers
86 & 87) (c) Structural Layer coefficient for base (a) Structural layer coefficient for Granular
layer shall be taken from b equations Base / WMM Layer (a2)
given in AASHTO 1993.
a2 = 0.249 x (log10MRGB) – 0.977
Structural layer coefficient for base layer = 0.249x (log10 28601.96) – 0.977
a2 = 0.249× (log10MR_GB) – 0.977 = 0.249 × = 0.1326
(log10 32632.65)-0.977 =0.147 (b) Structural Layer coefficient for Granular
(d) Structural layer coefficient for subbase Sub base Layer (a3)
layer a3 = 0.227 x (log10MRGSB) – 0.839
a3 = 0.227(log10MR_GSB) – 0.839 = 0.227 × = 0.227 x (log10 18888.01) - 0.839
(log1016678.91)-0.839 = 0.120 = 0.1317
Therefore, The Geogrid in Granular Base (WMM) layer will
Modified Layer coefficient for base layer (a2) enhance the modulus value of Base which is
= 0.147 obtained by multiplying it by LCR value.
Modified Layer coefficient for sub base Considering the LCR value of 1.4#1 (the value of
layer (a3) = 0.120 1.4 is the average value of LCR as per Table 3.1
of IRC:SP:59-2019), the subsequent calculations
for determining improved resilient modulus and
pavement thickness are provided below.
1
# LCR value shown is strictly indicative and
manufacturer-specific LCR values with accredited
certificate shall be adopted for actual designs.
9 Example 1 Modified layer coefficient for a base layer Calculations of Improved structural layer
(Page No. 87) (a2') = LCRbase × a2 coefficients
= 1.4*0.147= 0.2058 Improved layer coefficient for base layer
Modified layer coefficient for sub-base layer 1
(a2 ) = LCRBase × a2
(a3') = LCRSubbase × a3 = 1.40*0.1326 = 0.1856
= 1.61*0.120= 0.1932
Improved layer coefficient for sub-base layer
(a31) = LCRGSB × a3
= 1*0.1317= 0.1317
10 Example 1 With the improved layer coefficients, With the improved layer coefficients, improved
(Page No. 87) improved elastic modulus of respective resilient modulus of respective layers shall be
layers shall be back-calculated using below back-calculated using below equations.
equations.
a21 = 0.249× (log10MR_GB) – 0.977
MR_GB1 = 393 MPa
a31 = 0.227(log10MR_GSB) – 0.839
MR_GSB1= 244MPa
Using the above improved elastic modulus
corresponding improved layer coefficients,
r e i n f o r c e d l a y e r t h i c k n e s s s h a l l b e Using the above Improved Resilient Modulus,
determined. reinforced layer thickness shall be determined.

NOTIFICATION

No. Page No.
11 Example 1 Analysis of Geogrid Reinforced Flexible

(Page No. 87) Pavement Section -
By entering the above thicknesses and MR values
of reinforced pavement layers (BC+DBM,
Reinforced Base, GSB, Effective Subgrade) for a
wheel load of 20000 N, a tyre pressure of 0.56
MPa and dual wheelset in IITPave software, the
induced tensile and vertical strains are
determined below the DBM and over the
subgrade layer respectively as per the procedure
given in IRC 37:2018.
Fig. IV-3 Input parameters in IITPave

software for reinforced section
Fig. IV-4 Screen shot of IIT Pave for Horizontal

tensile strains and vertical compressive strains
induced in pavement layers for reinforced section
From the above output of IIT Pave, it is observed that
the induced strains are less than the permissible
strains as shown below.
The induced maximum horizontal tensile strain
149.0 x 10-6 < 151.7 x 10-6
The induced maximum vertical compressive
strains = 291.1 x 10-6 < 319.0 x 10-6
The above calculations indicate that the adopted
pavement design is safe from rutting and fatigue
strain criteria. Fig. IV-5 shows the typical cross-
section of conventional and Geogrid reinforced
flexible pavement.

NOTIFICATION

No. Page No.
12 Example 1 Reinforced base layer thickness = 160 mm

(Page No. 87) Reinforced subbase layer thickness = 180 mm
Surface layer (BC+DBM) = 150 mm
Fig. IV-5 Typical Cross Section of Conventional

Fig. IV-1 Pavement Sections with and & Geogrid Reinforced Flexible Pavement
without reinforcement The pavement with Geogrid reinforcement can
also be designed with MIF method as illustrated
in the example for Geocell
13 Example 1 This reinforced pavement section shall be
(Page No. 88 designed as per IRC: 37 i.e. section shall be
& 89) checked for fatigue and rutting failure
criterion by inputting this improved elastic Deleted
modulus into IITPAVE. Fig. IV-4, shows the
input parameters in IITPAVE, in which
improved E values are used. Fig. IV-5
represents the vertical and tensile strains
induced in the pavement layers. Obtained
-6
vertical strain at subgrade level is 360.4×10
which is less than the permissible vertical
strain 372×10-6 obtained as per Eq 6.5 in
IRC:37 and obtained tensile strain at bottom
of bitumen layer is 146.7×10-6 is less than
permissible 155×10-6 tensile strain obtained
as per Eq 6.2 of IRC:37. Hence the reduced
section with geogrid reinforcement in base
and subbase layers is acceptable for design
traffic 50 msa.
Fig. IV-2 Input Parameters in IITPAVE

for Unreinforced Section

NOTIFICATION

No. Page No.
Fig. IV-3 Vertical and Tensile Strains

Induced in the Pavement Layers
for Unreinforced Section
Fig. IV-4 Input Parameters in IITPAVE for

Reinforced Section
Fig. IV-5 Vertical and Tensile Strains

Induced in the Pavement Layers for
Reinforced Section
14 Example 2 Example 2: Design Example for Flexible Section C- Design Example using Geocells as
P(age No. 89) Pavement using Geocells Reinforcement in Flexible Pavement using
Modified Improvement Factor (MIF) Method
15 Example 2 Consider a pavement to be constructed on Deleted
(Page No. 89) marine clay with a CBR of 2%. The design
life of the structure, reflected as million
standard axles (MSA), as 100 msa.
16 Example 2 As a matter of good practice and as per IRC: Deleted
Solution: 37 Clause 5.1, it would be prudent to provide
(Page No. 89) a 500 mm thick layer of select earth over the
dressed clay surface. With the soft marine

NOTIFICATION

No. Page No.
clay below, the CBR of the earth fill may not

be considered greater than 3%, which is also
the lowest CBR considered by IRC: 37. On
the basis of the Plate shown in Fig. IV-6, the
section of the conventional pavement for
100 msa traffic is as per Fig. IV-7.
Fig IV-6 Plate 1 from IRC:37

In Fig. IV-7, it may be noted that nonwoven
geotextile is provided at the interface
between the marine clay and the select earth
fill as a separation layer.
Fig IV-7 Conventional Pavement Section

as per IRC:37
Considering Design Traffic as 100 msa and
for 90% reliability,

NOTIFICATION

No. Page No.
Hence for the recommended conventional

pavement section, permissible vertical
subgrade strain and horizontal tensile strain
are 319.0 x 10 - 6 and 129.94 x 10 - 6
respectively.
These values will form the basis of checking
the reduced thicknesses of pavement
components with the introduction of
geocells within the appropriate pavement
layer. For the reduced section with geocells,
the strains should be equal to or less than
those for the conventional section at the
corresponding locations. These criteria must
be satisfied for the various options using
geocells as discussed below.
17 Example 2 New Section Added

