AUGUST 2023

Volume: 51  Number: 08  Total Pages: 68

A view of the Saraighat Rail-cum-Road Bridge over river Brahmaputra in Assam

 INDIAN HIGHWAYS
Volume: 51  Number: 08  AUGUST 2023  ISSN 0376-7256
Indian Roads Congress
Founded : On 10th December, 1934

CONTENTS
¾ From the Editor’s Desk 4-5
¾ Letter to Editor 6
¾ IRC Technical Committees Meeting Schedule for the Month of August, 2023 6
¾ Important Announcement 17-18
¾ Advertisements 2, 7-16, 65, 67 & 68

Technical Papers
¾ Tack Coat Application for Old / Oxidized Bituminous Surfaces 19
By Sameer Uddin & Prof. G.D. Ransinchung R.N.
¾ A Comparative Study of Distribution Factor in Straight and Curved RCC Girder Bridges 25
By Aditya Chauhan & Prof. R. K. Ingle
¾ Recycle of Zinc Tailing Waste Material for Rigid Pavement Concrete Mixes 34
By A. K. Sinha & G. D. Vasantrao
¾ Dynamism in Concrete Ingredients While in Green State 43
By Dhrubajyoti Bhattacharya & Amitabha Datta
¾ MoRT&H Circulars 59-65
¾ New/Revised Publications of IRC 66

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.

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 FROM THE EDITOR’S
TECHNICAL PAPERDESK

INNOVATION IN DIGITILIZED TOLL PLAZA IN INDIA

Ministry of Road Transport & Highways notified the National Highway fee (determination of rates and collection)
rules, 2008 in exercise of the power conferred by Section 9 of the National Highway Act, 1956. According to
these rules, the Central government may by notification, levy fee for use of any section of national highway,
permanent bridge, by-pass or tunnel forming part of the national highway in accordance with the provision of
these rules. Such user fee is collected at designated toll plaza under the open system of user fee collection.

Initially, the user fee was being collected manually leading to delays and pilferages. According to a joint study
conducted by the Indian Institute of Management (IIM) Calcutta and logistics major Transport Corporation of
India in 2014/15, India's annual additional fuel consumption cost due to delays was around $14.7 billion.

In order to ensure seamless movement of traffic through fee plazas and increase transparency in collection of
user fee using FASTag, the National Electronic Toll Collection (NETC) programme, the flagship initiative of
Ministry of Road Transport & Highways, has been implemented on pan-India basis. The National Payment
Corporation of India (NPCI) is the Central Clearing House (CCH). There are thirty eight (38) banks (including
Public and Private sector banks) engaged as issuer banks for FASTag issuance to road users and fourteen (14)
acquirer banks to process the transaction at fee plazas.

The Ministry had mandated fitment of FASTag in M&N categories of motor vehicles with effect from 1st
January, 2021. Category ‘M’ stands for a motor vehicle with at least four wheels used for carrying passengers.
Category ‘N’ stands for a motor vehicle with at least four wheels used for carrying goods, which may also carry
persons in addition to goods. In order to further promote fee payment through digital mode, reduce warning time
and fuel consumption, and provide for seamless passage through fee plazas, Government has declared all lanes
of the fee plazas on National Highways to be “FASTag lane of the fee plaza” w.e.f. the midnight of 15th/16th
February, 2021.

As on 31st December, 2022, collectively banks have issued over 6.33 crore FASTags with an average daily
ETC transactions of 99.05 lakh; the average daily collection through ETC has increased to Rs.158.66 crore with
penetration of 97.6% in total fee collection. There are 1181 National Highways (NH) and State Highways fee
plazas live with ETC infrastructure in all lanes.

Consequent upon the implementation of Electronic Toll Collection (ETC)/FASTag on all lanes following
amendments in the provision of Toll Plaza have been decided since May, 2021 for smooth implementation of
toll collection:

i. In case of expansion of existing Toll Plaza/ lane required in future, staggered Toll Plaza within acquired
ROW shall be constructed.
ii. Toll Plaza shall be designed and constructed for projected peak hours traffic of 10 years. No stage
construction of lanes shall be allowed.
iii. All lanes shall be ETC/FASTag lane in both the directions of traffic. Not less than 2 middle lane shall be
capable of reversible lane to meet the demand of tidal flow.
iv. Minimum number of toll lane shall be based on capacity of individual toll lane as 400 vehicle/hour.
v. Service time will not be more than 10 seconds per vehicles at peak flow regardless of the methodology
adopted in collection of fee. If at any point the queue of vehicles becomes more than 100 m from the toll

4 INDIAN HIGHWAYS AUGUST 2023

 FROM THE EDITOR’S
TECHNICAL PAPER DESK
Reinforcement. Special feature of these Membranes are impermeability, resistance to ageing and
booth then
weathering, bottom
bonding barrier
with base,ofhigh
the lane shall be lifted
temperature and resistance
stability, free flow oftotraffic
impact with
andnopuncture,
tolling beand
allowed
cold till
the queue comes within 100 m.
exibility.

InThetheabove policy bridge

Signature changesoncovering
Yamunaproper land use,
in Delhi, number
Atactic of vehicles passing
Polypropylene (APP) with minimum
modied time of 10
bituminous
second and maximum
waterproong and Dampspecified
proongqueue membrane lengthwithnotpolyester
more than 100 meter with
reinforcement more
as per advanced
IS 16532 Electronic Toll
was used.
Collection (ETC) system/FASTag with more advance camaras will make the system much more efficient and
Itprogressive.
is reported that Kanaka Durga Flyover in Vijaywada, New Mandovi Bridge in Goa and a Cable Stayed
Bridge on Maner river (Karimnagar District) in Telangana adapted water proong wearing coats together
Theother
with constant growth and
bituminous layers.adoption of FASTag by highway users is very encouraging and has helped increased
efficiency in toll operations. The ecosystem and people are now used to the Electronic Tolling System. This is
Experience on thetoGanga
time to upgrade Bridge
next better at Garh
system i.e. aMuketswar
completely with the use
free flow of waterproong
system where there are layer on the concrete
no physical Toll Plazas
surface was reported to be a “failure” resulting
and vehicle do not slow down or stop for payment of user fee. in replacement of the entire wearing coat subsequently. The
reason attributed being lack of exclusive specication on tack coat for water proong layer and absence of
any additional
Ministry protecting
of Road layer.& Highways vide Gazette Notification dated 24th June, 2022 notified a new
Transport
provision of closed user fee collection system whereby the fee is levied based on the actual distance travelled
Asbythere are no standard
a mechanical vehicleGuidelines
on a National forHighway
laying oforwearing coats on bridge decks in India there is a need to
Expressway.
review MORT&H Specications pertaining to this subject. Typically, the wearing coat system shall
comprise of waterproong
Global Navigation Satellitelayer, a protective
System (GNSS) layer basedand twosystem
tolling or threeissurface
one suchlayers on the
closed usertop.
feeThe inter layer
collection system
adhesion between each layer is important parameter.
involving advanced technology where tolling can be done without any physical toll plaza at the ground.
The highways to be tolled are geo-fenced and the vehicles are fitted with any sensor device which can track
The Specications for interlayer bond are generally issued by the Manufacturer of the Waterproong
the location
system but theusing
owners navigation
should insistsatellite positioning
on priming as onboard
the concrete deckunit or mobile.
surface This ais“texture”
to prepare widely used free-flow
so that the
technology worldwide. Once implemented, toll charges will instead be collected
layer does not get debonded. Also a need to install or replace expansion joints on bridges together with through the global positioning
technology. Awearing
new/renewed camera coat
will record
is to bethedetailed
vehicle while
detailsretaining
at the point
theofsame
entrythickness
to the toll of
section as well
wearing coatasonexitthe
from
existing
the toll bridge
section.during
The userits replacement.
will be charged It only
is preferable to adoptofathe
for the segment minimum
toll roadthickness of 80 amm
used to ensure forseamless,
fully wearingtoll
coat on existing bridges. The specications for steel, composite and concrete bridge
barrier-free movement for vehicles, enhanced audit control and centralised user accounts for the toll operator,wearing coats could be
different.
and pilferage-free and transparent toll transactions, along with adherence to green norms by curtailing the idling
fuel wastage.
In recent years, large numbers of failures of bridge deck wearing coats are being reported. The Ministry may
sponsor
Under thea Research
new proposed Study on positioning
global the performance and designtolling,
technology-based of wearing coat for
the on-board unitbridge decks indetermines
autonomously India
considering
the positiontrafc
of the and environmental
vehicle by using a Global factors. Till suchSatellite
Navigation time some Systemguidelines
(GNSS).are GNSS needed so thatrefers
essentially the to
specications followed for road works are not made directly applicable for wearing coats on bridge decks. It
a satellite or a constellation of satellites that provides positioning navigation and timing (PNT) services. It may
includes interalia tack coats/texturing, bonding of intermediate layers in the system. Till such time EN
be noted that for
Specications whilewaterGPS is a GNSS
proong layersowned
and otherby the US government,
specications the IndianonSpace
for “pavement bridgeResearch Organisation
decks” evolved in
(ISRO), too, has developed its own regional GNSS
European countries could be adopted in addition to MORTH Specications. named Navigation Indian Constellation (NavIC) consisting
seven satellites, which is likely to be used for satellite-based electronic toll collection. Both the Ministry of
As thicker
Road wearing
Transport coats
and of 80-90and
Highways mmthe increase
Indian the dead load
Highways on the structure,
Management Company this issue could be taken
Ltd (IHMCL) have into
already
account as per the Limit State Design principles (IRC:6) and increasing the corresponds
started working on it as reducing time of waiting is of prime importance for any human being. It also enables Kerb/Footpath
height (IRC:5)
real time for the purpose
surveillance, improved of design.
toll law enforcement and increased security. In general, GNSS based systems
would include benefits of greater coverage, precise distance calculation, continuous tolling, real time tracking
Accreditation Committee of IRC has also recommended many new materials for bridge deck waterproong
and increased
applications forenforcement
trial use. The capabilities
details of thesewhich wouldare
materials help more efficient
available toll collection on road infrastructure.
on our website

(Sanjay Kumar Nirmal)

Secretary General, IRC

INDIAN HIGHWAYS JUNE 2023 5

INDIAN HIGHWAYS AUGUST 2023 5
 LETTER TO EDITOR
TECHNICAL PAPER

Date: 21st June, 2023

Comments on Editorial on “Bridge Deck Wearing Coat : A Forward Approach” Published in

June, 2023 issue of “Indian Highways”
Sh. Sanjay Kumar Nirmal,
Secretary General, IRC, New Delhi
Dear Sir
You have made every pertinent points about the specification of wearing coat and need for
intermediate adoption of EN specifications during new construction.
Bridge Deck is the least considered aspect even during the maintenance lifecycle and even escapes
observation of those bridge inspectors who are not adequately trained.
On inspection of bridge decks it is routinely found that the bituminous overly was done on
approaches without scraping and later to compensate for the level difference additional layers
were overlaid, thus increasing the dead weight. Yet another problem observed was the debonding
of the 74 mm thick concrete wearing coat and a this water layer creeping below starting the deck
deterioration.
Bridge Deck wearing coat has to be treated separately from approaches . Thus we urgently and as
an interim measure need specification for deck wearing coat as well.

Regards

Sunil C Kand
C V Kand Consultants, Bhopal

IRC Technical Committees Meeting Schedule for the month of August, 2023

Date Day Time Name of the Committee Venue

02-08-2023 Wed 03:00 P.M. Meeting of Subgroup B-4.5 on Guidelines Online Platform
on Design and Construction of UHPC Road
Bridges
10-08-2023 Thu 03:00 P.M. Meeting of Road Maintenance and Asset Online Platform
Management Committee (H-6)
26-08-2023 Sat 11:00 A.M. Meeting of Loads and Load Combination Online Platform
Committee

6 INDIAN HIGHWAYS AUGUST 2023

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 IMPORTANT ANNOUNCEMENT

IRC PT. JAWAHARLAL NEHRU BIRTH CENTENARY AWARD FOR THE YEAR 2022
Nominations are invited in prescribed proforma for the IRC Pt. Jawaharlal Nehru Birth Centenary Award for the year 2022. The last
date for receipt of nominations is 25th October, 2023.
For the year 2022 the nominee’s age should not be more than 45 years. The particulars about the award are given below:
1. PREAMBLE
This award has been instituted by the IRC during Pt. Jawaharlal Nehru Birth Centenary Year and will be made each year for
outstanding contribution in the field of Highway Engineering.
2. NATURE OF AWARD
Award will be in the form of medal/Citation certificate and will be made annually for notable and outstanding contribution,
applied or fundamental, in the field of Highway Engineering (including Bridges).
3. PURPOSE
For recognizing outstanding work in engineering technology, utilization, etc. in the highway sector and encouraging young and
upcoming engineers/scientists in the profession.
4. ELIGIBILITY AND SELECTION OF THE AWARDEE
a. Any Engineer/Scientist or any individual of India who is member/individual associate member of IRC and is engaged in
the field of highway engineering will be eligible for the award.
b. The award will be bestowed on a person who, in the opinion of the Selection Committee constituted by the Executive
Committee, has made conspicuously important and outstanding contribution to Road Development of the country in the
preceding 5 years of the nomination for the award.
5. The age of nominee shall be less than 45 years on the 31st May of the year in which the nomination is received.
6. The award will be made on the basis of contributions made primarily by work done in India. The criteria for selection of the
contribution for the award will be the following:
i) Important addition, modification or improvement to the available design criteria.
ii) Important contribution to present day knowledge of physicial phenomenon or behaviour of relevance to engineering practice.
iii) New approach or methodology for utilization of development of new technology or new techniques for solving problems
in applied engineering technology.
iv) Specific contribution made in the following fields:
(a) Investigation Methods (g) Repairs and Rehabilitation
(b) R&D Management (h) Environment
(c) Standardisation (i) Highway Safety
(d) Software Development (j) Construction and Management
(e) Planning (k) Protective Works
(f) Maintenance (l) Traffic Engineering
7. Nominations
a) Names of candidates may be proposed by or through any member of the IRC Council. Each such nomination shall be on the
basis of proforma, accompanied by detailed statement of work and contribution of the nominee by the sponsor, and a critical
assessment report bringing out the importance of the significant contributions of the nominee made during the preceding five
years. The nominations alongwith copies of work assessment reports is to be sent to the Secretary General, IRC on or before
25th October, 2023.
b) A candidate once nominated should be considered for a total period of 3 years, if otherwise eligible, unless revised nomination is
received. Once such nomination has been received, the Secretary General, IRC may correspond directly with the candidate for
supplementary information, if necessary.

INDIAN HIGHWAYS AUGUST 2023 17

 IMPORTANT ANNOUNCEMENT
TECHNICAL PAPER

PROFORMA

IRC-PT. JAWAHARLAL NEHRU BIRTH CENTENARY AWARD

(NOMINATION FOR THE YEAR 2022)

1. Name of the Nominee.

2. Roll. No. ______________as member of IRC and the year since he is member of IRC.

3. Discipline under which to be considered.

4. Date of Birth.

5. Academic qualifications beginning with Bachelor’s Degree.

6. Present employment and post held.

7. (a) Outstanding achievements of the nominee (in about 500 words) during the last 5 years (Attach separate
sheet)

(b) Benefit derived/anticipated or measurable impact of the work/contribution/achievement.

(c) Assessment by the sponsor of the importance of the contribution (not more than 100 words)

8. Whether these achievements/contributions have already been recognized for awards by any other body. If so, the
name of the body, the name of award and the year of award may be given.

9. Other awards/honours already received including fellowships of professional bodies.

10. Papers published, if any (reprints to be enclosed)

11. Names & address of three experts in the area (preferably in India) as possible reference.

(a)

(b)

(c)

Place : ___________________ Signature _____________________

Name & Designation of the Sponsor
(IRC Council Member)

________________________________________________________________________________________________

NOTE: Ten copies of the Proforma along with ten copies of the detailed statement of achievement/contribution neatly
typed should be supplied along with reprints of relevant Papers.