(Page No. 91) By iteration, the following thicknesses are
arrived at by using IITPave software (IRC-37-
2018)
Bituminous Concrete (BC) = 50 mm
Dense Bituminous Macadam (DBM) = 110 mm
Granular Base (WMM) = 200 mm
Determination of Resilient Modulus as per
IRC 37: 2018
For reinforced pavement design with Geocell
using MIF method, the Base and GSB layers are
considered separately for calculation of MR
values as per Section 8.1 of IRC 37:2018, unlike
conventional method where both GSB and Base
are considered together.
Resilient Modulus of subgrade (in MPa)
MRS = 10 x CBR (For CBR< 5% )
(Equation 6.1 of IRC 37: 2018)
MRS = 10 x 5 = 50 MPa

NOTIFICATION

No. Page No.
Resilient Modulus of Granular Sub-Base (in

MPa)
MRGSB = 0.2 x HGSB0.45 x MRS
= 0.2 x 3000.45 x 50= 130.22 MPa
Resilient Modulus of Granular Base (in MPa)
MRGB = 0.2 x HGB0.45 x MRSUPPORT
Here, MRSUPPORT = effective MR of GSB and
subgrade (Section 8.1 of IRC 37: 2018)
Effective MR of GSB and subgrade is determined
as per Annex II.I of IRC 37:2018. The MR of GSB
and effective Subgrade are entered into IIT Pave
with 2 layered system, with a single wheel load of
40000 N, tyre pressure of 0.56MPa and the
displacement at the top of GSB is determined
using IITPave software as shown below.
Fig. IV-6 Screenshot of Deflection Induced in

Pavement Layers
From the above output of IIT Pave, the
displacement works out as 1.631 mm and
corresponding MR value is determined as per
Equation 6.3 of IRC:37-2018
MRGB = 0.2 x 2000.45 x 90.87

= 197.203 MPa
Resilient Modulus of Bituminous Layers -
BC+DBM (in MPa)
MRM = 3000 MPa
The use of Geocell in Base-layer will enhance the
modulus value of Base which is obtained by
multiplying it by MIF value. Considering the MIF
value of 1.7#2 (the value of 1.7 is the average value
of MIF as per Table 3.2 of IRC:SP:59), the
subsequent calculations for determining
Improved Resilient Modulus and pavement
thickness are given below.
The MR of reinforced Base layer, MRGB = MRGB x
MIF

NOTIFICATION

No. Page No.
Improved MRGB = 197.203 x 1.7

= 335.245 MPa
Using the above Improved Resilient Modulus,
reinforced layer thickness shall be determined.
2
# MIF value shown is strictly indicative and
manufacturer-specific MIF values with proper
accredited certificate shall only be adopted for actual
designs.
18 Example 2 The Geocell Options: Deleted

(Page No. 91) The geocell panels are placed within either
Granular Base layer or Granular Sub-base layer.
Modulus of the portion of the layer within
which the geocells are placed is increased by a
Modulus Improvement Factor. With the geocell
layer in place, the thickness of the costliest layer
may be first selected for reduction.
Computations are repeated with IITPAVE
with the appropriate moduli values. Varying
the thicknesses by trial and error, two sections
were arrived at as shown in Fig. IV-8. These
were compared separately with the
conventional section.
Fig IV-8 Design Sections using Geocells

Note:
1. In all cases, Semi-Dense Bituminous
Concrete (SDBC) thickness has been
retained as 50 mm.
2. If DBM is maintained at 50 mm, the strains
exceed those for Conventional Section.
Option 1
Material properties for the geocell section are
shown in Fig. IV-9 are as following:
i. CBR of Subgrade soil = 3%
ii. Traffic = 100 msa.
iii. Geocell Style = Weld spacing = 356 mm;
Depth of geocell = 150 mm

NOTIFICATION

No. Page No.
19 Example 2 Analysis of Geocell Reinforced Pavement

(Page No. 92) Section- By entering the above thicknesses and MR
values of reinforced pavement layers (BC+DBM,
Reinforced Base, GSB, Effective Subgrade) for a
wheel load of 20000 N (refer para 7.2.2, vi, p 22
IRC 37-2018), a tyre pressure of 0.56 MPa and dual
wheelset in IITPave software, the induced tensile
and vertical strains are determined below the DBM
and over the subgrade layer respectively as per the
procedure given in IRC 37: 2018.
Fig IV-9 Material Properties for the

Analysis of the Geocell Section
Fig. IV-7 Input Parameters in IITPave Software

for Reinforced Section
20 Example 2 Results of the corresponding stress-strain
(Page No. 92) analysis are shown in Fig. IV-10.
Fig. IV-8 Screenshot of IIT Pave for

Horizontal Tensile Strains and Vertical
Compressive Strains induced in Pavement
Layers for Reinforced Section
Fig IV-10 Stress Strain Values from the

Analysis
21 Example 2 Vertical strain at the interface with the From the above output of IIT Pave, it is observed
-6
(Page No. 93) subgrade is 309.1 x 10 micro-strain units. that the induced strains are less than the
The corresponding strain for the permissible strains as shown below.
Conventional Section is 100.7 x 10-6 micro-
strain units. Hence the thinner section with The induced maximum horizontal tensile strain
geocells is acceptable. Furthermore, 150.3 x 10-6 < 151.7 x 10-6
considering the rutting model the as per
IRC:37, the number of standard axles over the The induced maximum vertical compressive
pavement with the new moduli with geocells strain =296.1 x 10-6 < 319.0 x 10-6
works out to 115 msa with 90% reliability.

NOTIFICATION

No. Page No.
22 Example 2 Fig. Added

(Page No. 93) Hence the adopted pavement design is safe from
rutting and fatigue strain criteria. Fig. IV-9 shows
the typical cross-section of conventional and
Geocell reinforced flexible pavement.
Fig. IV-9 Typical Cross Section of Conventional

& Geocell Reinforced Flexible Pavement
23 Example 2 Notes Added

(Page No. 93) Note:
1. The pavement with Geogrid reinforcement can
also be designed with MIF method as
illustrated in the example for Geocell. Higher
pavement thicknesses arrived from the design
with LCR and MIF methods shall be adopted
in the field.
2. The examples given above are only for
illustration of design methodology. In the
above two design methods. the geosynthetic
(geogrid/geocell) reinforced pavements have
been designed for the same parameters by
optimising the thickness of the base layer and
DBM layer. Designer can adopt other options
such as placing Geosynthetics (Geogrid/
Geocell) in the GSB layer and altering the
thicknesses of the base and the bituminous
layers to optimise the design.
3. LCR and MIF values shown are strictly
indicative values and manufacturer-specific
MIF/LCR values with proper accredited
certificate shall be adopted for actual designs
of reinforced pavements.
4. The manufacturer shall supply construction
methodology and specifications with the
Geogrid/Geocell as per the requirements of
pavement design and site conditions.

NOTIFICATION
NOTIFICATION NO. 49
st
Amendment No.2/IRC:112-2020/June, 2022 (Effective from 1 September, 2022)
To
IRC:112-2020 Code of Practice for Concrete Road Bridges (First Revision)
Sr Clause No. For Read

No. Page No.
1 15.3.1.1 (2) - Addition of 5th bullet point

(Page No. 136) Individual cables from bundled cables shall be
deviated or draped to separate towards
anchoring locations. Cables shall be profiled in
this zone in a manner such that curved cable shall
not cause any adverse force on duct of other
cable in the bundle when any cable from the
bundle is stressed. Only one cable from bundled
cables shall be deviated or draped at a time, such
that it moves away from other cable in the bundle.
The alignment of other cable shall continue to be
straight until clear distance / concrete thickness
between these two cable ducts is sufficient to
resist forces exerted due to curvature of the other
cable when stressed or equal to the duct diameter
or 50 mm, whichever is greater. The cables shall
remain in plane of bundled cables until this point.
2 18.3.2 The following grades of steel having T h e f o l l o w i n g g r a d e s o f s t e e l h a v i n g
(Page No. 171) characteristics as mentioned in Table 18.3 to characteristics as mentioned in Table 18.3 to 18.5,
18.5, are permitted for use in bridges designed are permitted for use in bridges.
for normal life.
For other bridges mentioned in clause 5.8.1
wires/strands having smaller diameters than
those given in the Tables, but otherwise
meeting the requirements of Indian standards
mentioned therein, can be used.
3 13.4.2 Addition of new sub-clause (5)
(Page No. 112) Minimum internal cross sectional area of MS
Sheathing duct shall not be less than 3 times the
cross sectional area of the tendon which can be
fitted in the anchorage system used. However, in
case of threading of tendons after concreting for
spans larger than 30 m, internal diameter of the
duct shall be 5 mm larger than the requirement
stated above, in order to facilitate threading.
4 13.4.3 (4) Minimum internal diameter of the HDPE duct Minimum internal cross sectional area of the
(Page No. 113) shall not be less than 3 times the cross sectional HDPE duct shall not be less than 3 times the cross
area of the tendon which can be fitted in the sectional area of the tendon which can be fitted in
anchorage system used. However, in case of the anchorage system used. However, in case of
threading of tendons after concreting for spans threading of tendons after concreting for spans
larger than 30 m, internal diameter of the duct larger than 30 m, internal diameter of the duct
shall be 5 mm larger than the requirement stated shall be 5 mm larger than the requirement stated
above, in order to facilitate threading. above, in order to facilitate threading.
5 17.2.2 (2) Along straight section boundaries, restraining Along straight section boundaries, restraining of
(Page No. 164) of longitudinal bars should be achieved in longitudinal bars should be achieved in either one
either one of following ways: of two ways mentioned in (a) & (b) below:

NOTIFICATION
NOTIFICATION NO. 50
Amendment No.2/IRC:78-2014/June, 2022 (Effective from 1st September, 2022)
To
IRC:78-2014 Standard Specifications and Code of Practice for Road Bridges
And
To
IRC:112-2020 Code of Practice for Concrete Road Bridges (First Revision)
CLAUSE 707: OPEN FOUNDATION - CLAUSES OF IRC:78 TRANSFERRED TO IRC:112
Sr Clause No. Clause As written New proposed Clause in IRC : 112
deleted from IRC:78
inserted in IRC:112
No. Page No. in IRC:78 (With Clause No. & Text)
(Yes / No)
(Yes / No)
Clause
Clause
1 707.2.1 The thickness of the footings Y Y 16.15 Foundation
(Page No.19) shall not be less than 300 mm. 16.15.1 Open Foundation
16.15.1.1 The thickness of the footings
shall not be less than 300 mm.
2 707.2.2 Bending moments Y Y 16.15.1.2 Bending Moments
(Page No.19)
3 707.2.2.1 For solid wall type substructure Y Y a) For solid wall type substructure with
(Page No. 19) with one-way reinforced footing, one-way reinforced footing, the
the bending moments can be bending moments can be determined
determined as one-way slab for as one-way slab for the unit width
the unit width subjected to worst subjected to worst combination of
combination of loads and forces. loads and forces.
4 707.2.2.2 For two-way footing, bending Y Y b) For two-way footing, bending
(Page No. 19 moment at any section of the moment at any section of the footing
to 20) footing shall be determined by shall be determined by passing a
passing a vertical plane through vertical plane through the footing and
the footing and computing the computing the moment of the forces
moment of the forces acting over acting over the entire area of footings
the entire area of footings one one side of the vertical plane. The
side of the vertical plane. The critical section of bending shall be at
critical section of bending shall the face of the solid column.
be at the face of the solid column.
5 707.2.2.3 In case of circular footings or Y Y c) In case of circular footings or polygonal
(Page No. 20) polygonal footings, the bending footings, the bending moments in the
moments in the footing may be footing may be determined in
determined in accordance with accordance with any rational method.
any rational method. Methods Methods given by Timoshenko and
given by Timoshenko and Rowe Rowe for Plate Analysis are acceptable.
for Plate Analysis are acceptable.
6 707.2.2.4 For combined footings supporting Y Y d) For combined footings supporting
(Page No. 20) two or more columns, the critical two or more columns, the critical
sections for bending moments sections for bending moments along
along the axis of the columns shall the axis of the columns shall be at the
be at the face of the columns/ walls. face of the columns/ walls. Further, for

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
Further, for determination of Y Y determination of critical sections for
critical sections for bending bending moments between the
moments between the column/ column/walls, any rational method of
walls, any rational method of analysis be adopted.
analysis be adopted.
7 707.2.3 The shear strength of the footing Y N Relevant provisions already exist in
(Page No. 20) may be checked at the critical IRC:112
section which is the vertical
section at a distance 'd' from the
face of the wall for one-way
action where 'd' is the effective
depth of the section at the face of
the wall.
8 707.2.3.1 For two-way action for slab or Y N Relevant provisions already exist in
(Page No. 20) footing, the critical section should IRC:112
be perpendicular to plan of slab
and so located that its perimeter is
minimum, but need not approach
closer than half the effective
depth from the perimeter of
concentrated load or reaction
area.
9 707.2.4 To ensure proper load transfer, a Y Y 16.15.1.2 To ensure proper load transfer, a
(Page No. 20) limiting value of ratio of depth to limiting value of ratio of depth to
length/width of footing equal to length/width of footing equal to 1:3 is
1:3 is specified. Based on this, for specified. Based on this, for sloped
sloped footings the depth footings the depth effective at the critical
effective at the critical section section shall be the minimum depth at the
shall be the minimum depth at the end plus 1/3rd of the distance between the
rd
end plus 1/3 of the distance extreme edge of the footing to the critical
between the extreme edge of the section for design of the footing for all
footing to the critical section for purposes.
design of the footing for all
purposes.
10 707.2.5 The critical section for checking Y N Relevant provisions already exist in
(Page No. 20) d e v e l o p m e n t l e n g t h o f IRC:112
reinforcement bars should be
taken to be the same section as
given in Clause 707.2.3 and also
all other vertical planes where
abrupt changes in section occur.
11 707.2.6 Tensile reinforcement Y Y 16.15.1.3 Reinforcement Detailing in
(Page No. 20) Open Foundation

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
707.2.6.1 The tensile reinforcement shall 16.15.1.3.1 General
(Page No. 20) provide a moment of resistance at
a) The main reinforcement should be
least equal to the bending
anchored in accordance with the
moment on the section calculated requirements of clause 15.2.4. A
in accordance with Clause minimum bar diameter of 10mm
707.2.2. should be provided.
707.2.6.2 The tensile reinforcement shall b) In case of circular footings, the main
(Page No. 20) b e d i s t r i b u t e d a c r o s s t h e reinforcement may be placed
corresponding resisting section orthogonally and concentrated in the
as below: middle half of the footing, for a width
of 50% ± 10% of the diameter of the
a) In one-way reinforced footing. The unreinforced parts of the
footing, the reinforcement element should be considered as plain
shall be same as calculated concrete for design purposes.
for critical unit width as
mentioned in Clause
707.2.2.1.
b) In two-way reinforced square
footing, the reinforcement
extending in each direction
shall be distributed
uniformly across the full
section of the footing.
c) In two-way reinforced
rectangular footing, the
reinforcement in the long
direction shall be distributed 0.5 B
uniformly across the full
width of the footing. For B
reinforcement in the short
Figure 16.12: Orthogonal reinforcement
direction, a central band equal
in circular spread footing on soil
to the short side of the footing
shall be marked along the c) If the load effects under any load
length of the footing and combination cause tension at the
portion of the reinforcement upper surface of the footing, the
determined in accordance resulting tensile stresses should be
with the equation given checked and reinforced as necessary.
below shall be uniformly
distributed across the central 16.15.1.3.2 Anchorage of bars
band: a) The tensile force in the reinforcement
is determined from equilibrium
conditions, taking into account the

NOTIFICATION
deleted from IRC:78
inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
Where β = the ratio of the long effect of inclined cracks, see Figure
side to the short side of the 16.13. The tensile force Fs at a location
footing x should be anchored in the concrete
within the same distance x from the
The remainder of the reinforcement edge of the footing.
shall be uniformly distributed in the
outer portions of the footing.
Figure 16.13: Model for tensile force

with regard to inclined cracks
b) The tensile force to be anchored is

given by:
Fs = R. Ze /Z1
Where:
R is the resultant of ground pressure
within distance x Ze is the external
lever arm, i.e. distance between R and
the vertical force Ned
Ned is the verticalforce corresponding
to total ground pressure between
sections A and B Z1 is the internal lever
arm, i.e. distance between the
reinforcement and the horizontal force
FC
FC is the compressive force
corresponding to maximum tensile
force Fs.max
c) Lever arms Z e and Z 1 may be

determined with regard to the
necessary compression zones for Ned
and FC respectively. As simplification,
Ze may be determined assuming e =
0.15 b, see Figure 16.13 and Z1 may
be taken as 0.9 d.