18 INDIAN HIGHWAYS AUGUST 2023

 TECHNICAL PAPER

TACK COAT APPLICATION FOR OLD / OXIDIZED BITUMINOUS

SURFACES

Sameer Uddin1 Prof. G.D. Ransinchung R.N.2

ABSTRACT

Poor bonding between two layers of Hot Mix Asphalt (HMA) is the cause of many highway pavement problems, especially
mat movement during compaction, which ultimately leads to micro-cracking on the surface. Typically, hot asphalt, emulsified
asphalt, or cutback asphalts are used as tack coats. The objective of this study was to evaluate the optimum quantity and
number of tack coat layers over the oxidized asphaltic surface. Results indicated that when tack coat is applied in two layers
over old or oxidized surfaces, the emulsion has the highest interface bond or shear strength. No movement of the mat and
associated micro-cracks in the layer has been observed.

This paper talks about how innovative methods are used to work out the optimal amount of tack coat, which is to be used
for the old or oxidized surfaces to achieve bonding between the layers, compaction of the layer, minimize mat movement,
microcracking, and compaction difficulty.

1. INTRODUCTION
Asphalt pavements are usually constructed in several
layers, and proper bonding between adjacent layers is
required to ensure good performance[1]. The loss or the
poor bonding between layers can result in several types of
pavement distress, such as slippage cracking, compaction
difficulty, premature fatigue and top-down cracking[2–4]. So
the importance of achieving the best tack coat type and
application rate is an essential part of getting the long-term
performance of the flexible pavement. According to ASTM,
a tack coat can be defined as applying bituminous material
to an existing relatively non-absorptive surface to provide
a thorough bond between old and new surfacing[5]. Usually,
hot bituminous binders, cutback bitumen (bitumen–solvent
base), and/or bitumen emulsions (bitumen–water base) are
used as tack coat materials. Asphalt emulsions are the most
widely used materials for tack coats instead of cutback
asphalt or hot bituminous binders because: (a) they can be
applied at lower temperatures compared to cutback asphalt
or hot bituminous binder, (b) they are environmentally
friendly as they do not contain harmful volatile solvents
and (c) safe to use as they are not flammable and pose a
health risk to workers[6-7]. Tack coats are sprayed in a thin
film on the existing layer surface before constructing the
next pavement layer. After the tack coat wets the surface of
the old pavement and fills the tiny pores, it solidifies and
develops what is called interlocking. This interlocking is
strongly affected by the liquid's viscosity at installation. Low
viscosity tack coat can penetrate and follow the surface
irregularities better than the high viscosity tack coat and,
hence, better interlocking[8-9]. Many other factors affect
tack coat performance and interlayer bond/shear strength,
including tack coat type, application rate, number of
layers, temperature, normal pressure, application methods,
and surface roughness. It was also found that applying low
viscosity tack coat asphalt emulsion in two layers is more
effective than a single layer tack coat through high viscosity
asphalt emulsion[10].
The proper behavior and durability of a bituminous
pavement are closely related to adequate tack coat
application. In several research works, the optimal ranges
of tack coat dosages to bond two bituminous layers have
been analyzed. One of the most important works was
developed by Deysarkar[11], in which a Tracker device,
designed by Instro Tek[12], was used. Better strengths were
obtained for 0.450 l/m2 of dosage than for lower dosages
such as 0.180 l/m2.

1 IDSE, Executive Engineer, Military Engineer Services

2 Professor, Department of Civil Engineering, IIT Roorkee, Uttarakhand, E-mail : g.n@ce.iitr.ac.in

INDIAN HIGHWAYS AUGUST 2023 19

 TECHNICAL PAPER

2. OBSERVATION circumstances, the DAC II layer over DAC I layer started

In 2018, resurfacing work with flexible pavement
specifications that had DBM (Dense Bituminious
Macadam), SAMI (Stress Absorbing Membrane Interface),
DAC I (Dense Asphaltic Concrete Grade I), and DAC II
(Dense Asphaltic Concrete Grade II) layer was taken up in
one of the pavement in Telangana state. Due to unforeseen
after almost one year gap. By that time, the top layer of
DAC I got oxidized due to weathering effect because of
which movement of mat and difficulty in compaction was
noticed during the laying of DAC II. Further more, few
microcracks were observed in the DAC II layer, as shown
in Figs. 1 & 2.

Fig 1 Micro-Cracks in Layer Fig. 2 Cores of the Affected Portion

3. MATERIAL USED for bonding in this study. Properties of emulsion RS1 as

per independent testing carried out at IIT Hyderabad are
Bitumen emulsions RS1 (bitumen–water base) are used as given in Table 1.
tack coat materials between the DAC I and DAC II layers

Table 1 Test Results of Emulsion RS1

S. TESTED AS PER
TESTS PERMISSIBLE LIMITS RESULTS
No. STANDARD
1. Residue on 600 microns IS
0.05 0.027 IS 8887 - 2018
Sieve, percent by mass, Max
2. Storage Stability after 24 h,
2 0.75 IS 8887 - 2018
percent, Max
3. Particle charge Positive Positive IS 8887 - 2018
4. No No
Miscibility with water IS 8887 - 2018
Coagulation Coagulation
5. Viscosity by Saybolt Furol
20- 100 sec 31 sec IS 8887 - 2018
Viscometer, seconds, at 500℃

4. EFFECT OF TACK COAT ON BONDING
Work for laying of DAC II layer over the layer DAC I
started after almost one year gap. During this time, due
to weathering effect & due to continuous movement of
construction vehicles, the top of the bitumen layer resulted
in the oxidization and made the surface smooth bitumen
deficit which caused the mat's movement and difficulty in
compaction and resulted in a few micro-cracks in the DAC
II layer, as shown in Figs. 1 & 2. To overcome this, several

20 INDIAN HIGHWAYS AUGUST 2023

 TECHNICAL PAPER
trials were carried out viz variation in quantity and curing
time of emulsion used in tack coat, variation in binder
content of DAC II layer, change in the binder source, etc.,
but no significant improvement was noticed. Still, during
this course, it was visualized that it is mainly because of lack
of proper bonding between the layers, ultimately leading to
mat movement and difficulty in compaction. As a trial tack
coat was applied in two layers, the first layer was applied
and left for 24 hours, and the second layer was applied one
hour before laying (Fig. 3) and subsequent improvement
was noticed. The quantity of tack coat was varied in layers,
movement of the mat was observed, and the optimum dose
of the emulsion was finalized, as shown in Table 2. With
two layers of tack coat and optimum quantity of emulsion,
IInd Layer of Ist Layer of
tack coat tack coat
Fig. 3 Two-Layer of Tack Coat over DAC I Surface
5. TESTING
(a) Shear strength of emulsion between base course
and a wearing course
Leutner Test:
Sangiorgi et al. (2002) developed a shear testing device
called a Leutner test, as shown in Fig. 5. A vertical shear
load is applied to a 150 mm double-layered cylindrical
specimen at a 50 mm/min constant deformation rate at
20°C until failure.
The study was investigated to evaluate bond strength
between wearing and base course materials. This study
considered two different interface treatments: (1) with
tack coat emulsion RS1 applied once before one hour of
laying, (2) with tack coat emulsion applied twice, first coat
24 hours before laying, and second coat one hour before
no movement of mat and micro-cracking in the surface has
been noticed (Fig. 4).
Two layers of tack coat, when the first layer is applied and
left for 24 hours deficiency in the old surface due oxidation
is fulfilled with this and surface start behaving more or
less like the new surface. Then, with the second coat of
emulsion application just before 1 hr of laying, it gets
stabilized. Proper bonding between old and new surfaces is
achieved, and the problem of mat movement, compaction
difficulty, and microcrackingis eliminated. Further from
Table 2 it is evident that tack coat qty has been increased
from 3.0 Kg / 10 Sqm to 3.5 - 4.5 Kg / 10 Sqm, and shear
strength has increased significantly.
Fig. 4 DAC II after Two-Layer of Tack Coat
laying. The cores of the two superimposed bituminous
DAC II layers over DAC I were taken from the field using
the core cutting machine from both locations, as shown in
Fig. 6. The core was allowed to cure in the laboratory for
at least 24 hours. After the curing period, the sample was
placed in the shear mould and tested in the testing machine
at 25°C. The failure load is noted down, and shear strength
is calculated. Results are shown in Table 3.
(b) Bitumen extraction of site samples from two-
layer of tackcoat:
NCAT Oven for evaluation of Binder Content:
The ignition test is the most common method used to
determine HMA binder content. In the ignition method,
HMA is heated in the oven (Fig. 7) at temperatures above
the flame point of the binder to burn the asphalt binder
within the mixture. The difference in weight before and after
INDIAN HIGHWAYS AUGUST 2023 21
 TECHNICAL PAPER
Fig. 5 Leutner Shear Strength Test
burning in the ignition oven gives a measure of asphalt
binder content. The remaining aggregate can also be
analyzed for gradation.
Initially, a 1969 study by Antrim and Busching suggested
that asphalt binder content of HMA samples could be
determined by an "ignition method" that involved the
complete virtual combustion of asphalt binder at a high
temperature. Studies at the National Center for Asphalt
Technology (NCAT) in the early 1990s followed up on
this idea and improved equipment and methods. Today, the
ignition test is the most common method for determining
HMA asphalt binder content and gradation.
Material has been extracted from the site using a mechanical
jackhammer. The edges have been discarded so that the
complete sample is appropriately coated with asphalt,and
representative binder content value can be obtained.
Additional binder content has been tested by ignition
method by using NCAT Oven and by solvent extraction
method. Results are shown in Table 3.
Fig. 6 Moulds Before and After Testing
22 INDIAN HIGHWAYS AUGUST 2023
6. RESULTS AND DISCUSSION
The main properties of tack coat asphalt emulsion are
shown in Table 1. Shear strength is considered the critical
parameter to optimize the tack coat application rate.
Interface shear strength is calculated as the measured
shear load divided by the interface area. Typical interface
shear stress or bond strength of single coat and double
coat application is shown in Table 2. Over the old surfaces
due to asphalt oxidation after the application of emulsion
as tack coat surface is not adequately bonded at regular
qty of emulsions as specified in different codes / MORTH
and poses compaction difficulty and ultimately lead to the
formation of top-down microcracks.
Further increase in the quantity of emulsion doesnot
increase the bond, but the mat starts slipping with the
roller's movement. Two layers of tack coat, when the first
layer is applied and left for 24 hours deficiency in the old
surface due oxidation is fulfilled with this and surface start
behaving more or less like-new surface. Then with the
application of the second coat of emulsion just before 1 hr
of laying, it gets stabilized, and proper bonding between
old and new surfaces is achieved. The problem of mat
movement, compaction difficulty, and micro cracking was
eliminated. Further from Table 3, it is evident that tack
coat quantity has been increased from 3.0 kg / 10 Sqm to
3.5 to 4.5 kg / 10 Sqm, and shear strength has increased
significantly.
Further, the increase in the number of layers and amount
of tack coat emulsion and its effect and the corresponding
increase in the binder content was measured by ignition
test in NCAT oven and binder extraction using a solvent.
The results are shown in Table 3. The results have been
compared with binder content as per Job Mix Formula,
extraction value at the time of production of asphalt
 TECHNICAL PAPER

mix, and after one month of laying with the application there is no significant increase in binder content as shown
of increased tack coat in two-layer. With the increase in in Table 3, and chances of increase in VFB beyond the
emulsion quantity with two coat application of tack coat, limit and further bleeding of bitumen is also eliminated.

Fig. 7 NCAT Oven; Binder Content Test

Table 2 Shear Strength of Emulsion when Used in a Single Coat and Double Coat

S. Qty of tack coat Failure Shear

Location Observations Remarks
No. (kg / 10 sqm) load strength
Ist layer IInd layer kN kg / cm2
Ch 2400, slight movement in the mat, micro- used single coat of
1 3.0 - 6.9 8.95
off 22, SR cracks observed emulsion RS1
Ch 2572,
2 3.0 - 7.1 9.21 -do- -do-
off 27, SR
Ch 2326,
3 3.0 - 8.3 10.76 -do- -do-
off 24, SR
Ch 1962, No Movementin Used two coat
4 1.5 to 2.0 1.5 to 2.5 12.0 15.56
off 18, SR mat, no micro-crackswere observed of emulsion RS1
Ch 1620,
5 1.5 to 2.0 1.5 to 2.5 12.8 16.60 -do- -do-
off 08, SR
Ch 1100,
6 1.5 to 2.0 1.5 to 2.5 12.1 15.70 -do- -do-
off 04, SR

Table 3 Bitumen Extraction of Site Samples From Single / Double Layer of Tack Coat

S. Binder % As per Actual % during

Location Tack coat application Remarks
No. NCAT SOLVENT JMF (%) production
Ch 1962, Double layer,
1 5.56 5.64 5.5 5.57
off 18, SR 3.5 to 4.5 Kg/10Sqm
Ch 1620, Double layer, Surface
2 5.49 5.56 5.5 5.52
off 08, SR 3.5 to 4.5 Kg/10Sqm 1 to 2
Ch 1100, Double layer, months
3 5.63 5.66 5.5 5.53
off 04, SR 3.5 to 4.5 Kg/10Sqm old
Ch 1274, Double layer,
4 5.69 5.70 5.5 5.55
off 04, SR 3.5 to 4.5 Kg/10Sqm
Ch 2400, Single Layer
5 5.70 5.74 5.4 5.41 Surface
off 22, SR 3.0 Kg/ 10 Sqm
09 months
Ch2572, Single Layer
6 5.69 5.72 5.4 5.41 old
off27,SR 3.0 Kg/ 10 Sqm

INDIAN HIGHWAYS AUGUST 2023 23

 TECHNICAL PAPER

7. CONCLUSIONS (2012)879–888. Effect of Polymer Modified Asphalt Emulsion on

Pavement Reflective Cracking Performance.
The test results and site observations indicated that tack
3. X. Hu, L. Walubita, J. Transport. Eng. 137 (1) (2011)28–36.
coat applied in two layers have improvement in bonding
when compared to the single layer of tack coat as the 4. Farhana Rahman, Mustaque Hossain, Stefan A. Romanoschi, J.
first layer of tack when left CALL for one day FOR
TECHNICAL TECHNICAL
penetrates in Transport. PAPERS
PAPER Res. Board 2205 (2009)3–10. Optimized design for
4.75mm NMAS Superpave Mix Thin Overlay.
the existing layer and fulfills the deficiency created by
oxidation of asphalt over the period and surface start 5. American Society for Testing and Materials 04 D8(2005).
CALL
behaving like the new surface. Further, after applying FOR TECHNICAL PAPERS
6. Louay N. Mohammad, Hassan Marwa, Nachiketa Patel, Transport.
tack1.coatThe
in two layers,
Indian no movement
Roads Congressof mat and
(IRC) difficulty
invites technical Papers for publication
Res. Rec. 2209 (2011)1–8.in its periodicals i.e. Indian
in compaction
Highwaysand (monthly),
micro-cracking has of
Journal beenthe faced. The
IRC (quarterly) & Highway Research Journal (half yearly)
7. Jian-Shiuh Chen, Chien-Chung Huang, Transportation Research
shear2. resistance at theofinterface
The contents increased
papers should cover significantly
the additional knowledge, information
Board of the and ideas
National Academies, so that highway
Washington, 2010, pp.142–
with an fraternity
increase ofgets
application of tack
benefitted fromcoat. Further,
them. Theitpapers
is should be properly
149. Effect of Surface structured
Characteristicsand shouldProperties
on Bonding avoid of
evident dwellings
that with anatincrease
length on in facts
the number
broadly ofknown
layers and
to highwayBituminious
engineers.TacktheCoat.
papers may deal with important
quantitycase studies,
of tack new design
coat emulsion, concepts/
there isn't anyprinciples,
significant new construction techniques, modern quality control,
8. L.S. Penn, E. Defex, Mater. Sci. 37 (2002)505–513.
increasemodern
in bindermaintenance
content, andtechniques
chances ofapplied
increase in in
highway projects, besides traffic engineering, transport
planning, etc. including a paragraph on
effective binder content and further bleeding to the surface application9. of A.C.
Paper to Highway
Collop, Profession
M.H. Sutanto, andElliott,
G.D. Airey, R.C. updation
Const. of
Build.
IRC Codes. Mater. 23 (6) (2009) 2251-2258. Shear Bond Strength between
are minimal. Asphalt Layers for Laboratory Prepared Samples and Field Cores.
3. Authors and Co-authors should be members of IRC and their Roll Numbers should be mentioned
So, by using
in thetheforwarding
increased quantity of emulsion
letter. Even on old or who
non-members, 10. are
N.F.Experts in Ibrahim*,
Ghaly, I.M. any relevant field or
E.M. Noamy, who Journal
Egyptian have of
oxidizedspecialized
surfaces in knowledge
two layers, one before 24 hours and Petroleum (2014) 23, 61– 65. Tack Coat
on any subject related to highway engineering are also welcome to contributefor Asphalt Paving.
technical
one before onehr. ofPapers.
laying problem of micro-cracking, mat 11. Deysarkar, I. 2004, Test set-up to Determine the Quality of Tack
movement,
4. Theand compaction
length difficulty
of the paper is overcome
should be uptoto5000
a large Coat, University
words including tables,ofFigures,
Texas at ElPhotographs,
Paso. etc. on A4
extent. Further research
size paper withcan
12bept.progressed in this
font size of direction.
times New Roman, typed in 1.5 line space.
12. InstroTek Inc. 2003, ATACKER™ A Tack Coat Testing Device,
5. The papers so received from Authors are sent to a panel
REFERENCES of experts and are considered for publication
USA.
after obtaining their views about acceptability of the paper.
13. AASHTO T 308 and ASTM D 6307: Determining the Asphalt
1. A.C. Collop, M.H. Sutanto, G.D. Airey, Richard C. Elliott, Const.
6.Build.
IRC reserves the right to publish any paper in any of its
Mater. 25 (2) (2011)623–629. Development of an Automatic
periodicals.
Binder Content ofAuthors are requested
Hot-Mix Asphalt to the
(HMA) by please
Ignition
send Method
Torque Testthe manuscript
to Measure ofStrength
the Shear the Paper inAsphalt.
between word format on the following emails: paper.irc-morth@gov.in /
papers.irc@gmail.com
14. IRC:SP:100-2014, "Use Cold Mix Technology in Construction
2. Yu Chen, Gabriele Tebaldi, Reynaldo Roque, George Lopp, 7th
For more details and rules for and Maintenance of Roads
IRCUsing Bitumen Emulsion."
RILEM International Conference on contribution of technical Papers
Cracking in Pavements, please visit website: www.irc.nic.in.
For further Contact Tel. No. 011 23384543 E-mail: paper.irc-morth@gov.in/papers.irc@gmail.com