NOTIFICATION
deleted from IRC:78
inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
d) The available anchorage length for
straight bars is denoted lb in Figure
16.13. If this length is not sufficient to
anchor Fs, bars may either be bent up
to increase the available length or be
provided with end anchorage devices.
e) For straight bars without end
anchorage the minimum value of x is
the most critical. As a simplification
Xmin = h/2 may be assumed. For other
types of anchorage, higher values of x
may be more critical.
16.15.1.4 Column Footing on Rock
(a) Adequate transverse reinforcement
should be provided to resist the
splitting forces in the footing, when the
ground pressure in the ultimate states
exceeds 5 Mpa. This reinforcement
may be distributed uniformly in the
direction of the splitting force over the
height h (see Fig 16.14). A minimum
bar diameter, 12mm, should be
provided.
(b) The splitting force, F s , may be

calculated as follows (see Figure
16.14):
Fs = 0,25 (1 – c / h) NEd
Where h is the lesser of b and H
Figure 16.14: Splitting reinforcement

in Footing or Rock

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
12 707.2.7 The area of tension reinforcement Y N Relevant provisions already exist in
(Page No. 21) should as per IRC: 112, Clause IRC:112
number 16.5.1.1.
13 707.2.8 All faces of the footing shall be Y N Relevant provisions already exist in
(Page No. 21) provided with a minimum steel of IRC:112
250 mm2/meter in each direction
for all grades of reinforcement.
Spacing of these bars shall not be
more than 300 mm. This steel
may be considered to be acting as
tensile reinforcement on that
face, if required from the design
considerations.
CLAUSE 709 : PILE FOUNDATION CLAUSES OF IRC : 78 TRANSFERRED TO IRC:112

deleted from IRC:78
Sr Clause No. Clause As written New or Existing Clause in

inserted in IRC:112
No. Page No. in IRC:78 IRC : 112

(Yes / No)
with Clause No or Text of New

(Yes / No)
Clause
Clause
Clause & No.
709.4 Structural Design of Piles

14 709.4.1 A pile as a structural member shall Y Y 16.15.2 New Clause PILE FOUNDATIONS
(Page No. 40) have sufficient strength to transmit in IRC:112
the load from structure to soil. The 16.15.2 .1
pile shall also be designed to
withstand temporary stresses, if A pile as a structural member shall have
any, to which it may be subjected sufficient strength to transmit the load
to, such as, handling and driving from structure to soil. The pile shall also be
stresses. The permissible stresses designed to withstand temporary loadings,
should be as per IRC:112. The test if any, to which it may be subjected to,
pile shall be separately designed to such as, handling and driving forces.
carry test load safely to the
The test pile shall be separately designed
foundation.
to carry test load safely to the foundation.
15 709.4.2 The piles may be designed taking Y Y 16.15.2.2 New Clause in IRC:112
(Page No. 40) into consideration all the load The piles may be designed taking into
effects and their structural consideration all the load effects and their
capacity examined as a column. structural capacity examined as a column.
The self-load of pile or lateral The self-load of pile or lateral load due to
load due to earthquake, water earthquake, water current force, etc.

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
Clause & No.
water current force, etc. on the on the portion of free pile up to scour level
portion of free pile up to scour and up to potential liquefaction level, if
level and up to potential applicable, should be duly accounted for.
liquefaction level, if applicable,
should be duly accounted for.
16 709.4.3 For the horizontal loads the Y Y 16.15.2.3 New Clause in IRC:112
(Page No. 40) moments in pile shaft can be
calculated as described in Clause For the horizontal loads, the moments in
709.3.5.2. For piles on land, if the pile shaft can be calculated by appropriate
pile group is provided with rigid rational method of analysis using soil
cap, then the piles may be modulus as recommended in IRC:78, Part
considered as having fixed head 2. For piles on land, if the pile group is
in appropriate direction for this provided with rigid cap, then the piles
purpose. Horizontal force may be may be considered as having fixed head in
distributed equally in all piles in a appropriate direction for this purpose.
group with a rigid pile cap. Horizontal forces coming from top at the
bottom of pile cap may be distributed
equally in all piles in a group with a rigid
pile cap.
17 709.4.4 Reinforcements for cast-in-situ Y Y New Clause 16.15.2.4 in IRC:112
(Page No. 40) piles
The reinforcements in pile should be
The reinforcements in pile provided complying with the requirements
should be provided complying of this code, as per the design requirements.
with the requirements of The area of longitudinal reinforcement shall
IRC:112, as per the design not be less than 0.4 percent nor greater than
requirements. The area of 2.5 percent of the actual area of cross-
longitudinal reinforcement shall section in all cast-in-situ concrete piles. The
not be less than 0.4 percent nor clear spacing between vertical bars shall not
greater than 2.5 percent of the be less than 100 mm. Grouping of not more
actual area of cross-section in all than two bars together can be made for
cast-in-situ concrete piles. The achieving the same. Lateral reinforcement
clear spacing between vertical shall be provided in the form of spirals with
bars shall not be less than 100 minimum 8 mm diameter steel, spacing not
mm. Grouping of not more than more than 150 mm. For inner layer of
two bars together can be made reinforcement, separate links tying them to
for achieving the same. Lateral each other and to outer layers shall be
reinforcement shall be provided provided.
in the form of spirals with
minimum 8 mm diameter steel,
spacing not more than 150 mm.
For inner layer of reinforcement,
separate links tying them to each
other and to outer layers shall be
provided.

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
Clause & No.
18 709.4.5 For pre-cast driven piles, the Y Y 16.15.2.5 New Clause in IRC:112
(Page No. 40) reinforcement should comply
For pre-cast driven piles, the reinforcement
with the provision of IRC:112, should be provided for resisting forces due to
for resisting stresses due to lifting, stacking , transporting, driving and
lifting, stacking and transport, any uplift or bending transmitted from the
any uplift or bending transmitted superstructure and bending due to any
from the superstructure and secondary effects. The area of longitudinal
bending due to any secondary reinforcement shall not be less than the
effects. The area of longitudinal following percentages of the cross-sectional
reinforcement shall not be less area of the piles:
than the following percentages of a) For piles with a length less than 30
the cross-sectional area of the times the least width - 1.25 percent;
piles:
b) For piles with a length 30 to 40 times
a) For piles with a length less the least width - 1.5 percent; and
than 30 times the least width - c) For piles with a length greater than 40
1.25 percent; times the least width - 2 percent.
b) For piles with a length 30 to 40
times the least width - 1.5
percent; and
c) For piles with a length greater
than 40 times the least width - 2
percent.
709.5 Design of Pile Cap
19 709.5.4 The minimum thickness of pile Y Y 16.15.2.6 New Clause in IRC:112
(Page No. 41) cap should be 1.5 times the
Design of pile cap
diameter of pile. Such a pile cap
can be considered as rigid. The The minimum thickness of pile cap should
pile cap may be designed as thick be 1.5 times the diameter of pile. All
slab or, by using 'strut & tie' reinforcement in pile cap shall have full
method. All reinforcement in pile anchorage capacity beyond the point at
cap shall have full anchorage which it is no longer required. It should be
capacity beyond the point at specially ascertained for pile cap designed
which it is no longer required. It by 'strut & tie' method. Where large
should be specially ascertained diameter bars are used as main
for pile cap designed by 'strut & reinforcement, the corners of pile caps
tie' method. Where large have large local cover due to large radius
diameter bars are used as main of bending of main bars. Such corners
reinforcement, the corners of pile shall be protected by locally placing small
caps have large local cover due to diameter bars.
large radius of bending of main
bars. Such corners shall be
protected by locally placing
small diameter bars.