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24 INDIAN HIGHWAYS AUGUST 2023
 TECHNICAL PAPER

A COMPARATIVE STUDY OF DISTRIBUTION FACTOR IN

STRAIGHT AND CURVED RCC GIRDER BRIDGES

Aditya Chauhan1 Prof. R. K. Ingle2

ABSTRACT

For aesthetic purposes as well as to meet geometric requirement horizontally curved bridges are used in numerous places.
This paper focuses on the load distribution characteristics of curved and straight bridge by varying various parameters
like curvature angle, number of longitudinal girders and loading. A single span simply supported bridge arrangement is
used having fixed span length.The bridge is loaded with IRC Class A and 70R loading so as to obtain maximum bending
moment. Load distribution for self-weight condition is also studied. Results obtained for various curved bridge arrangements
are then compared with the straight bridge arrangements. It was observed that straight bridge has better load distribution
characteristics than curved bridge irrespective of the angle of curvature, loading type or girder arrangement.

1. INTRODUCTION 2. MATHEMATICAL MODEL

Horizontally curved bridges are used in numerous
highway arrangements. Research on live load distribution
for curved RCC girder bridge (Jessy and Ingle 2018) and
curved I-girder bridge (Brockenbrough 1987; Barr et al.
2007; Izzet and Mohammed 2018) has been done in past.
However, the load distribution for curved bridge under
various IRC loadings are not available as a comparison
of the curved and straight bridge arrangements.
Knowing load distribution in straight and curved bridge
arrangements will provide an aid during analysis of such
arrangements.
Curved bridge and straight bridge have different response
to same loading because of their different deck and girder
arrangement. In this study the load distribution variation
among longitudinal girders when subjected to IRC Class A
and 70 R loading along with variation in curvature angle as
well as number of girders has been carried out. Loading is
being placed so as to get maximum bending moment. Load
distribution for self-weight condition is also considered.
The parametric study of distribution factor with variation
in curvature is discussed.
2.1 Straight Bridge Mathematical Model
A single span simply supported RCC bridge straight in
plan is considered for the study. Number of longitudinal
girders is varied as 2,3,4 and 5 with spacing as 5.5 m,
2.7 m, 2 m and 1.5 m c/c respectively. Total carriageway
width considered is 7.5 m with cantilever projection of
1.05 m. Longitudinal girder is 0.3 m x 2 m. Deck slab
is 0.3 m thick modelled using quadrilateral shell element
in SAP 2000 with mesh size of 0.2 m x 0.05 m for better
placement of loading arrangement considered for the study.
Longitudinal girder is modelled using frame element in
SAP 2000 as one single element of Length 10m and cross
section 0.3 m x 2 m. Connection between deck slab and
girder is made with help of insertion point as top centre.
Girders are supported at one end on hinge support and at
the other end on roller support to achieve simple support
condition. Figs. 1 (a,b,c & d) shows straight bridge Finite
element model with 2, 3, 4 and 5 longitudinal girders
respectively.

1 M.Tech Student, E-mail : aditya23390@gmail.com

Dept. of Applied Mechanics, VNIT, Nagpur
2 Professor, E-mail : rkingle@apm.vnit.ac.in

INDIAN HIGHWAYS AUGUST 2023 25

 TECHNICAL PAPER
(a)
(c)
Figs. 1 (a,b,c & d) Straight Bridge Model
2.2 Curved Bridge Mathematical Model
A single span simply supported RCC bridge curved in plan
is considered for the study. Curvature angle is varied from
10 to 25 degree. Number of longitudinal girders is varied
as 2, 3, 4 and 5 with spacing as 5.5 m, 2.7 m, 2 m and 1.5
m c/c respectively. Total carriageway width considered is
7.5 m with cantilever projection of 1.05 m. Longitudinal
girder is 0.3x2 m. Deck slab is 0.3 m thick modelled using
quadrilateral shell element with mesh created with the help
of radial replicate command by adjusting the increment
number and angle depending on the angle of curvature
under consideration in SAP2000 and longitudinal girders
are modelled using frame element in with the help of radial
replicate command by adjusting the increment number
and angle depending on the angle of curvature under
consideration in SAP2000. Connection between deck
slab and girder is made with help of insertion point as top
centre.Girders are supported at one end on hinge support
and at the other end on roller support to achieve simple
support condition. Figs. 2 (a,b,c & d) shows curved bridge
model with 2 longitudinal girders with curvature angle
10,15,20 and 25 degrees respectively. Figs. 3 (a,b,c & d)
shows straight bridge model with 3 longitudinal girders
26 INDIAN HIGHWAYS AUGUST 2023
(b)
(d)
with curvature angle 10, 15,20 and 25 degrees respectively.
Figs. 4 and 5 shows straight bridge model with 4 and 5
longitudinal girders with curvature angle 10,15, 20, and 25
degrees respectively.
2.3 Loading Applied
The bridge model is first loaded with two lanes of
IRC class A maximum single axle load with clearance
between centre of the wheel and the roadway face of
the kerb as 0.4 m and clearance between the centre
of wheels of passing or crossing vehicles as 1.7 m as
per IRC:6-2017 so as to obtain maximum bending
moment. The bridge model is then loaded with single
lane of IRC 70 R maximum single axle load with
clearance between centre of the wheel and the roadway
face of the kerb as 1.63 m as per IRC:6-2017 so as to
obtain maximum bending moment. Load distribution
for self-weight condition is also studied. Figs. 6 (a,b,c
& d) show transverse section for loading arrangement
for 2, 3, 4 and 5 girders respectively subjected to two
lanes of Class A loading. Figs. 7 (a,b,c & d) show
transverse section for loading arrangement for 2, 3, 4
and 5 girders respectively subjected to single lane of
70R loading.
 TECHNICAL PAPER

(a) (b)

(c) (d)
Figs. 2 (a,b,c & d) Curve Bridge Model Plan with 2 Longitudinal Girders

(a) (b)

(c) (d)
Figs. 3 (a,b,c & d) Curve Bridge Model Plan with 3 Longitudinal Girders

INDIAN HIGHWAYS AUGUST 2023 27

 TECHNICAL PAPER

(a) (b)

(c) (d)
Figs. 4 (a,b,c & d) Curve Bridge ModelPlan with 4 Longitudinal Girders

(a) (b)

(c) (d)
Figs. 5 (a,b,c & d) Curve Bridge Model Plan with 5 Longitudinal Girders

28 INDIAN HIGHWAYS AUGUST 2023

 TECHNICAL PAPER

(a) (b)

(c) (d)

Fig. 6Figs. 6 (a,b,c & d)Loading

Transverse Transverse Position
Loading Position
for Twofor Two Lanes of
Lanes of Class
Class A Loading
A Loading

(a) (b)

(c) (d)

Figs. 7 (a,b,c & d) Transverse Loading Position for Single Lane of 70 R Loading
Fig. 7 Transverse Loading Position for Single Lane of 70 R Loading

INDIAN HIGHWAYS AUGUST 2023 29

 TECHNICAL PAPER

2.4 Calculation of Distribution Factor
The load distribution among longitudinal girders for this
study is computed as the ratio of the total reaction at the
supports of girder under consideration to the total load
applied on the bridge deck. The expression given by
Eq.(1) to calculate distribution factor, where (DF)girder is
distribution factor for girder under consideration, Ri is the
total reaction at the supports of longitudinal girder under
consideration and P is the total load applied on bridge deck
can be understood from Fig. 8.
Factor (DFs) for 70 R loadings are given in Table 3.
To understand variation of load distribution graphical
representation of Distribution Factor (DFs) for self-weight
loading is shown in Figs. 9 (a,b,c & d) for 2, 3, 4 and 5
girders respectively. Similarly, graphical representation of
Distribution Factor (DFs) for class A loading is shown in
Figs. 10 (a,b,c & d) for 2, 3, 4 and 5 girders respectively and
graphical representation of Distribution Factor (DFs) for 70
R loading is shown in Figs. 11 (a,b,c & d) for 2, 3, 4 and 5
girders respectively.

(1)

3. PARAMETRIC STUDY

A parametric study is done with variation in curvature angle

for 2, 3, 4 and 5 girders with fixed span length of 20 m. The
curvature angle is varied from 10 degree to 25 degree. The
results for Distribution Factor (DFs) for self-weight are given
in Table 1. The results for Distribution Factor (DFs) for Class
A loadings are given in Table 2. The results for Distribution Fig. 8 Calculation of Distribution Factor

Table 1 Distribution Factors for Self-Weight Loading

Straight bridge
No of Girders Curve angle 10ᵒ 15ᵒ 20ᵒ 25ᵒ
(0ᵒ)

Two girder Girder 1 0.5 0.56 0.59 0.62 0.64

bridge Girder 2 0.5 0.44 0.41 0.38 0.36

Girder 1 0.33 0.39 0.42 0.46 0.49

Three girder
Girder 2 0.34 0.33 0.33 0.32 0.31
bridge
Girder 3 0.33 0.27 0.25 0.22 0.2

Girder 1 0.25 0.3 0.33 0.36 0.39

Four girder Girder 2 0.25 0.25 0.25 0.24 0.24

bridge Girder 3 0.25 0.25 0.25 0.24 0.23

Girder 4 0.25 0.2 0.17 0.15 0.14

Girder 1 0.21 0.26 0.29 0.32 0.35

Girder 2 0.2 0.2 0.2 0.19 0.19

Five girder
Girder 3 0.2 0.2 0.19 0.19 0.18
bridge
Girder 4 0.2 0.19 0.18 0.18 0.17

Girder 5 0.21 0.16 0.14 0.12 0.1

30 INDIAN HIGHWAYS AUGUST 2023

 TECHNICAL PAPER

Table 2 Distribution Factors for Class A Loading

Straight bridge
No of Girders Curve angle 10ᵒ 15ᵒ 20ᵒ 25ᵒ
(0ᵒ)
Two girder bridge
Girder 1 0.63 0.71 0.74 0.78 0.82
Girder 2 0.38 0.3 0.26 0.22 0.18
Three girder
Girder 1 0.46 0.55 0.59 0.64 0.68
bridge
Girder 2 0.35 0.33 0.32 0.30 0.29
Girder 3 0.20 0.13 0.10 0.07 0.04
Four girder Girder 1 0.35 0.43 0.48 0.52 0.57
bridge
Girder 2 0.28 0.27 0.26 0.25 0.24
Girder 3 0.24 0.23 0.22 0.21 0.2
Girder 4 0.13 0.07 0.05 0.02 0
Girder 1 0.3 0.39 0.43 0.48 0.53
Five girder bridge
Girder 2 0.23 0.22 0.22 0.21 0.2
Girder 3 0.2 0.19 0.19 0.18 0.17
Girder 4 0.18 0.16 0.15 0.14 0.13
Girder 5 0.1 0.04 0.02 0 -0.02

Table 3. Distribution Factors for 70R Loading

Straight bridge
No of Girders Curve angle 10ᵒ 15ᵒ 20ᵒ 25ᵒ
(0ᵒ)
Two girder Girder 1 0.71 0.78 0.82 0.86 0.9
bridge
Girder 2 0.29 0.22 0.18 0.14 0.1
Three girder Girder 1 0.51 0.6 0.65 0.7 0.75
bridge
Girder 2 0.41 0.38 0.35 0.33 0.31

Girder 3 0.08 0.02 0 -0.03 -0.06

Four girder Girder 1 0.37 0.46 0.51 0.56 0.61
bridge
Girder 2 0.34 0.32 0.31 0.3 0.28

Girder 3 0.28 0.25 0.23 0.21 0.19

Girder 4 0.01 -0.03 -0.05 -0.07 -0.08

Five girder Girder 1 0.31 0.4 0.45 0.51 0.56
bridge
Girder 2 0.28 0.28 0.27 0.26 0.26

Girder 3 0.23 0.22 0.2 0.19 0.17

Girder 4 0.19 0.16 0.15 0.13 0.11

Girder 5 -0.02 -0.06 -0.07 -0.09 -0.1

INDIAN HIGHWAYS AUGUST 2023 31

 TECHNICAL PAPER

Two Girders Three Girders

0.7 0.6
0.6 0.5
0.5
0.4
0.4
D.F.

D.F.
0.3 Girder 1
0.3 Girder 1
0.2 Girder 2
0.2 Girder 2
0.1 Girder 3
0.1
0 0
0 5 10 15 20 25 0 5 10 15 20 25
Curvature Angle Curvature Angle

(a) (b)

Four Girders Five Girders

0.45 0.4
0.4 0.35
0.35 0.3
0.3
0.25 Girder 1
0.25 Girder 1
D.F.

D.F.
0.2 Girder 2
0.2 Girder 2
0.15 Girder 3
0.15
Girder 3
0.1 0.1 Girder 4
Girder 4
0.05 0.05 Girder 5
0 0
0 5 10 15 20 25 0 5 10 15 20 25
Curvature Angle Curvature Angle

(c) (d)
Figs. 9 (a,b,c & d) Distribution Factors for Self Weight Loading

Two Girders Three Girders

0.9 0.8
0.8 0.7
0.7 0.6
0.6
0.5
0.5
D.F.

D.F.

0.4 Girder 1
0.4 Girder 1 0.3 Girder 2
0.3
Girder 2 0.2
0.2 Girder 3
0.1 0.1
0 0
0 5 10 15 20 25 0 5 10 15 20 25
Curvature Angle Curvature Angle

(a) (b)

Four Girders Five Girders

0.6 0.6

0.5 0.5
0.4
0.4
Girder 1
Girder 1 0.3
D.F.

D.F.