NOTIFICATION
CLAUSE 710: PIER & ABUTMENT - CLAUSES OF IRC:78 TRANSFERRED TO IRC : 112
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
Clause & No.
20 710.2.10 The lateral reinforcement of the Y Y New Clause Addition at Serial No. 3 of
(Page No. 46) walls of hollow circular RCC pier 16.4.1
shall not be less than 0.3 percent of
the sectional area of the walls of (3) The lateral reinforcement of the walls
the pier. This lateral reinforcement of hollow circular RCC pier shall not be
shall be distributed 60 percent on less than 0.3 percent of the sectional area
outer face and 40 percent on inner of the walls of the pier. This lateral
face. reinforcement shall be distributed 60
percent on outer face and 40 percent on
inner face.
21 710.3.1 When the length of solid pier is Y N Relevant provisions already exist in
(Page No. 46) m o r e t h a n f o u r t i m e s i t s IRC:112
thickness, it shall also be checked
as a wall.
22 710.3.2 The reinforced wall should have Y N Relevant provisions already exist in
(Page No. 46) minimum vertical reinforcement IRC:112
equal to 0.3 percent of sectional
area.
23 710.3.3 For eccentric axial load, the wall Y N Relevant provisions already exist in
(Page No. 46) should be designed for axial load IRC:112
with moment. The moments and
the horizontal forces should be
distributed taking into account
the dispersal by any rational
method.
24 710.3.4 The vertical reinforcement need not Y N Relevant provisions already exist in
(Page No. 46) be enclosed by closed stirrups, IRC:112
where vertical reinforcement is not
required for compression.
However, horizontal reinforcement
should not be less than 0.25 percent
of the gross area and open links (or
S-Ioops) with hook placed around
the vertical bar should be placed at
the rate of 4 links in one running
meter.
25 710.3.5 When walls are fixed with Y N Relevant provisions already exist in
(Page No. 46) superstructure, the design moment IRC:112
and axial load should be worked out
by elastic analysis of the whole
structure.

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
Clause & No.
26 710.8.4 In case of bearings are placed Y N Relevant provisions already exist in

(Page No. 50) centrally over the column and IRC:112
width of bearings/ pedestals is
located within half the depth of
cap from any external face of the
columns, the load from bearings
will be considered to have been
directly transferred to column and
cap beam need not to be designed
for flexure.
27 710.8.7 Reinforcement in Pier and Y N Relevant provisions already exist in
(Page No. 50) Abutment Caps where the IRC:112
bearing satisfied the square-root
formula stated in Clause 307.1 of
IRC:21, the pier caps shall be
reinforced with a total minimum
of 1 percent steel, assuming a cap
thickness of 225 mm. The total
steel shall be distributed equally
and provided both at top and
bottom in two directions. The
reinforcement in the direction of
the length of the pier shall extend
from end to end of the pier cap
while the reinforcement at right
angles shall extend for the full
width of the piers cap and be in
the form of stirrups. In addition,
two layers of mesh reinforcement
one at 20 mm from top and the
other at 100 mm from top of
pedestal or pier cap each
consisting of 8 mm bars at 100
mm centers in both directions
shall be provided directly under
the bearings.
28 710.9.1 When the distance between the Y N Relevant provisions already exist in
(Page No. 51) load/centre line of bearing from IRC:112
the face of the support is equal to
or less than the depth of the cap
(measured at the support) the cap
shall be designed as a corbel.
29 710.9.2 The equivalent square area may Y Y New Clause added 16.7.1 Serial No (8)
(Page No. 51) be worked out for circular pier to
ac shall be measured from the face of the
determine the face of support for
square of equal area of circular support.
calculating bending moments

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
Clause & No.
30 710.9.3 In case of wall pier and the pier Y Y New Clause added at 16.3 Serial No. (3)
(Page No. 51) cap cantilevering out all around,
the measurement of distance for In case of wall pier and the pier cap
purpose of the design as bracket cantilevering out all around, the
and the direction of provision of measurement of distance for purpose of the
reinforcement should be parallel design as bracket and the direction of
to the line joining the center of provision of reinforcement should be parallel
load/bearing with the nearest to the line joining the center of load/bearing
supporting face of Pier. with the nearest supporting face of Pier.
31 710.9.4 Where a part of the bearing lies Y N Relevant provisions already exist in
(Page No. 51) directly over the pier, calculation IRC:112
of such reinforcement should be
restricted only for the portion
which is outside the face of the
pier. Moreover, in such cases the
area of closed horizontal stirrups
may be limited to 25 percent of the
area of primary reinforcement.
32 710.10.3 The allowable bearing pressure Y N Relevant provisions already exist in
(Page No. 51 with near uniform distribution on IRC:112
& 52) the loaded area of a footing or
base under a bearing or column
shall be given by the following
equation
A
C = Co x A21 Co
where
C O = the permissible direct
compressive stress in concrete at
the bearing area of the base
A1= dispersed concentric area
which is geometrically similar to
the loaded area A2 and also the
largest area that can be contained
in the plane of A1 (maximum
width of dispersion beyond the
loaded area face shall be limited
to twice the height)
A2= loaded area and the projection
of the bases or footing beyond the
face of the bearing or column
supported on it shall not be less
than 150 mm in any direction

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
Clause & No.
33 710.10.1 The pedestal should be Y N Relevant provisions already exist in

(Page No. 51) proportioned that a clear offset of IRC:112
150 mm beyond the edges of
bearings is available
34 710.10.4 The two layers of mesh Y N Relevant provisions already exist in

(Page No. 52) reinforcement-one at 20 mm IRC:112
from top and the other at 100 mm
from top of pedestal or pier cap
each consisting of 8 mm bars at
100 mm in both directions, shall
be provided directly under the
bearings
CLAUSE 710.7: RETAINING WALL - CLAUSES OF IRC:78 TRANSFERRED TO IRC:112

deleted from IRC:78

inserted in IRC:112

(Yes / No)
(Yes / No)
Clause
Clause
35 710.7.1 The minimum thickness of Y Y 16.15.4 Retaining Wall:

(Page No. 49) reinforced concrete retaining 16.15.4.1 The minimum thickness of
wall shall be 200 mm.
reinforced concrete retaining wall shall
be 200 mm.
36 710.7.2 The retaining walls shall be Y N Relevant provisions already exist in
(Page No. 49) designed to withstand earth pressure IRC:112
including any live load surcharge
and other loads acting on it,
including self-weight, in accordance
with the general principles specified
for abutments. Stone masonry and
plain concrete walls shall be of solid
type. Reinforced concrete walls
may be of solid, counter fort,
buttressed or cellular type.
37 710.7.3 The vertical stems of cantilever Y Y 16.15.4.2
(Page No. 49) walls shall be designed as The vertical stems of cantilever walls shall
cantilevers fixed at the base. The be designed as cantilevers fixed at the base.
vertical or face walls of counterfort The vertical or face walls of counterfort

NOTIFICATION
deleted from IRC:78

inserted in IRC:112
(Yes / No)
(Yes / No)
Clause
Clause
type and buttressed type shall be type and buttressed type shall be designed
designed as continuous slabs as continuous slabs supported by
supported by counterforts or counterforts or buttresses. The face walls
buttresses. The face walls shall be shall be securely anchored to the
securely anchored to the supporting supporting counterforts or buttresses by
means of adequate reinforcements.
counterforts or buttresses by means
of adequate reinforcements.
38 710.7.4 Counterforts shall be designed as Y Y 16.15.4.3

(Page No. 49) T- beams or L-beams. Buttresses Counterforts shall be designed as T- beams
shall be designed as rectangular or L-beams. Buttresses shall be designed as
beams. In connection with the rectangular beams. In connection with the
main tension reinforcement of main tension reinforcement of counterforts,
counterforts, there shall be a there shall be a system of horizontal and
system of horizontal and vertical vertical bars or stirrups to anchor the face
bars or stirrups to anchor the face walls and base slab to the counterfort. These
walls and base slab to the stirrups shall be anchored as near to the
counterfort. These stirrups shall outside faces of the face walls and as near to
be anchored as near to the outside the bottom of the base slab as practicable.
faces of the face walls and as near
to the bottom of the base slab as
practicable.