0.3 Girder 2
Girder 2 0.2
0.2 Girder 3
Girder 3 0.1
Girder 4
0.1 Girder 4 0
Girder 5
0 -0.1
0 5 10 15 20 25 0 5 10 15 20 25
Curvature Angle Curvature Angle

(c) (d)
Figs. 10 (a,b,c & d) Distribution Factors for Class A Loading

32 INDIAN HIGHWAYS AUGUST 2023

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Two Girders Three Girders

1 0.8
0.9 0.7
0.8 0.6
0.7 0.5
0.6 0.4
D.F.

D.F.
0.5 0.3 Girder 1
0.4 Girder 1 0.2
Girder 2
0.3 Girder 2 0.1
0.2 0 Girder 3
0.1 -0.1
0 -0.2
0 5 10 15 20 25 0 5 10 15 20 25
Curvature Angle Curvature Angle

(a) (b)

Four Girders Five Girders

0.7 0.6
0.6 0.5
0.5 0.4
0.4
0.3 Girder 1
0.3 Girder 1
D.F.

D.F.
0.2 Girder 2
0.2 Girder 2
0.1 Girder 3
0.1
Girder 3
0 0 Girder 4
Girder 4
-0.1 -0.1 Girder 5
-0.2 -0.2
0 5 10 15 20 25 0 5 10 15 20 25
Curvature Angle Curvature Angle

(c) (d)
Figs. 11 (a,b,c & d) Distribution Factors for 70 R Loading

4. OBSERVATIONS It is necessary to evaluate properly the distribution factor

From above results it can be observed that for the
outermost girder with increase in curvature angle more
load is distributed for self-weight, Class A loading and
70 R loading case. For the innermost girder with increase
in curvature angle load distributed becomes less. For the
intermediate girders also with increase in curvature angle
load distributed becomes less for self-weight, Class A
loading and 70 R loading case but this phenomenon is more
significant for live loading as compared to self-weight.
5. CONCLUSIONS
i. Straight bridge has better load distribution
characteristics than curved bridge irrespective of
loading, number of girders and curvature angle.
ii. The load distribution characteristics becomes poorer
with increase in curvature angle irrespective of loading
and number of girders.
iii. Outermost girder experiences maximum load while
innermost girder experiences least load with increase
in curvature angle irrespective of loading and number
of girders.
in case of curved bridge.
REFERENCES
1. Barr, P. J., Yanadori, N., Halling, M. W., and Womack,
K. C. (2007), “Live-Load Analysis of a Curved
I-Girder Bridge.” Journal of Bridge Engineering.,
12(4), 477-484.
2. Brockenbrough, R.L. (1986). “Distribution Factors
for Curved I-Girder Bridges.” Journal of Structural
Engineering, 112(10), 2200-2215.
3. IRC:6-2017 “Standard Specifications and Code of
Practice for Road Bridges.” Indian Roads Congress
New Delhi.
4. Izzet, A.F., and Mohammed, A.R. (2016). “Distribution
Factor of Curved I-Girder Bridges under Iraqi Standard
Bridge Live Loads.” Journal of Civil Engineering
Research, 6(3), 61-71.
5. Jessy, G.M., and Ingle, R.K. (2018). “Distribution
Factor for Curved RCC Girder Bridges.”International
Conference on Advances in Construction Materials and
Structures, IIT Roorkee, Roorkee, Uttarakhand, India.

INDIAN HIGHWAYS AUGUST 2023 33

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RECYCLE OF ZINC TAILING WASTE MATERIAL FOR

RIGID PAVEMENT CONCRETE MIXES

A. K. Sinha1 G. D. Vasantrao2
ABSTRACT

Zinc tailing is a waste material generated from zinc producing industry in huge quantity. Presently, it is partially used as
a backfill material for mines and large amounts are dumped near by the producing plants. Its deposit is increasing day by
day due to increase in demand of zinc. However, it has potential for application in concrete mixes (Dry Lean Concrete, DLC
and Pavement Quality Concrete, PQC) for road construction as a partial replacement for sand. Physical characterisation
including morphology of tailing was carried out in the laboratory. DLC/PQC concrete mixes were prepared by replacing
sand with tailing (20 to 100 percent). Concrete mix samples were prepared at maximum density and optimum water content.
To examine the gain in strength of mixes for road construction, mixes were cured for different periods, ranging from 7 to 28
days. The compressive strength of DLC and PQC mixes was evaluated. In addition to this, flexural strength of PQC mixes was
also determined at different curing periods (7 to 28 days). To compare the behaviour of mixes, the control mix of DLC was
prepared with 170 kg/m3 of ordinary Portland cement and sand, while 420 kg/m3 of ordinary Portland cement, aggregate, and
sand at water/cement ratio of 0.39 was used in the case of PQC mix. It was observed that there is an increase in compressive
and flexural strength of PQC mixes after the replacement of sand with tailing while there is a decrease in compressive strength
of DLC mixes. It is inferred that tailing may be used as a partial replacement of fine aggregate in the DLC and PQC mixes up
to 60 percent and 40 percent respectively for rigid pavement construction. 

1. INTRODUCTION and the remaining is stored in the tailing dams (Zengxiang

Zinc ore is produced in the form of lumps/boulders of
different sizes. These lumps/boulders are crushed to less
than 10 mm in size by different stages of the crusher. Two
different products are generated at zinc mines through
different stages of beneficiation of zinc ore (grinding and
floatation). The first one is the zinc concentrate which has
about 55 % zinc metal and is transported to the zinc smelter
industry for further purification (Wang, 2016). The second
one is waste or rejects material which is called “Tailing”.
The tailing mixed with water (50-65 percent) is pumped
into the disposal pond in the form of a slurry (Moolman
and Vietti, 2012). Its generation is about 3 million tons/
year at Zawar mines, Hindustan zinc limited, State of
Rajasthan, India. Presently, tailing is utilized to backfill the
underground mines and the remaining tailing is stored in a
tailing pond at various mines locations which is occupying
very costly land near the beneficiary plant. Approximately
two-thirds of the zinc tailing is used as a fill in the mines
and Meifeng, 2012). Gupta and Paul (2015) indicated
that coal tailing can be used in the construction of roads.
Kanalli et al. (2015) concluded that mine waste can be
used for the stabilization of black cotton soil. Kuranchie et
al. (2015) stated that iron ore tailing can be suitably used in
concrete mixes Kang et al., (2011). Bastos et al. (2016) also
found that iron tailing can be used as a road construction
material. FHWA-RD-97-148 (1998) suggests that different
types of mining waste can be tried in the construction of
road. Chindris et al. (2017) studied the mining waste for
different applications and found that it has applications as a
building and construction material. Hu et al. (2017) studied
the engineering properties of copper and iron tailings for the
design of a tailing dam and concluded that both materials
can be used for the construction of a tailing dam. Qian et al.
(2019) concluded that the compressive strength of cement
geopolymers stabilized tailing increases significantly from
1.1 MPa to 30 MPa due to an increase in the content of

1 Head and Senior Principal Scientist, Geotechnical Engineering Division, E-mail : sinha.crri@nic.in CSIR-Central Road Research Institute,
2 Principal Scientist, Rigid Pavement Division, E-mail : dineshvganvir@gmail.com New Delhi

34 INDIAN HIGHWAYS AUGUST 2023

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metakaolin. Aruna and Kumar (2010) utilized iron tailing

to manufacture concrete paving blocks and reported that
the compressive strength of concrete paving blocks is
higher than that of conventional blocks containing sand.
Zhao et al. (2014) studied the application of iron tailing as
a replacement for natural aggregate to prepare ultra-high-
performance concrete and found that the workability and
compressive strength of the concrete decreases with an
increase in tailing content. Shettima et al. (2016) revealed
that the workability of concrete decreases with an increase
in iron tailing content in the concrete mix and the strength/
modulus of elasticity increases consistently for all levels
of replacement. Gupta et al. (2017) investigated copper
tailing as a partial replacement of natural aggregate in the
concrete mixes and obtained the required properties of
the mix up to 70 percent replacement. Other researchers
have also investigated on use of waste/tailing in a concrete
mixes (Gayana and Chandar, 2018; Gou et al., 2019).
Tripathi et al. (2016) studied the effect of using zinc tailing
as a replacement for sand on the mechanical properties
of concrete and concluded that 50 percent sand may
be replaced with zinc tailing without compromising its
strength (Shashidhara and Vyas, 2010). Patil (2016) studied
the leaching of lead and zinc from different concrete grades
(M20 - M30) which were prepared by replacement of sand
with tailing and found that leachate has heavy metal content
within permissible limits. Weeks et al. (2008) carried out
their study on the retardation of cement hydration created
by substantial metal available in zinc tailing and concluded
that tailing retard the setting of Portland cement. Dunster
(2002) used slag as sand for pavement construction and
showed a small increase in compressive strength for 50 and
75 percent replacement of sand along with an improvement
in flexural strength. Morrison et al. (2003) studied the
problem of alkali-silica reaction in the zinc tailing concrete
and revealed that zinc tailing only delays the onset of
hydration, which affects the early strength gain (particularly
during the first 3 days) and is not detrimental to strength at
later ages i.e. 28 days strength. Considering the potential
of tailing, a detailed laboratory study was carried out to
investigate the feasibility of zinc tailing for the construction
of DLC and PQC rigid pavement layers and is presented in
this paper.  IS: 2720: Part 26 (2002). Specific gravity test was carried
2. MATERIAL AND CHARACTERIZATION
Tailing was collected from tailing pond of Hindustan zinc
limited, Debari, Rajasthan, India (Fig. 1).
Fig.Fig. 1 Pictorial view of Zinc Tailing
1 Pictorial view of zinc tailing
Crushed stones of maximum pondnominal size of 20/10 mm
and river sand were collected locally (New Delhi) which
are conforming to IS:383:2016. The fraction passing
20 mm and retained on 4.75 mm sieve is termed as coarse
aggregate while fraction from 4.75 mm to 150 µ is termed
as fine aggregate. Ordinary Portland cement of 43 Grade
conforming to IS:269:1989 was used for laboratory work
(Consistency = 27%, initial setting time = 130 minutes,
final setting time = 210 minutes). The quality of water used
for the preparation of concrete mixes as per IS:456:2007
specifications.
2.1 Physical Characterization
Different physical characterization tests were carried out
on tailing sample. The surface morphological and micro
structural texture characteristics of the particles were
studied by SEM as per ASTM F 1877 (2016). SEM
with Emission Dispersive Spectrometer (EDS) was
used to provide detailed imaging information about the
morphology and surface texture of individual particles of
the tailing samples. Dried sample was used for SEM test
at 20 μm magnification. Natural moisture content and Loss
on Ignition (LOI) of tailing were determined after heating
to 105°C and 950°C as per IS 2720: part 2 (2015) and IS
1727 (2013) respectively. pH value was determined as per
out as per IS: 2720 (Part 3/ sec 2, 2011)/IS: 2386: Part 3
(2016). River sand was washed and screened to eliminate
deleterious materials and over size particles. Flakiness and
Elongation Indies of the coarse aggregates were carried out

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 TECHNICAL PAPER

as per IS 2386: part 1 (2016). Other tests were carried out
as per standard procedure viz. grain size analysis (IS 2720:
part 4, 2015), aggregate impact and crushing tests (IS 2386:
part 4 (2006), silt content (IS 383, 2016)
2.2 Chemical Characterisation
Chemical composition of tailing was determined by using
emission dispersive spectrometer test as per standard
procedure.
2.3 Characterisation of Design of Concrete Mix
Cement concrete road for highways requires two layers
of Dry Lean Concrete (DLC) as a base course over which
second layer of Pavement Quality Concrete (PQC) slab
rests. Details of sample preparation and testing of DLC and
PQC mixes are discussed below.
2.3.1 Dry Lean Concrete (DLC) mix
Dry lean concrete mix is a zero slump concrete. Trial mixes
of DLC were prepared with six different proportions of i.e.
0, 20, 40, 60, 80 and 100 % as replacement of conventional
natural sand with tailing. For each mix, optimum moisture
content was determined by Proctor compaction test.
Accordingly, water content was mixed in the range of 6 to
7% into different mixes and samples were designated as Z0,
Z20, Z40, Z60, Z80 and Z100 respectively. Cement was
used 170 kg/m3, whereas the aggregate cement ratio was
kept 13:1 as per IRC:SP:49-2014. Control mix (Z0 mix)
was prepared with natural sand (fine aggregate). After
proper mixing of different materials, mixes were filled up in
three layers in cubes of size 150 mm x 150 mm x 150 mm
and each layer was compacted by using vibratory hammer.
Cube samples were demoulded after 24 hours of casting. For
each mix, three cubes were casted and cured for 7 days in
the water. Control mix (Z0 mix) was prepared with natural
sand (fine aggregate) without replacement with tailing.
2.3.2 Pavement Quality Concrete Mix
Design mix of Pavement Quality Concrete was carried
out as per IRC:44-2017. Control concrete mix was
prepared by using natural river sand with ordinary Portland
cement of 420 kg/m3 and at water/cement ratio of 0.39.
Super plasticizer (Polycarboxylate ether) 0.75 percent by
weight of cementitious material was added to get proper
workability. Other PQC mixes were designed/prepared
by replacing sand (fine aggregate) with tailing in different
amounts viz. 0, 20, 40, 60, 80 and 100 percent and samples
were designated as ZT0, ZT 20, ZT 40, ZT 60, ZT 80 and
ZT 100 respectively. The mix proportion of PQC mixes
with or without tailing are given in the Table 1.

Table 1 Mix Proportioning of PQC Mixes

Proportions (kg/m3)
Ingredients
ZT 0 ZT 20 ZT 40 ZT 60 ZT 80 ZT 100
Water 163.8 163.8 163.8 163.8 163.8 163.8
Cement 420 420 420 420 420 420
Tailing 0 131 263 394 526 657
Fine Aggregate 633 506 380 253 127 0
Aggregate, 10 mm 689 689 689 689 689 689
Aggregate,20 mm 563 563 563 563 563 563
Super plasticizer 3.15 3.15 3.15 3.15 3.15 3.15

2.4 Characterisation of Concrete Mixes
The designed DLC mixes were evaluated by compressive
strength test while PQC mixes were evaluated by compaction
(workability), compressive strength and flexural strength.
2.4.1 Workability: The workability of PQC freshly
mixes was determined by conducting compaction factor
test as per IS: 1199 (2013) while DLC mixes were prepared
for zero slump.
2.4.2 Compressive Strength: The compressive strength
of DLC/PQC mixes were determined as per IS:516 (2013).
For DLC mix test, properly mixed different materials were
filled up in a cube of size 150 mm in three layers. Each layer
was compacted by using vibratory hammer. Cube samples

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were demoulded after 24 hours of casting. For each mix,
three cubes were casted and cured for 7 days in water after
demoulding. Average of three tested cube specimens was
taken as the compressive strength after 7 days.
For PQC mix test, three cubes of designed PQC mixes of
150 mm size were casted for each mix. The casted cubes
were demoulded after 24 hours and water cured at standard
temperature of 27 ± 2°C. Three cubes were tested for
evaluating the strength after curing each sample at 7 and 28
days. Average of three tested cube samples was taken as the
compressive strength.
2.4.3 Flexural Strength: The flexural strength of PQC
mixes were determined as per IS:516-2013. Beam size of
Fig. 2 SEMFig.of2 SEM
zinc tailing
of Zinc
Tailing Sample
Based on the SEM study, it can be inferred that tailing has
an open skeletal, lattice and very porous microstructure of
silt and clay size fine particles (5μ). A number of irregular
particles were also observed in the tailing mass. Similar
observation was also reported by Behera et al (2019).
Natural moisture content of tailing was observed to be
12 percent. This indicates that sample is in moist state.
This may be due to disposal as slurry form in the tailing
100 mm x 100 mm x 500 mm was casted and demoulded
after 24 hours at room temperature. The beam samples were
then cured in water for 7 and 28 days at standard temperature
of 27 ± 2°C before testing. Three beam samples were tested
for each of the curing period. Average value of three tested
beam specimens was taken as the flexural strength.
3. RESULT AND ANALYSIS
3.1 Physical Characterisation
Tailing material is a granular material having gray colour
in appearance. However, its colour slightly becomes
creamy in dry state as shown in the Fig. 1. A typical general
morphology and microstructure of tailing particles is shown
in the Fig. 2.
sample
pond. It was observed that the value of loss on ignition is
negligible i.e. there is no organic content in the tailing. pH
value was determined as 8.72. It was observed that tailing
is basic in nature. Rahman & Nahar (2015) advocated
that shear strength of soil increases with increase in pH
value. The value of specific gravity of tailing was 2.71.
Specific gravity of tailing was observed to be similar
with conventional sandy soil. This may be due mineral
composition in the tailing. Tailing contents 30% sand, 56%
INDIAN HIGHWAYS AUGUST 2023 37
 TECHNICAL PAPER

silt and 14% clay size particles. The coefficient of uniformity The combined Flakiness and Elongation Indies of coarse
(Cu) and coefficient of curvature (Cc) were determined as aggregates was found to be 15%. The aggregate impact
40 and 4.49 respectively. It indicates that tailing is a fine and crushing values of coarse aggregate were observed to
grained material. The results indicated that tailing is a be 10% and 20% respectively. This indicates that selected
non plastic material. However, liquid limit was observed aggregates are suitable for road construction. Result is
to be 24%. It is classified as ML (Inorganic silt with low given in the Tables 2 and 3.
compressibility as per IS:1498:2007.
Table 2 Properties of Coarse and Fine Aggregates

Aggregates Sizes MORTH

Properties Sand Tailing
20 mm 10 mm Specification
Specific gravity 2.78 2.78 2.59 2.71 --
Apparent Specific Gravity 2.71 2.71 -- -- --
FI+EI, % 15 15 -- -- Max.35
AIV, % 10 10 -- -- Max.30
Aggregate Crushing Value, % 20 20 -- --
Water Absorption, % 0.30 0.50 0.40 0.45 Max.2

Table 3 Results of Grain Size Analysis of Aggregate, Sand and Tailing

% Finer
Sieve size, mm
20 mm 10 mm Sand Tailing
19 100 -- - -
13.2 35 -- - -
12.5 -- 100 -- --
10 -- 81 100 --
9.5 -- -- -- --
4.75 3 4 -- --
2.36 1 0.25 97 100
1.18 0 0 83 99.96
0.600 -- -- 62 99.65
0.300 -- -- 32 97.78
0.150 - -- 11 91.47
0.075 -- -- 0 70
0.002 -- -- -- 14

3.2 Chemical Characterisation

Different chemical oxides present in the tailing materials are given in the Table 2. It mainly contents oxides of
silica, calcium, magnesium, aluminium, iron and traces of other metals.
Table 4 Chemical Elements in the Tailing

Chemical Compounds, %
SiO2 K2O Na2O CaO ZnO MgO Al2O3 FeO
57.29 2.27 0.92 9 3.89 8.23 8.62 2.40

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3.3 Characterisation of Concrete Mixes slightly higher than IRC:SP:49-2014 where this range
is 23 to 24 kN/m3. Accordingly, 6% moisture content
It was observed that density of all DLC mixes is higher was considered as optimum at which DLC mixes were
at 6.5% moisture content (Table 5). Density of DLC is prepared.
coming in the range of 23.0 to 26.12 kN/m3 which is
Table 5 Result of Compressive Strength Test at 7 Days Cured Samples
Mix Designation Water Content (%) Density (kN/m3) Compressive Strength (MPa)
6 25.27 10
Z0 6.5 25.71 10
7 25.75 9
6 25.94 13
Z20 6.5 25.81 12
7 26.00 10
6 25.41 12
Z40 6.5 25.05 12
7 26.12 11
6 25.00 9
Z60 6.5 24.73 12
7 26.00 11
6 24.84 8
Z80 6.5 24.43 9
7 25.28 10
6 23.90 6.5
Z100 6.5 24.20 7.0
7 25.05 8.0

Variation of compressive strength of DLC mixes
with respect to tailing content is shown in the Fig. 3.
Compressive strength increases with increase in tailing
content in the DLC mixes upto 60 percent replacement of
fine aggregate and thereafter decreases. The average value
of compressive strength of control mix (Z0) was obtained
as 10 MPa at different water contents. Upto 60 percent
replacement of sand, the value of compressive strength
is more than 10 MPa (Z0 mix). However, as per MoRTH
specification, the value of compressive strength of concrete
mix should be more than 10 MPa for application in the
construction of sub base /base layer. It is inferred that upto
60 percent tailing can be suitably used as a replacement of
fine aggregate in DLC mix.
Variation of compressive strength with tailing content of
PQC mixes with different curing periods is shown in the
Fig. 4.

15 60
6 % Moisture content 7 days
6.5 % Moisture content
Compressive strength, MPa

28 days
Compressive strength, MPa

7 % Moisture content
12
10 MPa
9 45

3 30
0 20 40 60 80 100 0 20 40 60 80 100
Tailing content, % Tailing content, %

Fig. 3 Variation of Compressive Strength Fig. 4 Variation of Compressive Strength with

with Tailing Content of DLC Mix Tailing Content of PQC Mixes

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Compressive strength marginally decreases with increase mixes prepared with replacement of tailing is more durable
in tailing content in the mixes. The compressive strength than the control mix
of tailing PQC mixes is obtained in the range of 37 to 39.4 8
7 days
MPa at 7 days while 46 to 51 MPa at 28 days. The increase 28 days

Flexural strength, MPa

in compressive strength with curing period (7 days to 28
days) for different tailing concrete mixes (Tailing content 20
to 100%), varies in the range of 5 to 12 percent. All mixes
(ZT-0 to ZT-100) meet the required compressive strength 6

for application in the construction of PQC layer as per

MoRTH specifications (2013) i.e. M40. It was concluded
that tailing has the potential application in the PQC mixes
as a replacement of fine aggregate. Variation of flexural
4
strength with tailing content in the PQC mixes is shown in 0 20 40 60 80 100
the Fig. 5. Flexural strength increases with curing period Tailing content, %

for different tailing concrete mixes. The increase in flexural

strength with increase in curing period from 7 to 28 days,
varies in the range 10-17% Flexural strength also increases
with tailing content in the concrete mixes upto 40 percent
replacement of fine aggregate and thereafter decreases.
The increase in the flexural strength implies that the PQC
Fig. 5 Variation of Flexural Strength with Tailing Content
All tailing PQC mixes (ZT-20 - ZT-100) meet the MoRTH
flexural strength criteria (> 4.5 MPa) for use in PQC layer
of rigid pavement. Results of PQC mixes are summarised
in Table 6.

Table 6 Results of Pavement Quality Concrete Mixes

Mix Workability Compressive Strength (MPa) Flexural Strength (MPa)

Sl. No.
Designation Slump (mm) 7 Days 28 Days 7 Days 28 Days
1 ZT-0 56 38.82 50.87 5.27 6.47
2 ZT-20 49 39.4 51 5.80 6.83
3 ZT-40 42 39.3 50.5 5.90 6.90
4 ZT-60 24 38.5 50 5.45 5.90
5 ZT-80 13 38 48 5.18 5.61
6 ZT-100 5 37 46 4.80 5.23
Failure pattern of flexural beam test is shown in the Fig. 6 4. DESIGN OF PAVEMENT LAYERS
for different tailing concrete mixes (ZT-20 - ZT-100). The
failure pattern of the tailing PQC mixes was similar with Design of typical rigid pavement was carried out as per
that of the control mix. IRC:58-2015 assuming relevant parameters (CBR = 8% of
soil sub grade, Traffic = 12 msa, Flexural strength = 4.5
MPa). Thickness of different pavement layers is given in the
Table 7 using DLC as a sub base layer and PQC as a base
layer with tailing mix concrete. Tailing material has been
used as a replacement of fine aggregate in PQC and DLC
Failure pattern mixes.

Table 7 Thickness of Rigid Pavement Layers

Sl. No. Pavement layers Thickness, mm
1 Pavement Quality Concrete (PQC) 280
2 Dry Lean Concrete (DLC) 150
3 Granular Sub Base (GSB) 150
Fig. 6 Failure pattern of flexural beam test
Fig. 6 Failure Pattern of Flexural Beam Test 4 Sub Grade 500

40 INDIAN HIGHWAYS AUGUST 2023

 TECHNICAL PAPER
5. LIMITATIONS OF THE APPLICATION
OF TAILING IN RIGID PAVEMENT
Before using zinc tailing in bulk quantity, it is
recommended that a pilot study may be carried out in
the actual field condition and performance should be
monitored for a period of time. Considering the fine grain
material, performance test should be also carried out in
the laboratory such shrinkage, durability etc. Maximum
utilisation of tailing is 40% and 60% in PQC and DLC
mixes respectively.
6. ACKNOWLEDGEMENT
Authors acknowledge the approval of Director, CSIR-
Central Road Research Institute, New Delhi to publish this
research paper. The project sponsored by Hindustan zinc
limited, Debari, Rajasthan is also acknowledged.
7. CONCLUSIONS
i. Tailing has an open skeletal, lattice and very porous
micro structure of silt and clay size fine grained
particles with irregular shape of particles. It is
available in moist state. It has negligible organic
matter as indicated by LOI. However, it is basic in
nature. Specific gravity is similar to soil. It is a fine
grained material with non plastic nature and classified
as a ML. It mainly content oxides of silica, calcium,
magnesium, aluminum, iron and traces of other
metals.
ii. As per IRC:SP:49-2014, 7 days compressive strength
requirement for DLC layer is 10 MPa. Results indicate
that DLC mixes prepared by partial replacement of
fine aggregate with tailing (upto 60 percent) satisfy
the criteria as per MoRTH specifications. Therefore,
theses tailing concrete mixes may be used in the
construction of DLC layer of pavement.
iii. As per MoRTH specification, 28 days flexural
strength requirement for PQC layer is 4.5 MPa for
M40 concrete. PQC mixes prepared by partial/full
replacement of fine aggregate with tailing satisfy the
criteria. However, considering the other properties of
fresh concrete i.e. cohesiveness, segregation, finishing,
texturing, shrinkage and abrasion resistance etc., it is
recommended that PQC layer may be constructed by
partial replacement of fine aggregate with tailing upto
40 percent.
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 TECHNICAL PAPER
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24. IS 2386 Part 3 (2016). Methods of Test for Aggregates for
Concrete, Part III: Specific Gravity, Density, Voids, Absorption,
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 TECHNICAL PAPER

DYNAMISM IN CONCRETE INGREDIENTS

WHILE IN GREEN STATE

Dhrubajyoti Bhattacharya1 Amitabha Datta 2

ABSTRACT
‘Concrete’ is a very common term in Civil Engineering. It is a composite material composed of fine and coarse aggregate
bonded together with a fluid cement (cement paste) that hardens (cures) over time forming a solid mass of requisite strength.
The basic materials of concrete are Cement; Water; Stone and Sand. Other materials like Plasticizer, Silica Fumes, Fly Ash
etc., can also be used additionally based on specific requirements or conditions.

Basic design concept of concrete is to minimize the voids of the graded ingredients, maintaining the workability and binding
the ingredients by cement, reacted with water.

Concrete, immediately on production, remains in viscous state. This state is known as the green state, that is, plastic and
malleable stage. In its simplest form, concrete is a mixture of cement-water paste and requisite aggregates. The paste (slurry)
composed of cement and water, coat the surface of the fine and coarse aggregates, through a chemical reaction called hydration.
The cement paste/ slurry harden along with aggregates and gain strength to form the solid mass known as concrete.

Plasticity of cement slurry in concrete decreases due to increase of viscosity. Viscosity increases mainly for –

¾ Reaction of cement with water.

¾ Finer particles of sand, getting mixed with cement slurry, increases the viscosity.

The Plasticity is inversely proportional to the viscosity.

All activities related to ‘dynamism’ amongst the ingredients of green concrete are effective for control of segregation,
workability and compaction mainly.

Dynamism in green concrete can primarily be analysed in 5 (five) stages till the concrete gets initially set (attains initial setting).

• Manufacturing requisite concrete at batching plant, carriage by transit mixers, pumping by concrete pump and finally
pouring at locations.
• Pouring concrete at location, immediate and simultaneous vibration by standard mechanical vibrators, tamping etc.
• Finishing of top layer concrete surface.
• Slippage in form works or in supports may create movement in concrete while green.
• Transmission of external vibration to concrete.

All the aforesaid stages of dynamism in concrete ingredients are normal phenomenon. But excessive or un-necessary dynamism
in green concrete may also damage the quality of the concrete. Optimisation of dynamism in concrete ingredients and time
management in totality is the basic objective of concreting. Analysis of optimisation of such movements is also made with its
merits and de-merits in concrete quality.
This paper is basically a technical description with the analysis of a continuous run of concrete mass from its birth to formation
of solid mass, when the ingredients come to rest. This rest indicates rest of the ingredients of concrete, but not of the concrete
mass as a whole. In other words, this paper is a background technology of concrete while it would be in dynamism mode.

1 Technical Director, E-mail : dhruba48@gmail.com

Macron Technology Pvt. Ltd. Kolkata
2 Technical Advisor (Consultancy) E-mail : damitabha2005@gmail.com