NOTIFICATION
NOTIFICATION NO. 51
To
IRC:6-2017 Standard Specifications and Code of Practice For Road Bridges,

Section-II Loads and Load Combinations” (Seventh Revision)
Sr Clause No. For Read
No. Page No.
(Page No. 56) New Clause added 214.5 (Reproduce below)
New Clause 214.5

214.5 Combination of Seismic Inertia Forces on Soil/Wall Mass and Dynamic Active Earth Pressure on
Abutments and Retaining walls:
The following loads/actions (earthquake effects) shall be considered while designing abutments/retaining walls.
(i) Active Earth pressure including seismic effect (dynamic increment) due to backfill and Dead Load Surcharge, if
present in accordance with Clause 214.1.2 and 214.1.5. Live load surcharge shall not be considered in seismic
longitudinal case but shall be considered in seismic transverse cases.
(ii) Inertia forces acting on the mass of the abutment/retaining wall and the mass of the earth fill resting over its
foundation.
(iii) Longitudinal Inertia forces on superstructure transferred through fixed bearings or elastomeric bearings (when
elastomeric bearings are used to transmit seismic action) or connections (links/reaction blocks) and Transverse
Inertia forces on superstructure transferred through transversely fixed or elastomeric bearings or connections
(links/reaction blocks).
(iv) Hydraulic pressure i.e. any hydrostatic or hydrodynamic pressures, including buoyancy, if applicable when
drainage arrangements are not provided. The direction of the action of this force shall be in the direction of the
action of inertia force on substructure.
In absence of a rigorous analysis considering soil structure interaction for computing the combined effect of the
above-mentioned seismic actions, the following simplified method may be used.
Weight of soil mass resting on foundation (as stated in (ii) above) shall be considered in computation of horizontal
seismic force for the purpose of checking external stability i.e., for checking base pressure, overturning and
sliding and design of foundation.
The total longitudinal force (PSEIS) to be applied to the abutment/retaining wall due to dynamic earth pressure and
inertial forces on soil mass & wall, shall be determined considering the combined effect of (Paw)dyn, (Paq)dyn and
PIR in which
PSEIS = (Paw)dyn + (Paq)dyn + PIR
(with appropriate combinations as given below in 214.5.1 to 214.5.4)
(Paw)dyn= dynamic lateral earth pressure force (including static component as per Clause 214.1.2.1 and 214.1.5)
due to retained earth fill (as shown in Fig. 14C)
(Paq)dyn = dynamic lateral earth pressure force (including static component as per Clause 214.1.2.3 and 214.1.5)
due to permanent surcharge, if any (as shown in Fig. 14 C).
PIR = Ahs (WW+ WS)

PIR = horizontal inertial force due to seismic loading of the wall & soil mass resting on foundation

NOTIFICATION
214.5.1 Seismic Inertia Forces on Abutments/Retaining Walls

Following cases shall be considered for design:
(a) Retaining Walls and Abutments on open foundation with Free sliding bearing –Seismic longitudinal case:
Ahs= horizontal seismic coefficient applied on weight of wall & soil mass, shall be taken = Z/2
The value of Ahs may be reduced to 50% x Z/2 = 0.25 Z for retaining walls/abutments when these have
displacement of 25 mm or more caused by dynamic lateral earth pressure including static component.
PIR = Ahs (WW+ WS)
WW = weight of abutment including wall and base slab WS = weight of soil resting on base slab
(b) Abutments on Pile or Well foundations with Free sliding bearing-Seismic longitudinal case
The value of Ahs may be reduced to 50% x Z/2 = 0.25Z for abutments with deep foundation (pile or well) when
superstructure is supported on free sliding bearings and no inertia forces are transferred from superstructure.
Here
PIR = Ahs (Ww+ Ws)
Ww=weight of abutment including wall, pile and pile cap or well cap and well by considering variation of Ahs as per
Clause 4.7 of IRC:SP:114.
Ws = weight of soil resting on well or pile cap
(c) Abutments on Open or Pile / Well foundations with Elastomer Bearings-Seismic longitudinal case:
Seismic coefficient Ah on mass of superstructure, abutment wall and well or pile cap when elastomeric bearings
are used to transmit seismic action, shall be calculated as per relevant clauses of IRC:SP:114 by using appropriate
Time period, Importance factor and Response reduction factor. Inertia forces on soil mass for abutments resting on
open foundations shall be calculated by taking Ahs=Z/2 for displacement <25mm and Ahs=50% of Z/2=0.25Z for
displacement >25mm caused by dynamic lateral earth pressure including static component. For abutments
supported on deep foundations (pile/well), Ahs=0.25Z shall be considered.
In this case
PIR = Ahs (Ww+Ws) for open foundation and PIR = Ahs Ws for Pile/Well Foundation
Ww is weight of the base slab only and Ws=weight of soil resting on the base slab/ well or pile cap
(d) Abutments connected to deck through fixed bearings or through seismic connections (links/reaction
blocks) or integral with superstructure (Open or Pile/Well foundations):This case is similar to the case
215.5.1(c) and Inertia forces shall be calculated in a similar manner, except that elastomer bearings are replaced
by fixed bearings/connection. When abutment is monolithic with either the superstructure or return/wing walls,
Ahs = Z/2 only will be considered without reducing it by 50% irrespective of the type of foundation.
214.5.2 Combination of Inertia Forces-Longitudinal direction:
During verification of the external stability of retaining wall/abutment and design of foundation, the following
two combinations shall be investigated considering the effects of (Paw)dyn + (Paq)dyn and PIR not to be concurrent:
§ combine 100 percent of the seismic earth pressure {(Paw)dyn+(Paq)dyn} with 50 percent of the inertial force PIR
and
§ combine 50 percent of the seismic earth pressure {(Paw)dyn+(Paq)dyn}, but not less than the Static active earth
pressure force with 100 percent of inertial force PIR.