INDIAN HIGHWAYS AUGUST 2023 43

 TECHNICAL PAPER
1. INTRODUCTION
In this paper dynamism amongst the concrete ingredients
shall remain confined mainly within the initial setting time
period. As such concrete starts losing its plasticity from
initial setting time. By end of final setting time, plastic
property of concrete is totally lost.
Fig. 1 Representation of Concrete Setting Time
The concrete, till its generation, carriage, placing it in
location, vibrating and making it in order remains on
movement. Owing to such movements, in normal case,
in a fluid the heavy materials get faster down movements
than lighter materials. But concrete, being in viscous fluid
(cement slurry), such down movements of the ingredients
are restricted. The effect of buoyancy and viscous resistance
on aggregates is very vital for analysis of movement of the
concrete ingredients, which has been discussed hereinafter
in accordance with the system stages.
Prior to proceeding further discussions on dynamism in
concrete, a brief discussion is required on both setting
time of concrete and function of cement in preparation of
concrete.
2. INITIAL AND FINAL SETTING TIMES
OF CONCRETE – DYNAMISM IN GREEN
CONCRETE IS ABSOLUTELY
RESTRICTED WITHIN INITIAL
SETTING TIME.
Both Initial Setting times and Final Setting Times of
Concrete and that of Cement are different.
For both cement as well as concrete, the initial setting time
is the exact moment when the ‘cement paste’/‘concrete’ start
to lose its plasticity. The final setting time is the moment the
‘cement paste’/‘concrete’ loose its plasticity completely.
Setting is simply when the cement-paste or concrete-
mortar starts stiffening to reach a defined consistency by
44 INDIAN HIGHWAYS AUGUST 2023
losing its plasticity and workability. Hardening of concrete
refers to the strengthening and solidifying of the material.
Hardening of concrete although starts at initial setting time,
but hardening is not complete by even final setting time;
it continues. After 28 days, concrete achieve maximum
compressive strength (requisite) of around 98% to 99%.
2.1 Method of Testing for Initial and Final Setting
Time of Cement:
Initial and final setting time of Cement is determined by
Vicat Apparatus using cement-water paste.
Ref : IS : 4031 (Part 5) - 1988
Experiment with Vicat Apparatus, conforming to IS: 5513-1976.
Fig. 2 Vicat Apparatus
2.2 Initial Setting Time of Cement – Test Criteria
Initial setting time of cement is defined as the period
elapsing between the time when water is added to the
cement and the time at which the needle fails to pierce
the test block to a point 5.0 ± 0.5 mm measured from the
bottom of the mould. A period of minimum 30 minutes is
the initial setting time for ordinary (33; 43 and 53 grade)
and rapid hardening Portland cements and minimum 60
minutes for Low Heat Portland Cement.
(Refer IS 269:2013 and IS 12269:1987 -Reaffirmed 2004
and IS 8041:1990- Reaffirmed 2005) and (Refer IS 12600:
1989-Reaffirmed 2009).
2.3 Final Setting Time of Cement – Test Criteria
The final setting time of cement is defined as the period
elapsing between the time when water is added to the cement
and the time at which the needle makes an impression on
the surface of test block but the annular attachment (5 mm
diameter) fails to do so. 600 minutes is the maximum time
specified for the final set for all the Portland cements (both
33; 43 and 53 grade Ordinary Portland Cement and rapid
hardening Portland cement as well as Low Heat Portland
Cement).
 TECHNICAL PAPER
2.4 Method of Testing for Initial and Final Setting
Time of Concrete
Initial and final setting time of Concrete is determined by
Penetrometer using the mortar, used in concrete.
Ref: IS: 8142 - 1976
Experiment with Penetration Resistance Apparatus
(penetrometer).
Fig. 3 Penetration Resistance Apparatus (Penetrometer)
2.5 Initial Setting Time of Concrete – Test Criteria
The initial setting time of concrete is defined as the elapsed
time, after initial contact of cement and water, required for
the mortar (sieved from the concrete using IS 4.75 mm
sieve) to reach a penetration resistance of 3’43 N/mm2 (35
kgf/cm2).
2.6 Final Setting Time of Concrete – Test Criteria
The final setting time of Concrete is the elapsed time,
after initial contact of cement and water, required for the
mortar (sieved from the concrete using IS 4.75 mm sieve)
to reach a penetration resistance of 26.97 N/mm2 (275
kgf/cm2).
2.7 Factors, responsible for Setting Times in Concrete
Effect on concrete setting time mainly depends on –
• Type of Cement and Grade of Concrete
• Dosage of retarder/super plasticizer and time of adding
to the concrete batch
• Ambient Temperature and weather.
• Design of Concrete Mix; W/c ratio and workability
Fig. 4 Penetration Resistance vs. Elapsed Time
For producing different grade of concrete, type of cement is
very important. For test of setting times of different grade of
concrete, quantity of fine aggregate (below 4.75 mm sieve)
shall be considered duly mixed with cement and water.
In maximum types of Portland Cement (OPC-33; OPC-43;
OPC-53; RHPC; PPC; etc.), initial setting time (minimum
30 min) and final setting time (maximum 600 min) do not
differ owing to different types.
2.8 Effect of Cement Type and Aggregate on Concrete
Cement type is one of the major causes of both initial
and final setting time of concrete. Except cement, effect of
other ingredients shall be fine aggregates and water for
determination of setting times of concrete (without having
consideration of any retarder/super plasticizer).
2.9 Effect of Retarder / Super Plasticizer on Concrete
Retarder/super plasticizer has substantial effect on concrete
mix. It retardates the concrete setting time, that is, by
reducing the chemical reaction time in cement. This
retarder/super plasticizer also makes the concrete mix
workable.
2.10 Effect of Ambient Temperature and Weather on
Concrete
Ambient Temperature and weather is also another major
factor for variation of setting times of concrete.
2.11 Design Mix is very Important Factor for Dealing
of Concrete
As well as concrete setting time very much depends on the
design of concrete mix. It is important that concrete should
not set too quickly or too slowly. If the initial setting time
INDIAN HIGHWAYS AUGUST 2023 45
 TECHNICAL PAPER
is too fast, the concrete will start to set while it is being
transported and before it starts pouring. If the final setting
time is too long, the temporary support structure may not
have enough strength to support the weight of additional
construction and machinery on top of it. So, depending on
all time-factors and site feasibility, w/c ratio; workability
and dose of retarder and time of mixing should be finalized
at initial design stage.
Summary (2): Dynamism amongst the concrete ingredients
shall remain confined mainly within the initial setting
time period. Setting times depends on type of cement,
aggregates, retarder/ super plasticizer as well as design
of the mix.
3. BASIC EFFECT OF CEMENT IN
CONCRETE – REACTION OF CEMENT
WITH WATER CREATES DYNAMISM IN
CONCRETE
For preparation of concrete, in general, Portland Cements
are used.
Portland cement is manufactured by crushing, milling and
proportioning the following materials:
• Lime or calcium oxide, CaO: from limestone, chalk,
shells, shale or calcareous rock
• Silica, SiO2: from sand, old bottles, clay or argillaceous
rock
• Alumina, Al2O3: from bauxite, recycled aluminum, clay
• Iron, Fe2O3: from from clay, iron ore, scrap iron and fly
ash
• Gypsum, CaSO4.2H20: found together with limestone
Ordinary Portland cement is manufactured by properly
mixing together calcareous (lime based) and argillaceous
(clay or rock minerals) and/ or other silica, alumina or iron
oxide and burning them at a clinkering temperature and
grinding the resultant clinker, so as to produce a cement,
capable of complying with the requisite specifications. No
further material is added after burning other than gypsum
(natural chemical) or water or both. Refer clause 3.1 of
IS:12269-1987 (Reaffirmed 2004).
As Portland clinker with gypsum are the most vital
ingredients of such cement, the typical chemical
constituents of the Portland clinker is stated hereunder.
46 INDIAN HIGHWAYS AUGUST 2023
Table 1 Typical Constituents of Portland Clinker Plus
Gypsum
Typical constituents of Portland clinker plus gypsum
Cement Compound Weight % Chemical Frmula
Tricalcium silicate 25-50% Ca3SiO5 or CaO3SiO2
Dicalcium silicate 20-45% Ca2SiO4 or CaO2SiO2
Tricalcium aluminate 5-12% Ca3Al2O6 or CaO3. Al2O3
Tetracalcium 6-12% Ca4Al2Fe2O10 or
aluminoferrite CaO4Al2O3.Fe2O3
Gypsum 2-10% CaSO4.2H2O
Mainly the calcium silicates contribute to strength. Tri-
calcium silicate is responsible for most of the early
strength (first 7 days). Di-calcium silicate, which reacts
more slowly, contributes only to the strength at later times.
Major function of cement in concrete is to act as binding
agent of the ingredients of concrete. The chemical
occurrence that takes place are briefed in the following
three stages –
3.1 Hydrolysis and Hydration Stage
The process of setting of concrete starts on addition
of water. In this process the four compounds of cement
(C3S, C2S, 3CA1, 4CAFe) get hydrated. C3S compound of
cement gets hydrated and form a complex hydro silicates.
3.2 Colloidal Stage
The products, formed from the above stage, separates
out in the form of a gel, which gets gradually thickened
and acts as glue around aggregates (stone and sand). This
phenomenon initiates the setting time of the cement. During
this stage, the mortar (cement-water-sand paste) becomes
fully saturated and can receive no more water.
3.3 Crystallisation Stage
In this stage, most of the components of gel or colloidal
state ultimately get to crystalline state. Compounds
which are least stable such as tri-calcium hydro aluminate
and calcium hydroxide undergo onto stable crystalline
phase. Calcium hydro silicate gel also hardens almost
simultaneously. This simultaneous development of crystals
and hardening of gel results into a strong and inter-grown
mass of both crystals and gels.
Owing to different category of cement, compositions in
cement may vary, but the said basic principles will remain
more or less unchanged.
 TECHNICAL PAPER
Summary (3): One of the causes of dynamism in green
concrete is the effect of cement, in the other way, the
chemical reactions in cement with water causes dynamism
in concrete ingredients.
4. DYNAMISM IN CONCRETE – FROM
MANUFACTURING, CARRIAGE UPTO
POURING AT LOCATION.
4.1 Manufacturing Concrete
After production of concrete mix from Standard Batching
Plant, immediately it is transferred to Transit Mixers for
transporting to site. It is to ensure that mixing of concrete
ingredients has been done for 30 to 40 seconds in mixing
drum of the Batching Plant, based on standard speed of
rotation of the mixer.
4.2 Transportation of Concrete
Transit Mixer, when travels duly loaded with concrete,
agitation speed of the drum shall not be less than 2
revolutions per minute. Transit Mixer drum may be rotated
at higher speed for uniform mixing of the mixed concrete,
while the truck remains stationary. But in any case,
maximum speed of the loaded drum shall neither be more
than 16 revolutions /min nor more than a speed resulting
in the drum peripheral velocity of 70 m/min at its largest
diameter.
If during transportation of concrete, rotation of the drum of
the transit mixer is found very slow or stopped. This may
cause segregation due to rest. Over rotation of the drum
may also create segregation due to high centrifugal force.
4.3 Pouring Concrete by Pump
Transit mixers travels upto the concrete pump, placed
at a reasonably close vicinity of the pouring location.
Pouring of full concrete from transit mixer to pump
receiving bucket may take some good time, because pump
receiving bucket is generally of lesser capacity than that
of transit mixer. Revolution of the transit mixer drum
shall accordingly be rotated to avoid any segregation in
concrete. If transit mixers are in queue for unloading,
revolution of drum should be maintained 2 to 3 nos. in
general, but intermittently, depending on concrete slump,
faster revolution may also be applied, but such revolutions
should be limited to 16 nos. / min.
4.4 Test of Workability before poring at location
in view of non- setting and non-segregation
The newly manufactured concrete remains fresh and
in green plastic state, because since its generation at
Batching Plant and travel upto pouring point, it is in
continuous movement through a closed rotary drum, with
less probability of dehydration. Systematic and proper
movement of concrete may not create over dehydration
and segregation in concrete ingredients.
In any case, owing to unavoidable situation, if there be any
restriction or stoppage in movement of concrete during
manufacturing or transportation or in pouring in location,
the concrete must be tested before further use, to satisfy
its proper workability in view of non- setting and non-
segregation of the concrete.
Generally, in design-mix of concrete such pre-anticipated
situations are taken care of based on the practical field and
practical difficulties.
Summary (4): One of the major causes of dynamism in
green concrete is the movements of concrete ingredients
during manufacturing and transportation to pouring place.
5. DYNAMISM IN CONCRETE DURING
POURING AND VIBRATION – ANALYSIS
BASED ON VISCOSITY DEVELOPMENT IN
CONCRETE FLUID.
Prior to such pouring concrete at specific location,
workability of concrete in transit mixer must be ensured
by slump tests. As well as if it is planned to complete the
total pouring in layers more than one, it is obvious that
pre-planning for time-estimation is required to finish the
concrete before its initial setting time.
The concrete shall be placed and compacted before it
achieves initial setting time, as well as concrete must
not be disturbed after it starts final setting. Methods of
placement of concrete at locations should be such as to
preclude segregation.
As a general guidance, the maximum permissible free fall
of concrete may be taken as 1.5 M. Clause 13.2 of IS 456:
2000 is referred to in this connection.
Both over vibration and under vibration of concrete are
harmful and should be avoided. Vibration of very wet
INDIAN HIGHWAYS AUGUST 2023 47
 TECHNICAL PAPER
mixes or even very dry mixes should also be avoided or
minimised. As well as, it is to ensure efficient compaction
and to avoid surface blemishes during or after vibration.
Clause 13.3.1 of IS 456: 2000 is referred in this connection.
Systematic pouring and proper vibration of concrete with
proper compaction by avoiding segregation and over
bleeding is totally dependent on proper and optimum
viscosity of the concrete. Viscosity is the prime reason of
‘workability in concrete’.
5.1 Brief Definition and Technical Analysis of
Viscosity and that of Cement Slurry
Before we further proceed with the analysis of behaviour
of concrete ingredients since pouring, a brief knowledge
on viscosity is required to be introduced hereinafter first.
It is because cement slurry (cement + water) is a highly
viscous fluid as well as it becomes progressively more
viscous as the cement is not an inert particle but hydrates
as a function of time.
Viscosity is a specific state of a liquid. The state of liquid
is being thick, sticky, and semi-fluid in consistency, due
to internal friction. Viscosity is a quantity, expressing the
magnitude of internal friction in a fluid, as measured by the
force per unit area resisting uniform flow.
Viscosity is the physical property that characterizes the
flow resistance of simple fluids. Newton’s law of viscosity
defines the relationship between the shear stress and shear
rate of a fluid
The coefficient of viscosity (η or μ) is the ratio of shearing
stress to the rate of change of shearing strain.
shearing stress
‘μ’ or ‘η’ =
Rate of change of Shearing Strain
Hence,
Dynamic viscosity:
Fig. 5 Viscosity
48 INDIAN HIGHWAYS AUGUST 2023
Dynamic viscosity is the coefficient of viscosity as defined
in Newton’s law of viscosity. Kinematic viscosity is the
dynamic viscosity divided by the density
Newton’s Law of viscosity is defined as:
“Shear stress is directly proportional to velocity gradient”.
The shear stress between two adjacent layers of a fluid is
directly proportional to the value of the velocity gradient
between the same two adjacent fluid layers.
du
τ α
dy
τ = η (where, η is the constant , i.e. Dynamic Viscosity
of fluid)
In case of Kinematic viscosity:
η
V (Kinematic viscosity) = σ
Where σ is density of the fluid medium.
The Dynamic and Kinematic Viscosity concepts are hereby
furthermore clarified based on their definitions.
Dynamic viscosity is a fluid’s resistance while flows
horizontally with a pressure, applied externally. Coefficient
of dynamic viscosity is a measure of internal resistance.
Dynamic (absolute) viscosity is the tangential force per
unit area required to move at one horizontal plane with
respect to another plane.  
The other way is to measure the resistance of flow of a
fluid under the gravity, where no external force is applied.
The kinematic viscosity is the measure of fluid’s inherent
resistance while fluid flows vertically down and when no
external force, except gravity, acts on it.
To simplify these concepts, two fluids that have the same
dynamic viscosity can have different kinematic viscosities.
This is because kinematic results are dependent on the
density of the fluid. Density is not a factor with dynamic
viscosity.
Before proceeding further, it is also required to define in
brief the Newtonian and Non-Newtonian fluids.
Newtonian fluids obey Newton’s law of viscosity. The
viscosity is independent of the shear rate. Non-Newtonian
fluids do not follow Newton’s law and, thus, their viscosity
(ratio of shear stress to shear rate) is not constant and is
dependent on the shear rate.
 TECHNICAL PAPER

Newtonian fluids are like Water, air, alcohol, glycerol, and

thin motor oil. Low-concentration liquids, in general, such
as whole milk and skim milk are also Newtonian fluid.

Non-Newtonian Fluids are like custard, honey, starch

suspensions, yogurt, corn starch, paint, blood, melted
butter, and shampoo etc.

Fluids that become less viscous when shaken or stirred are

known as ‘shear-thinning fluids’ like polymer, tooth paste,
Jelly, tomato sauce etc. These ‘shear-thinning fluids’ are
also Non-Newtonian fluids. Cement Slurry is also a Non-
Newtonian Fluid. Fig. 6 Viscosity vs. Temperature

Dynamic (absolute) viscosity: Dynamic viscosity is also
known as absolute viscosity and most often relates to
Newtonian fluids. It refers to the fluid’s internal resistance
to flow when force is applied.
Kinematic viscosity: Kinematic viscosity is a measure
of the viscosity of a (usually Non-Newtonian) fluid in
motion. It can be defined as the ratio of dynamic viscosity
to density.
As ‘kinematic viscosity’ is dependent on the density of the
fluid and density is not a factor for ‘Dynamic viscosity’
it can be confirmed that measure of viscosity shall be
‘Kinetic Viscosity’ for ‘Cement Slurry’, which is Non-
Newtonian Fluid. Any viscometer that uses gravity in its
measurement-design is measuring in general ‘kinematic
viscosity’.
Water has a viscosity of 0.0089 poise at 25°C, or 1
centipoise at 20°C.
Owing to the aforesaid temperature effect on viscosity on
cement slurry fluid, in hot environment, green concrete
requires to be cooled down during preparation by using ice
with water; otherwise it may delay abnormally to get the
concrete set.
Concrete is dealt with ‘Cement Slurry’, which is a viscous
liquid. But this ‘Cement Slurry’ fluid has got another
property, that is, ‘Progressive Viscosity’. Progressive
Viscosity means – Viscosity increases as the time is
increased. Refer Fig. 7.

Viscosity never functions in static condition. Factor of

viscosity arises only when the viscous liquid or the body
(material) in the liquid is in motion. For example, friction
arises only in dynamic condition. In static condition,
neither friction nor viscosity can be measured.

Viscosity is measured in units of Poise (P). One unit Poise

equals to one dyne-second per square centimetre. One
‘poiseuille’ is 10 ‘poise’ or 1000 cP, while 1 cP = 1 mPa·s
(one milli pascal-second).
Viscosity, in general, varies with temperature. Viscosity
gradually reduces based on increase of temperature.
Increase of temperature increases the volume of the liquid;
that is per unit volume density of liquid decreases. Hence
representation of less density per unit volume (increased
due to temperature) indicates less viscosity. Refer Fig. 6.
Fig. 7 Progressive Viscosity Increases as the Time is Increased
By lapse of time, density of Cement slurry (Cement +
Water) increases per unit volume. In the other way, Total
volume decreases as the time increases.
The basic reason of such reduction in volume of cement
slurry is ‘Dehydration’. Dehydration occurs by both –
• Heat generation from the chemical reactions of cement
with water.

INDIAN HIGHWAYS AUGUST 2023 49

• Hot environmental weather or where ambient flow of 5.2 Technology Beyond Segregation in Concrete;
air remains very high. Segregation is Resisted by Buoyancy and
Viscosity; External Vibration Optimize Concrete
It is observed that while viscosity of cement slurry is Consistency and Restrain Concrete From
measured around or below 5 (tentative), homogeneity of Segregation
the slurry remains uncertain.
In the pouring of concrete, until external vibration is
Based on the test at 26.7oC or 80oF temperature, Viscosities applied in concrete, ignoring the primary falling (dropping)
of Cement Slurry at different w/c ratio are as below: impact, concrete will move down by only gravitational
force. Being pumped concrete, it is considered that the
W/c of Cement slurry at 26.7oC Viscosities (in cP)
0.30 330 workability will remain high and proper.
0.38 180
During analysis, concrete is considered as fluid (Cement
0.40 60
+ Water) based, containing stone chips and sand grains of
0.45 47
0.50 32 required grades and quantities. Stone and sand particles are
0.55 28 mainly angular in shape, but for easy analysis these are
0.60 20 considered in spherical shape.
0.65 16
0.70 14 Cement slurry is a viscous material. Considering
0.75 12 movements of both stone and sand downwards by gravity,
0.80 11 the following calculations may derive the velocity of the
0.85 8.7 bodies (Stone & Sand) as well as viscosity of the fluid
0.90 8.0 (cement slurry).
1.00 5.0
Downward forces: Gravitational force
From the above, it can be concluded that viscosity at w/c 0.3 Upward forces (resistance):
is 330cP, which is very high not feasible to pump. As well • Viscous resistance of fluid (medium)
as at w/c 1.00 the viscosity is 5 cP, which is also very low. • Buoyancy resistance (up thrust effect by the
In view of the same, w/c of cement slurry being tentatively displaced medium).
from 0.40 to 0.55 may be the most suitable for concrete Say,
(due to proper viscosity) for pumping. For pumping Retardation Force =‘F’, due to viscous drag (Viscous
purpose, slump of concrete preferably may be around or resistance).
more than 100mm.
For a spherical body radius = ‘r’.
Density of the body = ‘ρ’.
Body moving with velocity = ‘v’.
[Body (Stone / Sand) velocity downwards, after overcoming
the upward resistance of buoyancy and viscosity].
Coefficient of viscosity of the medium=‘η’
Density of the medium = ‘σ’.
Gravitational Constant = ‘g’ (9.81 m/sec2)
(Acceleration due to gravity)
Fig. 8 Graphical representation of Viscosity Vs w/c of
Cement Slurry at 26.7oC By Stoke’s Law:
Viscous resistance
Summary (5.1): Viscosity is the magnitude of internal
= F = 6 πvr η
friction in a fluid. Cement Slurry is Non-Newtonian fluid,
where ‘kinematic viscosity’ arises. Viscosity arises only Weight of the spherical body
when the liquid is in dynamic condition. W/c of cement = Volume x ρ x g
slurry being tentatively from 0.40 to 0.55 may be the most
suitable for concrete (due to proper viscosity) to pump.

50 INDIAN HIGHWAYS AUGUST 2023

 TECHNICAL PAPER
Buoyancy effect (up-thrust) on the body
(Due to displaced medium)
So, resultant force on the body
As ‘ρ’ is more than ‘σ’, resultant force on the body,
overcoming the buoyancy effect, will be downwards. This
downward force is resisted by the viscous resistance (F)/
retardation force.
For derivation, equilibrium condition is considered
primarily by equating
Viscous Resistance (F): upward force = Resultant force on
the body: downward force
Thus,
The terminal velocity of a body (stone/sand) in equation
(1) is –
i. Directly proportional to the square of radius (r2) of
both stone/sand.
ii. Directly proportional to the difference in the density of
‘stone/sand’ and ‘cement’ slurry.
iii. Inversely proportional to the coefficient of viscosity of
the cement slurry (As viscosity changes with respect
to time, mentioning time is important from cement-
water mixing).
From (ρ – σ)
i.e. (density of stone/sand – density of cement slurry) is
always positive (+ve).
So, it is confirmed that –
‘Stone’ and ‘Sand’ will move down, in normal case, in the
‘cement-water’ slurry. In any case, the concrete (cement
slurry + sand + stone), without applying any external force,
cannot be made static till plasticity remain in concrete (i.e.,
till initial setting time) –
This downwards movement of stone/sand cannot be
minimised –
• Unless, size of sand and stone is reduced, i.e., finer
aggregates are used. This may not be feasible, as to
maintain the requisite strength of concrete.
• Unless, the difference in density of stone/sand and cement
slurry is reduced substantially. It may not be practically
feasible without affecting quality.
• Unless, coefficient of viscosity of the cement slurry is
increased and balance the downward velocity. At least,
downward velocity of sand and stone can be reduced to
certain extent by adding appropriate super plasticizer.
The aforesaid whole phenomenon in concrete is called
‘segregation’.
In actual observation, the density of stone is quite more than
that of sand. So, in regard of downwards fall of aggregates
in cement slurry, velocity of stone will apparently be more
than the velocity of sand.
But, side by side, it is obvious that although stone
moves faster in cement slurry (cement + water) mixer
theoretically, but, stone, actually, does not meet cement
slurry alone, presence of sand in cement slurry is also very
vital. Practically Cement slurry being mixed with finer part
of sands will act as a mortar paste, which is a different fluid
of different density and different viscosity, which physically
shall be higher than previous (only cement-water paste).
In view of that, velocity of stone will be reduced
substantially. Similarly, following the similar condition,
velocity of coarser sand will also be reduced substantially.
So, in summary, total segregation (of both stone and sand)
in cement slurry will ultimately be in very slow (negligible)
motion, until external force is applied in concrete. External
force in concrete is applied by use of vibrators prior to
initial setting time.
Such slow motioned segregation of Stones and coarser
sands in cement slurry automatically comes to static
condition in course of time, as viscosity of the medium
increases as time increases. Finally segregation will be
static by the initial setting time is over.
INDIAN HIGHWAYS AUGUST 2023 51
 TECHNICAL PAPER
Summary (5.2): Segregation in concrete ingredients
occurs based on the gravitational force and density of the
ingredients. Weight of the aggregates (considering effect
of Buoyancy resistance) generally overcomes the viscous
resistance of fluid and creates segregation.
When co-efficient of viscosity of the slurry (cement + fine
sand + water) cannot resist or balance the velocity of the
aggregates, segregation occurs. By applying external force,
using vibrators in green concrete, segregation is minimized
or optimized.
5.3 Optimization of Dynamism, by Controlling
Vibration in Concrete, Minimizes Segregation
and Bleeding.
In general two types of vibrators are used in major concrete.
• Immersion / Poker or Needle vibrators (Internal
Vibrator)
• Form / Shutter vibrators.
(External Vibrator)
Generally “surface vibrators” are used in slabs or floors of
very less thickness. These vibrators are not considered in
this discussion.
External vibration adds value to the concrete to make it
homogeneous, mainly by:
 Neutralising the segregation of stone and sand in
concrete.
 Making out the entrapped air voids, as far as possible.
 Placing concrete in perfect position.
With all above activities, by use of external vibrators,
green concrete gets compacted, homogeneous and properly
placed in position.
Over vibration may cause damage to the concrete by
creating segregation. Low slump concrete will require more
vibration effort than high slump concrete. As such pump
concrete being highly plastic it will need minimum vibration
effort. Optimum vibration is needed for producing high
quality concrete. Optimum vibration causes compaction of
concrete and over vibration causes segregation.
Use of vibrators (needle or shutter), in general, generates
horizontal forces in concrete. This vibratory force will
52 INDIAN HIGHWAYS AUGUST 2023
displace the stone and sand particles mainly horizontally
within the proximity. Some stone/sand particles marching
with natural gravitational force change the path of
movement of the materials to parabolic/projectile.
Such horizontal forces, as created in concrete, generally
compact the concrete horizontally upto a reasonable
distance (based on frequency of the vibrator needle). For
such compaction of concrete, horizontal vibratory forces
as well as pressure on top of concrete (by load of layers)
are responsible.
Further, in high slump plastic concrete, continuous
vibration at places with a high frequency vibrator, the
concrete may also bleed profusely.
Bleeding in green (plastic) concrete indicates segregation
as water comes out from concrete. Water being the lightest
material in concrete, it tries to remain on top and heavier
materials go gown.
Due to bleeding, movement of water starts upwards and in
sequence cement, sand and stones will move as per their
own density. Thus automatically segregation occurs.
In view of the above, vibration in concrete must be applied
in optimum condition to avoid any segregation or bleeding,
and to get proper compaction.
Summary (5.3): Optimized use of immersion vibrators
(Poker or Needle) minimizes segregation in concrete
ingredients. Over vibration in concrete should be avoided
to minimize/optimize bleeding from cement slurry.
5.4 Test Method by Marsh Funnel (Cone) to
Determine the Field Viscosity and Workability
of Fluid
Dynamism
At site generally ‘Marsh Cone / Funnel’ is used to determine
the field viscosity and workability of cement slurry. Marsh
Funnel was introduced by Mr. Hallan N. Marsh in 1931.
Here, analysis is being continued on cement slurry and
its field viscosity only. The Marsh Funnel Viscometer  is
a simple device used for routine quick measurements of
fluid viscosity. It is an excellent indicator of changes in
fluid properties. The Marsh Funnel Viscometer is conical
in shape.
 TECHNICAL PAPER
Fig. 10 Marsh Funnel Viscometer
Funnel (Cone): A cone with a length of 305 mm (12”);
and top diameter of 152 mm (6”), equipped with a screen
at the top of orifice tube. Capacity of the cone from the
orifice opening to screen bottom shall be 1500 ml.
Funnel Orifice: An orifice tube of 51 mm (2”) in length
with an inside diameter of equal to 4.75mm (3/16”).
Screen: A screen with openings of approximately 3.2 mm
(0.125”). The screen is normally placed at 1500 ml level
of the funnel, approximately 19 mm (o.75”) below the top
of funnel.
Verification: Flow duration for 946 ml of water shall be 26
± 0.5 seconds at a temperature of 21o ± 3o C (70 ± 5o F). For
1 litre water time duration shall be 28 seconds.
Test: To measure the time (in second) for the slurry to
fill the graduated cup under the funnel upto the mark 946
ml (=1 qt = 1 Quart = 1 Quarter Gallon). Recording of
temperature during such experiment is important.
Marsh Cone Viscometers or Orifice Viscometers:
Orifice viscometers include the different varieties of cup
viscometers. For tests of viscosity, using gravity, no
external force is applied.
The flow behaviour of a Marsh funnel is simulated
numerically. The Marsh funnel time is often referred
to as the Marsh funnel viscosity, and represented by the
abbreviation FV.
Marsh funnel time can also be converted into a value of
effective viscosity. The following equation is for the effective
viscosity being converted from Marsh Funnel viscosity.
The equation of Mr. M.J. Pitt is:
ηeff = σ (t-25)
Where: ηeff. = Effective viscosity (cp);
σ = density in gm/cc of fluid;
t = quart funnel time in sec.
The Marsh Funnel viscosity (seconds) also represents field
workability of the fluid. With the increase of w/c ratio of
cement-water slurry, the workability will also increase.
Higher time (sec) in V-Funnel indicates higher viscosity
i.e., more thick slurry i.e., less workable.
Summary (5.4): Marsh Funnel Viscometer is used for
measuring field viscosity of fluid at work sites.
6 VIBRATION IN SET CONCRETE SHALL
BE HARMFUL TO THE CONCRETE
MASS. PROVISION OF COLD JOINT
MAY BE BETTER THAN DAMAGING
THE SET CONCRETE.
All movements of concrete ingredients are required to be
restricted prior to start of hardening of concrete, i.e., prior
to start loosening of plasticity of concrete ie, within initial
setting time. In any case, it is obvious that the concrete
should not be disturbed after the initial set in concrete
starts.
If vibrators are applied even after the initial setting time,
the vibration will be transferred to the concrete as a
whole and movement will occur on the set concrete mass.
Separate movement of the ingredients of concrete will not
occur. Unsystematic movement of the set concrete mass
may even create crack or air pockets in the ‘set concrete’,
which may not return back in its original position owing
to non-having requisite plasticity. Such vibration cannot
compact the concrete properly.
For easy vibration, after initial setting time, adding of
plasticizer or water or cement slurry into concrete may act
adversely, instead of increasing plasticity of concrete. In
the other way, it will reduce the crushing strength of the
concrete.
In view of the same, during design of concrete mix, proper
retarder may be used in proper dose, which may increase
the initial setting time of concrete.
INDIAN HIGHWAYS AUGUST 2023 53
 TECHNICAL PAPER
In case of absolute emergency during pouring concrete in
layers, if one layer gets set, prior to pouring of the next
layer, shear reinforcements (pre designed) are required to
be placed vertically on the previous layer of concrete.
Direct pouring of the concrete layer on the top of the
initially set previous layer concrete may cause serious
harm to the concrete as explained below:
• If vibrator needles penetrate the previous initially set-
concrete layer for mixing with the new top layer of
concrete, it may damage the old layer, which may not
be possible at all to repair properly.
• If stitching concept is applied with initially set old
concrete and newly laid fresh concrete, feasibility of
placing shear pockets in lower layer of concrete, using
needle vibrators, shall always be in doubt.
• Moreover, the load of new concrete over the old and
initially set concrete may cause damage to the set
underneath concrete.
Hence in such scenario, it would be better to provide
cold joint with necessary shear pockets and/ or shear
reinforcements, subject to approval of the designer.
Summary (6): It is very important that the set concrete
cannot be disturbed in any condition. In unavoidable
circumstances, cold joint with necessary shear pockets
and/ or shear reinforcements, may be provided, subject to
approval of the designer.
7. FINISHING OF THE TOP LAYER CONCRETE
SURFACE. EXCESS BLEEDING OF CEMENT
REQUIRES OPTIMIZATION.
In general concrete should not be dropped from a height
more than 1.5 M (Refer Clause 13.2 of IS: 456- 2000) as
well as each layer of concrete shall not be more than 600
mm and not less than 100 mm. Refer Clause 3.1.1 of IS:
3558- 1983.
The last layer concrete, in a raft or so, should preferably be
around 300 mm to 400 mm in depth. It, in any case, must
not be more than 600 mm.
In general, for the purpose of smoothing the top surface of
concrete, the last layer of concrete is vibrated vigorously.
Excessive vibration in the last layer of concrete may cause
excess bleeding in concrete.
54 INDIAN HIGHWAYS AUGUST 2023
Normal bleeding is not harmful; contrary, it may even
improve the quality of concrete due to optimisation of w/c
ratio.
By normal bleeding, against normal vibration, excess
water comes out and flow to top, due to less specific
gravity. Such phenomenon ultimately optimises the w/c
ratio, which improves the concrete quality.
But excess bleeding seizes out the major water from the
viscous fluid (mixer of cement; water; plasticizer; fine
sand) of concrete. Thus loss of major water deteriorates
the property of viscosity. So, cohesiveness amongst the
ingredients of concrete is lost.
Due to lack of adequate water in cement slurry, buoyancy
effect (upward force) on stone and sand will not function
properly as well as viscosity force (upward resistance) will
not also act properly on the aggregates.
In view of the above, the ingredients of the concrete (stone
and sand) will move downwards due to Gravitational
force (downwards), no upward force like buoyancy effect
and viscous drag will act properly. This is Segregation in
concrete, which occurs due to excess bleeding owing to
excess vibration.
As well as, by the effect of severe bleeding and subsequent
dehydration, wetness in concrete i.e., cohesion amongst
the ingredients of the concrete reduces drastically. This
‘drying action’ vis-à-vis ‘loss of cohesion’ in concrete
results shrinkage, which, in turn, results movement in the
concrete ingredients.
The weakened tensile strength of the green concrete, owing
to weak cohesion force due to dehydration, cannot resist
the tensile stress being developed due to the movement of
the concrete ingredients.
This phenomenon of failure of tensile strength in concrete
ultimately may result to shrinkage crack, even deep crack,
depending on the last layer of concrete and vibration
therein.
So, during finishing of the concrete surface, due to over
vibration and subsequently excess bleeding, not only
major segregation may occur, but subsequently cracks may
develop in concrete within initial setting time.
Summary (7): Over movement of concrete ingredients on
top layers due to mechanical vibration may cause bleeding
in concrete, which may cause harm to the concrete.
 TECHNICAL PAPER
8. SLIPPAGE IN FORMWORKS OR IN
SUPPORTS MAY CREATE MOVEMENT
IN CONCRETE EVEN WHILE SET. SUCH
MOVEMENT MAY CAUSE HARM TO
CONCRETE.
Accidental slippage in formworks or in supports, during
pouring operation of concrete, may cause damage to the
green concrete. If cement slurry from concrete sleeps out,
honeycomb may occur.
The plasticity of the affected concrete has to be checked
as well as its initial setting time. If physically any minor
displacement in form work occurs within initial setting
time, proper re-vibration in concrete may solve the
problem.
After expiry initial setting time, if there be any movement
in the form work, permanent cracks in concrete may occur,
which ultimately may damage the concrete. Against such
phenomenon, post concrete check has to be done and
subsequent remedial measures have to be taken properly.
To avoid such problems, shutters and supports must be
ensured with its correctness and rigidity prior to pouring
concrete.
Summary (8): During green condition of concrete,
movement or displacement in form works and/ or supports
may cause unwanted movement in concrete, which may
cause harm to the concrete.
9. TRANSMISSION OF EXTERNAL
VIBRATION TO CONCRETE – EFFECT
IS REQUIRED TO BE JUDGED.
External vibration on concrete within initial setting time
or after initial setting time may cause disturbance to the
concrete. Such disturbance may also cause damage to the
structure, particularly if disturbances occur after initial
setting time.
It is absolutely a matter of judgement by the site Engineer
whether external vibration is severe and how far the
vibration may affect the concrete as well as whether it will
continue for long period. Based on type of the structure
and intensity of vibration, the site engineer will have to
take decision for commencing concrete.
Generally, external-vibration within initial setting time
may not cause any damage, if vibration in concrete is taken
care in time.
For sudden vibration like in Earthquake, as such no pre-
planning can be made. For damage, if any, post thorough
checking is necessity for decision.
Summary (9): During green or even set condition of
concrete, transmission of external vibration may cause
harm to the concrete. For unavoidable cases, post thorough
checking may be required for decision or actions.
10. CONSTRAINT IN DYNAMISM OF GREEN
CONCRETE MAY CAUSE HARM TO THE
CONCRETE
It is very important to note that illogical slow-down or total
stoppage of the movements of concrete ingredients prior
to initial setting, may create damage to the concrete by
segregation or by irregular setting.
Delay in vibration, after pouring of concrete in place, may
also cause reduction of workability of the concrete, which
may resist to creating proper compaction in concrete.
Summary (10): Unnecessary resistance in dynamism of
the ingredients of green concrete may cause severe harm.
11. CONCLUSION
From the aforesaid execution–based discussions on
dynamism in concrete ingredients, while at green state, it
is clearly evident that –
• All the concrete ingredients are on movement till the
concrete achieve initial setting.
• It can be concluded that dynamism in concrete
ingredients is absolutely necessary, but in optimised
nature, till the concrete is having plasticity.
• In no case the said dynamism in concrete ingredients
shall be stopped or restricted unnecessarily, prior to the
construction activities are over. Constraint in dynamism
of green concrete may cause severe harm.
Viscosity in Concrete Resists Segregation and Bleeding:
It can also be noted that viscosity is one of the major base
factor for proper concrete movement. Cement, water and
fine-sand make the ultimate viscous fluid. Stone and coarse-
sand move in such fluid. Viscosity resists segregation as
well as bleeding.
INDIAN HIGHWAYS AUGUST 2023 55
 TECHNICAL PAPER
Set Concrete and Hardened Concrete:
Shape of the concrete gets more or less firm after initial
setting time, but in high depth concrete, probability of
buckling or bulging in concrete remains till final setting
time. After final setting time, the concrete can be told as
“Fully Set” but even then the concrete cannot be declared
as ‘hardened fully’. Concrete is called fully hardened only
after achieving full requisite crushing strength.
After initial setting time the concrete is primarily set; but
reaction with cement and water goes on in major way till
final setting time. During this time no significant movement
in concrete ingredients is observed. Micro movement in
concrete, owing to cement-water reaction effect, may
occur in concrete, but it will be at very micro range, which
is not analysed in this discussion.
Basic Purpose of the Paper:
Basic purpose of this paper is to describe the back ground
technology with detailed technical analysis in preparing
a concrete from its ingredients with every stage analysis
along with analyzing movements of all its ingredients
owing to natural occurrences and execution system being
applied at field.
Dynamism in green concrete generally remains during –
• Manufacturing and transportation.
• Pouring and vibrating at location.
• Finishing of top layer surface.
• Slippage in form works or in supports.
• Transmission of external vibrations.
All activities related to ‘dynamism’ amongst the ingredients
of green concrete are effective for control of segregation
and workability ensuring perfect placement at location
with compaction mainly.
In View of Young Engineers’ Benefit:
If this scenario of dynamism in viscous concrete at green or
plastic state is elucidated amongst the Site Engineers, for
any decision at site, the Engineers will be more confident to
proceed with independent appropriate technical decisions;
as well this paper will help the site engineers to plan and
organize a major concrete and control the quality having
total technical back ground.
56 INDIAN HIGHWAYS AUGUST 2023
REFERENCES
1. Elements of Properties of Matter – by D.S. Mathur. Page
382 – page 415.
2. Technical Paper: Plastic Shrinkage and Deep Crack
Formation in RCC Structures Owing to Excess Bleeding in
Concrete and Remedial Measures thereof by Dhrubajyoti
Bhattacharya and Amitabha Datta.
3. Technical Paper: Viscosity of Cement Slurries as a Function
of Solids Content – by Harald Justnes and Hedda Vikan;
SINTEF Technology and Society, Concrete, NO-7465
Trondheim. (Annual Transactions of the Nordic Rheology
Society, vol. 13, 2005)
4. Technical Paper: The Physical Properties of Slurry with
Variable W/C Ratio in Cementing Oil Well – 1Al-Yooda
Osama Jabbar Hadee – Undergraduate, Department of
Construction of Unique Buildings, Civil Engineering
Faculty; 2Kolosova Natalya Borisovna – Associate
Professor, Honorary Worker of Higher Professional
Education of Russia, Senior Lecturer, Department of
construction of unique buildings,
5. Technical Paper: Studies On Falling Ball Viscometry – by
Amit Vikram Singh, Lavanjay Sharma, and Pinaki Gupta,
Indian Institute of Technology Kanpur.
6. Technical Paper: The Marsh Cone as a Viscometer:
Theoretical Analysis and Practical Limits – by R. Le Roy
and N. Roussel, Paris, France. Materials and Structures /
Constructions, Vol. 37, Month 2004, pp XX-XX
7. Technical Paper : Flow of Herschel–Bulkley Fluids through
the Marsh Cone – by V.H. Nguyen, S. Remond, J.L. Gallias,
J.P. Bigas, P. Muller, Paris, France.
8. Technical Paper: Apparent Viscosity Direct from Marsh
Funnel Test – by Faleh H. M. Almahdawi, Ahmed Zarzor
Al-Yaseri and Nagham Jasim, University of Baghdad Iraq.
9. Technical Paper: Determination of the Effective Viscosity
of Non-newtonian Fluids Flowing Through Porous Media.
Ursin Eberhard, Hansjoerg J. Seybold, Marius Floriancic,
Pascal Bertsch Joaquin Jiménez-Martínez, Switzerland;
José S. Andrade Jr., Departamento de Física, Universidade
Federal do Ceara, Fortaleza, Brazil; Markus Holzner
10. Technical Paper: Effect of W/C Ratio on Workability and
Mechanical Properties of High Strength Self Compacting
Concrete by Mallikarjuna Reddy V, Seshagiri Rao M V,
Srilakshmi P, Sateesh Kumar B.
11. Technical Paper: Evaluation of Initial Setting Time of
Fresh Concrete R R C Piyasena, P A T S Premerathne, B T
D Perera, S M A Nanayakkara
 TECHNICAL PAPER