NOTIFICATION
The higher of results from these two combinations shall be used for checking the external stability of abutment or
retaining wall & design of foundation. When superstructure is supported on fixed/elastomeric bearings or
monolithic with the abutment, inertia forces on abutment wall, pile or well cap and well shall be considered
additionally as stated in Clause 214.5.1 (c) and 214.5.1 (d) above.
The inertial force associated with the soil mass on the foundation behind the retaining wall/abutment wall is not
added to the active seismic earth pressure when structurally designing the retaining/abutment walls. The basis for
excluding this inertial force is that movement of this soil mass is assumed to be in phase with the structural wall
system with the inertial load transferred through the foundation.
The inertial forces on soil mass and wall mass shall act at their respective CG as shown in Fig. 14C. Value of
seismic coefficient Avs applied to Ww and Ws shall be taken as two third of Ahs and considered in downward or
upward direction.
Fig. 14 C: Seismic Force Diagram for External Stability Check for Cantilever Wall
214.5.3 Combination of Inertia Forces-Transverse direction:
In case of combination of forces in transverse seismic case, 100% inertia force (along transverse direction) shall
be combined with 100% static earth pressure (along longitudinal direction).
Value of Ahs shall be considered same as recommended in 214.5.1 for the purpose of calculation of inertia forces
on wall mass WW and soil mass WS. Inertia forces transferred through superstructure shall be considered
additionally and computed as per IRC:SP:114.
214.5.4 Combination of inertia forces shall be done as per Clause 4.2.2 of IRC:SP:114 for all types of abutments/retaining
walls.
Abutments with pile/well foundations and connected through fixed bearings/connections or monolithic with
superstructure and designed for ductile detailing with R>1, shall also be checked for Capacity design effects as per
Chapter 7 and 8 of IRC:SP:114.
NOTIFICATION
NOTIFICATION NO. 52
Subject: Withdrawal of IRC:45-1972 "Recommendations for Estimating the Resistance of Soil Below the
Maximum Scour Level in the Design of Well Foundations of Bridges"
The IRC:45-1972 "Recommendations for Estimating the Resistance of Soil Below the Maximum Scour Level in the
Design of Well Foundations of Bridges" published by Indian Roads Congress in 1972 stands withdrawn with immediate
effect.

NOTIFICATION
NOTIFICATION NO. 53
Amendment No.1/IRC:78(Part-2)/June, 2022 (Effective from 1st September, 2022)
To
IRC:78-2020 (Part-2 ) Code of Practice for Limit State Design of Foundations
Sr No. Clause No./ Page no. For Read

1 Symbols, Latin letters eB :Eccentricity of vertical loads in eB : Eccentricity of vertical loads in
eB eL transverse direction transverse direction for double-axis
(Page No. 2) eccentricity
eL :Eccentricity of vertical loads in eL : Eccentricity of vertical loads in the
longitudinal direction longitudinal direction for double-axis
eccentricity
2 Greek Letter Δ δ
(Page No. 3)
3 3.2.3
Fig. 3
(Page No. 8)
4 3.2.3
Fig 4
(Page No. 8)
5 4.3 The vertical ground resistance shall For materials, the vertical ground
(below Table 4) be computed always using Set 1 value resistance shall always be computed
(Page No. 13) only for materials, in all combinations using Set 1 value only in all
for piles subjected to both combinations for piles subjected to
compressive and tensile forces. both compressive and tensile forces.
6 4.4.1 Short pile foundations only Short pile foundations only,
Line 1
(Page No. 14)
7 4.5.4 CR 6 1.50,1.35,1.30 CR 6 1.90,1.76,1.70
Table 8
(Page No. 17)
8 4.8.1 Para 1 In order to arrive at the design tensile In order to arrive at the design tensile
(Page No. 21) resistance of an isolated pile, the load resistance of an isolated pile, the load
combinations as per table B.4 of combination as per Table B.4 of IRC:6
IRC:6 shall be followed. and Table 10 under Clause 4.8.3.1 of
this code shall be followed.

NOTIFICATION

9 4.8.3.1 Table 10 for the design shaft tensile Table 10 to arrive at the design shaft
Para 2 line 3 resistance tensile resistance
(Page No. 21)
10 4.8.3.2 CR 3 and CR 4 are the modified partial CR 3 and CR 4 are the modified partial
Para 3 factors as 1.1 times values mentioned in factors using 1.1 times values
Table 7. mentioned in Table 7.
11 4.8.3.3/22 partial factors, as 1.1 Partial factors, using 1.1
Para 3
(Page No. 22)
12 4.8.3.4, title Total Uplift Resistance Total Tensile Resistance
(Page No. 22
Line 1 The total uplift resistance The total tensile resistance
Line 2 The uplift resistance of single pile The tensile resistance of single pile
4.8.3.4 Para 2 Line 1 The uplift resistance of group of piles The total tensile resistance of group of piles
13 4.8.3.5 Ultimate design uplift capacity of piles in Ultimate tensile resistance of piles
(Page No. 23) rock or intermediate Geo-materials in rock or intermediate Geo-
materials
The top 300 mm depth of the socket may be The top 0.3 m depth of the socket may
omitted for calculating the uplift capacity be omitted for calculating the tensile
using ground parameters. The ultimate resistance using ground parameters.
socket resistance shall be calculated as per The ultimate socket resistance shall be
Clause 9 of Appendix 5 of IRC:78 Part-1 calculated as per Clause 9 of Appendix
The ultimate socket resistance shall be 5 of IRC:78 Part-1 The ultimate socket
divided by the ground resistance factor for
resistance shall be divided by the
socket resistance which may be taken from
Table 9 and model factor 1.15 to obtain the ground resistance factor for socket
design resistance. The length of the socket resistance which may be taken from
shall be limited to 6 times the pile diameter. Table 9 and model factor 1.15 to obtain
The frictional resistance capacity of soil the design resistance. The length of the
above the socket shall be calculated as per socket shall be limited to 6 times the
Clause 4.8.3.1 and added to socket pile diameter. The frictional resistance
resistance capacity to arrive at the design capacity of soil above the socket shall
ultimate pull out capacity of pile socketed in be calculated as per Clause 4.8.3.1 and
rock. The self weight of pile shall also be added to socket resistance capacity to
added. The design pull out capacity can also arrive at the design tensile resistance of
be estimated from pull out tests. The pile socketed in rock. The self weight of
correlation factor for pull out test shall be
pile shall also be added. The tensile
taken from Table 7 and multiplied by factor
1.1 shall be used to estimate the resistance can also be estimated from
characteristic pull out capacity from tests pull out tests. The correlation factor for
The method shown in Clause 4.8.3.2 shall be pull out test shall be taken from Table 7
followed to work out the design uplift and multiplied by factor 1.1 shall be
capacity using the correlation factor and used to estimate the characteristic
socket resistance factor given in Table 9 tensile resistance from tests The
from the field test results The total uplift method shown in Clause 4.8.3.2 shall
resistance of block shall be tensile capacity be followed to work out the tensile
of all the piles in the group, which is as resistance using the correlation factor
follows: and socket resistance factor given in
Table 9 from the field test results. The

NOTIFICATION

(Pile capacity of single pile x Number of total tensile resistance of block shall be
piles) tensile resistance of all the piles in the group,
which is as follows:
(Pile capacity of single pile x Number of
piles)
14 5.1 Para 2, Clause 5.3 of this code. Clause 5.4 of this code.
Line 2
(Page No. 25)
15 5.9.2 Add at the end of 1) For foundation resting over rock the resisting
(Page No. 28) factor shall be taken as mentioned in Clause
5.6.2.
Explanatory note
16 (Page No. 34) ( D) Foundation Resting on Rock (D) Foundation Resting on Rock (Cases as
mentioned under (A))
17 2.5 (c), Table 4 ≥3 ≥5
(Page No. 40)
18 2.10 (A) 4) Calculation of pile FOS from Dynamic 4) Calculation of pile FOS from Dynamic
(4) tests tests
(Page No. 43) Taking tests conducted at two locations Taking tests conducted at two locations
Combination 1 Combination 1
DL:LL 50:50 = 1.50 x 1.425 = 2.13 DL:LL 50:50 = 1.90 x 1.425 = 2.70
DL:LL 70:30 = 1.50 x 1.395 = 2.09 DL:LL 70:30 = 1.90 x 1.395 = 2.65
DL:LL 50:50 = 1.50 x 1.15 x 1.70 =2.93 DL:LL 50:50 = 1.90 x 1.15 x 1.70 = 3.71
DL:LL 70:30 = 1.50x 1.09 x 1.70 = 2.77 DL:LL 70:30 = 1.90x 1.09 x 1.70 = 3.52
19 2.10 (B) 4) FOS using Dynamic tests 4) FOS using Dynamic tests
(4) Combination 1 Combination 1
(Page No. 43) DL: LL 50:50 = 1.50 x 1.25 = 1.88 (88%) DL: LL 50:50 = 1.90 x 1.25 = 2.38 (88%)
DL: LL 70:30 = 1.50 x 1.29 = 1.94 (93%) DL: LL 70:30 = 1.90 x 1.29 = 2.45 (93%)
On Ground Strength 1.50 On Ground Strength 1.90
DL: LL 50:50 = 1.50 x 1.0 x 1.7 x 0. 85 = 2.16 DL: LL 50:50 = 1.90 x 1.0 x 1.7 x 0.85 =
(74%) 2.74 (74%)
DL: LL 70:30 = 1.50 x 1.0 x 1.75 x 0. 85 = 2.16 DL: LL 70:30 = 1.90 x 1.0 x 1.70 x 0.85 =
(78%) 2.74 (78%)
Ground strength alone 2.16 Ground strength alone 2.74
Factor of safety remains 1.60 and above Factor of safety remains 1.60 and above for
for normal methods and for dynamic normal methods and for dynamic methods
methods it will be 2.20. Target for normal it will be 2.74. Target for normal methods
methods is 2.0 for normal loading: 25% is 2.0 for normal loading: 25% of over
of over stressing when compared to stressing when compared to normal load.
normal load. Hence can be accepted for Hence can be accepted for ground
ground resistance factor. resistance factor.