12. ASTM 6910-6910M-09: Standard Test Method for Marsh
Funnel Viscosity of clay construction slurries.
13. ASTM-C618 − 12a: Standard Specification for Coal Fly Ash
and Raw or Calcined Natural Pozzolan for Use in Concrete.
22. IS.4925.2004-Conc Batching & Mixing Plant- Specification.
23. IS.5892.2004-Conc Transit Mixer-Specification.
24. IS.9103.1999 Concrete Admixtures – Specification

14. ASTM-C150- Portland Cement 25. IS.5513-1976- Specification for Vicat apparatus.

15. IS 10262 -2019 - Concrete Mix Proportioning - Guidelines. 26. IS.8142-1976- Penetrometer Test method

16. IS.456.2000 – Plain and Reinforced Concrete. 27. IS 269 2013 - OPC, 33 Gr

17. IS.1199.1959 - Methods of Sampling and Analysis of Concrete 28. IS.12269.1987 (Reaffirmed 2004)- OPC - 53 Gr

18. IS.1791.1985-General requirements for Batch Type 29. IS.6452 (Reaffirmed Feb 2005) 1989- High Alumina Cement
Concrete Mixers. for Structural use

19. IS.3558.1983- Code of Practice for use of Immersion 30. IS.8041.1990 (Reaffirmed 2005)- Rapid Hardening Portland
Vibrators for Consolidating Concrete. Cement

20. IS.4031.5.1988-Methods of Physical Tests for Hydraulic 31. IS.12600.1989 (Reaffirmed 2009)- Portland Cement, Low
Cement. Heat

21. IS.4032.1985-Method of Chemical Analysis 32. IS-16415-Product-Manual (According to IS 16415 2015)

OBITUARY

Shri A.V. Sinha

Former DG (RD) & SS,
Ministry of Road Transport & Highways

The Indian Roads Congress express their profound sorrow on the sad demise of Shri A.V. Sinha, former DG (RD)
& SS, MoRT&H and Hon. Treasurer, IRC who left for heavenly abode on 15th July, 2023. Shri Sinha was an active
Life Member of IRC and served as the Convenor of HSS, BSS & GSS Committees of IRC. He was the Chairman
of Highway Research Board, he has also served as the Convenor of Flexible Pavements Committee. He was the
member of various Technical Committees of IRC. Shri Sihna has contributed his experience and expertise in forming
of many IRC documents & also contributed Technical Papers in the periodicals of IRC. Shri A.V. Sinha was a
distinguished highway engineer of long standing. With his vision, leadership and direction the country progressed in
the modernization of Highway Network. He was the recipient of Life Time Achievement Award of IRC.

His demise is a loss to the highway profession, may his soul rest in peace.

INDIAN HIGHWAYS AUGUST 2023 57

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MoRT & H Circular

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 MoRT & H Circular

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MoRT & H Circular

INDIAN HIGHWAYS AUGUST 2023 63

 MoRT & H Circular

64 INDIAN HIGHWAYS AUGUST 2023

 TECHNICAL PAPER
MoRT & HREFERENCES
adopting recent advances in rehabilitation
Circular
techniques it is possible to bring back bridges to
original serviceable condition. 1 EN 1504 Parts 1 to 10
2 IRC:SP:40-2019 “Guideline on Repair, Strengthening &
5. MATERIAL USED Rehabilitation of Concrete Bridges” Indian Roads
Congress, New Delhi
i) KP/HP- 250 –
SLV grout - (Super low 3 IRC:SP:80-2008 “Guidelines for Corrosion Prevention,
Viscous Epoxy Grout) Monitoring and Remedial Measures for Concrete Bridge
Structures” Indian Roads Congress, New Delhi
ii) KP/HP-350 – Epoxy Patching Compound 4 Limaye R.G. and Kamat M.K. and Hotta S.
iii) EPI Bond – Bonding Agent before Strengthening Chemically Deteriorated Concrete
Shotcrete Structures. The Indian Concrete Journal, September
iv) Feovert – Alkaline rust convertor 1992 pp 517-521
v) IPNet RB – Anti corrosive coating to 5 Concrete Bridge Practice Construction, Maintenance
rebars and Rehabilitation – V.K.Raina
vi) KP 100 – Concrete Corrosion inhibitor 6 Principals and Prevention of Corrosion –Prof R.D. Angal
vii) PC grout – Microne polymer cement 7 Austin S.A. & Robin P.J. (Sprayed Concrete Properties,
grout Design and Applications whittles Publishing 1995
8 Neville A. – Properties of concrete, John Wiley & Sons 1996
viii) Sifumex 100 D – Microsilica admixture for
shortcrete. 9 Shotcrete by Nem Kumar Banthia- Master Builder, Vol
8, No.2 Feb-March 2006.
ix) Goldbond 1893 Superwrap – Glass Fiber
10 Rehabilitation and Retrotting of Structures Edited by
wrapping
K.B. Rajoria, Ashok Basa.

36 INDIAN HIGHWAYS JUNE 2023

INDIAN HIGHWAYS AUGUST 2023 65

 NEW/REVISED
TECHNICAL
PUBLICATIONS
PAPER OF IRC

The IRC has recently brought out the following 14 New/Revised Publications. These prestigious publications
will be quite useful to the Road Engineers in their day to day working.

S. Packing
Title of the Document Price
No. & Postage
1 IRC:73-2023 “Geometric Design Standards for Non-Urban Roads” 500 40
(First Revision)
2 IRC:82-2023 “Code of Practice for Maintenance of Bituminous Roads” 800 30
(Second Revision)
3 IRC:135-2023 “Guidelines for Development of Bus Ports in India” 600 40

4 IRC:SP:32-2023 “Guidelines for Safer Commute to Schools” 300 30

(First Revision)
5 IRC:SP:85-2023 “Guidelines for Variable Message Signs” (First Revision) 800 30
6 IRC:SP:90-2023 “Guidelines for Grade Separators and Elevated Structures” 500 30
(First Revision)
7 IRC:SP:99-2023 “Manual of Specifications and Standards for Expressways” 1500 40
(First Revision)
8 Special Report No. 26 “State of the Art: Mobile Routine Maintenance Facility for 500 30
Flexible Pavement”
9 Capacity Development Project on Highways in Mountainous Regions 1400 50
“Guidelines for Slope Protection & Embankment with Advanced
Technology” Part-I Main Text
10 Capacity Development Project on Highways in Mountainous Regions 1800 50
“Guidelines for Slope Protection and Embankment with Advanced
Technology” Part-II Appendix
11 Capacity Development Project on Highways in Mountainous Regions 300 30
“Guideline for Planning”
12 Capacity Development Project on Highways in Mountainous Regions 800 40
“Guideline for Mountain Bridge with Advanced Technology”
13 Capacity Development Project on Highways in Mountainous Regions 800 40
“Guidelines for Tunnel on Arterial Roads in Hill Area”
14 Capacity Development Project on Highways in Mountainous Regions 900 40
L“Guideline for Operation and Maintenance”

Copies of these publications can be obtained from IRC Office against cash payment or by sending Demand draft
drawn in favour of “Secretary General, Indian Roads Congress”. For more details, please contact + 91 11 2338
7759, 2338 4543 and E-mail: ircsale1934@gmail.com/ sale.irc-morth@gov.in
These publications can also be ordered through making online payment by visiting our website www.irc.nic.in
under the column “Sale of Publication”.

xxxxxxxxxxxx

66 INDIAN HIGHWAYS AUGUST 2023

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Edited
Edited and Published
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by Shri Sanjay
Sanjay KumarNirmal,
Kumar Nirmal,Secretary
Secretary General,
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