NOTIFICATION/MEETING SCHEDULE

20 3.11.1(B) B) With SV Loading Case B) With SV Loading Case
(Page No. 47) For Combination 1 For Combination 1
DL:LL 50:50 = Total FOS = 1.25 x 1.20 DL:LL 50:50 = Total FOS = 1.25 x 1.20
x 1.0 = 1.50 (78%) x 1.0 = 1.50 (78%)
DL:LL 70:30 = Total FOS =1.29 x 1.20 DL:LL 70:30 = Total FOS =1.29 x 1.20 x
x 1.0 = 1.55 (82%) 1.0 = 1.55 (82%)
FOS on Soil = 1.20 FOS on Soil = 1.20
For Combination 2 For Combination 2
DL:LL 50:50 = Total FOS = 1.0 x 1.10 DL:LL 50:50 = Total FOS = 1.0 x 1.00 x
x 1.78 = 1.96 (89%) 1.78 = 1.78 (81%)
DL:LL 70:30 = Total FOS = 1.0 x 1.10 DL:LL 70:30 = Total FOS = 1.0 x 1.00 x
x 1.78 = 1.96 (89%) 1.78 = 1.78 (81%)
FOS on Soil = 1.96 FOS on Soil = 1.78
21 3.11 Last Hence Resistance Factor of 1.20 and 1.1 Hence Resistance factors of 1.20 and 1.00
Para Line 1 can be taken. can be taken.
(Page No. 47)
Technical Committee Meeting Schedule for the month of September, 2022

MoRT&H Circular

Delhi Postal Registration No DL-SW-17/4194/2022-2024
UNDER ‘U’ NUMBER U(SW)-12/2022- 2024
At Lodi Road, PSO on dated 28-29.8.2022 LICENCE TO POST
ISSN 0376-7256 Newspaper Regd. No. 25597/73 WITHOUT PREPAYMENT
PUBLISHED ON 28 AUGUST 2022
INDIAN HIGHWAYS
ADVANCE MONTH, SEPTEMBER 2022
` 20/-
Edited and Published by Shri Sanjay Kumar Nirmal, Secretary General, Indian Roads Congress, IRC HQ, Sector-6, R.K. Puram,
Kama Koti Marg, New Delhi - 1100 022. Printed by Shri Sanjay Kumar Nirmal on behalf of the Indian Roads Congress
at M/s B. M. Printing & Writing Papers Pvt. Ltd., (H-37, Sector-63, Noida), (UP)

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SEPTEMBER, 2022

Volume: 50 § Number: 09 § Total Pages: 84

A View of Costal Highway on Dwarka - Probandar section of NH-51, in Gujarat

Ø Advertisements 2, 7-17, 45, 83 & 84

Publisher & Editor: Sanjay Kumar Nirmal, Secretary General, IRC

(Sanjay Kumar Nirmal)

INDIAN HIGHWAYS SEPTEMBER 2022 5

Respected Secretary General IRC,

6 INDIAN HIGHWAYS SEPTEMBER 2022

INDIAN HIGHWAYS SEPTEMBER 2022 7

8 INDIAN HIGHWAYS SEPTEMBER 2022

INDIAN HIGHWAYS SEPTEMBER 2022 9

10 INDIAN HIGHWAYS SEPTEMBER 2022

INDIAN HIGHWAYS SEPTEMBER 2022 11

12 INDIAN HIGHWAYS SEPTEMBER 2022

INDIAN HIGHWAYS SEPTEMBER 2022 13

14 INDIAN HIGHWAYS SEPTEMBER 2022

INDIAN HIGHWAYS SEPTEMBER 2022 15

16 INDIAN HIGHWAYS SEPTEMBER 2022

INDIAN HIGHWAYS SEPTEMBER 2022 17

PRECAST REINFORCED CONCRETE THREE RADIUS

1. INTRODUCTION performance of the arch pipe and its comparison is made

1 M.Tech Student, Email: aswathysnair23582@gmail.com

18 INDIAN HIGHWAYS SEPTEMBER 2022

Table 1 Dimensions of Arch Pipe (ASTM C 506: 2013a.)

Approximate Span, Rise, Water R1, R2, R3, A, B, C,

375 460 280 0.1 580 270 102 10 119 128

450 560 345 0.15 700 350 135 15 154 145

525 660 395 0.2 900 375 135 20 160 195

600 725 460 0.26 1035 370 115 90 151 248

750 920 570 0.41 1300 475 155 95 192 305

INDIAN HIGHWAYS SEPTEMBER 2022 19

3.2 Soil Material Requirements

20 INDIAN HIGHWAYS SEPTEMBER 2022

Fig.4 Water Area of Circular and Arch Pipes

INDIAN HIGHWAYS SEPTEMBER 2022 21

22 INDIAN HIGHWAYS SEPTEMBER 2022

Fig.6 Reinforcement Details Fig.7 Schematic Representation of Three Edge

The pipe arch can be designed as beam or column elements

4. STRENGTH TEST OF ARCH PIPE

The mechanical performance of precast concrete arch pipe

INDIAN HIGHWAYS SEPTEMBER 2022 23

24 INDIAN HIGHWAYS SEPTEMBER 2022

The bedding on which the bottom of pipe rests, should be

Before transporting, it should be ensured that the precast

Photo 5 Unloading of Precast Arch Pipe

INDIAN HIGHWAYS SEPTEMBER 2022 25

The joints and sealings should be done as per IS 15916:2010.

Photo 8a Compaction of Backﬁll around Arch Pipe

Photo 8b Compaction of Backﬁll around Arch Pipe

i. Precast reinforced concrete arch pipe with three radii

26 INDIAN HIGHWAYS SEPTEMBER 2022

ii. The arch pipe can be used as a superior alternative to Engineering.

INDIAN HIGHWAYS SEPTEMBER 2022 27

A RATIONAL APPROACH FOR THE ANALYSIS AND DESIGN

1. INTRODUCTION panel width is kept as 3.5 m considering typical lane width.

28 INDIAN HIGHWAYS SEPTEMBER 2022

INDIAN HIGHWAYS SEPTEMBER 2022 29

30 INDIAN HIGHWAYS SEPTEMBER 2022

Fig. 2 Axle Load Positions for BUC

INDIAN HIGHWAYS SEPTEMBER 2022 31

Fig.3 Axle Load Positions for TDC

32 INDIAN HIGHWAYS SEPTEMBER 2022